Reviews

From the December 2023 issue of Car and Driver.0–150–0 mph: 24.7 secondsBase: $99,765 | As-Tested: $107,225Power and Weight: 668 hp • 4243 lb • 6.4 lb/hpTires: Michelin Pilot Sport 4S; F: 275/35ZR-19 (100Y) TPC, R: 305/30ZR-19 (102Y) TPCBrakes, F/R: 15.7-in vented disc/14.7-in vented discWith 6.2 liters of supercharged V-8 crammed into the Caddy’s engine bay, power-robbing heat soak was the primary obstacle to a quick run. Well, that and traction—Oscoda’s fresh pavement posed a challenge for our more muscular rear-drivers.We kept dialing down launch control—all the way down to 1300 rpm—and there was still a whole lot of torque modulation going on all the way through first gear. But the Caddy’s 668 horsepower asserted itself at high speed with the fourth-quickest 150-mph time, and its trackworthy brakes shrugged off that speed in 664 feet and felt like they’d be happy to keep doing so all day long. The Blackwing didn’t beat the GT3 RS, but the fact that it got within 0.3 second confirms its stature as one of the ultimate sports sedans ever built.back to 0-150-0 Speed Test 2023Senior EditorEzra Dyer is a Car and Driver senior editor and columnist. He’s now based in North Carolina but still remembers how to turn right. He owns a 2009 GEM e4 and once drove 206 mph. Those facts are mutually exclusive. More

From the December 2023 issue of Car and Driver.0–150–0 mph: 22.5 secondsBase: $144,280 | As-Tested: $167,605Power and Weight: 670 hp • 3672 lb • 5.5 lb/hpTires: Michelin Pilot Sport Cup 2 R ZP; F: 275/30ZR-20 (97Y) TPC, R: 345/25ZR-21 (104Y) TPCBrakes, F/R: 15.7-in vented, cross-drilled carbon-ceramic disc/15.4-in vented, cross-drilled carbon-ceramic discThe Z06 is a road-course car, not a drag racer. But its performance here proved that it’s game to trip the beam at your nearest staging lights, cracking off an 11.3-second quarter-mile. The Z06’s launch control is manually adjustable, but we got the best times in auto mode, letting the car learn the surface and adjust its aggression accordingly. By about 144 mph, the numbers climb a digit at a time, so it’s relatively easy to get close to a true 150 mph. As you’d hope, the brakes are stupendous, and it’s all over a lot quicker than it started. The Z06 vanquished its natural foe, the GT3 RS, by almost two seconds, but its margin was narrower against another rival from inside its own brood—the Lingenfelter Corvette ZR1 from 1998, which completed the test in an astounding 23.3 seconds. Think about that: A naturally aspirated C4 Corvette, 25 years ago, could beat a modern Porsche GT3 RS and nearly hang with a C8 Z06. (In fact, the Lingenfelter’s 150-mph time, 15.6 seconds, bested everything at Oscoda except the 911 Turbo.) Makes you wonder what those folks could do with a C8.back to 0-150-0 Speed Test 2023Senior EditorEzra Dyer is a Car and Driver senior editor and columnist. He’s now based in North Carolina but still remembers how to turn right. He owns a 2009 GEM e4 and once drove 206 mph. Those facts are mutually exclusive. More

From the December 2023 issue of Car and Driver.0–150–0 mph: 47.0 secondsBase: $34,015 | As-Tested: $34,015Power and Weight: 276 hp • 3196 lb • 11.6 lb/hpTires: Michelin Pilot Sport 4S; 245/35ZR-19 (93Y) HNBrakes, F/R: 14.2-in vented disc/12.4-in vented discAs our own Csaba Csere pointed out in 1998, overcoming aerodynamic drag at 150 mph requires 3.38 times as much power as it does at 100 mph. That’s why Bonneville land-speed cars all look more like the sleek Elantra than the big-winged Civic, and it’s surely one reason why the Elantra N pulled ahead of the Civic by more than five seconds at 150 mph despite its 39-hp deficit. The rorty six-speed manual Hyundai was a handful off the line, requiring a 5000-rpm clutch engagement followed by judiciously managed wheelspin until it hooked up.Then, the driver had to remember that the N allows no-lift shifting—automotive abuse we avoid in testing unless the car has the no-lift feature. From there, it was a smooth ride, with the Hyundai pulling surprisingly hard above 140 mph. The brakes felt stable and strong despite recording one of the longer stops at 710 feet. Yes, the Elantra finished near the bottom of the pack. But we’re tickled that for $34,015, you can buy a four-door family sedan that can take you to 150 mph and back without a shrug.back to 0-150-0 Speed Test 2023Senior EditorEzra Dyer is a Car and Driver senior editor and columnist. He’s now based in North Carolina but still remembers how to turn right. He owns a 2009 GEM e4 and once drove 206 mph. Those facts are mutually exclusive. More

From the December 2023 issue of Car and Driver.0–150–0 mph: 40.2 secondsBase: $47,405 | As-Tested: $47,405Power and Weight: 315 hp • 3419 lb • 10.9 lb/hpTires: Bridgestone Potenza S005, 235/35R-19 91Y +Brakes, F/R: 14.1-in vented, cross-drilled disc/12.2-in vented discAfter the tricky, tire-frying clutch drops of the Civic and the Elantra, launching the automatic, all-wheel-drive Golf R was as routine as clocking in for your shift at the 150-mph factory. One driver noted, “Put it in Special mode that’s labeled Nürburgring, push on the gas, push on the brake, rev it up, and it goes.” The Golf hit 60 mph in 4.5 seconds, and a buck-fifty requires 33.3 seconds. Since we were only pointing straight, there was little opportunity to touch the capacitive steering-wheel buttons by accident, so that was nice. The Golf’s brakes gave a little wiggle on one stop but otherwise felt the same every time, essentially duplicating the Civic’s stopping performance and erasing 150 mph in 6.2 seconds.True to its origins, the pocket rocket from the land of autobahns felt like it would be happy to stay at 150 mph for as long as we pleased.back to 0-150-0 Speed Test 2023Senior EditorEzra Dyer is a Car and Driver senior editor and columnist. He’s now based in North Carolina but still remembers how to turn right. He owns a 2009 GEM e4 and once drove 206 mph. Those facts are mutually exclusive. More

From the December 2023 issue of Car and Driver.0–150–0 mph: 31.2 secondsBase: $62,925 | As-Tested: $63,100Power and Weight: 576 hp • 4815 lb • 8.4 lb/hpTires: Goodyear Eagle F1 Asymmetric 3 SUV, 255/40R-21 102YBrakes, F/R: 15.0-in vented disc/14.2-in vented disc On a recon run, without the complete array of test equipment active, the EV6 notched a 30.8-second pass, which would have put it ahead of the Supra. Alas, without the granular data, the score from the Russian judge got tossed, and the EV6 officially finished 0.1 second behind the Supra. That is still a quick time, and scrambling to 150 didn’t use as much juice as you’d think—about 5 percent of the battery’s charge per pass, 2 percent of which returns with a regen-friendly gentle stop. When throwing out the anchors in anger, the Kia’s brakes felt good but required a longest-in-test 756 feet of pavement. Launching the EV6 couldn’t be simpler: Press the GT button on the steering wheel to enable all 576 horsepower, brake-torque (which doesn’t seem to do anything, but why not?), and you’re off. Dispatching the quarter-mile in 11.8 seconds, the EV6 is reminiscent of the Bentayga—more motor than brakes but still puts up a nice number at the end of the run. In fact, if the EV6 had been there in 1998, it would have beaten every stock vehicle we tested, including the Dodge Viper. Not bad for a car with zero cylinders. Senior EditorEzra Dyer is a Car and Driver senior editor and columnist. He’s now based in North Carolina but still remembers how to turn right. He owns a 2009 GEM e4 and once drove 206 mph. Those facts are mutually exclusive. More

From the December 2023 issue of Car and Driver.0–150–0 mph: 29.7 secondsBase: $67,155 | As-Tested: $74,500Power and Weight: 500 hp • 4025 lb • 8.1 lb/hpTires: Pirelli P Zero Trofeo RS; F: 305/30ZR-19 (98Y), R: 315/30ZR-19 (100Y)Brakes, F/R: 15.4-in vented disc/14.0-in vented discWe’ve driven a lot of 5.0-liter Mustangs, so launching the Dark Horse was a familiar exercise: Be patient with the throttle, get it rolling, then go wide open. Get it hooked up, and 60 mph arrives in 4.3 seconds, which is normal Mustang stuff, really. It’s pretty much all as expected until you hit the brakes and your eyeballs get sucked out of your head.Did we predict that a Mustang would outbrake both the Corvette Z06 and the 911 Turbo S, posting a preposterous 569-foot stop from 150 mph? No, we did not. Credit those six-piston Brembos up front, super-sticky Pirelli P Zero Trofeo RS rubber, and perhaps whatever high-speed downforce magic Ford worked in its new wind tunnel.Dark Horse owners will certainly bolt on superchargers and headers and all manner of horsepower-juicing aftermarket mods. We recommend not touching the brakes.back to 0-150-0 Speed Test 2023Senior EditorEzra Dyer is a Car and Driver senior editor and columnist. He’s now based in North Carolina but still remembers how to turn right. He owns a 2009 GEM e4 and once drove 206 mph. Those facts are mutually exclusive. More

From the December 2023 issue of Car and Driver.0–150–0 mph: 31.1 secondsBase: $58,745 | As-Tested: $60,365Power and Weight: 382 hp • 3376 lb • 8.8 lb/hpTires: Michelin Pilot Super Sport; F: 255/35ZR-19 (96Y) ★, R: 275/35ZR-19 (100Y) ★Brakes, F/R: 13.7-in vented disc/13.6-in vented discAlthough this test doesn’t involve much lingering at triple-digit speeds, some cars spend enough time there to reveal foibles. And in the Supra’s case, the low-speed agility that makes it such fun on a twisty road manifests as unsettling jitters at high speeds. The truffle hunting starts at about 120 mph as the Supra nervously sniffs the edges of the lane. It regains its stability under braking, but we were glad for the wide expanse of the taxiway as we neared 150. Launching the Supra was fairly simple—keep the revs low, brake-torque it a little bit, and don’t light up the tires. Compared with its unexpected rival, the EV6, the Supra was notably slower to 60 mph (4.3 seconds versus 3.5) but reeled in the EV at higher speeds. It closed the gap to 0.4 second at 150 mph and then clawed back 0.5 second under braking. Yes, the Supra has strong brakes. And at 150 mph, you’re happy to use them.back to 0-150-0 Speed Test 2023Senior EditorEzra Dyer is a Car and Driver senior editor and columnist. He’s now based in North Carolina but still remembers how to turn right. He owns a 2009 GEM e4 and once drove 206 mph. Those facts are mutually exclusive. More

Despite a stocky build of five feet 10 and 268 pounds, former Major League Baseball star Pablo Sandoval was surprisingly agile in his heyday. The beloved infielder helped the San Francisco Giants win three World Series between 2010 and 2014, having already earned the nickname “Kung Fu Panda” after leaping gracefully around a catcher to avoid a tag in a 2008 game, his finesse defying his portly frame.The same could be said about the three-plus-ton 2024 Audi SQ8 e-tron. Stretching 193.5 inches long and 77.8 inches wide, the SQ8 e-tron—formerly known as the e-tron S—is nearly as lengthy as Audi’s mid-size A6 sedan while measuring substantially wider and taller. And yet, up in the mountains outside Los Angeles, this luxury performance SUV displayed some mass-defying athleticism.While not a fully fledged RS model, the SQ8 e-tron is the highest-performing variant of Audi’s largest electric luxury SUV. Three induction AC electric motors—one on the front axle and two at the rear—produce a combined 496 horsepower and 718 pound-feet of torque, 94 ponies and 228 pound-feet more than the standard Q8 e-tron. Audi estimates a 60-mph sprint of 4.2 seconds—certainly not slow but not as blisteringly quick as other performance-minded EVs either.The real highlight comes in the corners. The electric Audi’s quattro all-wheel-drive system is rear-biased, and the two aft-mounted motors employ electric torque vectoring to give the SQ8 e-tron its unexpected agility. The system can send additional torque to the outside wheel while simultaneously braking the inside, adjusting as needed every five milliseconds. The result is sharp turn-in when attacking curves, and we could feel the motors quickly redistributing torque as needed, helping us carry more speed through the turns. The way the rear end can squirm under power adds a level of excitement that instantly separates the SQ8 from the comfort-focused Q8 e-tron. This engaging character is emphasized by a new 14.6:1 steering ratio introduced across all Q8 e-tron variants, providing a response that’s quick but not darty. In Comfort mode, steering weight is minimal, and while Dynamic mode dials in more heft, the SQ8’s helm never feels particularly heavy. It isn’t the most communicative steering in the business, but there is a touch of delicacy to the SQ8 e-tron’s controls that helps this brute feel lighter and smaller than it is.The SQ8 is further distinguished from its more pedestrian sibling through its suspension and chassis, with substantially firmer bushings, stiffer anti-roll bars, and revised damper tuning. These upgrades mitigate body roll, the SQ8 remaining impressively flat around corners no matter how hard we pushed. The standard air springs deftly soak up midcorner bumps, keeping the SQ8 stable. Handling also improves thanks to a 1.4-inch wider track that sits under bulging fender flares, making this the only non-RS Audi to sport a widebody look.The combination of optional 22-inch wheels shod in summer tires and a ride tuned for spirited driving, however, means the occasional harsh impact jolts the cabin. Comfort mode keeps the suspension fairly compliant around town, but this isn’t the smoothest-riding luxury SUV. For those in search of a middle ground between this and the regular Q8 e-tron, the SQ8’s standard 20-inch wheels and all-season rubber should soften the ride (and boost efficiency) at the expense of some handling prowess.Crucially, considering the SQ8’s mass, the brakes are strong, with six-piston calipers and 15.7-inch rotors up front and single-piston calipers with 13.8-inch rotors in the rear. Pedal feel is firm and consistent, smoothly blending regeneration and friction while putting some competitors’ squishy, inconsistent stoppers to shame. However, the three regenerative braking modes do not allow for full one-pedal driving, which would’ve been welcome when we returned to L.A.’s clogged streets. In addition to a new name, the 2024 SQ8 e-tron picks up a bigger battery, trading the old 86.5-kWh unit for a new 106.0-kWh pack. Improved battery chemistry and more efficient packaging allows Audi to fit that bigger battery into the same-size compartment. EPA-estimated range for the Sportback rises from 212 miles to 253. When fitted with 22-inch wheels and summer tires, as our example was, range drops to 218 miles, but that’s still a substantial increase over the 185-mile rating from a similarly equipped 2023 e-tron S Sportback. The SQ8 e-tron’s revised aerodynamics not only contribute to its longer range but also improve the SUV’s looks. The front bumper’s new curtains direct air around the front wheels, while spoilers underneath help mitigate turbulence from the wheels. A sleeker grille incorporates active shutters, while the flat underbody is adorned with golf-ball-style dimples that improve aerodynamic efficiency further. Thanks in part to its newfound slipperiness, the SQ8 e-tron is incredibly silent inside, even as an unusual Los Angeles rainstorm pelted the steel and aluminum bodywork. Minimal wind noise creeps into the cabin at highway speeds, that serenity only pausing briefly for the occasional suspension thump over broken pavement.The cabin is largely the same as the outgoing e-tron S, with a mix of leather and suede accented by brushed silver brightwork. The rear seat is spacious, and despite the sloping roofline of the Sportback model we drove, headroom didn’t feel compromised. The climate controls live in a secondary screen, and while we prefer physical controls for some functions, Audi’s display is crisp, well laid out, and intuitive.More on the Audi Q8 and SQ8The 2024 SQ8 e-tron doesn’t represent a massive overhaul for Audi’s largest EV, but the automaker honed the electric crossover into a more usable daily driver while maintaining its sporting character. The SQ8 may not be cheap, but the surprising sprightliness and dynamic connection afforded by its tri-motor setup leaves us excited for the future of electric performance cars.SpecificationsSpecifications
2024 Audi SQ8 e-tronVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door hatchback or wagon
PRICE
Base: SQ8 e-tron, $90,995; SQ8 Sportback e-tron, $93,795
POWERTRAIN
Front Motor: induction AC, 210 hpRear Motors: 2 induction AC, 185 hp eachCombined Power: 496 hpCombined Torque: 718 lb-ftBattery Pack: liquid-cooled lithium-ion, 106.0 kWhOnboard Charger: 9.6 or 19.2 kWPeak DC Fast-Charge Rate: 170 kWTransmissions, F/R: direct-drive
DIMENSIONS
Wheelbase: 115.1 inLength: 193.5 inWidth: 77.8 inHeight: 65.0–65.5 inPassenger Volume, F/R: 53/49–50 ft3Cargo Volume, Behind F/R: 55–56/27–29 ft3Curb Weight (C/D est): 6350 lb
PERFORMANCE (C/D EST)
60 mph: 4.5 sec100 mph: 12.5 sec1/4-Mile: 13.1 secTop Speed: 130 mph
EPA FUEL ECONOMY
Combined/City/Highway: 63–73/62–72/63–75 MPGeRange: 218–253 miAssociate News EditorCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More