Car Reviews

The demise of the Fiesta and Focus in the U.S. marked the end of Ford’s long-held but never realized ambition to create a “world car” that could succeed in all global markets. Maybe Ford should have concentrated on a “world truck” instead, a niche that the Ranger seems to have achieved. The Ranger is sold in no fewer than 180 countries. The outgoing version was the most popular pickup in Europe, which is where we had our first experience with the hotly anticipated new Ranger Raptor.The Euro version has much in common with the upcoming U.S. Ranger Raptor, which we expect to see next year, with the same styling and gravity-defying suspension featuring internal-bypass dampers made by Fox Racing. Beyond the fact that Rangers sold in Europe are produced in Thailand while our version will be built in the good ol’ USA, the major difference is that the U.S. Raptor is set to get a brawnier engine.Related StoriesThat’s because Europe is entering its own Malaise Era. There, the Ranger Raptor is getting a detuned version of the twin-turbo 3.0-liter V-6 from the Bronco Raptor, the pickup’s engine strangled by the need to meet stringent new emissions standards. In Australia, where the Ranger Raptor was launched first, its V-6 makes 392 horsepower and 430 pound-feet, but in Europe, it will produce 288 horsepower and 362 pound-feet. We will have to wait for U.S. specs, but it seems certain our Raptor will have at least as much power as the Australian version—and possibly the full 418 horsepower and 440 pound-feet of the Bronco Raptor. A 10-speed automatic gearbox with a two-speed transfer case, plus locking front and rear differentials, will be standard in all markets. The new Ranger’s fresh metalwork sits on the same T6 platform as the outgoing truck, and the Raptor uses a reinforced version of that ladder chassis. From the front, it really does look like a baby F-150, with LED headlights pushed to the edge of the bodywork and a similarly shouty all-caps FORD grille motif. Like the F-150, it also has plastic wheel-arch extensions and a broader track. Although huge by European standards, the Ranger Raptor’s 211.0-inch overall length and 79.8-inch width make it 21.6 inches shorter than the F-150 version and 7.0 inches narrower. A crew cab is the standard configuration in Europe and has a 61.6-inch cargo bed.The addition of some microfiber panels and colored accents elevate the Raptor’s cabin over the regular Ranger’s, but the plastics remain hard and utilitarian. The 12.4-inch digital instrument cluster and 12.0-inch portrait-orientated central touchscreen both looked good. Ford’s SYNC 4A infotainment system works cleanly and intuitively, although we welcomed the continued presence of physical controls for heating and ventilation. The Raptor’s center console features a stubby shifter with a button on the side that engages manual mode—manual shifting is via the steering-wheel paddles. A rotary dial selects the drive modes and controls the transfer case, which has 2H, 4H, 4L, and 4A settings—the last automatically sending power to the front axle when required.On-road refinement felt very impressive considering the Continental General Grabber A/T tires our truck was wearing. The Fox Racing shock absorbers vary damping force according to both wheel travel and an adaptive valve, meaning the ride at everyday speeds is plush and compliant. Noise insulation proved equally good at highway speeds, the Raptor’s cabin staying quiet at a 75-mph cruise in Normal mode—an unexpected virtue.Steering weight feels heavier than in the F-150 Raptor, even in its lightest setting, but delivers little feedback. There isn’t much for it to talk about given the front tires’ limited ability to deliver lateral grip on asphalt. The Ranger tracks straight and doesn’t wander, but although it feels stable at speed it has little appetite for tighter corners. It doesn’t take much enthusiasm to get the front pushing wide and the rear axle struggling for traction.FordAlthough much quicker than the last-generation Ranger Raptor sold in Europe—which used a four-cylinder diesel engine and required more than 10 seconds to reach 60 mph—the new one still feels some way short of being fast. Ford of Europe quotes a 7.9-second zero-to-62-mph sprint. The transmission’s blunt reactions in Drive didn’t help to raise confidence for passing moves, either. Selecting Sport mode improved responses but also added artificial weight to the electric power steering and introduced a droning exhaust note. The Raptor’s exhaust has four different modes, including Normal, Sport, and a new Quiet setting for low-key departures. There’s also a Baja mode that’s so noisy it comes with a dashboard admonition that it is only for off-road use. Driving the Ranger Raptor on a demanding off-road course quickly proved where its heart truly lies. It feels like a smaller version of the F-150 Raptor, slower but more wieldy and yet equally adept at tackling serious bumps at speed. The Ranger has 10 inches of wheel travel at the front and 11.4 inches at the back, which is less than the F-150 Raptor, but the engineering team says that the smaller truck’s dampers work harder. Sensors monitor wheel travel at each corner, so the Raptor’s brain knows when its tires have left terra firma, at which point it stiffens the dampers to their firmest setting to brace for impact. Hitting a big bump at speed proved the truck can fly and—more importantly—land without undue drama.Yet it was on more technically challenging terrain that the Ranger Raptor impressed most. Ford’s claim of 10.4 inches of ground clearance and a 32-degree approach angle might not get close to the Bronco Raptor’s 13.1 inches and 47 degrees, but the pickup’s figures are better than those for a coil-sprung Land Rover Defender 90. The Raptor also has a Rock Crawl mode that automatically maintains a creeping speed and took it up a steeply graded dry stream bed without any throttle input. The electronically locking front and rear differentials can be engaged and disengaged quickly too—although the icons controlling them on the touchscreen are small and hard to locate when the truck is bouncing over rugged terrain.FordThe Ranger Raptor is smaller than its F-150 sibling, and the European version is considerably slower, but it doesn’t feel like any less of an experience when driven hard over demanding terrain. We await the arrival of our own turned-up version with great enthusiasm. SpecificationsSpecifications
2023 Ford Ranger Raptor (Europe)Vehicle Type: front-engine, rear/four-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base: $72,000 (U.K. $ equivalent, including VAT) 
ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, iron block and aluminum heads, direct fuel injectionDisplacement: 180 in3, 2956 cm3Power: 288 hp @ 5500 rpmTorque: 362 lb-ft @ 2300 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 128.7 inLength: 211.0 inWidth: 79.8 inHeight: 75.8 inPassenger Volume: 99 ft3Bed Length: 61.6 inCurb Weight (C/D est): 5300 lb
PERFORMANCE (C/D EST)
60 mph: 7.5 sec1/4-Mile: 15.4 secTop Speed: 111 mph
EPA FUEL ECONOMY (C/D EST)
Combined/city/highway: 17/17/18 (but won’t be EPA-rated)This 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

We must wait for the day when automotive artisans reimagine third-gen Camaros or Fox-bodied Mustangs into immaculate carbon-fiber-bodied restomods that command six-figure prices. Until then, we’ll have to keep slumming with the 964-generation of the Porsche 911.Of course, there are plenty of reasons why the penultimate air-cooled 911 is the frequent muse for high-end tuning outfits. There is no shortage of cars to start with, Porsche having sold more than 60,000 of all variants globally between 1989 and 1994. Interest (and values) are also high enough to find a market for expensive transformations.The most famous re-creator of the 964 is undoubtedly Singer in California, which has been producing versions that cross the boundary from car to automotive art for more than a decade. But an increasing number of other shops are now getting into the same space. Last year, we told you about an EV version produced by Everrati in the U.K., although we struggled to see what the electric powertrain added to the experience. Now here’s another British firm, but this one sticks with internal combustion. The small shop is called Theon Design, and it gave C/D the chance to experience a partially carbon-fiber-bodied 964 just before it was shipped to a buyer in Chile, hence the car’s CHI001 name. Oh, and that customer is a successful blueberry farmer, if you’re wondering about the reason for its violently violet color scheme.As with many similar businesses, Theon Design was born from a personal passion, in this case, the quest of a man named Adam Hawley to build his own perfect 964 while working 9-to-5 as a car designer for big auto companies including Jaguar Land Rover. The car was eventually finished to a standard that had friends and acquaintances asking him to create something similar for them, leading to the establishment of Theon Design with business partner Lucinda Argy, who is also his wife.While the Theon CHI001 shares its basic form with the 964, its detailing is clearly inspired by that of earlier 911s. It has lost the full-width rear light bar it was built with and gained both 930 Turbo-style bumper overriders and headlamp bezels. The original car underneath the conversion was a Carrera 4 sold in Japan, but it has been stripped to component parts and completely rebuilt. Structural changes include a carbon-fiber roof, trunklid, engine cover, and spoiler. The fenders and bumpers are made from a sturdier carbon-kevlar blend. Weight saving over a regular 964 is around 220 pounds, according to Hawley, with the part-composite bodywork also making the car stronger. Up close, the attention to detail is close to obsessive, including touches such as the symmetric mounting of the twin ignition coils on the engine firewall and the invisible integration of a center, high-mounted brake light into the rear-window surround.Theon’s customers have a choice of powertrains, including the intriguing option of a supercharger conversion the company has developed for the air-cooled flat-six. The CHI001 is running a naturally aspirated 4.0-liter engine; individual throttle bodies and careful internal balancing take peak output to 400 horsepower at 7100 rpm. It has also lost its original all-wheel-drive system, and power is now sent exclusively to the rear axle through a six-speed 993-generation gearbox and a limited-slip differential.Not every part of the experience has been updated. Getting in, we find the familiar, slightly offset driving position, and although beautifully retrimmed in a vibrant hue to match the exterior paint, the cabin’s basic architecture is unchanged. But starting the engine reveals an immediately different character to a regular Carrera of this generation: first, the bark of the exhaust, which switchable acoustic flaps vary from loud to very loud; second is the immediacy of the engine’s responses to even slight accelerator-pedal pressure, thanks to an ultralight flywheel. Theon DesignComparing Theon’s car with a regular 964 is made complicated by the increasingly distant memories of what the original car was like when new, but this one drives with a level of poise and precision it seems hard to imagine that any stock 964 possessed even when factory fresh (with the possible exception of the famous RS variant). The CHI001’s steering feels direct and slack-free for an air-cooled 911. It retains hydraulic assistance, but this is now powered by an electric pump. Revised suspension geometry, stiffer bushings, and active dampers increase the precision with which the front end can be placed, although they also mean there is less sense of the 964’s fundamental rear-biased weight distribution in corners. Easing the accelerator with the chassis loaded up tightens the line progressively but not snappily. The biggest dynamic difference is probably down to the modern Michelin Pilot Sport PS2s mounted on the period Fuchs-style rims, which give an abundance of grip. The ride is firm even with the adaptive dampers in their softest setting, but not uncomfortably so. Yet the engine is the CHI001’s starring feature—impressively muscular low down but with what feels like an inexhaustible appetite for revs that the scalpel-sharp accelerator encourages a driver to exploit. The tachometer only goes to 8000 rpm, but the limiter is actually another 500 rpm beyond that. Working against just 2570 pounds, it feels 21st-century fast, too. The gearshift is perfectly weighted, and despite the switch to carbon-ceramic brakes, the middle pedal feels similarly natural in its responses.This love story may have you question our critical faculties, but the car does have some downsides. The first is the price. While considerably short of the seven-figure expenditure required for one of Singer’s pixel-perfect offerings, a buyer will still need to pay Theon around $500,000 (at current exchange rates) to get something similar to this car—plus the cost of the donor 911. The second is the wait: The company already has a substantial order bank it needs to work its way through and can build at no more than five cars a year.Theon DesignBeyond that, while “perfect” is a strong adjective to apply to any car, the Theon gets dangerously close to earning it. This 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 when mad Maine tuner Ross Converse was dropping Mustang V-8s into Volvo engine bays, it was hilarious to conceive of a Volvo that could hit 60 mph in less than six seconds. Those were cars for Paul Newman and David Letterman, supercharged sleepers with raucous performance that belied their Bar Harbor-antiques-dealer styling. These days, Volvo is its own tuner, as exemplified by the 2023 S60 Recharge. Like Newman’s Converse-modified 960, the S60 is supercharged. Unlike that tuner sled of yore, it’s also turbocharged and electri-charged, by dint of its rear-mounted electric motor. With 312 horsepower from the 2.0-liter inline-four up front and 143 horsepower from the electric motor, the S60 Recharge claims the title of Most Powerful Volvo Ever, packing a combined 455 horsepower and 523 pound-feet of torque. Sure, that title also applies to every other model that offers this powertrain, but a win’s a win.As complicated as this powertrain is, it proved plenty reliable during our 40,000-mile test of a 2020 model, with modest service costs too. That car, which made 400 horsepower, hit 60 mph in 4.3 seconds. This one, with its additional muscle, knocks a couple of ticks off that time, reaching 60 in 4.1 seconds and dispatching the quarter-mile in 12.5 seconds at 112 mph. That quarter-mile time would be quicker if the S60 didn’t approach its stingy 114-mph speed limiter during the run, causing it to start cutting power at around 110 mph. Highs: Hits 60 mph in 4.1 seconds, usable EV range and power, reasonable base price.That conflict—sports-car acceleration pitted against a party-pooper speed limiter—is emblematic of the S60 Recharge’s broader contradictions. On one hand, it seems determined to uphold a safe-and-sane Volvo image, to the extent that there isn’t even a sport mode. But on the other: 455 horsepower and a 60-mph time that’s the same as a reasonably recent 2014 Porsche 911 Targa 4S PDK. Discovering that the respectable, dapper S60 Recharge can smoke Camaros off the line is like discovering that Ned Flanders is ripped. Stupid sexy Flanders.Besides adding raw power, the upgraded hybrid componentry enables the S60 to work perfectly well as an EV, which wasn’t really the case back when it had 87 electric horsepower. Now, with 143 horsepower and its bigger, 14.9-kWh battery, the S60 could work as a legitimate daily driver in EV mode. Its EPA-rated range is 41 miles, and we saw 34 miles of range during our 75-mph highway test. In traffic, you no longer need to feather the throttle to prevent the gas engine from firing—in fact, if you’re on the throttle during a 90-degree turn across an intersection, you may well hear a tormented howl from the inside rear tire. (In EV mode, the S60 Recharge is rear-wheel drive.) The S60’s instrument panel includes a display that lets you know how close you are to firing the gas engine, with a pictograph of a drop of fuel (or perhaps a teardrop) representing the point when you enter hybrid mode. It’s easy enough to stay below that line, but if you do invoke hybrid mode, the Recharge is still admirably thrifty, returning 37 MPGe on our highway fuel-economy test and 28 MPGe overall. As another bonus of the upsized battery, the Recharge is now eligible for the full $7500 federal EV tax credit. Since the plug-in powertrain costs $9950 more than a gas S60, that potential net upcharge of $2450 makes the PHEV seem like a no-brainer option.Related StoriesOutside of its scalding straight-line performance and thrifty economy, the S60 Recharge posts decent but not superlative numbers. (If you want the S60’s chassis to live up to its horsepower, the Polestar Engineered trim is a $16,800 option over the base Core model and $10,100 more than the Ultimate Black Edition.) Braking from 70 mph required 178 feet, while stopping from 100 mph stretched that number to 359 feet. The Volvo’s brakes were indefatigable, though, exhibiting no fade even after multiple stops from triple digits. The S60’s 0.85 g of skidpad grip might have been higher but was inhibited by the tsk-tsk of the stability-control system. Like a ’69 Chevy Chevelle SS, the S60 Recharge prefers the drag strip to the road course. And like a hybrid Ford Maverick pickup, this sedan is rated to tow 2000 pounds, opening up interesting possibilities involving flyweight travel trailers and glamping.Lows: Fun-killing electronics, mild-mannered handling, Polestar Engineered costs an extra $16,800.While the revised powertrain is the headline upgrade, Volvo also updated the S60’s infotainment system, which is now Google-based (including Maps, Assistant, and Play store). And the tested Black Edition—which brings blacked-out trim and wheels and is available only with Onyx Black metallic or Crystal White metallic paint—was new last year. But most of the S60’s changes are under the (still handsome) skin.Which is probably one reason the S60 hews to a reasonable price, given its style and performance. The S60 Recharge’s base tab is $52,345, so with the $7500 credit, you could end up with a net price of $44,845 for a 455-hp Swedish hauler. Our loaded Ultimate Black Edition, which included niceties such as heated front and rear seats, a heated steering wheel, and a head-up display, cost $62,995. A full $3200 of that was the Bowers & Wilkins sound system, which you might skip if you can live with the standard Harman Kardon system. But Volvo’s Bowers & Wilkins systems are some of the best factory audio setups you can buy, so look at it this way—it’s like you’re spending some of that tax credit on walloping bass and tweeters you’d want to display in your living room.Essentially, the 2023 S60 Recharge looks just like the earlier cars of this generation, but it’s now radically better at its plug-in mission: Charge it each night and you might only need the gas engine for long trips and stoplight drag races. Most mid-cycle refreshes are cosmetic. This one is transformative.SpecificationsSpecifications
2023 Volvo S60 RechargeVehicle Type: front-engine, rear-motor, rear/all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $52,345/$62,995Options: Ultimate Black Edition (360 degree camera, heated front seats, head-up display, four-way power lumbar, adaptive cruise control, black grille and badging, metallic paint, Charcoal leather interior), $6700; Bowers & Wilkins stereo system, $3200; Climate package (headlight cleaning system, heated steering wheel and outboard rear seats), $750
POWERTRAIN
supercharged, turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 312 hp, 295 lb-ft + AC motor, 143 hp, 228 lb-ft (combined output: 455 hp, 523 lb-ft; 14.9-kWh lithium-ion battery pack; 3.7-kW onboard charger)Transmissions: 8-speed automatic/direct-drive
CHASSIS
Suspension, F/R: control arms/multilink Brakes, F/R: 14.6-in vented disc/12.6-in vented discTires: Pirelli P Zero All Season235/40R-19 96V M+S VOL
DIMENSIONS
Wheelbase: 113.1 inLength: 187.4 inWidth: 72.8 inHeight: 56.3 inPassenger Volume: 92 ft3Trunk Volume: 12 ft3Curb Weight: 4457 lb
C/D TEST RESULTS
60 mph: 4.1 sec100 mph: 9.9 sec1/4-Mile: 12.5 sec @ 112 mphResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 4.5 secTop Gear, 30–50 mph: 2.5 secTop Gear, 50–70 mph: 3.1 secTop Speed (gov ltd): 114 mphBraking, 70–0 mph: 178 ftBraking, 100–0 mph: 359 ftRoadholding, 300-ft Skidpad: 0.85 g
C/D FUEL ECONOMY
Observed: 28 MPGe75-mph Highway Driving, EV/Hybrid Mode: 69 MPGe/37 mpg75-mph Highway Range, EV/Hybrid mode: 34/580 mi
EPA FUEL ECONOMY
Combined/City/Highway: 31/30/33 mpgCombined Gasoline + Electricity: 74 MPGeEV Range: 41 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 Morgan Motor Company has long attracted a dedicated following with its beguiling and largely hand-built machines featuring ash-framed bodies and floppy side curtains. The Plus Four—released in 1950 and a descendant of the 4/4 introduced in 1936—steadfastly defied a changing world to remain in production, looking much the same as it ever did, with a spindly steel chassis and an antediluvian sliding-pillar front suspension and cart-sprung rear axle intact underneath a classic 1930s-style body. Until now.Under the direction of Andrea Bonomi and his family’s private-equity firm Investindustrial since 2019, the company founded by HFS Morgan in 1909 has boldly ambled into the future. It has revitalized its cars, injecting unheard of comforts, practicality, and safety—enough that Morgan will be returning to the U.S. market early next year, ending its latest regulatory-driven absence—while maintaining their vintage charm. At the company’s antique red-brick factory on Pickersleigh Road in Malvern Link, Worcestershire, the skilled workforce continues to do much by hand to craft the plant’s output of fewer than 1000 cars a year. Although you might not know to look at them, the cars—still with those shapely aluminum panels cloaking ash frames and leather trim in abundance—are finally fit for the moment. Several body panels are pressed out of house now to save time and ensure additional accuracy, though others are beaten by hand in the newly expanded Malvern facility that builds strictly to order and still cries “Ye olde.”A New PlatformThe company’s new CX-Generation platform, a bonded-aluminum tub that closely recalls Lotus’s Elise, is thoroughly modern and twice as rigid as Morgan’s outgoing platform. A contemporary, all-independent suspension offering unprecedented ride quality is now appended onto it. No longer can it be fairly compared to that of WWI-era Mack trucks. Newly installed power steering lacks the sort of feel we are used to in a Morgan, but on the other hand, you can navigate corners with speed and security never before experienced in a Malvern product without the ever-present danger of errant bumps sending one bouncing off into the hedgerows. Leveraging the company’s relationship with BMW—which began with its use of the firm’s V-8s in its Aero 8 models in 2001—the Plus Four uses the Bavarians’ latest turbocharged 2.0-liter four. It provides 255 horsepower and 295 pound-feet of torque, moving the light (2200-or-so-pound) machine with alacrity. The engine is paired with an eight-speed automatic whose distinctive BMW-issue gear lever pops out of a new center console—a symbol of Morgan’s brave new world. Unwelcome though it might seem, the paddle-shifted gearbox actually suits the powerplant nicely and delivers a stated zero-to-62-mph time of 4.8 seconds, which we reckon will amount to a 60-mph arrival in 4.5 seconds on our side of the pond.A six-speed manual option is available in the U.K. but won’t be offered in the U.S., presumably for certification reasons. It’s not all bad news, because the engine torque is limited to 258 pound-feet when mated to the manual, and the car will also consume more fuel and require four extra tenths (plus four, it would seem) to achieve 62 mph. A larger BMW inline-six, making 335 horsepower and 369 pound-feet of torque, powers the wider and heavier Plus Six model, but that, too, won’t be sold to us Yanks.MorganWelcome to the New CenturyAlmost as eye-opening as the revitalized Morgan’s ride is its range of comfort and convenience upgrades. In addition to being heated and ventilated, the leather seats are wider and more comfortable, as is the handsome cockpit. A digital instrument display in front of the driver jars slightly, although traditional gauges hold court in the center of the dash in the time-honored Morgan fashion. Features such as air conditioning, airbags, power door locks, Bluetooth connections, and USB ports lead one to exclaim, “Blimey, it’s almost like a real car!”The newly designed convertible top is also due for commendation and didn’t once leak over the course of several rain-filled days touring England. The manual lid is only slightly more difficult to erect than a Mazda Miata’s top, and a convenient release allows its rear section to be quickly raised for stowing luggage behind the seats. Improved sealing helps the old-school side curtains actually keep out the rain, another revelation. It also reduces, but doesn’t entirely eliminate, wind noise, though it’s never bad enough to diminish the urge to travel regularly in the fast lane. An electric windshield defroster, coupled with the marque’s venerable three mini-wiper-blade assemblage, keeps the view of the road ahead clear, which, combined with the powerful four-wheel disc brakes, further imparts a sense of security largely absent in previous Morgans. The new model stands on its own two feet as a captivating bespoke sports car with classic overtones and modern performance. It’s also surprisingly good value for a lovely, largely hand-built machine—expect it to launch in the U.S. with prices starting around $70,000.The firm may be old, but boy is it also plucky. And the new Plus Four gives us hope that when a battery-powered Plus Four arrives one day, it will continue to tug on the heartstrings just as its storied predecessors have for so very long. Good show, chaps.SpecificationsSpecifications
2022 Morgan Plus FourVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door convertible
PRICE
Base (C/D est): $70,000
ENGINE
Turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1998 cm3Power: 255 hp @ 4400 rpmTorque: 295 lb-ft @ 1000 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Length: 150.8 inWidth: 65.0 inHeight: 49.2 inCurb Weight (C/D est): 2250 lb
PERFORMANCE (C/D EST)
60 mph: 4.5 sec1/4-Mile: 12.4 secTop Speed: 149 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 35/29/38 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

The potential customer base for a car that can deliver the sumptuous comfort of a private jet and the performance of a muscle car is likely a small one, but we should be happy that the Mercedes-Maybach S580 has it covered. Wearing the two-tone paint scheme that signals its superiority over the regular S-class—a $14,500 option we suspect most buyers will go for—this XL sedan looks like it should be gently shuttling A-listers between red carpets. Yet it is brutally fast when unleashed, even if doing so would likely cause rear-seat passengers to spill their champagne (from their Maybach-branded flutes). How fast? During testing, the Maybach S580 blasted its way from zero to 60 mph in just 4.1 seconds, from rest to 100 mph in 10 seconds flat, and through the quarter-mile in just 12.6 seconds. The V-8 Bentley Flying Spur is slightly quicker, but it is also more obviously aimed at those who drive themselves rather than relax in the back. The Maybach feels like a luxury yacht with the punch of a speedboat—and the forthcoming S680, with its 621-hp V-12, should be even quicker.Yet even the most demanding plutocrat would find it hard to feel shortchanged by the S580 and its 496-hp twin-turbo 4.0-liter V-8. Performance is delivered without drama—full throttle produces an exhaust note that sounds as if it’s issuing from several towns away. Under more respectful use the engine is almost silent, with the Maybach’s cabin very hushed at cruising speeds. We recorded 64 decibels at a 70-mph cruise, and Maybach’s active noise cancellation effectively suppresses low-frequency road rumble and makes the cabin seem even quieter. The low ambient noise also provides a blemish-free auditory backdrop for the superb 30-speaker Burmeister audio system.HIGHS: Punchy performance, superb comfort and refinement, luxurious rear cabin.From the driver’s seat, there are no obvious differences between the Maybach and the regular Mercedes S-class. Both cars share the same controls and displays, with a 12.3-inch screen for the instruments that features 3-D rendering. Some of us loved the effect, others immediately switched it back to 2-D. The vast 12.8-inch touchscreen in the center of the dashboard runs the same MBUX UI system as lesser Mercs—and suffers from the same usability issues. It does grow easier to understand with prolonged use, but the need to interact with the screen to adjust heating and ventilation settings requires you to take your eyes off the road. Both the Rolls-Royce Ghost and Bentley Flying Spur have much-nicer-feeling physical controls.It’s when you move to the back that the Maybach turns truly special, combining the room of an extended-wheelbase S-Class—7.1 inches longer than the regular car—with plusher trim. Our test car had been given the sort of full-options workout we suspect few Maybach buyers will be able to resist, albeit one that took its asking price to nearly $230,000.That tally was boosted by the highest grade MANUFAKTUR leather package ($8000), a refrigerator behind the seats with two clip-in champagne flutes ($4300), and the Executive Rear Seat Plus package, which brings two individually reclinable chairs with fold-out airline style tables in the center console, as well as heated and cooled cupholders ($6000). It also had power-operated rear doors, removing the irksome requirement of physically heaving them open and shut ($1350).Andi Hedrick|Car and DriverThe driving experience is clearly suited to chauffeuring. The Maybach feels bigger and heavier than it actually is, with the soft suspension settings and light steering encouraging gentle use. As in the regular S-class, there are switchable dynamic modes, including a new Maybach one that’s effectively a Comfort Plus setting, delivering truly imperious progress. Our test car also had the $6500 option of the E-Active body control system, which brings active anti-roll and a Curve dynamic mode that actually leans the car into a corner to reduce the perceived lateral forces, although the bicycle impression felt odd from the driver’s seat. The S580 was impressively pillowy over rougher road surfaces but seemed to struggle to digest freeway expansion joints, thumping over those in a manner unsuited to its price.Although it offers little encouragement for spirited driving, even in Sport mode, it is possible to hustle the Maybach S580 along at an impressive pace. Our test car rode on Pirelli all-season run-flat tires, enabling 0.91 g of skidpad grip—entirely respectable for a large luxury sedan. Pushed beyond these limits the Maybach defaults to gentle understeer, with no sense of the all-wheel-drive system’s claimed rear-torque bias. More impressive is the low-speed maneuverability enabled by the rear-wheel steering, which helps thread the car through gaps and pull off tight U-turns. Braking performance was respectable at 185 feet from 70 mph, although that is 17 feet longer than the Flying Spur V-8 managed, also on all-season tires.LOWS: Big premium over regular S-Class, clunky UI system, expensive options.The Maybach’s 48-volt hybrid system doesn’t appreciably add to performance, but it does boost fuel economy, with a respectable 18-mpg EPA overall rating that amounts to 15 mpg city and 24 mpg highway. We averaged 19 mpg in mixed driving. Andi Hedrick|Car and DriverWhile the Bentley Flying Spur is more athletic, and the similarly sized but more expensive Rolls-Royce Ghost projects more VVIP presence, the Mercedes-Maybach S580 feels like an entirely justified addition to the top of the luxury-sedan segment. It builds on the strengths of the already-excellent S-class, albeit at a substantial premium. Just make sure you specify the exclusive two-tone paint, lest onlookers think you settled for the mere Benz.SpecificationsSpecifications
2022 Mercedes-Maybach S580 4MaticVehicle Type: front-engine, all-wheel-drive, 4-passenger, 4-door sedan
PRICE
Base/As Tested: $185,950/$227,900 Options: Obsidian Black upper and MANUFAKTUR Diamond White lower paint, $14,500; MANUFAKTUR leather package, $8000; E-Active body control, $6500; executive first-class 4-seat configuration w/folding rear tables, heated and cooled rear cupholders, $6000; refrigerator rear console and Maybach champagne flutes, $4300; rear electric comfort doors, $1350; Piano Lacquer Flowing Lines interior trim, $1300 
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 243 in3, 3982 cm3Power: 496 hp @ 5500 rpmTorque: 516 lb-ft @ 2000 rpm
TRANSMISSION
9-speed automatic
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 14.6-in vented disc/14.2-in vented discTires: Pirelli P Zero All Season Run Flat255/40R-20 101H M+S Extra Load MOE-S
DIMENSIONS
Wheelbase: 133.7 inLength: 215.3 inWidth: 75.6 inHeight: 59.4 inPassenger Volume: 127 ft3Trunk Volume: 12 ft3Curb Weight: 5422 lb
C/D TEST RESULTS
60 mph: 4.1 sec100 mph: 10.0 sec1/4-Mile: 12.6 sec @ 112 mphResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.0 secTop Gear, 30–50 mph: 2.7 secTop Gear, 50–70 mph: 3.6 secTop Speed (gov ltd): 128 mphBraking, 70–0 mph: 185 ftRoadholding, 300-ft Skidpad: 0.91 g
C/D FUEL ECONOMY
Observed: 19 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 18/15/24 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

Are you a true believer? Do you understand what summer tires can do for you, why a sunroof hurts performance, and that speed limits are just a starting point for negotiations? Do you feel persecuted by law enforcement for your beliefs? Well, Honda just built a car for you in the new 2023 Civic Type R. Go forth, spread the gospel of compact performance, and live by the Type R’s code of conduct.I. Thou Shalt Not UndersteerThis commandment is impossible for a front-wheel-drive car to follow, or so we thought. And yet, this 11th-generation Civic follows the directive from on high despite its 315-hp turbocharged 2.0-liter inline-four hanging ahead of the front axle and 61.4 percent of its weight on its nose. On the street, front-end grip seems inexhaustible as the Type R ducks left and right, forcing you into the seat bolsters at its 1.02-g limit. Go ahead and dive into an apex, because the steering is a mere 2.1 turns lock to lock and the Type R slips in without any drama. Corner exits, which usually require the patience of Job in a front-wheel-drive car, are masterfully orchestrated by the Type R’s limited-slip differential. That unit, coupled with a very crafty anti-torque-steer front strut, puts the engine’s power to the Michelin Pilot Sport 4S tires and allows you to empty the 2.0-liter’s magazine without widening the cornering line. Next corner. Try again. No understeer, just more exit speed. As if some invisible string is holding the car, keeping it from leaving the road. It makes no sense that a front-driver can do this, so let’s just add it to the list of things that don’t make sense in 2022.II. Thou Shalt Not Hook UpNot in the carnal sense; go crazy there. Here, it’s hooking up as in launching hard from a stop. Boost arrives after a beat or two, but the torque surge at about 3000 rpm—310 pound-feet, available from 2600 to 4000 rpm—will have you on the phone to Tire Rack. Turn the wheel slightly while hitting the gas in first and the front end eagerly hunts for the ditch or the oncoming lane as the differential tries to make the most of available grip. The solution is to keep the wheels pointed straight in first. Get it right and you’ll move all 3183 pounds of Civic to 60 in 4.9 seconds, with the quarter falling in 13.5 seconds at 106 mph.III. Thou Shalt Not Miss a ShiftHonda’s manual gearboxes are special. Light, direct, precise, and a joy to operate, the Type R’s mostly carries over from its predecessor and has the same tight throws and positive action. In more than 500 miles of abusively fast shifts, we never heard a crunch from the synchros as we upshifted just shy of the 7000-rpm redline. Nor did we flub any downshifts. A lighter flywheel makes the throttle slightly more alert than before, and a mere tap of the right pedal spins up the engine to match revs on downshifts. For those who want Honda to do it, there’s a retuned automatic rev-matching program. It technically works but could be quicker to respond, something more noticeable on the track than on the street.IV. Thou Shalt Not Make Fake VentsGone are the old Type R’s fake vents and bodywork creases to nowhere. Function wins out over form in this round. Vents in the front bumper direct more cooling to the 13.8-inch front rotors, which are unchanged from the previous Type R. Revisions to the brake booster reportedly improve feel, but the pedal doesn’t seem any different. Hit the brakes hard at 70 mph and you’ll be able to get out and walk 153 feet later; stopping from 100 mph takes just 308 feet. Real vents work. The only fade you’ll find in a Type R is in the driver’s hairstyle.V. Remember the Commute and Keep It HolyBeneath the fender flares, 3.5-inch-wider front and 1.9-inch-wider rear tracks, 9.5-inch-wide wheels, real hood vents, three exhaust tips, and 0.3-inch-lower body lies a Civic Sport hatchback. Interior design and quality take a huge leap in this generation. Uncluttered and functional, the instrument panel looks expensive. The driver can select from two gauge clusters. The R gauges have a nonlinear tachometer that reminded a few of us of the legendary S2000’s. Above the HVAC controls is a 9.0-inch touchscreen that works quickly and intuitively and has wireless Apple CarPlay and Android Auto.A big part of respecting the drive to work is in the ride quality. Left in Comfort, the adaptive dampers are docile. Sharp impacts reverberate through the cabin, but the Type R sops up smaller hits. Switch to Sport or R mode to ruin the ride with no real handling benefit. Freeway commuters will find 73 decibels of wind, engine, and road noise. If you’ve spent more than 50 percent of your life in the last century, cabin ambience will begin to annoy you in about 20 minutes. At least rear-seat passengers can hear conversations happening in the front, something that wasn’t true at 70 mph in the last Type R.Michael Simari|Car and DriverVI. Honor Thy FamilyCommonality with the regular Civic gives the Type R excellent packaging and practicality. Civic Sport hatchbacks now have 99 cubic feet of passenger space and 25 cubic feet of cargo room, and so does the Type R. In the eyes of the EPA, this is a large car. Head to Costco and don’t be afraid to buy a second 30-roll pack. For even more hauling ability, fold the rear seats and take home that eight-drawer dresser you spotted on Facebook Marketplace. None of the Civic’s practicality is affected here. Sure, it has a blood-red carpet and front seats with big lateral bolsters that might lead to a little groaning when you climb out, but it’s a Civic nonetheless.In back, the Civic’s 107.7-inch wheelbase helps add 1.4 inches of legroom and makes the 60/40 split bench as Uber-friendly here as in the 158-hp base version. One drawback of sharing so much with a half-as-powerful sibling is that Honda didn’t enlarge the fuel tank for the Type R, so drive it as intended and you’ll be lucky to get more than 250 miles from the 12.4-gallon tank.VII. Thou Shalt Not Covet Thy Neighbor’s Toyota GR CorollaEyes are unlikely to wander since the new Type R looks great on its 19-inch wheels and lowered stance. We aren’t sure what happened with the previous Type R, but one of our theories is that an art student’s mixed-media sculpture got switched for the 10th-gen Civic design proposal and the student’s project went into production. The real Civic design? It received an A– in Applied Mixed Media 401.VIII. Thy Shalt Not OverheatLapping the last-gen Type R on the track multiple times led to heat-related issues that sent the powertrain into limp mode. To solve that problem, the Type R now has a 48 percent larger grille opening that directs air into a larger radiator and a 10-row intercooler (up from nine). You’ll have to wait a bit for its Lightning Lap results, but we experienced zero thermal issues with the Type R.IX. Thou Shalt Not OverpayWhat dealers will overcharge for the Type R remains to be seen, but Honda is setting the price at $43,990, and the only factory extras are paint colors and forged alloy wheels. Of course, dealers will push a seemingly endless selection of accessories. Skip them all except maybe the $1780 Michelin Pilot Sport Cup 2 track tires.X. Thou Shalt Not Bear False EnthusiasmShoppers looking to pose as car-loving enthusiasts won’t want to own this one. It comes only with a manual transmission, you can’t get leather seats, and Honda won’t sell you a sunroof. The Type R does have all the collision-avoidance nannies the unskilled and NHTSA crave, but its buyers aren’t the type who cause accidents by texting in traffic. This is a car designed, tuned, and built for the true believers. CounterpointsIt’s called a spoiler because it spoils the look of the car—only, on the Type R, it looks great: a fun surprise, an embroidered tiger on the back of a jean jacket. I liked the previous model’s raucous design, but some people prefer to drive a car that doesn’t look like a 12-year-old doodled it on a math notebook. More important, while the sporty Civic has put on some work-appropriate attire, it’s still an absolute party animal underneath. —Elana ScherrSpeaking in Honda tongue feels like coughing up alphabet soup. Ya see, you’ve got your EP3s and your DC5s, but the B18C never came in those—they got the lowly K20A3 here in the U.S. Riding on an FL5 chassis, the newest CTR is far wilder than the sedan-only FE1 Civic Si. That said, it won’t take more than a spoonful of the improved 315-hp K20C1 to get your HR to spike. —Austin IrwinNot a Hand-Me-Down, K?To get nine more horsepower from the K20C1 engine, Honda made a number of improvements, including swapping from a nine- to a 10-channel air-to-air intercooler and reducing the turbocharger inertia by 14 percent while increasing the intake flow rate by 10 percent and the exhaust flow by 13 percent.SpecificationsSpecifications
2023 Honda Civic Type RVehicle Type: front-engine, front-wheel-drive, 4-passenger, 4-door hatchback
PRICE
Base/As Tested: $43,990/$44,385Options: Championship White paint, $395
ENGINEturbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1996 cm3Power: 315 hp @ 6500 rpmTorque: 310 lb-ft @ 2600 rpm 
TRANSMISSION6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.8-in vented disc/12.0-in discTires: Michelin Pilot Sport 4SSize: 265/30ZR-19 (93Y) DT1
DIMENSIONS
Wheelbase: 107.7 inLength: 180.9 inWidth: 74.4 inHeight: 55.4 inPassenger Volume: 99 ft3Cargo Volume: 25 ft3Curb Weight: 3183 lb
C/D TEST RESULTS
60 mph: 4.9 sec100 mph: 12.1 sec1/4-Mile: 13.5 sec @ 106 mph140 mph: 28.3 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.9 secTop Gear, 30–50 mph: 9.4 secTop Gear, 50–70 mph: 6.4 secTop Speed (mfr’s claim): 169 mphBraking, 70–0 mph: 153 ftBraking, 100–0 mph: 308 ftRoadholding, 300-ft Skidpad: 1.02 g 
C/D FUEL ECONOMY
Observed: 20 mpg75-mph Highway Driving: 30 mpg75-mph Highway Range: 370 mi 
EPA FUEL ECONOMY
Combined/City/Highway: 24/22/28 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

Despite a name shared with a rocket-powered aircraft, there’s little chance of mixing up BMW’s X1 with Bell’s. We’re sure Chuck Yeager would have appreciated such luxuries as interior mood lighting and the option of a bangin’ Harmon/Kardon 12-speaker stereo. Unlike his radical experimental plane, the BMW X1 is a pleasant small SUV that offers an attractive entry point to German-brand motoring. And it isn’t breaking barriers or speed records—unless maybe if dropped from the belly of a B-29. BMW’s skunkworks have recently been experimenting with dramatic design elements inside and out. The X1 is a more traditional offering with a smooth exterior and a small, almost square kidney grille—understated next to the flared nostrils of most of the current BMW lineup. Still BMW’s smallest SUV, the X1 has grown for this, its third iteration since its 2009 introduction. For 2023, the ute is 1.7 inches longer and taller, and it’s almost an inch wider than last year’s all-wheel-drive equivalent. The wheelbase is 0.9 inch longer, and the track width is greater by 0.8 inch. The result is more interior room and a hint of bulldog stance. BMWA Revised Engine and a New TransmissionUnder the hood is a good-old gas burner, a turbocharged 2.0-liter four-cylinder with a few extra horses squeezed in. (An electric version, the iX1, is available in other markets but won’t come here.) Changes to the combustion-chamber geometry and dual injection bump the powerplant to 241 horsepower (from 228) and 295 pound-feet of torque, and BMW says the X1 will hit 60 mph in 6.2 seconds. Replacing the previous eight-speed automatic, a seven-speed dual-clutch gearbox has a wider ratio spread and allows coasting. If you want it on high alert for grabbing gears, the Sport mode shifts with more vigor, and the M Sport package ($2300) provides paddle shifters that put the decision making in the driver’s hands. Related StoriesWe found the powertrain to be quiet and smooth in traffic and highway cruising but a bit sluggish when asked to make high-speed passes or accelerate uphill. There’s some turbo lag, and putting the X1 into Sport mode couldn’t mask the delay. EPA fuel-economy estimates are 28 mpg combined, 25 mpg city, and 34 mpg highway, which are some 2 to 3 mpg better than the 2022 all-wheel-drive model.One big change to the X1 for 2023 is that all-wheel drive is now standard. During easy motoring, the front wheels handle the majority of driving duties, but any loss of traction sends power to the rear. Dynamically, the X1 is fun to drive, it scoots happily around corners, and its small size makes it well matched for narrow roads—and, when you’re done, narrow parking spots. Neither the steering wheel nor the brake pedal offers much feedback, but there’s enough communication to feel confident that the car will go and stop when and where directed. Interior Style and TechBMW has been on it with interior design in its new models. The X1’s cabin makes good use of texture and color to add interest to swaths of plastic. The door panels in particular are appealing, pretty enough that you might leave the door open a few extra minutes so your neighbors can admire the tweedy-patterned speaker grilles and the Gateway Arch of a door handle. The console offers a lower shelf space, although it’s not easy to access with a larger handbag. Cupholders sit low and out of the way, and the optional wireless charging pad leans back at the angle of a grandpa in a Barcalounger—a nod to those of us who sneak a look at the screen at stoplights. BMWSpeaking of screens, the X1’s single curved display panel runs from behind the steering wheel to the center of the dash. Modes offer different instrumentation designs, and the right side showcases navigation, music, and phone interfaces. Unfortunately, the screen is also the only way to control the climate and the seat heaters, and it’s a long stretch for the driver, even for those of us sitting far forward. The sound system can be adjusted from the steering wheel, but to turn off the heated steering wheel or adjust the A/C fan, you have to do some poking around onscreen—never an ideal action while driving. The seats in our sample car were the optional Sport seats. For a commuter SUV, they’re deeply bolstered. While the seating position was good and highly adjustable, the cushioning was too firm for a long drive, a scenario in which the bones in one’s posterior will quickly make themselves known. The rear seats are also stiff, and passengers may find the backrest angle too reclined, although the laid-back shape does make installing a child seat easier. Cargo space is generous, with a side net to corral small objects, a total of 26 cubic feet behind the rear seats, and 57 with them folded. X1 Pricing and Equipment Shopping for an X1 should be relatively easy, as there are no alternative engine or transmission choices, and the standard model comes with many features you’d want, including Apple CarPlay and Android Auto compatibility, LED headlights with cornering lights, a power liftgate, and roof rails. The xLine package adds bigger wheels and more interesting interior trim, and a sunroof is available with either the Convenience package ($1950) or the Premium package ($4200). Nudging the price up from the $39,595 starting point is pretty easy, and our $48,195 example still packs a lot into a small SUV. It may not be Chuck Yeager’s Glamorous Glennis, but even an experimental test pilot could use a practical runabout when it’s time to hang up the flight suit and drive home.SpecificationsSpecifications
2023 BMW X1 xDrive28iVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $39,595
ENGINE
turbocharged and intercooled DOHC 16-valve Miller-cycle inline-4, aluminum block and head, port and direct fuel injectionDisplacement: 122 in3, 1998 cm3Power: 241 hp @ 4500 rpmTorque: 295 lb-ft @ 1500 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 106.0 inLength: 177.2 inWidth: 72.6 inHeight: 64.6 inPassenger Volume: 102 ft3Cargo Volume: 26 ft3Curb Weight (C/D est): 3800 lb
PERFORMANCE (C/D EST)
60 mph: 6.0 sec1/4-Mile: 14.2 secTop Speed: 125 mph
EPA FUEL ECONOMY
Combined/City/Highway: 28/25/34 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

Before Polestar became Volvo’s all-electric offshoot brand, it was the Swedish carmaker’s racing and performance division. Perhaps in a bid to regain some of that sporty personality, there’s a new limited-production model: the 2023 Polestar 2 BST Edition 270. With the dual-motor Polestar 2 as a starting point, the 270 in the name refers to the worldwide production run. The BST is a nod to its internal “Beast” development code.For the $76,900 starting price, the BST is essentially a Polestar 2 with the optional Pilot, Plus, and Performance pack options. According to Polestar’s online configurator, adding these options to a non-BST model takes the price to $66,400. The BST’s power output of 469 horsepower and 502 pound-feet of torque is the same as the Performance pack’s, as are the upgraded Brembo brakes. The EV guts are also carryovers, with a lithium-ion battery pack that has a 75.0-kWh usable capacity and DC fast-charging up to a 155-kW rate. Range drops slightly though, from an EPA-estimated 260 miles down to 247 miles.The BST’s price premium is justified with exclusive add-ons that include 21-inch forged wheels with bespoke Pirelli P Zeros, a front strut bar, a 1.0-inch lower ride height, painted body cladding, and black mirrors. The big news is the inclusion of special Öhlins dampers that are two-way adjustable up front.To see if those upgrades paid off, we had the opportunity to wring out the BST on the Bay Area’s Skyline Boulevard—an abstract scribble of pavement famed for slicing through the redwoods. Within the first few blocks heading out of Burlingame, California, it’s clear the BST’s ride quality is firmer than the standard Polestar 2 with the Performance pack. You definitely feel the impacts from ruts in the pavement, but only large potholes cause any real harshness. The smaller bumps are adequately smoothed over thanks in large part to the Öhlins dampers’ dual-flow valving that allows for distinct behaviors for low- and high-speed compression events. It’s similar to how progressive springs can add some initial compliance for comfort and stability while also having greater resistance when cornering hard. The difference is that the Öhlins dampers are more easily adjustable to suit your tastes. The coil-over spring preloads are also manually adjustable with the right tools.Related StoriesPolestar’s Christian Samson, head of product attributes, informed us that our BST was set to seven on the adjustment scale of one to 22, with one being the firmest and 22 the softest. That potentially leaves a lot more compliance for everyday comfort and a bit more firmness for a track day, though the 127-mph top speed will limit how much fun you can have on the straightaways.As we find our way to Skyline Boulevard, the suspension begins to shine. You feel a strong connection to the BST and the Pirellis’ contact patches with every nudge of the steering wheel, though the steering effort seems too light for spirited driving. In typical EV fashion, having the batteries below the floor masks a lot of the small hatchback’s C/D-estimated 4700-pound curb weight. It’s easy to get acclimated to the BST’s handling characteristics, and in no time we’re pushing harder and harder into each consecutive turn. Larger undulations in the road can cause some alarming hops, though.PolestarThere’s plenty of power, and Polestar claims the BST will reach 60 mph in 4.3 seconds, though past test experience suggests we’ll best that. It doesn’t have the explosive launch of some other high-performance EVs, but this is more of a canyon carver than a drag racer. In one-pedal drive mode, you’ll rarely have to use the brake pedal, but you will have to start slowing earlier than you normally might in order to scrub off enough speed. On some of the more challenging hairpins, we stabbed the brake pedal late and hard, and there’s a good feel through the soles of your shoes. It’s also easy to brake on the threshold before the ABS kicks in, allowing for smoother trail braking.The Polestar BST is as entertaining and lively as the BMW i4, and the lack of synthetic motor noises gives it a more zen-like experience. You hear the tires squeal in turns and whimper when you’re hard on the brakes. They give a very good indication of how much harder you can drive in a delightfully old-school analog manner. We executed a very subtle four-wheel slide in one bend and were pleased with how intuitive and effortless it was to manage. There weren’t any snap releases from adhesion, nor was there any need for any rally-car histrionics by sawing away at the wheel. Like a gold-medal gymnast, it just stuck the landing.Rain began to fall as we neared the coastline. Despite all the fun we had leading up to that point, the BST was also well mannered on slick roads. Midcorner bumps were barely acknowledged, and there was still an abundance of grip to keep charging with more aggression than most drivers would consider sensible.There’s no doubt that the BST is a very different beast compared to the Polestar 2. It’s a hardcore version for the few who are willing to sacrifice some comfort for cornering excellence. It’s as good a dance partner as the i4, and its interior is noticeably nicer than that of a Tesla Model 3. With most EVs taking the SUV route, there are few sporty alternatives that don’t cost as much as a Porsche Taycan or an Audi e-tron GT. Unfortunately, if you’re interested in a new Polestar 2 BST, you’re out of luck as all of the 270 examples have been spoken for. And that begs the question of why Polestar greenlighted such a limited production run. It seems likely that the BST is testing the waters for a more serious performance EV in the future.PolestarIf that ends up being realized, we’ll be pacing with nervous anticipation. It’s impressive that the BST is able to extract so much more handling prowess from the existing Polestar 2 and bodes well for a purpose-built performance model.SpecificationsSpecifications
2023 Polestar 2 BST edition 270Vehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base: $76,900
POWERTRAIN
Front Motor: permanent-magnet AC, 235 hp, 251 lb-ftRear Motor: permanent-magnet AC, 235 hp, 251 lb-ftCombined Power: 469 hpCombined Torque: 502 lb-ftBattery Pack: liquid-cooled lithium-ion, 75.0 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 155 kWTransmissions, F/R: direct-drive/direct-drive
DIMENSIONS
Wheelbase: 107.7 inLength: 181.3 inWidth: 73.2 inHeight: 57.0 inPassenger Volume: 91 ft3Cargo Volume, F/R: 1/14 ft3Curb Weight (C/D est): 4700 lb
PERFORMANCE (C/D EST)
60 mph: 4.0 sec100 mph: 9.0 sec1/4-Mile: 12.2 secTop Speed: 127 mph
EPA FUEL ECONOMY
Combined/City/Highway: 96/98/91 MPGeRange: 247 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