Reviews

The potential customer base for a car that can deliver the sumptuous comfort of a private jet and the performance of a muscle car is likely a small one, but we should be happy that the Mercedes-Maybach S580 has it covered. Wearing the two-tone paint scheme that signals its superiority over the regular S-class—a $14,500 option we suspect most buyers will go for—this XL sedan looks like it should be gently shuttling A-listers between red carpets. Yet it is brutally fast when unleashed, even if doing so would likely cause rear-seat passengers to spill their champagne (from their Maybach-branded flutes). How fast? During testing, the Maybach S580 blasted its way from zero to 60 mph in just 4.1 seconds, from rest to 100 mph in 10 seconds flat, and through the quarter-mile in just 12.6 seconds. The V-8 Bentley Flying Spur is slightly quicker, but it is also more obviously aimed at those who drive themselves rather than relax in the back. The Maybach feels like a luxury yacht with the punch of a speedboat—and the forthcoming S680, with its 621-hp V-12, should be even quicker.Yet even the most demanding plutocrat would find it hard to feel shortchanged by the S580 and its 496-hp twin-turbo 4.0-liter V-8. Performance is delivered without drama—full throttle produces an exhaust note that sounds as if it’s issuing from several towns away. Under more respectful use the engine is almost silent, with the Maybach’s cabin very hushed at cruising speeds. We recorded 64 decibels at a 70-mph cruise, and Maybach’s active noise cancellation effectively suppresses low-frequency road rumble and makes the cabin seem even quieter. The low ambient noise also provides a blemish-free auditory backdrop for the superb 30-speaker Burmeister audio system.HIGHS: Punchy performance, superb comfort and refinement, luxurious rear cabin.From the driver’s seat, there are no obvious differences between the Maybach and the regular Mercedes S-class. Both cars share the same controls and displays, with a 12.3-inch screen for the instruments that features 3-D rendering. Some of us loved the effect, others immediately switched it back to 2-D. The vast 12.8-inch touchscreen in the center of the dashboard runs the same MBUX UI system as lesser Mercs—and suffers from the same usability issues. It does grow easier to understand with prolonged use, but the need to interact with the screen to adjust heating and ventilation settings requires you to take your eyes off the road. Both the Rolls-Royce Ghost and Bentley Flying Spur have much-nicer-feeling physical controls.It’s when you move to the back that the Maybach turns truly special, combining the room of an extended-wheelbase S-Class—7.1 inches longer than the regular car—with plusher trim. Our test car had been given the sort of full-options workout we suspect few Maybach buyers will be able to resist, albeit one that took its asking price to nearly $230,000.That tally was boosted by the highest grade MANUFAKTUR leather package ($8000), a refrigerator behind the seats with two clip-in champagne flutes ($4300), and the Executive Rear Seat Plus package, which brings two individually reclinable chairs with fold-out airline style tables in the center console, as well as heated and cooled cupholders ($6000). It also had power-operated rear doors, removing the irksome requirement of physically heaving them open and shut ($1350).Andi Hedrick|Car and DriverThe driving experience is clearly suited to chauffeuring. The Maybach feels bigger and heavier than it actually is, with the soft suspension settings and light steering encouraging gentle use. As in the regular S-class, there are switchable dynamic modes, including a new Maybach one that’s effectively a Comfort Plus setting, delivering truly imperious progress. Our test car also had the $6500 option of the E-Active body control system, which brings active anti-roll and a Curve dynamic mode that actually leans the car into a corner to reduce the perceived lateral forces, although the bicycle impression felt odd from the driver’s seat. The S580 was impressively pillowy over rougher road surfaces but seemed to struggle to digest freeway expansion joints, thumping over those in a manner unsuited to its price.Although it offers little encouragement for spirited driving, even in Sport mode, it is possible to hustle the Maybach S580 along at an impressive pace. Our test car rode on Pirelli all-season run-flat tires, enabling 0.91 g of skidpad grip—entirely respectable for a large luxury sedan. Pushed beyond these limits the Maybach defaults to gentle understeer, with no sense of the all-wheel-drive system’s claimed rear-torque bias. More impressive is the low-speed maneuverability enabled by the rear-wheel steering, which helps thread the car through gaps and pull off tight U-turns. Braking performance was respectable at 185 feet from 70 mph, although that is 17 feet longer than the Flying Spur V-8 managed, also on all-season tires.LOWS: Big premium over regular S-Class, clunky UI system, expensive options.The Maybach’s 48-volt hybrid system doesn’t appreciably add to performance, but it does boost fuel economy, with a respectable 18-mpg EPA overall rating that amounts to 15 mpg city and 24 mpg highway. We averaged 19 mpg in mixed driving. Andi Hedrick|Car and DriverWhile the Bentley Flying Spur is more athletic, and the similarly sized but more expensive Rolls-Royce Ghost projects more VVIP presence, the Mercedes-Maybach S580 feels like an entirely justified addition to the top of the luxury-sedan segment. It builds on the strengths of the already-excellent S-class, albeit at a substantial premium. Just make sure you specify the exclusive two-tone paint, lest onlookers think you settled for the mere Benz.SpecificationsSpecifications
2022 Mercedes-Maybach S580 4MaticVehicle Type: front-engine, all-wheel-drive, 4-passenger, 4-door sedan
PRICE
Base/As Tested: $185,950/$227,900 Options: Obsidian Black upper and MANUFAKTUR Diamond White lower paint, $14,500; MANUFAKTUR leather package, $8000; E-Active body control, $6500; executive first-class 4-seat configuration w/folding rear tables, heated and cooled rear cupholders, $6000; refrigerator rear console and Maybach champagne flutes, $4300; rear electric comfort doors, $1350; Piano Lacquer Flowing Lines interior trim, $1300 
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 243 in3, 3982 cm3Power: 496 hp @ 5500 rpmTorque: 516 lb-ft @ 2000 rpm
TRANSMISSION
9-speed automatic
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 14.6-in vented disc/14.2-in vented discTires: Pirelli P Zero All Season Run Flat255/40R-20 101H M+S Extra Load MOE-S
DIMENSIONS
Wheelbase: 133.7 inLength: 215.3 inWidth: 75.6 inHeight: 59.4 inPassenger Volume: 127 ft3Trunk Volume: 12 ft3Curb Weight: 5422 lb
C/D TEST RESULTS
60 mph: 4.1 sec100 mph: 10.0 sec1/4-Mile: 12.6 sec @ 112 mphResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.0 secTop Gear, 30–50 mph: 2.7 secTop Gear, 50–70 mph: 3.6 secTop Speed (gov ltd): 128 mphBraking, 70–0 mph: 185 ftRoadholding, 300-ft Skidpad: 0.91 g
C/D FUEL ECONOMY
Observed: 19 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 18/15/24 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

Are you a true believer? Do you understand what summer tires can do for you, why a sunroof hurts performance, and that speed limits are just a starting point for negotiations? Do you feel persecuted by law enforcement for your beliefs? Well, Honda just built a car for you in the new 2023 Civic Type R. Go forth, spread the gospel of compact performance, and live by the Type R’s code of conduct.I. Thou Shalt Not UndersteerThis commandment is impossible for a front-wheel-drive car to follow, or so we thought. And yet, this 11th-generation Civic follows the directive from on high despite its 315-hp turbocharged 2.0-liter inline-four hanging ahead of the front axle and 61.4 percent of its weight on its nose. On the street, front-end grip seems inexhaustible as the Type R ducks left and right, forcing you into the seat bolsters at its 1.02-g limit. Go ahead and dive into an apex, because the steering is a mere 2.1 turns lock to lock and the Type R slips in without any drama. Corner exits, which usually require the patience of Job in a front-wheel-drive car, are masterfully orchestrated by the Type R’s limited-slip differential. That unit, coupled with a very crafty anti-torque-steer front strut, puts the engine’s power to the Michelin Pilot Sport 4S tires and allows you to empty the 2.0-liter’s magazine without widening the cornering line. Next corner. Try again. No understeer, just more exit speed. As if some invisible string is holding the car, keeping it from leaving the road. It makes no sense that a front-driver can do this, so let’s just add it to the list of things that don’t make sense in 2022.II. Thou Shalt Not Hook UpNot in the carnal sense; go crazy there. Here, it’s hooking up as in launching hard from a stop. Boost arrives after a beat or two, but the torque surge at about 3000 rpm—310 pound-feet, available from 2600 to 4000 rpm—will have you on the phone to Tire Rack. Turn the wheel slightly while hitting the gas in first and the front end eagerly hunts for the ditch or the oncoming lane as the differential tries to make the most of available grip. The solution is to keep the wheels pointed straight in first. Get it right and you’ll move all 3183 pounds of Civic to 60 in 4.9 seconds, with the quarter falling in 13.5 seconds at 106 mph.III. Thou Shalt Not Miss a ShiftHonda’s manual gearboxes are special. Light, direct, precise, and a joy to operate, the Type R’s mostly carries over from its predecessor and has the same tight throws and positive action. In more than 500 miles of abusively fast shifts, we never heard a crunch from the synchros as we upshifted just shy of the 7000-rpm redline. Nor did we flub any downshifts. A lighter flywheel makes the throttle slightly more alert than before, and a mere tap of the right pedal spins up the engine to match revs on downshifts. For those who want Honda to do it, there’s a retuned automatic rev-matching program. It technically works but could be quicker to respond, something more noticeable on the track than on the street.IV. Thou Shalt Not Make Fake VentsGone are the old Type R’s fake vents and bodywork creases to nowhere. Function wins out over form in this round. Vents in the front bumper direct more cooling to the 13.8-inch front rotors, which are unchanged from the previous Type R. Revisions to the brake booster reportedly improve feel, but the pedal doesn’t seem any different. Hit the brakes hard at 70 mph and you’ll be able to get out and walk 153 feet later; stopping from 100 mph takes just 308 feet. Real vents work. The only fade you’ll find in a Type R is in the driver’s hairstyle.V. Remember the Commute and Keep It HolyBeneath the fender flares, 3.5-inch-wider front and 1.9-inch-wider rear tracks, 9.5-inch-wide wheels, real hood vents, three exhaust tips, and 0.3-inch-lower body lies a Civic Sport hatchback. Interior design and quality take a huge leap in this generation. Uncluttered and functional, the instrument panel looks expensive. The driver can select from two gauge clusters. The R gauges have a nonlinear tachometer that reminded a few of us of the legendary S2000’s. Above the HVAC controls is a 9.0-inch touchscreen that works quickly and intuitively and has wireless Apple CarPlay and Android Auto.A big part of respecting the drive to work is in the ride quality. Left in Comfort, the adaptive dampers are docile. Sharp impacts reverberate through the cabin, but the Type R sops up smaller hits. Switch to Sport or R mode to ruin the ride with no real handling benefit. Freeway commuters will find 73 decibels of wind, engine, and road noise. If you’ve spent more than 50 percent of your life in the last century, cabin ambience will begin to annoy you in about 20 minutes. At least rear-seat passengers can hear conversations happening in the front, something that wasn’t true at 70 mph in the last Type R.Michael Simari|Car and DriverVI. Honor Thy FamilyCommonality with the regular Civic gives the Type R excellent packaging and practicality. Civic Sport hatchbacks now have 99 cubic feet of passenger space and 25 cubic feet of cargo room, and so does the Type R. In the eyes of the EPA, this is a large car. Head to Costco and don’t be afraid to buy a second 30-roll pack. For even more hauling ability, fold the rear seats and take home that eight-drawer dresser you spotted on Facebook Marketplace. None of the Civic’s practicality is affected here. Sure, it has a blood-red carpet and front seats with big lateral bolsters that might lead to a little groaning when you climb out, but it’s a Civic nonetheless.In back, the Civic’s 107.7-inch wheelbase helps add 1.4 inches of legroom and makes the 60/40 split bench as Uber-friendly here as in the 158-hp base version. One drawback of sharing so much with a half-as-powerful sibling is that Honda didn’t enlarge the fuel tank for the Type R, so drive it as intended and you’ll be lucky to get more than 250 miles from the 12.4-gallon tank.VII. Thou Shalt Not Covet Thy Neighbor’s Toyota GR CorollaEyes are unlikely to wander since the new Type R looks great on its 19-inch wheels and lowered stance. We aren’t sure what happened with the previous Type R, but one of our theories is that an art student’s mixed-media sculpture got switched for the 10th-gen Civic design proposal and the student’s project went into production. The real Civic design? It received an A– in Applied Mixed Media 401.VIII. Thy Shalt Not OverheatLapping the last-gen Type R on the track multiple times led to heat-related issues that sent the powertrain into limp mode. To solve that problem, the Type R now has a 48 percent larger grille opening that directs air into a larger radiator and a 10-row intercooler (up from nine). You’ll have to wait a bit for its Lightning Lap results, but we experienced zero thermal issues with the Type R.IX. Thou Shalt Not OverpayWhat dealers will overcharge for the Type R remains to be seen, but Honda is setting the price at $43,990, and the only factory extras are paint colors and forged alloy wheels. Of course, dealers will push a seemingly endless selection of accessories. Skip them all except maybe the $1780 Michelin Pilot Sport Cup 2 track tires.X. Thou Shalt Not Bear False EnthusiasmShoppers looking to pose as car-loving enthusiasts won’t want to own this one. It comes only with a manual transmission, you can’t get leather seats, and Honda won’t sell you a sunroof. The Type R does have all the collision-avoidance nannies the unskilled and NHTSA crave, but its buyers aren’t the type who cause accidents by texting in traffic. This is a car designed, tuned, and built for the true believers. CounterpointsIt’s called a spoiler because it spoils the look of the car—only, on the Type R, it looks great: a fun surprise, an embroidered tiger on the back of a jean jacket. I liked the previous model’s raucous design, but some people prefer to drive a car that doesn’t look like a 12-year-old doodled it on a math notebook. More important, while the sporty Civic has put on some work-appropriate attire, it’s still an absolute party animal underneath. —Elana ScherrSpeaking in Honda tongue feels like coughing up alphabet soup. Ya see, you’ve got your EP3s and your DC5s, but the B18C never came in those—they got the lowly K20A3 here in the U.S. Riding on an FL5 chassis, the newest CTR is far wilder than the sedan-only FE1 Civic Si. That said, it won’t take more than a spoonful of the improved 315-hp K20C1 to get your HR to spike. —Austin IrwinNot a Hand-Me-Down, K?To get nine more horsepower from the K20C1 engine, Honda made a number of improvements, including swapping from a nine- to a 10-channel air-to-air intercooler and reducing the turbocharger inertia by 14 percent while increasing the intake flow rate by 10 percent and the exhaust flow by 13 percent.SpecificationsSpecifications
2023 Honda Civic Type RVehicle Type: front-engine, front-wheel-drive, 4-passenger, 4-door hatchback
PRICE
Base/As Tested: $43,990/$44,385Options: Championship White paint, $395
ENGINEturbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1996 cm3Power: 315 hp @ 6500 rpmTorque: 310 lb-ft @ 2600 rpm 
TRANSMISSION6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.8-in vented disc/12.0-in discTires: Michelin Pilot Sport 4SSize: 265/30ZR-19 (93Y) DT1
DIMENSIONS
Wheelbase: 107.7 inLength: 180.9 inWidth: 74.4 inHeight: 55.4 inPassenger Volume: 99 ft3Cargo Volume: 25 ft3Curb Weight: 3183 lb
C/D TEST RESULTS
60 mph: 4.9 sec100 mph: 12.1 sec1/4-Mile: 13.5 sec @ 106 mph140 mph: 28.3 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.9 secTop Gear, 30–50 mph: 9.4 secTop Gear, 50–70 mph: 6.4 secTop Speed (mfr’s claim): 169 mphBraking, 70–0 mph: 153 ftBraking, 100–0 mph: 308 ftRoadholding, 300-ft Skidpad: 1.02 g 
C/D FUEL ECONOMY
Observed: 20 mpg75-mph Highway Driving: 30 mpg75-mph Highway Range: 370 mi 
EPA FUEL ECONOMY
Combined/City/Highway: 24/22/28 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

Despite a name shared with a rocket-powered aircraft, there’s little chance of mixing up BMW’s X1 with Bell’s. We’re sure Chuck Yeager would have appreciated such luxuries as interior mood lighting and the option of a bangin’ Harmon/Kardon 12-speaker stereo. Unlike his radical experimental plane, the BMW X1 is a pleasant small SUV that offers an attractive entry point to German-brand motoring. And it isn’t breaking barriers or speed records—unless maybe if dropped from the belly of a B-29. BMW’s skunkworks have recently been experimenting with dramatic design elements inside and out. The X1 is a more traditional offering with a smooth exterior and a small, almost square kidney grille—understated next to the flared nostrils of most of the current BMW lineup. Still BMW’s smallest SUV, the X1 has grown for this, its third iteration since its 2009 introduction. For 2023, the ute is 1.7 inches longer and taller, and it’s almost an inch wider than last year’s all-wheel-drive equivalent. The wheelbase is 0.9 inch longer, and the track width is greater by 0.8 inch. The result is more interior room and a hint of bulldog stance. BMWA Revised Engine and a New TransmissionUnder the hood is a good-old gas burner, a turbocharged 2.0-liter four-cylinder with a few extra horses squeezed in. (An electric version, the iX1, is available in other markets but won’t come here.) Changes to the combustion-chamber geometry and dual injection bump the powerplant to 241 horsepower (from 228) and 295 pound-feet of torque, and BMW says the X1 will hit 60 mph in 6.2 seconds. Replacing the previous eight-speed automatic, a seven-speed dual-clutch gearbox has a wider ratio spread and allows coasting. If you want it on high alert for grabbing gears, the Sport mode shifts with more vigor, and the M Sport package ($2300) provides paddle shifters that put the decision making in the driver’s hands. Related StoriesWe found the powertrain to be quiet and smooth in traffic and highway cruising but a bit sluggish when asked to make high-speed passes or accelerate uphill. There’s some turbo lag, and putting the X1 into Sport mode couldn’t mask the delay. EPA fuel-economy estimates are 28 mpg combined, 25 mpg city, and 34 mpg highway, which are some 2 to 3 mpg better than the 2022 all-wheel-drive model.One big change to the X1 for 2023 is that all-wheel drive is now standard. During easy motoring, the front wheels handle the majority of driving duties, but any loss of traction sends power to the rear. Dynamically, the X1 is fun to drive, it scoots happily around corners, and its small size makes it well matched for narrow roads—and, when you’re done, narrow parking spots. Neither the steering wheel nor the brake pedal offers much feedback, but there’s enough communication to feel confident that the car will go and stop when and where directed. Interior Style and TechBMW has been on it with interior design in its new models. The X1’s cabin makes good use of texture and color to add interest to swaths of plastic. The door panels in particular are appealing, pretty enough that you might leave the door open a few extra minutes so your neighbors can admire the tweedy-patterned speaker grilles and the Gateway Arch of a door handle. The console offers a lower shelf space, although it’s not easy to access with a larger handbag. Cupholders sit low and out of the way, and the optional wireless charging pad leans back at the angle of a grandpa in a Barcalounger—a nod to those of us who sneak a look at the screen at stoplights. BMWSpeaking of screens, the X1’s single curved display panel runs from behind the steering wheel to the center of the dash. Modes offer different instrumentation designs, and the right side showcases navigation, music, and phone interfaces. Unfortunately, the screen is also the only way to control the climate and the seat heaters, and it’s a long stretch for the driver, even for those of us sitting far forward. The sound system can be adjusted from the steering wheel, but to turn off the heated steering wheel or adjust the A/C fan, you have to do some poking around onscreen—never an ideal action while driving. The seats in our sample car were the optional Sport seats. For a commuter SUV, they’re deeply bolstered. While the seating position was good and highly adjustable, the cushioning was too firm for a long drive, a scenario in which the bones in one’s posterior will quickly make themselves known. The rear seats are also stiff, and passengers may find the backrest angle too reclined, although the laid-back shape does make installing a child seat easier. Cargo space is generous, with a side net to corral small objects, a total of 26 cubic feet behind the rear seats, and 57 with them folded. X1 Pricing and Equipment Shopping for an X1 should be relatively easy, as there are no alternative engine or transmission choices, and the standard model comes with many features you’d want, including Apple CarPlay and Android Auto compatibility, LED headlights with cornering lights, a power liftgate, and roof rails. The xLine package adds bigger wheels and more interesting interior trim, and a sunroof is available with either the Convenience package ($1950) or the Premium package ($4200). Nudging the price up from the $39,595 starting point is pretty easy, and our $48,195 example still packs a lot into a small SUV. It may not be Chuck Yeager’s Glamorous Glennis, but even an experimental test pilot could use a practical runabout when it’s time to hang up the flight suit and drive home.SpecificationsSpecifications
2023 BMW X1 xDrive28iVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $39,595
ENGINE
turbocharged and intercooled DOHC 16-valve Miller-cycle inline-4, aluminum block and head, port and direct fuel injectionDisplacement: 122 in3, 1998 cm3Power: 241 hp @ 4500 rpmTorque: 295 lb-ft @ 1500 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 106.0 inLength: 177.2 inWidth: 72.6 inHeight: 64.6 inPassenger Volume: 102 ft3Cargo Volume: 26 ft3Curb Weight (C/D est): 3800 lb
PERFORMANCE (C/D EST)
60 mph: 6.0 sec1/4-Mile: 14.2 secTop Speed: 125 mph
EPA FUEL ECONOMY
Combined/City/Highway: 28/25/34 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

Before Polestar became Volvo’s all-electric offshoot brand, it was the Swedish carmaker’s racing and performance division. Perhaps in a bid to regain some of that sporty personality, there’s a new limited-production model: the 2023 Polestar 2 BST Edition 270. With the dual-motor Polestar 2 as a starting point, the 270 in the name refers to the worldwide production run. The BST is a nod to its internal “Beast” development code.For the $76,900 starting price, the BST is essentially a Polestar 2 with the optional Pilot, Plus, and Performance pack options. According to Polestar’s online configurator, adding these options to a non-BST model takes the price to $66,400. The BST’s power output of 469 horsepower and 502 pound-feet of torque is the same as the Performance pack’s, as are the upgraded Brembo brakes. The EV guts are also carryovers, with a lithium-ion battery pack that has a 75.0-kWh usable capacity and DC fast-charging up to a 155-kW rate. Range drops slightly though, from an EPA-estimated 260 miles down to 247 miles.The BST’s price premium is justified with exclusive add-ons that include 21-inch forged wheels with bespoke Pirelli P Zeros, a front strut bar, a 1.0-inch lower ride height, painted body cladding, and black mirrors. The big news is the inclusion of special Öhlins dampers that are two-way adjustable up front.To see if those upgrades paid off, we had the opportunity to wring out the BST on the Bay Area’s Skyline Boulevard—an abstract scribble of pavement famed for slicing through the redwoods. Within the first few blocks heading out of Burlingame, California, it’s clear the BST’s ride quality is firmer than the standard Polestar 2 with the Performance pack. You definitely feel the impacts from ruts in the pavement, but only large potholes cause any real harshness. The smaller bumps are adequately smoothed over thanks in large part to the Öhlins dampers’ dual-flow valving that allows for distinct behaviors for low- and high-speed compression events. It’s similar to how progressive springs can add some initial compliance for comfort and stability while also having greater resistance when cornering hard. The difference is that the Öhlins dampers are more easily adjustable to suit your tastes. The coil-over spring preloads are also manually adjustable with the right tools.Related StoriesPolestar’s Christian Samson, head of product attributes, informed us that our BST was set to seven on the adjustment scale of one to 22, with one being the firmest and 22 the softest. That potentially leaves a lot more compliance for everyday comfort and a bit more firmness for a track day, though the 127-mph top speed will limit how much fun you can have on the straightaways.As we find our way to Skyline Boulevard, the suspension begins to shine. You feel a strong connection to the BST and the Pirellis’ contact patches with every nudge of the steering wheel, though the steering effort seems too light for spirited driving. In typical EV fashion, having the batteries below the floor masks a lot of the small hatchback’s C/D-estimated 4700-pound curb weight. It’s easy to get acclimated to the BST’s handling characteristics, and in no time we’re pushing harder and harder into each consecutive turn. Larger undulations in the road can cause some alarming hops, though.PolestarThere’s plenty of power, and Polestar claims the BST will reach 60 mph in 4.3 seconds, though past test experience suggests we’ll best that. It doesn’t have the explosive launch of some other high-performance EVs, but this is more of a canyon carver than a drag racer. In one-pedal drive mode, you’ll rarely have to use the brake pedal, but you will have to start slowing earlier than you normally might in order to scrub off enough speed. On some of the more challenging hairpins, we stabbed the brake pedal late and hard, and there’s a good feel through the soles of your shoes. It’s also easy to brake on the threshold before the ABS kicks in, allowing for smoother trail braking.The Polestar BST is as entertaining and lively as the BMW i4, and the lack of synthetic motor noises gives it a more zen-like experience. You hear the tires squeal in turns and whimper when you’re hard on the brakes. They give a very good indication of how much harder you can drive in a delightfully old-school analog manner. We executed a very subtle four-wheel slide in one bend and were pleased with how intuitive and effortless it was to manage. There weren’t any snap releases from adhesion, nor was there any need for any rally-car histrionics by sawing away at the wheel. Like a gold-medal gymnast, it just stuck the landing.Rain began to fall as we neared the coastline. Despite all the fun we had leading up to that point, the BST was also well mannered on slick roads. Midcorner bumps were barely acknowledged, and there was still an abundance of grip to keep charging with more aggression than most drivers would consider sensible.There’s no doubt that the BST is a very different beast compared to the Polestar 2. It’s a hardcore version for the few who are willing to sacrifice some comfort for cornering excellence. It’s as good a dance partner as the i4, and its interior is noticeably nicer than that of a Tesla Model 3. With most EVs taking the SUV route, there are few sporty alternatives that don’t cost as much as a Porsche Taycan or an Audi e-tron GT. Unfortunately, if you’re interested in a new Polestar 2 BST, you’re out of luck as all of the 270 examples have been spoken for. And that begs the question of why Polestar greenlighted such a limited production run. It seems likely that the BST is testing the waters for a more serious performance EV in the future.PolestarIf that ends up being realized, we’ll be pacing with nervous anticipation. It’s impressive that the BST is able to extract so much more handling prowess from the existing Polestar 2 and bodes well for a purpose-built performance model.SpecificationsSpecifications
2023 Polestar 2 BST edition 270Vehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base: $76,900
POWERTRAIN
Front Motor: permanent-magnet AC, 235 hp, 251 lb-ftRear Motor: permanent-magnet AC, 235 hp, 251 lb-ftCombined Power: 469 hpCombined Torque: 502 lb-ftBattery Pack: liquid-cooled lithium-ion, 75.0 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 155 kWTransmissions, F/R: direct-drive/direct-drive
DIMENSIONS
Wheelbase: 107.7 inLength: 181.3 inWidth: 73.2 inHeight: 57.0 inPassenger Volume: 91 ft3Cargo Volume, F/R: 1/14 ft3Curb Weight (C/D est): 4700 lb
PERFORMANCE (C/D EST)
60 mph: 4.0 sec100 mph: 9.0 sec1/4-Mile: 12.2 secTop Speed: 127 mph
EPA FUEL ECONOMY
Combined/City/Highway: 96/98/91 MPGeRange: 247 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

The first hint that the Porsche 718 Cayman GT4 ePerformance is no ordinary race car comes during the safety briefing. If the dashboard lights turn red, Porsche’s handlers explain in an ominous tone, we will have to exit the car by perching on the door sill before leaping as far away as possible. If we make the mistake of touching the vehicle and the ground at the same time, Porsche warns, we may be in for a shock, possibly ending up charred to a crisp as if we had personally angered Zeus.The second clue is the noise. What starts as a monotone whir as you trundle down pit lane becomes a shrill shriek the instant our chauffeur—Porsche Formula E reserve driver and IndyCar hotshoe Simona de Silvestro—nails the go pedal. Despite the Cayman nameplate, there’s no sonorous thrum of a flat-six here, but instead a high-pitched scream as the ePerformance’s two electric motors rocket the car into the first corner of the track at the Porsche Experience Center in Franciacorta, Italy.Revealed earlier this summer, the Cayman GT4 ePerformance prototype is a follow-up to the radical Mission R concept that we drove last year. While that concept focused on a futuristic design, the GT4 ePerformance acts as a test bed for Porsche’s electric powertrain development, previewing what’s next for Porsche’s customer GT racing program and suggesting what we might see from the upcoming electrified 718 Boxster and Cayman.More Porsche EVsThe GT4 ePerformance’s shape is familiar, mimicking the curves of its gas-powered counterpart and riding on the chassis of a 718 Cayman GT4 Clubsport. But the bodywork, constructed from a natural fiber composite and stretching 5.5 inches wider than the Clubsport upon which it’s based, hides a dual-motor, all-wheel-drive setup capable of up to 1073 horsepower.That figure represents the all-out Qualifying mode, but even in Racing mode, the ePerformance is capable of 603 horsepower. The 82.0-kWh battery is split into three sections—one mounted up front, one behind the driver where a Cayman’s engine would typically be found, and the final pack residing in the passenger footwell, forcing us to sit with our legs angled upward like a Formula 1 driver. In Racing mode, the battery lasts approximately 30 minutes, and thanks to a 900-volt electrical architecture, Porsche claims the prototype charges from 5 to 80 percent in 15 minutes at a maximum rate of 350 kW. Acceleration in the GT4 ePerformance is head-snappingly violent, the oodles of horsepower pinning you to the seat and compressing your organs as the vehicle launches forward. Even de Silvestro, who earns a living piloting high-performance track monsters at top speed, seems impressed. “It’s got a lot of power,” she says, with the added thrust of all-wheel drive making it “quite fun.”PorscheOn the track, de Silvestro doesn’t hold back, slinging the ePerformance from corner to corner, the electric motors’ instant torque hitting with full force before she slams on the brakes, the four-point harness straining to prevent us from flying through the windshield. The ePerformance devours corners, attacking the curbs and rapidly slithering its way through the tight and twisty track. With around 3400 pounds to move, the ePerformance takes some wrangling, but the immense amount of power prevents the car from feeling flat-footed.As we turn back onto the main straight, the ePerformance shoots forward at a brain-scrambling rate. We push toward 150 mph, and the world turns to a blur, as if we were aboard the starship Enterprise after Commander Sulu activated warp speed. The ePerformance squirms under heavy braking into Turn 1, regenerating energy while keeping us out of the wall. Whereas a road car may recover only around 3 percent of energy through braking, prototype project manager Björn Förster tells us, the ePerformance is capable of recuperating around 50 percent of the juice it spends on acceleration. Having all-wheel drive helps acceleration, but as Förster explains, the main advantage of the front-mounted motor is extra energy regeneration under braking. While the performance from the GT4 electric prototype is incredibly impressive, what stands out most is the sound. The whine may never elicit quite the same soul-stirring reaction as the resonant howl of a Porsche flat-six, but the rise and fall of the rpm from the electric motors is riveting and otherworldly, building to a swell as the ePerformance accelerates, the audio cues helping to make sense of the immense speed. Unlike most roadgoing EVs, where the lack of sound fails to match the force of acceleration, the GT4 prototype provides the audible theatrics to match the mind-blowing performance.After the roller-coaster ride, we ask Förster what aspect of the ePerformance he’s most proud of. Is it the prodigious amount of power? The energy recuperation? Or the fast-charging 900-volt architecture? PorscheIt’s none of that, according to Förster. It’s topping the expectations for an EV and showing car enthusiasts that electric cars can bring the emotion and character that made us fall in love with cars in the first place. The future is definitely going to look, feel, and sound different, but if the 718 Cayman GT4 ePerformance is any indication, we have reason to be excited. 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

From the November 2022 issue of Car and Driver.In the beginning, the Range Rover’s appearance—upright profile, slablike body panels, unadorned sheetmetal—was the product of a utilitarian, function-driven design. The latest version’s evolved look is again upright, smooth, and simple, but for the opposite reason: The Range Rover has become an art object. That’s as true of the interior as the exterior. The leather-everywhere cabin looks and feels like the environs of a six-figure automobile. As on the outside, the theme is seamless integration. The interior door handles are so smoothly integrated that first-time passengers often struggle to find them.Marc Urbano|Car and DriverIn-cabin tech has the requisite modern depth and complexity. The seats’ massage function, for instance, requires its own menu page for choosing among 125 combinations of three settings: mode, area of focus, and intensity. Spelunking through the menus uncovers curiosities such as a dynamic info screen (g meter, lap-time recorder, stopwatch) and an air-quality page to activate the particulate filter, carbon-dioxide management, and the ionizer. HIGHS: Looks like money inside and out, effortless thrust of the turbo V-8, still does Land Rover things.For more common interactions, the 13.1-inch touchscreen—with or without haptic feedback enabled—is relatively easy to use and makes for a generous, sharply rendered full-screen map and crisp images from the multiple cameras. Footage includes views along the sides of the vehicle. Clearsight Ground View stitches together a virtual image of what’s immediately in front of and under the car. The new model retains the Range Rover’s traditional regal seating position, with the base of the large side windows low enough that you can comfortably rest an elbow atop the door panel. Several rear seating configurations are offered. The biggest change with this generation is the arrival of three rows for the long-wheelbase version, and its adult-size rearmost seat has enough amenities to avoid feeling like steerage. Our standard-wheelbase test car had a bench seat for three, with the rightmost passenger getting a deployable leg-rest (which requires the front passenger’s seat to scrunch forward). The fully powered second row, however, doesn’t fold even remotely flat, compromising max cargo capacity. Per Range Rover tradition, you access the cargo hold via an upper liftgate and a drop-down tailgate, both power-operated, as is the cargo cover. The no-cost Tailgate Event Suite option adds versatility by way of a panel in the load floor that corrals luggage when stood up. It also forms the back of the rear-facing “event seat”—just the thing for watching polo or your kid’s soccer practice. Activating Tailgate Event Suite mode opens the rear and directs stereo sound to the liftgate-mounted speakers.While a carryover supercharged and turbocharged 3.0-liter inline-six is standard, our test car had the new BMW-sourced twin-turbo 4.4-liter V-8. Its subdued rumble is a tip-off to what’s under the hood, yet at 70 mph, the Rover’s cabin is a hushed 66 decibels. An initial stab at the accelerator can bring a greater forward lunge than desired. Otherwise, the long pedal travel, the engine’s linear response, and the eight-speed automatic’s demure shifts combine to make this a polished powertrain. Only the auto stop-start system’s restarts strike an awkward note. The V-8’s 523 horses and 553 pound-feet of torque easily animate 5982 pounds of British SUV. Sixty mph arrives in a fleet 4.3 seconds (matching the 682-hp Cadillac Escalade-V), and the quarter-mile passes in 12.8 seconds at 109 mph. The Rover’s heft is more evident when stopping, as it takes 185 feet to haul this big boy down from 70 mph.LOWS: Genteel rather than sporty road manners, not the best transport for bulky items, six-figure starting price is merely a launching point.For all the techno wizardry of a new five-link rear suspension, air springs, and active anti-roll bars, the default Auto terrain response mode still allows for near-constant nodding body motions over all but the smoothest tarmac. The sportiest Dynamic mode quells that to some degree without overly degrading ride quality—unlike in some German competitors—although the 23-inch wheels do clomp over impacts. In any mode, the creamy-smooth steering is light, and the heavy Rover lists in fast, sweeping curves. On the skidpad, we measured just 0.73 g worth of grip, limited by nondefeatable stability control, but the Rover pirouettes through parking lots thanks to its new rear-wheel steering. Sadly, we didn’t test the seven off-road driving modes, the transfer case’s low range, or the 35.4-inch wading capability. A Range Rover may have extreme abilities, but much like a Rolex Submariner that’s waterproof to 1000 feet, that doesn’t mean it will use them. Once a mere utility vehicle, the Range Rover has become something more. SpecificationsSpecifications
2022 Land Rover Range Rover First EditionVehicle Type: front-engine, 4-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $159,550/$169,900Options: Sunset Gold Satin Finish $7450; Shadow Exterior Pack, $1000; black contrast roof, $1000; 23-inch gloss black wheels, $900.
ENGINEtwin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 268 in3, 4395 cm3Power: 523 hp @ 6000 rpmTorque: 553 lb-ft @ 1800 rpm 
TRANSMISSION8-speed automatic
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 15.7-in vented disc/14.5-in vented discTires: Pirelli Scorpion Zero All-Season285/40R-23 117 M+S Extra Load LR
DIMENSIONS
Wheelbase: 118.0 inLength: 198.9 inWidth: 80.6 inHeight: 73.6 inPassenger Volume: 109 ft3Cargo Volume: 41 ft3Curb Weight: 5982 lb
C/D TEST RESULTS
60 mph: 4.3 sec100 mph: 10.6 sec1/4-Mile: 12.8 sec @ 109 mph130 mph: 19.4 sec150 mph: 30.3 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.1 secTop Gear, 30–50 mph: 2.9 secTop Gear, 50–70 mph: 3.5 secTop Speed (mfr’s claim): 155 mphBraking, 70–0 mph: 185 ftBraking, 100–0 mph: 373 ftRoadholding, 300-ft Skidpad: 0.73 g 
C/D FUEL ECONOMY
Observed: 16 mpg75-mph Highway Driving: 23 mpg75-mph Highway Range: 540 mi 
EPA FUEL ECONOMY
Combined/City/Highway: 18/16/21 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

Volvo’s XC60 mid-size SUV may be its bestseller these days, but the brand long known for station wagons hasn’t yet given up on the segment. The V60 is the XC60’s wagon-bodied counterpart, and it shows there are still virtues in going against the crowd.Wagons are all but extinct, yet paradoxically, they’ve never looked better. That’s certainly true of Volvo’s V60, which emerged from its 2019 redesign wearing a sharply tailored new suit of sheetmetal. It also boasts less nose-heavy, more athletic proportions. Four years on, tweaks to the grille, rear bumper, and wheel designs denote the ’23 model, but bigger changes are afoot on the inside and under the hood.Volvo offers the V60 wagon in a choice of two powertrains, both with standard all-wheel drive. A turbocharged 2.0-liter four assisted by a 48-volt hybrid system powers the mainstay offering, the V60 Cross Country. A 2.0-liter plug-in hybrid, the Polestar Engineered, or V60 Recharge, makes 455 horsepower and also can drive up to 41 miles on battery power alone. Most buyers will choose the version tested here, the Cross Country.HIGHS: Sleek wagon style, deftly balanced ride and handling, high-design interior.The electrically assisted drivetrain is new to the V60 Cross Country but rolled out in other Volvos last year (the XC60 midsize SUV, the S60 midsize sedan, the S90 large sedan, and the V90 Cross Country wagon). While some of those models also offer a more powerful B6 version that makes 295 horsepower, the V60 Cross Country no longer offers a mid-level choice, only the standard B5 that musters 247 horsepower.Volvo is eager to herald the news that all its cars are now electrified, meaning they either employ some form of hybrid assistance or are EVs. For the V60, though, the benefits beyond corporate bragging rights are modest at best.Most notably, our instrumented testing showed that performance takes a hit. The V60 Cross Country needs 7.1 seconds to reach 60 mph, and it crosses the quarter-mile in 15.4 seconds at 92 mph. That’s significantly behind the last V60 we tested with the previous T5 engine, a front-driver that hit 60 in 6.4 seconds and busted through the quarter-mile in 14.9 seconds at 96 mph. Related StoriesBuyers seeking a bit more oomph can tick the box for the Polestar Engineered Optimization package. It retunes the base engine to wring out a few more horsepower along with more midrange torque—the latter reaching a max of 280 pound-feet, up from 258. Beyond that, of course, there’s the far more powerful plug-in-hybrid model. Back when it made 415 horsepower, we measured a 4.4-second blast to 60 mph; the 2023 model packs another 40 horses.What about fuel economy? You might think the arrival of electric assist would be a boon for gas mileage, but the gains at the pump prove mostly illusory. Compared to the unassisted 2.0-liter turbo four, the EPA city estimate climbs by 1 mpg to 23 mpg, but the highway figure drops by a similar amount, to 30 mpg. In our own 75-mph highway fuel-economy test, the V60 returned 29 mpg.The new powertrain may not do much to move the needle, but it’s certainly pleasant to live with. We’re not sure how much to credit the hybrid system, but accelerator response is nicely linear even in light throttle applications. And the action of the auto stop-start system has been smoothed out to the point where most drivers are unlikely to be bothered by it. Typical of its genre, this turbo four doesn’t produce the most soulful engine note, but the V60 overall is pretty quiet. We measured 68 decibels at a 70-mph cruise. Some will remember when the Cross Country nameplate first appeared on Volvo wagons, toward the end of the boxy epoch, promising a modicum of off-pavement capability with a lifted suspension and body-side cladding. Today’s V60 Cross Country has dialed back the cladding; the modest plastic bits around the wheel openings and along the rocker panels are barely noticeable. An Off-Road drive mode, hill-descent control, and 8.1 inches of ground clearance give some credence to the Cross Country moniker. Michael Simari|Car and DriverVolvo formerly offered optional adaptive dampers on the V60 Cross Country, but they’re now reserved for the PHEV model. No matter, they’re hardly missed. The passive dampers combined with control arms and coil springs up front and a multilink rear with a transverse leaf spring, deftly served up a plush, controlled ride over patchy pavement and roller-coaster whoop-de-dos in New York’s Catskill Mountains. At the same time, the V60’s chassis tuning—and the wagon’s lower center of gravity versus a taller-bodied crossover—allows the driver to push this Volvo through fast corners without protest. Too bad the steering is such an unenthusiastic partner: numb, overboosted, and without much sense of straight ahead even when switched into its Firm setting. Riding on 20-inch wheels (19s are standard) and Pirelli P Zero all-season tires, the V60 exhibited 0.85 g of stick at our skidpad and required a longish 179 feet to stop from 70 mph. Volvo’s adaptive cruise control with Pilot Assist is standard, and we found the system to acquit itself well on the interstate, smoothly maintaining lane position; it lacks the ability to execute lane changes, however, and it does require a driver’s hand on the wheel.That’s not such a hardship, given the smooth leather wrapping the V60’s wheel—and used liberally throughout the interior. Volvo leans into Sweden’s Scandinavian design heritage with its interiors, and the V60 cabin is no exception, at once spare, tasteful, and modern. The minimalism unfortunately extends to in-cabin stowage, however, which is limited.Our test car wore the Ultimate trim level, and the $5300 extra it commands over the base-level Plus gets you four-zone climate control with an air purifier, a head-up display, a crystal gear selector, upgraded interior trim, additional seat adjustability, ventilated front seats, a higher-grade audio system, and 19-inch wheels. Our sample featured optional seven-spoke 20-inch alloy wheels and an even-higher-grade Bowers & Wilkins premium audio system, each of which added a further $3200 to the bottom line. A digital instrument cluster is standard but doesn’t offer much configurability: It can show the nav map, or not.LOWS: Has lost some spring in its step, rear-seat access favors the limber, longish stopping distance.Volvo’s previous in-house Sensus Connect touchscreen interface was slow to boot up but easy to interact with once fully awake. The new Google-based system, housed within the same 9.0-inch vertically oriented touchscreen, looks sharp and is faster-acting. Google Assistant is on hand to execute your queries and generally does a good job understanding spoken destination inputs. As before, the system’s lone physical button at the base of the display calls up the home screen, which shows four tiles of info that can be customized. Touch any of them for the full-screen display. The audio system retains a knob for volume and seek up/down buttons just below the screen, but the fussy climate controls are unfortunately screen-based and have tiny touchpoints unless you first open the climate-control display. Apple CarPlay is supported but not Android Auto.Michael Simari|Car and DriverRear-seat passengers enjoy sufficient head- and legroom for a six-footer to sit comfortably behind a similar-size driver, although access to the rear seats requires ducking under the low roofline and threading oneself around the rear-wheel arch (the XC60 has the advantage here). The wagon gives away nothing to the SUV in its cargo capacity, however, and can swallow eight carry-on suitcases behind the rear seats and 22 with them folded (the XC60 maxes out at 20 cases).The starting price of the V60 Plus has crept up to nearly $50K ($49,895), but even in that base form, the car is well equipped. Standard kit includes leather, heated seats, a panoramic sunroof, adaptive cruise control, and a 360-degree-view camera system. An XC60 similarly configured (B5 engine, all-wheel drive, Plus trim) is $51,095, so choosing the wagon over the SUV saves a few shekels. The XC60, however, also offers a lower-spec trim level (Core) and can be had with front-wheel drive, which lowers its price of entry to $44,545. In choosing between the V60 and the XC60, money matters probably aren’t going to sway buyers one way or the other. Those select few who go for the wagon are making the nonconformist’s choice, and we salute them. SpecificationsSpecifications
2023 Volvo V60 Cross Country B5 AWD UltimateVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $55,195/$63,585Options: 20-inch 7-spoke wheels w/all-season tires, $3200; Bowers & Wilkins premium sound, $3200; climate package – (heated rear seats, heater steering wheel, headlamp cleaners), $750; metallic paint, $695; luggage cover, $345; power-operated tailgate, $200
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 120 in3, 1969 cm3Power: 247 hp @ 5400 rpmTorque: 258 lb-ft @ 1800 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 13.6-in vented disc/12.6-in vented discTires: Pirelli P Zero All Season245/40R-20 99V Extra Load VOL
DIMENSIONS
Wheelbase: 113.2 inLength: 188.5 inWidth: 72.8 inHeight: 59.2 inPassenger Volume: 94 ft3Cargo Volume: 23 ft3Curb Weight: 4151 lb
C/D TEST RESULTS
60 mph: 7.1 sec1/4-Mile: 15.4 sec @ 92 mph100 mph: 18.5 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 7.7 secTop Gear, 30–50 mph: 3.5 secTop Gear, 50–70 mph: 4.9 secTop Speed (gov ltd): 115 mphBraking, 70–0 mph: 179 ftRoadholding, 300-ft Skidpad: 0.85 g
C/D FUEL ECONOMY
Observed: 22 mpg75-mph Highway Driving: 29 mpg75-mph Highway Range: 460 mi
EPA FUEL ECONOMY
Combined/City/Highway: 26/23/30 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

We had hoped that the move to electrification might shrink the world a little by allowing different parts of the globe to share the same models, especially EVs based on existing combustion cars. Yet, although BMW is going to be selling gasoline-powered versions of the new X1 in the United States, there are no plans to bring the fully electric iX1 across the Atlantic. It wasn’t long ago that BMW seemed to be at the forefront of the electric revolution. The adorably gawky carbon-bodied i3 hatchback and the three-cylinder PHEV i8 sports car were both pioneers. But in recent years the company has switched to a more timid approach, one where—outside of the solely electric iX—BMW has introduced a new range of “i”-branded cars that are EV versions of existing models. Like the iX3, i4, and i7, the new iX1 is one of these, fitting a fully electric powertrain to the third-gen X1, which is just going on sale in Europe.Related StoriesThe iX1 is being introduced in dual-motor all-wheel-drive form, carrying xDrive30 branding (BMW hints it will launch a less powerful two-wheel-drive version later). The motors turning each axle are identical but for a slightly lower gear ratio for the single-speed reduction at the back. Combined peak output is 308 horsepower and 364 pound-feet of torque. Power comes from a 64.7-kWh battery pack under the floor that gives a range of 266 miles under Europe’s flattering WLTP testing protocol—likely below 240 miles under the EPA’s more rigorous procedure. The battery supports DC fast-charging at up to 130 kW, which can take it from 10 percent to 80 percent in a claimed 29 minutes. The water-cooled pack will also adjust its temperature to an optimal 77 degrees Fahrenheit when nearing a fast-charger programmed into the nav system.The iX1’s interior feels well finished and impressively spacious for a car that is just over 177 inches long. Full-size adults will be able to sit front and rear without complaint, and there is a roomy 24 cubic feet of cargo space—virtues that will remain for the U.S.-bound, gasoline-powered X1 xDrive28i, which actually gets a little more cargo room at 25.7 cubic feet. The iX1 gets a 10.3-inch digital instrument display as standard, plus a 10.7-inch curved touchscreen, both running the new BMW 8 operating system. This looks nice and operates snappily, but it does mean the demise of both physical heating controls and the useful row of customizable function keys BMW previously offered. Swiping down on the top of the screen brings up a rendered version of the function keys but requires eyes to be taken off the road. Similarly, although a My Modes button on the center console has survived the cull of conventional switchgear, pressing it just brings up options on the screen, with another input then required to select one. This EV’s performance is punchy and delivered with minimal drama. The iX1’s accelerator pedal is a little top-loaded in its responses, especially in Sport mode, where the aggressive mapping makes it hard to achieve a smooth takeoff. BMW claims a 5.7-second zero-to-62-mph time. Full thrust is reserved for Boost mode, which is activated for 10 seconds by pulling a paddle behind the steering wheel, but we didn’t notice a perceptible difference versus just stomping on the accelerator. There is also a one-pedal mode, accessed by pulling the stubby gear selector to “B.”BMWThe iX1 also comes with a switchable soundtrack, with the so-called IconicSounds Electric option creating a futuristic and vaguely engine-like hum in the cabin that varies according to accelerator position. This felt less contrived than some rival offerings, but we still preferred the silence with it turned off. That’s because refinement is impressive. The cabin is well insulated at both urban and highway speeds, and despite a chunky 4600-pound weight—more than 800 pounds heavier than the X1 xDrive28i—ride quality remained good even over the bump-strewn British byways where we drove the car. The iX1 rides on passive dampers, but, like those in the G20-generation 3-series, they can hydraulically vary effort under large suspension travel. What’s lacking, sadly, as in several other recent BMWs, is the sense of dynamic connection that formerly came as standard with any of the company’s products. The iX1’s steering is completely devoid of low-speed feedback, and its front-biased handling balance is easily powered into understeer. The retired i3 was smaller and slower but was also sharper and better to drive. The priorities of driving enthusiasts don’t seem to be very high on the list of iX1 attributes. The point is made by three new switchable modes that have joined the familiar Personal, Sport and Efficient settings: Expressive, Relax, and Digital Art. Selecting Expressive changes the dashboard display and triggers the driver’s seat massage function; switching to another mode didn’t turn the kneading off, which had to be done through a tour of various menus. Relax started to play an ambient soundtrack. And Digital Art gave another redesign to both display screens. Frankly, all felt like gimmicks.Still, should we feel aggrieved to be denied the iX1? Definitely, given its combination of relatively strong performance, cute design, and competitive pricing—in Europe at least. In Germany, the pre-tax price translates to just over $45,000, meaning it costs almost exactly the same as the entry-level Kia EV6 and undercuts the Mercedes EQA350 4Matic. Better news for us is that the rest of this X1 is significantly upgraded over the outgoing model, which bodes well for the gasoline version that will come here. SpecificationsSpecifications
2023 BMX iX1 xDrive30Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $46,000 – German USD equivalent, won’t be sold in North America
POWERTRAIN
Front Motor: current-excited synchronous AC, 188 hp, 182 lb-ft Rear Motor: current-excited synchronous AC, 188 hp, 182 lb-ft Combined Power: 308 hpCombined Torque: 364 lb-ftBattery Pack: liquid-cooled lithium-ion, 64.7 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 130 kWTransmissions, F/R: direct-drive/direct drive
DIMENSIONS
Wheelbase: 106.0 inLength: 177.2 inWidth: 72.6 inHeight: 63.6 inPassenger Volume: 101 ft3Cargo Volume: 24 ft3Curb Weight (C/D est): 4600 lb
PERFORMANCE (C/D EST)
60 mph: 5.5 sec1/4-Mile: 13.7 secTop Speed: 112 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 97/99/96 MPGeRange: 230 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