Car Reviews

Volvo is heading to a fully electric future, but the company’s new single-motor EV powertrain shares an obvious link with the brand’s past. This is set to be the first rear-wheel-drive Volvo since the venerable 900 series retired in 1998.In engineering terms, the choice of a powered rear axle is not a surprise. In EVs as in combustion cars, it makes more sense to split the duties of steering and propulsion. Yet Volvo has reached this rational conclusion in a roundabout way, having previously offered both the C40 Recharge and XC40 Recharge with a single front-mounted motor in Europe. The arrival of a brawnier new motor now sees this configuration reversed, and even though the C40 and XC40 still sit on the same CMA platform as before, they’ve been turned from pullers to pushers. In the U.S. we never got the single-motor Volvo EVs, so all will be fresh to American buyers when the cars arrive in the second half of the year.Volvo has designed and engineered the new motor and will build it in Sweden. The same unit will also power the front wheels of the upcoming EX90 SUV, and it is used in the all-wheel-drive XC40 Recharge as well. With just one motor, the rear-drive C40 is obviously less potent than its dual-motor all-wheel-drive counterpart, but output figures of 248 horsepower and 310 pound-feet of torque are still competitive. We expect the rear-drive C40 to sprint to 60 mph in the mid-six-second range, and our drive in Sweden proved that this Volvo feels plenty rapid. Acceleration off the line is keen, with the continuous flow of power making the C40 feel punchier than its power-to-weight ratio would suggest. (Volvo says the single-motor C40 is 216 pounds lighter than the two-motor version, which would put it at a porky 4550 pounds based on our last test of the latter.)More on the C40 RechargeAt higher speeds, the C40’s acceleration becomes progressively less energetic, and our sample car lost much of its mojo by 80 mph. It would take both a long straight and a determined throttle stomping to get it to the 112-mph limiter that Volvo now fits to all its cars. As in the all-wheel-drive XC40, cruising refinement is excellent at highway speeds, and Volvo sensibly hasn’t given the C40 an artificial soundtrack beyond a low-speed warning noise. Near-silence suits it well.The switch to the new motor has mostly been done to boost efficiency, and here the rear-drive powertrain excels. The rear-drive version gets a new 79.0-kWh battery pack, while the dual-motor C40 sticks with the old 75.0-kWh unit. This is expected to deliver an EPA range of 297 miles (versus 293 miles in the case of the slightly less aerodynamic XC40 single-motor). The 79.0-kWh battery is also capable of accepting peak DC charging speeds of up to 200 kilowatts should you be lucky enough to find such a potent charger, up from the 150-kW peak of the smaller pack.Although Volvo was eager to highlight the dynamic benefits of rear-wheel drive, the C40’s chassis is still tuned for comfort and stability rather than any high level of athleticism. The car steers accurately, but little meaningful sensation gets through the electric assistance of the power steering, and on standard all-season tires the front wheels washed out under even modest levels of provocation. The stability- and traction-control systems maintain order but can’t be switched to a more permissive sport mode. We suspect that few buyers of the C40 and XC40 Recharge RWD will know or indeed care which axle is powered. As before, the rest of the C40 continues to make a persuasive case to choose the XC40. The C40’s lower roofline makes it look marginally sleeker, although we defy anybody to actually confuse this four-door crossover with an actual coupe. But it also sacrifices the XC’s impressively spacious rear cabin and dramatically reduces rearward visibility through the heavily raked rear window. It feels like the answer to a question few people are asking, especially as the more practical XC40 should be marginally cheaper. The Google UI system has also managed to pass straight from feeling underdeveloped when it was new to old-fashioned now, many functions having to be mined from submenus.Despite all that, the C40 Recharge still possesses a strong likability. Given the limited dynamism of the platform, the single-motor version suits the car’s laidback demeanor better than the pricier and heavier all-wheel-drive model.Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Volvo C40 RechargeVehicle Type: rear- or front- and rear-motor, rear- or all-wheel-drive, 5-passenger, 4-door hatchback
PRICE (C/D EST)
Base: $50,000; AWD, $55,000
POWERTRAINS
Motors: permanent-magnet AC, 248 hp, 310 lb-ft or induction AC, 147 hp and permanent-magnet AC, 255 hp (combined output: 402 hp, 494 lb-ft)Battery Pack: liquid-cooled lithium-ion, 75.0 or 79.0 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 150 or 200 kWTransmissions, F/R: direct-drive
DIMENSIONS
Wheelbase: 106.4 inLength: 174.8 inWidth: 73.7 inHeight: 62.6 inPassenger Volume, F/R: 53–55/43 ft3Cargo Volume, Behind F/R: 49/17 ft3Curb Weight (C/D est): 4600–4800 lb
PERFORMANCE (C/D EST)
60 mph: 4.3–6.6 sec100 mph: 10.9–13.2 sec1/4-Mile: 12.8–15.1 secTop Speed: 112 mph
EPA FUEL ECONOMY (MFR’S EST)
Combined/City/Highway: 99–107/106–118/91–96 MPGeRange: 257–297 miCar and driverCar and driver Lettermark logoEuropean EditorMike 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

Off-roading in a Lamborghini Huracán isn’t anything new to us. We’ve mowed the lawn at triple-digit speeds through Virginia International Raceway’s daunting uphill esses. On another occasion, we ended up behind the guardrail and in the woods of VIR’s Patriot Course. Don’t ask. Those excursions occurred involuntarily. The thought of willingly exiting the tarmac and throwing a Huracán into the dirt is insane. But nothing about the dual-purpose Lamborghini Huracán Sterrato is rational. What Makes the Huracán Sterrato SpecialJust look at the thing’s bulging fenders, the rally-inspired light pods grafted onto its angular nose, the roof-mounted snorkel and optional luggage rack, and the oddest-looking tires to be fitted to a Huracán. It’s clear this is not a typical supercar. The Sterrato is part Bruce Wayne, but mostly Max Rockatansky. A little touch of class but all badass, this is the first Lamborghini since the LM002 to wear dirt well. The Sterrato isn’t a byproduct of Porsche transforming the 911 into an off-road buggy with the Dakar. Lamborghini’s concept dates back to 2017, when the engineering team, hot off the heels of working on the Urus, realized there was more left in the LP610-4 all-wheel-drive platform. Why not fit it with longer electronically controlled dampers and softer springs to provide 1.7 inches more ground clearance than the Evo and softer anti-roll bars to enable more articulation? If you build it, they will come. And they came in droves. The Sterrato became instantly popular before anyone had driven one. The number that Lamborghini would produce increased again and again, finally reaching 1499, all quickly spoken for despite a $278,972 sticker. It was the end of the Huracán’s journey. More on the HuracánAs in all Huracáns that came before it, the heart and soul of the Sterrato remains the enthralling 5.2-liter V-10, which has a furious soundtrack as 10 pistons pump and 40 titanium valves suck and blow air. In the Sterrato, the V-10 generates 602 horsepower, down 29 horses from the same engine in the previous STO and Tecnica variants. Until now, Huracáns have drawn air into the intakes from openings ahead of the rear wheels. To no surprise, when you’re kicking up dust and dirt, low air intakes are a terrible idea. Lamborghini’s fix is the rooftop snorkel, previously used on the STO to move air through the engine bay and here serving as the Sterrato’s windpipe. Its flow path is more restrictive, resulting in the reduction of horsepower. Driving the Huracán SterratoSure, the Sterrato has enhanced approach, breakover, and departure angles, but none of that matters much at Chuckwalla Valley Raceway. The off-road wedge obliterates the front straight. Stand on the firm, if a bit sensitive, brake pedal that modulates the standard carbon-ceramic brakes, and the Sterrato, fitted with Bridgestone all-terrain tires (more on those later), twerks its way into Turn 1. The tires beg for mercy under load exiting Turn 3, and Sport mode allows a copious amount of sideways playfulness. On this day, we’ll ignore turning down into Turn 4 and instead flip the steering-wheel toggle to Rally mode and drive off into the sun-baked desert. Willingly plowing the Sterrato into the sand feels unnatural, but with a left-right twist of the fuzzy steering wheel, the quick, fixed-ratio steering rack is an all-star for setting up a Scandinavian flick. For this model, Lamborghini passed on rear-axle steering as it muddied the vehicle dynamics when paired with the all-terrain tires. Even without it, the brake-based torque vectoring pivots the machine, the earth succumbs, dirt encompasses the six-figure rally car, and with a pull of the big column-mounted shift paddles, the seven-speed dual-clutch automatic snaps off a gear change, the Haldex all-wheel-drive system shuffles torque between axles, and the Sterrato exits, leaving a dust plume reminiscent of the Road Runner. Never had the thought of piloting a Huracán over lumpy terrain in third gear on an 8500-rpm redline occurred to us, but the softer dampers and spring rates, paired with longer and squishier internal bump stops, keep the uprights from ejecting from the chassis like Joe Theismann’s bones did his leg. Find the right—or maybe the wrong—path through the desert and you’ll use all 6.4 inches of ground clearance. Dirt will fly over the hood. This isn’t the stuff trophy trucks are made of, but for a pavement pounder, it’s impressive and hilariously fun. None of this would be possible without the right tires. For that, Lamborghini tasked Bridgestone to develop the Dueler All-Terrain AT002, an all-terrain tire rated at 168 mph and available only in a Sterrato fitment. The sidewall construction mimics that of a Bridgestone Potenza Sport summer tire, so it’s stiff. Aside from a tread pattern meant to evacuate rocks and mud, the Dueler features interlocking snipes and tie-bars to lock the tread blocks together to provide more stability under load. And it’s a run-flat, so in the event of a puncture, the Sterrato can carry on for 50 miles at 50 mph. And while some might be tempted to mount two spares on the roof rack, it’s only rated for 88 pounds. Bridgestone will also offer a one-off winter tire for the Sterrato. Oh, the possibilities. It’s Not Just for Off-RoadThe Sterrato’s off-road capabilities aside, Lamborghini has created quite possibly the best roadgoing Huracán to date. Its softness makes for an enjoyable ride on the interstate, and with little roar from the all-terrain tires, this is the Huracán you’d want to drive across the country. Attack mountain switchbacks and there’s more pitch and roll than any Huracán before it, and the steering is so quick and light that midcorner corrections frequently occur until you train your hands to slow down. But none of this dulls the experience. Lean on it nice and hard, and the Bridgestones deliver what will likely be the greatest amount of grip we’ve measured from all-terrain rubber. And those fender flares aren’t just for looks. The front and rear tracks have been widened by 1.2 and 1.3 inches, respectively, giving the Sterrato a touch more sure-footedness.LamborghiniOther than a digital inclinometer, a pitch-and-roll display, and GPS coordinates in the central display, the Sterrato’s interior is much the same as any other Huracán’s. Perhaps one of the coolest features is its ability to sync an Apple Watch and record your heartbeat. And your heart may skip a beat driving the Sterrato. Even more so than all the Huracán variants that preceded it, this Lamborghini is one wild ride. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Lamborghini Huracán SterratoVehicle Type: mid-engine, all-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base: $278,972
ENGINE
DOHC 40-valve V-10, aluminum block and heads, port and direct fuel injectionDisplacement: 318 in3, 5204 cm3Power: 602 hp @ 8000 rpmTorque: 413 lb-ft @ 6500 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 103.5 inLength: 178.1 inWidth: 77.0 inHeight: 49.1 inCurb Weight (C/D est): 3650 lb
PERFORMANCE (C/D EST)
60 mph: 3.0 sec100 mph: 6.0 sec1/4-Mile: 10.9 secTop Speed: 162 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 14/12/17 mpgSenior Testing EditorDavid Beard studies and reviews automotive related things and pushes fossil-fuel and electric-powered stuff to their limits. His passion for the Ford Pinto began at his conception, which took place in a Pinto. More

From the November 1998 issue of Car and Driver.Ever since Chrysler invented this thing called the minivan in 1983, different versions of it have popped up as automakers tried to find the perfect combination of size, versatility, and appearance that would win new customers. As model year 1999 is upon us, it’s apparent that Chrysler’s minivan formula still rules the roost. Not only have the Chrysler vehicles outsold all others, but each new minivan on the market in the past two years has been a Chrysler clone. The first indication of the cloning came when Toyota dumped its unique Previa minivan with its mid-mounted engine in favor of a conventional front-engine design. Now Honda is the latest manufacturer to chime in with a Chrysler drivalike. The 1999 Odyssey rec­tifies the old Odyssey’s biggest flaw—its small size. Honda now concedes that its previous family hauler, based on a four­-cylinder Accord, did not offer enough space or power. The Honda folks also found that Accord and Civic owners were doing a no-no: buying Chrysler mini­vans instead of Odysseys. Without a platform larger than the Accord in the lineup (remember, folks, the Passport sport-utility vehicle is a repack­aged Isuzu Rodeo), Honda was forced to produce an entirely new platform for the 1999 Odyssey. With a clean sheet, the engineers thought big. The wheelbase grew 6.7 inches longer than the old Odyssey’s to 118.1 inches. The length went up 13.6 inches to 201.2, the width increased 5.0 inches to 75.6, and the height by 5.1 inches to 69.7. Those dimensions are within two inches of a Grand Caravan’s. A bigger outside meant a bigger inside. The interior volume of all three seating rows is at least on par with Chrysler, and behind the third seat, there is 19 cubic feet of space. As in the previous-generation Odyssey, behind the third seat is a deep well into which the rearmost seat can fold, leaving a flat cargo space. With the third seat up, we could put 19 of our standard beer-case boxes behind it, one more than we could fit in a Dodge Grand Caravan. Archive Minivan ComparisonsSince the indentation for the folding rear seat occupies the space normally reserved for the spare tire, the Odyssey’s spare resides underneath the floor between the first and second rows (in the old Odyssey, the spare hugged a rear side wall). While we’re at the second row, it’s worth mentioning the two separate bucket seats and their two-position feature. There are two sets of floor anchors for the right-­side middle bucket. One set positions it behind the passenger’s seat and about 12 inches from the other middle bucket. The other set puts it next to the left-side bucket, making a bench. To increase the Odyssey’s power, the four-cylinder engine is replaced with a 3.5-­liter version of the aluminum SOHC V-6 used in the Accord. Although incorpo­rating Honda’s VTEC system, the engine uses an intake-valve scheme not seen since the 1992 Civic VX’s VTEC-E engine. Below 3300 rpm, only one intake valve is opened fully, and the other valve is opened a smidge to prevent fuel from pooling on the valve. Honda says this promotes intake swirl and better combustion, lowering emissions (the engine achieves LEV status for light trucks). Above 3300 rpm, both intake valves open for better breathing. Output is 210 horsepower at 5200 rpm and 229 pound-feet of torque at 4300 rpm. Putting that power to the front wheels is a four-speed automatic. At the track, the Odyssey EX accelerated to 60 mph in 10.0 seconds, 0.1 second quicker than the Grand Caravan ES, but 0.6 second behind the Ford Windstar LX and Toyota Sienna XLE we compared last February. Honda says it went to great pains to keep the Odyssey’s center of gravity low and to make the minivan a confident han­dler. A strut suspension up front and a rear multi-link setup do the job, and the Odyssey doesn’t feel as tall as it is. Ultimate grip, at 0.74 g, betters the 0.71 g achieved by every van in our last comparo. JEFFREY G. RUSSELL|Car and DriverTwo models of the Odyssey will be offered, the base LX and the EX. Standard on all Odysseys are anti-lock brakes, dual sliding middle doors, the folding third seat and the nifty movable middle seat, air conditioning front and rear, and shoulder belts for all passengers. The step-up EX minivan gets you traction control, dual power-sliding doors, alloy wheels, and a CD player. Prices have not been released, but expect the LX to cost about $23,500 and the EX to come in at about $26,000. Overall, the Odyssey combines the virtues we’ve come to love in Hondas—a commanding view of the road, outstanding quality, and benign, confident handling. Now with a versatile, roomier interior, the Odyssey has a shot at knocking the minivan crown off Chrysler’s noggin. We wouldn’t bet against it. Look for an upcoming comparo with all the latest minivan players. Arrow pointing downArrow pointing downSpecificationsSpecifications
1999 Honda Odyssey EXVehicle Type: front-engine, front-wheel-drive, 7-passenger, 5-door van
PRICEAs Tested: $26,000 (est.)
ENGINESOHC V-6, aluminum block and heads, port fuel injectionDisplacement: 212 in3, 3471 cm3Power: 210 hp @ 5200 rpmTorque: 229 lb-ft @ 4300 rpm 
TRANSMISSION4-speed automatic
CHASSIS
Suspension, F/R: strut/multilinkBrakes, F/R: 11.8-in vented disc/10.1-in drumTires: Michelin SymmetryP215/65TR-16
DIMENSIONS
Wheelbase: 118.1 inLength: 201.2 inWidth: 75.6 inHeight: 69.7 inPassenger Volume, F/M/R: 61/60/50 ft3Cargo Volume, seats up/folded: 19/79 ft3Curb Weight: 4387 lb
C/D TEST RESULTS
60 mph: 10.0 sec1/4-Mile: 17.6 sec @ 81 mph100 mph: 30.0 secRolling Start, 5–60 mph: 10.3 secTop Gear, 30–50 mph: 4.4 secTop Gear, 50–70 mph: 6.6 secTop Speed (gov ltd): 117 mphBraking, 70–0 mph: 203 ftRoadholding, 300-ft Skidpad: 0.74 g  
EPA FUEL ECONOMYCity/Highway: 18/26 mpg 
C/D TESTING EXPLAINED More

From the June 2023 issue of Car and Driver.Given BMW’s trajectory, it’s only logical that the brand’s latest flagship is a three-ton behemoth with a movie-theater screen and a hands-free driving mode. But we’re not wringing our hands over this couchification, because a 7-series doesn’t claim to be a sports sedan. Plus, if you want a sporty BMW, you can still get an M2. The 7-series is the Bavarians’ Mercedes S-class fighter, and it has often struggled to find footing against its rival, which has come to define the term “flagship sedan.” Could battery propulsion offer the opportunity to turn the tide?The two automakers’ divergent approaches to EVs have already shifted traditional roles. Mercedes, typically sober and conservative, has gone all science fiction with its stand-alone EQ blob-shaped electric models. BMW, meanwhile, after retiring the carbon-fiber-intensive i3 and i8, appears to be moving away from the strategy of giving EVs dedicated platforms. So, the battery-powered i7 shares its body, underpinnings, and platform with the latest-generation gas-powered 7-series.While the spaceship-like Mercedes EQS hatchback never stops reminding you that you’re motoring on electrons, the i7’s conventional three-box sedan shape is innocuously familiar. That’s not to say inconspicuous. The blunt front end incorporates enough discordant styling elements to make the old Bangle-designed 7-series look conservative. Bizarre split headlights and a massive kidney grille combine with a slab-sided profile and slim taillights for a less-than-cohesive look. Still, our test car garnered lots of looks, especially in its optional $5000 matte gray paint, and you can’t deny the i7’s Rolls-Royce-caliber presence.HIGHS: Quiet and confident underway, avant-garde interior materials, sumptuous rear seat.It’s sized like a Rolls too. This 7-series is considerably larger than before, with an overall length of 212.2 inches exceeding both the S-class and the EQS by several inches. Fun fact: The new 7 is the exact same height as the first-generation BMW X1 SUV. The 101.7-kWh battery pack under the floor contributes to a significant portion of the i7’s prodigious 6067-pound weight. A 650-hp M70 and a 449-hp eDrive50 are coming soon, but for now, the sole model is the xDrive60, in which a 255-hp front motor and a 308-hp rear motor combine for 536 peak horsepower.More in the BMW i7For a car like this, an electric powertrain makes a lot of sense because it’s ultrasmooth and supremely quiet. The i7’s is especially so, providing a strong, seamless shove as it pushes the sedan to 60 mph in 4.1 seconds. We measured a tomblike 60 decibels at a 70-mph cruise. The equivalent Mercedes, the 516-hp EQS580, was quicker, with a 3.7-second run to 60 mph, no doubt aided by its 261-pound weight advantage.And yet, the i7 hides its heft well, furthering our suspicion that BMW has reassigned its best chassis engineers to work on EVs. Composed and imperturbable, the i7 wafts along without floating. It inspires confidence when pointed straight ahead, but the steering lacks feel when you change direction. Wheel control is impressive, body motions are well damped, and ride quality is impeccable. Riding on Pirelli P Zero PZ4 summer tires and optional 21-inch wheels, the i7 also outperformed the EQS at our track by significant margins, with a strong skidpad result of 0.93 g and a short (for three tons) 70-mph stopping distance of 159 feet.We didn’t use the brake pedal much on the street, though, opting instead to shift into B, which enables one-pedal driving. The level of regen in D is also configurable, and there are numerous driving modes that adjust the air springs, adaptive dampers, and accelerator response. Some modes even automatically activate the massaging seats, open or close the sunroof shade, and change the interior displays and ambient lighting.LOWS: Less real-world highway range than the competition, too many driver distractions, weighs more than a Ford F-150.BMW wants the i7’s cabin to provide an immersive experience, and it’s almost too successful. Theater mode deploys the 31.3-inch screen for the rear seat and raises the rear-window shades to create a cocoon for watching Netflix. Unfortunately for the driver, the screen obscures the rearview mirror entirely, and there’s no digital-camera mirror available to help you see what’s behind you. The $7250 Rear Executive Lounge Seating package includes a reclining passenger’s-side rear seat with an ottoman function that shoves the seat in front of it all the way forward to serve as a footrest. A warning pops up in the central display, prompting the driver to ensure that the seat is not blocking the view of the side-view mirror, but it’s not immediately clear what to do to remedy the situation.Of course, there are many cameras and sensors to see for you, and the i7 is capable of hands-free driving on the highway under certain circumstances. The system works well, although the car occasionally wanders in the lane. Marc Urbano|Car and DriverBut you won’t be using hands-free for too many miles at a time. We measured a 75-mph real-world range of 260 miles against an EPA estimate of 308 miles. That’s significantly short of the EQS’s 350-mile result in the same test; credit the Benz’s ultraslippery 0.20 drag coefficient and larger battery pack. But there’s often a give-and-take with EVs, and BMW fitting summer tires shows it’s willing to take a range hit for the dynamic boost that more aggressive rubber provides.VERDICT: An electric powertrain finally turns BMW’s flagship sedan into a bona fide S-class alternative.The i7’s pricing is ambitious, starting at $120,295. Entry to the EQS is considerably less, with the base 329-hp, rear-wheel-drive EQS450+ opening at $105,550, while the more comparable EQS580 begins at $127,100. Our generously equipped i7 test car stickered for $156,595—well into AMG EQS territory—and it felt worth every penny. In what one might interpret as an admission of its lesser prestige, the gas-powered 7-series is still less expensive than the S-class, but a look at the electric matchup reveals the tables have turned.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 BMW i7 xDrive60Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $120,295/$156,595Options: Rear Executive Lounge Seating package, $7250; Executive package, $6550; BMW Individual Composition, $5450; Frozen Deep Grey paint, $5000; Bowers & Wilkins Diamond surround sound, $4800; Driving Assistance Professional package, $2100; 21-inch wheels with summer tires, $1300; solar-reflecting laminated glass, $1300; M Sport Professional package, $950; Parking Assistant package, $900; Luxury Rear Seating package, $600; interior camera, $100  
POWERTRAINFront Motor: current-excited synchronous AC, 255 hp, 269 lb-ft Rear Motor: current-excited synchronous AC, 308 hp, 280 lb-ft Combined Power: 536 hpCombined Torque: 549 lb-ftBattery Pack: liquid-cooled lithium-ion, 101.7 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 195 kWTransmissions: direct-drive 
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 15.6-in vented disc/14.6-in vented discTires: Pirelli P Zero PZ4F: 255/40R-21 102Y ★R: 285/35R-21 105Y ★
DIMENSIONS
Wheelbase: 126.6 inLength: 212.2 inWidth: 76.8 inHeight: 60.8 inPassenger Volume, F/R: 58/54 ft3Trunk Volume: 18 ft3Curb Weight: 6067 lb
C/D TEST RESULTS
60 mph: 4.1 sec100 mph: 9.6 sec1/4-Mile: 12.5 sec @ 114 mph140 mph: 22.3 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 4.7 secTop Gear, 30–50 mph: 1.9 secTop Gear, 50–70 mph: 2.6 secTop Speed (gov ltd): 150 mphBraking, 70–0 mph: 159 ftBraking, 100–0 mph: 318 ftRoadholding, 300-ft Skidpad: 0.93 g 
C/D FUEL ECONOMY AND CHARGING
Observed: 90 MPGe75-mph Highway Range: 260 mi 
EPA FUEL ECONOMY
Combined/City/Highway: 87/85/89 MPGeRange: 308 mi
C/D TESTING EXPLAINEDSenior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

The Audi Q8 e-tron and its smooth-backed sibling, the Q8 e-tron Sportback, enter 2024 with a new name, more range, more efficient batteries, better aerodynamics, and faster charging. The mechanical changes address customer concerns about range and performance, while the name change—from just-plain e-tron to Q8 e-tron—is to give buyers a better sense of where the big two-row SUV sits in the brand’s lineup of EV and ICE offerings. Like the gas-powered Q8, the Q8 e-tron sits at the top of the range, a roomy cruiser ready for glamorous day trips or making day-to-day errands feel glamorous. The base model starts at $75,595, and the Sportback Launch Edition we drove, with the dark-chrome S line trim and orange-piped leather interior, rings in at $95,395 with options. Q8 e-tron Range and Charging TimesThe dark chrome and orange details are hints that the Q8 e-tron is a luxury SUV with a touch of sporty flair. It gets a bit more flair for 2024 with both a redesigned grille and headlights that highlight its slightly wider body. The styling changes also reduce drag, achieved through new wheel designs, shutters in the nose that can open for cooling and close for smooth sailing, and bodywork around the wheel wells that channels the wind. The wind-cheating helps the 2024 Q8 e-tron get better range than the 2023 e-tron: an EPA-estimated 285 miles for the standard version and 296 miles for the Sportback (300 miles with the optional Ultra package), up from 225–226 miles before. The improved aerodynamics also let the air also pass by with barely a whisper of wind noise, even on the highway. The Audi’s improved efficiency isn’t just from the aero updates. The Q8 uses two motors, and for 2024, the rear motor gets extra windings that allow it to create a stronger magnetic field from the same incoming electricity. The result is more torque and reduced energy consumption. Couple that with a higher-capacity battery (106.0 kWh compared to the outgoing 86.5-kWh pack), and you get more range. Recharging times have also improved. The 2024 Q8 can now take in 170 kilowatts (up from 150 kilowatts) at a DC faster-charger and should be able to go from an almost-empty 10 percent battery to a back-in-action 80 percent in around 31 minutes, according to Audi. For Level 2 home charging, the standard 9.6-kW charger will refill the battery overnight (in about 13 hours), while an optional 19.2-kW setup (an $1850 upgrade) can do it in half that time.More on the Q8 e-tronDriving the Q8 e-tronWe have to admit we weren’t doing charging math while behind the wheel of the Q8 e-tron. In fact, we were somewhat startled to look down after a glorious run through the dappled light of a Northern California redwood forest and realize we had about 40 miles of range left. It’s easy to lose track of how far you’ve gone because the Q8 is so pleasant to drive. It’s quick, with a combined 402 horses from its two motors, but not neck-snappingly so. From a stoplight, a foot to the floor would get you to 60 mph in 5.4 seconds (according to Audi), which is middling acceleration by EV standards. And yet it strikes us as just the right amount of power for an SUV of this size—not so fast that you’re backing off in a panic if you get a little heavy-shoed, but plenty torquey enough to power out of curves and confidently merge into fast-moving traffic.Changes to the Q8 e-tron’s steering and suspension improve the driving experience. A quicker ratio of 14.6:1 instead of the previous 15.8:1 results in a more responsive wheel. The front suspension gets a stiffer bushings, and the adaptive air springs, which offer 3.0 inches of height adjustment, soak up bumps and ruts with aplomb. Along with the suspension settings, the Q8 offers seven different drive modes, which alter ride height, accelerator response, steering feel, stability control programming, and power delivery. Brake-energy regen can be adjusted via paddles on the steering wheel, and the most aggressive setting will just about bring the car to a complete stop. The brake feel is fantastic, with no grabby spots in the pedal travel as the Q8 transitions from regen to friction braking. As is often the case on California’s Highway 1, we had to stop several times due to road construction. In the Q8 e-tron Prestige, with its massaging seats, the delay afforded the opportunity to kick back and admire the drifting coastal fog as it floated gently over the panoramic glass roof. Well, during the second stop, we were able to do this. The first one was spent delving through the extensive menus in the 10.1-inch upper display screen to figure out how to turn off the various lane-keeping beeps. For the record, it’s in both the settings menu and on the end of the turn-signal stalk. The Q8 is screen-heavy, with a second display for climate controls below the main infotainment screen. There’s also screen-based instrumentation, and in the Prestige trim we drove, a head-up display. The Q8’s interior is much like the exterior, with a design that could be more radical but certainly won’t upset anyone. The center console layout doesn’t make the best use of space for storage, with cupholders crammed up against the shifter and the vertical phone slot, but there is a left-side drawer in the dash that’s perfect for parking-garage tickets and secret snacks. Human space is excellent; the seats are comfortable both front and rear—even in the sloped-roof Sportback. Electric vehicles and SUVs lend themselves to comfort and luxury. Audi was wise to recognize that and not attempt to make the Q8 too focused on handling or acceleration. The improved range means less worry about recharging, allowing drivers to relax and enjoy the smooth, quiet ride. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Audi Q8 e-tron SUV and SportbackVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon or hatchback
PRICE
Base: Q8 e-tron, $75,595; Q8 e-tron Sportback, $78,995
POWERTRAIN
Front Motor: induction AC, 184 hp, 228 lb-ftRear Motor: induction AC, 224 hp, 262 lb-ftCombined Power: 402 hpCombined Torque: 490 lb-ftBattery Pack: liquid-cooled lithium-ion, 106.0 kWhOnboard Charger: 9.6–19.2 kWPeak DC Fast-Charge Rate: 170 kWTransmissions: direct-drive
DIMENSIONS
Wheelbase: 115.1 inLength: 193.5 inWidth: 76.3 inHeight: 65.1–65.6 inPassenger Volume, F/R: 53/50 ft³Cargo Volume, F/R: 27–29/55–56 ft³Frunk Volume: 2 ft³Curb Weight (C/D est): 5850 lb
PERFORMANCE (C/D EST)
60 mph: 5.1 sec1/4-Mile: 13.7 secTop Speed: 124 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 81–87/80–84/83–90 MPGeRange: 285–300 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 May 1998 issue of Car and Driver.As nice as it is, the new four-­cylinder, turbocharged Saab 9-5 presents the U.S. sales organization with quite a challenge. Why? First, the $30,545 price sets the new 9-5 among a swarm of premium rivals, most of which have at least two more cylinders. Saab buyers looking for a V-6 will have to ante up another $3755, or step up to the $37,350 9-5 SE. More Archive Saab ReviewsSecond, the new car has so many under-the-skin details and subtle refinements, it’s going to be hard to outline them to consumers who are accustomed to being beaten over the head by car commercials. For example, there are active headrests on the front seats that tip up and forward to “catch” the heads of passengers in a rear-end collision. There are double filters in the ventilation system: one electrostatic, the other activated char­coal. There is a “night panel” switch that turns off all the instrumentation except the speedometer, reverting to full operation on a “need to know” basis. And there is an elaborate crash­impact-absorption structure built into the body shell that exceeds regulatory stan­dards to meet Saab’s real-life accident expectations.In fact, the new Saab is better than we’d anticipated. Knowing that it shares some Opel Vectra–platform architecture, we had expected a little dilution of the marque. Instead, Saab’s association with GM has provided Saab with the resources it needed to develop a strong contender. In the new 9-5, we see just that, even while rec­ognizing that the car isn’t for everyone. Not everyone will accept a four-cylinder engine at this price, not even one with an intercooled light­-pressure turbo that supplies 207 pound-feet of torque at just 1800 rpm and makes the car feel as if it had a V-6. The availability of a manual transmission—a rare commodity in the executive-sedan class—further com­pensates for the lack of cylinders.Called the Ecopower engine, the 16-valve unit is based on the 2.3-liter light-pressure turbo motor last offered in the 1997 9000, but it now offers 15 pound-feet more torque with lower weight and less friction. Having the low-inertia turbo spool up early gives the 9-5 vivid throttle response at low revs and allows early upshifts with little need for high revs. Of course, we ran to the 6000-rpm redline in every gear to get our performance figures, and that resulted in an 8.0-second sprint to 60 mph and a quarter-mile time of 16.3 seconds at 87 mph. Those are not bad numbers and might even be improved on, given the green engine in our 480-mile test car.HIGHS: A beautiful blend of ride and handling, gobs of low-end torque, comfortable accommodations.The 9-5 is not only respectably quick, but also smooth and well removed from drivetrain and suspension vibrations (thanks to two rubber-isolated subframes and twin balance shafts in the engine). Noise levels are low, too, the engine being audible mainly as a distant, quite melodic four-cylinder tone that is free from thrash or clatter. On the other hand, we found the tire roar and suspension bump-thump noise surprisingly loud. David Dewhurst|Car and DriverThe steering and the shifter feel silky and disconnected from any vibrations, but the steering is not entirely free of torque steer, which it exhibits as a mild weave when the car is accelerating hard. Another little foible that appears only under flat-out driving condi­tions is a kind of flat spot during fast upshifts, when there is a brief lack of response to reapplication of the throttle. Perhaps the sudden, chopped throttle and accompa­nying turbo-pressure drop just confuse the electronics. Or maybe it’s a function of the car’s electronic fly-by-wire throttle circuitry. Either way, it’s a few 10ths of acceleration time spent waiting. Not that sprint times are that crucial in a car like this. Engi­neered to optimize space, comfort, stability, and safety, the Saab is projected at the upscale family looking for understated style. And with the 9-5’s classic interior and evolutionary exterior, that’s what it will get. We think the Saab’s new shape is attractive, despite the familiarity implicit in carried-over trademark features like the grille. LOWS: Pricey for a four-banger.And if the interior also looks familiar (par­ticularly the dashboard), it is certainly spa­cious, comfortable, and nicely appointed. The walnut-veneer dash has Saab’s typical con­toured instrument panel and console, with all controls set on a carefully calculated arc that puts them at exactly the same reach. The ergonomics are pretty much irreproachable, and the controls operate with intuitive pre­dictability. Like many a Saab before it, the 9-5 has an ignition switch residing on the console between the front seats. A gimmick? Maybe, but it’s also alongside the handbrake and the shifter, all directly under the central dome light. A big, mussel-shaped key fob handles remote-access tasks with buttons that are uncommonly easy to distinguish and operate. Removing the key from the ignition requires the selection of reverse gear, which prevents runaways and makes illegal towing pretty awkward. (An anti-theft immobilizer is stan­dard issue.) The power-window buttons are also located on the center console, and their oper­ation is equally self-apparent. Saab has learned lessons from building jet fighters, where puzzling over control functions can lead to lethal confrontations with the terrain. Thus, the steering adjusts for tilt and reach after releasing just one clamping lever, and the forward cup holder pops out and rotates into position at the single poke of a finger. The stereo system has redundant controls on the steering wheel, the ventilation system is quiet, powerful, and automatic, and the Saab has double sun visors (in matte black) to ward off glare from the side as well as the front. Out on the road, the 9-5 proves to be a genteel high-performance car. The supple ride suggests that it will fall on its face in the mountains. Not so. The car works very well, has lots of grip, and exhibits progressive under­steer with a reassuring tightening of the line when the throttle is released. Normally a bit remote, the car com­municates more emphatically as you pile on the pressure, with tires that change their song from a swish to a whiz and then to slight squealing as the limit approaches. The 9-5 negotiates bumps and rises in bends without a major change of attitude, and it can be braked fairly hard in mid-bend without a loss of composure. The brake pedal feels good underfoot, despite a mediocre 194-foot stopping distance from 70 mph, but the electronic brake-force dis­tribution and standard ABS might shorten that distance with summer tires fitted. The broad torque spread allows the use of a very tall overdriven fifth gear (0.66:1), keeping engine revs low at cruising speeds (70 mph is a bit more than 2000 rpm) and reducing both noise and fuel consumption. The low 0.29 drag coefficient also adds to overall efficiency and low wind noise, allowing the occupants to appreciate the excellent seven-speaker stereo without distraction.VERDICT: A car whose subtle charms continue to grow on you as time passes.With its roomy interior, comfort­able seats, large luggage compart­ment (made more versatile by folding rear seatbacks), and quiet, smooth ride, the 9-5 is a car in search of mature owners. The beauty of it is that the luxurious veneer is underlain by dependable chassis dynamics, and the car is fun to drive fast. More important, we grew increasingly fond of the Saab as time passed, and that’s a promise of a good long-term relationship. Who can ask for more than that? Arrow pointing downArrow pointing downSpecificationsSpecifications
1999 Saab 9-5Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $30,545/$33,470Options: leather seat trim, $1315; sunroof, $1110; front and rear heated seats, $500
ENGINEturbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, port fuel injectionDisplacement: 140 in3, 2290 cm3Power: 170 hp @ 5500 rpmTorque: 207 lb-ft @ 1800 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: struts/strutsBrakes, F/R: 11.3-in vented disc/11.3-in discTires: Michelin Energy MXV4P215/55R-16
DIMENSIONS
Wheelbase: 106.4 inLength: 189.2 inWidth: 70.5 inHeight: 57.0 inPassenger Volume, F/R: 54/45 ft3Trunk Volume: 16 ft3Curb Weight: 3440 lb
C/D TEST RESULTS
60 mph: 8.0 sec1/4-Mile: 16.3 sec @ 87 mph100 mph: 21.6 sec120 mph: 55.1 secRolling Start, 5–60 mph: 8.8 secTop Gear, 30–50 mph: 15.9 secTop Gear, 50–70 mph: 10.2 secTop Speed (drag ltd): 138 mphBraking, 70–0 mph: 194 ftRoadholding, 300-ft Skidpad: 0.80 g 
C/D FUEL ECONOMY
Observed: 18 mpg
EPA FUEL ECONOMYCity/Highway: 21/28 mpg 
C/D TESTING EXPLAINED More

From the June 2023 issue of Car and Driver.We humans aren’t keen on being told how to live our lives. We like to do what we want when we want. And that’s what the automobile has provided since its early days: the ability to travel freely. Like so many car buyers, though, we feel the pressure to at least consider the purchase of a tailpipe-free automobile. Within the next decade, shoppers looking to buy a new or secondhand car will face quite possibly the toughest automotive choice of their lives: whether to go internal combustion or electric.Electric vehicles have become what peas and carrots are to infants: forced upon us and, for some, worthy of regurgitation. Many automakers have committed to going fully electric by 2030, even as the current charging infrastructure isn’t ready. To determine whether an entry-level buyer should make the leap, we set off in two opposing budget-priced offerings (both on former 10Best-winning platforms) to sort this out. Most recent electric vehicles have rolled out like models in a fashion show, with glitz and glamour, dazzling light shows, massive screens, and rich prices. Not Chevrolet’s Bolt. Since the car debuted in 2016, Chevy has moved nearly 200,000 of the gimmick-free hatchbacks. A battery update in 2020 increased its energy to an estimated 63.0 kilowatt-hours of usable capacity, and for 2022, the Bolt received a styling makeover. But more important—and most unlikely in these inflationary times—the Bolt’s price actually decreased.View PhotosWith its tidy footprint, good visibility, and snappy response, the Chevy Bolt EV is at home in the city.Marc Urbano|Car and DriverWhat’s more, the recent gyrations of the Inflation Reduction Act mean that the Bolt is once again eligible for the maximum EV tax credit. With its $27,495 starting figure, the Bolt is already the cheapest EV, and most shoppers will qualify for the $7500 incentive. Though, at that price, don’t expect niceties such as a power driver’s seat, a heated steering wheel, heated front seats, adaptive cruise control, and inductive phone charging. Buyers can add those items optionally, but even in base form, the Bolt includes a 10.2-inch touchscreen, wireless phone mirroring, and a Wi-Fi hotspot. Adding to the Bolt’s appeal, Chevrolet will pay to have a 240-volt outlet installed at the home of qualified buyers and even cover any permit costs. Refreshed for 2022, the $22,650 Volkswagen Jetta Sport is a basic, no-frills sedan. Although the Jetta comes standard with a digital instrument cluster and a 6.5-inch touchscreen, you won’t find automatic climate control, mirrored phone connections require a cord, and drivers still need to insert and turn a key to fire the engine. As you might expect at this price point, there are plenty of cheap-feeling materials inside, yet what’s there seems well put together. Volkswagen’s MQB platform underpins the Jetta. It’s the same foundation as the beloved GTI, so the Jetta is nice to drive. And, wonder of wonders, it comes standard with a six-speed manual gearbox.Driving the Bolt and JettaIn an urban setting, the Bolt shines as an everyday commuter. Its compact size won’t seat larger adults comfortably in the rear seat but enables the Bolt to be street parked in tight spots. With the floor-mounted battery keeping the center of gravity low, the Bolt drives lighter than its 3597-pound curb weight might suggest. The increased sense of sure-footedness suggests better performance around the skidpad than the 0.79 g from the 17-inch Michelin Energy Saver A/S tires. Wheel motions are supremely damped over pockmarked concrete, and significant impacts are largely isolated. The Jetta Sport, on the other hand, rides a bit clumsier. Relative to the Bolt, the wheel motions aren’t as supple, and cratered surfaces generate more impact noise throughout the cabin. But that doesn’t mean the Jetta is a bad-driving machine. In fact, it’s quite the opposite. The Jetta Sport remains composed when leaned on, and its 17-inch Nexen N FERA AU7 all-seasons clung to the skidpad with an impressive 0.87 g worth of stick. View PhotosThe Bolt’s motor and jetta’s engine live up front in their respective bays. the jetta is quicker to 30 mph, but the bolt wins the race to 60 mph. ultimately, though, the vw pulls ahead, as the bolt tops out at 93 mph.Marc Urbano|Car and DriverPut the Bolt into Sport mode, switch off the traction control, and from a stoplight, you can surprise bystanders by squawking the front tires on the way to 60 mph in 6.6 seconds. The quarter-mile passes in 15.1 at 93 mph (which is the Bolt’s top speed). But it’s the power delivery that can induce a smirk. The instant arrival of the 266 pound-feet of torque excites the inner ear before all 200 horses trot onto the scene, giving the Bolt the ability to zip through traffic.While the Bolt generates effortless acceleration, the Jetta’s 158-hp turbocharged 1.5-liter inline-four needs a little more convincing to produce meaningful forward movement. The 184 pound-feet of torque arrives at 1750 rpm, but it’s easy to catch the turbo napping. Nevertheless, the Jetta enables a degree of driver engagement an electric vehicle will never provide. Work the light action of the clutch, manage wheelspin, and the Jetta beats the Bolt to 30 mph, while 60 mph arrives in 7.0 seconds. Run the tach out to the 6500-rpm fuel cutoff and take time with the shifts, as this gearbox prefers not to be rushed, and the quarter-mile appears in 15.5 seconds at 92 mph. By contrast, interactions with the Bolt’s powertrain begin and end with the steering-wheel-mounted regen paddle.Chevrolet Bolt EVPlus: Punchy acceleration, decent range, tax credit pushes the effective base price below $20K.Minus: Torpid recharging speed, small back seat, interacting with today’s wretched charging infrastructure.Equals: A relatively painless step into the future for those who stay close to home.Volkswagen Jetta SportPlus: Great gas mileage, genuine driver involvement, it even offers a manual.Minus: Ride quality could be better, the 1.5-liter can be sleepy, plastic-fantastic interior.Equals: Old-school freedom, mobility, and engagement at an econocar price.When it comes to long-distance travel, an EV requires strategic planning. You can refuel a gas-engine vehicle on nearly any street corner, but a need for electrons will determine where you stop, what you eat, and where you rest your head.Our travels took us south to Dayton, Ohio, roughly 200 miles from our Ann Arbor headquarters. The Bolt’s 220 miles of range at 75 mph is respectable and what you might see from EVs priced two or even three times as much. It’s just enough to keep our range-anxiety meter from redlining. But there’s another variable to take into consideration: the weather. Initially, the Bolt’s hushed cabin and great forward visibility created a serene environment out on the open road. But then the skies went dark and heavy rain increased the friction coefficient between the tires and the wet road surface, causing the indicated range to drop at an alarming rate. This brought us face to face with the limited and frequently nonfunctional charging infrastructure, even along the well-traveled I-75 corridor between Detroit and Dayton. And when we arrived at a 62.5-kW ChargePoint connection in Lima, Ohio, another problem presented itself: charger crowding. A Ford Mustang Mach-E occupied the single plug, and its driver had chosen to nap while the car charged. Do we wake him or wait our turn? The etiquette surrounding charging is too new to have obvious rules. When was the last time you questioned how to wait for a gas pump?Once connected, we discovered that the Bolt’s biggest drawback is its 55-kW peak DC fast-charge capability. Unlike more costly EVs that can replenish electrons at rates many times higher, the Bolt’s inability to utilize the highest-powered DC connections means more time spent at the plug. With the Volkswagen, on the other hand, it’s life as we know it. Since you’re not seeking out your next plug, you stop when you want, eat what you want, and sleep where you want. And you won’t make refueling stops often. The Jetta’s 1.5-liter four is one of the most efficient gas engines to navigate our 75-mph highway loop, returning 44 mpg and uncorking the potential to travel 580 miles on a tank. When the Jetta’s tank runs low, you simply pull into the next service station, spend at most a minute and a half pumping up to 13.2 gallons into the tank, and continue on your way. By contrast, the Bolt needs 84 minutes on a DC connection to recharge the battery from 10 to 90 percent. In that amount of time, you could pump 756 gallons, enough fuel to drive the Jetta 33,264 miles, or around the equator 1.3 times. View PhotosWith a manual transmission, an airy interior, and the soul of an autobahn cruiser, the Jetta is a whole lot of car for under $25K.Marc Urbano|Car and DriverWe didn’t go that far, but after hundreds of miles driving both cars, it’s clear that each attains its mission directive with grace. The difference between the Bolt and the Jetta amounts to a lifestyle choice. For urban dwellers, particularly those who just want a seamless behind-the-wheel experience and can charge at home, the Bolt hits the nail on the head and just might be all the EV most people need. But if you want one, you’ll have to act soon, as Chevy announced that it’s going to stop building them by the end of 2023. If distance driving is your thing, a little soul is something you value, and you live life more on your own terms, then the Jetta is the perfect package.We know what we’d choose. Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Chevrolet Bolt EVVehicle Type: front-motor, front-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base/As Tested: $27,495/$32,180 Options: dual-level charge cord, $295; infotainment package (Bose seven-speaker stereo, wireless device charging, USB charging ports for rear passengers) $695; adaptive cruise control, $495
POWERTRAIN
Motor: permanent-magnet synchronous ACPower: 200 hp @ 5500 rpmTorque: 266 lb-ft @ 0 rpmBattery Pack: liquid-cooled lithium-ion, 63.0 kWh (C/D est)Onboard Charger: 11.5 kWPeak DC Fast-Charge Rate: 55 kWTransmission: direct-drive
CHASSIS
Suspension, F/R: struts/torsion beamBrakes, F/R: 10.9-in vented disc/10.4-in disc Tires: Michelin Energy Saver A/S215/50R-17 91H M+S DT TPC
DIMENSIONS
Wheelbase: 102.4 inLength: 163.2 inWidth: 69.5 inHeight: 63.4 inPassenger Volume, F/R: 52/42 ft3Cargo Volume: 17 ft3
Curb Weight: 3597 lbC/D TEST RESULTS
60 mph: 6.6 sec1/4-Mile: 15.1 sec @ 93 mphResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.6 secTop Gear, 30–50 mph: 2.5 secTop Gear, 50–70 mph: 3.5 secTop Speed (gov ltd): 93 mphBraking, 70–0 mph: 185 ftRoadholding, 300-ft Skidpad: 0.79 g

C/D FUEL ECONOMY AND CHARGING
Observed: MPGe: 90 MPGe75-mph Highway Range: 220 miEPA FUEL ECONOMY
Combined/City/Highway: 120/131/109 MPGeRange: 259 mi
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2023 Volkswagen Jetta SportVehicle Type: front engine, front wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $22,650/$23,605 Options: Driver Assistance package (adaptive cruise control, lane-keeping system, blind-spot warning, rain-sensing wipers, leather-wrapped steering wheel), $955
ENGINEturbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 91 in3, 1498 cm3Power: 158 hp @ 6000 rpmTorque: 184 lb-ft @ 1750 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/torsion beamBrakes, F/R: 11.3-in vented disc/10.7-in discTires: Nexen N FERA AU7205/55R-17 91H M+S
DIMENSIONS
Wheelbase: 105.7 inLength: 186.5 inWidth: 70.8Height: 57.7 inPassenger Volume, F/R: 51/43 ft3Cargo Volume: 14 ft3Curb Weight: 2937 lb
C/D TEST RESULTS
60 mph: 7.0 sec100 mph: 18.6 sec1/4-Mile: 15.5 sec @ 92 mph120 mph: 31.2 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 8.0 secTop Gear, 30–50 mph: 28.7 secTop Gear, 50–70 mph: 13.6 secTop Speed (gov ltd): 128 mphBraking, 70–0 mph: 176 ftRoadholding, 300-ft Skidpad: 0.87 g
C/D FUEL ECONOMY
Observed: 39 mpg75-mph Highway Driving: 44 mpg75-mph Highway Range: 580 mi
EPA FUEL ECONOMY
Combined/City/Highway: 34/29/42 mpg
C/D TESTING EXPLAINEDSenior Testing EditorDavid Beard studies and reviews automotive related things and pushes fossil-fuel and electric-powered stuff to their limits. His passion for the Ford Pinto began at his conception, which took place in a Pinto. More

From the May 1998 issue of Car and Driver.”An Amigo? That’s a high-school kid’s car,” said senior editor Smith before he climbed into our Copper Orange Mica test car, a 205-hp V-6-pow­ered, five-speed, four-wheel-drive, two­-door hot-rod trucklet priced at $19,795. The grin that stretched across his face after a test drive suggested that the new Amigo, which went on sale in March, is no longer a kid’s car. Two events gave the previous Amigo its youthful reputation. First, it was highly affordable. In 1989, a base four-wheel­-driver cost less than $13,000. That attribute partially remains, as a rear-drive model costs $15,440 today. “Seventy per­cent of Generation X would like a sport-ute, but they can’t afford $25,000,” explained Steve Kerho, Isuzu’s national brand manager. Second, Isuzu spent hardly any money promoting the Amigo—the car had to sell itself from the moment it entered the U.S. market in 1989 until it departed our market at the end of 1994. Hence, the Amigo was sold almost entirely by word-of-mouth from kid to kid. A single TV ad promoted the car’s debut, and later that year, just one print ad ran in magazines. And that was it. Still, a total of 48,651 Amigos were sold­—a figure that likely set a record for market­ing cost per unit. If Isuzu aimed blind­folded, it definitely hit a youthful, enthusiastic target. This time around, lsuzu has bigger plans for the Amigo, starting with an optional V-6 engine. The new Amigo, with the 3.2-liter DOHC V-6 engine it shares with the larger Rodeo, gets to 60 mph in eight seconds flat. There isn’t a cheaper sport-ute that will get there any quicker. And that’s just a tenth of a second slower than Ford’s four-wheel-drive Explorer Sport three-door, equipped with a 205-hp SOHC V-6 and big tires, for $26,595. The new Amigo is faster, too, than its closest rival, the Jeep Wrangler Sport, with its 181-hp inline six-cylinder. As you would imagine, the V-6 Amigo runs all over the four-cylinder mini-SUVs, being more than a second quicker to 60 mph than even the Subaru Forester, which itself handily out­runs the Honda CR-V and Toyota RAV4. Base Amigos come with a 130-hp 2.2-liter four-cylinder made in Australia, which is also available in the Rodeo. It makes only 10 more horses than the old Amigo’s 2.6 churned out, so don’t expect the four-cylinder version to hit 60 mph much faster than the old model’s 15.3-second time. The only transmission choice for now is a five-speed manual; later in the year, an automatic will turn up. More Archive SUV ReviewsThe new Amigo is actually a Rodeo that is 15 inches shorter. It benefits from the latest Rodeo’s lighter, stronger chassis and its rack-and-pinion steering, which replaces a trucklike recirculating-ball box. The suspension is updated like the Rodeo’s, with coil springs and a live rear axle located by five links. Isuzu anticipates selling 20,000 new Amigos each year, and all will be built in Lafayette, Indiana. Some 2000 right-hand-drive models will be exported to Japan annually. Isuzu expects that about 50 percent of the Amigos it builds in Hoosier-land will be equipped with four-wheel drive. A dash-mounted button engages the front hubs and the transfer gear “on the fly,” and a lever selects high or low range—just like you’ll find in the Rodeo. On first sight, the Amigo is short and tough-looking, and it shares the grille and headlights of the Rodeo. Inside, the instru­ment panel is identical to the Rodeo’s, although Isuzu says the majority of Amigos will likely have price-lowering manual windows, mirrors, and locks. There is a fabric soft top over the rear seat, with side and rear windows made of plastic. A side-opening rear tailgate has the spare bolted to it, and a roll bar provides the anchor points for the rear-seat shoulder belt (the rear bench has a center lap belt). There are two handy, covered cargo bins on top of the rear wheel wells. To enjoy more open air, you first unzip the side and rear windows, which are attached with large zipper and hook-and-loop fasteners. The zippers, however, are on the outside of the windows, making unauthorized entry a simple procedure, even when the car is locked. Next, you unclip two latches and the top folds back in seconds. A hard-top model will be avail­able by summer, but to save costs, the removable rear top section was not designed to be retrofitted on soft-top cars. Aaron Kiley|Car and DriverOther areas where cost cutting is noticeable are the unpainted front and rear bumpers. We counted six empty switch blanks on the dashboard of our four-wheel-­drive test car, which tips off drivers that a lot of equipment may be missing. Or it could appeal to do-it-yourselfers who want to add lights, compressors, a winch, or other equipment requiring switch spaces. It hasn’t been entirely stripped, however: There are two 12-volt power outlets in the dash and one in the cargo area. “Our research shows buyers perceive the cheap sport-utilities as toys. We added more utility to continue to appeal to the entry-­level sport-utility buyer,” says Isuzu’s Kerho. On the road, the Amigo V-6 is sub­stantially quieter than its predecessor, which at 70 mph rang your ears with a 75-dBA sound level. The new car measured 70 dBA, even with the rear fabric roof flap­ping slightly in the wind. The new Amigo’s highway livability is better than the previous, poorly insulated Amigo’s; the old model lacked carpet, trim, and sound-deadening material in the rear-seat area. The steering of the new Amigo is light, and it remains so even when spinning the wheel quickly in opposite-lock maneu­vers—an action that doesn’t beat the power-assist pump. The P245/70SR-16 Bridgestone Dueler 684 tires provided a grippy 0.74 g of lateral acceleration on pavement. That’s a lot better than the 0.69 g the old Amigo generated on its bigger light-truck tires. The all-disc brakes stopped the Amigo in 191 feet—a reason­able distance for an off-roader. Off-road, the new car is surprisingly capable and comfortable. Our veteran Nepal-experienced off-road test driver said the Amigo ran down a rutted rural road better than did a Rodeo, the body structure of which seemed to shake more. The ride of the Amigo was better, despite its shorter wheelbase, which in theory promises more bucking motion. The new Amigo’s passenger-car tires are a bit smaller in diameter than the orig­inal Amigo’s 31-by-10.5-inch light-truck tires. That contributes to the reduction in approach angle of the new Amigo, from 40 degrees to 32.5 degrees. But the departure angle is 2.5 degrees greater than the 1994 model’s 27 degrees. Fitting larger tires would likely affect the new car’s ride negatively, but larger tires would better resist abrasion and punctures from rocks. The smaller tires also allow more steering lock for a tighter 34.1-foot turning circle, despite the new model’s 5.2-inch­-longer wheelbase. In weighing the pluses and minuses, Isuzu chose the smaller tires.There’s a future for fun two-door sport-­utilities, Isuzu believes. “This won’t be the last of that kind of [two-door] configura­tion you’ll see,” said Kerho. Indeed, in Japan, a two-door styling experiment called the VehiCROSS sold all 2000 units of a limited production in two months after it was introduced at the New York auto show in March 1997. It was designed by the Isuzu Tech Center in Europe on a body 5.3 inches shorter than the Amigo’s, and it was powered by a modified 3.2-liter, 212-hp V-6. It sold for about $23,000 in Japan.Physics denies many oversize five-door sport-utility vehicles the kind of nimble handling, spunky acceleration, and driving fun that you get with an Amigo. The fun seems to make up for the lack of rear-seat space and the dearth of doors. Neverthe­less, we managed to fit two adults and a one-year-old, a three-year-old, and a five­-year-old into our test Amigo, along with two child seats, a collapsible playpen, a folding high chair, and a folding eight­-wheel stroller. It was perhaps three times the struggle it would have been in a Dodge Caravan, and the youngster paraphernalia did block much of the rear view. However, the high perch gave the infant, who was in the center rear-seat position, a view out the front windshield that captured his atten­tion and kept him silent throughout a long drive on broken pavement and dirt roads. We’ll gladly take the Amigo’s perfor­mance over the additional space of a larger, less-fun sport-ute or minivan.The new Amigo remains the nearest competitor to the Jeep Wrangler, which is still the popularity leader in the small­-sport-utility market, as well as a bench­mark in off-road ability. Even with a hard top and all-glass windows, a six-cylinder Wrangler is a few hundred dollars less. However, the Amigo is more pleasant to drive on everyday roads.CounterpointBuying a miniature sport-ute is a little like buying garbage cans because of the way they look. I mean, what’s the point of driving a trucklet if it won’t carry all my garden implements to Larry’s Mower Service? Well, there is a point, as I discovered in the woods last night. Off-road, the Amigo feels as rugged and sure-footed as a truck (but with a better ride), unlike a couple other tiny utes I could mention (whose initials begin with CR-V and RAV4). And even if the Amigo is short on ute, it’s long on sport. The V-6 is fast to rev, smooth, and potent—rem­iniscent of the drivetrain in my beloved Nissan Pathfinder. —John PhillipsIf I’m ever lucky enough to move to Arizona, Hawaii, or Florida—where the sun is bright and the air is warm—I’d go for an Amigo. I like the Amigo because I can take it off-road on a mountain-bike or snowboarding trip, I can take it to the beach with a surfboard sticking out the open roof, and I can zip around town without getting beat up like I would in a Wrangler. The only thing that bothers me about the Amigo is the mammoth C-pillar, which creates a huge blind spot on both sides of the car. Besides that, the Amigo pro­vides an uncommon combination of versatility, refinement, and fun. —Bradley NevinArrow pointing downArrow pointing downSpecificationsSpecifications
1998 Isuzu AmigoVehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 2-door sedan wagon
PRICE
Base/As Tested: $19,795/$21,519Options: six-speaker stereo with CD player, $550; 16-inch aluminum wheels, $500; limited-slip rear differential, $250; fender flares, $200; floor mats, $85; mud flaps, $75; center armrest, $39; cargo net, $25.
ENGINEDOHC 24-valve V-6, aluminum block and heads, port fuel injectionDisplacement: 193 in3, 3165 cm3Power: 205 hp @ 5400 rpmTorque: 214 lb-ft @ 3000 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: control arms/rigid axleBrakes, F/R: 11.0-in vented disc/12.3-in discTires: Bridgestone Dueler 684P245/70SR-16
DIMENSIONS
Wheelbase: 96.9 inLength: 168.0 inWidth: 70.4 inHeight: 67.0 inPassenger Volume, F/R: 53/39 ft3Cargo Volume: 21 ft3Curb Weight: 3820 lb
C/D TEST RESULTS
60 mph: 8.0 sec1/4-Mile: 16.2 sec @ 84 mph100 mph: 28.7 secRolling Start, 5–60 mph: 8.4 secTop Gear, 30–50 mph: 10.4 secTop Gear, 50–70 mph: 10.8 secTop Speed (drag ltd): 110 mphBraking, 70–0 mph: 191 ftRoadholding, 300-ft Skidpad: 0.74 g 
C/D FUEL ECONOMY
Observed: 15 mpg
EPA FUEL ECONOMYCity/Highway: 18/21 mpg 
C/D TESTING EXPLAINED More