Car Reviews

Pour one out for the charismatic V-8 engines that have made the Mercedes-AMG C63 such a rowdy sports sedan. They will be missed. Now make way for the 2024 C63 S E-Performance, which goes on sale next year sporting an elaborate four-cylinder plug-in-hybrid system good for a combined 671 horsepower. Traditionalists may not be happy, but short of stealing one of the company’s AMG One hypercars, this is as close as mere mortals are likely to get to experiencing a Formula 1–inspired powertrain on the street. More on Mercedes-AMG PHEVsPop the C63’s hood, and the source of the car’s fire and brimstone is revealed to be a longitudinally mounted 2.0-liter turbo four that produces an absurd 234.5 horsepower per liter—469 in total, or the same as the outgoing C63’s twin-turbo 4.0-liter V-8 made in standard tune. That power comes with no discernible lag, thanks to an electric motor on the shaft connecting the turbocharger’s compressor and turbine wheels. Powered by a 400-volt electrical architecture, which also runs a belt-driven starter-generator, the motor helps spin the turbo to 150,000 rpm almost instantly, generating up to an insane 37.7 psi of boost. While the loss of the previous model’s thunderous V-8 acoustics is indeed sad, the raspy thrum of this new M139l four-banger does sound fierce at its 6750-rpm power peak, even when you choose to amplify it through the speakers inside and outside the car. The grunt from this hand-assembled four routes to AMG’s nine-speed automatic transmission with a clutch pack in place of a torque converter. From there, it’s on to the newly added variable 4Matic+ all-wheel-drive system with a tire-smoking Drift setting that locks out the front axle. The C63’s hybrid drive unit—a beefy electric motor with its own two-speed gearbox, plus an electronically controlled limited-slip differential—is situated on the rear axle and can power all four wheels in EV mode. Atop it sits a 196-pound lithium-ion battery with 4.8 kWh of usable capacity, which shrinks this C-class’s trunk volume from 13 cubic feet to 10. Quick power delivery is the hybrid system’s strategy: The drive unit is rated for a continuous 94 horsepower or a jolt of 201 horses for 10 seconds when you mat the accelerator past its kick-down detent. EV range is only eight miles in the optimistic European cycle, though the C63 accelerates well solely on electrons up to 81 mph. A 3.7-kW onboard AC charger can replenish the battery in about two hours via a 220-volt outlet.In normal driving, the new C63 is far tamer than the rear-drive-only model it replaces. It hums along quietly on electricity or to a muffled four-cylinder beat, its revised coil-spring suspension soaking up many of the bumps that previously would have jarred its occupants’ spines. Standard rear-wheel steering that turns up to 2.5 degrees aids both low-speed maneuverability and high-speed composure, while a front track that’s 3.1 inches wider than lesser C-classes helps plant it during big directional changes. The pedal controlling the six-piston front and single-piston rear brakes (carbon-ceramic front rotors will be available after launch) has the firm, positive feel that’s lacking from the C300 model’s mushy stoppers. Overall, the C63 is 3.6 inches longer than the standard car and rides on a wheelbase 0.4 inch longer. A few E-Performance badges and a subtle hood vent are its key tells. Inside, you’ll find deeply bolstered AMG sport seats, plus performance and hybrid system readouts in the 12.3-inch digital gauge cluster and the 11.9-inch center touchscreenNo fewer than eight drive modes manipulate the C63’s engine and drivetrain, three-position adaptive dampers, steering sensitivity, and stability control via two control pods on the steering wheel. Though the kick-down boost is always available, the rear drive unit otherwise contributes 25 percent of its potential in Comfort mode, 65 percent in Sport, and 80 percent in Sport+ and Race. There are also Individual, Slippery, and Electric modes, plus a Battery Hold setting that runs the gas engine more to maintain a desired state of charge. Tapping the right steering-wheel pod calls up four levels of regenerative braking, from zero to near one-pedal operation. Mercedes-BenzUnleashed on the mountain roads of southern Spain, the C63’s obsessive engineering starts to make sense. Its improved front-to-rear weight distribution, combined with the rear-axle steering and a nicely weighted helm, helps it attack corners with solid poise and sharper reflexes. Bury the right pedal and it rockets out of corners with up to 752 pound-feet of combined torque. Paddles on the steering wheel provide manual control of the nine-speed transmission, but it never missed a beat when we let it do its thing in Drive. Similarly, shifts from the two-speed rear end at around 87 mph are all but imperceptible. As with AMG Petronas’s Formula 1 race cars, the C63’s challenge lies in reliably extracting the most speed from its electrical system. While it can recuperate an impressive amount of energy under braking, repeatedly deploying its electrons requires a keen eye on the battery’s limited charge. Channel your inner Lewis Hamilton. The Race mode’s Boost program helps in this regard, coaching the driver on when to light the afterburners based on how aggressively you plan to lap one of 30 currently mapped circuits. Around the flowing tarmac of the Ascari Race Resort, for example, its Endurance setting (there’s also a Qualifying mode) called for full thrust down the track’s two back straights, which left ample time to harvest energy and cool the battery in between.Yet even with a considerably quicker 60-mph estimate of three seconds, the new C63 can’t escape the physics of carrying around what are essentially two distinct powertrains. The new hardware has added some 700 pounds of mass (we estimate it at 4700 pounds overall), which you can feel in faster corners and in braking zones, taxing the grip of its somewhat narrow 19- or 20-inch Michelin Pilot Sport 4S summer tires (265-series width in front, 275s in back). We didn’t get to drive on the optional Michelin Cup 2 R tires, but we’d probably want them for track days. An estimated base price now approaching $100,000 reflects the C63’s status as an engineering marvel with a greater bandwidth of capability. Its high-tech rebirth also reinforces that, with the help of powerful electric motors, wild internal-combustion engines need not die out just yet. We still have a soft spot for its brutish V-8 predecessors. But the C63 S E-Performance leaves little doubt: The future of AMG performance looks to be as exciting as it is complicated.SpecificationsSpecifications
2024 Mercedes-AMG C63 S E-PerformanceVehicle Type: front-engine, rear-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE (C/D EST)
Base: $95,000
POWERTRAINSTurbocharged and intercooled DOHC 16-valve inline-4, 469 hp, 402 lb-ft + AC motor, 201 hp, 236 lb-ft (combined output: 671 hp, 752 lb-ft; 4.8-kWh lithium-ion battery pack; 3.7-kW onboard charger)Transmissions F/R: 9-speed automatic, 2-speed automatic

DIMENSIONS
Wheelbase: 113.2 inLength: 190.6 inWidth: 74.8 inHeight: 57.4 inPassenger Volume: 94 ft3Trunk Volume: 10 ft3Curb Weight (C/D est): 4700 lb
PERFORMANCE (C/D EST)
60 mph: 3.0 sec100 mph: 6.7 sec1/4-Mile: 10.8 secTop Speed: 174 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 21/18/25 mpgCombined Gasoline + Electricity: 35 MPGeEV Range: 6 miThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

From the December 2022 issue of Car and Driver.We get it. Your letters say it all. The rise of EVs doesn’t sit well, but the industry’s push toward an exhaust-free future has us pinned under an influx of electric utility vehicles. We’ll admit that we love reporting the euphoric effect of a 5000-rpm launch-control start and the internal-organ-displacing sensation of 1.20 cornering g’s. But Nissan’s all-new Ariya doesn’t inspire any such words, at least not yet.More on the AriyaSince the launch of the 2011 Leaf, Nissan has sold nearly 600,000 EVs globally—Nissan hopes the Ariya will build on that success. It comes with a single-motor front-wheel-drive or dual-motor all-wheel-drive setup. The base Engage models use a 63.0-kWh battery, while others get an 87.0-kWh unit. With the larger pack, horsepower increases from 214 to 238 in the front-wheel-drive car. The strongest all-wheel-drive variant delivers 389 ponies.Mash the 238-hp Ariya’s accelerator, and the power meter in the instrument display leisurely swings to 100 percent as 60 mph arrives in a sluggish 7.5 seconds. The quarter-mile reveals itself in 15.9 seconds at 92 mph. After a few standing starts, the Ariya’s thermal protection shuts down any meaningful thrust and pushes the mile-a-minute time into the mid-20s.HIGHS: Roomy interior, comfortable and quiet around town.Rivals such as the Ford Mustang Mach-E, the Kia EV6, and the Volkswagen ID.4 place their single-motor setup on the rear axle, the rear-driven wheels incrementally increasing their base powertrains’ fun factor. Still, Nissan’s front-drive Ariya puts up a respectable 0.85-g lateral performance and stops from 70 mph in a commendable 168 feet. Michael Simari|Car and DriverThough abrupt acceleration and powerslides aren’t in this Ariya’s playbook, it shines as an urban commuter. Around town, the spacious minimalist interior is elegant relative to the humdrum exterior, and supremely hushed. Only the sharpest road imperfections jar occupants. The front seats are comfortable, and while the rear isn’t as roomy, it’s fit for adults. LOWS: Lazy acceleration, polarizing looks, pales next to more exciting competition.Nissan’s hands-free ProPilot 2.0 easily navigates well-marked roads, though lane changes require interaction with that round thing in front of the driver. At 75 mph, we traveled 240 miles, falling short of the EPA’s 289-mile range estimate. Unlike the Leaf, the Ariya is capable of fast-charging at 130 kilowatts fed through the more common CCS connection, but we saw a peak rate of only 112 kW on the way to a so-so 40-minute charge from 10 to 90 percent. Michael Simari|Car and DriverThe Ariya doesn’t break new ground; it’s just a better Nissan EV. Let’s hope the dual-motor version brings more excitement.SpecificationsSpecifications
2023 Nissan Ariya EmpowerVehicle Type: front-motor, front-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $54,985/$57,850Options: 19-inch wheels, $1900; two-tone paint, $350; garage door opener, $365; floor mats, $250.
POWERTRAINMotor: current-excited synchronous ACPower: 238 hpTorque: 221 lb-ftBattery Pack: liquid-cooled lithium-ion, 87.0 kWhOnboard Charger: 7.2 kWPeak DC Fast-Charge Rate: 130 kWTransmission: single-speed direct-drive  
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.8-in vented disc/13.0-in vented discTires: Dunlop Grandtrek PT21235/55R-19 101V M+S
DIMENSIONS
Wheelbase: 109.3 inLength: 182.9 inWidth: 74.8 inHeight: 65.4 inPassenger Volume: 96 ft3Cargo Volume, F/R: 60/23 ft3Curb Weight: 4726 lb
C/D TEST RESULTS
60 mph: 7.5 sec1/4-Mile: 15.9 sec @ 92 mph100 mph: 19.0 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 7.5 secTop Gear, 30–50 mph: 2.7 secTop Gear, 50–70 mph: 3.8 secTop Speed (gov ltd): 103 mphBraking, 70–0 mph: 168 ftRoadholding, 300-ft Skidpad: 0.85 g 
C/D FUEL ECONOMY AND CHARGING
Observed: 84 MPGe75-mph Highway Range: 240 miAverage DC Fast-Charge Rate, 10–90%: 99 kWDC Fast-Charge Time, 10–90%: 40 min 
EPA FUEL ECONOMY
Combined/City/Highway: 98/105/91 MPGeRange: 289 mi
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

In the U.S., the Audi Q3 is strictly the brand’s entry-level SUV. Smaller than a BMW X3, it’s essentially a Q8 shrunk by half, and Audi offers it only with a 2.0-liter four that makes 184 or 228 horsepower. As far as high-performance compact SUVs go, Mercedes-AMG is the sole player with the GLA45.In Europe, it’s different, and Audi’s baby SUV can be had in racy RS Q3 form. Audi is now celebrating the RS Q3 with a special version, the Audi RS Q3 Edition 10 Years, which marks a decade of the wonderfully tight, well-equipped, and altogether delightful compact SUV. We’ve spent some time behind the wheel of this special edition, getting reacquainted with a great performer and its quirks. At the heart of the RS Q3 is a turbocharged inline-five. It’s the same engine that powers the RS3 and the TT RS, and of course it’s a nod to Audi’s history with five-cylinder engines. But it’s also a standout in its own right. It sounds delightful, with a very aggressive edge—certainly more interesting than a four-cylinder like the one Mercedes-AMG uses. This engine doesn’t just sound sporty. Rated at 394 horsepower and 354 pound-feet of torque, it hurls the RS Q3 to 60 mph in an estimated 4.1 seconds. Top speed is governed up to a lofty 174 mph. This powertrain lets you blast up hills, charge through corners, and overtake pretty much every other vehicle with effortless ease. Somewhat surprisingly, turbo lag is not a real issue in this single-turbo car. The only available transmission is a seven-speed dual-clutch automatic, which sends power to all four wheels. This is the ultimate SUV based on the Volkswagen Group’s MQB modular-transverse platform, and you can’t help but marvel at the level of refinement. The RS Q3’s compliance with the driver’s wishes is impeccable. We like Audi’s approach to steering, which isn’t overly heavy. Despite the all-wheel-drive drivetrain, you can easily adjust the tail’s attitude. We do recommend keeping the stability control in its Sport setting unless you’re a pro—or on a track.As in the Q3, the seating position is noticeably higher than in the GLA, giving even this smallest SUV the vaunted “command position” that so many buyers seek. It’s a less happy story in the rear, which is a bit cramped for tall passengers. The dashboard looks still fresh, with a modern touchscreen, and the interior materials are high quality.Whereas the U.S. Q3 is available only in the standard SUV body style, the RS Q3 and this special edition also can be had as a Sportback with a sloping rear. Our preference is for the standard version, but it’s entirely a matter of taste; the difference in luggage space is negligible.AudiAs for the Edition 10 Years, it’s offered at a relatively modest up-charge of 5990 euros ($6300 at current exchange rates) over the $69,000 starting price, and it packs several goodies that can’t be had in a regular RS Q3. That starts with the color: Chronos Gray is exclusive to this model; alternatively, one can choose matte silver. The 21-inch wheels shod with 255/35 rubber are only available here as well. The LED headlights present themselves in a dark housing, and all badging is executed in high-gloss black.More Audi RS ModelsThe most impressive parts are the front bucket seats, clad with microfiber and sporting matte-carbon seatbacks. They give fantastic support and are not available on any other Q3 or RS Q3. The trim on the dashboard and door panels is executed in matte carbon as well, a very welcome change from the high-gloss carbon finish in many cars with sporting pretensions. Copper-colored stitching provides contrast.One thing that’s missing is a special plaque like limited-editions Audis have had in the past. Instead, the central display can show “1 of 555,” which seems a bit lazy given that it couldn’t have been too difficult to provide the actual number of the vehicle in the build sequence. With its characterful five-cylinder engine and well-sorted chassis, the RS Q3—particularly in this special edition—represents the zenith of what a high-performance compact SUV can be. We’d love to see it stateside.SpecificationsSpecifications
2023 Audi RS Q3 Edition 10 YearsVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $75,300 (Germany)
ENGINE
turbocharged and intercooled DOHC 20-valve inline-5, aluminum block and head, direct fuel injectionDisplacement: 151 in3, 2480 cm3Power: 394 hp @ 7000 rpmTorque: 354 lb-ft @ 2250 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 105.6 inLength: 177.4 inWidth: 72.9 inHeight: 61.3–63.1 inPassenger Volume: 94 ft3Cargo Volume: 24 ft3Curb Weight (C/D est): 3800 lb
PERFORMANCE (C/D EST)
60 mph: 4.1 sec100 mph: 9.2 sec1/4-Mile: 12.5 secTop Speed: 155–174 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 18/15/23 mpgThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Back in the day, there was a family on our street with a wood-sided Plymouth Satellite station wagon that was decked out with slotted mag wheels, a glasspack muffler, and a full-width rear mudflap. That setup was unusual for a family hauler back then, but it turns out their extra-sporty Satellite was merely ahead of its time. Today’s parents seem to be keen to show the world they’re still cool even with three kids, and a popular way to do so is by opting for the sport-trim version of their three-row SUV—something like the Chevrolet Traverse RS.Chevrolet has gone all-in on this trend. In addition to the RS, its family-size crossover can be sportified with a Midnight Edition, Sport Edition, or Redline Edition package, which mostly offer various combinations of black exterior elements. These join similar efforts such as the Ford Explorer ST-Line and the Volkswagen Atlas SEL R-Line Black. Like those competitors, the Traverse RS’s sporty look is pretty much just image. RS Appearance and PerformanceThe RS gets dark-finish 20-inch wheels (versus 18s), power-folding mirrors, black roof rails, a black grille, black window surrounds, and black badging. When the RS trim level first appeared in 2018, it had its own exclusive engine: a turbocharged 2.0-liter four-cylinder. That setup didn’t exactly scream performance, and it also could be had only with front-wheel drive. The turbo-four has since been dropped. Now, the RS uses the same engine as all Traverse models, a 3.6-liter V-6 making a stout 310 horsepower and 266 pound-feet of torque. And, like the rest of the lineup, it’s available with front- or all-wheel drive.More Three-Row SUVsThe V-6 may be no different than you’ll find in any Traverse model, but it’s stout enough to drag this big machine to 60 mph in 6.8 seconds and to send it through the quarter-mile in 15.1 seconds at 94 mph. As it happens, the Chevy’s numbers exactly match what we measured with the 10Best-winning Kia Telluride. And they beat the six-cylinder Jeep Grand Cherokee L (8.0 seconds to 60 mph and a 16.0-second quarter-mile at 87 mph). Those results and the Chevy’s real-world response won’t create an illusion that you’re piloting a high-performance SUV, but they’re certainly adequate.Andi Hedrick|Car and DriverThe Chevy’s big V-6 with all-wheel drive nets EPA estimates of 17 mpg city and 25 mpg highway, a not-so-stellar result but one that’s not out of line for this segment. In our 75-mph highway fuel-economy test, however, it managed just 22 mpg. Among six-cylinder competitors with all-wheel drive, the Nissan Pathfinder does better, with EPA ratings of 21 mpg city and 27 mpg highway, while the Volkswagen Atlas fares worse on the highway, earning 23 mpg (its city range is 18 mpg) from the EPA. But both of them beat the Traverse in our real-world highway test. The Traverse also tows 5000 pounds, which is the same as most of its rivals. If you need more towing capacity, look to the Jeep Grand Cherokee L or to a full-size rig like the Chevy Tahoe or the Ford Expedition.HIGHS: Plenty of room for the whole gang, simple infotainment interface, well-tuned chassis.The RS suspension is unchanged from other Traverse variants, but that’s not likely to disappoint the target audience. Chevy engineers have done a good job with chassis tuning here. The ride is compliant, yet body motions are not excessive. The steering could do with a better sense of on-center but overall is neither overly light nor unnecessarily heavy. You won’t be tempted to go diving into corners in this thing but doing so would only cause your passengers to spill their juice boxes anyway.The RS sits roughly midway up the Traverse hierarchy, and it’s the point at which a bunch of desirable features become standard. Those include adaptive cruise control, navigation, and a multi-view camera system. The latter is a must for maneuvering this big machine in tight quarters. Another worthwhile item is the rear-camera inside mirror, which can toggle between a traditional reflective surface and a wide-angle camera feed. The camera feed is useful not only when a carful of rear-seat passengers or bulky cargo obstructs the view but even at other times, owing to the forest of thick pillars. “Objects in mirror are closer than they appear” is definitely true in this case, though, so a check of the side mirrors is a must before a lane change. Even with the electronic helpers, visibility is somewhat challenging.Passenger and Cargo SpaceAt times, piloting the Traverse can feel like driving a bus, but its ample dimensions allow it to easily haul a crowd. The second row is roomy, and the chairs slide fore and aft to apportion legroom between the middle and rearmost seats as needed. Captain’s chairs are standard here—if you want a three-passenger bench, you have to drop down one notch to the LT Leather trim level. The third-row seat is one of the roomiest in the segment; even lanky teens can sit back there, and there are seatbelts for three, which may help when carpooling. In the RS, the third row comes with USB ports and cupholders, benefits that help offset the hard-plastic armrests and the obstructed view owing to the fat C-pillars. With the third row in use, the Traverse has more luggage space than most of its peers, 23 cubic feet, room enough for six carry-on-size bags. Flatten all the seats, and there’s just over 98 cubic feet, which tops the segment.Andi Hedrick|Car and DriverThe RS trim’s sporty interior accouterments are, at best, subtle. The red contrast stitching and patches of gloss-black trim don’t exactly grab the eye. Instead, sensible and hard-wearing seems to be the vibe Chevy aimed for—certainly, this is a long way from the luxe treatment in the Telluride or the Hyundai Palisade. LOWS: Blinkered outward visibility, workaday interior environs, drinks like a bigger rig.Sensible and straightforward describes the driver interface as well, and here that’s more of a compliment. At 8.0 inches, the touchscreen display is modestly sized by 2022 standards, but interactions are simple, and smartphone mirroring and charging are both wireless. The volume knob, tuning buttons, and one-touch access to main menu items are all most welcome. So, too, are the physical climate controls, the traditional shift lever, and the decent stowage space—a secret cubby hidden behind the touchscreen is the lone flourish. The Traverse RS ends up being a family ride with just the lightest touch of sportiness. If that’s not enough to broadcast your hip-parent status, you could always take it up another notch and find some slotted mags and a mud flap.SpecificationsSpecifications
2023 Chevrolet Traverse RS AWDVehicle Type: front-engine, front/all-wheel-drive, 7-passenger, 4-door wagon
PRICE
Base/As Tested: $48,390/$49,485 Options: Trailering equipment (trailer hitch, heavy-duty cooling system, trailering assistant), $650; Radiant Red Tintcoat paint, $495; rear-park assist delete credit, -$50
ENGINE
DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 218 in3, 3564 cm3Power: 310 hp @ 6800 rpmTorque: 266 lb-ft @ 2800 rpm
TRANSMISSION
9-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.6-in vented disc/12.4-in vented discTires: Continental CrossContact LX20 EcoPlus+255/55R-20 107H M+S TPC SPEC 3167MS
DIMENSIONS
Wheelbase: 120.9 inLength: 205.9 inWidth: 78.6 inHeight: 70.7 inPassenger Volume: 157 ft3Cargo Volume: 23 ft3Curb Weight: 4602 lb
C/D TEST RESULTS
60 mph: 6.8 sec1/4-Mile: 15.1 sec @ 94 mph100 mph: 17.5 sec120 mph: 32.5 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 7.0 secTop Gear, 30–50 mph: 3.4 secTop Gear, 50–70 mph: 4.7 secTop Speed (C/D est): 130 mphBraking, 70–0 mph: 183 ftRoadholding, 300-ft Skidpad: 0.82 g
C/D FUEL ECONOMY
Observed: 18 mpg75-mph Highway Driving: 22 mpg75-mph Highway Range: 390 mi
EPA FUEL ECONOMY
Combined/City/Highway: 20/17/25 mpg
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

From the December 2022 issue of Car and Driver.If you want to broadcast your forward-thinking ways with a luxuriously aspirational electric vehicle in today’s preferred SUV body style, the options are scarce. Neither Rolls-Royce nor Bentley makes one, and the Mercedes EQS SUV isn’t on sale just yet. Everything else, including the Genesis GV60, the Cadillac Lyriq, and the Audi e-tron, falls well short of the pricing and performance bar set by the BMW iX and Rivian R1S, the two vehicles we’ve gathered here. Our requirement for conventionally hinged doors meant the aging Tesla Model X got left out. Shucks. Future EVs, and Rivian R1S and BMW iX TestedAt $109,895, the top M60 version of BMW’s futuristic iX features an upgraded rear motor with a 0.8-inch-longer rotor and a stator stuffed with more copper windings. A second inverter feeds sufficient current to increase peak output from 335 to 483 horsepower. Total max power from both motors is 610 horses and 811 pound-feet of torque. That’s a lot, except in comparison with Rivian’s quad-motor powertrain (still the sole offering, although a less expensive, two-motor setup is in the works). It makes 835 horsepower and 908 pound-feet. From the B-pillar forward, the $91,500 R1S is all but identical to the R1T pickup, but the S packages three rows of seats in its upright-SUV body and rides on a 14.7-inch-shorter wheelbase than the truck.Let’s see which is the more enlightened choice.2nd Place: Rivian R1S”My 30-year-old ski boat gets on plane faster,” quips executive editor K.C. Colwell about the length and severity with which the R1S sends its snout skyward after you stand on its accelerator. If the lunacy of a three-and-a-half-ton SUV hurtling itself to 60 mph in just over three seconds isn’t readily apparent, the R1S makes it clear. While the BMW has hints of torque steer, the Rivian’s wheel feels like it just snagged a wahoo, which is also a possible verbal response to the fight required to keep the R1S pointed straight. Even more absurd, the Rivian can go no faster than 111 mph, a speed it can achieve about 200 feet shy of the quarter-mile. That lack of acceleration during the last 15 percent of the run allows the BMW to beat it just slightly.HIGHS: Fresh thinking abounds, gorgeous interior, boxy good looks. LOWS: A plethora of ride and handling sins, far less efficient than the iX. VERDICT: The one to be seen in, but not the one to drive.Andrew Trahan|Car and DriverVisually, it’s a different story. The R1S is proudly and attractively boxy, evincing a Range Rover–esque presence, plus maybe a little Volvo 850 wagon in its rear liftgate. “Why doesn’t the Jeep Wagoneer look this good?” we ask ourselves repeatedly. Sure, the iX’s looks also get it noticed, but in a weirder, offbeat way, with an oddness that extends to details such as its self-healing grille plastic.Rivian puts the R1S’s slab-sidedness to good use, as it offers vastly more cargo space and a kid-friendly third row of seats in nearly six inches more length than the BMW. There’s also an 11-cubic-foot frunk, whereas the iX has no front storage.Fresh thinking is the implicit promise of a startup automaker, and the R1S is flush with new and unusual features, such as self-leveling Camp mode (so you don’t roll out of your rooftop tent), a removable Bluetooth speaker, a video security system, and a built-in air compressor. However, the R1S loses the nifty storage compartment that is just ahead of the rear wheels in the R1T pickup. The interior is finished in spectacular materials with beautiful detailing, although the BMW’s is more tightly assembled. Once you get used to Rivian’s Tesla-like approach of just getting in and shifting, having to hit the BMW’s start button before and after each drive seems antiquated. And Rivian’s seamless phone-as-key functionality makes you wonder why cars still need fobs at all.Rivian eradicated the infotainment issues we experienced in an early R1T pickup, and we saw no such glitches this time. Our early-build R1S had a different problem, though: A run through a carwash sent water dribbling through a visor mounting point in the headliner and onto the passenger’s seat. Andrew Trahan|Car and DriverBuilding cars is complex, and the Rivian is still monumentally impressive. Until you get to the driving, that is. On a challenging road, the R1S is a buffet of ride and handling undesirables: float, front-to-rear porpoising, head toss, plus a lot of tire-impact noise. Of the two SUVs, you’d never guess the Rivian is the one with more sidewall on its 22-inch tires. But perhaps most distracting is a quickness to the steering that’s out of step with the chassis. Turn the wheel and the body responds a beat later, as if Rivian set it up to be flicked sideways into corners. The fact that the R1T pickup’s chassis is so well sorted makes the R1S’s dynamic flubs even more surprising. And that’s not based on memory; we drove them back to back. Perhaps Rivian dialed everything in for the pickup, and the R1S, with its shorter wheelbase, didn’t get the tuning adjustments it should have.We can never switch off the part of our brain evaluating driving dynamics while behind the wheel, and we couldn’t get past the R1S’s dynamic deficiencies.1st Place: BMW iXWhen experiencing the iX’s astonishing refinement, we immediately thought this would make an excellent starting point for a Rolls-Royce, which isn’t out of the question since BMW owns Rolls. The iX is incredibly hushed, despite its frameless glass; 65 decibels while cruising at 70 mph shames the R1S’s wind-noise-laden 68-decibel result. Anyone who says all EVs are silent is just plain wrong. Plus, the iX glides over the road so smoothly, with enough body roll to lull a driver into believing this M is more about luxury. Which makes its tenacity when the road turns twisty that much more unexpected. Many sports-car drivers would struggle mightily to shake a well-driven iX from their rearview mirrors. The steering-effort buildup and overall feel are better than many of BMW’s current cars, and it’s saying something that the steering won us over because the wheel’s irregular-hexagon shape is a turnoff. A firm brake pedal puts the R1S’s softness to shame too. Sport mode dials up damping firmness but in a restrained way that keeps the ride plenty livable. We continue to suspect BMW’s best and brightest chassis engineers are now developing the company’s EVs. HIGHS: Throwback-BMW dynamic goodness, EPA-range-beating efficiency, superb second-row comfort. LOWS: Funky futuristic looks, far less interior and cargo space. VERDICT: BMW’s best efforts of late are EVs.Andrew Trahan|Car and DriverIt’s not just dynamics, as the iX’s soft blue interior makes a great first impression, with seat quilting that spills over seamlessly onto the sides of the cushions. Yes, it is real leather, unlike the vegan fake stuff in the Rivian, but there are embossed leaves on the passenger’s side of the dash, perhaps to make you feel better about it. The BMW’s second-row seat is more spacious and comfortable, with softer seatbacks and wraparound support on the outboard periphery. Less impressive is the new-generation infotainment structure that switches from relatively few deep menus to many shallower ones. We found Rivian’s first attempt at infotainment easier to acclimate to.We’re still skeptical of the trend to put glass roofs on EVs, but at least the BMW’s is electro-chromic and becomes opaque at the touch of a button. The Rivian’s cabin was routinely above 100 degrees when parked, even on a modest 60-degree day.Unlike Rivian, BMW adds theater to the electric powertrain, with a launch-control feature that pulses the driveline in anticipation of running a mid-11-second quarter-mile, and an urgent electronica soundtrack cranked up a little too loud in Sport mode. Annoyingly, neither vehicle has a coast mode for its powertrain, and it’s often difficult to avoid erratic regenerative dithering, particularly at highway speeds.If there’s a knock on the M60 variant, it’s that, other than the rear-motor upgrade, this is pretty much a loaded iX xDrive50, which is available with the rear steer and air springs that come standard on the M60. It doesn’t get bigger brakes or grippier summer tires. And while the more potent rear motor seems like a power-oversteer dream, the only partially defeatable stability control awakens you to a less fun reality. Andrew Trahan|Car and DriverWith its dramatically lower roofline and 1200-pound-lighter weight (not to mention, style points for the exposed carbon-fiber structure on display when you open the doors), the iX is far more efficient too. In our 75-mph highway range test, the BMW went 290 miles, impressively exceeding its 274-mile EPA figure, while the Rivian did 230 miles, far short of its 316-mile window-sticker number. After equalizing for the R1S’s larger battery pack, the iX goes almost a mile farther per kilowatt-hour—that’s roughly 53 percent better—than the R1S. In 210 miles of mixed driving, the iX averaged 81 MPGe to the R1S’s 59. Although the iX is less original, its nailing of the dynamic fundamentals, combined with stellar refinement and efficiency, makes it the ultimate expression of the cutting-edge electric SUV. SpecificationsSpecifications
2023 BMW iX M60Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $109,895/$119,795Options: Amido perforated leather upholstery, $3500; Executive package – active cruise control w/stop and go, active lane-keeping assistant, parking assistant pro, traffic jam assistant, side collision avoidance, surround view, glass and wood controls, soft-close automatic doors, $3000; Storm Bay Metallic paint, $1950; 22-inch Aero Bi-color wheels with performance tires, $950; BMW Individual Titanium Bronze trim, $500
POWERTRAIN
Front Motor: current-excited synchronous AC, 255 hpRear Motor: current-excited synchronous AC, 483 hpCombined Power: 610 hpCombined Torque: 811 lb-ftBattery Pack: liquid-cooled lithium-ion, 106.3 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 195 kWTransmissions: direct-drive
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 13.7-in vented disc/13.6-in vented discTires: Bridgestone Alenza 001 B-Silent275/40R-22 107Y Extra Load ★
DIMENSIONS
Wheelbase: 118.1 inLength: 195.0 inWidth: 77.4 inHeight: 66.8 inPassenger Volume: 112 ft3Cargo Volume, min/max: 36/78 ft3Curb Weight: 5778 lb
C/D TEST RESULTS
60 mph: 3.2 sec100 mph: 7.6 sec1/4-Mile: 11.5 sec @ 120 mph130 mph: 15.3 sec150 mph: 26.4 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.7 secTop Gear, 30–50 mph: 1.5 secTop Gear, 50–70 mph: 2.2 secTop Speed (gov ltd): 154 mphBraking, 70–0 mph: 160 ftBraking, 100–0 mph: 330 ftRoadholding, 300-ft Skidpad: 0.87 g
C/D FUEL ECONOMY AND CHARGING
Observed: 81 MPGe75-mph Highway Range: 290Average DC Fast-Charge Rate, 10–90%: 112 kWDC Fast-Charge Time, 10–90%: 50 min
EPA FUEL ECONOMY
Combined/City/Highway: 78/77/80 MPGeRange: 274 mi
—
2022 Rivian R1SVehicle Type: dual front- and dual rear-motor, all-wheel-drive, 7-passenger, 4-door wagon
PRICE
Base/As Tested: $91,500/$98,750Options: 22-inch sport dark wheels, $3500; reinforced underbody shield, $2000; Limestone paint, $1750
POWERTRAIN
Front Motors: permanent-magnet synchronous ACRear Motors: permanent-magnet synchronous ACCombined Power: 835 hpCombined Torque: 908 lb-ftBattery Pack: liquid-cooled lithium-ion, 128.9 kWhOnboard Charger: 11.5 kWPeak DC Fast-Charge Rate: 220 kWTransmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 13.5-in vented disc/12.9-in vented discTires: Pirelli Scorpion Zero All Season ElectHL275/50R-22 116H M+S RIV
DIMENSIONS
Wheelbase: 121.1 inLength: 200.8 inWidth: 79.3 inHeight: 73.0 inPassenger Volume: 144 ft3Cargo Volume, min/mid/max: 18/47/88 ft3Front Trunk Volume: 11 ft3Curb Weight: 6986 lb
C/D TEST RESULTS
60 mph: 3.1 sec100 mph: 8.1 sec1/4-Mile: 11.6 sec @ 111 mphResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 3.3 secTop Gear, 30–50 mph: 1.5 secTop Gear, 50–70 mph: 2.0 secTop Speed (gov ltd): 111 mphBraking, 70–0 mph: 173 ftBraking, 100–0 mph: 340 ftRoadholding, 300-ft Skidpad: 0.85 g
C/D FUEL ECONOMY AND CHARGING
Observed: 59 MPGe75-mph Highway Range: 230 miAverage DC Fast-Charge Rate, 10–90%: 109 kWDC Fast-Charge Time, 10–90%: 61 min
EPA FUEL ECONOMY
Combined/City/Highway: 69/73/65 MPGeRange: 316 mi
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

The Volvo XC40 is the exact type of vehicle everyone seems to want these days. Tall, boxy, stylish, and comfortable, the XC40 is one of the most charming iterations of the subcompact-luxury-crossover formula. We’ve liked it quite a bit since it first arrived for 2019, and several updates for 2023 increase its appeal even further. Along with slightly sharper styling and some fun new colors, the changes for the new model year include a revised powertrain lineup and improvements to its Android-based infotainment system.We tested a 2023 XC40 in its top Ultimate trim level—Core, Plus, and Ultimate trims have replaced Momentum, R-Design, and Inscription—finished in the attractive $695 Sage Green Metallic paint you see here. It had the more powerful of the two engine options, a turbocharged 2.0-liter inline-four now called B5 with 247 horsepower and a new 48-volt hybrid system. Opting for the $2000 B5 upgrade also includes all-wheel drive, while the base engine is a less powerful version of the 2.0-liter with 194 horses; this cheaper setup is called B4 and comes only with front-wheel drive.Michael Simari|Car and DriverDespite the new nomenclature, the engine feels pretty much the same as the previous T5 setup, and the addition of the hybrid system doesn’t change performance much. It got to 60 mph in 6.1 seconds, just a tick quicker than before. That’s sprightly enough by the standards of this segment, and the eight-speed automatic transmission is responsive and executes downshifts promptly when you request more power for passing or merging. The 48-volt system also smooths out the engine stop-start function, which is even more unobtrusive than before.Highs: Fashionable exterior, practical and pleasant interior, solid driving dynamics.More on the XC40The all-hybrid lineup is ostensibly meant to improve fuel economy, and it does—just barely. The EPA rates the 2023 B5 at 26 mpg combined, a bump of 1 mpg compared with the T5. Its highway rating is 30 mpg, but we only achieved a disappointing 27 mpg on our real-world 75-mph highway fuel-economy test. If this XC40 is not green enough for you, there’s always the electric version, called the XC40 Recharge, that’s more expensive (starting at $54,645) but also more powerful, with 402 horsepower.Given that the XC40 starts at a relatively affordable $37,445 (our optioned top-trim test car stickered for $50,190), it’s impressive how well this overall package nails the luxury basics. The ride is composed and quiet, and the steering is assured if a little short on feedback. We love spending time inside the XC40, with its spacious and thoughtfully designed interior that includes both plenty of storage space and high-quality materials such as open-pore wood, metal trim, and nicely grained plastics. Leave it to the Swedes to combine practicality and poshness in such convincing fashion.Digital displays abound, including a 12.3-inch gauge cluster screen and a 9.0-inch touchscreen in the center of the dash that controls nearly everything. We’d prefer a few more physical buttons and knobs, but the touchscreen is responsive enough, and its Android interface will be familiar to anyone who has used a smartphone. Some of the on-screen buttons are too small, as if Volvo forgot to scale them up from phone size. The digital gauge cluster can also be a bit cryptic, as we struggled to find the odometer at first—turns out it only reveals itself with a press of one of the steering-wheel buttons.Michael Simari|Car and DriverLows: Disappointing real-world mpg, occasionally odd infotainment, could use more physical controls.But these small complaints don’t sour our impression of the XC40 much. The way it looks, the way it drives, and the pleasant interior vibe more than make up for these tech quibbles, and it’s a great choice if you’re looking for a small, premium SUV. Although it’s the cheapest Volvo you can buy, it gives up little to its more expensive siblings in terms of the brand’s unique appeal and likable character.SpecificationsSpecifications
2023 Volvo XC40 B5 AWD UltimateVehicle Type: front-engine, all-wheel-drive, 4-passenger, 4-door wagon
PRICE
Base/As Tested: $47,595/$50,190Options: 20-inch wheels and tires, $800; Sage Green metallic paint, $695; climate package – heated rear seats and steering wheel, $550; Pixel LED headlights, $350; hands-free power tailgate, $200
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 120 in3, 1969 cm3Power: 247 hp @ 5700 rpmTorque: 258 lb-ft @ 1800 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.7-in vented disc/11.9-in discTires: Pirelli Scorpion Zero All Season245/45R-20 103H M+S Extra Load VOL
DIMENSIONS
Wheelbase: 106.4 inLength: 174.8 inWidth: 73.7 inHeight: 65.0Passenger Volume: 95 ft3Cargo Volume, min/max: 20/58 ft3Curb Weight: 3929 lb
C/D TEST RESULTS
60 mph: 6.1 sec1/4-Mile: 14.7 sec @ 94 mph100 mph: 16.7 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 7.3 secTop Gear, 30–50 mph: 3.6 secTop Gear, 50–70 mph: 4.7 secTop Speed (gov ltd): 114 mphBraking, 70–0 mph: 185 ftRoadholding, 300-ft Skidpad: 0.85 g
C/D FUEL ECONOMY
Observed: 21 mpg75-mph Highway Driving: 27 mpg75-mph Highway Range: 380 mi
EPA FUEL ECONOMY
Combined/City/Highway: 26/23/30 mpg
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

As the world’s large OEMs throw about nine- and even 10-figure sums building new EV architectures, a small German company seems to have quietly stolen a march on all of them. Because while there are plenty of fully electric sedans, SUVs, crossovers, and even supercars for global buyers to choose between, there aren’t any roadsters beyond restomods of existing cars. German maker Wiesmann hopes to deliver the first since the original Tesla Roadster, with the car you see here.The first incarnation of the Wiesmann company, founded in 1988, offered possible proof of the existence of the German sense of humor. The brand’s retro range was clearly inspired by British coupes and roadsters from the 1950s and ’60s, even featuring a radiator grille closely inspired by Jaguar’s “toilet seat” of the period. But while real English sports cars from this era had fragile electrics and weepy engines, Wiesmann used modern BMW powerplants. And from 2003 onward, it built its cars on an advanced bonded-aluminum chassis similar in principle to the one used by both Lotus and Aston Martin.Yet Wiesmann ran out of road in 2013, the company falling into bankruptcy. British-Indian entrepreneur Roheen Berry later bought the brand and its assets and soon after started development work on what was meant to be a new Wiesmann roadster that would carry on the tradition of its predecessors with BMW V-8 power. That car was already largely engineered when Berry decided on a radical change in direction, switching the new model to an electric powertrain designed to get ahead of forthcoming European bans on pure combustion models. Which is what brought us to Germany to experience the company’s prototype. Although close enough to production spec that we could drive it, the new car doesn’t have a name yet. It is known internally as Project Thunderball, but the vigor with which James Bond rights-holder EON Productions guards its intellectual property means that will have to be changed ahead of customer deliveries. How about calling it the Revenant?WiesmannThe Wiesmann’s new EV powertrain has been adapted to the core structure of what was meant to be the V-8 car. It uses the engine compartment and what would have been the transmission tunnel to house a T-shaped battery pack developed by Roding Mobility. This operates at 800 volts, supports fast-charging, and is actively cooled using a water-glycol mix. It has a claimed 83 kWh of usable capacity, and Wiesmann is targeting a 310-mile range on Europe’s WLTP testing protocol. Roding says the battery pack weighs 1100 pounds, only about 110 pounds more than the combined weight of a V-8 engine and transmission.Drive comes from two mid-mounted permanent-magnet synchronous electric motors, with both driving a common shaft which then turns a conventional limited-slip rear differential. These are axial-flux motors instead of the usual radial-flux, a configuration that delivers better power density despite a relatively low maximum rpm (for an EV motor) of 9000 rpm. Peak output is claimed to be 671 horsepower, accompanied by 811 pound-feet of torque—sufficient to make Project Thunderball quicker than any of Wiesmann’s pre-bankruptcy offerings. And that list includes some cars powered by a turbocharged version of the E60-generation BMW M5’s V-10.Sadly, the prototype struggled to deliver a high percentage of its muscle for more than brief periods. Repeated requests for acceleration soon delivered the sensation of the powertrain derating, which can be likened to running into an unseen slick of molasses. I certainly didn’t feel anything like the promise that the finished car will be able to blast from zero to 60 mph in less than three seconds and from zero to 125 mph in under nine. Performance should improve as the car gets to its finished mechanical specification, and it already features a display within its instrument pack that shows how much power and torque is available at any time.Even at well under full strength, though, Project Thunderball was quick enough to stick with a keenly driven V-8 powered Wiesmann MF4 over a route of German country roads. Yet despite the empirical equivalence, the EV felt much less dramatic, lacking an exhaust soundtrack and without the punctuation of rising revs and shifting gears. Beyond wind noise, the prototype’s defining soundtrack was a whine from the single-speed reduction gearing, which definitely suited the car better than silence (or artificial noises), but it does make for a very different acoustic experience than one provided by exploding hydrocarbons. WiesmannThere is plenty of promise too. The tallness of the battery pack means the Wiesmann has a higher center of gravity than an EV with an underfloor pack, but it also means the car handles like the company’s earlier sports cars and also keeps a seating position that puts its driver’s derriere just inches off the ground. So although the prototype lacked the ultra-keen, roll-free responses common to EVs with underfloor battery packs, the discernible lean under cornering loads and the amount of weight up front made reactions feel similar to its combustion sisters. Like them, it favored a relatively gentle arrival into a turn and was then willing to be pushed to the point at which the rear tires started to run short of grip.Despite its lack of a multispeed gearbox, Project Thunderball retains paddles behind its steering wheel to facilitate adjusting the levels of regenerative braking from the rear motors. There are five levels and although even the strongest doesn’t slow the car exceptionally quickly, it does allow for one-pedal operation. While the prototype’s powertrain required more polish, the rest of Project Thunderball was impressive. The carbon-fiber bodywork looked great up close, retaining many of the visual traditions of earlier Wiesmann models while being less obviously retro—although the substantial slatted radiator grille is now serving form rather than function. The hand-stitched leather interior feels special too—with the array of driver-directed analogue dials now repurposed to report on the powertrain’s charge and temperature levels. Beyond a lack of elbow room, with nowhere on the door to naturally rest an arm, the Thunderball felt both roomy and comfortable. Our biggest ergonomic complaint is the low-mounted touchscreen, which proved almost impossible to see in direct sunlight. Too bad it also controls heating and ventilation settings, as well as infotainment.While none of the products from Wiesmann’s first iteration ever officially reached the U.S., we’re told Project Thunderball will indeed be undergoing full federal-type approval for sale over here. European deliveries are due to begin in 2024, with Berry saying that the majority of the first batch of 100 cars destined for Europe already have deposits, despite anticipated pricing of 300,000 euros—around $320,000. A Venn diagram of sports-car buyers, rich people with a love of traditional design, and enthusiasts with an aversion to engine noise might not include much overlap, but Wiesmann has it covered.SpecificationsSpecifications
2024 Wiesmann Project ThunderballVehicle Type: dual mid-motor, rear-wheel-drive, 2-passenger, 2-door convertible
PRICE
Base: $320,000 (based on 300,000 euros)
POWERTRAIN
Rear Motors : twin axial-flux permanent-magnet synchronous AC, 335 hp, 406 lb-ft Combined Power: 671 hpCombined Torque: 811 lb-ftBattery Pack: liquid-cooled lithium-ion, 83.0 kWhOnboard Charger: 22.0 kWPeak DC Fast-Charge Rate: 300 kWTransmission: direct-drive
DIMENSIONS
Wheelbase: 102.2 inLength: 174.8 inHeight: 50.6 inCargo Trunk Volume, F/R: 6/4 ft3Curb Weight (C/D est): 3900 lb
PERFORMANCE (C/D EST)
60 mph: 2.6 sec100 mph: 7.0 sec1/4-Mile: 10.1 secTop Speed: 155 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 92/90/95 MPGeRange: 250 miThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

From the December 2022 issue of Car and Driver.The chaos of upheaval can create opportunity. Take the dawning EV revolution, which has already seen a startup car company rocket past century-old competitors to become the most valuable automaker on earth. In the latest upset, a Korean brand best known for low prices, long warranties, and liberal financing has created a machine with performance that rivals the most revered Germans.In nomenclature, the difference between the Kia EV6 GT and the lesser EV6 GT-Line models is slight. That Kia denotes the top-performing version of its mid-size EV by reducing rather than adding to the nameplate is something of an undersell, but the GT’s hardware shows the intensity of this effort. More on the Kia EV6The headline achievement is the powertrain. Other dual-motor, all-wheel-drive EV6 models serve up 320 total horsepower; the GT, presumably after downing a can of spinach, is bursting with 576 horses. A new GT mode affords access to the entire thundering herd. Normal and Sport modes limit output to 460 horsepower, and Eco cuts it to 288. The full hit of torque, which has climbed from 446 pound-feet in the all-wheel-drive GT-Line to 545, is always available.HIGHS: Scalding acceleration, lively handling, speedy charging.In our testing, the 320-hp EV6 GT-Line hit 60 mph in 4.5 seconds, but the GT made the leap in 3.2. Let that sink in: 3.2 seconds to 60. In a Kia. It also dispatched the quarter-mile in 11.6 seconds at 119 mph. The top speed is a claimed 161 mph. Clearly, this isn’t your cheapskate uncle’s Spectra. Marc Urbano|Car and DriverYou know what else laid down a 3.2-second 60-mph time? The Audi RS Q8. As for other EVs, the Kia vaults past the Ford Mustang Mach-E GT Performance (60 mph in 3.7 seconds, quarter-mile in 12.7 at 101 mph) to sit at the head of the table with the Porsche Taycan 4S (60 mph in 3.4 seconds, quarter-mile in 11.7 at 120 mph) and the BMW i4 M50 (60 mph in 3.3 seconds, quarter-mile in 11.7 at 120 mph). When you dial up full powertrain strength, mashing the right pedal brings a blurring of the scenery that feels like it should come with streaks of light and Chewbacca’s roar. Instead of hearing “Take us to lightspeed, Chewie,” you’ll notice a vaguely futuristic electric-motor sound—turns out the noise is yet another configurable element. Three audio themes offer customization for volume and quickness of rising pitch. Stylish might be more aptly described as spacey, Cyber is a shriller version of Stylish, and Dynamic is like the ominous rumble when the spaceship heads toward the evil planet. Marc Urbano|Car and DriverTo help put the power of the steroid-enhanced motors to the pavement, the GT gets an electronically controlled limited-slip rear differential (eLSD). Kia also fortifies the EV6’s chassis with quicker steering and a firmer suspension tune, abetted by adaptive dampers. Here again there are more modes, which adjust the accelerator response, steering effort, damper tuning, and eLSD. LOWS: Constrained range, stiff-legged chassis, so many modes.With the dampers in their normal mode, the ride is acceptable, but it becomes quite stiff in the firmer settings. The payoff is that this car eats up corners, guided by steering that never gets too heavy, even in Sport+ mode. Wearing Goodyear Eagle F1 Asymmetric 3 SUV sneakers, the GT clung to the skidpad with 0.92 g of stick, versus 0.86 g from the GT-Line on all-season rubber. The eLSD can overdrive the outside rear wheel in corners, and you can feel this car’s tail-happiness in the Sport and GT drive modes, which loosen the stability control’s oversight. In either one, you’ll be fishtailing out of the Dairy Queen just like them Duke boys. For even more TikTok-worthy antics, there’s a Drift mode. (To activate it, start in Sport or GT mode with your foot on the brake pedal, hold the stability-control button until the system is fully disabled, and pull back on both paddles for three seconds.) The setting optimizes the front-to-rear torque split and the eLSD, making it possible to drift—or, as we discovered on wet pavement, to spin. This thing is the Firebird Trans Am of crossover EVs.Good thing the GT also has more substantial brakes: 15.0-inch front discs (squeezed by four-piston calipers) and 14.2-inch rears, as opposed to the 12.8-inch front and rear rotors in lesser models. They stop the EV6 from 70 mph in 159 feet and are easy to modulate in either of their two settings. Drivers can choose how much to interact with the brakes, as the GT offers the gamut of regen, from none to true one-pedal driving with three steps in between. The battery pack is one element that hasn’t been upgraded, and therein lies this car’s weakness. The 77.4-kWh battery, good for an EPA-rated 274 to 282 miles in the regular dual-motor EV6 and 310 miles in the single-motor version, here delivers an estimated 206 miles. In our 75-mph highway range test, the GT managed 190 miles. The battery drains fast but also quickly refills thanks to an 800-volt architecture that gulps electrons at a rate of up to 240 kilowatts; the GT’s battery went from 10 to 90 percent in 26 minutes on a DC fast-charger.Marc Urbano|Car and DriverFor all its perception-shattering performance, the GT is visually demure. It’s true that the EV6 is stylishly sleek and futuristic, but the GT is barely discernible from lesser models (the telltales: lime-green brake calipers, 21-inch wheels, a subtle rear spoiler, reworked fascias). It lacks the plumage of max-attack Porsches, M cars, and AMGs. With the EV6 GT, Kia shows it can make a muscle machine, but it doesn’t yet have the confidence to brag about it. Maybe its next one will be loud and proud: Wild wings. A dive-plane splitter. Blistered fenders. Canards and vortex generators. A screaming chicken on the hood. In chaotic times, expect the unexpected. VERDICT: A new-age performance car from an unlikely source.All Revved UpCar and DriverSimply increasing the output of the EV6’s motors (front at left) isn’t enough to reliably propel the EV6 GT to its top speed. More power requires more cooling, and Kia also had to fortify the rotor assembly to keep it all together at up to 21,000 rpm, 40 percent faster than the EV6.SpecificationsSpecifications
2023 Kia EV6 GTVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $62,695/$63,400Options: Steel Matte Grey paint, $695 
POWERTRAINFront Motor: permanent-magnet synchronous ACRear Motor: permanent-magnet synchronous ACCombined Power: 576 hpCombined Torque: 545 lb-ftBattery Pack: liquid-cooled lithium-ion, 77.4 kWhOnboard Charger: 10.9 kWPeak DC Fast-Charge Rate: 240 kWTransmissions: direct-drive 
CHASSIS
Suspension, F/R: struts/multilink Brakes, F/R: 15.0-in vented disc/14.2-in vented discTires: Goodyear Eagle F1 Asymmetric 3 SUV255/40R-21 102Y
DIMENSIONS
Wheelbase: 114.2 inLength: 184.8 inWidth: 74.4 inHeight: 60.8 inPassenger Volume, F/R: 52/48 ft3Cargo Volume, behind F/R: 50/24 ft3Curb Weight: 4772 lb
C/D TEST RESULTS
60 mph: 3.2 sec100 mph: 8.0 sec1/4-Mile: 11.6 sec @ 119 mph130 mph: 14.8 sec150 mph: 24.1 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 3.4 secTop Gear, 30–50 mph: 1.7 secTop Gear, 50–70 mph: 2.2 secTop Speed (mfr’s claim): 161 mphBraking, 70–0 mph: 159 ftBraking, 100–0 mph: 335 ftRoadholding, 300-ft Skidpad: 0.92 g 
C/D FUEL ECONOMY AND CHARGING
Observed: 74 MPGe75-mph Highway Driving: 80 MPGe75-mph Highway Range: 190 miAverage DC Fast-Charge Rate, 10–90%: 152 kWDC Fast-Charge Time, 10–90%: 26 min 
EPA FUEL ECONOMY
Combined/City/Highway: 79/85/74 MPGeRange: 206 mi
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More