Car Reviews

The 2023 Mitsubishi Outlander PHEV arrives at the end of the year with more power, a higher-capacity battery, and an estimated EV range of up to 38 miles. In the growing class of compact SUVs with engines and plugs, the range of the redesigned plug-in-hybrid Outlander is surpassed only by that of the Toyota RAV4 Prime—and exceeds that of models from Ford, Hyundai, Kia, and Subaru.The 2023 PHEV is the plug-in version of the all-new Outlander that launched last year. That 2022 model was the first Mitsubishi to share significant technology with a Nissan line (in this case the Rogue) following the Renault-Nissan Alliance’s takeover of Mitsubishi in late 2016.The new Outlander PHEV is the second generation of what you may be surprised to learn is the world’s best-selling plug-in-hybrid SUV. The bulk of those sales came in Europe, starting in 2013—the model didn’t go on sale in the U.S. until 2018. Over almost a decade, global sales of the Outlander PHEV now total roughly 300,000. One Engine, Three MotorsThe new PHEV Outlander uses the same powertrain setup as its predecessor: an inline four-cylinder engine that can power the front wheels alone, turn a generator to recharge the battery while a second front motor powers the wheels (as a series hybrid), or power the front wheels along with that e-motor (as a parallel hybrid), depending on which scenario is the most energy efficient. Interestingly, the PHEV version of the Outlander uses an entirely different engine from the standard model’s. The non-hybrid Outlander switched over to a Nissan engine-and-CVT powertrain, but the new PHEV retains the Mitsubishi-designed Atkinson-cycle 2.4-liter four from the previous generation. The two front motor-generators function as a continuously variable automatic transmission, though one powers the wheels while the other acts as a generator to recapture energy on overrun or braking, using it to recharge the battery. To provide all-wheel drive, a third electric motor powers the rear axle, with torque shuffled front to rear as required.The power of the two electric motors that drive its wheels, however, is far higher than in the old model—increasing to a combined 249 horsepower from 174. The total combined power of the engine and motors is 248 horsepower with peak torque of 332 pound-feet. The capacity of the lithium-ion battery pack, mounted below the cabin floor, rises to 20.0 kilowatt-hours from 13.8 previously. That, in turn, boosted range to a projected 38 miles from the outgoing model’s 24 miles.Despite the new larger battery, the onboard charger is still rated at just 3.3 kilowatts, meaning a total recharge from empty will take about 6.5 hours. Unusually for a plug-in hybrid, Mitsubishi fits DC fast-charging on the higher trims—though it uses the old CHAdeMO connector and protocol, found only on Nissan Leafs and a few discontinued Kias. Limited to 50 kilowatts, fast-charging will return the battery to 80 percent capacity in 38 minutes (if you can find a CHAdeMO station). A portable 120-volt charging cord comes standard.Smooth One-Pedal DrivingWe spent roughly an hour and covered more than 25 miles around Ann Arbor, Michigan, in one of several pre-production Outlander PHEVs, of which, we were told, “no two are exactly the same.” Ours had a VIN below 000100, and its badges and labels didn’t reflect final production designs. In electric-only mode with a charged battery, the plug-in Outlander is smooth and adequately fast, especially in the 20-to-50-mph range suburban drivers often use. When we floored it, the engine kicked on to provide maximum power. But a detent in the accelerator travel helps drivers avoid waking the engine.Drivers have a lot of choices: three drive modes (Normal, Eco, or Power) and four traction options (Tarmac, Gravel, Snow, or Mud). Then there are four powertrain settings: Normal (or hybrid), EV (for electric-only driving), Save (to conserve battery range), and Charge (which uses the combustion engine to recharge the battery for later EV use).Finally, there’s the “innovative pedal” button, better known to experienced EV drivers as one-pedal driving. It only slows the car to 5 to 8 mph—drivers must still brake to a complete stop—and idle creep remains. Other than full stops and panic braking, though, we found it possible to accelerate and brake the Outlander PHEV with just the accelerator pedal.A unique feature is consistent deceleration whether the powertrain is delivering hybrid, gasoline only, or fully electric power. That’s to get customers used to the behavior of an electric car, execs said, whether it’s stronger regenerative braking via paddle or the full innovative-pedal one-pedal driving experience. We think that’s smart. Mitsubishi notes that the plug-in-hybrid Outlander uses the latest generation of the Super–All Wheel Control (S-AWC) suspension tuning the late lamented Evo performance sedan made famous. The goal was “strong and smooth acceleration” in electric mode that avoided “FWD feel,” said Mitsubishi’s Kaoru Sawase. It’s provided by a deliberate rear-wheel-drive bias in power delivery (100 kilowatts from the rear electric motor versus only 85 kilowatts at the front). In 20 miles of mostly suburban and highway driving, the Outlander PHEV felt balanced and certainly more powerful than the CVT-equipped conventional version. That’s appropriate, since the plug-in variant slots in at the top of the Outlander lineup, replacing the previous V-6 model.High-End FeaturesAs the top Outlander trim, the plug-in model comes standard as a seven-seater. The third row is useless for adults (we tried) and only for small children on short trips. It does fold flat for cargo space, and the second row slides and reclines. Various optional features on lower-end Outlanders are standard here; one is the 12.3-inch digital instrument cluster. Mitsubishi has large, clear graphics throughout its infotainment screens, and we found them easy to read in all conditions including bright sunlight.As with most new vehicles, there is a long list of advanced driver-assistance systems. DC fast-charging is standard only on the SEL and higher trims.Prices start at $41,190 and top out near $50,000 for a fully loaded version. First deliveries will come in the last week of November with nationwide availability in early December. The field of plug-in-hybrid compact SUVs is becoming more crowded, but Mitsubishi has done a credible job of polishing its latest version to keep it from getting swamped by the competition.SpecificationsSpecifications
2023 Mitsubishi Outlander PHEVVehicle Type: front-engine, front- and rear-motor, all-wheel-drive, 7-passenger, 4-door wagon
PRICE

Base: $41,190
POWERTRAIN

DOHC 16-valve 2.4-liter Atkinson-cycle inline-4, 132 hp, 144 lb-ft + 2 AC drive motors, 114 and 134 hp, 188 and 144 lb-ft (combined output: 248 hp, 332 lb-ft; 20.0-kWh lithium-ion battery pack; 3.3-kW onboard charger)Transmission: continuously variable automatic
DIMENSIONS

Wheelbase: 106.5 inLength: 185.4 inWidth: 73.2 inHeight: 68.7 inPassenger Volume: 120 ft3Cargo Volume: 12 ft3Curb Weight (C/D est): 4300 lb
PERFORMANCE (C/D EST)

60 mph: 8.0 sec1/4-Mile: 15.9 secTop Speed: 105 mph
EPA FUEL ECONOMY

Combined/City/Highway: 26/25/27 mpgCombined Gasoline + Electricity: 64 MPGeEV Range: 38 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

We all know what a coupe is, but some very different cars ride under that broad definition. At one end of the scale is a two-seat hardtop sports car, the sort that puts performance well above practicality. At the other extreme, a coupe is a slightly lower and sleeker alternative to a sedan, one with rear seats and a usable trunk. For this test, our two challengers are drawn from different ends of the spectrum: The sporty Toyota GR Supra in entry-level 2.0-liter form faces off against the much more spacious BMW 230i coupe. For all their obvious differences, they also have much in common. Beneath the surface, the GR Supra sits on BMW’s CLAR platform that also underpins the 2-series. And the Toyota is built alongside the closely related BMW Z4 in Austria. Both the Supra and the 230i use the same BMW turbocharged 2.0-liter four-cylinder engine making outputs of 255 horsepower and 295 pound-feet of torque in both cars. They drive their rear wheels through a ZF eight-speed automatic transmission (sadly, neither is available with a manual box). The most telling difference from a performance perspective is the weight disparity, owing to the BMW’s larger dimensions. The 230i weighs 3554 pounds as tested, 373 pounds heavier than the Supra’s weight.While power figures might look modest compared with the sharp end of this segment, especially as both cars have six-cylinder siblings with nearly 400 horsepower, neither could be accused of being slow. In our testing, the BMW ripped through the 60-mph benchmark in just 5.1 seconds and through the quarter-mile in 13.7 seconds at 101 mph. The lighter Toyota was even quicker, dispatching 60 mph in a searing 4.5 seconds and the quarter-mile in 13.1 seconds at 105 mph. (For reference, the Supra’s 60-mph time is identical to the one we recorded for the 400-hp Nissan Z with its manual gearbox, and the Supra is only 0.1 second slower through the quarter.) BMW 230iHighs: Handsome design, great engine and gearbox integration, practicality of rear seats.Lows: Numb steering disappoints, dynamic options jack up price.Toyota GR Supra 2.0Highs: Punchy performance, great steering feel and response, looks just like the 3.0-liter.Lows: Cramped cockpit, previous-generation BMW switchgear, occasional gearbox hesitation.It was a similar story on the skidpad, where the Supra 2.0 managed to extract a tenacious 1.04 g of lateral acceleration on Michelin Pilot Super Sport tires, beating the BMW’s 0.92 g on Pirelli P Zero PZ4s. The 230i’s result hardly counts as a disgrace but does indicate that the Toyota is built around a keener dynamic mission. Both cars stopped well, with the 230i’s 152-foot stop from 70 mph being just three feet longer than the Supra’s. Yet on-road, the BMW’s subtler qualities soon rose to the fore. Our test car had both the $3250 M Sport package, which brings variable-ratio steering and 19-inch wheels plus a slightly firmer sports suspension, and the $1900 Dynamic Handling package, which adds an electronically controlled limited-slip rear differential. Experiencing the steering undiluted meant turning off the irritating oversensitive lane-departure warning, which seems to really dislike Michigan back roads. With this function de-energized, the 230i’s rack gave sharp, linear responses, although without much in the way of on-center feel. Despite the sports suspension, the BMW’s ride stayed compliant, with the active differential giving both impressive traction and the ability to push the rear axle toward breakaway without any sense of snappiness. The 2-series’ range of dynamic modes also gives the ability to significantly alter the way it feels. While Eco Pro is unlikely to be regularly selected by any driver not staring at a low-fuel warning light, the differences between Comfort, Sport, and Sport Plus are immediately noticeable in terms of throttle response, cabin noise, and transmission shift mapping. This last detail felt particularly well resolved, with Comfort still downshifting quickly and cleanly for passing urge, but with Sport and even Sport Plus not holding onto low ratios for excessively long. More on the 2-series and the SupraUnsurprisingly, the Supra feels much rawer and more direct. The fast-geared steering is richer in feedback than the 230i’s—and yet without unwanted kickback over rougher surfaces. Toyota has done a better job of tuning BMW’s hardware than BMW has. But the powertrain integration feels less good, with both an abrupt top-end accelerator response and less accomplished gearbox programming, with occasional awkward pauses when working out a downshift strategy. The Supra’s purer purpose is also evident in its lack of switchable dynamic functions beyond a Sport mode. The Toyota changes direction with more enthusiasm than the BMW and feels more engaging on a twisty road, but it struggled more with traction in tighter corners, lacking the BMW’s optional electronically controlled differential. This brings us to the most obvious difference that separates these cars: the fact the 2-series coupe comes with 100 percent more seating capacity. Granted, getting into the rear of the passenger compartment requires gymnastic dexterity, and any full-size adult will struggle to fit back there unless the corresponding front seat is moved well forward. But for anybody planning to travel with more than one passenger, the BMW is the clear winner in this pairing. The BMW’s cabin is also more spacious up front, and despite having a higher seating position than the Toyota, it boasts more headroom as well. The 230i’s cabin is also finished in plusher and better-feeling materials, and benefits from BMW’s current generation of switchgear and the iDrive 7 user interface. Our test car also had the Live Cockpit Pro upgrade, which adds a head-up display to the standard digital instrument cluster and the crisply rendered 10-inch touchscreen. Cruising refinement is markedly better than in the Toyota as well. By contrast, the Supra’s cockpit is snug and tight-fitting. And anybody who has traded in a five-year-old BMW will recognize these climate controls and shortcut keys. In terms of functionality, they work fine, as does the smaller 8.8-inch touchscreen that sits in a separate binnacle above the central air vents. But they don’t look as good or feel as upmarket. However, we do prefer the older-style shifter the Supra still uses—it has a more satisfying weight and shape than the less substantial new version in the 230i. Both cars boast an identical 10 cubic feet of trunk space, although the BMW’s luggage compartment easier to access. Both challengers look sensible than their more profligate six-cylinder siblings, and both previously recorded a highly impressive 38 mpg on our highway fuel-economy test. The Toyota will have a greater appeal to those seeking to hide their frugality—beyond inch-smaller wheels, it looks identical to the 3.0-liter GR, but a $44,635 base price makes it more than $8000 cheaper. Our fully loaded 230i test car was optioned to within $600 of the Supra, but its $37,345 base price is significantly lower—and also $12,200 less than the all-wheel-drive-only M240i.If you’re looking for a sports car, the Supra is the definite winner here, and it shades a narrow overall victory. Even in its most basic 2.0-liter form, the Toyota is both fast and thrilling, and while we will fully understand anybody wanting to make the stretch for the bigger engine, the four-pot barely feels like a poor relation. The 230i is less exciting but much more practical, a genuine successor to many of the small, punchy BMW coupes we have loved in the past. Its traditional radiator grille and muscular proportions also make it one of the best-looking BMWs of recent years. Long may that trend continue.SpecificationsSpecifications
2022 Toyota GR Supra 2.0Vehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $44,635/$49,550 Options: Safety and Technology package (8.8-inch touchscreen with navigation, 12-speaker 500-watt JBL premium audio, wireless Apple CarPlay, full-speed adaptive cruise control, blind-spot monitoring, rear-cross-traffic alert with mitigation), $3485; carbon-fiber mirror caps, $925; Nitro Yellow premium paint, $425; carpet cargo mat, $80
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1998 cm3Power: 255 hp @ 5000 rpmTorque: 295 lb-ft @ 1550 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.0-in vented disc/13.0-in vented discTires: Michelin Pilot Super SportF: 255/40ZR-18 (95Y) «R: 275/40ZR-18 (99Y) «
DIMENSIONS
Wheelbase: 97.2 inLength: 172.5 inWidth: 73.0 inHeight: 51.1 inPassenger Volume: 51 ft3Trunk Volume: 10 ft3Curb Weight: 3181 lb
C/D TEST RESULTS
60 mph: 4.5 sec100 mph: 11.9 sec1/4-Mile: 13.1 sec @ 105 mph130 mph: 22.8 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.7 secTop Gear, 30–50 mph: 3.1 secTop Gear, 50–70 mph: 3.4 secTop Speed (C/D est): 155 mphBraking, 70–0 mph: 149 ftBraking, 100–0 mph: 294 ftRoadholding, 300-ft Skidpad: 1.04 g
C/D FUEL ECONOMY
Observed: 27 mpg75-mph Highway Driving: 38 mpg75-mph Highway Range: 520 mi
EPA FUEL ECONOMY
Combined/City/Highway: 28/25/32 mpg
–
2022 BMW 230i CoupeVehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE
Base/As Tested: $37,345/$48,945Options: M Sport package (M steering wheel, variable sport steering, M Sport suspension, aerodynamic kit, Shadowline exterior trim), $3250; Premium package (ambient lighting, adaptive LED headlights, heated steering wheel and front seats, head-up display, Live Cockpit Pro with navigation), $2650; Dynamic Handling package (M Sport differential and brakes, 19-inch wheels with non-run-flat summer tires, 155-mph top-speed limiter), $1900; Oyster Vernasca leather; $1450; Harman/Kardon stereo system, $875; Shadowline package (red brake calipers, M Sport Pro package, M Shadowline lights), $850; Brooklyn Grey metallic paint, $550; lumbar support, $350; passenger’s seat width adjustment delete, –$100; passenger lumbar delete, –$175
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1998 cm3Power: 255 hp @ 5000 rpmTorque: 295 lb-ft @ 1550 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.7-in vented disc/13.6-in vented discTires: Pirelli P Zero PZ4F: 225/40R-19 93Y Extra Load «R: 255/35R-19 96Y Extra Load «
DIMENSIONS
Wheelbase: 107.9 inLength: 179.0 inWidth: 72.4 inHeight: 54.8 inPassenger Volume: 88 ft3Trunk Volume: 10 ft3Curb Weight: 3554 lb
C/D TEST RESULTS
60 mph: 5.1 sec100 mph: 13.4 sec1/4-Mile: 13.7 sec @ 101 mph130 mph: 26.1 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.1 secTop Gear, 30–50 mph: 3.1 secTop Gear, 50–70 mph: 3.8 secTop Speed (mfr’s claim): 155 mphBraking, 70–0 mph: 152 ftBraking, 100–0 mph: 309 ftRoadholding, 300-ft Skidpad: 0.92 g
C/D FUEL ECONOMY
Observed: 28 mpg75-mph Highway Driving: 38 mpg75-mph Highway Range: 520 mi
EPA FUEL ECONOMY
Combined/City/Highway: 29/26/35 mpg
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

The second generation of the Lexus NX, the brand’s compact luxury SUV, doesn’t look a whole lot different than the first, but there are substantive changes beneath the sheetmetal. Nowhere is that truer than with the new NX450h+ plug-in-hybrid variant.The reworked NX exterior isn’t quite the riot of creased sheetmetal that its predecessor’s was, although it still eschews the sleek minimalism of, say, the Volvo XC60. The NX again presents a pinched face to the world, with its double-angled grille and checkmark-shaped running lights.The interior is slightly roomier than before, although small windows diminish that impression. Typical of Lexus, all interior touchpoints, starting with the steering-wheel leather, have a quality feel. Speaking of touchpoints, both the exterior and interior door handles are electronic, popping open with a gentle press (just like a Corvette!); the inside handles also are automatically disabled if a vehicle or cyclist is approaching on that side. Like so many Toyota hybrids, the NX450h+ has a stubby electronic shifter with an unusual double-J shift pattern, although an owner would likely grow accustomed to that oddity.More on Lexus SUVsLexus is finally moving away from its remote touchpad infotainment interface, and the new NX has a touchscreen instead. Grandly sized at 14.0 inches (a 9.8-inch version appears in lesser trims), the display looks great, but despite all that real estate, it can show two functions at once only when smartphone mirroring. Both Android Auto and Apple CarPlay are wireless, and Apple Music and Amazon Music are integrated within the system. Wireless smartphone charging is an option and is paired with digital-key functionality. As is typical, the interface would benefit from a few more physical controls beyond merely a tiny volume knob and two knobs for cabin temperature. And there’s nowhere to rest your hand when trying to hit the correct touchpoints on the large screen (for audio tuning, say, or adjusting the fan speed). Nor are we fans of the steering wheel’s multimode four-way buttons, which have two sets of functions, meaning there’s a 50 percent chance they’re not in the mode you need.HIGHS: Easily outhustles the other NX variants, genuinely useful EV range, 36 mpg overall.The big news with this generation, however, is beneath the surface with that new plug-in-hybrid powertrain, which joins the naturally aspirated base engine, turbocharged uplevel engine, and regular hybrid. All are four-cylinders. With 302 horsepower, the plug-in NX450h+ is the clear alpha dog among its siblings. The powertrain is essentially lifted from the Toyota RAV4 Prime (the two cars share a platform). It uses the same 2.5-liter naturally aspirated four as in the base NX250 and the standard hybrid, the NX350h. (The nonhybrid NX350 has a turbocharged 2.4-liter four.) Electric motors assist the gasoline engine and are the sole motive source for the rear wheels, providing all-wheel-drive capability. An 18.1-kWh lithium-ion battery pack feeds the motors. That substantial battery affords a hefty 37 miles of EV range, per the EPA—or 33 miles on the highway in our testing (same as the RAV4 Prime). The only other plug-in hybrids in this class are the XC60 T8 Recharge, the Lincoln Corsair Grand Touring, and the Audi Q5 55 TFSI e. The Volvo got a larger battery pack for 2022 that upped its range to 35 miles, but the Lincoln is good for only 28 miles and the Audi just 23. Our tester was fitted with the optional 6.6-kW onboard charger, which drops full recharge time from 4.5 to just 2.5 hours using a 240-volt power source. On paper, it’s an $800 option, but Lexus tells us that every NX450h+ sold in the U.S. will be equipped with this worthwhile feature instead of the 3.3-kW equipment standard in other world markets.Even when it’s not running as an electric, the NX450h+ is a gas miser at an EPA-estimated 36 mpg overall. We got 35 mpg in our 75-mph highway fuel-economy test (exactly matching the figure for the regular NX hybrid).Just as with the RAV4 Prime, the NX450h+ easily outhustles its siblings. Whereas the regular NX350h plods to 60 mph in 7.6 seconds, and the turbo-four NX350 takes 6.6 seconds, the NX450h+ needs just 5.6 seconds. (We haven’t tested the base NX250, but that version’s 203 horsepower is the weakest in the group.) The plug-in hybrid similarly stands tall when we look at passing times, zipping from 50 to 70 mph in 3.8 seconds, against 5.0 for the regular hybrid and 4.5 for the NX350. This is also one plug-in hybrid that, when switched into EV mode, doesn’t wake the gas engine when you floor the accelerator. In fact, it’s reasonably perky as an EV when squirting around town, although its 9.4-second time to 60 mph under battery power wouldn’t be considered quick.LOWS: Not materially quicker than rivals’ turbo fours, whopping price premium over other NX models.Look outside the windows of the Lexus dealership, though, and the NX450h+’s muscular image fades a bit. Its 60-mph time, for instance, is just 0.1 second ahead of the 228-hp BMW X1. And the Lexus trails its mainstream-badged cousin, the Toyota RAV4 Prime, which rips to 60 mph in 5.4 seconds. The plug-in-hybrid Audi Q5, which bristles with 362 horsepower, is significantly quicker, storming to 60 in 4.5 seconds. The Lexus easily walks away from the Corsair, however, which needs 7.0 seconds to complete that run.As you might expect, the ride is posh, with some head toss the only aftereffect of an encounter with patchy pavement. Even with the 20-inch wheels that are standard here, the 235/50R-20 tires have generous sidewalls, helping to cushion sharp-edged bumps despite being run-flat tires. Those tires held on to the tune of 0.81 g at the skidpad, but the NX450h+ F Sport has little interest in brisk cornering. Tire squeal sets in early, as does body roll and understeer. This category is hardly rife with fun-to-drive offerings, but the Acura RDX, the BMW X1, or even the Mazda CX-5 are all more engaging than this Lexus.That’s likely not much of a concern for NX shoppers. The bigger issue for them is whether the plug-in hybrid is the right choice. At a starting price of $57,300, the NX450h+ costs $14,600 more than the NX350h and a similar $14,200 more than the nonhybrid NX350. (Add another $1250 if you want the 450h+ F Sport trim found on our test sample.) If fuel economy is the driving concern, better to save that $14K and go with the similarly economical NX350h. For those seeking top performance, the NX450h+ is the best choice, although it may not be sporty enough to satisfy. The buyer who is going to be diligent about plugging in will be the one who really makes the most of the NX450h+, given its long EV driving range. Factor the battery-powered miles into the mix, and fuel economy will exceed the regular hybrid’s, with the far more robust acceleration a nice bonus. As you probably could have guessed, Lexus’s first plug-in only realizes its potential and manages to be a plus if you actually plug it in.SpecificationsSpecifications
2022 Lexus NX450h+ F SportVehicle Type: front-engine, front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $58,550/$64,105Options: Vision package – panoramic view monitor, lane change assist, front cross traffic alert, $1070; triple-beam headlights w/washers and cornering lamps, $850; 6.6-kW on-board charger, $800; illuminated door and cargo sills, $760; Ultra White premium paint, $595; smartphone convenience package – digital key, wireless phone charging, $450; activity mount – receiver for bike mounts, etc. (not for towing), $390; rear and side puddle lamps, $325; carpet cargo mat $110; rear seat universal tablet holder, $110; wheel locks, $95
POWERTRAIN
DOHC 16-valve 2.5-liter Atkinson-cycle inline-4, 181 hp, 165 lb-ft + 3 AC motors, front: 179 hp, 199 lb-ft; rear: 53 hp, 89 lb-ft (combined output: 302 hp; 18.1-kWh lithium-ion battery pack; 6.6-kW onboard charger)Transmission: continuously variable automatic
CHASSIS
Suspension, F/R: struts/multilink Brakes, F/R: 12.9-in vented disc/12.5-in vented discTires: Bridgestone Alenza A/S 02 RFT235/50R-20 100V M+S
DIMENSIONS
Wheelbase: 105.9 inLength: 183.5 inWidth: 73.4 inHeight: 65.8 inPassenger Volume: 92 ft3Cargo Volume: 23 ft3Curb Weight: 4487 lb
C/D TEST RESULTS
60 mph: 5.6 sec1/4-Mile: 14.1 sec @ 99 mph100 mph: 14.4 sec130 mph: 33.9 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.0 secTop Gear, 30–50 mph: 2.9 secTop Gear, 50–70 mph: 3.8 secTop Speed (gov): 130 mphBraking, 70–0 mph: 179 ftRoadholding, 300-ft Skidpad: 0.81 g
C/D FUEL ECONOMY
Observed: 38 MPGe75-mph Highway Driving, EV/Hybrid Mode: 78 MPGe/35 mpg75-mph Highway Range, EV/Hybrid mode: 33/500 mi
EPA FUEL ECONOMY
Combined/City/Highway: 36/38/33 mpgCombined Gasoline + Electricity: 84 MPGeEV Range: 37 mi
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

From the October 2022 issue of Car and Driver.What to do in a long, cold Swedish winter after the glow of winning the 2017 FIA World Touring Car Cup championship has worn off but before the next season starts? Some might dog-sled under the northern lights or plot that year’s Gävle Goat arson, but the Cyan Racing team in Mölndal, Sweden, had a different plan for offseason entertainment: rewriting history. What if the classic Volvo P1800 had the performance to match its design? The folks at Cyan (formerly Polestar Performance before Volvo bought the name) were just the ones to take on the task of making a P1800 as fast as it is pretty. The work took more than three years, but Cyan eventually introduced its finished product amid a pandemic. Now the P1800 Cyan has finally made it to the States. So we took it to our desert proving grounds to get the numbers. Skål!How It’s MadeVolvo built the original P1800 from 1961 through 1973, with few cosmetic changes during its run. Any year of the classic coupe can form the basis of Cyan’s P1800. “Because so little of the original car is used, we can start out with a donor car beyond what would normally be seen as restorable,” says Hans Bååth, Cyan Racing general manager.Cyan strips and sandblasts the donor car, then replaces all exterior body panels with carbon fiber. Only a small portion of the original’s chassis and transmission tunnel remains. Every surface has been lightly tweaked from stock. The whole car looks smoother and lower. The cabin is set back, or rather the wheel wells are moved forward, the hood elongated, and the rear fenders shortened for less overhang and a leaner stance. The final product weighs 2424 pounds (a new P1800S weighed about 2320 pounds), with only 47.8 percent of that mass on its front axle—perfect for drifting in Gothenburg or, as we did, going on a brisk 200-mile journey over the California mountains in search of Swedish pancakes. Step InsideThe optional roll cage is titanium. It’s fairly unobtrusive unless you need to pull the hand brake, which is tucked against the lower bar. Racing buckets look snazzy with a five-point harness but are available with more padding if you enjoy being comfortable.Reflecting the understated design Scandinavia is famous for, the P1800 Cyan’s interior is soft gray felt and black leather. A beautifully modernized gauge cluster appears vintage, and the radio is Bluetooth compatible, so you can cue up ABBA songs. Adelante, AdelanteWith most modern powerplants hidden under plastic covers, one doesn’t expect beauty when popping the hood anymore. This makes the Cyan’s elegantly displayed turbocharged 2.0-liter that much more stunning. Based on the race engine from the Volvo S60 TC1 car, it makes 420 horsepower and 336 pound-feet of torque. An Inconel header tucks neatly below the block, and a low-mass titanium-aluminide turbine wheel spins up quickly on ceramic ball bearings. Peak boost pressure is 24.7 psi. The transmission is a Holinger five-speed, and the slim shifter works with the sweet click of a money-filled briefcase being opened in a backroom.The HandlerThe P1800 body might be classic, but in updating it, Cyan turned to the latest design software to do 3-D modeling and printing. The team also engineered the chassis geometry in-house with the same simulation programs it uses for its winning race cars.Cyan reinforces the unibody with steel and carbon fiber. The adjustable suspension, with unequal-length control arms front and rear, is Cyan’s own design. Custom Öhlins dampers, adjustable for compression and rebound, provide a surprisingly smooth ride. Goodbye, live rear axle; the rear wheels move independently of each other and receive torque through a carbon-fiber driveshaft hooked to a Holinger limited-slip differential packed with Cyan’s custom gearset. Tubular anti-roll bars help the Cyan corner flat (unlike Roger Moore’s white P1800 in The Saint).Electrically assisted rack-and-pinion steering efforts are pinkie-out light. Braking gets no power assist, but AP Racing four-piston calipers all around easily bring the lightweight Swedish steed to a stop. Eighteen-inch forged alloy wheels are wrapped with Pirelli P Zeros, 245/40R-18 front and 265/35R-18 at the rear. The open-spoked design ruins any chance at sleeperdom, but Cyan customizes anything, so you could opt for stock ’64 hubcaps. Money, Money, MoneyA nice unmodified P1800 might run you $20,000 to $60,000. If you want Cyan’s reenvisioned Volvo, you’ll need considerably more—it takes $700,000 to put this Swede thing in your garage. Swede Home CaliforniaThe road to Sweden climbs the Tehachapi Mountains and crosses the dry, golden plains of California’s Central Valley. Just south of Fresno, on Highway 99, a sign painted with a red Dala horse appears before the freeway exit. “Välkommen to Kingsburg,” it says.Established as a rail stop in the late 19th century, Kingsburg developed into a farming town with the state’s largest population of Swedish immigrants by the 1920s. In the 1960s, as freeway expansion sent travelers speeding past small towns, Kingsburg decided to try to capitalize on its heritage by highlighting Swedish architecture and holding themed festivals.This was the perfect destination for a Volvo painted in the colors of the Swedish flag, and the desert and mountain journey was a good test of the P1800 Cyan’s comfort, performance, and air conditioning. The car made the long drive without a hiccup and received a hero’s welcome in town. Even Mayor Laura North showed up in traditional attire to greet us. We ate Swedish pancakes at Kady’s Country Kitchen, and Cyan’s Hans Bååth gave them his seal of approval: “My own grandmother couldn’t do better.”SpecificationsSpecifications
1964 Cyan Volvo P1800Vehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base: $700,000
ENGINE
turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, direct fuel injectionDisplacement: 120 in3, 1969 cm3Power: 420 hpTorque: 336 lb-ft 
TRANSMISSION
5-speed manual
CHASSIS
Suspension, F/R: control arms/control armsBrakes, F/R: 14.3-in vented, cross-drilled disc/13.0 vented, cross-drilled discTires: Pirelli P ZeroF: 245/40R-18 97Y MOR: 265/35R-18 97Y MO
DIMENSIONS
Wheelbase: 96.3 inLength: 165.5 inWidth: 68.8 inHeight: 48.0 inCurb Weight: 2424 lb
PERFORMANCE
60 mph: 4.1 sec100 mph: 10.1 sec1/4-Mile: 12.6 sec @ 113 mph130 mph: 16.2 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.8 secTop Speed (mfr’s claim): 170 mphBraking, 70–0 mph: 192 ftBraking, 100–0 mph: 388 ftRoadholding, 300-ft Skidpad: 0.94 g 
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

Affordable sports cars are a rarity these days. So the redesigned 2022 Subaru BRZ—and its twin, the Toyota GR86—are worth celebrating because they offer a fun-loving demeanor for less than $29,000. And that’s despite a thorough redesign that improved performance and livability; we also celebrated both cars with a 10Best award this year. The Subie‘s price puts it within reach of young drivers who comprise the next generation of driving enthusiasts. We—and Subaru—need those Gen Z buyers on board with cars like this, or these crisp-handling two-door toys are doomed. So perhaps that’s why, like the GR86 and the similarly accessible Mazda MX-5 Miata, the BRZ is offered with an optional six-speed automatic. With a slushbox, these tiny titans of performance can serve as a sort of gateway drug to sports cars. But is the automatic in a BRZ a total buzzkill?HIGHS: Prompt throttle response, playful road manners, comes with driver-assistance tech.While it’s true that the six-speed manual transmission unlocks the BRZ’s maximum performance potential, the six-speed automatic still knows how to have a good time. Throttle response is quick, and torque is plentiful enough to briefly chirp the rear tires, which makes the BRZ feel eager. Shifts are somewhat slow when called up via the steering-wheel paddles, so it’s best to let the gearbox do the work. Punch the throttle and the transmission obliges with a downshift, and the engine sings. More Subie Sports CarsOur base-level Premium test car hit 60 mph in 6.3 seconds and set a quarter-mile time of 14.8 seconds at 97 mph. With the manual transmission, a BRZ Limited we tested managed a 60-mph run of just 5.4 seconds and sailed through the quarter-mile in 13.9 seconds at 101 mph.Unsurprisingly, this BRZ’s performance aligns closely with that of the GR86 automatic, but the two cars weren’t an exact match. The Toyota hit 60 mph 0.2 second ahead of the Subaru and finished the quarter-mile 0.1 second quicker, although it had the same 97-mph trap speed. The Toyota was just one pound shy of the Subaru’s 2863-pound curb weight, so the difference here likely comes down to tires. Both wore summer rubber, but while the Toyota came with a set of Michelin Pilot Sport 4 tires, the Subaru wore Michelin Primacy HPs. On the BRZ, the Sport 4s are relegated to the more expensive Limited model.Braking distances from 70 mph of 167 feet for the Subaru and 153 feet for the Toyota highlight the difference between the Michelins. Cornering grip differed as well, with the Subaru losing grip at 0.89 g on our 300-foot skidpad while the Toyota managed to hang on until 0.95 g. The test results don’t mean there’s a discernible difference between the Subie and the Toyota in road manners, though. The automatic BRZ still delivers a raucous good time on a twisty road, and braking performance is confidence inspiring in its consistency. We’ll concede that without the welcome distraction of manual shifting, we were more aware of the BRZ’s shortcomings. The plasticky and drab interior materials don’t exactly impress given the car’s $30,590 price tag, and the infotainment interface looks and feels state of the art—for 2010. That may not help endear it to digital natives, which is a shame, but perhaps Subaru will remedy that with a larger display and a prettier interface.LOWS: Not as quick as the manual, basic infotainment, standard tires lack grip.One advantage of opting for the automatic is that you get Subaru’s EyeSight driver-assistance bundle, which is not available with the stick shift. The package includes automatic high-beam headlamps, automated emergency braking, lane-departure warning, and adaptive cruise control. It all works fine and is a convenience that will undoubtedly make living with the BRZ a little easier, although these types of driver assists are not high on our priority list when it comes to sports cars. As such, we’d still choose the stick—and we’d also want the upgraded tires that come with the Limited. But it’s nice to know that the automatic retains the BRZ’s fun-to-drive nature even if it saps some performance. Giving the BRZ (and the GR86) the broadest possible appeal hopefully will help both models stick around, and this two-pedal version could provide an on-ramp into our hobby for those next-generation drivers who haven’t learned to row a gearbox for themselves—yet.SpecificationsSpecifications
2022 Subaru BRZ Premium AutomaticVehicle Type: front-engine, rear-wheel-drive, 2+2-passenger, 2-door coupe
PRICE
Base/As Tested: $30,590/$30,590Options: none
ENGINE
DOHC 16-valve flat-4, aluminum block heads, port and direct fuel injectionDisplacement: 146 in3, 2387 cm3Power: 228 hp @ 7000 rpmTorque: 184 lb-ft @ 3700 rpm
TRANSMISSION
6-speed automatic
CHASSIS
Suspension, F/R: struts/multilink Brakes, F/R: 11.6-in vented disc/11.4-in vented disc Tires: Michelin Primacy HP215/45R-17 87W
DIMENSIONS
Wheelbase: 101.4 inLength: 167.9 inWidth: 69.9 inHeight: 51.6 inPassenger Volume: 78 ft3Trunk Volume: 6 ft3Curb Weight: 2863 lb
C/D TEST RESULTS
60 mph: 6.3 sec1/4-Mile: 14.8 sec @ 97 mph100 mph: 15.8 sec130 mph: 30.8 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.5 secTop Gear, 30–50 mph: 3.3 secTop Gear, 50–70 mph: 4.0 secTop Speed (redline ltd): 135 mphBraking, 70–0 mph: 167 ftBraking, 100–0 mph: 349 ftRoadholding, 300-ft Skidpad: 0.89 g
C/D FUEL ECONOMY
Observed: 21 mpg75-mph Highway Driving: 37 mpg75-mph Highway Range: 480 mi
EPA FUEL ECONOMY
Combined/City/Highway: 25/21/30 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

If Land Rover had really wanted to impress us with the agile and capable nature of the redesigned 2023 Range Rover Sport, the automaker would have programmed the navigation to do on purpose what we did by accident. After missing an exit on a roundabout outside Madrid, we ended up deep in a labyrinth of Spanish village streets that got ever more narrow and twisting until we squeezed through an alley and found ourselves blocked by a Mitsubishi with a flat tire. Backing down slippery cobblestones and managing to turn the Sport around in a space barely the width of an Iberian ham highlighted the Range Rover’s rear-wheel steering, multiple camera angles, and air-cushioned ride in a way all the off-road obstacles and sweeping canyon roads earlier in the drive could only hint at. The Range Rover Sport is a big beast, sharing its wheelbase and width with the Range Rover, just a little shorter in length and lighter in price, sporty people apparently having less luggage and less ready cash. Cachet, however, it provides in large doses, with an upright but swept-back profile and clean sides unblemished by gaudy emblems or excessive body lines. Discussing design on SUVs can be a bit like picking tile—it’s a brick, choose a color—and the Sport is indeed brickish, but the jaunty rear spoiler and squared-off exhaust tips balance out the front end’s snootiness with a promise of energetic performance. The most energetic performance comes from the Range Rover Sport P530 First Edition (starting price $122,975), which boasts a 523-hp twin-turbo 4.4-liter V-8 under its tall hood. The P530 growls and rips and grips, although a fair amount of its aural aggression is tuned for the cockpit only. Outside, it’s just a grumble. Quiet it may be, but it’s got plenty of pull, turning steep hills into barely noticeable bumps in the road and accelerating out of corners with serious enthusiasm. Range Rover says it will go from zero to 60 in 4.3 seconds. If anything, the 4.4-liter is too eager initially, with a jumpy throttle and a hard upshift, even in its most keyed-down Comfort mode. The P440e plug-in hybrid and the P400 SE and P360 SE with mild hybrid assist give up two cylinders and some horsepower but are smoother off the line and easier on the wallet. Toward the end of 2023, all models will be available with the optional Stormer Handling Pack that saved us from living the rest of our lives stuck in a Spanish alley, but for the first year, only the P530 First Edition gets those goodies, so we’ll concentrate on the V-8, as is the American way. Land Rover stiffened the frame for this third generation of Range Rover Sport, and no matter which powerplant you choose—including an eventual all-electric setup for 2024—the Sport comes with two-chamber air springs that tauten and soften automatically based on steering input, lateral g-forces, and even navigation information. It knows if you’re coming up on curves or have a long stretch of highway ahead. We never managed to catch it off guard, and it tackled hard turns and gravel roads with minimal lean or jounce. This kind of tech gets bragged about often, without always delivering, but the Range Rover Sport bucks a trend of hard-riding hot-rodded SUVs. We found it quiet and smooth-sailing, even on massive 23-inch wheels. What the P530 gets that the other trims don’t (yet) is the combination of the air suspension with a 48-volt electronic anti-roll system instead of fixed anti-roll bars. It also boasts torque vectoring, an active rear differential, and that helpful all-wheel steering; the Stormer Handling Pack name is a nod to the 2004 Range Stormer concept that was the precursor to the first-generation Range Rover Sport. More on Range RoverWhen it comes to off-road, the Range Rover Sport is both capable and enjoyable—although anyone planning to spend much time in the dirt should skip the matte-white cloth interior that was in our ride. The Sport has several off-road modes accessible through the console dial or on the center screen, and if there’s any complaint about the Sport’s off-pavement performance it’s only that it makes it too easy. What valor is there in straddling a boulder with almost a foot of ground clearance beneath you? Different modes adjust the throttle response and how much wheel slip is allowed. Most of the off-road modes also allow the rear-wheel steering to stay at an angle when the vehicle comes to a stop to allow for easier restarts on hills or soft terrain. In street driving, the rear wheels straighten automatically to keep your Range Rover from looking unkempt when parked. One new off-road driving feature is adaptive off-road cruise control, which allows the driver to set a target speed and then a comfort level. It’s similar to choosing the follow distance in highway adaptive cruise, only instead of how close you want to be to other cars, this tells the system how hard you’re willing to hit the bumps and ditches to maintain your set speed. The need for such a thing seems minimal, but it doesn’t matter because it’s so many steps deep in the menu that nobody will ever remember how to engage it. This is a critique that applies to much of Range Rover’s Pivi Pro user interface. The digital instrument display and the large center touchscreen (which curves to follow the shape of the dash) both use an elegant font and attractive graphics. But everything is at least two clicks in, often via multiple buttons in different locations. For example, adjusting the head-up display requires four selections through the steering-wheel buttons, and once completed, four steps to get out of that menu. By the end of the day, we had given up trying to customize anything and just left everything in the default setting. That’s unfortunate because the rest of the Sport interior is excellent. Both the leather and non-animal interiors are soft and comfy, with an attractive mix of accent materials. We never thought we’d say this, having previously compared forged carbon trim to head cheese, but on the door panels and the console of our P530, it looked amazing, was delightfully unreflective, and seems like it would wear well—unlike the white steering wheel, which is one chocolate donut away from disaster. The front seats are supportive enough for hard driving but as cushioned as a luxury ride should be, and are heated, ventilated, and massaging. The rear seats recline and offer room for full-size riders or child seats. Behind them, there’s 32 cubic feet to fill with groceries, dog crates, or fancy ham. Sensible shoppers will wait a year for the PHEV with the Stormer package; it’s a more subtle machine, and with 434 horsepower and an estimated 50 miles of electric range, it can be a weekday EV as well as a weekend wanderer. For those who need a classy hauler right away—and want to be able to slalom around obstacles with the same ease as driving straight over them—the V-8 First Edition is an alley-escaping action hero.SpecificationsSpecifications
2023 Land Rover Range Rover SportVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: P360 SE, $84,475; P400 SE Dynamic, $91,475; P440e PHEV Autobiography, $105,675; P530 First Edition, $122,975
ENGINES
P360: supercharged, turbocharged, and intercooled DOHC 24-valve 3.0-liter inline-6, 355 hp, 369 lb-ft; P400: supercharged, turbocharged, and intercooled DOHC 24-valve 3.0-liter inline-6, 395 hp, 406 lb-ft; P440e: supercharged, turbocharged, and intercooled DOHC 24-valve 3.0-liter inline-6, 395 hp, 406 lb-ft + AC motor, 141 hp (combined output: 434 hp, 457 lb-ft; 31.8-kWh lithium-ion battery pack; 7.2-kW onboard charger); P530: twin-turbocharged and intercooled DOHC 32-valve 4.4-liter V-8, 523 hp, 553 lb-ft
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 118.0 inLength: 194.7 inWidth: 80.6 inHeight: 71.7 inPassenger Volume: 106 ft3Cargo Volume: 32 ft3Curb Weight (C/D est): 5000-5880 lb
PERFORMANCE (C/D EST)
60 mph: 4.3-5.7 sec100 mph: 10.4-14.9 sec1/4-Mile: 12.6-14.4 secTop Speed: 140-155 mph
EPA FUEL ECONOMY
Combined/City/Highway: 18-22/16-19/21-26 mpgP440e Combined Gasoline + Electricity: 52 MPGeP440e EV Range: 50 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

Honda didn’t need to reinvent the CR-V for 2023, as it is already one of the bestselling compact SUVs in the U.S. and the automaker’s most popular model. For its sixth generation, the CR-V grows slightly, sports a more upright and squared-off front end, and has a modernized cabin with larger touchscreens and higher-quality materials. We traveled to Nashville, Tennessee, to take a spin in this all-new CR-V. Our sample car, a midrange EX-L, came finished in Radiant Red paint and rode on 18-inch wheels that are fitted to much of the range. While not as outwardly bold as the 2023 Kia Sportage or the Hyundai Tucson, the new CR-V cuts a more stylish path through traffic than the outgoing version.Not that there was much traffic to navigate on the meandering country lanes that constituted our test drive around the Nashville Superspeedway, a 1.3-mile tri-oval located 30 miles east of downtown. The racy staging point was an ironic twist, considering the CR-V’s mission is to transport up to five people and plenty of cargo comfortably and economically with stress-free driving dynamics. By the numbers, the 2023 CR-V is 2.7 inches longer, rides on a wheelbase stretched up to 1.6 inches, and has slightly wider front and rear tracks (0.4 to 0.5 inch front and 0.3 to 0.5 inch rear) than the previous model. This pays off with a bit more rear legroom and slightly increased cargo volume with the rear seatbacks folded, now 77 cubes, while the 39 cubic feet behind the second row is the same as before. Thanks to its nearly flat floor and ample glass area, the CR-V’s cabin is a light and airy place to spend your time.Two Familiar EnginesA turbocharged 1.5-liter four-cylinder returns, delivering the same 190 horsepower and 179 pound-feet of torque as before, although peak torque arrives a few hundred rpm sooner. This engine is again coupled to a continuously variable automatic transmission, and the CR-V is available with front- or all-wheel drive. Our EX-L was equipped with all-wheel drive, and the updated system can now send more torque to the rear wheels—up to 50 percent versus a max of 40 percent previously. The CR-V also adds hill-descent control. While the turbocharged 1.5-liter powers the EX and EX-L models, a 2.0-liter four-cylinder coupled with two electric motors is found in the top two trims, Sport Hybrid and Sport Touring Hybrid. It makes 204 horsepower (down from 212 horses previously) and 247 pound-feet. The hybrid variant, however, won’t be available until later this year. EPA estimates are not yet available but shouldn’t stray far from last year’s 30 mpg combined for the front-wheel-drive 1.5-liter and 29 mpg for the AWD version. The AWD hybrid previously was good for 38 mpg overall, but the new Sport Hybrid also is available with front-wheel drive, which should result in a slight increase. (We averaged 30 mpg in our long-term test of a 2021 CR-V Hybrid.)More from HondaPerformance with the standard engine is fine for a vehicle in this segment. The turbo four-cylinder fades into the background and the transmission makes the most of the available power. Acceleration is modest, though the CR-V gets up to speed without you needing to pin the gas pedal to the floor. If you do, the result is simply more engine noise. Our drive loop consisted of well-groomed two-lane roads, though we attempted to flummox the suspension by aiming for any bumps and ruts encountered along the way. To its credit, the CR-V was unflustered and extremely quiet at a steady cruise. Honda stiffened the chassis and reinforced the front and rear suspension, the result being a very smooth ride and steering that’s light and accurate. Unfortunately, the handling doesn’t have the fun-loving nature found in some rivals, most notably the Mazda CX-50. To be fair, driving excitement doesn’t rank high among must-haves for many shoppers in this segment.Upgraded Interior and New FeaturesMore important is the fact that the 2023 CR-V now comes standard with more driver-assist features, including blind-spot monitoring, rear cross-traffic alert, and adaptive cruise control. Also new are a driver-attention monitor and a rear-seat reminder. Buyers may be more likely to appreciate the infotainment system’s clearer menus and quicker response times. Our EX-L tester came with the larger 9.0-inch touchscreen with wireless smartphone connectivity and wireless charging, an upgrade over the base 7.0-inch system, with wired Apple CarPlay and Android Auto, found in the EX and Sport. All models get a digital instrument cluster. Honeycomb-patterned trim that neatly hides the air vents, a sleek design flourish first introduced on the Civic sedan, dresses up the dashboard itself. Improvements to the CR-V are incremental, true, but this practical and value-oriented SUV already ranked among the best in its crowded segment. Honda made a good thing a little bit better with the 2023 CR-V, and that’s probably enough. SpecificationsSpecifications
2023 Honda CR-VVehicle Type: front-engine, front- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE (C/D EST)
EX, $31,000; EX AWD, $32,500; EX-L, $33,500; EX-L AWD, $35,000
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 91 in3, 1498 cm3Power: 190 hp @ 6000 rpmTorque: 179 lb-ft @ 1700 rpm
TRANSMISSION
continuously variable automatic
DIMENSIONS
Wheelbase: 106.3 inLength: 184.8 inWidth: 73.5 inHeight: 66.2–66.5 inPassenger Volume: 104 ft3Cargo Volume: 39 ft3Curb Weight (C/D est): 3500–3650 lb
PERFORMANCE (C/D EST)
60 mph: 7.5–7.7 sec100 mph: 21.1–21.3 sec1/4-Mile: 15.8–16.0 secTop Speed: 124 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 29–30/27–28/32–34 mpgA 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 November 1987 issue of Car and Driver.A lot of good things come in spray cans these days, but prestige isn’t one of them. Prestige still comes the old-fashioned way, borne on waves of public esteem. Ripples of honorable mention aren’t enough; it takes crashing waves of approbation to loft person, place, or thing into the prestigious upper ranks.Consider the car business. Everybody knows the prestigious and near-prestigious brands because—well, you just know. That’s how prestige works. Mercedes has got it, and so does Porsche. Cadillac is slipping. Honda is a comer, despite its low-price stigma. And the oddsmakers are now touting Ford as a long shot.In the ceaseless jostling for a place on the prestige dais, Toyota has yet to find its opening. The company does the hard things of carmaking conspicuously well. Its cars are as reliable as the yen. Their quality is exceptional. Their noise and vibration isolation is excellent. Their controls—particularly the throttle linkages and the shifters—are wonderfully accurate and free of friction. And some Toyota models are certified heroes. When was the last time anything less than bouquets was tossed to Mister Two?Celica Tested and Compared!Yet the tidal waves of prestige still keep their distance from Toyota. What’s an ambitious and talented car company to do?How about building a showcase? A car so far beyond its maker’s earnest reputation that the world finally wakes up and takes notice? A car so seamless in its virtue and heroic in its content that prestige can no longer be denied?How about a few boatloads of exotic Celica All-Trac Turbos to put some juice into the name “Toyota”?This is a pretty wonderful car, this hormone-injected Celica. And we say that with the full realization that one man’s wonderful is another man’s “Hmmm, interesting, but …”The current Celica is a slick rendition of the classic two-plus-two, hatchback-coupe idea. “All-Trac” is Toyota’s American­-market term for four-wheel drive. And “Turbo” in this case denotes a sixteen-­valve four-cylinder with 1998 cc of displacement, all puffed up and intercooled to 190 hp. The result is a horsepowerful four-wheel-driver of modestly extroverted appearance.All of this mechanical excitement has been extruded through Toyota’s unique sense of how a special car should behave. The Celica All-Trac Turbo is comfortable, quiet, and refined—the sort of car you could trade in a BMW for without feeling as if you’d taken a step down.In other words, this is the gentleman’s all-weather interceptor.So…whaddaya think? Does the introduction of this showcase change your appraisal of Toyota?Probably the answer comes down to the gentlemanliness of your car taste. If you think along the lines of responsible transit—say, a better Audi Turbo Quattro for fewer bucks—this is the car. Its price has yet to be announced, but we’re guessing about $20,000 for an All-Trac with a full complement of equipment, including leather upholstery, a power skylight, and anti-lock brakes. When the weather is threatening and you need to get to the other side of Nebraska in the least amount of time, the Celica All-Trac Turbo is the next best thing to wings.Okay, but let’s say your interests run to more (heh-heh) vivid pursuits, like rat racing on Mulholland Drive and pushing your own personal g-sensor into the red zone. The calculator suggests that a 190-hp Celica should be 41 percent more zowie than the 135-hp Celica GT-S, which clicked off a 0-to-60 time of 8.1 seconds in our last test and cleared the quarter-mile in 16.0 seconds at 85 mph. Forty-one percent more than that should grab your full attention and hold it for ransom.But the Celica All-Trac Turbo aims higher than that. Toyota, after all, is a high-minded car company. Why create a mere sprinter when you’re capable of a decathlon champ?Remembering back to the start of the project, Toyota engineers say they weren’t after a car that was simply powerful. Nor did they focus solely on four­-wheel drive. They wanted a powerful car that could put all of its power to the road, yet would not compromise the refinement that Toyota sees as part of its identity.All of this was accomplished in due time—at a cost. The All-Trac Turbo you see in the photos crossed the scale at 3295 pounds, up 592 pounds from the front­-wheel-drive GT-S. An exact weight comparison is tricky, though, because certain GT-S options are standard in the new car. Toyota says the base All-Trac Turbo weighs 532 pounds more than the base GT-S, and there would be little point in splitting the hairs any finer. You get the idea. A lot of bulking up is required of a decathlon contender.All of this weight stems from three sources. Horsepower adds weight. The engine block has been strengthened, for example, and the turbocharger and its plumbing and its air-to-water intercooler all add pounds. Horsepower adds weight to the drivetrain as well. A 190-hp clutch weighs more than a 135-hp clutch.Then there is the four-wheel-drive system. Toyota didn’t cut any corners here. It’s a full-time arrangement, with a center differential. A viscous coupling limits the slip of the front wheels relative to the rears, and the prop shaft through the center of the car consists of three pieces and four U-joints, a design that keeps driveline noise and vibration from disturbing the passengers. Additional isolation has been provided by mounting the rear suspension and differential on a subframe.The third source of weight has to do with Toyota’s view of how a Toyota showcase should behave. It should be a silken wonder: no buzzes from the four-cylinder, no thrums from an excited underbody. So darn near everything in the car was stiffened up a bit. The engine-mount brackets are stiffer, the mounts themselves have been retuned, the floorpan is all new and stiffer, and the front structure is stiffer. It’s the old story: a few pounds here, a few there, and pretty soon you’re making deep tracks.Toyota engineers are philosophical about all this extra weight. They say that refinement inevitably adds pounds, and that there was some hard bargaining between the engineering department and the product-planning department about how refined the All-Trac Turbo should be. They think the compromise, as it was finally hammered out, is the lightest it could be at this level of refinement.The testers on this magazine are less philosophical. Those who place a high value on low mechanical ruckus are impressed. From the feel of the engine, you’d never know it’s a four: there is virtually no vibration to give away the clamorous little secret. The exhaust note—and perhaps the heft and frequency of the power pulses—are the only clues. This is an exotic with charm-school manners. The net effect is rather like a Learjet for the road.Those of us who place a high value on the zowie factor are impressed, too. The All-Trac Turbo betters the Celica GT-S’s 0-to-60 time by 0.8 second and its quarter-­mile performance by 0.4 second and 3 mph. The All-Trac’s top speed is 135, up 13 mph. These aren’t the 41-percent improvements that the calculator predicts, but they’ll do just fine. In the world of gentlemen’s interceptors, this new Toyota is right up there with such luminaries as the BMW 325is.The All-Trac doesn’t always shine so brightly, however. On the skidpad it turns in only 0.74 g, down from 0.82 in the GT-S. And its stopping distance from 70 mph is 202 feet—the longest we’ve ever recorded for a car equipped with anti-lock brakes. Given the weight increase and the fact that the All-Trac wears the same size rubber as the GT-S, such mediocre grip isn’t too surprising.So, again, whaddaya think? Does the performance measure up to the mission? We go back to the idea of prestige, and to the related notion of the gentleman’s all­weather interceptor. Prestige in the automotive sense frequently comes from performance you can’t use. How many Testarossa speedo needles do you think are still waiting to see that last 50 mph of arc on the dial? How many Corvettes are whipped through the twisties at 0.86 g? How many All-Trac Turbos will be required to get to the other side of Nebraska as quickly as possible in inclement weather? Maybe the point of exotics, whether they’re Ferraris or Toyotas, is that you could…you could really do the deed…if you had to. Otherwise, they are simply heartwarming machines for piercing the dullness of Interstate travel.The Celica All-Trac Turbo never fails to be heartwarming. Its interior is little changed from the GT-S, but it seems just right, with white-on-black gauges, slick controls, and a rest for the left foot. Thanks to a multiplicity of seal and steering-column adjustments, one size fits all. The seat cushion tilts. A power button on the console deftly summons lumbar support and fine-tunes the upper side bolster for more or less lateral restraint. With the optional leather, the All-Trac is a first-class compartment for the driver.The All-Trac’s outside appearance is just enough different from the GT-S’s to signal the informed observer without attracting the gawkers. From the bumper line down, the plastic panels take a more streamlined shape. Round fog lights in front and an “All-Trac” decal on the tail are prominent indicators. Few will notice the V rating of the tires.The satisfaction of this car are mostly wired into the driver’s office. It fits so well. Its controls are so slick. There is so little ruckus from below. Yet when you push on the pedal, there is that extravagant surge that eludes the test-track instruments. Moreover, the All-Trac is like a bullet on the road. It has a very sure sense of straight ahead on the Interstate, yet it’s agile in the twisties as well. We didn’t have a chance to try our pre-introduction sample in nasty weather, but it comported itself smartly in the dry at Portland International Raceway. A good four-wheel-driver should go about its business without calling attention to itself, and the All-Trac does exactly that. Its only racetrack clue to four-wheel drive is its lack of throttle steering. This is one of the few cars around in which the right pedal makes you go faster or slower, and nothing else.In conceiving this car, Toyota gave itself one of the toughest assignments in automobiling—the refined performance car—and it succeeded admirably. But will its achievement bring prestige? Not unanimously, we think. “Perfect performance” would be widely appreciated by the go group, and “perfect refinement” is the ideal of the cruisers. But refined performance, by definition, will come up short on both components of the blend.So, if the staffers of this magazine are any indication, the Celica All-Trac Turbo is one of the most controversial cars of this season. Let’s just leave it at this: If you agree with the mission, you’ll delight in the machine. SpecificationsSpecifications
1988 Toyota Celica All-Trac TurboVehicle Type: front-engine, four-wheel-drive, 2+2-passenger, 3-door coupe
PRICEAs Tested: $20,000 (est.)Options: anti-lock brakes, air conditioning, power sunroof, leather seats, sound system with programmed tone control, cruise control
ENGINEturbocharged and intercooled, DOHC 16-valve 4-inline, aluminum block and heads, port fuel injectionDisplacement: 122 in3, 1998 cm3Power: 190 hp @ 6000 rpmTorque: 190 lb-ft @ 3200 rpm
TRANSMISSION5-speed manual
CHASSISBrakes, F/R: 10.0-in vented disc/10.6-in discTires: Dunlop SP Sport D87MF,R: 205/60VR-14
DIMENSIONS
Wheelbase: 99.4 inLength: 171.9 inWidth: 67.3 inHeight: 49.8 inPassenger Volume: 79 ft3Cargo Volume: 16 ft3Curb Weight: 3295 lb
C/D TEST RESULTS
60 mph: 7.3 sec100 mph: 6.7 sec1/4-Mile: 15.6 sec @ 88 mphResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.8 secTop Gear, 30–50 mph: 13.4 secTop Gear, 50–70 mph: 11.4 secTop Speed: 135 mphBraking, 70–0 mph: 202 ftRoadholding, 300-ft Skidpad: 0.74 g 
EPA FUEL ECONOMYCity/Highway: 20/25 mpg (est.)
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