A collection of the best cars in the world

Overview The mid-size 2021 Chevy Colorado pickup and its corporate sibling, the GMC Canyon, provide everyday practicality and broad capabilities, with considerable towing and payload ratings. Plus, they are much easier to maneuver than their full-size offspring. The Colorado boasts three different engines, including a surprisingly quick V-6 and a stump-pulling diesel four-cylinder. While the interior is overrun with cheap plastics, and even the biggest cab size has a small back seat, the truck maintains a pleasant driving position and athletic handling. Chevy ensures every model has a modern infotainment system, but it leaves many contemporary driver-assistance features off the roster. The 2021 Colorado has a good enough resume to suit many pickup shoppers, but it lacks the qualifications to interest a wider audience. What's New for 2021? The Colorado lineup is getting a new look for 2021. The most drastic changes include an aggressively styled face for the already distinct ZR2 model; the 2021 looks more like Bane from the Dark Knight trilogy than it does a pickup truck. Along with red tow hooks, the ZR2 and Z71 gain a Sand Dune metallic paint color. Likewise, lesser trim levels will receive revised front ends and different badging than before. Chevy hasn't said how much the newest Colorados will cost; we'll know more about that closer to the on-sale date, slated for next year. Pricing and Which One to Buy Work Truck $26,395 LT $28,895 Z71 $35,995 ZR2 $43,795 While the Colorado is a popular truck, its lack of modern driver assists and its subpar interior quality diminish its desirability. For that reason, we'd recommend the model that makes the Chevy unique among mid-size pickups. That's the jacked-up wide-bodied ZR2. Sure, it's the most expensive trim level, but it has a host of exclusive equipment that includes exotic spool-valve shocks, electronic locking diffs on both axles, and one of the wilder front ends we've seen on a modern truck. We'd choose the crew cab for its bigger back seat and stick with the standard V-6 versus the pricier diesel option. We'd also select the Kinetic Blue paint and bed-mounted spare-tire carrier because we like the look. The performance air intake and cat-back exhaust of the Power package would make our final list, too. Engine, Transmission, and Performance The Colorado offers a powertrain for just about everyone: a base four-cylinder with a six-speed automatic transmission (the six-speed manual is no longer available), a speedy 308-hp V-6 with an eight-speed automatic, and the segment's only diesel—a 2.8-liter four-cylinder that makes an impressive 369 pound-feet of torque. While the V-6 and diesel are excellent dance partners for Colorado, the base 2.5-liter four-cylinder is weak and grumpy. We've tested the diesel and the gasoline V-6, and although vastly different in character, either will serve its owner well. At 9.1 seconds to 60 mph, the diesel-powered ZR2 crew cab can't keep up with the V-6-powered LT model, which hit that metric in 6.1 seconds. (Oddly, the crew-cab ZR2 with the V-6 was significantly slower than its standard V-6-powered counterpart.) The diesel's true forte is its maximum towing capability, backcountry trekking, and fuel economy. #WikiCar #ChevroletColorado #2021ChevroletColorado

Overview Toyota's stylish 2022 Venza is a fuel-efficient offering in the mid-size SUV arena, but it's smaller and less practical than boxier crossovers, some of which cost less money. A 2.5-liter four-cylinder and three electric motors comprise the Venza's all-wheel-drive, hybrid powertrain, which sips fuel better than V-6­–powered rivals such as the Honda Passport and the Nissan Murano. Toyota offers a comprehensive suite of driver-assistance features as standard and a host of modern amenities—including a slick electrochromic panoramic sunroof—are available, too. The Venza's interior is strictly a two-row affair and passenger space is adequate, but buyers will find more rear-seat space in the Hyundai Santa Fe and the Jeep Grand Cherokee. What's New for 2022? The Venza enters 2022—its second year on sale since its revival for the 2021 model year—with no significant changes. Pricing and Which One to Buy LE $34,105 XLE $37,640 Limited $41,595 The best value of the bunch is the XLE model, which comes standard with front and rear parking sensors, passive keyless entry, and 19-inch aluminum wheels. All Venza models come standard with all-wheel drive, so those who want that feature aren't forced to shell out extra to have it. Engine, Transmission, and Performance The Venza is offered exclusively as a hybrid, powered by a setup comprised of a 2.5-liter four-cylinder gas engine and three electric motors which together develop 219 horsepower. All-wheel drive is standard: One of the electric motors powers the Venza's rear wheels while the gasoline engine and the other two motors work to spin the fronts. During our test drive of the Venza, we found ourselves disappointed by its driving dynamics, and it didn't deliver the smooth and even ride that we expected. At our test track, its acceleration was also mediocre at 7.6 seconds to 60 mph, putting it 1.5 seconds off the pace set by the Passport. #WikiCar #2022ToyotaVenza #ToyotaVenza

Will Honda be the last automaker to build a small, fun, affordable car with a manual transmission? It's now one of just a handful of companies that's able to make a business case for a car such as the Civic Si in the United States. We think it's commendable that this sub-$30,000, turbocharged, stick-shift sedan still exists at all, let alone that it's entering a new generation with numerous improvements. The 2022 Honda Civic Si is part of the 11th-generation Civic lineup that features the same basic mechanicals as its predecessor but a nicer interior and cleaner exterior styling. The Si formula remains the same as before: A turbocharged 1.5-liter inline-four with a six-speed manual is the sole powertrain, and the Si is available only as a sedan. But Honda has made upgrades that increase the car's appeal without diluting the engaging driving experience we enjoyed so much in the previous Si. The hard numbers don't paint the best picture of the new car, as it's a couple thousand dollars more expensive than before and features less horsepower. Honda says it has retuned the turbo four so that it both revs more eagerly and produces peak torque starting 300 rpm lower in the rev range. But the tradeoff is a loss of 5 horsepower, for a total of 200 horsepower that now comes on at 6000 rpm, compared with 205 horses at 5700 rpm before. (The redline is 100 rpm higher at 6600 rpm.) We didn't notice much of a difference in the engine's character during our drive, as its sound and power delivery largely mimic our experience with the 2020 model. The 1.5-liter is still somewhat coarse when pushed, but Honda has improved engine NVH, with the interior better isolated than before. Sometimes automakers achieve this by adding heavy sound deadening, but the new Si tipped our scales at 2937 pounds, just 21 pounds more than the old car. #WikiCar #HondaCivicSi #2022hondaCivic

Overview Some entry-luxury cars are too sporty and others are too soft, but Mercedes-Benz’s C-class falls in the sweet spot. It even earned a spot on our Editors' Choice list. In its standard C300 form, it combines a quiet and comfortable ride with just the right amount of handling acuity—and if you want more power and performance, Mercedes offers the AMG C43 and C63 models, which we review separately. The C300 is available in sedan, coupe, and convertible models. Although the current generation is nearing the end of its life cycle, it still has plenty of modern technology, and its interior and exterior designs have aged well. A redesigned C-class is expected to arrive within the next year or so. What's New for 2021? A 12.3-inch digital gauge cluster is newly standard across the board, as are heated front seats. Plus, the sedan can be had with a Night package that adds black exterior trim. Unless you desire an open-air experience or the extra style of the coupe, the sedan is the most sensible and satisfying of the C-class models. The C300 comes standard with rear-wheel drive; Benz's 4Matic all-wheel-drive system is a $2000 option. Of the many available extras, we’d consider the $1500 Premium package, which adds SiriusXM satellite radio, an upgraded audio system, and ambient lighting. But beware that many of the option packages are bundled together and can push the price of a sedan well beyond $50,000. Engine, Transmission, and Performance A turbocharged 2.0-liter four-cylinder engine powers all C300 models and generates 255 horsepower and 273 pound-feet of torque, getting the Mercedes off the line without delay. A nine-speed automatic transmission performs shifting duties. Rear-wheel drive is standard, but you can get all-wheel drive (called 4Matic) for two grand more. In our testing of a C300 4Matic sedan, the car hit 60 mph in a sprightly 5.4 seconds. The engine is appropriately muted at idle and at highway speeds, but its soundtrack at full throttle is less pleasing than you'd expect. In our recent comparison test of entry-luxury sports sedans, the C300’s acceleration results put it about midpack, as the BMW 330i and Alfa Romeo Giulia 2.0T were quicker. #WikiCar #MercedesCClass #2021CClass

Overview After years of waiting for the mid-engine Corvette to make its debut, the pressure was on for Chevrolet to deliver a modern-day icon. As the C8-generation car enters its second model year, we are happy to report that its status is preserved—in fact, it's elevated. The Corvette offers impressive performance, a 490-hp V-8 engine, and an affordable base price, which helped it snag a 10Best award and make our Editors' Choice list. Both a coupe and a convertible are offered, and the Corvette's two-seat cabin is spacious and comfortable for full-size adults. Beyond its spectacular performance, Chevy's engineers made the ride supple enough for daily commuting and cross-country road trips, yet with the Z51 package the Vette is track-capable. Cargo space is limited, but golf clubs still fit in the back, and the front trunk (frunk) offers a deep well that'll easily hold a carry-on suitcase. What's New for 2021? Chevrolet has added a few standard features for 2021, including wireless Apple CarPlay and Android Auto, new options for the digital gauge display, and a Buckle-to-Drive safety feature that prevents the standard automatic transmission from shifting out of park until the driver has buckled their seat belt. On top of that, any Corvette can now be ordered with the optional magnetorheological dampers as a standalone option; previously, to get them you'd have to purchase expensive Z51 performance package. Cosmetically, a new Full Length Dual Racing Stripe package is available, with stripes in blue, orange, red, or yellow. A new gray-and-yellow interior color scheme has also been added to the options sheet. Pricing of all models increases by $1000 across the board for the 2021 model year. Pricing and Which One to Buy 1LT Coupe $60,995 2LT Coupe $68,295 1LT Convertible $68,495 3LT Coupe $72,945 2LT Convertible $75,295 3LT Convertible $79,945 The Corvette is available as either a coupe or a convertible with a folding hard top. Since the coupe's roof lifts off for open-top motoring anyway, we'd stick with it. We'd instead spend the money to upgrade to the 2LT version, which starts at $68,295, and adds a goodly number of features, including a head-up display, a wireless smartphone charging pad, heated and ventilated seats, a heated steering wheel, a 14-speaker Bose stereo system, blind-spot monitoring, and much more. The Z51 performance package is also a must-have as it brings all of the Corvette's best performance-oriented gear. Engine, Transmission, and Performance Although the engine is in a new location—now behind the passenger compartment instead of in front of it—it remains a 6.2-liter V-8, albeit one making 490 horsepower and 470 lb-ft of torque. With the dual-mode performance exhaust that is part of the Z51 package, it makes 495 horsepower. The Z51 option also adds an electronic limited-slip rear differential, more aggressive brakes, and summer tires. An eight-speed dual-clutch automatic (a Corvette first) is the sole transmission. It is controlled either by a push-button gear selector on the center console or by using two large steering-wheel-mounted shift paddles. A manual transmission is not available. In our testing, we recorded a zero-to-60-mph time of 2.8 seconds and the quarter-mile in 11.2 seconds at 122 mph in a car equipped with the Z51 performance package and the optional FE4 magnetorheological dampers. We managed a braking distance of 149 feet from 70 mph and recorded 1.03 g's on the skid pad. Even in base form, however, the new Corvette is capable of heroic handling and delivers big thrills on both road and track. #WikiCar #ChevroletCorvette #2021ChevroletCorvette

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. Engine, Transmission, 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. We estimate that the all-wheel-drive Ariya will zip from zero to 60 mph in less than 5.0 seconds, a feat that is similar to higher-end electric vehicles. The base front-wheel drive model will likely be slower, but we still expect it to offer peppy acceleration that's a characteristic of EV powertrains. #WikiCar #NissanAriya #2023NissanAriya

Overview Acura's flagship isn't a large sedan or even a decked-out full-size SUV; it's the 2022 NSX Type S sports car, which utilizes a hybrid powertrain. A twin-turbo V-6 and three electric motors team up for blistering acceleration but the system also enables quiet, electric-only driving so your neighbors don't have a cow every time you idle through your subdivision. Other similarly-priced sports cars such as the McLaren 570S and the Mercedes-AMG GT offer sharper handling or more raw power, but the NSX is easier to live with on a day-to-day basis. Of course, there are some downsides, including the dated cabin and infotainment system; the NSX's interior storage is also not generous. What's New for 2022? We have good news and bad news. The good news is that the 2022 NSX will wear the vaunted Type S badge and come with 600-hp version of the supercar's twin-turbo V-6 hybrid powertrain. Standard. The bad news: 2022 will be the NSX's last model year before it's discontinued, and only 300 will be available for sale in the U.S. Along with the pumped up powertrain, the 2022 model wears tweaked front-end styling and Type S badging. Pricing and Which One to Buy NSX Type S $171,495 Acura doesn't separate the NSX lineup into trims, so there's just a single model that you can customize to your liking. We dig bright colors, so opting for either the Indy Yellow or Thermal Orange is a must—either hue will cost you extra. You can go nuts with the interior colors; none of them cost extra, and the schemes include Ebony, Red, and Orchid. If you can stomach their added cost (with your choice of silver, red, black, or orange calipers), the carbon-ceramic brake rotors are worth the upgrade if you plan to take your NSX to the track. Engine, Transmission, and Performance While it will certainly satiate your need for speed, the NSX can't outpace some key rivals such as the Audi R8 or the McLaren 570S. In our testing, it still snapped off lightning-quick acceleration times and managed a 3.1-second run from zero to 60 mph with the 573-hp version of its hybrid powertrain. Its electric-only Quiet mode, however, gives it something its rivals don't have: discretion. The NSX Type S's 600-hp hybrid-electric powertrain combines a twin-turbocharged 3.5-liter V-6 with three electric motors and should be quicker than the standard car, but we haven't had a chance to test it yet. The V-6, the nine-speed dual-clutch automatic transmission, and one of the electric motors work as a team to power the rear wheels. The other two electric motors operate independently to drive the front wheels, effectively giving the NSX all-wheel drive. In Quiet and Sport modes, the steering is direct and accurate but light to the touch, which we think is an attempt to make the NSX feel maneuverable on a day-to-day basis. Such a setup, however, feels out of place on such a performance-oriented vehicle. In Sport Plus and Track modes, the electric-power-steering system dials in more weight. Regardless of the setting, the steering is crisp, and the car responds smartly to the slightest of driver inputs. #WikiCar #2022AcuraNSX #AcuraNSX #AcuraNSXTypeS

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. 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. #WikiCar #2022ToyotaTundar #TundraTRDPro #ToyotaTundra

Overview Acura is on a tear updating its small lineup of cars and SUVs. Among them is the three-row MDX, whose recent overhaul brings lots of goodies. This SUV takes its handsome styling cues from the compact RDX SUV and TLX sedan, and the cabin boasts luxury materials and features worthy of the Acura's premium badge. The base powertrain for this front-driver consists of a 290-hp 3.5-liter V-6 and a 10-speed automatic, and all-wheel drive is available. But select the performance-oriented Type S model and you'll get a turbocharged 355-hp 3.0-liter V-6 and standard all-wheel drive. What's New for 2022? Acura redesigned the MDX for 2022, skipping the 2021 model year. The new SUV shares its styling and technology with the recently revamped RDX and TLX models. As driving enthusiasts, we're most intrigued by the Type S for its performance aspirations, but Acura says that model won't go on sale until late 2021. For buyers looking for a nicely equipped luxury crossover without the sporty flair, we'd recommend the Technology trim, which has niceties such as leather upholstery with contrast stitching, adjustable interior ambient lighting, an ELS Studio stereo system with 12 speakers, and low-speed front and rear automated emergency braking. Engine, Transmission, and Performance The new MDX uses the same 290-hp 3.5-liter V-6 as the outgoing model, but the engine is now mated to a 10-speed automatic transmission instead of a nine-speed. Front-wheel drive remains standard with all-wheel drive available as an option. The outgoing 2020 MDX also offered a hybrid powertrain, but so far Acura has not indicated an intention to hybridize the 2022 MDX. The sporty Type S model is powered by a 355-hp turbocharged 3.0-liter V-6 and comes standard with all-wheel drive. We haven't driven the Type S yet, but our test drive of an all-wheel drive Advance model with the standard powertrain revealed surprisingly nimble handling and perky acceleration. #WikiCar #2022AcuraMDX #AcuraMDX #AcuraMDXTypeS

Overview Wearing one of Toyota's most beautiful designs, the 2022 Mirai sedan looks like it rolled straight out of a future where boxy SUVs are so passé. Its flowing lines and upscale appearance distract from its true party piece, which is its hydrogen-powered propulsion system. Acceleration is leisurely from the onboard electric motor, but the Mirai is a zero-emission option that lets drivers refuel in mere minutes rather than waiting around at an EV charger. The interior is posh, its ride is forgiving, and handling is unexpectedly lively, but the Mirai can't venture too far away from areas where hydrogen fueling stations are available. For that reason, the Mirai–as well as its chief rival, the Hyundai Nexo—is currently sold only in California. What's New for 2022? The Mirai carries over into 2022 with no changes. Even the hydrogen-powered beauty's price remains the same. Pricing and Which One to Buy XLE $50,525 Limited $67,025 The Mirai is offered in either the base XLE trim or the loaded Limited guise, but we'd stick with the less expensive of the two. Standard interior features include heated and power-adjustable seats, keyless entry and ignition, faux-leather upholstery, and a 12.3-inch infotainment touchscreen. All Mirai models come with a $15,000 fuel credit and 21 days of complimentary vehicle rentals for when travel dictates drives away from areas with hydrogen fueling stations. Engine, Transmission, and Performance The Toyota Mirai is powered by what’s called a fuel-cell electric powertrain, meaning that hydrogen (which could actually come from cow manure, among other sources) is converted into electricity by the on-board fuel cell—essentially a chemical laboratory on wheels. Fuel cells create electricity by stripping electrons from hydrogen atoms; the hydrogen then bonds to oxygen to create water, while the electrons power the electric motor. The result is an electric vehicle that is fueled with hydrogen from a pump rather than electrons drawn from the nation's electrical power grid. The electric motor powering the Mirai produces 182 horsepower, all of which is sent through a one-speed direct-drive transmission to the rear wheels. Although Toyota claims the Mirai requires a leisurely 9.1-seconds to reach 60 mph, the immediate nature of the electric motor's power delivery makes it feel perkier than that when driving around town. Likewise, the rear-wheel drive chassis delivers a surprising level of athleticism while preserving a refined and composed ride. Fuel Economy and Real-World MPG The EPA hasn't released estimates for the Mirai's fuel economy yet, but the previous generation model earned ratings of 67 MPGe for both city and highway driving. The more frugal of the two Nexo models comes in at 65 MPGe city, 58 MPGe highway. According to Toyota, the 2021 Mirai is good for up to 402 miles per fill-up of hydrogen. For more information about the Mirai's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The 2022 Mirai boasts a snazzy cabin that matches its swoopy exterior. Copper-colored trim pieces highlight several curvy elements on the dash and door panels while the nearly all-digital instruments and large infotainment screen dominate the upper part of the dashboard. It's a futuristic and rich-looking design that's appropriate for a car with a $50,000 starting price. The more expensive Limited trim brings even more niceties than the standard XLE, including a moonroof, heated-and-ventilated front and rear seats, three-zone automatic climate control, and more. #WikiCar #2022ToyotaMirai #ToyotaMirai #Mirai

Overview The 2023 Alfa Romeo Tonale will inject some Italian blood into the fray of subcompact luxury crossovers. With sexy bodywork that's accentuated by Alfa Romeo's signature sharp-nosed face, the Tonale is sure to garner admiring looks. The company also promises that it'll be satisfying to drive, with a fully independent suspension and available adaptive dampers. Power comes from either a standard 256-hp turbo-four or a more powerful plug-in-hybrid powertrain with more than 30 miles of estimated all-electric range. Throw in the elevated driving position and standard all-wheel drive that SUV shoppers crave—as well as the potential for a high-powered Quadrifoglio model—and the 2023 Tonale is set to be a compelling new entry in a class that includes the BMW X1, the Mercedes-Benz GLA250, and the Volvo XC40. What's New for 2023? The Tonale debuted in concept form at the 2019 Geneva auto show. Now, Alfa has released official photos and information that give us a much better idea about what the new little Italian ute has to offer. The company says the Tonale will hit U.S. showrooms starting in the first quarter of 2023. Pricing and Which One to Buy Sprint $38,000 (est) Ti $43,000 (est) Veloce $48,000 (est) Although Alfa has revealed that the 2023 Tonale will be available in three trim levels, it hasn't mentioned how much any of them will cost or exactly what options will be available. We predict the base model will open between $36,000 and $40,000, which aligns with the starting price of other subcompact luxury crossovers. Engine, Transmission, and Performance The Tonale is offered with two distinct powertrains, but all models come with all-wheel drive. The standard setup pairs a nine-speed automatic transmission with a turbocharged 2.0-liter inline-four that makes 256 horsepower and 295 pound-feet of torque. The optional plug-in hybrid features a turbo 1.3-liter four-cylinder and an electric motor mounted on the rear axle that together generate a combined 272 horses. Alfa equips the plug-in Tonale with a six-speed automatic and a 15.5-kWh lithium-ion battery pack that's said to provide over 30 miles of electric-only driving range. All models ride on a fully independent suspension; adaptive dampers are optional. We'll have to wait to drive one to prove Alfa's claims, but the brand promises a driving experience that will remain true to its "race-inspired DNA". #WikiCar #2023AlfaRomeo #AlfaRomeoTonale

One of the oldest cars in Europe's hugely competitive compact segment is switching to the next generation, bringing a completely new design inside and out along with overhauled underpinnings. Once again assembled at home in Rüsselsheim, the sixth iteration of Opel's popular Astra has all the ingredients to go up against the giants in this class: Golf, Focus, Megane, and the Octavia. It also has to do battle with the mechanically related Peugeot 308, with the two sharing the EMP2 platform as both brands are part of Stellantis – the world's fourth-largest car manufacturer. Even though their bones are quite similar, the designers have done a great job at differentiating the two compact hatchbacks. The French version takes a bolder approach whereas its German cousin plays it safe with a cleaner appearance. Let's talk size. The new Astra has been stretched by four millimeters (0.15 inches) over the outgoing generation and is now 4,374 mm (172.1 in) long. Even though the overall length has barely changed, the wheelbase has been stretched significantly by 13 mm (0.5 in) to 2,675 mm (105.3 in) by shortening the front overhang. Width has increased quite a bit, at 1,860 mm (73.2 in) or about 51 mm (2 in) more than before. Opel goes as far as to say the hatchback has "coupe-like" lines, although some will beg to differ. A new Astra GTC would be nice, but given the current demand for three-door hatches, we wouldn't necessarily count on it. The car's increased footprint pays dividends in terms of cargo capacity on the adjustable load floor as it has grown by 52 liters (1.83 cubic feet) to 422 liters (14.9 cu ft) with the rear seats in place. Much like the exterior, the cabin is a vast departure from the Astra K by adopting the less-is-more approach with few conventional buttons. You still have shortcuts for often-used functions, but most of the settings are accessed through the 10-inch touchscreen of the infotainment system. To its left, a fully digital instrument cluster has the same size. As you would expect from a totally new car, Opel's new C-segment hatchback is brimming with tech. It gets the matrix LED technology from the flagship Insignia, with no fewer than 84 light-emitting diodes per headlight cluster. Cruise control with stop & go is available, as are a head-up display and a 360-degree camera. Opel doesn't go too deep with details about the powertrains, but you can imagine these will be quite similar to those of the new Peugeot 308. The German brand does confirm the 2022 Astra will be available with a choice of gasoline and diesel units with output varying from 110 hp (81 kW) to 225 hp (165 kW). For the very first time, a plug-in hybrid setup will be available and will come in two configurations. Depending on the powertrain, six-speed manual and eight-speed automatic transmissions will be offered. The order books will open this fall and the first customer deliveries are scheduled to take place in early 2022. Opel has already confirmed there will be a new wagon once again for those in need of a bigger cargo area. Expect the estate variant to be revealed in the coming months. While it would make sense for the company to have both body styles on display in September at the IAA in Munich, Opel has announced it will not attend the show this year. As a final note, it's worth mentioning this will be the final Astra with combustion engines in Europe considering Opel has vowed to go EV-only on the Old Continent by 2028. #WikiCar #OpelAstra #Astra #OpelAstra2022

The Audi Skysphere concept is the latest elaboration on the theme of the long, low hood and rear-set cabin that has intrigued automotive enthusiasts for a century or more. This one is filtered through Audi's technological worldview with a touch of emotion. With the press of a virtual button and the aid of electric motors and telescoping structural elements, the Skysphere's entire front end can extend or contract, changing from an autonomous, long-wheelbase, stable grand tourer to a 9.8-inch-shorter and 0.4-inch-lower driver-centric roadster. Even the interior transforms, the steering wheel and pedals coming out of the bulkhead as the passenger seat moves rearward and the driver's portion of the dash comes forward to serve as an instrument panel. Yes, it's an actual transformer. Gael Buzyn and the team at the Audi Design Studio in Malibu conceived and designed the Skysphere concept, drawing inspiration from the proportions and purpose of the 1931 Horch 853, an Audi predecessor that was a long, luxurious roadster with a compact cabin. Both cars also drive the rear wheels, but unlike the straight-eight-powered Horch, the Skysphere concept packs a 623-hp electric motor and a battery pack, 30 percent of which lies between the passengers with the other 70 percent behind the rear bulkhead, yielding a front-to-rear weight balance of 40:60. With a single speed and 553 pound-feet of torque, Audi says, there's enough theoretical propulsion to send the Skysphere to 62 mph in 4.0 seconds. Buzyn pointed out the active aerodynamics at the front and rear of the car, which remain closed in GT mode but open in Sport mode. Though they weren’t yet active on the concept car, they can create a path for air to travel under the car and out the diffuser at the rear, effectively creating a venturi tunnel for downforce. Despite the sportiness of the silhouette and lack of apparent cargo area, there’s actually space for a custom luggage set, under glass and just above the rear drivetrain assembly, and space for two custom golf bags under the long hood, too. Buzyn says the interior pays subtle homage to Art Deco architecture, but the Skysphere also has a full dashboard screen, which splits and recedes or draws near the driver depending on the use mode, plus large touchscreens for armrests. The otherwise gorgeously minimalist interior is focused equally on semi-autonomous commute comfort and sporty-driving support. The underlying theme is a continuation of Audi’s tech-forward nature into the ever more technological future, but with a mind toward preserving the sensual, visceral joy of a good car. More important than the specifics of the Skysphere concept, however, are the generalities: the things it tells us about what's to come for Audi, especially as new models become increasingly autonomous. The concept hinges on the realization of at least Level 4 autonomous driving technology, which is the ability to fully self-drive without any need for human intervention within limited, predetermined environments or conditions. While that level of self-driving is still in development both technologically and legislatively, its desirability grows if your car could someday transform into a sporty roadster for a fun weekend romp in the hills once you've let it drive you out of town. An 80.0-kWh battery pack would provide the Skysphere a range of about 310 miles on the European WLTP cycle when it's in the more economical grand touring mode, according to Audi. Don't expect to see a production Audi Skysphere, but aspects of it can be expected to appear in Audis of the near future. Meanwhile, Audi will also reveal two other concepts, the Grandsphere and the Urbansphere, in coming months, all designed for an autonomous future. Desirable, sure, but how much of it can really happen? Could we really have one car from commute to canyon, even in the presumably dystopian metropolises of 2033 and beyond? Maybe. I didn't use to think so, but now, I’m not so sure. #Shorts #WikiCar #AudiSkysphere #SkysphereConceptFreedom #Skysphere

If you're like us, you know how frustrating it is to pull up to the stables in your Rolls-Royce to check on your thoroughbreds and find that the owner of Greenspan Loves Rand—a chestnut colt two stalls over—has the same dang car. Sometimes it's like, why even be a billionaire? Sure, your Rolls is magenta with an Acid Green Iguana interior, but it's still a Phantom Drophead or a Wraith or something like that—you kind of forget, because you've had it a while, and who can keep track of which cars they bought three weeks ago? Point is, it's not unique enough, and if there's one thing you learned while slandering your siblings to Father and your stepmom, Missy, it's that a person needs to stand out in a crowd. Thankfully, Rolls-Royce understands you. They hate that you feel like this. And if you give them enough money, their new Coachbuild department can make you feel like the special-est person around, the ultimate curator of good taste and high culture. Whether you are or not! Coachbuild is Rolls's response to the question, "How can I spend more money on a car?" The Boattail is its first project, and somehow the company got three mega-loaded individuals to agree on the general idea and each commission a car. Presumably these people all live on different continents, so they'll never feel the shame of parking their Boattail next to another one. The car itself looks like a Phantom Drophead with the trunk replaced by power-operated butterfly doors that conceal a hifalutin picnic setup. In this case, the junk in your trunk includes a set of custom-designed stools from Italian furniture maker Promemoria, cutlery from Christofle in Paris, and a telescoping parasol. (That's like what the mere eight-digit-net-worth people call a "sun umbrella.") The level of nitpickery is fanatical and astounding: the clasps on the bottle holders in the champagne fridge are color matched to the owner's favorite vintage. Which seems to paint you into a bit of a corner re: bubbly selection, but we guess if you feel like mixing it up on the beverage front you can just get them to build you another car.

Overview While other automakers doing business in the family-sedan market have been busy improving and reimagining what a mid-size car can be, Chevrolet has left the 2021 Chevy Malibu to languish. Its styling is handsome but its interior is bland and unembellished. Two different turbocharged four-cylinder engines are offered—a 1.5-liter and a more potent 2.0-liter—paired up to either a continuously variable automatic transmission (CVT) or a nine-speed automatic; front-wheel drive is the only choice. When compared to class leaders such as the Honda Accord and the Mazda 6, the Malibu evokes an unfortunate rental-class feel—unless the buyer is opts for the most-expensive Premier trim. Touchscreen infotainment with Apple CarPlay and Android Auto is standard but Chevy requires adding option packages to unlock the Malibu's available driver-assistance features—something many of its rivals offer as standard. What's New for 2021? The Malibu continues to fall behind its rivals for 2021 as it rolls into the new model year without any substantive updates. Wireless Apple CarPlay and Android Auto join the standard-features list this year and a Sport Edition appearance package is newly available on the LT trim. The Sport Edition package adds black Chevrolet logos on the grille and trunk lid, a black grille, and 19-inch black wheels. General Motors's new Buckle-to-Drive feature now comes on every Malibu model and requires that the driver's seatbelt is secured before the transmission will shift out of park. Pricing and Which One to Buy L $23,265 LS $24,395 RS $25,395 LT $27,795 Premier $34,495 We continue to recommend buying the LT trim, as it comes with more standard features than the lowly L and LS. The LT comes standard with the Malibu's 160-hp turbocharged 1.5-liter four-cylinder engine—the more powerful 2.0-liter engine is reserved for the top-level Premier—as well as 17-inch wheels, LED taillights, an acoustically laminated windshield, remote engine starting, heated front seats, and a power-adjustable driver's seat. If driver-assistance features such as blind-spot monitoring, automated emergency braking, and lane-keeping assist are on your list of must-haves, the Driver Confidence I and Driver Confidence II packages add those features and more. Engine, Transmission, and Performance Like many mid-size family sedans, the Malibu offers several powertrains. Most Malibu models are propelled by a dutiful 163-hp turbocharged 1.5-liter four-cylinder engine that drives the front wheels through a CVT. When we tested the car with the new CVT, we recorded a wholly average 7.8-second zero-to-60-mph time. This combination is slower than similar rivals in our acceleration tests, but it delivered a smooth, even pull. A turbocharged 2.0-liter four—which is exclusive to the top-tier Premier trim—makes 250 horsepower and 260 lb-ft of torque. The last Malibu 2.0T we tested—a 2016—ran well enough, but neither its real-world fuel economy nor its performance bested those of its competitors, many of which made do with V-6 engines rather than turbochargers. #WikiCar #ChevroletMalibu #ChevyMalibu #ChevroletMalibu2021 #Malibu2021

Overview As Mercedes-Benz gears up to roll out a comprehensive lineup of electric vehicles, the boxy EQB—based on the gasoline-powered GLB-class SUV—joins the coupe-like EQA among the first offerings under the new EQ subbrand. An all-electric powertrain with at least 221 horsepower and a driving range somewhere between 200 and 250 miles is a good start—although it's possible we'll also see a perkier power number on a dual-motor offering. Similar to the GLB-class SUV, the EQB offers a spacious cabin with upscale materials; a third-row of seats is available but it's pretty snug and most adults won't find it comfortable. What's New for 2023? The EQB is an all-new model for the Mercedes-Benz lineup and it should be on sale in North America by the end of 2022. Pricing and Which One to Buy Progressive $57,000 (est) Premium $62,000 (est) Advanced $67,000 (est) We expect the EQB's available trim levels to mirror those of the larger EQC, but we don't have set pricing just yet. We don't know exactly how the EQB will be equipped or what features will be standard or optional, but we'll find out more closer to the SUV's on-sale date. Engine, Transmission, and Performance The EQB is likely to share its powertrain and battery components with the swoopier EQA, and both are expected to share chassis components with the gasoline-powered GLA-class and GLB-class SUVs. The entry-level model will be the EQB250, which will come with a 221-hp electric motor and front-wheel drive. All-wheel drive may be optional and a more powerful EQB350 model could also be offered. When we get a chance to test drive the EQB, we'll update this story with test results and driving impressions. #WikiCar #2023MercedesEQB #MercedesEQB #MercedesBenzEQB #EQB

Overview The 2022 Nissan Altima is a wholly competent mid-size sedan that fills the void between the less and more desirable alternatives in the segment. The Nissan isn't as holistically excellent as the Honda Accord nor is it as ho-hum as the VW Passat. Instead, the Altima is notable for its attractive styling, comfortable cabin, and surprising athleticism. Its available all-wheel-drive system is a popular option, even though its added capability is far from necessary. All-wheel drive, however, is only compatible with the Altima’s unremarkable standard four-cylinder powertrain—so those buyers also tempted by the more powerful VC-Turbo engine option are out of luck. Despite not offering a hybrid or plug-in-hybrid model like other family sedans, every Altima is notably fuel efficient. Combine that with its other pleasant characteristics and you get a good car that most folks will appreciate. What's New for 2022? For 2022, the Altima receives a few minor alterations. There's a new Midnight Edition package, which adds dark exterior accents, but it's only offered on the SR trim level. Plus, those who opt for the SV Premium package will now also get heated exterior mirrors with LED turn signals. Pricing and Which One to Buy S $25,575 SV $26,575 SR $27,575 Platinum $35,275 Unlike the Accord and Hyundai Sonata, the Altima offers two features they don't: all-wheel drive and that unique VC-Turbo engine. While the benefits of the latter are hard to quantify, the $1400 all-wheel-drive system might attract sedan shoppers who live in the Snowbelt. Still, we'd choose the SR trim level and skip both options. Along with a sport-tuned suspension and 19-inch wheels that make this family sedan more fun to drive, the SR has a host of desirable features that include an eight-way power driver's seat, Apple CarPlay and Android Auto, an upgraded digital gauge cluster, a leather-wrapped steering wheel, and more. We'd also spring for the Premium package that adds heated mirrors, heated front seats, and a sunroof. Engine, Transmission, and Performance The Altima has a standard 188-hp 2.5-liter four-cylinder engine that pairs with a continuously variable automatic transmission (CVT). The optional turbocharged 2.0-liter four-cylinder makes up to 248 horsepower with premium fuel and also uses the CVT. While Nissan touts the innovative variable-compression technology, only the 2.5-liter engine can be had with all-wheel drive. The standard four-cylinder engine and all-wheel drive had predictable, albeit unremarkable, acceleration. The engine grew noisier the harder we pressed the gas pedal, but the four-cylinder Camry we tested was equally loud at times. The VC-Turbo engine makes the Altima significantly quicker. Despite the unconventional turbocharged engine and uncommon all-wheel drive, the Nissan is not as fun to drive as the Accord. The Altima SR receives a sport-tuned suspension and 19-inch wheels that make it more entertaining on twisty sections of road. However, these upgrades also reduce the ride quality found on regular Altima models. Surprisingly, the top-of-the-line Platinum model we drove had more cornering grip than the 2019 BMW 330i xDrive we tested. The Nissan also had a comfortable ride that prevented any shudders over undulating pavement. Its steering system was precise by family-sedan standards and doesn't add effort to emulate steering feel. The Altima's brake pedal had linear feedback and prompt responses to our input. #WikiCar #NissanAltima #Altima #2022NissanAltima

#Shorts #WikiCar #ExcitedBugatti #Bugatti #BUGATTI

The DBX 707 is a performance version of Aston Martin's SUV. The revised V-8 engine has 697 horsepower and works with a new nine-speed gearbox. It will go on sale this year, priced from $235,086. Aston Martin has been promising a faster version of the DBX since the regular one launched, and this is most definitely it. Based on manufacturer claims, the new 2023 DBX 707 is set to be the quickest performance SUV on the market, with Aston CEO Tobias Moers saying the company hopes to prove that by setting the corresponding record on the Nürburgring. Positioned above the standard DBX, which will continue to be sold alongside it, the DBX 707 has been given a substantial power upgrade thanks to an upgraded version of the 4.0-liter AMG V-8 that Aston says it has substantially engineered in-house. The engine uses new ball-bearing turbochargers and a revised calibration to boost output to 697 horsepower (the "707" name refers to metric horsepower). That’s 155 hp more than the regular DBX and means the DBX 707 outguns such luminaries as the 626-hp Bentley Bentayga W12 Speed, the 641-hp Lamborghini Urus and even the 670-hp Porsche Cayenne Turbo S E-Hybrid. Moers admitted that the Porsche was Aston’s benchmark target when he introduced journalists to the new car. The DBX 707’s torque output has risen too, with a new peak of 663 pound-feet. And the 707 swaps out the conventional nine-speed automatic transmission in the regular DBX to AMG’s snappier nine-speed gearbox with a wet-clutch pack instead of a torque converter. This will allow for quicker gear changes and launch-control starts, with a shorter final drive ratio meaning the 707 is claimed to be capable of a 3.1-second sprint to 60 mph. This would tie our result for the Lamborghini Urus, which is the quickest SUV we've ever tested. Given that improbable level of performance, and Moers’ desire for Nürburgring glory, it's no surprise that the DBX 707 will have standard carbon-ceramic brakes with huge 16.5 inch rotors at the front and 15.4 inch discs at the rear. 22-inch wheels will be standard, and 23-inchers an option. These will wear Pirelli tires, but Moers says that any attempt to break the Cayenne Turbo S’s 7:38.9 Nürburgring time will be on more aggressive track-biased rubber: “at the end of the day it’s a tire test.” Beyond the new wheels, visual distinctions for the DBX 707 include a bigger front bumper with an even larger front grille, dark window surrounds in place of chrome trim, and a massive diffuser element at the back with quad exhaust tips. The interior gets new sport seats, although the DBX’s regular comfort seats will remain a no-cost option, plus a revised center console with a rotary gear selector. There are also new shortcut buttons for various drive modes on the lower console, meaning drivers won’t have to use the infotainment system to tweak settings for the adaptive suspension, stability control, active exhaust system, and gearbox. Although the DBX 707 still uses Aston’s existing infotainment system, the one based on Mercedes’ last-generation STAR architecture, Moers also promises that development of a bespoke Aston User Interface is underway. “We cannot change the nav system, that takes a while, but we are creating a bespoke nav system and HMI for Aston without any more usage of Mercedes,” he promises. Moers is also bullish on the DBX 707’s sales prospects, surmising that the 707 could make up around 60 percent of all DBX sales. This is despite a $235,086 pricetag which makes it more than $50,000 more expensive than the standard car. Production will start before the end of the first quarter of 2022. #WikiCar #AstonMartinDBX707 #2023AstonMartinDBX #MustPowerfulLuxurySUV

Overview Chevrolet is the brand of family school buses, as it offers not one, not two, but three three-row SUVs. Among that trio is the 2021 Traverse. Sitting alongside the Suburban and Tahoe in the showroom, the Traverse differentiates itself from its brothers by offering a more carlike driving experience (i.e., it's not as trucky). An adequately powerful 3.6-liter V-6 runs smoothly and quietly under the hood, and up to eight passengers can settle into relative comfort inside the Traverse's spacious cabin. Infotainment tech is plentiful, even on the base model, but the Traverse's offerings are underwhelming when compared with similarly sized rivals that offer a more luxurious feel—namely, the Kia Telluride and its twin, the Hyundai Palisade. What's New for 2021? Chevrolet had planned to launch a refreshed Traverse for the 2021 model year, but that's been pushed to 2022 thanks to the coronavirus pandemic that has shuttered manufacturing facilities across the world. The Traverse will carry over from 2020 to 2021 without any changes while Chevrolet works to get the facelifted 2022 model ready for prime time. Pricing and Which One to Buy L $30,995 LS $34,395 RS $45,195 Premier $47,295 High Country $52,395 Given how many trim levels Chevy offers on the Traverse, you're sure to find one that's right for your budget, but the niceties get kicked up a big notch once you reach the RS model. It comes standard with a slew of features, including 20-inch wheels, heated front seats, automatic high-beam headlamps, in-dash navigation, a 120-volt household-style outlet on the back of the center console, leather upholstery, a heated steering wheel, automated emergency braking with pedestrian detection, lane-departure warning with lane-keeping assist, and a dual exhaust with sporty-looking rectangular finishers. Engine, Transmission, and Performance A potent V-6 engine gives the Traverse its legs, and a slick-shifting nine-speed automatic transmission changes gears unobtrusively. The 3.6-liter V-6 pulls strongly and the Traverse is on the quicker end of its class. The cabin is so quiet that you need to steal a glance at the tachometer to ensure the engine is running while at a stoplight. And it might not be, as the Traverse features what is perhaps the most seamless automatic stop-start feature we've tested. When parking or maneuvering at low speed, the Traverse feels every bit its size. Pick up the pace, however, and the big Chevy handles like a much smaller vehicle—poised, if not overtly athletic. Steering effort is low, but the system is precise and makes aiming the big SUV easy. And the Traverse's suspension strikes a good balance between agility and ride comfort. #WikiCar #ChevroletTraverse #2021ChevroletTraverse

The Audi Skysphere concept is the latest elaboration on the theme of the long, low hood and rear-set cabin that has intrigued automotive enthusiasts for a century or more. This one is filtered through Audi's technological worldview with a touch of emotion. With the press of a virtual button and the aid of electric motors and telescoping structural elements, the Skysphere's entire front end can extend or contract, changing from an autonomous, long-wheelbase, stable grand tourer to a 9.8-inch-shorter and 0.4-inch-lower driver-centric roadster. Even the interior transforms, the steering wheel and pedals coming out of the bulkhead as the passenger seat moves rearward and the driver's portion of the dash comes forward to serve as an instrument panel. Yes, it's an actual transformer. Gael Buzyn and the team at the Audi Design Studio in Malibu conceived and designed the Skysphere concept, drawing inspiration from the proportions and purpose of the 1931 Horch 853, an Audi predecessor that was a long, luxurious roadster with a compact cabin. Both cars also drive the rear wheels, but unlike the straight-eight-powered Horch, the Skysphere concept packs a 623-hp electric motor and a battery pack, 30 percent of which lies between the passengers with the other 70 percent behind the rear bulkhead, yielding a front-to-rear weight balance of 40:60. With a single speed and 553 pound-feet of torque, Audi says, there's enough theoretical propulsion to send the Skysphere to 62 mph in 4.0 seconds. Buzyn pointed out the active aerodynamics at the front and rear of the car, which remain closed in GT mode but open in Sport mode. Though they weren’t yet active on the concept car, they can create a path for air to travel under the car and out the diffuser at the rear, effectively creating a venturi tunnel for downforce. Despite the sportiness of the silhouette and lack of apparent cargo area, there’s actually space for a custom luggage set, under glass and just above the rear drivetrain assembly, and space for two custom golf bags under the long hood, too. Buzyn says the interior pays subtle homage to Art Deco architecture, but the Skysphere also has a full dashboard screen, which splits and recedes or draws near the driver depending on the use mode, plus large touchscreens for armrests. The otherwise gorgeously minimalist interior is focused equally on semi-autonomous commute comfort and sporty-driving support. The underlying theme is a continuation of Audi’s tech-forward nature into the ever more technological future, but with a mind toward preserving the sensual, visceral joy of a good car. More important than the specifics of the Skysphere concept, however, are the generalities: the things it tells us about what's to come for Audi, especially as new models become increasingly autonomous. The concept hinges on the realization of at least Level 4 autonomous driving technology, which is the ability to fully self-drive without any need for human intervention within limited, predetermined environments or conditions. While that level of self-driving is still in development both technologically and legislatively, its desirability grows if your car could someday transform into a sporty roadster for a fun weekend romp in the hills once you've let it drive you out of town. An 80.0-kWh battery pack would provide the Skysphere a range of about 310 miles on the European WLTP cycle when it's in the more economical grand touring mode, according to Audi. Don't expect to see a production Audi Skysphere, but aspects of it can be expected to appear in Audis of the near future. Meanwhile, Audi will also reveal two other concepts, the Grandsphere and the Urbansphere, in coming months, all designed for an autonomous future. Desirable, sure, but how much of it can really happen? Could we really have one car from commute to canyon, even in the presumably dystopian metropolises of 2033 and beyond? Maybe. I didn't use to think so, but now, I’m not so sure. #WikiCar #AudiSkysphere #SkysphereConceptFreedom

Overview As the boxy brother to the brand's fastback GLA-class SUV, the Mercedes-Benz GLB-class brings a style all its own to go with its increased practicality. Like the GLA, the GLB250 is powered by a turbocharged 2.0-liter four-cylinder engine and is available in either front- or all-wheel drive guise. A third row of seats is optional—a segment exclusive—but don't expect to fit full-size humans back there for any length of time; it's a kid-friendly zone. The GLB benefits from Mercedes-Benz's latest MBUX infotainment system, offers a digital instrument cluster that's integrated with the infotainment screen, and can be optioned with all manner of comfort and convenience items. Still, it doesn't project the same level of luxury as Mercedes's larger models, such as the GLC-class and GLE-class SUVs. What's New for 2021? Blind spot monitoring is now standard, but otherwise the GLB is unchanged for 2021. Mercedes is launching a high-performance, AMG-branded GLB35 model (reviewed separately) this year. Pricing and Which One to Buy GLB250 $39,100 GLB250 4Matic $41,045 There is just one trim level available for the GLB-class, but the 4Matic model adds all-wheel drive for $2000. From there, we'd add heated seats and the Premium package, which includes blind-spot monitoring, an auto-dimming rearview mirror, power-folding sideview mirrors, keyless entry with push-button start, and dual 10.3-inch digital displays for the infotainment and gauge cluster. There is an AMG Line body kit available, but we'd skip it since it only gives you the looks of a Mercedes-AMG without the performance of one. Engine, Transmission, and Performance Behind the GLB's big, grille-mounted three-pointed star is a turbocharged 2.0-liter four-cylinder engine that makes 221 horsepower. The engine is paired with an eight-speed dual-clutch automatic transmission and either front- or all-wheel drive. At our test track, an all-wheel drive example managed a fairly brisk 6.0-second zero-to-60-mph time. We didn't find the GLB250 to be particularly sporty, but for an SUV its ride and handling is agreeable and competent. Fuel Economy and Real-World MPG Front-wheel-drive GLBs carry EPA-estimated fuel economy ratings of 23 mpg city, 31 mpg highway and 26 mpg combined; the all-wheel-drive version receives the same ratings except for the highway, where it's estimated to receive 30 mpg. Those numbers are comparable but slightly lower than the EPA-estimated mileage of the BMW X1. On our 75-mile highway fuel economy test route, the GLB250 4Matic out-performed its EPA rating with a 32 mpg result, beating a comparable X1 by 1 mpg. Interior, Comfort, and Cargo The GLB-class has a very spacious interior, with 20 cubic feet of cargo space behind the second-row seats and 62 cubic feet with those seats folded down, which is almost equal to that of the next-size up BMW X3. The entry-level GLB-class isn't very well appointed, but it does come standard with power front seats, dual-zone automatic climate control, and a tilt-and-telescoping steering wheel. Heated seats will cost you extra, as will ventilated ones, and a third row of seats is also optional. We expect most buyers will spend money outfitting their GLB250 with popular luxury features such as leather upholstery and interior ambient lighting. #WikiCar #2021MercedesGLB #MercedesGLB #GLBClass #GLB250

Overview The 2022 Nissan Sentra is a stylish entry in the compact-car segment, but it's devoid of any driving verve. Anyone seeking some excitement behind the wheel should look elsewhere. Anyone searching for an array of standard active safety features and comfortable passenger accommodations all in an affordable sedan that doesn't look like it belongs in a rental fleet should give the Sentra a closer look. But unlike many competitors that offer turbocharged engines or hybrid powertrains, the Nissan only comes with an underpowered four-cylinder. There's also no manual-transmission option or available all-wheel-drive system. There is an SR model with a sportier suspension and 18-inch wheels, but they do more to ruin the ride quality than improve the driving experience. Still, the 2022 Sentra is attractive and well equipped—qualities a lot of shoppers appreciate. What's New for 2022? For 2022, the Sentra lineup adds a couple new option packages. The SV trim can now be equipped with an All-Weather package that adds heated elements to the steering wheel, front seats, and exterior mirrors. The SR trim can now be paired with a Midnight Edition package, which adds black exterior bits and unique interior appointments. Pricing and Which One to Buy S $20,535 SV $21,595 SR $23,125 We'd go with the mid-level SV trim that's only about $1000 more than the base model. It adds a larger 8.0-inch touchscreen, adaptive cruise control, and dual-zone automatic climate control. We'd also upgrade it further with the SV Premium package that adds 17-inch aluminum wheels, heated front seats, quilted leather upholstery, a leather shift knob, a power-adjustable driver's seat, and a sunroof. Engine, Transmission, and Performance Every Sentra is powered by a 149-hp 2.0-liter four-cylinder engine that pairs with a continuously variable automatic transmission (CVT) and front-wheel drive. While the gearless automatic simulates traditional gearchanges, it doesn't alter the fact that the Sentra we tested was noisy and slow, especially when trying to pass at highway speeds. There's not a lot of entertainment behind the wheel, either. Steering effort is weighty and predictable, but it's nowhere near as communicative as in rivals such as the Honda Civic and Mazda 3. The Nissan features an independent rear suspension and wheel sizes that range from 16 to 18 inches. The version we drove rolled on the largest set, which contributed to a firm ride quality and excessive road noise. Still, the Sentra is comfortable and compliant for daily commutes and weekend trips. We were especially impressed with its braking system. It delivered reassuring pedal feel and solid stopping power from 70 mph, coming to a halt in a class-competitive 170 feet. #WikiCar #2022NissanSentra #NissanSentra #NissanSentra2022

OverView Toyota's hybrids have been called many things, but "interesting," "fun," or "fast," likely hasn't been on that list. The 2021 Toyota RAV4 Prime plug-in hybrid SUV changes all that. Not only is it arguably the best hybrid Toyota has built to date, but it's also the quickest non-Supra Toyota we've tested in the past five years, and the most-efficient Toyota on sale today not wearing a Prius badge. What's A RAV4 Prime And What Makes It So Quick And Efficient? The new RAV4 Prime is the plug-in hybrid version of the RAV4. Like the RAV4 Hybrid, the RAV4 Prime sports a 177-hp and 165-lb-ft 2.5-liter I-4 engine mated to electric motors and an e-CVT up front, another electric motor at the rear axle, and a battery pack underneath the rear seats. That's about where the similarities end. The Prime's motors are more powerful for starters—its front one makes 179 hp and 199 lb-ft of torque, while its rear makes 53 hp and 89 lb-ft of torque, with a total combined system output of 302 hp (versus 219 hp combined for the RAV4 Hybrid). The RAV4 Prime also sports a large 18.1-kWh battery, which, unlike the RAV4 Hybrid's 1.6-kWh battery, can be plugged in. Depending on whether you have the standard 3.3-kW on-board charger or optional 6.6-kW charger (the latter available as part of the $3,765 Premium Package on the top-trim RAV Prime XSE), it can be charged from empty to full in about an hour and a half on a Level 2 240-volt charger, or less than 12 hours on a Level 1 120-volt charger. With a full battery, the EPA says RAV4 Prime can motor for 42 miles on electricity before the engine kicks on, giving the SUV a total driving range of about 600 miles. When accounting for both its motors and engine, the EPA rates the RAV4 at 105/84/94 mpg-e, or 38 mpg combined if you never bother to plug the Prime in and treat it like a RAV4 Hybrid. How Fast Is The RAV4 Prime? So, to the test track: In the hands of our well-traveled test team, the RAV4 Prime was surprisingly a bit of a handful as it accelerated from 0-60 mph in an impressively quick 5.5 seconds, and on through the quarter-mile in 14.1 seconds at 98.7 mph. "Well, that was unexpected," said associate road test editor Erick Ayapana, "The RAV4 Prime really made me work to control wheel spin, seeming from the rear axle first, and then the front axle. Regardless, this thing feels strong off the line, good pull from start to the quarter-mile finish." The RAV4 Prime's straight-line performance makes it the second-quickest Toyota we've tested in quite a long time—the only vehicle faster has been a 2021 GR Supra 3.0, which needed 4.0 seconds to hit 60 mph and ran a 12.3-second quarter-mile at 115.8 mph (we haven't tested the Supra GR 2.0 yet, it'll likely be quicker than the RAV4 Prime, too). Hot on the RAV4 Prime's heels is the NASCAR-lookalike V-6-powered Toyota Camry TRD. Its best run was 5.8 seconds to 60 mph and a 14.4-second quarter-mile at 99.8 mph. Somewhat surprisingly given its heavy 4,372-pound curb weight, the RAV4 Prime performed admirably in our braking and handling tests. In the former, it needed 127 feet in our 60-0 mph emergency stop test, and in the latter it lapped our figure eight in 27.0 seconds at 0.65 g average. #WikiCar #ToyotaRav4Prime #ToyotaRav4

Overview Once the obvious and avant-garde choice among mid-size two-row crossovers, the 2022 Nissan Murano is now simply coasting by on looks alone. Its quiet cabin and smooth ride may endear it to drivers seeking solace, but everyone else will find its sleepy driving dynamics a bit of a bore. The only engine offered is a 3.5-liter V-6 that delivers plentiful power. The downside is that it's mated to a continuously variable automatic transmission (CVT) that saps all the fun. There's more value and practicality to be found in the mid-size SUV segment, including rival two-row offerings such as the Honda Passport and the Hyundai Santa Fe. What's New for 2022? The Murano receives few changes for 2022, but a Midnight Edition package is now available and adds black exterior accents, 20-inch black wheels, and illuminated doorsill protectors. The only other change is that the midrange SV trim gains heated front seats with faux-leather upholstery. Pricing and Which One to Buy S $34,135 SV $37,675 SL $41,635 Platinum $45,685 Since the 2022 Murano is one of the older options in this class—and it finished last in a comparison test—we'd avoid the more expensive models. That pushes us toward the Murano SV, which has a nice mix of style and substance at an appropriate price. Its standard highlights include adaptive cruise control, power-adjustable front seats with heat, and remote start. Those who want all-wheel drive can add it for an extra $1550. Engine, Transmission, and Performance Under the hood of all Murano models is a 3.5-liter V-6 making 260 horsepower. Front-wheel drive is standard, but all-wheel drive can be added to any trim, and both setups utilize a CVT. The last Murano we tested had decent performance on our test track and delivered peppy performance around town. Bury your foot in the throttle—an exercise few Murano buyers will do frequently—and the CVT spikes the engine revs and holds them there, resulting in a loud, droning growl from under the hood. The Murano is in its element on long-distance highway jaunts, where the powertrain fades into the background and delivers a peaceful journey. With a suspension tuned for comfort, the Murano makes easy work of road trips, and its suspension damps out even the roughest potholes to deliver a smooth ride. Encounter a twisty road and the Murano will safely deliver you to the next intersection, but it won't entertain you along the way. The steering delivers good highway stability but is dull and uncommunicative on meandering two-lanes. The Murano offers a low tow rating of 1500 pounds. #WikiCar #NissanMurano #Murano2022 #Murano