2022-01-01 Car and Driver

D espite ever-increasing advancements in no-longer-available Focus, among oth-
50 pickup-truck refinement, the good ones ers. The larger Honda Ridgeline employs
are still defined by offering an appropri- a similar layout, earning it some scorn
ate amount of capability for the money. from traditionalists, but a unibody setup
Relatively inexpensive fleet-oriented keeps curb weight in check and can pro-
full-size trucks still exist at the low end vide better driving characteristics. It’s
of every pickup manufacturer’s lineup. no coincidence that the Hyundai Santa
However, the once-simple compact Cruz, the Maverick’s equally fresh com-
pickups that could fit most suburban petitor, has a similar makeup.
garages and wallets have ballooned in
size and equipment, pushing their prices If you’re six feet tall, you can look
toward $40,000. Buyers seeking an right over the Maverick’s 68.7-inch-high
affordable small truck for Home Depot roofline. Still, the driver sits high behind
runs or towing a couple of Jet Skis had the wheel. The 121.1-inch wheelbase is
limited options until Ford introduced 14.4 inches longer than the Escape’s,
the Escape-based Maverick. yet the Maverick is about an inch nar-
rower than the body-on-frame Ranger
Think of the Maverick as a compact and nearly a foot shorter, making it
SUV with a 4.5-foot cargo box. Slotting easier to maneuver. Imposing doesn’t
below Ford’s mid-size Ranger, it starts describe the Maverick, but it can haul
at just $21,490 for the base XL model. It a substantial 1500 pounds in its bed
comes only as a crew cab and eschews and tow 2000 pounds. The towing
the body-on-frame construction of most limit increases to 4000 pounds for all-
pickups for a unibody architecture, wheel-drive versions fitted with the 4K
specifically a beefier version of Ford’s Towing package (our tester didn’t have
C2 platform, which underpinned the it). Unlike the Santa Cruz and Ridge-

JANUARY 2022 ~ CAR AND DRIVER

Dialogue

For years, Ford evidently thought that every pickup buyer
should get an F-150. Finally, some product planner had
the temerity to suggest that not everyone needs or wants
something as big or expensive as an F-series. The Maverick
is no threat to Ford’s standard-bearer; instead, it will put people
who would have never bought a Ford pickup into one. —Joe Lorio

Two years ago, Ford sent us a redesigned Escape with a buzzy
three-cylinder, a lame interior, more ennui than we could
handle, and a $30,485 price so far from reality you’d think
the marketing department was on shrooms. Now the same
folks have spun gold from that Escape’s straw. Even if you upgrade to
the 250-hp engine, the Maverick still comes in under $25K. Ford hasn’t
done a 180 like this since the ’86 Taurus. I’d buy one. —Tony Quiroga

Ford’s Piquette Avenue Plant line, the Maverick’s cargo box lacks an wheel drive costs $2220 extra and is
in Detroit opened in 1904 and underfloor storage bin, but it features available only with the 250-hp 2.0-liter
built the first 12,000 Model Ts. notches to partition the bed space plus turbo four (a $1085 upcharge), which
Mavericks are assembled provisions to create a second-tier load pairs with a conventional eight-speed
in Hermosillo, Mexico. floor above the wheel wells for hauling automatic. Our all-wheel-drive example
four-by-eight-foot sheets of plywood returned 29 mpg in our 75-mph high-
with the tailgate dropped. way fuel-economy test, matching its
EPA estimate. And its 21-mpg average
Our midrange XLT test truck is better than mid-size trucks tend to
weighed just 3800 pounds, a feather- fare in our hands.
weight by pickup standards. Front-wheel
drive is standard, and base versions are Ford’s boosted 2.0-liter delivers
motivated by a hybrid powertrain fea- smooth and responsive grunt for pass-
turing a 2.5-liter inline-four and two ing maneuvers, and the unobtrusive
electric motors, an arrangement good eight-speed gearbox helped our truck
for 191 horsepower and an impressive run to 60 mph in 5.9 seconds. This
37-mpg EPA combined estimate. All- setup is a good match for the Maverick,

Plus: Strong turbo-four engine, attractive pricing and
EPA numbers, solid tow and payload ratings. Minus: Missing
some modern amenities, noisy on the highway, imprecise steering.
Equals: A handy pint-size pickup with everyday charm.

51

Although it’s based
on the Escape, the
Maverick has a
unique interior that
looks and feels
right. A smallish
touchscreen and
an ignition that
requires turning a
key are the most
obvious conces-
sions to cost.

although we would welcome some form of manual even at its reasonable $30,235 as-tested price. Storage solu-
control instead of the L setting on the rotary shift dial, tions are plentiful, and the Co-Pilot360 package brings a
which simply holds gears at higher revs. At 71 deci- host of driver aids. Except for the basic-looking steering
bels, full-throttle noise levels in the cabin are relatively wheel, the Maverick’s hard interior plastics have tasteful
hushed. However, that’s only one decibel louder than contrasting colors and textures. We dig the XLT’s natty
we recorded when cruising at 70 mph, with prominent tweedy upholstery and supportive front seats. Adults will
wind rush around the mirrors and A-pillars. Sound find the reasonably sized back seat snug yet accommodating
insulation is modest; flip down the rear seatbacks and enough—and downright palatial if they’ve ever done time
there’s just a bare-metal bulkhead. in the transverse jump seats of an old extended-cab compact
truck. You’ll need to spend about $35K on the top Lariat trim
While front-drive versions use a torsion-beam rear to unlock all the niceties, such as faux-leather seating and
suspension, all-wheel-drive models get an independent adaptive cruise control.
trailing-arm setup that delivers a taut yet comfortable
and composed ride. The unsettledness over rough roads The Maverick offers versatility, ease of use, a manage-
that’s common in conventional pickups with live rear able size, and affordable pricing that will certainly appeal
axles and leaf springs is not an issue here. There’s notice- to entry-level shoppers. For many folks with modest funds
able body roll in corners, and the thwacks from pave- and small jobs to do, it’s all the truck they’ll need. And for
ment seams can reverberate inside. But the Maverick those of us who fondly remember the mini-truck craze of
feels solid, and its brakes have a reassuring bite. Crank the 1980s and ’90s, the Maverick feels like the beginning of
the steering wheel off-center and this truck obediently something big.
changes direction, albeit with little feel from its helm.
Our test truck posted 0.82 g of skidpad grip and stopped JANUARY 2022 ~ CAR AND DRIVER
from 70 mph in 172 feet—decent results considering the
17-inch Falken Wildpeak A/T AT3W all-terrain tires,
part of the $800 FX4 Off-Road package.

This Maverick’s test-track performance would have
been tops in our last comparison test of mid-size trucks.
Its numbers are virtually identical to those of the only
Santa Cruz we’ve tested, an all-wheel-drive model with
a 281-hp 2.5-liter turbo four. Although that Hyundai
costs several grand more across its range, it also boasts
greater payload and towing maximums—1748 and 5000
pounds, respectively.

The interior is straightforward and spacious up front,
though light on fripperies. In a push-button-start world,
twisting a physical ignition key (on all but the top trim)
is a throwback. The Maverick’s 8.0-inch touchscreen
is smaller and has lower resolution than Ford’s more
advanced units, but it does have Android Auto and Apple
CarPlay connectivity.

Our truck didn’t leave us wanting for much, though,

52

2022 FORD
MAVERICK XLT FX4

Price The optional turbo
2.0-liter pulverizes
$30,235As Tested ..........................
the front-driver’s
Base .................................................................. $27,880 tires, so be sure to
spec all-wheel drive.
Vehicle Type: front-engine, all-wheel-drive, TEST RESULTS
5-passenger, 4-door pickup Steering
Options: 17-inch wheels, $795; Ford Acceleration 16.4
Co-Pilot360, $540; spray-in bed liner, $495; rack-and-pinion with variable electric power 14.5
Alto Blue paint, $390; floor liners, $135 assist 100
Infotainment: 8.0-inch touchscreen; Android Ratio ....................................................................... 16.2:1 1/4-MILE
Auto and Apple CarPlay; 1 USB, 1 USB-C, and Turns Lock-to-Lock ............................................ 2.8
Bluetooth inputs; 6 speakers Turning Circle Curb-to-Curb ................. 40.0 ft 5.9dBA MPH

Engine Suspension 60 Idle
Full Throttle
turbocharged and intercooled inline-4, F: ind, strut located by a control arm, coil 2.0 SEC 18
aluminum block and head springs, anti-roll bar 70-mph Cruising
Bore x Stroke ........ 3.44 x 3.27 in, 87.5 x 83.1 mm R: ind; 1 trailing arm, 2 lateral links, and a 30
Displacement ................................ 122 in3, 1999 cm3 toe-control link per side; coil springs; anti-roll 0
Compression Ratio ............................................. 9.3:1 bar
Fuel Delivery: direct injection Results in graph omit 1-ft rollout of 0.3 sec.
Turbocharger: BorgWarner Brakes Rolling Start, 5–60 mph ................. 6.7 sec
Valve Gear: double overhead cams, 4 valves Top Gear, 30–50 mph ..................... 3.2 sec
per cylinder, variable intake- and exhaust-valve F: 12.8 x 1.1-in vented disc, 1-piston sliding Top Gear, 50–70 mph ..................... 4.2 sec
timing caliper Top Speed (gov ltd) ...................... 110 mph
Redline/Fuel Cutoff ................... 6500/6500 rpm R: 11.9 x 0.4-in disc, 1-piston sliding caliper
Power ........................................... 250 hp @ 5500 rpm Stability Control: traction off Handling
Torque ...................................... 277 lb-ft @ 3000 rpm
Wheels and Tires Roadholding, 300-ft Skidpad .......... 0.82 g
Drivetrain Understeer: minimal
Wheels: cast aluminum, 7.0 x 17 in
Transmission: 8-speed automatic Tires: Falken Wildpeak A/T3W Braking
Final-Drive Ratio .............................................. 3.63:1 235/65R-17 104H M+S 3PMSF
All-Wheel-Drive System: full time with 70–0 mph .............................................. 172 ft
automatic rear-axle engagement Dimensions Fade: none

GEAR RATIO MPH PER MAX SPEED Wheelbase ........................................................... 121.1 in Weight
1000 RPM IN GEAR (rpm) Length .................................................................. 199.7 in
Width ...................................................................... 72.6 in Curb ...................................................... 3800 lb
1 ......... 4.69 ......... 4.9 ............... 32 mph (6500) Height .................................................................... 68.7 in Per Horsepower ................................. 15.2 lb
Front Track ........................................................ 63.4 in Distribution, F/R ....................... 58.8/41.2%
2 ......... 3.31 .......... 6.9 ............... 45 mph (6500) Rear Track .......................................................... 62.8 in Towing Capacity .............................. 2000 lb
Passenger Volume, F/R ........................... 55/47 ft3
3 ......... 3.01 .......... 7.6 ................ 49 mph (6500) Approach Angle .................................................. 21.60 Fuel
Break-Over Angle ............................................... 18.10
4 ......... 1.92 .......... 11.9 ............... 77 mph (6500) Departure Angle ................................................ 21.20 Capacity ............................................. 16.5 gal
Ground Clearance ............................................ 8.6 in Octane .......................................................... 91
5 ......... 1.45 .......... 15.9 .............. 103 mph (6500)
Cargo-Box Dimensions C/D Fuel Economy
6 ......... 1.00 .......... 22.9 ............. 110 mph (4800)
Length ................................................................... 54.4 in Observed ............................................. 21 mpg
7 ......... 0.75 ......... 30.7 ............. 110 mph (3575) Width, Min/Max .................................... 42.6/53.3 in 75-mph Hwy Driving ...................... 29 mpg
Height .................................................................... 20.3 in Range .................................................... 470 mi
8 ......... 0.62 ......... 37.2 .............. 110 mph (2950)
EPA Fuel Economy
Chassis
Comb/City/Hwy ................... 25/22/29 mpg
unit construction
Body Material: aluminum and steel stampings Interior Sound Level

COMPETITORS MAX TOWING, LB 6000 BASE,28 32 ROADHOLSDK3IIN0D0GP-,AFDT, G
8000 $ x 1000*
Would you have noticed if we’d 0.72
slipped a ‘78 Chevy El Camino 4600 4300 4000 3700400.76 CURB WEIGHT,
into this chart? 70–0-MPH2000 0.84 LB
BRAKING, FT
Chevrolet Colorado1/4-MILE 71 70
Crew Cab 4x4ACCELERATION, SEC
308-hp 3.6-L V-6, 70
8-sp auto
6.2
Ford Maverick XLT 6.4
AWD 26 39
250-hp 2.0-L I-4, 23
8-sp auto 215.8 MPFGUEELPAECCOONMOBIMNY,ED
18
Honda Ridgeline 185 180 175 170 0
Sport AWD
280-hp 3.5-L V-6, 60A-MCSCPEEHCLERATION, 53
9-sp auto

Hyundai Santa Cruz
2.5T AWD
281-hp 2.5-L I-4,
8-sp auto
*Includes performance-
enhancing options.

TESTED BY DAVID BEARD IN CHELSEA, MI

2.1 SECONDS TO 60

4.3 SECONDS TO 100

9.3 SECONDS TO 150

TIME

BY DAVE VANDERWERP JANUARY 2022 ~ CAR AND DRIVER

PHOTOGRAPHY BY MARC URBANO

54

TOP SPEED: 200 MPH*

*SO THEY SAY.

9.4-SECOND 1/4-MILE AT 151 MPH

MACHINE

TESLA’S
MONSTROUSLY
QUICK 1020-HP
MODEL S PLAID
NABS RECORDS AND
DELIVERS ON MOST
OF THE COMPANY’S
HYPERBOLE, BUT
THAT’S NOT THE
WHOLE STORY.

55

“BASICALLY, OUR together to enable rotational speeds of up
to 20,000 rpm, about 25 percent faster than

PRODUCT PLAN IS STOLEN before. Because of the dissimilar coefficients
of thermal expansion between carbon and
copper, Tesla says the motor’s copper wire

FROM SPACEBALLS,” must be wound at extremely high tension,
resulting in a very efficient electromagnetic

field. Furthermore, the Plaid addresses the

EV shortcoming (particularly in those that

employ a direct-drive transmission, like

Tesla CEO Elon Musk said with a smirk when unveil- Teslas) that power falls off dramatically with speed. Tesla claims

ing the 1020-hp Model S Plaid, referring to the 1987 that the Plaid continues to make 1000 of its 1020 horsepower all

film parody of Star Wars. In that movie, the fastest the way to its 200-mph top speed. Despite the extra motor, the

faster-than-light speed is called ludicrous speed. Plaid weighed in at 4828 pounds, 175 pounds lighter than the

When the ship Spaceball I reaches that speed, it last Model S Performance we tested.

appears plaid, leading a character to remark in wide- To unlock maximum acceleration, select Drag Strip mode,

eyed awe, “They’ve gone to plaid.” Both Ludicrous which heats the battery to the optimum temperature, then mash

and Plaid have been names for modes in the swiftest and hold the brake and accelerator pedals for about 10 seconds to

Model S variants. signal the air springs to lower the front end. The front tires tuck

Teslas have always been quick, and the company, into the fenders in what Tesla calls a cheetah stance (without

led by its nerd-in-chief, seems almost equally profi- the waiting, we found it to be just 0.1 second slower to 60 mph

cient at pushing inside-joke boundaries and making and through the quarter-mile). The initial launch hit isn’t the gut

serious, industry-shifting moves. The Plaid is the punch you might expect, as the power must be ramped in judi-

result of both, and it absolutely delivers on taking ciously to maintain traction. The shocking bit is after the Plaid’s

Tesla’s performance to new ridiculous heights. It’s 2.1-second flash to 60 mph, when it’s accelerating so quickly that

the first Tesla powered by three electric motors, your surroundings start to mimic the silly plaid animation on the

two at the rear and a third at the front axle, all of dash screen. The VBox test equipment recorded 4.3 seconds to

them now permanent-magnet synchronous AC 100 mph and a 9.4-second quarter-mile, a tie with the Bugatti

machines. New in the Plaid are carbon-fiber-sleeved Chiron Sport for the quickest quarter we’ve ever measured [see

rotors (just like it sounds, that’s the spinning part of “Down with the Quickness,” page 58].

the motor). The carbon-fiber shell holds each rotor If you’ve been following Tesla, you know that performance

56 JANUARY 2022 ~ CAR AND DRIVER

tapers off quickly after more than one or Dialogue

two acceleration runs on a full charge. I expected a launch-control
No longer. The Plaid’s radiator is twice start in this power-crazed Tesla
as large as before, and our test car ran to blow my synapses (it did). I
eight consecutive consistent passes, the didn’t expect what it was like
last one at an 80 percent state of charge. the rest of the time. A stab of the accel-
erator at 20 mph or 100 mph—it didn’t
The Plaid is certainly the least osten- matter—caused it to blast off with such
tatious car that can run nines in the instant, cartoon-like, reality-bending
quarter-mile. It doesn’t draw envious ferocity that my neck muscles strained
looks or adulation on the road. All its mightily to keep my head level. Whoa!
new tricks are hidden beneath familiar, I wish I could give every EV hater a ride
decade-old sheetmetal. But for a large in this thing. Its ability to blow minds
four-door that seats five, rides com- might also change a few. —Rich Ceppos
fortably, and starts at $131,440 to mix
it up with multimillion-dollar exotics is

an amazing accomplishment. The Plaid

actually blows the quickest exotics away The yoke might be fine when
in our passing tests, where it shot from you’re cruising down a straight
30 to 50 mph in 0.9 second and from highway, but a wheel works
50 to 70 mph in 1.0 flat. Those are the in that scenario too. Try
quickest times our test gear has ever wit- parking or turning around in the Plaid
nessed, more than twice as quick as the and you gain a new appreciation for a
Chiron and about a 30 percent improve- steering wheel’s rim. Compared with
ment over last year’s Model S Perfor- the yoke, the new digital gear selector
mance and the Porsche Taycan Turbo S. works fairly well. Although there are
times when the system doesn’t under-
But it wouldn’t be Tesla if it didn’t stand that you want drive and not
overpromise, and the Plaid can’t get reverse, a quick corrective swipe on the
anywhere near the company’s 200-mph left side of the display gets you moving
claims. Our test car topped out at a gov- in the right direction. —Drew Dorian
erned 162 mph, no faster than last year’s
Model S Performance. Tesla is perpetu-

ally a few software releases—and new

vehicles and assembly plants—away from delivering on regimen isn’t nearly as severe as what a

The latest Model its claims, and it of course swears that an update will racetrack demands, a warning message
S’s instrument
panel is simpler unlock the true Plaid speed. reporting the brakes’ demise popped up
than before and
shifts the 17.0- But, trust us, you don’t want to do 200 mph in this on the dash. Between the flappability
inch touchscreen
orientation car. Even 162 mph was terrifying, wandering and ner- at high speeds and the iffy brakes, our
from vertical to
horizontal. The vous to the point that we were concerned about our helmets are way off to former FIA GT
audio system
features 22 ability to shepherd it between lane lines. The steering racing driver Andreas Simonsen, who
speakers and 960
watts of power. doesn’t firm up enough with speed, making the task piloted the Plaid to what must have been

more difficult. At similar velocities, a Taycan is resolutely a harrowing 7:35 Nürburgring lap.

stable. Another reason to fear a 200-mph speed is brakes The Plaid’s huge improvement in cor-

that got soft during our testing. Although our braking nering grip likely played a part in that

’Ring time. On the skidpad, the Tesla

delivered a Corvette-beating 1.08 g’s,

up from 0.92 g. The Plaid-spec Michelin

Pilot 4S tires are 30 millimeters wider

than before with perhaps some Cup 2

magic sprinkled in.

Now it’s time for your regular

reminder that there’s more to the driv-

ing experience than numbers, a drum

we beat regularly when we explain why

a clear objective champ didn’t win a

comparison test. The Plaid is a zombie

at the limit, with nothing coming up

through the two girthy grips at the end

of the steering yoke. Getting that stag-

gering skidpad number took far more

runs than is typical because of the car’s

57

Plus Insanely
responsive and
swift powertrain,
plenty refined for
everyday use,
impressive range.
Minus High-speed
wandering, poorly
integrated
steering yoke, no
at-the-limit feel.
Equals There’s
more to greatness
than quickness.

unpredictability. Turning right, it would walk For $137,440, that’s now horizontal, a 22-speaker stereo sys-
itself into oversteer, which would then result in you get part of a tem, and thicker acoustic glass that makes the
a heavy-handed smackdown from the stability steering wheel. interior significantly quieter than before.
control. Tesla touts that the Plaid’s dual rear The Plaid offers
motors enable torque vectoring, but there’s none three interior Tesla loyalists will notice that the Mercedes-
to be had near the limit because of the undefeat- colors; this Benz-sourced shift and turn-signal stalks and
able safety net. A Model 3 Performance with the one is black. window switches are gone. Shifting into gear
variable (and defeatable) Track-mode settings is
far more satisfying and fun. is done with a swipe of the touchscreen. That

There’s also that steering yoke, something strikes us as a questionable idea, since an infotainment-screen melt-
that doesn’t have to be a terrible idea but
becomes one when a manufacturer neglects to down is not a rare event, for Tesla or any other automaker. At least
pair it with a quicker steering ratio. At speed it
works fine, and we quickly acclimated to the Tesla has built in a workaround to shift via the center console when
touch-sensitive turn signals and other ancillary
controls. Plus, the unobstructed view forward that happens.
is an improvement. But the Plaid and its 2.3
lock-to-lock turns violate the first rule of yokes, Despite the added performance equipment, our test car deliv-
which is that you never want to have to turn one
past about 180 degrees. This quickly created ered an impressive 280 miles of range in our 75-mph highway test.
bad habits, such as reaching across to grab the
wrong side of the yoke when initiating a turn That’s 80 percent of its 348-mile EPA range, a higher proportion
that would have otherwise required hand-over-
hand confusion. than we’ve seen in our other Tesla tests. Some credit should go to the

The yoke garners most of the attention inside, Plaid’s heat pump, which Tesla claims uses 50 percent less energy to
overshadowing a much-needed comprehensive
overhaul of the Model S’s interior that uses far warm the cabin. The Plaid went farther than every other EV we’ve
richer materials. There’s a 17.0-inch center screen
tested except the more efficiency-minded Model S Long Range Plus.

Which, considering the Plaid’s speed and sticky tires, is monumen-

tally impressive. The car also delivered on Tesla’s promise of substan-

tially faster recharging ability, nabbing the highest average charge

rate we’ve measured [see “Top-Up Time”].

“We have to show that an electric car is the best car, hands down,”

Musk said regarding the Plaid’s importance. He cites acceptance of

electric vehicles as critical to the future of sustainable transporta-

tion. While the Plaid is amazing in many ways, it’s not the best.

Among other things, are there flaws more fatal than no power over-

steer in a 1020-hp sledgehammer?

Top-Up Time 275

Another way the Plaid is the quickest EV is in its DC fast-charging CHARGING POWER (kW) 225 2021 TESLA
speeds. Just two years ago, the Model S couldn’t accept the peak 175 MODEL S PLAID
250 kilowatts from the company’s fastest Superchargers. Now, 125
with a reworked battery pack that uses the same Panasonic 18650 2021 TESLA
cells, our test from a 10 to 90 percent state of charge shows MODEL S LONG
RANGE PLUS

that the Plaid hangs out at the peak for almost five minutes, 75

then continues to replenish itself at a higher rate than before.

Its total time was 38 minutes—some nine minutes, or 19 percent, 25

quicker than the 2021 Model S Long Range Plus we tested—with 0 30 50 70 90
the highest average charging rate (125 kilowatts) we’ve seen yet. 10

BATTERY STATE OF CHARGE (%)

58 JANUARY 2022 ~ CAR AND DRIVER

2021 TESLA TEST RESULTS
MODEL S PLAID
Acceleration 10.8 Down with the
Price 8.0 9.4
160 Quickness
$137,440As Tested ...................... 151 1/4-MILE
Tesla claims that the Plaid
Base ................................................................. $131,440 130 is the quickest production
car ever. Is it true? Yes and
Vehicle Type: front- and rear-motor, 6.0 6.9 no. In our test, the Plaid
all-wheel-drive, 5-passenger, 4-door couldn’t match Tesla’s boast
hatchback 5.1 of 2.0 seconds to 60 mph,
Options: 21-inch wheels and tires, $4500; which the company achieved
Midnight Silver Metallic paint, $1500 100 on a sticky (and cheaty)
Infotainment: 17.0-inch touchscreen; 8.0-inch prepared drag strip, but the
rear-seat touchscreen; streaming radio (12 3.7 4.3 2.1-second shot we recorded
months included); 5 USB-C (3 for power only) ties that of the Porsche 918
and Bluetooth inputs; 22 speakers MPH 3.1 Spyder and 911 Turbo S and
is but a tenth behind our
Motors 2.5 all-time champ, the Ferrari
SF90 Stradale. However, in
3 permanent-magnet synchronous AC 60 the quarter-mile, the Plaid,
Combined Power ........................................... 1020 hp with its 9.4-second time,
Combined Torque ..................................... 1050 lb-ft 1.7 2.1 beats those two and ties
the 1479-hp Bugatti Chiron
Battery Pack 1.3 Sport for the quickest
we’ve recorded. The Bugatti
liquid-cooled lithium-ion 30 SEC 11 achieves a higher speed (158
Cell Count/Construction ........ 7920/cylindrical mph) in the quarter thanks
Capacity .......................................................... 99.3 kWh 0 0.9 in part to its superior
Cell Manufacturer: Panasonic power-to-weight ratio.
Results in graph omit 1-ft rollout of 0.2 sec.
Drivetrain Rolling Start, 5–60 mph ................. 2.3 sec C/D Fuel Economy
Top Gear, 30–50 mph ..................... 0.9 sec
Transmissions, F/R: direct-drives Top Gear, 50–70 mph ...................... 1.0 sec Observed ........................................... 71 MPGe
Final-Drive Ratio ............................................... 7.56:1 Top Speed (gov ltd) ...................... 162 mph 75-mph Hwy Driving .................... 91 MPGe
All-Wheel-Drive System: full time Range .................................................... 280 mi
Handling
GEAR RATIO MPH PER MAX SPEED EPA Fuel Economy
1000 RPM IN GEAR (rpm) Roadholding, 300-ft Skidpad ....... 1.08 g
Understeer: moderate Comb/City/Hwy .............. 101/102/99 MPGe
1 ......... 7.56 .......... 10.7 .............. 162 mph (15,140) Range .................................................... 348 mi
Braking
Chassis Interior Sound Level
70–0 mph ............................................. 150 ft
aluminum and steel spaceframe 100–0 mph .......................................... 284 ft Idle ......................................................... 29 dBA
Body Material: aluminum stampings Fade: slight Full Throttle ....................................... 72 dBA
70-mph Cruising .............................. 67 dBA
Steering Weight

rack-and-pinion with variable ratio and Curb ...................................................... 4828 lb
variable electric power assist Per Horsepower .................................. 4.7 lb
Turns Lock-to-Lock ............................................ 2.3 Distribution, F/R ........................ 48.1/51.9%
Turning Circle Curb-to-Curb ................. 40.3 ft Towing Capacity ..................................... 0 lb

Suspension COMPETITORS BASE,
$ x 1000*
F: ind; 1 control arm, 1 diagonal link, and 1 Electrics may not yet have all the
lateral link per side; air springs; anti-roll bar feels that make us love cars, but ACCELERA1ST/EI4C-ONM,ILE EPA RANGE,MI
R: ind; 1 control arm, 1 lateral link, and a they sure have the performance. 9.0 70B–0R-AMKPINHG, FT 95 130
toe-control link per side; air springs; anti-roll
bar BMW M5 CS 60-MPH 250 50–70-MPH
627-hp 4.4-L V-8; ACCELERATION, SEC 300 ACCELERATION,
Brakes 8-sp auto 350
SEC
F: 15.0 x 1.3-in vented disc, 4-piston fixed Porsche Taycan
caliper Turbo S 2.5 2.0 1.5 1.0
R: 14.4 x 1.1-in vented disc, 1-piston sliding 750 hp, 2 AC motors;
caliper direct-drive/2-sp auto 150 1.10 PA3D,0R0G-OFATDSHKOILD-DING,
Stability Control: traction off, launch control 155 1.03
Tesla Model S 160
Wheels and Tires Performance 165 0.89
775 hp (C/D est), 2 AC
Wheels: forged aluminum F: 9.5 x 21 in motors; direct-drives
R: 10.5 x 21 in
Tires: Michelin Pilot Sport 4S F: 265/35R-21 Tesla Model S Plaid
(101Y) T1 R: 295/30R-21 (102Y) T1 1020 hp, 3 AC motors;
direct-drives
Dimensions
*Includes performance-
Wheelbase ......................................................... 116.5 in enhancing options.
Length .................................................................. 197.7 in
Width ...................................................................... 78.2 in CURB WEIGHT, LB
Height .................................................................... 56.3 in
Front Track ........................................................ 66.5 in 59
Rear Track .......................................................... 66.5 in
Ground Clearance ............................................ 5.0 in
Passenger Volume, F/R ........................... 57/43 ft3
Cargo Volume ..................................................... 28 ft3

TESTED BY DAVE VANDERWERP IN CHELSEA, MI

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[the Oppenheiser project]

General Motors gives the world

an electric Hummer with the power

to convert pickup-truck buyers.

by k.C. Colwell

HUMMER CHIEF ENGINEER AL OPPENHEISER SEES
a lot of trucks on his commute from the north-
ern suburbs of Detroit. To sway their owners
to his new electric vehicle, Oppenheiser recog-
nized that the GMC Hummer EV had to knock
their socks off. Convincing folks who drive V-8-
powered pickups that an electric can be fun and
exciting would require a standout design and
lights-out performance. Fortunately, Oppen-
heiser knows a thing or two about that. He’s
also the engineer behind the 650-hp Chevrolet
Camaro ZL1 1LE.

We briefly drove a prototype of his latest
creation: a 9000-plus-pound, 1000-hp, three-
motor, removable-roof pickup. Even without
confirmation from our test gear, we’re pretty
sure he nailed the performance part. We weren’t
allowed to sample the Watts to Freedom (WTF)
launch-control mode—a name that deserves
the eye roll you just gave it—from behind the
wheel, but we did from the passenger’s seat.
Just before our WTF moment, we watched as
another Hummer EV roasted its tires. GMC says
this Edition 1 pickup will reach 60 mph in three
seconds. Activating WTF vibrates the driver’s
seat, a warning of what’s to come. The Hummer
can take its time preparing itself—upwards of
18 seconds. The air springs slam the body to the
ground, and the battery and electronics find
their optimum temperatures. The Goodyear
Wrangler tires are R rated, meaning they’re
good for up to 106 mph, a speed the Hummer
should hit long before it crosses the line in a
quarter-mile pass.

Launch control is just one of many parlor
tricks. Another, which is bordering on becom-
ing YouTube famous, is Crabwalk. Made pos-
sible by a system capable of turning the rear
wheels 10 degrees, the crustacean dance is a
side benefit to something even better. Pro-

63

vided you keep speeds below 15

mph, Crabwalk will turn the rear

wheels in phase with the front

wheels. Go faster than 15 mph and

it’ll gently return the rear wheels to

straight ahead. Normally when you

see a GMC crabbing down the road,

it’s been crashed, and Crabwalk is

definitely more of a gimmick than

actually useful.

In a virtual simulation that GMC

cooked up to demonstrate poten-

tial usefulness, a Hummer found

itself blocked in a parking space by

cars next to it and a Jersey barrier

angled behind it. Crabwalk to the

rescue, but considering there are The new Hummer lated in the usual body-on-frame manner. Half-shafts
18 views from numerous cameras, shares very few are massive ball-spline units, necessary when an inde-
including two on the underbelly, we interior parts with pendent suspension with more than nine inches of travel
think most competent drivers will other GM products. is paired with three motors with the combined twist of
be able to put a Hummer anywhere A big 13.4-inch 1200 pound-feet of torque. With two motors acting on
it’ll fit. If not, going over the hur- center touchscreen the rear axle, no differential is necessary, but program-
dles could certainly be an option. is the nerve center ming can virtually lock the axle so the motors turn each
of the cabin. side at the same speed. Up front is a locking differential
for the third motor.
Extract mode increases ground
Inside there are only a few touches—window switch-
clearance to 15.9 inches, giving the 35-inch-tired Hummer gear, seat adjusters—that are shared with other GM
products. The center stack has buttons unique to the
the ability to climb over 18-inch vertical obstacles. Hummer. GMC would love it if we said the truck drove
smaller, but much like with the original and very wide
As you’d expect of something weighing 9000 pounds, H1, completely masking the size is impossible. Our
on-road drive was limited, but we found that the truck
this pickup is big. It isn’t longer than a one-ton truck, but it went down the road with the purpose and confidence
born of its mass and power. Not many corrections are
is wider. And the flat A-pillar-to-A-pillar instrument panel required to keep it in a highway lane, and not much
feedback comes through the steering wheel when you
makes it feel massive. Rear steer, however, helps it seem have to turn. We weren’t expecting much in terms of
communication from the 305/70R-18 mud-terrain
much smaller. Without the system, the sport-utility truck’s Goodyears. The ride, however, is downright sublime.
Adaptive dampers and air springs bridle the mass with
37-foot turning circle would grow by more than seven feet authoritative control.

(about the width of the pickup). And rear steer behaves dif- Oppenheiser fitted his creation with standard Super
Cruise, General Motors’ hands-free highway tech. The
ferently in different modes. In Terrain mode, for example, Hummer gets the latest version, which works on more
than 200,000 miles of roads and will make automatic
the rear wheels get to their steering limit quicker, making lane changes to allow you to passively pass traffic.

the Hummer maneuver more like a forklift. The flexibility Lesser models not optioned to 3M-24 spec—for
three motors, 24-module Ultium battery—will have the
is critical given that GMC intends for people to go off-road highest tow rating, though Oppenheiser confirms that
all versions will be able to tow most weekend-warrior
in these vehicles. When you’re facing a two-track that was needs. Think wakeboard boat or race-car trailer.

bushwhacked by a 12.9-inch-narrower Jeep Wrangler, every GMC’s Edition 1 trucks carry a price of $112,595 and
an estimated 350-mile EPA range. If you haven’t already
bit of maneuverability counts. Also, parking lots. reserved one, you’re too late for the first year of produc-
tion. The good news is that in 2022, an 830-hp lower-
Five skid plates protect the underbody from trail dam- spec version will be available. Wait a little longer, until
2023, and there will be even lower-spec pickups and an
age. The giant 200.0-kWh battery is a stressed member of SUV. Our initial impressions are on the “wow” side of
the spectrum, and we think the buyers this machine is
the chassis, which is a sort of hybrid of body-on-frame and seeking will agree.

unibody—there is a frame and a body, but they aren’t iso-

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THE RUNDOWN

An expert look at the newest and most important vehicles this month.

It occurs to us that racing seats are nothing
but child seats for adults, page 76.

2022 TOYOTA TUNDRA ~ BY EZRA DYER the effort it expended on that mid-2000s After 15 years,
redesign—a 381-hp V-8 was killer then and Toyota redoes the
Big Truck, Big Wait is still relevant now. But the 2022 Tundra Tundra, and the
is getting a thorough overhaul that sets up grille is bigger
The first entirely new Tundra in 15 years than ever.
ditches the V-8 for a twin-turbo V-6.
Toyota for another long production run.
The outgoing Toyota Tundra is old. How old is it,
Ezra? It’s so old, when it arrived, the Dead Sea Hello, 2037.
was just getting sick. It’s so old, if you park
one outside an antiques store, people will try The V-8 is gone, replaced by a twin-turbo 3.4-liter V-6 (which
to buy it. It’s so old, it was introduced for the
2007 model year. Which was, uh, almost 15 Toyota calls a 3.5-liter) paired with a 10-speed automatic. Hybrid
years ago. The fact that Toyota still sells more
than 100,000 Tundras a year is a testament to models, dubbed i-Force Max, sandwich a 48-hp electric motor

between the engine and transmission, with a battery bogarting what

would otherwise be storage space under the rear seat. The primary

configuration makes 389 horsepower and 479 pound-feet of torque,

with the hybrid churning out 437 horsepower and 583 pound-feet.

Only the entry-level SR trim makes less power than the outgoing 5.7-

liter V-8, with its V-6 tuned for 348 horsepower and 405 pound-feet.

The other major hardware change concerns the rear suspension,

which is now a coil-spring design. Optional air springs enable auto-

matic load leveling but can also be manually controlled to either

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Coils replace lower the rear end for easy access or raise it for the numbers
leaf springs in off-roading. Given the fixed front ride height, that
the rear suspen- means the Tundra can Carolina Squat itself. Vehicle Type: front-engine or front-engine
sion. You can and front-motor, rear- or rear/four-wheel-
upgrade to rear Max payload is 1940 pounds. That almost-ton of drive, 5-passenger, 4-door pickup
air springs that stuff rides in a rugged new aluminum-reinforced Base ............................................... $37,645
can be manually composite bed—the “make the whole plane out of Powertrains: twin-turbocharged and
adjusted should the black box” approach to a bed liner. For the first intercooled DOHC 24-valve 3.4-liter V-6,
you want to pop a time, Tundra buyers can pair the CrewMax cab with 348 or 389 hp, 405 or 479 lb-ft; twin-
Carolina Squat. turbocharged and intercooled DOHC 24-valve
3.4-liter V-6, 389 hp, 479 lb-ft + AC motor, 48
a 6.5-foot bed. An 8.0-foot bed remains available hp, 184 lb-ft (combined output: 437 hp, 583
lb-ft; nickel-metal hydride battery pack)
with the slightly smaller Double Cab. Transmission: 10-speed automatic
Dimensions
From the outside, the Tundra’s redesign is conservative—huge grille • Wheelbase .................................... 145.7–164.6 in
• L/W/H ............. 233.6–252.5/80.2–81.6/78.0 in
notwithstanding—with a definite Silverado resemblance to the cab. • Curb Weight ................................ 5300–6400 lb
Performance (C/D est)
Inside, it’s a huge departure from its predecessor. An 8.0-inch center • 60 mph ....................................................... 6.2 sec
• 1/4-Mile .................................................... 14.9 sec
infotainment touchscreen is standard, with most trim levels offering • Top Speed ............................................... 105 mph
EPA Fuel Economy (C/D est)
an upgrade to 14.0 inches. Toyota has ditched the stereo-tuner knob. • Comb/City/Hwy ...... 19–22/17–20/22–24 mpg

On the bright side, the Tundra retains its 4Runner-esque ability to roll SR5 that nearly replicates the TRD Pro’s
hardware. The new TRD Off-Road pack-
down the rear glass, which is nice for chatting with hitchhikers riding age includes TRD wheels and suspension
(though not the Pro’s Fox dampers) along
in the bed. with a locking rear diff—the first time a
Tundra has offered an electronic locker.
We didn’t tow with the Tundra, but its 12,000-pound max tow rating
Pricing starts at $37,645 and from there
is competitive with its half-ton rivals. It also has a clever backup-assist is ruthlessly benchmarked against the other
half-ton full-size trucks. Toyota admits that
function. Drive around for a bit with your trailer and the truck learns it doesn’t expect to outsell the domestic
pickups. Thus, three strategic concessions:
how it behaves, then enables a mode where the truck can steer the trailer air springs only on the rear axle, no gener-
ator function with the hybrid, no full-time
straight back in whatever direction you’re moving. four-wheel-drive system that can be used
on pavement. Because would any of those
With no center differential on any trim, the Tundra’s default mode things convince Ford buyers to jump to
Toyota? Conversely, will their absence drive
on pavement is rear-wheel drive. The hybrid will lay rubber into third a loyal Tundra driver to another brand?
Probably not. If the 2007 Tundra was ahead
gear—its rear differential is beefed up to handle all of that torque—and of its time, this one is of the moment—how-
ever long that should last.

the standard truck will smoke the tires too. For-

tunately, the coil-spring rear end helps imbue

the 2022 Tundra with a sense of precision. The

whole truck feels taut and more in control of its

mass, both sprung and unsprung.

Nonhybrid four-by-fours earn an EPA com-

bined rating of 19 mpg. And while the hybrid

isn’t yet rated, the tale of its trip computer leads

us to expect similar mileage. The hybrid will go

into EV mode at highway speeds, but with only

48 horsepower motivating the 6000-pound

truck, it doesn’t take much of a request for accel-

eration to awaken the V-6.

Trim levels mirror the last Tundra, starting

with the basic SR and topping out with the Plat-

inum and 1794 variants. The TRD Pro is now

hybrid only, but the hybrid averse can build an

68 THE RUNDOWN JANUARY 2022 ~ CAR AND DRIVER

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2021 FORD MUSTANG MACH-E4X GT PERFORMANCE EDITION ~ BY K.C. COLWELL the numbers

Half-Full Fridge Vehicle Type: front- and mid-motor, all-
wheel-drive, 5-passenger, 4-door wagon
Highs: Lovely interior, practical packaging, scoots to 60 in a hurry. Base/As Tested ...... $66,000/$70,040
Lows: More money for less range, not quite the overall performance Motors: 2 permanent-magnet
expected of a GT. synchronous AC
Combined Power .............................. 480 hp
In the mid-’80s, William “the Refrig- takes 6.2 seconds to reach. You need Combined Torque ........................ 634 lb-ft
erator” Perry played defense for 12.7 seconds to cover a quarter-mile. Battery Pack: liquid-cooled lithium-ion,
the Super Bowl–winning Chicago The non-GT 346-hp Mach-E4X is 88.0 kWh
Bears. He was also a uniquely effec- only 0.9 second behind at the quar- Transmissions, F/R: direct-drives
tive fullback. He wasn’t the quick- ter (and going 2 mph faster), effec- Dimensions
est but was quick enough over a tively making the GT Performance’s • Wheelbase ....................................... 117.5 in
short distance, and his substantial starting price of $66,000 a $9600 • L/W/H ............................ 186.7/74.1/63.5 in
mass—318 pounds, according to premium, a tough sell. • Curb Weight ................................... 5001 lb
his 1986 Topps rookie card—would
carry him through any defense in We were also underwhelmed test RESULTS
his way. Not that Ford’s Mustang by this car’s 0.92 g on the skidpad
Mach-E4X GT needs more names, and 158-foot stop from 70 mph. Yet 60 mph ................................................. 3.7 sec
but Fridge seems more appropriate those test results don’t tell the whole 100 mph ............................................. 12.4 sec
than Mustang. story. With the GT, Ford clearly tar- 1/4-Mile ........................ 12.7 sec @ 101 mph
geted the Tesla Model Y Perform- Results above omit 1-ft rollout of 0.3 sec.
The 480-hp GT comes with two ance, and the Tesla owns this Mus- Rolling Start, 5–60 mph ............. 3.8 sec
motors—meaning it’s all-wheel tang in a drag race. The Ford has Top Speed (gov ltd) ..................... 120 mph
drive—and the larger 88.0-kWh advantages, though. Maybe not in Braking, 70–0 mph ........................... 158 ft
battery. Spec the Performance acceleration, stopping, or lateral Braking, 100–0 mph ......................... 310 ft
Edition for an extra $5000 to get acceleration, but the Mach-E GT Roadholding, 300-ft Skidpad ..... 0.92 g
20-inch summer tires, a body kit, feels substantial, and its cabin is C/D Fuel Economy
magnetorheological dampers, and more isolated from the road imper- • Observed ..................................... 65 MPGe
a powertrain upgrade from 600 fections that shimmy through the Y. • 75-mph Hwy Driving ................ 74 MPGe
pound-feet of torque to 634. And the GT’s downright attractive • Hwy Range ...................................... 220 mi
interior is well designed with pre- EPA Fuel Economy
Like Mr. Fridge Perry, this mium materials. Parents of young • Comb/City/Hwy ........... 82/88/75 MPGe
5001-pounder charges off the line, ones will love that a rear-facing car • Range ................................................ 260 mi
getting to 60 mph in 3.7 seconds seat doesn’t encroach on front-seat
(Ford claims 3.5). But its gait turns space. Plus, its body panels line up. What doesn’t line up is range across
to a trot around 80 mph, which the Mach-E lineup. This GT’s 220 miles
at 75 mph is 30 less than the version that
won our EV of the Year (the EPA reckons
260 miles with the Performance option).
Our tester also had Blue Cruise hands-
free driving tech, a $1900 upcharge
that works as advertised. But Mustangs
should be for driving, not for riding.

In the first nine months of 2021,
Ford sold 18,855 Mach-Es. In
the same period, Tesla moved
about 132,000 Model Ys.

70 THE RUNDOWN PHOTOGRAPH BY MICHAEL SIMARI ~ JANUARY 2022 ~ CAR AND DRIVER

2022 HYUNDAI KONA N LINE AWD engine with 195 horsepower and Even dressed up without any
~ BY CONNOR HOFFMAN 195 pound-feet of torque, but it’s additional thrust, the Kona remains
not much of a pulse raiser. Equipped a lively carlike crossover that we
Show with optional all-wheel drive, the enjoy driving. The front-drive N
Business Kona N Line scurried to 60 mph Line starts at $26,925, while the
in a not particularly impressive 7.3 all-wheel-drive models go for $1500
Highs: Looks like the 286-hp seconds. A seven-speed dual-clutch more. Those prices approach Volks-
Kona N, available all-wheel drive, automatic transmission comes wagen GTI money and are more
more practical than a Veloster. standard, with shifts that lack the than what Honda charged for the
Lows: Same engine as the urgency we’ve come to expect of last-generation Civic Si. Both of
Kona Limited, all show with no dual-clutch automatics. those vehicles are far quicker and
additional go. more fun to drive, but they’re cars
Without extra power, the Kona and thus may not appeal to cross-
Hyundai is in the midst of a massive N Line is essentially an appearance over shoppers. We’d suggest wait-
expansion of its N performance package that offers three vents ing for the real-deal Kona N, as its
brand. A quick primer on N: It above the grille (also found on the power will likely back up its looks.
stands for Namyang, the compa- upcoming Kona N), body-colored
ny’s proving grounds in South Korea cladding, 18-inch wheels, and dual the numbers
(and also, sort of, for Nürburgring). exhaust tips. The interior features
The N cars show up two ways: red stitching throughout, metal Vehicle Type: front-engine, all-
Full-on N models such as the Veloster pedals, and the N logo on the steer- wheel-drive, 5-passenger, 4-door
N are developed for hot-lapping ing wheel, gear selector, and seat- wagon
racetracks, while the less extreme backs. It’s a taste of the N life. Yet Base/As Tested ...$28,425/$31,080
N Line versions are more focused on while this crossover looks like the Engine: turbocharged and
street performance. Hyundai’s first real-deal Kona N, all show and no intercooled DOHC 16-valve inline-4,
crossover involving an N of either go won’t win over enthusiasts who aluminum block and heads, direct
kind is the Kona N Line. (A more value substance and performance fuel injection
powerful Kona N with 286 horses is over aesthetics. Displacement ........ 98 in3, 1598 cm3
coming soon.) And after living with Power ................. 195 hp @ 6000 rpm
and testing this vehicle, we think The marketing department Torque ............. 195 lb-ft @ 1500 rpm
that if Hyundai wants the letter N seems to have led the way here. Transmission: 7-speed dual-clutch
to gain credibility, the brand ought Hyundai did inform us that the automatic
to put a bit more N into the Kona reason the Kona N Line shares its Dimensions
N Line. engine with the Limited is to avoid • Wheelbase ........................... 102.4 in
powertrain complexity, but that’s • L/W/H ................. 166.0/70.9/61.4 in
Unlike the N Line versions of not much of an explanation consid- • Curb Weight ......................... 3287 lb
the Sonata and Elantra, the Kona ering that other N Lines get power
iteration doesn’t get any additional bumps. More horses than the Kona test RESULTS
power. The Kona N Line has the Limited would be a nice start.
same turbocharged 1.6-liter inline- 60 mph ....................................... 7.3 sec
four that customers can spec in the Why the Kona N Line exists may 1/4-Mile ............... 15.7 sec @ 90 mph
Kona Limited. It’s a punchy little come down to Hyundai’s recent 100 mph ................................... 19.7 sec
killing of all Veloster models but Results above omit 1-ft rollout of 0.4 sec.
the full-grade N. The discontinua- Rolling Start, 5–60 mph .... 7.6 sec
tion of the regular versions of that Top Speed (C/D est) .......... 130 mph
funky hatchback created a gap Braking, 70–0 mph .................. 174 ft
in the lineup. This is pretty much Roadholding,
where the Kona N Line fits in. 300-ft Skidpad ....................... 0.87 g
EPA Fuel Economy
• Comb/City/Hwy .... 29/27/32 mpg

CAR AND DRIVER ~ JANUARY 2022 ~ PHOTOGRAPHY BY MICHAEL SIMARI THE RUNDOWN 71

2022 BMW M5 CS ~ BY TONY QUIROGA the numbers

Take a Load Off Vehicle Type: front-engine, all/rear-wheel-
drive, 5-passenger, 4-door sedan
Highs: Less mass and more fun than Base/As Tested ........... $143,995/$148,995
any recent M5, still as refined as Engine: twin-turbocharged and intercooled
the standard M5. Lows: The manual DOHC 32-valve V-8, aluminum block and
Cadillac CT5-V Blackwing exists. heads, direct fuel injection
Displacement ........................ 268 in3, 4395 cm3
Most car companies are content with an Power .................................... 627 hp @ 6000 rpm
ounce here and a gram there when they Torque ................................ 553 lb-ft @ 1800 rpm
pull weight out of their cars. So when Transmission: 8-speed automatic
BMW announced that the new M5 CS Dimensions
would be 230 pounds lighter than the • Wheelbase ................................................. 117.4 in
4243-pound M5 Competition, we were • L/W/H ..................................... 196.4/74.9/57.8 in
skeptical. As bariatric physicians and • Curb Weight ............................................ 4096 lb
our tech department are fond of say-
ing, the scales don’t lie. At the weigh-in, test RESULTS
the CS registered 4096 pounds, or 147
pounds less than the Competition. Not 60 mph ........................................................... 2.6 sec
quite the result promised, but still a big 100 mph ......................................................... 6.2 sec
move in the right direction. 1/4-Mile ................................. 10.6 sec @ 130 mph
150 mph ....................................................... 15.5 sec
To drop those pounds, a carbon-fiber hood joins the Results above omit 1-ft rollout of 0.2 sec.
standard M5’s carbon-fiber roof, but the main weight loss Rolling Start, 5–60 mph ........................ 3.8 sec
comes from removing sound-deadening material and Top Speed (mfr’s claim) ...................... 190 mph
swapping the luxury-grade thrones for the lightweight Braking, 70–0 mph ..................................... 150 ft
racing-style front seats from the M3. BMW didn’t pull out Braking, 100–0 mph ................................... 294 ft
all the stuffing, though, as the CS remains placid, measur- Roadholding, 300-ft Skidpad ................ 1.02 g
ing a low 66 decibels at 70 mph, matching a 2018 M5 we C/D Fuel Economy
tested on the same surface. • Observed ................................................... 18 mpg
EPA Fuel Economy
To make the most of the lighter M5, BMW wrung 10 • Comb/City/Hwy ........................... 17/15/21 mpg
extra horsepower out of the Competition’s twin-turbo
4.4-liter V-8. With 627 horsepower and 553 pound-feet slots itself into the right gear under braking
of torque churning through a ZF eight-speed automatic to give you what you need for the corner.
transmission and all-wheel drive, the M5 CS posts a
2.6-second time to 60 mph and a quarter-mile speed of Pirelli P Zero Corsa PZC4s are a no-cost
130 mph in 10.6 seconds. The trans pops off shifts and option. Likely thanks to the Corsas, steering
shows its commitment in its most race-car-like mode as it feedback is clearer and there’s simply more
of it. While the weight loss is excellent, it
doesn’t result in a completely different driv-
ing experience. We’d guess that fitting these
aggressive tires to an M5 Competition and
removing marzipan from your diet would
likely have a similar effect. But you would
miss out on the CS’s revised dampers. Unlike
in every M car we can recall, selecting the
most aggressive damper setting, Sport Plus,
doesn’t turn the suspension to granite, and the ride quality
remains appropriate for a sports sedan.
On the skidpad, the CS delivered an easy and control-
lable 1.02 g, 0.05 more than the Competition. Combine
the extra grip, the secure body control, and the enlivened
steering, and you get a canyon-ripping sports sedan that
will shrink most sports cars in its rearview mirror.
Perhaps you’re wondering what CS stands for. Maybe
it’s Challenge Special or Calorie Suppression. What we
know is that when BMW pulls weight out of a car and adds
those letters, it will include a Customer Surcharge. At least
your $143,995 covers all the Competition hardware and
the M Driver’s package that bumps up the top speed and
comes with some driving lessons. That price is barely more
than what you’ll pay for a comparably equipped Compe-
tition, and the CS’s tires and tuning make for a quicker,
livelier, and more dialed-in M5.

72 THE RUNDOWN PHOTOGRAPH BY JESSICA LYNN WALKER ~ JANUARY 2022 ~ CAR AND DRIVER

SHOP WEARABLES Important Legal Notice from the United States District Court for the Southern District of Florida
AND ACTIVITIES
FOR CAR-LOVING If you are a current or former owner or
LITTLE ONES! lessee of certain Volkswagen or Audi
vehicles, you could get cash and other
NEW ďĞŶĞĮƚƐ ĨƌŽŵ Ă ĐůĂƐƐ ĂĐƟŽŶ ƐĞƩůĞŵĞŶƚ
PRODUCTS
Si desea recibir esta notificación en español, llámenos o visite nuestra página web.
ADDED!
A settlement has been reached in a class action lawsuit alleging that consumers sustained
GET ‘EM ALL AT economic losses because they purchased or leased vehicles from Volkswagen AG, Volkswagen
SHOP.RTCREW.COM Group of America, Inc., VW Credit, Inc., Audi AG, or Audi of America, LLC (collectively
“Volkswagen”) containing allegedly defective airbags manufactured by Takata Corporation
and its affiliates (“Takata”). The Settlement includes certain vehicles made by Volkswagen
(the “Subject Vehicles”). Volkswagen denies any and all allegations of wrongdoing and the
Court has not decided who is right.

If you have already received a separate recall notice for your Volkswagen or Audi
vehicle and have not yet had your Takata airbag repaired, you should do so as soon as
possible. When recalled Takata airbags deploy, they may, in very rare cases and under certain
circumstances, spray metal debris toward vehicle occupants and may cause serious injury.
However, some Volkswagen and Audi vehicles may be recalled for repair at a later date.
Please see www.nhtsa.gov/equipment/takata-recall-spotlight#for-consumers-overview for
further details about whether your vehicle is recalled and, if so, what you should do.

Am I included in the proposed Settlement? The Settlement includes the following persons
and entities:

x Owners or lessees, as of November 10, 2021, of a Subject Vehicle that was distributed
for sale or lease in the United States or any of its territories or possessions, and

x Former owners or lessees of a Subject Vehicle that was distributed for sale or
lease in the United States or any of its territories or possessions, who, between
February 9, 2016 and November 10, 2021, sold or returned, pursuant to a lease, a
Subject Vehicle.

A full list of the Subject Vehicles can be found at www.AutoAirbagSettlement.com. The
Settlement does not involve claims of personal injury.

What does the Settlement provide? Volkswagen has agreed to a Settlement with a value
of approximately $42 million, including a 20% credit for the Enhanced Rental Car/Loaner
Program. The Settlement Funds will be used to pay for Settlement benefits and cover the
costs of the Settlement over an approximately four-year period.

The Settlement offers several benefits for Class Members, including (1) payments for certain
out-of-pocket expenses incurred related to a Takata airbag recall of a Subject Vehicle, (2)
a Rental Car/Loaner Program while certain Subject Vehicles are awaiting repair, (3) an
Outreach Program to maximize completion of the recall remedy, (4) additional cash payments
to Class Members from residual settlement funds, if any remain, and (5) a Customer Support
Program to help with repairs associated with replacement airbag inflators. The Settlement
Website explains each of these benefits in detail.

How can I get a Payment? You must file a claim to receive a payment during the first four
years of the Settlement. If you still own or lease a Subject Vehicle, you must also bring it to
an authorized dealership for the recall remedy, as directed by a recall notice, if you have not
already done so. Visit the website and file a claim online or download one and file by mail.
The deadline to file a claim will be at least one year from the date the Settlement is finalized.
All deadlines will be posted on the website when they are known.

What are my other options? If you do not want to be legally bound by the Settlement,
you must exclude yourself by February 14, 2022. If you do not exclude yourself, you will
release any claims you may have against Volkswagen and the Released Parties, in exchange
for certain settlement benefits. The potential available benefits are more fully described in
the Settlement, available at the Settlement Website. You may object to the Settlement by
February 14, 2022. You cannot both exclude yourself from, and object to, the Settlement.
The Long Form Notice for the Settlement available on the website listed below explains how
to exclude yourself or object. The Court will hold a fairness hearing on March 7, 2022 to
consider whether to finally approve the Settlement and a request for attorneys’ fees of up
to 30% of the total Settlement Amount. You may appear at the fairness hearing, either by
yourself or through an attorney hired by you, but you don’t have to. For more information,
including the relief, eligibility and release of claims, in English or Spanish, call or visit the
website below.

1-888-735-5596 ǁǁǁ ƵƚŽ ŝƌďĂŐ^ĞƩůĞŵĞŶƚ ĐŽŵ

2022 VOLKSWAGEN TAOS ~ BY MIKE SUTTON

Quitting Golf

Highs: Cavernous interior for a small SUV, impressive
fuel economy, attractive base price. Lows: Modest
performance, some cheap-looking interior plastics.

Look to the inexorable demand for 158 horsepower and 184 pound-feet the numbers
SUVs as the thinking behind Volks- of torque. Front-wheel-drive mod-
wagen’s decision to kill off the els, such as the one we’ve tested Vehicle Type: front-engine, front-wheel-
regular Golf in the U.S. Unfortu- here, employ a conventional eight- drive, 5-passenger, 4-door wagon
nate as that may be, there is a make- speed automatic transmission and Base/As Tested ....... $24,190/$32,685
good, as the automaker has essen- can run to 60 mph in an adequate- Engine: turbocharged and intercooled
tially replaced that base hatchback if-not-spirited 7.4 seconds. Our car DOHC 16-valve inline-4, iron block and
with the new Taos, which VW slots averaged 30 mpg during its time aluminum head, direct fuel injection
below the Tiguan as the brand’s new with us and posted an economical Displacement ................... 91 in3, 1498 cm3
entry point. 40 mpg in our 75-mph highway test. Power ........................... 158 hp @ 5500 rpm
All-wheel-drive models feature a Torque ........................ 184 lb-ft @ 1750 rpm
One of the larger players in its slightly sportier setup with a seven- Transmission: 8-speed automatic
segment, the Taos has a huge back speed dual-clutch automatic. We’ve Dimensions
seat for a small SUV. Behind it, the also driven that version (but hav- • Wheelbase ...................................... 105.9 in
easily accessible cargo hold can en’t yet strapped the test gear to it), • L/W/H .......................... 175.8/72.5/64.4 in
swallow up to 28 cubic feet of stuff. which weighs a claimed 255 pounds • Curb Weight ................................... 3244 lb
At 72.5 inches, the Taos is actually a more. It earns a 28-mpg combined
hair wider than the Tiguan and feels estimate from the EPA, coming in test RESULTS
similarly spacious, although there’s behind the front-driver’s 31 mpg.
no third row available. Material 60 mph ................................................. 7.4 sec
quality is generally pleasing, save for Another difference between the 1/4-Mile ......................... 15.8 sec @ 87 mph
the hard, shiny dashtop panel. The two drivelines is the rear suspen- 100 mph ............................................. 21.5 sec
Taos also sticks with Volkswagen’s sion. The front-drive Taos has a sim- Results above omit 1-ft rollout of 0.3 sec.
older touchscreen infotainment ple torsion beam at the rear, while Rolling Start, 5–60 mph .............. 8.4 sec
rather than adopting the far more the all-wheel-drive model upgrades Top Speed (C/D est) .................... 130 mph
frustrating newer version from the to a multilink setup. We prefer the Braking, 70–0 mph ............................ 176 ft
latest GTI and ID.4. latter for the greater composure Roadholding, 300-ft Skidpad ...... 0.83 g
it provides, though we have yet C/D Fuel Economy
Powering the Taos is a 1.5-liter to see whether that translates to • Observed ........................................ 30 mpg
version of VW’s EA211 turbocharged more skidpad grip than the 0.83 g • 75-mph Hwy Driving .................. 40 mpg
inline-four, which purrs willingly to from the front-drive version. The • Hwy Range ...................................... 520 mi
its 6400-rpm redline and produces EPA Fuel Economy
• Comb/City/Hwy ............... 31/28/36 mpg

ride is comfortable, and interior noise
levels—68 decibels at a 70-mph cruise,
73 decibels at full throttle—are quiet
for a vehicle that starts at $24,190. But
don’t expect Golf levels of agility from
the Taos, with its extra girth and higher
center of gravity.

Coincidentally, the Taos base price
is about the same as the outgoing Golf
TSI’s. Budget a substantial $32,685 for
a front-drive SEL, plus another $1450 to
$2045 if you want all-wheel drive. Go
crazy with the options and you’ll think
that maybe you should just get a Tiguan.
Or stick with the less pricey versions of
the Taos, which, while not exactly a fun-
to-drive Golf substitute, is a solid little
anchor for VW’s lineup.

74 THE RUNDOWN PHOTOGRAPHY BY MARC URBANO ~ JANUARY 2022 ~ CAR AND DRIVER

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2021 LAMBORGHINI HURACÁN STO ~ BY TONY QUIROGA the numbers

Shark Attack Vehicle Type: mid-engine, rear-wheel-drive,
2-passenger, 2-door coupe
Highs: Revving past 8500 rpm, real-feel steering, makes 631 Base/As Tested ......... $333,633/$453,396
horsepower easy to handle. Lows: Painful seats, wearing earplugs Engine: DOHC 40-valve V-10, aluminum block
to protect your hearing, can’t see out the back. and heads, port and direct fuel injection
Displacement ......................... 318 in3, 5204 cm3
The remoras are back. Drive a car like a Lamborghini Huracán STO on Power ..................................... 631 hp @ 8000 rpm
Torque ................................ 417 lb-ft @ 6500 rpm
the freeway and a school of hangers-on forms around it. Booting the Transmission: 7-speed dual-clutch automatic
Dimensions
631-hp 5.2-liter V-10 shakes them only temporarily. Emboldened by the • Wheelbase ................................................. 103.1 in
• L/W/H ..................................... 179.0/76.6/48.0 in
knowledge that Officer Bob Speed is far more likely to pay attention to a • Curb Weight .............................................. 3351 lb

Lamborghini than a Dodge Charger, they quickly race back into position. test RESULTS

We can’t blame the remoras. Lamborghinis are a rare, captivating 60 mph ........................................................... 2.6 sec
100 mph ......................................................... 5.6 sec
species, and it’s fun to get close to one, especially track specials like 130 mph ......................................................... 9.4 sec
1/4-Mile ................................. 10.5 sec @ 136 mph
the STO—that stands for Super Turismo Omologato, a nod to the car 150 mph ....................................................... 13.5 sec
170 mph ....................................................... 19.9 sec
the brand runs in GT3 racing. A step above the Huracán Performante Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph ........................ 3.0 sec
in the quest for ever-shrinking lap times, the 3351-pound STO features Top Speed (mfr’s claim) ...................... 193 mph
Braking, 70–0 mph ...................................... 154 ft
unique carbon-fiber bodywork all over and a new aerodynamic package Braking, 100–0 mph ................................... 278 ft
Roadholding, 300-ft Skidpad ................. 1.14 g
that includes an adjustable carbon-fiber wing large enough to make a EPA Fuel Economy
• Comb/City/Hwy .......................... 15/13/18 mpg
Countach owner blush. The wing and aero bits contribute to the car’s
don’t hit the tire wall,” the rear-wheel-drive
926 pounds of downforce at 174 mph. Peer into the interior rearview STO’s handling and carbon-ceramic brakes
remain consistent lap after lap. Brake-pedal
mirror, and instead of seeing the highway patrol that’s attached itself to feel is dialed in with just the right bite.

your bumper, you’ll get a good view of the engine cover, which features Exhaust tweaks mean the V-10 gets the
right bark, too, although power remains
a massive scoop and cooling vents. As if the fish analogy needed more unchanged. Revs come ferociously, and the
dual-clutch automatic clips off instant shifts.
help, Lamborghini fits a shark fin to the back. A lack of sound deadening draws the engine
closer; add the roar of tires and the combo
To permanently lose traffic, head to any twisting canyon road, where becomes a deafening din. Then there’s the
pain of the single-piece racing seats that
there isn’t much that can keep up with a well-driven STO. Front-end grip will have your lower back ready for a driver
change after 90 minutes. Living with a
inspires confidence, and the steering reads you the road like it’s story shark does have a few downsides.

time. Efforts build and release, and this wild-child car that looks like

it’ll dig its teeth into you proves easy to push deeper and deeper into

corners. On a very dusty skidpad, we recorded 1.14 g’s of cling with the

optional Bridgestone Potenza Race rubber. These

The paint color new street-legal track tires relinquish grip predict-
Blu Laufey costs ably and remain grippy as laps accumulate. A less
over $30,000. extreme Potenza Sport will also be offered.
Single-piece seats
are desperately Compared with the discontinued all-wheel-drive
uncomfortable Huracán Performante, which in a blink could go
after a long drive. from “This is the best car I’ve ever driven” to “Please

76 THE RUNDOWN PHOTOGRAPHY BY JESSICA LYNN WALKER ~ JANUARY 2022 ~ CAR AND DRIVER



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WHAT TO BUY: 1990–96 NISSAN 300ZX

The imminent arrival of the new Nissan Z and the resurgence of seemingly PROBLEM AREAS
all things ’90s have sparked new interest in the 1990–96 Z32-generation
Nissan 300ZX. A bold return to form after the more-show-than-go Z31, the Nissan recommended the Z32-era
Z32 heralded the onslaught of 1990s Japanese sports-car dominance. The VG30DE engines get a new timing belt
Turbo, with its 300-hp twin-turbo V-6, is the 5.0-seconds-to-60-mph star. about every 60,000 miles or six years.
It won multiple comparison tests and every 10Best it was eligible for. Turbo Turbo seals often begin leaking between
prices are climbing fast, while the lower-priced naturally aspirated 300ZX 60,000 and 80,000 miles. Clutches can
hasn’t appreciated as much. If you’re in the market for a Z32 300ZX, a solid last as long as 70K miles, but 30,000
knowledge of these cars’ quirks and issues is crucial. —James Tate to 50,000 is more common. To avoid
maintenance costs, owners occasionally
ENGINE RECENT SALES disable the Super HICAS rear-wheel
steering found on the Turbo, particularly
The Z32 was introduced with a 222-hp 1990 300ZX Turbo (September 2021) the hydraulic system in the 1990–93
3.0-liter V-6 in late 1989. A 300-hp $57,000 models (later models used an electric
twin-turbo 300ZX Turbo followed soon rack). Check whether the HICAS is dis-
after, and a rare factory-backed Steve 8000 miles abled and what kind of shape it’s in. Then
Millen–tuned SMZ 300ZX with 365 1993 300ZX (October 2021) invest in a good mechanic and get your
horsepower was sold through Nissan Z32 on a maintenance schedule.
dealers. If you’re considering a car $11,750
from the 1990 model year, get the 107,000 miles
engine number and check the build
date, as very early examples were 1990 300ZX Turbo (November 2021)
known to have valve defects. Sundry $26,250
mods are common. As always, the 62,000 miles
more service records, the better—even
if only to know what’s overdue. From Bring a Trailer.

VALUE 1994 NISSAN
300ZX
Where a few years ago just
about any Z32 could be had
for a song, there has now
been a definite bifurcation in
pricing. Non-turbo 300ZXs can
still be found for well under
$10,000 but will climb toward
$20,000 depending on mileage.
High-mileage Turbos start in
the mid to high teens. The
best Turbos live from $40,000
to just under $60,000, but
decent ones can be found in the
mid-$20,000s. If you’re willing
to tolerate right-hand drive,
Japan-market cars can often
be had for less—but that’s a
different rabbit hole.

1990 NISSAN 300ZX “A moonshot performance car from the
222-HP 3.0-LITER V-6, 3341 LB start, the ZX remains a sweetheart to set
up house with. It can do things for you
Test Results
• 60 mph .............................................. 6.7 sec that less clever partners cannot.”
• 1/4-Mile ....................... 15.0 sec @ 93 mph
• 100 mph .......................................... 18.6 sec —LARRY GRIFFIN, C/D, SEPTEMBER 1993
• Top Speed ...................................... 143 mph
• Braking, 70–0 mph ............................ 171 ft PHOTOGRAPH BY JOHN ROE ~ JANUARY 2022 ~ CAR AND DRIVER
• Roadholding, 300-ft Skidpad ..... 0.86 g

From C/D, August 1989. Acceleration times
adhere to our old rollout rule of 3 mph.

80