Reviews

Just a couple of years ago, the notion of a 500-hp Cadillac would inevitably have conjured up visions of something with a “V” badge on its decklid and a Blackwing engine rumbling menacingly behind its grille. No more. The 2023 Cadillac Lyriq AWD exemplifies how the EV revolution has turned ideas about performance upside down. Like many of today’s EVs, this twin-motor, 500-hp version of the Lyriq is powerful and quick but otherwise extraordinarily normal. It doesn’t look like a car that promises to smoke its tires into the next state and doesn’t drive like one either. Instead, it evokes and updates the best aspects of Cadillacs past: their smooth ride; hushed, well-dressed cabins; and effortless power. Thank you, electrons.Other than the model number on the hatch—Lyriq AWDs get a 600E4 designation while RWD models wear 450E badging (the 600 and 450 represent rounded torque figures in newton-meters)—there’s nothing to indicate that the dual-motor, all-wheel-drive Lyriq is any different from the rear-drive, single-motor model that first hit the market. We liked that car for its absorbent ride and quiet ways but felt it needed more than its 340 horsepower to be a fully realized Caddy. The Lyriq AWD solves that with a second permanent-magnet motor driving the front wheels. Combined output rises to 500 horses and 450 pound-feet of torque—an increase of 160 ponies and 125 pound-feet over the rear-driver. That you can’t tell the twin-motor model from the single-motor version at first glance—or second or third—amounts to truth in advertising. Aside from the AWD’s extra power, its cushy driving demeanor remains fundamentally unchanged. Stand on the Lyriq AWD’s accelerator and it sprints to 60 mph in 4.6 seconds and hauls itself through the quarter-mile in 12.9 seconds at 113 mph—improvements of 1.1 seconds to 60 mph and 1.4 seconds and 14 mph in the quarter. That should be energetic enough for most people, but it’s only midpack in the EV universe. A Hyundai Ioniq 5, for instance, scoots to 60 mph in 4.5 seconds. At the other end of the size-and-price spectrum, a nearly 7000-pound Rivian R1S does it in 3.1, and there are a lot of ballistic EVs sandwiched between those two bookends. HIGHS: Tasteful good looks, Cadillac-correct driving persona, outrageous value.The Lyriq’s power delivery harks back to the big-engine Cadillacs of yore and seems purposely tuned to underscore its luxury mission. Like the Lyriq RWD, the AWD’s powertrain parses out the torque smoothly and gradually rather than bringing it on all at once with a bang like some competitors. Maximum thrust doesn’t arrive until 40 or 50 mph. The progressive pull is an integral part of the Lyriq’s soft-spoken personality, as is the barely audible synthesized hum that accompanies acceleration. The cabin is as quiet as an isolation tank, registering just 63 decibels of interior sound as the Lyriq whooshes through the atmosphere at 70 mph.A plush, composed ride nails the other signature Cadillac personality trait. The multilink suspension glides over big pavement swells, is glassy on smooth highways, and almost never bobs. The pancake-style 102.0-kWh Ultium battery bolted to the Lyriq’s belly—the same capacity as in the rear-drive model—makes for a low center of gravity. That’s likely part of the reason the Lyriq feels more agile than you’d expect for a vehicle weighing 5838 pounds, but the Caddy is far more in its element cruising than chomping up serpentine roads. Cornering grip peaks at a relatively low 0.82 g, and our test car’s Michelin Primacy all-seasons (265/50R-20s all around) howled in protest when leaned on even lightly. The steering is confident but light on feel, and the brake system blends regeneration and hydraulic action smoothly. Given the AWD’s mass and all-season rubber, stops from 70 mph are reasonable at 182 feet. Two levels of regen enable one-pedal driving, and a steering-wheel paddle delivers maximum regen on demand. LOWS: Short on features, meh highway range, doesn’t lunge like it has 500 horsepower.Our real-world testing exposed the one area where the dual-motor Lyriq suffers compared to its single-motor sibling: range. The EPA-estimated range is close between the two, with the single-motor at 312 miles and the dual-motor coming in at 307. But on our 75-mph highway range test, the rear-drive Lyriq covered 270 miles while the AWD version managed only 220. That’s a big enough difference to influence how far you dare to roam.At least recharging won’t take inordinately long. Our AWD tester came with the standard 11.5-kW AC charging module. A 19.2-kW onboard charger will be optional for 2024 AWD models and will add up to 51 miles of range per hour from a Level 2 (240V) AC charger backed by a 100-amp circuit, according to Cadillac. The battery can handle up to 190 kilowatts of DC fast-charging, which the company says will replenish the range at a rate of about 77 miles every 10 minutes. We’re lyrical on the lyriqFor 2023, all Lyriqs came only in the Luxury trim. The past tense is intentional as the production run of about 2000 units is sold out for 2023, and Cadillac is now taking orders for 2024 models. So, the only choice buyers had to make was between the two propulsion systems. Since they’re on even footing, the dual-motor has the same roomy, handsomely designed interior as the single-motor. It’s a welcoming, luxurious cabin featuring nice lines, handsome leather seating, tasteful brightwork, and good-looking wood. Convenient storage spots abound, but there are also several human-machine interface issues.The 33-inch diagonal curved display that’s home to the gauge cluster and many of the car’s functions looks slick but forces you to click through several screens to access menus and submenus controlling everything from the 19-speaker AKG audio system to the standard Google Assistant. Most climate controls are conveniently located in a row of hard buttons in the center stack area, but you must still call up the HVAC menu to sync driver and passenger temperature settings. The door-mounted switches that control front-seat massage and lumbar adjustments are fussy. GM’s usually excellent Super Cruise hands-free driving system cut out multiple times on a short stretch of interstate for no apparent reason. And we still smile at what look like exterior door handles; they’re actually large push buttons for the doors’ electric latches and are awkward to use. The Lyriq offsets those trespasses—and the fact that it doesn’t offer such features as heated rear seats or second-row HVAC controls—with a grand slam on value. Our test car stickered for $65,615, which included the lone option of $625 for its Stellar Black Metallic paint. It felt more expensive than that. Better still, the Lyriq is eligible for the government’s $7500 EV tax credit, and the price jump from RWD to the more powerful AWD powertrain is a mere $2000. Those 500 well-mannered horses are worth every penny, as is the EV that comes with them. Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Cadillac Lyriq Luxury AWDVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $64,990/$65,615Options: Stellar Black Metallic paint, $625
POWERTRAIN
Front Motor: permanent-magnet synchronous ACRear Motor: permanent-magnet synchronous ACCombined Power: 500 hpCombined Torque: 450 lb-ftBattery Pack: liquid-cooled lithium-ion, 102.0 kWhOnboard Charger: 11.5 kWTransmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 12.6-in vented disc/13.6-in vented discTires: Michelin Primacy All-Season265/50R-20 107H M+S TPC Spec 3184MS self-seal
DIMENSIONS
Wheelbase: 121.8 inLength: 196.7 inWidth: 77.8 inHeight: 63.9 inPassenger Volume, F/R: 58/51 ft3Cargo Volume, Behind F/R: 61/28 ft3Curb Weight: 5838 lb
C/D TEST RESULTS
60 mph: 4.6 sec100 mph: 10.2 sec1/4-Mile: 12.9 sec @ 113 mph130 mph: 17.9 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 4.7 secTop Gear, 30–50 mph: 1.9 secTop Gear, 50–70 mph: 2.2 secTop Speed (gov ltd): 132 mphBraking, 70–0 mph: 182 ftBraking, 100–0 mph: 396 ftRoadholding, 300-ft Skidpad: 0.82 g
C/D FUEL ECONOMY AND CHARGING
Observed: 77 MPGe75-mph Highway Driving: 74 MPGe75-mph Highway Range: 220 mi
EPA FUEL ECONOMY
Combined/City/Highway: 89/96/81 MPGeRange: 307 mi
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

Much of the early evolution of the automobile was driven by two ambitions: to make the fastest car and to make the cheapest. Yet now, those aspirations are by and large ignored. The first because top speeds have passed the point where they can ever be experienced—it’s hard to stretch the legs of a 300-mph Bugatti. Affordability is also increasingly neglected, especially by automakers in the U.S., which seem to have less and less interest in inexpensive models. In the States, the average price of a new car has passed $45,000, and there are only three models with stickers under $20K: the (collectively forgotten) Kia Rio, Mitsubishi Mirage, and Nissan Versa. Things are different in Europe, where Dacia, maker of the Continent’s cheapest models, has been enjoying increasing success. The Romanian automaker was founded under communism as an assembler of Renaults built under license, and after the Cold War ended the French automaker absorbed it. It was then relaunched as a value brand in 2004 and has been growing ever since, selling nearly 574,000 cars last year. More than a third of those global sales were of the car you see here, the Sandero hatchback, Europe’s cheapest car. How cheap is cheap? That depends on which market and which model. We drove a right-hand-drive version in the U.K. in range-topping Expression trim. With the optional metallic paint and full-size spare tire, it was 11,612 pounds before the application of the U.K.’s 20 percent sales tax, the equivalent of $14,480 at current exchange rates. The lowlier Essential is $13,450 before options.But elsewhere, the Sandero gets considerably cheaper. Mainland Europe gets a less powerful stripper version without air conditioning or pretty much anything else. In Germany, this truly basic Sandero SCe 65 costs just 9495 euros—that works out to just $10,330.The Sandero is cheaper than any other European hatchback, but it’s larger than most, at 161 inches long and 72.8 inches wide. And the cabin feels more spacious than the exterior dimensions suggest, especially when it comes to head- and shoulder room for front-seat occupants. Interior materials have been chosen for durability and low price rather than tactile pleasure, and the aroma of cheap plastics recalls the econoboxes of the ’80s and ’90s. Still, there are neat details, including a phone holder integrated into the dashboard. Even the stripper model gets power door locks with remote, power front windows, cruise control, six airbags, and LED daytime running lights. Plusher versions get an 8.0-inch touchscreen with Android Auto and Apple CarPlay. The sound quality of the tinny four-speaker stereo is pretty dreadful though. The Sandero isn’t aimed solely at urbanites and is clearly intended for long as well as short journeys, with a good driving position and seats that are supportive over longer stints. The Expression even has a fold-down driver’s armrest. The sizable 13.2-gallon fuel tank gives a range of over 500 miles thanks to the miserly economy of the three-cylinder engines.The transverse-mounted 1.0-liter three-cylinder engine drives the front wheels and is available as a 65-hp standard version and a 90-hp turbo. The former’s stated zero-to-62-mph time is nearly 17 seconds, while the brawnier turbo manages a stated 12.2-second time. That’s the version we drove. The turbo’s 90 horses arrive at a modest 4600 rpm, but it seems unlikely many drivers will regularly encounter it, given the marked reluctance of the engine to rev and the fact that the peak torque of 118 pound-feet is available from just 2100 rpm.DaciaThe Sandero doesn’t like being worked hard, throttle response is dull, and it takes awhile for turbo boost to build. But once it has, the Sandero proved able to maintain speed up the sort of long, sapping grades that normally overwhelm smaller engines—this despite the manual gearbox having only five ratios with sizable gaps between them. By contrast, the brakes eagerly respond to even gentle pressure.The Sandero handles with a simple charm that belies its modest limits. The suspension is soft, and the steering is low-geared, with a dead patch around the straight-ahead. Attempts at quick cornering bring noticeable body lean and ready understeer. But the combination of plentiful suspension travel and effective dampers copes well with rougher roads. The Dacia proved impressively economical too. Pushed as hard as anyone is likely to regularly drive one, on both country roads and highways, we saw the equivalent of 38 mpg over a single tank. Driving more gently would easily push that into the 40s. Given the exorbitant gasoline prices in most European countries, such parsimony is a vital part of the appeal. A base Sandero can be bought outright for little more than one year’s worth of average new car payments in the U.S. Sadly, there are no plans to bring it, or any other Dacias, to the States. Too bad. The Sandero proves that cheap doesn’t have to mean nasty. Car and driverCar and driver Lettermark logoEuropean EditorMike Duff has been writing about the auto industry for two decades and calls the UK home, although he normally lives life on the road. He loves old cars and adventure in unlikely places, with career highlights including driving to Chernobyl in a Lada. More

Volvo is heading to a fully electric future, but the company’s new single-motor EV powertrain shares an obvious link with the brand’s past. This is set to be the first rear-wheel-drive Volvo since the venerable 900 series retired in 1998.In engineering terms, the choice of a powered rear axle is not a surprise. In EVs as in combustion cars, it makes more sense to split the duties of steering and propulsion. Yet Volvo has reached this rational conclusion in a roundabout way, having previously offered both the C40 Recharge and XC40 Recharge with a single front-mounted motor in Europe. The arrival of a brawnier new motor now sees this configuration reversed, and even though the C40 and XC40 still sit on the same CMA platform as before, they’ve been turned from pullers to pushers. In the U.S. we never got the single-motor Volvo EVs, so all will be fresh to American buyers when the cars arrive in the second half of the year.Volvo has designed and engineered the new motor and will build it in Sweden. The same unit will also power the front wheels of the upcoming EX90 SUV, and it is used in the all-wheel-drive XC40 Recharge as well. With just one motor, the rear-drive C40 is obviously less potent than its dual-motor all-wheel-drive counterpart, but output figures of 248 horsepower and 310 pound-feet of torque are still competitive. We expect the rear-drive C40 to sprint to 60 mph in the mid-six-second range, and our drive in Sweden proved that this Volvo feels plenty rapid. Acceleration off the line is keen, with the continuous flow of power making the C40 feel punchier than its power-to-weight ratio would suggest. (Volvo says the single-motor C40 is 216 pounds lighter than the two-motor version, which would put it at a porky 4550 pounds based on our last test of the latter.)More on the C40 RechargeAt higher speeds, the C40’s acceleration becomes progressively less energetic, and our sample car lost much of its mojo by 80 mph. It would take both a long straight and a determined throttle stomping to get it to the 112-mph limiter that Volvo now fits to all its cars. As in the all-wheel-drive XC40, cruising refinement is excellent at highway speeds, and Volvo sensibly hasn’t given the C40 an artificial soundtrack beyond a low-speed warning noise. Near-silence suits it well.The switch to the new motor has mostly been done to boost efficiency, and here the rear-drive powertrain excels. The rear-drive version gets a new 79.0-kWh battery pack, while the dual-motor C40 sticks with the old 75.0-kWh unit. This is expected to deliver an EPA range of 297 miles (versus 293 miles in the case of the slightly less aerodynamic XC40 single-motor). The 79.0-kWh battery is also capable of accepting peak DC charging speeds of up to 200 kilowatts should you be lucky enough to find such a potent charger, up from the 150-kW peak of the smaller pack.Although Volvo was eager to highlight the dynamic benefits of rear-wheel drive, the C40’s chassis is still tuned for comfort and stability rather than any high level of athleticism. The car steers accurately, but little meaningful sensation gets through the electric assistance of the power steering, and on standard all-season tires the front wheels washed out under even modest levels of provocation. The stability- and traction-control systems maintain order but can’t be switched to a more permissive sport mode. We suspect that few buyers of the C40 and XC40 Recharge RWD will know or indeed care which axle is powered. As before, the rest of the C40 continues to make a persuasive case to choose the XC40. The C40’s lower roofline makes it look marginally sleeker, although we defy anybody to actually confuse this four-door crossover with an actual coupe. But it also sacrifices the XC’s impressively spacious rear cabin and dramatically reduces rearward visibility through the heavily raked rear window. It feels like the answer to a question few people are asking, especially as the more practical XC40 should be marginally cheaper. The Google UI system has also managed to pass straight from feeling underdeveloped when it was new to old-fashioned now, many functions having to be mined from submenus.Despite all that, the C40 Recharge still possesses a strong likability. Given the limited dynamism of the platform, the single-motor version suits the car’s laidback demeanor better than the pricier and heavier all-wheel-drive model.Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Volvo C40 RechargeVehicle Type: rear- or front- and rear-motor, rear- or all-wheel-drive, 5-passenger, 4-door hatchback
PRICE (C/D EST)
Base: $50,000; AWD, $55,000
POWERTRAINS
Motors: permanent-magnet AC, 248 hp, 310 lb-ft or induction AC, 147 hp and permanent-magnet AC, 255 hp (combined output: 402 hp, 494 lb-ft)Battery Pack: liquid-cooled lithium-ion, 75.0 or 79.0 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 150 or 200 kWTransmissions, F/R: direct-drive
DIMENSIONS
Wheelbase: 106.4 inLength: 174.8 inWidth: 73.7 inHeight: 62.6 inPassenger Volume, F/R: 53–55/43 ft3Cargo Volume, Behind F/R: 49/17 ft3Curb Weight (C/D est): 4600–4800 lb
PERFORMANCE (C/D EST)
60 mph: 4.3–6.6 sec100 mph: 10.9–13.2 sec1/4-Mile: 12.8–15.1 secTop Speed: 112 mph
EPA FUEL ECONOMY (MFR’S EST)
Combined/City/Highway: 99–107/106–118/91–96 MPGeRange: 257–297 miCar and driverCar and driver Lettermark logoEuropean EditorMike Duff has been writing about the auto industry for two decades and calls the UK home, although he normally lives life on the road. He loves old cars and adventure in unlikely places, with career highlights including driving to Chernobyl in a Lada. More

Off-roading in a Lamborghini Huracán isn’t anything new to us. We’ve mowed the lawn at triple-digit speeds through Virginia International Raceway’s daunting uphill esses. On another occasion, we ended up behind the guardrail and in the woods of VIR’s Patriot Course. Don’t ask. Those excursions occurred involuntarily. The thought of willingly exiting the tarmac and throwing a Huracán into the dirt is insane. But nothing about the dual-purpose Lamborghini Huracán Sterrato is rational. What Makes the Huracán Sterrato SpecialJust look at the thing’s bulging fenders, the rally-inspired light pods grafted onto its angular nose, the roof-mounted snorkel and optional luggage rack, and the oddest-looking tires to be fitted to a Huracán. It’s clear this is not a typical supercar. The Sterrato is part Bruce Wayne, but mostly Max Rockatansky. A little touch of class but all badass, this is the first Lamborghini since the LM002 to wear dirt well. The Sterrato isn’t a byproduct of Porsche transforming the 911 into an off-road buggy with the Dakar. Lamborghini’s concept dates back to 2017, when the engineering team, hot off the heels of working on the Urus, realized there was more left in the LP610-4 all-wheel-drive platform. Why not fit it with longer electronically controlled dampers and softer springs to provide 1.7 inches more ground clearance than the Evo and softer anti-roll bars to enable more articulation? If you build it, they will come. And they came in droves. The Sterrato became instantly popular before anyone had driven one. The number that Lamborghini would produce increased again and again, finally reaching 1499, all quickly spoken for despite a $278,972 sticker. It was the end of the Huracán’s journey. More on the HuracánAs in all Huracáns that came before it, the heart and soul of the Sterrato remains the enthralling 5.2-liter V-10, which has a furious soundtrack as 10 pistons pump and 40 titanium valves suck and blow air. In the Sterrato, the V-10 generates 602 horsepower, down 29 horses from the same engine in the previous STO and Tecnica variants. Until now, Huracáns have drawn air into the intakes from openings ahead of the rear wheels. To no surprise, when you’re kicking up dust and dirt, low air intakes are a terrible idea. Lamborghini’s fix is the rooftop snorkel, previously used on the STO to move air through the engine bay and here serving as the Sterrato’s windpipe. Its flow path is more restrictive, resulting in the reduction of horsepower. Driving the Huracán SterratoSure, the Sterrato has enhanced approach, breakover, and departure angles, but none of that matters much at Chuckwalla Valley Raceway. The off-road wedge obliterates the front straight. Stand on the firm, if a bit sensitive, brake pedal that modulates the standard carbon-ceramic brakes, and the Sterrato, fitted with Bridgestone all-terrain tires (more on those later), twerks its way into Turn 1. The tires beg for mercy under load exiting Turn 3, and Sport mode allows a copious amount of sideways playfulness. On this day, we’ll ignore turning down into Turn 4 and instead flip the steering-wheel toggle to Rally mode and drive off into the sun-baked desert. Willingly plowing the Sterrato into the sand feels unnatural, but with a left-right twist of the fuzzy steering wheel, the quick, fixed-ratio steering rack is an all-star for setting up a Scandinavian flick. For this model, Lamborghini passed on rear-axle steering as it muddied the vehicle dynamics when paired with the all-terrain tires. Even without it, the brake-based torque vectoring pivots the machine, the earth succumbs, dirt encompasses the six-figure rally car, and with a pull of the big column-mounted shift paddles, the seven-speed dual-clutch automatic snaps off a gear change, the Haldex all-wheel-drive system shuffles torque between axles, and the Sterrato exits, leaving a dust plume reminiscent of the Road Runner. Never had the thought of piloting a Huracán over lumpy terrain in third gear on an 8500-rpm redline occurred to us, but the softer dampers and spring rates, paired with longer and squishier internal bump stops, keep the uprights from ejecting from the chassis like Joe Theismann’s bones did his leg. Find the right—or maybe the wrong—path through the desert and you’ll use all 6.4 inches of ground clearance. Dirt will fly over the hood. This isn’t the stuff trophy trucks are made of, but for a pavement pounder, it’s impressive and hilariously fun. None of this would be possible without the right tires. For that, Lamborghini tasked Bridgestone to develop the Dueler All-Terrain AT002, an all-terrain tire rated at 168 mph and available only in a Sterrato fitment. The sidewall construction mimics that of a Bridgestone Potenza Sport summer tire, so it’s stiff. Aside from a tread pattern meant to evacuate rocks and mud, the Dueler features interlocking snipes and tie-bars to lock the tread blocks together to provide more stability under load. And it’s a run-flat, so in the event of a puncture, the Sterrato can carry on for 50 miles at 50 mph. And while some might be tempted to mount two spares on the roof rack, it’s only rated for 88 pounds. Bridgestone will also offer a one-off winter tire for the Sterrato. Oh, the possibilities. It’s Not Just for Off-RoadThe Sterrato’s off-road capabilities aside, Lamborghini has created quite possibly the best roadgoing Huracán to date. Its softness makes for an enjoyable ride on the interstate, and with little roar from the all-terrain tires, this is the Huracán you’d want to drive across the country. Attack mountain switchbacks and there’s more pitch and roll than any Huracán before it, and the steering is so quick and light that midcorner corrections frequently occur until you train your hands to slow down. But none of this dulls the experience. Lean on it nice and hard, and the Bridgestones deliver what will likely be the greatest amount of grip we’ve measured from all-terrain rubber. And those fender flares aren’t just for looks. The front and rear tracks have been widened by 1.2 and 1.3 inches, respectively, giving the Sterrato a touch more sure-footedness.LamborghiniOther than a digital inclinometer, a pitch-and-roll display, and GPS coordinates in the central display, the Sterrato’s interior is much the same as any other Huracán’s. Perhaps one of the coolest features is its ability to sync an Apple Watch and record your heartbeat. And your heart may skip a beat driving the Sterrato. Even more so than all the Huracán variants that preceded it, this Lamborghini is one wild ride. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Lamborghini Huracán SterratoVehicle Type: mid-engine, all-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base: $278,972
ENGINE
DOHC 40-valve V-10, aluminum block and heads, port and direct fuel injectionDisplacement: 318 in3, 5204 cm3Power: 602 hp @ 8000 rpmTorque: 413 lb-ft @ 6500 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 103.5 inLength: 178.1 inWidth: 77.0 inHeight: 49.1 inCurb Weight (C/D est): 3650 lb
PERFORMANCE (C/D EST)
60 mph: 3.0 sec100 mph: 6.0 sec1/4-Mile: 10.9 secTop Speed: 162 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 14/12/17 mpgSenior 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

From the November 1998 issue of Car and Driver.Ever since Chrysler invented this thing called the minivan in 1983, different versions of it have popped up as automakers tried to find the perfect combination of size, versatility, and appearance that would win new customers. As model year 1999 is upon us, it’s apparent that Chrysler’s minivan formula still rules the roost. Not only have the Chrysler vehicles outsold all others, but each new minivan on the market in the past two years has been a Chrysler clone. The first indication of the cloning came when Toyota dumped its unique Previa minivan with its mid-mounted engine in favor of a conventional front-engine design. Now Honda is the latest manufacturer to chime in with a Chrysler drivalike. The 1999 Odyssey rec­tifies the old Odyssey’s biggest flaw—its small size. Honda now concedes that its previous family hauler, based on a four­-cylinder Accord, did not offer enough space or power. The Honda folks also found that Accord and Civic owners were doing a no-no: buying Chrysler mini­vans instead of Odysseys. Without a platform larger than the Accord in the lineup (remember, folks, the Passport sport-utility vehicle is a repack­aged Isuzu Rodeo), Honda was forced to produce an entirely new platform for the 1999 Odyssey. With a clean sheet, the engineers thought big. The wheelbase grew 6.7 inches longer than the old Odyssey’s to 118.1 inches. The length went up 13.6 inches to 201.2, the width increased 5.0 inches to 75.6, and the height by 5.1 inches to 69.7. Those dimensions are within two inches of a Grand Caravan’s. A bigger outside meant a bigger inside. The interior volume of all three seating rows is at least on par with Chrysler, and behind the third seat, there is 19 cubic feet of space. As in the previous-generation Odyssey, behind the third seat is a deep well into which the rearmost seat can fold, leaving a flat cargo space. With the third seat up, we could put 19 of our standard beer-case boxes behind it, one more than we could fit in a Dodge Grand Caravan. Archive Minivan ComparisonsSince the indentation for the folding rear seat occupies the space normally reserved for the spare tire, the Odyssey’s spare resides underneath the floor between the first and second rows (in the old Odyssey, the spare hugged a rear side wall). While we’re at the second row, it’s worth mentioning the two separate bucket seats and their two-position feature. There are two sets of floor anchors for the right-­side middle bucket. One set positions it behind the passenger’s seat and about 12 inches from the other middle bucket. The other set puts it next to the left-side bucket, making a bench. To increase the Odyssey’s power, the four-cylinder engine is replaced with a 3.5-­liter version of the aluminum SOHC V-6 used in the Accord. Although incorpo­rating Honda’s VTEC system, the engine uses an intake-valve scheme not seen since the 1992 Civic VX’s VTEC-E engine. Below 3300 rpm, only one intake valve is opened fully, and the other valve is opened a smidge to prevent fuel from pooling on the valve. Honda says this promotes intake swirl and better combustion, lowering emissions (the engine achieves LEV status for light trucks). Above 3300 rpm, both intake valves open for better breathing. Output is 210 horsepower at 5200 rpm and 229 pound-feet of torque at 4300 rpm. Putting that power to the front wheels is a four-speed automatic. At the track, the Odyssey EX accelerated to 60 mph in 10.0 seconds, 0.1 second quicker than the Grand Caravan ES, but 0.6 second behind the Ford Windstar LX and Toyota Sienna XLE we compared last February. Honda says it went to great pains to keep the Odyssey’s center of gravity low and to make the minivan a confident han­dler. A strut suspension up front and a rear multi-link setup do the job, and the Odyssey doesn’t feel as tall as it is. Ultimate grip, at 0.74 g, betters the 0.71 g achieved by every van in our last comparo. JEFFREY G. RUSSELL|Car and DriverTwo models of the Odyssey will be offered, the base LX and the EX. Standard on all Odysseys are anti-lock brakes, dual sliding middle doors, the folding third seat and the nifty movable middle seat, air conditioning front and rear, and shoulder belts for all passengers. The step-up EX minivan gets you traction control, dual power-sliding doors, alloy wheels, and a CD player. Prices have not been released, but expect the LX to cost about $23,500 and the EX to come in at about $26,000. Overall, the Odyssey combines the virtues we’ve come to love in Hondas—a commanding view of the road, outstanding quality, and benign, confident handling. Now with a versatile, roomier interior, the Odyssey has a shot at knocking the minivan crown off Chrysler’s noggin. We wouldn’t bet against it. Look for an upcoming comparo with all the latest minivan players. Arrow pointing downArrow pointing downSpecificationsSpecifications
1999 Honda Odyssey EXVehicle Type: front-engine, front-wheel-drive, 7-passenger, 5-door van
PRICEAs Tested: $26,000 (est.)
ENGINESOHC V-6, aluminum block and heads, port fuel injectionDisplacement: 212 in3, 3471 cm3Power: 210 hp @ 5200 rpmTorque: 229 lb-ft @ 4300 rpm 
TRANSMISSION4-speed automatic
CHASSIS
Suspension, F/R: strut/multilinkBrakes, F/R: 11.8-in vented disc/10.1-in drumTires: Michelin SymmetryP215/65TR-16
DIMENSIONS
Wheelbase: 118.1 inLength: 201.2 inWidth: 75.6 inHeight: 69.7 inPassenger Volume, F/M/R: 61/60/50 ft3Cargo Volume, seats up/folded: 19/79 ft3Curb Weight: 4387 lb
C/D TEST RESULTS
60 mph: 10.0 sec1/4-Mile: 17.6 sec @ 81 mph100 mph: 30.0 secRolling Start, 5–60 mph: 10.3 secTop Gear, 30–50 mph: 4.4 secTop Gear, 50–70 mph: 6.6 secTop Speed (gov ltd): 117 mphBraking, 70–0 mph: 203 ftRoadholding, 300-ft Skidpad: 0.74 g  
EPA FUEL ECONOMYCity/Highway: 18/26 mpg 
C/D TESTING EXPLAINED More

From the June 2023 issue of Car and Driver.Given BMW’s trajectory, it’s only logical that the brand’s latest flagship is a three-ton behemoth with a movie-theater screen and a hands-free driving mode. But we’re not wringing our hands over this couchification, because a 7-series doesn’t claim to be a sports sedan. Plus, if you want a sporty BMW, you can still get an M2. The 7-series is the Bavarians’ Mercedes S-class fighter, and it has often struggled to find footing against its rival, which has come to define the term “flagship sedan.” Could battery propulsion offer the opportunity to turn the tide?The two automakers’ divergent approaches to EVs have already shifted traditional roles. Mercedes, typically sober and conservative, has gone all science fiction with its stand-alone EQ blob-shaped electric models. BMW, meanwhile, after retiring the carbon-fiber-intensive i3 and i8, appears to be moving away from the strategy of giving EVs dedicated platforms. So, the battery-powered i7 shares its body, underpinnings, and platform with the latest-generation gas-powered 7-series.While the spaceship-like Mercedes EQS hatchback never stops reminding you that you’re motoring on electrons, the i7’s conventional three-box sedan shape is innocuously familiar. That’s not to say inconspicuous. The blunt front end incorporates enough discordant styling elements to make the old Bangle-designed 7-series look conservative. Bizarre split headlights and a massive kidney grille combine with a slab-sided profile and slim taillights for a less-than-cohesive look. Still, our test car garnered lots of looks, especially in its optional $5000 matte gray paint, and you can’t deny the i7’s Rolls-Royce-caliber presence.HIGHS: Quiet and confident underway, avant-garde interior materials, sumptuous rear seat.It’s sized like a Rolls too. This 7-series is considerably larger than before, with an overall length of 212.2 inches exceeding both the S-class and the EQS by several inches. Fun fact: The new 7 is the exact same height as the first-generation BMW X1 SUV. The 101.7-kWh battery pack under the floor contributes to a significant portion of the i7’s prodigious 6067-pound weight. A 650-hp M70 and a 449-hp eDrive50 are coming soon, but for now, the sole model is the xDrive60, in which a 255-hp front motor and a 308-hp rear motor combine for 536 peak horsepower.More in the BMW i7For a car like this, an electric powertrain makes a lot of sense because it’s ultrasmooth and supremely quiet. The i7’s is especially so, providing a strong, seamless shove as it pushes the sedan to 60 mph in 4.1 seconds. We measured a tomblike 60 decibels at a 70-mph cruise. The equivalent Mercedes, the 516-hp EQS580, was quicker, with a 3.7-second run to 60 mph, no doubt aided by its 261-pound weight advantage.And yet, the i7 hides its heft well, furthering our suspicion that BMW has reassigned its best chassis engineers to work on EVs. Composed and imperturbable, the i7 wafts along without floating. It inspires confidence when pointed straight ahead, but the steering lacks feel when you change direction. Wheel control is impressive, body motions are well damped, and ride quality is impeccable. Riding on Pirelli P Zero PZ4 summer tires and optional 21-inch wheels, the i7 also outperformed the EQS at our track by significant margins, with a strong skidpad result of 0.93 g and a short (for three tons) 70-mph stopping distance of 159 feet.We didn’t use the brake pedal much on the street, though, opting instead to shift into B, which enables one-pedal driving. The level of regen in D is also configurable, and there are numerous driving modes that adjust the air springs, adaptive dampers, and accelerator response. Some modes even automatically activate the massaging seats, open or close the sunroof shade, and change the interior displays and ambient lighting.LOWS: Less real-world highway range than the competition, too many driver distractions, weighs more than a Ford F-150.BMW wants the i7’s cabin to provide an immersive experience, and it’s almost too successful. Theater mode deploys the 31.3-inch screen for the rear seat and raises the rear-window shades to create a cocoon for watching Netflix. Unfortunately for the driver, the screen obscures the rearview mirror entirely, and there’s no digital-camera mirror available to help you see what’s behind you. The $7250 Rear Executive Lounge Seating package includes a reclining passenger’s-side rear seat with an ottoman function that shoves the seat in front of it all the way forward to serve as a footrest. A warning pops up in the central display, prompting the driver to ensure that the seat is not blocking the view of the side-view mirror, but it’s not immediately clear what to do to remedy the situation.Of course, there are many cameras and sensors to see for you, and the i7 is capable of hands-free driving on the highway under certain circumstances. The system works well, although the car occasionally wanders in the lane. Marc Urbano|Car and DriverBut you won’t be using hands-free for too many miles at a time. We measured a 75-mph real-world range of 260 miles against an EPA estimate of 308 miles. That’s significantly short of the EQS’s 350-mile result in the same test; credit the Benz’s ultraslippery 0.20 drag coefficient and larger battery pack. But there’s often a give-and-take with EVs, and BMW fitting summer tires shows it’s willing to take a range hit for the dynamic boost that more aggressive rubber provides.VERDICT: An electric powertrain finally turns BMW’s flagship sedan into a bona fide S-class alternative.The i7’s pricing is ambitious, starting at $120,295. Entry to the EQS is considerably less, with the base 329-hp, rear-wheel-drive EQS450+ opening at $105,550, while the more comparable EQS580 begins at $127,100. Our generously equipped i7 test car stickered for $156,595—well into AMG EQS territory—and it felt worth every penny. In what one might interpret as an admission of its lesser prestige, the gas-powered 7-series is still less expensive than the S-class, but a look at the electric matchup reveals the tables have turned.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 BMW i7 xDrive60Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $120,295/$156,595Options: Rear Executive Lounge Seating package, $7250; Executive package, $6550; BMW Individual Composition, $5450; Frozen Deep Grey paint, $5000; Bowers & Wilkins Diamond surround sound, $4800; Driving Assistance Professional package, $2100; 21-inch wheels with summer tires, $1300; solar-reflecting laminated glass, $1300; M Sport Professional package, $950; Parking Assistant package, $900; Luxury Rear Seating package, $600; interior camera, $100  
POWERTRAINFront Motor: current-excited synchronous AC, 255 hp, 269 lb-ft Rear Motor: current-excited synchronous AC, 308 hp, 280 lb-ft Combined Power: 536 hpCombined Torque: 549 lb-ftBattery Pack: liquid-cooled lithium-ion, 101.7 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 195 kWTransmissions: direct-drive 
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 15.6-in vented disc/14.6-in vented discTires: Pirelli P Zero PZ4F: 255/40R-21 102Y ★R: 285/35R-21 105Y ★
DIMENSIONS
Wheelbase: 126.6 inLength: 212.2 inWidth: 76.8 inHeight: 60.8 inPassenger Volume, F/R: 58/54 ft3Trunk Volume: 18 ft3Curb Weight: 6067 lb
C/D TEST RESULTS
60 mph: 4.1 sec100 mph: 9.6 sec1/4-Mile: 12.5 sec @ 114 mph140 mph: 22.3 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 4.7 secTop Gear, 30–50 mph: 1.9 secTop Gear, 50–70 mph: 2.6 secTop Speed (gov ltd): 150 mphBraking, 70–0 mph: 159 ftBraking, 100–0 mph: 318 ftRoadholding, 300-ft Skidpad: 0.93 g 
C/D FUEL ECONOMY AND CHARGING
Observed: 90 MPGe75-mph Highway Range: 260 mi 
EPA FUEL ECONOMY
Combined/City/Highway: 87/85/89 MPGeRange: 308 mi
C/D TESTING EXPLAINEDSenior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

The Audi Q8 e-tron and its smooth-backed sibling, the Q8 e-tron Sportback, enter 2024 with a new name, more range, more efficient batteries, better aerodynamics, and faster charging. The mechanical changes address customer concerns about range and performance, while the name change—from just-plain e-tron to Q8 e-tron—is to give buyers a better sense of where the big two-row SUV sits in the brand’s lineup of EV and ICE offerings. Like the gas-powered Q8, the Q8 e-tron sits at the top of the range, a roomy cruiser ready for glamorous day trips or making day-to-day errands feel glamorous. The base model starts at $75,595, and the Sportback Launch Edition we drove, with the dark-chrome S line trim and orange-piped leather interior, rings in at $95,395 with options. Q8 e-tron Range and Charging TimesThe dark chrome and orange details are hints that the Q8 e-tron is a luxury SUV with a touch of sporty flair. It gets a bit more flair for 2024 with both a redesigned grille and headlights that highlight its slightly wider body. The styling changes also reduce drag, achieved through new wheel designs, shutters in the nose that can open for cooling and close for smooth sailing, and bodywork around the wheel wells that channels the wind. The wind-cheating helps the 2024 Q8 e-tron get better range than the 2023 e-tron: an EPA-estimated 285 miles for the standard version and 296 miles for the Sportback (300 miles with the optional Ultra package), up from 225–226 miles before. The improved aerodynamics also let the air also pass by with barely a whisper of wind noise, even on the highway. The Audi’s improved efficiency isn’t just from the aero updates. The Q8 uses two motors, and for 2024, the rear motor gets extra windings that allow it to create a stronger magnetic field from the same incoming electricity. The result is more torque and reduced energy consumption. Couple that with a higher-capacity battery (106.0 kWh compared to the outgoing 86.5-kWh pack), and you get more range. Recharging times have also improved. The 2024 Q8 can now take in 170 kilowatts (up from 150 kilowatts) at a DC faster-charger and should be able to go from an almost-empty 10 percent battery to a back-in-action 80 percent in around 31 minutes, according to Audi. For Level 2 home charging, the standard 9.6-kW charger will refill the battery overnight (in about 13 hours), while an optional 19.2-kW setup (an $1850 upgrade) can do it in half that time.More on the Q8 e-tronDriving the Q8 e-tronWe have to admit we weren’t doing charging math while behind the wheel of the Q8 e-tron. In fact, we were somewhat startled to look down after a glorious run through the dappled light of a Northern California redwood forest and realize we had about 40 miles of range left. It’s easy to lose track of how far you’ve gone because the Q8 is so pleasant to drive. It’s quick, with a combined 402 horses from its two motors, but not neck-snappingly so. From a stoplight, a foot to the floor would get you to 60 mph in 5.4 seconds (according to Audi), which is middling acceleration by EV standards. And yet it strikes us as just the right amount of power for an SUV of this size—not so fast that you’re backing off in a panic if you get a little heavy-shoed, but plenty torquey enough to power out of curves and confidently merge into fast-moving traffic.Changes to the Q8 e-tron’s steering and suspension improve the driving experience. A quicker ratio of 14.6:1 instead of the previous 15.8:1 results in a more responsive wheel. The front suspension gets a stiffer bushings, and the adaptive air springs, which offer 3.0 inches of height adjustment, soak up bumps and ruts with aplomb. Along with the suspension settings, the Q8 offers seven different drive modes, which alter ride height, accelerator response, steering feel, stability control programming, and power delivery. Brake-energy regen can be adjusted via paddles on the steering wheel, and the most aggressive setting will just about bring the car to a complete stop. The brake feel is fantastic, with no grabby spots in the pedal travel as the Q8 transitions from regen to friction braking. As is often the case on California’s Highway 1, we had to stop several times due to road construction. In the Q8 e-tron Prestige, with its massaging seats, the delay afforded the opportunity to kick back and admire the drifting coastal fog as it floated gently over the panoramic glass roof. Well, during the second stop, we were able to do this. The first one was spent delving through the extensive menus in the 10.1-inch upper display screen to figure out how to turn off the various lane-keeping beeps. For the record, it’s in both the settings menu and on the end of the turn-signal stalk. The Q8 is screen-heavy, with a second display for climate controls below the main infotainment screen. There’s also screen-based instrumentation, and in the Prestige trim we drove, a head-up display. The Q8’s interior is much like the exterior, with a design that could be more radical but certainly won’t upset anyone. The center console layout doesn’t make the best use of space for storage, with cupholders crammed up against the shifter and the vertical phone slot, but there is a left-side drawer in the dash that’s perfect for parking-garage tickets and secret snacks. Human space is excellent; the seats are comfortable both front and rear—even in the sloped-roof Sportback. Electric vehicles and SUVs lend themselves to comfort and luxury. Audi was wise to recognize that and not attempt to make the Q8 too focused on handling or acceleration. The improved range means less worry about recharging, allowing drivers to relax and enjoy the smooth, quiet ride. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Audi Q8 e-tron SUV and SportbackVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon or hatchback
PRICE
Base: Q8 e-tron, $75,595; Q8 e-tron Sportback, $78,995
POWERTRAIN
Front Motor: induction AC, 184 hp, 228 lb-ftRear Motor: induction AC, 224 hp, 262 lb-ftCombined Power: 402 hpCombined Torque: 490 lb-ftBattery Pack: liquid-cooled lithium-ion, 106.0 kWhOnboard Charger: 9.6–19.2 kWPeak DC Fast-Charge Rate: 170 kWTransmissions: direct-drive
DIMENSIONS
Wheelbase: 115.1 inLength: 193.5 inWidth: 76.3 inHeight: 65.1–65.6 inPassenger Volume, F/R: 53/50 ft³Cargo Volume, F/R: 27–29/55–56 ft³Frunk Volume: 2 ft³Curb Weight (C/D est): 5850 lb
PERFORMANCE (C/D EST)
60 mph: 5.1 sec1/4-Mile: 13.7 secTop Speed: 124 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 81–87/80–84/83–90 MPGeRange: 285–300 miSenior Editor, FeaturesLike a sleeper agent activated late in the game, Elana Scherr didn’t know her calling at a young age. Like many girls, she planned to be a vet-astronaut-artist, and came closest to that last one by attending UCLA art school. She painted images of cars, but did not own one. Elana reluctantly got a driver’s license at age 21 and discovered that she not only loved cars and wanted to drive them, but that other people loved cars and wanted to read about them, which meant somebody had to write about them. Since receiving activation codes, Elana has written for numerous car magazines and websites, covering classics, car culture, technology, motorsports, and new-car reviews.     More

From the May 1998 issue of Car and Driver.As nice as it is, the new four-­cylinder, turbocharged Saab 9-5 presents the U.S. sales organization with quite a challenge. Why? First, the $30,545 price sets the new 9-5 among a swarm of premium rivals, most of which have at least two more cylinders. Saab buyers looking for a V-6 will have to ante up another $3755, or step up to the $37,350 9-5 SE. More Archive Saab ReviewsSecond, the new car has so many under-the-skin details and subtle refinements, it’s going to be hard to outline them to consumers who are accustomed to being beaten over the head by car commercials. For example, there are active headrests on the front seats that tip up and forward to “catch” the heads of passengers in a rear-end collision. There are double filters in the ventilation system: one electrostatic, the other activated char­coal. There is a “night panel” switch that turns off all the instrumentation except the speedometer, reverting to full operation on a “need to know” basis. And there is an elaborate crash­impact-absorption structure built into the body shell that exceeds regulatory stan­dards to meet Saab’s real-life accident expectations.In fact, the new Saab is better than we’d anticipated. Knowing that it shares some Opel Vectra–platform architecture, we had expected a little dilution of the marque. Instead, Saab’s association with GM has provided Saab with the resources it needed to develop a strong contender. In the new 9-5, we see just that, even while rec­ognizing that the car isn’t for everyone. Not everyone will accept a four-cylinder engine at this price, not even one with an intercooled light­-pressure turbo that supplies 207 pound-feet of torque at just 1800 rpm and makes the car feel as if it had a V-6. The availability of a manual transmission—a rare commodity in the executive-sedan class—further com­pensates for the lack of cylinders.Called the Ecopower engine, the 16-valve unit is based on the 2.3-liter light-pressure turbo motor last offered in the 1997 9000, but it now offers 15 pound-feet more torque with lower weight and less friction. Having the low-inertia turbo spool up early gives the 9-5 vivid throttle response at low revs and allows early upshifts with little need for high revs. Of course, we ran to the 6000-rpm redline in every gear to get our performance figures, and that resulted in an 8.0-second sprint to 60 mph and a quarter-mile time of 16.3 seconds at 87 mph. Those are not bad numbers and might even be improved on, given the green engine in our 480-mile test car.HIGHS: A beautiful blend of ride and handling, gobs of low-end torque, comfortable accommodations.The 9-5 is not only respectably quick, but also smooth and well removed from drivetrain and suspension vibrations (thanks to two rubber-isolated subframes and twin balance shafts in the engine). Noise levels are low, too, the engine being audible mainly as a distant, quite melodic four-cylinder tone that is free from thrash or clatter. On the other hand, we found the tire roar and suspension bump-thump noise surprisingly loud. David Dewhurst|Car and DriverThe steering and the shifter feel silky and disconnected from any vibrations, but the steering is not entirely free of torque steer, which it exhibits as a mild weave when the car is accelerating hard. Another little foible that appears only under flat-out driving condi­tions is a kind of flat spot during fast upshifts, when there is a brief lack of response to reapplication of the throttle. Perhaps the sudden, chopped throttle and accompa­nying turbo-pressure drop just confuse the electronics. Or maybe it’s a function of the car’s electronic fly-by-wire throttle circuitry. Either way, it’s a few 10ths of acceleration time spent waiting. Not that sprint times are that crucial in a car like this. Engi­neered to optimize space, comfort, stability, and safety, the Saab is projected at the upscale family looking for understated style. And with the 9-5’s classic interior and evolutionary exterior, that’s what it will get. We think the Saab’s new shape is attractive, despite the familiarity implicit in carried-over trademark features like the grille. LOWS: Pricey for a four-banger.And if the interior also looks familiar (par­ticularly the dashboard), it is certainly spa­cious, comfortable, and nicely appointed. The walnut-veneer dash has Saab’s typical con­toured instrument panel and console, with all controls set on a carefully calculated arc that puts them at exactly the same reach. The ergonomics are pretty much irreproachable, and the controls operate with intuitive pre­dictability. Like many a Saab before it, the 9-5 has an ignition switch residing on the console between the front seats. A gimmick? Maybe, but it’s also alongside the handbrake and the shifter, all directly under the central dome light. A big, mussel-shaped key fob handles remote-access tasks with buttons that are uncommonly easy to distinguish and operate. Removing the key from the ignition requires the selection of reverse gear, which prevents runaways and makes illegal towing pretty awkward. (An anti-theft immobilizer is stan­dard issue.) The power-window buttons are also located on the center console, and their oper­ation is equally self-apparent. Saab has learned lessons from building jet fighters, where puzzling over control functions can lead to lethal confrontations with the terrain. Thus, the steering adjusts for tilt and reach after releasing just one clamping lever, and the forward cup holder pops out and rotates into position at the single poke of a finger. The stereo system has redundant controls on the steering wheel, the ventilation system is quiet, powerful, and automatic, and the Saab has double sun visors (in matte black) to ward off glare from the side as well as the front. Out on the road, the 9-5 proves to be a genteel high-performance car. The supple ride suggests that it will fall on its face in the mountains. Not so. The car works very well, has lots of grip, and exhibits progressive under­steer with a reassuring tightening of the line when the throttle is released. Normally a bit remote, the car com­municates more emphatically as you pile on the pressure, with tires that change their song from a swish to a whiz and then to slight squealing as the limit approaches. The 9-5 negotiates bumps and rises in bends without a major change of attitude, and it can be braked fairly hard in mid-bend without a loss of composure. The brake pedal feels good underfoot, despite a mediocre 194-foot stopping distance from 70 mph, but the electronic brake-force dis­tribution and standard ABS might shorten that distance with summer tires fitted. The broad torque spread allows the use of a very tall overdriven fifth gear (0.66:1), keeping engine revs low at cruising speeds (70 mph is a bit more than 2000 rpm) and reducing both noise and fuel consumption. The low 0.29 drag coefficient also adds to overall efficiency and low wind noise, allowing the occupants to appreciate the excellent seven-speaker stereo without distraction.VERDICT: A car whose subtle charms continue to grow on you as time passes.With its roomy interior, comfort­able seats, large luggage compart­ment (made more versatile by folding rear seatbacks), and quiet, smooth ride, the 9-5 is a car in search of mature owners. The beauty of it is that the luxurious veneer is underlain by dependable chassis dynamics, and the car is fun to drive fast. More important, we grew increasingly fond of the Saab as time passed, and that’s a promise of a good long-term relationship. Who can ask for more than that? Arrow pointing downArrow pointing downSpecificationsSpecifications
1999 Saab 9-5Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $30,545/$33,470Options: leather seat trim, $1315; sunroof, $1110; front and rear heated seats, $500
ENGINEturbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, port fuel injectionDisplacement: 140 in3, 2290 cm3Power: 170 hp @ 5500 rpmTorque: 207 lb-ft @ 1800 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: struts/strutsBrakes, F/R: 11.3-in vented disc/11.3-in discTires: Michelin Energy MXV4P215/55R-16
DIMENSIONS
Wheelbase: 106.4 inLength: 189.2 inWidth: 70.5 inHeight: 57.0 inPassenger Volume, F/R: 54/45 ft3Trunk Volume: 16 ft3Curb Weight: 3440 lb
C/D TEST RESULTS
60 mph: 8.0 sec1/4-Mile: 16.3 sec @ 87 mph100 mph: 21.6 sec120 mph: 55.1 secRolling Start, 5–60 mph: 8.8 secTop Gear, 30–50 mph: 15.9 secTop Gear, 50–70 mph: 10.2 secTop Speed (drag ltd): 138 mphBraking, 70–0 mph: 194 ftRoadholding, 300-ft Skidpad: 0.80 g 
C/D FUEL ECONOMY
Observed: 18 mpg
EPA FUEL ECONOMYCity/Highway: 21/28 mpg 
C/D TESTING EXPLAINED More