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    2022 Rivian R1S Has Appeal, Capability, and Lots of Promise

    EV startup Rivian is slowly becoming a reality rather than just a promise. The company says it built 2553 vehicles during the first quarter of this year, and a few thousand customers have already received delivery of their R1T pickups. The first examples of the R1S SUV are now starting to hit the ground as well. We tested the R1T Launch Edition earlier this year and have now driven the R1S SUV in New York’s Catskill Mountains. After our first experience with the pickup, we came away impressed with its blistering acceleration, confident handling, and posh interior. Given the similarities between the R1T and R1S, we weren’t surprised to find that the SUV possesses many of the same qualities.The R1S, though, is missing one of the R1T’s coolest features: the gear tunnel stretching horizontally across the truck between the rear doors and the pickup bed, which not only draws oohs and aahs but provides a remarkably useful amount of space too. That’s because for the SUV, Rivian moved the rear wheels forward to where the gear tunnel is on the pickup, shortening the wheelbase by 14.7 inches. At 200.8 inches long, the R1S is closest in size to many mid-size three-row SUVs, and its proportions remind us of the Jeep Grand Cherokee L’s.
    The R1S comes standard with a seven-passenger setup courtesy of a three-place second-row bench seat and a two-passenger third row. There’s not an overly generous amount of legroom in either row, so don’t think that this is an alternative to a Suburban. But Rivian did do a good job with the seat versatility, as both the second and third rows fold flat and create a useful cargo floor.R1S Horsepower and RangeThe R1S we drove had the only powertrain available initially: a quad-motor setup with a 128.9-kWh battery pack feeding the electric motors, which make 835 total horsepower—same as the R1T. The SUV’s numbers aren’t identical to the truck’s, however, as it has slightly better EPA range (316 miles versus 314 for the T) and a lower towing capacity of 7700 pounds (compared with 11,000 pounds for the pickup). Rivian says that several more powertrain configurations are coming at some point in the future, including both a larger and a smaller battery pack and a less expensive and less powerful dual-motor drivetrain.
    Driving the R1S On-Road and Off-RoadRide quality is firm, and the R1S has a planted feel on the road. The steering is heavily weighted, and body roll is far more subdued than you’d expect from a vehicle this big, tall, and heavy—claimed curb weight for the R1S is 7000 pounds (the R1T we tested tipped the scales at 7173 pounds). There’s a fair amount of squat if you give it the beans, and the rush of torque is enough to shove you back into your seat. We measured the pickup’s sprint to 60 mph at 3.3 seconds and think that the SUV will achieve a similar result.Owing to its shorter wheelbase and better departure angle compared with the pickup, Rivian sees the R1S as the stronger off-roader of the two. The air suspension can be raised to provide up to 15.0 inches of ground clearance, and Rivian claims it can ford water up to 39 inches deep. We bounded over boulders, navigated rutted trails, and crossed a few creeks on an off-road course Rivian had set up, where we found the R1S to be capable and easy to wheel, although the ride quality in these taller suspension settings, predictably, does get noticeably less compliant.

    While we had issues with the large central touchscreen in our first experience with the truck, the R1S’s screen didn’t suffer any missteps during our drive. Rivian says that at least once a month it pushes out over-the-air updates that aim to improve functionality and add features to the vehicles. What these updates can’t change is the fact that the screen controls everything, from the air-vent adjustments to the drive modes and much more. We’d prefer at least a few more physical buttons and knobs, but the interior does look sleek and uses materials that are nice to the touch.
    The Price and the WaitMany of those who’ve placed an order for a Rivian may only have seen the vehicle in pictures online. Fortunately, the sheen doesn’t wear off when you get up close and personal. And we’d certainly hope so, given that pricing starts at $91,075. Although it’s expensive, the R1S is a highly capable, convincingly upscale, and attractively designed electric SUV that’s also quite nice to drive. Rivian is attempting to ramp up production to reach its goal of building 25,000 EVs by the end of the year—although given that the company says it has received 90,000 orders for (both) R1 models, that still leaves a lot of people waiting. If you order one now, Rivian’s website estimates that you won’t get yours until late 2023. (Fortunately, the $1000 deposits are refundable.) Only you can decide if it’s worth the wait, but buyers are not likely to be disappointed when their R1S finally arrives.

    Specifications

    Specifications
    2022 Rivian R1SVehicle Type: front- and rear-motor, all-wheel-drive, 7-passenger, 4-door wagon
    PRICE
    Adventure Grade, $91,075 (includes mandatory options – Quad-motor powertrain, $6000; Large battery, $6000)
    POWERTRAIN
    Front Motors (one per side): permanent-magnet synchronous AC, 415 hp, 413 lb-ft combined Rear Motors (one per side): permanent-magnet synchronous AC, 420 hp, 495 lb-ft combined Total Combined Power: 835 hpTotal Combined Torque: 908 lb-ftBattery Pack: liquid-cooled lithium-ion, 128.9 kWhOnboard Charger: 11.5 kWTransmissions: direct drive
    DIMENSIONS
    Wheelbase: 121.1 inLength: 200.8 inWidth: 81.8 inHeight: 77.3 inPassenger Volume: 147 ft3Cargo Volume: 34 ft3Curb Weight (C/D est): 7000 lb
    PERFORMANCE (C/D EST)
    60 mph: 3.2 sec100 mph: 8.9 sec1/4-Mile: 11.8 secTop Speed: 110 mph
    EPA FUEL ECONOMY
    Combined/City/Highway: 69/73/65 MPGeRange: 316 mi

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    2023 Mercedes-AMG EQE53 Brings More Speed Than Excitement

    The 2023 Mercedes-AMG EQE sedan doesn’t hold the distinction of being the first pure electric model from AMG. That honor goes to the limited-production 2014 SLS Electric Drive sports car, which ultimately set things in motion for Mercedes’s performance arm to eventually offer its first full production EV, the unabashedly futuristic AMG EQS. The brand’s new EQE model essentially is a smaller, more affordable adaptation of that car, one that can be thought of as an electric alternative to the fire-breathing E63 sedan. Offered in a single model, the EQE53, AMG’s latest EV certainly has the goods in the powertrain department: 617 horsepower in standard all-wheel-drive trim and a heady 677 horses when optioned with its Dynamic Plus package. An EPA range estimate has yet to be released, but we expect it should be good for at least 250 miles. And although pricing also hasn’t been confirmed yet, we expect it to cost far less than the $148,495 AMG EQS 4Matic+ and possibly even undercut the $109,550 E63 S sedan.

    Mercedes-AMG

    However, the arrival of the high-performance EQE, which in regular form tops out at 402 horses and is largely characterized by its quiet refinement, raises a thorny question: How well can AMG deliver an exciting driving experience without the added fury of an internal-combustion engine? To try and fill the experiential gap the AMG EQE gains a sound symposer system, which plays a synthesized soundtrack through both internal and external speakers. This system alters volume and pitch in a combustion-like fashion according to accelerator position, although it does not attempt to directly replicate the noises of a conventional engine. Two versions are available; the default Authentic setup is standard, while a more muscular Performance mode is optional.

    Unfortunately, our drive in France revealed that not all EQE53 pilots will find this auditory theater to be thoroughly engaging. While the generated soundscape is interesting enough, conjuring images of dueling Star Wars lightsabers or possibly an Airbus A380 ready for takeoff, the noise was both incongruous and somewhat distracting when trying to tackle a demanding stretch of road. We quickly found it easier to enjoy the EQE53’s enhanced speed and agility with the system switched off. Though not as freakishly quiet as the regular EQE at lower speeds, the 53 is still remarkably hushed when cruising. Acceleration is both huge and instant, the right pedal acting more like a fader switch for longitudinal g-forces than a conventional accelerator.

    Mercedes-AMG

    The EQE53’s output is metered by its selected dynamic mode: up to 308 horsepower in Slippery mode, 493 horses in Comfort, 555 in Sport, and 617 ponies in Sport+. Beyond that a temporary overboost to 677 horsepower is available with the Dynamic Plus package, but only when using the Race Start launch function. But even in the lesser settings this AMG feels brutally fast, if not quite as ballistic as a Tesla Model S Plaid or Porsche Taycan Turbo S—such is the state of the current EV race when the EQE53’s claimed 3.2-second run to 60 mph is merely a midpack figure in its segment.The 53’s chassis does a fine job of handling both its power and considerable tonnage. A big chunk of its mass comes from the low-mounted 90.6-kWh battery pack, and the car’s ground-hugging center of gravity can be felt in its willingness to change direction and a marked lack of body roll. Still, despite good overall balance and huge amounts of grip from Michelin Pilot Sport 4S summer tires, the EQE53’s bulk is obvious in tighter corners. Its steering responds faithfully to inputs and its springs and adaptive dampers remain composed under high loads, but there’s no getting around this being a large and heavy vehicle for navigating twisting mountain roads.

    Mercedes-AMG

    Yet beyond calling up the massive acceleration and tweaking the artificial soundtrack, the EQE53’s different drive settings seem to make less of a difference to the experience than they do in conventional AMG models. Its ride remains pliant regardless of the setting, and although the steering gained some additional heft in Sport and Sport+, the change was minimal. The most obvious dynamic difference came from the stability control’s Sport mode, which gave a noticeable rearward bias to the AWD system’s torque delivery while still intervening to limit excessive slip.Our test car also featured the optional carbon-ceramic brake package, which is reassuringly powerful yet seems a bit unnecessary given the car’s ability to harvest up to 260 kW through its motors under regenerative braking. There are three levels of regen that can be selected via paddles behind the steering wheel, the weakest of which allowing the car to coast when you let off the accelerator while the strongest equates to a one-pedal driving mode. Additionally, the EQE53 can draw energy at up to 170 kW when hooked to a DC fast-charger, which is enough to add a claimed 112 miles in just 15 minutes.

    Mercedes-AMG

    As in the non-AMG EQE models we’ve driven, the rest of the EQE53 experience takes some adjusting to. Some onlookers will find that the exterior design’s combination of cab-forward proportions and curved roofline lacks the classical elegance of the brand’s conventional sedans. And the interior can seem more like a television showroom than the cabin of a luxury sedan, especially with the Hyperscreen option that positions screens across the entire dash. The EQE53 reinforces that AMG can build an impressive EV. But it lacks much of the visceral excitement that comes standard with nearly all of the brand’s conventional products, which illustrates the sensory deprivation challenge that all performance-car manufacturers face as they transition to electrified lineups. There may not be room in that future for loud, involving cars with a few rough edges, but driving the EQE53 did leave us wanting for a bit more grit.

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    Video: Ford F-150 Raptor vs. Ram 1500 TRX Off-Road Comparison

    One of the (numerous) advantages of having a 2021 Ram 1500 TRX in our long-term test fleet is the freedom to jump on any idea we can cook up, no matter how tenuously linked to real work it may be. It’s this reason why our TRX lapped Virginia International Raceway’s Grand Course, and has a sticker to prove it. A few months back, when a Ford F-150 Raptor showed up for testing outfitted with its optional 37-inch tires, we decided to head north with both trucks to an off-road park to explore their similarities and differences. Or maybe it was just to have fun. As we found out, the two concepts aren’t mutually exclusive.

    At the outset, the comparison seemed lopsided due to the F-150 Raptor’s roughly $10,000 lower as-tested price and lack of a V-8 engine. Despite these differences, we found the Raptor and TRX remarkably similar in many areas. Not only are both trucks only available in crew-cab, short-bed configurations, both have independent rear suspensions, driver-adjustable adaptive dampers, laughably loud exhausts, and four-wheel-drive systems with center differentials that allow selectable all-wheel drive. During our test, the only real challenges either truck faced was the narrowness of some trails, not the obstacles in their paths. The dimensions of both trucks proved the biggest challenge, not traction. The Ford may be narrower than the Ram, but at 86.8 inches, it’s still wider than a Hummer H1. The size means both trucks are better suited to open outdoor environments, like open desert. What about the differences? The lighter and smaller Ford felt more toy-like, where the Ram behaved like a ballistic missile, per Connor Hoffman. We also found it fitting that both dinosaur-themed trucks are likely the last of their kind, as future versions will likely incorporate some form of electrification (though Ford has one last hurrah planned with the supercharged V8-powered Raptor R). Watch the video for more detail.

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    2023 Mercedes-AMG C43 Has Less Engine, More Power

    Before anyone assembles an angry mob and breaks out the pitchforks in response to this latest example of engine downsizing—a twin-turbo V-6 displaced by a turbo four in the 2023 Mercedes-AMG C43—know that we have been here before. AMG has been producing four-cylinder engines since 2013, although fitting them transversely to cars like the dinky GLA, CLA, and A-class rather than north-south as in the new C43. Looking further back, Mercedes has even produced a four-cylinder performance derivative of one of the C43’s direct descendants, the stylish 190E sedan, which got 2.3- and 2.5-liter versions fitted with Cosworth-designed 16-valve cylinder heads in the 1980s. But while the 2.5-16 made 195 horsepower, the new C43’s turbocharged 2.0-liter four unleashes 402 horses. So, it must be more than twice as good, right?The new engine effectively replaces the 3.0-liter twin-turbocharged V-6 of the last-generation C43. It has lost cylinders and capacity but not power, using an advanced electrically assisted turbocharger to beat its predecessor’s peak output (although the maximum 369 pound-feet of torque is lower). The turbo, built by Garrett Motion, uses a compact electric motor between the turbine and the compressor that acts directly on the shaft. It can add a claimed 6 kW of assistance and spin at speeds of up to 170,000 rpm. It can also harvest a small amount of energy from gas flow, although only fleetingly. More regen comes from a 48-volt belt-integrated starter-generator that can also add modest levels of assistance at lower speeds.

    Mercedes-AMG

    The turbo’s e-motor allows boost to build even when exhaust gas isn’t flowing, to help reduce response delay. In the C43’s more aggressive dynamic modes, it will also keep the blades spinning when the throttle is lifted. It’s essentially an electric version of the pop-bang anti-lag that makes rally cars sound like a shooting range. As in the brawnier AMG models, the nine-speed automatic gearbox uses a wet clutch rather than a torque converter to improve response. The standard all-wheel-drive system has a permanent torque split of 31:69 front to back, and rear-wheel steering and active dampers are both standard.While the new C43’s engine is more sophisticated than its predecessor, it’s less charismatic. The exhaust note is entirely in keeping with a potent four-cylinder engine, managing some pops and chuckles when the throttle is lifted, although some of that is digitally enhanced through the audio system. But it’s much more muted than previous AMG models, even when being pressed hard, and it fades to imperceptibility at cruising speeds.

    Mercedes-AMG

    The electric turbo makes its contribution almost invisibly. It is possible to hear an enhanced induction whine at lower speeds as the turbo builds boost even when the engine is only turning slowly. Pushed harder, throttle responses are indeed clean and lag-free, with no hint of delay even when lifting off and reapplying the gas rapidly. Yet despite its boosted booster, the new engine isn’t especially keen to rev. The car we drove in France hit its spark-cut limiter shortly before the marked 7000-rpm redline, and it shifted a good 500 rpm shy of that point with the transmission left in Drive. While the autobox swaps cogs smoothly and intelligently, there was a noticeable pause when requesting manual downshifts via the steering-wheel paddles.

    Mercedes-AMG

    That said, the C43 is hugely fast and dynamically secure. The engine’s linear responses and unbreakable traction mean it never felt edgy or loose when pushed hard. AMG’s claim of 4.6 seconds to 60 mph is almost certainly pessimistic, given that we hustled the old V-6 C43 coupe to 60 mph in just 4.1 seconds, and the new car has gained a launch-control system to help it get off the line. While there hasn’t been a significant reduction in overall weight—this C43 is a porky 3900 pounds, according to its maker—the reduced front-end mass of the lighter engine is obvious in tighter corners, where the new car felt keen to turn in. The steering is good, as you would hope from an AMG, with more low-level feedback than in the regular C-class and forceful weighting beyond that as lock is added. Grip levels were impressive, too, with our sample car’s Michelin Pilot Sport 4S tires finding huge adhesion in both dry and wet conditions. Yet despite the rear torque bias, there was little sense of any kind of rear-led handling balance, even in tighter corners—the C43 is one of those cars that sticks and goes. The ride was firm at low speeds, regardless of which drive mode was controlling the adjustable dampers, although our test car was riding on the largest available 20-inch rims. Overall, the C43 felt closer dynamically to the virtues we would expect from an Audi S4 than any of its rortier and more exciting AMG predecessors.

    Mercedes-AMG

    The C43 seems to be leaving plenty of headroom for the brawnier C63 that will follow, using a more powerful version of the 2.0-liter engine in conjunction with a hybrid system. But there is still much to like about this lesser model beyond the fact that it will cost less. Like the regular C-class, it has a well-finished cabin with a high level of standard technology. The MBUX operating system that powers the vast 12.3-inch portrait-oriented central touchscreen is not the most intuitive of user interfaces, and the steering wheel’s need for four spokes plus two round binnacles to accommodate all of its controls is another usability fail, but owners will doubtless quickly acclimate to the most commonly used functions—and there’s now a physical AMG shortcut button to get straight to the dynamic settings. One strange ergonomic decision is the shared shape and mirrored positioning of the combined wiper and turn signal stalk on the left, and the gear selector on the right of the wheel. This is almost certain to cause confusion for anybody used to a more traditional stalk layout. While the C43’s switch to its smaller engine hasn’t come at the cost of performance, it certainly hasn’t added anything to the experience. And it faces off against the larger and more characterful engine in the six-cylinder BMW M340i xDrive. The C43 has more power than the BMW does, but this downsized engine does feel like the answer to a question that hasn’t yet been asked, at least on this side of the Atlantic.

    Specifications

    Specifications
    2023 Mercedes-AMG C43 4MaticVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
    PRICE
    Base: $63,000 (est)
    ENGINE
    Turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 121 in3, 1991 cm3Power: 402 hp @ 6750 rpmTorque: 369 lb-ft @ 5000 rpm
    TRANSMISSION
    9-speed automatic
    DIMENSIONS
    Wheelbase: 112.8 inLength: 188.6 inWidth: 71.8 inHeight: 57.1 inPassenger Volume: 93 ft3Trunk Volume: 12 ft3Curb Weight (C/D est): 3900 lb
    PERFORMANCE (C/D EST)
    60 mph: 4.0 sec100 mph: 9.9 sec1/4-Mile: 12.4 secTop Speed: 155 mph
    EPA FUEL ECONOMY (C/D EST)
    Combined/City/Highway: 22/19/28 mpg

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    First Drive: 2023 Cadillac Lyriq Is a Departure in More Ways than One

    The new Lyriq is arguably the prettiest Cadillac in a long time. From a unique front face that will soon become instantly recognizable to its long, sleek lines and beautiful detailing, it could be seen as the modern counterpoint to the Cadillacs of the ’50s. They were distinctive and widely admired, though with a completely different design language than this Lyriq. It seemed for a time that Cadillac wanted to be like BMW, but not anymore. (One might say that of BMW as well.) The Lyriq sets Cadillac on a different direction.Going back to its traditional positioning might seem odd given that the Lyriq is Cadillac’s first electric vehicle. (We’re not counting the brand’s short-lived plug-in hybrids: the already largely forgotten ELR coupe and CT6 PHEV.) It uses GM’s newly developed Ultium platform, which incorporates the current standard arrangement of a wide and flat battery pack sitting under the passenger compartment. The battery housing is used to enhance the stiffness of the body structure, and its central position contributes to a near 50/50 weight distribution and a lower center of gravity.
    This Ultium system is designed around modules, each containing 24 flat lithium-ion cells measuring 4.3 by 22.8 by 0.4 inches. Depending on the application, the battery can use eight to 24 of these modules, stacked in a single or, as in the GMC Hummer EV, a double layer. The modules contain connections for liquid cooling and employ an encrypted wireless network to communicate with the electrical controller, reduce wiring, and to facilitate post-vehicular use. The Lyriq uses 12 of these 8.5-kWh modules for a total battery capacity of 102.0 usable kWh.Initially, this electricity will energize a single motor rated at 340 horsepower and 325 pound-feet of torque driving the rear wheels of the Lyriq. The EPA estimated range is 312 miles. The first of these cars will be delivered this summer. Early next year, an AWD version will add a second motor to power the front axle and raise output to 500 horsepower. The range of that version will likely be 20–30 fewer miles than the rear-wheel-drive car.Such output falls short of the astounding power and torque offered by some competitors (such as the pricier BMW iX), especially as the Lyriq is a good-size machine. With a length of 196.7 inches and a height of 63.9 inches, it’s three inches longer and about the same amount lower than a current Porsche Cayenne. Those proportions actually make it look about a foot longer than said Porsche.
    The Space InsideThe Lyriq’s and Cayenne’s interior dimensions also line up, with about the same passenger volume and very similar luggage space. But the shape of that interior is quite different. The Lyriq has a wheelbase of 121.8 inches, quite long for its overall length and nearly eight inches longer than the Porsche’s. Coupled with the lower overall height and the five or so inches taken up by the battery pack, that makes for a passenger compartment that is shorter, floor to ceiling, but considerably longer than the Cayenne’s. It feels more like a tall car than the typical crossover.

    This is not necessarily a bad thing, as the Lyriq’s interior is as stylish as its exterior. The driver sits facing a 33.0-inch-wide, curved LED screen that extends more than halfway across the dashboard. The portion directly in front of the driver provides a configurable instrument cluster, while the area to the right takes care of the usual infotainment functions. Thankfully, there are hard buttons for the HVAC controls. And all of the seat-related switches are on the doors. But there’s perhaps too many items relegated to the screen, and some of the menu logic is frustrating. For example, opening the glovebox requires a menu selection and then a side screen swipe before you can see the open touch point.
    The finish inside is elaborate with a combination of open-pore wood, laser-cut metallic overlays, and backlighting. The knobs that control the HVAC vents have Genesis-style knurling. And the designers have also provided plenty of storage, with a blue-leather-lined drawer in the center stack and a large tray under the cantilevered center console, which also contains a storage bin.Sliding behind the wheel, the power-adjustable steering column goes admirably low—more so than that in quite a few cars—but it doesn’t extend quite far enough. Scooching up the seat to bring the wheel closer reveals that the seat cushion is a bit short and not extendable as it is on many vehicles in the premium segment. But the visibility of the instruments and infotainment sections of the big screen are excellent. Back-seat space is copious, but that seat cushion is fairly low and is also short, as it is in front. A lot of your weight ends up concentrated on your rear end. Luggage space is average for a machine of this kind—28 cubic feet behind the second row, 61 cubic feet with that seat folded. Unfortunately, it’s not supplemented by any frunk space.
    Recharging the LyriqThe volume forward of the cabin is reserved for the 19.2-kW onboard charger as well as the second motor for the AWD version. There’s no spare tire under the cargo floor, but the charging cord is stored in a neat little vinyl briefcase. One nice feature is that the cord comes with interchangeable plugs for the wall end. You can plug the Lyriq into the usual 120V/15A household socket, or into a 240V/50A socket, without needing any additional adapter on your wall. And this arrangement makes it possible to potentially get different plugs to match the myriad 240V sockets out there.If all you have is the 120V outlet and you deplete your Lyriq, charging it will take more than three days. But if you have one of the 240V/50A sockets, that will come down to about 12 hours, an easy overnight charge. And if you purchase the optional wall charger and install 240V/100A service to charge at 19.2 kW, you can recharge a flat battery in around six hours. The Lyriq can also use a DC fast-charger, which should fully charge a battery in about an hour or, more usefully, add 76 miles of range in 10 minutes.
    Silent RunnerAfter pressing the start button and moving the short column-mounted shift lever into “D,” the Lyriq moves off smoothly. In the way of most BEVs, the powertrain is immediately responsive and feels effortless in normal driving. The Lyriq is also impressively quiet, with no powertrain noise and precious little wind or road noise.Such silence was one of the design goals of the Lyriq engineering team and was achieved by trying to limit any sources of sound, absorbing what sound was created, and, on versions equipped with the optional AKG 19-speaker audio system, using active noise cancellation to offset what sound does get through. The active noise-cancellation system uses vibration sensors at each suspension corner to determine the frequency of the sounds that will be intruding in the cabin. Dual speakers placed in each front headrest provide the offsetting sound near the passengers’ ears, where it is most effective.

    One-pedal driving is part of the Lyriq experience, and the driver can select low and high regenerative braking modes and also turn the function off. In high mode, the car can provide as much as 0.3 g of deceleration, which is more than enough for most driving situations. In an additional twist, there is a pressure-sensitive paddle on the left side of the steering wheel, with which one can generate regenerative braking, regardless of which mode of one-pedal driving is selected. This also works well, though it could stand a bit more travel to provide smoother operation.The brake pedal is very good at blending the regenerative and the mechanical braking, and it’s reasonably weighted, though devoid of feel. The same goes for the steering, which is accurate enough, but feels dead on-center. The Lyriq does offer drive modes, but even in Sport, only the efforts increase, not the feedback.
    Our examples were equipped with the optional 275/40 Michelin Primacy A/S tires on 22-inch wheels and delivered a comfortable ride on the smooth roads around Park City, Utah, where we had our drive. On one stretch, where the pavement was slightly wrinkled, we definitely felt that through the seat of our pants. It will be interesting to see how the Lyriq rides on pockmarked pavement. The standard fitment will be 20-inch wheels and tires, though Cadillac’s engineers claimed there was little difference in ride comfort between the two options.While we didn’t get a chance to run the Lyriq hard on winding roads, it corners with minimal roll and responds nicely to the helm. The Lyriq has an all-new suspension with five-link geometry in front as well as the rear, along with “frequency-dependent” shocks, which add an additional valving circuit to provide more refined damping control. Those Primacy tires are hardly sporting sneakers, and with a curb weight around 5700 pounds, the Lyriq is not going to be a back-road hero. But within its limits, it performs well. Passing on two-lane roads is not a problem, but as speeds increase, you can feel that there are only 340 horses pushing nearly three tons.
    Pricing and DeliveriesThe first deliveries will commence this summer for the limited-production Lyriq Debut Edition, which was priced at $59,990. Cadillac boss Rory Harvey said that the cars sold out in 10 minutes but did not offer a production figure (internet rumors suggest around 1500 units). The orders for standard 2023 models opened in May and were said to have sold out in four hours. They started at $62,990 with deliveries in the fall. AWD versions cost $2000 more and will appear in the first quarter of 2023. One bonus with all these models is two years of unlimited charging at EVgo stations or a $1500 credit toward the electrical installation of setting up charging at your home. Since the 2023 models are already spoken for, Cadillac has now opened the order book for 2024 models, with deliveries expected to start in spring of 2023. Based on this demand, the combination of electric propulsion; elegant, sophisticated styling; and a comfortable and practical configuration seems to be a natural for Cadillac. Better than trying to ape BMW.

    Specifications

    Specifications
    2023 Cadillac LyriqVehicle Type: mid-motor, rear-wheel-drive, 5-passenger, 4-door wagon
    PRICE
    Base: $62,990
    POWERTRAIN
    Motor: permanent-magnet synchronous AC, 340 hp, 325 lb-ft Battery Pack: liquid-cooled lithium-ion, 102.0 kWhOnboard Charger: 19.2 kWTransmission: direct-drive
    DIMENSIONS
    Wheelbase: 121.8 inLength: 196.7 inWidth: 77.8 inHeight: 63.9 inPassenger Volume: 105 ft3Cargo Volume: 28 ft3Curb Weight (C/D est): 5700 lb
    PERFORMANCE (C/D EST)
    60 mph: 6.1 sec100 mph: 14.4 sec1/4-Mile: 14.6 secTop Speed: 118 mph
    EPA FUEL ECONOMY
    Combined/City/Highway: 89/92/82 MPGeRange: 312 mi

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    2022 Ford Bronco Everglades Is Ready to Get Wet

    Facing a stretch of muddy water about the length of a football field, we felt fearless behind the wheel of the 2022 Ford Bronco Everglades. Not only because it comes factory equipped with an air-intake snorkel and a heavy-duty Warn winch—in addition to the formidable Sasquatch off-road package—but also because Ford brought us in to test the limits of the new special-edition Bronco, and we took that as a challenge to get it stuck or sunk or both.We were unable to sink the Bronco Everglades during our drive on Drummond Island, located off the easternmost tip of Michigan’s Upper Peninsula (maybe if we had driven it directly into Lake Huron . . .). Our handsome Eruption Green example forded the aforementioned waterway with nary a snag or a leak, only the harmless sound of water splashing beneath its washout vinyl flooring. To make the Everglades the most seaworthy Bronco, Ford raised the vent tubes for both axles, the transmission, and the transfer case. Combined with the custom-designed snorkel, this allows the vehicle to drive through up to 36.4 inches of water. That’s 2.9 inches more than the Bronco Sasquatch (0.6-inch less than the towering Bronco Raptor) and 2.8 inches more than a Jeep Wrangler.
    Although an island in the UP sounds like a strange place to launch a new Bronco named after the Everglades National Park in Florida, the area has some advantages over the Southern wetlands. We didn’t have to worry about losing a leg to a crocodile or being suffocated by a Burmese python, and we got to enjoy the island’s robust trail system and rugged terrain. In this Northwoods version of a water park, the Bronco Everglades wrestled with a lot of mud and ruts. Coincidentally, Mud and Ruts—one of seven selectable G.O.A.T. drive modes—automatically activates the rear locker and puts the four-wheel-drive system into 4Hi. Paired with 35-inch Goodyear Wrangler Territory mud-terrain tires (aired down to about 35 psi for optimal traction here), this setting helped the Bronco easily churn through rutted sludge.Our speed on the muddiest, wettest trails stayed mostly in the single digits. Perhaps that type of slow and steady pace influenced Ford’s decision to fit the Bronco Everglades exclusively with the 300-hp turbocharged 2.3-liter four-cylinder—the 330-hp twin-turbo 2.7-liter four-pot is not available here. Likewise, we’re surprised that the 10-speed automatic transmission is also mandatory since Ford recently made ’22 Sasquatch models with the 2.3-liter engine available with the seven-speed manual in response to popular demand.
    Regardless, the Everglades’ powertrain deployed its 325 pound-feet of torque well, especially when we were clawing up and down a particularly rocky section with front and rear lockers and 4Lo engaged. We did have the benefit of a spotter to guide us—good thing, given that the Everglades is missing the front-mounted camera available on other Broncos. Unfortunately, due to the location of its winch, the Everglades doesn’t get that useful view.The lack of front-facing camera stinks, and we hope Ford can find a way to add one, but the standard winch is arguably more important. It could mean the difference between getting unstuck and calling search and rescue when you’re off-roading alone. Granted, there are countless aftermarket options, and Ford Performance sells a Warn winch kit for $3500. This factory-fitted unit has a 100-foot synthetic line and can pull up to 10,000 pounds. We originally wanted to get stuck and try out the winch, but when we arrived at the gnarliest obstacle of the day, we became more interested in conquering this hilly, muddy, rutted section. A well-chosen line and a lot of throttle got us through on the first attempt, but not without dislodging a piece of the rear overfender on the driver’s side. We did get to see the winch save other drivers who weren’t so lucky.
    When it’s not scaling rock walls, winching out of the mud, or swimming, the Bronco Everglades is an enjoyable daily driver like the rest of its kin. Despite a body-on-frame construction and a solid rear axle, the Everglades has a surprisingly civilized ride on pavement. Too bad its bluff shape causes considerable wind noise at highway speeds. It handles better than a Wrangler, though, thanks to a more sophisticated steering system and front-suspension setup. The Bronco we drove felt plenty quick charging down backcountry roads, and its high-rise air intake emitted a satisfying intake sound with the passenger’s-side window down and the throttle uncorked. The snorkel’s other neat trick is the reversible plates that can be easily switched between the front and back, but ours always faced backward. The snorkel and winch are prominently displayed on the Everglades, but other specific elements define its design. All models have four doors and a hard top, but look closely to see squared wheel arches that don’t appear on any other Bronco. It also has 17-inch aluminum rims reminiscent of steel wheels. We think they look cool but wonder why Ford doesn’t offer a beadlock-capable version as on other Sasquatch models. At least the Everglades won’t be confused with any other Bronco—it’s the only one with a distinct topography graphic stamped on its front fenders, though we can’t decide whether it’s cheugy. The Everglades is also the only model available with the new Desert Sand paint color.
    Inside, there aren’t many details that distinguish the wetlands-themed Bronco from its brethren. Every Everglades has comfy seats covered in material that’s marine grade but still manages to look nice. If only we could say the same for whatever wraps the steering wheel (if that’s real leather, something was wrong with the cow). At least the crisply rendered display in the gauge cluster and the massive 12.0-inch touchscreen are pleasant distractions. The Sync 4 infotainment system is as intuitive as it is attractive, with wireless Apple CarPlay working consistently and seamlessly during our drive. The Bronco’s physical switchgear and useful cubbies further contribute to a functional cabin.The 2022 Bronco Everglades starts at $54,545, slotting between the $52,770 Wildtrak four-door and the $70,045 Raptor. Deliveries are set to start this summer. However, there’s a catch: Ford is making the Everglades available only to people with an existing Bronco reservation for the 2022 model year. The company hasn’t confirmed whether it will offer the model again for 2023. Those who can get their hands on one will be empowered to explore deeper water and drive through more difficult obstacles than owners of other Broncos—the Everglades encourages fearless off-roading.

    Specifications

    Specifications
    2022 Ford Bronco EvergladesVehicle Type: front-engine, 4-wheel-drive, 5-passenger, 4-door wagon
    PRICE
    Base Everglades: $54,545
    ENGINE
    Turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 138 in3, 2264 cm3Power: 275 hp @ 5700 rpm w/regular (300 requires premium)Torque: 315 lb-ft @ 3400 rpm w/regular (325 requires premium)
    TRANSMISSION
    10-speed automatic
    DIMENSIONS
    Wheelbase: 116.1 inLength: 198.9 inWidth: 79.4 inHeight: 78.7 inPassenger Volume: 104 ft3Cargo Volume: 36 ft3Curb Weight (C/D est): 5220 lb
    PERFORMANCE (C/D EST)
    60 mph: 7.0 sec1/4-Mile: 15.5 secTop Speed: 100 mph
    EPA FUEL ECONOMY
    Combined/City/Highway: 18/18/17 mpg

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    2022 Jaguar F-Type P450: Late, Great, V-8

    Jaguar is looking for a new job. After a century of building beautiful, internal-combustion-engine cars, it’s pulling a Blues Brothers handbrake turn and is getting into the battery-electric space. Ask Jaguar where it’ll be in three years and its answer, like any good interview candidate’s, is intentionally vague. Jaguar promises an EV lineup in 2025 but is saying little more. When we visited the company’s North American headquarters in Mahwah, New Jersey, though, it wasn’t to see an EV. We came to drive an eight-cylinder F-type coupe and hammer it through the Hudson Valley. For 2022, the F-type lineup goes all V-8. Replacing the previous supercharged V-6 and turbocharged inline-four is a detuned version of Jaguar’s greatest hit of the last decade, the 5.0-liter supercharged V-8 originally built by Ford. In the F-type P450, which now serves as the entry model, the engine puts out 444 horsepower and 428 pound-feet of torque. With that monster engine, plus the limited-slip differential, larger brakes, and 20-inch wheels pulled from the former P380 R Dynamic, the 2022 F-type justifies its $8300 premium over last year’s four-banger base car.
    We’re keenly aware that a C8 Corvette could dust it, and at way less than our car’s $86,850 price as-equipped, but onlookers likely aren’t thinking about test data when you pull up in an F-type. As it has been since it launched for the 2014 model year, the F-type echoes the museum-grade sculpture of its esteemed predecessor, the E-type—one of only nine cars in the Museum of Modern Art’s permanent collection.

    With the manual transmission consigned to history, we’d argue that the P450 is now the driver’s choice, since it pairs the V-8 with rear-wheel drive rather than all-wheel drive as in the 575-hp R. Jaguar hasn’t offered this combo since the 2015 R. Those earlier models were a tail-wagging handful, but this new one felt so neutral through the corners that we had to hop out and double-check for an AWD badge. (There wasn’t one, although it is available on the P450 coupe or convertible for $10,000 as part of the R-Dynamic trim.) This latest rear-wheel-drive F-type has been tuned more for understeer to make owners more comfortable at the moderately high speeds and steering angles they’re likely to endeavor on the road. With its linear torque curve and quick steering, this F-type is less twitchy and demanding and more balanced and secure when being driven quickly.
    Naturally, this car can still puff more smoke clouds than Lil Wayne on a Wednesday, and Jaguar claims a 4.4-second zero-to-60-mph time for the base P450—versus 3.5 seconds for the R. (We matched Jaguar’s claim in our test of the 2021 R coupe.) The F-type has never really been a precision tool on back roads, though there’s more feedback in the steering than with many Audi RS or BMW M cars. The Porsche Cayman remains the gold standard, but it lacks the F-type’s hard-rock soundtrack: a low rumble on the highway, a savage roar when downshifted, and delicious pops on the overrun. The F-type has quieted down some—this one’s not as vociferous as older Rs and SVRs, which were louder than Harleys—and by default the muffler bypass valves stay closed on startup. But the exhaust pops and bangs are still out in force, and they’re not synthetic. When you lift the throttle, sometimes nothing happens, while other times you’ll light off fireworks. The sounds never exactly repeat.
    Our car’s classic British Racing Green sparkled in the sunlight. The leather-lined cabin, which some drivers find cramped, has aged well with its rich materials and the latest digital screens set among toggle switches, rotary climate controls, and the grab handle that divides driver and passenger. At 14 cubic feet, the two-seat coupe’s cargo hold is as spacious as a small sedan’s; the convertible’s storage is half that, making it not so practical.Granted, the V-8’s fuel economy is marginal: 17 mpg city, 24 highway for rear-drive models and 1 mpg worse in the city with all-wheel drive. And you can’t see out the back—when the spoiler rises, it blocks a third of the tiny rear glass, and the Jaguar logo reflects the sun directly into your eyes. But then you discover the subtle details, like how the parking sensors blend into the lower tail without showing any obvious dimples. Experience Jaguar’s classically styled, gas-burning sports car—V-8-powered, as the gods intended—before the brand jumps from the balcony into the pool of would-be Teslas. We don’t know what Jaguar will become, but the F-type is everything it was.

    Specifications

    Specifications
    2022 Jaguar F-Type P450Vehicle Type: front-engine, rear- or all-wheel-drive, 2-passenger, 2-door coupe or convertible
    PRICE
    Base: $71,050; convertible, $74,150; AWD, $81,050; AWD convertible, $84,150
    ENGINE
    supercharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 305 in3, 5000 cm3Power: 444 hp @ 6000 rpmTorque: 428 lb-ft @ 2500 rpm
    TRANSMISSION
    8-speed automatic
    DIMENSIONS
    Wheelbase: 103.2 inLength: 176.0 inWidth: 74.2 inHeight: 51.5–51.6 inPassenger Volume: 51–52 ft3Cargo Volume: 7–14 ft3Curb Weight (C/D est): 3900–4150 lb
    PERFORMANCE (C/D EST)
    60 mph: 4.4 sec100 mph: 9.0 sec1/4-Mile: 12.5 secTop Speed: 177 mph
    EPA FUEL ECONOMY
    Combined/City/Highway: 18–19/16–17/24 mpg

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