Car Reviews

Sedans are a dying breed in America. Last year, cars of all kinds comprised only 21 percent of sales. That doesn’t bode well for one of our favorite vehicles—the sports sedan. Even at BMW, home of the sports sedan, cars represented just 34 percent of sales in 2022. Ten years earlier, they were 30 percentage points higher. And the 3-series, the car that we have long regarded as the core of the BMW brand, hasn’t been the sales leader since 2018. Either the X3 or the X5—or both of them—has outsold these compacts, even combined with the 4-series.So it’s gratifying to see that BMW is still making a strong effort to keep these models up-to-date and competitive. For 2023, the 3-series, four years into its latest generation, has received its Life Cycle Impulse (LCI)—BMW-speak for a mid-cycle refresh.The LCI models carry subtle aesthetic differences. The headlights are slimmer and simpler, with twin, inverted L-shaped daytime running lights in each light. The lower air intake appears larger due to a blacked-out upper portion, and the corner air inlets are simpler and clear. Mercifully, the 3-series has been spared the vertical-nostril look. The rear bumpers are now more sculpted, and the black exterior trim is now standard. The M340i also gets trapezoidal tailpipes and a standard, subtle rear spoiler. Overall, the new model retains excellent proportions and looks good.More on the 3-seriesInside, the most obvious change is BMW’s Curved Display, which houses a 12.3-inch screen for the instrument cluster and a 14.9-inch touchscreen for the iDrive 8 infotainment system, the latest version on offer. That screen is a lot larger than the 10.3-inch one in the earlier 3-series, but it comes with a price. Instead of a long strip of physical switches, the 13 HVAC buttons below the center register are now gone, as are the audio controls and radio presets. Now there’s just a single strip comprising two audio and two defroster buttons—and a welcomed volume knob. Turning on your seat heater requires a couple of actions to get to the right screen, or a voice command—either of which is slower and more cumbersome than simply pressing a hard switch.Another big change is the loss of the gear lever, replaced by a recessed toggle. Both mechanisms work in similar fashions in electronically controlled transmissions, but there’s definitely something more aesthetically satisfying about a proper lever, especially since there seems to be no storage or cupholder benefit from the toggle design. At least there are two well-positioned steering-wheel paddles for manual shifting.HIGHS: Mighty quick, plenty of fun on the right roads, impressive highway fuel economy.The eight-speed automatic transmission controlled by this shifter remains the excellent ZF 8HP, enhanced by the 48-volt hybrid system that’s spreading through the BMW lineup. A starter-generator connected to the engine’s crankshaft and residing in the transmission housing provides as much as 147 pound-feet of torque but only about 13 horsepower to supplement the combustion engine. Electrical power comes from a small 48-volt battery under the trunk floor, where the previous 12-volt battery was mounted.This electrified gearbox shifts intelligently and seamlessly and seems to summon the perfect gear for every driving condition. The transmission offers three different shift schedules matching the car’s Comfort, Sport, and Sport+ modes, as well as full manual control using the paddles. As we prefer, the transmission does not upshift at redline when in manual mode.Michael Simari|Car and DriverThe transmission’s job is made easier by being coupled with BMW’s superb B58 turbocharged 3.0-liter inline-six. Despite the new hybrid components, peak power and torque—382 horsepower at 5800 to 6500 rpm and 369 pound-feet of torque between 1800 and 5000 revs—are unchanged from earlier nonhybrid iterations. That thrust is delivered very smoothly and without a discordant note.The performance of our all-wheel-drive test car is similar to that of the earlier rear-drive cars we’ve tested. With additional traction, the xDrive model launches harder and hits 60 mph in 3.7 seconds, a tenth quicker than our long-term, rear-drive M340i. And it covers the quarter-mile in 12.2 seconds at 112 mph, a tenth quicker but 3 mph slower than before. As speeds increase, this M340i’s acceleration deficit increases thanks to the extra 160 pounds imposed by the all-wheel drive and hybrid-system hardware. By 130 mph, which arrives in 17.0 seconds flat, the xDrive is about a second in arrears of its rear-drive sibling. Still, this car easily keeps up with a Cadillac CT4-V Blackwing.In normal driving, this M340i feels very quick and effortlessly muscular. The combination of the turbocharged engine, the excellent transmission, and the hybrid system provides seamless power. Turbo lag is essentially nonexistent unless you floor the throttle from a dead stop. Under that circumstance, you’ll wait a good second before the powertrain musters full thrust. Fortunately, there’s enough motive force, even off boost, that you don’t notice this in most driving.Our lead feet only averaged 19 mpg in the Bimmer, but our 75-mph highway average was an excellent 33 mpg. We suspect that most owners will get mileage into the mid-20s, which aligns with EPA estimates for combined city and highway driving. It doesn’t hurt that this generation of 3-series has a drag coefficient of 0.27 and isn’t punching an SUV-sized hole in the atmosphere.LOWS: Not our favorite steering, stiff ride even in Comfort mode, where’d all the buttons go?Unfortunately, the M340i’s chassis doesn’t quite measure up to its powertrain. The peak capabilities are excellent, with 0.95 g of cornering grip and a stopping distance of 155 feet from 70 mph. But the steering has a poor sense of on-center and an inconsistent effort during cornering, perhaps attributed to the variable-ratio steering rack that’s standard on all 340s. Brake feel isn’t much better, with deceleration being more proportional to pedal travel than pedal effort.That said, you can cover ground very rapidly on winding roads. The steering might not feel great, but it’s accurate, the brakes are powerful and fade-free, and body control is good, even with the suspension in Comfort mode.Of course, the point of a sports sedan is to provide joy in the mountains and also be practical for workaday tasks. In that role, the M340i imposes a few penalties. Even in Comfort, the suspension is surprisingly stiff and jiggly, and Sport is way too much for regular use. High tire pressures play a part here, with the summer tires asking for 44 psi for speeds over 100 mph. Airing down to 39 psi for under 100 mph marginally improves the ride.Though we measured a 70-mph sound level of only 68 dBA, our car sounded louder than that. Otherwise, it was very comfortable with excellent seats and decent interior space, though interior volume is not much different than the older E90-generation 3-series, despite a body some seven inches longer. It will hold four average-size adults, if the ones in the rear don’t want to cross their legs. All we’d ask is a steering column that could adjust about an inch lower than it currently does.Overall, it’s hard to argue with the BMW M340i’s objective performance. It’s extremely quick, pretty comfortable, and it easily devours challenging mountain roads. But it is perhaps too eager to embrace the half-baked future. We’d happily trade its ambient light show for an instrument cluster with round gauges and enough dimming so that it doesn’t glare on an empty country road. We’d exchange the toggle for a genuine shift lever, preferably controlling a modern manual transmission—even if it cost a few mpg. More buttons on the dashboard and fewer icons on the display might encourage us to concentrate on our driving more than our electronics. But in an age when the future promises a sea of electric-powered SUVs, we are grateful for still having such a powerful and capable sports sedan. Even with a few flaws.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 BMW M340i xDriveVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $59,395/$70,020Options: Cooling and High-Performance Tire package (summers tires, additional oil cooler, more powerful cooling fan), $2400; Black leather with blue stitching, $1500; Premium package (heated steering wheel and front seats), $1350; Harman/Kardon stereo, $875; Shadowline package (extended Shadowline trim, M Sport brakes, LED lights), $850; Parking Assistance package (surround view cameras, parking sensors), $700; Driving Assistance package (lane departure warning, active blind-spot detection), $700; Melbourne Red Metallic paint, $650; adaptive suspension, $550; Sensatec dashboard, $350; remote engine start, $300; BMW M 50 Years emblems, $200 
ENGINE
turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2998 cm3Power: 382 hp @ 6500 rpmTorque: 369 lb-ft @ 1800 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.7-in vented disc/13.6-in vented discTires: Michelin Pilot Sport 4SF: 225/40R-19 93Y ★R: 255/35R-19 96Y ★
DIMENSIONS
Wheelbase: 112.2 inLength: 185.9 inWidth: 71.9 inHeight: 56.7 inPassenger Volume: 95 ft3Trunk Volume: 17 ft3Curb Weight: 3988 lb
C/D TEST RESULTS
60 mph: 3.7 sec100 mph: 9.5 sec1/4-Mile: 12.2 sec @ 112 mph130 mph: 17.0 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 4.5 secTop Gear, 30–50 mph: 2.4 secTop Gear, 50–70 mph: 3.0 secTop Speed (gov ltd): 150 mphBraking, 70–0 mph: 157 ftBraking, 100–0 mph: 310 ftRoadholding, 300-ft Skidpad: 0.95 g
C/D FUEL ECONOMY
Observed: 19 mpg75-mph Highway Driving: 33 mpg75-mph Highway Range: 510 mi
EPA FUEL ECONOMY
Combined/City/Highway: 26/23/32 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 August 1986 issue of Car and Driver.With one fell swoop, the wizards of Wolfsburg have transformed the ho-hum VW Scirocco from an also-ran into a supercoupe to be reckoned with. The prin­cipal element in this metamorphosis is a new twin-cam, sixteen-valve, four-cylinder engine, producing 123 horsepower and 120 pounds-feet of torque. This power­plant so strongly stimulates the Scirocco that it can now keep up with any of its com­petitors. Bring on your valiant V-6, your twin-cam, multivalve whiz-bang, your tur­bo tornado. This VW—the fastest and most powerful machine ever to wear those initials in America—is ready for all comers.The Scirocco 16V, as it’s called, gobbles up the miles with the best of them. To go fast, you simply wind the new motor into its brilliant upper register. The 16V’s engine—which will also be fitted to VW’s GTI and Jetta GLI models early in the 1987 model year—motivates the Scirocco from rest to 60 mph in eight seconds flat and through the quarter-mile in 15.9 sec­onds at 87 mph. This strong performance continues even in the upper gears, with 100 mph arriving in 24.6 seconds—and the 16V still has another 24 mph to go be­fore it tops out at 6350 rpm in fifth gear. At that point, the engine is more than 500 rpm past its power peak, which indicates the sheer breadth of the 16V’s pumped-up horsepower curve. The sixteen-valve Scirocco has enough punch to rocket by lazy dawdlers on a two-­lane road, accelerate up a short ramp to freeway speed, or provide as much plea­sure going up a mountain road as the eight-valve Scirocco can provide going down one. And although most of the addi­tional power is concentrated above 4000 rpm, the 123-hp engine is no less willing at any speed than the 90-hp, single-cam, eight-valve motor that powers the base Scirocco. The 16V’s acceleration times in top gear bear this out: The high-output en­gine pushes the Scirocco from 30 to 50 mph in 10.6 seconds and from 50 to 70 mph in 11.3 seconds without any hesita­tion, fuss, or protest. In fact, we could discern absolutely no penalty or loss of refinement as a result of the additional 33 horsepower. The new engine starts easily, idles smoothly, and displays exemplary drivability even when cold. And it revs like a kitchen blender. The Scirocco’s new engine isn’t particularly quiet, and it takes on a very purposeful note near its redline, but its only really irri­tating trait is that its power is interrupted by a rev limiter at 7000 rpm, 200 revs be­low the forbidden zone. Two hundred rpm doesn’t matter one way or another in terms of acceleration, but it’s always frus­trating not to be able to kiss the redline with the tachometer needle—particularly when an engine revs as seductively as this one does. To help the Scirocco absorb its power increase graciously, VW engineers made several judicious modifications to the 16V’s running gear. The clutch and the gearbox have both been strengthened, though the gear ratios are largely un­changed (fifth gear has been lowered, from 0.89 to 0.91:1). The 16V’s footprint is larger than the standard Scirocco’s, with 185/60HR-14 tires mounted on six-inch­-wide aluminum rims. To cope with the ex­tra speed potential, the brakes have addi­tional capacity: The vented front rotors have been enlarged, and the rear drums have been replaced by solid discs. A new brace ties together the structure around the front-control-arm pivots to reduce de­flection. All four springs and shocks have been recalibrated, and the nose has been lowered 0.4 inch. Finally, the rear anti-roll bar has been enlarged from 0.8 to 1.0 inch in diameter. Thanks to these changes, the Scirocco copes easily with its newfound thrust. The low-profile tires have little problem putting the power to the ground, even around tight corners, and no torque ef­fects find their way to the driver through the power-assisted steering. From behind the wheel, the 16V feels like exactly what it is: a much more energetic Scirocco. Won­derfully precise steering helps you to posi­tion the car right where you want it while faithfully informing you of the front tires’ traction. The recalibrated suspension has been thoughtfully dialed in to achieve an excellent handling balance. An overenthu­siastic right foot can overpower the front tires and bring on understeer, but lifting off restores front-end traction immediate­ly and bends the Scirocco into the turn.This fine balance combines with the 16V’s larger, stickier tires to generate more grip than any previous Scirocco has enjoyed. We measured 0.79 g on the skid­pad, and the 16V’s ease of control makes most of its cornering traction usable on the street. The four-wheel discs also feel pow­erful and progressive, though they do tend toward early rear lockup. We measured a respectable 196-foot stopping distance from 70 mph. Performance improvements aside, the 16V offers no real advantages over the standard Scirocco—but it hardly needs to. If you can live with the fact that the current Scirocco body style offers minimal rear-seat space, you’ll find that it provides a friendly driving atmosphere indeed. The seats are well bolstered for good lateral support during long hours behind the wheel. The steering wheel and the shift le­ver are in the proper positions for serious driving—although the orientation of the brake and gas pedals could be improved for better heel-and-toe operation. We have no complaints with the Scirocco’s supple ride and rattle-free composure, both of which contribute to comfort on ex­tended journeys. For a sporty two-plus­-two, the Scirocco is a very practical car. More on the VW SciroccoIt has never been a particularly flashy one, however, and that’s been a major shortcoming to some sports-coupe shop­pers. In this regard, the 16V is a modest step in the aggressive direction, as it’s equipped with flared fenders, sill mold­ings, a front spoiler, and a rear apron. These add-on panels, along with the bumpers and mirrors, are all painted the color of the body, which on the 16V is re­stricted to silver, red, or black. The 14.0-inch wheels are also a new design for Volkswagen, featuring flush faces with teardrop-shaped openings around their circumferences. These updates serve nice­ly to differentiate the 16V model, without being as heavy-handed as the spoiler pack­age offered on California Sciroccos a few years ago. The 16V is still a thoroughly fa­miliar shape, however, and we suspect that few people will be drawn into Volkswagen showrooms by its looks alone. What should draw customers in droves is the 16V’s sticker price. At $11,980, the quickest VW in history undercuts such competitors as the Toyota Celica GT-S and the Mazda 626GT by about a thou­sand dollars and the Honda Prelude Si by about two grand. The 16V certainly has the performance and road manners to compete with such cars. And though it has fewer creature comforts on its options list, it counters with the cachet of its European design heritage—a unique advantage in this class. The European design influence is ap­parent in the Scirocco’s clean and unclut­tered interior and exterior styling. It also comes across in the Scirocco’s pursuit of efficiency through light weight. At 2380 pounds, the 16V is lighter than any of its competitors, which helps it make the most of its 123 bhp. The lack of excess bulk also ensures good fuel efficiency and enables the 16V to do without ultrawide wheels and tires, which sometimes adversely af­fect steering feel. Only in aerodynamics is the Scirocco an efficiency laggard. At 0.38, its drag coefficient definitely shows the car’s age. New sheetmetal is about a year away. In the meantime, the Scirocco will hang in there as it has for years, but with a more energetic outlook on life. The 16V label is this car’s ticket from the back of the pack to the thick of the supercoupe battle. If you’re in the mood for an enthralling engine, pur­poseful bodywork, and an attractive price, look no further. Technical HighlightsWe were beginning to think that Volkswagen’s sixteen-valve engine might never see production. First shown in a Scirocco at the 1983 Frankfurt Auto Show, it was scheduled to go into pro­duction in early 1984. That its debut slipped two years suggests serious difficulties with its development. VW has fi­nally revealed what the engineers were up to all this time: a very straightforward design, but one that required the solu­tion of a major problem.The 16V’s cast-iron block, including its bore and stroke dimensions, crank­shaft, and connecting rods, was bor­rowed from the current GTI engine. A nozzle has been fitted to the base of each cylinder to supply a cooling spray of oil to the underside of the piston when a certain oil pressure is exceeded; but ex­cept for the enlarged oil pump needed to meet the additional flow require­ments, little has changed in the bottom end of the engine.The 16V’s cylinder head is all-new, of course, but its design is quite conven­tional. The aluminum casting houses four valves per cylinder around a cen­trally located spark plug, with a 25-degree included angle between the in­take and exhaust valves. This narrow angle minimizes the width of the head and creates a very compact cylinder-head cavity, which promotes rapid, knock-free combustion. The valves are activated by double overhead camshafts via hydraulic valve adjusters. Several features have been incorporated to ensure the durabil­ity of the new head: sodium-filled ex­haust valves, wear-resistant sintered valve seats, and positive rotators for both the intake and the exhaust valves. The spark plugs have three ground elec­trodes to maximize their life.All of these features are relatively con­ventional and caused no real develop­mental problems. The cam drive, how­ever, produced plenty of headaches. The original design employed a cog belt to drive the exhaust cam, which in turn drove the intake cam via a set of gears. This approach was chosen because the sixteen-valve engine had to meet the space restrictions of several different Volkswagen models, and there was not enough room for the two large sprock­ets needed to drive both cams directly by the belt.The gear-drive design was strong and durable, but it was also noisy. A great deal of time was devoted to experiment­ing with various combinations of tooth profiles, split-gear systems, and sound insulation, but none of these measures made the design acceptably quiet. Final­ly, the engineers at Wolfsburg scrapped the idea and adopted a roller-chain drive between the two camshafts, similar to the design Porsche uses in the 928S en­gine. This arrangement met both the packaging and the aural requirements.The time needed to resolve the cam-­drive problems was put to good use im­proving the engine’s flexibility. The original prototype had excellent peak output, but its torque curve was a bit on the narrow side. By carefully tuning the intake-manifold design, including a re­duction of the runner diameter from 2.0 to 1.7 inches, the engineers were able to boost peak torque from 118 to 120 pounds-feet. Peak power was held at 123 horsepower, but the engine now has a broad­er torque curve than it originally did, de­veloping 114 or more pound-feet of torque from 3000 to 6000 rpm.The results speak for themselves. The Scirocco 16V was a long time in coming, but the development effort finally paid off with an impressive engine. —CCCounterpointI made an ass of myself driving to work today in the Scirocco 16V. I went way too fast between the clots of sleepy morning commuters, even though my radar detector was on the blink. Whoo­eee! Coming through, please.Any car that lets the adolescent rat­tling around inside of me out for a while has got to be good. Adding eight more Vs to the Scirocco’s old 8V engine is just what Doktor Feelgood ordered. You’d blast this motor up to the rev limiter just to hear the brutal music made by all those ponies struggling to get out. The rest of the remake is none too shabby, either. The 16V is pure, unbri­dled enthusiasm. It looks every bit the part—and such a deal! But there is a price. This car requires commitment from its driver. There are quieter engines and more supple sus­pensions living in other showrooms. Be prepared for a car that always lets you know it’s there, like a good soldier waiting for the call.Oh, and one other thing. Make mine red. —Rich CepposBack in the dreary days of 1976, Car and Driver tested a bunch of underachievers in search of the fastest American-made machine of the time. A pickup truck was the surprise fourth-place finisher (out of five contenders), and a Corvette beat a Dodge Dart to win top-speed honors by a scant 2.7 mph. We’ve made some progress in the last decade, and there’s no better proof than the Scirocco 16V. Its go-stop-and-turn report card is with­in spitting distance of the 1976 Cor­vette’s. It costs a little more than the heavy Chevy of ten years ago, but fuel economy is up by 50 percent. Thanks to its high-tech cylinder head, this rejuvenated VW gets by quite nicely with half the Corvette’s allotment of cylinders. Yes, the Scirocco is a fine example of modern engineering, but by no means is it the ultimate end. The powerful engine needs a lesson in poise. The designers need to strip away the spoilers and sill covers and go to work on this car’s basic shape. Corvettes of the mid-seventies were pretty horrible machines in many respects, but they did have sex appeal­—and that’s a lesson lost on the Scirocco 16V. —Don Sherman When the crisp, original-recipe Scirocco romped off to be “replaced” by the heavy-handed second-generation mod­el, the line stopped making me grin. Worse for VW, buyers flooded other showrooms in search of more exciting coupes. Giugiaro, who penned the original Scirocco, drew up a dazzling de­sign for the second, but VW demurred to its own dull-design committee and saw Isuzu snap up the Italian look for its Impulse. The Scirocco’s sales slum­bered. No show, no go, no dough. The 16V takes care of the “go”: Good scoot is in abundant supply. I also like the cheery lightness breathed into the power steering; it’s almost enough to bring back my missing grin. I wish the chassis didn’t discombobulate at high speed over bad pavement, though, and I’d like more headroom, more spread­room, better aerodynamics, and, most important, less stuffy styling. But what I really wish is that VW had started off the sixteen-valver’s life in America by hatching this mini-marvel in the already splendid GTI. I’d be grin­ning all the way over the shortcut to the dealer and laughing all the way over the long way home. —Larry GriffinArrow pointing downArrow pointing downSpecificationsSpecifications
1986 Volkswagen Scirocco 16VVehicle Type: front-engine, front-wheel-drive, 2+2-passenger, 3-door coupe
PRICE
Base/As Tested: $12,300/$13,885Options: air conditioning, $750; power package (windows and locks), $445; AM/FM-stereo radio cassette, $390.
ENGINEDOHC 16-valve inline-4, iron block and aluminum head, direct fuel injectionDisplacement: 109 in3, 1780 cm3Power: 123 hp @ 5800 rpmTorque: 120 lb-ft @ 4250 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: struts/torsion beamBrakes, F/R: 10.1-in vented disc/9.4-in discTires: Michelin MXV185/60HR-14
DIMENSIONS
Wheelbase: 94.5 inLength: 165.7 inWidth: 64.8 inHeight: 51.4 inPassenger Volume, F/R: 47/27 ft3Trunk Volume: 19 ft3Curb Weight: 2380 lb
C/D TEST RESULTS30 mph: 2.7 sec60 mph: 8.0 sec1/4-Mile: 15.9 sec @ 87 mph100 mph: 24.6 secTop Gear, 30–50 mph: 10.6 secTop Gear, 50–70 mph: 11.3 secTop Speed: 124 mphBraking, 70–0 mph: 196 ftRoadholding, 300-ft Skidpad: 0.79 g 
C/D FUEL ECONOMY
Observed: 23 mpg 
EPA FUEL ECONOMYCity/Highway: 23/28 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 November 1979 issue of Car and Driver.I have always been fond of Jeep Wago­neers. For years, while the rest of the indus­try played to our sexual fantasies and Flash Gordon nostalgia with fins and Coke-bottle shapes, the Wagoneer has been a no-non­sense box with four-wheel drive, taking peo­ple wherever they wanted to go with maxi­mum comfort and minimum fuss. Last De­cember, on a grouse-hunting expedition, the executive editor and I were pursuing a friend’s Wagoneer down a high-crowned dirt road that was a sheet of ice. Our mount was a serious, heavy-duty Chevy Blazer, which kept trying to slip off to one side of the crown or the other, often simply slithering down onto the snowy verge, where I’d gather it up again and get back up to speed, steering with the very tips of my fingers and puckered up tighter than your maiden aunt’s clutch bag. Through all this, the Wagoneer with which we were trying to keep up just motored along at a sedate 45, never sliding off course, never causing its occupants so much as a moment’s discomfort. Once again, I got the feeling that Wagoneer owners were onto something that the rest of us were missing with our personal transportation.More Cool Off-RoadersWhen the ’79 Wagoneer made its debut, I was immediately put off by the new cathedral grille, among other purely cosmetic changes, but my interest was piqued by the new Limit­ed model, which promised posh comfort and rich appointments on a basic platform that I already accepted as four-by-four perfection itself. When we finally got around to obtain­ing a Wagoneer Limited for testing, the model year was winding down and the vehicle had been on the road for a while, but all that proved was that we were slow on the uptake and AMC had done a good thing when it gilded that particular lily—Wagoneers in the Limited configuration are currently taking 38 percent of Wagoneer sales. I collected ours at AMC’s technical center in Detroit and plunged into rush-hour traffic, headed west toward Ann Arbor. The driver’s seat, with its super-thick Limited upholstery, bulged up­ward beneath my buns, right where every other seat in the world has a depression. I felt I was teetering on a small mound behind the steering wheel. The air conditioning was hung beneath the instrument panel as though it had been installed in a Sears serv­ice center, as an afterthought. The radio ap­peared to be a no-brand aftermarket item that just happened to fill a hole in the dash. The two outside mirrors—right and left, as one might expect—didn’t go together, and, worse, each interfered with the opening trav­el of its respective vent window. My heart sank. Here was a vehicle I’d been yearning to drive for months, and already I disliked it. I arrived home in a funk. Next morning, I cau­tiously asked J.L.K. Davis to drive it and give her impressions. “Terrific,” she said. “I es­pecially like the seats.” Monday morning at the office I asked associate editor Rich Ceppos to take me for a ride, to tell me what he thought. “Best stock seat I’ve seen in a four-by-four,” he said. “Handles well, the ride is nice, I think they’ve done a good job.” So much for my initial impressions. Within a week it had be­come one of the most often used vehicles in our test fleet, and a month later we were dreaming up excuses to keep AMC from re­trieving it. The Wagoneer’s great strength is that it’s been around for a long time, long enough for the engineers and manufacturing people to get everything right. It is solid and reli­able, and everything seems to be where it is for a reason. Why, on a car that’s been honed as long as this one, the mirrors don’t match and the radio and air conditioner look so much like afterthoughts, I cannot say, but the honing process has resulted in a highly civi­lized and sophisticated four-by-four wagon that’s as good pulled up at the front door of the Tavern on the Green as it is bounding through the woods. The Wagoneer’s Quad­ra-Trac full-time four-wheel drive is a large contributor to these feelings of civilized so­phistication. There are no extra shift levers jutting out of the tunnel, no front hubs to lock, just a small switch inside the glove box. Reach in, turn the switch, and you’re in go­-anywhere mode. On pavement, you have the full use of all differentials, with all wheels driving and none fighting the others in turns. When the going gets gooey, the switch in the glove box locks things up, front to rear, and you’re ready to climb trees. For really tall trees, order the optional low-range kit. Aaron Kiley|Car and DriverIt’s unfortunate that a car as good as this one is so close to the end of the trail. It’s too big and too thirsty to last much longer, and it’ll have to wind up somewhere in size be­tween a Subaru and its present self to be a hit in 1985. If AMC can accomplish that, and still maintain all the friendly competence that makes this such a discreet, gentleman’s four­-by-four, it will have a vehicle we can love all the more. Arrow pointing downArrow pointing downSpecificationsSpecifications
1979 Jeep Wagoneer LimitedVehicle Type: front-engine, 4-wheel-drive, 6-passenger, 4-door wagon
PRICE
Base/As Tested: $12,045/$12,904
ENGINEV-8, iron block and headsDisplacement: 360 in3, 5900 cm3Power: 160 hp @ 3200 rpm 
TRANSMISSION3-speed automatic 
DIMENSIONS
Wheelbase: 108.7 inLength: 183.5 inCurb Weight: 4350 lb
C/D TEST RESULTS1/4-Mile: 18.6 sec @ 74 mphTop Speed: 95 mphBraking, 70–0 mph: 244 ft
C/D TESTING EXPLAINED More

As a fusion of style, luxury, and speed garnished with electrification, the 2023 BMW XM takes some time to digest. Being a plug-in-hybrid SUV, it’s already an acquired taste. Yet as the new flagship of the company’s M performance division—not to mention its first bespoke model since the M1 supercar of the 1970s—the XM has raised eyebrows since it debuted as a concept in 2021, and not only for its illuminated kidney grilles and dazzling body jewelry. We’ve been anxious to sample a production version ever since we drove a development prototype last year. Now we have, and we’re left wondering if there are a few too many ingredients in its mix. You’ll need to stomach a steep $159,995 base price to dine with the XM. This is a fat-rich two-row SUV, weighing an estimated 6100 pounds, which is several hundred pounds more than the last three-row X7 we tested. Mechanically related to that model and the smaller X5 and X6, the XM shares its 122.2-inch wheelbase with its larger sibling yet is 2.4 inches shorter, a smidge wider, and with a roofline 3.1 inches lower. This is a big vehicle, though it manages its visual heft well, especially if you choose a darker color and forgo the no-cost NightGold Metallic exterior trim. BMWDespite its flashy photos and range of BMW Individual paint options, the XM can look attractively subdued if you want. Staggered-sized summer tires wrapped around massive 23-inch wheels, which also can be finished in gold, are standard, with 22-inchers optional. As on other M models, all-season tires are not offered. Related StoriesBuilt in Spartanburg, South Carolina, the XM currently comes only one way: with a grand total of 644 horsepower and 590 pound-feet of torque, making it the most powerful BMW SUV available. A more exclusive Label Red version with at least 735 horsepower and a $185,000-plus starting price will be added later this year. For now, the recipe includes 483 horses from a twin-turbo 4.4-liter V-8, plus an additional 194 ponies via an electric motor sandwiched between the engine and the eight-speed automatic transmission. All that kick routes through a variable, rear-biased all-wheel-drive system, and an electronically controlled limited-slip rear differential. With the help of launch control, an estimated 3.8-second 60-mph time should make the XM about as fleet as an X7 M60i, which gets by with a mere 523 horses. As you’d expect of a modern BMW, you can alter the XM’s flavoring through an array of settings for the powertrain, suspension, steering effort, and brake-pedal response. Though many performance SUVs are quicker still, few have the XM’s electric-only capability. A large (for a PHEV) lithium-ion battery with 19.2 kWh of usable capacity resides under the floor and should be good for around 30 miles of EV range. EPA figures have yet to be released, but fuel economy will vary from thirsty to thrifty depending on how you drive it. In Electric mode (there’s also a default Hybrid setting plus an eControl mode that maintains the battery’s charge for later), we could briskly accelerate away from stops and merge onto the highway without stirring the gas engine. Top speed as an EV is a quoted 87 mph, compared to 155 or 168 mph at full chat, depending on whether you spring for the $2500 M Driver’s package. Regenerative braking has two settings—very little and some—with most of the energy recuperation neatly blended into the pedal controlling the big six-piston front and single-piston rear brakes. Forget about one-pedal driving, but at least the XM’s V-8 isn’t necessary for short trips around town. The 7.4-kW onboard charger can replenish the battery from zero to 100 percent in about three hours via a 240-volt outlet. Driven like an M car on twisty mountain roads, the XM adheres to family tradition. We wish more new BMWs had such smooth, progressive steering, with welcome feedback and a gentle buildup of effort in corners. While the XM’s sheer mass keeps it from feeling overtly racy, adaptive dampers, 48-volt active anti-roll bars, and rear-axle steering help keep it flat and poised around bends. Overall power delivery is strong in Sport mode, with the immediate assistance of the electric motor lending the XM extra thrust out of tight turns while helping to fill in the torque interruptions between the transmission’s shifts. Those hoping for a deep, V-8 rumble may be disappointed, though, as its active exhaust emits a raspy growl more befitting a V-6 (additional V-8 sound effects overlaid with an EV-like whir are piped through the stereo speakers). BMWHowever, the decision to go with conventional coil springs rather than more compliant air springs—a call that favors chassis precision over comfort—is problematic for a vehicle that also features a spacious back seat that BMW refers to as an M Lounge. Though far from harsh, the XM’s ride is busy over small, high-frequency bumps, even in Comfort mode on the smooth Arizona pavement of our drive route. Sprawled out on the cushy rear bench (individual captain’s chairs are not available) with its throw pillows and expansive 40.3 inches of legroom, we could feel a jitteriness filtering up through the chassis, spoiling the ambiance. Similarly, the flat rear seat’s lack of lateral support means you’ll need to brace yourself if your driver decides to have fun behind the wheel. That’s not to say the XM’s beautifully finished cabin doesn’t ooze wealth. There are artful forms, soft leather, and available contrasting color schemes that tastefully flow from the seats to the door panels and up to the geometrically sculpted headliner ringed by ambient lighting. Luxury amenities surround the cosseting front seats, and every driver-assist feature in BMW’s arsenal is present, as is the company’s curved dash display for the latest iDrive 8 infotainment system with tandem 12.3- and 14.9-inch screens under a single pane of glass. Open the hatch (note the BMW roundels etched into the rear window), and there’s a decent 19 cubic feet of cargo space behind the rear seats. Yet, the lack of attention to detail in the second row highlights the XM’s compromises. While heaters for the outboard rear seats and armrests are standard, there’s no seat adjustability, massage function, side-window privacy shades, or dedicated entertainment system to be had. The faraway climate controls in the back of the center console appear borrowed from a mass-market X5. And unlike virtually every other big-dollar luxury SUV, you can’t customize the XM’s interior beyond the four standard color-and-trim combos. We imagine the XM’s intended clientele—80 percent of which BMW expects to find in the U.S. and China, with many being new customers to the brand—won’t feel too miffed about it not being as quick and sybaritic as it could be. The XM’s many indulgences, including its respectable EV capability, can be had for thousands less than, say, a Bentley Bentayga or a Porsche Cayenne Turbo S E-Hybrid. But as the pinnacle of the M brand, the XM is less a delicacy and more a mash of features that leaves a confusing aftertaste. We’d wait for the fancier Label Red model before making reservations. Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 BMW XMVehicle Type: front-engine, front-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $159,995
POWERTRAIN
twin-turbocharged and intercooled DOHC 32-valve 4.4-liter V-8, 483 hp, 479 lb-ft + AC motor, 194 hp, 207 lb-ft (combined output: 644 hp, 590 lb-ft; 19.2-kWh lithium-ion battery pack; 7.4-kW onboard charger)Transmission: 8-speed automatic
DIMENSIONS
Wheelbase: 122.2 inLength: 201.2 inWidth: 78.9 inHeight: 69.1 inPassenger Volume, F/R: 57/54 ft3Cargo Volume, Behind F/R: 64/19 ft3Curb Weight (C/D est): 6100 lb
PERFORMANCE (C/D EST)
60 mph: 3.8 sec100 mph: 9.2 sec1/4-Mile: 12.2 secTop Speed: 155–168 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 19/18/20 mpgCombined Gasoline + Electricity: 45 MPGeEV Range: 30 miTechnical 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

We’ve never been all too enthusiastic about all-wheel drive for all-wheel drive’s sake. In our opinion, most vehicles are simply better off just driving two wheels, especially the rears—at least, that was the case before the proliferation of EVs. Since then, we’ve found ourselves more impressed by the EV models with dual motors driving both axles. Why? Because they are often a lot more powerful and far quicker than their two-wheel-drive counterparts. One such example is this 2023 Ariya e-4ORCE, which is Nissan’s funny new nomenclature for its all-wheel-drive electric powertrain.When we tested the front-wheel-drive Ariya, we were disappointed by its acceleration performance. The regular Ariya’s single electric motor drives the front wheels and makes 238 horsepower, but at 7.5 seconds to 60 mph, that model lacks the satisfying zip we enjoy in other EVs. That changes with the addition of the all-wheel-drive model, which adds a second electric motor that drives the rear wheels and increases the total horsepower to 335 ponies in base Engage guise and to 389 horsepower in the Engage+, Evolve+, and Platinum+ trims.NissanWith two motors on board, the Ariya is far fleeter. We estimate that the higher-powered 389-hp models will hit 60 mph in just 5.0 seconds. That’s not Ford Mustang Mach-E GT levels of performance, but it’s a big improvement and one that makes stop-light launches and highway passing maneuvers more satisfying. Front-Wheel Drive Ariya DetailsAdding more power doesn’t, however, improve the Ariya’s handling, as the all-wheel-drive model is just as bland as the front-wheel-drive one. Quiet comfort best describes the Ariya’s demeanor, which means that for Nissan devotees coming out of a Murano and looking to go electric, the transition will be seamless.There is a Sport driving mode, but other than conjuring up an artificial whirring sound and minutely sharpening throttle response, it does little to enhance the EV crossover’s road manners. The Ariya’s all-wheel-drive system will sometimes apply braking to the inside wheels during cornering to combat understeer, but it’s more useful for staying in better control on low-friction surfaces than for hunting apexes. Unseasonably heavy rainfall in Northern California’s Sonoma County provided plenty of wet corners on which to test the system, and it does work reassuringly well at maintaining stability.Some dual-motor all-wheel-drive electrics—such as early versions of the Tesla Model Y—offer more driving range than their two-wheel-drive analogs due to careful calibration to only use a single motor during the EPA’s test cycles. But not here. Nissan offers the same two battery packs in the e-4ORCE as it does in the standard model, and the range for both is slightly lower with all-wheel drive. More all-wheel-drive electric SUVsThe entry-level Engage trim gets a 63.0-kWh battery with an estimated driving range of just 205 miles per charge. The three more expensive trims—Engage+, Evolve+, and Platinum+—all come with a larger 87.0-kWh battery pack. The driving range estimate for the Engage+ and Evolve+ trims is far more competitive at 272 miles, while the Platinum+ carries an estimate of 267. The Ariya’s inspired interior design is its main advantage over rival EV crossovers. Patterned panels on the doors and bulkhead beneath the dash are backlit with ambient lighting and look quite elegant, while thoughtful touches such as a built-in smartphone charging-cord organizer are designed to reduce clutter. The cabin is spacious in both the front and the rear seats, and a modern-looking dashboard features a pair of curved 12.3-inch digital displays. A wood-trim piece that runs across the dash is also backlit and houses the SUV’s climate controls, which operate with just a light tap, but the controls for other functions located on the center console require a harder push. NissanAll models are well equipped, but the loaded Platinum+ we sampled at $62,770 pushes the boundary into the luxury category, both in terms of price and features. That price tag gets you niceties such as heated and ventilated rear seats, a 10-speaker Bose stereo, genuine leather upholstery, a self-parking feature, and navigation-enhanced adaptive cruise control. The addition of the rear motor has little impact on cargo room—overall luggage space is identical to the FWD model, but the underfloor storage bin has been sacrificed.As with all-wheel-drive variants of internal-combustion vehicles, all-wheel-drive EVs come with benefits as well as compromises, so one thing that hasn’t changed in this transition from gas to electric is carefully considering your own needs. The minor sacrifice in range and the major improvement in acceleration that the Ariya e-4ORCE offers over the standard model seems like a decent tradeoff to us.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Nissan Ariya e-4ORCEVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Engage, $48,525; Engage+, $52,525; Evolve+, $55,525; Platinum+, $61,525
POWERTRAIN
Front Motor: current-excited synchronous ACRear Motor: current-excited synchronous AC Combined Power: 335 or 389 hpCombined Torque: 413 or 442 lb-ftBattery Pack: liquid-cooled lithium-ion, 63.0 or 87.0 kWhOnboard Charger: 7.2 kWPeak DC Fast-Charge Rate: 130 kWTransmissions, F/R: direct-drive
DIMENSIONS
Wheelbase: 109.3 inLength: 182.9 inWidth: 74.8 inHeight: 65.4–65.7 inPassenger Volume, F/R: 53–55/44–46 ft3Cargo Volume, Behind F/R: 60/23 ft3Curb Weight (C/D est): 4750–5650 lb
PERFORMANCE (C/D EST)
60 mph: 5.0–5.9 sec1/4-Mile: 13.7–14.5 secTop Speed: 103 mph
EPA FUEL ECONOMY
Combined/City/Highway: 90–95/93–101/86–89 MPGeRange: 205–272 miManaging Editor, Buyer’s GuideDrew Dorian is a lifelong car enthusiast who has also held a wide variety of consumer-focused positions throughout his career, ranging from financial counselor to auto salesperson. He has dreamed of becoming a Car and Driver editor since he was 11 years old—a dream that was realized when he joined the staff in April 2016. He’s a born-and-raised Michigander and learned to drive on a 1988 Pontiac Grand Am. His automotive interests run the gamut from convertibles and camper vans to sports cars and luxury SUVs.       More

From the September 1984 issue of Car and Driver.When extravagant luxury and ostenta­tious opulence are your stock in trade, downsizing presents a difficult problem. The only reason to downsize is to improve efficiency, a goal diametrically opposed to the more profligate appetites. The luxury-­versus-efficiency crunch has come to a head at Cadillac with the unveiling of its 1985 de Ville and Fleetwood models, its version of General Motors’ new front­-drive C-body cruisers. GM probably could have delayed the front-drive treatment for its big sedan for another year or two—the market has temporarily relaxed its hue and cry for higher fuel efficiency—but the gov­ernment’s CAFE requirements have made further procrastination too costly.Not only is a more modern sedan necessary, but it presents Cadillac with the op­portunity to broaden its market beyond its traditional clientele, which is both increas­ing in age and decreasing in number. A more functionally efficient car, Cadillac hopes, will attract some of the luxury buy­ers who currently turn to overseas manu­facturers for their transportation. Of course, the challenge is to attract these new buyers without turning off the old ones. Striking such a balance is never an easy task, but General Motors has given Cadil­lac an excellent foundation on which to build. The new C-car, a design shared with the Buick Electra and the Oldsmobile Ninety Eight, is a thoroughly modern, space-efficient large sedan, equipped with front-wheel drive, a unitized body-and-frame con­struction, and a fully independent suspen­sion. Cadillac’s Fleetwood is two and a half feet shorter, four inches narrower, and about 600 pounds lighter than its rear­-drive predecessor, yet it has virtually iden­tical interior space. Fuel economy jumps from 16 to 19 mpg city, and accelera­tion is also improved. By any objective measure, the new car is a sensible and con­temporary luxury package. Therein lies the problem. General Mo­tors’ premier division doesn’t deal in sensi­ble, practical luxury. A Cadillac exemplifies excess, coddling, substance, and strength. Concerns of ride and space are addressed with inertia and sheer size. A smaller, more efficient car is at odds with this carefully maintained image.To minimize the shock of downsizing, the Cadillac stylists have folded the Fleet­wood’s exterior sheetmetal into familiar patterns. The wedge shape that is part of the generic C-car design has been camou­flaged with lines that are crisp and upright. Sharp vertical edges mark all four corners, and long horizontal lines at each end visu­ally enhance the new car’s width. A formal­ly upright rear window and a traditional look for the grille and the taillights com­plete the family resemblance. These styling cues do add bulk to the 195-inch-long, 3500-pound Fleetwood, but the new car is much less visually imposing than the 226-inch, two-ton-plus luxo-cruiser it replaces. We think its styling is successful enough to attract Cadillac’s traditional buyer, though we doubt that it will do much to broaden the market. The interior posed less of a problem to the Cadillac designers bent on preserving the traditional image because the down­sized cabin is every bit as spacious as the one it replaces. The dash is a split-level af­fair adorned with chrome beading, panels of simulated leather, a minimal allotment of instruments, and extensive labeling. The door panels are fitted with casket-han­dle door pulls framed by panels of velour, fake wood, and more chrome beading. Lifelong Cadillac owners will feel perfectly at home, though potential converts may walk away shaking their heads.Aaron Kiley|Car and DriverFrom a purely functional standpoint, the two groups are treated equally. There’s as much interior space as anyone could want, with nearly limitless headroom and leg­room front and rear; both benches will comfortably seat three. Unfortunately, the seats are as flat as a park bench, and several testers complained that they provided in­sufficient upper-back support. The Fleetwood’s powertrain, however, was liked by all. Although Oldsmobile and Buick have a port-injected, 90-degree V-6 as the top engine choice for their C-cars, Cadillac offers the world’s only transverse-­mounted front-drive V-8, with an alumi­num block to boot. Another Cadillac exclu­sive is a viscous torque-converter clutch, which locks up earlier, yet more smoothly, than a conventional design does. These measures endow the front-drive Fleetwood with as much powertrain refine­ment as any of its predecessors. The 4.1-liter, fuel-injected V-8 idles quietly and smoothly, low-speed acceleration is strong, and throttle response is quick and progressive. The four-speed transaxle deserves much of the credit for this poise as it deftly shuffles through its duties in response to the driver’s demands. The sheer silence of the powertrain is impressive under most circumstances, broken only by a surpris­ingly strong mechanical hum from the en­gine when it’s giving its all. Factoring in the 22-mpg C/D observed fuel economy, we find no fault with this powertrain from any potential buyer’s point of view.Aaron Kiley|Car and DriverDespite the up-to-date levels of motiva­tion, driving the new Fleetwood is not what we would call a satisfying experience. Cad­illac’s handling engineers, like the stylists, apparently felt the need to make the small­er car remind its driver of its larger ante­cedents. Consequently, the more sophisti­cated chassis drives much like the land yachts of yesteryear. Every move is soft, languorous, and extended.Turning the steering wheel produces no immediate response; turn it some more, and eventually the multifarious bushings compress, the soft tires develop some cornering force, the body heels over, and the car actually begins to change direction. In addition, the Fleetwood seems to have little resistance to sharp rocking motions in the pitch plane; a hard press of the throttle sends the nose skyward, and anything but the mildest brake applications drops the front bumper smartly toward the ground. We can assure you that these exaggerat­ed motions are not caused by the Fleet­wood’s strong grip on the road. Its stop­ping distance from 70 mph is a lengthy 232 feet, and it manages only 0.64 g on the skidpad—the lowest figure we’ve ever recorded for a modern car. This repre­sents a significant loss of adhesion; the last rear-drive Sedan de Ville we tested achieved 0.67 g on the skidpad. To make matters worse, the new Fleetwood so overworked its left-front tire during our roadholding test that the rubber peeled right off the rim, a failure we’d never be­fore experienced during testing on any car. (According to Cadillac’s engineering department, if the tire is inflated to at least 10 psi, such a failure can only occur as a result of a component defect. Our Fleet­wood’s tires were set to the recommended 30 psi immediately before the test.) Some of the blame for the low adhesion doubt­less belongs to the Uniroyal Tiger Paw Plus all-season tires mounted on our test Fleetwood, but it’s clear that Cadil­lac’s suspension engineers have heavily biased the chassis calibration toward ride comfort and noise isolation.One reason for such a one-sided ap­proach may be the new car’s unitized body­-and-frame construction, the first in a “large” Cadillac. Although the front sus­pension, the engine, and the transaxle ride on a rubber-isolated powertrain cradle, the new Fleetwood must do without the rub­ber-isolated perimeter frame that previ­ously formed the first line of defense against bumps and small road irregular­ities. To compensate for this lack of isola­tion, the Cadillac engineers softened every aspect of the suspension, and the result is a very cushy car. Large bumps are enveloped and smothered, small ones are filtered out at ground level, and the car is extremely quiet. Still, the new Fleetwood doesn’t have the nearly total isolation of its prede­cessor, and it seems significantly less precise in response to control inputs.Could it be that Cadillac is trying too hard to turn its efficient new sedan into an old-school luxocruiser? To make the Fleet­wood fit this role, Cadillac has pushed its styling and handling to extremes inappropriate to the size and design of the new C-bodies. The result is a package with even less balance than the old car enjoyed. Tra­ditional customers may well take a liking to the new model, though we suspect that, given a ch0ice, many would prefer a brand­-new old-style Cadillac. The real problem is with the new guard, who we doubt will show much interest in this downsized pro­tector of classic American automotive luxu­ry. The Fleetwood may offer what they want in size and fuel appetite, but it still ex­udes ostentatious extravagance rather than quiet competence. The mantle has been passed; the ultimate nondriver’s car is still a Cadillac.We can understand Cadillac’s desire to protect its customer base, but we wish the division had found a way to do so without excluding the younger, more enthusiastic types. A sporty, European-style option package like Buick’s T Type could do wonders for this Cadillac’s appeal. Better yet, GM’s prestige division could take advantage of its well-established de Ville and Fleetwood nameplates and orient one of them toward the traditional market, while letting the other forage for new customers. (Since there is a $4000 difference between the Cadillac C-cars and their lesser brethren, there should be ample room for at least some experimentation of this type.) As things stand now, the new Cadillac does little more than help the General’s CAFE average, while maintaining the division’s lucrative take in a steadily diminishing market.CounterpointCadillac’s new front-drive Fleetwood is not the stuff of car enthusiasts’ dreams. Fears and doubts, not dreams, were the motivating forces behind the development of the Cadillac division’s new cruiser. It has been cunningly and lovingly crafted to appeal to people who already own Cadillacs—people who have expressed grave doubts about the wisdom of smaller, more efficient Cadil­lacs, people who’ve always liked exces­sive, inefficient Cadillacs just fine. It is a better and more contemporary Cadillac in every way, but it is all softness and in­decision, in sharp contrast to the firm, decisive German cars that have done so much to undermine Cadillac’s tradi­tional status as America’s Number One status car. It is a Cadillac beater, not a Mercedes beater. I found the seat so soft, so wanting in support, that I could not honestly report whether it handled well or not. I found the brake and accelerator pedals hung so high that my foot repeatedly slipped off at crucial mo­ments, to the discomfort of my passen­gers. Make no mistake, this is a pretty good car, but it is aimed at America’s af­fluent senior citizens, not you and me. —David E. Davis, Jr.I shake my head at Cadillac’s self-satis­fied refusal to embrace the progressive­ness of today’s Detroit. At a time when Lincoln’s Continental Mark VII LSC and Buick’s Electra T Type show that American comfort need not exclude fine road manners and good performance, the new Fleetwood is a remind­er of a past when underachievers were the norm. The Electra T Type, which springs from the same C-car shell, is vital and precise, turning in much better performance and behavior and infinite­ly better feel than the Cadillac. As a re­sult, the Electra is a far better car for good drivers and a much safer car for all drivers. Why, even the old Fleetwood drove better than the new one. Cadillac, spare us the output of your fuddy­-duddies and give us the promise of your best boffins. Until then, if you will ex­cuse me, I feel a little ill. —Larry GriffinLet’s not confuse the issue here. The Cadillac division was not trying to out­do Mercedes with this new front-drive model, nor was it attempting to woo die-hard Audi nuts or corral all the under-35 overachievers. That’s fine by me. There’s nothing wrong with Cadil­lac’s traditional formula for coddling passengers. So the notion of making it more efficient was okay in this quarter. The basic styling package is brilliant, one of the neatest shrink jobs in De­troit’s history. The new Fleetwood manages to look like a “real” Caddy but is tightened up enough to appear more “with it” and socially acceptable. It’s also quiet and rides like whipped cream, so I predict a big hit. Caddy loy­alists won’t care much that the han­dling’s klutzy or that the tires try to peel off the rims at a walk or that the front seat is all wrong or that the drivability is below par. They probably won’t even notice that the new car is almost as thirsty as the old or that it doesn’t drive nearly as well. But I do. And that makes the new Fleetwood the year’s biggest dis­appointment. —Rich CepposArrow pointing downArrow pointing downSpecificationsSpecifications
1984 Cadillac FleetwoodVehicle Type: front-engine, front-wheel-drive, 6-passenger, 4-door sedan
PRICE
Base/As Tested: $20,402/$22,948Options: Delco-Bose sound system, $895; leather interior trim, $550; six-way power passenger’s seat, $225; cruise control, $185; tilt-telescope steering wheel, $184; rear-window defogger and heated mirror, $165; power trunk pull-down, $80; twilight sentinel, $79; intermittent wipers, $60; other options, $123.
ENGINEpushrod V-8, aluminum block and headsDisplacement: 249 in3, 4087 cm3Power: 125 hp @ 4200 rpmTorque: 190 lb-ft @ 2200 rpm 
TRANSMISSION4-speed automatic
CHASSIS
Suspension, F/R: struts/strutsBrakes, F/R: 10.3-in vented disc/8.9-in drumTires: Uniroyal Tiger Paw Plus M+S205/75R-14
DIMENSIONS
Wheelbase: 110.8 inLength: 195.0 inWidth: 71.7 inHeight: 55.0 inPassenger Volume, F/R: 57/53 ft3Trunk Volume: 15 ft3Curb Weight: 3477 lb
C/D TEST RESULTS
60 mph: 11.7 sec1/4-Mile: 18.2 sec @ 74 mph100 mph: 51.2 secTop Gear, 30–50 mph: 5.6 secTop Gear, 50–70 mph: 8.1 secTop Speed: 105 mphBraking, 70–0 mph: 232 ftRoadholding, 282-ft Skidpad: 0.64 g 
C/D FUEL ECONOMY
Observed: 22 mpg
EPA FUEL ECONOMYCombined/City/Highway: 23/19/31 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

Hyundai’s hopped-up N lineup is one of the most interesting corners of the affordable-car universe. Every vehicle under this banner carries all manner of user adjustability, from damping stiffness to tailpipe volume. These settings let owners settle into a groove that better aligns with their personal tastes, and it helps sets N apart from less configurable competitors. The Ioniq 5 N will be the first performance EV in this parade, and after spending some time sliding across a frozen lake or two, we’re happy to report that the future of N is about as bright as can be.At its winter proving grounds in Arjeplog, Sweden, Hyundai admitted it’s not quite ready to divulge full specs. All we know right now is that the Ioniq 5 N’s dual electric motors combine for a net output of 600-ish horsepower. This is no mere facsimile of the 576-hp Kia EV6 GT, despite the pair sharing the E-GMP platform. There are fewer underlying components in common than you may think—many of its underpinnings were tweaked just for the N division.Related StoriesAesthetically, the Ioniq 5 N retains the dedication to theater we see on the Kona and Elantra N models. Outside, there’s a massive rear diffuser, large wheels with a clever design, bigger brakes, fatter fenders and tires, and a more aggressive front bumper. Inside, the 5 N’s steering wheel picks up four extra buttons for shuffling through its drive modes and enabling various features. The biggest change, though, is the inclusion of a fixed center console; whereas the standard version may seek to boost interior volume, the N variant would rather give you a place to brace your body as the lateral g’s ramp up.Atop a slick, mostly frozen lake amid unseasonably mild weather, with Pirelli Sottozero winter tires sans studs, slipping sideways is all but guaranteed. Hyundai had us attempt to hold a drift in the sharpest N driving mode without any electronic interference, and like any other vehicle, the Ioniq 5 N prototype demanded intense amounts of throttle and steering input to prevent a pirouette. Switching to its dedicated drift mode adjusts torque distribution at each wheel to better hold a drift after initiating it with a fat stab of the go pedal or an abrupt lift under full brake regeneration. The steering also reduces its damping to allow for more granular control without a full arm workout. It’s still on the driver to avoid spinning, but the machinations taking place in the drivetrain inspire enough confidence to hang the tail out more and for longer.But perhaps you don’t want to use drift mode. There are still ways to customize the Ioniq 5 N’s demeanor to suit your specific driving style. Four different modes (Eco, Normal, Sport, and N) adjust the steering weight, damping, and throttle sensitivity, but tons of automakers let you do that. The 5 N goes above and beyond by letting the driver alter torque distribution on a spectrum between nearly full front or rear bias. Throw everything toward the bow, and the 5 N acts just like a front-wheel-drive car would on the ice—terminal understeer with bouts of liftoff oversteer. Throw it all sternward, and you can do your best impression of a Mustang leaving Cars and Coffee.These heroics come from two separate types of differentials. The Ioniq 5 N’s rear end utilizes an electronic limited-slip differential to shuffle torque left and right, while the front end’s open diff pairs with brake-based torque vectoring. The latter was chosen to reduce both front-end weight and cost, but it’s still quite capable. Even when the setup’s working hard, there’s little to no ABS-style brake chatter coming from the inside wheel. The result is smooth operation and impressive body control over surfaces that would send ordinary commuters scrambling for a work-from-home day. The ability to move the Ioniq 5 N’s power every which way brings big benefits to more traditional winter-driving scenarios as well. Mixed-traction surfaces can be tricky for starting and stopping, but the differentials did a commendable job keeping the 5 N tracking straight during launches and under hard ABS engagement. We even scaled a 20 percent grade with the passenger-side wheels on pure ice, and the Ioniq just shoved its way up without drama.Not every bit of software is dedicated to making you Keiichi Tsuchiya, though. Some parts swing right back toward theater. Press the lower-right button on the steering wheel, and the Ioniq 5 N will add simulated gearshifts, interrupting torque delivery with a pull of either shift paddle to better mimic an internal-combustion car. The reasoning here is that it may help drivers used to conventional cars ease into EV operation by giving them cues that breed a sense of familiarity. Turning on this feature also places a tachometer on the gauge display, even though it doesn’t correlate to e-motor speed; it’s just a neat little flourish with a fake redline near the Elantra N’s real one. Performance isn’t the point here, since the feature doesn’t do squat in that department. Instead, it gives drivers another way to tweak the 5 N to their specific tastes. Even the sound synthesizer plays a part in easing the transition. We found it a nice complement to the Ioniq’s drift mode, as the sound rising and falling provides a good aural cue to what the tires are doing. Three different sounds will be on offer, but only one was available during our excursion, and it brought a little bit of a high-strung four-cylinder vibe to the 5 N. Do you like it? Great, then use it. Don’t like it? Also great, you never need to turn it on. But having the choice is nice.The Ioniq 5 N is a watershed moment for Hyundai’s fledgling N performance division. We’ve already borne witness to some supremely sublime N cars, and the division’s internal-combustion efforts won’t stop until the world forces Hyundai’s hand. But the 5 N represents the beginning of the subbrand’s push upward, toward higher performance envelopes while still maintaining a value proposition that jibes with the Korean automaker’s long-held ethos. Anybody can make an electric car accelerate with alacrity, that’s not difficult. But Hyundai is hoping the Ioniq 5 N’s software—and the power of choice it brings—will help this N stand out from the crowd.Car and driverCar and driver Lettermark logoSenior EditorCars are Andrew Krok’s jam, along with boysenberry. After graduating with a degree in English from the University of Illinois at Urbana-Champaign in 2009, Andrew cut his teeth writing freelance magazine features, and now he has a decade of full-time review experience under his belt. A Chicagoan by birth, he has been a Detroit resident since 2015. Maybe one day he’ll do something about that half-finished engineering degree. More

You start the Volkswagen Jetta Sport with a key. Remember those? Ignition keys are to cars what snail mail is to email: so last century. That key says a lot about what to expect from this version of VW’s compact sedan too. It’s a simple, basic, and straightforward automobile. Nothing fancy here. But given that this Jetta also comes with a six-speed manual gearbox, a Sport badge stuck to its B-pillars, and a surprisingly low MSRP, we felt compelled to find out if it’s a budget-priced GLI—a sports sedan we have more than a little affection for. The Sport fits into the Jetta lineup one up from the base S, a modest $900 upcharge to a very reasonable $22,650 starting price, some $10,030 less than a GLI. In the Sport’s case, basic doesn’t mean totally bereft, though. The Sport comes with a decent amount of equipment. Its standard 17-inch alloy wheels and the LED headlights and taillights on all Jettas keep it from looking like a penny-pincher from the outside. Andi Hedrick|Car and DriverHIGHS: Velvety engine note, composed handling, spacious rear seat.There’s no mistaking that the Sport’s roomy interior is outfitted to a price, however. It’s well assembled and there are a few niceties on hand, such as the 8.0-inch digital instrument cluster, a pair of front USB ports, and attractive cloth seats. But hard plastic abounds, the standard HVAC system is manually controlled, the front seats lack bun warmers, and the tiny 6.5-inch infotainment screen is a look back in time. Because it’s not VW’s latest touchscreen system, though, it does at least feature both a simple user interface and volume and tuning knobs. Our test car had but one option, the $955 Driver Assistance package, which adds adaptive cruise, rain-sensing wipers, several driver-assist features, and a satisfyingly thick-rimmed, flat-bottomed, leather-covered steering wheel. VW Jetta Compared and Tested!That steering wheel is almost as nice as the one in the GLI, and it is the sportiest thing about the Sport. No worries, though. This is a friendly, pleasantly refined car. It starts, literally and figuratively, with the Sport’s engine, a turbocharged 1.5-liter four-cylinder that develops 158 horsepower at 5500 rpm. It keys to life with a quiet hum that barely rises above a whisper, is smooth across the full sweep of the tach, and makes the Sport feel more expensive than it is. It’s no surprise our six-speed manual car’s straight-line sprints—60 mph in 7.0 seconds and a quarter-mile in 15.5 seconds at 92 mph—are no match for the 228-hp GLI six-speed’s—60 mph in 6.1 seconds and the quarter in 14.6 seconds at 100 mph. Still, not a bad showing for the Sport, as it matches the performance of the last Jetta automatic we tested, with a 1-mph higher trap speed in the quarter-mile.Unfortunately, the Sport’s performance falls to its knees relative to the feisty GLI in normal urban driving. Though the specs say the Sport makes its full 184 pound-feet of torque at 1750 rpm, our right foot said otherwise. In city traffic it’s easy to catch the engine napping off-boost; let the revs drop below 2000 rpm and it’s as if gerbils have replaced the horses under the hood. Flooring the accelerator has minimal effect. That shortfall of ready torque showed up graphically in our top-gear acceleration test where the Sport took an interminable 28.7 seconds to go from 30 to 50 mph; the GLI did it in 12.3 seconds. The Sport does a lot better at higher engine and road speeds, posting a 13.6-second 50-to-70-mph time to the GLI’s 8.4 seconds. It’s fun to keep the engine in its perky zone thanks to the easy-shifting six-speed manual. Clutch action is light too, so this is a pleasantly involving car to pilot, even at lower speeds. The Sport proves adept at the rest of the driving experience, if not intoxicating. A supple ride and confident steering imbue it with a surprisingly refined persona that complements the engine’s quiet ways. Volkswagen even made some minor efforts to make it more engaging to drive than the base S model by lowering its suspension 15 millimeters and fitting it with a larger front anti-roll bar. While it’s not a car that begs you to flog it down a two-lane, when leaned on, it stays composed. And though it can’t match the sharper responses of the GLI, the Sport’s 0.87-g skidpad grip is 0.01-g better, while its 176-foot stop from 70 mph is only two feet longer. The limiting factor here is that both cars are shod with all-season tires; a sports sedan like the GLI deserves stickier rubber. Andi Hedrick|Car and DriverOut on the open road, the 1.5T proves itself impressively miserly at consuming fuel, with the Jetta averaging 44 mpg in our 75-mph highway fuel-economy test. That’s 2-mpg better than both its EPA highway figure and the last Jetta automatic we tested and opens up the possibility for 580 miles of highway range.LOWS: Interior’s plethora of plastic, antediluvian touchscreen, it’s not a cut-price GLI.No, the Jetta Sport can’t quite muster the moves or the performance necessary to be considered a discounted GLI. But with a roomy rear seat, a velvety engine, and respectable road manners, it’s far more than a budget-priced people carrier. Ignition key aside, of course. Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Volkswagen Jetta SportVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $22,650/$23,605 Options: Driver Assistance package (adaptive cruise control, lane-keeping system, blind-spot warning, rain-sensing wipers, leather-wrapped steering wheel), $955
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 91 in3, 1498 cm3Power: 158 hp @ 5500 rpmTorque: 184 lb-ft @ 1750 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/torsion beamBrakes, F/R: 11.3-in vented disc/10.7-in discTires: Nexen N FERA AU7205/55R-17 91H M+S
DIMENSIONS
Wheelbase: 105.7 inLength: 186.5 inWidth: 70.8 inHeight: 57.7 inPassenger Volume, F/R: 51/43 ft3Trunk Volume: 14 ft3Curb Weight: 2937 lb
C/D TEST RESULTS
60 mph: 7.0 sec1/4-Mile: 15.5 sec @ 92 mph100 mph: 18.6 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 8.0 secTop Gear, 30–50 mph: 28.7 secTop Gear, 50–70 mph: 13.6 secTop Speed (gov ltd): 128 mphBraking, 70–0 mph: 176 ftRoadholding, 300-ft Skidpad: 0.87 g
C/D FUEL ECONOMY
Observed: 26 mpg75-mph Highway Driving: 44 mpg75-mph Highway Range: 580 mi
EPA FUEL ECONOMY
Combined/City/Highway: 34/29/42 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