Car Reviews

There’s no shortage of tech startups with ambitious plans to build electric vehicles, with varying degrees of hype and flakiness. Lucid Motors is one of these emerging young brands, and while its first product, the 2022 Air luxury sedan, features its fair share of gadgetry and design dazzle, it’s also an impressive example of what can result when tech dweebs and car nerds collaborate.The Lucid Air made its debut as the limited-production Dream Edition, which has since sold out, and now is in the process of fleshing out the lineup. We sampled the now-top-spec Grand Touring Performance near Lucid’s headquarters in Newark, California, and tested the next-rung-down Grand Touring back home in Michigan. Lower-cost Touring and Pure trims are set to join the lineup by the end of the year, but for now the $140,500 Grand Touring is the most affordable variant. Lucid has since increased the price of the Grand Touring model to $155,650, but only on orders received after June 1, 2022.Impressive RangeFor that six-figure outlay, you get a four-door EV sedan with a luxuriously trimmed cabin, 819 horsepower, all-wheel drive, and an EPA-estimated driving range that’s far and away the most generous among EVs. The special sauce is Lucid’s innovative battery pack (112.0-kWh capacity in the Grand Touring) and its super-aerodynamic design, which allows it to achieve up to an estimated 516 miles per charge when equipped with the standard 19-inch wheels. (The optional 21-inch wheels reduce that to 469 miles.) In our 75-mph highway range test, our Grand Touring test car (on 19s) managed 410 miles—considerably less than the EPA number, but still the best result of any EV we’ve ever tested, and the first to top 400 miles.The $180,500 Grand Touring Performance entices with 1050 horsepower, but even with its slightly larger 118.0-kWh battery pack, its EPA range estimate is lower at 446 miles. Twenty-one-inch wheels wearing summer tires are standard here, which contributes to the reduced range, but the additional power potential from the electric motors is also partially to blame. HIGHS: The EV range champ, a surfeit of power, striking design.Charging is quick in both Grand Touring models, and Lucid estimates that on a DC fast-charging connection, 300 miles can be added to the battery in just 21 minutes. When we did our fast-charging test from 10 to 90 percent charge on an Air Dream, it took 46 minutes at an average rate of 135 kW, the fastest we had ever measured. Home charging is slower, naturally, but the Air can accept the highest rate of Level 2 charging, 19.2 kW, assuming your house is wired to give at that rate, which can add about 75 miles for every hour the car is plugged in.Powerful PerformanceBoth models are powered by a dual electric motor powertrain, and Lucid claims the more powerful Performance version can hit 60 mph in 2.6 seconds. (The slightly more powerful Dream Edition Performance model did exactly that when we tested it earlier this year.) The 819-hp Grand Touring, meanwhile, hit 60 mph in 3.0 seconds flat at our test track. Merely feathering the accelerator pedal moves either Lucid forward without delay, but the Performance is noticeably punchier. A launch-control feature allows the driver to easily unlock the car’s maximum capability for straight-line performance: First select Sprint mode, then simply hold your left foot on the brake and mat the go pedal until the telltale blue-bear logo appears on the gauge display. Release the brake, and the car rockets forward with a whoosh and virtually no wheelspin.Lucid’s Dream, Analyzed with C/D’s Testing:The Air’s road manners are refined and borderline athletic. It’s not as sharp as the Porsche Taycan, and its width makes it feel less nimble than an Audi e-tron GT. The 0.82 g of grip on the 19-inch all-season range tire also falls well short of those cars, whereas the previous Dream Edition we tested on the summer 21s did 0.92 g. But the Grand Touring nonetheless offers a compelling blend of comfort and sport. Three driving modes alter the car’s suspension, steering, and powertrain to a surprising degree. Smooth mode, the Air’s most comfortable setting, sets the dampers to soak up bumps as much as possible and limits the horsepower to help preserve range. Swift and Sprint modes are where things get more interesting, with the latter unlocking the maximum horsepower. The dampers are firmed up in these settings for better handling, and the steering dials in a bit more heft as well as some road feel that’s largely absent in the default Smooth mode.No matter the setting, the Air’s brake pedal feels squishy through the initial bit of travel before firming up as the pads bite at the rotors. Luckily, the Air’s two regenerative braking modes—Standard and High—both are aggressive enough so that drivers can avoid touching the brakes the majority of the time, although some drivers might welcome a less regenerative coast mode. The Air Grand Touring’s 193-foot stop from 70 mph, though, is a disappointing performance, some 30 feet longer than that from the summer-tire-equipped Dream.High StyleThe Air’s design to a large degree is both aesthetically pleasing and thoughtful. The front- and rear-seat passenger compartments are more spacious than expected, and interior materials are both premium and contemporary, with soft nappa-leather upholstery and textile-covered dash panels. Cleverly located storage bins, including one hidden beneath the lower infotainment display screen, provide ample places to stash smaller items, and the Air’s cargo capacity is adequate thanks to a deep well under the car’s hood and a wide-mouthed, if somewhat awkwardly accessed, trunk. LOWS: Broiling under glass, body squeaks and creaks, work-in-progress infotainment software.Missteps are few, but they include a wireless charging pad that could accommodate an iPhone 13 Pro Max only when the phone was inserted caseless and upside down. Similar to the Tesla Model X SUV, the Lucid Air’s windshield runs uninterrupted up and over the roof, creating a wide-open view for everyone inside. This type of vehicular showmanship is sure to impress prospective buyers when they first slide behind the wheel, but the wow factor quickly becomes a sweat-on-the-brow factor when the car sits in the sun. Unfinished InfotainmentTo match the Air’s cutting-edge electric powertrain, Lucid has installed an equally impressive infotainment system, but its software is still a work in progress. The curved 34.0-inch display and onscreen graphics give the interface a high-end look, but the software occasionally lags, and accessing simple features sometimes requires wading through submenus. Lucid assures us that enhancements are on the way via over-the-air updates and says that as many as 17 updates have already been pushed out to customer cars since the Air’s launch. Apple CarPlay and Android Auto are on the list to be added to the infotainment system but haven’t yet been enabled. The unfinished nature of the infotainment software combined with some body creaks and squeaks remind us that this is an early-build car from a brand-new automaker.Still, as a first stab at luxury EV motoring, the Lucid Air is a mighty impressive piece with many traits both car enthusiasts and technology aficionados will appreciate. Lucid, for the most part, has avoided the temptation of stunt engineering and instead focused on creating a groundbreaking electric car with excellence rooted in performance and efficiency. SpecificationsSpecifications
2022 Lucid Air Grand TouringVehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $140,500/$140,500 Options: none
POWERTRAIN
Front Motor: permanent-magnet synchronous AC Rear Motor: permanent-magnet synchronous AC Combined Power: 819 hpCombined Torque: 885 lb-ftBattery Pack: liquid-cooled lithium-ion, 112.0 kWhOnboard Charger: 19.2 kWTransmissions, F/R: direct-drives
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 15.0-in vented disc/14.8-in vented discTires: Pirelli P Zero All Season Elect245/45R-19 102Y M+S LM1
DIMENSIONS
Wheelbase: 116.5 inLength: 195.9 inWidth: 76.2 inHeight: 55.4 inPassenger Volume: 103 ft3Cargo Volume: 32 ft3Curb Weight: 5212 lb
C/D TEST RESULTS
60 mph: 3.0 sec100 mph: 6.0 sec130 mph: 10.3 sec1/4-Mile: 10.7 sec @ 132 mph150 mph: 14.3 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.7 secTop Gear, 30–50 mph: 1.6 secTop Gear, 50–70 mph: 2.1 secTop Speed (gov ltd): 173 mphBraking, 70–0 mph: 193 ftBraking, 100–0 mph: 385 ftRoadholding, 300-ft Skidpad: 0.82 g
C/D FUEL ECONOMY
Observed: 82 MPGe75-mph Highway Range: 410 mi
EPA FUEL ECONOMY
Combined/City/Highway: 131/130/132 MPGeRange: 516 mi
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From the April 1995 issue of Car and Driver.Some fat-cat execs in Detroit may not want you to know about a ball-and-­chain limiting the size of Japanese cars, lest you take pity and buy one of them. But we’ll tell you: an old Japanese tax law penalizing cars wider than 66.5 inches is responsible for the diminutive width of many Japanese assembly lines, and so the width and interior volume of cars from those lines are correspondingly wee. The only U.S. car approaching this narrowness is the Ford Escort. The roomy Nissan Maxima broke the 66.5-inch mold in 1988, principally because it was destined to be sold only in the U.S. The Acura Legend, the Lexus LS400, and the Infiniti Q45 all followed suit. Eventually, even the Toy­ota Camry went wide. But many other Japanese cars are still based on the old 66.5-inch tooling, even after a change in the tax law favored wider cars. The Toyota Avalon now joins the select list of larger Japanese-brand cars. The Kentucky-built Avalon is based on a Camry platform that’s been stretched 2.4 inches, and it contains other Camry front-­drive parts.More About the New 2023 Toyota CrownWhy a bigger Toyota? Toyota says baby-rearing baby boomers need some­thing larger than a Camry or even a Lexus LS400 now that their broods are closer to the lanky teen years. The Avalon looks and feels larger than a Camry. At 107.1 inches, the wheelbase is four inches longer. The rear track has been widened an inch to 60.0 inches (the 61-inch front track carries over from the Camry). The Avalon, however, is just half an inch wider than a Camry, at 70.3 inches.The Avalon has the roomiest interior of any car of Japanese origin—bigger inside than a Lexus or an Infiniti. Yet at $23, 155, the Avalon costs only half as much as those big luxury cars. The Avalon’s rear seat is larger than that of the $1100-less-expensive Nissan Maxima, a class leader in space. Tall guys can cross their legs like Warren Beatty while seated in the back of the Avalon. The only roomier cars are the Saab 9000, the long Chrysler LHs, the big Ford rear-drivers, and the GM full-size sedans. Several of the American-brand cars cost less than the Avalon, too. Of course, crossing your legs in the back of a car may be priority No. 29 on your shop­per’s checklist. But it gives you an idea of the room available. Ken Hanna|Car and DriverHIGHS: The utterly smooth ride and high-quality fit and finish of a Camry. The Avalon’s rear seat is big enough to make you feel smaller, and there is space above rear passengers’ heads even while they’re getting in or out. Knee and foot space is generous; comfort and visibility back there are likewise notable. We were surprised just how much the rear quarter­-windows aid visibility for rear passengers. You can put a third passenger in the center of the rear seats, but the knees of anyone long-legged will hit the front seats. The Avalon comes in two seating configurations—five-passenger or six-pas­senger—and two trim levels. Our five-seat (front-bucket-equipped) XL test car weighed 3271 pounds. Toyota says that’s just 22 pounds more than a similarly equipped Camry LE V-6. A six-seat (front­-bench-equipped) Avalon adds another 22 pounds. These weight differences are not enough to noticeably affect performance. Ken Hanna|Car and DriverThe Camry’s 3.0-liter V-6 powers the Avalon, but it has retuned manifolds that bump horsepower from 188 to 192 and torque from 203 to 210 pound-feet.Our Avalon accelerated better than the last Camry XLE we tested because the bigger car has shorter final-drive gearing. Sur­prisingly, the Avalon’s EPA fuel economy ratings are better than the Camry’s. Toy­ota says that’s because the Avalon is slicker to the wind, even though it sits an inch taller and 0.6 inch wider than a Camry. The Avalon is rated at 20 mpg on the EPA city cycle, while the Camry V-6 returns 18 mpg. We observed 18 mpg in all conditions with the Avalon.The Avalon uses the same electroni­cally controlled four-speed automatic transmission as the Camry, with “normal” and “power” modes, but this feature is not essential for squeezing maximum perfor­mance from the engine: full-throttle shifts occur in both modes at the 6250-rpm red­line. In fourth gear, the engine loafs along at a perfectly relaxed 3000 rpm at 85 mph. LOWS: Bland styling, over-assisted steering. Acceleration is smooth and controlled, with little torque-steer even when the front wheels are turned. But traction feels noticeably inferior to a Camry’s. The weight distribution of the Avalon is iden­tical to that of a similarly equipped Camry, so we’ll say the tire compounds on our test car, plus the Avalon’s shorter final-drive gearing, caused the extra wheelspin. The same problem exists here that we encountered with the V-6–powered Honda Accord: making a great sedan bigger or heavier doesn’t guarantee it will retain all of its great qualities. The Avalon feels more softly sprung than a Camry, and therefore heavier, even though it’s not. In corners, the Avalon generates 0.81 g, which is slightly better than the grip a Camry offers. Ken Hanna|Car and DriverSome elements inside the Avalon lead you to believe it was “parts-shelf” engineered (meaning put together from exist­ing pieces and therefore less expensive to develop). The Lexus-like center console, which is standard on five-seat Avalon models, and the cupholder would be patent infringements if found on any other brand; likewise with the cruise-control switch.We did notice some un-Lexus-like vibrations in the instrument panel on our test car, but only when we drove on wash­board surfaces and over small bumps. VERDICT: Toyota creates a Buick, and it’s a good one. The trunk is usefully big, with nice car­pet lining that discourages messy loads. Liftover is moderately high, and the tail­lights block some of the trunk access. Also, there’s no cargo net, suggesting that even the Avalon’s healthy level of roadholding won’t be fully exploited by the driver. The Avalon family obviously doesn’t ski, since there’s no pass-through from the trunk to the back seat. When Lexus, Toyota’s luxury division, was created in 1988, Toyota said one goal was to lure back committed buyers of smaller Toyotas. These folks had been graduating to European cars and Acuras when they got older and richer. May we suggest that some Toyota fans must have moved into Buicks, too, because the soft-­riding Avalon seems to share ride traits with that GM division’s cars. Translation: the Avalon is not a sporty, exciting sedan, but it’s a great big car. This is the car you recommend to a neighbor who doesn’t much like driving. He’ll never complain about the Avalon, and he won’t be a mov­ing roadblock on the highway, either.Counterpoints”Choosing between that Avalon and a Camry is like choosing between Detroit and Cleveland,” Berg told me before I took it home. Well, he’s half right. In SE trim, the Camry does have a hint of rock ‘n’ roll about it. The Avalon doesn’t have a drop of soul though, not a heart-fluttering line or movement. The lone indication of any possible fun is on the Caprice-like dash. Push the “ECT POWER” switch and the objects outside your window go by slightly faster. It’s another well-executed Toyota—but if the Camry could be desexed, this would be the result. —Martin Padgett Jr.Okay, so it isn’t a breathtaking face, but neither is Meryl Streep’s, and she manages to exude a fair whack of refinement and sophistication. Ditto the Avalon, the Cressida for the coming millennium. This is the Caprice that GM wishes it had built. I remember driving a Lexus ES300 to the Dearborn Hyatt, where the parking valet said to me: “Hey, man, you know this Lexus you’re driving is actually a disguised Toyota?” I want to roll up in the Avalon and tell him, “Hey man, you know this Toyota I’m driving is actually a disguised Lexus?” —John PhillipsHmmm. Toyota launches a full-size vehicle into a domestic-dominated market; it offers higher build quality than its yankee rivals but at a substantial price premium; and the biggest engine you can get is a V-6. It’s like T100 pickup déjà vu all over again. Avalon sales may follow the T100’s lead, too. Its high price and arch-conservative styling pit it against big, old people’s sedans, like the Buick Roadmaster, but inside there’s less hip and shoulder room than in a Chevy Lumina. To me that spells identity crisis—and sales trouble. —Frank MarkusSpecificationsSpecifications
1995 Toyota Avalon XLVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $23,155/$25,689Options: anti-lock brakes, $950; power seats, $780; alloy wheels, $420; sound syst4em upgrade, $240; floor and trunk mats, $144
ENGINE
DOHC 24-valve V-6, aluminum block and heads, Toyota with port fuel injectionDisplacement: 183 in3, 2995 cm3Power (SAE net): 192 hp @ 5200 rpmTorque (SAE net): 210 lb-ft @ 4400 rpm
TRANSMISSION
4-speed automatic with lockup torque converter
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 10.7-in vented disc/11.4-in discTires: Bridgestone Potenza RE92P205/65HR-15
DIMENSIONS
Wheelbase: 107.1 inLength: 190.2 inWidth: 70.3 inHeight: 56.1 inPassenger Volume: 106 ft3Trunk Volume: 15 ft3Curb Weight: 3271 lb
C/D TEST RESULTS
60 mph: 7.5 sec1/4-Mile: 15.7 sec @ 89 mph100 mph: 21.0 sec120 mph: 38.5 secRolling Start, 5–60 mph: 7.7 secTop Gear, 30–50 mph: 3.6 secTop Gear, 50–70 mph: 4.6 secTop Speed (drag ltd): 130 mphBraking, 70–0 mph: 175 ftRoadholding, 300-ft Skidpad: 0.81 g
C/D FUEL ECONOMY
Observed: 18 mpg
EPA FUEL ECONOMY
City/Highway: 20/28 mpg
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

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

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

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

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

Lamborghini

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

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

Lamborghini

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

Lamborghini

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

Lamborghini

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

Specifications

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

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

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

Specifications

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

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

Mercedes-AMG

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

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

Mercedes-AMG

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

Mercedes-AMG

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

Mercedes-AMG

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

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