Car Reviews

The thought came to us as the Corvette Z06 bent obediently into Pitt Race International’s tight uphill Turn 5 at what would be an impossible speed in almost any other car. As the nose swung sharply toward the apex, a wave of g-force rose, the front tires clawed for grip, and the words arrived between heartbeats: This thing feels like a race car. A split second later, the Z06 was hurling itself out of the corner and down the next straightaway in a fast-forward rush, its flat-plane-crank V-8 engine blaring, howling, yawping out a soundtrack equal parts Gatling gun and circular saw. Yep, the Z06 sounds like a race car too. Chevrolet invited us down to Pitt Race to get behind the wheel of its new track-focused model. “Focused” is the operative word here, because the Z06 is still a street car—Chevrolet has Corvette Racing’s C8.R race cars to compete in top-level professional sports-car competition at tracks such as Le Mans and Sebring. So, a road drive was on, as well, a morning-long jaunt on Pennsylvania two-lanes in standard Z06s, along with an afternoon of lapping in Z06s equipped with the Z07 track package, the most aggressive setup that the Corvette engineering team thinks is still streetable. The heart of the new Z06, of course is the all-new LT6, a 670-hp 5.5-liter V-8 codenamed Gemini during development in honor of the astronauts from the 1970s, many of whom drove Corvettes. With a flat-plane crankshaft, double overhead cams, four valves per cylinder, and an 8500-rpm redline it’s unlike any engine that’s ever been in a Corvette. What’s more, it takes the Z06 back to its roots, as it is naturally aspirated like the engines in the previous fifth- and sixth-generation Z06 models. But those cars were powered by pushrod engines with conventional cross-plane cranks. Fire this one up and it settles into a sharp hum that sounds like an IndyCar engine idling at 2000 rpm, though the Z06’s digital tach shows 850. There’s no V-8 burble to it. HIGHS: The 8500-rpm whirlwind behind the seats, race-car-like handling, still comfortably street drivable.Nor is there when you set off, as we found on our road drive. The exhaust note is an insistent presence that fills the car with nervous energy just cruising around town. Ferraris and Lamborghinis do that too, and the Z06 sounds like them but also like its own thing. Thanks to its new multimode exhaust system, each of the car’s drive modes—Weather, Tour, Sport, and Track—has its own exhaust note. And using the MyMode function you can dial up multiple levels of exhaust intensity from near silent in Stealth mode to a brain-scrambling scream—essentially straight pipes—that will have your entire subdivision aware of when you leave for work in the morning. Indeed, the standard Z06 is a car you could drive to the office or just about anywhere three seasons of the year should you so desire. We cruised the local Pennsylvania roads in the convertible version, which has the same structural rigidity as the targa-roofed coupe, though it weighs about 100 pounds more, and its top mechanism hides the engine from view when you pop the rear decklid. It’s obvious from the first mile that the Z06 is a very different animal from the base C8 Stingray. More on the 2023 Corvette Z06The engineers say they reworked the Z06’s chassis as much to make it feel in sync with the angry-sounding, quick-revving LT6 as to sharpen its track-day skill set. It definitely feels like a holistic effort, where the car’s road manners and engine were meant to go together. Spring rates are up by 30 percent over the Corvette Stingray Z51 track-pack model, the suspension bushings are stiffer, and the MagneRide dampers have been retuned to work with the new chassis hardware and the big tires—humongous 345/25ZR-21s in the rear and 275/30ZR-20s in front—which Chevy claims are the widest fronts ever fitted to a mid-engine car. The rear tires are 1.6 inches wider than the Z51’s, and the fronts are 1.2 inches broader; the body is stretched 3.6 inches wider to cover the fat rubber. Thanks to the higher spring rates, both the front and rear anti-roll bars are marginally smaller. You can feel the firmer ride quality within the first hundred yards, and while it won’t smooth the road like a base Corvette with MagneRide dampers, it never becomes brutal either. And if you want to track the standard Z06, the engineers assure us that it’s fully up to the task, just not as up to the task as the Z07-equipped version.View Photos2023 Chevrolet Corvette Z07Marc Urbano|Car and DriverThe $8995 Z07 package, available on either the targa or convertible, ups spring rates another 10 percent, substitutes Michelin’s Pilot Sport Cup 2 R ZP track tires for the standard Z06’s Pilot Sport 4S ZPs, gets recalibrated MagneRide dampers, and adds carbon-ceramic brakes. Brembo brakes are standard on both Z06 versions; the six-piston front calipers pinch 14.6-inch rotors and the four-piston rears clamp 15.0-inchers, but the calipers are different designs to work with the standard model’s steel rotors and the Z07’s larger carbon-ceramics. Going Z07 also requires the aggressive Aero package for another $8495 (or $10,495 in exposed carbon fiber).You can also option any Z06 with the Z07’s max-downforce Aerodynamic package consisting of a big rear wing, a front splitter, belly-pan strakes, an under-nose wing, and dive planes. That setup provides 734 pounds of downforce at 186 mph; the standard Z06’s Aero package delivers 362 pounds at that speed. The killer Z07 setup, the engineers claim, is adding the $9995 carbon-fiber wheels (or $11,995 for exposed carbon fiber), which save a claimed 41 pounds and sharpen the steering response even further. Our testers reported that the Z07 rode with acceptable comfort on the drive to the test track, where they put it and a standard Z06 through our instrumented testing regimen. Upping the horsepower from the Stingray’s 490 to the Z06’s 670 required a host of other mechanical improvements beyond the chassis changes. The transaxle’s case and internals are beefed up, and an additional clutch plate is squeezed into the gearbox; the half-shafts are larger too. To keep the engine cool on even the hottest track days, there’s now a front-center radiator, and the front-outboard radiators were upsized. More powerful fans were fitted to the front radiators, and the enlarged body-side air intakes now each contain an oil cooler, up from the single right-side unit on the Stingray Z51. LOWS: Cup 2R track tires’ disdain for rain, our sudden longing to have one in our garage.Our drive on rural Pennsylvania roads ranged from comfortable to on-the-edge exciting, depending on how we adjusted this highly adjustable car. The ride amps up from compliant to too stiff as you move through the Tour, Sport, and Track modes; the exhaust note rises in its urgency with each drive mode from thrilling to holy crap that’s loud. You can adjust the ride, steering effort, brake effort, and exhaust note independently through the customizable MyMode driving mode. We settled on the settings for the softest ride, Sport-level steering effort and brake feel, and the killer Track-mode exhaust note—until it wore our ears out and we toned it down. It was drizzling intermittently, and the roads didn’t lend themselves to exploiting the standard car’s maximum cornering grip. But when we hit sections of dry pavement, we couldn’t resist dropping down to second gear and nailing the throttle to feel the thrilling rush the LT6 generates as the tach sweeps past 4000 rpm and to revel in the engine’s incredible shout as it rips to its 8500-rpm redline. When weather permitted, we put the top down and soaked up the intoxicating engine note. And to anyone who thinks the low-rpm gut punch of the previous-generation Z06’s supercharged small-block just has to be more exciting, we say: Try revving an LT6 all the way up and then talk to us. Besides sounding otherworldly, the Z06 is also seriously quick: The Z07 coupe we tested jumped to 60 mph in 2.6 seconds and aced the quarter-mile in 10.5 seconds at 131 mph. Its 1.0-second 30-mph time ties it for the quickest rear-drive car we’ve ever tested alongside a couple of track-attack 991-gen Porsches: the GT2 RS and GT3 RS. On the super-sticky rubber, the Z07 clung to the skidpad at 1.16 g’s—short of Chevy’s claim of 1.22 g’s—and stopped from 70 mph in 139 feet. Back at Pitt Race, we continued to fight the weather, getting only a couple of laps in at a time in the Z07-equipped cars before another squall came through. The Corvette team had us back in the pits each time the rains came; the nearly race-slick Cup 2 Rs want to aquaplane at the mere hint of standing water. Once parts of the track were dry, we went out and danced around the damp spots for another couple of laps until the heavens opened again. Even though our time on track was short, the Z07’s uncanny front-end authority—its millimeter-accurate steering, sheer grip, and unflappable ability to dive for apexes without so much as a twitch—gave us the confidence to start probing the car’s limits after only a handful of laps. It helped that longtime Corvette Racing team driver Oliver Gavin—a five-time Le Mans class winner—was leading us around at an impressive clip. Gavin retired from racing in 2021 and has helped the Z06 engineers with some development driving. During a rain break, he confirmed our impressions. “The very first time I drove a prototype Z06 at the Nürburgring, just driving through the pits it was giving me the feeling of my race cars.” And did it feel at all like one of his race cars once he was out on the track? Gavin raised his eyebrows, pursed his lips, and nodded. Of course, the new Z06 isn’t a race car. It has a handsome interior, which you can luxe up with expensive leather—the tan version looks a lot like what’s offered in Ferraris—and carbon-fiber trim, plus a full list of available amenities that can add tens of thousands to the price. But to call the Z06 an American Ferrari is to short its credit. Corvettes have always been influenced by European sports cars and, through the years, have incorporated some of their features and technologies while remaining stubbornly different. View Photos2023 Chevrolet Corvette Z07Marc Urbano|Car and DriverThe Z06 is like that. Sure, it has a high-revving flat-plane-crank V-8 behind the seats just like the Ferrari 458 that the engineering team bought and studied while developing this model—and it has the exotic-car proportions to go with it. But it’s still American in its tremendous value; the Z06’s base price is $109,295, more than 200 grand less than a Ferrari 296GTB. And then there’s the Z07, keenly focused on track-driving fun, which feels like a quintessentially American take on a supercar’s reason for being. The new Z06 has a purity of purpose that brings us closer than ever to feeling what it’s like to drive a race car. And that just might make it the ultimate expression of what a Corvette can be.SpecificationsSpecifications
2023 Chevrolet Corvette Z06 w/Z07Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door targa
PRICE
Base/As Tested: $127,185/$166,205Options: 3LZ equipment group (leather-wrapped interior with microfiber headliner, heated and ventilated GT2 bucket seats, navigation, wireless phone charging), $13,850; visible carbon-fiber wheels, $11,995; carbon-fiber interior trim, $4995; front-axle lift, $2595; visible carbon-fiber targa top, $2495; Bright Red painted calipers, $695; black exhaust tips, $395
ENGINE
DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 333 in3, 5463 cm3Power: 670 hp @ 8400 rpmTorque: 460 lb-ft @ 6300 rpm
TRANSMISSION
8-speed dual-clutch automatic
CHASSIS
Suspension, F/R: control arms/control armsBrakes, F/R: 15.7-in vented, cross-drilled carbon-ceramic disc/15.4-in vented, cross-drilled carbon-ceramic discTires: Michelin Pilot Sport Cup 2 R ZPF: 275/30ZR-20 (97Y) TPCR: 345/25ZR-21 (104Y) TPC
DIMENSIONS
Wheelbase: 107.2 inLength: 185.9 inWidth: 79.7 inHeight: 48.6 inPassenger Volume: 51 ft3Cargo Volume: 13 ft3Curb Weight: 3666 lb
C/D TEST RESULTS
60 mph: 2.6 sec 100 mph: 5.9 sec130 mph: 10.3 sec1/4-Mile: 10.5 sec @ 131 mph150 mph: 15.2 sec170 mph: 24.9 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.1 secTop Gear, 30–50 mph: 2.0 secTop Gear, 50–70 mph: 2.2 secTop Speed (mfr’s claim): 189 mphBraking, 70–0 mph: 139 ftBraking, 100–0 mph: 274 ftRoadholding, 300-ft Skidpad: 1.16 g
C/D FUEL ECONOMY
Observed: 12 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 14/12/19 mpg
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

If, as we’re repeatedly told, electric vehicles become the norm, then how weird should EVs try to be? Right now, they’re still a novelty, so we kind of expect some wackiness in their design or operation, but plenty of drivers coming out of conventional cars probably won’t want to deal with more change than necessary. The Audi Q4 e-tron is an EV for them.Smaller than the mid-size Audi e-tron SUV that has been on offer since 2019, the new Q4 e-tron looks very Audi-esque. Like the larger e-tron and the gas-powered Audi Q5, the Q4 is offered in standard (SUV-shaped) and Sportback body styles. It has the Audi hex-shaped grille aperture, here closed off due to reduced cooling needs. Neat creases are ironed into the sheetmetal, as in other Audis. A light bar connects the taillights—another Audi signature element—and features turn-signal animations. The brand’s matrix LED headlights are on hand, though here they offer a new wrinkle: Drivers can choose among four different light signatures for the daytime running lights.At 180.7 inches long, 73.4 inches wide, and riding on a 108.7-inch wheelbase, the Q4 effectively splits the dimensional difference between the conventionally powered Q3 and Q5 SUVs. Its size almost exactly matches that of its platform-mate, the Volkswagen ID.4.Because the Q4 e-tron shares its platform with the ID.4, the mechanicals are familiar. For the dual-motor, all-wheel-drive variant (the only configuration built during the abbreviated and now-concluded 2022 model year), that means an output of 295 horsepower along with 339 pound-feet of torque. As in the VW, a 77.0-kWh battery pack feeds the powertrain (Audi skips VW’s price-leader 58.0-kWh battery option). For 2023, the Q4 adds a rear-motor, rear-drive entry-level model (for the SUV only, not the Sportback), and its 201 horses also mirror the VW.Q4 e-tron Design and InteriorThe Audi’s exterior design, though, looks nothing like the ID.4’s, and the same is true of the interior. Instead, the Q4 interior picks up themes from other recent Audis. That means a digital instrument cluster is standard, and the central touchscreen (10.1 inches in ’22 models, 11.6 inches in ’23s) is canted toward the driver. An unusual, nearly hex-shaped steering wheel comes with the Black Optic package—as do sport bucket seats and aluminum-look trim. Otherwise, the Q4 gets a real wood inlay perched at the leading edge of the dash. There are some innovations here: The toggle-style shifter is located on a projection that juts out from the dash, and there’s open storage underneath. The door armrests incorporate a slot for those water bottles that everybody carries around. Some choices are questionable, like the four-way flat disc that offers basic audio controls; you trace a finger around its outer edge to (awkwardly and imprecisely) adjust the volume. Swipe-touch controls open and close the sunroof and shade, and more are on the steering wheel, but those also respond to a press of the finger, making them less annoying to operate. The Audi MMI home screen can show three functions at once, and the system typically displays a column of touchpoint shortcuts to main functions along the left-hand side of the display. The optional head-up display adds augmented reality, which means an arrow animation floats in front of the driver when it’s time to make a turn. (That’s exclusive to the Prestige trim and can be switched off.)More on the Q4 e-tronSitting behind the wheel of a Q4, you look out over a large dashtop, as the base of the windshield is far forward, almost like in a minivan. Rear visibility in the Sportback—which is the version we drove—is less compromised than in most SUV “coupes.” There’s just enough rear-seat headroom for a six-foot passenger, and legroom when sitting behind a similar-size driver is more than adequate. Unusually, the Sportback has slightly more cargo volume than the SUV model (at least when measuring per the EPA guidelines): 26 cubic feet behind the rear seats and 54 with them folded, beating the standard model in both cases by 1 cubic foot. Of course, the SUV version will be better able to carry bulky items. The MEB platform doesn’t allow for a frunk, but there is stowage under the rear load floor, which can be set level with the liftgate opening or positioned a few inches lower.Driving the Q4 e-tronThe dual-motor Sportback—mechanically identical to its SUV-shaped counterpart—is quiet underway, its drivetrain emitting none of the spacey whirring noises you sometimes get in an EV. We’re growing accustomed to EVs capable of neck-snapping takeoffs, but that’s not the case here. The Q4 squirts off the line, but as speeds build, its response grows less lively. Floor it for a two-lane pass at 55 mph or so, and it gathers speed slowly. This powertrain is good for a 5.4-second 60-mph sprint in the VW, and we’d expect perhaps 5.3 seconds here. That may not sound particularly lazy, but consider that the dual-motor Hyundai Ioniq5 and the Kia EV6 GT-Line pack 25 more horses and need just 4.5 seconds to hit 60.One-pedal driving, that EV novelty, isn’t offered here, Audi’s philosophy being that most drivers find it hard to do smoothly. Drivers can use the steering-wheel paddles to cycle through four levels of regen: none, 0.06 g, 0.10 g, and 0.15 g, the latter being equivalent to the shifter’s “B” setting. Even in this highest setting, the driver must step on the brake pedal to bring the Q4 to a stop. When in Dynamic mode, your paddle-selected level of regen stays until you change it; in any other drive mode, the paddle-selected level of regen resets to zero as soon as you get back on the accelerator. That seems strange, but Audi claims higher levels of regen are less efficient than letting the car optimize between coasting and regen based on sensors and nav data. Admittedly, the amount of accelerator lift-off regen is largely a concern for EV nerds and not for most drivers, who will be fine with a vehicle that coasts when the accelerator is released, just like their gas car does. But one reason why we preferred the higher level of regen here is because the Q4’s brake-pedal action is not so satisfying. As in the ID.4, there’s lots of pedal travel, making modulation somewhat of a challenge. The suspension of struts up front and a multilink rear setup uses passive dampers, and the tuning is taut. Still, the ride was comfortable and not overly firm, at least on the gentle pavement of greater San Diego, which doesn’t serve up much of a challenge—potholes are anathema to the area’s pleasant, mellow vibe. We wouldn’t go so far as to call the chassis sporty, however, as the Q4 feels hefty when hustled through curves, and the steering while decently weighted also seems artificial—a Mustang Mach-E is a more engaging dance partner. The Q4 is highly maneuverable, however, with the all-wheel-drive version boasting a tight, 37.7-foot turning radius; the RWD variant is even better at 33.5 feet.Q4 e-tron Range and ChargingThe dual-motor, all-wheel-drive Q4 is EPA-rated at 241 miles of range—that’s for the 2022 model year. The 2023 version, which has not yet been blessed by the EPA, should deliver slight revisions: 236 miles for the SUV body style and 242 for the Sportback. That’s not quite as good as the similarly configured EV6 (274 miles) but better than the Volvo XC40 Recharge (223). The Q4’s best range results are from the single-motor 2023 model, which is good for 265 miles. The Koreans get a lot more range from their similar-sized battery, however: 303 miles in the Ioniq 5 and 310 miles in the EV6. Nor is the MEB platform able to accept as high a rate of recharging as the Hyundai/Kia. The Q4 can support DC fast-charging up to 125 kW, which Audi says will take the battery from a 5- to 80-percent charge in 36 minutes. The on-board charger is rated at 11 kW, and the included charge cord comes with pigtails for 240v and 120V outlets. As the VW Group provides major funding for Electrify America (thanks, Dieselgate!), Q4 buyers are gifted 250 kwh of charging on that network.Originally slated to go on sale in late 2021, the 2022 Q4 e-tron was tardy getting here (it didn’t reach dealerships until the end of the summer) and is now about to be replaced by the 2023 model. Other than the arrival of the Q4 e-tron 40 single-motor variant and a slightly larger MMI screen for all Q4s, the 2023 version just sees tweaks to feature content. The S Line appearance package becomes standard on dual-motor models, and navigation is included with the Premium Plus package. With the arrival of the single-motor variant, the 2023 version of the Q4 will start at just $49,995, and dual-motor variants can be optioned into the mid $60,000’s. That overlaps the XC40 Recharge, which is considerably more powerful but has less range. The Tesla Model Y is considerably more expensive but has more range. The Q4 is not that much more costly than its VW sibling, and while the two are mechanically similar, the Audi is more stylish outside and has a superior driver interface inside. It’s not a headline-making EV, but for premium-SUV shoppers ready to make the leap, it may be enough.SpecificationsSpecifications
2022 Audi Q4 e-tronVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICEBase: 50 Premium quattro, $51,095; Sportback 50 Premium quattro, $53,895
POWERTRAINMotors, F/R: induction asynchronous AC/permanent magnet synchronous ACCombined Power: 295 hpCombined Torque: 339 lb-ftBattery Pack: liquid-cooled lithium-ion, 77 kWhOnboard Charger: 11 kWPeak DC Fast-Charge Rate: 125 kWTransmissions, F/R: direct-drive/direct-drive
DIMENSIONSWheelbase: 108.7 inLength: 180.7 inWidth: 73.4 inHeight: 64.0-64.7 inPassenger Volume: 95-97 ftCargo Volume: 25-26 ftCurb Weight (C/D est): 4860-4880 lb
PERFORMANCE (C/D  EST)60 mph: 5.3 sec1/4-Mile: 14.1 secTop Speed: 112 mph
EPA FUEL ECONOMYCombined/City/Highway: 95/100/89 MPGeRange: 241 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

From the October 2022 issue of Car and Driver.Around here we like nothing better than to lean against a dusty wall, squint into the middle distance, and grumble short declarative sentences about pickup trucks. “Some new trucks out,” one of us might say, while spitting casually on the ground. “Sure are,” one or the other grizzled car wranglers would grumble, punctuating the idea by idly kicking away a scorpion. “Some of ’em even electrified, I reckon.” And then, after a minute or two of quiet self-reflection of our regrets, a third tester might say, “We should round up a Toyota Tundra TRD Pro, a Ford F-150 Lariat PowerBoost, and a Ram 1500 Limited eTorque and conduct a rigorous and thorough comparison test of hybridized full-size pickup trucks.” That’s about the time the office manager comes in and tells everyone to go outside, please. Enough with the dust and the spitting and the scorpions! Do we have to do this whole thing every time we plan a truck comparison? Honestly.More on PickupsHey, we like to get in the proper mindset, even when the trucks in question are partially propelled by this newfangled “electricity.” And all three of these bruisers have some form of battery-electric assist bolstering their internal-combustion powerplant. The Tundra augments its 389-hp twin-turbo V-6 with an electric motor that chips in 48 horsepower and 184 pound-feet of torque. The F-150 uses a 400-hp twin-turbo V-6 paired with an electric motor that makes 47 horsepower and 221 pound-feet. A 16-hp motor that twists out 130 pound-feet of torque joins the Ram’s 395-hp V-8. The Ford and the Toyota can roll down the road on electric power alone, while the Ram’s setup is more for torque fill-in and smooth starts. But they all have an engine and a motor, so here we are.This trio reminds us of the joke where a Tundra TRD Pro, an F-150 Lariat, and a Ram 1500 Limited all walk into a bar, and then a month later we get letters complaining that those trims don’t align. Well excuse us, but maybe you’ve heard about supply-chain issues? Yeah, that applies here too. And anyway, they’re all priced around $70,000, and we doubt matchy-matchy trims would’ve changed the results any, so feel free to mail those letters to 123 Go Away Street, care of Cut Us Some Slack.Okay, now that the parameters are clear, let’s talk trucks.3rd Place:2022 Toyota Tundra TRD ProView PhotosPictured here in its most frequent habitat, the Tundra TRD Pro is the most off-road-ready truck of our trio.Marc Urbano|Car and DriverHighs: Major torque, cushy Fox suspension, airy cabin.Lows: No full-time all-wheel-drive mode, hybrid battery kills interior storage, weight negates power advantage.Verdict: One for the Tundra fans.The new Tundra is a quixotic beast. You get the idea that along many points of the product-development decision process, Toyota said, “We’re not going to outsell any of the domestic trucks no matter what we do, so let’s not strain ourselves.” And thus the hybrid system uses a nickel-metal hydride battery instead of a lithium-ion one, and it takes up all the rear under-seat storage. The transfer case doesn’t have a full-time mode, meaning that in normal on-road driving the TRD Pro is rear-wheel drive funneling 583 pound-feet to an open diff beneath an unladen pickup bed—in the rain, a hybrid Tundra might do a one-wheel peel until it runs out of gas. Which, incidentally, it drank at the highest rate of our trio, averaging 16 mpg in our testing. That provided us frequent opportunities to notice that the Tundra still has a gas cap, while the other trucks have capless fillers.The Tundra is nice to drive, the coil-spring rear end feeling composed and the Fox internal-bypass dampers (with remote reservoirs at the rear) helping to smother lumpy pavement. The 437-hp hybrid powertrain delivers easy muscle, with the synthetic V-8 soundtrack combining with the real turbocharger intake hiss to make it sound like you’re driving a Mercedes-AMG GT (from inside the cabin, anyway). But that best-in-test horsepower and torque didn’t correspond to the quickest acceleration, in part because the Tundra, at 6174 pounds, was also the heaviest truck here. Its 5.9-second 60-mph time lagged behind the F-150’s sprint by 0.6 second, and its 14.5-second quarter-mile at 95 mph exactly matches the run we recorded from a nonhybrid Tundra Limited. The hybrid does earn a 1- to 2-mpg EPA combined fuel-economy advantage against its conventionally powered counterpart, so there’s that.Certain facets of the TRD Pro interior aren’t directly comparable to the other trucks—camo-look SofTex upholstery is its own lifestyle choice—but we can make some observations that apply to any Tundra trim. For instance, the available panoramic roof and roll-down rear window give the Tundra the airiest pickup cabin this side of a ragtop Jeep Gladiator. However, neither the 8.0-inch standard center display nor the optional 14.0-inch screen includes a tuning knob, and a fat driveshaft hump bisects the rear floor. Why design a new truck with a driveshaft hump? The Ram and the Ford have flat floors.The previous-generation Tundra, introduced in 2007, was a striver, overengineered compared to its contemporaries. And yet it still never outsold any of the domestic trucks, a fact that likely informed the product planning on this latest one. As one logbook entry put it, “This truck makes me think Toyota has given up on chasing the Detroit Three and is instead focused on pleasing its loyalists.” It’s not a bad truck, the Tundra. But it doesn’t exist in a vacuum.2nd Place:2021 Ford F-150 Lariat PowerBoost 4x4Highs: Quite quick and most efficient, onboard generator, hands-free cruise control.Lows: Shivering structure, leaf-spring rear end, petrochemical-based interior.Verdict: A truck that straddles the future and the past.The F-150 PowerBoost almost feels like a retro-rod. Here we have a hybrid powertrain that puts out 430 horsepower and 570 pound-feet of torque, an aluminum body, hands-free highway driving via Ford’s BlueCruise system, and generator functionality that turns the truck into a portable power station. But when you’re bounding and clomping down a rutted back road, and that leaf-spring rear suspension is dancing with a ditch—just like it would have on your pappy’s truck way back when—the F-150 doesn’t come across as a showcase for innovation. This seems like a traditional pickup that learned some cool tricks rather than some fully realized expression of pickup modernity. “The truck that’s the quickest with the least amount of body control—it’s an exciting combination,” read one logbook note.View PhotosThe Toyota and the Ram stare at the Ford with sales envy. Ford pickups outsell Ram and Toyota pickups combined.Marc Urbano|Car and DriverThe hybridized F-150 does put up some great numbers. There’s the best-in-test 5.3-second 60-mph time and 13.8-second quarter-mile at 101 mph. And it also earned the best observed fuel economy (18 mpg), had the quietest cabin at 70 mph (64 decibels), and notched the highest payload and tow ratings. So why isn’t this the winner?Because of the chassis, for one thing. “Turning off the lane-departure warning system only moderately reduces the shivers coming through the steering wheel,” one tester wrote. Another comment read, “If the Ram 1500 is a ball bearing rolling on steel tracks, the Ford F-150 is a partially unmoored bouncy house on a windy day.” The F-150 is comfortable, to be sure, with the cushiest seats of the group, but its manners are the most resolutely trucklike.Its interior, too, is pleasant enough but sports a whole lot of plastic pretending to be other things. One set of trim inserts with a mottled brown pattern looks halfway torn between a mission to be fake wood or fake metal. The digital instrument panel only has one display option, which was characterized as “big, goofy numbers.” Yes, this is an F-150 Lariat and not a Limited or Platinum or King Ranch model, but it still costs $70,000. The Ford did score points for stashing the hybrid system’s lithium battery under the bed, thereby preserving conventional interior space.Sometimes, when you’re sailing along in EV mode or driving hands-free on the highway with BlueCruise locked in, the F-150 feels futuristic. Then you hit a bump and the spell breaks as the body bounds skyward and the structure shakes and you’re back in 2012. Or 2002.As one tester put it, “F-150s continue to feel like solid everyday trucks that just work.” And this is a particularly desirable pickup, given its fleetness, thrifty fuel economy, and backup-power capability. But it’s not quite the total package. And one other truck is.1st Place:2022 Ram 1500 Limited Crew Cab 4x4View PhotosA luxurious ride, a posh interior, and a pushrod V-8 are a winning pickup combo.Marc Urbano|Car and DriverHighs: Ride and handling from the luxury-SUV class, clever tailgate, unbelievable interior.Lows: Weak-sauce hybrid system, highest price, not quickest.Verdict: Still a peerless pickup.Yes, the slowest and most expensive truck wins. And that should tell you something about how great the Ram 1500 Limited is in just about every other respect. We’d also point out that it’s not slowest or most expensive by huge margins—its 6.4-second run to 60 mph was a half-second behind the Tundra’s, and its $75,710 price was $4915 more than the F-150’s. The Ram is in the same neighborhood in those respects, but when it comes to its interior and driving dynamics, this truck is on its own planet. A Ram 1500 Limited is a luxury SUV that happens to have a pickup bed.And even though it’s not much of a hybrid, the Ram scored the second-best observed fuel economy, 17 mpg, aided by four-wheel air springs that lower it to a road-hugging crouch at freeway speeds. That trick suspension also imbues it with the best ride by far, a serene and stolid glide that takes a Magic Eraser to the neglected depravity that is Michigan pavement. Why doesn’t everyone offer this? The Tundra’s air springs, not available on the TRD Pro, are rear-only, and the F-150 doesn’t offer them at all.While packing the lowest horsepower of the truck trio, the Ram feels like it can walk away from the other two on real-world roads. With that sophisticated suspension and the lowest as-tested curb weight (5824 pounds), the Ram posted 0.78 g in our skidpad test, the best of the bunch. It boasts the biggest brakes and, at 187 feet, the shortest stopping distance from 70 mph. And its power deficit is partially negated by its responsive ZF 8HP transmission, which helped it record a 3.2-second sprint from 30 to 50 mph, besting both competitors. As one logbook comment put it, “Why do other companies waste money developing 10-speed transmissions when the 8HP exists?”But the Ram’s interior is what truly distances it from all other pickups. Most trucks dress their top-end trims with some extra leather and wood and call it a day. The Ram is utterly luxurious everywhere you look. Flip down the center armrest of the back seat and you’ll find that the cover stitching picks up the theme of the grab handles out at the corners—a hidden bit of finery that required a little extra effort to execute. Now extrapolate that fanatical attention to detail to basically everything. Look down and the woven floor mats could have been swiped from a Rolls-Royce. Look up and the headliner is faux suede. One tester climbed into the back and, upon discovering that the heated and ventilated rear seats also recline, blurted, “Come on! Are you kidding me?”The Ram elicits that reaction regularly, and not just because of craftsmanship or fine driving manners. It functions superbly as a truck too. The optional tailgate can hinge down or split and open barn-door style, allowing you to get closer to cargo in the bed. The air springs make hooking up a trailer or loading heavy items that much easier. If you’re heading off-road, this truck has the highest ground clearance. And the Ram doesn’t need to pipe in synthetic V-8 noises, for obvious reasons. To quote the logbook: “Sounds like a truck should. Long live pushrods.”This generation of Ram debuted in 2019 to instant accolades. Three years later, the truck is still on top. And if, at $75,710 as tested, this Ram 1500 Limited seems expensive, consider its bandwidth: It’s a luxury car, a cargo hauler, an off-roader, and a family car. Three years ago, we wondered why nobody else was building a pickup like this. We’re still wondering.SpecificationsSpecifications
2021 Ford F-150 Lariat PowerBoost 4x4Vehicle Type: front-engine, 4-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base/As Tested: $55,825/$70,795
POWERTRAINTwin-turbocharged DOHC 24-valve V-6, 400 hp, 500 lb-ft + AC motor, 47 hp, 221 lb-ft (combined output: 430 hp, 570 lb-ft)
TRANSMISSION
10-speed automatic
CHASSIS
Suspension, F/R: control arms/live axleBrakes, F/R: 13.8-in vented disc/13.8-in vented discTires: Pirelli Scorpion ATR275/60R-20 115T M+S
DIMENSIONS
Wheelbase: 145.4 inLength: 231.7 inWidth: 79.9 inHeight: 77.2 inPassenger Volume: 132 ft3Curb Weight: 5883 lb
C/D TEST RESULTS
60 mph: 5.3 sec100 mph: 13.4 sec1/4-Mile: 13.8 sec @ 101 mphResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.9 secTop Gear, 30–50 mph: 3.5 secTop Gear, 50–70 mph: 3.7 secTop Speed (gov ltd): 107 mphBraking, 70–0 mph: 191 ftRoadholding, 300-ft Skidpad: 0.75 g
C/D FUEL ECONOMY
Observed: 18 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 24/24/24 mpg
–
2022 Ram 1500 Limited Crew Cab 4x4Vehicle Type: front-engine, 4-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base/As Tested: $67,780/$75,710
POWERTRAINPushrod 16-valve V-8, 395 hp, 410 lb-ft + AC motor, 16 hp, 130 lb-ft (combined output: 395 hp, 410 lb-ft)
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: control arms/live axleBrakes, F/R: 14.9-in vented disc/14.8-in vented discTires: Bridgestone Dueler H/L Alenza275/55R-20 113T M+S
DIMENSIONS
Wheelbase: 144.6 inLength: 232.9 inWidth: 82.1 inHeight: 77.6 inPassenger Volume: 132 ft3Curb Weight: 5824 lb
C/D TEST RESULTS
60 mph: 6.4 sec100 mph: 17.0 sec1/4-Mile: 14.9 sec @ 94 mphResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.8 secTop Gear, 30–50 mph: 3.2 secTop Gear, 50–70 mph: 4.6 secTop Speed (gov ltd): 106 mphBraking, 70–0 mph: 187 ftRoadholding, 300-ft Skidpad: 0.78 g
C/D FUEL ECONOMY
Observed: 17 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 19/18/22 mpg
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2022 Toyota Tundra TRD ProVehicle Type: front-engine, 4-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base/As Tested: $69,300/$69,985
POWERTRAINTwin-turbocharged DOHC 24-valve V-6, 389 hp, 479 lb-ft + AC motor, 48 hp, 184 lb-ft (combined output: 437 hp, 583 lb-ft)
TRANSMISSION
10-speed automatic
CHASSIS
Suspension, F/R: control arms/live axleBrakes, F/R: 13.9-in vented disc/13.6-in vented discTires: Falken Wild Peak A/T AT3W285/65R-18 116T M+S
DIMENSIONS
Wheelbase: 145.7 inLength: 233.6 inWidth: 81.6 inHeight: 78.0 inPassenger Volume: 116 ft3Curb Weight: 6174 lb
C/D TEST RESULTS
60 mph: 5.9 sec100 mph: 16.1 sec1/4-Mile: 14.5 sec @ 95 mphResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.5 secTop Gear, 30–50 mph: 3.4 secTop Gear, 50–70 mph: 4.1 secTop Speed (gov ltd): 106 mphBraking, 70–0 mph: 197 ftRoadholding, 300-ft Skidpad: 0.70 g
C/D FUEL ECONOMY
Observed: 16 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 19/18/20 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

The EQS sedan has been a highly significant vehicle for Mercedes-Benz, headlining the company’s burgeoning EQ electric subbrand while pushing the limits of automotive technology, aerodynamics, and luxury. Yet as monumental as that car is, it’s still a car adrift in a sea of SUVs. Which makes the new 2023 EQS SUV an entirely unsurprising development, though one almost certain to have an even greater significance in the marketplace. With base prices ranging from $105,450 to $127,000—the same as the low-roof EQS—the EQS SUV is a sumptuous people mover that operates in near silence. Think of it as an electric GLS-class that’s 3.2 inches shorter overall but with a 3.0-inch-longer wheelbase. The practicalities of SUV use mean that it swaps the lozenge-shaped exterior of its four-door counterpart for a more conventional, upright design that potential buyers should find comfortably familiar. That it also can swallow up to seven occupants via an optional third row of seats won’t hurt. With a drag coefficient of just 0.26, the EQS SUV is sleek for a utility vehicle, which, along with its solid black nosepiece dotted with three-pointed stars, helps it tread the line between traditional and futuristic. From certain angles, its cab-forward proportions and a roof 4.2 inches lower than a GLS’s gives this EQS the vibe of a minivan, albeit with an elegance that Benz’s old R-class never attained. More Mercedes EQ StuffAs the first SUV to be built on the company’s EVO 2 platform—a job that takes place at Mercedes’s plant in Tuscaloosa, Alabama—the EQS SUV rides on the same 126.4-inch wheelbase as the EQS four-door and shares its power units and floor-mounted battery pack, although capacity is up slightly to 108.4 kWh. The standard EQS450+ model has a single motor on its rear axle that’s good for 355 horsepower and 419 pound-feet of torque. An all-wheel-drive 450 4Matic version adds a front-axle motor that ups the combined torque figure to 590 pound-feet without changing the total pony count. Topping the lineup is the dual-motor EQS580 4Matic with its 536 horses and 633 pound-feet. Three trim levels—Premium, Exclusive, and Pinnacle—vary the degree of technology and opulence, but all feel appropriately rich inside. As you’d expect of a larger, heavier vehicle that punches a bigger hole in the atmosphere, the SUV has a shorter estimated range than the EQS four-door: an EPA-rated 305 miles for the 450+ and 285 miles for 4Matic models, compared to 350 and 340 miles, respectively, for the EQS450 and 580 sedans. Those are still decent figures, though, and the EQS580 was one of the few EVs to beat its official estimate in our testing. Such real-world efficiency bodes well for the mechanically similar SUV, but we’ll confirm that when we get one to test. Mercedes says a 240-volt outlet will charge the SUV from 10 to 100 percent in a little over 11 hours, with 10 to 80 percent fill-ups at a DC fast-charger that can output the EQS’s 200-kW maximum taking 31 minutes. Our drive around Denver, Colorado, included both 450+ and 580 4Matic models, the latter being our favorite thanks to its ability to crush its occupants back in their seats in Sport mode (there also are Eco, Comfort, Individual, and Off-Road settings). We expect a 60-mph time of 4.2 seconds, which backs up the 580’s impression of fleetness; the 450 4Matic should be more like 5.5 seconds to 60 mph and the standard 450+ 6.2 seconds. That’s not to say the lesser 4Matic version feels lethargic when merging onto the highway, but its muted thrust simply doesn’t hit as hard, and it tapers off as speeds rise. A more powerful AMG version is not currently planned, but Mercedes says a glitzier Maybach model is in the works. This cushy family transport is at its best when calmly cruising, its standard air springs and adaptive dampers helping it glide down the road with a soothing sense of isolation from the outside world. Its cabin is pleasantly quiet below triple-digit speeds, and its structure felt impressively solid, even when teetering on two wheels on an alpine off-road course (Off-Road mode helps here by raising the air springs about an inch to provide 8.7 inches of ground clearance). Yet whether arcing through curvy mountain passes or navigating tight trails that it likely will never see in the real world, the EQS SUV’s handling ability is bolstered by standard rear-axle steering that can pivot the rear wheels up to 10 degrees, making it feel incredibly agile for its size. Wheel sizes range from 20 to 21 inches. Gentle body lean around corners is ever present, yet feedback from the numb, artificial-feeling steering is not. Like other EQ models, the EQS SUV features several sound profiles that play through speakers inside and outside of the vehicle, with their alternating whooshes and whirs varying from mildly entertaining to annoying. All can be turned off. Sadly, there’s no off switch for the electronic brake pedal that the EQS shares with other electric Mercedes models; it feels soft and mushy in most situations yet will firm up and depress on its own under strong regenerative braking. Mercedes says this is an efficiency-minded feature that also helps to prime the brakes for sudden stops. But we found its inconsistent action less than ideal for driver confidence, particularly when the automatic regen mode otherwise works well. We often settled for a moderate level of regen (selected via the steering-wheel paddles) for greater consistency. There’s plenty of better-executed technology on display inside the EQS SUV, including a slew of active-safety features. Benz’s pillar-to-pillar Hyperscreen infotainment system, which encompasses three displays under a single pane of glass and even allows front-seat passengers to watch videos and play games, is standard on the top EQS580 model (lesser trims initially will only be available with a 12.3-inch digital instrument cluster and a 12.8-inch touchscreen). Though the big screen’s updated driver-configurable homepage and massive map display with augmented reality navigation are helpful when searching for charging stations in unfamiliar areas, the learning curve for the MBUX operating system is steep and the readout’s positioning across the SUV’s high cowl makes for a lot of distracting pixels. Combined with an almost complete reliance on fussy touch-sensitive controls, including on the steering wheel, interacting with the EQS SUV requires practice—and patience. Move rearward and the interior’s poshness extends to the standard power-folding 40/20/40-split second-row seat, which offers five inches of fore/aft travel and generous recline adjustments, though heating elements and rear-seat entertainment are optional (individual captain’s chairs are not offered). Comfort levels are high, adjustable ambient lighting abounds, and the materials and finishes are lovely. Unlike in the EQS four-door, headroom was a nonissue for this five-foot-11 author, and there was enough room to cross our legs with the middle row pushed all the way back. Tap a button on the second-row seatback and it folds and slides forward for access to the optional third row of seats. Anyone beyond their teen years may want to limber up before climbing back there, but once situated they’ll find additional USB outlets, optional butt heaters and climate controls, plus enough space beneath the middle row for their loafers. Legroom varies from decent to crushed knees, depending on how considerate second-row occupants are with their seat adjustments. However, limited headroom from the sloping roofline means taller riders will only be content on short hauls. Cargo space behind the third row is a modest seven cubic feet, but depending on the seating configuration, there’s up to 23 cubes available behind the middle row and up to 74 cubic feet with all the rear seats stowed. While the less expensive gas-burning GLS-class offers greater cargo volumes and can tow significantly more—7700 pounds versus the EV’s 3500—the EQS SUV is far more versatile than its sedan sibling. That its styling is more suburban than science fiction may be an additional draw for some. A tradeoff is that the current limitations of charging on the go will further complicate the family road trips that this utility vehicle was designed for, so plan accordingly when heading to Walley World. But considering how much more Mercedes you get for the same outlay as the four-door, this SUV is the most compelling EQS yet.SpecificationsSpecifications
2023 Mercedes-Benz EQS SUVVehicle Type: mid- or front- and mid-motor, rear- or all-wheel-drive, 5- or 7-passenger, 4-door wagon
PRICE
Base: EQS450+, $105,450; EQS450 4Matic, $108,450; EQS580 4Matic, $127,000
POWERTRAINSMotor/s: permanent-magnet synchronous ACPower: 355 or 536 hp Torque: 419, 590, or 633 lb-ftBattery Pack: liquid-cooled lithium-ion, 108.4 kWhOnboard Charger: 9.6 kWPeak DC Fast-Charge Rate: 200 kWTransmission/s: direct-drive   
DIMENSIONS
Wheelbase: 126.4 inLength: 201.8 inWidth: 77.1 inHeight: 67.6 inCargo Volume: 7–23 ft3Curb Weight (C/D est): 6100–6400 lb
PERFORMANCE (C/D EST)
60 mph: 4.2–6.2 sec100 mph: 13.5–15.5 sec1/4-Mile: 12.5–14.5 secTop Speed: 130 mph   
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 77–84/79–85/74–79 MPGeRange: 285–305 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

From the July 1982 issue of Car and Driver.That beat of the different drummer that sets cadence for the wacky side of life—could it be that Subaru wrote the original score? A look at its corporate record is bound to convince you so. Over the past quarter-century, six Japanese firms have eagerly migrated to America to expand their export horizons, while one company—Subaru—had to be cajoled here (some say exhibiting the Japanese equivalent of kicking and screaming) by the persuasive powers of Malcolm Bricklin. The aforementioned six each established a beachhead on the West Coast, while Subaru opted for: a corporate headquarters across the continent in Pennsauken, New Jersey. The left-bank clique is still just a series of remote outposts for the Japanese parent firms, while Subaru has become an American-managed enterprise with stock offered to the public in over-the­-counter trading.Subaru goes about the business of selling cars just as distinctively. When Datsun, Toyota, et al., zeroed in on the population centers of this vast land to build splashy dealerships, Subaru took a lower-profile rural route. In the late Sixties it wasn’t at all unusual to find a Subaru sign swinging in the breeze in front of the odd country gas station or implement dealer.Subarus were weird beasts back then, with pinched styling, cramped interiors, clattering engines, and front-wheel drive. Of course, this was front-wheel drive before any of the Japanese (including Honda) acknowledged that such a layout was the only right way to build a small car. As a result, Subarus were just a bit too avant-garde to cut it in suburbia. Instead they prowled America’s back yard, building a reputation for bad-weather prowess at ski resorts, on mountain trails, and in farm country. By 1976 four-wheel drive had started filtering into Subaru’s cars—well in advance of AMC’s similar move—and practically overnight they became the best-selling import line in four states (Maine, Idaho, West Virginia, and Alaska).Past Pickups and a Visual History of Subaru in the U.S.As different as the Subaru strategy may sound, it still doesn’t fully explain the BRAT. Is it a car or is it a truck? Will it do a hard day’s work, or is the box in back just a playpen for the kids? And those vestigial gull wings in the roof—could they possibly be Bricklin’s final revenge? Set your dial for full weird, folks; we’re off to the far end of the strange-but-true Subaru spectrum.Strange but more than a little wonderful, as it turns out. The old love-to-­hate-it BRAT is gone, replaced this year with a new and improved version that’s trying its damnedest to be a model four­-wheel-driver. Check the facts: its mini­ Ranchero styling fits the handyperson’s dream; the interior is roomy enough for two six-footers, yet the compact exterior doesn’t hog too much garage space; it drives like a real car on dry pavement but is practically unstoppable off-road; and it will haul a full ton without over­taxing the tires or chassis. All for less than $9000 and more than twenty miles per gallon. Who in the market for a dirt digger could ask for more?You may have noticed here that we’ve neatly skirted the burning question, “What exactly is a BRAT?” The answer to that depends on whom you ask. Subaru says that the name stands for Bi­Drive Recreational All-Terrain Transporter. This, of course, is a smokescreen. The EPA (for emissions-control purposes) considers it a light-duty vehicle (as opposed to a light-duty truck). The DOE (for fuel-economy purposes) calls the BRAT a special-purpose vehicle. U.S. Customs (for tariff purposes) has ruled it’s not a truck, because the cargo bed is too small and it’s littered with plastic seat and carpeting, of all things. The National Highway Traffic Safety Administration calls it a multi­purpose passenger vehicle. Clearly, our federal government is confused by the BRAT, which is probably what Subaru had in mind all along. We, however, know exactly what it is: the BRAT is a truckette. It seats two in comfort, will haul a payload (including passengers) of 2220 to 2245 pounds (depending on the model), and does just fine with bulky items if you’re prepared to amputate the drive-in-movie deck chairs.What makes the BRAT so good this time around is that the front half is essentially a Subaru sedan. This bodywork came to light in 1980 (supposedly after seven years of preparation), generating rave reviews from Subaru fans around the globe. Last year, Subaru doled the (old) BRAT a larger engine and a dual-­range transfer case. For 1982, it all comes together. The bolstered powertrain, the shapely sedan’s front half, and a new cargo bed have all been welded together to make super BRAT.At the core of it all lies a powertrain amazingly Quattro-like: first an engine, then a drive for the front wheels, then a transmission, and lastly a conventional final-drive for the rear wheels. The engine is a 71-horsepower thumper. In layout, it’s a flat four—in other words, a water-cooled Beetle motor. The transaxle offers four forward gears, plus reverse, plus a three-mode selector lever: you can have conventional front-wheel drive or four-wheel drive in your choice of low or high range. One click up on the central L-handled lever engages 4wd high; two clicks put you into granny gear, which multiplies all five transmission ratios by a 1.462 torque-multiplication factor.The result is a delightful combination of low gearing for off-road torque and high gearing for efficient highway cruising. The BRAT is not, however, a full-­time four-wheel-driver like the AMC Eagle and the Audi Quattro. Since its transaxle contains no center differential, the four-wheel-drive mode is not a good idea for dry pavement (high-traction cornering will cause “windup” stresses in the powertrain). This really isn’t a big handicap, however, because the selector system is synchronized so you can change modes quite handily on the fly. Furthermore, having no open center differential means that no matter what traction conditions you encounter, power flows to at least one front and one rear wheel.Our test BRAT worked surprisingly well on the highways and byways of Michigan last winter. It climbed a 32 percent snow-covered grade with ease (in 4wd). It was an absolute demon in a snow-clogged forest. It was most cordial (for a truck) on the day-to-day dry-road work commute.One thing did stop our BRAT in its tracks, however: a combination of excess bravado and insufficient foresight. We set sail across a frozen lake in 4wd, only to bog down in one section of soft, deep snow. This, of course, is the trap that all who venture off road must fall victim to at least once, but we did it without taking advantage of Subaru’s one new claim-to-fame feature: adjustable ground clearance. Normally, the BRAT’s lowest mechanicals clear the pavement by 8.9 inches; this very respectable dimension is due to the fact that the independent suspension at both ends permits the differentials to be mounted well up into the chassis. (A sump guard for the engine is standard equipment.) More amazing is that an extra inch of ground clearance is available at the turn of a wrench. In front, a pair of bolts under each spring seat will raise this truckette by its bootstraps, while in back it’s a matter of adjusting one anchor screw that positions the fixed center portion of the transverse torsion bar. Had we turned screws at the right time, chances are the BRAT would have blasted through the winter with a perfect, never-stuck record.While the BRAT acts sufficiently trucky when it needs to, its long list of thoughtful gadgets and goodies makes it almost carlike. There are sliding glass panels at the back of the cab. A “kick­step,” hidden behind a spring-loaded door just ahead of the left rear tire, amounts to a modern-day stirrup for mounting the two hind saddles. At the front is an extra cyclopian headlamp provided for off-road use, so effectively hidden behind a hinged escutcheon that you’ll need a sales brochure to find it. Subaru’s unique Hill-Holder is a cooperative effort between the clutch linkage and the brake system to keep you from rolling backwards after you’ve stopped on a hill. The instrument panel is a full-­service field of six very effective orange-­on-black instruments, plus a somewhat less useful graphic display that tattle­tales on doors ajar, unfastened seat­belts, and the like. With GL trim ($750 above and beyond the $6863 base BRAT DL), you get a tiltable steering column, an adjustable-lumbar-support driver’s seat, and handy pockets sprinkled hither and yon.The BRAT’s new skylights are an especially neat trick. The roof at first appears to be a T-top, but the lateral edges of the ceiling are intact. Two transparent panels flip up for ventilation, and can be removed altogether if the mood strikes. (The rear wall of the passenger cabin has a pair of stowage straps to prevent damaging the panels while you’re running- alfresco.) If the “Halo Twin Roof” happens not to be your cup of tea, you can buy a conventional ceiling in the base DL. Unfortunately, all BRATs come with mud flaps, a screaming targa stripe, and oversized 4wd branding-iron scars.We experienced no water or wind leakage with the gull-wing roof, no doubt partly because this is really just a pair of aerial holes and not a true T-top. The door glass, however, is a different matter. Subaru has gone for the hard­top look in its quest to build a true mini­Ranchero, so the side windows are frameless. Wind noise starts at 55 mph and intensifies with velocity.Then there’s the box. The plastic chairs strike us as silly, particularly with their ejector-seat grab handles and adjustable headrests. Unfortunately, these eye sores are welded in place. Fortunately, the use of a hot wrench (oxy-acetylene torch) or a hacksaw will cure the problem in a jiffy. The wall-to-wall Ozite is even easier to remove. Once you clear the deck, there’s a 63-by-52-by-17-inch cargo bay rated at roughly a ton, depending on the number of passsengers onboard.Even though the BRAT is a highly versatile device, it makes no attempt to do everything. The simple act of hauling even a medium-sized family, for example, is out of the question. But what the BRAT does, it does well. And more important, Subaru’s truckette always seems happy in its work.It’s a pity you can’t say that about more cars on the road. Let’s face it, the American car/truck market is jammed with model after model that look and act alike. Who knows why they’re here or where they’re going? Subaru BRATs, on the other hand, demand no existential cogitation whatsoever. Their mission in life is clear-cut and distinctive—just the way it should be.CounterpointSteal another look at this BRAT. Cute, fun, a little nutty, but not exactly full of promise for the sporty driving experience, right? We’re not talking about the off-road experience here (which is an absolute blast), no indeed, we’re talking about all the socially acceptable stuff you can go whizzing over in this little devil: the winding roads, the endless Interstates, the favorite run down along the river and through the trees.Nope, taken at the value of its face, the BRAT just shouldn’t amount to much when faced with the potential pleasures of everyday driving. After all, it’s a shrunk­-down four-wheel-drive pickup (or front­-wheel-drive if that’s all you need at the moment). And ask P.J. O’Rourke, when was the last time a pickup drove like a good car? Try the Twelfth of Never. Until Subaru came along and did the job right. The BRAT’s steering is great, its suspension is a thing of joy, and its road manners are unassailably masterful. Almost every subjective message is just deeelightful. Except for the ones from its raspy little engine, which perpetually feels as if it’s got a piece of strip sirloin wedged in its little throat. I keep wanting to do the Heimlich maneuver on it. —Larry GriffinIf you want to show me a good time, show me a good four-wheel-drive truck and a two-track through the woods. Show me a Subaru BRAT. and I’ll get the map.You might find it difficult to justify owning a vehicle as frivolous as a BRAT. Mostly, it’s just a good time, and there’s a lot more to life than that, as our managing editor is wont to remind me.I can at least see the value of the BRAT’s jump seats, having spent more than one weekend bouncing on more than one case of empty beer cans in the back of more than one pickup. Stores don’t refund your deposit if the cans are smashed flat. There’s seven bucks an outing saved already.So it only holds two people in the winter; there’s only me and the old man anyway. The dogs don’t care if the jump seats are filled with snow. And speaking of snow, the BRAT’s front-wheel drive pulls through it so well that most of the time you don’t need the rear differential. That means you’re usually getting the most of its 27-mpg-city rating.And there’s tons to be said about the psychological benefits of a good time… —Jean LindamoodI’ll admit my bias up front: I don’t have much use for four-wheel-drive trucks. If I want abuse, I can find some less expensive and more interesting ways of getting it. Most small four-wheel-drive trucks pound you. They drone. They usually fall all over themselves if you try to drive them like cars.Then there’s the BRAT. I must admit, it has me charmed. It strikes just the right compromise between econobox and trucklet. It doesn’t kill your kidneys. It doesn’t try to go belly-up when you change lanes. Yet its body and agricultural-sounding engine feel bulletproof. It’s civilized, yet not so civilized that you feel bad for treating it rough.As if that weren’t enough, it’s chock­full of useful gear, and it fairly sips gas. Against all this goodness, my defenses crumble. If the BRAT can earn the affection of an avowed truck-hater like me, it should have the weekend brush-basher crowd doing backflips. —Rich CepposSpecificationsSpecifications
1982 Subaru BRAT GLVehicle Type: front-engine, front/four-wheel-drive, 2-passenger, 2-door pickup
PRICE
Base/As Tested: $7613/$8787Options: air-conditioning, $649; AM/FM-stereo radio/cassette, $494; carpeted floor mats, $31
ENGINE
DOHC 16-valve flat-4, aluminum block and headsDisplacement: 109 in3, 1782 cm3Power: 71 hp @ 4400 rpmTorque: 94 lb-ft @ 2400 rpm
TRANSMISSION
4-speed automatic
CHASSIS
Suspension, F/R: strut/live axleBrakes, F/R: 7.2-in disc/7.1-in drumTires: Bridgestone SF RadialP185/70SR-13
DIMENSIONS
Wheelbase: 96.3 inLength: 169.3 inWidth: 64.4 inHeight: 56.9 inPassenger Volume: 45 ft3Curb Weight: 2320 lb
C/D TEST RESULTS
60 mph: 14.3 sec80 mph: 37.1 sec1/4-Mile: 19.4 sec @ 69 mphResults above omit 1-ft rollout of 0.2 sec.Top Gear, 30–50 mph: 11.9 secTop Gear, 50–70 mph: 14.6 secTop Speed: 87 mphBraking, 70–0 mph: 217 ftRoadholding, 300-ft Skidpad: 0.71 g
C/D FUEL ECONOMY
Observed: 23 mpg
EPA FUEL ECONOMYCombined/City/Highway: 31/27/36 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

Faux-off-road SUVs are thick on the ground these days. They usually have copious body cladding and tough-sounding names, but they rarely have the hardware necessary to back up their rugged vibe. Honda is no stranger to this crossover cosplay, with the current TrailSport-badged Passport and Pilot being prime offenders. However, the automaker looks to legitimize the TrailSport moniker with the new fourth-generation Pilot, which will be revealed later this year. To preview its trail-rated prowess, we drove a prototype 2023 Honda Pilot TrailSport on a moderately difficult trail in Colorado.Let’s be clear, the new Pilot TrailSport isn’t intended to climb rock walls, ford deep water, or compete in the Baja 1000. Instead, it’s built to tackle trail systems with a difficulty rating no higher than moderate—terrain Honda says comprises more than half the trails on U.S. public land. To enable this newfound capability, the Pilot TrailSport has a 1.0-inch lift for added ground clearance, all-terrain tires, steel skid plates, and a specially calibrated all-wheel-drive system. Its suspension also includes retuned dampers with different valving, unique spring rates, and thinner front and rear anti-roll bars for improved flexibility. Since the SUV we drove was a pre-production test mule, Honda asked us not to divulge any details about its interior. The camouflaged bodywork also hid its new appearance, but teaser photos of the next-gen Pilot have already exposed its blockier front and rear ends that include a bigger, squarer grille as well as handsome headlights and taillights.Without any details except those pertaining to the TrailSport’s unique capabilities and exclusive equipment, we set off on the Middle Fork Swan River trail just outside of Breckenridge, Colorado. Apart from a brief stint on gravel roads where our speed only rose to about 45 mph, most of our off-road excursion had us traveling 5­ to 15 mph. Obviously, that didn’t give us an opportunity to effectively evaluate the Pilot’s powertrain or handling. We did have the chance to cycle between its various drive modes, relying mostly on Sport and Trail. The former setting delivers higher steering effort and sharper throttle response, whereas the latter lightens the steering and dulls the throttle, making it easier to control the three-row SUV over and around obstacles. We’re also told that Trail mode alters the traction-control system by elevating the wheelspin threshold, and the transmission’s shift logic changes too.More on the Honda PilotWe must admit, the initial portion of the trail had us wondering whether Honda was merely parading us through the woods on a glorified goat path. Then we got to the first obstacle with good-size rocks protruding from a rutted and twisty surface. Rain from the night before made things extra slippery, adding another layer of difficulty. It’s hard to say what would’ve happened to the Pilot if its engine, transmission, and fuel tank weren’t protected by steel skid plates. What we can say is that all the underbody armor was banged and scratched in ways that made us clench our teeth but that never phased the Pilot.A set of Continental TerrainContact A/T tires helps the TrailSport claw its way over obstacles. They’re sized 265/60R-18 (which equates to 30.5 inches tall) and mounted on a set of trim-specific rims with a unique wheel flange and inset spoke design to help protect against damage. Should a tire get punctured, there’s a full-size spare mounted underneath. When the off-road-oriented Pilot’s Trail mode is activated, the new Trail Torque Logic system delivers up to 70 percent of available torque to the rear wheels. Depending on the situation, 75 percent of that torque is sent to the wheel with traction while the other wheel maintains 25 percent of the torque. The TrailSport marks the debut of hill-descent control on the Pilot. It’s adjustable between speeds of 2 and 12 mph and helped us tiptoe down rutted parts of the trail with ease. Another useful feature is the TrailWatch camera system that gives the driver a view of whatever underbody-scraping challenges lie ahead—or anywhere else in the immediate vicinity. In Trail mode, the video feed automatically shows up on the center touchscreen at speeds below 15 mph, and we appreciate the ability to toggle between front, side, and 360-degree views using a button on the tip of the windshield-wiper stalk. The multiple camera views are like having a virtual spotter, although sometimes it still helps to get out and take a look.Had we gotten stuck, the TrailSport is fitted with recovery points rated for twice the vehicle’s Gross Vehicle Weight Rating. While the rear hookup is integrated into the standard trailer hitch, the other is attached to the front skid plate underneath the Pilot’s chin. This makes it harder to access than exposed tow hooks on the front bumper, such as those on the Jeep Grand Cherokee Trailhawk. When asked about this decision, a Honda spokesperson said it’s to preserve the Pilot’s safety ratings.If we learned anything about the upcoming Pilot TrailSport, it’s that it transcends the faux-off-road fad. Sure, it can’t follow a Ford Bronco or a Jeep Wrangler through treacherous terrain, but the Honda has the upgrades to adventure farther off the beaten path than most of its peers. 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

Call us hidebound traditionalists, but we prefer to review cars using impressions harvested while sitting in the driver’s seat rather than those acquired while being chauffeured in the back. That rule is largely going to be broken here with what can be considered a pilot episode of Car and Passenger.Because while there is still joy to be found from behind its leather-and-wood steering wheel, the Bentley Bentayga Extended Wheelbase is all about its rear seats. As its name suggests, Bentley has followed the time-honored expedient of adding grandness via what is effectively a high-class stretch job. That means a 7.1-inch extension between the axles, taking the wheelbase to 125 inches and overall length to a sizable 208.9 inches. The entirety of this elongation has been added to the legroom available to rear-seat occupants. And to help them make the most of it, Bentley has also added the option of a new ultra-adjustable “Airline Seat.” And that name is referring to the kind you’d find in a Gulfstream G5 rather than in the aft end of a 737.Alas, this isn’t one of those natty lie-flat beds from the plusher type of first class. Even an extended-wheelbase Bentayga doesn’t have the room to accommodate one of those without wiping out all luggage space, and the company admits it also would have needed to develop an all-new restraint system to allow a fully recumbent position to meet occupant safety standards. Instead, the Airline Seat reclines up to 40 degrees, and selecting its Relax mode also motors the front passenger seat as far forward and upright as possible, deploying a motorized footrest as it does so.Positional adjustability is comprehensive, but so is the new seat’s climatic adaptability. Many seats are heated and some are ventilated, but the Airline Seat controls these functions by carefully monitoring the temperature and also the humidity of the body that is pressed against it, micro-adjusting thermal inputs to ensure optimal comfort. This function worked so seamlessly that we didn’t notice it doing anything during a long stint in the back, although we did feel entirely comfortable. The intervention of a programmable range of massage and posture-correcting orthopedic programs was more obvious.One thing it lacks—surprisingly, given its name—is an airline-style fold-out table, something that Maybach offers with its ultra-luxe seating in the S-class and the GLS. The rear seat’s position farther back means the beautiful walnut table integrated into the front seatback is too far away to be used for anything rear passengers might want to reach, although it does make a beautiful tablet stand. Despite this omission, the price of the Airline Seat looks like respectable value by the standards of Bentley options. It’s yours for a mere $11,195, although you will also need to spend another quarter mil on the rest of the Bentayga.Motoring in the EWB in beautiful British Columbia gave us the chance to experience it both in downtown Vancouver and on twisty, bumpy mountain roads. Canadian traffic prefers to travel at a gentle pace that suited the EWB well. The elongated Bentayga’s most obvious problem, when compared to lower limousines, is one dictated by physics. Being taller, its center of gravity is higher, so the effect of even gentler cornering forces becomes stronger. The EWB gets Bentley’s 48-volt anti-roll system as standard, but this still allows discernible lean in the softest Comfort driving mode. Aside from that, refinement was outstanding thanks to the combination of the pillowy air springs and generous sound insulation. The Bentayga certainly feels both more hushed and comfortable than the Mulsanne sedan that previously topped the model range, although with a less stately presence.Switching, finally, to the driver’s seat proved that little has been lost dynamically when compared to the regular-size Bentayga. Power comes from the same 4.0-liter twin-turbo V-8 as the standard car, making an identical 542 horsepower and 568 pound-feet of torque. The most obvious difference here is a softer exhaust note, Bentley’s engineers having deliberately hushed this to better suit limo duties. There is still a muted eight-cylinder burble, but one that only raises its voice toward the far reaches of the gas pedal’s long travel.Suitably prodded, the EWB is still mightily quick. We will need to wait to extract our own performance figures, but Bentley claims its 4.5-second zero-to-60-mph time is just 0.1 second slower than the regular Bentayga V8. We expect our 60-mph measurement to be considerably quicker than that, because the Bentayga S we tested reached that mark in 3.5 seconds. Although an official weight figure is not yet available, the company promises that the EWB will be less than 220 pounds heavier. Based on our Bentayga S test measurement of 5439 pounds, that suggests the EWB ought to come in at 5650 pounds. It keeps all of the same dynamic modes of its shorter sibling, with the Sport mode firming up both the dampers and the active anti-roll system and allowing the XXL Bentayga to be hustled at a serious pace for something so grandly proportioned. The biggest mechanical change is the arrival of rear-wheel steering, a first on the Bentayga, and this works to effectively shorten the wheelbase when maneuvering. The EWB’s 38.7-foot turning circle is actually two feet tighter than that of the standard car.Bentley says there are no plans to offer the W-12 engine with the EWB, as that venerable motor is close to retirement. Conversely, company executives admit that the plug-in-hybrid powertrain “would make sense” for such a relaxed car, although nothing is yet confirmed. Buyers who just want extra legroom without the ultra-adaptable seat will be able to specify the standard three-wide rear bench instead, although Bentley says there are no plans to offer the EWB in conjunction with the existing option of three-row seating. That would just be silly. The Bentayga’s wheelbase isn’t the only thing that has gotten bigger. The price has also gone up a couple of notches, with Bentley predicting the EWB’s ask will be around $266,225—a substantial premium over the existing Bentayga V8. Start ticking option boxes and it will be entirely possible to push the final tally beyond the $300,000 mark. Yet Bentley is predicting that up to half of Bentayga buyers will opt for this new variant. Clearly, for them, it won’t be a stretch.SpecificationsSpecifications
2023 Bentley Bentayga EWBVehicle Type: front-engine, all-wheel-drive, 4- or 5-passenger, 4-door wagon
PRICE

Base: First Edition, $266,225
ENGINE

twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 244 in3, 3996 cm3Power: 542 hp @ 6000 rpmTorque: 568 lb-ft @ 2000-4500 rpm
TRANSMISSION

8-speed automatic
DIMENSIONS

Wheelbase: 125.0 inLength: 208.9 inWidth: 78.7 inHeight: 68.5 inPassenger Volume: 118 ft3Cargo Volume: 13-17 ft3Curb Weight (C/D est): 5650 lb
PERFORMANCE (C/D EST)

60 mph: 4.0 sec100 mph: 9.5 sec1/4-Mile: 12.2 secTop Speed: 180 mph
EPA FUEL ECONOMY

Combined/City/Highway: 17/14/21 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

At an indicated 274 km/h (170 mph) on the Autobahn A94 Munich-Passau in the 2023 BMW M4 CSL, we muster the last crumbs of courage and stretch out the right foot all the way. Guess what happens? The thing downshifts into seventh. At a ludicrous 5800 rpm, a token 1400 rpm below the redline—ignoring the danger to the driver’s ancient heart. At 300 km/h sharp (186 mph), it upshifts into eighth again, still accelerating, but now with the digital speed readout increasing by 1 km/h at a time. (It’s 5:30 a.m., and there’s no traffic in sight, so the relative risk is at its lowest.) Theoretically, this ultimate M car is capped at 191 mph. But what looked at first like a barely noticeable kink up ahead in the freeway suddenly felt like A Very Serious Corner. “Never lift”? T-shirts rarely tell the true story, but the rearview mirror always does. And it showed the driver grinning from ear to ear. More on the M4 CSL and it’s ProgenyThe M4 CSL is BMW’s answer to the Porsche 911 GT3 and the upcoming Mercedes-AMG C63 S E-Performance. Like the hardest-core 911s, this BMW is strictly rear-wheel drive, and it shows, especially in the wet with Michelin Cup 2 R tires, which should only be legal in sunshine states, not in Bavaria. Compared to this beast, every other M4 is a kitten. For a start, the CSL is a claimed 190 pounds lighter than the base model. You can feel the weight savings, and you can also hear it. Stripped of its back seat, the rear compartment has mutated into a giant boom box. Some 24 pounds of removed sound-deadening material exacerbate the acoustic assault, with the carbon-fiber roof capping the resonance chamber, and the titanium exhaust designed to raise goosebumps. A whopping 53 pounds were saved by replacing the standard seats with carbon-fiber screw-clamps billed as sports buckets. Upping the pain coefficient of the seats is the lowered and stiffened suspension. The first 20 miles are an I-hate-this-car experience. The 275/35ZR-19 and 285/30ZR-20 tires wriggle along like a quartet of eels. The dampers in Sport Plus are devoted wholly to shock, not absorption. The steering is initially too light to be trusted. And every blip of the throttle strikes your nervous system like lightning. You never relax in the M4 CSL, but the initial angst eventually does recede as curiosity replaces it, followed by the first bouts of let’s call it confidence. In Sport, with tire temperatures at last where they should be, we finally dare to dive into the car’s deep talent pool and snorkel for all the revelations it harbors. Like more cornering grip than a gallon of Loctite and more poise than such a zero-tolerance setup should be allowed to muster.The CSL engine is the ultimate variation of the M division’s 3.0-liter twin-turbo straight-six. Its output is boosted from the base model’s 473 horsepower and 406 pound-feet to 543 horsepower and 479 pound-feet. That’s the good news. The bad news is the money thing. At a starting price of $140,895, one could buy two base M4s for the cost of a CSL with a few options. And BMW has closed the order books even before the first of the 1000 limited-edition models was delivered to a customer. Scarcity alone should make the striped-and-winged lightweight special an instant blue-chip investment—but is it? Although the CSL is exceptionally involving and outright faster than its siblings by some margin, our estimated zero-to-60 time of 3.3 seconds is eclipsed by the comparatively inconspicuous M4 Competition xDrive, which may be down 40 horsepower but has the same torque and hits 60 in 2.8 seconds, all for about $60K less. After just over 200 miles, we had to pit for fuel. The mileage? An OPEC-friendly 12 mpg. But what the hell? It finally stopped raining, and the winding route back to Munich promised a familiar Garden of Eden dotted with twisties and free of radar traps. Time to forget the tame preset M1 program and dial in the devil’s own M2 composition instead. The preferred algorithm looked like this: engine in Sport Plus, gearbox in the S3 quick-shift setting, chassis in Comfort (compliance is control), DSC in MDM (M Dynamic Mode), steering and brakes in Sport. Despite certain NVH conspicuities, the CSL drivetrain epitomizes absolute seamlessness. Hard acceleration brutality beams you through time and space, accompanied by a howling, growling, barely filtered soundtrack. The initially explosive, then increasingly progressive forward thrust has its antidote in the simply stupefying carbon-ceramic brakes. There’s no doubt about it: This car makes your eyes pop out in one take only to flatten the earlobes in the next. It quite simply redefines the Ultimate Driving Machine.SpecificationsSpecifications
2023 BMW M4 CSLVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base: $140,895
ENGINEtwin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2993 cm3Power: 543 hp @ 6250 rpmTorque: 479 lb-ft @ 2750 rpm 
TRANSMISSION8-speed automatic
DIMENSIONS
Wheelbase: 112.5 inLength: 188.7 inWidth: 75.6 inHeight: 54.6 inPassenger Volume (C/D est): 54 ft3Trunk Volume: 12 ft3Curb Weight (C/D est): 3650 lb
PERFORMANCE (C/D EST)
60 mph: 3.3 sec100 mph: 7.3 sec1/4-Mile: 11.2 secTop Speed: 191 mph
EPA FUEL ECONOMY
Combined/City/Highway: 18/16/23 mpg 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