Reviews

If only Henrik’s version had been this good. That thought popped into your author’s head on a drive from Los Angeles to Palm Springs in a 2021 Karma GS-6 plug-in hybrid. Roughly halfway into the 107-mile trip, the 24.6-kWh lithium-ion battery pack had given all it could, at which point the BMW-sourced turbocharged 1.5-liter inline-three under the hood fired up to keep power flowing to the pair of electric motors out back. At highway speeds, the transition to gasoline power snuck up on us. It took about 10 miles for us to notice, despite the gauge cluster alerting us that the range-extending engine was now in use.Karma Correction in Just 10 Years With the introduction of the GS-6, it finally appears that someone got the Fisker Karma right. Car designer Henrik Fisker is no longer involved nor is the company that bore his name. Fisker’s company made about 2000 or so Fisker Karma plug-in hybrids about a decade ago. Once the model name, Karma is now the brand that sells the heavily updated Fisker creation. That name change is one of many changes made by Chinese auto-parts supplier Wanxiang after it scooped up the smoldering remains of Fisker Automotive and decided to reintroduce the lusty luxury car under a new name, Revero, in 2017. [image id=’f8fa4752-ee5e-486e-84af-0af4360c91fd’ mediaId=’e04f58e8-4200-49dc-bb7f-eee9ec3024b8′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][editoriallinks id=’eafb1416-1af8-4449-8a9d-e879fe8fd55c’ align=’left’][/editoriallinks]Karma’s early Reveros weren’t much different than Fisker’s version and suffered from many of the problems of the original. Like the Fisker version, the Revero had impractical packaging, a smallish interior, outlandish pricing, and fit and finish in need of some TLC. Worst of all, it neither worked as an extended-range electric car nor a sports sedan. With a driver and a passenger aboard, the original Karma’s weight surpassed 5500 pounds, and that prevented its twin, 402-hp electric powertrain on the rear axle from propelling it to 60 mph any quicker than a modern Toyota Camry V-6. We couldn’t get more than 24 to 28 miles of electric driving from its battery before its 260-hp turbocharged four-banger kicked on to extend the range, bleating like an angry goat while sucking down fuel like a mid-size SUV.[image id=’d2ce6ce8-a6ea-458f-80e7-01fc55b30655′ mediaId=’684106bf-ba1d-4da1-b213-b07a356aade4′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Karma introduced the Revero with a detuned version of General Motors’s turbo four and a slightly larger battery pack, but that wasn’t enough to improve the car’s range, performance, and weight problems. Then came the 2020 Revero GT with mildly restyled front and rear fascias, improved aerodynamics, and new rear-axle motors producing a combined 536 horsepower, 134 more ponies than before. Out went the GM engine, and in went a BMW i8’s turbocharged 1.5-liter three-cylinder as the range extender. Karma then installed a more energy-dense 24.6-kWh lithium-ion battery pack. Thus equipped and a claimed 357 pounds trimmer, the new Revero (according to Karma) could now hit 60 mph in 4.5 seconds and travel 71 miles on a single charge. Armed now with stats to match the styling, Revero GT seemed more interesting, although with a price remaining well into six-figure territory, we weren’t sure it was more compelling. Priced Aligned, Product RefinedIn fall 2020, Karma unveiled the visually—and mechanically—identical GS-6 models that, starting at $85,700, are more than $60K less than the least expensive 2021 Revero GT. Even in its pricier Luxury and Sport trim levels, which start at $95,700 and $105,700, respectively, the GS-6 seems like a relative bargain. An electric-only GSe-6 model will start at $81,700. Stir in applicable local and federal incentives and the deal gets even sweeter, especially when one considers that the GS-6, like the Revero and the Fisker Karma before it, remains mostly hand-built, even after Karma relocated the production facility from Finland to Moreno Valley, California. [image id=’f441e890-82d9-493c-868d-271527594625′ mediaId=’3f76ae2c-56ed-4ef0-afc3-27e4e1d373e3′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]That’s nice, you say, but what about all the numerous design and packaging problems that helped doom the Karma a decade ago? Well, not everything has been fixed. The weird 10-year-old push-button shifter remains, for example, but the hideous original steering wheel and uncomfortable seats have been replaced with better stuff. Cabin space remains snug, and it continues to be hard to get into, especially in back. The inches-off-the-ground seating position feels lower than ever, which may turn off folks who may have become acclimated to driving trucks and crossovers. Once you’re in, the seating position and the view out the windshield will make owners of a C6 or C7 Corvette feel right at home. Nearly everything inside the Luxury-trim car we drove was swathed in buttery black, expertly sewn Bridge of Weir leather. Carbon-fiber accents dress things up, and there’s almost no exposed plastic. The dashboard design lacks the Tomorrowland feel of a Tesla or a Lucid, let alone the upcoming Mercedes-Benz EQS, but it’s not embarrassingly outdated. The GS-6’s digital gauge cluster and infotainment-system controls are highly configurable. Information-obsessed drivers can call up several dozen different gauges and displays monitoring everything from energy flow to g-forces to various trip-computer readouts.[image id=’40ea1e5f-ce25-4b58-bdc2-2d7dc39ad2ff’ mediaId=’8ed7df27-5f85-4180-99d7-e06fd365eeb6′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Fun, Fast, and … Flatulent?If the battery is at least 90 percent charged, the GS-6 offers a launch mode, which is engaged when the car is in Sport mode via the leftmost steering-wheel paddle, then mashing both pedals while stopped. The BMW three-cylinder revs to about 4000 rpm and a countdown indicator appears on the dashboard. Once ready, simply release the brake and the car catapults forward like a ball bearing out of a slingshot, mashing you into the seatback while the engine emits a flatulent, high-pitched wail until you release the accelerator. It’s fun, if not terribly pleasant to hear. Furthermore, it’s repeatable again and again “as long as you’ve got enough fuel and tires,” said Karma’s training technical and sales training manager, John Albinson. And we did, many times. We’d like to strap our own test equipment to the GS-6 soon, but until then, we can summarily state that Fisker’s, er, Karma’s sedan is the best it’s ever been. But Tesla’s EV success has shifted the market away from plug-in hybrids like the GS-6 and toward EVs. Still, for buyers looking for a plug-in hybrid with concept-car looks, the Karma remains an iconoclast’s choice. It took a decade to get it right, but if Henrik’s car had been this well sorted from the start, things might have turned out very differently for his company.[vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle]

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For most of its 35-year history selling vehicles in the United States, the funk laid heavily over Hyundai. Excels, Tiburons, Scoupes, Azeras, XG350s—some utterly awkward-looking machinery wore the italicized H badge. But lately the company has been on a design tear. Under Belgian-born chief designer Luc Donckerwolke, stalwarts like the Sonata sedan have hammocked between avant and garde, new vehicles like the blocky Palisade SUV have been runaway hits, and even the cheap twerps like the Venue have some class. But all that seems like mere prelude to the faceted, distinctive design of the new 2022 Tucson compact crossover. In a market segment dominated by play-it-safe designs like the Honda CR-V and Toyota RAV4, the Tucson will be polarizing. And sometimes, polarizing is good.In general profile, the new, larger Tucson isn’t that much different than the outgoing model. It’s the details that make it a standout. The exaggerated bulge of the fenders, the razor-edge line that runs through the doors, and the Hyundai logo sequestered under the rear-hatch glass speak to design ambitions beyond the genre standard. Granted, it’s a small crossover, and there’s only so far that form factor can be pushed. But somehow it feels like the designers were liberated here. Love it or hate it, the Tucson isn’t boring.

Of all the exterior design elements, the ones bound to attract the most attention are the daytime running lights. DRLs aren’t usually of much interest, but Hyundai made the creative decision to incorporate LEDs into the grille itself. When the Tucson is shut off, the DRLs practically disappear. But when the car is running, the stacked lights look like wings spreading from the lower grille up toward the headlights. Some of you will find a reason to hate this, but find something else worthy of your irrational wrath.As impressive as the exterior is, the interior is better. There are some echoes of Honda in there, some touches of Lexus, and a big chunk of Audi, but it all works together. Just to show that Hyundai hasn’t abandoned the funk altogether, the steering wheel has a goofy design with four spokes in the lower third of the wheel. But it is well sized, and its rim has a nice squish to it. The stars here are the twin 10.3-inch screens. The one in front of the driver is brilliant enough that it doesn’t require a hood over it to provide shade, and the center screen has a more or less intuitive interface. (And in the context of current infotainment systems, “more or less” is a synonym for “pretty good.”) What’s missing? How about a volume knob for the sound system? Come on, it’s easy. Hyundai also claims the new Tucson has some neat interior ambient lighting, but the press preview drive was conducted in daylight, so that remains to be seen.
With a 108.5-inch wheelbase and 182.3-inch overall length, the Tucson grows significantly in size from the 2021 model. Its dimensions now put it right alongside the 182.1-inch-long Honda CR-V. And the Hyundai’s 108 cubic feet of passenger volume beats the CR-V by a few cubes. That’s three more cubic feet you could use to store, say, a small poodle or a sushi bento box. Your move, Honda! Hyundai may be pushing the style edge with the Tucson, but from a practical standpoint it’s going cube for cube with the class leaders.Interestingly, the Tucson sold in the U.S. (and made in Alabama) enjoys a languid 108.5-inch wheelbase, but many other markets will get a version that’s three inches shorter between axles. According to Hyundai, no market will get both wheelbases. Apparently, Europeans just don’t like rear-seat legroom.The Tucson’s base 2.5-liter inline-four is rated at 187 horsepower, which is pretty much the industry standard for this class. It’s powerful enough to get the 3550-pound front-drive Limited version moving well, if not hastily. The eight-speed automatic transmission that goes with it counts as a big plus, with gear ratios well spaced for around-town puttering and computer logic that has the decency not to go hunting for the higher ratios at the slightest opportunity. It also shifts decently when operated manually.
The console-mounted shifter itself is a push-button thing similar to that now used by Honda. The Tucson’s sibling, the Santa Cruz truck, uses a conventional lever shifter. Hyundai should offer the lever as an option on the Tucson if it can. Maybe it will show up on the sportier N Line version of the vehicle that was on display but not available to drive.Hyundai’s HTRAC all-wheel-drive system uses a clutch-pack coupler to divvy up torque between the front and rear axles. The system operates in Normal, Sport, Smart, and Snow modes. Why Normal, Sport, and Snow can’t also be Smart is a mystery.Fuel-economy estimates rubber-stamped by the EPA come in at 26 mpg city, 33 mpg highway, and 29 mpg combined for two-wheel-drive models, with the all-wheel-drive versions sacrificing 2 mpg combined. Like the engine itself, that’s competitive but not exceptional.
Hybrid and plug-in hybrid versions will also be available. Both of those lash a 180-hp, turbocharged 1.6-liter four to an electric motor and a six-speed automatic transmission with all-wheel drive. The hybrid uses a 59-hp electric motor, with the plug-in upsizing to a 90-hp motor. During the brief drive, the hybrid system was unobtrusive. With the torque-rich turbo four and electric motor combining for 226 horsepower (the PHEV generates 261 horses), the electrified Tucson feels more casually powerful than the non-hybrid. It’s no RAV4 Prime but likely good enough. Hyundai promises an all-electric range of up to 32 miles, and the PHEV will also qualify for a healthy federal tax credit—$6587, based on battery capacity.Naturally, the Tucson will be offered with either front- or all-wheel drive. On the easygoing fire roads that were part of the press drive, the differences between all-wheel and front-wheel drive models were hardly tested. But Hyundai, at least on initial impressions, seems to have done an excellent job with suspension tuning for both models. The steering is decently weighted, turn-in is reasonably crisp, and not even once did the Tucson spontaneously levitate. In terms of driving experience, it’s exactly the crossover that customers expect. And right now, this already vast and ever-expanding class is what standard family transportation in the U.S. looks like.
Press previews like this one usually feature highly optioned, zippy top-of-the line models, the better to show off all available finery. Meanwhile, the bulk of sales are likely to be midrange versions that are well-equipped but hardly lavish. Thus, it’s commendable that Hyundai has endowed the Tucson with a lot of standard safety features, including lane-keeping assist, driver-attention monitoring, lead-vehicle-departure sensing, and forward-collision avoidance. All good stuff for life in the nip, tuck, and thrust of suburban distracted driving—particularly when the kiddies are aboard and fighting, the dog is shedding his winter coat in the cargo area, and an annoying in-law is riding shotgun and offering real estate advice.The 2022 Tucson should be on sale in June, with prices starting at $26,135 for the base SE model with front drive and ranging up to $37,285 for the Limited with all-wheel drive. The SEL, starting at $27,685 seems destined to be the bestseller. Hybrid models will start at $30,235 and go up to $38,535 for the Limited. With the new Tucson, Hyundai has pushed the style envelope in some ways but gone strictly conventional in others. The Tucson is, based on worldwide sales, the company’s bestseller. Hyundai can’t afford to screw this up. And it hasn’t.

Specifications

Specifications
2022 Hyundai Tucson
VEHICLE TYPE
front-engine, front- or all-wheel-drive, 5-passenger, 4-door wagon
BASE PRICE
SE, $26,135; SEL, $27,685; Hybrid AWD, $30,235; Hybrid SEL AWD, $32,835; N-Line, $31,785; PHEV, $34,500 (C/D est); Limited, $35,885; Hybrid Limited AWD, $38,535
POWERTRAINS
DOHC 16-valve 2.5-liter inline-4, 187 hp, 178 lb-ft; turbocharged and intercooled DOHC 16-valve 1.6-liter inline-4, 180 hp, 195 lb-ft + permanent-magnet synchronous AC motor, 59 hp, 195 lb-ft (combined output, 226 hp); turbocharged and intercooled DOHC 16-valve 1.6-liter inline-4, 180 hp, 195 lb-ft + permanent-magnet synchronous AC motor, 90 hp, 224 lb-ft (combined output, 261 hp)
TRANSMISSIONS
6-speed automatic, 8-speed automatic
DIMENSIONS
Wheelbase: 108.5 inLength: 182.3 inWidth: 73.4 inHeight: 65.6 inPassenger volume: 105–108 ft3Cargo volume: 32–39 ft3Curb weight (C/D est): 3350–3900 lb
PERFORMANCE (C/D EST)
60 mph: 7.4–8.5 sec1/4 mile: 16.1–16.6 secTop speed: 125–135 mph
EPA FUEL ECONOMY
Combined/city/highway: 26–38/24–38/29–38 mpg

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It’s the wail of the west wind. It’s a storm on the Bering Sea. It’s ghosts, the wuthering of spirits lost on the moors. Beneath that, the crack and crash of battling robots, the pssssh of a hull breech in outer space. The 2020 McLaren 620R is a cacophony of intake noise and dumped boost unmuffled by fripperies like sound-deadening or carpet. Those things are for street cars. The 620R is a race car that just happens to have a license plate. Every supercar is a fantasy, a sueded, high-revving way to get closer to an imagined lifestyle of parties in places where people’s yachts have yachts. Then there’s the street-legal race car, a brutal, stripped-down version that will shake all the bubbles out of your champagne. In this fantasy, you live near enough to a racetrack to pop in whenever the urge to overtake overtakes, and you roll your eyes at such unnecessary luxuries as cupholders and seat padding. There are no unnecessary luxuries in the 620R. There are no luxuries at all. This car is a street version of the track-only 570S GT4, which was itself a track version of the road-going 570S.

In this hall of mirrors we must also include the 600LT, which was another track-tuned option in McLaren’s Sports series of models. But if the 600LT was the Arnold Palmer of track and race in a 50/50 ratio, the 620R is far heavier on the track tea, stripped of anything that might weigh it down. It starts sans carpets, stereo, a glovebox, or air conditioning—the latter can be added as a no-cost option. Customers who commit to the leanest cut of this car are rewarded with a curb weight around 3100 pounds. Our test car, prepped for needy journalists who love comfort, packed on some price tag—it’s a fast way to spend $312,605—and some poundage in the form of air conditioning, a Bowers & Wilkins audio system, and McLaren’s three-position adaptive suspension with front-axle lift for easier speed-bump navigation. A true track rat would forgo the ease of swapping modes from inside the car and equip their 620R with the two-way manually adjustable coil-overs from the GT4 car. That setup saves 13 pounds and confers the ability to set the suspension to the exact track feel you prefer. The downside is that you can’t make those changes with a single click of a conveniently placed in-cabin button, but they do have 32 clicks of adjustment for the compression and rebound rates. From a performance standpoint, choosing the adaptive suspension doesn’t come with a huge lap-time penalty, according to McLaren chief engineer James Warner. It’s all about track feel. “The extra tunability and the rigid mounting of the manually adjustable dampers are more about the driver confidence to get the most out of the car,” he said, “rather than ultimate lap time.” So, go ahead, get the axle lift. You’ll still have a fast car.
The 620R is a boon to the insecure. Even in its softest setting with the adaptive suspension, no driver will lack the confidence to attack a corner. Maybe it’s the red slash marking the 12-o’clock on the steering wheel or the six-point racing harness that makes you feel just a helmet away from a Le Mans win. More likely, it’s how the Pirelli P Zero Trofeo R tires stick so well they feel more likely to pull up the pavement than roll over it or how the carbon-ceramic brakes bring the car to a stop so quickly you’ll expect the wing to come through the back window. Don’t worry, you can outrun it. The 3.8-liter twin-turbo V-8 happily puts the power down in the straights and cracks like a whip when you shift. Unburdened by pesky race regulations, McLaren upped the engine tune to 611 horsepower, the most of any car in its Sports series. Should your closest track be a dragstrip, McLaren says the 620R can dispatch a quarter-mile pass in 10.4 seconds, and even with its big wing, it will reach a max speed of 200 mph. So, racetrack. Yes. Canyon carving. Absolutely. Head-turning at the cruise night? Have you seen this thing with its white-eyeliner accents around the door inlet and $12,080 carbon-fiber fender vents? Every eye will be on you, even if there are 20 other McLarens in the parking lot. With a production run of 225 cars, it’s unlikely any of them will be another 620R. Just don’t get out of the car in front of a crowd. The seats, lightweight carbon buckets designed for the Senna, wrap around you like a full-body Alien face hugger and with similar malice. Exiting the 620R can be accomplished through a tuck and roll ejection or a slow-speed stretch and straddle, but neither is elegant. Best to just stay inside, raise the doors, and let everyone admire the red, webbed pull strap on the door handle, which tells the world, “I need this to shut the door when I am fully strapped into my racing harness in my race car, which this is, in case you didn’t notice the wing.”
That wing, by the way, is the same airfoil the 570S GT has, only with an embedded brake light in its underside for street legality. In its most aggressive setting, it helps push the 620R to the ground with 408 pounds of downforce. On the street, it mostly just blocks your view, but it does offer a handy place to rest a beverage or, during our drive, a take-out carton of Red Lobster cheddar biscuits. We could tell you that the 620R is a pleasant dual-purpose machine, equally suited for comfort on the street and performance at the track, but that would be a bald-faced lie. This is a tornado on gloss-black wheels. It will pummel you like a grade-school bully and mock you when you cry. The seats have just enough padding to keep you from going numb, and that’s no kindness. Even in the most mild setting, you’ll feel not only the imperfections of the pavement but every tiny stone you kick up from driving over them. This is a high-heel shoe of a car, all sharp pinch and blisters, but as the poster over the treadmill says, “No pain, no gain.” If you want to strut, you’ll look good wearing it, and you won’t see anyone else in the same outfit.

Specifications

Specifications
2020 McLaren 620R
VEHICLE TYPE
mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
BASE PRICE
$278,445
ENGINE TYPE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, port direct fuel injectionDisplacement
232 in3, 3799 cm3Power
611 hp @ 7500 rpmTorque
457 lb-ft @ 5500 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 105.1 inLength: 179.4 inWidth: 76.6 inHeight: 47.0 inTrunk volume: 4 ft3Curb weight (C/D est): 3100 lb
PERFORMANCE (C/D EST)
60 mph: 2.7 sec100 mph: 6.0 sec1/4 mile: 10.3 secTop speed: 200 mph
EPA FUEL ECONOMY
Combined/city/highway: 18/15/22 mpg

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From the July 2009 issue of Car and Driver.When getting there is assumed and what counts is your arrival, you need a ride with Coach cachet, Ferragamo flair, Saks snobbery, Vuitton verve. In the travertine halls of the Somerset Collection, a ritzy shopping enclave in the Detroit suburb of  Troy, Michigan, our quintet of all-weather Arrival Vehicles—let’s call them AVs—basked in admiring glances. Burberry and Ralph Lauren behind showroom glass, Lexus and Mercedes out front, the coveting begins at 10 a.m. [editoriallinks id=’236f4ff4-3352-4455-9709-c97a4d75c3bc’ align=’left’][/editoriallinks]Of course, an AV will get you to most any terrestrial destination; all-wheel drive, traction control, stability control, and onboard navigation see to that. But it’s the designer details and gilt-edge labels that mark an arrival. Arrival—as opposed to just plain ol’ arrival—naturally costs a little more, the price of moving up the status pyramid far enough to be where everybody isn’t. Unrolling 45 or 50 thou won’t put you up in the thin oxygen, but the manners are more polite and the leather is softer.This comparison test is prompted by four new entries in this so-called “compact-luxury sport-utility” class. We’re facing them off against the veteran BMW X3, first introduced in 2004, the winner of our last roundup [July 2007]. For the record, these crossover vehicles are all based on passenger-car platforms.The Audi Q5, newborn for 2009 and Audi’s first entry in the segment, is based on the similarly new A4 sedan. A 3.2-liter V-6 and Quattro all-wheel drive are standard equipment.The new-for-2010 Lexus RX350 follows the formula that made its predecessor the bestseller in the segment, a sumptuous leather cabin riding on a creamy suspension. Choose front- or all-wheel drive.Mercedes-Benz, long a lofty presence in heavyweight SUVs, for the first time lowers its sights to the compact segment with the 2010 GLK350, which is based on C-class architecture. A 3.5-liter V-6 is standard equipment, backed by a seven-speed automatic, with your choice of rear- or all-wheel drive.Volvo’s swoopy XC60 debuts as a 2010 model, a shortened and much resculpted take on a platform shared by the V70/XC70/S80 models. The 3.0-liter, turbocharged inline-six spools up to 281 peak horsepower, making it the top performer of this group, on paper at least. Golf clap, please, for these five AVs.[vehicle type=’adtag’ vehicle-body-style=” vehicle-make=’mercedes-benz’ vehicle-model=’mercedes-benz_glk-class’ vehicle-model-category=” vehicle-submodel=’mercedes-benz_glk-class_mercedes-benz-glk-class_2010′ vehicle-year=’2010′][/vehicle]Fifth Place: Mercedes-Benz GLK350[image id=’5c2f2852-17ae-4892-9498-f2efe003e46f’ mediaId=’482a16e3-623d-4cdf-b201-7faae8ec8818′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]If comparison tests were decided on the basis of styling, this spunky little Benz rolling on Pirelli 20-inchers might have won here. But low-profile tires are noisy, and they often make the steering vague on-center; both complaints echoed and reechoed throughout our drive. All the other vehicles wore 55 and 60 profiles and elicited no squawks. Surprisingly, given the tires, the Benz’s ride was relatively smooth, better than the BMW’s. HIGHS: Looks like fun on wheels, spirited growls from the V-6, smart screen-control strategy, excellent support from the driver’s seat.LOWS: HVAC controls below driver’s knees, noisy on the road, dead travel in brake pedal, flaring sills put mud on pant legs.The GLK350 looks sharp inside and out, with chunky expanses of neatly bent and brushed metal punctuating the black interior. The dash, and particularly the instrument cluster with its crisp markings, seems clean and contemporary. We like the firmly stuffed driver’s seat, pronouncing it just right for all-day journeys.[image id=’e48db2c3-186a-4662-938a-5d8fd3cef9f1′ mediaId=’40f5a5fc-5313-432f-abcc-40c5bdc8333b’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]The V-6 growls as the Benz romps to the lead in the 0-to-30 sprint—only 2.2 seconds required—then falls back a nose by 60 mph before returning to the front of the pack to tie the Volvo for a 15.0-second ET in the quarter-mile. The snarl never goes away, though, making this a relatively noisy ride at interstate speeds.[editoriallinks id=’f3ce52fe-c21d-4b84-b747-c49fe34e7906′ align=’left’][/editoriallinks]This is the shortest and narrowest of our AVs, and if you’re planning to transport three adults in back, don’t—unless one of them agrees to leave a shoulder behind. The high doorsills try to trip you on exit, too. Cargo capacity, measured in cubic feet, is smallest of the quintet. With the second row folded, however, the Benz tied the Volvo at the top of the chart, as both swallowed 37 longneck-beer cases. Those who opt for the power liftgate will learn to use it every time; manual operation takes a strong pull. [image id=’797f2884-3e17-4746-af8a-784c2191ca19′ mediaId=’f9106f3b-bbee-41cc-a180-15b173858c94′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]When the final votes were counted, the disconnected steering and wooden brake feel were too much to overlook, so we’ll appreciate GLK style from the cockpit of something else.THE VERDICT: A baby G-wagen, if you go for that sort of thing.2010 Mercedes-Benz GLK350 4MATIC268-hp V-6, 7-speed automatic, 4234 lbBase/as-tested price: $36,775/$45,935Interior volume f/r: 53/45 ft3Cargo behind f/r: 55/23 ft3C/D TEST RESULTS60 mph: 6.6 sec100 mph: 17.3 sec1/4 mile: 15.0 sec @ 93 mphBraking, 70­-0 mph: 180 ftRoadholding, 300-ft-dia skidpad: 0.78 g C/D observed fuel economy: 20 mpg [vehicle type=’adtag’ vehicle-body-style=” vehicle-make=’lexus’ vehicle-model=’lexus_rx’ vehicle-model-category=” vehicle-submodel=’lexus_rx_lexus-rx350_2010′ vehicle-year=’2010′][/vehicle]Fourth Place: Lexus RX350[image id=’146a66d6-95f4-4e6e-ac32-55313c4280a4′ mediaId=’d231d074-64f1-42fb-8e5b-6e95bccee52b’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]This triple-creme Lexus may define the class in consumers’ minds—it is, after all, the top seller—but it takes more than comfort, silence, and top-level materials to push our car-enthusiast buttons. We insist on driver involvement; Lexus specializes in isolation. We end up feeling respect rather than love.HIGHS: The zenith of plushness, buttery leather everywhere, creamy ride, thoughtful and convenient control layout.LOWS: Power outlets too far down in the console bin, seat cushion and lumbar adjusters never quite get the seat right.[image id=’e3b73797-7a3b-4989-a30e-f4ea4613f646′ mediaId=’24624776-3add-4d15-b06a-fbf8b2c3e7ec’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]That said, the RX350 offers much to respect. The bright, white instrument markings stand out against black backgrounds like stars on a desert night. The interior leather is surely from cows that enjoyed Oil of Olay rubdowns every day of their lives. The 275-hp V-6 purrs happily all the way to its 6500-rpm redline, allowing this Lexus to beat the BMW to 60 mph. Automatic shifts manage to feel silky and sound incredibly precise as well.[editoriallinks id=’3c4f8d2f-dba7-467a-9985-3767d0049dd7′ align=’left’][/editoriallinks]In most measures of performance, the RX turns in numbers that are average for the class, although road grip, at 0.76 g, is weakest of all by a narrow margin. Fuel economy, at 21 mpg on our 450-mile test trip, is exactly average for the group.Surprisingly, given Lexus’s emphasis on luxury, the RX also tops the rankings in practicality. Perhaps in this class, usability is a prerequisite for lavishness. The liftgate is widest of all, opening to the largest floor area behind the second row. Only Lexus and Audi provide release mechanisms allowing you to fold the second-row seat as you load from behind. The hauling space available above the rear wheel arches is by far the widest of the group, resulting in the largest maximum cargo capacity measured by cubic feet, 13 percent larger than that of the second-place BMW. That said, the shape of your stuff determines how much can fit. A full-size bicycle fit most easily into the Lexus, though we managed to get it into every test vehicle. Yet in our beer-case test, both the Volvo and the Benz held more—37, versus 35 for the Lexus. [image id=’ec4087a9-29b3-455f-8406-65adfbb5cedf’ mediaId=’10294263-47c8-414e-8efa-e687f6e522b8′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Our list of admirable Lexus features goes on and on, but we didn’t find the one quality that we seek more than any other—passion.THE VERDICT: The definitive luxury utility absent of any real sport.2010 Lexus RX350275-hp V-6, 6-speed automatic, 4471 lbBase/as-tested price: $39,025/$52,965Interior volume f/r: 57/46 ft3Cargo behind f/r: 80/40 ft3C/D TEST RESULTS60 mph: 6.8 sec100 mph: 18.6 sec1/4 mile: 15.3 sec @ 92 mphBraking, 70­-0 mph: 175 ftRoadholding, 300-ft-dia skidpad: 0.76 gC/D observed fuel economy: 21 mpg[vehicle type=’adtag’ vehicle-body-style=’suv’ vehicle-make=’volvo’ vehicle-model=’volvo_xc60′ vehicle-model-category=’compact-luxury-crossovers-and-suvs’ vehicle-submodel=’volvo_xc60_volvo-xc60_2010′ vehicle-year=’2010′][/vehicle]Third Place: Volvo XC60[image id=’eaea8bf2-5a5f-4945-a675-fac50573a29c’ mediaId=’44cc350c-761b-465c-9340-552b8a37648e’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]This turbo Volvo won the sprinting contest, faltering only in the 0-to-30-mph jump, where the Mercedes and the Audi nipped briefly to the front. From there on, it was all Volvo all the way, blowing through the quarter-mile at 96 mph, three up on the Mercedes, which scored the same time. Big power is usually accompanied by small mpg numbers, and this Volvo is no exception—19 mpg puts it last on our trip, compared with 22 for the BMW at the top.HIGHS: Fascinating styling, excellent front seats, lots of turbo thrust, low-mass liftgate swings easily.LOWS: Pancake syrup in the steering, sharp ride motions and crashing noises on broken pavement, look-ahead safety system lights up laser detectors.[image id=’987c88f9-3eb4-4caa-891f-727d4e66da3b’ mediaId=’e8e2dff5-0cf9-48ca-a741-25592ef851ae’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Turbo boost comes up quickly. The steering is highly damped, as if the parts were moving in a goopy fluid. The ride is firm over rough roads, accompanied by crashing sounds. [editoriallinks id=’87750d87-aa12-49c0-ade4-797aafa16ed8′ align=’left’][/editoriallinks]As Arrival Vehicles go, this one gives the fashionistas something to look at: a high-waisted shape that flares dramatically as it sweeps back to huge sculptural taillights. Better yet, this visual entertainment takes place without encroaching on the capacity within. The XC60 ties the Audi in length at 182.2, exactly mid-size in this collection. We rated rear-seat comfort equal to that of the Audi and the Lexus at the top of the group, cargo space topped them all in our beer-case test, and the lightweight liftgate swung so easily that power assist would have been superfluous. Our bicyclist says the Volvo and the Lexus are easiest to load.[image id=’ffe191c1-18ac-4873-8682-405f4ebd0536′ mediaId=’f700b57e-8778-44d7-8a95-91e54e3f9016′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Inside we found a design that mixes caution and daring, starting with relentless black, wall to wall. And yet the black seats are carefully accented with an orange stitching faint enough that it doesn’t immediately grab the eye. Looking around, there’s a potpourri of textures, with the one on the door inserts being so bold the mind considers, just briefly: Could this have been a mistake? Oddly, the radio/entertainment information appears in a display that humps up out of the dash top like it was an afterthought. The front buckets are form fitting, yet they seem to fit all shapes. We rated them highest for comfort, in a tie with the Audi’s.Speed and comfort, a lasting recipe.THE VERDICT: Volvo breaks the shackles of stodgy but can’t quite make the leap to fun.2010 Volvo XC60 T6 AWD281-hp turbo inline-6, 6-speed automatic, 4258 lbBase/as-tested price: $38,025/$42,250Interior volume f/r: 51/44 ft3Cargo behind f/r: 67/31 ft3C/D TEST RESULTS60 mph: 6.5 sec100 mph: 16.5 sec1/4 mile: 15.0 sec @ 96 mphBraking, 70­-0 mph: 177 ftRoadholding, 300-ft-dia skidpad: 0.81 gC/D observed fuel economy: 19 mpg[vehicle type=’adtag’ vehicle-body-style=’suv’ vehicle-make=’bmw’ vehicle-model=’bmw_x3′ vehicle-model-category=’compact-luxury-crossovers-and-suvs’ vehicle-submodel=’bmw_x3_bmw-x3_2009′ vehicle-year=’2009′][/vehicle]Second Place: BMW X3[image id=’4500f093-4227-4072-9458-c1816ac6c4be’ mediaId=’77c4c0ed-4dd3-4b59-961c-86eda21ca7c9′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]We like this high-riding X3 for the same reason we hoist superlatives in honor of most other BMWs: It drives like it loves what it’s doing.HIGHS: Surprisingly agile, smooth six-cylinder, big glass area opens the view.LOWS: Shockingly expensive even in stripper form, inhospitable rear seat, thinly padded interior feels a class below the others.[image id=’064611d5-a3f4-4ffd-8362-561b0f3e6745′ mediaId=’852b58a2-20d6-4e53-89b8-a231cbbc60f6′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]At the same time, this X3 is the extremist of the group, the anti-Lexus, devoid of plush, abstinent of lush, so thinly padded inside that it feels bony, with road noises typical of a model that’s already five years into its run. [editoriallinks id=’f83f5d61-d44b-471b-9f2b-bcca5375bc9b’ align=’left’][/editoriallinks]But that athletic BMW feel is there. Does it make up for the hideous value proposition? At $46,525 as tested—about $600 more than the nicely equipped Benz and $4275 pricier than the appealing Volvo—the X3 may not represent a sensible investment. The list of equipment we expect at that price that is absent from the X3 raises eyebrows: no navigation, no individual temperature controls for front occupants, no extend feature on the visors, no height adjuster for the front shoulder belts. This is an austere car. And despite the athletic feel, the performance numbers mostly don’t impress. An exception is fuel economy, which tops all others at 22 mpg over 450 miles, compared with 19 mpg for the turbo Volvo at the thirsty end. This lightest-of-the-group X3 stops shortest, too, needing just 169 feet to halt from 70 mph. But it was consistently last in measures of acceleration. [image id=’58b953c0-ebed-4bd7-8baa-994598721935′ mediaId=’2ddfbb45-2641-4a64-b60d-f2cf6293c5de’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]The X3, and the Mercedes even more so, stands at the compact end of the class, almost eight inches shorter than the Lexus. We rated the rear seat lowest in comfort for two, a significant disadvantage for those with social lives. Out back, though the floor area is second smallest, the lean padding and upright sides allow a credible showing in the cargo-space department: 71 cubic feet with the second row folded, compared with 80 for the Lexus and 55 for the least-roomy Benz. Bottom line, this is a driver’s AV, thoroughly and unconditionally satisfying on that count, at a price that promises more pampering than it delivers.THE VERDICT: Imagine a five-year-old BMW on stilts, and you’ll get the idea.2009 BMW X3 xDrive30i260-hp inline-6, 6-speed automatic, 4141 lbBase/as-tested price: $40,525/$46,525Interior volume f/r: 51/45 ft3Cargo behind f/r: 71/30 ft3C/D TEST RESULTS60 mph: 7.1 sec100 mph: 19.1 sec1/4 mile: 15.5 sec @ 91 mphBraking, 70­-0 mph: 169 ftRoadholding, 300-ft-dia skidpad: 0.81 gC/D observed fuel economy: 22 mpg[vehicle type=’adtag’ vehicle-body-style=” vehicle-make=’audi’ vehicle-model=’audi_q5′ vehicle-model-category=” vehicle-submodel=’audi_q5_audi-q5_2009′ vehicle-year=’2009′][/vehicle]First Place: Audi Q5[image id=’2135fe80-52dc-4ad0-a59e-fc5c135a978a’ mediaId=’65e85003-0386-4cda-9570-a73f410f6e99′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]From the driver’s seat, you just have to love the surroundings, the smooth contouring of the almost seamless leather wheel, the deft designer touch with the metal trim around the burled-wood accents, the neat detailing of the door panels right down to the slickly integrated stiffener molded into the top edge of the storage pockets. Oh, sure, we can nitpick. The bin under the center armrest isn’t big enough to be dinky, and what’s with the speedo markings up to 180 mph?HIGHS: Sculptural perfection inside, inspired use of bright trim, fun screen graphics, composed handling.LOWS: Oddly heavy steering at low speeds, freakishly oversized side mirrors, screen-menu buttons too low in cockpit.[image id=’3a19f621-1ba8-40bf-b643-66bd334e5426′ mediaId=’b4a857c8-b723-45ac-a3c8-5aec9e19e2a0′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Audi has delivered where it counts, though: quick acceleration, top-level comfort in the back seat, class-leading grip as measured on the skidpad, better-than-average fuel-economy ratings, respectable cargo space, and, of course, an interior so classy you might delay your arrival for just one more trip around the block. [editoriallinks id=’ba58bfbd-427c-4f3a-b78b-23584cc20a8e’ align=’left’][/editoriallinks]This test car was equipped with Audi drive select, a $2950 electronic controller that tailors throttle response, steering effort, automatic shift points, and ride damping according to your selection of buttons labeled comfort, auto, dynamic, and individual. But don’t expect comfort to be the Lexus mode. The Q5 always feels muscular, more inclined toward the BMW-Mercedes end of things. As with most of these “u-tailor-it” systems, there’s something to like and something to dislike in each position, and after a few days of evaluating, we just decided to default to auto and forget about it. Knocking three grand off the sticker is a better idea.The driver’s seat earned top marks for both comfort and support, in a tie with the Volvo. The side mirrors are freakishly large; some test drivers complained they blocked the view toward the front corners. Out on the two-laners, we appreciated the passing power, confirmed by top marks in the 30-to-50-mph and 50-to-70 acceleration tests. The steering, so heavy in town, seems just right at speed.[image id=’5d9c7a06-d9fd-4d8c-838b-ffe0686473a4′ mediaId=’2a2fbef5-cfdc-4986-8f83-795448781bc1′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Comfortable, composed, and capable, that’s our consensus on this new entry, and the interior design is most inviting of all. In fact, we find it irresistible.THE VERDICT: Great over-the-road dynamics in a high-class package.2009 Audi Q5 3.2 Quattro270-hp V-6, 6-speed automatic, 4346 lbBase/as-tested price: $38,275/$48,275Interior volume f/r: 52/46 ft3Cargo behind f/r: 57/29 ft3C/D TEST RESULTS60 mph: 6.5 sec100 mph: 17.5 sec1/4 mile: 15.1 sec @ 94 mphBraking, 70­-0 mph: 170 ftRoadholding, 300-ft-dia skidpad: 0.83 gC/D observed fuel economy: 21 mpg

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We’re all guilty of occasionally judging a book by its cover; it’s simply human nature. And it’s also true that no matter how fair we ultimately try to be, some covers can be awfully tough to look past. But we’re certainly glad we cracked the proverbial book that is the redesigned 2010 Mazda 3. It wears a face that only a Pixar animator could love, but it’s one good car. More Displacement, More PowerIn addition to its updated smiling—er, styling—the 2010 Mazda 3 s receives a bump in the displacement of its four-cylinder engine, which moves from 2.3 liters to 2.5. That increase comes with a gain of 11 hp and 18 lb-ft of torque for totals of 167 hp at 6000 rpm and 168 lb-ft at 4000 rpm. The new car weighs 90 more pounds than the old one, so it’s no surprise that we saw a 7.4-second 0-to-60-mph sprint—identical to that of a first-gen 3 s five-door we tested—but a substantial 4.5 seconds were chopped from the 0-to-110-mph time. The quarter-mile time also improved by 0.3 second and 2 mph, to 15.7 seconds at 89 mph. Power delivery is buttery smooth, and the six-speed manual transmission—up one gear from the previous model’s—shifts with ease, although the clutch is rather numb. The 2.5-liter can sound thrashy at times, but the improved top-end power makes slicing through traffic a breeze. The EPA estimates 21 mpg city and 29 highway; we managed a respectable 25 mpg combined.The 3 boasts an excellent combo of ride and handling. The steering is the same precise and communicative type of setup we’ve come to expect from all Mazdas. The well-controlled ride means the 3 is comfortable without sacrificing any athleticism. Our tester wore 17-inch wheels with 205/50 Yokohama Avid all-season tires, which helped it achieve 0.86 g on the skidpad, a rather impressive number for the class. Braking is another strong suit, with 70 to 0 mph taking 176 feet, better than average in this class. Fresh InsidesThe new interior is as pleasing as the 3’s driving dynamics. Soft-touch materials are found everywhere you’ll rest your limbs, and there’s no stretching required to reach a control. The seats are extremely comfortable, too, offering great lateral support. Rear-seat room is ample, although those over six feet tall might feel a bit cramped. The shortcomings are few. We did find that the audio controls required some time to master and felt that the steering wheel could use a couple more inches of telescoping travel. Also, the horizontal dash brightwork looks great, but it caused reflections in the side windows that washed out the side mirrors. Our test car rang in at a reasonable $21,275, which consisted of the s five-door Sport base price of $19,900 plus a couple of options. One of the two add-ons was a 10-speaker, 242-watt Bose stereo, which came bundled with a six-CD changer and power sunroof for $1395. Opt for this pack and skip the navigation, and you get a nifty text-only display in place of the nav screen that allows the driver to toggle through various readings such as current and average fuel economy, fuel range, average speed, and vehicle settings. The screen will also display genre, station name, song name, and artist information for the Sirius satellite radio (the other option, at $430) in a Windows-folder-type format. If it sounds like we liked this Mazda, it’s because we did. With its superb road manners, comfortable interior, and flexible hatchback layout, you can’t help looking at the 3 as the top of its segment—although we’d close the book on that goofy front end.

Specifications

SPECIFICATIONS2010 Mazda 3 s 5-door SportVEHICLE TYPE front-engine, front-wheel-drive, 5-passenger, 5-door hatchback PRICE AS TESTED $21,725 (base price: $19,900)ENGINE TYPE DOHC inline-4, aluminum block and head, port fuel injection

Displacement 152 in3, 2489 cm3Power 167 bhp @ 6000 rpmTorque 168 lb-ft @ 4000 rpmTRANSMISSION 6-speed manual DIMENSIONS:Wheelbase: 103.9 in Length: 177.4 in Width: 69.1 in Height: 57.9 in Curb weight: 3047 lb C/D TEST RESULTSZero to 60 mph: 7.4 sec
Zero to 100 mph: 20.5 sec
Zero to 110 mph: 25.6 sec
Street start, 5-60 mph: 7.9 sec
Standing ¼-mile: 15.7 sec @ 89 mph
Top speed (governor limited): 118 mph
Braking, 70-0 mph: 176 ft
Roadholding, 300-ft-dia skidpad: 0.86 g   FUEL ECONOMYEPA city/highway driving: 21/29 mpg
C/D observed: 25 mpg
c/d testing explained

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When Polaris redesigned its three-wheeled Slingshot for the 2020 model year, it added an optional automated sequential-manual transmission in a bid to broaden the vehicle’s appeal beyond the stick-shift savvy. The gambit worked: AutoDrive, as the automatic gearbox is called, now accounts for 80 percent of Slingshot sales. But this Magneti Marelli five-speed is a single-clutch unit, and the 2020 models lacked manual-shifting capability, which is not what you want in a transmission that shifts on its own with a ponderous deliberation more appropriate to bomb defusing than spirited driving. So, after just one year on the market, Polaris has retuned AutoDrive and added a feature it should have had in the first place: steering wheel-mounted paddle shifters. Now when you’re on the brakes and dive-bombing a corner in your Bat Trike, you can manually select a lower gear rather than just hoping for AutoDrive to guess your intentions. Which is good, since it seldom does.

AutoDrive—a $1700 option on Slingshot S and SL models and a $2000 upcharge on the R variant—still works best at a part-throttle pace. Polaris doesn’t quote shift times, but this automatic’s one-Mississippi shift action is more early Smart ForTwo than Ferrari F430 Scuderia. AutoDrive’s shift cadence is aligned with temperate driving, like a human rowing a manual gearbox in no particular hurry. And unlike some automotive single-clutch transmissions—say, BMW’s from 20 years ago or the current Lamborghini Aventador’s—the Magneti Marelli unit doesn’t thrive on abuse. Crank the Slingshot’s 2.0-liter inline-four to its lofty 8500-rpm redline (which is the same for both the 178- and 203-hp versions) and there’s still an intermission between gears. But it’s nonetheless more fun and involving to time that upshift yourself.
Downshifts are rev matched and seem somewhat quicker, though that’s probably an illusion wrought by the ferocious throttle blip that often accompanies a pull on the left paddle. Try to grab a lower gear that would overrev the engine and you’ll get a “shift not allowed” message in the instrument cluster. The Slingshot generally obeys your shift commands, however, even if you’re downshifting right into the red zone.The other time you get the “shift not allowed” message is when you’re in fifth gear and try to upshift to sixth, which doesn’t exist. If you’re cruising at highway speeds, you might wish that it did, because fifth doesn’t let the engine relax much, despite being a 0.75:1 overdrive ratio. On the interstate, the Slingshot’s stubby exhaust constantly emits an unpleasant drone. Then again, when you’re skimming the pavement in a vehicle with no doors and the barest suggestion of a windshield, some highway noise is to be expected. But it is nice that you can now upshift at lower speeds if you’re feeling zen. The Slingshot’s four-banger is perfectly happy to burble along at 2000 rpm, and it’s not like it has a whole lot of machine to drag around.
Indeed, the Slingshot makes a Lotus Elise seem porcine. Polaris lists the curb weight of the SL AutoDrive model we drove at 1663 pounds, just 14 pounds more than with the standard five-speed manual. The company worried about the gearbox’s weight not because of performance reasons but to keep the Slingshot at a poundage where it can be classified as an autocycle, the rules for which in America vary widely from state to state. A more advanced dual-clutch automatic would have been heavier and more expensive, Polaris says, so here we are.And modern dual-clutch transmissions are so good that you often just leave them in automatic mode. Even on a racetrack, a good dual-clutch ‘box can give you the sense that working the shift paddles with your clumsy paws is, if anything, a liability. Regardless of its transmission, the Polaris Slingshot is a throwback to the days when the driver mattered. AutoDrive can now comport itself reasonably well in automatic mode, but it’s always an improvement to hit the big M button on the console and call the shots yourself. Hey, it’s nice to feel important. It’s also nice to know that there’s at least one vehicle out there today with a manual transmission that represents more than mere mechanical nostalgia. If you want to get the most out of a Slingshot—both in terms of fun and performance—you still need a clutch pedal. Polaris: saving the manuals, three wheels at a time.

Specifications

Specifications
2021 Polaris Slingshot AutoDrive
VEHICLE TYPE
front-engine, rear-wheel-drive, 2-passenger, 0-door roadster
BASE PRICE
S, $21,699; SL, $26,699; R, $33,299; R Limited Edition, $34,799
ENGINES
DOHC 16-valve 2.0-liter inline-4, 178 or 203 hp, 120 or 144 lb-ft
TRANSMISSION
5-speed automated manual
DIMENSIONS
Wheelbase: 105.0 inLength: 149.6 inWidth: 77.9 inHeight: 51.9 inCurb weight (C/D est): 1650 lb
PERFORMANCE (C/D EST)
60 mph: 5.9 sec1/4 mile: 14.9 secTop speed: 125 mph

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From the September 1990 issue of Car and Driver.Mr. Robert B. McCurryExecutive Vice President Toyota Motor Sales, U.S.A., Inc. 1900 I South Western Ave. Torrance, California 90509Mr. McCurry:We don’t know a lot about managing a big-time car company, and goodness knows we don’t presume to tell other people how to run their business. But may we offer a suggestion? Find out who told your Japanese colleagues that America doesn’t want a car like the Sera, and tack his hide up on a shed somewhere.[editoriallinks id=’4bffdad3-83bf-45ff-ab03-5f6c5a25af27′ align=’left’][/editoriallinks]You see, Mr. McCurry, it’s been a long time since we drove a car that attracts as much attention from the general public. And as many spontaneous expressions of approval. We get smiles, nods, waves, and thumbs up every time we take it out. It’s almost a hazard on the freeway, with rubberneckers changing lanes all around to get a better view. Crowds gather wherever we park it. The litany has become familiar: “It’s a Toyota. A prototype. It’s in production and on sale in Japan. And it’s cheap—the equivalent of about $11,000. But Toyota isn’t going to bring it here. Yeah, we think that’s a big mistake, too.”Sure, the eyecatchiness of the Sera (you really want it pronounced ser-AH, as in, “will be”?) stems partly from its pea-soup-metallic paint and its right-hand-drive cockpit. But most of the car’s appeal, we’re convinced, is rooted in its fundamental character. The Sera is tiny, fun, and modern. And it looks all those things. Who could resist?[image id=’6307dec6-6060-4929-9a0c-3a84a323c765′ mediaId=’95f81cd5-985c-48b5-b614-31795fa945c7′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]It would probably be enough that the car has a unique, all-glass, bubble-top roof. But then those delightfully trick semi-gullwing doors swing up…and the crowd goes wild. The designers at your parent company in Japan, Mr. McCurry, likely conceived those features for auto-show impact. But we found them to be likable and surprisingly practical in real­-life use. The doors feel sturdy, raise easily, and don’t mind high curbs or close-parked cars. And the wraparound glass provides an open, airy feeling and a truly panoramic view of the world. It’s like a convertible without the noise and mussed-up hair. Okay, a blazing sun can warm the cockpit. But between the air conditioning and the clip-on overhead sunshades, we never overheated.Even the mechanicals contribute, we think, to the Sera’s endearing nature: straightforward, absolutely conventional Starlet-based stuff throughout. That little sixteen-valve, 1.5-liter four runs as sweetly as most all your engines do now, sir, and its 108 horsepower pulls the one-ton car around with spirit and verve, if not exactly muscle. Rack-and-pinion steering, a strut front suspension, a well-located rigid axle in back—it’s all disarmingly simple. The car is light and compact enough to feel zippy and responsive without a lot of fancy chassis hardware. The four-wheel disc brakes and ABS add a welcome dash of upmarket technology.[image id=’2b87e0bf-70cc-4a2e-a7f0-33e77772d86d’ mediaId=’7490a697-4249-4a6f-82e7-cf7f8caaed77′ align=’left’ size=’large’ share=’false’ caption=” expand=” crop=’original’][/image]Considering its diminutive external dimensions, the Sera seems truly vast inside. It reminds us, if we may say so, of the clever CRX, which also sits on a 90.6-inch wheelbase. But your boys wedged real fold-down plus-two seats into that envelope. Even if they aren’t very comfortable, those seats expand the practicality of the car (and would do good things for its insurability). Where real usefulness as a car is concerned, the Sera embarrasses the popular but cramped Miata something awful. And wouldn’t you like to be stealing a little of that car’s thunder right now?We took the liberty, Mr. McCurry, of calling your product-planning department, and we spoke with a fellow there we know to be intelligent and professional. He patiently explained that bringing the Sera to the U.S. is not even an option anymore, because it was developed without regard for our government’s crash standards and doing the necessary structural engineering now would amount to starting over. And he had other completely sound reasons for leaving the Sera in Japan: its powertrain is no longer common to anything in your American lineup, lawsuits could result if the doors were to trap occupants in a rollover, and (the one we hear all the time) the volume wouldn’t justify the investment.[image id=’e22b1431-beb9-4aba-b129-ea3020e29596′ mediaId=’f206084f-2f6d-49f5-a4e3-2321294e3cc2′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Well sir, those may be the sorts of considerations someone in your position needs to weigh. But we’re just not convinced. Okay, maybe this particular car is out of the question for U.S. importation. But couldn’t it serve as a finished prototype for a fresh and practical little glass-roofed hatchback for America? The Corolla’s excellent 1.6-liter four would solve the engine-commonality issue. The structure around the doors and windshield is no more frail than that in a T-topped car, so surely it could meet roof-crush standards. And as for lawsuits, well, there have been gullwing cars before—and, anyway, what isn’t vulnerable to litigation today?No, we really don’t see any serious impediment to doing a Sera II for the States. Except perhaps one. Our friend in product planning admitted that when the Japanese designers showed the Sera to his American team a year and half ago, he didn’t pay much attention. Didn’t care for it. Didn’t take it seriously. Never drove it. Thought it was impractical, with a silly roof and silly doors. [image id=’9bb8ebac-a65d-46bb-8031-74703ced5bef’ mediaId=’e601bab0-c3db-4e96-9862-b4c0cfcf76ca’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]That, Mr. McCurry, sir, is a problem. We expect that sort of reaction from stodgy, overlarge car companies that have maybe forgotten what attracted them to this business in the first place—as opposed to the electric-razor business or the toaster-oven business. We worry when we se that response from the company that brought us the MR2, the Celica All-Trac, and the Previa.Well anyway, thanks for listening. And keep up the good work.Sincerely, Car and DriverP.S. If you don’t mind, we’re going to suggest to some friends that they too, drop you a note if they agree that the Sera should be sold here. But don’t worry. There shouldn’t be more than a million or so of them.

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