Car Reviews

From the November 2022 issue of Car and Driver.Toyota wore the stink of appliance-grade transportation with pride for a long time. Reliability is neither sexy nor fun—unless you’re into actuarial science, in which case, are you reading the right rag? But the past decade has been different for Toyota. It introduced two codeveloped rear-wheel-drive sports cars—the GR86 with Subaru and the Supra with BMW, both 10Best winners—plus a rally-inspired GR Yaris for overseas markets. Now we get the Yaris’s larger sibling, the GR Corolla. Are we crazy, or is Toyota the leading enthusiast brand of the day? The GR Corolla is an absolute beauty. It’s capable of speeds as fast as anyone should feel comfortable going on public roads. The 143-mph governor can be reached on the street, but if you drive that fast on two-lane roads, you probably belong in a cage.We tested the mid-grade Circuit trim, which starts at $43,995. A base Core model is $7000 cheaper, and a $7000-pricier two-seat Morizo edition will come later in 2023.HIGHS: Oozes fun, its driveline’s safe word is “more,” chassis balance makes ’90s BMWs blush. At the heart of the GR Corolla is a 1.6-liter inline-three, a spunky little mill that also powers the GR Yaris. With a 10.5:1 compression ratio and a tiny turbo generating up to 25.2 psi of boost in the Core and Circuit models, it’s not without lag—the GR Corolla’s 5-to-60-mph time is 6.4 seconds—but it isn’t even the slightest bit offensive. A balance shaft cancels the inherent imbalance of the triple, and the passenger’s-side powertrain mount is liquid filled to further quell shakes. More on the GR CorollaIf you’re hoping for the wild three-cylinder wail of a Yamaha motorcycle or snowmobile, you’ll be disappointed. Despite the presence of a two-stage intake and exhaust and the occasional blow-off-valve whoosh, the engine sounds totally normal. It’s more like a four than other automotive threes of recent memory—BMW i8, Mitsubishi Mirage, or Smart ForTwo. When Toyota developed this engine for the Yaris, three engineering teams in the United States, Germany, and Japan worked together using computer-aided engineering to produce a working prototype in six months, about half the time of typical development. In the Corolla Core and Circuit models, it makes 300 horsepower at 6500 rpm and 273 pound-feet at 3000 rpm. The torque curve stays flat up to 5500 rpm. The Morizo edition gets a midrange bump to 295 pound-feet courtesy of a little more boost. The very stout driveline is seemingly impervious to the engine’s best efforts to destroy it. Borrowed from the homologation-special GR Yaris, the all-wheel-drive system and transmission were developed with private rally teams in mind. Following the best-practices advice of Toyota R&D, we launched the GR like a rally car, with lots of clutch slip. The GR Corolla swallowed all the abuse we could throw at it, and we never even smelled the dreaded stink of vaporized clutch material. For the best launch, hold revs near the limiter and make sure the engine doesn’t dip below 4000 rpm. But the driveline wasn’t developed for reaching 60 mph in second gear. Thus, the 4.9-second 60-mph time doesn’t fully represent the car’s quickness off the line. Eliminate a shift and the GR would run quicker than the manual hot-hatch leader Volkswagen Golf R, with its 4.7-second sprint. The GR makes up some time in the quarter-mile, tying the VW with a 13.3-second run. The prototype we tested came straight from the media launch, and both the second- and third-gear synchros were easily beat. We’re confident our next go with a GR will result in even more impressive test results.And it had better, because 300 horses is the opening bid in this segment. The Golf R and the Honda Civic Type R accomplish this, albeit from larger-displacement engines. The Corolla makes up for lack of a knockout punch by keeping mass trim. The Circuit’s standard forged carbon-fiber roof helps Toyota deliver all-wheel drive in a 3269-pound curb weight. The front-drive Type R, which gets replaced any day (come back next month), is about 100 pounds lighter. The Circuit’s standard front and rear Torsen differentials maximize grip. Drivers can select from three torque splits for the center clutch-pack coupler, with 70, 50, or 40 percent of available torque driving the rear axle. Toyota says the best performance comes from the 50:50 Track mode. Acceleration alone doesn’t make this car wonderful. Even better is its compliance on Michigan’s carpet-bombed roads. Fixed-rate dampers provide a ride-handling balance reminiscent of a ’90s BMW. There are no electronic crutches to toggle the suspension from soft to firm, yet jounce is never so abrupt that it violently tosses your head. The spring and bushing selections seem perfectly matched to the reinforced econocar unibody. LOWS: Econo-grade interior, some might want a stiffer chassis, limited availability will likely drive up transaction prices.To get a Corolla body up to GR status, Toyota adds nine feet of structural adhesive and a whopping 349 additional spot welds, not to mention additional underfloor bracing. The result is a firm but not overly stiff structure. An Audi RS3 feels like granite in comparison. There is a little, tiny, minute bit of chassis flex—not nearly as much as in a Mazda Miata—that is a boon to feel. Toss the GR into a corner and you can practically sense the load travel up its path from the tire’s contact patch. Michelin Pilot Sport 4—not 4S—tires provide 0.94 g of grip and a healthy dollop of understeer on the skidpad, although they feel much stickier on the road, and the car is more neutral. Other manufacturers should benchmark this brake pedal: It’s resolute underfoot and responds perfectly to small changes in pressure. Stopping from 70 mph in 167 feet isn’t great for this segment, but at least it’s without fade. One of our few gripes is the pedal placement. With such a firm middle pedal, the accelerator is almost out of reach for an easy heel-toe downshift. Fortunately, a modified pedal is about the easiest alteration an owner can make. Hidden behind the steering wheel is the iMT button that activates rev matching, but why muddle this car with computer assistance? Other complaints are more aesthetic. The interior is that of a car that starts at $22,645. There is no center arm rest. The infotainment screen is barely bigger than some smartphones, and its interface seems PalmPilot inspired. But it does have wireless Apple CarPlay and an inductive phone charger. And how many rally cars have a heated steering wheel? VERDICT: As close to the perfect blend of livability, affordability, and fun that is available today. And it’s a Toyota?Possibly the worst news for prospective buyers is that Toyota plans to build just 6600 GRs for the U.S. market this first year. The car has already achieved cult status and hasn’t even rolled off the showroom floor. You may not get one the first year, but you will be able to eventually. It’s worth the wait. CounterpointsAt one point, I wanted a 1988–89 Mazda 323 GTX something fierce. That car was a rally-inspired special, built on the lowly Mazda 323 but priced twice as high as a normal 323 hatch. It had a turbocharged 1.6-liter engine, a five-speed manual, and an all-wheel-drive system with a lockable center differential giving a 50/50 torque split. The GR Corolla follows a similar blueprint, but with loads more power and sophistication. Driving the Gazoo is a riotous good time, and I’m determined not to miss out again. —Dan EdmundsI’ve always thought the latest Corolla had a decent chassis. What rendered it uncompetitive against the Civics and Mazda 3s of the world was, well, pretty much everything else—but mostly its powertrain and interior. Now that the folks at Gazoo Racing have installed this high-strung turbo three, I don’t care so much about the graining of the plastics. The GR is pure fun thanks to lively throttle response, an eagerness to change direction, and prodigious grip. It’s great that such a single-minded machine exists at all, let alone that it was born of such humble origins. —Joey CapparellaSpecificationsSpecifications
2023 Toyota GR Corolla CircuitVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base/As Tested: $43,995/$44,420Options: Heavy Metal paint, $425
ENGINEturbocharged and intercooled inline-3, aluminum block and head, port and direct fuel injectionDisplacement: 99 in3, 1618 cm3Power: 300 hp @ 6500 rpmTorque: 273 lb-ft @ 3000 rpm 
TRANSMISSION6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 14.0-in vented, grooved disc/11.7-in vented, grooved discTires: Michelin Pilot Sport 4235/40ZR-18 (95Y)
DIMENSIONS
Wheelbase: 103.9 inLength: 173.6 inWidth: 72.8 inHeight: 57.2 inPassenger Volume: 85 ft3Cargo Volume: 18 ft3Curb Weight: 3269 lb
C/D TEST RESULTS60 mph: 4.9 sec100 mph: 12.1 sec1/4-Mile: 13.3 sec @ 105 mph140 mph: 29.7 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.4 secTop Gear, 30–50 mph: 8.5 secTop Gear, 50–70 mph: 7.1 secTop Speed (gov ltd): 143 mphBraking, 70–0 mph: 167 ftBraking, 100–0 mph: 329 ftRoadholding, 300-ft Skidpad: 0.94 g 
C/D FUEL ECONOMY
Observed: 20 mpgEPA FUEL ECONOMY
Combined/City/Highway: 24/21/28 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

This may be news to our nation’s political leaders, but “compromise” is not a dirty word. In fact, the notion of give-and-take can create something genuinely compelling. In the automotive arena, the 2022 Porsche 911 Targa 4 GTS stands as proof.The 911’s Targa body style already exemplifies compromise. Its top effectively combines the characteristics of the rear-engine sports car’s coupe and convertible body styles while mastering the nature of neither. The Targa’s retractable roof panel and giant glass rear window sacrifice some of the chassis rigidity and lighter curb weight of the Carrera coupe, as well as a measure of the immersive open-air experience that the Carrera convertible’s folding top affords. On the upside, the Targa offers more wind-in-your-hair excitement than the coupe and superior closed-roof visibility to the convertible. The conjugated qualities of the 911 Targa may dissatisfy both the coupe and convertible orthodoxies but will appeal to many. In other words, the body style has the hallmarks of a good compromise.Dynamic CompromisesThe 911 Targa 4 GTS takes this notion even further. Whereas the Carrera GTS coupe and convertible have a 911 Turbo-derived suspension setup replete with rear helper springs, the Targa 4 GTS uses an arrangement from the lesser 911 Targa 4S. (This setup is also a no-cost option on Carrera GTS coupe and convertible models.) Along with an additional 0.4 inch of ride height compared to the coupe and convertible, the Targa 4 GTS comes with more lenient adaptive dampers and anti-roll bars. The result is a GTS-badged 911 with a firm but forgiving ride, something we cannot say about the overly stiff Carrera GTS.HIGHS: Pleasantly compliant ride, still insanely quick, as enjoyable to drive as it is to look at.Predictably, the softer suspension of the Targa 4 GTS takes a toll on lateral dynamics, with the additional weight of the Targa’s power-folding roof panel and standard all-wheel-drive system exacerbating this. Body roll is ever so slightly more prevalent, and understeer rears its head just a wee bit earlier relative to the rear-drive Carrera GTS models we’ve tested. If the Carrera emphasizes the “S” in “GTS”, then the Targa plays up the “GT” side of the equation.Related StoriesIt’s a concession only the most hardcore drivers will bemoan. Because even with its mellower suspension tuning, the Targa 4 GTS handles with inordinate tenacity. Its staggered 20-inch front and 21-inch rear Pirelli P Zero PZ4 tires may have cried uncle 0.03 g before those on a 336-pound-lighter rear-drive Carrera GTS we tested in July, but the Targa’s 1.03 g of stick still makes the driver work exceptionally hard to surpass this car’s lateral limits on public roadways. Michael Simari|Car and DriverAs expected of a 911, the Targa 4 GTS’s steering is as precise as a Zenith watch and as chatty as a startup company’s CEO pitching to Silicon Valley VCs. Our test car’s $2090 optional rear-axle steering system further compounded these traits by improving upon the already responsive disposition of the 911’s wheel. Uncompromised PowerPin the throttle and the Targa 4 GTS’s twin-turbocharged 3.0-liter flat-six unleashes the same 473 horsepower and 420 pound-feet of torque as its Carrera kin—gains of 30 horses and 30 pound-feet relative to 911s bearing the S badge. Equipped with an eight-speed dual-clutch automatic gearbox and launch control, this Targa 4 GTS accelerated to 60 mph in 2.9 seconds, just 0.1 second behind a rear-drive Carrera GTS coupe we tested in January. The Targa 4 GTS’s acceleration from 5 to 60 mph tells a fuller picture, though, as its 4.2-second run fell short of the lighter GTS coupe by 0.3 second. Even so, the Targa 4 GTS rocketed from 30 to 50 mph in 2.2 seconds and from 50 to 70 mph in 2.7 seconds, exactly matching the GTS coupe and exhaling the same guttural blats from its specially tuned exhaust system found on every 911 GTS variant.A Choice of TransmissionsAlthough our Targa 4 GTS was equipped with the PDK automatic, a seven-speed manual is also available across the GTS line. This no-cost option likely would add a tenth or two to the mile-a-minute dash, but that’s still plenty quick and a small price to pay to enjoy the thrill of rowing your own gears. Yet there’s no shame in ditching the clutch pedal. Porsche’s automated gearbox possesses the polish and agility of an Oxford-educated professional gymnast, operating with refinement worthy of a luxury vehicle, yet able to swap cogs with a speed no human can match. Paddle shifters allow the driver to take control of gear changes, with the transmission responding near-instantaneously to each satisfying pull of the steering-wheel-mounted triggers.Stepping on the GTS’s firm left pedal is equally gratifying, with the 911 Turbo-sourced brakes bringing the 3737-pound Porsche to fade-free stops from 70 mph in 142 feet and hauling it down from 100 mph in 285 feet. Both figures beat those of the leaner stick-shift Carrera GTS coupe by a foot.The Price of PowerWith a starting price of $158,150, the Targa 4 GTS stickers for $19,600 more than a Targa 4S. Accounting for the additional GTS content shrinks the gap to around half that. That difference buys the items Porsche withholds from the option sheet of the less powerful 4S, including the brand’s suede-like Race-Tex cloth that covers the seats and numerous interior pieces, GTS-specific exterior design cues, and the various aforementioned performance goodies. Lows: Dearth of standard convenience features, options add up, GTS upcharge without all of the Carrera GTS performance bits.Of course, optional extras will drive the total cost even higher. Our test car stickered for $173,520 and still lacked niceties such as power adjustments for the steering column and full power adjustment for the front seats. Unless money is no object (which, at this price point, may be the case), many Targa 4 GTS customers will have to make compromises and forgo some luxury and convenience items to keep this high-powered neo-convertible within their budget. There’s that word again. Compromise. It’s the conceptual backbone of the Targa 4 GTS. By toeing the line between coupe and convertible and the Carrera GTS and Targa 4S, the more relaxed-riding Targa 4 GTS makes itself a jack of many trades as opposed to a master of one. It’s a compromise all but the most devoted track warriors and sun worshippers will find to be worth making.SpecificationsSpecifications
2022 Porsche 911 Targa 4 GTSVehicle Type: rear-engine, all-wheel-drive, 2+2-passenger, 2-door targa
PRICE
Base/As Tested: $158,150/$173,520Options: leather interior in Graphite Blue, $4530; Premium package (surround-view camera, power-folding mirrors, Bose surround sound, lane-change assist), $3760; front-axle lift, $2770; rear-axle steering, $2090; GT Silver Metallic paint, $840; ventilated front seats, $840; Chalk color seat belts, $540
ENGINE
twin-turbocharged and intercooled DOHC 24-valve flat-6, aluminum block and heads, direct fuel injectionDisplacement: 182 in3, 2981 cm3Power: 473 hp @ 6500 rpmTorque: 420 lb-ft @ 2300 rpm
TRANSMISSION
8-speed dual-clutch automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 16.1-in vented, cross-drilled disc/15.0-in vented, cross-drilled discTires: Pirelli P Zero PZ4F: 245/35ZR-20 (91Y) NA1R: 305/30ZR-21 (100Y) NA1
DIMENSIONS
Wheelbase: 96.5 inLength: 178.4 inWidth: 72.9 inHeight: 51.2 inPassenger Volume: 70 ft3Cargo Volume: 5 ft3Curb Weight: 3737 lb
C/D TEST RESULTS
60 mph: 2.9 sec100 mph: 7.1 sec1/4-Mile: 11.1 sec @ 125 mph130 mph: 12.2 sec150 mph: 17.3 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 4.2 secTop Gear, 30–50 mph: 2.2 secTop Gear, 50–70 mph: 2.7 secTop Speed (mfr’s claim): 190 mphBraking, 70–0 mph: 142 ftBraking, 100–0 mph: 285 ftRoadholding, 300-ft Skidpad: 1.03 g
C/D FUEL ECONOMY
Observed: 19 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 19/17/22 mpg
C/D TESTING EXPLAINEDA car-lover’s community for ultimate access & unrivaled experiences. JOIN NOWThis 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

Full-size pickup trucks are so ruthlessly benchmarked against each other that it’s hard to find one that’s an outlier in any major way. For instance, had the 2022 GMC Sierra Denali Ultimate participated in our most recent comparison test, its 5.4-second 60-mph time would have put it just behind the Ford F-150 PowerBoost (5.3 seconds) but a half-second ahead of the Toyota Tundra TRD Pro (5.9 seconds). Its 6.2-liter V-8 makes 420 horsepower, which is a little less than the hybrid Tundra’s 437 horses and a little more than the Hemi Ram 1500 Limited’s 395 horsepower. And on it goes, from towing to braking to features and pricing. To stand apart, a truck requires some kind of proprietary weapon—Ford’s onboard generator, or Ram’s impeccably tailored interior. Fortunately, the Sierra Denali has its own killer app: Super Cruise. GM is the only company that has it, and nobody else’s hands-free driver assistance system works as well (sorry, Ford BlueCruise). If you do a lot of highway driving, Super Cruise might be the feature that swings your decision toward the GMC rather than a comparably posh truck from a competitor. Just make sure it’s available, as GMC has periodically paused the availability of Super Cruise due to supply issues. As of now, it’s available to order on 2023 models.Not that Super Cruise is all the Sierra Denali Ultimate has going for it—and, with a starting price of $84,995 with the 6.2-liter engine, it better not be. The Sierra benefits from GM’s 2022 interior overhaul, which brought an updated design with a 13.4-inch touchscreen, and then piles on the goodies: a 15.0-inch color head-up display, heated and ventilated front seats with massage, and the nicest materials this side of an Escalade. The door panels are wrapped in leather, the Bose speaker grilles are stainless steel, and the open-pore Paldao wood is laser-etched with topographical maps and the GPS coordinates of its famed mountain namesake. Now that we mention it, this Denali might be nicer inside than an Escalade.Highs: Super Cruise, posh interior, magnetic ride control smothers the bumps.Among all that interior finery, it’s easy to miss the small infrared camera perched atop the steering column. That’s the driver-monitoring hardware for Super Cruise, and it enables hands-free driving—the truck has to know you’re awake and paying attention before it hands over control. Once it does, Super Cruise proves impressively competent. During our drive, it would regularly go 60 miles or more before disengaging, usually because of a construction zone or because it ran out of approved road. You can now engage Super Cruise while towing a trailer, and it also can automatically pull the truck out of its lane to pass slower traffic and then move back into it, both talents that GM has amply advertised. View PhotosSuper Cruise handling a highway interchange that required slowing down and applying serious steering lock.Car and DriverWhat GM hasn’t touted is Super Cruise’s ability to handle highway interchanges. When our route took us from one highway to another, we expected Super Cruise to turn off as we barreled toward the 90-degree junction. Instead, the Sierra slowed from 70 mph to about 55 mph and the steering wheel cranked over hard left as the truck negotiated the curve. When the road straightened, the Sierra resumed its set speed and continued along the (now different) highway. In other words, it did just what we would have done, had it handed over control. The fact that it didn’t need to tap out occasioned some surprise and, we admit, delight: cool. Hey, we love driving, but three hours on the highway is three hours on the highway, so hallelujah to a truck that can help mitigate that monotony.When you do find your way back to some corners, the Sierra Denali Ultimate isn’t a bad dance partner, on account of its standard magnetic ride control dampers. Even though the Sierra uses a relatively crude solid rear axle with leaf springs, magnetic ride control tames the yips and hops associated with an unladen bed, reading the road 1000 times per second. The Denali Ultimate managed 0.78 g of grip on the skidpad, which would have tied the Ram for best in that comparison test. And its ride is about as serene as the Ram’s, even without air springs. The Denali is light, for a full-size full-luxe pickup—5586 pounds—and that relative litheness shines through in its driving manners. Marc Urbano|Car and DriverWhile the standard-issue Sierra Denali is offered with GMC’s 5.3-liter V-8, in addition to the 6.2-liter V-8 and 3.0-liter diesel I-6, the Ultimate only gets the latter two engines. GMC positions the diesel six as the entry-level powerplant, priced $2500 below the gas V-8 model. Although the diesel six makes just 277 horsepower, it matches the V-8’s 460 pound-feet of torque and is a rewarding engine in its own right, if you can live without the V-8 model’s 13.9-second quarter-mile at 100 mph. (When we tested a Chevy Silverado with the 3.0-liter diesel, it ran the quarter in 15.5 seconds at 88 mph.) The diesel also earns a 24-mpg EPA combined fuel-economy rating, easily besting the gas truck’s 17 mpg. We averaged just 15 mpg in our time with this Denali. Lows: An $85,000 half-ton that’s not a 700-hp desert runner.When you’re Super Cruising on down the highway, getting a massage from your heated seat, you might forget there’s a pickup bed riding along back there out behind the cabin. But indeed there is and it’s a novel one, in that it’s made of carbon fiber. Granted, GMC’s CarbonPro bed probably won’t make much actual difference in your life, but we always recommend obtaining more carbon fiber, and it’s sure to be a conversation starter at your local mulch purveyor. Plus, think of the money you’ll save on a bedliner. The Sierra’s MultiPro tailgate also folds down into a variety of different loading positions. At this point, you might be saying, “For $84,995, that tailgate better have its own stereo in it!” Rest assured, it does. In fact, the Sierra Denali Ultimate’s price is its biggest drawback. A regular ol’ non-Ultimate Sierra Denali 4×4 with the same powertrain—420-hp 6.2-liter V-8 and 10-speed automatic—costs $12,500 less and is also available with Super Cruise (those are the only two Sierra trims to get it, for now). Then again, the Ultimate’s sticker price looks like a bargain compared to the upcoming Sierra flagship, the 2024 Sierra EV Denali Edition 1, which will cost $108,695 when production starts in early 2024. But for now, this is the pinnacle of Sierras. If you can stomach the price, there’s nothing else like it.SpecificationsSpecifications
2022 GMC Sierra 1500 Denali Ultimate V-8Vehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base/As Tested: $84,995/$84,995 Options: none
ENGINE
pushrod 16-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 376 in3, 6162 cm3Power: 420 hp @ 5600 rpmTorque: 460 lb-ft @ 4100 rpm
TRANSMISSION
10-speed automatic
CHASSIS
Suspension, F/R: control arms/live axleBrakes, F/R: 13.0-in vented disc/13.6-in vented discTires: Bridgestone Alenza A/S 02275/50R-22 111T M+S TPC Spec 3112MS
DIMENSIONS
Wheelbase: 147.4 inLength: 231.9 inWidth: 81.2 inHeight: 75.5 inPassenger Volume: 136 ft3Bed Length: 69.9 inCurb Weight: 5586 lb
C/D TEST RESULTS
60 mph: 5.4 sec100 mph: 13.9 sec1/4-Mile: 13.9 sec @ 100 mphResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.9 secTop Gear, 30–50 mph: 3.1 secTop Gear, 50–70 mph: 3.9 secTop Speed (gov ltd): 106 mphBraking, 70–0 mph: 182 ftRoadholding, 300-ft Skidpad: 0.78 g
C/D FUEL ECONOMY
Observed: 15 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 17/15/20 mpg
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

From the November 2022 issue of Car and Driver.For most of our lifetimes, Mercedes-Benz has defined the luxury car. Its vehicles were elegant, straightforward, well-mannered, technologically sophisticated, and drenched in history. The company seems to be moving luxury in a different direction with its battery-powered EQ models.These changes are immediately apparent in the new EQE. The electrically powered E-class equivalent has a body shape and details devoted to minimizing aero dynamic drag, admirably achieving a coefficient nearing 0.20. However, the editorial eye finds little to savor in the dumpling-like form, which droops at both ends and would be impossible to identify as a Benz without the large three-pointed star decorating its prow.Inside, the EQE hews closer to recent Mercedes designs with fine detailing, lovely wood, and plush leather, though we could do without the optional bordello lighting—thankfully, it can be turned off.More on the EQE SedanLogical controls, however, have been lost to the new MBUX infotainment system. It took us several days to figure out how to dim the instrument lighting, whose control is buried in a menu labeled System—a category typically containing software and firmware versions—rather than in the menu labeled Lighting, where it intuitively belongs. Even the voice-activated “Hey Mercedes” feature and the owner’s manual provided no help. Moreover, the mass of tiny controls on the steering-wheel spokes reminded us of a modern Formula 1 yoke and require more dexterity than they should.That said, the interior is stretch-out comfortable, front and rear, mostly because the EQE is bigger than the E-class sedan—2.3 inches longer, 2.5 inches wider, and 1.7 inches taller, with 7.1 more inches in the wheelbase. Of course, some of this additional volume is devoted to the 90.6-kWh battery under the floor.Amazingly tranquil on most road surfaces, with pitch, roll, and vertical jolts well constrained, this smooth-riding electric sedan subdues even the usual bangs from potholes and pavement joints. It’s also supremely hushed inside. The sounds of the electric powertrain are muted, wind noise seems completely absent, and road resonance is minimal. We measured a sound level of 66 decibels at 70 mph—three decibels quieter than the E450 we tested last year—but the cabin feels even more peaceful than those numbers suggest.On the other hand, the 5488-pound EQE is not the most agile. It easily handles some hard cornering well enough, with minimal roll, but maximum grip from the squishy Bridgestone Turanza T005 summer rubber is only 0.86 g, and stopping from 70 mph takes 178 feet. The tires are clearly optimized for ride, silence, and fuel economy rather than grip.This is appropriate because the EQE’s controls do not encourage spirited driving. The steering is accurate and precise, but synthetic in feel. In Sport mode, effort increased, but not feedback. And the brake pedal is particularly odd because it depresses on its own when you lift off the accelerator and regenerative braking commences. When you do press the pedal, there’s virtually no travel; the modulation is all from pressure.Michael Simari|Car and DriverThe accelerator works nicely, the EQE responding with the delightful immediacy and smoothness that typifies electric powertrains. With 288 horsepower and a massive 564 pound-feet of torque, it moves smartly around town. The car reaches 60 mph in 5.2 seconds and covers the quarter-mile in 13.9 seconds at 97 mph. But the faster you go, the less sprightly the EQE is. Its 9.8-second time from 60 to 100 mph is little better than the old four-cylinder E300’s. Pull out to pass on a 55-mph two-lane road, and the EQE feels a lot less ambitious.The EPA has yet to release its range estimate, but we’re expecting it to be 300 miles. Starting at $79,050, the EQE350 4Matic isn’t cheap. In time, a less expensive single-motor, rear-drive version will be offered, as well as a 402-hp EQE500 and a 617-hp AMG EQE53.As an electric luxury sedan, the EQE is comfortable, quiet, and refined. But it’s a shame Mercedes has dispensed with so many of its other traditional qualities in the quest for zero tailpipe emissions.SpecificationsSpecifications
2023 Mercedes-Benz EQE350+ 4MaticVehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $78,950/$94,390Options: Pinnacle trim, $3050; Neva Grey/Sable Brown nappa-leather upholstery, $2990; Winter package (heated rear seats, steering wheel, windshield, and windshield-washer system), $1500; 10-degree rear-axle steering, $1300; Driver Assistance package (adaptive cruise control, lane-change assist, blind-spot monitoring, emergency-stop assist, steering assist, Pre-Safe side impact, extended automatic restart), $1250; digital LED headlamps, $1100; Acoustic Comfort package, $1100; 20-inch AMG wheels, $850; ventilated front seats, $450; energizing air control with HEPA filter, $450; emergency-use 110-volt charging cable, $250
POWERTRAIN
Motors: permanent-magnet synchronous ACCombined Power: 288 hpCombined Torque: 564 lb-ftBattery Pack: liquid-cooled lithium-ion, 90.6 kWhOnboard Charger: 9.6 kWPeak DC Fast-Charge Rate: 170 kWTransmissions, F/R: direct-drive/direct-drive
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 15.4-in vented disc/14.9-in vented discTires: Bridgestone Turanza T005 B-Silent255/40R-20 101Y Extra Load MO-S
DIMENSIONS
Wheelbase: 122.8 inLength: 196.6 inWidth: 76.2 inHeight: 59.5 inPassenger Volume: 104 ft3Cargo Volume: 15 ft3Curb Weight: 5488 lb
C/D TEST RESULTS
60 mph: 5.3 sec1/4-Mile: 13.9 sec @ 97 mph100 mph: 15.0 sec130 mph: 29.8 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.3 secTop Gear, 30–50 mph: 2.3 secTop Gear, 50–70 mph: 3.5 secTop Speed (gov ltd): 130 mphBraking, 70–0 mph: 178 ftBraking, 100–0 mph: 358 ftRoadholding, 300-ft Skidpad: 0.86 g
C/D FUEL ECONOMY AND CHARGING
Observed: 85 MPGe75-mph Highway Driving: 67 MPGe75-mph Highway Range: 260 mi
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 97/95/100 MPGeRange: 300 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

After decades of spitting fire and spraying gravel on the world’s rally stages, or at least looking the part on the street, the Subaru WRX has earned a few gray hairs. Now in its fifth generation after a redesign for the 2022 model year, Subaru’s proto-rally car has reached middle age, donned a suit of body-cladded office wear, and attained a new level of sophistication. Nowhere is this clearer than in the WRX’s range-topping, automatic-only GT version. More on Subaru WRXNow, the WRX has been available with an automatic transmission for years, and the latest model’s CVT unit with eight simulated ratios is an $1850 to $2250 option on all trim levels, including the $30,600 base car. Subaru still lashes a six-speed manual to the 271-hp turbocharged 2.4-liter flat-four as standard. The new fully equipped GT model, however, is exclusively a two-pedal affair that will set you back $43,390. For a WRX. That’s $5220 more than the starting point of the old 310-hp STI model, the likes of which won’t be returning for this generation (that nameplate may be revived for a future performance EV based on a different platform). To be fair, Volkswagen GTIs can be optioned past $40K, so the affordable sport compact is somewhat of a nebulous concept nowadays.The Subaru Global Platform feels stiff and nicely balanced, and the WRX’s crisp steering delivers the direct turn-in response you’ll want when barreling down goat paths at highly questionable speeds. This is a car designed to be chucked around corners with minimal effort, its standard all-wheel-drive system helping it find purchase on just about any surface. The reasonable 72 decibels of wind and tire noise we recorded inside the GT’s cabin at 70 mph is average for a sport compact. While its 28-mpg result on our 75-mph highway route is less competitive, it is 3 mpg better than the automatic’s EPA estimate and the same as the manual Limited model we previously tested achieved. HIGHS: Quicker real-world acceleration than the manual, standard active-safety tech, numerous drive mode configurations.Perhaps the greatest draw of an automatic WRX is the additional equipment it unlocks over the manual. Opt for the CVT and you gain the ability to tweak the drivetrain’s responses through Intelligent, Sport, and Sport # settings. The GT goes a step further by adding overarching drive modes (Comfort, Normal, Sport, Sport+, and Individual), which via the 11.6-inch center touchscreen let you configure your preferred mix of drivetrain feistiness, steering weight, front-to-rear torque balance of the all-wheel-drive system, and ride stiffness from the GT-exclusive adaptive dampers. Also included: a 504-watt, 11-speaker stereo, body-hugging Recaro sport seats with microsuede upholstery and red contrast stitching, and Subaru’s raft of EyeSight driver assist tech, which isn’t available with the manual. All that kit helped inflate our test car’s curb weight to 3552 pounds, some 151 pounds more than the aforementioned manual version. Yet despite being the most polished of WRXs, the GT is also the quicker of the two in the real world. Though the CVT-equipped car needed almost a second longer to reach 30 mph, its 5.4-second 60-mph time is 0.1 second quicker, largely due to the manual needing two shifts to reach that mark. The GT’s rolling acceleration from 5 to 60 mph, 30 to 50 mph, and 50 to 70 mph also is significantly quicker. Only at higher speeds does the stick shift stretch its legs, tripping the quarter-mile lights in 13.9 seconds to the GT’s 14.1, though both are traveling 101 mph.With both models rolling on similar 18-inch Dunlop SP Sport Maxx summer tires, the GT’s other go-fast metrics are what you’d expect from a car saddled with additional mass. Its 0.93 g of skidpad grip is down 0.02 g to the manual Limited’s, and its stops from 70 and 100 mph—159 and 326 feet, respectively—are both a few feet longer. In the greater sport-compact arena, the performance of today’s WRX makes it a close match for the lighter 241-hp GTI, yet it falls behind racier rivals that approach or surpass the 300-hp mark, such as the Honda Civic Type R, Hyundai Elantra N, Toyota GR Corolla, and VW Golf R.Michael Simari|Car and DriverYet with the GT, the WRX feels more content than ever to do its own thing. Dial its drive settings back to tame and it cruises in mature comfort, if with only marginally better ride compliance than the well-tuned standard car provides. And save for the CVT’s inherent mushiness when tipping into the throttle, particularly at stop-and-go speeds, its stepped ratios mostly eliminate engine droning. A CVT will never be as fun as a stick—this autobox “upshifts” on its own at redline in every scenario outside of attacking the drag strip, where its quickest runs kept the needle pinned at 6100 rpm—but it does help lend the GT the sort of bandwidth found in some premium sport sedans. Michael Simari|Car and DriverLOWS: Carries extra pounds, a CVT will never be as engaging as a manual, still lacks some basic niceties.But from the fluttering of its aluminum hood on the highway to its lack of a heated steering wheel and rear climate-control vents, the WRX quickly reminds you of its economy-car roots. We’d wager most Subaru sedan shoppers tempted by the GT’s feature count will be happier spending considerably less on a 260-hp turbocharged Legacy. While updates have made the latest WRX’s automatic transmission a compelling option for drivers more concerned with convenience than engagement, this pricey GT model leaves us longing for the simpler times of the WRX’s youth.SpecificationsSpecifications
2022 Subaru WRX GTVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $43,390/$43,390
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
continuously variable automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.4-in vented disc/11.8-in vented disc Tires: Dunlop SP Sport Maxx GT 600 A245/40R-18 97Y
DIMENSIONS
Wheelbase: 105.2 inLength: 183.8 inWidth: 71.9 inHeight: 57.8 inPassenger Volume: 98 ft3Trunk Volume: 13 ft3Curb Weight: 3552 lb
C/D TEST RESULTS
60 mph: 5.4 sec100 mph: 13.6 sec1/4-Mile: 14.1 sec @ 101 mph130 mph: 28.2 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.3 secTop Gear, 30–50 mph: 3.3 secTop Gear, 50–70 mph: 4.1 secTop Speed (gov ltd): 134 mphBraking, 70–0 mph: 159 ftBraking, 100–0 mph: 326 ftRoadholding, 300-ft Skidpad: 0.93 g
C/D FUEL ECONOMY
Observed: 20 mpg75-mph Highway Driving: 28 mpg75-mph Highway Range: 460 mi
EPA FUEL ECONOMY
Combined/City/Highway: 21/19/25 mpg
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

From the November 2022 issue of Car and Driver. Until now, no one would have thought that throwing a set of Michelin Pilot Sport Cup 2 R gummies on a sports car would improve ride quality. But it’s true on the Z06 when paired with the $9995 carbon-fiber wheels, which shed a claimed 41 pounds.That this most extreme version of the Z06 is amazingly livable over far-from-smooth Michigan pavement is surprising, given that this car is also capable of setting many a track record. Going hardcore means you should choose the base targa body style, which saves about 90 pounds versus the convertible, and the $8995 Z07 Performance package. That’s actually a relative bargain, as it includes the carbon-ceramic rotors that cost $8495 alone, which makes the Cup 2 Rs only $500. Going Z07 also requires the aggressive Aero package for another $8495 (or $10,495 in exposed carbon fiber). The Aero package generates 734 pounds of downforce at 186 mph and brings a stiffer gas-guzzler penalty—$3000 versus the standard car’s $2600, presumably thanks to increased drag.Oh, don’t worry, this Z06 is plenty sharper too. Its dramatically stiffer wheels necessitated a different steering calibration. Turn-in is preternatural, the steering is purer, and, another surprise, this car better resists tramlining too.More on the Corvette Z06 and Z07Getting the targa also means the engine is visible, and shouldn’t you be able to see the 8500-rpm widget that’s causing a queue to pay $43,400 more than a regular Stingray costs? We thought having a line of sight to the 670-hp LT6 might affect the sound inside the cabin, but subjectively it doesn’t, although the targa measured quieter at wide-open throttle than the convertible, 94 decibels to 96. Other than the shriek to redline, the exhaust’s guttural throat clearing when tipping in and out of the throttle at elevated rpm tickled our car-enthusiast innards every time. Very Ferrari. A double-paddle pull lets the engine free rev and is a guaranteed way to draw a crowd—you can hear its wail from miles away.At the test track, this one got to 60 mph in 2.6 seconds and through the quarter-mile in 10.5 at 131 mph, gains of 0.1 and 0.2 second, and 2 mph, respectively, over the 133-pound-heavier convertible. The initial leap to 30 mph happens in 1.0 second flat, tying the 991-generation Porsche 911 GT3 RS and GT2 RS for quickest launch we’ve ever recorded in a rear-drive car and bettering many all-wheel-drive sports cars. Chevy’s launch control is exceptionally dialed in.Although the new Z06 decisively shows its taillights to the previous-gen car in a straight line, the C7 Z06 stopped shorter and cornered harder. Adding an extra 108 pounds to an already heavy car never helps. On the skidpad, we measured 1.16 g’s, better than the 1.12 g’s of the convertible on Michelin Pilot Sport 4S rubber, but short of Chevy’s claim of 1.22 g’s, which requires tire pressures much lower than those specified on the door placard (the Z07’s placard pressures are higher than the regular car’s to increase wet traction). The skidpad also brings out the Z06’s understeer.With its angry startup, high-pitched wail, and ability to spin its crankshaft to speeds that would shoot pushrods through a small-block, this latest Z06 is far more special. It’s also best served hardcore. SpecificationsSpecifications
2023 Chevrolet Corvette Z06 w/Z07Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door targa
PRICE
Base/As Tested: $127,185/$166,205Options: 3LZ equipment group (leather-wrapped interior with microfiber headliner, heated and ventilated GT2 bucket seats, navigation, wireless phone charging), $13,850; visible carbon-fiber wheels, $11,995; carbon-fiber interior trim, $4995; front-axle lift, $2595; visible carbon-fiber targa top, $2495; Bright Red painted calipers, $695; black exhaust tips, $395
ENGINE
DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 333 in3, 5463 cm3Power: 670 hp @ 8400 rpmTorque: 460 lb-ft @ 6300 rpm
TRANSMISSION
8-speed dual-clutch automatic
CHASSIS
Suspension, F/R: control arms/control armsBrakes, F/R: 15.7-in vented, cross-drilled carbon-ceramic disc/15.4-in vented, cross-drilled carbon-ceramic discTires: Michelin Pilot Sport Cup 2 R ZPF: 275/30ZR-20 (97Y) TPCR: 345/25ZR-21 (104Y) TPC
DIMENSIONS
Wheelbase: 107.2 inLength: 185.9 inWidth: 79.7 inHeight: 48.6 inPassenger Volume: 51 ft3Cargo Volume: 13 ft3Curb Weight: 3666 lb
C/D TEST RESULTS
60 mph: 2.6 sec 100 mph: 5.9 sec130 mph: 10.3 sec1/4-Mile: 10.5 sec @ 131 mph150 mph: 15.2 sec170 mph: 24.9 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.1 secTop Gear, 30–50 mph: 2.0 secTop Gear, 50–70 mph: 2.2 secTop Speed (mfr’s claim): 189 mphBraking, 70–0 mph: 139 ftBraking, 100–0 mph: 274 ftRoadholding, 300-ft Skidpad: 1.16 g
C/D FUEL ECONOMY
Observed: 12 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 14/12/19 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

The day began with weather to scare Gordon Lightfoot, when the gales of November came early at Michigan’s Silver Lake Dunes. Eventually, the rain abated, but the towering dunes were so thoroughly soaked that there was almost too much traction. Not too much for the guy in the rental Buick Encore, we guess, but enough to make even the steepest of dunes but a minor inconvenience to the 2023 Ford F-150 Raptor R. When you’ve got 700 horsepower and 37-inch beadlocked tires, wet sand may as well be a foot-thick lane of interstate slab.The Raptor R is the long-awaited but maybe not inevitable zenith of the Raptor brand. In a world with no Ram TRX, would Ford drop a Shelby GT500 engine in a Raptor? Science tells us that the mere act of observation influences outcomes, and we have to think Ford observed Ram selling all the $90,000-ish trucks it could build and said, “You know, maybe we should do that.” And while Ram won’t say how many TRXs it has sold, the Stellantis trophy truck had a healthy head start on the Raptor R—we’re closing in on 40,000 miles in our long-term TRX. So it’s a little bit curious, given the obviousness of the Raptor R’s competition, that Ford didn’t go for horsepower bragging rights. With the TRX making 702 horsepower, why not give the Raptor R 703? That would have been hilarious, and probably something Ram might do. Instead, Ford arrived at an even 700 horsepower at 6650 rpm, and its powertrain engineers make complete sense when they say that you can’t tell the difference between 700 horsepower and a little more than 700 horsepower. But trucks like this aren’t about making sense, unless you commute to Mike’s Sky Ranch in Baja. They’re about big numbers and loud noises and taking dirt that was over here and throwing it way over there, and then doing some sweet jumps. The Raptor R is spectacularly well equipped to handle all of that, even without horsepower bragging rights.Related StoriesFor Raptor duty, Ford’s supercharged 5.2-liter V-8 gets a truck tune that fattens up the torque curve, delivering 640 lb-ft at 4250 rpm. The blown 5.2 gulps air so ferociously that Ford had to reinforce the Raptor’s intake ductwork because the EcoBoost-spec plumbing was distorting under heavy throttle. A new supercharger pulley gets the boost ramped up sooner, all the better for spinning those four 37-inch BFGoodrich All-Terrain KO2 tires. Because the V-8 adds 100 pounds to the front end, spring rates are increased, and there are some beefier frame brackets, but the suspension mostly carries over. The base Raptor, with its 450-hp twin-turbo 3.5-liter V-6, is available with either 35-inch tires or 37s, but the Raptor R gets only the 37s. That costs it an inch of front suspension travel but delivers 13.1 inches of ground clearance and, Ford admits, just helps it look awesome. The 35s are rational, but the 37s say it’s “Sunday, Sunday, Sunday!” And even though your ticket buys the whole seat, you’ll only need the edge.The blue parts mark Raptor R-specific parts–so, mostly brackets at the rear end.Car and DriverThe Raptor R, like its EcoBoost counterpart, is gloriously adaptable to whatever terrain you care to assault. The transfer case offers rear drive, auto four-wheel drive, high-range four-wheel drive (physically locked front to rear), and low-range four-wheel drive. You can also manually lock the rear differential, though not in two-wheel drive. The steering effort, Fox Live Valve dampers, and exhaust sound all are independently adjustable via steering-wheel buttons, which include an R button for your favorite preset modes. And there are drive modes galore to tailor responses for the situation at hand. Baja is our favorite. Wandering into Tow/Haul mode occasions a shock of recognition—oh yeah, this is a truck, a useful thing that can tow and/or haul! It’s not just for sending the Raptor R into low orbit off Silver Lake Dunes, although it’s mighty good at that too. But so is an EcoBoost Raptor.Where the Raptor R distinguishes itself is when you flatten the accelerator, and the twin four-inch exhaust cannons fire a fusillade of V-8 fury, and your shoulders are buried into the Raptor R embroidery on the upper seatback while the 10-speed automatic shuffles gears quicker than a blackjack shoe rearranges the cards at the Golden Nugget. The front end climbs toward the sky, and the steering wiggles a little bit in your hands as the Raptor searches for traction. Even on sand, it feels violently quick. What it feels like, really, is an F-150 Lightning Extended Range with way more noise and drama. In fact, when we asked the Ford engineers whether the Lightning or the Raptor R would be quicker to 60 mph, they furrowed their brows and conceded it would be a good race. Given the well-watered state of the dunes, indulging our juvenile urge to throw sand required running in rear-drive mode. Which is how we discovered that, in addition to the electronic locker, there’s a brake-based limited-slip function for the open rear differential. The brake-based system works when one side or the other experiences a flare in wheel speed, and the brake on that side gives a squeeze to send power back to the other side. This system is operating in the background even when the AdvanceTrac stability-control system is completely disabled. So if, say, you want to roost some dunes in two-wheel drive, where the rear locker can’t be engaged, the rear brakes will be getting a workout. It is true that Car and Driver is staffed by a pack of feral, half-mad maniacs, and that no normal driver would ever experience this particular problem (we’re paraphrasing what Ford said to us). To which we say that 700-hp pickups don’t exactly attract the left-brain thinkers among us, and Raptor R owners will want to drift it in rear-drive mode, probably on the way out of the dealership parking lot. So why not just allow the locking diff to engage in two-wheel drive? Ford says that’s not the way it works right now, but the company is always listening to its customers. So if you want a locking diff in rear-drive mode, petition your local Ford representative. What do we want? Roosty drifts! When do we want them? As often as possible!If you’re looking to spot a Raptor R in the wild, it won’t be easy. First of all, except for its bulging hood, the Raptor R looks very much like an EcoBoost Raptor with the 37-inch tire package. The trucks at Silver Lake were also emblazoned with the graphics package that riffs on the Raptor “digital mud” pattern by constructing the black part of the graphic out of tiny 8s. On the driver’s side of the truck, the Raptor logo renders the second “R” in Raptor Orange, which looks great unless the truck is the same color, in which case it looks like you’re driving a Rapto. (On the passenger’s side, the first R is orange, so on that side you’ve got an “aptor.”) But you can delete the graphics for no cost if you prefer to let the 5.2-liter Predator speak for itself.On orange trucks, the orange “R” graphic makes it look like you’re driving a Rapto.Car and DriverThere also won’t be a million Raptor Rs to spot, given that the base price is a cool $109,145. Whether that roughly $30,000 more than a base Raptor (and $26K more than a TRX) sounds worth it or totally ridiculous depends on your point of view, and maybe whether your neighbor has a TRX and is overdue for a FoMoCo riposte to those 6 a.m. Hellcat cold starts. It’s tempting to conclude that since Ram built the TRX and Ford built the Raptor R, that’s where this ends, but we suspect not. GM, what say you?SpecificationsSpecifications
2023 Ford F-150 Raptor RVehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base: $109,145
ENGINE
supercharged and intercooled DOHC 32-valve V-8, aluminum block and heads, port fuel injectionDisplacement: 315 in3, 5163 cm3Power: 700 hp @ 6650 rpmTorque: 640 lb-ft @ 4250 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 145.4 inLength: 232.6 inWidth: 87.0 inHeight: 80.6 inPassenger Volume: 136 ft3Curb Weight (C/D est): 6150 lb
PERFORMANCE (C/D EST)
60 mph: 3.7 sec100 mph: 9.5 sec1/4-Mile: 12.1 secTop Speed: 114 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 13/11/15 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

Being the best puts a target on your back. The Kia Telluride has been our top mid-size SUV since it debuted for 2020, bar none. The three-row ute has received three straight 10Best awards and has never lost a comparo, vanquishing challengers such as the Mazda CX-9 and the Toyota Highlander and even its corporate counterpart, the Hyundai Palisade. Instead of letting its champion grow complacent, Kia has continued to refine the Telluride for 2023, making it handsomer, enhancing its equipment, and toughening it up.Range Rover, Er, Kia TellurideThere’s little fundamentally different about the updated Telluride. Its 291-hp V-6, eight-speed automatic, and other mechanical bits remain the same. Its reshaped grille adds three-dimensional mesh trim, its front bumper has a boxier design, and its revised LED headlights have dual vertical elements. Gone are the TELLURIDE lettering on the hood and—sadly—the distinctive amber headlight accents. But that’s about it. The facelift is subtle; then again, this canvas already looked pretty good to our eyes. The Telluride’s vaunted value proposition does take a hit for 2023, with prices rising between $1700 to $2900, but its $37,025 base price for a front-wheel-drive LX model is still a heck of a deal. The upcharge for the new model year is mostly offset by newly available content ranging from a digital rearview mirror and a digital key (via keycard or smartphone app) to expanded driver-assistance tech that allows the Kia to automatically change lanes upon the driver’s prompt. Also new are the X-Line and X-Pro trims, both of which feature standard all-wheel drive, slightly greater approach and departure angles, and an extra smidge of ground clearance (8.4 versus 8.0 inches) compared with lesser models. The Xs also have standard roof rails, making it easier to secure items on top.HIGHS: Influx of tech features, more capable off-road, looks even more Range Rover-esque.Kia pushes the X-Pro’s capabilities further in a few key areas. It has 18-inch wheels and Continental TerrainContact all-terrain tires versus the X-Line’s 20-inchers with all-seasons. The X-Pro also gets revised traction-control software that Kia says improves its off-road performance. Additionally, a more powerful cooling fan increases the X-Pro’s maximum towing capacity by 500 pounds to 5500.Marc Urbano|Car and DriverX-Line and X-Pro Get ToughThe X-Line get-up is offered on the EX and SX trim levels. It costs $2195 on the EX and $1395 on the SX, with starting prices of $46,820 and $50,220, respectively. There’s also a top-trim SX-Prestige version for $53,120. The Telluride’s driving demeanor is the same regardless, and we continue to be impressed with this SUV’s accurate steering, compliant ride, and taut body control. Its handling traits won’t have you searching out back roads just for the fun of it, but its cohesive nature makes it feel a cut above its peers.More on the Kia TellurideThe X-Line SX-Prestige model we tested hit 60 mph in 6.8 seconds, making it slightly quicker than previous Tellurides we’ve sampled. That time may not be worth bragging about, especially when more powerful alternatives such as the Ford Explorer and Jeep Grand Cherokee L are quicker still, but the Kia never feels poky with a transmission that is well tuned and unobtrusive. It’s much the same story with its 175-foot stop from 70 mph, 0.80 g of skidpad grip, and 68 decibels of interior noise at 70 mph, all of which are similar to what our 2020 long-term example produced when it was new. With the addition of the X-Pro, the Telluride is more adventurous than ever. It’s only offered with the SX AWD trim that starts at $48,825 and on the full-zoot SX-Prestige, which is now the priciest Telluride, starting at $51,725—X-Pro tacks on $2395 to each. To experience the X-Pro in action, our drive route outside of San Antonio included a makeshift off-road course. While the setting was no Rubicon Trail, the X-Pro’s all-terrain tires and all-wheel-drive system, with its electronically locking center differential, helped it crawl over a rock bed and a couple of gnarly drainage ditches. Hill-descent control is new and standard on all ’23 Tellurides, and it worked flawlessly to manage our speeds on steep downgrades. LOWS: Pricier than before, Apple CarPlay and Android Auto still require wires, not as quiet at highway speeds as some competitors.When it comes to fuel economy, expect the 2023 Telluride to deliver similar results as before. Its EPA estimates are almost identical across the board, with front- and all-wheel-drive models earning the same 23 and 21 mpg combined, respectively. We weren’t able to run the 2023 model on our 75-mph highway route, but a 2020 SX AWD version returned 24 mpg, matching its EPA figure. Lonely at the TopInside, the Telluride looks and feels as resplendent as ever. Fit and finish remains excellent, and there’s an array of attractive interior color options, including Navy, Sage Green, and Terracotta. The biggest update is a redesigned dashboard, with its restyled HVAC vents and trim that make way for a new interface, which, on upper trims, combines two 12.3-inch displays for the gauge cluster and the center touchscreen in a single unit. It’s a tech-forward centerpiece that makes the Telluride feel more upscale. The updated infotainment system gives more screen space to Apple CarPlay and Android Auto, but the inability to connect wirelessly is baffling. We’ll continue to hope that an over-the-air software update fixes that in the future. That miss aside, there’s a reason we continue to tout the Kia Telluride: It’s an amazing all-around mid-size SUV. It has been a big hit for Kia too, with sales ballooning by a whopping 60 percent through last year. The company sold 93,705 copies in the U.S. in 2021, and now it’s raising production capacity to 120,000. The Telluride wasn’t in danger of getting stale, but Kia has taken meaningful measures to keep its competition in the rearview mirror.SpecificationsSpecifications
2023 Kia Telluride X-LineVehicle Type: front-engine, all-wheel-drive, 7-passenger, 4-door wagon
PRICE
Base/As Tested: $46,820/$53,615Options: SX-Prestige package (12.3-in digital gauge cluster, nappa leather seats, heated and ventilated second-row seats, Harman Kardon 10-speaker stereo, Highway Driving Assist 2.0, head-up display, digital rear-view mirror), $6300; Glacial White Pearl paint, $495
ENGINE
DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 231 in3, 3778 cm3Power: 291 hp @ 6000 rpmTorque: 262 lb-ft @ 5200 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.4-in vented disc/12.0-in disc Tires: Michelin Primacy LTX245/50R-20 102V M+S
DIMENSIONS
Wheelbase: 114.2 inLength: 196.9 inWidth: 78.3 inHeight: 70.5 inPassenger Volume: 151 ft3Cargo Volume: 21 ft3Curb Weight: 4469 lb
C/D TEST RESULTS
60 mph: 6.8 sec1/4-Mile: 15.1 sec @ 94 mph100 mph: 17.2 sec130 mph: 38.3 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 7.3 secTop Gear, 30–50 mph: 3.6 secTop Gear, 50–70 mph: 4.6 secTop Speed (C/D est): 132 mphBraking, 70–0 mph: 175 ftRoadholding, 300-ft Skidpad: 0.80 g
C/D FUEL ECONOMY
Observed: 19 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 21/18/24 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