A collection of the best cars in the world

The 2023 Toyota GR Corolla is ready to hit the track with the newly revealed Morizo Edition. This special edition shaves almost 100 pounds of weight, ramps up the engine's torque output, and should tighten the sporty Corolla’s handling thanks to stickier rubber and increased rigidity. Just 200 units will be built for the 2023 model year, with pricing to be announced later this year. The Morizo Edition arrives with the same 300-horsepower turbocharged 1.6-liter three-cylinder engine as the Core and Circuit editions, but tuned to produce an extra 22 pound-feet of torque for a total of 295 pound-feet. Peak torque is between 3250 and 4600 rpm, a slightly smaller plateau than the 3000-5500 rpm range in the standard car. The Morizo also has close-ratio version of the six-speed manual transmission with shorter differential gears. Weight declines from 3292 pounds in the Circuit Edition to 3186 pounds in the Morizo, with Toyota ditching the rear seats and associated hardware including the door speakers, window regulators, and rear wiper blade and motor. There are also redesigned 18-inch forged wheels, which are now wrapped in Michelin Pilot Sport Cup 2 tires. The Morizo Edition also gets special front brake ducts. Toyota says the suspension has been retuned, and the Morizo Edition is also fitted with red-painted monotube shock absorbers. Two extra rear strut braces should increase rigidity, as will the same extra spot welds and additional structural adhesive on the frame that come on every GR Corolla. The Morizo Edition comes with standard front and rear Torsen limited-slip differentials like the Circuit Edition. The Morizo Edition’s interior is decked out with red and black Ultrasuede and leather seats, with Ultrasuede appearing on the steering wheel and shift knob, too. Despite the two strut braces stretching across the rear of the cabin, the Morizo Edition can carry four tires for a track day. The Morizo Edition will be offered in Windchill Pearl and an exclusive new matte gray paint hue, and will hit Toyota dealerships next year. Expect a price premium for this track special, although Toyota has yet to announce pricing for any GR Corolla models yet. #wikicar #toyotagrcorolla #2023toyotagrcorolla

Overview As its name implies, the all-electric 2023 Mercedes-Benz EQS is the high-riding SUV alternative to the company's large, slicked-back EQS luxury sedan. The two share a platform and myriad other components and have identical wheelbases, but only the SUV offers a third row and seats for up to seven. Its interior feels airier than the sedan thanks to extra headroom, and its design and material quality are equally high-end and similarly attractive. It's also available with Mercedes' new 56-inch Hyperscreen, but while we're dazzled by the massive glass panel's Starship Enterprise appearance—it stretches across the dashboard from door to door—we're put off by its lack of physical controls. The lineup includes the rear-drive, 355-hp EQS480+ and the all-wheel-drive, 536-hp EQS580, both of which we expect to at least 300 miles of estimated range. What's New for 2023? The 2023 EQS SUV is the latest to join Mercedes’ growing portfolio of electric models that fall under the umbrella of the company’s EQ sub-brand. It’s the first SUV built on Mercedes’ modular EVO 2 platform, which also underpins the EQE and EQS sedans, and it’s expected to go on sale sometime later this year. Pricing and Which One to Buy EQS450+ $114,000 (est) EQS580 $130,000 (est) Mercedes hasn't yet said how much the 2023 EQS SUV will cost, but we know it’ll be split into two models: the EQS450+ and the EQS580. We expect the latter to be considerably more coin because of its added power and all-wheel drive. Still, the EQS450+ includes a lot of desirable standard features, such as an adaptive air suspension, rear-axle steering, heated and ventilated front seats, a panoramic sunroof, a Burmester sound system, and more. EV Motor, Power, and Performance The EQS SUV is essentially a rebodied EQS sedan with an elevated seating position and more interior space, and its electric powertrains are similar, albeit not identical. The EQS450+ features a 335-hp electric motor that powers the rear wheels. The EQS580 produces 536 horsepower and 633 pound-feet of torque between its front- and rear-mounted electric motors, which provide all-wheel drive. The EQS SUV comes standard with an adjustable air suspension and a rear-axle steering system that makes it surprisingly agile. Unlike the sedan, the SUV features an Off-Road drive mode that raises the suspension and alters the powertrain's behavior. During a ride-along in a prototype model, we experienced these settings first-hand on rugged terrain and were impressed with the vehicle's capabilities, even if we're convinced most people who buy an EQS SUV will never attempt such activities. Range, Charging, and Battery Life Although Mercedes hasn’t confirmed range estimates for the EQS SUV, it uses the same 107.8-kWh battery pack as the EQS sedan, which is EPA-rated at between 340 and 350 miles of range. Due to the SUV being less aerodynamic and likely heavier, we expect its estimated range to be slightly lower. The EQS SUV can charge at speeds up to 200 kW, which Mercedes says will take the battery from 10 to 80 percent in 31 minutes when connected to a compatible DC fast-charger. Interior, Comfort, and Cargo Inside, the EQS SUV features the type of rich materials and high-tech equipment that define modern-day Mercedes-Benz models. Its list of standard interior features includes selectable ambient lighting, heated and ventilated front seats, leather upholstery, a panoramic sunroof, and wireless charging. The 56-inch Hyperscreen is optional. The fit-and-finish of the EQS we rode in was very impressive even though it was a pre-production model. The EQS cabin is also rife with useful storage spaces, including a large bin below the floating center console. The EQS comes standard with two rows of seats that accommodate five passengers, but a third row is optional and adds seating for two more people. There’s up to 31 cubic feet of cargo area behind the second row on five-seater models. Those fitted with a third row max out at 28 cubes behind the second row, but that volume shrinks to 7 cubes when the third row isn’t stowed. #WikiCar #EQSSUV #BenzEQSSUV

While the clock on large internal-combustion engines might be close to midnight, we know that the 2023 Aston Martin V12 Vantage is not going to be the final new model launched with a dozen cylinders. The Lamborghini Aventador's replacement will also stick with a V-12, albeit with hybrid assistance, and Ferrari's forthcoming Purosangue SUV will have one too. Others may also sneak under the bar. But we do know that the new V12 Vantage will be the last of its line, the final twinning of the company's largest engine with its smallest sports car. A limited edition of 333 cars will be produced for all markets, and the run sold out within days of being announced last year. And while Aston hasn't released an official price tag for the car, we're told that it's around the $300,000 mark—very nearly as much as the bigger, grander, and quicker DBS, which uses basically the same 5.2-liter twin-turbocharged engine. So, can less truly be more? Much of the V12 Vantage's structure is shared with the minimalist V12 Speedster the company launched last year, which was itself based on a heavily modified Vantage Roadster platform. Despite that, there will only be a coupe version of the new V12 Vantage, with its engine in the same state of tune as the Speedster; with 690 horsepower and 555 pound-feet of torque, the Vantage's output isn't too far off that of the DBS. Output is delivered exclusively to the rear axle through an eight-speed automatic gearbox, and while the regular Vantage uses an electronically controlled active differential capable of biasing torque side to side, the V12 has a conventional plate-type limited-slip diff. Our first drive took place in Wales, where we used some of the country's finest roads—high on the list of the best in the world—and the tight, technical Anglesey race circuit, which sits next to the Irish Sea. While the V12 Vantage's performance impressed throughout, it was soon clear that, for all its might, the engine only ever speaks with a soft voice. While the regular V-8-powered Vantage is loud and lairy, the V12 exhibits a much more relaxed character. That's true for the exhaust, which burbles at low revs and zings when the engine is worked hard, but never develops many muscular bass frequencies. But it's also true for the rest of the car's dynamic behavior. Despite sitting on stiffer springs than its V-8 sibling (Aston quotes rates that are firmer by 50 percent at the front and 40 percent at the rear), the V12 Vantage still feels impressively pliant over bumpy surfaces. Even the adjustable dampers' Track setting doesn't feel overly harsh for road use. There were a few refinement issues on the car we drove—some related to its prior life as a development car, some not. The loud whine from the differential can probably be attributed to the hard use of development work, and we presume the diffs in customer cars won't sound like that. The V12 Vantage also suffered from an issue we've noticed in other carbon-roofed coupes, with certain frequencies of noise seemingly trapped by the roof, creating a drone that was obvious at constant-speed cruising. Plus, the optional carbon bucket seats traded well-clamped lateral support for increasing discomfort after a couple of hours behind the wheel. Any comfort seekers would be well advised to consider the standard sport seats instead. Yet it is very hard to fault the V12 Vantage in terms of performance. The engine might make 108 fewer pound-feet of torque here than it does in the DBS, but it still has more than enough muscle to make the car feel monstrously fast. The automatic gearbox's tendency to upshift well short of the 6900-rpm redline seems to have little effect on the rate of acceleration. But it lacks the edgy feel of the V8 Vantage. The lesser car's active differential pushes torque to the outside wheel during enthusiastic cornering, producing an entertaining sense of impending oversteer even short of the point at which the rear tires actually run out of grip. The V12's conventional limited-slip differential doesn't do that, and it takes slightly more effort to get the car turned and settled into a corner, although traction was impeccable from the Pilot Sport 4S tires. The steering felt great, too, with revised front geometry providing newfound crispness and precision. The V12's standard carbon-ceramic brakes survived repeated hard use without complaint, although there was some audible grumbling at lower speeds. Yet there is an undoubted mismatch between the aggression of the V12's design and the gentleness of its dynamic demeanor. The vast rear wing is a case in point, contributing to a claimed 450 pounds of peak downforce and undoubtedly improving the car's sense of high-speed stability. But it also eliminates a fair percentage of the view through the rear window. Aston says it's possible to order the car without the wing, although with a consequent reduction in downforce. #wikicar #astonmartin

Overview The 2022 Chevy Bolt EV not only looks more exciting inside and out, the redesigned electric hatchback also has enhanced features and a much cheaper asking price. While the most noticeable changes are its futuristic sheetmetal and freshly refinished cabin, it still employs a front-drive-only powertrain that delivers near-instant acceleration. Chevy estimates the 2022 Bolt EV can travel up to 259 miles on a full charge. That gives it a slight advantage over the excellent Hyundai Kona Electric, but it still falls far short of the Tesla Model 3. However, the new Bolt's accessible price, roomy interior, and satisfying driving dynamics should be strong selling points. Those who want a more SUV-like model with additional back-seat space and available Super Cruise hands-free driving will be drawn to the all-new 2022 Bolt EUV. What's New for 2022? The 2022 Bolt EV undergoes a comprehensive redesign that includes updated exterior and interior styling. While its electrical and mechanical components remain the same as before, the hatchback adds a newly available dual-level charging cord as well as an increased Level 2 (240-volt) maximum charging capability. Perhaps most notably, maybe amazingly, the new-and-improved Bolt EV has a starting price that's $5500 lower than the previous model's which opened at $37,495. Pricing and Which One to Buy 1LT $32,495 2LT $35,695 Chevy has announced that the 2022 Bolt EV's base price is significantly lower than last year, but so far it hasn't revealed pricing for individual options or higher trim levels. We expect full pricing details will be released before it goes on sale this summer, at which time we'll be able to recommend which one to buy. EV Motor, Power, and Performance Although we have not driven the 2022 Bolt EV, its powertrain and chassis are identical to older models that we have piloted. Its electric motor still sends 200 horsepower and 266 pound-feet of torque exclusively to the front wheels. This setup provides instantaneous response to accelerator inputs and ample low-end torque that lets you shoot off the line when the light turns green. Responses are less immediate at highway speeds, but the new electric Chevy should still make passing and merging on the highway a cinch. We anticipate that it will again deliver a composed ride and plenty of power—and a pleasant enough driving demeanor to challenge whatever negative preconceptions you might have about electric vehicles. There's also a one-pedal-driving mode—activated via a button on the center console—that increases regenerative braking to the point where you rarely need to use the brakes to slow down. Range, Charging, and Battery Life Chevy estimates the 2022 model has a driving range of 259 miles on a full charge. That matches the EPA rating for the previous model year, and it's competitive with other similarly priced EVs such as the Hyundai Kona Electric. While the Tesla Model 3 Long Range can travel up to 353 miles on one charge, it costs considerably more. For 2022, the Bolt EV is now available with a dual-level charging cord that plugs into both Level 1 (120-volt) and Level 2 (240-volt) outlets, which Chevy says will eliminate the need for many owners to buy a separate home charger. The Bolt's maximum Level 2 charging speed also increases to 11 kW, allowing the battery to fully charge in seven hours. The electrified hatchback is still available with DC fast charging that can add about 100 miles of range every 30 minutes with a Level 3 connection. Fuel Economy and Real-World MPGe The 2022 Bolt EV has a combined EPA rating of 120 MPGe. The last Bolt EV we evaluated achieved 102 MPGe in our real-world test, which translates to a highway range of 180 miles. You can expect to see significantly better range if you stick to lower speeds around town. In fact, during an unorthodox range test in California's Death Valley, we were able to exceed the EPA's 259-mile estimated driving range in the real world. For more information about the Bolt EV's efficiency, visit the EPA's website. Interior, Comfort, and Cargo Chevy spruces up the Bolt EV's cabin with a more upscale design that the company says includes better materials than before and more soft-touch surfaces. The steering wheel now features a flat-bottom, the driver faces a new 8.0-inch fully digital gauge cluster, and the old electronic shifter is replaced by a set of pull toggles and push buttons. Although the updated Bolt EV has the same passenger space as before, including a back seat that's roomy enough for two adults, it does have redesigned front seats that are said to be more comfortable. The hatchback's rear cargo space still measures 17 cubic feet behind the rear seats and 57 cubes with those rear seatbacks folded flat. #wikicar #chevroletbolteuv #chevroletbolt

For the 2023 Toyota Corolla Cross, now in its second year, the big news is the addition of a hybrid powertrain to supplement the existing 169-hp 2.0-liter four-cylinder. Whereas the base engine can be combined with front- or all-wheel drive, the hybrid is AWD only, with the rear wheels driven electrically. The hybrid powertrain's 2.0-liter four-cylinder engine and two motor-generators make a total of 194 horsepower. Toyota expects a time of 8.0 seconds to 60 mph—which would be a significant improvement on the 9.2 seconds we measured in our test of the regular Corolla Cross. Of course, a hybrid's main calling card is fuel economy, and the Corolla Cross hybrid is expected to deliver 37 mpg overall. That's 5 to 7 mpg better than the standard Corolla Cross, which has EPA combined estimates of 30 mpg with front-wheel drive and 32 mpg with all-wheel drive. It's nowhere near as economical as the 52-mpg number posted by the front-wheel-drive 2022 Corolla hybrid sedan, however. Besides the arrival of a hybrid powertrain, the Corolla Cross sees other changes for 2023. The model adds new S, SE, and XSE trim levels as slightly sportier counterparts to the returning L, LE, and XLE models. The new S trio gets tweaked front and rear styling and a sport-tuned suspension. The SE and XSE add paddle shifters and offer a contrasting black roof along with a two-tone black and blue interior. Blind-spot monitoring and rear cross-traffic alert join the list of standard driver assists, and the infotainment system upgrades to wireless smartphone mirroring. #wikicar #2023toyotagrcorolla #toyotacorolla

Overview Chevrolet has expanded its electric vehicle lineup for 2022 by introducing the SUV-inspired Bolt EUV (Electric Utility Vehicle), which offers a more spacious cabin than the Bolt hatchback as well as more rugged exterior styling. Under the hood is a 200-hp electric motor that's juiced by a 65.0-kWh battery pack with an EPA-rated 247 miles of driving range per charge. Its primary competition is EVs such as the Hyundai Kona Electric, Ford Mustang Mach-E, and Tesla Model Y. Chevy is banking on the Bolt EUV's distinct styling, affordable starting price, and available semi-autonomous driving system to rise to the top of the burgeoning EV market segment. What's New for 2022? The Bolt EUV is a brand-new model for Chevrolet. It's currently sold alongside the redesigned Bolt EV hatchback. Pricing and Which One to Buy LT $34,495 Premier $38,995 Launch Edition $43,495 At first, only a base model and a more expensive Launch Edition trim will be offered. For buyers seeking the latest and greatest, the Launch Edition will be the way to go as it includes General Motors' Super Cruise semi-autonomous driving mode as well as a light-up charge port, a sunroof, and a unique wheel design. EV Motor, Power, and Performance All Bolt EUVs come with the same powertrain: a 200-hp electric motor and front-wheel drive. All-wheel drive isn't an option. Acceleration should be perky thanks to the instantaneous power delivery that's inherent to electric motors. Regenerative braking allows for one-pedal driving while recapturing energy to help extend the Bolt EUV's range. The electric motor gives the Bolt EUV perky acceleration and while it may not be the quickest electric SUV available, we estimate that it will make it to 60 mph in a respectable 7.0 seconds. Handling is competent if not particularly thrilling and ride comfort is agreeable, even over broken pavement. Range, Charging, and Battery Life All Bolt EUVs come with a 65.0-kWh battery pack that the EPA estimates will provide 247 miles of range. That number is competitive with most other electric SUVs, although the Tesla Model Y comes with a larger battery pack that offers an estimated 326-mile range. The Bolt EUV can be charged on a standard 120-volt household outlet, but buyers will want to consider a 240-volt connection for quicker at-home juice-ups. The SUV is also capable of DC fast charging, which Chevy says can provide up to 95 miles of range in just 30 minutes. Fuel Economy and Real-World MPGe The 2022 Bolt EUV has a combined EPA rating of 115 MPGe. Once we have the chance to test one on our 75-mph highway route, which is part of our extensive testing regimen, we can evaluate its real-world efficiency. For more information about the Bolt EUV's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The Bolt EUV's cabin appears stylish and nicely trimmed. A flat-bottom steering wheel and a push-button gear selector are standard on all models, and the seat upholstery sports a cheeky geometric pattern. The Bolt EUV is longer, wider, and taller than the regular Bolt hatchback, and its rear seat is the benefactor of that extra space, with rear-seat legroom growing by more than three inches. Despite the extra length, the EUV offers slightly less cargo space, but we expect most drivers will still find enough room for luggage, groceries, and other freight. #WikiCar #2022ChevroletBoltEUV #ChevroletBoltEUV

Overview The 2023 Subaru Solterra is the brand's first EV, and it features hallmarks such as standard all-wheel drive. Subaru teamed up with Toyota to co-develop the platform for this compact SUV, which is also set to underpin the forthcoming Toyota bZ4X as well as other future models. The Solterra offers some neat off-road tricks and lots of standard driver assists, and it has estimated driving ranges between 222 and 228 miles. While the 2023 Solterra currently doesn't face much competition in the non-luxury EV compact-ute segment, the landscape could drastically change in the next year or so. What's New for 2023? The Solterra is the first chance Subaru fans have at finding a fully electric model in the lineup. Previously, the plug-in-hybrid Crosstrek had been the only semi-electric option. For the 2023 model year, Subaru says it will only build 6500 Solterras. Pricing and Which One to Buy Premium $46,220 Limited $49,720 Touring $53,220 Subaru hasn't announced pricing for the 2023 Solterra, but we expect it to closely align with the Toyota bZ4X, which we think will start in the high $30,000s or low $40,000s. Once we know how much the Subie will cost and learn more about its different trim levels and available features we can recommend which one to buy. EV Motor, Power, and Performance Along with the fact that the Solterra is powered exclusively by electricity, it has an all-wheel-drive system utilizing two electric motors that generate a combined 215 horsepower and 249 pound-feet of torque. That power can be deployed differently depending on the drive mode, of which there are four: Eco, Normal, Power, and X-mode, which is intended to help in slippery conditions or on uneven terrain by independently modulating the power to each wheel. For those interested in taking the Solterra off-road, it has 8.3 inches of ground clearance and a "Grip Control" feature that's essentially a low-speed cruise control. The paddles on the steering wheel allow the regenerative-braking force to be adjusted. The version we drove on some Arizona ORV trails proved plenty capable, and we were even able to spin a doughnut on a non-paved surface thanks to the ability to fully deactivate stability control along with the fact that the Solterra's can distribute 60 percent of its torque to the rear axle. Range, Charging, and Battery Life Subaru says the gross capacity of the Solterra's battery pack is 72.8-kWh. We're told models on 18-inch wheels have a range of 228 miles, while models on 20s are rated at 222 miles. Plugged into a Level 2 charging station, Subaru says the Solterra's onboard 6.6-kWh charger can recharge the battery in nine hours. Hook it up to a 100-kW DC fast-charger and an 80-percent charge is claimed to take about 56 minutes. Fuel-Economy and Real-World MPGe The 2023 Solterra is expected to earn up to a combined 94 MPGe. Once we get the opportunity to run one on our 75-mph fuel-economy route, which is part of our extensive testing regimen, we can assess its real-world MPGe. For more information about the Solterra's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The Solterra's interior features a high-mounted digital gauge cluster, a big touchscreen for the infotainment system, and an elevated center console with what looks like a rotary shift knob. The steep windshield, large side glass, and panoramic sunroof appear to give the cabin an airy feel. The mix of attractive textures throughout also contributes to a fetching aesthetic. Along with the various storage spots, including the large bin under the center console, the Solterra makes for a useful travel companion with up to 30 cubic feet of cargo space with the rear seats folded flat. #WikiCar #2023SubaruSolterra #SubaruSolterra

Overview With a high-class cabin, a smooth ride, and space for the whole family, it's easy to see why the Palisade has been a hit for Hyundai. The brand's largest SUV runs the gamut from its value-oriented base trim to the swanky Calligraphy model that does its best impression of a Genesis GV80. A 3.8-liter V-6 engine resides under the Palisade's hood and delivers its smooth 291 horsepower through an eight-speed automatic transmission. Many connectivity and technology features are standard across the range, while top models get luxuries such as a panoramic sunroof, in-dash navigation, and quilted leather upholstery. No matter which trim you choose, the Palisade's cabin is a spacious, comfortable place for the whole family. What's New for 2023? A facelift for the 2023 model year to gives the Palisade a more squared-off appearance. The new look is enhanced by updated wheel designs and the cabin has received some new features. The Palisade's instrument panel has a higher-resolution 12.0-inch infotainment display, a redesigned steering wheel, and updated upholstery options. New features include a Wi-Fi hotspot, heated third row seats, and a massaging driver's seat. A rugged-looking XRT model joins the lineup and comes with 20-inch wheels, blacked-out exterior trim, and other design flourishes. The Palisade's biggest competitor has always been the mechanically similar Kia Telluride, but that model is also due for a refresh this year, which means the rivalry is sure to continue. Pricing and Which One to Buy SE $35,000 (est) SEL $37,000 (est) XRT $42,000 (est) Limited $47,000 (est) Calligraphy $49,000 (est) Hyundai hasn't released pricing yet, but we expect to see the same four trims with similar price tags as before. The XRT model is a new offering in the lineup, but our Palisade of choice would be the midrange SEL with the Premium package. It adds many of the SUV's best tech and luxury features including the larger infotainment screen, in-dash navigation, and Hyundai's most advanced driver-assistance features. Engine, Transmission, and Performance The Palisade is powered by a 3.8-liter V-6 and comes standard with an eight-speed automatic transmission. The engine's 291 horsepower provides adequate acceleration for a vehicle like this. The Palisade's transmission can be manually shifted with steering-wheel-mounted paddles. The gearbox shifts smoothly on its own, but there's some busy shuffling of the ratios when climbing hills. Front-wheel drive is standard, while all-wheel drive is optional on SE, SEL, and Limited trim levels; it's standard on the range-topping Calligraphy. All Palisade models come standard with a transmission cooler and trailer pre-wiring and sway control. It is rated to tow up to 5000 pounds when equipped with the dealer-installed trailer hitch. We tested an all-wheel-drive SEL, and it delivered unexceptional acceleration results at our test track. In our testing, the Palisade went from zero to 60 mph in 6.9 seconds, and the Palisade needed 182 feet to stop from 70 mph. It proved to be slightly quicker than the Telluride but slower than the Chevrolet Traverse. Fuel Economy and Real-World MPG According to the EPA, the front-wheel-drive Palisade achieves a rating of 19 mpg city and 26 mpg highway. When equipped with all-wheel drive, the Palisade is rated at 19 city and 24 mpg highway. In our 200-mile highway test route, our all-wheel-drive SEL model managed just 23 mpg ,compared to its 24-mpg rating. For more information about the Palisade fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The SE and SEL trims seat eight passengers, while the Limited and Calligraphy have second-row captain’s chairs that reduce passenger capacity to seven. Either way, there's plenty of space in all three rows for occupants. The second row features a button to move the seat forward for easy access to the third row. Noise from the road is suppressed; however, a large amount of wind noise penetrates the doors. Power-folding second- and third-row seats are optional on the SEL and standard on the Limited and Calligraphy. Cargo volume with all the seats folded is 86 cubic feet, and the Palisade fit 33 carry-on suitcases in our testing. With the second row in the upright position and the third row folded, stowage totals 46 cubic feet. With the third row in use, the volume shrinks to a modest 18 cubes. There is space underneath the load floor to store muddy or wet items. The cubbies in the doors are tight, but there is reasonable storage within and below the center console. #WikiCar #2023HyundaiPalisade #HyundaiPalisade

OverView Since the Audi urbansphere concept¹ was designed with a special focus on mobility in China’s megacities, the concept car is the result of close cooperation between the Four Rings’ design studios in Beijing and at the company’s headquarters in Ingolstadt. This was the first time Audi embarked on a co-creation process in which prospective customers in China made suggestions based on their own desires and experiences as part of the vehicle development process. The fruits of these inspiring contributions can be seen especially in the interior. Considering that personal space will be at a premium in tomorrow’s metropolitan areas, the Audi urbansphere concept¹ takes the form of a lounge on wheels – a quiet, private space and mobile office with extensive high-tech amenities. During the hours spent negotiating traffic, the vehicle will serve as a mobile venue for immersive experiences, rounding out home and workplace as an additional living space. Designed from the inside out That’s why the Audi urbansphere concept¹ was deliberately designed with the interior as the starting point. The passenger experience, their requirements of a vehicle interior, are at the core of every aesthetic and technological detail. Ultimately, even the “sphere” component in the series designation is pioneering, heralding a new vehicle family that gives passengers an ample, comfortable inner space where they can immerse themselves in whole new experiences on the move. Their wishes shape this space, its architecture and all the integrated functions. The traditional design process has been turned on its head. Right from the start, the interior was the centre of attention. Everything – from equipment packages to the exterior silhouette and proportions – takes its cue from the inner heart of the Audi urbansphere concept² and is melded together with technology to form a total artwork. Thanks to its SAE level four² automated driving capabilities, the Audi urbansphere concept¹ takes the task of operating the vehicle out of the driver’s hands whenever they like. What’s more, all of the vehicle’s occupants enjoy new freedoms and can choose to tailor any of a wide range of options – be it communications, relaxation, work or quiet me-time – to their needs. That means the Audi urbansphere concept¹ is no longer simply a car but an “experience device”. Since the front and rear doors of the Audi urbansphere concept open in opposite directions and there is no B-pillar, passengers entering the vehicle are given an expansive welcome into the full sweep of the interior. Thanks to a 3.40-metre wheelbase and a vehicle width of 2.01metres, the car boasts a sizeable footprint. Ample glass surfaces enhance the airy, spacious feeling. At the moment occupants embark, the Red Carpet Light projected onto the ground next to the car already sets the scene for a special experience on board. Inside, four individual seats in two rows offer luxurious, first-class comfort. They turn outward to greet the occupants as they enter. Passengers conversing in the interior can swivel their seats to face each other². Notably the rear seats are generously proportioned and feature a wide range of adjustment options. In Relax and Entertain modes, choosing to recline the backrest by up to 60 degrees simultaneously raises the leg rests. With their integrated armrests, the side bolsters hug the body securely. For even greater privacy, each seat’s head area can be screened off from the neighbour’s view with a blind mounted behind the headrest. What’s more, each seat has its own sound zone with speakers in the headrest area. On top of that, individual monitors are integrated into the front seat backrests. A special feature is the transparent OLED screen that can be released vertically from the roof area into the space between the front and rear seat rows, letting occupants share use of the infotainment system. In this position, the screen stretches across the full width of the interior, allowing occupants in the rear seats to either participate jointly in a video conference, enjoy a movie together or use it separately in split-screen mode. When the Cinema Screen is not in use, its transparent design ensures an unobstructed view through to the front. #WikiCar #AusiUrbansphere #UrbanSphereConcept

What is One-Pedal Driving in the Ford® Mustang Mach-E? One-Pedal Driving Mode* lets you control your Mustang Mach-E's speed using just your accelerator pedal. One pedal driving allows the vehicle to slow down or stop when you release the pedal. This helps provide a solution to switching between pedals in situations like stop-and-go traffic. You can even ease the vehicle to a stop without touching the brake in certain situations. Of course, the brake pedal is still the best way to hold the vehicle in place at a complete stop. How to Activate One-Pedal Driving on the Ford Mustang Mach-E To activate One-Pedal Driving, follow these steps: Touch the Mustang Mach-E icon in the upper-left corner of your touchscreen. From the DRIVE MODE screen, slide the button to turn it on. Use the brake to come to a complete stop if the vehicle does not slow down soon enough. Keep in mind that until you turn them off, Drive Modes and One-Pedal Driving will remain on each time you start the vehicle. #WikiCar #FordOnePedalDriving

Overview The 2022 Porsche Taycan sedan isn't the perfect electric vehicle, but its combination of driving verve and performance stamina make it the most engaging one. It's also on our 2022 Editors' Choice list. With a striking appearance as well as a highly customizable and high-tech interior, Porsche's electrified four-door lives up to its premium pricing. The Taycan also does a remarkable job of reminding its pilot that they're driving a Porsche thanks to its lively steering, stoic composure, and refined ride. Stomping the accelerator is like firing a missile, except it can be done repeatedly. While its brakes are great at corralling that quickness, they lack the regenerative properties of traditional EVs and the pedal has a passive feel. There will always be comparisons to the Tesla Model S, especially with the Porsche's comparatively short estimated range, but the 2022 Taycan is unquestionably the more thrilling alternative. What's New for 2022? For 2022, Porsche makes some tweaks to the Taycan family. Joining the lineup is a new 590-hp GTS model that sports trim-specific details inside and out and inherits performance equipment from the top-of-the-line Taycan Turbo S. The GTS also boasts unique chassis tuning and powertrain calibration for a distinct driving personality. The infotainment system adds enhanced voice commands, an improved operating system, and Android Auto finally joins Apple CarPlay. The Taycan can also now be parked remotely via a smartphone, meaning no one actually needs to be behind the wheel. The paint palette expands, too, courtesy of Porsche's "Paint to Sample" program that allows customers to select personal colors, including those from classic '90s models. The '22 Taycan also benefits from better thermal management and charging functions, which Porsche says aim to reduce charging times. Pricing and Which One to Buy Base $84,050 4S $105,150 GTS $132,750 Turbo $152,250 Turbo S $186,350 While the Taycan Turbo and Turbo S offer performance that's on par with supercars, we'd recommend the more affordable all-wheel drive Taycan 4S. The 4S comes with a 522-hp powertrain, 19-inch wheels, an adaptive air suspension, a partial leather interior, and keyless entry. To keep the cost in check, we'd skip all of Porsche's many personalization options, but we would upgrade to the Performance Battery Plus, which increases the size of the pack and ups the combined horsepower rating to 562. The Performance package is also a must as it makes the Taycan more entertaining to drive: The rear-axle steering and torque vectoring improve agility, the Sport Plus drive mode optimizes performance, and the active anti-roll bars aid stability. We'd also recommend taking advantage of the Porsche Experience Center. EV Motor, Power, and Performance Most Taycan models feature dual electric motors, with one powering the front wheels and the other powering the rears. They produce separate outputs that vary by trim level. The 4S generates 522 horsepower with the smaller battery and 562 horses with the bigger one. The latter comes standard on the top models, the 670-hp Turbo and the 750-hp Turbo S. The base model makes between 402 and 469 hp, depending on the battery size, but it's rear-wheel-drive only. All Taycan models also have an innovative two-speed transmission that provides a thrilling shift during hard acceleration. We've driven the Taycan 4S and were impressed by its prompt acceleration (hitting 60 mph in 3.4 seconds) as well as its point-and-shoot handling. However, we wish it had a more responsive brake pedal, especially since Porsche chose to forgo one-pedal driving. Those with a serious need for speed will be blown away by the Turbo S's rocket-ship takeoffs. The version we tested hit 60 mph in just 2.4 ticks and cleared the quarter-mile in 10.5 seconds at 130 mph. A Model S Performance with Cheetah mode matched that blast to 60 mph. This ferocious acceleration, along with the car's low-slung driving position and precise steering, is what makes the Porsche special among electric vehicles. And it's comfortable too. Even rolling on 21-inch wheels with narrow sidewalls, another Taycan Turbo S we drove never felt stiff or harsh. Range, Charging, and Battery Life The Taycan's driving range is unremarkable compared with that of the Tesla Model S, which can crest 400 miles on a charge. The Porsche's ratings range between 199 and 227 miles, depending on the battery size and electric motors. Every model features an 800-volt architecture that allows a peak charging rate of 270 kilowatts. Models with the larger battery—Porsche labels this pack 93.4 kWh, but only 83.7 kWh are useable—can be charged from 5 to 80 percent in a claimed 23 minutes. #WikiCar #2022PorscheTaycan #PurscheTaycan

Emotional intelligence Visually impressive, radically easy to operate and extremely eager to learn: the MBUX Hyperscreen is one of the highlights in the EQS. It represents the emotional intelligence of the all-electric upper-class model: the large, curved screen unit stretches almost the entire width from the left to the right A-pillar. In addition to its sheer size, the high-quality, detail-loving design also provides a “wow” effect. This aesthetic high-tech look is the emotional dimension of the MBUX Hyperscreen. Added to this is artificial intelligence (AI): with software capable of learning, the display and operating concept adapts completely to its user and makes personalised suggestions for numerous infotainment, comfort and vehicle functions. Thanks to the so-called zero layer, the user does not have to scroll through submenus or give voice commands. The most important applications are always offered in a situational and contextual way at the top level in view. In this way, numerous operating steps are taken away from the EQS driver. And not only him: the MBUX Hyperscreen is also an attentive assistant for the passenger. He receives his own display and operating area. Digital/analogue design fusion MBUX (Mercedes-Benz User Experience) has radically simplified the operation of a Mercedes-Benz. Unveiled in 2018 in the current A-Class, there are now more than 1.8 million Mercedes-Benz passenger cars equipped with it on the roads worldwide. The Van division is also relying on MBUX. A few months ago, the second generation of this learn-capable system debuted in the new S-Class. The next big step now follows in the form of the new EQS and the optionally available MBUX Hyperscreen. The MBUX Hyperscreen is an example of digital/analogue design fusion: several displays appear to blend seamlessly, resulting in an impressive, curved screen band. Analogue air vents are integrated into this large digital surface to connect the digital and physical world. Integrated ambient lighting The MBUX Hyperscreen is surrounded by a continuous plastic front frame. Its visible part is painted in an elaborate three-layer process in “Silver Shadow”. This coating system achieves a particularly high-quality surface impression due to extremely thin intermediate layers. The integrated ambient lighting installed in the lower part of the MBUX Hyperscreen makes the display unit appear to float on the instrument panel. The passenger also has his own display and operating area, which makes travel more pleasant and entertaining. With up to seven profiles, it is possible to customise the content. However, the entertainment functions of the passenger display are only available during the journey within the framework of the country-specific legal regulations. If the passenger seat is not occupied, the screen becomes a digital decorative part. In this case, animated stars, i.e. the Mercedes-Benz Pattern, are displayed. #WikiCar #MBUXHyperscreen #EQSMBUX

Overview Although it has blue-collar roots dating back more than a half-century the 2022 Range Rover's high-end interior and first-class curb appeal are designed to attract wealthy, white-collar buyers. While its transformation has been decades in the making, this leather-lined limo has reached a point where it's nearly six-figure starting price seems an appropriate ask. The cabin features upscale finishes such as leather, wood, and thickly-piled carpeting. And there’s plenty of tech too. Buyers can choose either a turbocharged inline-six or a thundering 523-hp twin-turbo V-8 engine, but all models come standard with off-road-capable features, such as an all-wheel-drive system, a rear-wheel steering system, and an air suspension that can be raised for extra ground clearance. Few Range Rover owners would dare to venture too far from paved roads, but knowing you could if you wanted to is, in fact, a luxury. In an odd twist, this new generation of Range Rover, launched for the 2022 model year will sell alongside a 2022 model of the previous generation until inventory runs out. What's New for 2022? The all-new 2022 Range Rover—not to be confused with the outgoing model, which is also a 2022—is redesigned from the ground up with updated styling, new tech features, and luxury touches. A more luxurious and highly-customizable SV trim will join the lineup for the 2023 model year. The outgoing-generation Range Rover, which is also a 2022 model and on sale for the time being, receives few changes for 2022. The diesel V-6 and plug-in-hybrid P400e models have been discontinued from the new Range Rover lineup, leaving the turbocharged inline-six and the supercharged V-8 as the only powertrain options. Buyers can now also add a more robust cabin air-ionization system as well. Land Rover hasn't yet released a detailed list of the new Range Rover's standard and optional features, but we'd recommend opting for the mid-range Autobiography model, which will undoubtedly add several sought-after items that luxury buyers will appreciate. For example, the Autobiography comes standard with a 1600-watt Meridian stereo system featuring headrest-mounted speakers and active noise cancellation. The Range Rover will be offered in both a short- and long-wheelbase body style, and we suggest going for the latter since it creates room for a third row of seats and a more generous cargo area. When we find out more about how each of the Range Rover's trim levels will be equipped, we'll update this story with more details. Engine, Transmission, and Performance At launch, the new Range Rover will be available with either a 395-hp turbocharged inline-six with a 48-volt hybrid system or a new 523-hp twin-turbo 4.4-liter V-8 engine. The entry-level hybrid powertrain is available only on the base SE trim, but the V-8 is optional on the SE and standard on the Autobiography and First Edition models. Land Rover says a 434-hp plug-in hybrid option will join the lineup for 2023 and will offer up to 62 miles of electric-only driving; an all-electric model will be available starting in 2024 and a high-performance SV model is said to be in the cards, possibly with a more powerful version of the twin-turbo V-8. When we have a chance to test drive the new Range Rover, we'll update this story with driving impressions. Meanwhile, the outgoing Range Rover, which buyers may still find lurking on a few dealers’ lots, might be a relative bargain.

Overview Volkswagen's Tiguan is a European take on an American classic—the SUV. It offers more athletic handling than many of its rivals, and its cabin has a restrained vibe with plenty of trendy technology features, earning it a spot on our Editors' Choice list. While the Tiguan hasn't proved to be particularly quick at our test track, the turbocharged four-cylinder engine performs dutifully, sounds refined, and will pass muster with most buyers. Although the Tiguan is sold in global markets, U.S. dealerships only peddle the long-wheelbase model, which means a third row of seats is available for those who need it. That kind of cabin flexibility is something that rivals such as the Honda CR-V, the Mazda CX-5, and the Toyota RAV4 don't offer. What's New for 2022? Volkswagen has given its compact SUV a handsome styling refresh for 2022 to help it look at home alongside the restyled Atlas and new Atlas Cross Sport mid-size SUVs. New LED headlamps, revised grille and bumpers, and new wheel designs give the 2022 Tiguan a more modern appearance. The Tiguan's cabin receives updates as well, in the form of a new steering wheel with touch-sensitive controls. Heated seats and a digital gauge display are now standard across the lineup. All models except the base S also receive a new touch-sensitive climate control panel, adaptive cruise control, lane-keeping assist, and a semi-autonomous driving mode that VW calls Travel Assist. The Tiguan's third row of seats will remain an option. Expect the 2022 Tiguan to appear in VW showrooms by the end of 2021. Pricing and Which One to Buy S $27,685 SE $31,315 SE R-Line Black $34,145 SEL R-Line $38,515 Stepping up to the mid-range SE trim adds 18-inch wheels, a power-operated rear liftgate, lane-keeping assist, and the new semi-autonomous driving mode. A panoramic sunroof is a $1200 option on the SE and may be worth the upgrade for buyers who like to catch a few rays while driving. Engine, Transmission, and Performance Under the hood of every 2022 Tiguan is a turbocharged four-cylinder that makes 184 horsepower; front-wheel drive is standard but Volkswagen's 4Motion all-wheel-drive system is optional. This is a sporty, fun-to-drive SUV with a smooth, willing engine and a well-coordinated automatic transmission. Like most of its competitors it's far from fast, but it makes up for that with a taut ride, athletic handling, and responsive steering with a whisper of sportiness that recalls VW's well-respected GTI hot hatchback. The Tiguan's brake-pedal action is soft and it doesn't match up to the firm, progressive pedals we enjoy in other members of VW's family tree. At our test track, the Tiguan delivered a rather languid 9.1-second zero-to-60-mph time. On the road, the Tiguan doesn't feel as slow as its test results indicate, with enough low-end grunt to feel perky around town. Merging onto the highway may be the only time you'll wish the Tiguan had a bit more power. Fuel Economy and Real-World MPG The EPA estimates that the front-wheel drive model will be the most frugal, with ratings of 23 mpg city and 30 mpg highway. All-wheel drive drops those numbers by 1 mpg each and going with the SEL R-Line results in an additional 1 mpg penalty. When we get a chance to test the 2022 Tiguan on our 75-mph highway fuel economy test, we'll update this story with results. For more information about the Tiguan's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The Tiguan's interior is classically Volkswagen, which is to say that it is simple and functional but not particularly stylish. Others offer more legroom in the second row, but the Tiguan is one of the only vehicles in the class that can be had with seating for seven. The Tiguan comes standard with cloth seating and partial power adjustment for the front seats. Opting into more expensive versions can net full power adjustment for the driver, faux-leather seating, and a panoramic sunroof. With just 12 cubic feet of cargo space behind the available third row, the Tiguan simply can't be a hauling vehicle when the third row is in use. With the third row folded, the Tiguan's cargo measurements put it about in the middle of this class for raw space. With all the seats folded, we fit 19 of our carry-on boxes in the Tiguan, less than we stuffed inside key rivals including the CR-V #WikiCar #2022VolkswagenTiguan #VolkswagenTiguan

How Do I Use Ford Mustang Mach-E eLatch Doors? The "In" on How to Get In and Out One of the innovative new features on your Mustang Mach-E is electronically latched doors, called E-Latch. Opening them is a little different than doors on other vehicles. Here’s how it works: With your key fob on hand, or while using Phone As A Key*, the button will illuminate as you approach your vehicle. Simply push the button to activate E-Latch. Doing so will cause the door to unlatch and pop open slightly. A convenient latch just below the button is there to assist with opening the front door. Simply pull the handle to open it all the way. The Mustang Mach-E also knows when the driver leaves – automatically locking all the doors. To open the rear doors, press the button on the door. The door will unlatch and open slightly. Then, simply pull the door open the rest of the way using the grab pad on the inside of the door. Once any door is open, it will not close again until it has been opened all the way. So there’s no need to worry about pinched fingers. To exit the vehicle from inside, simply pull the lever on the armrest. The door will unlatch so you can swing it open the rest of the way with ease. A few more things to know: If you lose electrical power and need to enter the vehicle, there are two powerpoints behind an access panel located in the front of the vehicle just below the grille that allow you to attach jumper cables. With the cables connected, the front trunk will pop open, and you will have enough power to open the door. If you have a depleted battery or lose electrical power while inside the vehicle and are unable to use the E-Latch, just pull the lever on the armrest all the way, and the door will open. Your Mustang Mach-E should recognize your fob or Phone As A Key when you are about 10 feet away, and a white ring will illuminate on the door’s button. #WikiCar #FordELatch

The Long Beach street circuit is one of the most prestigious tracks on the NTT IndyCar Series calendar, and played host to a fantastic race that saw Josef Newgarden hold off Romain Grosjean and Alex Palou for his second consecutive win of the season. For five members of this rookie class, this was their first Grand Prix of Long Beach. It proved to be difficult for many, as half of the class did not finish the race while only one finished in the top fifteen. What issues plagued the young stars? Who managed to shine bright? We’re going to break it all down in this week’s IndyCar Series Rookie Report. Kirkwood once again showed his talent this weekend, and was the only rookie to finish inside the top fifteen. This was the best finish of his young career so far, and his first career top-ten finish in the NTT IndyCar Series. What’s most impressive about Kirkwood’s weekend is his consistency. In both practice sessions as well as the race, Kirkwood finished in tenth place. The only blemish being his twelfth-place qualifying performance, which wasn’t much of a blemish at all. Kirkwood became the first rookie to reach the second round of qualifying, beating out race-winning talent in Graham Rahal and Rinus Veekay in the first round of qualifying to advance. The Florida native was elated after the race, and shared how proud he was of the team’s work despite difficulties overtaking. “It’s a sweet ‘win’ for us because we’ve had a couple of finishes we didn’t want with the pace we had. Today we had the pace and we were able to show that,” Kirkwood said. “The restarts here are just so tough because you come out of the last corner and it’s a massive accordion effect. You can’t make passes happen into Turn One. It’s so tight between the walls to make the passes anywhere else. It’s just so difficult.” “We’re right there with the big dogs and we’re right there with the big teams. We were quick today and we showed that. All we did was go forward. It was solid points for the team. I’m super happy and everyone is smiling.”

Overview The Skoda Slavia 1.0 TSI, which we recently reviewed, is the mainstream engine variant of the range and is likely to account for around 80 percent of all Slavia sales, according to the company. And that’s not surprising, because the 150hp 1.5 TSI is well over Rs 2 lakh more for just a more powerful engine, so the reasons to buy it have to be compelling enough. So are they? For starters, the 1.5 TSI is the most powerful midsize sedan you can buy and, in essence, is the ‘RS’ version of the Slavia, though it isn’t badged an RS. In fact, there isn’t any visible difference between the 1.0 TSI and 1.5 TSI, not even a badge denoting the different engines or power outputs. Skoda says it will soon give the 1.5 TSI a TSI badge with the ‘I’ coloured red, but there’s no doubt the company has missed a trick by not differentiating the products at all to justify the huge price difference. A flashier set of alloys, a more prominent boot spoiler and even just some decals would go a long way in letting 1.5 TSI customers flaunt the fact that they have bought the hotter variant. Coming to the 1.5 TSI engine itself, we had an idea of what to expect after experiencing it in the Kushaq, and in the marginally lighter Slavia, it’s even more entertaining. The 1.5 TSI is essentially the 1.0TSI with an extra cylinder and extra power. This four-cylinder, direct-injection turbo-petrol is a state-of-the-art unit and features tech like cylinder deactivation for better fuel economy. Official test figures for the 1.5 TSI manual and automatic are 18.72kpl and 18.41kpl, respectively, but given how sensitive turbo-petrols are to driving style, a heavy foot could send those figures tumbling down in the real world. You’ll have to wait for our detailed road test for realistic on-road fuel efficiency figures. Skoda Slavia: 1.5 TSI Manual and Automatic Let’s start with the manual 1.5 TSI, which should be the enthusiast’s choice. The light clutch and slick, short throw gear shift allows you to exploit the 1.5 TSI engine’s 150hp and 250Nm of torque to the fullest and gives you a level of engagement only a manual can give. The 1.5 TSI manual is also the quickest of all the Slavia variants and, in fact, it’s quicker than every other midsizer with a sub-10 seconds 0-100 time, or 9.42 seconds to be precise. That’s noticeably quicker than the Slavia’s main rival, the Honda City, which in manual form hits 100kph in 10.02 seconds. Keep your right foot down and the Slavia 1.5 TSI keeps accelerating hard, leaving the City trailing behind. The Skoda sedan gets to 120kph in just 12seconds, a good three seconds faster than the City. The punchy mid-range and a strong top-end is the hallmark of the 1.5 TSI and unlike many turbocharged engines, this one loves to be revved all the way to its 6,600rpm redline. But even if you want to drive in a relaxed mode, the broad torque spread gives you the grunt to pull forward in any gear. The in-gear acceleration times put in perspective Slavia’s real-world performance which is in a different league. A 20-80kph time of 9.71s in third gear is a good four seconds quicker than the Honda City; and in the 40-100kph 4th gear slog, the Slavia is a scarcely believable seven seconds faster. On an open road, manual 1.5 TSI is a devastatingly effective overtaking tool, drop down to the right gear, floor the throttle and the Slavia lunges forward like no other midsizer. The 1.5 TSI is smooth for the most part but gets a bit boomy when you rev it hard and there’s a bit of resonance creeping into the cabin. In fact, the 1.0 TSI felt smoother than the 1.5 TSI at the redline! Skoda Slavia 1.5 TSI: Ride and handling There’s a noticeable difference between the handling of the 1.0 TSI and 1.5 TSI. While the 1.0 TSI is much lighter and nimbler, and hence responds a bit quicker to steering inputs, the 1.5 TSI is distinctly nose heavy in comparison and on an undulating surface, the front end bobs a bit. Like the 1.0 TSI, it’s very stable at high speeds and ride quality is simply outstanding. No surface seems to faze the Slavia, which, riding 179mm off the ground, doesn’t feel it has to stop down for anything except the law. The steering is on the lighter side, but in no way lacking in feel or accuracy and overall the Slavia 1.5 TSI has fantastic body control. #WikiCar #SkodaSlavia

Overview With the Polo and Vento now consigned to the history books, the Volkswagen Virtus has it on itself to repeat the success of those two models. And live up to the image these cars have helped create of Volkswagen being a maker of approachable enthusiast-oriented cars. In a larger sense, the Virtus is also a culmination of the Skoda-Volkswagen group's India 2.0 turn-around plan. The last act to what has been a fairly successful revamp of the firm in India, and completes the group's interesting strategy of trying to revitalize the stagnant sedan market in India. 2022 Volkswagen Virtus GT Driving Impressions, ARAI Mileage Like the Taigun, the biggest differentiator for this top-spec Volkswagen Virtus GT is the larger 1.5-litre turbo-petrol and the seven-speed DCT it pairs with. But, unlike its SUV and Skoda brethren, the Virtus doesn't get a manual option in GT form, although this could be added to the line-up later. We've now experienced all four iterations of the MQB-A0-IN architecture in the past year, so on the move, the Virtus throws up few surprises in the way it drives. This motor with its 150PS and 250 Nm is still a potent performer. Even with the gearbox's propensity to choose the highest possible gear in the D mode, the engine's accessible torque band ensures that progress in traffic is generally seamless. Shifts are largely smooth and well-timed, with much of the slow-speed stutters from earlier iterations of the VW's dual-clutch transmissions brought under check. 2022 Volkswagen Virtus GT Interiors, Features The Virtus GT's placement as the more enthusiast-focussed variant is well represented in the cabin. To begin with, the blocky angular dash layout with the squared-off AC vents is quite a change from the current industry trend of horizontal layers and floating screens. The use of gloss black and the glossy red inserts is tasteful and lends the cabin quite a striking look, without feeling too forced. This red theme continues with the ambient lighting and graphics in the digital instrumentation, which though well laid out, could do with fewer sub-menus for all the trip data. The steering wheel is in the new VW design and feels satisfying to hold with its tactile buttons and perforations. You sit quite high up for a sedan as the driver, but the high scuttle does counter that to mimic a more traditional sedan-like seating position. 2022 Volkswagen Virtus GT Styling, Dimensions For those of you choosing a sedan over an SUV, looks should hold more ground. And Volkswagen has played to this crowd well with the Virtus, especially in this GT form. The Virtus looks unmistakably like a Volkswagen with the wide rectangular LED headlamps, standard across the range, and the simple chrome-lined grille. There's some amount of aggressive here, with the beefed-up gloss-black bumpers with the large air dam and LED foglamps, which also help the Virtus edge out the Slavia as the longest sedan in this segment at 4,561mm. 2022 Volkswagen Virtus GT Safety There are no ADAS functions on offer but, equally importantly, the Volkswagen Virtus gives you a strong list of standard safety equipment. There are six airbags as standard in this GT trim while there is tyre pressure deflation warning, hill-hold, stability control and multi-collision brakes. The single rear camera could do with far better resolution though. 2022 Volkswagen Virtus GT Verdict, Expected Price The Volkswagen Virtus GT is convincing as an affordable performance sedan that is also easy to live with. We would have liked a more responsive tune for the gearbox and sharper steering, especially in this trim, but these concessions seem to have been made to widen the appeal of the car. But considering the striking looks and tasteful interior ambience, along with the potent engine with the fuel-saving tech it packs, the Virtus GT is easily the most driver-oriented car in its segment. A good second act to the Vento and Polo, especially if Volkswagen manages to tuck this version in under Rs 20 lakh.

This is the all-new Brabus 900 Crawler. Built to celebrate the Bottrop-based tuner’s 45th birthday, it’s a non-road legal desert racer made with a high-strength tubular frame chassis and bearing the face of a G Wagen. Weren’t expecting that today, were you? The Crawler (slightly creepy name) will be limited to just 15 cars built over the next three years, and each one will get a Mercedes-sourced twin-turbo V8 bored out to 4.5-litres and turned up to 888bhp and 922lb ft of torque. The wild Brabus-spec G Wagen body is crafted from exposed carbon fibre, and up on that separate roof section is a rear spoiler and a lightbar. Because everything needs a lightbar. There’s permanent four-wheel drive (of course) and a nine-speed auto gearbox, plus giant off-road tyres and portal axles front and rear for 53cm of ground clearance. Should help you clamber over all those obstacles in the um… desert. There’s a Brabus-developed suspension setup too with 160mm of spring travel and four-way adjustable shocks. Anyway, Brabus reckons that even with all of the off-road goodies, the two-tonne Crawler should manage the 0-62mph sprint in 3.4 seconds. No word on how quick it’ll go on sand, but we wouldn’t bet on it being much slower. Top speed is limited to 100mph to protect the tyres. The interior (if you can call it that) is made up of four racy-looking carbon fibre Recaros that are clad in a bright red Silvertex fabric that Brabus tends to use on its boats. There’s a Mercedes steering wheel and dial display in there too, as well as a GPS-based off-road nav system for proper desert rallying. Video from : @SupercarBlondie #WikiCar #Brabus 900bhp

What's New for 2023? The first mid-engine Corvette Z06 will begin production in the summer of 2022 and go on sale thereafter as a 2023 model. As is tradition, the Z06 is a more hardcore, track-focused version of the standard Vette, complete with bolder styling cues and serious performance attributes. Pricing and Which One to Buy Z06 $90,000 (est) Chevy hasn't officially revealed the new Corvette Z06's pricing yet, so we can only speculate on how much it'll cost. Its front-engine predecessor started at about $25,000 more than the base model, so we think it's safe to add that number to the starting price of the 2022 Corvette, which starts at around $62k. That means the 2023 Z06 will likely open at around $90,000 when it eventually goes on sale. Engine, Transmission, and Performance The new Corvette Z06 receives a special engine that should make it sound similar to the supercars it's trying to dethrone. Its naturally aspirated 5.5-liter V-8 features a flat-plane crank and revs to 8600 rpm. The engine produces 670 horsepower and has a Ferrari-like howl that'll send shivers down the spine of bystanders. The unconventional V-8 hooks up to an eight-speed dual-clutch automatic transmission and rear-wheel drive. A set of wider, stickier tires and more powerful brakes should help it corner harder and stop shorter than the regular Vette. Chevy also strengthens the structure and transforms the Z06's chassis to ensure its performance advantages are most obvious at the racetrack. To unlock its full potential, there's an optional Z07 package that adds aerodynamic elements, reduces weight, and further upgrades the brakes and tires. The car comes standard with 20-inch front and 21-inch rear forged aluminum wheels, but a set of lighter and stronger carbon-fiber rollers are optional. Interior, Comfort, and Cargo The Bow Tie brand went above and beyond to ensure that the mid-engine Corvette's interior could not be called boring. While the design certainly transcends what's found on every other Chevy model, the square steering wheel and wall of climate-control buttons on the center console are unusual elements, to say the least. Still, the cabin layout caters to the driver, and the list of standard and optional features is extensive. It includes a digital gauge cluster, a head-up display, heated and ventilated seats, and even wireless phone charging. Its track-worthiness is made more apparent inside with microsuede accents and more aggressively bolstered seats as well as two carbon-fiber-intensive interior packages. The Corvette's capacious rear trunk should continue to provide a spot for drivers to carry two sets of golf clubs. #WikiCar #2023ChevyCorvetteZ06 #ChevyCorvetteZ06

What's New for 2023? The first mid-engine Corvette Z06 will begin production in the summer of 2022 and go on sale thereafter as a 2023 model. As is tradition, the Z06 is a more hardcore, track-focused version of the standard Vette, complete with bolder styling cues and serious performance attributes. Pricing and Which One to Buy Z06 $90,000 (est) Chevy hasn't officially revealed the new Corvette Z06's pricing yet, so we can only speculate on how much it'll cost. Its front-engine predecessor started at about $25,000 more than the base model, so we think it's safe to add that number to the starting price of the 2022 Corvette, which starts at around $62k. That means the 2023 Z06 will likely open at around $90,000 when it eventually goes on sale. Engine, Transmission, and Performance The new Corvette Z06 receives a special engine that should make it sound similar to the supercars it's trying to dethrone. Its naturally aspirated 5.5-liter V-8 features a flat-plane crank and revs to 8600 rpm. The engine produces 670 horsepower and has a Ferrari-like howl that'll send shivers down the spine of bystanders. The unconventional V-8 hooks up to an eight-speed dual-clutch automatic transmission and rear-wheel drive. A set of wider, stickier tires and more powerful brakes should help it corner harder and stop shorter than the regular Vette. Chevy also strengthens the structure and transforms the Z06's chassis to ensure its performance advantages are most obvious at the racetrack. To unlock its full potential, there's an optional Z07 package that adds aerodynamic elements, reduces weight, and further upgrades the brakes and tires. The car comes standard with 20-inch front and 21-inch rear forged aluminum wheels, but a set of lighter and stronger carbon-fiber rollers are optional. Interior, Comfort, and Cargo The Bow Tie brand went above and beyond to ensure that the mid-engine Corvette's interior could not be called boring. While the design certainly transcends what's found on every other Chevy model, the square steering wheel and wall of climate-control buttons on the center console are unusual elements, to say the least. Still, the cabin layout caters to the driver, and the list of standard and optional features is extensive. It includes a digital gauge cluster, a head-up display, heated and ventilated seats, and even wireless phone charging. Its track-worthiness is made more apparent inside with microsuede accents and more aggressively bolstered seats as well as two carbon-fiber-intensive interior packages. The Corvette's capacious rear trunk should continue to provide a spot for drivers to carry two sets of golf clubs. #WikiCar #2023ChevyCorvetteZ06 #ChevyCorvetteZ06

Overview The 2022 Mercedes-Benz EQS sedan is the flagship of the brand's electrified future and one of the fanciest EVs ever. Its curvaceous body effortlessly slips through the air for maximum efficiency, and its palatial cabin boasts luxurious appointments and state-of-the-art features for the all-important wow factor. That's made most obvious by the optional glass-covered Hyperscreen dashboard. The sizable EV sedan is offered with a 329-hp, rear-drive powertrain (EQS450+) or a 516-hp, all-wheel-drive setup (EQS580 4Matic). Both utilize a large 107.8-kWh battery that's rated at up to 350 miles of range. While calling the 2022 EQS an electrifying luxury car is an easy pun, it's also entirely accurate. What's New for 2022? The all-new 2022 EQS is the first Mercedes to utilize a platform exclusively designed for EV models. It's also the first fully electric vehicle from the company's EQ subbrand to be offered to the U.S. market. It's expected to be followed by a fleet of new electrified models that include the squat EQA and boxy EQB subcompact crossovers as well as the EQE entry-luxury sedan. Pricing and Which One to Buy EQS450+ Premium $103,360 EQS450+ Exclusive $106,750 EQS450+ Pinnacle $109,560 EQS580 Premium $120,105 EQS580 Exclusive $123,560 EQS580 Pinnacle $126,360 The 2022 EQS is available in three different trim levels and two different powertrains, and we'd recommend the top Pinnacle trim in the rear-wheel drive EQS450+ guise. Going with the most luxurious trim level delivers niceties such as heated-and-ventilated front and rear seats, massage for the front seat passengers, four-zone automatic climate control, a head-up display, and more. While it only makes 329 horsepower, the entry-level powertrain is plenty punchy and we think most drivers won't miss the performance of the all-wheel-drive EQS580 model. Engine, Transmission, and Performance The EQS450+ features an electric motor mounted on its rear axle that generates 329 horsepower and 406 pound-feet of torque. The EQS580 4Matic has an electric motor on each axle, which translates to all-wheel drive and a total system output of 516 horsepower and 611 pound-feet of torque. Mercedes estimates the rear-drive variant will accelerate from zero to 60 mph in 5.5 seconds. Opting for the more powerful all-wheel-drive model is said to drop the zero-to-60-mph time to 4.1 seconds. Every EQS rides on an adaptive air suspension and rolls on rims that range in size between 19 and 21 inches. A Standard rear-axle-steering system can angle the rear wheels up to 4.5 degrees, and there's an optional upgrade that can turn them 10 degrees. This technology is intended to both make the 205.4-inch-long sedan easier to maneuver in tight spots and increase its stability at high speeds. Based on our time behind the wheel, the EQS exhibits a quiet cabin and silken ride quality.

Overview The 2022 Mercedes-Benz GLC300 is better suited for drivers who prefer to luxuriate rather than raise their heart rates. Those seeking a more adrenalized experience will appreciate the separately reviewed AMG GLC-classes, which offer between 385 and 503 horsepower. The GLC coupe also exists for extroverted types. Despite making a humble 255 horses, the regular GLC300 is remarkably quick. Less remarkable are its uninspired handling and mediocre highway fuel economy. The BMW X3 is much better in both regards, and other compact luxury crossovers such as the Volvo XC60 are more capacious. In typical Mercedes-Benz fashion, the GLC's interior blends magnificent materials and cutting-edge tech. While it's more practical than the brand's traditional C-class sedan, the 2022 GLC 300 is less engaging to drive. What's New for 2022? The 2022 GLC300 adds some newly standard features and fresh options. The former includes automatic high-beams, parking damage detection, USB ports for second-row passengers, and a USB-C adaptive cable. The Premium package now comes with passive hands-free entry, and the paint palette welcomes Starling Blue metallic. Pricing and Which One to Buy GLC300 $44,900 The biggest question when considering which 2022 GLC300 to buy is whether to stick with its standard rear-wheel-drive layout or opting for the $2000 4Matic all-wheel-drive system. Otherwise, the compact luxury ute has a host of desirable standard features. The only upgrades we'd recommend are the Leather Seating package, which swaps the faux-leather upholstery for the real deal, and the packages that include the ventilated front seats, a heated steering wheel, and the suite of driver assists. Engine, Transmission, and Performance A 255-hp turbocharged four-cylinder mated to a nine-speed automatic transmission is the GLC300's standard powertrain. Rear-wheel drive is the default setup but all-wheel drive—called 4Matic—is optional. The GLC300 4Matic we drove in Germany had mostly responsive acceleration and well-behaved transmission behavior. The GLC lacks the driving verve of the Porsche Macan and other sportier rivals—see the AMG-tuned versions for maximum engagement—but the GLC300 at least delivers a smooth and quiet ride. The all-wheel-drive version we tested also posted a brisk trip to 60 mph in just 5.4 seconds. Its all-season tires provided a respectable 0.87 g of cornering grip, and contributed to the compact ute's 172-foot stop from 70 mph. These results were close to the X3 xDrive30i that we compared it against, but in the end we gave the advantage to the better Bimmer. Fuel Economy and Real-World MPG The rear-drive GLC300 is rated at 22 mpg in the city and 29 mpg on the highway; the 4MATIC all-wheel-drive model sacrifices 1 mpg in both categories. We tested the GLC300 4Matic on our 75-mph fuel-economy route, which is part of our extensive testing regimen, where its 25-mpg result fell short of its highway rating. Compare that with four-cylinder competitors such as the X3 (31 mpg) and the Audi Q5 (28 mpg). For more information about the GLC's fuel economy, visit the EPA website. Interior, Comfort, and Cargo The GLC interior delivers attractive materials, wonderful build quality, and comfortable passenger accommodations. Mercedes also stocks the GLC with luxurious standard equipment that includes dual-zone climate control and power-adjustable front seats with heated cushions. The SUV also can be upgraded with leather surfaces, head-up display, heated rear seats, ventilated front seats, and more. Unfortunately, the GLC is less generous with its limited interior cubby storage and mediocre cargo capacity, which measures 19 cubic feet behind the rear seats and 57 cubes with the back seats folded. Each of those volumes are smaller than the X3, which offers 29 and 63 cubes, respectively. However, we fit eight carry-on suitcases behind the back seat of both. #WikiCar #MercedesBenzGLC #GLC300

Overview When it comes to off-road capability combined with luxury accommodations—and the status of an upper-crust image—there's no better option than a Range Rover. But if your budget is slightly less elastic, the 2023 Range Rover Sport is an alternative that's nearly as gratifying. Despite its smaller dimensions, the Sport has a similar silhouette to the more expensive Range Rover—but with an added dose of attitude. A trio of powertrains, including a hybrid inline-six, a plug-in hybrid inline-six, and a mega-power twin-turbo V-8 gives you a good variety of choices. The cabin is premium and fitted with desirable tech, including Land Rover's latest Pivi Pro infotainment system and driver-assistance features to help with both on- and off-road driving. All this prestige doesn't come cheap, though, and the Range Rover Sport's starting price is higher than other deluxe SUVs such as the BMW X5, Mercedes-Benz GLE-class, and Volvo XC90. But make no mistake, the Sport earns its place in the Range Rover lineup honestly and for several reasons, not the least of which is this: it looks like money. What's New for 2023? Like the larger Range Rover, the mid-size Range Rover Sport has received a full redesign that includes fresh styling, a revamped cabin, and cutting-edge tech. An all-electric Range Rover Sport EV will enter the market next year as a 2024 model. Pricing and Which One to Buy P360 SE $84,350 P400 SE Dynamic $91,350 P440e Autobiography $105,550 P530 First Edition $122,850 Land Rover hasn't released a full breakdown of the Range Rover Sport's standard and optional features yet, but we think the more powerful SE Dynamic will be the trim to go with. Its extra horsepower will undoubtedly give it a bit of a boost both around town and on the highway. When we find out more about the redesigned model's option packages we will update this story with details. Engine, Transmission, and Performance The entry-level engine is a turbocharged 3.0-liter inline-six that employs a 48-volt hybrid system and makes 355 horsepower in the P360 SE and 395 horsepower in the P400 SE Dynamic. A plug-in hybrid P440e setup is exclusive to the fancy Autobiography trim and pairs an electric motor to the inline-six for a combined 434 horsepower. The juiciest cut can be found in the P530 First Edition, which comes only with a twin-turbocharged 4.4-liter V-8 engine that pumps out a robust 523 horsepower. Land Rover estimates the V-8 will motivate the Range Rover Sport to 60 mph in just 4.3 seconds. All models come with an eight-speed automatic transmission, standard all-wheel drive, and an adjustable air suspension. The Range Rover Sport can also be had with an optional performance driving setup called Stormer Handling Pack, which adds rear-wheel steering and torque-vectoring systems. When we get a chance to test drive the new Range Rover Sport, we'll update this section with driving impressions. Range, Charging, and Battery Life The plug-in hybrid model will be the only Range Rover Sport with an all-electric driving range until next year when the EV model goes on sale. The plug-in sports a 31.8-kWh battery pack that Land Rover claims is good for a 48-mile electric driving range. Fuel Economy and Real-World MPG According to Land Rover, the P360 and P400 models will deliver 20 mpg city and 25 mpg highway, while the V-8–powered P530 carries fuel economy estimates of 15 mpg city and 20 mpg highway. When we get a chance, we'll take the Range Rover Sport on our 75-mph highway fuel economy test route and report its results here. For more information about the Range Rover Sport's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The interior design has taken a more minimalist approach this time around, with a reduction in the number of buttons and switches and a more streamlined appearance throughout the cabin. Buyers can choose from either textile or genuine leather upholstery in attractive two-tone designs. The dark-tinted chrome accents look particularly premium. Power-adjustable front seats are standard but a set of chairs with up to 22 ways of adjustability as well as massage, ventilation, and winged headrests is optional. An integrated air purification system is available and is said to reduce odors, bacteria, viruses, and allergens from the cabin. #WikiCar #2023RangeRoverSport #RangeRoverSport

STARTING AT $195,000 USD KEY FEATURES Rezvani Hercules 6x6™ is capable of conquering any terrain. A POWERFUL HEART At it’s heart is an available 1,300 horsepower 7.0L Supercharged V8 or a 500 horsepower 6.4L SRT V8. A 3.6L V6 is standard. OFF-ROAD PACKAGE Two unique off-road packages provide high ground clearance, top of the line 3.0 inch FOX off-road suspension, and equally capable tires allowing for unstoppable capabilities over any terrain. AUTO RETRACTING SIDE STEPS Completely disappear when doors are closed PURPOSE-BUILT SEATS Ergonomically designed seats with over 10 styles to choose from provide maximum comfort. ON DEMAND 6X6 6 wheel driver capability provides maximum traction and stability. HIGH-INTENSITY LED LIGHTING Elegantly integrated auxiliary lights turn night into day at the flip of a switch. ELECTRO-MAGNETIC PULSE PROTECTION Electro-Magnetic Pulses are radiated after a nuclear explosion and render electronic devices inoperable. EMP weapons are also used to disable electrical systems prior to a broader attack. THERMAL/NIGHT VISION SYSTEM Thermal night vision system from FLIR displays heat signatures as well as standard night vision.