Car Reviews

Many things in Europe are inferior to what’s in the United States. Showers are generally weak and ineffectual, hotel room air conditioning a cruel hoax, and the size of both restaurant portions and parking spaces often measly. But there are areas where Europeans enjoy clear advantages, including the ability to choose cars such the Volkswagen Golf R wagon.While Europe has many SUVs, it hasn’t given up on station wagons. So, although the Volkswagen T-Roc R offers the same powertrain in a slightly taller package, buyers are also able to select the Golf R in this intriguing longroof form. And isn’t this a more elegant and practical solution than yet another crossover?

Volkswagen

After driving one in the U.K., it’s genuinely hard to think of a better-rounded all-rounder than a 315-hp all-wheel-drive Golf wagon. With an unlimited budget, you might be inclined to nominate the Audi RS6 Avant instead. Alas, most folks don’t have bottomless pockets, and the VW is considerably less than half the price in Europe.From the front end to B-pillars, the Golf R wagon is unsurprisingly similar to its hatchback sibling. Behind that, it gets a longer rear door thanks to a 1.9-inch wheelbase stretch, but it’s at the back that the biggest and most obvious changes have happened. Overall length has increased by a substantial 13.9 inches to 182.8 inches. The wagon’s cargo hold is about 60 percent roomier, which equates to eight more cubic feet of volume with the rear seats in place. Weight has gone up too, with the R Wagon’s roughly 3600-pound curb weight making it about 240 pounds heavier than the hatch.

Volkswagen

The extra mass means the Golf R wagon is slower than the hatchback—which laid down a 3:04.3 time at Lightning Lap—but not to an egregious degree. The 5200 rpm at which the turbocharged engine starts to deliver its full 315 horses is only rarely reached under even rapid road use, whereas the maximum 310 pound-feet of torque will be experienced regularly given that it’s present from just 2100 rpm. The seven-speed DSG transmission shuffles its ratios both speedily and deftly when acceleration is called for, and although it is possible to shift manually using the steering-wheel paddles, there never seemed to be much point in doing so, and the shifters themselves are plastic and feel insubstantial. The rest of the dynamic experience also feels better adapted to highway than byway. The R wagon’s steering is accurate, and the car has a sense of high-speed stability that feels as if it would be well suited to an unrestricted autobahn. Cruising refinement is good, too, with 100 mph seeming no louder than 80 mph should be. Yet although the R’s variable-ratio steering is precise at lower speeds, it offers little natural feedback, with the more aggressive Sport and Race drive modes adding extra resistance without any increase in sensation.

Volkswagen

Chassis settings are pliant to the point of sometimes feeling soft. Our car was equipped with the adaptive dampers, which are an extra-cost option in Europe. They offer no fewer than 15 configurations available in Individual mode, but even in their firmest setting the R still had lots of vertical movement over larger bumps. The wagon has clearly been designed to be driven hard while loaded; it rode noticeably better with four occupants and around 100 pounds of luggage aboard.Like the hatchback, the R wagon has a torque-biasing rear differential intended to sharpen cornering response, and European buyers can even pay extra to add a Drift mode—a compellingly ludicrous option that our car didn’t have. The diff adds its assistance subtly, sending torque to the outside rear wheel to help the car to turn in tighter corners but without ever creating the aggressive, tip-in sensation of the last Ford Focus RS’s active system. It makes for high-speed, low-effort progress. This car is quick and relaxing as opposed to a machine that delivers frequent adrenaline highs.

Volkswagen

As with other versions of the eighth-generation Golf, the interior is slightly underwhelming. We loved the R’s blue plaid cloth seats and the good range of driving position adjustment. We were less keen on both the fussy user interface and the touchscreen, which is hard to operate without inadvertently brushing the touch-sensitive ledge beneath that controls temperature and audio volume. The digitally augmented engine note that is piped into the cabin also seemed to be trying to reproduce a five-cylinder soundtrack, strangely—maybe it’s harking back to the inline-five version of the fourth-generation Golf that Volkswagen once offered (again only in Europe). Although the wheelbase stretch provides a slight increase in legroom for rear seat passengers, it is still tight in back for adult passengers.In a parallel universe, one where the crossover either hadn’t been invented or had been hunted to extinction, the Golf R wagon might work well in the States. Or, indeed, anywhere that people want to combine performance, practicality, and personality. The longroof feels more grown-up than the hatchback and would be easier to live with or to put more stuff into. Its absence is our loss.

Specifications

Specifications
2022 Volkswagen Golf R WagonVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE (UK)
Base: $44,000
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injectionDisplacement: 121 in3, 1984 cm3Power: 315 hp @ 6600 rpmTorque: 310 lb-ft @ 2100 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 105.4 inLength: 182.8 inWidth: 70.4 inHeight: 57.7 inCargo Volume (C/D est): 28 ft3Curb Weight (C/D est): 3600 lb
PERFORMANCE (C/D EST)
60 mph: 4.2 sec100 mph: 10.3 sec1/4-Mile: 12.8 secTop Speed: 155 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 25/23/29 mpg

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Specifications
2022 BMW M4 Competition xDriveVehicle Type: front-engine, rear/all-wheel-drive, 4-passenger, 2-door coupe
PRICE
Base/As Tested: $79,995/$101,995Options: M carbon-ceramic brakes, $8150; M carbon bucket seats, $3800; black leather upholstery, $2550; M Driver’s package, $2500; Executive package (remote engine start, power liftgate, gesture control, head-up display, heated steering wheel), $1800; carbon-fiber trim, $950, M Drive Professional, $900; Parking Assistance package (drive recorder, parking assistance plus), $800; Skyscraper Grey Metallic paint, $550
ENGINE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2993 cm3Power: 503 hp @ 6250 rpmTorque: 479 lb-ft @ 2750 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 15.7-in vented, cross-drilled carbon-ceramic disc/15.0-in vented, cross-drilled carbon-ceramic discTires: Michelin Pilot Sport 4SF: 275/35ZR-19 (100Y) ★R: 295/30ZR-20 (99Y) ★
DIMENSIONS
Wheelbase: 112.5 inLength: 189.1 inWidth: 74.3 inHeight: 54.9 inPassenger Volume: 91 ft3Trunk Volume: 12 ft3Curb Weight: 3904 lb
C/D TEST RESULTS
60 mph: 2.8 sec100 mph: 6.9 sec1/4-Mile: 11.0 sec @ 125 mph130 mph: 12.0 sec150 mph: 17.4 sec170 mph: 26.4 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 4.4 secTop Gear, 30–50 mph: 2.5 secTop Gear, 50–70 mph: 2.8 secTop Speed (mfr’s claim): 180 mphBraking, 70–0 mph: 150 ftBraking, 100–0 mph: 302 ftRoadholding, 300-ft Skidpad: 1.02 g
C/D FUEL ECONOMY
Observed: 22 mpg75-mph Highway Driving: 29 mpg75-mph Highway Range: 450 mi
EPA FUEL ECONOMY
Combined/City/Highway: 18/16/22 mpg
C/D TESTING EXPLAINED More

The fork in the road to the electric-vehicle revolution has purpose-built EVs on the left and converted internal-combustion platforms on the right. Genesis went left with its GV60 crossover hatchback. Now it goes right with the Electrified G80 sedan, a near clone of the 2022 G80 3.5T Sport in its paramount Prestige trim. After testing that gas-powered version earlier this year, we concluded that “the new Sport model adds a worthwhile spark to the G80’s already impressive package.” Sparing you the spark jokes, let’s simply say it’s a fine starting place for an EV.For the electric version, the G80’s M3 platform benefits from additional engineering and lighter-weight materials, including the refashioning of some steel pieces in aluminum or carbon fiber. We’re told the measures lopped 11 percent off its curb weight, which comes in at 5038 pounds, according to Genesis. And chassis stiffness went up by 17 percent. Lighter and stiffer are welcome words here, as Genesis claims the Electrified G80 is still nearly 600 pounds heavier than the all-wheel-drive gas version.

The G80’s heart transplant encompasses the fitment of power electronics in the place of the twin-turbo 3.5-liter V-6 and an 87.2-kWh battery under the floor. Available exclusively in a dual-motor all-wheel-drive configuration, the electric G80 has a combined output that measures 365 horsepower and 516 pound-feet of torque—an upgrade compared to the 3.5T Sport model’s 375 horses and 391 pound-feet, but it’s a wash on the road. The company quotes the sprint to 60 mph at 4.9 seconds, which is just 0.2 second behind what we recorded for the combustion variant. Hooked to a 350-kW DC fast-charger, the battery needs a claimed 22 minutes to charge from 10 to 80 percent. Plugged into a Level 2 outlet, Genesis says, empty to full takes a little over seven hours. According to Genesis, the range is 282 miles. While the electric model’s roof sits a scant 0.2 inch higher, its real identifiers are a solid crest grille embossed with diagonal lines, a lack of tailpipes, and 19-inch turbine-style wheels. There’s also an exclusive color, Matira Blue, named for the coruscant turquoise waters of Bora Bora’s Matira Beach. Down in front, the diagonal grille pattern camouflages the charge port door.
Changes to interior dimensions are more pronounced. The raised floor needed to accommodate the low-slung battery reduces headroom by 0.8 inch in front and 1.5 inches in back. Genesis says the headroom constraints, as well as the bugbear of placing weight up high, is why the United States won’t get the solar panoramic roof that will be offered in other markets. The G80’s windswept silhouette means back-seat passengers over six feet tall will likely find their noggins meeting the headliner. Rear legroom also takes a hit, shrinking by 2.8 inches, and trunk space drops two cubic feet to 11 cubes.Nothing’s lost in the luxury department, though, as the G80’s cabin remains a swell place to hum the day away. Sustainability directives show themselves in the microsuede headliner composed of recycled plastics and an under-carpet lining fashioned from nylon scraps. Seating surfaces retain their bovine provenance, but the nappa leather gets a more environmentally friendly treatment via pine-tree bark and buckwheat used in the dyeing process. Along with black and brown interiors, a two-tone Glacier White and dark green cabin will be exclusive to the Electrified G80. That latter décor also gets forged-wood trim, wherein discarded birch from furniture making gets compressed in resin to create a marbled veneer.
With the climate control set and a moderate level of regenerative braking dialed in, we worked off 164 miles of indicated range to cover 177 road miles. Ride quality is generally good over all but the worst stretches of pavement. Thanks to camera-guided adaptive dampers and active noise cancellation, in conjunction with ample sound deadening, the Electrified G80 puts up a fine filter to separate occupants from kerfuffle outside. At around 80 mph, though, noise from the motors can whir its way into the cabin. Accelerator and brake pedal calibrations feel less sensitive on tip-in here than in the regular G80. Along with well-controlled body motions and standard rear-wheel steering, the electric G80 is one of the sharper tools in the executive shed for exploring serpentine, tree-lined back roads. Although the all-wheel-drive system’s 50-50 front-to-rear torque split is always hooked up when driving aggressively, this sedan reverts to rear-drive during steady-state motoring in order to increase its efficiency.
The Electrified G80 hits the market later this year, with the U.S. getting a single, fully loaded trim level. Pricing has yet to be announced, but we expect an additional premium over the $71,595 it costs for a similarly equipped G80 3.5T model. Like the GV60 SUV, sales will initially be limited to California, Connecticut, New Jersey, and New York. Even with that constraint, not every Genesis dealer will get the chance to showcase the Electrified G80. Interested shoppers are advised to go through Genesis’s concierge program, as the brand wants buyers paired with retailers outfitted with plenty of chargers and dedicated EV service bays. With the Electrified GV70 SUV due before the end of the year, Genesis said it’s rapidly working to expand its EV presence to all the 49 states where it sells cars.As for the name, Electrified G80, it’s a bit of a placeholder. The brand plans to be all-electric come 2030, at which point such descriptors won’t be necessary. “Electrified” has been penciled in for now, but that could change once Genesis has a better understanding of the car’s prospective buyers. For now, we’ll call the electric G80 a convincing option for those who’ve come to the fork in the electric road.

Specifications

Specifications
2023 Genesis Electrified G80Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE (C/D EST)
$75,000
POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 182 hp, 258 lb-ft Rear Motor: permanent-magnet synchronous AC, 182 hp, 258 lb-ft Combined Power: 365 hpCombined Torque: 516 lb-ftBattery Pack: liquid-cooled lithium-ion, 87.2 kWhOnboard Charger: 10.9 kWTransmissions, F/R: direct-drive

DIMENSIONS
Wheelbase: 118.5 inLength: 197.0 inWidth: 75.8 inHeight: 57.9 inPassenger Volume: 100 ft3Trunk Volume: 11 ft3Curb Weight (C/D est): 5050 lb
PERFORMANCE (C/D EST)
60 mph: 4.9 sec100 mph: 10.6 sec1/4-Mile: 13.5 secTop Speed: 150 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 95/100/85 MPGeRange: 280 mi

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Pacific Northwest loggers run the mountain roads with flat-footed confidence, even in the rain, and because it’s almost always raining, they’ve had lots of practice. It was raining during our test drive of the 2023 Honda HR-V, and the 18-wheeler in the rearview mirror came up behind us like it was auditioning for a remake of Duel. To avoid becoming a Peterbilt hood emblem, we put the pedal down. Floored, the HR-V made more noise, but, in disappointing CVT-equipped fashion, did not go noticeably faster. Just as we were preparing to be absorbed into a truck grille, the straight uphill road took a right, then a left, and then a fun series of sweeping curves. The truck slowed down, and the HR-V swept through at full speed. It was the first of several pleasant surprises from the redesigned small Honda. The HR-V is not a car with a reputation for fun surprises. Since its introduction in 2016, it has been a sensible and uninspiring choice of transportation, a vehicle meant to solve the basic problem of transportation with a little extra space. The redesigned HR-V is hoping to shed its reputation for dull driving while holding on to its promise of value and practicality. To do so, Honda moved it from the tiny and now departed Fit platform to the larger Civic underpinnings while giving it a tad more horsepower and a lot more personality. The new model is nearly 10 inches longer and three inches wider than the first-generation HR-V, with less stubby proportions and a growly front fascia—yes, you’re so tough, little SUV.
The exterior rework brings wide LED lights in front and rear, dramatically framed inlets and patterned grilles in the nose, an angled hatch, and a clean roofline, thanks to roof panels that are laser brazed, which leaves a smooth finish. It won’t go down in the annuls of groundbreaking automotive design, but we found it sort of endearing, like an angry hamster. Inside, things are more appealing and less raging rodent. The seating position is lower and more carlike than in the outgoing model, which sat the driver high and upright. The seats are patterned fabric in the LX and Sport trim and leather in the top EX-L, offering a pop of texture across all levels. The pillowy dash echoes the Civic with an unbroken line of honeycomb mesh across all the vents. The steering wheel is thickly padded. The car is more cohesive and stylish than the previous generation, with a good mix of physical buttons and digital displays. The center console is a work of ergonomic art, with a tall shifter, deep cupholders placed forward and out of the way, and several places to store or charge a phone, including a pass-through that gives the passenger access to their own phone storage and USB charging. The EX-L trim we drove also offered wireless charging in the front tray. While upper touch points are squishy soft, the plastic lower on the door panels has a wavy corrugation. It hides scuffs, adds rigidity to the large door pockets, and is both a clever and an attractive solution to an area of the car that gets a lot of rough handling—or, more accurately, footing.

If you’re still hung up on the lower seating position—a higher viewpoint is one reason people have moved to SUVs—we assure you that visibility in the new HR-V is vastly improved. The beltlines of door and hood are lower, the A-pillars are thinner, and the driving position is more comfortable while offering a better view. Honda says the front seats were redesigned with more internal structure to offer support and a better posture, and after a full day of outrunning trucks and chasing waterfalls in blatant defiance of TLC’s advice, we agree that whatever is happening inside the seat cushions makes a positive difference. The new seat is not only soft and supportive but also highly adjustable. Between that and the good sightlines, we’d put the new HR-V high on a list of recommended cars for folks of smaller stature. Tall drivers will still fit fine behind the wheel, and the rear seats lean back and offer more padding than the outgoing model’s. So even though this utility vehicle is small, the passengers don’t need to be. If it’s stuff you’re carrying, you may be saddened to hear that the “magic seat,” which offered the option of flipping up the rear seat bottom for more hauling space, is a casualty of the new chassis design. Unless you’re regularly taking your fiddle-leaf fig for a drive, we’d say it’s a fair trade for the much more comfortable back seat and the excellent handling characteristics of the Civic architecture. General cargo space is slightly decreased behind the rear seats, but they still fold flat, so you can carry plenty of shorter plants, a bicycle, or all your dirty laundry on your way to your parents’ place for spring break.
Features and pricing are simplified from 2022. There are three trims, each standard as front-wheel drive, with all-wheel drive a $1500 option. The base LX starts at $24,895, while the top trim EX-L requires $28,695. The engine and transmission are unchanged by trim choice, and all of Honda’s safety-related driver aids come standard on all models. The EX-L gets the eight-way adjustable leather seats, a sunroof, dual-zone climate control, and a 9.0-inch touchscreen infotainment interface, among other audio and tech upgrades. We liked the Sport trim’s black accents, orange interior stitching, and lower $26,895 price. The HR-V powertrain remains unsatisfying. It’s an improvement over the last one, but by so little, they shouldn’t have bothered. The previous 1.8-liter four-cylinder made 141 horsepower, got an EPA-rated 28 mpg combined, and was loud and lethargic. The new model’s 2.0-liter engine, also borrowed from the Civic, makes 158 horsepower, gets the same combined EPA fuel economy, and it is still loud and lethargic. Honda made some attempt to quiet it down with a polished crankshaft and a low-friction cam drive, but it still howls and shivers when you floor it. The CVT behind it plays make-believe as a gearbox, promising faux downshifts and stepped acceleration to distract from the hardworking four-banger, but straight-line acceleration is all bark and barely a nibble. We expect it to be a few tenths quicker. Since the Civic comes with both a turbo and a hybrid option, perhaps we’ll see alternate powerplants make their way into the HR-V.
Where we do expect to see dramatic improvement is in handling and stopping numbers. Like many small SUVs, the previous HR-V offered all the driving pleasure of a Home Depot lumber cart. The new HR-V may not be superquick, but it’s light and cheery on the road, feeling connected while still cushioning choppy pavement. This is thanks to the Civic’s multilink rear suspension, which replaces the torsion-beam setup of the previous generation. The body also uses more adhesive for increased rigidity. Aluminum components reduce weight front and rear, and the front suspension rides smoothly on a low-friction damper mount. The steering, too, is vastly better than the previous car’s and feels light but not flimsy. We got behind the wheel of the HR-V expecting a dutiful but joyless driving experience. What we found was a charming small machine that could use a bit more push (to keep from being pushed by fast-moving tractor-trailers) but made a willing and encouraging road-trip companion. Big windows, easy-to-read displays, an attractive and comfortable interior, and a pliable chassis are the HR-V’s defining characteristics. This is still a vehicle designed to solve the basic problem of transportation, but it now fulfills that mission with lively enthusiasm, if not outright speed.

Specifications

Specifications
2023 Honda HR-VVehicle Type: front-engine, front- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: LX, $24,895; Sport, $26,895; EX-L, $28,695
ENGINE
DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1996 cm3Power: 158 hp @ 6500 rpmTorque: 138 lb-ft @ 4200 rpm
TRANSMISSION
continuously variable automatic
DIMENSIONS
Wheelbase: 104.5 inLength: 179.8 inWidth: 72.4 inHeight: 63.4–63.8 inPassenger Volume: 98–99 ft3Cargo Volume: 24 ft3Curb Weight (C/D est): 3150–3350 lb
PERFORMANCE (C/D EST)
60 mph: 8.3–9.0 sec1/4-Mile: 16.4–17.0 secTop Speed: 115 mph
EPA FUEL ECONOMY
Combined/City/Highway: 25–26/30–32/27–28 mpg

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Well, this escalated quickly. Rewind just two years ago and the Jeep Wrangler ruled the off-road scene, with the Ford Bronco merely an object of endless anticipation. A year later, the Wrangler finally had some real competition in the form of the Bronco and its six varying levels of have-it-your-way off-road badassery. The Wildtrak had a short reign as the ultimate Bronco, and now Ford’s finally building the 2022 Ford Bronco Raptor. Ford first applied the Raptor treatment to the F-150 pickup in 2009, when it found that there’s a surprisingly huge appetite for wide-body, pre-runner-style pickups—as it turns out, suspension can be glamorous. Now it’s applied Raptor-grade high-speed desert capability and frame-scraping rock-crawling talents to a vehicle whose roof and doors are removable, to which we say: Take our money.
Starting at $70,095, the four-door-only Bronco Raptor doesn’t come cheap. But Ford didn’t just throw parts at the existing Sasquatch package and call it good. The Blue Oval started from the ground up, literally. To create the Raptor, Ford began with massive 37-inch BFGoodrich All-Terrain K02 tires, rollers large enough to serve as flotation devices. Nearly every suspension component has been fortified relative to lesser Broncos, including the beefy electronically controlled Fox Live Valve 3.1 dampers with three settings of adjustability. The rear units are unique to the Bronco, with external reservoirs offset from the damper body to ensure clearance as the wheels travel through their vertical motion. The upper control arms feature an odd U shape to avoid contact with the body mount when they compress. The result is a lengthy 13.0 inches of wheel travel up front and 14.0 inches in the rear—respectively 4.3 inches and 3.6 inches more than the Sasquatch has. To fit the Fox stilts underneath, the Raptor requires taller upper damper mounts. Because of the twisting forces that elevated mounting locations create, the front of the frame has been internally reinforced to cope with the loads. An additional crossmember in the front and a carbon “bow tie” brace at the back of the roll cage increase body rigidity by a claimed 50 percent. And because the spare tire weighs north of 100 pounds and Raptors are built to take flight, the spare-tire carrier has been strengthened.

Even from the opposite side of a dry lake, there’s no mistaking the Bronco Raptor’s girth. The axles are not only stronger but as wide as Devil’s Gulch. The insanely large fender flares are grotesque out of necessity to facilitate the 73.2- and 73.6-inch front and rear track widths—over six inches wider than a Sasquatch. If only Ford had incorporated some of the design elements from the Bronco DR race buggy, with its integrated fenders, we’d be keener on its curb appeal.Our drive took us to Johnson Valley in Southern California’s sweltering desert, home of the brutal King of Hammers off-road race and the location where Ford did most of the Bronco Raptor development. This playground of dry lake beds and rutted two-tracks is prime real estate for exploiting the twin-turbocharged 3.0-liter V-6’s 418 horsepower and 440 lb-ft of twist. For proper high-speed desert pounding, use the G.O.A.T. dial in the center console to summon Baja mode in the new 12.0-inch digital instrument cluster. There’s a new R button on the steering wheeling to quickly access the personalized mode—which we configured with the dampers ready for attack and the adjustable exhaust at its loudest—though you can also pick from the four preset configurations (Quiet, Normal, and Sport, in addition to Baja).
Running fast across rough terrain, we keep reflexively wincing at impending impacts—here comes a ditch!—only to find that the Fox dampers shrug off hits that might crush the bump stops on other production four-by-fours. Any Jeep Wrangler, no matter the trim, would certainly eject its occupants to the moon at this pace. With Baja mode activated, the twin-turbo V-6 engages the turbochargers’ anti-lag function, and there’s negligible delay in the power delivery during the quick on/off throttle sequences common to desert running. And torque interruption is nil when you use the paddle shifters to call up manual gear swaps from the 10-speed automatic. But King of the Hammers isn’t all high-speed work, which is why it’s so challenging—rock-crawling and wide-open ripping are opposing disciplines with distinct demands. The winding trails leading to the peaks surrounding Johnson Valley are littered with boulders, where most of the YouTube-worthy epic fails happen. But with the big 37s and jacked-up suspension, the Bronco Raptor has 13.1 inches of ground clearance, 1.6 inches more than a Sasquatch. A layer of armor protects the vitals, and even the fancy muffler has welded loops to guard its shell. Unsurprisingly, the approach, break-over, and departure angles all exceed those of the Sasquatch or even a Jeep Wrangler equipped with the Extreme Recon package.
With 4.70:1 gears housed in the Dana axles and a crawl ratio of 67.9:1, there’s abundant low-end shove to get the Raptor up and over the boulders littering the trail. The Bronco makes quick work of the Valley’s intense rock shelves, obstacles that would likely incur body damage on most any other production vehicle. Ford makes boulder bashing easy by including Rock Crawl mode, which puts the two-speed transfer case in low range, locks the rear differential, and disconnects the front anti-roll bar. The front axle can also be locked with the push of a button. If the Raptor-specific headlights are pointing to the sky and the terrain ahead remains unknown, the front camera’s feed is crisply rendered in the 12.0-inch infotainment screen, acting as a digital spotter. And before you go smashing the running boards to hell, know that they can detach from the rock sliders that protect the rocker panels. For those who want to get really nuts, the outer edges of the burly front bumper can be removed.But there’s more to the Raptor than just off-road talents—getting to that choice trail will likely require traversing some pavement. Our on-road drive consisted of serpentine roads that bisect the Santa Rosa Mountains, a scenic yet comical location for hustling an 85.7-inch-wide brick that weighs an estimated 5800 pounds. But on the road, the Bronco Raptor is a perfectly livable machine. Drive it hard into a corner—the calipers grab the upsized rotors, the nose dives, and the tail end wants to take the lead, yet it’s a perfectly coordinated exercise. There’s expected wind noise from the removable top, but that’s the case with all Broncos (and, for that matter, Wranglers). As is the case with the F-150 Raptor, ride quality is excellent for a rig so focused on spending its life in the dirt.
As expected, the fuel economy is abysmal, with an EPA rating of 15 mpg combined (15 city/16 highway). For those looking for single-digit numbers, the Bronco Raptor is equipped with a Tow/Haul mode and rated to tow 4500 pounds. While lesser Broncos have their muffler cozied up by the rear bumper, the Raptor’s has been repositioned in front of the rear axle. The move allowed Ford to install more bracing for the tow hitch, resulting in a 1000-pound towing advantage. So yes, the ultimate Bronco is predictably hyperbolic. Except under the hood, where that 3.0-liter V-6 feels like the only place where Ford pulled a punch—what, the F-150 Raptor’s 3.5-liter wouldn’t fit? But just as the Wildtrak wasn’t the final word on Bronco performance, we suspect that the Raptor might not be either. With the F-150 Raptor R on the horizon and Jeep selling a 470-hp Wrangler, it stands to reason the Bronco has room for at least one more upgrade. In the meantime, the Bronco Raptor holds the title as the baddest Bronco ever built.

Specifications

Specifications
2022 Ford Bronco RaptorVehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $70,095
ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, iron and aluminum block and aluminum heads, direct fuel injectionDisplacement: 180 in3, 2956 cm3Power: 418 hp @ 5750 rpmTorque: 440 lb-ft @ 2750 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 116.5 inLength: 191.0 inWidth: 85.7 inHeight: 77.8 inPassenger Volume: 104 ft3Cargo Volume: 33 ft3Curb Weight (C/D est): 5800 lb
PERFORMANCE (C/D EST)
60 mph: 5.8 sec1/4-Mile: 14.6 secTop Speed: 114 mph
EPA FUEL ECONOMY
Combined/City/Highway: 15/15/16 mpg

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Morgan has never followed the herd, and as larger and more sensible automakers continue to downsize their powerplants (or swap to electric power entirely), the British sports-car maker has gone the other way. The last Morgan 3 Wheeler used an air-cooled two-cylinder engine, but the new one has been upgraded with a more advanced water-cooled three-cylinder. Don’t worry, that concludes this Morgan’s sensibleness. Simply categorizing the new Super 3 is a challenge. It is not a car, as it continues to lack the fourth wheel that is widely regarded as being an essential qualification for an automobile. But nor is it a motorcycle, what with its steering wheel, shift lever, and pedals—plus that extra point of contact with the ground. As a motorized tricycle it has divided the world’s legislators. In Europe its headlights are required to be mounted outboard like a car, as you see in the images from our drive in England. But in the United States the lights will sit in the central aperture as if it were a three-wheeled motorcycle.

While the Super 3 model is an all-new vehicle, its basics remain very basic. It lacks doors, a roof, and a windshield beyond small bolt-on plexiglass deflectors. But by Morgan standards the Super 3 is a technical tour de force, the first vehicle the British company has produced in its 113-year history to feature a unibody construction. Unlike every previous Morgan, including the company’s current four-wheel models, there is no longer a frame incorporating ye olde English timber beneath the bodywork. In the Super 3, aluminum sections are welded into an integrated structure.The Harley-Davidson-style V-twin of the old 3 Wheeler was a hugely charismatic powerplant, but also an outdated one. That air-cooled engine struggled to pass even relatively lenient motorcycle emissions standards, which was reflected in its progressive loss of power. It made 116 horsepower when it was launched in 2011, but just 82 horses by the time it retired, having been strangled like a Malaise-era V-8. The new 1.5-liter three comes from Ford (Morgan has always been agnostic when it comes to choosing powerplants), and it brings a peak output of 118 ponies and 110 pound-feet of torque. The Super 3 weighs only 1400 pounds or so, giving it a sprightly power-to-weight ratio for something with one driven wheel. Power reaches the rear tire through a five-speed manual transmission sourced from an older-gen Mazda Miata, plus a bevel gear-turned drivebelt.
The Super 3 looks both ridiculous and awesome at the same time. Morgan has given the new car—which loses the polished jewelry of the old one’s twin-cylinder heads—a more modern front end with a curved cowling above the alloy crossmember that locates the suspension arms. Behind that, the car’s basic shape is very fuselage-like, but with flat side panels hiding the radiators and featuring mounting points for what Morgan promises will be a range of luggage bags and accessories. There’s also a small amount of space beneath the rear trunk. Getting in was simple, although likely more of a challenge for those with shorter legs. There is a carefully angled step-plate in front of the seats that you swing an ankle onto, then brace yourself on the roll hoop before sliding downward. The seat can’t be moved; like a small aircraft, the Super 3 is very sensitive to changes in mass. But the pedal box can be adjusted, as can the rake of the steering wheel. We found it easy to get comfortable, though our elbows did hang outside of the cockpit in the slipstream. The wind screens deflect a fair amount of wind (and rain), but Super 3 drivers are well advised to wear some form of eye protection.
Instrumentation is provided by two circular digital dials—one for speed, one for engine rpm and fuel level—with switchgear limited to a turn-signal stalk and toggles for the lights, horn, and, under a flap, the engine start button. The good news is that the interior is fully waterproof. Doubly so as, in the finest British summer tradition, steady rain settled in when we started our test drive from the factory in Malvern.It is immediately obvious that this three-wheeled Morgan has been built and engineered to much higher standards than the old one. The last 3 Wheeler was big on charm but short on sophistication. It was crude, uncomfortable, and inconsistent, with the combination of its less-than-solid structure and primitive suspension making it hard to predict what it was going to do next. The new one is vastly better. The car we drove was a late-cycle prototype, with Morgan’s chief designer, Jonathan Wells, particularly keen to point out that the gap in the trunk lid will be tighter on production cars. Yet the driving experience was representative of what customers will experience.
Morgan’s shift from air- to water-cooled engines rivals the significance of Porsche’s similar transition between the 993 and 996 generations of the 911. The new engine suits the Super 3 well. Morgan has long been accomplished at making everyday powerplants feel special, and the combination of smart throttle calibration and a rorty exhaust gives the impression of enthusiasm—one borne out by lively performance. The company’s claimed 6.9-second 60-mph time might seem leisurely by the unhinged standards of modern sports cars, but hard acceleration in the Super 3 feels far more exciting given its lack of weather protection and the rear tire’s frequent struggles for traction. With the tachometer displaying digits rather than a rendered needle, the numbers change color and shake as the three-banger closes in on its 6900-rpm redline.The narrow 20-inch front tires are specially developed Avons sized 130/90R-20. Their ballooning sidewalls make them look like classic motorcycle tires, but their flat tread makes them effectively car tires, better suited to dealing with slip angles than the rounder profiles of bike rubber. Slip angles are something the Super 3 is good at generating, especially on wet surfaces. Front-end grip is modest but surrenders progressively and with the transition communicated clearly through the unassisted steering. At the back, a deliberately unsticky 195/65R-15 all-season tire is fitted to balance the levels of adhesion front to rear. This balance is enough to allow the Super 3’s cornering line to be easily altered with the accelerator. At higher speeds, pressing harder tips the car into gentle understeer, while easing off tucks the nose in. At gentler velocities the rear can be persuaded to slide, and on gravel or wet grass the Super 3 can rip sick donuts.
Indeed, the Super 3’s low handling limits don’t limit the fun to be had. It feels exciting even below 60 mph, and the idea of attempting to verify its claimed 130-mph top speed is frankly terrifying. The lack of any form of traction or stability control, or even ABS, means the Super 3 must be driven with a higher degree of respect than most new performance cars. Even with the front tires on the verge of locking up under braking, it doesn’t seem to slow down particularly quickly. Yet the well-weighted, accurate controls and crisp feedback give plenty of confidence for what is going to happen next. Considerable effort has been put into details such as the weight and positioning of the pedals, so as to encourage heel-and-toe shifting, and ensuring the five-speed’s shift action is as sweet as in the Miata it was originally designed for.For a vehicle featuring almost nothing extraneous, the Super 3 will be hugely configurable. Buyers will be able to select exterior graphics as well as basic colors, plus numerous accessories that will attach to the body’s clever mounting system. The company reckons it is likely that every build will be different, which, when you think about it, is pretty eccentric. While that comes standard on any Morgan, the new Super 3 promises to take it to a new level when it reaches the U.S. later this summer.

Specifications

Specifications
2022 Morgan Super 3Vehicle Type: front-engine, rear-wheel-drive, 2-passenger, doorless open top tricycle
PRICE
Base UK price, in USD: $41,993; with U.K. VAT, $50,391
ENGINE
DOHC 12-valve inline-3, aluminum block and head, port fuel injectionDisplacement: 91 in3, 1497 cm3Power: 118 hp @ 6500 rpmTorque: 110 lb-ft @ 4500 rpm
TRANSMISSION
5-speed manual
DIMENSIONS
Wheelbase: 99.7 inLength: 141.0 inWidth: 72.8 inHeight: 44.6 inPassenger Volume: cozyCargo Volume: a bit, via external racksCurb Weight (C/D est): 1450 lb
PERFORMANCE (C/D EST)
60 mph: 6.9 secTop Speed: 130 mph
FUEL ECONOMY (C/D EST)
Classified as a motorcycle in the U.S., will not be EPA-ratedCombined: 33 mpg

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From the June 2022 issue of Car and Driver.If you’ve never heard of an NFT, allow us to enlighten you. The term stands for non-fungible token, and it’s a means of commodifying digital property. Instead of buying, say, a Michael Jordan baseball card, you could buy a digital image of a Michael Jordan baseball card, or of a Princess Beanie Baby, or perhaps of your favorite Dutch tulip, and it would be all yours. Maybe you’d buy Twitter founder Jack Dorsey’s first tweet for $2.9 million, or pick up a drawing of a cartoon ape for $2.3 million, or spend $69 million for a digital mosaic from an artist named Beeple. These are not hypothetical examples, in case you’re wondering. Rich people are evidently running out of things to spend money on. Luckily for them, we have some suggestions.Since we’re always on the bleeding edge of hot trends in crypto or blockchain or the metaverse, we figured we’d create a new category of NFT: the Nice F—ing Truck. Like a seven-figure Bored Ape, these body-on-frame behemoths embody a certain brand of conspicuous consumption. But unlike an NFT of LeBron dunking (which sold for a mere $208,000), a big luxury SUV actually, you know, does stuff. You can drive it around and go places. You can tow heavy trailers. Maybe it’ll give you a massage while you’re towing a heavy trailer. Try getting a Beeple to do that. You don’t even need the blockchain to prove ownership. Lance down in the finance office will get you all set up with that—just let him know you already agreed to the undercoating.[image id=’40600c2a-d452-4357-bf96-1db733e2c560′ mediaId=’b73bb922-0a9b-473d-a4c5-a5a8101831c3′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image] To qualify as an NFT, we submit that a vehicle needs three rows of seating, four driven wheels, body-on-frame construction, and the kind of badge that says “I’ll sponsor you at the country club if you don’t tell the town that my guesthouse violates the setbacks.” From Cadillac, we have the Escalade, redesigned last year and armed with air springs and GM’s Super Cruise hands-free driver-assistance system. After a 31-year hiatus, the Jeep Grand Wagoneer is back for 2022 in all its V-8-powered glory. Lexus also has a fresh model for 2022, the LX600, the upmarket counterpart to the Toyota Land Cruiser that U.S. dealerships no longer get. And Lincoln’s refreshed Navigator is as plush as ever, now featuring a version of Ford’s hands-free cruise control dubbed ActiveGlide.[image id=’f2fdd2bc-1841-48ea-a5b5-13e92c6c0d5e’ mediaId=’18cfc1c1-c497-4849-9a6f-cb6e5c85c4af’ align=’right’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]But which of these NFTs best justifies a withdrawal of your hard-earned dogecoin? We rounded up all four and headed to Kentucky horse country, where we logged hundreds of miles, won $8 on a gelding named Baby Yoda, and minted some conclusions. But if this doesn’t help you make a decision, feel free to buy more than one. Hey, it’s only money.[vehicle type=’adtag’ vehicle-body-style=’suv’ vehicle-make=’lexus’ vehicle-model=’lexus_lx’ vehicle-model-category=’large-luxury-crossovers-and-suvs’ vehicle-submodel=’lexus_lx_lexus-lx570_2022′ vehicle-year=’2022′][/vehicle]4th Place:2022 Lexus LX600 F Sport[image id=’c12f1a9a-917e-40b2-8ff7-d2a5952bf91f’ mediaId=’cbed01e4-3afa-4896-9152-f84f5984a9a1′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]Highs: Good fuel economy (relatively), supple ride, legit off-road chops.Lows: Ahoy-matey body roll, dearth of luxe features, tight rear seats.Verdict: This would make a great Toyota Land Cruiser.Had this shootout taken place entirely off-road, we bet the Lexus would have won. As the upscale offshoot of the Toyota Land Cruiser, the LX600 F Sport has the goods for overlanding excellence: a four-wheel-drive system with low range, a limited-slip rear differential, and a clever display that shows you what’s underneath the vehicle by recording the path ahead and then transposing it to a see-through overhead view. Everyone loves glass-bottom-boat mode.[image id=’ccdccdc7-c4fb-426f-a139-facef236989d’ mediaId=’fad0050b-c885-4aa2-becf-792dfaaede1a’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’left’]An F Sport LX600 makes as much sense as a TRD Pro Supra. Yes, we just conflated Toyota and Lexus, but so does the LX600, with its Land Cruiser roots.[/pullquote]But as the Lexus Land Cruiser, there’s also a lot of standard-issue Toyota on display for a vehicle that costs $107,585 as tested. When you stop for fuel, you pull a flimsy plastic flap to open the filler door and then unscrew an actual gas cap. The running boards are fixed, not power-operated like the others in this test. There’s no hands-free cruise control, no massaging seats, no panoramic roof. Some of our phones wouldn’t fit on the wireless charger unless we removed the case. The rear seat is a bench rather than captain’s chairs, yet the LX600 isn’t an eight-seater—its third row seats only two, and those unfortunates will be staring at their knees and ruing the live rear axle bounding around below. Do you remember how the LX570 had a fun drop-down tailgate you could sit on? They got rid of that. However, there’s still plenty to recommend about the LX600. Everyone loved its front seats, which are somehow both supportive and buttery soft. It returned the highest observed fuel economy (17 mpg), and its ride epitomizes the Lexus glide. It even tied for highest skidpad number—0.75 g, accompanied by extravagant body roll—and, somewhat hilariously, highest top speed. It’s the quietest at idle, and under throttle its twin-turbo 3.4-liter V-6 issues agreeable forced-induction huffs rather than V-6 exhaust blat.[image id=’f0295b7b-056c-4c0f-ab0f-568d661d637f’ mediaId=’1b8a817c-75ba-4460-bf48-281a2bbd06e5′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]In the Lexus cinematic universe, the LX is closer in spirit to the rolling-anesthesia ES350 rather than the more involving LC or IS500, no matter how many F Sport badges it wears. That aloof mien is appropriate for this genre. But Lexus can squeeze only so much luxury into the 112.2-inch wheelbase, which hasn’t changed since the 1991 Land Cruiser. That’s about six inches shorter than the wheelbase of a Hyundai Ioniq 5, to give you some idea of what an outlier the Lexus is in this gargantuan crowd.[image id=’f2fdd2bc-1841-48ea-a5b5-13e92c6c0d5e’ mediaId=’82f31354-34ee-467c-a4c5-5deec9224d29′ align=’right’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]As one logbook entry put it, “Toyota obviously thinks this will capture the orphan Land Cruiser customers. Some of them, maybe. But there were about 3500 people every year who specifically didn’t want this.” So, hey, we’ve got an idea. Hear us out: LX600, but with a lower price, a smaller grille, and maybe some smaller wheels with all-terrain tires. We don’t know what they’d call such a thing, but we bet we’d like it.[vehicle type=’adtag’ vehicle-body-style=’suv’ vehicle-make=’lincoln’ vehicle-model=’lincoln_navigator-navigator-l’ vehicle-model-category=’large-luxury-crossovers-and-suvs’ vehicle-submodel=’lincoln_navigator-navigator-l_lincoln-navigator_2022′ vehicle-year=’2022′][/vehicle]3rd Place:2022 Lincoln Navigator Black Label 4×4[image id=’6758f81c-b470-49e7-ae00-3327c74ed0c2′ mediaId=’b39d3805-aadc-4552-835a-c44156c2b53f’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]Highs: Opulent interior, tastefully gaudy exterior, quickest of the bunch.Lows: Shuddering structure, flinty ride, ActiveGlide feels half baked.Verdict: Does Lincoln proud, but needs a more compelling refresh.The Navigator was the quickest of our quartet, and everyone agreed it has the most special-feeling interior—when your second-row seats have a massage function, you’re not skimping on the N in NFT. Second-row passengers also get their own climate controls and buttons to commandeer the shade for the panoramic roof. Lincoln has christened our test truck’s new-for-2022 interior theme Central Park, possibly because it’s large enough for Rollerblading. Even the third-row seats get power recline. And the Lincoln’s exterior is the best at announcing that you’ve spent a lot of money and are not ashamed to show it. The Lincoln badge in the grille lights up at night, so even in darkness, your Black Label will never be mistaken for a Ford Expedition.[image id=’3c720c8e-171a-4ee1-895f-f88e95cf80b2′ mediaId=’b98a77c5-e7e2-4a4b-b703-b732562e83d5′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’left’]The Navigator’s front seats adjust to each individual vertebra in your back (okay, almost), and the illuminated badge on the grille glows like a righteous gemstone.[/pullquote]But this isn’t just a chauffeur special built to cater to the bigwigs or junior tyrants in back. The Navigator is fun to drive, in the manner of a big Bentley—an opulent living room thrown by a trebuchet every time you flatten the accelerator. With its turbocharged 3.5-liter V-6 cranking out 440 horsepower and a best-in-test 510 pound-feet of torque, this 6078-pound Lincoln flings itself to 60 mph in 5.3 seconds, narrowly outracing the Grand Wagoneer and its 6.4-liter V-8. The Navigator also ties the Lexus for highest skidpad grip, although one editor described its steering as “gooey,” and the driving experience is definitely the most trucklike. “You feel more body-on-frame jiggles through the steering wheel here than on any of the others,” read one logbook entry. Another driver opined that the “flinty ride and creaky structure might benefit from another semester at Chassis Tuning U.” [image id=’86588e74-c184-4eb1-917f-e13ee6a57d49′ mediaId=’6d67126b-e314-4ec8-8dc0-dd84ded74726′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]The Lincoln was the only vehicle besides the Cadillac to offer hands-free cruise control, which Lincoln calls ActiveGlide. When it works, Active­Glide effectively keeps the big Gator centered in its lane, but the key qualifier here is “when it works,” which is best described as intermittently. Assuming you’re on a limited-access highway that’s part of ActiveGlide’s roughly 130,000 miles of available roads, the system might engage for 10 seconds, quit for 10 seconds, and then come back online again. One driver commented, “If ActiveGlide were any more on-again, off-again, they’d call it Bennifer.” But the hardware is there, so we presume that Lincoln will keep improving it, the same way GM has. [image id=’f2fdd2bc-1841-48ea-a5b5-13e92c6c0d5e’ mediaId=’85ab5d3a-6df3-442d-990d-978611dbb327′ align=’right’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]So, you read that right: The quickest truck with the nicest interior gets third place. It’s tough out there for an NFT. This generation of Navigator debuted in 2018, making it the oldest here, and that might be part of the problem. If you’re going to part with your precious bitcoin, oftentimes the latest ape is the greatest ape. [vehicle type=’adtag’ vehicle-body-style=’suv’ vehicle-make=’jeep’ vehicle-model=’jeep_grand-wagoneer’ vehicle-model-category=’large-luxury-crossovers-and-suvs’ vehicle-submodel=’jeep_grand-wagoneer_grand-wagoneer_2022′ vehicle-year=’2022′][/vehicle]2nd Place:2022 Jeep Grand Wagoneer Series II Obsidian[image id=’3db62e5b-8766-4ba5-a017-43e2bf07706c’ mediaId=’84319ae7-1258-4809-9df3-549d9b20f10e’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]Highs: Supreme interi­or space, really quick, tows 9850 pounds.Lows: Guzzles fuel, some uninspired interior materials, brutalist exterior styling.Verdict: The beauty is on the inside.Speaking of great apes, get a load of this gorilla. The Grand Wagoneer is rolling hyperbole: biggest, heaviest, most powerful, highest tow rating. But also: worst fuel economy, longest stop from 70 mph, most challenging exterior design. We don’t have a number on that last one, but the best anyone could muster on the Grand Wagoneer’s styling is, “You’d probably get used to it.”[image id=’e24132df-a4c9-415d-bf81-46c691d95323′ mediaId=’d1fc32e8-b540-462e-84cc-8840804a3805′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’left’]Even the front passenger gets a screen in the Jeep, which embraces a more-is-better ethos. The Grand Wagoneer is so big, it makes 22-inch wheels look small.[/pullquote]The Grand Wagoneer looks as if different teams designed its front and rear halves and the one that worked on the back thought they were creating a shipping container until an hour before the project was due. The B- and C-pillars evoke an Atari logo erupting out of the doors, and the D-pillars sweep up at the bottom in homage to . . . the Jeep Compass? Somehow, the Grand Wagoneer’s slab-sided body makes 22-inch wheels look tiny. It’s Brink’s-truck chic, we’ll give it that. Fortunately for the Jeep, it’s supremely well adapted to the mission of an NFT—shuttling around seven or eight people in utter comfort. Its third row is by far the most habitable, with plenty of legroom, power-reclining seatbacks, and its own skylight. Third-row denizens also get dedicated HVAC vents and USB-A and USB-C outlets. The second row’s 10.1-inch entertainment screens feature Amazon Fire TV. Even the front passenger gets an entertainment screen that’s polarized so the driver can’t peek at The Wheel of Time while you’re rolling. Everybody ought to be happy in this pleasure palace, including the driver.[image id=’526335f4-cc84-48ae-a8c8-4f29570dc3b9′ mediaId=’bbb95d0f-91c5-40af-8323-1b570979d467′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]That part surprised us a bit, given that the Grand Wagoneer doesn’t look like it wants to hustle. Its 471-hp 6.4-liter V-8 might not feel as energetic here as it does in a Dodge Durango SRT 392, but it still hucks this big galoot to 60 mph in just 5.4 seconds. And although nobody’s going to try to slay a twisty Kentucky back road in one of these, we did anyway—for science. And the giant Jeep is sneakily fun to drive. “It’s wallowy, leading you to believe there isn’t much there, but then you lean on it and it takes a set and hangs in there,” read one logbook comment. The big V-8 makes the best noises of the bunch, and despite the long stopping distance at the test track, the brakes offer excellent bite on the street. And, of course, when you’re clicking off highway miles, the Grand Wagoneer is really in its element. Its 66-decibel interior hum at 70 mph tied the Escalade for best in the test.[image id=’401f982d-1e1b-4256-b01a-4823fdba3ac9′ mediaId=’52d99103-68fb-4898-ac07-5492d45aa795′ align=’right’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]But, impressive as it is, there were enough caveats to keep the Grand Wagoneer out of first place. Its 14-mpg observed fuel economy gets expensive. Its interior, while artfully designed, includes a lot of piano-black plastic and rubber. And there’s the styling, such a rare misfire from Stellantis that it prompted comments like “Even the Chrysler 200 looked good.” And hey, we know NFTs don’t always have to be pretty. But it sure helps.[vehicle type=’adtag’ vehicle-body-style=’suv’ vehicle-make=’cadillac’ vehicle-model=’cadillac_escalade-escalade-esv’ vehicle-model-category=’large-luxury-crossovers-and-suvs’ vehicle-submodel=’cadillac_escalade-escalade-esv_cadillac-escalade_2022′ vehicle-year=’2022′][/vehicle]1st Place:2022 Cadillac Escalade Sport Platinum 4WD[image id=’dfba7b79-2222-415e-8e80-1899b4b10f76′ mediaId=’4e4e82f6-0c3b-43d3-a165-9490b39ba78b’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]Highs: Chassis-tuning magic, Super Cruise, exterior style.Lows: Not as quick as the others, highest price, some cut-rate interior bits.Verdict: The NFT that cares about the driver more than the passengers.NFTs—the digital kind—are all about believing in the future, inasmuch as their value depends upon future humans ascribing desirability to digital ownership of photos or videos or tweets. The Escalade, too, embodies optimism in technology, offering features that are either rare or non­existent in its competitors: Super Cruise, magnetor­heological dampers, augmented-reality navigation, a curved OLED dash display, an optional diesel engine that earns a 27-mpg EPA estimate on the highway. Our test vehicle’s pushrod 6.2-liter V-8 felt incongruently old-school, coexisting as it is with so many harbingers of the SUV future. But hey, 420 horsepower is 420 horsepower.[image id=’5c0a6563-dbf9-422a-9cc7-1edf9308c62f’ mediaId=’1f49a764-6c76-4b67-869c-b19d7dc55cc0′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’left’]Thanks to its rear-drive mode, the Escalade can do smoky burnouts (not pictured). Super Cruise is our favorite not-quite-autonomous system.[/pullquote]And when you care to summon those horses, the Escalade reveals itself as the truck you want to drive. The moment you lay hands on the steering wheel, you feel a connection between this SUV and the Blackwing sedans. It’s not that the Escalade is sporty, exactly—the upcoming Escalade V will take care of that—but it delivers feedback in a way the others don’t. Run over a manhole cover that’s flush with the pavement and you might not feel it through the seat, but you will through the wheel. The brakes are the strongest, the body control impeccable. Thanks to those crafty dampers, the air springs, and independent front and rear suspension, the Escalade’s ride can morph from serene to taut in the moment it takes you to turn in for a corner. And yes, this GM SUV still has an intrusive stability-control system, but it’s unlikely to interfere during street driving. As one tester noted, “This might as well be a Corvette compared with the Navigator. Feels 1000 pounds lighter than the Lincoln.” Another wrote, “The best handling here by a long shot.” And it has Super Cruise, which feels years ahead of any other system, probably because it is. While the Lincoln’s ActiveGlide struggles simply to remain engaged (and the Lexus and Jeep don’t enable hands-free driving at all), the Caddy can automatically pull into the left lane to pass slower traffic. Better yet, it also moves back over as soon as it has a chance. If only humans would do the same.[image id=’b51eef74-2290-4fd3-975f-82aba99e66f3′ mediaId=’c7673a38-c163-48ae-ab44-b63d8f12e8ea’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Yes, you still have to pay attention and keep your eyes on the road, but Super Cruise is good enough to actually reduce driver fatigue during long highway stints. It’s a luxury more valuable than impeccably crafted switchgear. Which is fortunate, because the Escalade doesn’t have that. Noting the mediocre quality of the window switches and shifter, one driver said, “Well, GM gonna GM.” But everything from the console up looks gorgeous—brushed metal, wood, leather, those OLED screens—worthy of the Escalade’s $114,865 price. [image id=’f2fdd2bc-1841-48ea-a5b5-13e92c6c0d5e’ mediaId=’d1102967-5a2c-44b9-a31b-af222e3cfc5c’ align=’right’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Which is, as of this writing, about two and a half bitcoins. By the time you read this, it might be one bitcoin. Or 10, or 114,865 of them. That’s the thing about crypto, and non-fungible tokens, and the metaverse—it’s all fluid, and it’s hard to predict what will last. But this Cadillac right here, all 6098 pounds of it, is real as it gets. You want an NFT you can believe in, get a Nice F—ing Truck.[image id=’ac087548-2747-4e9e-8318-5cab6bdef5a2′ mediaId=’c7094649-5b09-4b24-8444-2ab0047fdb6a’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image] [vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle][image id=’bf222a99-967e-406f-a4d3-886f2d33b440′ mediaId=’60c35ca0-2460-4fa6-bca1-2b0bcd803cc9′ align=’center’ size=’medium’ share=’false’ caption=’A car-lover’s community for ultimate access & unrivaled experiences. JOIN NOW’ expand=” crop=’original’][/image]

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The mountains north of Málaga were on fire during our recent visit to southern Spain, closing sections of the drive route McLaren had selected for us and causing far greater hardships for residents. Such conflagrations have become more frequent in the region, due to the hotter, drier conditions resulting from climate change. It just so happens McLaren had brought us here to preview its efforts to help offset the major contribution cars make to global warming. We were testing the orange boomerang’s first regular-production hybrid, the $237,500 2023 Artura.The Artura is stealthy and weird, something that could be said for the McLaren brand overall. Guided by the same spirit of innovative engineering featured in its race cars, the marque is famous for the incessant and spirited pursuit of fresh solutions, even if some of these efforts reinvent the wheel.

With the Artura, this is quite literal. For this car, Pirelli premiered its Cyber Tyre smart-tire technology—sticky P Zero tires in street, track, and winter configurations that come equipped with an internal “blister” containing a Bluetooth-enabled sensor. This allows the car’s onboard computers to instantly recognize its rubber, as well as read the concomitant air pressure and tire temperature. We had the opportunity to see this in action, as our flame-red Artura detected the P Zero Corsa PZC4s it wore on the challenging 26-turn Ascari circuit, versus the P Zero PZ4s we burned up on the nearly burning roads. We knew this because the car displayed a little checkered-flag icon on the dash, saving us the effort of glancing at the sidewalls. These tires, in staggered 235/35ZR-19 (front) and 295/35ZR-20 (rear) sizes, offered intensive grip in street or track compound. The Variable Drift Control function let us choose how to deploy that grip in the service of going sideways, dialing in how much slip angle we wanted.
Our affection for the Artura’s handling manners is also aided by the brand’s first electronically controlled limited-slip diff, integrated into an all-new rear-mounted eight-speed dual-clutch automatic transmission. The box often felt a bit hunt-and-peck-y in traffic when in Auto mode—less so when it was being hammered or cracking off manual paddle shifts. But the car’s behavior was otherwise predictable and neutral, with potent reserves. Perhaps this is aligned with its name, which is Proto-Celtic for “she-bear.”McLaren kept weight down to a claimed 3400 pounds, which is light by today’s standards, although that’s a couple hundred pounds heavier than the previous 570S or 720S coupes. At this weight, the new 120-degree 3.0-liter V-6—577 horsepower, 431 pound-feet—would have felt stout on its own. But it’s joined by a 94-hp electric motor nestled in the transmission, for a total output of 671 horses and 531 pound-feet of torque. Besides enabling 11 miles of electric-only range, the 34-pound electric motor allowed McLaren to get rid of reverse gear in the transmission, with reverse handled entirely by the motor. The 7.4-kWh battery can be charged by the V-6, which should assuage worries of a dead battery leaving your Artura reverse-less. To preserve brake feel, there’s no regenerative braking.
Limits are predictable and readily sensed through the hydraulic-assisted steering, which, combined with a more than compliant suspension setup (even in the least forgiving track mode), made the car comfortable on the highway, on the mountain twisties, and at the curvaceous circuit. It’s not as explosive as the 765LT, but it’s not meant to be. It’s an entry-level, everyday supercar—though still capable of sub-three-second zero-to-60 blasts, ring-outs to its 8500-rpm redline, and a top speed of 205 mph. Top speed in electric mode is decidedly less McLaren-like, at 81 mph, but still high enough for a quick highway stint. Yet this livability is a blessing and a curse. McLarens have become far more passionate in behavior and appearance since the MP4-12C kicked off the company’s contemporary incarnation in 2011. That car was condemned for its prosaic looks and underwhelmingly engaging engine. And in some ways, the Artura feels like a return to these quotidian foundations. Sure it’s quick, and immediately recognizable as an exotic—it has intake strakes and flying buttresses—but it doesn’t necessarily feel, sound, or look fast. The engine susurrates, and gains revs, without ever erupting. The transmission delivers quick shifts, without ever snapping necks. And, in profile, the Artura resembles a Ferrari F430 attempting to escape from the mouth of a Noble M400 that was swallowed by a Lexus SC430—an automotive turducken. Intriguing? Yes. Exciting? Not really.
Equally frustrating—or relieving, or just mysterious—is the way the Artura dismantles McLaren’s kooky ergonomic conventions. Just when we’d gotten used to the futzy iPad-like home button in the central screen, the Artura’s home button is knurled and moved to the side, like a wristwatch’s crown. The switchgear for opening the dihedral doors is now mounted in a handle instead of being hidden in the folds of the aero vents. Outboard seat controls replace the inboard ones, the nose-lifting function is activated with a hard button instead of a lever, and the vexing gear-like knobs that controlled the suspension- and performance-mapping functions give way to little fist-like rockers attached to the dash at 11 and 1 o’clock. We didn’t even have to depress an “activation” button to make these systems work, a former bit of arcane redundancy that seemed inspired by midcentury safe-deposit boxes. Change is good? McLaren continues to impress us with its capacity for finding its own solutions and its willingness to attempt novel recipes, even if they’re delivered 85 percent cooked and slightly goopy in the middle. Better that, we suppose, than burned to a fiery crisp like a Spanish hillside. In our transition to our hybrid/electric future, we must expect some flux.

Specifications

Specifications
2023 McLaren ArturaVehicle Type: mid-engine, mid-motor, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base: $237,500
POWERTRAIN
twin-turbocharged and intercooled DOHC 24-valve 3.0-liter V-6, 577 hp, 431 lb-ft + AC motor, 94 hp, 166 lb-ft (combined output: 671 hp, 531 lb-ft; 7.4-kWh lithium-ion battery pack; 3.3-kW onboard charger)Transmission: 8-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 103.9 inLength: 178.7 inWidth: 81.9 inHeight: 47.0 inPassenger Volume: 52 ft3Cargo Volume: 5 ft3Curb Weight (C/D est): 3400 lb
PERFORMANCE (C/D EST)
60 mph: 2.6 sec100 mph: 5.9 sec1/4-Mile: 10.4 secTop Speed: 205 mph
EPA FUEL ECONOMY
Combined/City/Highway: 18/17/21 mpgCombined Gasoline + Electricity: 39 MPGeEV Range: 11 mi

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