Car Reviews

From the November 2022 issue of Car and Driver.Wealth and power.For decades, that’s what big luxury sedans have represented. They’ve been the flagships of upmarket brands, making journeys supremely comfortable while conferring a special status upon owners. Hotel parking-lot valets leave them out front. Movie and TV directors use them as props to signal prestige (think Succession). There are twice as many large luxury SUVs on the market today as large luxury sedans, but when a big, black, expensive sedan pulls up, it still gets attention. Several brands continue to build these cruise ships, so it seems like the right time to take the pulse of the luxe-sedan segment by pitting two important upscale nameplates against the standard-bearer.The Mercedes-Benz S-class has long been the luxury car others are judged by. An S500 4Matic was the natural choice as this test’s benchmark. It’s the six-cylinder standard model—we’d never call it base—whose specifications best line up with our two challengers, the Lexus LS500 and the all-new Genesis G90, both also six-cylinder powered. Yes, there’s an S580 V-8 über-model, but it’s even more expensive, and the S500 already had the highest base price of our trio at $112,150.As you would expect, the S500 comes well equipped for the cruise-ship mission with a 429-hp supercharged and turbocharged 3.0-liter inline-six with hybrid assist, all-wheel drive, air springs, adaptive dampers, every driver assist imaginable, and massaging front seats. Several interior options spruced up our test car. These included special Sienna brown-and-black nappa-leather upholstery ($2290), piano-black interior trim with embedded metal pinstripes ($1300), and multicolor ambient lighting ($790). Mechanical enhancements encompassed 21-inch AMG wheels shod in Pirelli P Zero PZ4 summer tires ($1750) and rear-wheel steering ($1300). An AMG Line package ($4300) dressed up the exterior with more aggressive front and rear fascias and side skirts. Our car was also equipped with the 3-D instrument cluster ($3000). The extras brought the sticker to $127,130—by far the priciest in the test. At the other end of the price spectrum is the Lexus LS500 AWD, which starts at $80,500. Don’t be fooled by its fire-sale base price; while it includes luxury basics such as a 416-hp twin-turbo V-6 and all-wheel drive and has a reasonable list of amenities, it required almost $30,000 worth of options to match the equipment levels of the S500 and G90. Among the most expensive additions was the Executive package, with semi-aniline leather trim, massaging front seats, and power-reclining and massaging rear seats ($17,380). The LS also had air springs ($1400), a Mark Levinson audio setup ($1940), premium wood interior trim ($800), and the Lexus Safety System ($3200), which includes a bevy of additional driver assists. Options brought the as-tested price to $110,030. By contrast, a Genesis G90 e-Supercharger AWD like our test car is the automotive equivalent of an all-inclusive resort vacation. The G90’s $99,795 base price accounts for virtually everything the S500 and the LS500 had—and in some cases more. The G90 has a 409-hp V-6, massaging front and rear seats, and a full selection of safety tech. Our mount arrived with but one option: Matte Gray paint ($1500). More Luxury Car ReviewsYes, the absence of a couple of other luxury cars is conspicuous. BMW didn’t yet have the just-introduced new 7-series stateside, and Audi couldn’t conjure up an A8, the current version of which is in its final model year. Nevertheless, the three vehicles we got gave us plenty to ponder.What do you do with cruise ships? Do you really need to ask? We took them on a two-day, 500-mile lake-to-shining-lake luxe-life cruise. We started with a few laps on our favorite local back roads to assess their handling, then headed east to ritzy Grosse Pointe, located on Lake St. Clair, which separates Lake Huron from Lake Erie (and the United States from Canada). The area has been home to numerous auto-industry moguls since the early 20th century. We paused for sunset photos at a mansion that once belonged to Russell A. Alger Jr., an investor who helped found the Packard Motor Car Company. It’s now the Grosse Pointe War Memorial and a community center. From there we sailed west on interstates and two-lanes until we reached Lake Michigan and the picturesque resort town of South Haven. Upon arrival, we had our finish order of fabulousness.3rd Place: Lexus LS500When Lexus introduced the original LS400 back in 1989, it was good enough to send shock waves through luxury carmakers’ engineering departments. Over time, its luster faded, and it now sells in small numbers. The current model won’t change that. Highs: Plush front chairs, rich cabin materials, serene highway cruiser.Lows: Clashing interior design themes, convoluted rear-seat controls, looks too much like a Toyota Avalon.Verdict: The LS500 goes for radical in a conservative segment, and it doesn’t work.The LS500 unfortunately lacks the visual gravitas that signals prestige. At first glance, it’s easy to mistake it for a commonplace Lexus ES—or a Toyota Avalon. In fact, someone on our test team mistakenly kept calling it “the Toyota.” Not a good sign.Inside are expensive materials, plush seats, and a goodly number of worthwhile features. But the interior is unharmonious and busy bordering on jarring, with a mess of clashing design themes. The metal trim on the dash and doors looks designed for two different models. Many lesser cars have better-executed instrument clusters; the LS500’s lurks in a tight pocket sunk deep into the dash. That’s too bad because the LS is otherwise pleasant. It rides softly and handles capably. Its twin-turbo V-6 engine hums quietly. Its 10-speed automatic behaves well. We enjoyed the cosseting softness of the driver’s seat and its comforting massage function. The audio system offers convenient knobs for volume and tuning. The massaging, reclining rear seats are a nice feature, but their touchscreen controls are so convoluted, they’re almost unusable. The awkward shifter, seemingly borrowed from a Toyota Prius, was annoying as well. In this expensive neighborhood, everything counts. The LS500 misses on too many big things. 2nd Place: Genesis G90This newly introduced second-gen G90 is a revelation. The Genesis has presence; it looks big and expensive but not derivative. The ambience inside is warm and inviting. The interior design is modern but appropriately restrained; the clunky steering wheel is the only off note. Electric motors open the doors and pull them closed with the push of a button. You know another car that does that? A Rolls-Royce Phantom. The infotainment system is straightforward and good-looking. It even offers a “mood curator” that combines massage, sounds, fragrance, and ambient lighting in four modes: Vitality, Delight, Care, and Comfort. We liked it. Highs: Looks the part, beautiful interior, spectacular value.Lows: Least comfy rear seats, clunky-chunky steering-wheel design.Verdict: Presence that says you’ve arrived and rich appointments that make you feel like it too.The G90 goes down the road like a cruise ship should—at 70 mph, it whispers along at 64 decibels inside the cabin, the quietest of the group. The suspension absorbs bad pavement with supple, well-damped movements, and the responses of the steering, brakes, and accelerator are progressive and refined. The 409-hp supercharged and twin-turbo 3.5-liter V-6 pulls well and is nearly silent around town. It emits a distant rasp only near the top of the rev band.The G90’s one shortcoming is its reclining, massaging, heated, and ventilated rear seats. They need reshaping to be as comfy as the rear perch in the Benz. In the end, the Mercedes—with better performance, fuel economy, and driver engagement—outpointed the G90. But given its spectacular value and virtually equal luxuriousness, this Genesis earns our full-throated endorsement. In our hearts the result was a very close second—a moral victory if not an actual one. 1st Place: Mercedes-Benz S500 4MaticMercedes has been building cars like this for a long time, and it shows. The S500 won because it gets the fundamentals right. That starts, unpredictably, with mass—the S500 weighs several hundred pounds less than either the G90 or the LS500. This S-class’s inline-six purrs like it’s made of money—it had the most silken engine note of the group—and zips the big sedan to 60 mph in just 4.6 seconds, the quickest in this test. The powertrain also delivers the best fuel economy. This was the only car of the three shod with summer tires, which helped give it the most cornering grip and shortest braking distance. In the Comfort drive mode, the Mercedes wafts along with a pillowy ride, but switch into Sport+, and it surprisingly behaves enough like a sports sedan to encourage your inner Lewis Hamilton.Highs: Velvet-gloved powertrain refinement, opulent interior, wide ride-and-handling bandwidth.Lows: Stingy on features for the price, that infotainment interface, steering-wheel controls require a surgeon’s hands.Verdict: The class benchmark delivers the best-executed luxury-car fundamentals.The S500 nails the luxury fundamentals too. Its paint is gorgeous. Its interior furnishings are opulent, its cabin detailing elegant. It has the most comfortable rear-passenger compartment thanks to immense legroom and perfectly shaped seat cushions. The tablet infotainment screen’s graphics are artful. There are things about the S500 that should be better, though, considering the premium Mercedes charges for it. Our test car lacked not only reclining and massaging rear seats, but rear-seat HVAC controls, which both the Lexus and the Genesis offered. As we’ve said before, the company’s MBUX infotainment system is overly complicated, and the haptic steering-wheel controls that operate its functions are fussy. The instrument cluster’s 3-D feature left us asking “Why?”Still, the S500 is great at the things you buy a luxury car for. It effortlessly eases down the road, encapsulating you in comfort. In all the ways that count, the S500 makes you feel rich. And isn’t that the point of the luxe life?Car and DriverSpecificationsSpecifications
2023 Genesis G90 3.5T e-SC AWDVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $99,795/$101,295Options: Matte Gray paint, $1500
ENGINEtwin-turbocharged, supercharged, and intercooled DOHC 24-valve V-6, aluminum block and heads, direct and port fuel injectionDisplacement: 212 in3, 3470 cm3Power: 409 hp @ 5800 rpmTorque: 405 lb-ft @ 1300 rpm
TRANSMISSION8-speed automatic
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 14.2-in vented disc/14.2-in vented discTires: Michelin Primacy Tour A/SF: 245/40R-21 100V M+S GOER: 275/35R-21 103V M+S GOE
DIMENSIONS
Wheelbase: 125.2 inLength: 207.7 inWidth: 76.0 inHeight: 58.7 inPassenger Volume: 105 ft3Trunk Volume: 11 ft3Curb Weight: 5156 lb
C/D TEST RESULTS60 mph: 5.1 sec100 mph: 12.7 sec1/4-Mile: 13.7 sec @ 104 mph130 mph: 21.9 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.1 secTop Gear, 30–50 mph: 3.5 secTop Gear, 50–70 mph: 4.2 secTop Speed (gov ltd): 132 mphBraking, 70–0 mph: 184 ftBraking, 100–0 mph: 365 ftRoadholding, 300-ft Skidpad: 0.84 g 
C/D FUEL ECONOMY
Observed: 22 mpg75-mph Highway Driving: 29 mpg75-mph Highway Range: 550 mi 
EPA FUEL ECONOMY
Combined/City/Highway: 20/17/24 mpg
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2022 Lexus LS500 AWDVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $80,500/$110,030Options: Executive package (semi-aniline leather trim, massaging front seats, and power-reclining and massaging rear seats, suede headliner, four-zone climate control), $17,380; Lexus Safety System (pre-collision with pedestrian alert, intersection turning assist, front cross-traffic alert, lane-change assist, active cruise control, lane assist, road-sign assist, active high-beam headlamps, lane-departure alert), $3200; Mark Levinson stereo, $1940; adaptive air suspension, $1400; head-up display, $1200; 20-inch 10-spoke wheels, $880; premium wood interior trim, $800; illuminated door sills, $450; wood and leather heated steering wheel, $410; carpeted trunk mat, $120
ENGINEtwin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, port and direct fuel injectionDisplacement: 210 in3, 3445 cm3Power: 416 hp @ 6000 rpmTorque: 442 lb-ft @ 1600 rpm
TRANSMISSION10-speed automatic
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 14.0-in vented disc/13.1-in vented discTires: Bridgestone Turanza EL450 RFTSize: 245/45R-20 99V M+S
DIMENSIONS
Wheelbase: 123.0 inLength: 206.1 inWidth: 74.8 inHeight: 57.5 inPassenger Volume: 99 ft3Trunk Volume: 17 ft3Curb Weight: 5129 lb
C/D TEST RESULTS60 mph: 5.4 sec100 mph: 12.8 sec1/4-Mile: 13.7 sec @ 104 mph130 mph: 22.3 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.2 secTop Gear, 30–50 mph: 3.4 secTop Gear, 50–70 mph: 4.1 secTop Speed (gov ltd): 140 mphBraking, 70–0 mph: 185 ftBraking, 100–0 mph: 371 ftRoadholding, 300-ft Skidpad: 0.83 g 
C/D FUEL ECONOMY
Observed: 22 mpg75-mph Highway Driving: 29 mpg75-mph Highway Range: 620 mi 
EPA FUEL ECONOMY
Combined/City/Highway: 21/17/27 mpg
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2022 Mercedes-Benz S500 4MaticVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $112,150/$127,130Options: AMG line (AMG wheels and sport front and rear bumpers and side skirts, stainless-steel sport pedals, AMG floor mats) $4300; 3-D technology package (augmented-reality head-up display, 3-D instrument cluster), $3000; Sienna brown-and-black nappa-leather interior trim, $2290; 21-inch AMG multispoke wheels with summer tires, $1750; piano-black interior trim with embedded metal pinstripes, $1300; rear-axle steering, $1300; active ambient lighting, $790; heated steering wheel, $250
ENGINEturbocharged, supercharged, and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2999 cm3Power: 429 hp @ 6100 rpmTorque: 384 lb-ft @ 1800 rpm
TRANSMISSION9-speed automatic
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 14.5-in vented, cross-drilled disc/14.1-in vented, cross-drilled discTires: Pirelli P Zero PZ4F: 255/35R-21 95Y MO-SR: 285/30R-21 100Y MO-S
DIMENSIONS
Wheelbase: 126.6 inLength: 208.2 inWidth: 76.9 inHeight: 59.2 inPassenger Volume: 120 ft3Trunk Volume: 13 ft3Curb Weight: 4786 lb
C/D TEST RESULTS60 mph: 4.6 sec100 mph: 11.5 sec1/4-Mile: 13.1 sec @ 107 mphResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.3 secTop Gear, 30–50 mph: 3.0 secTop Gear, 50–70 mph: 3.9 secTop Speed (gov ltd): 127 mphBraking, 70–0 mph: 158 ftBraking, 100–0 mph: 324 ftRoadholding, 300-ft Skidpad: 0.91 g 
C/D FUEL ECONOMY
Observed: 26 mpg75-mph Highway Driving: 31 mpg75-mph Highway Range: 680 mi 
EPA FUEL ECONOMY
Combined/City/Highway: 24/21/30 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

From the November 2022 issue of Car and Driver.The definition of a status symbol for over 40 years, the Mercedes-Benz SL lost its ability to directly withdraw from the bank accounts of the wealthy in its last generation. That SL drove and performed better than any other, but after decades of elegance, the design—a nose-heavy, squared-off look—had buyers spending elsewhere.Enter the new SL, a smooth and shapely convertible that ditches the retractable hardtop for a fabric roof. No longer a two-seater, the new SL adds a pair of small rear seats, which might not be useful for hauling humans but will hold a couple of roller bags. You’ll need to store them there since the eight-cubic-foot trunk only holds one. Highs: V-8 rumble, aggressive handling, supple ride.This reinvention of the SL makes it slightly more practical, but Mercedes keeps the pendulum from swinging too far toward sensible. Two versions, both AMGs, are available. The SL63 we tested uses the same twin-turbo 4.0-liter V-8 as the less dear SL55 but raises horsepower from 469 to 577. It rips off runs to 60 mph in 3.0 seconds and turns traffic to a blur as soon as you roll into the accelerator. Just be sure to keep the nine-speed automatic in a mode angrier than Eco. To save fuel in that mode, frugal gearbox programming finds the highest gear possible and is reluctant to downshift. The Moderate mode struck a much more satisfying balance.A high beltline and cowl put you and the passenger deep in the SL’s bathtub. Sitting low doesn’t aid outward vision, but it does keep you far from the airstream when the top is down. Leather wraps most surfaces, and contrasting stitching is a nice touch, although the seams on the door didn’t even remotely align with those on the instrument panel. Like any convertible, the SL63 lives its best life with the top down. The V-8 spits a fiery and gutsy tune, and the scents roll in. Jasmine. Magnolias. Plumeria. Street tacos. On scarred Midwestern streets, the SL63’s ride is gentle, despite the large wheels and teensy sidewalls. Judging by the structure, you’d never guess this is a convertible. The windshield and steering never issued a shake or quiver. Turn the steering wheel hard, and the SL63 cuts into corners with the deftness of the smaller AMG GT. Lean into the nose and it sticks hard; keep pushing and the rear tires begin to lose grip before the fronts let go. It’s a daring handling balance, even for a sports car. Lows: Hard to see out of, some misaligned interior bits, tiny trunk.Speaking of sports cars, the Porsche 911 Carrera GTS Cabriolet is the obvious competitor here. The SL is quieter, rides better, and comes with a V-8 backing track. The 911 is quicker, offers a manual, and is a livelier machine. There’s definitely a place in our hearts for the SL63. If only the bank account had the space.Marc Urbano|Car and DriverSpecificationsSpecifications
2022 Mercedes-AMG SL63Vehicle Type: front-engine, all-wheel-drive, 2+2-passenger, 2-door convertible
PRICE
Base/As Tested: $180,450/$204,885Options: Exterior Carbon Fiber package, $5300; Burmester 3-D surround-sound stereo, $4500; AMG cross-spoke black wheels, $3300; Monza Grey Magno paint, $3250; AMG Aerodynamics package, $2850; Driver Assistance package with active safety equipment (distance assist, steering assist, lane-change assist, emergency-stop assist, speed-limit assist, brake assist with cross-traffic function, evasive steering assist, lane-keeping assist, blind-spot monitoring, route-based speed adaptation), $1950; Performance trim line (front-axle lift system, surround-view camera, active LED headlights, head-up display), $1800; AMG Night package, $1300; microfiber headliner, $1600
ENGINEtwin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 243 in3, 3982 cm3Power: 577 hp @ 6500 rpmTorque: 590 lb-ft @ 2500 rpm
TRANSMISSION
9-speed automatic
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 15.4-inch vented, cross-drilled disc; 14.2-inch vented, cross-drilled discTires: Michelin Pilot Sport 4SF: 275/35ZR21 (103Y) M01AR: 305/30ZR21 (104Y) M02A
DIMENSIONS
Wheelbase: 106.3 inLength: 185.2 inWidth: 75.4 inHeight: 53.5 inCurb Weight: 4305 lb
C/D TEST RESULTS
60 mph: 3.0 sec100 mph: 7.1 sec1/4-Mile: 11.2 sec @ 125 mph130 mph: 12.2 sec150 mph: 17.5 sec170 mph: 25.6 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.9 secTop Gear, 30–50 mph: 2.6 secTop Gear, 50–70 mph: 2.9 secTop Speed (mfr’s claim): 196 mphBraking, 70–0 mph: 150 ftBraking, 100–0 mph: 297 ftRoadholding, 300-ft Skidpad: 1.04 g
C/D FUEL ECONOMY
Observed: 18 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 16/14/21 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

Each month we receive letters chastising us for our wanton glorification of impractical, expensive, ridiculously overpowered, and inefficient vehicles. Where are the real cars, you say? Well, here’s one for you: the 2023 Toyota Corolla Hybrid SE AWD. It costs $27,610, gets an EPA-estimated 44 mpg combined, and will probably still be running when the sun is but a cold gray orb in darkest space. It’s also slow, hitting 60 mph in 9.0 seconds—except when its hybrid battery is depleted, in which case we’re talking more like 10.2 seconds. The Corolla Hybrid’s pleasures are cerebral rather than visceral. It’s like the opposite of a Ram TRX. Please keep reading.While this review concerns the all-wheel-drive Corolla Hybrid, which is new, we should also mention that the front-drive Corolla Hybrid is back and positioned to appeal to those miserly types who find an all-wheel-drive Corolla just too indulgent. In LE trim, the 2023 front-drive hybrid, at $23,810, is priced $1250 lower than the 2022 model and earns a 50-mpg EPA combined rating. The all-wheel-drive LE, by comparison, costs $25,210 and gets a 48-mpg EPA combined rating. Despite its extra motor on the rear axle, the all-wheel-drive hybrid is no more powerful than the front-drive car. Both are rated at 134 net horsepower and 156 lb-ft of torque. That’s up from last year’s 121 horsepower and 105 lb-ft, but a RAV4 Prime this is not. Still, the last Corolla Hybrid we tested was considerably slower, at 10.7 seconds to 60 mph.Related StoriesOur SE all-wheel-drive test car earns the lowest EPA-rated combined fuel economy of any Corolla Hybrid, notching a still impressive 44 mpg. And on our 75-mph fuel-economy loop, the Corolla returned 40 mpg, very close to its EPA highway figure of 41 mpg. But in real-world driving, we tended to be more aggressive with the throttle, as it’s difficult to practice restraint when, for instance, a trip from 50 to 70 mph requires 6.4 seconds of Atkinson-cycle four-cylinder fury. The 2ZR-FXE 1.8-liter four tries its best to stay in the background, but accelerating at any rate higher than tepid requires rpm to meet CVT for an unholy battle in which there are no winners. The Corolla Hybrid begrudgingly dispatches the quarter-mile in 16.9 seconds at 80 mph. Highs: All-weather traction, 44 mpg combined, keen price.Much better, then, to take it easy and allow the Corolla to lean on its electric side as much as possible. The lithium-ion battery stashed under the rear seat is new, replacing the previous nickel-metal hydride unit, although it still doesn’t allow for much EV range. But the three electric motors (93 horsepower and one with unspecified output in front, 40 horsepower rear) are muscular enough to keep the Corolla Hybrid moving at highway speeds if the battery has sufficient charge. Climbing the long grade up to the Natchez Trace Parkway outside Nashville, Tennessee, required all hands on deck from both sides of the powertrain, but the drive back down was silent and serene as regenerative braking refilled the depleted battery. A Corolla Hybrid driver would, we hope, derive satisfaction from banking energy on the way down the hill instead of just warming up the brake rotors (everyone has a different definition of thrills).Besides the upgraded powertrain, Toyota bestowed a few other tweaks upon the 2023 Corolla. A revised front end features headlights that evoke an evil jack-o’-lantern instead of a Volkswagen GTI, and all grades get an 8.0-inch Toyota Audio Multimedia system that includes wireless Apple CarPlay and Android Auto. Like in other contemporary Toyotas, the stereo’s interface offers a knob for volume but not one for tuning. If the touchscreen frustrates that endeavor, you can always bellow “Hey, Toyota!” and summon the voice-activated assistant to do your bidding. As the cool kid of the Corolla Hybrid lineup, the SE model offers the $600 option to belt out the tunes with a nine-speaker, 800-watt JBL system that uses a 10-inch subwoofer. Lows: Adding a rear motor doesn’t increase net horsepower, acceleration depends on battery state of charge, SE trim costs 4 mpg. The SE also wears 18-inch wheels with 225/40R-18 Dunlop SP Sport 5000 tires, which probably explains why its fuel-economy rating is lower than that of the LE, with its modest 16-inch wheels and tires. The SE’s low-profile rubber looks sporty, but doesn’t really justify its beefed-up sport seats with their prominent bolsters—we measured 0.80 g on the skidpad. A nonhybrid 2020 Corolla XSE sedan returned 0.82 g, so if you want more than that, you’ll need a Corolla of the GR variety.Speaking of which, the Corolla lineup is now genuinely bewildering, with a sedan and a hatchback, hybrid and conventional powertrains, front drive or all-wheel drive, and LE, SE, XLE, and XSE trims. Then there’s the GR, the SE Hybrid Infrared Edition, and probably some regional niche models yet to come (Ray Bourque Is a National Treasure Boston Edition, D.B. Cooper Northwest Value Pack). So allow us to make a suggestion for you all-wheel-drive Corolla Hybrid intenders: Go for the base LE rather than our $28,615 SE.The tarted-up SE is pretty, but the LE is honest: 16-inch steel wheels and just enough frills to satisfy. Winter isn’t quite here, but we can already picture the Corolla Hybrid with the wheel wells caked in slush, cruising past a gas station because it doesn’t need to stop. You’ll be reminded of the gloriously low cost per mile every time you turn the metal key in the not-push-button ignition. Hey, if you’re going pragmatic, go all the way. SpecificationsSpecifications
2023 Toyota Corolla Hybrid SE AWDVehicle Type: front-engine, front- and rear-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $27,610/$28,615Options: JBL audio, $600; Ruby Flare Pearl paint, $425
POWERTRAIN
DOHC 16-valve 1.8-liter Atkinson-cycle inline-4, 134 hp, 156 lb-ft + 3 AC motors, 93, 40, and unspecified hp (combined output: 134 hp; lithium-ion battery pack)Transmission: continuously variable automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 10.8-in vented disc/10.2-in discTires: Dunlop SP Sport 5000225/40R-18 88V M+S
DIMENSIONS
Wheelbase: 106.3 inLength: 182.3 inWidth: 70.1 inHeight: 56.5 inPassenger Volume: 89 ft3Trunk Volume: 13 ft3Curb Weight: 3218 lb
C/D TEST RESULTS
60 mph: 9.0 sec1/4-Mile: 16.9 sec @ 80 mph100 mph: 38.7 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 9.7 secTop Gear, 30–50 mph: 4.3 secTop Gear, 50–70 mph: 6.4 secTop Speed (gov ltd): 107 mphBraking, 70–0 mph: 181 ftRoadholding, 300-ft Skidpad: 0.80 g
C/D FUEL ECONOMY
75-mph Highway Driving: 40 mpg75-mph Highway Range: 450 mi
EPA FUEL ECONOMY
Combined/City/Highway: 44/47/41 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 came away mighty impressed with the new sixth-generation 2023 Honda CR-V after sampling an EX-L some weeks back. But that review used the word “incremental,” because while the vehicle’s interior space and driving environment had unquestionably improved, no new ground was obviously broken. The output and fuel efficiency of the powertrain—a turbocharged 1.5-liter inline-four engine and continuously variable automatic transmission—hadn’t budged.That characterization absolutely does not apply to the new hybridized CR-V, which features a comprehensively reworked hybrid powertrain and a whole new attitude that starts with the fact that it’s not positioned as a stand-alone hybrid model. If you want your 2023 CR-V to be a hybrid—and you do—look for the Sport or Sport Touring badge. Besides superior fuel economy, these two models deliver the sportiest and smoothest driving of the lot, with the Sport Touring being the most well-appointed in the entire lineup. The Sport duo can also be identified on dealer lots by their black touches, including grille and grille bar, roof rails, alloy wheels, and mirror housings. The qualitative difference is apparent even after shutting the door and driving a few hundred feet. The hybrid gives off a sense of structural rigidity and outright calm you don’t expect, as if it’s a much more expensive machine. Like all 2023 CR-Vs, the hybrid models benefit from a stiffer body shell, made so via the addition of structural adhesive alongside the usual spot welds. The front and rear subframes are beefier, and there’s more sound insulation in the cowl, in the firewall, and behind the instrument panel. But the hybrid takes things further, with a stronger B-pillar-to-floor joint, thicker front side windows (noise insulated on the Sport Touring), and an insulated windshield. More on the CR-VOn top of that, the Sport Touring’s suspension sucked up rough roads almost as if they had been freshly repaved, with little shake or boom transmitted into the cabin. The steering managed the trick of delivering good on-center feel and deft response while feeling neither too light nor too tight, and the hybrid’s sportier suspension tune and thicker stabilizer bars delivered confidence-inspiring response and a C/D-measured 0.85 g’s worth of stick on fairly pedestrian all-season rubber. But the overriding impression is one of substance, a feeling that the CR-V hybrid is punching above its weight, even on some twisty back roads with damaged pavement. HIGHS: Well-tuned chassis feels substantial, less whiny and vibratory than turbo-CVT trims, fuel-economy boost pays for itself within typical ownership period.The effect of all of that is magnified by the absence of a continuously variable automatic transmission. The hybrid is instead powered (most of the time) by a 181-hp AC synchronous electric motor. This is no pure EV, though, because its battery, a tiny 1.1-kWh lithium-ion unit, is made for temporary storage, not distance. (Ironically, the battery eats into storage, raising the cargo floor flush with the sill and trimming load capacity from 39 to 36 cubic feet.) When we stomped on the loud pedal during our acceleration runs or climbed a grade, the 145-hp 2.0-liter Atkinson-cycle engine’s main duty was that of stationary real-time generator in partnership with a second 161-hp electric machine that’s thoroughly ignored in the spec panel below because, well, it’s just a generator—and also the starter motor.When you accelerate hard from a dead stop, you’ll hear several engine rpm sweeps that sound like shifts, but the process lacks hiccups in acceleration or any sense of shift shock. That’s because in that scenario, the engine is just a series-hybrid generator, and the rpm sweeps are there for show, a deliberate programmatic dance that provides the necessary power while avoiding the CVT-like drone we all loathe. Meanwhile, the electric motor is pulling steadily all the way through, hence the utter lack of head bobbing at each simu-upshift. Despite that our test car was a 3914-pound all-wheel-drive model, its 7.9-second 60-mph run was quicker than that of a 302-pound-lighter front-drive EX-L we timed at 8.3 seconds. The hybrid pipped the EX-L at the quarter as well, 16.3 seconds to 16.4, but the fact that its trap speed of 85 mph was bested by the turbo’s 88-mph showing indicates that the hybrid setup is not made with prolonged high-velocity acceleration in mind. After all, the 145-hp, 138-lb-ft engine can shovel only so much coal in the direction of the 181-hp, 247-lb-ft electric motor.But the engine isn’t just a generator, and substantial changes made this year have given it more time to shine. For the first time, they also allow the hybrid a tow rating—just 1000 pounds, but it’s something. This is thanks to the internal-combustion engine, electric motor, and generator no longer sharing a common axis. They’ve been moved off-axis from one another, allowing the engine to be clutched into the mix to directly drive the wheels in two ratios, not just one, as was the case last year. Add a third ratio for electric-motor drive, and you have what amounts to a three-speed automatic like you’ve never seen.Michael Simari|Car and DriverThe main scenario in which the engine comes online is steady-state cruising, when the Atkinson-cycle engine’s efficiency as a direct-propulsion unit is better than if it were relegated to generator duties. Low-gear lockups can occur between 12 and 50 mph, while high gear may engage between 50 and 68 mph. During freeway cruising, the engine is probably doing the work on its own, with rpm only gently rising or falling in relation to speed. But if the grade tips up or you need extra oomph, the electric motor can and will join in. This year’s maximum combined output is 204 horsepower, an improvement over the last model’s 201 horsepower. (It was reported as 212 horsepower at launch, but changing to an ISO horsepower rating from an SAE methodology drops it to 201.) LOWS: Slightly shrunken cargo area lacks underfloor storage, pity there’s no plug-in-hybrid version, 91 octane recommended (but thankfully not required).At the pump, the extra performance, the newfound ability to tow, and a bit of year-over-year weight gain have taken the slightest bit of shine off the fuel-economy ratings. Our all-wheel-drive test sample is rated at 37 mpg combined (40 city and 34 highway), and it earned 31 mpg on our 75-mph highway fuel-economy test. Last year’s model was good for 38 mpg combined (40 city and 35 highway), and our 2021 long-term sample earned 29 and 31 mpg in two tries at the same test.There was never a front-drive CR-V hybrid before, but now there is in the CR-V Sport. It’s rated at a compelling 40 mpg combined (43 city and 36 highway). This is possible because the rear-drive system, unlike some Toyota hybrids we can name, employs a rear driveshaft off the transmission in lieu of a rear-mounted electric motor. Making a front-drive version is as easy as leaving the rear-drive mechanicals on the shelf. Likewise, changing the torque distribution from 60/40 to 50/50, as in this new model, is a straightforward mechanical-engineering problem for Team Honda.In pure dollar terms, the new hybrids make a ton of sense. The Sport is akin to a hybrid version of the EX, and we figure that the $1340 price difference will pay itself back in less than three years, depending on annual mileage and local fuel cost. But that misses a few points: You also get crisper handling, more power, improved drivability, and better noise, vibration, and harshness, not to mention a couple more rear USB-C ports and a leather-wrapped steering wheel and shifter. In the case of the Sport Touring versus the EX-L, the price difference is $3340, but here we also must consider the Touring’s 19-inch wheels, 12-speaker Bose stereo, heated steering wheel, rain-sensing wipers, hands-free power tailgate, and other goodies. At the priciest extreme, you won’t crack the $40K barrier unless you spring for a premium color. Our test sample’s base and as-tested prices are equal at $39,845.All of the above makes the Sport and Sport Touring CR-V hybrids pretty compelling, and that’s on top of the improved interior, pleasing cockpit, approachable infotainment, and other “incremental” improvements lavished on the 2023 Honda CR-V in general. From the hybrid point of view, it all feels more substantial. Increstantial, anyone? How about subcremental? You pick. Both work for us.SpecificationsSpecifications
2023 Honda CR-V Hybrid Sport TouringVehicle Type: front-engine, front-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $39,845/$39,845Options: none
POWERTRAIN
DOHC 16-valve 2.0-liter Atkinson-cycle inline-4, 145 hp, 138 lb-ft + AC motor, 181 hp, 247 lb-ft (combined output: 204 hp, 247 lb-ft; 1.1-kWh lithium-ion battery pack)Transmission: direct-drive
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.3-in vented disc/12.2-in discTires: Continental CrossContact LX Sport235/55R-19 101H M+S
DIMENSIONS
Wheelbase: 106.3 inLength: 184.8 inWidth: 73.5 inHeight: 66.5 inPassenger Volume: 104 ft3Cargo Volume: 36 ft3Curb Weight: 3914 lb
C/D TEST RESULTS
60 mph: 7.9 sec1/4-Mile: 16.3 sec @ 85 mph100 mph: 24.7 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 8.0 secTop Gear, 30–50 mph: 3.6 secTop Gear, 50–70 mph: 5.2 secTop Speed (gov): 111 mphBraking, 70–0 mph: 171 ftRoadholding, 300-ft Skidpad: 0.85 g
C/D FUEL ECONOMY
Observed: 30 mpg75-mph Highway Driving: 31 mpg75-mph Highway Range: 430 mi
EPA FUEL ECONOMY
Combined/City/Highway: 37/40/34 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

Arms races inevitably lead to the creation of overpowered weapons systems. That principle also applies to high-performance SUVs, such as the Lamborghini Urus Performante. Lamborghini began work on it well ahead of the introduction of the Aston Martin DBX 707 and the announcement of the upcoming Ferrari Purosangue, so the Performante technically isn’t a response to either. But the turned-up Urus is aimed at the same crowd: cash-flush buyers who aren’t satisfied with merely fast and want to skip straight to fastest. While the Performante has only a slight edge over the regular Urus in power output and acceleration, Lamborghini says that around a typical racetrack, this hulking SUV is now quicker than the original Huracán LP610-4 was just eight years ago.Granted, there are some provisos to that claim. Lambo’s chief technical officer, Rouven Mohr, credits much of the Performante’s improved performance to improvements in tire technology—buyers will be able to option this super-ute with ultra-sticky Pirelli P Zero Trofeo R rubber. What’s more telling: Rohr says that when the Performante and the standard Urus are using the same tires, the new version is three seconds faster on the demanding 3.9-mile handling track at Porsche’s Nardò proving ground.More on the Lamborghini UrusWe’ll admit that a track-biased SUV might sound as ridiculous as a supercar that has been adapted for off-road use (which Lamborghini will also offer, with the announced Huracán Sterrato). But that seems to be the yardstick by which the makers of these super-SUVs assess themselves and their rivals. A prototype version of the Performante already has set an SUV speed record on the Pikes Peak International Hill Climb course, with a time of 10 minutes and 32 seconds, lopping 18 seconds off the previous benchmark from a Bentley Bentayga. So, this is a thing. Having driven the Performante on the Vallelunga circuit near Rome, we can also confirm that it is an absolute monster on a road course.Mechanical improvements over the regular Urus are more about responses than straight-line speed. The twin-turbo 4.0-liter V-8 here produces 657 horsepower, a 16-hp increase, while the torque peak of 627 lb-ft remains unchanged. The engine now exhales through an even raspier sport exhaust, and throttle mapping has been sharpened in all drive modes.The Performante also gets a new Torsen center differential, which can send more torque to the rear axle, where an active rear differential apportions it side to side. It sits 0.8 inch closer to the ground and ditches the air springs for steel coils, which lose the ability to vary ride height but sharpen handling. As on the standard Urus, adaptive dampers, an active anti-roll system, and rear-wheel steering are on hand, although with more aggressive software-defined parameters. The eight-speed automatic gearbox has also been tweaked to reduce shift times.Like its Huracán Performante namesake, the new Urus variant has shed weight. A carbon-fiber hood, lighter wheels, and a titanium exhaust are part of a package of revisions that have reduced mass by a claimed 104 pounds. Given that the last Urus we tested weighed 5314 pounds, the Performante is still no lightweight. Aerodynamic changes courtesy of the revised front end and a new liftgate spoiler manage the twofer of reducing aerodynamic lift by up to 38 percent while lowering drag.The hugeness of the Performante’s off-the-line acceleration remains the most visceral part of the driving experience. There is something otherworldly about a vehicle so big that can go so fast, devouring gear ratios in a storm of sound and fury. More impressive is the Performante’s ability to corral its huge urge in the unlikely environment of a racetrack. The vast carbon-ceramic brakes—17.3-inch discs gripped by 10-piston calipers up front—are unchanged from the standard car, but cooling has improved. They scrub off speed without complaint even during multilap stints, radiating the heat of an opened pizza oven once the car returned to the pit lane. And the optional Trofeo R tires generated huge grip and delivered a level of handling precision amazing in something of this size.Steering feels crisper than in the regular Urus, and the Performante is keener to turn in. It fights understeer with rear-biased torque delivery, and the rear steering is evident in faster turns. The fundamental laws of physics have been bent rather than broken—even in the punchiest Strada mode, getting on the gas too early will have the front end edging wide. But with discipline and trust in the huge traction, the Performante felt much more agile than anything this size and shape has a right to. LamborghiniThe less aggressive Sport mode, which owners are more likely to choose on the street, provides a more playful character, with more freedom to influence cornering lines with throttle inputs. The only notable weakness on the track was the gearbox, which even under full manual control using the paddles still lacks the snap and speed of a dual-clutch transmission. Lamborghini also allowed us to experience the Performante’s new Rally mode, effectively an off-road drift setting, on a twisty gravel loop. While this was fun, especially in somebody else’s quarter-million-dollar SUV, we winced at the sound of stones flung against the carbon-fiber wheel-arch and sill protectors. Rally mode requires a substantial throttle input to start a slide, and the driver must keep the pedal stamped so the active systems can regulate the yaw angle. Backing off the accelerator—the natural first instinct—brings the traction control back into play and makes the car bog down.What was missing from our drive was the chance to take the Performante on the street. The ride is undoubtedly firmer than in the standard Urus, whose air springs are supple in the softest Strada mode. But Lamborghini is confident that buyers will be happy to sacrifice compliance for the higher-intensity experience. The company expects the Performante to make up more than half of Urus sales.Will anybody who buys one actually take it to a track or an impromptu dirt-road drift session? “Maybe not so many,” Lamborghini CEO Stephan Winkelmann admits when the question is asked, “but they will like the idea that they can.” And indeed, they can.SpecificationsSpecifications
2023 Lamborghini Urus PerformanteVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $264,671
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 244 in3, 3996 cm3Power: 657 hp @ 6000 rpmTorque: 627 lb-ft @ 2300 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 118.3 inLength: 202.2 inWidth: 79.8 inHeight: 63.7 inPassenger Volume: 105 ft3Cargo Volume: 22 ft3Curb Weight (C/D est): 5250 lb
PERFORMANCE (C/D EST)
60 mph: 2.8 sec100 mph: 7.0 sec1/4-Mile: 11.1 secTop Speed: 190 mph
EPA FUEL ECONOMY
Combined/City/Highway: 16/14/19 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

Last year, we compared the upstart Genesis G80 against one of the benchmark mid-size luxury sedans, the Mercedes-Benz E-class. Now there are electric versions of both, and it’s a very different contest between the new 2023 Mercedes-Benz EQE and the Genesis Electrified G80. While the E-class has been around for decades, Mercedes just recently launched its EQ electric subbrand, and the EQE is among the first models to reach the U.S. This time around, Mercedes is just about as new to this as Genesis is.The two companies have taken different approaches for their EVs. While the Electrified G80 is merely a standard G80 sedan with a battery pack and electric motors instead of a gasoline engine, the EQE is entirely distinct from the gasoline-powered E-class. It has an aerodynamically optimized body, purpose-built EV underpinnings, and a far more futuristic interior than both its gasoline stablemate and the G80. The Electrified G80 only comes one way, with a dual-motor powertrain that produces 365 horsepower and 516 pound-feet of torque. The EQE offers a broader lineup ranging from a single-motor, rear-wheel-drive base model up to a 617-hp AMG performance variant. For this test, we sampled the mid-level EQE350 4Matic, which has all-wheel drive courtesy of front and rear electric motors that combine to produce 288 horsepower and 564 pound-feet of torque.More Luxury EV StoriesAlthough the G80 is significantly larger than the standard E-class, the EQE is much closer in size to the Genesis owing to its longer wheelbase. As is becoming typical of today’s EVs, both pound the pavement with heavy curb weights. The Genesis tipped the scales at 5047 pounds, while the Mercedes is even porkier at 5488 pounds. Meanwhile, the two cars in our equivalent gasoline comparison both weighed in at around 4300 pounds.You might think that all this extra weight would hamper performance for this electric pair, and in many ways it does. But the Mercedes suffers more than the Genesis. It’s the slower of the two in every acceleration metric, getting to 60 mph in 5.2 seconds to the G80’s quick 4.1-second sprint. The Mercedes trails by more than a second in the quarter-mile too, and its responses to prods of the go pedal are far less immediate than the G80’s. Michael Simari|Car and DriverGenesis Electrified G80Highs: Strong performance, good real-world range, plush interior.Lows: Doesn’t boast about being an EV, not available in every state.Mercedes-Benz EQEHighs: Comfortable ride, quiet cabin, lots of technology features.Lows: Acceleration could be quicker, awkward styling, too many screens.On the road, the G80 is a far more tactile machine. The EQE’s steering is aloof, its brake pedal wooden (not that you’ll be using these cars’ brake pedals all that often, as both offer varying levels of regeneration that enable one-pedal driving in their highest settings). But the Genesis provides some feedback through its controls, making for a more engaging experience for the driver.This tactility carries over into the interior, where the G80 features numerous buttons, knurled knobs, and materials that are pleasant to the touch. We much prefer this approach to the Mercedes cabin, which is nearly devoid of physical controls altogether. Although our car wasn’t equipped with the massive hyperscreen option that takes over the dashboard, even the base setup has most of its controls contained within the 12.8-inch central touchscreen. The controls on the steering wheel are also touch-sensitive and frustrating to use.At least the EQE displayed the good build quality we expect of Mercedes. And its rear seat is airy and spacious. You sit higher in the Mercedes compared with the lower-slung Genesis, but both cars are comfortable for front and rear occupants alike.While the G80’s styling does not advertise its electrified nature, we much prefer its conventional proportions over the EQE’s blob-like shape. Apart from the three-pointed star badges, the Mercedes looks like some sort of generic car illustration displayed in a scientific presentation about transportation in the future. Although, to be fair, there is real science at work here, as it has an impressively low drag coefficient nearing 0.20.This aerodynamic emphasis is meant to help the EQE’s driving range. Although it hasn’t received an official EPA rating yet, the Mercedes has a slightly larger battery pack than the Genesis does, at 90.6 kWh to the G80’s 87.2-kWh pack. But the G80 still won out in the real world, as it achieved a real-world result of 280 miles in our highway test against the EQE’s 260 miles.As has been the case with all Genesis products since its inception, price is the biggest differentiator between the G80 and its competitors. Coming only as a loaded model with few available options, the Electrified G80 we tested stickers for $81,495, including a $575 option for the Hallasan green paint you see here. That’s just above the EQE350 4Matic’s base price of $78,950, but as is the German way, the options can take that figure far higher. With extras including $1300 rear-wheel steering, $2990 for brown nappa leather, and $1250 for a driver-assistance package, our test car pushed the sticker to $93,240. Given the G80’s clear advantage in terms of performance, driving feel, design, and value, it’s the clear winner here. In fact, the gap between these two electric cars is far greater than it was between the equivalent gasoline models. Genesis’s electric future is looking bright, while Mercedes needs to go back to the drawing board if it wants to maintain its status in the dawning luxury-EV era.SpecificationsSpecifications
2023 Genesis Electrified G80Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE Base/As Tested: $80,920/$81,495Options:  Hallasan Metallic paint, $575
POWERTRAIN
Front Motor: permanent-magnet synchronous ACRear Motor: permanent-magnet synchronous ACCombined Power: 365 hpCombined Torque: 516 lb-ftBattery Pack: liquid-cooled lithium-ion, 87.2 kWhOnboard Charger: 10.9 kWTransmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 14.2-in vented disc/14.2-in vented discTires: Michelin Primacy Tour A/SF: 245/45R-19 102W M+S GOER: 275/40R-19 105W M+S GOE
DIMENSIONS
Wheelbase: 118.5 inLength: 197.0 inWidth: 75.8 inHeight: 57.9 inPassenger Volume: 100 ft3Trunk Volume: 11 ft3Curb Weight: 5047 lb
C/D TEST RESULTS
60 mph: 4.1 sec100 mph: 11.3 sec1/4-Mile: 12.8 sec @ 106 mph130 mph: 22.5 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 4.3 secTop Gear, 30–50 mph: 2.1 secTop Gear, 50–70 mph: 2.8 secTop Speed (C/D est): 150 mphBraking, 70–0 mph: 184 ftBraking, 100–0 mph: 376 ftRoadholding, 300-ft Skidpad: 0.90 g
C/D FUEL ECONOMY
Observed: 95 MPGe75-mph Highway Range: 280 miAverage DC Fast-Charge Rate, 10–90%: 135 kWDC Fast-Charge Time, 10–90%: 32 min
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 100/110/90 MPGeRange: 290 mi
—-
2023 Mercedes-Benz EQE350 4MaticVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $78,950/$93,240Options: Pinnacle Trim package (head-up display, 4-zone climate control, active ambient lighting), $3050; Neva Grey/Sable brown leather, $2990; Winter package (heated outboard rear seats, steering wheel, windshield washer system, and windshield), $1500; rear-axle steering, $1300; Driver Assistance package (adaptive cruise control, lane change assist, active blind spot assist, emergency braking assist), $1250; Acoustic Comfort package, $1100; Digital Light LED headlights, $1100; 20-inch AMG wheels, $850; ventilated front seats, $450; Energizing Air Control Plus; $450; 110-volt charging cable, $250
POWERTRAIN
Front Motor: permanent-magnet synchronous ACRear Motor: 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: direct-drive
CHASSIS
Suspension, F/R: multilink/multilinkTires: Bridgestone Turanza T005 B-Silent255/40R-20 101Y MO-S
DIMENSIONS
Wheelbase: 122.8 inLength: 196.6 inWidth: 76.2 inHeight: 59.5 inPassenger Volume: 104 ft3Trunk Volume: 15 ft3Curb Weight: 5488 lb
C/D TEST RESULTS
60 mph: 5.2 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 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

Although hybrids are proliferating in the compact luxury SUV space, the 2022 Lexus NX350h is in a class of its own. Whereas those other compact luxury SUVs, including the range-topping Lexus NX450h+, are plug-ins (or PHEVs), the NX350h is a traditional-style hybrid. Compared to a PHEV, the NX350h’s much smaller, lithium-ion battery pack has only enough energy to power the SUV short distances on electricity alone, whereas its plug-in peers are all capable of traveling more than 20 miles on battery power. The old-school NX350h still delivers impressive fuel economy, though, and its more basic powertrain also keeps costs down, allowing the $42,700 gasoline-electric Lexus to take the title of most affordable hybrid in its segment.The Price You PayThat said, going heavy on the options can quickly cut into the cost-effectiveness of the NX350h, with our Nori Green Pearl test vehicle wearing $13,630 in options. The priciest was the $7450 Luxury package, which added heated and ventilated front seats, a power-adjustable steering column, ambient interior lighting, a 10.0-inch head-up display, and a massive 14.0-inch infotainment screen with in-dash navigation in place of the standard 9.8-inch display. HIGHS: Least-expensive hybrid in its segment, comfortable ride, quality interior.Related StoriesWhile both infotainment options feature physical knobs for adjusting the temperature of the dual-zone automatic climate-control system and the audio volume, neither includes a physical control for audio tuning or a dedicated homepage, the lack of which makes navigating through the system’s menus an unnerving experience. As Steve Krug writes in his book Don’t Make Me Think, a homepage is like “a North Star,” providing a comparatively “fixed place” to return to in a digital environment that otherwise requires users to remember where they are in the setup’s “conceptual hierarchy [to] retrace [their] steps.”Though it vastly improves upon the maddening touchpad interface of the outgoing model, the latest NX’s touchscreen system is not without its flaws. This sentiment also applies to the NX350h’s powertrain.Driving DynamicsThe all-wheel-drive NX350h packs an additional 45 horses compared to its predecessor, extracting a total of 239 horsepower from its 2.5-liter four-cylinder engine and trio of electric motors. (There are two up front—one of which connects to a planetary gearset to mete out the combustion engine’s power in a manner that mimics a belt-driven continuously variable automatic transmission—and one mounted at the rear axle.) Factor in a curb weight of 4062 pounds, 151 fewer pounds than the last NX300h we tested, and it’s little surprise the 2022 NX hybrid is also a good deal quicker. Accelerating to 60 mph is a 7.6-second affair, while the run from 50 to 70 mph happens in 5.0 seconds, figures that cut 0.5 and 0.6 second from those of the aforementioned NX300h. Granted, it can’t keep up with the 275-hp NX350 or the 302-hp NX450h+. (The turbo four-cylinder NX350 hits the mile-a-minute mark in 6.6 seconds and accelerates from 50 to 70 mph in 4.5; for the NX450h+ F Sport, those times are 5.6 and 3.8 seconds, respectively.) Still, the NX hybrid is less of the slowpoke it once was and now packs acceptable punch for merging onto freeways and passing at highway speeds.Use all of that performance, however, and the NX350h lets more of the four-cylinder engine’s grating grumble enter the cabin. The 75 decibels we recorded under flat-foot acceleration exceeded both that of the NX300h and the Toyota Corolla Hybrid by 1 decibel.Avoid pinning the accelerator, though, and the interior of the NX350h is appropriately tranquil. Soft springs make for a cushy ride that further contributes to the sense of repose. That softness comes at the expense of body control, as the NX350h wallows through turns and nosedives under braking. Although innocuous enough in day-to-day driving, these motions underscore the fact the NX350h favors a comfortable ride over engaging responses. The nose-heavy Lexus understeers at the limit, and the optional 20-inch Bridgestone Alenza A/S 02 run-flat tires squealed shrilly as the NX350h circled our skidpad at 0.79 g—0.02 g less than its two NX siblings and its NX300h forebear. Stomp on the left pedal at 70 mph, and the SUV comes to a halt in a class-competitive 180 feet. In non-emergency braking, though, it was difficult to smoothly bring the NX350h to a stop. Blame the pedal’s unpredictable action as it switches from regenerative to mechanical braking—particularly in low-speed stops, such as at neighborhood stop signs. Instead of a seamless handoff between its two braking systems, the NX350h suddenly slows at a far greater rate once the mechanical binders take over stopping duties from the electric motors’ regenerative function. That awkward modulation is a surprising misstep given that Toyota has been developing and producing hybrids for nearly a quarter of a century.Dollars and CentsWhat the NX350h lacks in grace, it makes up for by way of its low cost of entry. Only devoted plugger-inners whose daily commute is less than the plug-in’s range will find a cost savings. Otherwise it will be decades before the additional $14,600 outlay for the 450+ is recouped. On our 75-mph highway fuel-economy test, the NX350h returned 34 mpg, missing the EPA’s estimate by 3 mpg. LOWS: Four-cylinder engine gets shouty at higher revs, not a sporting bone in its unibody, clumsy handoff from regenerative to mechanical braking.Even the segment’s most affordable PHEV, the Lincoln Corsair Grand Touring, is more expensive by $10,305. This does not mean consumers have no reason to choose vehicles such as the Corsair Grand Touring and NX450h+, the latter of which includes a number of dynamic enhancements over the NX350h. However, it does mean the NX350h, as the least expensive hybrid in its segment, better meets the needs of buyers looking to purchase a hybrid compact luxury SUV as a matter of financial prudence. It may be unexciting and—in some areas—unpolished, but the 2022 Lexus NX350h is arguably a more sensible hybrid option than better-performing PHEVs.SpecificationsSpecifications
2022 Lexus NX350h AWDVehicle Type: front-engine, front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $42,700/$56,330Options: Luxury package (20-inch wheel, 10.0-inch head-up display, 14.0-inch infotainment touchscreen, heated and ventilated front seats, open-pore wood trim, power tilt and telescopic steering column), $7450; Vision package (360-degree camera, lane change assist, front cross traffic alert), $1070; Rear Seat package (heated outboard seats, 60/40 folding split), $1030; Mark Levinson 17-speaker stereo, $1020; triple-beam headlamps with washers, $850; panoramic moonroof, $500; Advanced Park; $480; Smart Phone Convenience package (digital key and wireless charger), $450; digital review mirror; $200; puddle lamps, $175; mudguards, $165; rear bumper protecter, $130; carpeted cargo mat, $110 
POWERTRAIN
DOHC 16-valve 2.5-liter Atkinson-cycle inline-4, 189 hp + 3 AC motors, (combined output: 239 hp); lithium-ion battery packTransmissions: F/R: continuously variable automatic/direct-drive
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.9-in vented disc/12.5-in vented discTires: Bridgestone Alenza A/S 02 RFT235/50R-20 100V M+S
DIMENSIONS
Wheelbase: 105.9 inLength: 183.5 inWidth: 73.4 inHeight: 65.8 inPassenger Volume: 92 ft3Cargo Volume: 23 ft3Curb Weight: 4062 lb
C/D TEST RESULTS
60 mph: 7.6 sec1/4-Mile: 15.8 sec @ 87 mph100 mph: 21.5 sec120 mph: 38.5 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 8.1 secTop Gear, 30–50 mph: 4.1 secTop Gear, 50–70 mph: 5.0 secTop Speed (mfr’s claim): 125 mphBraking, 70–0 mph: 180 ftRoadholding, 300-ft Skidpad: 0.79 g
C/D FUEL ECONOMY
Observed: 35 mpg75-mph Highway Driving: 34 mpg75-mph Highway Range: 490 mi
EPA FUEL ECONOMY
Combined/City/Highway: 39/41/37 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

To suggest that Jeep’s seven- or eight-passenger Wagoneer L/Grand Wagoneer L twins are elephantine is to libel pachyderms. Both boast seven newfound inches of wheelbase and 12 bonus inches overall, compared with what we now quite inadvisably call their “short-wheelbase” progeny. We are here to make you smile. Ladies and gentlemen, behold an SUV that, in latest limo guise, requires a 19-foot-long parking space. Somewhere beneath the Grand L’s 6400-pound heft, you can hear the pitiful whimpering of a Ram 1500 chassis, now absent its live axle in favor of an independent rear suspension.More on Wagoneers It would require eccentric judgment to consider an “L” if you don’t daily deploy it for ferrying the Broncos’ defensive line or the occasional DOT-approved bridge. Jeep gathered us in a coffee-house parking lot, where we collectively set a Guinness record for glacial back-and-fill turns, using caffeinated civilians as billiard cushions. Of course, if your kids act up, stash ’em in the third row and tell them to write if they get work. Their contributions might help defray the top-spec Grand L’s sticker of $112,995. View Photos2023 Jeep Grand Wagoneer LMarc Urbano|Car and Driver If you flatten the second- and third-row seats, the proverbial four-by-eight sheet of plywood slides in like a piece of dry toast. A nine-foot Orvis fly rod will rest flat when inserted diagonally. You could carry Delaware in this SUV, and, all kidding aside, the center console will swallow a basketball. The facts: • 44 cubic feet behind the third-row seats (17 cubic feet more than the SWB Grand Wagoneer)• 43 inches of second-row legroom• 131 cubic feet of cargo volume behind the first row Who needs a Ram pickup?View Photos2023 Jeep Grand Wagoneer L interiorMarc Urbano|Car and Driver There’s a genuine car-enthusiast angle to all of this. (Cars were produced in America in the mid- to late 1900s, but you weren’t born then.) It’s Chrysler’s all-new “Hurricane” twin-turbo inline-six—not bent but straight, you’ve read that correctly—belting out 420 or 510 horsepower, your choice. This costly jewel-like revelation is a rev-happy 3.0-liter dervish that would stand us on our ears if it ever powered something as minuscule as, say, an automobile. This engine offers bits to make engineers weep: a water-to-air intercooler, twin oil pickups in the sump, and a compression ratio as high as 10.4:1. The turbos aren’t sequential, instead serving three holes per, and the low-end torque is plentiful. In fact, how does this sound: 500 pound-feet from the high-output version, which ought to suffice for your 9000-pound horse trailer. Moreover, the glistening alloy block is less than 29 inches long and has been dyno-tortured almost flat on its side. Meaning it will fit in almost any vehicle. Except, at Chrysler, which? A grumpy old Charger? Nevertheless, for the second time in its storied career, the iron-block Hemi should be dropped at the curb. In our testing, the GWL (which gets the more powerful six) reached 60 mph in 4.7 seconds. If that’s too leisurely, maybe lash the McIntosh stereo’s 1375-watt amp to the eight-speed automatic. Voila, a new kind of hybrid. We should note that there isn’t a dusty scintilla of Jeepishness in either of these luxo-leviathans. No Jeep this upscale has ever scuffed tread in blue-collar Toledo, Ohio, although it occurs to us that Mayor Kapszukiewicz might want to name a suburb after it. Let’s agree to characterize the styling as Long. You don’t need a stylist for this sort of work. More like an architect. No one will likely complain, but Jeep’s nemesis in this class, the Cadillac Escalade, offers at least a trace of sleekness. Killer-whale sleekness. But enough of the big and tall jokes, because both new Ls steer and handle better than they should, even with a ride quality that is north of plush. Yeah, the steering is artificial, and the braking distance is a bit worrisome (190 feet from 70 mph), but the tracking is flawless, turn-in is predictable, and the dampers suddenly stand tall if you overcook a turn. The rubber, as you’d expect, is biased toward summer in Phoenix, not winter in Bozeman.View Photos2023 Jeep Grand Wagoneer L interiorMarc Urbano|Car and Driver And, holy hedge fund, the luxury. Check out the exquisite panel gaps, the imperceptible NVH from wind and engine, and the unexpectedly sensuous surfaces: Ultrasuede-lined A-pillars, double-stitched cowskins encasing the grab handles, and real American walnut trim. Is Leona Helmsley still dead? At the introduction of the Ls, Jeep trailered out an original Grand Wag, vinyl wood siding and all. Wearing bell-bottom pants, the Wagoneer debuted in 1962 as a ’63 model. Back then, that grandpa of American SUVs was among the largest in our experience. Yet these latest Ls are 43 inches longer and 1.3 tons heavier. You can’t travel back in time. But apparently, you can stretch it.SpecificationsSpecifications
2023 Jeep Grand Wagoneer LVehicle Type: front-engine, 4-wheel-drive, 7-passenger, 4-door wagon
PRICE
Base/As Tested: $93,495/$116,635Options: Series III (22-inch wheels, 23-speaker McIntosh stereo, passenger display, night vision, massaging front seats, low-range 4WD), $19,500; rear-seat entertainment, $2195; trailer-tow package, $995; Ember Pearlcoat paint, $645; Hands-free liftgate delete, -$195
ENGINE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2993 cm3Power: 510 hp @ 5700 rpmTorque: 500 lb-ft @ 3500 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 14.9-in vented disc/14.8-in discTires: Goodyear Eagle Touring285/45R-22 114H M+S
DIMENSIONS
Wheelbase: 130.0 inLength: 226.7 inWidth: 83.6 inHeight: 77.3 inPassenger Volume: 172 ft3Cargo Volume: 44 ft3Curb Weight: 6428 lb
C/D TEST RESULTS
60 mph: 4.7 sec100 mph: 12.6 sec1/4-Mile: 13.5 sec @ 103 mphResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.9 secTop Gear, 30–50 mph: 3.2 secTop Gear, 50–70 mph: 3.9 secTop Speed (gov ltd): 115 mphBraking, 70–0 mph: 190 ftRoadholding, 300-ft Skidpad: 0.74 g
C/D FUEL ECONOMY
Observed: 18 mpg75-mph Highway Driving: 20 mpg75-mph Highway Range: 610 mi
EPA FUEL ECONOMY
Combined/City/Highway: 16/14/19 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