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    Prototype Drive: 2022 Lamborghini Huracán Tecnica Has All the Best Bits

    A greatest-hits compilation is usually a sign that a band is reaching the end of its career. The Lamborghini Huracán Tecnica, which we drove in prototype form, feels set to be such a valediction. It’s not the quickest or fastest Huracán, nor even the final variant of Lamborghini’s junior supercar. But it’s the one that seems to have all the best bits in it.You can read a more detailed story about the changes to the Tecnica here. Our drive of a late-stage prototype took place at the vast Nardò test track in southern Italy late last year. The Tecnica can be regarded as an understudy to the motorsports-inspired Huracán STO and is positioned between the STO and the rear-wheel-drive Huracán Evo. It uses the STO’s 631-hp version of Lamborghini’s long-serving 5.2-liter naturally aspirated V-10 engine and sends power exclusively to the rear wheels. It also features fixed-ratio steering instead of the variable-ratio active system fitted to many Huracáns. However, it adds rear-axle steering to both improve stability and, the company says, to adjust the car’s handling attitude under hard cornering.

    Lamborghini

    The settings for the adaptive suspension, traction control, and rear differential—all under the management of the Lamborghini Dinamica Veicolo Integrata (LDVI) dynamic brain—have been recalibrated. The Tecnica’s stated mission is to combine a high level of track ability with better road manners than the ultra-hardcore STO.Not that we got to experience the prototype on actual streets. Our drive took place on Nardò’s 3.9-mile handling circuit, the same venue where we got to experience a pre-production version of the STO back in 2020. Driving the circuit in the Tecnica was only a slightly less intense experience.The Tecnica prototype felt much closer to production than that first STO did, with a near-finished interior and a welcome absence of the funk of sweaty engineers that tends to permeate hard-worked test mules. The Darth Vader wrap did nothing to disguise the wedgy profile of the new front end or the raised wing—as the production images show, this is a handsome supercar. The Tecnica’s engine lacks some of the aural savagery of the STO, especially at lower revs, but even experienced from inside a helmet, it still has a sonorous rasp when revved. And on a racetrack, you rev it plenty: The naturally aspirated V-10’s peak power comes at 8000 rpm, just 500 rpm shy of the limiter. Accelerator response has also been softened slightly from the STO’s surgical sharpness to improve road manners, but reactions still feel instant compared to the slight hesitation endemic to even the snappiest turbocharged engines.

    Lamborghini

    The prototype rode on track-biased Bridgestone Potenza Race tires that, despite their name, are street legal and will be offered as an option. Here in their natural environment, the sticky rubber generated predictably huge grip, giving the Tecnica tremendous front-end bite and impressive traction considering its rear-wheel-drive layout. Dynamic behavior changed significantly in each of the Tecnica prototype’s three driving modes. The default Strada setting is intended for road use, and although it was easy to adjust the Tecnica’s cornering line through throttle-induced weight transfer in this softest setting, the stability control intervened to prevent outright slides. Selecting Sport mode brought a much more liberal traction-control setting, one that was close to the permissiveness other automakers market as Drift mode. In Nardò’s slower corners, Sport allowed a sometimes-startling amount of power oversteer, although it kept the chassis under tighter control as speeds rose. The punchiest setting, Corsa, imposes more discipline and permits much less slip, as apparently its mission is to deliver the best possible lap times.

    Lamborghini

    While the fixed-ratio steering definitely feels more natural than the variable-ratio system we’ve experienced in other Huracáns, the weighting is still lighter than other cars in this segment and lacks low-intensity feedback. Also, the intervention of the rear-steering system as it works to help the car to rotate into corners takes some getting used to. The first reaction of many drivers will be to alter throttle and steering in response to the sensation of the system’s intervention. In the prototype, that seemed to sometimes create a feedback loop as car and driver tried to adapt to each other. Experience over multiple stints at Nardò suggests that drivers need to learn to trust the system, which apparently works best when the driver brakes to a corner’s apex and then uses broadly constant accelerator and steering inputs. Nardò’s surface lacked the bumps and contours of the real world, but the track’s several substantial crests did illustrate one issue we suspect taller Tecnica buyers will encounter regularly: the painful sensation of a helmeted head meeting the headliner due to lack of space in the tight-fitting cabin. The brakes deserve praise, though, with heftier pedal weighting than previous Huracáns. The carbon-ceramic rotors’ resistance to fade was impressive given that the Tecnica was hitting 185 mph at the end of the track’s longest, 0.6-mile straight.The Tecnica prototype is a blast on a track, but its road manners will be more important for those who want to buy it. Our first impression is that it’s more like a rear-drive Evo-plus than an STO-minus, if that makes sense, and we suspect it will cope well with the duty cycle of a typical Lamborghini. For affluent completionists with a full set of Huracáns, the Huracán Tecnica may well be the one they choose to play the most.

    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 ft3Cargo Volume: 4 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: 202 mph
    EPA FUEL ECONOMY (C/D EST)
    Combined/City/Highway: 15/13/18 mpg

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    2022 Audi S8 Is a Luxury Sedan That's Fun in the Front or the Back

    Grandly proportioned luxury sedans such as the 2022 Audi S8 are usually best enjoyed from the back seat. The well-heeled folks who buy six-figure four-doors like the Audi, along with the BMW 7-series and the Mercedes-Benz S-class, can stretch their legs and luxuriate in quiet comfort while being chauffeured from the boardroom to the ballroom and everywhere in between. However, when it comes to the S8­—the sportier variant of the Audi A8 sedan­—the driver’s seat is also an exceedingly pleasant place to spend time, as we were reminded while recently driving the lightly facelifted 2022 model in Southern California.Changes to the 2022 S8’s appearance are subtle. Its already-large grille gets a bit wider and is filled with new angled elements that come in chrome or black. The design of the taillights has also been tweaked. Really, though, the biggest difference between last year’s S8 and the new one is price. The 2022 model starts at $118,995–now $14,250 less—but you can easily add that amount back by picking from some of the new standalone options. Audi has also streamlined the A8 lineup, dropping the eight-cylinder model, so the S8 is now the only V-8 version of Audi’s big sedan offered in the States.

    Behind the sedan’s massive maw is the same twin-turbocharged 4.0-liter V-8 and 48-volt hybrid system that’s been standard since this fourth-generation S8 debuted back in 2020. Output remains a heady 563 horsepower and 590 pound-feet of torque, with the engine and eight-speed automatic transmission again feeding Audi’s Quattro all-wheel-drive system. Performance figures should align with the 2020 model we took to the track. That car hit 60 mph in just 3.2 seconds and did the quarter-mile in 11.6 ticks at 119 mph. Those results are impressive, especially since the 591-hp Audi RS7 we tested was only 0.2 second quicker to 60 mph and 0.3 quicker in the quarter despite being 309 pounds lighter. And while the engine’s output is unchanged, the S8’s EPA combined fuel-economy rating rises from 16 to 17 mpg, lowering its gas-guzzler tax from $1300 to $1000.
    The S8’s beautifully crafted interior creates a sanctuary from the outside world. This is ideal for passengers, but it also diminishes the sensation of speed for the driver. We do appreciate the powerboat rumble emitting from the quad-tipped exhaust—rolling down the windows let us enjoy its melodic roar even more. Although the S8 is wickedly quick, we wish the automatic held onto gears longer and responded more quickly to throttle inputs. Even in the sportiest drive mode (Dynamic), the transmission upshifts after a momentary pause from your right foot. Shifting with the paddles let us keep the engine on boil, but the gearbox still upshifts on its own at redline. Plus, unless you’re in the powerband, there’s a pregnant pause after you floor the accelerator while the turbos spool up and the transmission downshifts. Despite those gripes, the S8’s athleticism is cause for celebration. The sedan is some 17.5 feet long from stem to stern, yet it feels much more compact. Thanks to its standard rear-axle steering, Audi says the turning radius is about 42 feet from curb to curb. The S8 proved amazingly agile in packed parking lots and on tight, winding two-lane roads. And even on 21-inch wheels with 265/35 Goodyear Eagle F1 summer tires, the ride was cosseting and smooth. The seemingly magic handling can be attributed to its standard adaptive air springs and the $6000 Predictive Active Suspension. The latter uses electromechanical actuators that control body motions and lean the car into corners like a motorcycle rider does (much like Mercedes-Benz’s Active Body Control). The system also automatically lifts the car a couple inches when a door is opened, to improve ingress and egress—we were impressed by how seamlessly it worked.
    The S8 plays in the same price bracket as other V-8-powered executive sedans such as the BMW 750i and the Mercedes-Benz S580, but it offers a more engaging driving experience than those rivals. Like the BMW and the Benz, the Audi has a huge back seat offered in a two-passenger configuration (that’s no longer offered on the regular A8). The ultimate setup requires the $5900 Rear Seat Comfort package that includes a full-length center console, fold-out tables, heated and ventilated cushions, massage functions, and more. Our car was missing that option, but it did have air vents on the dashboard that automatically appear or disappear, depending on the climate settings. That adds some theater to the S8’s interior, which, even with its configurable digital gauge cluster and dual-touchscreen infotainment system, doesn’t feel as special as the inside of an S-class. When the next-generation 7-series arrives, the Audi will likely feel even further behind.It’s true that the A8 offers many of the same features as the S8 at a lower price ($87,595 to start). But its 335-hp turbocharged V-6 can’t match the quickness and excitement of the extra 228 horses and herculean soundtrack the V-8 brings. The A8 also lacks the S8’s sporty driving character, which makes the latter the better choice for drivers who want to have fun in the front or passengers who want to be pampered in the back.

    Specifications

    Specifications
    2022 Audi S8Vehicle Type: front-engine, all-wheel-drive, 4- or 5-passenger, 4-door sedan
    PRICE
    Base: $118,995
    ENGINE
    twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 244 in3, 3996 cm3Power: 563 hp @ 6000 rpmTorque: 590 lb-ft @ 2050 rpm
    TRANSMISSION
    8-speed automatic
    DIMENSIONS
    Wheelbase: 123.2 inLength: 209.5 inWidth: 76.6 inHeight: 58.5 inPassenger Volume: 111 ft3Trunk Volume: 13 ft3Curb Weight (C/D est): 5250 lb
    PERFORMANCE (C/D EST)
    60 mph: 3.2 sec100 mph: 8.1 sec1/4-Mile: 11.6 secTop Speed: 155 mph
    EPA FUEL ECONOMY
    Combined/City/Highway: 17/14/23 mpg

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    Tested: 1988 BMW 325iX—All Hail the All-Weather Blitzen-Bimmer

    From the March 1988 issue of Car and Driver.Only a few years ago, American BMW enthusiasts—as distinguished from the baby-boomer Bimmer buyers who were flocking to the marque for all the wrong reasons—had all but given up hope of ever again seeing performance-oriented BMWs. The Bavarians were keeping all their best hardware on the far side of the Atlantic and, in their U.S.-bound cars, emphasizing luxury and fuel efficiency. That has changed. In the past year BMW of North America has unveiled 11 new models, nearly all designed to appeal to the hard-core faithful. The two latest additions are the 12-cylinder 750iL, which we’ll review next month, and the 325iX—which you won’t have to wait another second for.[editoriallinks id=’1a216dc9-a6b9-47c6-af66-cdecca306bc8′ align=’left’][/editoriallinks]Combining the virtues of the 325is with the added security and performance of full-time four-wheel drive, the 325iX is the BMW for all seasons. Except for its driveline, the iX is virtually identical to the rear­-drive 325is—which, like all the other 3- series sedans, wears a slightly revised wrapper for 1988. Sharing the is’s deep front air dam and small rear spoiler, the iX adds only a few exterior distinctions: body-colored rocker-panel extensions, more pronounced wheel-opening flares, and 205/55VR-15 tires on 7.0-inch wheels, in place of 195/65VR-14s on 6.5-inch wheels. The iX also sits 0.8 inch higher than the 325is.[image id=’ba3c8674-f273-4623-ab76-92543b612f5a’ mediaId=’25783419-ec68-4515-b3d8-1547c25d55b8′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’18×11′][/image][editoriallinks id=’3c8560ff-09e9-4be4-bcc0-2f6791bcd78d’ align=’left’][/editoriallinks]The interior differences between the iX and the is models are even more subtle. The comfortable, supportive seats are the same. The M-Technic steering wheel and the clear, well-located instruments are the same. The tasteful trim and the eight-­speaker stereo are the same. The only significant difference in the iX is a small bulge on the driver’s side of the transmission tunnel. It makes room for the transfer case, and it’s the only hint in the cockpit of any new hardware underneath.Under the hood, the 325i.X gets the same silk-smooth 168-hp 2.5-liter inline-six engine as the i and is 3-series models, mated to a buttery Getrag 260 five-speed transmission. (An automatic is not available in the U.S. edition of the iX.) Otherwise, the driveline of the iX is all new. The engine feeds its power through the transmission to a planetary center differential, which splits the torque between a conventional driveshaft to the rear wheels and a roller chain that transfers power laterally to another driveshaft. This second driveshaft runs alongside the transmission to the front differential, which is bolted to the left side of the oil pan. The front differential drives the left half-shaft directly but uses a transfer shaft, which runs through the oil pan, to drive the right half-shaft. To minimize torque steer, the half-shafts are of equal length.[image id=’a6c905f1-949a-4c4f-a1fd-dd6f0bb79c8b’ mediaId=’1a68e4fc-0153-44a0-b877-cdd9b1e33cd4′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’18×11′][/image]On the move in the 325iX, you detect only a few subtle clues to the new pieces below. The engine springs to life with the familiar BMW resonance, and engaging the clutch in the iX feels no different from starting off in the 325is. When you accelerate, though, an unfamiliar whine alerts you to the presence of extra gears. And when you tum through a tight, low-speed corner, you feel a trace of 4wd-windup scrub at full lock.As you gather speed and head off toward your favorite two-lane challenges, the iX maintains the feel and handling poise of the 325is. Its acceleration through the gears seems about the same, thanks to a slightly shorter final-drive ratio (3.91 versus 3.73:1), and the brakes are just as reassuringly effective.Our test-track figures support these impressions. Our 2988-pound 325iX test car accelerated from zero to 60 in 7 .8 seconds and through the quarter-mile in 15.9 seconds at 86 mph—only 0.4 second slower to 60, and 0.3 second and 2 mph slower in the quarter, than the 2823-pound 325is we tested last August. The extra weight of the iX also showed up on the skidpad, despite its larger wheels and tires: it turned in a figure of 0.78 g, versus 0.81 g for the 325is. In top speed, the extra weight and mechanical drag of the 4wd driveline make little difference: our iX achieved 126 mph, versus 128 for the 325is. Surprisingly, the iX decisively outbraked the 325is: its 171-foot stopping distance from 70 mph was 13 feet shorter. (The 325is is also equipped with ABS.)[image id=’2484b810-0d59-4337-ac88-f50bfc25b216′ mediaId=’2c7a74cc-b451-4379-a705-06c78a564392′ align=’left’ size=’large’ share=’false’ caption=” expand=” crop=’original’][/image]The objective figures reveal little, however, about the soul of the iX. As you become more familiar with it, your speed increases and you brake later and later into corners. Accelerating out of a turn, the iX hugs the road tightly, putting its power down with aplomb and balance. As you feel the front wheels gripping the pavement, you can flick the tail out a bit by pressing your right foot down, or induce a similar attitude by lifting. You have to steer the wheel a little more than you do in the is, since the throttle provokes less reaction in the twisties, but the transitions are always smooth and precise. The traditional seat-of-the-pants BMW feel tells you exactly what’s going on between the tires and the pavement.The special beauty of the 325iX is that it behaves almost as well on slick surfaces. When you encounter snow or ice in the iX, you naturally slow down. But soon you learn that you can drive just as hard on a slippery road as you can on a dry one, at least in a straight line. In fast, slick corners the iX slowly mushes outward, but it remains neutral and controllable; easing off the throttle merely reduces the rate at which it shifts. And you seldom sense the hardware working underneath you. If you pay close attention, you can feel the front and rear wheels gripping independently at the limit, but the distribution and transmission of torque are so smooth that the overall balance is never upset. Of course, no car can defy the laws of physics; but the 325iX is so neutral, smooth, and capable that you can drive it much closer to its limits than you can most other cars.Through deep snow, too, the iX tracks as if the roads were dry. Starting out on an icy incline or a split-traction surface is no problem, either. Only if you snap the throttle open in first or second under these conditions will you feel the driveline hard at work. First you feel a twitch from the rear, as the rear viscous coupling alternately favors the left and right tires. Then, as more power is fed forward, the open front differential may let one of the front wheels spin. The slight yaw that results, however, is easy to correct with the steering wheel. Any expectation of drama ends in disappointment. The 325iX simply acts as if everything you throw at it is business as usual.[image id=’5b921d96-888e-4b26-8bb7-264bd73bf95a’ mediaId=’34f5baa3-507d-4988-a02e-8d16562979d2′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’18×11′][/image]The iX also yaws slightly if you brake hard on a slick or split-traction surface. But the low-traction ABS program keeps the car straight and stops it quickly. BMW has taken its time developing the 325iX, but the result is well worth the wait. The iX is ideal for the driver who wants a BMW but isn’t prepared to deal with rear­-wheel drive in the winter. Let others deal with it: you can arrive fresh and unflustered at your favorite wintry destination in a 325iX, and pass everyone else en route. And you’re unlikely to see your double along the way, for only 2000 four-­wheel-drive Bimmers will be available here this year. At a base price of $32,800—a premium of $4400 over the 325is—the iX isn’t cheap. But then neither is skating off the road.The BMW 325iX isn’t just for the Biff­-and-Buffy crowd. A tremendously capable car, it’s always eager to entertain and enthrall. Whether scything through switch­backs or scaling snowy mountain roads, the iX accomplishes your mission with an ease reflected in your confident, knowing smile. What your smile knows is that few cars can keep up with an all-weather blitzen-Bimmer. Technical HighlightsBeneath the Bimmer iX lies a four­-wheel-drive system that we found smooth and sound. As in any mechanical object, there are reasons for this.BMW chose a torque split for the center differential of 37 percent front, 63 percent rear, for several reasons. For one, under full throttle in first gear, 37 percent of the iX’s weight rests on its front wheels, 63 percent on its rears; distributing torque in the same proportion maximizes traction when it’s needed most. In addition, the engineers felt that a substantial rearward torque bias would maintain traditional BMW handling characteristics.There are no manual differential locks in the 325iX. Instead, BMW has incorporated ZF-manufactured viscous couplings in its center and rear differentials. The center differential maintains its 37/63 torque split as long as there is no speed difference between the front and rear axles. If a difference develops, the coupling tightens, sending more torque to the axle with greater traction. The rear differential works in the same way, arbitrating between the rear wheels. Unlike manual differential locks, the iX’s viscous couplings never require the driver to take his attention off a slick road.As you may know, mechanical differential locks, when activated, defeat anti-­lock braking; the iX’s viscous couplings do not. Even so, BMW developed a modified version of the Bosch ABS system for the 325iX. The new system employs an acceleration sensor, mounted on the body of the car, and programming that compares the deceleration of the wheels with that of the body. On dry pavement the ABS works as usual, except that maximum brake pressure can be delayed by up to 0.3 second, reducing any tail-yawing tendency when traction is uneven. On a slick surface, if the wheels start to decelerate much faster than the body, the ABS switches to a low-friction program. The computer can also open the throttle butterfly to reduce engine braking, which sometimes also causes wheels to lock.Packaging all of these new components in the front half of a 3-series BMW required numerous design changes. The front struts have been relocated, resulting in less caster, an 0.5-inch­-wider track, and a 0.1-inch-longer wheelbase. The front anti-roll bar is now forward of the struts. The steering rack is repositioned, too, to eliminate bump steer. Naturally, the engineers had to alter the front substructure to accommodate the new and repositioned pieces. The various modifications contribute 140 pounds of the iX’s 2988- pound curb weight.The good news is that the system contributes even more to the iX’s worth as an all-seasons runner. —Nicholas Bissoon-DathCounterpointHelp me! I just came back from driving the 325iX, and my face is stretched all out of shape. No, it’s not from the g-­forces—though they are ample. It’s just that I can’t stop smiling.Four-wheel drive and good power-to­-weight ratios are nothing new, but the iX combines them in a way that seems to extract no penalties. Now, I know that our own Csaba Csere will wave his finger at me and admonish, “Rich, there are penalties: extra weight and cost.”Okay, okay, but none of that seems relevant when I’m waltzing the iX down a back road. It feels terrific, and that’s all my senses want to know. The bonus is its ability to feel terrific the year around. Why should a high-performance car tum into a low-performance liability whenever the Ivory flakes fall?My face is beginning to resume its normal shape now, but I haven’t quit enjoying the memory of driving this all­-weather bullet. If we didn’t have to give it back to BMW, neither rain nor snow nor sleet nor gloom of night could keep this reporter from the swift completion of his appointed rounds. —Rich CepposI’m not an unalloyed fan of four-wheel drive. Sure, I like the security when the friction coefficient of the roads approaches that of a banana peel on linoleum, but I don’t like the added weight, complication, and cost. The negatives can outweigh the benefits.I’m happy to report that this is not the case with the BMW 325iX. Although our performance tests reveal that the heavier new model is a few ticks slower than the 325is, its shorter gearing makes it feel almost as energetic. Its wider wheels and tires provide similar compensation in the comers, so the iX handles as nimbly and precisely as its rear-drive brother in the dry. And in the wet, you can apply full power as you pull out of your driveway without worrying about doing a doughnut in front of your neighbors.Only you can decide whether those benefits are worth $4400. I can promise you, though, that the iX imposes virtually no other compromises in exchange for its traction. —Csaba CsereAs far as every other upmarket power broker is concerned, BMW’s flood of power-mad machines has turned into the Teutonic plague. But it’s what BMW is doing with its power that’s important. All told, the 325iX gives horsepower just about the best home it’s ever had.The 325iX was clearly not created in a dozone for dolts living in the bozone. With exquisite traction and balance, this car fires out to face anything, savoring and rewarding your every move. Every subjective message to your three Fs—fingers, feet, and fanny—is golden. Despite Audi’s head start, BMW has built the best 4wd package yet. This car just about has it all. Better yet, it does it all with all its heart. Heart is what we’re talking about with the 325iX, wherein “X” marks the heart.I believe, at last, that 4wd may be the answer. Of course, I, as one who is never satisfied, would also love to see this power-delivery system in BMW’s even more potent and miraculous M3. That would be better than penicillin: there would be no catching the Teutonic plague at all. —Larry Griffin[vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle]

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    2022 GMC Hummer EV Edition 1 Defies Classification

    GMC would prefer you call its new 2022 Hummer EV pickup a “supertruck,” a label that might be accurate given that the debut Edition 1 model we just drove can accelerate off the line like a Corvette, has the off-road chops to humble a Jeep Wrangler, and looks like a mockup of a lunar rover from a Marvel movie. But until we see one actually soaring through the air, we’re not quite ready to adopt that term. For now, we’ll just call it impressive. You don’t have to look hard to find something interesting in the Hummer EV. The loaded Edition 1 version has three electric motors (one on the front axle, two in back) that combine with a 212.7-kWh Ultium battery pack to produce 1000 horsepower and 1200 lb-ft of torque. The truck weighs about 9000 pounds, and its highly effective four-wheel-steering setup lets it tool around parking lots like a Honda Civic. It can go 329 miles on a charge, according to EPA methodology. While a recent prototype drive let us suss out its technical details in a closed environment, driving a production model unchaperoned in Arizona reaffirmed our initial takeaway of “wow.”

    The Hummer EV’s headline feature is its Watts to Freedom (WTF) launch mode, the referencing of which will forever make our eyes roll. But we suppose it is appropriate for a vehicle that should hit 60 mph in about three seconds and has an American flag tattooed on its C-pillar. Tap the stability-control switch twice to activate WTF mode and wait a few seconds for the truck to lower its air springs, stiffen its adaptive dampers, and prime its systems for the oncoming flood of electrons. Mash both pedals to the floor, let go of the brake, and hang on as the Hummer violently slams you into the seat, chirping its front tires in the process. Surprisingly, and unlike launch-control systems in other vehicles, GMC says you can drive around in WTF mode without it deactivating, making blasting from stoplight to stoplight hilariously easy. Ride quality suffers from the slammed stance, though, and the truck does look a little silly with the 35-inch Goodyear all-terrain tires tucked up in the fender wells. That the Hummer EV has the mass of two Kia Tellurides and the girth of a one-ton truck amplifies the abnormality of its athleticism, yet it comports itself well and can probably squeeze into most garages. Once we acclimated to looking out over its ultrabroad dashboard and through the gun-slit windows, it surprised us with its wieldiness compared with other large pickups, such as our long-term Ram 1500 TRX, which is 1.3 inches wider and 16.1 inches longer still. Rear wheels that can swivel up to 10 degrees plus an array of 18 exterior cameras aid maneuverability and help prevent you from unintentionally backing over Mazda Miatas. Crank the steering wheel all the way and this behemoth can turn around in a shockingly tight 37.1 feet. Activating the Hummer’s other party trick, Crabwalk mode, turns the rear wheels in phase with the fronts, allowing the truck to drive cockeyed at up to 15 mph—an all but useless feature in the real world, save for swiveling heads when you pull up to the curb.
    The Hummer EV greets the open road with excellent ride comfort, positive if somewhat numb steering, and strong brakes. Aggressive inputs quickly remind you of the sheer amount of mass it carries. But the truck responds obediently to casual commands, and the low-mounted battery—which at 2923 pounds weighs as much as a small hatchback—keeps the center of gravity low, boosting the Hummer’s composure and stability. Stomp the accelerator and it can bolt through gaps in traffic with startling swiftness. And a range of sound profiles played through the stereo speakers brings some welcome auditory flavor to the driving experience. While the WTF soundtrack reminds us of a starship getting sucked through a wormhole, the profiles for the other drive modes (Normal, Off Road, Terrain, Tow/Haul, and the customizable My Mode) are more subdued and largely serve as low-frequency background noise that helps mask the roar from the tires. We also appreciate the Hummer’s multiple setups for regenerative braking, including an on-demand paddle on the steering wheel that can bring the vehicle to a stop, plus two levels of intensity for one-pedal operation. GM’s latest version of its Super Cruise hands-free driving assistant makes motoring on certain divided highways a similarly low-effort affair. Already the industry standard for its adroit lane-centering ability and overall competence, this latest version adds an automated lane-change function that can be activated by tapping the turn-signal stalk or letting the truck decide when to overtake slower-moving traffic on its own. Although it was (wisely) a bit cautious in determining when there was sufficient room to pass, the Hummer smoothly executed several excursions to the left lane without issue, returning to its previous lane when there was enough space.
    It wasn’t until we steered away from pavement that the Hummer got into character, though, skillfully navigating tight, rocky two-tracks that a vehicle this large and powerful would seem to have no business tackling. It helped that the adjustable air springs allow for up to 15.9 inches of ground clearance and that the fully independent suspension can cycle through 13 inches of travel front and rear. There’s also the dogged traction provided by an electronically locking front differential and a rear axle with both virtual locking and torque-vectoring capability. Despite its ever-present bulk, this big GMC has far more power than is needed for most trails, yet carefully metering its immense grunt is an effortless task. While drivers of F-150 Raptors and TRXs won’t be upstaged in high-speed off-road conditions, the Hummer did cushion harder impacts well enough to make us think it could survive landings from low-level flight. More impressive is its ability to seemingly pivot around obstacles in Terrain mode, which employs the four-wheel-steering system to maximum effect and can be thought of as low-range four-wheel drive in a conventional pickup. Skid plates and rock sliders protect the Hummer’s underside, and front and rear tow hooks that look fit for a piece of earth-moving equipment will be welcome if you ever bury the truck in soft ground. Buyers wanting even more ground clearance from larger aftermarket tires are in luck, as GMC says it designed both the pickup and the upcoming SUV version to accommodate 37-inch rubber. While such an upgrade surely will cut into its range, that GMC’s engineers made the effort makes us wonder whether a more hardcore Hummer model is lurking over the horizon.
    Our disappointments centered on the Edition 1’s interior, which isn’t quite as capacious as a conventional crew-cab pickup’s, particularly in back, and not as finely finished as we’d expect with its $110,395 base price. It’s easy to spot some cheap hard plastics creeping up the huge center console, and the textured vinyl on the dash and armrests, while attractive, is coarse enough to sand off your elbows. The ease with which you can remove the four transparent roof panels and stow them in the sizeable frunk is great, yet when they’re in place, the numerous seams they create produced an annoying whistle at highway speeds that we wouldn’t want to tolerate for extended periods. We will give GMC props for the infotainment presentation of the 12.3-inch instrument-cluster display and 13.4-inch center touchscreen, which uses Epic Games’ Unreal Engine modeling software to vividly and intuitively render the Hummer’s numerous settings and animations for its drive modes and performance readouts. We just wish the system had more processing power, as we spent too much time looking at loading screens whenever we jumped between main functions. Although we had no need to charge the Hummer during our day in the desert, its battery system is designed to automatically adjust between 400- and 800-volt inputs, depending on the DC fast-charging source, and the Hummer can draw power at up to a stout 300 kW. Starting with nearly a full charge, we had well over 100 miles of range left after a couple hours of commuting to and from the trailhead plus an afternoon of off-roading. We’re still not any closer on how to label the Hummer EV, as it comes off as both an engineering triumph and a caricature of the automobile’s electric future. But it does make quite a first impression.

    Specifications

    Specifications

    2022 GMC Hummer EV Edition 1Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door pickup

    PRICE
    Base: $110,395

    POWERTRAIN
    Front Motor: permanent-magnet synchronous ACRear Motors: permanent-magnet synchronous AC Combined Power: 1000 hpCombined Torque: 1200 lb-ftBattery Pack: liquid-cooled lithium-ion, 212.7 kWhOnboard Charger: 11.5 kWTransmissions, F/R: direct-drives

    DIMENSIONS
    Wheelbase: 135.6 inLength: 216.8 inWidth: 86.7 inHeight: 79.1 inPassenger Volume: 128 ft3Cargo Volume: 11 ft3Curb Weight (C/D est): 9050 lb

    PERFORMANCE (C/D EST)
    60 mph: 3.0 sec100 mph: 8.8 sec1/4-Mile: 11.7 secTop Speed: 106 mph

    EPA FUEL ECONOMY
    Combined/City/Highway: 47/51/43 MPGeRange: 329 mi

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    Video: The State of the BMW M3

    We really like the 2022 BMW M3 that joined us for a yearlong, 40,000-mile test. In fairness, we’ve enjoyed every version of the sixth-generation M3 we’ve evaluated, including the Competition xDrive model we tested at Lightning Lap this year.The difference in as-tested price between that M3 Competition xDrive and the base M3 in our long-term fleet nearly matches the cost of a new Honda Civic Si, and that should clearly illustrate the broad configurability of BMW’s iconic sports sedan. Today’s M3 is available with different amounts of horsepower, driven wheels, transmission gears, and, if you count the M4, number of doors. This leads us to ponder the M3’s place in its segment. After all, the original 1986 M3 helped define sports sedans in the U.S., but what does that group look like today? And where does the M3 sit in it? More simply: What is the state of the BMW M3 in 2022? We explore that question in today’s video, made at M1 Concourse in Pontiac, Michigan.

    After briefly covering the history of the M3, we discuss its modern versions and why we like our long-term test car so much (spoiler: it has a manual transmission). We also highlight the differences in acceleration between base manual M3 and the automatic-only Competition model, and how narrow they become during real-world driving. After all, you interact with the manual far more than the extra power or cornering capabilities you get with the Competition versions. Let us know what you think about this video, and check out M1’s upcoming events for automotive enthusiasts and families, including Cars and Coffee, the Woodward Dream Show, and American Speed Festival.

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    2023 Maserati Grecale Targets the Porsche Macan

    The idea of a Maserati SUV seems much less radical in 2022 than it did in 2016 when the Levante debuted, and the Italian brand has broader ambitions for the smaller, cheaper Grecale that is now being launched into one of the most competitive parts of the luxury market. The Grecale’s handsome but slightly familiar design is enough to show that one rival is being targeted more closely than others, however: The Maserati’s core mission is to persuade Porsche Macan intenders to defect.The Grecale sits on an extended version of the Giorgio platform that underpins both the Alfa Romeo Stelvio and Giulia. At the bottom of the range, the Grecale GT has a 296-hp turbocharged 2.0-liter inline-four featuring 48-volt hybrid assistance. This is a version of the FCA Global Medium Engine, the same one found in Wranglers and Alfas. Above that is a slightly more powerful mid-ranker called the Modena, which has a 325-horsepower version of that same engine. It also adds adaptive dampers and a limited-slip differential at the rear. And at the top of the pile is the more compelling Trofeo, which uses a slightly detuned version of the Nettuno twin-turbocharged 3.0-liter V-6 developed for the mid-engine MC20 sports car (including the same pre-chamber ignition system), and it makes a claimed 523 horsepower. The Trofeo also gets a standard air springs and an electronically controlled limited-slip rear diff. Most of our first drive in Italy was conducted in a Modena—appropriate given that Maserati reckons it will make up the majority of U.S. sales—but we also managed a briefer turn in the Trofeo. Spoiler alert: It’s the exciting one.

    First impressions are strong. You would be hard-pressed to call the Grecale an especially original piece of design, especially its Macan-esque hood and headlights. Yet it is undeniably handsome from every viewing angle, with the styling team’s decision to eschew the customary gray lower body cladding that is often shorthand for “crossover” making it look more like a tall, elegant hatchback when viewed from the side. The obvious lack of ground clearance is another clear indication this is a car designed for road, not trail.Getting into the cabin means encountering the mild surprise of touch-sensitive door release switches inside the apertures for what look like conventional handles. Small electrical release buttons on the interior door panels use the same technology, although the pared-back look these are intended to deliver is negated by the need for separate mechanical levers farther down to give redundancy in the event of power failure. Beyond that anomaly, much switchgear has been culled, with most functions controlled by twin touchscreens. They run Maserati’s new user interface system, which works cleanly and easily, although minor functions are often hidden in submenus. There is no conventional gear selector, as Maserati persists in using PRND touch buttons like an early ’60s Chrysler. Another neat detail is a round digital clock with reconfigurable faces.
    The quality of interior trim is impressively high with a stitched leather dashboard facing and metal speaker grilles. Space is good for both front- and rear-seat occupants—the Grecale doesn’t feel any smaller than the Levante inside, with enough room for full-size adults to sit behind each other. The impression of luxury takes a hit when the Modena’s engine starts. The Grecale isn’t the first four-cylinder Maserati (the Ghibli and Levante hybrids sold in other markets have them), but the the four-banger leaves little doubt as to what it is with a busy thrum at idle. Beyond that, the exhaust note finds a cleaner voice, but it never harmonizes into anything compelling. On the plus side, performance feels respectably brisk and is delivered without apparent effort. There is little point in trying to reach the rev limiter, and in Drive the automatic gearbox always chooses to upshift well before the marked redline at 6000 rpm. But a broad spread of torque and the transmission’s intelligent use of its eight ratios deliver strong urge without the engine venturing from its midrange. The 48-volt starter-generator is claimed to add assistance to mask turbo lag, but a slight hesitancy was still obvious at lower engine revs when shifting gears under manual control—although Maserati deserves credit for the feel and weight of the metal shift paddles, a detail many automakers neglect.
    The cars in Italy were all riding on Pirelli winter tires, despite warm and dry conditions on the day of our drive. Their limited grip made it easy to push the Modena’s front end into understeer, but also to sense that the front-rear handling balance is impressively benign. Maserati says the Grecale is primarily rear-driven with torque only transferred to the front axle when necessary, via an electronically controlled coupling. Stickier rubber should give the chance to experience that properly.The Modena’s steel springs feel soft, certainly with the adaptive dampers in their Comfort setting, with noticeable roll during cornering and squat under acceleration. Selecting the firmer GT or Sport modes improved body control without making the ride unduly harsh, and both modes handled high speeds on a twisty stretch of Italian autostrada without drama. The steering is less impressive, with a springy resistance around the straight-ahead that denies any meaningful feedback, but the e-boosted brake pedal has a good weight and feel.
    Whereas the Grecale Modena imparts competence rather than exhilaration, our shorter turn in the Trofeo more than reset the balance of thrills. The Nettuno V-6 engine is the undoubted star, and while it now sits above a wet sump and makes 98 fewer horses than in the MC20, Maserati’s claim of a 3.6-second zero-to-60-mph time still strikes us as entirely feasible. The Trofeo also gains a Corsa dynamic mode, and choosing either this or Sport gives a head-nodding torque bump on upshifts. Corsa also turned the active dampers too stiff for road use, with even minor imperfections sending a shiver through the Grecale’s structure, but it is possible to toggle the dampers softer while keeping the rest of the Corsa settings. In gentler modes, the air springs still feel pliant by segment standards, with the Trofeo’s body moving noticeably under bigger loadings.Despite also wearing winter tires, the Trofeo’s steering felt much better than the Modena’s, with firmer and more natural weighting. The electronically controlled differential at the rear could also be felt working hard to maximize traction in lower-speed corners. Strangely, the brake pedal felt softer and less responsive than the one in the Modena, despite bigger six-pot calipers at the front. There was little resistance and a marked grabbiness at low speeds.
    The Grecale Trofeo is considerably more exciting than the smaller-engine Modena, to no great surprise, but it also feels better resolved. Given the excellence of the Porsche Macan, we suspect that the four-cylinder car is going to have a tough time in the market, especially with a $64,995 starting price for the entry-level GT that positions it well above the base Macan. But the most radical Grecale will almost certainly be the electric Folgore, which will be Maserati’s first attempt at an EV when it arrives next year. That one really will really feel like a culture shock.

    Specifications

    Specifications
    2023 Maserati GrecaleVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
    PRICE
    Base Price: GT, $64,995; Modena, $78,895; Trofeo, $110,000 (est)
    ENGINES
    turbocharged DOHC 16-valve 2.0-liter inline-4, direct fuel injection, 296 or 325 hp, 332 lb-ft; twin-turbocharged DOHC 24-valve 3.0-liter V-6, port and direct fuel injection, 523 hp, 457 lb-ft
    TRANSMISSION
    8-speed automatic
    DIMENSIONS
    Wheelbase: 114.2 inLength: 190.8–191.3 inWidth: 76.7–77.9 inHeight: 65.3–65.6 inPassenger Volume (C/D est): 98 ft3Cargo Volume: 19 – 20 ft3Curb Weight (C/D est): 4425–4650 lb
    PERFORMANCE (C/D EST)
    60 mph: 3.6–5.3 sec100 mph: 9.2–13.5 sec1/4-Mile: 11.6–13.4 secTop Speed: 149–177 mph
    EPA FUEL ECONOMY (C/D EST)
    Combined/City/Highway: 19-20/17-18/23-24 mpg

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    Tested: 2022 BMW iX xDrive50 Is a Showstopper

    The BMW iX xDrive50 is a Broadway diva on opening night. It’s dressed to the nines, with those massive patterned grille panels, thin streaks of headlight, and satin bronze trim that looks almost rose gold. Things only get more dramatic if, like our test car, it’s equipped with the faceted glass for the seat, window, and infotainment controls. Theatrical and unapologetic, the iX would be excessive if it weren’t also balanced, powerful, and as smooth as the raising of a velvet curtain. Expectations for any new high-end EV are that it needs to be quick and needs to go more than 300 miles on a charge. At $104,820 as tested, the iX is certainly high-end and hits its marks on performance and range. Two current-excited AC motors (no ethically questionable rare-earth permanent magnets here) combine for 516 horsepower and 564 pound-feet of torque. The iX scoots with a hum from zero to 60 mph in 4.0 seconds flat. A 105.2-kWh lithium-ion battery pack makes it possible to travel an EPA-estimated 315 miles between charges. Stick with the standard 20-inch wheels, and you’ll get an extra nine miles of range (and save $950), but the optional 22s look great—oddly, the middle-sized 21s deliver the least range at 305 miles. [image id=’1ea1382f-36d3-4405-b909-bed0a454ab6b’ mediaId=’474e46b4-e93f-480b-b2f9-2e714582b053′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]HIGHS: Red-carpet-level glamour inside, smooth and silent ride, pin-you-to-the-seat acceleration.[/pullquote][editoriallinks id=’d2ccbc2e-3561-4ef0-8336-88838c81b7ed’ align=’left’][/editoriallinks]Using a DC fast-charger, BMW says the iX can add 90 miles of range in 10 minutes or go from almost empty to an 80 percent charge in less than an hour. We put a lot of miles on, which meant plenty of time spent at the chargers, where our only complaint was the charge port’s placement over the rear wheel, which rarely matched up well to the charging-station layouts. Once recharged, using its stored electrons is a delightful, and customizable, experience. Want more noise and the powerful kick of electric acceleration? Go to Sport mode, and the iX lowers down, hums louder, and lightens the virtual spring on the accelerator. Want to be scolded for your wasteful ways? Efficient mode stiffens the accelerator and offers real-time suggestions on how to get more range. We found the default setting to be just right in its steering weight and pedal response, but if you wanted just Sport mode’s orange accent lights or the power usage display, Personal mode lets you mix and match elements. [image id=’15125547-f6a3-4701-bdf7-664315b4a4fa’ mediaId=’89c0d69f-8b37-4511-be7c-e720919e7d86′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Regenerative braking can be tailored to provide one-pedal driving. With the help of GPS data and sensors, Adaptive mode adjusts the regen to be more aggressive in urban traffic and less so on open roads, where it allows coasting. While the feature is a neat parlor trick, we switched it off, preferring a more consistent response. Use the actual brakes and the iX stops from 70 mph in 166 feet, besting rival electrics like the Tesla Model X and Audi e-Tron. [pullquote align=’center’]LOWS: All that grille with nowhere to go, funky-shaped steering wheel.[/pullquote]The iX is less dominant on the skidpad, where it only managed 0.84 g. In street driving, though, this BMW is much more maneuverable than its size would suggest, thanks in part to rear-wheel steering, and it untangles twisty roads like a yarn-ball winder. That it is so capable in the corners and yet so plush and silent over all kinds of road surfaces feels like a magic trick. The impressive dynamics start with an aluminum frame that supports a body made of steel, aluminum, thermoplastics, and carbon fiber. The material choices allow for a rigid skeleton while partially offsetting the weight of the electric powertrain. Our test car was equipped with the Dynamic Handling package ($1600), which includes the rear-axle steering and air-spring suspension that pairs with adaptive shocks and provides 1.2 inches of height adjustability. Knowing how it’s done doesn’t make it any less miraculous, though. [image id=’11998164-9099-410c-8442-0045a62a6204′ mediaId=’21217978-408f-484b-837e-a141760088f5′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]From outside, there’s no other way to say it: The iX is weird. It’s neither an upright SUV like the X5 it’s similar in size to, nor a rounded four-door like most of its EV competitors. The giant BMW grille hasn’t grown on us, although we do like how the iX’s has a patterned material coated with a self-healing layer that self-levels when warmed to erase small rock chips and scratches. Disappointingly, there’s no front trunk, but the rear cargo area is enough for most luggage and shopping needs at 36 cubic feet with the seats up—that’s more than the X5. Whatever our doubts about its exterior, the iX interior earns a standing ovation. BMW rejects the sparse minimalism of so many EV interiors, but the cabin doesn’t look cluttered or overdone. A curved, floating glass panel houses the digital instrumentation and the central touchscreen. It provides just the right amount of screen to feel modern without turning the cabin into a video-game designer’s cubicle. The panoramic glass roof has electrochromic controls that make it frosted or clear at the touch of a button. The leather seats are patterned and comfortable, but not overly stuffed. If we had to take one thing off, we’d swap the hexagonal steering wheel for a round one. Leave that weirdness to ’70s custom vans. But that’s a small critique considering the iX is such an outlandish production. Both in driving satisfaction and comfort, the iX is a showstopper. [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=’aa9b241a-fee0-4275-b3f8-35fcf81500f8′ 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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    Tested: 2014 Mazda 6 i Sport Manual

    From the May 2013 issue of Car and Driver.Long limbed and slightly poisonous, the yellow sac spider (Cheiracanthium inclusum) is a North American native whose looks are as terrible as you’d expect from anything with “sac” in its name. The little creature fell hard for the previous-generation Mazda 6, and for reasons unknown outside the arachnid world, the eight-eyed webmasters started shacking up in the 6’s evaporative canister vent line at some point between the plant and dealerships, prompting the recall of 65,000 cars. However, while spiders voted with their feet for the 6, Mazda always struggled to get actual humans into the car.

    On average, Toyota sold more Camrys in one month last year than Mazda 6s sold all year. That overly large, personality-deprived 6 is gone, left to the arachnids. With the introduction of the new 6, Mazda didn’t just shake the Etch A Sketch, it threw it out and started over on an iPad. The 2014 Mazda 6 is a wholesale reboot. The body, suspension, power­train, interior, and exterior—and even the evaporative canister vent line—are all clean-sheet designs. It’s not even built in Flat Rock, Michigan, anymore. The 6 picked up its bindle and caught the next boxcar headed for Hofu, Japan.
    You don’t need eight eyes to spot the 6’s new sheetmetal. Mazda tells us the new styling is informed by its “Kodo” philosophy, which endeavors to capture motion in metal. It’s hardly a unique concept, but the 6 is certainly less “meh” than the class average. We’re talking about you, Camry. The 6 looks like a premium Japanese sedan, and if  Mazda hadn’t strangled in the cradle its plan to launch the Amati luxury brand 20 years ago, the new 6 could anchor its showroom nicely.

    HIGHS: Sports-car fundamentals, styled above its tax bracket, simple and well-executed interior, strong brakes.

    Visual trickery abounds. Pleated fenders give the illusion of width. Mazda shifted the A-pillar back nearly four inches to lengthen the hood and disguise the unflattering proportions inherent with a transversely mounted engine. Gloss-black trim, dual exhaust outlets, and chrome embellishments around the greenhouse, grille, and trunklid lend an upmarket presence, even in this, the lowliest, $21,675 Sport trim. And, should you buy this cheaper version, your thrift will remain a secret. Aside from the Sport’s 17-inch wheels and its lack of fog lights and a rear spoiler, its exterior is identical to the $30,290 Grand Touring model’s.
    On the scales, the manual-transmission Sport puts up another pertinent number: 3124 pounds. That’s a startling 216 pounds less than its equivalent predecessor. Considering the weight loss, you might suspect a structure crafted from bird bones and shredded wheat. What you actually get is a stiff new unibody with straighter frame rails and additional high-strength steel.Light in weight, but never feeling lightweight, the 6 is a solid car. Bolted to the new structure are struts up front and a multilink rear suspension. Mazda claims to have tweaked the suspension mounting points to enhance stability and lessen impact harshness. We can report that suspension crash and structural shudders are minimal on the Sport model with 17-inch wheels and 225/55R-17 all-season tires. Road noise, long a weakness for Mazda, isn’t intrusive. Even so, the sound-level meter did record 70 decibels at 70 mph. That would have made it noisiest in our recent test of the segment [“Masters of the Middle,” November 2012]. The ride quality and shock damping are on the stiffer side of the segment, more like a Ford Fusion than a Camry. Up and down motions are attenuated quickly, while body roll and understeer are both kept on a short leash. On the skidpad, the 6’s 0.87 g of grip would have tied it for first place in our test with the four-cylinder Accord EX and the Fusion SE.
    The brake pedal strokes with a satisfying linearity that makes scrubbing the right amount of speed easy. Braking from 70 mph takes 172 feet, a number that would have put the 6 at the head of the table in the afore-mentioned family-sedan comparo. The steering effort is light, but the response is accurate and predictable. More feedback would be nice, especially from the Miata company, but we should probably accept that not every mid-size-sedan driver wants a Miata wheel in his hands. Though we do. At launch, the only engine available in the 6 is Mazda’s new 2.5-liter Skyactiv four-cylinder. A 2.2-liter turbo-diesel arrives this fall. In the 2.5, a 13.0:1 compression ratio, direct injection, and long, tuned exhaust runners hint at race-car ambitions, but the 87-octane burner turns out just 184 horse-power at 5700 rpm and 185 pound-feet of torque at 3250 rpm. It is a smooth and calm, if somewhat flavorless, low-revving engine.

    LOWS: Soft power deliver, opt for the Sport manual and it’s nearly as basic as a race car.

    Hitched up to the six-speed manual, the 2.5 drives the 6 to 60 mph in 7.9 seconds. A four-cylinder Accord manual does it in 6.6 seconds in second gear, whereas the Mazda requires two upshifts. By the quarter-mile, the 6 is a second behind the Accord. In short, the Skyactiv isn’t very active, and it won’t win you many drag races, even against other family sedans.
    Mazda’s engine seems to prioritize efficiency, refinement, and low-end power, and it succeeds on those objectives. With a manual, the 6 earned an EPA rating of 25 mpg in the city and 37 on the highway; we scored 26 mpg. Automatic versions rate even better: 26 and 38 mpg. But opting for the auto will cost an additional $1615.We’d gladly sacrifice 1 mpg for the joy of the six-speed manual, but there are other sacrifices required. A clutch pedal only comes in the base Sport model or in mid-level Touring spec. In the Sport model, choice amounts to selecting one of six paint colors and either a tan or black cloth interior. No other options are offered.That lack of choice is a real timesaver at the dealership. Sport models sacrifice Bluetooth connectivity, a 5.8-inch touch screen, satellite radio, navigation, automatic climate control, auto-dimming mirrors, bi-xenon headlights, a rearview camera, power seats, leather, and safety options like blind-spot monitoring and lane-departure warn-ing. Moving up to the Touring version is less of a sacrifice. Touring 6s add a touch screen, rear camera, 19-inch wheels, automatic cli-mate control, and a power driver’s seat. Still, the Touring manual can’t be had with navigation, bixenon lights, and the active safety features.
    In exchange for being an options martyr, though, you receive the endless bliss that comes from perfectly placed pedals, snappy throws, effortless shifts, and creamy clutch engagement. Engineers with RX-8s clearly had a hand in this gearbox. Thanks to them, forgetting you’re in a family sedan is a heel-toe downshift away. Treat the 6 like a teen hauler and it still shines. The 111.4-inch wheelbase is 1.6 inches longer than the previous 6’s and yields excellent rear-seat legroom. A 15-cubic-foot trunk is in line with the segment leaders, as is a 60/40-split rear seat that folds at the pull of trunk-mounted knobs. The well-bolstered front seats are contoured in the right places and comfortable in day-to-day use. Unlike the velour upholstery in a number of competitors, the 6 uses a coarser and more durable-looking fabric that wouldn’t seem out of place in a Volkswagen GTI. Material quality is top-shelf throughout, even in the base trim. Smooth leather wraps the three-spoke steer-ing wheel. The instrument panel is fashioned from soft and tightly grained plastic that put us in the mind of a Benz E-class. Satin-chrome bezels highlight the three gauges and dashboard vents. Spears of what appears to be gray granite—it’s actually plastic—cross through the middle of the dashboard. Mazda’s interior is attractive because of its restraint and execution, and it’s a welcome relief from the overdesigned and button-laden starship command decks in some other mid-size sedans.
    Throughout the 6 are the fingerprints of people who don’t think of cars in the same way they think of other machines. While it’s not quick or even club-you-over-the-head sporty, the new 6 shares a lot of fundamental traits with sports cars. And these traits aren’t just there for the benefit of car lovers. They’re also useful to the typical family-sedan driver. A relatively low cowl and the repositioned A-pillars result in a vast view out front. The structure is both light and stiff to boost handling and fuel economy. The driver’s relation-ship to the steering wheel, pedals, radio, and HVAC are all spot on. Better yet, the steering, brakes, and floor-mounted accelerator have responses that wouldn’t feel out of place on Turn Three at Road America. If you think that’s overkill in a mainstream sedan, con-sider that the Mazda 6’s alert controls will be at your command when a truck tire bounds into your lane.Substance trumps flash here, and that’s especially apparent in the most basic, manual Mazda 6 i Sport. Buyers who long for a sports car, but who are forced into an afford-able sedan, will find a kindred spirit in the 6. Less-enthusiastic drivers will find that this car just feels right. Consequently, we think this is the one family sedan most likely to share garage space with a sports coupe, a race car, or even some sort of spyder—but hopefully not any lovesick spiders.

    THE VERDICT: Andretti family values.

    Material quality is top-shelf throughout, even in the base trim. Smooth leather wraps the three-spoke steer-ing wheel. The instrument panel is fashioned from soft and tightly grained plastic that

    Specifications

    SPECIFICATIONS2014 Mazda 6 i Sport ManualVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedanPRICE AS TESTED$21,675 (base price: $21,675)ENGINE TYPEAtkinson-cycle inline-4, aluminum block and head
    Displacement: 152 in3, 2488 cm3Power: 184 hp @ 5700 rpmTorque: 185 lb-ft @ 3250 rpmTRANSMISSION6-speed manualDIMENSIONSWheelbase: 111.4 inLength: 191.5 inWidth: 72.4 in Height: 57.1 inCurb weight: 3124 lbC/D TEST RESULTSZero to 60 mph: 7.9 secZero to 100 mph: 20.0 secZero to 110 mph: 24.8 secRolling start, 5-60 mph: 8.2 secTop gear, 30-50 mph: 10.8 secTop gear, 50-70 mph: 9.9 secStanding ¼-mile: 16.1 sec @ 90 mph
    Top speed (drag limited, manufacturer claim): 143 mphBraking, 70-0 mph: 172 ftRoadholding, 200-ft-dia skidpad: 0.87 g

    FUEL ECONOMYEPA city/highway: 25/37 mpgC/D observed: 26 mpgTEST NOTES: Resists understeer more than you expect in a family sedan. Good grip here considering the all-season tires. Stable and controllable at the limit. Body roll stays in check. Seats that would work in a Miata keep you in place. Stability control is fully defeatable.
    C/D TESTING EXPLAINED

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