A collection of the best cars in the world

Overview New electric vehicles are beginning to roll out with increasing regularity and Volkswagen, the company that brought us Dieselgate, is pushing aggressively into the EV space. Under the guidance of CEO Herbert Diess, VW has launched a formidable electrification strategy, and at its heart is an entire lineup of cars dubbed ID. The first is the ID.3, so named because VW says it's the company's "third big idea." The first was the original Beetle, and the second was the Golf. Those are some big footsteps to follow. We just spent a day behind the wheel of the ID.3. The ID.3 is a compact hatchback that will be followed by the crossover ID.4. The United States will get an ID.4 imported from Germany in 2021, but production will shift to VW's plant in Chattanooga, Tennessee, in 2022. The ID.3 is the first of the EVs, and it likely provides a good preview of what the ID.4 will be like, as both share the new MEB platform. Other Volkswagen Group brands such as Audi, Seat, and Skoda will get their own spinoffs, and there will even be an MEB-based Ford. In Germany, the ID.3 starting price is about $42,000, but less expensive versions are coming. The ID.3 comes with a motor mounted just ahead of the rear axle and a single-speed transmission. The only versions available at launch make 201 horsepower and 229 pound-feet of torque; a downgraded version of the same motor with 143 horsepower is coming soon. A battery with 58 kWh of usable energy is standard, and a 77-kWh battery is optional. The larger battery offers considerably more range, of course, but its additional weight dampens acceleration. Fitted with the 58-kWh battery, the ID.3 weighs a claimed 3814 pounds and can accelerate from zero to 60 mph in roughly 7.2 seconds. The larger battery bumps the weight to more than 4000 pounds, and we estimate the sprint to 60 mph will take 7.6 seconds. Both versions top out at a governed and unimpressive-to-a-German 99 mph, even though we're told theoretical top speed would be closer to 120. Acceleration is brisk right up to the ID.3's terminal velocity. Passing maneuvers are quick and effortless affairs that require little planning. It is fun to drive the ID.3 quickly, and the damping is on the stiffer side compared to similarly sized EVs. But it won't be confused with a GTI. There is still quite a bit of body roll around fast corners, the brake pedal has a lot of travel, and while the steering is precise, the ID.3 is no go-kart. What's more, the electric power steering can be clearly heard during quick maneuvers. Overdo it, and the non-defeatable stability-control system kicks in.

Overview The 2022 Volvo S60 sedan is better suited for pampering its passengers than accelerating their heart rates. In a segment that's defined by cars with seriously sporty driving characteristics and gutsy engine options, Volvo takes a different approach. The S60's outward appearance is restrained but elegant and its interior is one of the nicest in its class, with a uniquely Scandinavian aesthetic. While its mellow base engine further limits the fun factor, the two plug-in hybrids’ powertrains are both quick and fuel-efficient. For maximum entertainment, the Polestar Engineered model is a 415-hp plug-in with the sportiest chassis setup. Although it's more powerful than the BMW M340i and the twin-turbocharged Genesis G70, it's not as aggressive nor as engaging to drive. The 2022 S60 also suffers from a frustrating infotainment interface, but otherwise it's a delightful entry-luxury sedan. What's New for 2022? For 2022, Volvo revises the S60's trim levels as well rejuggling select features. Gone are the T5 and T6 designations that used to differentiate the powertrain configurations. Now, B5 is used to identify the new single gas-only powertrain; models with T8 Recharge badging continue to denote the plug-in hybrid. The Momentum and Recharge R-Design Expression add the grille, bumpers, and window trim to look like the R-Design model. However, they now no longer have front fog lights or rear power-operated child locks. The rest of the lineup loses the compass in the rearview mirror, but they now come standard with wireless phone charging. Finally, the Advance package adds an enhanced air-filtration system. Volvo has discontinued the leather-wrapped key fob and substitutes the leather on steering wheels with a leather-free material. Pricing and Which One to Buy Momentum $40,295 R-Design $43,295 Inscription $43,295 Recharge R-Design Expression $48,695 Recharge R-Design $51,695 Recharge Inscription $51,695 Recharge Polestar Engineered $65,845 We'd choose the sporty R-Design trim with all-wheel drive. Its standard features include front and rear parking sensors, a Harman/Kardon audio system, leather upholstery, added front-seat adjustments and bolsters, a power-operated trunk lid, unique exterior trim, and more. We'd also recommend the Climate package (heated steering wheel, heated rear seats, and heated windshield washers) for anyone who lives in a cold-weather climate. And the Advanced package is worth it for the enhanced luxury provided by its 360-degree camera system, additional 12-volt outlet in the cargo area, head-up display, and a semi-autonomous drive mode. Engine, Transmission, and Performance The non-hybrid S60 has a 260-hp turbocharged four-cylinder that pairs with front- or all-wheel drive. Power increases to 400 horsepower on the all-wheel-drive-only Recharge plug-in hybrid, and the top-of-the-line Recharge Polestar Engineered is even sportier. The latter makes 415 horsepower and 494 pound-feet of torque. Along with adaptive dampers and exclusive 19-inch wheels, the Polestar edition is solely available as part of the Care by Volvo subscription plan. During our drive of one of the higher-spec S60 trim levels, we were extremely impressed with how well they handled. The steering proved to be quick and precise along twisty roads, and there was a remarkable amount of cornering grip. However, during a comparison test against four-cylinder rivals, a more basic S60 model finished last due to its more subdued driving nature versus sportier alternatives such as the Alfa Romeo Giulia and BMW 3-series.

Overview If driving verve isn't a top priority when shopping for a mid-size luxury SUV, the 2022 Volvo XC90, which serves up a whole lot of style and safety tech, is a solid choice. As the only three-row in Volvo's portfolio, it's best suited for shuttling families, even if its far-back seats aren't the most spacious. Still, it has one of the prettiest interiors in the class, which includes the BMW X5 and Porsche Cayenne. Both alternatives are better to drive, but they're considerably more expensive, too. Along with two four-cylinder options, the XC90 is also offered with a plug-in hybrid powertrain which has 400 horsepower and perkier acceleration, but its pure-electric range and fuel efficiency are unremarkable. Regardless, the 2022 XC90 is one of the most satisfying upper-class, three-row utes. What's New for 2022? The 2022 XC90 family receives some new standard features along with revised option packages. The base Momentum model adds standard built-in navigation. Every XC90 loses standard content such as the compass in its rearview mirror and the high-pressure headlight cleaner, but they gain a redesigned rear bumper with hidden exhaust tips. The Advance package now includes a 360-degree camera system, head-up display, and an enhanced air purification system. The Climate package now has a heated steering wheel, heated rear seats, and the aforementioned headlight cleaner. Models that used to have a leather-wrapped steering wheel now get a leather-free wrapping. Likewise, Volvo has discontinued leather key fobs as well as the drive-mode roller on the center console (modes are now exclusively selectable via the touchscreen). Pricing and Which One to Buy Momentum $51,995 Inscription $65,695 Recharge Inscription Expression $65,895 Recharge R-Design $71,595 Recharge Inscription $72,195 We think the snazzy and well-equipped Inscription trim level with the 316-hp turbo- and supercharged 2.0-liter four-cylinder (T6 designation) is the one to get. It has a host of features that we expect luxury SUV buyers will have on their short list. This includes statelier exterior trim, 20-inch wheels, a fully digital gauge cluster, lane-keeping assist, nappa leather upholstery, ventilated front seats with massage functions, and a Harman/Kardon audio system. Engine, Transmission, and Performance The XC90 can be had in three versions, all of them riffs on the theme of Volvo's 2.0-liter turbo four. The 250-hp turbocharged engine (T5 designation) is the only one that pairs with front-wheel drive, but it's also compatible with all-wheel drive, which is standard on every other model. The more powerful T6 version adds supercharging to the turbocharging system to result in 316 horsepower. This setup is standard on the gas-powered Momentum and Inscription. The 400-hp plug-in-hybrid XC90 (T8 Recharge designation) utilizes the T6 powertrain and adds two electric motors and a charging port on the exterior. All XC90 engine variants are paired with an eight-speed automatic transmission, and are rated to tow 5000 pounds, a respectable but not extraordinary figure for a vehicle this size. As with many vehicles in the class, the Volvo leans noticeably around curves, but its steering responses are accurate, and the wheel has a pleasing heft that splits the difference between feather-light and heavyweight. Our test car had the optional air suspension and provided a pleasant, insulated ride, and it handled most road situations well. Some clattering from the chassis over particularly sharp bumps betrays minor imperfections, one of only a few grievances with the otherwise graceful XC90.

Overview Fears that Volkswagen would annihilate the entire Golf lineup are all but forsaken, with the 2022 Golf GTI set to begin an all-new generation of the sporty hatchback. Although it appears the German automaker will still stop selling regular (read: boring) Golfs in the United States, the GTI and the even zestier R model, which we review separately, have been spared. The result is a more powerful GTI with even more desirable features and the same characteristics that helped the outgoing version earn our love and affection. With more modern styling inside and out as well as the familiar fantastic-to-drive behavior, the reborn Golf GTI attracts new enthusiasts, continues to reward the faithful, and again makes our 10Best list. What's New for 2022? The 2022 Golf GTI is all new and marks the storied nameplate's eighth generation. While its styling is evolutionary rather than revolutionary, VW has packed the hatchback with more technology and enhanced performance. Its fresh exterior styling is promoted by sleeker LED headlights and a gaping lower grille with fog lights integrated into the mesh. The more dramatic makeover is inside, where VW combines hallmarks such as plaid upholstery with cutting-edge features. For example, dual digital displays are now standard, and the dashboard has been totally redesigned. The GTI's turbo four-cylinder now makes 241 horsepower (up 13) and 273 pound-feet of torque (up 15), and it still offers a manual transmission as standard. The Golf GTI is expected to go on sale at the end of this year. Pricing and Which One to Buy S $30,540 SE $35,290 Autobahn $38,990 When deciding which GTI trim to buy, the mid-level SE strikes us as the best value. For an extra $800, the standard six-speed manual can be swapped for a seven-speed dual-clutch automatic. We prefer to shift for ourselves, so we'd avoid the surcharge. Compared with the entry-level trim, the SE adds a 480-watt Karman/Hardon audio system, a cool illuminated grille, enhanced infotainment features, and a sunroof. It can also be fitted with leather upholstery, ventilated front seats, and memory settings for the driver's seat, but that means ditching the GTI's traditional cloth seats and their plaid design. Engine, Transmission, and Performance The 2022 Golf GTI is powered by a turbocharged 2.0-liter four-cylinder that develops 241 horsepower and 273 pound-feet of torque. That's an increase of 13 horses and 15 pound-feet versus its predecessor, but that power is still routed to the front wheels through either a standard six-speed manual transmission or an optional seven-speed dual-clutch automatic. We tested a GTI with the auto 'box, which had smart shifts and helped deliver the hatch to 60 mph in 5.1 seconds–0.7 quicker than a last-gen Rabbit edition with the automatic. Not only is the new GTI quicker in a straight line, we credit its electronically controlled limited-slip differential and brake-based torque vectoring for an uptick in entertainment value. Of course, the VW's expertly tuned chassis deserves as much praise as ever, with its sharp responses and not-too-firm, not-too-soft ride quality. The latter was experienced with the hatch's highly adjustable adaptive dampers and a set of 19-inch wheels (18-inchers are standard). Nothing puts a damper on spirited driving like a soft brake pedal, but the GTI provides firm feedback and noteworthy stopping power, halting the hatch from 70 mph in just 151 feet.

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Overview Volvo's unique Swedish perspective is evident in every one of the brand's products, including its top-seller, the stylish and thoughtfully-designed 2022 XC60 SUV. Clean lines and tasteful embellishments help the XC60 strike a stylish pose in traffic while the cabin serves as an upscale oasis from perils of the modern commute. Three different powertrains are offered here, including a plug-in-hybrid variant with strong performance. Cargo space isn't as generous as in rivals such as the Audi Q5, the BMW X3, or Mercedes-Benz GLC-class, but we think most buyers will find it practical enough. Technology is integrated throughout, including a 9.0-inch infotainment touchscreen, a 12.3-inch digital gauge display, and a host of driver-assistance features to help keep the XC60's shiny side up. What's New for 2022? The XC60's T5 and T6 powertrains have been dropped from the lineup this year and replaced with similar setups called B5 and B6, both of which utilize a 48-volt hybrid system; the plug-in hybrid T8 powertrain continues to serve as the SUV's top powertrain. Volvo is also replacing the XC60's Sensus infotainment system with a more modern Google Android-based interface that's borrowed from the electric XC40 Recharge. The screen is the same 9.0-inch vertically-oriented shape, but new software offers more personalization options, a voice-assistant feature, and navigation via Google Maps. Several subtle styling changes help mark the 2022 model year as well, including a tweaked grille, a re-worked front bumper, updated wheel designs, and the introduction of Volvo's City Weave cloth upholstery as an option for the first time on the XC60. In addition to the styling refresh and the new infotainment, Volvo also says there have been upgrades to the XC60's various radar, camera, and ultrasonic sensors that provide data for the SUV's driver-assistance systems. Pricing and Which One to Buy Momentum $43,745 R-Design $49,895 Inscription $51,245 Recharge $55,345 Recharge R-Design $61,495 Recharge Inscription $62,845 Recharge Polestar Engineered $70,595 We're suckers for the R-Design's racy appearance, and we've enjoyed the T6 powertrain's peppy performance in our long-term XC60 test vehicle, so the R-Design B6 is our recommendation. The extra cost versus the base Momentum trim is worth it here, with all sorts of features becoming standard. The R-Design comes with a Harman/Kardon audio system, prettier wheels, a power-operated rear liftgate, and four-zone automatic climate control. Engine, Transmission, and Performance Volvo offers three different powertrains—B5, B6, and T8—in the XC60, all mated to an eight-speed automatic transmission and all-wheel drive. Under the hood of base B5-badged XC60s is a turbocharged 2.0-liter four-cylinder engine and a 48-volt hybrid system making 247 horsepower. The B6 is powered by the same turbocharged 2.0-liter four-cylinder as the B5, but a supercharger is added for more oomph. With 295 ponies in its stable, it feels a bit peppier than models with the base B5. The plug-in hybrid T8 powertrain borrows the B6's engine and pairs it with a set of electric motors for a total of 400 horsepower in the Recharge model or 415 in the Polestar Engineered model. The XC60 takes corners well, feels tied to the road while cruising, and changes directions with confidence, but doesn't inspire hooliganism like the Porsche Macan. The ride can feel a touch harsh when driving over rougher stretches of road, but on smooth sections it's agreeable and calm.

Overview Those seeking a compact SUV with a premium badge and an athletic chassis will find the 2022 Acura RDX fits that brief and doesn't require Porsche Macan or Mercedes-Benz GLC-class money. Sure, it's not as deluxe as those German nameplates—nor does it carry the same cachet among the one percent—but the RDX's perky turbocharged four-cylinder is similarly perky and similarly tech-heavy. The complaints we have center on the RDX's less-than-luxurious cabin environs and a 10-speed automatic that is sometimes infuriatingly slow to downshift to spool up the turbo to its boiling point. Those issues aside, the RDX is a roomy, practical, fun-to-drive, and comprehensively equipped compact SUV that is largely satisfactory. What's New for 2022? The RDX receives a light facelift for 2022 that includes tweaks to the SUV’s grille, larger air intakes on the front bumper, and a revised rear bumper with rectangular exhaust tips. Two new colors are available—Liquid Carbon Metallic and Phantom Violet Pearl—and the RDX's interior is enhanced with new standard and optional tech features. All models now come with wireless Apple CarPlay and Android Auto connectivity as well as Amazon Alexa integration; a wireless smartphone charging pad is now available; and Technology models now offer an interior ambient-lighting system with 27 colors. A limited-production PMC Edition model will be offered again this year—there will be just 200 units—and wears Long Beach Blue Pearl exterior color with an Orchid interior color scheme. Acura offers the RDX in one trim but provides several distinct packages to jazz it up. Front-wheel drive is standard but all-wheel drive is available for $2000. Since the A-Spec version is pricey and lacks any legitimate performance improvements, we'd forgo that. But we would recommend adding the Technology package that brings a better audio system, navigation, fancier leather-trimmed seats, and more. Those who want adaptive dampers and a head-up display will have to spring for the Advance package, but that significantly increases the bottom line. Engine, Transmission, and Performance Every RDX is powered by a 272-hp turbocharged 2.0-liter four-cylinder that pairs with a 10-speed automatic transmission and either front- or all-wheel drive (or "SH-AWD" in Acura-speak). The A-Spec version we tested had a responsive gas pedal at low speeds, and it pulled away from stoplights with authority. The transmission could be quicker to downshift, especially when the driver uses the steering-wheel-mounted paddle shifters. The turbocharged engine makes the RDX sound a bit like the NSX, with a high-pitched roar during hard acceleration, but much of that noise is artificial and piped into the cabin through the audio system's speakers. The RDX we drove had large 20-inch wheels that are included with the A-Spec package and the standard suspension setup. Models with the Advance package have adaptive dampers that allow you to adjust the ride quality. While our test vehicle failed to isolate the cabin from harsh impacts on the roughest roads, it was never punishing or noisy. The torque-vectoring SH-AWD system also helped the RDX change directions quickly and was backed by precise-feeling steering. The RDX leaned only when we attacked a highway on-ramp, but otherwise, it was wonderfully balanced. Unfortunately, the brake pedal diminished the experience, due to its inconsistent firmness and responsiveness.

WHAT IS IT? You look at this family-sized crossover's price, starting at under £14,000 or a piffling £164 a month, and then you wonder how it is that sister company Renault has the sheer brass neck to charge double that for the Kadjar. Start to dig deeper though and you see where the cost has been chiselled out of the Duster. Some of those savings are really clever and don't affect the end result. But you might decide others actually do – the plastics might offend anyone coming from the cocoon of a car better described as a ‘crossover’ than an SUV. There’s an unashamed hardiness to the Duster that surely lets it repel such flimsy categorization. SO WHAT’S NEW? The Duster first launched in 2010, priced under £10,000 and picking up the ‘cheap but actually quite good’ baton dropped by Skoda as it rushed upmarket. It was actually one of a small handful of small SUVs on offer then – the Nissan Juke was only just out – but the fact it’s steadfastly retained a brutalist approach to looks and interior layout as the rest of the genre’s gone berserk is admirable. Every visible panel of this second-gen Duster is new, but the spirit of the original remains. It looks similar, and most important of all it's still cheap. Almost ridiculously so. At 4.3m long it's basically the same as a Qashqai - or that Kadjar. The fact we're several years into its life and the obligatory facelift has amounted to tweaking its lights the tiniest smidgen suggests Dacia’s tame approach to reinvention was warranted. IS THE ENGINE UP TO SCRATCH? There’s a 115bhp diesel option, which sounds and feels like a van – it’s so absurdly short-geared, you’ll be grappling for second while you’re still in the middle of leaving a junction. But it’s the one you want if you require your Duster for on-road endeavours – it’s front-wheel drive as standard, but an extra £2,300 makes it 4x4. Even the 4x2 Duster retains good underbody clearance so if the surface isn't too greasy and the types are well-treaded it'll tackle fairly rugged scenery. And it's got more space than say a Renegade or Vitara, the closest off-roadable rivals. The several petrol options are all 2WD only. They’re all turbocharged, and split between a 90bhp 1.0-litre 3cyl or a 1.3-litre 4cyl in 130 and 150bhp tunes, the latter your sole automatic option. 'EDC' arrives with the Duster’s mid-life update and is Renault's tag for its smart six-speed twin-clutch transmission. Albeit one without paddles on the wheel here. Dacia also now offers bi-fuel cars in Britain – and you can have a Duster that you fill with LPG gas like it’s the mid-2000s all over again. It comes with a 100bhp tune of 3cyl petrol engine

Overview The 2022 Toyota Corolla exists as an affordable and attractive compact car that's loaded with standard active safety features. While alternatives such as the Honda Civic and Mazda 3 are more fun to drive, the Corolla has a comfortable ride quality and sporty models of its own. As with many of its compact competitors, the Toyota is offered as a sedan or a hatchback. Both have distinctive designs, but uncharacteristically the hatch has a smaller back seat and less cargo space than the sedan. Select models can be had with a manual transmission, and the sedan offers an exceptionally fuel-efficient hybrid powertrain. Unfortunately, every model comes with a coarse-sounding engine. Still, the 2022 Corolla continues to be a popular choice, especially among shoppers who prioritize style and safety. What's New for 2022? Toyota only makes a few changes to the 2022 Corolla family. The LE Hybrid adds a Premium interior package that includes a leather-trimmed steering wheel, leatherette upholstery, a power-adjustable driver's seat with lumbar support, and heated front seats. The sedan adds two new paint colors (Ruby Flare and Windchill Pearl), and the hatchback is now available with a Finish Line Red paint job. We'd choose the sporty-ish SE sedan. Along with a sport-tuned suspension that makes it more fun to drive than the regular setup, it's available with a manual transmission. We'd happily check that box, even though it voids the option packages that are otherwise available with the standard continuously variable automatic transmission (CVT). Thankfully, the Corolla SE sedan still comes standard with plenty of features to keep us satisfied. The list includes 18-inch wheels, a leather-trimmed steering wheel, front sport seats, and an 8.0-inch touchscreen with Apple CarPlay and Android Auto. Engine, Transmission, and Performance Except for the sportier SE and XSE models, the Corolla sedan uses a 139-hp 1.8-liter four-cylinder that sends power to the front wheels through a continuously variable automatic transmission (CVT). The zestier versions have a 169-hp 2.0-liter four-cylinder that pairs with a CVT or optional six-speed manual. While all hatchbacks have the larger engine, only the sedan offers a hybrid powertrain. Our tests of the Corolla SE hatchback and the Corolla XSE sedan proved even the strongest engine doesn't deliver adequate acceleration. The Toyota twins were prudent around town and steady on the highway. However, hard acceleration produced coarse engine sounds that diminished their refinement. Both the Corolla sedan and the hatchback have a pleasant ride quality that adequately isolates all but the worst bumps. Their controlled body motions also provide better agility than previous iterations. The Corolla SE and XSE further separate themselves with a stiffer sport-tuned suspension and the latter's larger 18-inch wheels (everything else rides on either 15- or 16-inch rims). Still, compared with athletic and engaging rivals, such as the Mazda 3 and Volkswagen Golf, the Corolla's progressive steering is satisfactory but not exemplary. While neither Corolla body style had impressive results in our 70-mph-to-zero braking test—requiring between 174 and 183 feet—their brake pedals were dependable and easy to operate.

Porsche's flagship Panamera is no longer the only vehicle from the German brand to sprout a stylish Platinum Edition trim. Now the Cayenne welcomes the Platinum Edition kit to its SUV and coupe body styles for 2022 as well. Despite its moniker, the Platinum Edition of Porsche's mid-sizer does not include any bits of the precious metal it's named after, just attractive platinum-painted details. In the case of its Cayenne Platinum Edition, Porsche applies a coat of Satin Platinum paint to a number of the vehicle's badges, as well as its fascia-mounted intake treatment and its distinct 21-inch wheels. Black exhaust tips and window trim add an extra hint of menace to the model. Looking to add some color to your Cayenne Platinum Edition? Then we hope you like dark brown or blue, otherwise, you’re looking at variants of black, white, or light gray (Chalk in Porsche-speak). Regardless of its exterior hue, the Cayenne Platinum Edition comes fitted with Chalk-colored seatbelts, textured aluminum interior trim, and model-specific brushed-aluminum kick plates. With a starting price of $80,350, the Platinum Edition SUV costs $10,000 more than its run-of-the-mill counterpart (the Platinum Edition coupe, meanwhile, starts at $84,650, or $5800 more than the standard Cayenne coupe). The extra coin, however, nets the Platinum Edition a number of goodies that Porsche charges extra for in lesser Cayennes. This includes swiveling LED headlights, a panoramic sunroof, Bose premium audio, eight-way power sport seats, and ambient interior lighting. The highest-priced Platinum models are the E-Hybrid coupe at $95,150 and the Cayenne S coupe at $96,950. Look for the 2022 Porsche Cayenne Platinum Edition SUV and coupe to go on sale this summer in 335-hp Cayenne, 434-hp Cayenne S, and 455-hp Cayenne E-Hybrid forms.

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.

A vehicle with a robust design in which the elongated optical groups stand out, which are attached to a hexagonal black grille with the brand name, occupying a large part of that space on horizontal bars. In the lower part of the front, an air intake crosses the width of the body-color bumpers, highlighting a thin light strip on the sides. On the back you can see the brand name on the hopper. Vehicle size(L*W*H)mm5340*1940*1870 Cargo size(L*W*H)mm1520*1580*440 EngineFotonPower Power(kW)110 Torque(N·m)320 Transmission6MT EmissionEURO V Vehicle size(L*W*H)mm5340*1940*1870

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.

Overview The Chevy Silverado 1500 is a widely respected full-size pickup truck, but it's not quite as desirable as its equally respected domestic competitors. The half-ton Chevy does boast stout towing capacities and an assortment of excellent powertrain choices. The latter is headlined by a 420-hp 6.2-liter V-8 that's impressively quick and surprisingly fuel efficient. The Silverado can also be equipped with an array of trailer-assist technologies and several handy features, such as a multi-function tailgate and a camera display in the rearview mirror that gives an unobstructed view of what's behind you. Unfortunately, the Chevy's cheap and uninspired interior as well as its harsh ride quality make it feel less refined than the Ford F-150 and Ram 1500. While both of those alternatives offer better value, the 2021 Silverado is still a highly configurable and impressively proficient pickup. What's New for 2021? For 2021, Chevy adds a host of new features to the half-ton Silverado. There's a newly available Multi-Flex tailgate that opens and folds six different ways. Models with the diesel six-cylinder or turbocharged four-cylinder receive improved max-tow ratings, with the former up by as much as 1900 pounds (to 9500 total) and the latter increased by up to 2600 pounds (to 9600 total). Likewise, towing with the 2021 Silverado 1500 gets easier with a slew of trailer-assistance technologies that include a jackknife alert that does what its name suggests; a trailer-length indicator that helps the driver change lanes safely when towing; and a cargo-bed viewer that makes it easier to hook up a fifth-wheel trailer. The Silverado lineup also now features wireless Apple CarPlay and Android Auto, optional adaptive dampers on the High Country, a wider selection of paint colors, and new special-edition packages. We recommend the well-equipped LT model with the 5.3-liter V-8, crew cab, all-wheel drive, and the standard-length bed. To make that investment even more worthwhile, we'd add a few options: the Z71 Off-Road package enhances the truck's looks and its trail capabilities; likewise, we'd choose the Safety package that adds front and rear parking sensors, blind-spot monitoring, and rear cross-traffic alert. Among the myriad individual options we'd recommend the heated front seats and remote start for their luxury merits. Engine, Transmission, and Performance A range of engines—including a V-6, a turbocharged four-cylinder, two V-8s, and a Duramax diesel 3.0-liter inline-six—means there's a Silverado 1500 for any job. Of the two eight-cylinder engines, the 420-hp 6.2-liter is the quickest, propelling the Silverado High Country we tested to 60 mph in just 5.4 seconds. For comparison, the smaller 355-hp 5.3-liter needed 6.1 seconds. The 310-hp turbocharged 2.7-liter four-cylinder still offers decent towing capacity but needed 7.0 seconds to hit 60 mph. The diesel-powered Silverado we tested had the slowest acceleration of the bunch, but we were impressed by the engine's smooth and quiet operation. Every version of the Silverado we've driven felt smaller than its size suggests. The truck's handling is surprisingly agile and the brake pedal provides firm and reassuring feedback. Those looking for the most rugged half-ton Silverado will appreciate the Trail Boss models that feature a 2.0-inch lift, gnarly tires, and other upgrades that make taking the path less traveled easier and more entertaining.

Overview The Hyundai Sonata is all new for 2020, and it's a perfect showcase for Hyundai's characteristic mix of attractive design and high-level features at an affordable price. The 2020 Sonata is not the best driver's car in a class with a few dynamic standouts, but Hyundai has baked in decent handling and plenty of torque (at least in its optional turbocharged 1.6-liter engine; a non-turbo 2.5-liter engine is standard and a hybrid powertrain is also an option). The interior is spacious and elegant, with just enough buttons on the dash to complement the functional, well-organized touchscreen infotainment system. If you want a car that hits luxury-brand benchmarks at an affordable price, the 2020 Hyundai Sonata could be just the thing. What's New for 2020? The Sonata enters a new generation for 2020, with a more aggressive design, and a trio of new powertrains—including a hybrid that can charge its battery from energy captured by solar panels on the roof. The interior is new, too, with a sleek, spacious design that can comfortably accommodate four adults. There's a lot to like in the Sonata's latest generation. The SEL Plus trim is the cheapest way to get the Sonata's 180-hp turbocharged four-cylinder engine. It's also a pretty good value at less than $30,000 and packed with features including 18-inch wheels, paddle shifters, suede and leatherette seating surfaces, a wireless phone-charging pad, and what Hyundai is calling Digital Key, which is the ability to use your smartphone to enter the car, allowing you to leave the fob at home. Engine, Transmission, and Performance The Sonata is not the sharpest handler in its class—we like the Honda Accord and the Nissan Altima better—but it's still composed and responsive on the road. The ride is a little more unsettled than we'd like and firmer than most cars in this category, but the Sonata is at least reasonably quick with its turbocharged 1.6-liter engine; during our testing, a Sonata with that powertrain made it to 60 mph in 7.3 seconds—an acceptable result in this class. The shifts from the eight-speed automatic are smooth and well-timed. We'd also like to commend Hyundai for continuing to offer a conventional automatic transmission in its family sedan; much of the class has gone over to droning (but efficient) continuously variable automatic transmissions (CVTs). During our time with the Sonata hybrid, we appreciated its fuel-saving efforts but disliked how it didn't smoothly transition between gas and electric power sources.

It's no secret the Hyundai Seven concept previews the brand's forthcoming Ioniq 7 electric SUV. While the Seven concept includes its fair share of show-car kit, its design largely mirrors that of its production counterpart. In fact, both Simon Loasby, head of Hyundai's styling group, and SangYup Lee, the brand's global head of design, told us to expect the design of the Seven concept to translate over to the Ioniq 7 in much the same way the Hyundai 45 concept's looks previewed those of the 2022 Hyundai Ioniq 5's. In other words, expect the Ioniq 7's looks to barely differ from those of the Seven concept. Look for the Seven concept's pixel lighting to find its way to the Ioniq 7. Admittedly, this is not much of a surprise given Hyundai's use of pixel-look lighting on the smaller Ioniq 5. Unlike the retro-inspired Ioniq 5, the Ioniq 7 is set to fully embrace modern design details. Its front fascia even appears to draw on some of the same styling cues as those of the Hyundai Staria van, a model the company does not sell in the United States. As on the Staria, the high-mounted light bar of the Seven concept serves as the vehicle's daytime running lamps, while the lower-mounted units play the part of the low- and high-beam lights. This setup is due to carry over to the production Ioniq 7, although Loasby noted Hyundai plans to put a flat and translucent cover over the mass of pixel lights to prevent road debris and the like from getting stuck between the individual lights. Whereas the Staria's light bar is separated into three pieces (left, right, and center), the Seven concept's is one continuous unit—a detail Loasby said he hopes finds its way to the production Ioniq 7.

Overview The 2022 BMW 8-series coupe and convertible are positioned as the most extravagant two-door models in the company's portfolio. With aggressive proportions and sinewy sheetmetal, both body styles have notable curbside presence, even if neither is as fancy as, say, the Lexus LC. Still, BMW endows each with a beautiful interior that is exquisitely appointed and impeccably built. While its tiny back seat exists as a courtesy, anyone who needs more passenger space can opt for the 8-series Gran Coupe sedan (reviewed separately). Power comes from two excellent sources: a 335-hp turbocharged straight-six (840i) or a 523-hp twin-turbo V-8 (M850i). Regardless of the powertrain, the 2022 8-series coupe and convertible have surprising agility for their size and a genuinely serene ride quality. What's New for 2022? For 2022, BMW makes the M Sport package standard on the six-cylinder 840i coupe and convertible. The package previously cost $4550 and includes 19-inch wheels, an aerodynamic body kit, dark exterior trim, a M steering wheel, multifunction seats, and upgraded brakes. Not only do the six-cylinder models come with more and better standard equipment, both body styles also get $3000 shaved off their starting price. We prefer the prodigious power of the all-wheel-drive-only M850i, with its 523-hp twin-turbo V-8. We also like the type of drama provided by the regal and more immersive drop-top version, even if it comes with a nearly $10k surcharge. The 8's cabin is lavishly appointed with leather covering most every surface and attractive accents, both of which can be mixed to match everyone's preferred aesthetic. We're particularly fond of the Cognac Merino leather and Aluminum Dark Trace interior trim. Among the options we'd select are the glass controls for an even ritzier interior, and the neck warmers in the front-seat headrests­ that'll allow us to enjoy longer periods of top-down driving in our four-season state. Engine, Transmission, and Performance BMW's biggest coupe and convertible start off with a 335-hp turbocharged inline-six-cylinder. These 840i models pair with an eight-speed automatic transmission and either rear- or all-wheel drive (called xDrive in BMW's parlance). While we haven't driven an 8 with the six-cylinder, BMW has built a reputation on silky smooth and responsive powertrains, so only speed freaks will likely be disappointed. Instead, we've driven both body styles of the M850i that feature a 523-hp twin-turbo V-8, eight-speed automatic, and standard all-wheel drive. This combination delivers impressive acceleration for the Bimmer's size and provides a rich soundtrack in the sportiest setting. Likewise, the transmission transitions from relaxed to reactive based on the driver's right foot. Most important, the 8-series delivers on its grand-touring promises, with a supremely quiet ride and surprising athleticism. Its steering feedback is direct and linear but filters out road imperfections and front-tire feedback. Although its adaptive dampers allow extra flexibility depending on the selected drive mode, they make the 8 remarkably stable during cornering in their stiffest setting. The car's powerful brake system and firm pedal feel further enhance the feeling of absolute confidence.

Overview For those who don't need a third row of seats but still like the idea of a mid-size crossover, the 2022 Hyundai Santa Fe offers a comfortable, spacious cabin and a premium appearance. Four different powertrains are offered, including hybrid and a plug-in hybrid variants. The Santa Fe is fairly satisfying to drive, although none of the models could be called outright athletic. Hyundai has baked in a host of driver-assistance features as standard, and the Santa Fe's infotainment technology is on par with other SUVs in this segment. Four adults should find ample space across the Santa Fe's two rows and cargo space that's generous enough to hold bulky items or a load of luggage. What's New for 2022? A plug-in hybrid powertrain joins the Santa Fe lineup for 2022. This 260-hp option also delivers up to 31 miles of electric-only driving per charge, but is unfortunately limited in its availability. Unless you live in California, Colorado, Connecticut, Maine, Massachusetts, Maryland, New Jersey, New York, Oregon, Rhode Island, or Vermont, you may have to wait for the Santa Fe PHEV to make its nationwide debut. In the meantime, you could select the new XRT trim level, which is based on the nonhybrid Santa Fe. The XRT adds a more rugged exterior appearance by adding side steps, skid plates, and a unique wheel design. The mid-range SEL is our pick of the lineup. Its price tag puts it in reach of a broad range of buyers but it still offers plenty of features that the modern family will find desirable, such as heated front seats, blind-spot monitoring, heated exterior mirrors, SiriusXM satellite radio, and passive keyless entry with push-button start. Engine, Transmission, and Performance The Santa Fe is available with a quartet of powertrains that now includes both a hybrid and plug-in hybrid options. The standard engine is a 2.5-liter four-cylinder that makes 191-hp, and buyers can opt for the more powerful turbocharged 2.5-liter mill that makes 277-hp. Both pair with an unobtrusive eight-speed automatic transmission and standard front- or optional all-wheel drive. The hybrid model makes do with a six-speed automatic, uses a turbocharged 1.6-liter four-cylinder and a pair of electric motors to make 226-hp, and comes standard with all-wheel drive. In our test drive of a loaded Calligraphy model with the turbocharged four-cylinder, we recorded a sprightly 6.0-second zero-to-60-mph time. The Santa Fe provides a relaxed and stable ride during everyday duties and just enough agility and steering feedback to satisfy those who enjoy driving. Those looking for a more vivid driving experience in their SUV should see the Chevy Blazer or Honda Passport.

Overview The 2022 Range Rover Evoque has a style stranglehold on its subcompact luxury SUV competitors, but its charms fall victim to practical downfalls such as its puny cargo area and snug rear-seat space. While the interior is well tailored and nicely outfitted, several dimensionally smaller rivals offer roomier cabins with similar equipment. Two available turbocharged engines are available and all-wheel drive is standard, but the Evoque's handling is less agile than SUVs such as the BMW X1, the Mercedes-Benz GLB-class, and the Volvo XC40. However, those crossovers can feel a bit more like pumped up hatchbacks than SUVs, and the Land Rover's off-roading heritage trickles down to the Evoque in the form of a tall riding position and a substantial feeling that makes it undeniably an SUV. What's New for 2022? A sporty-looking HST R-Dynamic trim joins the options sheet for 2022. The HST R-Dynamic also reintroduces the 296-hp P300 turbocharged four-cylinder engine back into the Evoque lineup. In addition to the more powerful powertrain, the HST R-Dynamic trim also includes unique glossy black 20-inch wheels, a black-painted roof, black exterior trim, and red brake calipers. All Evoque models now come with heated seats, a wireless smartphone charging pad, a power-operated rear liftgate, and keyless entry as standard equipment. Ostuni Pearl White replaces Yulong White on the color palette. We'd go with the mid-range R-Dynamic SE model as it adds features such as a power liftgate, 14-way power-adjustable front seats, automatic high-beam headlamps with auto-leveling, LED daytime running lights, and 20-inch wheels. We'd also fork over the extra cash for the Online Pack option package. Engine, Transmission, and Performance The Evoque is powered by a 246-hp turbocharged 2.0-liter four-cylinder dubbed P250, and it comes standard with a nine-speed automatic and all-wheel drive. At our test track, the Evoque delivered a 7.1-second zero-to-60-mph run. Rivals such as the BMW X1 and the Volvo XC40 delivered slightly quicker times, but the Land Rover is still competitively lively. The more powerful P300 powertrain is limited to the top-spec HST R-Dynamic. That engine makes a stout 296 horsepower and is assisted by a 48-volt hybrid system; at our test track the P300 managed a 6.6-second zero-to-60-mph time. On the road, there's no mistaking the Evoque for a hatchback car as you can with the X1. It feels substantial, and the seat height is SUV appropriate; it handles corners adequately but won't satisfy enthusiast drivers in the same way as the BMW or Mercedes-Benz GLA-class.

Overview BMW is no stranger to electrified models (see the funky little i3 and wildly styled i8 for proof), and the 2022 i4 sedan further bolsters the brand's EV portfolio. Based on the Bavarian automaker's most famous model, the 3-series, the i4 is a low-slung four-door in the vein of the similarly sized 4-series Gran Coupe. It competes with the Polestar 2 and Tesla Model 3, among others. The eDrive40 model features a single rear-mounted electric motor making 335 horsepower, and the M50 adds a motor up front that helps generate 536 total horses. Both feature an 80.7-kWh battery pack, but while the rear-drive version boasts an estimated driving range of around 300 miles, the all-wheel-drive i4 offers 245 miles of range. What's New for 2022? The BMW i4 is an all-new electric sedan that is expected to compete against the Tesla Model 3 and other mid-size EV sedans when it finally hits showrooms in early to mid-2022. While the German automaker has revealed starting prices for the eDrive40 and the higher-performance M50, we're still waiting to hear the full list of standard and optional features. Once that information is made available, we can recommend which i4 to buy and how to outfit it. Engine, Transmission, and Performance The 2022 i4 feeds electrons to either one or two electric motors, depending on the model. The eDrive40 features a single motor on the rear axle that makes 335 horsepower. The M50 has an electric motor on both axles, which together provide all-wheel drive and produce 536 horsepower and 586 pound-feet. The increase in power provides a decrease in acceleration times, with zero to 60 mph allegedly arriving in 3.7 seconds. The rear-drive i4 rolls on a standard set of 18-inch rims; 19-inchers are optional. Conversely, the all-wheel-drive M50 is fitted with either 19s or 20s, and it has adaptive dampers and a variable-ratio steering system. The i4 M50 that we drove delivered immediate and forceful thrust, and even though it weighs considerably more than an M3, its lower center of gravity helps it move assuredly and gracefully.

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 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.

While most automakers have been previewing their upcoming fleet of electric vehicles with thinly veiled concepts, BMW is using the 2021 IAA auto show in Munich to look further ahead, presenting the i Vision Circular. This hatchback concept previews the compact BMW of 2040 and acts a demonstrator of BMW's goals for developing sustainable but luxurious vehicles. At around 157 inches long, the four-seat concept is about 20 inches shorter than the 2-series Gran Coupe, BMW's smallest current offering in the United States. However, its electric powertrain and one-box, pod-style profile mean the i Vision Circular is spacious inside. The concept's main priority is in reducing the number of components overall and using recycled materials for the parts that remain. The concept wound up 100 percent recyclable, including the solid-state battery which itself is manufactured almost entirely from recycled material. BMW's sustainability philosophy is found at the car's core: it avoids bonded connections and composite materials for the vehicle's construction, instead opting for cords, press studs, and quick-release fasteners, making it easier to break down and re-recycle. Most of the body is built from recycled aluminum with a light-gold anodized finish, but it morphs into a deep blue color at the heat-treated steel rear end. The kidney grille becomes a digital element with a snazzy graphic that attempts to emulate traditional BMW grilles. Instead of chrome trim around the window edges, a digital surface wraps up and into BMW's famed Hofmeister kink, and BMW says this could be used to display vehicle information to approaching passengers. The trim pieces along the bottom of the concept are recycled plastic with a marbled look and BMW says that the tires, which have a slight blue tint, are composed of sustainably cultivated natural rubber.

Dacia is enjoying very strong deliveries in Europe with the Sandero hatchback beating the Volkswagen Golf for the sales crown in July this year. In 2020, the Romanian brand decided to discontinue the Lodgy van leaving its lineup with no seven-seater for about a year. Now, as it promised several weeks ago, Dacia is unveiling the Jogger as its “fourth pillar” after the Spring, Sandero/Logan, and Duster. Taking the shape of a nicely proportioned crossover-van mashup, the brand new model will be available in five- and seven-seat configurations offering “the best price/habitability ratio” on the European market. The Jogger name refers to “sport, nature, and positive energy,” as Dacia explains, and reflects the typical characteristics of a Dacia model - practicality, robustness, and affordability. From the nose to the A-pillar, the Jogger looks exactly like a Sandero Stepway but a little bend right before the rear doors adds 40 millimeters (1.57 inches) to the height of the car at the back. At 4,55 meters (179 in), the Jogger is the longest vehicle in Dacia’s current model range and has a cargo volume of 708 liters (25 cubic feet) in a five-seat configuration. Fold down the second row of seats and you’ll have a massive 1,819-liter (64.23 cu ft) space. Additionally, 24 liters (0.84 cu ft) of storage space are available throughout the cabin. If you’ve ever been in a modern Dacia, the Jogger’s interior won’t bring any surprises. It has a familiar layout with a tablet-style infotainment screen on the center console and three round climate controls underneath. The base version will come as standard with a phone holder instead of the touchscreen turning your smart device into a navigation system. Other standard features include automatic headlights and wipers, speed limiter, and steering wheel-mounted control buttons.

Overview Those seeking a compact SUV with a premium badge and an athletic chassis will find the 2022 Acura RDX fits that brief and doesn't require Porsche Macan or Mercedes-Benz GLC-class money. Sure, it's not as deluxe as those German nameplates—nor does it carry the same cachet among the one percent—but the RDX's perky turbocharged four-cylinder is similarly perky and similarly tech-heavy. The complaints we have center on the RDX's less-than-luxurious cabin environs and a 10-speed automatic that is sometimes infuriatingly slow to downshift to spool up the turbo to its boiling point. Those issues aside, the RDX is a roomy, practical, fun-to-drive, and comprehensively equipped compact SUV that is largely satisfactory. What's New for 2022? The RDX receives a light facelift for 2022 that includes tweaks to the SUV’s grille, larger air intakes on the front bumper, and a revised rear bumper with rectangular exhaust tips. Two new colors are available—Liquid Carbon Metallic and Phantom Violet Pearl—and the RDX's interior is enhanced with new standard and optional tech features. All models now come with wireless Apple CarPlay and Android Auto connectivity as well as Amazon Alexa integration; a wireless smartphone charging pad is now available; and Technology models now offer an interior ambient-lighting system with 27 colors. A limited-production PMC Edition model will be offered again this year—there will be just 200 units—and wears Long Beach Blue Pearl exterior color with an Orchid interior color scheme. Acura offers the RDX in one trim but provides several distinct packages to jazz it up. Front-wheel drive is standard but all-wheel drive is available for $2000. Since the A-Spec version is pricey and lacks any legitimate performance improvements, we'd forgo that. But we would recommend adding the Technology package that brings a better audio system, navigation, fancier leather-trimmed seats, and more. Those who want adaptive dampers and a head-up display will have to spring for the Advance package, but that significantly increases the bottom line. Engine, Transmission, and Performance Every RDX is powered by a 272-hp turbocharged 2.0-liter four-cylinder that pairs with a 10-speed automatic transmission and either front- or all-wheel drive (or "SH-AWD" in Acura-speak). The A-Spec version we tested had a responsive gas pedal at low speeds, and it pulled away from stoplights with authority. The transmission could be quicker to downshift, especially when the driver uses the steering-wheel-mounted paddle shifters. The turbocharged engine makes the RDX sound a bit like the NSX, with a high-pitched roar during hard acceleration, but much of that noise is artificial and piped into the cabin through the audio system's speakers. The RDX we drove had large 20-inch wheels that are included with the A-Spec package and the standard suspension setup. Models with the Advance package have adaptive dampers that allow you to adjust the ride quality. While our test vehicle failed to isolate the cabin from harsh impacts on the roughest roads, it was never punishing or noisy. The torque-vectoring SH-AWD system also helped the RDX change directions quickly and was backed by precise-feeling steering. The RDX leaned only when we attacked a highway on-ramp, but otherwise, it was wonderfully balanced. Unfortunately, the brake pedal diminished the experience, due to its inconsistent firmness and responsiveness.

Overview Honda's popular Civic compact car gets a big glow-up for the 2022 model year as it debuts a more grown-up appearance, new features, and a refined cabin design. A selection of four-cylinder engines—including a turbocharged 1.5-liter—are offered; front-wheel drive will continue to be standard as Honda insists all-wheel drive is not part of the plan. Updated tech features such as a larger infotainment display, wireless smartphone connectivity, and improved driver-assistance features are all meaningful updates that will help the Civic stave off competition from the likes of the Hyundai Elantra, the Mazda 3, and the Toyota Corolla. What's New for 2022? The Civic is all-new for 2022, with a redesigned body and an updated interior. Like the last generation model, the 2022 Civic will be offered in both sedan and hatchback body styles. Our recommendation is the well-equipped EX trim on the sedan model, which comes with a lot of additional features that easily justify the increase in price. Those niceties include blind-spot monitoring, a power sunroof, dual-zone automatic climate control, heated exterior mirrors, and heated front seats. It also comes standard with the more powerful 180-hp turbocharged four-cylinder engine. If you're buying the hatchback, we'd direct you to the EX-L, which offers similar equipment and adds leather upholstery. Engine, Transmission, and Performance Even though it has redesigned everything else about the new Civic, Honda has decided to carry over the powertrain options from the previous-generation car. Base models come standard with a 158-hp 2.0-liter four-cylinder while the upgrade engine continues to be a turbocharged 1.5-liter four-cylinder that now makes 180 horsepower. The new Civic is offered solely with front-wheel-drive car. Sadly, the manual transmission offered on the previous generation Civic sedan has been cut for 2022, leaving a continuously variable automatic transmission (CVT) as the sole offering; a six-speed manual is still available on the hatchback model. At our test track, our turbocharged Touring sedan needed 7.5 seconds to reach 60 mph, which is slightly slower than the last generation Civic's result. The manual Sport Touring hatchback we tested did slightly better at 7.3 seconds to 60 mph. Luckily, the spry handling, communicative steering, and well-balanced ride that we appreciated so much in the last generation model are present and accounted for here. Sporty Si and high-performance Type-R variants are also in the works and both will offer a manual transmission; we review those models separately.