Reviews

What’s the best way for Acura to improve upon its new Integra? Give it more power, better tires, and an upgraded chassis. So we’re pleased that the Integra’s upcoming performance variant, the Type S, takes its powertrain from the delightful new Honda Civic Type R and includes numerous handling upgrades. We drove a prototype of the Type S at Honda’s proving grounds in Tochigi, Japan. Slated to arrive this summer, the new model should offer the 40-plus crowd an alternative to the raucous Type R.Mechanical details are slim at this point, but we know that the Integra shares the Type R’s turbocharged 2.0-liter inline-four, six-speed manual transmission, limited-slip differential, and front-wheel-drive layout. In the Integra, this engine should at least match, if not exceed, the Civic’s 315 horsepower and 310 pound-feet of torque.Were you hoping Acura would introduce an all-wheel-drive system or a dual-clutch automatic transmission for quicker acceleration? Tough luck. (But we’ll gladly take the manual, thanks.) Because the base Integra is less expensive and sophisticated than its German entry-lux competitors, the Type S will likely slot in below the Mercedes-AMG CLA35 and the BMW M235i Gran Coupe, for example, in terms of performance and price.Integra and Its RivalsOf course, that doesn’t mean it will be any less fun to drive than its rivals. Our brief experience behind the wheel suggests the Type S treatment goes a long way toward livening up the Integra’s dynamics, which were already lively. The steering is heavier while remaining responsive and precise, and the wider tires lend a planted feel. By the way, those 265-series Michelin Pilot Sport 4S tires are of the grippy high-performance summer variety (a notable omission on the regular Integra, which is only available with all-season rubber). They will vastly improve skidpad and braking figures and help sharpen turn-in and steering feel too.We’ll have to wait to drive the Type S on public roads to judge its ride quality next to the firm Type R, but the turbo four in this package impressed us. It revs eagerly, pulls hard to triple-digit speeds, and even makes plenty of character-adding exhaust pops and crackles.Because this is a Type S and not a Type R, the styling is less extroverted. The Integra lacks the Civic’s giant wing and aggressive-looking vents and scoops, which could be good or bad, depending on your perspective. We like the subtly meaner stance of the Integra Type S, which has larger 19-inch wheels and wider fenders than the standard car, with different front and rear fascias. The interior of the prototype didn’t display any obvious differences, although the front seats have a bit of extra bolstering.With a dash more sophistication than the Honda, the Integra Type S could prove enticing. If it’s priced within a few thousand dollars of the Civic Type R’s $43,990 base, there should be plenty of interest in this alternative Honda hot hatch. We’re eager to find out more and spend more time behind the wheel when the Integra Type S comes closer to reality.This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

The Audi TT, a car that represents a golden era at Audi, is bidding a prolonged farewell. The TT RS exited the stage in the U.S. market at the end of the 2022 model year with the Heritage Edition, and now in Europe, the TT RS Iconic Edition is a similar homage to the history of the distinctive coupe. And that’s why it’s worth taking a look at the past generations before we get to the details of this latest and arguably most competent iteration of the TT to date.It was 1995 when the TT concept (above) wowed the unsuspecting audience at the Frankfurt auto show. Extremely puristic and geometric, it was a modern interpretation of a Bauhaus aesthetic. The production model came to market only three years later (not till the 2000 model year in the U.S.), remarkably faithful to the show car and still oozing concept-car vibes. The first, stylistically purest TT was offered as a coupe and a convertible. A 225-hp turbocharged 2.0-liter paired with all-wheel drive arrived in its second U.S. model year as the top offering, later exceeded by a 3.2-liter narrow-angle V-6, available with a manual or a dual-clutch transmission that had just launched in the Golf R32.More on the Audi TTThe second-gen TT coupes and convertibles that arrived stateside for 2007 were a bit less minimalist in design. With this model, however, Audi brought back a five-cylinder engine, a move that fired up brand aficionados. Unlike Audi’s original five-banger that debuted in 1976, this one was derived from the EA113 four. It was a close relative of the U.S.-market inline-five that powered the Golf and other models, but it was turbocharged and produced twice the output.The current, third-generation TT returned to its roots with razor-sharp lines and a more sporting appearance. Ferdinand Piëch himself sent the designers back to the drawing board, when—upon setting his eyes on an evolutionary proposal—he told them, “That is not how to treat an icon.” The new TT came to market in 2014 again as a coupe and a convertible; crossover and four-door Sportback versions originally envisioned were dismissed, and the TT has carried forward without any major changes to this day.For the Iconic Edition, just 100 of which will be built, Audi Sport decided not to dive too deeply into the design heritage of the TT; that would have entailed a different approach to wheel design and décor both outside and inside. While the original TT was defined by its use of aluminum trim, this one reflects contemporary popular notions of sportiness with black wheels and carbon-fiber appliqués.AudiThe menacing appeal of the TT RS Iconic Edition is undeniable. It sits low to the ground, with an aggressive stance, its 20-inch alloys shod with 255/30 rubber. All are finished in Nardo Grey, and the front end is accentuated by canards, blades, and a splitter; the rear end is fitted with a massive wing, and the optional OLED taillights provide a futuristic touch. This model proves that the third-gen TT’s design has aged really well.You step into a cockpit that hasn’t changed much over time and is still very clever and driver-oriented. The multimedia interface seems a bit dated only because Audi has moved on to other input strategies in its recent models, but this one works well. And the integration of the climate controls into the central air vents still seems like genius. This special-edition version features nappa leather and Alcantara in a two-tone black and gray with yellow contrast stitching in a honeycomb pattern.The turbocharged 2.5-liter inline-five—it long ago became a fully aluminum engine even though it started life with an iron block—fires up with a bellow. The European TT RS doesn’t sound quite as good as the American one did because it is saddled with a mandatory particulate filter, but the roar is still unmistakable both inside and outside the car. The seven-speed dual-clutch automatic works like a charm, providing near-seamless or deliberately pronounced shifts, depending on driving mode and throttle input. The manual transmission has long ago disappeared in the TT RS—it was available only in the previous-model generation—which we see as a regrettable miss.Making the same 394 horsepower and 354 pound-feet of torque as in the standard TT RS, the aggressive-sounding inline-five is incredibly pleasing to the ambitious driver. Even though it features only a single turbocharger, the boost comes on quickly enough—and it is relentless. We expect 60 mph to be within reach in just over three seconds from rest, and the top-speed governor is set at 174 mph. We didn’t get near that figure this time around, but you can reach triple-digit speeds with incredible ease and a sense of security that presents itself as a constant threat to your driver’s license.AudiWith its low center of gravity, performance tires, a claimed curb weight of just 3252 pounds, and all-wheel drive, the TT RS successfully explores the outer limits of the VW Group’s ubiquitous MQB platform. We drove it on fast country roads, not on a racetrack, and were still charmed by its overall precision and the nicely weighted steering. The adaptive dampers provide a great spread between a firm, hard character suited to fast driving on smooth asphalt and a more passenger-friendly, compliant setting for less aggressive driving. The rear wing effectively offsets the aerodynamic challenges of the TT’s sloping tail, something that got the first-gen TT into trouble before Audi added a mandatory rear spoiler.The current TT RS has been in production for six years now, and we are happy to report that it still holds up quite well against competitors such as the BMW M240i and the Toyota Supra, it doesn’t feel hopelessly outclassed by a Porsche 718 Cayman, and it can probably kick cheaper but newer entries like the Nissan Z to the curb. But since the TT RS is not long for this world, Audi has spared itself the cost of upgrading it with the latest, most sophisticated iterations of the engine and chassis-control systems available in the RS3.Audi has designed the TT RS Iconic Edition to become a collector’s item, and that’s why it is fitted not just with a plethora of bespoke options but also with a plaque that states not only that it is one of 100 units, but also exactly which one. Another significant indicator is its price: It comes in at a whopping 113,050 euros, or roughly $120,000, some 41,000 euros above a standard TT RS in Germany. None will come to the U.S. And that’s a shame.SpecificationsSpecifications
2023 Audi TT RS Iconic EditionVehicle Type: front-engine, all-wheel-drive, 2+2-passenger, 2-door coupe
PRICE
Base: $120,000 (Germany)
ENGINE
turbocharged and intercooled DOHC 20-valve inline-5, aluminum block and head, direct fuel injectionDisplacement: 151 in3, 2480 cm3Power: 394 hp @ 7000 rpmTorque: 354 lb-ft @ 1700 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 98.6 inLength: 165.0 inWidth: 72.1 inHeight: 52.9 inPassenger Volume: 74 ft3Cargo Volume: 12 ft3Curb Weight (C/D est): 3250 lb
PERFORMANCE (C/D EST)
60 mph: 3.3 sec100 mph: 8.5 sec1/4-Mile: 11.8 secTop Speed: 174 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 23/20/29 mpg
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

In just the last two years, our Car and Driver test team has vetted many flavors of Porsche, 34 to be exact. Of the stack from Stuttgart, 11 were GTS models, four of those 718s, but this Python Green ($2580) 718 is the first Boxster GTS we’ve tested with a seven-speed dual-clutch transmission. The average launch to 60 mph for all those Porsches, from the base Taycan to 911 Turbo S Lightweight, is a frantic 3.1 seconds. This souped-up Boxster is just 0.3 second below that average and not all that far from the 911’s performance feats. Hello, 9-1-1? I’d like to report my roof missing.The 718 is available as a hardtop Cayman coupe or a convertible-top Boxster. In base form, they’re powered by a Subaru-sounding 300-hp turbocharged flat-four, but the GTS ushers in the glorious tenor of a 394-hp flat-six engine. This engine is a detuned version of the Cayman GT4’s 414-hp unit, and you don’t need to crank the 4.0-liter to its 7800-rpm redline to enjoy it. The GTS’s standard Sport Exhaust is a good set of pipes, and in our sound-level tests, the difference between the Boxster (with its top closed) and the hardtop Cayman at wide-open throttle and at a 70-mph cruising speed was negligible.HIGHS: Flat-six music that’s at the top of our Spotify list, dual-clutch automatic thinks it’s a manual, built for fun but still performs.The Boxster is some five seconds quicker than the 670-hp Corvette Z06—that is, in terms of roof operation, performing its powered ceiling dance in roughly 10 seconds. Where acceleration is concerned, our 718 Boxster GTS’s 3.4-second 60-mph time was 0.4 second quicker than the six-speed manual 718 Boxster GTS and identical to its hardtop 718 Cayman GTS PDK counterpart. It’s also just 0.2 second behind the base 911 Carrera’s sprint to 60 mph. More impressively, its 8.2-second run to 100 mph puts it only a few tenths of a second behind wildly more expensive and powerful convertibles such as the $284,150 911 Speedster and the 540-hp Audi R8 V10 Spyder.This PDK-equipped Boxster 718 GTS reached the quarter-mile in 11.7 seconds at 119 mph. Using similar tires with the same size wheels, the PDK-equipped 718 Cayman GTS 4.0, which weighed about 20 fewer pounds than the Boxster, narrowly beat it in the quarter-mile by 0.1 second at 121 mph. The two cars’ braking performance is as similar as their appearance below the beltline. The Boxster stops from 70 mph in 145 feet and from 100 mph in 294 feet, while the Cayman does so in 149 feet and 301 feet, respectively.Michael Simari|Car and DriverAlthough the GTS’s crisp-shifting six-speed manual transmission provides a more visceral experience, the PDK’s quicker acceleration and sharp reflexes prevent it from being the wrong choice. Rather than behaving like it’s attached by strings to the EPA test cycle, the PDK shifts when we would. If you find yourself fussing with the paddle shifters despite the PDK’s prescient gear selection, you probably should’ve ordered a manual from the start. (The dual-clutch’s $3730 penalty probably won’t sway buyers in either direction.)A tightly packed cabin comes with the territory of any two-seater, and 718s don’t have much in the way of storage areas. They do have cupholders—spindly contraptions that pop out from the passenger side of the dashboard. Filling one with a large Mountain Dew Baja Blast from Taco Bell might mean you end up with an empty cup and a mess by the time you get home. A 70-pound Great Pyrenees fits perfectly fine in the passenger seat but now will only eat New Zealand-caught salmon and kibble that’s been carefully massaged into a pâté. Is that from the ride in the fancy Porsche or the symptom of a newfound food allergy? The dog simply won’t say.LOWS: Enters 911 pricing territory after only a few options, you won’t want to get out of it when you get there, hold on to your cups!Our 718 Boxster’s as-tested price rang in at $110,540. That’s $19,690 over the GTS’s starting figure. Its priciest option (beyond the PDK) was the Premium package ($3500), which added a Bose surround sound system, LED headlights with Porsche Dynamic Light System Plus, a heated steering wheel, and keyless entry and ignition. The aforementioned Python Green paint and the 20-inch 911 Turbo wheels ($2450) wrapped in Pirelli P Zero PZ4s were the next most expensive extras.It’s not the options that make the GTS a great car, it’s what’s already there. The Boxster/Cayman has made our coveted 10Best Cars list an incredible 23 times. The addition of a euphonious flat-six and wicked-smart PDK to an already brilliant sports car is worth celebrating—though we’d gladly test it again, just to make sure. SpecificationsSpecifications
2022 Porsche 718 Boxster GTS 4.0Vehicle Type: rear-engine, rear-wheel-drive, 2-passenger, 2-door convertible
PRICEBase/As Tested: $90,850/$110,540Options: 7-speed PDK transmission, $3730; Premium package – Bose surround sound, LED headlight w/PLDS Plus, light design package, power folding mirrors, heated steering wheel, lane change assist, $3500; Python Green paint, $2580; 20-inch 911 Turbo wheels, $2450; black leather interior, $2160; adaptive cruise control, $1670; gloss black brake calipers, $900; ventilated seats, $740; supplemental safety bars in exterior color, $640; smartphone compartment, $560; painted vehicle keys, $540; PORSCHE logo in satin black, $220
ENGINE
DOHC 24-valve flat-6, aluminum block and heads, direct fuel injectionDisplacement: 244 in3, 3995 cm3Power: 394 hp @ 7000 rpmTorque: 309 lb-ft @ 5000 rpm
TRANSMISSION
7-speed dual-clutch automatic
CHASSIS
Suspension, F/R: struts/strutsBrakes, F/R: 13.8-in vented, cross-drilled disc/13.0-in vented, cross-drilled discTires: Pirelli P Zero PZ4F: 235/35ZR-20 (88Y) N1R: 265/35ZR-20 (95Y) N1
DIMENSIONS
Wheelbase: 97.4 inLength: 172.4 inWidth: 70.9 inHeight: 49.7 inPassenger Volume: 49 ft3Trunk Volume, F/R: 5/4 ft3Curb Weight: 3254 lb
C/D TEST RESULTS
60 mph: 3.4 sec100 mph: 8.2 sec1/4-Mile: 11.7 sec @ 119 mph130 mph: 14.2 sec150 mph: 20.5 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 4.4 secTop Gear, 30–50 mph: 2.5 secTop Gear, 50–70 mph: 2.5 secTop Speed (mfr’s claim): 182 mphBraking, 70–0 mph: 145 ftBraking, 100–0 mph: 294 ftRoadholding, 300-ft Skidpad: 1.05 g
C/D FUEL ECONOMY
Observed: 23 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 21/19/24 mpg
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Science-fiction fans divide stories into “hard sci-fi” and “soft sci-fi,” a blurred line that Lightspeed Magazine might attempt to define, but we’re sticking to cars. We bring it up only to suggest that electric vehicles might benefit from a similar subcategorization. For the hard-sci-fi fans, those detail-hungry, all-in adopters, we have tech- and trick-heavy machines like the Rivian R1S, Lucid Air, and Mercedes-Benz EQS sedan. For those just dipping in, unwilling to learn a whole new language for the commute to work, there are the “soft” EVs, and here we find the Mercedes-Benz EQB350, an electric SUV so traditional in feel that one might drive it for days and never realize there wasn’t simply a quiet gas powerplant under the hood. One of the reasons the EQB seems familiar is that it’s based on the GLB, Benz’s turbocharged four-cylinder small SUV. The EQB dresses a bit hipper, with elongated LED headlights, blue-highlighted 19-inch wheels, and a glossy black panel in place of a grille, but it shares the GLB’s squared-off rear and upright profile. More importantly, at least to those made uneasy by the all-screen future proposed by many EV designers, the EQB interior offers plenty of hard buttons to go along with its digital displays and center touchscreen. HIGHS: Commodious interior, minimally challenging user interface, quiet underway.The base EQB300 uses two motors producing 225 horsepower and 288 pound-feet of torque. We spent time in the higher-powered EQB350, which ups the output to 288 horses and 384 pound-feet. Both come standard with all-wheel drive, a 400-volt architecture, and a 66.5-kWh battery that can recharge from 10 percent to 80 percent in about half an hour at a DC fast-charging station. Mercedes says the 350 offers 227 miles of range, whereas the 300 can go about 15 miles farther. Michael Simari|Car and DriverThis small SUV is unsurprisingly not a rock star in terms of acceleration. In our testing, it hit 60 mph in 5.4 seconds, which is a reasonable result for this segment and 0.2 second ahead of the Audi Q4 e-tron. Put the accelerator down for a pass at freeway speeds, and the EQB will hustle from 50 to 70 mph in 3.6 seconds (against the Q4’s 3.3 seconds). Unless you live by a famously difficult merge point, you won’t be pained by the EQB350’s level of performance. Related StoriesDespite the EQB’s compact footprint, the cabin is open, bright, and comfortable. The EQB’s tall windows and standard panoramic glass roof let in lots of light, so even with the mostly black vinyl interior in our Premium trim car, it was neither grim nor claustrophobic. Microfiber and leather are options in all trim levels. Another benefit of the EQB’s boxy shape is rear-passenger headroom. Not only can leggy adults stretch their limbs, but they also won’t find their head too cramped against the headliner, and the rear seats offer several angles of recline. It’s a much different story for the third row, which is an extra-cost option we wouldn’t bother with unless you like to seatbelt in your grocery bags. It’s certainly not roomy enough for hauling people any distance. Without it, there’s plenty of cargo room, despite the EQB losing several cubic feet to the battery under the floor. One way an EV can cause trepidation is the user interface for basic controls. Will you need to delve into a touchscreen to find the turn signal? Or perform feats of wizardry to select a forward gear? Not in the EQB. Its infotainment quirks are minor and will be familiar to any modern Mercedes owner: overly-sensitive buttons on the steering wheel and a touchpad on the console that could be space better used for small-item storage. Other than that, we found the interior layout attractive and easy to use. It’s straightforward and unfussy, with just enough detail to be interesting without becoming busy. Mercedes Voice Control is one of the best we’ve experienced, but don’t let your passengers know they can ask the car to tell jokes, or you’ll spend the rest of the drive hearing a monotone voice deliver bangers like this one: “Two fish were in a tank. One said to the other, ‘Do you know how to drive this thing?'” Funny, Mercedes, but we’d rather have wireless Apple CarPlay, not currently an option. LOWS: 227 miles of range isn’t stellar, third-row seat is pointless, MBUX joke-telling function is as cringey as your Uncle Fred.On the road, the EQB350 is just what a small electric SUV should be: silent and smooth. It doesn’t emit spaceship warbles or wind-tunnel whooshes—the only sounds are the slight hiss of the tires and whatever music you’re playing over the stereo. It steers and brakes with minimal drama. In testing, it stopped from 70 mph in 178 feet (a mere foot longer than rival Audi) and clung to the skidpad with 0.85 g of grip. One of the few obvious electric-car features the EQB350 does showcase is adjustable settings for its regenerative braking, controlled on the steering wheel paddles. Otherwise, you may only remember it’s eating electrons when the screen warns that it’s time to find a charging station.Michael Simari|Car and DriverSpecificationsSpecifications
2022 Mercedes-Benz EQB350 4Matic PremiumVehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $59,100/$60,380Options: Mountain Grey Metallic paint, $750; garage door opener, $280; charging cord, $250 
POWERTRAIN
Front Motor: induction asynchronous ACRear Motor: permanent-magnet synchronous ACCombined Power: 288 hpCombined Torque: 384 lb-ftBattery Pack: liquid-cooled lithium-ion, 66.5 kWhOnboard Charger: 9.6 kWPeak DC Fast-Charge Rate: 100 kWTransmissions, F/R: direct-drive/direct-drive
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.0-in vented disc/12.6-in discTires: Continental ProContact 6XSSR235/50R-19 103T M+S Extra Load MOE
DIMENSIONS
Wheelbase: 111.3 inLength: 184.4 inWidth: 72.2 inHeight: 65.6 inPassenger Volume: 102 ft3Cargo Volume, rear seats up/down: 22/62 ft3Curb Weight: 4815 lb
C/D TEST RESULTS
60 mph: 5.4 sec1/4-Mile: 14.3 sec @ 93 mph100 mph: 20.1 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.5 secTop Gear, 30–50 mph: 2.2 secTop Gear, 50–70 mph: 3.6 secTop Speed (gov ltd): 100 mphBraking, 70–0 mph: 178 ft
Roadholding, 300-ft Skidpad: 0.85 g
C/D FUEL ECONOMY AND CHARGING
Observed: 84 MPGe
EPA FUEL ECONOMY
Combined/City/Highway: 96/98/93 MPGeRange: 227 mi
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Back in the early days of the BMW 2002, BMWs were rare and driven mostly by enthusiasts. They often flashed their brights upon encountering another member of the then-tiny tribe. These days, BMW sells around a quarter-million cars a year in America, and their drivers are neither committed nor rare enough to observe such niceties. But with the electrically powered iX, BMW might well re-create that exclusivity. Although it’s roughly the size of the X5, the iX has little in common with that established SUV—structurally or visually. The iX was introduced as a newly developed 2022 model with a unique structure made from high-strength steel, aluminum, plastic, and carbon fiber. The chassis uses a mostly aluminum control-arm suspension with dual lower links in front and a multilink layout in the back.It sports a giant version of BMW’s vertical rendition of the traditional twin nostrils, and the iX lacks the full-length character lines of most BMWs. It’s a rather shapeless lump, particularly in the contour-smothering Storm Bay Metallic hue of our test car. However, it is a smooth lump, with a drag coefficient of 0.26.iX M60 PerformanceThe iX launched as the xDrive50, but now BMW has added the more powerful iX M60. It boasts uprated front and rear electric motors producing a maximum of 610 horsepower (in Sport mode) and up to 811 pound-feet of torque (using launch control). These figures are up by 94 ponies and a whopping 247 pound-feet compared to the xDrive50. HIGHS: Impressive real-world highway range, warp-drive acceleration, sitting inside it.As you’d expect, these increases are noticeable. Acceleration to 60 mph consumes but 3.2 seconds, and the quarter-mile is covered in 11.5 seconds at 120 mph—both figures almost a second better than the already-quick xDrive50. For a machine that weighs the better part of three tons, such acceleration is amazing. And thanks to its instantaneous response and shift-free acceleration, the M60 feels even quicker than these figures. With a twitch of your right foot, you can pass just about anyone, anywhere, at any speed, with little effort.Related StoriesOn a winding mountain road, this acceleration slingshots you from corner to corner with nearly the intensity of a 1000cc crotch rocket. Driven this way, you need more than regenerative braking to slow you down, and the M60’s big discs are up to the job. In our testing, they hauled the M60 to a stop from 70 mph in 160 feet.To match its driver’s preferences, the M60 offers multiple levels of regen braking, as well as one-pedal driving, which requires only brief adaptation and is very convenient in urban driving. It’s a feature you quickly get used to.Andrew Trahan|Car and DriverAir springs and rear-wheel steering—both optional on the xDrive50—are standard here. Though the M60 bends into corners willingly at a fast clip, there’s no mistaking that you are piloting a massive machine. And despite the 275/40-R22 Bridgestone Alenza 001 tires on our test vehicle, the maximum corning grip is only 0.87 g, one count less than the xDrive50 managed. Blasting effortlessly through everyday traffic is more suited to the M60’s inclinations.In that role, the M60 is remarkably capable. It rides very nicely, thanks to the adjustable shocks and air suspension at all four corners. Road noise is also reasonably low, and there’s plenty of space inside. In fact, despite being a couple of inches lower than an X5, the M60 has more passenger room, front and rear, and greater luggage space as well. Ritzy, Tech-Forward InteriorIts interior appointments are also very nice, with lovely perforated upholstery and the same cut-glass crystal-like controls for seat adjusters, volume controls, and iDrive knobs that you find in the just-introduced new 7-series models. It’s a comfortable cabin for your journeys.The instrument layout is very much in the current BMW idiom with the Curved Display incorporating a 12.3-inch LCD instrument cluster in front of the driver and a 14.9-inch display for iDrive 8 in the center of the dash. It’s an attractive, legible, and usable arrangement, though the so-called hexagonal steering wheel is a fashion affectation that partially blocks the cluster and is hardly necessary for thigh clearance.Many of the instrument-cluster configurations provide information in a random and not necessarily attractive fashion. And the iDrive screen has 37 icons, each representing functions offering submenus of varying degrees of complexity. For example, you can select an option that tries to replicate the ambiance of an internal-combustion engine but sounds more like a wheezing turbine. Range and ChargingFed by a 106.3-kWh battery, our 22-inch-shod iX M60 gets an EPA rating of 274 miles of range. With the standard 21-inch tires, the range increases to 288. In our 75-mph highway-range test, our iX M60 outdid its EPA estimate—an unusual result—delivering 290 miles.LOWS: Nosebleed pricing, iDrive complexity, wanting to park it out of sight.Of course, a battery this big requires a Level 2 charger to keep it juiced. Using 120 volts, you can’t keep up with even 30-mile daily drives. The iX’s on-board charger is rated at 11 kW, so you can charge even a fully depleted battery in about 12 hours with the typical 9.6-kW Level 2 box, with a more usual top-up from half empty something that’s easily accomplished while you sleep.Andrew Trahan|Car and DriverUnfortunately, the M60’s unique combination of qualities does not come cheap. Our test car had a base price of $109,895, which is about $25K higher than an xDrive50. And that price swelled to nearly $120,000, thanks to Amido (dark gray) perforated leather upholstery ($3500); the Executive Package ($3000); the Storm Bay Metallic paint ($1950); 22-inch M Aero bicolored bronze wheels with summer performance, non-runflat tires ($950); and Individual Titanium Bronze trim ($500).Based on the year’s sales so far, the iX will probably barely sell 4000 units for 2022. If you want a high-performance, exclusive model with genuine utility, it’s a great choice. Who knows, other iX drivers may flash their lights. SpecificationsSpecifications
2023 BMX iX M60Vehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $109,895/$119,795Options: Amido perforated leather upholstery, $3500; Executive package – active cruise w/stop and go, active lane-keeping assistant, side collision avoidance, surround view, glass and wood controls, soft-close automatic doors, $3000; Storm Bay Metallic paint, $1950; 22-inch Aero bicolor wheels with performance tires, $950; BMW Individual Titanium Bronze trim, $500 
POWERTRAIN
Front Motor: current-excited synchronous AC, 255 hpRear Motor: current-excited synchronous AC, 483 hpCombined Power: 610 hpCombined Torque: 811 lb-ftBattery Pack: liquid-cooled lithium-ion, 106.3 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 195 kWTransmissions, F/R: direct-drive/direct drive
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 13.7-in vented disc/13.6-in vented discTires: Bridgestone Alenza 001 B-Silent275/40R-22 107Y Extra Load ★
DIMENSIONS
Wheelbase: 118.1 inLength: 195.0 inWidth: 77.4 inHeight: 66.8 inPassenger Volume: 112 ft3Cargo Volume, rear seat up/down: 36/78 ft3Curb Weight: 5778 lb
C/D TEST RESULTS
60 mph: 3.2 sec100 mph: 7.6 sec1/4-Mile: 11.5 sec @ 120 mph130 mph: 15.3 sec150 mph: 26.4 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.7 secTop Gear, 30–50 mph: 1.5 secTop Gear, 50–70 mph: 2.2 secTop Speed (gov ltd): 154 mphBraking, 70–0 mph: 160 ftBraking, 100–0 mph: 330 ftRoadholding, 300-ft Skidpad: 0.87 g
C/D FUEL ECONOMY AND CHARGING
Observed: 81 MPGe75-mph Highway Range: 290 miAverage DC Fast-Charge Rate, 10–90%: 112 kWDC Fast-Charge Time, 10–90%: 50 min
EPA FUEL ECONOMY
Combined/City/Highway: 78/77/80 MPGeRange: 274 mi
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

IntroductionIt was with arms wide open that we welcomed a 2022 Ford Bronco Badlands Sasquatch for a 40,000-mile test. To say we were excited for it to arrive is an understatement. After the Bronco beat the Jeep Wrangler in a comparison test, we were sure it would make for a worthy addition to our long-term fleet. Really, the minute Ford decided to bring the Bronco back for 2021 we were filled with nostalgia and knew we would want to get our greasy paws all over that thing. It’s just a badass off-roading beast that we can take to the Michigan sand dunes and one that will help us get through our long, cold, snowy winter. Related StoriesIn spec’ing our Bronco, we went with what we thought were some obvious choices. We opted for the four-door model for its extra utility. We also decided to go with the seven-speed manual transmission because, well, we love shifting through those gears ourselves (save the manuals!). With that seven-speed manual comes a lower crawl gear for when you want to do some serious off-roading and need that ultrashort gearing to traverse the terrain. We also went with the Badlands trim, which is one step lower than the Wildtrak near the top of the hierarchy; it adds Bilstein position-sensitive dampers and front anti-roll bar disconnect. That gave our Bronco a base price of $48,185, versus $39,475 for the absolutely cheapest way to get a four-door with a manual transmission (Big Bend trim). If we had stuck with that base Badlands, we would have ended up with an 8.0-inch touchscreen, 33-inch tires, and 17-inch gray-painted aluminum wheels. We decided to add the High Package for an additional $2790, which most notably gave us heated front seats, a 12.0-inch touchscreen, a 360-degree-view camera, and a rear camera mirror. Additionally, we tacked on the Sasquatch package for $4090. The Sasquatch package added 35-inch tires, electronic-locking front and rear differentials, and 17-inch beadlock high-gloss black aluminum wheels. To cap it all off we opted for a hard top in gray ($695), a towing package ($595), a modular front bumper with tow hooks ($575), a cargo-area protector ($120), and all-weather floor mats ($160).After completing the break-in procedure in the owner’s manual, which nonspecifically says to avoid aggressive or high-speed driving, heavy braking, and towing for the first 1000 miles, we laid into it with our initial instrumented testing. The base engine, a 300-hp turbocharged 2.3-liter inline-four, powers our Bronco. It delivered a 60-mph time of 7.4 seconds—the Bronco Raptor did it almost two seconds faster at 5.6. That’s also nearly a second slower than another Bronco four-cylinder automatic, which benefits from a brake-torque launch. It certainly wasn’t for a lack of effort, however, as launches with our manual-trans Bronco started with a redline clutch dump. Our long-termer pulled 0.70 g on the skidpad and came to a halt from 70 mph in 204 feet. This Bronco weighed in at 5073 pounds, making it one of the lighter four-door examples we’ve tested (the Raptor, at 5764 pounds, was the heaviest). So far the biggest downside to our Bronco is both the wind and interior noise when driving on the highway. With our High package and hard-top option, we got the Marine-grade vinyl seats, and with those seats and our Badlands trim level, a sound-deadening headliner is not automatically included. We could have added it at no cost, but we didn’t, and now we’re wishing we had. Marc Urbano|Car and DriverThat aside, we look forward to having all sorts of fun with this Bronco over its 40,000 miles with us. Be sure to check back to see where we go and what we do with this awesome off-roading machine.Months in Fleet: 3 months Current Mileage: 6699 milesAverage Fuel Economy: 16 mpg Fuel Tank Size: 16.9 gal Observed Fuel Range: 270 miles Service: $0 Normal Wear: $0 Repair: $0 Damage and Destruction: $0SpecificationsSpecifications
2022 Ford Bronco 4-Door BadlandsVehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $48,185/$57,210Options: Sasquatch package (17-inch mud-terrain tires and beadlock-capable wheels, 4.7 rear-axle ratio, front and rear locking differentials), $4090; High package (12-inch touchscreen, front heated seats, dual-zone climate control, lane-keep assist, automatic emergency braking), $2790; hard top, $695; tow package, $595; heavy-duty front bumper, $575; all-weather floor mats, $160; cargo mat, $120
ENGINETurbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 138 in3, 2264 cm3Power: 300 hp @ 5700 rpmTorque: 325 lb-ft @ 3400 rpm
TRANSMISSION
7-speed manual
CHASSIS
Suspension, F/R: control arms/live axleBrakes, F/R: 12.2-in vented disc/12.1-in vented discTires: Goodyear Wrangler Territory MTLT315/70R-17 113/110S M+S
DIMENSIONS
Wheelbase: 116.1 inLength: 190.5 inWidth: 76.3 inHeight: 73.9 inPassenger Volume: 106 ft3Cargo Volume: 36 ft3Curb Weight: 5073 lb
C/D TEST RESULTS: NEW
60 mph: 7.4 sec1/4-Mile: 15.9 sec @ 84 mph100 mph: 28.4 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 8.9 secTop Gear, 30–50 mph: 37.7 secTop Gear, 50–70 mph: 17.9 secTop Speed (gov ltd): 100 mphBraking, 70–0 mph: 204 ftRoadholding, 300-ft Skidpad: 0.70 g
C/D FUEL ECONOMY
Observed: 16 mpg75-mph Highway Driving: 19 mpg75-mph Highway Range: 390 miUnscheduled Oil Additions: 0 qt
EPA FUEL ECONOMY
Combined/City/Highway: 17/16/17 mpg
WARRANTY
3 years/36,000 miles bumper to bumper5 years/60,000 miles powertrain5 years/unlimited miles corrosion protection3 years/36,000 miles roadside assistance
C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Kia’s second-generation Niro marks more than just a redesign for the small SUV; it rethinks the model’s powertrain hierarchy. Although it continues to offer hybrid, plug-in hybrid, and electric variants, the 2023 Niro now clearly positions their importance by performance. The Niro EV remains the performance leader of the bunch courtesy of its 201-hp front-mounted electric motor. The two gasoline-electric options, however, no longer share the same horsepower rating. Whereas the standard Niro hybrid’s 104-hp 1.6-liter four-cylinder engine and 43-hp electric motor together produce a peak output of 139 horsepower, the pricier Niro plug-in hybrid (PHEV) now makes a total of 180 horsepower courtesy of its more powerful 83-hp motor. In addition to the ability to drive some distance on battery-electric power alone, the PHEV also delivers additional performance. Michael Simari|Car and DriverThe PHEV Powers AheadAlthough our testing showed that neither the Niro hybrid nor the Niro PHEV accelerates with exceptional fervor, the PHEV offers enough grunt for merging onto freeways or passing at highway speeds with relative ease. Its 7.3-second run to 60 mph and 5.0-second sprint from 50 to 70 mph are perfectly adequate. Related StoriesThe Niro hybrid hit the same marks in a much more languid 8.9 and 6.2 seconds, respectively. Unlike the PHEV, overtaking slower-moving traffic in the Niro hybrid requires careful planning. Boot the accelerator, and the little four-cylinder engine strains to reach its 6000-rpm redline. Hybrid’s Fuel Economy Falters So limited is the hybrid’s output, its six-speed dual-clutch automatic gearbox often holds fifth gear at highway speeds. This trait likely played a part in the Niro hybrid’s 39-mpg result in on our 75-mph fuel-economy test, which fell 6 mpg short of the EPA’s highway estimate. It’s also 7 mpg worse than we saw with the last Niro hybrid.HIGHS: Strong braking performance, PHEV’s power and decent battery range.Even so, the Niro hybrid bettered the 37-mpg highway figure its PHEV counterpart managed (in its hybrid mode). The PHEV’s 249 pounds of extra mass surely was a factor—a portion of that is due to the PHEV’s larger lithium-ion battery pack. In its EV mode, the Niro PHEV was able to do 25 miles, which is a bit shy of Kia’s 33-mile range estimate but does improve upon the 18 miles we squeezed out of the outgoing PHEV’s battery pack.City SlickersThe PHEV’s extra pounds exacted a minor toll on its handling and braking performance. Fit with the same 18-inch Continental ProContact RX all-season rubber as its hybrid sibling, the plug-in Niro pulled 0.85 g around our 300-foot skidpad and came to a halt from 70 mph in 171 feet. Meanwhile, the Niro hybrid circled our skidpad at 0.87 g and stopped from 70 mph in 168 feet, the latter of which equaled the stop we measured in a Hyundai Kona N on summer tires.Admittedly, neither the Niro hybrid nor PHEV is particularly exciting to drive. Kia attempts to will some athleticism into both Niros by way of a Sport drive mode, but engaging this setting seems to do little more than improve accelerator response ever so slightly, make the steering heavier, and afford manual control of the six-speed gearbox via the paddle shifters. Stick to the default Eco mode and the right pedal lethargically reacts to inputs, the steering effort feels more natural, and the steering-wheel-mounted paddles function as tools for adjusting the level of regenerative braking. No matter the drive mode, the long-travel brake pedal of both Niros predictably and progressively blends the vehicles’ regenerative and mechanical braking functions.LOWS: Hybrid’s turgid acceleration, lethargic default drive mode, noisy at highway speeds.Both gasoline-electric Niro models feel more attuned to urban settings. Credit the 125 and 150 pound-feet of torque produced from the respective electric drive motors of the hybrid and PHEV that help these Kias deliver reasonably brisk low-speed acceleration.Their cabins also are calmer at urban driving speeds, in contrast to the din suffered on the highway. The hybrid is particularly noisy and registered 73 decibels at 70 mph. That’s 3 decibels more than the PHEV and 5 decibels more than its forebear.Michael Simari|Car and DriverInside the NiroLittle differentiates the two Niros inside. Unlike our early-build example, the production hybrid has a T-handle shifter while the PHEV gets a rotary-style setup. Both these pre-production cars included a 10.3-inch instrument-cluster screen, but the production models have a smaller 4.3-inch info display that’s bookended by digital gauges. (Kia reserves the full-digital single-element display for the Niro EV.) Despite casting a 2.5-inch-longer shadow and sitting on a 0.8-inch-longer wheelbase than its predecessor, the Niro held the same number of carry-on-size suitcases as its predecessor: six with all seats in use and 18 with the rear seatbacks folded. (The Niro hybrid offers additional under-floor space compared to the PHEV, which uses this area to house its bigger battery.) Rear-seat legroom, though, has improved by more than two inches relative to the prior Niro.With a starting price of $27,785, the 2023 Niro hybrid undercuts the base PHEV by $7250. The PHEV, however, skips the hybrid’s entry-level LX trim, instead starting off in EX guise. Looking EX to EX, the PHEV’s premium falls to $4590. Considering the PHEV pairs ample electric-only driving range with greater power and acceleration, it justifies its upcharge over its more sluggish hybrid sibling.SpecificationsSpecifications
2023 Kia NiroVehicle Type: front-engine, front-motors, front-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $27,785/$32,685Options: EX Touring (paddle shifters, 18-inch wheels, fog lights, power folding and heated mirrors, sunroof, LED interior lighting, aluminum pedals, leather seat trim, heated front seats, second-row vents, 10.3-inch touchscreen, wireless device charging, push-button start), $4900
POWERTRAIN
DOHC 16-valve 1.6-liter inline-4, 104 hp, 106 lb-ft + 2 AC motors, 11 and 43 hp, 26 and 125 lb-ft (combined output: 139 hp, 195 lb-ft; 0.7-kWh lithium-ion battery pack, C/D est)Transmission: 6-speed dual-clutch automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 11.0-in vented disc/10.3-in discTires: Continental ProContact RX225/45R-18 95V M+S
DIMENSIONS
Wheelbase: 107.1 inLength: 174.0 inWidth: 71.8 inHeight: 60.8 inPassenger Volume: 102 ft3Cargo Volume: 23 ft3Curb Weight: 3217 lb
C/D TEST RESULTS
60 mph: 8.9 sec1/4-Mile: 16.9 sec @ 82 mph100 mph: 27.4 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 9.0 secTop Gear, 30–50 mph: 4.6 secTop Gear, 50–70 mph: 6.2 secTop Speed (gov ltd): 106 mphBraking, 70–0 mph: 168 ftRoadholding, 300-ft Skidpad: 0.87 g
C/D FUEL ECONOMY
75-mph Highway Driving: 39 mpg75-mph Highway Range: 430 mi
EPA FUEL ECONOMY
Combined/City/Highway: 49/53/45 mpg
 —
2023 Kia Niro Plug-in HybridVehicle Type: front-engine, front-motors, front-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $35,035/$36,225Options: EX Cold Weather package (heated steering wheel and outboard rear seats, heat pump), $600; Snow White Pearl paint, $395, black C-pillar trim, $195
POWERTRAIN
DOHC 16-valve 1.6-liter inline-4, 104 hp, 106 lb-ft + 2 AC motors, 11 and 83 hp, 26 and 150 lb-ft (combined output: 180 hp, 195 lb-ft; 8.9-kWh lithium-ion battery pack, C/D est)Transmission: 6-speed dual-clutch automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 11.0-in vented disc/10.3-in discTires: Continental ProContact RX225/45R-18 95V M+S
DIMENSIONS
Wheelbase: 107.1 inLength: 174.0 inWidth: 71.8 inHeight: 60.8 inPassenger Volume: 102 ft3Cargo Volume: 19 ft3Curb Weight: 3466 lb
C/D TEST RESULTS
60 mph: 7.3 sec1/4-Mile: 15.7 sec @ 89 mph100 mph: 20.0 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 7.5 secTop Gear, 30–50 mph: 3.9 secTop Gear, 50–70 mph: 5.0 secTop Speed (gov ltd): 120 mphBraking, 70–0 mph: 171 ftRoadholding, 300-ft Skidpad: 0.85 g
C/D FUEL ECONOMY
75-mph Highway Driving, EV/Hybrid Mode: 81 MPGe/37 mpg75-mph Highway Range, EV/Hybrid mode: 25/360 mi
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 47/51/43 mpgCombined Gasoline + Electricity: 108 MPGeEV Range: 33 miThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Praga is a Czech automaker on the verge of launching a spectacular hypercar with a power-to-weight ratio that makes the McLaren Senna look obese. We’ve now driven that car, the Bohema, in prototype form on a circuit in the U.K.Although its name might not be familiar, Praga has a long history. Before the Second World War, this Czechoslovakian company hand-built modest numbers of elegant and expensive automobiles and motorcycles. At the end of the war, now on the communist side of the Iron Curtain, there was no need or demand for such automotive decadence, and so Praga became a manufacturer of military vehicles and armaments. After communism fell, the company diversified into making trucks, aircraft, racing carts, and actual race cars—with no fewer than eight of its Praga R1 sports prototype cars competing in a dedicated championship in the U.K. last year.The motorsport experience has been incorporated into the Praga Bohema, a limited-edition model that is definitely better thought of as road legal rather than street-sensible. For proof look no further than its invigorating combination of a 2164-pound dry weight (without fuel) and a 700-hp output, this coming from a dry-sump version of the Nissan GT-R’s 3.8-liter twin-turbo V-6, the engine reworked by well-known U.K.-based tuner Litchfield. Praga is also keen for you to know that the power output is just regarded as a starting point with the strong possibility of more powerful versions to follow—potentially even including one that would make 982 horsepower, giving the car a power-to-weight ratio of a single horsepower per kilogram of mass. Power reaches the rear axle through a race-grade six-speed Hewland sequential transmission.It looks like a race car, but the Bohema is unrelated to the existing R1, as it uses an entirely different carbon-fiber core structure. As with the Aston Martin Valkyrie, it has been designed around a teardrop-shaped cabin pushed as close to the car’s center line as possible to improve aerodynamic performance. Standing next to the car first impressions are of how much isn’t there, given the size of the spaces behind the minimal bodywork, which create channels to sculpt airflow. Praga claims that the combination of a huge underbody diffuser and the rear wing help the car make a peak 1980-plus pounds of downforce at 155 mph. Getting into the cabin with any degree of dignity is impossible, and the Praga makes even other hypercars look spacious and practical. The doors would be better described as windows, being small glazed panels on either side of the canopy cockpit that open upward. Entry is made by ass-shuffling across the sidepod, bracing on the roof and bodywork, and then sliding down into the seat; all but the smallest pilots will likely need to remove the removable steering wheel before attempting to get in. When riding two-up, the passenger will need to carefully fold their arms so as not to impede the driver’s ability to turn the wheel. Once in the driver’s seat, the view is mostly of a slightly incongruous leather-trimmed steering wheel that incorporates a digital dashboard and has carbon-fiber buttons on each side. The car we drove was a prototype, but beyond its tuxedo tightness, the cabin felt impressively well-finished.PragaOur drive took place on the Dunsfold track in Surrey, England—best known for its use by the Top Gear TV show. Running in a figure-eight layout of the sort favored by demolition-derby promoters, we were lucky to have the circuit to ourselves. But although there are tire walls and gravel traps in some of the most obviously crashable areas, it isn’t a true racetrack, and there are still plenty of obstacles it would be easy to hit at speed. Fortunately, the Bohema proves to have an abundance of grip—both mechanical and aerodynamic—and also the sort of handling balance that brings reassurance in something so potent. The transmission shifts with a clunk at low speeds, and the Nissan V-6 brings a buzzing vibration into the cabin. But unlike Aston’s Valkyrie, which is almost painfully noisy inside even when wearing a helmet, the Bohema is not excessively loud. Visibility is good for something so low and narrow, with the view through the curved windshield pretty much like looking through the visor of a helmet.While hugely fast, the Bohema prototype also felt reassuringly stable. As in the GT-R, the Nissan engine isn’t a big revver, meeting its redline at just 7000 rpm. But it has a breadth of midrange muscle that helps fill the gaps between the Bohema’s ratios, and that means there’s little penalty in either upshifting early or downshifting late. Top speed is gearing limited to a relatively modest 186 mph, on the basis that it would be hard to go faster on almost any racecourse.Related StoriesIt took the car’s Pirelli Trofeo R semi-slick tires a few corners to warm up, but from that point on, the grip and traction levels are huge. The Bohema is also tolerant of what feels like should be daringly early throttle applications, staying hooked up even as the rear end lightens to indicate grip is running short. While the Bohema’s steering weighting is lighter than the norm for this macho part of the market, we appreciated the assistance as speeds rose to the point where the wings and diffuser started to produce significant downforce. Once this happened, it could be flung at Dunsfold’s faster corners at what seemed to be impossible speeds. Stopping was equally assured, with the combination of carbon-ceramic brakes and the car’s minimal weight allowing it to shed speed at close to painful rates.PragaIndeed, beyond the discomfort caused by prolonged exposure to huge lateral g-forces, the Praga Bohema feels well suited to spending its life on track. But on the road? The jury is still deliberating that one; it does seem refined for one of the fastest cars in the world—and even features luggage storage in pannier compartments next to the rear wheels—but it is hard to imagine spending long stints in the tiny cockpit without the onset of claustrophobia. There is also the small matter of paying for one. Praga reckons that up to a quarter of its planned run of 89 Bohemas will go to the U.S., but buyers will need to find $1.31 million to realize the dream. Yet that’s less than half of what Aston is charging for the Valkyrie, so by the mad standards of this market, the price is not outrageous, even if the car certainly is.SpecificationsSpecifications
2023 Praga BohemaVehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base: $1,310,000
ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, port fuel injectionDisplacement: 232 in3, 3799 cm3Power: 700 hp @ 6800 rpmTorque: 535 lb-ft @ 3000 rpm
TRANSMISSION
6-speed sequential automated manual
DIMENSIONS
Wheelbase: 108.9 inLength: 177.4 inWidth: 78.9 inHeight: 41.7 inPassenger Volume: barelyTrunk Volume: 4 ft3Curb Weight (C/D est): 2300 lb
PERFORMANCE (C/D EST)
60 mph: 2.0 sec100 mph: 4.9 sec1/4-Mile: 9.6 secTop Speed: 186 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 16/14/18 mpgThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More