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The 2022 BMW M4 lineup will include this convertible with all-wheel drive, which will be available in the U.S. this fall.It will be available only in Competition trim and, with 503 horsepower, offers 59 hp more than previous Competition models.The 2022 M4 Competition Convertible xDrive will start just under $90,000.BMW is launching the next iteration of a favorite. The droptop M4 returns, with more power, all-wheel drive, and a clumsy model designation: meet the 2022 BMW M4 Competition Convertible xDrive. Competitively priced at $89,295, it will come to the U.S. shortly after production starts this September.While the M4 coupe and the M3 can also be ordered with a six-speed manual transmission and a slightly detuned engine, the convertible comes exclusively as the uplevel Competition version, which bumps the power rating of the S58 3.0-liter straight-six to 503 horsepower. Maximum torque is rated at 479 pound-feet, served up from 2750 to 5500 rpm. The engine redlines at 7200 rpm, down from the previous model’s 7600 rpm.
The power is channeled to all four wheels via a ZF-sourced 8HP eight-speed automatic transmission; sixth gear is the direct drive. This gearbox replaces the previous model’s seven-speed dual-clutch automatic. The sprint from zero to 60 mph takes just 3.6 seconds. Top speed is rated at 155 mph and can be raised to 174 mph, both electronically limited. There is no more manual transmission; the row-it-yourself box is mated to the less powerful M4 and M3 versions that are not available as a convertible.

While all-wheel drive is standard, the rear-biased system can shift the torque with extreme swiftness, and it is also possible to disconnect the front axle altogether, turning the M4 convertible into a pure rear-driver. Like on the M3 and the M4 coupe, the M4 convertible receives massive upgrades from the regular 3- and 4-series, including interlinked strut towers, a strengthened front subframe, a unique front axle, and specific steering and braking systems. Altogether, the changes from regular 4-series to M4 are less radical than on the predecessor. BMW claims this is because the base model is better. We also suspect it saved some money.Six-piston front and single-piston rear compound brakes are standard, and a ceramic brake system is optional. The M4 Convertible is fitted with 275/35ZR-19 front and 285/30ZR-20 rear tires. There is an interesting optional M Drive Professional package which, according to the press release, “helps the driver to make consistent progress in pursuit of the ideal line and the perfect lap.” t basically allows you to stay on the throttle during a drift, but we found it unhelpful and actually needed to “unlearn” the throttle modulation we typically use to keep a drift. Skip the option if you are a pro.Another option we’d skip is the Driving Assistant Professional package, helpful only if you tend to divert your attention from driving to your phone, et cetera. It is an unnerving bundle of nanny systems that thankfully is not mandatory on the M4. (The Active Driving Assistant with its lane-departure warning is bad enough.) The optional head-up display, on the other hand, is a very welcome feature. We’d also opt for the fantastic M Carbon bucket seats.
Big news on the M4 convertible is the new fabric top, which offers virtually all advantages of the previous model’s weather-tight, four-season retractable hard top but weighs less and looks better. And the other news is the front-end styling, abhorred by some but (secretly) approved by others. We think it fits the aggressive character of the M4, and we sure hope you live in a state without a front-end license plate requirement.The imminent demise of the Mercedes-AMG C63 Cabrio and the fact that there is no Audi RS5 Cabriolet means that the M4 convertible occupies a rather solitary position in the market, since the Porsche 911 Cabriolet is significantly more expensive.
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Chevy is updating the Blazer lineup for 2022 with new colors and options.There’s no more base L model, meaning a turbo 2.0-liter four is the new standard engine.A 308-hp 3.6-liter V-6 is optional on LT and Premier models and standard on the RS.The Chevy Blazer enters 2022 with a few more color options and one fewer engine choice. The base L model is no longer part of the lineup, meaning its 193-hp naturally aspirated 2.5-liter inline-four isn’t offered anymore. A 228-hp turbocharged 2.0-liter inline-four now serves as the base powertrain, with a 308-hp 3.6-liter V-6 available as an option.

The 2022 Blazer lineup now starts off with the 2LT, which has the 2.0T engine, front-wheel drive, and a nine-speed automatic. The better-equipped 3LT offers the V-6 as an option, as does the loaded Premier (pictured in silver), which looks a bit different this year thanks to some exterior trim updates. All-wheel drive is an option for all trim levels.

Chevrolet

Chevrolet

The sporty-ish RS comes standard with the V-6 and offers a new two-tone paint option with a black roof (pictured in red). This two-tone look is also newly optional with certain appearance packages on the LT. Other new color options include Nitro Yellow metallic and Blue Glow metallic, but Chevy has yet to release photos of those hues.We also don’t have pricing for the 2022 Blazer yet, but we expect its base price to go up considerably. The 2021 Blazer L started at $29,995 but the 2022 model’s base price should be closer to the 2021 Blazer LT’s $34,595 starting cost.

Chevrolet

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Ioniq will be a new subbrand for Hyundai, marking its EV lineup. The electric-only platform of the Ioniq 5 means more room in the cabin. The U.S.-market Ioniq 5 will come in both single- and dual-motor configurations, making 225 and 320 horsepower, respectively. It is slated to go on sale this fall, with other Ioniq models coming in 2022 and 2024.After first getting an online look at the electric Ioniq 5 in February, we finally got to see it in person. There was no driving yet, but we did get to slide the console back and forth, admire its contemporary hatchback design, and make a smoothie in its cargo area. (That’s thanks to the 12-volt outlet in the charging handle that can power anything from an air compressor to our item of choice, a blender.) The name “Ioniq” will recur. It’s a subbrand specifically for electric vehicles, and Hyundai says there are a bunch of those coming, all based on the new Electric-Global Modular Platform (E-GMP). The Ioniq 5 is the first to be released, a compact SUV intended to compete with fellow electrics from Ford (the Mustang Mach-E) and Volkswagen (the ID.4). Because it’s built on a platform designed solely for electrics, the 5 packs a roomy interior into a relatively small exterior package. The Ioniq measures 182.5 inches in overall length, 6.5 inches longer than the compact Hyundai Tucson, but with a 1.8-inch-shorter overall height, giving it more of a carlike feeling from the outside—it’s a very sporty hatchback in profile.
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Here’s where the dedicated electric platform does its magic. Because the designers don’t have to work around placing an engine in the front or allowing room for a transmission tunnel underneath, the wheelbase and the cabin can stretch out. The 5’s wheelbase, at 118.1 inches, is almost four inches longer than that of the much bigger Hyundai Palisade, which should make for a pleasant ride quality. Because the design allows for a totally flat floor, Hyundai can offer more legroom in the middle back seat, and neat features like the sliding console in the front of the top trim Ioniq 5 Limited. Good news for those who carry a bag: there’s room in the console, and in front of it, to put a purse or backpack. Bad news for those who didn’t want to go top trim: the sliding console is on the Limited only.
Like many new electric offerings these days, the Ioniq 5 will be available in a single- or dual-motor configuration. The rear-drive single motor generates 225 horsepower and 258 pound-feet of torque, which Hyundai says will propel the 5 from zero to 60 mph in 7.4 seconds. The all-wheel-drive dual-motor version gets you 320 horses and 446 pound-feet of torque. It’s quicker, too. According to Hyundai, it should be able to hit 60 mph in 5.2 seconds.

Oh, but how far can it go and how fast can it charge? Those are the big electric-car questions, right? The Ioniq 5 has an 800-volt operating system, similar to what we’ve seen from quick-charging luxury electrics like the e-tron GT and the Porsche Taycan. At a compatible charger, the 5 can go from 5 to 80 percent in less than 20 minutes and get you 68 miles of range in just five minutes. You can charge at a slower charger, of course . . . it’s just going to take longer. Final numbers for range haven’t been released, but Hyundai is hoping for 300 miles from the RWD version and around 270 from the racy AWD one. We couldn’t test any of that in the studio, but we were able to explore the interior.
The first thing you’ll notice when you step inside is a sense of space. It’s funny how embedded the hump of a transmission tunnel is in our idea of what a car interior will look like. Not seeing it is almost like walking into a formerly cluttered room where someone has removed the excess furniture. The result is a clean and open cockpit with lots of room front and rear. The front seats recline and have a footrest, for maximum napping during your 18 minutes of recharging. The materials in the interior are made from a variety of recycled fabrics, but compared to those in some of Hyundai’s recent gas SUVs, they seem a little bland. There are no cool patterns, no interesting textures. To liven things up, the door panels feature a glowing speaker surround and a floating armrest, and the instrument cluster and infotainment screens stretch across the dash for 24 inches of glowing interactivity. To the left of the gauges, a fun addition: there’s a magnetic square of dash for sticking family photos or parking garage tickets.
When we get to drive the Ioniq 5, we look forward to testing the head-up display with its augmented navigation, which projects directions and distances “into” the real world through the HUD display. The 5 also comes with Hyundai’s Highway Driver Assist 2 (HDA 2) which includes such smart cruise control features as automatic lane changes and junction-crossing. Before we left the studio, Hyundai suggested we test out the Vehicle 2 Load feature, which is an integrated 12-volt outlet in the charging handle that can power lights, compressors, small refrigerators, or, for our test, a smoothie blender. BYOB (Bring Your Own Blueberries). The Limited trim also has a 12-volt in the cabin.If you’re excited about the 5 but are wishing it was bigger, or smaller, more sedanlike, or offering a third row, all of that is yet to come. Because the E-GMP platform is so configurable, Hyundai will be able to stretch, shorten, raise, or widen it to fit all manner of upcoming electrics. And there are a lot of them. Hyundai says it’s planning 23 new electrics by 2023, and we’ll also be seeing versions from Kia, and Genesis. So if the 5 doesn’t charge you up, stay tuned for more, and if it does, we should start seeing them here in the States by fall of 2021.
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The 2022 Jeep Wagoneer and Grand Wagoneer will go on sale this summer with starting prices reaching up to $105,995, and the base Wagoneer, which starts at $59,995, won’t arrive until later. The Wagoneer and Grand Wagoneer look similar, but the latter has a slightly more upscale exterior and interior, a more powerful 6.4-liter V-8 engine, and standard four-wheel drive. The Wagoneer comes standard with rear-wheel drive and a 5.7-liter V-8 and a 48-volt hybrid assist that Jeep calls eTorque. The Wagoneer will compete with the likes of the Chevy Tahoe, GMC Yukon, or Ford Expedition, and the Grand Wagoneer with more luxurious full-size SUVs such as the Cadillac Escalade or Lincoln Navigator. If Car and Driver editors bought either of the two new three-rowers from Jeep, this is how we would spec them:

Drew Dorian’s $81,375 Jeep Wagoneer Series II

Jeep

Jeep

No Wagoneer or Grand Wagoneer is what I would consider affordable, but luckily all versions are nicely outfitted with luxuries. Even the entry-level Wagoneer Series II looked fairly well-equipped to me, so I chose that one and went with a four-wheel-drive model. From there I added the $3995 Convenience Group package which adds several high-end features including an air suspension, a head-up display, heated second-row seats, a self-parking feature, and a few additional driver-assists. I also splurged on the $2995 Premium Group package, which includes 22-inch wheels, a panoramic sunroof, roof-rail cross bars, and a cargo-area tonneau cover. I prefer captain’s chairs in the second row to make the third row of seats a little more accessible, so I also added the 2nd Row Seating Group package for $795. The Wagoneer comes with a 5.7-liter V-8 versus the 6.4-liter mill that runs under the hood of the Grand Wagoneer, but that’s fine by me and I’m sure it still provides more than enough power and towing capacity for what I’d need. Jeep’s available exterior colors are limited and I would have loved a nice rich dark green. Instead, I went with the bright Velvet Red Pearl-Coat paint ($595) which pairs well with the two-tone Sea Salt (tan) and black Nappa leather interior scheme. My red Wagoneer Series II offers a hell of a lot of good kit and nearly as much cache as one of its Grand siblings but with a relatively low price tag of $81,375. –Drew DorianJoey Capparella’s $84,680 2022 Jeep Wagoneer Series III

Jeep

Jeep

I opted for the lower-spec Wagoneer because I like the idea of the 5.7-liter V-8 engine with its eTorque 48-volt hybrid system. Sure, the 6.4-liter engine in the Grand Wagoneer is more powerful, but I wouldn’t be able to stomach its fuel-economy penalty. Plus, the Wagoneer offers many of the same appealing features as the Grand Wagoneer and looks nearly the same. The Series III version starts at $75,590 and includes a head-up display, an air suspension, heated and cooled front seats, and a 10.1-inch touchscreen infotainment system.The first option I added was the $3000 four-wheel-drive system, because it’s a Jeep after all. I then opted for the $595 silver paint (there aren’t many good color options available) and the $595 second-row captain’s chairs that replace the second-row bench and reduce seating capacity from eight to seven. My only big-ticket item was the $5495 Premium package that includes an upgraded audio system, a panoramic sunroof, 22-inch wheels, and power-retractable running boards, among other things. This all adds to a pretty well-equipped full-size SUV, and given that the Grand Wagoneer can easily go into six-figure territory, my $84,680 total price looks somewhat reasonable. –Joey CapparellaConnor Hoffman’s $101,985 2022 Jeep Grand Wagoneer Obsidian

Jeep

Jeep

There are no good colors for the Grand Wagoneer, so I decided to go with a blacked-out Obsidian model, which starts at $100,995. The Diamond Black paint costs $595, but you can get Bright White as a no-cost option. The only package I’d add is the interior protection package, which includes all-season floor mats to keep my $100k-plus SUV clean during Michigan’s winter, and a cargo tray. Other than those two options, my Grand Wagoneer comes standard with four-wheel drive, the more powerful 6.4-liter V-8 engine that provides 471 horsepower and 455 pound-feet of torque, and the cool front passenger display screen. This price might seem ridiculous for a Jeep, but this loaded three-row SUV is in Cadillac Escalade territory, and it’ll cost me $101,985. –Connor HoffmanMaxwell Mortimer’s $108,380 Jeep Grand Wagoneer Series III

Jeep

Jeep

I’m not a huge fan of massive utes, but who doesn’t like to occasionally price out an expensive luxo-barge for fun? I chose to skip the Jeep Wagoneer and go straight for the Grand Wagoneer to see how it stacks up against vehicles like the Lincoln Navigator and Cadillac Escalade. For my build, I started with a Series III trim Grand Wagoneer in Baltic Gray metallic ($595.) Starting at $105,995, the Series III trim comes loaded with just about every option and has standard features such as upgraded leather massaging seats, night vision, a center-console beverage cooler, and many driver-assist features. I really liked the Blue Agave interior color, so I stuck with that and added the embossed-metal interior accents to replace the wood trim for $795. To that I would add only the heavy-duty trailer-tow package for $995 because it’d be foolish to spend this much and not check that box. When it’s all said and done, my Series III Grand Wagoneer came out to an exorbitant $108,380, but that’s the price of entry when you’re playing in the big leagues. –Maxwell Mortimer
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