Motor News

This week, we revealed the results of our annual Lightning Lap track event, which puts the hottest new vehicles of the day through the stress test that is Virginia International Raceway (VIR). This got the Window Shop crew thinking: For $35K, which used car would get us around VIR the quickest today? Ideally, we’d want to find something that could turn a lap in under 3:04.0, the current Lightning Lap record for sub-$35,000 vehicles, set by a 2016 Camaro V-6 1LE.
Contributor John Pearley Huffman, who was a little under the weather this week and not his shouty self, selected a 464-hp hellion: a primo Cadillac ATS-V sedan. Pearley actually found two ATS-Vs, but the second one looks like someone applied Rhino Lining to its exterior. We tried to convince him that this isn’t show worthy, but you’ll get to see it anyway.
Testing director Dave VanderWerp, who hasn’t been on the show in months, put forth a high-mileage 2014 Camaro Z/28 that sent our jaws to the floor. Two of us picked Chevrolet Corvettes because when you want to go fast on a track on a budget, the answer is pretty much always Corvette.
The sole non-GM choice came from contributor Jonathon Ramsey. His 2013 BMW M6 features a 560-hp twin-turbo V-8, and depreciation that has brought the once six-figure price down to $35,000.
If you’ve watched before, you’ll know that we regularly spend a lot of time obsessing over random details, such as what kind of tires the owner put on the car. This week is no different. Expect a lot of tire talk. So much tire talk. You’ve been warned.
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Victor Jon Goico // Studio Goico

DS, a premium brand from PSA that is now part of Stellantis along with Fiat Chrysler Automobiles’ brands, has just launched an attractive new compact hatchback called the DS 4.
The car will be out later in 2021 in Europe and China, but we’d love to see it here.
DS will be developing premium models jointly with Alfa Romeo and Lancia, with the first models coming by 2024, Automotive News reported this week. And maybe we’ll have more luck getting those.
Everywhere outside of France, driving a French car is a clear sign of individualism, an appreciation of the unusual and of elevated aesthetics. And since DS has been spun off Citroën as a premium brand, in much the way Genesis was derived from Hyundai or Polestar from Volvo, the brand has offered a plethora of interesting, challenging, and beautiful cars. The latest is the DS 4, unveiled this week and slated for a launch in Europe and China later this year. It redefines its segment’s boundaries in several ways.

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DS

Its dimensions—173.2 inches long, 72.0 inches wide, and 57.9 inches tall—mean the DS 4 fits neatly into Europe’s compact segment, similar to the Audi A3 and the Mercedes-Benz A-class. But the DS 4 features a rear hatch. With sharply drawn lines, slim headlights and taillights, the DS 4 looks very modern, sporty and geometric. The roofline is coupelike, and there are three different model lines: a discreetly elegant base model, a sporty Performance Line, and a model called Cross that plays with color contrasts but is not actually an SUV, in much the way that the Performance Line is cosmetic only.

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This does not sound spectacular, but if you take a closer look at the car, you will notice an aggressive boldness that cannot be found in most U.S.-market models that have had their character blown away in endless “car clinics.” The drag coefficient is a satisfactory 0.30, and there is a special wheel/tire combination designed specifically to minimize tire and air resistance.

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DS

The interior is characterized by modern shapes and a stunning opulence that has become the signature of the DS models. Crisp lines, crystal and glass elements, and sophisticated materials make for an appearance that is simply unmatched in this class. Only the Mercedes-Benz models offer similarly rich materials, albeit in a far more conservative application. The French love for detail can be found in every corner of the DS 4. For example, the Performance Line is fitted with with decor made of forged carbon fiber, while the more luxurious models use ash wood. When the DS 4 launches, there will even be a version with surfaces inspired by fish skin.

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DS

On the center console, there is a touch-sensitive surface to enter data; there is an advanced voice recognition system, and the Focal-branded stereo system has an output of 690 watts. The electronic comfort and assistance systems altogether go far beyond class standards: Customers can order a night vision system that can recognize pedestrians at a distance of over 200 yards, and the new head-up display appears to project information right onto the street. The matrix light system offers luxury class functionality, and the daytime running lights are created by full 98 light-emitting diodes, creating a stunning light signature. And the suspension can adjust to information provided by a camera scanning the road surface; this technology has heretofore been the hallmark of luxury cars.

FCA and PSA Group Are Now Officially Stellantis

Under the hood, there are three gasoline engines with 130, 180, and 225 horsepower. Other choices are a torquey 130-hp turbo-diesel and a plug-in hybrid called E-Tense with total system output of 225 horsepower. All models are fitted with an eight-speed automatic transmission, controlled by what DS calls E-Toggle.

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DS

Within the context of the Stellantis Group, DS is well positioned to hold its own against the offers from Citroën, Peugeot, Opel, Alfa Romeo, and Lancia, not to mention the U.S. brands. However, any aspirations to compete in the U.S. market will now have to take a back seat. DS chief designer Thierry Métroz tells us that a U.S. launch of the brand, something he hinted at earlier, is not a priority and not a consideration for the DS 4.
And that’s a pity. Because with its futuristic design, bespoke materials and attention to detail, it is a triumph of individualism in a sea of increasingly bland competitors.
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The first new Nissan Frontier in 16 years still rides on the outgoing model’s frame but gains all-new bodywork and a vastly improved interior.
Powering the 2022 Nissan Frontier is a 310-hp 3.8-liter V-6 mated to a nine-speed automatic transmission.
The 2022 Nissan Frontier will go on sale this summer and will likely start in the low $30,000s.
After languishing in the marketplace for the better part of two decades, the Nissan Frontier compact pickup finally receives an overhaul for the 2022 model year. Although the third-generation truck is not entirely fresh—it still rides on a frame that dates back to the outgoing model’s 2005 debut—the new Frontier enters the modern age with all-new bodywork, a significantly updated interior, and a greater helping of technology.

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Nissan

Nissan is still fuzzy on a number of details, including pricing, option packaging, and some final measurements. But we do know that the new Frontier will offer both extended King Cab and crew-cab layouts with either rear- or four-wheel drive, plus five- and six-foot cargo box lengths. Trim levels include base S, SV, and top-spec Pro-4X, as well as a new Pro-X trim that’s essentially a Pro-4X minus four-wheel drive and some off-road hardware.

Tested: 2020 Nissan Frontier Is a Resto Rod

Time Capsule: 2017 Nissan Frontier Pro-4X Tested

In terms of configurations, crew cabs can be had with either cargo box, depending on the model, while King Cabs get only the longer bed. Dimensionally, the new Frontier’s wheelbases are about the same as before, spanning 126.0 inches for most models and 139.8 inches for long-box crew cabs. Overall lengths are up several inches to 210.2 and 224.1, while width increases a hair to 73.0 inches. Maximum height is down 1.5 inches to 72.3.

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Nissan

Despite some minor revisions over the years, the previous Frontier’s fully boxed steel ladder-type frame carries over to the new truck. Suspension enhancements include revised spring and damper tuning, new urethane jounce bump stops, and the addition of a rear anti-roll bar to go with a stiffer front unit. New hydraulic body mounts are said to better isolate the truck’s cab from the road. Pro-4X and Pro-X models add standard Bilstein off-road-oriented dampers, but only the former gets skid plates under its front end, transfer case, and fuel tank. The Pro-4X also features an electronically locking rear differential and an off-road driving mode. The new Frontier’s vintage roots are most evident in its steering system, which features a quicker ratio than before, yet assistance is still by old-timey hydraulics rather than an electric motor. The optional part-time four-wheel-drive system also goes largely unchanged, bringing conventional 4HI and 4LO settings but no full-time all-wheel-drive mode.
We previewed the latest Frontier’s sole powertrain—a 3.8-liter V-6 (310 horsepower and 281 pound-feet of torque) mated to a nine-speed automatic transmission—in our most recent test of a 2020 crew-cab model. In that test, the new setup exhibited better refinement than that of the Frontier’s old 261-hp 4.0-liter V-6 and five-speed automatic, but it failed to produce any measurable uptick in straight-line performance or fuel efficiency versus a 2017 Pro-4X model we evaluated. This was despite the 2020 version having 49 additional ponies under its hood and a 2-mpg-greater EPA combined estimate (to 19 mpg for crew-cab four-wheel-drive models). EPA ratings are not yet available for the 2022 Frontier, but Nissan says they should hew closely to those of the outgoing truck’s, as should the new truck’s curb weights.

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Nissan

We’ve only seen photos of the 2022 Frontier’s crew-cab-only Pro-4X model, but it looks appropriately butch with chunky proportions, blistered fenders, and darkened trim. Nissan says the new trucks’ design was inspired by its “Hardbody” compact pickups from the late 1980s and ’90s. LED lights are standard at the rear and optional up front. Pro-4X and Pro-X models roll on 17-inch wheels fitted with 265/70R-17 all-terrain tires. Along with taller bedsides, the Frontier’s cargo boxes gain improved functionality from a standard spray-in bedliner, a dampened tailgate, and more optional LED lighting. A revised cargo management system and an in-bed 110-volt power outlet also are available. Maximum payload capacity increases slightly to 1610 pounds, but max towing (6720 pounds) remains below the 7000-plus pounds that many new body-on-frame compact pickups can tug. Electronic trailer-sway control is now standard on all models.
If the latest Frontier’s exterior design is a bold step forward, its new interior is a revelation. The overall design looks attractive and materials appear to be vastly improved over the previous model’s Tupperware-grade trappings. All versions gain laminated front side windows and additional sound-deadening material, as well as Nissan’s Zero Gravity front seats and larger storage cubbies throughout. The Pro-4X and Pro-X can be had with fetching red accents and contrast stitching. Drivers view a standard 7.0-inch information display flanked by analog gauges. An 8.0-inch infotainment touchscreen lives in the center stack but can be upgraded to a 9.0-inch unit, with both setups featuring standard Android Auto and Apple CarPlay connectivity, albeit of the wired variety.

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Nissan

Other optional cabin highlights include a heated steering wheel and front seats, a Wi-Fi hotspot, a nine-speaker Fender audio system, a wireless charging pad, and Nissan’s latest 360-degree camera system with a front-facing off-road mode. Automatic forward collision warning is standard, with available active-safety aids encompassing forward emergency braking with pedestrian detection, rear emergency braking, blind-spot and lane-departure warnings, a driver-attention monitor, and adaptive cruise control.
Nissan also plans to offer a range of NISMO accessories for its new Frontier, including off-road step rails with removable steps, an upgraded suspension kit, auxiliary lighting systems, and ladder racks and tents for the cargo bed. Pricing has yet to be revealed for those and the truck itself. The outgoing Frontier tempered its antiquity with value, with 2021 models starting at $29,065 and topping out at about $40K for a well-equipped Pro-4X. Given the updates and added content of the latest versions, a slight price increase will not be a surprise. We’ll find out closer to when the 2022 Frontier goes on sale this summer.
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The new 2022 Nissan Pathfinder is redesigned with a new look inside and out.
It has the same 3.5-liter V-6 as before but a new nine-speed automatic transmission.
The 2022 Pathfinder will go on sale this summer, likely starting around $33,000.
Although nostalgia for old-school, body-on-frame SUVs is running high these days, Nissan’s new 2022 Pathfinder is staying in the family-crossover milieu. Like its predecessor, this new version of the three-row SUV prioritizes cupholders over suspension travel, although it does looks a bit more rugged—and far more modern—than before. And if you’re keen on nostalgia, know that Nissan has incorporated at least one subtle design cue from the original: the three slats at the top of the grille that hark back to the first-generation, truck-based Pathfinder.

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Nissan

The 2022 Pathfinder’s wheelbase is the same as the old model’s, and the new model is 1.5 inches longer, 0.6 inch wider, and 0.5 inch taller than before. There’s slightly more cargo space with the third row raised but slightly less room with the second- and third-row seats folded.

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The naturally aspirated 3.5-liter V-6 engine is carryover, but its specs remain competitive enough in the three-row-SUV segment: 284 horsepower and 259 pound-feet of torque. The biggest powertrain change is a nine-speed automatic from supplier ZF that replaces the continuously variable automatic (CVT) from before. Front-wheel drive is standard, with all-wheel drive optional on all trims, and AWD models get a set of driving modes meant for various terrains including snow, sand, and mud.
Nissan boasts that the Pathfinder can be equipped to tow up to 6000 pounds, more than many of its closest competitors—and that applies to both front- and all-wheel-drive models when equipped with a towing package.
The third-row seat now has three seatbelts rather than two, increasing total seating capacity to eight. Newly optional are second-row captain’s chairs that reduce that number to seven; a second-row bench is standard on most trim levels. Two USB ports come standard in the rear, with an option for a 120-volt power outlet in the second row and an extra USB port for the third row.

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Nissan

Compared with its predecessor, the new Pathfinder’s dashboard looks far more attractive, and its tech offerings are finally up to class standards. The standard infotainment system is an 8.0-inch touchscreen with Apple CarPlay and Android Auto; upper trims offer a larger 9.0-inch screen and can be had with wireless Apple CarPlay capability. The top Platinum trim also comes with a 12.3-inch digital gauge cluster and a head-up display, along with nicer leather trim.
Many driver-assistance features come standard on the base Pathfinder S, while the mid-level SV model includes the ProPilot Assist system that’s able to combine adaptive cruise control and lane-keep assist on the highway. The SL trim adds an upgraded version of ProPilot that links with the navigation system to predict freeway curves ahead of time.
Nissan has yet to release pricing, but we expect it will range from around $33,000 up to $45,000 for a loaded Platinum with all-wheel drive. The 2022 Pathfinder will reach dealerships this summer.
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CNBC reports that Apple and Hyundai-Kia are close to finalizing a deal to build an autonomous Apple car.
The vehicle would be completely designed by Apple and built at Kia’s factory in West Point, Georgia.
The self-driving autonomous vehicle would be built without a driver’s seat and could potentially go into production in 2024.

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The courtship between Apple and Hyundai’s Kia to build an Apple car seems to be progressing nicely. According to a report by CNBC, the two companies are close to finalizing a deal that would have Kia building an electric, autonomous Apple vehicle at a Kia assembly plant in West Point, Georgia.
According to CNBC’s sources, the deal hinges on Apple being in control of both the software and hardware of the vehicle. In other words, it would not be a Kia or Hyundai with Apple technology but would instead be an Apple vehicle that’s built by the Korean automaker in the United States under Apple’s direction.
This is the same situation that Apple and other hardware tech companies have had with manufacturers for decades. For example, Apple’s iPhone is designed by Apple but built by manufacturing partners including Foxconn. The vehicle is tentatively scheduled to go into production in 2024.
Still, if Apple does team up with Kia, it could use Hyundai’s recently announced E-GMP EV platform as the base for any electric vehicle it decides to build. That could negate the need for Apple to come up with its own battery system. Hyundai and Kia plan to have 23 global EVs by 2025.
For those hoping to get their hands on their very own Apple car, the report brings some bad news. The vehicle is reportedly said to be built without a driver’s seat or controls. Sources told CNBC that Apple wants an electric, autonomous vehicle to hop on the mobility trend. You might not be able to buy an Apple vehicle, but you could hail one for an autonomous trip around town.
While a deal is reportedly close to being completed, there’s still the chance that Apple could change its mind and go with another automaker or even just pull back from the automotive world and work on its Apple car in secret for a few more years before entering the field.
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Ford Performance built the Bronco 4600 race truck to compete in the Ultra4 stock class later this year.
It unveiled the vehicle today at the King of Hammers race in California, where the Bronco 4400 rally trucks will be competing in the Ultra4 unlimited class.
The highly customized stock Bronco 4600 will begin testing later this month and is likely to make its race debut in the Baja 1000 in November.
After showing three 4400 rally class Ford Broncos earlier this week, Ford Performance is back with a 4600 race truck to battle in the Ultra4 stock class. The 4400 Unlimited Class vehicles shown off earlier this week have extensive modifications, including a custom tubular chassis, the Bronc0 4600 uses the same chassis, 2.7-liter EcoBoost V-6 engine, and transmissions found in the Sasquatch trim level that anyone could order from the automaker.

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The 4600 Bronco will be shown off at the King of the Hammers event where a trio of 4400 rally Broncos will be competing, but we won’t see it race until sometime later this year in the Ultra4 stock class, likely during the 2021 Baja 1000 that’s scheduled to start on November 20, 2021. Ahead of that, Ford Performance says it will be testing the 4600 Bronco later this month.
The chassis and powertrain may be the same as what you’ll find in the two-door Sasquatch trim level, but the suspension has gotten a major upgrade with a High-Performance Off-Road Stability Suspension (HOSS) system that includes Fox coilover shocks, Wilwood Engineering brakes, and 35-inch BFGoodrich mud-terrain KM3 tires mounted to Method Race Wheels 202 forged beadlock wheels. It’s also outfitted with Triton Engineering control arms, a heavy-duty Howe hydraulic steering rack with cooler, and a Dana AdvanTEK e-locking differential.

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Ford

The automaker also tossed on the bright livery shown here to pay homage to the 1969 Baja-1000 winning Ford Bronco. The front is meant to take inspiration from that victory but as the paint extends to the sides of the vehicle and toward the rear its meant to evoke a transition to the modern Bronco.
Ford says that it took what it learned from competing with the Bronco R prototype in the 2019 and 2020 Baja 1000 to help Ford Performance determine how to outfit the vehicle. The purpose of the 4600 is to be a test bed of aftermarket performance parts for the Bronco. The automaker expects to see various racing teams using the platform and Ford Performance to fill out the Ultra4 stock class.
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Ford has confirmed that a higher-performance version of its F-150 Raptor, the Raptor R, is coming next year.
The 2021 F-150 Raptor (pictured above) is powered by a twin-turbocharged V-6, while the Raptor R could use the supercharged V-8 from the Mustang Shelby GT500, making more than 700 horsepower.
The Raptor R will take on the 702-hp Ram 1500 TRX.
Something big was missing from the 2021 Ford F-150 Raptor’s debut: the higher-performance Raptor that we spied earlier this year resonating with a powerful V-8 rumble. Ford did confirm, however, that it will be called the Raptor R, and it’ll arrive next year with its sights set on quickly going after the 702-hp Ram 1500 TRX.

Ford

The F-150 Raptor debuted for 2010 with a 310-hp 5.4-liter V-8 under the hood, though for its second model year, Ford added an optional 411-hp 6.2-liter V-8. The second generation Raptor, which was revealed in 2015, got the switch to a 3.5-liter EcoBoost V-6 making 450 horsepower and 510 pound-feet of torque. The 2021 Raptor (pictured above), now in its third generation, is still using Ford’s twin-turbo six—Ford hasn’t announced its power and torque figures—even though Ram is clearly taunting Ford (with savage Easter eggs, that is) with its 1500 TRX, which is powered by a 702-hp Hellcat supercharged 6.2-liter V-8. The new truck also introduces the change to a coil-spring rear suspension, which is also found on the Ram.

View Photos of the 2021 Ford F-150 Raptor

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Ford’s strongest answer to the TRX will be the Raptor R. It’s likely to be powered by a version of the Predator supercharged 5.2-liter V-8 that makes 760 horsepower and 625 pound-feet of torque in the Mustang Shelby GT500. We expect the Raptor R to have a more aggressive look as well that could include a different grille, fenders, wheels, and exterior graphics.
Unfortunately, we’ll have to wait a little longer for an adequate competitor to the Ram 1500 TRX, but by then, could Stellantis shove the 797-hp Hellcat Redeye engine into the off-road pickup? That would certainly heat things up even more.

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The 2021 Ford F-150 Raptor is here, featuring new coil springs in the rear, the most suspension travel of any factory pickup, and optional 37-inch tires.
It’s powered by a twin-turbocharged 3.5-liter V-6, though a Raptor R, likely with a supercharged V-8, is coming next year.
The 2021 F-150 Raptor will arrive in the summer and is expected to start at around $59,000.
Ford says that since 2009 it has sold more F-150 Raptors than Chevy sold Corvettes. We believe them. Think about it, how often is there a day that you don’t spot one? Raptors even stalk the concrete jungles of Southern California, a place where the official state vehicle might as well be the Toyota Prius. It took 12 years for another truckmaker to launch a rival, the stonking Ram 1500 TRX, and Ford has just answered with the third-generation Ford F-150 Raptor—and with a Raptor R coming after that.

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Ford

All the usual elements of Ford’s would-be trophy truck are in play: long-travel suspension, knobby all-terrain tires, and skid plates to protect the relatively soft underbelly from hard impacts following short flights. It’s a recipe Ford knows well, after all. And, just as with the workaday 11th-generation F-150, this Raptor is tweaking the formula just enough and even stealing a play from Ram.
Control arms still underpin the independent front suspension, but, as half-ton Rams have done since 2009, the Raptor now swaps its old-timey leaf-spring suspenders for a pair of contemporary coil springs and a few links, including a Panhard rod. Ford says the new design contributes to a better utilization of torque through improved traction. This translates to more speed through the desert. We like more speed.

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View Photos of the 2021 Ford F-150 Raptor

And when the speed is so much that little hills cause the Raptor to take flight, the 2021 has a little more squish room than before. With 14.0 inches in front and 15.0 inches in the rear, the Raptor has the most suspension travel of any factory pickup. But those numbers only apply to the base 35-inch BFGoodrich All-Terrain T/A KO2, the optional 37-inch BFGs reduce travel by an inch in front and 0.9 inch in the rear. But what is lost in travel is made up with improved approach, departure, and breakover angles and ground clearance, which grows from 12.0 inches with the 35s to 13.1 with the 37s. Three 17-inch wheels are available. The base wheel is the only one that will not accept a beadlock ring.

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Ford

Adaptive dampers from damping giant Fox Shox are beefy as well. Thicker bodies handle the larger damping forces of the internal-bypass shocks. The rear dampers have external reservoirs. The Live Valve technology adapts to driving style and terrain, varying the damping up to 500 times a second.
If you were hoping for a V-8, that’s gonna have to wait for next year’s Raptor R. For 2021, the Raptor gets what amounts to a carry-over engine. The twin-turbo 3.5-liter V-6, or high-output 3.5 EcoBoost, will likely make a handful more horses than the 450-hp 2020 model. Peak torque of 510 pound-feet is unlikely to wander from the peak that starts at 3500 rpm. The possibility of a few more horses is made possible by a new equal-length exhaust system with muffler bypass valves that, when activated, sounds menacing in a way that few V-6s have ever. The HO EcoBoost mates to a 10-speed automatic transmission and an automatic four-wheel-drive transfer case that, unless things went very wrong in Ford’s trans development, will shuffle gears and driveline modes seamlessly. A limited-slip differential is again an option, while a locking rear is standard. Both axles house 4.10:1 gears.

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Ford

Ford nixed the extended-cab Raptor, so all are crew cabs. The frames are fortified with upgraded mounting points for the front suspension and all the bracketry for the new rear suspension as well as the addition of a Raptor-specific trailer hitch, which looks dished to make room for a full-size 37-inch spare. Ford likes to point out that its customers expect to be able to use Raptors as trucks, so no bed-mounted spares.
Just as with the new F-150, the Raptor carries all the electronic doodads and organic Wi-Fi that keep peoples’ phones and brains connected to the Matrix. So that means wireless Android Auto and Apple CarPlay capability as well as over-the-air updates for the Sync 4 infotainment system. Ford’s Pro Power onboard generator system offers 2.0 kW of AC power should your Raptor’s rear suspension travel be tested by a tailgate party. Both payload and towing capacities grow 200 pounds, to 1400 pounds and 8200 pounds respectively. We expect the Raptor’s curb weight to climb by a similar amount, to about 6200 pounds. We expect a small price increase, too, but the truck should start around $59,000.

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Ford

Ford’s suite of advanced safety features is standard, as are many drive modes. Lots of drive modes. They are Slippery, Tow/Haul, Sport, Normal, Off-Road, Baja, and Rock Crawl, which adjust throttle, transfer case, damping, and transmission programming. One more interesting mode isn’t for going fast, but rather for going slow off-road, or rock crawling. Ford calls it one-pedal drive, and it is just as it sounds. When lifting off the throttle, the brakes are automatically engaged like aggressive regenerative brakes on an EV. While not a g0-fast feature, a Raptor that never sees dirt is a terrible waste of potential and it should give novice off-roaders the confidence to take their shiny new trucks down a trail. Or at least something to play with until that faster R launches next year.
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