Car Reviews

“Would you like to come over for dinner tonight? We’re having two backpacks full of nutritional granola bars,” asked no one ever. Though pressed with enough soy protein to grow hair on your legs, those individually wrapped caloric boosters are a matter of convenience rather than taste. They call to mind the new Subaru Impreza. It’s not as exciting to drive as the BRZ or the WRX, but like a Clif Bar, the Impreza uses only the necessary ingredients, and its handy size and affordable price make preparing for life’s real adventures a lot easier. Although still basic, the sixth-generation Impreza has gotten a bit tastier with bigger screens, a more powerful engine option, and a wider array of standard features. Some things, though, have been lost. After checking the books, Subaru decided to stop offering a four-door sedan and the manual transmission, in favor of making what 73 percent of its Impreza customers were buying: hatchbacks with CVTs.Design-wise, the new Impreza seems to be doing a Mazda 3 impression, but this car has always been about driving to go do something cool rather than about looking cool. And so the new design didn’t change the dimensions of Subaru’s smallest all-wheel-drive car: It has the same wheelbase, length, and ground clearance as the previous generation, but is a little taller and heavier. The big functional change is hidden: Subaru has integrated a plastic step into the rear door sills, a big help when you’re loading your lifestyle gear onto the roof; and the rear doors are designed to accommodate your hips while you’re up there tying everything tight.Related StoriesThe updated body structure is a claimed 10 percent stiffer torsionally, as Subaru engineers weren’t shy with the structural glue this time around. The difference could be felt when we were pretending to be Colin McRae driving the paved twisties in Paso Robles, California. The extra support and sound deadening have made the Impreza heavier but easier on the ears. Even on the highways that stretch between the casks of cabernet sauvignon in wine country, this Subaru was pleasantly quiet to drive. While parts of the new Impreza got tougher, others have relaxed. A newer dual-pinion electric power steering rack, similar to what’s used in the WRX, has lightened the steering effort. The Impreza also switched to an electronic brake booster, which has resulted in a lighter pedal effort. The brake-based torque vectoring, previously only offered on more expensive Imprezas, is now standard across the updated three-trim lineup. That lineup consists of the base Impreza, the Sport, and the new RS. The latter is back as the top-performance model. In place of the standard 2.0-liter engine, the RS uses a 182-hp 2.5-liter flat-four from the Crosstrek and an updated CVT. There are paddle shifters behind the steering wheel, and the CVT tries its best to imitate an eight-speed automatic. The RS gets dark gray 18-inch wheels, a black front grille, side skirts, heated mirrors, and adaptive LED headlights that peek around corners as you drive. Sport and RS models offer a new exclusive color, Oasis Blue Pearl, that’s reminiscent of the limited-edition 2016 WRX STI and BRZ Series.HyperBlue. RS badges, illustrated with two opposing horizontal pistons à la the boxer-engine setup, are fitted inside and out.Despite the bigger engine’s 30-hp and 33-pound-feet advantage over the 2.0-liter base unit, the more powerful engine doesn’t live up to the enthusiasm of the updated chassis. When you toss the RS into downhill hairpins hard enough to make the all-season Yokohama Avid S34P tires cry out, the delightful chassis carries speed without a hiccup. Unfortunately, stomping on the gas pedal on corner exit is met with little urgency. Still, it’s a much-needed advantage over the base engine, which in our last test took 9.0 seconds to reach 60 mph. We’re certain the RS will be quicker than that, but so are most cars.The new Impreza gets a larger fuel tank: 16.6 gallons, up from the previous car’s 13.2. However, fuel economy has dipped marginally. When comparing base hatchbacks, the EPA estimates the new Impreza gets 27 mpg city and 34 mpg highway, down from 28/36 mpg previously. The new RS trim is 1 mpg behind at 26/33 mpg. Regardless, the bigger tank gives base Impreza and Sport trims nearly 500 miles on a single tank of gas.The changes most people will notice are inside the cabin. A larger 7.0-inch screen is standard on base models, but move up to the Sport or RS and you get an 11.6-inch touchscreen with wireless Apple CarPlay and Android Auto. The system is intuitive and thanks to the physical buttons that border the digital display, things happen at the push of a button rather than at the sometimes-laggy speed of software. The RS we drove was equipped with an option package ($2070) that adds a 10-speaker Harman/Kardon audio system, a power sunroof, and a 10-way power driver’s seat. Subaru’s latest version of its EyeSight driver-assist suite uses a new camera with a wider field of view. During highway driving, we noticed the system now only beeps when it needs to, rather than all the time. While passing when using adaptive cruise control, the car accelerates before the lane change is complete, which feels closer to how humans drive.SubaruIt’s not as exciting to drive as the Honda Civic, and its interior isn’t as lavish as the leather-lined Mazda 3, but the Impreza is one of the most affordable ways to get all-wheel drive, and it’s a great tool to get you places. If the old Impreza was a Clif Bar, the new one is a Clif Bar with chocolate chips—still basic, but with a little more taste.Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Subaru ImprezaVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base: $24,085; Sport, $26,085; RS, $28,975
ENGINES
DOHC 16-valve 2.0-liter flat-4, 152 hp, 145 lb-ft; DOHC 16-valve 2.5-liter flat-4, 182 hp, 178 lb-ft
TRANSMISSION
continuously variable automatic
DIMENSIONS
Wheelbase: 105.1 inLength: 176.2 inWidth: 70.1 inHeight: 58.3 inPassenger Volume, F/R: 55–56/44 ft3Cargo Volume, Behind F/R: 56/20 ft3Curb Weight (C/D est): 3200–3350 lb
PERFORMANCE (C/D EST)
60 mph: 8.2–9.0 sec1/4-Mile: 16.3–17.1 secTop Speed: 125 mph
EPA FUEL ECONOMY
Combined/City/Highway: 29–30/26–27/33–34 mpgAssociate EditorYes, he’s still working on the 1986 Nissan 300ZX Turbo project car he started in high school, and no, it’s not for sale yet. Austin Irwin was born and raised in Michigan, and, despite getting shelled by hockey pucks during a not-so-successful goaltending career through high school and college, still has all of his teeth. He loves cars from the 1980s and Bleu, his Great Pyrenees, and is an active member of the Buffalo Wild Wings community. When Austin isn’t working on his own cars, he’s likely on the side of the highway helping someone else fix theirs. More

Slide into the driver’s seat of the new Mazda CX-90 Turbo S in top-spec Premium Plus trim, and it takes about 20 seconds of soaking in the rich environs to understand where this brand is headed: upmarket, to the sunny skies inhabited by the makers of premium vehicles. There’s soft nappa leather on the seats, blond Japanese maplewood on the center console and doors, and handsome cloth sewn onto the instrument panel. It’s all very Volvo XC90 or Genesis GV80. Mazda has been infusing its cars and SUVs with more style and richer interior appointments recently to go along with the engaging road manners that remain an integral part of the brand’s DNA. Now comes the CX-90, the biggest, most powerful, and by far most luxurious Mazda ever. It feels like the company’s master’s thesis on creating upscale products. After a first drive, we give it high marks. New From the Ground UpMazda says that the CX-90 will serve as its flagship, and the company clearly has taken that mission seriously. This is no remake of an existing product. The CX-90 is built on an all-new architecture, is powered by two all-new engines—one of them a plug-in hybrid—and sends its power through an all-new transmission to a new all-wheel-drive system. The CX-90 sits on what Mazda calls its Large platform. By any other name, it’s a rear-drive architecture that situates the engine longitudinally rather than transversely as it is in the CX-9 and all other Mazda products, save for the Miata. All CX-90s come with all-wheel drive standard. The new underpinnings have another purpose: They enable the CX-90 to look the part of the premium SUV it’s trying to be. That’s thanks to a longer dash-to-axle ratio—the distance from the front wheels to the dashboard—something not achievable with a transverse-engine, front-drive layout. The result is a longer hood and a cabin that sits farther back. It’s a more elegant proportion, one employed on luxury vehicles from BMWs to Benzes. Carefully tailored sheetmetal with handsome detailing dresses that premium profile. The CX-90 looks substantial, but it’s actually only slightly bigger on the outside than the CX-9 that it will replace at the end of 2023—1.4 inches longer, 0.6 inch taller, and 1.0 inch wider. Its 200.8-inch overall length and long 122.8-inch wheelbase put its exterior size at the larger end of the broad mid-size-SUV segment, which encompasses everything from the Kia Telluride to the Toyota 4Runner. The CX-90’s one big size difference compared with the outgoing CX-9 is its wheelbase, which is 7.5 inches longer. Jessica Lynn Walker|Car and DriverThree CX-90 ModelsCX-90s come in three models: Turbo, Turbo S, and PHEV (plug-in hybrid). The first two are powered by an engine that helps the CX-90 feel like the real deal: a 3.3-liter turbocharged inline-six with a 48-volt, 17-hp hybrid-assist system. A 280-hp version of the engine with 332-pound feet of torque powers the Turbo; this version runs on regular fuel. A 340-hp version of the six making 369 pound-feet of torque on premium fuel motivates the Turbo S. Both engines’ internals are identical; Mazda turns up the boost on the more powerful variant by roughly 5 psi to about 19 psi and adjusts other engine parameters to take advantage of higher-octane fuel. The plug-in hybrid mates a 189-hp 2.5-liter turbo four with a 173-hp electric motor for a combined 323 horsepower and 369 pound-feet of torque, also on premium fuel. Both the 48-volt hybrid-assist motor and the plug-in’s more powerful electric motor are sandwiched between the engine and the eight-speed automatic. Mazda’s first automatic with more than six forward speeds, it was developed entirely in-house. Mazda chose to use a wet clutch pack in place of a conventional torque converter; this arrangement is more compact, which slims the transmission’s size and opens up additional foot room for front-seat passengers by reducing the width of the transmission tunnel. Multiple Trim Levels and Seats for Six, Seven, or EightOne glitch in Mazda’s master’s thesis is the CX-90’s dizzying array of trims and seating configurations. CX-90 Turbos offer five available trims (Select, Preferred, Preferred Plus, Premium, and Premium Plus) that layer on more features and better interior materials as you go up each step of the ladder. Turbo S and PHEV models offer only the top few trims, with subtle differences between them. Once settled on a trim, you then have to figure out your preferred seating configuration, which could well change the trim you ultimately end up with. Depending on the model and trim, CX-90s offer six-, seven-, or eight-passenger configurations. The various layouts mix three-across bench seats for the second and third rows with available second-row captain’s chairs and a two-across third-row bench. Sort that Rubik’s Cube of possibilities out, and you’re home. We won’t even attempt to do that here except to tell you that Turbos start at $40,970, PHEVs at $48,820, and Turbo Ss at $53,125. No matter which setup you ultimately choose, there’s plenty of room in the first two rows, but the third row is too tight on legroom to be adult-friendly, and only the kiddies will be able to sit three across in the last row.Jessica Lynn Walker|Car and DriverWe drove both a top-spec Turbo S Premium Plus ($61,325) and a PHEV Premium Plus ($58,325) on rain-lashed highways and two-lanes between San Francisco and Sonoma. The Turbo S was posh personified, with a long list of standard equipment encompassing the aforementioned nappa leather upholstery and handsome wood inlays plus heated-and-ventilated front seats and second-row captain’s chairs, a second-row center console, three-zone climate control, a head-up display, 12-speaker Bose audio, a power sunroof, and much more. Turbo S models get a 12.3-inch digital instrument display and 12.3-inch central infotainment screen, up from 7.0 inches and 10.3 inches, respectively, in the lesser trims. There’s some hard plastic in the interior, but it’s well disguised. All CX-90s come with a full suite of driver-assist safety tech. Better still, the controls have a refreshingly straightforward simplicity about them. Yes, there are plenty of functions embedded in the central screen—navigation and vehicle-system setup and personalization options, among others—but we applaud Mazda’s decision to use hard buttons and knobs for the climate controls, audio system, and several other features. Shutting off lane-keeping assist or the stop-start function is but a single push of a button away. Sometimes the old ways are the best ways. Drives Like a MazdaThat straightforwardness translates into the way the CX-90 drives. This is a subtly engaging automobile—enjoyable and refined but never overbearing. The CX-90 lineup eschews the air springs and adjustable dampers often found on premium SUVs, but they’re not missed. The ride on the 21-inch all-season tires—lower trims have 19s standard—is taut without being harsh. You feel the road but in a good way. The handling is rock steady on the interstates and surefooted on the many miles of drenched two-lanes we traversed. The helm has heft, the steering is progressive and sure. The CX-90 feels reassuringly planted in corners, and it didn’t flinch when we leaned on it in some of the less wet sections. There was very little difference dynamically between the Turbo S and PHEV; they’re both satisfyingly refined and competent. So, yes, the CX-90 drives like a Mazda.The new turbocharged inline-six in the Turbo S is well matched to the CX-90’s classy persona. At 340 ponies from 3.3 liters, it’s no screamer—the automatic upshifts at 6000 rpm. But it’s as smooth as Häagen-Dazs and pulls well from just about any speed with virtually no discernible turbo lag. According to Mazda, some of the engine’s willing low-speed responsiveness is due to its sky-high 12.0-to-1 compression ratio, plus the torque provided by the 48-volt hybrid assist system at lower engine revs. The turbo six voices a pleasant snarl at higher rpm that disappears to a whisper at highway speeds. Mazda digitally enhances the engine note “slightly.” Jessica Lynn Walker|Car and DriverThe six plays well with the new eight-speed automatic in everyday driving. The gearbox shifts smoothly enough and holds gears longer in Sport mode, but there’s no dedicated manual-transmission mode, and downshifts using the steering-wheel-mounted paddles are laggy. We didn’t drive the base Turbo powertrain, but both versions of the six deliver 25 mpg combined, a reasonably competitive number in this segment. The PHEV drivetrain is also happy in its work. The gas engine has a sporty exhaust note, and the hybrid system has more than enough torque to pull the CX-90 along with little effort. The PHEV houses its roughly 14.8-kWh battery under the floor just above the rear axle. We had to estimate that usable-capacity figure, as Mazda won’t say what it is—it also wouldn’t reveal either the CX-90’s drag coefficient or its front-rear weight distribution. Odd. Nevertheless, it’s a well-integrated system that brings in the gas engine seamlessly when the juice runs out or when you call for more acceleration than the electric motor can provide. The EPA estimates all-electric driving range at 26 miles; the PHEV earns ratings of 56 MPGe and 25 mpg combined. On our return leg from Sonoma to San Francisco, we drove the first 18 miles on electrons even though we left the parking lot without a full charge, easily accelerating to 65 mph on the straighter two-lanes and holding that for miles at a time. Mazda says that the battery will recharge from empty to full in 11 hours on a Level 1 (120-volt) outlet and in two hours, 20 minutes on a Level 2 (240-volt, 7.2-kW) charger. This first rain-soaked drive of the CX-90 leaves us feeling very good about Mazda’s latest push toward luxe. This SUV is handsome, plush, and value-priced relative to the premium vehicles it aspires to compete against. It drives with just the right balance of sportiness and refinement to be both engaging and appropriately cosseting. It looks sharp outside and is well appointed inside. But will the general public buy into the premise of Mazda’s master’s thesis—that a brand with a mainstream badge on the grille has the chops to compete with premium SUVs? With CX-90s hitting dealerships in the next few weeks, we’ll know soon enough. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Mazda CX-90Vehicle Type: front-engine or front-engine, front-motor; all-wheel-drive, 6- to 8-passenger, 4-door wagon
PRICE
3.3 Turbo Select, $40,970; 3.3 Turbo Preferred, $44,820; 3.3 Turbo Preferred Plus, $47,275; PHEV Preferred, $48,820; 3.3 Turbo Premium, $50,275; 3.3 Turbo S, $53,125; PHEV Premium, $54,275; 3.3 Turbo Premium Plus, $54,325; 3.3 Turbo S Premium, $57,825; PHEV Premium Plus, $58,325; 3.3 Turbo S Premium Plus, $61,325
POWERTRAINS
turbocharged and intercooled DOHC 24-valve 3.3-liter inline-6, 280 or 340 hp, 332 or 369 lb-ft; DOHC 16-valve 2.5-liter inline-4, 189 hp, 192 lb-ft + AC motor, 173 hp, 192 lb-ft (combined output: 323 hp, 369 lb-ft; 14.8-kWh (est) lithium-ion battery pack; 7.2-kW onboard charger)Transmission: 8-speed automatic

DIMENSIONS
Wheelbase: 122.8 inLength: 200.8 inWidth: 78.5 inHeight: 68.2 inPassenger Volume, F/M/R: 56–57/51–52/33 ft3Cargo Volume, Behind F/M/R: 74–75/40/15–16 ft3Curb Weight (C/D est): 4750–5250 lb
PERFORMANCE (C/D EST)
60 mph: 6.0–6.8 sec1/4-Mile: 14.4–15.2 secTop Speed: 118–130 mph
EPA FUEL ECONOMY (3.3L)
Combined/City/Highway: 25/23–24/28 mpg
EPA FUEL ECONOMY (PHEV, C/D EST)
Combined/City/Highway: 25/24/28 mpgCombined Gasoline + Electricity: 56 MPGeEV Range: 26 miDirector, 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

Do you struggle to make sense of today’s influx of heavy, absurdly powerful EVs? Does trying to discern one SUV body shape from another induce anxiety and depression? Then you may suffer from transitional automotive disorder. Ask your BMW dealer if the second-generation M2 coupe is right for you. (Side effects may include joyous laughter at extralegal speeds, an increased tolerance for g-forces, and cravings for empty, curvy roads.) The new M2’s prescription is straightforward: Take the workings of one of BMW M’s finest cultures, the one-size-up M4, and scale them down to a more playful size. Based on the redesigned 2-series coupe produced in Mexico, this is still a compact rear-wheel-drive riot of a car with two confining rear seats, though its wheelbase and overall length have increased by 2.1 and 4.1 inches, respectively, to 108.1 and 180.3 inches. It’s also now a little shorter in stature yet 1.3 inches broader in beam, with wider front and rear tracks that now match the M4’s. You’ll need to step down to the workaday M240i model if you want all-wheel drive—the M2 is rear-wheel drive only. While the ductwork on the M2’s stylized bumpers appears disjointed from certain angles, prominently flared fenders lend this upright three-box coupe swagger like a handsome vintage IMSA racer. Thankfully, the larger sibling’s bucktooth maw is not included. BMWBMW did incorporate virtually all the M4’s (and mechanically identical M3 sedan’s) other major bits into the M2, including its twin-turbo 3.0-liter inline-six. Though the new car’s estimated curb weight has increased considerably to around 3800 pounds, BMW’s S58 mill generates a stout 453 horsepower in this application—20 horses less than what it makes in the standard M4 but 48 more than the outgoing M2 Competition’s S55 inline-six produced (it’s a stronger dosage than even the limited-edition 444-hp M2 CS provided). A six-speed manual remains standard, with the no-cost option being a ZF-sourced eight-speed automatic in place of the previous seven-speed dual-clutch unit (we haven’t driven the auto yet). The EPA pegs both setups at 19 mpg combined, roughly the same as the previous-gen M2 Competition. Not that we need any added incentives to select the DIY gearbox, but according to the EPA, it’ll travel a mile farther per gallon on the highway. Related StoriesLaunch control should help the self-shifting M2 return an estimated 3.6-second 60-mph time, similar to the last automatic M2 CS we tested. Working the manual’s precise yet somewhat rubbery shifter through its gates likely will cost a few tenths of a second, but we don’t care. This transmission remains one of BMW’s most potent treatments for driving boredom, and the M2’s pedals are ideally spaced for the heel-and-toe dance. From the engine’s melodious race toward its 7200-rpm redline to the velvety growl it emits through its quad tailpipes, it’s business as usual for this awesome straight-six. The main difference is that while the M2 makes the same 406 lb-ft of torque at the same 2650 rpm as the M4’s headier tune, its thrust builds more progressively as revs increase. With slightly less turbo boost to manage—17.4 psi versus the base M4’s 18.9—it’s easier to feed in the power without upsetting the car’s hold on the road. The M2’s stiffened body shell houses the M4’s rear axle with its electronically controlled limited-slip differential, as well as that car’s suspension links, adaptive dampers, and brakes (15.0-inch rotors with six-piston calipers in front, 14.6-inch single-piston units out back). Minor tuning changes, such as springs that are slightly firmer in the front and softer in the back, help temper the M2’s willingness to rotate on a wheelbase that’s 4.4 inches shorter than big brother’s. But even the M4’s 19-inch front and 20-inch rear Michelin Pilot Sport 4S summer tires carry over. At least 1.00 g of skidpad grip should be possible. With a $63,195 starting price—$3300 more than the outgoing M2 Competition yet $12,500 less than the M4’s initial ask—this is the entry point to the M brand, and as such, it won’t offer carbon-ceramic brakes. Track-oriented Michelin Pilot Sport Cup 2 tires will be available, however, and a lighter carbon-fiber roof can also be optioned.BMW’s Curved Display (a combined 12.3-inch digital instrument cluster and 14.9-inch center touchscreen) dominates the business-casual interior and features many of the climate controls that previously had separate buttons and switches. Despite additional width inside and ample legroom up front, you still wear this car more than sit in it, especially if you opt for the $9900 Carbon package and its hard-shell M Carbon bucket seats—we’d avoid them unless you plan to regularly attend track days. Though ultrasupportive and good for a claimed 24-pound weight savings, their firm padding and lack of lumbar adjustment punished our lower backs. The softer standard sport seats, with still-generous side bolsters that held us snugly in place, are far more agreeable. BMWThe M2’s myriad drive settings can overwhelm at first, but know that the overarching Sport and Track modes (there’s also a default Comfort setting) provide a simplified gauge display that’s easier to read at speed. Pair the sportiest engine mapping with the softest suspension mode, as the M2’s ride is still taut and short of travel, though with enough compliance to not feel brutal on smoother surfaces. We also recommend deactivating the manual’s rev-matching feature, setting the steering response to Comfort (Sport increases effort but not tactility), and leaving the brake-pedal feel alone (we couldn’t tell a difference between modes). The M4’s Drift Analyzer is present for scoring your slides around a racetrack, but more welcome is the updated stability-control system with 10 stages of traction-control intervention. Most important, the M2 still saturates your senses as it squirms over undulating pavement, its swell of midrange power allowing you to carefully adjust its attitude with the throttle. Turn-in response is crisp as the chassis takes a set and neatly orients itself over midcorner bumps, subtly telegraphing load transfers to your backside. Given that it shares the M4’s variable steering hardware, its chunky helm is lighter on feel than, say, a Porsche 718’s. But overall refinement and stability have improved to the benefit of driver confidence, making the feistiness of this Bavarian muscle coupe more enjoyable to live with.BMWScience has yet to find a cure for transitional automotive disorder, as it spreads naturally in the open market, spurred on by environmental and societal stressors. But thanks in large part to its bountiful raid on BMW’s parts bin, the new M2 offers powerful relief, successfully targeting the areas of the brain associated with pleasure and fine motor control. This is strong medicine for the driver’s soul. Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 BMW M2Vehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE
Base: $63,195
ENGINE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2993 cm3Power: 453 hp @ 6250 rpmTorque: 406 lb-ft @ 2650 rpm
TRANSMISSIONS
6-speed manual, 8-speed automatic
DIMENSIONS
Wheelbase: 108.1 inLength: 180.3 inWidth: 74.3 inHeight: 55.2 inPassenger Volume, F/R: 52/33 ft3Trunk Volume: 14 ft3Curb Weight (C/D est): 3750–3850 lb
PERFORMANCE (C/D EST)
60 mph: 3.6–3.8 sec100 mph: 9.0–9.2 sec1/4-Mile: 12.1–12.3 secTop Speed: 155–177 mph
EPA FUEL ECONOMY
Combined/City/Highway: 19/16/23–24 mpgTechnical EditorMike Sutton is an editor, writer, test driver, and general car nerd who has contributed to Car and Driver’s reverent and irreverent passion for the automobile since 2008. A native Michigander from suburban Detroit, he enjoys the outdoors and complaining about the weather, has an affection for off-road vehicles, and believes in federal protection for naturally aspirated engines. More

From the December 1984 issue of Car and Driver.Who would have thought ten years ago that 1985 would reveal a production-car engine with a turbocharger, an intercooler, double overhead camshafts, four valves per cylinder, and digital-computer-con­trolled fuel injection? Even Formula 1 en­gines didn’t enjoy all of these features back then. The fuel crisis was in full swing, and more and more emission controls were being heaped on automobile powerplants. Vibrant and powerful engines were the last thing we expected from the future. Yet here we have the new Saab 900 Tur­bo, equipped with all the aforementioned hardware. It’s smog legal, it delivers good fuel economy, and it chums out 160 hp from a modest 1985 cc of displacement. The small Swedish company arrived at this pinnacle of engine technology by steadfast­ly pursuing higher engine output, without allowing the fuel efficiency or the curb weight of its car to suffer. The first step was adding a turbocharger to the corporate four-cylinder in 1978. Such a move may seem run of the mill to­day, but at the time there were only two tur­bo cars in production: Porsche’s 930 and Buick’s Regal. In 1982, Saab advanced the turbocharging art with its APC (automatic performance control) system, which mod­ulates turbo boost to control engine knock, thereby allowing a higher compression ratio, improved off-boost performance, and greater fuel efficiency. Dick Kelley|Car and DriverNow we have a third-generation Saab turbo motor, incorporating wholesale de­sign improvements. The most important is a new four-valves-per-cylinder head. The valves are actuated by two chain-driven overhead camshafts via bucket tappets with integral hydraulic lash adjusters. With two 32.0 mm-diameter intake valves and two 29.0 mm exhaust valves per cylinder, the engine breathes more freely than it did through a single 42.0 mm intake and a 34.5 mm exhaust valve, even though valve lift is slightly reduced and the duration of the valve events is about the same. The an­gle between the intake and exhaust valves is only 44 degrees, which yields a compact, pent-roof combustion chamber. The spark plug is centrally located and the double in­take port induces high turbulence, so flame travel is short, combustion is quick and complete, and there is little tendency to­ward detonation. More Saab StoriesTaking one more step to minimize knocking, Saab engineers shoehorned an intercooler into the 900’s cramped engine compartment. As a result, the sixteen-valve engine’s peak boost pressure was raised to 10.9 psi (from the 9.4 psi of the eight-valve engine), and the compression ratio was bumped up half a point, to 9.0:1—higher than the compression ratios of most nor­mally aspirated engines. The healthy com­pression and the freer breathing improve the engine’s output both on and off the boost, while the intercooler and the elevated boost pressure move peak output up an­other notch. Saab has also taken this opportunity to switch from Bosch K-Jetronic mechanical to Bosch LH-Jetronic electronic fuel injec­tion. The new system’s microprocessor controller allows more exact and elaborate regulation of the fuel injection, and a hot­wire airflow sensor comes with the pack­age. This transducer offers less flow re­striction, automatic altitude compensation, and a more precise measure of the intake-air mass.Dick Kelley|Car and DriverThanks to all the new technical exotica, Saab’s star engine now develops 160 hp at 5500 rpm and 188 lb-ft of torque at 3000 rpm, compared with the old powerplant’s 135 hp at 4800 rpm and 172 lb-ft at 3500 rpm. Not only is the output substantially greater, but the spread between the power and torque peaks has increased from 1300 to 2500 rpm, signifying a much more flexible engine. Amazing­ly enough, these increases in output have not been achieved at the expense of EPA fuel economy. Driving the new Saab brings these bene­fits into sharp focus. The new car is notice­ably quicker than prior versions, and it also seems more relaxed. The sixteen-valve en­gine revs so effortlessly that we found our­selves constantly going faster than expect­ed. Part of the engine’s good nature is its silky smoothness: The Saab sixteen-valve never emits a coarse quiver or a discordant grind. The rest is simply the joy of a healthy torque curve—once the boost is up, this en­gine positively charges for the redline. Dick Kelley|Car and DriverThe only hardship is waiting for the boost. Despite all the mechanical and elec­tronic improvements, Saab hasn’t done much to make the turbo spin more quickly up to speed. The off-boost performance has indeed been improved, but so has the on-boost output, leaving the margin be­tween the two as great as ever. The boost builds slowly below 2500 rpm, as it does in eight-valve Saabs. Above 3000 rpm, how­ever, throttle response is immediate, even in top gear. When full use is made of the upper rev range, the sixteen-valve Turbo scoots from 0 to 60 mph in 8.5 seconds, about 0.8 sec­ond quicker than the old car, and covers the standing quarter-mile in 16.5 seconds at 83 mph, a half-second quicker than be­fore. The difference would probably be greater but for the Saab’s traditional prob­lem of wheel hop during hard starts. The tires do stay in contact with the earth at higher speeds, so the 900 Turbo’s peak ve­locity jumps from 113 to 128 mph, making it one of the fastest sedans sold in America. Our Saab’s high-speed talents were helped by its aerodynamic body panels, which are part of the optional Special Per­formance Group. These add-ons reduce the drag coefficient from just over 0.40 to just under 0.40 (according to Saab) and give the car a sleeker, if still blunt, appear­ance. The package also includes leather upholstery, an electric sunroof, fog lights, special three-spoked alloy wheels, V-rated tires, slightly softer rear shock absorbers, and front and rear anti-sway bars (the first such devices ever fitted by the factory to a 900). Our test car was painted a lustrous pearl white, but production versions with this package will come only in black. Dick Kelley|Car and DriverThe suspension pieces admirably com­plement the more powerful engine. They keep the Saab more upright in hard cor­ners and give it very neutral handling, with understeer and oversteer controlled by the driver’s right foot. Yet, despite the suspen­sion’s tauter and more precise feel, ride comfort seems no worse than before. And the lack of torque-steer effects sets the standard for other powerful front-drive cars to emulate. For 1985, all 900 Turbos sent to Ameri­ca will have the sixteen-valve engine. In the three-door configuration, they’ll carry a base price of $18,150. The Special Perfor­mance Group costs a hefty $2860 more, a penalty we’d like to see Saab ease by mak­ing the suspension components available separately. Expensive or not, the new 900 Turbo is unquestionably the best Saab ever—as sol­id and practical as always, but now bristling with remarkable performance as well. The upcoming 9000 has a tough act to follow. Arrow pointing downArrow pointing downSpecificationsSpecifications
1985 Saab 900 TurboVehicle Type: front-engine, front-wheel-drive, 5-passenger, 3-door sedan
PRICE
Base/As Tested: $18,150/$21,010Options: Special Performance Group (leather upholstery, electric sunroof, fog lights, V-rated tires, anti-sway bars, aerodynamic aids, special wheels, special shocks), $2860; black paint, $385.
ENGINEturbocharged and intercooled DOHC 16-valve  inline-4, iron block and aluminum head, direct fuel injectionDisplacement: 121 in3, 1985 cm3Power: 160 hp @ 5500 rpmTorque: 188 lb-ft @ 3000 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: control arms/live axleBrakes, F/R: 11.0-in disc/10.6-in discTires: Pirelli P6195/60VR-15
DIMENSIONS
Wheelbase: 99.1 inLength: 186.6 inWidth: 66.5 inHeight: 56.1 inPassenger Volume, F/R: 46/42 ft3Cargo Volume: 22 ft3Curb Weight: 2908 lb
C/D TEST RESULTS30 mph: 2.6 sec60 mph: 8.5 sec1/4-Mile: 16.5 sec @ 83 mph100 mph: 29.6 secTop Gear, 30–50 mph: 11.8 secTop Gear, 50–70 mph: 10.0 secTop Speed: 128 mphBraking, 70–0 mph: 217 ftRoadholding, 300-ft Skidpad: 0.75 g
C/D FUEL ECONOMYObserved: 20 mpg
EPA FUEL ECONOMYCity/Highway: 19/26 mpg 
C/D TESTING EXPLAINEDContributing EditorCsaba Csere joined Car and Driver in 1980 and never really left. After serving as Technical Editor and Director, he was Editor-in-Chief from 1993 until his retirement from active duty in 2008. He continues to dabble in automotive journalism and LeMons racing, as well as ministering to his 1965 Jaguar E-type, 2017 Porsche 911, and trio of motorcycles—when not skiing or hiking near his home in Colorado.  More

From the April 2023 issue of Car and Driver.Beneath the purple skin specific to this commemorative Edition 50 Jahre that celebrates a half-century of BMW’s M Division, and shared by all M3 Competition models, is a stonking 503-hp twin-turbo 3.0-liter inline-six. With launch control engaged and the boost holding above 15.0 psi, the quickest-ever 3-series leaps to 30 mph in 1.0 second. The scoot to 60 mph takes 2.8 seconds, and the quarter-mile passes in 11.0 seconds at 124 mph. All-wheel drive comes standard on the Edition 50 Jahre and can be had on any other M3 Comp for $4000. It adds roughly 150 pounds to the curb weight, but the additional traction helps the 50 Jahre clobber its rear-drive counterpart by 0.7 and 0.6 second in the 60-mph and quarter-mile drags, respectively. The beauty of the Competition’s xDrive mode is that it offers the best of both worlds: all-wheel drive for supercar-grade acceleration and decoupling of the front axle to enable a rear-drive mode for power-oversteer shenanigans.Nothing in the segment comes close to the M3 Competition xDrive’s acceleration, which plays in a world with Porsche 911s and Chevy Corvettes and isn’t far from the 627-hp BMW M5 CS. Seriously quick. Furthering its supersedan status is a 1.03-g skidpad whirl and stops—aided by the $8500 carbon-ceramic brake package—from 70 mph in 153 feet and 100 mph in 297 feet. Some time behind the wheel of the BMW M4 CSL has us wondering what the Competition xDrive might be capable of if it were equipped with the CSL’s sticky Michelin Pilot Sport Cup 2 R Track Connect rubber. They are, after all, a direct-fitment tire and available from TireRack for $1836.Moving away from the World of Dynamic Insanity, when the drive modes are left in their softest Comfort settings, the M3 Competition xDrive is a livable place for daily consumption. The sharpest impacts reverberate up forged 19-inch front and 20-inch rear wheels and through the $4500 carbon-fiber buckets. The super-supportive seats are somewhat tricky to enter and exit yet provide a surprising amount of comfort. Marc Urbano|Car and DriverAs with all 2023 3-series, the M3’s interior is treated to BMW’s Curved Display that incorporates a 12.3-inch digital instrument cluster and a 14.9-inch touchscreen infotainment system. The iDrive 8 operating system replaces most of the physical buttons for the HVAC and radio controls with a not-so-intuitive infotainment menu structure. Fortunately, iDrive 8.5 rolls out this summer, and BMW promises to solve these teething issues by improving the layout. Perhaps the fact that this five-seat sleeper returned 27 mpg on our 75-mph fuel-economy test is enough to forgive iDrive’s shortcomings. More on the BMW M3Starting at $83,595, the M3 Competition xDrive delivers astounding performance for the money. The Edition 50 Jahre comes standard with a carbon-fiber splitter and decklid spoiler, titanium tailpipes trimmed with carbon fiber, M Sport seats, a 50 Jahre-specific carry-on suitcase, the Executive and Parking Assist packages, adaptive LED headlights with Laserlight, wireless device charging, and M Shadowline trim, swelling the window sticker to $96,695. The only extra-cost options are the aforementioned carbon-fiber seats and carbon-ceramic brakes. But its time at the top of the 3-series hierarchy will be limited. The lighter 2024 M3 CS with an extra 40 horses and Michelin Pilot Sport Cup 2 tires arrives in the second half of this year. Whether the CS’s $36,100 upcharge is an economically sound decision remains unknown, but it’ll certainly contest the throne.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 BMW M3 Competition xDriveVehicle Type: front-engine, rear/all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $83,595/$109,695Options: 50 Jahre Edition (carbon-fiber splitter and decklid spoiler, carbon-fiber and titanium tailpipe trim, M Sport seats, carry-on suitcase, Executive and Parking Assist packages, adaptive LED headlights with Laserlight, wireless device charging, and M Shadowline trim), $13,100; carbon-ceramic brakes, $8500; carbon-fiber bucket seats, $4500
ENGINE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2993 cm3Power: 503 hp @ 6250 rpmTorque: 479 lb-ft @ 2750 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 15.7-in vented, cross-drilled carbon-ceramic disc/15.0-in vented cross-drilled, carbon-ceramic discTires: Pirelli P Zero PZ4F: 275/35ZR-19 (100Y) ★ R: 285/30ZR-20 (99Y) ★
DIMENSIONS
Wheelbase: 112.5 inLength: 189.1 inWidth: 74.3 inHeight: 56.5 inPassenger Volume, F/R: 55/43 ft3Trunk Volume: 13 ft3Curb Weight: 3929 lb
C/D TEST RESULTS
60 mph: 2.8 sec100 mph: 7.0 sec1/4-Mile: 11.0 sec @ 124 mph130 mph: 12.3 sec150 mph: 18.2 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 4.2 secTop Gear, 30–50 mph: 2.4 secTop Gear, 50–70 mph: 2.7 secTop Speed (gov ltd): 156 mphBraking, 70–0 mph: 153 ftBraking, 100–0 mph: 297 ftRoadholding, 300-ft Skidpad: 1.03 g
C/D FUEL ECONOMY
Observed: 15 mpg75-mph Highway Driving: 27 mpg75-mph Highway Range: 420 mi
EPA FUEL ECONOMY
Combined/City/Highway: 18/16/22 mpg
C/D TESTING EXPLAINEDSenior Testing EditorDavid Beard studies and reviews automotive related things and pushes fossil-fuel and electric-powered stuff to their limits. His passion for the Ford Pinto began at his conception, which took place in a Pinto. More

From the October 1979 issue of Car and Driver.Today’s question is: What do Jimmy Stewart and Colin Chapman have in common? The answer, of course, is Hethel, an airfield scratched into the flowering mustard fields of northeast­ern England near Norwich. Stewart was the commanding officer there when Liberator bombers were flying off against the Nazis during World War II. Chapman is the com­manding officer there now, and on the runways where Liberators came and went, the Lotus Elite, Eclat, and Esprit now test.The three cars that make up the Lotus fleet for 1980 are manufactured in a cluster of long, low buildings that look as if they might actually be the hangars Colonel Jimmy stored his planes in 36 years ago. They aren’t, of course. Out past the runways/test track to the west, you can see one of the old hangars, its paint long since lost to the English win­ters, its huge front door gaping open, its windows punched out. There’s a lot of history floating all around, and it’s hard not to feel it when you’re standing on the old runway in the fading summer light. In fact, with just a little effort you can almost hear the rumble of four 1200-horsepower Wright radial engines warming up at the far end of the run­way, almost see in the heat shimmer a Liberator straining against its brakes. The interlude with the past is short­-lived. The Liberator becomes a white Esprit, and the four radial engines are reduced to four screaming cylinders as Sherman races past, the fifth wheel straining against the suction cup that holds it lamprey-like to the Lotus’s slim, Italianate flank. No, we don’t usually go to the factory of origin to do road tests. This visit grew out of a routine call to Lotus of North America to arrange for an Esprit to test. Lotus, we found, was in the mid­dle of a giant reorganization in the U.S., and simply had no cars to hand off to road testers. But Steve Ramsden, presi­dent of Lotus North America (the new company name), said why don’t you go to Hethel and test there. So we did.It’s important to understand that Lotus today is not the Lotus of memory. Memories of spidery, quick little throw­backs (the 7), of slick, agile roadsters (the Elan), of raw-boned, thinly dis­guised race cars (the Europa), may be an important part of the Lotus legend, but now nothing more. Today, Lotus is the purveyor of expensive, sophisticated, sleek, luxurious exoticars—machines for those with the money with which to indulge themselves, and also the desire to flout the Italian tradition. Certainly, the Esprit—the Lotus we chose to concentrate on—is at least a match in looks to anything currently available from the Italians. But this should come as no surprise since it was designed by the ubiquitous Giugiaro. The quality of materials and their fit and finish is easily up to world exoti­car standards. And, as our hours on the test track (runways) at Hethel and on the surrounding motorways, highways, and narrow lanes proved, the Esprit’s steering, handling, brakes, and comfort give away nothing to the competition. And by doing nothing more than being there all this time, the four-cylinder en­gine is suddenly reaching parity with its bigger-displacement brothers. When it was introduced in the Elite in 1974, the little 2.0-liter—despite its four valves per cylinder and its efficient performance—didn’t seem quite right in a $16,000 exoticar. But time and the investors have worked in its favor. The combination of economy and performance now makes more sense than thirsty V-6s and V-8s. The engine—originally designed for the ill-fated Jensen-Healey sports car but always intended for a Lo­tus something or other—is the highest-­output 2.0-liter available in a passenger car. With two Zenith CD1 75SE carbs fit­ted for U.S. emissions specs, the engine produces 140 horsepower at 5800 rpm (160 hp at 6200 rpm in Europe with twin Dellorto carbs). It isn’t a neck­snapper, but it will move a 2500-pound Esprit with, well, elan. And get 16 mpg in the EPA city cycle in the process. There may still be those elitists out there who simply don’t want a four-cylinder anything in their exotics, but they’re a dying breed. In any case, Lotus has the horsepower doctor at work even now, and some interesting things are in the offing. Although an automatic transmission is available on the front-engine, four­-passenger Elite and on the 2+2 Eclat (they’re the same car with slightly different physiognomies, which result in dif­ferent seating arrangements), it’s a five­-speed only for the two-seat, mid-engine Esprit. The gates on the Lotus-built transmission are closely spaced, and once you learn the correct pressures and angles to apply, the stick slides from one to the other quite nicely. Except for reverse. On our test car reverse would frequently disappear into the me­chanical fifth dimension and refuse to reappear until it was good and ready. Much fuming, cursing, working the stick with both hands, clutching and de­clutching, and all the other tricks wouldn’t help. When it was ready it was findable, but not until. Clutch effort, by the way, is very high. Spending much time in stop-and-go traffic could be a painful experience. The non-assisted rack-and-pinion steering is a delight: quick, precise, and with the right amount of road feel trans­mitted to your hands. Even major course corrections seem to require little more than thinking them to make them happen. The Esprit responds. It also handles. It’s a well-known fact that locating the engine between the axles does good things for weight distri­bution and esoterica such as the polar moment of inertia. So the Esprit starts out with that mid-engine advantage. The front suspension is simple but effective: unequal-length control arms, coil springs, shocks, and an anti-sway bar. At the rear, there is a trailing arm, a coil-shock combination, and a lateral link for each side. The result is a basi­cally neutral-handling car that will go into mild understeer when pushed. But add a little more wheel to get the weight shifting, and the tail will move out to put you into induced oversteer that’s easily controlled with the throttle. Inside, the Esprit is an ergonomic delight. Once you wedge your body through the narrow door opening, ne­gotiate the slim space between the seat and the non-adjustable steering wheel, and settle your backside into the race­car-like bucket seats (no backrest adjust­ment!), you’ll find everything where it can be easily seen and reached: The in­struments are housed in a wraparound binnacle that sits on top of the dash. There’s a closeness, a comfortable intimacy you feel when you’re snuggled into the wraparound buckets with all the controls at your fingertips. Some of that intimate feeling also comes from the lack of visibility at the rear quarters. But that seems a small price to pay for what is easily one of Giugiaro’s best design packages. The Esprit must also get the nod as the best Lotus Mr. Chapman and Com­pany have cranked out. The Elite has al­ways been a rather strange-looking cre­ation, although its occasional seating for four is something of a redeeming virtue. The Eclat is simply a less useful Elite, although it does look a little better. The Esprit, on the other hand, is a purpose­-designed car that gets the job done. It is mechanically advanced, its performance is entertaining if not awesome, and it is flat beautiful to look at. Mike Knepper|Car and DriverLotus will hint at things coming in the near term: things like turbocharging, V-8s, and even a four-door luxury car. And that’s all well and good. But for now, the Esprit will do just fine.Arrow pointing downArrow pointing downSpecificationsSpecifications
1980 Lotus Esprit S2Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $30,955/$31,965Options: leather trim, $620; metallic paint, $390.
ENGINEDOHC 16-valve inline-4, aluminum block and headDisplacement: 120 in3, 1973 cm3Power: 140 hp @ 5800 rpmTorque: 130 lb-ft @ 4000 rpm 
TRANSMISSION
5-speed manual
CHASSIS
Suspension, F/R: control arms/trailing armsBrakes, F/R: 9.8-in disc/10.8-in discTires: Dunlop SP Sport Super Radial Formula 60F: 205/60VR-14R: 205/70VR-14
DIMENSIONS
Wheelbase: 96.0 inLength: 167.7 inWidth: 73.2 inHeight: 43.7 inCurb Weight: 2444 lb
C/D TEST RESULTS
60 mph: 8.4 sec1/4-Mile: 16.7 sec @ 85 mph100 mph: 26.8 secBraking, 70–0 mph: 194 ft 
EPA FUEL ECONOMYCity: 16 mpg 
C/D TESTING EXPLAINED More

Different parts of the world have different automotive tastes. So when Genesis launched in Europe, it commissioned what it clearly thought was an appropriate new model for this new territory—the G70 Shooting Brake, a station-wagon version of the G70 sedan.The longroof’s creation may have been ordered on the basis of outdated evidence, however. Europeans still appreciate wagons but, like the rest of the world, are increasingly turning to SUVs instead. Nevertheless, the Korean brand’s efforts have resulted in a handsome, useful addition to the lineup—one that bears a vague resemblance to the Lexus IS300 SportCross from the early 2000s. Sadly, Genesis has no plans to sell the Shooting Brake outside Europe. We drove one in the U.K. to discover what we’re missing.GenesisLike that long-ago Lexus SportCross, the G70 Shooting Brake is a lifestyle wagon rather than one designed to carry sizable loads, its design-led mission obvious in the rakish angle of its liftgate. The twin-turbo 3.3-liter V-6 that sits atop the G70 range in the U.S. hasn’t made it to Europe, leaving buyers exclusively with turbocharged four-cylinder engines. The 2.0-liter gasoline version is offered in 194- or 241-hp strength (each making 260 pound-feet of torque), while a 2.2-liter diesel makes 197 horsepower and a stout 324 pound-feet of torque. An eight-speed automatic transmission and rear-wheel drive are standard, with Europeans denied all-wheel drive. We drove the 241-hp version in plush Luxury Line trim.Related StoriesThe G70 Shooting Brake feels impressively well engineered, especially considering it’s aimed at a limited market (the brand sold just 650 non-SUVs in all of Europe last year). The power-operated liftgate features an integrated spoiler that stylishly splits the glass area and can be opened using a button integrated into the rear wiper housing. The cargo hold itself is compact, with the aperture narrowed by the rear lights and a load-space cover barely larger than the sort fitted to most hatchbacks. Even with this removed, no dog could ride back there without feeling claustrophobic. Genesis reports 16 cubic feet of luggage space with the 40/20/40-folding rear seatbacks in place, just five cubic feet more than in the sedan, and 54 cubic feet with the seatbacks folded. While the liftgate looks good and works well, the powered struts are inelegantly bolted to the rear pillars with no attempt to hide their mechanism. As with the G70 sedan, we’re not fans of the fake plastic mesh embossed into the sides of the rear bumper, and the extra-large oval exhaust finishers that come with the more powerful gasoline engine look a little silly with no tailpipes visible inside them. Forward of the rear doors, the Shooting Brake is, unsurprisingly, identical to the sedan. Beyond some areas of bright trim, the basic interior is dark and functional, but our sample car was augmented with the pricey option of beautiful quilted nappa-leather trim as well as the 3-D digital instrument cluster, which gives an impression of depth to the rendered dials. Front-seat space is generous with a good range of adjustment, but as in the sedan, full-size passengers in the rear seat lack legroom.The Shooting Brake’s turbo 2.0-liter engine gives plentiful performance. Refinement isn’t perfect—there is a gravelly tone at idle, and the engine turns vocal when worked hard. But the four-pot has both a potent midrange and a willingness to run to its 6300-rpm redline. Genesis says the Shooting Brake is nearly 100 pounds heavier than the sedan. Our wagon’s claimed 6.4-second 0-to-62-mph time is 6.4 seconds, 0.3 second slower than its sedan counterpart. Powertrain responses in the gentler dynamic modes are a little slow—the transmission pauses before delivering kick-down gearchanges—but the gearbox then can be too eager in the Sport and Sport+ settings, with the latter seeming determined to stay in the lowest possible gear. Manual gear selection is possible through weighty metal paddles, but although the changes are brisk, navigating the eight ratios is made harder because the digital readout insists on displaying the gear it thinks the Sport Brake should be in for maximum fuel economy rather than the one it actually is in. Genesis has created a bespoke chassis tune for the G70 Shooting Brake, and it’s firmer the sedan’s. That was evident on the sections of rough pavement we drove in the U.K. Despite standard adaptive dampers and smaller 18-inch wheels, the Luxury Line’s suspension often jarred over imperfections, even in the soft Comfort mode. On the flip side, we saw disciplined body control as chassis loads increased, accurate cornering, and impressive traction in slippery conditions.Our sample Shooting Brake lacked a limited-slip differential—that’s reserved for the Sport Line—and when pushed hard, the vehicle feels clearly rear-wheel driven. It’s hard to imagine many owners regularly choosing the frenetic Sport+ mode, which eases the stability control to allow tail-out antics. More relevant is the excellent cruising refinement, as the Shooting Brake’s cabin stays hushed at rapid freeway speeds. Fuel economy was less impressive, as we saw the equivalent of just 23 mpg, giving 360 miles of range from the 15.8-gallon tank.GenesisCompared with the station-wagon versions of the Audi A4, BMW 3-series, and Mercedes C-class that Europeans can also choose, the G70 Shooting Brake feels like a fresh alternative. It is well equipped and well priced against them, and it offers a greater level of exclusivity thanks to the novelty of the brand. During our time with the G70 wagon, one enthusiastic onlooker asked us if it was an Aston Martin. After reading the badge, another asked if Phil Collins had established his own auto company. Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Genesis G70 Shooting BrakeVehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door wagon
PRICE (EST)Base 2.0T, $43,100; diesel, $45,950; high-output 2.0T, $49,750
ENGINES
turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 194 hp, 260 lb-ft; turbocharged and intercooled DOHC 16-valve 2.2-liter diesel inline-4, 197 hp, 324 lb-ft; turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 241 hp, 260 lb-ft
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 111.6 inLength: 184.4 inWidth: 72.8 inHeight: 55.1 inPassenger Volume, F: 55 ft3Cargo Volume, behind F/R: 54/16 ft3Curb Weight (C/D est): 3800–4000 lb
PERFORMANCE (C/D EST)
60 mph: 6.5–9.0 sec1/4-Mile: 15.3–16.6 secTop Speed: 135–146 mph
FUEL ECONOMY (C/D EST)
Combined/City/Highway: 24–29/20–23/30–36 mpgCar and driverCar and driver Lettermark logoEuropean EditorMike Duff has been writing about the auto industry for two decades and calls the UK home, although he normally lives life on the road. He loves old cars and adventure in unlikely places, with career highlights including driving to Chernobyl in a Lada. More

BMW showrooms are bursting with big, expensive SUVs. It used to be that the X7—with six-cylinder and V-8 variants—was the undisputed king of the hill, but now there’s also the all-electric iX M60 and the M division’s own XM. With huge horsepower and torque numbers, the latter two threaten to overshadow the X7, particularly the six-cylinder base version. But while the X7 xDrive40i comes up short on bragging rights in this corner of the showroom, it still stands tall in the wider world.The X7’s inline-six is a good one, and for 2023, the twin-turbocharged 3.0-liter tacks on another 40 horsepower, bringing the total to 375. Torque is boosted by 52 lb-ft to 383. A 48-volt hybrid-assist system chips in as well, pushing net torque to 398 lb-ft, with the system’s battery replenished via brake-energy recuperation. The 3.0-liter six is newly mated to BMW’s Steptronic Sport automatic transmission. It has the same eight forward speeds as before but adds launch control and a Sprint function. The latter is accessed by pulling the left shift paddle, which makes the gearbox downshift to the lowest possible gear, activates the hybrid system’s electric boost, and switches the powertrain and chassis into their most aggressive drive modes.More big BMW SUVsIn typical driving, this engine is quiet and well mannered. But rev it past 4000 rpm or so, and it emits a sporty growl reminding you that, oh yeah, BMW was once known for sporty coupes and sedans. HIGHS: Plenty quick, turns and stops with surprising athleticism, ears-stuffed-with-cotton quiet.Actually, this X7’s acceleration also calls to mind BMW’s sporty coupes and sedans. The 4.6-second 60-mph time betters that of the 430i xDrive coupe (5.2 seconds) and the last 540i we tested (4.7 seconds). The SUV’s 13.4-second quarter-mile sprint at 102 mph puts it within spitting distance of that same 540i. Against rival SUVs, the X7 40i is quicker than the six-cylinder Mercedes GLS450 and the Audi Q7 with the turbo 3.0-liter V-6. Even so, the xDrive40i still trails a respectful distance behind its V-8 sibling the X7 M60i, which blazes to 60 mph in 3.8 seconds and rips through the quarter-mile in 12.3 seconds at 111 mph.Giving up that last measure of quickness pays dividends for the xDrive40i at the pump. The six-cylinder X7 ratcheted up its EPA numbers by a couple of notches this year, and its 21-mpg city and 25-mpg highway estimates beat the M60i’s numbers by 5 and 4 mpg, respectively. Over 770 miles of driving, we averaged 21 mpg, which compares fairly well to the 40i’s 22-mpg EPA combined rating.If the X7 displays athleticism when you give it the stick, then it does so even more when you bend it into a corner. Our 40i had the optional Dynamic Handling package, and while we weren’t enamored with its Integral Active Steering, the active anti-roll bars combine with the standard adaptive air springs to help keep this tall and heavy SUV composed through curves, much more so than one might expect given its size. Abetted by the optional four-wheel steering, the X7 xDrive 40i also exhibits excellent lateral stability around the skidpad, where it hangs on with 0.92 g of grip—that absolutely stomps the Range Rover Sport (0.81 g), not to mention the racier X7 M60i (0.85 g). Defying its 5545-pound curb weight, this SUV also stops from 70 mph in just 149 feet, outbraking both the M60i (155 feet) and the Audi RS Q8 (158 feet); it also stops shorter than the Lamborghini Urus Performante (152 feet). But maybe you want to sit back and just cruise. Out on the highway, we were impressed with the cruise control’s highly capable assisted-driving mode, which smoothly maintains lane position. More startlingly, it executes automated lane changes (at the driver’s direction) that are confident and brisk rather than tentative and drawn out, as in most other systems with that capability.Marc Urbano|Car and DriverRide quality is not great, though, particularly if one strays from Comfort mode. Despite the suspension’s road-preview capability, there’s significant impact harshness over bumps, and we noticed some side-to-side jitter on rough pavement surfaces. That’s perhaps to be expected given the massive 23-inch wheels our test car was wearing; they’re a new option this year, but the 21s or 22s would be a better choice. The X7 sure is quiet, though. We measured a library-esque 62 decibels at 70 mph, which makes even battery-electric SUVs such as the Rivian R1S (68 decibels) and BMW’s own iX M60 (65 decibels) seem raucous by comparison.Your seat for this aural bliss is a comfy perch with softer padding than the BMW norm. The X7 doesn’t go full glam like the iX, though our example did have the glitzy crystal switches (part of the $3950 Executive package). The X7’s ambient lighting is fancier than before, as there’s now an illuminated badge and surrounding chevron designs on the right side of the dash, which seems a bit much. A vegan leather-like upholstery, Sensafin, is standard on the 40i, but ours was slathered in the optional extended merino leather ($1950), including on the dashboard ($900). Marc Urbano|Car and DriverBMW’s curved dual-screen display is another new addition to the X7 this year. The central screen measures 14.9 inches, and although it functions as a touchscreen (a swiping motion moves through the function tiles), it also retains a large rotary controller, which makes moving among the screens a snap and is a particular boon for scrolling through satellite radio stations. In a less welcome development, the climate controls have migrated to the touchscreen, which isn’t the most convenient spot—one must open the climate-control menu to adjust the fan speed, for instance.Rear-seat space is generous in the second row and tolerable in the third. Our X7 had full power adjustment of the second-row seat, which meant that moving the seat forward to access the back bench was also a powered operation, one that’s much slower than a manual release. Marc Urbano|Car and DriverAs in the X5, the cargo hold is accessed via an upper liftgate and drop-down lower tailgate, both power operated. Buttons at the rear opening can raise or lower both rows of rear seats, and another on the tailgate can lower the car slightly to ease cargo loading. Unfortunately, there’s precious little space for luggage when all seats are in use—just 13 cubic feet.LOWS: Winces at the sight of potholes, inconvenient climate controls, not much luggage space with all seats in use.The xDrive40i’s starting price of $77,845 is some $25,000 less than the X7 M60i’s, although our test vehicle, larded with extras, rang in at $96,745. Clearly, there are no bargains in this corner of the BMW showroom. But the X7 xDrive40i wants for nothing—even next to the ritzier and more powerful luxury SUVs wearing the roundel badge. Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 BMX X7 xDrive40iVehicle Type: front-engine, all-wheel-drive, 7-passenger, 4-door wagon
PRICE
Base/As Tested: $78,845/$96,745Options: Executive package (soft-close doors, heated and cooled cupholders, glass controls, massaging front seats, gesture control, premium sound, panoramic sunroof, power rear-seat window shades), $3950; Dynamic Handling package (active steering, active anti-roll bars), $3300; 23-inch bi-color alloy wheels, $2600; Ivory White merino-leather upholstery, $1950; Driving Assistance Professional package (adaptive cruise control, lane-keeping and evasion assist, traffic-jam assist, automated lane changing, front-cross-traffic alert), $1700; Climate Comfort package (5-zone automatic climate control, ventilated front seats, heated front and outboard rear seats), $1600; Alcantara headliner, $1000; Parking Assistance package (surround-view camera system, parking assistant, drive recorder), $900; leather dashboard, $900
ENGINE
turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and iron head, direct fuel injectionDisplacement: 183 in3, 2998 cm3Power: 375 hp @ 6250 rpmTorque: 398 lb-ft @ 1850 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 15.6-in vented disc/15.7-in vented discTires: Pirelli P Zero PZ4F: HL275/35R-23 108Y Extra Load ★R: HL315/30R-23 111Y Extra Load ★
DIMENSIONS
Wheelbase: 122.2 inLength: 203.6 inWidth: 78.7 inHeight: 72.2 inPassenger Volume, F/M/R: 58/50/34 ft3Cargo Volume, behind F/M/R: 90/49/13 ft3Curb Weight: 5545 lb
C/D TEST RESULTS
60 mph: 4.6 sec100 mph: 12.7 sec1/4-Mile: 13.4 sec @ 102 mph120 mph: 19.6 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 6.1 secTop Gear, 30–50 mph: 3.3 secTop Gear, 50–70 mph: 3.7 secTop Speed (gov ltd): 128 mphBraking, 70–0 mph: 149 ftBraking, 100–0 mph: 300 ftRoadholding, 300-ft Skidpad: 0.92 g
C/D FUEL ECONOMY
Observed: 21 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 22/21/25 mpg
C/D TESTING EXPLAINEDDeputy Editor, Reviews and FeaturesJoe Lorio has been obsessed with cars since his Matchbox days, and he got his first subscription to Car and Driver at age 11. Joe started his career at Automobile Magazine under David E. Davis Jr., and his work has also appeared on websites including Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB, and TrueCar. More