Car Reviews

Yes, the Audi RS3 has a drift mode. And yes, it allows even the most ham-fisted among us to participate in the sort of cackle-inducing hooliganism that was once exclusive to rear-wheel-drive cars. But really, the trick rear differential that the RS3 shares with the tamer S3 and Volkswagen Golf R is of most benefit on the track, as the stocky sedan’s Nürburgring time of 7:40.8 convincingly suggests.Though the genetics are undeniably obvious, the RS3 has been honed into an altogether different thing this time around, and it’s a lot more serious about extracting lap times. Its brutish looks send the message even before you drive it. Those uniquely flared fenders house 265-mm-section-width tires in the front and 245s in the back. The people at Audi Sport put a lot of thought into making this thing turn. What you can’t see are the RS3’s specific spindles and hubs, front subframe, control arms, or anti-roll bars. Compared to the S3, the front track is two inches wider, and there’s an additional degree of front negative camber (along with an additional half degree of negative camber out back). So, if you were thinking you’d buy an S3 or a Golf R and do some mods here and there to make up the difference, you won’t.
Even if you got close, you’d still be down a cylinder and its half-liter of displacement—not to mention the 2.5-liter’s wonderful character. That Audi builds a five-cylinder at all probably should be celebrated, and this one’s good. Boasting a unique soundtrack and layout in defiance of this era of sameness, the weird and award-winning engine is turbocharged to 401 horsepower at 6500 rpm and 369 pound-feet at 3500 rpm. There’s a little turbo lag at low rpm—it’s nothing egregious, just not the tons-of-torque-right-now tune you’re familiar with from the brand’s boosted four-cylinder engines. In any case, the slight lull is more than made up for at the run to redline, where the RS3 pulls and pulls . . . and pulls . . . and pulls . . . until the upshift.

A seven-speed dual-clutch automatic is the only transmission offered. It’s beefier compared to that of the S3 and shares not a single gear ratio. We caught it a little behind the ball on downshifts more than a few times—it’s best to use the Manual mode if you’re chasing lap times. From there, an open differential sends torque to the front wheels as before, while at the other end of the prop shaft, two independent clutch packs replace the previous single Haldex clutch. By de-clutching the inside rear wheel, the system can effectively direct the rearward torque to the outside wheel, helping to mitigate understeer or instigate the aforementioned drifting antics in the RS Performance drive mode. As before, the front wheels are driven all the while.
In practice, the mechanical trickery provides the best of both worlds. If you dive into a corner with too much speed, that trusty understeer allows an easy save. Alternately, approximate the right entry speed (which for this car is a little hot), punch the gas sooner than you think you should, and let the electronics shuffle torque and pull you out. It pays to drive the RS3 a little ham-fistedly.The steering wheel is just the right thickness and offers precise control. The sheer width of the front tires is easy to discern even through the damping of the electric steering rack, translating to your palms as “brute steamroller,” not “nimble little sedan.” Your job is to confidently yank the wheel, mash the gas, and move on to the next corner.
On the road, the only perceptible tradeoff is the noise those sticky optional Pirellis generate. But if you’re going to take your RS3 to the track—and you should—you’ll probably find it a fair compromise. The suspension seems perfectly damped for road driving, which is a feat given its competence on the track. In Comfort mode, the rebound feels exactly in sync with undulations and depressions, particularly at high speeds. The six-piston calipers and optional 15-inch ceramic front discs of our sample car offer plenty of feel and gobs of stopping power on track while lopping off 22 pounds of unsprung weight to boot. They feel good on the road, too, if a touch grabby. The RS3 will be available later this summer, starting at $59,995. It’s well-equipped as it sits, but there are several temptations. Those include the $5500 Dynamic Plus package with ceramic front brakes, a carbon engine cover, and a 180-mph top speed; $2750 Tech package featuring better nav, traffic-sign recognition, Bang & Olufsen audio, and a head-up display; $2750 Carbon package that dresses up the mirror housings, the spoiler, and side-sill inlays; $1500 RS Design package that gets you a bunch of fluorescent green interior details; $1000 RS Sport exhaust; $750 Black Optic Plus package; Pirelli P Zero Trofeo R rubber for $450; and blind-spot monitoring for $350. So, if you wanted to, you could price your RS3 into $70K-plus territory, but we hardly think that’s necessary to enjoy what the RS3 brings.
Is the RS3 worth it? There’s no question this car been painstakingly optimized for track duty, and the level of attention is rare at this price point. Set up an S3 as close as you can and you’re still spending $50,000. BMW’s M2 is no more, and the Mercedes CLA45, while very similar in price, has one less cylinder and isn’t nearly as serious about turning laps at the track. For the right person, the RS3 might be a value. And if you’re not a track rat? Well, you’re still buying exclusivity.

Specifications

Specifications
2022 Audi RS3Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base RS3 Sedan: $59,995
ENGINE
Turbocharged and intercooled DOHC 20-valve inline 5, aluminum block and head, direct fuel injectionDisplacement: 151 in3, 2480 cm3Power: 401 hp @ 6500 rpmTorque: 369 lb-ft @ 3500 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 103.6 inLength: 178.8 inWidth: 72.9 inHeight: 55.6 inPassenger Volume: 87 ft3Trunk Volume: 8 ft3Curb Weight (C/D est): 3650 lb
PERFORMANCE (C/D EST)
60 mph: 3.6 sec100 mph: 8.9 sec1/4-Mile: 12.0 secTop Speed: 180 mph
EPA FUEL ECONOMY
Combined/City/Highway: 23/20/29 mpg

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Although Lotus is launching its final gas-powered car in the form of the new Emira, the British sports-car maker’s first model, the Seven, is still going strong after Lotus founder Colin Chapman sold the car’s manufacturing rights to Caterham in 1973. Now 49 years later, in heavily evolved form, the Caterham Seven continues to offer an experience that is pretty much that of a four-wheeled motorcycle. While sales in the United States have dwindled to only about 30 cars a year—against a total production of around 650—Caterham’s U.S. fans are enthusiastic enough for the company to export its new 420 Cup model, which we got to experience on the 2.9-mile track at Snetterton in Norfolk, England. It is an appropriate setting as Lotus’s current Hethel HQ is just 15 miles away, but also because the 420 Cup is intended primarily for track use, despite being street legal in Europe. As with previous tests of a Caterham, we can confirm that they are great fun as long as the weather is warm and dry, but categorically not when it turns cold or wet.

The 420 Cup has more in common with the brand’s race cars than its road-going counterparts. It uses a dry-sump 2.0-liter Ford Duratec four-cylinder, which revs to 7600 rpm without complaint as it churns out 210 horsepower and 150 pound-feet of torque. That relatively modest state of tune is intended to strengthen the engine’s longevity and reduce running costs. Power is sent through a standard six-speed sequential transmission made by SADEV, which is operated by a substantial push-pull lever in the center of the cockpit rather than steering-wheel-mounted paddles. It also retains a clutch pedal, though this is mostly only used for starting, downshifting, and slow-speed maneuvering. Power reaches the rear wheels via a mechanical limited-slip differential, and the 420 Cup sits on Bilstein dampers that can be adjusted through 10 steps of stiffness by easy-to-locate click rings. Rolling stock consists of 13-inch track-biased Avon ZZR tires.
Caterham builds two versions of the 420 Cup. The first we sample is the wider, longer, and slightly heavier SV version—known by many of Caterham’s British fans as the “fat boy,” as its chassis has been expanded to help accommodate occupants larger than the malnourished jockeys the original Lotus Seven was seemingly designed for. Ticking the SV box widens the Caterham by 4.3 inches, increases length by 9.9 inches, and adds 55 pounds of mass, but it does give more leg- and elbow room. Still, having to climb through the roll cage to gain access brings a jungle-gym workout to the start of any drive.The cockpit is predictably short of fripperies, with much of the switchgear being old-fashioned toggles laid out in the center of the carbon-fiber dashboard. Caterham has been using these for so long that they seem to have become fashionable again. Instrumentation is by equally traditional dials, though the SV’s diminutive dimensions mean there isn’t enough space to position these in front of the driver, so the fuel, temperature, and oil-pressure gauges are offset in front of the passenger.
The Ford four-banger exhales through a rorty exhaust and revs enthusiastically at the slightest prod, but it’s tractable enough to get the car rolling easily down Snetterton’s pit lane. Even in chunkier SV form, Caterham’s claimed curb weight of just 1290 pounds makes the 420 Cup one of the lightest four-wheeled vehicles on the planet. Yet the madness of today’s relatively stratospheric power outputs means that its raw acceleration doesn’t feel exceptional; its claimed 3.6-second 60-mph time is slower than some of those delivered by modern high-performance SUVs. But if powerful, heavy cars are sledgehammers, the Seven is a scalpel. Just on our out lap the car proved to have huge grip and a willingness to change direction that comes from not having very much mass to turn. The steering feels closer to that of a kart than a conventional car: slack-free and instant in response. The Cup is also able to make what feels like daringly late braking points seem cautiously early. There are few cars that are this quick yet so easy to push to their limits, especially without any kind of electronic safeguard. It’s a joy to play with the varying amounts of adhesion generated by each of the Caterham’s axles, with the differential at the back helping the 420 Cup to progressively tighten its cornering line under power—or to be pushed into modest oversteer without losing pace. The sequential gearbox will upshift with the accelerator floored, and the shift lights on the dash encourage the full use of the available rev range.
This not to say that the 420 Cup is entirely foolproof. The brakes’ lack of anti-lock hardware became apparent when, emboldened by the sheer level of available deceleration, we tried to brake too late for a corner and locked up the front wheels. Similarly, the need to use the clutch while downshifting the sequential gearbox took getting used to and resulted in some chirps of protest from the rear tires. Yet we doubt any other car could make 210 horses feel more exciting. Swapping to the regular-size 420 Cup brings a predictably tighter-fitting cabin. While the reduction in width and weight don’t dramatically transform the driving experience, they do make the car feel wieldier and more willing to turn into tighter corners. We also had the chance to experience how easily the chassis settings can be adjusted and the effect this has on the driving experience. The regular-size car was initially sent out with its dampers set firm and then later pitted for these to be softened through the click-wheel adjusters. This resulted in the Cup losing a noticeable amount of front-end bite, yet its rear gained an amusingly progressive tendency to break away under power.
The 420 Cup will reach the U.S. later this year for use only on the track, an environment it is obviously best suited for. Although pricing has yet to be finalized we can report that in Britain it costs slightly more than the 620 model, which starts at the equivalent of about $65,000. The Seven has lived longer as a Caterham than it did as a Lotus, and almost all of its steady evolution of performance has come from its second parent. The 420 Cup is a very different beast than the 1957 original, a car that featured a live rear axle and was powered by a 40-hp Ford side-valve engine. Yet the same spirit still connects the two ends of this long-lived and wonderfully minimalist sports car.

Specifications

Specifications
2022 Caterham Seven 420 CupVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 0-door convertible
PRICE (C/D EST)
Base: $65,000
ENGINE
DOHC 16-valve inline-4, aluminum block and head, port fuel injectionDisplacement: 122 in3, 1999 cm3Power: 210 hp @ 7600 rpmTorque: 150 lb-ft @ 6300 rpm
TRANSMISSION
6-speed sequential manual
DIMENSIONS
Length: 122.0–131.9 inWidth: 62.0–66.3 inHeight: 42.9–43.9 inCurb Weight (C/D est): 1300–1400 lb
PERFORMANCE (C/D EST)
60 mph: 3.6 sec1/4-Mile: 12.0 secTop Speed: 136 mph

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From the June 2022 issue of Car and Driver.Bentleys are memorable, but possibly not for the reason you’re thinking. Open a Bentayga’s door and, at about the same time you finish marveling at how the weight of the door glides through its detents, out pours the smell. Scent is the sense our brains connect most to memory, and when you take a hit of a Bentayga S, with its leather seats, headliner, and instrument panel, your hippocampus sends you back to that birthday when you got a new wallet.If that wallet is now overstuffed with money, you might be able to afford a Bentayga S like our $269,865 test car. The S denotes the sporty version that comes with gloss-black exterior trim and a Sport mode that drops the air springs down to their second-lowest setting. Imagine André the Giant crouching down, and then congratulate yourself for having a vivid imagination.[image id=’ac0b5499-d755-4c25-b613-0d1813e12b79′ mediaId=’39a06953-9816-44ba-a5d5-e1b1cc8d6ff2′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]HIGHS: A whiff of the leather-lined interior, listening to the audio system, on-demand silence or thunder.[/pullquote]Bentley is happy to remind anyone who’ll listen that the brand won Le Mans a bunch of times nearly 100 years ago, so adding sportiness to its 5439-pound SUV is both a novel approach and an age-old tradition. In its dropped stance, the S irons out curves. Riding on 22-inch wheels fitted with Pirelli P Zero summer tires, it serves up 0.88 g of skidpad grip without much body roll.The S’s twin-turbocharged V-8 gets the same 542 horsepower and 568 pound-feet of torque as it does in the regular Bentayga. That power moves this very special episode of Downton Abbey to 60 mph in 3.5 seconds. The Sport exhaust, standard on the S, gives the driver their own private thunderstorm.[image id=’c909cdcb-5122-40f9-9c15-b5b03c02b0ca’ mediaId=’b038a582-2447-4b9a-82ae-4940db4ea758′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]LOWS: Ride harshness, rear-seat legroom, close relatives cost half as much.[/pullquote]Lay off the thunder pedal and the cabin keeps the outside world far away. Disturbing the peace are the tires smacking in protest as they face Rust Belt roads. Switching to Comfort mode softens the suspension and takes the edge off but leaves the Bentley wallowing. The Bentley mode is a good compromise, though the ride isn’t as plush as the rest of the experience. Rear-seat space is also a bit lacking for something in this league.[image id=’93839f4e-43fb-49c4-acc6-838d80d6bc6f’ mediaId=’3222d508-0207-40a1-b1cc-891eef024ac8′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Built on the same corporate architecture as the Audi Q8, Porsche Cayenne, and Lamborghi­ni Urus, the Bentayga distinguishes itself with its impeccably applied paint and redolent interior—even the carpet feels special. There’s also what is likely the best factory audio system, an $8970 20-speaker, 1920-watt setup from Naim. It inspired an impromptu office party in the parking lot, where we savored an uncompressed version of “In the Air Tonight.”Except for a few Volkswagen parts-bin switches, the Bentley’s materials and features create a very special experience. But it’s the smell that gets you.[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=’92471479-eb77-4e16-a83c-8bfaf96e4432′ 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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How you view the new 2023 Acura Integra is all about context. Through the rose-colored lens of nostalgia, the new Integra may seem like a disappointing follow-up to the past generations so revered by enthusiasts. As a peripheral member of the Honda Civic family, the Integra is a pricey way to combine the Civic’s best elements—the Si’s 200-hp engine, the hatchback body style, and the six-speed manual—in a slightly more upscale package. And against German entry-luxury models such as the Audi A3 and the Mercedes-Benz CLA that Acura claims to be targeting, the Integra is a cheaper alternative with a bit less prestige.This all might sound overly ambitious for what is effectively the replacement for the unassuming ILX. But Acura raised the stakes as soon as it decided to resurrect the Integra name rather than sticking with the alphanumerics that adorn every other model in the lineup. Or maybe the name was just a ploy for attention—which worked, as the internet has been abuzz about the car for months now. Much to Acura’s delight, all this discussion has created plenty of hype. The company says the number of Integra preorders is “exceeding expectations,” although they wouldn’t provide us a specific figure. However, they did say that more than half of the early adopters are choosing the available manual transmission.
In truth, this isn’t some watershed moment for Acura. The Integra follows a similar formula as nearly all other Acura models in recent memory—or even not-so-recent memory—by dressing up familiar Honda components and sticking on a different badge.

Fortunately, the Integra’s Honda bones are fresh, especially compared to the ILX’s generations-old Civic platform and dated powertrain. The Integra is derived from the same platform as the new-for-2022 11th-generation Civic. Its turbocharged 1.5-liter inline-four is from the Civic too. In the Integra, this engine produces the same 200 horsepower and 192 pound-feet of torque as it does in the Civic Si. Acura says the Integra’s body is slightly stiffer than the Civic’s and claims there’s different tuning for the engine software, suspension, and transmissions—which include a continuously variable automatic as well as the six-speed manual.
The Integra also offers the adaptive dampers that the latest Civic Si does without—it appears that Honda removed this feature from the latest Si in order create some separation from the Integra. Regardless, they’re a welcome addition here. When set to either Comfort or Normal mode, they help deliver a cushier ride than the firm Si but in Sport mode serve to make the Integra just about as lively as the Honda. The satisfyingly heavy steering, responsive throttle, and smooth shifter give the Integra an eager and playful feel. Acura says that the stick-shift car weighs just under 3100 pounds—hundreds less than a CLA or A3. Turn-in could be sharper, but unfortunately the Integra doesn’t offer the grippier summer tires that are optional on the Civic Si, instead making do with Continental ProContact all-season rubber. Acura does include a limited-slip differential with the stick, but you’ll have to pay extra for the privilege of shifting for yourself as the $2000 A-Spec and $3000 Technology packages are required in order to unlock the “no-cost” manual option.
We drove the automatic-transmission Integra too. The CVT is just as inoffensive here as it is in the Civic, effectively managing the turbo engine’s broad torque curve and offering simulated shift points to avoid too much droning under heavy throttle. But without the extra engagement that the stick shift brings, the Integra’s relative lack of refinement becomes more obvious. While we appreciate the emphasis on lightness over sound deadening, the Integra could use more isolation, as there’s a fair amount of road noise at highway speeds. The extra racket could make it hard for Acura to win over Audi and Mercedes shoppers on a test drive, even at a lower monthly lease payment. This carries over to the interior, as well, which is pleasant and practical but not exactly richly trimmed. The A-Spec car has some attractive upholstery options, including a red leather-and-faux-suede combo and a white-and-black two-tone setup. But otherwise, the environs feel much like the Civic’s thanks to similar mesh coverings for the air vents and piano-black trim on the center console. Granted, that’s more of a compliment to the Civic’s class-above materials than it is a knock against the Integra. The cargo area is generous, and the Integra’s hatch setup is unique among entry-luxury models. The rear seat, too, is spacious but lacks details such as air vents that we expect in a premium car.
This kind of interior is acceptable at the Integra’s low starting price of $31,895, but the version you really want—the manual-transmission car that comes only in fully loaded spec—stickers for $36,895. Even though the Integra is far better equipped than the Civic Si, we still find it hard to stomach paying more than $8000 extra given the similarities between the two vehicles. And while the Integra looks like a good deal compared to the aforementioned Audi and Mercedes-Benz entries, Acura also has to watch out for other pseudo-luxury models such as the turbocharged Mazda 3, which offers significantly more power than the Integra and arguably a more upscale experience in terms of design and refinement. And so we return to the idea of the Integra in context. Viewed on its own, we like the new Integra. It’s fun to drive, fuel efficient, practical, and decent to look at. But it’s not all that much more compelling than the Civic Si, or even the Sport Touring hatchback, despite costing quite a bit more. And it’s not as luxurious as its German rivals. This is also not the Integra that the Acura faithful were hoping for. To satisfy them, Acura is going to have to conjure up a Type S version with more horsepower and grippier rubber. Such are the perils of high expectations.

Specifications

Specifications
2023 Acura IntegraVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base: $31,895; A-Spec, $33,895; manual, $36,895
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 91 in3, 1498 cm3Power: 200 hp @ 6000 rpmTorque: 192 lb-ft @ 1800 rpm
TRANSMISSIONS
6-speed manual, continuously variable automatic
DIMENSIONS
Wheelbase: 107.7 inLength: 185.8 inWidth: 72.0 inHeight: 55.5 inPassenger Volume: 96 ft3Cargo Volume: 24 ft3Curb Weight (C/D est): 3100–3200 lb
PERFORMANCE (C/D EST)
60 mph: 7.1–7.4 sec1/4-Mile: 15.4–15.7 sec100 mph: 17.2–17.5 secTop Speed: 130–135 mph
EPA FUEL ECONOMY
Combined/City/Highway: 30–33/26–30/36–37 mpg

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Over the course of four model years, the current-generation Ford Expedition has gone from one of the full-size SUV segment’s newest entrants to one of its oldest. With the 2021 redesigns of the Chevrolet Tahoe and GMC Yukon, the rebirth of the Jeep Wagoneer for the 2022 model year, and the imminent arrival of a new 2023 Toyota Sequoia, the aging Expedition now finds itself grouped with the even older Nissan Armada. Rather than rest on laurels, Ford has thoroughly updated the Expedition and its extended Expedition Max counterpart for 2022, donning it with more attractive and memorable front and rear ends, a modern dashboard design, new trim packages, the availability of Ford’s latest infotainment and driver-assist technology, and slightly more power.Expeditious ExpeditionA twin-turbocharged 3.5-liter V-6 continues to power every 2022 Expedition. The engine now produces 380 horsepower (five more than before) in XL STX and XLT trims. Higher-end Limited, King Ranch, and Platinum models get a boost to 400 ponies, which Ford previously reserved only for the Platinum. Check the option box for the Limited’s available Stealth Performance bundle or opt for the off-road-oriented Timberline trim and the output swells to 440 horsepower, a sum shared with the mechanically similar Lincoln Navigator.

Both the Stealth Performance package and the Timberline are new to the Expedition lineup for 2022. The former setup pairs the top powertrain’s additional grunt with model-specific tuning for the suspension and brake pedal, neither of which notably improved the Expedition’s plodding dynamics during our drive on the largely straight, flat, and surprisingly heavily trafficked two-lane roads around Holly, Michigan. But the boosted V-6 and the standard 10-speed automatic transmission gave us little reason to suspect anything amiss about the Stealth Performance package’s straight-line power. The setup shares the minimal turbo lag and the deluge of low-end torque (its 510 lb-ft of twist peaks at 2250 rpm) of its less powerful stablemates. We figure this new configuration should cut a few ticks from the 5.7-second run to 60 mph that we recorded for a 400-hp 2018 Expedition Platinum.
Though the Stealth Performance package’s suspension updates and accompanying adaptive dampers seem to quell excess body motions without noticeably affecting ride quality, the setup fails to make the Expedition any less cumbersome. The regular version’s 210.0-inch length and slow, numb steering exacerbate the Expedition’s unwieldy nature in urban environments.Given its $76,955 cost of entry (nearly $10,000 more than a base Expedition Limited), the Stealth Performance package seems to offer minimal performance enhancements for a hefty premium. Admittedly, this sum also brings a handful of handsome styling details, including black-painted 22-inch wheels, black exterior decor, red-painted brake calipers, and red stitching throughout the cabin. But many of these decorative items are availble with the simpler Stealth package, which costs over $5000 less.
Platinum BluesWe’d wager that those in the market to spend north of $75K on an Expedition should look to the $80,095 Platinum model. Besides ditching the standard analog gauges and 12.0-inch touchscreen infotainment setup for a 12.4-inch digital gauge cluster and a portrait-oriented 15.5-inch touchscreen, the Platinum also includes Ford’s BlueCruise hands-free driving assistant. Unlike the big screens that are optional on a number of other Expedition models, BlueCruise is a Platinum-exclusive feature that allows the driver to cede control of the vehicle on more than 130,000 miles of divided roads at speeds up to 80 mph. In practice, the setup performed as advertised on a short stretch of I-75. Still, BlueCruise remains a step behind General Motors’ Super Cruise, which enables hands-free driving at higher speeds and, in its latest iteration, performs automatic passing maneuvers. (Ford plans to add that latter feature to BlueCruise via an over-the-air update.) Potential high-dollar buyers unmoved by BlueCruise’s capabilities may want to consider stepping up to a fancier full-sizer, such as the $78,330 Lincoln Navigator. Whereas the Expedition’s cabin relies on hard plastics befitting the entry-level $54,315 XL STX’s base price, the Navigator’s high-quality insides look and feel like those of a proper luxury vehicle. Though the Lincoln’s 13.2-inch touchscreen infotainment system lacks some of the pizazz of the Ford’s available display, its landscape orientation and physical buttons make it far easier to operate on the move.
The Expedition’s big screen, on the other hand, relies almost entirely on touch-sensitive on-screen buttons that occasionally require a brief glance to identify, particularly the low-mounted climate-control functions. Of course, sticking to the Expedition’s smaller touchscreen largely eliminates this issue, as it, like the Lincoln, employs physical climate-control and audio switches. Breaking TrailThose bent on buying a 440-hp Expedition may want to set their sights on the new $71,390 Timberline model. Ford limits this trail-friendly trim to the standard-wheelbase version and offers it strictly with four-wheel drive (a $3050 extra on all other Expeditions). Alongside its distinct styling and decor—beefy front and rear bumpers, red tow hooks, black-painted 18-inch wheels, and green interior upholstery with contrasting orange stitching—the Timberline includes a multitude of hardware enhancements that we put to use at Holly Oaks ORV Park.
Despite its girth, the Timberline clambered over rocks and ruts with little drama, its knobby 33-inch Goodyear Wrangler all-terrain tires gripping the trail’s dusty surface as F-150 Raptor–sourced skidplates clanked and clanged against the undulating terrain. As in the Bronco, a Trail Turn Assist function can brake the inside rear wheel to help the Timberline pivot around tight turns. With 10.6 inches of ground clearance plus greater approach, departure, and break-over angles—28.5, 23.7, and 21.9 degrees, respectively—the Timberline ably ascended and descended large rock faces that probably would have hung up its less capable siblings. Meanwhile, its two-speed transfer case and electronically locking rear differential helped this full-size Ford crawl through sand and mud pits with ease. We’re anxious to see how this setup compares to other trail-oriented big rigs, such as the Tahoe Z71, the Yukon AT4, and the Sequoia TRD Pro. While the 2022 Ford Expedition is no longer the young gun in the segment, its revised looks, extra power, additional trim packages, and available hands-free driving tech certainly enhance its appeal, even if its trucklike driving characteristics and middling interior materials remain. In a highly competitive segment, Ford’s full-size SUV remains solidly capable and has even learned a few new tricks.

Specifications

Specifications
2022 Ford ExpeditionVehicle Type: front-engine, rear- or rear/4-wheel-drive, 5–8-passenger, 4-door wagon
PRICE
Expedition, $54,315–$83,145; Expedition Max, $60,380–$85,145
ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, port and direct fuel injectionDisplacement: 213 in3, 3492 cm3Power: 380–440 hp @ 5000 rpmTorque: 470–510 lb-ft @ 2250 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 122.5–131.6 inLength: 210.0–221.9 inWidth: 79.9 inHeight: 76.2–76.6 inPassenger Volume: 172 ft3Cargo Volume: 19–34 ft3Curb Weight (C/D est): 5500–5900 lb
PERFORMANCE (C/D EST)
60 mph: 5.3–5.7 sec1/4-Mile: 13.9–14.3 secTop Speed: 124 mph
EPA FUEL ECONOMY
Combined/City/Highway: 17–19/15–17/19–23 mpg

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Compared to a conventional internal-combustion vehicle, an EV’s fewer moving parts, lack of exhaust ruckus, and firewall of computerized insulation limit its avenues for excitement. Standing out requires bold effort, especially for legacy automakers. BMW hasn’t been shy in embracing that tack, asserting its funky side first with the diminutive i3 hatchback and recently with the iX mid-size luxury SUV. Now the brand’s M performance outfit has gotten hold of the iX to create the new 2023 M60 model, though it serves mostly to buff the model’s image with a $106,095 shine. The iX M60 is not the first electric BWM to get an M variant. (The relatively conventional i4 M50 sedan took that honor.) The iX M60 is not a fully vetted M model in the vein of, say, the M3 or the similarly sized X5 M. It’s a half-step above the xDrive50 version, bringing more power, a firmer chassis setup, and a higher sticker price. Visual differences are minimal, amounting to darkened M60 badges on its tail, blue M-branded brake calipers, and specific wheel designs. But the iX’s angular surface treatment and unmistakable grille already make it a peacock, so that’s probably for the best. On the street, the M60 bristles with technology and status, looking and feeling as expensive as it does futuristic.
The M60’s main draw will be its greater score of electrons, which are converted to a default of 532 horsepower and 749 pound-feet of torque—increases of 16 horses and a big 185 pound-feet over the xDrive50 model. Toggle to Sport mode and the pony count jumps to 610, with a launch-control function temporarily boosting torque to 811 pound-feet. We estimate the M60 should cut 0.7 second from the xDrive50’s 4.0-second 60-mph time. The higher claimed top speed of 155 mph when fitted with optional summer tires (or 130 mph on the standard all-seasons) is less of a factor in markets lacking unrestricted autobahns.

Like the xDrive50, the all-wheel-drive M60 employs BMW’s current-excited AC motors devoid of rare-earth permanent magnets. While both models feature a similar front-axle motor, the M60’s power bump comes from a stronger rear drive unit plus a more powerful inverter. The xDrive50’s lithium-ion battery (105.2-kWh usable capacity) carries over, as does its 11.0-kW onboard charger. As a result, EPA range estimates fall from the xDrive50’s high of 324 miles to a max of 288 miles for the M60 on its standard 21-inch wheels; go for the 22s like on the cars we drove, and it drops to 274 miles. That said, the xDrive50 returned the second-best range we’ve recorded for an EV on our 75-mph highway test, going 290 miles, highlighting the efficiency of BMW’s EV engineering. Hooked to a DC fast-charger, the company says the M60 can draw power at up to 195 kW and go from a 10 to 80 percent charge in 35 minutes.
Hit the road in the M60 and it’s tricky to tell if onlookers view it with approval, disgust, or just plain curiosity (we’d wager a mix of all three.) But it is undoubtedly quick and pulls hard well into triple digits. Still, the xDrive50 model’s already near-immediate response to accelerator prods make it plenty rapid. Gauging the more powerful M60’s wallop is a bit like gauging two similar kicks to the backside. To help further distinguish the M60, BMW partnered with acclaimed film score composer Hans Zimmer on a model-specific soundtrack that’s tied to the car’s Sport mode or selectable via its customizable setup. Depending on your views, such sound profiles are either welcomingly invigorating or annoyingly gimmicky. But we did find the M60’s synthesized whirring to be effective at conjuring visions of speeder bikes zipping through the Star Wars universe. Additional theatrical arrangements—Expressive and Relax modes—will come via over-the-air updates. Far more impressive is the iX’s adaptive regenerative braking mode, which uses the car’s sensors, cameras, and GPS data to choose the best means for conserving and recouping energy, depending on the situation. Lift off the right pedal on the highway and the M60 will effortlessly coast with minimal deceleration, yet it smartly reverts to one-pedal operation when traffic snarls to a stop in city centers. Combined with the iX’s seriously quiet cabin, augmented reality navigation, and the improved usability of BMW’s expansive curved-dash infotainment display, the M60 is a comfortable—and comforting—way to cover miles.
If those miles turn twisty, the M60 also features slightly stiffer front and rear anti-roll bars compared to the xDrive50 model, providing it with marginally better body control at a small expense to ride comfort, at least on the 22-inch wheels. But that’s the extent of the handling updates, as the M60’s standard air springs and rear-wheel-steering system can be optioned on the xDrive50 with the $1600 Dynamic Handling package (both models feature standard adaptive dampers). Though the iX’s variable-ratio steering remains agreeably direct, if somewhat muted in conversation, the biggest helpers to the M60’s cornering ability are its optional summer rubber and its inherently low center of gravity brought by the low-mounted battery. The similarities between the M60 and the xDrive50, together with the $21,900 separating their base prices, ultimately give us pause about this new iX model. True, the top-of-the-line version packs a greater punch, a few extra tricks, and more standard equipment. But it drives awfully similarly to the xDrive50, which has more range and can be optioned to near parity (the loaded iX xDrive50 we tested cost $104,020). As much as we appreciate more speed, we wish the iX’s M badge added more to the M60’s experience.

Specifications

Specifications
2023 BMW iX M60Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $106,095
POWERTRAIN
Front Motor: current-excited synchronous AC, 255 hpRear Motor: current-excited synchronous AC, 483 hpCombined Power: 610 hpCombined Torque: 811 lb-ftBattery Pack: liquid-cooled lithium-ion, 105.2 kWhOnboard Charger: 11.0 kWTransmissions, F/R: direct-drives
DIMENSIONS
Wheelbase: 118.1 inLength: 195.0 inWidth: 77.4 inHeight: 66.8 inPassenger Volume: 112 ft3Cargo Volume: 36 ft3Curb Weight (C/D est): 5800 lb
PERFORMANCE (C/D EST)
60 mph: 3.3 sec100 mph: 8.8 sec1/4-Mile: 11.7 secTop Speed: 130¬–155 mph
EPA FUEL ECONOMY
Combined/City/Highway: 77–78/76–77/80 MPGeRange: 274–288 mi

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The diesel-emissions scandal is fading from public consciousness, but the repercussions are far from over. The chief one for Volkswagen is a big push into EVs, and the models on its MEB platform are a key part of this strategy. In the U.S., the ID.4 crossover is VW’s most important EV offering, and now in Europe, VW has added a sporty variant called the ID.5. Volkswagen’s EV “coupe” follows similar offerings from its corporate siblings, the Audi Q4 e-tron Sportback and the Skoda Enyaq Coupé, which ride on the same platform.When you buy a coupe, you might deal with slightly diminished practicality but expect a payoff of visual excitement. Unfortunately, here the ID.5 falls flat on its dull face—which, in fact, is unchanged from the ID.4. The ID.5’s roofline is somewhat lower and more sloped, but since the ID.4 looks somewhat coupelike itself, the ID.5 design doesn’t mark a major change when viewed in profile either. The taillights are identical too. Only the liftgate looks truly different thanks to a prominent spoiler.

Volkswagen

Inside, the ID.5’s dashboard is lifted straight from the ID.4. The infotainment system has a 12-inch display and could be more intuitive. A touch slider controls volume, and some important functions—such as turning off the irksome lane-keeping assistant—are hidden in submenus. The electronic gear selector requires you to push away (or forward) for Drive instead of pulling back, which takes some getting used to. (We’re told the setup, which is the opposite of a conventional automatic transmission, was the subject of intense internal debate at VW.)But there are many good ideas in this car too. A plug-and-charge function does away with the need for a separate RFID tag, app, or charging card—the billing runs via VW’s own We Charge. In Europe, Volkswagen’s system is recognized by many major charging networks such as Ionity, Aral, BP, E.ON, and Enel, as well as Iberdrola and Eviny, with more to come.

Volkswagen

On the road, the ID.5’s Travel Assist adaptive cruise control keeps the car centered in its lane, adjusts to speed limits or bends, and maintains a safe distance from the vehicle ahead. Parking can be automated too: In addition to the usual automatic steering, accelerating, and braking when pulling into or leaving a parking space, the ID.5 can remember a path of up to around 50 yards below 25 mph, such as pulling into a narrow driveway or a tight garage. Once you have parked yourself and stored the process, the vehicle can repeat the parking maneuver it has learned, while the driver only has to monitor the proceedings.The 77.0-kWh battery can now be charged with 135 kW, up from 125 kW. For a standard charge from 5 to 80 percent, this should save up to nine minutes. And the e-route planner, which offers multistop planning via the 12-inch touchscreen, has become smarter and full of clever details. For example, the route planning can suggest two short faster charges instead of one long lower-power charge.

Volkswagen

As on the ID.4, rear-wheel drive is standard on the ID.5. The GTX model we drove comes with all-wheel drive. It is fitted with an asynchronous motor at the front axle and a synchronous motor at the rear. With 295 horsepower (same as in the all-wheel-drive ID.4), the powertrain provides quick response despite the ID.5’s considerable heft. The GTX gets to 62 mph in a claimed 6.3 seconds, and unlike the rear-wheel-drive model, it doesn’t let up until reaching its top speed, governed at a modest 112 mph. The brake regeneration is adjustable—to an extent. In the Sport setting, turning it off is impossible, which is a shame, as some drivers prefer their EVs to coast when the accelerator is lifted.Handling is pleasantly agile, and the software has been fine-tuned to whisk this portly EV around corners with astonishing agility. There is considerable body roll, but understeer has been virtually eliminated. The emphasis is still on comfort, though, and those who hope that the GTX moniker could indicate an analogy to the gasoline-powered GTI models will be in for disappointment.

Volkswagen

One thing we particularly like about the GTX version is the blue vinyl decor accentuated by red stitching on the doors and dashboard. The color and trim provide a pretty and saving element in an otherwise generic and uninspired interior. The ID.5 GTX is currently the VW brand’s ultimate expression of this platform, and it doesn’t come cheap. Has VW cut too many corners in creating meaningful differentiation from the ID.4? We think so, and evidently, Volkswagen of America agrees. We’re told the ID.5 won’t be offered in the U.S. market.

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The 2022 McLaren 765LT Spider hits hard. Horsepower? Several herds worth, 755 equines stampeding from the twin-turbo 4.0-liter V-8. Torque? 590 pound-feet, enough to get your undies in a twist with you still in ’em. McLaren says it will do zero to 60 in 2.7 seconds, run a 10-second quarter-mile, and hit a top speed of 205 mph. We have no reason to doubt those claims for the convertible as the 765LT coupe version set a top-speed record during Lightning Lap 2021. The Spider is a tiny bit heavier and a tiny bit softer, but it’s clear from the first fast corner that it’s as quick and violent as you’d expect from a performance-focused upgrade of McLaren’s well-rounded 720S. What you might not predict from perusing the spec sheet is that the McLaren 765LT Spider can be driven through the mountains with one hand while crying. This is not normally part of our supercar testing procedure, but soft-close dihedral doors also hit hard when your fingers are in the way. Impressive latch on that car. If you’re one of the cool Malibu teens who saw this happen, please don’t post it on TikTok, we hurt enough as is. Thankfully, the cupholders are waterproof, which meant they could, and did, work as an impromptu ice bath for the drive home. [image id=’8508406f-e046-4280-8d44-b635f9803bb7′ mediaId=’1f7878a9-e3f1-4d9e-939b-145d22e15b61′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]McLaren’s LT models are spiritual successors to the F1 GTR Longtail, the recipe being to take an already-bonkers supercar, pull weight out, enhance the aerodynamics, pump up the power, and make the result somehow street-legal—and in the case of the 765LT, downright streetable. An F1 GTR would have been far more difficult to pilot with one fist in a cup of ice, what with the manual transmission and the center seating position and the notably firm steering. Our 1994 review of the F1 mentioned that it took both hands just to get into the driver’s seat. The 765LT didn’t love puttering through the hills at sobbing speed, but it stayed the course, no tramlining or lurching. It’s also easier to get in and out of than an F1, both physically and financially. The base price is a cool $382,500, but the finger-chomping car we drove came with a $507,420 price tag, a bargain compared to the $20-plus mil you’d need to get close enough to an F1 to slam the door on your hand. But enough about that, we did have a full day in the Spider with both hands on the reins, and—boy howdy—this thing is a ride. [editoriallinks id=’c144a278-3c86-4080-aa48-5f0570b4dea6′ align=’left’][/editoriallinks]As its name suggests, the 765LT Spider is longer in the rear than a 720S. Only a smidge, though: The tail end grew by 0.4 inch, while the front gained 1.9 inches. Apparently, “McLaren Longnose” doesn’t have the same marketing cachet. The elongated bodywork is tunneled and twisted like the inside of an anthill, every edge a stern command to nearby air molecules as to when they should enter, exit, and move along there, buddy. Hardcore aero isn’t always pretty, but the 765LT has the hypnotic grace of a Utah slot canyon with its jutting front splitter, delicately bridged headlight sockets, cavernous door hollows, and honeycomb-pocked metal-mesh rear. One wants to explore its overhangs, spelunk in its scoops. It’s more interesting than the 720S, more organic than the sharp-angled Senna. [image id=’b911ed27-f725-4331-ba14-284529f366de’ mediaId=’3fa1cb97-40fb-4569-bb87-b9c3d64f239b’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]On the weight-loss front, McLaren says the Spider, at its trimmest, is 3060 pounds. To achieve that, it uses titanium for the exhaust, thinner glass in the windows, barely-there carbon fiber for the center tunnel, ditches the carpet altogether, and comes with no stereo or air conditioning. As is usually the case with lightweighted cars, the last two features can be added back in at no extra charge. For a combined weight penalty of 25.3 pounds, it would take a more dedicated purist than us to go without. If you did, though, you’d end up with a convertible that’s 176 pounds lighter than the 720S Spider and 108 pounds heavier than the 765LT coupe. We happily settled for being a claimed 130 pounds heavier than the coupe and blowing cold air across the open, sunlit cabin. Let’s just give it the beans real quick and—oh, yeah, that’s the stuff. You can’t see the flames shooting out of the high-mounted exhaust, but you can feel them in your soul as you rattle through the seven-speed dual-clutch gearbox, taking full advantage of the dumb-but-entertaining “limit downshift” feature. On most paddle-shifted cars, a too-early downshift request would be denied, but the new setting throws a few bounces off the limiter as the revs drop to a safe shift point. It makes the Spider sound as if it’s setting everything behind you aflame. Maybe we’d leave out the stereo after all—who needs it when you can listen to the sharp cracks and rising whine of a twin-turbo troublemaker? [image id=’b61fd7b7-6ce4-474f-993d-4c9ef895b7ca’ mediaId=’9620939d-b9b8-49e0-83b0-4ca684db0390′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][editoriallinks id=’59ab95f6-3f00-45a4-9c62-71c41c17f1e6′ align=’left’][/editoriallinks]Lower the top, and it feels as if the powerplant is in the passenger seat. The roof goes down in 11 seconds, at speeds up to 31 mph (so, barely off idle). For our vampire readers who want engine noise without sunshine, the rear window can be lowered to allow all the rage and none of the rays inside. With the top up and windows down, the McLaren still manages a summer airiness. As supercars go, it has decent visibility, with transparent panels in the roof pillars and wide side windows. The biggest blind spot is under braking, when the active wing flips up, blocking out the mirror like a sudden solar eclipse. Sightlines over that wing when it’s in its downforce position or its lowest top-speed setting are good, thanks to a little notch in the center, which has the added benefit of keeping your pricey carbon fiber from getting toasted by the fire-spitting tailpipes. It also, to quote McLaren designer Rob Melville, “looks badass.” To get equally badass performance levels required more than just adding boost to the 720S’s engine—which already was no slouch. McLaren upgraded the internals, including pistons and gaskets; changed the ECU and fuel system to move more gas through; and reworked the exhaust system to minimize backpressure. Adding power wasn’t enough, though. The goal was to add drama, so the transmission ratios are all closer together than they are in the 720S. The result is a machine-gun snap of shifts in rapid succession. That would normally require heavier physical gears to handle the increased stress, but McLaren chose a stronger, lightweight alloy used in Formula 1 racing for the internals to avoid adding extra rotating mass. [image id=’a6616bf3-8a70-4d60-8a51-2dddbcd5b505′ mediaId=’c5e4e316-7957-4579-b958-2598781537db’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Racing tech came into play again to cool the brakes, which are fed air via F1-inspired caliper cooling ducts that can lower pad temperatures by 50 degrees during hard track use. The calipers themselves are monoblock units from the Senna, and if you want the Senna’s full carbon-ceramic-disc setup, as was on our test car, it can be yours for $18,030. Between the big discs and the wing air brake, the Spider felt capable of Looney Tunes Road Runner stops, sliding right to the edge of the cliff while watching Wile E. overshoot it and frantically backpedal. It’s massive overkill for street driving, but then, everything about this car is.McLaren reworked the suspension for a firmer, more connected ride. The front and rear spring rates are higher than in the 720S, and both the physical dampers and the software that controls them were recalibrated to the 765LT Spider’s lighter weight and more focused mission. In Comfort mode, you can feel the bumps, but they don’t break through. In Sport and Track modes, it’s like walking through your living room in stocking feet after someone scattered Lego blocks across the floor. It’s terrible—don’t bother unless you’re on a track. [image id=’fae43e8e-948d-4c64-b80e-06f4563c8b78′ mediaId=’b630b669-98d2-45d9-ab04-e719897082d1′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]On the other hand, dial up the engine settings—which are separate from the suspension—and you get instant throttle response and the aforementioned rear flames, so don’t sleep on that Active button to unlock the mode options. An added bonus: Calling up Track mode triggers a transformation in the gauge cluster, as the larger display tucks away into a narrow band like a periscope sight, leaving only the essentials of rpm, speed, and gear. The rotating cluster is the most exciting element in the 765LT’s interior. It’s purposely bare-bones, mostly faux suede and exposed carbon weave. There is a backup camera, a blessing in parking lots, although it’s predictably difficult to see when the top is down in bright sun. There are cupholders, as previously mentioned. The seats, another Senna trickle-down, are not unbearable, but you wouldn’t settle into them for the evening with a cuppa and a novel. It’s best to keep yourself amped on adrenaline to avoid thinking too much about creature comforts. Luckily, adrenaline rushes are just a squeeze of a pedal away. [image id=’350b77f5-ed5e-4a11-bb4c-303a95b6d370′ mediaId=’c47d3188-fa22-4fb0-a169-801ed49596c9′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Flat-footing the Spider once is easy. Doing it a second time is like returning to the scene of an electric shock. Guts get watery and life insurance policies are considered. The only thing working harder than your nervous system is the traction management that catches your wheelspin through every gear and keeps the Spider moving forward in a straight line and, even more miraculously, around corners. One expects to come to a stop and find the 10-spoke wheels melted into a lightweight spiral, dripping superheated rubber into a Pirelli puddle, but there they are, barely warm, dappled here and there with one of the few bits of gravel that didn’t get thrown up into the cooling ducts in the door. When you open it, a small avalanche of pebbles lands at your feet, an offering to the gods of asphalt. There is nothing sensible about the 765LT Spider. It’s an invitation to trouble with minimal comfort along the way. Driving it around town will have you constantly scrambling for the nose lift, and when you get on level ground it will spit rocks at your friends. It will wake up all your neighbors when you start it, and it probably calls them late at night and breathes heavy into the phone. It’s not an impossible street car, but it sure isn’t polite and easy. That’s part of its charm. Some people ride horses, others ride bulls. And they do it with one hand. [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=’6e9c524b-eae9-497b-8e06-1693bf0fa447′ 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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