Reviews

Early predictions that the move to electrification would be delivered exclusively by tall, lumpy crossovers and SUVs are being confounded—happily—by the laws of aerodynamics. EV buyers will still have plenty of tall vehicles from which to choose, but the desire to maximize range means there will also be plenty of lower, sleeker models to carry us into the new era. Cars like Volkswagen’s new electric flagship, the ID.7.The ID.7 isn’t actually a sedan, as its cargo hold is accessed via a liftgate rather than a trunk lid. But it looks like a low, coupe-ish three-box, in the manner of the Audi A7. And it passes through the air more efficiently than the ID.4 crossover. Volkswagen quotes an impressively slick drag coefficient as low as 0.23 Cd. Underneath, the ID.7 uses the same MEB platform that underpins its smaller sibling while getting various technical upgrades, including Volkswagen’s new, more powerful APP550 motor. This is the same unit that will be in the range-topping ID.4 next year. In the rear-drive ID.7 we drove in France, the single motor makes 282 horsepower and 402 pound-feet of torque. This powertrain will be sold alongside a dual-motor, all-wheel-drive version (with a still undisclosed power output) when the ID.7 goes on sale stateside in the second half of 2024.The ID.7 is taller and longer than the outgoing Arteon, but we can still see a family resemblance thanks to the new car’s coupe-ish roofline and broad-shouldered stance. At 195.3 inches in length, the ID.7 is 3.8 inches longer than the old sedan, and the exterior dimensions have translated into an impressively spacious cabin both front and rear. Full-size adults can sit fore and aft without either row needing to compromise on kneeroom. Kids may be less happy, with the high beltline denying smaller occupants a view out. They can gaze skyward, though, thanks to an optional panoramic glass roof, which can be electronically changed from opaque to clear. Not that the ID.7 interior feels limo-luxurious. As with the ID.4, there are lots of dark plastics and some hard, scratchy surfaces low down, although the materials grow plusher in areas that are likely to be frequently touched. Our Euro-market car also had a strange pattern on the plastic trim of the doors that made them look badly scratched, although when the car is running, they illuminate from the inside with switchable colors. The ID.7 takes the same minimalist approach to switchgear as other recent Volkswagens, using a touch-sensitive control ledge beneath the central screen for HVAC and audio functions instead of physical controls. (At least it’s now illuminated in the dark.) It also persists with the ID.4’s penny-pinching electric window switches on the driver’s door—there is only one for each side, meaning you have to separately select the rear windows if you want the switch to operate them. Volkswagen hasn’t totally ignored criticism of its user interface system, with the ID.7 pioneering a new 15.0-inch touchscreen and a revised system to make operation more instinctive. There’s now a row of shortcut icons at the top of the display to simplify the transition between different functions, and seat heating and ventilation also get permanent spots at the base of the screen, making them nearly as easy to operate as they would be with one of those old-fashioned buttons. Sadly, the ID.7’s Travel Assist enhanced cruise control was short on smarts. It now incorporates an active lane-change function, allowing a driver to order the car to pass on the highway by activating the appropriate turn signal. On a French autoroute, this function was more miss than hit, the system sometimes working as intended but frequently just braking to lumber along behind the slower vehicle with its blinker on, even when the next lane was completely clear. Some new tech did impress. The ID.7 we drove boasted an augmented-reality system, in effect an extra-large head-up display capable of projecting directional arrows at intersections or at freeway splits with the ability to give advance warning of speed-limit changes. This did work well.The basics seem well sorted, and the ID.7 rides and handles well. The steering has an artificial weight and an absence of true feedback in all of the different drive modes, but it delivers proportionate responses, and the ID.7 feels stable when asked to change direction at highway speeds. Pushed harder in tight corners, the car’s weight becomes obvious—the single-motor version is 4788 pounds, according to VW—but grip fades progressively, and the cornering line can be tightened using the accelerator, although the stability control prevents outright oversteer. At lower speeds, the ID.7 is impressively maneuverable for something so long, with an excellent 35.8-foot turning circle despite the lack of rear-wheel steering. Comfort is another virtue. Ride quality and body control both feel good, although the car we drove had adaptive dampers that will be an option in the U.S. In addition to the regular Comfort and Sport modes, these allow for no fewer than 15 stages of stiffness in the Individual setting, which surely seems like overkill. Cruising refinement is excellent, the cabin quiet all the way to the 112-mph speed limiter that we suspect few buyers will ever reach. Like in most EVs, acceleration is strong low down but fades as the car reaches highway speeds. Volkswagen claims a 6.5-second 62-mph time, and we anticipate the dual-motor version taking at least a second off that.Related StoriesAt launch, all versions of the ID.7 will come with a 77.0-kWh battery pack, which supports DC fast-charging at rates of up to 175 kilowatts. This gives the rear-drive version 386 miles of range under Europe’s WLTP testing protocol—meaning it should be around 300 miles via EPA methodology. A larger 86.0-kWh pack will be offered later. There is no official word on U.S. pricing yet, but we expect the rear-drive version to start around $50,000.The ID.7 is as much a Volkswagen as it is an EV. That is to say, it’s refined and rational rather than replete with emotional appeal. Some of the tech could use some fine-tuning, but VW has time to make some tweaks before the ID.7 reaches our shores next year. SpecificationsSpecifications
2025 Volkswagen ID.7Vehicle Type: rear-motor, rear-wheel-drive, 5-passenger, 4-door hatchback
PRICE (C/D EST)
Base: $50,000
POWERTRAIN
Motor: permanent-magnet ACPower: 282 hpTorque: 402 lb-ft Battery Pack: liquid-cooled lithium-ion, 77.0 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 175 kWTransmission: direct-drive
DIMENSIONS
Wheelbase: 117.0 inLength: 195.3 inWidth: 73.3 inHeight: 60.5 inCargoVolume, Behind F/R: 56/19 ft3Curb Weight (C/D est): 4800 lb
PERFORMANCE (C/D EST)
60 mph: 6.3 sec1/4-Mile: 14.5 secTop Speed: 112 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 113/120/105 MPGeRange: 300 miSenior European CorrespondentOur man on the other side of the pond, Mike Duff lives in Britain but reports from across Europe, sometimes beyond. He has previously held staff roles on U.K. titles including CAR, Autocar, and evo, but his own automotive tastes tend toward the Germanic: he owns both a troublesome 987-generation Porsche Cayman S and a Mercedes 190E 2.5-16. More

From the December 1993 issue of Car and Driver.Perhaps what they say is true—that it’s impossible to be all things to all people—but this 325i Convertible misses on only one key point: at $40,175, it’ll never be cheap. Apart from that, BMW seems to have put check marks in more boxes than you could expect for any single car. It can be a sunny convertible, it can be a weather­tight hardtop, it can be a versatile cargo hauler, and all the while it earns style points as it goes. For convenience of dropping the top, this car is tough to beat. Loosen the header latch with a single fold-up-and-turn of a handle over the inside mirror. With the same hand, push up the leading edge of the roof about eight inches. Then press a rocker switch on the console in the open-sesame direction. All the windows automatically drop a few inches, the rear accordions up around its C-pillar pivot, the rear deck for­ward of the trunk lid yawns open, the top itself collapses into the yawn, and the deck drops back into place, leaving nothing but blue sky overhead and tidy lines below.HIGHS: EZ convertibility, clever rollover protection, stylish looks.True, this isn’t quite the fully auto­mated disappearing act you would find on the Mercedes-Benz SL, but the nuisance jobs—­those that would require the driver to leave the seat—are handled with élan. What lit­tle manual labor is left adds to the pleasure because the latching mechanism works so smoothly and the efforts required are light indeed. Ken Hanna|Car and DriverAfter the first top-down ballet, in the euphoria of the moment, it’s tempting to conduct an award ceremony in the cere­brum and bestow on BMW some prize for new achievements in convertibility. But history records that Ford accomplished a similar feat in 1957 with the Skyliner—20,766 examples sold that year—and did it with a hard roof.Despite the wonderful convertibility of this car, BMW’s approach to the better ragtop is less a matter of automation and more along the lines of attachments that can be sold at a nice markup. If, for those snowy months, you want a snug interior and a hard rear window (instead of the soft top’s wavy plastic), a nifty, 64-pound alu­minum roof is available for about $4000. If you’d like a less drafty cockpit when the top is down, a wind-deflector accessory can be yours for $405. It includes a ton­neau for the rear-seat area and an aluminum-framed net to erect behind the front seats. Actually, the front-seat area is reasonably draft-free in its standard form. In back, hang on to your hat. With only nine cubic feet of capacity, the 325i Convertible’s trunk is consider­ably smaller than the coupe’s (14 cubic feet). To help in schlepping what won’t fit inside, BMW promises a special roof-rack option for the soft top, but its load capacity and price were unavailable at press time.Ken Hanna|Car and DriverFor rollover protection, a reinforced windshield frame is standard equipment. If you want more, a $1390 option adds two just-in-time roll bars to the shelf behind the rear-seat head restraints, on each side of the rear-window blower defroster. If a sensor detects an impending upset, the roll bars are released, fired upward by springs to a height 10 inches above the headrests, and latched into place, all in 0.3 second. Apparently, no impending upsets were detected during our test. LOWS: Shaky body, reluctant engine response if you let the revs drop.This convertible, by its nature, is less flingable than the coupe on which it’s based. You feel the extra pounds—3400 compared with 3087 for the last coupe we tested. The engine seems to work more, and at revs below 3500 it doesn’t respond sharply to the throttle. The body shakes noticeably; as is typical of convertibles, you feel the coachwork flex as you bite into turns. And the convertible is always a step or two behind the coupe. Acceleration to 60 requires 7.3 seconds, compared with 6.5 for the lighter coupe. Quarter-mile speed is 88 mph, down from the coupe’s 92 mph. The convertible does have road grip, though. The optional sport package ($600) brought handsome wire-lace alloy wheels and notably round-shouldered, low-profile Michelin Pilot HX 225/55VR-15 tires. Skidpad cornering was 0.84 g, much improved over the 0.79 g of the last coupe we tested (on Pirelli P600 205/60HR-15s). Understeer is minimal, and the steering stays responsive near the limits. The extra grip served well in the braking test, too, contributing to 173-foot stops from 70 mph, three feet shorter than the coupe’s stops. Ken Hanna|Car and DriverAs you would expect at this price, the details are nicely finished. For example, the driver’s left-foot rest is a substantial platform completely covered and color­-matched to the kick panel beside it. The beige and tan combination of this interior was particularly agreeable to the eye. The ears have it easy, too, on top-up trips. The soft top has an inner liner that adds one more barrier against the roar of semis in the adjoining freeway lane. BMW has gone to extra trouble to seal the side win­dows against the top, often a source of air­-rush noise in convertibles. As you open a door, the power window drops slightly, then pushes up against the seal after the door is closed. In a particularly thoughtful gesture for a convertible, the central-lock­ing system works on the glovebox, too. More BMW 3-series Reviews From the ArchiveNuisances remain, though. You’ll have to turn off your radar detector because the lighter socket stays live when you pull the key. And you’ll have to turn on the key to see the electronic odometer, a bother for those who log fuel fills. If you’ve been scanning the photos as you read and thinking this car looks dif­ferent—and, somehow, better—than you would have expected of a 325i coupe with a roofendectomy, we won’t leave you wondering. The rear deck is lower. The stepped shoulder on the coupe’s rear quar­ter panel is missing on the convertible, leaving a nicely rounded form. VERDICT: Satisfying rather than stirring.If this factoid wins you something in a trivia contest, we get half, okay? CounterpointsDo me a favor, folks, and ignore Sally Struthers. Send me your money instead. Your donation will go to a good cause—filling my garage. Give generously, because my wish list includes some seriously expensive machinery. Like this 325i Convertible. With all the flavor from the roofed car (perfect steering and brakes, a zippy inline-six, industrial styling as only the Germans can do) and one of the simplest top mechanisms around, BMW’s convertible is a thoroughly polished gem. Operators are standing by. Won’t you please help? —Martin Padgett Jr.I love convertibles in general, and I love the 325i. Marry these entities to make a 325i Convertible, though, and something is lost. Make that gained: The soft top and structural reinforcements add a 300-plus-pound burden to the athletic 3-series. It’s as if Mom and Dad were riding in the car with you at all times. The extra weight has a calming effect and takes away the crisp edge to the 2.5-liter six-cylinder that’s so endearing in the coupes and four-doors. Nothing, of course, that BMW’s DOHC aluminum V-8 couldn’t fix in a jiffy. —Don SchroederIf cars (like groceries) required freshness dating, you can bet this latest BMW 325i Convertible would carry a label promising freshness for decades. Which is not to say that 20 years down the road your Bimmer should still smell new-car fresh (though it could). It’s more a pledge that after two decades of motoring, this perfectly proportioned convertible will hold up to aesthetic scrutiny in much the same way the lovely 1957 BMW 507 Roadster does today. Now that’s freshness guaranteed! —Jeffrey DworkinSpecificationsSpecifications
1994 BMW 325i ConvertibleVehicle Type: front-engine, rear-wheel-drive, 2+2-passenger, 2-door convertible
PRICE
Base/As Tested: $40,175/$43,657Options: rollover-protection system, $1390; inclement-weather package (limited-slip differential, heated mirrors, and heated front seats), $755; sport package (includes sport seats, cross-laced wheels, 225/55Vr-15 tires), $600; onboard computer, $420; luxury tax on options, $317
ENGINEDOHC 24-valve inline-6, iron block and aluminum head, port fuel injectionDisplacement: 152 in3, 2494 cm3Power: 189 hp @ 5900 rpmTorque: 181 lb-ft @ 4200 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 11.3-in vented disc/11.0-in discTires: Michelin Pilot HX225/55VR-15
DIMENSIONS
Wheelbase: 106.3 inLength: 174.5 inWidth: 67.3 inHeight: 53.1 inPassenger Volume, F/R: 48/26 ft3Trunk Volume: 9 ft3Curb Weight: 3400 lb
C/D TEST RESULTS
60 mph: 7.3 sec1/4-Mile: 15.9 sec @ 88 mph100 mph: 21.2 secRolling Start, 5–60 mph: 8.3 secTop Gear, 30–50 mph: 11.4 secTop Gear, 50–70 mph: 11.7 secTop Speed (gov ltd): 127 mphBraking, 70–0 mph: 173 ftRoadholding, 300-ft Skidpad: 0.84 g 
C/D FUEL ECONOMY
Observed: 24 mpg
EPA FUEL ECONOMYCity/Highway: 19/27 mpg 
C/D TESTING EXPLAINED More

From the November 2023 issue of Car and Driver.Grabbing hold of a thin-rimmed, leather-wrapped steering wheel reads luxury in much the same way thick-rimmed wheels connote sportiness. Not many modern vehicles have thin-rimmed steering wheels, but the Buick Envista does, and it sends a subtle message that this inexpensive car’s mission is to provide luxury.The Envista is Buick’s new entry-level model, slotting in just below the Encore GX. But you wouldn’t know it’s the least expensive Buick by looking at it. It’s nearly a foot longer than the Encore GX and rides on a 106.3-inch wheelbase, 4.1 inches longer than the Encore’s. The package results in 97 cubic feet of passenger volume. Rear-seat legroom is ample, and the flat floor gives a sense of spaciousness. The sloping roofline is a nod to current design trends—fortunately, rear-seat headroom isn’t affected, and there’s a big 21 cubic feet of cargo space behind the rear seat—and lends the Envista a presence that belies the base model’s $23,495 price.HIGHS: Refined road manners, spacious interior, low starting price. Even at $31,430 as tested, our top-trim Envista Avenir feels like a value. The structure is solid and never shudders in response to big suspension impacts. The ride is supple without any sign of floatiness. And it’s quiet, registering a luxury-car-like 68 decibels at 70 mph, although an occasional rattle from the hatch disrupted the peace. The driver faces two screens: an 8.0-inch digital cluster and an 11.0-inch touchscreen that responds reliably, enjoys an easy-to-decipher menu structure, and has phone-mirroring capability. There’s plenty of hard plastic inside, and the carpet is economy-car grade, but the swooping design on the instrument panel and attractive textures mask some of the cost cutting. Leather is standard on the Avenir, as are six-way power seats that easily adjust into an ideal driving position. Overall, it’s a pleasant place to sit.Steering accuracy through that thin-rimmed wheel is excellent, and the effort and weighting are natural and better than some pricier SUVs from premium brands. There’s poise and confidence in how the Envista drives around town and on the freeway. This all sounds pretty great, right? At this price, there must be a catch. And there is: The Envista has just 137 horsepower.LOWS: Some evidence of accounting in the interior, but mostly the Envista just needs more horsepower.All Envistas drive their front wheels with GM’s corporate turbo 1.2-liter, a three-cylinder job with 162 pound-feet of torque. Sound deadening and noise cancellation keep the little three’s ministrations largely hidden. Even at full whack, the engine never shouts louder than 71 decibels, which is good because silence is golden but also because this engine works very hard to accelerate the 3124-pound Envista to speeds beyond 50 mph. The powertrain’s low-end torque and short gearing bring up 50 mph in an acceptable 6.7 seconds. Going faster requires more patience. A run to 60 takes 9.3 seconds, and the quarter-mile is a sleepy 17.0 seconds at 80 mph. Related StoriesSince we constantly had to spin that little engine to its redline through the first three of the six-speed’s gears to create meaningful acceleration, we fell well short of the EPA estimates of 28 mpg city and 32 mpg highway with our 25-mpg overall average. But we matched the 32-mpg figure on our 75-mph highway loop.VERDICT: A compelling value proposition, so long as you’re never in a hurry.The Envista is poised, refined, and a good value starting at under $30,000. Aside from a few quibbles about interior materials, there’s nothing here that another 70 horsepower wouldn’t fix. SpecificationsSpecifications
2024 Buick Envista AvenirVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $29,695/$31,430Options: moonroof, $795; Advanced Safety package (rear cross-traffic alert, heated and power adjustable exterior mirrors, lane-change alert, adaptive cruise control, intermittent rain-sensing wipers), $795; rear park assist, $145
ENGINE
Turbocharged and intercooled DOHC 12-valve inline-3, aluminum block and head, direct fuel injectionDisplacement: 73 in3, 1199 cm3Power: 137 hp @ 5000 rpmTorque: 162 lb-ft @ 2500 rpm
TRANSMISSION
6-speed automatic
CHASSIS
Suspension, F/R: struts/torsion beamBrakes, F/R: 11.8-in vented disc/11.3-in discTires: Continental ProContact TX245/45R-19 M+S TPC Spec 3178
DIMENSIONS
Wheelbase: 106.3 inLength: 182.6 inWidth: 71.5 inHeight: 61.3 inPassenger Volume, F/R: 54/46 ft3Cargo Volume, Behind F/R: 42/21 ft3Curb Weight: 3124 lb
C/D TEST RESULTS
60 mph: 9.3 sec1/4-Mile: 17.0 sec @ 80 mph100 mph: 32.3 sec110 mph: 45.5 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 10.1 secTop Gear, 30–50 mph: 4.5 secTop Gear, 50–70 mph: 6.1 secTop Speed (gov ltd): 112 mphBraking, 70–0 mph: 183 ftRoadholding, 300-ft Skidpad: 0.83 g
C/D FUEL ECONOMY
Observed: 25 mpg75-mph Highway Driving: 32 mpg75-mph Highway Range: 420 mi
EPA FUEL ECONOMY
Combined/City/Highway: 30/28/32 mpg
C/D TESTING EXPLAINEDEditor-in-ChiefTony Quiroga is an 18-year-veteran Car and Driver editor, writer, and car reviewer and the 19th editor-in-chief for the magazine since its founding in 1955. He has subscribed to Car and Driver since age six. “Growing up, I read every issue of Car and Driver cover to cover, sometimes three or more times. It’s the place I wanted to work since I could read,” Quiroga says. He moved from Automobile Magazine to an associate editor position at Car and Driver in 2004. Over the years, he has held nearly every editorial position in print and digital, edited several special issues, and also helped produce C/D’s early YouTube efforts. He is also the longest-tenured test driver for Lightning Lap, having lapped Virginia International Raceway’s Grand Course more than 2000 times over 12 years. More

From the January 1991 issue of Car and Driver.Remember Renault’s weird and won­derful RS Turbo, the little rally rat that car­ried a lusty powerplant where the back seat used to be? Mid-engined, box-­fendered, fast and twitchy, the RS Turbo was officially a homologation special for rally competition. History will probably record it as the first econobox on steroids. A new car called the Shogun is from the same school of personal rapid transit.The Shogun is the aftermarket work of a company called Special Editions, of Up­land, California. Special Editions has tak­en a mild-mannered Festiva and put a Taurus SHO engine and gearbox be­tween its rear wheels. It plans to build 250 of them. We went for an exclusive drive in a proof-of-concept prototype to take a close look at this intriguing project. The principals at Special Editions bring some motor moxie to the table. There’s Rick Titus (son of the late Jerry Titus, 1967 Trans-Am champion), a driver­-consultant-journalist who won the SCCA’s 1987 Escort Endurance SS/GT crown. Then there’s Chuck Beck, whose engineering-fabrication credentials range from the Ford GT40 program in the sixties to today’s Vintage 550 Spyder, a Porsche replicar he builds. Similarly, the Shogun’s mechanical foundations come well recommended. The Festiva is a sturdy, nicely made econ­omy car. The SHO V-6 engine (220 hp, 24 valves) is perhaps the sweetest high-per­formance engine fitted to an American automobile today. Beck and Titus gutted the Festiva’s interior and cut away the floorpan and inner fenders in the back. Riding in a steel-tube subframe, the com­plete SHO powerteam—along with half­-shafts, vented disc brakes, and strut/coil­-spring suspension from the front of the Taurus—nestles in behind the two Recaro front seats. Front suspension and brakes are also Taurus SHO pieces, and the Shogun keeps the Festiva’s rack­-and-pinion steering. Giant fiberglass fender bulges cover serious-duty Goodyear S-compound ZR tires and BBS wheels: 20S/50ZR-15s on 8.0-inch rims in front, 245/45ZR-16s on 9.5-inchers in back. A safety cell carries fifteen gallons of fuel in the Festiva’s now-vacated front compartment, and a deeply cut-out hood vents the large radia­tor. Fully wet, this car weighs 2560 pounds: 43 percent of it up front, 57 percent in the rear. The Shogun is not a car for everyone. It’s a unique, sharp-reacting little terror that weeds out the general public with its demeanor and its anticipated $47,500 base price.Although our drive confirmed the Sho­gun’s performance potential (we mea­sured a 0 to 60 time of 5.4 seconds), much work remains to turn the Shogun into a civilized—or at least mildly tamed—roadgoing automobile. The pro­totype’s exhaust system was unmuffled, the throttle and shift linkage needed fur­ther development, and some minor re­contouring of the rear-fender bulges was under discussion. Most critically, the car’s handling was just starting to be sorted, with attenti0n zeroing in on adjustments and componentry to make the Taurus front end function properly as a rear sus­pension. Of course, with the outsized power and weight of that engine sitting in the back of a tiny, 91.0-inch-wheelbase car, the beast will be darty and eager to change direc­tion no matter how the chassis is tuned.But that’s the whole point. The Shogun is not a car for everyone. It’s a unique, sharp-reacting little terror that weeds out the general public with its demeanor and its anticipated $47,500 base price. All that will be left will be 250 hot-eyed enthusi­asts who simply must own the fastest, craziest shoe box in town.SpecificationsSpecifications
1991 Special Editions ShogunVehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 3-door coupe
PRICEAs Tested: $47,500
ENGINEDOHC 24-valve V-6, iron block and aluminum heads, port fuel injectionDisplacement: 182 in3, 2986 cm3Power: 220 hp @ 6000 rpm 
TRANSMISSION5-speed manual 
DIMENSIONS
Wheelbase: 91.0 inLength: 144.0 inCurb Weight: 2560 lb
C/D TEST RESULTS
60 mph: 5.4 sec1/4-Mile: 14.3 sec @ 96 mph100 mph: 17.3 secTop Speed: 128 mphBraking, 70–0 mph: 208 ftRoadholding, 300-ft Skidpad: 0.86 g  
C/D TESTING EXPLAINED More

Tell your significant other you’re bringing home a quarter-million-dollar Bentley Bentayga Azure, and certain expectations come to the fore. Before it arrives, the very idea of gliding around in a stately and sumptuous ultra-luxe machine sets plans into motion. Where shall we dine? Would it be presumptuous to invite the couple down the street? Shall we make a day of it?When the chariot rolls into the drive, the fact that the Bentayga is an SUV may or may not trigger the merest whiff of disappointment. If it does, such trifles are easily brushed aside by the rational realization that SUVs are saving the grand old marques because they’re popular and practical, two automotive characteristics that are, it would seem, just as important to the upper crust as they are to the hoi polloi. But the arriving machine’s dark Tungsten paint, 22-inch black-painted wheels, and blacked-out trim robs it of further allure.HIGHS: Sumptuous interior, moves out smartly, rated EV range is easy to replicate.”So, it’s a murdered-out Bentley truck. Ah. Perhaps we should drive thru In-N-Out instead. And then we can visit 7-Eleven for one of those ghastly hashtag photographs.”James Lipman|Car and DriverInside, the sumptuous and aromatic leather interior claws back some of the deficit. Well-padded seats face a leather dashboard that features pipe-organ air vent controls and inserts trimmed with Fiddleback Eucalyptus veneer. Press the engine start button and then . . . a rather ordinary (but properly muted) mechanical note seeps into the cabin. That’s because this is not the throaty 542-hp twin-turbo V-8 powerplant of the Bentayga S, but is instead a 335-hp turbocharged V-6 that gets boosted to 456 polo ponies by a rear-axle-mounted electric motor.This powertrain gets good fuel economy, you point out. It’s good for an EPA-rated 20 mpg combined instead of the 2023 V-8’s 17 mpg. In fact, even though Bentley calls it the Bentayga Hybrid, it’s actually a plug-in hybrid with a 14.3-kWh plug-in battery that gives it 23 miles of estimated all-electric range.The RealityThe thing is, we wouldn’t call 23 miles of range sufficient to get through a weekday on electricity alone. It does readily achieve this rating, however. In seven full charge and discharge cycles of random mixed driving, we averaged 28 miles. Not bad, but talk to us again when the rated range is something like 40 miles. That may come to pass if and when Bentley gets the 2024 Porsche Cayenne E-Hybrid’s larger 22.0-kWh battery. For now, the Bentayga uses the old Cayenne’s hand-me-down 14.3-kWh setup.On gasoline alone, however, the Bentayga also impressed. We couldn’t run a formal 75-mph test, but we averaged 23 mpg on gasoline alone over a 1454-mile span of mixed driving that included a freeway run from LA to Sonoma wine country to drive the Lucid Air Sapphire. That it could make that run and still stand a chance of getting through the week under electric power alone says much about the practical benefits of a PHEV. Bentley should lean into that more.For all that, the Bentayga Hybrid is no slug. It gets to 60 mph in 4.5 seconds and finishes the quarter-mile in 13.0 seconds at 107 mph. Bentley says top speed is 83 mph on electricity alone, but we coaxed it to 87 mph. But the EV mode isn’t steadfastly persistent below this point, because the engine comes to life whenever you mash the gas, which results in the full 456-hp wallop of urgency shoving you down the road.As for the thirstier V-8-powered Bentayga S, it has 86 more horsepower and weighs 229 pounds less, so it’s no surprise it’s a full second quicker off the line, achieving 60 mph in 3.5 seconds and polishing off the quarter-mile in 12.0 seconds. But its passing time advantage isn’t nearly as stark. Sure, its 2.6 seconds from 30 to 50 mph and 3.2 seconds from 50 to 70 mph is quicker, but only by a couple of tenths, because the hybrid’s rear-mounted electric motor doesn’t have to wait for a transmission to kick down.Ordinary DrivingPerhaps the biggest letdown is the Bentayga Hybrid’s ride comfort, which is not the butter-smooth Bentley experience you’re imagining. We’re not asking for a complete isolation chamber, but our Bentayga’s bordering-on-harsh ride was far less polished than it should be. We couldn’t help noticing that the track-tuned Lucid Air Sapphire rode far more smoothly than the Bentayga had on the trip up.The Bentayga corners well enough. Active anti-roll bars help it to generate 0.86 g of grip on the skidpad, which understandably trails the lighter Bentayga S’s 0.88 g on the same 22-inch 285/40R-22 Pirelli P Zero summer tires. The same physics-induced difference carries over to braking, where the lighter Bentayga S stops from 70 mph in 165 feet versus the hybrid’s 168 feet. Likewise, the S stops from 100 mph in 331 feet, while the hybrid trails a wee bit at 339 feet. Both utilize the same iron-rotor brake system, but the heavier hybrid was stinking, smoking, and exhibiting excessive pedal travel at the end of our test regimen.LOWS: Ride comfort is ordinary, unsatisfying brake feel, rated EV range isn’t remarkable. Thing is, the hybrid doesn’t rely on these friction brakes near as much in daily driving, as the regenerative braking afforded by its electric motor contributes a fair bit in the name of recapturing energy around town. The system is largely triggered by the brake pedal and is blended by software, but the programming lacks polish, resulting in somewhat vague and inconsistent brake feel. More Bentley BabbleIt’s all in the NaimOne of the Bentley extravagances that really works is the optional Naim premium audio system, which delivers exquisite sound through no less than 20 speakers that are backed up by 1780 watts of amplification. Turn the music down while cruising blithely at 70 mph and you’ll enjoy 62 decibels of background hush whether you’re running on gasoline or electrons. Stereo on or off, the audio environment absolutely lives up to Bentley expectations.In the end, the Bentley name brings with it a set of wide-ranging expectations that the Bentayga Hybrid doesn’t quite live up to. The implied ride smoothness and poise isn’t quite there, and the drive experience doesn’t feel exceptional when rolling down the road. The hybrid’s powertrain certainly feels quick enough and is comparatively thrifty in practice, but we find it odd that its plug-in part-time EV nature is largely hidden behind a plain hybrid badge. In more ways than one, the Bentley Bentayga Hybrid misses the marque. But the Double-Doubles were delicious.VERDICT: Drives far more ordinary than expected considering its extraordinary quarter-million-dollar price tag. SpecificationsSpecifications
2023 Bentley Bentayga Azure HybridVehicle Type: front-engine, rear-motor, rear/all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $234,450/$273,095Options: Naim 1780-watt 20-speaker premium audio, $9150; Tungsten metallic paint, $6405; Bentayga blackline trim, $5875; front paint protection film, $4280; 22-inch black-painted five-spoke directional wheels, $3695; Dark Fiddleback Eucalyptus wood veneer, $2995; upper cabin leather, $1555; rear privacy glass, $1335; LED welcome lamps, $1140; space-saving spare wheel, $780; self-leveling wheel badges, $615; Bentley charging dock, $470; contrast overmat carpet binding, $350
POWERTRAIN
turbocharged and intercooled DOHC 24-valve 3.0-liter V-6, 335 hp, 332 lb-ft + AC motor, 134 hp, 295 lb-ft (combined output: 456 hp, 516 lb-ft; 14.3-kWh lithium-ion battery pack; 7.2-kW onboard charger)Transmissions, F/R: 8-speed automatic/direct-drive
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 15.8-in vented disc/15.0-in vented discTires: Pirelli P Zero285/40ZR-22 (110Y) Extra Load B1
DIMENSIONS
Wheelbase: 117.9 inLength: 201.8 inWidth: 79.1 inHeight: 67.3 inPassenger Volume, F/R: 54/52 ft3Cargo Volume, Behind F/R: 62/17 ft3Curb Weight: 5668 lb
C/D TEST RESULTS
60 mph: 4.5 sec100 mph: 11.2 sec1/4-Mile: 13.0 sec @ 107 mph130 mph: 20.2 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.4 secTop Gear, 30–50 mph: 2.8 secTop Gear, 50–70 mph: 3.5 secTop Speed (gov ltd): 158 mphBraking, 70–0 mph: 168 ftBraking, 100–0 mph: 339 ftRoadholding, 300-ft Skidpad: 0.86 g
C/D FUEL ECONOMY
Observed Gasoline: 23 mpgObserved Gasoline + Electricity: 25 MPGePercentage of Miles Driven on Electricity: 13
EPA FUEL ECONOMY
Combined/City/Highway: 20/18/24 mpgCombined Gasoline + Electricity: 47 MPGeEV Range: 23 mi
C/D TESTING EXPLAINEDTechnical EditorDan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing department. More

From the August 1993 issue of Car and Driver.Bart McLellan, the product­ planning chief of Dodge Truck, wishes the launch of a new full­-size pickup could be like that line in the movie Field of Dreams. The one that goes: “If you build it, they will come.” But this is real life, and McLel­lan understands that Dodge will have to overcome fierce brand loyalty in the light-truck business if it is to meet its optimistic sales target of 160,000 trucks. Small as that number may seem when compared with the sales of mar­ket titans Ford and Chevrolet, it is twice Dodge’s current market share. The doubling of current sales may seem a tall order, but McLellan and the other members of the T300 light-truck engineering team have high hopes. Their strategy to break the GM and Ford stranglehold on the pickup mar­ket began with targeting all the areas of truck ownership and operation that would make the new Ram a class leader. Then they systematically set out to meet those objectives. They defined their targets by recruiting 100 employees as a jury and having them evaluate a number of current vehicles (including some high-­end luxury cars) to establish 400 detail objectives for the new truck. The jury was then called back to monitor progress at various intervals during the development process. The broad aim of the Dodge team included better ride and handling, comfort, convenience, and safety, plus increased storage, hauling, and towing capacities. They also wanted to improve passenger space and to provide switch and control tactile qualities like those of a good pas­senger car. Equally important, the T300 needed an appearance that would be instantly recognizable. Because of that prerequisite, an initial styling presentation was rejected by Chrysler president Bob Lutz, who asked the artists to be more radical in their approach. So chief designer Trevor Creed went looking for inspiration in trucks of the past and found the Power Wagon, a 1950s Dodge pickup with a distinctive front end. Creed echoed the high vertical grille and dropped fender-line motif in his T300 concept truck, the LRT, and then put it on show to test public reaction. Lutz was emphatic about the love-it-or-leave-it aspect of contentious styling. He reasoned it would provide a strong incen­tive for sales, even if the love-hate ratio was 20/80. Clinics have since elicited responses more like 50/50, so this may turn out to have been a smart gamble. Our only real regret is that a front-end treatment with a chrome grille-surround has been selected for most of the models. We pre­fer the matte-argent surround with black grillework that we saw on one of the trucks. Fortunately, our preference will be available on some models, and spokesmen say that body-color grilles are also on the way. Before tackling the interior, chief designer Trevor Creed looked at pho­tographs of pickup-truck cabs to see how owners customized them. As a result, he has incorporated the trucking world’s first “center high-mounted cupholders,” which pop out of the dash above the radio. The rest of the interior layout combines carlike aesthetics and truck functionality with the elegant simplicity we’ve come to expect of Creed’s work these days. The premise is that even tough truckers like stylish sur­roundings, an idea Creed says was con­firmed by research. In response to another perceived customer requirement, Creed’s team endowed the new truck range with an unusually large cab. In addition to enough room for C/D’s tallest truck driver, there is space behind the seats for what Dodge calls cab­-back storage. The rear bulkhead incorpo­rates special hooks that will mount cus­tom-made nets, pockets, and racks. The extra space has also enabled Dodge to relax the seatback angle on the regular bench seat by a few degrees (to 21 degrees of rake), but the real hot wrinkle in the new truck is a novel 40/20/40-split front seat that allows individual adjustments and uti­lizes the middle seatback as a fold-down storage box. Even in the bed, where you hardly expect innovations, there are a couple of handy features. In addition to the usual stake pockets (those holes in the top rim of the box), there are low-level tie-downs and clever tamped-in bulkhead dividers for wooden crossmembers, so that loads can be compartmentalized vertically and horizontally. Starting this fall, Dodge will offer reg­ular-cab versions of all three payload ranges (half-ton, three-quarter-ton, and one-ton payloads), designated as 1500, 2500, and 3500 models in long- and short-­bed form , with either rear- or four-wheel drive. The available engines will be a base 3.9-liter V-6, a 5.2-liter V-8, a 5.9-liter V-8 in light- and heavy-duty spec, and a 5.9-liter six-cylinder Cummins turbo-­diesel. The “iron-Viper” 8.0-liter V-10 will be available by January 1994. Cab­-chassis versions will roll off the line in November of this year, and club-cab production is expected to start by June 1994. Dodge will leave the four-door crew-cab market to Ford and Chevy.To cover the enormous spread of appli­cations, there are five transmissions in the catalog. All of the trucks will come with a five-speed manual as standard equipment, with four-speed automatics available as options. The manuals are supplied by New Venture Gear and come in light-duty, heavy-duty, and extra-heavy-duty (for the Cummins diesel engine and the V-10, both of which produce 400-plus pound-feet of torque). The automatics are Kokomo devices in light- and heavy-duty configurations. Four-wheel drive is handled, as usual, by transfer cases, which are synchronized for shifting-on-the-fly. The heavy-duty trans­fer cases include power-take-off provi­sions, even (for the first time) on auto­matic-transmission 4wd models. We drove a range of prototype trucks, with manual and automatic transmissions, and found the powertrains highly satisfac­tory. The manual-transmission trucks have a shifter that feels light and fluid, with smooth engagement, and the autoboxes (being electronically controlled) were any­thing but agricultural in the way they swapped ratios. The V-6 was absent from the lineup, but we tried the 5.9-liter V-8 with both types of gearbox and were pleased with the power delivery, the low noise levels, and the effective isolation.Even in a 4wd Ram, the ride has been finessed beyond what you might think possible in a truck designed for hard work. The rigid rear axle was given eight-inch -longer leaf springs for a compliant ride. The front end uses a rigid axle with double-leading links and a Panhard rod, a setup much like that found on the smooth­-riding Jeep Grand Cherokee. Rear-drive trucks get a double-control-arm front end, and the ride here is even better. But softer does not mean weaker, says executive engineer Craig Winn. “The trucks have accumulated four million miles of testing. We’ve run the durability course at such high speed that we bent frames.” More ram reviews from the archiveSome of the brutal testing was neces­sary because this will be the first truck to come equipped with an airbag. Due to the severe operating conditions trucks find themselves in, the airbag sensor calibra­tion had to be absolutely foolproof. Says Craig Winn: “We wanted to be sure there would be no inadvertent deployments, so we rammed curbs, dropped wheels into potholes, and ran snowplows into sand­banks. As well as two airbag bumper sen­sors, we have a ‘safing’ sensor on the tun­nel to ensure the bag only goes off in a real accident.” Although fine-tuning was still in progress when we drove the T300s, our demo trucks had clearly lost the numb, squashy, and vague control feel that might have been acceptable in yesterday’s trucks. When we tried the turbo-diesel, we found not only a responsive and torquey power­train (with substantially reduced diesel clatter), but accurate and damped steering feel as well. The brake pedal (on all models) was just a tiny bit of squish short of decent feel. We also drove the V-10 truck and discovered a delightfully smooth, massively strong powertrain. And, as in all the others, the driver’s environment felt safely isolated from noise or vibration. From a real working truck driver’s per­spective, the important thing about the new Ram series is that it offers the highest GCW (gross combined weight, the sum of payload and towing capacities) of any full­-size truck on the market. The trucks also meet new 1994 safety standards, which demand center high-mounted stoplights, compliance with roof-crush standards, and side-intrusion protection. And with what we’ve experienced in driving them, the new Rams look set to deliver on the promise of space and comfort as well as in the arena of ride and handling. Obviously, our limited access to the trucks only tells part of the story. With the mind-boggling multiplicity of chassis, engines, transmissions, axles, wheelbases, and bed and cab sizes that make up a full­-size pickup-truck range, the new Ram’s potential has yet to be measured in real­-world terms. However, Chrysler’s recent performance and our limited experience with the new Dodge trucks suggest that the new Ram is close to where the company wants it to be. And that’s on the Field of Dreams Come True. Where, if you build it right, they do come. And then they leave—in one of your trucks. SpecificationsSpecifications
1994 Dodge RamVehicle Type: front-engine, rear- or 4-wheel-drive, 3-passenger, 2-door truck
PRICE
Estimated Base: $15,000–$26,000
AVAILABLE ENGINES
3.9-liter V-6, 175 hp, 230 lb-ft; 5.2-liter V-8. 220 hp, 300 lb-ft; 5.9-liter V-8, 230 hp, 330 lb-ft; 5.9-liter turbo­charged and intercooled diesel 6-in­line, 160–175 hp, 400–420 lb-ft; 8.0-liter V-10, 300 hp, 450 lb-ft Displacement: 318 in3, 5210 cm3Power: 230 hp @ 4800 rpm
TRANSMISSIONS
5-speed manual, 4-speed automatic
DIMENSIONS
Wheelbase: 118.7–134.7 inLength: 204.0–224.3 inCurb Weight: 3800–6200 lb

C/D TESTING EXPLAINED More

From the July 1992 issue of Car and Driver.Let’s agree from the outset that any car or truck is getting pretty grizzled after a production run of ten years or so. The Dodge Ramcharger full-size sport­ utility vehicle is now into its nineteenth model year. Sleekness, sophistication, and charm are, none of them, merits of the Ramcharger. This is a big, brutish truck: 4823 pounds, six feet tall, nearly seven feet wide. It’s available with or without four-wheel drive, it offers a choice of V-8 engines, and, when properly configured, it can tow up to 7500 pounds. It wears its massive, defiantly unaerodynarnic sheet­metal like armor—”Let me loose in the parking lot,” it seems to say, “and I’ll squash the antifreeze out of that puny Suzuki Sidekick in the corner.” Hoary it may be, but the ’92 Ramchar­ger is not without refinements. The news this year is a contemporary Canyon Sport appearance package and the addition of Dodge’s redesigned 5.2-liter V-8. The Canyon Sport option discards the jumbo ram’s-head hood ornament and a lot of chrome in favor of a clean-looking two-tone paint job with a body-colored front grille. The new V-8 moves the Ramcharger from 0 to 60 mph in 10.2 seconds—a reasonable accomplishment considering the vehicle’s mass.Of greater import is the revised engine. Enhanced with sequential port fuel injec­tion and treated to a thorough going-over (including redesigned cylinder heads and new intake and exhaust manifolds), the 5.2-liter V-8 now produces 230 horse­power at 4800 rpm and 280 pound-feet of torque at 3000—a substantial improve­ment over the old engine’s 170 horse­power and 260 pound-feet. Indeed, the new 5.2 produces 40 more horses than the Ramcharger’s optional 5.9-liter V-8— though the latter engine is torquier, grunt­ing out 292 pound-feet at just 2400 rpm. Mated to a four-speed automatic trans­mission (a five-speed manual is available), the new V-8 moves the Ramcharger from 0 to 60 mph in 10.2 seconds—a reasonable accomplishment considering the vehicle’s mass. No points for engine-note quality, however. In the Ramcharger’s case, “fuel econ­omy” sounds like an oxymoron: on the EPA city cycle, the V-8 sucks up a gallon of unleaded every 12 miles. A 34-gallon fuel tank helps minimize gas ­station visits. The cabin is plain but commodious. Big, simple gauges. No-frills seats. Not an organic curve or designer switch in sight. Those who need their space will applaud the cargo room (86 cubic feet with the rear seat folded down). But hedonists will need to look elsewhere: The sparse optional lux­uries include an AM/FM/cassette stereo and power windows, locks, and mirrors. More ram reviews from the archiveRear-wheel ABS is standard on all Ramchargers. Our Canyon Sport test vehicle with the 5.2-liter V-8, an auto­matic, four-wheel drive, air conditioning, and power options totaled $23,783. As more modern rivals, such as the new full-size Chevy Blazer, edge toward car-like response and feel, the Ramcharger remains steadfastly truck-like. Engine roar, heavy doors, numb steering, shudders from the body, a harsh broken-pavement ride—all conspire to expose the Ram­charger’s age. Yet the Ramcharger soldiers on, with its square-jawed shape, rugged construc­tion, and prodigious towing ability still winning hairy-armed fans. It’s a macho machine with a uniquely American cut and swagger. And it’s built in Lago Alberto, Mexico. SpecificationsSpecifications
1992 Dodge Ramcharger Canyon SportVehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 3-door wagon
PRICE
Base/As Tested: $20,190/$23,783
ENGINE
V-8, iron block and heads, Chrysler engine-control system with port fuel injectionDisplacement: 318 in3, 5210 cm3Power: 230 hp @ 4800 rpm
TRANSMISSION
4-speed automatic with lockup torque converter
DIMENSIONS
Wheelbase: 106.0 inLength: 188.8 inCurb Weight: 4823 lb
C/D TEST RESULTS
60 mph: 10.2 sec1/4-Mile: 17.7 sec @ 77 mph100 mph: 47.6 secRolling Start, 5–60 mph: 10.6 secTop Speed (C/D est): 107 mphBraking, 70–0 mph: 214 ftRoadholding, 300-ft Skidpad: 0.73 g
C/D FUEL ECONOMY
Observed: 12 mpg
EPA FUEL ECONOMY
City: 12 mpg
C/D TESTING EXPLAINED More

From the January 2005 issue of Car and Driver.What do Dodge Viper owners most frequently ask the company for? More refinement? A hardtop street model? An automatic transmission? Not even close.Dodge brass say the most frequent request is for a Viper-engined truck, something capable of towing the customers’ Vipers. Although the regular-cab Ram SRT-10 truck wasn’t up to the task of towing the 3400-pound Viper-towing wasn’t sanctioned due to the lowered ride height and Dodge’s worries about clutch abuse-this SRT-10 Quad Cab can tow up to 7500 pounds and has the most utility of any Viper-powered vehicle yet.When the folks at Dodge’s Street and Racing Technology (SRT) set out to build this more practical version of the Ram SRT-10, they took a half-step back from the goal of ultimate performance and instead focused on adding versatility while maintaining its ferocious performance. To that end, the Quad Cab has four real doors, seats a family-friendly six, and comes only with an anyone-can-drive-it automatic.The 8.3-liter V-10 Viper engine that pumps out 500 horsepower and 525 pound-feet of torque ensures that performance won’t be compromised. However, the Quad Cab, unlike the regular cab, uses Dodge’s 48RE four-speed and is automatic only. This tranny usually sees duty on the business end of the Cummins diesel engine in 2500- or 3500-series Ram trucks. Here it was tweaked to handle the V-10’s power delivery. But it’s still not a perfect match, as its excessively harsh shifts cause the SRT-10 to buck back and forth like a mechanical bull.All this powertrain excess catches up with you at the gas pump. We recorded 11 mpg over 1600 miles, and we didn’t even tow anything. (We may have done a couple of smoky burnouts, possibly. We’re human.)To accommodate the four-door configuration, the cargo box didn’t shrink, so the wheelbase had to be stretched-in this case 20.0 inches to 140.5-and the overall length similarly increased nearly 25 inches to 227.7.More on the Ram SRT-10 and Quickest PickupsDespite weighing in at 5618 pounds (479 more than the regular-cab SRT-10) and employing a power-robbing automatic, this truck’s performance still qualifies as exceptional. The Quad Cab’s 5.6-second 0-to-60 time was 0.7 second slower than the regular cab’s, and the quarter-mile was 0.6 second off at 14.2 seconds. The Quad Cab squealed its tires to a 0.83-g skidpad rating, 0.03 g less than its two-door sibling, and registered a lofty 147 mph top speed, just 6 mph slower.Both SRT-10 trucks have the same 15.0-inch front rotors, but for 2005, they each get slightly smaller 13.8-inch rear discs and a retuned three-channel anti-lock braking system. Our Quad Cab’s 180-foot stop from 70 mph was four feet shorter than that of its lighter regular-cab brother with the old, larger brakes, which points to more efficient ABS activity.Dodge invited us out to its proving ground in Chelsea, Michigan, to sample the SRT-10 Quad Cab in an autocross setting. After a few tire-spinning starts and a couple attempts to hang out the tail around an entire sweeping left-hander, we were left giggling like grade-school dorks who’d just successfully slipped a whoopee cushion on the teacher’s chair without his noticing.After a few tire-spinning starts and a couple attempts to hang out the tail around an entire sweeping left-hander, we were left giggling like grade-school dorks who’d just successfully slipped a whoopee cushion on the teacher’s chair without his noticing.Try as it might, however, this is still a truck, and although we appreciate the massive power, direct steering, sticky rubber, tough-guy looks, and firm seats, there are a couple noticeable areas that hold back its performance. This truck understeers, big time. The extra 20 inches in wheelbase only make it worse than the regular-cab SRT-10, and after thorough experimentation with absurd steering inputs, we concluded that the only oversteer possible is the power variety, and even that is tricky to dish out with the automatic as your mediator. Also, the brakes suffer from a condition known as knock-back. This occurs under hard cornering when a wheel (and pertinent brake rotor) moves slightly relative to the location of the brake caliper, causing the brake pad to be pushed back and giving the driver that sinking feeling when he goes for the brakes and- whoa!-the pedal goes nearly to the floor before the pads and rotors are reunited. Dodge hopes some Viper owners, who presumably have put down 85K for their superfast roadsters, will be willing to shell out another $50,850 ($5000 more than the regular-cab SRT-10) for an SRT-10 Quad Cab. In a year, we’ll see if there were enough of them out there to make this powerful truck a success. Specifications

SPECIFICATIONS2004 Dodge Ram SRT-10 Quad CabVehicle type: Front-engine, rear-wheel-drive, 6-passenger, 4-door truckPRICE AS TESTEDBase/As-Tested: $50,850/$52,115ENGINE TYPE Pushrod 20-valve V-10, aluminum block and heads, port fuel injectionDisplacement: 506 in3, 8285 cm3Power: 500 bhp @ 5600 rpmTorque: 525 lb-ft @ 4200 rpmTRANSMISSION4-speed automaticDIMENSIONSWheelbase: 140.5 in Length: 227.7 inWidth: 79.9 in Height: 74.7 inCurb weight: 5618 lbC/D TEST RESULTSZero to 60 mph: 5.6 secZero to 100 mph: 14.3 secStreet start, 5-60 mph: 6.0 secStanding ¼-mile: 14.2 sec @ 99 mphTop speed (drag limited): 147 mphBraking, 70-0 mph: 180 ftRoadholding, 300-ft-dia skidpad: 0.83 gC/D FUEL ECONOMYObserved: 11 mpgEPA FUEL ECONOMYCity: 9 mpgC/D TESTING EXPLAINEDDirector, Vehicle TestingDave VanderWerp has spent more than 20 years in the automotive industry, in varied roles from engineering to product consulting, and now leading Car and Driver’s vehicle-testing efforts. Dave got his very lucky start at C/D by happening to submit an unsolicited resume at just the right time to land a part-time road warrior job when he was a student at the University of Michigan, where he immediately became enthralled with the world of automotive journalism. More