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      in Car Reviews

      2022 Bentley GT Speed Is a Sharper Continental

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      Over the last few years, British automakers have started to mount hostile incursions into what used to be each other’s sovereign territory. Aston Martins have become more pliant and comfortable. Rolls-Royces have grown modestly more athletic. And now Bentley is making a push into much more focused driving dynamics with the new Continental GT Speed.There have been Speed versions of Bentley models before now, but these have largely just added horsepower, rather than sharpening handling to any significant degree. But the new GT Speed takes a different path. Sure, W.O.’s company says it is quicker than the already rapid Continental GT W12 it is based on, but only just. Its twin-turbo 6.0-liter W-12 makes 650 horsepower—a 24-hp increase—but also produces the same torque peak of 664 pound-feet. Bentley says the Speed shaves a tenth of a second from the W12’s zero-to-60-mph time, which should translate to a 3.1-second dash when we get around to testing one. Top speed also improves by a similarly trivial margin, increasing from a claimed 207 mph to 208 mph. These are details that even the hardest-charging GT Speed drivers are unlikely to notice.

      The other changes are more significant. The Speed is the first Continental to get rear-wheel steering to simultaneously sharpen its responses and improve high-speed stability. It also gains a new electronically controlled limited-slip differential so as not to make a one-tire fire out of one of the summer rubber wrapping 22-inch wheels. There is also a more pronounced rearward bias for the car’s all-wheel-drive system and a recalibration of the GT’s electronic sentinels, including what the company’s engineers refer to as a “more charismatic” Sport mode for the stability control. Our drive of the new GT Speed was restricted to the United Kingdom’s Silverstone race circuit, apparently due to delays in certifying the car for road use in Britain. It was a limited experience in an atypical environment, but it did prove that—unlike most of its predecessors—the Speed seems to actually enjoy hard track use.
      While the revised chassis did impress, the Speed’s modestly altered W-12 engine remains its starring feature. The Speed gets new turbochargers to improve responses. While the torque peak moves slightly higher in the rev range, the horsepower peak hits at 5000 rpm and remains flat to 6000 rpm, the engine’s previous peak point. But the overall experience is almost entirely as we remember it from earlier examples. This venerable engine might be nearing its retirement party—Bentley claims it will produce its last non-electrified powertrain as soon as 2025—but even as the sand runs down, it still feels like a modern engineering achievement.On public roads, where full throttle only ever comes in small doses, we know that the effortlessness of the W-12’s muscle tends to be its defining characteristic. But on Silverstone’s fast GP circuit, the mighty engine forgot its soft voice and wielded a very big stick, turning snarling and savage as it enabled huge velocities on the circuit’s straights. While loud under full throttle (even when experienced through the padding of a helmet), the Speed has lost some of the pops and bangs we remember brawnier versions of this engine making in previous models.
      Other roadgoing Bentleys have been as good at delivering straight-line speed as this one, but none of its predecessors felt this accomplished when it comes to shedding velocity or carrying it into corners. We sampled a car fitted with the optional carbon-ceramic brake system, with 17.3-inch front rotors that Bentley says are the biggest in the world. Stopping power felt both massive and relentless. Even when repeatedly hauling the 5000-plus-pound car down from triple-digit speeds, the brake pedal remained firm and linear.The Speed’s mass remained evident when asking it to change direction, but the suite of active systems work together to help it turn. Like the regular Continental, the Speed gets Bentley’s active anti-roll bars, which counteract body roll with a 48-volt electric motor. The contribution of the new rear steering system was well disguised, although doubtlessly helpful; at higher speeds it turns the rear wheels very slightly in phase with the fronts to impart unbreakable stability. Pressing harder in Silverstone’s tighter corners with the stability control in either its Sport mode or deactivated proved that the Speed could indeed be persuaded into power oversteer, holding this unlikely state with remarkable aplomb for something so big and heavy. The expression “drift mode” wasn’t dare used by any of the engineers at Silverstone, but that is clearly what this newfound dynamic freedom is meant to replicate.
      The Speed is clearly a sharpened GT rather than a pure-blooded sports car, and we have little doubt it will be as accomplished on the street as its less aggressive siblings. On track, the gearbox felt a little out of its comfort zone, the eight-speed dual-clutch automatic shifting quickly and cleanly, but without the snappy forcefulness of most of its ilk. Even in Sport mode and with the transmission under manual control, it still upshifted automatically at redline. It would be nice to be able to hold it there for a second or so in the face of an approaching braking zone. We also found that the Speed’s quilted leather seats, although beautifully trimmed, were lacking the lateral support of true track specials, leading to a degree of lateral ass slippage under prolonged cornering loads.All of that is unlikely to matter. Bentley knows that hard circuit driving will only ever be a small part of the duty cycle for a typical GT Speed. Its on-track talents will be more “can” than “will” for most buyers. But presuming the chassis changes work just as well on real roads, there seems little doubt this will become the most appealing version of the Continental GT, as well as the most expensive, when it goes on sale later this year.

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      in Car Reviews

      Tested: 2011 Chevrolet Camaro SS Convertible

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      From the April 2011 issue of Car and Driver. Visibility issues in the turret-like Chevy Camaro, well-documented in this journal, are now cured by simply ordering the car without a lid. The view from Lookout Mountain isn’t as commanding as the one from the long-awaited Camaro convertible—once its top is dropped.

      A rocker switch stationed near the rearview mirror puts the Camaro’s canvas in motion after you’ve released the single mechanical twist-handle anchoring the top to the windshield header. The time it took the roof to Z-fold into the trunk seemed longer than the past election season, until we timed it: 17.7 seconds, which is actually quicker than some of those German android hardtops, including the BMW 3-series’.The Camaro’s roof is a cleanly stitched canvas ceiling that hides its joints and spars within a thick, sound-absorbent headliner. Erect, it is almost as smooth and taut as a timpani head, and it’s a decent facsimile of the coupe’s rakishly slippery steel top—blind spots included.

      The top is nicely finished, but the tonneau is more than a bit fiddly
      MORGAN SEGAL, THE MANUFACTURER

      Folded, the top crams into a well in the trunk, mostly lying below the horizontal plane formed by  the Camaro’s body. A couple of stray shin bones stick up, but those can be hidden by the included tonneau cover, whose many  tabs and flaps take some wrestling to put into place. HIGHS: A Camaro you can actually see out of, easy-fold roof retains the coupe’s profile, SS-style smoke and thunder.A fabric curtain in the trunk ensures that the top doesn’t collide with cargo, and it must be in place before the roof will move. About a quarter of  the small, 10.2-cubic-foot trunk is lost to the top, leaving just enough space for half a pro golf bag. Figure on playing only nine holes that day.

      MORGAN SEGAL, THE MANUFACTURER

      Chevy is proud of the Camaro’s stiffness, claiming torsional rigidity that tops that of the 3-series convertible. Aside from some distinct quivers up the steering column, the Camaro’s structure feels adequately sound. Usually convertible versions get a softer suspension to absorb more bumps and make life easier for the compromised structure. Ford does it on the Mustang, for example.LOWS: Small trunk gets smaller with the top in it, fitting the tonneau takes practice, weighs two tons and change.But the topless Camaro—which has extra bracing linking the front shock towers, supporting the transmission, bridging the prop-shaft tunnel, and tying the front and rear subframes to the unibody—has the exact same spring and shock tune as the coupe, says Chevy. So we weren’t surprised to find as much lateral grip (0.90 g on the skidpad) and steering that feels the same as the coupe’s: quick and a bit lifeless.

      MORGAN SEGAL, THE MANUFACTURER

      The penalty is weight: a burdensome 246 pounds more than the hardtop Camaro SS (compared with the 174-pound gain of the Mustang GT’s convertible conversion). The topless Chevy’s punch-out times are thus delayed. The 60-mph mark arrives 0.3 second slower, at 4.9 seconds. A standing quarter-mile is covered in 13.4 seconds, almost a half-second longer than in the coupe. But the opportunity to enjoy the popping and sniffling of the 426-hp LS3’s exhaust through the open air on a warm evening  will be well worth the price to some. Speaking of  which, expect to pay an extra $5700 or so for the SS droptop privilege. Fully optioned SS convertibles reach into the mid-40s. Markets may crash, currencies may flutter, and reality-TV stars will come from New Jersey  to make us all look ridiculous, but America will always be exceptional as long as it has convertibles.

      MORGAN SEGAL, THE MANUFACTURER

      Specifications

      SPECIFICATIONS2011 Chevrolet Camaro SS convertibleVEHICLE TYPEfront-engine, rear-wheel-drive, 4-passenger, 2-door convertible PRICE AS TESTED$42,180 (base price: $37,500) ENGINE TYPEpushrod 16-valve V-8, aluminum block and heads, port fuel injectionDisplacement376 in3, 6162 cm3Power426 bhp @ 5900 rpm Torque420 lb-ft @ 4600 rpm TRANSMISSION6-speed manual DIMENSIONSWheelbase: 112.3 in Length: 190.4 in Width: 75.5 in Height: 54.7 in Curb weight: 4106 lb C/D TEST RESULTSZero to 60 mph: 4.9 sec Zero to 100 mph: 11.2 sec Zero to 140 mph: 23.5 sec Street start, 5-60 mph: 5.4 sec Standing ¼-mile: 13.4 sec @ 109 mph Top speed (governor limited): 155 mph Braking, 70-0 mph: 160 ft Roadholding, 200-ft-dia skidpad: 0.90 g FUEL ECONOMYEPA city/highway driving: 16/24 mpg C/D observed: 13 mpg
      c/d testing explained

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      in Car Reviews

      Tested: 2006 Mercedes-Benz CLS500

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      From the May 2005 issue of Car and Driver. There’s always one guy in a crowd of guys at the bar rail who will, while the group flips through pages of the latest swimsuit issue of Sports Illustrated, feign utter disinterest in what is obviously a particularly beautiful model while the other guys are raving about her. “Naw, she’s ugly,” he’ll say to the utter befuddlement of his friends. For whatever reason-maybe the model has one peculiarly long toe, a misplaced freckle, orange hair, a single tooth veering to the left-even a swimsuit babe in SI can fail to appeal to some guys. So what gives? What makes that one guy stray from the unanimous decision of the group?

      A similar phenomenon now arises with the introduction of the Mercedes-Benz CLS500. Most observers who witness its sleek body feel an immediate and strong physical attraction. This is a car you can’t help staring at, and maybe you want to run your fingers along the smooth sheetmetal, feel the glowing red of the taillights. Is it possible to caress a car? Yet there are those baffling few who peer at the CLS and vocalize disdain, not lust.For instance, a woman at a gas station remarked, “Your car has a droopy butt.” How’s that? Was she blind in one eye and unable to see out of the other? A man at a fancy mall told us, “I’ve never seen a Mercedes that wild. I don’t know, it’s pretty extreme.” Is the CLS, for a Benz, too radical? Naw. Like the guy scoffing at the swimsuit babe, some people are just wrong. The CLS is gorgeous. End of story.The CLS prompts a lot of gawking, mostly due to its startling styling. Passersby who can’t see its telltale badges will blurt out, “What’s that?” Retro comparisons will no doubt be made to ancient Rolls-Royce carriage styling, and someone may even see cues from that distinct 1980 Cadillac Seville’s “bustle trunk.” Mercedes refers to it as “the world’s first four-door coupe,” its gun-slit greenhouse more akin to that of a two-door. Perhaps there is some clever marketing going on here. Mercedes can test the styling waters with this single model, and should those waters prove rough, it could withdraw, no harm done.

      Highs: Stunning shape, stirring performance, stylish cabin.

      Nevertheless, because it has four doors, the CLS, at least by our definition, is without argument a sedan. This, however, will not prevent Mercedes from declaring the CLS500 a direct competitor to the two-door BMW 645Ci, which slots between the 5- and 7-series like the CLS does the E- and S-classes. The CLS500 and the 645Ci reside in the same price neighborhood, the former starting at $66,920, the latter at $70,595. Plus, dimensionally, they’re within spitting distance-the CLS, at 193.3 inches, is longer by a little over three inches and taller and wider by roughly an inch.Like the 6-series, which is based on BMW’s mid-size 5-series, the CLS borrows heavily from Mercedes’ bread-and-butter mid-sizer, the E-class, which donates over a third of its bits and pieces to this new car. Thus, the E500’s 302-hp, 5.0-liter V-8, seven-speed automatic, electrohydraulic four-wheel disc brakes, multilink Airmatic DC suspension, and 112.4-inch wheelbase are all present in the CLS500. The $8400 premium the CLS500 carries over the E500 gets you the new-dare we say swoopy?-styling, and 2.4 additional inches of width, a standard power sunroof, a 10-speaker audio system (versus a nine-speaker unit), and 18-inch alloy wheels (versus 17s) shod with 245/40s up front and 275/35s in the rear. Moreover, compared with the E’s five-seat interior, the CLS’s four-seat cabin (yep, no one has to ride the hump) is more luxurious, pampering its occupants with a leather-covered, French-stitched dash, large areas of burl walnut or laurel wood, and a tasteful dose of chrome trim bits. Rear-seat passengers get to plop down in seats that are more like buckets than a bench, and they’re treated to ample legroom and foot space, although headroom is 1.6 inches short of the E500’s. Otherwise, the CLS’s interior doesn’t seem noticeably smaller, nor does its trunk, which, at 16 cubic feet, is as accommodating as the E’s.

      Lows: The decklid badge is like a blemish on an otherwise perfect skin, electrohydraulic brakes still a few tweaks shy of perfection.

      So the CLS is beautiful inside and out, but how does it drive? Well, unsurprisingly, a lot like the E, but a notch sportier. The bigger wheels with meatier tires grab the ground for 0.87 g of adhesion, a big improvement over the 0.81 g put forth by the E500 [ C/D, November 2002], a car that seems more prone to understeer than the CLS. But even though it’s as grippy as its CLK55 AMG brother, the CLS500 is still not as tenacious as the 645Ci, which registered 0.94 g on the skidpad [“High-End Sports Coupes,” C/D, May 2004]. The CLS’s power-assisted rack-and-pinion steering feels less cumbersome than the E’s, as if it were feathered a step or two, delivering a deliciously light effort at low speeds but still a relatively firm, responsive feel as the digits climb. The ride is similar to the E’s, which is to say it can be elevated from plush to taut at the push of a console-mounted button. The adjustable Airmatic DC dampers offer three shock settings-comfort, sport 1, and sport 2-enabling the driver to tailor road feel to his or her mood. Whereas in the E the system sometimes feels as if the stiffest setting should be deleted and an even softer base setting should be added, in the sportier CLS the trio of choices seems perfectly appropriate. Much of the CLS’s sporty nature comes from sensations inside the cockpit. Aim your eyes straight ahead, and there’s no remnant of the severely sloped hood to impede your view of the road, not to mention an annoying three-pronged ornament as on an E-class. Peripherally, though, it’s a different story, in which the sharply raked A-pillars and low-slung roofline eliminate some useful sightlines. That said, the capsule-like feeling they impart does seem to convey a sense of speed. Outside or inside, the CLS feels clean and sleek, like a high-end sports coupe, er, sedan, should.

      The Verdict: A styling tour de force inside and out.

      At 4048 pounds, our CLS500 was burdened with 79 extra pounds compared with the E500 we tested in ’02. Yet armed with Mercedes’ new-for-2004 seven-speed automatic, it proved to be substantially quicker, ripping from 0 to 60 in 5.5 seconds, 0.3 second sooner than the five-speed E. (But a current E-class with the seven-speed would most likely match the CLS’s numbers.) The CLS500’s quarter-mile time comes in at 14 seconds flat at 100 mph, putting it ahead of the E500 (14.3 at 99) and just behind the 325-hp 645Ci (13.9 at 102). The Benz stopped from 70 mph in 162 feet. An E500 requires 181 feet, and a 645Ci, 169. Although powerful and fade-free, the brake-by-wire binders are not easy to modulate smoothly, often causing lurches even when we were consciously judicious with our pedal input. Mercedes has improved the logic of the electrohydraulic brakes since their inception in the current-generation SL-class, but the system is still not ideal. When it comes to the CLS500, it’s hard to imagine a car that is faster and better-looking, although AMG’s tuned-up CLS55 arguably accomplishes that feat. Nonetheless, the CLS500 is an eminently quick and sporty four-door. And it looks so fine, it begs the question: Do you really want to travel so quickly that passersby don’t even have a chance to feel envy? CounterpointWith the CLS came my first interaction with Mercedes’ Keyless Go, one of many systems that enable the owner to lock, unlock, start, and stop the car without ever removing the key from his or her pocket. Mercedes’ approach, however, incorporates major annoyance with this minor convenience. Open the door, and incessant beeping ensues while a message is displayed: “Don’t forget the key.” How could I forget it if it’s in my pocket? The same beeping and warning message happens when exiting the car, even though it’s impossible to lock the fob inside. My suggestion: “Warningless Go,” not the $1080 Keyless Go. —Dave VanderWerpI’m really torn about this CLS500. On one hand, I’m bowled over by its beautiful lines and grand interior. On the other hand, I’m not much for the chopped-and-channeled look that greatly restricts the view adults have from the back seat. The huge gap between the front doors and the C-pillar also bothers me. Despite the low roofline, however, the driver’s view is excellent and the car drives as well as the E500 on which it is based–it even seems to ride better. Still, I find something contrived about taking an E500 and dressing it up in haute couture. But if you love the look and have the extra eight grand, you’ll be happy with the CLS. —Csaba CsereThe CLS feels like the spiritual descendant of the coach-built cars from the first half of the 20th century. Back then you’d buy a powertrain and frame, carefully select your coachbuilder, work with the designers, and months later your creation would roll forth into your life. A high price ensured exclusivity, and your taste dictated the styling. Here we have the 21st century mass-produced version of this process. The CLS sports a couture design that shares much of its internals with the handsome, conventional E-class–an ideal starting place. The details of the CLS are unique, often flamboyant, and make the owner feel special. It’s this feeling that truly connects this modern car to its commissioned forebears. —Tony Quiroga

      Specifications

      SPECIFICATIONS
      2006 Mercedes-Benz CLS500
      VEHICLE TYPEFront-engine, rear-wheel-drive, 4-passenger, 4-door sedan
      PRICE AS TESTED$74,500
      ENGINE TYPESOHC 24-valve V-8, aluminum block and heads, port fuel injectionDisplacement: 303 in3, 4966 cm3 Power: 302 hp @ 5600 rpmTorque: 339 lb-ft @ 2700 rpm
      TRANSMISSION7-speed automatic
      CHASSISSuspension (F/R): multilink/multilinkBrakes (F/R): 13.0-in vented disc/11.8-in vented discTires: Continental SportContact 2, F: 245/40ZR-18 93Y R: 275/35R18 95Y
      DIMENSIONSWheelbase: 112.4 in Length: 193.3 in Width: 73.7 in Height: 55.2 in Passenger volume: 92 ft3 Trunk volume: 16 ft3 Curb weight: 4048 lb
      C/D TEST RESULTS60 mph: 5.5 sec100 mph: 14.0 sec130 mph: 26.4 secRolling start, 5–60 mph: 5.7 secTop gear, 30–50 mph: 3.1 secTop gear, 50–70 mph: 3.8 sec1/4 mile: 14.0 sec @ 100 mphTop speed (governor limited): 100 mphBraking, 70–0 mph: 162 ftRoadholding, 300-ft-dia skidpad: 0.87 g
      C/D FUEL ECONOMYObserved: 23 mpg
      EPA FUEL ECONOMYCombined/city/highway: 18/16/22 mpg

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      in Tools

      Best Car Audio Equalizers

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      Fiddling with knobs and dials is a time-honored audiophile tradition. Being able to shape the ultimate sound profile is an essential part of customizing your music listening experience. Nothing brings hi-fi to mind more than the sliders and jumping lights of an equalizer, and there is no reason a good car sound system shouldn’t have the same amenities.
      In this article, we want to make it easy for you to add that high-level of control into your car’s audio. We’ll start by running through the terms and options and then show you a top 10 list of the best equalizers you can get. We’ll follow that up with some in-depth information.
      A Quick Guide to Car Equalizers
      As you upgrade your factory audio system in your car, you are going to reach a point where you will desire more control over the sound profiles. There are a handful of different devices that are all used to shape the sound, so let’s start by talking about why you would buy an equalizer over other components.
      The Benefits of an Equalizer
      The obvious benefit is that you can change how your stereo sounds in order to suit your taste. If you love bass, you can turn the bass all the way up and kill the highs. There are a few less obvious advantages, though.

      You can compensate for cabin noise. Car cabins present a lot of acoustic challenges. You can adjust the sound to better overcome the limitations of a car cabin.
      Equalizers often have amplifier outputs and can be used to convert the high-level signal from your head unit into low-level RCA.
      Many equalizers are also filters, crossovers, and/or preamps. In fact, some equalizers have an AUX input and can be used instead of a head unit altogether.
      They are often easier to use than settings on a head unit. Adjusting the fade on most stereos involves digging into the menu and finding the right buttons to press. Adjusting the fade on an equalizer requires moving the dial labeled “fade.”

      Choosing an Equalizer
      Choosing the right equalizer for your car is a fairly simple thing to do. That’s because they all do the same thing, so the biggest consideration often comes down to how they look and how easy they are to use.
      However, there are a handful of other considerations to help you narrow it down.
      Type
      We’ll go over them in-depth later, but there are a few different types of equalizers. The two most common are graphic and parametric.
      A graphic equalizer allows you to adjust everything by using a dial or slider. A parametric equalizer uses a preset shape, and adjusting the shape will adjust multiple frequencies at the same time. Graphic equalizers are simple to use but offer less customization, while parametric equalizers offer increased adjustability at the cost of a slightly more complex interface.
      Outputs
      Most cars have four channels. You have front left, front right, rear left, rear right, and sometimes a subwoofer. Make sure to get an equalizer that has enough outputs for your system.
      Bands
      A band is a range of frequencies that can be adjusted: the more bands, the finer the control. A 3-band equalizer will only give you bass, mids, and highs, whereas a 9-band equalizer will allow you to do things like adjust the low lows and the mid lows.
      Size
      Many equalizers are the same standard size. It’s called ½ DIN, and it’s half the size of a single DIN stereo spot. Many head unit install kits, as well as many factory dash kits, will have space for a ½ DIN component to be mounted. Other, non-standard-sized equalizers are meant to be mounted near the amps or under the seat.
      That’s about it for the basics. Most of the other features will vary greatly between devices, and we’ll explore them in the reviews. The final thing to keep in mind before we jump into it is that we choose ten equalizers that represent a variety of different styles and budgets. As you look through them, think about how they work and how they would look in your car. Let that guide you in order to speed up the process.

      Top 10 Best Car Audio Equalizers 2021

      1.

      Best Overall Equalizer: Clarion EQS755

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      Why we like it: It’s high-quality, does everything you could want, and can work with almost any existing system.
      Editor’s Rating:

      Quick Facts:

      Type: Graphic
      Channels: Front, Rear, Sub
      Bands: 7
      Size: ½ Din (7”x1”x4”)

      The Best Part
      It’s a high-quality equalizer that does everything you expect it to do. That might not seem like high praise, but as you research, you will realize that it’s kind of rare that an audio component just functions exactly as you want it to.
      Almost all devices nowadays tend to pull towards a specific feature that makes them stand-out; they either emphasize looks or have some gimmick that forces them to make sacrifices in other areas.  The Clarion doesn’t do that, and it’s really refreshing.
      It has 6 channels of output, so you can run your entire system. It has 7 easily adjusted bands, so you can dial in the sound profile you are looking for. It’s a standard size and includes mounting brackets. It just works.
      Our Thoughts
      Clarion is a pretty well-known brand in the audio world. They aren’t as big as some of their competing Japanese brands like Sony or JVC, but they do continue the tradition of creating high-quality electronics. That means it’s really no surprise that the EQ they sell is such a sturdy and straightforward device.
      It is a little expensive compared to most off-the-shelf EQs, and it doesn’t offer unlimited control. However, if you are just looking for a good equalizer for your system, here it is. You don’t have to spend time adapting or researching, and that’s really valuable.
      Compared to Others
      We’ll keep this short. If you want to save money and don’t mind parts that rattle as you drive, get the Boss instead.
      If you want to have even more control, you will sacrifice ease of use but grab the Taramp’s Pro 2.6 instead.
      If you just want a good EQ that will work with whatever system you run, grab the Clarion.

      Pros

      Good fit and finish
      Great audio quality
      Very versatile

      Cons

      A little expensive for a 7-band EQ
      Is missing some filter settings you might want

      2.

      Best Budget Equalizer: Boss Audio AVA1210

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      Why we like it: This inexpensive equalizer gives you a lot of audio control without breaking the bank.
      Editor’s Rating:

      Quick Facts

      Type: Graphic
      Channels: Front, Rear, Sub
      Bands: 7
      Size: Size: ½ Din (7”x1”x4.6”)

      The Best Part
      The price is the best part of the Boss AVA1210. It’s fairly standard as far as equalizers go. There are nine bands, six channels, and blue lights. What sets it apart is that you can buy two of them for the same price as their competitor.
      Our Thoughts
      Boss is one of the biggest players in the budget audio world. They don’t make high-quality, precision devices, and they don’t claim to. They do make products that are perfect for people who want decent audio and aren’t’ swimming in cash.
      That has some drawbacks. They work, but you will feel the lack of precision. The plastic knobs rattle a bit, and the pre-installed wiring harness doesn’t inspire much confidence.
      You’ll notice it most in the audio, though. Without extensive shielding and better finish practices, it’s easy for interference to make its way into your system.
      At the end of the day, though, the price makes up for the flaws. Installing Boss head, equalizer, monoblock, and sub will set you back less than an average car payment, and your sound system will sound hundreds of times better than it will fresh from the factory.
      Compared to Others
      If you can afford it, and you are a little more serious about audio, the Clarion will last longer and has less risk of unwanted noise. Otherwise, there is another budget EQ that you can compare the Boss to, the Massive Audio EQ4.
      They both have all the important outputs, and they both are mild preamps. The massive doesn’t give you as much control over the sound profile, but it is very solidly built and easy to install. The Boss gives you a lot more options and has a lot more community support. Unless you value the simplicity of the Massive Audio EQ, the Boss will suit you just fine.

      Pros

      Inexpensive
      Good quality for the price
      Offers more profile control than similar products

      Cons

      Feels cheap
      Can introduce noise if not installed perfectly

      3.

      Best Premium Equalizer: DS18 KEQ30

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      Why we like it: You can easily spend days dialing in the absolute perfect sound profile with this massive 30 band equalizer.
      Editor’s Rating:

      Quick Facts

      Type: Graphic
      Channels: Mono
      Bands: 30
      Size: 10”x1”x7”

      The Best Part
      There exist people that will not be satisfied until the sound they are getting from their speakers is absolutely perfectly balanced to their taste. Those people need a device like the DS18 because nothing else will give them that level of control.
      To put it into perspective, a standard guitar amp has 3 EQ knobs. Your average radio has 5, and a majority of car audio equalizers have 7 bands. The DS18 has 30. Don’t like the high pitch finish from the high-hat in the live recording of Layla? Tune that specific range out and enjoy the rest.
      Our Thoughts
      This equalizer isn’t for everyone. It’s expensive, and chances are you’ll need two of them because there is only one left output and one right output. You’ll also want to pick up a noise filter to go with it because it doesn’t have one built-in. It’s a very unfriendly device that really is best suited for people who have a powerful need to mess with knobs.
      We really can’t stress the idea that this isn’t a straightforward device enough. It doesn’t have low-level inputs, and it’s too big to mount above a head unit. You have to think about all parts of the installation process.
      It is really high-quality, at least. Even the RCA inputs are better quality than most other equalizers; you will find a level of detail on the DC18 that you won’t find elsewhere.
      Compared to Others
      For 90% of people, the Clarion 7-band offers a perfectly adequate amount of control. It costs a lot less, and you only need one of them to tie in a complete audio system.
      Nothing offers the level of intuitive level of control that the DS18 offers, though. Some digital processors have more options, but they are much harder to use.

      Pros

      Has a gigantic number of tuning options
      High-quality
      Easy to use

      Cons

      Very expensive
      Difficult to install into a system

      4.

      Easiest Equalizer to Use: Massive Audio EQ4

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      Why we like it: This equalizer is small, simple, and couldn’t be easier to use.
      Editor’s Rating:

      Quick Facts

      Type: Graphic
      Channels: Front, Rear, Sub
      Bands: 4
      Size: ½ Din (7”x1”x4.125”)

      The Best Part
      The Massive Audio EQ4, an ironic name, is a simplified, easy-to-use version of all the large equalizers on our list. That’s awesome because it keeps the price way down and makes it accessible to anyone.
      That accessibility is two-fold. It’s easy to use because it’s simple, but it doesn’t make sacrifices on the input/output side. That’s a good thing because it means you don’t need to work harder to solve problems. If you want to plug in an amp for a sub, you just plug it in; no clever stack of adapters necessary.
      Our Thoughts
      Sometimes simple is perfect. It’s only a 4-band EQ, but that’s enough to dial in a general sound profile. What sets this EQ apart from other simple equalizers is that it has a full complement of high and low inputs and six channels. Some of the other inexpensive equalizers on our list lack an output for subwoofers, for instance.
      That being said, there are downsides to simplicity. You either will have to put up with unwanted noise because you want extra bass, or you will lose out on some bass response.
      There’s another issue. It depends on what stereo you already have, but most head units have at least a very modest equalizer. One of the best reasons to buy an equalizer is that you can get a better level of control than a factory stereo could ever offer. The Massive Audio EQ is so simple, though, that you may actually get more control from your existing head.
      Compared to Others
      Most likely, you will be trying to decide between the Boss EQ and this one. The Boss has a lot more control, and it lights up blue. It’s really close to the same price, so if you are just looking for more knobs and buttons than the Massive Audio EQ offers, get the Boss.
      The Massive Audio EQ is easier to install, easier to use, and has its own AUX input. It really comes down to what level of fiddling you want to do.

      Pros

      Very easy to install
      Easy to use
      Inexpensive

      Cons

      Lacks fine-tuning capabilities
      May produce unwanted noise

      5.

      Best Digital Signal Processor: Taramp’s Pro 2.6 S

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      Why we like it: Digital processors are a little more expensive and a little more complicated. However, they offer an amazing amount of control for a single device.
      Editor’s Rating:

      Quick Facts

      Type: Parametric w/ Presets
      Channels: Front, Rear, Sub
      Bands: 3
      Size: 8.2”x1.7”x4.8”

      The Best Part
      A digital audio processor is a lot more than just an equalizer. It’s sort of an all-in-one audio device that includes filters, phase switches, limiters, and tone generators in addition to being an equalizer. That makes them perfect if you want a lot of control over your audio signal without having to invest in and install a bunch of different devices.
      Our Thoughts
      Taramp’s is a newcomer in the car audio world. They build amps that compete with giants like JVC and Alpine, but the company is barely two decades old and was started in Brazil. They have been trying very hard to prove themselves as a company that provides great value, and it shows. This DSP, or digital sound processor, is one of the best bang-for-your-buck devices you can get for shaping in-car audio.
      What you don’t get from a DSP is simplicity. Everything is hidden behind menus, and there is a learning curve to using a parametric equalizer that other equalizers don’t have.
      It’s also expensive for an equalizer. It’s a good value, but it is on the pricey side. That means that if you just want a good equalizer, you will be spending more than you need to for something that’s harder to use.
      Compared to Others
      Like we said above, if you just want a simple equalizer, this isn’t for you. The Clarion EQS755 is a high-quality, easy-to-use equalizer that is much better suited for that purpose.
      Otherwise, there are a couple of their digital processors on our list: the Expert EQ, which has a pretentious name but is remarkable for being controlled from a smartphone app, and the Stetsom, which is super compact.
      Taramp’s DSP is the best all-around choice, though. That makes it perfect for people who don’t have any specific feature they need but want to buy something that will allow them to experiment with everything.

      Pros

      Has a ton of functionality
      It’s a great value
      Good quality

      Cons

      It can be hard to use
      Has a lot of features that most people won’t use

      6.

      Best High-Tech Equalizer: Expert Bluetooth

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      Why we like it: Not only does it offer an insane amount of control, but you can control it entirely with your smartphone.
      Editor’s Rating:

      Quick Facts

      Type: Digital graphic
      Channels: Front, Mid, Rear, Sub
      Bands: 46
      Size: 10”x1.5”x5.5”

      The Best Part
      The nicest thing about the Expert Electronics processor is that you get an insane amount of control over the sound profile. Everything about the device is dedicated to customizing the sound. You have a ton of output options, so you can customize speaker and amp configurations. The equalizer portion of the processor has a whopping 46 customizable bands, and in addition to being an equalizer, you can also add filters, gain, and a variety of other effects.
      Our Thoughts
      This digital processor is an entire sound studio in a small black box, and that’s amazing. You just need to be aware that there’s nothing simple about any of it. There is a dial on the face of the device, but there are hundreds of settings to scroll through and adjust. That leads you into using the app instead, which is easier to use, but there’s still a ton of settings.
      The complicated usage is made worse by the fact that the documentation that comes with the device is bad. If you aren’t familiar with things like pass-filter and parametric curve, the instructions certainly aren’t going to help you understand.
      People who do understand what all those extra features do will be pleased with the amount of control, though. Instead of having to link in a bunch of different separate devices, you can just throw this in and call it good.
      Compared to Others
      There isn’t anything that offers as many different controls as this device does, but the Stetsom STX is also a Bluetooth capable audio processor. If Bluetooth connectivity is important to you, and you want something a bit easier to use, the STX is great.
      The real reason you’d avoid the Expert Electronics processor is that you don’t need all the extras. A Boss AVA1210 is a fine equalizer that doesn’t require you to spend hours learning to use it.

      Pros

      Offers a ton of features
      Gives you a lot of profile control
      Can be controlled with your phone

      Cons

      It’s very complicated
      The app and instructions could be more helpful

      7.

      Best Passive Equalizer: SoundXtreme 7 Band

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      Why we like it: There are two things we really like. The first is that it uses easy to visualize sliders instead of knobs. The second is that it operates at very low power, making it perfect for smaller sound systems.
      Editor’s Rating:

      Quick Facts

      Type: Graphic
      Channels: Front, Rear, Sub
      Bands: 7
      Size: Size: ½ Din (7”x1”x4.6”)

      The Best Part
      Almost all modern equalizers use compact dials for setting the levels, which is fine, but it lacks the tactile satisfaction of classic slider-based equalizers. The SoundXtreme device bucks the new tradition and brings those classic sliders into the automotive world.
      It’s also passive. That means that you don’t have to tie it into a power source; you just install it between the head and the speakers.
      Our Thoughts
      Let’s start with the bad this time. It being passive means that you don’t get any extras. No power boosting, no extra preamp outs, no displays, just a handful of sliders. It’s great if you have a smaller or older audio system in your car, but you’ll probably miss some of those features if you have a modern system.
      The other issue is that the quality isn’t very high. One of the things we really love is how the equalizer feels old-school. Unfortunately, part of the reason it feels so classic is that the quality is pretty low. It’s very reminiscent of electronics from the 80s. The cheap plastic and thin wires would be right at home in a Fiero but are a little lacking for modern systems.
      That being said, we do love how easy it is to use and appreciate that they kept it simple and good looking. Looking at it, you know what it is and how to use it. That’s a nice change of pace in the digital world.
      Compared to Others
      The Boss Audio AVA1210 is about the same price, has the same level of control, and also has high-level outputs. The big difference is that the Boss is a modern, powered equalizer that fits right into current systems.
      It doesn’t look as good, and it needs power, though. You’ll have to decide if the intuitive and classic design of the SoundXtreme is worth it.

      Pros

      Passive EQ is good for older systems
      Sliders are easy and intuitive to use
      Has a very classic look

      Cons

      Low on features
      Not very good quality

      8.

      Best Looking Equalizer: Audiopipe 5 Band

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      Why we like it: The Audiopipe 5 Band has its own bezel and mounting system so that you can seamlessly integrate it into your dashboard.
      Editor’s Rating:

      Quick Facts

      Type: Graphic
      Channels: Front, Rear
      Bands: 5
      Size: ½ Din (7”x1”x4”)

      The Best Part
      Call us vain, but we love devices that are more than just a purely functional piece of equipment. This Audiopipe looks like a piece of factory equipment. The flush mounting and trim bezel allows you to simply slide it into a DIN slot underneath a radio or dash pocket and have it look great. To top it off, the dials light up blue so you can scoop the mids in the dark.
      Our Thoughts
      Behind the fancy faceplate, the Audiopipe is just a standard equalizer. We wish it had a subwoofer output, and we wish it had a little bit more control options, but it works just fine. It’s also on the less expensive side, which is always a plus.
      Really the entire reason this device is on the list is because of how easy it is to install and look good. It doesn’t need to be more than that.
      Compared to Others
      The Audiopipe equalizer sits below the Boss AVA1210 and Massive Audio EQ4 in terms of functionality. They all cost about the same, so you just have to choose which feature is most important to you.
      People who want a lot of control over the sound will prefer the Boss, while people who still want something simple but want a sub output should go with the Massive Audio.
      If you don’t need the extra complexity and want something that looks great, though, the Audiopipe is perfect.

      Pros

      Looks great
      Easy to install
      Inexpensive

      Cons

      Lacks a subwoofer output
      Has few features

      9.

      Best Equalizer Alternative: Pioneer AVH-200EX

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      Why we like it: Instead of dealing with the complication and frustration of adding in another component, you can simply buy a decent head unit that has its own robust equalizer.
      Editor’s Rating:

      Quick Facts

      Type: Digital with multiple modes
      Channels: Front, Rear, Sub
      Bands: 13
      Size: Double Din (7”x4”x6.5”)

      The Best Part
      Chances are that you are looking at getting an equalizer because you want better sound quality from your car stereo. Better sound quality starts with the head unit, though. If you are going to be upgrading your stereo, you spend a little bit more on the head unit and get one with an equalizer rather than spending extra money on a separate equalizer.
      Our Thoughts
      Pioneer is an industry leader in-car audio, and their AVH series head units are absolutely great. If you want, we have an entire write-up about touch screen head units, so you can have more options than just this Pioneer. It’s really hard to beat the Pioneer, though.
      There are a couple of reasons to avoid going this route. If you already have a good head unit, it doesn’t make sense to spend a ton of money to get a new one when a relatively inexpensive equalizer would be fine.
      That leads to the second problem: it’s pretty expensive. It’s very convenient to have a head, equalizer, and preamp in one device, but it would be cheaper to source all the parts separately.
      Compared to Others
      The equalizer itself is very competent. You could easily compare it to Taramp’s Pro parametric equalizer in terms of ease of use. The Pioneer’s equalizer has even more fine-tuning potential, though, since you can adjust ranges individually in addition to adjusting the curves.
      Like we mentioned above, the cost is the biggest drawback. If you already have a decent head unit, the Clarion 7-band EQ is a great equalizer, and it’s far less expensive. However, anyone that’s also looking to upgrade their head unit will love this Pioneer.

      Pros

      High-quality
      The integrated equalizer is easy to use and fine-tune
      The integrated equalizer keeps things compact

      Cons

      It’s expensive
      Not very useful if you already have a good head unit

      10.

      Best Compact Equalizer: Stetsom STX 2436

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      Why we like it: It operates entirely by Bluetooth, which means there are no dials or knobs taking up space.
      Editor’s Rating:

      Quick Facts

      Type: Parametric/Preset
      Channels: Front, Rear
      Bands: 15
      Size: 2.9”x1.3”x4.3”

      The Best Part
      Easily the best part about this little processor is that you get a ton of control from a tiny box that can be mounted almost anywhere. It’s less than half the size of most equalizers, but that’s actually not what makes it so easy to install into any system.
      Since you don’t have to physically access this device, you can install it anywhere. You can hide it under a seat, behind a dash panel, or under the glove box. If space is at a premium, it’s the perfect solution.
      Our Thoughts
      On paper, this thing is awesome. You get a lot of audio control from a tiny box, and since it’s driven by the Android operating system, it’s easy to use.
      There are just a handful of issues that prevent it from being great. It is easy to use, just as long as you are willing to decipher the language. The menus, documentation, and even the marketing content are all written in some kind of English hybrid.
      It’s also just not as high-quality as the price would suggest. Stetsom chose to include a ton of features over using more durable materials. That means you risk a little bit of line noise, and it probably won’t survive being drop kicked.
      Compared to Others
      There are two other high-tech gadgets on our list, and both are of better quality. That seems harsh to say, but we want to be honest. The Expert 6ch is also fully controllable using a cell phone, and the Taramp’s Pro offers a lot more functionality.
      However, everything else on our list needs to be installed in a spot you can easily access. This Stetsom device doesn’t. It doesn’t matter how good a different device’s quality is if you don’t have room to install it.

      Pros

      Can be installed in hard to reach spots
      Very compact
      Android app is easy to use

      Cons

      There are some language issues
      Quality could be better

      A Closer Look at Equalizers
      Welcome to the in-depth section. Here we’ll break down some of the bigger differences between devices as well as give you some tips and tricks to get the most out of your experience. First, though, there are a ton of audio terms used throughout this article.
      You may have heard most of them before, but just in case you haven’t, we’ll start by defining them.
      Glossary of EQ Terms

      Channel: Each separate audio signal is called a channel. The easiest way to understand is to look at a pair of headphones. Stereo headphones have a left and a right channel.
      Crossover: A crossover is a device that splits a single audio signal into multiple signals based on their frequency.
      DSP: Digital Sound Processors are devices that are active equalizers, crossovers, and often feature more advanced capabilities like the ability to add effects to the sound.
      Fade: The balance between the front and the rear channels is known as fade. The balance between the left and right channels is usually just called balance.
      Filter: Filters only allow certain frequencies through. A high-pass filter will cut out low frequencies sounds, a low-pass filter will cut out the high frequencies, and a variable filter can be adjusted to remove a range of frequencies.
      Head: The stereo receiver, or head, is the face of your audio system. It’s usually responsible for generating the audio signal, and they are often the first thing you upgrade when you upgrade your audio.
      High-Level: High-level inputs and outputs are your standard speaker, or line, level signals. Your factory audio system uses high-level outputs to connect the speakers to the head unit.
      Low-Level: Low-level outputs are found on preamps and other similar devices. They are almost always RCA connections, and you need them in order to connect to larger amplifiers and other high-end audio components.
      Profile: The sound profile, sometimes called the shape or signature, is the way certain frequencies come through when you hear the sound. You adjust the profile by changing the emphasis on certain frequencies.

      Equalizer Types
      We mentioned two different types of EQs in the intro, but there are actually a lot more. You can read about all of them in this great article, but generally, for car audio, you are only going to be dealing with a few different styles. You can break them down into four main categories.
      Digital vs. Analog

      When you think of an equalizer, you probably imagine moving dials or sliders that correspond to frequency ranges. Those are analog devices. Often when you rotate a dial on an analog EQ, you are physically moving a potentiometer that is directly tied into the signal.
      A digital EQ uses a processor to change the signal for you. You will have to rely on a display that represents the audio profile rather than direct interaction. Digital EQs do have a handful of advantages. They often have presets, so you can select “rock” if you are listening to rock music. They can also function as multiple different types of EQ; many have both a graphic mode and a parametric mode.
      Ultimately it’s about the feel. Some people prefer the tactile feedback that something like the Boss Audio AVA1210 physical knob gives them, while some people would prefer to see the readouts on a screen with an EQ like the Taramp’s Pro 2.6 S.
      Parametric vs. Graphic
      Most of the time, when you think of an equalizer, you are picturing a graphic equalizer like our top overall pick. Those are the ones with a bunch of dials, and each dial corresponds to a specific frequency. If you want to turn the bass up, you find the dial with lower numbers and turn it up.
      A parametric equalizer like the Stetsom STX 2436 is a lot more complicated. To simplify it, think of a graphic equalizer that can control one thing: the volume of a single frequency range. A parametric equalizer can shape not just that single frequency range but also the frequencies affected by that frequency, and it can change the tone entirely by bringing out specific frequencies inside the range.
      The parametric EQs we have on our list are all semi-parametric; you don’t have infinite control. It is still a ton more than a traditional graphic EQ, so you have to decide if you want that extra complication or not.
      DSP
      When you look for equalizers, you will also run into digital signal processors like Taramp’s Pro 2.6 S. A DSP is an equalizer; it’s also a lot of other things. Think of them as tiny computers that you plug your stereo into. Using a digital processor to do the bulk of the work that an analogy circuit would have to do, you can save a lot of space and control more.
      Getting the Most Out of Your Car Audio Equalizer
      The following are some simple tips on getting the most out of your new EQ. If you want to take a really deep dive into the settings, check out this article by Digital Trends.

      There’s no such thing as the perfect EQ, only what you like the best. Don’t feel like you have to turn up the bass.
      Beware of clipping. Clipping is what happens when a frequency cuts out because the volume is higher than the speaker can handle, and it adds distortion to your music. It’s often better to turn other frequencies down rather than turn one frequency up.
      Don’t be afraid of presets. It’s not as much fun as messing with the dials, but they can offer a great starting point.
      Use a high-quality source to set your EQ. Things like AM/FM radio do not have the frequency range to adequately reflect the EQ settings. If you can, play a high-bitrate MP3 or FLAC file directly from a USB, DVD, or your phone over AUX.

      Wrapping Up

      If you are like us, you probably spend tons and tons of time building the perfect music playlists to listen to while you drive. It only makes sense to be able to tweak your car’s audio system to better fit that playlist and get the most out of your listening experience. Plus, who doesn’t like to mess with a bunch of dials and pretend you are mixing a new single? More

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      The 10 Best Chrome Spray Paints 2021

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      If your car or your rims need a paint job, a chrome spray paint may be one of the best options that you can choose from, as these paints tend to be anti-corrosion. They also restore your car back to its original color and shine. These spray paints typically have a mirror-like finish that resembles metal, they’re easy to use, and can usually be used on surfaces other than metal, too.
      How to Choose the Best Chrome Spray Paints
      With so many products on the market, finding the best chrome spray paint can be quite difficult. Many products will be advertised as being capable of producing a chrome-like finish; however, there are many different types of chrome finish. Some are shinier than others. You’ll also need to take many other factors into consideration when choosing a spray paint. The finish is not the only factor that you should consider.
      Ease of Application
      First and foremost, you need to consider how easy it is to use chrome spray paint. Most of us aren’t experts and are going to want something that doesn’t require a lot of expertise or specialized equipment. When considering the ease of application, consider whether the paint is quick-drying and whether you need to do any special prep before applying the paint.
      Most of these products come in spray cans that allow you to directly spray the product onto your car or car part; however, most of these products also have alternative forms that can be used with spray guns.
      Consistency of Spray and Overall Finish
      Another thing to consider is the consistency of the spray. Look for paint that goes on smoothly without any hiccups. You also need to consider the finish and whether the paint looks smooth or whether it chips off after several uses.
      Color
      Last but not least, consider the type of finish that you’ll get. Is the color a beautiful mirror-like finish or is it a reflective, shiny finish? Although those two may sound similar, they look very different. You might want more than just a standard silver chrome look.
      Some companies produce chrome spray paints in a wide range of colors, from standard metallic options like brass and gold to more vivid color options like green and red.
      To get the best color match, a little experimentation may sometimes be needed. You can also look at reviews online to see whether you can match the colors by eye.
      With these factors in mind, let’s get into our picks for the best chrome spray paints for any application.

      Top 10 Best Chrome Spray Paints 2021

      1.

      Best Overall Chrome Spray Paint: Krylon COLORMaxx Spray Paint

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      Why we like it: It’s affordable, easy to apply and offers great coverage. It can be used on many different types of materials.
      Editor’s Rating:

      Quick Facts:

      Color: Chrome
      Coverage: 20 square feet
      Dry Time: 10 minutes
      Cure Time: 48 hours

      Overview
      Regardless of whether you plan on using the chrome spray paint for automotive needs or for arts and crafts projects, this Krylon COLORMaxx Spray Paint will do the job. It can be used on a wide range of surfaces, like plastic, plaster, metal, paper and wood. Best of all, it offers excellent coverage. You can cover 20 square feet with just one can.
      Ease of Application
      The paint formula contains a primer, so you don’t need to do a lot of prep work in order to get the results that you want. This makes this paint an excellent choice for beginners. It’s super easy to use and work with. Another advantage is that it is super quick-drying. In fact, it’ll dry in just 10 minutes, so you can just spray it on and come back to it after grabbing a coffee or a snack.
      Consistency of Spray and Overall Finish
      It’s a bit difficult to get a consistent spray because the nozzle doesn’t produce a wide spray like with other paints, like the Krylon Fusion All-in-One Paint. You’ll need to be a bit patient in order to ensure that each layer is applied evenly and smoothly.
      The finished texture, however, is great. It’s smooth and offers rust protection, which makes it a great choice for metal surfaces that will be exposed to bad weather.
      Overall Finish and Color
      This chrome spray paint gives you a nice silver, metallic shine. It even incorporates real metal sprinkles inside the paint to give you that boost of color. However, it only comes in silver, so if you’re looking for other chrome colors, you won’t find it here.

      Pros

      Can be used on many materials
      Great coverage
      Paint and primer all-in-one
      Rust-protection
      Quick-drying

      Cons

      Comes in only one color
      Difficult to get a consistent spray

      2.

      Best Budget Chrome Spray Paint: Rust-Oleum Painter’s Touch Multi-Purpose Spray Paint

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      Why we like it: This chrome spray paint is an excellent choice for those who are on a budget. It can be used on many different surfaces as well!
      Editor’s Rating:

      Quick Facts:

      Color: Chrome aluminum
      Coverage: 12 square feet
      Dry Time: 20 minutes
      Cure Time: 48 hours

      Overview
      If you’re on a budget, you can’t go wrong with the Rust-Oleum Painter’s Touch Multi-Purpose Spray Paint. You can use this paint on both interior and exterior surfaces, like wood, unglazed ceramic, metal and more. It’s also low odor!
      One of our main gripes with this product is that you don’t get a lot of coverage. In general, you’ll average about 12 square feet a can. Although this isn’t a lot compared to some other products, like the Krylon COLORMaxx Spray Paint, this is also a fraction of the cost. It’s great for small projects, although some people have been able to use two cans to cover their entire car.
      Ease of Application
      In terms of application, this is an incredibly easy product to use. The formula contains both the paint and the primer, so you don’t really need to prep the surface. It’s also quick-drying, and will be completely dry within 20 minutes. It’s a great choice for beginners.
      Consistency of Spray and Overall Finish
      Here’s where we’re running into some problems. This spray paint has a comfortable spray tip and can be sprayed from any angle, so you’ll get a consistent spray every time; however, the consistency of the results can be off depending on the type of material that you’re working with. The finish may not be smooth or even if you’re applying this product on plastic. The paint may bleed a little bit on other materials as well.
      Color
      As for the color, you’re looking at getting a dull, metallic chrome. It’s not too reflective, unlike the Krylon COLORMaxx Spray Paint, which has real metal flakes inside. This can be off-putting to some people.

      Pros

      Affordable
      Paint and primer all-in-one
      Quick-drying
      Comfort spray tip and any angle spray
      Low odor

      Cons

      Not a lot of coverage
      Consistency of results can be off
      Not too shiny or reflective

      3.

      Best Premium Chrome Spray Paint: Dupli-Color Universal Chrome Perfect Match Automotive Paint

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      Why we like it: If you’re looking for something that’s going to match OEM automotive parts, you’ll find a perfect color match with this spray paint.
      Editor’s Rating:

      Quick Facts:

      Color: Universal chrome
      Coverage: 20 square feet
      Dry Time: 30 minutes
      Cure Time: 24 hours

      Overview
      To match OEM parts, try the Dupli-Color Universal Chrome Perfect Match Automotive Paint. This option provides a lot of coverage, and the color is almost a perfect match—although it’s a bit pricey in comparison to some other alternatives on the market.
      Ease of Application
      This product is easy to use. You’ll need to prep the surface ahead of time, but the spray paint comes with a 360-degree nozzle and can be sprayed from just about any angle. It’s also quick-drying and quick-curing, so you can apply another layer quickly.
      Consistency of Spray and Overall Finish
      One of the main issues that you’ll run into with this spray paint is that the spray consistency may be off for larger products because the tip will clog if you allow the paint to dry. In order to prevent the tip from clogging, wipe the tip after every use.
      This product is also prone to overspraying, so you’ll want to go a bit overboard with your protective taping in order to protect other areas of your car. If you have the time and want to be able to control the flow of the paint, try something like the Spaz Stix Ultimate Mirror Chrome Airbrush Paint, which can be used with an airbrush.
      The last potential problem is that there isn’t enough pressure in the cans, so you won’t be able to get the last bit out.
      Color
      If you’re looking to match an OEM automotive part, you’ll find just the thing with the color options offered by the Dupli-Color Universal Chrome Perfect Match Automotive Paint. If you’ve got a small scratch on your car, you can easily cover it up with this paint. It’s quite a seamless match.

      Pros

      360-degree nozzle
      Quick-drying
      Matches the color of OEM parts
      Lots of coverage

      Cons

      Clogs and oversprays
      Not enough pressure
      Pricey

      4.

      Best Chrome Spray Paint for Interiors: Krylon Premium Metallic Spray

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      Why we like it: It’s easy to use, works on many different surfaces, and its many color options are all incredibly glossy.
      Editor’s Rating:

      Quick Facts:

      Color: Chrome, gold, rose gold, copper, silver
      Coverage: 20 square feet
      Dry Time: 10 minutes
      Cure Time: 24 hours

      Overview
      The Krylon Premium Metallic Spray can be used on a wide range of surfaces, like wood, metal, plastic, paper mache, glass and other materials. It’s the perfect choice for someone who’s looking for a product that can offer high gloss results.
      Since this product isn’t heat-resistant, you’ll want to reserve it for parts that are on the interior of the car. For example, you can use it to repaint parts of the steering wheel or the gear shift to give it that nice, metallic shine again. If you want to paint the exterior of your car, you’ll want to go with a product like Dupli-Color Universal Chrome Perfect Match Automotive Paint.
      One can go a long way due to the limited use of this product. One can covers anywhere from 15 to 20 square feet, which will be enough to restore any interior parts.
      Ease of Application
      This product is quick-drying and fairly easy to apply. Unlike the Krylon COLORMaxx Spray Paint, it doesn’t contain a primer, so you’ll want to prime and prep the surface first. With that said, it’s super quick-drying and will dry within 15 minutes.
      Consistency of Spray and Overall Finish
      The consistency of the spray is quite smooth. You don’t have to worry about clogging, dripping or bleeding. The surface will look even.
      Color
      The results are quite glossy; however, you’ll need to apply quite a few coats in order to get those results. If you don’t apply enough coats, the paint will look a bit dull. Another good thing about this product is that it comes in many different colors: gold foil, original chrome, copper brilliance, rose gold, pewter gray, copper foil and silver foil.

      Pros

      Works on wood, metal, plastic, paper mache, glass and other materials
      Quick-drying
      High gloss
      Comes in many different colors

      Cons

      Requires many coats
      Not ideal to be used outdoors

      5.

      Best All-in-One Chrome Spray Paint: Krylon Fusion All-in-One Paint

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      Why we like it: You can use this chrome spray paint on all surfaces, so it’s perfect for just about any project.
      Editor’s Rating:

      Quick Facts:

      Color: Metallic chrome
      Coverage: 25 square feet
      Dry Time: 20 minutes
      Cure Time: 48 hours

      Overview
      If you’re looking to kill two birds with one stone and get a chrome spray paint that works for cars and arts and crafts projects, you can’t go wrong with the Krylon Fusion All-in-One Paint. This paint can be used on metal, wood, PVC, tile, plastic and basically any other surface. It’s a great choice for metal because it’ll protect the surface from rust. It’s also fade-resistant!
      Ease of Application
      With this type of spray, you don’t necessarily need to prime the surface or even sand it at all. You can apply the paint directly onto the surface. It’s super easy to use. This paint is also super quick-drying, and will dry to the touch in about 20 minutes, so you don’t have to wait to use the final product.
      You can spray this product at any angle thanks to its 360-degree spray nozzle. It’s easy to get an even application with ease.
      Consistency of Spray and Overall Finish
      In order to get a good layer of color, apply two to three coats and let each coat dry thoroughly between applying the next layer. Thanks to its quick-drying properties, you can still get an entire project done within an hour!
      Color
      If you’re looking for a real chrome finish, this Krylon Fusion All-in-One Paint may not be the best choice. It has more of a metallic sheen to it than a chrome finish. The best paint that offers a reflective, mirror-like finish is the Spaz Stix Mirror Chrome Spray; however, this paint is not reserved for beginners, like this one is.

      Pros

      Quick-drying
      Contains a lot of product
      Rust protection
      Bonds to many surfaces
      Fade-resistant

      Cons

      Not a real chrome finish

      6.

      Best Quick-Drying Chrome Spray Paint: Rust-Oleum 1915830 Spray Paint

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      Why we like it: You can have a chrome finish in just 1 hour using this paint.
      Editor’s Rating:

      Quick Facts:

      Color: Chrome, brass, copper, gold
      Coverage: 12 square feet
      Dry Time: 15 minutes
      Cure Time: 1 hour

      Overview
      If all you’re looking for is a quick touch up that will recolor a dulled area, you can’t go wrong with the Rust-Oleum 1915830 Spray Paint. This paint can be used on almost all surfaces, from metal to wood to plaster and more. You can use it for more than just automotive purposes. Best of all, it’s super quick-drying, so there really isn’t much prep work that you have to do.
      Ease of Application
      In comparison to many other products on the market, this is perhaps one of the easiest products to work with. All you have to do is spray it out from the can. You don’t even have to necessarily prep the area—as long as it’s smooth, and the paint will dry within 15 minutes and cure within an hour. That’s all you have to do!
      Consistency of Spray and Overall Finish
      The consistency is smooth, but this product will flake off in the presence of heat, which is why it’s not recommended for inner engine parts. You’d want a flameproof spray for those areas, as flameproof sprays can tolerate high heat.
      Another thing to note is that although the finish is smooth, it is prone to chipping if you handle the area too frequently or if you don’t apply a topcoat over it.
      Color
      This chrome spray is beautiful. It contains real metal flakes that give it a rich shine. This paint also comes in 5 different colors: brass, copper, silver and two types of gold, so you can add a chrome, metallic shine to just about anything.

      Pros

      Quick-drying
      Can be used on wood, metal, plaster and more
      Contains real metal flakes for a rich shine
      Comes in many colors

      Cons

      Flakes off in the presence of heat
      Can chip

      7.

      Best Fireproof Chrome Spray Paint: VHT Flameproof Spray

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      Why we like it: Because it’s flameproof and capable of withstanding temperatures up to 2,000 degrees Fahrenheit, this paint can be used in exhaust systems, headers, piston domes and more.
      Editor’s Rating:

      Quick Facts:

      Color: Dull chrome
      Coverage: 20 square feet
      Dry Time: 10 minutes
      Cure Time: Does not cure automatically

      Overview
      The issue with a lot of chrome spray paints is that they are not flameproof, so they can’t be applied in exhaust systems, headers or piston domes; however, if the inner mechanisms and parts are looking a bit dull, you can easily shine it up again using the VHT flameproof spray.
      Ease of Application
      Although this product is fairly easy to apply, it does need to be cured, so you’ll need to set time aside for this product to work its magic. The paint can be cured on or off the vehicle, so you can paint the parts separately and let them sit.
      To cure the paint while it’s in the car, run the engine at idle for about 10 minutes when the paint is dry. Allow the paint to cool for another 20 minutes before running the engine again. If the part is not in the car, you can heat it up in an oven to 250 degrees for 30 minutes before allowing it to cool for another 30 minutes. You’ll then want to gradually increase the heat to 400 and 650 degrees for 30 minutes each with a rest time of 30 minutes in between.
      If you don’t need a flameproof product and just want something that’s quick-drying, take a look at the Rust-Oleum 1915830 Spray Paint, as it dries in just 15 minutes.
      Consistency of Spray and Overall Finish
      This product goes on smoothly and dries smoothly as well. It’s consistent, so you’ll get an even finish and results. The product basically looks like a topcoat, so you won’t get any chipping or flaking.
      Although the paint doesn’t cure automatically, you’ll get a nice enamel-like finish that protects whatever is underneath. You will, however, need to carefully cure it to prevent blisters from forming in the future. This paint, in comparison to other alternatives, is incredibly durable and will last years.
      Color
      This paint gives you a dullish, chrome finish that perfectly blends with most automotive parts.

      Pros

      Withstands temperatures up to 2000 degrees Fahrenheit
      Applicable in exhaust systems
      Durable
      Smooth and even application

      Cons

      Complicated curing process

      8.

      Best Chrome Spray Paint for Airbrushing: Spaz Stix Ultimate Mirror Chrome Airbrush Paint

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      Why we like it: With this airbrush paint, you’ll waste less product, and still get a beautiful mirror-like chrome finish that’s hard to replicate elsewhere.
      Editor’s Rating:

      Quick Facts:

      Color: Chrome
      Coverage: 20 square feet
      Dry Time: 10 minutes
      Cure Time: 48 hours

      Overview
      If you have airbrushes handy, you can use this Spaz Stix Ultimate Mirror Chrome Airbrush Paint with a spray gun to get a chrome-like finish. You’ll need specialized tools, and also a well-ventilated area in order to even consider using this product. You’ll also need some experience in working with airbrushes. Although this product comes in a very small can, a little goes a very long way.
      Ease of Application
      First and foremost, this is not an easy product to work with. It’s mostly recommended for experts who want to get as close to a mirror-like shine as possible. Although the product doesn’t take too long to try, you’ll have to do a lot of prep work.
      The key to getting the mirror-like chrome finish with this paint is to use a gloss black primer underneath before painting the chrome paint on top. Also, let the chrome paint cure for at least 1 to 2 days. After 1 to 2 days, the chrome paint looks a lot glossier. Rub the surface with a soft cloth to enhance the mirror-like finish.
      This product is not easy to apply in the slightest. If you’re looking for a fun and easy project to tackle over the weekends, you’ll have much better luck with something like the Krylon COLORMaxx Spray Paint, which doesn’t require any guesswork.
      Consistency of Spray and Overall Finish
      Because of the airbrush, you’ll get a very consistent and even spray with no clogging or dripping at all. The finished result is smooth and even, and essentially looks like the work of a professional.
      Color
      If you prep the surface right and use the right ratio, you’ll get a finish that is very close to a mirror-like finish. However, this does take some experimenting and trial and error, so this type of paint is mostly reserved for more experienced users. It’s a lot to tackle if you’re just a beginner.

      Pros

      Less waste, lots of coverage
      Can achieve mirror-like shine
      Smooth, even finish

      Cons

      Not easy to apply
      Requires special equipment

      9.

      Most Durable Chrome Spray Paint: Seymour Hi-Tech Engine Spray Paint

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      Why we like it: This is a super durable, heat-resistant, chemical-resistant and gas-resistant chrome spray paint.
      Editor’s Rating:

      Quick Facts:

      Color: Chrome, gold
      Coverage: 15 square feet
      Dry Time: 10 minutes
      Cure Time: 48 hours

      Overview
      This formula is super durable under a variety of conditions, and can be used to restore the original factory color to engines, transmissions and other OEM parts. It’s chemical-resistant, gas-resistant and heat-resistant up to 300 degrees Fahrenheit, but it’s not scratch-resistant. It’s also VOC compliant.
      The chrome aluminum is going to give you the most chrome-like finish; however, the colored options also have that nice reflective shine. To enhance the shine, however, you’ll need to apply a topcoat over the spray paint.
      Ease of Application
      After prepping the surface, the paint is rather easy to apply. You don’t have to do any extra work; however, you’ll notice that it does take some time to dry, so you’ll need to take your time before applying another layer.
      Consistency of Spray and Overall Finish
      One can of this spray paint goes a long way, and the paint comes out very evenly. You don’t need steady hands to apply this product. The finish is quite smooth, so you’ll get that metal finish that you want regardless of what color you choose.
      Color
      Although you’ll get a chrome-like finish regardless of the type of color that you choose, you won’t get a high-gloss, mirror-like finish unless you apply a clear gloss on top. The colors, however, are vibrant, bold and beautiful. If you’re not going for vibrant, and just want a mirror-like aluminum finish, you’ll be better off with the Spaz Stix.

      Pros

      Super durable
      Heat resistant up to 300 degrees
      Chemical and gas-resistant
      VOC compliant

      Cons

      Not scratch-resistant
      Not quick-drying

      10.

      Best Mirror-Finish Chrome Spray Paint: Spaz Stix Mirror Chrome Spray

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      Why we like it: The overall results look just like a mirror if you apply it properly.
      Editor’s Rating:

      Quick Facts:

      Color: Chrome
      Coverage: 15 square feet
      Dry Time: 15 minutes
      Cure Time: 72 hours

      Overview
      This acrylic-based formula offers a beautiful mirror-like finish and is quite durable. The application, however, is kind of difficult, so this spray paint should be reserved for more experienced users.
      Ease of Application
      This is probably one of the most difficult products to apply on our list. It’s quick-drying, but the issue is that you need to apply the Spaz Stix Black Backer underneath to achieve the desired look. Without it, you won’t get that mirror-like finish you’re looking for.
      On top of that, you’ll also need to seal the spray paint with a clear coat. It’s important that you work out a good ratio because applying too much product will cause it to dull or bleed. We highly recommend practicing on a scrap part first until you get the hang of it.
      To increase your chances of success, apply several layers of this paint and then buff it out with a cotton cloth. This is definitely not for beginners. Those who don’t have a lot of patience should go with a product that’s easier to work with like Dupli-Color Universal Chrome Perfect Match Automotive Paint.
      Consistency of Spray and Overall Finish
      This product sprays rather consistently although it can bleed, and can be difficult to apply if you don’t know how to do it. The spray goes on evenly though, and the finish is smooth thanks to the acrylic-enamel based formula. It’s really durable, and you can easily apply several layers at a time.
      Color
      If applied properly, this chrome spray paint has an absolutely beautiful mirror-like finish that surpasses all other products on the market. However, it only comes in one color — a beautiful silver mirror-like finish. With that said, this is one of those paints that you can easily incorporate into other projects.

      Pros

      Beautiful mirror-like finish
      Acrylic-enamel based formula
      Long-lasting
      Quick-drying

      Cons

      Difficult to apply
      Comes in only one color
      Expensive

      A Complete Guide to Chrome Spray Paints

      Touching up the chrome on your car, motorcycle or truck by yourself becomes really easy and affordable with chrome spray paint. All you really have to do is make sure that you prepare the surface properly, and with the right paint, you’ll get the seamless finish and results that you’re looking for without breaking the bank.
      In some cases, you can even use the leftover paint for other DIY projects around the home, like touching up the faucets or repainting some fixtures.
      Choosing the Right Chrome
      Other than the factors mentioned above, you should also take other factors into consideration when buying chrome spray paint.
      Colors
      Although marketed as being chrome, different chrome spray paints have different types of finishes. Some will have a more enhanced mirror-like finish than others. Others will have a duller color and some others will be shinier. It’s important to consider the finished color with what you’re trying to spray. Try to match the colors as close as possible.
      Coverable Area
      To get the best bang for your buck, you need to see how much area one can of paint can cover. This will depend on the spray nozzle, the consistency of the paint, as well as the color of the paint. You’ll need several layers to get a bold color with more translucent paints.
      Brand
      Another thing to consider is the reputation of the brand. Some brands, like Krylon have been around for decades and have gained the trust of many consumers. VHT, on the other hand, is actually a division under Dupli-Color and has been around for over a century!
      How to Properly Apply Chrome Spray Paints
      Many people choose chrome spray paint because of how easy it is to use. The results also look amazing, and you can get a professional paint job done without having to spend the big bucks.
      To get an even application and professional results, you first need to make sure that you are painting in an ideal environment. The temperature should be between 70 and 100 degrees Fahrenheit and the humidity should be less than 50%. If the conditions aren’t ideal, the paint will be more likely to bleed or blister.
      Step-by-Step Guide on How to Prep the Surface
      [embedded content]
      Before you spray any paint onto your car or any car parts, make sure you prep and prime the surface. You want to get rid of any dirt, dust or contaminants that may cling onto the surface of the metal, as these particles will prevent the paint from adhering properly.
      Start by removing as much dirt and dust as possible with a towel soaked in denatured alcohol. The reason that you want to use denatured alcohol is because it evaporates quickly and won’t affect the metal. It will, however, clean and sanitize it with ease. You should see the dirt melt off the metal parts. Next, wash the area with a solution made of detergent and hot water.
      You can also wet sand the surface if you notice that there are any unsightly bumps before polishing it. You want to get as smooth of a surface as possible, so that the paint adheres easily and properly to the bare metal.
      Prime, Spray and Protect
      Once you have properly prepped the area, apply a primer. This is a critical step that shouldn’t be skipped.
      A primer will seal the surface of the metal to prevent the paint from soaking through. It’ll also create a smooth surface, so you’ll need fewer coats of paint. The smooth surface also helps hide joints and seams. If you’re using chrome paint, use a black primer to get a bright, reflective finish.
      Once you’ve primed the area, you can spray on the chrome paint by following the instructions on the can. Hold the can about 10 inches away from the surface of the metal and spray downwards to prevent droplets of paint from forming. Wipe down the surface with a clean and dry microfiber towel before applying another layer of paint. You may need to apply several layers to get the results you’re looking for.
      Finally, seal everything in with a clear coat overtop. Make sure that the surface is clean and dry before applying the topcoat or else you might get water spots that are infused into the paint.
      Wear Personal Protective Equipment (PPE)
      In general, chrome spray paint is so popular because it’s something that most DIYers can use without any special equipment or tools. It protects the metal surfaces and brings them back to life while containing fewer toxins than getting the parts electroplated. Most spray paints are water-based and not as toxic.
      Even so, you’ll want to protect yourself and avoid inhaling any of the fumes, as they can irritate your lungs and trigger asthma attacks or allergic reactions. When you spray the paint, the airborne particles go everywhere! It’s simply unavoidable. When using chrome spray paint, make sure that you have the following personal protective equipment (PPE):

      Rubber gloves to protect your hands
      A full protective suit with long sleeves to prevent any contact with your skin
      A respirator mask that filters out the gases and chemicals
      Goggles to protect your eyes
      A first aid kit handy nearby

      You also want to apply the chrome spray in a well-ventilated area. You should also avoid drinking, smoking or eating where you are spray painting. Do not store food and other items in the same area where you plan on painting. And, last but not least, keep children and pets away.
      Final Thoughts
      No matter what product you choose from our list, you’re getting great value. Chrome spray paints are fairly inexpensive and are really easy to use. They’re a great option for DIYers. You can try to repaint your own car to give it a beautiful shine, and you can even use leftover paint for fun arts and crafts projects! More

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      in Car Reviews

      2021 Lotus Evija Should Be Stunningly Quick

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      The future of electric hypercars may not quite exist yet, but Lotus is certainly doing its part to invent it with the new Evija. While several manufacturers have promised to play in this exotic realm, the British sports-car maker looks set to be the first when the Evija goes on sale this summer. To get an idea of what customers can expect from the full production model, we secured a track drive in a prototype version at Lotus’s Hethel headquarters in England.

      While deeply impressive, the Evija prototype’s numbers are not quite what Lotus promises for the finished car. Combined output across the prototype’s four electric motors (one at each wheel) is limited to just over 1600 horsepower—a mighty figure but still significantly less than the production version’s nearly 2000 horses. The development car also was, unsportingly, fitted with 140-mph speed limiter, whereas customer cars will be able to exceed 200 mph. It also, for our drive, did without active aerodynamics, adaptive dampers, regenerative braking, torque vectoring across its axles, and the ability to vary its front-to-rear torque split beyond an arbitrary 23/77 percent. This is in keeping with the company’s engineering ethos to first perfect the core chassis before adding support systems. Of greater concern on the day of our drive was the lack of any kind of stability or traction control, which we thought may come in handy given the car’s track-biased Pirelli P Zero Trofeo R tires and temperatures in the low 40s at the company’s the Hethel circuit.
      Fortunately, the Evija’s lack of electronic safeguards was not an issue as the tires came up to temperature and began to deliver huge amounts of grip. Along with being Lotus’s first EV, the Evija also is the brand’s first all-wheel-drive road car. Yet despite both of those novelties, its core dynamic experience is remarkably close to that of the company’s existing sports cars. Just much, much quicker.The Evija’s steering is reassuringly Lotus-like, with a slightly slower ratio than the supercar norm but with linear responses and rich off-center feedback. To maintain better feel, Lotus has surprisingly kept with hydraulic assistance in place of an electric rack that’s the norm today, even though this brings the complication of integrating a separate electrically driven hydraulic pump. For similar reasons the Evija employs a conventional brake booster instead of one of the increasingly fashionable electric-assist systems.The car has a relatively tall battery pack situated behind its passenger compartment, rather than a shorter pack spanning the length of the vehicle. Lotus says the 70.0-kWh lithium-ion pack weighs a substantial 1583 pounds—in contrast, the car’s naked carbon-fiber tub weighs only 284 pounds—but its position gives the Evija a weight distribution and center of gravity similar to that of an internal-combustion mid-engined supercar. Indeed, on track the Evija does drive much like a large and very powerful Evora, rotating keenly and responding well to small driver inputs. It feels wieldy and approachable, never skittish. The suspension has good initial compliance, with heavy cornering loads inducing a small amount of body roll providing feedback to the driver.
      Formula 1 cars aside, no Lotus has ever accelerated so quickly. The Evija’s straight-line performance is outside normal frames of reference, both in terms of its instantaneous savagery and the lack of drama that accompanies it. This is, for want of a better term, a quietly startling vehicle to drive. The objective evidence of g-forces and spiraling numbers on the car’s digital display is in total contrast to the lack of anything like a recognizable supercar soundtrack, with nothing more than a muscular electrical hum entering the cockpit. We reached the 140-mph speed limiter well before the end of one of Hethel’s longer straights, the rapidly approaching braking zones coming as a surprise every time. Lotus figures the production Evija will be able to bolt from rest to 186 mph in an astonishing nine seconds or so. For comparison, the quickest car we’ve ever tested, the Bugatti Chiron Sport, needed 12.4 seconds to hit 180 mph.Lotus has yet to say exactly how much downforce the finished Evija’s hydraulically operated rear wing and vast diffuser will produce, although it acknowledges the total will be large. The prototype’s wing was fixed during our drive, yet the massive lateral loads that the car could generate through Hethel’s quicker corners left us with no doubt about the presence of serious aerodynamic assistance. The Evija’s pushrod-actuated suspension incorporates Formula 1-inspired front and rear “heave dampers.” This setup features a strut that connects the tops of the upper left and right control arms in order to act equally against forces on both wheels while allowing each corner’s springs and dampers to remain compliant. Even under substantial downforce loads, the suspension never became harsh nor the steering excessively heavy.
      Not that the prototype felt finished in all areas. It was running an early ABS calibration for its hugely powerful Brembo carbon-ceramic brakes, which intervened early and made the car feel surprisingly heavy going into the Hethel’s tight hairpins. The brake pedal also became soft after a couple of hot laps, perhaps due to the development car’s lack of regenerative braking assistance.The other issue we experienced is one the Evija can’t be fairly blamed for: the limitations of current battery technology. Harder use devours the battery’s charge at a prodigious rate. While the finished car should be able to achieve a 250-mile range under Europe’s admittedly optimistic WLTP protocol, our experience was that track driving will deplete the pack in less than 15 minutes, although output never seemed to drop as the pack approached empty. The finished Evija will support charging speeds of up to 800 kW, although even today’s commercially available 350-kW units should allow for the battery to be replenished in not much more time than it takes to empty it on the track.Lotus seems to be on course to be among the first to bring an electric hypercar to market. But it may have created a car ahead of its time. Company executives admit it is possible that it may not sell all of the 130 examples that it plans to produce. In addition to a price that works out to around $2.4 million at current exchange rates, the Evija will not be street legal in the United States, which means American buyers will face additional import complications and show-and-display restrictions. Still, Lotus says that hasn’t put off some determined and very wealthy early adopters, with several cars already set to come stateside. Their hypercar of the future is nearly here.

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      in Car Reviews

      2021 Porsche Taycan 4 Cross Turismo Charges Ahead

      by

      Porsche’s Taycan Cross Turismo is the wagon addition to the Taycan EV family and will be available midsummer at a starting price of $92,250. The Cross Turismo will be initially limited to the 469-hp 4 and the 616-hp Turbo, with 562-hp 4S and 750-hp Turbo S variants to come. Since the Cross Turismo has the word Cross in the name and the shape of the body implies some crossover-ness and soft-road credibility, the new model features a 1.2-inch increase in ride height, a new Gravel mode for the stability-control system, retuned air springs and adaptive dampers, and some off-road-themed body work.Unlike the Taycan sedan, all Cross Turismo models come standard with the larger of the two available battery packs, an 83.7-kWh unit. In the 4, that pack powers the two motors to an available 469 horsepower when using launch control. During normal use, you get 375 horsepower and 368 pound-feet of torque. As in all Taycans, a two-speed automatic transmission on the rear axle enables brisk off-the-line acceleration and more efficient high-speed cruising. Porsche says the 4 should hit 60 mph in 4.8 seconds, but given that the Taycan 4S outperformed Porsche’s 3.8-second estimate by 0.4, we’re willing to bet the Cross Turismo will hit 60 mph in 4.5 ticks.

      Our drive of the Taycan 4 Cross Turismo took place around Los Angeles and took us out toward Big Bear Lake and onto some twisting canyon roads before heading back to Lala Land. With more than an hour of L.A.-area freeway driving right out of the gate, the entry Cross Turismo impressed with its zippy mid-speed acceleration, the reality of which greatly exceeds what you’d expect based on the unimpressive power and torque numbers and its estimated 5200-pound curb weight. Need to pass a dawdling left-lane daydreamer? It’s already done.By the time we arrived at the base of the mountain roads leading up to Big Bear, the battery had gone from its starting point of 97 percent charge to an indicated 77 percent. You might think the weight of the Taycan would rear its head as the terrain grew steep and wizened, but it doesn’t. In fact, if you didn’t know the Taycan 4 Cross Turismo weighed north of 2.5 tons, you’d might never guess it. The Taycan carries its mass low, making a center of gravity that’s low and a boon to handling. This despite the slightly higher ride height of the Cross Turismo compared to the standard Taycan. On the brakes, the Cross Turismo is confident and brutally capable, never nervous—a useful trait on unfamiliar mountain roads.
      Steering accuracy and feel plays into that sense of confidence. While not seemingly telepathic like that of a GT3 or GT2 RS, the Taycan steers remarkably well for a car of its size and heft. Grip was provided by (optional) Michelin Pilot Sport 4S summer tires wrapped around unique 20-inch Offroad Design wheels. The Offroad Design package also fitted to the car raises the ride height an additional 0.4 inch, and adds silver-colored lower-body accents as well as small, triangular protectors ahead of the wheel wells to reduce the “witness marks” produced by the gravel thrown around when you are, presumably, powersliding through a forest or a desert wash.At the top of the mountain, the battery gauge indicated 44 percent of the battery’s capacity remained, leaving 93 miles of range. Following an aggressive descent, the battery reported a 41 percent charge and 107 miles of range. Upon returning the car to the studio in Glendale, the battery had 21 percent of its charge left and an estimated 62 miles of range. I’d just driven from Glendale to Big Bear and back in a day, a roughly 200-mile round trip, 60 of those miles on enthusiastically driven mountain roads, on a single charge with no perceptible loss of performance as the battery drained and no need to even look for a charging station or feel stressed about range.
      A lack of bags, cargo, and passengers on this short day trip meant we didn’t get to formally test the expanded rear cargo area and additional rear-seat passenger space provided by the wagon shape. Porsche says the Cross Turismo body adds a minor 0.4 inches of headroom up front and a major 3.7 inches in the back seat. The rear cargo area also grows in comparison to the trunk of the sedan, offering 16 cubic feet of cargo space behind the rear seat and 43 cubic feet with them folded forward. There was also, unfortunately, no opportunity to test the Taycan’s new Gravel off-road mode. The Taycan Cross Turismo’s combination of looks, speed, and space put it into the realm of the now-legendary combustion-powered Boss wagons like the Audi RS6 Avant and Mercedes-AMG E63 S wagon. The Cross Turismo offers a compelling alternative to those two super wagons, and while those two lovely German V-8s burn gasoline in excess, the Taycan’s electric-motor powertrain and lack of tailpipe emissions give it some green cred. Determining a winner among the three might be tough, but whenever performance, price, and practicality line up this well, a comparison test seems inevitable. Stay tuned.

      Specifications

      Specifications
      2021 Porsche Taycan 4 Cross Turismo
      VEHICLE TYPE
      front and rear-motor, all-wheel-drive, 4- or 5-passenger, 4-door wagon
      BASE PRICE
      $92,250
      MOTORS
      2 permanent-magnet synchronous AC; combined output, 469 hp, 368 lb-ft; 83.7-kWh lithium-ion battery pack
      TRANSMISSIONS (F/R)
      direct drive/2-speed automatic
      DIMENSIONS
      Wheelbase: 114.3 inLength: 195.8 inWidth: 77.4 inHeight: 55.5–55.9 inCargo volume (F/R): 3/16 ft3Curb weight (C/D est): 5200 lb
      PERFORMANCE (C/D EST)
      60 mph: 4.5 sec100 mph: 9.8 sec1/4 mile: 12.7 secTop speed: 136 mph
      EPA FUEL ECONOMY (C/D EST)
      Combined/city/highway: 76/73/81 MPGeRange: 225 miles

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      2021 Bentley Blower Continuation Revives Bentley's Past

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      The gradual evolution of the automobile has meant that different innovations have arrived at different times, and leaping back 90 years in automotive history makes for a strange combination of the familiar and the utterly alien. It’s a point made spectacularly well by the Bentley Blower Continuation, a vehicle that manages the unique trick of possessing both a new-car smell and a genuine pre-war driving experience. The Blower’s dial-strewn dashboard seems to have been modeled on the mantelpiece of an English country manor, yet it houses both a tachometer and a speedometer—features that few cars had in 1930. It doesn’t have a fuel gauge, however. A period Blower’s owner—or, likely, their servant—would have checked the car’s fuel level by simply gazing into its vast, 26.4-gallon tank. The Blower’s floor-mounted gearshift is laid out in a conventional H pattern—top left for first gear, bottom right for fourth—although it is positioned awkwardly to the right of the right-hand driving position. The clutch pedal also is where your left foot expects to find it. But things get more archaic with the realization that this vintage of Bentley predates conventionally modern pedal positioning, what with its accelerator situated in the middle and the brake pedal on the right.
      In short, Bentley has done what it promised when it announced it would build a run of 12 of its most famous cars. Beyond the lack of 90 years of wear, the Continuation is an exact facsimile of the original Blower. Jaguar kicked off the modern trend for factory-sanctioned continuation models in 2015 by producing seven lightweight E-types that the company had originally planned but never got around to making. Additional models have followed. Aston Martin also got in on the act with old-new versions of the DB4 GT, DB4 GT Zagato, and the James Bond-inspired DB5 Goldfinger.But when Bentley’s Mulliner division decided to do something similar, it opted to head much further back in time and to deliver what is a much more demanding driving experience. Yet, there was no shortage of interest. The company says it could have sold considerably more than the dozen cars it will build, despite each example costing $2.1 million and not being suitable for registered road use in most parts of the world.

      Despite being one of Bentley’s most famous models, the original Blower wasn’t a factory project. Company founder W.O. Bentley didn’t believe in forced induction, holding that larger naturally aspirated engines were a more appropriately English way to respond to the challenge posed by rival supercharged racers such as the Mercedes SSK and Bugatti Type 35C. One-time fighter pilot and aristocratic Bentley Boy driver, Sir Henry “Tim” Birkin, politely disagreed and set about building a four-cylinder car that would use an Amherst-Villiers Roots-type supercharger to produce more power than the Bentley Works team’s Speed Sixes. Doing this cost Birkin most of his personal fortune, and when that ran short, he managed to arrange additional support from a wealthy heiress named Dorothy Paget, a prolific gambler and racehorse owner. Eventually he persuaded Woolf Barnato, Bentley’s chairman and another factory race driver, to sanction the production of 55 Blowers, five of which would be outfitted for racing.Featuring such innovations as a 16-valve cylinder head, twin-spark ignition, aluminium pistons, and a magnesium crankcase, the Blower’s 4.4-liter four was one of the most powerful in the world at that time, making 240 horsepower in race trim. That was more than the 200 or so horses made by the massive Speed Six cars—the ones that Ettore Bugatti once referred to as the world’s fastest trucks. But the Blower was also thirsty and prone to failure. “The Blower eats plugs like a donkey eats hay,” as Bentley’s chief mechanic put it.
      Some more history: The Bentley Blower never won a significant race in its day, although it did play a heroic cameo at the 1930 24 Hours of Le Mans. Bentley had won the endurance race in 1929 and was defending its title with three factory-entered Speed Sixes. Birkin brought another trio of Blowers, driving the No. 2 car himself. The big threat was Rudolf Caracciola’s privately entered Mercedes SSK, a car with a clear performance advantage over the Speed Six but considered mechanically fragile when driven flat-out. When the race began, Birkin set off at a searing pace, overtaking the Mercedes twice and goading the German into giving chase. Caracciola did, and his SSK indeed broke before the finish, but none of the Blowers made it to the checkered flag, either. Barnato in his Speed Six ultimately led a one-two finish for the works team.Bentley now owns Birkin’s No. 2 car and reckons it is worth tens of millions of dollars. There have been various mild restorations over the years, but the core structure and engine are the same that raced in 1930. That car served as the basis for the Continuation project, with Mulliner disassembling it and scanning individual parts before commissioning exact replicas. The car in our photos is the development prototype, officially known as Car Zero, and it carries some extra paraphernalia required as a Volkswagen Group test mule, including both supplementary LED headlights and a data-acquisition system. But mechanically it is identical to both the original car and the dozen production models that will follow it.
      Despite being worth far more than the Continuation, the No. 2 car is surprisingly the one Bentley asked us to sample first at Millbrook Proving Ground. This was to impart an appreciation for the car’s rich history and, as Bentley’s public-relations manager admits, because the teeth of its non-synchronized transmission have been smoothed by decades of graunchy gear changes and should therefore be slightly more forgiving in inexperienced hands.Coping with the Blower’s gearbox is the greatest challenge when behind the wheel. The accurately named “crash” transmission requires double declutching—pressing the clutch pedal to deselect a gear, releasing it, and pressing it again to select a gear—for shifting both up and down its ratios, with downshifts bringing the additional complication of matching the engine’s revs to road speeds. The clutch also incorporates an engine brake to still the big four’s input shaft so that first gear can be selected. On the move, this means that downshifts bring the additional challenge of remembering to only depress the clutch halfway while blipping a wrongly placed accelerator and manipulating a shifter that’s partially positioned under your right thigh. Yes, there were some grinding noises.
      But the rest of the experience of the No. 2 car feels, if not exactly modern, certainly less old-fashioned. Performance is impressively brisk. The big engine has no enthusiasm for revs and is reluctant to reach its modest 4500-rpm redline. But low-end torque is plentiful, and the boost gauge indicates the supercharger’s significant contribution even at low revs. When the original Blower team cars were sold off in 1931, Birkin guaranteed that each was able to achieve a top speed of at least 125 mph. We were restricted to an indicated 80 mph on Millbrook’s banked two-mile oval, but the Blower feels completely happy at this pace, tracking straight and with less slop in its steering than many later cars. Driving it is a physical experience. The steering barely lightens as the car gains speed, and the cable-operated drum brakes are feeble. Even panic-level pressures produce less retardation than resting your foot on the brake pedal of a modern vacuum-boosted braking system. Switching to Car Zero confirms a nearly identical driving experience. The new car’s fresh gearbox is less tolerant of fluffed shifts, although the heavy shift mechanism feels more accurate. The prototype’s brakes are even worse—we later learned that it had been fitted with new pads that hadn’t been properly bedded—but we soon find that the sizeable external handbrake lever operates a separate set of shoes on the back axle, allowing rear braking force to be usefully increased. The engine emits the same thump-thump-thumpsoundtrack, and although it is limited to 3200 rpm during testing, the car actually feels slightly quicker than the original.
      The greater difference is one of perception. The Continuation feels every bit as archaic to drive as its predecessor, but it’s not an irreplaceable historical artifact. We don’t mind pushing it harder on Millbrook’s Hill Route, which could pass for a narrow, twisty Alpine road. The combination of solid axles, leaf springs, and lever-arm dampers cope surprisingly well with harder cornering loads, although the ride feels brutally hard over even small bumps. Peak cornering forces are modest, and the combination of narrow tires and the positively cambered front wheels make for limited grip and the early onset of understeer. Overall traction is decent, but the heavy, recirculating-ball steering tries to center itself when you call for more power with any steering lock applied. Within a couple of miles, it is clear that the biggest limitation to speed on a windy road is most likely to be the driver and their ability to wrestle the Blower through turns. Bentley has done exactly what it needed to do with the Blower Continuation, and to have tamed or civilized it in any way would have entirely missed the point. Bentley’s first continuation model is also the most extreme of the genre so far. Here’s hoping it gives the upper echelons of the market an appetite for other equally impressive newly built anachronisms.

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