Car Reviews

Thomas Haas has a problem: He has too many Porsches. The man in charge of maintaining the collection of the Porsche Museum has a superabundance of riches in his care. There are more than 700 cars in this automotive archive, with around half living in the huge warehouse/workshop in the Stuttgart suburb of Kallenberg that Haas is showing us around. It is an Aladdin’s Cave of riches: race cars, prototypes, concepts, one-offs, plus drivable examples of almost every car Porsche has ever produced. Some models seem obviously over-represented, with one aisle featuring half a dozen 918 Spyders, for instance. “It is hard to say no to anybody who offers you a 918 Spyder,” Haas says, wistfully. “I would not say we have too many. But we certainly have many.”
We’ve come to Germany to celebrate an earlier period of Porsche’s history, however. This year marks the 50th anniversary of the 911 Carrera RS 2.7, one of the company’s most famous models and one that pioneered what would later become the GT and RS road cars produced by the company’s Motorsport division right up to the present day. Porsche offered the chance to drive two immaculate examples as part of a hands-on history lesson involving both the company’s comprehensive archive and the chance to talk to one of the men who worked on the pioneering project.Humble OriginsAlthough it has long been regarded as one of Porsche’s pinnacle products, the RS 2.7 was developed on a shoestring budget. It was also born from failure—specifically, the difficulty that the regular 911 was having being competitive on racetracks. The FIA’s Group 4 regulations offered the chance to create a more aggressive version, but there was little money and no ability to make major changes. The biggest issue for the standard car was aerodynamic lift, the 911’s gently sloping rear creating a low-pressure area that created instability at high speeds. So, in 1972, an aerodynamicist named Hermann Burst who had previously worked on the all-conquering 917 racer car was asked to find a way to improve matters. “The problem was that we weren’t supposed to change the original shape of the 911,” says Burst, now 81 and still happy to talk about his famous project. “So, we were looking for the simplest way to improve both drag and lift.”

The solution arrived at by his tiny team was a cleverly shaped rear spoiler, the famous duck tail. Working in conjunction with a front air dam, it produced rear-end downforce, reduced drag, and—another useful side effect—improved the cooling for the air-cooled flat-six hung behind the rear axle. Germany’s regulators weren’t happy with the idea, fearing any motorcyclists hitting the sharp edge of the spoiler would be badly injured, so Porsche agreed to limit the height of the wing and said production of the roadgoing version would be capped at the 500 units necessary for homologation. (This latter promise was quietly forgotten; 1580 examples of the RS 2.7 were eventually made.) Porsche made some other, less radical changes too. The car got wider rear tires, bodywork made from thinner-gauge sheetmetal, and thinner glass. Sound insulation was removed too. The suspension was upgraded with stiffer springs and thicker anti-roll bars, plus new rear control arms and upgraded crossmembers. Curb weight for the fully decontented Sport version—which did without carpeting, rear seats, a dashboard clock, or even a glove compartment lid—was claimed to be just 2116 pounds.
Engine upgrades were more limited. The enlarged 2.7-liter engine used the same valves and compression ratio as the existing 2.4, but with a bigger bore boosting capacity and increasing power to a peak 207 horsepower. (More sizable power increases arrived with the first 911 Turbo three years later.) The 2.7-liter 911 was one of the quickest sports cars on the planet, with a likely conservative claim of 5.8 seconds from zero to 62 mph (we achieved 5.8 seconds to 60 mph with a lower-powered and heavier 1974 Porsche 911S Carrera) and a 152-mph top speed. Lastly, there was the need to find a name for this range-topping model. The Carrera name had previously been used for range-topping versions of other models, inspired by Porsche’s successes in La Carrera Panamericana in the 1950s. A young Dutch designer called Harm Lagaay—who ultimately became Porsche’s head of design—was given the task of creating a suitable typographical logo for the name, creating the famous silhouetted script that spanned the wheel arches on the side of the car. The RS branding came from Renn Sport, or “racing sport,” an encapsulation of the car’s brief.
Taking the Wheel of a LegendFascinating as the RS 2.7 is on a theoretical level, the practical demonstration of the car’s talents is what’s really special. Persuading anybody to let you have a go in an original RS 2.7 is going to be difficult. Prices of even an average example of the Touring version will run well past $500,000, with the most cossetted and lowest mileage Sport variants getting into seven figures. The museum actually let me drive two from its collection, a yellow Touring and a white Sport. Both are in immaculate condition. Driving older cars usually means experiencing the foibles that time has introduced as well as the ones they were made with. That isn’t the case here—both cars feel as if they have slipped through a five-decade time portal and arrived in factory fresh condition. There are no visible blemishes inside or out, and they drive without any of the knocks or creaks that usually come with age.
The RS feels tiny. The cabin is narrow enough that the lack of electric windows isn’t an issue: I can easily reach across to operate the winder on the passenger side. The floor-mounted pedals feel awkward and are positioned with a sizable offset between brake and gas, one that together with the limited legroom makes it almost impossible to manage smooth heel-and-toe rev matching. The unassisted steering feels low-geared compared to any modern sports car but is beautifully weighted as soon as the car started to move and is rich in feedback. The shifter for the five-speed transmission lacks the resistance and tightly corralled gates of a modern Porsche manual but is finger-light and accurate. Don’t Drive It Too GentlyUpshifting with the deference due a museum piece made the RS initially seem underwhelming. The engine has a nice, metallic harmony at lower revs, but it lacks midrange muscle, and its obvious desire to rev soon persuaded me to push harder. Doing so made it clear that the best is reserved for the very top of the rev range, where acceleration turns keen even by modern-century standards as the central tach’s needle closes in on the 7200-rpm redline.
While the modest grip produced by the 15-inch Pirelli Cinturato tires felt closer to that of a Miata than the Velcro adhesion of a 992-generation 911 Carrera, the RS flags its limits clearly and encourages the driver to try and find them. The steering lightens perceptibly as front-end grip begins to fade, with the rear axle’s attitude easily altered by gently easing the throttle. You’ll be unsurprised that I didn’t try to provoke any of the lift-off oversteer that early 911s were infamous for, but on the smooth, dry roads there was no sense of snappiness.Switching to the RS Touring proved that dynamic differences between the two cars are barely perceptible, but also that I actually preferred the slightly plusher car. While the Sport’s bucket seats gripped aggressively, the Touring’s offered less lateral support, but their greater flexibility allowed a useful increase in legroom. Plus, it has a clock, and who doesn’t want to tell the time? Older cars often feel like a museum piece when viewed through the prism of modern experience—slow and soft and imprecise, even if replete with the cultural associations we love them for. But the 911 Carrera RS 2.7 is a museum piece that has both huge cultural resonance and a compelling driving experience. The various lightweight 911 derivatives that have followed, through GT and RS incarnations, have been faster and grippier. But none has possessed the significance of this early pioneer.

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From the July/August 2022 issue of Car and Driver.40,000-Mile Wrap-UpWould you ever believe that this green—literally, not figuratively—hybrid was the most popular car in our long-term fleet during its 12-month tenure? “No way,” you say. Well, despite that we have a parking lot filled with the likes of a BMW M3, a Porsche 718 Cayman GTS 4.0, a Chevrolet Corvette, and a Ram 1500 TRX, a mini­van—the terminally underappreciated automotive breed that new dads fear and cool moms look down on—was in fact the most popular. Our 40,000-mile test took 350 days. Why was that? Simple: This is one highly evolved minivan.This all-wheel-drive Sienna Limited arrived back in May 2021, and it stickered for $51,885. We might have gone for a lesser trim, but when we saw Cypress green on the options sheet, we knew that was the van for us. Limited is the lowest trim in which the color was available, and while it’s $1960 less than the Platinum, we felt that the Limited had everything we wanted: leather seats, sliding second-row captain’s chairs that shuffle rearward far enough to make Yao Ming smile, more USB outlets than a Delta Sky Club lounge, and a 245-hp hybrid powertrain consisting of a 2.5-liter inline-four, three electric motors, and a small traction battery.When new, the Sienna hit 60 mph in 7.6 seconds and slinked through a quarter-mile in 15.7 seconds at 89 mph. These aren’t numbers that stir one’s loins, but that is just as quick as a previous-generation 2015 Honda Odyssey, so if you’re so evolved that you go from van to van, with or without the need to chauffeur dependents, it’ll feel normal. Also unremarkable are 0.77 g on the skidpad and 194 feet to stop from 70 mph.Instead, this minivan was at the top of everyone’s list because of sexy attributes like ease of ingress, the ability to carry seven people and nine suitcases at the same time, unencumbered visibility, and more storage cubbies than an IKEA display. We’ll pause while you catch your breath and call your local Toyota dealer. The biggest complaint was powertrain noise. Don’t be misled by the 67-decibel cabin din at 70 mph—on paper that’s quite comfortable and below “average office noise,” according to the Hearing Health Foundation. But that was recorded at a steady 70 mph. Frequent acceleration can be soul-crushing. For example, say you’re cruising at 75 mph (where the Sienna sips fuel at 33 mpg), and there’s an 18-wheeler doing 74 in front of you. Put the accelerator to the floorboard, and the drone that accompanies moderate acceleration could force a Gitmo detainee to break a silence. But keep an active watch on traffic with the cruise control on, and there’s no torture.View PhotosThe Limited trim’s second-row thrones have a “super-long-slide feature,” the limits of which are shown at left, not just the “long-slide” of lesser trims. The interior layout drew no complaints.Michael Simari|Car and DriverAfter 40,000 miles, the Sienna lost a bit of the pep in its step, posting a 7.7-second 60-mph time, but that’s still quicker than minivans were 15 years ago. And no van from then could average 29 mpg over 40,000 miles. Our long-term 2018 Honda Odyssey returned 23 mpg. The Sienna betters that by 25 percent. That fuel economy is incredible considering many of us drive as if Ann Arbor hosts daily sprint races. More MinivansIf we factor out all the miles we accumulated on our “winter” tires, we probably would have averaged 32 mpg. But such is the life of a C/D long-term car. We put winter in quotes above because instead of ordering Blizzaks or Hakkapeliittas, we tried a set of Michelin Cross­Climate 2s. This isn’t your typical winter tire in that it’s designed to be used year-round, but it still meets the traction requirements for a Three-Peak Mountain Snowflake designation. We had them on for about 15,000 miles, keeping them well into spring. We estimate they will last 70,000 miles. We didn’t test the car on them in dry conditions, but drivers commented on how well the Sienna behaved on them. The typical winter tire has lots of squirm that a sensitive driver can detect, but not these. If that’s enough for you to eliminate the biannual chore of swapping tires, these tires are a strong option.The Sienna traveled as far west as Washington State, as far south as Georgia, and as far east as Cape Cod and Maine. Staff editor Austin Irwin put a roof-top tent on it and used it as his mobile honeymoon suite. It also moved new (re-)hire Greg Fink from Chicago to Ann Arbor on multiple trips. Through all of those miles, there were the typical hybrid quibbles from an atypical hybrid bunch. But everyone agreed that the Sienna was great at moving people and things alike. Big gusts move the sail-sided Sienna on the highway, but what minivan wouldn’t be affected similarly? Our ownership experience is the kind every automaker hopes for when loaning us a long-termer. There were eight trips to the dealer for routine maintenance at 5000-mile intervals. The first five were covered under ToyotaCare’s umbrella of no-added-cost service, and the remaining three totaled just $500. The one unscheduled stop turned out to be an issue we could have easily fixed had we noticed it: The seal on the driver’s-side sliding door—which, by the way, opens with a kick of the foot under the rocker panel—wasn’t seated properly and would interfere with the power-close function. Combined with the low fuel cost, this Sienna earned about as close to a perfect score as possible.But despite all of this goodness, we did have some legitimate complaints. Parents were frustrated by the rear-seat entertainment screen’s lack of iPhone compatibility. We’d probably forgo spending $1415 on the system and just get a tablet to hang on the seatback. When you spec the second-row screen, To­yota also forces the purchase of an AC inverter ($300) and a rear camera mirror ($200), a necessity because the deployed screen completely obscures rear visibility.Everyone loved the balance of frugality and practicality that the Sienna offers. Bottom line: The good greatly outweighs the bad. This is one fantastic van, and it turns out the rest of the car-buying public agrees, because during 2021 the Sienna became the bestselling minivan on the market. Also in 2021, more buyers flocked to mini­vans, which saw their market share increase to 5 percent from 4 percent in 2020 (not that 2020 is a benchmark for anything). That may seem like peanuts, but maybe society is evolving too. Soon we will no longer think of the mini­van as a penalty box, especially minivans that can save considerable money at the pump over other seven-seaters, the way our Sienna did.View PhotosBury the accelerator and the hybrid powertrain groans, but keep it off the floor and the cabin is a serene place to accumulate miles. We averaged 29 mpg. You can likely do better.Michael Simari|Car and DriverRants and RavesVans get no love, which is sad because they’re so useful. The Sienna is so good: a silent, supple, no-BS van with 30-plus-mpg fuel economy and a great interior. —Tony QuirogaThe powertrain isn’t bothersome when you’re driving gently on flat Michigan roads. But once you get into the hills of Pennsylvania, the engine groans more than my preteen when asked to do her chores. —Dave VanderWerpDropping the rear entertainment screen renders the rearview mirror useless. A digital rearview mirror with a camera feed would be nice. —Eric StaffordIt has one, Stafford. —David BeardI packed this van to the gills for my final move from Chicago, and the extra mass put some sag in the rear end and made the ride quality a bit rougher. Even so, the hybrid powertrain didn’t really seem to struggle with the extra weight. —Greg FinkI still can’t believe how quiet this thing is. Add a head-up display and I’m a buyer. —Tony QuirogaShould we put Quiroga on the spot and tell him that the Platinum trim comes with a HUD? —K.C. ColwellSpecificationsSpecifications
2021 Toyota Sienna Limited AWDVehicle Type: front-engine, front and rear-motor, all-wheel-drive, 7-passenger, 4-door van
PRICE
Base/As Tested: $49,675/$51,885Options: rear-seat entertainment system, $1415; AC power inverter, $300; all-weather floor mats, $220; digital rear-view mirror, $200; temporary spare, $75
POWERTRAIN
DOHC 16-valve Atkinson-cycle 2.5-liter inline-4, 189 hp, 176 lb-ft + 3 permanent-magnet synchronous AC motors, front: 180 hp, 199 lb-ft; rear: 54 hp, 89 lb-ft (combined output, 245 hp); nickel-metal-hydride battery packTransmissions, F/R: continuously variable automatic/direct-drive
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.9-in vented disc/12.5-in vented discTires: Bridgestone Turanza LS100P235/60R-18 102V M+S
DIMENSIONS
Wheelbase: 120.5 inLength: 203.7 inWidth: 78.5 inHeight: 68.5 inPassenger Volume: 162 ft3Cargo Volume: 34 ft3Curb Weight: 4846 lb
C/D TEST RESULTS: NEW
60 mph: 7.6 sec1/4-Mile: 15.7 sec @ 89 mph100 mph: 21.1 sec110 mph: 26.8 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 9.0 secTop Gear, 30–50 mph: 5.0 secTop Gear, 50–70 mph: 5.9 secTop Speed (gov ltd): 116 mphBraking, 70–0 mph: 194 ftRoadholding, 300-ft Skidpad: 0.77 g
C/D TEST RESULTS: 40,000 MILES
60 mph: 7.7 sec1/4-Mile: 15.9 sec @ 89 mph100 mph: 20.9 sec110 mph: 27.5 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 8.2 secTop Gear, 30–50 mph: 4.0 secTop Gear, 50–70 mph: 5.3 secTop Speed (gov ltd): 116 mphBraking, 70–0 mph: 182 ftRoadholding, 300-ft Skidpad: 0.80 g
C/D FUEL ECONOMY
Observed: 29 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 35/35/36 mpg
WARRANTY
3 years/36,000 miles bumper to bumper5 years/60,000 miles powertrain8 years/100,000 miles hybrid system10 years/150,000 miles hybrid battery5 years/unlimited miles corrosion protection2 years/25,000 miles scheduled maintenance
C/D TESTING EXPLAINED30,000-Mile UpdateBy the 15,000-mile mark, the Toyota Sienna quickly became the top pick among our long-term cars for interstate family adventures thanks to its spacious, practical interior and excellent gas mileage. But as the Sienna approached 30,000 miles, it gained fresh competition for road-trip duty when a 2022 Kia Carnival SX Prestige joined the Car and Driver long-term fleet for its own 40,000-mile stress test. The addition of a second minivan exposed some of the Sienna’s flaws, but it also reinforced the Toyota’s positive attributes, and the small annoyances weren’t enough to outweigh the benefits, with the Sienna remaining a much-wanted vehicle. Most of the complaints centered around the Sienna’s dynamism, or rather its lack thereof. While it would be silly to expect a minivan to slingshot to 60 mph or pull major g-forces when carving a canyon road, the Carnival showed that a minivan can avoid the lethargy that our Sienna at times exhibited. While only three-tenths of a second separate the two minivans in the standard 60-mph acceleration test, our 5-to-60-mph rolling start—which better represents real-world driving—revealed a sizable gap, with the Carnival doing the run in 7.6 seconds, 1.4 seconds quicker than the Sienna. Several drivers complained that flooring the gas pedal in the Sienna produced more engine noise than acceleration, with passing maneuvers on two-lane roads requiring planning and calculation. One editor even pined for “the seriously speedy V-6 in the old Sienna.” The Carnival also proved to be a quieter companion, with another commenter complaining that “the Sienna’s engine groans more than my almost-teenager when asked to do her chores.”More on MinivansThe motor wasn’t the only performance trait the Sienna was criticized for. Some staff members took issue with lane wandering on the highway, exacerbated by the ping-ponging of the lane-centering system. And while the Carnival has so far ridden smoothly, the Sienna was also critiqued for its ride, with one editor noting that the van has “more structural shake than even my 80,000-mile Odyssey.”Despite the quibbles with the Sienna’s driving characteristics, the Toyota kept impressing on the fuel-economy front—one of the highest priorities for most minivan shoppers. Our best road-trip range so far has been 571 miles, that on a 36.7-mpg run with 2.5 gallons left over. Over all 30,000 miles, the Sienna has averaged a strong 30 mpg. Meanwhile, in its first 10,000 miles, the Carnival returned just 20 mpg from its 3.5-liter V-6. The Toyota’s standard hybrid setup really pays off at the gas pump.The Sienna’s practicality continued to be key to its popularity as a family hauler. The seats were praised for their comfort, and the sliding second-row captain’s chairs allowed taller passengers to sprawl out on long drives. The capacious cargo hold swallowed everything we tried to carry. Packing the Sienna to the brim also didn’t seem to damper the fuel economy by much—with the Toyota loaded with three adults, a dog, and plenty of luggage, one editor reported still seeing 30 mpg. The Sienna also continued to uphold Toyota’s reputation for reliability. There were scheduled services at 20,000, 25,000, and 30,000 miles, with the first two covered under the ToyotaCare plan—which ends at 25,000 miles. The 30,000-mile visit rang in at $243 and included an oil and filter change, tire rotation, cabin air-filter replacement, and engine air-filter replacement. The rear-entertainment remote control had also started acting up around 20,000 miles and was repaired under warranty with a replacement sensor cover at the 25,000-mile service.We ran into issues when using a rear-mounted bike rack. With the rack in place, the rear automatic braking got confused, slamming the minivan to a halt every time we tried to reverse. The button to turn off that feature was buried in page two of the driver-assistance menu, and it turned itself back on every time the car was restarted, so driving with the bike rack attached meant an extra step before setting off. But minor problems such as this and the Sienna’s lackluster driving characteristics weren’t enough to temper the enthusiasm for the Cypress Green family-hauler, and the minivan continued to rapidly approach its 40,000-mile target.Months in Fleet: 8 months Current Mileage: 30,136 milesAverage Fuel Economy: 30 mpg Fuel Tank Size: 18.0 gal Observed Fuel Range: 540 milesService: $243 Normal Wear: $0 Repair: $0Damage and Destruction: $0 15,000-Mile UpdateIt may be hard to imagine that among a long-term fleet filled with such potent machines as a BMW M3, a Porsche 718 Cayman GTS 4.0, a Chevrolet Corvette, and a Ram TRX, a member of the woefully underappreciated minivan species is one of the most popular. No one on staff ever thinks of the Toyota Sienna when talking shop at the bar, but its popularity and proficiency in moving people and things underscore its versatility as a compelling alternative to an SUV. Now suspend disbelief for another moment and pretend that this “15,000-mile” update came last summer, when the Sienna’s odometer tripped that mark. Between pandemic-related logistic issues, drivers embarking on road trips, and everything else that is daily life, we fell way behind on updating you on life with the Sienna. We’ll call this a belated 15,000-mile update with more to come soon.The Sienna’s honeymoon phase was rainbows and sunshine. After the very un-Toyota-like unscheduled service stop for what turned out to be a loose bit of weather stripping, the Sienna ran without fault. ToyotaCare covers regularly scheduled maintenance for up to 25,000 miles, and by 15,000, we had taken our green van to the dealer three times at 5000-mile intervals. All service up to this point was relatively basic, consisting of oil changes, inspections, and tire rotations. As mentioned, the Sienna went to work during the busy summer months. It headed west—very west—to Washington State and south to the Great Smoky Mountains. It also served as the literal honeymoon machine for associate buyer’s guide editor Austin Irwin, who installed a Roofnest Falcon rooftop tent for the adventure. This is a clamshell design that goes up and comes down with relative ease—once you muscle it atop the roof. While the Falcon model is no longer available, the Falcon 2 is its direct replacement in Roofnest’s line at the same $3595 price as the original. This elevated tent proved to be valuable for Irwin’s outing, making for none of the damp mornings that come from ground-based setups as well as preventing his dog from climbing inside and making a mess. The biggest downside to a rooftop tent, he surmised, is that if you want to leave your campsite in your vehicle, you must fold up the tent, which means packing up sleeping bags and anything else you want handy come nightfall. The Sienna was averaging 32 mpg at this point, and when cruising at 75 mph, it posted an impressive 33 mpg on our highway fuel-economy test. But with the tent folded on the roof, its average fell to the upper 20s (one tank was 25 mpg, another 27). These findings are purely anecdotal, but the fuel-economy hit is worth considering if you’re in the market for such a tent. And if you have one, don’t leave it on your roof when you’re just driving around. In terms of overall efficiency, the Sienna’s is exceptional for a minivan. Our 2018 Honda Odyssey averaged 23 mpg over 40,000 miles, and a 2017 Chrysler Pacifica fared 1 mpg worse than that. The hybrid Sienna’s 32-mpg figure is whopping 39 percent better. Of course, you could instead opt for a plug-in-hybrid Chrysler Pacifica, which would return even better mileage if your daily commuting fell within its 33-mile EPA electric range, though we averaged only 29 MPGe with our 2018 example. For the latest Sienna, everyone seems to love its combination of frugality and practicality, even if most logbook comments mention the hybrid powertrain’s penchant for hitting high, whiny notes when you try to pass someone on the highway. Parents also found the rear-seat entertainment system’s lack of iPhone compatibility to be frustrating—so much so that we’d probably recommend spending less than the $1415 for the factory system and just buying a tablet or two. When you spec the second-row screen, Toyota also mandates an AC inverter ($300) and a rearview camera system ($200), the latter being necessary because when deployed, the fold-down display completely obscures the rearview mirror’s field of view. But the Sienna’s virtues wholly outweigh these demerits. Thus far, it has impressively represented its kind. Months in Fleet: “6” months Current Mileage: “15,000” milesAverage Fuel Economy: 32 mpgFuel Tank Size 18.0 gal Observed Fuel Range: 570 milesService: $0 Normal Wear: $0 Repair: $0Damage and Destruction: $0IntroductionNo one ever thinks minivan is the answer when asked: What car is a group of automotive journalists most likely to jockey for? But it is. Give us a minivan and we are instantly reminded of how much we love a practical machine. Our long-term Toyota Sienna did just that. It has been in all but constant motion since it arrived in late May, taking trips as the family schlepper du jour of the C/D long-term fleet. If you didn’t know, the Sienna is new for 2021, and while it doubled down on grille proportions that border on comical, the important news is the powertrain: All Siennas are hybrids. This move netted the people mover a whopping 15-mpg improvement in the EPA combined metric. Front drivers are now 36-mpg machines, and all-wheel-drive Siennas, such as our long-termer, get a big 35 mpg on the Monroney label. We asked Toyota for a Cypress Green Sienna, a color only available on the top two trim levels. We went with the penultimate Limited. It costs less than $50,000 to start, but once we got the rear-seat entertainment ($1415), an AC power inverter ($300), a rearview mirror that can also display a video feed should your van be loaded to the gunwales ($200), a mini spare tire ($75), and $220 in all-weather floor mats, we ended up with a $51,885 machine. There are eight-passenger versions, but Limiteds have only seven seats, and those second-row captain’s chairs are much more comfortable than the Stow ‘n Go seats in a Chrysler. Unlike all-wheel-drive Siennas of yore, the rear axle is directly driven by a motor. There’s no driveshaft, just like in other all-wheel-drive Toyota/Lexus hybrids. Both front- and all-wheel-drive models produce the same 245 horsepower because the electric power is limited to what the hybrid battery can produce. Initial testing revealed a 7.6-second 60-mph time and a quarter-mile elapsed time of 15.7 seconds. That’s about how it feels. A Honda Odyssey is 1.1 seconds quicker, and the previous V-6-powered Sienna was quicker than the new one as well. At least that swap to hybrid pays off at the pump as we’ve averaged 32 mpg so far. That’s 39 percent better fuel economy than we saw with our long-term 2018 Odyssey. As with most families making an economic decision, we’d gladly take the savings at the pump at a cost of some droning engine sounds at wide open throttle. Those emanate from the hybrid powertrain’s internal-combustion half, an Atkinson-cycle 2.5-liter inline-four. Once moving on the highway and settled into a cruise, the Sienna hums along at a quiet 67 decibels. Right after the van showed up, the passenger sliding door wouldn’t close on its own—a first-world problem, we know—and we took the Sienna to the dealer for a very un-Toyota-like unscheduled service visit to fix it. Turns out we could have easily addressed the problem because the weather stripping had dislodged from its track and was doing a very good impression of a kid’s digit. Since then, we’ve had the Sienna in for two scheduled services. Both were typical—oil, filter, inspections—at 5000-mile intervals. Other than that, the van has been flawless. Some complain about the engine noise while accelerating. The engine droning is very apparent when you get into hilly country. And the van is somewhat lacking in the driver-centric areas such as brake and steering feel. A stiff crosswind does make the Sienna drift, but that’s true of most seven-passenger SUVs. As we mentioned, the Sienna has been in near constant motion since it arrived: Maine, North Carolina, Michigan’s Upper Peninsula. Maybe that is due to an uptick in road trips, or because we haven’t had a van in a while. Either way it’s a staff favorite, and even if it did sit still long enough to gather moss, we’d never know because of its color. Months in Fleet: 5 months Current Mileage: 10,135 milesAverage Fuel Economy: 32 mpg Fuel Tank Size 18.0 gal Observed Fuel Range: 570 milesService: $0 Normal Wear: $0 Repair: $0Damage and Destruction: $0SpecificationsSpecifications
2021 Toyota Sienna Limited AWDVehicle Type: front-engine, front and rear-motor, all-wheel-drive, 7-passenger, 4-door van
PRICE
Base/As Tested: $49,675/$51,885Options: rear-seat entertainment system, $1415; AC power inverter, $300; all-weather floor mats, $220; digital rear-view mirror, $200; temporary spare, $75
POWERTRAIN
DOHC 16-valve Atkinson-cycle 2.5-liter inline-4, 189 hp, 176 lb-ft + 3 permanent-magnet synchronous AC motors, front: 180 hp, 199 lb-ft; rear: 54 hp, 89 lb-ft (combined output, 245 hp); nickel-metal-hydride battery packTransmissions, F/R: continuously variable automatic/direct-drive
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.9-in vented disc/12.5-in vented discTires: Bridgestone Turanza LS100P235/60R-18 102V M+S
DIMENSIONS
Wheelbase: 120.5 inLength: 203.7 inWidth: 78.5 inHeight: 68.5 inPassenger Volume: 162 ft3Cargo Volume: 34 ft3Curb Weight: 4846 lb
C/D TEST RESULTS: NEW
60 mph: 7.6 sec1/4-Mile: 15.7 sec @ 89 mph100 mph: 21.1 sec110 mph: 26.8 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 9.0 secTop Gear, 30–50 mph: 5.0 secTop Gear, 50–70 mph: 5.9 secTop Speed (gov ltd): 116 mphBraking, 70–0 mph: 194 ftRoadholding, 300-ft Skidpad: 0.77 g
C/D TEST RESULTS: 40,000 MILES
60 mph: 7.7 sec1/4-Mile: 15.9 sec @ 89 mph100 mph: 20.9 sec110 mph: 27.5 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 8.2 secTop Gear, 30–50 mph: 4.0 secTop Gear, 50–70 mph: 5.3 secTop Speed (gov ltd): 116 mphBraking, 70–0 mph: 182 ftRoadholding, 300-ft Skidpad: 0.80 g
C/D FUEL ECONOMY
Observed: 29 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 35/35/36 mpg
WARRANTY
3 years/36,000 miles bumper to bumper5 years/60,000 miles powertrain8 years/100,000 miles hybrid system10 years/150,000 miles hybrid battery5 years/unlimited miles corrosion protection2 years/25,000 miles scheduled maintenance
C/D TESTING EXPLAINEDA car-lover’s community for ultimate access & unrivaled experiences. JOIN NOWThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

There’s no shortage of tech startups with ambitious plans to build electric vehicles, with varying degrees of hype and flakiness. Lucid Motors is one of these emerging young brands, and while its first product, the 2022 Air luxury sedan, features its fair share of gadgetry and design dazzle, it’s also an impressive example of what can result when tech dweebs and car nerds collaborate.The Lucid Air made its debut as the limited-production Dream Edition, which has since sold out, and now is in the process of fleshing out the lineup. We sampled the now-top-spec Grand Touring Performance near Lucid’s headquarters in Newark, California, and tested the next-rung-down Grand Touring back home in Michigan. Lower-cost Touring and Pure trims are set to join the lineup by the end of the year, but for now the $140,500 Grand Touring is the most affordable variant. Lucid has since increased the price of the Grand Touring model to $155,650, but only on orders received after June 1, 2022.Impressive RangeFor that six-figure outlay, you get a four-door EV sedan with a luxuriously trimmed cabin, 819 horsepower, all-wheel drive, and an EPA-estimated driving range that’s far and away the most generous among EVs. The special sauce is Lucid’s innovative battery pack (112.0-kWh capacity in the Grand Touring) and its super-aerodynamic design, which allows it to achieve up to an estimated 516 miles per charge when equipped with the standard 19-inch wheels. (The optional 21-inch wheels reduce that to 469 miles.) In our 75-mph highway range test, our Grand Touring test car (on 19s) managed 410 miles—considerably less than the EPA number, but still the best result of any EV we’ve ever tested, and the first to top 400 miles.The $180,500 Grand Touring Performance entices with 1050 horsepower, but even with its slightly larger 118.0-kWh battery pack, its EPA range estimate is lower at 446 miles. Twenty-one-inch wheels wearing summer tires are standard here, which contributes to the reduced range, but the additional power potential from the electric motors is also partially to blame. HIGHS: The EV range champ, a surfeit of power, striking design.Charging is quick in both Grand Touring models, and Lucid estimates that on a DC fast-charging connection, 300 miles can be added to the battery in just 21 minutes. When we did our fast-charging test from 10 to 90 percent charge on an Air Dream, it took 46 minutes at an average rate of 135 kW, the fastest we had ever measured. Home charging is slower, naturally, but the Air can accept the highest rate of Level 2 charging, 19.2 kW, assuming your house is wired to give at that rate, which can add about 75 miles for every hour the car is plugged in.Powerful PerformanceBoth models are powered by a dual electric motor powertrain, and Lucid claims the more powerful Performance version can hit 60 mph in 2.6 seconds. (The slightly more powerful Dream Edition Performance model did exactly that when we tested it earlier this year.) The 819-hp Grand Touring, meanwhile, hit 60 mph in 3.0 seconds flat at our test track. Merely feathering the accelerator pedal moves either Lucid forward without delay, but the Performance is noticeably punchier. A launch-control feature allows the driver to easily unlock the car’s maximum capability for straight-line performance: First select Sprint mode, then simply hold your left foot on the brake and mat the go pedal until the telltale blue-bear logo appears on the gauge display. Release the brake, and the car rockets forward with a whoosh and virtually no wheelspin.Lucid’s Dream, Analyzed with C/D’s Testing:The Air’s road manners are refined and borderline athletic. It’s not as sharp as the Porsche Taycan, and its width makes it feel less nimble than an Audi e-tron GT. The 0.82 g of grip on the 19-inch all-season range tire also falls well short of those cars, whereas the previous Dream Edition we tested on the summer 21s did 0.92 g. But the Grand Touring nonetheless offers a compelling blend of comfort and sport. Three driving modes alter the car’s suspension, steering, and powertrain to a surprising degree. Smooth mode, the Air’s most comfortable setting, sets the dampers to soak up bumps as much as possible and limits the horsepower to help preserve range. Swift and Sprint modes are where things get more interesting, with the latter unlocking the maximum horsepower. The dampers are firmed up in these settings for better handling, and the steering dials in a bit more heft as well as some road feel that’s largely absent in the default Smooth mode.No matter the setting, the Air’s brake pedal feels squishy through the initial bit of travel before firming up as the pads bite at the rotors. Luckily, the Air’s two regenerative braking modes—Standard and High—both are aggressive enough so that drivers can avoid touching the brakes the majority of the time, although some drivers might welcome a less regenerative coast mode. The Air Grand Touring’s 193-foot stop from 70 mph, though, is a disappointing performance, some 30 feet longer than that from the summer-tire-equipped Dream.High StyleThe Air’s design to a large degree is both aesthetically pleasing and thoughtful. The front- and rear-seat passenger compartments are more spacious than expected, and interior materials are both premium and contemporary, with soft nappa-leather upholstery and textile-covered dash panels. Cleverly located storage bins, including one hidden beneath the lower infotainment display screen, provide ample places to stash smaller items, and the Air’s cargo capacity is adequate thanks to a deep well under the car’s hood and a wide-mouthed, if somewhat awkwardly accessed, trunk. LOWS: Broiling under glass, body squeaks and creaks, work-in-progress infotainment software.Missteps are few, but they include a wireless charging pad that could accommodate an iPhone 13 Pro Max only when the phone was inserted caseless and upside down. Similar to the Tesla Model X SUV, the Lucid Air’s windshield runs uninterrupted up and over the roof, creating a wide-open view for everyone inside. This type of vehicular showmanship is sure to impress prospective buyers when they first slide behind the wheel, but the wow factor quickly becomes a sweat-on-the-brow factor when the car sits in the sun. Unfinished InfotainmentTo match the Air’s cutting-edge electric powertrain, Lucid has installed an equally impressive infotainment system, but its software is still a work in progress. The curved 34.0-inch display and onscreen graphics give the interface a high-end look, but the software occasionally lags, and accessing simple features sometimes requires wading through submenus. Lucid assures us that enhancements are on the way via over-the-air updates and says that as many as 17 updates have already been pushed out to customer cars since the Air’s launch. Apple CarPlay and Android Auto are on the list to be added to the infotainment system but haven’t yet been enabled. The unfinished nature of the infotainment software combined with some body creaks and squeaks remind us that this is an early-build car from a brand-new automaker.Still, as a first stab at luxury EV motoring, the Lucid Air is a mighty impressive piece with many traits both car enthusiasts and technology aficionados will appreciate. Lucid, for the most part, has avoided the temptation of stunt engineering and instead focused on creating a groundbreaking electric car with excellence rooted in performance and efficiency. SpecificationsSpecifications
2022 Lucid Air Grand TouringVehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $140,500/$140,500 Options: none
POWERTRAIN
Front Motor: permanent-magnet synchronous AC Rear Motor: permanent-magnet synchronous AC Combined Power: 819 hpCombined Torque: 885 lb-ftBattery Pack: liquid-cooled lithium-ion, 112.0 kWhOnboard Charger: 19.2 kWTransmissions, F/R: direct-drives
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 15.0-in vented disc/14.8-in vented discTires: Pirelli P Zero All Season Elect245/45R-19 102Y M+S LM1
DIMENSIONS
Wheelbase: 116.5 inLength: 195.9 inWidth: 76.2 inHeight: 55.4 inPassenger Volume: 103 ft3Cargo Volume: 32 ft3Curb Weight: 5212 lb
C/D TEST RESULTS
60 mph: 3.0 sec100 mph: 6.0 sec130 mph: 10.3 sec1/4-Mile: 10.7 sec @ 132 mph150 mph: 14.3 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.7 secTop Gear, 30–50 mph: 1.6 secTop Gear, 50–70 mph: 2.1 secTop Speed (gov ltd): 173 mphBraking, 70–0 mph: 193 ftBraking, 100–0 mph: 385 ftRoadholding, 300-ft Skidpad: 0.82 g
C/D FUEL ECONOMY
Observed: 82 MPGe75-mph Highway Range: 410 mi
EPA FUEL ECONOMY
Combined/City/Highway: 131/130/132 MPGeRange: 516 mi
C/D TESTING EXPLAINEDA car-lover’s community for ultimate access & unrivaled experiences. JOIN NOWThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

From the April 1995 issue of Car and Driver.Some fat-cat execs in Detroit may not want you to know about a ball-and-­chain limiting the size of Japanese cars, lest you take pity and buy one of them. But we’ll tell you: an old Japanese tax law penalizing cars wider than 66.5 inches is responsible for the diminutive width of many Japanese assembly lines, and so the width and interior volume of cars from those lines are correspondingly wee. The only U.S. car approaching this narrowness is the Ford Escort. The roomy Nissan Maxima broke the 66.5-inch mold in 1988, principally because it was destined to be sold only in the U.S. The Acura Legend, the Lexus LS400, and the Infiniti Q45 all followed suit. Eventually, even the Toy­ota Camry went wide. But many other Japanese cars are still based on the old 66.5-inch tooling, even after a change in the tax law favored wider cars. The Toyota Avalon now joins the select list of larger Japanese-brand cars. The Kentucky-built Avalon is based on a Camry platform that’s been stretched 2.4 inches, and it contains other Camry front-­drive parts.More About the New 2023 Toyota CrownWhy a bigger Toyota? Toyota says baby-rearing baby boomers need some­thing larger than a Camry or even a Lexus LS400 now that their broods are closer to the lanky teen years. The Avalon looks and feels larger than a Camry. At 107.1 inches, the wheelbase is four inches longer. The rear track has been widened an inch to 60.0 inches (the 61-inch front track carries over from the Camry). The Avalon, however, is just half an inch wider than a Camry, at 70.3 inches.The Avalon has the roomiest interior of any car of Japanese origin—bigger inside than a Lexus or an Infiniti. Yet at $23, 155, the Avalon costs only half as much as those big luxury cars. The Avalon’s rear seat is larger than that of the $1100-less-expensive Nissan Maxima, a class leader in space. Tall guys can cross their legs like Warren Beatty while seated in the back of the Avalon. The only roomier cars are the Saab 9000, the long Chrysler LHs, the big Ford rear-drivers, and the GM full-size sedans. Several of the American-brand cars cost less than the Avalon, too. Of course, crossing your legs in the back of a car may be priority No. 29 on your shop­per’s checklist. But it gives you an idea of the room available. Ken Hanna|Car and DriverHIGHS: The utterly smooth ride and high-quality fit and finish of a Camry. The Avalon’s rear seat is big enough to make you feel smaller, and there is space above rear passengers’ heads even while they’re getting in or out. Knee and foot space is generous; comfort and visibility back there are likewise notable. We were surprised just how much the rear quarter­-windows aid visibility for rear passengers. You can put a third passenger in the center of the rear seats, but the knees of anyone long-legged will hit the front seats. The Avalon comes in two seating configurations—five-passenger or six-pas­senger—and two trim levels. Our five-seat (front-bucket-equipped) XL test car weighed 3271 pounds. Toyota says that’s just 22 pounds more than a similarly equipped Camry LE V-6. A six-seat (front­-bench-equipped) Avalon adds another 22 pounds. These weight differences are not enough to noticeably affect performance. Ken Hanna|Car and DriverThe Camry’s 3.0-liter V-6 powers the Avalon, but it has retuned manifolds that bump horsepower from 188 to 192 and torque from 203 to 210 pound-feet.Our Avalon accelerated better than the last Camry XLE we tested because the bigger car has shorter final-drive gearing. Sur­prisingly, the Avalon’s EPA fuel economy ratings are better than the Camry’s. Toy­ota says that’s because the Avalon is slicker to the wind, even though it sits an inch taller and 0.6 inch wider than a Camry. The Avalon is rated at 20 mpg on the EPA city cycle, while the Camry V-6 returns 18 mpg. We observed 18 mpg in all conditions with the Avalon.The Avalon uses the same electroni­cally controlled four-speed automatic transmission as the Camry, with “normal” and “power” modes, but this feature is not essential for squeezing maximum perfor­mance from the engine: full-throttle shifts occur in both modes at the 6250-rpm red­line. In fourth gear, the engine loafs along at a perfectly relaxed 3000 rpm at 85 mph. LOWS: Bland styling, over-assisted steering. Acceleration is smooth and controlled, with little torque-steer even when the front wheels are turned. But traction feels noticeably inferior to a Camry’s. The weight distribution of the Avalon is iden­tical to that of a similarly equipped Camry, so we’ll say the tire compounds on our test car, plus the Avalon’s shorter final-drive gearing, caused the extra wheelspin. The same problem exists here that we encountered with the V-6–powered Honda Accord: making a great sedan bigger or heavier doesn’t guarantee it will retain all of its great qualities. The Avalon feels more softly sprung than a Camry, and therefore heavier, even though it’s not. In corners, the Avalon generates 0.81 g, which is slightly better than the grip a Camry offers. Ken Hanna|Car and DriverSome elements inside the Avalon lead you to believe it was “parts-shelf” engineered (meaning put together from exist­ing pieces and therefore less expensive to develop). The Lexus-like center console, which is standard on five-seat Avalon models, and the cupholder would be patent infringements if found on any other brand; likewise with the cruise-control switch.We did notice some un-Lexus-like vibrations in the instrument panel on our test car, but only when we drove on wash­board surfaces and over small bumps. VERDICT: Toyota creates a Buick, and it’s a good one. The trunk is usefully big, with nice car­pet lining that discourages messy loads. Liftover is moderately high, and the tail­lights block some of the trunk access. Also, there’s no cargo net, suggesting that even the Avalon’s healthy level of roadholding won’t be fully exploited by the driver. The Avalon family obviously doesn’t ski, since there’s no pass-through from the trunk to the back seat. When Lexus, Toyota’s luxury division, was created in 1988, Toyota said one goal was to lure back committed buyers of smaller Toyotas. These folks had been graduating to European cars and Acuras when they got older and richer. May we suggest that some Toyota fans must have moved into Buicks, too, because the soft-­riding Avalon seems to share ride traits with that GM division’s cars. Translation: the Avalon is not a sporty, exciting sedan, but it’s a great big car. This is the car you recommend to a neighbor who doesn’t much like driving. He’ll never complain about the Avalon, and he won’t be a mov­ing roadblock on the highway, either.Counterpoints”Choosing between that Avalon and a Camry is like choosing between Detroit and Cleveland,” Berg told me before I took it home. Well, he’s half right. In SE trim, the Camry does have a hint of rock ‘n’ roll about it. The Avalon doesn’t have a drop of soul though, not a heart-fluttering line or movement. The lone indication of any possible fun is on the Caprice-like dash. Push the “ECT POWER” switch and the objects outside your window go by slightly faster. It’s another well-executed Toyota—but if the Camry could be desexed, this would be the result. —Martin Padgett Jr.Okay, so it isn’t a breathtaking face, but neither is Meryl Streep’s, and she manages to exude a fair whack of refinement and sophistication. Ditto the Avalon, the Cressida for the coming millennium. This is the Caprice that GM wishes it had built. I remember driving a Lexus ES300 to the Dearborn Hyatt, where the parking valet said to me: “Hey, man, you know this Lexus you’re driving is actually a disguised Toyota?” I want to roll up in the Avalon and tell him, “Hey man, you know this Toyota I’m driving is actually a disguised Lexus?” —John PhillipsHmmm. Toyota launches a full-size vehicle into a domestic-dominated market; it offers higher build quality than its yankee rivals but at a substantial price premium; and the biggest engine you can get is a V-6. It’s like T100 pickup déjà vu all over again. Avalon sales may follow the T100’s lead, too. Its high price and arch-conservative styling pit it against big, old people’s sedans, like the Buick Roadmaster, but inside there’s less hip and shoulder room than in a Chevy Lumina. To me that spells identity crisis—and sales trouble. —Frank MarkusSpecificationsSpecifications
1995 Toyota Avalon XLVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $23,155/$25,689Options: anti-lock brakes, $950; power seats, $780; alloy wheels, $420; sound syst4em upgrade, $240; floor and trunk mats, $144
ENGINE
DOHC 24-valve V-6, aluminum block and heads, Toyota with port fuel injectionDisplacement: 183 in3, 2995 cm3Power (SAE net): 192 hp @ 5200 rpmTorque (SAE net): 210 lb-ft @ 4400 rpm
TRANSMISSION
4-speed automatic with lockup torque converter
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 10.7-in vented disc/11.4-in discTires: Bridgestone Potenza RE92P205/65HR-15
DIMENSIONS
Wheelbase: 107.1 inLength: 190.2 inWidth: 70.3 inHeight: 56.1 inPassenger Volume: 106 ft3Trunk Volume: 15 ft3Curb Weight: 3271 lb
C/D TEST RESULTS
60 mph: 7.5 sec1/4-Mile: 15.7 sec @ 89 mph100 mph: 21.0 sec120 mph: 38.5 secRolling Start, 5–60 mph: 7.7 secTop Gear, 30–50 mph: 3.6 secTop Gear, 50–70 mph: 4.6 secTop Speed (drag ltd): 130 mphBraking, 70–0 mph: 175 ftRoadholding, 300-ft Skidpad: 0.81 g
C/D FUEL ECONOMY
Observed: 18 mpg
EPA FUEL ECONOMY
City/Highway: 20/28 mpg
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

The thing to keep in mind about the 2022 GMC Hummer EV is that this is all intentional. Yes, GM’s first electric pickup is a 1000-hp Hummer that looks one step removed from Monster Jam, and that is a very deliberate strategy to change the conversation around EVs. If you bought a first-generation Nissan Leaf and think the Hummer EV is dumb, well, of course it is! It’s not for you. It’s for people who drive lifted one-ton Duramax duallies and think electric cars have 50 horsepower and are made of kelp. If the Hummer EV attained sentience, the first thing it would do is smash through your fence to ask if you’ve got a spare Monster Energy decal.When you give the Hummer EV full throttle, the ass end squats and the steering goes light as damn-near five tons of truck does its best Cigarette boat impression, prompting involuntary profanity. It seats five, which it would describe as “two-and-a-half Insane Clown Posses.” Along with all else, we’re quite sure this represents the first pairing of 35-inch tires with blue-tinted T-tops. We suspect GM started with a mood board that featured Top Fuel dragsters, double-necked electric guitars, and the cast of Duck Dynasty.HIGHS: Stupidly quick, plenty of range, the definitive riposte to the “EVs are wimpy” crowd.The Hummer EV is an exotic, the same way a McLaren or a Ferrari is, even if our Edition 1 test truck wore a price tag that’s more exotic-adjacent: $118,039. (GM recently raised prices by $6650 on other trims.) Its performance numbers are as silly as the dual spare tires that consumed most of the bed space and made glances in the rearview mirror a fraught exercise—is that the nose gear of a midsize commuter jet that’s landing on my truck? Each one of those wheel-and-tire assemblies weighs 100 pounds, so if you get a flat, be sure to call Hafthor Björnsson for roadside assistance.More on the GMC HummerAlthough the Hummer, at 9640 pounds, is surely the heaviest pickup we’ve ever tested, it’s also one of the quickest, hitting 60 mph in 3.3 seconds and clearing the quarter-mile in 11.9 seconds at 106 mph. That 60-mph time is accomplished using Watts to Freedom (WTF) launch mode, which requires two taps of the stability control button and a confirmation on the steering wheel, after which the truck lowers its suspension and readies its cooling system. Thus the 5-to-60-mph time of 4.9 seconds is more representative of real-world power delivery, where the Hummer doesn’t seem to unleash its full 1000 horsepower and 1200 pound-feet of torque until you’re well on your way—there’s a swell to the acceleration, like a huge internal-combustion engine climbing into the powerband. Drag-strip savants will note that an 11.9-second elapsed time would imply a higher trap speed, and that’s true—at 1008 feet, the Hummer hits its speed limiter. The rest of the run it’s effectively on cruise control.LOWS: Stupidly heavy, plenty expensive, not exactly the pinnacle of GM chassis tuning.Which is probably for the best, because reigning in five tons of GMC might require an assist from a runaway-truck ramp. The mondo EV’s 70-mph stopping distance, 211 feet, is on the long end even for a heavy-duty truck, and stopping from 100 mph requires 504 feet. Testers noted heavy brake fade, so think twice before entering your Hummer EV in our next Lighting Lap event. At least we can say that a significant proportion of the Hummer’s weight is accounted for by its huge, 212.7­-kWh battery, which afforded it 290 miles of range on our 75-mph highway test. As for handling, let’s say it requires some acclimation. The Hummer EV is most wieldy at low speeds, where its countersteering rear end affords it unlikely agility, if not grace. Its 37.1-foot turning circle is a boon in parking lots, once you get used to the rear end of the truck swinging around to help the cause. At speed, though, its four-wheel-steer mode imparts a rhino-on-Rollerblades sensation, like you’re helming one of those fire trucks that has a separate driver for the rear end, and that driver is Bubbles the Chimpanzee after downing a case of Mountain Dew. Fortunately, it’s easy to select two-wheel steer, and that seems to calm things down. But this isn’t like a Porsche with four-wheel steering, where the assistance is transparent. No, you’re definitely aware of the system at work, and so are onlookers, who might notice the Hummer EV casually ripping up asphalt as it makes a tight U-turn. GMC will get around to building more reasonable electric trucks, sure, but for now this is a billboard pointed straight at the Trucks Gone Wild crowd, inviting all of them to get on board with the EV revolution. Or else.SpecificationsSpecifications
2022 GMC Hummer EV Edition 1Vehicle Type: front- and rear-motors, all-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base/As Tested: $110,295/$118,039 Options: two spare tires with bed mounts, $5200; Illumination package (A-pillar off-road lights, mirror projection lights, tailgate step lighting, virtual auxiliary switches with power distribution box, interior LED lighting), $1695; tailgate speaker by Kicker, $849
POWERTRAIN
Front Motor: permanent-magnet synchronous ACRear Motors: permanent-magnet synchronous ACCombined Power: 1000 hpCombined Torque: 1200 lb-ftBattery Pack: liquid-cooled lithium-ion, 212.7 kWhOnboard Charger: 11.5 kWTransmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: control arms/control armsTires: Goodyear Wrangler Territory MTLT305/70R-18 126/123R M+S TPC 2807
DIMENSIONS
Wheelbase: 135.6 inLength: 216.8 inWidth: 86.7 inHeight: 79.1 inPassenger Volume: 128 ft3Cargo Volume: 11 ft3Curb Weight: 9640 lb
C/D TEST RESULTS
60 mph: 3.3 sec100 mph: 8.8 sec1/4-Mile: 11.9 sec @ 106 mphResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 4.9 secTop Gear, 30–50 mph: 1.9 secTop Gear, 50–70 mph: 2.3 secTop Speed (gov ltd): 106 mphBraking, 70–0 mph: 211 ftBraking, 100–0 mph: 504 ftRoadholding, 300-ft Skidpad: 0.73 g
C/D FUEL ECONOMY
75-mph Highway Range: 290 mi
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What’s cuter: the prototype Mini Cooper electric convertible or a basketful of kittens?Yes, of course, the Mini electric convertible. It hasn’t been announced for production yet, but we got an early drive, and we predict that when it is available, it will be the darling of every college sorority. At least the ones with chargers in the parking lot.The car we drove seemed 100 percent production ready, and it should be greenlighted ASAP, especially since there is nothing comparable out there. Mini’s current EV is the Cooper SE Electric, which is based on the two-door Mini Cooper hardtop. The convertible prototype, which was hand-built in Munich, mostly migrates that electric powertrain to the Cooper convertible body and has the same powered fabric top that raises or lowers in about 20 seconds.

Powertrain components are the same, including the electric motor under the hood that pumps out 181 horsepower and 199 pound-feet of torque. Weight wasn’t disclosed, but this vehicle should be marginally heavier than the Cooper SE hardtop. That car weighs 3099 pounds, so figure that the convertible is maybe 100 pounds more. Expect a 60-mph time in the low-six-second range. That weight gain may affect range a little, and the Mini Electric doesn’t have that much to begin with: The Cooper SE hardtop has a 28.9-kWh lithium-ion battery and gets a 114-mile EPA rating. That’s usable if you don’t stray too far from the dorm but marginal for the rest of us.
In the prototype we drove, handling was excellent. The low center of gravity thanks to the battery placement really works for the electric Mini. We also spent some time autocrossing SE hardtops, and they were a blast. In Miami Beach traffic, the convertible was just as much fun, or at least as much fun as we could have.The regenerative brakes feel pretty normal, and steering is quick and precise. There’s really nothing left wanting on this Mini electric convertible, except for what’s wanting on the hardtop—rear-seat room and luggage space. The driver’s ergonomics are fine, and the instruments and controls are logically placed.We suspect that when Mini does build this electric convertible, those who can live with the range, and the price of—we guess—about $38,500, will be most pleased with the little car. It’s just the thing for going rescue a basketful of kittens.

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Specifications
2022 Mercedes-Benz EQS580 4MaticVehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base/As Tested: $126,895/$141,585Options: nappa leather upholstery, $4450; Exclusive trim package (massaging and rapid heating front seats, 4-zone climate control), $3475; augmented reality head-up display, $2000; natural grain dashboard and door trim, $1515; laminated safety glass, $1010; active ambient lighting, $590; air control plus with HEPA filtration, $450; illuminated seat belt buckles, $300; heated steering wheel, $250; 110-volt home charging cord, $250; integrated toll payment system, $200; dashcam, $200
POWERTRAIN
Front Motor: permanent-magnet synchronous ACMid Motor: permanent-magnet synchronous ACCombined Power: 516 hpCombined Torque: 631 lb-ftBattery Pack: liquid-cooled lithium-ion, 107.8 kWhOnboard Charger: 9.6 kWTransmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 15.4-in vented disc/14.9-in vented discTires: Goodyear Eagle F1 Asymmetric 5265/40R-21 105H MO
DIMENSIONS
Wheelbase: 126.4 inLength: 207.3 inWidth: 75.8 inHeight: 59.6 inCargo Volume: 22 ft3Curb Weight: 5806 lb
C/D TEST RESULTS
60 mph: 3.7 sec100 mph: 9.1 sec1/4-Mile: 12.1 sec @ 114 mph130 mph: 16.6 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 3.8 secTop Gear, 30–50 mph: 1.5 secTop Gear, 50–70 mph: 2.1 secTop Speed (gov ltd): 131 mphBraking, 70–0 mph: 177 ftBraking, 100–0 mph: 366 ftRoadholding, 300-ft Skidpad: 0.88 g
C/D FUEL ECONOMY
Observed: 84 MPGe75-mph Highway Range: 350 mi
EPA FUEL ECONOMY
Combined/City/Highway: 95/92/99 MPGeRange: 340 mi
C/D TESTING EXPLAINED More

Lamborghinis live long in a market segment that sees quick turnover of models. When the Huracán was launched in 2014, its most obvious competitors were the Ferrari 458 Italia and the equally fresh McLaren 650S. That Ferrari has been replaced twice since then, first with the 488GTB and later with the F8 Tributo; McLaren moved on to the 720S era in 2017. Despite being in late middle age by junior-supercar standards, the Huracán is still going strong. The Tecnica model covered here isn’t even its final variant, as an additional model rumored to be a based on the safari-spec Sterrato off-road concept is expected to follow next year.But like an aging rocker still selling out stadiums, the Tecnica doesn’t feel off the pace. Lamborghini has updated the Huracán intelligently and consistently throughout its long life, with the list of iterative upgrades including the rear-wheel-drive LP580-2, the Nürburgring-honed Performante, the subtly evolved Evo and Evo Spyder, and finally last year’s scintillating track-focused STO.

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The Tecnica sits below the STO in the lineup. In essence, it is a more road-focused version of the same basic package, doing without the savage aerodynamic addenda but maintaining the core virtues of a naturally aspirated V-10, rear drive, and a combination of fixed-ratio steering and a steerable rear axle. Exact pricing hasn’t been confirmed, but the Tecnica should be relatively cheaper than the $334,695 STO when it reaches the U.S. later this year.

While the engine is the most familiar part of the Tecnica, making the same 631 horsepower it does in the STO, it is also the star of the show. This 5.2-liter V-10 was an experiential highlight even when the Huracán was new, but now that almost every other non-Lamborghini supercar has adopted turbochargers, if not electric motors, its near-instant response, lofty 8500-rpm redline, and unadulterated soundtrack make it truly special. Yes, Audi still offers a closely related V-10 in its R8, but that version feels about as rowdy as a chamber orchestra next to the Huracán’s Wagnerian fury.

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While the upper reaches of the Tecnica’s rev range can seem otherworldly, its sound and feel are exhilarating even at a casual pace. In the car’s gentlest Strada drive mode, the active exhaust stays quiet until about 4500 rpm before quickly finding its voice. Sport and Corsa settings allow into the arrangement some guttural low-frequency harmonics that contrast with the V-10’s top-end wail. Driven gently in its aggressive modes, the Tecnica rumbles like distant thunder and crackles sharply when you suddenly lift off the accelerator. A case can be made for the Tecnica being the best-sounding current production car.It quickly becomes apparent that the Tecnica is much softer in tune than the uncompromised STO, though its chassis settings were still plenty firm over the bumps on the Spanish roads we drove it on. Strada mode felt well suited for normal use, lending a somewhat lazy action to the seven-speed dual-clutch automatic, but countering that is easy enough with a tug of the steering-wheel-mounted shift paddles. Sport mode cranks up the volume and sharpens the transmission’s programming to a degree that feels natural for such an extroverted machine. Corsa is just as loud, but it’s designed for maximum attack on the racetrack, so it keeps the chassis under tighter control.

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As in other Huracáns, the weight of the steering builds as lock is applied, yet it never gives much meaningful resistance at road speeds. And while the Tecnica’s lack of a variable-ratio rack makes for more linear front-end responses, it also means that noticeably more steering lock is required to shepherd it through acutely angled bends. The Bridgestone Potenza summer tires on the car we drove generated massive amounts of grip, and despite the relative lack of driven wheels compared with its all-wheel-drive predecessors, the Tecnica still found impressive traction even in slow, tight turns.Sport mode eases off the stability control’s threshold, allowing for a bit of power oversteer. Lamborghini says the Tecnica’s chassis computers are smarter and act more quickly than the regular Huracán’s, but their intervention still isn’t quite as seamless as Ferrari’s latest driver-flattering systems. However, this Lambo’s cornering line can be influenced more accurately by using weight transfer to adjust the balance of grip between both axles. Our main gripe on the road is the lack of resistance in its brake pedal under gentle pressures, a common Huracán trait, but the standard carbon-ceramic brakes provided steady and unfading deceleration once we pushed through the initial mushiness.

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Lapping the 2.5-mile Circuit Ricardo Tormo in Valencia revealed that the Tecnica is happy to be pushed to (and even beyond) its limits. The car we drove on track sat on the optional Potenza Race tires, which are still street legal despite their name. Although these stickier shoes provided greater grip and endurance for prolonged track work, the Tecnica’s chassis remained almost as friendly as it was on the street. Likely the biggest decision for owners planning to attend track days will be choosing between Sport mode for a more flamboyant comportment and Corsa for quicker and less dramatic laps. While the Huracán STO feels like a track-honed special that merely tolerates being driven on road, the Tecnica reverses that equation. It is huge fun on a circuit but feels more at home in the real world than its motorsports-inspired sibling. Buyers will be able to spec their Tecnica according to how they plan to use it, such as opting for naked carbon-fiber door skins and race seats for a competition vibe or a plusher interior with less aggressive seats for a bit more day-to-day livability. Sadly, as with all Huracáns, the Tecnica remains short of headroom for taller occupants, especially when helmets are involved. But as an elder figure in the supercar universe, the Tecnica is indeed a highlight of the Huracán’s long-lived dynasty.

Specifications

Specifications
2022 Lamborghini Huracán TecnicaVehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE (C/D EST)
Base: $275,000
ENGINE
DOHC 40-valve V-10, aluminum block and heads, port and direct fuel injectionDisplacement: 318 in3, 5204 cm3Power: 631 hp @ 8000 rpmTorque: 417 lb-ft @ 6500 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 103.1 inLength: 179.8 inWidth: 76.1 inHeight: 45.9 inPassenger Volume: 46 ft3Trunk Volume: 1 ft3Curb Weight (C/D est): 3450 lb
PERFORMANCE (C/D EST)
60 mph: 2.8 sec100 mph: 5.8 sec1/4-Mile: 10.6 secTop Speed: 200 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 15/13/18 mpg

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