Car Reviews

30,000-Mile UpdateOur 2021 Chevrolet Corvette Z51 has done it all. It’s conquered high-mileage road trips up, down, and across the eastern United States. It’s turned laps around multiple racing circuits and been loaded to the gills with oversize items from Costco. Winter couldn’t faze it, and heck, it’s even shock-and-awed unsuspecting hunters with an off-road stint. The only thing left to do is cross the 40,000-mile finish line.When we last visited our mid-engine superstar, it had emerged from winter with an odometer whose revolutions had slowed. With the warmer season now in full swing, wheels that are round again, and a fresh set of Michelin Pilot Sport 4S sneakers ($1962), the Red Mist Corvette is back to piling on the miles. Our driving impressions haven’t changed—we still thoroughly enjoy every minute behind the wheel. But we’re newly infatuated with the targa top and its ease of use. With lightweight construction, it’s so simple to operate that it can be stowed in the trunk in the duration of a stoplight.The warmer temps and longer road trips have also helped bring our observed fuel economy up to 19 mpg. We’re still impressed by how the 495-hp 6.2-liter V-8 hums along on four cylinders at highway speeds, and on our 75-mph highway fuel-economy loop, the Corvette returned a respectable 26 mpg. Alas, the Corvette’s perfect service record was interrupted by a failure on a trip to Virginia. The car traveled to Virginia International Raceway to support our first Lightning Lap track day, and we couldn’t resist the temptation to get out and mix it up with some fellow track rats. With the car rolling on tires that were largely used up and not set into the aggressive track alignment, our laps were more about enjoying our favorite circuit than setting lap times. It always sad when it’s time to leave Virginia, but when we started the Corvette, we experienced a new kind of heartache. The clutch on the A/C compressor had failed, and upon engagement, it sounded like bolts in a blender and smelled of burning rubber. The Corvette was still drivable, provided the HVAC remained off. The 700-mile trek home was met with cool mornings, searing afternoon heat, and, fortunately, no further issues. Was running the A/C on the track the culprit, or was its failure an untimely coincidence? We’ll never know, but the compressor was replaced at the dealer and covered under warranty. Our fourth and fifth pit stops for service at 22,500 and 30,000 miles were routine oil-and-filter changes; at the former, a fresh cabin air filter was also installed. To date, we’ve spent $985 on service, a not terribly high sum for a car capable of playing with far more expensive exotics. With less than 5000 miles to go, it’ll take drastic measures for our opinion of this car to change. For now, we’ll keep doing Corvette things, which is everything. Months in Fleet: 14 months Current Mileage: 35,563 milesAverage Fuel Economy: 19 mpgFuel Tank Size: 18.5 gal Observed Fuel Range: 350 milesService: $985 Normal Wear: $2083 Repair: $0Damage and Destruction: $971SpecificationsSpecifications
2021 Chevrolet Corvette Stingray Z51Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door targa
PRICE
Base/As Tested: $65,990/$79,170 Options: 2LT equipment group, $7300; front axle lift, $1995; magnetorheological dampers, $1895; Carbon Flash wheels, $995; Red Mist paint, $995
ENGINE
pushrod 16-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 376 in3, 6162 cm3Power: 495 hp @ 6450 rpmTorque: 470 lb-ft @ 5150 rpm
TRANSMISSION
8-speed dual-clutch automatic
CHASSIS
Suspension, F/R: control arms/control armsBrakes, F/R: 13.6-in vented disc/13.8-in vented discTires: Michelin Pilot Sport 4S ZPF: 245/35ZR-19 (89Y) TPC Spec 3120R: 305/30ZR-20 (99Y) TPC Spec 3121
DIMENSIONS
Wheelbase: 107.2 inLength: 182.3 inWidth: 76.1 inHeight: 48.6 inPassenger Volume: 51 ft3Cargo Volume: 13 ft3Curb Weight: 3665 lb
C/D TEST RESULTS: NEW
60 mph: 2.9 sec100 mph: 7.2 sec1/4-Mile: 11.2 sec @ 122 mph130 mph: 13.2 sec150 mph: 19.8 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.5 secTop Gear, 30–50 mph: 1.8 secTop Gear, 50–70 mph: 2.5 secTop Speed (mfr’s claim): 184 mphBraking, 70–0 mph: 148 ftBraking, 100–0 mph: 287 ftRoadholding, 300-ft Skidpad: 1.03 g
C/D FUEL ECONOMY
Observed: 19 mpgUnscheduled Oil Additions: 1 qt
EPA FUEL ECONOMY
Combined/City/Highway: 19/15/27 mpg75-mph Highway Driving: 26 mpg75-mph Highway Range: 480 mi
WARRANTY
3 years/36,000 miles bumper to bumper5 years/60,000 miles powertrain6 years/100,000 miles corrosion protection5 years/60,000 miles roadside assistance3 years/7500 miles scheduled maintenance
C/D TESTING EXPLAINED20,000-Mile UpdateWhile in most of the U.S., the year can be defined by four seasons, here in Michigan we experience a few more. We’re talking about the transition periods such as false winter, second spring, pothole season, mud season, and construction season, which bridge the traditional seasons and make our state an interesting yet devastating place for vehicles to call home.Here, sports cars typically shelter in place in a garage or beneath a cover (or both) for, let’s call it, five months. But not at Car and Driver. Instead, we pilot our Chevrolet Corvette Z51, with its 495 horsepower delivered to the rear wheels, through the coldest, darkest, and most treacherous driving conditions of the year. After all, the Corvette is engineered to survive in these elements.Bystanders often gave us looks of disbelief when they saw our long-term Corvette dashing through the snow, or perhaps an expression of disgust at the Red Mist livery that had transitioned to a grayish frozen slurry of road grime and a nose full of Michigan’s finest uncut blue road salt. Had they caught a static glimpse of the mid-engine hot rod, they would’ve known the meaty Michelin Pilot Alpin PA4 winter tires fitted at each corner mean business. More CorvetteWhen white gold fell from the sky or indecisive clouds slathered the road surface with a glaze of ice, those winter shoes delivered ample traction for assertive throttle inputs. Having 60.4 percent of the Corvette’s 3665-pound curb weight over the rear axle also helps. When the road conditions deteriorate to the friction coefficient of a skating rink, selecting Weather mode via the rotary knob on the center console dials back the throttle sensitivity and the firmness of the shifts of the eight-speed dual-clutch transmission to better tiptoe the Vette through dicey scenarios. When the snow piles up, the front splitter pushes more white stuff than Escobar. But the optional front-axle lift proves effective at clearing speed bumps, and its 1.5 inches of additional lift also help keep the nose clean—provided the speed stays below 24 mph. When our Corvette was relegated to spending the night outside and freezing precipitation would encapsulate its body in a frozen cocoon, opening the door the following day would emit a gut-wrenching crunchas the rocker panel, door, and fender junction tried to pull themselves from one another. It’s best to remove snow that piles onto the trunklid before attempting to access the rear cargo hold, and using the remote start will allow the furnace that is the 6.2-liter V-8 to help de-ice the tail end. As a bonus, this method ensures the cabin is warm and the heated steering wheel and seats are toasty. Has anyone ever thought of a heated frunk lid? If not, they should, because with no immediate heat source up front, the lid never thaws itself.Though orange construction barrels have blossomed on the shoulder of nearly every Michigan highway, keeping up with the cycles of freeze, thaw, then freeze again has proved to be difficult. Our Corvette knows this from personal experience. On a nearby interstate, Mother Nature’s jackhammer dislodged a chunk of concrete that the ground-hugging Vette could not clear, ripping apart the front plastic undertray in the process. Thankfully, none of its vitals were damaged during the incident, and we were able to carry on until the $471 repair could be completed.Our deteriorating infrastructure created more havoc for the Corvette. The crumbling roads leave craters and canyons in their wake, so when the dealer discovered a bent wheel during the winter-tire installation, we weren’t shocked. But all four? Without as much as shimmy in the ride quality, we pulled away scratching our heads. Hats off to the fantastic magnetorheological dampers for tuning out the imperfections, because a second opinion confirmed that all four wheels were indeed out-of-round, and we got them repaired for a reasonable $125 per corner. Our third service visit proved to be a bit more costly than the bargain ($82) oil change at the 15,000-mile mark. This one includes not only the standard oil and filter change but also transmission-filter replacement and fluid top off as well as a fresh cabin air filter for a grand total of $767. Included in that total is a $222 transmission filter that is apparently constructed of platinum mesh and a quart of transmission fluid synthesized from the finest chemicals that trades for $43. Now that winter is (maybe) past us, we look forward to getting the Corvette back on proper summer rubber and making the push toward the 40,000-mile finish line. With any luck, those miles will be on smooth pavement under sunny skies. But we’re not counting on it.Months in Fleet: 11 months Current Mileage: 22,110 milesAverage Fuel Economy: 18 mpgFuel Tank Size: 18.5 gal Observed Fuel Range: 330 milesService: $849 Normal Wear: $71 Repair: $0Damage and Destruction: $971 10,000-Mile UpdateIt’s been pretty easy for our Chevy Corvette Z51 to win us over, with its attention-grabbing lines, agile handling, and blistering 2.9-second sprint to 60 mph. Not to mention the rowdy cold-start bark from its 495-hp 6.2-liter V-8 that Zora Arkus-Duntov probably can hear from the grave. As our long-term Corvette passes the quarter-way point of its 40,000-mile test, we’re finding it difficult to dwell on its often-trivial shortcomings. Instead, we’re growing increasingly impressed with how well this mid-engine sports car works as a road-trip companion. Since it arrived at Car and Driver HQ, our Corvette’s Michelin Pilot Sport 4S tires have spent little time not in motion. On multiple occasions, it has ferried passengers and their luggage on weekend getaways with few complaints, venturing both to northern Michigan and well south of the state line. The frunk offers enough storage room for a carry-on suitcase and a duffle bag, and the rear trunk can house two carry-ons and whatever else you can stuff back there. Just remember that the trunk is located directly above the exhaust, meaning it gets extra toasty back there and the delicious fudge you’ve purchased on Mackinac Island will melt. “That my wife and I could go on a weekend road trip in the Corvette is perhaps the highest praise I could give it as a sports car,” news editor Eric Stafford wrote in the Vette’s logbook. Our extended highway drives have also revealed some welcome subtleties about life with the latest Corvette, such as its V-8’s ability to hum along on just four cylinders, even at 80 mph. Though we’ve yet to have any tank of fuel meet the EPA’s 27-mpg highway estimate, our recent excursions have boosted our average fuel economy by 1 mpg, to 18 mpg. What’s more, the gauges—save for the speedometer and engine-temperature and fuel gauges—can be completely blacked out during dead-of-night driving, which greatly helps reduce eyestrain. In terms of practicality, the Corvette also swallows golf clubs surprisingly well, as associate technical editor Connor Hoffman found when he loaded his in the trunk and headed to St. Louis for a few rounds. However, during a warm afternoon—and presumably to cool off after a weekend of shanking balls into woods—his urge to remove the targa top presented a dilemma: The top easily stows away in the rear trunk, but not with golf clubs or really anything else back there. Likewise, for the few of us who play ice hockey and have come to appreciate the frunks of Porsche’s 718 and 911 models, seemingly engineered to perfectly fit a hockey bag, the Corvette’s front cargo hold is considerably smaller. This has unfortunately led us to cram our wet hockey gear—with its stench—in the cabin. You apparently still can’t have it all with a mid-engine sports car. Another minor gripe has centered on poor rear visibility, as there are two panes of glass to look through, and both require frequent cleaning to remove dust and water kicked up past the engine bay. Keeping a microfiber towel in the trunk is recommended, but we’ve also learned to bypass the issue by activating the rear-facing camera via a switch on the bottom of the rearview mirror. Though your brain will need to adjust to the camera’s lower perspective relative to the physical mirror, the trade-off is clearer vision and a wider field of view.Our Corvette has continued to be a reliable machine. The navigation issues that we previously experienced were remedied by a new SD card with the appropriate map data, which was installed during the car’s first scheduled service at 6773 miles. That initial pit stop, which Chevy covers if the first 7500 miles occur within the first three years, includes an oil and filter change, replacing the transmission filter and topping off the fluid, and basic inspections. The second stop, at 15,091 miles, was more routine, requiring an oil and filter change and inspections. We also had the wipers replaced during that visit, bringing our service total to $153. While our Corvette continues to run smoothly, its biggest challenge may be yet to come as winter weather inundates Michigan. As with nearly all our other long-termers, we recently fitted the C8 with winter tires, OE-size Michelin Pilot Alpin PA4s, in preparation for our first snowy rodeo with a mid-engine Corvette. We’ll report back with our findings in our next update. Months in Fleet: 7 months Current Mileage: 15,120 milesAverage Fuel Economy: 18 mpg Fuel Tank Size: 18.5 gal Observed Fuel Range: 330 milesService: $153 Normal Wear: $0 Repair: $0Damage and Destruction: $0 IntroductionWe’ve become familiar with the excellence of the eight-generation Chevrolet Corvette, now in its third year of production. It garnered our highest accolade by winning three consecutive 10Best awards, showed its stuff around Virginia International Raceway’s 4.1-mile circuit at Lightning Lap, and narrowly lost a comparison test to arguably one of the greatest sport coupes of the modern era, Porsche’s 718 Cayman GT4. But our exposure has been limited to short time frames, relatively speaking. So we ordered up a C8 for a 40,000-mile long-term test to get a real feel for what it’s like to live with Chevrolet’s mid-engine creation. Like we often do, staffers butted heads during the order process. One faction argued that this was our one chance to experience a base 1LT Stingray equipped with only the essential go-fast parts that come with the $5995 Z51 package (larger brake rotors, racier suspension tune, dual-mode exhaust, shorter final-drive ratio, electronically controlled limited-slip differential, summer tires) and $1895 magnetorheological dampers for a total of $66,990, the price we always tout as the performance bargain of the century. But we’d be living with our decision for at least a year, and eventually, we settled on the mid-grade 2LT trim (a $7300 upcharge), which includes niceties such as a heated steering wheel and mirrors, heated and ventilated seats, a head-up display, a 360-degree camera, a Bose audio system, wireless charging, and a performance data and video recorder. More on the CorvetteWhile the camera system lends a hand to prevent the front splitter from kissing curbs, we also added the front-axle lift system ($1995) to keep its chin clear of speed humps and driveway entrances. The magnetorheological dampers, Carbon Flash wheels ($995), and enticing Red Mist paint ($995) pushed the as-tested price to a still-reasonable $79,170. We went with interior leather in the Natural tone, a no-cost option that pairs nicely with the deep red exterior.The first 500 miles of Corvette ownership are subdued. Not by choice, but because of computerized limitations. The redline is reduced to 4500 rpm from 6500, and the eight-speed dual-clutch automatic short shifts whenever it can. This getting-to-know-you phase allows one to become accustomed to the buttons atop the curved wall that separates driver and passenger. At first their location seems odd, but they become easy to operate with more familiarity. With the 495-hp 6.2-liter V-8 in a state of relative dormancy, there’s opportunity to appreciate the Corvette for qualities outside its performance realm. The standard seats are comfortable enough for extended stays yet plenty supportive when the road coils. The adaptive dampers provide a supple ride even over Michigan’s broken pavement, and the Active Fuel Management’s switch to fewer than eight cylinders goes largely undetected. Once the odometer has passed 500 clicks, the tach opens up and there’s more freedom to explore the engine’s robust power over short stints. After the 1500-mile break-in process, the Corvette sprinted to 60 mph in 2.9 seconds and passed the quarter-mile mark in 11.2 seconds at 122 mph. That’s supercar-level performance for a reasonably attainable price. Not to mention that with the Z51 package’s Michelin Pilot Sport 4S rubber, the car gripped the skidpad at 1.03 g’s. The upgraded brakes stopped our 3665-pound Corvette from 70 mph in a scant 148 feet, and the halt from 100 mph needed just 287. The miles have piled on quickly, and not surprisingly, the logbook is filling up with praise. “The mid-engine Corvette makes an average Joe feel like Tony Stark in an Iron Man suit,” said buyer’s guide editor Eric Stafford, who added, “Whether it’s parked or in motion, it draws stares.” One staffer loaded it full of hunting gear and took full advantage of the front-axle lift system by navigating a sandy, mile-long two-track back to his cabin. This was after we wisely removed the rear brake cooling ducts that were installed and should be fitted only for track use. Buyer’s Guide deputy editor and Corvette aficionado Rich Ceppos wrote, “The successor to the original Acura NSX, the everyday supercar, isn’t the current NSX. It’s this Corvette.” But it hasn’t been all praise, although we’re partially to blame by not heeding the warning on Chevrolet’s configurator about windshield glare from the optional interior colors. Though an all-black interior wouldn’t have the upscale appeal of our Natural leather, a black dashtop wouldn’t create the three zebra stripes that reflect onto the windshield. This content is imported from Tiktok. 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.So far, the Corvette has been a paragon of reliability—with one exception: The navigation system quit working. For us, it’s not a big deal, as we prefer the mapping apps accessible through Android Auto and Apple CarPlay, but it’s something we’ll have addressed when the car goes in for service. We’ve also added a quart of oil, which isn’t a cause for concern as the pistons, rings, and cylinder walls find matrimony, but it’s something we’ll keep an eye on over the course of the 40,000-mile stay. Perhaps we’ll find more grievances, but so far, Chevrolet’s Corvette has already won us over. Months in Fleet: 3 months Current Mileage: 5929 milesAverage Fuel Economy: 17 mpg Fuel Tank Size: 18.5 gal Observed Fuel Range: 310 miles Service: $12 Normal Wear: $0 Repair: $0Damage and Destruction: $0SpecificationsSpecifications
2021 Chevrolet Corvette Stingray Z51Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door targa
PRICE
Base/As Tested: $65,990/$79,170 Options: 2LT equipment group, $7300; front axle lift, $1995; magnetorheological dampers, $1895; Carbon Flash wheels, $995; Red Mist paint, $995
ENGINE
pushrod 16-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 376 in3, 6162 cm3Power: 495 hp @ 6450 rpmTorque: 470 lb-ft @ 5150 rpm
TRANSMISSION
8-speed dual-clutch automatic
CHASSIS
Suspension, F/R: control arms/control armsBrakes, F/R: 13.6-in vented disc/13.8-in vented discTires: Michelin Pilot Sport 4S ZPF: 245/35ZR-19 (89Y) TPC Spec 3120R: 305/30ZR-20 (99Y) TPC Spec 3121
DIMENSIONS
Wheelbase: 107.2 inLength: 182.3 inWidth: 76.1 inHeight: 48.6 inPassenger Volume: 51 ft3Cargo Volume: 13 ft3Curb Weight: 3665 lb
C/D TEST RESULTS: NEW
60 mph: 2.9 sec100 mph: 7.2 sec1/4-Mile: 11.2 sec @ 122 mph130 mph: 13.2 sec150 mph: 19.8 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.5 secTop Gear, 30–50 mph: 1.8 secTop Gear, 50–70 mph: 2.5 secTop Speed (mfr’s claim): 184 mphBraking, 70–0 mph: 148 ftBraking, 100–0 mph: 287 ftRoadholding, 300-ft Skidpad: 1.03 g
C/D FUEL ECONOMY
Observed: 19 mpgUnscheduled Oil Additions: 1 qt
EPA FUEL ECONOMY
Combined/City/Highway: 19/15/27 mpg75-mph Highway Driving: 26 mpg75-mph Highway Range: 480 mi
WARRANTY
3 years/36,000 miles bumper to bumper5 years/60,000 miles powertrain6 years/100,000 miles corrosion protection5 years/60,000 miles roadside assistance3 years/7500 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

Acura has rediscovered its performance side, starting with the return of the NSX and continuing with the reintroduction of the Integra and the brand’s Type S designation. The RDX, however, has mostly watched from the sidelines, despite being Acura’s bestseller. Our test vehicle, which combined all-wheel drive, the top Advance package, and the sporty A-Spec trim, proved to be a capable all-arounder, but it doesn’t reach as far as the performance-oriented compact crossovers available from German automakers.The current RDX is now in its fourth model year, having been redesigned for 2019. The A-Spec is the sportiest-looking iteration, with blacked-out exterior trim, 20-inch wheels in dark gray, and large round dual exhaust outlets. Inside, it features two-tone red or white leather with black suede accents (or, for the terminally boring, all black decor). Combine it with Apex Blue Pearl paint, as in our test car, for maximum visual impact in the supermarket parking lot.RDX Ride and HandlingA-Spec styling can be had with the mid-grade Technology package or—new this year—with the Advance package. While the high-level Advance trim brings many niceties including a head-up display, a surround-view camera, heated front and rear seats, plus a heated steering wheel, its chief dynamic advantage is adaptive dampers, which are reserved for this trim. Our test rig was so equipped, and the newly retuned dampers provide a much more tolerable ride than the stiff-legged standard setup. And yet, with the ability to toggle into Sport mode, they maintain the RDX’s cornering acumen. So, too, does the available all-wheel-drive system, which sends 70 percent of the engine’s torque rearward and can further shunt 100 percent of that total to either rear wheel. The chassis is responsive, and body roll is not much of an issue, even if the 0.83 g of grip is less than we measured in the Audi Q5 45 and the Volvo XC60 B6.The steering is rather light and easy but firms up when the car is switched into Sport mode. The trouble with Sport mode, though, is that it effectively locks out the transmission’s top gears, so you often find yourself waiting for upshifts that never come. Unfortunately, there’s no custom mode to mix and match the parameters to your liking.HIGHS: Roomy cabin within a tidy footprint, attractive inside and out, not as expensive as German competitors.Turbo-Four Fuel Economy and PerformanceThe original RDX had a high-strung turbo four that was replaced by a naturally aspirated V-6 in the second-generation model. Today’s RDX again sports a turbocharged four-cylinder, although it’s not as peaky as that early engine. Compared to similarly configured rivals, its 272 horsepower is more than some (Audi, Infiniti), less than others (Alfa, Genesis). Same with its 280 pound-feet of torque. Call it midpack for compact luxury SUVs. More on AcuraMidpack could also describe the Acura’s 6.2-second sprint to 60 mph, though it is better than the 6.6 seconds we measured when this model first came out. That number puts the RDX ahead of the Cadillac XT5 and the Volvo XC60 B6 but behind the Audi Q5 45 (5.5 seconds) and the Genesis GV70 2.5T (5.6)—not to mention brawnier six-cylinder machines like the BMW X3 M40i and the Mercedes-AMG GLC43. Stops from 70 mph took 180 feet, a bit more than in competitors shod with similar all-season footwear.The RDX’s engine pairs with a 10-speed automatic. Ten forward speeds are a lot, and under gentle acceleration, the programming sometimes seems overly concerned with giving each gear a turn, although the shifts are smooth enough that most drivers probably won’t notice. Still, the transmission’s downshifts could be snappier. The turbo four’s engine sound is electronically enhanced, with opinions divided on how pleasing was the result, which rang our interior sound meter with 73 decibels at wide-open throttle.We saw 26 mpg on our 75-mph highway fuel-economy test, exactly matching the EPA estimate for the RDX with all-wheel drive and the A-Spec package. (Skipping the A-Spec package raises the EPA highway estimate to 27 mpg, and front-wheel drive bumps it up to 28 mpg.) The RDX A-Spec’s EPA ratings of 23 mpg combined (21 city/26 highway) are just behind those of all-wheel-drive competitors such as the BMW X3’s 24 combined (21 city/28 highway), Infiniti QX50’s 25 combined (22/28), and Audi Q5 S line’s 25 combined (23/28).Interior Space and Infotainment TechnologyStretching 187.4 inches in length and sitting astride a 108.3-inch wheelbase, the RDX is usefully sized without feeling bloated. Within that tidy footprint, however, the RDX is genuinely roomy. The front and rear can easily accommodate six-footers, and the flat floor in back makes three-abreast seating viable, at least for short trips. The RDX sits just high enough to afford easy ingress and egress, without wide door sills to step over. Luggage volume is 30 cubic feet, expandable to 80 cubes via convenient levers in the cargo area that drop the rear seatbacks.The interior design is more contemporary tech than traditional luxury (only one of the six trim levels features wood trim), and fit and finish is solid. Befitting a member of the crowd it runs with, the RDX comes standard with a panoramic sunroof, heated front seats, 12-way power-adjustable front seats, and adaptive cruise control. Although this RDX is in its fourth model year, Acura hasn’t let the in-cabin technology get stale, as wireless Apple CarPlay and Android Auto are now on hand along with wireless charging. The main user interface for the 10.2-inch center display, however, remains a touchpad. Unlike the system that Lexus is beginning to move away from, it doesn’t use a cursor; instead, the geography of the touchpad corresponds to that of the screen, and the pad surface is curved to provide a sense of where your finger is just by feel. Touch the lower right corner of the pad, and you hit a button in the lower right portion of the screen—usually. The pad also allows finger-drawing of letters and numbers, such as for a navigation destination, but spelling those out is a slow, error-ridden process. Better to use the voice recognition for inputs. There’s a second, smaller pad alongside the main one that allows for swipe motions to control the right side of the split screen. We’re happy for the volume knob, at least, and the up/down audio tuning buttons, although a tuning knob would be better still.LOWS: Fussy infotainment touchpad, sizable rear blind spots, not as sporty as German competitors.We also like how the surround-view camera shows two views at once, but it would be more useful if there were a button to summon it. Blind-spot monitoring and rear cross-traffic alert are now standard, and both are welcome additions given the RDX’s large rear-quarter blind spots.At a starting price of $41,795, the RDX comes in several thousand dollars less than its European competitors. The as-tested figure for our A-Spec Advance model, $54,295, puts it more in the thick of things with regard to the rest of the field. But that’s close to as much as you can spend on an RDX (only the hand-assembled PMC Edition is dearer at $55,295). Shop elsewhere and top trim levels will in most cases cost you more. So, while Acura is leaning into performance, value remains the RDX’s strength, even in its sportiest tune.Specifications2022 Acura RDX SH-AWD A-Spec AdvanceVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $53,795/$54,295Options: Apex Blue Pearl paint, $500
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1996 cm3Power: 272 hp @ 6500 rpmTorque: 280 lb-ft @ 1600 rpm
TRANSMISSION
10-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.4-in vented disc/12.2-in discTires: Goodyear Eagle RS-A255/45R-20 101V M+S
DIMENSIONS
Wheelbase: 108.3 inLength: 187.4 inWidth: 74.8 inHeight: 65.7 inPassenger Volume: 104 ft3Cargo Volume: 30 ft3Curb Weight: 4057 lb
C/D TEST RESULTS
60 mph: 6.2 sec1/4-Mile: 14.9 sec @ 94 mph100 mph: 16.9 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.9 secTop Gear, 30–50 mph: 3.8 secTop Gear, 50–70 mph: 5.1 secTop Speed (gov ltd): 112 mphBraking, 70–0 mph: 180 ftRoadholding, 300-ft Skidpad: 0.83 g
C/D FUEL ECONOMY
Observed: 24 mpg75-mph Highway Driving: 26 mpg75-mph Highway Range: 440 mi
EPA FUEL ECONOMY
Combined/City/Highway: 23/21/26 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

As any tip-hungry parking valet will tell you, opening and closing a car door is a thoughtful act of service. It’s a small and respectful gesture, a sort of automotive welcome and goodbye—and one that the 2023 Genesis G90 does for you. Push a button and the door opens partway, to avoid hitting other cars or objects. Once inside, hit the button on the door panel and it’ll swing shut as if pushed by an unseen valet. This is a signature Rolls-Royce party trick, and it’s just as satisfying in the G90 as it is in a Phantom. The G90 is Genesis’s large-sedan flagship, and it’s packed to the gunwales with features that typically belong to the ultra-luxury sphere. The elegant cabin masterfully shuffles a deck of leather, wood, metal, and microsuede trim, and there are reclining rear seats that heat, cool, and massage. Isolation and comfort dominate the experience. Material choices look and feel expensive, and all controls move with a satisfying slickness. Whether you’re wafting along at 45 mph or 90 mph, the interior remains serene even as the scenery blurs outside.
A long 125.2-inch wheelbase yields enough legroom for NBA stars, and optional air springs keep the ride mellow and compliant, despite the thin sidewalls around the 21-inch wheels. Steering efforts are light, and while the roughly 5000-pound G90 isn’t going to be confused with a sports sedan, it moves gracefully and deftly. Some credit for the easy maneuverability goes to the available rear-wheel steering that reduces the turning diameter from 40.1 to 37.1 feet. A few taps of the 12.3-inch touchscreen have the 1700-watt, 23-speaker Bang & Olufsen audio system singing in different soundscapes. If you’ve always wondered how Dua Lipa or Jimmy Buffett might sound in Boston’s Symphony Hall, the G90 is equipped to answer those burning questions. (They sound great.) Pause the music and start talking and you’ll notice that microphones placed in the headliner pick up your voice and make it sound like you’re standing in a concert hall yourself. The G90 is certainly big inside, at 105 cubic feet, but it’s not theater big.

Should you want to go from Symphony Hall to an Abercrombie & Fitch from 2006, simply activate the fragrance feature that blows perfumed air through the vents, part of a system that Genesis calls “mood curator.” And yes, Mercedes has offered piped-in scents for years, and opulent back seats and power doors aren’t groundbreaking features either. What’s remarkable is that the G90 delivers those kinds of features for $89,495 in 3.5T form or $99,795 for the 3.5T E-SC. That’s still a lot of money, obviously, but it qualifies as a good value when compared with European sedans that cost thousands more.
In addition to all the content, the G90’s powertrain refinement and hushed over-the-road behavior also remind us of cars costing twice as much. The previous G90’s 3.3-liter V-6 and 5.0-liter V-8 are gone, replaced by a turbocharged 3.5-liter V-6 that can be had with an electrically driven supercharger. The turbo-only version makes 375 horsepower and 391 pound-feet of torque, with the top-shelf supercharged model we sampled bumping output to 409 horsepower and 405 pound-feet of torque. Nearly as effortless, smooth, and quick as an electric car from a stop, the V-6 pulls hard when pressed and never raises its voice—unless you turn on the artificial sound enhancements. A standard all-wheel-drive system puts the power down with zero drama, and shifts from the eight-speed automatic are nearly imperceptible. In Comfort mode, the transmission is slow to downshift, but once it does the surge is strong. Despite a slippery drag coefficient of 0.27, the supercharged G90’s 19.3-gallon tank empties at a rate of 24 miles per gallon on the highway and 17 mpg in the city, according to EPA estimates. The base engine manages 18 and 26 mpg, respectively. These numbers fall short of the six-cylinder-equipped Audi A8L and Mercedes-Benz S500 and are more in line with V-8 versions of the Audi and Benz. The supercharged G90’s 20-mpg EPA combined rating does represent a 2-mpg improvement over the 2022 V-8 AWD model, however.
With so much right and comfortable, the G90’s few off-key notes stand out. Apple CarPlay and Android Auto require a corded connection, when wireless phone mirroring—which we consider a must-have—is found on cars costing far less. Engineers also missed the opportunity to provide customers with configurable gauge displays, and the G90 lacks the smaller GV60’s face-recognition system that unlocks the car when it sees you. The G90 does allow you to use your smartphone as a key, and it works without a fuss. The G90 has never sold in high volumes, yet Genesis still put a lot of effort into the latest version of its big sedan. Whether you’re driving or riding in that huge back seat, the G90 is comfortably numb when you want that and refined in a way that reaches well beyond its near-six-figure price. Brand snobs might be impressed by the Genesis badge, but if we were valets, we’d leave this one out front.

Specifications

Specifications
2023 Genesis G90Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base: $89,495; E-supercharged, $99,795
ENGINES
twin-turbocharged and intercooled DOHC 24-valve 3.5-liter V-6, 375 hp, 391 lb-ft; twin-turbocharged, supercharged, and intercooled DOHC 24-valve 3.5-liter V-6, 409 hp, 405 lb-ft
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 125.2 inLength: 207.7 inWidth: 76.0 inHeight: 58.7 inPassenger Volume: 105 ft3Trunk Volume: 11–12 ft3Curb Weight (C/D est): 4900–5200 lb
PERFORMANCE (C/D EST)
60 mph: 4.7–5.0 sec100 mph: 12.1–12.4 sec1/4-Mile: 13.2–13.5 secTop Speed: 146 mph
EPA FUEL ECONOMY
Combined/City/Highway: 20–21/17–18/24–26 mpg

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The new Kia EV6 GT is set to find itself in some very distinguished company. The turned-up version of Kia’s mid-size electric crossover is a zero-emission muscle car with horsepower output that beats some much pricier offerings. This family hauler cranks out 576 horsepower across its two motors, which should deliver a 60-mph time in the low threes. And while most electric cars have speed limiters set low for reasons of both range and sensibility, the EV6 GT is capable of 161 mph. Also, it has a drift mode.Riding on Hyundai-Kia’s highly advanced E-GMP platform, the GT promises to be impressively svelte by the pudgy standards of its segment, tipping the scales at a claimed 4780 pounds. Moreover, this platform can deliver ultraquick DC fast-charging rates of up to 240 kW—sufficient to replenish the relatively small 77.4-kWh battery pack from 10 to 80 percent in 18 minutes at a 350-kW DC fast-charge station, according to Kia.
Next to the all-wheel-drive EV6 GT-Line that sits just below the EV6 GT in the hierarchy, visual distinction is limited; the GT definitely doesn’t shout about its extra performance. The front and rear bumpers have been subtly changed, 21-inch wheels are standard (necessary to fit around larger brake discs), and a liftgate spoiler is fitted. Inside, the GT gets semi-bucket sports seats trimmed in microfiber, some new performance touchscreen displays, and, on the steering wheel, a GT button that accesses the new Dynamic mode, which joins the regular Eco, Normal, and Sport settings.

Mechanical changes are more significant. The GT is powered by significantly brawnier motors than the current all-wheel-drive EV6, with the one at the front now having a maximum output of 215 horsepower and the rear unit making up to 362 horsepower. The rear axle also features a torque-biasing differential that varies the amount of thrust sent to each wheel, and the rear motor adds another bit of leading-edge EV tech, a two-stage inverter that uses silicon-carbide semiconductors. This improves efficiency by up to 3 percent while also reducing heat generated when the motor is working harder. As in other high-performance EVs, output is restricted in lesser drive modes: Eco limits the system peak to 288 horsepower, while Normal and Sport lift that to 460. Only GT mode unleashes the full 577 ponies.
The result is a seriously quick car. As in the existing EV6, the GT has a a relatively gentle accelerator response at the top of the pedal’s travel. (This is especially obvious in the likely little-used Eco mode, which seems to add an inch of deadness to the top of the accelerator.) But pushing the pedal harder quickly summons forceful thrust, and a standing launch in GT mode creates g-forces that relocate internal organs as the rear tires battle to find traction. This was on the dry asphalt of a Swedish test track and despite Kia’s fitment of performance Michelin Pilot Sport 4S tires rather than low-rolling-resistance rubber. In Europe, Kia claims a 0-to-62-mph time of 3.5 seconds, but we suspect that the result for our benchmark 60 mph will be even better. (Our 60-mph time for the 320-hp all-wheel-drive version was 4.5 seconds.) Pressing the GT button on the steering wheel also unlocks the further option of the drift mode. This, you will be entirely unsurprised to hear, is huge fun—even if it’s hard to imagine too many EV6 buyers making even occasional use of it. Kia gave us the chance to experience the system on a skidpad, where it allowed the GT to be easily persuaded into impressive angles of power oversteer, with invisible intervention from the smart rear differential and assistance from the front motor helping to maintain them as speed rises. If nothing else, the ability to smoke tires is an indication of the potency of the most powerful car Kia has ever produced.
But it is at speeds more appropriate for the real world that the active diff impressed more. The ability to send more torque to the outside rear wheel not only helps the car turn in, but also gives a sense of rear-led handling when GT mode is selected. That makes the GT feel exciting well short of any loss of grip. As in lesser EV6s, the steering is precise and direct, although little low-level feedback gets past the weighty assistance. Ride quality was very impressive. The GT gets adaptive dampers as standard, and even in their firmer mode, they handle bumps and dips with assured compliance. Although the GT has stiffer springs, there’s still discernible roll under cornering. Cruising refinement is excellent. We didn’t confirm the claimed 161-mph top speed on Sweden’s well-policed highways (it’s a nation where traveling 5 km/h over the posted limit feels daring), but at highway velocities the GT’s cabin was snug and well insulated.
The EV6 GT’s softness actually suits it well and is a result of the deliberately distinct character given to the closely related Kia and Hyundai models. It seems certain that the upcoming Hyundai Ionic 5 N, which will use the same powertrain, will be firmer and more aggressive. Driving aside, the GT is pretty much indistinguishable from the existing EV6. The cabin is spacious and solidly constructed, although the dark, durable materials separate the GT from the more luxurious alternatives its performance puts it into contention with. Similarly, the 12-inch central touchscreen’s user interface is more effective than impressive, with the navigation system feeling clunky and a little old-fashioned. Fortunately, drivers can use Apple CarPlay and Android Auto instead.
Range is another area where the EV6 GT is off the pace of similarly potent alternatives—with the proviso that we don’t have official EPA numbers yet. The European WLTP figure of 263 miles represents a 65-mile reduction over the rangiest rear-wheel-drive 77.4-kWh version. If that reduction were to carry through to EPA testing, the GT would end up with an official range of under 250 miles. Pricing is also to be confirmed, although if U.S.-bound EV6 GTs follow the example of Europe, where the car is already on sale, it will be an electric-performance bargain. For perspective, on the other side of the Atlantic, the Kia is both quicker than the Porsche Taycan 4S and pretty much 50 percent cheaper. If Kia brings the GT in for under $70,000, it will manage the same trick here. With a wave of other electric models set to follow in short order, the EV6 GT shows that Kia is pushing its way to the sharp end of the EV revolution.

Specifications

Specifications
2023 Kia EV6 GTVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE (C/D EST)
Base: $69,000
POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 215 hpRear Motor: permanent-magnet synchronous 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: 114.2 inLength: 184.8 inWidth: 74.4 inHeight: 60.8 inPassenger Volume: 103 ft3Cargo Volume: 24 ft3Curb Weight (C/D est): 4820 lb
PERFORMANCE (C/D EST)
60 mph: 3.2 sec100 mph: 7.8 sec1/4-Mile: 11.4 secTop Speed: 161 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 96/105/85 MPGeRange: 240 mi

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As far as we’re aware, Ferrari does not have a space program. So if you’ve got space-travel-level funds, and you want to spend $2.2 million of it with the Prancing Horse marque, maybe you’re one of the excessively fortunate 599 clienti who will be purchasing a Ferrari Daytona SP3. If so, go ahead and buy a matching space suit in Rosso Corsa. We won’t judge. The SP3 is rolling theater, and crowds form every time you stop. It is the kind of thing that commands phones to start recording and elicits excited noises from children. And you can play your part by pulling both shift paddles to temporarily select neutral, allowing you to rev the 6.5-liter V-12 to its 9500-rpm redline. Although great art shouldn’t need rationalization, you may wonder the reasoning behind the SP3. It goes back to 1966, when Ford took first-, second-, and third-place finishes with its GT40 at both the Daytona 24 Hours and the 24 Hours of Le Mans, much of this dramatized in the film Ford v. Ferrari. It wasn’t until eight months later, back at Daytona, that Ferrari delivered its riposte and finished one-two-three with its reengineered prototypes.
The Daytona SP3, which looks back to those late-’60s race cars, is the latest in Ferrari’s Icona Series, reserved for ultra-limited-production cars inspired by standout moments in the brand’s history (the Monza SP1 and SP2 were the first Icona models). This merger of retro ’60s design with modern vehicle shapes results in bulging wheel arches, fender-placed side mirrors, a three-piece wraparound windshield, and the striking horizontal bars crossing the rear. The result looks like something out of Cyberpunk 2077. But perhaps most impressive of all is how the SP3 eschews modern performance equipment. Sure, it features carbon-fiber bodywork and has a seven-speed dual-clutch transmission, but there are no large wings or active aerodynamic pieces, the steering is hydraulically assisted, and the 829-horsepower V-12 is free of forced induction or assist from electric motors.
The SP3’s body has its origins with the 2015 Ferrari LaFerrari and its roofless Aperta variant, sharing similar measurements for wheelbase and length. The SP3 is slightly taller due to its larger-diameter wheels (20-inch front and 21-inch rear), and it’s significantly wider at 80.7 inches—that’s even wider than a Ford F-150. Modifying the A-pillar to mimic a wraparound windshield required large changes to the structure, which like the body is made from carbon fiber. Despite the increased size, Ferrari says the SP3 is lighter than the LaFerrari, with a claimed dry weight of 3274 pounds.

Further differences continue underneath. The V-12 is derived from the engine in the 812 Competizione, but with 10 more prancing horses. That makes this V-12 the most powerful in Ferrari history, but you’ll be more impressed by the sound: a glorious shrieking wail in its upper register but also lovely in its mechanical-ness at lower revs. You can feel its inertia even under light engine braking and see its heat waves through the rearview camera. The V-12’s sound and vibration are ever present, so it’s jarring when the auto stop-start system kills it at a light. (Pro tip: Disable stop-start immediately upon firing up the SP3 by hitting the button marked HELE.)
For all the V-12 sweetness, it’s the steering that truly stands out. The hydraulically assisted rack might be the best part of the car. The wheel is stable enough that you have the confidence to maneuver it one-handed, yet it still faithfully transmits the road texture. The effort is light but so controlled that it builds immediate confidence in this rolling showpiece. Confidence at the wheel of the SP3 is key, lest you become a highlight on someone’s social-media cringe reel. While stealing eyeballs may seem like the goal of the exterior, Ferrari designers explain a different desire: to produce the same aerodynamic performance as modern supercars, but without wings or active elements. They say they’ve succeeded, although it’s hard to imagine many of these cars will be driven quickly enough to challenge that claim. The only active bits on the exterior are the headlight covers that move up and down depending on the light setting.
The SP3’s bulging and flowing shapes help draw air over and through the body. The best part is the hood, whose curves are wonderfully free of unnecessary lines. The stack of horizontal body-color bars at the rear of the car is another dramatic element. They hide a vent that essentially spans the height and width of the SP3’s rear to help extract heat. Each bar is a unique carbon-fiber piece. Ducts at the front of each door channel air into radiators sitting behind the quarter-panels. The width they add means you must take extreme care to avoid hitting your head when entering under the butterfly-opening doors. There’s no real way to exit gracefully either, especially for the less limber. The result makes the Daytona a wonderful car to arrive in, but one you might not want to be seen exiting. No cameras, please.
The SP3 is a short-distance car. It has no real luggage space—a shallow frunk tray accommodates a tool kit and a fabric roof for unpredictable weather (the body-color, carbon-fiber roof panel must be stored separately when removed). Buyers choose from three seat sizes and three backrest angles, and Ferrari bolts the nonadjustable seats right to the tub. In another nod to Ferrari’s ’60s-era prototype racers, fabric bridges the seats over the tunnel. The driver adjusts the pedal box forward and back for comfort and accessibility. While headroom is generous with the roof installed, passenger legroom is shallow due to the packaging of the HVAC system. Part of our driving experience included a handful of laps at Circuit Zandvoort, home of the Dutch Grand Prix and seemingly all the Netherlands’s elevation features. Though we were limited to under 50 mph, the forward view, with the wheel arches proudly jutting up and framing the extreme banking, truly looked like the point-of-view shot you see when they’re screaming down the Mulsanne Straight in Ford v. Ferrari.
As for how the SP3 drives, the steering feel and the engine response are simply delightful, but the low-speed track access and narrow Dutch roads revealed little about how thrilling it is to drive quickly. We doubt it will come up short in that department, but one could rightfully question whether driving quickly is even the point. The Daytona SP3 interprets a moment of Ferrari’s motorsports past through a modern lens. It looks like a spaceship and draws crowds when parked. And it will be one of the last mid-engine and naturally aspirated V-12 supercars Ferrari makes—the company won’t confirm how many are left, but it’s a short list. That it shuns some modern supercar tropes means it’s a type of vehicle that exists in fewer and fewer numbers every year, one that reminds you that you’re operating a machine—and a very special one at that.

Specifications

Specifications
2022 Ferrari Daytona SP3Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door targa
PRICE
Base: $2,226,935
ENGINE
DOHC 48-valve V-12, aluminum block and heads, direct fuel injectionDisplacement: 396 in3, 6496 cm3Power: 829 hp @ 9250 rpmTorque: 514 lb-ft @ 7250 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 104.4 inLength: 184.5 inWidth: 80.7 inHeight: 45.0 inCurb Weight (C/D est): 3450 lb
PERFORMANCE (C/D EST)
60 mph: 2.6 sec100 mph: 5.4 sec1/4-Mile: 10.0 secTop Speed: 211 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 14/12/16 mpg

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To anyone who was concerned that electrification would ruin BMW’s core sedans, all we can say is this: You have nothing to worry about. The future looks bright, even at the single-motor end of the spectrum where the rear-drive 2022 BMW i4 eDrive40 resides.As its designation suggests, the i4 is an EV take on the 4-series Gran Coupe. Its sleek four-door sedan-esque body is indistinguishable from its gas-powered counterpart’s and features the same longer roofline, frameless door glass, and rear liftgate rather than trunk. This absolutely works in the i4’s favor, as the Gran Coupe offers superior rear-seat space and better cargo access than any 3-series sedan. And it looks fantastic to boot. Besides, the name i3 was already taken.We’ve previously tested—and been mightily impressed with—the high-performance variant of the i4, the M50, calling it “an EV M3” because, among other things, it outaccelerated the last M3 Competition we tested. The eDrive40 is the more mainstream, less expensive version, but in many ways that makes it an even more compelling EV, not to mention a serious alternative to its gasoline-powered counterpart, the BMW 430i Gran Coupe.ICE-Beating PerformanceIn contrast to the M50, with dual motors making 536 horsepower and powering all four wheels, the eDrive40 has a single rear-mounted motor that sends 335 horses to its rear wheels. Still, that easily outclasses the 430i, whose turbocharged 2.0-liter inline-four puts out just 255 horsepower. At the track, our eDrive40 scampered to 60 mph in 4.8 seconds and dusted the quarter-mile in 13.4 seconds at 106 mph. That makes it quicker than a rear-drive Tesla Model 3 Long Range, which reached 60 mph in 5.0 seconds and crossed the stripe in 13.8 seconds at 101 mph. Meanwhile, the last 430i we tested (admittedly a convertible, not a Gran Coupe; their engines are identical, and weight differs by little more than 100 pounds) achieved 60 mph in 5.5 seconds and covered the quarter-mile in 14.1 seconds at 98 mph. Bottom line: The single-motor i4 is sufficiently quick.HIGHS: Longer range than an M50, well-controlled ride, attractive and intuitive curved display screen.It turns out to be even quicker in real-world acceleration situations, where direct-drive and instant torque (the 317-lb-ft peak begins at zero rpm and carries on to 5000) leads to total annihilation of the 430i, which must build boost and kick down to a lower cog in its eight-speed automatic before it can head off in pursuit. The eDrive40 handles the 5-to-60-mph street-start test in 5.1 seconds, whereas the 430i needs 6.8 seconds. The rear-drive i4’s passing times of 2.0 seconds from 30 to 50 mph and 2.9 seconds from 50 to 70 mph are even more telling, with the 430i requiring 3.4 and 4.0 seconds, respectively.BMW i4 Range ResultsIt’s not all about speed. Range, the other side of the EV coin, is an even bigger concern to many, and here the i4 eDrive40 handily outperforms the M50. Both i4 variants use the same 81.5-kWh liquid-cooled lithium-ion battery pack, and as is typical in such cases, the less powerful single-motor car delivers greater range. For the eDrive40, that’s an EPA-rated 301 miles with 18-inch wheels or 282 miles with the optional 19s, versus the M50’s 270 miles on 19-inch rolling stock or just 227 miles with high-performance 20-inch rubber.More on the BMW i4Our eDrive40 tester was fitted with summer-spec Hankook Ventus S1 evo3 19-inch performance rubber, and it essentially equaled its 282-mile EPA rating in our more severe 75-mph highway range test by delivering a 280-mile result. Our 75-mph consumption worked out to 107 MPGe, which easily surpassed the EPA rating of 99 MPGe combined (100 city, 98 highway). It gets better: We averaged 108 MPGe over the 1336 miles we had the car. This included 130 MPGe on a 158-mile random mix of city and highway driving, where light traffic held freeway speeds between 60 and 70 mph. Our maximum-attack run on Angeles Crest Highway was our worst “tank” at 85 MPGe, which maintained respectability because routine highway driving was part of getting there and back.EV Sounds and Regen BrakingIn the M50, we found the synthesized EV interior sound to be overbearing, but here the IconicSounds Electric (a side dish to the $875 Harman/Kardon surround-sound stereo upgrade, which you absolutely want) is less noticeable and can be turned off anyway—the better to enjoy the silence. Our eDrive40 emitted just 64 decibels in both the 70-mph cruise and wide-open acceleration tests, which pretty much means you’re simply hearing hushed levels of wind noise enveloping the sleek bodywork. We were fortunate to sample two different eDrive40s on two different coasts. Both ran on 19-inch tires. One had the Dynamic Handling package ($1750), which includes Variable Sport steering, adaptive M suspension, and M Sport brakes, while the other had the standard brakes and fixed dampers. The standard-spec car is the one that landed near our West Coast testing grounds, so that’s the one we tested. In both cases, brake regeneration is adjustable. A lateral slap of the shifter into the B setting represents an instant shortcut to the strongest level, but Drive can be programmed to deliver four other levels: low (coast), medium, high, and adaptive. Making that change requires delving into an onscreen menu, but with B always at the ready, an owner is likely to decide on a favorite Drive setting early and toggle between the two with the shifter from there on out.LOWS: Not crazy fast like the M50, rear-only regen can make the friction brakes feel grabby.That max-regen setting in the M50 rises to the level of one-pedal driving, but not so here unless you allow more space. Unlike in the dual-motor M50, regen acts solely on the eDrive40’s rear axle. Whenever you add friction brakes midstream, you’re suddenly involving the front axle and initiating weight transfer midstop. In certain regen settings, this can make the brakes feel grabby toward the end of a stop, particularly with the M Sport brakes, which have more initial bite and 14.7-inch front rotors instead of 13.7-inchers. On the test track we engaged the lowest regen setting so the friction brakes did all the work. The result was a 169-foot stop from 70 mph and 365 feet from 100 mph, with the standard brake setup displaying excellent control and absolutely zero fade. On the skidpad, our eDrive40 orbited the circle to the tune of 0.87 g, a smidge less than the 0.90 g we saw in a 430i. But the i4’s balance is far more neutral, to the point where disengaging the stability control is an instant ticket to an unofficial drift mode. We suspect the difference boils down to our test car’s 4699-pound weight, plus the use of the same 245/40R-19 front and 255/40R-19 rear tire sizes despite the eDrive40’s more rear-biased weight loading of 55 percent (versus 52 percent).On the road, both suspension setups feel engaging and well controlled. The version with the Dynamic Handling Package struck the same tone as the M50, with the adaptive damper system’s Sport setting providing sharp response and the Comfort setting providing just what the name implies: agreeable daily-drive comfort. But the standard fixed damping of our West Coast tester didn’t feel substandard, as it ingested all manner of road imperfections with aplomb and pasted a huge grin on our face when we pushed it hard in the mountains. We also found its steering to be accurate and predictable, even though it lacked the variable-ratio rack of the East Coast car. Agreeable In-Cabin TechInside, the driving environment is every bit as stylish, impeccably crafted, and logical as the M50, with the lack of carbon-fiber trim not spoiling the mood one bit. Perhaps that’s because our car was fitted with optional Vernasca leather seats ($1450) and the tech-fabulous curved-display screen ($1000), which comes paired with a head-up display. It’s easy to scroll through the various menus using the touchscreen directly or the rotary controller, which remains a welcome means of navigation both between and within function areas, such as for selecting satellite-radio stations or searching for a phone contact.The curved display is a prerequisite for the $1700 Drivers Assistance Pro package, because the screen hides a set of infrared driver-monitoring sensors, which allow the very capable lane-centering feature to become truly hands-free at 40 mph and below. Status lights turn green on the steering-wheel spokes when the system is available, but they’ll turn yellow as a sound is emitted if your gaze drifts away or traffic speed increases beyond 40 mph. It works brilliantly, but it certainly is an option you can skip if your driving routine doesn’t typically include traffic jams.At a starting figure of $56,395, the eDrive40 chops a hair over $10K off the price of the M50. It’s also about $10K more than a gas-powered 430i Gran Coupe. But it is eligible for the maximum $7500 federal tax credit, which can typically be folded into a lease deal even if you don’t qualify outright. Even without that, the eDrive40 is absolutely worth the premium. It’s a fantastic look into an electrified BMW future that doesn’t leave fans of the brand out in the cold.SpecificationsSpecifications
2022 BMW i4 eDrive40Vehicle Type: rear-motor, rear-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base/As Tested: $56,395/$64,820Options: Drivers Assistance Professional package (active driving assistant, extended traffic-jam assist), $1700; Oyster Vernasca leather, $1450; BMW curved display with head-up display, $1000; Premium package (heated steering wheel and front seats, lumbar support, ambient lighting), $950; Harman/Kardon surround sound, $875; Parking Assistance package (surround view with 3-D view, active park distance control), $700; 19-inch aero wheels, $600; Skyscraper Grey Metallic paint, $550; personal eSIM 5G, $300; wireless device charging, $200; drive recorder, $100
POWERTRAIN
Motor: current-excited synchronous ACPower: 335 hp @ 8000–17,000 rpmTorque: 317 lb-ft @ 0–5000 rpmBattery Pack: liquid-cooled lithium-ion, 81.5 kWhOnboard Charger: 11.0 kWTransmission: direct-drive
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.7-in vented disc/13.6-in vented discTires: Hankook Ventus S1 evo3F: 245/40R-19 98Y ⋆R: 255/40R-19 100Y ⋆
DIMENSIONS
Wheelbase: 112.4 inLength: 188.5 inWidth: 72.9 inHeight: 57.0 inPassenger Volume: 90 ft3Trunk Volume: 10 ft3Curb Weight: 4699 lb
C/D TEST RESULTS
60 mph: 4.8 sec100 mph: 11.9 sec1/4-Mile: 13.4 sec @ 106 mphResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.1 secTop Gear, 30–50 mph: 2.0 secTop Gear, 50–70 mph: 2.9 secTop Speed (gov ltd): 115 mphBraking, 70–0 mph: 169 ftBraking, 100–0 mph: 345 ftRoadholding, 300-ft Skidpad: 0.87 g
C/D FUEL ECONOMY
Observed: 108 MPGe75-mph Highway Driving: 107 MPGe75-mph Highway Range: 280 mi
EPA FUEL ECONOMY
Combined/City/Highway: 99/100/98 MPGeRange: 282 mi
C/D TESTING EXPLAINEDA car-lover’s community for ultimate access & unrivaled experiences. JOIN NOWThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

BMW has built all kinds of things. On the 106-year-old Bavarian company’s résumé are Fokker biplane engines, a Formula 1 race team, a three-wheel microcar, and kitchen cookware. Despite that vast experience, and today’s push toward electrification, the 4-series Gran Coupe is an example of what BMW does best. What you see here is a sleek sedan with a silky inline-six that burns premium gas—a core vehicle that BMW has built for decades.Aside from the exaggerated grille and flush door handles, the M440i xDrive Gran Coupe looks like a traditional BMW sports sedan. It squats low on staggered tires that wrap oversize wheels and brakes. It has all the right creases and angles. The more disruptive design element isn’t the nose—it’s the Gran Coupe’s rear. Disguised as a small trunk when closed, the liftgate opens nearly seven feet high to reveal a generous 17 cubic feet of luggage space—46 with the seats folded. That’s nearly as much as an X2 and way more than a 3-series.HIGHS: Fast as a previous-gen M3, fantastic tech, smooth and composed.From the driver’s seat, the stoic design of the canted center stack and the basic-looking controls evoke a business lounge where everyone is too important to say hello. Let the iX SUV have an oblong steering wheel and hide its buttons in the wood trim. Like an old E36, the M440i reminds you why you sat down. Wasn’t it to drive somewhere? Nothing here distracts or overwhelms. When you dive into the infotainment system, it dispenses everything but toilet paper. The M440i self-steers, self-reverses while retracing your path, reads your hand gestures, projects entire city blocks on the windshield, and sends a 360-degree camera feed to your phone. It’s all remarkably fast and intuitive. In a time where technology is universal, BMW puts enough pizazz in its electronics that they feel opulent.We also live in a time when the M440i, which is not even a full-fledged M car, is just as quick or quicker than every standard M3 up through the previous generation. Aided by launch control, rear-biased all-wheel drive, and the optional sticky Pirelli P Zero PZ4 tires, the 382-hp M440i laid down a 3.9-second run to 60 mph. It also hustled through the quarter-mile in 12.4 seconds at 111 mph. And yet, the i4 M50 Gran Coupe is even quicker, zooming to 60 mph in just 3.3 seconds and through the quarter in 11.7 at 120 mph.The Gran Coupe’s performance was roughly equal to the all-wheel-drive M440i coupe, the rear-wheel-drive M340i sedan, and the M440i convertible we’ve previously tested, except for grip, where the Gran Coupe’s wider front tires helped it reach 0.94 g on the skidpad. On the road, the M440i’s rich torque—369 pound-feet—is the main reason BMW drivers are always tailgating someone. The fuel economy is a pleasant surprise, with EPA estimates of 22 mpg city and 29 mpg highway. You might do better on the highway, given that we hit 33 mpg in our long-term M340i and 36 mpg in the M440i convertible in our 75-mph highway test. The eight-speed automatic plays a big hand in efficiency and response. It’s faultless and predicts your every move regardless of the selected driving mode. LOWS: Too muted for its own good, can’t outrun similarly priced EVs.We will fault the fuzzy steering that muffles any communication from the front wheels. It’s a shame, since the suspension and adaptive dampers do such an exceptional job keeping the ride both taut and comfortable—a compromise the Mercedes-AMG C43 can’t match. Synthetic recordings drown out some of the engine’s sonorous notes, and the exhaust is a bit quiet, which further separates car from driver. Even at triple-digit speeds, it’s too easy to get bored in an M440i when everything is so smooth and damped. Like it or not, M Performance models like this are luxury cruisers with big engines, not sports cars. And though we chide the M440i, the competing Audi S5 Sportback is even more sterile. There’s no other direct rival, unless you lean toward a Genesis G70 3.3Tor Cadillac CT4-V Blackwing. Cargo space is far less in those sedans, and they’re light on gee-whiz electronics, but they are more exciting to drive.The greater threat to the M440i xDrive Gran Coupe, though, is probably the i4 M50, which is far quicker and starts below our test car’s $69,570 as-tested price. From that angle, the M440i Gran Coupe looks too slow and costly to run. We’ll take another angle. Despite its muted dynamics, we’d argue there’s no sweeter engine or better-balanced chassis in a compact sedan at this price. SpecificationsSpecifications
2022 M440i xDrive Gran CoupeVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base/As Tested: $59,195/$69,570Options: Cooling and High Performance tire package (adaptive suspension, summer tires, 19-inch wheels), $2400; Premium package (ambient lighting, gesture control, head-up display, heated steering wheel and front seats), $1750; Driving Assistance Professional package (adaptive cruise control, lane keeping assist, cross-traffic alert), $1700; Tanzanite Blue II Metallic paint, $1500; Mocha leather interior, $1450; Harman/Kardon surround sound, $875; Parking Assistance package (active park distance control, surround view camera), $700
ENGINE
turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2998 cm3Power: 382 hp @ 6500 rpmTorque: 369 lb-ft @ 1800 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.7-in vented disc/13.6-in vented discTires: Pirelli P Zero PZ4F: 245/40R-19 98Y ★R: 255/40R-19 100Y ★
DIMENSIONS
Wheelbase: 112.4 inLength: 188.5 inWidth: 72.9 inHeight: 56.8 inPassenger Volume: 92 ft3Cargo Volume: 17 ft3Curb Weight: 4174 lb
C/D TEST RESULTS
60 mph: 3.9 sec100 mph: 9.9 sec1/4-Mile: 12.4 sec @ 111 mphResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 4.8 secTop Gear, 30–50 mph: 2.5 secTop Gear, 50–70 mph: 3.2 secTop Speed (gov ltd): 128 mphBraking, 70–0 mph: 148 ftBraking, 100–0 mph: 295 ftRoadholding, 300-ft Skidpad: 0.94 g
C/D FUEL ECONOMY
Observed: 23 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 25/22/29 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

Mash the Tesla Model S Plaid’s accelerator at 20 mph and the burst of power hits so hard it pulls the skin on your face taut. It’s like getting an instant facelift, but one that lasts for only a few seconds. Try a standing start in the Plaid’s Drag Strip mode, and it hurls itself off the line so ferociously you’ll experience tunnel vision. We repeated that maneuver several times in the name of science to confirm that our senses weren’t lying. Is this what Navy pilots feel when catapulted off a carrier? Maybe, but this much is for sure: It doesn’t get old. The Model S Plaid scrambles your senses with 1020 horsepower and 1050 pound-feet of torque. It is the ultimate, unhinged expression of Tesla’s—and its equally unhinged CEO’s—desire to keep the company’s aging luxury-performance flagship sedan relevant as new EV competitors arrive to stalk it. The Mercedes-AMG EQS 4Matic+ sedan is one of those challengers. A Model S Performance beat a Porsche Taycan in a comparison test a couple of years ago. But how does this latest mega-muscle Model S—Tesla introduced the Plaid in 2021—fare against a Mercedes-Benz EQS 580 reworked by the German company’s vaunted AMG performance division? [image id=’a6183bf2-2dc3-40dd-bdb8-59d387dd1b97′ mediaId=’a150c885-4b69-4549-afe5-fb9a35d54852′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]The AMG-ized version of the EQS sedan seems at first to be too lightly armed for the task. The AMG’s 107.8-kWh battery pack teams with two permanent-magnet synchronous motors to produce a maximum of 751 horsepower and 752 pound-feet of torque—and only for brief seconds during launch-control starts—far less than the tri-motor Tesla’s totals. The AMG also weighs 5911 pounds—1083 pounds more than the Model S. The numbers say that the EQS doesn’t stand a chance in a drag race. But we’re not just out to destroy quarter-miles here. We’re looking for the overall best electric luxury-performance sedan, which makes this a multi-dimensional comparison of attributes—ambiance, posh appointments, and comfort, as well as over-the-road competence and driving satisfaction. Pricing and Plushness ComparedWith luxury playing an equal part, this competition becomes significantly more balanced. The EQS looks like a giant lozenge with windows, but it also has a presence the Tesla lacks. Credit the Benz’s careful exterior detailing, blacked-out trim, optional 22-inch turbine-style wheels, and the large three-pointed star in its blanked-off pseudo-grille. It starts at $148,495. Our test car had a handful of options including carbon-ceramic brakes on the front axle ($5450), those great-looking wheels ($1850), and laminated side glass ($1010), which brought the total to $159,055. Whether it’s the EQS’s weird-science shape or its Mercedes face, it gets noticed—especially by other EV drivers juicing up at our local charging station. [composite mediaId=’068cc46e-dc5d-4304-8a69-dfccc6e26020′][/composite]Mercedes-AMG EQS 4Matic+Highs: Posh personified, muscle-car quick, excellent real-world range.Lows: Doesn’t steer like an AMG should, doesn’t handle like an AMG should, not enough AMG in this AMG.Tesla Model S PlaidHighs: Warp-your-vision acceleration, still looks good, recharges in a flash.Lows: Unpredictable when driven hard, brakes no match for the power, the yoke is a joke.[image id=’4eb60cde-677a-430a-b609-2ae92fdeaf3c’ mediaId=’8bf49127-ee7f-4b86-a508-161f79ba0ea1′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]The Model S, by comparison, has been on the market for 11 years, and it creates about as much excitement in the general populace as the sighting of a UPS truck. The Plaid looks like every other Model S, so only Teslarati will recognize that this is the one with the ability to warp your worldview. The Plaid goes for significantly less than the EQS, with a base price of $131,440. Ours had the optional sticky Michelin Pilot Sport 4S tires on 21-inch wheels ($4500) and dark-gray paint ($1500), which brought the total to $137,440. [editoriallinks id=’f262c80c-cd62-44f6-9f2b-e8e14f03f4d8′ align=’left’][/editoriallinks]They’re both dearly priced, but these EV supersedans are as different as Silicon Valley and Stuttgart. Our AMG’s interior was pure opulence, a match for any gas-fired S-class’s rich passenger space. Its interior, in dove gray and sable brown, had the feel of a luxury yacht’s cabin, right down to the slabs of natural-finish wood trim laced with delicate metal inlays. The turbine-style HVAC vents are dash-mounted works of art, and the few buttons and switches in evidence sport beautiful finishes. And then there’s the Hyperscreen infotainment touchscreen, a single swoosh of glass spanning the dash from door to door that houses the instrument cluster and most controls—including a screen for the front passenger to play with. It doesn’t seem to work any better than other touchscreens, washes out in bright sunlight, and accumulates more fingerprints than an FBI database, but the graphics are great and, well, it’s huge. [image id=’f3b7092b-e68c-49cf-8deb-e5469b10379b’ mediaId=’d6ca73f6-b00b-439c-9910-d342127ed846′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Next to the EQS’s cornucopia of plushness, the Plaid’s interior is an exercise in Scandinavian-esque minimalism. Think Volvo rather than Bentley. Handsome in its simplicity, its dark-leatherette-and-cloth upholstery feels like it belongs in a $50,000 car, not one costing almost three times as much. Tesla was a pioneer at stuffing most of the controls into the center-stack screen, and now even the Plaid’s shifter lives there—and it’s sometimes fussy. Also missing are the top and bottom of the steering wheel, which has been replaced with a Cessna-style yoke that makes maneuvering in tight spots annoyingly awkward. And for all its well-known tech-forward innovation and off-the-wall thinking, we wish that Tesla had gifted the Plaid with a simple sunshade—something the EQS has—for the inside of the glass roof to reduce the heat on our noggins during hot summer days. Spread-out room is another form of luxury, and both cars have plenty both front and rear. The EQS is the much bigger car, though. At 207.3 inches it’s 9.6 inches longer than the Plaid and its 126.4-inch wheelbase is 9.9 inches longer, which translates into limo-like rear legroom. Its rear seat is also higher off the floor than the Plaid’s, making it a more comfortable place to sit, and its rear headrests are cushy pillows. Both cars have similarly long standard-equipment lists rife with driver-assist tech, but the EQS offers some luxury features, such as soft-close doors and massaging front seats, the Plaid doesn’t. [image id=’8bc4d63d-dfd6-46ea-87f0-4e4df688255d’ mediaId=’f4d883f4-7900-41de-9f76-707b4ba51add’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]Impressive but Flawed PerformanceLuxury, of course, is only half of what these two EVs purport to be about. Their goal is to combine premium ambiance with performance—which to us means the totality of the driving experience, not just straight-line thrills. Not surprisingly, the Plaid and AMG EQS go about that mission very differently. In normal driving the Tesla is as docile as a house plant if you tread lightly on the rightmost pedal. It has a taut ride and crisp steering response—though the steering yoke will drive you crazy any time you need to grab a handful of steering lock and instead find air. Exploiting the Plaid’s immense power and supercar-like 1.08 g’s of lateral grip on a challenging road, however, is like being invited to a party only to arrive and find no one else has showed up: It’s weird and off-putting. Pushed hard, the Tesla’s age shows. Its steering is lifeless and its chassis unsettled and uncommunicative; you don’t know what it’s going to do next. On a tight-cornered two-lane, the massive speeds the Plaid reached between turns demanded so much hard braking that a “brake overheating” warning popped up after little more than a mile, forcing us to back off. We’d seen the same brake-fade problem in our instrumented testing. Get anywhere near the Plaid’s 162-mph governed top-speed on a straight road, and it’s an unsteady handful. Exploiting the Plaid’s potential produces more anxiety than pleasure. [composite mediaId=’1e209f1e-6658-4f86-bdf8-702eca8b0464′][/composite]The AMG EQS feels far more secure and enjoyable to drive hard even though its 0.92-g cornering effort is far below the Plaid’s. But it also feels heavy-footed, like it’s trying to dance wearing ankle weights. In Comfort mode it almost floats over pavement swells, but those big 22s occasionally thwack seams and road patches. Even with the dampers cinched up in Sport Plus mode, it responds lazily to steering inputs. The brake pedal always feels mushy, but the optional carbon-ceramic stoppers never faded, no matter how hard we drove. Only next to the Plaid does a car that reaches 60 mph in 3.0 seconds and covers the quarter-mile in 11.4 seconds at 119 mph feel sluggish. When not driving in its quick-fire launch-control mode, it still conjures 649 horsepower and 700 pound-feet of torque, so jabbing the accelerator below 50 mph can make your face feel a little funny—even if it can’t take nearly as many years off your mug as the Tesla can. Steering-wheel paddles conveniently control its two levels of regen and also enable coasting, which is the best method for stretching range. But the complicated steering-wheel haptic buttons and sliders that operate a variety of screens and functions require too much concentration and respond inconsistently. [image id=’4b855dec-b2f7-419c-aac0-defc5cd8e786′ mediaId=’9379a7c7-2f0c-4b03-bd17-2d4a6e3a8744′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]The AMG EQS may be easier to hustle than the Plaid, but we nonetheless expected a more engaging driving experience from something wearing the vaunted AMG badge. We’d be fine with this car’s dynamics if it were a standard EQS 580, but as the driver’s car in the EQS lineup it lacks the light-footed responsiveness and haughty confidence that make most AMG-tuned models a joy to drive. Range and Charging: Closer than ExpectedThat these two cars have such different personalities makes it all the more surprising that they perform almost identically in two critical areas: real-world driving range and charging speed. The EPA estimates that the AMG EQS can cover 277 miles on a single charge and that the Plaid will go 348. But on our 75-mph highway range test, the Plaid had enough juice to run 280 miles while the EQS managed 290. When plugged into DC fast-chargers they also add miles at about the same rate. We’ll give the Plaid extra points for the added convenience of the extensive Tesla Supercharger network. [image id=’8165d427-5bfb-4c5c-afef-4fa05d8d8ffd’ mediaId=’23afe457-19b1-4bfd-a8f6-d7528f411a58′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]That’s not enough this time. The Plaid is the EV world’s 1970 Chevelle SS 454, a muscle car that blows minds with its straight-line speed. Need we remind you that only one other car we’ve tested—the $4.3 million, 1578-hp Bugatti Chiron Super Sport—can top the Plaid’s 9.4-second, 151-mph quarter-mile run? The Mercedes-AMG EQS 4Matic+ is the better-balanced package of performance, handling, and luxury. It’s a car that makes you feel rich just being in it, and it’s better—though far from flawless—at playing the role of performance sedan when you drive it aggressively. The EV world is evolving so quickly, however, that the AMG EQS’s position atop this elite electric luxury-performance sedan class might well be short. The Lucid Air has just arrived on the market, and people have taken notice. And more entrants are sure to follow. [vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle][image id=’bf222a99-967e-406f-a4d3-886f2d33b440′ mediaId=’d7453507-72b9-49d4-9157-5dfca17c78bb’ align=’center’ size=’medium’ share=’false’ caption=’A car-lover’s community for ultimate access & unrivaled experiences. JOIN NOW’ expand=” crop=’original’][/image][image id=’f7c552e1-3962-4709-a205-40d0deef2719′ mediaId=’0bc040bb-ca18-4ca5-afe8-dca66c9b37c1′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]

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