Car Reviews

It’s been a mixed bag recently for Jeep Grand Cherokee aficionados. A new three-row Grand Cherokee L debuted for the 2021 model year to much fanfare, but the GC’s two-row fourth-generation variant has soldiered on unchanged, despite being on the market for 11 long years. A redesigned two-row Grand Cherokee has been eagerly anticipated, and our initial experience with the 2022 model tells us that the patience of its fan base will be rewarded—if they’re willing to pay for more than a decade’s worth of catch-up. The new standard two-row Grand Cherokee is some 11.4 inches shorter than its three-row L counterpart. More to the point, it’s 3.7 inches longer, an inch wider, and has a lower roofline than the outgoing model. It rides on a 116.7-inch wheelbase that’s exactly two inches longer than before, and the track width is up 1.4 inches. The result is a subtle swelling that’s almost undetectable because its proportions remain pure Grand Cherokee. There’s a certain fireplug stoutness to its shape, with its straight character lines, tented greenhouse, trapezoidal wheel arches, and a tapered D-pillar that tips forward a bit more than the boxier three-row L’s. This time out the hood is a bit longer, and the nose and requisite seven-slot grille are canted slightly forward, à la Jeep J-series. Consider yourself forgiven if you didn’t notice that the side glass extends nearly a half inch lower, improving visibility.

Despite its growth, Jeep says the new Grand Cherokee weighs about 250 pounds less than before. You can’t point to just one change to explain this, as it derives from numerous advancements. The unibody structure now contains more high-strength steel, there’s more aluminum in the upper body, and the rear liftgate is made from a combination of aluminum and composite materials. The front subframe cradle is now made of aluminum, as are nearly all of the front and rear suspension pieces. The front axle shafts on four-wheel-drive models are hollow, and they run through the oil pan so the engine can sit about 1.5 inches lower.The available engines—a standard 293-hp 3.6-liter V-6 and an optional 357-hp 5.7-liter V-8—largely carry over. Both remain paired with an eight-speed automatic transmission, though minor tweaks have added 1 mpg to the EPA combined estimate for V-6 models, now to 22 mpg. V-8 models continue to carry a federal combined score of 17 mpg yet gain a shorter final-drive ratio that helps them get off the line a little better than before. Maximum towing capacities remain unchanged at 6200 pounds for the V-6 and 7200 pounds for the V-8.
Less weight and an engine mounted lower in the chassis can aid handling, but the new Grand Cherokee also employs revised multilink front and rear suspension, which contribute to its pleasantly direct steering, steady cornering attitude, and its ability to soak up bumps like never before. The vehicles we drove were fitted with optional air springs and adaptive dampers, a combination that delivered impressive composure and admirable isolation over neglected asphalt, even when riding on the Summit Reserve model’s 21-inch wheels. We also sampled a more rugged Overland model with 18-inch wheels on gnarled dirt roads and came away equally impressed. As before, the Trailhawk model is the real off-road star of the lineup. It starts with standard air springs, which can now deliver 11.3 inches of ground clearance in their highest setting, plus a reshaped front fascia that helps boost the approach angle from a previous 30 degrees to 36. Breakover and departure angles also have been improved, while an electronically disconnecting front anti-roll bar translates to more than five additional inches of suspension droop in frame-twisting situations, as well as considerably less head toss when traversing uneven terrain. The Trailhawk also comes with the top Quadra-Drive II four-wheel-drive system, which combines the lesser Quadra-Trac II system’s two-speed transfer case and 2.72:1 low-range gearing with a limited-slip differential. Add in 18-inch Goodyear Wrangler Territory AT tires, a forward-looking off-road camera that can peek over crests, and an automatic crawl control system, and you’ve got a great turnkey off-road SUV that’s still impressively civilized on asphalt.
Most people will never push their Grand Cherokees to the max off-road, but occupants will be massively impressed with the new model’s refined interior design and upgraded materials. Standard equipment across all trim levels includes dual-zone automatic climate control, a 10.3-inch digital gauge cluster, and a meaty tilt-and-telescope steering wheel that simply feels good in the hands. Rear-seat legroom is solid and a smidge better than before, but those seeking cavernous interior appointments likely are already eyeballing the three-row L model. Techwise, the GC has come a long way. A responsive Uconnect 5 infotainment system is standard and features wireless Apple CarPlay and Android connectivity. An 8.5-inch touchscreen is included on most trims, with a 10.1-inch setup available on Limited trims and above. An interactive front-passenger display also is available in the Trailhawk on up, and it’s angled away from the driver so the passenger can watch movies via Amazon Fire accounts without distracting the pilot. The person riding shotgun also can play DJ, seek out map destinations and port them to the main display, or see what the kids are watching on the optional Fire TV–enabled back-seat screens. Meanwhile, the driver can gaze out through the optional head-up display while sampling the optional 950-watt, 19-speaker McIntosh audio system. In the background, all Grand Cherokees come with adaptive cruise control, automated emergency braking, lane-keeping assistance, blind-spot monitoring, rear cross-path detection, rear park-assist sensors, and more.
Production is set to kick off in late November, with some trickling into dealerships before the end of the year. Technically, there are five trim levels: Laredo, Limited, Trailhawk, Overland, and Summit. You may see mention of the Altitude trim, but it’s actually a $4555 package on the Laredo. Likewise, the Summit Reserve is really a $4000 option bundle atop the regular Summit. Pricing for rear-drive models starts at $39,185 for the Laredo and extends to $59,160 for the Summit. Four-wheel drive is an additional $2000 on anything but the Trailhawk, where it’s standard, and the V-8 adds another $3295 to the Trailhawk, Overland, and Summit. There will be a 4xe plug-in hybrid powertrain in the near future, but its pricing hasn’t been finalized. For now, the top of the heap is the four-wheel-drive Summit Reserve with the V-8 at $68,455 to start. What this boils down to is roughly a $3000 increase for most models compared to the outgoing versions—except for Trailhawk and Overland, which are up by $5000 or so.That increase probably doesn’t matter, though. The latest Ram 1500 and Jeep Wrangler brought upcharges when they debuted, yet their overall success has shown that customers are apt to gloss over price hikes if there also are meaningful upticks in interior quality and feature content. The new Grand Cherokee brings all that and more, including significant improvements to its chassis. Jeep’s iconic luxury SUV doesn’t just look like it costs more, it drives like it too.

Specifications

Specifications
2022 Jeep Grand CherokeeVehicle Type: front-engine; rear-, all-, or 4-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: Laredo, $39,185; Limited, $45,505; Trailhawk, $53,070; Overland, $55,100; Summit, $59,160
ENGINES
DOHC 24-valve 3.6-liter V-6, 293 hp, 260 lb-ft; pushrod 16-valve 5.7-liter V-8, 357 hp, 390 lb-ft
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 116.7 inLength: 193.5 inWidth: 77.5 inHeight: 70.8–70.9 inPassenger Volume: 107 ft3Cargo Volume: 38 ft3Curb Weight (C/D est): 4250–5050 lb
PERFORMANCE (C/D EST)
60 mph: 6.6–8.2 sec1/4-Mile: 15.0–15.7 secTop Speed: 120 mph
EPA FUEL ECONOMY
Combined/City/Highway: 17–21/14–19/22–26 mpg

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Jaguar in recent years has shifted its focus more toward SUVs—which makes sense considering the market—but that’s come at a price. Namely, the discontinuation of the athletic XE sports sedan after just four years. That model’s departure leaves the subcompact E-Pace SUV as the entry point to the British luxury brand, but in some ways it’s a less suitable ambassador.[editoriallinks id=’7bc52148-eadd-47a3-9b65-88b9048c79dd’ align=’left’][/editoriallinks]The E-Pace shares a platform and mechanicals with the Land Rover Discovery Sport and the Range Rover Evoque rather than riding on a modified version of the larger F-Pace’s chassis. Jaguar is known for sultry exterior styling—unfortunately, the E-Pace’s stubby proportions can look awkward from some angles. Styling updates for 2021 help conceal that somewhat, but the E-Pace is still no knockout. The front bumper has been restyled with larger lower air intakes, a revised grille now wears a mesh inlay, and updated headlamps sport new LED running lights.[image id=’92e47c80-3199-43de-9954-8c1e03a6a55c’ mediaId=’5088a364-0765-4638-a0ec-48d5ea6a48e4′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]HIGHS: Spry handling, supportive front seats, nicely trimmed cabin.[/pullquote]The interior sees some changes as well, most notably ditching the 2020 model’s 10.0-inch touchscreen infotainment system for a new, larger 11.4-inch unit that runs Jaguar-Land Rover’s latest Pivi Pro interface. The E-Pace’s steering wheel, shifter, and climate controls are all modified for 2021 as well, and more premium materials are used throughout the cabin, which helps elevate the SUV’s appeal.On the RoadEntry-level P250 models come with a turbocharged 2.0-liter four-cylinder engine that makes 246 horsepower, but our test example was the more powerful P300 Sport, which uses a 296-hp version of that engine. While the more powerful engine did manage quicker acceleration times than the last P250 we tested, its 6.5-second 60-mph sprint still lags behind other performance-tuned rivals such as the Mercedes-AMG GLB35 (4.9 seconds) and the BMW X2 M35i (4.5 seconds). [image id=’16fff7aa-df2e-4e5a-bf50-79c14dfd627d’ mediaId=’760d5be8-fc02-4233-8839-c25ff343b623′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]The Jag was even further off the mark in our quarter-mile test, where it needed 15.0 seconds to cover that distance, 1.9 more than the speedier BMW. In the real world, the E-Pace’s acceleration is adequate, and the engine is refined and quiet. The nine-speed automatic is indecisive on downshifts, however, sometimes dropping down one gear, then, after a pause, dropping another. The result is some jerkiness when slowing to a stop. Otherwise, the powertrain goes about its business without disturbing the serenity of the cabin. [pullquote align=’center’]LOWS: Proportions are awkward from some angles, limited rear-seat passenger space, pokier at the test track than key rivals.[/pullquote]The E-Pace’s ride is agreeable, even on our car’s upsized 21-inch wheels, and handling is rather spry. The steering feel is artificially heavy, but turn-in is crisp, and the E-Pace feels playful on curvy stretches of road. It’s not as athletic as the XE was, but it offers enough on-road charm to pass for a modern Jag.[image id=’45b04215-e6d4-4b98-9e38-0b57ebb9d282′ mediaId=’ccbaeefe-5f22-4221-bfa1-95cab0a9bcad’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Inside ScoopThe E-Pace’s cabin is roomy for front-seat passengers, with supportive bucket seats, adequate cubby storage, and a comfortable driving position. We also didn’t notice the same bugginess with the Pivi Pro infotainment system as we have in other recent Jaguar-Land Rover products with the same setup. Save for one instance where the system failed to recognize a paired iPhone, everything worked as intended.The rear-seat area, however, feels unusually cramped even for this subcompact SUV class. Rear-seat riders with long legs will find limited space to tuck their knees; headroom isn’t particularly generous, either. Cargo space is competitive with the segment, but buyers who need more passenger space will find the Volvo XC40 more accommodating. [image id=’4cdef161-a6a6-42d9-a0b1-813448ef633f’ mediaId=’3ee5be22-0ff4-4e9d-8e1b-dfae00bb04f5′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Jaguar does its best to capitalize on the E-Pace’s cuteness, and its position as the de facto entry-level model, by incorporating several easter eggs in the SUV’s design. Along the windshield frame near the lower left corner is a silhouette of a mother jaguar and her cub; a puddle lamp projects a similar image onto the ground outside the E-Pace upon the driver’s approach at night. The detail work doesn’t stop there, as our E-Pace’s nicely trimmed cabin featured an optional stitched dashboard cover, supple leather upholstery, 16-way adjustable front seats with heat and ventilation, and a rich-sounding Meridian surround sound system with 14 speakers.Our Caldera Red P300 Sport carried a lofty $59,805 price tag, which highlights the E-Pace’s biggest drawback: It’s expensive. Although it now serves as the entry-level model, the $42,045 starting price for the base P250 is thousands of dollars dearer than key rivals. Although we did notice that our test car turned the heads of the exact cohort of younger drivers it’s been designed to attract, we suspect its price may exclude it from those buyers’ shopping lists. The E-Pace is priced for perfection, and while its virtues speak to our irrational side, its compromises make it hard to justify to our rational one. [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=’ba817807-2b56-4844-858b-f4fc0ce84be5′ 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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If it feels like we’ve been saying goodbye a lot lately, that’s because we have. The Ferrari 812 Competizione isn’t just the last version of the F12 that launched in 2012, it likely also will be the last new Ferrari that isn’t a hybrid. Every prancing horse that follows it will have a battery pack and an electric motor to aid acceleration, improve efficiency, and reduce emissions. With the LaFerrari and the SF90, Ferrari has proved that it can integrate and optimize a hybrid system for performance, so we’re not too concerned about the short-term future. But the 812 Competizione does feel like the end of an era—the last glorious stand of the nonhybrid V-12-powered Ferrari.The 6.5-liter V-12 under the hood of the new Ferrari 812 Competizione is an internal-combustion exclamation mark. It types in ALL CAPS as it revs all the way to a valvetrain-pulverizing 9500 rpm. Suddenly the 8600-rpm redline of the new Chevy Corvette Z06 doesn’t seem so impressive.

Granted, at $601,570, the Competizione costs a lot more than a Z06, and the production run of 500 coupes and 312 Competizione A models—the A is for Aperta, or “open” in Italian—are all spoken for. What those very lucky buyers will get is an 819-hp V-12 to end all V-12s. To bump the redline up by 500 rpm over the 812 Superfast’s already-dizzying 9000-rpm limit, the Competizione’s engine gets titanium connecting rods, a lighter crankshaft, a new cylinder head with finger-follower actuated valves, and diamond-like carbon coating on several surfaces to reduce friction. A redesigned oil tank better handles lateral and longitudinal forces, and it holds a less-viscous oil than other V-12 Ferraris, allowing a variable-rate oil pump to move the engine’s blood more efficiently and at a greater rate. Thinner oil is the equivalent of this car being on blood thinners. No one wants a clot. If the 812 Superfast is truth in advertising, then the Competizione is super-duper fast. Your mind struggles to process the experience because your senses can’t quite keep up. Surges to the 9250-rpm power peak in first and second gear happen so quickly that if you think about anything but pulling the right shift paddle, you’ll bang into the rev limiter. Thoughtfully, Ferrari fits shift lights on the top of the steering wheel to help track the approaching redline. They’re your only hope of getting it right.
Even in the seven-speed dual-clutch automatic’s higher gears, the engine pulls doggedly and fast to the redline. Power delivery is exactly what you’d hope for in a 12-cylinder car: smooth, linear, and uninterrupted. From the outside, the sound is right out of the combustion engine’s greatest-hits album. Inside, the engine growls deeply and directly through the redesigned intake. Hold the accelerator down and straights shrink to nothing, with braking zones arriving sooner than expected. Front brake calipers borrowed from the SF90 feature integrated cooling ducts to improve fade resistance and facilitate the removal of dedicated brake ducting.To keep the Competizione on the ground, Ferrari added a new rear diffuser and a revised rear-spoiler profile. The most obvious change made to satisfy the air is the rear window, which is no longer a window. Instead of rear glass, a lighter-than-glass panel with riblike protrusions disrupts the airflow, helping balance the downforce acting on the rear of the car. There’s still an inside rearview mirror, but it projects what the little camera stuck on the panel sees out back.

Typical of Ferrari, steering efforts are light. Quick to respond to every tiny movement, the nose moves with an amazing agility that never seems darty or nervous. Even with a big V-12 up front, the Competizione manages to carry 49 percent of its weight over the nose (thank you, rear-mounted transaxle). Helping to keep this missile stable is a retuned rear-wheel-steering system. In addition to moving in response to steering inputs, the rear steer now acts without steering-wheel input to stabilize the car or help mitigate understeer. Brake hard in a straight line and the system will toe the rear wheels in to keep the car on its path. In our few laps around Ferrari’s test track, we didn’t exactly notice the system at play, but the Competizione is without bad habits, and the predictable handling engenders the confidence to whip this ridiculously expensive and powerful car around a racetrack.
For the trackbound, Ferrari offers a Michelin Pilot Sport Cup 2R tire option. Base versions (if something this expensive can be called “base”) ride on Pirelli P Zero Corsa PZ4Cs. Tire width remains the same as on the Superfast—275/35R-20s in front and 315/35R-20s in back—but the aggressive Michelins (and even the Corsas) should better the Superfast’s 1.00 g of grip we measured on the skidpad back in 2018. Those grip levels take a bit of getting used to—we didn’t drive on the Pirellis—but so do the power, the sound, and the entire experience. There’s joy in the challenge of probing the Competizione’s limits and switching the steering-wheel knob (manettino) from Race to C/T off, the setting that dials back the stability control and shuts off the traction control. A mix of tradition and technology, the Competizione carries its V-12 proudly up front as if this is still the early 1960s. But every inch of the car has been tweaked and pushed to technological limits. The only thing left is to add an electric motor to the mix. And that’s likely what will happen with every Ferrari from here on out.

Specifications

Specifications
2022 Ferrari 812 CompetizioneVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door hatchback
PRICE
Base: $601,570
ENGINE
DOHC 48-valve V-12, aluminum block and heads, direct fuel injectionDisplacement: 396 in3, 6496 cm3Power: 819 hp @ 9250 rpmTorque: 510 lb-ft @ 7000 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 107.1 inLength: 184.9 inWidth: 77.6 inHeight: 50.2 inCargo Volume: 18 ft3Curb Weight (C/D est): 3750 lb
PERFORMANCE (C/D EST)
60 mph: 2.6 sec100 mph: 5.6 sec1/4-Mile: 10.3 secTop Speed: 212 mph
EPA FUEL ECONOMY
Combined/City/Highway: 14/12/16 mpg

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The world is not short of long-dead car brands, neither seemingly the urge to revive them. Hispano-Suiza is one of those dead carmakers set to be reanimated. Founded in Barcelona in 1904, the Hispano-Suiza name was chosen to celebrate the collaboration between its Spanish founder Damián Mateu Bisa and chief engineer, Marc Birkigt, from Switzerland. In Spanish, the name means “Spanish-Swiss.” From its founding to its end at the onset of the Second World War, the company made more than 12,000 cars in both Spain and France. When war broke out, the company switched to building aircraft engines and armaments.

Yet now, improbably, there are two rival attempts to produce new cars under the (where’d the hyphen go?) Hispano Suiza name, both combining four-figure power outputs and seven-figure prices. In Switzerland, a company led by veteran car designer Erwin Leo Himmel is working on what it calls the Maguari GS1, which promises a turbocharged and supercharged Audi V-10 with 1085 horsepower. Meanwhile, in Barcelona, a Spanish Hispano Suiza is making an electric hypercar called the Carmen.

Hispano Suiza

We’ve now driven the Carmen, but we don’t want to pick sides until we’ve experienced both cars—we’re suckers for a ludicrously powerful gasoline engine. But it is hard to argue against the credentials of the Spanish company, whose president, Miguel Suqué Mateu is the great-grandson of Hispano-Suiza’s original founder. The new car is being built by a motorsport specialist called QEV Technologies, which runs the Mahindra Formula E cars and is based less than a mile from the famous Circuit de Barcelona-Catalunya. Which is where we got to experience it.There is no large automaker or technology partnership behind the Carmen, but it appears meticulously well engineered up close. Its monocoque and bodywork are carbon fiber, as are the subframes, to which the aluminum control-arm suspension at each corner is mounted. Power comes from a proprietary 80-kWh, 700-volt battery pack that sends electrons to four AC motors at the rear axle. Two motors work on each wheel through a single-speed gear. Two versions will be offered: the regular Carmen, producing a peak output of 1005 horsepower, and the turned-up Carmen Boulogne, named after the location for several of Hispano-Suiza’s most famous racing victories, making 1100 horsepower. The design is inspired by that of the sole surviving Hispano-Suiza H6C Dubonnet Xenia, a car that lives in the Mullin Automotive Museum in Oxnard, California. Both old and new have a long and heavily fared rear end. The result is both distinctive and, based on our straw polling, divisive. The Carmen lacks the visual brawn and presence of other hyper-EVs like the Pininfarina Battista and Rimac Nevera. The size and prominence of the front grille also seems incongruous for an EV, although there are sizable radiators behind it to cool the motors and battery pack. The prototype Boulogne’s combination of bronze detailing and lacquered carbon fiber also had us thinking of an expensive handbag. Buyers will be able to specify almost any color they want.

Hispano Suiza

The Carmen’s cabin is reached through power-operated butterfly doors, which don’t open wide enough to allow for graceful access. Inside, the prototype was equally black and bronze, but with respectable headroom and plush leather trim. Details like the bespoke graphics of the crisply rendered digital instruments and touchscreen display impressed, details that low-volume specials usually neglect. While we only got to drive a short stint on the Barcelona circuit, in its full 2.9-mile Formula 1 configuration, this was more than enough to confirm that the Carmen Boulogne didn’t feel like a natural track toy. Straight-line acceleration certainly felt impressive in the Sport mode that allows for the full 1100 horsepower. But, as in the prototype Lotus Evija we drove earlier in the year, there is a strange sensory disconnection between the scale of the g-forces being experienced and the lack of a matching level of combustion sound and fury. According to the company, the Carmen weighs about 3725 pounds, making it pretty svelte by the standards of high-output EVs, with 1765 pounds of that mass coming from the T-shaped battery pack, which is mostly behind the passenger compartment (some cells are in the central tunnel between the seats). The battery location contributes to the 40/60 front-to-rear weight distribution, which felt obvious when trying to shepherd the car’s nose to the apexes of Barcelona’s tighter turns, the relatively light front end giving up well before the rear. Easing off the accelerator tightened the line, and rear-end traction felt impressive for something so potent. In back, there’s a software-based “virtual differential” that moves and shifts torque from side to side despite the lack of any physical connection between the wheels. The finished car will have adjustable regenerative braking selected by steering-wheel paddles; the prototype lacked both of these functions.

Hispano Suiza

It seems unlikely that many Carmen buyers will choose to regularly drive their cars on track, but we suspect it will be much more at home on road anyway. The cabin remained quiet north of 100 mph, and the adaptive dampers felt pliant over the circuit’s corrugated curbs. Hispano Suiza says it is targeting a 250-mile range under the European WLTP testing protocol, which would likely translate to an EPA rating of under 200 miles. The battery can handle DC fast charging at rates of up to 80 kW, which is pretty low by today’s EV standards. There are no plans to subject the car to full federal homologation, U.S. buyers having to rely on the “Show and Display” exemption. While ultrawealthy buyers have an increasing number of EV hypercars to choose from, few buyers seem interested in making the switch from the more visceral thrills that come from loudly combusting hydrocarbons. Both the Evija and Battista are yet to sell out their limited-production runs. The Carmen isn’t sold-out either, but it has less of a hill to climb, Hispano Suiza saying it will only make 14 of the regular version and just five of the Boulogne. The first customer example is nearly finished and will be delivered to a buyer in Miami before the end of the year.The size of the proposed production run means the Carmen will likely always be a more exclusive choice than rivals like the Evija and Battista. Well, that and a price tag of €1.5 million ($1.73 million) for the regular version and €1.65 million ($1.92 million) for the Boulogne. The other question to be answered is how this new-age Hispano Suiza will fare against the rival, gasoline-powered version, if that also makes it to production. That would be a grudge match we’d love the chance to referee, ideally with a race between Spain and Switzerland.

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N-troduction: Calling the Hyundai Sonata N Line a modern-day muscle car is a surefire way to get accused of automotive heresy. After all, it’s just a family sedan with a hotter engine, a stiffer suspension, a flashy body kit, and some red interior accents, right? Well, yeah, but the original GTO was just a Pontiac Tempest with a high-output V-8, upgraded chassis and drivetrain components, and various visual distinctions. The point isn’t to directly compare the souped-up Sonata to the legendary GTO. They’re obviously incomparable. Philosophically, though, they’re cut from the same cloth, only they exist in different eras.The New York Times reports that, in 2020, millennials bought more new cars than baby boomers for the first time ever. Coincidentally, that aligns with the rapid expansion of Hyundai’s N performance subbrand, which makes many of its mainstream models more emotionally stimulating. The 201-hp Elantra N Line and the 286-hp Elantra N are prime examples. To see if the Korean automaker can teach a younger generation that cars can be fun—but mainly to see how the new N-branded version of Hyundai’s mid-size sedan holds up over the course of 40,000 miles­—we welcomed a 2021 Sonata N Line to our long-term fleet.[image id=’1baad888-6cb4-4c8a-b7fc-8b3aba7bf288′ mediaId=’2f11d2bb-cf09-4663-a454-67cbd63414b9′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image][editoriallinks id=’43f5fb98-be20-4b56-a44c-74bef634df9c’ align=’left’][/editoriallinks]Unlike the compact Elantra, the Sonata’s performance peaks with the N Line. It’s the only trim level that features a turbocharged 2.5-liter inline-four and an eight-speed dual-clutch automatic transmission. The engine makes 290 horsepower and 311 pound-feet of torque. That’s nearly 100 ponies and 130 pound-feet more than the Sonata’s 2.5-liter four-cylinder base engine. With all that power solely feeding the front axle, there’s more squealing from the N Line’s front tires than a barnyard full of pissed-off pigs. Even in the default Normal drive mode, we found ourselves involuntarily burning rubber when leaving stops with relatively mild throttle inputs. As a result, we’ll be monitoring our test car’s tread wear. Every N Line rolls on intricately designed multi-spoke 19-inch wheels that can be wrapped with Continental Premium Contact 6 summer tires as a $200 option, but ours came with the standard Pirelli P Zero all seasons.We regret not upgrading to the Continentals, because the N Line we track-tested with them outperformed our long-termer on the standard Pirellis. On summer tires, the N Line stopped from 70 mph in a short 152 feet; it needed 183 feet on the all-seasons. Likewise, the stickier tires helped the N Line generate a notable 0.93 g on our 300-foot skidpad versus 0.85 g. At least the tires on our long-term Sonata barely affected its acceleration times. It launched to 60 mph in 5.2 seconds and cleared the quarter-mile in 13.8 ticks at 104 mph. We’ll have to see if we can close the 0.2-second gap versus the summer-tire-equipped N Line during its exit test.[image id=’7922a3d9-8ba6-46ea-b345-16d13dc2847d’ mediaId=’cde659a2-7920-449f-930d-031b25a1aa81′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Still, the differences between the Sonata N Line and the rest of the lineup go deeper than tire options, an exclusive powertrain, and excessive wheelspin. The engine and transmission mounts are stiffer to better handle the higher torque output. Along with larger brake rotors all around, Hyundai says the calipers are revised to work with the bigger discs and upgraded brake pads. The N Line also has thicker anti-roll bars and features specially tuned dampers and slightly firmer rear springs. Its steering ratio is quicker, too, and the electric motor that assists the steering system is relocated from the column to the rack to improve the feel. The net result is a car that handles really well and drives more cohesively than the regular version. The downside is that the N Line’s ride is considerably stiffer.Apart from the optional summer tires—which aren’t available on its corporate sibling, the Kia K5 GT—there are virtually no options to distinguish your N Line from your neighbor’s. Selecting the audacious Glowing Yellow paint might be one, especially since it has been dropped for the 2022 model year. Our 2021 example wears no-cost Stormy Sea (deep blue) paint and $169 carpeted floor mats that raise its $34,305 base price to $34,474 as tested. The N Line comes standard with a 12-speaker Bose stereo, a full suite of driver assists, heated front seats, passive entry, a panoramic sunroof, and wireless phone charging. Plus, it has a digital gauge cluster and a 10.3-inch touchscreen infotainment system with built-in navigation, as well as Apple CarPlay and Android Auto.[image id=’e628ec2d-a14c-4183-8cf5-b106232018a5′ mediaId=’816ba342-db48-4828-ba93-fe23c249fc8e’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]So far, we’ve racked up just nearly 7000 miles. Most of that was around our headquarters in southeast Michigan, but we’ve also traveled to the state’s Upper Peninsula and into Ontario, Canada. The N Line has a combined EPA rating of 27 mpg, which is what we’re averaging. The early logbook comments praise the car’s chassis tuning and transmission calibration. However, some staffers have called its interior drab. There are quibbles about the push-button shifter and that the plastic behind the door handles isn’t as nice as the surrounding trim. The driver’s seat height is also unnaturally high, leaving some of our noggins uncomfortably close to the microsuede headliner.With thousands of miles left to go, we’ll ultimately decide if the sportiest Sonata excites us or exhausts us. And hopefully along the way we’ll also find out if the N Line can inspire this generation the way the Pontiac GTO once did past generations.Months in Fleet: 3 months Current Mileage: 6969 milesAverage Fuel Economy: 27 mpg Fuel Tank Size: 15.9 Observed Fuel Range: 420 milesService: $0 Normal Wear: $0 Repair:$0Damage and Destruction: $0 [vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle]

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Automakers are understandably anxious not to let crossovers succumb to the miasma that doomed wagons and minivans. Call it the stink of being square, which turned those body styles into icons of messy familial rumpus. Luckily for carmakers, injecting insouciance into a people hauler seems to require nothing more than adding some degree of declination between the B-pillar and rear fascia. That’s how Audi creates its crossover Sportbacks, Mercedes and Porsche their crossover coupes, and BMW its even-numbered CUVs. Volvo has joined that Germanic party with the C40 Recharge. The C stands for “coupe,” the rake in the roof making this the more dashing counterpart to the traditionally Swedish XC40 Recharge. The C40 Recharge sits on the same Compact Modular Architecture as the XC40 (said architecture also underpins the sister-brand Polestar 2). The C40 Recharge is also driven by the same dual-motor, all-electric powertrain with 402 horsepower and 487 lb-ft of torque and juiced by a battery with the same nominal 78.0-kWh capacity, 75.0 kWh of it usable.

There are entries in the gains and losses columns when comparing the C40 Recharge and the XC40 Recharge. In the C40 losses column, the roof sits 2.4 inches lower than that of the XC40, and rear-seat headroom is down by 1.6 inches, although there’s no issue fitting a five-foot-11 frame, with plenty of room to crane the neck. Thanks to the sloping roofline, the luggage space behind the second row takes the obvious hit and is down three cubes compared with the XC40 Recharge. And then there’s the back glass, tabbed for a gain and a loss. Volvo claims that the aerodynamic work the designers did aft of the B-pillar, from the roof winglets that cover the liftgate hinges to the rear spoiler, extended range by 6 percent. A software update to the 2022 XC40 Recharge increased last year’s EPA-rated 208-mile range to 223, so Volvo’s estimate that the C40 Recharge will go 225 miles on a charge doesn’t make the impact it could have.
However, the work astern put such a steep rake in the hatch that the rear window presents the effective height of a shoebox. Looking in the rearview mirror shows the upper or lower half of a car behind, but not both. The best view of what’s behind is in the side mirrors.The rest of the C40 Recharge emphasizes Volvo’s move into an increasingly eco-conscious and digital future. There will be no internal-combustion version of the C40 Recharge, with the company turning its gaze to 2030, when it aims to sell only EVs.The cabin makes the grade as premium, albeit a somber premium. The C40’s leather-free cabin comes exclusively in black in the U.S. market. The backlit abstract topographical map of Sweden’s Abisko National Park on the dash and door panels is a fancy touch. Depending on the car’s exterior color, the seating, upholstered in Microtech and another synthetic with a nubuck look, can be offset with Fjord Blue carpeting made from recycled plastic.
As with every other EV maker, Volvo plans over-the-air updates to add new features and options, and in some technical respects, the C40 is a canvas awaiting a few finishing strokes. The user-experience designers stressed simplicity over ultimate functionality, omitting some of the perks one expects from integrated digital displays. The digital instrument cluster offers just two configurations, one with the two gauges separated by a blank area and the other with a small navigation display between them. There’s no way to see what music is playing without clicking to the audio page on the main screen (that information can’t be called up on the dash screen). In fact, we wished for an ever-present menu bar on the main infotainment screen so we could get to any important page in one touch—the same kind of menu bar the Android Auto app has, but that this take on the Android Automotive OS does not. And the left and right arrows on the steering wheel’s left spoke don’t do anything yet. Jonas Engström, head of strategy and business ownership, tells us functionality for them is on the way.
There’s a new range-extending function that acts like an Eco mode. We’re told that for now it will affect only climate-control operation but it could expand to tweak other systems that siphon energy from the battery. And there are new pixel headlights composed of 84 LEDs, but their dynamic light patterns aren’t kosher with U.S. regulations, so we get the standard version.It takes a few starts and stops to get used to having no start/stop button. Once on the go, the C40 Recharge drives much like its twin. The C40 sprints to 60 mph in a claimed 4.5 seconds, but we expect it to match the 4.3-second dash we observed in our testing of the XC40. The dampers do a mostly fine job of keeping roughly 4800 pounds of EV poised as it motors down the road.
There are two settings for one-pedal driving, on or off. When on at speeds below 31 mph, stout regen braking slows the C40 by 0.22 g (that’s cut in half in travel above 31 mph). In dense traffic, it’s a perfect city aid. The C40 lost its grace around town only when encountering sharp-edged objects like aggressive speed bumps, railroad tracks, and potholed tarmac—the same as we experienced in the XC40 Recharge. Lacking an internal-combustion engine as a masking agent, the suspension sends impacts from the 20-inch wheels vibrating up the steering column and into the seats. Quick changes of direction are also not a forte—at least not until the C40 Recharge is pushed hard enough to turn the average Volvo owner the same Fjord Blue as our sample car.
Driven like, well, a Volvo, there’s nothing to disappoint about the ride 99 percent of the time. Volvo tuned the accelerator for progressive, linear response, making it easy to forget how potent this little guy is. On the freeway, a careless stab at the accelerator will push your head into the headrest. Leapfrogging cars ahead and squirting into gaps in traffic is theme-park fun, and the grunt doesn’t tail off at extralegal speeds. The best we could do for high-speed curves on the Belgian drive route was highway interchanges, but the C40 Recharge was game to arc through them at impressive velocities.Volvo is only bringing the Ultimate trim to the U.S., priced at $59,845 before tax credits. The figure buys nearly every substantial option, including a panoramic roof, a 360-degree-view camera system, premium audio, Pilot Assist driver-assistance tech, and Care by Volvo, which includes scheduled services and roadside assistance. That amount also pays for 250 kWh of free charging at Electrify America stations within the first three years. When that’s used up, Volvo will pay for a year of EA’s Pass+ membership, which grants access to discounted charging rates.
An entry-level 2022 Audi Q4 50 e-tron Sportback comes in about $6000 less expensive, for a lot less power and torque and fewer features, but about 16 more miles of estimated range and two more cubic feet of luggage room. A comparably equipped version of the Audi, still down on power, tips just past $60,000. For those seeking an XC40 Recharge with some visual spunk, here it is. That buyer already understands the compromises described and should understand that they will cost more in crossover-coupe form—in this case, $600 more than the XC40 Recharge Ultimate.That’s the price of not being square. In a Volvo, no less.

Specifications

Specifications
2022 Volvo C40 Recharge UltimateVehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base: $59,845
POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 201 hp, 243 lb-ft Rear Motor: permanent-magnet synchronous AC, 201 hp, 243 lb-ft Combined Power: 402 hpCombined Torque: 487 lb-ftBattery Pack: liquid-cooled lithium-ion, 75.0 kWhOnboard Charger: 11.0 kWTransmissions, F/R: direct-drive
DIMENSIONS
Wheelbase: 106.5 inLength: 174.8 inWidth: 73.7 inHeight: 62.6 inPassenger Volume: 98 ft3Curb Weight (C/D est): 4750 lb
PERFORMANCE (C/D EST)
60 mph: 4.3 sec100 mph: 10.9 sec1/4-Mile: 12.9 secTop Speed: 112 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 85/92/79 MPGeRange: 225 mi

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Earlier this year, Audi announced that it would cease development of all new internal-combustion engines as it transitions to all-electric powertrains by 2033. Yet, in defiant anticipation of that silent goalpost, the brand’s engineers endeavored to equip the redesigned 2022 Audi RS3 with the loudest, most powerful version of the company’s turbocharged inline-five engine. With 401 horsepower available—one pony more than before—the RS3’s boosted five-pot pulls hard to its 7000-rpm redline with fervent glee. To say that it has character is an understatement—delightfully vocal and charismatic, this is an engine that can seem uncannily human across its rev range. Which makes sense, as its odd-cylinder warble is a sound that any human could impersonate. A new active exhaust delivers even more of that aural drama through the tailpipes. Normally we eschew engine-sound augmentation through stereo speakers, but it only adds to the excitement in the RS3. Windows up or down, this Audi will have you searching out tunnels on your daily commute.

Torque is up as well, now peaking at 369 pound-feet versus the outgoing model’s 354. That twist is routed through a seven-speed dual-clutch automatic transmission featuring several shift programs, including launch control. Audi estimates the sprint to 60 mph will take 3.8 seconds. But that’s surely a conservative figure, as the last RS3 we tested, a 2017 model, posted a 3.5-second run to 60 mph. Driving the new car, we found its transmission to be eager to drop down a gear with just a touch of the accelerator, but it’s not as prescient under heavy braking into corners, sometimes requiring a tug on the steering wheel-mounted shift paddles to kick it down a ratio.
For even greater control, it’s easy to change the gearbox’s demeanor through the various drive modes, which also alter the engine’s responsiveness, the weight and feel of the steering, and the firmness of the adaptive dampers. We bypassed the Efficiency and Comfort settings, finding Auto to be nicely adept at adjusting the parameters based on our driving habits. Dynamic mode heightens all the car’s senses and holds gears at redline in manual mode. Most intriguing was the customizable RS Performance mode, which for the first time in the RS3 allows the amount of torque sent to the rear wheels to be adjusted. Audi’s Quattro all-wheel-drive system is almost too effective in most cases, wrangling the engine’s might in a deliberate, almost clinical fashion. But the RS3’s all-wheel-drive system is designed to be a frisky complement to its engine’s sonorous antics. The system employs two independent clutch packs that can route 100 percent of the torque sent to the rear axle to either rear wheel, helping the car rotate around corners.There’s even a dedicated RS Torque Rear mode in the car’s Drive Select menu, which is a drift mode in all but name. In practice, however, this setting only lets you wag the RS3’s tail so much. Despite the implied benefits of the rear-torque bias, this remains a predominantly front-wheel-drive-based setup. Similar to how the previous RS3 could be outfitted, the new car rolls on tires that are wider in front than in back, 265/30R-19s to the rear 245/35R-19s. And since only 50 percent of the engine’s torque can be routed rearward, the RS3 can’t break its back end loose with the same impulsivity of, say, a BMW M2. It takes deliberate effort and a heavy right foot to overcome the chassis’s natural inclination towards understeer, and once you cross that limit of adhesion it requires persistence to keep it dancing on that edge.
Making the most of RS Torque Rear on the track also requires diligence, plus a bit of trust on the driver’s part. Our drive included laps on Greece’s Athens Circuit, a tight 1.3-mile track featuring a short straight and 10 corners. Taking the conservative all-wheel-drive line into turns yielded no help from the RS3’s torque-vectoring rear axle. It’s best to be more aggressive on corner entry and ignore your instincts to back off the throttle. Just before the front end begins to plow wide, mat the throttle to shuffle the torque to the rear axle and let the all-wheel-drive system’s programming sort it out. That’s not to say the RS3 isn’t potent when pushed hard. Audi test driver Frank Stippler recently posted a 7:40.8 lap around the Nürburgring, beating the time set by, among other all-wheel-drive rockets, the original Bugatti Veyron. On the open road, the RS3 feels much more in its environment. With its adaptive dampers in their comfort setting, this diminutive sedan evokes the composure and stability of its larger Audi brethren. Up front, the strut suspension features model-specific pivot bearings that add nearly a degree of negative camber compared to the regular A3. A multilink setup sits in back, along with a hollow anti-roll bar and a half-degree of additional negative camber. Overall, the RS3 rides 1.0 inch lower than the A3 and 0.4 inch lower than the S3. Top speed is governed to 155 mph, although opting for the RS Dynamic package ups that to 180 mph.
Look beyond its performance and the RS3 receives the same updates found in the new A3 and S3. The interior features a far more premium look, thanks in large part to the 10.1-inch touchscreen that’s now integrated into the dash. The 12.3-inch configurable digital instrument cluster is flanked by vents that resemble motorcycle grips. An RS design package adds either red or green accents to those vents, plus color-keyed seatbelts and contrast stitching on the seats, though we’re less enamored by the dinky-looking shift toggle on the center console. Also somewhat out of place are the acres of gloss black plastic adorning the car’s front end, which look a bit unfinished and appear at odds with the rest of the tastefully aggressive sheetmetal. Gaping face notwithstanding, the RS3 is a superb evolution of Audi’s original brand-defining formula. If this sounds like a fitting way to celebrate the sonic joy of its odd yet charming powertrain, you’ll have to wait early next year to buy one in the United States. Pricing has yet to be announced, but we expect it to start just under $60,000. Endearingly eccentric and capable as the RS3 may be, it’s hard to predict how long Audi will continue to support this niche segment with a near-bespoke engine. Although we’re down for whatever the future brings, we hope the brand leans on its EV engineers to create soundtracks that are as glorious as the RS3’s.

Specifications

Specifications
2022 Audi RS3Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE (C/D EST)
Base: $59,500
ENGINE
Turbocharged and intercooled DOHC 20-valve inline-5, aluminum block and head, port and direct fuel injectionDisplacement: 151 in3, 2480 cm3Power: 401 hp @ 7000 rpmTorque: 369 lb-ft @ 2250 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 103.6 inLength: 178.8 inWidth: 72.9 inHeight: 55.6 inPassenger Volume: 88 ft3Trunk Volume: 8 ft3Curb Weight (C/D est): 3600 lb
PERFORMANCE (C/D EST)
60 mph: 3.4 sec100 mph: 8.6 sec1/4-Mile: 11.8 secTop Speed: 155–180 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 23/19/28 mpg

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When we first saw it, there was little doubt the Wilderness treatment would spread beyond the Subaru Outback. The hardcore-crossover concept has been quietly gaining steam, which only makes sense given that compact SUV sales are off the charts. Crossover lift kits and knobby-tire upgrades are now a thing, and practically everyone says “overlanding” when they mean “car camping.” Subaru owners modding their rides have been at the leading edge of this trend, so it was only natural the parent company would cash in. Enter the 2022 Subaru Forester Wilderness, the second example of the outdoorsy new trim level. We’ve now driven them both, so the question is: Who wore it better? As applied to the Forester, the Wilderness formula is very familiar. Compared to its siblings, it sits a half-inch higher atop its four-wheel independent suspension thanks to longer dampers and taller springs, and that amounts to a healthy 9.2 inches of minimum ground clearance and an improved breakover angle of 21 degrees. Since the Forester isn’t nearly as long as an Outback, the jacked-up stance conspires with stubbier front and rear overhangs to produce more favorable approach and departure angles of 23.5 and 25.4 degrees, respectively. It’s also some 2.4 inches narrower, so it’s more compatible with brush-lined trails even before Subaru slathers on the Wilderness-spec layer of protective body cladding. Conversely, the Forester Wilderness is 2.0 inches taller than its Outback counterpart, but we’ll take that because it comes with a more upright driving position that makes it easier to see over the hood and pick your way along a trail. Blind crests are no problem because there’s a front camera, but the button to activate it is nowhere near the display itself.

A drive along forest roads near Bend, Oregon, proved that the Forester execution works equally well on both smooth gravel roads suitable for stage rallies and lonely meandering two-track forest trails that haven’t seen the blade of a road grader in years. Subaru’s Wilderness-specific shock and spring tuning readily soaked up washboard surfaces on high-speed tracks, but they also went about the quiet business of damping out head toss through rocky sections, snaking around fallen limbs, or easing down eroded ledges. None of this was black-diamond rock crawling, but vehicles built for that use case would have punished us with the heavy unsprung mass of solid axle overkill thumping up from below. Independent-suspended crossovers have their place out here if they can muster sufficient clearance and traction, and the Forester Wilderness proved to have enough of each.A good deal of the necessary extra traction comes from a set of Yokohama Geolandar A/T tires, with outline white-letter sidewalls adding spice to an otherwise black background of alloy wheels and cladding. There’s even a matching, full-use spare with its own TPMS sensor in the underfloor well.
Whereas other Foresters have seven simulated gears in their continuously variable automatics (CVT), the Wilderness version has eight, like the Outback. But it differs from even the Outback Wilderness in that it has a wider overall ratio spread across its working range, with an ultra-low 4.07:1 “first gear” that gives the Forester Wilderness a better low-speed crawl ratio when the exclusive Dual-mode X-Mode detects conditions that call for hill-descent control. The 2022 Forester also debuts an improved X-Mode logic that no longer shuts completely off if the driver momentarily exceeds its maximum operational speed of 25 mph. It now goes into a standby mode and will automatically reengage when the car slows to 22 mph. That prevents constant dithering if your speed lingers near 25 mph. The hill-descent control features a related improvement that more quickly resumes the original crawl speed if the driver temporarily adds throttle and then backs out.
The Wilderness will, of course, spend the bulk of its time on pavement, so it’s good there’s nothing overtly off-roady or off-putting about its on-road demeanor (probably not something that could be said if you bolted on random off-road mods you read about in forums). Subaru’s engineering team has delivered a smooth and composed ride that is never harsh. The body doesn’t pitch or bound, and there’s a smidge more reassuring control and less squishiness than with the Outback Wilderness. Frost heaves don’t upset it, and the all-terrain tires were remarkably quiet until we came to a particularly coarse stretch of asphalt that had been chewed by studded tires in previous winters. When pushed, the Wilderness does not feel like it’s standing on tiptoes. It turns into corners smartly, with a modest amount of body lean that builds up gradually and takes a reassuring set. The thing that flummoxes the steering is cruising straight at highway speeds, where the feel is dull and indistinct. That’s small beer compared to the lackluster engine performance, but this won’t surprise any current-generation Forester owners because the Wilderness has the same 2.5-liter flat-four with a middling 182 horsepower and 176 pound-feet of torque. Why not the 2.4-liter turbo as in the Outback Wilderness? Outback product planners had two homologated engines to pick from, but the fifth-generation Forester has only one, since the turbo 2.0-liter was dropped with the previous model in 2018. For what it’s worth, we didn’t notice a serious lack of beans driving in the forest, and the car felt reasonable enough around town.
That might be because its final drive ratio is a short 4.11:1 instead of the regular Forester’s 3.70:1 gearing. Combined with the CVT’s lower initial gearing, this might shave a couple of tenths off the 8.4-second zero-to-60-mph time we previously measured with a standard Forester, but the more significant benefit of this change is the new 3000-pound tow rating. Our experience also makes us think the aerodynamic penalty of a rooftop tent will be easier to bear, which is relevant because the Forester Wilderness is specifically courting those buyers. It has beefier wide-set roof rails that can accommodate 220 pounds of mass while in motion and 800 pounds when parked—enough for a three-person tent with occupants. The penalty for the shorter gearing is lower fuel economy, particularly on the highway. A regular Forester is EPA rated at 29 mpg combined (26 city/33 highway), but the Wilderness manages just 26 mpg combined (25 city/28 highway). Nevertheless, this still bests the Outback Wilderness and its estimates of 24 mpg combined, 22 city, and 26 highway.
All 2022 Forester models debut the fourth iteration of Subaru’s EyeSight, which features dual cameras with nearly twice the field of view. On our back-road tour, it proved to be surprisingly good at detecting faint centerlines that have been so thoroughly bleached we weren’t immediately conscious of them. You’d think that kind of sensitivity would lead to a raft of unwanted warnings elsewhere, but we didn’t find ourselves hunting for an “off” button when clipping apexes. The system behaved as if it were able to project a forward path to distinguish a true inattentive lane departure from spirited driving, which isn’t that far-fetched when you consider the kind of added logic that would’ve been necessary to support the new lane-centering feature that supplements the adaptive cruise control.The 2022 Subaru Forester Wilderness will arrive in December at a price of $33,945. That amounts to $4625 more than the Forester Premium we generally recommend, but it’s also a full $4175 less than the larger and more powerful Outback Wilderness. From where we just sat, the Forester Wilderness is a more right-sized interpretation of the Wilderness concept that does a proper job off the pavement but still comes across as a pleasant daily driver if you’re merely going for the off-road look. Either way, you can now gratuitously toss around the word “overlanding” in conversation. Come to think of it, please don’t.

Specifications

Specifications
2022 Subaru Forester WildernessVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $33,945
ENGINE
DOHC 16-valve flat-4, aluminum block and heads, direct fuel injectionDisplacement: 152 in3, 2498 cm3Power: 182 hp @ 5800 rpmTorque: 176 lb-ft @ 4400 rpm
TRANSMISSION
continuously variable automatic
DIMENSIONS
Wheelbase: 104.9 inLength: 182.7 inWidth: 72.2 inHeight: 68.9 inPassenger Volume: 108 ft3Cargo Volume: 27 ft3Curb Weight (C/D est): 3650 lb
PERFORMANCE (C/D EST)
60 mph: 8.4 sec1/4-Mile: 16.5 secTop Speed: 115 mph
EPA FUEL ECONOMY
Combined/City/Highway: 26/25/28 mpg

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