Car Reviews

The first hint that the Porsche 718 Cayman GT4 ePerformance is no ordinary race car comes during the safety briefing. If the dashboard lights turn red, Porsche’s handlers explain in an ominous tone, we will have to exit the car by perching on the door sill before leaping as far away as possible. If we make the mistake of touching the vehicle and the ground at the same time, Porsche warns, we may be in for a shock, possibly ending up charred to a crisp as if we had personally angered Zeus.The second clue is the noise. What starts as a monotone whir as you trundle down pit lane becomes a shrill shriek the instant our chauffeur—Porsche Formula E reserve driver and IndyCar hotshoe Simona de Silvestro—nails the go pedal. Despite the Cayman nameplate, there’s no sonorous thrum of a flat-six here, but instead a high-pitched scream as the ePerformance’s two electric motors rocket the car into the first corner of the track at the Porsche Experience Center in Franciacorta, Italy.Revealed earlier this summer, the Cayman GT4 ePerformance prototype is a follow-up to the radical Mission R concept that we drove last year. While that concept focused on a futuristic design, the GT4 ePerformance acts as a test bed for Porsche’s electric powertrain development, previewing what’s next for Porsche’s customer GT racing program and suggesting what we might see from the upcoming electrified 718 Boxster and Cayman.More Porsche EVsThe GT4 ePerformance’s shape is familiar, mimicking the curves of its gas-powered counterpart and riding on the chassis of a 718 Cayman GT4 Clubsport. But the bodywork, constructed from a natural fiber composite and stretching 5.5 inches wider than the Clubsport upon which it’s based, hides a dual-motor, all-wheel-drive setup capable of up to 1073 horsepower.That figure represents the all-out Qualifying mode, but even in Racing mode, the ePerformance is capable of 603 horsepower. The 82.0-kWh battery is split into three sections—one mounted up front, one behind the driver where a Cayman’s engine would typically be found, and the final pack residing in the passenger footwell, forcing us to sit with our legs angled upward like a Formula 1 driver. In Racing mode, the battery lasts approximately 30 minutes, and thanks to a 900-volt electrical architecture, Porsche claims the prototype charges from 5 to 80 percent in 15 minutes at a maximum rate of 350 kW. Acceleration in the GT4 ePerformance is head-snappingly violent, the oodles of horsepower pinning you to the seat and compressing your organs as the vehicle launches forward. Even de Silvestro, who earns a living piloting high-performance track monsters at top speed, seems impressed. “It’s got a lot of power,” she says, with the added thrust of all-wheel drive making it “quite fun.”PorscheOn the track, de Silvestro doesn’t hold back, slinging the ePerformance from corner to corner, the electric motors’ instant torque hitting with full force before she slams on the brakes, the four-point harness straining to prevent us from flying through the windshield. The ePerformance devours corners, attacking the curbs and rapidly slithering its way through the tight and twisty track. With around 3400 pounds to move, the ePerformance takes some wrangling, but the immense amount of power prevents the car from feeling flat-footed.As we turn back onto the main straight, the ePerformance shoots forward at a brain-scrambling rate. We push toward 150 mph, and the world turns to a blur, as if we were aboard the starship Enterprise after Commander Sulu activated warp speed. The ePerformance squirms under heavy braking into Turn 1, regenerating energy while keeping us out of the wall. Whereas a road car may recover only around 3 percent of energy through braking, prototype project manager Björn Förster tells us, the ePerformance is capable of recuperating around 50 percent of the juice it spends on acceleration. Having all-wheel drive helps acceleration, but as Förster explains, the main advantage of the front-mounted motor is extra energy regeneration under braking. While the performance from the GT4 electric prototype is incredibly impressive, what stands out most is the sound. The whine may never elicit quite the same soul-stirring reaction as the resonant howl of a Porsche flat-six, but the rise and fall of the rpm from the electric motors is riveting and otherworldly, building to a swell as the ePerformance accelerates, the audio cues helping to make sense of the immense speed. Unlike most roadgoing EVs, where the lack of sound fails to match the force of acceleration, the GT4 prototype provides the audible theatrics to match the mind-blowing performance.After the roller-coaster ride, we ask Förster what aspect of the ePerformance he’s most proud of. Is it the prodigious amount of power? The energy recuperation? Or the fast-charging 900-volt architecture? PorscheIt’s none of that, according to Förster. It’s topping the expectations for an EV and showing car enthusiasts that electric cars can bring the emotion and character that made us fall in love with cars in the first place. The future is definitely going to look, feel, and sound different, but if the 718 Cayman GT4 ePerformance is any indication, we have reason to be excited. 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

From the November 2022 issue of Car and Driver.In the beginning, the Range Rover’s appearance—upright profile, slablike body panels, unadorned sheetmetal—was the product of a utilitarian, function-driven design. The latest version’s evolved look is again upright, smooth, and simple, but for the opposite reason: The Range Rover has become an art object. That’s as true of the interior as the exterior. The leather-everywhere cabin looks and feels like the environs of a six-figure automobile. As on the outside, the theme is seamless integration. The interior door handles are so smoothly integrated that first-time passengers often struggle to find them.Marc Urbano|Car and DriverIn-cabin tech has the requisite modern depth and complexity. The seats’ massage function, for instance, requires its own menu page for choosing among 125 combinations of three settings: mode, area of focus, and intensity. Spelunking through the menus uncovers curiosities such as a dynamic info screen (g meter, lap-time recorder, stopwatch) and an air-quality page to activate the particulate filter, carbon-dioxide management, and the ionizer. HIGHS: Looks like money inside and out, effortless thrust of the turbo V-8, still does Land Rover things.For more common interactions, the 13.1-inch touchscreen—with or without haptic feedback enabled—is relatively easy to use and makes for a generous, sharply rendered full-screen map and crisp images from the multiple cameras. Footage includes views along the sides of the vehicle. Clearsight Ground View stitches together a virtual image of what’s immediately in front of and under the car. The new model retains the Range Rover’s traditional regal seating position, with the base of the large side windows low enough that you can comfortably rest an elbow atop the door panel. Several rear seating configurations are offered. The biggest change with this generation is the arrival of three rows for the long-wheelbase version, and its adult-size rearmost seat has enough amenities to avoid feeling like steerage. Our standard-wheelbase test car had a bench seat for three, with the rightmost passenger getting a deployable leg-rest (which requires the front passenger’s seat to scrunch forward). The fully powered second row, however, doesn’t fold even remotely flat, compromising max cargo capacity. Per Range Rover tradition, you access the cargo hold via an upper liftgate and a drop-down tailgate, both power-operated, as is the cargo cover. The no-cost Tailgate Event Suite option adds versatility by way of a panel in the load floor that corrals luggage when stood up. It also forms the back of the rear-facing “event seat”—just the thing for watching polo or your kid’s soccer practice. Activating Tailgate Event Suite mode opens the rear and directs stereo sound to the liftgate-mounted speakers.While a carryover supercharged and turbocharged 3.0-liter inline-six is standard, our test car had the new BMW-sourced twin-turbo 4.4-liter V-8. Its subdued rumble is a tip-off to what’s under the hood, yet at 70 mph, the Rover’s cabin is a hushed 66 decibels. An initial stab at the accelerator can bring a greater forward lunge than desired. Otherwise, the long pedal travel, the engine’s linear response, and the eight-speed automatic’s demure shifts combine to make this a polished powertrain. Only the auto stop-start system’s restarts strike an awkward note. The V-8’s 523 horses and 553 pound-feet of torque easily animate 5982 pounds of British SUV. Sixty mph arrives in a fleet 4.3 seconds (matching the 682-hp Cadillac Escalade-V), and the quarter-mile passes in 12.8 seconds at 109 mph. The Rover’s heft is more evident when stopping, as it takes 185 feet to haul this big boy down from 70 mph.LOWS: Genteel rather than sporty road manners, not the best transport for bulky items, six-figure starting price is merely a launching point.For all the techno wizardry of a new five-link rear suspension, air springs, and active anti-roll bars, the default Auto terrain response mode still allows for near-constant nodding body motions over all but the smoothest tarmac. The sportiest Dynamic mode quells that to some degree without overly degrading ride quality—unlike in some German competitors—although the 23-inch wheels do clomp over impacts. In any mode, the creamy-smooth steering is light, and the heavy Rover lists in fast, sweeping curves. On the skidpad, we measured just 0.73 g worth of grip, limited by nondefeatable stability control, but the Rover pirouettes through parking lots thanks to its new rear-wheel steering. Sadly, we didn’t test the seven off-road driving modes, the transfer case’s low range, or the 35.4-inch wading capability. A Range Rover may have extreme abilities, but much like a Rolex Submariner that’s waterproof to 1000 feet, that doesn’t mean it will use them. Once a mere utility vehicle, the Range Rover has become something more. SpecificationsSpecifications
2022 Land Rover Range Rover First EditionVehicle Type: front-engine, 4-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $159,550/$169,900Options: Sunset Gold Satin Finish $7450; Shadow Exterior Pack, $1000; black contrast roof, $1000; 23-inch gloss black wheels, $900.
ENGINEtwin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 268 in3, 4395 cm3Power: 523 hp @ 6000 rpmTorque: 553 lb-ft @ 1800 rpm 
TRANSMISSION8-speed automatic
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 15.7-in vented disc/14.5-in vented discTires: Pirelli Scorpion Zero All-Season285/40R-23 117 M+S Extra Load LR
DIMENSIONS
Wheelbase: 118.0 inLength: 198.9 inWidth: 80.6 inHeight: 73.6 inPassenger Volume: 109 ft3Cargo Volume: 41 ft3Curb Weight: 5982 lb
C/D TEST RESULTS
60 mph: 4.3 sec100 mph: 10.6 sec1/4-Mile: 12.8 sec @ 109 mph130 mph: 19.4 sec150 mph: 30.3 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.1 secTop Gear, 30–50 mph: 2.9 secTop Gear, 50–70 mph: 3.5 secTop Speed (mfr’s claim): 155 mphBraking, 70–0 mph: 185 ftBraking, 100–0 mph: 373 ftRoadholding, 300-ft Skidpad: 0.73 g 
C/D FUEL ECONOMY
Observed: 16 mpg75-mph Highway Driving: 23 mpg75-mph Highway Range: 540 mi 
EPA FUEL ECONOMY
Combined/City/Highway: 18/16/21 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

Volvo’s XC60 mid-size SUV may be its bestseller these days, but the brand long known for station wagons hasn’t yet given up on the segment. The V60 is the XC60’s wagon-bodied counterpart, and it shows there are still virtues in going against the crowd.Wagons are all but extinct, yet paradoxically, they’ve never looked better. That’s certainly true of Volvo’s V60, which emerged from its 2019 redesign wearing a sharply tailored new suit of sheetmetal. It also boasts less nose-heavy, more athletic proportions. Four years on, tweaks to the grille, rear bumper, and wheel designs denote the ’23 model, but bigger changes are afoot on the inside and under the hood.Volvo offers the V60 wagon in a choice of two powertrains, both with standard all-wheel drive. A turbocharged 2.0-liter four assisted by a 48-volt hybrid system powers the mainstay offering, the V60 Cross Country. A 2.0-liter plug-in hybrid, the Polestar Engineered, or V60 Recharge, makes 455 horsepower and also can drive up to 41 miles on battery power alone. Most buyers will choose the version tested here, the Cross Country.HIGHS: Sleek wagon style, deftly balanced ride and handling, high-design interior.The electrically assisted drivetrain is new to the V60 Cross Country but rolled out in other Volvos last year (the XC60 midsize SUV, the S60 midsize sedan, the S90 large sedan, and the V90 Cross Country wagon). While some of those models also offer a more powerful B6 version that makes 295 horsepower, the V60 Cross Country no longer offers a mid-level choice, only the standard B5 that musters 247 horsepower.Volvo is eager to herald the news that all its cars are now electrified, meaning they either employ some form of hybrid assistance or are EVs. For the V60, though, the benefits beyond corporate bragging rights are modest at best.Most notably, our instrumented testing showed that performance takes a hit. The V60 Cross Country needs 7.1 seconds to reach 60 mph, and it crosses the quarter-mile in 15.4 seconds at 92 mph. That’s significantly behind the last V60 we tested with the previous T5 engine, a front-driver that hit 60 in 6.4 seconds and busted through the quarter-mile in 14.9 seconds at 96 mph. Related StoriesBuyers seeking a bit more oomph can tick the box for the Polestar Engineered Optimization package. It retunes the base engine to wring out a few more horsepower along with more midrange torque—the latter reaching a max of 280 pound-feet, up from 258. Beyond that, of course, there’s the far more powerful plug-in-hybrid model. Back when it made 415 horsepower, we measured a 4.4-second blast to 60 mph; the 2023 model packs another 40 horses.What about fuel economy? You might think the arrival of electric assist would be a boon for gas mileage, but the gains at the pump prove mostly illusory. Compared to the unassisted 2.0-liter turbo four, the EPA city estimate climbs by 1 mpg to 23 mpg, but the highway figure drops by a similar amount, to 30 mpg. In our own 75-mph highway fuel-economy test, the V60 returned 29 mpg.The new powertrain may not do much to move the needle, but it’s certainly pleasant to live with. We’re not sure how much to credit the hybrid system, but accelerator response is nicely linear even in light throttle applications. And the action of the auto stop-start system has been smoothed out to the point where most drivers are unlikely to be bothered by it. Typical of its genre, this turbo four doesn’t produce the most soulful engine note, but the V60 overall is pretty quiet. We measured 68 decibels at a 70-mph cruise. Some will remember when the Cross Country nameplate first appeared on Volvo wagons, toward the end of the boxy epoch, promising a modicum of off-pavement capability with a lifted suspension and body-side cladding. Today’s V60 Cross Country has dialed back the cladding; the modest plastic bits around the wheel openings and along the rocker panels are barely noticeable. An Off-Road drive mode, hill-descent control, and 8.1 inches of ground clearance give some credence to the Cross Country moniker. Michael Simari|Car and DriverVolvo formerly offered optional adaptive dampers on the V60 Cross Country, but they’re now reserved for the PHEV model. No matter, they’re hardly missed. The passive dampers combined with control arms and coil springs up front and a multilink rear with a transverse leaf spring, deftly served up a plush, controlled ride over patchy pavement and roller-coaster whoop-de-dos in New York’s Catskill Mountains. At the same time, the V60’s chassis tuning—and the wagon’s lower center of gravity versus a taller-bodied crossover—allows the driver to push this Volvo through fast corners without protest. Too bad the steering is such an unenthusiastic partner: numb, overboosted, and without much sense of straight ahead even when switched into its Firm setting. Riding on 20-inch wheels (19s are standard) and Pirelli P Zero all-season tires, the V60 exhibited 0.85 g of stick at our skidpad and required a longish 179 feet to stop from 70 mph. Volvo’s adaptive cruise control with Pilot Assist is standard, and we found the system to acquit itself well on the interstate, smoothly maintaining lane position; it lacks the ability to execute lane changes, however, and it does require a driver’s hand on the wheel.That’s not such a hardship, given the smooth leather wrapping the V60’s wheel—and used liberally throughout the interior. Volvo leans into Sweden’s Scandinavian design heritage with its interiors, and the V60 cabin is no exception, at once spare, tasteful, and modern. The minimalism unfortunately extends to in-cabin stowage, however, which is limited.Our test car wore the Ultimate trim level, and the $5300 extra it commands over the base-level Plus gets you four-zone climate control with an air purifier, a head-up display, a crystal gear selector, upgraded interior trim, additional seat adjustability, ventilated front seats, a higher-grade audio system, and 19-inch wheels. Our sample featured optional seven-spoke 20-inch alloy wheels and an even-higher-grade Bowers & Wilkins premium audio system, each of which added a further $3200 to the bottom line. A digital instrument cluster is standard but doesn’t offer much configurability: It can show the nav map, or not.LOWS: Has lost some spring in its step, rear-seat access favors the limber, longish stopping distance.Volvo’s previous in-house Sensus Connect touchscreen interface was slow to boot up but easy to interact with once fully awake. The new Google-based system, housed within the same 9.0-inch vertically oriented touchscreen, looks sharp and is faster-acting. Google Assistant is on hand to execute your queries and generally does a good job understanding spoken destination inputs. As before, the system’s lone physical button at the base of the display calls up the home screen, which shows four tiles of info that can be customized. Touch any of them for the full-screen display. The audio system retains a knob for volume and seek up/down buttons just below the screen, but the fussy climate controls are unfortunately screen-based and have tiny touchpoints unless you first open the climate-control display. Apple CarPlay is supported but not Android Auto.Michael Simari|Car and DriverRear-seat passengers enjoy sufficient head- and legroom for a six-footer to sit comfortably behind a similar-size driver, although access to the rear seats requires ducking under the low roofline and threading oneself around the rear-wheel arch (the XC60 has the advantage here). The wagon gives away nothing to the SUV in its cargo capacity, however, and can swallow eight carry-on suitcases behind the rear seats and 22 with them folded (the XC60 maxes out at 20 cases).The starting price of the V60 Plus has crept up to nearly $50K ($49,895), but even in that base form, the car is well equipped. Standard kit includes leather, heated seats, a panoramic sunroof, adaptive cruise control, and a 360-degree-view camera system. An XC60 similarly configured (B5 engine, all-wheel drive, Plus trim) is $51,095, so choosing the wagon over the SUV saves a few shekels. The XC60, however, also offers a lower-spec trim level (Core) and can be had with front-wheel drive, which lowers its price of entry to $44,545. In choosing between the V60 and the XC60, money matters probably aren’t going to sway buyers one way or the other. Those select few who go for the wagon are making the nonconformist’s choice, and we salute them. SpecificationsSpecifications
2023 Volvo V60 Cross Country B5 AWD UltimateVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $55,195/$63,585Options: 20-inch 7-spoke wheels w/all-season tires, $3200; Bowers & Wilkins premium sound, $3200; climate package – (heated rear seats, heater steering wheel, headlamp cleaners), $750; metallic paint, $695; luggage cover, $345; power-operated tailgate, $200
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 120 in3, 1969 cm3Power: 247 hp @ 5400 rpmTorque: 258 lb-ft @ 1800 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 13.6-in vented disc/12.6-in vented discTires: Pirelli P Zero All Season245/40R-20 99V Extra Load VOL
DIMENSIONS
Wheelbase: 113.2 inLength: 188.5 inWidth: 72.8 inHeight: 59.2 inPassenger Volume: 94 ft3Cargo Volume: 23 ft3Curb Weight: 4151 lb
C/D TEST RESULTS
60 mph: 7.1 sec1/4-Mile: 15.4 sec @ 92 mph100 mph: 18.5 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 7.7 secTop Gear, 30–50 mph: 3.5 secTop Gear, 50–70 mph: 4.9 secTop Speed (gov ltd): 115 mphBraking, 70–0 mph: 179 ftRoadholding, 300-ft Skidpad: 0.85 g
C/D FUEL ECONOMY
Observed: 22 mpg75-mph Highway Driving: 29 mpg75-mph Highway Range: 460 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

We had hoped that the move to electrification might shrink the world a little by allowing different parts of the globe to share the same models, especially EVs based on existing combustion cars. Yet, although BMW is going to be selling gasoline-powered versions of the new X1 in the United States, there are no plans to bring the fully electric iX1 across the Atlantic. It wasn’t long ago that BMW seemed to be at the forefront of the electric revolution. The adorably gawky carbon-bodied i3 hatchback and the three-cylinder PHEV i8 sports car were both pioneers. But in recent years the company has switched to a more timid approach, one where—outside of the solely electric iX—BMW has introduced a new range of “i”-branded cars that are EV versions of existing models. Like the iX3, i4, and i7, the new iX1 is one of these, fitting a fully electric powertrain to the third-gen X1, which is just going on sale in Europe.Related StoriesThe iX1 is being introduced in dual-motor all-wheel-drive form, carrying xDrive30 branding (BMW hints it will launch a less powerful two-wheel-drive version later). The motors turning each axle are identical but for a slightly lower gear ratio for the single-speed reduction at the back. Combined peak output is 308 horsepower and 364 pound-feet of torque. Power comes from a 64.7-kWh battery pack under the floor that gives a range of 266 miles under Europe’s flattering WLTP testing protocol—likely below 240 miles under the EPA’s more rigorous procedure. The battery supports DC fast-charging at up to 130 kW, which can take it from 10 percent to 80 percent in a claimed 29 minutes. The water-cooled pack will also adjust its temperature to an optimal 77 degrees Fahrenheit when nearing a fast-charger programmed into the nav system.The iX1’s interior feels well finished and impressively spacious for a car that is just over 177 inches long. Full-size adults will be able to sit front and rear without complaint, and there is a roomy 24 cubic feet of cargo space—virtues that will remain for the U.S.-bound, gasoline-powered X1 xDrive28i, which actually gets a little more cargo room at 25.7 cubic feet. The iX1 gets a 10.3-inch digital instrument display as standard, plus a 10.7-inch curved touchscreen, both running the new BMW 8 operating system. This looks nice and operates snappily, but it does mean the demise of both physical heating controls and the useful row of customizable function keys BMW previously offered. Swiping down on the top of the screen brings up a rendered version of the function keys but requires eyes to be taken off the road. Similarly, although a My Modes button on the center console has survived the cull of conventional switchgear, pressing it just brings up options on the screen, with another input then required to select one. This EV’s performance is punchy and delivered with minimal drama. The iX1’s accelerator pedal is a little top-loaded in its responses, especially in Sport mode, where the aggressive mapping makes it hard to achieve a smooth takeoff. BMW claims a 5.7-second zero-to-62-mph time. Full thrust is reserved for Boost mode, which is activated for 10 seconds by pulling a paddle behind the steering wheel, but we didn’t notice a perceptible difference versus just stomping on the accelerator. There is also a one-pedal mode, accessed by pulling the stubby gear selector to “B.”BMWThe iX1 also comes with a switchable soundtrack, with the so-called IconicSounds Electric option creating a futuristic and vaguely engine-like hum in the cabin that varies according to accelerator position. This felt less contrived than some rival offerings, but we still preferred the silence with it turned off. That’s because refinement is impressive. The cabin is well insulated at both urban and highway speeds, and despite a chunky 4600-pound weight—more than 800 pounds heavier than the X1 xDrive28i—ride quality remained good even over the bump-strewn British byways where we drove the car. The iX1 rides on passive dampers, but, like those in the G20-generation 3-series, they can hydraulically vary effort under large suspension travel. What’s lacking, sadly, as in several other recent BMWs, is the sense of dynamic connection that formerly came as standard with any of the company’s products. The iX1’s steering is completely devoid of low-speed feedback, and its front-biased handling balance is easily powered into understeer. The retired i3 was smaller and slower but was also sharper and better to drive. The priorities of driving enthusiasts don’t seem to be very high on the list of iX1 attributes. The point is made by three new switchable modes that have joined the familiar Personal, Sport and Efficient settings: Expressive, Relax, and Digital Art. Selecting Expressive changes the dashboard display and triggers the driver’s seat massage function; switching to another mode didn’t turn the kneading off, which had to be done through a tour of various menus. Relax started to play an ambient soundtrack. And Digital Art gave another redesign to both display screens. Frankly, all felt like gimmicks.Still, should we feel aggrieved to be denied the iX1? Definitely, given its combination of relatively strong performance, cute design, and competitive pricing—in Europe at least. In Germany, the pre-tax price translates to just over $45,000, meaning it costs almost exactly the same as the entry-level Kia EV6 and undercuts the Mercedes EQA350 4Matic. Better news for us is that the rest of this X1 is significantly upgraded over the outgoing model, which bodes well for the gasoline version that will come here. SpecificationsSpecifications
2023 BMX iX1 xDrive30Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $46,000 – German USD equivalent, won’t be sold in North America
POWERTRAIN
Front Motor: current-excited synchronous AC, 188 hp, 182 lb-ft Rear Motor: current-excited synchronous AC, 188 hp, 182 lb-ft Combined Power: 308 hpCombined Torque: 364 lb-ftBattery Pack: liquid-cooled lithium-ion, 64.7 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 130 kWTransmissions, F/R: direct-drive/direct drive
DIMENSIONS
Wheelbase: 106.0 inLength: 177.2 inWidth: 72.6 inHeight: 63.6 inPassenger Volume: 101 ft3Cargo Volume: 24 ft3Curb Weight (C/D est): 4600 lb
PERFORMANCE (C/D EST)
60 mph: 5.5 sec1/4-Mile: 13.7 secTop Speed: 112 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 97/99/96 MPGeRange: 230 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

BMW’s new fully electric i7 is grabbing the limelight, so it’s easy to overlook the gasoline-powered 7-series models that share the new body, along with various upgraded features and options. But going on sale right out of the gate, alongside the i7 EV, will be the 760i xDrive, which we drove extensively, and the 740i, which we didn’t get to drive.The first order of business is the nomenclature. Last year, the 760—or more correctly, the M760i xDrive—signified a 12-cylinder model with 600 horsepower. That engine is not available in the new model, and the 760 designation now signifies the twin-turbocharged 4.4-liter V-8 that formerly powered the 750i xDrive. In this new incarnation of the 760i, the engine has been uprated from 523 to 536 horsepower and endowed with a 48-volt hybrid system that adds an electric motor to the eight-speed ZF transmission. This motor can provide only 18 horsepower but up to 148 pound-feet of torque. That’s enough to achieve nearly instantaneous restarts after an idle stop. The electric motor also adds torque to reduce transmission downshifts. The electrical power used is regenerated during deceleration and stored in a rear-mounted 1-kWh battery.This hybrid operation is totally seamless and contributes to improved fuel economy. The EPA combined estimate goes from 19 mpg in last year’s 750i to 21 in this new 760i. More importantly, this car feels plenty quick, despite gaining about 100 pounds—mostly due to the hybrid system.According to BMW, the 760i is about 0.4 second quicker to 60 than the i7—mostly due to the gas-powered model’s nearly half-ton weight advantage. You can’t really feel that difference due to the effortless low-end torque produced by the electric. But at higher speeds, the 760 feels clearly quicker due to its weight advantage, as well as its transmission that can keep the engine near its power peak.Otherwise, the 760i shares the i7’s elegant new bodywork that is some five inches longer and two inches wider and taller than the old car. Without the EV’s underfloor battery pack, engineers were able to lower the floor in the 760i, providing fractionally more rear-seat legroom.Despite the generous increase in dimensions, the wheelbase went up by only 0.2 inch, which is perhaps why the new car provides slightly less interior space than the old one. Not that the cabin is tight, mind you. Headroom front and rear is generous, but legroom is down a bit.Inside the cabin, you’ll find sumptuous finishes, including optional cashmere/wool upholstery, several wood trim options, and jewel-like controls at all of the key touchpoints (shifter, seat controls, and iDrive knob). Also new is the Curved Display, which houses a 14.9-inch infotainment screen alongside a 12.3-inch screen serving as the instrument cluster. There’s much to control on this car, with some 43 icons present on the “everything” screen, though you’ll likely only access a few of them regularly—and they can be grouped into a “favorites” section.Other key new options include Executive Lounge seating in the right-rear position. When activated, this moves the right front passenger seat fully forward while tilting the right rear seat back and raising a footrest. Every aspect of this deployment can be controlled using a 5.5-inch touchscreen in the door panel.BMWAnother option is a 31-inch video screen that can deploy from the ceiling to provide entertainment for the rear passengers. Although the image is a non-standard format, 30 inches wide by nine inches high, movies can either be stretched or letterboxed. And if there’s only one rear passenger, the image can be shifted to either side. The small touchscreens in both rear doors control the device. By the way, these doors as well as the front ones can open and close with push-button power operation, if specified.For all of the emphasis on luxury, this largest of BMW sedans still performs well when pushed on a twisty road. There’s plenty of power at all speeds, the brakes are strong, and while the steering isn’t the most communicative we’ve ever felt, it is accurate with a solid sense of on-center. The electric power steering varies the steering ratio with the steering angle, and the 760 gets rear-wheel steering standard. Neither function is perceptible at the steering-wheel rim.All of the new 7-series models come with air springs and adaptive dampers, and the suspension automatically gets tauter as your speed increases. Select Sport mode, and the ride height drops 0.4 inch, and the dampers get even tauter. If equipped with the optional 48-volt active anti-roll system, body roll is also reduced. The steering also gets substantially heavier, and muddier, as if the friction had been increased. Oddly, we didn’t notice this behavior on the i7. There’s a total of seven drive modes to choose from, but several of them are focused on creating light and sound effects to match, or possibly, enhance your mood.No bucks-up new car comes to market without some new automation features, and the 7 is no exception. The Highway Assistant, part of the Driving Assistance Professional package, allows you to drive on highways, hands-free, at up to 80 mph. The road must be fairly straight, the lanes well marked, and you must be looking out the windshield—a camera is watching—but when all conditions are met, the car will drive precisely in the center of its lane for long periods. If you flick the turn signal, the 760i will even change lanes for you, provided it’s safe to do so.The Parking Assistant Professional function can also memorize a parking path as long as 650 feet and reproduce it at will. This means that if you have a torturous driveway or a tight underground parking garage that requires multiple forward-and-reverse maneuvers, you can teach the car once and then sit back and relax as it undertakes the laborious parking under the driver’s watchful eye.BMWThe iDrive system now understands a wider range of voice commands in a more natural language. Thanks to more microphones and speaker integration in the 7-series, rear-seat passengers can also easily make phone calls. An interior camera can be activated to remotely check the car interior for missing items and such. And it is automatically activated when the anti-theft alarm is triggered. Although we didn’t drive the 740i, it shares most of the new features of the 760i, including the 48-volt hybrid system, and it also gains about 2 mpg in the EPA ratings. Its 3.0-liter inline-six adds 40 horsepower to the last model’s output for a total of 375. A plug-in-hybrid 7 based on this engine but offering even more power will arrive a few months after the first two models, which will hit the showrooms before the end of the year. All of this comes at a price: $114,595 for the 760i xDrive, $94,295 for the 740i. Those figures are up a hefty $6K-$10K over the outgoing models, but inflation headlines provide cover for raising prices, and the standard equipment has increased. Keep in mind, BMW has put many of the more desirable options into packages, no doubt carefully crafted to run the price tags much higher.That said, these 7-series models compete in the top category of luxury sedans. You can pay much more for prestige with a Bentley or Rolls-Royce label, but you won’t necessarily get a better car. For 1 percenters not strung out on SUVs, the new 760i offers comfort, capability, and class. What more do you want in a fancy chariot?SpecificationsSpecifications
2023 BMW 760i xDriveVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base: $114,595
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 268 in3, 4395 cm3Power: 536 hp @ 6500 rpmTorque: 553 lb-ft @ 1800 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 126.6 inLength: 212.2 inWidth: 76.8 inHeight: 60.8 inPassenger Volume: 112 ft3Trunk Volume: 14 ft3Curb Weight (C/D est): 5000 lb
PERFORMANCE (C/D EST)
60 mph: 4.0 sec100 mph: 9.6 sec1/4-Mile: 12.3 secTop Speed: 130-155 mph
EPA FUEL ECONOMY
Combined/City/Highway: 21/18/26 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 2023 Kia Sportage represents a striking and unusual new design direction for Kia’s compact SUV, with the crossover looking like it was penned by aliens and telepathically implanted in Kia’s designers’ brains. Besides the polarizing styling, the fifth-generation Sportage also marks a big shift by offering hybrid powertrains for the first time in the crossover’s history. A 226-hp hybrid effectively replaces the previous car’s optional turbo four-cylinder, while an all-new plug-in hybrid sits atop the lineup with a combined 261 horsepower, making it the most powerful Sportage yet. The plug-in-hybrid powertrain puts some extra pep in the Sportage’s step—especially versus the gutless base motor we drove earlier this year—and while the added power doesn’t transform the crossover into an engaging driver’s car, it makes the Sportage a more agreeable commuter and saves gas in the process. Michael Simari|Car and DriverOur X-Line Prestige test car is the pricier of the two available trim levels and carries a $4500 upcharge over the base X-Line. For that extra dough, the Prestige brings additional driver aids in the form of adaptive cruise control, Highway Driving Assist, Remote Smart Parking Assist, and blind-spot monitoring. Outside, the Prestige gets upgraded headlights and taillights, and LED fog lights. The interior is decked out with multicolor ambient lighting, a Harman Kardon sound system, a power-adjustable front passenger seat, memory for the power driver’s seat, ventilated front seats, a heated steering wheel, a heated windshield, and a 12.3-inch digital gauge cluster. Our $44,680 test car’s only option was the snazzy Dawning Red paint ($395).HIGHS: Peppy around town, decent electric range, roomy cabin.The Sportage PHEV utilizes the same system as the plug-in versions of the Sorento and the Hyundai Tucson. It produces 261 horsepower and 258 pound-feet of torque courtesy of a turbocharged 1.6-liter inline-four paired with an electric motor. A 13.8-kWh battery feeds that electric motor, and the PHEV is all-wheel drive only. The electric assistance gives the Sportage the gusto that the base car desperately needs, dashing away from a stop and squirting forward when you need to be decisive in busy traffic. We measured a 6.9-second run to 60 mph. That’s 1.5 seconds behind the plug-in Toyota RAV4 Prime, which has a 41-hp advantage, but at 30 mph the Kia is only 0.3 second adrift. Related StoriesDespite the Sportage PHEV’s fleet-footedness, it doesn’t encourage spirited driving. The steering is not especially communicative, while the brake pedal feel is inconsistent and was squishy during hard emergency stops. That said, the Sportage far outperformed the RAV4 Prime in our panic braking test, coming to a halt from 70 mph in 167 feet versus the Toyota’s 195-foot stop. There is a fair amount of body roll, but the ride is forgiving, and the Sportage handles well enough for daily driving, even if it can become a bit nervous and unsettled over midcorner bumps. The six-speed automatic shifts smoothly, and the powertrain is serene thanks to a hushed engine and a seamless transition between electric and gas power. Noise picks up if you push the 1.6-liter four-cylinder beyond 3000 rpm, but the engine doesn’t sound gruff or unrefined, although wind noise at highway speeds can get intrusive. The comfortable driving experience is bolstered by a well-appointed cabin, with added rear legroom and cargo space thanks to a 3.4-inch wheelbase increase over the previous generation. Material quality is impressive, but there’s a lot of piano-black plastic, which is likely to attract fingerprints and dust, especially around high-use areas like the gear selector and window switches. The two 12.3-inch screens have clear, crisp displays, and Kia’s infotainment system is responsive and intuitive.The controls below the center screen are not as easy to use, however, with the knobs and haptic buttons alternating between climate and audio controls. While we appreciate the inclusion of physical knobs, it’s easy to forget which mode you left the controls in last, with attempts to adjust the volume sometimes resulting in an unexpected gust of ice-cold air instead. The Sportage lacks wireless Apple CarPlay and Android Auto, although the systems are available via a wired connection as standard. Michael Simari|Car and DriverAlong with extra power, the plug-in-hybrid system boosts the Sportage’s fuel efficiency. We observed 31 MPGe, but we struggled to keep the small battery topped up, which might have helped close the gap to the Kia’s stated 84 MPGe. The battery is good for a claimed 34 miles of electric range, so even half an hour on the highway nearly depletes it. The Sportage PHEV does not support DC fast-charging, but its 7.2-kW on-board charger can fill the battery at a Level 2 charge station in around two hours. Charging overnight at home would be no problem, but the slow charging speeds made it a lot less convenient to rely on public chargers to keep the battery full and the Sportage at its most efficient. Still, the plug-in is likely more frugal on fuel than other variants and gives the option for brief fully electric jaunts around town.LOWS: No DC fast-charging, some clunky controls, smartphone mirroring requires a wired connection.There is a lot to like about the Sportage PHEV, from the extra horsepower to the tech-filled cabin. But the plug-in starts about $11,000 higher than the traditional Sportage Hybrid, which still offers decent power and improved fuel economy without having to plug in. The PHEV makes more sense if you can charge at home and have a short daily commute—or if you appreciate an extra measure of verve under your right foot.SpecificationsSpecifications
2023 Kia Sportage PHEV X-Line Prestige AWDVehicle Type: front-engine, front-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $44,285/$44,680Options: Dawning Red premium paint, $395
POWERTRAIN
Turbocharged and intercooled DOHC 16-valve 1.6-liter inline-4, 177 hp, 195 lb-ft + 1 AC motor, 90 hp, 224 lb-ft (combined output: 261 hp, 258 lb-ft; 13.8-kWh lithium-ion battery pack; 7.2-kW onboard charger) Transmission: 6-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.6-in vented disc/11.9-in discTires: Michelin Primacy A/S235/55R-19 101V M+S
DIMENSIONS
Wheelbase: 108.5 inLength: 183.5 inWidth: 73.4 inHeight: 66.9 inPassenger Volume: 100 ft3Cargo Volume: 35 ft3Curb Weight: 4250 lb
C/D TEST RESULTS
60 mph: 6.9 sec1/4-Mile: 15.2 sec @ 93 mph100 mph: 17.5 sec130 mph: 38.3 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 7.1 secTop Gear, 30–50 mph: 3.3 secTop Gear, 50–70 mph: 4.6 secBraking, 70–0 mph: 167 ftRoadholding, 300-ft Skidpad: 0.84 g
C/D FUEL ECONOMY
Observed: 31 MPGe
EPA FUEL ECONOMY
Combined/City/Highway: 35/36/35mpgCombined Gasoline + Electricity: 84 MPGeEV Range: 34 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

From the November 2022 issue of Car and Driver.As any aging punk rocker can tell you, youth is fleeting, and it’s hard to maintain the proper level of shameless rage as you get older. This is the dilemma facing Subaru, as the fifth-generation WRX attempts to please its maturing fans with adult styling and comfort while still holding on to its turbo-whistling, four-wheel-gravel-spitting persona. In the meantime, the Hyundai Elantra N has burst onto the scene, rude and exuberant, with none of the expectations of nostalgia weighing on its spoiler. Which earns the most sport-compact cred? Beauty is in the eye of the beholder and may not be what either brand is attempting here, but we’ll assert that neither the WRX nor the Elantra N would be the star of the catwalk. The Subaru is chunky and cladded. It’s not radically different from Subarus past, but it’s toned down. The WRX still has a wide-fendered stance, but without a big shopping-cart wing and a jutting front lip, it looks more like a hiking sneaker than a rally racer. Not that the Elantra N can throw stones. Its huge frowning grille and crinkled body lines had a few staffers wincing. Let’s just say the word “tacky” made more than one appearance in the logbook. Inside, the WRX continues its mission of inoffensiveness, with a comfortable but unremarkable cabin that has carbon-fiber-patterned accents, red stitching, and a vertical 11.6-inch touchscreen. The materials’ feel and finish are upgrades over the previous model’s, though we had to reference the photographs to recall those details. The Elantra, on the other hand, sticks in one’s memory. Microsuede and faux leather surround a 10.3-inch touchscreen, and BMW-like steering-wheel buttons promise all kinds of Sport-mode mayhem. There’s a cherry-red unit just for rev matching, a convenience all manual-transmission cars should adopt. Want it? Press it. Don’t want it? Don’t press it. The Elantra seats get mixed reviews. Some of us liked the driving position and high side bolsters; others felt they lacked padding and combined with the N’s stiff ride in tailbone-bruising malice. View Photos2022 Subaru WRX LimitedMichael Simari|Car and Driver2nd Place: Subaru WRXHighs: Comfortable on the road, mature in its movements, quiet.Lows: Cheap speed isn’t so cheap, who wants a quiet and mature WRX?1st Place: Hyundai Elantra NHighs: Connected chassis, dumb fun with no shame.Lows: Stiff ride, firm seats, flirting with too-wild styling.View Photos2022 Hyundai Elantra NMichael Simari|Car and DriverGet into the numbers, and the Elantra N zips ahead in almost every metric, on paper and on the road. It’s quicker and lighter, pulls harder, and turns sharper than the WRX. Its turbocharged 2.0-liter four-cylinder makes 276 horsepower and 289 pound-feet of torque, both more than you get from the Subaru’s 2.4-liter flat-four, which puts out 271 horses and 258 pound-feet. With all four tires laying down power off the line, the WRX manages to beat the front-drive Elantra to 30 mph, but after that, it sees the Hyundai’s taillights. The Elantra wins to 60 mph, to 100 mph, and in the quarter-mile, which it knocks out in 13.8 seconds at 103 mph, while the Subie takes 13.9 at 101. Close, we admit, but a win’s a win. There’s a lagginess to the WRX’s power delivery when exiting corners, whereas the Elantra is raring to go. Speaking of corners, the Elantra pulls 0.99 g on the skidpad, and the WRX pushes to 0.95 g. The Subaru brings things to a halt a little sooner, stopping in 153 feet from 70 mph, whereas the Elantra N takes 156 feet. The Elantra regains the upper hand in the numbers game when we get to price and fuel economy. The Hyundai costs $4000 less than the Subaru and gets 32 mpg at 75 mph. Subie-doo ekes out 28.2022 Subaru WRX LimitedMichael Simari|Car and Driver2022 Hyundai Elantra NMichael Simari|Car and DriverOn math alone, the win goes to the Elantra N, and our less scientific fun meters agree. The WRX is grown-up. It’s all-wheel drive, sure-footed, and unlikely to make anyone mad. The Elantra N, on the other hand, has an N mode that makes the exhaust pop like a dog full of cheese. It’s uncivilized, not always comfortable, and full of personality, much like the WRX used to be. There is very little wrong with the new Subaru, but it’s a more adult car now, trying to atone for the sins of its youth. The Elantra N is here to commit new sins, and it owes nothing to anyone. It’s silly, imperfect, and always down to party. SpecificationsSpecifications
2022 Hyundai Elantra NVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $33,245/$33,245Options: none
ENGINE
Turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1998 cm3Power: 276 hp @ 6000 rpmTorque: 289 lb-ft @ 2100 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 14.2-in vented disc/12.4-in vented discTires: Michelin Pilot Sport 4S245/35ZR-19 (93Y) Extra Load HN
DIMENSIONS
Wheelbase: 107.1 inLength: 184.1 inWidth: 71.9 inHeight: 55.7 inPassenger Volume: 99 ft3Trunk Volume: 14 ft3Curb Weight: 3199 lb
C/D TEST RESULTS
60 mph: 5.1 sec100 mph: 12.9 sec1/4-Mile: 13.8 sec @ 103 mph130 mph: 24.0 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.9 secTop Gear, 30–50 mph: 10.3 secTop Gear, 50–70 mph: 7.1 secTop Speed (C/D est): 155 mphBraking, 70–0 mph: 156 ftBraking, 100–0 mph: 318 ftRoadholding, 300-ft Skidpad: 0.99 g
C/D FUEL ECONOMY
Observed: 21 mpg75-mph Highway Driving: 32 mpg75-mph Highway Range: 390 mi
EPA FUEL ECONOMY
Combined/City/Highway: 25/22/31 mpg
C/D TESTING EXPLAINED
Specifications
2022 Subaru WRX LimitedVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $37,490/$37,490 Options: none
ENGINE
Turbocharged and intercooled DOHC 16-valve flat-4, aluminum block and heads, direct fuel injectionDisplacement: 146 in3, 2387 cm3Power: 271 hp @ 5600 rpmTorque: 258 lb-ft @ 2000 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.4-in vented disc/11.4-in vented discTires: Dunlop Sport Maxx GT 600A245/40R-18 97Y Extra Load
DIMENSIONS
Wheelbase: 105.2 inLength: 183.8 inWidth: 71.9 inHeight: 57.8 inPassenger Volume: 98 ft3Trunk Volume: 13 ft3Curb Weight: 3401 lb
C/D TEST RESULTS
60 mph: 5.5 sec100 mph: 13.7 sec1/4-Mile: 13.9 sec @ 101 mph130 mph: 26.4 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 6.7 secTop Gear, 30–50 mph: 10.3 secTop Gear, 50–70 mph: 7.7 secTop Speed (C/D est): 145 mphBraking, 70–0 mph: 153 ftBraking, 100–0 mph: 317 ftRoadholding, 300-ft Skidpad: 0.95 g
C/D FUEL ECONOMY
Observed: 21 mpg75-mph Highway Driving: 28 mpg75-mph Highway Range: 460 mi
EPA FUEL ECONOMY
Combined/City/Highway: 22/19/26 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

Should an EV look different than a gasoline-powered equivalent, or have we gotten to the stage where electric power is just another powertrain choice, like picking between a four- and a six-cylinder engine? Ford, with its F-150 Lightning, has chosen to make its EV version look much like the regular F-series. Mercedes-Benz, on the other hand, offers an EQS that bears no resemblance to its current S-class.With its new-for-2023 7-series, BMW has come down firmly in the camp of making electrification simply another powertrain alternative. The i7 xDrive60, as the EV version is called, differs from the V-8-powered 760i xDrive in only minor visual details: The BMW roundel on the hood has a subtle blue ring around it, the start/stop button inside is blue, the grille is solid and has a small “I” in a vertical element, and, of course, there are no tailpipes.This all-new Seven bears a clear resemblance to the previous model. The basic shape remains a three-box sedan with a large cabin to provide plenty of room for passengers in both rows. Up front, the large grilles remain, but they retain a horizontal orientation that dominates, without overwhelming, the car’s face. BMW’s new signature split lights are incorporated with narrow running lights at the top corners and the main headlights an inch or two below.There’s a powerful character line running along the car’s flanks, and the iconic Hofmeister kink is present in the rear quarter windows—in triplicate—echoed in the door shape, chrome trim, and in the reinforcement visible in the window. Overall, the car has presence—looking substantial, elegant, and rich.Some of that presence comes from sheer size, as the new model is a solid increment larger than its predecessor. Overall length is up to 212.2 inches, almost five inches longer than before, though the wheelbase only grew by 0.2 inch—and there is no short-wheelbase version. Width increases almost two inches, and the overall height rises by about two and a half inches. These dimensions make the i7 the largest car in the luxury-sedan segment—by a fair amount.Related StoriesBattery Size and RangeMuch of this increase was motivated by the need for a battery compartment below the interior floor. This volume is 4.9 inches deep to accommodate the 4.3-inch-high lithium-ion cells. The battery operates at 376 volts and provides a usable energy capacity of 101.7 kWh. That’s enough for an EPA range of between 296 and 318 miles, depending on the wheel and tire option.Those electrons energize a 255-hp electric motor driving the front wheels and a 308-hp motor in the rear. Combined output is 536 horsepower and 549 pound-feet of torque. Both motors use excited-field coils rather than permanent magnets to avoid the need for rare-earth elements. Of course, such motors use brushes, which BMW expects will last the life of the car. Driving the i7We predict this formidable powertrain will accelerate the nearly 6000-pound i7 to 60 mph in 4.1 seconds, and the i7 certainly felt that quick. As with most electrics, the torque-rich, single-speed powertrain is smooth, seamless, and instantly responsive, particularly in urban areas. As speed increases, acceleration falls off simply because the power-to-weight ratio is not spectacular and also because the electric motors produce peak power at 8000 rpm, less than half of their 16,700-rpm maximum, which is achieved at the car’s 149-mph top speed. That puts the power peak at a little over 70 mph, and without a transmission to keep the motors near their peak, the power starts tapering off once you exceed that speed.BMW provides three levels of regenerative braking, as well as single-pedal driving if you select “B” on the transmission toggle. Using the single-pedal mode makes for very smooth urban driving, and it also works well when driving hard on mountain roads—at least uphill. You hardly need to touch the brakes. When you do press the left pedal, you appreciate BMW’s fine job of blending the regen and the friction brakes, with no discontinuities in pedal effort or travel.Running hard, the i7 feels composed and capable, though you never forget it weighs nearly three tons. With standard air springs and adjustable dampers at all four corners, as well as the low-mounted half-ton battery, the car corners admirably flat when you’re pressing.Selecting Sport mode helps a bit in such driving, as it tightens the dampers, lowers the ride height by about 0.4 inch, and provides full power. In Normal mode, the i7 motors are limited to 489 horsepower but the same 549 pound-feet. In certain trim versions, you can also flick a switch marked Boost to enable peak power and torque for several seconds.Running sedately, the i7 rides smoothly and quietly, with a rock-solid structure. The seats are fully adjustable and superbly shaped, the acceleration is effortless, and the standard Bowers & Wilkins sound system (18 speakers, 655 watts, or 36 speakers and 1965 watts with the optional Diamond version) fills the cabin with high-definition music of your choice. daniel krausA Load of Luxury FeaturesThe i7’s interior is a lovely place, with jeweled major controls, nicely detailed speaker grilles and dashboard surfaces, and lovely upholsteries, including a new optional cashmere/wool blend that feels particularly rich. And every car comes with a Panoramic Sky Lounge LED moonroof that is huge, can produce a subtle light show, and has its motorized shade housed in front to avoid compromising rear headroom.The i7 also offers numerous convenience features, such as optional power opening and closing doors—front and rear—each with its own battery of sensors to avoid banging into adjacent cars, walls, or people. You can also specify the Executive Lounge option if you plan to have a chauffeur drive your i7 for you. It provides a reclining right rear seat—up to 42.5 degrees—including a footrest and heel rest on the back of the right front seat, which slides and tilts as far forward as possible when you engage this option.Another new feature is the Theater Screen. This is a 31-inch, 8K LCD screen that folds down from the ceiling for the rear passengers. It actually measures about 30 inches wide by nine inches high, so movies will be highly letterboxed unless you engage extreme stretch. But you can shift the screen to either side to bring the image closer to a single rear-seat passenger. Controlling the operation of this screen, as well as any rear-seat adjustments, is performed using 5.5-inch touchscreens in the armrests of each rear door.For the person driving, a notable addition is a feature called Highway Assistant, which will both maintain speed and steer the car on a highway at up to 80 mph, without the driver’s hands on the wheel. However, the driver must be paying attention to the road, and the car monitors your eyes with a camera. If you look down or away for more than a few seconds, you will be warned to either look at the road or put your hands on the wheel. The system works very well and can even execute a safe lane change in traffic if you flick the turn signal. But if the lane markings fade or the road gets too twisty, the system will disengage.With so many functions to operate, there’s a steep learning curve for the touchscreen interface. Almost every function is shown on BMW’s Curved Display, which includes a 12.3-inch LCD serving as the instrument cluster, along with a 14.9-inch center display, both housed in a wide, gracefully curved, thin panel.A new, eighth-generation of iDrive controls everything and you can operate the center panel with either the traditional iDrive controller, directly through the touchscreen display, or via several shortcuts scattered around the cockpit. The shortcuts are a nice touch because if you summon the screen that displays all of the car’s apps, they total 43—all with several submenus. The i7 also offers a fairly good voice-activated system, which works better for common functions than for obscure ones.The instrument cluster offers a variety of layouts and choices of information to display. But some of the designs are more creative than practical, with key elements such as the graphical speedometer and power displays mostly blocked by the steering-wheel rim. It would have been nice to offer a traditional layout with twin round dials and minor information grouped between them, but sadly, that is not available. Overall, the i7 is a terrific luxury sedan. It’s comfortable, luxurious, effortlessly powerful, impressive looking, and offers more comfort and convenience features than you can imagine. Of course, all of this also goes for its gasoline-powered 760i sibling, which costs $5700 less than the i7’s $120,295 base price. But the electric powertrain adds an additional element of smoothness and refinement. If you don’t anticipate taking long trips in the car, it’s the way to go.SpecificationsSpecifications
2023 BMW i7 xDrive60Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base: $120,295
POWERTRAIN
Front Motor: current-excited synchronous AC, 255 hp, 269 lb-ft Rear Motor: current-excited synchronous AC, 308 hp, 280 lb-ft Combined Power: 536 hpCombined Torque: 549 lb-ftBattery Pack: liquid-cooled lithium-ion, 101.7 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 195 kWTransmissions, F/R: direct-drive
DIMENSIONS
Wheelbase: 126.6 inLength: 212.2 inWidth: 76.8 inHeight: 60.8 inPassenger Volume: 112 ft3Trunk Volume: 11 ft3Curb Weight (C/D est): 5950 lb
PERFORMANCE (C/D EST)
60 mph: 4.1 sec100 mph: 9.0 sec1/4-Mile: 12.5 secTop Speed: 130–149 mph
EPA FUEL ECONOMY
Combined/City/Highway: 83–89/81–87/85–92 MPGeRange: 296–318 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