Car Reviews

From the June 1985 issue of Car and Driver.We want the truth: Did “car lust” fade from your life when you and your sweetie settled down? No more slab-and-steer, no more whoop-and-loop, no more red-lights-in-the-mirrored-night? If you haven’t broken out itching from car lust again, just wait. And be thankful that Volks­wagen doctored its new Jetta GLI for the inevitable time when your unfulfilled car lust bounces off the rev limiter again.Those of us at the magazine who didn’t have the opportunity to write about VW’s outrageously swell GTI (C/D, March 1985), one of the most civilized and practical rat racers ever built, are delighted to see the Jetta GLI following so quickly on its tail. Yes, the GLI sedan is based on the same pseudo­-econobox GTI that the car world is so ex­citedly babbling about. The GTI can run 114 mph, stop from 70 mph in 182 feet, corner at 0.83 g, and never put a wheel wrong. Can its sedan counterpart possibly live up to the hatchback’s reputation? Although the stubby three-door GTI is built in the U.S.A. and the wedgy GLI four-door in Germany (more on this later), each is shot through with merry disrespect for the law of physics. Actually, neither thinks much of any law. We’ve been perpetrating in three GLIs—one black, one metallic dark gray, and one slathered in an insane red with a hint of orange, a shade both loved and despised by all the world’s po­licemen. They don’t understand that, as the song about girls goes, GLIs just want to have fun. As an out-and-out rapscallion, the quiet-­riot GLI ridicules ostensibly more sporting machinery. It runs low to the ground, with much the same urgency as the GTI, but with even more practicality and a consider­able measure of luxury perks. Beneath the semiconservative lines of the Jetta, the GLI offers lusty upgrades in trim, engine, and running gear. Tell your sweetie about the practicality: The new Jetta has 12 per­cent more interior volume than the old, a 28-percent bigger trunk, and a 37-percent­ larger gas tank. (But take our advice about this practicality talk: If your sweetie isn’t the understanding sort, keep the GLI’s 11-percent increase in horsepower under your hat until you’ve got it safely under your foot.) The improvements in capacity aside, VW now feels that the old Jetta’s street-­smart virtues are more appropriate than the “little Oldsmobile” treatment that be­fell VW’s American offerings a few years ago. VW’s Wolfsburg gang, by its own ad­mission, has now seen the real enemy, and it is Japan. Suddenly we have a car that bolts out of the gate with a base price of $9995, and one that runs surprisingly close in speed and quality not only to the Honda Accord and the Mazda 626 but also to the Audi 4000S and the BMW 318i. And since the interior room in this year’s GLI beats both the BMW 325e and the Mercedes 190E, there is some truth to VW’s proclamation that “the GLI carries five adults and their lug­gage at autobahn speeds in the style of oth­er German sedans costing two to three times as much.” Despite such claims, Volkswagen of America, after a few rounds of internal squabbling, requested that the European GLI’s aggressive appearance be toned down. Gone are its deep air dam, trunk spoiler, and black-out nose logo. Still, be­neath the black trim and tidy red-accented bumpers and side moldings is a wedgy body, sporting aerodynamic halogen headlights and a high trunk line. The combination provides a very respectable 0.36 drag coefficient—a plump advan­tage over, say, the 0.41 figure of the sleek­er-looking Audi 4000s. More Archive VW TestsSweetening the pot are such options as air conditioning, a sliding steel sunroof, cruise control, heated power mirrors, and a “Heidelberg IV electronically tuned AM/FM auto-reverse stereo cassette with console-mounted push-button cassette holders.” The slightly less snazzy unit in the red GLI we sampled in Michigan pro­vided pleasant listening and surprisingly little need to twiddle the volume up and down as road speed fluctuated between se­renely sedate and seriously seditious. The system’s only real drawback was small rear speakers that failed to take advantage of the cavernous trunk’s bass-producing po­tential. A separate package includes power windows, central locking, heated power mirrors, a courtesy-delay interior light, and Wolfsburg-edition sport seats picked up from the Quantum. These seats are less bolstered for lateral support than the GTI’s sport seats, but they feature longer thigh support and, for the driver, combined rake-and-height adjustment. Black leatherette covers the bolsters for reduced wear, while center inserts in striped char­coal-gray velour pick up the neutral tones of the door panels’ pleasantly coarse gray fabric. Lumbar and bolster adjustments wouldn’t be a bad idea, though we didn’t notice any real shortcomings in comfort. Roominess abounds front and rear for a car this size, and the back seat is rated for three full-size people, with three-point har­nesses for the outboard passengers. When nobody is filling the middle space, a fold­-down armrest with an integral tray reveals a passage to the carpeted trunk that can be used for toting skis. Up front, leather covers the dandy four-spoke sport wheel, the shift boot, and the fat knob atop the graciously smooth five­-speed shifter. The GLI’s heating-and-air­-conditioning system is easily adjustable and quite consistent, running rings around the GTI’s ducting, which tend to scorch the driver’s right leg when the temperature is set high. Easy-reading analog gauges nestle behind the Jetta’s wheel, though they’re limited to basic information. The surrounding area houses a few switches alongside blanks for a half-dozen other rockers, though a couple would have been plenty. Better planning by the binnacle boffins would have provided space for more gauges; perhaps they felt the oil­-temp display provided by the multifunc­tion trip computer’s small LCD readout in the instrument pod was sufficient. The computer’s time, speed, distance, econo­my, oil-temp, and air-temp functions are activated by tapping a button on the end of the windshield-wiper lever. The turn-sig­nal arm incorporates the controls for the excellent optional cruise control. Nice though it is, the cruise control of­fers the less appealing way to keep in touch with the benefits of computerization be­neath the hood. Your right foot would grin if it could, having the most direct link to the under-hood electronic equipment: Bosch KE Jetronic fuel injection, digital electron­ic ignition, and a detonation sensor. These components keep the transversely mounted single-overhead-cam engine oper­ating at high efficiency. At any given instant, the front wheels are getting as much from VW’s 1.8-liter, 100-hp four as it’s been told to give, which is more than enough for most tasks. Thanks to better fuel atomization from new air-shrouded injectors, a compression ratio bumped from 8.5 to 10.0:1, and intake valves increased from 38 to 40 mm in diameter, the 1985 GLI makes 10 horsepower more than the ’84. The GLI scam­pers to 60 in 10.9 seconds, 0.8 second slower than the GTI, which is 150 pounds lighter, and the GLI’s top speed is 6 mph lower, at a still respectable 108 mph. The power also comes more quietly, thanks to hydraulic valve lifters, and cruis­ing is easier on the ears because a 3.67:1 fi­nal-drive ratio replaces a 3.94:1 cog, reduc­ing the revs churning through the close-­ratio gearbox. (The transmission ratios are unchanged from last year and are shared with the GTI.) Though the new GLI has longer legs and proves fussless at lesser speeds, the engine still booms at any pace over 80 mph, where it keeps studious time to the beat of a distant droner. The GLI’s gait is so willing, though, that you have the feeling it’s beating along to a Sousa march. However quick the tune, this is one VW that will rarely have trouble keeping step. We said earlier that we’d report more about the GLI’s German heritage (both de­sign and manufacture). Well, the Germans like a touch of oversteer, and that’s no old wives’ tale. American engineers, on the other hand, typically prefer handling that will keep old wives out of trouble. So the stubby GTI delivers high limits with great stability. The 13.7-inch-longer GLI is dif­ferent. Oh, it’s very good, its excellent 0.81-g cornering limit only 0.02 g behind the GTI’s, and its overall balance is quite nice, but it lacks the GTI’s determination to keep things utterly in hand. The German engineers have given the GLI a handling balance that suits their driving tastes, and the result is that a bit of lift-throttle over­steer occasionally sneaks into the picture. Don’t go away in a huff. The GLI may not be as great to drive as the GTI, but it’s still one of the best-behaving sedans on the market. Its fine rack-and-pinion power steering is linear but quick (3.3 turn lock­-to-lock for a 34.4-foot turning circle). Its front-suspension struts have been redesigned for 16 percent more travel, for a track increase of 1.6 inches, and for inte­gration of the brake-caliper brackets with the wheel-bearing housings for reduced unsprung weight. The rear track has been increased by a stout 2.5 inches (hence the bulging-booty look), rear-suspension trav­el has grown six percent, shock and spring rates have been recalibrated, symmetri­cally shaped bushings keep the tracking true, and a V- section torsion-beam axle with integral trailing arms minimizes rear camber and toe change under cornering load. The GLI is kept on an even keel by an 18 mm anti-roll bar in the front and a 20 mm anti-roll bar in the rear. All four wheels house 9.4-inch disc brakes, and the fronts are ventilated. The brakes are great, hauling the GLI down from 70 to 0 mph in 183 feet, only one foot longer than the stopping distance of the GTI, which enjoys the dry-pavement advantage of Goodyear Eagle GTs. The 6.0-by-14-inch alloy wheels of sporting Jettas are fitted with 185/60HR-14 Michelin MX Vs or Conti­nental Super Contacts, and either alterna­tive is a good all-around choice, especially if you live in a climate known for regular bouts of bad weather. The Jetta GLI goes down the road as if homing on a distant beacon, and several of us feel it’s a better sports sedan than the Audi 4000 and the Mercedes 190E. It will feed your car lust and give fits to roughly 100 percent of its competition.CounterpointFirst, I didn’t like the Jetta because it looked like a Golf with a dumpster grafted onto the back, which is to say, slightly misshapen. Next, I didn’t like the Jetta because it had four doors, which is to say excessively grown up. Finally, I didn’t like the Jetta because it was heavier than the Golf, which is to say inevitably slower. Then I drove the GLI. Oops, more prejudices for the pile. This is a sweetie. Now, given a choice between a GTI and a GLI, I’d take the one with the dumpster and doors and avoirdupois. Both get around fine, but you can instantly tell, from the sheen of the dashboard plastic and the tweed of the cloth and the sit of the seat, that the Jetta is German. It’s more correct. You feel cool capability, same as in those expensive Germans you’d mortgage your future for. And more: a delightful liberation. You can drive the whee out of a GLI, knowing that the insurance company will barely flinch if it has to write you out a check for a new one.I’ll tell you how much I like this car. When I walk up to it, I no longer notice the heftiness of its butt end. —Patrick BedardVolkswagen has gotten its act together again. The new Golf/Jetta line is off to a successful start, one that will likely accelerate as word of the GTI and the new Jetta GLI spreads through the marketplace.One reason for this success is the emphasis Volkswagen is placing on its German roots. The GLI features clean, understated styling, interior comfort and no-nonsense appointments, and rock-solid constructions. These virtues are backed up by refined road manners, competent flat-out behavior, and a smooth powertrain. And the GLI’s uprated engine and suspension make it one of the most capable small sedans on the market.In fact, I think the GLI is good enough to assume the title of entry-level premium German sedan. At about ten grand, the GLI is a hell of a good deal, one that could tide over many BMW, Audi, and Mercedes aspirants until their ships come in. —Csaba CsereI’ve heard altogether too much carping from you readers about how we put German cars up on pedestals, so what I have to say here gives me an extra measure of pleasure. If you go for the idea of a GTI with a trunk, I applaud your good taste. The GLI is a helluva fine sedan, a real driver’s car. Unfortunately, though, it’s second best.When it comes to racy VW’s, America has finally outengineered Germany. Garden-variety Golfs and Jettas are good pieces to start with. They also drive so much alike that, from the driver’s seat, you can’t tell them apart. When you pump them both full of vitamins, however, everything changes. The GLI is excellent—no doubt about that. But the GTI is one step beyond. The American engineers took the same basic sedan—minus trunk, of course—and made it drive even crisper, sharper, and tauter. In the pint-size-performer class, the GTI is the absolute boss. To me, it’s magic.So raise your glasses and join me in a toast to our boys on the front lines. In today’s engineering wars, every little victory counts. —Rich CepposArrow pointing downArrow pointing downSpecificationsSpecifications
1985 Volkswagen Jetta GLIVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $10,315/$12,695Options: air conditioning, $725; power-assist group (windows, locks, mirrors), $595; Am/FM-stereo radio/cassette, $575; sunroof, $335; metallic paint, $150.
ENGINESOHC inline-4, iron block and aluminum head, direct fuel injectionDisplacement: 109 in3, 1781 cm3Power: 100 hp @ 5500 rpmTorque: 105 lb-ft @ 3000 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: struts/trailing armsBrakes, F/R: 9.4-in vented disc/9.4-in discTires: Continental Super Contact CH41185/60HR-14
DIMENSIONS
Wheelbase: 97.3 inLength: 171.7 inWidth: 66.1 inHeight: 55.7 inPassenger Volume, F/R: 46/40 ft3Trunk Volume: 17 ft3Curb Weight: 2460 lb
C/D TEST RESULTS30 mph: 3.1 sec60 mph: 10.9 sec1/4-Mile: 17.5 sec @ 77 mphTop Gear, 30–50 mph: 11.3 secTop Gear, 50–70 mph: 12.6 secTop Speed: 108 mphBraking, 70–0 mph: 183 ftRoadholding, 300-ft Skidpad: 0.81 g 
C/D FUEL ECONOMY
Observed: 25 mpg
EPA FUEL ECONOMYCity/Highway: 26/32 mpg 
C/D TESTING EXPLAINED More

While the passenger version of the Volkswagen ID.Buzz has garnered most of the attention so far, VW’s stylish electric Microbus revival is also offered as a panel van in Europe. The ID.Buzz Cargo features the same cute design with more than a few practical touches thrown in for the commercial buyers this model is targeting. It hasn’t been earmarked for the U.S. yet, but we had the chance to drive one in Germany.The main exterior difference between the cargo version and the passenger one is that it doesn’t have side windows, but the slab-sided retro shape and its many interesting details remain unmistakably Microbus-inspired. While commercial fleets and small businesses are likely slapping on their own liveries, the ID.Buzz Cargo is still offered in a few fun exterior colors, including the blue-and-white paint scheme pictured here. Eighteen-inch steel wheels with hubcaps are standard, and flashier-looking 19- and 20-inch wheel options are available.As you’d expect for a work vehicle, the cargo van’s interior is far more spartan than that of the standard Buzz. The utilitarian front passenger compartment features lots of hard black plastic and durable-looking cloth upholstery. The raised seating position and large front windows make for great visibility, and the small digital gauge display is clear and simple. Annoyingly, the cargo version has the same convoluted infotainment system and touch-sensitive sliders that are propagating across VW’s lineup.More on the ID.BuzzMechanically, the cargo version is identical to the passenger van, as both use VW’s MEB platform also found under the ID.4. The ID.Buzz Cargo is currently offered in one wheelbase length and in a single powertrain configuration with a rear-mounted 201-hp electric motor and a 77.0-kWh battery pack. (The U.S. will be getting a long-wheelbase, three-row passenger van with a more powerful optional dual-motor setup and a larger battery, but VW said it isn’t planning a LWB version of the cargo van.) It ain’t quick, with a claimed 62-mph time of 10.2 seconds. That said, our rear-drive ID.4 tester beat its German estimates by nearly a second, so the Buzz Cargo might see the mid-nines. Either way, the electric motor is torquey enough to make the Buzz feel responsive around town.Size-wise, the ID.Buzz fits in between the short- and long-wheelbase versions of the Ford Transit Connect that was recently discontinued for the U.S. market. The Buzz is highly maneuverable, with a tight turning radius, and it drives just like a typical compact crossover. Body motions are well controlled, the steering is accurate, and the ride quality is good. We drove the Buzz without anything in the back, and it avoids the bouncy feel that many other unladen vans have, likely due to the heavy battery pack mounted underneath the floor.The ID.Buzz Cargo can fit 138 cubic feet of stuff in the cargo area, and VW brags that the space is optimized to accommodate a European-standard pallet either longitudinally or transversely. There’s also a clever pass-through space under the front passenger seat that can fit longer copper pipes commonly used for plumbing, as well as an underfloor compartment meant to hold wires and cables. Its payload capacity of 1429 pounds is somewhat low for a van this size, and that’s due to the weight of the battery pack—the claimed curb weight is a hefty 5185 pounds. VW also claims a towing capacity of 2204 pounds.VolkswagenOf course, as we found in our test of electric pickups, towing and hauling with an EV will drastically cut into range. Unladen, the ID.Buzz Cargo has an estimated driving range of up to 264 miles, but that’s on the optimistic WLTP scale. That’s fine for urban use in smaller European cities, but it likely wouldn’t cut it in the U.S.A spokesperson for VW Commercial Vehicles told C/D that the company has not ruled out bringing the cargo version of the ID.Buzz to the U.S. but said it would have to produce the van in the U.S. to avoid the chicken tax. Given that many compact cargo vans recently exited the U.S. market, the business case depends on your perspective: This is either a sign that there’s not much of a market left for this type of vehicle, or it’s an opening for VW to fill with a cute and fun alternative. We think the ID.Buzz Cargo is charming enough that it could find an audience. Anyone ready to open a flower shop with a matching flower-power electric van?Arrow pointing downArrow pointing downSpecificationsSpecifications
Volkswagen ID.Buzz CargoVehicle Type: rear-motor, rear-wheel-drive, 2- or 3-passenger, 3-door van
PRICE
Base: $50,614 (Germany, converted from euros)
POWERTRAIN
Motor: permanent-magnet AC, 201 hp, 229 lb-ftBattery Pack: liquid-cooled lithium-ion, 77.0 kWhOnboard Charger: 11 kWPeak DC Fast-Charge Rate: 170 kWTransmission: direct-drive
DIMENSIONS
Wheelbase: 117.7 inLength: 185.5 inWidth: 78.1 inHeight: 75.9-76.8 inCargo Volume: 138 ft3Curb Weight (C/D est): 5200
PERFORMANCE (C/D EST)
60 mph: 9.5 sec1/4-Mile: 17.0 secTop Speed: 101 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 85/88/80 MPGeRange: 223 miSenior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

From the April 2023 issue of Car and Driver. Much like Formula 1 racing itself, the Vantage F1 Edition is a hilly telemetry chart of thrills and disappointments. One minute you’re captivated by the vocal range of the Mercedes-sourced twin-turbo 4.0-liter V-8, growling and spitting through slower traffic; the next you’re rudely brought back to earth by the unavoidable rasp of the front splitter as it skims another layer of carbon fiber off its bottom on even the mildest driveway incline. HIGHS: Looks tough but pretty, howls like a wolf pack, firmed-up ride.The F1 Edition celebrates Aston Martin’s 2021 return to F1 racing and gets the visual tweaks expected of a motorsports tribute, with flashy stickers and a limited color palette based on the race car’s greens, whites, and grays. Aston ups the racy looks with spiky dive planes, a conveniently table-height rear wing, and the large front splitter, all riding on 21-inch wheels wrapped in Pirelli P Zero PZ4 rubber. Our test car was mercifully sticker-deleted, and the Vantage wears the rest of the aero well, making an already distinctive design even more of a head-turner. You can’t take home an Aston open-wheel racer, but the F1-badged Vantage could be yours for $171,586 (or $189,386 as tested).Marc Urbano|Car and DriverChanges under the skin include a bump in power from 503 horses to 528, a reinforced structure up front, retuned dampers, and an increased rear spring rate, plus a reprogrammed electronically controlled rear differential. All of this makes for a firmer overall mattress, but you’d have to be a true princess to notice the pea of extra power and handling. The F1 is louder at full throttle and feels more planted than the tail-happy standard Vantage, yet the test numbers are so close, they’re functionally the same. The F1 Edition hits 60 mph in 3.5 seconds, clears the quarter-mile in 11.7 seconds, and promises the same 195-mph top speed. Leather inserts and contrast stitching add flash to the cozy interior. If Aston would include such niceties as Apple CarPlay and a nose lift, the F1 could better woo Porsche 911 shoppers seeking a less common ride. It looks and sounds great, but weak tech leaves the F1 Edition a lap behind.LOWS: Scraping the front splitter, outdated infotainment, lacks daily-driver convenience.Marc Urbano|Car and DriverArrow pointing downArrow pointing downSpecificationsSpecifications
2023 Aston Martin Vantage F1 EditionVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $171,586/$189,386 Options: carbon-ceramic brakes, $11,100; premium audio, $2200; Alcantara headliner, $1900; red brake calipers, $1200; body-color rear-diffuser inserts, $900; underhood cross brace, $500
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 243 in3, 3982 cm3Power: 528 hp @ 6000 rpmTorque: 505 lb-ft @ 2000 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 16.1-in vented, cross-drilled carbon-ceramic disc/14.2-in vented, cross-drilled carbon-ceramic discTires: Pirelli P Zero PZ4F: 255/35ZR-21 (98Y) A6AR: 295/30ZR-21 (102Y) A6A
DIMENSIONS
Wheelbase: 106.5 inLength: 176.8 inWidth: 76.5 inHeight: 50.2 inPassenger Volume, F: 47 ft3Cargo Volume: 10 ft3Curb Weight: 3813 lb
C/D TEST RESULTS
60 mph: 3.5 sec100 mph: 7.9 sec1/4-Mile: 11.7 sec @ 121 mph130 mph: 13.8 sec150 mph: 20.8 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 4.1 secTop Gear, 30–50 mph: 2.6 secTop Gear, 50–70 mph: 3.0 secTop Speed (mfr’s claim): 195 mphBraking, 70–0 mph: 150 ftBraking, 100–0 mph: 294 ftRoadholding, 300-ft Skidpad: 1.00 g
C/D FUEL ECONOMY
Observed: 17 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 20/18/24 mpg
C/D TESTING EXPLAINEDSenior Editor, Features
Like a sleeper agent activated late in the game, Elana Scherr didn’t know her calling at a young age. Like many girls, she planned to be a vet-astronaut-artist, and came closest to that last one by attending UCLA art school. She painted images of cars, but did not own one. Elana reluctantly got a driver’s license at age 21 and discovered that she not only loved cars and wanted to drive them, but that other people loved cars and wanted to read about them, which meant somebody had to write about them. Since receiving activation codes, Elana has written for numerous car magazines and websites, covering classics, car culture, technology, motorsports, and new-car reviews.    More

The Subaru Crosstrek looks like it knows no boundaries. Chunky black hexagons spill out of the center of its grille, and matte plastic clads all the sharp body lines on the tiny SUV. Inside, the five-seater easily becomes a two-seater, with the rear seatbacks flipping down to welcome most of the popular adventure props. All your canoes and tents that don’t fit in the back can go up top. If it could speak, the Crosstrek would say, “Go forth boldly, fear no bears or rock chips!” Its confidence is charming, if ambitious. For 2024, the Crosstrek hasn’t gone for radical changes so much as small but needed improvements. For the first time, it offers wireless Android Auto and Apple CarPlay. The newest version of EyeSight’s driver-assist safety suite has a wider field of view, to sooner warn of bicyclists or cross traffic. The respectable fuel economy (an EPA-rated 26-27 mpg city/33-34 highway/29 combined) remains, and the $26,290 starting point is unchanged. The Premium version we drove, with a power sunroof, blind-spot detection, and the All-Weather package still came in under $30,000, which is a lot of good vibes for the money. SubaruSubaru has been perfecting its car-dressed-up-as-a-rugged-SUV ever since it first put two-tone paint on the Impreza in 1996. The 2024 Crosstrek drapes new sheetmetal over a stiffened chassis, adds some padding to its seats, and quiets down the cabin so you can better hear the REI podcast on your way to work. The manual transmission has been dropped, but there are otherwise no major powertrain changes, as the Crosstrek’s base and Premium trims come with the same 2.0-liter flat-four as before, while the Sport and Limited get a 2.5-liter version with an extra 30 horsepower. Our first drive sat us behind the wheel of a Crosstrek Premium in Offshore Blue Metallic—picture the navy-tinted gray of a lake under an overcast sky—and sent us on a day-long meander through California’s Joshua Tree National Park and out onto some nearby backcountry OHV trails. On the road, the Crosstrek rolls into the corners and takes a second to power out of them. The 2.0-liter has never been a performance star, and with no change in horsepower and a slight bump in weight, it’s unlikely the new Crosstrek will improve much on the 9.2-second 60-mph time we recorded with a 2018 model. The new Crosstrek will, however, get there with much less cacophony than before. We’ve previously lamented the drone of the Crosstrek’s CVT and the howl of the overworked boxer engine. The improvement for 2024 is noticeable. The faux shifts of the CVT are softer, both physically and aurally, and while the engine still uses all of its 152 horses and 145 pound-feet of torque to reach freeway speed, it’s now possible to have a conversation inside while this is happening. Joshua Tree is notoriously windy—we once saw a raven suspended midair, wings a-flapping with no forward motion—but none of the desert maelstrom made its way into the cabin. And the broken, gravelly pavement was more apparent through the windshield than through the seats. The softer ride comes from several changes. First, the seats themselves. Subaru added more bolstering and support to both the seat bottom and back, and the resulting chairs are plump and pleasant. Underneath the Crosstrek’s new seats, you’ll find the Subaru Global Platform. The new chassis uses more structural adhesive and additional weld points to increase crash safety and ride quality. Making the car’s structure stiffer means the suspension can be softened to better absorb bumps. The result is a mixed bag for the Subie. The Crosstrek rides wonderfully on pavement and cushions vibration on dirt, but it’s easy to reach full compression with an enthusiastic approach to even a small rise or pothole, resulting in the uninspiring thud and scrape of a tire at the top of a wheel well.SubaruThat’s not to say it’s asphalt-only, though. The Crosstrek offers 8.7 inches of ground clearance, more than competitors such as the Honda HR-V and Mazda CX-3. All-wheel drive comes standard, and the 50/50 split that used to be the car’s baseline power delivery between front and rear has been electronically “loosened” to make for smoother turns and faster reactions to a loss of traction. X-Mode is an easy tap on the center touchscreen and includes hill-descent control and hill-start hold. At slow speeds, the Crosstrek is happy to climb sandy hills and straddle small ravines. The Crosstrek gets the electronically assisted steering rack from the WRX, bigger brakes, and an electronic brake booster, so steering and brake feel are better on any surface. Subaru’s interiors are rarely stunners, tending toward muted fabrics and black plastic. The Crosstrek is serviceable, with the occasional fun design Easter egg, like the mountain peaks at the bottom of the cupholders or the stylized river running across the cargo floor. The tall gear selector takes up most of the center console, leaving room for an optional inductive phone charging pad in front and a wallet-and-keys-sized storage compartment behind. Door pockets are generous, as befits a car that promises room for 35 cups worth of thermal water bottles. The rear seats offer good legroom, although the sloped roof cuts into head space. The rear hatch opens wide, making it easy to load the cargo hold. The rubber-floored space provides 20 cubic feet with the rear seats up, 55 with them lowered. It’s also a nice height to sit on while eating a sandwich and watching rock climbers brave dizzying perches. Even if you’re not into tailgating, your dog will appreciate the short leap up. Having a Crosstrek in your driveway is like keeping a fishing pole in the living room or a mountain bike in your kitchen. You may not be about to run out the door and into the outback, but it tells people that you like to. The 2024 Crosstrek 2.0-liter is still a slow and mostly road-bound commuter, but it’s a friendly, and now quieter, way to get to work, and one that could easily take you out of the city on weekends. Keep a pair of hiking boots in the trunk if you need to go deeper into the woods. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Subaru Crosstrek 2.0-literVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $26,290; Premium, $27,440
ENGINE
DOHC 16-valve flat-4, aluminum block and heads, direct fuel injectionDisplacement: 122 in3, 1995 cm3Power: 152 hp @ 6000 rpmTorque: 145 lb-ft @ 4000 rpm
TRANSMISSION
continuously variable automatic
DIMENSIONS
Wheelbase: 105.1 inLength: 176.4 inWidth: 70.9 inHeight: 63.6 inPassenger Volume, F/R: 55–56/44 ft3Cargo Volume, Behind F/R: 55/20 ft3Curb Weight (C/D est): 3400 lb
PERFORMANCE (C/D EST)
60 mph: 9.3 sec1/4-Mile: 17.4 secTop Speed: 120 mph
EPA FUEL ECONOMY
Combined/City/Highway: 29/27/34 mpgSenior Editor, Features
Like a sleeper agent activated late in the game, Elana Scherr didn’t know her calling at a young age. Like many girls, she planned to be a vet-astronaut-artist, and came closest to that last one by attending UCLA art school. She painted images of cars, but did not own one. Elana reluctantly got a driver’s license at age 21 and discovered that she not only loved cars and wanted to drive them, but that other people loved cars and wanted to read about them, which meant somebody had to write about them. Since receiving activation codes, Elana has written for numerous car magazines and websites, covering classics, car culture, technology, motorsports, and new-car reviews.    More

“Electrification” can be a catch-all term for hybrids, plug-in hybrids, and battery-electric vehicles. If you think in terms of hybrids, Lexus is a longtime leader in electrification given that its RX hybrid dates back to 2005, making it the first hybrid from a luxury brand. But if you think of electrification as the move to EVs, the picture changes. Lexus is just now introducing its first EV, the RZ450e, in the U.S., and its underwhelming stats betray the fact that Lexus—and parent company Toyota—has been an unenthusiastic conscript in the march to battery propulsion.As you might expect, the RZ is based on the e-TNGA architecture of the recently introduced Toyota bZ4X. It shares the Toyota’s 112.2-inch wheelbase, but the Lexus is about five inches longer and fractionally lower and wider. Within the Lexus family, the RZ is a few inches shorter in length and lower than the RX, while it sits astride the same wheelbase. Looking out at rival EVs, the Lexus casts a larger shadow than the Audi Q4 e-tron, Genesis GV60, Mercedes-Benz EQB, and Volvo XC40 Recharge, about matches the size of the Tesla Model Y, and takes up a bit less garage space than the Cadillac Lyriq. RZ450e DesignWithout the need to feed air to a large radiator, the eye-searing Lexus “spindle” grille is absent, although the shape is mimicked in the sculpting of the front end. A small air inlet below suffices for the RZ’s cooling needs, and it includes grille shutters. An optional illuminated Lexus logo ($200) in the nose of the car makes up for some of the missing bling factor. A blacked-out C-pillar is standard, and buyers can also opt for a more extensive two-tone treatment that has the roof, the center section of the hood, and the blanked-out front grille space also in gloss black ($1200). The styling overall is recognizably Lexus, with detailing that’s more subtle than that of its showroom mates. The trailing edge of the roofline, which extends rearward jutting out from the body, constitutes the biggest design flourish, but that oddity is only discernible from the rear.Related StoriesInside, we find a comfortable, welcoming space for five. The rear seat boasts plenty of kneeroom and a flat floor. Narrow A-pillars and decently large windows make for good visibility. The RZ cabin offers minimal adornment, upscale materials, and typically impressive Lexus build quality. In keeping with the green theme, there’s no leather upholstery option: The Premium version features the brand’s NuLuxe synthetic leather, while the Luxury model gets a rich-looking Ultrasuede. Like the bZ4X, the Lexus offers radiant heating elements in the lower dash to warm front-seat occupants’ legs (the feature is optional on the Premium, standard on the Luxury). As a result, there’s no glovebox, but there’s a cubby under the center console along with the usual covered bin and forward tray. A dual-pane panoramic sunroof is standard across the board, while the Luxury’s optional Dynamic Sky version gets electronically dimmed glass that goes from transparent to opaque. LexusThe driver faces a padded three-spoke steering wheel or, optionally, a steering yoke (more on that in a bit). The latter gets a repositioned instrument cluster that’s slightly higher and farther away; all versions have digital instrumentation. The RZ also introduces a dial shifter. The 14.0-inch touchscreen that’s optional in the RX is standard here, and it incorporates most climate controls, including a touch slider for fan speed (there are knobs for temperature and buttons for the front and rear defrosters). You also select drive modes on the screen. There is, thankfully, a volume knob, along with a smattering of buttons on the center dash and console. Smartphone mirroring is wireless.”Hey Lexus” summons voice recognition to work the infotainment, navigation, and climate controls—provided the car has an active Drive Connect subscription. Smartphone-as-key functionality is another subscription-based feature, this one requiring Remote Connect, which also provides the ability to remotely start/stop/monitor charging, lock/unlock the doors, start the car, and set the climate control.Disappointing EV StatsInitially, the RZ450e will be offered in dual-motor, all-wheel-drive form only. (A single-motor version with front-wheel drive is likely to join later.) Compared to its dual-motor Toyota sibling, the Lexus gets a more muscular front motor, which ups total output to 308 horsepower and 320 pound-feet of torque. That’s a healthy increase over the Toyota’s weak-sauce 214 horses, and it compares favorably to dual-motor versions of the EQB, Q4, and the (base) GV60. But it’s well shy of more performance-oriented dual-motor EVs like the Model Y, the Jaguar I-Pace, the Ford Mustang Mach-E, the higher-trim GV60, and the Lyriq.The RZ’s battery pack is lifted directly from the bZ, and it’s modestly sized with an estimated usable capacity of 63.4 kWh. As a result, the RZ’s EPA-estimated range is just 196 miles for the Luxury trim with 20-inch wheels and 220 miles for the entry-level Premium version on 18s. Might Lexus introduce a larger-capacity battery? Unfortunately, we’re told the e-TNGA platform can’t accommodate a larger pack unless the wheelbase is stretched.Note, however, that the RZ’s EPA numbers are with the car in Normal drive mode. There are also Sport, Eco, and Range modes, and the latter two should wring more miles out of a charge. The extra distance is highly situational, but as an example, on our drive with the battery showing three-quarters charge, the display estimated 117 miles in Normal mode, 123 miles in Eco mode, and 158 miles in Range mode. A major difference between the modes is that Range disables the air conditioner; other changes include steering effort and accelerator mapping.When it comes time to recharge, the RZ again lags behind its rivals. Its onboard charger, also lifted from the bZ4X, is rated at just 6.6 kW—compare that to 9.6 kW for the EQB, 10.9 kW for the GV60, 11.0 kW for the Q4 and XC40, and 19.2 kW for the Lyriq. A full recharge using a Level 2 source should take 9.5 hours. The RZ’s maximum charging rate is 150 kW, and Lexus says that a DC fast-charger will take a fully depleted battery to 80 percent in 30 minutes. As a workaround to the RZ’s range limitations, a program called Lexus Reserve offers owners 30 days of free Lexus rental cars over the course of three years.Drives Like a LexusThe RZ may not be a powerhouse, but with a stated curb weight of 4564 to 4619 pounds—relatively svelte for its peer group—the electric Lexus steps lively, whether taking off from a stop, passing on two-lanes, or merging onto the freeway. The RZ doesn’t deliver the muscle-car straight-line speed of some electric vehicles, but with a factory-estimated 60-mph time of 5.0 seconds, it should be quick enough for the intended audience.That audience is expected to include a goodly number of brand loyalists, and the RZ driving experience seems catered to them. Although brake-based torque vectoring is on hand to help the RZ carve corners, there is a fair bit of body roll, and we don’t think this car will sell based on its handling prowess. The smooth ride is more likely to be a calling card. The suspension (struts up front, multilink at the rear) is adept at soaking up all the pavement imperfections we could find—although the gentle climate of southern France, where our drive took place, doesn’t present the same challenge as the mean streets back home. Between the two models, the Luxury’s 20-inch wheels transmitted a bit more road harshness than the Premium’s cushy 18s, but only a bit. There is some head toss, and body motions are not aggressively damped, although the plush overall experience seems right on target for a Lexus.The RZ’s quietness is similarly brand-appropriate. There’s a near-total absence of spacey EV powertrain noise—only in Sport mode can it faintly be heard. The degree of lift-off regen is selectable via steering-wheel paddles, and although it’s short of one-pedal driving, the blended brakes are commendably linear and easy to modulate. The standard steering is quite light in Normal mode—though most Lexus owners are unlikely to object; Sport mode adds just a bit of weighting. For an entirely different steering experience, there’s the yoke.Yoke: It’s a Real ThingNo matter what vehicle you’re coming out of, the available Steer by Wire system and its steering yoke take getting used to. This optional system (which will be exclusive to the Luxury trim when it becomes available sometime after launch) is the kind of novelty that auto journalists geek out on, but it will be interesting to see how real customers take to it. The SBW system feels normal around the straight-ahead but gets harder to predict the further you move off-center. The yoke turns a little past 90 degrees in each direction, and the last bit of steering brings what can be a surprising amount of response. It’s very easy to oversteer for a 90-degree corner, particularly when starting off from a stop or when attempting a K-turn. The system does obviate the need for hand-over-hand steering maneuvers, such as when parking. And the missing upper wheel rim provides a slightly better view of the instruments, which are repositioned slightly higher and farther away (moving them closer to the driver’s line of sight). Still, Steer by Wire seems like a lot of adjustment for not much benefit—unless you just think its video-game aesthetic is cool.If you’d rather not steer at all, Traffic Jam Assist allows for hands-free operation on major highways at speeds under 25 mph. Exclusive to the Luxury version, this is another subscription-based feature, requiring a current Drive Connect account.A full phalanx of conventional automated helpers is also on hand, and a couple of them can stray into nagging territory. We’re calling out the driver-attention monitor, which chirped at us when we were watching for traffic to clear from the left and again when we were operating the touchscreen. Another annoyance is the Excess Speed Caution warning, which emits a triple-ding whenever you stray above the posted limit. Both can be switched off, but one must do so with each restart, and it’s a multi-step process.Lexus is pricing the RZ450e at $59,650 for the Premium trim and $65,150 for the Luxury version. That price range at least partially overlaps many of the aforementioned EVs and is (at this moment) just above the Model Y. Viewed as a Lexus, the RZ450e offers plenty to like. Looked at as an EV, the 450e is a tougher sell. Both Lexus and Toyota will have to try harder if they’re going to regain the leadership mantle for this next phase of electrification.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Lexus RZ450eVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Premium w/18-inch wheels, $59,650; Premium w/20-inch wheels, $60,890; Luxury, $65,150
POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 201 hp, 196 lb-ftRear Motor: permanent-magnet synchronous AC, 107 hp, 124 lb-ftCombined Power: 308 hpCombined Torque: 320 lb-ftBattery Pack: liquid-cooled lithium-ion, 63.4 kWhOnboard Charger: 6.6 kWPeak DC Fast-Charge Rate: 150 kWTransmissions: direct-drive
DIMENSIONS
Wheelbase: 112.2 inLength: 189.2 inWidth: 74.6 inHeight: 64.4 inPassenger Volume, F/R: 55/47 ft3Cargo Volume, Behind F/R: 48/35 ft3Curb Weight (C/D est): 4600-4650 lb
PERFORMANCE (C/D EST)
60 mph: 4.8 sec1/4-Mile: 13.0 secTop Speed: 99 mph
EPA FUEL ECONOMY
Combined/City/Highway: 95-107/102-115/87-98 MPGeRange: 196-220 miDeputy 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

From the November 1986 issue of Car and Driver.You don’t need this vehicle. Life would go on for you without a Nissan Pathfinder in it. Just as you could get through a day with­out carrying your Swiss Army knife.But what if an unexpected urge comes over you to whittle away at a little wood­land? Or to screw around in the sand? Sup­pose you suddenly must saw through a snowbank? How are you going to cork­screw up a canyon, or bore over boulders, or file down a defile if you don’t have a versatile little utensil like this at your hip? Doing it all is what the so-called sport­-utilities are all about. Chevy’s S-10 Blazer, Ford’s Bronco II, Jeep’s Cherokee, Toyota’s 4Runner, Mitsubishi’s Montero, Dodge’s Raider, Isuzu’s Trooper II­—almost everyone is making compact sport­-utilities now, and Nissan studies show that some 489,000 were sold here in 1985. They’ve become popular because they of­fer so many automotive abilities in one small, smooth-cornered tool. Commuting, camping, conveying, cruising, carousing: With such a car, everyone feels ready for ev­erything. It doesn’t matter if the owner never really takes advantage of all the pos­sibilities. That the possibilities are there, folded neatly away, always ready, is what makes these little “utes” appealing. So appealing that finally Nissan, which claims the title of number-one importer in combined car and truck sales, has fielded its first American-market sport-utility vehi­cle. Available only in the U.S. (though, un­like Nissan’s pickup truck, it will be built only in Japan), the new Pathfinder is basi­cally the six-month-old, new-generation “Hardbody” pickup, with an integral sheetmetal enclosure at the back. It was styled simultaneously with the new truck (at Nissan’s California studios), it’s built on an only slightly modified short-wheelbase truck chassis, and it offers most of the truck’s optional hardware: fuel-injected V-6 engine, four-wheel drive, brush guards, etc. Nissan is taking great pains, however, to make sure no one thinks of the Pathfinder as a truck.According to market research, sport-­utility buyers are a more upscale group than truckers. They have more schooling, they earn more, they have more refined lifestyles. They’re older, too. All of which Nissan interprets to mean that, while they might buy trucks to get the tough cars they want, what they really want is tough cars.Ergo, the Pathfinder has coil rather than semi-elliptic leaf springs atop its rear axle, for a smoother ride. Its interior is very carlike and exceptionally roomy both front and rear. The highest of the three available trim levels offers such amenities as electri­cally adjustable windows, mirrors, and shock absorbers. Power steering is stan­dard on all models, as is part-time 4WD. Nissan expects that some 75 percent of Pathfinder buyers will choose the 140-hp 3.0-liter 300ZX-derived V-6. In contrast, almost four out of five of the company’s pickups are sold with the 106-hp 2.4-liter four-cylinder. More Archive SUV ComparisonsThe Pathfinder’s selling points include the longest wheelbase in the field, the wid­est cargo area, and the largest optional fac­tory-available tires: Sized 31×10.5R-15, they put more than eight inches of tread on the road and measure more than 30 inches in diameter. At a brief, rather carefully orchestrated press introduction in California’s San Ber­nardino Mountains, we confirmed that the Pathfinder really does ride almost as smoothly and quietly as a normal passen­ger car on paved roads and seems to set a new standard for comfort and civility on unpaved ones. For the driver, visibility, steering feel, and overall handling are all satisfactory, given the vehicle’s basic pur­poses. It’s not exactly a fast vehicle, despite the power, but the torquey V-6 has little trouble stepping the back end out at will. Passengers, and that includes back-seat­ers, can actually enjoy the ride, thanks to the soft springing and ample leg- and headroom. NissanWe weren’t able to try anything like the rock-riddled Rubicon, but we do feel safe in saying that, for the roughest back-coun­try byways the typical owner is likely to tackle, the Nissan will be entirely satisfac­tory. And, since 99 miles of every 100 are probably going to be on asphalt or con­crete, the way this new sport-utility cod­dles its crew ought to make it a winner. Even for those not in the Swiss Army.Arrow pointing downArrow pointing downSpecificationsSpecifications
1987 Nissan PathfinderVehicle Type: front-engine, rear/four-wheel-drive, 5-passen­ger, 3-door wagon
BASE PRICE $15,000–$17000 (est.)
ENGINE2.4-liter inline-4 or 3.0-liter V-6, iron block and aluminum headsDisplacement: 146–181 in3, 2389–2960 cm3Power: 106–140 hp
TRANSMISSIONS
5-speed manual, 3-speed automatic
DIMENSIONS Wheelbase: 104.3 in
Length: 171.9 inCurb Weight: 3500–3900 lb
EPA FUEL ECONOMYCity: 15–16 mpg More

From the April 2023 issue of Car and Driver.Early in the indoctrination process, a car enthusiast learns of the impossibility of a single vehicle that excels in every area. A low-slung, lightweight sports car is inherently at odds with cargo and passenger space. That’s why we’re all dreaming of and scheming toward having a diverse fleet at the ready, right?But these three cars are about as close as you can get to the do-it-all ideal, with adult-habitable back seats, hatchback cargo spaciousness, and track capability that lets them hang with sports cars from not that long ago. Plus, their mid-$40,000s prices are no higher than the new-car average.The newest nameplate in this bunch is the GR Corolla. It represents the third vehicle in Toyota’s increasingly impressive Gazoo Racing division arsenal. Based on the Corolla hatchback that we know and don’t love, the rally-bred GR packs a 300-hp wallop from a 1.6-liter three-cylinder, a snicky six-speed manual, all-wheel drive, and a mechanical parking brake ready to heave it hatch first into the next corner. Honda overhauled the Civic Type R for 2023, building upon the excellent previous generation, which brought the red R badge back to the U.S. in 2017. The Type R is more harmonious this time around, though, with mature exterior sheetmetal to match the chassis’s extreme polish. Power from the turbocharged 2.0-liter four-cylinder is up ever so slightly to 315 horsepower, and, like in the Corolla, the only transmission is a six-speed manual.How These Cars Fared at Lightning LapRounding out the group is the grandfather of performance hatchbacks, the Volkswagen Golf. A GTI has been part of the lineup since Europe got one in 1976, but in 2004, VW added an all-wheel-drive performance model above the GTI and called it the R32. Today’s Golf R makes a Type R–equaling 315 horsepower from its 2.0-liter four-cylinder and features a torque-vectoring rear diff that can send 100 percent of the rear torque to either wheel and actually does in the Golf R’s new Drift mode.As tested, these cars sticker within $800 of one another—groupings don’t get much tighter. And as a reminder to the country whose automakers are increasingly abandoning cars and no longer produce anything like these, the trio arrived painted red, white, and blue. We drove them hard (see our observed fuel economy) on well-worn Southern California canyon roads and at the Streets of Willow Springs road course, and we came away loving them all. Seriously, even the last-place finisher is on our 10Best short list of favorite cars this year. But some come closer to the do-it-all ideal.3rd Place: Toyota GR Corolla CircuitAs the great ones often do, the GR Corolla starts to feel special even at parking-lot speeds, its high-boost three-cylinder chuffing and snorting. The shifting, too, is more mechanical and higher effort than the other two. At elevated rpm, the engine tickles the pedals and sings the most honest and pure-sounding racket, which is not electronically enhanced like the others. While the GR’s engine makes the most linear power of the bunch, it doesn’t really wake up until mid-tach, about 4000 rpm. On the Streets, it needs second gear in places where the others are happy with third. While there’s the ability to alter the front-to-rear torque split, we couldn’t feel a difference between 50/50 and 30/70 when powering out of a corner, and we had to be patient and wait out more understeer than in the Honda and VW. The GR Corolla rotates way more with a big lift than it does on power, but you can also use the nuclear option and pull the only hand brake of the group. On the track, the Michelin Pilot Sport 4 tires sometimes seemed to make more squeal than grip, although they performed second best on the skidpad with a solid 0.97-g effort. Still, they make the Civic’s Pilot Sport 4Ss feel like R-compound rubber.HIGHS: Mechanical tingles, unfiltered engine note, direct shift action. LOWS: Stiffest ride, smallest back seat and cargo space, least nice interior. VERDICT: It doesn’t happen often, but occasionally a great car finishes last.Marc Urbano|Car and DriverThe Corolla has the widest pricing spread of the group and is the only one to offer multiple trim levels. Ours was the model in the middle of the lineup, the Circuit, which for a $7000 upcharge adds front and rear limited-slip differentials, a forged carbon-fiber roof, and interior upgrades. While the Corolla trips the quarter-mile lights first, with a 13.3-second run, it falls well behind the other two above 100 mph. The transmission was no match for our shifting arm, as we beat its synchros and ground gears into second, third, and sometimes fourth during testing. The auto rev-matching feature is a handy addition, especially since the pedals are spread too far apart for optimum heel-and-toe shifting. In the practicality measures of rear-seat and cargo space, the Corolla scores lowest, largely due to the relocated battery (it’s in the back) and a chunky rear bumper that intrudes on the hatch opening. This car also places last in observed fuel economy and interior materials. It has the most jittery, unsettled highway ride, which isn’t surprising considering it’s the only one in the test without adaptive dampers. The tacked-on cladding on the rear doors and quarter-panels looks aftermarket, although the GR earns kudos for being the only contender with fixed brake calipers front and rear. Granted, some of these aren’t the most critical categories for putting a smile on the driver’s face, which the GR does reliably, but there’s another car that steers and handles better and also beats it in all the softer skills.2nd Place: Volkswagen Golf RThe Golf R’s maturity can be lulling. This car is the quietest at highway speeds by a wide margin, with the most coddling ride quality. Its engine sings a much mellower and far softer tune, the stiffness of the iron block from the long-serving EA888 turbo four likely contributing to its smoothness. The Golf R weighs the most and, by a small margin, put up the worst braking and cornering results.HIGHS: Quietest, smoothest ride, most features. LOWS: Least engaging to drive, too-large shift knob and vague shifter feel, maddening interior controls. VERDICT: Mature, with a wild side.That’s why its liveliness on the track was a pleasant surprise, with the Golf R rotating way more under power than the Corolla. The Volkswagen doesn’t ever come around, but the torque-vectoring diff helps it take an initial step out. Nürburgring mode—officially, Special mode—relaxes the dampers while dialing up everything else and was our favorite setting on both track and street. The engine hits the hardest during acceleration out of corners, and the Golf tied for the quickest to 60 mph, with a brutal redline clutch dump giving it the swiftest skedaddle off the line. By 100 mph, the Golf pulls clear of the others. Yet it still averaged the best fuel economy.When our hands started to sweat while lapping, we realized we had accidentally bumped the steering-wheel heater button. It’s happened to us before and is a perfect segue into what we like least about the latest Golf: its controls and infotainment, everything from fussy seat-heat toggles to an illogical settings-menu layout. While there’s all manner of lighting inside the cabin and out, including the unibrow between the headlights, Volkswagen neglected to illuminate key volume and climate controls on the center stack.Although the Golf has the highest-quality steering wheel, with perforated leather at 9 and 3 o’clock, the steering itself is our least favorite. The knob atop the shifter is too large, and its motions aren’t as crisp as the other hatches’. Clutch engagement is grabbier than the other two, and the brake pedal is softer.Marc Urbano|Car and DriverProving that usefulness is not only about size, the Golf’s back seat (second largest of the three) is by far the most accommodating. With excellent contouring that provides lateral and lumbar support, these rear seats are the only ones that are heated and get their own climate-control zone. There’s sufficient headroom, kneeroom, and under-seat foot space, along with the best view out of the side glass. There’s a reason European families buy Golfs.Even though the Golf lacks the rev-matching feature present in the other two, it otherwise dominates in our comprehensive tallying of features. It’s the only one with ventilated power seats (with memory), rain-sensing wipers, front and rear parking assist, and a sunroof, which made the Corolla look basic by comparison.1st Place: Honda Civic Type RIn last month’s dispatch from Virginia International Raceway, we reported that the Type R is the quickest front-driver we’ve ever run around the big track. It also beats these two all-wheel-drivers, not to mention outrunning a 2006 Ford GT, matching a C6 Corvette Grand Sport, and running just a half-second behind a current-generation Porsche Cayman S. At VIR, both the Corolla and the Type R were wearing optional Michelin Pilot Sport Cup 2s, but the Civic’s standard tire is barely a downgrade, with a 1.04-g skidpad assault.HIGHS: Best steering, handling, shifting, and seats; livable ride quality. LOWS: Light on features versus the Golf, noisy over the road. VERDICT: Unfathomably great, with no “for a front-driver” qualifier needed.You sit lower in the Civic than the other two, and the view over its flatter hood could almost pass for that of a rear-driver. Far from a cold speed machine, the Type R quickly convinces it’s more involving and easy to drive fast. It corners flat, turns in crisply, and, through the magic of its dual-axis struts, can put down the power early without corrupting the steering. It also tucks in and rotates under braking, with far less understeer than the Corolla.The Civic loses points for ditching a middle back seat, and the rear cabin, while larger, isn’t nearly as comfortable as the Golf’s. The Type R is also lacking in features compared with the Golf, but its LogR function, which overlays data on top of video taken with a phone, is something neither of the others have. It’s like General Motors’ Performance Data Recorder but without the built-in camera.The Type R’s logr feature makes videos like this, using footage shot with a smartphone merged with data recorded from the car.’ Strapping into the Type R’s seats makes every errand feel like a time attack. They’re super supportive from thigh to shoulder yet comfortable for lengthy stretches. You’ll find the best shifting here too, with a lever that scythes through its short throws. However, the shift knob is metal, so as comedian Jim Gaffigan says about Hot Pockets, it tends to be either frozen or burning hot.The most aggressive +R mode is unusably stiff; there’s little need to forsake the versatile Comfort mode on the road or track. But even in this softest setting, the Type R will occasionally get into a pogo bounce through lumpy corners.While improved from before, the engine note can be a little buzzy and kazoo-like. But our biggest reservation is the roar that reverberates up from the tires. There’s a lot of rolling noise and severe ponging from the tire cavities over broken pavement. That can make the ride, which is firm but perfectly livable and better than the Corolla’s, seem stiffer than it is. We’re curious what another 50 pounds of sound deadening might do.But almost every way you slice it, the Type R is the winner: lap time, handling, steering feel, driving engagement, shifting, plus cargo space. This thing is stacked.Car and DriverArrow pointing downArrow pointing downSpecificationsSpecifications
2023 Honda Civic Type RVehicle Type: front-engine, front-wheel-drive, 4-passenger, 4-door hatchback
PRICE
Base/As Tested: $44,390/$44,845Options: Championship White paint, $455
ENGINEturbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1996 cm3Power: 315 hp @ 6500 rpmTorque: 310 lb-ft @ 2600 rpm 
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.8-in vented disc/12.0-in discTires: Michelin Pilot Sport 4S265/30ZR-19 (93Y) DT1
DIMENSIONS
Wheelbase: 107.7 inLength: 180.9 inWidth: 74.4 inHeight: 55.4 inPassenger Volume, F/R: 55/44 ft3Cargo Volume, Behind F/R: –/25 ft3Curb Weight: 3173 lb
C/D TEST RESULTS30 mph: 2.3 sec60 mph: 5.0 sec100 mph: 11.7 sec1/4-Mile: 13.5 sec @ 108 mph130 mph: 21.2 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.8 secTop Gear, 30–50 mph: 10.0 secTop Gear, 50–70 mph: 6.3 secTop Speed (mfr’s claim): 169 mphBraking, 70–0 mph: 151 ftBraking, 100–0 mph: 307 ftRoadholding, 300-ft Skidpad: 1.04 g 
C/D FUEL ECONOMY
Observed: 14 mpg 
EPA FUEL ECONOMY
Combined/City/Highway: 24/22/28 mpg 
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2023 Toyota GR Corolla CircuitVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base/As Tested: $43,995/$44,420Options: Supersonic Red paint, $425
ENGINEturbocharged and intercooled DOHC 16-valve inline-3, aluminum block and head, port and direct fuel injectionDisplacement: 99 in3, 1618 cm3Power: 300 hp @ 6500 rpmTorque: 273 lb-ft @ 3000 rpm 
TRANSMISSION6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 14.0-in vented, grooved disc/11.7-in vented, grooved discTires: Michelin Pilot Sport 4235/40ZR-18 (95Y)
DIMENSIONS
Wheelbase: 103.9 inLength: 173.6 inWidth: 72.8 inHeight: 57.2 inPassenger Volume, F/R: 50/35 ft3Cargo Volume, Behind F/R: 35/18 ft3Curb Weight: 3252 lb
C/D TEST RESULTS30 mph: 1.5 sec60 mph: 4.9 sec100 mph: 11.9 sec1/4-Mile: 13.3 sec @ 105 mph130 mph: 22.9 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 6.3 secTop Gear, 30–50 mph: 10.2 secTop Gear, 50–70 mph: 7.0 secTop Speed (gov ltd): 143 mphBraking, 70–0 mph: 156 ftBraking, 100–0 mph: 313 ftRoadholding, 300-ft Skidpad: 0.97 g 
C/D FUEL ECONOMY
Observed: 13 mpg 
EPA FUEL ECONOMY
Combined/City/Highway: 24/21/28 mpg
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2022 Volkswagen Golf RVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base/As Tested: $45,185/$45,185Options: None
ENGINEturbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injectionDisplacement: 121 in3, 1984 cm3Power: 315 hp @ 6500 rpmTorque: 280 lb-ft @ 1900 rpm 
TRANSMISSION6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 14.1-in vented, cross-drilled disc/12.2-in vented discTires: Hankook Ventus S1 Evo3235/35R-19 91Y +
DIMENSIONS
Wheelbase: 103.5 inLength: 168.9 inWidth: 70.4 inHeight: 57.7 inPassenger Volume, F/R: 51/41 ft3Cargo Volume, Behind F/R: 35/20 ft3Curb Weight: 3380 lb
C/D TEST RESULTS30 mph: 1.4 sec60 mph: 4.9 sec100 mph: 11.4 sec1/4-Mile: 13.4 sec @ 106 mph130 mph: 20.4 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 6.0 secTop Gear, 30–50 mph: 8.7 secTop Gear, 50–70 mph: 5.8 secTop Speed (mfr’s claim): 155 mphBraking, 70–0 mph: 161 ftBraking, 100–0 mph: 317 ftRoadholding, 300-ft Skidpad: 0.95 g 
C/D FUEL ECONOMY
Observed: 16 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 23/20/28 mpg 
C/D TESTING EXPLAINEDDirector, Vehicle TestingDave VanderWerp has spent more than 20 years in the automotive industry, in varied roles from engineering to product consulting, and now leading Car and Driver’s vehicle-testing efforts. Dave got his very lucky start at C/D by happening to submit an unsolicited resume at just the right time to land a part-time road warrior job when he was a student at the University of Michigan, where he immediately became enthralled with the world of automotive journalism. More

From the June 1990 issue of Car and Driver.America’s very own E.L. Cord once ob­served of the car business, “If you can’t be big, you have to be different.” It has been 80 years since the doors opened at Anonima Lombarda Fabbrica Automobili—”Alfa.” During that period, the company, like some sort of corporate three-toed sloth, has clung tenaciously to Cord’s precept. Nowhere is that clearer than in America, where Alfa has engen­dered a small but loyal cult following. Today, however, the sloth is in danger of falling out of its tree. Explains Darrell Davis, the president of ARDONA (Alfa Romeo Distributors of North America): “Cult followings are neat, I guess, if you’re Jeane Dixon or Elvis Costello. But they’re not going to save serious car com­panies.” And you don’t have to be Jeane Dixon to predict the future of any marque that sells only 2900 cars annual­ly, as Alfa did here in 1989.What to do? “We need one nearly per­fect, mainstream product,” answers Da­vis. That product is the front-wheel-drive 164 sedan, Alfa’s first luxury car and by far the most mainstream Alfa ever to wear the Visconti serpente in the home­land of Errett Lobban Cord. There is only one major component on the Alfa Romeo 164S that is carried over from any previous Alfa. It is the best thing about the car. If Alfa’s all-alumi­num 3.0-liter V-6 were a teenager, it would be a gang leader in East L.A. No normally aspirated V-6 on the market is a more willing participant in delinquent behavior. Revs appear so quickly that first-time drivers find themselves furi­ously slipping the clutch. Power begins in earnest as low as 2500 rpm (indeed, if you sidestep the clutch above that point, the front tires simply vanish in blue smoke) and carries on with smooth fury until 6500 rpm, where a rev limiter as­serts some discipline. Throughout it all, this 60-degree V-6 emits a throaty, grip­ping growl, the sort of noise you’d elicit from a greatly annoyed 100-pound bob­cat. All this, mind you, from a SOHC, two-valve-per-cylinder design. In both the 164 and the 164L (see “Alfa Flavors” sidebar below), this oversquare V-6 produces 183 hp at 5800 rpm. The six in the 164S, sporting a different cam profile, a less restrictive exhaust, and an increase in com­pression (10.0:1 rather than the standard 9.5:1), produces 200 hp at 6000 rpm. We’d guess that that figure is low. With­out raising a sweat, our 164S laid down a string of 0-to-60 runs in the high six-sec­ond range, followed by a quarter-mile time of 15.6 seconds. A trick of gearing? No way. On open stretches of deserted highway in New Mexico, our 164S twice hit an indicated 140 mph (once while a passenger snoozed blissfully), and we later, at Chrysler’s proving grounds, con­firmed a top speed of 142 mph at 6200 rpm. No three-toed sloth, this. On this car, Carrozzeria Pininfarina’s efforts went beyond exterior styling. The design house also worked its magic on the 164S’s interior, which is elegant and sinfully alluring.From a 3418-pound sedan, such per­formance is remarkable—virtually iden­tical, in fact, to that of a Ford Taurus SHO. More important, the 164S leaves for dead the cars that Alfa has fingered as its competition. Namely, the Acura Leg­end, the Audi 100/200, the BMW 525i, the Mercedes-Benz 190E 2.6, the Saab 9000 Turbo, the Sterling 827Si, and the Volvo 760GLE. Of that group, the quick­est competitor is nearly one second slow­er to 60 mph. On top of that, the engine in the 164S, with its chromed nest-of-vipers intake plumbing, is the best-looking power­plant to appear since Ford stuffed Yamaha’s V-6 in the SHO. Checking the 164’s oil at the local Mobil station is guar­anteed to draw low whistles and at least one onlooker who asks, “Is it a V-12?” On this car, Carrozzeria Pininfarina’s efforts went beyond exterior styling. The design house also worked its magic on the 164S’s interior, which is elegant and sinfully alluring. With cowskins stretched everywhere, the smell is divine, and no­where does your hand fall without en­countering rich textures and supple sur­faces. The red stitching in the leather looks like the work of Ferrari, but the sheer number of cockpit amenities could never have come from Maranello. Inside, there are spring-loaded grab handles, a huge glove compartment, four pivoting reading lights, a leather-covered trap­door leading to a ski bag, two rear head­phone jacks with individual volume con­trols, height-adjustable shoulder belts, leather-lined map pockets, a gorgeous felt headliner, silky carpets, a rear-deck storage bin, dual sunshades for the backlight, and, well, you get the drift. And all of it is sewn and stitched and glued together in un-Alfa-like fashion. Nothing in the interior of our car groaned or rattled. As a matter of fact, this is the quietest Alfa yet produced, de­spite its rorty V-6. The entire powertrain is mounted on a subframe, and hydrauli­cally damped engine mounts keep noise and vibration at arm’s length. Cruising at 70 mph, the Alfa is nearly as quiet as a Jaguar Sovereign. At 100 mph (4350 rpm in fifth), we had no difficulty listening to the radio. Behind the wheel, you find that the driving position is, in Alfa’s inimitable way, Italian. Even with the seat far for­ward and the steering wheel at full exten­sion, the driver’s arms are thrust almost straight ahead, Nuvolari style. The prob­lem is that the wheel cannot be adjusted to a more nearly vertical axis. More dis­concerting, however, is headroom. All C/D staffers drove the 164 with its driv­er’s seat in its lowest position, yet our noggins often rubbed the headliner. Avoid any 164 with a sunroof. Or simply wait. Alfa says that it will lower the seats 1.5 inches later in the year. The peculiar driving position notwith­standing, the Recaro-designed seats (electrically adjustable for height, seatback angle, and fore-and-aft posi­tion) are well bolstered and as comfort­able as any on the market. On four occa­sions, we drove uninterrupted 300-mile stints, and nobody complained about needing to get out and stretch. Rear leg­room is good, if not as commodious as that in, say, a Saab 9000. We did haul five people in the 164S, although the fifth rid­er’s perch on the thinly padded center position was tenuous. The standard five-speed shifter is a dual-rod layout—no cables for Alfa, thank you very much—and is perfectly located. Shift effort is light, the throws silky and satisfying.In keeping with the 164’s mainstream character, secondary controls are gener­ally where you expect to find them. The window-lift switches are on the center console—not the headliner, as was the case in the Milano. The white-on-black analog instruments are readable at a glance. And the 164’s “command mod­ule”—those 27 black cubes that operate everything from the trunk release to the heated mirrors—looks more daunting than it really is. For most driving, the only buttons that you punch often are those controlling the temperature settings for the automatic climate control. The standard five-speed shifter is a dual-rod layout—no cables for Alfa, thank you very much—and is perfectly located. Shift effort is light, the throws silky and satisfying. Even weird stuff, like a fifth-to-second downshift, is difficult to muff. Combine that with progressive clutch take-up, exquisite throttle tip-in, and pedals positioned to encourage heel­-and-toeing and you’ve got a sedan that even Uncle Seth can drive smoothly. If for a moment you doubt Alfa’s “mainstream” intentions, consider this: Alfa estimates that 70 percent of U.S. sports-sedan buyers want automatic transmissions. Thus, a four-speed ZF, basically identical to that in the Saab 9000, is available for $685. (We can hear the bodies dropping as Alfisti swoon all across America.) Under full throttle, the automatic shifts at a sporty 5700 rpm, but it does not mate happily with the 164’s rev-happy V-6. At 40 mph, under light throttle, the automatic hunts between second and third, clunking grumpily when it finally does make a decision. And full-throttle launches from a standstill barely chirp the front tires, making this powerful and enthusiastic V-6 feel peaky and pressed—two insults it should never have to endure. Although the Alfa 164 looks big on the outside, it feels small and agile at speed. When we hustled the car through Mis­souri’s Mark Twain National Forest­—and we were, indeed, hustling—we found more body roll and vertical ride motion than we expected, traits similar to those of the 164’s rear-drive predeces­sor, the Milano. Unlike the Milano, how­ever, the 164’s tail cannot be kicked out with an exuberant squirt of throttle. In short, the 164S offers speed, ele­gant styling, a tomb-quiet cockpit, a kick-­out-the-jams V-6, rarity, and more character than any other $30,000 sedan.For a front-drive car, there is excellent weight distribution here—only 57.5 per­cent of the bulk up front—but when you’re really cooking, the nose gets light. It’s easy to chirp the tires on yumps and railroad crossings. Nail the throttle as you’re exiting a tight turn and it is also easy to buzz the inside front tire. For a sports sedan with luxury pretensions, however, there is a fine ride/handling compromise here—supple, confident, with minimal harshness. And the brakes are simply faultless. From 70 mph, the car comes to a fade-free stop in 177 feet, only two feet shy of the distance required by a BMW 535i. In short, the 164S offers speed, ele­gant styling, a tomb-quiet cockpit, a kick-­out-the-jams V-6, rarity (only 3000 copies will be sold in North America this year), and more character than any other $30,000 sedan. “Character,” like por­nography, is hard to define, but as a judge once observed, “I know it when I see it.” Or, in the case of the 164S, “We know it when we feel it.” Any C/D staffer dropped blindfolded into the 164’s cock­pit could tell you, in about two seconds, that he was sitting in an Alfa.A perfect sports sedan? Well, hold on. When our Alfa was healthy, it was a charmer. But during the car’s first 3000 miles, it evinced a disturbing number of flaws. The power-assisted steering began to sing. The heating element in the driv­er’s seat worked at its whim, as did the side-mirror defrosters and the driving lights. The driver’s seat-height adjust­ment died. The brake pedal sank like the Andrea Doria, until heel-and-toeing be­came a real foot tangler. And the climate control had trouble concentrating on a temperature within ten degrees of what we requested. If this richly historical marque disap­pears in America—and the 164 may truly be Alfa’s last chance—all enthusiasts will lament its passing. At the same time, the quality-control flaws are hard to forgive. Knowing that American buyers expect reasonably defect-free cars, Alfa delayed the American launch of the 164 for three years while it racked up 4.7 million miles of testing. No Alfa in history has under­gone that sort of scrutiny. Prospective buyers will, at least, be comforted by the comprehensive three­-year /36,000-mile warranty. “We pay for everything,” says Davis. “Light bulbs, hoses, wiper blades, oil changes, brake pads, scheduled service, everything but tires. If the car quits, we’ll buy airfare or a rental car so you can continue your trip. Then we flatbed the thing to a dealer, no questions asked.” That’s the silver lining. But Alfa’s lifelong battle with build quali­ty remains just that—a battle—and it makes the 164S a high-maintenance proposition.Finding those dealers no longer re­quires a road atlas, either. Seventy Chrys­ler Europa dealers have joined the team, raising Alfa’s total number of outlets to 202. Pilots are fond of the expression “Ev­ery cloud has a silver lining, but some of them also have a Boeing 747 rattling around in there.” The 164 is like that. It is the most mainstream car Alfa has ever produced, delivering remarkable perfor­mance and opulence for its price—which should attract a whole new set of well­-heeled buyers. That’s the silver lining. But Alfa’s lifelong battle with build quali­ty remains just that—a battle—and it makes the 164S a high-maintenance proposition. At this critical point in Alfa’s struggle to survive in the U.S., that’s a problem the size of a Boeing 747.Alfa Flavors: A Handsome Sedan With Three FacesIn North America, the Alfa Romeo 164 is offered in three levels of trim: the base 164 ($24,500), the 164L ($27,500), and the 164S ($29,500). Standard equipment on even the base car is impressive: power-assisted steering, air conditioning, cruise con­trol, power windows and locks, a six­-speaker stereo, power-adjustable front seats, and a driver-side air bag. Move up to the 164L—the model that Alfa predicts will account for 70 per­cent of sales—and you get Bosch anti­lock brakes, leather upholstery, alloy wheels, and metallic paint. Go whole­-hog for the tip-of-the-flagpole 164S and the list of amenities swells fur­ther: two-way cockpit-adjustable sus­pension, Pirelli P4000 tires (rather than Goodyear Eagle NCTs), an extra seventeen horsepower, unique Speedline alloy wheels, and an “aero” body kit.As is the case with so many skirt-­and-spoiler packages, that on the 164S—designed by Alfa in Italy­—does damage to the car’s graceful, airy lines, making it look bulkier than Pininfarina ever intended. The bi­zarre downward slope of the air dam’s side panels, for example, does for the 164S what extra eyeliner does for Tammy Faye Bakker. If that bothers you, don’t hesitate to move one step down, to the 164L (until ABS is of­fered, we can’t wholeheartedly en­dorse the base 164). If the slightly less powerful V-6 degrades the driving ex­perience, we didn’t notice it.No matter how you slice it, the 164 is easily the most elegant postwar Alfa sedan, and it is far more pleasing to the eye than the other cars that share its “Tipo Quattro” platform: the Fiat Chroma, the Lancia Thema, and the Saab 9000.Arrow pointing downArrow pointing downSpecificationsSpecifications
1990 Alfa Romeo 164SVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $29,875/$30,675Options: power sunroof, $800
ENGINESOHC V-6, aluminum block and heads, port fuel injectionDisplacement: 181 in3, 2959 cm3Power: 200 hp @ 6000 rpmTorque: 189 lb-ft @ 4400 rpm 
TRANSMISSION[S]5-speed manual
CHASSIS
Suspension, F/R: struts/strutsBrakes, F/R: 11.2-in vented disc/9.9-in discTires: Pirelli P4000195/65VR-15
DIMENSIONS
Wheelbase: 104.7 inLength: 179.3 inWidth: 69.3 inHeight: 55.1 inPassenger Volume, F/R: 50/41 ft3Trunk: 18 ft3Curb Weight: 3418 lb
C/D TEST RESULTS30 mph: 2.6 sec60 mph: 6.9 sec1/4-Mile: 15.6 sec @ 91 mph100 mph: 18.9 secTop Gear, 30–50 mph: 9.9 secTop Gear, 50–70 mph: 10.0 secTop Speed: 142 mphBraking, 70–0 mph: 177 ftRoadholding, 300-ft Skidpad: 0.77 g 
C/D FUEL ECONOMY
Observed: 22 mpg
EPA FUEL ECONOMYCity/Highway: 17/25 mpg 
C/D TESTING EXPLAINED More