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Overview Domestic automakers have a monopoly on the full-size pickup truck segment, but the 2022 Toyota Tundra appeals to a slightly different audience, particularly those loyal to Toyota. Most half-ton pickups have a sturdy, albeit antiquated, leaf-spring rear suspension. The Tundra features coil springs out back that make it ride and drive much better than most. Plus, it can still tow up to 12,000 pounds and comes standard with a suite of driver assists. Unlike its domestic rivals, the Tundra isn't available with a V-8. Gasp! The lone engine option is a twin-turbo V-6, but it's available with a hybrid system that's good for 437 horsepower and 583 pound-feet of torque. With a cabin that's considerably prettier than its predecessor and an infotainment system that offers a 14.0-inch touchscreen, there are numerous reasons the 2022 Tundra has the goods to take on the Americans. What's New for 2022? Toyota gives the Tundra a much-needed, total redesign after the previous generation went largely unchanged since its debut in 2007. Although it was refreshed for the 2014 model year, it struggled to steal sales from domestic half-ton rivals such as the Ford F-150, the Ram 1500, the Chevy Silverado 1500, and the GMC Sierra 1500. The new Tundra still isn't expected to outsell any of those alternatives, but its myriad improvements should make it much more competitive and desirable when it reaches dealerships this winter. A new top-of-the-line Capstone trim level features 22-inch wheels, flashy chrome, and a full suite of fancy features. Pricing and Which One to Buy SR $37,645 SR5 $43,150 Limited $49,245 Limited Hybrid $54,695 Platinum $59,385 1794 Edition $60,085 Platinum Hybrid $62,785 1794 Edition Hybrid $63,815 TRD Pro Hybrid $69,200 Capstone Hybrid $75,925 The 2022 Tundra has a higher starting price than its domestic rivals. However, the Toyota's entry-level SR trim has more desirable standard features, including a 379-hp twin-turbo V-6 and a coil-spring rear suspension. We think the one to get is the SR5 with the TRD Off-Road package that brings an electronically locking rear differential, unique wheels, upgraded suspension, and other additions. Engine, Transmission, and Performance The 2022 Tundra is the only full-size pickup truck that's not available with a V-8 engine. Instead, it's only offered with a twin-turbo V-6 and a 10-speed automatic transmission. This engine comes in three different potencies. On the base SR trim, the nonhybrid engine develops 348 horsepower and 405 pound-feet of torque. Otherwise, it makes 389 horses and 479 pound-feet. At our test track, our nonhybrid Limited test truck delivered a 6.1-second zero-to-60-mph time. The hybrid version features an electric motor integrated into the transmission, which allows pure electric driving at low speeds. The combination generates a combined 437 horses and 583 pound-feet and trimmed the zero-to-60-mph time to just 5.7 seconds. Also changed from its predecessor is the rear suspension, which previously utilized a leaf-spring setup. The Tundra now utilizes a more refined coil-spring rear suspension that improves its ride and handling characteristics. This was evident with the versions we've driven. Toyota continues to offer the popular TRD Off-Road and TRD Sport packages. The former includes an off-road suspension, skid plates, and unique wheels. The latter includes a lowered suspension and 20-inch wheels. Those seeking maximum off-road capabilities will want the TRD Pro, which features a lifted suspension and exclusive dampers as well as a special set of black 18-inch wheels mounted on all-terrain tires. Towing and Payload Capacity The Tundra is capable of towing up to 12,000 pounds, which is slightly lower than other full-size trucks. The F-150, for example, can pull up to 14,000 pounds. The Tundra also has a maximum payload capacity of 1940 pounds. Again, several other half-ton pickups can haul more weight in their cargo bed, with the Ford maxing out at 3250 pounds of payload. Fuel Economy and Real-World MPG With the nonhybrid powertrain, the two-wheel drive Tundra is rated for up to 18 mpg city and 24 mpg highway; all-wheel drive reduces those figures by 1 mpg each. The hybrid model is rated at up to 20 mpg city and 24 mpg highway. On our 75-mph highway route, which is part of our extensive testing regimen, the hybrid model delivered only 19 mpg. For more information about the Tundra's fuel-economy ratings, visit the EPA website. #WikiCar #2022Tundra #ToyotaTundra

Overview Based on the excellent G70 sports sedan, the 2022 Genesis GV70 compact-luxury SUV provides similar driving enjoyment with a higher seating position and extra cargo room. Engine choices will include a turbocharged 2.5-liter four-cylinder or a twin-turbocharged 3.5-liter V-6; all-wheel drive is standard and all GV70 models come with an eight-speed automatic transmission. It employs the usual Genesis model of pumping even base models full with luxury features, making the GV70 a value player in the crowded compact-luxury SUV market and earning it an Editors' Choice award. Save for a few ergonomic critiques, we found the GV70's cabin to be comfortable and well-made, although rear-seat passengers may wish you'd sprung for the larger and more spacious GV80 SUV. What's New for 2022? The GV70 is an all-new model for the Genesis brand. As Genesis's first entrant in the red hot compact luxury SUV segment, the GV70 faces heady competition from SUVs such as the BMW X3, the Mercedes-Benz GLC-class, and the Volvo XC60. Pricing and Which One to Buy 2.5T $42,595 2.5T Select $46,045 2.5T Advanced $50,195 2.5T Prestige $53,795 3.5T Sport $54,195 3.5T Sport Advance $58,645 3.5T Sport Prestige $63,545 The GV70 starts at an attractively low price, but we think upgrading to the Advance trim will be well worth the money. Doing so adds leather upholstery, interior ambient lighting, a heated steering wheel, and a host of driver-assistance features including a remote self-parking feature. Going with the Advance trim also includes niceties from the Select model as well, including 19-inch wheels, a panoramic sunroof, and a 16-speaker Lexicon stereo system. Both the turbo four and the twin-turbo V-6 engines deliver peppy performance, so choosing one will be a difficult task. Fuel Economy and Real-World MPG The most efficient GV70 model, according to the EPA, is the one with the turbocharged four-cylinder engine which earned ratings of 22 mpg city and 28 mpg highway. The twin-turbo V-6 earned ratings of 19 mpg city and 25 mpg highway. Once we have a GV70 into our office for testing, we'll see how it does over our 75-mph highway fuel-economy route. For more information about the GV70's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The GV70's cabin design is more daring than its larger sibling, the GV80, and the sweeping lines of the exterior carry into the interior for a cohesive look. Fine materials line the inside and nicely knurled glass shift knob looks and feels luxurious. A common complaint about the G70 sedan is its cramped rear seat, and the GV70 has more space to offer additional legroom to back-seat riders, but it's still not particularly roomy. Cargo capacity is more generous, but we'll have to wait to see how the GV70 will compare with chief rivals such as the Audi Q5, the X3, and the GLC-class in our real-world testing. #WikiCar #GenesisGV70 #2022GenesisGV70

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

The Ford E-Transit Custom is an electric version of the popular Transit Custom commercial van. The E-Transit Custom will start production sometime next year, but it likely won't be sold in America. It has an estimated range of 263 miles, but Ford hasn't revealed its battery capacity or charging times. OverView Europeans will soon be getting an electric version of the popular Ford Transit Custom commercial van. Predictably coined the E-Transit Custom, Ford has released limited details and several images of the upcoming EV, which like its gas-burning counterpart isn't expected to be sold in America. Photos show the E-Transit Custom painted in a snazzy blue color and wearing a distinctive grille surrounded by a striking light signature. Its face is more assertive than the bug-eyed design worn by its internal-combustion stablemate. The electrified version also has chiseled lines around its wheel arches and across its flanks. Just below the passenger-side headlight is a charging port, but Ford hasn't revealed the van's battery capacity or powertrain specs. Ford Pro, which is responsible for the company's commercial vehicles, did announce that the E-Transit Custom is expected to have a driving range of around 263 miles on a single charge—we assume this is on the WLTP standard. It'll also have DC fast-charging capability–because obviously–but maximum charging rates and estimated charging times are currently unknown. We're told more information will be released this fall, and Ford says the E-Transit Custom will start production in the second half of 2023 at its Otosan factory in Turkey. As with the full-size Ford E-Transit that's sold in the U.S., the smaller Custom model will have Pro Power Onboard, which is a built-in AC power source that's useful at work sites or wherever electricity is needed. Whatever the E-Transit Custom is used for, we're just bummed out it probably won't be coming to our shores, especially if the rest of its paint options are as rad as the '90s vibes given off by the one in these photos. #WikiCar #2022FordETransit #FordETransit

STARTG 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 REACTG SIDE STE Completely disappear when doors are closed PURPOSE-BUILT SEATS Ergonomically designed seats with over 10 styles to choose from provide maximum comfort. ON DEND 6X6 6 wheel driver capability provides maximum traction and stability. HIGH-TENSITY LED LIGHTG Elegantly integrated auxiliary lights turn night into day at the flip of a switch. ELECO-GNETIC 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. THERL/NIGHT VISION STEM Thermal night vision system from FLIR displays heat signatures as well as standard night vision.

Overview Turns out that the subcompact Hyundai Kona SUV is a fine basis for an electric vehicle, as the 2022 Kona Electric retains everything we like about its gas-powered counterpart. Instead of a four-cylinder engine, the Kona Electric is powered by a 201-hp electric motor, and its large battery pack is good for up to 258 miles per charge. That's key because an EV's range number is the most important factor in the revved-up electric vehicle marketplace. Chevrolet's new Bolt EUV carries a claimed 250-mile range while the Tesla Model Y is good for up to 326 miles per charge. On top of its competitive estimated driving range, the Kona Electric delivers perky acceleration, spry handling, and an unbeatable standard warranty and complimentary maintenance package, making it worthy of an Editors' Choice award. What's New for 2022? The Kona Electric receives a styling update for 2022 that includes new front and rear bumpers, new wheel designs, and a tweaked interior that now comes standard with a 10.3-inch digital gauge display. The top Ultimate trim has been eliminated in favor of simplifying the lineup to the base SEL and the luxury Limited models. Pricing and Which One to Buy SEL $35,245 Limited $43,745 We'd recommend the SEL trim with the optional Convenience package. Although the SEL comes fairly well equipped right out of the gate, the Convenience package adds several desirable features, including a sunroof, a wireless smartphone-charging pad, and heated front seats. EV Motor, Power, and Performance A 201-hp electric motor drives the front wheels (all-wheel drive isn't offered) and is powered by a 64.0-kWh battery pack. At our test track, the Kona Electric galloped from zero to 60 mph in 6.4 seconds, 0.2 second quicker than the regular Kona. As with the regular Kona, the electric version offers sprightly driving dynamics, which makes it fun to scamper along a twisty two-lane. It doesn't offer sports-car-level thrills, but for a subcompact SUV it's compelling to drive. It also cruises smoothly at highway speeds and feels substantial and planted thanks to the heavy battery mounted in the floor and its resulting low center of gravity. Range, Charging, and Battery Life Aggressive regenerative braking allows for true one-pedal driving and helps extend the driving range to a claimed 258 miles—one mile less than the Bolt EV. Pulling the paddles behind the steering wheel allows the driver to adjust the level of regen; we prefer the most aggressive setting. The Kona Electric can be charged on a 110-volt household outlet, but we wouldn't recommend that on a day-to-day basis; a 240-volt outlet is best for home charging, and the Kona Electric also can be charged at a DC fast-charging station. Fuel Economy and Real-World MPGe The Kona Electric has earned a combined rating of 120 MPGe from the EPA. In our real-world highway fuel-economy testing, though, we recorded just 86 MPGe and 160 miles of driving range. However, this test was conducted on a 2019 model in December in our home state of Michigan, where temperatures can frequently register below freezing in the winter. We also tested a Bolt EV in similarly frigid weather and it delivered 140 miles of driving range—far below its EPA-rated number of 238 miles. For more information about the Kona Electric's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The Kona Electric's cabin is much the same as the one found inside its gas-powered counterpart: It's made from quality materials, is comfortable, and rich with features. The rear seat and cargo area are tight, even by subcompact-crossover standards, but since the Kona was designed from the outset to accommodate a battery pack, there's no less room inside the Electric than the standard model. The cargo area is identical to the regular Kona, too; we fit five carry-on suitcases inside with the rear seats in place and a total of 15 with the seats folded. #WikiCar #2022HyundaiKona #HyundaiKona

Overview Like the mid-size Mercedes SUVs that came before, the 2022 GLE-class delivers the latest tech, a spacious interior, and more off-road capability than most owners will dare to explore. Most models come with two rows of seats, both of which are comfortable and luxurious. An optional third row is available, but it's really good only for kids. A wall of screens dominates the GLE's dashboard and provides a fully digital gauge display and an expansive look at the car's infotainment all in one panel. A turbocharged four-cylinder serves as the base powertrain, but a turbo inline-six and a twin-turbo V-8 are also offered (although the V-8 will be offered in a limited supply this year). For those seeking to venture far from paved roads and civilization, the GLE can be had with an adjustable air suspension that can provide additional ground clearance and can also help rock the SUV free from deep sand or mud. What's New for 2022? The GLE-class receives few changes this year, but automatic high-beam headlamps are now standard, and buyers can choose new two-tone Espresso Brown-and-black or white-and-black leather upholstery schemes. Pricing and Which One to Buy GLE350 $57,200 GLE450 $65,000 GLE580 $81,200 After driving two of the three available powertrains, we'd suggest sticking with the entry-level turbocharged four-cylinder GLE350 model. Despite the fact that it's the lowest-powered option, it moves the GLE-class along with enough authority to satisfy most drivers, and it returned the best fuel economy in our testing. Since we're saving our hard-earned dollars by going with the base model, we'd allow ourselves to splurge on the Premium package (Burmester audio system, 360-degree camera, and a 115-volt household-style power outlet) and the Warmth and Comfort package (heated front armrests and upper door panels). We'd also add heated seats in the second row and four-zone automatic climate control, both of which are standalone options. Engine, Transmission, and Performance Models wearing the GLE350 badge are powered by a 255-hp turbocharged four-cylinder engine with either rear- or all-wheel drive (4Matic in Mercedes parlance) and a nine-speed automatic transmission. Stepping up to the GLE450 brings standard all-wheel drive and a 362-hp hybrid powertrain that consists of a turbocharged inline-six and a novel 48-volt electrical system. The 2020 GLE350 required 6.6 seconds to reach 60 mph at our test track, and the six-cylinder GLE450 managed a 5.3-second time. While the souped-up Mercedes-AMG GLE53 (reviewed separately) brings even more heat, the 2020 Mercedes-Benz GLE580 represents the most powerful and expensive non-AMG model. The 48-volt system combines with a twin-turbo 4.0-liter V-8 to make up to 504 horsepower. Every GLE-class can be outfitted with a cutting-edge air-suspension system that can lean into corners and even wiggle itself loose if the driver gets it stuck in sand or mud. The standard setup is traditional steel springs and anti-roll bars. Fuel Economy and Real-World MPG Surprisingly, it's the six-cylinder GLE450 that earns the highest fuel-economy estimates from the EPA at 21 mpg city, 26 mg highway, and 23 mpg combined. The four-cylinder GLE350 earns ratings of 19/26/22 mpg city/highway/combined, while the GLE580 burns gas at a faster rate and earns ratings of 17/22/19 mpg. On our 75-mph highway fuel-economy test route, an all-wheel-drive GLE350 4Matic returned 25 mpg and the GLE450 4Matic delivered 23 mpg. The GLE450 goes head to head with the six-cylinder X5 xDrive40i, but the BMW wins in our fuel-economy testing with its 28-mpg result. For more information about the GLE-class's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo Fine materials such as genuine leather, wood, and metal impart a sense of true luxury, but they also add a pretty penny to the bottom line. Not only can the front seats be heated, but the armrests and center-console lid can, too, quickly taking the chill out of a frigid winter morning. The spacious interior can now be outfitted with an optional third row of seats—which is a tad snug for adults—and features modern Mercedes technology found in the company's latest luxury sedans. With the optional third row of seats stowed, we fit 11 carry-on suitcases in the cargo hold. With all seats folded to their flat positions, the GLE-class offers room for up to 26 carry-ons. The rival X5 matches the Mercedes in both metrics, but other competitors such as the more coupelike Audi Q8 held far fewer.

Overview Maserati isn't known for blending in, and its 2022 Quattroporte brings a brashness to the full-size luxury sedan segment that certainly stands out. Rival sedans such as the Audi A8, the BMW 7-series, and the Mercedes-Benz S-class offer more comfort and convenience features, but the Maserati brings the heat with a trio of turbocharged powertrains designed to woo enthusiast drivers. A 345-hp V-6 is standard, but a 424-hp version of that engine delivers more fun and the top-spec Trofeo comes with a thundering 580-hp V-8. Buyers will find several options to make the Quattroporte their own, including myriad interior trimmings and appearance packages. While it's not as spacious or as comprehensively equipped as the mainstays in this segment, the Quattroporte still offers an upscale experience with a unique, performance-oriented bent. What's New for 2022? A simplified three-trim lineup for the Quattroporte has emerged for 2022, comprising the luxury-oriented GT, the sporty Modena, and the high-performance Trofeo. The base powertrain in the GT model is a 345-hp twin-turbo V-6, but the Modena continues to offer the familiar 424-hp version of that engine that was the entry-level offering last year. The Quattroporte also has had a drop in price for 2022, with the GT starting at just under $98,000. Adaptive cruise control is now standard. Pricing and Which One to Buy GT $97,995 Modena $107,795 Trofeo $148,895 Engine, Transmission, and Performance Two twin-turbo engines are available—a 3.0-liter V-6 and a 3.8-liter V-8—and both sing lovely operatic tunes when hustled. Neither one will have buyers wishing for more passing power. The GT is powered by a 345-hp version of the V-6, while going for the Modena boosts that engine's power to 424 horses. An eight-speed automatic and rear-wheel drive are standard; all-wheel drive is optional, but only on the Modena trim. The Trofeo model comes exclusively with a 580-hp twin-turbo 3.8-liter V-8 engine that we'd love to test-drive. We last tested a V-8 Quattroporte back in 2014, and that test car blasted to 60 mph in 4.2 seconds. We expect the Trofeo model will be even quicker. The Quattroporte rewards enthusiast drivers with a firm suspension, agile handling, and well-weighted steering that's both direct and communicative. The Q4 all-wheel-drive system, however, should only be on your radar if significant annual snowfall also is. Its retrograde calibration makes for significant drag and binding, as well as a decidedly nonluxury experience in nonhazardous conditions. Fuel Economy and Real-World MPG Neither of the Quattroporte's available powertrains are particularly fuel efficient, but the rear-wheel-drive model with the twin-turbo V-6 is the most economical choice. Its EPA fuel-economy estimates are 17 mpg city, 24 mpg highway, and 19 mpg combined. Going with the all-wheel-drive setup reduces each of those numbers by 1 mpg, while the V-8–powered Trofeo model's estimates are 2 mpg lower across the board. We haven't had the chance to put a Quattroporte model through our 200-mile highway fuel-economy test, so we can't be sure that these EPA ratings will hold up in the real world. For more information about the Quattroporte's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo Soft leather, Ermenegildo Zegna silk, real carbon fiber, genuine wood, and nicely finished metal accents look and feel fantastic, but in the 2022 Quattroporte's cabin, they're mingled with cheaper plastic bits and switchgear lifted straight out of the Chrysler parts catalog (Maserati is owned by Chrysler's parent company, Stellantis). This Italian sedan is priced against the German mainstay luxury brands' flagships, but the Quattroporte's interior is more snug than what you'd find in those full-sizers; it's closer to mid-size offerings such as the Audi A6, BMW 5-series, and Mercedes-Benz E-class. The Executive Rear Seats package includes reclining chairs in the back, but that configuration seems like a move intended only for spec-sheet parity with the Germans. With average-size adults front and rear, there's insufficient room for reclining. But the package does include heating and ventilation for the rear seats as well as another set of climate controls and a fixed center console creating a DMZ for elbow contact. The trunk, too, could be roomier, considering that those who can afford the Quattroporte's starting price aren't likely to pack light. #WikiCar #QuattroporteTrofeo #ArtOfFast

Overview Maserati isn't known for blending in, and its 2022 Quattroporte brings a brashness to the full-size luxury sedan segment that certainly stands out. Rival sedans such as the Audi A8, the BMW 7-series, and the Mercedes-Benz S-class offer more comfort and convenience features, but the Maserati brings the heat with a trio of turbocharged powertrains designed to woo enthusiast drivers. A 345-hp V-6 is standard, but a 424-hp version of that engine delivers more fun and the top-spec Trofeo comes with a thundering 580-hp V-8. Buyers will find several options to make the Quattroporte their own, including myriad interior trimmings and appearance packages. While it's not as spacious or as comprehensively equipped as the mainstays in this segment, the Quattroporte still offers an upscale experience with a unique, performance-oriented bent. What's New for 2022? A simplified three-trim lineup for the Quattroporte has emerged for 2022, comprising the luxury-oriented GT, the sporty Modena, and the high-performance Trofeo. The base powertrain in the GT model is a 345-hp twin-turbo V-6, but the Modena continues to offer the familiar 424-hp version of that engine that was the entry-level offering last year. The Quattroporte also has had a drop in price for 2022, with the GT starting at just under $98,000. Adaptive cruise control is now standard. Pricing and Which One to Buy GT $97,995 Modena $107,795 Trofeo $148,895 Engine, Transmission, and Performance Two twin-turbo engines are available—a 3.0-liter V-6 and a 3.8-liter V-8—and both sing lovely operatic tunes when hustled. Neither one will have buyers wishing for more passing power. The GT is powered by a 345-hp version of the V-6, while going for the Modena boosts that engine's power to 424 horses. An eight-speed automatic and rear-wheel drive are standard; all-wheel drive is optional, but only on the Modena trim. The Trofeo model comes exclusively with a 580-hp twin-turbo 3.8-liter V-8 engine that we'd love to test-drive. We last tested a V-8 Quattroporte back in 2014, and that test car blasted to 60 mph in 4.2 seconds. We expect the Trofeo model will be even quicker. The Quattroporte rewards enthusiast drivers with a firm suspension, agile handling, and well-weighted steering that's both direct and communicative. The Q4 all-wheel-drive system, however, should only be on your radar if significant annual snowfall also is. Its retrograde calibration makes for significant drag and binding, as well as a decidedly nonluxury experience in nonhazardous conditions. Fuel Economy and Real-World MPG Neither of the Quattroporte's available powertrains are particularly fuel efficient, but the rear-wheel-drive model with the twin-turbo V-6 is the most economical choice. Its EPA fuel-economy estimates are 17 mpg city, 24 mpg highway, and 19 mpg combined. Going with the all-wheel-drive setup reduces each of those numbers by 1 mpg, while the V-8–powered Trofeo model's estimates are 2 mpg lower across the board. We haven't had the chance to put a Quattroporte model through our 200-mile highway fuel-economy test, so we can't be sure that these EPA ratings will hold up in the real world. For more information about the Quattroporte's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo Soft leather, Ermenegildo Zegna silk, real carbon fiber, genuine wood, and nicely finished metal accents look and feel fantastic, but in the 2022 Quattroporte's cabin, they're mingled with cheaper plastic bits and switchgear lifted straight out of the Chrysler parts catalog (Maserati is owned by Chrysler's parent company, Stellantis). This Italian sedan is priced against the German mainstay luxury brands' flagships, but the Quattroporte's interior is more snug than what you'd find in those full-sizers; it's closer to mid-size offerings such as the Audi A6, BMW 5-series, and Mercedes-Benz E-class. The Executive Rear Seats package includes reclining chairs in the back, but that configuration seems like a move intended only for spec-sheet parity with the Germans. With average-size adults front and rear, there's insufficient room for reclining. But the package does include heating and ventilation for the rear seats as well as another set of climate controls and a fixed center console creating a DMZ for elbow contact. The trunk, too, could be roomier, considering that those who can afford the Quattroporte's starting price aren't likely to pack light. #WikiCar #QuattroporteTrofeo #ArtOfFast

2023 Kia Sportage Vehicle Type: front-engine or front-engine and front-motor, front- or all-wheel-drive, 5-passenger, 4-door wagon PRICE Base: LX $27,245; LX Hybrid $28,545; EX $29,245; X-Line $32,045; EX Hybrid $32,245; SX $32,745; SX-Prestige $34,745; X-Pro $36,425; SX Prestige Hybrid $37,445; X-Pro Prestige $38,045 POWERTRAINS DOHC 16-valve 2.5-liter inline-4, 187 hp, 178 lb-ft; turbocharged and intercooled DOHC 16-valve 1.6-liter inline-4, 177 hp, 195 lb-ft + 2 AC motors, 17 and 59 hp, 32 and 195 lb-ft (combined output: 227 hp, 258 lb-ft; 1.5-kWh lithium-ion battery pack) Transmissions: 8-speed automatic, 6-speed automatic DIMENSIONS Wheelbase: 108.5 in Length: 183.5 in Width: 73.4 in Height: 65.4–66.9 in Passenger Volume: 104–109 ft3 Cargo Volume: 35–40 ft3 Curb Weight (C/D est): 3400–3900 lb PERFORMANCE (C/D EST) 60 mph: 8.0–8.8 sec 1/4-Mile: 15.9–16.8 sec Top Speed: 130 mph EPA FUEL ECONOMY Combined/City/Highway: 25–43/23–42/28–44 mpg #WikiCar #KiaSportage #2023KiaSportage

Overview The masterminds at Mercedes's AMG tuning arm have been set loose on the next-generation C-class and the all-new 2023 C43 sports sedan is officially on its way. This time around, the C43 will make due with two fewer cylinders and one less liter of engine displacement—but not less power—as AMG is swapping the old model’s 385-hp, 3.0-liter twin-turbo V-6 for a new turbocharged 2.0-liter four-cylinder engine pumping out 402 horses. All manner of performance enhancing tech is available on the C43, including rear-wheel steering and adaptive dampers for the aggressively tuned suspension. The C43's interior is similar to the new Benz-branded C300’s except, instead of looking like it attended finishing school, it appears to have graduated from a racing academy. Carbon-fiber trim covers most of the dashboard and the rest is faux-leather with contrasting stitching. A large, portrait-oriented infotainment tablet is angled toward the driver and runs the latest MBUX interface, but the thing we're most looking forward to sampling is the C43's new heavily boosted four-cylinder, which uses turbocharger technology derived from Mercedes's F1 racing team and is similar to the one found in the SL43 convertible—a model that isn't sold in the United States. What's New for 2023? The C43 is completely redesigned for the 2023 model year. We expect to see it on-sale by the end of 2022. There's no word yet on an even more powerful C63 model. All we know is that it too will be powered by a version of the high-strung 2.0-liter turbo-four. Pricing and Which One to Buy Premium $60,000 (est) Exclusive $65,000 (est) Pinnacle $70,000 (est) Unfortunately, we don't expect to see coupe and convertible models of the C43 this time around. Fans of two-door cars may find the SL-class or the CLE-class worthy replacements, however. When we find out how much the C43 sedan will cost and which trims it will be offered in, we'll update this story with details. Engine, Transmission, and Performance While the outgoing model was motivated more than adequately by a 385-hp, 3.0-liter twin-turbo V-6, the 2023 C43 comes with a downsized turbocharged 2.0-liter inline-four. Not to worry: this new engine's power is anything but downsized, as it makes a healthy 402 horsepower and is assisted by a 48-volt hybrid system which can temporarily contribute up to 13 more ponies at lower rpm. (The hybrid assist doesn't add to the total power output, however.) The new engine's turbocharger setup is partially derived from the company’s F1 racing-engine tech. The turbocharger incorporates an auxiliary electric motor to spin up the compressor quicker, which in turn reduces turbo lag. A nine-speed automatic is standard—sorry to those who were hoping for a manual—and so is all-wheel drive, a rear-wheel steering system, and an adaptive dampers. Interior, Comfort, and Cargo Inside, the C43 mimics the Mercedes-Benz C300's cabin but gives it a sporty twist using racier materials such as optional carbon fiber trim. The C43 also comes with a sport steering wheel which features a flat bottom, a leather-and-suede wrap, and the AMG logo in the bottom spoke. Performance seats are available too, as is a panoramic sunroof, heated and ventilated seats, a heated steering wheel, four-zone automatic climate control, and noise-insulating window glass. #WikiCar #2023MercedesAMGC43 #AMGC43

Overview An entirely new generation of the 7-series, long BMW's flagship sedan and the brand's most luxurious and advanced product, has debuted for the 2023 model year. The formula doesn’t change much from the current car’s: powertrains include a turbocharged inline-six and a twin-turbo V-8, with a plug-in hybrid joining the lineup later. We’ve driven a thoroughly camouflaged prototype, and found that the 7-series veritably floats down the road. Its handling is a little more lithe than the 2022 car's thanks to some changes to the chassis and suspension, including a new rear-wheel steering system. Its driver-assistance tech provides a semi-autonomous driving mode for highway slogs but the car’s showstopping feature is an optional 31.3-inch rear entertainment display called Theater Screen that drops from the ceiling and streams TV and movies using the onboard Wi-Fi system. What's New for 2023? The 7-series has been completely redesigned for the 2023 model year and offers an even plusher cabin, more futuristic technology, and bolder exterior styling. Production is slated to begin this summer with deliveries starting in November 2022. Pricing and Which One to Buy 740i $94,295 760i xDrive $114,595 The 740i will run BMW’s sweetly silken inline-six and is offered only with rear-wheel drive. We expect most buyers will find this version more than suitable, but for those wanting all-wheel drive or extra horsepower, there’s the 760i xDrive, which comes with a twin-turbo V-8. If you plan to be chauffeured in your new 7-series, we'd recommend both the Executive Lounge package (power-adjustable reclining rear seats with massage, among other luxuries) and the cool 31.3-inch Theater Screen rear-seat entertainment system which can stream content via the car's on-board Wi-Fi hotspot. An all-electric variant called i7 will be based on the same body shell; we review that model separately. Engine, Transmission, and Performance A 375-hp turbocharged 3.0-liter inline-six is standard—models with this engine are designated 740i—and is assisted by a 48-volt hybrid system; rear-wheel drive is the only setup available on this model. BMW estimates that the 740i will run to 60 mph in just 5.0 seconds. The 760i xDrive is powered by a 536-hp twin-turbocharged 4.4-liter V-8 and comes standard with all-wheel drive; this engine also uses a 48-volt hybrid system, and BMW claims it will rip to 60 mph in 4.2 seconds. We were able to sample the eight-cylinder prototype model during a brief test-drive event in Germany and noted its silky operation as well as powerful acceleration. The new car comes standard with an air suspension, and BMW has incorporated a rear-wheel steering system and adaptive dampers into the chassis as well. As a result, the new car feels more agile than the outgoing model but remains more focused on comfort than athleticism. Fuel Economy and Real-World MPG Fuel economy estimates for the 2023 7-series lineup have not been published, but we expect small improvements over the outgoing model thanks to the electrical assist and subtle changes to the gas-fired engines. When we get a chance to test the 7-series for ourselves, we'll take it on our 75-mph highway fuel economy test route and report its results here. For more information about the 7-series's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo As the pinnacle of the BMW lineup, the 7-series brings a cornucopia of luxuries to its occupants. Rich-smelling leathers, stainless steel accents, and fancy glass and wood trim elements give the 7-series's interior a posh vibe; buyers can even choose a new cashmere upholstery option, should it suit their personal aesthetic. The deluxe interior now has the technology, style, and opulence to better challenge the Mercedes-Benz S-class. Passenger space is generous in both the front and rear, but the 7-series impresses most when equipped with the Executive Lounge package, which adds power-adjustable reclining rear seats with massage, a wireless smartphone charging pad for the rear seat area, and adjustable neck cushions on the headrests. The trunk is about as large as you'd expect for a full-size luxury car and a rear-seat pass-through offers the ability to haul longer items like skis. #WikiCar #BMWI7 #2023BMWI7

While automakers revealing futuristic EV concepts tend to prioritize promises of performance over range, Mercedes is reversing that equation with the Vision EQXX. The compact four-door has been unveiled as part of the CES technology show in Las Vegas—although the automaker participated virtually thanks to COVID concerns. The claimed power output is a relatively modest 201 horsepower, but the company promises that the car has been designed to be able to deliver more than 620 miles (1000 km) of real-world driving on a single charge. But that big claim has the typical concept-car squishiness to it, as it isn't comparable to the range figure of any other EV. It's not a number from the WLTP test cycle used in Europe nor is it a U.S. EPA range figure, but instead what Mercedes describes as the result of "digital simulations based in real-life traffic conditions." Whether it might beat the Lucid Air Dream's impressive 520-mile EPA rating is anyone's guess. The EQXX looks production viable—even having the door mirrors that the zanier future-looking concepts increasingly do without—but the car seems to be hinting at next-generation advances rather than offering a solid promise. This concept, the company says, will act as a "technology blueprint for series production." Mercedes has only released limited technical details, but it is clear that the EQXX is short and svelte by the brand's standards. There is no word on overall length, but confirmation of a 110.0-inch wheelbase suggests it will be a little longer than the A-class sedan, which has 107.4 inches between its axles and a shorter rear overhang. We don't have a width figure, but the head-on view makes it clear that the EQXX is also much narrower than an average Benz, and also that the rear track is two inches narrower than the front, with the ultra-slippery shape responsible for a claimed drag coefficient of just 0.17. 202 MPG? Aerodynamic considerations have clearly dictated much else of the EQXX's sleek form, especially the long, shallow angle of the falling roofline and the retro droop of the rear fenders, also the way the bodywork tucks in beneath the full-width lighting element at the back above an active, deployable diffuser that motors out at speed. The outline of the trunklid confirms that the Mercedes vision of the future is also a sedan rather than a hatchback or SUV, which is also pleasingly old-fashioned. The wind-cheating shape plays a large part in Mercedes's claimed powertrain efficiency, with the official release saying the car can travel six miles on just 1.0 kWh of electrical energy, a figure equivalent to a combustion car capable of 202 mpg (which is close to the efficiency that Mercedes describes as "the golden figure of one liter per 100 kilometers"). The comparison is complicated by the fact that, according to Mercedes, the EQXX's driveline is 95 percent efficient. That means only 5 percent of the energy put into the battery pack fails to make it to the road. Even the most efficient gasoline engines struggle to do better than 35 percent. This is why the EQXX can put up a big range number without a massive battery pack, Mercedes claiming that EQXX has slightly less than 100 kWh of usable capacity, about as much energy as three gallons of regular unleaded gas, but the car is able to turn much more of this into movement. The company is also very proud of the underfloor battery's compact size and relatively modest weight, which is 50 percent smaller and 30 percent lighter than the 107.8-kWh pack in the EQS. A 900-Volt Battery Pack The pack was developed jointly with AMG's High Performance Powertrains division in the U.K., which creates Mercedes F1 engines as well as the almost equally exotic powerplant for the long delayed (but nearly here) AMG One. This operates at a high 900 volts and uses what are described as high silicon anodes capable of holding more energy than lesser cells, with a compact design allowing the same housing to accommodate electronic control gear. The battery's total weight, 1091 pounds, is impressively light given the pack's capacity, with the car's claimed overall mass of 3858 pounds being only slightly higher than that of a standard-range Tesla Model 3. #WikiCar #VisionEQXX #EQXXConcept

OverView EyeSight Driver Assist Technology is the culmination of everything Subaru engineers know about safety, and Subaru has sold over 1 million EyeSight-equipped vehicles. Adding confidence to every trip, EyeSight monitors traffic movement, optimizes cruise control, and warns you if you sway outside your lane. The Pre-Collision Braking feature can even apply full braking force in emergency situations, helping you avoid or reduce frontal impacts. EyeSight has been found to reduce the rate of rear-end crashes with injuries by up to 85%. EyeSight Features The core of the EyeSight system is its set of dual color cameras. Intelligently and unobtrusively placed near the rearview mirror, they scan the road for unanticipated dangers. This advanced system provides extra awareness, safety, and added peace of mind every time you drive. Watch the videos below to see how each component of EyeSight works together to bring you a safer road ahead. #WikiCar #SubaruEyeSight #EyeSightDriverAssist

OverView Room for the whole family – with up to three child seats on the rear bench seat. Plenty of loading space for leisure and sports enthusiasts. Sliding doors provide quick boarding and disembarking and flexible loading options. Contemporary design, extensive range of safety equipment and versatile connectivity. "Life gets big": With the new T‑Class, Mercedes‑Benz is bringing comfort into the private small van segment whilst also offering an entry route into the world of the brand with the star to all those who need lots of space. This completely new model combines multifunctionality and a huge amount of space with a high-end level of equipment: Whether it be the standard MBUX infotainment system and electric parking brake, the optional 17-inch light-alloy wheels, KEYLESS-GO or ambient lighting, or even the ARTICO man-made leather/MICROCUT seat upholstery, the new T-Class boasts a versatile range of equipment highlights in its segment. A comprehensive range of standard safety equipment, including seven airbags and numerous driving assistance systems, makes it a state-of-the-art, reliable companion for families and active leisure enthusiasts. Prices start at under 30.000 euros[1] for the T 160 (combined fuel consumption in accordance with WLTP: 6,7 – 7,2 l/100 km, combined CO2 emissions: 153 - 162 g/km)[2] with 75 kW (102 hp) petrol engine, manual transmission and basic specification. “With the new T-Class we are extending our portfolio with a true premium small van that combines roominess and functionality with style and comfort like no other vehicle in this segment, says Mathias Geisen, Head of Mercedes‑Benz Vans. The T-Class is perfect for everyone who needs plenty of space – from active families to sports enthusiasts. With it, we are steadily pursuing our strategic course of growth in the premium segments.” The private small van segment has grown significantly in the last few years. The T‑Class has been developed specifically for families and leisure enthusiasts who need plenty of space for their everyday lives as well as for weekend trips or sports activities, but who also set great store by comfort and style. Multifunctionality elegantly packaged The new T‑Class is instantly recognizable as a member of the Mercedes‑Benz family. Its design is distinguished by balanced proportions and a sensual surface design with reduced lines. Muscular shoulders and striking wheel wells underline the vehicle's power and emotive appeal. The standard chrome-plated radiator grille and body-colored outside mirror housings, door handles and front bumper add premium-character touches. There are also door sill panels with Mercedes‑Benz lettering and optional 17‑inch light-alloy wheels. The elegant paint shade rubellite red metallic is also available for the T‑Class. The small van combines compact exterior dimensions with a huge amount of space. The five-seater T‑Class is 4498 millimetres long, 1859 millimetres wide and 1811 millimetres tall[3]. A long-wheelbase variant with up to seven seats will follow. Further benefits of the T-Class which make everyday life for families and active leisure enthusiasts easier and more comfortable: the low loading sill of just 561 milimetres makes it easier to load heavy objects. Wide-opening sliding doors on both sides of the vehicle allow comfortable access to the rear passenger compartment. This enables children to get in and out of the vehicle quickly and safely in narrow streets and parking spaces. It also provides a choice of loading from three sides, including the tailgate. The sliding doors provide an opening measuring 614 milimetres wide and 1059 milimeters high. The rear seat bench folds down as standard to create a virtually flat loading area with the luggage compartment floor. This allows the vehicle interior to be adapted as needed to the specific requirements of the day. The luggage compartment features a tailgate with heated rear window as standard. A two-section rear door is available as an alternative. Both sections of the door can be locked in the 90‑degree position and can be pivoted to the side at an angle of up to 180 degrees. New high-value appeal in the small van segment As far as the interior is concerned, Mercedes‑Benz is bringing a whole new high-value appeal to the small van segment. It is on par with that of the successful compact car family. Even the standard equipment specification includes the following: MBUX infotainment system with 7-inch touchscreen and smartphone integration, multifunction steering wheel with Touch Control buttons, air conditioning, KEYLESS Start, instrument cluster with 5.5‑inch color display, height-adjustable driver's seat, an enclosed glove compartment, a luggage compartment cover and pockets on the front seat backrests. Plus there is LED interior lighting and, depending on equipment specification, ambient lighting with up to eight colors (Style and Progressive Line). #WikiCar #MercedesBenzTClass #2022BenzTClass

Overview After sitting back and watching the rest of the luxury-subcompact SUV scene mature over the past few years, the Lexus NX is getting back in the game with a modernization of its own. The 2022 model is completely new and its styling is more streamlined than the outgoing generation's, featuring LED headlamps and a windshield with a more aggressive rake. Although the NX shares its chassis and powertrains with the Toyota RAV4, the Lexus more closely resembles the brand's small UX crossover, albeit taller and wider. Lexus offers the 2022 model with two different gasoline-powered engines and also two different hybrids, one of which is a plug-in. The freshly minted 2022 NX poses a bigger threat to rival small luxury-brand SUVs—namely the Audi Q3, the BMW X1, and the Mercedes-Benz GLA-class—than its predecessor did. What's New for 2022? Lexus has completely redesigned its subcompact SUV for the 2022 model year. It is scheduled to arrive in U.S. dealerships in fall, 2021. Pricing and Which One to Buy NX250 $39,025 NX350h $42,125 NX350 $42,625 NX350 F Sport $47,725 NX450h+ $56,725 NX450h+ F Sport $57,975 The redesigned NX kicks off with a starting price under $40,000, but that base model may be too spartan for some luxury shoppers. Selecting the mid-range NX350 brings a new 275-hp turbocharged 2.4-liter four-cylinder, which offers more performance. We'd suggest adding the Luxury package, which includes premium equipment such as the larger 14.0-inch infotainment display, quilted leather upholstery, cloud-connected navigation, upgraded interior ambient lighting, 20-inch wheels, four-way adjustable lumbar support for the driver, and adaptive headlamps. For buyers looking for a more menacing appearance and more performance upgrades, the NX350 F Sport is similarly priced and also available with the Luxury package. Engine, Transmission, and Performance Unlike the last-generation model, which was offered with either of two engines, the 2022 NX has four powertrain options. The base NX250 model comes with a 203-hp 2.5-liter four-cylinder while the NX350 is powered by a 275-hp turbocharged 2.4-liter; both come with an eight-speed automatic, but while the NX250 can be had with either front- or all-wheel drive, the NX350 has all-wheel drive standard. Two different hybrid options are on the menu, starting with the NX350h, which pairs two electric motors with the 2.5-liter four-cylinder for 239 horsepower. The more exciting option is the top-spec NX450h+, which borrows its 302-hp plug-in hybrid powertrain from the RAV4 Prime. Both hybrids come standard with all-wheel drive. Our first test drive was with a mid-range NX350 which snapped off a reasonably brisk 6.6-second zero-to-60-mph run. While it didn't blow us away with its handling prowess, we noted that the NX's ride was compliant and with enough prodding we were able to have a few back road thrills. The F Sport trim comes with an adaptive suspension system that firms up the ride and delivers a bit more poise, but even so, the NX isn't on the same footing as the X1 when attacking twisty tarmac. Fuel Economy and Real-World MPG There's no word yet from the EPA on the 2022 NX's fuel-economy ratings. Nor have we had the chance to test the redesigned SUV on our 75-mph highway fuel-economy test route. Lexus claims the plug-in NX450h+ will offer up to 36 miles of electric driving per charge, but the EPA has not weighed in on that estimate yet. When the new NX shows up to our office for testing, we'll update this story with results. For more information about the NX's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo Cabin design takes a big leap forward with the new NX, with a more modern look and classier materials. The outgoing model offered one of the more spacious cabins in the luxury-subcompact crossover segment, but the new model offers slightly more passenger room in the rear seat, although cargo space with the rear seats folded is slightly less generous than the outgoing model. Optional features include a panoramic sunroof, heated rear seats, an ambient interior lighting system with 64 different color choices, and black open-pore wood trim. #WikiCar #LexusNX #2022LexusNX

Overview The Toyota Aygo has served as a trusty first car for many Millennials. Since the model’s introduction in 2005 as Toyota’s entry-level model in Europe, alongside its former Peugeot 108 and Citroen C1 siblings, it’s forged a reputation as a no-frills, cheap, safe and reliable mode of transport perfect for those hitting the road for the first time. However, for the third-generation version of this city car stalwart, the Aygo – and its customer base, perhaps – has grown up. It’s now called the Aygo X (pronounced Cross) and uses the Yaris supermini’s underpinnings, courtesy of Toyota’s GA-B platform. Although the Aygo X is still officially a city car, it’s now 3.7 metres long, while ride height increases by 11mm as part of an SUV-inspired transformation, and the driver’s seating position is 55mm higher than before. The entirely new front end design is more imposing and SUV-like, with a taller nose flanked by LED headlights. Chunky black plastic cladding runs around the wheel arches, housing very un-city car-sized 18-inch wheels. The design is a little more evolutionary towards the rear of the car; it keeps the previous-generation model’s pop-out rear windows for the rear seat passengers, a bootlid made from a single pane of glass and similar vertical taillights. Even the Aygo badge is the same, save for the new ‘X’ suffix. The exterior redesign reflects what you’ll discover inside the car. The new Aygo X is wider than the old Aygo hatchback, with a 90mm-longer wheelbase, yielding greater room up front, with more space for the driver and front passenger. The dashboard has been totally refreshed, with a design centred around a new touchscreen; a seven-inch screen is standard in the entry-level Pure grade model, while the range-topping Exclusive, as driven here, gets a nine-inch unit with Navigation, Android Auto and Apple CarPlay. Extra space, dashboard redesign, steering wheel and infotainment aside, there’s still plenty that reminds you of Aygos of the past. Exposed metal in the body-colour lines the doors in place of interior trim, while there are no soft-touch plastics, to help keep costs down. The two rear seat occupants don’t benefit from the longer wheelbase because legroom back here is still very much at a premium, even with shorter adults up front. One area in which the Aygo X does grow, however, is in how it drives. The engine is familiar: it’s Toyota’s 1.0-litre three-cylinder petrol unit, developing just 71bhp and 93Nm. As before, progress is very slow, taking 14.9 seconds to hit 62mph, but it’s only overly thrummy if you really rev it hard. That aside, it’s a refined car when you eventually get it up to speed, and it cruises at motorway pace quite happily. In terms of fuel economy, we saw 40.1mpg. Model: Toyota Aygo X 1.0 VVT-i Exclusive Price: £17,715 Engine: 1.0-litre 3cyl petrol Power/torque: 71bhp/93Nm Transmission: Five-speed manual, front-wheel drive 0-62mph: 14.9 seconds Top speed: 98mph Fuel economy: 47.0mpg CO2: 114g/km On sale: Now #WikiCar #ToyotaAygoX #2022ToyotaAygo

Overview Subaru's successful formula with the 2021 Outback station wagon has been imitated by several of its rivals, but none of those copycats has managed to get as much traction. The slightly lifted suspension and ruggedized plastic lower body panels have both been found on other wagons. However, this one happens to be an Editors' Choice winner. The Outback's appeal lies in its adventure-ready appearance, standard all-wheel drive, and cargo-friendly cabin. Two four-cylinder engines are offered—a nonturbo 2.5-liter and a zestier turbocharged 2.4-liter. While the Outback's handling won't thrill a driving enthusiast, its ride is smooth and quiet, and its interior is roomy—a combination that should satisfy families and adventure seekers traveling to their next challenge. What's New for 2021? The Outback was redesigned from the ground up for the 2020 model year, so for 2021 Subaru has made only three minor changes: Adaptive headlamps, a rear-seat reminder system, and a passenger's seatbelt warning light and chime are now standard across the lineup. A Wilderness model is expected to debut soon which will add additional rugged styling details and extra ground clearance. Pricing and Which One to Buy Base $27,845 Premium $30,095 Limited $34,645 Onyx Edition XT $36,195 Wilderness $38,000 (est) Touring $40,995 We think the Premium model has the best complement of standard and optional features for the price. While it's only available with the standard 182-hp four-cylinder, upgrading to the turbocharged 260-hp engine costs at least $6000. We don't think the turbo's improved acceleration and 800 pounds of extra towing capacity are worth the money. Instead, the Outback Premium comes standard with an 11.6-inch touchscreen, a 4G LTE mobile hotspot, heated front seats, a power-adjustable driver's seat, more USB ports, and options that aren't offered on the base model. Among those, we'd opt for the more affordable package that adds blind-spot monitoring, a hands-free power liftgate, and passive entry with push-button start. Engine, Transmission, and Performance The Outback lineup features a pair of flat-four-cylinder engines: a 182-hp 2.5-liter is standard and a 260-hp turbocharged 2.4-liter is optional. Both mate to a continuously variable automatic transmission (CVT) that mimics an eight-speed gearbox to mitigate annoying engine drone. Of course, all Outbacks have standard all-wheel drive, which is a Subaru staple (except for the rear-drive BRZ sports coupe). The standard powertrain provides humble motivation, but the Outback we tested had unremarkable acceleration and lazy transmission behavior. While the turbocharged version was considerably quicker, it was plagued by the same recalcitrant transmission. Still, most Outback owners are more concerned with ride quality and limited off-road capability. With 8.7 inches of ground clearance and dependable all-wheel drive, the wagon is able to navigate inclement weather and even rutted roads. Likewise, its suspension provides a docile ride, and its steering is accurate and easy to manage on the highway. However, either version of the Outback lacks any athleticism, which might surprise WRX fans upgrading to the more practical wagon. The wagon's standard engine also can tow 2700 pounds, while the turbocharged version can pull 3500. Fuel Economy and Real-World MPG The EPA estimates the standard Outback will earn 26 mpg in the city and 33 on the highway. The turbocharged version sees a significant dip in efficiency, with ratings of 23 mpg city and 30 highway. In contrast, its Legacy counterpart has thriftier powertrains. Its base engine is expected to earn 27/35 mpg city/highway and the turbocharged option has estimates of 24/32 mpg city/highway. We tested an Outback with each of these engines on our 200-mile real-world highway-fuel-economy route, and they returned an identical 28 mpg. The sedan with the turbocharged four-cylinder got 34 mpg in that same test. Interior, Comfort, and Cargo The Outback shares much of its interior with the Legacy, and both have comfortable accommodations and quality materials. While Subaru's cabin design borders on boring, it's functional and has a high seating height. Aside from the base model, every Outback has dual-zone climate control, heated front seats, a power-adjustable driver's seat, and copious USB ports. More upscale features such as a heated steering wheel, ventilated front seats, a power-adjustable front-passenger seat, and heated rear seats are available on fancier trim levels. The Outback also has a spacious back seat that offers an extra 1.4 inches of legroom compared with the previous generation. Its rear cargo area provides 33 cubic feet of space; in our testing, it held 11 carry-on suitcases with the back seat up and 23 bags with it folded flat. The Legacy accepted eight and 22 suitcases, respectively, in the same tests. #WikiCar #SubaruOutback

Overview As you might have seen over the past year, Audi does not hold back when it comes to its concept cars. After the Skysphere and the Grandsphere concepts showcased last year, it is now time for the Audi Urban Sphere concept. The Ingolstadt-based brand is in fact third in a series of prototype cars with the suffix ’-sphere’ in its moniker. The Audi Urbansphere Concept has been designed keeping the current Chinese cities in mind, where space is a constraint. The idea is that the Urbansphere would be your little cocoon away from the outside world. Designed to be a space where you can unwind and relax, while your Urbansphere swiftly wafts you along to your destination in absolute comfort. However, Audi is confident that the principle is applicable to pretty much any congested metropolis across the world. What will the future shape of Audi's luxury sector look like? "It fundamentally challenges the class's conventional thinking," reads a side note for a city car that appears like it's far from easy to drive. Exterior Now, the name Urbansphere might have implied that this was going to be a small city car, however, the exterior dimensions are nothing short of enormous. When creating the Urbansphere, it appears that Audi didn’t really pay much attention to the dimensions. The EV is 5.51 meters long, 2.01 meters wide, and 1.78 meters tall. To give you some context, this all-electric van is longer than the A8 L Horch. Okay, so this is far from an urban runabout, but Audi has thrown in rear-wheel steering and Level 4 Autonomous driving tech to make life that bit easier. Enough about size and heft, lets’s talk exterior styling for a moment here because there’s a lot going on here. That one-piece element that forms the single frame upfront has a vast array of LEDs that can do so much more than just lighting. The entire surface essentially behaves like a canvas, hence the name - Audi Light Canvas. They can show you everything from the state of charge, acceleration, and braking. Interior Okay, now to the pièce de résistance of the Urbansphere: When you approach the vehicle, the doors open suicide-style, and what appears to be a virtual red carpet is projected onto the ground. Now that should make every ride an occasion, shouldn’t it? Also, inspired by Chinese umbrellas, hidden within those suicide doors lies a self-illuminating umbrella. Getting in and out should be a breeze as a footstep also automatically deploys while the seats swivel out at the same time. Once inside, and seated in one of the four futuristic armchairs, you’re greeted with what could very likely be the future of car interiors. Wood, wool, and synthetic textile fabrics are what make up the seat coverings (made out of ECONYL) a recycled polyamide, floors carpets of this well-lit air cabin, thanks again to that glass roof. Now Audi is paying a great deal of attention to the wellness aspect of people who ride in the Urbansphere. The car, for example, includes an integrated stress detection system. Performance The Urbansphere comes to life at the touch of a button. You can choose to manually operate the vehicle or summon the level 4-autonomous driving tech. If you enable this system, the pedals, and the steering will retract into the dash and the driver too can unwind, using one of the many displays in the cabin. We’ve also seen something similar on the BMW Mini Urbanout. Under the floor of the Urbansphere lies a 120 kWh battery pack and is based on the PPE (Premium Technology Electric) platform. The battery powers the front and rear axles’ electric motors that have a combined output of 368 horsepower. An 800-volt system with a maximum output of 270 kW can be used to put charge back into this battery pack. You should be able to replenish about 186 miles or 300 kilometers in 10 minutes. The 120 kWh battery can be charged from 5% to 80% in 25 minutes. The WLTP range is over 466 miles or 750 km. The adaptive air suspension is designed to isolate you from what’s happening underneath the vehicle, ideal for those riddled surfaces that you find in the heart of any city these days. #WikiCar #AudioUrbanSphere #UrbansphereConcept

Overview As you might have seen over the past year, Audi does not hold back when it comes to its concept cars. After the Skysphere and the Grandsphere concepts showcased last year, it is now time for the Audi Urban Sphere concept. The Ingolstadt-based brand is in fact third in a series of prototype cars with the suffix ’-sphere’ in its moniker. The Audi Urbansphere Concept has been designed keeping the current Chinese cities in mind, where space is a constraint. The idea is that the Urbansphere would be your little cocoon away from the outside world. Designed to be a space where you can unwind and relax, while your Urbansphere swiftly wafts you along to your destination in absolute comfort. However, Audi is confident that the principle is applicable to pretty much any congested metropolis across the world. What will the future shape of Audi's luxury sector look like? "It fundamentally challenges the class's conventional thinking," reads a side note for a city car that appears like it's far from easy to drive. Exterior Now, the name Urbansphere might have implied that this was going to be a small city car, however, the exterior dimensions are nothing short of enormous. When creating the Urbansphere, it appears that Audi didn’t really pay much attention to the dimensions. The EV is 5.51 meters long, 2.01 meters wide, and 1.78 meters tall. To give you some context, this all-electric van is longer than the A8 L Horch. Okay, so this is far from an urban runabout, but Audi has thrown in rear-wheel steering and Level 4 Autonomous driving tech to make life that bit easier. Enough about size and heft, lets’s talk exterior styling for a moment here because there’s a lot going on here. That one-piece element that forms the single frame upfront has a vast array of LEDs that can do so much more than just lighting. The entire surface essentially behaves like a canvas, hence the name - Audi Light Canvas. They can show you everything from the state of charge, acceleration, and braking. Interior Okay, now to the pièce de résistance of the Urbansphere: When you approach the vehicle, the doors open suicide-style, and what appears to be a virtual red carpet is projected onto the ground. Now that should make every ride an occasion, shouldn’t it? Also, inspired by Chinese umbrellas, hidden within those suicide doors lies a self-illuminating umbrella. Getting in and out should be a breeze as a footstep also automatically deploys while the seats swivel out at the same time. Once inside, and seated in one of the four futuristic armchairs, you’re greeted with what could very likely be the future of car interiors. Wood, wool, and synthetic textile fabrics are what make up the seat coverings (made out of ECONYL) a recycled polyamide, floors carpets of this well-lit air cabin, thanks again to that glass roof. Now Audi is paying a great deal of attention to the wellness aspect of people who ride in the Urbansphere. The car, for example, includes an integrated stress detection system. Performance The Urbansphere comes to life at the touch of a button. You can choose to manually operate the vehicle or summon the level 4-autonomous driving tech. If you enable this system, the pedals, and the steering will retract into the dash and the driver too can unwind, using one of the many displays in the cabin. We’ve also seen something similar on the BMW Mini Urbanout. Under the floor of the Urbansphere lies a 120 kWh battery pack and is based on the PPE (Premium Technology Electric) platform. The battery powers the front and rear axles’ electric motors that have a combined output of 368 horsepower. An 800-volt system with a maximum output of 270 kW can be used to put charge back into this battery pack. You should be able to replenish about 186 miles or 300 kilometers in 10 minutes. The 120 kWh battery can be charged from 5% to 80% in 25 minutes. The WLTP range is over 466 miles or 750 km. The adaptive air suspension is designed to isolate you from what’s happening underneath the vehicle, ideal for those riddled surfaces that you find in the heart of any city these days. #WikiCar #AudioUrbanSphere #UrbansphereConcept

Overview Nissan is expanding its line of electric vehicles with the 2023 Ariya SUV, which will go on sale in the U.S. in fall 2022. The Ariya will join the Leaf hatchback in the Nissan showroom and will offer up to 300 miles of driving range, which beats the Leaf's maximum of 226. The Ariya's design represents a shift from the current sharp, angular lines seen on many of Nissan's vehicles. The low, wide stance of the Ariya differentiates it from the Rogue and gives it a sportier look. Two different battery sizes will be offered—a 63.0-kWh battery is standard, and a larger 87.0-kWh pack is optional—as well as either front- or all-wheel drive. A host of driver-assistance features, infotainment tech, and convenience items will be included here, helping the 2022 Ariya compete with similarly sized EV crossovers, such as the Tesla Model Y and Hyundai Kona Electric. What's New for 2023? The Ariya is an all-new vehicle for Nissan. It features Nissan's new semi-autonomous driving system (ProPilot 2.0), which debuted on the Japanese-market Nissan Skyline sedan. The Ariya is said to deliver up to 300 miles of driving range, but only when equipped with the optional dual-front/rear-motor drive configuration and the larger 87.0-kWh battery pack. Pricing and Which One to Buy Venture+ $47,125 Evolve+ $50,125 Premiere $54,625 Platinum+ $60,125 The Ariya's $47,125 starting price puts it above the Leaf and other affordable EVs but under the base price of the Model Y. We're of the mindset that to successfully switch from gasoline to electricity, range is key, so we'd stick with the entry-level Venture+ trim which boasts the longest driving range among the Ariya's four trim levels. EV Motor, Power, and Performance Unlike the Leaf, which comes only with front-wheel drive, Nissan is pulling from features developed in other cars, including the GT-R sports car's torque-split system, to offer optional all-wheel drive via a dual-front/rear-electric-motor configuration. Front-wheel drive models offer a claimed zero-to-60-mph time of 7.2 seconds according to Nissan, so if you're looking for more pep, consider the more powerful all-wheel drive Ariya which is significantly faster. We estimate that model will zip from zero to 60 mph in less than 5.0 seconds, a feat that is similar to higher-end electric vehicles. From what we've experienced so far, the Ariya provides a calm, stable ride which should please most buyers, but it lacks the sporty nature we driving enthusiasts prefer. When we get a chance to test the Ariya for ourselves and evaluate its handling in the real world, we'll update this story with details. Range, Charging, and Battery Life Nissan says the Venture+ offers up to 300 miles of driving range per charge, which is quite the step up from the Leaf's maximum range of 226 miles. The Evolve+ and Premiere models offer up to 285 miles per charge and the top-spec Platinum+ is supposedly good for up to 265. Similarly sized vehicles include Jaguar's I-Pace and Audi's E-Tron, which have 234 and 204 miles of range, respectively. Key rivals from Tesla offer claimed ranges of over 300 miles. The Ariya will be capable of charging at home on 110- or 240-volt outlets as well as at public charging stations and even DC fast-charging ports. Fuel Economy and Real-World MPGe EPA fuel economy estimates aren’t yet available for the Ariya, nor has Nissan released any claimed MPGe figures. When the Ariya gets closer to launch, that information will likely be available. We also hope to test the Ariya ourselves on our 200-mile highway route, which allows us to evaluate its real-world efficiency. For more information about the Ariya's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The Ariya's interior looks futuristic and minimal. Nissan has discarded every button possible in pursuit of a smooth dashboard that favors a sleek look to match the design of the exterior. Despite Nissan's claim that the Ariya's cabin is unlike a traditional automotive interior, its minimalistic theme appears to be its sole unique trait. Not that the cabin doesn't look like a nice place to spend time. A flat, low floor creates a spacious feeling inside, and Nissan has incorporated its comfy zero-gravity seats into the design. The rear seat space is noticeably less generous than the front, but a pair of adults should still find it comfortable and roomy enough even for long-distance travel. #WikiCar #2023NissanARIYA #NissanARIYA

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

Overview With a rugged image and standard all-wheel drive, the 2022 Subaru Crosstrek is the Instagram influencer's idea of what an SUV should be. Sure, it has more ground clearance than an Impreza hatchback, but this car-based crossover isn't going to tackle real trails alongside Jeeps and Land Rovers. Instead, it excels at tasks that'll likely endear it to those same influencers. Its roof rack can accommodate a kayak or two, there's plenty of space behind the back seat for a box full of yoga mats, and its durable—if somewhat plain—interior is easy to clean after a muddy hike. Driving enthusiasts won't find much to be excited about, though, and the Crosstrek's base engine is woefully underpowered. Luckily, there's a speedier Sport model and an eco-friendly plug-in hybrid option to choose from. What's New for 2022? Subaru has made no notable changes to the Crosstrek for 2022, so its smallest SUV rolls into the new year with the same styling, features, and powertrains that it had the previous model year. Pricing and Which One to Buy Base $23,820 Premium $24,720 Sport $27,920 Limited $29,420 Hybrid $36,770 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 most other Subarus, all-wheel drive is standard on the Crosstrek, a rarity in the small SUV marketplace where it's usually optional or 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 speeds can be a bit painful, no matter whether you choose the standard manual transmission or the optional automatic. In our testing, an automatic model needed 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 model's zero-to-60-mph time. This lack of energy is largely addressed by the optional 182-hp 2.5-liter engine that's also found on the Legacy sedan and Outback station wagon. Thanks to well-weighted steering and a composed ride, the Crosstrek feels solid and planted through corners. The suspension is tuned to be firm but not harsh and soaks up larger bumps with ease. Charging the plug-in-hybrid model 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 shouldn't expect to complete the entirety of their commute without dipping into the gasoline. Fuel Economy and Real-World MPG With not only great fuel-economy ratings but also some of the best results in our real-world testing, this Subaru is among the most fuel efficient of subcompact crossovers. The Crosstrek's 2.0-liter engine and continuously variable automatic transmission (CVT) are rated at 28 mpg city and 33 mpg highway. However, the manual comes with sizable drops of 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. We haven't yet tested the new 2.5-liter engine. 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. Interior, Comfort, and Cargo In typical Subaru fashion, the Crosstrek has a basic and durable-feeling interior that prioritizes function over form. Its lack of flair is perfectly acceptable in the cheaper versions but starts to feel a bit drab in the Limited model, which can surpass $30,000 with options. Feeble attempts to spice things up include bits of faux-carbon-fiber trim and orange stitching on the seats, but the overall atmosphere remains dark and a bit dull—opting for the lighter gray cloth or leather upholstery helps somewhat. Folding the Crosstrek's 60/40 split-folding rear seat expands the cargo hold considerably, but the folded seats don't make for an entirely flat cargo floor. The Honda HR-V and the Nissan Rogue Sport held more stuff in our testing despite their smaller exterior dimensions. The Crosstrek managed to hold 19 of our carry-on suitcases with the rear seats folded; the HR-V fit 22, while the Rogue Sport held 20. The hybrid model's cargo floor is higher than the nonhybrid to accommodate the battery pack, and we were only able to fit 17 carry-ons with the seats folded. #WikiCar #2022SubaruCrosstrek #SubaruCrosstrek

Overview Before the Grand Wagoneer arrived, Jeep had never built an SUV so big and luxurious. Within its enormous shell are three rows and seating for up to eight, not to mention attractive materials and upscale features throughout. The long-wheelbase Grand Wagoneer L has more storage space behind all those seats, too. Unfortunately, the longer version also will be more difficult to maneuver than its already cumbersome counterpart. Regardless of length, the largest Jeep suffers from terrible fuel economy, with a combined EPA rating of just 16 mpg. That estimate isn’t for a big-displacement V-8, either, but a new twin-turbo six-cylinder with 510 horsepower. At least that engine should get the 2023 Jeep Grand Wagoneer and its precious cargo where it needs to go on time and in exceptional comfort. For those not looking to spend six figures, the Jeep Wagoneer is a less expensive, albeit less fancy, alternative. What's New for 2023? For 2023, the Grand Wagoneer L joins the lineup. Its wheelbase is seven inches longer than the standard Wagoneer, and it’s a foot longer overall. These extensions contribute to considerably more cargo space behind all three rows of seats. Under the hood, the long-wheelbase model has Stellantis’s new Hurricane engine, which is a twin-turbo 3.0-liter inline-six that makes 510 horsepower and 500 pound-feet of torque. While it is standard on the stretched Grand Wagoneer L, Jeep hasn’t said if the Hurricane will also be standard on its shorter counterpart, which previously only came with a 471-hp 6.4-liter V-8. Pricing and Which One to Buy Series I $90,000 (est) Series II $100,000 (est) Obsidian $106,000 (est) Series III Premium $110,000 (est) Jeep hasn’t yet announced pricing for the 2023 Grand Wagoneer lineup, but the company has said that it’ll go on sale in the second half of this year. With that said, we still think the Series II trim level looks to be the best value. It comes standard with 22-inch wheels, a two-tone roof, a 10.3-inch touchscreen for the front passenger, nicer leather-trimmed upholstery, a rear-seat monitoring system, and additional driver assists such as night vision and a semi-autonomous drive mode. Engine, Transmission, and Performance With the introduction of the new long-wheelbase Grand Wagoneer L comes a new engine. Dubbed the Hurricane, the 510-hp twin-turbo 3.0-liter inline-six pairs with an eight-speed automatic transmission and all-wheel drive. While this engine comes standard on the stretched Grand Wagoneer, Jeep hasn’t confirmed whether the short-wheelbase model will still offer the 471-hp 6.4-liter V-8 powertrain that was previously standard. As with its domestic rivals, the Grand Wagoneer utilizes body-on-frame underpinnings, in this case derived from the Ram 1500 pickup truck. However, the Jeep features an independent rear suspension rather than the truck's solid rear axle, which gives the SUV a smoother ride and better handling than the Ram. Along with several four-wheel-drive systems, the Grand Wagoneer offers an adaptive air suspension that can raise its ride height up to 3.6 inches or lower it by a half-inch. It also boasts 10 inches of ground clearance, up to two feet of water-fording capability, and a max tow rating of 9860 pounds. After driving the Grand Wagoneer, we appreciated its relaxed and refined ride on the highway; however, its pickup-truck structure contributes to a jiggly ride when pavement is less smooth. Likewise, the massive SUV isn't very agile in small spaces and suffers from notable body roll on curvy roads that is exacerbated by its light and vague steering feel. Fuel Economy and Real-World MPG The 2023 Grand Wagoneer L is rated at 16 mpg combined, with estimates of 14 mpg in the city and 19 mpg on the highway. Those figures are slightly better than the 6.4-liter V-8 that powers the 2022 Grand Wagoneer, which is rated at 15 mpg combined, 13 city, and up to 19 highway. When we have the chance to run a 2023 model on our 75-mph highway route, which is part of our extensive testing regimen, we can evaluate its real-world mpg. For more information about the Grand Wagoneer's fuel economy, visit the EPA's website. #WikiCar #2023JeepGrandWagoneer #JeepGrandWagoneer #GrandWagoneer

Overview Don't get it twisted: the new 2022 Hyundai Santa Cruz is a pickup truck. Its smaller proportions and unibody construction just mean it's no full-size tow rig, but we still like it enough to put it on our Editors' Choice list. Instead, think of the first Hyundai pickup as an alternative to the also-unibody Honda Ridgeline, which too features a one-size-fits-all crew cab, short-bed body style. The Santa Cruz certainly looks more distinct than the Honda–or any other mid-size truck, for that matter­–with its interesting face and creased sheetmetal. Its interior is snazzier than its classmates, too, but the lack of physical controls on some models is disappointing. Its standard four-cylinder engine is also undesirable, but the more powerful turbo option is a pricey proposition. Still, the 2022 Santa Cruz is a more functional twist on the tired crossover formula, and that open box on its butt means it qualifies as a pickup truck. What's New for 2022? The idea of a Hyundai pickup truck has been around since the Santa Cruz concept was revealed at the 2015 Detroit auto show. That concept has become a reality as the Korean automaker has shown off the production version to the world, and now the all-new model is set to take on undersized trucks such as the forthcoming Ford Maverick and established mid-size pickups. Pricing and Which One to Buy SE $25,685 SEL $28,885 SEL Premium $37,375 Limited $41,415 The Santa Cruz is available in four trim levels with various features. We think the SEL Premium is the one to get. Unlike the lesser SE and SEL, it has a more powerful engine along with fancier equipment that includes standard all-wheel drive. The system is a $1500 option on the lesser trims. The SEL Premium comes with standard LED headlights, dual-zone climate control, a leather-wrapped steering wheel and shift knob, and an auto-dimming rearview mirror. Engine, Transmission, and Performance The Santa Cruz comes with two different powertrain choices. The standard setup is a 2.5-liter four-cylinder that makes 191 horsepower and 181 pound-feet of torque. However, based on the languid acceleration it provided the Tuscon crossover we tested, this entry-level engine is best avoided. The upgraded engine is a turbocharged 2.5-liter four with 281 horses and 311 pound-feet. Its added power and punchier responses are much better suited to the Santa Cruz. Both engines mate to eight-speed automatics, but the turbo option partners with the dual-clutch variety. All-wheel drive is also offered with both four-cylinders. The Santa Cruz is shorter and lower than its segment rivals, which helps make it easier to maneuver around town. The top-of-the-line Limited model we drove showcased the truck's refined ride and agile handling. Towing and Payload Capacity Although the unibody Santa Cruz isn't able to tow as much as its body-on-frame rivals such as the Jeep Gladiator and Toyota Tacoma, it can pull just as much as the only other unibody in this class, the Ridgeline. Both trucks are capped at a 5000-pound towing capacity, but that's with the Hyundai's more powerful turbocharged engine. The standard 2.5-liter four-cylinder is only rated to tug up to 3500 pounds. Fuel Economy and Real-World MPG Equipped with the base engine and front-wheel drive, the 2022 Santa Cruz is rated at 21 mpg in the city and 26 mpg on the highway. Oddly enough, adding all-wheel drive improves its highway figure by 1 mpg. The turbocharged version has estimates of 19 mpg city and 27 highway. We ran a turbocharged Santa Cruz on our 75-mph fuel-economy route, which is part of our extensive testing regimen, and it returned 30 mpg highway. For more information about the Santa Cruz's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo Inside, the Santa Cruz has one of the nicest cabins among mid-size pickups. Hyundai has made a habit of building vehicles with attractive materials and desirable modern features that would look right in costlier vehicles. It’s the first truck in its class to offer a fully digital gauge cluster, and we appreciate that it has a traditional shifter on the center console instead of a finicky rotary knob or push-button setup. The Santa Cruz is only available with a four-door crew cab, and passenger space in the front and the back is competitive with similarly sized trucks. Its cargo bed is one of the shortest in the segment at about four feet long, but it's very versatile, with a lockable tonneau cover and a useful in-bed trunk that's similar to what the Honda offers.