Car Reviews

We’ve all seen the internet stars in action. Johnny “ESC OFF” Hotshoe and Timmy “Tank Slapper” Leadfoot dazzling bystanders with their wide-open-throttle antics while exiting car shows. Typically, horsepower trumps skill, resulting in wadded up sheetmetal followed by a thousand comments’ worth of embarrassment. Coming this summer to a YouTube channel near you, Hertz and Shelby have teamed up to create the latest blooper-reel superstar, the 950-hp Ford Mustang Shelby GT500-H.First, a quick history lesson: In 1966, Hertz teamed with Shelby America to form the Rent-a-Racer program. The cars were popular with the racing crowd—some even liberated their hopped-up V-8s and swapped in lesser units before returning the rentals. Amazingly, Hertz again teamed with Shelby in 2006 and 2016, but nothing quite as wicked as the Shelby GT500-H has ever been conceived.

Shelby American

The 760-hp Mustang Shelby GT500 is no slouch in its production form, but the GT500-H goes even further. To create the GT500-H, which is essentially a Shelby GT500KR, Shelby America replaces the 2.7-liter supercharger with a massive 3.8-liter unit sourced from Whipple that’s fed through a throttle body large enough to be mistaken for a black hole. The larger-displacement blower is spun slower and said to be more efficient. And it leaves the door open for later horsepower gains. The intercooler and cooling circuit for the supercharger have also been revised. The fuel system has been upgraded to deliver an appropriate flow of go-go juice all while remaining emissions compliant. The modifications return a hair-raising 950 horsepower and 635 pound-feet of torque, improvements of 190 and 10, respectively.

Shelby American

Our brief drive outside Las Vegas did not have us questioning the stated horsepower gain. From a 60-mph roll, mash the gas and the Michelin Pilot Sport 4S rubber squiggle from excitement. And oh, the noise! Air whooshes through the intake with an audible gasp, and the gold Whipple sitting atop the 5.2-liter V-8 whines like a Boeing 747 preparing for takeoff. Not that a GT500 isn’t loud enough, but Shelby worked with Borla to crank up the audio track. The brilliant seven-speed dual-clutch automatic­—revised by Tremec to deal with the additional power­—snaps off shifts with a furious bark from the quad tailpipes. As a final indicator that Shelby America means business, it claims that the rear-axle half-shafts are upgraded to handle up to 1500 horsepower.As part of a new three-year partnership, Shelby will build Hertz 25 of the GT500-H hotrods. Of that total, 19 will be painted Shadow Black and six will wear Oxford White, with all the cars featuring the iconic gold racing stripes. Other visuals cues that distinguish the GT500-H are forged wheels, a Gurney flap borrowed from the Mach 1, and a carbon-fiber hood co-developed with Ford that shaves 30 pounds while extracting more heat and reducing lift.

Shelby American

But unlike the Rent-a-Racers from the ’60s, don’t think of the GT500-H as your track-day training wheels. Despite the effort to recalibrate the dampers in their Track setting, Hertz is dead-set against customers entering the GT500-H in any type of performance event. When we asked how anyone would ever know, the response was, “It’ll show up on the internet.” Those who do end up on a track will get blacklisted from ever again renting from Hertz. The GT500-H will be offered in Las Vegas, Phoenix, Tampa, Orlando, Fort Myers, and Miami for $399 per day plus tax and insurance. The rental fee gets you 75 miles of driving enjoyment, with any miles beyond that running $0.75 a click. Our advice: Leave the stability control on and avoid being the next YouTube sensation.

Specifications

Specifications
2022 Ford Mustang Shelby GT500-HVehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE
$399 per day
ENGINE
supercharged and intercooled DOHC 32-valve V-8, aluminum block and heads, port fuel injectionDisplacement: 315 in3, 5163 cm3Power: 950 hp @ 7900 rpmTorque: 635 lb-ft @ 5180 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 107.1 inLength: 189.5 inWidth: 76.6 inHeight: 54.3 inPassenger Volume: 85 ft3Trunk Volume: 14 ft3Curb Weight (C/D est): 4200 lb
PERFORMANCE (C/D EST)
60 mph: 3.3 sec100 mph: 6.3 sec1/4-Mile: 10.5 secTop Speed: 180 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 12/10/15 mpg

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10,000-Mile UpdateWe’re settling in for a 40,000-mile get-to-know-you with the Genesis GV70 3.5T, and that means staffers have been taking stock of the SUV’s cabin environs. Initial impressions generally are positive. “A $100,000 interior in a $60,000 vehicle,” read one early logbook comment, while others praised “the level of interior detailing” and “the artistry of the cabin design.” That design features repeating ellipse shapes (such as on the door panels), textured edges on the knobs and stalks, air vents integrated into the dashboard trim, and even a metal pattern on the pedals. Since our GV70 is the top-of-the-line Sport Prestige variant, it further benefits from exclusive materials including nappa leather and microsuede upholstery, a microsuede headliner, and carbon-look Sport Aluminum accents.There is one ergonomic issue, though. “Am I the only one who reached for the PRND dial instead of the infotainment dial?” asked creative director Darin Johnson. “No” is the answer, as those controls are too similar in size and function and are located too close together. Please Be SeatedThe key components of any interior, of course, are the seats. The thrones in our car are specific to the Sport Prestige model, and their padding is quite firm—more so than in the lesser trims. As one driver noted, “Numbness sets in around mile 100.” However, the GV70 seems to be conscious of that issue: After an hour of driving, the seat-massage function kicks on automatically for relief. It’s part of the Ergo Motion driver’s seat’s Smart Posture Assist, which will also position the seat for you, once you input your height, inseam, and (ahem) weight.GV70 2.5T TestedThe GV70’s driver’s seat includes 16-way power adjustment including seat cushion extension and lateral bolsters. In Sport or Sport+ mode, those bolsters will tighten automatically to better hold you in place for a presumed run down the Tail of the Dragon. (The auto-tightening feature can be switched off.)Ride ComfortThe GV70 3.5T has its own specific chassis tuning, and adaptive dampers are exclusive to this model. We judged the ride to be firm, but it stays just shy of harsh. However, one commenter noted that “big pavement imperfections send shudders through the structure.” Lesser GV70s without the adaptive dampers are more compliant, but this is, after all, the most sporting variant, designed to take on the likes of the BMW X3 M40i. It’s also riding on 21-inch wheels, whereas 19-inchers are standard with the V-6 (and 18s with the four-cylinder).Speaking of those 21-inch wheels, we’ve already curbed one (ugh!), which we still have to get fixed. Happily, that’s the extent of our mishaps so far. We’ve completed our first service, which is called for at 8000 miles, and it was purely routine; an oil change, tire rotation, and inspections were done, and covered by Genesis’ three-year/36,000 mile complimentary maintenance plan. Summer road-trip season is now in full swing, and those long journeys should further test the GV70’s cosseting character. Months in Fleet: 4 months Current Mileage: 13,767 milesAverage Fuel Economy: 21 mpg Fuel Tank Size: 17.4 gal Observed Fuel Range: 360 milesService: $0 Normal Wear: $0 Repair: $0Damage and Destruction: $0IntroductionGenesis is on a hot streak lately. Both the G70 sports sedan and the brand’s first SUV, the GV80, have collected Car and Driver 10Best trophies. Now comes the GV70—smaller than the GV80, this new crossover is based on the G70 sedan—and while it was not able to nab a 10Best award in its debut year, it is fresh off a comparison test win against two longtime segment staples: the BMW X3 and Lexus RX350.That great initial impression is now going to be followed by a 40,000-mile stress test. Will our strong feelings for this new Genesis last? We’re about to find out.Our journey with the GV70 began at the grand opening of the Genesis brand’s first standalone North American dealership, which is in Lafayette, Louisiana. A storm advancing from the Gulf prompted us to take quick delivery and hit the road. The dealer put the plates on, handed us the keys, and we headed north toward Michigan. More on the GV70With our long-term G70 sedan, our biggest regret was not getting the more powerful engine. So, we made sure to not make the same mistake this time. We skipped over the GV70’s standard 300-hp turbocharged 2.5-liter four in favor of the optional 375-hp twin-turbocharged 3.5-liter V-6. After a roughly 1700-mile road trip bisecting the eastern part of the country, the GV70 hit the track for its initial test. The sprint to 60 mph took 4.6 seconds, and the Genesis reached the quarter-mile in 13.3 seconds at 104 mph. So far, we’re averaging 21 mpg, and that figure matches the EPA’s combined rating. On our 75-mph highway test loop, we achieved 23 mpg, slightly lower than the EPA’s 25-mpg estimate. Upgrading to the 3.5T brings a plethora of sporty and luxurious features, too, including an adaptive suspension with road preview, a panoramic sunroof, and leather. On top of that, we got the $9900 Sport Prestige package. It adds 21-inch wheels and an electronically controlled limited-slip differential, among other features. Wearing a set of Michelin Primacy all-season tires, our car pulled 0.82 g around the skidpad and required 180 feet to come to a halt from 70 mph. That’s a bit off compared to the GV70’s more performance-focused German rivals, but we’re not complaining as the ride is tuned well for daily driving. If you do get after it on a back road, the 16-way power driver’s seat bolsters hug you and keep you snug when cornering. As part of the Sport Prestige package, our car is equipped with suede seat inserts and headliner and has carbon-fiber trim. These materials help create a posh interior environment that reminds us of far more expensive SUVs, and we’re sure to enjoy 40,000 miles in an interior this sublime. The GV70 3.5T comes standard with Highway Driving Assist II—we’ll let you know how this Level 2 driver-assist system operates as we embark on numerous summer road trips. Genesis offers an extensive color palette on the GV70, including hues such as Barossa Burgundy and Cardiff Green, but due to supply shortages we settled for a pre-built car that’s finished in Uyuni White, a $500 option. We’re not complaining about the dull white-on-black livery, but there surely are more interesting options. The 3.5T features oversized dual tailpipes that poke through the black mesh surround on the rear bumper for a more extroverted look than the upright pentagonal exhaust tips on the 2.5T. The V-6 model also gets black trim on the bumpers and side skirts. In its comparison-test win, we said that “the GV70 puts an exclamation point on Genesis’s ability to compete in the heart of the luxury market.” Over the next 40,000 miles, we’ll let you know if that punctuation still stands. Months in Fleet: 1 months Current Mileage: 4032 milesAverage Fuel Economy: 21 mpgFuel Tank Size: 17.4 gal Fuel Range: 360 milesService: $0 Normal Wear: $0 Repair: $0SpecificationsSpecifications
2022 Genesis GV70 3.5T Sport AWDVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $53,645/$64,045Options: Sport Prestige package (nappa leather seats, suede headliner, heated steering wheel, 360-degree camera, remote parking assist, front and rear parking assist, Lexicon 16-speaker stereo system, 21-inch wheels, electronic limited-slip differential, carbon-fiber trim, 3-zone climate control, heated rear seats, 12.3-inch 3-D digital instrument cluster, head-up display, rear side sunshades), $9900; Uyuni White paint, $500

ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, port and direct fuel injectionDisplacement: 212 in3, 3470 cm3Power: 375 hp @ 5800 rpmTorque: 391 lb-ft @ 1300 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 14.2-in vented disc/13.6-in vented disc Tires: Michelin Primacy Tour A/S255/40R-21 102W M+S GOE
DIMENSIONS
Wheelbase: 113.2 inLength: 185.6 inWidth: 75.2 inHeight: 64.2 inPassenger Volume: 104 ft3Cargo Volume: 29 ft3Curb Weight: 4599 lb
C/D TEST RESULTS: NEW
60 mph: 4.6 sec100 mph: 12.2 sec1/4-Mile: 13.3 sec @ 104 mph130 mph: 23.3 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.7 secTop Gear, 30–50 mph: 3.0 secTop Gear, 50–70 mph: 3.8 secTop Speed (C/D): 150 mphBraking, 70–0 mph: 180 ftRoadholding, 300-ft Skidpad: 0.82 g
C/D FUEL ECONOMY
Observed: 21 mpg75-mph Highway Driving: 23 mpgHighway Range: 400 miUnscheduled Oil Additions: 0 qt
EPA FUEL ECONOMY
Combined/City/Highway: 21/19/25 mpg
WARRANTY
5 years/60,000 miles bumper to bumper10 years/100,000 miles powertrain7 years/unlimited miles corrosion protection5 years/unlimited miles roadside assistance3 years/36,000 miles scheduled maintenance
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It’s easy for a fanciful concept car to look interesting under the dramatic lighting of an auto show display or corporate video clip—a brand’s future, in the now. But few concepts ever go beyond that stage, and even fewer get to ply real roads with other motorists, let alone with scrappy journalists behind the wheel. That’s what makes the Mercedes-Benz Vision EQXX special: For all its futuristic EV design, it is at its core a demonstration of advanced engineering that’s meant to be driven. After debuting the EQXX earlier this year at the CES technology show, Mercedes was quick to prove the car’s real-world bona fides on two long-distance treks across Europe, the longest of which—from Stuttgart, Germany, to Silverstone, England, where it hot-lapped the famous race circuit—saw the EQXX go 747 miles on a single charge of its battery, which stores slightly under 100.0 kWh. That feat is impressive enough for a vehicle developed in just 18 months, but it also bodes well for a range of near-future Mercedes EVs that will draw on the EQXX’s suite of advancements.

Mercedes-Benz

Parked on the tarmac of the company’s proving grounds in Immendingen, Germany, the EQXX looks appropriately otherworldly. About the size of a low-slung compact sedan and shaped like a windswept teardrop, its tiny, bubble-like frontal area contrasts with a substantial side profile that stretches over a 110.2-inch wheelbase. Its exaggerated Kamm tail adds significant length, especially when the active rear diffuser juts out 7.8 inches at 37 mph. Interesting details abound, such as the sidewalls of the specially developed Bridgestone tires that, when viewed from above, sit flush with both the 20-inch magnesium wheels and the carbon-fiber body, greatly contributing to the car’s slippery drag coefficient of 0.17. Conventional yet carefully sculpted side mirrors adorn the doors, their minimal drag penalty ultimately deemed more efficient than the power draw that would be required by a lower-profile camera-based setup.

Mercedes-Benz

A tug of the EQXX’s motorized door handle reveals the no-holds-barred interior of a show car, though a surprisingly comfortable and functional one. From the driver’s seat, the spaciousness of the cabin is at odds with how little of the car’s front end you can see through the windshield. While there are a few 3-D-printed pieces that we’re told to be gentle with, the steering wheel and basic controls are familiar Mercedes stuff, making it easy to get situated in what is a near-priceless one-off. Ignore the judicious use of brightwork and ambient lighting, and the smattering of environmentally friendly materials—trim panels derived from cacti, mushroom-based seat inserts, and bamboo-fiber shag-carpet floor mats—are both attractive and a harbinger of what could filter down to future production models. Set off and the EQXX’s feathery (for an EV) claimed curb weight of 3900 pounds is immediately apparent. Although the rear-mounted radial-flux motor produces a mere 241 horsepower, thrust is plentiful, and the light, almost delicate steering is impressively tactile even at pedestrian speeds. With little powertrain hum or air turbulence to ruffle the ambiance, the main distraction is tire noise brought on by the car’s modest amount of sound deadening. The overall vibes are responsiveness and good integration , despite the EQXX—with its quoted 7.0-second 60-mph time and electronically limited 87-mph top speed—being in no way tuned for spirited driving.

Mercedes-Benz

Besides the slippery shape and relatively trim weight, the car’s claimed powertrain efficiency of 95 percent (up from 90-or-so percent for Benz’s EQS production sedan) also contributes to its impressive range. Although the EQXX doesn’t charge as quickly as its 900-volt architecture suggests, it’s so frugal with electrons that only a few minutes on a plug net it significant additional range. Likewise, the handful of kilowatts harvested by the 117 solar cells on its roof, which only go toward powering the accessories, result in meaningful gains in mileage. With minimal mechanical and aerodynamic drag, the EQXX effortlessly coasts on flat ground without losing speed. Thanks to the effectiveness of the active air cooling for the battery and its electronics, Mercedes engineers faced the unusual challenge of coaxing the EQXX’s motor to produce enough heat to reach its optimal operating temperature. While our drive was brief on the undulating roads that snake around Immendingen’s facilities, we soon learned the fun of controlling the EQXX’s momentum via regenerative braking. Gather some speed and it can glide around corners with ease, the mass of the floor-mounted battery nicely anchoring its body motions. Toggling the steering-wheel paddles through the four stages of regen, from none to full one-pedal operation, can quickly slow the car for tight turns and intersections. This is one of the reasons the EQXX can get away with ultralightweight aluminum brake rotors, rather than conventional cast-iron or even carbon-ceramic discs. Once we got acclimated, we hardly touched the left pedal at all. At the end of the day, our overall energy consumption—in air-conditioned comfort—worked out to the equivalent of 262 mpg in a gas car.

Mercedes-Benz

Mercedes being the engineering behemoth it is, we were provided with all sorts of telemetry from our drive that showed where we could have been more efficient still. But much of that data, from energy recuperation to air flow over the car’s body, also was available in real time through the EQXX’s pillar-to-pillar 47.5-inch touchscreen, which is rendered in 8K resolution by a video-game engine. Though borderline distracting with its brilliant graphics and deep well of information, this display also features wonderfully interactive navigation data and is easily configurable for uncluttered reading at a glance. It even is stingy on power, actively dimming sections of LEDs that aren’t in use. While we didn’t acquaint ourselves with its artificial intelligence that acts as a personal assistant, the system offers a glimpse of the next generation of Mercedes’s user interface. But the EQXX’s importance goes beyond being a platform for a futuristic widescreen TV. Mercedes has already confirmed that the car’s powertrain—interestingly, developed in a modified rear-drive version of the new EQB SUV—will reach production in some form by 2024. Also key are lessons in rapid (and novel) development gleaned from working with the company’s Formula 1 specialists, who were able to engineer the concept’s battery to be 50 percent smaller and 30 percent lighter than the similarly powerful pack in the EQS. And from the fungi upholstery to the chassis’s unique skeletal-like aluminum rear subframe, the EQXX’s advancements in material sciences surely will extend to numerous future Benzes and AMGs. In short, the EQXX’s influence will be far-reaching, which is more than you can say about most concept cars.

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Lately it’s all Ford Bronco this, Ford Bronco that. If it’s not the Raptor, it’s the Everglades. What about the Jeep Wrangler? Is there any news there, you ask? Why yes, there is. And while it’s perhaps not anything too major—no Rubicon 392—the new-for-2022 Wrangler High Tide does offer a taste of the aftermarket lifestyle (big tires, lift kit, custom top, trick windshield) straight from the dealer, warranty and all. The initial 500 models are called “Beach,” and that tells you what you need to know about the High Tide’s aspirations: You drive it to the beach. Maybe you drive it on the beach. Let’s not overthink this.More on Jeep WranglerThe High Tide package is built on Jeep’s Wrangler Unlimited Sport model with the 285-hp 3.6-liter V-6 and eight-speed automatic, meaning it doesn’t get locking differentials, a disconnecting anti-roll bar, or any of the Wrangler’s myriad other powertrains. High Tide does include the Xtreme Recon package, though, which brings 35-inch BFGoodrich All Terrain T/A KO2 tires on 17-inch beadlock-capable wheels, crammed under extended fenders with the help of a 1.5-inch suspension lift. The axles get 4.56:1 final-drive gearing, the rear end gains a limited-slip differential, and there are a few other Mopar accessories, including a redesigned hinge gate on the rear-mounted spare tire—basically an exoskeleton that supports the ginormous spare-tire assembly. That detail recalls a lament we once heard from a Stellantis engineer to the effect of, “You spend a million dollars to properly engineer a one-inch lift, and then people go out and install a six-inch lift that was developed in two weeks by some guys in a garage.” Whatever the vices of the Xtreme Recon package—and we’ll get to those—you at least know that it’s safe and you won’t shear a driveshaft because somebody forgot to consider the angle of a U-joint.HIGHS: Tonka-truck presence, easy-open top, ruggedized windshield.Beyond the lift, the High Tide gives you the option of swapping back and forth between the usual rigid overhead “Freedom panels” of its three-piece body-color hardtop or a Sunrider Flip-Top, a bolt-in fabric section that can be manually opened or closed by the front-seat occupants in a matter of seconds—a little like having a Miata top over the front buckets. Its other notable feature is a windshield reinforced with Corning Gorilla Glass, which addresses the Wrangler’s propensity for collecting rock chips and cracks on its very upright, very flat windshield. Gorilla Glass is common in the electronics world, where it lends improved smash resistance to the likes of phone screens, but it’s still relatively exotic in the automotive realm (the McLaren Senna’s lower door windows, roof, and rear window were made of it). If you just want that windshield without all the High Tide trappings, it’s a $495 option on select Wranglers and Gladiators and can be retrofitted on older models, all the way back to 2007 Wranglers. In the event a High Tide driver does manage to chip a windshield, the glass is covered by a two-year warranty. But it’s rugged stuff—Corning built a pneumatic ice cannon just to see what kind of impacts it could take.To prevent the High Tide from requiring outriggers, the lifted suspension is stiff—much stiffer, seemingly, than even a Rubicon model on 33-inch tires. With a track four inches wider than that of a standard Wrangler Sport and 2.5 inches broader than a Rubicon, the High Tide feels stable, if not particularly happy, in corners. Its 0.69 g of lateral grip is probably about as hard as you’d want to corner in this buggy. Likewise, its 7.7-second run to 60 mph feels plenty quick enough, especially given the lackluster stopping distance from 70 mph: 211 feet, the same distance we recorded from the almost-10,000-pound GMC Hummer EV. (Given that the Wrangler laid down faint gray skid marks along the length of its braking test, its ABS keeping things just on the threshold of lockup, it’s clear that its lengthy stop is more the fault of the knobby tires than the brakes themselves.) We failed to record a 100-mph stop because Jeep quite sensibly prevents the High Tide from going that fast. Top speed is limited to 97 mph, at which it’s easy to imagine what it’s like to be an astronaut plunging through the atmosphere in a reentry capsule. LOWS: Opening the top on the highway is like a never-ending flyover from an F-16, long stopping distance, stiff ride.And that’s with the Sunrider roof closed. With it open, even at a relatively benign 70 mph, the tires, engine, and especially the wind conspire to produce a 103-decibel interior sound level. How loud is that? Loud enough that we’ll need to reference 1992’s “Federal Agency Review of Selected Airport Noise Analysis Issues,” which reported that an F-16 fighter jet flying over at 1000 feet at 403 mph spikes at 101 decibels. Serious hearing damage is possible over an eight-hour exposure to 100-decibel sound levels, so it’s fortunate that closing the roof lowers the din to a tolerable 74 decibels at 70 mph.As you may have surmised, going fast isn’t really the High Tide’s forte. But rolling around town with the top back on a sunny day? Now you’re talking. Ditto any kind of off-road endeavor that prizes a big footprint and plenty of ground clearance—the Xtreme Recon package is optimized for mud, deep water, and sand. If the tide is less than 33.6 inches up your doors, this Wrangler can ford it. It also has a monster 12.9 inches of ground clearance, which actually undersells how tall it is—maybe loosen up those hip flexors before swinging a leg up into the cabin. Opting for High Tide Quick Order Package 25D adds $11,895 to the price of a Wrangler Unlimited Sport, plus another $4000 for the compulsory eight-speed automatic and 3.6-liter eTorque V-6 the High Tide requires. Which sounds like a lot of money, and it is. But anyone who’s gone down the aftermarket path knows that you can easily spend a similar sum to arrive at the same monster-Jeep result, but without the factory development and support. Through that lens, the High Tide’s $51,535 effective base price looks like a pretty good deal. But it’s still not the least expensive path to a Wrangler with the Xtreme Recon package and 35-inch tires—that would be the Willys trim, which comes in at $45,695 to start. And, as anyone in Normandy would tell you, a Willys works just fine on the beach.SpecificationsSpecifications
2022 Jeep Wrangler Unlimited High TideVehicle Type: front-engine, 4-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $35,640/$58,695Options: High Tide package – 35-inch tires, 17-in x 8-in beadlock-capable wheels, 4.56 axle ratios, 1.5-inch factory suspension lift, wheel flare extensions, body color 3-piece hardtop w/rear defroster, washer, and wiper, Sunrider folding soft front hardtop panel insert, Freedom Panel storage bag, rock rails, limited-slip rear differential, hinge-gate reinforcement, LED head- and foglamps, Gorilla Glass windshield, remote keyless entry, all-weather floor mats, $11,895; 8-speed automatic transmission and 3.6L eTorque V-6 engine, $4000; cold weather group – heated front seats and steering wheel, remote start, $1195; safety group – blind spot and cross path detection, rear parking sensors, LED taillamps $1145; technology group – automatic climate control, 7-inch instrument panel display, proximity key, $1095; trailer tow and HD electrical group w/auxiliary switches, $995; advanced safety group – adaptive cruise, auto high beams, forward collision warning, $945; Selec-Trac full-time capable 4WD system w/2.72:1 low range, $795; Hydro Blue Pearl paint, $395
ENGINE
DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 220 in3, 3604 cm3Power: 285 hp @ 6400 rpmTorque: 260 lb-ft @ 4800 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: live axle/live axleBrakes, F/R: 12.9-in vented disc/13.6-in vented discTires: BFGoodrich All-Terrain T/A KO2LT 315/70R-17 113/110S Load Range C M+S
DIMENSIONS
Wheelbase: 118.4 inLength: 192.5 inWidth: 79.3 inHeight: 75.5 inPassenger Volume: 104 ft3Cargo Volume: 32 ft3Curb Weight: 4829 lb
C/D TEST RESULTS
60 mph: 7.7 sec1/4-Mile: 16.3 sec @ 84 mphResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 8.1 secTop Gear, 30–50 mph: 3.9 secTop Gear, 50–70 mph: 5.5 secTop Speed (gov ltd): 97 mphBraking, 70–0 mph: 211 ftRoadholding, 300-ft Skidpad: 0.69 g
C/D FUEL ECONOMY
Observed: 16 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 20/18/23 mpg
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10,000-Mile UpdateThe new-car smell has been replaced with fast-food aromatherapy from over 13,000 miles of road trips and commutes, but the staff continues to admire our long-term Honda Civic Si enough to want more from it. While it continues to gobble up miles without any major misadventure, lurgy, or katzenjammer (put down the thesaurus before someone gets knackered), there are a few areas we feel the 11th-gen Civic could use some extra ketchup.We’ve been scouring the web for aftermarket hardware that will take the Civic Si to the next level. During our new braking test from 100 mph its brakes went full quasar. High temperatures triggered a brake-system warning light, and we experienced significant brake fade. Although not a likely scenario in normal driving conditions—unless you normally drive 100 mph—it was an obvious area for improvement before attending upcoming track days. Until recently, no one provided upgraded brake pads for the brand-new 2022 Si. Although it shares the same calipers and pads as the current Accord, track-grade hardware in the family-sedan segment is about as common as baby formula right now at a Piggly Wiggly. So, we’re addressing the situation the way most Honda Civic owners fix things, DIY-style.Brake Last, Finish FirstWe called Mike Puskar, owner of Carbotech Performance Brakes, for help. He assured us his track pads would upgrade the Si’s brake performance from stepping in something stinky to stepping on something strong. Mike invited us to Carbotech’s production facility in Concord, North Carolina, to build our own set. Since 1996, Carbotech has helped race cars brake later with its high-temp ceramic Kevlar friction material. Most pads sold today are either semi-metallic or ceramic compounds, and they aren’t built for track use. Carbotech’s pads range in capability from 800 degrees Fahrenheit in the everyday street compound all the way to race pads good for up to 2000 degrees. Each pad is hand-built by one of Carbotech’s seasoned brake-ologists. Pads weren’t yet available for our Civic Si, but Carbotech said it could create them, using the OE hardware to craft the backplate templates. (We wish all future 11th-gen Civic Si owners a very pleasant track day.)How to Build Brake PadsI holstered the keyboard for a day to build our set of Carbotech pads with an air chisel. The first step of the brake pad process is removing the original pad material from the backplate. It blasts away easily, even if you’re holding the air chisel wrong. Once most of the material is off, a belt sander clears the remaining debris from the plate.Working inside the Carbotech factory harkens back to my own high school automotive shop class. It’s a warehouse teeming with enormous World War II-era lathes and drill presses. Massive tubes of air ducting hang from the ceiling like chandeliers. Amid the dust and pad powder, every tool has its place, and goofing around is a good way to lose a finger. The machinery here isn’t robotic, with the nearest thing to automation being a sandblast cabinet with a conveyor belt and a baking oven you don’t have to light with a match. The raw chunks of pad material are called pucks, and they’re shaped to match the backplate using an enormous carbide drum. Once the puck is ready, two holes are drilled into the backplate and then used as a pilot to guide the drill into the brake-pad material. While a single drill bit can cut through the street-compound material numerous times, the stronger pads’ higher levels of heat resistance diminish the lifecycle of the tools. In building our set of XP12 pads, which can handle temperatures of up to 1850 degrees Fahrenheit, the high-strength steel bit was thrown to the scrap pile after drilling just two holes.A chamfer is added to one side of the puck and then affixed to the backplate with high-temperature adhesive. The steel and brass rivets that hold this assembly together are pressed using a foot press. The nearly finished pad is then moved to an oven to cook, which is the most time-consuming process. It’s also why the craftsmen at Carbotech start their work at 2 a.m., well before the oven’s heat can double down on the fiery Carolina sunlight shining in. After hours of oven-curing, the pads are cooled and then painted in different colors that correlate with their level of seriousness. While Carbotech maintains an inventory of more than 40,000 brake pads, the process from which each is built is spectacularly bespoke. We’ll be putting our handmade Carbotech XP12s to good use at various track days later this summer and fall. Expect a full report on that at the 20,000-mile update.Scheduled Pit StopThe Si’s Maintenance Minder light, which is first triggered when the ECU determines remaining oil life to be 15 percent, came on at roughly 12,000 miles. We then took the Civic to the dealer for scheduled maintenance, which included an oil and oil-filter change, tire rotation, and equipment inspection for $69. The equipment inspection indicated our optional Goodyear Eagle F1 Asymmetric 2 high-performance summer tires are mostly surviving. The front tire tread was measured at 5/32 inch while the rears remain at a healthier 8/32 inch. When new, these tires have a tread of 10/32 inch, according to Tire Rack. We plan to install stickier track-only tires along with our Carbotech brake pads, fresh OE rotors, and upgraded high-temp fluid for upcoming track events in August and October. The best is yet to come for this fun and affordable sports sedan. Months in Fleet: 4 months Current Mileage: 13,301 milesAverage Fuel Economy: 31 mpg Fuel Tank Size: 12.4 gal Observed Fuel Range: 380 miles Service: $69 Normal Wear: $0 Repair: $0IntroductionWhen our Honda Civic Si arrived at Car and Driver HQ to begin its 40,000-mile stay, we were pretty damn excited. For the next 52 weekends or more, we plan to squeeze as much entertainment out of this affordable sports sedan as possible. So far, that’s meant driving to Florida for an IMSA Endurance Cup race at Sebring and brushing against cones at an SCCA autocross event. It’s a kickoff to what we’re planning to be an exciting long-term test. The options list for the Civic Si is as short as its throw from first to second gear. The Blazing Orange Pearl ($395) color is exclusive to the Si and is the same shade as our favorite Buffalo Wild Wings sauce (Spicy Garlic). We also opted for the High-Performance Tire package ($200), which wraps the 18-by-8.0-inch wheels with stickier Goodyear Eagle F1 Asymmetric 2 rubber. Our preference for the black standard wheels over the optional blade-style wheels saved us $1708 on an item we plan on replacing with an aftermarket set later. The Car and Driver mailbox is open to your best (or comically bad) suggestions.More on the CivicFor a year, Honda put our favorite sport compact on ice and snuffed out the coupe entirely. Thankfully, the Si is back as a longer, lower, wider, and more serious-appearing sedan. Visually, the Civic Si has gone from Gundam Wing to grownup, inching closer to the maturity and size of the Accord. The interior is an especially welcome improvement, with a bigger 9.0-inch touchscreen, climate control knobs with digital readouts, and a comfy thick grip area. Every Si gets the same red-and-black cloth interior, but its equipment largely matches that of the less powerful Civic Touring, sans the leather. The new Si’s improvements have resulted in a $2120 price increase, and for that much, we wish it retained the old car’s heated seats.Unfortunately, the new Civic Si hasn’t evolved into a more powerful unit. Horsepower from its turbocharged 1.5-liter inline-four has dropped from 205 to 200 horsepower, but its 192 pound-feet of torque arrives 300 rpm sooner. Our long-term car’s initial test numbers show that despite losing five horsepower, it matched the 6.6-second run to 60 mph of the previous-generation Civic Si sedan and even mirrored its 14.9-second quarter-mile at 95 mph. However, in our passing-time metrics, which are done in top gear, the new Si shows off that lower torque peak with a 2.2-second-quicker time from 30 to 50 mph and a 0.1-second-quicker run from 50 to 70 mph. All in all, most won’t notice a difference by the seat of their pants, but the car’s excellent handling and superb steering make us wish the Si had a few extra ponies.In our initial testing, we experienced some significant brake fade during the 100-mph stop, which triggered a brake-system warning light. The 100-mph stop took 316 feet, and although that’s a reasonable performance and similar to the result on the 2020 Civic Si sedan we tested on identical tires, we didn’t encounter as much fade or a brake-system warning light on the previous-gen car.Our most exciting trip so far was a weekend drive to Slalom City for an SCCA autocross event held on a Cummins test track in Columbus, Indiana. Over six runs, the Civic Si proved to be a fantastic autocross machine, and its helical limited-slip differential made slicing between cones a grippy endeavor. The Civic Si also proved pleasant on the eight-hour round trip, and the trunk easily held our tools, air compressor, luggage, cooler, floor jack, jack stands, and helmet. It’s a good sign when the most challenging part of the race weekend is neatly taping the letters and numbers on the front doors. We look forward to giving it a more challenging weekend at an actual track day soon, as we did with our long-term 2019 Honda Civic Type R. With less than 6000 miles on the odometer, the logbook has already started to fill with comments on what’s shaping up to be a love/hate relationship with the sporty suspension. The Si’s stiffer suspension, chassis, and performance tires can sometimes make for a bouncy romp over Michigan’s abundance of expansion joints and uneven (and sometimes missing) pavement. “Not the most relaxing commuter,” commented one editor. Senior features editor Greg Fink noted, “Stiff suspension + morning coffee = stained shirt.”The adaptive dampers that were standard on the previous Si aren’t offered on this car. That equipment is instead reserved for the new Integra A-Spec, which is essentially an Acura-badged Civic Si with leather seats. Here, there’s no comfort mode for our aging backs and growing bums. The three drive modes—Normal, Sport, and Individual—don’t really transform the Si. Sport mode adjusts the steering weight and throttle response while deactivating the stop-start function. It’s a shame this mode doesn’t add more character to the Si’s mostly quiet dual mufflers. Individual mode allows the combination of Sport steering with Normal throttle response. The stop-start function can also be switched off at any time with a button that’s separate from the drive modes. Honda has given the Civic Si a rev-matching system, previously only available on the Civic Type R, as well. This can be a little annoying to enable or disable, as it’s done within the infotainment touchscreen under vehicle options, which can only be accessed if the parking brake is on.The Civic Si has many increasingly rare qualities: It’s a sedan that’s sold with a six-speed manual transmission exclusively, and its little rumble is fueled by forbidden apple juice. That it remains available is cause for celebration. We’re thankful it’s back, marking the beginning of an 11th generation since the first Civic debuted in the 1970s. So, before the Civic Si becomes another fun car replaced by a crossover, we’ve got 40,000 miles to reach and more cones to kill.Months in Fleet: 2 months Current Mileage: 5977 milesAverage Fuel Economy: 29 mpgFuel Tank Size: 12.4 gal Observed Fuel Range: 350 milesService: $0 Normal Wear: $0 Repair: $0Damage and Destruction: $0SpecificationsSpecifications
2022 Honda Civic SiVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $28,315/$28,910Options: Blazing Orange Pearl paint, $395; summer tires, $200
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 91 in3, 1498 cm3Power: 200 hp @ 6000 rpmTorque: 192 lb-ft @ 1800 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.3-in vented disc/11.1-in disc Tires: Goodyear Eagle F1 Asymmetric 2235/40R-18 95Y Extra Load
DIMENSIONS
Wheelbase: 107.7 inLength: 184.0 inWidth: 70.9Height: 55.5 inPassenger Volume: 96 ft3Trunk Volume: 14 ft3Curb Weight: 2949 lb
C/D TEST RESULTS: NEW
60 mph: 6.6 sec1/4-Mile: 14.9 sec @ 95 mph100 mph: 16.2 sec130 mph: 32.3 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 7.3 secTop Gear, 30–50 mph: 8.8 secTop Gear, 50–70 mph: 8.1 secTop Speed (C/D est): 135 mphBraking, 70–0 mph: 154 ftBraking, 100–0 mph: 316 ftRoadholding, 300-ft Skidpad: 0.96 g
C/D FUEL ECONOMY
Observed: 31 mpgUnscheduled Oil Additions: 0 qt
EPA FUEL ECONOMY
Combined/City/Highway: 31/27/37 mpg
WARRANTY
3 years/36,000 miles bumper to bumper5 years/60,000 miles powertrain5 years/unlimited miles corrosion protection3 years/36,000 miles roadside assistance
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 July/August 2022 issue of Car and Driver.If the Mazda MX-5 Miata and the Toyota GR86 were on the show Finding Your Roots, both would trace their ancestry back to wispy midcentury European roadsters. Over the decades, many of those Old World sports cars died out or evolved into bigger and more complex things, leaving only Mazda and Toyota (and Subaru, maker of the GR86’s twin, the BRZ) building basic, pared-down, inexpensive sports cars that deliver old-school fun.If that’s what you’re after, your search starts and ends here. The GR86—substitute the BRZ if you prefer Subarus—and the Miata are the only remaining descendants on the affordable branch of the rear-wheel-drive sports-car family tree. Each is a hoot to drive, but which one is the better starter sports car?To find out, we corralled the most aggressive and exciting versions of those two models: the GR86 Premium and an MX-5 Miata Club convertible. Their standard equipment is similar—small, high-revving naturally aspirated four-cylinder engine; six-speed manual transmission; summer tires. Both are rear-wheel drive, like the sports cars of old. In search of purity, for this comparison test, we selected the Miata softtop over the retractable-hardtop RF model.These sportsters’ base prices are about as close as their spec sheets: $31,325 for the GR86 Premium and $32,165 for the Miata Club. Our Mazda’s price ballooned to $37,260 thanks to Machine Gray paint and the $4500 BBS Recaro package, which includes Brembo front brakes, Recaro buckets, and BBS forged wheels. The GR86 had special Track bRed paint ($425) and a few accessories that brought it to $32,432, a significant $4828 less than the Mazda.2nd Place:Mazda MiataHighs: Eager engine, playful chassis, often requires SPF 30.Lows: Wobbly in hard cornering, pricey BBS Recaro package, who hid the glovebox?1st Place:Toyota GR86Highs: Easily exploitable handling, plenty of zip, surprising practicality.Lows: That grinding sound is the engine, clunky-looking dash, the only thing noisier is a Miata.Traditionally, starter sports cars have been more about playfulness than all-out performance. This pair updates that notion with solid test numbers. Both reached 60 mph in 5.4 seconds. The Miata completed the quarter-mile sprint in 14.2 seconds at 97 mph; the GR86 did it in 14.0 seconds at 101 mph. Their cornering grip is close, too, with the Miata circulating the skidpad at 0.95 g and the GR86 sticking to it at 0.97 g. Their 70-mph stopping distances are within five feet of each other.Beyond our instrumented tests, we put these two agile runabouts on an autocross course since we expect some owners will too. The course, on the beautiful M1 Concourse campus in Pontiac, Michigan, was soaked with rain, enabling our rear-drive charges to slide their tails like they were powered by NASCAR V-8s. The GR86 was easier and more fun to slip-slide through the cones, though its best run of 26.7 seconds was only a little quicker than the Miata’s 27.1-second time.In everyday use, both cars live up to their mission of joyful driver involvement. They’re especially nimble, with crisp, well-weighted steering that cuts precisely and offers reassuring effort buildup. Swapping gears takes only fingertip flicks of their shifters. Their engines are eager to rev. Their clutches are light, and their brakes bite with authority. Both ride firmly, tautly damping out pavement heaves and clip-clopping over seams. If only they sounded sexier—the Miata emits an undistinguished hum; the GR86 howls at high rpm like a blender set on puree.Press them hard, though, as we did on our squirrelly 10Best evaluation loop, and the GR86 shines while the Miata fades. With stellar chassis tuning, the Toyota feels planted and secure, like it will never get away from you. In hard corners the Mazda lists like a drunk with an elbow on the bar and leans on its rear tires in an antsy two-step, threatening to snap sideways. Rough pavement sends shivers through the open structure. Push vigorously and the GR86 proves it’s the more gifted athlete.Neither car is a great long-distance companion due to wind roar at highway speeds. Going 70 mph, the GR86 whooshes along with a noisy 74 decibels inside, and the Mazda’s top-up 79-decibel caco­phony sounds like you’re parked next to an idling 737. At 80 mph, turning on either car’s audio system isn’t worth it.Of course, comfort has never been a priority for starter sports cars. And yet, these vehicles are far from bare-bones, with standard heated seats and decent infotainment. But their daily usability and convenience diverged enough to influence the outcome of this comparison.The Miata’s cabin has so little space that stowing a pair of sunglasses is a hassle; the only available spot is a shoulder-height storage box between the seats that requires contortionist skills to access while driving. Its cupholders are all but useless. There are no map pockets. The GR86, meanwhile, offers a glovebox, multiple storage cubbies, and that vestigial rear seat, a convenient landing zone for gym bags or groceries. The Toyota feels like a real car rather than a limited-use weekend toy.Both cars carry on the fun-to-drive tradition of their ancestors. But one offers better performance, more poise under pressure, a more accessible price, and far superior practicality. While the GR86 means you give up open-air driving, it delivers more and asks you to sacrifice less. It is the starter sports car to have.SpecificationsSpecifications
2022 Mazda MX-5 Miata ClubVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door convertible
PRICE
Base/As Tested: $32,165/$37,260Options: Brembo/BBS/Recaro package (Brembo front brakes, BBS forged 17-inch wheels, heated Recaro sport seats, side sill extensions, rear bumper skirt), $4500; Machine Gray paint, $595
ENGINE
DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1998 cm3Power: 181 hp @ 7000 rpmTorque: 151 lb-ft @ 4000 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 11.0-in vented disc/11.0-in discTires: Bridgestone Potenza S001205/45R-17 84W
DIMENSIONS
Wheelbase: 90.9 inLength: 154.1 inWidth: 68.3 inHeight: 48.8 inPassenger Volume: 49 ft3Trunk Volume: 5 ft3Curb Weight: 2346 lb
C/D TEST RESULTS
60 mph: 5.4 sec1/4-Mile: 14.2 sec @ 97 mph100 mph: 15.2 sec120 mph: 26.1 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.3 secTop Gear, 30–50 mph: 8.9 secTop Gear, 50–70 mph: 9.2 secTop Speed (C/D est): 140 mphBraking, 70–0 mph: 159 ftBraking, 100–0 mph: 332 ftRoadholding, 300-ft Skidpad: 0.95 g
C/D FUEL ECONOMY
Observed: 24 mpg75-mph Highway Driving: 34 mpgHighway Range: 400 mi
EPA FUEL ECONOMY
Combined/City/Highway: 29/26/34 mpg
–
2022 Toyota GR86 PremiumVehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE
Base/As Tested: $31,325/$32,432Options: Track bRed paint, $425; Preferred accessory package #2, $364; carpet floor and cargo mats, $249; rear bumper applique, $69
ENGINE
DOHC 16-valve flat-4, aluminum block and heads, port and direct fuel injectionDisplacement: 146 in3, 2387 cm3Power: 228 hp @ 7000 rpmTorque: 184 lb-ft @ 3700 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 11.6-in vented disc/11.4-in vented discTires: Michelin Pilot Sport 4215/40R-18 85Y
DIMENSIONS
Wheelbase: 101.4 inLength: 167.9 inWidth: 69.9 inHeight: 51.6 inPassenger Volume: 78 ft3Trunk Volume: 6 ft3Curb Weight: 2848 lb
C/D TEST RESULTS
60 mph: 5.4 sec100 mph: 13.7 sec1/4-Mile: 14.0 sec @ 101 mph120 mph: 21.1 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 6.3 secTop Gear, 30–50 mph: 9.0 secTop Gear, 50–70 mph: 8.1 secTop Speed (mfr’s claim): 140 mphBraking, 70–0 mph: 154 ftBraking, 100–0 mph: 319 ftRoadholding, 300-ft Skidpad: 0.97 g
C/D FUEL ECONOMY
Observed: 20 mpg75-mph Highway Driving: 31 mpgHighway Range: 400 mi
EPA FUEL ECONOMY
Combined/City/Highway: 22/20/27 mpg
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Audi’s e-tron GT sedan follows a similar path as the e-tron mid-size SUV. The four-ring brand set out to make this EV look and feel just like the Audi sports sedans we know and love, in the same way the e-tron apes Audi’s conventional gas-powered crossovers. But a sports sedan is a whole lot more exciting than a luxury SUV, and the 522-hp e-tron GT is easily as satisfying as the best V-8-powered Audi four-doors, like the RS7 and RS6, both in terms of performance and driving feel.This time around, we tested the base model, which is hardly plebian. Lining up neatly with the Porsche Taycan’s 4S configuration, the e-tron GT starts at $103,895 and comes standard with front and rear electric motors producing a total of 522 horsepower. It shares its platform, two-speed gearbox, and battery pack with the Porsche, although its low-slung body and more traditional interior are both uniquely Audi.

HIGHS: Pleasing driving demeanor, familiar Audi interior, striking looks.

You can spend an extra $40,000 for the even more powerful RS version of the e-tron GT, which has 637 horsepower and some chassis tweaks. But we probably wouldn’t. Though the RS e-tron GT impressively broke the 3.0-second barrier to 60 mph in our testing, the non-RS is still plenty quick and achieved a 3.6-second result in the same test. A sub-12.0-second quarter-mile run can’t be considered slow in any universe, and the e-tron GT managed 11.9 seconds at a trap speed of 119 mph.

Even better is the way the e-tron GT rewards the driver. The steering is light, accurate, and progressive, and the damping is expertly tuned. It has quite a different driving character than the Taycan, which has heavier steering and a firmer suspension. Many of us preferred the e-tron’s more delicate demeanor and compliant ride, but the Audi’s results in our handling and braking tests did trail the Porsche’s. Wearing less aggressive Pirelli Cinturato tires compared with the Taycan 4S’s Pirelli P Zero rubber, the Audi gripped to the tune of 0.90 g around the skidpad and stopped from 70 mph in 159 feet. Those are perfectly respectable numbers but trail the Taycan’s 1.03 g’s and 147 feet.EPA ratings only show a small difference in estimated range between the e-tron GT RS and non-RS models, as both have the same battery pack. That played out in our testing, where the e-tron GT achieved 240 miles of range, the same result as the RS on our 75-mph real-world highway test. That makes the Audi the rare EV that beats its EPA-estimated range, which is 238 miles for the base car and 232 miles for the RS.

LOWS: Performance trails the Taycan, but it’s priced nearly the same.

While Porsche packs the Taycan’s cockpit full of screens to create a futuristic ambience, the e-tron GT actually has fewer screens assaulting your eyeballs than many of Audi’s non-electric models do. A digital gauge cluster and 10.1-inch touchscreen are familiar from the A6 and A7, but instead of the haptic screen lower down on the dash that controls HVAC functions, the e-tron GT has a simple array of toggle switches and hard buttons. We appreciate Audi’s restraint here, and the only mark of weirdness is the bar-shaped shifter that slides back and forth to activate reverse, neutral, and drive.Otherwise, the e-tron GT is refreshingly single-minded in its pursuit of sports-sedan greatness without overemphasizing its differences from a conventional gas car. It is at least as compelling as the Porsche Taycan with which it shares its platform, powertrain, and electrical architecture. And it had better be, because it’s nearly as expensive, too, which may surprise many buyers who assume that Porsches reside in a higher echelon than Audis. Then again, Audi’s available options are far less numerous than Porsche’s, meaning that our nearly fully loaded e-tron GT with Prestige and Performance packages stickered for $121,690, while the Taycan 4S we previously tested rang in at $143,690 with a longer list of extras.Either way, there’s no denying that e-tron GT is a costly proposition. But it is also one of our favorite EVs to drive—and perhaps one of our favorite sports sedans, period.

Specifications

Specifications
2022 Audi e-tron GT quattroVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $103,895/$121,690Options: Prestige package – includes adaptive cruise control w/lane guidance, Bang & Olufsen premium sound, head-up display, top-view camera, dual pane acoustic side glass, heated rear seats, multi-colored interior ambient lighting, $7200; Performance package – includes dynamic steering, rear-wheel steering, e-torque vectoring plus, HD matrix LED headlights, Black Optic exterior trim, $6000; Full leather interior – also includes 18-way power seats w/massage, ventilated front RS sport seats, heated multifunction steering wheel w/flat bottom, $4000; Suzuka Gray metallic paint, $595
POWERTRAIN
Front Motor: permanent-magnet synchronous ACRear Motor: permanent-magnet synchronous ACCombined Power: 522 hpCombined Torque: 472 lb-ftBattery Pack: liquid-cooled lithium-ion, 83.7 kWhOnboard Charger: 11.0 kWTransmissions, F/R: direct-drive/2-speed automatic
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 14.2-in vented disc/14.1-in vented discTires: Pirelli Cinturato P7 Blue ELECTF: 245/45R-20 103Y Extra Load NF0R: 285/40R-20 108Y Extra Load NF0
DIMENSIONS
Wheelbase: 114.1 inLength: 196.4 inWidth: 77.3 inHeight: 55.6 inPassenger Volume: 91 ft3Trunk Volume, F/R: 2/9 ft3Curb Weight: 5148 lb
C/D TEST RESULTS
60 mph: 3.6 sec100 mph: 8.5 sec1/4-Mile: 11.9 sec @ 119 mph130 mph: 14.4 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 4.0 secTop Gear, 30–50 mph: 1.8 secTop Gear, 50–70 mph: 2.2 secTop Speed (gov): 152 mphBraking, 70–0 mph: 159 ftBraking, 100–0 mph: 326 ftRoadholding, 300-ft Skidpad: 0.90 g
C/D FUEL ECONOMY
75-mph Highway Range: 240 mi
EPA FUEL ECONOMY
Combined/City/Highway: 82/81/83 MPGeRange: 238 mi
C/D TESTING EXPLAINED

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Porsche has long been expert at putting new variants into even the tiniest of niches, a smorgasbord strategy that creates a plethora of possibilities. With the current 911, the range runs from the basic Carrera to the S and the GTS and on to the twin pinnacles of the motorsports-inspired GT3 and the supercar-baiting Turbo S. Throw in cabriolet and Targa variants, and the ability to select either rear- or all-wheel drive and manual or PDK dual-clutch transmissions on much of the range, and you have a bewildering array of choices—and that’s before considering the options list that’s longer and more financially punishing than the German tax code. You could spend days with the online configurator without ever finding the perfect solution.The new Sport Classic, then, could be a perfect shortcut for those who are rich in cash but short on time to make such tricky decisions, or who want to make some otherwise impossible combinations. In essence it is a rear-drive version of the normally all-wheel-drive Turbo, one that also comes with a standard-fit seven-speed manual gearbox in place of the PDK that is mandatory in the Turbo, plus pretty much a full set of ticked option boxes. You’ll notice it also has a ducktail spoiler.
This is because the Sport Classic is one of Porsche’s Heritage Design limited-run models, which take inspiration from different eras of the company’s history. In the Sport Classic’s case, that era is the late ’60s and early ’70s, with the fixed wing clearly referencing the famous ducktail worn by the 1973 911 Carrera RS 2.7. Other retro design touches in the new car include Fuchs-style alloy wheels, checked cloth inserts on the seats and the door panels, and gold badging. The red in the Porsche logos is the more orange shade the company used back when sex was safe and racing was dangerous.

The Sport Classic might look (slightly) like an RS 2.7, but it doesn’t drive like one. That’s unsurprising given that the new car weighs over 60 percent more than its famous predecessor and has two-and-a-half times more power. It’s also because the 2023 Sport Classic’s dynamic character feels close to the 911 Turbo on which it’s based. Power and torque have been reduced slightly due to the limitations of the manual gearbox—the SC’s 543 horsepower and 442 pound-feet representing reductions of 29 horsepower and 111 pound-feet, respectively, but the character of the 3.7-liter flat-six remains intact, with little lag and huge midrange muscle.
The Sport Classic might be the most powerful 992-generation 911 to be offered with a manual gearbox, but beyond novelty, the stick shift really isn’t a significant highlight. There are two reasons for this: The first is that as a product of the regular 911 clan rather than the Motorsport line, the SC uses the seven-speed gearbox, which has less precise shift action than the GT3’s scalpel-sharp six-speeder and the complexity of four planes. The gearbox handles direct shifts between consecutive ratios cleanly and features a rev-matching function to smooth downshifts. But we sometimes found ourselves lost when trying to skip intermediate gears or move across planes, often ending up in fifth when looking for third, or even seventh when aiming for fifth.
The second issue isn’t down to the gearbox, rather the flatness of the engine’s torque delivery, which delivers its peak all the way from 2000 to 6000 rpm. Thus, there really isn’t much difference in urge between any of the higher ratios when traveling quickly. Part of the joy of choosing the right gear comes from the risk of being in the wrong gear, but given the breadth of the Sport Classic’s muscle, that’s not much of a risk. The same muscle also makes this car effortlessly quick. The Sport Classic might be slower than the Turbo, but it is still capable of summoning huge speed in small distances, a point it proved on a derestricted stretch of autobahn near Stuttgart. Clumps of slower-moving traffic in the passing lane slowed the 911 to what felt like a crawl of 75 mph or so, but as soon as these blockages cleared the car projected itself back to twice that or even more without any sense of strain. The Sport Classic feels more relaxed at 150 mph than most cars do at 100.
Off the autobahn, the Sport Classic still felt very Turbo-esque. This car gets most of the 911’s optional dynamic features as standard, including rear-wheel steering, a torque-vectoring differential, the PDCC active anti-roll system, and PCCB carbon-ceramic brakes. The loss of a driven front axle hasn’t dramatically altered its handling demeanor, and there’s no shortage of traction on smooth, dry asphalt, even when launching hard from intersections or when applying big power in tight turns. Yet there was little sense of the chassis waking up under the lateral loadings that can be generated on road at quasi-responsible speeds thanks to this abundance of grip. As in all 911s, the Sport Classic’s cornering line can be easily and instinctively tightened (or widened) through weight transfer using small gas-pedal adjustments, and it can be hustled at huge speeds down a twisting road without undue drama. In that regard, it is as impressive as the car it’s based on, but anyone expecting the adrenaline-spiking thrills that old rear-drive 911 Turbos delivered is not going to find them here.
Neither does this car feel like an obvious successor to the 997-generation Sport Classic that went on sale in 2009, a limited-to-250 special edition based on the contemporary Carrera S and with a slightly enhanced version of that car’s naturally aspirated engine. It might sound heretical to say so, but we came away from our drive in this new Sport Classic thinking that the current GT3’s less powerful naturally aspirated 4.0-liter engine and snappier gearbox would have better suited this car, especially given that it draws its inspiration from the era before the 911 Turbo was born.Sport Classic buyers will encounter another long-established Porsche tradition, that of charging big for a limited-edition model. Although it is slower and less powerful than the 911 Turbo and has half the driven wheels, the Sport Classic carries a sizable premium with an MSRP of $273,750. That represents an upcharge of nearly $100,000 over the standard Turbo coupe and $65,000 over the mighty Turbo S. That is a serious chunk of change by any standard, although one the company obviously reckons is justified by the rarity of a model that will be restricted to 1250 cars across all global markets. Let’s face it, if anyone can sell the concept of paying more to end up with less, it’s Porsche.

Specifications

Specifications
2023 Porsche 911 Sport Classicrear-engine, rear-wheel-drive, 2+2-passenger, 2-door coupe
PRICE
Base: $273,750
ENGINE
twin-turbocharged and intercooled DOHC 24-valve flat-6, aluminum block and heads, direct fuel injectionDisplacement: 229 in3, 3745 cm3Power: 543 hp @ 6750 rpmTorque: 442 lb-ft @ 2000 rpm
TRANSMISSION
7-speed manual
DIMENSIONS
Wheelbase: 96.5 inLength: 178.5 inWidth: 74.8 inHeight: 51.1 inPassenger Volume: 74 ft3Cargo Volume: 5 ft3Curb Weight (C/D est): 3468 lb
PERFORMANCE (C/D EST)
60 mph: 3.7 sec100 mph: 7.2 sec1/4-Mile: 11.3 secTop Speed: 196 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 16/14/19 mpg

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