Car Reviews

From the April 1965 issue of Car and Driver.No contest. This is the Porsche to end all Porsches—or, rather, to start a whole new generation of Porsches. Porsche’s new 911 model is unquestionably the finest Porsche ever built. More than that, it’s one of the best Gran Turismo cars in the world, certainly among the top three or four. Porsche enthusiasts used to insist that the 356 model was as nearly-perfect an automobile as had ever been designed, an immutable classic that couldn’t be im­proved upon. Oh, no? Put a familiar 356 up alongside a 911. Only yesterday, the 356 seemed ahead of its time. Today you realize its time has passed; the 356 leaves you utterly unimpressed and you can’t keep your eyes off the 911. The 911 is a superior car in every respect…the stuff legends are made of. Let it be understood at the outset that the 911 does not replace the 356, according to the factory. In the catalog, it replaces the fussy, little-appreciated Carrera 2 while the 356C (ex-Super) and 356SC (ex-Super 95) still roll off the assembly lines at about their normal rate. However, we can’t believe that Porsche will con­tinue making two entirely different cars, side-by-side, beyond the immediately foreseeable future. And let it also be understood that the 911 is not readily available. The first six month’s production is completely sold out and there’s a line of expectant owners going halfway around almost every Porsche agency in the country. Overview The 911—so-called because it is the 911th design project since Porsche opened its doors in 1931—is also the first all-Porsche Porsche. The 356 was the first car to carry the Porsche name, although when it was con­ceived in 1948 it was little more than a souped-up, special-bodied version of an earlier Porsche design, the Volkswagen. The 911, while true to the 356’s basic configuration, is an entirely new and different car. The engine is again air-cooled, again hung out behind the rear axle, but it’s a single-overhead-cam six-cylinder whereas the 356 was a pushrod four-cylinder (and the Carrera a four-cam four-cylinder). The new body is far more handsome—the work of old Professor Porsche’s grandson, Ferry, Jr. The 9ll’s 5-speed gear­box, already in service in Porsche’s 904 GT racing car, is probably the new car’s best single feature. Even the suspension is new, though tried-and-true torsion bars are retained as the springing medium. Related StoriesThe 911, or 901 as it then was, was introduced at the 1963 Frankfurt Auto Show. It was very much a prototype and its debut may have been premature. More than a year was to pass before it went into pro­duction, during which time the model number was changed (to indicate that it was a later model than the Frankfurt car and also because Peugeot reportedly had a lock on three-digit model numbers with zero in the middle), the price estimate dropped, the performance estimate rose, and a demand built up that the current four-a-day supply won’t be able to satisfy for some time to come. The 901/911 was not the “best” car Porsche could have made. Porsche could have put the storied flat­-eight engine into production, bored out to, say, 2.5 liters and tuned up to 240 horsepower. That would have put the 901/911 into the Ferrari-Corvette-Jaguar performance bracket. It also would have raised the price considerably, and Porsche was understandably nervous about entering the No-Man’s-Land market for $9000 GT cars. On price alone, it would have been beyond the reach of anybody but the Very Rich, and the V.R. are noted for such capricious perversity as preferring a $14,000 car to a $9000 car simply because it costs $5000 more. The four-cam flat-eight also would have had the same kind of maintenance and reliability problems the Carrera engine had; problems that are hopefully nonexistent in the 9ll’s SOHC six-cylinder. Considering what the Stuttgart design office has turned out in the past, Porsche could have come out with a supercharged six-liter 550-hp V-16 GT car to sell for $30,000 and not lose a drag race to anybody but Don Garlits, but their production facilities are hardly geared for that sort of thing, and it would be getting pretty far away from the Porsche image, wouldn’t it? In fact, Porsche had a full four-seater on the drawing boards at one point, but Ferry Porsche felt that his company’s business was not selling super­-duper sedans or ultra-ultra sports/racing cars but optimum-priced, optimum-size, optimum-performance Gran Turismo cars, which is exactly what the 911 is. At $6490 POE East Coast (or $5275 FOB Stuttgart), the 911 isn’t what you’d call cheap—no Porsche ever was—but then, quality never is. Porsche’s kind of quality cannot be had for less, viz. Ferrari 330GT ($14,000) or Mercedes-Benz 230SL ($8000). It’s of more than ordinary interest that the 911 costs a whop­ping thousand dollars less than the Carrera 2 it re­places. A Porsche is either worth it to the prospective buyer or it isn’t; he can’t justify the price tag by the way the body tucks under at the rear or by the way the steering wheel fits in his hands or the way the engine settles in for a drive through a rain-filled afternoon. But let’s see what he gets for his money. Body The 9ll’s eye-catching body is distinctive—slimmer, trimmer, yet obviously Porsche. While not as revolu­tionary as the original 356 design was in its day, the 9ll’s shape is far less controversial and slightly more aerodynamic. Though the frontal area has grown, a lower drag coefficient (0.38 vs 0.398) allows it to reach a top speed of 130 mph with only 148 hp. It ought to weather the years without looking dated. Compared to the cur­rent 356 body, the 911 is five inches longer (on a four-­inch longer wheelbase), three inches narrower (on a one-inch wider track), and just about the same height. The body structure is still unitized, built up of in­numerable, complicated steel stampings welded to­gether (with the exception of the front fenders which are now bolted on for easier repair of minor accidents). The glass area and luggage space have been increased by 58 percent and 186 percent respectively, and the turning circle is a bit tighter. The fully trimmed (with cocoa mats) trunk will hold enough for a week’s vacation for two; additional space is available in the rear seat area. The trunk and engine lids can be opened to any angle and held by counter-springs and telescopic dampers—­a nice touch. These lids, as well as the doors, are larger than the old Porsche’s, making access to the innards much less awkward. The gas filler cap nestles under a trap door in the left fender, and the engine lid release is hidden away in the left door post. The generous expanse of glass area does wonders for rearward vision; all-around visibility is comparable to a normal front-engined car. The bumpers are well­-integrated with the body, though provide barely ade­quate protection from those who park by ear. The standard appointments are lush and extensive: two heater/defrosters, padded sunvisors with vanity mir­ror, map and courtesy lights, 3-speed windshield wipers, 4-nozzle windshield washers, chrome wheels, belted tires, two fog lamps, a back-up light, and a beau­tiful wood-rim steering wheel. About the only options we’d like are seat belts (for which massive, forged eye­ bolts are provided), a radio, and a fender mirror. Fitted luggage and factory-installed air-conditioning will be available shortly, we’re told.Interior The ads tell you a Porsche is “fun” to drive. Fun? A Mini-Minor is fun to drive because it can’t be seri­ous; everything about it is incongruous—it defies all known laws of nature…and marketing…and gets away with it. The Porsche—any Porsche—is no fun at all; Germans aren’t much given to frivolity. Porsches are designed by drivers, for drivers, to be driven very matter-of-factly from Point A to Point B in maximum comfort, speed, and safety. Form soberly follows func­tion, and the cockpit of a Porsche is laid out to achieve just that end. The controls and instruments are effi­ciently positioned, and this economy of effort and mo­tion is why Porsches aren’t tiring to drive. But fun? Porsches are for driving. As befits a driver’s car, the controls are superb. The steering wheel is a special joy; the shallow “X” of the black anodized spokes provides perfect thumbrests without obscuring any of the unusually comprehensive instrumentation. The reach to the wheel is just right, and all the secondary controls are operated by stalks on either side of the wheel. The driver can signal for turns; flash, raise, and dip the headlights; and operate the windshield wipers and washers, all without moving his hands from the wheel. The gearshift lever has less travel than the 356’s, is smoother, and requires no more effort. The pedals are beautifully positioned for long-distance touring or fancy heel-and-toe footwork; there’s even room to rest the left foot between the clutch and the front wheel arch. The seats have the wondrously-comfortable Reutter reclining mechanisms, and are softly sprung and up­holstered in cloth with leather edges. They will adjust to fit anybody under seven feet and 300 pounds. Head-­and hip-room are similarly commodious; shoulder room is about the same as in the 356. The rear seats are a different matter. Though the 911 is occasionally described as a 2+2, the space back there is very cramped. It can hold an adult-sitting sideways with head bent forward—or a child, but neither for very long. It is more properly a luggage area, and for that purpose, the seat backs fold down to form a shelf for a couple of fair-sized suitcases. The dashboard is a magnificent edifice. The instru­mentation is complete even to an oil level gauge (no messy mucking about with a dipstick for the 911 owner). Directly in front of the driver is a huge, 270° electrical tachometer. To its left are gauges for oil and fuel levels, oil pressure and temperatures, and sundry warning lights. On the right are a speedometer, odometer, a clock, and a few more colorfully flashing lights. About the only thing we didn’t like about the dash was the strip of teak running full-width below the instruments. The Porsche people are extremely proud of it, it’s supposed to look elegant. It looks as if someone said, “Let’s put a strip of teak here; it’ll look elegant.” It doesn’t. If we owned a 911 (dare we dream…?), we’d paint it flat black to match the rest of the leatherette-covered dash. The normal heater, which draws heat from the en­gine, is supplemented by a gasoline-powered device hidden away under the floor of the trunk compartment. The normal heater, controlled by a small lever just forward of the gearshift, has outlets ahead of each door (which can be closed—or adjusted—by sliding covers), at the base of the windshield, and at the rear window. The auxiliary heater, primarily a defroster, draws air from a grille behind the front seats and pro­vides instant heat. It exudes a faint odor of gasoline but is only used in slow traffic or until the engine warms up. A variable-speed fan circulates air from either heater. Draft-free ventilation with the windows rolled up is possible at any time of year; fresh air is picked up from the high-pressure area ahead of the wind­shield, controlled by a lever on the dash, and exhausted through the headliner material and out nearly-invisible slots just above the rear window. The handbrake is between the front seats, whence it migrated from under the 356’s dash. The doors and dash abound with armrests, grab handles, door pulls, push-button door openers and locks, map pockets, a cigarette lighter, an ashtray, and a lockable glove box. Engine Details The 911’s engine is Porsche’s first at­tempt at a six-cylinder; the two extra cylinders were added for smoother, less-highly-stressed oper­ation. The prototype we drove at the factory had twin exhausts and sounded uncomfortably like a Cor­vair. The production cars have a single exhaust and a sound all their own. It’s rated at 148 SAE horsepower. The engine idles somewhat uncer­tainly at 800 rpm but is smooth as a turbine from 1000 rpm on up to the 6800 rpm redline. It revs quickly and freely, like a competition engine with a light flywheel. Around town, the 911 can be driven in first and third (up to 93 mph) alone; on the highway, it will pull from 2000 rpm in fifth. Sixty mph is less than 3000 rpm (100 mph is only 4900 rpm), making turnpike cruising relatively quiet and effortless on the engine. During the 911’s gestation period, a lot of attention was given to the carburetion, but it still isn’t perfect. The 911 has six individual single­-throat Solex PIs, “floatless” car­buretors in which the fuel level is maintained in a separate reservoir and recirculated by a second fuel pump (mechanical, like the primary pump). All this is supposed to elim­inate flat spots, hesitation, and the like. Not quite—they’re still sorting it out in Stuttgart. After meticulous adjustment by Wolfgang Rietzel, Porsche of America’s service repre­sentative, one of our otherwise-­stock test cars clocked 0–60 mph in 6.8 seconds—substantially better than the average 911 fresh off the showroom floor. Hopefully, the prob­lem will be solved in Germany and not require tedious fine-tuning at local Porsche agencies. On the plus side, the new Solexes are injection­-like in their freedom from varia­tions due to lateral or vertical ac­celerations. The crankcase is composed of two light-alloy castings bolted together on the crank centerline. The crank itself is a beautifully counter­weighted forging running in eight main bearings (the “usual” seven plus one outboard of the accessory drive gears), the first time Porsche has put a main bearing on either side of each rod journal.The distributor, fan, valve train, alternator, and oil pumps are driven from the rear of the crankshaft. Dry sump lubrication (a la Carrera) is employed, with two whole gallons of oil circulated, by a scavenger and a pressure pump, through a thermo­statically-controlled oil cooler and full-flow filter. The overhead valves are driven by a pair of chains (one per cylinder bank; each tensioned hydraulically) via short rocker arms. The rockers allow the valves to be disposed at an angle to each other rather than in-line. Six individual cylinder heads are clamped between the cylinder bar­rels and camshaft housings. The fully-machined combustion cham­bers are hemispherical with fairly large valves (1.54-inch intake, 1.50 inch exhaust). The ports look restrict­ed for 333 cc displacement per cylin­der, the valve timing and lifts are conservative and the compression ratio is only 9: 1, indicating that Porsche is holding quite a bit in re­serve. We would estimate that 180 horsepower is within reach, either by the factory for a super street ma­chine or by individuals for amateur racing in the SCCA’s class D Pro­duction. The upper limit for GT racing, either in a lightweight 911 or the six-cylinder versions of the 904 must be in excess of 200 horses. The barrels have alloy cooling fins and shrunk-in “Biral” (a spe­cial cast iron) liners. The bore and stroke, at 3.15 x 2.60 inches (80 x 66 mm) are fashionably oversquare, with a ratio of .825 (vs. .895 for the pushrod engines and .804 for the 2.0 liter four-cam engine). The pistons are sharply domed with healthy valve recesses. The axial fan is fiberglass, sur­rounds the alternator, and is driven from the crank by a V-belt. Single ignition is used in conjunction with 12-volt electrics, replacing the old 6-volt system. Porsche has indi­cated its confidence in the new en­gine by extending the warranty from six months/6000 miles to a full year and/or 10,000 miles.Transmission and Clutch As mentioned, the five-speed, all­-synchro gearbox is the 911’s best single feature. Actually, the torque and flexibility of this engine are such that a three-speed would suffice, but it was Porsche’s aim to be much more than merely sufficient. There is, in effect, a gear for every occa­sion: one for starting, one for cruis­ing, and three for passing. It is to Porsche’s everlasting credit that it didn’t make first gear superfluous by having second an alternative start­ing gear—you must start in first, and it’s a pretty long gear at that. In fact, 6800 rpm through the gears gives 44, 65, 93, 118, and 138 mph. All the gears are indirect, with the famous—and flawless—Porsche servo-ring synchromesh. Fourth and fifth gear are actually overdrives, but pulling power is not lost as the upper three ratios are close in an already close-ratio gearbox. Operating the shift lever is con­fusing at first. First gear is to the left and back, with the other four gears in the normal H-pattern. Re­verse is to the left and forward, but to go from first to second, you just push forward—toward reverse—not forward and right. You half expect it to go into reverse, but it won’t—scout’s honor. Everything else is a piece of cake (the linkage is not as remote as other Porsches’), in­cluding changing down to first gear for those mountain-pass hairpins. Clutch diameter is up to 8.5 inches, and the mechanism should prove more robust than older Porsche clutches. Steering, Suspension, and Brakes Porsche is also trying rack-and­-pinion steering in a production car for the first time on the 911. It’s fast, precise, incredibly direct, and—like the carburetion—a little late in being perfected. The prototype we drove was subject to torque steer, i.e., changing the throttle position would change the car’s direction. This had been eliminated on the pro­duction car, but a new bug had cropped up: The steering felt too direct, like a racing Ferrari—you could feel every ripple in the road. Revised front-end parts are coming through on the latest cars, but it’s almost impossible to make a rack­-and-pinion system completely free of kickback. Doubtless, Porsche will work out an honorable compromise between damping action and road feel that will satisfy most customers. Incidentally, the steering column contains two U-joints, not to clear any obstacle (the steering box is on the car’s centerline), but so that it will collapse toward the dash in case of a crash, a good safety measure.The 911’s suspension is a depar­ture for Porsche. A damper strut system is used at the front with longitudinal torsion bars. This lay­out takes much less trunk space than the transverse bars of the 356. It also improves control and reduces roll (by raising the front roll cen­ter), and has the odd effect of bank­ing the wheels into a turn, like a motorcycle rider. To avoid oversteer, a link-type rear suspension with semi-trailing arms (and transverse torsion bars) was adopted. There is very little camber change on jounce and rebound, so the cornering power is not as variable on an undulating surface as the 356. Koni telescopic shocks are fitted all around, but no “camber compensator” is used, as the new suspension makes it unneces­sary. Body roll is moderate, pitch and harshness seem well under con­trol, and the ride is surprisingly soft. In all, it’s a great improvement over the 356 suspension. The 911 uses 15-inch wheels. A 14-inch wheel would be more aes­thetically pleasing (and add to the available interior room) but would have restricted brake size, so we’re not complaining. We will complain about the wheel width, however. The rims are only 4.5 inches wide­—what’s happened to all that racing experience? Porsche does have 5.0 x 15 and 5.5 x 15 wheels (from the 904) that will fit; substituting these wheels would yield greater corner­ing power (and less tire wear) at the penalty of a slightly stiffer ride. We recommend them, and also the ZF­-made, U.S.-design limited-slip dif­ferential—if you can get them.The brakes are virtually the same as the four-wheel discs of the 356C. In the 1965 Car and Driver Year­book we said: “There’s nothing like four-wheel discs…that halfway business with discs at the front and drums at the rear doesn’t even come close. In an emergency, good brakes are probably the single most im­portant factor in avoiding an acci­dent.” The Porsche’s brakes are without peer; smooth, positive, un­affected by water, and absolutely fade-free. PerformanceThe performance figures on the specifications page speak for them­selves, but while we’re on the sub­ject of quotes, David Phipps, our European Editor, had this to say about the 911’s handling: “Both di­rectional stability and cornering are far better than they have any right to be in a car which has the engine in the extreme rear. In corners, you can forget all the things you have been told about the sudden, vicious oversteer of rear-engine cars. The 911’s handling characteristics are basically neutral, progressing to slight understeer. It takes a ham­-fisted clot to upset the back end in the dry, and even in the wet you will only get the tail out by using lots of revs in the lower gears.” The 911 performs better than any previous street Porsche, including the two-liter Carrera. It’s kind of a pocket battleship: What it can’t out­-accelerate it can out-handle, and what it can’t out-handle it can out­-accelerate. There probably aren’t five comparable sports/touring cars in the whole spectrum that could lap a road course faster than the 911. And—back to the pocket battleship analogy—those that could probably would fall by the wayside long before the Porsche expired. The best gas mileage we could re­cord flat-out on the Autobahn was 24 mpg, but oil consumption was minimal. The oil change interval is up to 3000 miles, and the number of grease fittings has been reduced to zero. There are no other surprises in the 911 for any driver familiar with Porsches. The fan noise and growl of an air-cooled engine are typically Porsche. Getting in and out—despite the wider doors—still requires a supple spine, and so on. What Porsche has wrought in the 911 is a worthy replacement for all the models that preceded it. Race breeding and engineering refinement ooze from the 911’s every pore. The whole package, especially the powertrain, is designed to be more reliable and less difficult to service, thus all the better suited to the factory’s concept of the Porsche as a sealed machine for ground transportation. Although the 911 costs a lot less than the Carrera—and a lot more than the current C and SC—it’s worth the price of all the old Porsches put together. Most importantly, the 911’s appeal should be considerably wider than the earlier models—which, in truth, you had to be some­thing of a nut to own. Any­body who ever felt a flicker of desire for a Porsche before will be pas­sionately stirred about the 911.SpecificationsSpecifications
1965 Porsche 911Vehicle Type: mid-engine, rear-wheel-drive, 2+2-passenger, coupe
PRICEAs Tested: $6490
ENGINESOHC inline-6, aluminum blockDisplacement: 122 in3, 1991 cm3Power: 148 hp @ 6100 rpmTorque: 140 lb-ft @ 4200 rpm
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: struts/semi-trailing armsBrakes, F/R: 10.8-in disc/11.3-in discTires: Dunlop SP
DIMENSIONS
Wheelbase: 87.1 inLength: 164.0 inWidth: 63.4 inHeight: 51.9 inCurb Weight: 2376 lb
C/D TEST RESULTS
60 mph: 7.0 sec1/4-Mile: 15.6 sec @ 90 mph100 mph: 20.0 secTop speed: 130 mph
FUEL ECONOMYEPA city/highway: 16/24 mpg
C/D TESTING EXPLAINED More

From the June 1979 issue of Car and Driver.Wall Street’s investment advisers are sounding the inflation warnings again. They’re telling us to dig in, forget our passbook savings accounts, put our money in something that will ride the crest of inflation like a surfer hanging ten at Malibu. They tout Krugerrands and South African gold-mining stocks and platinum futures. They say people are making it big in Louis XVI roll-top desks and colonial-American stamp col­lections and hand-carved Eskimo walrus tusks. So why have they completely overlooked Fiat’s X1/9?Fiat X1/9s are the high fliers of the car equities. Your stock portfolio should do so well. The last example we tested, at the start of the 1978 model year, list­ed for $5195. The following May it jumped to $5545, then closed out the year at $5700. The opening quote for 1979 was $6690 and just recently that has been revised upward, to $7115. That’s a rise of $1920, a juicy 37 per­cent appreciation, in the space of one and a half model years. And it will prob­ably go higher. We hate to mouth the same lines used by investment advisers, but sometimes it’s appropriate. So here goes. We thought the X1/9 was a good value at $5195 and we continue to recommend it for fun-oriented accounts seeking a maximum of style and agility with a minimum of fuel cost. This model has cornered the ultrasophisticated branch of the small-sports-car market, and we see nothing on the horizon that will give it any competition. In other words, the X1/9 is the only game in town. If you want it, you’ll have to pay the going rate. It’s a seller’s market. We realize that a base price of $7115 is enough to make a lot of people’s checkbooks suck air. But then $5545 seemed like a big number a year ago. Now we’re all kicking ourselves for not buying sooner. Those who gritted their teeth those 1570 short dollars ago and signed the order forms are ahead of the game now, riding that inflation wave just as the Wall Streeters recommend. First, they have the nifty little sports car they want­ed, and, second, the rise in the new­-model price has given them a solid hedge against depreciation. Bigger and better bumpers mean that the X1/9 can be just as nasty as the next car when push comes t0 shove.Depreciation is by far the largest cost of new-car ownership (with the possible exception of insurance if you’re really young or if your driving record is be­coming a legend). The usual driver is hard-pressed to use more than $400 worth of gasoline a year; the average de­preciation for the first several years can easily be twice that. Unless, of course, you were lucky enough to get in on the ground floor of a high flier like the X1/9. The rapid rise in the price of the new model automati­cally lifts the value of good used ones. A 1977 or an early-1978 X1/9 should still bring relatively close to what it sold for new, certainly much closer than the general run of cars of the same age. This is not to say that this sporty Fiat is the only automobile to enjoy such an anti-depreciation feature. Most special-­interest cars, particularly those of Ger­man origin, have had the same protection in the last five years, a time when certain foreign currencies (notably the d-mark) were rising rapidly with respect to the dollar. Nonetheless, such a price trend has in fact made the X1/9 a cheaper car to own than its swelling new-car price would at first suggest.More Archive ReviewsOne more caveat. Wall Streeters know well the fickle nature of trends and how suicidal it can be to assume that the future will continue the pattern of the past. So a word to the wise here. Don’t buy an X1/9 solely on some nth-­order extrapolation of past perform­ance. Buy it because you like it. There’s very little risk that way. Particularly when it’s even easier to like the 1979 model than those which have gone before. The X1/9 has more improvements this year than at any time since its introduction in 1974. The best news is the enlarged engine, 1498cc and 67 horsepower (66 in California), up 208cc and 6 horsepower from last year. As you probably suspect, this power­plant is borrowed from the new Strada sedan. It’s still an in-line four-cylinder with an aluminum cylinder head and a belt-driven overhead camshaft, but the stroke has been increased to 63.9mm from 55.5mm. Apparently, there has been a slight increase in the overall height of the powerplant too, because the engine cover has been raised slight­ly for more clearance. Breakerless igni­tion is now standard equipment, and for the first time there is a catalytic convert­er for exhaust cleanup. Naturally, along with the Strada en­gine comes the Strada gearbox, a slick little five-speeder to replace the old four-speed. The ratios in first, second, and third are identical to those of the old model, but fourth in the new one is a bit closer to third, and fifth is added as an overdrive. Beyond this, the final-drive ratio is reduced to 4.08 from 4.42. The result of the new engine and gearbox is very pleasant indeed: finally, the X1/9 has torque. Step on the accel­erator at 2500 rpm, even in fifth, and something happens. The engine is much more flexible. You needn’t keep shuffling through the gearbox for a more favorable ratio every time you see an opening in traffic. The engine has brawn to it now and it pulls noticeably stronger. Moreover, the pace of the car is dif­ferent—slower, more relaxed. You had to buzz the old one to keep it moving, but the new one has enough energy that most in-traffic thrusts can be made one gear higher and the long final-drive ra­tio keeps the revs down when you cruise. The net effect is a bit less like the flight of the bumblebee. Most of the other new-model revi­sions are more easily seen. Once again the bumpers have been overhauled, this time with an effort toward blending them into the bodywork. You’ll notice that soft valance panels now fill in the space between the actual bumper and the body. Still, the design is awkward; the X1/9 wears its bumpers with less grace than any other new car we can think of.The new dash has a locking glove box, so your Kleenex gets the same protection it would enjoy in a Buick.More appealing are the new wheels and tires. The old, skinny-section 145/SR-13s have been replaced by healthy-­looking 165/70SR-13s on rims in­creased to 5.0 inches in width from 4.5. The car takes a solid stance now, and it looks more substantial. Roadholding should be better too, though we have not verified that likelihood with a skid­pad test. Of course, the most conspicuous visu­al changes are right in the cockpit. The only firm link with the past is the steer­ing wheel, which continues its old shape—a wonderful, supermodern, four-spoke dish—but now is black in­stead of bright metal. The dash is all new, though the instrument cluster has very much the same layout as before—and the same complement of speedom­eter, tachometer, and electrical-system, water-temperature, and fuel-level gaug­es. Frankly, we have mixed emotions about this particular revision. It looks fine, and there is now a lockable com­partment on the passenger side. But the old dash was formed into broad trays on both sides of the center radio module, and they were terrifically handy for holding toll money, sunglasses, ciga­rettes, and the like. Now, all those ne­cessities of travel must be poked into a narrow pigeonhole on the console, just forward of the shifter. Still, the X1/9’s interior is impressive, particularly for its appearance of quali­ty. Expensive-looking materials are used everywhere, and all the bits fit together solidly. The carpet of the test car was trying to pull itself out from under the bezel surrounding the brake lever, but apart from that, the assembly was flaw­less. From inside, we’d say the car defi­nitely looks its price. Certain aspects of the driver’s accom­modations have gone slightly wrong, however. We don’t fit in quite as well as before. The seats are exceptionally comfortable, very deeply bucketed, and adjustable for backrest angle. They ac­tually feel as good as they look. But somehow, they seem puffed up a bit more than before, and thigh clearance is tighter under the steering wheel. Worse yet, as a result of some subtle reposi­tioning, the steering-wheel rim mows everything above 2800 rpm off the ta­chometer face. While the problem is greatest for tall drivers, anyone whose head is high enough to see over the top of the wheel is likely to miss at least part of the tach. The puffy seats also seem to reduce legroom slightly—not a painful encroachment, because the X1/9 was not critically short before, but anytime you make a small car smaller, the squeeze is noticeable. In fact, one of the X1/9’s greatest at­tributes, in our opinion, is that it is ex­ceptionally roomy and comfortable for a sports car of this size. It’s uncommonly wide inside, so your shifting arm doesn’t get tangled up in your passen­ger’s elbow. Moreover, there is a great deal of cargo space: a large, irregularly shaped compartment in front and a full­-width rectangular volume in the tail. In the past, this rear trunk tended to be a hot box, because of the position of the engine just in front and the exhaust sys­tem just below. Some extra insulation has been added in the new model, but we still suspect it’s the right place to carry home the pizza. Another aspect of the X1/9’s charm is the ease with which it takes to fresh-air motoring. The lightweight roof panel is no problem for one person to lift off, and it can be stowed in the front trunk just under the lid, still leaving room for a fair amount of cargo beneath. Because this is a targa-style convertible, you’re left with sheetmetal pillars in the rear corners of the cockpit and a glass wall behind, both of which are barriers to close communion with nature. But on the plus side is an uncommonly draft­-free cockpit. And if you put the side windows up, leaving only the roof off, there is very little more turbulence in­side than with most sunroofs. But even if you don’t like sun on your head, the X1/9 is still fun. Every time we drive one of these little sweethearts, we’re reminded of how exhilarating it is to fling around a low-mass car. No pon­derous bulk. No grunts and groans. Just put your fingertips on the controls and express your wishes. You feel as though you can go anywhere—straightening curves, around plodders, into half-size parking slots. You’re not limited to the moves that normal cars can make. Driv­ing the X1/9 is more like running sit­ting down. Realistically, of course, it is a car, and we car critics must attempt to distill its behavior down to normal road tester’s terms. Like almost every car in the world, the X1/9 understeers, yet it is much more amusing than most because it’s one of the few road cars alive these days in which you can definitely sense the rear tires building up slip angles. You have the feeling that the tail is try­ing to hang out back there—not get away and whack the fence, but just get a little drift angle going. We regard this as a genuine bonus. For the experi­enced driver, it’s a little extra activity to play with. For the novice, it’s a warning of what might happen, long before he’s even close to the soup. We do have a few mild criticisms of the X1/9’s responses. The test car had very little self-centering in the steering. You have to consciously crank the wheel back ahead again after every turn­—probably a quirk of this particular exam­ple since it hasn’t been a problem on others we’ve driven. Also, the new five­-speed shifter is spring-loaded toward the center of the pattern—the three­-four slot—so you must pull hard left to keep from getting hung up in the cross­bar on the one-two shift. If the spring is really necessary, which we doubt, it should be a little less pushy. Finally, the test car had a vapor-lock problem when we restarted a warm en­gine—not enough to prevent the start, but enough to make running very rag­ged for a minute or two. Fiat has a fix, and a factory spokesman thought it had been applied to this car. If it had, the engine was not impressed. So there you have it, a couple of warts on what remains an engaging little sports car. We agree that the price in­creases of the past two years are large to the point of being alarming, but we think the X1/9 is still the leader in the bite-size sports-car class. That has to be worth something. Besides, there’s one thing we all know about new-car prices: there is no sense in waiting for them to go down.CounterpointForget drinking. If your spirits are in need of uplifting, I suggest taking a large dose of X1/9, especially on sunny days. That way you can peel back the top and let the sun warm your body while the roadster’s fancy footwork warms your careworn heart.I can overlook the fact that the X1/9’s engine thrashes incessantly, that the cen­ter console puts a dent in my right shin, and that the beer-tap shift lever only co­operates part of the time, simply because this car is so playful. The X1/9 may be an up-to-the-minute sports car, but it’s bursting with old-style fun. There’s com­munion among you, the car, the road, and the elements. It shadows your every move as if you were wired to it, and it’s so nim­ble it could probably do the hustle. If you’re car-shopping with serious ideas about Interstate capability, trunk space, or people room, walk on by. But if you’re up for a runabout that’s perfect for mad dashes to the liquor store or for rushing through the mountains to Elsi­nore for lunch, then form up at your local Fiat dealer. And be ready to smile. —Rich CepposI get a warm feeling when I run across something good that has been made better. Like this new X1/9. The little dear has always been a particular favorite of mine. I’ve always liked its looks, its handling, and its high fun-to-drive rating. My only complaint has been the absence of power and a five­-speed gearbox. The new car takes care of that, thank you. Now, something happens when you put your foot to the floor. No more waiting—yawn—for the tach needle to creep its way toward the red zone. And the ratios in the new box have the right numbers—no untoward gaps to reduce your forward momentum. I am not very fond of the Fiat Strada–style rocker switches, and the only thing I can say about the strange shift knob is that it certainly is a strange shift knob. Yessir, in this case, good has definitely gotten better. —Mike KnepperAddiction is the scourge of car fanatics. Yesterday, I spent five hours at the wheel of the X1/9 just because it gives me the simply uncontrollable urge to stretch out the wonderful moments until just about forever. The X1/9 is intoxicating. Once I discovered how to dislocate my right knee in order to slip in under the wheel, little could have dislodged me short of a bomb under the seat. Put the car on and it feels like a Gucci loafer: snug, but pliant and comfortable. Put it in gear and it feels like a junior Ferrari: noisy, but firm and di­rect. It goes, handles, and stops with an energy level that raises yours so high you feel you may never come down. Like all addictions, however, this one has its bad sides, and they detract from the joys of this otherwise rambunctious and efficient little whippet. Unless your right ankle is just naturally built funny and hooked to a foot the size of a Frisbee, you won’t be able to heel-and-toe the pedals without creative orthopedic surgery. And the shift linkage has all the obstinate qualities of a spoiled brat, badly in need of a solid course in remedial manners. But . . . par­don me, I have to go drive it again. —Larry GriffinSpecificationsSpecifications
1979 Fiat X1/9Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $7115/$7330Options: AM/FM stereo, $215.
ENGINESOHC 16-valve inline-4, iron block and aluminum headDisplacement: 91 in3, 1498 cm3Power: 67 hp @ 5250 rpmTorque: 76 lb-ft @ 3000 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: struts/strutsBrakes, F/R: 8.9-in disc/8.9-in discTires: Pirelli Cinturato P3165/70SR-13
DIMENSIONS
Wheelbase: 86.7 inLength: 156.2 inWidth: 61.8 inHeight: 46.5 inCurb Weight: 2050 lb
C/D TEST RESULTS30 mph: 3.3 sec60 mph: 11.8 sec1/4-Mile: 18.7 sec @ 72 mph90 mph: 42.1 secTop Speed: 97 mphBraking, 70–0 mph: 183 ft  
EPA FUEL ECONOMYCity: 26 mpg 
C/D TESTING EXPLAINED More

From the May 1999 issue of Car and Driver.The Neon’s replacement, which arrives as a 2000 model, is called the Neon. Pause to absorb this electrifying news, then note that this is the first time in more than three decades that the Dodge and Plymouth compacts have been redesigned without their names being changed. It’s a sign of an automaker’s confidence in its current product when it elects to carry over a nameplate for that product’s replace­ment. In the Neon’s case, we understand this decision. The cutesy Neon drew thousands of sought-after Gen X cus­tomers into Dodge and Plymouth show­rooms for the first time ever. In recent years, DaimlerChrysler says the Neon has been one of the company’s best-built and most reliable domestic cars, too. So it’s no surprise that the new Neon isn’t a radical change from the original model. It’s just 2.6 inches longer, 0.2 inch wider, and an inch longer in wheel­base than the 1999 model. The DOHC 2.0-liter four-cylinder that produced 150 horsepower is gone, however, leaving only the 132-horsepower single-cam version, mated to the same five-speed manual or three-speed automatic trans­mission. (An R/T version arrives for 2001 with a 150-hp SOHC engine.) The two-door has been dropped (it accounted for just 23 percent of Neon sales last year anyway), as the four-door has passed through a kind of design puberty. The happy-face front fascia has grown a more prominent chin, and a new chrome mustache has sprouted on the grille. HIGHS: Inviting, roomy, and less·plasticky interior; let’s-go-play handling; sleek new flanks; terrific brakes with ABS package.Baby fat has disappeared from the all-new body, which stretches tightly around the wheel wells, giving the Neon a family resemblance to the rest of DaimlerChrysler’s domestic-car lineup. It reflects a more grown-up and serious image for the Neon. Our first look at the 2000 (C/D, February 1999) documented these changes in detail. Since then, we’ve spent a lot of time behind the wheel, on the road as well as at the track. What we’ve learned suggests a glowing future for the Neon. A lack of refinement was a problem with the first design. And that’s the area where the new model has made the most significant strides. Wind whispers rather than whistles around the windows now. Bumps pass underneath more quietly, and the four-cylinder hums more dis­tantly. The decibel-level drops measured by our sound meter are five at idle, four at full-throttle, and two while cruising at 70 mph, when compared with our last SOHC Neon (C/D, December 1995). Many factors are at work here—a stiffer body, a redesigned four-strut suspen­sion, and full-frame doors with triple seals that replace the frameless-glass door design of before. On the engine, revised covers, manifolds, and a new mounting system reduce the hollow, whiny noises that plagued last year’s four-cylinder. Note that we said reduce, not eliminate. Bury the throttle all the way to the 6500-rpm redline, and a familiar booming sound greets the ear—­it’s just less annoying now. LOWS: Residual engine boominess, more likely to get lost in a crowded parking lot.The interior has taken a significant step forward. It’s slightly roomier front and rear. Even better is the execution of its components. The hard interior plastic is still there, but it’s better hidden behind soft-to-the-touch and faux-metal surfaces. Chrome latch handles with beefy-looking lock buttons dress up the doors. The LX models (and ES models at Dodge) have adjustable headrests for outboard rear-seat passengers, and the trunk carpeting extends beneath the spare tire. After we spent some time in it, this Neon felt a half­-class above rivals such as the Ford Escort and Chevy Cavalier. Jim Caiozzo|Car and DriverWith its stiffer body, revised shock valving, and increased suspension travel, the 2000 Neon is even more fun to throw around curves than the previous model. The steering is sharp and accurate. Controllable four-wheel drifts are a flick of the steering wheel away, and gross body motions are tightly controlled. The ride is noticeably firm—this is no Hyundai cush­mobile—but it never felt harsh. The brakes, though, have really been improved. Tromp on the pedal at 70 mph, and our four-wheel-disc and ABS-­equipped test car clawed itself to a stop in 175 feet. That’s five less than it took the Ford SVT Contour we tested, and it’s within a couple of feet of the stop­ping distances of a Mazda Miata or Chevy Corvette. The optional anti-lock system has been granted electronic brake propor­tioning and traction control, and improve­ments were made to fade resistance and pedal feel, but we didn’t expect this. Some credit goes to the optional Goodyear Eagle LS tires, which could summon 0.82 g of grip in curves, matching the skidpad number of a BMW 328i. This is excep­tional cornering and braking for a $15,000 econocar. The possibilities of the up­coming R/T and ACR racing models make us itchy with anticipation. At 2644 pounds, the 2000 Neon is 148 pounds heavier than the last four-door Neon we tested. That car could run to 60 mph in 7.9 seconds; the new one needs 8.7. That’s merely average for this class—a Mazda Protege ES requires 8.4 seconds, and a Saturn SL2 needs 7.6-but our test car was quite green, with just 400 miles on the odometer. We think a broken-in Neon would be 0.3 to 0.4 second quicker. VERDICT: It’s a less-distinctive car to look at but a far more competitive car underneath. Slower acceleration is about the only letdown in an otherwise comprehensively improved car. Surprisingly, the price hasn’t changed much at all—base prices stay below $13,000, with the LX and ES versions coming in at less than $15,000. If reliability is respectable on early-produc­tion cars, that will mark another welcome change from the previous model. If we can snag a long-term Neon soon, we’ll be the first to let you know if that’s the case. CounterpointThe original Neon reminded me of Opie Taylor. Now Opie’s deep into puberty and has apparently attended a finishing school: The brassy, buzzy engine note has been largely subdued. Interior surfaces are more tasteful and upscale. This new Neon rides like a bigger car. And its clutch is light, with Honda-smooth takeup. (Too bad the shift linkage remains as clunky as Barney’s cruiser’s.) I sure hope this Neon is better built than our long-termer (December 1995), which was awash in loose trim bits, failed latches, and mysterious squeaks. What’s more, I had a girlfriend whose ’95 Neon shed mechanical debris around the planet faster than the Mir space station. —John PhilipsThe Neon and I took some 15-mph “speed tables” in a nearby subdivision at 30 mph, and the Neon’s buttoned-up-for-’00 suspension was barely challenged. Had the roads not been so twisty and the speed tables so close together, my Neon friend and I would have pushed that little envelope. You can feel and see the refinement in this second-generation Neon: The fit and finish is well executed in the new taupe interior. However, the shifter is notchy; trying to engage reverse is a joke. The turn-signal noise is loud and agricultural. And why the key-release button? Have we no faith in our Gen Xers’ intelligence? —Patti MakiFrom its vastly richer-looking dashboard to its softer, quieter ride to the cushy surfaces that my elbows touch on the door panels, this Neon has moved up the automotive food chain. Yet while losing the old car’s go-kart ride, the new Neon maintains the quick reflexes and sharp handling that made the old one so charismatic and entertaining. Of course, the multifariously massaged engine still emits some 4000-rpm boominess, the rear seat is too low, and automatic transmissions with only three cogs have no place in the Western world, but on balance, the new Neon remains one of the more interesting small sedans on the market. —Csaba CsereSpecificationsSpecifications
2000 Plymouth Neon LXVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $14,650/$15,955Options: Anti-Lock Brake Group (includes traction control), $595; alloy wheels, $355; cruise control, $225; Light Group, $130
ENGINEDOHC 16-valve inline-4, iron block and aluminum head, port fuel injectionDisplacement: 122 in3, 1996 cm3Power: 132 hp @ 5600 rpmTorque: 130 lb-ft @ 4600 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: struts/strutsBrakes, F/R: 10.1-in vented disc/10.6-in discTires: Goodyear Eagle LSF: 185/60TR-15
DIMENSIONS
Wheelbase: 105.0 inLength: 174.4 inWidth: 67.4 inHeight: 56.0 inPassenger Volume, F/R: 51/39 ft3Trunk Volume: 13 ft3Curb Weight: 2644 lb
C/D TEST RESULTS
60 mph: 8.7 sec1/4-Mile: 16.6 sec @ 83 mph100 mph: 28.7 secRolling Start, 5–60 mph: 9.0 secTop Gear, 30–50 mph: 13.1 secTop Gear, 50–70 mph: 12.4 secTop Speed (gov ltd): 119 mphBraking, 70–0 mph: 175 ftRoadholding, 300-ft Skidpad: 0.82 g 
C/D FUEL ECONOMY
Observed: 24 mpg 
EPA FUEL ECONOMYCity/Highway: 28/35 mpg 
C/D TESTING EXPLAINED More

Broken Arrow Trail outside Sedona, Arizona, is like an off-road theme-park ride. Spanning 2.8 miles in and out, it rises over 400 feet and features the region’s iconic red-rock formations as a breathtaking backdrop. It’s also the birthplace of Pink Jeep Tours, which has hauled people up and down Broken Arrow since 1960. While the company’s jacked-up pink-painted Wranglers are an everyday sight, it’s not every day that they share the trail with a caravan of mid-size three-row SUVs, specifically the 2023 Honda Pilot TrailSport.It costs a family of four more than $500 to take the Jeep tour on the same route where we drove the new fourth-generation Pilot. We couldn’t help but chuckle at the surprised looks on people’s faces as they passed what probably looked to them like the SUVs they’d arrived in. Some passengers smiled and snapped photos with their phones; others sat slack-jawed inside the open-air Jeeps, perhaps wondering whether they could have driven their own vehicle instead of paying for the tour.A moderately difficult trail such as Broken Arrow can’t be conquered in most family SUVs—at least not without damaging something. Honda hopes to change that with the improved Pilot TrailSport, and our first experience at the wheel of a prototype showed it to be more capable than the faux off-roaders so popular in this space (including the previous Pilot TrailSport). By making a model that’s as capable as advertised, Honda hopes the new Pilot will stand out in a hotly contested segment.The Outdoorsy PilotThe TrailSport, which starts at $49,695, is the poster child for the fourth-gen Pilot. Its ruggedness encapsulates the redesigned Pilot’s boxier appearance and grander proportions. Compared with its predecessor, the new TrailSport is 3.7 inches longer overall—making it Honda’s biggest SUV ever—with front and rear tracks that are wider by 1.1 and 1.3 inches, respectively. Unlike before, the Pilot also won’t be mistaken for a minivan, mostly due to its square-jawed face and longer dash-to-axle ratio.Although every 2023 Pilot looks brawnier and benefits from a new platform that Honda says is the most rigid ever, the TrailSport stands out with exclusive off-road hardware. That includes a 1.0-inch lift that adds ground clearance (for a total of 8.3 inches) and a trim-specific suspension with retuned dampers with different valving, unique spring rates, and a thinner front anti-roll bar for improved flexibility. The new TrailSport is the first Pilot the factory fit with all-terrain tires, which are mounted on dark 18-inch rims with an inset spoke design and a unique wheel flange to prevent damage. It’s also the only model with a full-size matching spare. Happily, we never needed to fix a flat on Broken Arrow Trail, nor did we have to use the TrailSport’s front and rear recovery points.Related StoriesThe TrailSport’s Continental TerrainContact A/T all-terrain tires and torque-vectoring all-wheel drive worked together to maintain maximum traction. The 30.5-inch tires securely clung to Broken Arrow’s rocky red terrain, which was slippery from snowfall the day before. The all-wheel-drive system can send up to 70 percent of the available torque to the rear axle, and 100 percent of that can be sent to a single wheel. As the Pilot clawed over the toughest obstacles in the new Trail mode, we could feel Honda’s Trail Torque Logic working while we relaxed in the front seats, which are now more supportive.Our comfy reverie was occasionally interrupted by teeth-clenching scraping when hard objects met the steel skid plates protecting the engine, transmission, and fuel tank. Still, no real harm was done, and our convoy of Pilots confidently marched along. Our confidence was enhanced by the TrailSport’s useful TrailWatch camera system, which has front, side, and 360-degree views that are quickly accessed through a button on the tip of the windshield-wiper stalk. The front view was particularly useful on steep hills when the view over the hood showed nothing but sky. Improved On-Road RefinementWhile the TrailSport model attracts the most attention, the regular Pilot is significantly better too. We spent time in a top-of-the-line Elite, whose fancy features explain its $53,375 starting price. Apart from the TrailSport’s enhanced off-road chops, the Pilot’s newfound refinement is the 2023 model’s most compelling update. The structure is stiffer, there are myriad sound-deadening measures, and Honda redesigned the suspension to improve ride comfort and stability. The chassis also features bigger front brake rotors (13.8 versus 12.6 inches) and shorter overall brake-pedal motion. The steering is quicker, and the wheel is slightly wider and wrapped in nicer materials.Not only do the enhancements help make the Pilot much quieter inside, but driving this Honda SUV is also no longer a total snoozefest. Granted, the Pilot doesn’t corner or stop like a Civic Type R, but it doesn’t feel like a wobbly barge anymore either. The direct feel of the steering is a big leap over the old lifeless rudder, and it combines with improved body control and more responsive brakes for a driving experience that’s far better than its predecessor’s.HondaEvery Pilot has Honda’s new double-overhead-cam 3.5-liter V-6, which has the same displacement as the venerable single-overhead-cam V-6 it replaces with notable improvements to the fuel-delivery system, internals, and packaging. The new engine still makes 262 lb-ft of torque, but horsepower rises from 280 to 285. The powerplant pairs with a new 10-speed automatic transmission instead of a nine-speed unit, and front- or all-wheel drive. The new powertrain doesn’t make the Pilot feel discernibly quicker, but the throttle is more responsive at low speeds, and gearchanges mostly go unnoticed. Towing capacity remains 5000 pounds. EPA-estimated fuel economy for front-wheel-drive models is 22 mpg combined, while all-wheel-drive versions earn 21 mpg combined (20 mpg for the TrailSport). Those combined figures all are 1 mpg lower than the outgoing Pilot’s.Breaking the Old MoldAlthough the 2023 Pilot doesn’t have its predecessor’s obvious visual ties to the Honda Odyssey minivan, the new SUV’s larger dimensions and 2.8-inch-longer wheelbase make it a more practical people mover than before. The Pilot can comfortably fit seven or eight people, even if maneuvering around the cabin is easier in its sliding-door sibling. Still, second-row seats are highly flexible, and some models have a removable middle seat that can be stored under the rear cargo floor. However, the seat weighs more than 30 pounds, so stowing it requires some muscle. When the underfloor storage isn’t occupied, it offers 3 cubic feet of space. The removable load floor panel is also reversible, with carpet on one side and rubber on the other. The Pilot’s roomier third row has a USB port on each side and four cupholders (of the 14 total). The cargo area is bigger too, now with 49 cubic feet behind the second row and 19 cubes behind the third, in both cases a gain of two. Folding all the rear seats creates a flat floor and opens up 87 cubic feet of space. There’s also extra storage up front via a larger center-center console bin and a useful parcel shelf built into the dashboard.Only the top-tier Pilot Elite features a 10.2-inch digital gauge cluster and a head-up display. All versions except the LX and Sport trims have a 9.0-inch touchscreen infotainment system with wireless Apple CarPlay and Android Auto. It’s all part of a compelling package that includes standard driver assists such as automated emergency braking, automatic high-beams, adaptive cruise control, and lane-keeping assist. We’re impressed by the 2023 model’s improvements. It breaks the mold of the old generation, blossoming from forgettable to desirable—especially to everyone who saw the TrailSport keep up with the pink Jeeps on Broken Arrow Trail.SpecificationsSpecifications
2023 Honda PilotVehicle Type: front-engine, front- or all-wheel-drive, 7- or 8-passenger, 4-door wagon
PRICE
Base: LX, $37,295; LX AWD, $39,395; Sport, $40,495; Sport AWD, $42,595; EX-L, $43,295; EX-L AWD, $45,395; Touring, $47,795; Touring AWD, $49,895; TrailSport, $49,695; Elite, $53,375
ENGINE
DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 212 in3, 3471 cm3Power: 285 hp @ 6100 rpmTorque: 262 lb-ft @ 5000 rpm
TRANSMISSION10-speed automatic
DIMENSIONS
Wheelbase: 113.8 inLength: 199.9–200.2 inWidth: 78.5 inHeight: 70.9–72.0 inPassenger Volume, F/M/R: 57–59/57–59/40 ft3Cargo Volume, Behind F/M/R: 87/49/19 ft3Curb Weight (C/D est): 4050–4700 lb
PERFORMANCE (C/D EST)
60 mph: 6.0–6.5 sec1/4-Mile: 14.5–15.1 secTop Speed: 115 mph
EPA FUEL ECONOMY
Combined/City/Highway: 20–22/18–19/23–27 mpg More

From the October 1977 issue of Car and Driver.You can’t trust car companies these days. Some of them have absolutely no re­spect for tradition. The subject of this road test is a perfect case in point. All we did was turn our backs for a few minutes, and Saab jumped out of its pigeonhole.Everybody knew the well-built Swede; stout of bumper and roof supports, it was the perfect car to have if you were plan­ning a couple of endos for your summer vacation. At one time, the company even went so far as to make a special pitch to this sort of driver with an ad that showed a 99 being dropped on its roof. The car was so tough the landing barely scratched the paint. Such is the stuff of legends—boring legends, mostly. And the same applies to the electric bun-­warmer seat and the side-window defrost­ers and the slush-deflecting mud flaps and the thigh-high ground clearance that keeps you from being high-centered on a snow­bank. Saabs are made in Sweden, where the snow sometimes comes up to your ear­lobes, and nobody reckons that to be an excuse for staying home. If you live in Bemidji, Minnesota, nothing more needs to be said. You just sign the order form and be done with it. On the other hand, if you live much south of there and are like most folks, you don’t sign the order form and are just as done with it. Because everybody knows that Saabs are great for cold weath­er, but according to conventional wisdom, not much else. So it comes as something of a shock to all of us to discover that safe, sane, snow­-proof Saab now has fetched up a model that’ll get second-gear rubber and double the double-nickel any day of the week. Who knows? Maybe the law of gravity will be repealed next. We are speaking here of the Saab Turbo. Never mind that it sounds like a joke, right up there with Henry J Turbo on the laugh meter. Don’t be embarrassed. Go ahead and indulge yourself. It’s not like laughing at a cripple. Saabs can take it. And when you get all done cracking Saab jokes, you’ll find the one thing that is even more fun is driving Saabs. They are great, good-na­tured cars, as solid as the Swedes who build them, and true, rugged individualists in a market of me-too cars. More Archive ReviewsThe Turbo is not a radically different Saab. It is noticeably different in the way it acts, to be sure, but mostly it’s just a better Saab. Before 1975, the Saab 99 was just another family hauler, heavy on passenger space and very light on driving fun. But for 1975 the two-liter engine was upgraded to the Bosch K-Jetronic fuel injection. This, along with a careful job of valve-train and ignition tuning, uncovered a mother lode of horsepower in the single-overhead-cam, four-cylinder engine. At the same time, throttle response was improved to the point of being the best of any emissions-­controlled engine anywhere. And to complete the package, Saab redesigned the transmission and the shift linkage. The gearbox and differential are well forward of the passenger compartment so a very long shift linkage is required. In many cars—the Porsche 911, for exam­ple—this long distance is enough to keep the transmission from ever getting a clear message from the driver, but it is no bother in the Saab. The shifting is as accurate and sure as it would be if the lever poked right out of the top of the box. So with just these few changes, the Saab 99 went from a rath­er efficient dullard to a sparkling perform­er. It suddenly became one of the neatest manual-transmission cars around. The en­gine would give you revs when you or­dered them. No waiting. And the shifter would cut a new gear as fast as your hand could move. Mustangs and Monzas couldn’t manage that, Fiats felt like they had millstones for flywheels, and even BMWs were hard-pressed. So the Saab moved right smartly into the small circle of hero cars. And every year since then, the car gets a little better. The steering gets easier, the upholstery is plusher, and occasionally there is a spring rate or shock-absorber change. Still, there is very little that you can point out with absolute authority as brand-new. But every year the new models feel better. The body seems more solid and more rat­tle-free, the trim is anchored on a bit tight­er, all the buttons and levers seem more predictable in their motions. As the stuff of legends, the old 99 Wagonback’s mud flaps, bun warmers, and endo-resistant structure pale before the horsepower of the Turbo.While the upright and stolid external shape encourages jokes, there is really nothing at all that is funny about a Saab. Quite the contrary, it is one of the most serious cars around. There are no market­ing gimmicks. You won’t find digital clocks or weather eyes in residence on the dashboard. No jewelry-tooled filigree moldings or imitation hand-stitched pad­ding will meet your gaze. And there is not a square centimeter of brocade to simulate elegance. There is only equipment: levers to adjust the height and rake of the front seats (in addition to the usual fore-and-aft and backrest angle adjustments), levers to fold down the rear seat for more cargo space, levers to regulate ventilation flow and a storage bin on top of the dash where it is easy to reach. And not least, the most convenient three-point safety belt of any car on the market. That’s a Saab for you, function instead of flash. And that attitude, more than anything else, explains the turbocharger. What bet­ter way to combine performance and effi­ciency under the same hood? Saab’s turbo installation offers more pleasure per dollar (never mind that the price is yet to be an­nounced) than any other on the market simply because it has so many ways of tell­ing you that it is there. First off, you can see it. The turbo itself is up there in the right front corner of the engine compartment. All you have to do is peer in over the fender and there it is. Porsche buried the one in the Turbo Carrera under so much sheetmetal you have to crawl under the car to see it, and Buick’s turbo is so hidden by pipes and hoses that what you do see looks more like an EGR valve. But Saab’s engi­neers, bless those Swedish elementalists, have located the turbo and all of its valves and piping right out in plain sight for your viewing pleasure. You also can hear it. During straight and level driving, it makes no more noise than the battery, but when you toe into the power anytime above 2500 rpm, you’ll hear a small whistle. It’s not very loud. Probably your passengers won’t even no­tice it. But it rises in pitch very quickly as the compressor speed builds up, and falls just as rapidly if you lift out of the power. If your foot is agile, you could probably even play a tune with it. Of course, you can also feel the turbo when it goes to work. It comes on with a fair rush, not much like the slam of a Tur­bo Carrera but a mighty exhilarating push nonetheless. Maximum torque is 160 pound-feet at 3500 rpm, a number you’d never get from a streetable two-liter that was normally aspirated. Power peaks at 5000 rpm with 135 SAE net horsepower, up 25 hp at 500 less revs—and that too is a gen­erous figure for a two-liter. Saab has chosen a rather unusual way of controlling boost pressure. The AiRe­search turbocharger has a built-in waste­gate to bypass exhaust flow around the tur­bine when a predetermined pressure is reached. So far, this is perfectly normal. But Saab differs from Buick and Porsche in that the wastegate senses exhaust mani­fold back pressure. Although the others boost up to a predetermined intake mani­fold pressure and then hold that level all the way to the redline, Saab boosts up to a given exhaust back pressure and then holds it to the redline. The two methods produce far different power curves. The Porsche-Buick method tends toward a very level torque curve from the point of maximum boost on up to the redline. At the same time, the power curve rises steadily, and the car seems to accelerate better and better as it ap­proaches the redline. The Saab motor, on the other hand, feels like a normal engine, only stronger. The torque curve is soft below 1500 rpm, rises abruptly between 2000 and 3000, then drops off after 3500 much as a normal engine would. So the output is very strong in the midrange but fades no­ticeably in the upper reaches. Saab spokesmen say that their constant­-exhaust-pressure system lends itself more readily to emissions control. The engine is equipped with a three-way catalyst and feedback sensor—the same Bosch system that is known as Lambda Sond in Vol­vos—and the constant-exhaust-pressure system blows less hot exhaust gas through the catalyst at high engine speeds than the more usual constant-intake-pressure ar­rangement. Because of this elaborate emis­sions-control device, the Turbo will pass both federal and California requirements and is intended to operate on unleaded reg­ular gasoline. Compared to a normally aspirated Saab—a 1977 California model with the same emissions-control equipment—the Turbo is much quicker, clearing the quar­ter-mile in 17.5 seconds at 81.9 mph, for an improvement of 0.5 seconds and 8.9 mph. The Turbo’s 110-mph top speed is also better by three mph. And this is ac­complished against the handicap of gear ratios in the transmission that have been lengthened by about eleven percent. (Also, the Wagonback test car is 159 pounds heavier than the two-door sedan, tested.) Actually, longer ratios work well in turbo­charged cars. The extra torque more than offsets the change in gear ratios so acceler­ation is improved, but the new ratios im­prove fuel economy and engine noise level during normal driving. Turbochargers also settle into the har­ness better when they have a long gear to pull against. This is because the speed of the compressor—and therefore the amount of boost—depends entirely upon the vol­ume of exhaust gas flowing through the turbine. During normal driving, when the throttle is just cracked open, there is very little flow, so the compressor idles much like a pinwheel in a faint breeze. But when you open the throttle wide for more power, exhaust flow increases, which then drives the compressor fast enough to make boost. But this speeding-up process takes time, and it is this delay that is known as turbo lag. With a manual-transmission car, you go through a lag cycle every time you lift off the gas to shift, which means that the power is a bit soft for the first second or so after you engage the next higher gear. And it follows that if you have a very close ratio five-speed mated to a typical turbo engine, you might be operating in the soft zones enough of the time to actually slow down the acceleration process even though you theoretically have nearly ideal ratios most of the time. Porsche feels the same way and uses only a four-speed transmission with the Turbo Carrera. Clues to the Saab’s identity aren’t hard to find. The boost gauge and turbo are in plain sight.Because turbochargers operate on ex­haust-gas flow, at very low engine speeds there will not be any boost simply because the engine doesn’t produce enough exhaust gas to run the compressor. This has noth­ing to do with turbo lag. For example, if you give the Saab full throttle at 1000 rpm, it accelerates purely as a normally aspirat­ed engine. There is no boost whatsoever. And no lag. Just a shortage of exhaust gas. But by the time you reach 1500 rpm, the exhaust flow has increased enough to pro­duce a slight boost. And from there up to about 3500 rpm, the boost climbs in direct proportion to engine speed. This combination of turbo lag and mini­mum engine speed necessary for boost makes a turbo car tricky to drive in traffic. The Saab is so smooth and relaxed that there is a great temptation to get it up into third gear as soon as it reaches walking speed and ease on down the street. But you can really catch it flatfooted that way too. You see an opening you want, nail the throttle and aim for it—and nothing hap­pens. The tach shows 1300 revs, and the wonderful turbo motor is still asleep. Keeping it awake requires a little dexter­ity with the foot pedals. You have to keep the revs up, at least to 2500 for best results. And you must plan ahead. Look for those openings in advance. Just before you pounce, you can crank up the turbo by rid­ing the brake a bit and holding the throttle open to maintain speed. If you have enough eyes to watch traffic and the boost gauge too, you’ll notice the needle move up to the positive pressure area—or at least less negative if you’re running at low revs. And if your ears are clean, you’ll hear that whistle. Then when you take your foot off the brake and open the throttle farther, you get that big-motor lunge. People who want to drive along half asleep don’t like turbo motors for this reason. Too much work. But for the driver who is willing to pay attention, the turbo offers not only an unbeatable combination of performance and economy; it also pays dividends on your cunning techniques.Saab expects to have production Turbos for sale in this country in January. At this point, the plan is to offer the engine in both the regular two-door EMS body and in the three-door Wagonback. The test car was one of 100 pre-production Turbos that Saab built as trial balloons to test both public reaction and durability in the hands of non-factory drivers. For the most part, the Turbo has the same equipment—cast­-alloy wheels, 175/70HR-15 tires, front spoiler, and Bilstein shocks—that is stan­dard on the EMS. Two additions are an intake air scoop on the right side of the spoiler and an oil cooler on the left. Despite all the uplifting of Saab’s image in the last few years and the fact that you can now buy a high-technology turbo mo­tor right from the factory, Saabs are still a long way from being your normal cars. We were reminded of that just yesterday when one of the attendants in the Red Ball Ga­rage delivered the Turbo to the ground floor for us. He eased it back off the eleva­tor, found first gear and, with a chirp from the front tires, aimed it for the front door. These guys move so many cars every day that they’ve got the delivery down to one smooth motion. Just before he came to a stop he pushed the lever into neutral, pulled up the parking brake and turned to open the door in a move that would have had one foot in the ground just as the car stopped rolling. But the door didn’t open. Instead, there was a kind of frustrated scratching sound on the inner door panel followed by a rolling skyward of his eye­balls. He couldn’t find the door handle. Nobody finds the inside door handle of a Saab on the first five tries. Saabs are differ­ent. That’s half their charm. The other half, of course, is that they work. CounterpointCould it be that Saab doesn’t want to be Swedish anymore? That the stolid, tradition­al Scandinavian virtues of rationality and predictable responsibility are no longer crit­ical factors in every product decision? The firm has its sights on a brave new image, and the revised recipe calls for a BMW-like blend of technological refinement, marketing bra­vado, and fast cars. Saab’s advertising has been beating this drum for the last year. With the debut of the Turbo, however, be prepared for a full marching band.And rightly so. The new Saab Turbo is a genuine performance car: strong, supple, good off the line, fast through the corners, whisper smooth, and lovingly screwed to­gether. Speed comes so effortlessly that the only way to stay out of traffic court is to force yourself to check the speedo every 30 seconds—and I can promise what you find there will delight you. —David Abrahamson Years ago I got interested in Saabs because of their engines—in those days, two-stroke, three-cylinder affairs perfectly suited to the demands of sidecar racing. With time, though, the rest of the car evolved sufficient­ly to capture the world’s attention, and the powerplants became more mundane. But now they’ve given us a delightful blower-mo­tor, and once again I’m completely beguiled by the quirky, paradox-laden Swedish car. Because the Saab Turbo is not only quick, it’s also a genuine Fourth-of-July driving ex­perience, full of sudden pleasures and high spirits as you fight to keep the revs and boost up, twist the thick leather wheel hard to minimize torque steer, and listen to the tires howling like demons. They’ve all been com­petent machines, but this latest Saab has a huge dose of that new-old magic. And who knows? Maybe the turbo motor would make a good sidecar engine. —Steve Thompson The relative youth of my associates here at Car and Driver has led some of them to the mistaken conclusion that Saabs only recently became good cars. They can be forgiven their youth, but not their ignorance. Saabs have always been good cars. I saw my first one in 1953, drove my first one in 1957, saw Eric Carlsson drive one in 1960, and I am here to tell you that Saab didn’t need a tur­bocharger to go fast. However, the addition of a turbocharger to the already-spectacular Lambda Guard engine is absolutely guaran­teed to make your eyes bug out. This is a rocker, pal, and you’d best be wearing your shorts and sneakers if you’re going to try to keep up with it. One heroic blast down the highway is enough to convert anybody. Without prior knowledge of the Saab power­plant’s configuration, the average keen-type wouldn’t know what in the world he had hold of. It’s smooth, quiet, and quick. It’d wind right off the clock without the 5700-rpm rev limiter, and it’d be weeks before the chagrin of a busted engine would replace the euphoria of the Saab Turbo’s performance. If you have never driven a Saab, you have been culturally deprived for too long. You owe this to yourself. —David E. Davis. Jr.SpecificationsSpecifications
1977 Saab TurboVehicle Type: front-engine, front-wheel-drive, 5-passenger, 2-door sedan
PRICEAs Tested: N/A
ENGINEturbocharged SOHC inline-4, iron block and aluminum head, port fuel injectionDisplacement: 121 in3, 1985 cm3Power: 135 hp @ 5000 rpmTorque: 160 lb-ft @ 3500 rpm 
TRANSMISSION4-speed manual
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 11.0-in solid disc/10.6-in  solid discTires: Pirelli Cinturato CN-36175/70HR-15
DIMENSIONS
Wheelbase: 97.4 inLength: 174.0 inWidth: 66.5 inHeight: 56.7 inCurb Weight: 2667 lb
C/D TEST RESULTS30 mph: 3.2 sec60 mph: 9 sec1/4-Mile: 17.5 sec @ 82 mph100 mph: 36.5 secTop Speed (observed): 110 mphBraking, 70–0 mph: 212 ft 
C/D FUEL ECONOMY
Observed: 22 mpg  
C/D TESTING EXPLAINED More

The classic Land Rover Defender came in various sizes and shapes, so it’s in keeping with tradition that the new one should too. Upon its debut, the reborn Defender appeared both as the mainstay four-door 110 and the two-door 90—which is lesser in length but greater in charm. The Defender 110 does offer the option of a supplemental rear bench wedged into the cargo area, though it’s all but useless. To create a genuine three-row seating package required a third body style, and that’s what we now have with the taffy-stretched Defender 130.We’ve praised the current Defender’s design, which manages the not-so-easy feat of looking wholly modern and yet unmistakably kin to the off-road icon that first appeared in the 1940s. That sentiment applies both to the Defender 90 and the 110, but the 130’s extra length—it is 13.3 inches longer than the 110, 30.5 inches longer than the 90—throws off its proportions. (For some of us, it calls to mind the Jeep Grand Wagoneer L.) With the long rear overhang, one can almost imagine that opening the side-hinged cargo door and plopping a particularly heavy item onto the rear load floor could result in the Land Rover popping a wheelie. Marc Urbano|Car and DriverOf course, that would never happen, in part because the Defender itself is so heavy. At 5931 pounds, our Defender 130 is 158 pounds heavier than the last Defender 110 to cross our scales. The 130’s engine offerings are trimmed from the bottom and the top, which means there’s no turbo four and no V-8. Motivating this Land Rover’s mass, therefore, is one of two 3.0-liter six-cylinder engines: the 296-hp P300 and the 395-hp P400. In most cases, it’ll be the P400, which is in all but the lowest trim level. Land Rover Defender Tested!The turbo-boosted inline-six also features an electrically driven supercharger, which effectively combats turbo lag. There’s also a 48-volt motor-generator; despite its presence, restarts from the auto stop-start system could be snappier. The long-travel accelerator seems designed for careful modulation in delicate off-pavement situations, with a demure tip-in. Push past that, however, and this boosted six proves smooth and muscular. Working in concert with a superb ZF-built eight-speed automatic, it shrugs off the 130’s avoirdupois and proves more than up to the task of propelling our well-loaded example. Whereas a 2020 Defender 110 SE (with the same engine) needs 6.3 seconds to hit 60 and 14.8 seconds to power through the quarter-mile, this 130 charges to 60 mph in 6.2 clicks and shaves 0.2 seconds off the quarter-mile time. It’s also rated to tow 8200 pounds.Predictably, EPA estimates are grim at 17 mpg city and 21 mpg highway (with either engine), and in our 75-mph fuel-economy test, the XL Landie quaffed a gallon of premium every 19 miles. That sounds bad, but it’s actually 1 mpg better than our result with a Defender 110X with the same powertrain. We should note the 110X was equipped with the Explorer package that includes a roof rack, snorkel, and side-mounted gear carrier.HIGHS: Hauls the whole crew, sophisticated on-road demeanor, ready to cross Namibia.We didn’t have an opportunity to drive the Defender 130 in its natural environment—climbing the mountains of Nepal, say, or traversing the jungles of Borneo. Those who do travel in extremis will want to be mindful of their extra-long steed’s commensurately shallower departure angle—28.5 degrees versus 40.0 degrees for the 110—lest the larger Rover drag its bodacious booty on a rock. Otherwise, though, the 130 should be as capable as its siblings off-road. That is to say, very, as we discovered piloting a Defender 110 through the muck on Michigan’s Drummond Island. The standard all-wheel-drive system includes a two-speed transfer case, and the center differential is lockable. A locking rear differential is available as part of the $1500 Off-Road package. Ground clearance is 11.4 inches, and like its siblings the 130 can ford 35.4 inches of water.Marc Urbano|Car and DriverThe Defender 130 gets air springs, along with Land Rover’s Adaptive Dynamics, as standard. The sophisticated suspension keeps the ride from getting bouncy, and it effectively isolates passengers from broken pavement. The steering is pleasantly weighted and precise for such a serious off-roader, but when cornering, the Defender 130 feels every inch of its size and will have you slowing considerably for curves. At the track, the 130 recorded a modest 0.71 g of lateral grip. The Defender’s brake-by-wire system, which in the 2020 model we found difficult to modulate, brings no complaints this time around. The setup also proves highly effective in panic stops, hauling the Land Rover down from 70 mph in just 167 feet.LOWS: An ungainly profile, cargo space disappears with eight passengers, a powerful thirst for unleaded.None of the above is a great deviation from other Defender models. The big change here is the interior package: The 130 clearly was designed to accommodate three rows of seating. Its back bench has sufficient headroom and an additional 11.2 inches legroom for teens or even average-size adults, although foot room is tight. Split 40/20/40 or optionally 60/40, the seat has belts for three, which seems optimistic unless they’re all waifish models. Land Rover includes USB-C ports and even optional seat heaters back there, plus a supplemental sunroof, so it doesn’t feel too much like steerage. One other change from lesser Defenders is that the 130 doesn’t offer the unusual three-person front bench seat (which would have pushed total capacity to nine), nor can second-row captain’s chairs be had.Even with the extra-long body, with all seats deployed, passengers won’t be able to pack much more than a toothbrush and a change of underwear. Behind the rearmost seat there’s space for just three carry-on bags. In max-cargo mode, there’s 81 cubic feet of cargo space behind the front seats, which is only two cubic feet more than in the three-row Defender 110. That’s about as much as you’d find in a Nissan Pathfinder but less than in some other mid-sizers, such as the Hyundai Palisade, Chevrolet Traverse, or Volkswagen Atlas, and with the seats folded, the Land Rover’s load floor isn’t flat.As in its less lengthy stablemates, the Defender interior is ruggedly practical, featuring grab handles, durable-looking finishes, and numerous storage cubbies. Yet it manages to avoid seeming basic thanks to extensive padded surfaces. It’s distinctly different from other upscale SUVs. Marc Urbano|Car and DriverDistinctly different describes the Defender overall, and the pricing is certainly upscale. The 130 skips the steel-wheels stripper trim level and starts instead with the S, for $69,475, which is a premium of $9700 over the 110 S. From there, it climbs through SE, X-Dynamic SE, and First Edition trim levels to top out with the X, which retails for $101,375 before options. Beyond the extra spend, though, there aren’t many compromises to be made here. With the 130, Land Rover successfully stretches the Defender in size and capability.SpecificationsSpecifications
2023 Land Rover Defender 130 First Edition Vehicle Type: front-engine, 4-wheel-drive, 8-passenger, 4-door wagon
PRICE
Base/As Tested: $86,175/$92,075 Options: 22-inch Gloss Sparkle Silver wheels, $2000; Towing Pack 2 (tow hitch receiver, advanced tow assist, configurable terrain response), $1850; Carpathian Grey paint, $1050; Cold Climate pack (heated windshield, washer jets, and steering wheel, headlight washers), $500; 60/40-split, heated third-row seat, $300; full-size spare, $200
ENGINE
supercharged, turbocharged, and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2996 cm3Power: 395 hp @ 6500 rpmTorque: 406 lb-ft @ 2000 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 14.3-in vented disc/13.8-in vented discTires: Continental CrossContact LXHL275/45R-22 115W M+S LR
DIMENSIONS
Wheelbase: 119.0 inLength: 210.9 inWidth: 79.1 inHeight: 77.6 inCargo Volume, Behind F/M/R: 81/44/14 ft3Curb Weight: 5931 lb
C/D TEST RESULTS
60 mph: 6.2 sec1/4-Mile: 14.6 sec @ 97 mph100 mph: 15.7 sec130 mph: 33.6 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 6.9 secTop Gear, 30–50 mph: 4.0 secTop Gear, 50–70 mph: 4.6 secTop Speed (gov ltd): 131 mphBraking, 70–0 mph: 167 ftRoadholding, 300-ft Skidpad: 0.71 g
C/D FUEL ECONOMY
75-mph Highway Driving: 19 mpg75-mph Highway Range: 370 mi
EPA FUEL ECONOMY
Combined/City/Highway: 19/17/21 mpg More

In theory, plug-in hybrids combine the best elements of both gas- and battery-powered vehicles. Capable of traveling far distances with reasonable efficiency courtesy of their gas engines and electric motors, PHEVs also can manage short romps of emission-free driving by way of their relatively large-capacity battery packs (for a hybrid) that can be recharged via an external power source. By this logic, the Hyundai Santa Fe PHEV ought to make a prime candidate for today’s SUV-hungry consumers looking to enter the EV space without entirely abandoning the familiarity and reliable fueling infrastructure that comes with owning a gas-powered car. And yet this mid-size SUV, as both a gasoline-electric hybrid and an electric vehicle, manages to leave us wanting. Marc Urbano|Car and DriverBlame the fact that the plug-in’s powertrain provides no appreciable boost to fuel economy or performance over the regular Santa Fe hybrid and that the PHEV shares its core competencies with all other Santa Fe variants. So while it may be more complex, it’s not necessarily better than its more affordable hybrid counterpart.More MotorThe PHEV is the latest addition to the Santa Fe’s powertrain lineup, which also includes a hybrid and two gas-powered four-cylinder options (one naturally aspirated, the other turbocharged), and it alters the basic Santa Fe formula by adding a lithium-ion battery pack with 12.4 kWh of usable capacity. According to the EPA, this affords a battery-electric driving range of 31 miles. In our 75-mph highway fuel-economy test, we managed 29 miles before draining the battery.HIGHS: 31 miles of EV range, spacious interior, roomy cargo hold.Netting those engine-off miles, however, requires a delicate right foot. Even a light prod of the accelerator fires up the 178-hp turbocharged 1.6-liter four-cylinder engine. The PHEV’s 90-hp electric motor—although brawnier than the hybrid Santa Fe’s 59-hp unit—struggles to move the 4505-pound SUV on its own. Combined, the electric motor and the gas engine produce a total of 261 horsepower, enough to move the all-wheel-drive Santa Fe PHEV with acceptable aplomb. Accelerating to 60 mph requires 7.5 seconds, while the quarter-mile goes by after 15.7 seconds with a trap speed of 90 mph. Those figures mirror the Santa Fe hybrid’s results—the PHEV’s 261 pounds of additional mass compared to the hybrid largely negates its extra 35 horsepower. The PHEV did have a slight advantage in our passing-acceleration tests, though, beating the hybrid by 0.5 second from 30 to 50 mph and by 0.7 second from 50 to 70.Mileage MattersThe PHEV is not appreciably quicker than the regular hybrid, nor is it more economical—at least not in our hands. While the EPA estimates that the Santa Fe PHEV will average 32 mpg on the highway, 2 to 3 mpg more than the regular Santa Fe hybrid, in our 75-mph highway-fuel economy test, the PHEV returned just 25 mpg versus the Santa Fe hybrid’s 31 mpg. Marc Urbano|Car and DriverThe lack of a meaningful fuel-economy boost alone is arguably reason enough to bypass the Santa Fe PHEV in favor of the hybrid—then there is the aforementioned affordability factor. With a starting price of $47,305, a top-of-the-line 2022 Santa Fe PHEV Limited like our test example stickers for $5300 more than the equivalent Santa Fe hybrid, both with standard with all-wheel drive. We also experienced some drivability issues with the PHEV. Toeing the accelerator off the line often resulted in a split second of . . . nothing . . . while the powertrain works through how it wants to dole out propulsion. Similarly, we had issues with the pedal response from the blended brakes. There can be a slight delay or nonlinearity to the brake pedal. For most drivers, it wouldn’t be a big deal, but in an emergency situation, some could find it alarming. LOWS: Disappointing highway fuel economy, PHEV upcharge doesn’t pay off, undesirable input lag.Also irksome is the fact Hyundai fails to offer any adjustments for the SUV’s regenerative-braking system. Whereas many of the automaker’s other battery-powered models allow the driver to adjust this by way of steering-wheel-mounted paddles, the plug-in Santa Fe’s paddles serve the sole purpose of manually controlling its six-speed automatic transmission, which can be slow to downshift when left on its own.The PHEV is not without its positive attributes, but these are common to all Santa Fe models. The cabin benefits from ergonomic controls and myriad storage cubbies. The five-seat SUV also offers comfortable seating and a versatile cargo hold—the latter swallowed 13 carry-on bags behind the rear seats in our testing and 27 with the seats folded. Passenger accommodations are generous, even though the PHEV suffers a minute reduction in rear-seat legroom due to the battery pack’s underfloor location.Overall, the PHEV just doesn’t offer enough benefits over the regular Santa Fe hybrid, particularly given its extra cost. And Hyundai offers the Santa Fe PHEV only in California and the 10 other states (Colorado, Connecticut, Maine, Massachusetts, Maryland, New Jersey, New York, Oregon, Rhode Island, and Vermont) that have both adopted and enacted the California Air Resources Board’s zero-emissions-vehicle program. But car buyers who live elsewhere need not feel shortchanged. The cheaper, more efficient, and nationally available Santa Fe hybrid is the better choice anyway.SpecificationsSpecifications
2022 Hyundai Santa Fe PHEV LimitedVehicle Type: front-engine, front-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $47,305 /$47,515 Options: carpeted floor mats, $210
POWERTRAIN
turbocharged and intercooled DOHC 16-valve inline-4, 178 hp, 195 lb-ft + AC motor, 90 hp, 224 lb-ft (combined output: 261 hp; 12.4-kWh lithium-ion battery pack; 3.6-kW onboard charger)Transmission: 6-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.8-in vented disc/12.0-in discTires: Continental CrossContact LX Sport235/55R-19 101H M+S
DIMENSIONS
Wheelbase: 108.9 inLength: 188.4 inWidth: 74.8 inHeight: 66.3 inPassenger Volume, F/R: 60/50 ft3Cargo Volume, Behind F/R: 72/36 ft3Curb Weight: 4505 lb
C/D TEST RESULTS
60 mph: 7.5 sec1/4-Mile: 15.7 sec @ 90 mph100 mph: 20.4 sec120 mph: 35.0 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 7.5 secTop Gear, 30–50 mph: 3.8 secTop Gear, 50–70 mph: 4.7 secTop Speed (C/D est): 130 mphBraking, 70–0 mph: 176 ftRoadholding, 300-ft Skidpad: 0.83 g
C/D FUEL ECONOMY
Observed: 27 MPGe75-mph Highway Driving, EV/Hybrid Mode: 76 MPGe/25 mpg75-mph Highway Range, EV/Hybrid mode: 29/310 mi
EPA FUEL ECONOMY
Combined/City/Highway: 33/33/32 mpgCombined Gasoline + Electricity: 76 MPGeEV Range: 31 mi
C/D TESTING EXPLAINED More

Only a few months have passed since we first had our first serving of America’s track superstar, the Chevrolet Corvette Z06. Before we could even digest that dollop of greatness, Chevy is serving up dessert: the hybrid-powered, all-wheel-drive 655-hp Chevrolet Corvette E-Ray. And we can now tell you what it’s like to be in it, at least from the passenger’s seat. From 100 yards, the Corvette E-Ray could easily be mistaken for a Corvette Z06. It shares the same body as the track-focused Z06 and even its massive tires. But as the E-Ray approaches, it’s not to be confused with the shrieking 670-hp Z06. Aside from the externally amplified hum of the 160-hp electric motor that powers the front axle, the E-Ray rolls up nearly silent. That would be Stealth mode, a pure-electric mode that Chevrolet says can last up to five miles before the 1.1-kWh battery is empty, provided you’re delicate with the accelerator. Beyond 45 mph or with a big push of the right pedal, the 495-hp 6.2-liter V-8 crackles to life and seamlessly blends into the equation.A rainy and overcast January day would typically be the biggest letdown for showing off your new sports car, but for Chevrolet and the all-wheel-drive E-Ray, it’s a blessing. With Energy Integration engineer Stefan Frick behind the wheel initiating the launch control sequence—which now features rpm adjustability like the Z06—the V-8 gurgles and chugs with excitement. The E-Ray blasts off the line, the electric motor pulling while the rear tires scurry for traction. There’s a weird blend of pushrod V-8 roar and George Jetson’s Flying Car noise broadcasting through the cabin. Chevrolet claims the E-Ray will reach 60 mph in 2.5 seconds and cover the quarter-mile in 10.5 seconds, making it potentially the quickest Corvette to roll off the Bowling Green, Kentucky, production line. The electric motor exits the party at 150 mph, as that’s all its gearing will allow. Chevrolet claims the top speed is above 180 mph. Even though the E-Ray will flirt with 4000 pounds of mass, on a damp autocross course it proved to still have the moves. The enormous 275/30ZR-20 front and 345/25ZR-21 rear Michelin Pilot Sport All-Season tires find a surprising amount of lateral stability. Even when taxed by the standard carbon-ceramic brake rotors, the longitudinal deceleration is felt as the seatbelt tightens across the chest. You read that correctly: the E-Ray is the first car to come standard with both carbon-ceramic rotors and all-season tires. Oh, and those rear tires are the widest all-seasons known to man. For more grip, TPC-spec Michelin Pilot Sport Pilot 4S summer tires will be optional.Frick clips an apex and rolls on the power. In these damp conditions, a rear-drive Corvette would slip and slide across the asphalt. With the help of the driven front axle and brake-based vectoring to shuffle torque to the wheel that needs it the most, the E-Ray drives off the corner with a surprising amount of coordinated thrust. Chevrolet’s brilliant Performance Traction Management system is on deck and tuned specifically for the E-Ray. And though there’s not a specific Drift mode, we can confirm the electrified Corvette will hoon it with the best of them. We’re anxious to get our mitts on General Motors’ newest toy and get the test gear strapped to it when it arrives this fall, starting at $104,295 for the coupe and $111,295 for the convertible. More