Car Reviews

Cadillac has done to the Escalade something it should have done nearly two decades ago: give its full-size SUV the V treatment. Admittedly, the ethos of the American luxury brand’s performance arm has become somewhat muddled in recent years, what with the V lineup now split between tamer V-badged models and full-on V Blackwing high-performance variants, such as the 10Best-winning CT4-V Blackwing and CT5-V Blackwing. But there’s nothing confusing about the new 2023 Escalade-V. Its mission is one of power and prestige. Power HungryWe certainly won’t call the Escalade-V tame, as it packs a 682-hp wallop from a supercharged 6.2-liter V-8—a hand-built mill that’s closely related to the 668-hp supercharged V-8 found in the CT5-V Blackwing, though the engine in the SUV trades the sedan’s 1.7-liter Roots-type blower for a larger 2.7-liter unit. With the help of standard all-wheel drive and a 10-speed automatic transmission, this blown V-8 propels the standard-wheelbase Escalade-V to 60 mph in a claimed 4.4 seconds. Opting for the heavier, longer-wheelbase ESV version supposedly adds 0.1 second to that time. If Cadillac’s acceleration figures hold up in our testing, then the V should cut over 1.5 seconds off the regular Escalade’s 60-mph run. A recent test of a 6270-pound Escalade ESV with the default 420-hp 6.2-liter V-8 saw it hit that mark in 5.9 seconds.

Set aside the stopwatch and the Escalade-V feels properly quick from the driver’s seat. A tap of the model’s V mode button in front of the shift lever activates this brute’s highest dynamic settings and engages its launch-control feature, which holds the engine at around 1800 rpm when the driver has both pedals mashed to the floor. Lift off the left pedal and the immediate acceleration provided by the torque-rich V-8—Cadillac claims 80 percent of the Escalade-V’s 653 pound-feet of torque is available from 2000 rpm—is akin to the initial surge of a moderately powerful electric vehicle. Unlike an EV, though, the subtle whine of the Escalade-V’s supercharger and the raucous wail of its active exhaust system brings a symphonic quality to its straight-line acceleration. Even at idle, the V’s quad pipes emit a menacing burble (a Stealth mode does let you quiet things down for the school pickup lane). At speed, the system exhales with loud crackles and pops when you abruptly lift off the accelerator.Smooth Ride Cadillac has also altered the Escalade’s suspension and braking systems for V duty. Tweaks to its air springs and adaptive dampers lessen this elephantine SUV’s body motions with little sacrifice to its ride quality. And six-piston Brembo front brake calipers endow the V with a firmer and more responsive brake pedal, though its initial bite comes off as a bit too grabby for our tastes.
While the V treatment does make for a better-handling Escalade—which in standard form we’ll grant is already one of the more athletic examples of its kind—the enjoyment that comes from being behind the wheel of this body-on-frame Caddy still falls short of that offered by unibody competitors such as the Mercedes-AMG GLS63 and the BMW Alpina XB7. Both of those quicker and nimbler Germans can hit the mile-a-minute mark in under four seconds and be outfitted with sticky summer tires from the factory. The Escalade-V, on the other hand, rides exclusively on all-season rubber. While the 22-inch Bridgestone Alenza A/S 02 tires of the Escalade-V ESV we drove in Arizona offered enough grip to handle the sweeping corners around Theodore Roosevelt Lake without protest, their less aggressive compound seems unbefitting of a vehicle with this much power. Short on SportThen again, Cadillac is not pushing the Escalade-V as an SUV alternative to its sports sedans. Given that most high-performance SUVs spend far more time driving around town than tearing up twisty roads, the brand’s decision to temper the Escalade-V’s peak handling prowess with a comfortable ride and three-season tires seems like a smart move for the real world.
However, this approach does limit the appeal of the $149,990 Escalade-V (add $3000 for the ESV model) when a less powerful yet similarly equipped Escalade Sport Platinum costs over $40,000 less. Sure, the Sport Platinum lacks the V’s supercharged thrust and sound, but those qualities are largely irrelevant when you let General Motors’s Super Cruise hands-free driving assist take control of the steering, brakes, and accelerator on certain divided highways.Nor does the Escalade-V’s styling relay its greater potency, as its model-specific fascias, wheels, badges, and red-painted brake calipers fail to make it look notably different from other Escalade models. In practice, the V model is a sleeper, which frankly is a bit out of character for a vehicle whose commercial success has come in large part from its ostentatious design. It’s taken Cadillac nearly 20 years to give the Escalade the V treatment. Let’s hope the brand doesn’t need as much time to produce an additional variant (or two) that both looks and feels as over-the-top as the 682-hp V-8 under the Escalade-V’s hood.

Specifications

Specifications
2023 Cadillac Escalade-VVehicle Type: front-engine, all-wheel-drive, 7-passenger, 4-door wagon
PRICE
Base: $149,990; ESV, $152,990
ENGINE
supercharged and intercooled DOHC 16-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 376 in3, 6162 cm3Power: 682 hp @ 6000 rpmTorque: 653 lb-ft @ 4400 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 120.9–134.1 inLength: 211.9–227.0 inWidth: 81.1 inHeight: 76.4–76.7 inPassenger Volume: 177–179 ft3Cargo Volume: 26–42 ft3Curb Weight (C/D est): 6500–6700 lb
PERFORMANCE (C/D EST)
60 mph: 4.2–4.3 sec1/4-Mile: 12.6–12.7 secTop Speed: 125 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 14/12/17 mpg

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The goodness of the BMW M2 as a largely unfiltered driver’s car has earned it a spot among the M brand’s greatest hits. Much of its behind-the-wheel joy has spilled over to the newly redesigned 2-series, particularly the brawnier-than-ever M240i model. But where does that leave the next-generation M2? We still don’t know a ton about that car, but BMW invited us to drive prototypes around Austria’s 2.6-mile Salzburgring racetrack to learn more.Firing up the M2 prototype produced the same thrumming six-cylinder growl we heard in our long-term M3, and both cars’ controls share a similar satisfying action. The manual—yes, a stick shift is confirmed, complete with automatic rev matching—slots into its gates with a positive if slightly rubbery feel. The ZF automatic, meanwhile, rips through its gears with a quickness that we can fault only for being not as engaging. Weather conditions meant we couldn’t push the M2s hard enough to gauge feedback levels or tell how much more sharply they turn in to corners than before, which the M engineers said was their goal. But the overall feel is one of a tidy, highly responsive sports coupe that, much like the previous car, envelops you at speed. Where the larger M4 exhibits stability bordering on that of a grand touring car, the M2 feels livelier and more willing to rotate under power. Its playfulness remains intact.

Sadly, after a couple of reconnaissance laps in camouflaged mules fitted with both eight-speed automatic and six-speed manual transmissions, Mother Nature cut our time short. Sprinkles began to fall as soon as we left pit lane, which made for a sketchy surface right off the bat. Steady rain quickly gave way to a downpour, and the cars were soon kicking up roostertails of spray even at moderate speeds. As small rivers ran across the track, the red flag flew, and the circuit went cold. However, this did give us time to chat with the M engineers sheltering in the paddock. They were coy about some of the car’s specifics ahead of its official debut later this year (it will go on sale next spring), but they were candid about the next M2’s high-level gist: It’s a junior M4. Beneath its stubbier body shell are essentially the guts of the latest M4 coupe and M3 sedan, including their S58 twin-turbo inline-six, their gearboxes and rear-wheel-drive hardware, and their brakes. Even the M2’s staggered 19-inch front and 20-inch rear Michelin Pilot Sport 4S summer tires will be M4-spec.
Like the new 2-series, the M2’s wheelbase will be about two inches longer than the last-gen model’s 106.0 inches, and it will be around two inches wider than the already broad-shouldered 2022 M240i’s 72.4 inches. For reference, the current M4 has 112.5 inches between its axles and is 74.3 inches wide. We’re told that technology creep and additional structural rigidity will bring a small increase in curb weight compared with the last M2 CS, which weighed 3544 pounds on our scales. Engine output should be in the neighborhood of that car’s 444 horsepower—robust, yet appropriately shy of the M4’s 473-hp baseline. No word yet on a future M2 Competition model, but higher-performance variants surely will come in time. Expect 60-mph times in the mid-three-second range as well as more than 1.0 g of cornering grip. Thankfully, diluting the experience with an all-wheel-drive system does not appear to be part of the plan.The M2’s interior treatment will likely mimic the straightforwardness of the 2-series it’s based on, and its lightly buffed exterior should make it look like an M240i on a CrossFit regimen. Pricing will need to remain sufficiently distanced from the M4’s $72,995 starting point, likely just north of $60K. Beyond that, we’ll just have to wait. But our all-too-brief initial exposure gave us plenty to look forward to from one of BMW M’s best products.

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The British aristocracy tends toward convoluted names, like Alice Clare Antonia Opportune Beevor, or Archie Harrison Mountbatten-Windsor, or Land Rover Range Rover Evoque. That last one debuted for 2012—a year ahead of Prince George but no closer to the throne—saddled with heavy expectations. As the newest member of the Range Rover clan, the Evoque had to project the cachet associated with its family while also keeping its price palatable to commoners. It was controversial, that original Evoque. Could a transverse-engine crossover live up to the Range Rover name? Would its very existence alienate buyers of the upmarket models? What did Posh Spice have to do with all of this? There was a two-door coupe. There was a convertible.Well, the world accepted the Evoque, as evidenced by the fact that A) the first-generation model tallied more than 772,000 sales worldwide and B) when the second-generation Evoque debuted for 2020, it was so uncontroversial that hardly anybody noticed. Rover fine-tuned the Evoque’s styling, sculpting and refining the raked-roof shape, but the redesign wasn’t a wholesale overhaul. The new lines look cleaner, but your neighbors might not immediately realize you traded in your 2016 model. Unless it was the convertible.

Land Rover

The Evoque still retains the concept-car style that defined the original, with a high beltline that nearly meets the roof at the D-pillar, which seems about six inches tall. The door handles are flush and motorized, popping out when you unlock the car—an interesting bit of flash given that the more expensive Range Rover Velar has unmotorized flip-out handles. The Evoque’s fenders bulge like it has rally pretensions, and it actually might in 2022’s P300 HST trim, which brings back the 296-hp engine and dual-clutch torque-vectoring rear axle that sat out 2021. Be we drove the midrange R-Dynamic S, which this year has the P250 base powertrain that comprises a 246-hp turbocharged 2.0-liter inline-four, all-wheel drive, and brake-based torque vectoring.Every company has a turbocharged 2.0-liter four-cylinder, it seems, and Land Rover’s P250 isn’t particularly distinctive. The Evoque can muster decent acceleration from a standstill, but the nine-speed ZF automatic transmission always wants to select the highest possible gear when underway. A sudden call for acceleration can therefore make it feel laggy because it requires both a downshift or two and time for the turbo to spool up. Dynamic mode goes a long way toward addressing this dilemma, holding lower gears and sharpening throttle response, if you’re preparing to hit a hole in traffic. The Evoque’s tidy dimensions help it feel nimble on urban roads, but this isn’t a performance-biased all-wheel-drive system—and in fact, if conditions warrant, it’ll disengage the rear axle and go front-drive to bolster fuel economy. This is important, given that a P250-powered Evoque’s 22 mpg EPA combined rating is barely any better than that of the big Range Rovers. The HST’s more powerful P300 powertrain is paradoxically a smidge more efficient at 23 mpg combined because it incorporates a 48-volt mild hybrid system.

Land Rover

It might be a largely hypothetical advantage, but the Evoque does bring some real off-road cred to the entry-luxury crossover game. It gets Terrain Response, Range Rover’s system for tailoring throttle response and traction control to the trail surface. The long-wheelbase, short-overhang styling makes for good approach and departure angles. Most vehicles of this ilk don’t advertise a spec for water-fording depth, but the Evoque does—23.6 inches—and the optional Wade Sensing system uses ultrasonic sensors on the exterior mirrors to tell you if you’re approaching that limit. Another off-road electronic aid, ClearSight Ground View, shows you what’s underneath the vehicle by recording the video feed from the front-facing and exterior mirror cameras and then digitally transposing that patch of ground when it’s beneath the car. Clever—the Lexus LX600 has a similar feature called Back Underfloor View.

Land Rover

Although the Evoque was new for 2020, Rover has continued to update it over the past two years. Last year, it got improved cabin air filtration and the Pivi Pro infotainment system, which uses its own dedicated battery to stay in sleep mode when the car is off, thus minimizing its boot-up time. For 2022, wireless phone charging (with a signal booster) is standard, as are heated seats, a power tailgate, and keyless entry. You’d think those would’ve all been standard already on a Range Rover, but at least they made it so.The Evoque’s interior mirrors the clean design of its exterior, which is unfortunate because that means most of the knobs and buttons were banished in favor of touchscreens and capacitive switches. Here, as in the new Volkswagen GTI, the dash and console are a mostly featureless expanse of glass and plastic, save for the climate-control scroll wheels. Rover brags that “most popular features and functions are accessible from a single home screen in as little as two taps or less,” as if navigating touchscreen submenus while driving is a foregone conclusion rather than an avoidable design choice.

Land Rover

Most of the Evoque’s options are reasonably priced, but there sure are a lot of them. The baby Range Rover’s base price of $45,750 (the R-Dynamic S starts at $47,350) is mostly theoretical given that any exterior color besides white costs extra. For $350, the 400-watt, 12-speaker Meridian sound system is a bargain, although spending $800 will get you a 650-watt, 14-speaker surround-sound system that includes “Meridian digital dither shaping.” (We don’t know what that is, but maybe it’s worth $400 more than the 12-speaker system to find out.) The leather-free eucalyptus textile and Ultrafabrics upholstery doesn’t cost extra, and it also brings faux suede on the steering wheel. If you check most of the option boxes, an Evoque HST can top $69,000—big money for a little Rover.Over on the Land Rover side of the family, that kind of dough would buy you a nice Defender. But the Evoque belongs to a posher clan. It looks slick, it’s expensive, and it offers legit off-road ability that most owners will never use. In other words, it’s a Range Rover.

Specifications

Specifications
2022 Land Rover Range Rover EvoqueVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
P250: S, $45,750; R-Dynamic S, $47,350; SE, $50,550; R-Dynamic SE, $52,150; P300: R-Dynamic HST, $56,050
ENGINES
P250 turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 246 hp, 269 lb-ft; P300 turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4 with 48V mild hybrid system, 296 hp, 295 lb-ft
TRANSMISSION
9-speed automatic
DIMENSIONS
Wheelbase: 105.5 inLength: 172.1 inWidth: 75.0 inHeight: 64.9 inPassenger Volume: 90 ft3Cargo Volume: 22 ft3Curb Weight (C/D est): 4100-4400 lb
PERFORMANCE (C/D EST)
60 mph: 6.6-7.1 sec1/4-Mile: 15.2-15.5 secTop Speed: 150 mph
EPA FUEL ECONOMY
Combined/City/Highway: 22-23/20-21/26-27 mpg

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20,000-Mile UpdateIt’s only been a few months since we last checked in with our 2022 Kia Carnival, but it has already accumulated another 10,000 miles and blown past the halfway point of its 40,000-mile evaluation. And those miles haven’t been easy on our Kia minivan, as we made use of its towing capacity for the first time and added Tennessee, North Carolina, Vermont, and Florida to its list of road-trip destinations.The Carnival’s biggest task lately was to tow a U-Haul trailer full of stuff from Michigan to New York, which it handled admirably. The Kia’s stable highway manners instill confidence no matter what it’s pulling, and the 3.5-liter V-6 didn’t feel overly taxed by the extra weight. Its indicated highway fuel economy during the trek wasn’t bad, hovering around 18 to 20 mpg, and the 19.0-gallon fuel tank made it easy to go 300 miles between pit stops. Unladen, we’re often going over 400 miles per tank, with 457 being the current maximum. Still, that is less impressive when compared with our other long-term minivan, the Toyota Sienna hybrid, which is averaging more than 30 mpg and can easily do 500 miles on a tank. Curiously, we have pumped more than 19 gallons into the Carnival’s 19.0-gallon tank on two occasions, and the last miles leading up to those stops weren’t exactly nail-biters. We’ve asked Kia if there’s a reserve amount that’s not accounted for in the tank-size rating, and will report back next time.[image id=’61b68a57-a6f0-4dfa-baa6-df4932ef17d1′ mediaId=’66e04606-7431-42d5-9ab2-c85fecba6886′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image][editoriallinks id=’bde7fe0b-604c-4151-a542-19331445442c’ align=’left’][/editoriallinks]Overall, our Carnival’s average fuel economy has risen 1 mpg to 21 mpg, and several highway trips have approached its 26-mpg EPA highway estimate. We’ve even occasionally exceeded that number, recording a few tanks upwards of 27 mpg when all the stars align. While it’s difficult to isolate variables, we did remove the roof-rail crossbars and remount the stock all-season tires since our last update, both of which seem to have helped its efficiency.While initial opinions were mixed on the Carnival SX Prestige’s standard VIP Lounge second-row seats due to their limited versatility (they can’t be removed or folded flat), our passengers have started to appreciate these hedonistic thrones. Senior associate editor Eric Stafford described the recliner-style chairs as a “perfect refuge for hungover bodies after a weekend-long bachelor party in Nashville.” Indeed, the seats’ heating and cooling functions and power-adjustable ottomans seem to surprise and delight our friends and family members whenever we put them back there. Technical assistant Jacob Kurowicki also had good things to say about the Carnival’s front seats after a 1200-mile round trip to Florida, noting that they provide better comfort than the Sienna’s front seats on long journeys.[image id=’6b6a2b72-080e-4aa6-8568-2bee7cb74860′ mediaId=’a0c34900-58c7-4eb9-ac54-0e3b2bb82413′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]The Carnival visited the dealer for routine service at 17,000 miles, which included an oil and filter change, tire rotation, multipoint inspection, and a new cabin air filter. This cost $174, and we were also able to convince the service techs this time that the audio speaker in the passenger’s side A-pillar was in fact blown. A replacement speaker has been ordered and should be installed before the Carnival reaches 30,000 miles, which at this rate shouldn’t take long. Months in Fleet: 7 months Current Mileage: 20,270 milesAverage Fuel Economy: 21 mpgFuel Tank Size: 19.0 gallons Observed Fuel Range: 390 miService: $279 Normal Wear: $0 Repair: $0Damage and Destruction: $0[vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle]10,000-Mile Update[image id=’2241057b-4244-411d-9e44-c6a3959dace0′ mediaId=’d1f2c01e-2607-49c8-b219-14881552f7f3′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]It didn’t take long for our long-term 2022 Kia Carnival to start doing minivan things. We’ve had it for only a few months, and we have already used it as a family conveyance on road trips to South Carolina and New York, as a daily commuter, and occasionally as a mobile office. Some have likened it to a “Telluride minivan,” which is high praise considering how much Kia’s 10Best-winning three-row SUV impressed us during its own 40,000-mile stay.Initial praise has revolved around the Carnival’s smooth ride and quiet on-road demeanor, along with its appealing center stack, which features helpful menu buttons that make navigating the 12.3-inch infotainment screen easy. We found the front seats to be comfortable, but we still aren’t sold on the second-row VIP recliner-style captain’s chairs, which appear to be tailor-made for adults getting chauffeured around rather than for kids. Not only do they reduce legroom in the third row, but they also make it difficult to get back there because they must be slid closer together—leaving only a narrow passageway between them—to enable their full range of rearward travel and allow for the ottomans to be extended.[image id=’5d563296-d6dd-4461-86f7-42a7cb988b80′ mediaId=’484e5539-6082-4dbc-bb53-a7121979fb23′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]While we typically equip all vehicles in our long-term fleet with winter tires, we decided to go a slightly different route with our Carnival for the cold months. We’re testing out Nokian’s new Outpost APT tires, which belong to a category of all-weather tires meant to provide better snow and ice performance than all-season tires without having to be swapped on and off only for the cold months like true winter tires (although we’ll still be doing that). The Nokian Outpost tires also have knobby treads that add to the Carnival’s SUV-esque image.So far, we’ve found these tires to perform about as expected: not as competent in the snow as a true winter tire, but more confident in the slippery stuff than an all-season tire. They can be noisier than the stock Goodyear Assurance rubber at certain speeds around town, but aren’t so bothersome on the highway, where wind noise drowns out the additional tire thrum.[image id=’4065928a-6073-4ac7-bfbd-f03a602c8b5f’ mediaId=’a2c89c9c-4cc9-461d-b475-c041fe715ce3′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]These new tires might be partially to blame for our Carnival’s disappointing 20-mpg average fuel economy so far. That’s 2 mpg below the EPA’s 22-mpg combined estimate and a whopping 10 mpg below our long-term Toyota Sienna hybrid’s 30 mpg real-world average. Our test car’s crossbars between the roof rails, a $360 option, are certainly compromising aerodynamics on highway journeys, so we’ll try removing them and remount the stock all-season tires in warmer months to see whether those adjustments make a difference.Our first service appointment for the Carnival cost us $105 and included an oil change, a tire rotation, and inspections. We asked the dealership to look at a speaker on the passenger’s-side A-pillar that sounded blown to us, but they didn’t find any problems.Months in Fleet: 5 months Current Mileage: 10,745 milesAverage Fuel Economy: 20 mpgFuel Tank Size: 19.0 gallons Observed Fuel Range: 380 miService: $105 Normal Wear: $0 Repair: $0Damage and Destruction: $0 Introduction[image id=’ff030bbc-f2ea-4ef2-be44-0474cca51366′ mediaId=’11e134e9-18af-45e5-8ba4-20784d6d806f’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]Although Kia is pitching the new 2022 Carnival as an “MPV” (multipurpose vehicle), we see it for what it really is: a minivan. And that’s no bad thing in our eyes. Quite the opposite, as we unabashedly love vans, with their emphasis on practicality above all and the impressive engineering typical to this segment. A 2022 Kia Carnival SX Prestige joined our cadre of 40,000-mile test vehicles alongside a 2021 Toyota Sienna Limited, since one people hauler is never enough.The Kia follows a more traditional van path than the Toyota, which is now available only as a hybrid and offers an all-wheel-drive option. While styling cues such as a longer hood and snazzy C-pillar trim are meant to make the Carnival look more like an SUV than the previous Sedona, it remains a large box with sliding doors, seven seats (eight are available in lower specs), and a comparatively old-school powertrain consisting of a naturally aspirated 3.5-liter V-6 driving the front wheels through an eight-speed automatic transmission.[image id=’5c0e8357-eb60-42f3-bc57-d90414c0f945′ mediaId=’8f5732ba-d807-4be6-9855-a4537d8dc05c’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]We opted for the Carnival’s top SX Prestige trim because it has all the extras that make its interior more pleasant. For a starting price of $47,275, it comes with an upgraded audio system, a rear entertainment system with two screens, and second-row “VIP” seats, each of which features heating, cooling, and a foldout footrest. We didn’t love the clunky adjustments for these nonremovable lounge-style seats in our first experience with the Carnival. We’ll monitor how they hold up and see whether we acclimate to the controls over time.The total as-tested price for our van rings in at an even $49,000. Aside from the $495 upcharge for Astra Blue paint, our Carnival’s optional extras mostly enhance usefulness. The $360 crossbars for the roof rack will help us tether things to the top more easily, the $575 tow hitch will allow us to make use of the 3500-pound towing capacity, and the $95 cargo mat and $200 floor mats will help keep the cabin relatively clean. And our black leather seats should show less dirt and grime than the optional brown leather—or the light-beige leather in our Sienna, which is looking worse for the wear. [image id=’f7824cd6-93b0-4588-827a-9f9fdefc9643′ mediaId=’edb96abb-d955-4053-ab79-8fab4bed28a2′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]At the test track, our long-term Carnival was slightly slower and less agile than a 206-pound-lighter non–Prestige SX model we tested earlier this year. This minivan turned in a 60-mph run of 7.3 seconds, stopped from 70 mph in 186 feet, and recorded 0.79 g around the skidpad; those numbers are 0.3 second, 13 feet, and 0.03 g in the rears of the lower-spec van. So far, we’re averaging 21 mpg, which predictably pales in comparison to the Sienna hybrid’s 32-mpg average in our hands.We’ll keep this story updated with all the Carnival’s adventures over the next 36,000 miles or so, which are sure to include lots of road tripping, kid hauling, and cargo schlepping. After all, the only thing we like more than minivans is putting them to good use.Months in Fleet: 1 month Current Mileage: 3904 milesAverage Fuel Economy: 21 mpgFuel Tank Size: 19.0 gallons Observed Fuel Range: 470 miService: $0 Normal Wear: $0 Repair: $0Damage and Destruction: $0[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=’8bfdf8f3-1afe-4637-adf9-176423499108′ 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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From the November 2014 issue of Car and Driver.Toasting the Porsche 911’s 50th birthday a year ago, we decreed its life and times to be exceptional. This is the two-door that defined what a modern, fast, and ­comfortable sports car should be. Porsche’s half-century of earnest development turned a flawed blueprint into a machine with grace and soul. If you don’t long for a 911 of some stripe, your head is in the wrong magazine.

Which is why any manufacturer serious about building a worthy sports car hangs its bull’s-eye on the 911’s shoulders. Mercedes—or, more accurately, the newly coined Mercedes-AMG—is the latest to fix aim with its GT/GT S. The Benz boys are no strangers to sporty two-doors. There’s the SLK for mistresses and the SL for their sugar daddies. But those roadsters bow down to the preproduction GT S coupe we recently drove near AMG’s ­Affalterbach engineering lair northeast of Stuttgart.

Curious that when Mercedes-Benz and Jaguar go after the Porsche 911, they end up designing cars with quite similar rooflines and rumps.
Mercedes-AMG

A mile into our mountain-road sprint, with AMG chairman Tobias Moers chaperoning, it’s clear why SL is not part of this car’s name. While the GT S is the lineal descendant of the SLR McLaren and the SLS AMG, this newborn is a different kind of predator. From the SLR, two nose jobs, wheelbase trims, door schemes, and price cuts finally have yielded a sports car armed to maim Porsche 911 GT3s and Turbos (not to mention the Aston Martin Vantage, Audi R8, Chevy Corvette Z06, Jaguar F-type, and Maserati GranTurismo). Prices are nowhere near final, but we’re guessing the base GT will start at $115,000, while the more powerful, fully outfitted GT S will run $150,000.Beneath the long hood, AMG’s new 4.0-liter V-8 is loud and potent. Its deep startup growl becomes a quaking rumble when the two turbos roll in. Thrust is instantaneous and intoxicating. Paddling the seven-speed automatic sends a repertoire of barks and snorts rattling through the mufflers. Thanks to its two-cylinder edge over the 911, the GT S is audibly assertive when provoked, yet subdued in the upper gears under gentle throttle.READ MORE: In-Depth with the AMG GT’s Stonking M178 Twin-Turbo V-8

Mercedes-AMG

The audio is all-natural, Moers says, because he despises the synthetic soundtracks used by others. What’s missing is a soprano aria at the 7000-rpm redline. The turbos mute the high notes so effectively that this pipe organ stops short of the upper octaves. Corroborating evidence that the GT S is a worthy 911 foe: its exceptional agility. AMG trimmed 175 pounds off the SLS’s 3750-pound curb weight and cut the wheelbase by two inches. The lighter engine and shorter nose help shift the GT S’s weight balance to 45/55 percent, front/rear, what AMG development boss Jochen Hermann considers the perfect distribution. (At this point we know little about the GT except that it costs less, makes less power, and has less equipment than the GT S.)Uncannily quick steering response means that you turn the GT S’s wheel a few degrees and the nose sniffs for the apex with bloodhound keenness. The effort builds quickly and linearly, but the steering never feels too heavy. Pushed to their limits, the Michelin Pilot Super Sports (265/35R-19s in front, 295/30R-20s in back) ultimately show hints of understeer. Hearing the u-word, “understeer,” Moers says that adding or ­subtracting a touch of throttle at the fringes of grip reestablishes the neutral behavior that his chassis engineers diligently baked into the car.

Mercedes-AMG

The strategic weapon in that campaign is a set of four electronically controlled hydraulic mounts sup-porting the far corners of the powertrain. Two in front attach to the engine, while two in back carry the Getrag transaxle. (A torque tube ties the two ends together.) Moers explains that as the car turns, the front mounts’ initially soft setting fools the front tires into thinking they’re guiding a much lighter machine. The nose swings first, followed milliseconds later by the engine. This agility-sharpening ploy works so subtly that the sensation passed through the seat and steering wheel is that of one fluid movement.Even though this GT S test car feels ready to challenge the 911 in a road race, Moers stresses that the next iteration of chassis calibrations will be better: slightly higher steering effort, a tighter null zone, and a more poised ride over bumpy pavement.After confirming that the steering assist is hydraulic, he adds that his engineers are confident they can achieve the same or better feedback with the electric booster that is a long-term inevitability. Turning the discussion to brakes, we agree that they need no additional fiddling. The firm pedal provides good feedback, and there’s a moderate amount of travel to aid modulation.

Mercedes-AMG

Even though the dual-clutch automatic delivers consistently quick and crisp shifts, we can’t resist ask-ing if the obvious alternative was considered. Moers insists that AMG customers aren’t interested in clutch pedals and sticks. What about moving the engine farther back some day? “Why follow Ferrari and Lamborghini to a mid-engine layout,” he responds, “when we’ve just begun to tap the promise engineered into this new, perfectly balanced platform?”The return to AMG headquarters with Moers behind the wheel provides a calm moment to study cabin accommodations. The view ahead is better than the SLS’s thanks to nearly three inches excised from the hood. At the rear, though, the combination of zaftig haunches, sweeping C-pillars, and a prominent deck spoiler impairs rear-three-quarter visibility.In spite of a wide, structural doorsill (using parts from the SLS roadster), there’s ample leg, foot, and hip room. The sport buckets are comfortable and laterally supportive but not confining. The boss reports that the seats have been lowered and the roof elevated to accommodate the more statuesque of AMG’s clients. Arranging the stubby shifter, COMAND mouse, and eight round switches at the rear of the broad, rising center console clears room for a Guinness Book–level cup-holder cubicle, a bone thrown to U.S. customers that Moers finds amusing.

Mercedes-AMG

The 20 years Moers spent in AMG’s developmental trenches have prepared him well for guiding the fate of this new car. He’s a former endurance racer, an avid supporter of advanced technology, and a Benz lifer, so he knows what he wants and, apparently, how to get it. What his AMG organization is about to deliver is a two-for-one: grand-touring grace combined with a sports car’s hunt-and-kill instincts.But we’ll need a full comparison test to see how the GT S measures up to—or possibly even surpasses—that sports-car golden mean, the Porsche 911.

Specifications

SPECIFICATIONS2016 Mercedes-AMG GT SVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 3-door hatchbackESTIMATED BASE PRICEGT, $115,000GT S, $150,000ENGINE TYPEtwin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 243 in3, 3982 cm3Power: GT, 456 hp @ 6250 rpm; GT S, 503 hp @ 6250 rpmTorque: GT, 443 lb-ft @ 1750 rpm; GT S, 479 lb-ft @ 1750 rpmTRANSMISSION7-speed dual-clutch automatic with manual shifting modeDIMENSIONS (C/D EST)Wheelbase: 103.5 inLength: 180.0 inWidth: 76.5 in Height: 50.5 inCurb weight: 3600 lb

PERFORMANCE (C/D EST)Zero to 60 mph: 3.7/3.5 sec (GT/GT S)Standing 1/4-mile: 11.8/11.5 sec (GT/GT S)Top speed: 190/194 mph (GT/GT S)

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Few new vehicles have a gestation period as long as the Toyota Sequoia’s. The outgoing generation of Toyota’s largest SUV arrived for 2008 and has languished for 15 model years as the rest of the full-size competition has furiously advanced in refinement, drivability, technology, and desirability. But a redesigned Sequoia is finally here for 2023, sharing its platform with the equally fresh Toyota Tundra pickup and Lexus LX600 SUV. Its platform also serves as the basis for the global Toyota Land Cruiser, which has been unceremoniously dropped from the North American market. Given all the burdens that the new Sequoia must shoulder, our expectations were understandably high when we first got behind the wheel.

On paper, Toyota’s third-generation Sequoia is a solid package. Three rows of seats are standard, as is a hybridized twin-turbo 3.4-liter V-6 powertrain that makes 437 horsepower and 583 pound-feet of torque. Fuel economy is sure to improve over the outgoing model, although neither the EPA nor Toyota have reported those figures yet. Judging by the new Tundra hybrid’s combined estimates of 19 to 20 mpg for four-wheel-drive models, similar numbers would be meaningful gains over the old Sequoia’s 14-to-15-mpg combined ratings. Maximum towing capacity is a stout 9020 to 9520 pounds, depending on the model. And there’s a wide lineup of handsomely styled trim levels, including an off-road-oriented TRD Pro model with an electronically locking rear differential, Fox dampers, and 33-inch all-terrain tires. More luxurious Limited, Platinum, and range-topping Capstone models should appeal to the mall-running crowd.

Interior of Toyota Sequoia Limited.
Toyota

However, the new Sequoia feels only moderately accomplished on the road. The hybrid powertrain and its attendant 10-speed automatic transmission are plenty smooth and powerful when you mash the accelerator, but the rest of the Sequoia’s driving behavior makes it feel every bit like the shipping-container-sized SUV that it is—in other words, unwieldy. It feels extra wide, making it harder to place in a lane than we’d like, a trait that’s worsened by steering that’s rather light in effort. Its brake pedal also feels squishy on initial application, which isn’t a boon for driver confidence.Rivals from General Motors are the current benchmark for large-SUV dynamics, what with their firm brake pedals, relatively communicative steering, and greater sense of what passes for agility in this segment. The Sequoia, on the other hand, seems to lean on ride quality as its strength over its Chevrolet and GMC analogues. Cruising in the Toyota’s Platinum and Limited trims, we were impressed with their isolation from the road, and save for some minor wind whistling around the large exterior mirrors, their cabins remained quiet and peaceful. Rear air springs and adaptive dampers, as opposed to coil springs and passive dampers, are optional on Platinum and Capstone models, though they mostly serve a load-leveling function. On the open road, we couldn’t detect any significant difference between the two setups.

Sequoia Limited.
Toyota

The Sequoia’s comfortable front seats flank an extra-wide center console with plenty of storage cubbies. An expansive 14.0-inch infotainment touchscreen is standard on all but the base SR5 trim, which makes do with a smaller 8.0-inch display but can be optioned with the big screen. The second- and third-row seats aren’t as accommodating, however. Headroom is limited in the wayback, and it’s tight even in the second row, especially when the Sequoia is equipped with the optional panoramic sunroof. Legroom is particularly short in the third row, in part because, unlike some of its rivals, the Sequoia features a solid rear axle rather than an independent rear suspension. This layout takes up valuable packaging space under the floor, relegating the Sequoia’s aft quarters to a place best left to children.As is often the case in three-row SUVs—unless they’re of the extended-wheelbase variety, such as the Chevy Suburban and Ford Expedition Max—cargo space is limited (12 cubic feet) when the Sequoia’s third row is in use. Although the back row can move forward up to six inches, which ups the available space to 22 cubes, it does so at the expense of third-row legroom, and it does not fold flat into the floor. An accessory shelf can be fitted to create a flat cargo floor, but doing so requires dealing with a chest-high liftover height that won’t make it easy to load bulky items.We’d be more willing to overlook some of the new Sequoia’s shortcomings if it was still 2008, but given the strength of today’s full-size-SUV market, we wish Toyota had put more effort into its packaging and on-road demeanor. While the new Sequoia is a marked improvement over the outgoing model in all the ways that current owners surely will appreciate, its shortcomings likely will temper its appeal with more discerning shoppers.

Specifications

Specifications
2023 Toyota SequoiaVehicle Type: front-engine, 2- or 4-wheel-drive, 7- or 8-passenger, 4-door wagon
PRICE
4×2 prices (add $3000 for 4×4): SR5, $59,795; Limited, $66,195; Platinum, $72,395; Capstone, $76,795; TRD Pro (4×4 only), $78,395
POWERTRAIN
twin-turbocharged and intercooled DOHC 24-valve 3.4-liter V-6, 389 hp, 479 lb-ft + AC motor, 48 hp, 184 lb-ft (combined output: 437 hp, 583 lb-ft; 1.9-kWh nickel-metal hydride battery pack)Transmission: 10-speed automatic
DIMENSIONS
Wheelbase: 122.0 inLength: 208.1 inWidth: 79.6 inHeight: 74.2-77.7 inPassenger Volume: 154-156 ft3Cargo Volume: 12-22 ft3Curb Weight (C/D est): 5620-6185 lb
PERFORMANCE (C/D EST)
60 mph: 5.6-5.9 sec1/4-Mile: 14.4-14.6 secTop Speed: 115 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 19-22/18-20/20-24 mpg

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The English county of Norfolk may not be an exotic location, but it could hardly be more relevant for driving the new 2023 Lotus Emira, which we’re finally getting a chance to sample in production form after recently driving a prototype. The challenging highways and byways around the company’s Hethel factory have been used in the development of every one of its roadgoing cars since Colin Chapman moved his fledgling company there in 1966. The challenges of Norfolk’s twisty, bumpy roads are a large part of the reason that Lotuses drive the way they do.The Emira we drove was in a similar spec to the prototype version, featuring a supercharged 3.5-liter Toyota V-6 behind the cockpit that sent power to the rear wheels via a six-speed manual transmission and a mechanical limited-slip differential. A six-speed automatic transmission with a torque converter will be optional. This is basically the same engine that was used in the Lotus Evora, retuned here to develop 400 horsepower and 310 pound-feet of torque. Lotus also will be launching a lesser variant with a Mercedes-AMG-sourced 2.0-liter turbo four, though that engine will be paired exclusively with a dual-clutch automatic.
While the prototype Emira rode on the softer Tour suspension, this one has the firmer Sport setup. As Lotus eschews adaptive systems on its sports cars, choosing between these two configurations will be the most significant decision buyers make. The production model also featured track-oriented Michelin Pilot Sport Cup 2 tires. It quickly becomes evident that, on public roads, the Sport suspension feels much firmer than the Tour setup, yet big bumps and high-frequency vibrations are handled without drama and the Emira never comes across as harsh. But at gentler speeds over lower-quality asphalt, the ride has an edginess that likely could be tempered by the fitment of adaptive dampers.

Still, even the Sport-suspended Emira feels slightly softer than that of the late-model Evora, and hard cornering brings the unmistakeable sensation of gentle body roll. However, the Emira’s cabin plays in an entirely different league than its plasticky predecessor’s, with plush materials and evidence of some careful ergonomic consideration. The Volvo origins of the switchgear might be a little incongruous for anybody who recognizes it, but Lotus is well known for raiding various parts bins. The digital instrument cluster and the 10.3-inch center touchscreen are bright and crisply rendered, and there’s a good range of driving-position adjustments. The round metal knob atop the manual shifter sits exactly where a searching hand expects to find it. The Emira also brings the novelty of having such luxuries as power-adjustable seats and adaptive cruise control in a Lotus.
However, the Emira’s real-world merits do raise one issue, one that it shares with the Chevy C8 Corvette: Anything you stow in its tiny five-cubic-foot storage area behind the engine will get cooked under harder use. Usable cargo space under the frunk is virtually nonexistent, though small, soft-shell bags can be crammed into space behind the seats. It’s one area where the Emira still feels comprehensively beaten by the packaging miracle that is the Porsche Cayman.While the Emira’s blown V-6 is effective, it’s somewhat lacking in character. But the supercharger does help provide linear responses and solid midrange grunt, which means you can short-shift the six-speed and not lose much speed. This engine doesn’t feel hamstrung by its relatively low 6750-rpm rev limiter. The Emira’s shifter is nicely weighted, and you can see its linkages working through a mesh panel beneath it, though we did notice some stubbornness in its action when shifting from a high to a low gear and vice versa.
Unsurprisingly for a Lotus, the Emira’s steering is beyond reproach. Lotus has persisted with the use of hydraulic assistance for V-6 models in the name of dynamic purity (four-cylinder versions will employ electrohydraulic assistance with an electric pump.) This old-school setup allows for plenty of low-level feedback to reach the microfiber-wrapped steering wheel, the Emira’s helm happily reporting surface textures and small camber changes that pure electric systems often filter out. Though not hyper-quick in its action, the steering’s responses are linear and resistance builds progressively as lock is added. Over rougher surfaces you can sense a small amount of kickback through the wheel, but this feels like a price worth paying for such a tactile connection.While the softer-sprung Emira prototype was a compelling companion on the track, the production car’s combination of firmer spring rates and massive grip made it almost feel over-tired on the road. There’s a huge amount of stick available, and although it would be hard to grow tired of the Emira’s reassuring front-end bite, its chassis lacks some of the playfulness that comes from being able to adjust its attitude with the accelerator; cornering lines can be opened or tightened with the right pedal, just not as prominently as with the softer Tour suspension. The Emira’s brake pedal also stood out for feeling a bit wooden and short on resistance under gentle use.
On Lotus’s 2.2-mile handling track, the Emira was able to maintain a serious pace, delivering more than 1.0 g of cornering grip in the wet, according to its onboard computer. But on a dry, warm track, the Sport-equipped Emira’s adhesion peaked at an indicated 1.7 g’s. We’ll need to harvest our own figures before we get too impressed, but that’s a huge number for a street-legal car without significant levels of downforce. The larger and more sustained loadings possible on track made the Emira more enjoyable than on the road. The mass of the engine behind the passenger compartment provides it with a willingness to quickly change direction, and there’s a definite rearward bias to its handling balance in longer corners. But the Cup 2 tires are always happier gripping than slipping, which likely makes the softer Tour setup the better choice on the road—and a bit more fun on the track, if not as quick overall.As Lotus’s final combustion-powered model and almost certainly the last that won’t feature a multitude of drive-by-wire systems, the Emira is the end of an era for the brand. It definitely still drives like a Lotus. But it’s everything else about the Emira that has massively improved. For all the handling brilliance that we’ve come to associate with Lotus’s cars, their limited usability and iffy quality never made it hard to find excuses not to buy one. The Emira makes that much more difficult to do.

Specifications

Specifications
2023 Lotus EmiraVehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base, $77,100; First Edition, $96,100
ENGINES
turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 360 hp, 316 lb-ft; supercharged and intercooled DOHC 24-valve 3.5-liter V-6, 400 hp, 310-317 lb-ft
TRANSMISSIONS
6-speed manual or automatic (V-6); 8-speed dual-clutch automatic (inline-4)
DIMENSIONS
Wheelbase: 101.4 inLength: 173.7 inWidth: 74.6 inHeight: 48.2 inPassenger Volume: 46 ft3Trunk Volume: 5 ft3Curb Weight (C/D est): 3520 lb
PERFORMANCE (C/D EST)
60 mph: 4.0-4.2 sec100 mph: 10.2-10.4 sec1/4-Mile: 12.5-12.8 secTop Speed: 180 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 20-21/17-18/24-27 mpg

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20,000-Mile UpdateThe first half of our Ram 1500 TRX’s 40,000-mile test has revealed a couple of frustrating constants. That it drinks fuel with startling proficiency is well documented (we’re still averaging just 10 mpg). But our 702-hp beast of a Ram also has come to harbor sporadic—and difficult-to-diagnose—malfunctions in its 12.0-inch center touchscreen, which have inexorably drawn our staff’s attention as of late. This issue is having a noticeable impact on the TRX’s fun factor. Our truck’s ongoing electronic woes come somewhat unexpectedly—despite the similar experience we had with our 2019 Ram 1500 long-termer—because Stellantis’s (and formerly Fiat Chrysler’s) Uconnect infotainment system has historically been one of the best, bringing crisp graphics, quick load times, and generally great usability. While its baseline functionality remains strong, our truck’s portrait-oriented big screen is plagued with bugs that don’t seem to be present in the company’s smaller displays. “When did Uconnect get so awful?” asked one of the kinder logbook commenters. “This thing just crashes constantly.” [image id=’48d743cb-fea6-4489-9627-356de23ea921′ mediaId=’54e6f8b6-14cb-46f5-b9a6-8a64e6e132c6′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]The descriptions of the random hiccups—dropped Bluetooth connections, audio controls that sometimes take 30 seconds to respond to inputs, an occasionally nonfunctioning driver’s door speaker, and navigation and full-system crashes at inopportune times—have us wondering if our truck is beginning to form a mind of its own. “It’s irritating to think that $91,030 buys you all this truck but also all these issues that the dealer can’t seem to replicate and fix,” one driver pointed out. [editoriallinks id=’04c2dedc-bed4-466b-93a1-8166b0b6bf89′ align=’left’][/editoriallinks]Indeed, attempts to address these problems have thus far been unsuccessful. Following a software update at around 5700 miles, we returned to the dealer at 12,600 miles. An infotainment fault code was detected, and a new screen assembly was ordered and ultimately installed at 16,700 miles under warranty. But the problems persist, as creative director Darin Johnson experienced on a trek from Michigan to Florida and back with his family and two dogs. “Having an infotainment system that has so many gremlins acting up multiple times per hour is no way to spend 40 hours behind the wheel.”[image id=’122ca274-b8d4-4b60-9ccd-63a540f4e775′ mediaId=’c972a03c-6824-4bf7-8357-2233ebb26cac’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]Outside of the digital troubleshooting, since our last update at around 11,000 miles, our truck’s oil-life monitor has prompted three routine oil changes, inspections, and tire rotations that averaged $139 per visit. We’re continuing to watch a couple other matters for signs of future trouble. More than one driver has noted that the TRX’s admittedly hefty steering effort feels heavier than they remember from previous test vehicles. We’re also sensing an increasing amount of slack in its drivetrain, which is manifesting in intermittent clunks at stop-and-go speeds and when shifting from Drive to Reverse and vice versa. The latter issues likely are the unsurprising—though not exactly reassuring—results of a ton of power enthusiastically meeting more than three tons of pickup day after day. We made an unscheduled stop at the dealer for an investigation, but nothing amiss in our truck’s driveline has been found. On the plus side, our late-season winter-tire experiment was a success, at least for the couple of weeks we had them installed until snow gave way to an early Michigan spring. With no suitable winter tires available in the TRX’s OE size (LT325/65R-18), we were left searching for a 35-inch alternative with smaller, more intricately cut tread blocks, which in theory would offer better grip in white powder than the chunky lugs of the stock Goodyear Wranglers. The best option seemed to come in BFGoodrich’s All-Terrain T/A KO2, sized 35X12.5R-18LT, which cost us $1476 at Tirerack.com. We have yet to reinstall the BFGs to see how they compare to the Goodyears at the test track. But drivers who experienced both setups reported less road noise, slightly better road manners, and greater confidence in slush and snow with the BFGs. [image id=’d1b18c85-e65b-4bcc-9de2-f8f7935fdf36′ mediaId=’d64fafe1-d107-44df-aaca-88552c5db274′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Additional praise has been directed at the TRX’s trailering ability. Although it takes less than the 8100-pound towing maximum to compress the off-road-oriented suspension into something approaching a Carolina Squat, the TRX’s supercharged V-8—plus its easy-to-use trailer-steer assistant and adaptive blind-spot monitoring—made quick work of towing a U-Haul trailer loaded with director of vehicle testing Dave VanderWerp’s recently purchased 1994 Ford Ranger work truck. Impressively, he also averaged an indicated 10 mpg during the exercise, which means he either had help from a gale-force tailwind or showed an unusual amount of respect to the TRX’s accelerator. Speaking of respect, our truck now commands a bit more street cred after a return visit to Virginia International Raceway, where it—along with our long-term BMW M3 and C8 Chevy Corvette—lapped the 4.1-mile Grand Course during Car and Driver’s first Lightning Lap Track Day. It was a less-than-committed outing, meant more for earning the right to wear a sticker of the track’s outline than setting a hot lap time. But it does make our TRX feel a little more special—which helps us tolerate its less desirable quirks. Months in Fleet: 8 months Current Mileage: 24,849 milesAverage Fuel Economy: 10 mpgFuel Tank Size: 33.0 gal Observed Fuel Range: 330 milesService: $572 Normal Wear: $0 Repair: $0Damage and Destruction: $0[vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle]10,000-Mile Update[image id=’ab9cdfd0-b9da-4a60-8012-ae5a12f8b5fa’ mediaId=’505ea36d-3a5d-4e7c-8490-935f964b2da4′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]To little surprise, the central theme so far in our Ram 1500 TRX’s long-term test has been its prodigious fuel consumption. Since our last check-in at 3165 miles, its average fuel economy has fallen from 11 to 10 mpg—a 9 percent drop—and nearly every logbook comment has touched on the big Ram’s seemingly insatiable thirst. “I’m impressed the connecting rods don’t bend from the amount of fuel going into the cylinders,” noted technical editor David Beard after coaxing the truck’s onboard fuel-economy monitor into the low single digits while towing a 4000-pound enclosed snowmobile trailer. It takes a lot of energy to get 6781 pounds to 60 mph in 3.8 seconds—a feat we’re happy to repeatedly verify—and even the EPA reckons the 702-hp Ram is good for only 12 mpg combined. The best we’ve seen from a TRX on our 75-mph highway test is 13 mpg. Our truck’s average mpg did receive a boost early on from a 1400-mile road trip from Michigan to Virginia and back. But since then, its miles have come mostly from around-town commuting, occasionally broken up by treks to Northern Michigan, Indiana, and Chicago. We’ve also utilized the remote-start feature to warm it up on frosty mornings—sorry for the wake-up calls, neighbors—and regularly task it with truck chores, such as hauling toys and cargo beds full of firewood. As a result, our average range is down to a mere 330 miles, despite the truck’s large 33.0-gallon fuel tank.[image id=’251dcfe1-d825-4f98-8f5c-1f87a2ad61a9′ mediaId=’2304b2b6-b3bd-49b9-8b48-04357fa1135f’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]This hasn’t soured our outlook, though. “The TRX is an incredible truck,” wrote staff editor Eric Stafford after putting about 2000 miles on our long-termer over the holidays. “Its alpha attitude is undeniably intoxicating, and I doubt anything like it will be offered after this decade.” Associate technical editor Connor Hoffman concurred: “With Stellantis soon killing off the Hellcat engine, what better way to remaster that beast than by implanting it in a half-ton pickup riding on 35-inch tires.” Hoffman also admitted, however, that some owners may tire of the blown 6.2-liter V-8’s prominent supercharger whine and the deep drone of its exhaust on the highway, as well as the somewhat firm ride for a vehicle with more than a foot of front and rear suspension travel. Compared to its main rival, the Ford F-150 Raptor, the big Ram can be more fatiguing to operate, especially when you attempt to squeeze it into a parking garage or an apartment carport. Our advice: Don’t try it. “The TRX is likely to cause claustrophobia in city traffic,” added Stafford. Other drivers have observed that its steering can be heavier at low speeds than it needs to be, and that putting only 550-or-so pounds in the bed—less than half of the TRX’s 1310-pound payload capacity—can cause the truck to squat on its haunches, tipping its headlights up into the eyes of oncoming motorists. [image id=’d4547e59-cbb6-4697-bca9-ade0e6b600a5′ mediaId=’8426a06a-18de-4b71-8015-7133725df81a’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Winter weather has revealed some additional annoyances. Our truck’s $995 Mopar rock rails may protect its rocker panels when off-roading, but they’re also good at collecting mud and slush, making for messy obstacles to navigate when getting into and out of the truck. This is no trivial issue for those short of stature, as the TRX sits quite high up, and the narrow rails work poorly as steps. Director of vehicle testing Dave VanderWerp also observed that even a light dusting of snow can prevent the passive-entry proximity sensors in the door handles from working. And despite the off-road traction of the TRX’s Goodyear Wrangler Territory AT tires, they don’t provide nearly as much grip in snow as their chunky tread blocks suggest. Not that our truck has come even close to being sidelined by the white stuff, but sliding around in something this big, heavy, and powerful is as risky as it is fun, prompting us to look for a more effective set of cold-weather tires. We’ll report on how that search goes in the next update. Fortunately, the Ram’s first scheduled service at 5695 miles—an oil-and-filter change, tire rotation, and inspection that cost us $155—provided an opportunity to address some of our truck’s more important issues, including a suspension-related noise we’d heard coming from its passenger side. The dealer found that the connections for the front and rear anti-roll bar links and the rear track bar were loose and retightened them at no charge. We haven’t heard the noise since. A new software update for the Uconnect touchscreen also was performed, which seems to have corrected some of its glitchiness. But unlike smaller Uconnect systems we’ve experienced, this 12.0-inch unit continues to occasionally freeze up, drop Bluetooth and Apple CarPlay connections, and lock us out of the heated-seat and steering-wheel controls. On the brighter side, the infotainment hiccups have only cost us some of our patience, meaning we have more money to dump into the TRX’s fuel tank. Months in Fleet: 4 months Current Mileage: 10,964 milesAverage Fuel Economy: 10 mpg Fuel Tank Size: 33.0 gal Observed Fuel Range: 330 milesService: $155 Normal Wear: $0 Repair: $0Damage and Destruction: $0 Introduction[image id=’24ddfdea-3fc1-45f3-8721-898e30888b30′ mediaId=’f9c868d8-3e22-4835-bf1c-11aea5203668′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Even casual readers will know that pickup trucks are important around Car and Driver HQ. They ferry testing equipment, haul toys and bodies on far-flung adventures, and generally prove useful in all the ways that trucks are designed to be. They also can be good ol’ fun. Case in point: the supercharged Ram 1500 TRX, which brings a hardcore long-travel suspension and 702 intoxicating horsepower to Ram’s 10Best-winning half-ton pickup. True, we recently put 40,000 miles on one of those—a luxuriously outfitted 2019 model—but the TRX is (almost) as practical as it is exciting, and Toyota has yet to grant us a redesigned Tundra for an extended stay, so here we are, welcoming the most powerful long-term vehicle C/D has ever tested.The TRX nabbed that title from another supercharged vehicle, a 556-hp 2011 Cadillac CTS-V wagon. Despite weighing a crushing 6781 pounds and having more than a foot of suspension travel at both ends, the big Ram is a hulking poster child of contemporary performance. Once our 2022 model’s blown 6.2-liter V-8—702 horses, 650 lb-ft of torque—completed its initial 500-mile break-in period (Ram also recommends avoiding track events and similar abuse for the first 1500 miles), our truck clicked off a launch-control-enabled 3.8-second run to 60 mph and covered the quarter-mile in 12.4 seconds at 110 mph. Those absurd times are in line with what we measured previously, when the TRX vanquished a 2020 Ford F-150 Raptor in a comparison test. The TRX’s 60-mph dash also makes it quicker off the line than some serious performance cars, including our previous 2017 Chevy Corvette Grand Sport and Ford Mustang Shelby GT350 long-termers. It’s worth noting that neither of those vehicles could tow 8100 pounds or had a 1310-pound payload capacity. [image id=’45620c75-bfee-4b09-b23c-e80b7f3b5002′ mediaId=’b927f253-a331-4d62-b451-6836f5ea94fe’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Far less impressive yet wholly unsurprising are our truck’s understeer-inhibited 0.66 g of skidpad grip and its 195-foot stop from 70 mph, both consequences of the TRX’s prodigious mass and 35-inch Goodyear Wrangler Territory AT tires. Also raising zero eyebrows is the TRX’s abysmal 11-mpg average fuel economy thus far—and that’s including a roughly 1400-mile round-trip highway trek from Ann Arbor to Virginia International Raceway (VIR) and back. Even with its big 33.0-gallon fuel tank, the TRX can go only about 360 miles between fill-ups. We accept that there’s no way to enjoy this truck’s potential without burning barrels of gas, but it is a significant cost of ownership. The TRX comes rather nicely equipped at its $75,175 starting price. As many examples are flush with options, we added several to our Granite Crystal Metallic test vehicle, pushing its final ask to $91,030. The most expensive of those extras is the comprehensive TRX Level 2 Equipment Group, a $7750 package that bundles a head-up display, a 19-speaker premium stereo, and heated and ventilated front and rear seats, among other niceties. That package is a bit more expensive than when the TRX debuted, as it now includes a couple of previously separate option groups. Additional highlights include a set of $1895 18-inch beadlock-capable wheels, the $995 Advanced Safety Group with adaptive cruise control, $995 Mopar rock rails under the doors, and a $695 trifold tonneau cover. [image id=’ab8d0246-2a9e-4306-9037-b799873468e0′ mediaId=’db4e4acd-0198-44e4-81a4-23bc26e78ab9′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Although the TRX is a known and highly entertaining quantity, having it around day after day has underscored a few facts. It is a massive thing—80.9 inches tall and 88.0 inches wide—towering over all but our tallest drivers and proving tricky to squeeze into parking spots and garages, even with our truck’s numerous exterior cameras and parking sensors. Which makes it all the more thrilling to feel it rear back and squish you into the seat when you mat the accelerator, the whine from its blower accompanying the beastly V-8 exhaust note that can be heard for blocks. This off-road-oriented truck also impresses with relatively good road manners, owing primarily to its all-coil suspension and sophisticated Bilstein adaptive dampers that keep body motions in check. The steering feels precise for something rolling on such large, heavy tires, making the TRX surprisingly easy to place on the road. [image id=’2ae18b42-723a-4251-a169-95242e62269a’ mediaId=’a1e6a722-2741-44b8-9a4c-bbc22c87ad63′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Still, initial comments in the TRX’s logbook point out that on pavement, the ride is sometimes choppy and not nearly as plush as the latest Raptor’s, particularly with the Ram’s dampers in their stiffest Sport mode. Technical editor David Beard, who helmed the Ram for much of its trip to VIR, also cited the tiring drone from the TRX’s exhaust, which contributes to a 70-decibel sound reading inside the cabin at 70 mph. Before you call us out for being soft, know that we love how this truck bellows with authority by default. But an active exhaust with a quiet mode would be a welcome—and reasonable—addition at this price point. Our other main gripe so far is familiar from our last long-term Ram: glitchy software for the 12.0-inch Uconnect touchscreen, which randomly affects Bluetooth phone pairing and causes the infotainment system to occasionally freeze up. Fortunately, the TRX has enough horsepower to occupy us while we investigate that issue over the coming miles. Months in Fleet: 2 months Current Mileage: 3165 milesAverage Fuel Economy: 11 mpg Fuel Tank Size: 33.0 gal Observed Fuel Range: 360 milesService: $0 Normal Wear: $0 Repair: $0 Damage and Destruction: $0 [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=’0355aaee-4f02-4605-b456-d09207c09e23′ 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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