Reviews

Performance electric vehicles provide big horsepower numbers, and their torque-rich motors, capable of instantaneous delivery, make for blistering acceleration. But unlike their high-strung internal-combustion counterparts, electrics are lacking in two critical areas: the sound of an engine’s micro-explosions and the mechanical feedback that imparts a sense of speed. Hyundai’s N performance-tuning arm seeks to remedy that with its 2024 Ioniq 5 N.A blast down the front straight of the Nürburgring’s GP circuit reveals the Ioniq 5 N is just like any other performance electric. The grandstands blur around you, wind deflects around the bodywork, and though the Ioniq 5 N’s digital instrument cluster indicates serious speed, the brain says otherwise. Standing on the brakes into the GP circuit’s challenging Turn 1 brings only tire noise and no more. But Hyundai has a few tricks up its sleeve.Sound OnWith a press of one of the camouflaged, configurable buttons on what will likely be Hyundai’s most complicated steering wheel to date, N Active Sound + comes to life. There are three available sound profiles whose volume can be adjusted from distant to in-your-face: Evolution is the spacey noise we’ve grown to dislike in many EVs, Supersonic is another gimmick that emulates a fighter jet, and the most engaging profile is Ignition. Through the eight internal and two external speakers, it sounds like a turbocharged 2.0-liter inline-four found in the Elantra N or the Kona N. It’s executed well enough that an untrained ear might even think there’s combustion happening under the hood. Sound system, check. With Ignition activated, the soundtrack drones along as if an N-tuned 2.0-liter were paired with a continuously variable automatic. Yuck. But with a push of yet another steering-wheel button, the Ioniq 5 N unleashes something that changes the game of how the brain processes EVs: simulated gearshifts. By briefly interrupting the motors’ torque delivery, N e-Shift mimics an eight-speed dual-clutch automatic. The 5 N jolts on upshifts. Downshifts are rev matched and accompanied by pops and bangs from the speakers during deceleration, just like the internal-combustion N cars. Hyundai is completely transparent that interrupting torque delivery with N e-Shift isn’t the quickest way around the circuit, but by only a slim margin. Based on our brief time behind the wheel, the trade-off might be worth it. N e-Shift alters the sense of speed the brain perceives. Many on-track cues come from noise: You might know that a braking zone occurs at the top of fourth gear, and that’s the feedback N e-Shift delivers that no other EV currently provides. If you take manual control with the shift paddles and miss a shift, you’ll hit a virtual fuel cutoff. Get caught out in too high of a gear, and the Ioniq 5 will even lug the powertrain by limiting the power delivery. Yes, it’s totally fake and unrelated to the mechanicals, but it’s a degree of engagement that until now has been lost in the electrified world.Siblings, Not TwinsThe car that hosts this sophisticated EV powertrain is not just a rebodied Kia EV6 GT. Although the Ioniq 5 N does share the same E-GMP platform and much of the same underpinnings—the three-position adaptive dampers, an electronically controlled limited-slip differential—it is a more track-focused tool. Its body has 40 more yet-to-be-revealed strengthening points than the standard Ioniq 5 and specific bushing tolerances. It’s safe to assume the 5 N will at least match the EV6 GT’s 576 horsepower and 545 lb-ft of torque, but we’re expecting Hyundai to turn it up a notch. With more than 6000 miles of development around the treacherous 12.9-mile Nürburgring Nordschleife, Hyundai is serious about the 5 N’s service life on track. The goal is for the Ioniq to be able to complete two laps with little performance degradation. To accomplish that, Hyundai has optimized the 5 N’s cooling package with more air entering the nose, more efficient radiator packaging, an improved oil cooler, and an upgraded battery chiller. To complete two laps around the Green Hell will likely require a different battery from the 77.4-kWh unit common to the Korean brands, and Hyundai isn’t willing to talk about the battery pack just yet.Many ModesLike the gas-powered N cars, the Ioniq 5 is replete with drive modes. N Race offers a Sprint mode to maximize performance and use all the available power. Endurance mode is set to help with the two-lap mission by managing the battery, motor output, and regeneration strategies for extended time spent on track. There are also two preconditioning modes, one for the track and another for drag racing. With a launch-control mode that preloads the motors, we expect the 5 N to beat the EV6 GT’s 3.1-second rip to 60 mph.Our previous explorations of the 5 N’s front-to-rear torque-distribution slider revealed that the car is a drift machine on a frozen lake. While we didn’t experiment with this feature on the asphalt, the thought of directing all the driving force to the front axle for a smoky front-tire fire amuses us almost as much as sending the torque to the rear for power-sliding shenanigans. Getting back on, ahem, track, the Ioniq 5 N is a delight around the 3.2-mile GP circuit. Up front, four-piston fixed calipers squeeze 15.7-inch rotors (0.7 inch larger than the EV6 GT’s), while a single-piston slider pinches a 14.2-inch rotor in the back. Throughout four flying laps, the brakes never relinquish stopping force, and the pedal remains firm and tidy. There’s an N Pedal mode button lurking in the infotainment, but Hyundai isn’t ready to talk about that. We suspect it adjusts the brake-pedal feel and even the regeneration mapping to help rotate the 5 N during braking. No fewer than three steering modes are available, ratcheting up the effort as they progress into the racier settings, but never to the point that you’re wrestling a grizzly bear. Over the GP circuit’s 15 turns, the Ioniq 5 N–specific steering rack delivers quick turn-in, though we’d prefer a bit more feel as the Hyundai-spec Pirelli P Zero Elect PNCS 275/35ZR-21 tires load up. With a low center of gravity and minimal body roll, there’s a false sense of grip when you’re divebombing an apex. Admittedly, we were probably overdriving a track we’re unfamiliar with, so overworking the Pirellis to the point of understeer is on us, but we suspect there’s some torque-vectoring software in the works that will take some guesswork out of it and keep the Hyundai on a tighter line. The 5 N is more than just a track attacker. On a brief road drive navigating the twisties linking the villages of western Germany’s rolling hillsides, the 5 N reveals its tamer side. Just like the 10Best-winning Hyundai Ioniq 5, the turned-up variant dialed back into its least aggressive settings and with all the noise generators silenced is a wonderful, well-isolated cruiser. In their softest setting, the adaptive dampers exhibit fantastic wheel control. On the unlimited sections of the autobahn, the 5 N cruises along at a drama-free 160 mph with near-perfect on-center steering calibration.It’ll be some time before we can experience a production version of the Ioniq 5 N, as production begins early in 2024. Even in this car’s development stages, Hyundai certainly has paved the for the 5 N to change the way we perceive an electric vehicle from behind the wheel. Whether making an EV sound and feel like an internal-combustion engine will win over enthusiasts remains to be seen, but it’s a movement heading in the right direction. Senior Testing EditorDavid Beard studies and reviews automotive related things and pushes fossil-fuel and electric-powered stuff to their limits. His passion for the Ford Pinto began at his conception, which took place in a Pinto. More

If you want to know just how adept high-performance SUVs have become at bending the laws of physics, check out the BMW X3 M Competition’s test numbers. It would be easy to assume that they were produced by anything but a tall shoebox of a car. A high-end sports car, maybe? A thundering muscle car? A powerful sports sedan? A 60-mph time of 3.2 seconds, a quarter-mile of 11.5 seconds at 119 mph, and a 0.96-g fling around our skidpad are strong stats for any vehicle regardless of body style. Oh, and the X3 M Comp delivers them with one of the most forceful personalities in the compact-performance SUV class. More crazy-fast BWM SUVsBMW’s M performance doctors first turned their attention to the standard X3 SUV back in 2019. The fitness program they put it through was rigorous, comprising chassis reinforcements; a profoundly stiffer suspension tune; and fat, sticky summer rubber. And, of course, the patient received a heart transplant in the form of the then-new S58 twin-turbo 3.0-liter inline-six for its 2020 M debut. Shared with the M3, M4, and X4 M SUV, the engine boosted underhood muscle to 473 horses for the X3 M and 503 for the cherry-on-top Competition model. HIGHS: A turbo six for the ages, upscale cabin environs, thinks it’s an M3.The X3 M has changed little a few years into its life. That’s a mixed blessing. BMW refreshed the entire X3 line last year, and the M model received a few minor revisions: new front and rear fascias, a larger kidney grille, slimmer LED headlights, and revised taillights. The changes are almost too subtle to register. Updates inside the cabin included a new center console, a reconfigured 12.3-inch infotainment screen, revised ambient lighting, and improvements to the driver-assist systems. We would have loved to be in the meeting when the M engineers decided, “Hey, this thing needs more power.” The Competition was already one of the quickest compact SUVs, in league with rivals such as the Alfa Romeo Stelvio Quardrifoglio and Porsche Macan GTS for stoplight sprints. But more grunt is always a good selling point. Tuning changes to the S58 left horsepower unchanged but plumped up torque by 13 pound-feet in the X3 M and by 37 pound-feet in the Competition, bringing their totals up to 457 pound-feet and 479 pound-feet, respectively. That was enough reason for us to grab an X3 M Competition for testing. Four model years in now, the X3 M Competition’s in-your-face attitude remains intact. It’s still at its best playing oversized M3, ripping down straightaways, and charging corners on two-lanes. It’s the engine that imbues the X3 M Competition with its ready-to-lunge vibe, and we love the stout six here as much as we do in the M3 Competition sedan. It idles with a menacing bass boom through the standard Sport exhaust, yowls sweetly to its 7200-rpm redline, and pulls like it’s running from the devil. All-wheel drive provides stunning launches and shuttles power between all four wheels seamlessly. There’s a beat of boost lag if you mat the throttle at low revs, but the rush that follows always makes us grin. Though our backsides couldn’t discern the additional torque from the 2022 upgrade, the extra juice did manifest itself in our testing—barely. Our test car reached 60 mph a tenth of a second sooner than the 2020 model and grew that advantage to three-tenths of a second by 160 mph. It’s possible that the S58 will be the last great BMW inline-six, and if that’s so, we couldn’t think of a more fitting way for it to go out than lighting up other M cars and SUVs.LOWS: Distant steering feel, drive modes’ overwhelming combinations, a ride too raw to tame.We wish we could be as enthusiastic about the X3 M Competition’s aggressive chassis tuning, which carries over unchanged. Despite the multitudinous adjustments available within the Comp’s drive-mode menus, there’s no combination of settings that calms the arthritically stiff ride. Mottled pavement jostles it rudely. At city speeds, the sticky 40-series summer tires pound over tar strips that most other cars ignore, registering them with a bass-drum-like thud that reverberates through the cabin. The ride does relax on glassy-smooth roads, but who drives only on those?Trading off some of that chassis rawness for a more livable ride would make the X3 M Comp happier doing the mundane things that SUVs are enlisted for most of the time—like school drop-offs, grocery runs, and trips to Home Depot. Killer handling and ride comfort don’t have to be mutually exclusive, as performance vehicles ranging from Cadillac CT4-V Blackwing to Porsche Macan have proven. The Competition package adds $7000 to the base X3 M’s $75,395 price, and it includes the more powerful twin-turbo six, upsized 21-inch tires, the Sport exhaust, heavily bolstered M Sport front seats, your choice of two-tone Merino leather combos, and more. Our test car was also optioned up with the M Driver’s package that raises the top speed limiter from 155 mph to 177 ($2500); the Executive package’s head-up display, panoramic sunroof, and heated front and rear seats ($3650); special-order Le Mans Blue Metallic paint ($3750); the Driving Assistance Plus driver-assist package ($1700); wireless charging ($500); and tinted M Shadowline lights ($250)—all of which ran the tab up to $94,745. VERDICT: A ballistic missile that could stand to soften up just a bit.It’s an expensive suit of clothes, and dressed like this, the X3 M Competition is a thoroughly equipped and convincingly luxurious high-performance automobile. But as nice as the upscale furnishings are, they do nothing to leaven the X3 M Competition’s excitable demeanor. This ritzy hot rod might deliver great performance numbers, but we’d like it more if it wasn’t quite so raw.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 BMW X3 M CompetitionVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $82,395/$94,745 Options: Le Mans Blue Metallic paint, $3750; Executive package (head-up display, heated steering wheel, panoramic roof, gesture control, front and rear heated seats), $3650; M Driver’s package, $2500; Driving Assistance Professional package, $1700; wireless charging, $500; M Shadowline lights, $250
ENGINE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2993 cm3Power: 503 hp @ 6250 rpmTorque: 479 lb-ft @ 2750 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 15.6-in vented, cross-drilled disc/14.6-in vented, cross-drilled discTires: Michelin Pilot Sport 4S F: 255/40ZR-21 (102Y) ★R: 265/40ZR-21 (105Y) ★
DIMENSIONS
Wheelbase: 112.8 inLength: 186.0 inWidth: 74.7 inHeight: 65.7 inPassenger Volume, F/R: 55/45 ft3Cargo Volume, Behind F/R: 63/29 ft3Curb Weight: 4560 lb
C/D TEST RESULTS
60 mph: 3.2 sec100 mph: 8.0 sec1/4-Mile: 11.5 sec @ 119 mph130 mph: 14.3 sec150 mph: 21.8 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 4.5 secTop Gear, 30–50 mph: 2.6 secTop Gear, 50–70 mph: 3.1 secTop Speed (mfr’s claim): 177 mphBraking, 70–0 mph: 152 ftBraking, 100–0 mph: 301 ftRoadholding, 300-ft Skidpad: 0.96 g
C/D FUEL ECONOMY
Observed: 19 mpg75-mph Highway Driving: 25 mpg75-mph Highway Range: 430 mi
EPA FUEL ECONOMY
Combined/City/Highway: 17/15/20 mpg
C/D TESTING EXPLAINEDDirector, Buyer’s GuideRich Ceppos has evaluated automobiles and automotive technology during a career that has encompassed 10 years at General Motors, two stints at Car and Driver totaling 19 years, and thousands of miles logged in racing cars. He was in music school when he realized what he really wanted to do in life and, somehow, it’s worked out. In between his two C/D postings he served as executive editor of Automobile Magazine; was an executive vice president at Campbell Marketing & Communications; worked in GM’s product-development area; and became publisher of Autoweek. He has raced continuously since college, held SCCA and IMSA pro racing licenses, and has competed in the 24 Hours of Daytona. He currently ministers to a 1999 Miata and a 1965 Corvette convertible and appreciates that none of his younger colleagues have yet uttered “Okay, Boomer” when he tells one of his stories about the crazy old days at C/D. More

When Jeep refreshed its subcompact Compass last year, we applauded its evolution. The exterior took the shape of a junior Grand Cherokee. Its interior, no longer a penalty box lined with inexpensive-looking materials, provided a ritzier feel and appeal. Despite that progress, the languid powertrain carried over, and thus the Compass failed to gain meaningful ground on the competition in the hotly contested segment.For 2023, Jeep has tossed the 2.4-liter inline-four in the dumpster where it belongs. In its place is a more desirable turbocharged 2.0-liter inline-four, similar to that which can be had in the Jeep Wrangler. Here in the Compass, the turbo four makes 200 horses and 221 pound-feet, gains of 23 and 49, respectively, over the former naturally aspirated mill. More importantly, peak torque arrives at 1750 rpm compared to 3900 in the 2.4-liter. More on the Jeep CompassHIGHS: More power, attractive starting price, improved fuel economy.In other driveline news, the ratio-hunting nine-speed automatic is now in the rearview, and an eight-speed autobox manages the shifting duties. Torque is delivered to all four contact patches, as all-wheel drive is now standard. At the track, the turbocharged Jeep Compass runs all over its naturally aspirated predecessor. With a 7.5-second sprint to 60 mph, the 2023 Compass hits the mark 1.8 seconds quicker than before. Its quarter-mile performance is improved by 1.3 seconds, now taking 15.8 seconds and crossing the line at 89 mph. During more common driving scenarios, in both the 30-to-50-mph (4.4 seconds) and 50-to-70-mph (5.4 seconds) passing tests, improvements of 0.6 and 1.1 seconds, the 2.0-liter’s extra muscle paired with fewer ratios for the transmission to juggle gets the Compass around slower traffic with far less effort.During a cold start, the turbocharged 2.0-liter is a groaning little thing, settling into a 43-decibel thrum after it warms up—1 decibel louder than before. But mash the throttle and push the tachometer to the 6200 rpm redline and just 70 decibels enter the cabin, a marked improvement of 4 decibels over the old 2.4-liter.LOWS: The competition is quicker, long stopping distance, uninspired steering.Underway, the Compass remains relatively composed when leaned on, delivering a middling 0.81 g of grip from its 225/60R-17 Firestone Destination LE2 all-season rubber. On the open road, however, the Compass requires undue attention, owing to the steering’s spongey on-center feel. When it’s time to slow things down, the firm but overly sensitive brake pedal is difficult to smoothly modulate, and stops from 70 mph require a lengthy 195 feet.Despite the newfound power and quicker acceleration, fuel economy improves over the old powertrain. According to the EPA, the Compass earns ratings of 24 mpg city, 32 mpg highway, and 27 mpg combined, improvements of 2 mpg across the board. We observed 23 mpg in a mix of highway and city driving.While the pepped-up Compass still trails behind the 250-hp Ford Escape and the 256-hp Mazda CX-5 Turbo in both acceleration and cargo area, its attractive starting price of $29,995 is well below those two. Naturally, the price increases as you navigate up through the eight trim levels, topping out with the High Altitude for $40,930. No matter where in the lineup you settle, the powertrain is what puts the Compass back on the map.VERDICT: The turbocharged powertrain puts the Compass back on the map.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Jeep Compass 4x4Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $29,995/$41,270Options: Latitude trim, $3995; Sun and Sound group (Alpine stereo, panoramic roof), $2695; Convenience group (remote start system, auto dimming rearview mirror, heated steering wheel and front seats, wiper de-icer, eight-way power driver seat, power liftgate), $2095; Driver Assistance group (adaptive cruise control, surround-view camera system, inductive charging pad, automatic wipers), $1895; Sting-Gray Clearcoat paint, $595
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1995 cm3Power: 200 hp @ 5000 rpmTorque: 221 lb-ft @ 1750 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.0-in vented disc/10.9-in discTires: Firestone Destination LE2225/60R-17 99T M+S
DIMENSIONS
Wheelbase: 103.8 inLength: 173.4 inWidth: 73.8 inHeight: 64.6 inPassenger Volume, F/R: 52/47 ft3Cargo Volume, Behind F/R: 60/27 ft3Curb Weight: 3717 lb
C/D TEST RESULTS
60 mph: 7.5 sec1/4-Mile: 15.8 sec @ 89 mph100 mph: 20.8 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 7.9 secTop Gear, 30–50 mph: 4.4 secTop Gear, 50–70 mph: 5.4 secTop Speed (C/D est): 118 mphBraking, 70–0 mph: 195 ftRoadholding, 300-ft Skidpad: 0.81 g
C/D FUEL ECONOMY
Observed: 23 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 27/24/30 mpg
C/D TESTING EXPLAINEDSenior Testing EditorDavid Beard studies and reviews automotive related things and pushes fossil-fuel and electric-powered stuff to their limits. His passion for the Ford Pinto began at his conception, which took place in a Pinto. More

The Mercedes-Benz GLC SUV and the swoopier GLC Coupe are more fraternal than identical twins. But after a quick spin in a revised 2024 GLC Coupe, one thing this slicked-back sport utility does share with the flattop is the fact that it’s a comfortable, safe choice.Related StoriesWhile the vehicles are very similar on a spec sheet, there are some key areas where these two differ. The GLC Coupe is definitely the more stylish of the pair, and that gulf widens further with this new model. The front ends are largely the same, but the rear end is vastly prettier, with the old model’s cartoonishly large taillights swapped out in favor of sleeker units that span the width of the rear end thanks to a piece of dark trim. The GLC Coupe also comes standard with the more aggressive AMG Line styling package, which includes 19-inch wheels (non-coupes start with 18s).A healthier dose of standard equipment helps the GLC Coupe exist as the more refined—and, once pricing is out, the undoubtedly more expensive—choice. There’s a whole bunch of kit on the coupe that longroof buyers have to shell out extra for, such as a panoramic sunroof, a Burmester surround-sound audio upgrade, and the “Transparent Hood” feature that uses surround-view cameras to show what’s beneath the front end when you’re off-roading. More traditional upgrades including navigation, a head-up display, and heated rear seats remain optional for both variants.Like the GLC SUV, the GLC Coupe is a bit bigger this year, but the dimensional shifts aren’t like for like. The coupe is just 1.2 inches longer, half the growth of the longroof, but like its sibling, all that extra length goes into front and rear overhangs. Cargo space rises by 1.6 cubic feet behind the second row to a net 19.2, just a couple cubes behind the non-coupe. Overall width holds at 74.4 inches, but the front track grows by 0.2 inch, and the rear by nearly an entire inch. The GLC Coupe rides 0.2 inch taller than before, but its overall aerodynamic profile is much better, as its 0.27 drag coefficient is a fair improvement over the old model’s 0.30. Thankfully, that slipperier metric doesn’t come at the cost of much rear headroom, which remains just suitable enough for a six-footer.The equipment may differ somewhat, but the GLC Coupe’s powertrain is a pure copy-paste job from the SUV—not that we’re complaining. The GLC300 relies on a turbocharged 2.0-liter inline-four with an integrated starter-generator, producing a net 255 horsepower and 295 pound-feet of torque, with the e-motor (a new feature for both siblings) capable of adding up to 23 horsepower and 148 pound-feet to fill gaps in the powerband. A nine-speed automatic transmission remains standard as does all-wheel drive. Unsurprisingly, the GLC Coupe carries the same factory zero-to-60-mph estimate as the longroof: 6.2 seconds. Our actual test of said 2023 GLC300 4Matic SUV netted a 5.7-second result to 60 mph, so we’d be foolish to expect any less from the fastback.Our time behind the wheel was in a Euro-spec car, which only served to highlight that the Europeans get a better deal than we do. Euro-model GLC300s can be equipped with air springs and rear-axle steering, a package that will not be brought to the U.S. due to low take rates in past iterations. That’s a damn shame because these two features dramatically improve the GLC’s on-road performance. The air springs absolutely eliminate pavement inconsistencies, while the rear-axle steering boosts agility in both low- and high-speed maneuvering. When the GLC Coupe arrives in the U.S. later this year, it’ll come instead with a sport-tuned suspension that will likely provide a firmer ride.Nearly every other facet of the GLC Coupe’s driving experience is pretty close to that of the GLC SUV. The engine’s stop-start system is smooth to the point of being unnoticeable. The steering is responsive but dead below the belt. The pedals offer the right amount of sensitivity to prevent occupants’ heads from bobbing all over the place when accelerating or braking. The nine-speed transmission is more than happy to hold gears on particularly steep declines, but otherwise, it moves its way through the cogs with very little drama. The biggest differentiator comes when glancing through the rearview mirror, as all that style out back comes at the expense of rearward visibility.The GLC siblings also sport the same interiors, and again, that’s no bad thing. Everything feels appropriately premium, with some interesting knurling on the door armrests and a massive piano-black center console that slides open to reveal some pretty mediocre cupholders, a wireless device charger, and two USB-C ports. Mercedes-Benz’s twin-blade steering wheel design is here, too, and its touch-sensitive directional pads are still frustratingly easy to activate by accident.A pair of displays form the meat and potatoes of every GLC Coupe’s cabin tech. The 12.3-inch gauge display offers a variety of appearances and is capable of showing nearly any facet of vehicle information between the digital dials. The portrait-oriented 11.9-inch central touchscreen runs the latest version of the MBUX infotainment software, which is straightforward, responsive, and includes standard wireless smartphone mirroring. Automatic emergency braking, a surround-view camera system, parking sensors, and blind-spot monitoring are all standard; optional packages load ‘er up with the remaining pieces of modern safety tech, such as full-speed adaptive cruise control and lane-keep assist.Pricing isn’t yet available, but the generational increase was $3350 for a GLC300 with all-wheel drive when the 2023 SUV adopted this new architecture last year. Add that to the current 2023 GLC300 Coupe price of $55,850, and you arrive just north of $59,000 for this new 2024 GLC300 Coupe. With its higher level of standard equipment, the coupe has always commanded a steep price premium over the SUV. However, if you want a little more edge in your compact luxury crossover than the standard GLC provides, the coupe is a great way to accomplish that. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Mercedes-Benz GLC300 CoupeVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE (C/D EST)
Base: GLC300 4Matic, $59,000
ENGINE
Turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1999 cm3Power: 255 hp @ 6100 rpmTorque: 295 lb-ft @ 1800 rpm
TRANSMISSION
9-speed automatic
DIMENSIONS
Wheelbase: 113.7 inLength: 187.5 inWidth: 74.4 inHeight: 64.0 inCargo Volume, Behind F/R: 53/19 ft3Curb Weight (C/D est): 4450 lb
PERFORMANCE (C/D EST)
60 mph: 5.7 sec1/4-Mile: 14.4 secTop Speed: 130 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 24/22/28 mpgSenior EditorCars are Andrew Krok’s jam, along with boysenberry. After graduating with a degree in English from the University of Illinois at Urbana-Champaign in 2009, Andrew cut his teeth writing freelance magazine features, and now he has a decade of full-time review experience under his belt. A Chicagoan by birth, he has been a Detroit resident since 2015. Maybe one day he’ll do something about that half-finished engineering degree. More

Ford’s 2023 F-series Super Duty has become the Porsche 911 of heavy-duty pickups. Each offers no fewer than 18 models, has at least three engine options and four power outputs, sends torque to either the rear or all four tires, and is arguably the best at serving its overall mission. But unlike the 911, the Super Duty is about as common as an Apple iPhone. They’re on construction sites, farms, and oil fields, towing boats and RVs, and parked in your neighbor’s driveway. Though Ford is quick to throw the “all-new” stamp at its fifth-generation F-series Super Duty, the truck is more of an evolution than a completely new big rig. Underneath, the frame, underpinnings, brakes, and driveline components (aside from a newly available 11.6-inch rear axle) go largely unchanged. The exterior, however, features edgier aluminum sheetmetal, and each trim can be identified by its specific fascia and design elements. More on the Ford F-Series Super DutyTech’d UpWithin the spacious cabin, the F-series enters the modern era of tech-laden pickups by appropriating elements from the F-150. The XL now comes standard with an 8.0-inch infotainment touchscreen, while a bigger 12.0-inch unit is reserved for the XLT (as an option) and beyond (as standard). A high-speed 5G data connection enables quick streaming to keep young ones occupied with YouTube Kids or when it’s time to utilize the available Interior Work Surface and tether into the office. An available head-up display is a Super Duty first, as is a digital instrument cluster that can be customized to show more data than one might ever need.Ford’s 2.0-kW Pro Power Onboard is newly available on the Super Duty to provide power to the job site or camper. Driver-assist systems such as adaptive cruise control and lane-keeping assist are offered, but the most welcome upgrades are found in the tailgate, which now can be had with power opening and closing capabilities. It also cleverly applies existing technology to solve an old problem. If you’ve ever tried backing up with the tailgate down, chances are you’ve run into something because the backup camera faces the ground and the sonar sensors can’t compensate for the extra length of the lowered gate. The tailgate now can be had with sensors and a camera in the top rail, thus eliminating backing into that mound of dirt or loading dock.Power UpWhen Ford launched Godzilla—its pushrod, 16-valve 7.3-liter V-8—it was a breath of fresh air in a world gone mad with electrification. That 430-hp V-8 with 485 pound-feet of torque carries over and is joined by another new V-8 for 2023. The new 6.8-liter is a short-stroke 7.3-liter with its own crankshaft, connecting rods, and pistons. Replacing the venerable 385-hp 6.2-liter, it produces 400 horsepower and 445 pound-feet. It’s exclusive to the XL trim and is primarily intended for fleet use. The Power Stroke turbocharged 6.7-liter diesel V-8 remains the bread-and-butter engine in the lineup. Its 475 horsepower and 1050 pound-feet of torque already had the bragging rights in terms of output and in our testing propelled a 2020 F-250 Tremor to the top of the podium in terms of acceleration. To handle higher temperatures, stainless-steel manifolds and piping feed a single turbo with a liquid-cooled compressor housing to allow more boost. With greater intake pressure, the Power Stroke High Output now generates a monstrous 500 horsepower and 1200 pound-feet. A 10-speed automatic is the only transmission offered, albeit in two versions. The 6.8-liter gasser features a different gearset from the one hooked to Godzilla and the turbo-diesel. On all but the XL, four-wheel drive is now standard. Trailering for DummiesHeavy-duty pickups are all about doing work, and that often means hauling insane amounts of weight. By Ford’s estimate, 90 percent of Super Duty owners use their trucks to tow. Depending on how it’s configured, the Super Duty can tug a measly 13,700 pounds with a conventional hitch behind a crew-cab, long-bed 4×4 with the 6.8-liter gasoline V-8 or a whopping 40,000 pounds with a gooseneck-equipped, single-cab, rear-wheel-drive F-450 with diesel power. It’s the tech that surrounds towing that makes the task so easy.Ford’s Pro Trailer Backup Assist remains and is arguably the least useful tech of all the trailering tools. During Ford’s brief exercise, we backed a massive, enclosed trailer into a coned-off area on the first attempt using only the mirrors and looking back out the window. In two attempts with Backup Assist, which steers automatically, we never got it into the spot.Ford, however, has made hitching up the trailer easy. With Pro Trailer Hitch Assist activated, the truck will lock on the hitch ball and automatically reverse, turn, and brake the truck once the hitch is aligned with the ball. The days of guessing and multiple in-and-outs to check the alignment are history. A fully equipped Super Duty has more cameras than the red carpet at the Oscars. Ford not only offers a 360-degree image of the truck, but the option to add four cameras to the trailer to provide a bird’s-eye view around it too. There are also additional sensors to add to the trailer to enhance the ability of the blind-spot warning system. Say you’re pulling a triple-axle, 30-plus-foot trailer behind a truck that’s over 21 feet long. In some circumstances, making a turn will be an issue. Ford’s optional Trailer Navigation is designed to help pick a route given the trailer’s dimensions and weight. The Super Duty offers the ability to remember up to 10 different trailers. From there, it stores the average fuel economy with each trailer in tow, and it automatically adjusts the indicated distance to empty. But does it all work? We pulled around 30,000 pounds at Ford’s Michigan Proving Grounds in Romeo, Michigan, with relative ease. You know there’s 15 tons of trailer behind the truck, but even up a 7 percent grade, the High Output diesel still generates meaningful acceleration. Dirt Won’t HurtFor Super Duty clientele more interested in adventure than work, the off-road-focused Tremor package ($4375) returns as an option on XLT to King Ranch, short-bed, single-rear-wheel F-250 and F-350 Crew Cabs. While the package’s electronically controlled locking rear differential, limited-slip front differential, fuel-tank and transfer-case skid plates, and 35-inch Goodyear Wrangler Duratrac tires carry over, the Tremor adds a few new tricks for 2023. Trail Turn Assist locks the inside rear wheel, drastically reducing the turning circle. Its effectiveness varies depending on the soil beneath the tire, but any assistance pivoting these behemoths through tight and twisty trails is welcome. There’s also a new Rock Crawl drive mode, which activates low gear in the transfer case, locks the rear differential, and dials back the accelerator’s sensitivity. Equipped with the High Output 6.7-liter, the Tremor effortlessly climbed a lumpy rock incline. It was almost too easy to be fun. Want to cruise the two-track and forget about the accelerator? Trail Control returns to provide an off-road cruise-control experience. In 4High, the speed is adjustable from 1 to 20 mph in single mile-per-hour increments. Got a nasty downhill to descend? Switch to 4Lo, and Trail Control can be adjusted in 0.5-mph increments from 1 to 10 mph. Sit back, relax, and let the truck do the work, if you so desire—although we still prefer the old-fashioned two-pedal mode.While the Tremor offers a great bundle of equipment, the new XL Off-Road package is an intriguing choice for those looking for a basic truck with a bench seat, rubber floors, and some modest off-road chops. The Off-Road package adds the Tremor’s electronically controlled locking rear differential, skid plates, Trail Control, extended vent tubes for the transfer case and axles for increased water fording, and 33-inch Goodyear Wrangler Duratrac tires instead of the Tremor’s 35s, all for the attractive price of $995. That means a bare-bones, immensely capable off-road rig can be had for just under $50,000.Pounding PavementOutside of the Super Duty’s extreme towing capabilities and off-road antics, it remains quite enjoyable to drive on the street too. Our brief time on the two-lane roads surrounding Ford’s Proving Grounds was spent behind the wheel of a well-equipped F-350 Lariat with the High Output diesel, an engine that’s supremely quiet in everyday driving. There’s a massive surge of torque when the turbo spools, so much so that the rear tires barely maintain composure during a one-three upshift. Back when we pitted the Super Duty against the heavy duties from Chevrolet and Ram in a tractor pull, we reported that Ford’s biggest drawback was its inability to make boost in 4Lo at 0 mph. Ford, acknowledging we found its weakest link, set out to fix that. Maybe it’s time for a rematch?For being such a massive vehicle, the Super Duty’s ride quality is well controlled. There’s some hippity-hop of the axles when there’s sustained high-frequency chop in the road, but that’s to be expected from a truck with mega payload and towing capabilities. There’s more disconcerting squish in the brake pedal than we recall, and the steering motions are about as direct as you might expect from an 8000-plus-pound rig. Have It Your WayAgain like the Porsche 911, the F-Series Super Duty varies widely in price. At the bottom of the spectrum, a basic, rear-wheel-drive, single-cab F-250 starts at $45,865. At the top, the F-450 Limited can easily exceed $100,000. In between, just about any combination can be tailored to one’s specific needs. No matter how a Super Duty is spec’d, it will be a capable rig.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Ford F-Series Super DutyVehicle Type: front-engine, rear/4-wheel-drive, 3-, 5-, or 6-passenger, 2- or 4-door pickup
PRICE
Base: F250, $45,865; F350, $46,910; F350 dual rear wheel,  $48,400; F450 dual rear wheel, $60,350
ENGINES
pushrod 16-valve 6.8-liter V-8, 400 hp, 445 lb-ft; pushrod 16-valve 7.3-liter V-8, 430 hp, 485 lb-ft; turbocharged and intercooled pushrod 32-valve 6.7-liter diesel V-8, 475 hp, 1050 lb-ft; turbocharged and intercooled pushrod 32-valve 6.7-liter diesel V-8, 500 hp, 1200 lb-ft
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 141.4–175.9 inLength: 231.8–266.2 inWidth: 80.0–93.0 inHeight: 78.8–82.0 inPassenger Volume, F/R: 69/52–67 ft3Curb Weight (C/D est): 6900–9200 lb
PERFORMANCE (C/D EST)
60 mph: 6.0–7.6 sec1/4-Mile: 14.5–15.8 secTop Speed: 90–100 mph
EPA FUEL ECONOMY
Combined/City/Highway: Exempt from testing and labelingSenior Testing EditorDavid Beard studies and reviews automotive related things and pushes fossil-fuel and electric-powered stuff to their limits. His passion for the Ford Pinto began at his conception, which took place in a Pinto. More

The Wall Street Journal told us in early June that America’s birth rate was falling, with 15 percent fewer births in 2022 than in 2007. In addition, our fertility rate is hovering at less than half the peak of the late ’50s. But that hasn’t affected sales of three-row mid-size SUVs—the modern family’s substitute for the unfashionable minivan—with sales running at an annual rate of more than 1.3 million units. Of course, the mid-size category, once defined by a maximum length of 200 inches, is being stretched like our collective waistlines.Consider this all-new Mazda CX-90, which replaces the CX-9 as the largest machine in Mazda’s lineup. It measures 200.8 inches long—an inch and a half longer than its predecessor, and longer than the Honda Pilot, the Hyundai Palisade, and the Ford Explorer. But this doesn’t translate to huge interior space.Michael Simari|Car and DriverYes, the CX-90 is a bit roomier than the CX-9, with 143 cubic feet of calculated interior volume—an increase of about eight cubes. But it’s 10 to 12 cubic feet smaller inside than its aforementioned competitors. That’s not to say the inside is tight. This remains a spacious cabin in the first and second rows, with a third row suitable mostly for kids. But the width is generally a little smaller everywhere than in the competition.HIGHS: Excellent fuel economy, good controls, smooth and quiet on the highway.It’s interesting that despite the CX-90’s 122.8-inch wheelbase—the longest in the segment—legroom is another area where it falls behind. This might be partially because the CX-90 has shifted from the transverse-engine, front-drive-based layout common to most of its competitors to a classic north-south rear-drive configuration. Power comes from Mazda’s brand-new 3.3-liter inline-six engine, a very BMW-esque setup.The engine employs a single turbo and is available in two forms: tuned for regular or premium fuel. Our test example was the more powerful S model, developing 340 ponies at 6000 rpm and 369 pound-feet of torque at 2000 rpm on premium (output falls slightly on regular, but still remains higher than the non-S version’s 280 horsepower). It’s coupled to a brand-new eight-speed automatic developed by Mazda and bolstered by a 48-volt hybrid system that doesn’t increase peak output but can assist the engine with as much as 113 lb-ft of torque at low rpm, primarily when starting from rest.This all sounds very sporty, but we timed the CX-90 to 60 mph in 6.3 seconds and through the quarter-mile in 14.7 seconds at 99 mph. That’s plenty quick enough for family use, but only a tenth quicker in each measure than the 291-hp Hyundai Palisade—and slower than the 300-hp Ford Explorer. Even more surprising, despite the Mazda engine’s generous torque and the hybrid boost, the CX-90 is just average in the 30-to-50-mph and 50-to-70-mph intervals, which measure responsiveness in everyday driving. And while the six-cylinder is smooth and quiet in casual driving, full throttle raises the volume considerably but without producing the melodious growl we’ve come to expect from sporty and powerful inline-sixes.Some of this lack of midrange punch might be blamed on the wet clutch that replaces the torque converter used in most automatic transmissions. This change is perhaps responsible for helping with the CX-90’s stellar fuel economy. The EPA ratings for the S model are 23 mpg city, 28 highway, and 25 combined. Most competitors trail by 4 or 5 mpg in the combined rating. And these numbers apply to the real world, as our car achieved 29 mpg—1 mpg higher than the EPA number—on our 75-mph highway test. Of course, Mazdas are usually known for their above-average driving dynamics. We expected a lot from the CX-90 in this regard, because the machine enjoys a control-arm front suspension and more balanced front-to-rear weight distribution than the typical front-drive-based SUV. At city speeds the steering provides good feel, but at highway speeds it becomes heavy, making the CX-90 seem larger than it is. Handling and stability are decent but not special, and cornering grip of 0.85 g is only slightly better than the class average. The 70-mph stopping distance of 177 feet is, again, only average. And with this model’s 21-inch wheels and tires, the ride was flinty on rough pavement, even with only three people and three heavy bags aboard.Inside, the styling is handsome, but not all of the materials drew praise. In our top-of-the-line Premium Plus–package version, the tan nappa-leather upholstery is accompanied by large swatches of tan suede on the dashboard face. A more subdued design with a less colorful interior is also available.LOWS: Bigger outside than inside, disappointing performance, uninspired styling.What we did like was a full set of HVAC controls above the center console, so we didn’t have to explore the depths of the screen menus to change the temperature. In general, the infotainment system works pretty well, controlled by either touch or with a rotary controller on the console. However, one thing odd about the HVAC controls was the pair of toggles used to raise and lower the temperature setting for either side of the front cabin. Pressing the blue one down lowered the temperature, but pressing the red one down raised the temperature. A single toggle with both up and down motions would have been simpler, easier, and more logical. Michael Simari|Car and DriverAlthough base CX-90s start at $40,970, our fully equipped CX-90 stickered at $61,920, which is about $8000 more than a loaded Hyundai Palisade and over $7000 more than a top-shelf Kia Telluride. Mazda is trying to push into the premium sphere with its new models, and in fully loaded Premium Plus guise, the CX-90 packs a lot of features and hardware. But the CX-90’s highest trim costs more than our favorite three-row SUVs in their priciest spec, leaving us wondering whether the top-shelf CX-90 can leap over those less expensive competitors. We’ll have an answer as soon as we assemble the segment for a comparison test. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Mazda CX-90 Turbo S AWDVehicle Type: front-engine, all-wheel-drive, 6-passenger, four-door wagon
PRICE
Base/As Tested: $53,125/$61,920Options: Premium Plus package (quilted-leather seats, heated second-row seats, suede interior trim, second-row captain’s chairs with center console, 360-degree camera view, AC power outlet), $8200; Artisan Red paint, $595
ENGINE
turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 200 in3, 3283 cm3Power: 340 hp @ 6000 rpmTorque: 369 lb-ft @ 2000 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 13.7-in vented disc/13.8-in vented discTires: Falken Ziex LT60a A/S275/45R-21 107W M+S
DIMENSIONS
Wheelbase: 122.8 inLength: 200.8 inWidth: 78.5 inHeight: 68.2 inPassenger Volume, F/M/R: 57/51/35 ft3Cargo Volume, behind F/M/R: 75/40/16 ft3Curb Weight: 4885 lb
C/D TEST RESULTS
60 mph: 6.3 sec1/4-Mile: 14.7 sec @ 99 mph100 mph: 15.1 sec130 mph: 30.4 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 6.5 secTop Gear, 30–50 mph: 3.6 secTop Gear, 50–70 mph: 4.5 secTop Speed (gov ltd): 130 mphBraking, 70–0 mph: 177 ftRoadholding, 300-ft Skidpad: 0.85 g
C/D FUEL ECONOMY
Observed: 23 mpg75-mph Highway Driving: 29 mpg75-mph Highway Range: 560 mi
EPA FUEL ECONOMY
Combined/City/Highway: 25/23/28 mpg
C/D TESTING EXPLAINEDContributing EditorCsaba Csere joined Car and Driver in 1980 and never really left. After serving as Technical Editor and Director, he was Editor-in-Chief from 1993 until his retirement from active duty in 2008. He continues to dabble in automotive journalism and LeMons racing, as well as ministering to his 1965 Jaguar E-type, 2017 Porsche 911, and trio of motorcycles—when not skiing or hiking near his home in Colorado.  More

Cryogenics might require a room full of doctors and scientists, but squeeze a $2.1 million Bentley Batur down the narrow lanes of Spain’s Canary Islands, and you’ll freeze every tourist and highway worker stiff. A Batur, which is designed to look like a resting predator, is a sight worth savoring. The two prototypes we drove for an afternoon through Tenerife are the start of a production run that will see only 18 built. Bentley is using the Batur to celebrate the brand’s legendary 12-cylinder engine as its departure draws near and tease what its eventual electric cars will look like. More special BentleysThe Batur’s limited run will make other multimillion-dollar machines, such as the 99 Pagani Utopias, 130 Lotus Evijas, and the 300-unit Koenigsegg Gemera, look almost commonplace. And the Batur won’t be street-legal in the U.S. However, just because the Batur is something few people on the planet will ever witness doesn’t mean it’s completely unique. Under the bespoke Mulliner coachwork, it shares the majority of its mechanical bits with more attainable Bentleys, chiefly the Continental GT Speed. That includes the rear-biased all-wheel drive, the 48-volt active anti-roll bars, and the rear-wheel-steering system first introduced on the Flying Spur. Outside, the Batur’s windshield is the biggest exterior element that carries over from the Continental GT. Pretty much every piece of sheetmetal from the roofline on down is new. The Batur’s fenders and quarter-panels are carbon fiber and are molded to the aluminum roof. The headlight assemblies are exclusive to the Batur, rather than pulled from any other Bentley. To pass your hand across its finish is to have touched something few people will ever even lay eyes on. Mulliner, which is a British way to say hand-built, spends roughly eight months creating each Batur in the same workshop in Crewe, England, where the open-roof 12-unit Bacalar was built.The twin-turbocharged 6.0-liter W-12 engine is an old relative of the one that debuted in the 2002 Volkswagen Phaeton sedan. The Batur’s W-12 is the most powerful that Bentley has ever made—or ever will. Bentley’s engineers gave the brand’s legendary powerplant revised turbines with more aggressive compressor wheels inside to shovel oxygen into improved intake manifolds. These upgrades have wrought 740 horsepower at 5500 rpm and 738 pound-feet of torque starting at 1750 rpm. Bentley says the top speed is 209 mph, and the Batur swallows Spanish highway as effortlessly as tourists ingest the islands’ rum.Although we passed huge banana plantations, the Batur was the most bananas thing on the Canary Islands.Although we passed huge banana plantations, the Batur was the most bananas thing on the Canary Islands. It was the biggest car we saw in Tenerife as we chased down Fiat 500 rentals, catching up to them like they were mice stuck in a glue trap. It takes a brief moment to wake the eight-speed dual-clutch automatic from its slumber, but then the power is delivered like a tidal wave. Spilling out of corners with the aggression of a hungry cat, the Batur quickly overwhelms the 315/30ZR-22 Pirelli P Zero PZ4 rubber under its tail. Outsize carbon-ceramic brakes (17.3-inch front rotors with 10-piston calipers and 16.1-inch rears grasped by four-piston calipers) effortlessly haul the Batur back down again.The interior is equally dramatic. One car we drove featured trim that fades from carbon fiber to body-color-matching Purple Sector trim. There’s a long list of available materials inside, none cheap. The edge of the drive-mode dial doesn’t just spin with the sophistication of an expensive wristwatch; it’s decorated with a 3-D-printed 18-karat-gold surround. The knurling at the edge of the windshield-wiper stalk is too sharp to be anything other than titanium. Only the detailers of private car collections may notice this hidden piece: The arm attached to the brake pedal is made of bare carbon fiber. While the W-12 will soon be gone, Bentley also looks to the future, with plans to go all electric by 2030. The front fascia of the Batur, we’re told, is a peek at what Bentley’s EV will look like. Like the glowing sunset across the ocean surrounding the Canary Islands, it’s easy to stare at the Batur and imagine, Ah, wouldn’t it be nice. Whether a fully electric Bentley can summon those same feelings is yet to be seen. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Bentley BaturVehicle Type: front-engine, all-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base: $2,110,000 (est)
ENGINE
twin-turbocharged and intercooled DOHC 48-valve W-12, aluminum block and heads, port and direct fuel injectionDisplacement: 363 in3, 5952 cm3Power: 740 hp @ 5500 rpmTorque: 738 lb-ft @ 1750 rpm
TRANSMISSION
8-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 112.2 inLength: 193.0 inWidth: 77.4 inHeight: 54.7 inTrunk Volume: 13 ft3Curb Weight (C/D est): 5000 lb
PERFORMANCE (C/D EST)
60 mph: 3.0 sec100 mph: 7.2 sec1/4-Mile: 11.0 secTop Speed: 209 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 15/12/20 mpgAssociate EditorYes, he’s still working on the 1986 Nissan 300ZX Turbo project car he started in high school, and no, it’s not for sale yet. Austin Irwin was born and raised in Michigan, and, despite getting shelled by hockey pucks during a not-so-successful goaltending career through high school and college, still has all of his teeth. He loves cars from the 1980s and Bleu, his Great Pyrenees, and is an active member of the Buffalo Wild Wings community. When Austin isn’t working on his own cars, he’s likely on the side of the highway helping someone else fix theirs. More

From the June 1991 issue of Car and Driver.The new Lexus SC400 coupe is as rounded and slippery and slick as a caplet of Extra-Strength Tylenol. The big dif­ference is, this baby will cause headaches.Imagine that your house payments and your kids’ new shoes depend in some way on sales of Mercedes-Benz or BMW or Cadillac or Lincoln automobiles. The Lexus brand has already skimmed your gravy with the LS400, a four-door that lures away your customers like a discount Hope Dia­mond. But that’s only the four-door market. You’ve still got your coupe customers. They’d no more be seen in a four-door than they would in a leisure suit. But, amazingly, you can show them a synthetic coupe—what amounts to a sedan with half the number of doors—and they write the check. Pretty nifty gambit as long as it works.If you’re relying on synthetic coupes to keep the kids in Keds, then the migraine throb will kick in as soon as your custom­ers see this real coupe from Lexus, the brand that can do no wrong in the four-­door market. Because this is not a made­-over sedan. It’s a new car, with an entirely new appearance, a new suspension, and a new personality. About all the SC400 coupe shares with the LS400 sedan is the extravagantly smooth and powerful four­-cam, 32-valve V-8, which everybody loves already. More on the ’90s SC400Starting to worry about the repo man coming for the Sony, leaving the kids without Sesame Street? Well, this next bit of news won’t help. Lexus boss J. Da­vis Illingworth says, “We’re going to price this car where we think the custom­ers are.” In plain English, that means a window sticker low enough to move the iron. The synthetic-coupe makers typi­cally take two doors away from their se­dans and make up for it by raising the price. Lexus has baked a fresh new recipe and will undercut the sedan’s $40,285 base price. How can other brands compete? First, they’d have to be as serious about busi­ness as Toyota is. The world’s third-larg­est automaker is determined to grab a big hunk of the market’s sirloin. Two years ago—back when Lexus was just a name, not a car—there were doubts that a Japa­nese sedan could ever sit at the head ta­ble with Mercedes and BMW. Toyota shouldered its way into prestige territory the old-fashioned way—with a better product. The LS400 has quality, comfort, and performance; the dealers take care of the customers; and the price is right. It’s as simple as that. And amaz­ingly, the bystanders are as charmed as the buyers. Even taxi drivers hacking along in their tired Caprices speak admir­ingly of Lexus. For the competitors, this SC400 coupe amounts to piling on. It’s a power play. The coupe is not held back by a need to share parts with the sedan. The coupe is built to do what a coupe should do: be stylish to the eye, be energetic to the touch, be impressive to the Sharper Im­age set. This amounts to the creation of a new car, and few carmakers are serious enough about the coupe business to go to all that trouble. Toyota, perhaps alone in the world now, is that serious. That’s why the SC400 will cause so many head­aches for the other fancy labels. The differences between coupe and sedan are everywhere. The coupe—sold in Japan as the Soarer—is about six inch­es shorter overall on a five-inch-shorter wheelbase. Track is about 1.5 inches nar­rower, and weight about 180 pounds lighter. Both use the same V-8 to drive the rear wheels (an inline-six will be­come available in autumn, with an op­tional five-speed manual transmission). The mechanical differences surround­ing the V-8 are many: The coupe has a shorter first gear in the four-speed auto­matic and a shorter final drive for better acceleration, larger disc brakes all around, sixteen-inch wheels instead of the sedan’s fifteens, an entirely different suspension for improved dynamics, and a few radical innovations to astound the Popular Science reader. Topmost on this list is the radiator fan powered by a hy­draulic motor. When asked why he used this approach, chief engineer Seihachi Takahashi faded into Japanese inscruta­bility. “Because it’s the best way,” he said. “Quieter.” Some behind-the-scenes probing re­vealed the source of the quietness. The usual thermostatically controlled electric fan is either off, in which case it’s com­pletely silent, or it is on and therefore producing a considerable air-rush sound. The hydraulic fan is a variable­-speed arrangement, so, in some modes, it may be on but at such low speeds you won’t notice. When the LS400 sedan was previewed in the press nearly two years ago, it generally received high praise for its engi­neering and condescension for its styl­ing. “Sort of like a Mercedes,” people said. “Got a big grille in front.” Japanese cars are created by teams that are typical­ly organized quite differently from the way the rest of the world does it. In Ja­pan, the body designers report to the chief engineer, who has veto power over anything he doesn’t like. Detroit designers would rather walk picket lines than work under an engineer. They think that an engineer would divert them toward stern and boring cars. Maybe. But that’s not what happened in the case of the SC400. Chief engineer Takahashi is known to have fallen in love with the first clay proposal sent to Japan from Toyota’s Calty Design Research, Inc., in Newport Beach, California. Takahashi now calls the car an “original American design.” He liked the early shape so much that he wouldn’t give up on it, even though it was, at the time, unbuildable by all known methods. Principal designers on the project were two California men: Dennis Camp­bell, who had stints at Ford and Chrysler before joining Calty in 1980, and Erwin Lui, whose career began at Calty in 1982. Lui now speaks of the SC400 as a “de­signer’s dream come true,” and he cred­its the engineers. There were times when he too was ready to give up and relax the design to something more conventional so it could be built, but Takahashi wouldn’t let him. Takahashi was determined about this coupe, and he was backed by an equally determined front office. Together they went the extra kilo­meter to find a way to build a practical car in the designers’ shape. The problems all stemmed from the rounded nature of the SC400’s design, particularly the nose, which appears semicircular as you look down on it from above. All that roundness eliminates the corners. Of course! But then where do you put all the necessary components that are normally pushed out into the corners? If you look under the hood of the LS400, there’s no empty space. So how could the engineers possibly fit the same equipment into even tighter quarters? Consider the headlights. Front cor­ners are perfect for headlights. But when you round off the front corners, and roll back the vertical face above the bumper so that it quickly blends into the sloping hood, the normal headlight space is gone. The headlights end up back against the radiator bulkhead where you’d have to do a major teardown just to change a bulb. What to do? Originally, all of the lighting was intended to fit into a single smooth module in each corner. But that wasn’t possible. The projector high-beam part of the module required too much depth. The final solution sepa­rated the high beams from the module and positioned them inboard, where depth behind was greater, with their own ovoid lenses, and at the same time creat­ed what will surely become one of the SC400’s most talked-about details. Once the design was approved by Toyota, Lui went to Japan to see it through the transition to a production shape. With the designer on hand, Toyota thought, the true essence of the original would more likely be preserved in the final car. Again, more evidence of Toyota’s determination. Lui remembers confronting the “hard points” for the first time. Hard points represent equip­ment that has to be in the car, such as the top of the intake manifold and the bat­tery. The engineers came to the clay model and drove pegs into it to the depth of the hard points. A number of pegs poked outside the rounded shape. Some surfaces were moved to accommodate them, but Lui says that Takahashi did ev­erything he could to relocate and re­shape internal components. The coupe’s air cleaner, for example, is an entirely dif­ferent shape than the sedan’s. We notice also that the coupe’s front suspension positions its upper wishbones much lower in the car, which would allow more space in the engine compartment.The original design had an even smaller grille opening in front, too small to cool the engine, Takahashi said. So the opening was enlarged. To keep it as small as possible, however, the engineers reached for a method commonly used on racing cars but rare on the road—they constructed a duct that channels all of the incoming air through the radiator. Extra engineering is evident in two other areas too, areas that will surely make the coupe friendlier to passengers. The doors swing on complex four-bar hinges that move the front and the top of the doors farther out of the opening than normal hinges would. Back-seat passen­gers will also appreciate the power fea­ture of the passenger-side front seat that slides it forward on its track when the backrest is folded. Both of these features pay off in easier entry and exit. We’ve driven only preproduction sam­ples of the SC400 at this point, so we’ll keep the driving impressions general. This car shares the interior mood of the sedan—beautifully sculptured shapes covered in fine textures and pastel col­ors. Leather is standard equipment, as is bird’s-eye maple dash and door trim. The instruments, as on the sedan, are self-illuminated whenever they’re oper­ating, which makes for an exceptionally legible display. The windshield slopes steeply, but it’s positioned well forward, thereby minimizing the solar-cooker ef­fect on the occupant’s laps. We’ve greatly admired the four-door for the way in which it combines a silent, plush ride with trusty handling. The coupe’s personality is quite different. The body is quiet, but the engine talks. Toyota thought a coupe should be sporty. The shorter gearing gets the V-8 up in the revs quicker. The retuned in­take and exhaust acoustics now turn the engine sound into a scream when you tip into it, albeit a refined scream. And the whipped cream has been eliminated from the ride. The coupe’s motions are highly damped. You definitely feel the contours of the road now, although much of the harshness is filtered out.This car is beautifully executed, very much a designer piece both inside and out. In our view, the plush silence of the LS400 seems a loftier accomplishment, yet the SC400 has the sporting attitude that’s entirely missing from the sedan. Clearly, these two cars are intended for different buyers. And that, in turn, means headaches for a new group of sellers. The synthetic­-coupe business will never be the same. Arrow pointing downArrow pointing downSpecificationsSpecifications
1992 Lexus SC400Vehicle Type: front-engine, rear-wheel-drive, 2+2-passenger, 2-door coupe
ESTIMATED BASE PRICE$39,500
ENGINEDOHC 32-valve V-8, aluminum block and head, port fuel injectionDisplacement: 242 in3, 3969 cm3Power: 250 hp @ 5600 rpmTorque: 260 lb-ft @ 4400 rpm
TRANSMISSION 4-speed automatic
DIMENSIONS
Wheelbase: 105.9 inLength: 191.1 inWidth: 70.5 inHeight: 52.6 inPassenger Volume, F/R: 55/30 ft3Trunk Volume: 9 ft3Curb Weight (C/D est): 3600 lb
PERFORMANCE (MANUFACTURER RATINGS)
60 mph: 6.9 sec1/4-Mile: 15.3 secTop Speed: 150 mph
EPA FUEL ECONOMYCity/Highway: 18/23 mpg  More