Car Reviews

From the June 1969 Issue of Car and Driver.The test questions have all been asked and it’s time for the Ford Motor Company to hand in its paper. Passing or failing will be determined, as much as anything, by the way the Mustang Boss 302 maintains its dignity on Ford’s handling course, a serpentine stretch of asphalt in the middle of what could pass for one of Dearborn’s golf courses. And right there it is, parked, or rather poised, at the entrance to the track—Ford’s answer to the Z/28. The mood is tense. Matt Donner, principal engineer in charge of Mustang/Cougar ride and handling, waits, anxious to have the Cobra Jet Mach 1 blot removed from the record or at least superseded by something a bit more meritorious. More Mustangs!Two slightly worn crash helmets are produced from the back seat, one for Donner and one for our technical editor, doing nothing, to dilute the battle-to-the-death atmosphere that strengthens as the moment for the shoot-out approaches. The Mustang doesn’t help much either, sitting there like a cocked .357 Magnum ready to do its specialty with no more than a nudge. Donner assumes his battle station behind the wheel. We will judge the first round from the passenger side. Seat belts; click. Shoulder belts; click. Key in the slot, turn . . . and the Boss 302 awakes with undisguised belligerence. Nose out on the track, first gear, second, third and a low anguished moan from the fat Goodyears as the Mustang threads into the first turn. Two necks strain to keep their heavy, helmeted heads balanced on their respective shoulders. Into the next turn, a tight 200-foot radius left hander, tail hung out and the inside front wheels clipping the grass at the apex. Left turn, right turn, lap after lap at exhilarating speeds—Donner is submitting his homework in a most convincing fashion.Our turn. Easy at first, remembering the beak-heavy Mach 1 that plowed straight on with its front tires smoking if you tried to hurry. But the Boss 302 is another kind of Mustang. It simply drives around the turns with a kind of detachment never before experienced in a street car wearing Ford emblems. Faster and faster, but its composure never slips. Adjust the line with the steering wheel or with the throttle or both. Hang the tail way out with a quick flick of the wheel and a legful of gas. Do whatever you like and the car complies with the accuracy of your shadow. Very simply, the Boss 302 is unshakable. Maneuvers that had been highly unsettling in previous Mustangs have a recreational air about them in the Boss 302. The car understeers, but not much—it has just exactly the right balance to allow you to drive instead of plow through a turn. The steering responds to corrections right up until you chicken out, and the car’s attitude in a turn is extraordinarily sensitive to power. This is not to say that you spin out if you dip too deeply into the gas, but rather that you can order up and sustain any drift angle you like. Even better, the handling characteristics remain the same whether you’re cornering at six- or nine-tenths of the car’s ability. Without a doubt the Boss 302 is the best handling Ford ever to come out of Dearborn and may just be the new standard by which everything from Detroit must be judged.BENYAS-KAUFMANWhile we’re all reeling from this unexpected development perhaps we should retrace our steps back to the beginning and examine Ford’s motives for such an advancement. You see, there is this thing called the youth market which appears to have an insatiable appetite for wildly trimmed performance cars and can summon up the cash, or at least the monthly payments, to indulge itself. Chevrolet has always been particularly sensitive to these youthful demands.When Ford discovered that Chevy sold 7,000 Z/28 Camaros in 1968, and the marketing demographers predicted that up to 20,000 might be sold in 1969, there was no choice but hoist the bugle and blow the charge. Not only was Chevrolet selling cars to customers who might have bought an equivalent Mustang if it was available, but Chevy was also achieving a fantastic reputation every time the David-like Z/28 dusted off somebody’s, and maybe one of Ford’s, Goliaths. It’s not that Chevrolet had created a particularly conspicuous automobile, but the Z/28’s combination of endearing mechanical presence and sparkling performance had made it the car for those in the know. Ford needed the Boss 302 for one other reason. The SCCA says that for any trick part to be legal in the Trans-Am it has to appear on at least 1000 street cars. That means that spoilers or aerodynamic im­provements of any sort, and high perform­ance engine parts like blocks and cylinder heads, will have to be at least limited pro­duction items. Building just a handful of parts like last year’s 302 tunnel-ports is definitely verboten. So, since Ford has to build at least 1000 of these pseudo-racers if it wants to play in the Trans-Am, it might just as well make them visible and attempt to chock the wheels of the fast selling Z/28.Car and DriverThose are the reasons, but in Detroit’s war of model proliferation to compete with, and get ahead of, everybody else’s model proliferation, Ford has treated itself to a healthy escalation. The Boss 302 is a bell of an enthusiast’s car. It’s what the Shelby GT 350s and 500s should have been but weren’t. Ford stylists have done an ad­mirable job in creating a visual perform­ance image for the Mustang variants this year and the Boss 302 is no exception. It’s clearly a Mustang but distinctly unique at the same time.Matte black paint applied to the hood, rear deck and around the headlights is a standard part of the package, as is the tape “C” stripe with the Boss 302 insert on the side of the body. Since the shovel-shaped spoiler under the front bumper works, at least on the race track, it is standard equip­ment, too, because Ford wants to make sure 1000 of them are sold before the first race. Something the less astute might not notice is that the scoop just below the rear quarter window has been filled in. As Jacque Passino said, “The purist car people expect scoops to scoop something, and since that one didn’t it had to go.” The real visual sauce—the venetian blind “sport slats” on the back window and the adjustable wing on the rear deck-is optional. The slats are actually a one-piece arrangement, hinged at the top and latched at the bottom, so it can be tilted up before washing the rear window.Styling is only a fraction of the Boss 302’s story. The engine, since it is the basis for the Trans-Am racer, has not been neg­lected. Every spring it’s time for the an­nual changing of the cylinder heads in Ford’s performance department. Last year’s tunnel-port racing setup is being replaced by a brand new design which has canted valves much like Ford’s street 429 and Chevrolet’s 396-427. Tunnel-ports are out but big valves are in. The intake valves, with a diameter of 2.23 inches, are only 0.02 smaller than those in a Chrysler 426 Hemi. Ports, too, are generous in size. The new heads are intended for racing as well as street use and will fit the 302 and 351 V-8s as well as all the 289s currently run­ning around on the street. Other 1969 fea­tures include new pistons to conform to the new combustion chamber shape and 4-bolt main bearing caps for bottom end strength. An aluminum high rise intake manifold with a 780 cubic-feet-per-minute Holley 4-bbl. tops off the package. Ford rates the output at 290 hp (same as the Z/28) @ 5800 rpm, and no one will dispute that it makes at least that much. Standard with the engine is a wide ratio (2.78 first gear) transmission and a 3.50 axle, which strikes us as an ideal compromise for both low speed acceleration and comfortable expressway cruising.New engine notwithstanding, it’s the Boss 302’s handling that makes the car outstand­ing and it was accomplished with relatively few changes. Most visible is the tires—Goodyear F60-15 polyglas balloons that put more than eight inches of rubber on the road-mounted on 7-inch wide wheels. The tires are so wide that special front and rear fenders, with revised wheel openings and reshaped rear wheel houses, had to be de­signed for the Boss 302. To clear the front suspension also required that the wheels be offset farther toward the outside of the car which, in turn, required new front spindles with larger wheel bearings. Fat tires have to really grip the pavement to be worth that much trouble—these do.Benyas-Kaufman|Car and DriverThe Mustang’s new-found handling abil­ity demanded a greater revision of the engi­neering department’s philosophy than it did of suspension parts. Kicking the under­steering habit is no easier than giving up the weed or peyote nuts and Ford is to be commended on its rehabilitation. One thing was in its favor from the very start and that is weight distribution—55.7% on the Boss 302’s front wheels compared to 59.3% for the 428 Mach I. But there is more yet. Front springs and anti-sway bar are softer on the Boss while the rear leaf springs are stiffer—all of which tends to reduce understeer. Shock absorbers and the suspension geometry is carried over with no modifications.Whether you order manual or power steering, the gear ratio is the same, at 16-to­-one. The test car, with its manual steering, never could be accused of a Jack of road feel when we were flailing. Unfortunately, in this crowded world, you can’t flail much and still keep a good grip on your driver’s license, and power steering is far better suited to routine traffic situations. We’ve driven far worse manual steering cars but parking the Boss 302 is still equal to about six push-ups.The Boss 302 we drove is an engineering prototype and the only one in existence at press time. In fact, it had been in Ford’s wind tunnel to check the effect of the rear spoiler just before our session at the test track. Normally we avoid doing a full road test on a prototype because it might not be typical of a production car, but in this case the weatherman didn’t even give us a chance. The rain started between the handling course and Detroit Dragway, where the acceleration and braking parts of the test were to be conducted, and didn’t stop for the rest of the day. For that reason the performance data on the specification page has been calculated from information supplied by Ford’s engineering department—definitely not our normal procedure but better than nothing. We do have some very distinct driving impressions other than those on the handling course however, which should be passed along. Ride quality is toward the stiff side, particularly in the rear which crashes with vengeance over big irregularities in the road. Still, considering the handling, it’s a good trade out.Benyas-Kaufman|Car and DriverWhen you speak of engines in this class of car the Z/28, with its nervous and jerky deportment and ultra-quick response in the 12-cylinder, dohc, Italian fashion, is the standard of comparison. The Boss 302 has a temperament completely unlike its com­petitor. It idles smoothly and quietly with almost no mechanical noise and has average response, neither quick nor slow. It could easily find a home in a Falcon and no one would be the wiser, at least until the Hol­ley’s secondaries snapped open. Ford claims that its new little motor actually makes more power than the Z/28 but, subjectively, the car doesn’t feel quite as fast. Certainly it doesn’t have the slightly tamed racing car personality which has won the Z/28 throngs of friends. Ford engineers even volunteered that the Boss can be readily launched in second gear and they’re right—for what­ever that’s worth in your racer replica.Roaring around Ford’s test track and splashing through Detroit from suburb to suburb has made believers out of us. If the production cars are anywhere near as good as the prototype, the Boss 302 is easily the best Mustang yet, and that includes all of the Shelbys and Mach ls. After receiving no recognition other than gold stars for attendance in our road tests for the last several years Ford has learned its lessons well. The Boss 302 Mustang earned itself an A for this semester.Specifications

SPECIFICATIONS1069 Ford Mustang Boss 302Vehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupeDisplacement: 302 in3Power: 290 hp @ 5800 rpmTorque: 290 lb-ft @ 4300 rpmPRICE AS TESTED$3958.43TRANSMISSION4-speed manualDIMENSIONSWheelbase: 108.0 inLength: 187.4 inWidth: 71.3 in Height: 49.2 inCurb weight: 3387 lbC/D TEST RESULTS Zero to 60 mph: 6.0 sec*Zero to 100 mph: 15.2 sec*Standing ¼-mile: 14.57 sec @ 97.57 mph*Speed time data calculated from information supplied by the Ford Motor Company
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In lacking a grossly oversized rear wing, Toyota’s new GR Corolla almost looks reserved at first glance. But keen eyes partial to small and fun driver’s cars will quickly peg it as no ordinary Corolla—far from it. With flared nostrils, a tornado of an inline-three, and bulging fenders that make it 2.3 inches wider than its lesser kin, this hot hatchback is the clearest manifestation yet of Toyota president Akio Toyoda’s vision to inject more excitement into his company’s products.Developed by Toyota’s performance and motorsports arm, Gazoo Racing, and built in a dedicated area of the company’s factory in Motomachi, Japan, the GR Corolla is a rally-car-inspired thoroughbred that in top-range Morizo spec even bares the Toyota boss’s nickname. Drop into the familiar Corolla interior and you’ll find soft, enveloping sport seats and a satisfyingly precise short-throw shifter for the six-speed manual, the only transmission offered. The configurable 12.3-inch gauge display eschews zany animations for easy readability, with the gear-selection indicator taking center stage. The pedals are spaced a bit far apart for easy heel-and-toeing, but the auto rev-matching feature (which can be turned off) works better than most Nikes will.The GR awakens with a dull blat that is reminiscent of a four-cylinder. Only under load does the triple-exit exhaust emit the angry, offbeat thrum of a turbocharged 1.6-liter inline-three huffing a massive 25.2 psi of boost in standard tune. Horsepower is an even 300 at 6500 rpm—a big 185.4 ponies per liter—and torque tops out at 273 pound-feet in most versions. Not much happens below 3000 rpm. But the close-ratio gearbox keeps the engine in the middle of its rev range, where it hits hardest. With the three-cylinder at maximum snarl and the turbo chirping and whooshing loudly with every upshift, the 7000-rpm redline comes quickly. Estimated mid-four-second runs to 60 mph put the GR in the hunt with the best of the sport-compact segment.More on the GR CorollaBut this car is about more than generating speed—it goads its pilot to orchestrate it. The standard GR-Four all-wheel-drive system can vary its front/rear torque split from 60/40 to 30/70 percent at the driver’s command, though the Track mode’s 50/50 split was our preferred setting for best balance. Front and rear Torsen limited-slip differentials—optional on the Core base model, standard on upper trims—further enhance traction, which, through tight corners, is tenacious. Combined with rabid turn-in response, a reinforced unibody, and a smidge of body lean, the GR Corolla feels sure-footed yet eminently tossable on its strut front and multilink rear suspension. Lay into the firm, linear brake pedal, and the four-piston front and two-piston rear stoppers are a match for the turbo three’s fury.Like the best hot hatches, the GR Corolla can also be pleasingly civil—it’s still a Corolla after all, and it retains much of the model’s practicality and features, including adaptive cruise control. Its taut ride doesn’t punish your spine much, thanks in part to the meaty sidewalls of its 235/40R-18 Michelin Pilot Sport 4 summer tires (the Morizo gets 245-width Cup 2s). Factor in a light, easily modulated clutch pedal and a restrained amount of pops and bangs from the tailpipes, and there was little wearing on us after hours in the saddle of a Morizo example.The GR will square off against the Honda Civic Type R and the Volkswagen Golf R when it goes on sale at the end of this year. Toyota will import about 5000 of the $36,995 Core models each year. The Circuit edition, with its bulged hood, carbon-fiber roof, and larger rear spoiler, will command $7000 more and account for an additional 1500 units. The Morizo, arriving later next year, will be priced for exclusivity at $50,995.The GR Corolla joins the GR86 and the GR Supra in Toyota’s U.S. performance-car lineup. But unlike those two models, which Toyota co-developed with Subaru and BMW, respectively, the GR Corolla is an in-house effort. What Toyota has created is one of its most exciting driver’s cars ever.Morizo EditionThe GR Corolla’s Morizo edition, so named for the alias Akio Toyoda has used while racing, undergoes rigorous modification. Its 300-hp triple gains 1.1 psi of boost to produce 22 more pound-feet of torque (295 in total). Shorter gearing helps it launch out of corners. To shave around 100 pounds from the otherwise 3300-pound GR, the trim replaces the rear bench with a pair of chassis braces. Rear-door speakers, window regulators, and a rear wiper are absent. Underneath, the suspension is retuned, and wider Michelin Pilot Sport Cup 2s are fitted on 18-inch forged BBS wheels. Microsuede trim covers the interior, and bigger brake ducts grace the front bumper. Morizos will be a rare sight, though, as only 200 will initially be built.SpecificationsSpecifications
2023 Toyota GR CorollaVehicle Type: front-engine, all-wheel-drive, 2- or 5-passenger, 4-door hatchback
PRICE
Base: $36,995–$50,995
ENGINE
turbocharged and intercooled DOHC 12-valve inline-3, aluminum block and head, port and direct fuel injectionDisplacement: 99 in3, 1618 cm3Power: 300 hp @ 6500 rpmTorque: 273 or 295 lb-ft
TRANSMISSION
6-speed manual
DIMENSIONS
Wheelbase: 103.9 inLength: 173.6 inWidth: 72.8 inHeight: 57.2 inCurb Weight (C/D est): 3200–3300 lb
PERFORMANCE (C/D EST)
60 mph: 4.6–4.7 sec100 mph: 11.7–11.8 sec1/4-Mile: 13.3–13.4 secTop Speed: 143 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 24/21/28 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

You’ve likely made some good life decisions if you’re shopping for a new Porsche 911 GT3. Yet, if you previously found yourself configuring a GT3 in its optional Touring spec, you were limited to one transmission choice (a manual, thankfully) and little else to distinguish your discerning taste other than this subtler-looking GT3’s lack of a giant rear wing—a first-world problem but a legit gripe for this model’s prior 991.2 generation. For the latest, or 992, version, Porsche has opened up more of its option book, which should help buyers of this hardcore 911 feel as special as their car is to drive.It’s important to note that the no-cost Touring package doesn’t make for a lesser GT3. Sure, the greater downforce produced by the winged version lets it turn quicker lap times on the racetrack. But that’s of little consequence in the real world when the Touring is otherwise mechanically identical. It still packs a 502-hp 4.0-liter flat-six that revs to a 9000-rpm crescendo, painting everything around it with 100 decibels of glorious internal-combustion wail. It features the same unequal-length control-arm front suspension as other new GT3s, complete with ball-joint connections that help render the road surface in braille through the most sublime of electrically assisted helms out there. Rear-axle steering further assists the car’s adherence to chosen vectors, while adaptive dampers maintain strict control over wheel movements. Sharp impacts on shoddy Midwestern pavement are firmly felt yet fall short of being punishing. HIGHS: Heavenly flat-six exhaust note, stealthy appearance, more model-specific options.The most significant change for the latest Touring is the availability of a PDK dual-clutch automatic transmission, another no-cost selection. Based on the unit from the previous-gen GT3, there are seven speeds compared to the eight found in tamer self-shifting 911s, as well as a chunky mechanical shifter instead of a dinky electronic toggle. This is a welcome source of manual gear control (steering-wheel paddles also are included), although to some, the lever’s resemblance to a stick shift will be a reminder of the marvelous six-speed manual you should have opted for. Either way, it’s your choice now. The automatic’s contribution to performance, however, is not up for debate. With launch control engaged, a 6500-rpm clutch drop catapults the Touring to 60 mph in 2.8 seconds—similar to the last winged GT3 we tested with the PDK and 0.5 second quicker than one fitted with the manual. The quarter-mile happens in 11.0 seconds flat at 127 mph, handily trouncing the 11.7-second, 122-mph pass of the previous manual-only Touring model. With effortless cruising in gridlock and an almost-telepathic sense of gear selection, the PDK setup is practically faultless. More on Porsche 911 GT3Despite the contemporary 911’s growth spurt, Porsche has kept the latest GT3’s weight in check. The Touring’s hood, rear deck, and active rear spoiler are made of carbon fiber. Lightweight window glass and a compact lithium-ion battery are included, while a new stainless-steel exhaust system saves 22 pounds over the 991.2 model’s pipes. Being a GT3, the rear seats also have been deleted and there’s an available carbon-fiber roof (which our car didn’t have). All in, our PDK test car weighed 3334 pounds, a mere 31 pounds more than before. Rolling on street-friendlier Goodyear Eagle F1 SuperSport R summer tires—making it the first current GT3 we’ve tested that didn’t wear ultra-tacky Michelin Pilot Sport Cup 2 R rubber—our example’s 1.10 g’s of stick on the skidpad matched that of the previous Touring, although it’s less than the 1.16 g’s we’ve seen from the new winged GT3 on Cup 2 Rs. But only in this context can that be considered a downgrade. With stops from 70 mph in 143 feet and from 100 mph in 274 feet, the Touring maintains a vise-like grip on the road. LOWS: Dearly priced, muted intake growl, not as fun without the six-speed manual.According to Porsche, though, many current Touring owners weren’t keen on their car resembling a standard GT3 that had its wing sheared off in a car wash. They wanted their car to look more unique within the 911 range—and were willing to pay for it. To that end, the Touring now replaces the regular GT3’s black exterior accents with silver window surrounds and a body-color lower front fascia. A model-specific chainmail-like texture also graces the dash and door panels. Although our car was built to showcase a $12,830 paint-to-sample Iris Blue exterior finish that looked deep enough to dive into, its somewhat dreary black leather cabin—itself a $6230 upgrade—also could’ve been enhanced via the range of new two-tone leather combinations only offered on GT3 Touring models. This being a Porsche, those fancy leather upgrades alone run an additional $15,350. And even without them, our car included some $29,650 in extras, pushing its as-tested price to $193,400. Should we ever find ourselves in such a privileged position, we’d also weigh the fact that the placement of the Touring’s active rear spoiler stifles some of the glorious flat-six intake noise that emanates from the vents under the standard GT3’s big wing. We’d also take ours with a manual—although with the 911 GT3, no matter what options you choose, it will still be magnificent to drive. SpecificationsSpecifications
2022 Porsche 911 GT3 TouringVehicle Type: rear-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $163,750/$193,400Options: Iris Blue paint to sample, $12,830; leather interior, $6230; front-axle-lift system, $3670; 18-way-adjustable sport seats, $2640; Bose stereo, $1600; black brake calipers, $900; LED headlights, $850; auto-dimming mirrors and rain sensor, $700; extended-range (23.7-gallon) fuel tank, $230
ENGINE
DOHC 24-valve flat-6, aluminum block and heads, direct fuel injectionDisplacement: 244 in3, 3996 cm3Power: 502 hp @ 8400 rpmTorque: 346 lb-ft @ 6100 rpm
TRANSMISSION
7-speed dual-clutch automatic
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 16.1-in vented, cross-drilled disc/15.0-in vented, cross-drilled discTires: Goodyear Eagle F1 SuperSport RF: 255/35ZR-20 (97Y) N0R: 315/30ZR-21 (105Y) N0
DIMENSIONS
Wheelbase: 96.7 inLength: 180.0 inWidth: 72.9 inHeight: 50.4 inPassenger Volume: 49 ft3Cargo Volume: 5 ft3Curb Weight: 3334 lb
C/D TEST RESULTS
60 mph: 2.8 sec100 mph: 6.7 sec1/4-Mile: 11.0 sec @ 127 mph130 mph: 11.5 sec150 mph: 16.4 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.8 secTop Gear, 30–50 mph: 2.2 secTop Gear, 50–70 mph: 2.2 secTop Speed (mfr’s claim): 197 mphBraking, 70–0 mph: 143 ftBraking, 100–0 mph: 274 ftRoadholding, 300-ft Skidpad: 1.10 g
C/D FUEL ECONOMY
Observed: 15 mpg75-mph Highway Driving: 24 mpg75-mph Highway Range: 560 mi
EPA FUEL ECONOMY
Combined/City/Highway: 16/15/18 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

Hyundai recently unveiled two forward-looking EV concepts that provide a look at performance in the electric era: the fuel-cell-powered hybrid N Vision 74 and the fully electric RN22e. While the former looks further out into the future, the RN22e is far closer to the zero-emission performance cars the company’s N division will soon be selling. Our experience driving the RN22e on a track provided a preview of the powertrain in the upcoming Ioniq 5 N, garnished with some additional intriguing tech.Although officially a technology demonstrating concept, you don’t need to look too hard to see the production car that lurks within the RN22e. Beneath the scoops, spoilers, and widened bodywork, this is the upcoming Ioniq 6 sedan. Like the existing Ioniq 5, it sits on Hyundai’s E-GMP platform with its advanced 800-volt architecture, and although the high-output all-wheel-drive powertrain is going to make its debut in the N version of the Ioniq 5, we anticipate it won’t be long before an Ioniq 6 version follows.We’ve already experienced another version of the new driveline in the impressive Kia EV6 GT that we drove in Europe last month. The RN22e features the same 77.4-kWh battery pack, and Hyundai quotes the same 430-kW (577-hp) peak output and up to 546 pound-feet of torque. The company’s engineers confirmed that the RN22e shares its motors with the Kia, with the rear motor using a dual-stage inverter that features silicon carbide semiconductors. The big hardware difference for the Hyundai is a twin-clutch rear differential that can send up to 100 percent of the rear motor’s output to either side.More on Hyundai EVsThe RN22e keeps the dashboard architecture of both the Ioniq 5 and 6, with twin digital display screens and climate controls with restful blue backlighting. But much of the interior has been comprehensively stripped out, including the carpets, and a sizable roll cage and tight-fitting bucket seats have been fitted. A motorsport rim replaces the airbag-equipped steering wheel, with drive and reverse selected via a rotary stalk. Despite the drivetrain’s obvious lack of gearing, there are still up and down paddles behind the steering wheel, and these don’t just control regeneration levels.Our experience in the RN22e was limited to a brief stint on part of the Bilster Berg circuit near Paderborn, Germany, that’s built on the site of a former Cold War munitions depot. Herman Tilke designed the track, which uses the topography of its location to create some savage elevation changes, with many corner apexes hidden by crests. Accelerative performance feels very similar to that of the EV6 GT. Hyundai hasn’t quoted any official figures, but the RN22e feels at least as potent as the Kia and its claimed 60-mph time of 3.5 seconds. But it’s soon clear the RN22e has significantly more lateral grip and also feels lighter and more lithe in the corners.Much of the adhesion was doubtless down to the prototype’s track-biased Pirelli P Zero Corsa tires. But the ease with which the RN22e’s cornering attitude could be tucked and tweaked was also evidence of the cleverness of its all-wheel-drive system, which can vary torque across the rear axle to help the car turn and dig in. Even when pushed to the very edge of adhesion on some of Bilster Berg’s faster corners it felt impressively stable. Hyundai’s executive technical adviser—and former R&D boss—Albert Biermann says one of the project’s targets is to allow production N EVs to lap the 12.9-mile Nürburgring Nordschleife at full speed without performance deteriorating.The RN22e has two new functions to experience. The first is an aggressive sound system, which uses speakers to create an engine-like noise both inside and outside the car and which also adds some buzzing vibration through the seat base. Although this was more convincing than the sci-fi soundtracks created by some other automakers, it was still somewhat distracting on the track given the lack of any gearchanges. That’s where the second system comes in: Hyundai engineers refer to it as the virtual gearshift, and it brings the steering wheel paddles into use. Once the system is switched on, the speakers start to simulate the sound of rising revs, ultimately bringing the car to a simulated rev limiter if the driver doesn’t “upshift” to the next ratio in time. This felt obviously silly, but also kind of fun. Although the system is still under development, Hyundai engineers say they plan to integrate it with a tachometer display and upshift lights and also to model the power characteristics of a combustion engine at different speeds to simulate the effects of short-shifting or upshifting early. It might be even ludicrous enough to catch on.The Hyundai Ioniq 5 is our EV of the Year for 2022, with that deserved victory underwritten by both its stylish design and strong array of rational virtues. To judge from the RN22e, the soon-to-arrive N version of the Ioniq 5 is going to add a fair bit of crazy to that mix.SpecificationsSpecifications
Hyundai RN22eVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Rolling-lab prototype, not for sale
POWERTRAIN
Front Motor: permanent-magnet AC, 215 hpRear Motor: permanent-magnet AC, 362 hpCombined Power: 577 hpCombined Torque: 546 lb-ftBattery Pack: liquid-cooled lithium-ion, 77.4 kWhOnboard Charger: 10.9 kWTransmissions, F/R: direct-drive/direct-drive
DIMENSIONS
Wheelbase: 116.1 inLength: 193.5 inWidth: 79.6 inHeight: 58.2 inCurb Weight (C/D est): 4250 lb
PERFORMANCE (C/D EST)
60 mph: 3.1 sec100 mph: 7.5 sec1/4-Mile: 11.3 secTop Speed: 161 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 95/105/85 MPGeRange: 250 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.The 2023 Lexus RX has been fully redesigned, but despite some changes to the underhood ingredients, it aims to bring drivers the same sense of luxury and comfort that defined its predecessors. The new SUV is available as a gas-powered RX350, an RX350h hybrid, and a higher-performing RX500h hybrid. (There’s also a plug-in-hybrid RX450h+ that will join the lineup later.) The most noticeable change in the SUV’s styling is to the spindle grille. This design element has always been polarizing, and the new one likely will be too. Particularly, the bulging transition from the more upright trapezoidal lower section of the grille to the hood throws us off. The wheelbase is 2.4 inches longer, and the rear overhang is shorter. The previously available three-row L version gets the sack. (It’s likely to be replaced by a new model called the TX.)Related StoriesThe entry-level RX350 swaps last year’s V-6 for a turbocharged 2.4-liter inline-four. Mated to an eight-speed automatic, it makes 275 horsepower and 317 pound-feet of torque. That’s 20 fewer horses than last year but an increase of 50 pound-feet. We expect the front-wheel-drive RX350 will reach 60 mph in 7.2 seconds, while the all-wheel-drive version should take 6.9 seconds. The last RX350 F Sport we tested required 6.7 seconds, which is rather slow for the class.The RX350h is the responsible and efficient pick. Its hybrid power­train now features a nonturbo Atkinson-cycle 2.5-liter four, and fuel economy is estimated at 36 mpg combined. A continuously variable transmission with two electric motors turns the front wheels, while a third electric motor drives the rears. Combined output comes to 246 horses and 233 pound-feet, which should get the RX350h to 60 mph in 7.8 seconds.The RX500h represents a high-performance hybrid counterpoint, with the turbo-four engine from the RX350 and a more potent rear electric motor that combine for 366 horsepower and 406 pound-feet. We expect it’ll reach 60 mph in 5.6 seconds.None of these RX models, though, are particularly sporty or fun to drive. Instead, Lexus puts comfort and luxury ahead of performance, the same strategy that has served the RX well for decades.The RX350h feels unusually anemic, however, requiring you to floor the accelerator to match the flow of highway traffic. Meanwhile, the engine groans loudly as it labors and makes the RX350h feel slower than it is.With a sizable jump in power and a conventional six-speed automatic, the RX500h doesn’t suffer as badly. It’s quicker to respond and breaks up the drone with traditional shifts. It instills much more confidence but is still no rocket, as it would get smoked by a BMW X5 xDrive40i, which reaches 60 mph in only 4.8 seconds.Handling performance doesn’t fare any better. The soft suspension tuning doesn’t encourage spirited driving, and undulations in the road tend to produce residual rebounds after the event. The brake pedal further degrades confidence with its mushy feel and long stroke.Typically, it is driver-assist features, more than performance, that woo the Lexus shopper, and here the RX is adequate. The adaptive cruise control smoothly maintains a gap between cars, and we never experienced false alarms from the forward-collision warning. We did get numerous irritating false alarms from the driver-attention monitor, though. And the lane-keeping assist isn’t as advanced as rivals’ and tends to wander from edge to edge of a lane with drunken indecision. But we suppose that is why it has “assist” in its name. The RX’s interior is most improved, especially with regard to infotainment. Lexus ditches the outgoing SUV’s much-maligned trace-pad controller and instead switches to a touchscreen setup. A 9.8-inch unit is standard, though a 14.0-inch display is optional.The dashboard is more modern and striking than before, but some cabin materials, such as the plastic on the center console and the lighter-colored fake woodgrain, left us disappointed. By contrast, the mix of more substantial elements on the dash and the fabric door inserts are up to luxury standards.Redesigned but not reimagined, the 2023 RX should meet the expectations of returning Lexus customers who value calm comfort over potent performance. Those more accustomed to pricier German luxury SUVs, however, will likely find the RX wanting in terms of driving dynamics and interior quality. Lexus, though, seems wary of majorly altering its original and popular formula.SpecificationsSpecifications
2023 Lexus RXVehicle Type: front-engine, front-engine and front- and rear-motor, front- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base (C/D est): $49,000–$60,000
POWERTRAINS
DOHC 16-valve Atkinson-cycle 2.5-liter inline-4, 190 hp + 3 AC motors (combined output: 246 hp, 233 lb-ft); turbocharged and intercooled DOHC 16-valve 2.4-liter inline-4, 275 hp, 317 lb-ft; turbocharged and intercooled DOHC 16-valve 2.4-liter inline-4, 275 hp, 317 lb-ft + 2 AC motors (combined output: 366 hp, 406 lb-ft)
TRANSMISSIONS
6-speed automatic, 8-speed automatic, continuously variable automatic
DIMENSIONS
Wheelbase: 112.2 inLength: 192.5 inWidth: 75.6 inHeight: 67.3 inCargo Volume: 30 ft3Curb Weight (C/D est): 4150–4750 lb
PERFORMANCE (C/D EST)
60 mph: 5.6–7.8 sec1/4-Mile: 14.4–16.1 secTop Speed: 112–130 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 24–36/21–37/28–34 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

Performance packages are often accompanied by fanfare and peacockery, especially when it comes to tuned-up SUVs. An SUV already makes a statement about your lifestyle aspirations, so naturally, the high-horsepower ones typically aren’t shy about upping the braggadocio. Back in 1992, when GMC stuffed a 280-hp turbocharged V-6 into the S-15 Jimmy, they didn’t just slather it in outrageous graphics and aero cladding—they renamed it the Typhoon. When Dodge put a 475-hp V-8 in the Durango, it also had a hood scoop, racing stripes, and an exhaust note that can be heard from the police helicopter that’s probably chasing it. But the Stealth Performance package for the 2022 Ford Expedition Limited is different, as its name implies. Aside from its red brake calipers, the resulting vehicle is actually more subtle than the rest of the Limited lineup. Trim is blacked out and power is cranked up, resulting in what might be the sneakiest drag racer on the market. With twin turbos huffing boost to its high-output 3.5-liter V-6, the Stealth Performance vehicle hits 60 mph in 4.9 seconds and clears the quarter-mile in 13.7 seconds at 101 mph. Try that after a run through the Dairy Queen drive-through and you’ll be wiping Blizzards off the back window.To get your hands on this fleetest of Expeditions, you’ll need to order a Limited (either rear- or four-wheel drive, regular wheelbase or Max) and add equipment group 304A, a.k.a. the Stealth Performance package, for an additional $9880. That brings an extra 40 horsepower and 30 lb-ft of torque. Be not tempted by equipment group 303A, which costs $4670 and is merely Stealth without the Performance. What’s the point in being stealthy if there’s nothing to hide? HIGHS: Hits 60 mph in 4.9 seconds, understated styling, tows 9000-plus pounds.Besides its high-output V-6 (440 horsepower, 510 lb-ft of torque) and dual exhaust, the Stealth Performance pack brings a sport-tuned suspension, a 3.73:1 final-drive ratio, black-painted six-spoke 22-inch wheels, and those decidedly unstealthy red brake calipers. It also gets a lot of blacked-out trim (grille, roof rails, power-deployable running boards, headlight bezels) and a 22-speaker B&O sound system. Oddly for a model positioned as the performance zenith of the lineup, there are a few key pieces of hardware that remain optional. We say you might as well go all the way and add the electronically controlled limited-slip rear differential for $1500, available only on four-by-fours. More Ford SUVsDespite the promise of a “sport-tuned suspension,” the Stealth Performance remains a comfy pleasure palace and drives as such. While the potent twin-turbo V-6 can disguise our Expedition’s 5837 pounds, you feel that weight in the corners, where the big Ford can manage only 0.75 g of lateral grip. A Porsche Macan this is not, but that number at least betters the 0.69 g we recorded from the 2023 Cadillac Escalade-V, which has much more overt sporting pretensions. The Stealth Performance’s mien is akin to that of a big old Bentley, something like a Mulsanne that could light the afterburners for an on-ramp but wanted to heel over onto the door handles when the off-ramp arrived. And the Expedition is similarly hushed going down the road, with an interior sound level of 68 decibels at 70 mph and just 74 decibels at wide-open throttle. This hot rod might have a dual exhaust, but not the kind that annoys the neighbors. LOWS: Almost $10K upcharge over the Limited trim, still handles like an Expedition, poseurs can get the same look.FoMoCo aficionados may have noted that the Stealth Performance seems to have borrowed the Lincoln Navigator’s engine, and they’re right—this is the same powertrain that hustled our most recent test Navigator to 60 mph in 5.3 seconds. And at $78,070 for a standard-wheelbase rear-wheel-drive model and $80,620 for a four-by-four, the Expedition Limited Stealth Performance can overlap the Navigator in price too. Fortunately, Stealth Performance buyers can’t really go much higher because the Limited is already decked out with most of the Expedition’s available options: a heated steering wheel, heated second-row seats. And yeah, the Expedition’s black leather seats with red stitching look sharp, but have you seen the Navigator’s interior?Then again, we suppose the Expedition Stealth Performance courts a different sort of audience. The Navigator is all bombast, chrome, and flash. Meanwhile, the Stealth Performance doesn’t even wear any badges that identify it as such. But if you see an Expedition Limited with red brake calipers easing up to a stoplight like it’s the Christmas tree at the local quarter-mile strip, maybe think twice before getting into an impromptu drag race. While other Expeditions might also seat eight passengers and tow 9300 pounds, only this one can give EcoBoost Mustangs a run for their money.SpecificationsSpecifications
2022 Ford Expedition Limited Stealth Performance 4x4Vehicle Type: front-engine, rear/4-wheel-drive, 7-passenger, 4-door wagon
PRICE
Base/As Tested: $80,620/$85,680Options: electronically controlled limited-slip rear differential, $1500; panoramic roof, $1475; heavy-duty trailer tow package, $795; 15.5-inch touchscreen, $795; Rapid Red Metallic paint, $495
ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, port and direct fuel injectionDisplacement: 213 in3, 3496 cm3Power: 440 hp @ 5000 rpmTorque: 510 lb-ft @ 2250 rpm
TRANSMISSION
10-speed automatic
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 13.8-in vented disc/13.2-in vented discTires: General Grabber HTS 60285/45R-22 114H M+S
DIMENSIONS
Wheelbase: 122.5 inLength: 210.0 inWidth: 79.9 inHeight: 76.4 inPassenger Volume: 172 ft3Cargo Volume: 19 ft3Curb Weight: 5837 lb
C/D TEST RESULTS
60 mph: 4.9 sec100 mph: 13.2 sec1/4-Mile: 13.7 sec @ 101 mph120 mph: 20.6 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.8 secTop Gear, 30–50 mph: 3.0 secTop Gear, 50–70 mph: 3.6 secTop Speed (gov ltd): 124 mphBraking, 70–0 mph: 183 ftRoadholding, 300-ft Skidpad: 0.75 g
C/D FUEL ECONOMY
Observed: 17 mpg75-mph Highway Driving: 22 mpg75-mph Highway Range: 510 mi
EPA FUEL ECONOMY
Combined/City/Highway: 18/16/22 mpg
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Few of us who grew up in the ’80s—or any other decade—would disagree with Dr. Emmett Brown’s introduction of the DeLorean DMC-12 in Back to the Future: “The way I see it, if you’re going to build a time machine into a car, why not do it with some style?”Now we know that the same principle holds true for future-looking hydrogen fuel-cell demonstrators. Hyundai’s N Vision 74 “rolling lab” doesn’t just bear a passing resemblance to the stance and proportions of the DeLorean, it actually has a genuine, if distant, connection to the stainless-steel sports car. This hydrogen-fuel-cell/electric hybrid sports-car concept set the automotive internet alight when it was first shown a couple of months ago. The N Vision 74 demonstrated Hyundai’s continued commitment to hydrogen power through the combination of a 670-hp powertrain and what those early images suggested was the ability to generate impressive drift angles. Now we’ve had the chance to drive an engineering prototype, and we can confirm that the N Vision 74 has both superstar presence in the flesh and the ability to smoke its rear tires. This is the sort of future we can all get behind.Sadly, there are no plans to put the N Vision 74 into production—the drivable version was created mostly to help Hyundai learn more about what the company calls a “virtual differential”—two separate 335-hp motors with no physical connection between them power its rear wheels. Nor, it turns out, is the engineering car actually a Hyundai underneath.”It’s a [Kia] Stinger,” Albert Biermann tells C/D with a broad grin. The 66-year-old German left BMW’s M Division to become Hyundai-Kia’s R&D boss and also founded Hyundai’s N Division. Although he’s now retired from that job, he still works for the group under the far-ranging job description of executive technical advisor. It’s a role that, clearly, gives him the ability to make PR executives squirm as he heads off the official script. “The design came much later, and the whole idea started off with a different brand, it wasn’t an N thing at all, it was for the luxury brand [Genesis]. But then we said, ‘This is a lot of complicated stuff,’ so we had to build a mecha-proto—which is what we call a prototype built on an existing car—and then apply the new systems. We realized the Stinger was closest in terms of size.”More on Hyundai EVsFour of these Stinger-based prototypes were built, each with the 85-kW fuel-cell stack from the existing Hyundai Nexo in addition to a high-performance 62.4-kWh battery pack. As 85 kilowatts translates into 114 horsepower, those numbers make clear that the hydrogen stack isn’t directly providing the power required by the high-output motors; rather, it is acting as an on-board charger to extend range. Hyundai quotes a figure of about 370 miles from the combination of a fully recharged battery pack and the 9.3 pounds of hydrogen the twin rear tanks can store.The decision to turn one of the prototypes into the N Vision 74 came later, and the concept’s bodywork involves a deep dive into Hyundai’s earliest history. Lee SangYup, executive vice president of design, led the project. He’s a man with plenty of experience when it comes to styling muscular coupes. Before joining Hyundai, he was responsible for both the 2010 Chevrolet Camaro and the gorgeous Bentley EXP 10 Speed 6 concept from 2015. As its name suggests, the N Vision 74 takes its inspiration from the 1970s, when Hyundai commissioned Giorgetto Giugiaro to create a coupe version of the company’s first independently produced car, the Pony hatchback. The result had much of the wedgy form common to his more famous designs from the same era—but probably the closest resemblance to the Alfa Romeo Alfasud Sprint and the 1970 Porsche Tapiro concept.The Pony Coupe didn’t make production. The fledgling company had more urgent needs than a halo coupe and, as Lee admits, “We didn’t have an engine or suspension that could match the design.” The project was dropped, but the original tooling blueprints stayed in the company archives—and Giugiaro used them as the starting point for what became the DeLorean DMC-12, albeit with the addition of gullwing doors. And although officially inspired by the Pony Coupe, there is something unarguably DeLorean-ish about the N Vision 74’s profile and the dark fascia bar where the pixel headlamps are located. Lee has one request, though: that we don’t call it the “Seventy-four.” “It sounds much better in Korean: Chilsib Sa,” he says. We start out in the passenger seat at the Bilster Berg track in northwest Germany, a demanding and heavily graded private driving circuit built on the site of a one-time munitions depot. Having negotiated the roll cage and strapped ourselves into the racing bucket seat, it’s possible to see some of the Stinger that still lurks in the dashboard architecture. We set off, and very quickly it becomes clear that this is not one of those fragile concept cars that must be treated with kid gloves. Project engineer (and amateur racer) Jonghyuk Kwon demonstrates both the 74’s ability to generate uncomfortable g-loadings and substantial drift angles on many of Bilster Berg’s turns.Our drive is less spectacular. Hyundai’s desire to protect this hugely expensive one-off means that the traction control has been switched back on. The N Vision 74 feels at least as fast as its official claimed number—a sub-four-second 60-mph time, according to Hyundai. Its accelerator response is searingly direct, and, unlike cars that turn their motors directly from a fuel cell, there is no sense of output slackening as the stack struggles to keep up with demand. In the N Vision acceleration feels relentless, and as the speedometer streaks past 88 mph, we’re half expecting to suddenly be transported to 1955.Sitting on street-spec Pirelli P Zero 4S tires and weighing around two tons, the N Vision struggled a little under braking—the pedal feels wooden, and stopping distances into Bilster Berg’s slower turns were a little longer than expected. But in corners it was impressively willing to change direction and found impressive adhesion, especially when it came to traction in tighter turns. Despite the lack of any physical connection between the rear wheels (and the amount of torque going to each), responses felt identical to those of a car with a conventional differential. And it stayed similarly natural even when, with the traction control in the more permissive Sport setting, we were able to deliberately push the rear tires into gentle, progressive breakaway. The hydrogen powertrain might be the headline grabber, but the invisible cleverness of the demonstrator’s active systems is the most impressive thing about the way it drives.While Hyundai remains committed to creating hydrogen-powered future models alongside EVs, none of the purchasable ones seem likely to be retro-inspired coupes. “Will the time come for us to bring this to a customer?” Biermann asks, rhetorically. “It is hard for me to see us doing it; at this moment we don’t need such a car.”A traditional electric version would be easier to create and still be in keeping with the forward-looking ethos, but the N Vision 74’s sleek, low lines wouldn’t work with Hyundai’s Electric Global Modular Platform, which uses an underfloor battery pack. “Sure, we could make a new battery in a different format,” Biermann says. “Anything is possible. But we would need to spend a huge amount to do so.”There will be plenty of interesting, purchasable cars in Hyundai’s future, including the forthcoming Ioniq 5 N EV, which promises Porsche Taycan-rivaling performance. Sadly, the N Vision 74 doesn’t look set to become one of them.SpecificationsSpecifications
Hyundai N Vision 74Vehicle Type: dual rear-motor, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
‘Rolling-lab’ prototype, not for sale
POWERTRAIN
Rear Motors: 2 permanent-magnet AC, 335 hp eachHydrogen Fuel Cell: 114 hpCombined Power: 670 hpCombined Torque: 664 lb-ftBattery Pack: liquid-cooled lithium-ion, 62.4 kWhTransmissions: direct-drive
DIMENSIONS
Wheelbase: 114.4 inLength: 195.0 inWidth: 78.5 inHeight: 52.4 inCurb Weight (C/D est): 4400 lb
PERFORMANCE (C/D EST)
60 mph: 3.5 sec100 mph: 7.5 sec1/4-Mile: 11.3 secTop Speed: 160 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 60/64/56 MPGeRange: 370 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

Like Honda, with its new TrailSport badge, and Subaru, with its budding Wilderness line, Hyundai has spotted a growing market for mainstream SUVs cosplaying as serious off-roaders. This prompted the introduction of the rugged-looking XRT trim across Hyundai’s SUV lineup, starting with the 2022 Santa Fe. But while the Honda and Subaru entries receive at least some equipment upgrades—like chunkier tires or a slight suspension lift—the Santa Fe XRT is simply gussied up with bulkier bumpers and tough styling cues to cultivate a trail-ready persona. Underneath, it remains mechanically identical to other Santa Fe models. Look past the bolder appearance and the XRT changes little about the Santa Fe’s driving experience, with the solid steering and handling undercut by the only available engine, a lackluster 2.5-liter inline-four. The XRT’s brawn comes via chunkier plastic cladding, revised bumpers, and a redesigned grille. Sidesteps and crossbars for the roof rails are standard. The XRT-exclusive black 18-inch wheels wear street-oriented tires, and the XRT’s claim to off-road credibility is further undermined by the fact that in base form, it’s front-wheel drive. Our test car was equipped with all-wheel drive, a $1700 add-on to the $34,045 starting price.This was our first chance to sample the Santa Fe’s base powertrain, a naturally aspirated 2.5-liter four-cylinder. With just 191 horsepower, the 2.5-liter lags far behind the optional 277-hp turbocharged engine and the 226-hp hybrid setup. And the XRT was among the slowest 2022 cars we’ve tested. It plodded to 60 mph in 9.6 seconds, while a turbocharged 2021 Santa Fe hit 60 mph in a brisk 6.0 seconds. HIGHS: Bolder design, solid steering and handling, abundance of interior features.The real drag is that reaching 70 mph takes an additional 2.7 seconds, making highway merging a white-knuckle experience. Passing on two-lane roads also requires advanced planning, with the 30-to-50-mph jump lasting 4.6 seconds and the 50-to-70-mph run taking 6.2 seconds. While that is glacially slow by modern standards, the Santa Fe doesn’t feel as lethargic in city driving, where the 2.5-liter is peppy enough to keep up with traffic.More Santa Fe VariantsDespite the lack of engine gusto, the Santa Fe delivers solid, if not especially exciting, driving dynamics. The steering is accurate and feels weighty for a mainstream crossover, and the Santa Fe handles curvy roads impressively for a vehicle of its size, minimizing body roll well. On the skidpad, we recorded 0.85 g of grip, a fairly good showing just shy of the sporty Chevy Blazer RS’s 0.87 g. The eight-speed automatic gearbox generally shifts smoothly, but when you mat the throttle in Comfort mode, the transmission occasionally hunts for gears or gets flustered. Sport mode, meanwhile, holds revs for as long as possible, emphasizing the engine’s unrefined groan yet failing to make the Santa Fe feel more athletic. The brake pedal, by contrast, provides a progressive, predictable feel, making it easy to slow the SUV smoothly. We measured a 178-foot stop from 70 mph, which betters the Honda Passport TrailSport’s 184 feet but is well behind the Blazer’s short 165-foot stop.While the Santa Fe handles competently, the ride could be improved. For the most part, the Hyundai is a comfortable commuter but was jittery over the rougher patches of pavement that dot Michigan’s roads. While the steering wheel remains isolated from these bumps, bigger jolts are felt very clearly through the seat. The street-oriented tires may dilute the XRT’s all-terrain image, but beefier off-road rubber would have worsened the handling and increased tire noise on the highway.LOWS: Crawls to 60 mph, no additional off-road ability, useless sidesteps.The options list for the XRT is quite short, with our test car tacking on $400 for Calypso Red paint and $195 for carpeted floor mats. The XRT is based on the Santa Fe SEL with the convenience package, and its amenities include a 12.3-inch digital instrument cluster, heated front seats, dual-zone climate control, a wireless charging pad, and two USB ports for the front passengers. The XRT comes with an 8.0-inch touchscreen, but we never found ourselves wishing for the bigger display that other trims offer. The infotainment system also supports wireless Apple CarPlay and Android Auto, and rear passengers are treated to two USB ports and a pair of A/C vents. While some hard plastics can be found among the interior, there are soft materials in most of the places that matter, and build quality feels strong. The cabin isn’t the most eye-catching, but the buttons are organized well, and the design is functional. We found the eight-way power-adjustable cloth driver’s seat fairly comfortable, if a bit flat. Without the panoramic sunroof that comes on upper trims, headroom is decent in the front and rear, and passengers in the back enjoy plenty of legroom as well. The XRT’s sidesteps complicate climbing aboard—the model has no increase in ride height, so the steps aren’t necessary, and unless you want to take any extra step to exit the vehicle, you need to swing your legs uncomfortably far to clear them.Because the XRT package doesn’t bring mechanical upgrades, its value is dubious. Some may find the more adventurous styling appealing, but they’d have to put up with the slothful acceleration of the 2.5-liter engine. We’d pick either of the other available powertrains and a different Santa Fe trim.SpecificationsSpecifications
2022 Hyundai Santa Fe XRT AWDVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $35,745/$36,340Options: Calypso Red paint, $400; carpeted floor mats, $195
ENGINE
DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 152 in3, 2497 cm3Power: 191 hp @ 6100 rpmTorque: 181 lb-ft @ 4000 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.6-in vented disc/12.0-in discTires: Kumho Crugen Premium235/60R-18 103H M+S
DIMENSIONS
Wheelbase: 108.9 inLength: 188.4 inWidth: 74.8 inHeight: 67.3 inPassenger Volume: 112 ft3Cargo Volume: 36 ft3Curb Weight: 3858 lb
C/D TEST RESULTS
60 mph: 9.6 sec1/4-Mile: 17.2 sec @ 82 mph100 mph: 26.9 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 9.7 secTop Gear, 30–50 mph: 4.6 secTop Gear, 50–70 mph: 6.2 secTop Speed (mfr’s claim): 115 mphBraking, 70–0 mph: 178 ftRoadholding, 300-ft Skidpad: 0.85 g
C/D FUEL ECONOMY
Observed: 21 mpg75-mph Highway Driving: 29 mpg75-mph Highway Range: 540 mi
EPA FUEL ECONOMY
Combined/City/Highway: 24/22/25 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