Car Reviews

While we were in Germany to enjoy a lengthy stint behind the wheel of the 2023 Mercedes-Benz EQE, our handlers shoehorned in a brief drive of the 2022 Mercedes-Benz EQB as a first taste of the battery-powered subcompact SUV that goes on sale in the States later this year. Whereas the EQE is highly advanced in every way—leading-edge aerodynamics, intergalactic sensor array, sci-fi Hyperscreen, sepulchral silence—the EQB is brighter, lighter, easier to use, and more fun to drive. That brightness is literal. The gas-powered GLB’s upright, roller-skate form is unchanged for the electric version, and the tall windows welcome heaps of light into the cabin and offer far better visibility out of it than we experienced through the compressed greenhouse of the EQE.

Mercedes-Benz

Exterior changes from GLB to EQB are few. The only way to identify this as the all-electric model is from the front by the black panel grille topped with a full-width LED light bar and at the rear by the full-width LED bar connecting the taillights. The EQB will also offer an exclusive rose-gold exterior hue and wheel choices, plus blue trim highlights, depending on chosen option packages. There are some hidden aerodynamic tweaks. Air runs past a resculpted front bumper to active lower shutters, the front lower and rear hatch spoilers are reshaped, there’s a fully enclosed and ribbed underfloor, and the wheel designs are altered. These efforts lower the coefficient of drag from the 0.31 clocked by the GLB 250 4Matic to 0.28. The EQB interior maintains the passenger space of the GLB, and it too offers a pint-sized third row as an option. Cargo room, however, is diminished. The EQB gives up as much as five cubic feet of luggage space depending on how the second and third rows are arranged.

Mercedes-Benz

Compared to the EQE, the tech suite is vastly downsized. The 10.3-inch digital cluster and 10.3-inch infotainment touchscreen are the whole show for interactive displays; a head-up display is an option. Once on the road, the EQB is mainly analog and mute. Nothing to do here but drive. Mercedes lists the curb weight for the EQB 350 4Matic we drove at 4795 pounds, which makes it more than 1000 pounds heavier than its gasoline-powered counterpart. Spreading that weight low in the chassis acts like a mass damper, tamping skittishness over rough roads around town as well as countering roll through twisty bits. The EQB, though, is a claimed 400 pounds lighter than the EQE 350 4Matic. And the EQB 350 4Matic makes the same 288 horsepower as the EQE 350, and its 384 pound-feet of torque is just fractionally lower, so those missing 400 pounds make their absence felt when accelerating or cornering. (An EQB 300 4Matic with 225 horsepower and 288 pound-feet will also be offered.) The electric motors in the EQB also vanquish the laggy throttle we lamented in the GLB 250 4Matic, with the result being that the crossover dove through serpentine roads outside Stuttgart feeling more like the AMG GLB 35.

Mercedes-Benz

With a 66.5-kWh battery, the European WLTP range figure checks in at 260 miles. Our EPA-rated number will be lower, although we don’t expect the EQB to end up far from the Audi Q4 E-tron and the Volkswagen ID.4—the competition Mercedes-Benz is targeting. Hooking up to a DC fast-charger at the pack’s max charge rate of 100 kW takes the battery from 10 percent to 80 percent in 32 minutes, according to Mercedes.The EQB welcomes drivers to the world of electron-fueled powertrains without risk of digital overload, making it a steppingstone to the EQE in more ways than platform, price, and model designation. Both EVs are dandy for different reasons. The EQE wants to be all you need and all you can imagine needing for the foreseeable electric future, but its learning curve is long. The EQB, by contrast, is a familiar, laid-back, practical city car that also enjoys a little electric boogaloo along fun two-lane back roads. For anyone who finds the GLB appealing, there’s nothing here not to like.

Specifications

Specifications
2022 Mercedes-Benz EQBVehicle Type: front- and rear-motor, all-wheel-drive, 5- or 7-passenger, 4-door wagon
PRICE (C/D EST)
Base: 300 4Matic, $45,000; 350 4Matic, $65,000
POWERTRAIN
Front Motor: permanent-magnet induction ACRear Motor: permanent-magnet synchronous ACCombined Power: 225 or 288 hpCombined Torque: 288 or 384 lb-ftBattery Pack: liquid-cooled lithium-ion, 66.5 kWhOnboard Charger: 11.0 kWTransmissions, F/R: direct-drive

DIMENSIONS
Wheelbase: 111.4 inLength: 184.4 inWidth: 72.2 inHeight: 67.0–67.2 inCargo Volume: 23 ft3Curb Weight (C/D est): 4800 lb
PERFORMANCE (C/D EST)
60 mph: 6.0–7.8 sec1/4-Mile: ¬14.7–16.2 secTop Speed: 100 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 97/97/97 MPGeRange: 250 mi

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The 2022 Porsche 911 GT3 has one analog gauge: the tachometer. It’s huge, dead ahead through the steering wheel. And if you spec a GT3 with the six-speed manual transmission, it’s a vital instrument. That’s because, unless you own an early Honda S2000 or some type of Hayabusa-powered Ford Festiva, you’re probably not accustomed to shifting gears at 9000 rpm. Shift by ear in the GT3, and you might grab the next ratio at 7000 rpm—which is, preposterously, short-shifting by a wide margin. So, you keep that tach in your peripheral vision, and when the yellow lights alongside it start to flash, that’s when your left foot goes to the clutch and your right hand to the shifter. At 9000 rpm, it sounds as if the 502-hp 4.0-liter flat-six is trying to overtake the car itself. It sounds like a GT3 Cup car’s engine back there. Which, of course, it mostly is.The GT3’s six-speed manual is a different animal than the seven-speed stick in other 911s, tracing its lineage back to the 2016 911 R model. While the seven-speed unit uses Porsche’s clever “mechanically converted shift actuator” (MECOSA) to translate its PDK dual-clutch-automatic-derived guts into an H-shift pattern, no such system is needed on the six-speed, which is gloriously easy to slot into the proper gear. It feels somehow frictionless until the soft crunch of engagement tells you you’ve hit the next cog. Revs climb—and fall off—instantly, as if the 4.0-liter has a fidget spinner for a flywheel. Mundane chores like parallel parking inevitably attract lookie-loos, so keep those revs up. Stalling a GT3 is almost as bad as stalling an airplane, in terms of embarrassment, if not consequences.

HIGHS: A six-speed connected to a 9000-rpm masterpiece, race-car grip, the manual costs nothing extra.

A manual gearbox suits a machine that’s so thoroughly devoted to an unfiltered driving experience. Our $197,935 test car’s limited selection of options was almost all related to speed or performance: $10,110 for carbon-ceramic brakes, $5900 for fixed-back carbon bucket seats, $230 for the extended-range 23.7-gallon fuel tank that maybe ought to be standard, given that the GT3 drinks fuel like a four-wheel-drive Chevy Tahoe (16 mpg combined, per the EPA). The GT3’s $164,150 base price does include a single cupholder, positioned directly in front of the shifter. Do not use the cupholder.In the GT3’s Normal drive mode, you can try to rev-match downshifts yourself. In Sport and Track modes, the car does it for you. Reverse is up and to the left of first gear, and its detent—pushing down on the shifter—does not exactly require the hand of a seven-foot-tall bouncer with brass knuckles. Tip: If you think you’re in first gear but the backup camera is on, best check your work before dropping the clutch.

LOWS: Not as quick as the PDK model, makes you sad to drive cars that are not manual-transmission GT3s, good luck finding one.

Grab a perfect launch and the six-speed GT3 will hit 60 mph in 3.3 seconds and run the quarter-mile in 11.5 seconds at 124 mph. Those are great numbers, but far in arrears of the automatic car’s 2.7-second dash to 60 and its 10.9-second quarter-mile pass at 129 mph. The manual GT3 weighs slightly less than the PDK car (3199 pounds versus 3222 pounds) and manages to improve on the automatic model’s skidpad grip (1.16 g’s compared to 1.11 g’s). But there’s a reason that Porsche sent an automatic GT3 to represent the car at our Lightning Lap event—the dual-clutch gearbox makes for quicker lap times. In choosing the manual transmission, you’re deliberately surrendering performance. And why would you do that?
Well, because you can spare a half-second here or there in the name of glorious mechanical involvement. And because, with a manual, this car draws a straight line back to the first 911s, except it’s so much better. Plus, there’s the snob appeal. The GT3 is its own exclusive club, and the manual GT3 is the roped-off VIP area inside that party. No poseurs allowed. This is like the GT3 versus 911 Turbo debate distilled to an intra-GT3 rivalry. Do you prioritize raw emotion or raw speed? While the manual option costs zilch, it ought to be a statement credit. But that is an accounting oversight we can stomach, especially when the GT3 feels like a bargain.

Specifications

Specifications
2022 Porsche 911 GT3Vehicle Type: rear-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $164,150/$197,935 Options: Porsche Ceramic Composite Brakes with high gloss black calipers, $10,100; full bucket seats, $5900; leather and Race-Tex interior in black with GT Silver stitching, $4730; Lava Orange paint, $4220; front axle-lift system, $3670; Michelin Pilot Sport Cup 2 R tires, $2032; wheels painted Satin Dark Silver, $1290; LED headlights in Black, $850; auto-dimming mirrors with rain sensor, $700; 23.7-gallon fuel tank, $230
ENGINE
DOHC 24-valve flat-6, aluminum block and heads, direct fuel injectionDisplacement: 244 in3, 3996 cm3Power: 502 hp @ 8400 rpmTorque: 346 lb-ft @ 6100 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 16.1-in vented, cross-drilled, carbon-ceramic disc/15.1-in vented, cross-drilled, carbon-ceramic discTires: Michelin Pilot Sport Cup 2 RF: 255/35ZR-20 (97Y) N0R: 315/30ZR-20 (105Y) N0
DIMENSIONS
Wheelbase: 96.7 inLength: 180.0 inWidth: 72.9 inHeight: 50.4 inPassenger Volume: 49 ft3Cargo Volume: 5 ft3Curb Weight: 3199 lb
C/D TEST RESULTS
60 mph: 3.3 sec100 mph: 7.5 sec1/4-Mile: 11.5 sec @ 124 mph130 mph: 12.5 sec150 mph: 18.2 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 4.2 secTop Gear, 30–50 mph: 7.5 secTop Gear, 50–70 mph: 7.0 secTop Speed (mfr’s claim): 199 mphBraking, 70–0 mph: 134 ftBraking, 100–0 mph: 262 ftRoadholding, 300-ft Skidpad: 1.16 g
EPA FUEL ECONOMY
Combined/City/Highway: 16/14/18 mpg

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The proliferation of models in the Mercedes-Benz lineup has all but undone established relationships between the stars in Stuttgart’s product constellation. But two of the company’s luminaries remain gravitationally locked, a binary star system: the S and the E. The S-class is Mercedes’s supergiant, its brightest light. The E-class is the secondary star, still effulgent yet merely giant, shining at somewhere around eight-tenths the intensity of the S.This is why, not long after the debut of the all-electric EQS sedan, cosmic symmetry has us sampling the all-electric EQE. The former is the expected technological showcase. But Mercedes wasn’t content to make the latter merely the expected eight-tenths replicant, so the EQE is designed to be the EQS’s “sporty smaller brother.”This starts with the EQ subbrand trademarks of a black fascia panel and a solid light bar across the rear, connected by the “one-bow” greenhouse that arcs from cowl to tail. Among the superficial differences between the two EVs, the EQE lacks the EQS’s solid light bar across the top of the grille and fits slightly different headlights and DRL signature.

Mercedes-Benz

The EQE’s dimensional changes accentuate sportiness. Overall length is about nine inches shorter than the EQS, but the wheelbase shrinks by only 3.5 inches. The EQE maintains the visual connection to the EQS despite truncated overhangs rendering the side view somewhat stubby, an impression bolstered by the EQE being the same height as the EQS but fractionally wider. The battery tucked within the wheelbase is a 10-module version of the 12-module unit packed into the EQS. It’s good for 90.6 kWh of usable energy and what we’re told will be a range beyond 300 miles. As on the EQS, maximum charging rate is 170 kW.The cabin gives up nothing but a few sybaritic frills to the EQS—the Burmester audio’s Atmos system isn’t available here, for instance. The interior adds an inch of front shoulder room and three inches of overall length compared to the current E-class, a sedan we’ve lauded for its luxurious digs.

Mercedes-Benz

There’s a quirk to the rear quarters, however, especially on entry. The condensed one-bow greenhouse also curves downward along its edges. This creates a noticeably compact rear door aperture, requiring a duck of the head to get past the curved lintel. Mercedes fitted the EQE with a trunk instead of a hatch as on the EQS, eliminating overhead hinges to increase headroom. Nevertheless, the floor-mounted battery pushes the rear hip point 2.5 inches higher than in the traditional E-class. It’s comfy back there, but adult rear passengers will find the curved cabin ceiling ever-present in their vision.Moving to the front row gives a glimpse into our autonomous future. It feels like sitting in a tailored pod. The top edge of the door panels sweeps up from the windows and forward toward the windshield. There’s barely any width to the door panel at the shoulder line, so forget about resting your elbow there unless the window is open. Although this won’t matter in the autonomous future, the cowl further eats into visibility, and the advanced-driving-assistance equipment at the top of the steeply raked windshield obscures the already compromised forward view even more. The curved ceiling cuts the height of the side windows, and the hefty A- and B-pillars shrink their width, while the rear window as viewed through the rearview mirror is a bunker slit. This is a cockpit for looking inward rather than outward.

Mercedes-Benz

Lucky there’s a lot to do inside, then. The standard instrument panel puts a 12.3-inch digital instrument cluster behind the wheel and a 12.8-inch tablet in the center dash. This is what goes for minimalist now, and it’s handsome, set against a sweeping backdrop of wood or gloss-black trim.The optional Hyperscreen, making its third appearance after the S-Class and the EQS, spreads three screens across more than 56.0 inches of curved glass panel, in addition to the head-up display that’s included with the Hyperscreen. The user interface keeps the most often-used systems such as navigation and music on the top level, generally doing a good job of keeping mission control legible. There were a few curious tics that might have been mitigated with greater familiarity, such as figuring out when the music controls are going to show up at the bottom of the center screen or on the right side. And among the navigational peculiarities, the augmented reality video feed pops up on top of the map in the center screen, hiding the arrow glyph we’re used to tracking. We ended up triangulating three nav displays at all times—one in the HUD, one in the instrument cluster, and one in center display. Which is a lot of scanning and a waste of at least two displays.Our advice: Start your kids on video games right now. The driving of the future is going to gush scads of data.

Mercedes-Benz

The driving experience is everything one expects. The single motor in the EQE350+ puts out 288 horsepower and 391 pound-feet of torque. We’d formerly consider those middling numbers to move some 5200 pounds of Swabian heft, but what a difference electric propulsion makes. On snaking roads, the sedan hits its “sporty little brother” target, a product of the instantaneous torque, the optional rear-wheel steering (up to 10 degrees), and a curb weight that’s a few hundred pounds lighter than the EQS. The advanced driver-assistance systems could use some polish, however, exhibiting occasional learner’s-permit foibles like late braking and skittishness on narrow roads with oncoming traffic. But over-the-air updates promise to add finesse.

Mercedes-Benz

We’ll need to get the EQE in for testing to measure its noise levels versus the EQS. Our unaided ears found the executive transport more hushed at 110 mph on the German autobahn than other gas-powered and electric vehicles we’ve driven at far tamer highway speeds. In fact, the EV era could renew Mercedes’s reputation for bank-vault solidity—what made the biggest impression was the vacuum-of-space quietude. Mercedes engineers earned their obsessive rep hunting noises to eliminate. Take the powertrain carrier: They put the electric motor in a damped subframe that sits inside another subframe with the power electronics, shrouded those electronics in a sandwiched cover, then damped that subframe assembly from the chassis. Elsewhere, Mercedes rerouted climate-control and cooling plumbing to eliminate fluid-gurgling noises, and the foam-filled tires have their lettering cut into the sidewall instead of rising proud of it. Around town, the sedan rides calm as a crypt. At one Frankfurt stoplight we realized the only things we could hear were our tinnitus and neuroses. Despite its foibles, the EQE is already superb. And a 402-hp dual-motor EQE500 4Matic and the EQE53 4Matic+ are still to come. While the kids are urged to get razor sharp on Gran Turismo and Digital Combat Simulator, we recommend meditation courses for EQE buyers. The quietude is going to give them a lot of time with their thoughts.

Specifications

Specifications
2023 Mercedes-Benz EQE 350+Vehicle Type: rear-motor, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE (C/D EST)
Base: $70,000
POWERTRAIN
Motor: permanent-magnet synchronous AC, 288 hp, 391 lb-ft Battery Pack: liquid-cooled lithium-ion, 90.6 kWhOnboard Charger: 11.0 or 22.0 kWTransmission: direct-drive
DIMENSIONS
Wheelbase: 122.9 inLength: 196.6 inHeight: 59.5 inCurb Weight (C/D est): 5200 lb
PERFORMANCE (C/D EST)
60 mph: 5.5 sec1/4-Mile: 14.5 secTop Speed: 130 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 97/97/97 MPGeRange: 300 mi

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Sports-car companies creating SUVs is a phenomenon enthusiasts have watched with varying degrees of horror/excitement/acceptance ever since the first Porsche Cayenne debuted. With its DBX, Aston Martin arguably—and, well, surprisingly—has been the most successful in transferring the design language of its sports cars onto an SUV shape. The brand, however, also has come to realize that the waning days of internal combustion are no time to hold back when it comes to horsepower. So, whereas the standard DBX develops 542 horsepower from its AMG-supplied twin-turbo 4.0-liter V-8, the new DBX 707 model produces 697 horsepower—or 707 PS in the more flattering European measure.The design of this high-test version, of course, has been tweaked, mostly for reasons of function. The 707’s grille opening is 27 percent larger to permit greater airflow for engine cooling. Flanking it are revised air intakes bisected by horizontal DRL lighting elements. There are several new aero bits: a carbon-fiber front splitter, revised skirts along the rocker panels, air deflectors ahead of the front and rear wheel openings, an air outlet cut into the rear quarter panels, an extended rear diffuser, and a longer rear spoiler. The mirror caps and side strakes can be done in carbon fiber or in black to match the window surrounds, hood vents, and roof rails. Fortunately, none of these addenda detract too much from the organic shape of the DBX—although we’re not particular fans of the rear air outlets and that protruding diffuser. Still, this is a long way from Mansory-style aftermarket overkill.

Aston Martin

The uprated power output comes from the same 4.0-liter V-8 as the standard DBX. Of course, the engine isn’t exactly the same: There a new turbochargers, redesigned induction and exhaust systems, and a reprogrammed engine control unit to manage it all. The massaging was done at Aston Martin under head of powertrain engineering Ralph Illenberger, who, having come from AMG, knows this engine well. To cope with the extra output, the standard DBX’s nine-speed automatic transmission is replaced with an AMG-sourced version that features a wet clutch pack in place of a torque converter. In addition to faster shift times, the new gearbox adds a Race Start launch-control function. It’s easy enough to access. In either Sport or Sport+ mode, depress the brake and accelerator simultaneously. The digital instrument display flashes a red Race Start message, and when the revs hit 4000 rpm, release the brake and enjoy being launched back into your seat. We mean that quite literally—our passenger was leaning forward balancing a smartphone atop the dash to capture the moment, and the accelerative force flung him rearward into his chair, resulting in a video clip of the headliner instead.

Aston Martin

In our testing of the standard DBX, it vaulted to 60 mph in 3.9 seconds and dispatched the quarter-mile in 12.4 seconds at 114 mph. That doesn’t sound too shabby, until you learn that those numbers trail the Audi RS Q8, the Bentley Bentayga V-8, the Mercedes-AMG GLE63 S, and even the Maserati Levante Trofeo. Bragging rights count, and Aston says the more muscular DBX 707—which also benefits from a shorter 3.27:1 final-drive ratio—chops the benchmark 60-mph time to 3.1 seconds and can reach 100 mph in 7.4 seconds. Top speed is a claimed 193 mph.In the real world—which for our drive was the island of Sardinia—the DBX 707 is simply insanely quick. You’re hard-pressed to find an opportunity to fully stretch its legs for more than a few seconds at a time. When you do, the accelerative thrust is so intense that even the fractional pause in power during the transmission’s extra-quick upshifts creates a head-bobbing moment as the DBX 707 rockets ahead.

Aston Martin

The 707’s throaty soundtrack comes from an active exhaust system with quad outlets that’s different from both the standard and optional sport setups in the base car. No matter the drive mode, holding either of the shift paddles when pressing the ignition button triggers a vocal, throat-clearing startup bark. Even in the mellower GT setting, and slightly more so in either of the two Sport modes, there’s a spitting exhaust sound during upshifts, and the V-8 roars with a deep-voiced baritone as the revs climb. But this Aston’s soundtrack is still more reserved than the sharp crack of AMG’s most hardcore products or the theatrical pops favored by Jaguar. Keeping a leash on all that newfound power are new standard carbon-ceramic brakes exclusive to the 707. The rotors are a massive 16.5 inches across in front and 15.4 inches in back, gripped by black-painted calipers (or choose bronze-, orange-, yellow-, red-, or gray-painted ones). The big stoppers are said to shed 88 pounds compared to the cast-iron rotors in the standard DBX. We groused that in the regular car, the brake pedal is less responsive than we’d like in its initial bit of travel , but we had no issue with modulation here. However, once the brakes warmed up, there was some squealing that accompanied light applications—an issue Aston engineers say they’re working on.

Aston Martin

The 707 has four on-road drive modes and one for off-road, with selection done via a new dial on the console, making them relatively easy to access without taking your eyes off the road. Punch the center of the dial to call up the transmission’s Manual mode, which holds your paddle-selected gears. We found Manual mode to be the preferred setup for attacking the long series of tight corners on the island’s rural, mountainous terrain. With the full measure of this DBX 707’s bountiful 663 pound-feet of torque available across a broad 2600-to-4500-rpm rev range, there just isn’t much need to downshift into most corners or upshift coming out. As in the standard DBX, this uprated model utilizes 48-volt active anti-roll bars along with air springs, which can raise the ride height by 1.8 inches or lower it by 1.2 inches. The system offers GT (default), Sport, and Sport+ modes. The active anti-roll system has been tweaked for increased roll resistance, and the cornering attitude is virtually flat. The ride, though, has become quite firm, although some of that harshness could be down to our sample car’s 23-inch wheels (which are optional on both models).

Aston Martin

In an earlier drive of a pre-production DBX 707 at a racetrack in England, we experienced this enhanced SUV’s amusing ability to power-oversteer. On public roads edged by steep drop-offs, we were more content to learn that the DBX 707 has grip for days. Some credit must go to the ultra-wide Pirelli P Zero PZ4 summer tires, sized 285/40YR-23 up front and 325/35YR-23 at the rear. But the 707’s rear track also has been widened by 0.6 inch, and its electronically controlled rear differential has been recalibrated, both of which help the rear end to better dig into the pavement when powering out of corners. The DBX 707 has surprisingly good balance for a heavy SUV, its rather light helm corresponding to an eagerness to change direction without a lot of push from the front end. Aston Martin claims a front-to-rear weight distribution of 52/48 percent, which is more advantageous than most of its competitors. For less frenetic moments, there are the now-commonplace driver assists such as adaptive cruise control, lane-keep assist, forward-collision warning, and blind-spot monitoring. The DBX, however, does not offer a hands-free driving aid—this remains a car for drivers who prefer to keep two hands on the wheel. As in the standard DBX, the environment for doing so is a rich, leather-everywhere cabin, and slipping inside is like stepping into the world’s finest shoe store. Hides cover virtually every surface, and their fragrance fills the nostrils, reminding us that the greatest challenge facing “vegan leather” is the olfactory one. The 707’s firmly padded sport seats have a different stitching pattern than in the standard car, with contrast-color elements around the shoulder area and a center stripe on the backrest.

Aston Martin

Like the engine, the infotainment system is another piece of hardware borrowed from the gang in Stuttgart, but it’s not Benz’s latest mega-screen setup. Instead, it’s a 10.3-inch display (with Aston’s own graphics), operated via Mercedes’s previous-generation rotary controller and touchpad. While we appreciate that layout for its tactility, the lack of touchscreen operation seems out of place nowadays, and it would be nice if the display could show multiple functions at once, such as audio and navigation. The 707 also sports a revised center-console layout. Besides the aforementioned drive-mode selector, there are dedicated buttons to adjust the damper firmness and the exhaust note, or to switch off the engine’s auto stop-start function. Enlarged cupholders are shared with both DBX models, as are soft-close doors. And as in all Astons, gear selection is via a series of buttons in the center of the dash. We can’t say that the standard DBX was wanting for power, but the 707 certainly cranks up the intensity of its driving experience. It also, naturally, dials up the price. The ask here is $239,086 to start—some $50,000 more than the standard version. Nonetheless, Aston Martin expects the 707 to be the more popular DBX variant. Though the standard DBX continues to boast a supremely elegant design, in this market segment, nothing succeeds like excess.

Specifications

Specifications
2023 Aston Martin DBX 707Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $239,086
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 243 in3, 3982 cm3Power: 697 hp @ 6000 rpmTorque: 663 lb-ft @ 2600 rpm
TRANSMISSION
9-speed automatic
DIMENSIONS
Wheelbase: 120.5 inLength: 198.4 inWidth: 78.7 inHeight: 66.1 inPassenger Volume: 109 ft3Cargo Volume: 23 ft3Curb Weight (C/D est): 5100 lb
PERFORMANCE (C/D EST)
60 mph: 2.9 sec100 mph: 8.5 sec1/4-Mile: 11.4 secTop Speed: 193 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 14/12/18 mpg

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What do a Joshua tree and the Chevrolet Silverado have in common? It seemingly takes both of them awhile to mature. The scraggly-looking tree, for example, may only grow a foot in 12 years, which is about the same amount of time we’ve been waiting for Chevy to build a truck with serious off-road performance. With the 2022 Silverado 1500 ZR2, that wait is finally over. Our recent drive up, down, and around Joshua Tree National Park provided the perfect setting to figure out what the ZR2 is all about. Motivating this new model is General Motors’ sweetheart of a 6.2-liter pushrod V-8. Although there’s a strong argument to be made that the low-end grunt of GM’s 3.0-liter inline-six turbo-diesel would be a better fit, the gas-fired 6.2-liter’s 420 horsepower and 460 pound-feet of torque feel right at home here. A quick-shifting 10-speed automatic transmission mates to a two-speed transfer case with traditional two-wheel drive and high- and low-range four-wheel-drive modes, plus an Automatic mode for those who prefer to let the electronics figure out when the front axle needs to be engaged.
The ZR2 takes the Silverado’s existing Trail Boss trim level to the next level via some key off-road hardware. The front and rear differentials incorporate electronic lockers, with the former also necessitating upgraded half-shafts for the front axle to manage the additional loads when the diff is locked. Underneath, beefy skid plates help keep obstacles from impaling the truck’s vital components, and knobby 33-inch Goodyear Wrangler Territory all-terrain tires have been wrapped around the standard 18-wheels.

Chevrolet designed the ZR2 to be a weapon for any trail—not just the open desert. By not grossly flaring its fenders in the vein of the Ford F-150 Raptor and Ram 1500 TRX, the ZR2’s width remains relatively narrow. Measuring 81.2 inches across, the Chevy is 5.4 and 6.8 inches less broad of beam than the Raptor and TRX, respectively. While ascending the tight canyon trails and dry riverbeds that snake their way through the national park, the ZR2’s slimmer profile easily cleared the surrounding rock walls that the wider trucks would need to carefully navigate. The Silverado’s direct yet low-effort steering allows you to precisely place the ZR2’s Goodyears so as to avoid punctures from sharp-edged rocks.
With its differentials locked, the ZR2 makes quick work of climbing gnarly rock ledges. Setting the three-position drive mode selector to Terrain mode enables a one-pedal trail driving setup that operated more smoothly than we expected. Simply press the accelerator to go and release it to stop, the ZR2 automatically engaging its brakes to keep it from gaining speed. Hill-descent control allows incremental speed adjustments of 1 mph by using the truck’s cruise control toggle. Both electronic aids reduce the head-banging motions that can come from two-pedal off-road driving. Fortunately, both systems can be disabled if you prefer to work the pedals yourself. However, you won’t want to neglect the truck’s various high-resolution camera views, which essentially provide a virtual spotter for picking your way through technical terrain. Though not as high-tech, we also welcomed the deep baritone growl provided by the $1399 Borla exhaust system upgrade fitted to the truck we drove. Unlike most players in the segment, Chevrolet opted not to fit canon-sized exhaust tips out the back of the ZR2. Instead, it cleverly routed the truck’s tailpipes high up to prevent any costly damage when departing obstacles. Still, despite the effort to keep the exhaust out of harm’s way, the ZR2’s departure angle of 23.3 degrees comes up short versus its immediate competitors. But when it comes to preventing the truck’s midsection from dragging over boulders, its breakover angle of 23.4 degrees is topped only by the F-150 Raptor on its optional 37-inch tires. Similarly, the ZR2’s model-specific three-piece steel front bumper—the glossy black finish of which is a magnet for trail scuffs—helps enable an approach angle of 31.8 degrees, again bettered only by the big-tired Raptor.
As with Chevy’s smaller Colorado ZR2 pickup, the Silverado ZR2’s three-chamber Multimatic spool-valve dampers are its most notable upgrade—they imbue the truck with an impressive split personality. On the road, these passive dampers contribute to a supple ride by removing the harshness we’ve previously complained about in the current-gen Silverado. Even body roll is mostly kept in check when hustling through corners. Yet, in deep sand, they masterfully manage the inherent hopping motions of the ZR2’s leaf-sprung rear axle.. But it’s in undulating high-speed sections of desert where the trick dampers shine, softening impacts and deftly managing wheel motions so that the ZR2 never feels out of control. And with 9.8 inches of travel in front and 10.6 inches in back—2.0 inches more than in the Trail Boss—plus the addition of hydraulic bump stops, this Silverado shrugs off hard touchdowns with little issue. Starting at $69,295, the ZR2 doesn’t come cheap. But with its elevated base price comes the top grade of the Silverado’s newly revised interior. There’s now an upscale feel and modern look inside, highlighted by a 12.3-inch digital instrument cluster and a 13.4-inch touchscreen running a Google-based infotainment system. The side bolsters and shoulder support of the leather-wrapped and ZR2-specific sport seats do an excellent job of keeping your torso in place, with their only drawback being a bottom cushion that could be a bit on the softer side. However, we’re far less enamored with the design of the Silverado’s new electronic joystick shifter on the console. Feeling both bulky and clumsy in operation, its top-mounted Park button is especially easy to unintentionally activate with a resting hand.
Unlike its harder-core rivals, the ZR2’s off-road prowess doesn’t come at the expense of everyday capability. With a maximum towing capacity of 8900 pounds, it’ll tug more than both the TRX and the Raptor. Of course, you’ll still want to shop in a different segment if fuel economy is a priority, as this Silverado earns EPA estimates of only 15 mpg combined, 14 city, and 17 highway. As a sort of multitool among off-road-oriented pickups, the ZR2 is a supercharged V-8—and maybe a set of slightly larger tires—away from approaching the performance found in the upper echelons of its segment. Given the heretofore slow rate of the Silverado’s evolution, we won’t count on such upgrades happening anytime soon. But we do hope the ZR2’s future growth outpaces that of a Joshua tree.

Specifications

Specifications
2022 Chevrolet Silverado 1500 ZR2Vehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base: $69,295
ENGINE
pushrod 16-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 376 in3, 6162 cm3Power: 420 hp @ 5600 rpmTorque: 460 lb-ft @ 4100 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 147.5 inLength: 232.8 inWidth: 81.2 inHeight: 78.7 inPassenger Volume: 136 ft3Curb Weight (C/D est): 5800 lb
PERFORMANCE (C/D EST)
60 mph: 5.6 sec1/4-Mile: 14.1 secTop Speed: 100 mph
EPA FUEL ECONOMY
Combined/City/Highway: 15/14/17 mpg

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Ever since the introduction of the Prius, Toyota has been the league leader in hybrids, fielding an impressive roster of gas-electric models. In EVs, however, Toyota has mostly been content to watch from the stands—excepting a couple of seasons in the minors with the RAV4 EV sold in California in 1997 and again in 2011. Now, finally, Toyota is stepping up to the plate with the bZ4X, an EV that will be sold nationwide. It’s a cautious effort that doesn’t swing for the fences.Although the name would appear to be the result of a product planner pounding a fist on a keyboard, Toyota says “bZ” stands for “beyond Zero” emissions, the 4 indicates the vehicle’s size, and “X” denotes its SUV body style. More electric bZ models will follow, the next likely to be a Highlander-sized bZ5X SUV.
Slightly longer and lower than the RAV4, the bZ4x was co-developed with Subaru, which is fielding the nearly identical Solterra. The designs are differentiated mostly up front, where the bZ4X gets a trapezoidal non-grille while the Solterra’s is hex shaped. Both have the same side sculpting and heavy black plastic elements over the wheel arches. Taking a page from Tesla, there’s just one standard color: black. White, red, silver, and gray cost extra and in the Limited can be paired with a black roof.

The major difference between the two models is that Toyota offers a front-wheel-drive single-motor version as well as an all-wheel-drive dual-motor variant, whereas Subaru went exclusively all-wheel drive. Either bZ4X powertrain can be had in XLE or Limited trim. The standard setup produces 201 horsepower, a respectable number that exactly matches the single-motor Volkswagen ID.4 and Kia Niro EV. We expect the bZ4X to hit 60 mph in just under seven seconds, which would be better than the 7.6 seconds we achieved with the VW but slower than the 6.2 we recorded with the Kia.
What’s unusual, however, is that while other automakers position their all-wheel-drive dual-motor EVs for high performance, the dual-motor bZ4X adds just 13 ponies, for a total of 214 horsepower. That stands in stark contrast to the similarly configured versions of the ID.4 (295 horsepower), the Hyundai Ioniq 5 and Kia EV6 (320 horsepower), and the Polestar 2 (408 horsepower).Toyota claims that it wanted a similar driving character for both models, and that the all-wheel-drive version’s superior 0-to-60 time is down to off-the-line traction. Indeed, in our drive around suburban San Diego, the two bZ4X powertrains felt equally spry. Both have satisfying, but not eye-widening, initial response pulling away from a stop or accelerating to pass on the freeway. Additionally, the chassis felt taut but compliant over bumps, and the steering has a decent amount of weighting. A button on the console boosts regenerative braking, though not to the level of one-pedal driving. The all-wheel-drive version includes more than the typical off-road gear, courtesy of Subaru. There’s hill-descent control, plus X-Mode programming that includes two off-road modes. There’s also a brake-based system to send torque across either axle when one wheel loses grip. We didn’t have an opportunity to go off-pavement with the bZ4X, but we did with its Subaru sibling, which acquitted itself well on some sandy off-road trails.
The two bZ4X models have nearly identical battery sizes of 63.4 kWh (in the single-motor version) and 65.6 kWh (in the dual motor). Their EPA range estimates are adequate but not class leading: 242/252 miles (Limited/XLE) for the front-drive version and slightly lower for the all-wheel-drive model at 222/228 miles.Toyota includes a year of free charging at EVgo locations, and buyers can bundle a ChargePoint Level 2 home charger as part of their purchase for $699 (which doesn’t include installation). With a Level 2 supply, the modest 6.6-kW onboard charger can replenish the battery in 9 hours. The bZ4X can also power up at a DC fast-charger, where Toyota claims that adding 80 percent charge takes just under an hour, with peak charging rates of 150 kW for the front-drive variants and 100 kW for the all-wheel-drive models. In other markets, the bZ4X offers solar panels integrated into the roof, but that feature didn’t make the cut for the U.S.
U.S. cars do get a fixed glass roof as standard, which makes the interior feel airy. Thin pillars aid outward visibility. The rear seat cushion is low, allowing for adequate headroom, and rear legroom is generous. An optional feature in the Limited is a radiant heating element in the lower dash that warms front-seat riders’ legs. A high center console bisects the front seats and has a wireless charging pad and a large open stowage space underneath. There’s no glovebox or frunk, and the rear cargo hold is 26 to 28 cubic feet (versus 38 for the RAV4). Unlike in Prius models, the bZ4X digital instrumentation display is directly in front of the driver. But it’s positioned so that you look over the steering wheel at it, and drivers who prefer a higher wheel position may find the display partially obscured. A 12.3-inch center touchscreen boasts sharp graphics and wireless phone mirroring but uses silly plus and minus buttons for volume and onscreen touchpoints for audio tuning. Subscribe to Wi-Fi and you can stream music via your Apple or Amazon music account. Navigation and “Hey, Toyota” voice recognition both are subscription based as part of Toyota’s Drive Connect service, with three years gratis.
The bZ4X XLE starts at $43,215 and the Limited at $47,915. Upgrading to the all-wheel-drive dual-motor powertrain costs $2080. All models include adaptive cruise control, lane-departure warning, lane-keeping assist, blind-spot monitoring, rear-cross-traffic alert, and Safe Exit Assist. The Limited’s additions include a motion-activated power liftgate, a heated steering wheel, heated and ventilated front seats, a multiview camera, 20-inch wheels, and Softex faux-leather upholstery. Sales start in ZEV states in April, with the bZ4X offered nationwide by the end of the year. Note that Toyota’s $7500 federal EV tax credit is likely to start phasing out in the fourth quarter of this year—mostly thanks to the 150,000 or so Prius Primes sold since 2017—so interested buyers may want to move quickly. Even if Toyota itself was a little slow to get into the EV game.

Specifications

Specifications
2023 Toyota bZ4XVehicle Type: front- or front- and mid-motor, front- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE
XLE, $43,215; XLE AWD, $45,295; Limited, $47,915; Limited AWD, $49,995
POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 107 or 201 hp, 124 or 196 lb-ft Rear Motor: permanent-magnet synchronous AC, 107 hp, 124 lb-ft Combined Power: 201 or 214 hpCombined Torque: 196 or 248 lb-ftBattery Pack: liquid-cooled lithium-ion, 63.4 or 65.6 kWhOnboard Charger: 6.6 kWTransmissions, F/R: direct-drives
DIMENSIONS
Wheelbase: 112.2 inLength: 184.6 inWidth: 73.2 inHeight: 65.0 inPassenger Volume: 94 ft3Cargo Volume: 26–28 ft3Curb Weight (C/D est): 4300–4500 lb
PERFORMANCE (C/D EST)
60 mph: 6.5–6.9 sec1/4-Mile: 15.2–15.6 secTop Speed: 110 mph
EPA FUEL ECONOMY (MFR’S EST)
Combined/City/Highway: 102–119/112–131/92–107 MPGeRange: 222–252 mi

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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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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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