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Its engine is almost nothing, a single cylinder that’s air cooled, fuel injected, and displaces only 125 cubic centimeters. That’s less than eight cubic inches. If it makes 10 horsepower, it would be overachieving. But it doesn’t have that much motorcycle to push around since, as Honda says, the 2020 Super Cub C125 weighs only 240 pounds. This is the first production vehicle I’ve evaluated for C/D that weighs less than I do.
Since the original Cub went on sale in 1958, Honda has built more than 110 million of them. It is by far the best-selling self-propelled vehicle of all time. In the United States, it’s been sold as a harmless thing to play with through the summer. It’s the Honda upon which you meet the nicest people. It’s happy and fun, designed to be operated by someone wearing tight white jeans, boat shoes, and a blond ponytail. But in Asia and other parts of the world, it’s a truck, an F-150 for squeaking through crowded streets delivering food orders or lugging goods from farm to market.

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Jessica Lynn WalkerCar and Driver

Honda’s Super Cub and Monkey Bikes Are Coming Back

Honda Produces 100 Millionth Super Cub!

Even more than the Civic, Accord, or a HHT25SLTAT lawn trimmer, it’s the Cub that established Honda around the world. Over the past 63 model years, Honda has built Cubs with engines ranging from a nominal 50 cc to this relatively beastly 125. The four-stroke, single-overhead-cam, two-valve engine itself is shared with other small Honda motorcycles, including the super-adorable 2021 Monkey and the goofball Grom. Besides its classic step-through design, the big advantage the Super Cub has over its siblings is its 17-inch alloy wheels and relatively long 48.9-inch wheelbase, which make it more stable and comfortable, and make it more of an actual motorcycle and not a moped.
While it looks like the Cubs of old, Honda pulled the original from the United States in 1974. This is an all-new machine that Honda introduced to the American market in 2019. Assembled in Thailand, every plastic body panel, every engine casting, and every other component is beautifully finished and impeccably built.

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Jessica Lynn WalkerCar and Driver

Modern touches include a proximity key so that the Super Cub can be started simply by turning on the ignition and touching the switch on the right side of the handlebar to engage the electric starter. The front disc brake is equipped with anti-lock control, but the rear drum is on its own. All of the lighting systems are LEDs, and they work exceedingly well. The instrumentation consists of a speedometer, some warning lights, and a small digital display that doubles as a clock. There’s only a single seat on the Super Cub and no place to store anything. Well, there is a small compartment on the side that’s just big enough to fit the owner’s manual. A chrome rack that bolts to the front of the leg shield is a $73 accessory.
Throwing on a borrowed Arai Classic-V helmet that neatly matched the seat top, I looked like a background extra from Mel Brooks’ Spaceballs. But there’s something emboldening about a helmet no matter how funny you look. I felt a sense of safety as I got onto a motorcycle for the first time in about 20 years.

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Jessica Lynn WalkerCar and Driver

The Super Cub is amazingly easy to ride. The four-speed sequential transmission operates with a lever at the rider’s left foot. Neutral is at the bottom, and the rider toes up for first and keeps going up until it runs out of gears. If your toe is hypersensitive, the shifter can also be operated with your heel on the opposite end of the lever. A centrifugal clutch and spring-loaded clutch plate handle engaging drive, so the rider can concentrate on keeping a death grip on the left side of the handlebar. The right side is capped with a conventional twist throttle and a lever to operate the front brake. The rear brake is operated by a foot pedal on the right.
Comfortably upright, the riding position compromised the aerodynamics of my torso. Rolling into the throttle, the Super Cub pulls away with no drama. Of course, with a bit less than 10 horsepower available acceleration is hardly intimidating. First gear runs out pretty quickly, but second is good for up to about 30 mph. Third will take the bike all the way up to its terminal velocity of about 60 mph—assuming the rider bends forward to cheat the wind. Fourth is best used as a cruising gear on flat roads or downhill.

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Jessica Lynn WalkerCar and Driver

During my time with the Super Cub, I rode it for 230 miles and put 1.4 gallons of fuel into its 1.0-gallon tank. Including the gallon of gas that was in it when the bike was delivered, that works out to 96 mpg. The total fuel bill came to $7.40, which is kind of awesome.
That in mind, one frustrating element of the Super Cub is filling that tank. The filler lives under the hinged seat and is accessed by pressing a single release button. That’s no problem. But there’s a support rod that runs across the tank just below the filler, and that makes it impossible to insert the fuel nozzle all the way in. That may not be much of a problem in other parts of the country, but in California where vapor recovery systems are mandatory, it makes for an awkward amount of finagling to pull the rubber vapor hose up enough to allow fuel to flow freely. But since the tank is small, it doesn’t take long to fill it.

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Jessica Lynn WalkerCar and Driver

This is a stable, easygoing motorcycle for puttering around a town like my Santa Barbara home. Its feathery weight means it’s easy to pull up onto its center stand for parking. Nearly everyone you meet wants to talk about it, and even at full speed it never feels ragged or strained. It corners securely, allows greater lean angles than I have the courage to exploit, and rides comfortably over road irregularities. As my re-entry point to motorcycling, it’s about perfect. And at $3839 the 2020 model is priced at about a tenth that of the average new car. The 2021 models are already arriving and will cost $100 more.
Motorcycle riders make for better car drivers. You can’t afford to be distracted on a motorcycle—no Bluetooth chatter full of podcasts and pundits (unless you wire your helmet), no eating an Egg McMuffin, no daydreaming. On a motorcycle, a keen situational awareness of everything around you emerges almost naturally, and there are so many inattentive drivers out there that stark terror is only one idiot pulling out of a Starbucks driveway. The intense concentration necessary, even on a bike as benign as the Super Cub, will follow you when you get back behind the wheel of a car.
As for meeting friendly people on this Honda? Well, I can be kind of surly.
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Audi’s boss in the 1980s, Ferdinand Piëch, realigned the company to compete with Mercedes-Benz and BMW, setting in motion a close competition between the German marques. If one of the brands enters a segment, the others follow shortly. If one updates a vehicle, so do the others. The latest in this anything-you-can-do-I-can-do-better strategy is the redesigned Audi A3, which follows the introduction of the second-generation Mercedes-Benz CLA and the new BMW 2-series Gran Coupe.

2020 Audi A3 Is an Early Look at What’s to Come

2022 Audi A3 Sedan Is Aggressively Contemporary

We recently spent a day behind the wheel of the A3 Sportback 2.0 TDI (that’s the hatchback version), but now our attention turns to the A3 sedan, the body style that will be coming to the U.S. next year as a 2022 model. While American A3s will have a 2.0-liter turbocharged inline-four that makes about 200 horsepower, a seven-speed dual-clutch automatic transmission, and a 48-volt hybrid system, the A3 sedan we drove came equipped with a 148-hp turbocharged 1.5-liter four-banger. It might not offer the same acceleration as the one we’ll get, but the 1.5-liter gives a clear indication of what the A3 sedan will feel like going down the road.

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Audi

At first glance, the new A3 Sedan comes across as an evolution of its predecessor. There are sharp creases, slight fender flares, and it looks more aggressive than before, yet the overall proportions remain very much the same. The bubble roof is a typical Audi element ever since Peter Schreyer introduced it on the A1X concept in 1991, and the horizontal taillights provide another connection to the previous A3 sedan.
The interior is boldly futuristic, with a digital instrument panel that is available in two sizes, as well as a standard central touchscreen. The cockpit is full of creases and hard edges; the materials are soft and attractive. The central infotainment screen is similar to that on Audi’s top-level cars, but it provides feedback in sound rather than the vibrations of other Audis. An informative and well-designed head-up display is optional.

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Audi

The A3’s telematics systems and levels of electronic assistance are impressive. Audi’s navigation system is easy to operate and delivers precise commands. We are especially impressed by the optional matrix LED headlights and how they lay an crisp carpet of light ahead of the car.
We found the A3 Sedan to be as well-suited to long trips as the Sportback version that we recently drove. Like the hatchback, the sedan has a comfortable seating position and relatively spacious rear seats. The four-door has a sizeable and easily accessible trunk with a low liftover height, and the rear seats can be laid flat to expand the usefulness of the cargo space.
In Europe, the 148-hp 1.5-liter is the second smallest engine. There is a super-efficient 109-hp 1.0-liter three-cylinder positioned below. Fitted with a 48-volt hybrid system, this A3 offered a genuine “hybrid” driving experience: When you take your foot off the gas, the car will coast, the engine shuts off before the car actually comes to a halt, and restarting is a quick and vibration-free affair.

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Audi

What this engine offers in efficiency and silky-smooth delivery, it loses in acceleration. We won’t complain about a claimed zero-to-62-mph time of 8.4 seconds, but the small four-banger never feels particularly eager to explore its limits. Reaching the claimed top speed of 144 mph will require many miles of autobahn. The seven-speed dual-clutch automatic, which will be shared with the U.S.-bound 2.0-liter, changes gears quickly and unobtrusively. When Audi launches the 40 TFSI model in the U.S., it will be offered with front-wheel drive or all-wheel drive. We did wish for a firmer suspension on the car we drove, but it remains to be seen how the U.S. model will be tuned.
With two AMG-fettled versions of both the CLA and A-class, as well as an M235i Gran Coupe, there will inevitably be new S3 and RS3 performance versions of the A3. While those hotter models haven’t been shown yet, we did learn that the S3 will have more than 300 horsepower and that the RS3 will likely make more than 400. Even at the economical end of the luxury segment, the competition among the German brands remains heated.

Specifications

Specifications
2022 Audi A3 35 TFSI MHEV S Tronic
VEHICLE TYPE front-engine, front-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE $31,000
ENGINE TYPE turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement 91 in3, 1498 cm3Power 148 hp @ 6000 rpmTorque 184 lb-ft @ 1500 rpm
TRANSMISSION 7-speed dual-clutch automatic
DIMENSIONS Wheelbase: 103.8 inLength: 177.0 inWidth: 71.5 inHeight: 56.1 inCurb weight (C/D est): 3000 lb
PERFORMANCE (C/D EST) 60 mph: 7.7 sec1/4 mile: 16.1 secTop speed: 144 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 32/29/37 mpg

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Michael SimariCar and Driver

The hybrid-only 2021 Venza is one of the best-looking new Toyotas in recent memory—or at least one of the least fussy in its design. But its good looks are one of its few strengths. Although Toyota pitches the Venza as a mid-size two-row SUV in the vein of the Chevrolet Blazer, Ford Edge, and Honda Passport, this new crossover struggles to stand apart from the company’s own compact RAV4 hybrid. Within the greater Toyota lineup, it’s easier to think of the Venza as a high-end trim level of the RAV4, rather than a separate model designed to compete with larger rivals.

HIGHS: Attractive design, solid highway fuel economy, cool panoramic roof on Limited models.

Unlike the previous Venza, which was a Camry-based crossover created for the United States market, this new model is plucked from Toyota’s Japanese lineup, where it’s called the Harrier. A glance at the Venza’s spec sheet reveals a number of similarities with the RAV4, as the two crossovers share a platform and most of their powertrain and dimensions. The Venza is a few inches longer, owing to its different body, but its wheelbase and width are the same as the RAV4’s.

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Michael SimariCar and Driver

Toyota Venza Returns for 2021 as Hybrid-Only SUV

Why the Toyota Sienna and Venza Are Hybrid-Only

2021 Toyota Venza Costs More Than the RAV4 Hybrid

The supposedly bigger Venza is actually less spacious inside, and its inferior packaging makes it less practical for hauling cargo. We fit just seven carry-on suitcases behind the rear seats of the Venza—three fewer than in the RAV4 and less than half of what you can stow in a Honda Passport. Lifting things into the Venza requires a bit of extra effort as well, as its cargo floor is significantly higher off the ground than the RAV4’s, at 32.3 inches versus 27.5. The Venza’s rear-seat dimensions are nearly identical to the RAV4’s, yet sitting back there feels more confining because of the Venza’s slightly smaller windows and higher beltline.

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Michael SimariCar and Driver

The Venza features the same all-wheel-drive hybrid drivetrain as the RAV4 hybrid, including a 2.5-liter inline-four and two motor-generators, plus a third electric motor on the rear axle. Combined output is the same 219 horsepower. The only significant difference is that the Venza gets a lithium-ion battery pack versus the RAV4’s nickel-metal-hydride unit. However, the Venza’s more modern battery holds far less energy, 0.9 kWh versus the RAV4’s 1.6. Perhaps that’s why the Venza Limited we tested, at 7.6 seconds to 60 mph, is 0.3-second slower than the RAV4 hybrid despite weighing only 58 pounds more. Either way, a Passport is a significant 1.5 seconds quicker. In our 75-mph highway fuel-economy test, the Venza’s 36 mpg trailed the RAV4 hybrid’s result by 1 mpg, although both numbers are admittedly impressive for any SUV. Still, Toyota’s smooth 3.5-liter V-6 would have helped to differentiate Venza, as would the new RAV4 Prime’s impressive plug-in-hybrid powertrain with 302 horsepower. But Toyota says it has no plans to offer other Venza variants in the U.S.

LOWS: Slower and less practical than a RAV4 hybrid but more expensive.

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Michael SimariCar and Driver

While the Venza may look a bit classier than the RAV4, it offers similar levels of comfort and refinement. Its four-cylinder can sound buzzy and sends more vibrations through the steering wheel and pedals than we’d like. Wind noise is noticeable on the highway, even though the Venza’s sound measurement at a 70-mph cruise is one decibel lower than the RAV4 hybrid’s. The Venza is reasonably balanced around corners, but its comparatively slower steering and softer suspension versus the RAV4 make it feel larger and a bit lazier on the road, as well as less composed over rough pavement. Our test car’s Bridgestone Ecopia all-season tires were quick to relinquish their modest grip, with adhesion around the skidpad amounting to 0.79 g and stops from 70 mph requiring an unimpressive 179 feet.

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Michael SimariCar and Driver

Unfortunately, the Venza lags behind the RAV4 in additional comparisons: The Venza isn’t rated for towing, yet the RAV4 hybrid can tug up to 1750 pounds; the RAV4’s physical buttons and knobs on its center stack are easier to use than the Venza’s touch-capacitive buttons; and the Venza has fewer and smaller storage cubbies for stashing small items. Perhaps most frustrating is that Toyota charges between $3000 and $6000 more for the Venza than for equivalent RAV4 hybrid models.
On a technical level, the Venza’s primary advantage is its panoramic electrochromic sunroof, a $1400 option exclusive to the Limited trim that can change from transparent to translucent at the touch of a button. But at our test car’s $43,045 price point, the new Venza struggles to distinguish itself both from Toyota’s own compact SUV and its numerous mid-size crossover competitors. Unless you’re smitten with the Venza’s design, the RAV4 hybrid is the more compelling buy.

Specifications

Specifications
2021 Toyota Venza
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE AS TESTED $43,045 (base price: $33,590)
POWERTRAIN DOHC 16-valve Atkinson-cycle 2.5-liter inline-4, 176 hp, 163 lb-ft + 3 permanent-magnet synchronous AC motors, front: 118 hp, 149 lb-ft; rear: 54 hp, 89 lb-ft (combined output, 219 hp); 0.9-kWh lithium-ion battery pack
TRANSMISSION continuously variable automatic
CHASSIS Suspension (F/R): struts/multilinkBrakes (F/R): 12.0-in vented disc/11.1-in discTires: Bridgestone Ecopia H/L 422 Plus, 225/55R-19 99V M+S
DIMENSIONS Wheelbase: 105.9 inLength: 186.6 inWidth: 73.0 inHeight: 65.9 inPassenger volume: 95 ft3Cargo volume: 29 ft3Curb weight: 3879 lb
C/D TEST RESULTS 60 mph: 7.6 sec100 mph: 20.9 secRolling start, 5–60 mph: 7.9 secTop gear, 30–50 mph: 3.8 secTop gear, 50–70 mph: 5.2 sec1/4 mile: 15.8 sec @ 89 mphTop speed (governor limited): 118 mphBraking, 70–0 mph: 179 ftRoadholding, 300-ft-dia skidpad: 0.79 gStanding-start accel times omit 1-ft rollout of 0.3 sec.
C/D FUEL ECONOMY Observed: 36 mpgHighway range: 520 miles
EPA FUEL ECONOMY (MFR EST) Combined/city/highway: 39/40/37 mpg

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We’ll apologize up front for this being another of our occasional takes on a compelling car that the vagaries of the international auto industry deny us. That’s because although Alpina does exist in the United States—selling its B7 version of the BMW 7-series and set to launch its new XB7 SUV here soon—there are unfortunately no plans to bring any of the BMW tuner’s smaller and more affordable models to the States, such as this impressive 3-series-based B3.
The new B3 isn’t meant to be a rival to the forthcoming M3. Alpina’s close relationship with BMW is based on the clear understanding that the company’s variants are built around a different mission from those that wear M badges. Alpinas are softer and more comfort orientated, designed more for effortless high-speed blasts on Germany’s autobahn than for shaving seconds from lap times. That focus makes for seriously multitalented vehicles, which the new Alpina B3 demonstrates wonderfully.

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Alpina

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Alpina’s status as BMW’s officially sanctioned tuner means it basically gets to play Lego with the manufacturer’s componentry. The B3 uses the all-wheel-drive system, mechanical limited-slip rear differential, and eight-speed automatic transmission from the M340i xDrive model but adds a beefier torque converter to better cope with the output of the S58 twin-turbo 3.0-liter straight-six that the B3 shares with the X3 M and X4 M SUVs. For Alpina duty, the six gains smaller, low-inertia turbocharger compressors, redesigned intake and exhaust systems, and a retuned computer. Its 456 horsepower slots it slightly below the 473 or 503 horses of the M models, but the B3 produces a stout 516 pound-feet of torque versus the M tune’s 442 pound-feet. The B3 should be able to clear 60 mph in about 3.5 seconds, and top speed is an unrestricted 186 mph for the wagon and 188 mph for the sedan.

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Alpina

The B3’s engine pulls without lag—or indeed much in the way of apparent effort—generating significant speed with the accelerator pedal only halfway through its long travel. Pushed harder, the g forces increase and the sounds it makes get angrier, but the engine’s linearity and broad midrange muscle is in marked contrast to the top-end fireworks of most M cars. The last-generation B3 was less powerful yet struggled for grip in its standard rear-drive form, but the new car just sticks, even when accelerating hard from a stop. While understeer can be found in tighter bends, the front end’s push is minimal and is usually successfully countered by the all-wheel-drive system.
Even more impressive is the B3’s chassis. It employs new Eibach springs but keeps the adaptive dampers from the M340i, which have been reprogrammed to give a broader spread between Comfort and Sport modes. Even with the dampers in their firmest setting, there was no harshness to the car’s ride over the (admittedly few) rough patches we could find on our test route through the German countryside. There was also no sense of float or excessive body roll in Comfort mode. That includes during hard acceleration, which, despite the softer springs, seemed to produce less squat than is typical in punchy BMWs. The steering feels better weighted as well, with a more natural loading of cornering forces than in the M340i.

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Alpina

We drove both sedan and Touring wagon versions of the B3 on the road and can say there’s minimal dynamic difference between them. The wagon’s open cargo area allows slightly more noise inside, although its cabin is still impressively quiet at cruising speeds. Its responses to control inputs aren’t quite as keen as the sedan’s—Alpina says it weighs 176 pounds more—but with no Touring version planned for the new M3, the long-roof B3 will be the quickest factory-approved version of the current 3-series wagon.
Beyond some discreet Alpina branding, including the company’s badge on the steering wheel in place of the BMW roundel, the B3’s interior is predictably similar to that of a well-specified 3-series. The standard steering wheel features Alpina’s traditional small buttons on the back of the spokes for manual gear selection, but you can opt for more functional machined aluminum paddles instead. Externally, the B3 is similarly understated, especially for buyers who resist Alpina’s optional pinstriping. Beyond the Alpina-branded front splitter—which harks back to when the company competed in the European Touring Car Championship—the B3 shouts remarkably little for being as quick as it is.

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Alpina

On the demanding Bilster Berg racetrack, an exclusive members’ club built on the site of a former British army munitions depot, the B3 felt impressively quick for a luxury performance car. Its suspension retains tight control of the car’s body motions and reveals a playful side that comes in part from the all-wheel-drive system’s rearward torque bias. Chuck it through a tight corner, and the combination of the more aggressive Sport Plus drive mode and the stability control’s Sport setting allows a liberal amount of slip from the back end. The next M3 will undoubtedly be even quicker and more extreme on the track, but the softer-edged B3 is no slouch.
In terms of global reach, Alpina remains a boutique shop. With production limited to about 2000 cars a year in total, CEO Andreas Bovensiepen admits it’s not possible to financially justify the considerable costs of certifying its less-expensive models for sale in the U.S. Less expensive in this case means a starting price the equivalent of $91,000. Still, it’s a shame. What the new B3 gives up in outright performance it more than makes up for in refinement and exclusivity. Sadly, we’ll have to continue to appreciate it from afar.

Specifications

Specifications
2020 Alpina B3
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door sedan or wagon
BASE PRICE (GERMANY) $91,000
ENGINE TYPE twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement 183 in3, 2993 cm3Power 456 hp @ 7000 rpmTorque 516 lb-ft @ 2500 rpm
TRANSMISSION 8-speed automatic
DIMENSIONS Wheelbase: 112.2 inLength: 185.8 inWidth: 71.9 inHeight: 56.6–56.7 inPassenger volume: 95 ft3Trunk volume: 17–18 ft3Curb weight (C/D est): 4150–4300 lb
PERFORMANCE (C/D EST) 60 mph: 3.4–3.5 sec100 mph: 9.0–9.1 sec1/4 mile: 11.9–12.0 secTop speed (mfr’s claim): 186–188 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 18/15/23 mpg

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From the March 1977 issue of Car and Driver.
Here is a car that’s going to make the purists grind their teeth. The thing says Ferrari all over it, prancing horses everywhere you look. You can see six of those noble little Ferrari trademarks right from the driver’s seat and that is without even craning your neck. Walk around the outside, and you’ll see more—front, back and both sides—proclaiming for all the world that this is the latest message to the faithful from El Commendatore.

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But the purists, bless their over-informed hearts, know perfectly well that this little thigh-high sweetie officially called Ferrari 308 GTB is nothing but a social-climbing Dino. Look underneath if you don’t believe it. The engine is the same all-aluminum, sidewinder V-8 bolted to the same five-speed manual transmission that you’ll find in the Dino 308 GT4. The suspension pieces are identical too. And so are the wheels. What’s old Enzo trying to pull here anyway, sticking his rampant horses to a bogus Ferrari?

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Don HunterCar and Driver

It must be hell being a purist—fogs the mind and blocks the vision. You can’t see the truth for the facts. Now, to be completely correct, this new Ferrari shares virtually all of its major mechanicals with the Dino 308 GT 4. And it has a V-8, not one of the glorious V-12s, with belts instead of chains driving the four camshafts. So there is none of the old clatter, nothing to cock an ear to two blocks away. As a final indictment, the body is made of—can it really be true?—fiberglass. Like a Corvette. Or a boat. If you’re the sort who weighs the merits of an automobile by the specifications printed on the back of brochures, you’re going to conclude that the EPA and the DOT and the old rocking chair have taken a firm grip of Mr. Ferrari, and he is easing himself into retirement on the strength of past accomplishments.

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Don HunterCar and Driver

And that, in one short paragraph, is why it is so dangerous to judge a car by the ancestry of its parts. Because this latest Ferrari is a remarkable machine, a truly happy collection of ideas and components that really work well together. Visually, it’s a first-round knockout, just the right blend of old Pininfarina Curvaceous and Modern Wedge. The fenders swoop with undisguised joy while the nose droops in the best aerodynamic tradition. And there are enough slots, scoops, and vents to satisfy those who want the Functional Look. In red, the effect is stunning. Ferrari’s red seems to get more intense each year: The test car made fire trucks look pale. It also made fire trucks with all of their chrome fitments look frivolous. The Ferrari is trimmed entirely in black-bumpers, taillight surrounds, door handles, everything. Which makes the red even redder.
If you are going to spend big money for a car, $28,780 in this case, it’s just assumed that the car will have visual flare in proportion to its price. But with rare exceptions—the 250 GT Berlinetta Lusso and the GTO 64, to name two, and these are more than 10 years old—Ferraris generally have had frumpy styling. So even at first glance, this new GTB is a radical departure from the norm. But then this car goes against the Ferrari tradition in a number of ways. It would appear that its designers approached the problem of a mid-engine GT coupe with an open mind. And as a result, the GTB is one of the most logical, comfortable and easy-to-drive mid­engine cars ever built.

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Don HunterCar and Driver

If you think back a bit, you will observe that although mid-engine cars have been the dominant theme in racing for about 15 years, the concept has not fared well on the road. Usually, designers got the proportions wrong. DeTomaso’s efforts, the Mangusta and the Pantera, are prime examples. He tried to have a V-8 engine between the wheels and at the same time maintain a wheel­base typical of front-engine cars (both the Pantera and the Corvette measured 98 inches). The result was a short cockpit with little legroom and vertical seats positioned very close to the floor. Calling this a torture chamber would be a rather severe description, but you get the idea. Another source of discomfort was the combined effect of the steeply raked windshield and the short roof. The top of the glass was right over your forehead, and all of the sun’s energy beamed right in full force on your lap. It was like sitting in a Radarange.

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Don HunterCar and Driver

With the GTB, Ferrari has handled all of these dimensions very nicely. The wheelbase is even shorter than that of the Pantera—only 92 inches—but the transverse engine mounted just forward of the rear wheels is a very compact arrangement, and it does not intrude on cockpit space. So the GTB’s interior dimensions are much more generous than a Pantera’s. Your legs must angle slightly toward the center of the car to clear the arches for the front wheel, but this is less bothersome than in, say, a Porsche 911. And although the windshield angles back severely, it starts from a cowl that is well forward and finishes accordingly, leaving plenty of roof for shade. Overall, the GTB is a very compact car. It’s just over a foot shorter than a Corvette and strictly a two-seater. Baggage space provides about the same volume as in a Corvette, but the shapes of the compartments in the two cars are different enough to make you use different bags. All of the Ferrari’s luggage space is rear­ward of the engine, and it runs the full width of the car. You get to it by lifting the engine lid and then unzipping a vinyl tonneau cover. The space is modest, but at least one golf bag should fit, for those of you who accept or reject cars on that basis. But regardless of what you like to carry along on your travels, if it won’t fit in this trunk, chances are it won’t go anywhere. The front compartment is entirely filled with the spare tire and brake cylinders, and there is barely enough room behind the seats for this magazine. All that’s left is a pocket in each door and a locking compartment between the seats.
But if the GTB is obviously not a pack horse, it still has practical aspects that may have escaped your first notice. The fiberglass body should be easier to repair after a crunch than limited-production steel body panels. Chances are that some enterprising shop will make a mold from which replacement body sections could be lifted for the cost of dune-buggy bodies. Considering the brand name we’re dealing with here, the markup might be a bit higher, but the net should still be less than factory-fresh equivalents from across the sea. Fiberglass is really quite a logical body material for this sort of machine. Manufacturing costs for a short run of cars should be less than with steel, and the finished product won’t rust. It’s also fairly dent resistant as well. A light hit on fiberglass may scratch the paint, but the body is resilient enough to resume its former shape with no permanent damage.

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Don HunterCar and Driver

To be sure, fiberglass brings its own problems. You don’t have to ride one block in the GTB to know its body materiaI. There is a sort of dull clunking sound, a sensation you feel as much as hear, whenever you hit bumps. This Ferrari, all Corvettes, and some Lotuses have it. There is nothing annoying about it. It’s just there. And in our minds, a fair trade for the rust resistance.
When you mention fiberglass, people usually conjure up visions of fenders rippling like mill ponds. This isn’t the case with the GTB. We inspected the body surfaces quite carefully and found them to be generally within the range of what you’d expect of steel cars. Interestingly, the Ferrari’s front deck lid is made of aluminum, and the surface finish of it is no smoother and no rougher than the glass nosepiece surrounding it.
Although the GTB’s entire body, with the exception of the front lid, is made of fiberglass, the construction of the car itself is not much different than metal-­bodied Ferraris. All of them use a frame welded from simple brackets and steel tubing that’s usually rectangular. The tubes are always sprayed black, and you can always see rust around the welds, even on new cars. This is typical of all the Italian exotic cars, and if the sight of rust blemishing your handwrought frame makes you nervous, it might be best if you didn’t look so close.

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Don HunterCar and Driver

Certainly the GTB offers other visual attractions. The interior is done up in the Michelin Man style now coming into vogue with the Italian coachbuilders. Most surfaces in the cockpit are covered with huge pillowy rolls of vinyl. Pininfarina gave the padded-cell look to the Lancia Beta Scorpion first, and now it has done a variation on the theme for Ferrari. The effect is altogether different than what the world has come to expect of cars, particularly sports cars. There is no wood, no engine-turned aluminum, no black crackle to act as background for dozens of gauges, levers, and knobs. Instead, the dash, doors, roof and seats all seem to run together in a padded cocoon of vinyl. There is but one interruption. Directly before the driver, right where he would hope it would be, is the instrument cluster. All the dials are round. The tachometer shows a 7700-rpm redline. The speedometer reads to 180 mph. The stylists have fancied up the markings a bit more than they should have for maximum legibility, but the message is by no means lost. Curiously, the cluster ended up too small for all the dials, so two—the clock and the oil temperature—are tucked away below the dash on the left, half buried by the voluptuous padding.
The controls you must reach for either sprout from the steering column or are located on the console. In Italian cars, reaching for the steering wheel tends to be an Olympic-level task. At first glance, the GTB looks as difficult as they come. The wheel angles forward at the top in that awkward way. But then when you slip into the seat, you find the steering is more manageable than you anticipated. The reach is reasonable, and the low steering effort, one of the delightful aspects of a mid-engine car, makes minimal demands. Parking requires some exertion, but you’ll never be discouraged from any maneuver on the road.

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Don HunterCar and Driver

In fact, there is very little about the GTB that is discouraging. Sports cars and GT cars traditionally have been specialized machines, and frequently you were asked to make major sacrifices in comfort or convenience just to have the look of speed and, if you were lucky, the performance to match. But the GTB is wonderfully accommodating. It has plenty of room inside for two adults. Your head won’t rub the molded, one-piece headliner, and you won’t have to tuck your elbows in your belt loops. The seats are exceptionally good. They are finished in leather, very firm and deeply contoured. They give you the feeling that you’ll be well taken care of, come what may, even if that means 500 miles in one afternoon. And the combination lap-and-­shoulder belts fit comfortably, something that couldn’t be said of their equivalent in the Dino 308 GT 4.
Oh, the Advantage of Owning a Ferrari Dealership
You might think that the Ferrari dealers of this nation would be stumbling over themselves to lend this magazine a test car. They are not. The only one to step up to its solemn duty was International Motorcars Corporation, which also happens to be the newest Ferrari dealership in the country. But don’t think that International Motorcars came through because it was too green to know any better. Instead, the reason had to do with geography-because the newest Ferrari store just happens to be located smack in the heart of Jackson, Mississippi, and business is done differently in that part of the country.
As you would expect, there is not a surfeit of Ferraris in Mississippi. Until just recently, the exact count was seven. And four of these were owned by two men from Jackson: Charlie Kemp, better known for his exploits in road racing, and Sam Scott, a lawyer of no modest skill. Together they started International Motorcars, not to populate the state with more Ferraris but as a way to get dealer tags for their own cars. In Mississippi, the license plates for a Ferrari run about $300 per car per year, but as a dealership, they can get all they want for the lump sum of $160. Scott drew up the papers, and they were in business.
The idea of actually becoming a Ferrari store came later. “To be honest, we just thought it would be a neat thing to do,” Scott says. “But we didn’t know if we could qualify. When we called the importer, they had heard of Kemp through racing and said they would consider us.”

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Don HunterCar and Driver

After a few months of negotiations, the deal went through. International Motorcars bought $2000 worth of genuine Ferrari parts and a pair of new cars and hung its sign out in front of a remodeled Chrysler-Plymouth dealership in downtown Jackson, a location that is within an exhaust-shriek of the state capitol.
Having a Ferrari store and actually selling Ferraris are two different matters. Kemp and Scott had no way to know if they could move cars. But they soon discovered that the Ferrari business, although it may move in strange ways, definitely moves. Scott remembers the first car they sold. “A kid arrived out front in a taxi with an airplane ticket in his hand. He was wearing a T-shirt and jeans with holes in the knees. Turned out he was from New Orleans and had seen our ad in the Times-Picayune. We had a used 275 GTS on the floor. He walked around the car twice—didn’t even sit in it—and said he’d take it. The price was $14,500, and he gave us a check for $8000 to hold it.”
That was last July. Since then business has been well above expectations. They’ve sold 11 cars, six of them new ones. And poised on the showroom floor right now is one brilliant-red Ferrari 308 GTB certain to become a much sought after collector’s item. It is the Car and Driver test car. If you tell Charlie Kemp that you are a regular reader, he might even make you a deal. —Patrick Bedard

Specifications

SPECIFICATIONS
1977 Ferrari 308GTB
VEHICLE TYPEmid-engine, rear-wheel-drive, 2-passenger, 2-door coupe 
PRICE AS TESTED (1977)$28,780 (base price: $28,780)
ENGINE TYPE DOHC 16-valve V-8, aluminum block and heads, 4×2-bbl Weber 40DCNF carburetorDisplacement 179 in3, 2927 cm3Power 240 hp @ 6600 rpmTorque 195 lb-ft @ 5000 rpm
TRANSMISSION 5-speed manual
CHASSIS Suspension (F/R): control arms/control armsBrakes (F/R): 10.6-in vented disc/10.9-in vented discTires: Michelin XWX, 205/70VR-14
DIMENSIONSWheelbase: 92.1 inLength: 172.4 inWidth: 67.7 in Height: 44.1 inCurb weight: 3110 lb
C/D TEST RESULTS60 mph: 7.9 sec100 mph: 21.1 sec1/4 mile: 16.0 sec @ 89 mphTop speed (C/D est): 140 mphBraking, 70–0 mph: 220 ft

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AMG wasted no time getting its hands on Mercedes’s smallest crossover, the new GLA. Compared to the 221-hp GLA250, the AMG GLA45 seems to be cut from entirely different cloth. There is an intermediate AMG GLA35 with at 302 horsepower, but the range-topping GLA45, with its 382-hp M139 engine, is the focus of this review.
This same engine can be found in the GLA’s platform-mate, the CLA45. AMG extracts the 382 horsepower from a mere 2.0 liters of displacement. Force-fed by a single twin-scroll turbocharger, peak power comes at 6500 rpm, while maximum torque—354 pound-feet—is on tap from 4750 to 5000 rpm. Compared to the 302-hp GLA35, the 45’s cylinder head is completely different; its intake and exhaust ports are opposite to that of the GLA35. The turbo now occupies the real estate near the firewall, and the intake plenum sits out front. This setup optimizes airflow to feed this engine’s voracious appetite for oxygen and to better serve the powertrain’s cooling requirements.

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Mercedes-AMG

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If you think that a single large turbo is a recipe for turbo lag, the GLA45 may dissuade you of that notion. Mated to an eight-speed dual-clutch automatic, the engine is so responsive that it largely resembles a naturally aspirated unit, except there’s great power at low rpm. Ripping through the gears, the GLA45 will charge to 60 mph in a conservative claim of 4.3 seconds—a 2018 GLA45 did the deed in 3.9—and the rush continues up to its terminal velocity, a claimed 155 mph. Even in quieter settings, the engine remains somewhat raspy and aggressive.
Our GLA45 came with the AMG Dynamic Plus package that offers six driving modes that adapt the suspension, throttle-pedal feedback, sound, shift strategy, front-to-rear torque distribution, steering assist, and the permissiveness of the stability control. Switch to the Master setting, and the GLA45 will allow you to coax the crossover into an easily controllable drift. The Dynamic Plus package also includes adaptive dampers and larger front brake rotors clamped by six-piston calibers instead of four-pot binders.

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Mercedes-AMG

The Dynamic Plus package highlights and helps optimize the GLA45’s chassis hardware. Stiffened and fitted with body reinforcements, the AMG version has a tauter suspension with struts up front and multilink in the rear. The steering is ultra sharp and direct while the body control is firm and tight. It feels at the ready, attentively waiting for any driver input to translate into rapid moves. The variable torque split between the front and rear axles is controlled by an electronically controlled clutch pack, and a torque-vectoring rear differential distributes power between the rear wheels.
The same interior that looks so clean and simple in the GLA250 is transformed by AMG with a somewhat-sportier steering wheel, firm and supportive performance seats, grippy microfiber elements, standard red stitching, and red seatbelts. The 10.3-inch instrument cluster features an AMG-specific Supersport gauge cluster that looks great, although it is not more informative than the regular gauges, which can still be selected.

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Mercedes-AMG

AMG seems to think that owners might take their GLA45 to a track. For those select few, there’s a Track Pace program that serves as a personal instructor, allowing the driver to record their favorite racetracks. Take it on the track, and the system feeds data into the instrument cluster or the head-up display to help improve lap times.
What we don’t like about the GLA45 is common to all GLAs. We’re still fighting with the imprecise touchpad that operates the infotainment system, and even the GLA45 has a decidedly un-sporty column-mounted shifter. There’s also the matter of the GLA45 S, which isn’t available in the United States. At 415 horsepower, 369 pound-feet, and capable of 168 mph, it ladles out the power even more generously. But even without the S treatment, we can’t think of another crossover this size that’s more fun.

Specifications

Specifications
2021 Mercedes-AMG GLA45
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
BASE PRICE (C/D EST) $55,000
ENGINE TYPE turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, port and direct fuel injectionDisplacement 122 in3, 1991 cm3Power 382 hp @ 6500 rpmTorque 354 lb-ft @ 4750 rpm
TRANSMISSION 8-speed dual-clutch automatic
DIMENSIONS Wheelbase: 107.4 inLength: 174.6 inWidth: 72.8 inHeight: 62.5 inCurb weight (C/D est): 3600 lb
PERFORMANCE (C/D EST) 60 mph: 3.9 sec100 mph: 9.7 sec1/4 mile: 12.4 secTop speed: 155 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 25/23/29 mpg

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From the December 1986 issue of Car and Driver.
One century and a few zillion miles by automobile later, the thrill of self-propulsion hasn’t diminished an iota. We know this is an absolute fact now that we’ve had the rare pleasure of driving a replica of the original automobile, described by Carl Benz in his 1886 patent.

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The startup ritual is a trip in itself. White gas and water are added to the appropriate brass reservoirs behind the seat. The engine oilers are topped off with 30-weight. The carburetor is adjusted with a knurled knob located just under the seat. The ignition is switched on, and the trembler coil sounds for all the world like a modern-day key buzzer. Exposed crankshaft journals are lubricated with a squirt or two of oil, and the cylinder is primed with a fuel-air mix by giving the massive horizontal flywheel a few swings back and forth. Finally, the big wheel is spun rapidly, until the Benz engine fumph-fumph-sneeze-fumphs to life.

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George LeppCar and Driver

The commotion that follows is vintage hurdy-gurdy: ringing gears, occasional small-caliber pops, frantic shaking, and the steady throb of primeval power. A mist of oil spray and partly burned fuel forms over the machinery, and the 0.88-hp three­-wheeler is ready to ride.
The climb aboard is awkward but not as big a chore as mounting a horse. The small leather bench is reasonably comfortable, and the weight of a human on top of it damps some of the wild vibration. Managing the controls is child’s play. There is no throttle to worry about, because the engine runs virtually flat out all the time. Where you expect to find a steering wheel, there is a delicate tiller with a pointer attached to it: aim the pointer left and you go left, right and you turn right. Benz was clearly onto something here. A hand lever to the left of the seat takes care of everything else: you pull it back to apply power to the rear wheels, push it forward for neutral, and shove it farther forward to brake.

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George LeppCar and Driver

The fumph-fumphs are fewer and further between as the engine shoulders the load. Gradually it settles into a strained but steady cadence; with each piston stroke, you feel as if a soft battering ram were thumping your solar plexus. When your hair wafts up and off your forehead in the breeze, you know you’re flat out.
The term “acceleration” doesn’t quite fit a Benz in the act of forward motion. It gathers speed like a fog bank cresting a hill. Any kid on foot could beat it in a race.
The Benz’s chassis dynamics are identical to those you’d experience while riding a kitchen stool propped on top of a wheel­chair. From your precarious perch, the wide eyes of the assembled masses blur by at knee level. Your eyes show no terror, though, because the inner ear acts as a gyrostabilizer, quickly settling your qualms and automatically applying the requisite body English while slowing or turning. Hard braking, full-power cornering, and breathless blasts of oil-spitting speed soon become comfortable maneuvers.

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George LeppCar and Driver

It isn’t long before the hardworking Benz needs a break. As the engine boils off its supply of cooling water and the friction drive begins to warm and stretch the leather transmission belt, there is noticeably less power to play with. On our gradually sloping test strip, the three-wheeler demonstrates a distinct preference for the down direction. With the grade in our favor, we can easily exceed 10 mph (clocked by the photo car’s speedometer), but outside assistance is necessary on the uphill leg. Two tireless Mercedes-Benz technicians, Ernst Thiel and Hermann Stehling, supply people power from behind and keep a close watch over the machinery.
Apprentices at the Mercedes-Benz factory constructed this replica of the original Benz Patentwagen and 32 other historic recreations for this year’s anniversary-of­-the-automobile celebration. Eleven duplicates each of Gottlieb Daimler’s 1885 motor bicycle, his 1886 four-wheel motor carriage, and Benz’s three-wheeler were crafted in loving detail to give visitors to museums and expositions around the globe an opportunity to study these forebear of the modem automobile.

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George LeppCar and Driver

Interestingly enough, the three-wheel replicas deviate significantly from the patent drawings registered by Carl Benz on January 29, 1886. The notable discrepancies are in the layout of the frame, the steering linkage, the seat design, the fuel ­tank location, and the type of radiator. There is no evidence of brakes in the original patent drawings, either, though they were mentioned in Benz’s written disclosure. What the replicas do mimic is the oldest Benz trike still in existence, an artifact owned by the Deutsches Museum in Munich. Some historians mark it as the one true original, but the number of discrepancies between it and Benz’s drawings support the theory that it’s a slightly later development of his Patentwagen. Given the disagreement on how to spell Benz’s first name (both “Carl” and “Karl” are widely used), it’s easy to see how the historical record can lapse now and then.
No archivists were on hand to document the birth of the automobile, because no one—not even the inventors—had an inkling of its ramifications. Carl Benz was an engine developer and dreamer who enjoyed little commercial success either before or for quite some time after receiving his patent. The epic document was modestly titled Vehicle with Gas-driven Engine. His specific patent claims were only two: a driver-adjustable fuel-air mixing device and the use of a shift lever both to move a drive belt and to actuate brakes.
Griffith Borgeson, a former C/D contributor and current European editor of Automobile Quarterly (AQ), brings the details of the patent to light in a recent AQ commemorative to Mercedes-Benz. He goes on to list a significant number of inventions that were ready and waiting on the shelf when Benz built the Patentwagen. Rubber tires, wire wheels, ball bearings, roller chain, rack-and-pinion steering, differential drive gearing, lightweight steel frames—and even fully engineered and commercially available two-seat velocipedes—all were in existence in the early 1880s, according to Borgeson’s research.

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George LeppCar and Driver

It’s clear that Benz didn’t create the first automobile lock, stock, and cylinder barrel from scratch. What he did do was combine three crucial elements—an engine with adequate power, a lightweight chassis, and petroleum-based fuel—in such a way that a patent could be issued and systematic development carried out.

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George LeppCar and Driver

Several years of tinkering with two-­stroke engines lay behind Benz’s invention. Convinced that automobility would be possible if a reasonable power-to-­weight ratio could be achieved, he dreamed of building a vehicle that “runs under its own power like a locomotive, but not on tracks, but like a wagon simply on any street.” Four-stroke engines patented by Nikolaus Otto in 1877 led the way. They achieved a phenomenal 100 horsepower (for stationary use) by 1880, and tens of thousands of the engines themselves and licenses to build them were sold around the world. Other manufacturers, envious of Otto’s technology, waged a legal battle to break his hold on it; meanwhile, Carl Benz spent his time experimenting in secret. In the fall of 1884 he began work on a four-stroke, benzine-burning engine. It was running well enough by the following year to propel a three-wheeler around his courtyard. Confident that he had something to boast about and that Otto’s claim to the four-stroke engine would soon be broken, Benz filed for a patent. Ironically, it was issued only one day before the German supreme court ruled against Otto.
The Benz three-wheeler is a fascinating mix of short-lived features and ideas that have stood the test of time. It rides on only three wheels because Benz hadn’t yet devised a way to steer a four-wheeler. (He found one in 1893.) The flywheel is positioned horizontally because Benz believed that the inertia of a heavy mass spinning vertically would make steering difficult. Benz’s engine wasn’t as powerful or as fast-running as others of the time, but it incorporated several prophetic details: positive intake- and exhaust-valve actuation, a float-controlled and exhaust-heated carburetor, and an ignition system comprising a spark plug, a battery, a coil, and breaker points.

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George LeppCar and Driver

One of the weakest aspects of the three­-wheeler was its cooling system. A water jacket around the cylinder barrel was fed by a gallon reservoir located above. Circulation was supposed to take place by the thermosiphon method (steam rising to the reservoir and recondensing), but the system was practically a total-loss design and had to be replenished every mile or so.
Bertha Benz gave Carl two sons, three daughters, and a road test. In 1888, tired of her husband’s incessant tinkering and lack of commercial success, she decided that a convincing demonstration might help get the automobile business rolling. Without Carl’s knowledge, Bertha took her sons and a developmental three­-wheeler on the first-ever cross-country automobile trip, to her mother’s home some 60 miles away. There were problems en route—climbing hills—but the trip was completed by nightfall.

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George LeppCar and Driver

What followed this first recorded unauthorized use of an automobile was the first user-inspired improvement of an automobile. Upon returning home, Benz’s sons, Eugen and Richard, complained loudly about all of the uphill pushing they had had to do on their journey. Carl responded by adding a lower gear to his design.
Carl Benz’s family was there when he needed them, but it’s easy to understand why so many others found his three-­wheeler a poor substitute for the horse. It was, after all, slower, less aesthetically pleasing, and a good deal less reliable. In the intervening century, however, horses have gotten no faster. Their pollution problem is yet to be solved. They have utterly resisted development.
Cars, on the other hand, started getting better when Bertha decided to teach Carl Benz a lesson in marketing. And they have never stopped.

Specifications

SPECIFICATIONS
1886 Benz Patent Motorwagen
VEHICLE TYPEmid-engine, rear-wheel-drive, 2-passenger progenitor
ENGINE TYPEsingle-cylinder, iron block and head, 1×1-bbl carburetor Displacement58 in3, 954 cm3Power0.88 hp @ 400 rpmTRANSMISSION1-speed direct drive
DIMENSIONSWheelbase: 57.1 inLength: 99.5 inWidth: 57.0 in Height: 57.1 inCurb weight: 600 lb
PERFORMANCETop speed: 10 mph

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