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Welcome to Car and Driver’s Testing Hub, where we zoom in on the test numbers. We’ve been pushing vehicles to their limits since 1956 to provide objective data to bolster our subjective impressions (you can see how we test here).Stellantis’ new twin-turbocharged “Hurricane” inline-six engine is proving its worth in our testing, beating the old Hemi V-8 in both acceleration and fuel economy. Test results for the 2023 Jeep Grand Wagoneer L with the new 510-horsepower version of the twin-turbo 3.0-liter inline-six show that it’s both quicker and more efficient than the 2022 Grand Wagoneer with the 6.4-liter V-8—even though the six-cylinder SUV we tested was the bigger, heavier long-wheelbase L model.We got the 6428-pound Grand Wagoneer L to 60 mph in a scant 4.7 seconds, beating the old, 102-pound-lighter V-8 model by 0.7 second. That advantage shrunk to 0.4 second and 2 mph in the quarter mile, as the off-the-line advantage of the turbo’s 3500-rpm brake torque launch wears off. That’s quick for a full-size, truck-based SUV, beating out the Ford Expedition Stealth Performance model’s 4.9-second run to 60 mph and coming closer than we would have expected to the supercharged, 682-horsepower Cadillac Escalade-V’s 4.3-second sprint.It’s not all upside for the inline-six, however, as the Wagoneer L’s rolling-start 5-to-60-mph time of 5.9 seconds is a tenth behind the 5.8-second run from the V-8-powered barge. The passing times are no better either, with the 30–50-mph time a dead heat at 3.2 seconds, and the 50–70-mph time a tenth worse for the inline-six at 3.9 seconds. Although we’d categorize the Jeep’s boosted six as quite responsive, turbocharged engines’ power delivery is never as instantaneous as that of a naturally aspirated engine.More on the WagoneersIn our 75-mph highway fuel economy test, the smaller-displacement turbo-six won out, too. It achieved a result of 20 mpg to the V-8’s 19 mpg; not exactly a huge difference, but impressive considering the extra grunt the smaller engine also provides.The addition of the inline-six has complicated the Wagoneer’s powertrain lineup somewhat. The inline-six is standard on all long-wheelbase L versions, although the Wagoneer L has the 420-horsepower standard-output version and the Grand Wagoneer L has the 510-horsepower high-output version. Among short-wheelbase variants, the 3.0-liter six is optional, as the base Wagoneer continues with its standard 5.7-liter V-8 and the base Grand Wagoneer with its 6.4-liter V-8. But based on the new engine’s strong performance, it seems a worthy upgrade if you’re shopping for one of these behemoths.This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

The 2023 BMW M2 coupe marks the model’s second generation, and it boasts a boatload of improvements versus its predecessor.The M2 remains rear-drive only, but its new twin-turbo straight-six makes 453 horses and pairs with a standard manual transmission or an optional eight-speed automatic.When it goes on sale in the U.S. in April 2023, the new M2 will start at $63,195—$3300 more than the last M2 Competition sold in 2021.The first thing you’ll notice about the 2023 BMW M2 is that it doesn’t have a big pig snout for a grille like the larger M3 sedan and M4 coupe. BMW’s decision to give the new second-generation M2 a more traditional version of its signature kidney grille might be its way of telling everyone the redesigned coupe remains the purist’s choice. Or we might’ve just made that up. Either way, the new M2 is mightier than its predecessor and shares more parts and traits with the M3/M4, meaning it promises to be a hoot.M2’s Hips Don’t LieThe M2 is once again based on the two-door BMW 2-series, which was recently redesigned with bigger dimensions than before. Per the transitive property, the 2023 M2 also undergoes a growth spurt, with its wheelbase stretching from 106.0 to 108.1 inches and its overall length stretching from 176.2 to 180.3 inches. Compared with its predecessor, those represent increases of 2.1 and 4.1 inches, respectively. The new M2 also sits 0.3 inch lower and measures 1.3 inches wider. Plus, its track width grows by 1.5 inches up front and 0.2 inch in back, which matches the M4. BMW claims the second-gen car’s curb weight is between 3814 and 3867 pounds, depending on the transmission which is roughly 240–250 pounds heavier than the last M2 Competitions we tested.With wider hips and grander proportions, the redesigned M2 looks more muscular than before. Its appearance is also highlighted by boxy lower air intakes, quirky headlights with a single LED unit that’s supposedly inspired by the iconic BMW 2002 sedan, and the brand’s trademark Hofmeister kink on the rear window. The back end really makes a statement with funky taillights like those on the regular 2-series as well as square and sharply creased elements on the bumper that flank a set of quad exhaust tips. More on the New M2Other exterior elements include an optional carbon-fiber roof that saves weight and lowers the car’s center of gravity. The standard sunroof also has a larger opening than before. All models ride on staggered wheels and tires, with 19-inch rollers on 275-section-width tires up front and 20-inchers on 285-section-width tires out back. During a prototype drive back in June, we were told the new M2 will wear Michelin Pilot Sport 4S summer rubber. Its available paint colors include Alpine White, Black Sapphire metallic, Brooklyn Grey metallic, Toronto Red metallic (seen here), and a new shade exclusively for the M2 called Zandvoort Blue.M3/M4 Hand-Me-DownsAt the heart of the 2023 M2 is a twin-turbocharged 3.0-liter inline-six. It’s a version of the S58 engine powering the M3 and M4 that has been detuned to make 453 horsepower and 406 pound-feet of torque. Still, that’s 48 horses more than the S55 mill in the outgoing M2 Competition; its torque rating is unchanged. Of course, that power continues to be routed solely to the rear wheels through a torque-vectoring rear differential—there’s no xDrive all-wheel-drive option like on the M3/M4. There’s also currently no word on an inevitable M2 Competition or CS variant.With the new M2, BMW also introduces a traction-control system with 10 adjustable settings, essentially letting drivers pick their own risk level. If that doesn’t encourage juvenile antics, perhaps the M Drift Analyzer will. The coupe continues to offer a standard six-speed manual transmission, but the old seven-speed dual-clutch automatic has been replaced by an optional eight-speed unit with a conventional torque converter.When it comes to acceleration, BMW claims the new M2 can hit 60 mph in 3.9 seconds with the automatic and 4.1 ticks with the manual. We expect to see slightly quicker times considering those estimates are almost identical to the results we saw with the previous-generation M2 Competition (3.9 with the manual; 4.0 with the auto). The new car’s top speed is once again limited to 155 mph, but the available M Driver’s package unlocks a 177-mph limit—3 mph higher than before.Along with components inherited from the M3 and M4, the new M2’s chassis is stiffer than before. BMW says it increased the front end’s structural rigidity as well as reinforced the middle and rear sections of the car. Its suspension also gets the M treatment for maximum performance, and a set of adaptive dampers remain standard. The M2’s electric steering system has the same ratio as before, but its braking system is now electrified too and includes an adjustable pedal feel. The brakes themselves are six-piston fixed front calipers with 15.0-inch rotors; four-pot floating rear units clamp 14.6-inch discs. Interior: Racy Meets NerdyUnlike the regular 2-series, the M2’s dashboard boasts a massive one-piece digital display. The curved screen encompasses a 12.3-inch gauge cluster and a 14.9-inch infotainment system. The latter features BMW’s latest iDrive 8 software that has enhanced voice-recognition skills, cloud-based navigation, and 5G connectivity with a Wi-Fi hotspot. There’s also a newly optional head-up display. The tech is taken further with standard driver assists such as forward-collision warning with automated emergency braking, adaptive cruise control, lane-departure warning, and parking sensors at both ends. Those who select the automatic can add a stop-and-go function to their adaptive cruise.Perhaps more interesting than any of those gadgets are the M2’s new front seats, which have additional bolstering. Along with leather upholstery that’s available in black or Cognac, the seats have power adjustments, heated surfaces, and illuminated “M” logos in the headrests. As in the M3 and M4, the new M2 can be had with lightweight M Carbon front seats that are part of the optional Carbon Fiber package. They have most of the same features as the standard buckets, but they’re said to save about 24 pounds.When the 2023 BMW M2 goes on sale in the U.S. in April 2023, it’ll have a starting price of $63,195. That’s $3300 more than the 2021 M2 Competition cost before any options, but it’s also $12,500 less than the base price of a 2023 M4. Plus. And who knows? The M2’s discount might be even more appealing thanks to its less polarizing schnoz. This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

When you imagine a perfect car collection, what are the headliners? All the Ferrari hypercars seem like a good place to start. Throw in a few Bugattis, maybe even Jaguar’s two attempts at supercars from the ’90s to compare with your EB110s. Multiple actual Group B rally cars are a nice touch, as is a Lamborghini Miura SV to round it all out. That entire collection was at one point put together, and now, that entire collection is for sale.The 18-car group, which RM Sotheby’s calls the Gran Turismo Collection, is all headed to the company’s London auction in November. Supercars are a major focal point of the group. The collection features all of the Ferrari 288 GTO, F40, F50, Enzo, and LaFerrari. The three Bugattis, two EB110s and a Chiron Super Sport, are supplemented by both a Jaguar XJR-15 and an XJ220 S. The collection includes just two Lamborghinis, but they happen to be a Miura SV and a Countach LP5000 S. The group even includes a few potential daily drivers: three front-engined convertible Ferrari GTs all finished in yellow.Beauty ContestIf those don’t interest you, the collection also includes three genuine Group B racers. The Lancia 037 is an early works car, run in the model’s debut rally by Markku Alén and winning a 1983 rally at the hands of Walter Röhrl. The Lancia Delta S4 is a Rallye Monte Carlo winner, among the most celebrated examples of the company’s absurd twincharged and mid-engined hatchback. Even the Audi Quattro is in S1 E2 trim, the most extreme form the legendary Audi ever took.The entire 18-car collection will be available at RM Sotheby’s London sale on November 5. Expect high prices for everything.This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Jaguar confirmed that 2024 will be the final model year for the F-type coupe and convertible.Europe is getting a 75th anniversary edition to mark the end of the road, but information about a U.S. special edition isn’t available yet.The F-type first arrived for the 2014 model year and received updates throughout its 10-year run.Jaguar will soon be without a sports car, as the F-type will disappear after the 2024 model year. A 75th anniversary model (pictured at top) has now been released for Europe to commemorate the end of its production run, and a JLR spokesperson confirmed to C/D that the 2024 F-type will be the last for the U.S. market as well. We’ll likely get some sort of final edition as well, but details aren’t available quite yet.The F-type first arrived for the 2014 model year and was initially available only as a convertible. The coupe went on sale afterwards, and both supercharged V-6 and V-8 engines were offered. A turbocharged four-cylinder joined the lineup later on, as did an optional manual transmission for the V-6, but most recently the F-type slimmed down to a V-8–only, automatic-only powertrain lineup. For 2023, the supercharged 5.0-liter V-8 is offered in 444-hp and 575-hp states of tune. Pricing ranges from $74,675 for the P450 coupe up to $112,475 for the R convertible.We Test the F-TypeThe Europe-market 75th anniversary edition—this number denoting 75 years of Jaguar sports cars, since the XK120—features numerous appearance tweaks, a unique color, and special badging. The U.S. version may incorporate a similar look, but we don’t have details on what the 2024 F-type lineup has in store for us. Jaguar says it will share more in December.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

General Motors is looking to help EV buyers leverage the energy of those big Ultium battery packs onboard—and to make some money from managing the use of the energy, too.The auto company has formed a GM Energy business unit to do just that, it announced today. It will be split into Ultium Home, Ultium Commercial, and Ultium Charge 360 divisions.Among the targets: backup power and lowering the cost of EV ownership by letting utilities use some of your EV’s energy.This morning, General Motors announced it has formed a new business unit called GM Energy, which will offer seamless “integrated energy management” products and services for homes and businesses to its electric-vehicle customers.Essentially, that means GM will help owners of Ultium-based EVs lower their energy costs, use their cars for emergency backup power, and—if they agree—perhaps even lower their lease payments by letting utilities draw small amounts of energy from their EVs when plugged in.Today’s EVs have large battery packs with capacities of 60 to 200 kilowatt-hours of energy, or two to seven times the daily usage by the average U.S. household. Road trips aside, average daily travels of 30 to 100 miles use up only half of that at most.GM’s new unit will build a business that links the distributed energy storage of millions of EVs to owners’ homes (as backup power, replacing gasoline-fueled generators) and, more ambitiously, to the broader electric grid. GM plans to “play across the entire energy ecosystem,” in the words of Mark Bole, head of V2X and Battery Solutions, during a press preview in advance of this announcement.GMSee Ya Later, Generator?Last year, Ford seemed to have been caught off guard by intense public interest in an aspect of its F-150 Lightning electric pickup. That was the ability to power a home at up to 19.2 kilowatts for up to several days on a fully charged battery—at least in the top version, with modifications to home wiring. Other EVs offer power-out capabilities, at lower rates: the latest EVs from Hyundai and Kia have conventional three-prong, 120-volt outlets at the base of the rear seat to run various consumer electronics. (Cue glossy advertisements of a silent EV parked next to a remote lake, powering a picnic-table lamp, an electric grill, a fridge, maybe even a portable stereo.) Their output of up to 6.6 kW won’t power your entire home, though it might keep your kitchen refrigerator running.Backup power for emergencies is one of two home applications GM discussed. The other is lower electric bills from charging the EV when rates are lowest, then using some of its energy to power the house during peak demand periods, substituting for grid electricity when rates are highest.Emergency backup power gets greater attention, though. As more frequent extreme weather events cause widespread, heavily publicized power outages, interest in simple, convenient, automatic backup for home energy will grow. Many homeowners don’t want to wrestle with a noisy gasoline-fired generator, which can’t be used indoors and produces exhaust emissions. EVs offer an alternative: Plug in the car at night and get the same backup. If there’s a grid outage, your charging station switches automatically from recharging the battery to using that battery to power your house.GM wants to help with that. Its new unit will provide a range of Ultium Home products and services, including bidirectional wall-mounted charging stations, to let any of its new EVs based on the Ultium platform provide backup power. Specific details of how that will work have yet to be spelled out. Its first products and services won’t go into production for a year, sometime in the fourth quarter of 2023. If successful, it’s not hard to imagine a future GM role in helping homeowners and commercial customers install solar panels or hydrogen fuel cells, set up microgrids, and participate more actively in all facets of energy generation and storage.The Energy Storage ProblemElectric utilities today have little way to store energy. For 100-plus years, they’ve generated just enough power to meet demand, turning plant output up and down as needed. The classic form of energy storage is a dam: You can use excess generation to pump water uphill, then release it through hydroelectric turbines to return that power to the grid. But building new dams in the U.S. is now very, very difficult. GMStorage is more needed than ever now, for the growing percentage of renewable energy, which doesn’t always provide steady, consistent power to the grid. Solar only comes on during the day, except for . . . clouds. Wind is strongest at night, but intermittent. So utilities are experimenting with climate-controlled battery bunkers to store and buffer that intermittent generation. Not only do batteries keep the grid stable against those fluctuations, they let utilities store renewably generated energy for the highest-demand periods: those hot, muggy Friday afternoons when everyone comes back home, cranks up the A/C, and turns on lots of electronics.To your local electric utility, your EV—and your neighbors’—represent a tantalizing pool of energy storage, with a relatively low total power draw if charged overnight, when demand is lowest. The most forward thinking of the nation’s 3500-plus electric utilities see EVs “more as a solution than as a problem to be solved,” said Travis Hester, vice president of GM EV Growth Operations.But those utilities often don’t know where EVs are located, let alone have the ability to connect to them “bidirectionally,” to pull out (small amounts of) energy for short periods to stabilize the grid or supplement their own generation during high demand.GM wants to help with that, too. It will know where every single Ultium vehicle is located, via the cars’ cellular connections. And it can communicate with the home stations it sells that charge them. Now the automaker is reaching out to hundreds of large utilities to start the lengthy process of negotiating deals to connect those EVs as storage resources—for which utilities will pay GM.To say that’s a complex task would be a gross understatement. But GM sees itself as perfectly positioned to be that middleman between EV owners and their various utilities—and, importantly, to do so at scale. This applies especially to fleet buyers who operate multiple EVs, providing greater scale from a single customer—which is why GM plans a separate suite of Ultium Commercial products and services as well. While Tesla provides battery storage products to homeowners and at utility scale, it has made no moves to connect the millions of EVs it’s sold to the grid or to act as home backup themselves.Lower EV Lease Payments?Individual buyers of Ultium-based EVs from Cadillac, Chevrolet, GMC, and Buick will be able to control the degree to which they allow any of these capabilities, Hester said: “They can play in as much or as little of this ecosystem as they like.” But, he suggested, they’ll want these products and services for several reasons. First is daily energy management: using EVs to store cheap energy, then substitute it for pricier peak-period energy. Second is backup power during emergencies. Third will be free energy management software—GM Energy Cloud—that lets homeowners look at data on when they use power and how much it costs. GM can offer advice on how to reduce overall energy spending if desired.Finally comes cash. Utilities today incentivize and even pay customers for “managed usage.” This may be setting your washing machine to run after midnight, or letting the utility switch off your home air conditioning for 15 minutes to reduce total load. From cheaper electric rates to actual cash bounties, demand management is worth a lot to utilities. EV owners will benefit, and GM will pass along to owners a cut of the increased load reduction and energy balancing fees their EVs enable. The same applies to fleet and commercial customers—in spades. Hester suggested consumers might see that cash in the form of lower lease payments for Ultium EVs. Will these products and services apply to other EVs as well? Maybe, later on. But right now, it’s all about GM’s electric vehicles—1 million by 2025, it says. This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More