Reviews

Arms races inevitably lead to the creation of overpowered weapons systems. That principle also applies to high-performance SUVs, such as the Lamborghini Urus Performante. Lamborghini began work on it well ahead of the introduction of the Aston Martin DBX 707 and the announcement of the upcoming Ferrari Purosangue, so the Performante technically isn’t a response to either. But the turned-up Urus is aimed at the same crowd: cash-flush buyers who aren’t satisfied with merely fast and want to skip straight to fastest. While the Performante has only a slight edge over the regular Urus in power output and acceleration, Lamborghini says that around a typical racetrack, this hulking SUV is now quicker than the original Huracán LP610-4 was just eight years ago.Granted, there are some provisos to that claim. Lambo’s chief technical officer, Rouven Mohr, credits much of the Performante’s improved performance to improvements in tire technology—buyers will be able to option this super-ute with ultra-sticky Pirelli P Zero Trofeo R rubber. What’s more telling: Rohr says that when the Performante and the standard Urus are using the same tires, the new version is three seconds faster on the demanding 3.9-mile handling track at Porsche’s Nardò proving ground.More on the Lamborghini UrusWe’ll admit that a track-biased SUV might sound as ridiculous as a supercar that has been adapted for off-road use (which Lamborghini will also offer, with the announced Huracán Sterrato). But that seems to be the yardstick by which the makers of these super-SUVs assess themselves and their rivals. A prototype version of the Performante already has set an SUV speed record on the Pikes Peak International Hill Climb course, with a time of 10 minutes and 32 seconds, lopping 18 seconds off the previous benchmark from a Bentley Bentayga. So, this is a thing. Having driven the Performante on the Vallelunga circuit near Rome, we can also confirm that it is an absolute monster on a road course.Mechanical improvements over the regular Urus are more about responses than straight-line speed. The twin-turbo 4.0-liter V-8 here produces 657 horsepower, a 16-hp increase, while the torque peak of 627 lb-ft remains unchanged. The engine now exhales through an even raspier sport exhaust, and throttle mapping has been sharpened in all drive modes.The Performante also gets a new Torsen center differential, which can send more torque to the rear axle, where an active rear differential apportions it side to side. It sits 0.8 inch closer to the ground and ditches the air springs for steel coils, which lose the ability to vary ride height but sharpen handling. As on the standard Urus, adaptive dampers, an active anti-roll system, and rear-wheel steering are on hand, although with more aggressive software-defined parameters. The eight-speed automatic gearbox has also been tweaked to reduce shift times.Like its Huracán Performante namesake, the new Urus variant has shed weight. A carbon-fiber hood, lighter wheels, and a titanium exhaust are part of a package of revisions that have reduced mass by a claimed 104 pounds. Given that the last Urus we tested weighed 5314 pounds, the Performante is still no lightweight. Aerodynamic changes courtesy of the revised front end and a new liftgate spoiler manage the twofer of reducing aerodynamic lift by up to 38 percent while lowering drag.The hugeness of the Performante’s off-the-line acceleration remains the most visceral part of the driving experience. There is something otherworldly about a vehicle so big that can go so fast, devouring gear ratios in a storm of sound and fury. More impressive is the Performante’s ability to corral its huge urge in the unlikely environment of a racetrack. The vast carbon-ceramic brakes—17.3-inch discs gripped by 10-piston calipers up front—are unchanged from the standard car, but cooling has improved. They scrub off speed without complaint even during multilap stints, radiating the heat of an opened pizza oven once the car returned to the pit lane. And the optional Trofeo R tires generated huge grip and delivered a level of handling precision amazing in something of this size.Steering feels crisper than in the regular Urus, and the Performante is keener to turn in. It fights understeer with rear-biased torque delivery, and the rear steering is evident in faster turns. The fundamental laws of physics have been bent rather than broken—even in the punchiest Strada mode, getting on the gas too early will have the front end edging wide. But with discipline and trust in the huge traction, the Performante felt much more agile than anything this size and shape has a right to. LamborghiniThe less aggressive Sport mode, which owners are more likely to choose on the street, provides a more playful character, with more freedom to influence cornering lines with throttle inputs. The only notable weakness on the track was the gearbox, which even under full manual control using the paddles still lacks the snap and speed of a dual-clutch transmission. Lamborghini also allowed us to experience the Performante’s new Rally mode, effectively an off-road drift setting, on a twisty gravel loop. While this was fun, especially in somebody else’s quarter-million-dollar SUV, we winced at the sound of stones flung against the carbon-fiber wheel-arch and sill protectors. Rally mode requires a substantial throttle input to start a slide, and the driver must keep the pedal stamped so the active systems can regulate the yaw angle. Backing off the accelerator—the natural first instinct—brings the traction control back into play and makes the car bog down.What was missing from our drive was the chance to take the Performante on the street. The ride is undoubtedly firmer than in the standard Urus, whose air springs are supple in the softest Strada mode. But Lamborghini is confident that buyers will be happy to sacrifice compliance for the higher-intensity experience. The company expects the Performante to make up more than half of Urus sales.Will anybody who buys one actually take it to a track or an impromptu dirt-road drift session? “Maybe not so many,” Lamborghini CEO Stephan Winkelmann admits when the question is asked, “but they will like the idea that they can.” And indeed, they can.SpecificationsSpecifications
2023 Lamborghini Urus PerformanteVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $264,671
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 244 in3, 3996 cm3Power: 657 hp @ 6000 rpmTorque: 627 lb-ft @ 2300 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 118.3 inLength: 202.2 inWidth: 79.8 inHeight: 63.7 inPassenger Volume: 105 ft3Cargo Volume: 22 ft3Curb Weight (C/D est): 5250 lb
PERFORMANCE (C/D EST)
60 mph: 2.8 sec100 mph: 7.0 sec1/4-Mile: 11.1 secTop Speed: 190 mph
EPA FUEL ECONOMY
Combined/City/Highway: 16/14/19 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

Last year, we compared the upstart Genesis G80 against one of the benchmark mid-size luxury sedans, the Mercedes-Benz E-class. Now there are electric versions of both, and it’s a very different contest between the new 2023 Mercedes-Benz EQE and the Genesis Electrified G80. While the E-class has been around for decades, Mercedes just recently launched its EQ electric subbrand, and the EQE is among the first models to reach the U.S. This time around, Mercedes is just about as new to this as Genesis is.The two companies have taken different approaches for their EVs. While the Electrified G80 is merely a standard G80 sedan with a battery pack and electric motors instead of a gasoline engine, the EQE is entirely distinct from the gasoline-powered E-class. It has an aerodynamically optimized body, purpose-built EV underpinnings, and a far more futuristic interior than both its gasoline stablemate and the G80. The Electrified G80 only comes one way, with a dual-motor powertrain that produces 365 horsepower and 516 pound-feet of torque. The EQE offers a broader lineup ranging from a single-motor, rear-wheel-drive base model up to a 617-hp AMG performance variant. For this test, we sampled the mid-level EQE350 4Matic, which has all-wheel drive courtesy of front and rear electric motors that combine to produce 288 horsepower and 564 pound-feet of torque.More Luxury EV StoriesAlthough the G80 is significantly larger than the standard E-class, the EQE is much closer in size to the Genesis owing to its longer wheelbase. As is becoming typical of today’s EVs, both pound the pavement with heavy curb weights. The Genesis tipped the scales at 5047 pounds, while the Mercedes is even porkier at 5488 pounds. Meanwhile, the two cars in our equivalent gasoline comparison both weighed in at around 4300 pounds.You might think that all this extra weight would hamper performance for this electric pair, and in many ways it does. But the Mercedes suffers more than the Genesis. It’s the slower of the two in every acceleration metric, getting to 60 mph in 5.2 seconds to the G80’s quick 4.1-second sprint. The Mercedes trails by more than a second in the quarter-mile too, and its responses to prods of the go pedal are far less immediate than the G80’s. Michael Simari|Car and DriverGenesis Electrified G80Highs: Strong performance, good real-world range, plush interior.Lows: Doesn’t boast about being an EV, not available in every state.Mercedes-Benz EQEHighs: Comfortable ride, quiet cabin, lots of technology features.Lows: Acceleration could be quicker, awkward styling, too many screens.On the road, the G80 is a far more tactile machine. The EQE’s steering is aloof, its brake pedal wooden (not that you’ll be using these cars’ brake pedals all that often, as both offer varying levels of regeneration that enable one-pedal driving in their highest settings). But the Genesis provides some feedback through its controls, making for a more engaging experience for the driver.This tactility carries over into the interior, where the G80 features numerous buttons, knurled knobs, and materials that are pleasant to the touch. We much prefer this approach to the Mercedes cabin, which is nearly devoid of physical controls altogether. Although our car wasn’t equipped with the massive hyperscreen option that takes over the dashboard, even the base setup has most of its controls contained within the 12.8-inch central touchscreen. The controls on the steering wheel are also touch-sensitive and frustrating to use.At least the EQE displayed the good build quality we expect of Mercedes. And its rear seat is airy and spacious. You sit higher in the Mercedes compared with the lower-slung Genesis, but both cars are comfortable for front and rear occupants alike.While the G80’s styling does not advertise its electrified nature, we much prefer its conventional proportions over the EQE’s blob-like shape. Apart from the three-pointed star badges, the Mercedes looks like some sort of generic car illustration displayed in a scientific presentation about transportation in the future. Although, to be fair, there is real science at work here, as it has an impressively low drag coefficient nearing 0.20.This aerodynamic emphasis is meant to help the EQE’s driving range. Although it hasn’t received an official EPA rating yet, the Mercedes has a slightly larger battery pack than the Genesis does, at 90.6 kWh to the G80’s 87.2-kWh pack. But the G80 still won out in the real world, as it achieved a real-world result of 280 miles in our highway test against the EQE’s 260 miles.As has been the case with all Genesis products since its inception, price is the biggest differentiator between the G80 and its competitors. Coming only as a loaded model with few available options, the Electrified G80 we tested stickers for $81,495, including a $575 option for the Hallasan green paint you see here. That’s just above the EQE350 4Matic’s base price of $78,950, but as is the German way, the options can take that figure far higher. With extras including $1300 rear-wheel steering, $2990 for brown nappa leather, and $1250 for a driver-assistance package, our test car pushed the sticker to $93,240. Given the G80’s clear advantage in terms of performance, driving feel, design, and value, it’s the clear winner here. In fact, the gap between these two electric cars is far greater than it was between the equivalent gasoline models. Genesis’s electric future is looking bright, while Mercedes needs to go back to the drawing board if it wants to maintain its status in the dawning luxury-EV era.SpecificationsSpecifications
2023 Genesis Electrified G80Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE Base/As Tested: $80,920/$81,495Options:  Hallasan Metallic paint, $575
POWERTRAIN
Front Motor: permanent-magnet synchronous ACRear Motor: permanent-magnet synchronous ACCombined Power: 365 hpCombined Torque: 516 lb-ftBattery Pack: liquid-cooled lithium-ion, 87.2 kWhOnboard Charger: 10.9 kWTransmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 14.2-in vented disc/14.2-in vented discTires: Michelin Primacy Tour A/SF: 245/45R-19 102W M+S GOER: 275/40R-19 105W M+S GOE
DIMENSIONS
Wheelbase: 118.5 inLength: 197.0 inWidth: 75.8 inHeight: 57.9 inPassenger Volume: 100 ft3Trunk Volume: 11 ft3Curb Weight: 5047 lb
C/D TEST RESULTS
60 mph: 4.1 sec100 mph: 11.3 sec1/4-Mile: 12.8 sec @ 106 mph130 mph: 22.5 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 4.3 secTop Gear, 30–50 mph: 2.1 secTop Gear, 50–70 mph: 2.8 secTop Speed (C/D est): 150 mphBraking, 70–0 mph: 184 ftBraking, 100–0 mph: 376 ftRoadholding, 300-ft Skidpad: 0.90 g
C/D FUEL ECONOMY
Observed: 95 MPGe75-mph Highway Range: 280 miAverage DC Fast-Charge Rate, 10–90%: 135 kWDC Fast-Charge Time, 10–90%: 32 min
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 100/110/90 MPGeRange: 290 mi
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2023 Mercedes-Benz EQE350 4MaticVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $78,950/$93,240Options: Pinnacle Trim package (head-up display, 4-zone climate control, active ambient lighting), $3050; Neva Grey/Sable brown leather, $2990; Winter package (heated outboard rear seats, steering wheel, windshield washer system, and windshield), $1500; rear-axle steering, $1300; Driver Assistance package (adaptive cruise control, lane change assist, active blind spot assist, emergency braking assist), $1250; Acoustic Comfort package, $1100; Digital Light LED headlights, $1100; 20-inch AMG wheels, $850; ventilated front seats, $450; Energizing Air Control Plus; $450; 110-volt charging cable, $250
POWERTRAIN
Front Motor: permanent-magnet synchronous ACRear Motor: permanent-magnet synchronous ACCombined Power: 288 hpCombined Torque: 564 lb-ftBattery Pack: liquid-cooled lithium-ion, 90.6 kWhOnboard Charger: 9.6 kWPeak DC Fast-Charge Rate: 170 kWTransmissions: direct-drive
CHASSIS
Suspension, F/R: multilink/multilinkTires: Bridgestone Turanza T005 B-Silent255/40R-20 101Y MO-S
DIMENSIONS
Wheelbase: 122.8 inLength: 196.6 inWidth: 76.2 inHeight: 59.5 inPassenger Volume: 104 ft3Trunk Volume: 15 ft3Curb Weight: 5488 lb
C/D TEST RESULTS
60 mph: 5.2 sec1/4-Mile: 13.9 sec @ 97 mph100 mph: 15.0 sec130 mph: 29.8 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.3 secTop Gear, 30–50 mph: 2.3 secTop Gear, 50–70 mph: 3.5 secTop Speed (gov ltd): 130 mphBraking, 70–0 mph: 178 ftBraking, 100–0 mph: 358 ftRoadholding, 300-ft Skidpad: 0.86 g
C/D FUEL ECONOMY AND CHARGING
Observed: 85 MPGe75-mph Highway Range: 260 mi
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 97/95/100 MPGeRange: 300 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

Although hybrids are proliferating in the compact luxury SUV space, the 2022 Lexus NX350h is in a class of its own. Whereas those other compact luxury SUVs, including the range-topping Lexus NX450h+, are plug-ins (or PHEVs), the NX350h is a traditional-style hybrid. Compared to a PHEV, the NX350h’s much smaller, lithium-ion battery pack has only enough energy to power the SUV short distances on electricity alone, whereas its plug-in peers are all capable of traveling more than 20 miles on battery power. The old-school NX350h still delivers impressive fuel economy, though, and its more basic powertrain also keeps costs down, allowing the $42,700 gasoline-electric Lexus to take the title of most affordable hybrid in its segment.The Price You PayThat said, going heavy on the options can quickly cut into the cost-effectiveness of the NX350h, with our Nori Green Pearl test vehicle wearing $13,630 in options. The priciest was the $7450 Luxury package, which added heated and ventilated front seats, a power-adjustable steering column, ambient interior lighting, a 10.0-inch head-up display, and a massive 14.0-inch infotainment screen with in-dash navigation in place of the standard 9.8-inch display. HIGHS: Least-expensive hybrid in its segment, comfortable ride, quality interior.Related StoriesWhile both infotainment options feature physical knobs for adjusting the temperature of the dual-zone automatic climate-control system and the audio volume, neither includes a physical control for audio tuning or a dedicated homepage, the lack of which makes navigating through the system’s menus an unnerving experience. As Steve Krug writes in his book Don’t Make Me Think, a homepage is like “a North Star,” providing a comparatively “fixed place” to return to in a digital environment that otherwise requires users to remember where they are in the setup’s “conceptual hierarchy [to] retrace [their] steps.”Though it vastly improves upon the maddening touchpad interface of the outgoing model, the latest NX’s touchscreen system is not without its flaws. This sentiment also applies to the NX350h’s powertrain.Driving DynamicsThe all-wheel-drive NX350h packs an additional 45 horses compared to its predecessor, extracting a total of 239 horsepower from its 2.5-liter four-cylinder engine and trio of electric motors. (There are two up front—one of which connects to a planetary gearset to mete out the combustion engine’s power in a manner that mimics a belt-driven continuously variable automatic transmission—and one mounted at the rear axle.) Factor in a curb weight of 4062 pounds, 151 fewer pounds than the last NX300h we tested, and it’s little surprise the 2022 NX hybrid is also a good deal quicker. Accelerating to 60 mph is a 7.6-second affair, while the run from 50 to 70 mph happens in 5.0 seconds, figures that cut 0.5 and 0.6 second from those of the aforementioned NX300h. Granted, it can’t keep up with the 275-hp NX350 or the 302-hp NX450h+. (The turbo four-cylinder NX350 hits the mile-a-minute mark in 6.6 seconds and accelerates from 50 to 70 mph in 4.5; for the NX450h+ F Sport, those times are 5.6 and 3.8 seconds, respectively.) Still, the NX hybrid is less of the slowpoke it once was and now packs acceptable punch for merging onto freeways and passing at highway speeds.Use all of that performance, however, and the NX350h lets more of the four-cylinder engine’s grating grumble enter the cabin. The 75 decibels we recorded under flat-foot acceleration exceeded both that of the NX300h and the Toyota Corolla Hybrid by 1 decibel.Avoid pinning the accelerator, though, and the interior of the NX350h is appropriately tranquil. Soft springs make for a cushy ride that further contributes to the sense of repose. That softness comes at the expense of body control, as the NX350h wallows through turns and nosedives under braking. Although innocuous enough in day-to-day driving, these motions underscore the fact the NX350h favors a comfortable ride over engaging responses. The nose-heavy Lexus understeers at the limit, and the optional 20-inch Bridgestone Alenza A/S 02 run-flat tires squealed shrilly as the NX350h circled our skidpad at 0.79 g—0.02 g less than its two NX siblings and its NX300h forebear. Stomp on the left pedal at 70 mph, and the SUV comes to a halt in a class-competitive 180 feet. In non-emergency braking, though, it was difficult to smoothly bring the NX350h to a stop. Blame the pedal’s unpredictable action as it switches from regenerative to mechanical braking—particularly in low-speed stops, such as at neighborhood stop signs. Instead of a seamless handoff between its two braking systems, the NX350h suddenly slows at a far greater rate once the mechanical binders take over stopping duties from the electric motors’ regenerative function. That awkward modulation is a surprising misstep given that Toyota has been developing and producing hybrids for nearly a quarter of a century.Dollars and CentsWhat the NX350h lacks in grace, it makes up for by way of its low cost of entry. Only devoted plugger-inners whose daily commute is less than the plug-in’s range will find a cost savings. Otherwise it will be decades before the additional $14,600 outlay for the 450+ is recouped. On our 75-mph highway fuel-economy test, the NX350h returned 34 mpg, missing the EPA’s estimate by 3 mpg. LOWS: Four-cylinder engine gets shouty at higher revs, not a sporting bone in its unibody, clumsy handoff from regenerative to mechanical braking.Even the segment’s most affordable PHEV, the Lincoln Corsair Grand Touring, is more expensive by $10,305. This does not mean consumers have no reason to choose vehicles such as the Corsair Grand Touring and NX450h+, the latter of which includes a number of dynamic enhancements over the NX350h. However, it does mean the NX350h, as the least expensive hybrid in its segment, better meets the needs of buyers looking to purchase a hybrid compact luxury SUV as a matter of financial prudence. It may be unexciting and—in some areas—unpolished, but the 2022 Lexus NX350h is arguably a more sensible hybrid option than better-performing PHEVs.SpecificationsSpecifications
2022 Lexus NX350h AWDVehicle Type: front-engine, front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $42,700/$56,330Options: Luxury package (20-inch wheel, 10.0-inch head-up display, 14.0-inch infotainment touchscreen, heated and ventilated front seats, open-pore wood trim, power tilt and telescopic steering column), $7450; Vision package (360-degree camera, lane change assist, front cross traffic alert), $1070; Rear Seat package (heated outboard seats, 60/40 folding split), $1030; Mark Levinson 17-speaker stereo, $1020; triple-beam headlamps with washers, $850; panoramic moonroof, $500; Advanced Park; $480; Smart Phone Convenience package (digital key and wireless charger), $450; digital review mirror; $200; puddle lamps, $175; mudguards, $165; rear bumper protecter, $130; carpeted cargo mat, $110 
POWERTRAIN
DOHC 16-valve 2.5-liter Atkinson-cycle inline-4, 189 hp + 3 AC motors, (combined output: 239 hp); lithium-ion battery packTransmissions: F/R: continuously variable automatic/direct-drive
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.9-in vented disc/12.5-in vented discTires: Bridgestone Alenza A/S 02 RFT235/50R-20 100V M+S
DIMENSIONS
Wheelbase: 105.9 inLength: 183.5 inWidth: 73.4 inHeight: 65.8 inPassenger Volume: 92 ft3Cargo Volume: 23 ft3Curb Weight: 4062 lb
C/D TEST RESULTS
60 mph: 7.6 sec1/4-Mile: 15.8 sec @ 87 mph100 mph: 21.5 sec120 mph: 38.5 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 8.1 secTop Gear, 30–50 mph: 4.1 secTop Gear, 50–70 mph: 5.0 secTop Speed (mfr’s claim): 125 mphBraking, 70–0 mph: 180 ftRoadholding, 300-ft Skidpad: 0.79 g
C/D FUEL ECONOMY
Observed: 35 mpg75-mph Highway Driving: 34 mpg75-mph Highway Range: 490 mi
EPA FUEL ECONOMY
Combined/City/Highway: 39/41/37 mpg
C/D TESTING EXPLAINEDA car-lover’s community for ultimate access & unrivaled experiences. JOIN NOWThis 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

To suggest that Jeep’s seven- or eight-passenger Wagoneer L/Grand Wagoneer L twins are elephantine is to libel pachyderms. Both boast seven newfound inches of wheelbase and 12 bonus inches overall, compared with what we now quite inadvisably call their “short-wheelbase” progeny. We are here to make you smile. Ladies and gentlemen, behold an SUV that, in latest limo guise, requires a 19-foot-long parking space. Somewhere beneath the Grand L’s 6400-pound heft, you can hear the pitiful whimpering of a Ram 1500 chassis, now absent its live axle in favor of an independent rear suspension.More on Wagoneers It would require eccentric judgment to consider an “L” if you don’t daily deploy it for ferrying the Broncos’ defensive line or the occasional DOT-approved bridge. Jeep gathered us in a coffee-house parking lot, where we collectively set a Guinness record for glacial back-and-fill turns, using caffeinated civilians as billiard cushions. Of course, if your kids act up, stash ’em in the third row and tell them to write if they get work. Their contributions might help defray the top-spec Grand L’s sticker of $112,995. View Photos2023 Jeep Grand Wagoneer LMarc Urbano|Car and Driver If you flatten the second- and third-row seats, the proverbial four-by-eight sheet of plywood slides in like a piece of dry toast. A nine-foot Orvis fly rod will rest flat when inserted diagonally. You could carry Delaware in this SUV, and, all kidding aside, the center console will swallow a basketball. The facts: • 44 cubic feet behind the third-row seats (17 cubic feet more than the SWB Grand Wagoneer)• 43 inches of second-row legroom• 131 cubic feet of cargo volume behind the first row Who needs a Ram pickup?View Photos2023 Jeep Grand Wagoneer L interiorMarc Urbano|Car and Driver There’s a genuine car-enthusiast angle to all of this. (Cars were produced in America in the mid- to late 1900s, but you weren’t born then.) It’s Chrysler’s all-new “Hurricane” twin-turbo inline-six—not bent but straight, you’ve read that correctly—belting out 420 or 510 horsepower, your choice. This costly jewel-like revelation is a rev-happy 3.0-liter dervish that would stand us on our ears if it ever powered something as minuscule as, say, an automobile. This engine offers bits to make engineers weep: a water-to-air intercooler, twin oil pickups in the sump, and a compression ratio as high as 10.4:1. The turbos aren’t sequential, instead serving three holes per, and the low-end torque is plentiful. In fact, how does this sound: 500 pound-feet from the high-output version, which ought to suffice for your 9000-pound horse trailer. Moreover, the glistening alloy block is less than 29 inches long and has been dyno-tortured almost flat on its side. Meaning it will fit in almost any vehicle. Except, at Chrysler, which? A grumpy old Charger? Nevertheless, for the second time in its storied career, the iron-block Hemi should be dropped at the curb. In our testing, the GWL (which gets the more powerful six) reached 60 mph in 4.7 seconds. If that’s too leisurely, maybe lash the McIntosh stereo’s 1375-watt amp to the eight-speed automatic. Voila, a new kind of hybrid. We should note that there isn’t a dusty scintilla of Jeepishness in either of these luxo-leviathans. No Jeep this upscale has ever scuffed tread in blue-collar Toledo, Ohio, although it occurs to us that Mayor Kapszukiewicz might want to name a suburb after it. Let’s agree to characterize the styling as Long. You don’t need a stylist for this sort of work. More like an architect. No one will likely complain, but Jeep’s nemesis in this class, the Cadillac Escalade, offers at least a trace of sleekness. Killer-whale sleekness. But enough of the big and tall jokes, because both new Ls steer and handle better than they should, even with a ride quality that is north of plush. Yeah, the steering is artificial, and the braking distance is a bit worrisome (190 feet from 70 mph), but the tracking is flawless, turn-in is predictable, and the dampers suddenly stand tall if you overcook a turn. The rubber, as you’d expect, is biased toward summer in Phoenix, not winter in Bozeman.View Photos2023 Jeep Grand Wagoneer L interiorMarc Urbano|Car and Driver And, holy hedge fund, the luxury. Check out the exquisite panel gaps, the imperceptible NVH from wind and engine, and the unexpectedly sensuous surfaces: Ultrasuede-lined A-pillars, double-stitched cowskins encasing the grab handles, and real American walnut trim. Is Leona Helmsley still dead? At the introduction of the Ls, Jeep trailered out an original Grand Wag, vinyl wood siding and all. Wearing bell-bottom pants, the Wagoneer debuted in 1962 as a ’63 model. Back then, that grandpa of American SUVs was among the largest in our experience. Yet these latest Ls are 43 inches longer and 1.3 tons heavier. You can’t travel back in time. But apparently, you can stretch it.SpecificationsSpecifications
2023 Jeep Grand Wagoneer LVehicle Type: front-engine, 4-wheel-drive, 7-passenger, 4-door wagon
PRICE
Base/As Tested: $93,495/$116,635Options: Series III (22-inch wheels, 23-speaker McIntosh stereo, passenger display, night vision, massaging front seats, low-range 4WD), $19,500; rear-seat entertainment, $2195; trailer-tow package, $995; Ember Pearlcoat paint, $645; Hands-free liftgate delete, -$195
ENGINE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2993 cm3Power: 510 hp @ 5700 rpmTorque: 500 lb-ft @ 3500 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 14.9-in vented disc/14.8-in discTires: Goodyear Eagle Touring285/45R-22 114H M+S
DIMENSIONS
Wheelbase: 130.0 inLength: 226.7 inWidth: 83.6 inHeight: 77.3 inPassenger Volume: 172 ft3Cargo Volume: 44 ft3Curb Weight: 6428 lb
C/D TEST RESULTS
60 mph: 4.7 sec100 mph: 12.6 sec1/4-Mile: 13.5 sec @ 103 mphResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.9 secTop Gear, 30–50 mph: 3.2 secTop Gear, 50–70 mph: 3.9 secTop Speed (gov ltd): 115 mphBraking, 70–0 mph: 190 ftRoadholding, 300-ft Skidpad: 0.74 g
C/D FUEL ECONOMY
Observed: 18 mpg75-mph Highway Driving: 20 mpg75-mph Highway Range: 610 mi
EPA FUEL ECONOMY
Combined/City/Highway: 16/14/19 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

Corvettes have always been about open motoring. The first generation was convertible only, and every generation since has offered a top-down version. The mid-engine C8 is no exception.But while previous Corvette convertibles offered a complete top-down experience, the C8 convertible offers only about a third more openness than the targa with its carbon-fiber roof panel removed. The convertible’s major difference from the coupe is that it eliminates the permanent section of the roof that spans the C-pillars. The convertible also does away with the sloping backlight that offers a view of the LT2 engine, instead turning the C-pillars into flying buttresses. In the process, the one-piece cover for the engine and trunk is split into separate lids.The changes don’t detract at all from the C8’s looks, and Chevrolet even claims that the drag coefficient is unchanged. As on the C7 convertible, you can access the sunshine at the push of a button rather than by having to undo three latches and physically remove the roof panel. The top disappears in about 16 seconds and can be lowered at speeds up to 30 mph, thanks to six electric motors that open the rear-hinged engine cover and retract the two-piece roof into a neat, nested bundle that stows just behind the cockpit. Related StoriesThis is the first Corvette with a retractable hardtop, and that makes for a convertible that’s every bit as quiet (73 decibels at 70 mph) and weathertight as the coupe when the top is closed. The push-button operation makes the convertible painless to use, even for short trips. And the up-to-30-mph operation means you can raise and lower the top while waiting at a stoplight without worrying if the light will change with the top in mid-cycle and force you to hold up traffic. HIGHS: Easy on-the-fly operation, quiet and weathertight when top is raised, the usual great C8 combination of performance and everyday drivability.The convertible also comes with a power rear window that drops about eight inches but doesn’t fully retract. In combination with the side windows, you can adjust the amount of airflow when the top is down, though the cockpit is admirably non-frenetic under most conditions.The convertible mechanism and changes are said to add 101 pounds of weight. We measured this Z51 convertible at 3747 pounds, which compares to between 3647 and 3665 for three Z51 coupes we’ve tested. As you’d expect, that difference didn’t degrade performance much, with the drop-top losing a tenth or two in most acceleration times—we measured 3.0 seconds to 60 and 11.4 through the quarter-mile at 120 mph. It also drops 0.02 g in cornering and a few feet in braking. Nothing you’d notice on the street.What hasn’t changed is the C8’s fine combination of refinement and performance, even though the convertible has its own suspension calibrations. Driven calmly on back roads, the ride is excellent, engine noise is moderate, and the car is a pleasant cruiser, top up or down. The twin-clutch transmission shifts so smoothly that you only notice the shifts if you focus on the engine note or the tachometer.Put your foot in it, however, and the gearbox shifts down several gears, the performance exhaust’s valves open, the small-block V-8 roars, and the car moves out. With the mid-engine layout, the wide rear tires have plenty of traction, and the car rockets forward without even the hint of fishtailing. Michael Simari|Car and DriverBend the C8 hard into a corner and the nose cuts immediately, followed by plenty of confidence-inspiring grip. You’re unlikely to explore its cornering limit of 1.01 g’s on a public road. But you will appreciate the accurate steering with its natural feel, the solid and linear brake response, and the instantaneous and powerful thrust offered by the powertrain. As an everyday driver, there are some quirks. While the configurable instrument cluster provides an interesting mix of layouts that are easy to select, the square steering wheel makes little sense. The flat top blocks the view of the instruments, and the flat bottom isn’t needed for thigh clearance. The infotainment system works well, but the sloping wall of HVAC switches separating the driver and passenger seems contrived, even if it isn’t as isolating as it appears to be. Between the frunk and the trunk, you can probably fit at least three carry-on bags and some other smaller items.Compared with its arch-nemesis, the Porsche 911, the Corvette’s performance is a touch quicker off the line—likely due to its more-than-twice-as-large, naturally aspirated engine—but otherwise very similar to a base 911 Carrera’s. Cornering grip and braking performance are slightly worse, though still stellar. And control feel is very comparable.LOWS: Less open than most convertibles, engine no longer on display, good value but no bargain at $100K.The overall experience, however, is much more extroverted in the Corvette. The C8 has more—perhaps too much—visual presence. When pushed, it produces louder, and more raucous, sounds. And the punch in the back it delivers seems more instantaneous. The Corvette tends to bring out the animal in the driver more than a 911. Which you prefer is a matter of personal taste.As always, you pay more for the equivalent Porsche, though Chevrolet has been jacking up Corvette prices substantially over the past few years. When the C8 appeared in dealerships two years ago, the base price of a coupe was $59,995. That has inflated to $65,895 for 2023. The convertible version costs $7500 more, and the 3LT package adds another $11,450, bringing the base price of this tested convertible to $84,845.Then there’s the $6345 Z51 performance package, $2595 for the front lift system, $1995 for bright machine-face forged wheels, $1895 for the MagneRide dampers and performance traction management, plus a few cosmetic odds and ends, and presto, you have a six-figure Corvette—$ 100,060 to be exact.Of course, a Porsche 911 Carrera Cabriolet starts at $120,350 ($12,800 more than the coupe) with an options list that dwarfs the Corvette’s, so the C8 remains a relative bargain. At these price levels, the $7500 hit for the convertible is hardly prohibitive. With so many pleasant fall and spring days, as well as summer nights, across most of the country, it’s the way we would go.SpecificationsSpecifications
2023 Chevrolet Corvette 3LT ConvertibleVehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door convertible
PRICE
Base/As Tested: $84,845/$100,060Options: Z51 performance package – performance suspension, Brembo performance brakes, electronic limited slip differential, performance rear axle ratio, high-performance run-flat tires, low rear spoiler, HD cooling, performance exhaust; $6345; front suspension lift w/memory, $2595; 20-spoke bright machine-face forged aluminum wheels, $1995; Z51 magnetorheological dampers and performance traction management, $1895; Carbon flash-painted nacelles and roof, $1295; Edge-Red painted brake calipers, $695, black exhaust tips, $395
ENGINE
pushrod 16-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 376 in3, 6162 cm3Power: 495 hp @ 6450 rpmTorque: 470 lb-ft @ 5150 rpm
TRANSMISSION
8-speed dual-clutch automatic
CHASSIS
Suspension, F/R: control arms/control armsBrakes, F/R: 13.6-in vented disc/13.8-in vented discTires: Michelin Pilot Sport 4S ZPF: 245/35ZR-19 (89Y) TPC Spec 3120R: 305/30ZR-20 (99Y) TPC Spec 3121
DIMENSIONS
Wheelbase: 107.2 inLength: 182.3 inWidth: 76.1 inHeight: 48.6 inPassenger Volume: 51 ft3Cargo Volume: 13 ft3Curb Weight: 3747 lb
C/D TEST RESULTS
60 mph: 3.0 sec100 mph: 7.6 sec1/4-Mile: 11.4 sec @ 120 mph130 mph: 13.9 sec150 mph: 20.5 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.7 secTop Gear, 30–50 mph: 1.9 secTop Gear, 50–70 mph: 2.6 secTop Speed (mfr’s claim): 184 mphBraking, 70–0 mph: 154 ftBraking, 100–0 mph: 313 ftRoadholding, 300-ft Skidpad: 1.01 g
C/D FUEL ECONOMY
75-mph Highway Driving: 24 mpg75-mph Highway Range: 440 mi
EPA FUEL ECONOMY
Combined/City/Highway: 19/16/24 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

With a long-term fleet that already contains a 2022 BMW M3 and a 2022 Cadillac CT5-V Blackwing—both of which let the driver row their own gears through six-speed manual transmissions—you might think that our sports-sedan itch would be satiated. But we believe there can never be too many stick-shift, high-performance four-doors. So after the Cadillac CT4-V Blackwing earned a spot on our 2022 10Best list and set a sub-three-minute time at Lightning Lap thanks to its 472-hp 3.6-liter engine, rich feedback, and crisp handling, we ordered one for a long-term test. Though it shares the Blackwing moniker with the larger CT5-V, the CT4-V’s tighter dimensions and twin-turbo V-6 give the car a distinctly different demeanor. The CT4-V Blackwing also gives our M3 an in-house rival.As with our CT5-V Blackwing, we chose the six-speed manual gearbox. The stick shift is standard on Blackwing models and saves buyers more than $3000 compared to the 10-speed automatic. The vivid $625 Electric Blue hue of our CT4-V Blackwing really pops. We matched the paint job with blue brake calipers ($595) hiding behind a set of 18-inch bronze-colored aluminum alloy wheels ($1500). The cabin is outfitted with high-performance bucket seats, with Sky Cool Gray quilted and perforated inserts, a $4900 upgrade over the standard Jet Black seats. These buckets are also heated and ventilated, part of a required $600 package that also adds power lumbar support for the driver and front passenger. The special seats also require another option package, which wraps the headliner, door trim, and other interior bits in a suede-like microfiber. Despite packing fewer options than the first CT4-V Blackwing we tested in 2021, this example weighed in slightly heavier at 3879 pounds. The extra 28 pounds may have led to this Blackwing recording a 0.1 second slower dash to 60 mph, at 4.1 seconds, than that first test car did, and it was 0.2 second behind at the quarter-mile with a 12.6-second run. The grippy Michelin Pilot Sport 4S rubber helped our CT4-V record 1.01 g’s at the skidpad, and the tires and Brembo brakes clawed the Blackwing to a stop from 70 mph in 149 feet. While these performance figures can’t quite match our long-term BMW M3—which hit 60 mph in 3.9 seconds, completed the quarter-mile in 12.2 ticks, and pulled 1.02 g’s on the skidpad—the Cadillac rings in nearly $10,000 cheaper. The impressive run at the track was sadly cut short by an unexpected guest. A day after a deer got up close and personal with the rear passenger-side door of our long-term CT5-V Blackwing, the CT4-V suffered a similar fate, colliding with a turkey vulture at 144 mph. The repairs, which necessitated replacing the passenger-side mirror, A-pillar, and other trim pieces, totaled more than $4000 and forced the Blackwing to spend 14 days on the sideline. Destructive encounters with wildlife aside, the CT4-V’s stay so far has been stellar, with the sports sedan quickly earning heaps of praise, much like its bigger brother. We have consistently lauded the driving dynamics, with the sharp and responsive steering and gearbox helping the Cadillac feel more alive than the M3. One staffer even likened it to a Camaro SS 1LE, just “with better sightliness and an extra set of doors.” While some wish the CT4-V were powered by a more characterful V-8, the V-6 provides enough oomph to pin your noggin to the headrest and emits its own unique burble. While the Blackwing’s ability to ferociously attack a curvy road was well known from our experiences at Lightning Lap and 10Best, the Cadillac is now showing us that it also can excel in the daily commute. The forgiving ride afforded by the adaptive magnetorheological dampers makes it noticeably more comfortable to live with than the stiffer M3, which can be punishing on Michigan’s broken asphalt. Many commenters have already asserted their preference for the Blackwing over our long-term BMW. “If our M3 disappeared tomorrow, I wouldn’t miss it,” one editor wrote, while another said, “If only the M3 could feel so balanced and progressive.” There have been some complaints about the quality of the interior materials, although the cabin cheapness is less egregious in the CT4-V than in our $100,000 CT5-V Blackwing. The Sky Cool Gray seats, which certainly help liven up the interior, are already staining a gray-blue color. Minor criticisms aside, the staff’s adoration for the CT4-V Blackwing means the sports sedan should start quickly racking up miles, even as the incoming Michigan winter provides a harsh test for this Cadillac’s day-to-day usability. Months in Fleet: 3 months Current Mileage: 5566 milesAverage Fuel Economy: 19 mpg Fuel Tank Size: 17 gal Observed Fuel Range: 323 miles Service: $0 Normal Wear: $0 Repair:$0 Damage and Destruction: $4326SpecificationsSpecifications

2022 Cadillac CT4-V BlackwingVehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $59,990/$68,210Options: Sky Cool Gray interior – leather seating surfaces with mini-perforated quilted inserts, suede microfiber trim package, and performance steering wheel, $4900; 18-inch aluminum alloy wheels w/Tech Bronze finish, $1500; Electric Blue paint, $625; climate package – heated, ventilated, and massaging front seats, heated steering wheel, $600; blue brake calipers, $595
ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 218 in3, 3564 cm3Power: 472 hp @ 5750 rpmTorque: 445 lb-ft @ 3500 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 15.0-in vented disc/13.4-in vented discTires: Michelin Pilot Sport 4SF: 255/35ZR-18 94Y Extra Load TPC Spec 3164R: 275/35ZR-18 99Y Extra Load TPC Spec 3165
DIMENSIONS
Wheelbase: 109.3 inLength: 187.6 inWidth: 71.5 inHeight: 56.0 inPassenger Volume: 90 ft3Trunk Volume: 11 ft3Curb Weight: 3879 lb
C/D TEST RESULTS: NEW
60 mph: 4.1 sec100 mph: 9.9 sec1/4-Mile: 12.6 sec @ 114 mph130 mph: 17.2 sec150 mph: 25.0 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.3 secTop Gear, 30–50 mph: 9.6 secTop Gear, 50–70 mph: 7.1 secTop Speed (mfr’s claim): 189 mphBraking, 70–0 mph: 149 ftBraking, 100–0 mph: 310 ftRoadholding, 300-ft Skidpad: 1.01 g
C/D FUEL ECONOMY
Observed: 19 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 18/15/23 mpg
WARRANTY
4 years/50,000 miles bumper to bumper6 years/70,000 miles powertrain4 years/50,000 miles corrosion protection or 6/unlimited6 years/70,000 miles roadside assistance1 year/1 visit scheduled maintenance
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

A boring car isn’t necessarily a bad car. The Kia Niro EV might elicit a yawn or two when you’re driving it, but it’s also remarkably adept at its intended purpose, which is to deliver an EPA-rated 253 miles of range while hewing to an affordable price. (On our 75-mph highway range test, it fell a little short of that number at 210 miles.) The exact degree of that affordability remains to be seen, as Kia is scrambling to price the Niro in the wake of news that it won’t be eligible for the federal tax credit, since its battery production and final assembly happen in Korea.Built on the brand’s K3 architecture, which also underpins the Hyundai Elantra, the Niro is a handsome two-box design that would blend into the small-crossover landscape if not for its avant-garde D-pillar, which is available in contrasting colors and recalls the Audi R8’s signature side blade. (Kia calls the Niro’s extroverted D-pillar the aero blade, so the brand isn’t exactly discouraging R8 connotations.) Sizewise, the Niro EV is roughly five inches longer than the Chevrolet Bolt EUV and more than six inches shorter than the Volkswagen ID.4, two EVs that Kia identifies as competitors. Listing those two as rivals leads us to believe the Niro EV will start at about $33,000 for the base Wind trim level and head up to $40,000 for the loaded Wave version.HIGHS: 253-mile EPA range, attractive and practical interior, free of EV gimmicks. Both versions get the same 201-hp electric motor turning the front wheels. Acceleration lacks the neck-snapping punch of many EVs, as Kia tuned the accelerator to gradually feed in power rather than smacking you with its 188 lb-ft of torque right off the line. In Eco mode, the right pedal acts like it doesn’t know you’re flooring it. Switching to Normal is closer to what you might expect from a typical Eco mode, and Sport feels about what Normal should be. The time to hit 30 mph is a sluggish 2.9 seconds. No matter the mode, the front tires won’t break loose when the car is accelerating from a stop, something the old Niro EV would do with ease. Past 30 mph, the motor starts feeding full power to the road. In our hands, it got to 60 mph in 6.7 seconds and through the quarter in 15.2 seconds at 94 mph. Both measures beat the Bolt EUV by a tenth of a second.Switching drive modes from Eco to Sport also adds heft to the steering effort. Normal and Eco modes deliver the most natural steering feel, and the Niro will cut into corners with precision, albeit without a lot of grip from its low-rolling-resistance all-season rubber. We measured 0.84 g on the skidpad. Hitting the brake pedal blends regenerative braking and the friction brakes in a natural and progressive manner that many EVs miss. Hit them hard from 70 mph and it’ll stop in 182 feet. Paddles on the back of the steering wheel are there not for gear selection—there’s just one gear—but to adjust the regen when you lift off the accelerator. One-pedal driving is possible, and holding the left paddle will bring the Niro to a stop, even in less aggressive regen modes.While regen will send some electrons back to the battery, eventually you’ll have to plug in the Niro EV. Strangely, Kia doesn’t include a 120-volt cord and expects customers to rely on Level 2 hookups or the standard DC fast-charging capability. Unlike the pricier EV6, the Niro lacks the 800-volt architecture that puts the fast in fast-charging. Plug into a DC fast-charger and Kia promises you can take the battery from 10 to 80 percent in about 45 minutes with a peak charging rate of just 85 kW. An EV6 can dispatch a charge of 10 to 80 percent in just 18 minutes. For comparison, in our testing, the Bolt EUV, one of the slowest-charging EVs on the market, went from 10 to 90 percent in 84 minutes. Kia is throwing in 500 kWh of no-cost charging through Electrify America, which works out to nearly 2000 miles.LOWS: Being free of EV gimmicks makes it a bit dull, lacks off-the-line punch, ho-hum handling. While you’re waiting for the battery to refill, take a seat in the spacious cabin and note the headliner, which is made from recycled wallpaper. Thank you, Grammy Mildred. The fabric on the seats is partially constructed from eucalyptus, which will delight koalas. A large digital panel in front of the driver offers three different gauge looks paired to drive modes. Kia’s easy-to-use infotainment system sits front and center. For a moment we thought there was no volume knob, and then we hit the button that turns the HVAC into radio controls. Suddenly the temp knob turned into a volume knob and then back again. Rear-seat passengers don’t have as many toys to play with, but they do have excellent headroom and adult-grade legroom. KiaThe battery-powered version is one of the three powertrains available on the new Niro. There’s also a hybrid model with a small 1.3-kWh battery and a plug-in hybrid with up to 33 miles of range and a larger 11.1-kWh battery. Kia anticipates that 25 percent of Niro customers will go for the EV version. It’s a competitive entry in a growing field of sub-$40,000 EVs, even if we find it a little boring. SpecificationsSPECIFICATIONS
2023 Kia Niro EVVehicle Type: front-motor, front-wheel-drive, 5-passenger, 4-door wagon
PRICE (C/D EST)
Base/As Tested: $33,000/$40,000POWERTRAINMotor: permanent-magnet synchronous ACPower: 201 hp @ 9000 rpmTorque: 188 lb-ft @ 0 rpmBattery Pack: liquid-cooled lithium-ion, 64.8 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 85 kWTransmission: direct-drive 
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: vented disc/discTires: Nexen N Priz S EV215/55R-17 94V M+S AK1
DIMENSIONS
Wheelbase: 107.0 inLength: 174.0 inWidth: 71.8 inHeight: 61.8 inPassenger Volume: 100 ft3Cargo Volume: 23 ft3Curb Weight: 3715 lb
C/D TEST RESULTS
60 mph: 6.7 sec1/4-Mile: 15.2 sec @ 94 mph100 mph: 17.6 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.6 secTop Gear, 30–50 mph: 2.4 secTop Gear, 50–70 mph: 3.6 secTop Speed (gov ltd): 106 mphBraking, 70–0 mph: 182 ftRoadholding, 300-ft Skidpad: 0.84 g 
C/D FUEL ECONOMY 75-mph Highway Range: 210 miEPA FUEL ECONOMYCombined/City/Highway: 113/126/101 MPGeRange: 253 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

Smart left the U.S. market in 2019, having established the limits of our enthusiasm for its quirky, gawky city cars. Yet the company’s American misadventure was only a small part of the brand’s wider commercial failure, one that had led to the loss of a reported $3.6 billion before it was fully absorbed into the Daimler empire in 2006.Smart, therefore, is taking a radically new direction and is being relaunched as a joint venture between Mercedes-Benz and the Geely Group in China (which owns Volvo, Polestar, and Lotus, among other brands). Going forward, Smart will offer only EVs, and the first of these—the #1—uses Geely’s SEA electric platform and will be built in Xi’an, Shaanxi Province. It will be sold in China and Europe, but there are no plans to bring the brand back to the U.S. But as we figured you’d like to know what you’re missing out on, we drove one in Portugal.Let’s start with the name. The #1 really is meant to be said as Hashtag One, which is both ridiculous and strangely catchy; we’re told to expect future Smart models to keep the same format. Although much larger than any previous Smart, and nearly twice as heavy as the Fortwo, the #1 is smaller than the segment average, a 168.1-inch length undercutting the Volvo XC40 Recharge and Mercedes-Benz EQA. There is something definitely Mercedes-like about the full-width rear light bar, but the rest of the styling has an undeniable cute charm.Best EVs and Future Electrics!The interior is impressive, both in terms of space—it is far bigger inside than it feels like it should be—and also in design. There is enough room for full-size adults to sit behind each other, and although the roofline’s stroller-hood profile cuts into the rear-door glass, the cabin feels light and airy. The large center console offers a charging tray, cupholders, and a chilled storage box. Luggage space is limited, though, with just 11 cubic feet behind the rear seat, plus a tiny frunk under the hood.Fit and finish in the cabin is good, and there are some interesting touches, such as the way LED illumination is integrated into the metal air vents and the door panels. Almost all physical switchgear has been culled, with functions controlled by the large 12.8-inch touchscreen in the center of the dashboard. The screen looks good, but the user-interface of our test cars seemed unfinished, with spelling mistakes and a more concerning failure: Toggling the tab for the stability-control system to what seemed to be its “on” position actually turned it off. While Volvo and Polestar both use the Android Auto operating system, the Smart’s is based on Geely’s own ECARX, which does not support either Android Auto or Apple CarPlay. It does, however, feature a cutesy animated fox that roams the submenus.SmartAll #1s will use the same lithium-ion battery pack, which we estimate should provide 59.4 kWh of usable capacity. The base model directs the battery’s energy to a single 268-hp rear motor, while the range-topping Brabus adds a second 154-hp front motor for a total output of 422 horsepower. All models support DC fast-charging at speeds of up to 150 kW, and all but the base version have a 22.0-kW onboard charger, which is increasingly common in Continental Europe. Range under the optimistic European WLTP test cycle varies from 273 miles for the most efficient rear-drive version down to 248 miles for the Brabus.Those numbers are all toward the upper end of segment standards, and the #1 delivers a composed driving experience. Despite a claimed 3942-pound curb weight, acceleration in the rear-motor version is brisk, especially low down, and although the #1’s Continental EcoContact tires sometimes scrabbled for traction off the line, the car felt secure once moving. At 80 mph, the cabin stayed hushed and refined.Although the #1 has selectable drive modes, it lacks the adaptive dampers that would allow these to add discipline to its soft suspension. Ride comfort was good on Portugal’s generally smooth asphalt, but corners brought lots of body roll, and the low-rolling-resistance tires meant there was limited cornering grip and a tendency for the front end to run wide at modest speeds. The chassis also felt floaty over rougher surfaces—this isn’t a car that encourages the driver to push harder.The #1 does offer a one-pedal driving mode, although it requires the driver to sit through a nine-second legal disclaimer before it can be switched on. This proved to be very timid, slowing the car at such a gradual rate that it was hard not to also use the brake, and in Sport mode, it couldn’t actually bring the car to a halt on a downhill slope.While the rear-drive Smart #1 generally feels up to segment standards, the dual-motor Brabus version is, frankly, a dynamic mess. The arrival of a second motor brings nearly 60 percent more power, but very little else is changed. Smart engineers say the Brabus’s spring rates have been altered only to take account of the extra mass of its second motor (which adds a claimed 247 pounds). It also rides on the same EcoContact tires as the regular car—not the sort of rubber you expect to see under something with more power than an Audi RS3.The Brabus is the modern equivalent of a straight-line-hero muscle car. It’s able to chirp all four tires at launch, and its acceleration makes Smart’s claim of a 3.9-second sprint to 62 mph feel entirely plausible. But like a naughty puppy, it really sulks in corners, where the traction-control has to battle to keep any level of discipline; we frequently encountered both understeer and oversteer in the same bend. This was with fresh tires and on a warm, dry surface—the prospect of driving one on cold, wet tarmac is slightly terrifying. One could argue that a car with more go than grip is entirely qualified to wear Brabus branding, the all-wheel-drive #1’s main purpose seems to be to demonstrate the greater talents of the regular car. Europeans will be able to buy both starting next year, priced from around $32,500 at current exchange rates. The Brabus will be about $10,000 more.The Smart Fortwo always struggled in the U.S., its demographic mostly the small overlap between hypermiling misers and circus clowns. The #1 should have somewhat wider appeal.SpecificationsSpecifications
2023 Smart #1Vehicle Type: rear- or front- and rear-motor, rear- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE (C/D EST)
Base: $32,500; Brabus, $42,500
POWERTRAIN
Motor(s): permanent-magnet synchronous ACPower: 268 or 422 hpTorque: 253 or 400 lb-ftBattery Pack (C/D est): liquid-cooled lithium-ion, 59.4 kWhOnboard Charger: 7.4 or 22.0 kWPeak DC Fast-Charge Rate: 150 kWTransmission(s): direct-drive
DIMENSIONS
Wheelbase: 108.3 inLength: 168.1-169.3 inWidth: 71.7 inHeight: 64.4 inCurb Weight (C/D est): 4000-4200 lb
PERFORMANCE (C/D EST)
60 mph: 3.8-6.6 sec100 mph: 9.4-12.2 sec1/4-Mile: 12.3-15.0 secTop Speed: 112 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 105-115/115-130/95-105 MPGeRange: 210-230 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