Car Reviews

Corvettes have always been about open motoring. The first generation was convertible only, and every generation since has offered a top-down version. The mid-engine C8 is no exception.But while previous Corvette convertibles offered a complete top-down experience, the C8 convertible offers only about a third more openness than the targa with its carbon-fiber roof panel removed. The convertible’s major difference from the coupe is that it eliminates the permanent section of the roof that spans the C-pillars. The convertible also does away with the sloping backlight that offers a view of the LT2 engine, instead turning the C-pillars into flying buttresses. In the process, the one-piece cover for the engine and trunk is split into separate lids.The changes don’t detract at all from the C8’s looks, and Chevrolet even claims that the drag coefficient is unchanged. As on the C7 convertible, you can access the sunshine at the push of a button rather than by having to undo three latches and physically remove the roof panel. The top disappears in about 16 seconds and can be lowered at speeds up to 30 mph, thanks to six electric motors that open the rear-hinged engine cover and retract the two-piece roof into a neat, nested bundle that stows just behind the cockpit. Related StoriesThis is the first Corvette with a retractable hardtop, and that makes for a convertible that’s every bit as quiet (73 decibels at 70 mph) and weathertight as the coupe when the top is closed. The push-button operation makes the convertible painless to use, even for short trips. And the up-to-30-mph operation means you can raise and lower the top while waiting at a stoplight without worrying if the light will change with the top in mid-cycle and force you to hold up traffic. HIGHS: Easy on-the-fly operation, quiet and weathertight when top is raised, the usual great C8 combination of performance and everyday drivability.The convertible also comes with a power rear window that drops about eight inches but doesn’t fully retract. In combination with the side windows, you can adjust the amount of airflow when the top is down, though the cockpit is admirably non-frenetic under most conditions.The convertible mechanism and changes are said to add 101 pounds of weight. We measured this Z51 convertible at 3747 pounds, which compares to between 3647 and 3665 for three Z51 coupes we’ve tested. As you’d expect, that difference didn’t degrade performance much, with the drop-top losing a tenth or two in most acceleration times—we measured 3.0 seconds to 60 and 11.4 through the quarter-mile at 120 mph. It also drops 0.02 g in cornering and a few feet in braking. Nothing you’d notice on the street.What hasn’t changed is the C8’s fine combination of refinement and performance, even though the convertible has its own suspension calibrations. Driven calmly on back roads, the ride is excellent, engine noise is moderate, and the car is a pleasant cruiser, top up or down. The twin-clutch transmission shifts so smoothly that you only notice the shifts if you focus on the engine note or the tachometer.Put your foot in it, however, and the gearbox shifts down several gears, the performance exhaust’s valves open, the small-block V-8 roars, and the car moves out. With the mid-engine layout, the wide rear tires have plenty of traction, and the car rockets forward without even the hint of fishtailing. Michael Simari|Car and DriverBend the C8 hard into a corner and the nose cuts immediately, followed by plenty of confidence-inspiring grip. You’re unlikely to explore its cornering limit of 1.01 g’s on a public road. But you will appreciate the accurate steering with its natural feel, the solid and linear brake response, and the instantaneous and powerful thrust offered by the powertrain. As an everyday driver, there are some quirks. While the configurable instrument cluster provides an interesting mix of layouts that are easy to select, the square steering wheel makes little sense. The flat top blocks the view of the instruments, and the flat bottom isn’t needed for thigh clearance. The infotainment system works well, but the sloping wall of HVAC switches separating the driver and passenger seems contrived, even if it isn’t as isolating as it appears to be. Between the frunk and the trunk, you can probably fit at least three carry-on bags and some other smaller items.Compared with its arch-nemesis, the Porsche 911, the Corvette’s performance is a touch quicker off the line—likely due to its more-than-twice-as-large, naturally aspirated engine—but otherwise very similar to a base 911 Carrera’s. Cornering grip and braking performance are slightly worse, though still stellar. And control feel is very comparable.LOWS: Less open than most convertibles, engine no longer on display, good value but no bargain at $100K.The overall experience, however, is much more extroverted in the Corvette. The C8 has more—perhaps too much—visual presence. When pushed, it produces louder, and more raucous, sounds. And the punch in the back it delivers seems more instantaneous. The Corvette tends to bring out the animal in the driver more than a 911. Which you prefer is a matter of personal taste.As always, you pay more for the equivalent Porsche, though Chevrolet has been jacking up Corvette prices substantially over the past few years. When the C8 appeared in dealerships two years ago, the base price of a coupe was $59,995. That has inflated to $65,895 for 2023. The convertible version costs $7500 more, and the 3LT package adds another $11,450, bringing the base price of this tested convertible to $84,845.Then there’s the $6345 Z51 performance package, $2595 for the front lift system, $1995 for bright machine-face forged wheels, $1895 for the MagneRide dampers and performance traction management, plus a few cosmetic odds and ends, and presto, you have a six-figure Corvette—$ 100,060 to be exact.Of course, a Porsche 911 Carrera Cabriolet starts at $120,350 ($12,800 more than the coupe) with an options list that dwarfs the Corvette’s, so the C8 remains a relative bargain. At these price levels, the $7500 hit for the convertible is hardly prohibitive. With so many pleasant fall and spring days, as well as summer nights, across most of the country, it’s the way we would go.SpecificationsSpecifications
2023 Chevrolet Corvette 3LT ConvertibleVehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door convertible
PRICE
Base/As Tested: $84,845/$100,060Options: Z51 performance package – performance suspension, Brembo performance brakes, electronic limited slip differential, performance rear axle ratio, high-performance run-flat tires, low rear spoiler, HD cooling, performance exhaust; $6345; front suspension lift w/memory, $2595; 20-spoke bright machine-face forged aluminum wheels, $1995; Z51 magnetorheological dampers and performance traction management, $1895; Carbon flash-painted nacelles and roof, $1295; Edge-Red painted brake calipers, $695, black exhaust tips, $395
ENGINE
pushrod 16-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 376 in3, 6162 cm3Power: 495 hp @ 6450 rpmTorque: 470 lb-ft @ 5150 rpm
TRANSMISSION
8-speed dual-clutch automatic
CHASSIS
Suspension, F/R: control arms/control armsBrakes, F/R: 13.6-in vented disc/13.8-in vented discTires: Michelin Pilot Sport 4S ZPF: 245/35ZR-19 (89Y) TPC Spec 3120R: 305/30ZR-20 (99Y) TPC Spec 3121
DIMENSIONS
Wheelbase: 107.2 inLength: 182.3 inWidth: 76.1 inHeight: 48.6 inPassenger Volume: 51 ft3Cargo Volume: 13 ft3Curb Weight: 3747 lb
C/D TEST RESULTS
60 mph: 3.0 sec100 mph: 7.6 sec1/4-Mile: 11.4 sec @ 120 mph130 mph: 13.9 sec150 mph: 20.5 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.7 secTop Gear, 30–50 mph: 1.9 secTop Gear, 50–70 mph: 2.6 secTop Speed (mfr’s claim): 184 mphBraking, 70–0 mph: 154 ftBraking, 100–0 mph: 313 ftRoadholding, 300-ft Skidpad: 1.01 g
C/D FUEL ECONOMY
75-mph Highway Driving: 24 mpg75-mph Highway Range: 440 mi
EPA FUEL ECONOMY
Combined/City/Highway: 19/16/24 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

With a long-term fleet that already contains a 2022 BMW M3 and a 2022 Cadillac CT5-V Blackwing—both of which let the driver row their own gears through six-speed manual transmissions—you might think that our sports-sedan itch would be satiated. But we believe there can never be too many stick-shift, high-performance four-doors. So after the Cadillac CT4-V Blackwing earned a spot on our 2022 10Best list and set a sub-three-minute time at Lightning Lap thanks to its 472-hp 3.6-liter engine, rich feedback, and crisp handling, we ordered one for a long-term test. Though it shares the Blackwing moniker with the larger CT5-V, the CT4-V’s tighter dimensions and twin-turbo V-6 give the car a distinctly different demeanor. The CT4-V Blackwing also gives our M3 an in-house rival.As with our CT5-V Blackwing, we chose the six-speed manual gearbox. The stick shift is standard on Blackwing models and saves buyers more than $3000 compared to the 10-speed automatic. The vivid $625 Electric Blue hue of our CT4-V Blackwing really pops. We matched the paint job with blue brake calipers ($595) hiding behind a set of 18-inch bronze-colored aluminum alloy wheels ($1500). The cabin is outfitted with high-performance bucket seats, with Sky Cool Gray quilted and perforated inserts, a $4900 upgrade over the standard Jet Black seats. These buckets are also heated and ventilated, part of a required $600 package that also adds power lumbar support for the driver and front passenger. The special seats also require another option package, which wraps the headliner, door trim, and other interior bits in a suede-like microfiber. Despite packing fewer options than the first CT4-V Blackwing we tested in 2021, this example weighed in slightly heavier at 3879 pounds. The extra 28 pounds may have led to this Blackwing recording a 0.1 second slower dash to 60 mph, at 4.1 seconds, than that first test car did, and it was 0.2 second behind at the quarter-mile with a 12.6-second run. The grippy Michelin Pilot Sport 4S rubber helped our CT4-V record 1.01 g’s at the skidpad, and the tires and Brembo brakes clawed the Blackwing to a stop from 70 mph in 149 feet. While these performance figures can’t quite match our long-term BMW M3—which hit 60 mph in 3.9 seconds, completed the quarter-mile in 12.2 ticks, and pulled 1.02 g’s on the skidpad—the Cadillac rings in nearly $10,000 cheaper. The impressive run at the track was sadly cut short by an unexpected guest. A day after a deer got up close and personal with the rear passenger-side door of our long-term CT5-V Blackwing, the CT4-V suffered a similar fate, colliding with a turkey vulture at 144 mph. The repairs, which necessitated replacing the passenger-side mirror, A-pillar, and other trim pieces, totaled more than $4000 and forced the Blackwing to spend 14 days on the sideline. Destructive encounters with wildlife aside, the CT4-V’s stay so far has been stellar, with the sports sedan quickly earning heaps of praise, much like its bigger brother. We have consistently lauded the driving dynamics, with the sharp and responsive steering and gearbox helping the Cadillac feel more alive than the M3. One staffer even likened it to a Camaro SS 1LE, just “with better sightliness and an extra set of doors.” While some wish the CT4-V were powered by a more characterful V-8, the V-6 provides enough oomph to pin your noggin to the headrest and emits its own unique burble. While the Blackwing’s ability to ferociously attack a curvy road was well known from our experiences at Lightning Lap and 10Best, the Cadillac is now showing us that it also can excel in the daily commute. The forgiving ride afforded by the adaptive magnetorheological dampers makes it noticeably more comfortable to live with than the stiffer M3, which can be punishing on Michigan’s broken asphalt. Many commenters have already asserted their preference for the Blackwing over our long-term BMW. “If our M3 disappeared tomorrow, I wouldn’t miss it,” one editor wrote, while another said, “If only the M3 could feel so balanced and progressive.” There have been some complaints about the quality of the interior materials, although the cabin cheapness is less egregious in the CT4-V than in our $100,000 CT5-V Blackwing. The Sky Cool Gray seats, which certainly help liven up the interior, are already staining a gray-blue color. Minor criticisms aside, the staff’s adoration for the CT4-V Blackwing means the sports sedan should start quickly racking up miles, even as the incoming Michigan winter provides a harsh test for this Cadillac’s day-to-day usability. Months in Fleet: 3 months Current Mileage: 5566 milesAverage Fuel Economy: 19 mpg Fuel Tank Size: 17 gal Observed Fuel Range: 323 miles Service: $0 Normal Wear: $0 Repair:$0 Damage and Destruction: $4326SpecificationsSpecifications

2022 Cadillac CT4-V BlackwingVehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $59,990/$68,210Options: Sky Cool Gray interior – leather seating surfaces with mini-perforated quilted inserts, suede microfiber trim package, and performance steering wheel, $4900; 18-inch aluminum alloy wheels w/Tech Bronze finish, $1500; Electric Blue paint, $625; climate package – heated, ventilated, and massaging front seats, heated steering wheel, $600; blue brake calipers, $595
ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 218 in3, 3564 cm3Power: 472 hp @ 5750 rpmTorque: 445 lb-ft @ 3500 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 15.0-in vented disc/13.4-in vented discTires: Michelin Pilot Sport 4SF: 255/35ZR-18 94Y Extra Load TPC Spec 3164R: 275/35ZR-18 99Y Extra Load TPC Spec 3165
DIMENSIONS
Wheelbase: 109.3 inLength: 187.6 inWidth: 71.5 inHeight: 56.0 inPassenger Volume: 90 ft3Trunk Volume: 11 ft3Curb Weight: 3879 lb
C/D TEST RESULTS: NEW
60 mph: 4.1 sec100 mph: 9.9 sec1/4-Mile: 12.6 sec @ 114 mph130 mph: 17.2 sec150 mph: 25.0 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.3 secTop Gear, 30–50 mph: 9.6 secTop Gear, 50–70 mph: 7.1 secTop Speed (mfr’s claim): 189 mphBraking, 70–0 mph: 149 ftBraking, 100–0 mph: 310 ftRoadholding, 300-ft Skidpad: 1.01 g
C/D FUEL ECONOMY
Observed: 19 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 18/15/23 mpg
WARRANTY
4 years/50,000 miles bumper to bumper6 years/70,000 miles powertrain4 years/50,000 miles corrosion protection or 6/unlimited6 years/70,000 miles roadside assistance1 year/1 visit scheduled maintenance
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

A boring car isn’t necessarily a bad car. The Kia Niro EV might elicit a yawn or two when you’re driving it, but it’s also remarkably adept at its intended purpose, which is to deliver an EPA-rated 253 miles of range while hewing to an affordable price. (On our 75-mph highway range test, it fell a little short of that number at 210 miles.) The exact degree of that affordability remains to be seen, as Kia is scrambling to price the Niro in the wake of news that it won’t be eligible for the federal tax credit, since its battery production and final assembly happen in Korea.Built on the brand’s K3 architecture, which also underpins the Hyundai Elantra, the Niro is a handsome two-box design that would blend into the small-crossover landscape if not for its avant-garde D-pillar, which is available in contrasting colors and recalls the Audi R8’s signature side blade. (Kia calls the Niro’s extroverted D-pillar the aero blade, so the brand isn’t exactly discouraging R8 connotations.) Sizewise, the Niro EV is roughly five inches longer than the Chevrolet Bolt EUV and more than six inches shorter than the Volkswagen ID.4, two EVs that Kia identifies as competitors. Listing those two as rivals leads us to believe the Niro EV will start at about $33,000 for the base Wind trim level and head up to $40,000 for the loaded Wave version.HIGHS: 253-mile EPA range, attractive and practical interior, free of EV gimmicks. Both versions get the same 201-hp electric motor turning the front wheels. Acceleration lacks the neck-snapping punch of many EVs, as Kia tuned the accelerator to gradually feed in power rather than smacking you with its 188 lb-ft of torque right off the line. In Eco mode, the right pedal acts like it doesn’t know you’re flooring it. Switching to Normal is closer to what you might expect from a typical Eco mode, and Sport feels about what Normal should be. The time to hit 30 mph is a sluggish 2.9 seconds. No matter the mode, the front tires won’t break loose when the car is accelerating from a stop, something the old Niro EV would do with ease. Past 30 mph, the motor starts feeding full power to the road. In our hands, it got to 60 mph in 6.7 seconds and through the quarter in 15.2 seconds at 94 mph. Both measures beat the Bolt EUV by a tenth of a second.Switching drive modes from Eco to Sport also adds heft to the steering effort. Normal and Eco modes deliver the most natural steering feel, and the Niro will cut into corners with precision, albeit without a lot of grip from its low-rolling-resistance all-season rubber. We measured 0.84 g on the skidpad. Hitting the brake pedal blends regenerative braking and the friction brakes in a natural and progressive manner that many EVs miss. Hit them hard from 70 mph and it’ll stop in 182 feet. Paddles on the back of the steering wheel are there not for gear selection—there’s just one gear—but to adjust the regen when you lift off the accelerator. One-pedal driving is possible, and holding the left paddle will bring the Niro to a stop, even in less aggressive regen modes.While regen will send some electrons back to the battery, eventually you’ll have to plug in the Niro EV. Strangely, Kia doesn’t include a 120-volt cord and expects customers to rely on Level 2 hookups or the standard DC fast-charging capability. Unlike the pricier EV6, the Niro lacks the 800-volt architecture that puts the fast in fast-charging. Plug into a DC fast-charger and Kia promises you can take the battery from 10 to 80 percent in about 45 minutes with a peak charging rate of just 85 kW. An EV6 can dispatch a charge of 10 to 80 percent in just 18 minutes. For comparison, in our testing, the Bolt EUV, one of the slowest-charging EVs on the market, went from 10 to 90 percent in 84 minutes. Kia is throwing in 500 kWh of no-cost charging through Electrify America, which works out to nearly 2000 miles.LOWS: Being free of EV gimmicks makes it a bit dull, lacks off-the-line punch, ho-hum handling. While you’re waiting for the battery to refill, take a seat in the spacious cabin and note the headliner, which is made from recycled wallpaper. Thank you, Grammy Mildred. The fabric on the seats is partially constructed from eucalyptus, which will delight koalas. A large digital panel in front of the driver offers three different gauge looks paired to drive modes. Kia’s easy-to-use infotainment system sits front and center. For a moment we thought there was no volume knob, and then we hit the button that turns the HVAC into radio controls. Suddenly the temp knob turned into a volume knob and then back again. Rear-seat passengers don’t have as many toys to play with, but they do have excellent headroom and adult-grade legroom. KiaThe battery-powered version is one of the three powertrains available on the new Niro. There’s also a hybrid model with a small 1.3-kWh battery and a plug-in hybrid with up to 33 miles of range and a larger 11.1-kWh battery. Kia anticipates that 25 percent of Niro customers will go for the EV version. It’s a competitive entry in a growing field of sub-$40,000 EVs, even if we find it a little boring. SpecificationsSPECIFICATIONS
2023 Kia Niro EVVehicle Type: front-motor, front-wheel-drive, 5-passenger, 4-door wagon
PRICE (C/D EST)
Base/As Tested: $33,000/$40,000POWERTRAINMotor: permanent-magnet synchronous ACPower: 201 hp @ 9000 rpmTorque: 188 lb-ft @ 0 rpmBattery Pack: liquid-cooled lithium-ion, 64.8 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 85 kWTransmission: direct-drive 
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: vented disc/discTires: Nexen N Priz S EV215/55R-17 94V M+S AK1
DIMENSIONS
Wheelbase: 107.0 inLength: 174.0 inWidth: 71.8 inHeight: 61.8 inPassenger Volume: 100 ft3Cargo Volume: 23 ft3Curb Weight: 3715 lb
C/D TEST RESULTS
60 mph: 6.7 sec1/4-Mile: 15.2 sec @ 94 mph100 mph: 17.6 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.6 secTop Gear, 30–50 mph: 2.4 secTop Gear, 50–70 mph: 3.6 secTop Speed (gov ltd): 106 mphBraking, 70–0 mph: 182 ftRoadholding, 300-ft Skidpad: 0.84 g 
C/D FUEL ECONOMY 75-mph Highway Range: 210 miEPA FUEL ECONOMYCombined/City/Highway: 113/126/101 MPGeRange: 253 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

Smart left the U.S. market in 2019, having established the limits of our enthusiasm for its quirky, gawky city cars. Yet the company’s American misadventure was only a small part of the brand’s wider commercial failure, one that had led to the loss of a reported $3.6 billion before it was fully absorbed into the Daimler empire in 2006.Smart, therefore, is taking a radically new direction and is being relaunched as a joint venture between Mercedes-Benz and the Geely Group in China (which owns Volvo, Polestar, and Lotus, among other brands). Going forward, Smart will offer only EVs, and the first of these—the #1—uses Geely’s SEA electric platform and will be built in Xi’an, Shaanxi Province. It will be sold in China and Europe, but there are no plans to bring the brand back to the U.S. But as we figured you’d like to know what you’re missing out on, we drove one in Portugal.Let’s start with the name. The #1 really is meant to be said as Hashtag One, which is both ridiculous and strangely catchy; we’re told to expect future Smart models to keep the same format. Although much larger than any previous Smart, and nearly twice as heavy as the Fortwo, the #1 is smaller than the segment average, a 168.1-inch length undercutting the Volvo XC40 Recharge and Mercedes-Benz EQA. There is something definitely Mercedes-like about the full-width rear light bar, but the rest of the styling has an undeniable cute charm.Best EVs and Future Electrics!The interior is impressive, both in terms of space—it is far bigger inside than it feels like it should be—and also in design. There is enough room for full-size adults to sit behind each other, and although the roofline’s stroller-hood profile cuts into the rear-door glass, the cabin feels light and airy. The large center console offers a charging tray, cupholders, and a chilled storage box. Luggage space is limited, though, with just 11 cubic feet behind the rear seat, plus a tiny frunk under the hood.Fit and finish in the cabin is good, and there are some interesting touches, such as the way LED illumination is integrated into the metal air vents and the door panels. Almost all physical switchgear has been culled, with functions controlled by the large 12.8-inch touchscreen in the center of the dashboard. The screen looks good, but the user-interface of our test cars seemed unfinished, with spelling mistakes and a more concerning failure: Toggling the tab for the stability-control system to what seemed to be its “on” position actually turned it off. While Volvo and Polestar both use the Android Auto operating system, the Smart’s is based on Geely’s own ECARX, which does not support either Android Auto or Apple CarPlay. It does, however, feature a cutesy animated fox that roams the submenus.SmartAll #1s will use the same lithium-ion battery pack, which we estimate should provide 59.4 kWh of usable capacity. The base model directs the battery’s energy to a single 268-hp rear motor, while the range-topping Brabus adds a second 154-hp front motor for a total output of 422 horsepower. All models support DC fast-charging at speeds of up to 150 kW, and all but the base version have a 22.0-kW onboard charger, which is increasingly common in Continental Europe. Range under the optimistic European WLTP test cycle varies from 273 miles for the most efficient rear-drive version down to 248 miles for the Brabus.Those numbers are all toward the upper end of segment standards, and the #1 delivers a composed driving experience. Despite a claimed 3942-pound curb weight, acceleration in the rear-motor version is brisk, especially low down, and although the #1’s Continental EcoContact tires sometimes scrabbled for traction off the line, the car felt secure once moving. At 80 mph, the cabin stayed hushed and refined.Although the #1 has selectable drive modes, it lacks the adaptive dampers that would allow these to add discipline to its soft suspension. Ride comfort was good on Portugal’s generally smooth asphalt, but corners brought lots of body roll, and the low-rolling-resistance tires meant there was limited cornering grip and a tendency for the front end to run wide at modest speeds. The chassis also felt floaty over rougher surfaces—this isn’t a car that encourages the driver to push harder.The #1 does offer a one-pedal driving mode, although it requires the driver to sit through a nine-second legal disclaimer before it can be switched on. This proved to be very timid, slowing the car at such a gradual rate that it was hard not to also use the brake, and in Sport mode, it couldn’t actually bring the car to a halt on a downhill slope.While the rear-drive Smart #1 generally feels up to segment standards, the dual-motor Brabus version is, frankly, a dynamic mess. The arrival of a second motor brings nearly 60 percent more power, but very little else is changed. Smart engineers say the Brabus’s spring rates have been altered only to take account of the extra mass of its second motor (which adds a claimed 247 pounds). It also rides on the same EcoContact tires as the regular car—not the sort of rubber you expect to see under something with more power than an Audi RS3.The Brabus is the modern equivalent of a straight-line-hero muscle car. It’s able to chirp all four tires at launch, and its acceleration makes Smart’s claim of a 3.9-second sprint to 62 mph feel entirely plausible. But like a naughty puppy, it really sulks in corners, where the traction-control has to battle to keep any level of discipline; we frequently encountered both understeer and oversteer in the same bend. This was with fresh tires and on a warm, dry surface—the prospect of driving one on cold, wet tarmac is slightly terrifying. One could argue that a car with more go than grip is entirely qualified to wear Brabus branding, the all-wheel-drive #1’s main purpose seems to be to demonstrate the greater talents of the regular car. Europeans will be able to buy both starting next year, priced from around $32,500 at current exchange rates. The Brabus will be about $10,000 more.The Smart Fortwo always struggled in the U.S., its demographic mostly the small overlap between hypermiling misers and circus clowns. The #1 should have somewhat wider appeal.SpecificationsSpecifications
2023 Smart #1Vehicle Type: rear- or front- and rear-motor, rear- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE (C/D EST)
Base: $32,500; Brabus, $42,500
POWERTRAIN
Motor(s): permanent-magnet synchronous ACPower: 268 or 422 hpTorque: 253 or 400 lb-ftBattery Pack (C/D est): liquid-cooled lithium-ion, 59.4 kWhOnboard Charger: 7.4 or 22.0 kWPeak DC Fast-Charge Rate: 150 kWTransmission(s): direct-drive
DIMENSIONS
Wheelbase: 108.3 inLength: 168.1-169.3 inWidth: 71.7 inHeight: 64.4 inCurb Weight (C/D est): 4000-4200 lb
PERFORMANCE (C/D EST)
60 mph: 3.8-6.6 sec100 mph: 9.4-12.2 sec1/4-Mile: 12.3-15.0 secTop Speed: 112 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 105-115/115-130/95-105 MPGeRange: 210-230 miThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

AMG aficionados were skeptical, to say the least, when Mercedes-Benz’s performance division announced that the top-of-the-line C-class would lose its V-8 and henceforth be powered by a plug-in-hybrid four-cylinder. Yes, the new powertrain is silly powerful at a whopping 671 horsepower and 752 pound-feet of torque. But it makes for a heavy C-Class too: 4654 pounds, according to AMG, far heftier than any of its formidable competitors, which include the BMW M3 and the Cadillac CT4-V Blackwing. To give us some insight into what the portly performer feels like, we were invited into the passenger seat of the new C63 S, piloted by AMG’s chief technical officer, Jochen Hermann.In a half-hour on one of Daimler’s proving grounds south of Stuttgart, Hermann took us onto winding roads and a decent-sized track; we went well into triple-digit velocities and experienced every one of the C63 S’s multifarious driving modes.On the docile end of the scale, fully Electric mode delivers impressive acceleration—and all-wheel drive—even absent any help from the gas engine. “We are not an obstacle,” Hermann says, grinning, as we ascend a hill with remarkably little effort. And we talk about the new car’s wider bandwidth between comfort and sportiness. AMG customers are a demanding bunch and wanted a more comfortable car without sacrificing anything in terms of performance. Larger-diameter dampers help smooth the ride, and even when the combustion engine is on, its sound can be effectively suppressed. Quietness on the first and last miles of a trip is a relatively recent customer requirement, says Hermann.More on the C63 AMGWhen he switches the drive mode selector a few notches up, the new C63 really comes alive. With nearly equal front-to-rear weight distribution, standard all-wheel drive, and all-wheel steering, the C-class is set up to deliver both traction and agility. The new structure also offers significantly improved torsional and lateral stiffness, always a boon to suspension tuning. Ceramic brakes are optional. But the story here is really the plug-in powertrain, particularly its battery.The C63 is programmed to hoard some charge even when the battery is nominally depleted, so its extra torque is always available. And when the charge is low, it takes only a few minutes to restore it. The car allows for recuperation even during extremely hard braking, and full electric boost is available for 10 seconds, which is enough to get you in deep legal trouble just about anywhere but the autobahn. Top speed is governed at 155 mph or 174 mph, depending on the package.Lest you think AMG has gone totally pragmatic in its shift to hybridization, there are drift modes that shift the torque entirely to the rear axle. They are less complicated and easier to access than BMW’s similar systems. From the right-side seat, the performance truly impresses. But you can feel the C63’s weight, even as a passenger. AMG doesn’t want to talk about racetrack figures yet, but the added mass of batteries and electric motors can be a deficit in corners and braking zones, even as they enhance straight-line performance.Mercedes-AMGPower is transmitted to all four wheels through AMG’s nine-speed wet-clutch MCT automatic. And the M139l engine, shared with the C43 AMG, is force-fed by an electrically assisted turbocharger—which is more powerful here because the high-voltage system allows for more electric boost. From the passenger seat, the boost is relentless, as expected with 671 horsepower. But because of this car’s weight, it doesn’t entirely blow us away.Neither does the electronically enhanced sound, although we don’t hate it. The artificial sound effects are transmitted into the cabin and blared out through external speakers, enhanced by exhaust flaps. It’s unmistakably a four-cylinder sound, but a really aggressive one. We can live with it, just as we can live with the sound of the CLA45 AMG. It doesn’t sound like a V-8, to be sure. But this is the best four-cylinder hybrid we’ve ever heard—by a long shot.”We took out four cylinders, but we added a whole lot of other things,” says Hermann. That’s true, and a lot of it is really good, resulting in the most forward-looking, modern car in its segment. The technology transfer from the limited-edition AMG One is tangible everywhere.Do we like this version of the future? Sure, it looks and feels good to us. But don’t blame us if we shed a tear for the lost, more purist past, when all you needed for “boost” and “drift” modes were a V-8 and your own right foot.SpecificationsSpecifications
2024 Mercedes-AMG C63 S E PerformanceVehicle Type: front-engine, rear-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base: Premium, $85,000 (est); Exclusive, $95,000 (est)
POWERTRAIN
turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 469 hp, 402 lb-ft + rear AC motor, 201 hp, 236 lb-ft (combined output: 671 hp, 752 lb-ft; 6.1-kWh lithium-ion battery pack; 3.7-kW onboard charger)Transmissions, F/R: 9-speed automatic/2-speed automatic
DIMENSIONS
Wheelbase: 113.2 inLength: 190.6 inWidth: 74.8 in Height: 57.4 inPassenger Volume: 94 ft3Trunk Volume: 13 ft3Curb Weight (C/D est): 4660 lb
PERFORMANCE (C/D EST)
60 mph: 3.3 sec100 mph: 7.9 sec1/4-Mile: 11.4 secTop Speed: 155-174 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 23/20/26 mpgCombined Gasoline + Electricity: 35 MPGeEV Range: 10 miA 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

Of the many memorable engine notes throughout history, Audi has offered up a couple of great bangers. The whoosh and warble of the turbo inline-five from the groundbreaking Quattro conjures up peak rally greatness and is a brand-defining classic. More recently, the first-generation RS5 thrummed to the palpable beat of a 4.2-liter V-8. Capable of spinning up to a dizzying 8250 rpm redline, its baritone scream created a lusty, lasting impression. But when the second-generation RS5 debuted for 2018, it lost not only its V-8 but also its attendant sonorous beauty. Although quicker than and technologically superior to the old 4.2-liter, the twin-turbo 2.9-liter V-6 delivered its stouter punch with all the emotional engagement of Mark Zuckerberg testifying before Congress. Someone at Audi must have been listening to this deafening silence because the 2023 Audi RS5 Competition finally has something interesting to say.In its quest to make some noise, Audi started by ditching nearly 18 pounds of sound insulation at the firewall to allow more of the natural engine sound to filter into the cabin. A new exhaust system helps to further uncork some combustive clamor. We suspect Audi has also turned up the digital enhancement, but at least now it’s working with better source material. No longer going about its duty with bland stoicism, this newly vociferous mill responds with an authoritative growl even at partial throttle. Throughout the rev range, the engine is now a much more willing accomplice, communicating its joy rather than concealing it. Related StoriesWhile the character of the V-6 is vastly improved, its output ratings remain the same as before: 444 horsepower and 443 pound-feet of torque, sent to all four wheels. We feel Audi missed an opportunity here to join the ranks of Alfa Romeo and BMW, whose blown sixes both push out more than 500 horsepower from similar displacement. Audi claims that revised engine software increases responsiveness and trims 0.1 second from the zero-to-60-mph sprint. The last RS5 coupe we tested managed 3.5 seconds—quicker than the Alfa Giulia Quadrifoglio’s 3.6-second run but far shy of the BMW M4 Competition xDrive’s 2.8-second blitz. The RS5’s top speed rises to a lofty 180 mph.Similarly, the chassis also benefits from a personality makeover. A highly tunable coil-over suspension offers a variety of manual adjustments to ride height, compression, and rebound. Hunkered down at its most pavement-hugging setting, the RS5 Competition sits a full 0.8 inch lower than the stock RS5. We applaud this intriguingly mechanical flexibility, even as we question how many drivers will take advantage of its capabilities. Despite being lower and stiffer, this trick suspension sacrifices little in ride quality, as we discovered on the twisty and bumpy mountain roads in southern Spain.This renewed sense of vigor carries over to the track as well. The Ascari raceway outside of Ronda features an entertaining sequence of downhill bowls, off-camber sweepers, and a couple of sharp left-handers that always arrive sooner than you expect. The RS5 charged through the course with a fervent glee. The eight-speed automatic will now hold shifts at redline in manual mode, but we found the programming to be so good we simply let the gearbox do its thing. Upshifts are announced with a decisive, kinetic shove, as if high-fiving the engine’s friskier demeanor. Dive into a corner and the transmission holds steadfast onto the proper gear for exit, even tickling the rev limiter if necessary. Lap after lap, the carbon-ceramic brakes kept their cool, repeatedly erasing two tons of momentum without fade and drama.When we last invited the RS5 to our Lightning Lap, in 2018, we fought to tame its hyperactive torque-vectoring rear differential. Audi seems to have exorcised those tail-happy demons; the RS5 Competition now rotates predictably, rather than impulsively, through a corner. The fixed-ratio steering also made navigating through turns more confidence inspiring, though we felt it could stand to be even a hair quicker. Grippy Pirelli P Zero Corsa rubber provides tremendous stick and highlights the directional stability of the stiffer chassis. This RS5 wants to play.As for its appearance, the RS5 Competition is not as extroverted as its mechanical side. In lieu of specific badging, the Competition package can be identified by its matte-black tailpipes and 20-inch bicolor wheels. The front splitter, rear diffuser, and exterior mirror housings are treated to a matte-carbon finish. The Audi four-rings logo joins the blackout. An exclusive color for the Competition package is Sebring Black, though it’s more of a sparkly, deep celestial blue in person. Apparently unsatisfied with the amount of black inside the cabin, Audi has paired it with an even darker shade called “super black.” Red accents provide a pop of color on the seatbelts and floor mats. Contrasting red stitching highlights the steering wheel, shift lever, and center console. Alas, this bold newfound character comes at an equally assertive cost. The Competition package runs a hefty $16,100, and selecting it also triggers a seemingly unrelated $500 side-assist option. Together they bump the price of the RS5 coupe to $93,595 and the Sportback to $93,895. While that’s a significant premium over the quicker and more powerful BMW M3/M4 Competition xDrive, adding carbon-ceramic brakes and carbon bits to the BMW puts the two Germans on relatively equal footing. For 2023, the Mercedes-AMG C63 returns, this time sporting a turbocharged four-cylinder hybrid making 671 horsepower. With the Audi’s much-improved engine note and driving dynamics, though, it’s not so much about the numbers. It’s more about the song you want to sing. SpecificationsSpecifications
2023 Audi RS5 CompetitionVehicle Type: front-engine, all-wheel-drive, 4-passenger, 2-door coupe or 5-passenger, 4-door hatchback
PRICE
Base: Coupe, $93,595; Sportback, $93,895
ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 177 in3, 2894 cm3Power: 444 hp @ 6700 rpmTorque: 443 lb-ft @ 1900 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 108.9-111.3 inLength: 185.9-188.3 inWidth: 73.5 inHeight: 54.0-55.1 inPassenger Volume: 84-91 ft3Trunk/Cargo Volume: 11-22 ft3Curb Weight (C/D est): 4000-4100 lb
PERFORMANCE (C/D EST)
60 mph: 3.4-3.9 sec100 mph: 8.8-8.9 sec1/4-Mile: 11.9 secTop Speed: 180 mph
EPA FUEL ECONOMY
Combined/City/Highway: 21/18/25-26 mpgThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

It’s raining tigers and werewolves through the entire session. Britain’s Silverstone Circuit is not for the faint of heart in dry weather, but with standing water between Woodcote and Copse, the curbs as slippery as liquid soap and fast corners like Stowe crisscrossed by rivulets gleaming in the morning haze, the adrenaline pump is already working overtime. Even though Porsche replaced the 2023 911 GT3 RS’s Michelin Pilot Sport Cup 2 tires with more versatile rubber, in these appalling conditions even dedicated rain tires would struggle. Good thing for lots of downforce and an adjustable suspension that truly blurs the line between street car and race machine.In Track mode, dialed in by Porsche’s familiar drive mode controller, this very special 911 is the first of its kind to invite you to tweak compression and rebound of the front and rear dampers via the PASM thumbwheel. The driver can also adjust the rear differential locking ratio. The DRS (drag reduction system) that we know from Formula 1 is controlled via a button in the left steering-wheel spoke. The 20 percent adjustment range is split into nine steps from +4 to -4 with zero as the balanced baseline. Sound complicated? You bet. The GT3 RS’s marvelous adjustability is but one reason its drivers won’t ever be bored.In these treacherous conditions, the day could have gone terribly wrong. Instead it miraculously produced one magic moment after the other. While the GT3 RS’s naturally aspirated 4.0-liter six gained a relatively modest 16 horsepower over the GT3, the aero wizards elevated the GT3 RS to an altogether different downforce league. In low-drag mode, the underfloor elements and the double-decker rear wing assume a virtually horizontal slipstream position. As soon as the DRS closes again, though, the maximum downforce increases within 0.35 second from 661 pounds to a massive 1896 pounds—the equivalent “of two racehorses on the roof,” chortles Porsche’s Mr. GT, Andy Preuninger. Two-thirds of that negative lift press on the front end with a vengeance, which makes high-speed turn-in maneuvers in the rain eerily surreal. Since the Michelins pick up temperature with every extra fraction of g-force they experience, the grip only increases despite the sloppy conditions.”The previous GT3 RS was equipped with three nose-mounted radiators,” says Preuninger. “This time, we opted for a single, more compact radiator positioned at a quite radical angle, which frees enough space for two large lateral ducts governed by active aero elements in sync with the two-stage transverse downforce controller ahead of the front axle.” Out back, the split-level rear wing boasts a stepless 34-degree adjustment span. And what about the trunk, you ask? It is no more, but you can always delete the no-cost roll cage and put stuff where the rear seats used to squat. Speaking of seats, a special honorable mention goes to the 918-style buckets, which are supportive and comfortable as well as generously adjustable. Although Porsche will paint the GT3 RS in any color you fancy (for a price), the aero elements are mandatory matte black. Extra money buys the hideously expensive Weissach pack, which saves—in combination with the optional forged-magnesium wheels—almost 62 pounds in weight. Porsche says the base model tips the scales at 3197 pounds, a mere 33 pounds up from the GT3.PorscheIt’s still pouring down during our second and third stints on the track, but the GT3 RS doesn’t seem to care, especially from Maggots through Chapel, where the RS holds the line as if guided by a high-voltage induction loop. Awesome stuff. Through slower corners, it helps to cut a slightly wider arc to approach the apex in a straighter line and then drop the hammer early. The flat-out sections are the only places where the GT3 RS will struggle to keep up with the regular GT3—the substantial drag coefficient of 0.39 is the price you pay for the riveting downforce. The GT3’s claimed top speed, 199 mph, bests the GT3 RS’s 184-mph Vmax. But the wide-body weapon wins the sprint to 60 mph with a claimed time of 3.0 seconds, which is 0.2 second faster than Porsche’s stat for the GT3. (We clocked the latest PDK GT3 at 2.7 seconds to 60 mph, so consider Porsche’s numbers conservative.) Porsche also claims that zero-to-100 mph is a 6.9-second time warp, and 125 mph arrives after only 10.6 seconds. As opposed to the GT3, which can be had with a six-speed manual, the RS is only available with the close-ratio seven-speed PDK dual-clutch box. Despite the overdrive top gear, efficiency is an alien term to this naturally aspirated animal. The standard 911 GT3 is EPA rated at 16 mpg combined, and we’d expect this mega-winged variant to fare even worse.While the GT3 RS gives you plenty to think about out on the track, choosing gears isn’t necessarily among your decisions—Track mode knows exactly when and where to act, and it does so in sync with the conditions (in this case, still wet). Upshifts are wham-bang brusque, but downshifts under braking and when winding on lock feel buttery patient. Redlined at a yelling 9000 rpm, the big six needs to be revved hard to deliver. Maximum torque—an unexceptional 343 pound-feet—requires a busy 6300 rpm, and peak power is 518 hp at 8500 rpm. Once again, these numbers don’t tell the full story. While torque was beefed up in the critical 4000-to-6500-rpm bracket, hotter camshafts and optimized cylinder heads produce notably more punch above 6000 rpm. Nuances only, but subjectively at least, the latest (and most likely last) free-breathing high-performance boxer engine feels a quantum more urgent, seamless, and, ultimately, explosive. It also makes all the right noises, from the high-pitched yet unexpectedly disciplined idle to the phonetic peak, when sound and noise fuse to a brutally intense Björk-sings-Wagner aria. PorscheThe 992-generation GT3 RS is not as concerned with absolute speed as it is with concise g-force management, finely dosed aero balance, and communicative cornering grip. For instance, if you corner at more than 0.90 g and go wide-open throttle at 5500 rpm or more, DRS will automatically switch to ground-effect mode and eventually pop the air brake, which darkens the rearview mirror when the captain drops all four anchors. It’s almost hard to believe that this car is a close relation to the more mellow 911 strains—this isn’t merely a GT3 on steroids. Instead, the latest GT3 RS is a road-legal and, we suspect, road-compatible race car in disguise, strong on ability yet stronger still on emotion and excitement. At $225,250, it is some $54,000 more expensive than the non-RS version, which is somewhat irrelevant because Porsche has for the time being closed all GT order books. While the special-edition 911 ST (a manual-transmission RS without the wing, limited to 1963 examples) was allegedly sold out even before Weissach admitted its existence, the decision to move Cayman/Boxster production from Zuffenhausen to Karmann could make room for an extra 1500 GT3 RS units next summer. Which is great news for the lucky few who can afford one, but they could build double that and it still wouldn’t be enough. SpecificationsSpecifications
2023 Porsche 911 GT3 RSVehicle Type: rear-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base: GT3 RS, $225,250
ENGINE
DOHC 24-valve flat-6, aluminum block heads, direct fuel injectionDisplacement: 244 in3, 3996 cm3Power: 518 hp @ 8500 rpmTorque: 343 lb-ft @ 6300 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 96.7 inLength: 180.0 inWidth: 74.8 inHeight: 52.0 inPassenger Volume: 49 ft3Trunk Volume: 0 ft3Curb Weight (C/D est): 3250 lb
PERFORMANCE (C/D EST)
60 mph: 2.5 sec100 mph: 6.4 sec1/4-Mile: 10.9 secTop Speed: 184 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 15/14/16 mpgThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

The 2023 Hyundai Ioniq 6 is smooth as a river rock and, at the same time, very square. Both shapes are on purpose. The slick exterior allows the Ioniq 6 to boast a coefficient of drag that’s lower than a Tesla Model 3’s, and the reoccurring rectangles in its lights, trim, and interior are part of Hyundai’s design language for its electric Ioniq lineup, declaring the Ioniq 6 a sibling of the well-received Ioniq 5. Where the Ioniq 5 is boxy and ’80s nostalgic, the 6 is arched and flowing. If it calls back to anything, it’s the streamline moderne art deco trend of the 1930s. The long arc of the roofline and dipped front and rear ends is a profile that’s come back in vogue for many electrics (see the Mercedes EQS and EQE, for starters). The Ioniq 6 does it better than most, its tail perked up with a glass-edged spoiler that makes the Hyundai look more like a four-door Porsche than some four-door Porsches do. Around its front, the Ioniq 6 features wraparound lighting, glossy strips of sensors, and bookended air inlets that open and close based on cooling requirements. EV designers have wobbled between plastering on faux grilles like pretend fuel-burners or leaving their cars with expressionless blanks like gagged robots, so it’s nice to see a front end with features that reflect the technology under the sheetmetal. The Ioniq 6 is a tall car, almost 59 inches at the top of the roof, although it doesn’t look it, thanks to a well-placed strip of cladding along the lower edge and a sharp crease through the lower third of the doors. On the standard 18-inch wheels, with the active air flaps closed and with the camera mirrors, the Ioniq 6 has a claimed drag coefficient of 0.21. Even tricked out on 20-inch wheels and with vents open, the sedan is sleek, not only due to its overall shape, but also its dual spoilers, covered-over front-wheel gaps, and slight taper at the rear. More on the Ioniq 6Beneath all that artistry, you’ll find similar underpinnings to the Ioniq 5, with a wheelbase only two inches shorter. Like the 5, the Ioniq 6 will be offered with a long-range 77.4-kWh battery or a standard 53.0-kWh unit, matched with either a single-motor, rear-wheel-drive setup or dual motors and all-wheel drive. We drove the long-range, dual-motor variant, with the 77.4-kWh battery and 320 horsepower. Hyundai says the AWD Ioniq 6 can blur the scenery at 62 mph in 5.1 seconds, but we expect better in our testing. (The Ioniq 5 with the same powertrain hit 60 mph in just 4.5 seconds.) On the road, the Ioniq 6 moves forward with typical electric enthusiasm, goosed by an even more eager accelerator when set in Sport mode, but the only thing quicker than EV acceleration is the speed with which we’re jaded by it. The Ioniq 6 is plenty fast enough for any passing or emergency maneuvers sane driving might require, but it doesn’t scramble your internal organs. Some people, we hear, prefer a ride that doesn’t make meringue of their insides, and Hyundai has worked hard to make sure the quiet of the Ioniq 6’s electrons isn’t disturbed by a harsh ride or clanking undercarriage. Layers of sound-deadening between the floor and the carpet, foam-filled tires, and acoustic windshield glass muffle the outside world, and the ride is equally cocooning. Even out in the country, where Seoul’s smooth highways finally gave way to some patches and speed bumps, the Ioniq 6 was undisturbed. If you need a bit of aural stimulation, there are three settings of zoomy, boomy EV whoosh to accompany your accelerator inputs. Now, we said the Ioniq 6 wasn’t mind-bendingly quick, but that doesn’t mean you can’t drive it fast. With a low center of gravity, the Ioniq 6 is friendly around the turns and planted in the straights. Three levels of regenerative braking can be selected with the steering-wheel paddles. This car is not going to set any racetrack records, but it’s as smooth an experience as its exterior promises. The Ioniq 6 does impress with a different set of numbers, those dealing with range and charging. The big-battery sedan should offer about 320 miles of EPA range, and all trim levels are set up for both 400- and 800-volt charging. A 350-kW charger can take a nearly empty Ioniq from 10 percent to 80 percent in less than 20 minutes, a claim we’ve matched in the Ioniq 5, Kia EV6, and Genesis GV60 with this same battery pack. It also uses the cooling system to prep the battery ahead of time for a quicker and more reliable charge time. An optional adaptor can be fitted in the charge port, allowing the Ioniq 6 to power outside accessories. And small electronics can be plugged into an outlet inside the cabin beneath the rear seat. One of the Ioniq 6’s trademarks, at least at home in Korea, is the side-mirror cameras. The cams feed screens at the turned-in edges of the dashboard. Retraining one’s brain to use them would take longer than a single test drive—not only are the displays inboard of where you’re used to looking, but there’s also a difference in spatial understanding between a reflection and a projection. U.S. buyers needn’t worry about it, though, because we don’t get the high-tech feature here in the States. In cars with traditional mirrors, the winglets at the ends of the dash are half the size. The dashboard’s main 24 inches of screen contain a digital instrument cluster and a center touchscreen. Fronting them is a flat-bottom steering wheel dotted with a line of pixel lights. These light up in different modes, and during voice commands to show the car is listening. They also indicate charging progress to make it easier to gauge through the window. More pixels texture the wireless charging pad at the top of a pass-through console. There’s room for a handbag below and for two phones to charge on the upper level—both of which can be connected through Bluetooth if you want phone calls from one and music or nav from another. The last quirky bit of storage sits in front of the passenger, where the glovebox opens as a slide-out drawer rather than a drop-down door. It looks cool but is less ergonomic for the driver, as well as being hard on a tall passenger’s knees. HyundaiGlovebox aside, both tall and small drivers and passengers will have plenty of room in the Ioniq 6. The front seats offer lots of adjustability and even a reclining position, and they are shaped to give more floor and leg space to the rear passengers. The back seats are padded with a slight bolster, and the flat floor makes it easier to assist youngsters in and out of child seats. Suitcases are less well accommodated, as the trunk is deep but the opening is narrow. Large strollers and rollers may require some angling finesse. As for the frunk, it’s a small compartment just big enough to keep a footlong sandwich warm on the way home. The Ioniq 6 is positioned to compete with the Tesla Model 3; it will go on sale in the U.S. in the first half of next year as a 2023 model. While there is no official word on pricing, we expect it to be slightly more expensive than the Ioniq 5, which starts at $42,745. For buyers focused on performance numbers, the Ioniq 6 may fall short, but it has plenty of driveway appeal, a usable and interesting interior, and a much better ride than the Tesla. For EV commuters, this curveball looks to be a hit. This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More