– Denver, Colorado

Since its launch in 2020 more than 150,000 units of the Polestar 2 have been delivered globally, no small feat for the Geely-run startup brand that began its life as a Volvo racing partner. When the 2 first debuted its performance and features were certainly compelling, and yearly updates have kept it fresh against increasingly strong competition. For 2024 the Polestar 2 is getting its first real refresh – the brand refrains from calling it a facelift – with the compact EV receiving upgraded powertrains, styling tweaks, and more tech.

The biggest visual change is the new SmartZone panel in place of the blocky grille. First seen on the Polestar 3 SUV, the updated Polestar 2 has a body-colored piece that houses the front camera, mid-range radar and other sensors, with a label calling out the radar similar to the stickers on the 2’s doors. Other than the SmartZone nose and a redesigned 20-inch wheel option, the Polestar 2 looks exactly the same as last year. Fine by me, as the 2’s design is still handsome and sharp.

Right Wheel Drive

All the juicy changes are under the skin. Like the Volvo XC40 and C40 Recharge models with which the Polestar 2 shares a platform, the Single Motor version of the 2 is now rear-wheel drive instead of front-wheel drive. It has a new, larger electric motor, and there are new inverters as well. The Single Motor 2 now makes 299 horsepower and 361 pound-feet of torque, up from 231 hp and 243 lb-ft, and it’ll go from 0-to-60 mph in 5.1 seconds, an improvement of 1.1 seconds over the old front-drive Single Motor model.

The Single Motor 2 also gets a new battery pack with a capacity of 82.0 kilowatt hours, increased from 78.0 kWh in the outgoing version. Charging speed has been boosted from 155 kilowatts to 205 kW, which means the 2 can now be charged from 10 to 80 percent in 28 minutes, a little quicker than before. Thanks to the more efficient motor and bigger battery, the Single Motor 2 now has an EPA range of up to 320 miles, an impressive 50 miles better than the old car.

Upgrades to the all-wheel-drive Dual Motor 2 are more minimal. It keeps the old front motor and 78.0 kWh battery pack (with its 155-kW charge speed), but it’s fitted with the same larger rear motor as the base car, so power has been increased from 408 hp and 467 lb-ft to 421 hp and 546 lb-ft. That means a 4.3-second 0-to-60-mph time, 0.2 second quicker than before. Opt for the Performance Pack and you get 455 hp, bringing the 0-to-60 down to 4.1 seconds. Range for the Dual Motor 2 is 276 miles, 16 miles better than before, though with the Performance Pack range goes down to 247 miles.

Curiously, even with the updates that's still less horsepower than what you could get before. Back in December Polestar released a $1,195 OTA update that gave Dual Motor cars 476 hp and 502 lb-ft and a 4.2-second 0-to-60 time, which matched the limited-run BST Edition 270 and Edition 230.

The Single Motor 2's enhanced speed is immediately noticeable from behind the wheel. It's a few tenths quicker to 60 mph than the BMW i4 eDrive40 and more than half a second quicker than a base Tesla Model 3, with a satisfying gut-punch of instant torque off the line. Even better is the mid-range acceleration, which feels rapid at highway passing speeds. The regenerative brakes are so strong with one-pedal driving enabled that I rarely have to touch the pedal, though you can put the regen on a low setting or turn it off completely.

Improved Handles

You can toggle between three different steering settings, each increasing the firmness and weight; I prefer the heaviest setting. There’s a good amount of feedback from the steering wheel and it’s easy to make minor corrections without any twitchiness. The rear-drive 2 has a 48/52 weight distribution, and the heavy battery pack lends it a low center of gravity. The ride is firm without being stiff, with minimal body roll in corners. There’s also a lot less understeer than before, and the rear-drive 2 is easier to rotate. While not an outright performance car, the Single Motor Polestar 2 is a blast to drive on a good road.

An ESC Sport mode lessens the stability control’s input, allowing for more playful handling. Stability control can’t be completely switched off, nor can traction control, but I don’t know why you’d want to anyway. It is disappointing that there’s no performance tire option for the Single Motor 2 – whether you choose the base 19-inch wheels or the optional 20s, you get Michelin Primacy all-season tires that are great for efficiency but not for grip or fun. The rear-drive 2 is already one of the most enjoyable EVs to drive, and with a nice set of summer tires it would be even better.

While not an outright performance car, the Single Motor Polestar 2 is a blast to drive on a good road.

Hopping into the Dual Motor 2 is less revelatory. With the $5,500 Performance Pack equipped the 2 certainly feels mighty quick, though it would be tough to notice a difference compared to last year’s model without driving them back-to-back. Otherwise the Dual Motor 2 drives the same as before, which is no bad thing. But the manually adjustable Öhlins dampers of the Performance Pack remain unnecessary, as they give the car a too-harsh ride without enough of a performance benefit. The Brembo brakes are similarly pointless, as the AWD 2’s regenerative braking is even stronger.

The Dual Motor 2 weighs just 218 pounds more than the rear-drive car, and it has a 50/50 weight distribution. The all-wheel-drive system has a rear bias and automatically adjusts how much torque is going to each axle, and the front motor can disconnect for better efficiency. Handling is predictable but still fun, and it’s easy to get into the groove and drive quickly on a good mountain road. Put ESC Sport mode on and you can kick the Dual Motor’s tail out, likely thanks to the Performance Pack’s 20-inch Continental SportContact 6 summer tires.

The Electric Polestar 2:

Don't Fix What Isn't Broken

Only the smallest of trim changes have been made to the 2’s interior, which remains stylish and very well-built but also a bit cramped and ergonomically compromised, especially when it comes to storage space. The tall center console has wraparound wood trim and a couple of hard controls plus the cool geometric shifter, and the dash features a cool woven material that’s also found on the door panels. But there’s only one tiny, annoyingly placed cupholder that’s always exposed, while the second is under the center armrest, taking up much of the already tight cubby. But the Polestar 2’s seats are seriously comfortable, and outward visibility is pretty good despite the thick pillars.

Every Polestar 2 gets a 12.3-inch digital gauge cluster and an 11.0-inch vertically oriented touchscreen. Polestar has made major improvements to its Android Automotive-based infotainment system – Apple CarPlay capability being one of the biggest additions – and it remains one of my favorite setups to use. The menus are simple and easy to navigate, and the graphics and animations look great. Cargo space both in the frunk and under the hatchback rear is the same no matter which motor setup you pick.

Now standard on every Polestar 2 are a wireless phone charger and auto-dimming side mirrors, which used to be part of the Plus package, and a 360-degree camera and parking sensors, cross-traffic alert and blind-spot monitoring with steering assist, which were all part of the Pilot package. The $2,000 Pilot pack is $1,400 cheaper than before (and standard on Dual Motor cars), adding LED fog lights and Polestar’s Pilot Assist suite of driver-assist features like adaptive cruise control with steering assist and lane centering. The Plus pack is $2,200 for both models ($2,000 less than last year) and adds ambient interior lighting, power front seats with memory, a Harman Kardon sound system, a panoramic sunroof, a heat pump, WeaveTech seat upholstery, a heated steering wheel, heated rear seats, and heated wiper blades. Nappa leather with ventilated front seats remains a $4,000 option.

The rear-drive Polestar 2 starts at $51,300 including a $1,400 destination charge, an increase of $500 over last year, while the Dual Motor 2 costs $55,700 including destination, $2,400 more than last year. That’s cheaper than both rear-wheel-drive versions of the BMW i4, though the only rear-drive Tesla Model 3 undercuts the Polestar by nearly $10,000. (That car’s upcoming facelift will likely up the prices.) Going for the Dual Motor 2 isn’t a huge leap in cost given its standard equipment and powertrain, but unless you absolutely need all-wheel drive or want quicker acceleration, the greatly improved Single Motor Polestar 2 is the one to buy.

Competitor Reviews

FAQs

Is The Polestar 2 Made By Volvo?

Sort of. Volvo and Polestar are both owned by the larger Geely automotive group, and Polestar was once a performance arm of the Volvo brand, but now the company builds its own standalone electric vehicles with shared Volvo components.

What Does The Polestar 2 Compete Against?

The Polestar 2 is a compact luxury EV, which means it competes against other small, premium EVs like the BMW i4, Mercedes-Benz EQE, and Tesla Model 3. 

Can The Polestar 2 Use Tesla Superchargers?

Currently Polestar cars are not compatible with the Tesla supercharger network, however, like many automakers the company is switching to the Tesla NACS charging standard in the next few years.

– Oslo, Norway

Until now, the restyled Tesla Model 3 has been referred to as “Project Highland. That calling card has been helpful in recent months when sifting through the many rumors surrounding the once-$35,000 electric car that Elon Musk presented way back in 2016.

But now the new Model 3 is here. The refreshed Tesla has updated exterior aesthetics with a design that makes it more aerodynamic, added sound insulation that makes it quieter, and updated suspension and seating elements that make it more comfortable.

One thing the updated Model 3 does not introduce is the long-awaited "mega casting" chassis, nor does it mount new batteries (such as CATL M3P with LFP and manganese chemistry, BYD Blade structural, or Tesla-Panasonic 4680 structural); but it does consume less and has a longer range thanks to updated software.

I took a spin in the new Model 3 for the first time in Oslo, Norway, to get a better idea as to how the updated EV looks and drives.

Editor’s Note: This review was produced by Motor1 Italy and has been translated from Italian to English. Edits have been made for style and clarity, and units have been converted from metric to standard where required. All currency conversions are accurate as of publication. For the original version of this story, click here.

Elegant And Efficient Exterior

The leaked photos of Project Highland prototypes hinted at the new look, but now we know that the front end of the new Tesla Model 3 has lost its characteristic headlights that once stretched upward over the fenders. As expected, the Model 3 has a grille-less nose with no cooling elements, save for a thin horizontal air intake at the lowest part of the bumper.

Now the headlight clusters of the 2024 Tesla Model 3 are thinner and more horizontal, and the proportions of the front end have also changed accordingly. The refreshed side view looks less "detached" from the windshield and roofline than it did in the past.

The restyling does make the Model 3 slightly bigger; 185.8 inches (472 centimeters) long instead of 185.0 inches (470 cm), 74.0 inches (188 cm) wide, and 56.7 inches (144 cm) high, with a wheelbase of 113.4 inches. The weight changes between versions, depending on the type of battery and motors, but it barely differs from that of the outgoing model: 3,882 pounds (1,761 kilograms) for the new Model 3 RWD (previously the figure was 3,880 pounds / 1,760 kg) and 4,021 pounds (1,824 kg) for the new Model 3 Long Range (previously 4,065 pounds / 1,844 kg).

There are new body colors, too: Ultra Red (deeper than the previous red) and Stealth Gray (darker than the existing gray). In addition, the no-charge colors for most markets will be white, black, and blue – that means customers hoping for tax incentives no longer have to choose white only.

The new design also has improved aerodynamics, with the coefficient dropping from 0.225 Cd to 0.219 Cd. The company originally touted it as "the lowest of any Tesla" – but the Model S still has a drag coefficient of 0.208. The wheels can be 19 or 18 inches and have lower drag, contributing to 5 percent and 8 percent improvements in total efficiency, respectively.

All around the body are the cameras that monitor the car's surroundings and work on what is unofficially called hardware 4.0, enabling new software management that will allow the so-called Tesla Vision to make up for the lack of distance sensors in the bumpers.

The taillights are no longer split into two parts in the dividing area between the bumper and the tailgate. Instead, the lights are integrated into the trunk lid, emphasizing the new geometry and allowing for the new "TESLA" wordmark in the center, written in full instead of the stylized logo. The reverse lights and rear fog lights are in the lower part of the bumper, where a new aerodynamic diffuser has been designed.

Upscaled Interior

Along with its new look, the trunk lid remains electronically operated but it has an extra actuator. This helps boost the cargo capacity to 20.9 cubic feet (594 liters) instead of 19.8 cubic feet (561 liters). Plus there's an additional 3.1 cubic feet (88 liters) in the “frunk.”

Closing the doors makes for a more muffled sound, partly because the interior reinforcement structure has been modified to better withstand the US side crash tests, with increasingly demanding standards (to dissipate twice as much energy in the event of a crash, taking into account that there are more SUVs on the roads). Sound deadening is provided by double glazing in the rear as well, and all other glass surfaces are acoustically insulated.

There are new seats; the rear bench has a revised configuration, while the front seats are ventilated, still with vegan leather upholstery. Rear passengers get an 8.0-inch touchscreen to adjust climate control and music for a new rear audio system that is isolated from the other occupants so as not to disturb them. Rear passengers can also watch YouTube, Netflix, and other streaming platforms on this screen, and there are two 65-watt USB-C outlets that can charge up to two laptop computers.

New dimmed ambient lights live in the upper part of the cabin around the perimeter, which can be set in different colors from a menu in the infotainment system. There is a soft material insert on the top of the dashboard that can be customized, just as the materials from which the center console is made have changed, particularly the aluminum of the wireless charging surfaces for the phones, which dissipates heat better (although there is no dedicated ventilation).

The interior update that is most noticeable at a glance is the steering wheel, which has more touch-capacitive controls inherited from the Tesla Model S and Tesla Model X, but with improvements to input response – and because the horn is back in the center. The turn signals are no longer controlled from the left lever behind the steering wheel, and gone is the gear selector on the right. The latter is replaced by a sliding bar on the digital screen.

The newly designed steering wheel touch controls have a better response than in the Tesla Model S and Tesla Model X, but I still prefer the lever for the turn signals that was there before, while the shift control on the touchscreen takes some getting used to.

The center touchscreen has a larger surface – 15.4 inches instead of 15.0 – thanks to thinner bezels, although the rigid metal case remains unchanged. Among the new features introduced in the software is the ability to turn off the climate vents on the right side – hopefully leading to less arguing between the driver and passenger when they don't agree on a set climate.

The richer audio system now goes from 14 to 17 speakers, and it has a new amplifier and different management software. That not only improves music listening but also hands-free phone calls, thanks in part to the presence of two microphones in the cabin instead of the single microphone in the previous Model 3.

Refined Drive

To get a better feel for the new Model 3, Tesla suggested that I also briefly drive the outgoing Model 3. And in just the first few miles, driving over manhole covers and speed bumps, you can feel how the suspension has improved, absorbing imperfections better than before. The steering response is also different; it's a little less prompt than before in how it changes direction, but the steering feels more progressive and linear as the geometries of the front end have changed.

Having then attached the suspension to the body with stiffer subframes and having chosen new bushings and different calibrations for the springs and dampers, the 2024 Model 3 isolates the passengers more from the outside, adding to the cabin's better sound insulation.

The Michelin and Hankook tires on these test vehicles were developed specifically for the new Model 3, not only to reduce rolling resistance and – to a lesser extent, aerodynamics – but also to better absorb road imperfections and to keep the Model 3's driving pleasure intact.

The restyled Model 3 also inherits the brakes from the outgoing version, as well as the same batteries, as mentioned. The Model 3 RWD I drove in this test continues to use the battery with LFP prismatic cell chemistry from China's CATL, which should give it a 60.0-kWh capacity (57.5 kWh usable). The single motor rear-engine output remains 283 hp and 310 lb-ft (420 Nm) of torque, 0-62 mph (0-100 km/h) takes 6.1 seconds, with a limited top speed of 125 mph (201 km/h) instead of the 140 mph (225 km/h) in the previous Model 3.

The new Model 3 has a 319-mile (513-kilometer) claimed range in the WLTP combined cycle with 19-inch wheels or 344 miles (554 km) with 18-inch wheels, instead of the 305 miles (491 km) in the previous Model 3. AC charging is 11 kW and DC fast charging is 170 kW.

The Model 3 Long Range, on the other hand, has 498 hp and 364 lb-ft (493 Nm), a 78.0 kWh battery (75.0 kWh usable) with NMC chemistry and 2170 cylindrical cells, for a 0-62 mph (0-100 km/h) time of 4.4 seconds and a 125 mph (201 km/h) top speed instead of the 145 mph (233 kmh) top speed of the previous Model 3.

And in just the first few miles, driving over manhole covers and speed bumps, you can feel how the suspension has improved, absorbing imperfections better than before.

This version also has a WLTP range of 421 miles with 18-inch wheels or 391 miles with 19-inch wheels, with 11-kW AC charging and 250-kW DC fast charging. The previous Model 3 had 374 miles.

In general, the overall efficiency of the new Tesla Model 3 has improved by 5 to 8 percent depending on the model, and in this first test drive, I had a consumption of almost 15.0 kWh/62 miles, which projected onto the 60-kWh battery capacity would bring 249 miles (400 km) of range.

But since my driving style on Norwegian roads was restrained, I am waiting to do a longer test drive in which I use the full battery to get closer to the claimed range value instead – and learn more about the battery.

Slightly Pricier, But Much Nicer

After Tesla's emergence in 2008 with the original Roadster, and after the introduction of a car with more significant production volumes like the Tesla Model S in 2012, Elon Musk unveiled the Tesla Model 3 in 2016 with the promise of a starting price of $35,000, which theoretically made the car available to the masses before mandatory option packages and tweaks drove the price into the 40s. Still, it was an instant success for the company.

With that in mind, the 2024 Tesla Model 3 has relatively big shoes to fill. It has a starting price that is $1,070 at current conversion rates (€1,000) higher than the outgoing model when taking into account new equipment (such as ventilated seats). On the online configurator, the Tesla Model 3 starts at $45,500 (€42,490) and the Long Range model starts at $53,500 (€49,990). [Editor’s Note: All of these prices are for the European market and have been converted to USD at current conversion rates. These do not necessarily reflect US prices].

Production of the new Model 3 is being carried out in China's Giga Shanghai plant, without – at the moment – involving the Giga factory in Berlin (which builds the Tesla Model Y), the facility in Austin, Texas (now used for the 4680 cells and the Tesla Cybertruck, Model Y, and Semi), or the historic Fremont factory in California (where the Model S and Model X are assembled).

The Model 3 Competitors:

Competitor Reviews

FAQs

Does The New Tesla Model 3 Have More Range?

Yes, in Europe at least, the new Tesla Model 3 sees its range improve to 319 miles (WLTP) and 344 miles on the base model, and 421 miles on the Long Range version.

What Does The New Tesla Model 3 Cost?

The new Tesla Model 3 starts at €42,490 in Europe, which converts to around $45,500 in the US. Pricing for the US will be available when the Model 3 officially launches in America.

How Fast Does The New Tesla Model 3 Charge?

The new Tesla Model 3 has a maximum charging rate of 250 kilowatts, the same as the previous version. The base model has a DC fast charging rate of 170 kilowatts.

Verdict

–Los Angeles, California

The current Toyota 4Runner dates all the way back to when “TiK ToK” was a Billboard #1 hit, not a social media app. In fact, one of Kesha’s other songs kept playing in my head while I was driving around in this fashionably anachronistic 2023 4Runner 40th Anniversary: “D-I-N-O-S-A, U R a dinosaur.”

Whether referring to myself or the fifth-gen 4Runner, we may never know, but unlike me, the SUV has managed to remain hip 13 years later – heck, 2021 was its best-selling year in history. To be fair, Toyota has made some content revisions since the debut of the SUV, making Apple CarPlay, Android Auto, adaptive cruise control, and lane departure warning standard in 2020, and the styling has been altered a couple times in the last decade. But the changes from 2010 to 2023 are slight at best.

The same port-injected 4.0-liter V6 and five-speed automatic transmission are there, as is an infotainment system that makes my old Zune music player feel sophisticated. Lane departure prevention isn’t available, and the SR5 Premium–based 40th Anniversary doesn’t get a surround-view camera. And while a height-adjustable driver’s seat makes for a decently comfortable command perch, the fixed-height passenger side cuts down on headroom for tall co-pilots. Making matters worse is a paltry 17 combined miles per gallon, a number even the thirstiest Wrangler eclipses (although for the record, I saw 18.8 mpg in mixed driving).

And yet, the euphemistically “proven” 4Runner provides a charming and lovable driving experience. The 40th’s pillowy-soft suspension is prone to lots of body roll in corners and some wallow over speed humps – the TRD Pro’s remote-reservoir dampers are much better in this regard – but the ride is smooth and unjarring over even the worst pavement. The powertrain numbers may not be impressive: 270 horsepower and 278 pound-feet from 4.0 liters. But the big-bore V6 makes torque seemingly everywhere, and the dated-sounding five-speed auto changes gears more purposefully than the hunt-prone 10-speed in the Ford Bronco.

The structure feels solid and ready for anything, the Anniversary special’s interior is constructed of class-competitive plastics and Softex faux leather upholstery, and the cargo area and rear seats are spacious and accommodating. There’s a stupendous 9.6 inches of ground clearance right out of the box. And while the removable-roof Ford Bronco and Jeep Wrangler are hard to match for open-air fun, the 4Runner does its best with roll-down glass on the liftgate – dogs love it.

For a starting price of $41,550 including $1,395 destination, the 4Runner isn’t a great value, especially if you live in the snow belt and need to add the $1,875 required for part-time four-wheel drive. The 2023 4Runner 40th Anniversary is dearer still at $49,115 as tested, though it’s based on the higher-trim SR5 Premium and thus gets that model’s Softex upholstery, heated front seats, and satellite radio. The 40th also adds a standard sunroof, anniversary-celebrating tri-color body decals, retro “TOYOTA” grille lettering, and special dash badging denoting its 4,040-unit production run.

That nearly 50 large could easily get someone into a Ford Bronco Big Bend four-door, which would boast a more powerful and efficient turbocharged inline-four, charming exterior styling, and a removable roof and doors for al fresco fun. And while that’s likely the smarter purchase, I still can’t deny how much fun I had in my week with the 40th Anniversary. As Kesha might say if she were shopping for a 4x4, the party don’t start till you drop the rear window and kick up some dirt.

Off-Road Fun:

Competitor Reviews:

FAQ:

Is The 2023 Toyota 4Runner Four-Wheel-Drive?

Four-wheel drive is an option on some 4Runner trims, although it comes standard on the 40th Anniversary, Limited, TRD Off-Road, and TRD Pro models.

Does The Toyota 4Runner Get Good Fuel Economy?

No, not really. Whether you opt for two-wheel drive, part-time four-wheel drive, or full-time four-wheel drive, the Toyota 4Runner is EPA rated at 16 miles per gallon city, 19 highway, and 17 combined.

How Much Is The Toyota 4Runner?

The 2023 Toyota 4Runner starts at $42,945 including destination, and four-wheel drive is a $1,875 option on that base trim. The stylish 40th Anniversary starts at $49,115, but it includes four-wheel drive, a sunroof, Softex faux leather trim, and heated front seats.

– Normal, Illinois

If you haven’t been paying that close attention to the Rivian lineup, it’s hard to understand why its new dual-motor setup is so important. After all, the R1T pickup and R1S SUV are already all-wheel drive, but until now, they’ve been powered by four sophisticated motors, one at each wheel.

So as I got my marching papers to Normal, Illinois, the home of Illinois State University, the Rivian manufacturing plant (and not much else) I thought to myself, "Will the less-powerful Rivian R1T be just as good?" A quick drive of the older quad-motor variant alongside Rivian's new self-developed dual-motor model revealed that the answer is a little more complicated than a simple yes or no.

Fewer Motors, More Range

The good news here is that the dual-motor Rivian R1S and R1T have a modest increase in range – and for a few reasons. Firstly, the new "Enduro" AWD system is developed in-house by Rivian. The setup is made in the same manufacturing plant, just a few steps away from where the R1T and R1S are assembled. The Enduro drive unit may just now start to trickle into the R1 trucks, but it is already seeing service (albeit in single-motor, front-wheel-drive form) in the Amazon delivery vans. Compared to the Bosch-developed one-motor-per-wheel AWD system (called "Origin"), Rivian says the Enduro is 35 percent less costly to implement, which is a pretty big deal.

The Enduro was developed after Rivian observed how current owners were using their quad-motor trucks. It has more of an on-road focus; the drive unit drops right into the same space as the quad-motor setup, but an oil-cooled stator and housing wick away heat far better than the water-cooled, Bosch-based quad-motor design. Rivian engineers say that this better thermal efficiency directly contributes to the increased range of the dual-motor variants.

Then, all dual-motor Rivians will shut off their rear axle while cruising to save energy, by default. True, the quad-motor vehicles do this too, but only in the "conserve" mode. Those two features contribute to the increased range, bringing the dual-motor R1’s EPA range to 352 miles with the 21-inch wheels (341 miles with the 22-inch wheels) – up from the quad-motor R1's 328-mile range. Also, the arrival of the simpler powertrain introduces the Max Pack battery, a dual-motor exclusive promising 400 miles of range.

Naturally, two fewer motors does mean that the Enduro system doesn’t have as much power as its older Origin brother. The new setup only generates 533 horsepower in base form and up to 665 hp and 829 pound-feet of torque on the Performance model, compared to the staggering 835 horsepower of the older Origin trucks. Yet, I seriously doubt that Enduro-equipped Rivian owners will have problems coaxing their trucks through traffic.

The Other Electric Trucks:

Two To Tango

I got a chance to drive the Enduro (dual-motor) and Origin (quad-motor) models back-to-back on Rivian’s test course at its factory. I also participated in a ride-along towing demonstration of the Rivian R1T, also in Enduro form. Although my time behind the wheel was limited to maybe ten minutes with each truck, I was able to get the gist that Rivian’s new in-house system is just as good as the more complicated quad-motor setup.

The Performance model still scoots to 60 in a claimed 3.5 seconds, only a half second slower than the more powerful Origin variant. In real-world driving, those differences are nigh imperceptible. The two variants feel equally as swift, and most pertinently, quicker than nearly everything else on the road. Even while pulling 9,800 pounds, the R1 Enduro had more than enough power.

The way these two powertrains manage their immense power, though, is very different. Both designs use torque vectoring, in which power can be managed from side to side. However, the Enduro’s technical limitations means it uses a brake-based torque vectoring setup, where brake pressure is applied to increase torque on one wheel. By comparison, the Origin’s individual wheel motors can apply torque with pedal demand.

We ambled around Rivian’s short off-road test track first in an Enduro-equipped truck, then in the Origin quad-motor truck. At first, I couldn’t tell too many distinctions between them; the two trucks felt nearly the same around most of the track. In other words, both of them were exceptionally capable. But, the real differences didn’t show up until the rock-crawling segment of the track.

The two variants feel equally as swift, and most pertinently, quicker than nearly everything else on the road.

I came to a stop near the top of the hill, with all four wheels articulated in vastly different positions on the rocky surface. The Origin motor system made quick work of the rocks, shuffling power to the correct wheel and helping the truck assert its way to the top. The Enduro dual-motor took a little more effort for its brake-based system to get power and traction to the correct wheel; there was more drama and a little more slippage. For the hardcore offroader, the quad-motor truck is clearly the superior of the two.

But in general, the dual-motor does everything just as well as the quad-motor truck. It goes farther and is nearly as fast, and it’s cheaper to buy, cheaper to make, and less complicated. They don’t even look any different; the only visual signifier between the two trucks are the demure silver brake calipers on the Enduro, compared to the bright yellow ones on the Origin.

Why Buy The Quad-Motor?

As I toured the Rivian plant that once made such duds as the Mitsubishi Endeavor, I couldn’t help but wonder what the point of the quad-motor truck was. Outside of the powertrain, the Enduro and Origin trucks were basically the same; the same design, the same generous approach and departure angles, and even the same height-adjustable air suspension.

While the quad-motor model did perform slightly better off-road (in this initial test), that’s not to say that the dual-motor is bad on the dirt – the base Rivian R1 will still spank practically every other off-road EV south of a Hummer. It’s just that the quad-motor is a better truck off-road than the already very good dual-motor truck.

But does that matter to the average consumer? Probably not. Rivian says the dual-motor model has enough capability for 98 percent of its clientele, and I agree. I’m not particularly inclined to off-road performance driving, if I were, I can’t picture using an electric luxury truck that costs $74,800 (with destination) to tackle highly technical off-road courses – plus an extra $5,000 if you want the more powerful Performance package. The quad-motor is even less enticing for serious off-roading at $92,650, but I suppose the GMC Hummer would be even more ostentatious still, and that’s a nearly $100,000 truck.

On the customer-facing side, the Rivian R1 Enduro is a bit basic, but not in the way you’d think. The new variant doesn’t bring anything new to the table here, instead, it offers the same Rivian experience at a lower price point. There’s no real loss with the shift to the dual-motor layout, but behind the scenes, this is an important breakthrough for the brand. When the smallest battery finally makes its way from the Amazon vans to the R1 trucks, Rivian’s entire promised model line will finally be complete.

Photo Credit: Kevin Williams For Motor1, Rivian

Competitor Reviews

FAQs

What Is The Dual-Motor Rivian?

The dual-motor Rivian R1T and R1S are the two newest models to the Rivian lineup, following the quad-motor trucks that debuted at launch. These versions use a single motor on the front and rear axle.

What Is The Range Of The Rivian Dual Motor Performance?

The Rivian dual-motor Performance model has up to 352 miles of range with the larger battery pack and the smaller 21-inch wheels equipped. The dual-motor model with the bigger 22-inch wheels has 341 miles of range. 

How Much Is The Rivian R1T Dual Motor?

The Rivian R1T dual motor starts at $74,800 with the $1,800 destination fee included, and the Performance pack is a $5,000 option.

Verdict

​​Design | Comfort | Tech | Performance | Safety | Fuel Economy | Pricing | FAQs

– Canyon Country, California

Since its return to the US market a couple years ago, the Land Rover Defender has become a familiar sight on both overlanding forums and fancy shopping districts nationwide. Keen to enhance its appeal – particularly among carpoolers and families, Land Rover introduced the Defender 130 for the 2023 model year, giving the SUV an extra 14 inches of length and a standard third row that brings seating capacity up to eight.

But thanks to a nimble wheelbase that matches the nominally smaller 110, the extended-length Defender doesn’t lose much off-road capability in its transition to family carrier, and it maintains the rugged-but-appealing interior and smooth mild-hybrid inline-six of other Land Rover SUVs. What it does miss out on is any semblance of affordability, with a starting price of $68,000 plus $1,350 destination – about $9,000 more than a comparably spec’d Defender 110. And its church-van rear styling may not be for everyone, though I personally loved it.

A vehicle's ratings are relative only to its own segment and not the new-vehicle market as a whole. For more on how Motor1.com rates cars, click here.

Design

The biggest design change to the Defender 130 happens aft of the rear wheels, where the body gets a 14-inch stretch. Beyond that significant alteration, the extended-length Rover is all but indistinguishable from its smaller siblings, with the same glowering front clip, rounded-square taillamps, and odd “signature graphic” floating C-pillar. The extended length reduces the Defender 130’s departure angle, from the 90 and 110’s stellar 40 degrees to a still impressive 28.5 degrees – the Jeep Grand Cherokee Trailhawk only boasts a 22.8-degree measurement, for example.

The only clue from the driver’s seat that this is a more expansive Defender is the redwood forest of eight head restraints seen through the rearview mirror. Otherwise, Land Rover’s excellent cabin carries over mostly unchanged, with body-color sheet metal on the doors, exposed hardware on the console, and a powder-coated swath of structural steel on the dashboard. Its finish matches that of the steering wheel spokes and door pulls, giving the Defender a robust appeal that doesn’t look or feel cheap.

Comfort

As with Defenders 90 and 110, the 130 offers some of the most ride comfort of any off-road vehicle on the market today, thanks to a four-wheel independent suspension and rigid body structure. The 130 comes standard with air suspension, optimizing off-road clearance and on-road comfort, and as a result, it handles pavement imperfections with wafting, Lincoln-like smoothness. And in spite of its brick-like roofline and elevated stance, the Defender controls wind and road noise very well.

Comfort for the first two rows is excellent, with standard seat heating and ventilation for the driver and front passenger and more than enough room for five to ride in comfort. The way-back is less commodious, obviously, but the space is wider than on the 110 model’s optional third row, making room for a middle seating position. That added width makes seating for two adults possible for moderate distances. Upright chairs and large windows ease claustrophobia for all passengers, and the second-row seat slides and reclines to optimize room for all on board.

Technology & Connectivity

Running the Pivi Pro infotainment system on an 11.4-inch touchscreen display, the Land Rover Defender offers excellent touch response and nicely rendered graphics. The menu layout can get a little overwhelming, but it’s possible to rearrange the most frequently used functions on the main home screen, making it easier to parse important info at a glance.

The Defender gets a number of useful off-road features baked into its infotainment, with the 4x4i menu offering everything from torque split and steering angle to wade sensing that tells you if you’re about to drive into water that’s too deep (this Defender can handle up to 35.4 inches of slow-moving water, by the way).

Performance & Handling

The base Defender 130 comes not with its siblings’ P300 turbocharged 2.0-liter four-cylinder, but with a P300 version 3.0-liter inline-six producing 296 horsepower and 347 pound-feet of torque. My P400 tester had the same six-cylinder under the hood, tuned to make a more impressive 395 hp and 406 lb-ft. An eight-speed automatic gearbox and full-time four-wheel drive are standard.

The grunty P400 straight-six does an adequate job of hustling the D130’s extra 500 pounds of weight relative to an equivalent 110, but I can’t imagine the base P300 feeling anything but lethargic at speed. Splurge on the bigger engine, especially if you plan on any off-road hillclimbs. That’s just what I did the moment I had some spare time, taking the Defender 130 to the nearby Rowher Flat OHV Area. Scrambling up a steep hill littered with loose shale, the Defender has plenty of low-speed grunt thanks to the mild-hybrid powertrain, allowing me to hold the accelerator at part throttle and trust the low-end torque to help me over obstacles.

Family Off-Roaders:

The standard air suspension can give the Defender between 8.5 and 11.4 inches of ground clearance, though articulation and ride quality at maximum, “Off-Road 2” height suffer. Even in its on-road and Off-Road 1 settings, the Defender doesn’t have much trouble getting through ruts thanks to an optional, sophisticated terrain management system and standard low-range transfer case gearing. The Defender’s narrow stance should also make it more maneuverable than other eight-seat off-roaders like the Chevrolet Tahoe Z71.

Safety

Curiously, the 2023 Land Rover Defender 130 doesn’t even offer adaptive cruise control as an option, though it will be standard on all models for 2024. For this model year, lane centering technology, automatic emergency braking, and blind spot monitoring are standard and work well to keep the SUV on the straight and narrow.

Fuel Economy

Pricing

The Defender’s combination of a premium interior, excellent ride comfort, and rugged off-road credentials come at a price. Starting at $69,475 for a P300 S model, my P400 SE carried a starting price of $79,775. The biggest ticket on the Monroney was a $1,700 premium interior with full leather and power adjustments for the seat and steering column – ditch it if you can make do with the standard leather and textile mix. A $750 off-road package brings Terrain Response (including a configurable drive mode) and low-speed cruise control. The $1,300 20-inch wheels and $1,000 black contrast roof seem unnecessary to me.

But even if you trim the fat, you’re still left with an $82,000 SUV, a heady sum in a world where the less sophisticated but more spacious Chevrolet Tahoe Z71 or its GMC Yukon AT4 cousin come loaded at under $80,000. That would be the more logical choice for an off-road family hauler. But then again, the Defender is an altogether more interesting vehicle, with expressive styling, a cabin that’s neither poser-posh nor tacky and chintzy, a turbine-smooth inline-six, and a world-beating reputation for off-road performance. It may not be the smart buy, but it’s definitely the stylish one – whether you’re pairing it with stilettos or safari boots.

Competitor Reviews

FAQ:

Does The 2023 Land Rover Defender 130 Have Eight Seats?

Yes. Unlike the optional two-position third row on the Defender 110, the 130's rearmost seat has three seatbelts and comes standard, putting passenger capacity at eight.

Is The Defender 130 Longer Than The Defender 110?

Yes, but it rides on the same 119.0-inch wheelbase. The stretch happens behind the rear wheels, where the Defender 130 is 13.4 inches longer than the 110, for an overall length of 211.0.

How Much Does The Defender 130 Cost?

The Defender 130 starts at $69,475 including destination for the 2023 model year. Prices for the 2024 have risen to $70,575 to start, but at least the new model year comes standard with adaptive cruise control.

Verdict

–Ft. Lauderdale, Florida

What can be said about the Kia Telluride that hasn't been said already? It's one of the best three-rows on the market thanks to its handsome looks, premium cabin, and affordable price tag. Even with the 2024 model already on the way, the 2023 Telluride saw the biggest updates which makes for an appealing three-row.

This model is a bit different than last year due to a light restyling. New bumper covers and revised headlight and taillight fixtures differentiate this Telluride from the previous model. But if you want a more rugged look, add the new X-Line trim.

As part of the 2023 MY change, the X-Line toughens up the exterior with a few light tweaks in line with many of the faux off-road packages we've seen in the past. It goes heavy on dark styling details, with blacked-out 20-inch wheels and badges, a black grille, and black roof rails. The X-Line SUV even has a 0.4-inch ride height increase – for when the going gets tough (sarcasm). That slight tinge of aggression makes the already good-looking Kia even more stylish.

There's less to look at inside concerning the X-Line specifically; there are “X-Line” logos embossed into the seat backs and special contrast stitching specific to this trim, but that's about it. It's the other interior tweaks for 2023 that improve the already excellent cabin, like the updated climate vents and new steering wheel.

Family Fun:

Nothing changes mechanically, either – not that we're complaining. The same adequate 3.8-liter V6 engine carries over from previous years with 291 horsepower and 262 pound-feet of torque. All-wheel drive comes standard on this SX-Prestige model, as does an eight-speed automatic transmission.

Getting into a base Kia Telluride for 2023 will cost you at least $37,355 with the $1,365 destination fee included. And opting for the SX-Prestige X-Line trim will set you back at $53,550 – only the SX-Prestige with the X-Pro trim is pricier ($54,550).

But Kia doesn’t ask for much outside of what’s already available in that trim. So in the case of the SX-Prestige X-Line, the Wolf Gray paint is $495 and the Terracotta interior is $295 (plus one accessory), which brings the final asking price to a reasonable $54,120. The reasonable price and new rugged styling are what make the Telluride so good.

Competitor Reviews:

FAQ:

Does The 2023 Kia Telluride X-Line Have More Ground Clearance?

Yes, compared to the standard Telluride, the X-Line has 0.4 inches of added ground clearance.

How Many Seats Does The Kia Telluride Have?

The Kia Telluride has up to eight seats, but high-trim models get a second-row set of captain's chairs that bring passenger capacity to seven.

Is The Kia Telluride Comfortable?

Yes. With ample space front and rear, decent cargo room even with all seats in place, and a smooth ride for a non-luxury SUV, the Telluride is a comfortable family crossover.

– Barcelona, Spain

It takes a lot of driving to develop a new car, even one that's an evolution of a tried-and-true formula, one that's more nuance than new, more refresh than reboot. This is the upcoming 2024 Porsche Panamera, and by the time you read this, it will have been in development for three years and three million miles, tested everywhere from 122 degrees Fahrenheit in Death Valley to -22 in Finland.

My time in the car, I'm happy to say, was rather more temperate: a sunny day just outside Barcelona, Spain. The nuances of the new Panamera were hidden by featureless paint and no shortage of additional cladding, plus the requisite fake headlight decals, all tricks meant to pull your eyes the wrong way. The car's interiors, though, were fully revealed, as were their driving dynamics.

The biggest change, though, has nothing to do with any of that. Open the door to the new Panamera Turbo E-Hybrid variant and the car literally rises to meet you. I don't mean it eases its way to a slightly higher position to ease ingress, I mean it surges upward 50 millimeters (about 2 inches) in less than a second on a brand-new, single-valve air suspension.

Like an eager puppy greeting its master, the Porsche super-sedan is ready to play.

A Family Affair

That capital-T Turbo E-Hybrid will join the current Panamera 4 E-Hybrid, and Panamera 4S E-Hybrid – a flagship Panamera Turbo S E-Hybrid will likely return in the near future. That means four options for those who want a little extra electric juice with their sedan. The base, non-electrified model will be available with rear-drive and all-wheel-drive.

Over the course of a morning slicing through the hills to the west of Barcelona, delightful roads littered with more cyclists than I've seen outside of the Veulta a Espana, I had a chance to sample two of those flavors: the entry-level Panamera 4, with its twin-turbocharged 3.0-liter V6, and the new Turbo E-Hybrid, offering a twin-turbo 4.0-liter V8 paired to a new and improved electrification system.

While both those engines have seen revisions, mostly in the name of stricter emissions regulations, Porsche engineers weren't yet willing to detail any power increases other than to say there would be some improvements. On the hybrid side, however, they were much chattier.

All the E-Hybrid cars will feature a new, 140-kilowatt electric motor, up from 100 kW in the outgoing Panameras. That's paired with a new battery, 25.9 kilowatt-hours, up from 17.9 before. That new pack means a roughly 50-pound weight increase, but interestingly no increase in volume. A new battery chemistry is at play, I was told, but no more details than that were divulged. Of note, the Cayenne E-Hybrid has an identically sized battery, which mates with a single-turbo 3.0-liter V6 to make 463 hp in the luxury SUV.

The aforementioned suspension changes, though, are far more significant. Starting with this new Panamera, air suspension will be standard on all cars. Even the base, rear-wheel-drive model will float on dual-chamber air dampers. These active units are revised from the Panamera's current air suspension, able to dynamically modulate both compression and rebound. Porsche says the suspension can now swing farther into the mushy comfort zone and also into the sporty, dynamic side, too.

If you want a car that snaps to attention that I mentioned above, though, you'll need to spec the new, single-chamber air suspension that will only be available on E-Hybrid models. Why limit the better suspension to the heavier hybrids? Because this suspension needs the extra juice offered by those cars' hybrid electrical systems to drive the air pumps.

That suspension, too, dynamically adjusts both compression and rebound, but the trick here is what's being called Porsche Active Ride. This includes the dramatic lift whenever a door is opened, but can also stabilize the car through corners, virtually eliminating body roll, also neutralizing dive under braking and squat under acceleration.

The result is a car that feels curious to say the least. Hard cornering with the system enabled sends you shifting sideways in your seat rather than tipping out of it, which requires a little mental recalibration. However, the system isn't designed for hard cornering. In fact, it's automatically disabled if you drop the car into either Sport or Sport Plus modes.

Why? Unlike other cars that reduce roll with active rollbars, the Panamera's new suspension is effectively increasing the stiffness of the outer corners of the car through the corners. This levels the car but could actually reduce grip, especially on less-than-perfect surfaces. Why do it, then? It's for comfort, not performance – similar to Mercedes-Benz’ Curve function on its flagship air systems.

Tuning For Compliance

Most of the suspension changes here, plus revisions to the rear subframe, bushings, and suspension geometry, were designed to increase ride quality and decrease road noise in the cabin. Indeed, the new Active Ride modes are far more noticeable in the passenger seat. Behind the wheel, you can subconsciously brace yourself before turning into a corner. If you're in the passenger seat and not acutely watching the road ahead, it's easy to get pitched around. With Active Ride enabled, even rather aggressive driving was far less disorienting and, by extension, less nauseating.

Porsche's engineers weren't coy in saying those chassis refinements, plus additional changes to the car to reduce ambient noise, were largely based on feedback from the Chinese market, where comfort and poise being driven is as important as responsiveness when driving yourself. But they were also quick to clarify that those changes were not made at the expense of the Panamera's consistently good handling.

Fast Company:

And from my time behind the wheel, I'd say they succeeded. Rolling on Michelin's new Pilot S 5 tires (275/35ZR21 front and 325/30ZR21 rear), outfitted with both the Active Ride suspension and rear steering, the new Panamera has the same physics-defying dynamics of its predecessors. Outright grip is of course impressive, but the turn-in is remarkably sharp, and the expansive dimensions (the current Panamera is just short of 200 inches long) seem to just shrink around you.

But when just cruising through town, summiting speed bumps and bounding over cobblestones, the new sense of isolation from the unwanted stuff really is notable. There's an increased sense of compliance here, none of the crashing sensation you might expect from the suspension trying to manage the surely significant mass of this machine over uneven roads.

And, while that mass surely is increased, Porsche engineers were unwilling to quote any formal weight figures for the third-gen Panamera. That said, the new battery adds roughly 50 pounds, while the new suspension adds another 45.

The added power seems to compensate well. Even in full EV mode, the car accelerates strongly and is perfectly driveable. The upgraded 140-kW motor is now integrated directly into the eight-speed transmission, which is programmed to shift differently when the car is driving without the V8 assistance. You still have all-wheel drive like normal in this mode, and the car happily cruises up to 90 mph before firing up the engine. No official rating on improved range, but with the outgoing Panamera managing 18 miles on a charge and this battery pack offering almost 50 percent more capacity, mid-20s should be safe.

And what about the non-hybrid car? It drives great, too. The suspension here lacks the self-leveling carnival tricks, but is still supple and compliant while also enabling the car to be firm and responsive. And, best of all, you won't have to tick any boxes (or pay any premiums) to get it.

Styling Revisions

On the outside, the Turbo cars will be differentiated with horizontal signature lights on the more aggressive front fascia. The base cars, meanwhile, will feature vertical signature lights and somewhat more subtle styling up front. The shape and size of the exhaust ports out back will likewise differ, but those details aren't finalized just yet, and we'll all have to wait a little bit longer to see just how the thing looks minus the camouflage.

I can't show you what the interior looks like yet either, but I can say that if you take a peek inside a Taycan you'll get a pretty good idea. The gauge cluster in the new Panamera is the same, beautifully curved shape, but instead of free-standing atop the Taycan's dash, it's inset inside of a more significant housing ahead of a more configurable heads-up display. The infotainment screen is a 10.9-inch unit that supports both Android Auto and Apple CarPlay wirelessly, while a second display of the same size can be optionally installed in front of the passenger seat.

Through this far-right display, passengers can access nav and integrated media and even stream movies through some to-be-determined streaming services. (The lone app installed on the prototype car was Screenhits TV, which was sadly not yet functional.) No worries about distracted driving: Privacy tech means that, from the driver's seat, the passenger display appears totally black.

Porsche's nub of a shifter moves from center console to the dashboard, just to the right of the steering wheel, while on the left Porsche is finally getting rid of the integrated twist ignition, replacing it with a pushbutton start. No more dedicated buttons for sport exhaust or suspension either, I'm sorry to say. While the wheel-mounted mode knob is now standard, everything else you'll need to tweak by digging into the touchscreen.

That sadly eliminates the satisfaction of clicking on the sport exhaust when you're feeling a little rowdy, but the net result is a cleaner, far more modern interior.

No word yet on how much any of this is going to cost. The boost in standard features, plus the additional range and performance on the E-Hybrids, will likely mean the Panamera will carry an even greater premium, but time will tell. Time will also tell on whether the wagon-shaped Sport Turismo models survive to the next generation. Conspicuously, of the four prototype Panameras on offer in Spain, none had the more generous rear. When I asked about this, I was told only how few buyers choose to pay extra for extra roof real estate.

Not a good sign.

But everything else is pointing to yet more excellence from Porsche's long, low, now increasingly luxurious sedan.

FAQs

Does The 2024 Porsche Panamera Offer A Manual Transmission?

No, the Panamera is exclusively available with an eight-speed, dual-clutch PDK. With this new generation, the hybrid motor is directly integrated into the housing.

Does The Porsche Panamera Have Air Suspension?

Yes. For the 2024 edition, all the variants of the Panamera will ride on air suspension, varying between dual-chamber springs on the base cars and a larger-capacity single-chamber setup on the hybrids.

Is The Porsche Panamera All-Wheel-Drive?

The Porsche Panamera will come standard with rear-wheel drive, but the Panamera 4, Panamera 4 E-Hybrid, Panamera 4S E-Hybrid, Panamera Turbo E-Hybrid, and Panamera Turbo S E-Hybrid will get all-wheel drive.

Is The 2024 Porsche Panamera Electric?

No, although the E-Hybrid models get a larger-capacity 25.4-kilowatt-hour battery. A fully electric Panamera EV is rumored for the future as well.

– Monterey County, California 

Frank Lamberty might be the designer and OG of the Audi R8 but for me, the godfather was my buddy, Reilly Brennan. The editor of Winding Road magazine at the time, working under the great David E. Davis, Jr., Brennan called me on a random weekday afternoon to ask about getting some lunch. When the door buzzer rang at my apartment I walked out to see what could’ve been mistaken at the time for a wheeled spaceship in the parking lot. 

In 2006, I of course knew what the R8 was. Audi’s knife-edged design graced the pages of every big motoring magazine around that era and found its way – in fewer pixels than you could imagine – onto the proto auto internet, too. But seeing the thing in person had me gobsmacked (especially being that we were in Ypsilanti, Michigan, at the time). 

The 2008 Audi R8.

Despite not even getting behind the wheel, I remember that ride and day very well as it was one of those “Oh damn, I’m really doing this” moments in my journey of writing about cars for a living. The R8 and I both got started in the business at the same time, and it’s always had a special place in my heart as a result. 

A Very Quick Goodbye 

Audi invited me to WeatherTech Raceway Laguna Seca last week amidst the Monterey Car Week festivities without knowing any of that. The 2023 model year marks the end of production for the machine, and the German brand wanted to celebrate what is arguably its most-important-ever vehicle with a big send-off.  

A host of media was joined by the aforementioned Frank Lamberty, and racing legend Tom Kristensen, who won Le Mans in the original Audi R8 race car in 2000… and 2001… and 2002… and 2005 (dude is fast). Audi brought along two variants of the final iteration of the R8 road car, one boasting Quattro all-wheel drive as you’d expect, and one rear-drive coupe. 

The logistics involved in getting three cars (the two R8s plus Kristensen’s RS E-Tron GT pace car), about a dozen journalists, and support staff to the trackside staging area during the Rolex Monterey Motorsports Reunion is time-consuming. Given plenty of time to chat with the other writers, I was interested to learn that many of them had never been behind the wheel of an R8 before. For them, this lap and a half of lead-follow at Laguna was analogous to my lunch date 17 years earlier. Quite the come-up. 

Side-Bladed Wayback Machine 

I was a little shy about being the old guy in that company, but chatting with the journalists whose first time behind the wheel would be at R8’s “last lap” brought to mind all of my touchpoints with the car in the past. That exercise didn’t require a deep dive into my ever-worse memory banks, either, as any day or week with the R8 turns out to be pretty unforgettable. 

Sometime in 2009 I commandeered an R8 4.2 for a long weekend and drove it across the state with my then-girlfriend to visit my family. The final destination was Muskegon, Michigan, yet another place on the Earth where the only “exotic” sports cars live on the local Chevy dealer lot and wear a Corvette badge. 

2017 Audi R8 RWS

2010 Audi R8 Spyder.

I had the chance to take my Mom for a ride on a twisty backroad in what was, I’m fairly certain, her first mid-engine car experience. She’s always been a bit of a speed freak so I really wrung the thing out, laughing out loud and enjoying myself between swears at the clunky, single-clutch automated manual R Tronic gearbox. 

That car was black over sliver side blades with the good wheels, and it broke necks everywhere we drove in the provincial western part of the state. 

Sadly, it was also the only R8 I ever broke, on the day I was meant to hand the keys over. On my way into the office on that Monday morning, I couldn’t resist taking one more early morning drive along the Huron River. I saw but didn’t completely dodge a nasty pothole, hit hard, and busted the tire. My art director picked me up and could feel my shame as we waited for the flatbed, and one of our readers saw us on the side of the road and emailed later that day with a joke-y note about learning to drive. 

Next up was the launch of the 2011 R8 Spyder V10 in San Diego in 2010 – the First Drive of which was published almost exactly 13 years ago today. I cringe rereading that story because the prose is, well, pretty over the top. But I can close my eyes and remember how excited I was to write the piece after a day of open-top corner-crushing around the California coast and mountains. 

I will never forget the “click-click” of slotting the gated six-speed shifter into gear; a treat for the fingertips and ears that every car nut owes themselves at some point. And, though it’s been a minute since I’ve heard the engine note, I described the sound as “...bassy, low-rev rumblings morphing into a strident, never strained, shouting mezzo-soprano at the top end.” which tracks with my memories. 

There was another coupe that I can’t seem to dig up on Facebook (remember Facebook?). And another Spyder from the early days of Motor1 that I paired with my not-quite-restored Pontiac Fiero for a truly silly video (we did a real review, too). I drove an R8 to my 20-year high school reunion, where I blew out my knee playing basketball. And then a long gap before I stepped behind the wheel of my first-ever RWD R8 at the track last weekend. 

Sweet See You Laters

I wish that I could say I developed some new and insightful driving impressions during that quick spin, but the truth is I was really just concentrating on enjoying the moment. For a more serious analysis of how the current and final R8 rear-drive car goes down the road, I’ll encourage you to reread our piece from Jonathon Ramsey or just watch Mr. Le Mans himself do the lap in the video above. 

I can say that, with 562 horsepower delivered only to the rear wheels I was slightly more circumspect coming out of the faster corners at Laguna than I may have been in the Quattro. And I’m certain that, despite this last-drive branding, I’m going to be asking for a last set of R8 keys before this epically angled beastie is retired from the media car fleet. 

The subtle steering, palpitating V10 soundtrack, and crazy grip of this send-off car all track with my fond memories of R8s past. And of course my smile after getting out of the car, 1.5 laps and half a career after that first ride, was as big as ever. 

What’s the line? Let’s not say goodbye. Let’s say, until we meet again. 

Gr8 R8:

Verdict

Design | Comfort | Tech | Performance | Safety | Fuel Economy | Pricing | FAQs

–Malibu, California

For a brand that’s known more for safety than performance, it might surprise you to learn that the Volvo S60 Recharge has more power than almost any other car in its class. With a turbocharged 2.0-liter inline-four driving the front wheels and an electric motor in back, this humble sedan makes a prodigious 455 horsepower and 523 pound-feet of torque, beating out the BMW M340i and Mercedes-AMG C43 handily.

While that’s a lot of grunt for a small luxury sedan, the S60’s plug-in hybrid powertrain and its attendant 18.8-kilowatt-hour battery add weight, putting the Volvo at 4,452 pounds. That heft is plainly apparent at brisk speeds, but if your priorities lie in cabin comfort, smooth thrust, and 40 miles of all-electric driving, then the S60 Recharge is a compelling option.

A vehicle's ratings are relative only to its own segment and not the new-vehicle market as a whole. For more on how Motor1.com rates cars, click here.

Design

Exterior Color: Crystal White Metallic
Interior Color: Black
Wheel Size: 19 Inches

Released for the 2019 model year and featuring a downsized version of the S90 design, the current Volvo S60 has become a familiar sight, but don’t believe the saying – there’s no contempt here. The minimalist sedan has excellent proportions, and details like the Thor’s-hammer LED headlights and C-shaped tails provide some techno-pizzazz. My tester’s Black Edition package adds a gloss black grille, badging, wheels, and window surrounds, contrasting well with the luminescent Crystal White Metallic paint.

Inside, the S60 looks and feels high-end, with excellent soft-touch materials on nearly every surface of the cabin. The Black Edition adds attractive sport seats trimmed in leather and cloth, providing a modern, upscale feel. As with the exterior, the dashboard is simple and mostly unadorned, with a beveled sweep of aluminum brightwork catching your eyes. Some might find it to be a bit uninteresting, but the S60 will almost assuredly age better than trendier, more daring designs.

Comfort

Seating Capacity: 5
Seating Configuration: 2 / 3
Cargo Capacity: 15.1 Cubic Feet

Scandinavians sure know how to build comfortable chairs, that’s for sure. The S60’s front buckets are among the most supportive automotive seats I’ve ever enjoyed, made all the better with power-adjustable thigh and side bolsters. Unfortunately, not even the flagship S60 Ultimate trim level comes with ventilation, although the cloth seat accents don’t retain as much sunny-day scorch as leather would.

Space inside is decent, and at 6 feet tall with a 32-inch inseam, I was able to find a comfortable seating position in both the front and rear seats. The ride is also smooth, and road noise is well controlled. The gas engine can sound a bit thrashy when given the boot, though in less aggressive driving, it’s well-integrated with the electric motor.

Technology & Connectivity

Center Display: 9.0-Inch Touchscreen
Instrument Cluster Display: 12.3 Inches
Wireless Apple CarPlay / Android Auto: No / No

The Volvo S60 received an Android Automotive operating system for the 2023 model year, bringing built-in Google Maps and access to the Google Play store. The S60 also includes in-car apps for Spotify, Pandora, and other streaming and connectivity services if you’d prefer not to use the wired Apple CarPlay or Android Auto integration. The system now features over-the-air updates, so it should improve over time.

Smartphone mirroring and those aforementioned built-in apps work well enough, but some of the Volvo’s native functions are a bit laggy. For example, adjusting the climate controls is a two-tap affair, minimum, and those inputs can sometimes take a moment to register. If you’re the impatient type – like me – you might be tempted to touch the screen again, only to find the system catch up to your taps and overshoot your intended function.

Performance & Handling

Engine: Turbocharged 2.0-Liter I4 Plug-In Hybrid
Output: 455 Horsepower / 523 Pound-Feet

For 2023, the Volvo S60 Recharge ditches its old turbo- and supercharged 2.0-liter inline-four (and its somewhat lumpy power delivery) in favor of a smoother turbocharged engine. The electric part of the equation has also been updated, with an 18.8-kilowatt-hour battery living in the driveshaft tunnel replacing an 11.6-kWh unit. With the gas engine powering the front wheels via an eight-speed automatic gearbox and the rear-mounted electric motor pushing hard, the Volvo S60 Recharge will hit 60 miles per hour in just 4.3 seconds.

But the weight of the hybrid powertrain rears its head when it’s time to corner. While the M340i and Lexus IS 500 feel lithe and agile, the S60 is far more deliberate, with lots of terminal understeer if I entered a corner too quickly. Adopting a slow-in, fast-out mentality helps improve performance, but adjusting the cornering attitude of the car is still a challenge. Luckily, stout brake regeneration is well integrated with the friction stoppers, adding confidence and efficiency.

Speedy Sport Sedans:

Safety

Driver Assistance Level: SAE Level 2 (Hands-On)
NHTSA Rating: Not Rated
IIHS Rating: Top Safety Pick+

Every S60 comes with active safety features like lane departure prevention and automatic emergency braking, but the base S60 Core trim level does without Pilot Assist adaptive cruise control and lane centering technology. For that, you must option up to either the Plus or Ultimate model. So equipped, the Volvo sedan handles the freeway slog reasonably well, although there was more side-to-side adjustment than I’d like.

Fuel Economy

Efficiency: 74 MPGe Combined / 31 MPG Combined
EV Range: 40 Miles

With a fully charged battery giving it 40 miles of all-electric range, the EPA rates the S60 Recharge at 74 mpge combined. Driving solely on a discharged battery in hybrid mode, it still achieves a best-in-class 31 mpg combined.

Pricing

Base Price: $51,950 + $1,095 Destination
Trim Base Price: $58,995
As-Tested Price: $63,690

While its competitors consider their highest engine options a specific model in and of itself, Volvo offers its owners a choice of both powertrain and trim level. That means a base S60 Recharge starts at a reasonable $53,045 for the Core, rising to $58,995 for the flagship Ultimate trim. My tester rang a $63,690 bell due to the excellent $3,200 Bowers & Wilkins audio system; $750 climate package that adds a heated steering wheel, rear seats, and windshield washers; and $695 metallic paint.

A comparably equipped M340i xDrive costs more than $65,000, while a C43 is a bit more palatable at $64,400 and the IS 500 is $64,420. Any of those options are more involving to drive on a curvy road than the S60, although none can match its PHEV efficiency. And if price is a priority, only Volvo offers its flagship powertrain on a lesser trim – 455 hp and 40 miles of range for just over 54 grand is a hell of a bargain.

S60 Recharge Competitors

FAQs

Is The 2023 Volvo S60 Recharge All-Electric?

No, the S60 Recharge is a plug-in hybrid. With an 18.8-kilowatt-hour battery, it has 40 miles of electric range before the gas engine kicks on.

Is The Volvo S60 Recharge Fast?

Yes. With a manufacturer-estimated 0-60 time of 4.3 seconds, the Volvo S60 Recharge beats out the Mercedes-AMG C43 and Lexus IS 500, and it nips at the heels of BMW's 4.1-second claim for the M340i xDrive.

How Much Is The Volvo S60 Recharge?

The Volvo S60 Recharge starts at $51,950 plus $1,095 destination for the base Core model. Go for the $55,995 Plus model and you get some nice features like Pilot Assist. The flagship Ultimate trim costs $58,495 and includes an excellent audio system and sport seats.

Verdict

– Ft. Lauderdale, Florida

Nobody needs 700 horsepower in a pickup truck. But this is America, Jack, which means you can walk into any Ford or Ram dealership and drive out of the showroom in a cloud of smoke with the supertruck of your choosing.

In the case of the Raptor R, Ford basically took the standard Raptor and notched it up to 11. Instead of the "stock" twin-turbocharged EcoBoost V6 with 450 hp and 510 pound-feet of torque, the Raptor R has a supercharged 5.2-liter V8 (borrowed from the old GT500) with a mighty 700 hp and 645 lb-ft. Above all else, that's what makes this truck so special.

Lay hard into the throttle and the supercharger whine echoes throughout the cabin, as this massive vehicle rips off a supercar-rivaling 60-mile-per-hour sprint. Ford doesn't officially publish a 0-60 time for this truck, but it's somewhere in the low four-second mark based on my very unofficial butt dyno.

Torque peaks at a generous 4,250 rpm, which helps the Raptor get off the line with a tinge more force than the comparable TRX, which doesn't reach max twist until 4,800 rpm. Ford's 10-speed automatic hustles through its gearing mostly without notice but offers a sharper, sportier experience if you tick over to Baja mode and tug on the shifters.

The pliable off-road suspension was definitely designed more for off-road use first and foremost, but it still does a damn good job of keeping this massive truck composed in corners and steady at highway speeds. The knobby 37-inch off-road tires make a lot of noise and aren't super grippy on the pavement, granted, but that's a small sacrifice.

Off the road – more specifically, on the dirt paths near my apartment – the Raptor R absolutely tears up the trails. It bounces over rocks courtesy of those chunky 37-inch BF Goodrich All-Terrain T/A tires and barely shrugs at muddy potholes thanks to new long-travel Fox live valve shocks designed for the R model specifically.

You will have to pay the price of a small house for all that power, though. While the base Raptor starts at $78,770 with the $1,995 destination fee included, the supercharged Ford F-150 Raptor R costs $109,145 when it’s all said and done. A comparably equipped TRX costs a few grand less than the Raptor R, and if you don’t need any luxuries, the Ram is a relative bargain at $85,685 to start. But if it’s a supercharged supertruck you really want, look no further than the Raptor R.

The Raptor R:

Competitor Reviews:

FAQs

Which Is Faster TRX Or Raptor R?

The Ram TRX is a bit more powerful than the Raptor R with 702 horsepower and 650 pound-feet of torque, but the Raptor R has a comparable 700 horsepower and 645 pound-feet.

Is The Raptor R Street Legal?

Yes, the Ford F-150 Raptor R is completely street-legal. It has a supercharged 5.2-liter V8 engine with 700 horsepower and a premium cabin that makes it comfortable on the road.

What Is The Raptor R’s Top Speed?

The Ford F-150 Raptor R only has a top speed of 112 miles per hour due to its tall ride height and its chunky off-road tires.

Verdict

Design | Comfort | Tech | Performance | Safety | Fuel Economy | Pricing | FAQs

– Ft. Lauderdale, Florida

The Genesis GV70 is a stellar SUV. It's stylish and comfortable, with a pinch of athleticism thrown in for good measure. But up until this year, it was only available with the choice of two gas engines.

Enter the Electrified GV70, the first fully electric version of Genesis' compact luxury SUV. Although it uses the same platform as its ICE siblings, as opposed to the GV60's dedicated EV base, it doesn't feel like a cut-and-paste job. The Electrified GV70 takes everything great about the gas model and adds battery power.

It's not perfect, though. The Electrified GV70 only has 236 miles of range, which puts it on the lower side for the segment. And that added heft from the battery pack does have a minor effect on the drive experience and the ride quality, but only slightly.

A vehicle's ratings are relative only to its own segment and not the new-vehicle market as a whole. For more on how Motor1.com rates cars, click here. 

Design

The visual differences between Electrified GV70 and the gas model are very minor. The EV has a closed-off grille and unique 20-inch wheels, and that's about it. But the GV70 didn't need much of a makeover anyways; it's already one of the best-looking SUVs in the class. 

The same can be said of the interior – it's just as lovely here as it is on the gas model. Glacier White Nappa leather covers the cabin as standard on this Prestige model, joined by weighty aluminum accents and three high-quality screens. It all looks very premium.

Comfort

I won't go so far as to say the Electrified GV70 is uncomfortable, it isn't. But the added weight from slapping batteries onto an ICE platform makes it feel less cushy than the gas GV70. It can be unsettled, sometimes bouncing too firmly over pavement or not quite feeling centered on the highway.

But that's my only complaint. The Electrified GV70 still has a lovely cabin with a perfectly shaped 14-way power-adjustable driver's seat finished in the finest Nappa leather. The passenger seats are excellent, as well, and rear passengers have access to that same supple leather and heating, as well as above-average space (not considering three-rows like the Rivian R1S and Tesla Model X). 

Technology & Connectivity

The biggest bummer is that Genesis still doesn't offer wireless Apple CarPlay or Android Auto. You have to plug in. The 14.5-inch touchscreen is lovely otherwise and has crisp graphics with a seamless home layout. It is a touchscreen, but the rotary dial in the center console makes it easier to manage while driving. 

The fully digital instrument cluster does require moving up to the Prestige model, but it's worth it. The 12.3-inch screen looks beautiful, is highly configurable, and has a unique 3D effect that sort of works if you squint hard enough. The base model uses two analog gauge clusters and a smallish 8.0-inch productivity screen instead.

Other Genesis Reviews:

Performance & Handling

A performance EV the Electrified GV70 is not; acceleration is its only interesting characteristic. The 429 horsepower and 519 pound-feet are just enough to move the GV70 with decent fervor. Pressing the big "BOOST" button at the base of the steering wheel launches the EV into an all-out sprint, yielding a 60 time of just 4.2 seconds. That makes this the quickest GV70 by a good margin. 

Beyond that though, the added weight from the battery – 5,038 pounds at its heaviest – is pretty obvious when you flick this SUV hard into a corner. The GV70 Electrified is happiest in a straight line.

Safety

The only thing Genesis doesn’t offer (yet) is hands-free driving. Otherwise, its Highway Driving Assist active safety system is one of the best. It combines adaptive cruise control with throttle and braking inputs with automatic lane-centering for a totally seamless highway driving experience. You still have to keep your hands on, but just barely; the Electrified GV70 will cruise comfortably for miles with minimal driver interference.

Fuel Economy

Pricing

The Electrified GV70 is an excellent value for the segment. It starts at $66,975 with the $1,125 destination fee included and doesn’t have many options that might hike the price from there. Only the Cadillac Lyriq is more affordable at $58,590 out of the box.

The Prestige trim has most of the best stuff, like Nappa leather, the 3D instrument cluster, and a heated second row. It’s an extra $6,800 on top of the base model, which brings the as-tested price of this car to $74,350. But the GV70 Electrified feels like a relatively good deal even at that cost.

What the Electrified GV70 lacks in performance it makes up for in price, comfort, and style. It’s a beautiful SUV with a sumptuous cabin and a stellar ride – all for under $70,000. Hard to beat. 

Competitor Reviews:

FAQs

How Much Does The GV70 Electric Cost?

The Electrified GV70 starts at $66,975 with the $1,125 destination fee included.

What Is The Range Of The GV70 Electric?

The Genesis Electrified GV70 achieves 236 miles of range on a single charge, with a 250-kilowatt DC fast charging rate.

What Are The Cons Of The Genesis GV70 Electric?

The two biggest cons of the Electrified GV70 are range and performance. Its 236 miles of range are below average for the class, and while it is quick, the electric GV70 doesn’t handle corners well, relatively speaking.

– Ann Arbor, Michigan

Here is the case to be made for the three-wheeled, open-topped, Polaris Slingshot: Most importantly, the driving experience is exhilarating. Beyond that, the vehicle gets attention everywhere you drive and stop – almost universally positive comments from friends and strangers alike. Finally, despite being on the market for eight years now, the Slingshot’s relative rarity makes it singular wherever it goes.

Here is the case to be made against the Slingshot: With suggested retail prices starting at $21,499 and topping out at $37,349 before add-ons, the Polaris lives in an uncomfortable spot between any number of cheaper motorcycles with far better performance and a Mazda MX-5 Miata that can be daily driven with far less compromise.

The week that I was driving my tester – a Slingshot SLR in a striking Cobalt Blue with a manual transmission and about $2,600 in options – I had a long conversation with the crew over at RideApart about the three-wheeler. I haven’t ridden motorcycles since I was a kid, and to me the Slingshot offers most of the open-air thrills but for a wider possible audience (people without a motorcycle license).

And yet, the unanimous opinion of the RideApart editors was roughly: "Bullshit. I don’t want something that drives like a car when I want to ride a motorcycle."

Similarly, most of my fellows at Motor1 don’t have a lot of appreciation for the Slingshot’s unique selling points. "Miata is always the answer," was a common refrain, and the Mazda’s top, trunk, and more comfortable cabin – to say nothing of a very competitive sub-$30K starting price – were accurately cited as reasons to stick with four wheels.

For me, there’s undeniable joy in driving the Slingshot, despite those very rational arguements against it. Listen, at the heart of it we’re talking about a vehicle with 203 horsepower (albeit roughly made by way of thrashy four-cylinder engine), a five-speed manual transmission, and a curb weight 1,656 pounds. The trike is a burnout machine but has tons of grip in a high-speed corner, steering is full of feel with immediate turn-in, and overall it’s a terrific companion on a great road. That’s a lot to like, even if the price to get there is steep.

Comparing the Slingshot to a motorcycle or a car is appropriate insofar as money is required to acquire any of them, and even in a discretionary fun-machine purchase, value is a consideration. However, as a class of vehicle, I think the Polaris is spiritually closer to things like snowmobiles, side by sides, and quad-bike ATVs. All of those machines live comfortably in garages with cars and motorcycles and rarely bear the weight of comparison with vehicles designed for more regular transportation. The Slingshot is built for fun – if you can afford one you’ll love driving it, even if there’s a Miata in the garage bay next door.

Our Recent Reviews:

FAQs

How Fast Do Polaris Slingshots Go?

The top speed for the Polaris Slingshot is 125 miles per hour. The sporty three-wheeler produces 203 horsepower from a four-cylinder engine and will hit 60 miles per in about 4.9 seconds.

What Is The Cheapest Slingshot You Can Buy?

The cheapest Slingshot you can buy is the base S model, which costs $22,199 with the $1,695 destination fee and commodity surcharge included. The next cheapest Slingshot is the SL model, which costs $28,199.

Is The Polaris Slingshot A Car Or Bike?

The Polaris Slingshot is technically classified as a three-wheeled motorcycle in the United States, but some states classify it as an Autocycle, which means you only need a standard driver’s license to operate it.

Verdict

– Encino, California

Thanks to electrification, we are in a new era of automotive records. Every day, powerful and torquey EVs redefine what it means to be fast, offering such blistering acceleration that it would break the rules of any NHRA-sanctioned event. But even with that in mind, there was no way I was ready for the outrageous thrust offered up by the electric world’s newest record-breaker.

The 2024 Lucid Air Sapphire has a three-motor powertrain doling out up to 1,234 horsepower and 1,430 pound-feet, making it the world’s most powerful production four-door sedan in history. Upgraded from the already-quick Air, it vaults to 60 miles per hour in 1.89 seconds, a tenth quicker than the Tesla Model S Plaid, and will reach a manufacturer-claimed top speed of 205 mph. There was no way to test that last number in my 25-minute first drive of the flagship Air, but rest assured, we launched the thing again and again. And then once more for good measure.

A vehicle's ratings are relative only to its own segment and not the new-vehicle market as a whole. For more on how Motor1.com rates cars, click here.

Like Strapping Into A Rocket

With Lucid Director of Vehicle Dynamics David Lickfold sitting in the passenger seat providing me with driving prompts, I assumed the brief spin in the Sapphire would be relatively sedate. After all, this is one of the company’s few production-intent examples, and we’d be motoring around in some unusually heavy mid-afternoon traffic for suburban LA.

I couldn’t have been more wrong. With the car set in its least aggressive “Smooth” drive mode, there’s still 767 hp on tap to give the Lucid plenty of shove when you dig into it – which David asked me to do in the middle of a sweeping corner on a six-lane road.

Ignoring every instinct, I followed his orders and was met with a butterfly-inducing shove to the lower back. But surprisingly, the car demonstrated impressive stability thanks to the tri-motor layout with a single motor on the front axle and a pair of motors for the rear, each one controlling a wheel. This gives the Lucid genuine torque vectoring, and in Smooth, the car will underdrive the outside wheel. This counter-intuitive behavior actually prevents the Air from feeling twitchy, unsettled, or tail-happy, even when giving it the boot through a corner. Driven thus, the Sapphire feels much like any other Air.

For our next exercise, we toggled the drive mode into the middle-ground “Swift,” enabling more dynamic torque vectoring from the rear motors. As we approached a freeway on-ramp with a tight, 160-degree turnaround, David told me to pin the accelerator just past the apex. As promised in our engineering discussion, the Sapphire applied more power to the outside rear wheel, tightening up the cornering line brilliantly before the ramp straightened out and we rocketed toward triple-digit speeds. I won’t cop to anything specific, but the experience was gut-wrenching and addictive.

After a couple of exits – just enough time on the freeway to notice a hint of tire roar but impressive straight-line stability – we headed toward the winding sweepers of Sepulveda Boulevard. Here, David switched the car from Smooth to Swift, then up to the most aggressive Sapphire mode, with each successive changeup bringing palpable changes to the power delivery, torque vectoring, and adaptive damper tuning. Yet even in the hardest-core mode and its attendant, constant 1,121 hp (or the headline-grabbing 1,234 hp when launching from a stop), the Lucid remains reasonably genteel, with an avowedly firm ride but otherwise smooth behavior.

The true test of its control came as we conveniently approached a red light, first in line. Still in Sapphire, David had me hold the brake, then pin the throttle to engage launch control, an apt descriptor when the light turned green. Without a hint of wheelspin, the Lucid fired off the line like a 5,336-pound Olympic sprinter, yet the most awesome part of the experience was the relentless shove as the digital speedometer twinkled into ever-higher numbers. Even at freeway speeds, the Sapphire is able to deliver longitudinal G-forces that would rival some sports cars from a standstill, with little of the tapering that’s become emblematic of EVs.

The experience proved to be too addictive to resist, and with the engineer’s permission, I launched the car from a stop sign once more, hitting an easy 60 mph within a few hundred feet. And the stopping power, formerly a blind spot in the Lucid performance portfolio, is outrageous. Not only is there sophisticated regeneration with one-pedal driving, but the upsized carbon-ceramic brake rotors also get pinched by 10-piston front calipers and four-piston rears. More of this, I say.

Electric Love

Underneath the Sapphire’s superlative power and acceleration lies the same graceful luxury sedan we first experienced last year. Somehow, adding an entire Nissan Z’s worth of horsepower hasn’t upset the Lucid’s smooth around-town manners, with an acceptably firm, well-damped ride courtesy of the stiffer coil springs, adaptive dampers, and thicker front and rear anti-roll bars.

The revised performance credentials don’t come at the expense of style, either. Every flagship Air comes with an eponymous coat of Sapphire Metallic paint, with a black-painted roof that ditches the overhead glass to save weight. Wheels measure 20 inches up front and 21 inches in the rear for more brake cooling, and bolt-on aero discs will come with each car for when range is a higher priority. A deeper chin spoiler and carbon-fiber rear ducktail add downforce, with smoother underbody elements to reduce lift. Best of all, the Sapphire comes with several little California bears on the exterior, a Lucid calling card that I adore.

Fast-Flying EVs:

The faultlessly finished cabin comes exclusively in a grayish-black colorway that Lucid calls Mojave, with dark blue stitching and light gray piping to add just a little color pop. Designers made liberal use of Alcantara upholstery, appearing on the steering wheel rim, seat centers, headliner, and inserts on the dash and door panels. Genuine leather likewise makes an appearance on the seat bolsters and main dash – Lucid may someday offer a vegan interior, but it considers its sustainably tanned and processed hide to be about as environmentally friendly as petroleum-based alternatives.

Like the Grand Touring, the Lucid Air Sapphire gets a sweeping, 34.0-inch screen that incorporates driver controls on the left, a digital instrument cluster in the center, and a touchscreen media display on the right. The high-performance trim boasts a dark blue screen theme that matches its name, but otherwise, the interface is about the same as any other Lucid. Quick touch response and appealing graphics are nice, although the display’s nested menus can be a bit confusing at times. An over-the-air update in March made Apple CarPlay standard, curing the system of its biggest oversight.

Go Fast, Go Far

While some performance EVs sacrifice lots of range to meet their lofty speed goals, the Lucid Air Sapphire can go 427 miles on a single charge. That’s down a bit on the 469 miles on offer from the Grand Touring trim, but the Sapphire can still cover the distance from the Golden Gate Bridge to Los Angeles City Hall in a single charge. And like the rest of the Air lineup, it has a maximum DC fast charge rate of 300 kilowatts, replenishing its 118.0-kilowatt-hour battery from 20 to 80 percent in just 15 minutes.

Its closest competitor is the Tesla Model S Plaid, which has marginally slower acceleration and a top speed of “just” 200 mph. The Model S doesn’t go quite as far in a charge, with an EPA-rated range of 396 miles with 19-inch wheels or 348 with 21s. But then again, it is a full hundred grand cheaper than the Lucid, starting at $108,490 and rising to $132,990 fully equipped.

In spite of its hometown competition from Tesla, the Lucid Air Sapphire feels like a much more fleshed-out idea. The cabin is richer, the suspension and braking upgrades are more comprehensive, and the driving experience feels more polished than any newcomer automaker has a right to. With poise and grace around town giving way to addictive thrust at the stoplight, my short time behind the wheel of the Lucid Air Sapphire was the best kind of tease.

Competitor Reviews:

FAQ:

Is The 2024 Lucid Air Sapphire Electric?

Yes, like all Lucid models, the Air sedan is fully electric, with the flagship Sapphire trim getting a three-motor powertrain.

How Far Does The Lucid Air Sapphire Go On A Charge?

The Sapphire trim will hit an EPA-estimated 427 miles on a single charge. That compares favorably to the Tesla Model S Plaid, which maxes out at 394 miles. 

How Much Power Does The Lucid Air Sapphire Have?

With a single motor on the front axle and a pair of motors on the rear, the Lucid Air Sapphire has a staggering 1,234 horsepower and 1,430 pound-feet of torque. That makes it the most powerful four-door sedan on the planet.

Verdict

–Hethel, England

We already know the Lotus Emira is a good car, but what happens when you pop an AMG-sourced 2.0-liter inline four in there? After all, Lotus’ heritage kinda rests on small, light four-cylinder cars, so it should be a good fit, especially given how much potential that motor has shown in Mercedes’ own cars. An eight-speed dual-clutch gearbox in place of a manual will upset purists, sure, but they've not driven it yet…

Lotus is mid-transformation at the moment. The days of selling small plastic cars with no sound deadening and few creature comforts are gone. Lotus knows the market wants a car that can do everything. While the brand is slowly, but purposefully, moving towards electrification, the Emira is a final crack at what made the company’s name: a damn fine sports car.

With a supercharged, Toyota-sourced V6 in the middle, the 2024 Emira is a fantastic time, but also a very grown-up one. A German four-cylinder midship might seem like an odd choice, but it makes the Emira feel wonderfully different.

A vehicle's ratings are relative only to its own segment and not the new-vehicle market as a whole. For more on how Motor1.com rates cars, click here.

Family Resemblance

The smaller-engined Emira has been much touted since the car was unveiled in 2021. It promises better fuel economy, blunted (but still pretty good) performance than the more expensive car, and a new-to-Lotus dual-clutch gearbox. Other than that, the Emira has the same shape, the same size, and the same interior. Even the exhaust still has the same tiny Lotus logo lozenges milled into the tips. The deal here is that you don’t lose anything bar a few horsepower (you get a tiny bit more torque, in fact) if you choose to have four cylinders rather than six.

As a consequence, Lotus' small but sweet touchscreen infotainment system is unchanged – it runs pretty much everything in the car from Apple CarPlay, to the A/C, to drive mode selection. While the removal of buttons in most cars is something to fight against, the Emira’s cabin works rather well with minimal fuss. Thankfully, the user interface itself is slick, and doesn’t ask you to dig through layers of (nicely designed) menus to find anything important.

The cabin is decently sized and not too high off the ground, which means normal people should be able to avoid doing their backs a disservice when they get in. Lotus' design team helpfully remembered that people who buy sports cars tend to come with plenty of stuff and need somewhere to put it. The door bin pockets are large, as is the center console bin. Of course, there are cup holders too. The seats are supportive, if a little stiff. Up to this point, it’s almost a sensible car until you take a look at its 5.3 cubic feet trunk and realize that while having an engine in the middle is good for handling, it rather eats luggage space.

Lotus Life Goals

But practicality shouldn’t really be at the forefront of your mind when it comes to cars like this. Fun should. Its 2.0-liter turbo four puts out 360 horsepower and 317 pound-feet, enough to get it to 60 miles per hour in 4.3 seconds and up to 171 mph. It’s a touch off the pace of the V6, but not enough to be slow. Having a smaller motor means it’s lighter than the V6, though likely not enough for the Lotus purists. Lotus says First Edition I4 cars weigh 3,188 pounds – not the chunkiest monkey in the world, but hardly a featherweight either. Airbags, air con, and a KEF stereo that handles numerous podcasts with ease are worth the weight.

As with the V6, there are two chassis setups to choose from. Sport gets stiffer springs and summer-biassed Michelin Pilot Sport Cup 2 tires, while Touring cars get a more road-friendly suspension set up and come shod with smoother Goodyear Eagle F1 Supersport shoes. Buyers have to pick which they want at the time of purchase, as there’re no tricky damper switches to play with on the fly: Your springs are fixed.

If you’re keen on heading to the track and staying there, Sport will suit you down to the ground, but for anyone else the more pliable Touring car will probably be just fine. The softer of the two doesn’t corner quite as flat as its sportier sibling, but it rides over rough roads far better. I did notice that it got a little bumpy in places, but I didn’t get out of it cursing its very being.

The First Edition car comes with three drive modes: Tour, Sport, and Track. Tour is the Emira’s most inert setting, and it keeps things as normal as you can reasonably expect from a Lotus. Sport adds a bit more noise and makes the power delivery more urgent. Track takes Sport and throws a little more anger at it, while giving the traction control a little more slip.

I found Tour was more than enough for most driving, throwing lumps of torque and pleasing noises at me, but Sport, on the right roads (and Lotus’ track) put a big smile on my face. The extra aggression flattered what I was able to do with it. Track is really only for, well, the track, and the extra slip it offered made me feel a bit like a hero when the back stepped out. The softer suspension of the Touring-spec car let me play a little more, too. Leave the Sport chassis for the lap time addicts.

The big ticket difference is how the motor behaves. Where the V6 has a light supercharged urgency to things, the turbo four couldn’t feel more different. Planting my foot in the carpet gave my back a decent kick, while the twin-scroll turbocharger did its thing and fired me forward. Peak torque comes between 3,000 and 5,500 rpm, which doesn’t take that long to cover when I found myself needing to make progress, which was much of the time. Ahem. When I ran out of revs a quick tug on the wheel-mounted paddle instantly leapt me to the next ratio, and then the next, and the next.

When I was calling the shots it was great, but when I left the gearbox to do its own thing it took a while to decide what it wanted do. Pulling out of a junction in Tour mode should mean a quick, smooth progression up the gears until reaching a comfortable speed, but the Emira clung on to lower gears for an uncomfortably long time before making its mind up. It made me feel a bit like I was leaving a Cars and Coffee trying to impress onlookers, except I really didn’t want to be.

Similarly, when asking the ‘box to switch from forward to reverse gears it took too long to make the switch - sometimes reverting to neutral when you’re expecting to move. During one tense moment I was trying to do a three-point turn and I was left impotently sitting mid-maneuver, revving in the street. Not a great look.

The V6 Emira:

Each time I prodded the gas I was treated to induction noises, whooshing, and tuneful parps, which is hilarious fun when I was behaving like a child on roads I know well, but it was tiresome on the highway – a slight throttle adjustment to overtake or match traffic fired needless loudness into the cabin. I just wanted to blend in, and instead I felt a bit attacked. There’s a balance to be had there, and Lotus hasn’t quite found it. Even so, the combination of a light car, a quick gearbox, and a torquey motor is frankly wonderful.

The power is one thing, but Lotus’ steering remains some of the best in the business. It’s staggering how deftly it changes direction and how well it communicates what’s going on under the front wheels. I never had to second guess what the car was about to do and felt beguilingly connected to it. Being low and wide, you have to work hard to unsettle the Emira, though with Track mode’s more forgiving traction control there’s a safety net should your playing get a little out of hand. Throttle response is razor sharp, and the brakes are progressive too.

On track I found myself pushing ever harder to go faster and faster, and on the open road I found its groove quickly but found myself wanting to spend a lifetime learning how to get the best out of it.

Doing More With Less

Much noise was made that the AMG-engined Emira is the most powerful four-cylinder Lotus ever built, and that’s fair, because it very much is. While 360 hp doesn’t seem like much compared with what that AMG motor can produce, it suits the car nicely, though what’s the over-under that Lotus will squeeze some more power out of it in the coming years? Without putting too fine a point on it, the Lotus Emira, four cylinders or six, is outstanding fun – something I’ll probably be thinking about for a long, long time to come.

Without putting too fine a point on it, the Lotus Emira, four cylinders or six, is outstanding fun.

The car’s balance and poise are what make it stand out. It’ll be compared to the more tuneful, more powerful V6 car, but they feel like different beasts. You could, so long as your job doesn’t involve transporting anything large, use this daily and be just fine.

The gearbox foibles are hopefully easily fixable, as they’re almost the only thing that gets in the 2.0-liter car’s way. There’s one more thing, though, that might sting. Although cheaper than the V6, the Lotus Emira I4 First Edition starts at $99,900 before an unconfirmed destination charge. A Porsche 718 Cayman GTS 4.0 starts at under $90,000. That might be tough for some people to overlook. But skipping over the Lotus would be foolish, as while it’s not perfect, it’s a fantastic car – the sort of thing we’ll miss when it’s gone.

FAQs

Is The Lotus Emira Electric?

No no, my friend, the Lotus Emira is a gas-powered car. It’s the last ICE car that Lotus will produce, so it’s something of an end of an era. If you want an electric Lotus, take a look at the Eletre SUV, or the Evija hypercar.

Is The Lotus Emira A Supercar?

As cool as it would be to say yes, it’s not a supercar. It’s a punchy, usable, exciting sports car. It can go over speed bumps, doesn’t drink fuel like an overexcited uncle at a wedding, and isn’t so low you have to fold yourself into it.

Is The Lotus Emira Automatic?

Yes and no. It all depends on which one you get. The supercharged 3.5-liter V6 can come with a six-speed manual, or a six-speed automatic. If you want the turbocharged 2.0-liter Emira there’s only one gearbox option: an eight-speed dual-clutch automatic. 

Verdict

– Charlotte, North Carolina

Ford could have reached into its endless sack of nameplates, slapped a historic badge onto the backside of this seventh-generation Mustang, and called it a day. But instead, this is the first Mustang since generation four to get a new performance trim: the Dark Horse.

Unlike sixth-gen throwbacks such as the Mach 1 and GT350, the Mustang Dark Horse doesn't have any heritage to bolster its image. Nor, on the flip side, any lingering nostalgia to hold it back. Ford wanted the performance to speak for itself – and boy does it.

A vehicle's ratings are relative only to its own segment and not the new-vehicle market as a whole. For more on how Motor1.com rates cars, click here.

This is the most powerful naturally aspirated 5.0-liter V8 in Mustang history, and the Coyote engine is still as charming as ever. Forged piston connecting rods from the supercharged GT500 and specific software tuning pushes it to 500 horsepower and 418 pound-feet of torque, an increase of 20 hp and 3 lb-ft over the current GT.

Granted, the Dark Horse isn't quite as torque-loaded at low RPMs as some of its supercharged or turbocharged alternatives. There's enough punch to get it off the line with purpose but not so much that the Mustang bucks – cars and coffee attendees everywhere breathe a sigh of relief. Torque builds in a lovely linear fashion up to a 4,900-rpm peak and continues to do so all the way up to redline.

Rip past 5,000 rpm to get the most out of the Dark Horse. It absolutely hauls at higher revs, with the V8 doing its best work when worked hard. This motor is even more lovable when paired with the Tremec six-speed manual, which has perfectly tight, quick throws, automatic rev matching, and finally, no-lift-shift (which has been around on GM performance cars for a few years now). It’s a match made in muscle car heaven. A 10-speed automatic is available – and it's pretty good – but the six-speed remains the superior setup.

Queen City Streets

Most of my drive takes me through the rural, Biscuitville-lined roads of Charlotte, North Carolina. Granted, these aren't the most thrilling pieces of pavement, but after a few hours behind the wheel, the Mustang Dark Horse proves to be a lovely on-road companion.

Even before getting in, the Dark Horse intimidates with its menacing muscle car looks. This is by far the best-looking seventh-gen Mustang to date. The black mascara underneath the headlights and the snarling nostril intakes (a clever nod to the nostrils of a racing horse) fix some of the facial failings of the EcoBoost and GT models. And the backend looks much better with a big wing, as most cars do.

Interior designers opted for scarcity rather than luxury. You'll quickly knock your knee on any number of hard plastic trim pieces on the base Dark Horse, be it on the door panel, passenger side dash, or center console. But hey, sacrifices must be made in the name of performance – and if you want better materials, the Premium model does offer nicer leather and stitching.

This is by far the best-looking seventh-gen Mustang to date.

The optional Recaro buckets are actually pretty comfy. They have a great shape with excellent lumbar support and a nice leather finish. They are aggressively bolstered – again, another casualty of owning a track-capable car – and there is no power adjustment. The manual adjustments are meant to keep the weight down, but I would rather sacrifice a few pounds for more versatility (which you can do with the base chairs).

The new tech suite bundles a 12.4-inch digital instrument cluster with a 13.2-inch touchscreen display, which means that some of the retro interior elements are indeed gone. But Ford's newest infotainment system is easy to use and highly configurable, and of course, the Fox Body gauges from the base and GT Mustangs make their way to the Dark Horse as well, as do a few Dark Horse-specific graphics.

A MagneRide adaptive suspension comes standard, and it varies in softness from Normal mode to Track. Even in Normal, though, the ride isn’t necessarily plush – but that’s to be expected of a racing horse. There is some obvious harshness over rough roads, but nothing I found to be overly offensive.

Across The Line

For a true performance test, we hit the track. The Charlotte Motor Speedway banks up to 24 degrees – more than many ovals on the Nascar circuit – with the combination of an inner road course dubbed the "Roval." We only get to sample a fraction of it, but there are enough twists to get a feel for what the Dark Horse can really do.

The NA V8, again, shows just how lovable it is on the first banking. Its relentless top-end potency powers the Mustang around the first few two corners of the oval with speed and a deep roar rumbling out of the quad exhaust tips, bouncing around in the stands like a genuine stock car.

Hit the first chicane and the Dark Horse exhibits better agility than possibly any previous pony car south of a Shelby. With the Handling pack equipped on this car (which I drove on the track only), it has sticky, staggered Pirelli P Zero Trofeo RS tires (305 front / 315 rear), stiffer springs, larger anti-roll bars, and an integrated Gurney flap on the rear wing. All in the name of giving this Mustang more confident cornering abilities.

The chassis is impeccably balanced; the body stays flat and fluid body as I, an amateur, attempt to wrestle the car around the tricky infield course. There's only a small hint of body roll in some of the tighter turns, but no tail-happiness from the back end, thankfully.

The steering is quicker than it's ever been too, which allows me to point the Mustang's big ol' nose as close to each apex as possible. The problem, though, is that this tiller loses some of the charming chattiness of the previous model. Even in the most aggressive Track setting, the steering is boosted to a point where it feels vague on center and doesn't load up well in corners, which means it's hard to tell what the front tires are doing. There isn't enough accurate feedback to push harder.

But ticking over to Sport+ or Track mode does produce improvements elsewhere, specifically in the suspension and throttle tuning. The added stiffness in Track mode sharpens the Dark Horse in the corners, and the quicker throttle response means you can dole power out of a corner with more control.

Mustang EcoBoost And GT Reviews:

Powerful Stablemate

It’ll cost you at least $60,865 with the $1,595 destination fee to get into a base Mustang Dark Horse, which is just a touch less than a comparable BMW M2 ($63,195). Or, it's $64,860 if you want the Dark Horse Premium with color-matching stitching, more padded materials, and a few aesthetic tweaks.

The 10-speed automatic is an extra $1,595 (not that you need it) and the Handling pack (which you should get) is an extra $4,995. All told a Premium model loaded with most everything will set you back just over $73,000, a not-insignificant amount of cash.

While it may not have the heritage to back it up, the 2024 Ford Mustang Dark Horse doesn’t need nostalgia to be great. The Dark Horse builds upon the GT with a powerful V8, excellent dynamics, and sharp styling. The Dark Horse deserves to be a staple in the Mustang lineup for years to come.

Competitor Reviews

FAQs

How Much Is The Mustang Dark Horse?

The Ford Mustang Dark Horse starts at $60,865 with the $1,595 destination fee included, while the Premium model costs $64,860. The most expensive option is the Handling pack, which adds an extra $4,995 to the overall cost.

Is The Mustang Dark Horse Supercharged?

No, the Ford Mustang Dark Horse uses a naturally aspirated 5.0-liter Coyote V8 engine. This is the most powerful 5.0-liter V8 found in any Mustang ever.

Is The Mustang Dark Horse Street Legal?

Yes, the Ford Mustang Dark Horse is street legal, but Ford offers a more hardcore version called the Dark Horse R that is only for the track.

Verdict

Design | Comfort | Tech | Performance | Safety | Fuel Economy | Pricing | FAQs

– Ft. Lauderdale, Florida

The Audi RS6 Avant gets all of the attention, and rightfully so. The 621-horsepower super wagon is a stellar performer and a standout in terms of styling. But it's still a niche product that most buyers, even Audi buyers, probably won't be able to get their hands on.

Enter the 2023 Audi S6 sedan. Sure, it isn't as speedy nor nearly as eye-catching as the Avant, but it also costs $50,000 less than its long-roofed sibling. And with that, the S6 still has solid looks, decent speed, and a twin-turbocharged V6 good for 444 horsepower. Even without a ridiculous roofline, there’s a lot to like about the S6.

A vehicle's ratings are relative only to its own segment and not the new-vehicle market as a whole. For more on how Motor1.com rates cars, click here.

Design

The S6 looks sharp and refined. It has a big hexagonal grille with black inserts, flanked on either side by LED headlamps with futuristic-looking daytime lighting details. These 21-inch wheels are exclusive to the Design Edition package; the five spokes split into a V shape at the rim drawing similarities to the RS models. And the red brake calipers are another neat visual cue as part of the Design Edition package. 

Audi faithful should feel right at home hopping into the S6. It has familiar premium materials and an excellent driver-centric cockpit. The Design Edition package, again, makes the already upscale cabin feel a bit more special with red stitching, Dinamica suede at knee level (instead of leather), a neat flat-bottomed steering wheel, and a few darkened chrome trim pieces.

Comfort

The Audi S6 feels really comfortable when you're not pedaling it hard in Dynamic mode. It's never too stiff – even with the big 21-inch wheels – as the adaptive air suspension does an excellent job of smoothing over imperfect pavement. 

The cabin is quiet and the seats are comfy. The front sport buckets have heating, lumbar support, and a memory function to ensure you're always in the perfect position. Even passengers in the back seat have a heated second row on this Prestige trim.

Technology & Connectivity

Audi's Virtual Cockpit has been around, but it's still excellent. Three screens cover the cabin: A 12.3-inch digital instrument cluster, a 10.1-inch touchscreen display, and an 8.6-inch touchscreen lower down on the console for climate controls. The center touchscreen has a clean layout which makes it easy to navigate, and wireless Apple CarPlay and Android Auto come standard.

The lower touchscreen for climate control functions is more difficult to use; you really have to look down far to access certain functions. And Audi's signature haptic feedback screens feel cool, but they take an extra second or two to respond compared to traditional touchscreens. A few more buttons for basic controls would still be nice. 

There are a number of advanced features here, though. The Premium trim adds an excellent Bang & Olufsen premium sound system, colored ambient lighting, a head-up display, and a wireless phone charger with a cell signal booster.

The Audi RS Models:

Performance & Handling

While not nearly as dynamic or powerful as the RS6 Avant, the S6 is still pretty fun to fling around. The twin-turbocharged 2.9-liter V6 with mild-hybrid assist gives this car gobs of torque and a healthy 444 horsepower and 443 pound-feet of torque. There is a tinge of turbo lag off the jump, but this is a genuinely quick car otherwise; the S6 races to 60 miles per hour in 4.4 seconds and has a limited top speed of 155.

Beyond quickness, the S6 also has excellent balance. The adaptive air suspension keeps body roll contained when cornering hard, the rear-wheel steering helps shrink the size of the S6 in turns, and the Quattro all-wheel-drive system provides consistent grip. The eight-speed automatic is snappy and the steering is also nicely weighted, but there isn't much feedback from the road to your fingertips. 

Safety

All the active safety equipment you could possibly want and need come standard on the S6 Prestige model (you will have to pay extra for some of it on the base trim, though). That includes adaptive cruise control with lane centering, side assist, intersection assist, traffic sign recognition, and more. My only complaint is that the lane-centering feature is too aggressive; if even think about getting near the white lane marker it adds steering inputs in an attempt to get you back to center. 

Fuel Economy

Pricing

An Audi S6 performance without all the bells and whistles is a pretty screaming deal, relatively speaking. The base Premium model only costs $74,795 with the $1,095 destination fee, whereas the BMW M550i and Mercedes-AMG E53 sedan both start at over $80,000. Of course, those cars are more powerful and better equipped out of the box, and if you want even some of the same premium features on the S6, it requires moving up to the Premium Plus and Prestige Models.

The Prestige model tested here is basically loaded to the brim; it starts at $83,595 and costs $91,165 as tested. The S Sport package is a $4,000 add-on that doesn't totally feel worth the cost; the sport differential might be the only reason to splurge. And the unless you really love the 21-inch wheels and red-stitched interior, the Design Edition package is another $2,500 option that doesn't feel substantial.

Regardless, there's a lot to like about the 2023 Audi S6. It's a solid and relatively affordable performance sedan that too often falls under the radar against the more powerful BMW and the tech-heavy Mercedes. 

Competitor Reviews:

FAQs

Is The Audi S6 A Fast Car?

Yes, relatively speaking. It has 444 horsepower and 443 pound-feet of torque, which makes it more powerful than the next-best Mercedes and gives it a 0-60 time of 4.4 seconds.

Is The Audi S6 Or S7 Faster?

The Audi S6 and S7 are virtually identical in terms of performance, but the S6 is slightly quicker. Both cars use the same twin-turbocharged V6 with 444 horsepower and 443 pound-feet of torque, but the S6 gets to 60 in 4.4 seconds while the S7 gets there in 4.5 seconds.

How Much Does The Audi S6 Cost?

The Audi S6 starts at $74,795 for the 2023 model year with the $1,095 destination fee included. Moving up to the loaded Prestige model will cost you at least $83,595 before options.

–Tórshavn, Faroe Islands

It's a pretty big stretch to call a neon orange and purple wrap "camouflage.” Nevertheless, the vehicle you see here wrapped in an oxymoronic vibrant concealer is Audi's next electric SUV: the Q6 E-Tron. It'll slot between the Q4 E-Tron and Q8 E-Tron, and because Audi’s doing the whole odds-and-evens naming structure now, you can think of the Q6 as the electric counterpart to the strong-selling Q5.

Before letting me loose around the Faroe Islands – which are absolutely incredible, by the way – Audi explained that the Q6 and SQ6 prototypes I'm driving are roughly 90 percent done in terms of powertrain engineering, but only about 60 percent finished in areas like chassis development and electronic fine-tuning. Audi expects to reveal the Q6 E-Tron (and sportier SQ6 E-Tron) sometime in 2024, and it'll likely go on sale later that year as a 2025 model, but that’s still very much TBD. In other words, don't expect to see this one at your local dealer for a while.

What We Know Right Now

The basis for the Q6 and SQ6 is the Premium Platform Electric (PPE) architecture shared by Audi and Porsche. Crucially, that means the Q6 and SQ6 benefit from 800-volt electrical hardware, allowing for 270-kilowatt max charging speeds – assuming you can find a working 350-kW public charging station – allowing the battery to go from a 10- to 80-percent state of charge in about 30 minutes.

Both variants will use a 100.0-kilowatt-hour battery and dual-motor setup. Audi is estimating 375 horsepower for the Q6 55 E-Tron – the weird numeral nomenclature implies there could be more or less powerful variants to come – with a power boost function upping output to 396 hp. Expect a 0-to-60-mph time of less than 6 seconds, and Audi is hoping for a driving range of 373 miles under the optimistic European WLTP standards. The American EPA figure will almost certainly be a lot lower (likely around 325 miles).

For the SQ6, base power output is expected to be 483 hp, rising to 510 hp for short spurts. This more powerful version will naturally be quicker, with Audi estimating a 0-to-60 time of less than 4.5 seconds, meaning the SQ6 will just barely beat the SQ5 in this benchmark dash. 

Speaking of the SQ5 – and standard Q5, for that matter – the Q6 E-Tron and SQ6 E-Tron will be very similar to their internal combustion counterparts in terms of size. Audi can’t confirm any dimensional specs right now, but a spokesperson tells me the E-Trons will have shorter front and rear overhangs than the Q5, along with more space inside. I’ll definitely take his word on that last bit, as this especially tall Audi rep rode along with me in the Q6, which has a surprising amount of rear head- and legroom.

Solid Bones Yield Engaging Results

Considering the Q6’s underpinnings will serve dual purpose under the upcoming Porsche Macan EV, it’s not really a shock that this SUV drives so well. The adaptive air suspension is great, making this midsize crossover as comfy as it is adept at smoothing out the Faroes' erosion-warped roads, and the heavy battery pack’s placement way down low in the chassis helps with stability while cornering.

Switching between Comfort, Balanced, and Dynamic modes reveals a few small differences, but not so much that I’d likely make a point of switching between them day to day. The gap between Comfort and Balanced is almost imperceptible at times, both offering light steering and predictable body motions. Dynamic adds a little weight to the wheel, which I appreciate while dodging sheep on narrow Faroese roads (seriously, so many sheep), but even then, the Q6 prioritizes a cushy ride above all.

The SQ6 has a bit more verve, but the most noticeable difference is the available power – the chassis and steering don’t feel wildly different from the Q6 55, though that isn’t necessarily a bad thing. Put your foot down and this thing takes off with immediate acceleration and great composure. My positive impressions of hard-launching the SQ6 are a stark contrast to what I experienced in the new Lotus Eletre, and given the latter brand’s performance pedigree, you’d think it’d be the other way around.

Regenerative braking is another Q6/SQ6 strong suit, which is something else I didn’t expect to say, what with Audi’s (and Porsche’s) longstanding aversion to one-pedal driving. No, the new E-Trons won’t give you a proper one-pedal experience, but the various levels of regen – selectable through the steering wheel paddles – are at least more pronounced than in other Volkswagen Group products. Move the gear selector from D to B and the regen power gets even stronger, and the throttle is super easy to modulate. I love driving the Q6 and SQ6 this way.

Tough Competition:

So Far, So Good

Looking at the luxury EV landscape, the Q6 E-Tron and SQ6 E-Tron’s closest rivals will be the Mercedes-Benz EQE SUV and AMG EQE SUV, in addition to the you-probably-forgot-about-me Jaguar I-Pace and don’t-look-at-my-panel-gaps Tesla Model Y. But this space is going to get crowded, and soon, with entries like the Maserati Grecale Folgore and Polestar 3 headed this way.

There’s still a lot left to learn about the Q6 E-Tron, including what’s under all the black camouflage fabric inside the cabin (hint: it’s a wide screen), whether or not its cool new headlights will ever come to the US, and what sort of driver-assistance systems are installed. For the moment, at least, both the Q6 and SQ6 make a great first impression – with an exciting camo wrap to match.

FAQs

Does The 2025 Audi Q6 E-Tron Have A Combustion Variant?

No, it is a purely electric model. Audi says it will be close in size to the Q5, with shorter overhangs giving it a more spacious interior.

What Range Does The Audi Q6 E-Tron Have?

It will use a 100.0-kilowatt-hour lithium-ion battery, and Audi is targeting a 373-mile range on the optimistic WLTP scale. EPA numbers should still eclipse 300 miles, but we’ll have to wait until next year before we learn anything official.

How Fast Does The 2025 Audi Q6 E-Tron Charge?

Thanks to a 400/800-volt electrical architecture and a max DC charging rate of 270 kilowatts, the 100-kilowatt-hour battery charges from 10 to 80 percent in less than 30 minutes.

Verdict

–Arcadia, California

Everyone has a Mustang story, myself included. From my Aunt Jill’’s 1966 289 and my Aunt Sandy’s LX 5.0 to my mom’s 2008 V6 Premium – all red convertibles, by the way – Mustangs have always been emblematic of carefree summer vacations and Rockwellian nights at the drive-in.

And there’s no denying the all-American appeal of the newest ‘Stang, which in GT form comes with a new, fourth-generation 5.0-liter V8. Sharp, crisp sheetmetal and an extensively revised technology suite join the party, as well as a few performance doodads that split the difference between genius and gimmick. While the new GT is now the mid-level model in the non-Shelby Mustang lineup – slotting between the four-cylinder EcoBoost I reviewed yesterday and the high-performance Dark Horse – it still offers some pretty exciting driving dynamics and a god-tier exhaust note to give pony car fans plenty of new stories to tell.

A vehicle's ratings are relative only to its own segment and not the new-vehicle market as a whole. For more on how Motor1.com rates cars, click here.

Can Horses Growl?

Given the Mustangs I grew up with, it should come as no surprise that I spent some time in a Race Red convertible for my first taste of the Mustang GT – my platonic ideal of the pony car – before switching to a fastback equipped with a six-speed manual gearbox and the $4,995 High Performance Package (HPP). Thumb the start button and the Mustang comes to life with a grumble that portends the impressive 486 horsepower and 418 pound-feet on offer – ditch the $1,225 active tailpipes and those numbers fall to 480 and 415.

Upon setting off in the ‘Stang, I immediately used the custom drive mode to activate the Fox Body gauge cluster and turn up the exhaust to an aurally pleasing Sport setting, then headed for the nearest tunnel. Luckily, from the first drive’s home base in Arcadia, California, the closest two-lane burrow is a circuitous 30-mile drive on Angeles Forest Highway, a route which would give me ample time to check out the new Mustang’s moves, enjoying its good front-to-rear balance and impressive grip.

That said, the helm is overboosted and way too light to make confident corner entries, and feel is absent no matter how hard you push the front tires. Adding to the challenge is an underdamped front end that feels like it bobs around too much. There’s plenty of grip on hand from the HPP-specific Pirelli P Zero summer tires, but the Mustang GT doesn’t communicate its slip angles very well.

That doesn’t mean the Mustang isn’t a fun ride, though. It produces giggle-inducing g-forces in tight corners, and on long sweepers and straights, the five-oh under the hood barks a smooth, mellifluous song through its quad exhaust outlets. The woofling, cammy low end gives way to a high-rpm shriek that reminds me of the 32-valve 4.6-liter Modular V8 from the SN95 Mustang Cobra, and like that distant predecessor, the new Mustang doesn’t have a ton of torque until you hit 3,000 rpm or so. But once it’s boiling, the 5.0-liter V8 cooks up pavement all the way to its exotic, 7,500-rpm redline – higher than a Lotus Emira, by the way.

In addition to the ripping power under the hood, the Mustang also gets some whoa to go along with the go. Supplied by Brembo as part of the performance pack, the braking package boasts six-piston front and four-piston rear calipers, clamping down on 15.4-inch front rotors and 14.0-inch rears. Stopping power is immense, and the brakes are feelsome and easy to modulate. Rounding out the pedal box is a progressive, tractable clutch pedal, which mates to a snickety, close-gated manual shifter and selectable rev-matching for a seamless, fun experience when rowing the gears.

Creature Features

If you’re more of a cruise-nights-and-drive-ins type of Mustang owner, you’ll appreciate the smooth, even-keeled ride, even over bad pavement and riding on 19-inch wheels with low-profile tires. There is some tire slap and roar at freeway speeds, but on a long commute, the Mustang feels more premium than it ever has, with better suspension damping in regular driving and low NVH levels.

Equine Studies:

Thanks to genteel road manners and a spacious front row, the Mustang GT is a fine daily driver, The standard front chairs lack significant lateral bolstering, but lumbar and thigh support is good and the seats strike a great balance between feather-bed cushiness and long-haul comfort. I’d go for the coupe-specific optional Recaros all day long, though. Though thinner in padding than the standard seats, the sport buckets are much better suited for sporty driving while still offering good comfort on a daily basis.

At 6 feet tall, I had good visibility forward, though the low-ish windshield header might cause problems for those more elevationally blessed than I. Passengers in the back had better be of the small variety – my head hit the roof liner and I had to splay my legs around the front seat when it was set for my 32-inch inseam. Still, I could probably handle a couple hours back there with only a little discomfort. Luggage room is an adequate 13.2 cubic feet, eclipsing the Chevy Camaro but coming up short on the larger Dodge Challenger.

The 2024 Mustang GT has a sophisticated new tech suite that bundles a 12.3-inch digital instrument cluster and a 13.2-inch touchscreen display running on the Unreal gaming engine. Crisp graphics and extensive configurability are the orders of the day, even including the redlines and hash marks on the simulated gauges. I belabored the lack of retro cabin cues already in the Mustang EcoBoost review, so I’ll just say that the tech suite looks wonderful and is easy to use, and I think Ford will nail its efforts to attract a younger, more tech–conscious crowd to the pony car fold.

Family Resemblance

Many of the design features carry over from the Mustang EcoBoost I reviewed yesterday, though the GT gets a unique front end with slanted struts on the grille insert and larger front bumper openings to provide added brake cooling. Cabin materials are very nice, with only a few decently hidden swaths of natty plastic. Soft-touch materials appear on the door panels, armrests, and knee bolsters, and I love the carbon look of the molded plastic trim appliques.

As the pony car market continues to dwindle – even the venerable Dodge Challenger is headed out to pasture in a few months – the Ford Mustang GT largely competes in a class of one. Still, the $62,315 as-tested price of my highly equipped Premium tester is a hard pill to swallow, rising from a $48,610 base price via an expensive performance package, MagneRide dampers, and an active exhaust system. It’s possible to get a bare-bones Mustang GT for $44,090 or one with HPP and active exhaust for $50,310, neatly putting it in contention with the likes of the two-up Nissan Z and Toyota Supra, as well as the BMW M240i four-seater.

Each of those alternatives is smaller and lighter than the Mustang, with a certain amount of import cachet that some buyers will care about. And yet, I keep coming back to the Mustang’s builder, dreaming of Race Red and manual transmissions and accidental (and very smoky) burnouts and wild horses in full gallop. The new Mustang GT is far from perfect – I’d love heavier steering and a lower price – but those quibbles don’t matter as much when you’re telling your Mustang-fangirl mom about that hot summer day in the mountains with the engine bellowing along.

Everyone has a Mustang story, after all.

Ford Mustang Competitor Reviews

FAQs

Is The Ford Mustang GT Faster Than The EcoBoost?

Yes. With 480 horsepower available from the 5.0-liter V8 (486 if you go for the performance exhaust), the GT has at least 165 more hp than its EcoBoost sibling.

Is The Ford Mustang GT Available As A Convertible?

Yes. Although the base Mustang GT is only available as a two-door coupe ("fastback" in Ford-speak), the Mustang GT Premium is available as a convertible, offering a power fabric roof.

How Much Is The 2024 Ford Mustang GT?

In its cheapest form, the 2024 Ford Mustang GT costs $44,090 including $1,595 destination. That price is for the six-speed manual fastback without the Premium package. If you want a GT Premium, be prepared to spend at least $48,610 for the coupe and $54,110 for the convertible.

– Vienna, Austria

The current generation of the E-Class, the W213, has been on the market since 2016, yet for some reason it doesn't feel that old. Perhaps that's because 2020's comprehensive facelift still looks fresh and modern. Or, maybe it's just because of how easy it is to forget about the big E and its middling status, slotting in between the C and S yet rarely receiving as much fanfare as either.

To ensure you pay attention this time, Mercedes is throwing the kitchen sink at the 2024 E-Class, the W214, which will hit American dealers sometime in the first half of next year. A new platform, fresh styling, loads of cutting-edge technology, and a boatload more trunk space make the E-Class more compelling than ever before.

A Bigger Footprint

Let's start with that new platform, which is about a half-inch longer than before, gaining half an inch in height and 0.3 inches in width as well. Wheelbase, though, grows more significantly, 0.87 of an inch to be exact, and much of that new space is found in the rear passenger compartment. The rear seats still aren't exactly overflowing with legroom, but there is still at least a lofty amount of headroom.

The most significant change, though, is actually in the trunk. The outgoing E-Class offers a paltry 13.1 cubic feet of trunk space, which is smaller than the old Toyota Yaris sedan, for comparison's sake. For the 2024 E-Class, that jumps up to 19.0 cubic feet. That's the difference between telling your kids to pack light for a weekend getaway and deciding to bring all the board games for your week-long visit to the cabin.

That trunk space stays the same even for the hybrid version of the car. That's because every version of the E-Class is a hybrid, whether you go with the 255 horsepower, 295 pound-foot inline four E350 4Matic or the 375 hp, 369 lb-ft E450 4Matic. For those counting, that's up 13 hp and 7 lb-ft over the outgoing E450's inline-six.

Neither are plug-ins, and Mercedes-Benz isn't quoting any efficiency figures just yet, but the 48-volt mild hybrid system in the 2023 E450 4Matic does 23 mpg city, 30 highway, so expect something in that ballpark again.

The Drive

While I can't cite efficiency figures, I can at least tell you about how that system drives. Though turbocharged, the E450 doesn't suffer from much in the way of lag. If anything, it's a little too eager to get going. It took a few pulls away from stop lights before I got the hang of the throttle, which even in Comfort mode is surprisingly snatchy.

Comfort mode is matched with the typical complement of Sport, Eco, and Individual modes, the latter of which allows you to choose your steering weight, how aggressive the nine-speed automatic transmission is, and how stiff the air suspension is – assuming you ticked that box, anyway.

Go for the air suspension and Mercedes throws in rear-steering, available on the E-Class for the first time. This adds 4.5 degrees of steering to the rear, cutting a full 3 feet from the turning circle of what is an increasingly lengthy sedan. It also adds a fair bit of hustle through the corners, but even in E450 trim that's not really what the E-Class is about. (At least, not until the inevitable AMG flavor).

More important is the ride quality, which is impressive. The car presented a pleasant poise through the hairpin bends leading up and out of Vienna during the global launch for the car. But, when the road turned to cobblestones for the last few miles of the climb, toggling from Sport over to Comfort delivered a remarkably compliant ride. On the highway at speed the car is smooth as can be.

That comfort continues through to the interior. The old E-Class was no slouch in this department and the new one doesn't disappoint either. Materials and fit and finish are excellent, as is the feel of the open-pore wood you can opt to splay across the transmission tunnel and dashboard.

On the highway at speed the car is as smooth as can be.

There's good isolation from the outside world, too, the E-Class not quite delivering EQS levels of serenity at speed, but clearly Mercedes engineers have picked up a trick or two from their electrification efforts.

If there's a fault here, it's that the inline six is perhaps a little too quiet when pressed. Thankfully, technology has a solution.

The Tech Package

Welcome to what Mercedes-Benz calls Progressive Sport Sound, the kind of technology we've seen on the company's EQ-branded EVs, now available on something with internal combustion.

With a few taps in MBUX, you can enable a fake engine noise that instantly turns that finely balanced inline-six into something with a lot more displacement. The seat thrums with a faux-aggressive timing at idle, the engine screams through the speakers as you accelerate, and you even get some fake pops under decel.

While I'll admit this is all very silly, I'm also forced to admit that, remarkably, it kind of works. It actually does scratch the same itch as hearing a finely tuned sport exhaust. And the best part? You can only hear it in the cabin. No worries about bothering the neighbors.

Things get even sillier with another of the E-Class's new tricks. This is the first Mercedes-Benz with a selfie camera, a high-def, wide-angle unit perched up high on the dash, all the better to watch you. No, it's not there for some next-level Overwellian cabin-monitoring, it's here so that you can get your TikTok on.

Seriously, this is the first car in the world with integrated TikTok. As a casual TikToker myself I can't say as I see the appeal, but there's also WebEx and Zoom integration for more typically E-Class social affairs.

When you're stationary, you see the other attendees on the display and they see you through that wide-angle view. Get under way again and both the camera and streaming view are disabled, so you're basically kicked back to voice-only.

It's hard to get too excited about the prospects of joining a meeting from the driver's seat, but as someone who's tried to awkwardly manage Zoom calls while on the road, the implementation here is super-smooth and I have no doubt it'll be a popular feature. More apps and integrations are sure to follow on the iOS-aping interface.

The Current Mercedes Lineup:

Like Butter

Super-smooth is an apt way to describe the rest of the car, to. The E-Class' entire software suite, the familiar MBUX interface, is slick and responsive, and yes there'll be both wireless Android Auto and Apple CarPlay. That all runs on a new, dual-screen setup that Mercedes calls Superscreen, stepping down from the Hyperscreen of the EQS by using LCDs instead of OLED for the dual 12.3-inch displays and central 14.3-inch display and by not integrating the gauge cluster into the package.

The updated advanced driver assist system is also smooth, adding a new Active Lane Change system that automatically overtakes cars on the highway. You don't even need to touch the turn stalk. In heavy traffic into and out of Vienna, the E450 I drove did a remarkably good job of choosing when to overtake and when to wait, never pulling out in front of fast-approaching traffic and always moving back over to the right lane promptly after a pass.

It is miles and miles better than Tesla's jerky and unpredictable "Full Self Driving" at this point. But, like Tesla's system, this is still hands-on assistance: The E-Class doesn't offer the level 3 autonomy coming soon to the S-Class.

Smoothest, though, might be the styling, which is slightly more upright in the nose from before, but otherwise has the slithery aspect of a stone pulled up from a long, cold slumber in a running stream. The result is a 0.23 aerodynamic coefficient of drag, helped by things like retractable door handles and optional aero wheels.

Unremarkable, Yet Superb

Admittedly, the 2024 E-Class is little more exciting than the outgoing one, but this latest generation of Mercedes-Benz's workhorse sedan is better than ever, nicer to drive, and likely more frugal, too. It's a superb package.

The big remaining question is how much will it cost. The outgoing E-Class starts at $56,750 for an E350. Surely all the new tech, toys, and turbos will drive that up a bit, but to know by how much we'll just have to wait.

Photo Credit: Tim Stevens For Motor1.com

Competitor Reviews:

FAQs

How Much Will The 2024 Mercedes E-Class Cost?

There is no official pricing yet for the 2024 Mercedes-Benz E-Class, but the added technology and improved powertrains will undoubtedly hike the price over the 2023 model. The outgoing E-Class starts at $56,750.

Is The 2024 E-Class A Hybrid?

The new E-Class is not a hybrid in the traditional sense, but the turbocharged 2.0-liter and 3.0-liter powertrains use a mild-hybrid system that improves power and efficiency.

What Engines Are In The 2024 E-Class?

The 2024 Mercedes E-Class has a turbocharged 2.0-liter mild-hybrid four-cylinder engine in the base model and a turbocharged 3.0-liter inline-six with the same mild-hybrid assist setup.

Verdict

–Irwindale, California

The previous-generation Ford Mustang, codenamed S550, was the first in more than two decades to offer a turbocharged inline-four alongside the legendary 5.0-liter V8. And while the EcoBoost 2.3-liter found its way into more than a few coastal rental fleets and raised eyebrows among the Mustang muscle crowd, it nonetheless brought a new level of nimbleness and sporty efficiency to the four-seater.

Ford isn’t interested in abandoning the momentum it gained on its base-model coupe, which is why the 2024 Mustang EcoBoost has several added technology and performance features to give it broad appeal, from autocross to Avis. Unfortunately, the six-speed manual gearbox is gone, replaced with a mandatory 10-speed automatic, so if you want to DIY, you’d better pony up (ahem) for the V8-powered GT model – stay tuned for that review tomorrow morning. But even with the slushbox, the 2024 EcoBoost is a fun and feisty iteration of the Mustang formula.

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Horse Power

Today’s EcoBoost 2.3 makes a respectable 315 horsepower – five more than last year's EB – and 350 pound-feet of torque. The new engine is built on Ford’s Modular Power Cylinder architecture that’s shared with the 1.5-liter and 2.0-liter inline-fours in the automaker’s lineup, but for Mustang duty, the mill gets a twin-scroll, low-inertia turbocharger for quicker, more efficient operation. A port- and direct-injection fuel system helps balance performance, emissions, and economy depending on the driver’s needs, as well.

In spite of those changes, I think this new engine feels and sounds similar to the one it replaces. Throttle response is a bit lazy, even when you’ve got the drive modes toggled to their most aggressive, but the exhaust is delightfully snorty once the tach starts to sweep toward the EcoBoost’s 5,500-rpm power peak. And with the paddle shifters bundled in the optional High Performance Package (HPP), the 10-speed automatic transmission obeyed my driver inputs with reasonable urgency, making it easy to drop a few gears and giddyap out of town.

Coming in at 3,588 pounds, the 2024 Mustang EcoBoost fastback is 250 pounds lighter than its GT sibling, with most of that weight coming off the front axle. That gives the four-banger some genuine verve on a tight handling circuit, such as the autocross course Ford set up at Irwindale Speedway. Steering is light and completely numb, but admittedly quick and accurate, so slicing through esses and chicanes is still an enjoyable experience. And the High Performance Pack also gets a Torsen limited-slip differential, allowing me to put all 350 pound-feet to the pavement on corner exit and rush to the next braking zone.

That LSD will be of even more value to the Mustang customer who chooses to enter drift events, where the wacky new Drift Brake feature will also come in handy. The HPP converts the regular ‘Stang’s button-operated electric parking brake into a conventional-looking handle, which does a decent imitation of a hydraulic rear brake to help initiate drifts, but requiring the driver to time brake and throttle application appropriately.

On the obligatory closed course where I sampled it, the drift brake allowed me to execute hilarious 180-degree spins worthy of a 1970s police procedural. I couldn’t quite nail the timing, but better drivers than me were able to seamlessly release the handbrake and replace it with judicious throttle to create lurid, controlled slides. Vaughn Gittin, Jr. would be proud – he helped engineer the feature, after all.

And even on public roads in less aggressive driving situations, the EcoBoost is a worthy sports coupe. Ride quality is good, whether you go for the fixed-rate dampers or the adaptive MagneRide system that can be added to the HPP. Unfortunately, I found the optional active exhaust to be quite annoying on freeway slogs, throbbing and droning under part-throttle; I wasn’t able to drive a standard exhaust to compare the two. And predictably, the convertible model I took for a spin had some additional wind noise that the hardtop is missing. An acceptable sacrifice to Sol, Tonatiuh, Ra, and Apollo for those who worship the sun.

Herd Mentality:

CyberStang

As the cheapest model in the lineup with a starting price of $32,515, the Mustang EcoBoost will likely have a higher proportion of younger and conquest buyers. Even so, every 2024 pony car will come standard with an extensively reconfigurable 12.3-inch digital instrument cluster and similarly sized center infotainment stack. Opt for the EcoBoost Premium and the touchscreen grows to 13.2 inches and connects with the gauge display in one beveled monolith. Thanks to the Unreal gaming engine, touch response is instantaneous, and the fun graphics that appear when swapping drive modes are brilliantly and smoothly rendered.

Also standard across the Mustang lineup is Ford Co-Pilot360, with blind spot monitoring, automatic emergency braking, and lane centering tech. Drop $1,295 for Co-Pilot Assist and you’ll also get adaptive cruise control with traffic jam functionality and connected navigation, as well as evasive steering assistance. And in less practical matters, the available B&O Play audio system helps protect a tradition of bumping bass that dates back to the old Mach 460 audio in the old SN95 ‘Stang.

Dressing For Dressage

Although still clearly identifiable as a Mustang, the 2024 model has been nipped and tucked relative to its predecessor for a sharper, more modern appearance. Tri-bar LED headlights echo the taillight motif that’s been a Mustang staple since 1964, and the leading edge of the hood is lower and crisper, dovetailing into a subtle set of bodyside creases that underscore the ‘Stang’s rear-drive layout. The front bumper of the EcoBoost is handsome and unadorned – perfect for autocrossers who wanna stay under the radar – though familiarity will breed contempt as the fascia starts clogging Southern California beach cities once it hits Hertz.

Around back, the new Mustang has shorter taillights that reside underneath a cliff of a rear lip spoiler. The negative space on the pony car’s rear fascia is inspired by the sculpted rump of the 1967 fastback, and the lip casts big shadows that make the Mustang look lower and wider. There’s some Transformers-era Camaro in the sculpted rear fenders, but otherwise, the new Ford sports car looks like a modern branch of its family tree – from the outside at least.

Inside, the 2024 Mustang has a totally new design that shares little with any of its predecessors. Gone is the retro twin-cowl design that’s been a Mustang staple since 1994 (and from 1964 to 1973 before that), replaced by the new car’s tech-forward, beveled interior. A carryover center console design is the 2024 model’s only link to its predecessor. But while I bemoan the loss of tradition, I can’t deny that Ford designers have done an excellent job dressing up the new interior with some nice materials.

The door panels are soft, as is the dashboard knee pad. Meanwhile, hard plastic molded in a woven pattern appears around the door handles and across the dash, doing a great imitation of unfinished carbon fiber – a detail I loved. As far as comfort is concerned, the standard seats are okay for daily driving, though the seating position is too high. The optional Recaro buckets are a must for any enthusiast, providing both a lower hip point and incredible lateral support. The backseat is pretty inhospitable, but that’s par for the course in this class. More impressive is the coupe’s 13.3 cubic feet of cargo space and split-folding rear seats.

Prized Stallion

Unfortunately for pony car fans, pricing for the 2024 Mustang is up across the board. The base EcoBoost fastback is $1,350 more than its predecessor, and prices rise in a decidedly German way when you get to the options. The Premium model I drove demands $38,040, and my tester’s total damage was a staggering $48,185 as tested thanks to the $3,475 performance package; $1,750 magnetic dampers; $1,225 active exhaust; and a $3,000 option pack that includes Co-Pilot Assist, B&O audio, customizable ambient lighting, and driver seat memory.

By showing some self-control at the options buffet, it’s possible to build a sporty Mustang EcoBoost fastback with HPP and nothing else for $35,990. Go all in with a convertible top and every option, however, and a $60k four-cylinder isn’t out of the question.

The Toyota GR86 and Subaru BRZ start at less than $30,000, rising to 35 grand or so fully equipped, but they have far less power and technological wizardry than the Mustang. Meanwhile, the not-long-for-this-world Chevrolet Camaro starts at about 30 grand and can’t match the Mustang’s interior features, but its Alpha-platform handing verve isn’t to be trifled with. Then again, 40 large will also get you a couple seductive two-seaters, the Toyota Supra 2.0 and Nissan Z.

Those alternatives each have their pros and cons, but in spite of some robust competition, only one sporty coupe dominates the sales charts – the original pony car. And after a full day hooning it on road and track, it’s not hard to understand why. The 2024 Ford Mustang EcoBoost is a genuinely enjoyable sporty coupe that offers loads of tech, a personable powertrain, and some neo-SVO personality – as long as you don’t need a manual gearbox or retro cabin styling.

Ford Mustang EcoBoost Competitor Reviews:

FAQ:

Is The 2024 Ford Mustang EcoBoost A Four-Cylinder?

Yes, like its predecessor, the base-model Mustang comes with a turbocharged I4 under the hood.

How Much Power Does The 2024 Ford Mustang EcoBoost Have?

The Mustang EcoBoost makes 315 horsepower and 350 pound-feet of torque. That's up 5 hp over the model it replaces, with the same amount of torque. The new engine has a more efficient turbocharger and revised fuel injection for better power and fuel economy.

How Much Is The 2024 Ford Mustang EcoBoost?

Including a $1,595 destination charge, the new base-model Mustang costs $32,515 – up $1,350 compared to the 2023 model.