Car Reviews

It’s been unforgettable since day one: Despite our fully respecting the break-in restrictions, the CT5-V Blackwing forcefully blew off its tires in a fit of wheelspin on its first drive home in our long-term fleet. Sure, the conditions were chilly and wet, but the amount of hooliganism at the ready, even when using well shy of this car’s full 668 horsepower, can almost seem reckless. That is, if the CT5-V weren’t so communicative, predictable, and controllable, making it easy to ease past the limit without losing the handle. But we didn’t yet know the breadth of emotions that Cadillac’s V-8 sports sedan would quickly sear into our memory during this long-term test. After the CT5-V Blackwing ran with far more expensive four-doors at our Lighting Lap track showdown, and after we named each of Cadillac’s Blackwings to our 2022 10Best list, we ordered up both for a long-term test so we could hang on to some of the best-driving sports sedans ever created for as long as possible.When it came time to spec, we had to have a manual. The last CTS-V, the CT5-V’s predecessor, went automatic only, but Cadillac righted that wrong with the new car, and 62 percent of CT5-V Blackwing buyers have chosen the DIY gearbox. Our car is a tasteful dark blue called Wave Metallic, which we would have preferred to pair with the $1500 bronze-colored wheels rather than the bronze Brembo brake calipers it has. This car also has the $4100 Carbon Fiber 1 Package of aerodynamic add-ons, black-and-tan leather seats with carbon-fiber seatbacks ($6090), and the $1450 weight penalty that is the sunroof option. Between that sunroof and the iron rotors (versus the carbon-fiber option), this example weighs 115 pounds more than the first CT5-V Blackwing manual we tested. Not surprisingly, this one ran 0.1 second slower to 60 mph and through the quarter-mile, although 3.7 and 11.7 seconds, respectively, is bonkers for a 4200-pound sedan that can comfortably seat five. At 1.02 g’s, skidpad grip nearly matches that of the Corvette Z51, and the CT5-V’s 143-foot stopping distance from 70 mph beats every C8 Corvette we’ve tested, proof that the Blackwing-spec Michelin Pilot Sport 4S tires are considerably grippier than the off-the-shelf versions.But those numbers didn’t come easily. The supercharged small-block V-8 that powered our car for its first 1700 miles didn’t survive the initial test session. After about 15 standing-start acceleration runs, the V-8 started misfiring dramatically, and the Caddy left on a tow truck. Somehow, combustion got too lean on the even bank, which led to cylinder scoring and necessitated a heart transplant. We’ve outlined the carnage and findings from a teardown of that engine once it made its way back to GM in a separate story.Roughly six weeks later, the CT5-V was back, and we started a 1500-mile stint of restraint to break in the new V-8—keeping engine speeds below 4000 rpm, no wide-open throttle or constant vehicle speeds. The engine swap was covered under warranty, although we got charged $50 for fuel used to test the new engine after it was installed.Back at the track a second time, the CT5 was all bellow and zest, turning in the acceleration times mentioned above. Just when we were thinking all was right once again in CT5-V Blackwing land, a cluster of deer appeared during one of our final runs, and one ran into the CT5’s flank, primarily damaging the passenger’s-side rear door.If you thought that was unlucky, the very next day our long-term CT4-V Blackwing went to the track, where it startled one of the birds feasting on the fresh kill. The bird then swooped straight into the A-pillar of the lesser Blackwing, which was going 100-plus mph.What are the odds?Months in Fleet: 5 months Current Mileage: 5937 milesAverage Fuel Economy: 15 mpgFuel Tank Size: 17.4 gal Observed Fuel Range: 260 milesService: $0 Normal Wear: $0 Repair: $50SpecificationsSpecifications
2022 Cadillac CT5-V BlackwingVehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $84,990/$100,160Options: tan and black semi-aniline leather seats with carbon-fiber seatbacks, $6090; Carbon Fiber 1 package (front splitter, front wheel-well deflectors, trunk spoiler), $4100; performance data/video recorder, $1600; sunroof, $1450; parking package (rear camera mirror, hands-free trunk release, rear pedestrian alert), $710; Wave Metallic paint, $625; bronze brake calipers, $595
ENGINE
supercharged and intercooled pushrod 16-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 376 in3, 6162 cm3Power: 668 hp @ 6500 rpmTorque: 659 lb-ft @ 3600 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 15.7-in vented disc/14.7-in vented discTires: Michelin Pilot Sport 4SF: 275/35ZR-19 (100Y) TPC Spec 3162R: 305/30ZR-19 (102Y) TPC Spec 3163
DIMENSIONS
Wheelbase: 116.0 inLength: 194.9 inWidth: 74.1 inHeight: 56.5 inPassenger Volume: 99 ft3Trunk Volume: 12 ft3Curb Weight: 4207 lb
C/D TEST RESULTS: NEW
60 mph: 3.7 sec100 mph: 7.9 sec1/4-Mile: 11.7 sec @ 124 mph130 mph: 12.8 sec150 mph: 18.4 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 4.3 secTop Gear, 30–50 mph: 7.2 secTop Gear, 50–70 mph: 6.0 secTop Speed (C/D est): 205 mphBraking, 70–0 mph: 143 ftBraking, 100–0 mph: 302 ftRoadholding, 300-ft Skidpad: 1.02 g
C/D FUEL ECONOMY
Observed: 15 mpgUnscheduled Oil Additions: 0 qt
EPA FUEL ECONOMY
Combined/City/Highway: 15/13/21 mpg
WARRANTY
4 years/50,000 miles bumper to bumper6 years/70,000 miles powertrain4 years/50,000 miles corrosion protection6 years/70,000 miles roadside assistance1 year/1 visit scheduled maintenance
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

10,000-Mile UpdateThis much was probably predictable: We were going to like our long-term Porsche 718 Cayman GTS 4.0. A lot. Several intrepid web commenters said as much after reading our introductory piece, and one even wrote a synopsis of what he expected to read in the wrap-up story. We appreciate the help, but we don’t test vehicles for 40,000 miles based on what we or anyone else thinks the results are going to be ahead of time—even if we have certain suspicions. And, once again, the Cayman GTS proved the value of spending lots of seat time getting to know a vehicle as an owner would. In the Cayman’s first 11,476 miles, we’ve learned some important things about it we didn’t expect—and found that no one’s predictions about life with the 718 have been entirely correct. Sure, we thought we’d dig this 394-hp flat-six-powered sportster. What we didn’t know is just how much we’d love it. Our logbook is one long love letter to the Aventurine-Green-over-Espresso fastback. Surprise number one: how livable it is. Some Porsches that wear the GTS badge are an assemblage of options that make the car more aggressive and stiffer riding, so we weren’t sure if we’d find the Cayman GTS too hard-edged to use as an everyday car. These first six months have assuaged those concerns. The GTS has turned out to be just as content and comfortable cruising down the interstate on a road trip as it is adept at attacking switchbacks or howling its tires around an on-ramp. It rides better than some sports sedans, steers as if it’s an extension of your psyche, accelerates with gusto, and makes thrilling yawps as it pulls to its 7800-rpm redline. It’s a sweetheart worthy of paeans, which we have not hesitated to scribble into its logbook. Here are just a few: “Sublime handling and engine coupled with uncanny comfort and flexibility—a truly epic machine.” —Technical editor Mike Sutton”Love this car. Perfect amount of power. Never discover something that feels like it hasn’t been thought through. Sign me up.” —Editor-in-chief Tony Quiroga”The coordination and integration of the steering, suspension, and body dynamics is sublime. So natural, progressive, and predictable. A high-water mark in sports-car tuning.” —Chief brand officer Eddie Alterman”There’s something delightfully vintage about this car. It expertly blends just the right amount of modern tech without diluting the driving experience. I love driving it.” —Buyer’s Guide senior editor Drew Dorian And the praise goes on and on, which is why the Cayman has proved to be a popular road-trip car for those traveling two-up who can fit their gear into the equivalent of three carry-on bags, two in the frunk and one under the rear hatch. Our Cayman has traveled as far north as Escanaba, Michigan, and as far south as Alton, Virginia, for a visit to Virginia International Raceway. The remainder of the miles to date have been piled on in local commuting and errand-running—as good a test of daily livability as there is. More on the CaymanThose miles have surfaced a couple of minor annoyances that made it into the logbook between the epic poems of praise. Just try finding a convenient storage spot in the Cayman’s cabin for your phone, wallet, or keys. The interior cubbies include a standard passenger-side glovebox, hard-to-reach flip-out door pockets, and a wafer-thin bin under your right elbow, none of them easy to use. Things can get loud inside as well; the GTS registered 75 decibels at a steady 70-mph cruise—and that’s on the smooth pavement of our test track. Hit rough asphalt or a section of coarse concrete on an interstate, and road noise reverberates through the cabin. One editor wondered why there was no on/off switch for the rev-matching feature and why it was always operating in Sport and Sport+ drive modes. (Turn off stability control in Sport and Sport+ modes to disable rev-matching –Ed.) Another wished for wireless Apple CarPlay, the lack of which is an oversight in such an expensive automobile. Yes, these are small issues in a car that spoils us in so many other ways, so they’re easy to shrug off. The GTS has also pleased us with its maintenance record—at least to this point. We’ve made it thus far without bending any of the GTS’s gorgeous 20-inch satin-platinum-colored 10-spoke wheels, and we’ve spent only $21 in the first 11,500 or so miles on maintenance-related items—for two quarts of oil to replace what the GTS ingested during that time. The just-completed 10,000-mile/one-year service, which includes an oil-and-filter change and a multipoint inspection, is complimentary. (We’ll be paying for future scheduled-service visits.) We did make one unscheduled trip to the local Porsche dealer since the GTS arrived in mid-February, though. A warning light came on for an engine-cooling-fan fault, but it had apparently cured itself by the time the car arrived for its checkup. Maybe the GTS is scared of going to the Porsche doctor, because another one-off episode of electronic weirdness also corrected itself before we could take the car in: The air conditioning refused to blow cold air on one boiling-hot day, while at the same moment the SiriusXM radio-station icons disappeared from the touchscreen. The cold air came blasting on suddenly a dozen miles into the drive, and the station-button icons slowly came back to life by themselves over the next few days. Go figure. Maybe it was sunspots or errant radio-frequency interference from a hostile country’s cyberattack. All has been well since.Indeed, the 718 Cayman GTS 4.0’s few minor hiccups have been easy enough to forgive considering the joy it’s given its many pilots. We’ll happily keep rolling up the miles. As features senior editor Greg Fink put it: “If I had to spend the rest of my life driving only this car, then I’d die a happy man.”Months in Fleet: 6 months Current Mileage: 11,476 milesAverage Fuel Economy: 20 mpgFuel Tank Size: 16.9 gal Observed Fuel Range: 330 milesService: $21 Normal Wear: $0 Repair: $0IntroductionThe very first day our new Porsche 718 Cayman GTS 4.0 went into long-term service, it got snowed on. Heavily. Six inches of powder, the kind skiers live for, piled atop a crust of ice from a blast of freezing rain that had arrived in Michigan earlier in the day. Welcome to your new home, Cayman!Why would we subject a car this nice to weather this harsh? Because we praise Porsches for being everyday-drivable sports cars. Testing that belief requires living with one of our favorites from Stuttgart—we know, tough duty—long enough to experience it in a multiplicity of driving situations. A Cayman owner in Los Angeles might decide to take his or her car up to Big Bear for some skiing; a Michigander might want to do a little slip-sliding on a snowy day. We happen to know that a former C/D editor-in-chief bought a new 911 a few years ago and proceeded to use it as a daily driver in winter. This isn’t the six-inch snow that buried our GTS on its first day in service. This is the two-inch snow that fell on it a few nights later.Rich Ceppos|Car and DriverSo, as we do with all our long-term test cars, we fitted the Cayman with winter tires when it arrived in late winter and proceeded to break it in. We’ll keep it long enough to rack up 40,000 miles through all four seasons and learn things about it that a short stay could never reveal. We’ll take it on cross-country trips and trundle down to the corner grocery in it to pick up a dozen eggs. We’ll lean on it hard on gnarly two-lanes. We’ll bring it to the dealer for service. And we’ll record every penny spent on maintenance, fuel, and repairs. Snow or no snow, our Cayman will not remain parked for long periods, and with good reason: It’s the quintessential driver’s car. After all, the Cayman earned a spot on our 2022 10Best list—its 16th straight year—for its “shimmering combination of poise, grace, and grit.” Our new Cayman arrived well dressed for its stay with C/D’s staff of hot-footed drivers. It wears a coat of sweetly understated Aventurine Green Metallic paint—far better that than arrest-me red. This is the GTS 4.0, after all, which is Porsche-speak for “racy.” It’s powered by a mid-mounted, naturally aspirated 4.0-liter flat-six that spins out 394 horsepower at 7000 rpm and 309 pound-feet of torque at 5000 rpm. If that power curve sounds peaky, you’re right. This motor gets a big jolt of caffeine at about 4000 rpm—typical behavior for an unboosted Porsche engine—and it fills the intimate cockpit with an exquisite baritone wail as the revs race to the 7800-rpm redline. As if we needed more incentive to go fast. We opted for the six-speed manual gearbox—of course—and the stubby shifter moves through the Cayman’s tightly spaced gates with precision and delicacy. Yes, Porsche’s brilliant seven-speed dual-clutch automatic would chop a few tenths of a second from the acceleration times, but initial instrumented testing of our manual-equipped long-termer (conducted after easing it through its 2000-mile break-in period), confirmed that it’s plenty quick. It’s not the easiest car to launch—it doesn’t like its clutch slipped off the line—but it still busted out a 3.9-second run to 60 mph and galloped through the quarter-mile in 12.1 seconds at 118 mph. It also circled our skidpad at 1.03 g’s and stopped from 70 mph in 145 feet. That’s appropriate performance for a car wearing a Porsche badge and a $99,070 window sticker.Ninety-nine large is a lot of money, and our long-termer is actually lightly equipped for a Porsche. Our test car (base price: $88,750) has $10,320 in extras—a mere sprinkling by Porsche standards. The list includes the special green paint ($650), rich Espresso leather slathered on most interior surfaces ($3680), and ventilated seats ($740). We also added a Bose Surround Sound audio system ($900), brushed aluminum interior trim ($900), and gloss-black-painted brake calipers ($900). Wait a minute: plain black brake calipers for 900 bucks? Yep, this is a Porsche all right. At least Porsche Active Suspension Management (PASM)—meaning, adaptive dampers—is standard along with Pirelli P Zero PZ4 summer tires, size 235/35ZR-20 up front and 265/35ZR-20 rear. So now it’s on to the driving, 40K miles worth. We expect to bask in the Cayman’s sweetly intuitive steering; sharp, powerful brakes; and gutsy flat-six every time we climb behind the three-spoke steering wheel. What we can’t be sure of but hope to learn is whether that special driving character is matched by an equal measure of reliability though every season and situation. We’ll report back soon enough, with updates on how the Cayman’s stress test is going every 10,000 miles. Months in Fleet: 1 month Current Mileage: 3845 milesAverage Fuel Economy: 20 mpg Fuel Tank Size: 16.9 gal Observed Fuel Range: 330 milesService: $0 Normal Wear: $0 Repair: $0SpecificationsSpecifications
2022 Porsche 718 Cayman GTS 4.0Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $88,750/$99,070 Options: Express leather interior and seats, $3680; Porsche Dynamic LED headlights, $1180; Bose speakers $990; black brake calipers, $900; black brushed aluminum interior trim, $900; ventilated seats, $740; passive entry, $680; Aventurine Green Metallic paint, $650; Wheels painted Satin Platinum, $600
ENGINE
DOHC 24-valve flat-6, aluminum block and heads, direct fuel injectionDisplacement: 244 in3, 3996 cm3Power: 394 hp @ 7000 rpmTorque: 309 lb-ft @ 5000 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/strutsBrakes, F/R: 13.8-in vented, cross-drilled disc/13.0-in vented, cross-drilled discTires: Pirelli P Zero PZ4F: 235/35ZR-20 (88Y) N1R: 265/35ZR-20 (95Y) N1
DIMENSIONS
Wheelbase: 97.4 inLength: 173.4 inWidth: 70.9 inHeight: 50.2 inPassenger Volume: 49 ft3Cargo Volume, F/R: 5/10 ft3Curb Weight: 3185 lb
C/D TEST RESULTS: NEW
60 mph: 3.9 sec100 mph: 8.8 sec1/4-Mile: 12.1 sec @ 118 mph130 mph: 14.7 sec150 mph: 21.2 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 4.6 secTop Gear, 30–50 mph: 6.2 secTop Gear, 50–70 mph: 6.0 secTop Speed (mfr’s claim): 182 mphBraking, 70–0 mph: 145 ftBraking, 100–0 mph: 296 ftRoadholding, 300-ft Skidpad: 1.03 g
C/D FUEL ECONOMY
Observed: 20 mpgUnscheduled Oil Additions: 2 qt
EPA FUEL ECONOMY
Combined/City/Highway: 19/17/24 mpg
WARRANTY
4 years/50,000 miles bumper to bumper4 years/50,000 miles powertrain12 years/unlimited miles corrosion protection4 years/50,000 miles roadside assistance1 year/10,000 miles scheduled maintenance
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

20,000-Mile UpdateHalfway through its 40,000-mile test, our 2022 BMW M3 has cemented itself as a fantastic high-speed cruiser. The sweet and eager power delivery from the twin-turbo 3.0-liter inline-six paired with a short sixth gear makes for a package that’s great for burning miles at freeway speeds. Our M3 celebrated its 20,000-mile passage with a new piece of flair. BMW recently introduced badges that celebrate the 50th anniversary of its Motorsport division. They’re a throwback to the logo that debuted on its racing cars in 1973 but restyled to show how BMW (blue) and racing (red) are connected (violet). More BMW M3The install itself was easy but not without the usual dealership annoyances. Our local BMW parts department assured us the rear badge didn’t need rubber grommets to hold it in place like the front one (it did). And those rubber grommets were $1.75 per unit, not per pair, adding up to $7, plus tax, for four measly pieces of rubber. The original badges came off easily with careful prying of a flat edge against a towel to protect the paint, and some adhesive remover cleaned up what was left. The new badges simply press on, and their distinct patterns make it easy to tell front from rear. The finished product looks snazzy against the green paint. In the logbook, previous complaints about road noise and ride quality have given way to continued acclaim for the powertrain. Buyer’s Guide deputy editor Rich Ceppos said, “It’s a joy, little lag and mega pull.” But the steering remains a target. “The steering feel (in Comfort mode) is MIA. In a car so otherwise athletic, that’s a total fail,” Ceppos added. Considering how easy it is to get sucked into the swell of boost when the engine regularly spins above 3000 rpm on the highway, it’s impressive that our fuel economy average has held at 21 mpg. That’s 2 mpg better than the EPA combined rating. While exploring the limits of the fuel tank, executive editor K.C. Colwell found that the engine limits you to 4000 rpm when the fuel range drops below 15 miles. All the delightful pops and burbles it makes when set to Sport Plus are another engine highlight. Alas, this mode also makes the throttle response too aggressive for commuting. Considering the dizzying number of drive-mode adjustments available, it’s surprising there isn’t a way to get that exhaust sound with a softer throttle pedal. On the other hand, this may be annoying to us but probably a relief for the neighborhood. Aside from the visit for accessorizing, we had only one other trip to the dealership. The M3’s maintenance minder called for an oil change at around 12,000 miles, which was performed under the three-year or 36,000-mile complimentary service program. The rear tires were looking a little ragged just before the 20,000-mile mark, with the wear bars beginning to show their face. We’ll mention here for no reason in particular that the M Dynamic mode traction-control setting is excellent on dry roads, as it delays stability-control intervention and even requires some steering correction. Anyway, two factory-fitment Continental SportContact 6 tires from Tire Rack set us back $726.Our M3 remains a pleasurable and brawny daily driver as we enter the back half of our test, but our recent acquisition of a Cadillac CT4-V Blackwing will surely add some competition. More on that in due time. Months in Fleet: 9 months Current Mileage: 19,790 milesAverage Fuel Economy: 21 mpg Fuel Tank Size: 15.6 gal Observed Fuel Range: 320 miles Service: $0 Normal Wear: $726 Repair: 0Damage and Destruction: $0SpecificationsSpecifications
2022 BMW M3Vehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $70,895/$77,825 Options: Silverstone and Black Leather interior, $2550; Executive package (power tailgate, gesture control, head-up display, heated steering wheel), $1550
ENGINE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2993 cm3Power: 473 hp @ 6250 rpmTorque: 406 lb-ft @ 2650 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 15.0-in vented, cross-drilled disc/14.6-in vented, cross-drilled discTires: Continental SportContact 6F: 275/40ZR-19 (103Y) ★R: 285/35ZR-19 (103Y) ★
DIMENSIONS
Wheelbase: 112.5 inLength: 189.1 inWidth: 74.3 inHeight: 56.4 inPassenger Volume: 98 ft3Trunk Volume: 13 ft3Curb Weight: 3789 lb
C/D TEST RESULTS: NEW
60 mph: 3.9 sec100 mph: 9.2 sec1/4-Mile: 12.2 sec @ 117 mph130 mph: 15.4 sec150 mph: 22.3 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 4.6 secTop Gear, 30–50 mph: 7.2 secTop Gear, 50–70 mph: 5.8 secTop Speed (gov ltd): 156 mphBraking, 70–0 mph: 160 ftBraking, 100–0 mph: 318 ftRoadholding, 300-ft Skidpad: 1.02 g
C/D FUEL ECONOMY
Observed: 21 mpgUnscheduled Oil Additions: 0 qt
WARRANTY
4 years/50,000 miles bumper to bumper4 years/50,000 miles powertrain12 years/unlimited miles corrosion protection4 years/unlimited miles roadside assistance3 years/36,000 miles scheduled maintenance
C/D TESTING EXPLAINED10,000-Mile UpdateWhen last we left our M3, it was winter, and we’d labeled it the perfect spec. Had we suffered a case of snow-induced madness? Likely not. Little of our initial opinions has changed in the first 10,000 miles. The M3’s logbook now contains pages of praise for the color combo and the powertrain. Rich Ceppos called the engine a “sweet-hearted killer,” and Dave VanderWerp submitted the powerful twin-turbo inline-six as evidence that BMW still makes world-class engines, even if its desire to build ultimate driving machines appears to have waned. On that front, K.C. Colwell still hates the steering.More on the M3Some have even come around on the design. Okay, it was just Eric Stafford, who bravely noted, “Yes, I am a fan of the nose.” The rest of us aren’t convinced, but Stafford also correctly highlighted how frequently our M3 receives compliments in the real world. Reinstalling the summer wheels and tires prompted new complaints about the ride quality, an echo of our long-term 2015 BMW M3. One staffer’s spouse even refused to finish a road trip, deciding instead to “spend a week in a near-empty apartment” rather than “deal with the punishment of sitting in the M3 for the four-hour drive to Ann Arbor.” Something tells us the car wasn’t entirely at fault. Another road-trip issue appeared when Colwell took the 10-hour drive to Virginia International Raceway for a track day we hosted in partnership with Kaizen Autosport. Whatever’s been afflicting our Ram TRX’s infotainment system appears to be contagious, as Apple CarPlay stopped working in the BMW. Fortunately, the M3 cured itself a few days later; we wish the TRX’s immune system was as strong.Preparing for the track day was refreshingly easy, considering how specialized and expensive it can be with other vehicles (such as the Corvette). The M3’s base brakes have blocked ducts from the factory; the owner’s manual says this is to avoid extra water ingestion and increased drag, we imagine to negligible effect. Fortunately, removing the plastic piece for extra cooling involves simply turning the wheels all the way in one direction, reaching under the fenders, and popping off the covers. It’s a two-minute job that you can do immediately upon arriving at a track day. Like our C8 Chevy Corvette and Ram TRX, the M3 earned its Grand Course sticker. But unlike those vehicles, the M3’s average fuel economy of 21 mpg exceeded the EPA’s combined rating of 19 mpg. We’ll see if that advantage holds over the next 10,000 miles as spring and summer bring more opportunities for speed. Months in Fleet: 6 months Current Mileage: 11,612 milesAverage Fuel Economy: 21 mpgFuel Tank Size: 15.6 gal Observed Fuel Range: 320 milesService: $0 Normal Wear: $0 Repair: $0Damage and Destruction: $0 IntroductionWe didn’t get the quickest 2022 BMW M3 for our 40,000-mile long-term test. Where the M3 Competition offers 503 horsepower and is available with all-wheel drive for quicker 60-mph acceleration and faster lap times (very important for internet one-upmanship), choosing it means you can’t get a manual transmission. We take this omission seriously. Plus, internet points matter less to us than driving satisfaction, so our long-term M3 has a mere 473 horsepower, rear-wheel drive, and a six-speed manual transmission. So far, we think it’s the right one to live with for the next 40,000 miles. Say what you will about the M3’s novelty-sized snout, we think the optional Isle of Man Green Metallic paint ($550) makes up for it. Paired with the M Shadowline black inlay in the front headlights ($300) and 18-inch wheels, the exterior has the kind of presence that elicits compliments from folks in parking lots. More BMW M CarsInside, the Silverstone and Black Leather ($2550) and Individual Aluminum trim ($1080) add a pleasing contrast. We also opted for the $1550 Executive Package that bundles the necessary heated steering wheel and head-up display with the power trunk and the debatable gesture control. The latter allows you to do things like change the volume by spinning your finger in front of the touchscreen—it was one of the first features we disabled. The $900 M Drive Professional option includes a track mode setting, 10-stage traction control (yes, 10), a feature that scores your drifts, and lap-timer functionality that works via an app on your phone. All in, our M3 came to $77,825. The M3’s break-in process asked us to keep the engine speed varied, but not to exceed 5500 rpm or 106 mph for the first 1200 miles. After that, it was time for a complimentary service visit for an inspection and new rear differential fluid, fresh engine oil, and an oil filter replacement. Between that service and the 3100-mile mark, the owner’s manual advised, “Engine and road speed can gradually be increased to a constant speed of 137 mph,” but to “use the maximum speed of 155 mph only briefly, for instance when passing.” Check.Despite these draconian restrictions, we’ve found plenty to enjoy in our M3. The engine feels powerful, with a brawny midrange that’s satisfying to explore on freeway onramps. During testing, our M3 reached 60 mph in 3.9 seconds and vanquished the quarter-mile in 12.2 seconds at 117 mph. That’s right on the heels of our test results for the standard M4, which is slightly lighter, and roughly half a second slower than the automatic-only M3 Competition. The manual’s short gearing means the engine spins at around 3000 rpm in sixth at freeway speeds, which has made some staffers wonder if there was a seventh gear. On the other hand, most passing maneuvers don’t require a downshift—even those at less than 155 mph. The steering received a few complaints for being overly sensitive and hyperactive at low speeds. Fortunately, it gets better as you go faster. The Continental SportContact 6 tires wrapped around our M3’s 18-inch front and 19-inch rear wheels produced 1.02 g on our skidpad and a 70-to-zero-mph braking distance of 160 feet. That skidpad result is just behind the figure for the standard M4, which wore Michelin Pilot Sport 4S tires. We’ll have to wait to draw comparisons between braking performances, as it was 26 degrees when we tested our M3. The falling temperatures necessitated a set of winter wheels and tires. Alas, we were unable to find a set in the aftermarket, so we went directly through BMW. The winter package included four 19-inch wheels and a set of Michelin Pilot Alpin 5 tires for a hefty $3710. Considering the car’s power, rear-wheel drive, and sensitive steering, the package has fared well. We’ve enjoyed the driving satisfaction that is inherent in the M3 name—especially one with a manual transmission. The automatic-only Competition may be quicker, but we’re happy with our choice so far. We’ll see how the luster lasts over the course of 40,000 miles. Months in Fleet: 4 months Current Mileage: 3332 milesAverage Fuel Economy: 19 mpg Fuel Tank Size: 15.6 gal Observed Fuel Range: 290 milesService: $0 Normal Wear: $0 Repair: $0Damage and Destruction: $0SpecificationsSpecifications
2022 BMW M3Vehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $70,895/$77,825 Options: Silverstone and Black Leather interior, $2550; Executive package (power tailgate, gesture control, head-up display, heated steering wheel), $1550
ENGINE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2993 cm3Power: 473 hp @ 6250 rpmTorque: 406 lb-ft @ 2650 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 15.0-in vented, cross-drilled disc/14.6-in vented, cross-drilled discTires: Continental SportContact 6F: 275/40ZR-19 (103Y) ★R: 285/35ZR-19 (103Y) ★
DIMENSIONS
Wheelbase: 112.5 inLength: 189.1 inWidth: 74.3 inHeight: 56.4 inPassenger Volume: 98 ft3Trunk Volume: 13 ft3Curb Weight: 3789 lb
C/D TEST RESULTS: NEW
60 mph: 3.9 sec100 mph: 9.2 sec1/4-Mile: 12.2 sec @ 117 mph130 mph: 15.4 sec150 mph: 22.3 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 4.6 secTop Gear, 30–50 mph: 7.2 secTop Gear, 50–70 mph: 5.8 secTop Speed (gov ltd): 156 mphBraking, 70–0 mph: 160 ftBraking, 100–0 mph: 318 ftRoadholding, 300-ft Skidpad: 1.02 g
C/D FUEL ECONOMY
Observed: 21 mpgUnscheduled Oil Additions: 0 qt
WARRANTY
4 years/50,000 miles bumper to bumper4 years/50,000 miles powertrain12 years/unlimited miles corrosion protection4 years/unlimited miles roadside assistance3 years/36,000 miles scheduled maintenance
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

Lamborghini has just unveiled the Urus Performante in Pebble Beach, but you won’t have to wait long to learn how it drives in nearly finished guise. We have already been behind the wheel of a prototype example of the turned-up super-ute, at the Porsche-owned Nardò test track in Italy earlier this year.This was a limited turn in an early-build example, and we pushed it harder than most Urus owners will in the real world. But it was enough to confirm that the Performante does feel significantly different from the regular Urus, to a much greater extent than suggested by the new model’s modestly improved performance numbers.A Modest Horsepower IncreaseWe’ll deal with those numbers first since it won’t take long. The Performante uses the same twin-turbo 4.0-liter V-8 as the regular Urus, with output increased slightly to 657 horsepower (which translates to a satanic 666 PS). That’s a 16-hp increase over the standard version. Peak torque of 627 pound-feet is unchanged, as it represents the upper limit of what the eight-speed automatic gearbox can tolerate.

Lamborghini

Weight has also fallen slightly, with the Performante shedding a claimed 104 pounds thanks to reduced sound deadening, fitment of a carbon-fiber hood, and lighter steel springs swapped in for the regular version’s air suspension. But despite that weight-loss regimen, the Urus Performante is still pretty porky, tipping the scales at just over 5200 pounds.The Performante sits 0.8 inch closer to the road on its new springs, which continue to work in conjunction with adaptive dampers and a 48-volt active anti-roll system. It gets a new center differential that diverts more torque to the rear axle, and the rear differential again is able to distribute that torque to each rear wheel. Carbon-ceramic brakes and rear-wheel steering are standard, as on the regular Urus, but all the active dynamic systems have been recalibrated to improve responses. The Performante also gains a new Rally drive mode that permits drifting on low-grip surfaces.

Lamborghini

The Performante on the TrackThe drifting came later, as our first experience was on Nardò’s 4.03-mile handling circuit, the same technically challenging high-speed track where we made acquaintance with the pre-production Huracán Tecnica for the first time. While this was certainly a less likely environment for a large SUV than a lithe supercar, the Performante felt impressively agile considering its weight and size—and markedly more so than the standard Urus.

The regular Urus has never been lacking in mechanical charisma—with a powerplant more theatrical than many theater companies—but the Performante has indeed succeeded in turning the experience up a couple of notches. Accelerator response feels even more eager in the more aggressive dynamic modes, and the V-8 sounds raspier and angrier above 4000 rpm with a fusillade of pops and rumbles whenever you ease the gas pedal. The gearbox is quicker to downshift in Drive and holds onto gears longer. And although it lacks the savage quickness of a dual-clutch transmission, it shifts more snappily than the regular Urus when you call upon it with the steering-wheel paddles.

Lamborghini

The chassis enhancements are equally notable. Lamborghini’s chief technical officer, Rouven Mohr, says the decision to switch to steel springs was done primarily to improve response, although Lamborghini also saved 30 pounds over the regular car’s air springs. When driving the two models back to back, the Performante’s steering felt crisper and more accurate, and reactions are indeed keener and more tenacious. In tight corners, the Performante has sharper turn-in—helped by the recalibrated rear-steering system, plus bonkers Pirelli P Zero Trofeo R tires—and was less given to understeer. When loaded up in a bend, the prototype was also more willing to alter both its cornering line and attitude in response to throttle inputs, and under power the increased rear torque bias was obvious. Overall, there was much less slack than in the regular Urus, and the Performante was impressively agile for a vehicle of its size and shape. At higher speeds, the revised bodywork has less aerodynamic lift (Lamborghini quotes a 38 percent reduction), although the changes aren’t enough to create positive downforce.

Lamborghini

Nardò’s handling track is a great way to test the Performante’s high-speed performance, but it didn’t provide much of an opportunity to see how the new suspension has altered dynamic behavior at a gentler pace. Although firm by segment standards, the air-sprung car is pliant at highway speeds in its gentlest mode, Corsa. The Performante seems certain to feel firmer out in the real world, especially when sitting on the larger 23-inch wheels (22-inchers will be standard.) It’s definitely louder too—even at a cruising pace the V-8 fills the cabin with a muscular hum. Experiencing the Performante Off PavementWe also were able to try out the new Rally mode on Nardò’s gravel-covered off-road handling course. This mode reduces the ESP intervention threshold and uses the torque-biasing rear differential to allow a driver to achieve (and hold) impressive angles of power oversteer. Which was fun in a beat-up prototype, but it’s hard to imagine the owner of a pristine Urus Performante choosing to utilize the feature often on a dirt trail.

Lamborghini

Despite being quicker and more responsive, the Urus Performante is definitely not a stripped-out performance special. Beyond Performante-branded seats, it feels pretty much identical to the existing car, and buyers can take advantage of the same extensive range of factory customization options provided their wallets can bear the additional strain. The Urus is already the bestselling Lamborghini, and the Performante is likely to quickly become the bestselling version of it. Company CEO Stephan Winkelmann admitted to C/D that the new variant is likely to make up at least half of the SUV’s sales. Sales will start by the end of the year, with a $264,671 base price representing a relatively modest premium over the existing Urus, which starts at $229,495. As the most extreme version, the Urus Performante seems set to be the one that best encapsulates Lamborghini’s core values.

Specifications

Specifications
2023 Lamborghini Urus PerformanteVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $264,671
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 244 in3, 3996 cm3Power: 657 hp @ 6000 rpmTorque: 627 lb-ft @ 2300 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 118.3 inLength: 202.2 inWidth: 79.8 inHeight: 63.7 inPassenger Volume: 105 ft3Cargo Volume: 22 ft3Curb Weight (C/D est): 5250 lb
PERFORMANCE (C/D EST)
60 mph: 2.8 sec100 mph: 7.0 sec1/4-Mile: 11.1 secTop Speed: 190 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 13/11/16 mpg

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From the September 2022 issue of Car and Driver.Whoosh goes the Cadillac. And then it glides. Drive the all-electric Lyriq and you’re reminded of the quiet grace of Cadillacs past. Electrification appears to be returning the 120-year-old brand to its smooth, silent, and comfortable roots. In reaching for the future—Cadillac promises an all-EV lineup by 2030—the luxury carmaker is reintroducing a few long-dismissed attributes.The Lyriq’s demeanor is in keeping with the virtues of its powertrain. An electric motor, such as the permanent-magnet spinner in the Lyriq (340 horsepower and 325 pound-feet of torque), never does much more than hum. The 102.0-kWh battery pack in the floor—sort of like sitting atop a giant slice of Texas toast—suppresses nearly all road noise. A wind-cheating and range-extending shape helps keep the air’s howl to a low whisper at highway speed. The direct-drive transmission provides uninterrupted thrust. Sail on, 5642-pound Lyriq.Fortunately, the suspension tuning doesn’t venture too far back into history. Ride quality sticks to the comfort side of the ride-handling spectrum, but it’s free of any floatiness. Some initial impact harshness is quickly forgotten as the multilink front and rear suspension gently stroke away the ripples. Steering isn’t as light as the roulette wheels in old Coupe DeVilles, but no one who wants a Blackwing will find much to love about the Lyriq’s handling. Competency won out over playfulness, and all-season rubber, size 265/50R-20, summons a mere 0.80 g on the skidpad. The battery keeps the center of gravity low, and weight distribution is 48.7 percent front and 51.3 percent rear, which may say “sports sedan” balance, but the mass wins out over the tires. The testing team did report that with stability and traction control disabled, our rear-drive Lyriq will do some mighty fine drifts on the skidpad, should you want to pretend you’re on staff here. HIGHS: Silence is golden, practical range, a relative value.Related StoriesIf you’re inclined to continue to drive like our testers, you’ll find that the rear-drive Lyriq’s 5.7-second time to 60 won’t leave much of a mark on your memory or back. A sub-six-second 60-mph time isn’t slow, but in a world where the Genesis GV60 hits 60 in 3.7 seconds and like-priced EVs are reliably under five seconds, the Lyriq lacks the ferocious acceleration we’re coming to expect as a given in EVs. Perhaps to keep things calm, Cadillac doesn’t feed in full power until speeds are north of 40 mph. A quicker version with a second motor and 500 horsepower is on its way for those seeking more thrills. Stopping from 70 takes a long 191 feet; one-pedal driving is possible for those who enjoy not having to use the brake pedal. On the highway at a steady 75 mph, the Lyriq returns 270 miles of range, which isn’t far off its 312-mile EPA estimate. A 19.2-kW onboard charger can restore a depleted battery in about six hours if you have a Level 2 connection capable of delivering that much juice. DC fast-charging can swallow up to 190 kilowatts and add up to 195 miles of range in 30 minutes. Like in the GMC Hummer EV, GM’s Ultium battery motivates the machine. Made up of pouch-type lithium-ion cells that each weigh about three pounds and hold just under 0.4 kilowatt-hour of energy, the 288-cell battery delivers a 102.0-kWh usable capacity.LOWS: Not quick for an EV, long braking distances, competence instead of fun, no frunk.The Lyriq rides on a long 121.8-inch wheelbase, and the cabin is airy, although the giant glass roof does seem like a bad idea in the summer or in sunny parts of the world. In the front, two white leather seats (vented and heated) provide easy adjustment and face a swept-back windshield. A large storage track between the footwells is the perfect place for a small bag, and a drawer that would’ve been an ashtray in the last century is instead leather lined and ready for a phone or other stuff. Aside from a few obviously plastic bits, interior materials look and feel rich. The laser-cut wood inlays on the doors are particularly attractive. A large, sweeping 33-inch panel houses a configurable speed and power display behind the steering wheel, as well as an infotainment touchscreen to the right of the gauges. The HVAC controls have hard buttons, but the touchscreen hides a number of controls and settings. Before Cadillac updated its software to simplify the procedure, opening the glovebox on our pre-production Lyriq required multiple screen taps, which could make getting pulled over even more annoying. VERDICT: Cadillac’s future draws from its past.If you think that’s a bad idea, wait until you open the doors from the outside. What appears to be a door handle is merely a switch that cracks the door open. From there, it’s up to you to grab the tab at the base of the window to swing the door fully open—and the rear doors don’t even have a tab to grab. What used to be one step—pull—is now two. Ah, the future.Other missteps include the lack of storage under the hood. Cargo space behind the rear seat measures 28 cubic feet; folding the seat increases that to 61 cubic feet. But a purpose-built EV without a frunk strikes us as a miss. (Peek under the plastic cover and you’ll find some wasted space.) All-wheel-drive versions will place a motor up there. At first glance, we thought the Lyriq’s price might be a mistake. Cadillac is selling the lavishly equipped rear-drive version for $62,990. That’s a mere $6000 more than the far less luxurious, but quicker, Hyundai Ioniq 5 in our EV competition. Aggressive pricing may explain why Cadillac has sold out Lyriq production for 2023. The Lyriq won’t ever be mistaken for a Blackwing, but its refinement is in keeping with the cars that made Cadillac famous.CounterpointsThe Lyriq reminds me of my grandfather’s old 1984 Seville—hushed, smooth, not quick. West Palm Beach with wheels. Click on Super Cruise and go eat up some miles. Crank some yacht rock on the 19-speaker AKG sound system. Relax. We’ve gotten so obsessed with Blackwings, we forgot that Cadillac once knew how to build the best barges in the business. The Lyriq tells you that sometimes it’s okay to sit back and smell the leather. Can I get a landau package on this baby? —Ezra DyerThe Lyriq is a solid all-around EV with one compelling strength: value. It offers more for less. The interior design is classy. The single-motor test vehicle we drove was larger, roomier, and finished in nicer interior materials than most competitors of similar price. It’s very handsome—rich-looking, even. The mono-motor version is no rocket, but it’s quick enough for most drivers and has decent range. This is a lot of EV for the money—emphasis on a lot. —Rich CepposIt Isn’t All ElectronicThe Lyriq uses a novel set of shocks that boast a mechanical innovation.The inherent behavior of a hydraulic shock absorber is the exact opposite of what vehicle dynamics require. That’s because shock absorbers produce damping force related to the speed at which they are compressed—or extended. Unfortunately, strong damping is needed during handling maneuvers that happen with slow suspension motions, while low damping is desired when a tire hits a pothole, which strokes the suspension much faster.Blue: Oil flow at low frequency. Red: Oil flow at high frequency.Illustration by Pete Sucheski|Car and DriverFor about 100 years, shock- absorber designers have been juggling compression and rebound damping ratios and developing complex shock valving to try to overcome this fundamental problem. The new Lyriq adds a novel twist to this age-old battle.Known as Passive-Plus Premium Dampers, they resemble conventional twin-tube dampers. A valve assembly on the piston at the base of the shock rod provides low-speed rebound and high-speed compression damping. The foot valve, which controls the flow between the inner and outer tubes, provides low-speed compression damping. The fluid is pressurized to 50 psi to minimize cavitation.The twist is an additional valve mounted just below the piston. The valve does not seal against the shock tube but rather allows fluid to flow through a passage in the shock rod, bypassing the main piston valve. This valve takes over during high- frequency suspension motions and provides lighter damping and thus a softer ride during bumps. During low-frequency motions, the main piston valve operates with heavier damping, providing better body control and sharper steering response.And this process requires no electrons. —Csaba CsereSpecificationsSpecifications
2023 Cadillac Lyriq 450E Debut EditionVehicle Type: mid-motor, rear-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $62,990/$62,990Options: none
POWERTRAIN
Motor: permanent-magnet synchronous ACPower: 340 hpTorque: 325 lb-ftBattery Pack: liquid-cooled lithium-ion, 102.0 kWhOnboard Charger: 19.2 kWTransmission: direct-drive
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F: 12.6-in vented disc; R: 13.6-in vented discTires: Michelin Primacy All-Season265/50R-20 107H M+S TPC
DIMENSIONS
Wheelbase: 121.8 inLength: 196.7 inWidth: 77.8 inHeight: 63.9 inPassenger Volume: 107 ft3Cargo Volume: 28 ft3Curb Weight: 5642 lb
C/D TEST RESULTS
60 mph: 5.7 sec1/4-Mile: 14.3 sec @ 99 mph100 mph: 14.7 sec130 mph: 18.3 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.1 secTop Gear, 30–50 mph: 2.3 secTop Gear, 50–70 mph: 3.2 secTop Speed (gov ltd): 118 mphBraking, 70–0 mph: 191 ftBraking, 100–0 mph: 387 ftRoadholding, 300-ft Skidpad: 0.80 g
C/D FUEL ECONOMY
Observed: 72 MPGe75-mph Highway Range: 270 mi
EPA FUEL ECONOMY
Combined/City/Highway: 89/97/82 MPGe
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 September 2022 issue of Car and Driver.[image id=’2e109a36-76ee-4a75-983e-53c55736e4ad’ mediaId=’6f9d837f-f041-45bd-9e54-801f06577d6c’ align=’left’ size=’small’ share=’false’ caption=” expand=” crop=’original’][/image]Last year, at our inaugural EV of the Year event, there wasn’t a single vehicle that could tow more than 5000 pounds. There are now three such entries: the GMC Hummer EV (7500-pound towing capacity), Ford F-150 Lightning (10,000-pound max), and Rivian R1T (11,000 pounds). To evaluate this emerging electric-towing phenomenon, we hitched each to the same load, a 29-foot camper that weighs 6100 pounds, the sort of trailer a family of four might take on the quintessential summer getaway.We ran all three trucks on the same 85-degree summer day on the same flat highway loop at 70 mph. Other than the slightly lower speed, which is prudent when piloting between 13,000 and 16,000 pounds of truck and trailer, we conducted this the same way we run our 75-mph highway-range tests, with the automatic climate control set to 72 degrees and running as many miles as we dared before the battery’s state of charge became dire.[composite mediaId=’10e6b4bb-cc2a-4b48-8bf9-fbbbce529719′][/composite] These new electric pickups are wonderful towing companions, aided by massive horsepower and torque that allow for easy merging with the flow of interstate traffic, and their heavy curb weights (between 6855 pounds for the F-150 and 9640 pounds for the Hummer) lend an impressive stability when lugging a three-ton trailer. But you won’t want to be going far, as a full battery will take you a mere 100 miles in the Lightning, 110 miles in the R1T, and 140 miles in the Hummer. Although the Hummer consumes electricity at the highest rate of the three, its considerably larger battery pack more than makes up for the difference. (As with unladen range, each figure is rounded down to the nearest 10-mile increment here.)There are a few quirks. EVs can sometimes be fickle to top off; the Lightning was set to charge all the way but instead stopped at 94 percent. However, even boosting its result by the missing 6 percent doesn’t propel it past the next 10-mile increment. Adaptive cruise is available while towing in the Hummer and the Lightning, but not hands-free Super Cruise or BlueCruise, while the Rivian won’t allow the use of adaptive cruise control at all. All of these trucks have integrated trailer-brake controllers, but none is available with larger towing mirrors that would improve visibility at the cost of a bit more aero drag.[composite mediaId=’9431301f-f6d3-4617-aa7c-41e2ee22d4de’][/composite]The Rivian’s higher level of regenerative braking is helpful in slowing a trailer, while the Lightning disables one-pedal drive mode when towing. Selecting Tow mode in the R1T instantly slices its predicted range roughly in half, then adjusts from there based on real-time consumption; the Lightning made a giant downward leap between the first five and 10 miles, from 288 miles predicted to 96; the Hummer’s range-prediction algorithm did the equivalent of putting its fingers in its ears and yelling “na-na-na,” refusing to adjust downward despite dropping an average of 12 miles of predicted range for every five traveled.The range for all three trucks when towing was less than half as far as when cruising lightly loaded at 75 mph. But the Hummer fared best, we suspect due to its punching the largest hole in the air to begin with—and the Rivian, which fared worst, the smallest—and therefore being relatively less affected by the blocky trailer.[image id=’39886173-c163-4009-8d72-d6a0b9d421d7′ mediaId=’cc93d8a3-bfa4-41e1-ad85-13a915bb8bfe’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image] The physics aren’t different from towing with an internal-combustion pickup; in both cases the range will be sliced roughly in half. But in the case of these EVs, that reduced figure can be barely three digits. And low-battery warnings start in at roughly 50 miles to empty, when the battery pack is still nearly half full. Even if you’re accepting of the lengthy recharging stops—which will be even longer due to the need to charge the battery further than when traveling unladen—most highway-adjacent charging doesn’t allow pull-through access. And disconnecting a trailer—especially one like this with a weight-distributing hitch—every couple of hours is a major hassle.[image id=’f7c552e1-3962-4709-a205-40d0deef2719′ mediaId=’d5efd6b2-cbd7-44c5-831d-5983495b238a’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image] More

We don’t know exactly what we were expecting, but the 2022 Rimac Nevera is definitely not an antiseptic EV that lacks a soul. We slid in, and the faint rumble of the climate-control system made a reasonable impression of an idling engine. Was this intentional? It’s unclear, but it worked for us. As we got underway, the whine of the four motors and their attendant reduction gears gave off an impression that the thing was alive—no need for the synthetic space-commander theme music you find in a Porsche Taycan or a BMW i4. The motor sounds coming from all four corners through the carbon-fiber conduit that is the Rimac’s one-piece chassis connected us to the machine like no other EV has.The Nevera brings an almost-preposterous 1813 horsepower to bear via a quad-motor propulsion system that assigns one carbon-sleeved permanent-magnet AC synchronous motor and direct-drive transmission to each wheel. (That figure is slightly less than the peak output we’ve reported before, as engineers on-site at the drive event confirmed that 1877 hp is the battery’s maximum output, but 1813 hp is the maximum that can make it to the motors.) The car’s total output at full whack is naturally rear biased, because while each front motor is rated at 295 hp and 207 lb-ft, the two rear drive units are good for a monster 644 horses and 664 lb-ft apiece. The Nevera is said to be capable of a 1.85-second leap to 60 mph and a quarter-mile time of 8.6 seconds. Those numbers were earned on a prepped drag strip, but we don’t think they’re too far off what we might measure when we get the chance. Rimac also claims a top speed of 258 mph.
The actual output can be tailored through the five drive modes. Range mode makes use of 100 percent of the front-motor torque while limiting rear-motor torque to 30 percent of maximum. Because of the wildly different torque output available at each end, that works out to a near 50/50 split from the pavement’s point of view. In practice, though, we rarely saw the rear power meter light up while we cruised in Range, giving us the impression that this mode is more heavily front biased than all of that math suggests. And the Nevera needs all the range help it can get, as the EPA methodology gives it a stingy 205-mile range figure.Cruise and Sport modes cap front and rear output at 70 percent of their respective limits. The difference between these two modes amounts to steering assist and the damping profile of the electronically adjustable KW-supplied dampers. Track mode cranks both of those parameters up another notch, but importantly, it also lets go of the reins so the motors at each end can deliver up to 100 percent of their rated maximums. Then there’s Drift mode, which puts the front motors to bed while allowing the driver to light the rears up to 100 percent of their potential.

Rimac is rightfully very proud of the advanced torque vectoring this quad-motor powertrain has facilitated, but we found it wanting in Cruise and Sport modes, where its ability to read the road and make instantaneous decisions about available grip seemed less refined than our own eyeballs and local knowledge. Caution and a conservative approach are of course appreciated with the ruinous potential of 1800-plus horsepower on tap. But it didn’t take much to get the system to balk at attempts to put the power down in corner-exit situations that a Hyundai Veloster N would have agreed to enthusiastically. Things only seemed to come right when we dialed in Track mode, which allowed us to roll into the accelerator as intended because of its more aggressive torque-vectoring map and more permissive traction control.Thankfully, beside the above five default modes, there are two other customizable ones. We’d use them to modify the Cruise and Sport settings to have the Track mode’s torque vectoring and traction-control permissiveness. Frankly, though, it’d be nice if the car weren’t quite so stingy, particularly in Sport mode.
The chassis, on the other hand, is otherworldly. The rigidity of its carbon-fiber structure is immense, and the front and rear control-arm suspensions bolt directly to it. The only appendages are the front and rear crash structures that support the bodywork. Additional chassis strength comes from the massive 117.0-kWh T-shaped battery pack, a fully stressed chassis member that runs between and behind the seats and seatbacks, with additional wings of cells spreading out under each occupant’s feet, but not under their seats. The absence of cells under the seat allows for a low seating position that makes a supercar roofline possible.With that kind of platform rigidity, the Nevera’s chassis tuners could have created a brutal, track-focused machine. But this car is intended for mere mortals (albeit extremely wealthy ones) to drive on normal roads, and so the chassis tuning is instead set to be tolerable on poor roads. You can also see this philosophy in the tires, which are 275/35ZR-20 front and 315/35ZR-20 rear Michelin Pilot Sport 4S rubber that shows a bit of sidewall. There’s likely a practical element at work here, too, as a car pushing 5100 pounds needs tires that enclose a bit more air volume than something like a set of rubber-band 22s, especially when you consider the aero downforce at the very high speeds it’s capable of.
This is not meant to imply that the Nevera can’t turn a corner, because it absolutely stays glued to the pavement when pushed hard. Alert readers may remember that we carped about light steering when we sampled an earlier prototype, but the engineers have apparently made changes since then, because the effort and cornering force buildup is intuitive, natural, and laser focused. On-center response gets a bit less surgical when the car is in Range mode, but that seems entirely appropriate. The Brembo carbon-ceramic brakes, on the other hand, feel a bit touchy the first time you get on them, but that’s mainly if you turn regenerative braking fully off. Leave it on the maximum setting and it can recover energy at 300 watts, which amounts to a healthy 0.4-g deceleration rate. The regen system programming is uncommonly progressive in the way it responds when you lift off the accelerator, and there’s no weird surge if you transfer your foot to the brake pedal asking for more.You’ll never hear Nico Rosberg, the former F1 champ who took delivery of Rimac #001, complain about interior space. But we found the cabin to be on the tight side for a six-foot-two driver. Headroom is reasonable, but it’d be nice if the seat went back farther. The battery pack and rear firewall prevent that, however, so you’d better not be an NBA star. The seat adjustments are in the central touchscreen with a lot of other secondary controls, which is not ideal, but this car is unlikely to to see much driver swapping.
There are no column stalks, so controls for the turn signals and wipers are on the steering wheel. The start button and shift selector are to the driver’s left, and a pair of larger bilevel knobs to the right. One cycles through the drive modes and five levels of stability control, and the right knob allows you to vary the output of the front and rear pair of motors. It’s a lot to sort through, but tweaking the stability control did seem necessary to reconfigure Cruise and Sport to our liking.The Nevera is every bit the moonshot you’d hope given the price of 2 million euros (which is converted to dollars at time of order). And yet, it doesn’t feel like a science project. The outrageous output and impressive customizability make its electric powertrain as fascinating as its most potent internal-combustion counterpart. The Nevera makes us optimistic about the future of ultrahigh performance.

Specifications

Specifications
2022 Rimac NeveraVehicle Type: front- and rear-motor, all-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base: $2,050,500 (2,000,000 euros converted using exchange rate at time of order)
POWERTRAIN
Front Motors: 2 permanent-magnet synchronous AC, 295 hp, 207 lb-ft eachRear Motors: 2 permanent-magnet synchronous AC, 644 hp, 664 lb-ft eachCombined Power: 1813 hpCombined Torque: 1741 lb-ftBattery Pack: liquid-cooled lithium-ion, 117.0 kWhOnboard Charger: 22.0 kWTransmissions, F/R: direct drive
DIMENSIONS
Wheelbase: 108.1 inLength: 187.0 inWidth: 78.2 inHeight: 47.6 inCargo Volume: 4 ft3Curb Weight (C/D est): 5100 lb 
PERFORMANCE (C/D EST)
60 mph: 1.9 sec100 mph: 4.1 sec1/4-Mile: 8.6 secTop Speed: 258 mph
EPA FUEL ECONOMY
Combined/City/Highway: 53/53/54 MPGeRange: 205 mi

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Just as the minivan once kicked the station wagon to the curb as the family hauler of choice, the three-row SUV has now pushed aside the minivan. Since the Hyundai Palisade’s introduction in 2020, it—along with the mechanically similar Kia Telluride—has been among the most popular options in the segment with its combination of great value, a plush interior, and a raft of features that ease the task of ferrying a herd of children through suburban America. For 2023, Hyundai gave its three-row schooner a facelift and additional equipment. Our first drive of the new Palisade revealed a comfortable, dynamically sound crossover that can even fulfill the promise of decent, if rarely used, off-road capability.Exploring the roads around Asheville, North Carolina, we found this Palisade to be the same friendly and easy-to-drive partner as the 2020 original. This checks out, since the 2023 update largely left the mechanicals alone, focusing instead on exterior styling and interior features. We’ll let you decide whether the new armor-like grille and thick, boomerang-shaped LED headlights are attractive, but the look is certainly more eye-catching than the previous iteration.
Familiar MechanicalsAs before, the 3.8-liter V-6 produces 291 horsepower and 262 pound-feet of torque, with the eight-speed automatic also carrying over. The Palisade is still available in front- or all-wheel drive; we sampled an all-wheel-drive Calligraphy model during our visit to Asheville. The V-6 provides adequate oomph for a vehicle of this size—the Palisade never felt lethargic in city traffic, and merging onto the highway was a breeze. We recorded a 6.9-second sprint to 60 mph for the Palisade in a 2020 comparison test, and we’d expect a similar result with the new version.While ascending a steep hill can sometimes leave the transmission flummoxed, shuffling through the ratios as it searches for the right gear, the eight-speed generally shifts smoothly around town. Mashing the throttle can also catch the transmission off guard, although switching into Sport mode provides more aggressive shifts. The Palisade is also fitted with paddle shifters, but don’t be fooled into thinking they make this big SUV an engaging drive. Their unhurried shifts didn’t make the Palisade noticeably quicker.

The steering is precise and sufficiently weighty—switching to Sport mode adds heft but no feedback. The Palisade rides fairly smoothly, although it can feel a bit taut over rougher pavement, and body roll is well controlled for such a large vehicle. The brakes, while devoid of feel, stop the 4500-pound SUV well enough (hauling it down from 70 mph in a class-competitive 173 feet in that 2020 comparison test). Hyundai touted increased sound deadening for 2023, but we still heard a fair amount of wind noise whooshing by the sizable side-view mirrors at highway speeds.
While the school pickup line and Target parking lot are the Palisade’s usual haunts, Hyundai nonetheless wanted to demonstrate the SUV’s adventurous side. (A new XRT trim level plays up that theme but doesn’t include any meaningful hardware upgrades.) On a mild off-road trail, traversing through muddy puddles and deep ruts, the Palisade proved to be a surprisingly capable companion. It absorbed small bumps well, and the ultrasharp front, rear, and bird’s-eye camera views helped us avoid skirmishes with rocks and trees. Still, the pavement-oriented tires struggled for grip in the mud, and we wouldn’t recommend pushing the Palisade beyond a dirt two-track. Luxe InteriorInside, the Palisade is just as pleasant as before. Hyundai provides a luxurious cabin for a fairly affordable price, with the top-of-the-line Calligraphy model starting at $50,195 (add $1900 for all-wheel drive). The Calligraphy’s interior is full of supple materials, such as the nappa leather that wraps the extremely comfortable seats. New for 2023 is the Ergo Motion driver’s seat, which automatically starts massaging your back and bottom during a long drive to help reduce fatigue. The seats also tighten the bolstering around your ribs when you engage Sport mode, making you feel more snug when you’re navigating twistier roads or just need a hug.
The Palisade now comes standard with a 12.0-inch touchscreen, which displays a crisp, modern graphics, and the refresh adds several features that are crucial for placating a crowd. Along with available heated and ventilated seats in the first two rows, the third row gains optional heated seats—just like the new Range Rover—while the second row is also fitted with adjustable wings on the headrests to keep noggins from flopping over during naptime. The Palisade becomes the first Hyundai to offer a Wi-Fi hotspot, providing 4G LTE service from Verizon, and it features the latest version of Hyundai Digital Key, which allows owners to use an iPhone, an Apple Watch, or a Samsung Galaxy to lock, unlock, and start their car in lieu of a key. Six USB-C and one USB-A port plus a wireless charging pad should keep everyone’s devices charged up. Parents will also be happy to hear that the 2023 Palisade adds side-impact airbags in the second row, and parking-collision-avoidance assist joins a host of other driver assistance features. There is also a digital rearview mirror for increased visibility when the Palisade is full up with passengers or cargo, auto-dimming mirrors to reduce glare, and a new Tow mode (although towing capacity remains 5000 pounds). With all of these new features coming for around $50,000—and many of them available on cheaper trims—the 2023 Palisade continues to make a strong value argument while providing competent driving dynamics and adding an uptick in freshness to the design.

Specifications

Specifications
2023 Hyundai PalisadeVehicle Type: front-engine, front- or all-wheel-drive, 7- or 8-passenger, 4-door wagon
PRICE
SE, $36,245; SE AWD, $38,145; SEL, $39,245; SEL AWD, $41,145; XRT, $41,545; XRT AWD, $43,445; Limited, $47,795; Limited AWD, $49,695; Calligraphy, $50,195; Calligraphy AWD, $52,095
ENGINE
DOHC 24-valve Atkinson-cycle V-6, aluminum block and heads, direct fuel injectionDisplacement: 231 in3, 3778 cm3Power: 291 hp @ 6000 rpmTorque: 262 lb-ft @ 5200 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 114.2 inLength: 196.7 inWidth: 77.8 inHeight: 68.9 inPassenger Volume: 154–160 ft3Cargo Volume: 18 ft3Curb Weight (C/D est): 4300–4550 lb
PERFORMANCE (C/D EST)
60 mph: 6.8–6.9 sec1/4-Mile: 15.1–15.2 secTop Speed: 132 mph
EPA FUEL ECONOMY
Combined/City/Highway: 21–22/19/25–27 mpg

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