INTELLIGENCE. INDEPENDENCE. IRREVERENCE.

THE 320-HP ACURA INTEGRA TYPE S IS A HONDA CIVIC TYPE R FOR ADULTS

PLUS
FAMILY FEUD: FOUR MID-SIZE SEDANS COMPETE TO BE THE NUMBER ONE ANSWER
THE BMW 7-SERIES: WHICH IS BETTER, ELECTRIC OR GAS?
CHEVROLET’S COLORADO ZR2 IS NOT AFRAID TO DO YOUR DIRTY WORK
STEP ASIDE, NOSTRADAMUS: AN OLD LAMBORGHINI PREDICTED THE FUTURE
5IF
BMMFMFDUSJD
,JB
&7
(5
:PV
EPOsU
OFFE
OPJTF
UP
NBLF
B
MPVE
TUBUFNFOU

8PSME
1FSGPSNBODF
$BS

"
KVSZ
PG

BVUPNPUJWF
KPVSOBMJTUT
GSPN

DPVOUSJFT
WPUFE
UP
OBNF
UIF
,JB
&7
(5
8PSME
1FSGPSNBODF
$BS
PG

UIF
ZFBS
8FsSF
UISJMMFE
UP
CF
BXBSEFE
UIF
UJUMF
8JUI

IPSTFQPXFS
BOE
m
JO

TFDPOET
JUsT
QSPPG
UIBU
ZPV

EPOsU
OFFE
B
SPBSJOH
FOHJOF
UP
NBLF
B
MPVE
TUBUFNFOU


&7
(5
F"8%
TIPXO
XJUI
PQUJPOBM
GFBUVSFT
4PNF
GFBUVSFT
NBZ
WBSZ
*OWFOUPSZ
FYUSFNFMZ
MJNJUFE
"DUVBM
SFTVMUT
NBZ
WBSZ
EFQFOEJOH
PO
PQUJPOT
ESJWJOH
DPOEJUJPOT
ESJWJOH
IBCJUT
BOE

ZPVS
WFIJDMFsT
DPOEJUJPO
7FSJGJDBUJPO
PG
UIFTF
SFTVMUT
TIPVME
OPU
CF
BUUFNQUFE
"MXBZT
ESJWF
TBGFMZ
BOE
PCFZ
BMM
USBGGJD
MBXT
 JOIN US FOR BATTLE ON THE BRICKS | SEPTEMBER 15–17

SUNSHADE™

Fall may be around the corner — but summer still has gritty dirt, harsh UV rays and endless
amounts of sand in store for your ride. Defend your vehicle against summertime adventures
with durable, long-lasting protection from WeatherTech.

Made in USA
FLOORLINER™

CARGO LINER
V O L . 6 9, N O . 2
TABLE of CONTENTS SEPTEMBER 2023

28 36 46 64
ROAD TEST
2024 Acura Integra
Type S
If you’ve ever
wondered what a more
grown-up Civic Type R
C O M PA R I S O N T E S T
Down to Earth
Honda Accord EX
vs. Hyundai Sonata
SEL Plus vs. Subaru
Legacy Sport vs.
C O M PA R I S O N T E S T
7 vs. 7
Is BMW’s top-flight
luxury sedan better
powered by gas (760i
xDrive) or electricity
52
F E AT U R E
Two Soon
The Lamborghini
L O N G -T E R M T E S T
2022 Genesis GV70
After 40,000 miles,
this accomplished
all-rounder proves
to be an MVP for
would be like, it’s this. Toyota Camry SE AWD. (i7 xDrive60)? LM002 foretold team Genesis.
By Dan Edmunds By Joey Capparella By Rich Ceppos the rise of exotic By Joe Lorio
SUVs, four-door
pickups, and Lambo’s
bestseller, the Urus.
By Ezra Dyer

“ITALIANS RECOGNIZE A NATIONAL TREASURE

WHEN THEY SEE IT, AND OTHER DRIVERS DON’T SO
MUCH YIELD AS GENUFLECT.”
—Ezra Dyer, “Two Soon”

CA R AND D RI VE R 5
 OCTOBER 17-20, 2023
NY AND CT

ROAD & TRACK’S

HUDSON QUATTROCENTO IS
THE ULTIMATE GUIDE TO FALL
IN THE NORTHEAST.

From sweeping roads lined with orange-hued deciduous trees to thrilling hot laps at one of the most iconic
race tracks in the United States, there’s no better time to visit the North East than the autumnal months.
Here’s how we are going to spend a few unforgettable days in some of our favorite cars.

DRIVE. STAY. EAT.

Lime Rock Park INNESS Dixon Roadside
Lime Rock Park is a short, but challeng- Tucked between the Catskill and Dixon Roadside is a nod to roadside
ing stretch of tarmac and on Hudson Shawangunk Mountains, INNESS sits eateries of yesteryear. Its mid-century-in-
Quattrocento, you’ll take your car on the on 220 acres of pastoral, rolling hills. spired facade is lined with paned window
track for hot laps and autocross—plus, A verdant hideaway during warmer garage doors that make way for alfresco
ride along with editors and special guests months, come fall its trees turn earthy dining. The menu is lined with classic
in Performance Car of the Year favorites. shades of burnt sienna. comfort foods like smoked brisket and
steak frites.
Perkins Memorial Drive Scribner’s Catskill Lodge
Snaked atop Bear Mountain State Park, Nestled against Hunter Mountain, Prospect Restaurant
from here you’ll take in resplendent, Scribner’s Catskill Lodge is a late-mod- Prospect Restaurant’s menu changes often
360-degree views of the Catskill Moun- ernist getaway turned contemporary to spotlight local flavors, complemented
tains to the north and the Manhattan Hudson Valley retreat designed with by fresh produce and microgreens grown
skyline to the south. lofted living quarters and cozy fireplaces. on-site. Its dining room is paneled with
floor-to-ceiling windows perfectly
Saratoga Automobile Museum The Adelphi Hotel framing picturesque mountain views.
Celebrating all facets of the automobile— In the heart of Saratoga Springs, The
from technical advancements to artful Adelphi Hotel’s Victorian architecture Only a few
design—Saratoga Automobile Museum’s dates back to 1877. It combines retro lore
spots left.
current Bond in Motion exhibit showcas- with a modern twist and is located near
APPLY TODAY!
es an original collection of James Bond the town’s outdoor hot springs that
vehicles. operate year round.
Scan here.

Itinerary details subject to change.

TABLE OF CONTENTS
SEPTEMBER 2023

COLUMNISTS
12. Tony Quiroga
Honeymoon Touring.
24. Ezra Dyer
Time machines.
26. Elana Scherr
How to winch in a pinch.

UPFRONT
15. Bare Bones
The 3-D-printed Czinger 21C.
18. Motor Muse
Artists finding inspiration in
the automotive.
20. Ancient Grease
Blue Ridge Mercedes, where
early AMGs are not feared. The joyful noise of the commentariat,
22. Now Hear This
Creating the sounds of
rebutted sporadically by Ed.
modern cars.

T H E R U N D OW N BLUES CLUES USAGE RIGHTS Maserati pairs high marks,

71. 2023 Chevrolet You are all geniuses. Read- If Chevy is smart, they’ll and we graded the Ferrari
Colorado ZR2 ers blast away at you in Jimmy Hoffa that Corvette Purosangue as awesome.
ZR2 steps forward. Backfires because you offer SUV so it’ll never be seen or —Ian Robins
74. 2024 Audi RS6 a cover without photos of found again [“Twenty-Five Madison, WI
Avant Performance winners that you actually Cars Worth Waiting For,” May
Wicked wagon. tested, so you follow up 2023]. The Pontiac Aztek From the “Oh no, Mr. Bill”
76. 2024 Mazda with a cover display of will finally be displaced as department, I see that
CX-90 Turbo S Corvettes that don’t yet the ugliest car ever made. Chevy is doing a Corvette
Great aspirations. exist [May 2023]. I love it. I’d go on, but I’m afraid I’ll SUV. Like Ford and its elec-
78. 2023 Ford —Al Hoger throw up in my mouth if I tric “Mustang” whatever, I
Escape PHEV Bel Aire, KS keep thinking about it. suppose it was an inevitable
Treading water. —Rick Sandelli succumbing to the temp-
80. 2023 Ford Thank you for providing the Rehoboth Beach, DE tation of brand dilution.
F-Series Super Duty answer to the “(And One Introducing the verb form That and the Ferrari SUV
Have it your way. Is an SUV!)” Corvette clue of Jimmy Hoffa—Ed. continue to indicate that we
81. 2023 Polaris on the May 2023 cover. may be doomed, perhaps
Slingshot SLR I was floored when you My Cars & Coffee group was saved only by EV sports cars
Three’s a party. pointed to the blue one. unanimous: The Corvette from Porsche, Lotus, et al.
82. 2024 Mercedes-AMG —Dave L SUV as pictured is butt ugly. —Conrad Zumhagen
S63 E Performance Paradise Valley, AZ We all gave the Porsche and Ann Arbor, MI
Higher-purpose hybrid.
84. 2023 Toyota Crown
Limited and Platinum
The illusion of choice. CUSTOMER SERVICE Call 800-289-9464, email cdbCustServ@CDSFulfillment.com, visit www.caranddriver.com/service, or write to
Customer Service Dept., Car and Driver, P.O. Box 6000, Harlan, IA 51593 for inquiries/requests, changes of mailing or email addresses,
86. 2024 Bentley Batur subscription orders, payments, etc.
Twelve-cylinder salute. CAR AND DRIVER® (ISSN 0008-6002), VOL. 69, NO. 2, September, is published monthly, 10 times per year, with combined issues in February/March and July/August, by Hearst,
300 West 57th Street, New York, NY 10019, U.S.A. Steven R. Swartz, President & Chief Executive Officer; William R. Hearst III, Chairman; Frank A. Bennack, Jr., Executive Vice
Chairman. Hearst Autos, Inc.: Nick Matarazzo, President & Chief Revenue Officer, Hearst Autos; Debi Chirichella, President, Hearst Magazines; Regina Buckley, Chief Financial and
Strategy Officer & Treasurer; Catherine A. Bostron, Secretary. © 2023 by Hearst Autos, Inc. All rights reserved. Trademarks: Car and Driver is a registered trademark of Hearst
E TC . Autos, Inc. Periodicals postage paid at New York, NY, and additional mailing offices. Canada Post International Publications mail product (Canadian distribution) sales agreement
no. 40012499. Editorial and Advertising Offices: 1585 Eisenhower Place, Ann Arbor, MI 48108. SUBSCRIPTION PRICES United States and possessions: $13.00 for one year; Canada,
7. Backfires add $10.00; all other countries, add $24.00. SUBSCRIPTION SERVICES Car and Driver will, upon receipt of a complete subscription order, undertake fulfillment of that order so as
to provide the first copy for delivery by the U.S. Postal Service or alternate carrier within 4–6 weeks. MAILING LISTS From time to time, we make our subscriber list available to
What’s worth waiting for. companies who sell goods and services by mail that we believe would interest our readers. If you would rather not receive such offers by postal mail, please send your current
88. What to Buy mailing label or an exact copy to Mail Preference Service, P.O. Box 6000, Harlan, IA 51593. You can also visit preferences.hearstmags.com to manage your preferences and opt out
of receiving marketing offers by email. Car and Driver assumes no responsibility for unsolicited material. None will be returned unless accompanied by a self-addressed stamped
1979–93 Saab 900. envelope. Permissions: Material in this publication may not be reproduced in any form without permission. Back Issues: Back issues are available for purchase in digital format
only from your app store of choice. POSTMASTER Send all UAA to CFS. (See DMM 507.1.5.2); NON-POSTAL AND MILITARY FACILITIES Send address corrections to Car and Driver,
P.O. Box 6000, Harlan, IA 51593. Printed in the U.S.A.

CAR AND DRIVER ~ SEPTEMBER 2023 ~ SIC YOUR DOGS ON US AT: EDITORS@ CARANDDRIVE R.COM 7
 Backfires

So what’s next? A Cor- Cayman GTS six-speed, I

vette pickup truck? don’t see myself ever giving
—Bill Hoffer it up for an electric car.
Valencia, PA Are EVs quicker? Sure. Do
Hey, there’s an idea—Ed. they offer as much driver
engagement? Not for me.
WEAR SHADES Internal combustion forever.
I just finished “Twenty-Five —Chuck McGee I suspect that your omis- Am I the only one who thinks
Cars Worth Waiting For.” Moultonborough, NH sion of the Cybertruck was fake engine noise played
Most were EVs. I honestly another sophomoric jab into the interior through
don’t see any significant Cadillac Celestiq! Finally! at Elon Musk, designed to speakers in cars with
market for most of those A Cadillac that really is a stoke Backfires from Tesla internal-combustion engines
vehicles. Only Toyota and Cadillac instead of some fandom and endorse your or electric motors is just plain
Honda are on the right track European wannabe or quis- cash cow, legacy auto. Please stupid and clearly an indi-
here: EVs will continue to be ling catering to every market cancel my subscription. cation of how really sad our
a niche market, regardless fad that comes along! Thanks —Travis Pierson society has become? I wrote
of government mandates. for the coverage. You rock. Avoca, MN a letter to Chrysler Canada
Any manufacturer going —Patrick Detches Maybe we’ll include it next saying I will buy the new
100 percent EV will go out Columbia, SC year since we’ll still be electric Charger, but only if I
of business. I’m not a hater; I Everyone, go look up waiting for it—Ed. can turn off the idiotic sound
currently own an EV (Chevy “quisling”—Ed. the car makes from its fake
Bolt) and six Porsches. Guess NO MORE GOODBYES exhaust system. The reply
which ones get driven more. Loved reading “Twenty-Five So, if I understand correctly, was that people love it. Fake
—Mike Hinton Cars Worth Waiting For.” the 2024 Dodge Charger cars for fake people, I guess.
Walla Walla, WA Good thing we must wait, will be an EV [“Twenty-Five —Scott Cowle
I’m not into guessing because most of them seem Cars Worth Waiting For”]. Oakville, ON
games—Ed. to cost $80,000 and on And Stellantis, in an attempt
up. I will need that time to to appease the Mopar Hemi THE TRIP
An interesting look ahead, start buying lottery tickets, faithful, will put a speaker I just finished reading “Mini-
but the one that seems because that isn’t pocket system in the car that will vans and Best-Laid Plans”
unlikely to click with buyers change. When did we get make engine noises. Will it [May 2023]. I’m normally
in its price range is the Cadil- to the point where cars also make tuner-car fart-can not interested in minivans,
lac Celestiq. Not because it’s cost as much as houses exhaust sounds, whistle at but a good road-trip story
$300,000, but because it and have 200 more horses pretty girls, and maybe whis- always gets my attention.
just doesn’t look like a luxury than we can possibly use tle “Dixie” too? Good luck I had this thought: Why
car. In fact, painted in UPS on the road? Keep my sub- with that, Dodge/Stellantis! don’t you plan an exotic-car
brown, it’ll appear more scription coming, though. —Randy Flick road-test trip here on the
like a delivery van. All it’ll —Jeff Faigman Sellersburg, IN Big Island of Hawaii? I would
need is the UPS gold shield Micanopy, FL You have understood gladly be your tour guide.
on each door, and nobody Keep sending checks—Ed. correctly—Ed. We have many types of
will know the difference.
—Mike Lee
Hernando, MS

The question is: Other

than the Porsche name,
P HOTO G RA P H BY M I C H A E L S IM A R I

what will differentiate an

electric Cayman from EVs There is no way the Maserati GranTurismo
offered by Tesla, Lucid, Folgore should play a “warbling electronic
Rivian, etc.? Hard to see soundtrack at idle” [“Electrified Beauty,”
where they’ll be faster than May 2023]. It should play opera.
what’s being offered now. —Steven Hunter, Livermore, CA
Better handling? Maybe. As Ridi, pagliaccio, and enjoy this Jaguar wallet—Ed.
the original owner of a ’16

8
SHOP.ROADANDTRACK.COM
 Backfires

roads, lots of open stretches, 10 cars in any one compar-

and minimal enforcement. ison test. What gives? Are
(Take your chances, but there just so few vehicles
that’s what Brock Yates in any particular category?
would have done, right?) Is it just too difficult to get
—Mike Fallis multiple manufacturers to
Waikoloa, HI provide test vehicles at the BLOOD LUST My question is: How many
Everybody, pack your same time? Do you hate Time for an impromptu undesirable used Ferraris
bathing suits—we’re all anything that is not German, contest. Whoever guesses do I have to buy to even be
going to stay at Fallis’s exotic, or unobtainium? the dealer retail price of considered for a new one?
place in Hawaii—Ed. I mean, you are stepping one of the Ferrari Puro- —Jim Jistel
it up with four minivans, sangue’s Multimatic dampers Houston, TX
Been reading for years, yada so that’s cool. I just miss without going over wins
yada, but something I have finding what finished eighth the use of a pure blood FASTER PUSSYCAT
noticed is that the number in an eight-car comparo. for one week [“Never Say Please clarify why the 2015
of vehicles in any compari- —Patrick Brose Never,” May 2023]. I’ll start Hellcat with 707 horsepower
son test over the past couple Grass Valley, CA the bidding at $6250. did the quarter-mile in 11.6
of years has dwindled to It is more a limitation of —Pedro Gregorio seconds at 126 mph, but
two or three. I keep getting what’s in the press fleet. Waterford, MI years later the 2019 Redeye
the archive articles in my We occasionally rent I’m still not into with 797 horsepower did it
inbox, and there used to be vehicles, but that isn’t guessing games, but in 11.8 seconds at 125 mph
five, six, seven, even eight to always practical—Ed. I’ll go $6251—Ed. [“Gettin’ the Hell(cat) out
of Dodge,” May 2023].
—Michael Loibl
Maywood, NJ
Production variance aside,
the 11.8 seconds is from
MATCH GAME
EXPLAINED a Widebody, so there is
110 14.5 14.5 more aero drag and likely
I’m confused by the 60-mph times more rolling resistance
for the BMW i4 eDrive40. Has anyone from the wider front tires.
90 9.3 9.6
actually tested it? My old Cadillac CT6 A non-Widebody Redeye
twin-turbo got to 60 in 4.7 seconds. does the quarter in 11.6
MPH

My new i4 eDrive40 is far quicker than 70 5.9 6.1 seconds at 128 mph—Ed.
the Cadillac. It’s scary it’s so quick. 60 4.7 4.8
Everyone has tested the i4 M50, but I’d 50 3.4 3.7 GLAD BAG
love to see a test of the 40 version. When I read that Ezra Dyer
—Dan Howe, Portland, OR learned the tires on his new
What you’re feeling is the responsive- 30 1.5 2.0 Jeep were flat-spotted after
S IC YO U R D O GS O N U S AT: E DI TOR S @ CA RA N DD R I V E R.CO M

ness of the i4’s electric motor, not pure driving it on the highway,
quickness. We’ve tested the i4 10 I got to wondering about
eDrive40 and found that the CT6’s 0 SEC 16 an old thought [“I Love
blitz to 60 is actually 0.1 second 2018 CADILLAC CT6 3.0T Jeep Thrills,” May 2023].
quicker than the i4’s, although the 2022 BMW i4 eDRIVE40 I’ve gotten the impression
BMW catches up by 100 mph. But that over the years that people
slightly better initial acceleration buy vehicles they’ve never
requires brake-torquing the CT6’s second result handily beats the driven. Is that an East Coast
twin-turbo V-6 to build boost. If you Caddy’s 5.8. That responsiveness is thing? In 55 years of car
simply floor the Cadillac from a stop, also seen in passing times. The BMW and truck ownership, I have
there’s significant turbo lag, which is surges from 30 to 50 mph 1.1 seconds never bought a vehicle I
evident when you compare the rolling- quicker and from 50 to 70 mph 0.6 had not driven first. And I
start 5-to-60-mph times: The i4’s 5.1- second quicker. —Dave VanderWerp don’t mean just around the
block. I mean on streets and
highways. A tight, curving

10 SEPTEMBER 2023 ~ CAR AND DRIVER

©2023 CoolBoss, LLC, a subsidiary of BendPak Inc. BendPak is a registered trademark. *Free shipping to direct shipping
points within the 48 contiguous United States only. **Promo valid until 9/30/23. BY COOL BOSS®

Starting at $10,935*
INCLUDES FREE SHIPPING**

*Price valid until 9/30/23.

**Free shipping to direct shipping points within the 48 contiguous United States only.
 Backfires Editor ’s Let ter

SIC YOUR DOGS ON US AT:

EDITORS@CARANDDRIVER.COM

on-ramp where I can drive a turn

at speed is usually part of the test
drive, as are hard acceleration
and hard braking. Outfits like
honeymoon touring
Carvana where you buy a car
you’ve never even seen are truly
mind-boggling to this old guy. ocktail and rumaki-loaded plate in hand, I return to my wife’s side
—Donn Fishburn just in time to hear her version of recent events: We got married, and
Placitas, NM I instantly became Clark Griswold. I enter the conversation just before
Dyer had driven Jeep half of our group, BMW race-car driver Bruno Spengler and his wife,
Gladiators, just not the share their station-wagon story.
one he bought—Ed. Let’s start with my version: Less than 24 hours after saying “I do,”
we were on a 767 to Munich. A Frozen Pure Grey M3 Competition
SHOTS, SHOTS, SHOTS Touring awaited our arrival. Touring is BMW-speak for wagon, and the M3
Quiroga’s column lauded the pho- is the bossiest of Boss Wagons. To my wife, who grew up riding in and then
tography published in each issue driving a gray Volvo 740 wagon, a station wagon didn’t sound like an exciting
[“Picture Pages,” May 2023]. I vehicle for a honeymoon trek over the Alps and to the Italian Riviera.
wholly disagree. Your photog- Boss Wagons are a C/D thing. Since 1966, we’ve transformed grocery get-
raphers all copy one another in ters into pink-slip betters—a turbo-diesel Benz, a 383 Plymouth, a Volvo.
choosing to take shots not from a BMW did the heavy lifting on the M3 Touring, no assembly required.
human-eye level but from a dog’s- Back to her: She pulls out her phone and swipes through beach shots in
eye level. Perhaps a lot of money Camogli, smiling selfies, and dog pics until she lands on it. She hands the
would be saved by attaching a phone to Bruno’s wife, and from over her shoulder Bruno shrieks, “The M3
GoPro to a harness on Quiroga’s Touring! I have that exact car! Frozen Grey!” My beloved has lost the room.
dog and sending the pup out on Bad news: If you live in North America, you can’t buy one. BMW of North
assignments. You’d get the same America could’ve imported the current-gen 3-series wagon but passed due to
perspective with even more skill, insufficient interest. That means no M3 wagon for us.
since dogs are hit by cars more Back to her: What’s the deal with Europeans? Barreling down the auto-
than humans. And, in the long strada, idling in front of our hotel, or stopping for gas, coffee, or red lights,
run, the cost to the magazine the wagon drew constant admiration and approval. Bruno again: “It’s an M3!”
would be nothing more than I don’t blame the lookie-loos. There’s never been an M3 wagon before, and
some dog food, treats, and water. laying eyes on its fender-flared body for the first time prompts a closer look.
—Michael Lee She is right, though—the attention is unexpected. But I think I understand it.
Internetlandia The interest says: I’m in the know on this whole performance-wagon thing. I
Be careful what you wish for. see the world the same way you do. I too enjoy oxymorons. I get jokes.
Quiroga’s dog is blind—Ed. The Spenglers share their story: Bruno surprised Mrs. Spengler with the
wagon. She wasn’t immediately wowed by it, but then incredulousness gave
That C/D prints several letters on way to admiration. “Now she wants to drive it all the time,” adds Bruno.
the ugly graphics accompanying We sailed back to Munich through heavily enforced Switzerland. Even-
S IC YO U R D O GS O N U S AT: E DI TOR S @ CA RA N DD R I V E R.CO M

the 10Best issue with Quiroga tually, Germany welcomed back one of its own. The M3 reciprocated by
typing out an entire column on displaying the autobahn’s unlimited zones in the instrument cluster, even
the wonders his photographers counting down to the unrestricted sec-
create cannot be a coincidence. tions: 500 meters, 300, 100, go! And the
Is that an apology of sorts, Qui- nose makes sense to me now—just ugly
roga? Or just a long statement enough to scare traffic out of the left lane
that you learned a valuable when you’re closing in at 165 mph.
lesson? Your readers want pic- Although America lost out on the
tures of cars we cannot afford. M3 Touring, BMW is deciding whether
Don’t cancel my subscription to import the upcoming M5 Touring. If
just yet; I’m not quite there. you’re interested, tell your BMW dealer
—Norm Groot you want a Boss Wagon.
Prunedale, CA
Don’t worry. You’ll TO N Y Q U I R O GA
get there—Ed. EDITOR-IN-CHIEF
12 SEPTEMBER 2023 ~ CAR AND DRIVER
 Editor-in-Chief Tony Quiroga
Executive Editor K.C. Colwell Digital Director Laura Sky Brown • BUYER’S GUIDE Director
Rich Ceppos Managing Editor Drew Dorian Associate Editor Austin Irwin • FEATURES
Senior Editors Greg Fink, Elana Scherr • NEWS Senior Editors Joey Capparella, Eric Stafford
Associate Editors Jack Fitzgerald, Caleb Miller Senior Content and Social Media Strategist
Michael Aaron Social Media Editor Carter Fry • REVIEWS Deputy Editor Joe Lorio Senior Using Shell V-Power®
Editors Ezra Dyer, Andrew Krok TESTING Director Dave VanderWerp Senior Editor David NiTRO®+ Premium Gasolines
Hey, it’s great to hear that Beard Technical Editors Dan Edmunds, Mike Sutton Road Test Editor Rebecca Hackett Road and diesel fuels appropriately
Warriors Harry Granito, Jacob Kurowicki, Josh Newhook, Mary Caye Spieth, Christi VanSyckle in Car and Driver test vehicles
Michael Simari’s photos ensures the consistency and
CREATIVE Director Darin Johnson Deputy Design Director Nicole Lazarus Staff integrity of our instrumented
make Quiroga’s dog look Photographers Michael Simari, Marc Urbano Photo Assistant Charley M. Ladd • VIDEO testing procedures and
good. I know this is asking Deputy Editor Carlos Lago Producer/Editor Alexander Malburg • PRODUCTION Director of numbers, both in the magazine
Editorial Operations Heather Albano Copy Chief Adrienne Girard Associate Managing and online.
a lot, but can he do the Editor Jennifer K. Misaros Production Manager Juli Burke Associate Production Manager
same for Quiroga? Nancy M. Pollock Senior Copy Editor Chris Langrill Research Editor Matthew Skwarczek Copy
Editor Meredith Conrow Online Production Assistants Andrew Berry, Sarah Taylor Office
—Dean Wahls Manager Carlie Cooper Intern Alessandra Kaestner CUSTOMER SERVICE
Call 800-289-9464,
Venice, CA CONTRIBUTORS European Editor Mike Duff Contributing Editors Clifford Atiyeh, Brett Berk, email cdbCustServ@
Sebastian Blanco, Csaba Csere, Malcolm Gladwell, John Pearley Huffman, Jamie Kitman, CDSFulfillment.com, visit
Andrew Lawrence, Jens Meiners, John Phillips, Jonathon Ramsey, John Voelcker www.CarandDriver.com/
Editorial Office 1585 Eisenhower Place, Ann Arbor, MI 48108 service, or write to
TURNING OVER PRINTED IN THE U.S.A.
Customer Service Dept., Car
and Driver, P.O. Box 6000,
The May 2023 issue is just Editorial Contributions Unsolicited artwork and manuscripts are not accepted, and Harlan, IA 51593 for
publisher assumes no responsibility for return or safety of unsolicited artwork, inquiries/requests, changes
fantastic! The regular one photographs, or manuscripts. Query letters may be addressed to the Editors. of mailing or email
and some Mazda history addresses, subscription
Publisher and Chief Revenue Officer Felix DiFilippo orders, payments, etc.
with their new products
Vice President, Sales Cameron Albergo • NEW YORK Finance Director Christina Connelly PERMISSIONS Material in
[“Driver’s Side”]. I especially Senior Sales Director Joe Pennacchio Sales Directors Richard Panciocco, Shannon Rigby
this publication may not
be reproduced in any form
am a Mazda fan, as I had a DETROIT Group Sales Director Samantha Shanahan Sales Director Tom Allen Sales without permission.
Manager Chris Caldwell Assistant Toni Starrs • LOS ANGELES Group Sales Director Jason
1994 Mazda RX-7 R2 model Hunt Senior Sales Directors Lisa LaCasse, Lori Mertz, Anne Rethmeyer Sales Director Molly To order digital back issues,
Jolls Assistant John Gordon • HEARST DIRECT MEDIA Vice President Christine Hall Sales go to your favorite app store.
that I stole for $8000, sold Car and Driver© is a
Manager Celia Mollica • PRODUCTION Manager Mario Cerrato • CIRCULATION Vice registered trademark of
for $16,000, and have always President, Strategy and Business Management Rick Day Hearst Autos, Inc. Copyright
regretted selling (my son was 2023, Hearst Autos, Inc.
Published by Hearst 300 W. 57th Street, New York, NY 10019 All rights reserved.
pissed because he wanted President & Chief Executive Officer Steven R. Swartz
Chairman William R. Hearst III Executive Vice Chairman Frank A. Bennack, Jr.
it, as he was 16). This issue
brings back some great HEARST AUTOS, INC. President & Chief Revenue Officer, Hearst Autos Nick Matarazzo
President, Hearst Magazines Debi Chirichella Global Chief Revenue Officer Lisa Ryan
memories. Thank you. Howard Chief Content Officer Kate Lewis Chief Financial and Strategy Officer & Treasurer
—Michael Thomas Regina Buckley Chief Brand Officer Eddie Alterman Secretary Catherine A. Bostron

Oklahoma City, OK PUBLISHING CONSULTANTS Gilbert C. Maurer, Mark F. Miller

INTERNATIONAL EDITIONS China, Greece, Spain

Your May issue’s Mazda

CX-90 advertorial states
that inline-six engines are I found myself heading to Loved the Mazda stuff. It In the April 2021 Back-
“historically found under the the basement to dust off had me scrambling to see fires, you promised Justin
hoods of pricey European my antigravity inversion whether there was a smaller Wojas that you would do
sport sedans.” That may be boots I bought back in the straight-six version of the a new comparison when
true, but they’re also found 1980s to read the rest. My CX-90 in the “Twenty-Five the third-gen Raptor came
under the hoods of the bull- vision was a little blurry, and Cars Worth Waiting For” out. So where is it?
dozers at your local landfill, my head kinda hurt from scribe. Hmm, not to be. —Pascal Rasmussen
most AMC Pacers, Justin hanging upside down, but I —J Johnson Saginaw, MI
Bieber’s tour bus, and my finally finished. What gives Palm Desert, CA Patience, Rasmussen.
mom’s old Plymouth Scamp. with the new format? Just a little patience—Ed.
To be clear, I have nothing —J.D. Anderson Fred Astaire, Lionel
against inline-sixes. My Macomb, IL Richie, and Hamilton I’m the subscriber who isn’t
government-surplus postal welcome Mazda. bothered by his CVT. Will
Jeep had one, and it was I really enjoyed the articles —Richard Harrell you please uncancel my
great! I’m just saying Mazda from past issues about Anaheim, CA subscription? Thank you
should consider the audience Mazda cars that were part for your consideration.
when coming up with their of the reverse-printed back LOOSE ENDS —Gary Maske
marketing wank, as most C/D end of your May 2023 issue, After thorough factoring, I’ve Deep River, IA
readers likely know better. especially the one about determined that letters are
—Marc Rumsey the RX-2. So well written more likely to be published Hey, how come we don’t get
Rochester, NY and engaging. Is it because by you rather than by MT an International Edition?
the articles were about or R&T. Is that correct? —Ron Clark
So, after reading the first cars instead of SUVs? —Jon Sanders Vancouver, BC
half of the May issue while —Bob Villeneuve Tucson, AZ It was NAFTA’s fault, but
reclined in my easy chair, Pincourt, QC It only looks that way—Ed. now it’s the USMCA—Ed.

13
HIT THE ROAD WITH US!
Join Road & Track and fellow enthusiasts for a
series of multi-day rallies, global getaways, track
days, cars and coffee events, and more!

SCAN HERE TO LEARN MORE OR VISIT

EXPERIENCES.ROADANDTRACK.COM
 CTRL + P
By Csaba Csere

Bare Bones
As exotic as the Czinger 21C looks outside, the real artistry
is in the computer-printed parts within.
There’s usually a trade-off between the cost of the machinery a manufacturer
employs to make a part and the cost of producing the part itself. Companies
can invest millions in expensive machinery to scale quickly and lower production costs,
or they can save capital by investing in less pricey, but more time- and labor-intensive,
tooling that makes it harder to produce parts en masse and at low cost.

CAR AND DRIVER ~ SEPTEMBER 2023 15

 C TR L + P

Czinger Vehicles believes 3-D printing

offers an alternative to this causal relation-
ship. The nascent California-based auto-
maker is putting its money where its mouth
is by employing this production method on other construction methods, according to
its 21C hypercar. the hypercar maker.
To 3-D print a Czinger involves a pro- “We’re designing these parts using a
cess called powder-bed fusion with selec- new form of computer-aided design,” says
The rear subframe
tive laser melting. You start with a surface (below left) resem- Lukas Czinger, the chief operating officer
that’s covered with powdered metal, then bles some sort of and co-founder of Czinger. “We provide the
hit it with laser beams to fuse the powdered mechanical skeleton. size and load parameters and let the soft-
The upright, with
particles together to form a layer of metal the integral brake ware create the part.”
into a predetermined shape. Czinger repeats caliper (below right), Plus, with no defined molds or presses,
this over and over, with an additional layer is more like a robotic updating a part’s design is quick and easy.
wasp nest. The design
of metal fusing to the layer before it, until process uses artificial “And there’s no cost penalty for making a
the part emerges. intelligence to create change,” says Ewan Baldry, chief engineer.
Using 3-D printing allows Czinger to these organic shapes,
and 3-D printing puts
design and produce components that are material exactly
lighter but no weaker than those built by where it is needed.

PHOTOGRAPHY BY JAMES LIPMAN, DETAIL IMAGES COURTESY OF CZINGER

 Various alloys of According to Baldry, the largest
aluminum make up 3-D-printed part Czinger currently
most of the auto-
maker’s 3-D-printed produces is the 21C’s transmission
parts. Czinger uses housing, which pushes the limits
proprietary powders of the maximum 20-inch cube the
to maximize strength,
promote fusion, and automaker’s 3-D printer can spit
minimize soot during out. Going wider would require a
the printing process. larger powder bed, but Czinger has
optimized its machinery for quick
and accurate printing.
“We use a dozen one-kilowatt
lasers that operate simultaneously
to build parts 80 to 100 microns
[0.003 to 0.004 inch] at a time,” Czinger says. Building
a 20-inch-tall part requires some 5000 layers.
Though 3-D printing takes time, it’s no longer the
lengthy task it once was. “Five years ago, our process
could only fuse 15 to 20 milliliters of material per hour,”
Czinger says. “Today we’re doing 300.”
Czinger expects printing speeds to continue to
increase. He anticipates that the company will soon be
able to economically produce hundreds of thousands of
3-D-printed parts each year.

LUK AS CZINGER ON WHY sat down and looked at high-revving twin-turbo

THE BEST PROOF OF what we would need to V-8. And then the EV
CONCEPT IS A HYPERCAR do to take the Blade con- system became super
cept car and turn it into appealing from a drivabil-
an actual record-breaking ity standpoint. So instead
With an interest in robotics The tools are working. hybrid car. of having a powerband
and cars, Lukas Czinger We’ve always wanted to that’s a little choppy, you
joined his father, Kevin, build a car. We think it’s Why did you decide on a can fill that in with the EV
at the family business going to help Divergent. hybrid powertrain? system, and you can have
Divergent Technologies. We think it can be a big We wanted something a smooth pull-away. No
In 2019, the pair started business by itself.” that you could run lap turbo lag.
Czinger Vehicles. We sat We had a small staff after lap. That meant you
down with the younger working on the Blade. needed some sort of com- Why make your own
Czinger, now 29, to hear We [Czinger and chief bustion engine in it. engine? Why not use one
more about how the engineer Ewan Baldry] So we’ve got a really that was already available?
1250-hp 21C went from We couldn’t find an
demonstration concept to engine that packaged well.
seven-figure hypercar. We did look, but in the
end, we developed this
C/D: How did Divergent tiny V-8 that makes more
lead to Czinger Vehicles? than 950 horsepower.
CZINGER: Divergent was We didn’t want to
really a tools company, build something that was
an environmental com- just buying all the best
pany. All throughout that bits and figuring out how
time we had a concept to integrate them in the
car called the Blade . . . a production. We wanted
demonstration of what to make the best bits.
this technology could —Elana Scherr
look like in car form.
Within a few months Not many 29-year-olds can
put “co-founder of a hypercar
of that, we basically said, company” on their résumé.
“Divergent is working out. Lukas Czinger can, though.

17
 FINE ARTS
~ By Brett Berk

TOKYO

CHRIS LABROOY: Labrooy’s

work (top) revels in mind- and
metal-bending. The Scottish
artist’s computer-rendered

Motor automotive subjects twist,

turn, and morph, wrapping

Muse around each other and cas-

cading into different dimen-
sions. This confoundment
Warhol found inspiration in reflects his experience as an
a soup can. These artists industrial designer who is
are finding it in cars. familiar with vehicular com-
ONE YELLOW ROSE plexity. “Cars are completely
So thoroughly has the insane as a category of
car colonized our objects,” Labrooy says.
consciousness that even New “You’ve got all the materials
York City’s Museum of Modern CLINT NEUFELD: Neufeld reproduces functional science and all the engineer-
Art mounted a 2021–22 show, objects—framing hammers, backhoe buckets—in ing and coding—a confluence
Automania, devoted to cars in delicate ceramic. “I wanted to make things that of so many different skill sets
art. Here we curate our own I saw as beautiful represented in a way in which and craft.” His work exposes
show with a handful of our their utility was stripped away,” he says. He’s this entanglement in a
favorite contemporary car cre- found his métier in richly glazed porcelain humorous way, removing the
atives to discover what drives versions of engines like the Ford flathead V-8, collectible car from its
their artistic output. Detroit Diesels, and the Ford 391 (above). pedestal and creating new
pedestals made of, well,
collectible cars.

SOMETHING SPECIAL
JAHLIL NZINGA: Los Angeles painter
Nzinga’s joyous recent solo show, Fast
Freedom, is filled with the vehicles that
have inspired him. An ‘80s Mercedes coupe
(left) with a wide-body kit is “art, on top of
art, on top of opulence, on top of some
more art.” A lone racer on a dirt bike
demonstrates that “if you want to get
somewhere fast, you go alone.” And a
Peugeot 205 rally car going as fast as it
can is the ultimate mark of his ethos:
“You’ve been given a shitty road. You still
got to hit the gas.”

18 SEPTEMBER 2023 ~ CAR AND DRIVER

 A N CI E N T G R E AS E ~ By Brett Berk

Getting
Hammered
Jonathan Hodgman isn’t afraid of a challenge,
and his shop, Blue Ridge Mercedes, specializes
in the difficult task of repairing early AMGs.

Blue Ridge Mercedes, near Atlanta, specializes in

AMG-modified Mercedes-Benzes from the time
when the tuner operated independently. Proprietor Jon-
athan Hodgman, 45, got his start repairing Benzes after
sorting out a broken-down, 400,000-plus-mile 1978
280E offered to him on the condition that if he could
fix it, he could keep it.
In the early 2000s, Hodg-
man replaced that 280E with
a 1980s 560SEL. And not long Hodgman keeps
after that, he rediscovered the rare pre-merger
AMGs running
early cars tuned by AMG. Auto- at Blue Ridge
bahn legends like the body-kit- Mercedes. He
clad W124 E-class Hammer owns this one-
of-one AMG
and the 6.0-liter W126 S-class Hammer wagon.
caught his interest.
Over time, these cars earned
a reputation for being finicky
to keep running, difficult to repair, and challenging to AMG monoblock wheels for $2500. (These are all six-figure
source parts for, which kept their prices relatively low, cars now.) His online activity and proselytizing earned him
but that only drew Hodgman in. a reputation for doggedness, and owners began flocking to
He started buying old AMG cars and fixing them him to work on their early AMGs.
up. He acquired a 560SEL with a DOHC 6.0-liter V-8 Hodgman loves these cars for their performance and
for $14,000. He purchased a Hammer sedan, in pieces, their à la carte, custom-built specificity. “Every one of them
for $4500. He found a narrow-body 6.0-liter SEC with is different,” he says.

AFFALTERBACH rear subframe was shifting common now. If I had to pick cial valve-adjustment fixture.
MECHANIC GABS around. Repairs had been one, it’s the fuel system I got mine (below) many
— tack-welded in about four in cars with CIS or CIS-E years ago from a friend, and I
C/D: What’s the most chal- places, and the rest was held fuel injection. Ethanol has thank him every time I use it.
lenging repair you’ve done? together with seam sealer, destroyed them all.
HODGMAN: One 500E comes panel bond, and gravity. That
to mind. It came to us from was chassis repair beyond C/D: Tell us about a specialty
out of state after three other anything we’ve seen before tool you use.
shops couldn’t fix it. When or since. HODGMAN: When AMG M117
it turned into corners, the DOHC V-8s need their valve-
rear would step out. After C/D: What’s the most com- lash shims changed, it’s
considerable poking and mon problem you see? only possible with the cams
prodding, we found that the HODGMAN: Everything is installed if you have the spe-

20 PH OTO GRA PH Y BY MA RC UR BA N O ~ S EPT EMB ER 2023 ~ CAR AN D DRIVE R

 BACKG R O U N D N O IS E ~ By Sami Haj-Assaad

A relaxing driving environ-

ment isn’t just about
the pleasant sounds you
hear. It’s also dependent
on the sounds that don’t
Lincoln, for instance, hired the make their way into
the cabin, including the
Detroit Symphony Orchestra (DSO) whine of motors, the thrum
to compose and record the informa- of tires, and the whistling
tional chimes in its models, an idea of the wind. We measure
the sound pressure at
that stemmed from the goal of creat- the driver’s ear at idle,
ing a warmer and more human cabin at wide-open throttle
experience. Jennifer Prescott, former (WOT), and at a steady
70-mph cruise in every
supervisor of vehicle harmony at Lin- vehicle we test.
coln, recalled reaching out to the DSO
Automakers are going to about the project, fearing the musicians
new lengths to create the would balk at the idea. Instead, DSO
sounds of modern cars. members playing string and percus-
sion instruments produced more than
Whether it’s for a warning chime 100 audio options for Lincoln, far more
to grab the driver’s attention or than needed.
piped-in audio designed to give electric BMW, meanwhile, contracted Hans
vehicles an acceleration note akin to Zimmer, a composer whose scores for
that of an engine, automakers are work- The Lion King and Dune won Academy
ing overtime to design brand-specific Awards, to work with its creative direc-
aural environments. tor of sound, Renzo Vitale, on a special
Creating a new and distinct sound acceleration noise for its battery-powered
is easy, but producing one that’s both vehicles. The German automaker specifi-
pleasing and capable of relaying the cally sought out a cinematic acceleration
implied message and its importance is sound to play up the emotional connec-
far more challenging. That’s a key rea- tion between driver and machine. Just as
son why a number of brands are out- a film’s score heightens the emotion of a
sourcing this task to audio professionals. scene, Zimmer’s acceleration sounds aim
to enhance the sensation of speed that an
EV’s near-silent drive motor (or motors)
can often fail to convey.

22 ILLUSTRAT ION BY M ARCOS CHIN

 EZR A DY ER

if I want to revisit other cars from my past? Might

they have a slant-six Dodge Ram or a black third-
gen GM F-body with a tuned-port-injection 5.0-liter
V-8? How about an E36 BMW M3? And the answer
was, sure, to all of that. This could be one-stop shop-
ping for whichever midlife crisis I cared to indulge. I
promptly set out for Virginia.
Gary Duncan, the proprietor, is a car dealer—
meaning a new-car dealer, currently with Honda
and Hyundai franchises. Some dealers view cars
as markers of wealth, but you don’t buy the world’s
nicest 1984 Subaru DL because you’re looking for
clout at Amelia Island. You buy it because you love
cars, normal and weird and anything else, and in
that respect Duncan makes Jay Leno look like a
casual hobbyist. When I ask how many cars he has,
he says, “About 1400 right now.” He surely runs
the only Honda dealership where the showroom

Time
includes a 1980s Accord limousine.
We pile into the Subaru, and it’s almost like I
remembered. Ours was a GL, which had low-range
four-wheel drive and a center headlight hidden

Machines
behind the Subaru logo in the grille, but otherwise
the controls—the clutch, the four-speed shift lever,
the spindly steering wheel—feel familiar. As we
pull out into traffic, I realize that not only have I not
driven one of these since I was 11, but I’ve also never
A trip to Duncan Imports prompts an unexpected driven one on the road. My parents, while nonchalant
rendezvous with cars from my past. And I want about rules, drew the line at uninsured motorists.
them all back. Well, except maybe the Ram. I’m delighted to find that the Subaru is better
than I remember, partly because this DL is better
than our rust-eaten specimen was. The little flat-four
feels powerful enough to urge the wagon down the
road at my personally unprecedented speed of 55
learned how to drive, like most of us, behind the mph, and the four-wheel independent suspension is
wheel of a heap suited to the abuse meted out limber and composed. For my parents, coming off
by a clueless kid. You don’t realize it at the time, a winter slewing around in a 1979 Buick Regal, this
but the bland obscurity of that machine means must’ve been a four-wheel-drive revelation.
you’ll probably never drive one again. You won’t Next I climb into the 1986 Ram, a duplicate of
someday be walking across the Costco parking my high-school winter-beater frenemy. It’s so slow,
lot and say, “Why, it’s a 1984 Subaru wagon just if scientists found a glacier they could describe as
like the one I drove when I was 11 years old!” “moving like a slant-six Ram,” they’d say the world
That’s because (a) Subarus of that vintage started is healing. The 1992 Trans Am convertible is char-
rusting while they were still on the assembly line ismatic junk that makes me want to buy it and grow
and (b) your parents, unlike mine, weren’t insane enough to a mustache and brag about how far I can throw a
allow children to head out for drives in the forest. I’ve always football. The M3 feels like a damn Ferrari next to
taken it for granted that I’d never get a chance to conjure anything else I’d owned. Man, I want another E36. I
that new-driver nostalgia because the relevant vehicle was want all my old cars back, including the bad ones—
terminally disposable. we all do. But even Duncan doesn’t keep everything.
On a lark, though, I reached out to Duncan Imports, an Big as the warehouses are, they’re finite spaces. And
enormous classic-car emporium with locations in Virginia there are always more cool cars out there, rudely
and Tennessee. “If you ever get an early-’80s Subaru wagon belonging to someone else.
with a manual transmission, let me know,” I said. Almost When I pull back in with the M3, Duncan is on
immediately, I received word that, sure, they had exactly the phone. “You still got the SC430?” he asks. “I
that—a 1984 DL 4WD with 54,000 miles. Wow. Okay, what want to buy it.”

24 I LLUST RAT IO N BY DE RE K BACON ~ SEPTEMBER 2023 ~ CAR AND DRIVER

—Guy Fieri

—Lorenzo, age 11

—Archer, age 7
 ELANA SCHERR

The CAM team doesn’t make a habit of severing

digits. Classes emphasize preservation of person
and vehicle, but the staff comprises the sort of fear-
less problem solvers who could calmly wrap their
detached thumb in an iced rag and drive themselves
to the hospital. I bet they all know their blood type.
Cameron’s love of outdoor adventure began
when he was a kid in rural New Jersey. “We weren’t
allowed in the house during the summer,” he said.
But it didn’t become a career until the mid-’90s. He
joined the army at 17, and things took a motorsports
turn when he came across a book about the Camel
Trophy race. He was so enthralled that he joined the
U.S. Camel Trophy team and competed from 1996
until the last running in 2000. He claimed second
place in ’96 and, perhaps more important, met Webb
Arnold, a fellow competitor, now a fellow instructor.
All the CAM instructors seem to be veterans,

How to Winch
off-road racers, or both. Their focus for the past 20
years has been military training: in trucks, on bikes
and horses, amid snow, in deserts and jungles. “We
spend probably 100 days a year in a tent,” Ken said.

in a Pinch
What makes his classes different from many other
off-road experiences is the focus on self-sufficiency
and on-trail fixes. Techniques for minimizing vehi-
cle damage are the starting point, but if something
breaks despite best practices, the students pull on
We head out into the Utah wilderness with their gloves and start wrenching. Arnold tells me it’s
the Cameron Advanced Mobility team to learn often the first time many soldiers ever turn a bolt:
to off-road like military special forces. “You get some sharpshooter from New York, and he’s
never owned a car, let alone worked on one.”
My CAM class was less military, more civilian
expeditionary. High-end but still rugged adventure
training is a new addition to the CAM offerings.
ira Cameron looked concerned. “You Ken’s group can arrange a safari-style experience
don’t know your blood type?” anywhere in the world, with as much (or as little)
“I don’t do a lot of bleeding,” I support as the client desires, including prepared
mumbled. campsites and a private chef. I was almost disap-
To be clear, I wasn’t bleeding. I was pointed, since I had just learned how to pronounce
just checking in at Cameron Advanced “bivouac,” but even if we were drinking rosé around
Mobility (CAM) for a three-day wilder- a campfire each evening, the driving during the day
ness training experience in the ruddy was genuinely hard: climbing hills so steep that the
rock canyons near Arches National windshield showed only clouds, with loose sand
Park in Utah. I’d remembered my below the tires and jutting boulders ahead, and ver-
hiking boots, headlamp, and work gloves—okay, flowered tical winch exercises across slick rock faces. “They’re
gardening gloves, but they have leather palms—so I was just your standard crane-operator signals,” instruc-
feeling fairly confident about training with a team whose tor Charles Hendrickson told me, as I nervously
usual students were military special forces preparing to off- waved my driving partner forward with one hand
road in war zones. Until the blood question. while whirling the other in a command for winch-in.
“I’m an EMT. It’ll be fine,” said CAM founder and lead I may never need to use my standard crane-
instructor Ken Cameron. Kira signed me in and waved me operator signals or move two cars with one starter
toward the hotel bar, where several broad and bearded men (start one, remove starter, install in second car,
were comparing stories of how and when they reattached start), but knowing that it’s possible, and that I’m
their fingers. First lesson of the trip: Table saws are real bas- capable, is a confidence boost for any future adven-
tards, and duct tape always comes in (sorry for this) handy. ture. I guess that makes me B positive?

26 ILLUSTRATION BY DILEK BAYKARA ~ SEPTEMBER 2023 ~ CAR AND DRIVER

 ONLY

$39
plus FREE
earrings!

ÌÌÌÌÌ
®

I FREE

Join more than 1 million

thrilled diamondAURA® customers

FREE
a $99 value!

Stauer® | AFFORD THE EXTRAORDINARY

®
28 SEPTEMBER 2023 ~ CAR AND DRIVER
 IF YOU’VE EVER WONDERED WHAT
A MORE GROWN-UP HONDA CIVIC
TYPE R WOULD BE LIKE, THE INTEGRA
TYPE S PROVIDES THE ANSWER.

~
By Dan Edmunds
Photography by Marc Urbano

29
 e’re on record as being huge fans of the
Honda Civic Type R. The Type R helped put
the Civic on our 10Best list. It also topped
the Toyota GR Corolla and Volkswagen Golf
R in our “Hatchbacks That Go GRRR” com-
parison test [April 2023], and by no small
margin. And who could forget its standout
performance at the most recent Lightning
Lap, wherein it became the event’s fastest front-driver and the first of
that species to break the three-minute mark?
As quick and rewarding as the Type R is on circuit and canyon road
alike, it’s not perfect. The Acura Integra Type S, on the other hand, just
might be. It retains all the performance goodness of the Type R but
neatly rounds off many of the Honda’s daily-driving rough edges. The
main drawback is the $51,995 base price, which outpaces the 2023 Type
R by $7105. That figure makes more sense when you consider that Acura
sees its competition as the Audi S3, the BMW M235i xDrive Gran Coupe,
and the Mercedes-AMG CLA35 4Matic.
Chucking the new Integra Type S between the guardrails along Cali-
fornia’s Highway 39, we immediately see that this machine has the same
sharp steering, deft handling, and colossal grip of its rough-mannered
sibling. It still pulls mightily out of corners, with a helical limited-slip
differential and clever dual-axis strut front suspension absolving the
Type S powertrain of the usual high-horsepower front-wheel-drive sins
[see “Super Struts,” page 34].
Acura recalibrated the turbocharged 2.0-liter engine to deliver 320
horsepower and a smidge more part-throttle midrange torque. Peak
potency requires 93 octane. On high-test fuel, the Integra reels in 60
mph in 5.1 seconds and the quarter-mile in 13.7 seconds at 105 mph. Both
times are a couple of tenths behind the quickest Civic Type R we’ve tested.
Meanwhile, the presumptive German rivals, with their all-wheel-
drive traction, launch control, and automatic transmissions, accelerate
quicker, reaching 60 mph in 4.2 to 4.4 seconds. Look to them if you favor
drag racing. Thanks, but we’ll gladly take the Integra, with its lighter

Moby look-alike
can’t let go of the
Integra’s slick
six-speed shifter.

30 SEPTEMBER 2023 ~ CAR AND DRIVER

HIGHS QUICK AND REWARDING, SMOOTH
DAILY-DRIVE RIDE, ATTRACTIVE AND
COMFORTABLE INTERIOR. LOWS $7105
MORE THAN A CIVIC TYPE R, SEATS JUST
FOUR, REDUCED STRAIGHT-LINE FIZZ
RELATIVE TO TYPE R. VERDICT THE
MATURE AND HIGHLY DESIRABLE TYPE.

31
3212-pound weight (361 to 413 pounds
less) and mandatory manual gearbox.
The six-speed shifter feels as surgical
as ever, but Acura made one change we
fully support. The Type R’s metal shift
knob, which can get hot enough to burn
off fingerprints, has been replaced with
a satisfying leather-sleeved upgrade.
The shift diagram is still engraved
metal, so you could brand your palm if
you shift like an ape. Determined mas- A leather band
on the metal
ochists can opt for a dealer-installed shift knob is just
all-titanium substitute, and now it’s enough insulation
equally possible for wounded Type R to keep from
burning a hand
owners to visit an Acura parts counter on a hot day, an
for relief. experience Civic
Much of the Type S’s dynamic good- Type R owners
know all too well.
ness derives from a shared platform
using the same floorpan, firewall, and
suspension hard points. The suspension
and its adaptive dampers are identical, so long as we’re mind. It’s meant to kick ass at Lightning Lap; R is for Race-
talking hardware. All the various links and bushings track. Acura optimized the Integra Type S, on the other
are shared, and the springs and anti-roll bars are off the hand, around the idea of sporty street driving. The alliter-
same rack too. You get the same 265/30ZR-19 Michelin ation isn’t as tidy, but S is for Street Sports, or something.
Pilot Sport 4S summer tires and boffo brakes featuring For anyone who has pondered what extra soundproof-
four-pot Brembo front calipers and aluminum-hat, iron- ing would do for a Type R, look to the Type S. The Integra
surface ventilated rotors. In light of all of this, it should go has more insulation than the Civic in its floor and firewall.
without saying that both cars share a 107.7-inch wheel- The total weight difference is 29 pounds, according to our
base and broad front and rear track widths of 64.0 and scales, but that’s not merely insulation. The Integra’s body
63.5 inches, respectively. And their braking distances are features different stampings that give it better strength
equally stellar, with the Type S needing just 153 feet to stop and noise-attenuating characteristics. And there’s more to
from 70 mph and 305 feet from 100 mph. it—the software controlling the Type S’s adaptive dampers
But there are differences. Chief engineer Masashi Iwai’s produces less rebound damping, which is obvious. The Type
vision snaps the reasons into focus: Essentially, Honda S feels far less punishing over the roughest bits of tarmac,
conceived the Type R with timed events and track days in with dampers able to catch their breath and return to center.

32 SEPTEMBER 2023 ~ CAR AND DRIVER

 The combined effect of all of this is a more
fluid and settled ride, with less tire noise
Counterpoints
despite the two wearing identical Michelins. The Acura Integra Type S lacks a stupidly
Sport and Sport+ are no longer out of the ques- huge rear wing. There’s no automatic trans-
tion on uneven pavement, although the Com- mission. Forget any pretense that it’s about
fort damper setting is still plenty compelling. “overlanding.” No gooey hybrid system, no
You’ll want to customize Individual mode to heavy all-wheel drive, no panoramic sunroof, and no
dial up the steering effort, though, because goofy graphics. The interior isn’t that luxurious, but so?
the electric-power-steering maps are tweaked. There’s a volume knob, the seats are well shaped, the
Response and turn-in eagerness are still razor shifter is damn near perfect, and that’s enough. Does
sharp across all settings, but Comfort mode’s it feel like it should cost over $50,000? No. It should be
effort level is now a tad lighter than we prefer. $39K. And Acura should be ashamed that it charges
We measured 1.02 g’s on the skidpad, which another $600 for any paint color that isn’t Lunar Silver
equals what the Type R garnered on the same Metallic. But do I want one? Yes. —John Pearley Huffman
asphalt. This outpaces the German rivals’ 0.91
to 0.98 g, but the relaxed rebound damping Do you live near a road that bends back
(and the loss of the Type R’s +R mode and fully and forth like a small intestine? Do you
defeatable stability-control settings) makes it need 1.02 g’s of grip in your daily driver?
feel a touch different. If you said yes, then the Acura Integra
The chief engineer’s vision explains other Type S is the car for you. It slices, it dices, it juliennes
disparities. Compared with the Type R, the your favorite corners. But wait—there’s more. Rock-
Type S flies under the radar (gun), with a small eting out of corners is as easy as stomping on the gas
lip spoiler instead of a stand-up wing, as well as and letting the front tires and the magic differen-
more cleanly integrated (but still voluminous) tial figure it out. Just set it and forget it. This is the
grille intakes for the radiators, intercooler, and wingless and more civilized Honda Civic Type R for
brake-cooling ductwork. The seat bolsters are those of us on the far side of 40. And it’s yours for just
somewhat less aggressive but no less grippy, two easy payments of $25,997.50. Act now, because
though they lose their shoulder-harness holes. the Integra Type S is certain to sell out, and cars like
The driver gets a 12-way power-adjustable this are here for a limited time only. —Tony Quiroga

33
seat. The front chairs are heated and sit
slightly higher, but we prefer the higher
bolsters offered in the R. While the
minor reduction in front headroom is
less helmet friendly for very tall drivers,
there’s still plenty. And red with black
isn’t the sole interior scheme—Ebony
and Orchid with black are available too.
The Type S also gets a standard
16-speaker ELS Studio 3D audio system
that sounds fantastic. But that’s not the
only good noise, because the Type S
sports a unique exhaust that lacks the
Type R’s front resonator. The result is a
deeper and less kazoo-like tone that’s
quieter at idle in the Comfort engine
mode, but it also growls, spits, and pops
in Sport+ in a rowdier way the Type R
can’t match. Why? Honda sells the Type lute blast, and we love it to death. But the Fender flares increase
R across the globe, and some markets get new Acura Integra Type S gives the same the body width by
2.8 inches to make
touchy about such things. Acura’s Type S is thrills to nearly the same degree in a more room for the wider
exclusively for North America. grown-up package that we could live with 265/30R-19 tires.
The Honda Civic Type R is an abso- for the long haul.

STRUT YOUR STUFF steering and vertical sus-

pension movement. This
trations show it is signifi-
cant. Ditto the effective
The strut front suspension pavement via the front results in a highly inclined spindle length, which is
is ubiquitous because it’s tires summons the dreaded steering axis that makes it substantially reduced by
cheap and space-efficient, torque-steer monster. To hard to rein in certain 0.75 inch.
but it also does a surpris- avoid this, many high- torque-steer enablers, The added knuckle and
ingly good job of steering performance compacts such as larger dimensions its revised steering axis
and suspending many sprout all-wheel drive and for scrub radius and effec- bring other advantages.
vehicles. This is true even route some of their torque tive spindle length. The knuckle’s face has
in sporty rear-drive rearward, but that’s a A dual-axis strut solves been canted to increase
machines such as the costly and heavy solution. this by separating the negative camber from 0.4
Porsche 718 Cayman. But The Honda Civic Type R steering axis from the to 1.5 degrees, which keeps
in front-drive cars with and the Acura Integra Type vertical-motion axis via an the tires loaded evenly
sporting intentions, a S maintain front-wheel added steering knuckle during hard cornering and
typical strut suspension drive and deploy a different that pivots on its own ball greatly improves grip.
works only adequately. fix: the dual-axis strut. joints. Acura doesn’t Viewed from the side, the
That’s because sending Normal struts employ a quantify the scrub-radius steering-axis caster angle
copious torque to the single shared axis for reduction, but scaled illus- has been reclined from 5.3
to 7.7 degrees, a tweak
Steering that improves the steer-
axis Steering
DUAL-AXIS axis CONVENTIONAL ing’s natural recentering
STRUT STRUT and feel.
This bolt-on solution isn’t
as involved, expensive, or
Effective
spindle heavy as adding all-wheel
length drive, and it uses the Integ-
I LLU ST RAT IO N BY P E TE S U CH ES K I

Knuckle Effective ra’s existing suspension

spindle
length mounting points. The only
drawback isn’t a drawback
in the case of the Type S:
Bulging fenders are neces-
sary to contain the result-
ing 3.5-inch increase in
Scrub Scrub
radius radius track width. Bonus.

34 SEPTEMBER 2023 ~ CAR AND DRIVER

2024 ACURA Drivetrain
Transmission: 6-speed manual
R: 12.0 x 0.4-in disc, 1-piston sliding caliper
Stability Control: partially defeatable
INTEGRA TYPE S Final-Drive Ratio .................... 3.84:1, helical-gear
limited-slip differential Wheels and Tires
Wheels: cast aluminum, 9.5 x 19 in
Price GEAR RATIO MPH PER MAX SPEED
$53,785
As Tested ...........................
Base ................................................................... $51,995
1 .........
1000 RPM
3.63 ......... 5.2 ...............
IN GEAR (rpm)
37 mph (7200)
Tires: Michelin Pilot Sport 4S
265/30ZR-19 (93Y) DT1
2 ......... 2.12 .......... 9.0 ............... 65 mph (7200) Dimensions
3 ......... 1.53 .......... 12.4 .............. 89 mph (7200) Wheelbase .................................................................... 107.7 in
Vehicle Type: front-engine, front-wheel-drive, 4 ......... 1.13 ........... 16.9 .............. 122 mph (7200)
4-passenger, 4-door hatchback Length ............................................................................ 186.0 in
5 ......... 0.91 .......... 20.9 ............. 150 mph (7200) Width ................................................................................. 74.8 in
Options: carbon-fiber spoiler, $950; Platinum 6 ......... 0.73 ......... 25.9 ............. 167 mph (6450)
White Pearl paint, $600; premium carpet Height ............................................................................... 55.4 in
floor-mat set, $240 Chassis Front Track .................................................................. 64.0 in
Infotainment: 9.0-inch touchscreen; wireless unit construction Rear Track ..................................................................... 63.5 in
Android Auto and Apple CarPlay; satellite radio Body Material: aluminum and steel stampings Ground Clearance ....................................................... 4.0 in
(3 months included); 1 USB, 1 USB-C (for power Passenger Volume, F/R ..................................... 54/43 ft3
only), and Bluetooth inputs; ELS Studio 3D Steering Cargo Volume ................................................................ 24 ft3
stereo, 16 speakers rack-and-pinion with variable ratio and
variable electric power assist
Engine Ratio ............................................................... 11.6–14.9:1
Turns Lock-to-Lock ............................................. 2.1 TEST RESULTS
turbocharged and intercooled inline-4,
aluminum block and head Turning Circle Curb-to-Curb .................. 39.7 ft
Bore x Stroke ...... 3.39 x 3.38 in, 86.0 x 85.9 mm Suspension Acceleration
Displacement ................................ 122 in3, 1996 cm3 F: ind; strut located by a control arm; coil
Compression Ratio ............................................. 9.8:1 140
springs; 3-position electronically controlled
Fuel Delivery: direct injection dampers; anti-roll bar 22.8
Turbocharger: Mitsubishi TD04 R: ind; 1 trailing arm, 2 lateral links, and a 18.7
Maximum Boost Pressure ....................... 25.2 psi toe-control link per side; coil springs; 14.8
Valve Gear: double overhead cams, 4 valves 3-position electronically controlled dampers; 105 12.3 1/4-MILE
per cylinder, variable intake- and exhaust-valve anti-roll bar 100 13.7
timing and variable exhaust-valve lift 10.2
Redline/Fuel Cutoff ................... 7000/7200 rpm Brakes

MPH
8.1
Power ........................................... 320 hp @ 6500 rpm F: 13.8 x 1.1-in vented disc, 4-piston fixed
Torque ....................................... 310 lb-ft @ 2600 rpm caliper 6.6
5.1
60
4.0
3.1
30
0 2.0 SEC 30

Results in graph omit 1-ft rollout of 0.3 sec.

Rolling Start, 5–60 mph ................. 6.0 sec
It’s the same K20C1 Top Gear, 30–50 mph .................... 10.7 sec
inline-four used in Top Gear, 50–70 mph ..................... 6.9 sec
the Civic Type R and Top Speed (mfr’s claim) .............. 167 mph
built in Anna, Ohio,
but Acura found it Handling
a 5-hp bump for the Roadholding, 300-ft Skidpad ....... 1.02 g
Integra Type S. Understeer: minimal
Braking
70–0 mph .............................................. 153 ft
COMPETITORS 100–0 mph .......................................... 305 ft
BASE,
Little premium-brand cars with $ x 1000* Fade: none
EP EL
FU
A EC
CO ON M

big performance numbers.

45

MB O PG

Weight
IN MY,
ED

Curb ....................................................... 3212 lb

TIO ILE

48

Per Horsepower ................................ 10.0 lb

SE N,
RA - M

C
LE 1/4

Distribution, F/R ....................... 61.5/38.5%

28

Acura Integra Type S

CE
AC

320-hp 2.0-L I-4, Fuel

26

CARGO VOLUME,

6-sp man Capacity ............................................. 12.4 gal

54

24

Audi S3 Octane ......................................................... 93

CU FT

306-hp 2.0-L I-4,

22

7-sp auto C/D Fuel Economy

ACCELERATION, SEC
60-MPH

BMW M235i xDrive 0 20 30 Observed ............................................ 23 mpg

Gran Coupe 75-mph Hwy Driving ....................... 31 mpg
6
15

302-hp 2.0-L I-4, 75-mph Hwy Range ......................... 380 mi

3700

0.
86
4
15

8-sp auto
Cadillac CT4-V EPA Fuel Economy
3500

ID G,
G SK DIN

325-hp 2.7-L I-4, Comb/City/Hwy .................... 24/21/28 mpg

-
0.9

D, FT OL
0

10-sp auto
PA 00- DH
8
15

3 OA
3300

Interior Sound Level

R
1.0
4

*Includes performance- Idle ......................................................... 42 dBA

70 RAK
B
–0 IN

3100

enhancing options. Full Throttle ....................................... 89 dBA

-M G,
PH FT

70-mph Cruising .............................. 73 dBA

CURB WEIGHT, LB

TESTED BY DAV I D B E A RD IN C HE L SEA, M I 35

AMID THE CURRENT
MAELSTROM OF
OVERPRICED AND
OVERSIZE TRUCKS
AND SUVS, TODAY’S
REMAINING CROP OF
MID-SIZE SEDANS
LOOKS MORE SENSIBLE
THAN EVER.

36
 By Joey Capparella
Photography by Michael Simari

37
 that new vehicles, especially pickups and SUVs, are suf-
fering from ballooning prices, enlarged footprints, and
swelling equipment lists. But the humble mid-size sedan
soldiers on, much the same as it ever was. You probably
hardly even notice these four-doors anymore. But they’re
still here, serving as trusty steeds for commuters, parents,
teenagers, and—perhaps most of all—the ride-share driv-
ers and DoorDashers of America.
With a new Honda Accord having hit the scene for
2023, it was time to pit our perennial favorite against its

38 SEPTEMBER 2023 ~ CAR AND DRIVER

current cohort. Everyone likes to talk about the demise The 11th-generation Accord, already the recipient of a
of passenger cars, but even though the family-sedan seg- 10Best award for 2023, is here in EX form. With the top
ment dwindled significantly several years ago, there’s still trims now available only as hybrids, this is the highest-
a healthy set of mainstays that have stuck around. For this spec version of the Accord you can get with the base tur-
test, we targeted a price point in the low $30,000s and bocharged 1.5-liter inline-four. It stickers for $30,705, the
avoided hybrid powertrains and flashy option packages in lowest price in the test.
search of affordable sedans that deliver passenger-friendly Hyundai has already revealed a less piscatorial version
practicality and the best driving experience. of the Sonata for 2024, but it wasn’t available yet, so we
These plebeian sedans don’t exhibit the manic price tested a $33,600 2023 Sonata SEL Plus model with a turbo-
inflation seen in much of the automotive market. The charged 1.6-liter inline-four.
average as-tested price in this group is $32,550—far below The Subaru Legacy, despite finishing last in our most
the average transaction price of all new cars, which is sky- recent comparison of this group, returns with a 2023
rocketing toward $50,000, making the four-door car look refresh that brings the turbocharged 2.4-liter flat-four to
like a relative bargain. the Sport trim level. This time around, the Legacy is the
most powerful but, at $34,915, also the most expensive.
And naturally, we couldn’t leave out the bestselling
If this were an Toyota Camry. It shows up as a sparsely equipped $30,981
album cover, the SE model, with all-wheel drive as just about the only fac-
band would be
called Your Driver tory option.
Is a Block Away.
Please excuse the
Sonata’s outra-
geous paint color.
Such a peacock.

39
 The Legacy’s
engine wins the
acceleration
battle, but the
rest of the car
loses the war.

We invited some others, including the The Legacy won points for its comfortable Subaru Legacy
Chevrolet Malibu (the only American player rear seat, generous list of features, and quick Sport
remaining in this space), the Kia K5, and the acceleration courtesy of the Sport’s 260-hp Highs Potent
Nissan Altima, but the automakers declined turbo four. But that was about it. engine, roomy
to participate, leaving us to decide a finish- While its sub-six-second sprint to 60 mph rear seat, lots
ing order for this quartet. Unassuming as might appear to lend some credence to its of features. Lows
they are, the four sedans provide customers Sport badge, one turn of the steering wheel Loosey-goosey
with an enticing combination of affordability puts the kibosh on that notion. With this much handling, dated
and efficiency—some more than others, of body roll, brake dive, and squat in play, maybe screen graph-
course—that’s increasingly elusive among Subaru should just raise the Legacy and slap ics, high price.
new cars these days. on a Wilderness badge like it has done with Verdict Subaru’s
several other models. Remember the Sport sedan acts
4th Place: Subaru Legacy Utility Sedan? Its spirit lives on here. too much like
If you buy a Subaru without black plastic clad- The Legacy unsurprisingly was the thirst- its high-riding
ding on the sides, can you still go camping in iest of the group, and the CVT automatic Outback kin.
it? The Legacy sedan doesn’t look particu- doesn’t do a good job of managing the engine’s
larly rugged, but it does feature classic brand torque curve, exaggerating the sensation of
tenets, including standard all-wheel drive and turbo lag. Plus, the Subaru’s highest-in-test
cleverly integrated roof-rack mounts. price felt egregious given its unsatisfying mix-

SEPTEMBER 2023 ~ CAR AND DRIVER

 2023 Honda 2023 Hyundai 2023 Subaru 2022 Toyota
Accord EX Sonata SEL Plus Legacy Sport Camry SE AWD
Base/As Tested $30,705/ $30,705 $33,390/$33,600 $34,915/$34,915 $30,355*/$30,981*
Dimensions
Wheelbase 111.4 in 111.8 in 108.3 in 111.2 in
Length/Width/Height 195.7/73.3/57.1 in 192.9/73.2/56.9 in 191.1/72.4/59.1 in 192.7/72.4/57.1 in
Track, F/R 63.0/63.8 in 63.4/63.7 in 62.2/63.4 in 62.2/63.2 in
Passenger Volume, F/R 53/50 ft3 62/42 ft3 55/49 ft3 54/46 ft3
Trunk Volume 17 ft3 16 ft3 15 ft3 15 ft3
Powertrain
Engine turbocharged DOHC 16-valve turbocharged DOHC 16-valve turbocharged DOHC 16-valve DOHC 16-valve inline-4
inline-4 inline-4 flat-4 152 in3 (2487 cm3)
91 in3 (1498 cm3) 98 in3 (1598 cm3) 146 in3 (2387 cm3)
Power, hp @ rpm 192 @ 6000 180 @ 5500 260 @ 5600 202 @ 6600
Torque, lb-ft @ rpm 192 @ 1700 195 @ 1500 277 @ 2000 182 @ 4400
Redline 6500 rpm 6500 rpm 6400 rpm 6750 rpm
lb per hp 16.9 18.6 14.3 17.5
Driveline
Transmission CVT 8-speed automatic CVT 8-speed automatic
Driven Wheels front front all all
Final-Drive Ratio:1 5.36 3.37 3.90 2.80
Chassis
Suspension F: struts, coil springs, F: struts, coil springs, F: struts, coil springs, F: struts, coil springs,
anti-roll bar anti-roll bar anti-roll bar anti-roll bar
R: multilink, coil springs, R: multilink, coil springs, R: multilink, coil springs, R: multilink, coil springs,
anti-roll bar anti-roll bar anti-roll bar anti-roll bar
Brakes F: 11.5-in vented disc F: 12.0-in vented disc F: 12.4-in vented disc F: 12.0-in vented disc
R: 11.1-in disc R: 11.2-in disc R: 11.8-in vented disc R: 11.1-in disc
Stability Control partially defeatable partially defeatable, partially defeatable partially defeatable,
traction off traction off
Tires Michelin Energy Saver A/S Pirelli P Zero All Season Yokohama Avid GT Hankook Kinergy GT
225/50R-17 94V M+S 245/40R-19 94W M+S 225/50R-18 95V M+S 235/45R-18 94V M+S

TEST RESULTS
Acceleration
0–30 mph 3.0 sec 2.6 sec 2.3 sec 2.6 sec
0–60 mph 7.3 sec 7.1 sec 5.7 sec 7.6 sec
0–100 mph 18.2 sec 18.4 sec 14.5 sec 19.7 sec
0–130 mph — — 29.8 sec 42.0 sec
1/4-Mile @ mph 15.7 sec @ 93 15.5 sec @ 92 14.3 sec @ 99 15.8 sec @ 90
Results above omit 1-ft rollout Results above omit 1-ft rollout Results above omit 1-ft rollout Results above omit 1-ft rollout
of 0.3 sec. of 0.5 sec. of 0.3 sec. of 0.3 sec.
Rolling Start, 5–60 mph 8.2 sec 7.4 sec 6.0 sec 8.1 sec
Top Gear, 30–50 mph 4.0 sec 3.9 sec 3.4 sec 3.7 sec
Top Gear, 50–70 mph 5.1 sec 4.7 sec 4.2 sec 5.1 sec
Top Speed 118 mph (gov ltd) 140 mph (C/D est) 140 mph (C/D est) 135 mph (C/D est)
Chassis
Braking, 70–0 mph 184 ft 175 ft 185 ft 176 ft
Roadholding,
300–ft Skidpad 0.85 g 0.86 g 0.80 g 0.85 g
Weight
Curb 3239 lb 3350 lb 3719 lb 3528 lb
Distribution, F/R 59.9/40.1% 59.8/40.2% 59.5/40.5% 58.2/41.8%
Fuel
37 36 37 31 34 36
32 29 31 30 28 29
27 26 23 25
EPA Combined mpg
EPA City mpg
EPA Highway mpg
C/D 200-mi Trip mpg
Capacity/Octane 14.8 gal/87 15.9 gal/87 18.5 gal/87 14.4 gal/87
75-mph Hwy Driving 40 mpg 36 mpg 31 mpg 36 mpg
75-mph Hwy Range 590 mi 570 mi 570 mi 510 mi
Sound Level
Idle/Full Throttle 40/76 dBA 37/75 dBA 41/73 dBA 40/76 dBA
70–mph Cruise 69 dBA 69 dBA 69 dBA 70 dBA

TESTED BY DAV I D B E A RD AND MI K E S UT TON I N CH E LS EA , MI *Pricing reflects 2023 model year. 41

Just like the
original Camry
from 1983, you
start this Toyota
with a piece of
metal that you
turn in a slot on
the steering
column.

ture of interior materials and its dated and

cartoonish infotainment graphics. The 11.6-
inch portrait-style touchscreen is the larg-
est here, but the design doesn’t use that real
estate effectively, and the onscreen buttons
and menus aren’t arranged logically.
The Legacy ends up being far less than
the sum of its parts. All the right elements
appear to be present, but the mismatch
between the engine power and the relaxed
handling and chassis results in a sedan at
odds with itself.

3rd Place: Toyota Camry

When someone says “family sedan,” most
people think of the Camry. And for good
reason. It goes down the road purpose-
fully, as the well-tuned damping and nicely
weighted steering combine for a satisfying
ride-and-handling balance.
But the car built around this will- Toyota Camry
ing chassis is starting to show its age. We SE AWD
were shocked to find that our car still had Highs Composed
a physical key that you insert into the igni- chassis, good fuel
tion switch. The dashboard layout is also a economy, easy-to-
throwback, with old-school analog gauges use controls.
and a small 7.0-inch touchscreen that are Lows Sluggish,
straight out of 2012. At least the ergonomics noisy cabin,
are sound, thanks to plenty of hard buttons sparsely equipped.
and knobs. And even though the Camry’s Verdict An aging
sheer ubiquity allows it to blend in with just player that’s still
about any landscape, the overly complex in the game, but
exterior design—especially the front end— not headed for the
hasn’t grown on us. hall of fame.

42 SEPTEMBER 2023 ~ CAR AND DRIVER

Hyundai Sonata With the only naturally aspirated engine think they accidentally booked an Uber
SEL Plus here, the Camry’s powertrain always feels Black. Unlike the Accord and the Camry, the
Highs Great to a step behind. The buzzy and peaky four- Sonata provides rear-seat occupants with air
look at, upscale cylinder isn’t a good match for the eight- vents and a USB port. Yes, even this higher-
interior, strong speed automatic transmission, which is trim example has blank buttons and a few
performance. reluctant to downshift. This, plus the extra hard-plastic trim pieces, but it makes up for
Lows Engine weight of the all-wheel-drive system, means those deficiencies with an easy-to-use touch-
lacks refine- the Toyota struggles to keep up. Still, it did screen, HVAC controls with an upscale look
ment, chassis manage to tie the front-wheel-drive Accord and feel, and a well-integrated digital gauge
lacks compo- in observed fuel economy. cluster. We also appreciated small, thought-
sure, brake This generation of the Camry has sol- ful touches such as the display in the gauge
pedal lacks diered on for six long years, and it still cluster that pops up when you activate the
feel. Verdict The behaves like a mid-size sedan should. We’re windshield-wiper switch or lets you know
spiffiest sedan eager to see what the upcoming next-gen that the car in front has pulled away.
here comes model has in store. But the Sonata’s pizazz goes only so far.
up a tad short Most notably, it doesn’t extend to the driv-
dynamically. 2nd Place: Hyundai Sonata ing experience. The 180-hp turbo four hits
With a crisp design and impressive attention its marks on paper, achieving the second-
to detail inside and out, the Hyundai is the quickest acceleration to 60 mph despite
only sedan here that looks more expensive having the least horsepower in the group.
than it is. Your ride-share passenger might But it’s not as refined as the Accord’s engine,

A Sonata driver
once famously got
a 147-mph
speeding ticket.
That’s not really
relevant here, but
we just like
bringing it up.

43
Even a cheapo
Accord exudes
greatness, as
evidenced by this
EX and its impec-
cable manners.

Honda Accord EX emitting an agricultural growl under hard feedback, meaning the Sonata is competent
Highs Balanced acceleration and sending vibrations into but not engaging.
ride and handling, the cabin. The Hyundai also finishes signifi- While these are hardly fatal flaws in a
smooth drivetrain. cantly behind the Toyota and the Honda in mainstream sedan, they prevent the Hyun-
Lows Some rental- observed fuel economy. dai from feeling entirely coherent. As nice as
grade interior Although the Sonata has the best skid- it is, it’s not the sedan we’d choose.
materials, short pad and braking performance numbers of
on features. the group at the test track, we never got into 1st Place: Honda Accord
Verdict Despite a groove with it on our handling loop. Its The new Accord is still on top, but not with-
some decontent- structure feels less stiff than the others, and it out caveats. Obvious cost cutting has come
ing, the Accord lacks the quiet composure of the Accord and to this latest generation, especially in the
still does what the the Camry on bumpy roads. Plus, the brake nonhybrid models. The hybrid Sport, EX-L,
Accord does best. pedal feels wooden, and the steering lacks Sport-L, and Touring trim levels appear to
be Honda’s priority now, as the company is
aiming to sell half of all Accords with the
pricier hybrid setup. But the gas-only LX
and EX by comparison seem to have gotten
short shrift. The lack of a leather-wrapped

44 SEPTEMBER 2023 ~ CAR AND DRIVER

steering wheel is the most obvious example of cheapness situation beautifully: The highway ride is sublime, the
in this EX, but the abundance of hard plastics, the small steering weights up nicely in corners, and the continu-
7.0-inch touchscreen, and the barren rear seat also give ously variable automatic transmission is a smooth oper-
off rental-car vibes. Plus, even though we like the new ator, effectively taking advantage of the low-end torque
Accord’s smooth shape and athletic proportions, its rel- from the near-silent turbo four.
atively small 17-inch wheels give away that you bought The Honda not only wins on its refined feel and man-
the poverty spec. ners but also achieves the best highway fuel economy and
Fortunately, there’s real substance here to offset has the most spacious trunk in the test. Plus, it costs less
the low-budget touches. While the Sonata gives off a few than the rest, which partially excuses its lack of features
luxury-car vibes, the Accord actually drives like it belongs and amenities. While $30,000 might buy you less than it
in the next class up—and that’s what we care about more used to, the Accord still manages to provide more car for
anyway. It simply does what it’s told and adapts to every the money than any of its competitors.

GRAND TOTAL
1/4-MILE ACCELERATION*
FEATURES/AMENITIES*
REAR-SEAT COMFORT
REAR-SEAT SPACE*

EXTERIOR STYLING
REBATES/EXTRAS*
INTERIOR STYLING

AS-TESTED PRICE*
DRIVER COMFORT

FUEL ECONOMY*

PERFORMANCE*
FIT AND FINISH

STEERING FEEL
TRANSMISSION
CARGO SPACE*

Experience
Powertrain

FUN TO DRIVE
FLEXIBILITY*
ERGONOMICS

ENGINE NVH

BRAKE FEEL
FINAL
SUBTOTAL

SUBTOTAL

SUBTOTAL
HANDLING
Chassis
Vehicle

RESULTS

RIDE
Maximum points available 10 10 5 5 5 10 10 10 10 5 20 100 20 5 10 10 10 55 20 10 10 10 10 60 25 240
1. Honda Accord 9 9 4 5 5 3 9 8 8 1 20 81 13 3 10 9 9 44 19 9 9 10 9 56 23 204
2. Hyundai Sonata 9 9 4 2 5 8 9 9 9 2 18 84 14 4 4 8 8 38 20 8 8 8 9 53 20 195
3. Toyota Camry 8 8 4 4 4 3 7 6 7 1 20 72 13 4 10 7 7 41 20 7 8 7 9 51 19 184
4. Subaru Legacy 7 7 5 5 4 10 7 7 6 1 17 76 20 4 2 7 6 39 18 6 7 6 7 44 16 175
*These objective scores are calculated from the vehicles’ dimensions, capacities, rebates and extras, and/or test results.

This photo offers

shrewd readers a
clue to the place
in which the
Hyundai finished.
Come to think of
it, so does the one
on pages 38–39.

45
46
 If you could have
the same luxury sedan
with EITHER gas or
electric power, which
one would you choose?
THE 7-SERIES HELPS ANSWER
THAT QUESTION.

By Rich Ceppos
PHOTOGRAPHY BY GREG PAJO

SEPTEMBER 2023 ~ CAR AND DRIVER 47

 aving options is a great thing. Succession or S-class, but BMW’s rival puts its lozenge-shaped
Ted Lasso tonight? Nikes or Skechers to the EQS EV on bespoke underpinnings. BMW’s
office today? French fries or a side salad with twofer strategy offers the opportunity for a
lunch? BMW is now offering buyers of its all-new different kind of comparison test: pitting a car
max-luxe 7-series sedan an intriguing choice: against itself. We gathered the gas-fired 760i
Gas or electric? With either, the rest of the menu xDrive and the electric i7 xDrive60 and drove
is the same. them back to back in hopes of revealing whether
BMW isn’t the only carmaker building one of those propulsion systems better supports
internal-combustion and battery-powered vehi- the 7-series’ luxury mission.
cles on the same platform; Ford, Genesis, and The 760i and the i7 are a natural match for
Volvo are doing it too. BMW is, however, the first this platform comparison for one simple reason:
in the upper-crust luxury-sedan space to try it. power. The 760i’s S68 twin-turbo 4.4-liter V-8
The 7-series competes with the Mercedes-Benz and the i7’s pair of current-excited AC synchro-
nous motors spin up an identical 536 horses.
(The other gas model in the 7-series lineup, the
six-cylinder 740i, puts out 375 horsepower.)
Torque output is within four pound-feet of each
other too. Serendipity.
The gas and electric 7s hide their true identi-
ties beneath a cloak of virtually identical body-
work. Hint: If you don’t see exhaust tips, it’s the
EV. Their mirror-image cabins are a haven of
peace, haute design, and plush materials. Climb
behind the wheel of either, and you’ll feel like
your net worth just shot up faster than a SpaceX
rocket. It’s a long scroll down the list of standard
equipment, as it should be with cars that start at
these prices—$117,395 for the 760i and $120,295
for the i7. From the super-soft leather covering
almost every surface and the glass control knobs

48 SEPTEMBER 2023 ~ CAR AND DRIVER

to the 655-watt Bowers & Wilkins audio sys- slightly, which BMW says reduces rear leg- Whether you go
tem with its delicately hewn metal speaker room by a half-inch—not that you can tell. gas (760i, top)
or electric (i7,
grilles, every detail is beautifully executed. It’s like a limo back there, essentially identical above), the flight
That’s just the start. The 7-series offers a to the 760i, with enough room for a six-foot deck is almost the
tempting menu of decadent, labor-saving, human to stretch out fully in the reclining same. Gas rocks
a three-spoke
and driver-assist side dishes. Both of our test lounge seat once the front passenger’s chair wheel; the EV gets
cars had enough delectable extras to rival a dutifully motors forward. The i7’s raised a two-spoker.
Rolls-Royce. The good stuff included massag- floorpan reduces trunk space slightly, from 19
ing front and rear seats, a reclining “lounge” cubic feet to 18, and there’s no frunk to make
right-rear passenger’s seat with a fold-out up for the loss.
footrest, automatic doors that power
themselves open and closed at the
touch of a button (yes, just like on
a Rolls), a 31.3-inch fold-down rear
screen for streaming entertainment,
and an even more powerful Bowers &
Wilkins sound system with 36 speak-
ers. All in, their as-tested stickers were
close, at $151,845 for the 760i and
$151,995 for the i7.
Of course, it’s what burbles and
hums underneath this master-of-
the-universe extravagance that
distinguishes these doppelgängers.
While the 760i’s front-engine all-
wheel-drive layout is thoroughly
conventional, the i7 snuggles its
flat, 4.3-inch-high, 101.7-kWh bat-
tery under the cabin. Getting it to
fit required raising the cabin floor
 2023 BMW 760i xDrive 2023 BMW i7 xDrive60 While virtually everything you can see
Base/As Tested $117,395/ $151,845 $120,295/$151,995 and touch is interchangeable between the
gas and electric 7s, their defining person-
Dimensions ality traits reveal themselves on the road.
Wheelbase 126.6 in 126.6 in Where the i7 whooshes, the 760i thrums.
Length/Width/Height 212.2/76.8/60.8 in 212.2/76.8/60.8 in
Track, F/R 65.6/64.9 in 65.6/64.8 in The i7 accelerates silently and seamlessly,
Passenger Volume, F/R 58 ft3/54 ft3 58 ft3/54 ft3 its progress uninterrupted by a transmission
Trunk Volume 19 ft3 18 ft3 shifting gears. The 760i moves out with the
Powertrain
V-8’s expensive-sounding music as a con-
twin-turbocharged DOHC 2 current-excited synchro- stant, if muted, presence. The gas car’s eight-
32-valve V-8 nous AC; 101.7-kWh lithium- speed automatic goes almost unnoticed. The
268 in3 (4395 cm3) ion battery pack V-8 rips too, hurling the 5317-pound 760i to
Power, hp @ rpm 536 @ 6500 536
Torque, lb-ft @ rpm 553 @ 1800 549 60 mph in just 3.5 seconds and through the
Redline 6500 rpm — quarter-mile in 11.9 seconds at 117 mph—
lb per hp 9.9 11.4 numbers that are almost dead-on with the
Onboard Charger — 11.0 kW
Peak DC new M2’s.
Fast-Charge Rate — 195 kW The i7 weighs 6084 pounds—batter-
Driveline
ies are heavy—so it’s no surprise that its
Transmission(s) 8-speed automatic direct-drive straight-line sprints lag behind the 760i’s.
Driven Wheels all all The i7, too, benefits from all-wheel-drive
Final-Drive Ratio:1 3.08 9.37 traction, and with a 60-mph time of 4.4 sec-
Chassis onds and a 12.7-second quarter-mile at 114
Suspension F: multilink, air springs, F: multilink, air springs, mph, it’s plenty quick enough to cause pas-
active anti-roll bar active anti-roll bar sengers to spill their champagne. Perform-
R: multilink, air springs, R: multilink, air springs,
active anti-roll bar active anti-roll bar ance numbers aside, the i7’s dead-quiet,
Brakes F: 15.6-in vented disc F: 14.7-in vented disc smooth-as-melting-Häagen-Dazs demeanor
R: 15.7-in vented disc R: 14.6-in vented disc wowed us. “If you told someone there was
Stability Control fully defeatable, fully defeatable,
competition mode, launch competition mode, launch a Rolls-Royce V-12 up front,” said executive
control control editor K.C. Colwell, “they would believe
Tires Pirelli P Zero PZ4 Pirelli P Zero PZ4 you.” Electric propulsion feels like a perfect
F: 255/40R-21 102Y F: 255/40R-21 102Y
PNCS PNCS fit with the 7-series’ mission of separate-me-
R: 285/35R-21 105Y R: 285/35R-21 105Y from-reality luxury.
TEST RESULTS
The i7 has the 760i’s moves too, despite
Acceleration carrying 767 more pounds. Our cars wore
30 mph 1.2 sec 1.9 sec optional 21-inch summer rubber and had
60 mph 3.5 sec 4.4 sec active anti-roll bars. These BMWs proved
100 mph 8.6 sec 9.8 sec
130 mph 14.7 sec 18.4 sec nimble for such big boats and close in terms
1/4-Mile @ mph 11.9 sec @ 117 12.7 sec @ 114
Results above omit 1-ft Results above omit 1-ft
rollout of 0.2 sec. rollout of 0.3 sec.
Rolling Start, 5–60 mph 4.7 sec 4.6 sec
Top Gear, 30–50 mph 2.5 sec 1.8 sec
Top Gear, 50–70 mph 3.0 sec 2.5 sec
Top Speed 156 mph (gov ltd) 150 mph (gov ltd)

Chassis
Braking, 70–0 mph 160 ft 162 ft
Braking, 100–0 mph 331 ft 331 ft
Roadholding,
300-ft Skidpad 0.89 g 0.92 g
Weight
Curb 5317 lb 6084 lb
Distribution, F/R 53.8/46.2% 48.6/51.4%
Fuel
Capacity/Octane 19.5 gal/93 —
EPA Comb/City/Hwy 21/18/26 mpg 87/85/89 MPGe
75-mph Hwy Driving 30 mpg 94 MPGe
75-mph Hwy Range 580 mi 310 mi
Sound Level
Idle/Full Throttle 38/73 dBA 30/65 dBA
70-mph Cruise 65 dBA 64 dBA

50
 of braking distance and skidpad grip, but they’re estimate by two miles—though that’s still 40
not sports sedans. Their air-spring suspensions miles short of what a Mercedes-Benz EQS580
are tuned for isolation and total comfort rather 4Matic delivered in our testing.
than back-road shenanigans, and they do a con- Recharging at home won’t be particu-
vincing job of repaving even the worst roads. larly quick. The i7’s 11.0-kW onboard char-
Stress-free convenience is a luxury too, and ger will take the big battery from zero to 100
there’s no question that a car you can fill up any- percent on a Level 2 charger in 10.5 hours,
time, anywhere, with gasoline is easier to live according to BMW. In our DC fast-charge
The front passen-
ger’s seat bows with than one that needs plugging in. Score one test, conducted at a 350-kW charging sta-
respectfully to for the 760i. But the i7 delivers enough miles tion, the i7’s battery level went from 10 to
make space for between charges to mitigate range anxiety. On 90 percent in 47 minutes at an average of
the person behind
it to stretch our 75-mph highway range test, the electric 102 kilowatts with a peak charging rate of 194
their legs. Bimmer was good for 310 miles, beating its EPA kilowatts. The EQS580 and the Tesla Model S
Plaid fast-charge their batteries quicker.
We probably don’t need to remind you,
but there’s nothing luxurious about a
longer wait.
Both the 760i xDrive and the i7
xDrive60 are elegant, plush, and poised.
But one of them is better at the luxury
sedan’s core mission of isolating passen-
gers from noise, vibration, and harsh-
ness. The hushed powertrain of the i7
puts it closer than its gas sibling to that
sensory-deprivation-tank ideal. Yet if
you plan on taking cross-country road
trips, the 760i would be your no-stress
travel companion. You could make the
same journeys in an i7, but that would
require more planning and a little luck,
given the spotty state of America’s
charging infrastructure. Stay mainly
within 150 miles of home, though, and
the creamy, dreamy i7 xDrive60 is the
7-series to have. As options go, that’s an
easy one.

51
52 SEPTEMBER 2023 ~ CAR AND DRIVER
 I n t h e 198 0s , t h e L a m bo rg h i n i L M 0 02
acc u r at e ly F O R E T O L D t h e r i s e o f
e xo t i c S U Vs , f o u r - d o o r p i c k u p t ru c k s ,
a n d L a m bo rg h i n i ’s ow n b e s t s e l l i n g
m o d e l , t h e U rus .
by E z r a Dy e r
P h o t o g r a p h y by C h a r l i e M ag e e

53
Wa s a n y
ca r more
ahead of
its time
than the
L a m borg h i n i
L M002?
54 SEPTEMBER 2023 ~ CAR AND DRIVER
 Three cockpit levers
control the transmis-
sion and two-speed
transfer case of the
LM002. Lamborghini
thoughtfully gift-wraps
the five-speed shifter.

In its day, the LM002 was a freak, an epic miscalculation of 400-plus-horsepower crew-cab pickups that are now
by a brand that really couldn’t afford a dud. Now it looks considered practical family transportation across the
like clairvoyance: the original exotic luxury SUV, two or land. It should have been an instant hit, the LM002. To
three decades too early. Today almost every sports-car try to find out why it wasn’t, we traveled to Lambor-
company builds a six-figure overpowered utility vehicle, ghini’s headquarters in Sant’Agata Bolognese to drive a
and even the LM002’s odd-for-its-day form—four-door, 1989 LM002 alongside its spiritual successor, the 2023
short-bed pickup truck—is the default body style for Urus Performante.
America’s most popular mode of transportation. The Over a production run that spanned 1986 to 1992,
LM002 didn’t just predict the Bentley Bentayga and Lamborghini built just 300 LM002s. The model was such
the Ferrari Purosangue; it was a harbinger of the fleet a tough sell that we know of one customer in Florida who

55
 was told by a dealer in 1988 that he could only buy a
25th Anniversary Edition Countach if he also took an
LM002 off their hands. (To his credit, he took them
up on that.) These days the LM002 is so rare that to
arrange a drive, Lamborghini itself must borrow one
from a private owner. This aquamarine example was
commissioned by the late Japanese real-estate mag-
nate Akira Akagi, whose company, Leyton House,
fielded a 1990s Formula 1 team with cars wearing
the same-colored livery. It’s an outrageous hue for an
outrageous truck, one powered by a 5.2-liter Coun-
tach V-12 tuned for 444 horsepower and adapted for
off-road duty. The LM002’s air intakes are routed
through twin cyclonic air filters that might’ve been
pilfered from some kind of Caterpillar earth-mov-
ing equipment (they’re the correct shade of yellow),
while the six Weber carburetors live in a sealed alu-

56 SEPTEMBER 2023 ~ CAR AND DRIVER

 LM002
Vehicle Type: front-engine, rear/4-
wheel-drive, 4-passenger, 4-door pickup
As Tested (C/D est, 1987) .... $120,000
Engine: DOHC 48-valve V-12, aluminum
block and heads, 6x2-bbl carburetion
Displacement ................ 315 in3, 5167 cm3
Power ......................... 444 hp @ 6800 rpm
Torque ..................... 368 lb-ft @ 4500 rpm
Transmission: 5-speed manual
Dimensions
• Wheelbase ........................................ 118.1 in
• L/W/H ........................... 192.9/78.7/72.8 in
• Curb Weight ................................... 6780 lb

test RESULTS
60 mph ................................................. 7.7 sec
1/4-Mile ........................ 16.0 sec @ 86 mph
100 mph ............................................ 22.8 sec
From C/D, October 1987. Acceleration times
adhere to our old 3-mph rollout method.
Top Speed (redline ltd) ............... 118 mph
Braking, 70–0 mph ........................... 203 ft
C/D Fuel Economy
• Observed .......................................... 8 mpg

Would you believe the

Urus Performante is
almost 10 inches longer
than the LM002? At
right, twin air filters
keep sand out of the
six Webers inside
the intake casting.

minum sarcophagus and are adjusted by remote

screws—laparoscopic surgery for air-fuel mixtures.
Lamborghini says an LM002 makes less power than
its Countach contemporaries thanks to the restric-
tive intake, a longer exhaust, and a tune that allows
for the grubbiest 87-octane fuel one might find in
a desert battle theater. On that front, the electrical
system includes auxiliary plugs to power military
equipment such as radios out in the field.
The fact that Lamborghini envisioned the LM002
as a military vehicle rather than the be-all and end-
all of consumer four-by-fours is one of the great mis-
reads in product-planning history. In the U.S., politi-
cal optics dictate that we replace the Mercedes-Benz
badge on humble Metris postal vans, so imagine the
blowback if the Pentagon—or any other govern-
ment worldwide—announced that the taxpayers
were funding V-12 Lamborghinis for the armed Taxman taxonomy:
forces. In its day, even the most brazen of oil- The EPA calls the
Urus S an SUV and
soaked oligarchs took a gander at the LM and the Performante
said, “It’s a little much.” a station wagon.
Park the LM002 alongside the Urus Per- Therefore, the
latter gets a
formante, and you can see how priorities have $1300 gas-guzzler
shifted. The LM002 was a towering truck that tax despite their
happened to deliver credible on-road perform- identical EPA
fuel economy.
ance—in 1987, we clocked one at 7.7 seconds to
60 mph, which was preposterously quick back
when a Range Rover needed almost twice that
much time. The Urus Performante is more like
an extremely high-functioning sport wagon
that’s happy on a racetrack but can handle dirt when the occasion arises. Urus Performante
It trades the height-adjustable air springs of the Urus S for ground-hugging
Vehicle Type: front-engine, all-wheel-
steel springs (and a 0.8-inch-lower ride height) and gains a tail-happy Rally drive, 5-passenger, 4-door wagon
mode for its stability-control and other software. With its twin-turbocharged Base/As Tested ... $265,971/$338,770
4.0-liter V-8 mustering 657 horsepower, the Performante explodes to 60 Engine: twin-turbocharged and
intercooled DOHC 32-valve V-8, aluminum
mph in 3.0 seconds. By the time it’s dispatched the quarter-mile—in 11.2 block and heads, direct fuel injection
Displacement .............. 244 in3, 3996 cm3
Power .......................... 657 hp @ 6000 rpm
Torque ...................... 627 lb-ft @ 2300 rpm
Transmission: 8-speed automatic
Dimensions
• Wheelbase ....................................... 118.3 in
• L/W/H .......................... 202.2/79.8/63.7 in
• Curb Weight ................................... 4986 lb

test RESULTS
60 mph ................................................ 3.0 sec
100 mph ............................................... 7.2 sec
1/4-Mile ........................ 11.2 sec @ 122 mph
130 mph .............................................. 13.1 sec
150 mph ............................................ 20.0 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph ............. 4.4 sec
Top Speed (mfr’s claim) ............ 190 mph
Braking, 70–0 mph ............................ 152 ft
Braking, 100–0 mph ......................... 296 ft
Roadholding, 300-ft Skidpad ...... 1.04 g
C/D Fuel Economy
• Observed ......................................... 16 mpg
EPA Fuel Economy
• Comb/City/Hwy ................ 16/14/19 mpg

SEPTEMBER 2023 ~ CAR AND DRIVER

 find some dirt. On Italian back roads, the LM002 feels
dauntingly gigantic, and it is—just look at those tires,
sized 345/60VR-17. Their preposterous width was a
boon for dune running, and the spare tire on the back of
this one is an original sand tire, with a broad lip around
the bead to increase the footprint even more when it’s
aired down. (Lamborghini being Lamborghini, aes-
thetics surely guided the tire size, and the comic-book
donuts look cool as hell.)
The LM is tall and heavy and intimidating enough
behind the wheel, so imagine what it looks like from
the viewpoint of an oncoming Fiat Panda. But Italians
recognize a national treasure when they see it, and other
drivers don’t so much yield as genuflect. Among all the
weightiness of the controls—steering and throttle link-
age and brake pedal—the five-speed manual shifter is
surprisingly delicate and buttery in its movements. The
shift lever looks like it’s wearing a leather corset, laced
up along the back, making for a saucy juxtaposition with
the winch controls, which reside immediately behind the
shifter on the dash. (This truck doesn’t have a winch,
seconds at 122 mph—the Urus is traveling faster than and even Lamborghini is no longer sure which model
the LM002 ever went. Lamborghini claimed a 130-mph winch is correct for an LM002.) The power windows
top speed for the LM002, but the best we managed in work flawlessly, which is fortunate because the air con-
1987 was a doubtlessly still thrilling 118 mph. ditioning doesn’t work at all. It possibly never did. That’s
To compare the Urus with its flamboyant predeces- the kind of detail that maybe should’ve been attended
sor, we head to the hills and trails outside Sant’Agata to to before the last 299 trucks.

59
 Given the overall insanity of the thing, it’s easy to for- of it up is a bit of a process, but surely you would have
get that the LM002 is actually practical in a lot of ways. people for that.
Like the Urus, it has four doors and back seats. Unlike Thanks to its impregnable intake plumbing, the
the Urus, it seats six. The asterisk on that stat is that LM002’s V-12 is relatively hushed, with the dual
the two rearmost perches are alfresco, facing each other exhaust’s crispy cackle dominating the soundtrack. The
across the stumpy pickup bed—the world’s fanciest Sub- powerplant is so quiet and torquey that it’s easy to forget
aru BRAT. This is a strictly four-passenger example, the this is a Countach engine, designed to rev. Peak power
bed filled by a fitted trunk upholstered in red carpet- arrives at 6800 rpm—50 rpm higher than the Urus’s
ing. You access the bed via one of the stranger tailgates redline. Somehow pushing it that hard feels wrong. Not
in truck history, with the entire midsection of the rear because this LM002 is old and valuable, but because of
end—everything between the taillights—folding down the cognitive dissonance of winding out to nearly 7000
to the ground and forming a diamond-patterned step rpm in a vehicle with manually locking front hubs.
that rests on the now-horizontal spare tire. Opening all A special toothed wrench engages those eight-lug
hubs, but once we’re up in the hills, it’s apparent that
the LM002 can go anywhere a Urus Performante can
go without even engaging four-wheel drive. We ven-
ture onto dirt roads that feature the occasional washout

Urus interior
and switchgear
draw inspiration
from dogfighting
airplanes. The
LM002 counters
the Urus with a
dogleg gearbox
and nonfunctional
air conditioning.

60 SEPTEMBER 2023 ~ CAR AND DRIVER

and plenty of hikers who initially look annoyed to hear into a small turquoise dot in the rearview mirror. Both
approaching traffic, then appear pleasantly bemused machines are authentically Lamborghini—extroverted
when they realize they’re being overtaken by a pair and loud and hyperbolic—but are aimed in different
of Lamborghinis. Honey, you’re never going to believe directions. The LM002 would’ve been a direct hit, if its
what I saw in the woods today. target hadn’t been decades beyond the horizon.
Picking its way down along a dry riverbed, the But who could’ve predicted a hugely popular
LM002 requires little forethought—you just think “I onslaught of exotic SUVs? Well, us, actually. “We would
wanna go over there!” and then aim those 33-inch tires wager that there is a stronger world demand for these
in whichever direction you please. The Urus, with its monsters than one might suspect,” Brock Yates wrote in
no-profile Pirellis, can play along, but you’re constantly the October 1987 issue, going on to posit that Lambor-
running mental calculations on ground clearance and ghini could probably sell more of the SUVs than it does
sidewall exposure to rocks. Back up on the road, the cars. In fact, last year the Urus accounted for 58 percent
roles are reversed, and the Urus driver must heed the of Lamborghini’s overall worldwide sales, the triumph
LM002’s pace. The Urus Performante has a chassis to of the weirdo off-roader. You can never know what
match its ridiculous thrust, pulling 1.04 g’s on the skid- the future holds, but if school drop-off lines 30 years
pad and hauling down from 70 mph to a stop in 152 from now are filled with Huracán Sterrato look-alikes,
feet. With moves like that, it’s easy to turn the LM002 remember that you heard it here first.

61
YOU’RE INVITED

LEARN MORE AT
EXPERIENCES.ROADANDTRACK.COM
OR SCAN HERE.
SEPTEMBER 8, 2023
NORTH STAR CAMP
PINCKNEY, MI
Observe Car and Driver editors as they put the latest consumer
vehicles to the test to determine the 10 cars that truly live
up to their purpose of delivering incredible value and a great
driving experience. Then, buckle up for a ride-along and help us
determine which vehicles will get the honor of being named the
10Best of 2024.

SEPTEMBER 27, 2023

THUNDERHILL RACEWAY
WILLOWS, CA
PCOTY is about finding the car that provides the most
excitement for the modern enthusiast—and now, you can come
along for the ride! Join Road & Track editors as they test some
of the most powerful vehicles on the planet to be considered
for 2024’s Performance Car of the Year. Plus, you’ll get the
chance to hop in the passenger’s seat and experience the
action for yourself.

OCTOBER 19, 2023

VIRGINIA INTERNATIONAL RACEWAY
ALTON, VA
Go behind the scenes with Car and Driver editors as they track
the lap times of the hottest performance cars available and take
on Virginia International Raceway’s intricate 4.1-mile 24-turn
Grand Course configuration. Get an up close and personal look
at Lightning Lap contender vehicles and even get a sneak peek
at new vehicles that are not yet on the market.
 Long-Term Test
After tracking every fill-up,
service, problem, complaint, dent,
and dog hair, car and driver
presents the 40,000-mile Evaluation.

— 2022 —

genesis gv70 t h e t e am m v p. by Joe L orio

Genesis had already been scor- matic and all-wheel drive. Our test car was
ing points in the luxury seg- also kitted out in top-drawer Sport Pres-
ment when the GV70 entered tige form, a $9900 upgrade that brought
the game. The G70 sports sedan earned a niceties including a 3-D digital instrument
10Best award in 2019, and the GV80 SUV cluster, heated second-row seats, 21-inch
did so in 2021. But the GV70 is a bigger deal wheels, a head-up display, nappa-leather
than both of those vehicles, or any other and suede upholstery, and, on the perform-
Genesis model, because it plays in the pre- ance side, a limited-slip rear differential.
mium market’s largest and most important All in, the sticker was $64,045.
segment. And after the GV70 vanquished With 375 horsepower and 391 pound-
the BMW X3 and the Lexus RX in a three- feet of torque, the V-6 delivered a 60-mph
way comparison test, we ordered one up time of 4.6 seconds, which lengthened
for a 40,000-mile shakedown. to 5.0 seconds after 40,000 miles. The
Our GV70 arrived packing the optional quarter-mile result, initially 13.3 seconds
twin-turbocharged 3.5-liter V-6 rather at 104 mph, slipped by 0.3 second and 1
than the base turbo 2.5-liter four. Stand- mph at the end of our test. That’s satis-
ard on all GV70s are an eight-speed auto- fyingly brisk, although not far ahead of

Arrival
march 2022
Departure may 2023

64 PH OTO GRA PH Y BY G REG PA JO ~ SEPT EMB ER 2023 ~ CAR AN D DRIVER

 “amazing value in the hotly
contested compact-luxury-
suv segment.”
—dave vanderwerp, testing director

Genesis named
the GV70’s color
Uyuni White after
a Bolivian salt flat.

65
 2022 genesis gv70 3.5t awd
sport prestige
Vehicle Type: front-engine, all-wheel-drive,
5-passenger, 4-door wagon
Base/As Tested .............. $53,645/$64,045
Engine: twin-turbocharged and intercooled
DOHC 24-valve V-6, aluminum block and
heads, port and direct fuel injection
Displacement .......................... 212 in3, 3470 cm3
Power .................................... 375 hp @ 5800 rpm
Torque .................................. 391 lb-ft @ 1300 rpm
Transmission: 8-speed automatic
Dimensions
• Wheelbase ................................................. 113.2 in
• L/W/H .................................... 185.6/75.2/64.2 in
• Curb Weight ............................................. 4599 lb
Warranty
5 years/60,000 miles bumper to bumper
10 years/100,000 miles powertrain
7 years/unlimited miles corrosion protection
5 years/unlimited miles roadside assistance
3 years/36,000 miles scheduled service
Model-Year Changes
Rants the 300-hp base engine’s 5.6 seconds to 60 and 2023: Minor trim changes.
14.1-second quarter-mile at 99 mph.
and The GV70 was just average when it came test RESULTS
Raves to braking, however. Stops from 70 mph took
New 40,000
180 feet in our initial testing and 182 feet after miles
“I find myself 40,000 miles. (The comparison-test car, on 60 mph .......................... 4.6 sec ........... 5.0 sec
the same Michelin Primacy Touring A/S tires, 100 mph ........................ 12.2 sec .......... 12.9 sec
turning back to look 1/4-Mile ........................ 13.3 sec @ ...... 13.6 sec @
at the GV70 after was much better, at 167 feet.) The two levels of 104 mph 103 mph
I’ve parked it.” brake-pedal response didn’t feel much different 130 mph ........................ 23.3 sec ......... 25.1 sec
to us. They’re among the many configurable Results above omit 1-ft rollout of 0.3 sec.
—CALEB MILLER
elements in this car. Rolling Start,
5–60 mph ..................... 5.7 sec ............ 5.9 sec
“Interior functional- The drive modes (Eco, Comfort, Sport, Braking, 70–0 mph ... 180 ft .............. 182 ft
ity is challenged by Sport+, and Custom) alter throttle and trans- Roadholding,
mission mapping, steering effort, the aug- 300-ft Skidpad ......... 0.82 g ............. 0.82 g
the shifter design, Top Speed (C/D est) ............................... 150 mph
which is too similar mented engine sound pumped into the cabin, C/D Fuel Economy
to the touchscreen and—exclusive to the V-6 version—the adap- • Observed .................................................. 20 mpg
tive dampers. The 3.5T’s chassis has a firmer • 75-mph Hwy Driving ............................ 26 mpg
controller wheel.” • 75-mph Hwy Range ............................... 450 mi
—CARLOS LAGO baseline ride than the four-cylinder version (in EPA Fuel Economy
part because of the 21-inch wheels), and Michi- • Comb/City/Hwy .......................... 21/19/25 mpg
“This is a well-tuned gan’s brutal pavement sometimes sent a shud-
vehicle that feels der through the structure and into the cabin.
more expensive Still, we found the suspension
than it is.” to be on the right side of harsh.
—GREG FINK And that, combined with this
sportiest GV70’s roll resistance,
“The seat-bottom faithful steering, and overall
cushions in the composure, lands it in a sweet
front are too firm spot “exactly halfway between a
and flat.” Lexus RX and a Porsche Macan,”
—DAVE VANDERWERP as one commenter put it.
An area where the GV70
“I got 55 dozen eggs did not overachieve was in fuel
in the back without economy. We averaged 20 mpg
dropping the rear overall, against an EPA com-
seats.” bined estimate of 21 mpg. In our
—MATTHEW SKWARCZEK 75-mph highway fuel-economy
test, the GV70 managed 26
mpg, versus the feds’ best
guess of 25 mpg. The 2.5T with
the standard 19-inch wheels

66 SEPTEMBER 2023 ~ CAR AND DRIVER

Luxury on OPERATING COSTS FOR 40,000 MILES SERVICE TIMELINE January 9, 2023
— 26,548 miles
the Cheap March 30, 2022 We replace front wiper
Maintenance: $98 310 miles blades. $49
Long-term test begins.
Normal Wear: $49 February 28, 2023
SERVICE Repair: $0 June 29, 2022 34,247 miles
— 11,089 miles Dealer performs oil
Dealer Visits Dealer performs oil change, tire rotation,
• Scheduled ................................ 5 change, tire rotation, and inspections, and
• Unscheduled ........................... 0 TOTAL and inspections. $0 replaces cabin air
Days out of Service ................... 0
$8927 filter. $0
Unscheduled Oil August 22, 2022
Additions ............................... 0 qt 16,970 miles May 10, 2023
Damage and Dealer performs oil 41,619 miles
Destruction ............................. $0 change, tire rotation, Reinstall Michelin
and inspections, and Primacy Tour A/S
replaces cabin air all-season tires. $0
filter. $0
May 17, 2023
LIFE EXPECTANCIES FIVE-YEAR DEPRECIATION November 10, 2022 42,000 miles
— Depreciation data from Black Book, 23,593 miles Dealer performs oil
Tires ........... 75,000 miles based on 15,000 miles per year. Swap to Michelin change, tire rotation,
Brake Pads CrossClimate2 winter and inspections. $98
• Front .... 100,000+ miles tires. $1284
• Rear ..... 100,000+ miles May 29, 2023
$64,045
November 22, 2022 42,894 miles
WHAT BITS AND $47,975 23,959 miles Long-term test ends.
PIECES COST $60K Dealer performs oil
— $40,725
change, tire rotation,
Headlamp .............. $2809 $33,075 and inspections, and
Engine Air Filter ........ $35 replaces engine air
$40K $26,600
Oil Filter ..................... $12 filter. $0
Wheel ...................... $1312 $21,025
Tire ........................... $321 December 16, 2022
Wiper Blades, $20K
24,695 miles
L/R/Rear ..... $19/$27/$14 We have dealer install Weekly washes caused
Front Brake Pads ..... $180 factory trailer hitch. this discolored window
$0 $889 trim, according to our
YEAR 0 1 2 3 4 5
dealership.

degree in curves (fortunately, you can

turn off this feature). The system is sim-
ilarly trepidatious about executing lane
changes, often chickening out with a
message that conditions aren’t met.
Genesis really swung for the fences
when it came to the cabin. “The interior
design is wonderful,” raved video dep-
uty editor Carlos Lago. “Rich and lux-
urious.” Others pronounced it worthy
of a six-figure SUV. The ovoid shapes,
high-quality materials, and textured-
metal detailing inside the GV70 wowed
us. Since Genesis retains much physical
switchgear, the high style doesn’t come
at the expense of usability—with one
exception. “Whenever I reach for the
shifter, I grab the infotainment knob,”
said editor-in-chief Tony Quiroga, echo-
All black is the returned 28 mpg in our highway test. And if ing a refrain from other drivers. We liked the
most boring of the you’d rather not buy gas at all, there’s now the infotainment system’s menu logic and generous
GV70’s interior
color schemes. Electrified GV70, with a 236-mile EPA range. screen size, and we wished only for a wireless
We nonetheless Back on the superslab, several multistate Apple CarPlay connection.
appreciated the road trips gave us plenty of experience with The seats, which are specific to the Sport
cabin’s stylish
design and Highway Driving Assist II. Mostly, it works well, Prestige, didn’t score as high. Many drivers
high-quality but if you let the system adjust the set speed found them overly firm (the chairs in lesser
materials. based on navigation info, it slows to an absurd trims are softer). The consensus was that numb-

67
“I’d really like to
drive this on
smaller-diameter
wheels. It’s a shame
that the top-spec
model is only
available on 21s.”
—CARLOS LAGO

“This thing is
artistry on wheels.”
—RICH CEPPOS

“A small detail: The The GV70 3.5T

Genesis nameplate gets a firmer
on the rear is chassis setup than
the base version,
perfectly aligned one ideally suited
with the slot for roads like this.
between the two
taillight strips.”
—CALEB MILLER

“Lovely, competent, ness set in around the two-hour mark, but up on its own and never reappeared. Otherwise,
and comfortable.” these Ergo Motion chairs have an unusual the service history reads like a sleepy bedtime
—ANDREW KROK solution: After a while, the massage func- story, a boring repetition of oil changes, tire
tion automatically kicks in. And there’s rotations, and filter replacements, which are gra-
“Smells kind of eggy more automation with lateral bolsters that tis for the first three years/36,000 miles. We did
in here.” squeeze tighter in Sport and Sport+ modes. note faded trim around the windows, for which
—TONY QUIROGA Rear-seat comfort is good, but the the dealer blamed our carwash soap, except no
swoopy, sloping tail wasn’t so accommo- other long-term cars have been affected.
dating to bulky cargo. Still, there’s room After 40,000 miles, the GV70 was undimin-
for seven carry-on suitcases behind the rear ished in our estimation. In fact, this vehicle is so
seats, the same as in a BMW X3. The factory well turned out that our big takeaway may be
trailer hitch cost $889 to install and allowed that going for the top-spec V-6 Sport Prestige
us to put the SUV’s 3500-pound towing version isn’t really necessary. The GV70 is strong
Soft bags, small capacity to the test, with Quiroga hauling throughout the lineup—exactly the kind of
coolers, and eggs
fit better than a utility trailer from Los Angeles to Detroit. performance that makes an MVP.
large bulky items He reported that the V-6 powertrain was
under the sloping unfazed by the task.
rear roofline.
The rear seats In one instance, the drivetrain went into
got high marks. a reduced-power mode, but the issue cleared

HATCH PHOTOGRAPH BY MATTHEW SKWARCZEK

68 SEPTEMBER 2023 ~ CAR AND DRIVER

 Fleet Files
Here’s how our other long-term vehicles
are faring in their 40,000-mile trials:
2022 Ford Bronco 2022 2022 Cadillac CT4-V Blackwing 2022 Honda 2022 Cadillac
Badlands Volkswagen 30,325 miles Civic Si CT5-V Blackwing
22,990 miles GTI S 40,254 miles 45,000 miles
2023 Subaru BRZ Limited 26,031 2022 Porsche 718
18,145 miles miles Cayman GTS 4.0
39,734 miles

10,000 20,000 30,000 40,000 50,000

Honeymoon Phase

2023 Rivian R1T

ARRIVAL: April 2023
MILES: 5448
OBSERVED MPGe: 58

If the annoyance of digging through multi-

ple menus to find the odometer every time
we charge our Red Canyon R1T (so we can
diligently track efficiency) is the most frus-
trating part of R1T life, then the truck’s stay
will be uneventful. We spec’d a four-motor
model with the medium-size 128.9-kWh bat-
tery, mostly because that’s what was avail-
able (a two-motor version has since been
added). This spec is similar to the Rivian we
road-tested in the February/March 2022
issue, only it’s missing the off-road protec-
tion package. That saves roughly 120 pounds
by our measure, but the R1T is hardly light.
At 7054 pounds, it’s our third-heaviest 40,000-mile test car on
R I V IA N R 1 T P H OTO G RA P H BY A ND I H E D R IC K ; TOYOTA T UN D RA PH OTO G RAP H BY DAV ID B E A RD

record, behind two heavy-duty diesel pickups. And it’s just our
third electric long-termer. But somehow the charging infrastruc-
ture, or lack thereof, hasn’t slowed the Riv’s pace. Credit its pop-
ularity to its smooth driving, comfortable cabin, useful shape,
and thoughtful features—gear tunnel, frunk, air compressor. We
plan to tow a variety of trailers to test range, although we know
it won’t be great. But recharging will give us plenty of opportu-
nities to hunt for that pesky odometer. —K.C. Colwell

Bonding Phase

2023 Toyota Tundra previous gen debuted in 2007. Inside is a modern design, richer cooled off, it resumed
ARRIVAL: March 2023 After so many years with the old materials, and a huge 14.0-inch normal operation, but we’ll
MILES: 11,471 Tundra, the new one appears touchscreen. keep an eye on this, partic-
OBSERVED MPG: 16 extra, well, new. With its twin-turbo 3.4-liter ularly when towing in hot
The recently redesigned Toyota A new body-on-frame V-6, hybrid system, and weather.
Tundra arrives as the first platform called TNGA-F trades 10-speed automatic, the 437-hp The hybrid Tundra’s EPA
high-voltage hybrid pickup to rear leaf springs for a more Tundra sprints to 60 mph in 5.6 combined rating is 20 mpg,
embark on our 40,000-mile sophisticated (and comfortable) seconds and runs the quarter- but ours is averaging just 16
test, and we’re eager to see how coil-spring configuration or, in mile in 14.3 seconds at 94 mph. mpg. We hope that
the Limited CrewMax model, the case of our test example, However, an apparent inability improves, but the road
$63,193 as tested, handles dirty load-leveling air springs. “It’s to shed sufficient transmission ahead likely includes more
jobs during its long-term stay. not the best-riding truck, but heat during testing sent the hauling and towing, so the
The third-generation Tundra it’s not terrible,” said senior truck into limp mode after a few EPA number might be a
was long overdue, as the testing editor David Beard. acceleration runs. Once it stretch. —Eric Stafford

69
THE RUNDOWN
An expert look at the newest and most important vehicles this month.

David considers a new

Slingshot, page 81.

horn was in its element. It stood stock-still and stared

2 02 3 C H E V R O L E T C O L O R A D O Z R 2 ~ BY DA N E D M U N D S
balefully as the line of 2023 Chevrolet Colorado ZR2
pickups respectfully filed past.
ZR2 Steps Forward Once the coast was clear, we dialed our ZR2 into
Baja mode, put the hammer down, and sent stones and
dirt flying. Plumes of dust erupted from the truck’s
With the underlying truck much improved, the
haunches as we careened along the rocky, silty two-
2023 Chevrolet Colorado ZR2 reaps the dividends.
track trails that make up Best in the Desert’s Vegas-
to-Reno off-road racecourse.
The previous-gen Colorado ZR2 would not have
fared nearly as well on this terrain, particularly at this
“Reset your trip odometers when you get to pace. Sure, it also had all-terrain tires, decent clearance, front and rear
the steer standing near the trail,” came locking differentials, and Multimatic DSSV spool-valve dampers, but
the call over the radio. You might think the outgoing Colorado was not great source material. The new 2023
that using a potentially mobile animal as Colorado is demonstrably better in nearly every respect, making for a
a waypoint would be unwise, but the long- significantly more capable ZR2 off-roader.

CAR AND DRIVER ~ SEPTEMBER 2023 ~ PHOTOGRAPHY BY MICHAEL SIMARI 71

When there’s an
all-you-can-eat
shrimp buffet at
the end of the
trail, put the
ZR2 into Baja
mode and make
haste across the
Nevada desert.

A 2.9-inch wheelbase stretch looms large here. General Motors essen- 9.9 inches, with the entire surplus allocated
tially moved the Colorado’s front axle forward by that amount relative to the compression side. Total rear stroke
to the door-hinge line and nearby body mount, creating space for larger goes from 9.8 to 11.6 inches, with compres-
tires. The last-gen ZR2’s 31-inchers look puny next to this year’s standard sion and rebound sharing the bounty.
33-inch Goodyear Wrangler Territory MTs. But this change also allows You’ll find additional significant changes
for 35-inch rubber on the upcoming ZR2 Bison. It’s enough to bring in the back. The old ZR2’s lower shock
legacy Tacoma owners to tears, as a dubious “body-mount chop” is nec- mounts were far inboard and low down,
essary to fit comparably sized tires onto that truck. creating two additional points of vulner-
A similar reduction in front overhang improves the approach angle ability when the pickup straddled rocks.
from 30.0 to 38.3 degrees. Ahead of the tires, the fascia retains its ZR2 Normal 2023 Colorado trucks edge them
signature cutouts, adding even more clearance in a crucial area, but closer to the leaf springs, but they remain
they’re more subtle, as less rhinoplasty is needed when you’ve got a stub- inboard. The wide-track ZR2 gets it right,
bier nose. An extra inch of tire radius accounts for part of the truck’s with rear shocks positioned outboard of
added height, up 1.6 inches, from 72.2 to 73.8 inches. The rest comes from the leaf springs and frame rails and lower
a suspension lift, courtesy of rejiggered springs and longer dampers that
team up to enhance suspension travel, absorb uneven terrain more pro-
gressively, and reduce bottoming. Total front travel increases from 8.7 to
the numbers
Vehicle Type: front-engine, rear/4-
wheel-drive, 5-passenger, 4-door pickup
Base ...................................... $48,295
Engine: turbocharged and intercooled
DOHC 16-valve inline-4, aluminum block
and head, direct fuel injection
Displacement ................ 166 in3, 2727 cm3
Power ........................... 310 hp @ 5600 rpm
Torque ..................... 430 lb-ft @ 3000 rpm
Transmission: 8-speed automatic
Dimensions
• Wheelbase ....................................... 131.4 in
• L/W/H ............................ 212.7/76.3/81.8 in
• Curb Weight .................................. 5000 lb
Performance (C/D est)
• 60 mph ............................................ 6.5 sec
• 1/4-Mile .......................................... 14.0 sec
• Top Speed ..................................... 100 mph
EPA Fuel Economy
• Comb/City/Hwy ................. 18/17/19 mpg

72 THE RUNDOWN SEPTEMBER 2023 ~ CAR AND DRIVER

mounts tucked near the brake backing
plates. What’s more, Chevy positions the
spare tire 2.5 inches higher.
The turbocharged 2.7-liter inline-four
engine is a welcome surprise. It pulls strong,
especially in Baja mode, where the eight-
speed automatic willingly holds on to gears
under power and downshifts when braking.
Available in two- or four-wheel drive, Baja
also relaxes the traction and stability con-
trol, allowing us to hang the tail out and rally
the truck through tighter bends. Off-Road
mode is for more pedestrian four-wheeling,
while Terrain, a four-by-four mode avail-
able below 50 mph, enables an exceptional A new approach: Inside, the new ZR2 shows some improve-
off-road creep feature with one-pedal-drive A reduction ment. All trims share an 11.3-inch touchscreen
in overhang
action that excels at tiptoeing over rocks. increases the with Google built in; attractive and logical
The ZR2’s high-output tune makes 310 front approach climate controls lurk below it. The seats now
horsepower, whereas the retired V-6 was angle from the feel full-size, not seven-eighths scale. The
old truck’s 30.0
good for 308 horses. Torque is the big dif- degrees to 38.3 ZR2’s stitched dash treatment looks attrac-
ferentiator, with 430 pound-feet on tap at for the new ZR2. tive, but the rest of the rental-spec dash and
3000 rpm versus a measly 275 pound-feet door-panel graining make no attempt to dis-
before at 4000 revs. No one should mourn the discontinued diesel, guise the ZR2’s hard-plastic nature. The head-
which doled out 369 pound-feet and just 181 horsepower and saddled light controls reside solely on the touchscreen,
you with a six-speed automatic. The new ZR2’s singular powertrain albeit with an ever-present icon and a conve-
outperforms both previous offerings in all respects (except fuel econ- nient automatic setting. Chevy buries other
omy, in the case of the diesel). Its EPA estimates of 17 mpg city and functions deep within menus, including the
19 highway better the old V-6 model’s by 1 mpg across the board. trip-odo reset we hunted for as we drew level
with the bull.
The 2023 Colorado ZR2 is something its pre-
decessor was not: an extremely well-rounded
and capable off-road truck that performs at
a high level and wants for little. That it costs
just $1600 more than last year’s crew cab is
remarkable. The 2024 Toyota Tacoma appears
ready to keep up, and then there’s the upcom-
ing Ford Ranger Raptor. We’ll see how the ZR2
fares when the dust settles, but that even more
animalistic ZR2 Bison is waiting in the wings.

The ZR2 positions

its rear dampers
outside the leaf
springs, whereas
other Colorado
models have them
inboard. The spare
tire now mounts
2.5 inches higher
off the ground.

73
2024 AU D I R S 6 AVA N T P E R FO R M A N CE ~ BY K .C . C O LW E L L The ZF-sourced eight-speed automatic benefits from snappy
downshifts that Audi claims are quicker than before.
The added power should knock the 60-mph time below
Wicked Wagon three seconds, which would not quite unseat the BMW M5
as the quickest in class, but the Audi would no longer be one
Sharper, quicker, and louder, the RS6 of the slowest. Now, we’re talking tenths of a second here,
Avant Performance gives wagon buyers but bragging rights make the world go round.
more of what they crave. But don’t get caught up in this car’s numbers; how it
feels is more important. Optional
Y-spoke 22-inch wheels and Conti-
The RS6’s
nental Sport Contact 7 tires cut 11 screen-filled
pounds versus the standard 21-inch- dash remains, but
Station wagons are a premium sell in the U.S. Most peo- ers. If you really want to reduce the behind it is less
insulation, making
ple want an SUV, so that’s what’s on dealer lots. It’s far unsprung mass, opt for the carbon- the cabin louder
more difficult for wagon shoppers. Wagon lovers must ceramic brake package. It removes in a good way.
resist deals and the ease of buying the
available SUVs and find, or even order,
a wagon. For the few and the proud,
it’s worth the hassle. And, in the case
of the RS6 Avant, really worth the has-
sle because it outsells the A6 Allroad
despite being nearly one-third pricier.
They’re a hardcore bunch, those RS6
Avant customers. Audi discovered that
RS6 owners found their wagon a little
too quiet, a little too soft, and a little
too refined. So Audi is giving them what
they want and christening the result the
RS6 Avant Performance.
Out goes some sound insulation and
in goes larger turbocharger impellers and
a new engine map. Peak boost is up to
23.2 psi from 20.3, with no additional lag
as the hot-V engine instantly responds
to throttle inputs. The 4.0-liter gains 30
horsepower and 37 pound-feet of torque.

74 THE RUNDOWN SEPTEMBER 2023 ~ CAR AND DRIVER

 the numbers
Vehicle Type: front-engine, all-wheel-
drive, 5-passenger, 4-door wagon
Base ..................................... $126,895
Engine: twin-turbocharged and —
intercooled DOHC 32-valve V-8, Audi Sport has a
aluminum block and heads, direct fuel history of adding Per- 4.2-LITER V-8
injection formance (used to be
Displacement .............. 244 in3, 3996 cm3 Plus) suffixes to S and sedan for 2003 2016–18 RS6
Power ........................... 621 hp @ 6000 rpm RS models that needed only. The Plus model PERFORMANCE AVANT
Torque ...................... 627 lb-ft @ 2300 rpm just a little bit more. upped power and 597-HP TWIN-TURBO
Transmission: 8-speed automatic Here are the ones with sold exclusively in 4.0-LITER V-8
Dimensions a 6 in their name. wagon form. Only 999 We got the RS7 Per-
• Wheelbase ....................................... 115.3 in left the factory. formance instead,
• L/W/H ................ 196.7/76.8/58.5–59.6 in 1997 S6 PLUS AVANT as Audi opted not
• Curb Weight ................................... 4950 lb 322-HP 4.2-LITER V-8 2008–11 RS6 AVANT to federalize the C7
Performance (C/D est) The first road car that 571-HP TWIN-TURBO wagon. This twin-
• 60 mph ............................................. 2.9 sec Quattro GmbH (now 5.0-LITER V-10 turbo 4.0-liter V-8 is
• 100 mph ........................................... 7.6 sec Audi Sport) made. It never got the Plus seen across the Volks-
• 1/4-Mile ........................................... 11.3 sec The S6 Plus came or Performance treat- wagen Group lineup,
• Top Speed ............................. 155–174 mph with a V-8 that gave ment, but the C6 earns and its use here
EPA Fuel Economy (C/D est) it a 13 percent power mention because of marked the end of the
• Comb/City/Hwy ............... 16/13/20 mpg bump over the regular its unique engine, a hi-po A6 line getting a
S6’s optional eight.

nearly 17 pounds off each corner, but the

trade-off is a touchy brake pedal—or at
least it has a learning curve we never
quite mastered during our short drive in
Napa Valley. Given our experience with
ceramic rotors in other Volkswagen
Group cars, we think we’d eventually
acclimate to them.
With or without the optional brakes, the steer-
ing has transformed from fairly muted to something
with genuine feedback. The roughly 4950-pound
wagon still carries its V-8 ahead of the front-axle
line, yet understeer is effectively restrained. Grip
from the new Contis is enough to make you think
about whether you’ve sufficiently tied down your
cargo before you explore the limit.
While the RS6 launched in the U.S. solely with
air springs, the sportier Dynamic Ride Control
(DRC) suspension quietly joined the options sheet
a year later. DRC resists pitch and roll with hydrau-
lics, but when an individual wheel moves, such as
in a pothole, the hydraulics don’t increase compres-
sion resistance. Only when both wheels on an axle
(such as during acceleration or braking) or on a side
(during cornering) move in phase do the hydrau-
lics keep the body level. If you’re planning to track
an RS6, DRC is worth the upcharge, but the stiffly
sprung steel coils don’t come close to the comfort of
the standard air springs. VW Group’s 4.0-
It’s worth noting that the mechanically identical liter V-8 gets
RS7 Sportback Performance is also available, but the RS6 Avant
Performance
for some reason, it’s $2000 more. Even at $126,895 moving in a hurry.
for the RS6, Audi surely will sell as many as it cares A 30-hp bump
to send over. Now, how about a moderately priced comes by way
of a new engine
sporty wagon for middle-class buyers? On second map and larger
thought, that’s probably too tame for this market. turbo impellers.

75
2 024 M A Z DA C X- 9 0 T U R B O S
~ BY C S A B A C S E R E

Great
Aspirations
Highs: Excellent fuel economy,
good controls, quiet on the
highway. Lows: Bigger outside
than inside, just-average
dynamics, premium pricing.

America’s birthrate might be falling, but This CX-90 hits 60 mph in 6.3
that hasn’t affected sales of three-row seconds and runs the quarter in 14.7 the numbers
mid-size SUVs. The family-friendly seg- seconds at 99 mph—good, but those
Vehicle Type: front-engine, all-
ment accounted for 1.4 million sales last times are only a tenth quicker than wheel-drive, 6-passenger, 4-door
year, and Mazda wants a bigger piece of a 291-hp Palisade’s. And the CX-90 wagon
the action than the CX-9 provided. is just average in the 30-to-50-mph Base/As Tested ............. $53,125/
$61,920
The CX-90 is certainly bigger than and 50-to-70 sprints. The engine Engine: turbocharged and
the CX-9. At 200.8 inches, it’s 1.4 inches is smooth and quiet but, when intercooled DOHC 24-valve inline-6,
longer than its predecessor and longer pressed, lacks the melodious growl aluminum block and head, direct
fuel injection
than the Ford Explorer, Honda Pilot, or we expect from an inline-six. Displacement .... 200 in3, 3283 cm3
Hyundai Palisade. Its 122.8-inch wheel- Where the Turbo S shines is in Power ............... 340 hp @ 6000 rpm
base is the longest in the segment, in fuel economy. The EPA estimates Torque ........... 369 lb-ft @ 2000 rpm
Transmission: 8-speed automatic
part because of the shift from a trans- of 23 mpg city and 28 highway are Dimensions
verse engine to a more premium longi- better than most competitors. In • Wheelbase ............................ 122.8 in
tudinal layout. At up to 144 cubic feet, our 75-mph highway test, we mea- • L/W/H ............... 200.8/78.5/68.2 in
• Curb Weight ........................ 4885 lb
cabin volume slightly betters the CX-9 sured 29 mpg.
but is roughly 10 to 15 cubes smaller Despite the Mazda’s control-arm test RESULTS
than the above rivals. There’s plenty of front suspension and advantageous
space in the first- and second-row seats, weight distribution, the dynam- 60 mph ...................................... 6.3 sec
1/4-Mile ............... 14.7 sec @ 99 mph
with a third row suitable for kids, but the ics don’t stand out. At city speeds 100 mph .................................... 15.1 sec
width feels tighter than in competitors. the steering feels fine, but on the 130 mph .................................. 30.4 sec
Mazda’s new turbocharged 3.3-liter highway it makes the CX-90 seem Results above omit 1-ft rollout of 0.4 sec.
inline-six is available tuned for regular ponderous. Cornering grip of 0.85 Rolling Start, 5–60 mph ... 6.5 sec
Top Speed (gov ltd) ........... 130 mph
or premium fuel. In the more powerful g is only a bit above average, as is Braking, 70–0 mph .................. 177 ft
Turbo S, it makes 340 horsepower and the 70-mph stopping distance of Roadholding,
369 pound-feet of torque. The engine is 177 feet. 300-ft Skidpad ....................... 0.85 g
C/D Fuel Economy
coupled to a new eight-speed automatic Inside, the styling is more hand- • Observed .............................. 23 mpg
and bolstered by a 48-volt hybrid system. some than rich, though we applaud • 75-mph Hwy Driving ........ 29 mpg
• 75-mph Hwy Range ........... 560 mi
EPA Fuel Economy
The touchscreen • Comb/City/Hwy .... 25/23/28 mpg
infotainment
system also
operates via a
rotary dial on the physical HVAC controls and
the console. logical infotainment system.
Base CX-90s start at $40,970,
but our fully equipped CX-90
stickered at $61,920, some $8000
more than a top-trim Hyundai Pali-
sade. Mazda priced its top CX-90 to
reflect the brand’s upmarket ambi-
tions, but in this cutthroat segment
the best mainstream competitors
offer better value.

76 THE RUNDOWN PHOTOGRAPHY BY MICHAEL SIMARI ~ SEPTEMBER 2023 ~ CAR AND DRIVER
Introducing Quick Spin, a new podcast
from Autoweek that takes you into the
car with editors as they deliver honest
reviews of the best cars in the world!

SCAN HERE AND LISTEN NOW.

2 02 3 F O R D E S C A P E P H E V includes a head-up display, a 12.3- address enough of the plug-in
~ BY C A L E B M I L L E R inch digital gauge cluster, and quilted Escape’s shortcomings, and so it
leather. Yet no matter how you option struggles to make a mark in the

Treading it, lots of ugly hard plastic remains.

The hybrid powertrain again
PHEV class. Not only is the plug-in
Escape the slowest of the group, but

Water connects a 2.5-liter inline-four to

two electric motors through a plan-
it also is missing an all-wheel-drive
option and could use a more luxu-
Highs: Sharper styling, big new etary gearset that allows for contin- riously appointed interior. Or, a big
touchscreen, solid electric range. uously variable ratios. Combined price cut.
Lows: No all-wheel drive, steep output is 210 horsepower, down 11
pricing, rivals are quicker. ponies from 2022. When the Escape
is operating as an EV around town, the numbers
the traction motor provides smooth
and adequate acceleration. But the Vehicle Type: front-engine,
front-motor, front-wheel-drive,
As plug-ins proliferate, we’re going to SUV feels lethargic when merging 5-passenger, 4-door wagon
continue to see more SUVs like the onto highways or executing passes. Base/As Tested ............. $41,995/
Ford Escape PHEV. Launched in This Escape hits 60 mph in a lei- $48,320
Powertrain: DOHC 16-valve 2.5-liter
2020, the Escape PHEV competes in surely 7.7 seconds, more than a sec- Atkinson-cycle inline-4, 163 hp, 145
a growing segment that includes the ond behind the Outlander and well lb-ft + 2 AC motors, 90 and 129 hp,
plug-in versions of the Hyundai Tuc- off the RAV4’s 5.4-second run. 48 and 176 lb-ft (combined output:
210 hp, 10.7-kWh lithium-ion battery
son, Kia Sportage, Mitsubishi Out- The Escape does make the most pack; 3.5-kW onboard charger)
lander, and Toyota RAV4. For 2023, of its lithium-ion battery, which is Transmission: continuously
the Escape receives a makeover, but it smaller than competitors’. The 10.7- variable automatic
Dimensions
lacks the performance, richer interior, kWh pack offers an EPA-estimated • Wheelbase ............................ 106.7 in
and all-wheel drive offered by rivals. electric driving range of 37 miles, • L/W/H ................... 180.1/74.1/66.1 in
Ford previously offered the putting the Escape between the • Curb Weight ........................ 4038 lb
plug-in powertrain across several RAV4 (42 miles) and the Sportage
trims. Now the PHEV is a stand-alone (34 miles). The Escape was simi- test RESULTS
model, and it’s pricey. The Escape larly midpack in our 75-mph high- 60 mph ....................................... 7.7 sec
PHEV’s $41,995 base price is higher way range test, returning 30 miles 1/4-Mile ............... 16.0 sec @ 91 mph
100 mph ................................... 19.2 sec
than that of every competitor except against the RAV4’s 32 miles and the Results above omit 1-ft rollout of 0.4 sec.
the RAV4, and our test car’s $1595 Outlander’s 24. Rolling Start, 5–60 mph .... 7.7 sec
panoramic sunroof and $4530 Pre- The relatively stiff suspension Top Speed (gov ltd) ........... 122 mph
mium package helped push the total could do more to filter the bumps yet Braking, 70–0 mph .................. 176 ft
Roadholding,
to $48,320. doesn’t translate to athletic handling 300-ft Skidpad ....................... 0.78 g
A new nose borrows heavily from or much grip, returning just 0.78 g C/D Fuel Economy
the Ford Edge. Inside, there’s a new on the skidpad. Sport mode turns • 75-mph Hwy Driving,
EV/Hybrid .......... 84 MPGe/40 mpg
13.2-inch touchscreen. Apple Car- the light steering rubbery, and the • 75-mph Hwy Range,
Play and Android Auto are wireless, interplay of regenerative and friction EV/Hybrid ....................... 30/440 mi
and there are fewer physical buttons, brakes leads to a touchy brake pedal. EPA Fuel Economy
• Comb/City/Hwy ... 40/42/37 mpg
with climate controls integrated into However, the Escape’s 176-foot stop • Comb Gas
the bottom of the screen. Despite the from 70 mph is 19 feet shorter than + Electricity ...................... 101 MPGe
high base price, most goodies require the RAV4 Prime’s lengthy result. • EV Range ................................... 37 mi
getting the Premium package, which The minor makeover doesn’t

78 THE RUNDOWN PH OTO GRA PH Y BY MA RC UR BA N O ~ S EPT EMB ER 2023 ~ CAR AN D DRIVE R

2 02 3 F O R D F- S E R I E S S U P E R D U T Y
~ BY DAV I D B E A R D

Have It Your Way

Ford’s heavy-duty pickup has broad range.

Ford’s F-series Super Duty has become the

Porsche 911 of heavy-duty pickups. Each offers
no fewer than 18 models, has at least three
engine options with four different peak-power
levels, sends torque to either the rear or all four
wheels, and is arguably the best at serving its
overall mission.
Ford’s new fifth-gen big rig is largely just an
evolution, as the chassis and many driveline com-
ponents go mostly unchanged. Inside, the truck
enters the tech-filled ’20s. The XL gets an 8.0-
inch touchscreen, with a 12.0-inch unit optional
on the XLT and standard beyond that. There’s a
5G data connection for when it’s time to tether to
the office. An available head-up display is another Super torque already led the segment, but the new high-output
Duty first, as is a digital instrument cluster. version puffs its chest out farther, with a monstrous 500
The Blue Oval’s optional 2.0-kW Pro Power Onboard horsepower and 1200 pound-feet. All use a 10-speed auto-
arrives to provide electricity to the job site or camper. matic, and four-wheel drive is standard on all but the XL.
Ford offers adaptive cruise control and lane-keeping The Super Duty can be configured to tug up to a whop-
assist, but even more welcome tech is available in the ping 40,000 pounds, and there’s plenty of technology to
tailgate, which can power open and closed. Optional sen- make doing that safe and easy. With Pro
sors and a camera in the top rail help prevent you from Trailer Hitch Assist, the truck can target
The Tremor model
backing into the loading dock with a lowered tailgate. (top) gets addi- the trailer and automatically position
The 430-hp Godzilla 7.3-liter V-8 gets a little brother, tional off-road itself—reverse, turn, and brake—to
a destroked 400-hp 6.8-liter that replaces the 6.2-liter features. And hitch up. Beyond the 360-degree cam-
nearly all trims
V-8. The Power Stroke 6.7-liter turbo-diesel remains the have a 12.0-inch era images of the truck, buyers can add
engine to have. Its 475 horses and 1075 pound-feet of touchscreen. four cameras to a trailer to provide a

the numbers
Vehicle Type: front-engine; rear-
or rear/4-wheel-drive; 3-, 5-, or
6-passenger; 2- or 4-door pickup
Base ........................ $45,865–$71,320
Engines: pushrod 16-valve 6.8-liter
V-8, 400 hp, 445 lb-ft; pushrod
16-valve 7.3-liter V-8, 430 hp, 485 lb-ft;
turbocharged and intercooled pushrod
32-valve 6.7-liter diesel V-8, 475 or 500
hp, 1050 or 1200 lb-ft
Transmission: 10-speed automatic
Dimensions
• Wheelbase ........................... 141.4–175.9 in
• L/W/H ................ 231.8–266.2/80.0–93.0/
78.8–82.0 in
• Curb Weight ...................... 6900–9200 lb
Performance (C/D est)
• 60 mph ..................................... 6.0–7.6 sec
• 1/4-Mile ................................. 14.5–15.8 sec
• Top Speed .............................. 90–100 mph

80 THE RUNDOWN SEPTEMBER 2023 ~ CAR AND DRIVER

 2 02 3 P O L A R I S S L I N G S H O T S L R Between shifts, you’ll find a
~ BY AU S T I N I R W I N powerband that delivers plenty of
oomph above 6500 rpm. The blast

THREE’S A to 60 mph is over in 5.3 seconds,

two-tenths quicker than the last

PARTY Slingshot we tested, which was

propelled by a General Motors–
supplied 173-hp 2.4-liter. We’re
Highs: 203 horsepower for confident the SLR’s acceleration
1661 pounds, has a manual, numbers would be more bragga-
surfeit of ’tude. Lows: docious with a grippier tire, but
Priced like a car, helmet smoking the 305-section-width
hair, rainy days. Kenda radial through second gear
looks cooler than getting to 60 mph
Ask anyone who’s missing a few a half-second quicker. Stick with it,
teeth or sporting some gnarly and Polaris claims the Slingshot will
scars, and they’ll tell ya—life’s a reach 125 mph.
lot more fun when you don’t take The SLR is a good time—it’s the
it too seriously. For proof, look to on-pavement analogue to a high-
the three-wheeled Polaris Slingshot strung Polaris utility vehicle in
SLR. A few miles spent behind the the dirt. The optional heated and
visor of the Slingshot will have you ventilated seats ($1559) are about
blasting Inner Circle, ripping around as close as it gets to acting like a
traffic, and considering purchasing normal car. Find the right playlist
bird’s-eye view around it as well. There’s some sweet Oakley shades. to pump through its Rockford Fos-
even a nav system add-on that selects The $35,286 SLR we tested is gate stereo, and don’t be surprised
routes that avoid narrow roads, sharp the middle trim level, presumably if after a few days of ownership,
turns, and low bridges. between dude and brah. It comes you might start to style your hair
For clientele more interested in with the strongest powertrain and a to better match the interior con-
adventure than work, the off-road- wider (11.0-inch) rear wheel. Behind tours of a helmet.
centric Tremor package adds a new its grumpy plastic fascia sits Polar-
Rock Crawl mode, as well as Trail Turn is’s own Prostar 203-hp 2.0-liter
Assist, which uses the brakes to drag inline-four engine. The 1661-pound the numbers
the inside rear tire to drastically reduce SLR has nearly as much torque as a Powertrain: 203-hp 2.0-liter inline-4,
the turning circle. The XL’s Off-Road Miata, which is its closest automo- 5-speed manual
pack is for those seeking a basic truck tive equivalent in terms of price and Base/As Tested ...... $32,097/$35,286
• Curb Weight ..................................... 1661 lb
with overlanding chops. For $995, it performance, but the Polaris revs Performance
includes the Tremor’s electronically con- to 8500 rpm, 1000 more than the • 60 mph ............................................ 5.3 sec
trolled locking rear diff, skid plates, and Mazda. While you can get an auto- • 1/4-Mile ..................... 14.0 sec @ 101 mph
Results above omit 1-ft rollout of 0.3 sec.
33-inch tires instead of the Tremor’s 35s. mated manual transmission, our
• Top Speed (mfr’s claim) ......... 125 mph
Even with all of that, the Super Duty tester had as many pedals as it did • Braking, 70–0 mph ......................... 157 ft
remains enjoyable on paved roads. The tires. A five-speed manual strikes us • Roadholding, 300-ft Skidpad ... 0.90 g
high-output diesel is supremely quiet as a little quaint, but its shifts felt C/D Fuel Economy
• Observed ........................................ 22 mpg
yet delivers a surge of torque when the slicker than what you get in many • 75-mph Hwy Driving .................. 29 mpg
turbo spools. For such a massive vehi- performance cars. • 75-mph Hwy Range ..................... 280 mi
cle, the ride is well controlled. There’s
some hippety-hop over choppy roads,
but that’s to be expected from a truck
P O L A R IS P HOTO GRA P H Y BY M ARC U R BA NO

with massive payload and towing capa-

bilities. The squish in the brake pedal is
disconcerting, though, and the steering
is about as direct as you’d expect from
an 8000-plus-pound rig.
Again like the 911, the Super Duty
varies widely in price. A rear-wheel-
drive, single-cab F-250 starts at $45,865,
while an F-450 Limited tops $100K. In
between, you can tailor just about any
combination to your specific needs.

81
 the numbers
Vehicle Type: front-engine,
rear-motor, all-wheel-drive, 4- or
5-passenger, 4-door sedan
Base (C/D est) ............. $190,000
Powertrain: twin-turbocharged
and intercooled DOHC 32-valve
4.0-liter V-8, 603 hp, 664 lb-ft + AC
motor, 188 hp and 236 lb-ft
(combined output: 791 hp; 10.5-kWh
lithium-ion battery pack; 3.7-kW
onboard charger)
Transmissions, F/R: 9-speed
automatic/2-speed automatic
Dimensions
• Wheelbase ............................ 126.6 in
• L/W/H ................. 210.1/75.6/59.6 in
• Curb Weight ........................ 5550 lb
2024 MERCEDES-AMG S63 E PERFORMANCE automatic transmission, and the full Performance (C/D est)
~ BY ANDREW WENDLER • 60 mph .................................. 2.8 sec
output of both engine and motor can • 100 mph .................................. 7.1 sec
be delivered simultaneously. Though • 1/4-Mile ................................ 10.9 sec

Higher-Purpose AMG locates the motor on the rear

axle, the 4Matic+ system can send
• Top Speed ........................... 155 mph
EPA Fuel Economy (C/D est)
• Comb/City/Hwy ...... 17/14/24 mpg

Hybrid its torque to the front to provide

all-wheel drive when the S63 is run-
• Comb Gas +
Electricity ......................... 50 MPGe
• EV Range ................................... 17 mi
Forget electric range. This plug-in ning in Electric mode, which allows
hybrid delivers 791 horsepower. speeds up to 87 mph. We estimate
battery-powered range to be about
17 miles. Four levels of regeneration should easily go sub-three. Up to 2.5
take you from almost freewheeling degrees of rear-wheel steering tight-
to nearly one-pedal driving. ens the line in slower curves, and
Whatever long word the Germans have for From behind the wheel, the com- the electric motor’s instant torque
“no replacement for displacement” once plex system behaves transparently. helps you power out of corners. Tra-
applied to AMG’s vehicles. Remember Whether you’re cruising the Pacific ditionalists can rest assured that an
the 6.8-liter in the “Red Pig” Mercedes- Coast Highway or hustling through AMG-worthy V-8 exhaust note
Benz 300SEL and the Hammer’s 6.0- the mountain roads above it, the accompanies the Sport and Sport+
liter V-8s in the ’80s? But now, well thrust remains resolute with zero driving modes.
into the 21st century, electric motors soft spots or clumsy handoffs. Pro- The E Performance blends an
and turbos are replacing displacement. digious shove is on tap at nearly any advanced and effective hybrid
Take the 2024 Mercedes-AMG S63 E speed, the electric motor’s two-speed powertrain with tastefully under-
Performance. It adopts an advanced transmission shifting imperceptibly stated styling and luxurious S-class
hybrid system to complement the 603- into second gear at about 87 mph. accommodations. This latest AMG
hp twin-turbo 4.0-liter V-8. The S63’s Mercedes-AMG claims a 60-mph S-class thus evolves the species, but
hybrid powertrain focuses “less on sprint of just 3.2 seconds, but consid- unlike the AMG-enhanced EQS elec-
electric range and more on best-in-class ering that the last S63 did the deed tric, it still preserves a tangible con-
performance,” with AMG presenting the in 3.1 seconds, the E Performance nection to that foundational Red Pig.
combined output of 791 horsepower as
evidence.
AMG developed the S63 E Perfor-
mance’s 10.5-kWh battery pack in
conjunction with High Performance
Powertrains of Brixworth, England. It
powers a rear-mounted 188-hp electric
motor that teams with a two-speed
transmission and an electronically
Not so hyper:
controlled limited-slip rear differential. Instead of a
As expected, there’s quite a bit of dash-spanning
software choreography to ensure grace- electronic display,
the S63 has two
ful movement. The electric motor oper- separate screens,
ates separately from the V-8’s nine-speed which is fine by us.

82 THE RUNDOWN SEPTEMBER 2023 ~ CAR AND DRIVER

 crown platinum
Vehicle Type: front-engine, front-
and rear-motor, all-wheel-drive,
5-passenger, 4-door sedan
Base/As Tested ...... $53,445/$54,638
Powertrain: turbocharged and
intercooled DOHC 16-valve 2.4-liter
inline-4, 264 hp, 332 lb-ft + 2 AC motors,
front: 82 hp, 215 lb-ft; rear: 79 hp, 124 lb-
ft (combined output: 340 hp, 400 lb-ft;
0.6-kWh [C/D est] nickel-metal hydride
battery pack)
Transmissions, F/R: 6-speed automatic/
2023 TOYOTA CROWN LIMITED AND ited and Platinum test cars, both direct-drive
PL ATINUM ~ BY ANDREW KROK with standard all-wheel drive, were Dimensions
• Wheelbase ....................................... 112.2 in
remarkably similar. • L/W/H ........................... 196.1/72.4/60.6 in
The Illusion You can feel it, but you can also
see it in the results. There’s a 275-
• Curb Weight ................................... 4338 lb

of Choice pound mass difference (the Limited

tips the scales at 4063 pounds; the
test RESULTS
60 mph .................................................. 5.1 sec
The Crown’s powertrains may Platinum, 4338), yet the Crowns 100 mph ............................................. 13.5 sec
differ, but the surrounding performed nearly identically on the 1/4-Mile ........................ 13.8 sec @ 101 mph
Results above omit 1-ft rollout of 0.3 sec.
car is largely the same. skidpad, where the 0.83-g result
Rolling Start, 5–60 mph .............. 5.9 sec
of the Platinum, on Michelin Pri- Top Speed (gov ltd) ..................... 129 mph
macy Tour A/S rubber, squeaked Braking, 70–0 mph ........................... 189 ft
ahead of the Bridgestone Turanza Roadholding,
300-ft Skidpad ................................. 0.83 g
You can have the 2023 Toyota Crown EL450–equipped Limited’s 0.82 g. C/D Fuel Economy
any way you want, so long as it’s a In braking, the Platinum’s 189-foot • Observed ........................................ 28 mpg
hybrid. There is, however, a choice stop from 70 mph barely bested the • 75-mph Hwy Driving .................. 32 mpg
• 75-mph Hwy Range ..................... 460 mi
of hybrid powertrains that take aim Limited’s 191-footer. The two also EPA Fuel Economy
at slightly different buyers. seem to share sound-deadening • Comb/City/Hwy .............. 30/29/32 mpg
Crown customers interested in
fuel economy will want the 236-
hp hybrid system (available on XLE
and Limited trims), which couples
three electric motors with a natu-
rally aspirated 184-hp 2.5-liter four
and returns an EPA combined 41
mpg. In the other corner is the top-
of-the-line Platinum trim, which
will appeal to drivers interested in
more power. Its Hybrid Max setup
combines a 264-hp turbocharged
2.4-liter inline-four with two elec- Although the
tric motors for 340 horsepower and Crown is a big
car on the
400 pound-feet of torque. Despite outside, the
the power differences and a few tan- forward throne
gible changes—adaptive dampers, room feels a
bit cramped.
marginally thicker anti-roll bars,
optional two-tone paint—our Lim-

84 THE RUNDOWN PHOTOGRAPHY BY MICHAEL SIMARI ~ SEPTEMBER 2023 ~ CAR AND DRIVER
 Give it the stick
and the true
nature of the
Crown’s hybrid
powertrain—either
crown limited one—reveals itself.
Vehicle Type: front-engine, front-
and rear-motor, all-wheel-drive,
5-passenger, 4-door sedan for the Avalon, Toyota’s prioritiza- sour engine note into the cabin. The
Base/As Tested ....... $46,645/$50,169
Powertrain: DOHC 16-valve 2.5-liter tion of plushness over performance Platinum is easily the quicker of the
Atkinson-cycle inline-4, 184 hp, shouldn’t come as a surprise. two, but holding its accelerator to the
163 lb-ft + 3 AC motors, front: 118 hp, In acceleration, though, the two firewall results in a pause before the
149 lb-ft, rear: 54 hp, 89 lb-ft
(combined output: 236 hp; 0.6-kWh Crowns finally start to differentiate six-speed automatic downshifts to
[C/D est] nickel-metal hydride themselves. The Hybrid Max’s 104- the optimal gear.
battery pack) hp power advantage is immediately As expected, the two Crowns
Transmissions, F/R: continuously
variable automatic/direct-drive evident, shoving the Platinum to also stand apart at the gas pump.
Dimensions 60 mph in 5.1 seconds, absolutely On our 75-mph highway loop, the
• Wheelbase ....................................... 112.2 in gapping the Limited’s 7.2-second Limited returned 42 mpg, while the
• L/W/H ........................... 196.1/72.4/60.6 in
• Curb Weight .................................. 4063 lb result. The Platinum wraps up the Platinum delivered 32 mpg.
quarter-mile sprint in 13.8 seconds If the extra oomph of the Hybrid
test RESULTS at 101 mph, leaving almost enough Max allures you enough to make that
time for a bathroom break before fuel-economy sacrifice, be prepared
60 mph ................................................. 7.2 sec
1/4-Mile .......................... 15.5 sec @ 91 mph the Limited crosses the line in 15.5 to pay in other ways. The Platinum
100 mph ............................................. 18.7 sec seconds at 91 mph. starts at $53,445, while the base Lim-
Results above omit 1-ft rollout of 0.3 sec. There’s a great dissimilarity in ited stickers for $46,645. For those
Rolling Start, 5–60 mph .............. 7.7 sec how these two deliver power as with an Avalon-shaped hole in their
Top Speed (gov ltd) ...................... 116 mph
Braking, 70–0 mph ............................ 191 ft well. The Limited’s continuously heart, the Crown does a commend-
Roadholding, variable automatic transmission is able job as its successor. Choosing
300-ft Skidpad ................................. 0.82 g more willing to call up the power in between the two powertrains comes
C/D Fuel Economy
• Observed ........................................ 42 mpg a hurry, which sends the 2.5-liter’s down to how you’ll use your Crown.
• 75-mph Hwy Driving .................. 42 mpg
• 75-mph Hwy Range ..................... 600 mi
EPA Fuel Economy
• Comb/City/Hwy ................ 41/42/41 mpg
THE CROWN’S JEWEL
—
After nearly 30 years of using a two-motor arrangement that combines
with an engine through a planetary gearset that functions as a CVT, Toyota
is expanding its hybrid tool kit. The new Hybrid Max powertrain features an
material, with our meter measuring 38 electric motor sandwiched between a turbocharged engine (either a four-
decibels at idle for both, as well as 67 cylinder, as in the Crown, or a V-6, in large trucks) and a traditional auto-
decibels at 70 mph for the Limited and matic transmission. Although the old-style hybrid setup returns better
fuel economy, Toyota claims the Hybrid Max delivers a 20 percent mileage
a close 66 for the Platinum. boost over a nonhybrid with similar
The Platinum’s adaptive damping performance. —Dave VanderWerp
doesn’t change the Crown’s on-road Hybrid Max means
turbo engine, no
demeanor much. Both variants lean in more CVT drone.
corners like a barfly at last call, and nei-
ther feels excited to tackle a complex por-
tion of pavement. The Platinum’s hint of
added rigidity and Sport S+ mode weren’t
enough to stop some drivers from com-
plaining that both Crowns felt equally
underdamped. The steering didn’t make
any friends either. Considering that
the Crown is an in-kind replacement

85
2024 BENTLE Y BATU R ~ BY AUS TIN IRWIN

12-Cylinder
Salute
Bentley makes 18 Continental GT–based
Baturs as a send-off for its W-12.

Cryogenics might require a roomful of sci-

entists in lab coats, but squeeze a $2.1
million Bentley Batur down the narrow
lanes of Spain’s Canary Islands, and
you’ll freeze every tourist and highway
worker stiff. A Batur, designed to look
like a resting predator, is a sight worth
savoring. The two prototypes we drove
through Tenerife for an afternoon are the start of a The Batur’s limited run makes other multimillion-
production run that ends after 18 are built. The Batur dollar machines—such as the 99 Pagani Utopias, the 130
honors the end of Bentley’s W-12 engine, and its design Lotus Evijas, and the 300-unit Koenigsegg Gemera—look
previews what the brand’s forthcoming electric vehicles almost commonplace. And the Batur will be especially rare
will look like. in the United States, where it’s not street-legal. However,
just because few people on the planet will ever see a Batur
up close doesn’t mean it’s completely unique. Under the
bespoke Mulliner coachwork, the Batur shares the majority
of its mechanical bits with more attainable Bentleys, chiefly
Driving past
a lava field, the Continental GT Speed. That includes the rear-biased all-
we’re reminded wheel-drive system, the active anti-roll bars, and the rear-
that the Batur wheel-steering system.
shares its name
with Bali’s most The windshield is the biggest exterior element that car-
active volcano. ries over from the Continental GT to the Batur. Pretty much

86 SEPTEMBER 2023 ~ CAR AND DRIVER

every body panel is new. The quarter-
panels, which are molded to the alumi-
num roof, are carbon fiber, as are the
fenders. Mulliner spends roughly eight
months creating each Batur in Crewe,
England, at the same workshop where
the 12-unit open-roof Bacalar was built.
The twin-turbocharged 6.0-liter
W-12 is a distant relative of the one that
debuted in the foreign-market Audi A8L
of 2001. The Batur’s W-12 is the most
powerful that Bentley has ever made—
or, sadly, ever will. Bentley’s engineers
gave it revised turbos to pump more
oxygen into reshaped intake manifolds.
The upgraded engine makes 740 horse-
power at 5500 rpm and 738 pound-feet
of torque starting at 1750 rpm. Bentley
says the top speed is 209 mph. We say
the Batur swallows Tenerife’s coastal
highways as effortlessly as tourists
ingest the islands’ rum.
Although we drove past huge banana
plantations, the Batur was the most
bananas thing on the Canary Islands.
It was the biggest car we saw in Tener-
ife as we chased down Fiat 500 rentals,
catching them like they were mice stuck
in a glue trap. Waking the eight-speed
dual-clutch automatic from its slumber
takes a brief moment, but then power
comes on like a tidal wave. In corners,
the Batur quickly overwhelms the
315/30ZR-22 Pirelli P Zero PZ4 rubber
under its tail. Giant carbon-ceramic

What you might brakes (17.3-inch front rotors with 10-piston

find in the Batur’s calipers and 16.1-inch rears grasped by four-
the numbers interior: titanium
and 18-karat gold. piston calipers) easily haul the Batur back
Vehicle Type: front-engine, all-wheel- What you won’t down again.
drive, 2-passenger, 2-door coupe find: a back seat. The interior is as dramatic as the exterior,
Base (C/D est) .................. $2,110,000
Engine: twin-turbocharged and and there’s a long list of available materials
intercooled DOHC 48-valve W-12, inside, all expensive. One of the prototypes
aluminum block and heads, port and features carbon-fiber paneling that fades into body-color-matching
direct fuel injection
Displacement .............. 363 in3, 5952 cm3 Purple Sector trim. The edge of the drive-mode dial doesn’t just spin
Power .......................... 740 hp @ 5500 rpm with the sophistication of a yacht owner’s chronograph; it’s deco-
Torque ....................... 738 lb-ft @ 1750 rpm rated with a 3-D-printed 18-karat-gold surround. The knurling at the
Transmission: 8-speed dual-clutch
automatic edge of the windshield-wiper stalk is too sharp to be anything other
Dimensions than titanium. And only the detailers of private car collections may
• Wheelbase ....................................... 112.2 in ever notice this hidden piece: The arm attached to the brake pedal
• L/W/H ........................... 193.0/77.4/54.7 in
• Curb Weight ................................... 5100 lb is bare carbon, just like what’s found in a Porsche 911 GT3.
Performance (C/D est) Although the W-12 is saying goodbye, the Batur is also saying
• 60 mph ............................................ 3.0 sec hello—to electrification. Bentley plans to field a fully electric lineup
• 100 mph ........................................... 7.2 sec
• 1/4-Mile ........................................... 11.0 sec by 2030, and the Batur’s front fascia, we’re told, is a preview of what
• Top Speed .................................... 209 mph the brand’s upcoming EV will look like. If it looks this good, it’ll be
EPA Fuel Economy (C/D est) a winner, but with the W-12 gone, it’ll probably be a less emotional
• Comb/City/Hwy ............... 15/12/20 mpg
experience. That said, the emotions an electric Bentley produces are
yet to be experienced.

87
1979–93
WHAT TO BUY: SAAB 900 PROBLEM AREAS
Rust is your enemy. Slide back the
plastic trim that rims the wheel arches
to look for rot. And be sure to check
Echoing the design of the long-running door sedans lack the cargo capacity the suspension mounting points, front
and rear; catastrophic oxidation here
99 that preceded it, the updated and and standout shape of the two- and is common and very challenging to
modernized Saab 900 was the car four-door hatches. A somewhat repair. While engines are durable, you
that brought the fringe Swedish flexy convertible arrived for 1986. should check the timing chain and ten-
sioner for wear. Transmissions are also
brand into its closest proximity to Cars from 1990 and later received solid but show their initial weaknesses
the mainstream, which honestly modern safety updates such as anti- in first and reverse; if it pops out of
wasn’t that close. When we drove lock brakes and airbags. either, the gearbox is a candidate for
a rebuild. Ignition tumblers wear out,
a Saab in 1977, we said, “When you Fuel economy, front-wheel-drive as do the seat heaters, turn-signal
get all done cracking Saab jokes, traction, a good ride-and-handling stalk, and vacuum-actuated cruise
you’ll find the one thing that is even balance, panoramic visibility, and control. Comradely repair and parts
support is available at saabnet.com.
more fun is driving Saabs.” innovative features (seat heaters, a
From launch the 900 was avail- center-console-mounted ignition 1985 SAAB 900 TURBO
160-HP 2.0-LITER INLINE-4,
able with a turbo, and the boosted switch, a cabin air filter) are hall- 5-SP MANUAL, 2908 LB
models are far more desirable, marks of the 900. So too is Saab Test Results
particularly when mated with the weirdness, present in its pinnacle • 60 mph ........................................................ 8.5 sec
five-speed manual transmission (a and independent form here, before • 1/4-Mile ................................. 16.5 sec @ 83 mph
• Top Speed ................................................ 128 mph
three-speed Borg-Warner automatic General Motors bought and diluted • Braking, 70–0 mph .................................... 217 ft
was optional). Rare notchback four- the brand. —Brett Berk • Roadholding, 300-ft Skidpad .............. 0.75 g
From C/D, December 1984. Acceleration times adhere
to our old rollout rule of 3 mph.

1992 SAAB
900 TURBO

ENGINE
Most 900s came with a 2.0-liter
fuel-injected inline-four (naturally
aspirated versions grew to 2.1 liters
in 1991) mounted longitudinally under
a front-hinged clamshell hood and
driving the front wheels. First-year
regular 900s made 115 horsepower and
123 pound-feet of torque, while Turbos
had 135 horses and 160 pound-feet. RECENT SALES
The powerband was peaky, with the
turbos coming alive above 2500 rpm, VALUE 1985 900 Turbo sedan (February 2023)
accompanied by a distinct whistle. Saab 900s are climbing in value, but $17,250
For 1985, a new double-overhead-cam not as quickly as contemporaries 93,000 miles
16-valve head and intercooler on the Turbo such as the E30 BMW 3-series or 1993 900 S hatchback (June 2023)
gave it 160 horsepower. The midrange the Volvo 240. Turbos and SPGs are $8750
900S got a 125-hp naturally aspirated more highly prized—a 246-mile 1987 136,000 miles
16-valve engine in 1986. Also launching in Turbo convertible sold in August
1985 was the Special Performance Group 2022 for a shocking $145,000—but 1988 900 SPG (March 2023)
(SPG) package, featuring a body kit and solid Turbo examples, even convert- $12,250
tri-spoke wheels. In ’87, SPGs got a bump ibles, are still available for under 193,000 miles
to 165 horses, which rose to 175 in 1990. $20,000. Buy now or sob later. From Bring a Trailer.

“On balance, a superb car for long,

hard drives over bad roads.”
— D AV I D E . D AV I S J R . , C / D, J U LY 1 9 8 3

88 PHOTOGRAPH BY JOHN ROE ~ SEPTEMBER 2023 ~ CAR AND DRIVER

 THE RESULTS
ARE IN.
The Acura Integra is the North American Car of the Year.™
With an available manual transmission, a turbocharged engine, and sporty design, the 2023
Acura Integra has quickly become the best-selling car in the premium sport compact segment.
The award goes to Precision Crafted Performance.

Integra A-Spec ® with Technology Package shown. ©2023 Acura. Acura, Integra, A-Spec, Precision
Crafted Performance, and the stylized “A” logo are registered trademarks of Honda Motor Co., Ltd.