in track talk—is quicker than the usual late apex in the superior chassis and handling that makes tight right-hander off the back straight known as Bitch. big speeds easy. This is the 16th 911 we’ve lapped over 15 installments of When you’re not cornering at the limit, Lightning Lap, and only one is quicker: the 690-hp GT2 RS the engine’s nearly 100-decibel shriek from 2018. The last-gen GT3 RS and current Turbo S are can’t be ignored. Three 9000-rpm shifts on the back about a second and two seconds slower, respectively, even straight have you thinking the engine is the best part of though both enjoy better power-to-weight ratios than the the GT3. But then you throw its 3229 pounds into a corner new GT3. That the GT3 can go faster around VIR with and you’re back in camp chassis. We’re hoping to have all less power is not only about more grip, but also about a of this resolved before the GT3 RS rolls out. THE ITSY-BITSY GT3 LAP TIME, M:SS ADJUSTED BASE PRICE140 155 170 185POHUONRDSSEPPOEWRER 2007 911 GT3 (997.1) (2022 DOLLARS)*, 415-hp 3.6-L flat-6, We’ve lapped four of the $ x 1000 8.5 GRIP IN 6-sp man five major versions of the 7.5 TURN 1, G Porsche 911 GT3 in the last 0.85 1.00 1.15 1.305.5 2015 911 GT3 (991.1) 15 years, missing only the 475-hp 3.8-L flat-6, (2009–11) 997.2. In that HOMGINPSPEIMNEUEDM, MPH 65 7-sp auto time, the track-focused 911 PEAK SPEED, MPH 60 has improved at VIR in every 2018 911 GT3 (991.2) conceivable metric. Even 500-hp 4.0-L flat-6, the GT3’s curb weight has 7-sp auto dropped, which is surprising because the first GT3 we 2022 911 GT3 (992) lapped was equipped with 502-hp 4.0-L flat-6, a manual transmission and 7-sp auto not the heavier dual-clutch automatic. Power has steadily *includes performance- risen, too, as evidenced enhancing options by the peak speeds on the straights. It has failed to 75 135 MPAHVECLRIAMGBEINSPGEEESDS,ES improve only its base price, but in this case, you defi- 115 nitely get what you pay for. 105 75 80 85 90 INFIELD AVERAGE SPEED, MPH 49
02:37.0 2021 Mercedes-AMG GT Black Series, LL5 BASE PRICE: $327,050 • AS-TESTED PRICE: $340,820 720 hp • 3632 lb • 5.0 lb/hp TIRES: Michelin Pilot Sport Cup 2 R, F: 285/35ZR-19 (1O6Y) MO1A R: 335/30ZR-20 (108Y) MO1A As the GT Black Series tears down VIR’s front straight toward a peak speed of 166.0 mph, all the pit wall hears is the sound of air rushing around the body and the whoosh of the turbochargers. On the inside, however, the Benz V-8 puts out more mechanical noise than a cruise ship’s engine room, and there’s also the metallic tinks and pops you get in a purpose-built race car. If AMG fitted any sound insulation, it’s not working. But that’s about the only thing that doesn’t work on this car. The Black Series is a track weapon with every lap-shrinking trick. An adjustable front splitter has two threaded supports that keep it from being ripped off at speed. The rear end flies a tall biplane setup with a large wing perched above a second smaller airfoil. In the center of the upper wing is an electronic air brake that deploys to help slow and stabilize—valuable when you have to brake from 166 to 52 mph to make Turn 1. In that first corner, the stiff suspension and the stickier of the two Pilot Sport Cup 2 R tires Michelin developed for the AMG [see “A Tale of Two Tires,” page 51] work together to hang on all the way to a record-setting 1.25 g’s. Under the louvered carbon-fiber hood hides a flat-plane-crank version of AMG’s twin-turbo 4.0- liter V-8 that’s been jacked up to 720 horsepower. Put your foot in it, and just as you start to think, “Hey, this thing is frighteningly quick,” an after- burner seemingly lights, sending the world into a slightly terrifying blur that doesn’t quit until the dual-clutch automatic shifts at the V-8’s 7200-rpm redline. The dual-clutch transaxle is so well programmed that vanity is the only real reason to engage the paddles. If you’re looking for understeer, look elsewhere. Over the 24-corner gauntlet, the Black Series nips at the heels of the nearly million-dollar McLaren Senna’s 2:34.9 record. If SCRUTINIZE OUR you eliminate the Senna’s gains on FASTEST LAPS the long straights, the GT is essen- tially tied with it. Value is difficult Want the ins and outs of the to discuss when a car costs this fast way around the Grand much, but the AMG puts up the Course at VIR? Want to see second-best time ever and costs less what it’s like to rip through than half as much as the Senna. We the Climbing Esses at over 130 can’t wait to see what kind of time mph and barrel down the front AMG’s Formula 1–inspired mid- straight at over 160 mph? Go engine Project One sets. to youtube.com/caranddriver to watch every Lightning Lap 15 entry race to the finish line. 50
A TALE OF TWO TIRES To avoid production snafus, manufacturers usually outfit their vehicles with multiple tire brands, but we’ve never seen a car offer two versions of the same tire. So we found it notable that the AMG GT Black Series can be had with soft and hard versions of the Michelin Pilot Sport Cup 2 R. To tell the difference, check the sidewall. The soft compound is marked MO1A and the hard MO2. To ensure the fastest lap possible, Mercedes-AMG fit the softer compound for this year’s Lightning Lap, but if we were taking a Black Series to a track day, we wouldn’t hesitate to run the harder and longer-wearing Cup 2 Rs. The car might not break grip records on the MO2-spec tires, as the MO1As did in Turn 1 at VIR with 1.25 g’s worth of stick, but they will undoubtedly last longer and hopefully avoid a midday tire change. 51
Call of
the IN 1982, MY PARENTS REPLACED Can the their rear-drive Buick Regal with a Subaru four-wheel-drive Subaru GL wagon, a Outback car that revolutionized Maine winter Wilderness driving for the Dyer household. No live up to more begging for ashes from a neigh- its name? bor’s wood stove to throw under the We hit the tires—just pull the stubby lever to bogs of the left of the shifter and you’re on Broken Nut your way. The GL’s deep-snow acumen Off Road implied all-terrain invincibility. And Park to as soon as spring arrived, my father find out. took the wagon out on some nearby trails and got it righteously stuck, By Ezra Dyer high centered on a log lying across Photography by Andi Hedrick the path. That day Dad learned that when it comes to off-roading, a four- wheel-drive car is still a car. Despite ads glorifying river cross- ings and dusty dirt roads, I don’t recall early-1980s Subaru promising any real trail capability for its diminutive four- by-fours. Forty years later, the humble Subaru wagon has evolved into some- thing more like a real SUV, in the form of the 2022 Outback Wilderness. More than cosmetic, the Wilderness brings legit hardware: a lifted suspension that provides 9.5 inches of ground clear- ance, a front skid plate, revised body- work to increase approach and depar- ture angles, and Yokohama Geolandar A/T G015 tires. Those all-terrain tires sport raised white letters, a feature scientifically proven to increase both off-road prowess and the odds that fel- low motorists will ask for your CB han- dle. Under the hood, a 260-hp turbo- charged 2.4-liter flat-four is standard equipment, and low-speed trail pickin’ is facilitated by a shorter final-drive ratio: 4.44:1. 53
Not pictured: the optional underbody armor that we’d recommend if you take a Wilderness to Broken Nut Off Road Park. To put all of this to the test—along ing number of overturned port-a- quads go through the nearest bog with, maybe, the Wilderness’s water- potties. If you’re in the market for before deciding whether to subject resistant upholstery and rubber floor dump-truck parts and tetanus, it’s the Subaru to its first challenge. mats—I point the Outback’s flat-black a one-stop shop. The woman who The water doesn’t look much more hood toward Broken Nut Off Road checks me in (admission: $15) is than a foot deep, evidently with Park, a 350-acre spread in Jefferson, very nice. She also represents the plenty of traction down below, so South Carolina. There’s little online last time I will encounter any kind I pull around to the end of the pit about Broken Nut besides a few Google of supervision. and select the Deep Snow/Mud reviews that imply lots of mud and “ran- setting on the Wilderness’s X-Mode dom stuff out in the woods.” Farther down the road, the terrain-management system. I’d trees and defunct machinery give expected the local Realtree ATV When I pull onto the access road, way to a parking area fronting two crowd to be maybe a little hostile I’m not entirely sure I’m at the right 50-yard mud bogs. The rat-a-tat- toward a Subaru on their turf, but as place. The drive in passes a junkyard tat of piped quads echoes off the I’m steeling my nerves, a guy rides filled with unlikely detritus—tractor- hills as the morning crowd unloads up and cheerfully calls out, “You trailer trucks, heavy equipment, dis- trailers and makes the first passes can do it! No problem!” I’m keenly membered ATVs. A rusty forklift marks at the bogs. Most of the ATVs are attuned to notes of sarcasm, but if the entrance to a homemade carwash jacked-up models with huge tires I’m not mistaken, he’s just honestly fashioned out of steel I-beams, complete and snorkels, a portentous clue encouraging me. I plunge in. And with a credit-card swipe machine (none about the type of terrain awaiting the engine promptly stalls. of it working). There are a disconcert- out back yonder. As per my recon, the water The Subaru Outback Wilderness writes its Water hazards in places like this isn’t deep, maybe up to the lower final chapter / fetched upon rock / rescued are always treacherous because bumper. Couldn’t be hydrolocked. by Raptor. —Robert Frost (probably) you don’t know whether they’re 10 So I restart and plow forward inches or 10 feet deep. I watch a few another 50 feet, pushing a modest bumper bow wave—and stall again. Uh-oh. One more restart and I make it all the way out, but the Wilderness seems to dislike water of even mod- est depth. I pop the hood and open the airbox to find the filter totally dry, as expected. It’s perhaps not coincidental that Subaru doesn’t brag about fording depth, in the manner of Jeep, Land Rover, and, uh, Ford. Well, we’ll avoid the ’Sippi holes from now on. Plenty other ter- rain out here. Deeper into the property, the trail becomes unexpectedly beau- tiful, wending through tall pines as
The SS Outback blocks the shipping lane used by the Carolina Mudderz. The Wilderness adds water-resistant fabrics, rubber floor mats, and mud-colored trim. it descends toward a perfectly clear I make it about 100 yards before the numbers river. At one point, I encounter a log the Outback’s skid plate fetches a and take advantage of that healthy pumpkin-sized rock hiding under Vehicle Type: front-engine, all-wheel-drive, ground clearance to pop right over the mud as the ruts send two tires 5-passenger, 4-door wagon it, exacting revenge on behalf of all nearly in the air. A passing ATV Base/As Tested .............. $38,120/$39,965 Subaru wagons against all logs over rider jumps off and rocks the Engine: turbocharged and intercooled DOHC the past four decades. car, helping it find traction for a 16-valve flat-4, aluminum block and heads, moment, but there’s nowhere to go. direct fuel injection Down near the river, a swampy Displacement .......................... 146 in3, 2387 cm3 area fronts some steep hill-climbs, Time to put on my waders and Power .................................... 260 hp @ 5600 rpm so I decide to test those approach tag in the Raptor. Have I failed to Torque ................................ 277 lb-ft @ 2000 rpm and departure angles along with mention the Ford Raptor? My bad. Transmission: continuously variable Subaru’s claim that the Wilderness You see, when off-roading, it’s pru- automatic can claw its way up a 40 percent dent to employ the buddy system, Dimensions gravel grade. My chosen slope isn’t especially when that buddy has • Wheelbase ................................................. 108.1 in that steep, but it is daunting, rut- 450 horsepower and 37-inch tires. • L/W/H ...................................... 191.3/74.6/66.9 in ted and crisscrossed by eroded tree Unfortunately, I’d gambled that my • Curb Weight ............................................. 3973 lb roots. After one failed attempt, a comeuppance would involve getting bit more speed bounces me ahead, towed out from the front, so I have test RESULTS the turbo four’s 277 pound-feet of the tow eye and strap ready to go torque cooperating with the short on the wrong end of the car—set 60 mph ........................................................... 5.8 sec gearing to huck 3973 pounds of up to drag the Subaru deeper into 1/4-Mile ................................... 14.6 sec @ 96 mph Outback over the summit. On the this mess rather than out of it. I plod 100 mph ....................................................... 15.8 sec way down, the CVT’s grade sensing around front, mud trying to suck kicks in, amping up the engine brak- the waders off my feet, and trans- Results above omit 1-ft rollout of 0.3 sec. ing as the car points straight down. fer the tow eye from the front left Rolling Start, 5–60 mph ........................ 6.5 sec When the nose pulls back up, I see to the rear right. With the Raptor Top Speed (gov ltd) ................................ 117 mph that several members of the Caro- helping rewind the final 50 feet of Braking, 70–0 mph ....................................... 191 ft lina Mudderz ATV club have paused the journey, I get the Outback to the Roadholding, 300-ft Skidpad ................ 0.74 g their muddin’ and water wheelies to trailhead. Several warning lights C/D Fuel Economy watch the Subaru flex its talents. I are ablaze. I don’t know why, since • Observed ................................................... 18 mpg think they’re impressed, even if I nothing appears to be mechanically • 75-mph Hwy Driving ............................ 27 mpg don’t follow them into a nearby bog. awry. Maybe the Subaru just didn’t • Hwy Range ................................................ 490 mi I’m brave but not bonkerz. like being stuck—“check engine” as EPA Fuel Economy bruised ego. • Comb/City/Hwy ........................ 24/22/26 mpg I still haven’t found terrain that really gives me that “Is this a But the Wilderness is running doesn’t harden into a rolling brick of bad idea?” sour stomach familiar and driving perfectly, so I set off South Carolina clay. By the time I’m to any seasoned off-roader. I soon on the two-hour drive home. Along nearing my house, there’s no outward find such a trail, essentially a ter- the way, I stop at three carwashes evidence that earlier in the day this car raced path along the river, with an in a bid to ensure that the Outback was plunging into the muck with the unclimbable hill on the left and the likes of Can-Am high-lifters and trail- water about 20 feet down the bank. rat XJ Jeep Cherokees. There’s mud and rocks and nowhere to turn around. Once I’m in, no way And that’s what’s impressive. As my through it but to do it. dad haphazardly discovered in the 1982 GL wagon, getting into the wilderness is easy. The hard part is getting back out. 55
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Your Move, Space
Nascent EV maker Rivian Beats Tesla, Ford, and GM to the Fat Part of the Market: Pickup Trucks. By K.C. Colwell Photography by marc urbano BOY 59
“Cool truck, bro. Is that the Cybertruck?” asked a curious holiday shopper. attests, Rivian is indeed a tech-bro inches long, the R1T is 6.3 inches We were on our first nighttime fave. Three days after the IPO, the longer and its wheelbase of 135.8 excursion in the Rivian R1T. Its 12-year-old company’s value sur- inches a whopping 9.0 inches longer. unique light signature gives it away passed $120 billion. At press time, as something different in the pick- its value had dropped to $71 billion. By mass, the R1T’s 7173 pounds up-rich environment of southeast is closer to that of the heavy-duty, Michigan. It’s possible the shopper Whatever the company’s value, three-quarter-ton full-size pickup had a sense of humor and was riffing it turns out that Rivian makes one class. Much of its weight is attrib- off comments from former Rivian hell of a little truck. We say “little” utable to the 7776 cells in the 1755- executive Laura Schwab, who skew- because while the R1T Launch pound, 128.9-kWh battery pack ered Rivian for having a “toxic bro Edition’s base price of $74,075 is [see “Curiosities,” page 62, to learn culture” and filed a gender-discrim- anything but, its dimensions and where one more cell lives]. No tradi- ination lawsuit against the marque proportions are closer to those of tional heavy-duty pickup, however, days before the company went pub- a mid-size pickup. To the eye, it has 835 horsepower at its disposal. lic. Well, as the opening stock price seemed identical in size to our pho- That power makes the R1T the tographer’s Ford Ranger. Yet at 217.1 quickest pickup we’ve ever tested. 60 FEBRUARY/MARCH 2022 ~ CAR AND DRIVER
Sixty mph comes in 3.3 seconds; 100 arrives Dialogue in 9.0. A quarter-mile pass takes 11.9 seconds with the truck going 110 mph. The four electric Charmed by diesel-truck torque motors each drive a wheel, and launches are easy and the clattery heartbeat of heavy and repeatable. A motor at every corner can equipment? Well, the Rivian R1T has enable a Tank Turn feature that does a skid-steer serious torque, but it only whispers. impression, but that’s not in production yet. Flooring one doesn’t make much more of a whir than parking one, but from a stop, 60 mph is The motors also provide enough regen to yours in 3.3 seconds—about as much time as allow for one-pedal operation. Even in Standard it takes to turn a diesel-torque disciple into an regen mode (High is available too), there is no electric-torque convert. Who cares that the only need to step into the soggy and soft brake pedal sound you’ll hear on your way to 60 is your and activate the four-wheel discs. Take a Rivian neck snapping backward? —Austin Irwin to a driver’s test and you won’t have to touch the brake pedal unless someone cuts you off. Should While I’m excited about the R1T’s quick you need to hit the brakes hard, the truck stops acceleration, luxurious ride quality, and from 70 mph in 177 feet. That’s an impressively numerous clever features, our early- short distance given this thing’s weight and our build test truck had a litany of issues test truck’s 20-inch rugged Pirelli Scorpion All that need to be addressed before buyers take Terrain Elect tires (developed specifically for delivery. While some (not us) might overlook the Rivian). The Pirellis are a no-cost option over occasional misaligned body panel or a spare-tire the more street-friendly 21-inch all-seasons. cover that requires far too much effort to shut, everyone will be frustrated by the touchscreen. The Rivian puts down strong straight- With its frequent crashes and often lethargic line performance, as you probably could have reactions to inputs, the screen is one area that guessed. We’ve come to expect wicked accelera- Rivian desperately needs to fix. —Carlos Lago tion from electrics. What makes this truck great is how well it drives. Thanks to an independent 61
CURIOSITIES TORCH SONG A 1000-lumen flashlight lives in the door. Its rechargeable battery is a 2170 (21 by 70 mm) lithium-ion cell, the same as what’s in the battery pack. BOOM BOX Plus Scorching acceleration, composed ride, upscale environs. Minus Range falls At the bottom of the short of EPA estimates, overreliance on touchscreen, electronic gremlins. center console is a remov- Equals A hugely impressive and fun-to-drive electric pickup, right out of the box. able Bluetooth speaker that can play audio from suspension, front and rear, fitted with mated 172.0-kWh capacity will reach DETAIL IMAGES 1, 4, AND 5 BY ROY RITCHIE the car or your phone. adaptive dampers, air springs, and customers in 2023 and be followed by a hydraulic anti-roll control—McLaren smaller pack of undisclosed size.) FILLING STATION road cars use the same tech, which is There is a 150-psi air com- banned in most motorsports—this 3.5- The R1T’s nearly all-black interior is ton truck rides like a luxury sedan. Even sophisticated yet inviting. Rivian wraps pressor in the bed for all set to Stiff, the suspension is only about the seats in “vegan leather” [see “Impos- your inflatable-fun needs. as unforgiving as a normal pickup’s. sible Leather,” page 16], marketing’s way We fully deflated the full- Should you need more ground clear- of saying “vinyl.” Fortunately, all the size spare and this onboard ance, the air springs offer 6.5 inches surfaces, including open-pore wood air compressor refilled it of vertical adjustment. Only when accented by not-too-bright ambient attempting to hustle the R1T down a lighting, look and feel commensurate in just over six minutes. country road or on a skidpad, where its with our R1T Launch Edition’s $76,875 Pirellis delivered 0.80 g, do you feel its price. The back seat is roomy, but not ROLL ABOARD mass and inertia resisting the steering Ram 1500 spacious. The bed, frunk, At the push of a button wheel’s commands. and gear tunnel—a cargo area span- the luggage-carousel- ning the width of the truck behind the One of our biggest questions, and rear doors—combine for 52 cubic feet of looking slats retract. likely yours, too, is how far an electric lockable storage. pickup truck packing one of the biggest STRAPPED batteries currently on sale can travel on Rivian’s interfaces and controls are A locking cable in the bed can a charge. The EPA says to expect a range right out of Tesla’s playbook. Adjust- tie down and secure bikes or of 314 miles, but that’s with the high- ing the rake and reach of the steering way tires, not the all-terrain rubber. In wheel, the position of the side mirrors, other gear. It automatically our 75-mph highway test, we found the and even the angle of the HVAC vents locks with the R1T’s doors. R1T’s range to be 220 miles. Hook up a is done through the central 16.0-inch trailer and the range is halved [see “Get- touchscreen. The 12.3-inch instrument ting Hitched,” page 64]. Our observed cluster also mimics a Tesla, giving you a efficiency, 35 MPGe, was half the EPA’s real-time situational report that kinda combined estimate of 70 MPGe. Some of looks like a modern version of the roll- this low score is attributable to the off- ing road in the ’80s arcade game Pole road-ready Pirellis; some may be due to Position, with virtual cars and trucks near-freezing ambient temperatures. To passing by a stationary R1T image. see how the cold affected the battery, Even the R1T’s adaptive cruise control we’ll have to get an R1T back to test in a and Driver+ (Rivian’s semi-autonomous more temperate season. (It’s worth not- system) are activated just as they would ing that this battery is the R1T’s medium be in a Tesla, by tapping the gear stalk. offering. A larger battery with an esti- Fortunately, Rivian didn’t copy Tesla’s cabin sound levels. At a steady FEBRUARY/MARCH 2022 ~ CAR AND DRIVER
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70 mph, the R1T’s interior hums at we honestly didn’t know how fast HIDEY-HOLE TOWING PHOTOGRAPH BY ROY RITCHIE 67 decibels, which is three lower we were going. The screens always than our long-term Model 3. Unlike returned to life when we parked the More lockable storage is hiding in a trans- in the Tesla, here the driver is more truck and, for lack of a better term, verse tunnel behind the cab. The doors isolated from the sounds made by cycled the ignition, by exiting and to this locker flip down and can be used bumps, expansion joints, and rough locking the door since there’s no on/ as steps should you need to load the roof pavement. Credit the R1T’s thick off button. Rivian tells us that an or access the bed (there’s no bumper layer of comfort and refinement to over-the-air update should address to step on). Small compartments in the its mass and “skateboard” architec- the issue. interior door panels hold a first-aid kit ture, the combination of battery on the passenger’s side and the 20-foot pack and body-on-frame structure Reliability is a legitimate concern air-compressor hose on the driver’s side. low in the truck. with any new product or company. And getting a Rivian fixed might be adopters, we believe that the brand We had an R1T running early a challenge in the short term too. will enjoy the same sort of evangel- software that Rivian blamed for Service centers are in major hubs— ical devotees that Tesla does. our biggest complaint: numerous New York City, L.A., Denver—with infotainment-screen crashes. We plans to have 120 brick-and-mortar Among former Rivian exec couldn’t discern any reason why, service shops and more than 1000 Schwab’s concerns was that Rivian but on occasion the screen would service vans running in 2023. Tesla prices its vehicles too low and takes go black. Once, the instrument dis- went through these same growing too much of a loss on each unit. That play and the center screen suffered pains, and Rivian’s teething prob- may be, but bold pricing can build simultaneous strokes, which could lems may eventually be solved when volume and convince customers have allowed us the rare opportu- service centers reach critical mass. that their R1T is a good buy, minor nity to tell an inquisitive officer that If Rivian takes good care of its early annoyances or not. We expect they’ll feel the same way we do: that the R1T is an incredibly cool truck. GETTING HITCHED FEBRUARY/MARCH 2022 ~ CAR AND DRIVER When you connect trailer wiring to the R1T, a Towing option appears on the menu screen. Switch to Towing mode and predicted range plummets—we saw it drop from 270 miles to 103. The rate of consumption at 70 mph with a 5650-pound trailer equates to a 110-mile range; that figure would be even lower when making the most of the R1T’s 11,000-pound tow rating. The act of pulling a trailer with the Rivian is borderline dreamy: very smooth with plenty of power to get the rig moving. However, charging makes any long haul impractical. We know of just one pull-through fast-charger (in Baker, Califor- nia). So to replenish your battery without inconveniencing others, you’ll usually have to disconnect your trailer. Electric trucks may be capable of towing, but they won’t threaten V-8 or diesel pickups until the charging infra- structure not only multiplies but also features different site layouts. 64
2022 RIVIAN R1T LAUNCH EDITION TEST RESULTS Price Chassis Acceleration $76,875As Tested ........................... full-length frame 110 1/4-MILE Body Material: steel and aluminum Base ................................................................... $74,075 stampings, carbon-fiber reinforced plastic 9.0 11.9 Vehicle Type: front- and rear-motor, Steering 90 12 all-wheel-drive, 5-passenger, 4-door pickup Options: Off-Road upgrade, $2000; full-size rack-and-pinion with variable electric power 5.6 7.2 spare tire, $800 assist *42.7 inInfotainment: 16.0-inch touchscreen; 6.5-inch Ratio ....................................................................... 15.2:1 4.4 73.0 inrear-seat touchscreen; Internet radio (12Turns Lock-to-Lock ............................................ 2.9 months included); 6 USB-C and Bluetooth Turning Circle Curb-to-Curb ................. 44.9 ft 60 MPHinputs; Wi-Fi hotspot (12 months included); Meridian, 19 speakers Suspension 2.5 3.3 Motors F: ind, unequal-length control arms, air 1.8 springs, 2-position electronically controlled 4 permanent-magnet synchronous AC dampers, hydraulic anti-roll control 30 SEC Combined Power ............................................ 835 hp R: ind; 2 trailing links, 2 lateral links, and a Combined Torque ....................................... 908 lb-ft toe-control link per side; air springs; 2-position 0 1.3 electronically controlled dampers; hydraulic Battery Pack anti-roll control Results in graph omit 1-ft rollout of 0.2 sec. Rolling Start, 5–60 mph ................. 3.4 sec liquid-cooled lithium-ion Brakes Top Gear, 30–50 mph ...................... 1.7 sec Cell Count/Construction ......... 7776/cylindrical Top Gear, 50–70 mph ...................... 2.1 sec Usable Capacity ........................................ 128.9 kWh F: 13.5 x 1.1-in vented disc, 6-piston fixed Top Speed (gov ltd) ........................ 111 mph Cell Manufacturer: Samsung SDI caliper R: 12.9 x 0.8-in vented disc, 1-piston sliding Handling Drivetrain caliper Stability Control: partially defeatable, fully Roadholding, 300-ft Skidpad ...... 0.80 g Transmissions: direct-drive defeatable Understeer: moderate Final-Drive Ratio ............................................... 12.6:1 All-Wheel-Drive System: full time Wheels and Tires Braking GEAR RATIO MPH PER MAX SPEED Wheels: forged aluminum, 8.5 x 20 in 70–0 mph .............................................. 177 ft 1000 RPM IN GEAR (rpm) Tires: Pirelli Scorpion All Terrain Elect, Fade: slight 275/65R-20 116H M+S 3PMSF RIV 1 ......... 12.6 .......... 7.8 ................ 111 mph (14,225) Weight PassengerVolume, F/R: Width: 79.3 in Curb ........................................................ 7173 lb 59/48 ft3 Per Horsepower .................................. 8.6 lb Distribution, F/R ....................... 50.7/49.3% Towing Capacity ............................ 11,000 lb C/D Fuel Economy Observed .......................................... 35 MPGe 75-mph Hwy Range ......................... 220 mi EPA Fuel Economy Comb/City/Hwy ................. 70/74/66 MPGe Range ..................................................... 314 mi *34.0° *25.7° *29.3° Interior Sound Level *14.9 in *MAXIMUM IN OFF-ROAD MODE 135.8 in Idle .......................................................... 41 dBA 217.1 in Full Throttle ........................................ 71 dBA 70-mph Cruising .............................. 67 dBA TESTED BY K.C. COLWELL IN CHELSEA, MI A NEW LOW To see how the Rivian tows, we borrowed a trailer from Futura Trailers. These open trailers feature aluminum construction and a capacity of at least 5500 pounds (the Super Sport trailer we used has a slightly higher capacity). What makes them different from most other aluminum trailers is that there are no loading ramps. Instead, the whole trailer lowers itself at the push of a button to allow for approach angles as small as 3 degrees. Our BMW wagon drove up with ease, as would a Porsche 911 GT3 or any number of race cars. This very slick and easy-to-operate trailer starts at $12,995. (futuratrailers.com)
THE RUNDOWN An expert look at the newest and most important vehicles this month. Page 71: Is that a Lancia Delta Integrale or Hyundai’s new electric car? 2022 SUBARU WRX ~ BY ELANA SCHERR we popped the clutch in a World Rally Blue Pearl WRX Limited Soulful Survivor and proceeded to drive it 700 miles on some of California’s A new Subaru WRX fights off the extinction that best roads. We hadn’t set out to threatens cars, manuals, and driving fun. go so far—it’s that kind of car. The 2022 WRX again uses the Impreza’s platform but is the first WRX that doesn’t share a single exterior panel The Subaru WRX is largely responsible for intro- with the Impreza. The design is all sharp ducing a generation to the joys of turbo lag, body creases accented by plastic cladding. all-wheel drive, and a manual transmission. An intercooler-feeding hood scoop, fiery Go for the standard six- Redesigned for 2022, the WRX retains its feisty geode taillights, and fender flares set it apart speed manual and you can spirit, passenger-car shape, and increasingly from lesser sedans. Slightly wider and nearly avoid annoying collision-warning rare six-speed stick. True, there’s also a CVT three inches longer than the outgoing model, nannies. Win-win. that can imitate an eight-speed automatic, but the WRX remains relatively small and, most supply-chain issues nixed it for our first drive. So important, a four-door car. 66 PHOTOGRAPHY BY MARC URBANO ~ FEBRUARY/MARCH 2022 ~ CAR AND DRIVER
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An 11.6-inch Driving it reveals a straightforward sports work brilliantly with the 245/40R-18 Dunlop SP touchscreen sedan with rally-car energy and a quick- Sport Maxx GT summer tires. Base versions run controls most revving turbocharged engine. In the past we’ve on narrower 235/45R-18 rubber. functions criticized the WRX for its bare-bones interior, and responds flinty ride quality, and annoying levels of cabin There are four trim levels: Base, Premium, quickly, but noise, but the Subaru engineers have addressed Limited, and GT. The last offers electronically simple requests those areas. The new architecture’s lower cen- controlled dampers and comes only with the like turning ter of gravity and greater stiffness offer enough automatic, which is available on all models. The on the heated control that the suspension gets a softer tune, CVT versions get Subaru EyeSight driver assists seats require resulting in an improved ride. Changes to the and adaptive cruise control; manual-equipped multiple taps. engine, suspension, and steering mounting cars do not. Another reason to get the six-speed. points reduce noise, vibration, and harshness. Except on a particularly egregious stretch of All models use a turbocharged 2.4-liter flat- washboard highway, the updated WRX never four making 271 horsepower and 258 pound- seemed unsettled, and life in the cockpit feet of torque. That output isn’t much different remained peaceful—or as peaceful as it can be from the previous 2.0-liter’s, but the new engine when you’re doing your best Colin McRae imi- has a broader torque curve and a redesigned tation through a redwood grove and worrying wastegate to minimize turbo lag and improve about Bigfoot appearing around every blind low-rpm response. We expect the same or corner. If he did, the WRX might be able to stop marginally quicker acceleration versus the last in time, as its brakes (12.4-inch discs in front and WRX, as Subaru claims the new car is only about 11.4 in the rear) feel great under your foot and 20 pounds heavier. It’s quick from a start but most enjoyable above 3000 rpm, when the boost is boosting and the revs are revving toward the 68 THE RUNDOWN FEBRUARY/MARCH 2022 ~ CAR AND DRIVER
the numbers wrapped flat-bottom steering wheel; the Limited Horsepower is has red-accented faux-suede upholstery. There’s barely increased Vehicle Type: front-engine, all-wheel-drive, more space in the back seat, as a 0.9-inch wheel- over the old 5-passenger, 4-door sedan base stretch is a big contributor to the 1.1 inches WRX’s 2.0-liter Base (C/D est) .............................. $30,000 of increased legroom rear passengers enjoy. Two flat-four (268 to Engine: turbocharged and intercooled DOHC adults will be comfortable in back, and while the 271) and torque 16-valve flat-4, aluminum block and heads, lower roofline cuts into headroom, a road trip with remains the same, direct fuel injection four full-size people would not be a problem. Trunk yet the new 2.4- Displacement .......................... 146 in3, 2387 cm3 volume is up from 12 cubic feet to 13. liter delivers its Power ..................................... 271 hp @ 5600 rpm power with less Torque ............................... 258 lb-ft @ 2000 rpm Despite the changes, the 2022 WRX retains turbo lag and Transmissions: 6-speed manual, the feel of its predecessor. An uptick in refinement more smoothness. continuously variable automatic makes it just a smidge more sophisticated. It’s Dimensions quieter—maybe too much so for the tuner crowd— • Wheelbase ................................................ 105.2 in but still plants all four feet solidly on the ground and • L/W/H ...................................... 183.8/71.9/57.8 in digs in with enthusiasm. It remains a joy to fling • Curb Weight ................................. 3350–3550 lb around corners on your way to the Bigfoot Discov- Performance (C/D est) ery Museum in Felton, California. • 60 mph ............................................... 4.7–5.4 sec • 1/4-Mile ........................................... 13.5–14.2 sec We expect pricing to range from $30,000 to • Top Speed ............................................... 145 mph $40,000, which would represent an increase of EPA Fuel Economy about $1500. Subaru predicts you’ll see the manual- • Comb/City/Hwy ............ 21–22/19/25–26 mpg equipped WRX at dealerships in March and the automatic in April. You’ll probably have a much 6100-rpm redline. Even when worked hard, longer wait before you see a Sasquatch. the 2.4-liter never seems strained, but slow down or select too high a gear, and it’ll lug and sigh until the turbo wakes up. EPA esti- mates drop by 1 mpg in city and highway metrics, to 19 and 26, respectively, or 25 highway for the automatic. One more reason to go with the six-speed. Manual shifters are rare enough that we’re predisposed to like any interior that houses one, but for those of you who require more to be won over, the WRX now comes with an 11.6-inch touchscreen dis- play, carbon-fiber-look trim, and a leather- 69
2022 MERCEDES-AMG SL ~ BY ELANA SCHERR Lost and Found To survive, the Mercedes SL had to reinvent itself. For the Mercedes SL, the arrival of the AMG GT roadster created a problem. Even in Mercedes-Benz’s vast lineup, having a pair of six-figure roadsters isn’t a great idea, espe- cially when one was gorgeous and the other wasn’t. The homely SL’s sales skidded to about a tenth of their peak done at speeds up to 37 mph—the interior is open, almost in the ’90s. To stop the slide and save the SL, Mercedes understated. The most visible tech is an 11.9-inch touch- needed to make sense of its roadster lineup. screen slanted between two turbine-style vents, and the The discontinuation of the AMG GT leaves the SL with digital cluster is shrouded by dashboard protrusions. Few the task of reestablishing itself as Benz’s sports car. That buttons remain, as most controls are in the center screen. job fell to the AMG performance division, and as a result, AMG’s twin-turbo 4.0-liter V-8 makes 469 horsepower all SLs now get AMG engines and badges. in the SL55 and 577 in the SL63, which rockets past speed To fool insurance adjusters and to increase practicality, limits faster than you can blink. The V-8’s sound is a subtle the SL sprouts a couple of tiny rear seats. Made possible grumble rather than a growl, and there are no juvenile largely by a 4.6-inch-longer wheelbase, the seats aren’t pops from the exhaust. On a curvy road, the SL feels com- suitable for adults but are useful for petent but not entirely connected, children, soft luggage, or puppies. like it’s overthinking its mission. The SL may be a little more sen- the numbers We can’t help but wonder whether sible, but it retains the eye-catching there’s too much tech beneath the long-hood/short-deck proportions Vehicle Type: front-engine, all-wheel- surface. Torque vectoring, rear- of its predecessors. Trimmer over- drive, 2+2-passenger, 2-door convertible wheel steering, and active hydraulic hangs, a curvier front end, and a Base (C/D est) .... $135,000–$175,000 anti-roll control work together, but sloped tail visually shrink the new Engines: twin-turbocharged and not always in concert. We found car, hiding its longer and surprisingly intercooled DOHC 32-valve 4.0-liter V-8, twitchiness, smoothness, and slug- narrower body. The beauty is more 469 or 577 hp, 516 or 590 lb-ft gishness, all in the same car. It may than skin-deep. The new underpin- Transmission: 9-speed automatic be too smart for its own good. nings feature a mix of aluminum, magnesium, carbon fiber, and steel, Dimensions Still, the new SL recaptures the with torsional rigidity up 18 percent. • Wheelbase ..................................... 106.3 in allure absent in the last one. It’s AMG also ditched the retractable • L/W/H .......................... 185.2/75.4/53.5 in pretty, fast, and comfy enough to hard top, lowering the center of grav- • Curb Weight .................................. 4000 lb restore the SL’s appeal. Expect pric- ity and saving 46 pounds. ing to start at about $135,000 for the Performance (C/D est) SL55 and rise to about $175,000 for With the cloth top folded away— • 60 mph ...................................... 3.1–3.4 sec the SL63. It should arrive in time for which takes 15 seconds and can be • 100 mph ................................... 6.8–7.3 sec convertible weather this spring. • 1/4-Mile .................................... 11.1–11.5 sec • Top Speed ............................. 183–196 mph EPA Fuel Economy (C/D est) • Comb/City/Hwy ....................... 17–18/15–16/ 20–21 mpg To make the SL more practical, it gains tiny rear seats. To drop weight, a cloth top replaces the old car’s retractable hard top. 70 THE RUNDOWN FEBRUARY/MARCH 2022 ~ CAR AND DRIVER
the numbers Vehicle Type: front- and rear-motor, all- wheel-drive, 5-passenger, 4-door wagon Base/As Tested ............... $55,725/$56,725 Motors: 2 permanent-magnet synchronous AC, 99 and 221 hp Combined Power ........................................ 320 hp Combined Torque .................................. 446 lb-ft Battery Pack: liquid-cooled lithium-ion, 70.0 kWh (C/D est) Transmissions: direct-drive Dimensions • Wheelbase .................................................. 118.1 in • L/W/H ..................................... 182.5/74.4/63.0 in • Curb Weight ............................................. 4687 lb test RESULTS 60 mph ........................................................... 4.5 sec 100 mph ....................................................... 12.6 sec 1/4-Mile ................................. 13.2 sec @ 102 mph 110 mph ........................................................ 16.2 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph ....................... 4.8 sec Top Speed (gov ltd) ................................ 117 mph Braking, 70–0 mph ...................................... 179 ft Roadholding, 300-ft Skidpad ............... 0.85 g EPA Fuel Economy • Comb/City/Hwy ..................... 98/110/87 MPGe • Range .......................................................... 256 mi 2022 HYUNDAI IONIQ 5 LIMITED AWD ~ BY DAN EDMUNDS Hook up the Ioniq 5 to a Level 2 setup and the 10.9-kW onboard charger can take the Back to the Future battery from 10 percent to fully charged in under seven hours, according to Hyundai. Highs: Good range, fast-charges with the best, roomy cabin, supple ride. Lows: Office-like interior, blah steering. The Ioniq 5’s smooth ride conquers all manner of uneven asphalt without introduc- Hyundai’s Ioniq 5 is yet another five-passenger electric SUV with decent ing undue harshness, though firm-ride fans range. What sets it apart is its distinctly creased design that appears might wish for a tad more damping. Still, the to have been done on a 16-bit computer. Larger than it looks in photos, test vehicle takes a tenacious set through the Ioniq 5 has an aggressive stance derived from an uncommonly long bends, where its 255/45R-20 Michelins, 118.1-inch wheelbase, stubby overhangs, and wheels that sit nearly flush low-slung battery, and 50.4/49.6 weight with the bodywork. distribution lend it stability and poise. The steering makes it seem less responsive than While a rear-drive version with a 225-hp motor is available, we tested it is, though, with feel and feedback largely the dual-motor, all-wheel-drive configuration, which is good for 320 absent. Steering-mounted paddles offer five horses. Both have the same battery with an estimated usable capacity regenerative braking settings that allowed of 70.0 kilowatt-hours (in the spring, a lower-priced 168-hp model with us to stay off the friction brakes during a lesser battery and shorter range will follow). The rear-driver delivers mountain-road hijinks. healthy EPA estimates of 303 miles of range and 114 MPGe combined. Our all-wheel-drive example posts 256-mile and 98-MPGe ratings, and Inside you’ll find all the warmth of your it scoots to 60 mph in an instant-feeling and drama-free 4.5 seconds. desk at work, complete with twin 12.3-inch screens that evoke dual computer monitors. How long it takes to fill up the battery might be of greater importance The controls are laid out with satisfying to EV buyers, and here the Ioniq 5 reigns supreme with 800-volt archi- logic, but the detached console limits stor- tecture and 350-kW DC fast-charge capability that has no equal, unless age and draws attention to the absence of you’re willing to spend Porsche Taycan money. Charging from 10 to 80 a wireless hookup for Apple CarPlay and percent takes a mere 18 minutes at an Electrify America top-tier stall. Android Auto. The airy cabin has generous space, however, especially in the rear seat. Base prices for the launch models start at $44,875 for the rear-drive SE and top out at $55,725 for a Limited AWD like our test car. If fast charging and quick acceleration in a car that looks like an ’80s Lancia Delta Integrale built in a Minecraft world appeals to you, the Ioniq 5 just might be your EV. CAR AND DRIVER ~ FEBRUARY/MARCH 2022 ~ PHOTOGRAPHY BY MARC URBANO THE RUNDOWN 71
2022 HONDA CIVIC Si ~ BY JOEY CAPPARELLA Sticking with It Highs: Fun handling, slick shifter, costs less than a GTI. Lows: Slower than before, not well equipped for the money. For decades Honda has worked hard to earn enthusiasts’ admira- Admittedly, numbers on a spreadsheet don’t tion and dollars by building small, fun, affordable cars with paint the most flattering picture of the new Si, as manual transmissions. For 2022 it’s keeping the torch lit with it costs more too. In exchange for those five horses, the redesigned Civic Si sedan, which costs less than $30,000 and Honda says it has retuned the turbo four so that it comes exclusively with three pedals and a turbo four-cylinder both revs more eagerly and produces peak torque engine. Like the rest of the 11th-generation Civic line, the latest lower in the rev range. In testing, we hit 60 mph in Si gets a new body and interior with a powertrain that largely 6.8 seconds, 0.4 second slower than the old Si. carries over. While we appreciate the continued availability of We didn’t find the engine’s character to be much the six-speed manual, we couldn’t help but notice that the Si’s different from before. The 1.5-liter is still coarse turbocharged 1.5-liter now makes 200 horsepower, down from when pushed, although Honda has reduced engine 205 in the previous model, the 2020. noise, vibration, and harshness, and the interior isolation is better. Running the six-speed manual through the SPIN CITY 1989–91: 108 hp @ 6000 rpm gears is a delight thanks to short 1992–95: 125 hp @ 6600 rpm throws and light action. The Throughout the many 1999–2000: 160 hp @ 7600 rpm new rev-matching system works generations of Civic 2002–05: 160 hp @ 6500 rpm well and can easily be turned off Si, Honda has fitted 2006–11: 197 hp @ 7800 rpm if you prefer the old-fashioned high-revving and 2012–15: 201–205 hp @ 7000 rpm heel-and-toe technique. not-so-high-revving 2017–20: 205 hp @ 5700 rpm four-cylinders, from a 2022: 200 hp @ 6000 rpm Once again, the sportier Si naturally aspirated has a stiffer suspension tune 2.0-liter screamer to and larger brake rotors than a torquey turbo the base Civic. Its responses are engine. How hard you noticeably sharper thanks to have to work to get to eager turn-in, retuned steer- the peak horsepower ing, and a brake pedal with has defined the character of each version of the Si. good bite. The model we tested 72 THE RUNDOWN FEBRUARY/MARCH 2022 ~ CAR AND DRIVER
the numbers 2022 JEEP GRAND CHEROKEE ~ BY DAN EDMUNDS Vehicle Type: front-engine, front-wheel- JEEP ROLLS OUT drive, 5-passenger, 4-door sedan A NEW BABY GRAND Base/As Tested ....... $28,315/$28,910 Engine: turbocharged and intercooled Constant updates kept the outgoing Grand Cherokee looking far younger DOHC 16-valve inline-4, aluminum block and head, direct fuel injection than its years, but its 2011 debut was quite a long time ago. Now on the heels Displacement ................... 91 in3, 1498 cm3 Power ......................... 200 hp @ 6000 rpm of the three-row Grand Cherokee L comes a new two-row Grand Cherokee. Torque ....................... 192 lb-ft @ 1800 rpm Transmission: 6-speed manual Slightly longer and wider than before, the two-row version is still nearly a Dimensions • Wheelbase ...................................... 107.7 in foot shorter than the “L is for long” model. The result is a subtle swelling • L/W/H .......................... 184.0/70.9/55.5 in • Curb Weight ................................... 2937 lb that still says Grand Cherokee. test RESULTS Despite the growth, Jeep says the new version has shed some 250 60 mph ................................................ 6.8 sec pounds. The unibody structure now contains more high-strength steel, 1/4-Mile .......................... 15.1 sec @ 94 mph 100 mph ............................................. 16.9 sec there’s more aluminum in the suspension, and the liftgate is made from Results above omit 1-ft rollout of 0.4 sec. Rolling Start, 5–60 mph .............. 7.6 sec a combination of aluminum and composite materials. The 293-hp 3.6- Top Speed (C/D est) .................... 130 mph Braking, 70–0 mph ........................... 160 ft liter V-6 and optional 357-hp 5.7-liter V-8 return, again working with Braking, 100–0 mph ......................... 322 ft Roadholding, 300-ft Skidpad ..... 0.94 g an eight-speed automatic. Those powertrains will be joined by Jeep’s EPA Fuel Economy • Comb/City/Hwy ............... 31/27/37 mpg 4xe plug-in hybrid, which mates a 2.0-liter turbo four to two electric rode on optional ($200) summer tires, motors for 375 horsepower and an estimated 24 miles of EV range. which give the Si strong front-end grip that keeps understeer at bay. It stuck to Whether it’s on the Summit Reserve package’s 21-inch wheels or the the skidpad at 0.94 g and stopped from 70 mph in 160 feet. Overland’s 18s, the Grand Cherokee, when fitted with optional air springs and A limited-slip differential also adaptive dampers, delivers impressive composure and admirable isolation comes standard, and expanded drive- mode selections allow you to combine over neglected asphalt. The Trailhawk trim is the off-road star with up to the quicker throttle response of Sport mode with the lighter steering of Nor- 11.3 inches of ground clearance and an electronically disconnecting front mal mode or vice versa. Honda nixed the adaptive dampers found in the pre- anti-roll bar that allows for an additional five inches of suspension droop. vious model, but we didn’t miss them, as the ride is satisfyingly firm without Occupants enjoy an all-new interior with upgraded materials. Options undue harshness. include 950-watt McIntosh audio, a More troubling is the $2120 price hike over the 2020 version. Honda jus- passenger’s-side touchscreen, and the numbers tifies the cost with more standard equip- ment including a larger touchscreen, a head-up display. Rear legroom is a Vehicle Type: front-engine; rear-, all-, blind-spot monitoring, and an upgraded smidge better than before, but those or 4-wheel-drive; 5-passenger; 4-door audio system. The interior materials are seeking interior space will want the L. wagon far richer than before, but the new Si is Base ...................... $39,185–$59,160 missing its predecessor’s heated seats, Base pricing starts at $39,185 Engines: DOHC 24-valve 3.6-liter V-6, an upsetting omission for those of us in for a rear-drive Laredo and extends 293 hp, 260 lb-ft; pushrod 16-valve the Snowbelt. to $59,160 for the Summit. Driving 5.7-liter V-8, 357 hp, 390 lb-ft all four wheels adds $2000 to all Transmission: 8-speed automatic The Civic was already head and but the Trailhawk, which is strictly a shoulders above its compact-sedan com- four-by-four; the V-8 tacks on $3295. Dimensions petition. While the 2022 Si might not Prices have risen about $3000 on •Wheelbase ................................... 116.7 in wow the Cars & Coffee crowd or see its most models, except the Trailhawk • L/W/H ............. 193.5/77.5/70.8–70.9 in power and performance specs go viral and Overland, which are up by • Curb Weight ................... 4250–5050 lb on Reddit, it re-ups the Civic’s commit- $5000 or so. At least Jeep’s iconic ment to driving fun in a big way. That’s luxury SUV doesn’t just look like it Performance (C/D est) definitely worth celebrating. costs more—it drives like it too. •60 mph .................................. 6.4–8.0 sec •1/4-Mile .............................. 14.5–15.8 sec • Top Speed .................................. 120 mph EPA Fuel Economy • Comb/City/Hwy ................... 17–22/14–19/ 22–26 mpg 73
2022 MAZDA MX-30 ~ BY ELANA SCHERR A Level 3 connection offers an 80 percent charge in 36 minutes; the same fill requires Short-Distance Runaround nearly three hours on a Level 2. Owners can borrow a gas-burning Mazda for up to 10 Highs: Lovely interior, shapely design, engaging handling. days per year for the first three years. Lows: Minuscule range, plodding acceleration, tight rear seat. A base MX-30 starts at $34,695, and our Mazda has taken its time wading into the electric-vehicle pool, and its long- loaded tester cost $38,600. Lethargy can awaited battery-powered MX-30 appears to be afraid to leave the shallow be an acceptable trade-off for the sake of end. In many ways the MX-30 offers much of what Mazda is good at: great efficiency or a bargain price. Instead, an artful interior, a stylish exterior, responsive steering and handling. Mazda’s EV offers a lovely interior, which What’s missing, though, is power. And range. means you’ll have a swell place to sit and wait while it charges. The MX-30 is not unpleasant to pilot—quite the opposite. It rides gently over broken pavement. The car corners with ease, aided by Maz- the numbers da’s G-Vectoring Control Plus, which adjusts motor torque and braking at imperceptible levels to initiate a load transfer and improve handling. Vehicle Type: front-motor, front-wheel-drive, Its poise is commendable all the way to its 0.84 g of lateral grip. Per- 5-passenger, 2+2-door hatchback haps it’s the mass of the 31.2-kWh battery in the floor, but the MX-30 is Base/As Tested ............. $34,695/$38,600 more composed than the similar-sized CX-30 despite carrying 381 more Motor: permanent-magnet synchronous AC pounds. Regenerative braking is adjustable via paddles, and the pedal Power ..................................... 143 hp @ 4500 rpm itself has a natural feel. Torque ....................................... 200 lb-ft @ 0 rpm Battery Pack: liquid-cooled lithium-ion, When the corners unwind into straights, Mazda’s EV is decidedly 31.2 kWh less exciting. A single 143-hp AC motor powers the front wheels. Its Transmission: direct-drive 200 pound-feet of torque from rest gives it sufficient zip around town, Dimensions but on the highway or wide suburban boulevards, you won’t be pass- • Wheelbase ............................................... 104.4 in ing any Teslas—or even Chevy Bolts. Scampering to 60 mph takes 8.7 • L/W/H ...................................... 173.3/70.7/61.5 in seconds, and the 5.3 seconds it needs to go from 50 to 70 ensure you’ll • Curb Weight ............................................. 3674 lb need every inch of on-ramp. test RESULTS Instead of hurrying, settle into the well-equipped, fashionably trimmed cabin. There are tweedy seat covers, recycled felt on the doors, 60 mph ........................................................... 8.7 sec and cork lining the center console. Mazda designer Simona Merker 1/4-Mile ................................... 16.8 sec @ 83 mph assures us that the eco-friendly materials are just as durable and easy 90 mph ........................................................ 20.6 sec to clean as more common stuff. Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph ....................... 8.8 sec With the rear doors hinged at the back as in a Mazda RX-8 or an Top Speed (gov ltd) .................................. 91 mph extended-cab pickup, getting into the rear seats is a bit odd. Space there is Braking, 70–0 mph ...................................... 166 ft cramped due to the curvature of the roof. But it’s quiet inside, a hushed 70 Roadholding, 300-ft Skidpad ............... 0.84 g decibels at full thrust and 66 decibels at 70 mph—that’s luxury-car good. C/D Fuel Economy • Observed ............................................... 80 MPGe Not that you’ll be at highway speeds for long. The EPA estimates 100 • 75-mph Hwy Driving .......................... 76 MPGe miles of range, but we managed only 70 in our 75-mph highway test. • Hwy Range ................................................... 70 mi EPA Fuel Economy • Comb/City/Hwy ..................... 92/98/85 MPGe • Range ........................................................... 100 mi 74 THE RUNDOWN PHOTOGRAPHY BY MICHAEL SIMARI ~ FEBRUARY/MARCH 2022 ~ CAR AND DRIVER
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302 167 CARS EQUIPPED WITH AUTOMATIC TRANSMISSION 99% VEHICLES LAPPED 2 EVs U.S.-SPEC PRODUCTION 133 WITH MANUAL TRANSMISSION VEHICLES 32 Lightest: TOTAL WEIGHT Heaviest: 2009 Ariel Atom 3 2020 Audi RS Q8 15 FRONT-WHEEL OF VEHICLES: DRIVE 1382 POUNDS 5489 POUNDS LIGHTNING LAP EVENTS 1.1 MILLION OVER 17 YEARS (PLUS 2 85 POUNDS STAND-ALONE TESTS) ALL-WHEEL DRIVE 2006 FIRST EVENT LIGHTNING LAP A BRIEF $32M+ TOTAL COST OF Wouldn’t even VEHICLES LAPPED break into the top half in 2022 Fastest American: 2019 Chevy Corvette ZR1 Fastest Porsche: 2018 911 GT2 RS Weissach 2:39.5 (5th overall) 2:37.8 (3rd overall) VIRGINIA IN TERNATIO ’06 FORD GT NAL RACEWAY FASTEST AT FIRST LIGHTNING LAP (NOV ’06), 3:00.7 GRAND COURSE Average TRACK LENGTH: lap time 4.1 MILES 3:03.5 2:34.9 62.8 SECONDS 3:37.7 SEPARATE FASTEST 2019 McLaren 2015 Honda Senna (AVG AND SLOWEST Fit EX (AVG SPEED 67.8 MPH) SPEED 95.3 MPH) LEAST EXPENSIVE: $18,380 MOST EXPENSIVE EVER LAPPED: $982,816 INFOGRAPHIC BY THE SPORTING PRESS ~ FEBRUARY/MARCH 2022 ~ CAR AND DRIVER 80
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Take adventure to new depths. The all-new 2022 Subaru Forester Wilderness. * Forester Wilderness. Well-equipped at $32,820†. Subaru, Forester, Wilderness, and X-MODE are registered trademarks. *Based on competitor information from manufacturer websites as of October 2021. †MSRP excludes destination and delivery charges, tax, title, and registration fees. Retailer sets actual price. Certain equipment may be required in specific states, which can modify your MSRP. See your retailer for details.
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