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Overview The 2022 Hyundai Elantra stands out in traffic due to its unique styling, but underneath the sharply creased sheetmetal is a spacious and practical compact car. Its cabin is decked out with a similarly futuristic design and several high-end features are offered, especially on the high-end trims, that help with the wow factor. The entry-level engine is a somewhat sleepy 147-hp four-cylinder that is mated to a continuously variable automatic transmission (CVT), but both a hybrid powertrain and a 201-hp turbocharged four are optional. The Elantra competes with heavy hitters such as the Honda Civic, the Nissan Sentra, and the Toyota Corolla, and its style and value-oriented packaging makes it a solid choice among compact cars. What's New for 2022? Following a full design for the 2021 model year, the Elantra is unchanged for 2022. A racy Elantra N model is slated to launch this year, but we review that model separately. Pricing and Which One to Buy SE $21,245 SEL $22,495 Blue Hybrid $25,145 N Line $25,395 Limited $26,995 Limited Hybrid $29,645 The midrange SEL model offers the best balance of price and features. We'd opt for the available SEL Convenience package, which adds a 10.3-inch digital gauge display, adaptive cruise control, a leather-wrapped steering wheel and shift knob, a wireless smartphone charging pad, and heated front seats. Engine, Transmission, and Performance The standard nonhybrid powertrain is a 147-hp four-cylinder engine with front-wheel drive and a CVT. The hybrid model uses a 1.6-liter four-cylinder paired with an electric motor to make 139 horsepower. Gearchanges in the hybrid are handled by a six-speed automatic. Neither of these options offer thrilling acceleration, but in our test drive of a nonhybrid model we noted good ride quality and enough pep for normal city and highway driving. The most exciting Elantra is the performance-oriented Elantra N, which we review separately, but those who can't quite stomach that car's price tag could consider the tamer N Line model. It's powered by a turbocharged 1.6-liter four-cylinder and mated to either a six-speed manual or a seven-speed dual-clutch automatic. After a brief test drive, we came away impressed with the N Line's perkier acceleration and its adept handling, which ups the athleticism without compromising on a too-stiff ride. Fuel Economy and Real-World MPG The EPA estimates the 2022 Elantra with the 2.0-liter four-cylinder will earn up to 33 mpg in the city and 43 mpg on the highway. Models with the turbocharged 1.6-liter four have estimates as high as 28 mpg city and 36 highway. The thriftiest hybrid Elantra is rated at 53 mpg city and 56 highway. On our 75-mph highway fuel-economy route, which is part of our extensive testing regimen, the Elantra hybrid managed only a 48-mpg result while the nonhybrid Limited with the base engine did 38 mpg. For more information about the Elantra's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo To match its dramatic exterior, the cabin of the Elantra looks appropriately futuristic. The dashboard and center console wrap around the driver while the passenger's side takes a more minimalist approach. A single LED strip follows the dashboard-spanning air vent across the width of the car from the steering column to the passenger's-side door panel. Passenger volume is generous, particularly in the rear seat, which helps the Elantra compete with roomier rivals such as the Sentra and the Volkswagen Jetta. In our testing, the Elantra fit six carry-on suitcases inside its trunk.

Overview There’s no fake skid plate. No plastic body cladding. No all-season tires on a vehicle that’s supposedly off-road capable. While mainstream automakers are building faux SUVs, the Tank appears to be a genuine multi-terrain utility truck. And it’s the brainchild of a southern California boutique supercar maker called Rezvani. Labeled as a “tactical urban vehicle” and also an “extreme utility vehicle,” the Samir Sadikhov–penned Tank (that’s the name, seriously) is inspired by military design and intended to be a luxury SUV on-road and a capable 4×4 off-road. It uses a Jeep Wrangler Unlimited frame, but the body, suspension, and powertrain are sourced elsewhere. The Tank’s most outrageous feature is an option package that features bulletproof glass, military-grade run-flat tires, Kevlar armor in the body panels, and Kevlar protection around the fuel tank, floorpan, and radiator. We’d say it’s a beast, but Rezvani has already used that name for its line of supercars: the Beast, the Beast X, the Beast Alpha, and the Beast Alpha X. Every Tank comes standard with part-time four-wheel drive, and there are two additional available off-pavement setups. The Off-Road package comes with a 6.0-inch lift and 37-by-12.5-inch knobby tires. It has a Dynatrac ProRock 44/60 axle set with an electronically locking differential, 1350 front and rear driveshafts, and 2.5-inch Fox remote-reservoir shocks. The Off-Road Extreme package has the same lift setup and 37-by-13.5-inch tires but uses Dynatrac ProRock XD60/80 axles with air lockers and an air compressor, Dynatrac ProGrip front and rear brakes, 1350 front and 1410 rear driveshafts, and 2.5-inch Fox internal bypass shocks with dual-speed compression adjustment. A rooftop LED light bar is standard, and an extra tow package adds a tow hitch and a mounted winch up front. Power comes from Mopar in the form of a 6.4-liter Hemi V-8 that makes 500 horsepower and 430 lb-ft of torque. Inside, drivers will find an assortment of available options typically found in luxury vehicles, including hand-stitched leather seats, a microsuede headliner, a 7.9-inch infotainment screen with plenty of apps, and a head-up display. It also has available FLIR thermal night vision for all those tactical missions running away from TMZ in the Hollywood Hills. Pricing Like its supercars, which all live in the $100,000-to-$200,000 range, the Tank is far from cheap. Prices start at $178,500, with the first deliveries scheduled to begin later this year. In these tense times, we’re sure Rezvani will be able to find at least a few buyers.

Review Pros Smooth and excellent-sounding non-turbo V8 Confident and nimble handling Comfortable seats and ride quality Lots of standard driver aids Cons Tight rear seats Limited storage and cargo space All-wheel drive isn't offered What's new New V8-powered version of the IS Larger brakes and IS 350's Dynamic Handling package are standard New Launch Edition model limited to 500 units Part of the third Lexus IS generation introduced for 2014 The 2022 Lexus IS 500 F Sport Performance is all-new and the top-performing model in the IS lineup. It's a V8-powered, rear-wheel-drive small luxury sedan that's great for someone looking for a capable and comfortable sport sedan. Its non-turbo V8 is the same one found in the LC 500 and RC F coupes and it cranks out a stout 472 horsepower. Lexus also fitted the IS 500 with sport-tuned adaptive suspension, a Torsen limited-slip differential, larger brakes, and 19-inch Enkei wheels fitted with performance tires to boost the car's performance. Getting a V8 in a small sedan is a rare treat these days, and it sounds amazing. Alas, there's more glory in the sound than actual performance. And at Edmunds' test track, our test IS 500 accelerated from 0 to 60 mph in 4.9 seconds. That's a little better than most four- or six-cylinder-powered luxury sedans but off the pace of full-on performance sedans such as the BMW M3 (4.1 seconds) or Audi RS 5 (3.7 seconds). On the upside, the IS 500's adaptive suspension makes it capable and poised around corners while also delivering a comfortable ride. And as with the other IS models, the IS 500's interior is full of upscale materials that really drive home the impression of luxury. The front seats are very supportive and comfortable for a wide range of body types. Lexus also loads the IS 500 up with plenty of standard luxury and technology features. Overall we're fond of the new 2022 IS 500. This isn't a full-on sport sedan, so you'll need to look elsewhere for the best performance. But the charm of the V8's boisterous exhaust note helps make up for the ho-hum acceleration, and all around the IS 500 provides a pleasing mix of performance, comfort and luxury. #WikiCar #2022LexusIS500F #LexusIS500F

Overview The 2023 Chevy Corvette Z06 is expected to elevate the iconic nameplate into territory occupied by exotics from Ferrari and Lamborghini. With the engine now located behind the driver, it already looks unlike any Z06 seen before. Not only is it considerably wider than the regular Corvette Stingray, it boasts bigger air intakes and a unique rear wing. Thanks to a flat-plane crankshaft, the new Z06's naturally aspirated 5.5-liter V-8 also won't sound like any Vette that's come before. While it inherits the best amenities and technology from the Stingray, its performance and handling will be heightened and sharpened. Chevy switched to a mid-engine layout to make the C8 Corvette a supercar that most folks can afford, and the 2023 Corvette Z06 promises to embarrass more than a few people driving insanely expensive supercars when they meet at a racetrack. What's New for 2023? The first mid-engine Corvette Z06 will begin production in the summer of 2022 and go on sale thereafter as a 2023 model. As is tradition, the Z06 is a more hardcore, track-focused version of the standard Vette, complete with bolder styling cues and serious performance attributes. Pricing and Which One to Buy Z06 $90,000 (est) Chevy hasn't officially revealed the new Corvette Z06's pricing yet, so we can only speculate on how much it'll cost. Its front-engine predecessor started at about $25,000 more than the base model, so we think it's safe to add that number to the starting price of the 2022 Corvette, which starts at around $62k. That means the 2023 Z06 will likely open at around $90,000 when it eventually goes on sale. Engine, Transmission, and Performance The new Corvette Z06 receives a special engine that should make it sound similar to the supercars it's trying to dethrone. Its naturally aspirated 5.5-liter V-8 features a flat-plane crank and revs to 8600 rpm. The engine produces 670 horsepower and has a Ferrari-like howl that'll send shivers down the spine of bystanders. The unconventional V-8 hooks up to an eight-speed dual-clutch automatic transmission and rear-wheel drive. A set of wider, stickier tires and more powerful brakes should help it corner harder and stop shorter than the regular Vette. Chevy also strengthens the structure and transforms the Z06's chassis to ensure its performance advantages are most obvious at the racetrack. To unlock its full potential, there's an optional Z07 package that adds aerodynamic elements, reduces weight, and further upgrades the brakes and tires. The car comes standard with 20-inch front and 21-inch rear forged aluminum wheels, but a set of lighter and stronger carbon-fiber rollers are optional. Interior, Comfort, and Cargo The Bow Tie brand went above and beyond to ensure that the mid-engine Corvette's interior could not be called boring. While the design certainly transcends what's found on every other Chevy model, the square steering wheel and wall of climate-control buttons on the center console are unusual elements, to say the least. Still, the cabin layout caters to the driver, and the list of standard and optional features is extensive. It includes a digital gauge cluster, a head-up display, heated and ventilated seats, and even wireless phone charging. Its track-worthiness is made more apparent inside with microsuede accents and more aggressively bolstered seats as well as two carbon-fiber-intensive interior packages. The Corvette's capacious rear trunk should continue to provide a spot for drivers to carry two sets of golf clubs. #WikiCar #2023ChevyCorvetteZ06 #ChevyCorvetteZ06

Overview When it comes to moving an affluent family, there’s no better BMW than the X7, the brand’s luxurious three-row SUV. While its cargo area and rearmost seats aren’t as spacious as rivals such as the Jeep Grand Wagoneer and Mercedes-Benz GLS-class, the Bimmer boasts better driving manners as well as an impressive selection of engines. They range from a 375-hp turbo-six to a 523-hp twin-turbo V-8, with the latter making 630 horses on the highest-class, max-performance Alpina XB7. All models have all-wheel drive and an adaptive air suspension that promotes a pillow-like ride. The 2023 X7’s interior is serene, but it’s also packed with upscale materials and modern tech such as the dash’s giant curved glass display. Those features, combined with the X7’s towing capability and an array of standard active-safety tech, make the biggest BMW one of the best. What's New for 2023? The 2023 X7 receives a mid-cycle refresh that includes a more expressive front end and a new dashboard design with a huge digital display and BMW’s latest infotainment system. The largest BMW SUV also has more standard features and new driver-assistance technology. For the first time, BMW will offer a set of 23-inch rims, too. The X7 also benefits from updated powertrains. The xDrive40i’s turbocharged six-cylinder now makes 375 horsepower (up 40) and up to 398 pound-feet of torque (up 67). The V-8 model’s name changes from M50i to M60i, and its new twin-turbo 4.4-liter and 48-volt hybrid system are claimed to form a more efficient duo. When the Alpina XB7 arrives, it’ll have an even more powerful setup than the M60i that makes 630 horsepower–18 more than before. Pricing and Which One to Buy xDrive40i $78,845 M60i $104,095 Alpina XB7 $145,000 (est) Even with our fondness for the twin-turbo V-8’s 523 horsepower and noteworthy performance, we'd recommend the X7 xDrive40i. It has desirable standard features that include four-zone climate control, a panoramic sunroof, power-adjustable front seats with memory settings, heated front seats, a power tailgate, and more. We'd also add one of the Vernasca leather upholstery choices and the Premium package that includes a head-up display, gesture controls, and soft-close doors. Engine, Transmission, and Performance The entry-level X7 xDrive40i is powered by a 375-hp turbocharged inline-six-cylinder, and the M50i has a twin-turbo 4.4-liter V-8 that makes 523 horses. The Alpina XB7 has a specially tuned version of that V-8, which develops 630 horsepower. All three engines pair with an eight-speed automatic and all-wheel drive. Every X7 rides on an air suspension with adaptive dampers, and the chassis can be further enhanced with the available rear-axle steering and active anti-roll bars that reduce body motions. Both features are standard on the M60i, which has a sportier suspension setup by default. The smallest wheels on the X7 measure 21 inches in diameter, but BMW now also offers 23-inchers for the first time. Fuel Economy and Real-World MPG The 2023 X7 has updated powertrains, and BMW hasn’t yet released fuel-economy ratings for them yet. Once those estimates are announced, and we have the opportunity to test the new variants on the 75-mph highway fuel-economy route that is part of our extensive testing regimen, we can evaluate the SUV’s real-world mpg. For more information about the X7's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo Inside, the X7’s dashboard is dominated by a massive digital display that’s slightly curved. The panel boasts a 12.3-inch gauge cluster for the driver and a 14.9-inch touchscreen that the infotainment system operates through. Plenty of luxury features can be found inside as well, including heated front seats, a panoramic sunroof, a power-adjustable steering wheel, and ambient interior lighting. However, we were irritated by how slowly the power-operated, second-row captain's chair moved when trying to let people in and out of the third row. Likewise, the way-back seats aren't especially roomy for adults during prolonged drives. Still, no one will complain about the X7's ample interior cubby storage. While we only managed to fit three carry-on suitcases behind the third row, we fit 33 total with all the back seats stowed. Infotainment and Connectivity The X7’s infotainment system–featuring the latest iDrive 8 software­–primarily operates through a 14.9-inch touchscreen that’s housed in the curved glass panel atop the dash. The system can also be operated by a large rotary knob on the center console as well as through gesture controls that are more gimmicky than useful. Along with a Wi-Fi hotspot (subscription required), every X7 is available with BMW’s Digital Key that allows user to remotely control vehicle functions via a smartphone app. A more powerful Harman/Kardon stereo and wireless charging are optional features. #WikiCar #2023BMWX7 #BMWX7

Nothing reveals Toyota's conservative approach to self-driving technology more than the name it has given its first advanced Level 2 system. Unlike automakers that describe their systems as super or some sort of automatic pilot, Toyota and Lexus have gone with a quieter name: Teammate. That doesn't mean this driver-assistance system isn't as capable as Cadillac's SuperCruise, for example, but it does hint at how careful Toyota is being as it slowly introduces cars that can (barely, for now) drive themselves. Similar to GM’s SuperCruise and Ford’s upcoming BlueCruise, Toyota’s new system allows for extended periods of hands-free driving on limited-access highways. When Teammate debuts in the U.S. market in select 2022 Lexus LS500h models with all-wheel drive this fall, it will have two components: Advanced Drive and Advanced Park. We were able to test the driving portion of the system during near Toyota's North American headquarters in Plano, Texas. How It Works Activating Advanced Drive is similar to engaging cruise control. When the car is on a limited-access highway—the only kinds of roads it can operate on for now—the driver information screen briefly displays "Vehicle Position Initializing." Then, once positioned, the "Radar Ready" message in the driver information screen changes to say "Advanced Drive Ready." Then the display completely changes to show digital representations of the surrounding traffic. It also notifies the the driver to either hold the steering wheel (if there's a grey color scheme) or to go hands-free (when the screen turns blue). As the name suggests, Teammate is constantly checking in with the human driver to make sure they are paying attention and ready to take control of the vehicle again. The colors on the screen are the most obvious signal, but a voice also announces when certain things turn on or off. If you input a destination, the navigation system joins the team to provide countdown counters on the screen when, for example, you're a few miles away from your exit, giving you plenty of time to switch back to being a driver again. There are audible, visual and physical indicators to tell you when to take control, with the seat belt tugging your torso as a last resort to get your attention. It all takes some getting used to. "I don't know if it's a full re-learning," Derek Caveney, executive engineer for Toyota Motor North America R&D, who helped develop the system, told C/D. "But it is a system where you're becoming more of a supervisor rather than an operator." In non-emergency situations, Teammate targets a minimum four-second handover time for when the driver has to resume control. "That type of transition, we believe, is very safe and allows the driver to become reengaged fully before having to be in control," he said. Toyota believes that this reengagement is important. If you're not actively driving, your mind can wander. This is why Advanced Drive will not allow the driver to go hands-free indefinitely. At some point in its operation—Caveney wouldn't be more precise than to say that the upper limit is "tens of minutes"—Teammate will ask the driver to grab hold of the wheel again for a few seconds before going back to hands-free mode. "The idea there is we can't really understand the mental state of the driver," he said. "We can see their visual state, where they're looking, … but we don't know what they're thinking, so we ask them to touch the steering wheel just to make sure that they're aware of the warning we're giving them, so we can build that relationship between the car and the driver." Getting the car to automatically change lanes on a somewhat busy Texas highway requires more than just moving the turn signal. Even when operating in hands-free mode, the car requires you to glance at the side mirrors to confirm that there's nothing in the way if you want the car to shift lanes. The system of course has its own sensors, but it wants your human input as well. #WikiCar #LexusTeammate

Overview If you think that the 2022 Sienna looks more like an SUV than a minivan, that was Toyota's intent. Although the sliding side doors are a giveaway, the van's muscular body sides, roof rack, and flat hood help it blend in with the brand's other SUVs such as the mid-size Highlander and the full-size Sequoia. What you won't find here that you do in those SUVs is a V-6 or V-8 engine. Instead, the Sienna is offered exclusively as a hybrid; front-wheel drive is standard and all-wheel drive is optional. As a result, fuel economy is above average for the minivan class but, unfortunately, the Sienna's acceleration falls behind its non-hybrid rivals. While most buyers won't miss the extra pep of the Honda Odyssey's V-6 engine, some may find the Sienna's interior less practical than the Chrysler Pacifica's. What's New for 2022? Toyota has added a Woodland Edition model to the Sienna lineup for 2022. It comes standard with all-wheel drive and sports a 0.6-inch lift kit to give it better ground clearance. The Woodland Edition also includes a suite of accessories intended to make life easier for adventurous buyers, including a roof rack, a tow hitch, and a 1500-watt power outlet. Pricing and Which One to Buy LE $35,925 XLE $41,215 XSE $43,465 Woodland Edition $46,715 Limited $48,165 Platinum $51,365 We're eyeballing the sporty XSE model, which comes with 20-inch wheels, more-aggressive front and rear bumpers, and sport front seats. The XSE also comes standard with in-dash navigation and second-row captain's chairs. The XSE, like all Sienna trims, comes standard with front-wheel drive but adding all-wheel drive costs just $760, which seems like a worthy upgrade to us. Engine, Transmission, and Performance Unlike previous versions of Toyota's family van, the 2022 Sienna is offered exclusively as a hybrid. The powertrain consists of a 2.5-liter gasoline-powered four-cylinder engine and a pair of electric motors that combine to make 243 horsepower. All-wheel drive is available and adds a third electric motor in back that drives the rear wheels. The Sienna's main rival—the Chrysler Pacifica Hybrid—is offered solely with front-wheel drive, but its V-6 engine and electric motors make 260 horsepower. Our all-wheel drive Sienna Platinum failed to excite us during acceleration testing, requiring 7.7 seconds to reach 60 mph and completing the quarter-mile in 15.8 seconds at only 88 mph; these results are similar to what the Pacifica Hybrid managed, but are far slower than non-hybrid examples of the Pacifica we've tested as well as the Honda Odyssey. Fuel Economy and Real-World MPG The EPA estimates that front-wheel drive versions of the Sienna should deliver 36 mpg city as well as 36 mpg highway with all-wheel drive examples carrying ratings 1 mpg lower at 35 mpg. In our mix of city and highway driving, we managed 29 mpg with our all-wheel drive Platinum test vehicle. When we get a chance to put the new Sienna through our 75-mile highway fuel economy test, we'll update this story with results. For more information about the Sienna's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo Complementing its daring exterior redesign, the Sienna's interior is modern and stylish. Rather than the open cockpit design of the previous generation model, Toyota has created a tall center console that spans the distance from the dashboard to the center armrest, with a large storage cubby underneath. Upscale Limited and Platinum models have two-tone interior trim and dashboards covered in stitched leather-like material while the sporty XSE model gets black-and-white faux-leather seats with red contrast stitching. Unlike the Odyssey and the Pacifica Hybrid, the Sienna's second row seats are not removable; however, the optional second-row captain's chairs can slide forward-and-back a total of 25 inches to help provide maximum legroom for rear-seat riders or to open as much room as possible aft of the second row for cargo. Limited and Platinum models can be had with reclining second-row seats with pop-up ottomans. The two top trims can also be equipped with an onboard vacuum cleaner. #WikiCar #ToyotaSienna #2022ToyotaSienna

Overview The new Citroën C5 X surprises with its crossover aesthetics, inspired by the CXperience concept and arrives with a clear mission: "offer a quieter driving experience", says the double chevron brand. It is for sale in our market with two gasoline mechanics and a plug-in hybrid, with powers ranging from 130 to 225 horsepower. Among its most outstanding features is the latest adaptive suspension of the brand, special seats and 12-inch touch screen multimedia equipment. Willing to monopolize a significant number of sales in more markets than ever, we are not dealing with a third generation Citroën C5 to use, but what we have before us is the evolution of the concept of traditional saloon towards that of crossover , since it presents a body of family type (or Break) and with raised suspension (such as SUVs); unique design elements. It combines that Station Wagon -type bodywork with different features of the new C4 , including that greater ground clearance or the light signature of the LED headlights (standard), details that convey "modernity, status and innovation" assures the brand. Characteristics of the Citroën C5 X The C5X is a five-door passenger car with five seats and a large trunk, measuring 4.81 meters long by 1.82 meters wide and 1.49 meters high . In addition, it has a shorter wheelbase than one would expect, 2.79 meters and a brilliant aerodynamic coefficient: 0.29 Cx. But this car has two great particularities in addition to its design. The first is that despite being called C5, it is arranged on the EMP2 platform, that is, the same as the DS4 among many other models of the group, and the second is that it is manufactured in China, a market in which it has been on sale since the end of last year. The great novelty of this model is that it includes the latest evolution of the Citroën Advanced Comfort active suspension –with hydraulic shock absorbers– , as well as an unprecedented range of engines: made up of gasoline engines and a plug-in hybrid. These are the 1.2 Puretech with 130 and 180 horsepower and the 225-horsepower Plug-in Hybrid that does not differ from the rest except for the power outlet. It associates the same gasoline engine in its superior power level to another electric one with 110 horsepower and a battery with a net capacity of 9.9 kWh, which is not bad at all but, for example, is smaller than the one that incorporates a DS 9. Undoubtedly, one of the great favored is the cabin that includes the Advanced Comfort seats (large) for the passengers in front, but also a spacious second row with three seats. The trunk , with a volume of 545 liters -expandable to 1,640 liters-, is also more than appropriate, although in the case of the plug-in hybrid version this volume remains at 485 liters.

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

The first vehicle to ride on Mazda’s new platform is here. While this CX-60 plug-in-hybrid SUV won’t be coming to the U.S., it likely provides a close preview of the upcoming CX-70 that will make its way to our shores. As its name would suggest, the CX-60 is larger and more luxurious than the recently revealed CX-50. The CX-60 also uses the company’s new architecture with a longitudinal engine layout that’s meant to push Mazda upscale. It comes standard with a plug-in-hybrid powertrain that uses a 2.5-liter gasoline engine and a 134-horsepower electric motor. The system's total output is 323 horsepower and 369 pound-feet of torque, and Mazda claims it will have an electric range of 39 miles thanks to its 17.8-kWh battery pack. An eight-speed automatic transmission and all-wheel drive are standard. The CX-60’s styling is a bit awkward from certain angles but overall looks like a larger CX-5 with more chrome. We anticipate the CX-70 to look similar, but it will be a bit wider and—we hope—have a more athletic stance. But even on the CX-60, the rear-wheel-drive-esque proportions are clear, as it has a long hood and a dash-to-axle ratio that ensure it won’t be mistaken for a more mainstream crossover with a a transversely mounted engine and a front-wheel-drive-based platform. Mazda's interiors were already nice, but the CX-60's cabin looks to be a level above current offerings thanks to elegant materials for the dashboard and seats including woven textiles, Nappa leather, and wood trim. The CX-60 is a two-row model and the CX-70 likely will be too; a CX-90 will follow later on and we expect that model to have three rows of seats and eventually replace the existing CX-9. While the CX-60 is launching in Europe only with this plug-in-hybrid configuration initially, this platform will eventually support an inline-six engine with a 48-volt hybrid system. Mazda has released some information on its upcoming powertrains but we'll have to wait for the CX-70's debut to learn more about this engine's U.S. specs. We expect the CX-70 to offer this plug-in-hybrid setup in the U.S. as well. This content is imported from {embed-name}. You may be able to find the same content in another format, or you may be able to find more information, at their web site. #WikiCar #2022MazdaCX60 #MazdaCX60

Overview Audi's answer to the Mercedes-Benz S-class is the 2022 A8 sedan. It offers a spacious interior and every conceivable luxury and convenience feature, which helps justify its nearly six-figure starting price. The A8's styling is expertly rendered to look ritzy but restrained, and fans of the smaller A4 and A6 sedans will find the A8 handsome. Its cabin, however, is far more comfortable than those four doors and offers similar space and features as the S-class and the BMW 7-series, the Audi's other natural rival. Massaging seats for both front and rear passengers are available and Audi also includes a host of driver-assists as standard. Drivers looking for more oomph should consider the performance-oriented S8 model, which we review separately. What's New for 2022? Audi's flagship sedan receives a styling makeover for 2022 which includes a new grille, re-worked front and rear bumpers, revised exterior lighting elements, and updated wheel designs. An S line exterior appearance package is now available, too, which makes the A8 look a little bit more like the performance-oriented S8 model. Inside, new rear entertainment displays are now optional and Audi has added some new interior trim options to the spec sheet. Engine, Transmission, and Performance The base 55 TFSI comes with a turbocharged V-6 rated at 335 horsepower, and the 60 TFSI has a 453-hp twin-turbo V-8 engine. Both versions use a 48-volt hybrid system. An eight-speed automatic transmission and all-wheel drive are standard. The plug-in hybrid 60 TFSI e combines the V-6 with an electric motor and a rear-mounted 14.1-kWh battery pack. The 2021 Audi A8 TFSI e is rated at 443 hp. So far, we've only tested the V-6 55 TFSI version, which sprinted from zero to 60 mph in 5.3 seconds at our test track. Among six-cylinder executive sedans, that's on par with the Mercedes-Benz S450 but a few tenths off the rapid pace of the BMW 740i. The Audi's engine is smooth, but there's no fanfare to its power delivery, and sound-deadening measures are so extensive that it's practically inaudible with the windows up. The A8 offers a very Audi-like blend of athleticism and ride comfort. An adjustable air suspension and driver-adjustable adaptive dampers are standard. Optional with the V-8 is a more advanced active suspension that scans the road ahead for bumps and takes measures to compensate. With the base suspension, the Audi A8 isolates you from road irregularities but can still hammer down a back road when the mood strikes. #WikiCar #AudiA8 #2022AudiA8

Overview Among the already fashionable lineup of Volvo SUVs, the even more chic 2022 XC40 is a hip and youthful one. The entry-level model is powered by a 184-hp turbocharged four-cylinder that wears the T4 badge, but the spunkiest version is the T5, which offers 248 horsepower and standard all-wheel drive. The XC40 brings with it plenty of tech, too, including available driver assists that are borrowed from higher-end Volvo models, including the Pilot Assist semi-autonomous driving mode. Still, the XC40 isn't all flash. Its cabin is thoughtfully designed with clever storage opportunities, and its cargo area is generously sized. Plus, when compared to German rivals such as the BMW X1 and Mercedes-Benz GLA-class, the Volvo's higher seating position will appeal to SUV enthusiasts. If you're looking for an electrified SUV with similar traits, Volvo also offers the XC40 Recharge, which we review separately. What's New for 2022? Volvo's smallest SUV receives few changes for 2022. The XC40 no longer offers a power-operated liftgate, front fog lamps, or rear child locks as standard equipment. The mid-range R-Design and upscale Inscription models gain a wireless smartphone charging feature, though, and, for buyers who want it, they can pay extra for the power liftgate as a standalone option on all models. Pricing and Which One to Buy T4 Momentum $36,195 T5 Momentum $37,195 T4 R-Design $41,445 T4 Inscription $41,945 T5 R-Design $42,445 T5 Inscription $42,945 We'd select the T5 R-Design model, not solely for the seasonal security of all-wheel drive, but also for the more powerful 248-hp engine. The T5 R-Design comes standard with navigation, a panoramic roof, and a sporty appearance. We'd add the Climate package, which provides heating for the rear seats, steering wheel, and headlamp washers, as well as the Advanced package, which brings adaptive cruise control with a semi-autonomous mode, a 360-degree surround-view camera, and a 12-volt outlet in the cargo area. Engine, Transmission, and Performance Under the hood of every XC40 is a turbocharged 2.0-liter four-cylinder making either 184 or 248 horsepower (called T4 and T5, respectively). The more powerful T5, which pairs exclusively with all-wheel drive, helped our Momentum test vehicle scoot to 60 mph in a reasonably brisk 6.2 seconds. The eight-speed automatic transmission handles gearchanges without delay and transmits no harshness to the cabin while doing so. Our sole complaint is the coarse sound the engine emits under heavy throttle. When cruising, the powertrain is quiet and refined. The XC40's towing capacity—a rarity among subcompact-luxury crossovers—is a stout 3500 pounds. #WikiCar #VolvoXC40 #XC40 #PureElectricVolvo

Overview If you want a new SUV but don't have a big budget, the 2022 Nissan Kicks's price tag looks mighty attractive—it's one of the least expensive options available today. And while it may not look it, the Kicks hides a relatively roomy cabin behind its trim dimensions. A fuel-efficient four-cylinder engine and a continuously variable automatic transmission are standard, and the Kicks only comes with front-wheel drive, so you can forget that off-road adventure you had your heart set on. The powertrain lacks the refinement of more expensive options in the subcompact SUV segment—such as the Mazda CX-30 and the Volkswagen Taos—and when merging onto a highway it feels underpowered. The Nissan's true value comes in the form of a comprehensive list of standard tech features, including Apple CarPlay, Android Auto, and a host of driver assists. What's New for 2022? Other than adopting Nissan's recently redesigned logo on its grille, the Kicks carries over to 2022 with no significant changes. Pricing and Which One to Buy S $21,025 SV $22,875 SR $23,565 The Kicks is well-equipped even at the base S trim level, which includes a host of standard driver-assistance features. We'd spring for the mid-range SV; it adds desirable items such as the new 8.0-inch infotainment display, adaptive cruise control, 17-inch wheels, and a center-console armrest. Engine, Transmission, and Performance Every 2022 Kicks model is powered by a 122-hp four-cylinder engine that provides adequate but far from thrilling acceleration. A continuously variable automatic transmission (CVT) handles shifting duties and drives the front wheels; all-wheel drive is not offered. If the leisurely 9.7-second jog to 60 mph makes the Kicks seem slow, that's because it is. However, the test results we recorded are only half the story. Around town it feels plenty perky, so long as you're willing to rev the engine. The Kicks is nimble and more fun to throw around than some larger SUVs, but it's not exactly a thrill ride on a twisty road. The suspension is tuned more for comfort, and it provided a well-cushioned ride even over the pitted and crumbling roads around our offices in southeast Michigan. The steering is direct and accurate, but there's very little feedback that comes up from the road to the driver's hands. Fuel Economy and Real-World MPG The Kicks has earned excellent EPA fuel-economy ratings of 31 mpg city and 36 mpg highway; in our 75-mph real-world highway fuel-economy test, it sipped fuel more like an economy car than an SUV. Its 37-mpg result tied with the Toyota C-HR. Despite its stellar result in our test, the tiny 10.8-gallon fuel tank abbreviates its cruising range. For more information about the Kicks's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo Interior styling is less trendy than the exterior design of the Kicks, but it is well-built, looks grown-up, and has a user-friendly interior. An adult-sized rear seat means it can haul people and cargo without the cramped feeling one might experience in rivals such as the C-HR. Splashes of color throughout the cabin do a nice job of breaking up the monotony of what would otherwise be an all-black interior. Despite its small size, the Kicks impressed us with its results in our cargo tests, matching and beating some larger rivals. We managed to fit 19 of our carry-on suitcases with the rear seats folded. Small-item storage is at a premium in the cargo area and the back seat, but front-seat occupants won't notice the pinch thanks to large door pockets and a large glovebox. #WikiCar #2022NissanKicks #NissanKicks

Overview Riding high on the critical acclaim for the revived Supra sports car, Toyota's performance-vehicle skunkworks division, Gazoo Racing, is applying its tuner treatment to the compact Corolla hatchback to create the 2023 GR Corolla—and it’s a little terror. Toyota has already unleashed a GR-tuned version of its Yaris subcompact car in global markets, from which the GR Corolla borrows its turbocharged 1.6-liter engine. The three-cylinder engine is amped up to 300 horsepower in the GR Corolla and comes only with a six-speed manual transmission and all-wheel drive. Toyota's been on a crusade in recent years to add excitement to its lineup with sportier offerings and more stylish designs, and this rally-racer inspired hot hatchback should help that effort. We expect to see the GR Corolla in Toyota showrooms before the end of 2022. What's New for 2023? The GR Corolla will be a new addition to the Toyota lineup for 2023 and will go up against popular sport compacts such as the Honda Civic Si, Hyundai Veloster N, and the 10Best award-winning Volkswagen Golf GTI and Jetta GLI. In fact, given its price and horsepower the GR Corolla will likely challenge the topmost tier of hot hatches—the Volkswagen Golf R and the upcoming Honda Civic Type R. Pricing and Which One to Buy Core $32,000 (est) Circuit Edition $40,000 (est) Toyota hasn't released pricing for the GR Corolla yet, but we expect the base Core trim to start out a little over $30,000 with the loaded Circuit Edition coming in closer to $40,000. We'd stick with the Core and splurge on the Performance package, which adds front and rear limited-slip differentials. Engine, Transmission, and Performance Under the hood of the GR Corolla is a turbocharged three-cylinder engine plucked from the from the GR Yaris—a hatchback that the Japanese automaker sells in global markets outside of the United States. For the GR Corolla it was tuned-up to make 300 horsepower—an eye-opening 185.4 horsepower per liter, and 43 horsepower more than it makes in the GR Yaris. A six-speed manual is the only transmission available, and all models come with Toyota's GR-Four all-wheel drive system. The GR-Four system allows the driver to choose between different power-distribution modes, starting with a 60/40 front-to-rear split for everyday driving to up to 30/70 to allow for drifting antics; a 50/50 split option is intended to provide maximum traction for racing. Current examples of the Corolla, even sporty SE and XSE models, don't offer remotely racy handling or performance, but upgrades to the GR’s suspension and powertrain make it a legitimate contender in the sport compact car segment. The top-spec Circuit Edition trim comes standard with front and rear limited slip differentials; the base Core model offers those as an option. Fuel Economy and Real-World MPG While the current Corolla is both one of the more fuel-efficient options in its class and thoroughly somnambulant, the high-performance GR variant is aimed purely at maximum performance. Still, thanks to its small 1.6-liter, three-cylinder engine, it should still deliver relatively decent fuel economy. We expect an EPA highway rating of around 30 mpg, which falls right between the Veloster N (29 mpg highway) and the Golf GTI (32 mpg highway). For more information about the GR Corolla's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The GR Corolla shares most of its cabin with the standard Corolla hatchback, which means good build quality, soft-touch materials, and plenty of features, but with racier trim and sport seats. Standard equipment includes ambient interior lighting, a six-way adjustable driver's seat, push-button start, and aluminum pedal covers. Automatic climate control, heated seats, and a heated steering wheel are all standard on the Circuit Edition, which also wears suede and faux-leather upholstery in place of the base model's cloth. #WikiCar #ToyotaGRCorolla #2023ToyotaGRCorolla

We have often complained about the lack of truly far-reaching concept cars on today’s show circuit. Instead of creating visions of a distant future, too often automakers show concepts that closely resemble upcoming production cars; the idea is to condition the public. We may have to shelve that lament for a little while because, with the Mercedes-Benz F 015 Luxury in Motion concept unveiled at CES, Daimler has just shown a dream car in the fully original sense. Powered by two rear-mounted electric motors with a total peak output of 272 horsepower (and a sustained output of 163 hp), the rear-wheel-drive F 015 is said to sprint to 62 mph in 6.7 seconds, while top speed is limited to 125 mph. The electricity is generated by means of a hydrogen fuel cell; a high-voltage battery can provide short bursts of additional power. The F 015’s body and structure use aluminum, high-strength steel, and composite materials—including carbon fiber. Its “monolithic” shape features a blurred division between the body and the windows, possibly inspired by Bertone’s classic Lancia Sibilo concept. At 205.5 inches long (versus 206.5 for the Mercedes-Benz S-class sedan), 79.4 inches wide (more than 4 inches wider than an S-class), and 60.0 inches tall (1.3 inches taller), the F 015 is positively huge and should offer far more interior space than any current luxury car. Resting on a 142.1-inch wheelbase (just three inches shy of a Ford F-150 SuperCrew), the futuristic Mercedes rolls on 26-inch wheels, which help to balance the proportions of this luxury concept. Access to the interior is afforded by doors that open 90 degrees, as well as a B-pillarless aperture. Here, Daimler has made good use of space. The cabin features four lounge chairs, which can swivel around; the surroundings are an exercise of futurism and sensual beauty, clad in leather and lined with wood, metal, and glass trim. The occupants will have plenty of opportunity to enjoy their environment, as the F 015 is designed to showcase Daimler’s vision of autonomous driving. With a plethora of stereo cameras and radar sensors, the car constantly monitors its surroundings, and it is fully capable of driving without any human input. If desired, however, the driver can take command at any point.

#WikiCar #SoundOfAstonMartin #AstonMartin

Overview One look at the jacked-up, aggressively styled 2022 Chevy Silverado ZR2 lets everyone know this isn’t an ordinary half-ton pickup truck. While it's not as extreme as the high-flying Ford F-150 Raptor or the 700-plus-hp Ram 1500 TRX, the ZR2 is the most formidable full-size truck in Chevy's showroom. Along with its intimidating appearance, it has a 420-hp V-8, rides on 33-inch-tall tires, and features a tricked-out suspension. The latter includes Multimatic spool-valve dampers that are derived from Formula 1 cars and Baja race trucks. Its interior is also decked out with a digitized dashboard, and its crew-cab-only body style means everyone can enjoy the ride when the blacktop ends. While it might not impress fans of Ford and Ram, the 2022 Silverado ZR2 gives the bow-tie brand a bona fide off-roader. What's New for 2022? This marks the first time a Silverado has worn the ZR2 badge, which has previously appeared on smaller Chevy trucks and SUVs with an off-road bent. Pricing and Which One to Buy Chevy hasn't said how much the Silverado ZR2 will cost when it goes on sale in the spring of 2022. Since its positioned as the lineup's flagship, we expect it to cost about the same as the top-of-the-line High Country model, which currently starts around $55,000. Engine, Transmission, and Performance Under the ZR2's bulging hood is the same naturally aspirated 6.2-liter V-8 that's available in the regular Silverado 1500. The engine makes 420 horsepower and 460 pound-feet of torque and pairs with a 10-speed automatic transmission. Every ZR2 features a four-wheel-drive system with a two-speed transfer case and electronic-locking front and rear differentials. Stabilizing the truck's 18-inch wheels, which are shod with gnarly 33-inch off-road tires, is a specially tuned suspension that includes high-performance spool-valve dampers. The truck's underside is protected by a unique skidplate package, and Chevy says the ZR2's high-mounted steel bumper provides a 31.8-degree approach angle, which is more than what's offered on the similarly lifted Silverado Trail Boss models. Towing and Payload Capacity With a conventional trailer hitch, the Silverado ZR2 can tow up to 8900 pounds. The half-ton pickup can also handle a payload of up to 1440 pounds. Interior, Comfort, and Cargo Inside, the Silverado ZR2 has a slick-looking dashboard that features a 12.3-inch fully digital instrument panel next to a massive 13.4-inch touchscreen. The cabin includes leather-trimmed seats and sporty dark trim. Between the front buckets is a center console that features a T-shaped electronic shifter. The ZR2 is only available in a crew-cab body style, so there's expansive passenger space, particularly in the back seat. Those who plan on carrying more stuff in the cargo box will want to opt for the longer standard-length bed versus the short bed. #WikiCar #ChevroletSilveradoZR2 #SilveradoZR2

Overview Prioritizing affordability and lightweight agility over high horsepower and high-priced exclusivity, the 2022 Subaru BRZ continues to be a pure sports car for everyone. The completely redesigned rear-drive-only coupe remains a unique entry in Subaru's otherwise all-wheel-drive lineup. The same is in store for its mechanical twin, the Toyota 86. With a 228-hp naturally aspirated flat-four, the BRZ is more powerful than before, which at least partly addresses one of our biggest complaints. Combine that with a lower center of gravity as well as a feathery curb weight and this assertively styled 2+2 hatchback is set up to deliver the seat-of-your-pants feeling that defines all great sports cars. With a new interior design that brings modern tech but preserves its predecessor's practicality, the 2022 BRZ leapfrogs affordable sports-cars favorites like the Mazda MX-5 Miata and earns a 10Best nod and a spot on our Editors' Choice list. What's New for 2022? The 2022 BRZ introduces the second generation of Subaru's lightweight sports cars. Not only does the coupe sit about 0.5 inch lower and span about 1 inch longer, but its bodywork is also more distinguished than before. Its interior is reimagined with more technology without sacrificing practicality. Driving enthusiasts will also welcome a new 2.4-liter flat-four-cylinder engine that's more powerful than the 2.0-liter version it replaces. Pricing and Which One to Buy Premium $28,990 Limited $31,490 Subaru offers the 2022 BRZ in two trim levels: Premium and Limited. We'd spring for the Limited, as it adds desirable features such as 18-inch aluminum wheels, summer tires, and blind-spot monitoring. A six-speed manual is standard and is the transmission best suited for Subaru's sports car, but those who prefer an automatic can get one for $1600. Engine, Transmission, and Performance Under the hood of the new BRZ is a naturally aspirated 2.4-liter flat-four-cylinder, otherwise known as a "boxer" engine. It generates 228 horsepower and 184 pound-feet of torque. Power is still routed to the rear wheels through either a six-speed manual or a six-speed automatic transmission. Along with improving acceleration times, the 2.4-liter feels more responsive than the previous engine, even if it's not enough to make the BRZ the quickest car in town. Subaru says it now has a lower center of gravity, too, and a curb weight of just over 2800 pounds, which is nearly perfectly distributed between the front and rear. These characteristics, combined with a stiffer structure, make the BRZ even more entertaining to drive than before. Our driving impressions revealed tons of steering feedback, sure-footed cornering composure, and the ability to swing the tail out. Its ride quality is on the firm side and not very refined, but it contributes to the car's playfulness. While every model comes standard with a limited-slip rear differential, the Premium model rolls on a set of 17-inch wheels while the Limited wears 18-inchers. Fuel Economy and Real-World MPG The '22 BRZ is estimated to earn up to 21 mpg in the city and 30 mpg on the highway. Those ratings are for automatic-equipped models; manual versions are rated at 20 mpg city and 27 highway. Once we have the chance to run one on our 75-mph highway fuel-economy route, which is part of our extensive testing regimen, we can evaluate its real-world mpg. For more information about the BRZ's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo Inside, the BRZ retains its driver-centric design and 2+2 seating configuration, but the cabin now boasts a more modern aesthetic with improved technology. Facing the driver is a new 7.0-inch fully digital gauge cluster that makes the tachometer the main attraction, with the circular readout even switching to a linear graph in the Track drive mode. A pair of heavily bolstered front seats look to keep passengers securely in place during hard cornering, and they're dressed up with red accents to promote the coupe's racy intentions. In addition to the low seating position, Subaru says the BRZ has excellent forward visibility thanks to thin front roof pillars. A sizable cargo area that can hold four tires (for track days, of course) with the rear seats folded remains a pillar of the coupe's practical nature. #WikiCar #SubaruBRZ #2022SubaruBRZ

Overview Affordably priced and equipped with standard all-wheel drive, the 2022 Subaru Impreza is a suitable albeit unimpressive compact car. Subaru offers its smallest vehicle in both sedan and hatchback shapes with either a manual or a continuously variable automatic transmission (CVT). The Impreza's flat-four engine provides languid acceleration regardless of the gearbox, but the stick shift is imprecise and not one we endorse. You find a practical interior and an intuitive infotainment system in both the sedan and hatch, and base models have a host of driver assists, but only with the CVT. The 2022 Impreza's playful driving character and value proposition make it a respectable choice in this class, but its middling fuel economy and lack of refinement place it near the bottom of our list. What's New for 2022? Subaru makes the smallest of changes to the Impreza lineup for 2022. Along with the new Sapphire Blue Pearl paint, the top-of-the-line Limited trim is now offered only in the hatchback body style. Pricing and Which One to Buy Base $19,790 Premium $23,155 Sport $23,955 Limited $27,355 For practicality reasons, we'd pick the hatch over the sedan. We also think the Premium model provides the best mix of features and value. It comes standard with steering-wheel-mounted paddle shifters, heated front seats, a host of driver assists (adaptive cruise control, lane-keeping assist, and more), and an enhanced infotainment system that includes SiriusXM satellite radio, an extra USB port, and integrated smartphone apps. The lone option package is also worth adding, as it brings blind-spot monitoring with rear-cross-traffic alert, passive hands-free entry and push-button start, a power-adjustable driver's seat, and a sunroof. Engine, Transmission, and Performance The Impreza is a tortoise in a class of hares, with a four-cylinder engine that makes 152 horsepower and 145 pound-feet of torque. All-wheel drive is standard, of course. With little low-end punch, both the sedan and hatchback require considerable goading to keep the engine where it needs to be to make power. The five-speed manual transmission on our Impreza Sport sedan performed less lethargically than the CVT of our long-term Sport hatch, but we actually prefer the automatic, due to the manual's notchy and imprecise nature. The Impreza strikes a near-perfect balance between ride and handling. The body doesn't lean in turns, and the quick steering gives the compact car an additional sense of verve. We found the Impreza Sport's relatively firm brake pedal and short stopping distance during emergency-braking situations to be exemplary for the class. Fuel Economy and Real-World MPG Choose any Impreza with the CVT and you'll be pleased with its fuel economy. Opt for the manual transmission, though, and you'll visit your local gas station more frequently. The most efficient Impreza earns 28 mpg city and 36 mpg highway, per the EPA; the least-efficient model—a hatchback with a manual transmission—is rated for 22 mpg city and 30 mpg highway. Our manual-equipped Impreza Sport sedan managed 30 mpg in our real-world highway fuel-economy test. For context, the nonhybrid Toyota Corolla achieved an impressive 41 mpg, albeit with an automatic transmission. For more information about the Impreza's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The Impreza's interior may be short on style, but it's tops in design. Easy-to-read gauges, simple controls, and an intuitive climate-control system make this car a breeze to operate. Additionally, the cabin benefits from soft-touch plastics, cushy armrests, and impressive fit and finish. Passenger volume is class competitive, and tall drivers will appreciate the model's ample front-seat legroom. The cargo areas of both the Impreza sedan and hatchback are on the smaller side of the class and there aren't a lot of places to store small personal items in the cabin, but you can fold down the 60/40 split-folding rear seat for additional cargo space when you need it.

Overview With sci-fi-like bodywork and a snazzier cabin, the 2022 Mitsubishi Outlander is totally reimagined and now actually competitive in the highly saturated compact-crossover class. Its standard three-row seating is uncharacteristic of the segment, too, but it's virtually useless. The Outlander shares a platform and mechanical bits with the new Nissan Rogue, including an unremarkable 181-hp four-cylinder powertrain. Mitsubishi also enhances the Outlander's roster of features and endows it with surprisingly athletic driving manners. Its interior is also much improved, with an elegantly simple design and significantly nicer materials. Plus, there's an assortment of new connectivity features and driver-assistance technology. A plug-in hybrid (PHEV) model will eventually join the lineup, too. What's New for 2022? The 2022 Outlander is all-new and introduces another generation of Mitsubishi's compact crossover. Mitsubishi has also announced that the PHEV version will arrive in 2022, possibly as a 2023 model. Along with more battery capacity and a larger electric motor than its predecessor from the previous generation, the Outlander with a plug will now be compatible with a third row, which wasn't available before. Pricing and Which One to Buy ES $27,290 SE $30,340 SE Launch Edition $31,190 Black Edition $31,190 SEL Special Edition $33,140 SEL $33,440 SEL Launch Edition $36,540 With a base price just shy of $27,000, the 2022 Outlander is a little pricier than other compact crossovers, including the Rogue. Despite a variety of desirable features, the top SEL trim has questionable value since it costs about as much as a top-of-the-line Mazda CX-5, which has won our 10Best award multiple times. So, we'd recommend the mid-level SEL model. For just over $30,000 (all-wheel drive adds $1800), it comes with intricate 20-inch wheels, a 9.0-inch touchscreen with Android Auto and wireless Apple CarPlay, a hands-free power liftgate, wireless charging, and driver assists such as adaptive cruise and lane-keeping assist. We'd also select the Tech package that adds a 12.3-inch digital gauge cluster, a Bose audio system, and a panoramic sunroof. Engine, Transmission, and Performance The Outlander is motivated by a 2.5-liter inline-four-cylinder engine that makes 181 horsepower and 181 pound-feet of torque. It pairs exclusively with a continuously variable automatic transmission (CVT). Front-wheel drive is the standard configuration, but all-wheel drive is optional. Although the Outlander's acceleration times are competitive with other compact crossovers (excluding speedsters such as the turbocharged CX-5 and Kia Sportage), it feels less responsive and lazier at highway speeds, which is exacerbated by its gearless transmission. However, the Outlander drives with a newfound agility and composure, especially compared with the outgoing model. Its steering is nicely weighted, its body motions are controlled, and its ride is taut. We did notice a lack of isolation that allowed a lot of road noise to enter the cabin on all but the smoothest roads and our test vehicle's large 20-inch wheels with limited sidewall cushion didn't help the situation. The Outlander we drove also had a soft-feeling brake pedal, but the stoppers hauled the SUV down from 70 mph in a class-competitive 172 feet. Mitsubishi says a plug-in-hybrid version will eventually be available, too, but that's all we know right now. Fuel Economy and Real-World MPG Compared with a mechanically identical Nissan Rogue, the 2022 Outlander has lower fuel-economy ratings. An all-wheel-drive Outlander is rated at 24 mpg city and 30 highway, but the Rogue performs slightly better. We've tested both on our 75-mph highway fuel-economy route, and the Mitsubishi's real-world result of 26 mpg was a startling 6 mpg less than the Nissan's result. For more information about the Outlander's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The new Outlander has significantly nicer cabin materials compared with its predecessor, which was marred by subpar plastics and chintzy trim pieces. Not only are the interior accents and surfaces of higher quality, but the design finally qualifies as modern. Likewise, there's an assortment of contemporary content that includes an available 12.3-inch digital gauge cluster and a head-up display. While passengers in the first two rows enjoy extra hip room and legroom than in the last-gen Outlander, its third row apparently isn't made for people with legs. The only other compact crossover with seating for seven is the Volkswagen Tiguan, but, unlike the Outlander, its extra set of seats are limited to front-drive models. Cargo space also increases on the new Outlander, with 1 cubic foot added to the total volume behind the second and third rows. #WikiCar #2022MitsubishiOutlander #OutlanderPHEV

Overview The 2022 Ford Bronco rocks a nostalgia-inducing design along with both civil on-road driving manners and big-time trail-tackling ability. The sheer bandwidth of its capabilities is what makes Ford's off-roader such a hit. While the Jeep Wrangler has ruled the off-road world as the de facto SUV for people seeking a vehicle with bona fide trail-eating cred—even if they never plan to tackle a boulder-strewn two-track—the Bronco is similarly configurable with a convertible top, two- and four-door body styles, and removable doors. Inside, the durable materials and simple design recall the original, old-school Bronco, but the interior aesthetic looks cheap on upper trim levels. All Broncos have all-wheel drive and either a turbo-four or a twin-turbo V-6. Neither are very fuel-efficient or sound particularly pleasant, but they're quick and responsive. The optional Sasquatch and Everglades packages—beefier tires and other enhancements—help make the 2022 Bronco the ultimate off-road SUV and earn it a spot on both our 10Best and Editors' Choice lists. What's New for 2022? With its first model year in the books, the 2022 Bronco lineup grows with the addition of the Everglades model, which builds on an off-road-oriented Sasquatch package. Along with distinct visual clues–including an exclusive Desert Sand paint color–the Everglades adds a snorkel air intake, a Warn winch that can pull up to 10,000-pounds, and 17-inch rims on 35-inch tires. However, it's limited to the four-door body style and the 300-hp turbo-four powertrain. Sadly, the engine only pairs with the 10-speed automatic and not the seven-speed manual. Ford has also introduced a $2505 Hoss 3.0 package for the Wildtrak model, which adds sturdier Fox adaptive dampers and other chassis upgrades. However, it's currently only offered to reservation holders and unscheduled order holders. For the most extreme Bronco model, the newly introduced Raptor version (reviewed separately) has a 400-plus-hp twin-turbo V-6, a beefier suspension, and available 37-inch tires. Pricing and Which One to Buy Base $32,295 Big Bend $36,780 Black Diamond $39,445 Outer Banks $42,350 Badlands $45,990 Wildtrak $51,275 Everglades $54,495 The base two-door Bronco starts at just under $30,000 but upgrading to upper trims gets expensive quickly. Our ideal configuration would be a four-door with the more powerful engine, and it needs to have the off-road hardware to live up to its roots. That points us towards the Bronco Wildtrack, which comes standard with 17-inch beadlock-capable wheels and huge 35-inch mud-terrain tires. Engine, Transmission, and Performance Sorry, folks. The Bronco doesn't come with eight cylinders. Instead, there's a standard 300-hp turbocharged 2.3-liter four-cylinder or an optional 330-hp twin-turbo 2.7-liter V-6. A 10-speed automatic transmission bolts to both gas engines, but a seven-speed manual is only compatible with the smaller one. Unfortunately, neither engine has an enthusiastic soundtrack. Every Bronco sends power to all four wheels, and its independent front suspension is more sophisticated than Jeep's front stick axle. Other noteworthy options include 35-inch mud-terrain tires, beadlock-capable wheels, electronic locking front and rear differentials, and a sway-bar-disconnect feature. After our first driving impressions, the Bronco most impressed us with its on-road refinement. Not only is its steering more precise than the Wrangler's wheel, but the Ford simply handles better overall. Of course, equipped with the largest tires and softest suspension, there's significant brake dive, and its body-on-frame construction isn't kept secret. Still, the Bronco isn't a one-trick pony, and it's capable of conquering truly treacherous terrain. Both the two- and four-door models are also rated to tow 3500 pounds—same as the Wrangler. Fuel Economy and Real-World MPG The four-cylinder Bronco with the automatic transmission is the thriftiest variant, with ratings of 20 mpg in the city and 22 on the highway. Upgrade to the V-6 version with the Sasquatch package that includes aggressive, oversized tires and its fuel economy plummets to 17 mpg both in the city and on the highway. We've run automatic-equipped Broncos with both engines on our 75-mph fuel-economy route, with the four-cylinder earning 22 mpg and the V-6 earning 18 mpg. For more information about the Bronco's fuel economy, visit the EPA's website. #WikiCar #FordBronco #2022FordBronco

Overview The 2022 Nissan Titan is a capable and competent full-size pickup truck, but it's outclassed by more capable and contemporary rivals. With the introduction of an all-new Toyota Tundra, the Nissan also no longer looks like the best nondomestic alternative. We appreciate the Titan's best-in-class warranty and roster of popular tech features, but its infotainment system is obsolete compared with the others, which also offer more configurations and more innovations. The Titan is only offered with two cab sizes (extended and crew) and is exclusively powered by a 400-hp V-8 paired with an automatic transmission. While this single powertrain is actually a strong point, along with its quiet cabin and supremely comfy seats, the 2022 Titan can't compete with the Chevrolet Silverado 1500, the GMC Sierra 1500, the Ford F-150, or the Ram 1500. What's New for 2022? For 2022, Nissan gives the Titan lineup new standard features and updated option packages. The entry-level S now comes standard with a trailer hitch and a spray-on bedliner. The next-up SV now comes standard with the previously optional Convenience package. Along with built-in navigation, the kit includes dual-zone climate control, a power-adjustable driver's seat, heated front seats, front and rear parking sensors, remote start, and more. Pricing and Which One to Buy S $40,005 SV $45,255 PRO-4X $52,895 Platinum Reserve $58,695 Since the Titan fails to change the pickup-truck game, we think it serves owners best as a work truck. That means the base S model with the standard extended cab and rear-wheel drive. Of course, those who want the added capability of all-wheel drive can add it for extra coin. This choice limits the number of optional upgrades, but it still features standard equipment such as an 8.0-inch touchscreen with Apple CarPlay and Android Auto integration. It also has automated emergency braking, blind-spot monitoring, rear cross-traffic alert, lane-departure warning, and more. Engine, Transmission, and Performance Unlike the variety of powertrains available on light-duty rivals, the Titan makes do with a single engine and transmission combo. The 5.6-liter V-8 produces 400 horsepower and 413 pound-feet of torque and pairs with a nine-speed automatic transmission. As with its pickup brethren, the Titan trades handling and ride quality for off-road ruggedness and potent hauling capacities. While it can giddyap and go and has sufficient stopping power, its steering and handling aren't as refined as its competition. Although the Titan and the separately reviewed Titan XD share cabs and other components, they have their own specific chassis and suspensions. The Pro-4X version swaps the stock shocks for an off-road set better suited for rough roads, but we noted that they feel stiffer than rivals with similar setups. We also drove the updated-for-2020 Titan, which still can't match the impressive ride quality of the Ram 1500. Towing and Payload Capacity When it comes to the all-important tow and payload ratings, the Titan's maximums are at the back of the pack. Still, its ability to tow up to 9660 pounds is more than enough for most owners, and every model can pull at least 9240 pounds. Fuel Economy and Real-World MPG The Titan is estimated to earn up to 21 mpg on the highway, but while the rear-drive version is rated at 16 mpg in the city, the four-wheel-drive version gets 1 mpg less. The Titan Pro-4X has estimates of 15 mpg city and 20 highway. We haven't tested a Titan on our 75-mph highway fuel-economy route, which is part of our extensive testing regimen, but we'll evaluate its real-world mpg when we have the chance. For more information about the Titan's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The Titan impresses with a serene cabin and its standard set of outrageously comfy Zero Gravity front seats, as Nissan calls them. Good-looking premium materials are reserved for the Platinum Reserve trim. Unfortunately, the Titan's interior design is dull, the abundance of plastic disappoints, and the crew cab's rear-seat legroom is the least of all of its competitors. When it comes to cargo control, the Titan is one of the best in the biz. Every model has a spring-assisted tailgate for easy use, and innovative add-ons such as a unique bed-channel system and discreet in-bed cargo boxes are available. However, its ample interior storage space disappoints when it comes to finding a spot for smaller items, and its cargo boxes have the least amount of storage space among rivals. The Titan's three bed lengths are specific to cab size: 8.2 feet for the regular cab, 6.6 feet for the extended cab, and the crew cab uses a 5.6-foot bed. #WikiCar #2022NissanTitan #NissanTitan

The Volkswagen ID. Buzz, an electric version of the brand’s iconic Microbus, will make its first-ever public appearance at SXSW in the US, from March 11-20, 2022. To celebrate the first outing of the electric vehicle (EV), Volkswagen will host various “Buzz Stops” throughout the city of Austin, Texas. The ID. Buzz appearances are part of a larger three-year sponsorship agreement between Volkswagen Group and South by Southwest Conference & Festivals. The ID. Buzz is built on VW’s Modular Electric Drive Matrix (MEB) platform. It’s due to be officially revealed on March 9th, 2022. Scott Keogh, President and CEO, Volkswagen Group of America, says: “The VW Microbus has been emblematic of cultural ideals that have inspired change and driven progress, both in the U.S. and globally. South by Southwest’s commitment to innovation and technology, coupled with its access to culture and creativity makes it the perfect venue for the ID. Buzz to make its first-ever public appearance. We’re excited to bring the ID. Buzz to Austin and showcase the innovation packed into this newest member of our EV lineup.” He adds: “Volkswagen is taking the lead in electromobility in a transformative way and the debut of ID. Buzz at South by Southwest is another exciting example of our progress. We have accelerated the transformation to electromobility in the U.S. and we plan to continue leading this charge.” “SXSW brings the world’s creative professionals together and we’re thrilled to welcome Volkswagen to our event over the next three years,” comments Roland Swenson, Co-founder and CEO of SXSW. “We’re particularly excited to have the opportunity to highlight their dedication to ingenuity in the fast-moving field of EV in the form of the iconic VW bus. We look forward to sharing the full Volkswagen experience with our attendees in Austin next month.” #WikiCar #VolkswagenIDBuzz #IDBuzz

Overview The 2022 Ford Mustang Mach-E blends popular elements of the past and present in a highly desirable package that bodes well for the future of electric vehicles, which is why we gave it an Editors' Choice award. While it seems sacrilegious that Ford would call a crossover EV a Mustang, pairing the iconic nameplate with an in-demand body style is smart marketing. Along with its attention-getting appearance, the Mach-E has a handsomely appointed interior that's brimming with the latest tech. It also has nifty storage solutions, a spacious back seat, and lots of cargo space. Get behind the wheel and the electrified Mustang feels agile and quick. The sportiest version hits 60 mph in 3.7 seconds (quicker than a Mustang Mach 1) and the rangiest versions are estimated to travel more than 300 miles per charge. All that and more makes the 2022 Mustang Mach-E a transcendent EV. What's New for 2022? Entering its second model year, the 2022 Mustang Mach-E, which won our inaugural EV of the Year award, enjoys slightly more useable battery capacity that should increase its real-world range. The California 1 is now offered with all-wheel drive and comes standard with a heated steering wheel and heated front seats. Likewise, the GT model now comes standard with a black-painted roof. As with the Mustang pony car, the Mach-E is now available as an all-white special edition called–go figure–the Ice White Edition. This new appearance package is only offered on the Premium trim level and includes tri-coat Star White metallic paint and Oxford White details such as the 19-inch wheels and exterior badges. The bright Grabber Blue and Cyber Orange paint colors are also now available on models other than just the GT. Pricing and Which One to Buy Select $44,995 Premium $49,875 California Route 1 $53,550 GT $63,095 GT Performance Edition $66,095 We think the Premium model is the Mach-E to get. It's rated at 305 miles of driving range when paired with the extended-range battery and rear-wheel drive, but we'd still choose the all-wheel-drive version, which knocks its estimated range down to 270 miles. Compared with the base model, the Mach-E Premium has more powerful fast-charging capability, 19-inch wheels, a Band & Olufsen sound system, a panoramic sunroof, and a power liftgate. EV Motor, Power, and Performance The 2022 Mustang Mach-E is available with either a standard-range 70.0-kWh battery or an extended-range 91.0-kWh pack. These feed an electric motor mounted on the rear or both axles. That latter combination creates all-wheel drive, and on the sporty GT and GT Performance models, the motors combine to make 480 horsepower and up to 634 pound-feet of torque. The GT Performance model we tested hit 60 mph in 3.7 seconds, but it didn't fully live up to our expectations. Less powerful models make between 266 and 346 horses and between 317 and 428 pound-feet. The Mach-E rides on wheels that range in size from 18 to 20 inches, and it can be had with adaptive dampers for adjustable ride firmness. The version we drove was an extended-range, all-wheel-drive model that was quick and better to drive than most ordinary crossovers. However, drivers shouldn't expect the Mach-E to be nearly as engaging as the traditional Mustang. Its quiet operation and super-smooth ride were most impressive. Range, Charging, and Battery Life The 2022 Mustang Mach-E has an EPA-estimated range of between 211 and 305 miles, depending on the battery pack and type of electric motors, which isn't nearly as impressive as the rangiest Tesla models. Every model also has fast-charging capability. Every Mach-E comes out of the box with a Ford mobile charger that can add up to 30 miles of range per night with a 120-volt outlet and up to 80 percent of battery life overnight with a 240-volt outlet. A Ford charge station can also be ordered online and installed by certified electricians, with the ability to replenish 32 miles per hour and recharge the battery overnight. Fuel Economy and Real-World MPGe The range-topping Mustang Mach-E with rear-wheel drive and the extended range battery boasts an EPA-estimated range of 305 miles. The all-wheel-drive version with the extended battery has an estimated driving range of 270 miles. However, there are a wider variety of ranges depending on the model and equipment. The Mach-E with the larger battery that we tested on our 75-mph highway fuel-economy route, which is part of our extensive testing regimen, went 250 miles on a single charge. Based on the increased capacity for 2022, we think it'll add about 8 miles of real-world highway range. For more information about the Mustang Mach-E's fuel economy, visit the EPA's website. #WikiCar #FordMustangMach-E #FordMustangBlueCruise

This is the new Peugeot 308 SW, the estate version of the recently-revealed new generation of the hatchback. It goes up against alternatives such as the Volkswagen Golf Estate and Ford Focus Estate, equipped with plug-in hybrid engine options and semi-autonomous driver-assistance tech – oh, and the usual good looks you’d expect from a Peugeot. 2022 Peugeot 308 SW design It’s no real shock that the Peugeot 308 SW is visually similar to the hatchback, but that’s certainly not a bad thing. It has the same sharp headlights with fang-like daytime running lights seeping from either side, and both flank a near-identical grille that houses a new Peugeot logo. The side profile is different from the hatchback the SW’s extended roofline and larger boot, though design details at the rear are pretty similar. That includes the claw effect tail lights, gloss black rear trim and chrome fake-exhaust tips. 2022 Peugeot 308 SW interior and infotainment Just as with the hatchback, the Peugeot 308 SW gets the French manufacturer’s i-Cockpit interior layout. That includes the tiny squared-off steering wheel, a digital driver’s display plus a 10-inch touchscreen. The infotainment system supports Android Auto and Apple CarPlay, too, as well as coming with an ‘OK Peugeot’ voice assistant. Boot space is up to 608 litres in the SW, too, with an electric tailgate fitted as standard. 2022 Peugeot 308 SW semi-autonomous tech You can have your Peugeot 308 SW equipped with a semi-autonomous driving system. As well as adaptive cruise control that’s capable of managing its speed and distance from other cars on the motorway, the 308 SW can suggest when you should make an overtake. 2022 Peugeot 308 SW engines and plug-in hybrids You’ve got a range of engines to pick from for the Peugeot 308 SW, including two plug-in hybrid options. The latter consists of either a 225hp or 180hp engine linked up to a 110hp electric motor. They’ll manage 36 and 37 miles of electric-only driving respectively. Not ready for a hybrid? You can pick between a 1.2-litre petrol engine or a 1.5-litre diesel, with all engines linked up to an eight-speed automatic. #WikiCar #Peugeot308SW #2022Peugeot308