Car Reviews

Mercedes-Benz has been preoccupied with high-profile EV introductions and shuffling the attendant corporate EV-nomenclature strategy for the future. But while the automaker’s agenda to become an EV-only concern by 2030 continues to dominate headlines, it quietly slipped the Mercedes-Benz GLE-class 450e plug-in hybrid (PHEV) into its U.S. mid-size SUV lineup for 2024 with little fanfare. This isn’t the GLE’s first foray into the world of plugs. For a couple of years now, the GLE350e and GLE350de gas and diesel PHEVs, as well as the smaller GLC PHEV, have been available to Europeans. Select versions of both plug-ins were earmarked for earlier North American debuts, but word is that European demand proved so strong they’ve been in a holding pattern. As a consolation prize, the standard GLE450 has utilized a 48-volt hybrid system since 2020, but the new 2024 GLE450e is the first GLE model sold here with a plug-in-hybrid powertrain and a significant electric range. Mercedes-BenzThe GLE is the second-bestselling model line in Mercedes’s stateside roster behind the compact GLC, and the 2024 GLE450e joins the returning GLE350, GLE450, and GLE580 models, which use turbocharged four- and six-cylinder and V-8 powertrains, respectively. For 2024, the 48-volt hybrid-assist previously standard on the GLE450 and GLE580 models extends to the GLE350 as well. All-wheel drive is standard across the board. The Mercedes-AMG GLE53 and GLE63 S models are still in play, too, and we’ve reviewed them separately. Plug ’em all inAs for the 2024 GLE450e’s powertrain, the fossil-fuel side of the equation relies on a turbocharged 2.0-liter four-cylinder rated for 248 horsepower and 295 pound-feet of torque. The electric componentry consists of a 134-hp synchronous motor that provides an additional 325 pound-feet of torque, drawing on a lithium-ion battery pack with a usable capacity of 23.3 kWh. The tag team is rated for a combined 381 ponies and 479 pound-feet, placing it above both the GLE350 (255 horses and 295 pound-feet) and the GLE450 (375 horses and 369 pound-feet). Mercedes pegs the 60-mph time of the GLE450e at 5.8 seconds, a full 1.2 seconds swifter than the automaker’s 7.0-second claim for the GLE350 and just 0.5 second behind the GLE450’s stated 5.3-second time. It’s tempting to think of the 2024 Mercedes-Benz GLE450e PHEV as a baby step to the electric future or as a placeholder for drivers who remain skeptical regarding the promised EV Babylon. And without a doubt, it is both of those things. But the GLE450e is also a fully baked PHEV that operates with seamless precision in any environment while ensconcing its passengers in the same level of luxury and features as the rest of the GLE lineup. It’s tranquil at any speed, largely thanks to the dogged persistence with which the software favors electric operation in nearly every driving situation. In town, on the highway, or on the rural two-lanes of the Smoky Mountains, the GLE450e displays remarkable restraint, dialing in assistance from the internal-combustion engine only when absolutely required. Indeed, my co-driver and I engaged in quiet conversation for a long enough time that we were startled when the four-cylinder fired up to aid the nearly depleted battery.Official EPA fuel-economy and range estimates for the GLE450e are pending, and Benz officials were cagey about nailing down a firm EV-only range number. Still, in our hands, the GLE450e covered an indicated 43 miles of electric range during combined city and rural driving in a decidedly typical driving fashion. Mercedes-BenzAll the fundamental GLE driving dynamics remain: It feels smaller and more agile at the helm than its footprint suggests, and the ride is cushy. But our car’s 21-inch AMG wheels, as part of the AMG Line appearance package, ensure that significant road imperfections do not pass unnoticed. The electric motor provides eager acceleration from a stop with the slightest throttle input; jumping into the PHEV from a traditional GLE requires a little readjustment to avoid leaping away from a stoplight. It’s a rock at or above highway speeds and, like its siblings, has an electronically limited 130-mph top speed.Unfortunately, the regenerative properties of the GLE450e left us wishing for a little more refinement in the brake pedal and a bit more productivity in the recharging department. Manufacturers have been wrestling with dodgy pedal feel and uneven braking action for as long as hybrids have been a thing, and the GLE450e still struggles. But the amount of reclaimed energy—or lack thereof—as indicated by the battery status indicator on the instrument panel has us scratching our heads. Like most hybrids and PHEVs, regeneration occurs when braking or coasting as directed by the software, with two different regen levels selectable via the wheel-mounted shift paddles. The first setting provides mild regen; the second increases regeneration and will bring the vehicle to a stop—pretty standard stuff. Mercedes-BenzBut it’s worth noting that we barely managed to nudge the juice meter during a nearly 3500-foot descent down the mountain to approximately 761 feet above sea level. An anecdotal observation, to be sure, but getting something for “nothing” is a cheap hybrid thrill that we’ve come to expect. We’ll explore this observation in depth when we get a GLE450e to test in-house.The GLE450e comes equipped with an 11.0-kW AC and a 60-kW DC onboard charger, but no official U.S.-specific charging data is available yet. Cribbing from its European cousin, which specs a slightly larger 31.2-kWh battery, we estimate that the GLE450e should be able to be recharged from 20 to 80 percent in roughly 20 minutes on a 60-kW DC fast-charger. Homebodies looking to restore a fully depleted battery will want to budget up to 26 hours on a standard 120-volt household outlet or just under four hours on a 7.0-kW Level 2 charger. We expect Mercedes-Benz to have the relevant star-spangled figures closer to launch. Price, too, remains a mystery at this point. We estimate the 2024 Mercedes-Benz GLE450e will start around $76,000, roughly $8K more than the standard GLE450. That’s significantly more than the $56,595 figure for the base Audi Q5 Premium PHEV (though that model fell short of its EPA-estimated 23 EV miles in C/D testing). Furthermore, the Benz feels far more polished in terms of interior materials. The Porsche Cayenne E-Hybrid is also in the mix, but it starts at nearly $90K and has an estimated EV range of only 17 miles. The Volvo XC90 Recharge hews closely to the blueprint of the GLE450e and slides in at just over $70K ($81K for the Recharge Ultimate) with an EPA-estimated 36 miles of EV range (29 miles in C/D testing).However, the GLE’s real bogey here is the new 2024 BMW X5 xDrive50e (which replaces the X5 xDrive45e). The X5 Drive50e starts at $73,495 and claims up to 40 miles of EV range from its 25.7-kWh battery—it’s almost as if Munich and Stuttgart shared a focus group during development.As with most PHEVs, the decision is a numbers game. When you consider Benz’s fully electric EQE SUV offers a claimed 253-279 miles of range for $79,050, buyers have the option of sidestepping the PHEV and taking the full EV plunge at a relatively minor upcharge over the GLE450e. On the other hand, if their use cases involve less than 40 miles of driving on a typical day, the PHEV offers the ability to live the EV promise while still providing a gas-powered safety net for longer trips. The GLE450e is built alongside the rest of the GLE lineup at Mercedes-Benz’s facility in Tuscaloosa, Alabama. Look for the GLE450e to arrive in U.S. showrooms late this summer.Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Mercedes-Benz GLE450eVehicle Type: front-engine, mid-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $76,000
POWERTRAIN
turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 248 hp, 295 lb-ft + permanent-magnet synchronous AC motor, 134 hp, 325 lb-ft (combined output: 381 hp, 479 lb-ft); 23.3-kWh lithium-ion battery packOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 60 kWTransmission: 9-speed automatic
DIMENSIONS
Wheelbase: 117.9 inLength: 194.3 inWidth: 76.7 inHeight: 70.7 inPassenger Volume, F/R: 56/51 ft3Cargo Volume, Behind F/R: 75/33 ft3Curb Weight (C/D est): 5800 lb
PERFORMANCE (C/D EST)
60 mph: 5.6 sec1/4-Mile: 14.2 secTop Speed: 130 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 24/25/23 mpgCombined Gasoline + Electricity: 60 MPGeEV Range: 40 miOnline EditorAndrew Wendler brings decades of wrenching, writing, and editorial experience with numerous outlets to Car and Driver. A rust-belt native and tireless promoter of the region, he once won a $5 bet by walking the entire length of the elevated People Mover track that encircles downtown Detroit. More

The Smoky Mountain region of the American Southeast has much in common with Germany’s Black Forest. Both feature dense forestry, are steeped in local tradition, and host a vein-like network of tight, twisty two-lane roads carved into the mountainsides. Traveling those roads behind the wheel of the 2024 Mercedes-AMG GLE53 and GLE63 S performance SUVs, it’s easy to experience brief moments of intercontinental singularity. Corners appear without warning; heavy braking orders a firm downshift and a bark from the exhaust before the driver dives back into the accelerator and sets up for the next one.It’s all pretty heady stuff, especially when you think about the fact that the machine you’re piloting also has room for five and their luggage in the cargo hold. And like the topography, the Mercedes-AMG GLE53 and GLE63 S don’t get hung up on the where but focus on the why and how: Envisioned and developed by Mercedes-Benz’s AMG division in Affalterbach, Germany, the Mercedes-AMG models we drove are assembled at Mercedes-Benz’s facility in nearby Tuscaloosa, Alabama, as verified by the VINs. Critically, the V-8 in the GLE63 S is assembled at AMG’s HQ, employing its “one man, one engine” philosophy that assures quality and—equally important—maintains prestige; the inline-six in the GLE53 is bolted together in Stuttgart. Mercedes-AMGChanges for 2024The 2024 model year brings mild revisions to the GLE53 and GLE63 S—both those with the traditional SUV profile and those with the almost-a-coupe body style with a rakish backlight. Specifically, the AMG GLE53 and GLE63 S lead off with fresh LED daytime running lights. In addition, the GLE53 models benefit from a slight redesign of the front fascia, complete with side air intakes, to bring its look closer in concept to the 63 S. Revised taillamps benefit from some internal manipulation to create a new pattern of illumination. Related StoriesTwo new colors join the lineup: a bold enamel-looking solid finish called Alpine Grey and Twilight Blue Metallic, a hue that Mercedes has been splashing over much of its portfolio recently. The latter color brings some sizzle, but it’s far from tacky—a defining theme for the GLE53. A new 22-inch forged wheel in a 10-twin-spoke design is fitted standard on the GLE63 S Coupe and available as an option for the other models.As expected, the AMG interior is a leather affair. New color combos include Bahia Brown/Black and Macchiato Beige/Black. Trim elements in High-Gloss Brown Linden Wood and Black Piano Lacquer Flowing Lines are optional. Mercedes-AMGThe list of standard frippery is cranked up a notch for the GLE53. Items include an AMG Performance exhaust system (with user-selectable levels of obnoxiousness), a panoramic sunroof, and heated and ventilated front seats. There’s also some electronic tweaking in the form of the enhanced Burmester surround sound system with Dolby Atmos, MBUX augmented video for navigation, and a surround-view camera system with a “transparent hood” feature that stitches together an image of what’s immediately in front of the vehicle. The GLE63 S and GLE63 S Coupe up the ante with massaging front seats, a head-up display, the Winter package with a heated steering wheel and heated windshield washers, and—to the amazement of onlookers—a logo projector with AMG-specific animation when the front doors open. Driving the GLE53 and GLE63 SWhile the feature content is necessary to keep the well-heeled interested, the powertrain and driving experience ostensibly defines an AMG product. The GLE53 kicks things off with a turbocharged 3.0-liter inline six-cylinder engine with a 48-volt hybrid assist. It’s rated at 429 horsepower and 413 pound-feet of torque, the latter an increase of 29 pound-feet thanks to a larger turbocharger and a mild software tweak. Uniquely, the GLE53 also employs an electric supercharger to build boost until the turbo gets up to speed. The result is a 60-mph time Mercedes estimates to be 0.3 second quicker than before, which would put it at 4.4 seconds based on our last test of a GLE53. Output is funneled through a nine-speed automatic transmission and to all four wheels as determined by the standard 4Matic all-wheel-drive system. The GLE63 S adds a lot more intensity by way of a twin-turbo 4.0-liter V-8, its output unchanged at 603 horsepower and 627 pound-feet of torque, numbers that would’ve made headlines a decade or so ago but now seem almost pedestrian in a world of forced induction and software sorcery. When we last tested that combo in a 2021 model, it proved good for a 60-mph time of 3.4 seconds.The 48-volt hybrid assist for the 53 and 63 S uses an Integrated Starter Generator (ISG) that resides between the engine and the transmission. In addition to providing additional torque, the versatile device is responsible for regeneration and the restarting of the engine for the stop-start function. That motor can output as much as 21 horsepower in either model, with the GLE53 getting a maximum torque boost of 148 pound-feet, and the V-8 a claimed 184 pound-feet when the ISG leaps into action. Figuring it best to start small, figuratively speaking, we began the day in the Mercedes-AMG GLE53 SUV. A bit of an anomaly in the world of bruiser SUVs where absurdity is often the norm—we’re looking at you, Lamborghini Urus and Porsche Cayenne Coupe Turbo S—the GLE53 is neither a baller nor a sleeper. Instead, think of it as the GLE with a secret wild side for when you’re feeling frisky. Balance is its forte, and it delivers that slightly elusive cerebral and dynamic feeling of satisfaction inherent to the architecture of an inline-six-cylinder engine. While forced induction, electric assist, and software conspire to deliver maximum torque starting at a low 2200 rpm and maintain it until 5800 rpm, it remains buttery smooth and stays well shy of raucous. Mercedes-AMGThe GLE63 S, on the other hand, never lets you forget there are 603 horses under the hood, each one of them a willing partner in your poor decision-making process. Mercedes claims a top speed of 174 mph—although we only surpassed the century mark on one occasion, the engine was still pulling and seemed disappointed in our decision to back off and not lose our driver’s license. Seven separate drive modes (Comfort, Sport, Sport +, Individual, Race, Trail, and Sand) are on tap to help you break laws in nearly any environment or weather. We were eager to learn the significance of the 178-hp delta between the GLE53 and GLE63 S in the real world, so we participated in an impromptu mountain-climb challenge with another driver. From a rolling start in a relatively flat stretch, the GLE63 S pulled to an early lead. It then proceeded to walk away from the GLE53, disappearing into the fog and treetops, never to be heard from or seen again. That left us to pretend it never happened in the first place and revert to making small talk about how ideally suited the turbocharged 3.0-liter inline-six is for a refined Mercedes product. Mercedes-AMGHandling for both AMGs is impressive for vehicles comfortably above 5000 pounds. Steering via the thick AMG wheel is typically light, but the speed-sensitive variable-rate system is direct and accurate without being overly flinty in casual situations. Likewise, the adaptive suspensions work hard to shield you from the reality of our nation’s deteriorating roadway infrastructure. Still, pneumatics and software can only go so far as to mitigate the impact of 22-inch wheels (21-inch on the GLE53) with low-profile tires rolling through a concrete minefield. Only rarely did impacts jar the vehicle, but when they did, there were no rattles or disturbing noises. Mercedes says the anti-roll system and air-spring suspension software are updated for 2024. We can confirm that both AMG GLEs are capable of near-physics-defying acts of agility that would have had their forebear (the Mercedes ML) lean over and grind its door handles into Charivari jewelry.The brakes hold up their end of the bargain, too, the pedal in the GLE63 S, in particular, engaging with strong bite and responding to pressure rather than pedal travel. Fade was not an issue, even on the long downhill sections. They’re still a bit synthetic-feeling, but a nation of drivers raised on video games rather than go-karts won’t have an issue. Mercedes equips both SUVs with the latest generation of MBUX with an AMG-specific screen design. Tech enthusiasts will undoubtedly be thrilled that the multi-location collection of system control interfaces remains. Indeed, commands are issued via the touchscreen, the console touchpad, the steering wheel controls, and the “Hey Mercedes” voice assistant. There’s a fairly steep learning curve, but it all works as promised, even if it sometimes feels like the voice assistant needs to have the wax removed from its ears. As expected, the price of AMG’s pavement-pounding SUVs is significant. Mercedes hasn’t announced official 2024 pricing yet, but we expect the GLE53 to land around the $80K mark and the GLE63 S at about $125,000. These numbers represent an increase of roughly $2000 and $4000, respectively. Look for the 2024 GLE53 and GLE63 S to arrive in showrooms this summer. And watch for them looming large in your rearview on twisty two-lanes in the forest soon thereafter.Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Mercedes-AMG GLE53 and GLE63 SVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon or hatchback
PRICE (C/D EST)
Base: GLE53, $80,000; GLE63 S, $125,000
ENGINES
turbocharged and intercooled DOHC 24-valve 3.0-liter inline-6, 429 hp, 413 lb-ft; twin-turbocharged and intercooled DOHC 32-valve 4.0-liter V-8, 603 hp, 627 lb-ft
TRANSMISSION
9-speed automatic
DIMENSIONS
Wheelbase: 115.6–117.9 inLength: 194.4–195.3 inWidth: 79.3–79.4 inHeight: 67.7–70.2 inCargo Volume, Behind F/R: 63/28 ft3Curb Weight (C/D est): 5400–5700 lb
PERFORMANCE (C/D EST)
60 mph: 3.4–4.5 sec1/4-Mile: 11.9–13.2 secTop Speed: 155–174 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 17–19/15–18/19–22 mpgOnline EditorAndrew Wendler brings decades of wrenching, writing, and editorial experience with numerous outlets to Car and Driver. A rust-belt native and tireless promoter of the region, he once won a $5 bet by walking the entire length of the elevated People Mover track that encircles downtown Detroit. More

From the March 1984 issue of Car and Driver.After years of telling the world that front­-wheel drive was the hottest tip since Secre­tariat in the Triple Crown, Audi suddenly began to beat the four-wheel-­drive drum for all they were worth. When the original Quattro turbo coupe appeared in Europe, hoopla was piled atop hype un­til even the most objective observers could scarcely see the truth. Would the driving of all four wheels prove so far superior that anyone without it would simply be left floundering? As Audi patted itself on the back and laid plans to convert its entire line of already excellent hardware to four-wheel drive, the first turbo Quattros arrived in the United States (C/D, June 1982). Compared with European Quattros, they offered less horsepower, slightly softened running gear, and a penchant for being even trickier to drive. Quattros certified for sale in America also arrived with price tags bloat­ed to the $37,000 plateau, and droves of potential buyers decided to make do with so-called lesser (and certainly less expen­sive) machinery.Aaron Kiley|Car and DriverWelcome to the second round of four-wheel-drive fanfare. Audi’s “S” designa­tion in “4000S Quattro” could stand for “Son of Quattro.” The turbocharged Quattro coupe continues as the ne plus ul­tra of transport for the beautiful ski people, while the 4000S Quattro, true to Audi’s promise, dips closer to regular folks’ status. It offers the new 5000’s normally aspirated engine, the 4000’s glassy-sedan configura­tion, and a price tag only half as steep as that of the turbo coupe. The 4000S Quattro is not only far and away a better dollar deal than the coupe but a better­-balanced car in the bargain. Does this mean four-wheel drive should be summarily bolted into every car designed from this day forward? We shall see. Before we can view this bigger picture, we must view Audi’s application in the con­text of sports-sedandom. The action here is hot and heavy. Cars like the BMW 318i, the Chevrolet Celebrity Eurosport, the Dodge 600ES Turbo, the Mercedes-Benz 190E, the Pontiac 2000 Sunbird Turbo, the Pontiac 6000STE, the Saab Turbo, the Volkswagen Quantum, the Volvo Turbo, and Audi’s own 4000 and 5000 tightly pack the gap from $11,000 to $25,000. This is some frisky bunch, and now here come the German techno-tweakers, Audi’s 4000S Quattro primed to redefine the sports se­dan as completely as BMW’s 1600 did in the mid-Sixties. Holy traction aids!Audi brings to battle a car that takes a sturdier stance than its front-wheel-drive 4000. On 6.0-by-14.0-inch spider-spoked wheels (the same pattern as the inch-taller alloys on the turbo Quattro, which also car­ries tires one size bigger), the four-door sports 195/60R-14 Firestone S-660s. The leading and trailing edges of our test car are sculptured with an air dam and a rear spoiler, and screaming-red paint vacuum­-wraps the trim shape of Giorgetto Giugiaro’s original 4000 (even if it is aging quickly alongside Audi’s own ultra-aerody­namic 5000). Wide side moldings and an abundance of matte-black trim pay hom­age to the modern German design ethic. Aaron Kiley|Car and DriverAaron Kiley|Car and DriverLooking in through the tinted glass as you unlock the door, further matte black awaits you, from the leather-wrapped, four-spoke wheel to a roomy and comfort­able back seat. The upholstery is a dusky velour with a warm brownness that appears pure black in dim light. Comfort up front is decent, if lacking in ultimate lateral sup­port. The bolsters are good along the low­er torso but erode too much up higher. Audi uses a single lever to control both the height and inclination of the lower cushion; in this respect, Japanese technology is considerably more advanced. The Quattro’s gauges are lighted in red in order not to interfere with eyes adjusted to headlight brightness (which is good on high beam, not so hot on low), though this can be an annoyance to drivers with a low sensitivity to red. The information array consists of a big tach, a big speedo, smaller temp and fuel gauges, and a clock. Power windows and mirrors are stan­dard, as are cruise control and an electron­ic “Audi Design” AM/FM/cassette stereo system. Buttons for the windows and radio are either poorly located or too small to use easily, but the functioning of the windows and the sound quality are both fine. Not so the standard air-conditioning system, which is very slow to react to changes in settings and varies widely in effectiveness with the car’s speed. The windshield wip­ers, on the other hand, are probably the smoothest we’ve encountered on a Ger­man car. An exquisitely clever touch is visi­ble to followers on frosty mornings: the lower bands of the rear-defogger wiring spell out “Quattro.” Aaron Kiley|Car and DriverThe variable-assist power steering makes light work around town but firms up at higher speeds, transmitting excellent feel. The shift linkage is light and generally accurate (except for reverse), and the pedal placements have been improved, easing heel-and-toe effort. The braking feel has been freed of the sponginess that’s plagued Audis for years. There are discs on all four wheels (two more than on the regu­lar 4000), and those in front are vented. The brakes exhibit moderate fade, but they also produce good balance and control and very short stops. More Archive Audi ReviewsWelcome back to the running-gear de­partment. Up front, the uprated version of Audi’s five-cylinder engine brings to bear an additional 15 horsepower. Our test­ing, however, indicates that the power in­crease is more than offset by the extra weight of the 4WD powertrain. Comparing the two-wheel-drive, 2450-pound 5+5 we tested almost three years ago with the 2820-pound Quattro of today, 0-to-60-mph times have increased from 9.6 to 10.1 seconds. This isn’t really slow, but it’s less than the 2.2-liter’s new KE continuous fuel injection and electronic mixture actuator might lead you to expect, as are the quar­ter-mile performance of 17.3 seconds at 77 mph and the top speed of 111 mph. Nei­ther do the engine and the close-ratio five­-speed transmission make for exceptional fuel mileage, the EPA city figure of 21 mpg ranking no more than so-so in this hard-­fought category. We are less ambivalent about the Quattro’s four-wheel drive. Given slippery conditions in which to showcase its mettle, it is terrific. This four-door, because of less horsepower, better ride-motion control, and improved visibility, is considerably eas­ier than the turbo coupe to drive smoothly. It transitions better, corners flatter, and makes its driver look better. On-board ad­justments allow you to tailor its characteris­tics to road conditions. For best dry-weather handling, leave the console-mounted control button pushed in to take advantage of the better agility offered by the free­-turning differentials. For moderately slith­ery conditions, pull the button out to its middle notch, locking the middle of the car’s three differentials for firmer steering, greater stability, and reduced braking dis­tances. Pulling the button all the way to its third position locks the center and rear diffs, producing the shortest stopping dis­tances and the impression that even standing water can’t unhinge this car’s composure. Aaron Kiley|Car and DriverTo quote Audi’s press material: “Snow-­covered roads and even loose surfaces can now be negotiated easily. Most people have experienced the problem in winter when their car refuses to move, even though the engine starts readily. Or, how often is one forced to take a good run to pass another car stranded on a hill, in the hope that nothing comes the other way? These are all things of the past. There is no longer any need to maintain speed for fear of losing traction.” This, at least, is exactly true. The Quattro possesses a singular ability among sporting passenger cars to put your mind at ease. Planning a trip and bad weather’s on the way? The Quattro, for all practical purposes, eliminates the need to listen to the weather report. Sud­denly, it’s a simple matter of packing the car and going, of being at ease with the tasks of dealing with road conditions and other traffic, both of which take on a new and less threatening character when viewed with the circumspect judgment af­forded by the capable Quattro. It isn’t so much that the Quattro gives you a truly enormous edge over elements otherwise beyond your control; it’s that it gives you a reasonable edge, an overall stability that no rear-wheel-drive car can provide and few front-wheel-drive cars can approach. In this context, the Quattro is exactly the right answer to the question first asked by Audi and soon echoed by others—engineers, journalists, and everyday drivers alike. Finally, there are several important things to remember. First, the Quattro can’t go around corners much, if any, faster than its rivals for the sports-sedan crown, whatever the conditions, although it can approach and leave corners more quickly when the slime is heavy on the surface. Sec­ond, the Quattro is in possession of a chas­sis layout that does, indeed, generally lend it greater stability than is enjoyed by some of its rivals. It is here, in the balance of the thing, that the owner of the 4000S Quattro will take the greatest pleasure in the invest­ment of that $17,000. Aaron Kiley|Car and DriverThe upshot is that full-time four-wheel drive pays off for anybody who lives with really awful weather. It can also pay off for a sensitive driver who understands how to use Quattro to maintain good speed over wet roads. Otherwise, a driver would be just about as well off with, say, the front-­wheel-drive 4000, from which the Quattro springs, although they wouldn’t get good wheels and tires, the better suspension rates, or the four-wheel disc brakes. Arrow pointing downArrow pointing downSpecificationsSpecifications
1984 Audi 4000S QuattroVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $16,500/$17,000Options: sunroof, $500.
ENGINESOHC inline-5, iron block and aluminum head, electronic fuel injectionDisplacement: 136 in3, 2226 cm3Power: 115 hp @ 5500 rpmTorque: 126 lb-ft @ 3000 rpm 
TRANSMISSION[S]5-speed manual
CHASSIS
Suspension, F/R: struts/strutsBrakes, F/R: 10.2-in vented disc/9.5-in discTires: Firestone S-660195/60R-14
DIMENSIONS
Wheelbase: 99.4 inLength: 176.6 inWidth: 66.4 inHeight: 53.8 inPassenger Volume, F/R: 48/38 ft3Trunk Volume: 12 ft3Curb Weight: 2820 lb
C/D TEST RESULTS
60 mph: 10.1 sec1/4-Mile: 17.3 sec @ 77 mph100 mph: 48.0 secTop Gear, 30–50 mph: 11.0 secTop Gear, 50–70 mph: 11.8 secTop Speed: 111 mphBraking, 70–0 mph, differentials unlocked/locked: 191/181 ftRoadholding, 282-ft Skidpad: 0.75 g 
C/D FUEL ECONOMY
Observed: 19 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 24/21/28 mpg 
C/D TESTING EXPLAINED More

MoonBikes’ electric snowped looks like a toy. It’s a refrain the French startup’s founder and CEO Nicolas Muron has heard countless times, especially from snowmobilers. Yet once those people experience the small machine’s instant acceleration and innate agility, Muron claims their skepticism typically turns into enthusiasm. Admittedly, we were also skeptical when MoonBikes invited us to sample one at Boyne Mountain ski resort in northern Michigan. Boyne is the largest U.S. resort where customers can rent them, with two-hour tours starting at $129. Following an obligatory safety talk from our guide and short familiarization period, we set out on the snow-covered golf course and surrounding trails. Just like Muron said, we went from skeptic to advocate.Eric Stafford|Car and DriverEntertaining at Any SpeedThere’s a memorable scene in Star Wars: Return of the Jedi where Luke and Leia are on speeder bikes chasing scout troopers through a forest on the planet Endor. Although the MoonBike’s speeds were dramatically slower, and the sound of firing blasters was replaced by a subtle whir from its 10-inch track clawing over soft powder, driving the electric snowped felt like the movie came to life.Even after an hour-plus of riding, the novelty never wore off. Instead, our confidence grew by the minute—mainly thanks to the MoonBike’s sure-footed stability. While this author has driven motorcycles and snowmobiles (including an electric one), most novices should also have a small learning curve. The biggest hurdle is understanding that cornering requires leaning rather than turning the handlebars, so skiers and snowboarders familiar with the concept of “carving” will have an edge.More EV Snow MachinesFirst-timers who want a figurative set of training wheels will select the Eco drive mode, which limits power output and maximizes regenerative braking. The latter quickly slows the machine when the thumb-operated accelerator lever is released, even without using the handbrake, which automatically cuts power when squeezed. These baked-in safety features could save poor souls from crashing face-first into a tree. We might’ve picked bark out of our skin early on too if it weren’t for the MoonBike’s strong regen and unerring resilience to remain upright.Eric Stafford|Car and DriverEco mode was still enjoyable, but the excitement rises in Normal and climaxes in Sport. It unlocks the full potential of the direct-drive 6.0-kW electric motor; peak output is 8 horsepower and 125 pound-feet of torque. Thankfully, the accelerator isn’t overly sensitive, because pinning it rockets the MoonBike to its 26-mph claimed top speed lickety-split. While take-offs are instantaneous, speed builds rapidly rather than uncontrollably. Still, we think newcomers and veteran riders alike will be entertained by the EV snowped.More About MoonBikesWhile it’s billed as an electric snowbike, we think snowped is more accurate, considering its light weight (about 192 pounds with a single standard battery) and relatively compact size. MoonBikes measure roughly seven feet long from tip to tip, with a seat that’s nearly two feet six inches high off the ground. The handlebars stand about a foot taller and connect to a set of adjustable front forks with a wide ski at the end. That combined with its boxy rear half makes it look like a bicycle, a moped, and a snowmobile had a baby.Cute design aside, it’s a capable machine that can be ridden in up to one foot of snow. It has a max payload of 265 pounds, including the rider. Beneath the seat is an easily accessible battery box with a heated pad. The battery is said to require the most maintenance, as we’re told it must be stored at 50 degrees Fahrenheit or warmer to avoid reducing its lifespan. Eric Stafford|Car and DriverThere’s a 2.5-kWh Standard pack (28 pounds) and a 3.2-kWh Performance pack (35 pounds). The company estimates the smaller version provides up to 90 minutes of riding time; the bigger one is claimed to deliver up to two hours. A second Standard pack ($1900) can be equipped—raising the estimated riding time to three hours. The optional 2.2-kW charger ($490) is claimed to refill the Standard battery in two hours and 20 minutes and the Performance battery in three hours. Without it, charging requires four-and-a-half hours or five hours and 45 minutes, respectively.Those details are only important to models purchased for personal use, but that’s apparently the majority. The company, which has been selling MoonBikes in America since 2021, claims about 75 percent of sales are direct to customers. Prices currently start at $8900, and there are lease-to-own options starting at $275 per month.MoonBikes aren’t a substitute for traditional snowmobiles, but they’re not trying to be. Their niche is providing an approachable and eco-friendly way to explore wintry locales. We think anyone who can ride a bike can ride a MoonBike, and now we know snowmobilers will be entertained, too—once they realize it’s more than a cute winter toy.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 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

From the June 1985 issue of Car and Driver.If you had been the guy assigned to pound the stakes by which the progress of Chrysler Corporation was to be measured over the past few years, you would have needed about thirteen arms. Used to be that glaciers had more top end than Chrysler Corporation. Now the company is mak­ing noise and dust. And new cars that have inspiration behind them.Consider this fresh-baked H-car, called Lancer if it’s a Dodge, LeBaron GTS if it’s a Chrysler. It has all the right stuff: front-wheel drive, aero styling, hatchback utility, room for five to rattle around in the passenger compartment, and a turbocharged four­-cylinder engine option to put some mobile into this auto. Never mind whether the “Made in ______” label says Stuttgart or Tokyo or Detroit; doesn’t this sound like a serious car?Conceptually, the Lancer/LeBaron GTS may be the most intriguing four-door built in America these days. In the flesh, some aspects of it are second to none. Other as­pects are, well, second to some, maybe even third, but by no means out of the ballpark. It’s a car that, if it were a little more refined, could be the answer. Certainly the overall package is first-rate. The styling department did a nice job on the hatchback, which manages to offer enough of a sloping tail to interest the fast­back crowd and, at the same time, an undeniable notch to avoid turning off those who think anything but a conventional silhou­ette is funny-looking. Neither contingent can complain about the cargo hold. Oh, they probably won’t like the lift-over, which comes to about the top of the taillights, but the space inside is substantial and the floor is flat. Fold down the rear seat and the floor becomes flat and huge. The seminotchback lid, along with a hinged panel beneath, does a fine job of hiding the contents of your trunk from prying eyes. If there are to be any complaints about the passenger accommodations, probably they’ll focus on vehicle width, which is just a bit narrow for three-across rear seating. May­be the blame should more properly be lev­eled against the rear seat itself. It has a very nice pocket on each side of center where a body can find a comfy spot. But two bodies in their respective comfy spots leave not enough room in the center for a third. Anyway, that’s it for complaints about the interior. Headroom is top-hat friendly. Adult knees and feet will fit in back. The from buckets have a welcome—and, from Detroit, unexpected—firmness. A few sec­onds with the power-seat buttons and the column-tilt lever, and just about anybody will be comfortable in this car.There isn’t much difference on the out­side between the Dodge and Chrysler ver­sions: grille in front and chrome name­plates in back are about it. Inside, there’s even less. These are conspicuously “corpo­rate” cars, with the corporate pentastar getting top billing and the divisions fight­ing over what’s left. We could find neither “Dodge” nor “Chrysler” written inside. The car-line names appear only once, and that’s on the respective hatch lids. We did, however, find an instrument panel that should be required reading for all Detroit interior stylists. It’s to the point: six round dials directly before the driver tell them all they need to know. It’s in good taste: the dial markings suggest not a video game, not a jet plane, not a jukebox, but—ta­-dah!—an automobile. (An Atari panel is available for Motor Trend readers.) And it’s free of conspicuous mistakes: the lenses covering the dials don’t reflect the sky back into your face, and the actual dial markings aren’t skewed off center in a bogus attempt at parallax correction, as they are in some GM cars. The beveled buttons on the radio and heater controls are an original treat­ment, too, and a pleasing contrast to the jellybean shapes that are the fad elsewhere in Detroit. Chrysler got this part right.In the car world these days, the Ameri­can makers are searching their souls, trying to divine the true path between what they’ve always done and what the outsiders do. Which way is really better? The GTS represents, in effect, Chrysler handing in its midterm exam for the buyers to grade. The instrument panel is as astute as any German’s on the market, so give the corporation an A here. But how’s it doing elsewhere? On the floor to the left of the driver’s seat are two lever releases for the hatchback and the gas door—pure Japa­nese. On the dash are a pull button for the headlights and, beneath, a foot pedal for the parking brake—pure Detroit. A nifty two-hole cup holder folds out of the mid­dle of the dash, which is also pure Detroit. The dimmer switch is activated by pulling the turn-signal lever toward you, which used to be the foreign way but now is uni­versal, but in the GTS you have to pull it about two inches to do the job, which is pure Detroit. The blue high-beam light on the tachometer face is so bright, it blinds you about a much as your brights would blind an oncoming driver, which is a mistake in any language. And the “Front Drive” proclamation centered in the PRNDL window (otherwise the window would be empty in models with console shifts) remind one of the curious Motor City practice of bragging about your transmission choice in chrome letters on the deck lid. In any case, what you see from the driver’s seat is a hodgepodge of interna­tional cues, which we interpret as evidence that Detroit is questioning its ways. Chrys­ler’s answers are generally astute in the GTS. And where they fall short of perfec­tion, they at least show a serious search for a better way. Chrysler has obviously been searching for an international solution to the upscale­-sedan problem, and we are sufficiently en­couraged by the results to judge the LeBaron GTS on the same set of interna­tional standards. Sure, confusion abounds, and Chrysler has deliberately contributed to it. Its showroom menu offers the LeBaron, which is the old, block-shaped K­-car derivative with the loose-pillow uphol­stery meant for the traditional B-O-P buy­er, and then this new LeBaron GTS (also a K-car derivative, though it is significantly farther down the evolutionary path), meant for the Audi-Volvo-Saab-Maxima-Cressida kind of yuppie. The difference between the two LeBarons is a whole lot more than the names would suggest. From an enthusi­ast’s point of view, the GTS is a real car, compared with the non-GTS version, which would make a smart lease ride for some computer-company executive. This is our highest compliment. Chrysler is on the real-car game board now, which is a tough league. You don’t just stroll onto this court and knock off the pros. And Chrysler hasn’t. But the GTS doesn’t get skunked, either. The turbo 2.2-liter is a decent performer in view of its lack of an intercooler, an item of equipment that is becoming a common fea­ture in this class. It’s relatively quiet as well, but the texture of its sound is unappealing, agricultural rather than visceral. Chrysler more than covers the basics in roadholding by offering 205/60HR-15 Goodyear Eagle GT tires on 6.0-inch-wide alloy wheels. The adhesion is good, and the look is good. The GTS’s dynamics, however, don’t always live up to the car’s concept. If you just motor around as you would in the cream-puff LeBaron, you’ll think the GTS is a pretty rocky-riding car, and by cream-puff standards it is; but if you’re used to cars with aggressive tires, you probably will have no complaints. If you drive the GTS to the limit of the tires’ adhesion, however, you’ll notice an unwel­come dose of willy-nilly in the suspension. The straight-to-curve transition into cor­ners at speeds the tires are easily capable of produces some wiggles in the steering that will stand the hair up on the back of your neck, particularly if the road is less than ter­razzo-smooth. The front buckets don’t help much, either: the supportive firmness you feel in the showroom turns marshmal­low when the side forces build, leaving you hanging on to the wheel to stay upright. Hurrying is not a lot of fun. The stiff tires also show up the lack of structural rigidity in the body. You can feel the doors working in their openings and hear them rustling against the weather­stripping. Don’t get the wrong idea here. You expect some flex in a hatchback, and, by Detroit’s standards of just a few years ago, the GTS is a solid citizen. But today, we might ask for more starch. The fun quotient of the drivetrain scores lower than we would hope, too. Chrysler has the notches and the nasties pretty well worked out of its cable-shifting mechanism now, but the feel is, well, like pulling cables rather than shifting gears. The clutch effort is on the grunt side, too. Then there is the matter of throttle response, never an easy matter with a turbo. Driving as though you were in a cream-puff LeBaron, there’s no problem making smooth shifts, but when you get the boost up, the engine responds abruptly to sudden openings and closings of the throttle, resulting in jerky shifts un­less you concentrate more than is fun. Some makers do better on this matter. Some do worse, too, which brings us to the final point. This Lancer/LeBaron GTS project is an ambitious one, a Chrysler at­tempt to build a Euro-style touring car. Pontiac has managed to do this with the 6000STE, Chevrolet is taking a shot with its Celebrity Eurosport, the Thunderbird Turbo Coupe is a solid hit, and now Chrys­ler is stepping into the batter’s box for its first try in what we enthusiasts would con­sider the major leagues. That the first swing produces a triple rather than a home run shouldn’t discourage anybody.CounterpointThe LeBaron GTS Turbo is one year ahead of its time. That’s how long it will take GM and Ford to come up with anything close. Unfortunately, Chrysler too will need a year (or more) to rid this machine of the bugs it was born with. I’m talking buzzes and rattles, nothing really serious. For example, the clutch lets out an agonizing groan when you de­press it at high rpm. The window seals whistle. The exhaust system fills the interior with sonic boom at certain speeds. The suspension occasionally feels soft when it should be firm, hard when it should be supple. The seats let you down in the hips.I’m positive the right engineers could shape this car up quite nicely, given a generous year’s budget to do so. The size, weight, style, and horsepower essentials are all neatly in place, ready for the fairy godmother to come along and bestow true star quality on the LeBaron. I’m sure that Lido has her phone number, so let’s hope he reaches out for a little developmental magic. —Don Sherman Chrysler does it again! Yet another new car based on the same bits and pieces that the New Chrysler Corporation inherited from the Old Chrysler Corporation. But the LeBaron GTS promises much more than that. Seen rolling by on the highway, it looks almost as fresh and exciting as the Chrysler minivans did a couple of years ago. It is a neat looking car, no question, and it has a number of endearing practical virtues. But why does it have to be so noisy in the lower gears? Why are the front seats so skimpy and lacking in support, lateral or otherwise? Why did I have a backache every mile that I drove it? Why is the shift linkage so vague and rubbery? Why isn’t it as nice to drive or to sit in as an Omni GLH? Chrysler has spent enormous amounts of time, talent, and treasure to produce a car that’s a great leap forward in concept but a retrograde step in exe­cution. It’s clear that their hearts were in the right places on this one, but we all know that the road to hell is paved with . . . —David E. Davis, Jr.Heading to Europe on business and in a rush, I once handed in a story as rough as the LeBaron GTS Turbo I drove last night. I had worked myself ragged do­ing the research—a solid week of nights at the library, transatlantic telephone calls and interviews, the tedious double­-checking of names, dates, and titles. All of the pieces were in order and the in­tent was pure, but I ran out of time, bundled the story together with baling wire and Band-Aids, and was off for the Con­tinent. I’m here to tell of my shame only through the patience and forgiveness of my superiors. One rewrite, guys; the LeBaron GTS needs a simple rewrite. As it lands, only the exterior can escape the blue­-pencil treatment. Inside, we’re faced with a wraparound dash that ends in thin air, nicely shaped seats with side bolsters that dissolve under attack, a scrunchy shifter, a rock-hard clutch pedal, and an engine that sounds as if it were laundering peastone. Now I know why Sherman was so mad at me. It’s discouraging to see the slipshod and unprofessional execution of a basically sound piece of work. —Jean LindamoodArrow pointing downArrow pointing downSpecificationsSpecifications
1985 Chrysler LeBaron GTSVehicle Type: front-engine, front-wheel-drive, 5-passenger, 5-door sedan
PRICE
Base/As Tested: $9659/$13,733Options: luxury equipment group (power windows, locks, mirrors, and driver’s seat; tilt steering wheel; cruise control; rear defroster; console; light group; tinted glass; intermittent wipers; floor mats) $1288; air conditioning, $757; sport handling package, $688; 2.2-liter turbocharged engine, $610; electronic AM/FM-stereo radio/cassette, $515; rear wiper/washer, $125; leather steering wheel, $91.
ENGINEturbocharged SOHC inline-4, iron block and aluminum head, port fuel injectionDisplacement: 135 in3, 2213 cm3Power: 146 hp @ 5200 rpmTorque: 168 lb-ft @ 3600 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: control arms/trailing armsBrakes, F/R: 10.2-in vented disc/8.0-in drumTires: Goodyear Eagle GTP205/60HR-15
DIMENSIONS
Wheelbase: 103.1inLength: 180.3 inWidth: 68.5 inHeight: 52.9 inPassenger Volume, F/R: 53/45 ft3Trunk Volume: 18 ft3Curb Weight: 2844 lb
C/D TEST RESULTS
60 mph: 8.3 sec1/4-Mile: 16.2 sec @ 84 mph100 mph: 26.6 secTop Gear, 30–50 mph: 15.7 secTop Gear, 50–70 mph: 13.3 secTop Speed: 115 mphBraking, 70–0 mph: 202 ftRoadholding, 300-ft Skidpad: 0.78 g 
C/D FUEL ECONOMY
Observed: 17 mpg
EPA FUEL ECONOMY City/Highway: 19/29 mpg 
C/D TESTING EXPLAINED More

From the May 2011 issue of Car and Driver.Guess what? Minivans are still uncool. Automakers know this. Even the latest ads for the Honda Odyssey and the Toyota Sienna acknowledge the squareness of the segment. Sales have stabilized at about 500,000 units per year since tragically hip moms and dads fled to crossovers. As a mature segment with little potential for growth, minivans are getting comfortable with their squareness. For evidence, we direct your attention to the new Nissan Quest, which not only acknowledges its one-box silhouette but drapes a metaphorical trench coat over the whole thing.So minivans are cool with being uncool. Can we move on? The premise remains the same as before: Maximize people and cargo space, and forget about the styling. Driving dynamics get second billing. The point is to get you and your kids (or, for aging boomers, your dogs) to and from every destination with the least amount of hassle and the most comfort.The newest in our assembled quartet is the Nissan Quest, back after a two-year hiatus. Now based on the company’s D platform (shared with the Altima, Maxima, and Murano), the Quest is similar to the Japanese-market Elgrand. For 2011, the Chrysler Town & Country (and its sibling, the Dodge Grand Caravan) gets freshened exterior and interior styling, a retuned suspension, and–most important–a new 283-hp V-6 mated to a six-speed automatic, which replaces all three previous powertrain offerings.The Odyssey and the Sienna are also new for the 2011 model year, but both offer carry-over engines lashed to new six-speed automatics (available only in Touring trim on the Honda).Minivan Buying AdviceThere’s a lot of common ground among this set. All four are powered by 24-valve V-6 engines, with only 35 horsepower separating the strongest (Chrysler) from the weakest (Honda). In the top-of-the-line trims we specified for our test group, each minivan comes with power side doors and a power rear hatch. They all offer some sort of flat load floor when the seats are folded and/or removed. It’s worth noting that although the vans tested here all ring in at about $40,000, each can be had for closer to $30,000. The price of the Sienna, the highest in this test, drops as low as $25,370 for a base four-cylinder model. In light of the targeted use of these vehicles, we focused on the passenger compartments as much as we did on behind-the-wheel impressions. We watched Team America: World Police multiple times in an effort to evaluate the rear-seat entertainment systems. We also wore a pregnancy-simulation vest while examining each minivan for ease of child-seat installation. And yes, we left some small part of our dignity behind these sliding doors. 4th Place: Toyota Sienna LimitedThe Sienna is a perfect example of the—dare we say—pleasures of owning a minivan. A flat, wide floor underneath the driver’s seat makes getting in and out easy. The interior boasts two glove boxes, plus a handy storage cubby on the floor between the instrument panel and the center console in which to store your purse—sorry, “European man-satchel.” The center console deploys rearward to dispatch two cup holders for second-row passengers. And in our Limited model, the second-row residents get captain’s chairs with slide-out leg rests. They even almost work. To fully extend, the second row needs to slide completely back, obliterating third-row leg space. Even then, the leg extensions accommodate only the shorter lower limbs of children. But we like the idea. The same goes for the power-folding third row, which won’t work if the second row is too far aft. We expect better execution from Toyota. HIGHS: Barcalounger second-row seat, two glove boxes, parking-lot friendly. LOWS: Cheesy-looking fake wood, light on refinement, bland as a Camry.VERDICT: Looks great on paper but fails to inspire in person.A good idea executed poorly also describes the Sienna’s ride, which we deemed too harsh. We commend Toyota for attempting to inject a bit of sportiness into the Sienna, but it seems to have taken things a little too far. Light steering, however, makes for effortless parking-lot navigation, which counts for a lot in this segment. But the power assist doesn’t trail off at driving speeds; as a result, the steering effort stays light, which is at odds with the Sienna’s sporty pretensions.The Sienna earns points for ergonomics, with easy-to-find buttons for the power doors and the tailgate. The radio and nav system are clustered logically and high on the dash; the climate control has large, legible buttons and is likewise easy to use. Car and DriverKudos also go to the Sienna’s interior space, which is the largest in nearly every category. But with the exception of a best-in-test, 177-foot braking result, the Toyota is at or below average in most perform­ance categories. That backs up our overall impression of the Sienna, which is unremarkable. On paper, everything looks good, but in person and behind the wheel, the Sienna comes off as milquetoast. In that respect, the Sienna is the Camry of minivans. Like its sedan counterpart, it’s not that there is anything wrong with the Sienna—it’s just that it doesn’t make us care about what’s right. 2011 Toyota Sienna Limited265-hp V-6, 6-speed automatic, 4499 lbBase/as-tested price: $39,610/$46,782C/D TEST RESULTS60 mph: 7.7 sec1/4 mile: 16.1 sec @ 89 mph100 mph: 21.0 secBraking, 70­-0 mph: 177 ftRoadholding, 300-ft-dia skidpad: 0.79 g EPA fuel economy, city/highway: 18/24 mpg3rd Place: Nissan Quest LEOkay, we did say that minivans are uncool, but the Quest is about as funky as minivans get. We consider the tall, slab-sided exterior and wraparound rear glass a styling success, but then, we also watch Japanese cartoons. Inside, the Quest feels as tall and blocky as it looks outside, and a high cowl restricts forward visibility. But large windows and Dumbo-ear side mirrors mean that vision in every other direction is expansive.HIGHS: Funky styling, tight turning radius, comfortable front seats.LOWS: Low-rent center-console plastics, only one 12-volt power port in front.VERDICT: Not the Holy Grail of minivans but headed in the right direction.The Quest takes a different approach to seat acrobatics than the other three vans do. Open the rear hatch, and the floor is level with the bumper; cargo stows below a removable panel. The third-row seats fold forward onto the seat cushions, level with the false floor and leaving the rearmost luggage area intact; the other minivans flop the seats backward into the cargo pit. The compromise is a higher load floor—the second-row seats fold and lower themselves to make for a flat cargo area—and less storage space: 19 fewer cubic feet behind the second row and 36 fewer with everything folded versus the next-biggest interior of the Chrysler. If you’re looking to fit Neil Peart’s drum kit into the Quest, you might be short on storage, but we think the ability to fold the third row without moving any cargo will find supporters. Despite high marks in more advanced subjects, the Quest struggles a bit in Minivan 101. There is only a single 12-volt port in the front of the cabin—the rest have two ports up there. The buttons for the power doors are shaped like Tic Tacs, and our adult fingers had trouble using them. The radio controls are small and situated low on the dash. The front and rear center consoles are made of  hard plastic and feature minimalist cup holders that won’t accommodate the larger beverage containers favored by thirsty Americans. Otherwise, the interior looks and feels like an Infiniti’s, with high-gloss wood trim and thoughtful touches such as padded armrests on the front doors. Material quality is top-notch. We were also impressed with the Quest’s smooth ride, which is almost limo-like. The Nissan’s first-place, 55.6-mph performance in the emergency-lane-change maneuver is more the result of an effective stability-control system that keeps the Quest going where it’s pointed than any handling prowess. Through corners, it feels like the front and rear suspensions were tuned for different vehicles. But going back to minivan priorities, consider the 36.7-foot turning circle, which is slightly better than the Sienna’s, equal to the Odyssey’s, and 2.4 feet tighter than the Chrysler’s. Another plus for the Quest is the familiar VQ engine, making 260 horsepower in this application. Unlike the 3.7-liter variant, the 3.5-liter is smooth in the Quest, and the continuously  variable automatic responds quickly and without the usual drone we’ve come to expect from these transmissions. Unfortunately, that didn’t translate to quick numbers at the track, where the Quest was slowest to 60 mph. The CVT is also frustrating; it allows the engine to rev for a second when you are pulling into traffic. Nissan’s return to the minivan market is a solid effort, with high-class material quality, distinctive looks, and a buttery-smooth ride. Only the minor details—which the other automakers have already sorted out—keep it from a higher ranking.2011 Nissan Quest LE260-hp V-6, continuously variable, 4508 lbBase/as-tested price: $42,160/$42,340C/D TEST RESULTS60 mph: 7.9 sec1/4 mile: 16.1 sec @ 91 mph100 mph: 20.3 secBraking, 70­-0 mph: 185 ftRoadholding, 300-ft-dia skidpad: 0.78 gEPA fuel economy, city/highway: 19/24 mpg2nd Place: Chrysler Town & Country LimitedIn our most recent minivan comparo, we said the Town & Country’s twin, the Dodge Caravan, would have fared better than a third-place finish if it provided its driver a better connection to the road. Clearly, the engineers at Chrysler agreed. Updates for 2011 include a new, stiffer steering rack and retuned shocks and springs. There are also improvements in noise isolation, including better sound-insulating material and improved door seals. The result is a revelation. Gone is the old Town & Country shuffle, in which every shudder echoed through the chassis. The new T&C; is the best-driving minivan of the bunch—rock solid over L.A.’s notoriously undulating freeways, roads that got the best of the Toyota and the Honda. The steering is quick, weighty, and tuned for Turn Nine at Watkins Glen, but we do wonder if the minivan crowd might prefer the lighter steering found in the three other vehicles. HIGHS: Sporty steering, balanced chassis, high level of refinement. LOWS: Underwhelming engine power, dowdy exterior styling.VERDICT: Chrysler fixed everything that was wrong and kept everything that was right.We’re impressed with the interior updates as well. A couple of caveats: As with the exterior, Chrysler designers followed the maxim of “when in doubt, add chrome,” so there is plenty of—perhaps too much—brightwork outlining the abundant soft-touch plastics. The center console prevents the driver from crawling into the back of the van with any ease. Precocious brats take note: Dad actually will have to park and get out of the van to administer justice, should you fail to knock it off. On the upside, the T&C’s center console has plenty of storage, and the bottom section slides back to reveal second-row cup holders and an additional bin. Of all the high-end features in the Town & Country—automatic high-beams, remote start, even a heated steering wheel—we found most overrated the $320 luxury second-row seats, which are robust captain’s chairs with a pair of armrests. They’re perfectly comfortable but lack the slick fold-flat feature of the standard Stow ‘n Go second row. The third-row seats can flip backward into a tailgate mode for stationary, rear-facing seating. Car and DriverChrysler’s face lift didn’t fix everything, especially the dowdy exterior. The spongy brake pedal clearly didn’t get the memo sent to the steering, and the T&C’s 70-to-0-mph stopping distance was a last-place 190 feet. The new engine feels good, with much smoother delivery than the instant-on nature of the previous 4.0-liter, but the best power-to-weight ratio yielded only average acceleration. Is it possible that Chrysler’s new Pentastar engine is low on output? Stay tuned.2011 Chrysler Town & Country Limited283-hp V-6, 6-speed automatic, 4585 lbBase/as-tested price: $39,495/$41,085C/D TEST RESULTS60 mph: 7.6 sec1/4 mile: 16.0 sec @ 87 mph100 mph: 21.9 secBraking, 70­-0 mph: 190 ftRoadholding, 300-ft-dia skidpad: 0.80 gEPA fuel economy, city/highway: 17/25 mpg1st Place: Honda Odyssey Touring EliteGive Honda its due: The automaker might be cautious, but it also knows not to fix something that isn’t broken. The Odyssey’s interior is instantly recognizable as a Honda, to the extent that we weren’t exactly sure the cabin was new (it is). Ergonomics reign supreme in this van, with the usual mess of  Honda buttons to control the radio and navigation system made tolerable by their large size. The interi­or employs every spare inch of space for storage, including a second bin in the door just above the map pockets. The Odyssey also features a “cool box” to keep those Odwallas chilled; it’s located between the front seats at the bottom of  the dash.HIGHS: Excellent ergonomics, seating for eight, trick folding third row.LOWS: Slow and numb steering, contrived exterior styling.VERDICT: Good for drivers, great for passengers.Most of the updates, such as the Touring’s six-speed automatic, were similarly well considered. This gearbox earned top marks for its responsiveness and, combined with cylinder deactivation, gives the Odyssey a class-leading 28-mpg EPA highway rating. Some of the credit also goes to Honda’s use of high-strength steel—the Odyssey uses more than any other Honda—which gives it a 135-pound-slimmer curb weight than the next-heaviest minivan in the test, the Toyota. And despite the worst power-to-weight ratio, the Odyssey wins the 0-to-60-mph and quarter-mile sprints, with results of 7.3 and 15.6 seconds, respectively. Not that any of that really matters in this segment. Except that it does—ever try to merge onto the freeway while juggling a tube of Desitin? Then you’ll appreciate the Honda’s lane-owning oomph. But the Odyssey’s steering—which is a slow, 3.5 turns lock-to-lock and feels dead on-center—could be better. The Honda also exhibits more road noise than we expected (especially after driving the Chrysler), and the ride is choppy over highway expansion joints. Car and DriverWhere the Odyssey really wins is in versatility. The Honda has two child-seat LATCH (Lower Anchors and Tethers for CHildren) mounts in the third row versus a single position in the other minivans. The Honda also has one more second-row child-seat mount than the rest; it’s the only minivan in the test with a second-row bench seat. The middle position folds down into an armrest proffering three cup holders. That kind of flexibility is what makes the Honda so good, even if second-row buckets give the other vans an air of luxury. The Odyssey’s third row is the most comfortable of the lot, and the easy-fold “magic seat” operation makes us wonder what all the fuss is about with the power-folding nonsense. The Odyssey provides a detailed picture of the current state of the mini­van. Despite a decent styling effort, it still looks uncool. It drives well but not so well that you’ll be tempted to lace up the Alpinestars. But load it up for a weekend and buckle us into one of the rear seats? We’re in. Passengers rule in the minivan, and none treats passengers better than the Honda.Lacking any knocked-up staffers in our crew, we foolishly decided we’d try faking it. We called Realityworks (www.realityworks.com), which promptly loaned us a pregnancy profile vest used in prenatal classes and child-development education. With its rib constrictor and a removable bladder (filled with water), the vest simulates the physical discomfort of pregnancy.Saddled with about 25 additional pounds, we were extra aware of any difficulties presented by getting into and out of the driver’s seat, such as how the Quest requires an extra lurch to settle into the seat. We did find it particularly easy to slide into the Sienna, however.The Quest also requires careful positioning to get a child seat through the narrow opening of the side doors. In the cabin, however, the Nissan exhibits the most-trouble-free LATCH mounting points. The Sienna’s second-row seats are far more problematic, with padding around the mounting loops that is reluctant to budge. In the Chrysler, fixed second-row headrests make it hard to get a child seat properly aligned. We were able to shed the pregnancy weight by peeling off a few Velcro straps, but the lingering effects of the vest—lower-back pain, irritability, and a compulsion to straighten everything up—stayed with us for a few hours. Mothers, you have our respect. Car and DriverThe DVD entertainment system is the vehicular equivalent of a pacifier. The Honda’s screen is wide enough to display two programs side-by-side. So is the Toyota’s. But Honda’s system sounds better and is the only one to offer an HDMI input. Chrysler’s setup gives you two screens, and it’s the only one available with Sirius satellite TV. Nissan’s screen is big, but it can display only one signal at a time. That it pivots open and shut under its own power makes it vulnerable to damage by brats.2011 Honda Odyssey248-hp V-6, 6-speed automatic, 4364 lbBase/as-tested price: $44,030/$44,030C/D TEST RESULTS60 mph: 7.3 sec1/4 mile: 15.6 sec @ 91 mph100 mph: 19.4 secBraking, 70­-0 mph: 179 ftRoadholding, 300-ft-dia skidpad: 0.79 gEPA fuel economy, city/highway: 19/28 mpg More

From the May 2023 issue of Car and Driver.Like many a family vacation, everything was perfect when we started out. The sky was sapphire blue, Palm Springs was just closing out its fashionable Modernism Week, and we had scheduled several days of activities designed to challenge our convoy while highlighting how minivans have evolved from bare-bones people-hauling boxes to sophisticated and feature-laden luxury transports.More on MinivansThe plan was to soak up the February sunshine in the desert, alight through power-sliding doors in the valet drop-off at hip farm-to-table eateries, and test the sturdiness of the many cupholders on the twisting roads surrounding the valley. Then there was a sandstorm, a windstorm, a wildfire, a power outage, a canceled hotel, and a blizzard, all within the first 36 hours. It was decidedly not luxurious, but you only really appreciate the comfort and entertainment value of a minivan when you’re huddled in the back during a surprise hailstorm. If only anyone had brought a portable oven, some chicken wings, and a few DVDs of Chevy Chase movies, we would have been all set for the night. (Yes, DVDs are still a thing.) Marc Urbano|Car and DriverThere was a time when a minivan comparison could have featured half a dozen slant-nose, sliding-door, three-row crates, all with V-6 engines, front-wheel drive, and similar prices. These days, the minivan is a vanishing art form, and those that remain have branched out with electrified drivetrains, all-wheel drive, and wildly variable price points from the $35,000 range all the way up to nearly twice that amount. We ended up with a plug-in-hybrid Chrysler Pacifica Limited, a Kia Carnival SX Prestige trying to pass for an SUV, a hybrid Toyota Sienna Limited with all-wheel drive, and an old-school underdog, the Honda Odyssey Elite. All were the top trims or close to it and loaded with options to best represent the plush, pampering offerings of Minivandia. We were diverted from our original route, but we pulled together a passable substitute around the strange shantytowns of the Salton Sea and through the sweeping roads and rock formations of Borrego Springs. We drove on a beach of fish bones and stopped for lunch in a dive bar boasting the lowest burger in the Western Hemisphere (223 feet below sea level). With their comfy seats, big screens, and connectivity, the minivans made it easy to rework our plans on the fly. It was not the trip we envisioned, but perhaps it was a better test of how these family cars satisfy when the family vacation doesn’t.4th Place: Chrysler PacificaThis may come as a surprise. The Pacifica has done well in previous minivan match-ups. It’s made numerous appearances on our 10Best list, and its quilted nappa leather interior in the Pinnacle trim, with the color-matched lumbar pillows, was the inspiration for this attempted luxury-van excursion. It’s like an S-class for seven! The problem was our test van wasn’t the Pinnacle trim, so we didn’t get the fancy cushions, and it was the plug-in hybrid, so we did get a ritzy price tag. Judged without Uncle Sam’s potential $7500 kickback for making an environmentally focused purchase, the Pacifica’s $60,075 as-tested sticker hung over the Chrysler throughout this comparison.HIGHS: Tech-forward drivetrain and cabin, quiet runner, spacious third row. LOWS: Seats too hard, brakes too soft, missing Stow ’n Go. VERDICT: For $60K, get a Charger Scat Pack and squeeze everyone in.Chrysler doesn’t put “PHEV” anywhere on the Pacifica, which is odd because it’s the only plug-in minivan, and you’d think Chrysler would want to brag about that. The Pacifica’s 3.6-liter V-6 shares motive duties with two AC motors for a combined output of 260 horsepower. There’s a lot to love about the idea of a plug-in hybrid. For the typical around-town errands a minivan spends most of its life doing, the Pacifica’s EPA-rated 32 miles of electric range mean all the school pickups and grocery runs could be gas-free, as long as you’re gentle on the accelerator. For family road trips, the Pacifica hybrid can be fueled up and treated like a nonelectrified machine. No matter the power source, the Pacifica was the quietest of our quartet with pedal pinned to the floor, with an engine note so subdued, you don’t even need the intercom option to speak with passengers in the third row. Marc Urbano|Car and DriverThe Pacifica was the only van to offer wireless phone mirroring, which proved useful when a hotel called to cancel our reservation due to a power outage. During the brief scramble to rebook, we considered simply sleeping in the vans, but without a Stow ’n Go second row—unavailable on the hybrid since it uses that underfloor space for the battery—the hybrid Pacifica doesn’t offer the welcoming flat floor of the regular version. However, the second-row seats are easy to remove for those of us who like to haul minibikes in our minivans. We also found these seats to be better padded and more comfortable than the fold-flat versions. More on the PacificaNot so the plank-like front seats. The Pacifica lost points for steering that feels like pulling against a bungee cord and brakes that associate editor Austin Irwin described as “stepping in mashed potatoes.” The Pacifica was also the slowest of our vans. That, plus its squishy driving characteristics and middling interior lacking in small-item storage, left us unable to justify its lofty price point. A non-hybrid Pacifica would likely have fared better in this pack.3rd Place: Honda OdysseyNone of our minivans are brand-new beasts, but the Odyssey, in particular, is feeling its age. This generation has been hauling kids since 2018, and everything from the wedgy exterior to the busy dashboard looks old and dull. For some, the front seats provided inadequate lumbar support, but otherwise they were a welcoming place to spend a day. Pebbled plastic makes up the surrounding trim. “This interior is 50 shades of gray and less interesting than the book—uh, I’ve been told,” said technical editor Dan Edmunds. HIGHS: Storage smart, hauls more than people, sporty sound, surprisingly quick. LOWS: Gray interior causes seasonal depression, dated infotainment, looks (and is) old. VERDICT: Fast, but also loud and aging.Marc Urbano|Car and DriverMoving back to fetishes we’re comfortable discussing, we liked the Honda’s rambunctious powertrain. While the Pacifica was subdued and the Kia and Toyota both mumbled more than growled, the Odyssey’s howling 3.5-liter V-6 and 10-speed automatic were never caught out, even during a canyon run. With 280 horsepower, the Odyssey wasn’t the most powerful van in the group, but it was the quickest at the track, knocking out a quarter-mile in 15.3 seconds. While most van owners might never bring the revs to full song and almost certainly won’t hit a drag strip, we’re still giving Honda props for offering us such a sporty soundtrack.More on the OdysseyLest you think we’re losing sight of what makes a minivan valuable to nonhooligans, we did notice the Honda’s useful console, which left plenty of room for passengers’ elbows and knees as well as for large diaper totes and Ziploc bags full of Cheerios. We also noted that the second row moves not just forward and back but also side to side and is easily removable, making the Honda one of the most flexible vans in terms of rear cargo and passenger options. Despite being the quickest of the four and making senior testing editor David Beard shout “VTEC!” on more than one occasion, the Honda just couldn’t overcome its age. We’ll welcome the next-generation Odyssey, which is sure to feature the brand’s latest design elements, with open arms.2nd Place: Kia CarnivalIf your family needs the sliding-door lifestyle, but you prefer to park with the SUVs, Kia sees your cool-kid hang-ups and addresses them with a minivan that doesn’t look like a minivan. The Carnival stood out for its stylish exterior design, which helps this front-wheel-drive van masquerade as a sport-utility vehicle. The Kia was also the muscle car of the group, with a 290-hp 3.5-liter V-6 backed by an eight-speed automatic. It wasn’t the speediest in testing, but it was the only one to light up the tires when leaving a stoplight. HIGHS: SUV styling, uncluttered interior, value pricing. LOWS: Limited storage, cramped third row, fixed second-row seats, worst fuel economy. VERDICT: Kia makes a good minivan but an even better SUV.Inside, you sit up high, with a large padded center console that has the best armrests. It’s one of the most spacious and modern interiors, but it also offers the least small-item storage, with no shelves, sliding drawers, or under-console pass-through. Michael Simari|Car and DriverOur SX Prestige had the optional VIP Seating package, which replaces the three-seat second-row bench with two reclining lounge chairs. Our team, a lazy bunch, enjoyed testing the loungeability, but we wouldn’t recommend the chairs for most buyers. Going full recline while enjoying Netflix on the entertainment system requires moving the seats all the way back, diminishing any legroom for third-row riders. Even then, it’s likely your feet will be touching the front-seat backrests. The VIP seats aren’t removable for max cargo carrying, and passengers entering and exiting the third row can’t conveniently fold them. It’s a novel concept, but better for an executive sedan than a minivan.More on the CarnivalJust as the Pacifica suffered because of its price, the Carnival gained position for its value. We also praised its cushioned front seats, nicely weighted steering, and quiet cabin. On the road, we noted minimal body roll, a responsive engine, and good brake-pedal feel, but if not for the Carnival’s sub-$50K price point, it wouldn’t have snuck past the Honda and its more useful interior.1st Place: Toyota SiennaAwarding the Sienna top honors proves we look beyond physical appearance to what lies beneath. The Toyota resembles a roast chicken—all greasy drumsticks and a fatty front end. We don’t care, because a minivan’s job is to make it easy to run a million errands while caring for a variety of living creatures, and the Sienna was most comfortable across all three rows. It also respects your budget with its fuel-sipping hybrid power train—even with all-wheel drive.HIGHS: Gas-savvy hybrid, four-wheel traction, a place for everything. LOWS: Looks only a parent could love, sounds like a Shop-Vac, could use an infotainment update. VERDICT: A comfy companion whether the road trip is great or a disaster.On the spec sheet, the Toyota was at a disadvantage. Its 189-hp 2.5-liter four-cylinder and electric motors combine to produce just 245 horsepower, but its all-wheel-drive launch meant its track numbers matched the more powerful Kia’s. Its most impressive numbers, though, were in fuel economy. While the plug-in-hybrid Chrysler managed 24 mpg during our road trip, the Sienna returned 27.Michael Simari|Car and DriverWe did complain about the droning leaf-blower engine note, but the Sienna struck the best balance for ride quality on the highway and around town. “Not floppy, not stiff,” said the test notes—just like properly cooked vegetables. The Sienna also offered the best visibility in the test, despite having the worst-quality backup camera, and there’s storage, storage everywhere. More on the SiennaYou could keep kids’ snacks organized in one cubby, dog treats on the dash shelf, a toy basket in the pass-through, field-trip paperwork in the door pocket, and a mini bottle of prosecco in the console for when you finally get a break. Heck, with 18 cupholders, you could host a chardonnay-tasting party. The middle and rear rows offer a variety of positions, including a nice deep recline. Whether it’s after a family vacation gone wrong or just another long week of softball tournaments and emergency vet visits, you deserve a moment of luxury.Arrow pointing downArrow pointing downSpecificationsSpecifications
2022 Chrysler Pacifica Hybrid LimitedVehicle Type: front-engine, front-motor, front-wheel-drive, 7-passenger, 4-door van
PRICE
Base/As Tested: $56,090/$60,075 
POWERTRAINDOHC 24-valve 3.6-liter Atkinson-cycle V-6, 220 hp, 235 lb-ft + 2 AC motors, 114 and 84 hp, 231 and 92 lb-ft (combined output: 260 hp); 12.5-kWh (est.) lithium-ion battery pack; 6.6-kW onboard chargerTransmission: continuously variable automatic 
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.0-in vented disc/13.0-in discTires: Nexin Npriz RH7a235/60R-18 103H M+S
DIMENSIONS
Wheelbase: 121.6 inLength: 204.3 inWidth: 79.6 inHeight: 70.0 inPassenger Volume, F/M/R: 58/54/47 ft3Cargo Volume, Behind F/M/R: 141/88/32 ft3Curb Weight: 5094 lb
C/D TEST RESULTS
60 mph: 7.8 sec1/4-Mile: 16.2 sec @ 89 mph100 mph: 20.9 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 8.1 secTop Gear, 30–50 mph: 3.4 secTop Gear, 50–70 mph: 4.8 secTop Speed (gov ltd): 106 mphBraking, 70–0 mph: 183 ftRoadholding, 300-ft Skidpad: 0.79 g 
C/D FUEL ECONOMY
Observed: 24 mpg75-mph Highway Driving: 33 mpg75-mph Highway Range: 540 mi 
EPA FUEL ECONOMY
Combined/City/Highway: 30/29/30 mpg
— 
2021 Honda Odyssey EliteVehicle Type: front-engine, front-wheel-drive, 8-passenger, 4-door van
PRICE
Base/As Tested: $50,965/$51,420
ENGINESOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 212 in3, 3471 cm3Power: 280 hp @ 6000 rpmTorque: 262 lb-ft @ 4700 rpm 
TRANSMISSION
10-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.6-in vented disc/13.0-in discTires: Bridgestone Turanza EL4 40235/55R-19 101H M+S
DIMENSIONS
Wheelbase: 118.1 inLength: 205.2 inWidth: 78.5 inHeight: 69.6 inPassenger Volume, F/M/R: 58/57/48 ft3Cargo Volume, Behind F/M/R: 141/87/33 ft3Curb Weight: 4599 lb
C/D TEST RESULTS
60 mph: 6.7 sec1/4-Mile: 15.3 sec @ 94 mph100 mph: 17.3 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.9 secTop Gear, 30–50 mph: 3.5 secTop Gear, 50–70 mph: 4.4 secTop Speed (gov ltd): 111 mphBraking, 70–0 mph: 184 ftRoadholding, 300-ft Skidpad: 0.76 g 
C/D FUEL ECONOMY
Observed: 20 mpg75-mph Highway Driving: 30 mpg75-mph Highway Range: 580 mi
EPA FUEL ECONOMYCombined/City/Highway: 22/19/28 mpg
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2023 Kia Carnival SX PrestigeVehicle Type: front-engine, front-wheel-drive, 7-passenger, 4-door van
PRICE
Base/As Tested: $47,565/$49,285
ENGINEDOHC 24-valve V-6, aluminum block and heads, port and direct fuel injectionDisplacement: 212 in3, 3470 cm3Power: 290 hp @ 6400 rpmTorque: 262 lb-ft @ 5000 rpm 
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.8-in vented disc/12.8-in discTires: Goodyear Assurance Finesse235/55R-19 101H M+S
DIMENSIONS
Wheelbase: 121.7 inLength: 203.0 inWidth: 78.5 inHeight: 69.9 inPassenger Volume, F/M/R: 62/59/46 ft3Cargo Volume, Behind F/M/R: –/87/40 ft3Curb Weight: 4782 lb
C/D TEST RESULTS
60 mph: 7.5 sec1/4-Mile: 15.8 sec @ 91 mph100 mph: 19.5 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 8.0 secTop Gear, 30–50 mph: 3.9 secTop Gear, 50–70 mph: 5.2 secTop Speed (gov ltd): 118 mphBraking, 70–0 mph: 191 ftRoadholding, 300-ft Skidpad: 0.78 g 
C/D FUEL ECONOMY
Observed: 19 mpg75-mph Highway Driving: 28 mpg75-mph Highway Range: 530 mi
EPA FUEL ECONOMYCombined/City/Highway: 22/19/26 mpg
— 
2023 Toyota Sienna LimitedVehicle Type: front-engine, all-wheel-drive, 7-passenger, 4-door van
PRICE
Base/As Tested: $51,730/$53,855
POWERTRAINDOHC 16-valve Atkinson-cycle 2.5-liter inline-4, 189 hp, 176 lb-ft + 3 permanent-magnet synchronous AC motors, front: 180 hp, 199 lb-ft; rear: 54 hp, 89 lb-ft (combined output: 245 hp); 1.5-kWh (est.) nickel-metal hydride battery pack 
TRANSMISSIONS, F/R
CVT/direct drive
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.9-in vented disc/12.5-in vented discTires: Goodyear Assurance Finesse235/55R-19 101H M+S
DIMENSIONS
Wheelbase: 120.5 inLength: 203.7 inWidth: 78.5 inHeight: 69.7 inPassenger Volume, F/M/R: 58/58/47 ft3Cargo Volume, Behind F/M/R: –/75/34 ft3Curb Weight: 4811 lb
C/D TEST RESULTS
60 mph: 7.5 sec1/4-Mile: 15.8 sec @ 88 mph100 mph: 22.1 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 8.5 secTop Gear, 30–50 mph: 3.9 secTop Gear, 50–70 mph: 5.8 secTop Speed (gov ltd): 117 mphBraking, 70–0 mph: 190 ftRoadholding, 300-ft Skidpad: 0.78 g 
C/D FUEL ECONOMY
Observed: 27 mpg75-mph Highway Driving: 33 mpg75-mph Highway Range: 590 mi
EPA FUEL ECONOMYCombined/City/Highway: 35/35/36 mpg 
C/D TESTING EXPLAINEDSenior Editor, Features
Like 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

There’s a certain comforting symmetry to the automotive circle of life. New models tend to age into senior citizenship in roughly six or so years, and most get a light makeover around the time they reach middle age in an attempt to keep them looking and feeling fresh. That’s exactly where the Lincoln Corsair is right now. No surprise, then, that Lincoln gave the 2023 model a light makeover as it began its fourth year on the market.It would take a dedicated Corsair spotter to pick out the small revisions made to the latest version: The grille is slightly larger, the front fascia is mildly reworked, and there are a couple of new exterior and interior color combinations. That said, there are several noteworthy changes inside, one of them a new-and-impressive piece of tech that makes it a perfect time to check in with this compact-luxury SUV. Michael Simari|Car and DriverSince we haven’t visited the entry-level end of Lincoln’s all-SUV lineup in some time, let’s review: The Corsair’s svelte styling and gently sloping roofline may evoke images of Range Rover products, but—though you’d never guess it—that handsome sheetmetal is stretched over a humble Ford Escape SUV’s transverse-engine, front-drive platform. Corsairs are propelled by either of two engines: a 250-hp turbocharged 2.0-liter inline-four or a 2.5-liter Atkinson-cycle inline-four hybrid that produces a total of 266 horses. (The previously available 295-hp 2.3-liter turbocharged four was dropped for 2023.) The smaller engine feeds its power to an eight-speed automatic; the hybrid is lashed to a CVT. All-wheel drive is a $2300 option on the Standard and mid-level Reserve models. The top Grand Touring version comes only with the hybrid powertrain and all-wheel drive. Highs: Plush interior, a plethora of available luxury features, confidence-inspiring hands-free capability.More from Lincoln landThough the Standard model starts at a reasonable $40,085, getting the features, amenities, and posh cabin materials that make the Corsair feel like a luxury ride drives the price up quickly. Our test Corsair, a 2.0-liter Reserve AWD, started at $46,770. Several equipment packages later, it was comprehensively equipped and priced at $60,685. That’s the kind of money that will almost get you into a well-equipped BMW X3 or Volvo XC60, and it easily puts SUVs like the Genesis GV70 3.5T or Acura RDX SH-AWD A-Spec in your driveway. Lincoln’s been doing a credible job of dressing the interiors of its cars—whoops, SUVs—for its upmarket mission, and there was no arguing our tester’s accommodations. The roomy, two-row interior sports handsome, modern lines and was swathed in ritzy two-tone Ebony/Smoked Truffle leather, a black-taupe mix that sounds like something you’d hear about on Project Runway. There’s good-looking wood on the dash and classy bits of bright trim scattered throughout. All Corsairs get a 12.3-inch digital instrument cluster and an easy-to-use 13.2-inch touchscreen with crisp graphics and Alexa app connectivity—the latter free for the first three years. Both screens were previously reserved for the upper-level models. The convenient piano-key shifter buttons are carried over. The big-ticket item on our test car was Equipment Group 202A ($10,730), which adds an avalanche of upmarket features—as it should at that price. The goodies include a head-up display, panoramic sunroof, 14-speaker Revel Audio system, heated-and-ventilated front seats, heated rear outboard seats, adaptive dampers, a heated steering wheel, and smartphone-as-key functionality. Most important is the inclusion of adaptive cruise control with ActiveGlide, Lincoln’s hands-free self-driving feature (more on that in a bit). The final bit of sybaritic gear was a set of optional 24-way front seats with massage ($1285).Michael Simari|Car and DriverRefresh or not, the Corsair drives just like it did when we last aimed it down the highway more than three years ago. It’s a luxury-first chariot that’s cosseting and comfortable but makes no attempt to involve the part of you that likes to drive. Steering feel is muted, and response to the helm is relaxed. Get it out on a smooth interstate and you’ll notice just a hint of float to the ride. That softness lets it glide over larger pavement swells, but the 20-inch Continental CrossContact LX Sport all-season tires clip-clop across smaller road imperfections and send a shiver up through the otherwise calm cabin environs. Switching the drive mode from Normal to Excite tightens up the adaptive dampers a bit but does nothing to transform the Corsair into anything like a road carver.At the test track, the all-wheel-drive Corsair turns in a performance that won’t raise anyone’s pulse but is about average for many of the vehicles in this segment, with a 60-mph time of 6.1 seconds and a quarter-mile sprint of 14.7 seconds at 93 mph. The engine does work well with the eight-speed automatic and is a subdued and distant presence through most of its rev range. The Reserve’s 0.83-g skidpad grip and 179-foot 70-mph stopping distance are also unexceptional but more than enough for the kind of relaxed driving the Corsair inspires. Its EPA estimated fuel economy is equally midpack in the compact-luxury SUV segment at 21 mpg city, 28 mpg highway, and 24 mpg combined. Michael Simari|Car and DriverThat this vehicle does little to involve the driver makes it all the more apropos that it now offers a feature that enables you to not drive. Called ActiveGlide 1.2, it’s Lincoln’s version of Ford’s similar BlueCruise system, and it lets you take your hands off the wheel for extended periods on more than 100,000 miles of qualified divided U.S highways. ActiveGlide requires a subscription, but the first two years are included with the 202A package. Lows: Thrill-free handling, relaxed performance, pricing that’ll get you some pretty fine alternatives.We did our hands-free driving on a local interstate and found that the system, which works in concert with active cruise control, performed flawlessly during our short cruise. It negotiated curves adeptly, made smooth and safe lane changes when we flipped the turn signal, and had us almost comfortable when we passed semis in the next lane. Michael Simari|Car and DriverIndeed, ActiveGlide fits the personality of the Corsair perfectly. We wouldn’t expect the Corsair to lure people away from Audi Q5s and BMW X3s; the Lincoln is an altogether different animal. A loaded example like our test vehicle doesn’t win on value, nor does it deliver the driver engagement we crave. But roughly midway through its production life, the Corsair remains what it was at the beginning: a vehicle more than capable of making you feel pampered. So, welcome to middle age, Corsair. You haven’t changed a bit.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Lincoln Corsair AWDVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $42,385/$60,685 Options: Equipment Group 202A (rain sensing wipers, power tilt/telescoping steering column, auto-dimming rearview mirror, 60/40 split rear seat with power seatback release, head-up display, adaptive dampers, auto dimming and heated sideview mirrors with power folding, inductive device charging, hands-free liftgate, heated-and-ventilated front seats, panoramic roof, Lincoln Co-Pilot360 2.1 driver assist with a two-year subscription of ActiveGlide with lane-change assist and in-lane repositioning, intersection assist 2.0 and driver-monitoring camera, Active Park Assist 2.0, front parking aid, 14-speaker Revel stereo, windshield wiper de-icer, heated steering wheel and outboard rear seats), $10,730; Reserve trim (ambient lighting, leather seats, jeweled LED headlamps, if you’ve made it this far give the Tech Department a shoutout in the comments, roof-rack side rails), $4385; 24-way Perfect Position front seats, $1285; 20-inch Bright Machined alloy wheels, $1150; Whisper Blue Metallic paint, $750
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1999 cm3Power: 250 hp @ 5500 rpmTorque: 275 lb-ft @ 3000 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.1-in vented disc/11.9-in vented discTires: Continental CrossContact LX Sport245/45R-20 99V M+S
DIMENSIONS
Wheelbase: 106.7 inLength: 181.4 inWidth: 74.3 inHeight: 64.1 inCargo Volume Behind, F/R: 58/28 ft3Curb Weight: 3983 lb
C/D TEST RESULTS
60 mph: 6.1 sec100 mph: 17.5 sec1/4-Mile: 14.7 sec @ 93 mph120 mph: 28.8 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 7.0 secTop Gear, 30–50 mph: 3.6 secTop Gear, 50–70 mph: 4.3 secTop Speed (C/D est): 130 mphBraking, 70–0 mph: 179 ftRoadholding, 300-ft Skidpad: 0.83 g 
EPA FUEL ECONOMY
Combined/City/Highway: 24/21/28 mpg
C/D TESTING EXPLAINEDDirector, Buyer’s GuideRich Ceppos has evaluated automobiles and automotive technology during a career that has encompassed 10 years at General Motors, two stints at Car and Driver totaling 19 years, and thousands of miles logged in racing cars. He was in music school when he realized what he really wanted to do in life and, somehow, it’s worked out. In between his two C/D postings he served as executive editor of Automobile Magazine; was an executive vice president at Campbell Marketing & Communications; worked in GM’s product-development area; and became publisher of Autoweek. He has raced continuously since college, held SCCA and IMSA pro racing licenses, and has competed in the 24 Hours of Daytona. He currently ministers to a 1999 Miata and a 1965 Corvette convertible and appreciates that none of his younger colleagues have yet uttered “Okay, Boomer” when he tells one of his stories about the crazy old days at C/D. More