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Sports cars are having a moment—witness the revived Toyota Supra and the splashy mid-engine Corvette that both debuted last year—so it's perfect timing for Nissan to redesign its aging Z coupe. Perfect, also, because it's clearly become dated. Historically, Nissan's sports car has sported an alphanumeric name, such as the outgoing 370Z model and the original 240Z from 1969, but this generation will simply be called Z. The 2023 Z is powered by a 400-hp twin-turbocharged V-6 engine driving the rear wheels through a six-speed manual or a nine-speed automatic. We're impressed with the Z's playful handling and zippy acceleration and we were delighted to find that it's overall more refined than the car it replaces. Mercifully, the Z also receives a technology update with new touchscreen infotainment, a reconfigurable digital gauge display, and a host of new driver-assistance features. Whereas the last generation 370Z went up against more affordable sports cars such as the Mazda MX-5 Miata and the Toyota 86 in price and performance, this next-generation car moves slightly up-market to put the Supra in its crosshairs. What's New for 2023? Nissan's iconic Z-car is all-new for 2023. Previewed by the Z Proto concept car, the new Z draws design inspiration from past models but gives us a glimpse into the future with updated technology and a much-needed interior modernization. The new Z goes on sale in summer 2022 as a hardtop coupe but a convertible version could follow later. Pricing and Which One to Buy Z Sport $41,015 Z Performance $51,015 Z Proto Spec $54,015 Although its base price is higher than the outgoing 370Z's, the new Z still represents a bargain compared to key rivals such as the Supra and the Audi TT. To justify its higher price tag, the Z ups the ante with more luxury features and more desirable styling. We'd go with the mid-range Z Performance trim, which adds a sportier suspension tune, a limited-slip differential, upgraded brakes, 19-inch wheels with summer tires, and power-adjustable seats with faux-suede upholstery. Engine, Transmission, and Performance Like its beastly brother, the Nissan GT-R, the Z is powered by a twin-turbocharged V-6. But, instead of the fire-breathing 565-hp 3.8-liter that’s under the hood of the GT-R, the Z gets a 400-hp 3.0-liter mill from the Infiniti Q60 Red Sport 400 paired to either a six-speed manual or a nine-speed automatic. While all-wheel drive is available in the Infiniti, Nissan is sticking with rear-wheel drive exclusively for the Z. The turbo six gives the Z a lot of zip but our manual transmission test car hit 60 mph in 4.5 seconds, well behind the Supra. Cornering grip is plentiful so long as you're not driving too close to the Z's limit. Push it hard, though, and the suspension's tuning reveals itself to be not quite up to the task. Its compliance provides good comfort when commuting, but rival sports cars offer sharper reflexes. Fuel Economy and Real-World MPG According to the EPA, the most efficient Z is the one with the automatic transmission. It's rated for 19 mpg city and 28 mpg highway. Going with the manual drops those numbers to 18 mpg city and 24 mpg highway. When we have a chance, we'll test the Z on our 75-mph highway fuel economy test route and update this story with results. For more information about the Z's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo Although it's new for 2023, Nissan hasn't changed the layout of the Z's cabin. It remains a two-seat coupe with no vestigial rear seats à la Porsche 911. What has changed, though, is everything else. The new Z receives a modernized cabin with updated materials—a welcome improvement over the current 370Z's dated interior. Leather upholstery, power-adjustable seats, and dual-zone automatic climate control are all available. Cargo space remains a mystery, but we aren't expecting the Z to be a Costco-run champion; we fit three carry-on suitcases in the trunk of the old 370Z, which should be plenty for most sports-car buyers. #wikicar #nissanz #nissanzproto

Overview The 2023 Nissan Altima is a perfectly adequate family sedan with sharp looks, a spacious cabin, and available all-wheel drive. For power, the Altima has two different four-cylinder engines to choose from: a 182-hp base engine or a turbocharged variable-compression unit with 248 horsepower. However, that’s as far as the Altima pushes the envelope. No matter how you spec it, it comes with a continuously variable automatic transmission (CVT) and delivers a drive that’s more polite than perky. With an EPA-estimated 39 mpg for highway driving, though, the Altima is impressively fuel efficient for a non-hybrid vehicle. A roomy interior, comfortable seating, an optional 12.3-inch infotainment screen, and a solid offering of standard safety features make this sedan easy to live with—even if it lacks the soulfulness of the Honda Accord or the refinement of the Toyota Camry. What's New for 2023? Nissan updates the Altima’s appearance for 2023 with new wheels, a redesigned front fascia with new LED headlights and the automaker's new logo. There are two new paint options as well: Gray Sky Pearl and Garnett Pearl Metallic. Besides these minor visual tweaks, the top Platinum trim level has been renamed SL. The inside of the Altima gets a new 12.3-inch infotainment touchscreen that comes standard on SL and SR models, but is available for SV as optional equipment. Nissan has expanded the standard safety features within its Safety Shield 360 driver-assistance technology. New standard safety gear includes automatic emergency braking with pedestrian detection, rear automatic braking, lane departure warning, blind spot warning, rear cross traffic alert, and high-beam assist. Pricing and Which One to Buy S $26,385 SV $27,185 SR $28,585 SL $33,085 SR VC-Turbo. $36,085 Unlike the Accord and Hyundai Sonata, the Altima offers two features they don't: all-wheel drive and that unique VC-Turbo engine. While the benefits of the latter are hard to quantify, the $1400 all-wheel-drive system might attract sedan shoppers who live in the Snowbelt. Still, we'd choose the SR trim level and skip both options. Along with a sport-tuned suspension and 19-inch wheels that make this family sedan more fun to drive, the SR has a host of desirable features that include an eight-way power driver's seat, Apple CarPlay and Android Auto, an upgraded digital gauge cluster, a leather-wrapped steering wheel, and more. We'd also spring for the Premium package that adds heated mirrors, heated front seats, and a sunroof. Engine, Transmission, and Performance The Altima has a standard 188-hp 2.5-liter four-cylinder engine that pairs with a continuously variable automatic transmission (CVT). The optional turbocharged 2.0-liter four-cylinder makes up to 248 horsepower with premium fuel and also uses a CVT. While Nissan touts the innovative variable-compression technology, only the 2.5-liter engine can be had with all-wheel drive. The standard four-cylinder engine and all-wheel drive had predictable, albeit unremarkable, acceleration. The engine grew noisier the harder we pressed the gas pedal, but the four-cylinder Camry we tested was equally loud at times. The VC-Turbo engine makes the Altima significantly quicker. Despite the unconventional turbocharged engine and uncommon all-wheel drive, the Nissan is not as fun to drive as the Accord. The Altima SR receives a sport-tuned suspension and 19-inch wheels that make it more entertaining on twisty sections of road. However, these upgrades also reduce the ride quality found on regular Altima models. Surprisingly, the top-of-the-line SL (formerly known as Platinum) model we drove had more cornering grip than the 2019 BMW 330i xDrive we tested. The Nissan also had a comfortable ride that prevented any shudders over undulating pavement. Its steering system was precise by family-sedan standards and doesn't add effort to emulate steering feel. The Altima's brake pedal had linear feedback and prompt responses to our input. Fuel Economy and Real-World MPG The Altima doesn't offer a fuel-saving hybrid or eco-friendly plug-in-hybrid model as do many of its rivals, but its two gasoline engines have lofty fuel-economy ratings and even better real-world results. When equipped with front-wheel drive, the base 2.5-liter four-cylinder engine gets an EPA-estimated 28 mpg city and 39 highway. With all-wheel drive, those EPA estimates drop to 26 mpg city and 36 mpg on the highway. The turbocharged 2.0-liter gets an EPA estimated 25 mpg city and 34 mpg on the highway. On our 75-mph highway fuel-economy route—part of our extensive testing regimen—the all-wheel-drive Altima achieved an impressive 41 mpg; the VC-Turbo version recorded a notable 37 mpg. The most fuel-efficient (nonhybrid) Accord and Camry earned 38 mpg and 45 mpg, respectively. For more information about the Altima's fuel economy, visit the EPA's website.

Overview Although it wears the Equinox nameplate, the 2024 Chevrolet Equinox EV has little else in common with that compact SUV. The differences start with its powertrain, which swaps gasoline power for electrons. The Equinox EV's exterior styling blends futuristic touches with more traditional crossover design cues, and it looks pretty cool. The entry-level front-wheel-drive powertrain is 210 ponies strong and is said to provide around 250 miles of driving per charge. Unlike the smaller Bolt EUV, all-wheel drive is an option on the Equinox EV, and it gooses power to a perkier 290 horsepower. Uplevel models come with a larger battery pack that can extend the range to up to 300 miles, although opting for all-wheel drive reduces that estimate somewhat. What's New for 2024? The Equinox EV will be an all-new electric model when it joins the Chevrolet lineup in fall 2023 as a 2024 model. Pricing and Which One to Buy 1LT $30,000 (est) 2LT $34,000 (est) 3LT $37,000 (est) 2RS $40,000 (est) 3RS $44,000 (est) We expect the Equinox EV to start at around $30,000 for the base 1LT model, but upgrading to the front-wheel-drive 2LT seems like the way to go. It adds a larger battery pack and carries a 300-mile estimated driving range, not to mention several additional features that most buyers will find desirable. Such items include heated front seats, an eight-way power-adjustable driver’s seat, fancier 19-inch wheels, and roof rails. EV Motor, Power, and Performance Front-wheel-drive Equinox EVs come with a single electric motor that makes 210 horsepower, but opting for the optional all-wheel-drive system ups power to 290 ponies. We haven’t driven the Equinox EV yet, but we’d wager that the front-wheel-drive powertrain will be enough for most drivers, especially given the immediate power delivery that’s typical of electric motors and will likely give the SUV a perky demeanor around town. The smaller Bolt EUV, for instance, makes 10 horsepower less from its single onboard motor but still managed a respectable 6.8-second run to 60 mph at our test track. When we get a chance, we’ll test both front- and all-wheel-drive versions of the Equinox and update this story with the results. Range, Charging, and Battery Life Base-level Equinox EV models come with a smaller battery pack than the rest of the lineup and carry a range estimate of 250 miles per charge. All others get a larger battery which can provide up to 300 miles of range, although going with all-wheel drive drops the estimated range down to 280 on those trims. All models come with DC fast-charging capability, and Chevrolet says that can add 70 miles of range to the battery in as little as 10 minutes. Fuel Economy and Real-World MPGe The EPA hasn’t released fuel economy ratings for the Equinox EV yet, and we don’t expect to have that information from the government until closer to the SUV’s launch. Once we get a chance, we’ll take the Equinox EV on our 75-mph highway fuel economy route to test its efficiency and range. For more information about the Equinox EV’s fuel economy, visit the EPA's website. Interior, Comfort, and Cargo Although the Equinox EV’s cargo capacity isn’t quite as capacious at 57 cubic feet with the rear seat stowed, the rest of the interior feels about as roomy as the gasoline-powered model. Inside, buyers will find a digital dashboard similar to that of the recently revealed Silverado EV and styling themes that mirror the Bolt EV hatchback and Bolt EUV crossover. Base models are fairly basic and lack even power-adjustable front seats, but moving up to the 2LT, 3LT, and RS trims unlocks plenty of features including heated seats, power seats, a sunroof, dual-zone climate control, and more. Opt for the 2RS and 3RS models and you can order the saucy Adrenaline Red interior theme. #wikicar #chevroletequinox #chevroletequinoxev

Overview The 2023 Toyota 4Runner isn’t like most of the other mid-size crossovers and SUVs that line the streets and fill suburban driveways. That’s because the 4Runner is more old-school truck than new-age car: it has a pickup-truck frame and boasts legitimate off-road chops. In its most capable forms, it has extra underbody armor, an electronic locking rear axle, upgraded suspension components, and knobby tires. Along with rear- or four-wheel drive, every model has a 270-hp V-6 and an automatic transmission. Unfortunately, that powertrain is a relic compared to those powering body-on-frame rivals such as the Ford Bronco and Jeep Wrangler. The Toyota’s 4.0-liter engine might be reliable, but it also reliably consumes fuel at an alarming rate. The truck’s interior has plenty of passenger and cargo space, but its cabin materials are drab. On regular roads, this truck-based SUV drives like, well, a truck: its handling feels loose, and its ride is uncouth. The 4Runner can go places many of its classmates can’t, but outside of those limited-use cases it’s undeniably antiquated. What's New for 2023? The 2023 model years marks the 40th anniversary of the 4Runner nameplate. To celebrate, Toyota introduces a special edition based on the entry-level SR5 model that’s limited to a production run of 4040 examples. The ’23 4Runner 40th Anniversary Special Edition comes in red, white, or black paint with tri-colored graphics on the body sides and grille. A set of bronze 17-inch wheels is also part of the package. Inside, the bronze color is repeated in the stitching on the leatherette seats and shift knob. There are also callouts to the 4Runner’s 40th birthday on the floormats, front headrests, and a couple interior badges. Also new for 2023 is standard blind-spot monitoring and rear cross-traffic alert on every model. Pricing and Which One to Buy SR5 $39,000 (est) SR5 $39,640 Trail Special Edition $41,000 (est) SR5 Premium $42,450 TRD Sport $42,500 TRD Sport $43,000 (est) TRD Off-Road $43,000 (est) TRD Off Road $43,485 TRD Off Road Premium $46,565 40th Anniversary Special Edition $46,955 Limited $48,000 (est) Limited $48,375 TRD Pro $54,605 TRD Pro $55,000 (est) We recommend the TRD Off-Road model. It's not as capable off-road as the lifted TRD Pro, but its significantly lower price tag makes it a better value. Along with standard four-wheel drive and some TRD-specific exterior and interior bits, the TRD Off-Road gets equipment that helps justify its name. This includes an electronically locking rear differential for maximum traction in slippery or muddy conditions. It also has selectable drive modes (called Multi Terrain Select and Crawl Control) that can alter the SUV's powertrain behavior to accommodate various driving scenarios. We'd select the optional Kinetic Dynamic Suspension, which allows improved wheel articulation during off-road action. We'd also opt for the sliding rear cargo deck, which makes moving heavy cargo easier and even provides tailgate seating. Engine, Transmission, and Performance Every 4Runner is motivated by a 270-hp 4.0-liter V-6 paired with a five-speed automatic transmission. Available with rear-wheel drive and either full- or part-time four-wheel-drive systems, the outdated powertrain provides unremarkable acceleration, with the last version we tested taking 7.7 seconds to hit 60 mph. The automatic's lethargic responses certainly don't optimize the engine's uneven behavior, and downshifts often require heavy right-foot inputs to spur the 4Runner ahead. Still, the Toyota manages to feel more composed on pavement than the more unwieldy Wrangler. Our time behind the wheel of the off-road-oriented model showed off the SUV's notable ground clearance, and its body-on-frame construction was supported by a soft suspension that absorbed a variety of terrain reasonably well. The 4Runner's steering is lightly weighted and imprecise, and while those traits betray any sense of sportiness, they're fine for crawling along trails and around parking lots. Aged though the Toyota feels in action, its performance is right in the mix with its more modern competitors, including the V-6 Dodge Durango. And the Toyota's rugged frame and torque-rich engine give it a leg up in towing; its 5000-pound capacity beats the Ford Edge and Wrangler, while falling short of the more powerful Durango's 8700-pound limit. #wikicar #toyota4runner #2023toyota

Overview We never thought we'd see the day when a Ferrari SUV became a reality, but in the wake of many successful high-dollar, high-performance sport-utes the company has finally caved to unrelenting marketplace pressure and produced 2023 Purosangue. An SUV with Ferrari's prancing horse badge on the grille won't ruin the brand, though. After all, successful iterations of the concept have served sports-car brands such as Porsche and Lamborghini quite well. It’s not only ultra-performance utes like the Cayenne Turbo or the Urus that the Purosangue will have in its crosshairs but also ultra-luxury models such as the Bentley Bentayga and the Rolls-Royce Cullinan. A thundering V-12 engine will be the only powertrain offered—why would it need anything else? The engineers have also buttressed the ‘Sangue’s ride-and-handling with a trick active suspension system to help it drive as a Ferrari should. Expect to need a hedge-fund manager's salary to afford it, of course; prices could start as high as $400,000. What's New for 2023? When the Purosangue finally hits the market—likely in 2023—it will be a new model for the Ferrari lineup as well as the Italian supercar maker's first SUV. Pricing and Which One to Buy Purosangue $400,000 (est) A host of luxury and performance features come standard on the Purosangue, but Ferrari does have some options that buyers may want to consider. Massaging front seats might be a nice thing to have after a long day of cruising down the Monte Carlo coast, and sunseekers may be tempted by the available electrochromic glass roof. Either way, we’d suggest making liberal use of Ferrari’s personalization options to create a Purosangue that’s puro you. Engine, Transmission, and Performance To purists scoffing at an SUV wearing the famed prancing horse badge, we’ll point to the naturally-aspirated 6.5-liter V-12 engine lurking under the Purosangue’s hood. Nothing says Ferrari more than a screaming 715-hp twelve-cylinder, and it even wears the brand’s signature red-painted valve colors. The engine makes a hearty 528 pound-feet of torque, and Ferrari claims it should power the Purosangue to 62 mph in just 3.3 seconds and on to a top speed of 193 mph. When we get a chance to drive the Purosangue, we’ll update this story with test results, but it should be one of the quickest and fastest SUVs we’ve ever tested. We’re also looking forward to seeing how the Purosangue handles, as its standard adaptive suspension sounds promising. The system uses an electric motor at each corner of the SUV to apply force to the dampers during cornering maneuvers to control body roll. As such, the Purosangue has no need for traditional anti-roll bars, and it can also hunker down during hard driving by reducing its ride height by 0.4 inches. Fuel Economy and Real-World MPG Kiss your gas money goodbye: The V-12–powered Purosangue will almost certainly be Ferrari’s least fuel-efficient offering. The EPA hasn’t released fuel economy estimates yet, but for context, both the Urus and the 12-cylinder Bentayga earn ratings of 12 mpg city, 17 mpg highway, and 14 mpg combined. We expect something similar out of the Purosangue. For more information about the Purosangue’s fuel economy, visit the EPA's website. Interior, Comfort, and Cargo As the only current Ferrari to offer legitimate room for four riders, the Purosangue is outfitted with a set of slick rear-hinged coach-style (also called “suicide”) rear doors that are said to make it easier to access the back seat while preserving a two-door appearance. The front and rear seats are individual buckets, meaning there’s no bench in the back for an occasional fifth passenger, and both rows have a center console and a center console. Of course, the interior is swathed in Ferrari-quality materials. To say that the cockpit is driver-oriented would be an understatement as most of the car’s controls are operated through the steering wheel; a big surprise in this era of tablet-style center-stack screens is that there is no center-mounted infotainment touchscreen. A glass roof is optional but if you don’t care about seeing the sun while driving, sticking with the standard carbon-fiber roof panel will save some weight. #wikicar #ferraripurosangue #ferrari2023

Overview As the most affordable Jeep, the 2022 Renegade is an entry point for the lifestyle brand and a rugged alternative to most subcompact SUVs. While not all Renegades are created equal when the blacktop ends, the Trailhawk model is the least likely to need a tow and the most deserving of its seven-slot grille. If slingin' mud and scramblin' over rocks isn't routine, even trims that aren't trail rated have one of the roomiest interiors in the segment, a relaxing ride, and a roster of standard driver assists. Too bad all Renegades are plagued by two unsatisfying powertrains. Likewise, the higher the price goes, the worse the consistently mediocre cabin materials look. Although it's elevated by the brand's reputation and neat features—like the available removable sunroof—the 2022 Jeep Renegade is best suited for folks who prioritize those traits most. What's New for 2022? For 2022, the Renegade family says so long to the previously standard 2.5-liter four-cylinder, leaving the torquier turbo-four as the lone engine. Jeep also streamlines the lineup with fewer trim levels, but new is the (RED) Edition and an Altitude package that includes gloss-black exterior elements and distinct interior accents. Instead of a standard 7.0-inch touchscreen, the entry-level Renegade Sport and Latitude now come with the larger 8.4-inch touchscreen infotainment system that includes built-in navigation. The top-tier Limited also receives a revised grille and 18-inch wheels, among other things. Pricing and Which One to Buy Sport $26,290 Latitude $30,740 Altitude $31,735 (RED) Edition $32,135 Trailhawk $32,540 Limited $32,740 Those who intend to use their Renegade to tackle rugged terrain will want the top-of-the-line Trailhawk. However, that model starts at just over $30,000 and, apart from its enhanced off-road equipment, it doesn't feel nearly as premium as other similarly priced subcompact crossovers. Instead, we'd choose the Latitude model. It comes with a host of desirable standard features that include 17-inch wheels, dual-zone climate control, and upgraded interior materials. Those who want all-wheel drive can add it for $1500. We'd also upgrade our Renegade with the Sun and Sound package (Kenwood audio system, panoramic sunroof) as well as the Convenience package (heated front seats, power-adjustable driver's seat, 115-volt power outlet). Engine, Transmission, and Performance The standard turbocharged 1.3-liter four-cylinder is neither refined or particularly quick. The engine's redeeming trait is the useful torque it develops low in the rev range to help the Renegade accelerate away from stops. It pairs with a nine-speed automatic transmission and either front- or all-wheel drive. While all-wheel-drive models can tow up to 2000 pounds, Jeep doesn't recommend towing with front-drive versions. The Renegade is not intended to hustle hard, but it holds its own better than one might think. While it can feel stiffly sprung in its most off-road-oriented Trailhawk model, the ride in other versions is generally composed and comfortable. Steering is quick to respond to driver inputs, and there's less body roll around corners than you might expect from a vehicle shaped like a Christmas ornament. If an engaging driving experience is an important factor, the turbocharged Kia Soul and Mazda CX-30 both offer better performance and much more fun. Fuel Economy and Real-World MPG The 2022 Renegade is rated up to 24 mpg in the city and 32 mpg on the highway. Those ratings are for the front-drive model; all-wheel drive drops those figures to as low as 22 and 27 mpg, respectively. With an all-wheel-drive model, we saw 29 mpg on our 75-mph fuel-economy route, which is part of our extensive testing regimen. Still, that falls short of parsimonious competitors such as the Soul and Nissan Kicks that both earned 37 mpg. For more information about the Renegade's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo As with the exterior design, the Renegade's interior is made to appeal to the part of our brains that once created full-length dialogues between two dinosaur-shaped erasers. It's filled with odd shapes, toyish trimmings, and small design surprises—such as maps imprinted into cupholders and the phrase "Since 1941" stamped into the dash plastic. Consider us amused. Too bad its chunky roof pillars make for significant blind spots, by far the most egregious in this class of vehicles. The Renegade's seats have clearly been doing their yoga stretching exercises, as they have no problem folding flat to create a level load floor. But even then, the space is average at best. Limited storage pockets and the lack of a full-length door cubby up front make storage opportunities scarce compared with other vehicles in the segment. #wikicar #jeeprenegade #renegade2022 #renegade

Overview Mercedes-Benz's entry-level sports sedan has been thoroughly redesigned for the 2022 model year but the C-class sticks with its winning formula of luxury and prestige at an affordable price. The modernization gives the C-class what it needs to better battle rivals such as the Audi A4, BMW 3-series, and Genesis G70. The cabin is where we see the most modernization, as the C-class inherits styling elements and technology from the S-class sedan. Like the outgoing C-class, the 2022 model is built on a rear-drive platform, is powered by a turbocharged four-cylinder engine, and offers all-wheel drive as an option. Handling is confident and the C-class can easily be hustled through twisty bits of road, but we've found the ride to be unforgiving over rough patches of pavement and the steering less communicative than the car's sports-sedan mission requires. Besides its dynamic shortcomings, the C-class continues the tradition of mimicking the style and substance of the flagship S-class sedan in a smaller, more affordable package. What's New for 2022? In short: Everything. Even though the new C-class's styling isn't a huge departure from the 2021 model, the 2022 model year marks the start of a new generation with more luxury and a greater number of high-tech features. Pricing and Which One to Buy Premium $44,600 Exclusive $46,850 Pinnacle $48,550 Rather than serve up options a la carte, as it did on the previous generation car, Mercedes-Benz offers three distinct trim levels on the 2022 C-class: Premium, Exclusive, and Pinnacle. We think the mid-range Exclusive trim should satisfy the broadest swath of buyers, as it includes niceties such as a 360-degree exterior camera system, a self-parking feature, wireless smartphone charging, and a Burmester premium stereo system. Although we expect Mercedes will continue to offer the C-class in coupe and convertible body styles, only the sedan will be available at launch. All models come standard with a large infotainment display, a digital gauge display, heated front seats, automated high-beam headlamps, wireless Apple CarPlay and Android Auto, a sunroof, and much more. Mercedes-Benz's 4Matic all-wheel drive system is optional, but we'll leave that up to you to decide if you need it. Engine, Transmission, and Performance All 2022 C-class models are powered by the same 255-hp turbocharged 2.0-liter four-cylinder and wear the name C300 on their shapely trunklid. The turbo four is enhanced by a 48-volt hybrid system that can temporarily provide up to 20 extra horsepower. All-wheel drive remains an option with rear-wheel drive being the standard setup; a nine-speed automatic is the only gearbox offered. In our testing, the all-wheel drive C300 4Matic hit 60 mph in 5.3 seconds, beating the previous generation C-class by 0.1 second. Handling is spry, as expected from a compact sports sedan, but we were disappointed with the lack of steering feel and the flinty ride quality. Braking performance was good and the C300 stopped from 70 mph in just 154 feet, but we'd appreciate a firmer pedal feel. Fuel Economy and Real-World MPG The EPA estimates that rear-wheel drive examples of the C-class should deliver up to 25 mpg city and 35 mpg highway; adding all-wheel drive drops those figures by 2 mpg each to 23 mpg city and 33 mpg highway. In our 75-mph highway fuel economy test, the all-wheel drive C300 4Matic beat its highway rating with a 35 mpg result. For more information about the C-class's fuel economy, visit the EPA's website. #wikicar #mercedesbenz #classc

Overview The Toyota Sequoia has always been a full-size, three-row SUV based on the platform of the Tundra pickup truck. That doesn’t change with the new generation arriving for the 2023 model year. The rest does: the new model is far more modern than the outdated second-generation Sequoia it replaces, which has been around for more than a decade. The new Sequoia comes standard with the Tundra’s iForce MAX hybrid powertrain, which combines a 3.4-liter V-6 engine with an electric motor for a total of 437 horsepower. Inside, it offers a large touchscreen with the latest software, along with a spacious cabin with seating for up to eight passengers. This should make the Sequoia more competitive with rivals such as the Chevy Tahoe and Ford Expedition. What's New for 2023? The Sequoia has been redesigned for 2023 and rides on the same underpinnings as the new Tundra, Land Cruiser, and the Lexus LX600. It’s available only as a hybrid and features a new look inside and out. Pricing and Which One to Buy R5 $53,000 (est) TRD Sport $55,000 (est) Limited $62,000 (est) TRD Pro $67,000 (est) Platinum $69,000 (est) While Toyota has not yet released pricing, we think the Limited will likely be the best value in the lineup. It comes with a larger touchscreen, a power liftgate, heated-and-cooled front seats, and a power-folding third row. Engine, Transmission, and Performance The Sequoia comes standard with the iForce MAX hybrid powertrain that’s optional in the Tundra pickup. This powertrain is comprised of a twin-turbo 3.4-liter V-6 engine and an electric motor that produce a total of 437 hp and 583 pound-feet of torque. The Tundra’s 10-speed automatic transmission carries over to the Sequoia SUV as well. Rear-wheel drive is standard, with four-wheel drive optional on most versions—and standard on the off-road-oriented TRD Pro model. The TRD Pro also comes with off-road equipment such as upgraded shocks, a front skid plate, a locking rear differential, and different 18-inch wheels.

When Acura’s original Precision Concept debuted in 2016, it provided a visual roadmap for every future model. Staying true to that promise has resulted in today’s cohesive-looking lineup. Now, that established aesthetic is getting a glow-up in the form of the Acura’s Precision EV concept. Much of the styling seen here will debut shortly on an all-electric Acura SUV, slated to use GM's Ultium battery platform, that is set to go into production as a 2024 model. The overall design goal of the Precision EV Concept is to demonstrate the flexibility of an EV future by reinterpreting current Acura styling cues rather than outright reinventing them. Nowhere is this more evident than the front fascia, where a dazzling light show plays across an illuminated version of the familiar pentagon-shaped grille. While the previous Precision concept was a sedan, the new one's SUV shape is also a nod to changing consumer tastes, though Acura insists future styling cues will easily translate to other bodystyles as well. In evolving this theme, Acura designers were said to be inspired by the chiseled contours of luxury powerboats. We particularly like the sweeping character line reminiscent of a V-shaped hull’s tumblehome. It looks best from a front-three-quarters angle as it arcs gracefully from the rear of the body up to the A-pillar, transitioning into a powerful crease along the hood. Less visually appealing is the unmoored chrome strip atop the glass, whose presence feels like an afterthought. Dipping below the prow reveals a set of light clusters at both ends of the vehicle. They project a chaotic menagerie of shapes whose pattern is also echoed in the spokes of the 23-inch wheels. Acura calls the theme “Particle Glitch,” which evokes images of circuitry gone awry. We find the name to be a whimsical yet odd choice for such a tech-focused concept. Seeing as how these lower detailing elements would be submerged under a powerboat’s waterline, perhaps it’s Acura’s subversively clever way of continuing the nautical theme. Inside the cockpit, Acura’s next-generation cabin tech is represented by a curved, transparent touchscreen atop the dash, accompanied by a smaller transparent display in front of the driver. A yoke-style steering wheel contains a cluster of knobs and dials along its hub. Since the future of electrification suggests both increased performance and the promise of autonomous driving, Acura created two distinct cockpit experiences which respectively cater to each end of this spectrum. “Instinctive Drive” brings out your inner F1 champion by enveloping the space in a cacophony of red lighting and racy engine sounds. In “Spiritual Lounge,” the steering wheel and pedals retract, both displays go fully transparent, and the seats recline. As passengers are whisked to their destination, soothing scents and sounds waft through the cabin while oceanic imagery projects dreamily onto the surfaces. What’s the opposite of a sensory deprivation tank again? In developing this split personality, principal designer Gypsy Modina talked about creating an environment that was capable of immersing all five senses, though we’re curious how taste factors into the equation. It could be the use of 100 percent biomass leather on the seats, which admittedly did look pretty appetizing. In addition to a study in extremes, the interior is also an exploration of sustainable materials which still convey a premium feel. Recycled aluminum and plastic are used liberally throughout the cockpit. While it's unlikely that many of the interior features will reach production anytime soon, the exterior design of the Precision EV Concept hints very strongly to a roadgoing model in the near future. #wikicar #acuraprecision

Overview Think of the all-electric 2023 Mercedes-Benz EQE sedan as a smaller, albeit similarly distinctive, version of the Mercedes EQS. Both models basically represent electrified alternatives to the brand's conventional E-class and S-class models. The EQE's slippery bodywork and spacious cabin share styling cues with the larger EQS, and it's available with equally impressive features, including a screen that extends across the full width of the instrument panel called the Hyperscreen. The EQE fills the space between Tesla's compact Model 3 and mid-size Model S. The electric Mercedes is expected to have a driving range of over 300 miles as well as fast-charging capabilities that allow it to charge its battery from 10 to 80 percent in about 30 minutes. The single-motor, rear-drive EQE350+ debuts first with 288 horsepower, but the 402-hp EQE500, with dual motors and all-wheel drive, will follow. What's New for 2023? The EQE is new to the Mercedes-Benz lineup and will slot in below the larger and more luxurious EQS. We expect it to arrive in U.S. showrooms sometime in late 2022. Pricing and Which One to Buy EQE350+ $70,000 (est) EQE500 $85,000 (est) Mercedes hasn't said how much the EQE will cost, but we expect its starting price will be about $70,000 when it eventually goes on sale. EV Motor, Power, and Performance With a single electric motor mounted on its rear axle, the EQE350+ generates 288 horsepower and 391 pound-feet of torque. Mercedes says this setup will allow the sedan to accelerate from zero to 60 mph in 5.6 seconds on its way to an estimated top speed of 130 mph. An all-wheel-drive version EQE500 will be offered with a second electric motor powering the front wheels and producing 402 horses. Both configurations will be available with an air suspension and a rear-wheel-steering system for what should be a very smooth ride and improved maneuverability in tight spaces. We experienced the quietness and swiftness of the EQE350+ during our first drive. A set of 19-inch wheels are standard, but we expect larger rims to be offered, likely with the optional AMG Line appearance package. Range, Charging, and Battery Life The EQE350 features a 90.6-kWh battery pack that's expected to provide a driving range of more than 300 miles. Mercedes says the battery can be charged from 10 to 100 percent in 9.5 hours using a 240-volt Level 2 charger. Plugging the EQE350 into a DC fast-charger is said to charge its battery from 10 to 80 percent in 31 minutes, according to Mercedes. Interior, Comfort, and Cargo Inside, the EQE combines an elegant design with rich materials as well as generous passenger space and cubby storage. The environment looks exponentially more futuristic when fitted with the optional Hyperscreen, which turns the dashboard into a giant glass panel with multiple digital displays. A floating center console separates the front seats, which come standard with heated and ventilated cushions. These thrones can also be upgraded with massage functions. Every EQE has a panoramic sunroof and customizable ambient interior lighting that traces the dash and doors, creating a distinct aesthetic when lit. Unfortunately, while we love the interior's lovely aesthetic, we wish the sedan's outward visibility was better. Its cabin can be further decked out with options such as a head-up display, four-zone climate control, and front doors that can be opened and closed automatically. The EQE's skateboard-like electric platform is a boon to packaging, providing comfortable passenger accommodations and competitive cargo capacity.

Overview Brand loyalty is big when it comes to full-size trucks, and the 2022 Chevy Silverado gives loyalists things to get excited about. The Ford F-150 was recently redesigned and offers the segment's only hybrid model, and the Ram 1500 has the best ride quality and the nicest interior in the class, but the '22 Silverado hits back with a snazzy cabin and a new self-driving feature that's compatible with a trailer. The Chevy's stable of engine options is as strong as ever, from the stout turbo four to the torquey six-cylinder diesel to the mighty 6.2-liter V-8. When it comes to working, it can tow up to 13,300 pounds and is available with various high-tech trailering assists. The 2022 Silverado has a stiff ride and some other refinement issues, but it handles well for a truck and is working to keep pace with its half-ton rivals. What's New for 2022? For 2022, Chevy makes some significant changes to the Silverado. All trims now have restyled front ends, but only the LT and up have a new interior design. Along with better cabin materials and a more modern layout, these models enjoy a 12.3-inch digital gauge cluster and a huge 13.4-inch touchscreen infotainment system. Every Silverado now comes standard with most active safety features, and the top-of-the-line High Country model can be optioned with Super Cruise, GM's hands-free-driving tech. While it's not as extreme as the Ford F-150 Raptor or the Ram 1500 TRX, the Silverado lineup also adds a beefy ZR2 off-road model (reviewed separately). Pricing and Which One to Buy Work Truck $34,845 Custom $41,845 LT $45,945 Trail Boss $49,745 RST $50,145 LTZ $56,395 High Country $61,495 While the base-level Work Truck and Custom trims are well-suited for tradespeople and folks on a budget, the LT model is where the fancier interior comes into play, and we think it's the one to get. We'd also configure our Silverado with the crew cab and standard-length bed for max cargo and passenger space. We'd choose the 5.3-liter V-8 over the optional diesel engine because it's cheaper and quicker. Unlike the standard turbo-four, the V-8 also lets us select the Z71 Off-Road package with a host of upgraded hardware that makes playing in the dirt and mud easier and more fun. Chevy is also simultaneously selling pre-facelifted 2022 Silverados that can be identified as "LTD" models and cost less than their updated counterparts. Engine, Transmission, and Performance A range of engines—including a turbocharged four-cylinder, two V-8s, and a Duramax diesel 3.0-liter inline-six—means there's a Silverado 1500 for any job. Of the two eight-cylinder engines, the 420-hp 6.2-liter is the quickest, propelling the Silverado High Country we tested to 60 mph in just 5.4 seconds. For comparison, the smaller 355-hp 5.3-liter needed 6.1 seconds. The turbocharged 2.7-liter four-cylinder now boasts 420 pound-feet of torque, which should help during towing duties. The diesel-powered Silverado we tested had the slowest acceleration of the bunch, but we were impressed by the engine's smooth and quiet operation. Every version of the Silverado we've driven felt smaller than its size suggests. The truck's handling is surprisingly agile, and the brake pedal provides firm and reassuring feedback. Those looking for a more rugged half-ton Silverado will appreciate the Trail Boss model. It features a 2.0-inch lift, gnarly tires, and other upgrades that make taking the path less traveled easier and more entertaining. The new ZR2 is the most serious off-roader, and we review it separately. Towing and Payload Capacity With a max towing capacity of 13,300 pounds, the half-ton Silverado is a seriously capable hauler. It beats the Ram 1500's max-tow rating by 550 pounds but trails the F-150's by 700. Chevy's top tow rating is accessible with both the diesel engine and the 6.2-liter V-8, but the 5.3-liter version can still handle as much as 11,500 pounds. Models with the turbocharged four-cylinder can tow up to 9500 pounds. The Chevy pickup's powertrains matter less when it comes to payload, which ranges from 1870 to 2280 pounds. #wikicar #chevroletsilverado #silverado1500

Overview The Camry is a mainstay of the midsize sedan segment, which has been losing both entries and sales in recent years as the world has embraced SUVs. Nevertheless, while the market has changed the Camry has continued to top the sales charts as the number-one selling passenger cars, a spot it’s held for the past twenty years. It has a well-earned reputation reliability, and it offers a hybridized version that returns exceptional fuel economy. The current generation of the Camry borders on stylish, especially when optioned with the Nightshade package—which adds bronze wheels for 2023—or the sporty-looking TRD trim. And while many of the Camry’s rivals, such as the Honda Accord and the Hyundai Sonata, have moved to four-cylinder lineups, Toyota’s midsize sedan can still be had with an optional 301-hp V-6. While it’s far from an exciting car to drive, its safety features, economical engines, and spacious interior make it a competent and easy-to-live with daily driver. What's New for 2023? For 2023, the SE trim’s optional Nightshade package adds black headlight and taillight trim to match the black front grille, rear spoiler, mirror caps, and badges. The Nightshade also gains matte bronze 19-inch wheels that, surprisingly, don’t look out of place on it. You can add the package to Midnight Black, White, or Reservoir Blue—a new color. The rest of the Camry lineup gets more driver-assistance technology, including automatic high beams and a forward-facing camera that can read certain road signs and show them on the digital display. Pricing and Which One to Buy LE $27,040 SE $28,580 LE Hybrid $29,175 SE Nightshade $29,580 SE Hybrid $30,710 Hybrid SE Nightshade $31,710 XLE $31,790 XSE $32,340 XLE Hybrid $34,065 TRD $34,105 XSE Hybrid $34,615 XLE V6 $36,915 XSE V6 $37,465 We'd select the XLE Hybrid, because we think it is the trim that best reflects what the Camry is best at: being an easy-going family sedan with almost-Lexus accommodations. Driven gently, it delivers excellent fuel economy. It rides well, steers accurately, and its standard leather interior is handsome, roomy, and well-equipped. Engine, Transmission, and Performance The standard four-cylinder engine pairs with a silky eight-speed automatic, but its acceleration numbers are disappointing. A less powerful version of that engine works with a battery and two electric motors to power the Camry hybrid, which is no more exciting to drive than the base powertrain. The real gem of this lineup is the velvety 301-hp V-6 that's available on the XLE and XSE models as well as the TRD variant. We're also happy to say that we no longer hate driving the Camry. It has a controlled ride and surprisingly responsive handling. The steering is pleasantly weighted and feels substantial when cornering and light when maneuvering in parking lots. We found the Camry's brake pedal responsive and not too soft, even in the hybrid, in which it must meld friction with regenerative braking (where the energy from braking is used to recharge the hybrid's battery pack). Fuel Economy and Real-World MPG The whole Camry lineup performed extremely well in the EPA's tests, and a four-cylinder model did brilliantly in our real-world highway testing. The most efficient nonhybrid Camry models are the LE and SE with the four-cylinder engine, which earned EPA estimates of 28 mpg city and 39 mpg highway; the base LE hybrid earned ratings of 51 mpg city and 53 mpg highway. The hybrid's upper trims sacrifice some efficiency at the altar of luxury, however, and models powered by the V-6 earned ratings of 22 mpg city and up to 33 mpg highway. A four-cylinder Camry SE returned 45 mpg in our highway test, beating its own EPA rating by 6 mpg—and making it the most economical nonhybrid car we've ever tested. It even beat the Camry XLE hybrid we tested by 1 mpg. For more information about the Camry's fuel economy, visit the EPA's website. #wikicar #toyotacamry #toyota2023

Overview Brand loyalty is big when it comes to full-size trucks, and the 2022 Chevy Silverado gives loyalists things to get excited about. The Ford F-150 was recently redesigned and offers the segment's only hybrid model, and the Ram 1500 has the best ride quality and the nicest interior in the class, but the '22 Silverado hits back with a snazzy cabin and a new self-driving feature that's compatible with a trailer. The Chevy's stable of engine options is as strong as ever, from the stout turbo four to the torquey six-cylinder diesel to the mighty 6.2-liter V-8. When it comes to working, it can tow up to 13,300 pounds and is available with various high-tech trailering assists. The 2022 Silverado has a stiff ride and some other refinement issues, but it handles well for a truck and is working to keep pace with its half-ton rivals. What's New for 2022? For 2022, Chevy makes some significant changes to the Silverado. All trims now have restyled front ends, but only the LT and up have a new interior design. Along with better cabin materials and a more modern layout, these models enjoy a 12.3-inch digital gauge cluster and a huge 13.4-inch touchscreen infotainment system. Every Silverado now comes standard with most active safety features, and the top-of-the-line High Country model can be optioned with Super Cruise, GM's hands-free-driving tech. While it's not as extreme as the Ford F-150 Raptor or the Ram 1500 TRX, the Silverado lineup also adds a beefy ZR2 off-road model (reviewed separately). Pricing and Which One to Buy Work Truck $34,845 Custom $41,845 LT $45,945 Trail Boss $49,745 RST $50,145 LTZ $56,395 High Country. $61,495 While the base-level Work Truck and Custom trims are well-suited for tradespeople and folks on a budget, the LT model is where the fancier interior comes into play, and we think it's the one to get. We'd also configure our Silverado with the crew cab and standard-length bed for max cargo and passenger space. We'd choose the 5.3-liter V-8 over the optional diesel engine because it's cheaper and quicker. Unlike the standard turbo-four, the V-8 also lets us select the Z71 Off-Road package with a host of upgraded hardware that makes playing in the dirt and mud easier and more fun. Chevy is also simultaneously selling pre-facelifted 2022 Silverados that can be identified as "LTD" models and cost less than their updated counterparts. Engine, Transmission, and Performance A range of engines—including a turbocharged four-cylinder, two V-8s, and a Duramax diesel 3.0-liter inline-six—means there's a Silverado 1500 for any job. Of the two eight-cylinder engines, the 420-hp 6.2-liter is the quickest, propelling the Silverado High Country we tested to 60 mph in just 5.4 seconds. For comparison, the smaller 355-hp 5.3-liter needed 6.1 seconds. The turbocharged 2.7-liter four-cylinder now boasts 420 pound-feet of torque, which should help during towing duties. The diesel-powered Silverado we tested had the slowest acceleration of the bunch, but we were impressed by the engine's smooth and quiet operation. Every version of the Silverado we've driven felt smaller than its size suggests. The truck's handling is surprisingly agile, and the brake pedal provides firm and reassuring feedback. Those looking for a more rugged half-ton Silverado will appreciate the Trail Boss model. It features a 2.0-inch lift, gnarly tires, and other upgrades that make taking the path less traveled easier and more entertaining. The new ZR2 is the most serious off-roader, and we review it separately. Towing and Payload Capacity With a max towing capacity of 13,300 pounds, the half-ton Silverado is a seriously capable hauler. It beats the Ram 1500's max-tow rating by 550 pounds but trails the F-150's by 700. Chevy's top tow rating is accessible with both the diesel engine and the 6.2-liter V-8, but the 5.3-liter version can still handle as much as 11,500 pounds. Models with the turbocharged four-cylinder can tow up to 9500 pounds. The Chevy pickup's powertrains matter less when it comes to payload, which ranges from 1870 to 2280 pounds. #wikicar #chevroletsilverado #chevrolet2022

Overview The 2022 Chevy Tahoe is about as versatile as large SUVs come, with minivan-like passenger accommodations and pickup-rivaling towing capabilities, which earned it an Editors' Choice award. Chevy's second largest three-row ute—the separately reviewed Suburban is the first­—offers three engine options: a standard 355-hp V-8, a stouter 420-hp V-8, and a diesel six-cylinder with a stump-pulling 460 pound-feet of torque. The Tahoe's diverse trim levels include the rugged Z71 for tackling rough terrain and the more glamorous High Country. Too bad the latter costs as much as premium alternatives, such as the Cadillac Escalade and Lincoln Navigator, but it's not nearly as luxurious. The Tahoe's polarizing mug might push some shoppers into the GMC Yukon, but the rest will respect its popular tech features and impressively quiet cabin. What's New for 2022? For 2022, Chevy makes some tweaks to the Tahoe lineup. The 420-hp 6.2-liter V-8 is now available on the RST, Z71, and Premier trim levels. The off-road-oriented Z71 adds an electronic limited-slip differential, too. Every Tahoe except for the base LS now features a customizable 12.3-inch digital gauge cluster. The infotainment system on the LT and up have also been enhanced with Google's voice assistant, maps, and app store. The Tahoe's previously short list of standard driver assists grows with the addition of automatic high-beams, front and rear parking sensors, lane-keeping assist, and more. The ability to access up to 13 different camera views is now available, with specific views for trailering. GM's Buckle to Drive feature is now standard and prevents shifting out of park unless the driver and front passenger (if there is one) are buckled. The Tahoe's paint palette now includes metallic colors such as Auburn, Dark Ash, and Evergreen Gray. Pricing and Which One to Buy LS $53,695 LT $59,195 RST $62,695 Z71 $64,695 Premier $67,445 High Country $74,295 We think the mid-level RST and Z71 models hold the best value, with the former being flashier and the latter being geared toward adventurous folk. We prefer the Z71's standard four-wheel drive, rugged appearance, and exclusive off-road equipment. We'd also upgrade from the standard 5.3-liter V-8 to the newly available 6.2-liter V-8, which brings an extra 65 horsepower and 77 pound-feet of torque. Our Z71 would also be equipped with the Z71 Signature package, which includes a whole host of desirable features. The highlights include blind-spot monitoring, a heated steering wheel and second-row seats, memory settings, a panoramic sunroof, a power-folding third row, and upgraded towing equipment. Engine, Transmission, and Performance The Tahoe has been powered by a V-8 for its entire life, and that continues for the latest generation. However, its standard 355-hp 5.3-liter and available 420-hp 6.2-liter blocks are joined by a diesel 3.0-liter six-cylinder engine. While it has the least horsepower of the three, its 460 pound-feet of torque matches that of the bigger V-8. Every Tahoe is equipped with a 10-speed automatic transmission and either rear- or all-wheel drive. We tested the off-road-oriented Z71 model with the standard V-8, which also has a two-speed transfer case that provides traditional four-wheel drive, 20-inch wheels wrapped with all-terrain tires, and underbody protection. Our example had adequate acceleration, a firm brake pedal, and an impressively quiet cabin at highway speeds. The Z71 package also brings air springs (that allow the Tahoe's ride height to be automatically and manually lowered or raised) and adaptive dampers, which are standard on the upper-echelon Premier and High Country. The latter and the RST model both ride on glitzy 22-inch rims for added curb appeal. Fuel Economy and Real-World MPG The most fuel-efficient Tahoe features the available diesel engine, with ratings of 21 mpg city and 28 highway. The standard 5.3-liter V-8 is estimated to be slightly thriftier in the city than the optional 6.2-liter V-8, but both are rated at 20 mpg on the highway. We tested a diesel-powered Tahoe on our 75-mph highway route, which is part of our extensive testing regimen, and observed 27 mpg. For more information about the Tahoe's fuel economy, visit the EPA's website. #wikicar #chevrolettahoe #chevrolet2022

Overview Honda's Acura luxury division has relaunched an iconic nameplate to shake up the entry-luxury compact segment with the all-new Integra, replacing the aging ILX sedan in the lineup. Some may wonder why a luxury automaker would choose to launch a sporty four-door sedan in the Age of the SUV, but we'd be quick to remind them that the Integra is a big part of what made the Acura brand. The new car shares its underpinnings with the all-new Honda Civic. It comes with the same turbocharged 1.5-liter four-cylinder engine that's in the Civic Si and is offered with a six-speed manual (an automatic is standard). We're hoping for an even perkier powertrain if Acura decides to revive the Type S model. And in the future, who knows? Maybe there will be an Acura Integra Type R that recalls the limited-edition screamer of the late Nineties. What's New for 2023? Acura's revived Integra will be an all new model for 2023 and is expected to go on sale in spring, 2022. Pricing and Which One to Buy Base $30,000 (est) A-Spec $35,000 (est) Type S $40,000 (est) Acura claims to be targeting a starting price around $30,000 for the base Integra. Until we’re sure that there’s a high-performance Type S in the works the A-Spec model is the one to buy as it adds sportier bodywork, 18-inch wheels, and unlocks the availability of the six-speed manual transmission—which is not available on the base model. If a racy Type S model is in fact in the cards, we expect it to cost significantly more than a standard Integra, but Acura has kept mum on that model so far. Engine, Transmission, and Performance The new Integra is powered by a 200-hp turbocharged 1.5-liter four-cylinder engine borrowed from the Honda Civic Si. All models are front-wheel drive and come standard with a continuously variable automatic transmission (CVT). A-Spec models can be had with an optional six-speed manual transmission and a limited-slip differential. An adaptive suspension system is available as well, and the A-Spec model adds an Individual drive mode to the Integra's drive-mode selector switch which allows drivers to save a customized setting. Fuel Economy and Real-World MPG The EPA hasn't released fuel economy estimates for the Integra yet, but we expect to see similar ratings as the Civic Si, which is rated for 27 mpg city and 37 mpg highway. Such ratings will allow the Integra to go up against its key rival, the Audi A3, which is rated for 29 mpg city and 38 mpg highway. For more information about the Integra's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The Integra's cabin looks right at home in the Acura lineup, pulling styling from the TLX sedan and RDX SUV. Heated sport seats wrapped in faux-leather upholstery are standard and feature eight-way power adjustments for the driver; A-Spec models with the optional Technology package add faux-suede inserts to the seats as well as 12-way power adjustments for the driver and four-way power adjustments for the front passenger. Acura hasn't released any info on the Integra's cargo space, but we expect to find out soon how the car stacks up against its rivals. #WikiCar #2023AcuraIntegra #AcuraIntegra

Overview If we gave out an award for Most Improved Sports Car, the Toyota GR86 would very possibly be the big winner. This eminently entertaining rear-wheel drive coupe’s second generation arrived in 2022 and addressed the big issue we had with the original model: a weak engine. The second time around, power comes from a 228-hp flat-four with plenty of mid-range power and, although a six-speed manual comes standard (and is the only way to go) a six-speed automatic is available. You won’t hear us telling you to opt for it. The GR86 is small and affordable like, say, a Mazda MX-5 Miata, only with a tiny Porsche 911-type rear seat that enables you to take small fry along. Its hatchback body also affords reasonable cargo space, which the Miata doesn’t offer, either. The GR86’s mechanical twin, the Subaru BRZ, offers a virtually identical experience, so choosing between them ultimately comes down to which badge you prefer. As a two-plus-two coupe built mainly for playtime, the GR86 does suffer from road noise, particularly on the highway, and the music produced by the boxer engine isn’t exactly worth buying tickets to hear live. Still, plenty of cornering grip, great balance, sharp steering, and a rev-happy engine make the GR86 fun drive no matter where you’re going. It’s everything an entry-level sports car should be. What's New for 2023? Toyota hasn’t changed our favorite affordable sports car for 2023. Instead, it’s added a GR86 Special Edition. The Special Edition mixes GR86 Premium equipment with exclusive Solar Shift orange paint, a blatty cat-back performance exhaust with black chrome tips, and matte-black 18-inch wheels. The GR86 Special Edition will be limited to just 860 units. Wonder how they arrived at that number? Pricing and Which One to Buy Base $28,925 Special Edition $32,200 (est) Premium $33,025 The marginal increase from the base price for the 2023 Toyota GR86 Premium is well worth it. Standard equipment on the Premium includes heated seats, stylish 18-inch wheels with summer performance tires, adaptive LED headlights, and a better eight-speaker audio system. The six-speed manual transmission is an obvious choice here too. Engine, Transmission, and Performance Like the first-generation model, the 2023 GR86 comes with a naturally aspirated horizontally opposed four-cylinder provided by Subaru. Acceleration was decently brisk in the previous generation at 6.2 seconds to 60 mph, but the last GR86 we tested achieved a 5.4-second to 60 mph and reached a quarter-of-a-mile in 14.0 seconds. That improvement is thanks to a more powerful 2.4-liter engine that makes 228 horsepower. A six-speed manual continues to serve as the GR86's standard transmission, while a six-speed automatic is optional. The six-speed automatic was slower to 60 mph than the manual by seven-tenths of a second. During our first test drive, we noted that the more powerful engine felt livelier and sounds better while the car's razor-sharp handling provided thrills both on the road and on the Monticello Motor Club race track. Despite the car's handling prowess, the suspension is forgiving enough to work as a daily driver. Fuel Economy and Real-World MPG The EPA estimates the Toyota GR86 can accomplish 21 mpg in the city and 31 mpg on the highway when optioned with the six-speed automatic transmission. The GR86s using the six-speed manual get slightly lower EPA numbers at 20 mpg in the city and 27 mpg on the highway. When we get a chance to put the new model through our 200-mile highway fuel-economy test, we will update this story with results. For more information about the 86's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The 2023 GR86 retains the relative size and shape of the outgoing model. The GR86 and the Subaru BRZ are unique in the affordable sports-car market as the only two that offer seating for four. Not that the rear seats are all that comfortable or spacious, but they're nice to have. The Subaru and Toyota models appear to share their interiors, save for some changes on the dashboard surrounding the infotainment display. #wikicar #toyotagr86 #gr86

Overview It looks trail-ready with its rugged styling and meaty tires, but don’t be fooled by the 2023 Subaru Crosstrek’s appearance: it’s a car playing the part of an SUV. It won’t be going toe-to-toe with Jeep Wranglers or Ford Broncos at the off-road park, but the upside is that it’s more comfortable and carlike on the road than those dedicated dirt diggers. The Crosstrek is based on the Impreza hatchback and, like all other Subarus save the BRZ sports car, it comes with standard all-wheel drive. Its lifted suspension does offer enough ground clearance to tackle rutted dirt roads and grassy knolls, so there’s that. Unfortunately, the base 2.0-liter four-cylinder engine is breathless, especially when mated to the optional continuously variable automatic transmission (CVT); a six-speed manual is standard. The better choice is the optional 2.5-liter four-cylinder, which wakes up the Crosstrek with perkier acceleration. For the eco-friendly, there’s also an available plug-in hybrid. What's New for 2023? A Special Edition model joins the Crosstrek family for 2023. It’s based on the Premium trim and comes exclusively with Desert Khaki (a.k.a tan) paint, 17-inch wheels, and dark gray exterior trim. The interior sports two-tone black-and-red upholstery. Pricing and Which One to Buy Base $24,870 Premium $26,220 Special Edition. $27,970 Sport $29,220 Limited $30,720 Hybrid $38,070 The Sport model's enhanced features—unique 17-inch wheels, yellow-stitched upholstery, faux-carbon-fiber trim, and advanced driving modes—are nice, but the more powerful 182-hp 2.5-liter engine is what makes it worthy of the upcharge. Like other Subaru sedans and SUVs, all-wheel drive is standard on the Crosstrek—a rarity in the small SUV marketplace, where it's usually optional and sometimes not offered at all. Engine, Transmission, and Performance The Crosstrek's base 152-hp four-cylinder engine makes a lot of noise but doesn't offer a lot of motivation. As with many of its competitors, getting up to highway speed is a painfully slow process no matter whether you choose the standard manual transmission or the optional automatic. In our testing a 2.0-liter automatic model required a leisurely 9.2 seconds to reach 60 mph. The plug-in-hybrid model proved to be quicker, shaving 0.9 second off the 2.0-liter’s 60-mph time. This lack of energy is partially addressed by the optional 182-hp 2.5-liter engine that's also found on the Legacy sedan and Outback station wagon. It hauls the Crosstrek to 60 mph in 7.5 seconds, which is still far from speedy, but far less stressful when you’re attempting a pass on a two-lane road or merging on to an Interstate. The Crosstrek’s handling, however, is pleasantly car-like thanks to well-weighted steering and a composed ride. The suspension is firm but not harsh, and it soaks up larger bumps without drama. As for the plug-in hybrid model, know that charging it fully will take up to five hours if connected to a standard household 120-volt outlet; using a 240-volt outlet does the job in as little as two hours. With only 17 miles of electric-only range, buyers should expect to spend plenty of time in gas mode. Fuel Economy and Real-World MPG The Crosstrek is among the most fuel efficient subcompact crossovers, with not only great EPA fuel-economy ratings but also some of the best results in our real-world testing. The Crosstrek's 2.0-liter engine and continuously variable automatic transmission (CVT) may be lethargic, but they’re easy on fuel, with an EPA rating 28 mpg city and 33 mpg highway. The manual-transmission comes with sizable drops to 22 and 29 mpg, respectively. The 2.5-liter engine-and- CVT are rated at 27 mpg city and 34 highway. On our 75-mph fuel-economy route, which is part of our extensive testing regimen, the automatic-equipped 2.0-liter delivered an impressive 32 mpg; the manual also impressed with a 31-mpg result. The hybrid model is rated at up to 90 MPGe combined and 35 mpg on the highway, but we managed only 30 mpg in our testing. For more information about the Crosstrek's fuel economy, visit the EPA's website. #wikicar #subarucrosstrek #subaru

Overview The BRABUS 820 is adrenaline on four wheels. The ultimate combination of next-level daily driving fun and limitless power. Based for the first time on the Porsche 911 Turbo S Cabriolet, this next-level sports cruiser was designed for true high-speed enthusiasts. It is a modern dream car that impresses with its unmistakable signature character, striking Masterpiece luxury and a driving experience of the superlative no matter where your journey may take you. The BRABUS 820 was developed to reimagine our signature “Black and Bold” design language while maintaining the BRABUS typical 1-Second-Wow factor in every detail. Its highly exclusive design features our high-grade exterior concept in combination with next-level aerodynamic elements for the best possible driving experience. Around the exceedingly sporty chassis, a range of exposed carbon elements such as the BRABUS front fascia insert, front spoiler as well as the striking side flaps mounted in front of the rear wheels impress with their extraordinary, dynamic looks. The ultimate combination of signature BRABUS power and adrenaline fueled daily driving fun – purpose built to push the limits. From rest, this sports icon accelerates to 100 km/h in a staggering 2.5 seconds courtesy of the 3.8-liter twin-turbo flat-six engine with newly developed turbochargers that produces its namesake 603 kW / 820 hp. The 950 Nm of unrelenting power is transmitted instantly via an eight-speed double-clutch transmission, which can be shifted either automatically or manually. The striking and unmistakable 1-Second Wow factor of the BRABUS 820 is underscored by 22/21-inch BRABUS Monoblock Z "Platinum Edition" forged wheels. State-of-the-art manufacturing processes and an exclusive "Signature Black" finish ensure an unmistakable look and maximum strength. The lightweight design ensures improved stability as well as optimal handling. Thanks to wewly developed, fully adjustable sports springs, the ride height of the BRABUS 820 can be optimized by up to 25 millimeters, significantly improving driving dynamics through a lower center of gravity. What dreams are made of – our interior design specialists developed a bespoke, fully handcrafted BRABUS Masterpiece interior for the BRABUS 820 to match its signature BRABUS looks. Refined down the last detail, the luxurious black leather design impresses with its impeccable finish, complete with special BRABUS crest pattern quilting, contrasting red piping as well as millimeter precise perforations on the seats, trim elements and the floor mats, which are likewise upholstered in the finest leather. #wikicar #brabus820 #brabus

Overview The 2022 Chevrolet Camaro coupe and convertible are about the pure and simple joy of driving. Forget about their compromised outward visibility and cramped rear seats. Instead, embrace their lithe handling, satisfying stick-shift transmission, and remarkably smooth ride. A 275-hp turbo four is the default engine, but opting for the 335-hp V-6 or the 455-hp V-8 unlocks more melodic soundtracks and punchier acceleration. Its cabin includes some unattractive materials, and some will call it claustrophobic, but its front seats are comfy and supportive, and its well-stocked infotainment system is easy to use. The Ford Mustang and Dodge Challenger are better as daily drivers, but with the optional 1LE package, Chevy's pony car transforms into the best track car of the three. When it comes to performance for the price, it's hard to find a better value than the 2022 Camaro. What's New for 2022? For 2022, Chevy doesn't make any significant changes to the Camaro lineup. All the ingredients are still the same: coupe and convertible body styles, three engines, two transmissions, and poor outward visibility. Pricing and Which One to Buy 1LS $26,395 1LT $26,89 2LT $28,895 3LT $32,845 LT1 $35,395 1SS $38,895 2SS $43,845 In our humble opinion, the best way to experience any new Camaro is with the optional 1LE Track Performance package. It adds distinct appearance pieces such as black-painted 20-inch wheels and satin-black exterior accents as well as unique interior bits that include microsuede trim and more supportive Recaro front seats (SS models only). However, the most important upgrades are the ones that affect performance. Every 1LE has a dual-mode exhaust system, enhanced powertrain-cooling components, more powerful brakes, a limited-slip differential, and special suspension tuning. While we love that even models with the four-cylinder and V-6 engines offer the 1LE package, we'd choose to pair it with the 1SS trim that only comes with the hearty V-8. That decision would coincide with picking the standard manual transmission, of course. Engine, Transmission, and Performance The base 275-hp four-cylinder isn't slow—we tested a manual model that proved surprisingly quick. But uneven throttle responses and unpleasant, unsporting sounds accompanied its dull demeanor. On the other hand, upgrading to the 335-hp V-6 completely changes the car's character. The gutsy six has its own distinctly searing soundtrack. The Camaro LT1 and SS feature Chevy's iconic small-block V-8, with 455 horsepower and 455 lb-ft of torque. Its tremendous low-end torque, linear power delivery, and chest-compressing acceleration are enhanced by the optional dual-mode exhaust, which erupts with a sharp bark at startup and thunderous sounds during wide-open-throttle blasts. The standard six-speed manual transmission maintains the enthusiast's spirit. (For cars not equipped with the 1LE package, the six-speed manual transmission is standard.) An eight-speed automatic is optional with the four-cylinder engine, and the 10-speed automatic can be paired with the V-6 and V-8. The Camaro's astonishing chassis provides a car-and-driver connection (see what we did there?) that's unparalleled among pony cars. Its solid structure engenders precise handling and a quality feel. Its well-balanced ride is firm enough to be agile on curvy roads yet still compliant on rough surfaces. Paired with the 1LE setup, the coupes transcend their class—competing with cars costing much, much more. The 1LEs-equipped models are taut on the track yet relaxed on regular roads. Their electrically assisted power-steering systems have reasonable efforts and highly accurate responses. The hot Chevy completes the performance trifecta with excellent brakes; the brake pedal consistently provides progressive and assuring responses. The 1LE models get even more powerful, track-ready Brembo brakes. Fuel Economy and Real-World MPG The 2022 Camaro with the turbocharged four-cylinder engine is rated at up to 22 mpg in the city and 30 mpg on the highway. The V-6 and V-8 powertrains are less frugal, with the six topping out at 18 mpg city and 29 highway and the eight topping out at 16 mpg city and 26 highway. Still, the latter engines performed well on our 75-mph highway fuel-economy route, which is part of our extensive testing regimen. We've tested each of the Camaro's three available engines—paired with the manual transmission—and they were all within 1 mpg (plus or minus) of their government highway ratings. For more information about the Camaro's fuel economy, visit the EPA's website. #wikicar #chevrolet #chevroletcamaro

Overview Operating on the long-established premise that too much power may be almost enough, Brabus has been adding serious urgency to Mercedes-Benz vehicles since 1977, and this gonzo G-class SUV is the latest. The star of the German tuner’s stand at Geneva, the Brabus 800 looks to be capable of punching serious holes in the air, generating thunderclaps in its wake. With revised turbochargers, four liquid-to-air intercoolers, custom exhaust manifolds, free-flowing stainless-steel exhaust plumbing, and a reprogrammed ECU, Brabus claims 800 horsepower and 811 lb-ft of torque for the 800’s retuned 6.0-liter Mercedes-Benz twin-turbo V-12. The exhaust system includes butterfly valves that allow the owner to choose between a mild basso beat or bellicose blast at the touch of a switch. The whooma setting is for the driver’s entertainment and to make sure he’s observed, in the unlikely event someone failed to notice this bad-boy wagon rumbling down the strasse. Brabus maintained the factory’s 155-mph governor, but claims a 0-to-62-mph potential of 4.2 seconds, which is pretty respectable for a three-ton SUV with the aerodynamics of a Waffle House. Inside Brabus has installed a full-length center console that houses a refrigerator as well as a suite of Apple digitalia, including an iPod Touch, iPad Mini, Mac Mini, and an Apple TV, plus USB ports and charging docks and a 15.6-inch color LCD monitor that swings down from the headliner. The idea is total connectivity—any time, anywhere, at any speed. Interior furnishings include a stygian black color scheme softened by many yards of quilted black leather picked out with red stitching, plus a sound system conceived for playing Wagner. If there’s a vehicle better suited to “Ride of the Valkyries,” we have yet to see it. If the styling of the standard G-class wagon can be considered brawny, the Brabus treatment comes across as Muscle Beach, thanks to the company’s Widestar body kit. In addition to a more menacing front fascia, the kit’s fender flares add 4.7 inches to the stock G-wagon’s width, and shelter a set of 23-inch forged-aluminum wheels. Offered in three different finishes, the wheels wear 305/30 summer tires with a choice of three suppliers—Continental, Pirelli, or Yokohama. Handling enhancements include a set of Bilstein shocks with comfort and sport presets. The system will automatically switch to the sport setting when appropriate based on information from vehicle sensors monitoring speed, lateral g, and steering angle. Brabus has yet to announce pricing for the 800 iBusiness with the Widestar body kit and tech upgrades, but half a million Euros would be a good ballpark estimate. However, at least some cosmetic elements—body kit parts and wheels—can be acquired separately. #wikicar #brabus800 #brabus

Overview Honda has given its 2023 HR-V a complete makeover, the better to combat the onslaught of desirable and stylish small SUVs that have flooded the market. The outgoing generation was practical and offered good value but it lagged the segment's best—the Hyundai Kona, the Kia Seltos, and the Mazda CX-30—in almost every way. No surprise then that the new HR-V looks totally different from the outgoing model. The new HR-V shares its platform with the Civic and uses a 2.0-liter naturally aspirated inline-four from Honda’s compact sedan. Gone, sadly, is the outgoing model’s trick second-row Magic Seat, which flipped down to make the HR-V one of the most flexible cargo-friendly small SUVs. But the new generation is wider and longer, which Honda claims benefits interior space. Independent rear suspension replaces the old model’s torsion beam setup, a change that promises to improve ride-and-handling. The new model also receives updated infotainment features and more modern driver-assistance technology. What's New for 2023? Honda's smallest crossover has been completely redesigned for the 2023 model year and goes on sale this summer. Pricing and Which One to Buy LX $24,895 Sport $26,895 EX-L $28,695 Pricing for the 2023 HR-V has increased slightly over the outgoing model, and the mid-range EX trim has been dropped. Of the three remaining trims, we think the Sport makes the most sense, and we appreciate it’s slightly more aggressive exterior styling: it’s the only trim that comes with 18-inch wheels, the largest offered. Engine, Transmission, and Performance In Europe, the HR-V is powered by a hybrid powertrain borrowed from the Insight and Accord but the U.S. version comes with a traditional gasoline 2.0-liter four-cylinder that’s good for 158 horsepower. If that sounds familiar, it’s because the same engine serves as the base powertrain in the Civic. In the HR-V, the 2.0-liter four-cylinder feels lethargic and gutless, but since the SUV shares its platform with the Civic, we could see a 180-hp turbocharged 1.5-liter or a hybrid powertrain join the lineup down the road. For now, front-wheel drive and a continuously variable automatic transmission (CVT) are the standard arrangement but all-wheel drive is available as an option on all trims. The outgoing HR-V didn’t deliver the quiet athleticism we expect of Hondas, but this new generation corrects that with a chassis inherited from the spry Civic. Fuel Economy and Real-World MPG Fuel economy estimates are highest on front-wheel drive models, which are rated at 26 mpg city and 32 mpg highway. Going with all-wheel drive drops the city rating to 25 mpg and the highway rating to 30 mpg. When we get a chance, we’ll take the new HR-V on our 75-mph highway fuel economy test route and report its results here. For more information about the HR-V's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The HR-V adopts a more modern interior design inspired by the redesigned Civics’; it’s both classic and attractive. The front seats are comfortable and supportive while providing a wide range of adjustment. The outgoing model offered Honda's novel second-row Magic Seat, which allows the rear bench to flip and fold to create an especially low, flat floor. That feature helped the HR-V lead the segment in cargo capacity despite its diminutive size. Unfortunately, the new HR-V has abandoned that feature, but Honda claims that the new model’s cargo bay is larger and that lift-over height has been reduced to aid with loading heavy items. #wikicar #hondahrv #2023hondahrv

Overview In the world of family sedans, the 2022 Chevy Malibu gets lost in the crowd. Its design is handsome enough and its driving demeanor is pleasant enough, but nearly all of its rivals are better equipped and more desirable, particularly the ever-excellent Honda Accord and the eye-catching Kia K5. Buyers of the Malibu are getting a perfectly fine sedan, it's just not the one we'd pick. Most models come with a turbocharged 1.5-liter four-cylinder engine and a continuously variable automatic transmission (CVT); the top Premier model comes with a gutsier turbo 2.0-liter. No matter the engine, all models come with front-wheel drive; all-wheel drive is not an option. Driver-assistance features are available, but unlike nearly all of its rivals, the Chevy doesn't offer these features as standard. What's New for 2022? The base L trim has been eliminated. Otherwise, the Malibu carries over into 2022 with no significant changes. Pricing and Which One to Buy LS $24,495 RS $25,495 LT $27,895 Premier. $34,595 We recommend buying the LT trim, as it comes with more standard features than the lowly LS. The LT comes standard with 17-inch wheels, LED taillights, an acoustically laminated windshield, remote engine start, heated front seats, and a power-adjustable driver's seat. If driver-assistance features such as blind-spot monitoring, automated emergency braking, and lane-keeping assist are on your list of must-haves, the Driver Confidence I and Driver Confidence II packages add those features and more. Engine, Transmission, and Performance Like many family sedans, the Malibu offers several powertrains. Most Malibu models are propelled by a dutiful 163-hp turbocharged 1.5-liter four-cylinder engine that drives the front wheels through a CVT. When we tested the car with the new CVT, we recorded a wholly average 7.8-second zero-to-60-mph time. This combination is slower than similar rivals in our acceleration tests, but it delivered a smooth, even pull. A turbocharged 2.0-liter four—which is exclusive to the top-tier Premier trim—makes 250 horsepower and 260 pound-feet of torque. The last Malibu 2.0T we tested ran well enough, but neither its real-world fuel economy nor its performance bested those of its competitors, many of which made do with V-6 engines rather than turbochargers. Fuel Economy and Real-World MPG In terms of EPA fuel-mileage estimates, the Malibu's smallest engine underperforms the equivalent base powertrains in the Accord and the Toyota Camry. The Malibu's 2.0-liter turbo engine, however, has thoroughly competitive government ratings compared with the optional powerplants in the Honda and Toyota, but we haven't tested its real-world fuel economy. The 1.5-liter turbocharged engine managed a respectable 34 mpg over the course of our 75-mph highway fuel-economy route. For more information about the Malibu's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo While the Malibu's interior is not the fanciest or the quietest, it is comfortable and ergonomically friendly. The cabin has competitive passenger space and options, but most alternatives have better outward visibility. The Malibu's symmetrical dashboard and the large opening beneath the center stack make the cockpit feel spacious. The front seats have a wide base and supportive side bolsters, but their back cushions are too narrow for some occupants. The back seat has less legroom than the Accord's back seat, but it still fit our adult frames. The Malibu boasts a big trunk with ample carry-on capacity; it also has plenty of interior storage space even though it doesn't lead the class.

It sits in the French brand’s range between the slightly less sleek C4 SUV and the top-of-the-range C5 X and shares plenty of parts with the recently revealed Peugeot 408. New Citroen e-C4 X design Is it a hatchback? Is it an SUV? Well, the new Citroen e-C4 X is a bit of both. It has a similar front end to the fussy-looking C4 but the side-profile is much sleeker. It’s almost like someone has cut the roof off a four-door coupe and bolted it to the top of the high-riding C4 SUV. This new ‘X’ model also brings a new, more pronounced boot to the C4 range, along with completely different brake lights and a new rear bumper. The new look is arguably more minimalist than the standard car’s rear end, but it isn’t enough to give the e-C4 X an edge over the tres-chic Peugeot 408 in the style stakes. New Citroen e-C4 X interior The new Citroen e-C4 X’s interior looks very similar to the standard C4’s – in the front seats, at least. You get the same digital driver’s display, large central infotainment screen and a simple dashboard design with a few physical controls for the heating and air conditioning. Don’t expect the new e-C4 X to have significantly less headroom in the back than the standard car. The added sleekness in the new car’s silhouette has come from extending the rear windscreen backwards rather than lowering the roof itself. Another side-effect of this change is that the new e-C4 X has a much larger boot than the standard C4. How does 510 litres sound compared with just 380 litres in the ‘normal’ car. That said, it’s still less than the 536 litres of space you get in the new Peugeot 408. New Citroen e-C4 X battery and range The new Citroen e-C4 X will go on sale exclusively with battery power. This means it comes as standard with a 50kWh battery pack that you can charge using fast 100kW public chargers. That’s the same as the standard Citroen e-C4 electric car. One of these will boost your range from 10% to 80% full in around half an hour. Charging using the 11kW onboard charger and a wallbox will take between five and seven-and-a-half hours (depending on your wallbox specs.) Once you’ve brimmed the batteries, Citroen says you’ll be able to drive the new e-C4 X for up to 224 miles on a full charge. That’s a smidge more than the 217 miles of claimed range you get in the standard Citroen e-C4. New Citroen e-C4 X motor and performance You don’t get a choice of electric motor with the e-C4 X – it comes as standard with a single 136hp motor that accelerates the car from 0-60mph in 9.7 seconds. That’s not exactly speedy, but should be more than nippy enough to deal with town driving and occasional motorway trips. New Citroen e-C4 X price and release date Citroen hasn’t confirmed how much the new e-C4 X will cost, but you can expect it to be a little dearer than the standard e-C4. That car costs from just less than £30,000 and rises to slightly more than £35,000 for a top-spec model. Don’t be surprised if this larger, more practical e-C4 X model costs a few thousand pounds more than that car across the range. You’ll find out for certain before the car goes on sale in Autumn 2022. #wikicar #citroenc4 #citroënc4

Overview After decades of absence from North America, the Toyota Crown nameplate has returned to our shores. Although it's a replacement for the discontinued Avalon, this is no traditional sedan. Instead, the 2023 Crown straddles the line between car and SUV, perhaps with the intent to broaden its appeal to shoppers outside the shrinking full-size-sedan segment. Either way, the Crown's mix of high driving position and three-box styling taps a niche vacated by raised sedans of yesteryear such as the Subaru Legacy SUS and the Volvo S60 Cross Country. Although a plug-in hybrid and an EV variant were both rumored, the 2023 Crown launches with a pair of conventional hybrid powertrains. The entry-level arrangement is a familiar one, pairing a 2.5-liter four-cylinder with three electric motors and a continuously variable automatic transmission (CVT). The most expensive Platinum model gets an exclusive Hybrid Max powertrain that sees a turbocharged 2.4-liter four-cylinder and an electric motor on the rear axle combine for 340 horsepower. The Crown's distinctive look and oddball body style are complemented by what looks to be a spacious cabin outfitted with premium features. Toyota is equipping all Crown models with a generous amount of standard driver-assistance systems and infotainment tech. What's New for 2023? The Crown will be a new addition to Toyota's U.S. lineup. We expect to see the Crown on sale by the end of 2022 or in early 2023. Pricing and Which One to Buy XLE $41,000 (est) Limited $45,000 (est) Platinum. $49,000 (est) Toyota hasn't released any information on pricing or features for the upcoming Crown SUV, but we know it will be offered in three trim levels and provide a more luxury-oriented experience than other four-door offerings from the brand. The most intriguing option is the more powerful Hybrid Max powertrain, which is exclusive to the top-end Platinum trim, but once we find out more about the Crown's pricing we'll update this story with a recommendation for which model represents the best value. Engine, Transmission, and Performance All Crown models have a hybrid powertrain, but only the top-spec Platinum model gets Toyota’s new Hybrid Max setup, which pairs a turbocharged 2.4-liter four-cylinder with an electric motor on the rear axle for a combined 340 horsepower. The XLE and Limited models get a less powerful 236-hp hybrid system that uses a 2.5-liter four-cylinder and three electric motors. The XLE and Limited have a continuously variable automatic transmission (CVT) while the Platinum uses a six-speed automatic; all-wheel drive is standard on every trim. Toyota says the suspension has been tuned for a relaxing ride, so we're not expecting cornering heroics from the Crown, but the Platinum model does come with adaptive dampers. When we get a chance to test-drive the Crown, we'll update this story with driving impressions and test results. Fuel Economy and Real-World MPG The EPA has yet to weigh in, but Toyota estimates the Crown with the base hybrid powertrain will be capable of returning up to 38 mpg. The Platinum model's more powerful Hybrid Max powertrain is claimed to deliver around 28 mpg. As soon as we can, we'll take the Crown on our 75-mph highway fuel-economy route and report its test results here. For more information about the Crown's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo Inside, the Crown's cabin looks appropriately premium. Drivers who trade in their Avalon sedans are in for an upgrade, especially if they buy a Limited or Platinum model. The driving position is raised from a traditional sedan height to something akin to a compact SUV, which may make the Crown an attractive alternative to full-size sedans that still adhere to a more traditional formula. All models come standard with eight-way power-adjustable front seats with heat, dual-zone automatic climate control, and ambient interior lighting. Limited and Platinum trims add a panoramic sunroof, leather upholstery, and ventilated front seats. #wikicar #toyotacrown #2023toyotacrown

Overview The 2023 Chevy Blazer is a two-row, mid-size SUV that'll satisfy people who like to drive and want to drive something that stands out. While it has a generous amount of cargo and passenger space, the quality of its cabin materials can't match similarly priced rivals such as the Hyundai Santa Fe and Kia Sorento. Some of the Blazer's top options are also reserved for the most expensive models, which impacts its value proposition versus more desirable classmates. The Chevy does shine out on the open road, where it turns, brakes, and rides really well. It comes standard with front-wheel drive and either a 228-hp turbo-four or a 308-hp V-6. Both engines are available with all-wheel drive, but we prefer the six's quicker acceleration and ability to tow up to 4500 pounds. As enjoyable as the 2023 Blazer can be to drive, it can't match the overall skillset of competitors such as the Honda Passport and Jeep Grand Cherokee. What's New for 2023? For 2023, Chevy gives the Blazer a facelift that makes the mid-size SUV look even more distinctive. The updates apply largely to the front end, with a new grille design and fresh lighting elements. Out back the taillights also have a new look and there's a set of newly designed wheels, in sizes 18 to 21 inches. The exterior of the Blazer also benefits from more paint colors with the addition of Fountain Blue, Sterling Gray, Copper Bronze, and Radiant Red; Nightshift Blue is now available on the RS trim level, too. The interior is upgraded with new standard tech features such as a new 10-inch touchscreen and a wireless charging pad. Pricing and Which One to Buy 2LT $35,000 (est) LT $36,195 3LT $39,000 (est) RS $43,895 Premier $43,895 We recommend the 3LT trim level, mainly because it unlocks the V-6 engine option, which increases the max towing capacity from 3500 to 4500 pounds, when equipped with the trailering equipment, of course. All-wheel drive is available for another $2700. We'd choose the V-6 and the towing package and add the Sound and Technology package that includes a 120-volt outlet, a 360-degree camera system, additional USB ports, a Bose stereo, and a rearview camera mirror. Engine, Transmission, and Performance The Blazer features a standard a 228-hp turbocharged 2.0-liter four-cylinder and an optional 308-hp 3.6-liter V-6. Both pair with a nine-speed automatic transmission and either front- or all-wheel drive. The front-drive, turbo-four version has sufficient power for getting around town and highway duty. However, the V-6 delivers impressive acceleration and provides added confidence when passing on the highway. Quick as the last Blazer RS we tested was, the automatic transmission was slow to downshift when we wanted a quick burst of acceleration. The four-cylinder can tow up to 1500 pounds, while the V-6 version can handle up to 4500 pounds. With steady composure and accurate steering, the Blazer is easily the best-driving crossover to wear the Chevrolet bow tie. It was confident and responsive on twisty sections of road, especially the RS model, which has exclusive steering and suspension tuning. Even without the sportier setup found on the RS, the Blazer is more engaging than many competitors. Its standard 18-inch wheel-and-tire combo provided a smoother and quieter ride than the RS model that wore large 21-inchers, which thudded over bumpy roads. Thankfully, both models remained hushed on even surfaces and at highway speed. The steering's precise feedback was satisfying during spirited sessions yet fluid at low speed. The firm brake pedal immediately responded to our inputs, and the brakes brought our Blazer RS test vehicle to a stop from 70 mph in an impressive 165 feet. Fuel Economy and Real-World MPG The Blazer with the standard turbo four is rated at up to 22 mpg city and 29 highway. The V-6 version is slightly thirstier, with estimates up to 20 mpg city and 27 highway. We haven't tested the four-cylinder version on our 75-mph highway fuel-economy route, which is part of our extensive testing regimen, but the all-wheel-drive, V-6 Blazer earned 24 mpg during our real-world test. The Honda Passport and Hyundai Santa Fe both earned 27 mpg in the same test. For more information about the Blazer's fuel economy, visit the EPA's website. #wikicar #chevroletblazer #2023chevrolet