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THE WINNERS
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V O L . 6 9, N O . 6
TABLE of CONTENTS J A N U A R Y 2 0 24

25 42 44 60
F E AT U R E F E AT U R E F E AT U R E ROAD TEST
10Best Cars Winners and Losers 10Best Trucks and SUVs 2024 BMW 530i xDrive
Our annual battle once A look back at 10 of 2023’s Same 10Best rules, here The 530i xDrive returns
again brings you the year’s notable big achievements applied to the market’s to its role as aspirational
top automotive choices. and low moments. preferred body styles. executive transportation.
By the Editors By Ezra Dyer By the Editors By Ezra Dyer

“FOR A TWO-TON SLAB OF SEDAN, THE 530i

xDRIVE CERTAINLY KNOWS HOW TO DANCE.”
—Ezra Dyer, “Take Five”

CAR A ND D R IV E R 3
TABLE OF CONTENTS
JANUARY 2024

COLUMNISTS
8. Tony Quiroga
The hot takes.
20. Ezra Dyer
Trailer failure.
22. Elana Scherr
The supercar sorority.

UPFRONT
11. Red Tape and Replicas
A 2015 law was supposed to
pave the way for replica
cars. Why didn’t it?
13. Community Chest
EV incentives made easy.
14. Drive-Through:
Stuttgart
The cradle will rock.
16. An Extra Jolt of Spice
The Porsche Cayenne Turbo
E-Hybrid is a powerhouse.
18. Tuneup
How racers get in shape.
T H E R U N D OW N
66. Hyundai Kona N Line
AWD vs. Subaru Crosstrek
Limited
Small orders.
70. Lexus TX500h F Sport
Performance
Large-family largesse.
71. Honda Motocompacto
Rad rebooted.
72. Mercedes-AMG GT63
Mass appeal.
74. Volvo V60 T8 eAWD
Polestar Engineered
Revamped Recharge.
75. McLaren 750S
Big Mac.
76. Toyota Tacoma
Fresh Tacos.
78. Ferrari SF90 XX
The 1016-hp SF90 XX brings
the racetrack to the street.
E TC .
5. Backfires
Unbridled Mustang
feedback.
80. The 10 Best 10Best
Investments
Past performance is no
guarantee of future returns.
The joyful noise of the commentariat,
rebutted sporadically by Ed.
KEEP TURNING What’s up with all the dark CARS OF TOMORROW
I have been reading C/D photos in the October Over the years, many
since the 1980s, and I believe issue? Did you fire the model names have been
the October 2023 issue pro photogs and replace discontinued. In every New
sets the record for the most them with a bunch of Insta Cars issue [October 2023],
medical references. It felt snappers? Shame on your only mention has been
like you were channeling you. Bring back the clear, declaring them “dead.” I
the New England Journal of expertly composed photos always thought that was
Medicine. I may have missed you used to do so well. a little sad. This year dead
a few, but Tycho Brahe’s —Greg Loebbaka models included the Audi
death [“Backfires”], lizard Wheaton, IL TT, the Jeep Cherokee, and
brain [“Lizard Brain”], lipo- the Nissan Maxima. I realize
suction [“Lizard Brain,” “Not Between the yellow head- many model names get res-
So Simple”], and muscle ings, jumbled sections and urrected, but don’t some of
memory and Saturday night models, and Ninja blender– these iconic names deserve
palsy [“Opposite Days”] esque feel, I must declare more recognition than one
come to mind from this issue. this issue unreadable and word? An obit would be nice.
—Mike Pedoto ask that a readable issue —Richard Wheelus
West Chester, OH be added to my sub. Austin, TX
I’d respond, but I’ve come —Jack Kowitt We’re going to take a sen-
down with lethologica—Ed. Yelm, WA timental journey . . . —Ed.
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CAR A ND D R IV E R ~ JA NUA RY 2024 ~ SI C YOU R DOGS ON US AT: EDI TO RS@CARAND D RIV ER.COM 5
 Backfires
Blissfully glossed over in the
New Cars issue is the fact
that as of 2024 you can no
longer get a six-foot bed in
a Chevy Colorado or a Ford
Ranger. The further detruck-
tion of the pickup continues.
—Zach Hegwood
Poncha Springs, CO
Truckily, the Tacoma does
offer a six-foot bed—Ed.
TROUBLE BUBBLE
The Eletre is a Lotus in name
only [“Not So Simple,” Octo-
ber 2023]. It’s a $115,000
(base price) Chinese vehicle
made in China with a Lotus
badge on it. If it isn’t made
in England, it isn’t a Lotus.
—Dan
Titusville, PA
Would a Lotus 7 assembled
outside of England
still be as sweet?—Ed.
QUIET TIME
You fawn all over the Rolls-
Royce Spectre’s “ultra-
silence” but don’t provide
sound readings [“The New
Ultrasilence,” October 2023].
How silent is ultrasilence?
—Richard Szacki
Brooklyn, NY
As soon as we get one to
test, we’ll let you know—Ed.
“I am depressed.” Love the magazine, though. Do not cancel my subscription.
Speaking of Slim Pickens, be sure to wave your new Porsche hat wildly—Ed.
6 JANUARY 2024 ~ CAR AND D R IV E R
FULL GALLOP
Show,” October 2023]. I
Hagerty, and have been
wondering about his unfor-
tunate disappearance.
Among many other things,
he’s a lyrical writer. C/D
has amassed the best staff
going, also recently adding
Jamie Kitman. Carry on.
—Lyn Perry
Chagrin Falls, OH
Ya!!! More Sam Smith!!!
More, more, more!!!
—Steve Sullivan
Seattle, WA
How do you like it? How
do you like it?—Ed.
Your road test of the new
Mustang confirms my opin-
ion that the world has gone
insane with prices. The Ford
as equipped retails for about
$7000 less than a base Cor-
vette coupe. I can’t imagine
someone choosing the Ford
over a mid-engine supercar
like the Vette to save around
$7000. Eagerly awaiting
your smartass response.
—R.E. Krams
Orlando, FL
—Rick Sanford III, Prince George County, VA
I got my manual 2022 Mus-
tang GT last year after 10
years in a Bullitt. Could not
be happier. It’s a shame the
new GT got two screens, but
props to Ford for making cars
with three pedals and all the
smiles that come with that.
—Richard Jones, Attorney
Manchaca, TX
Two can play that
game—Ed., Editor
As heartened as I am about
the continuation of the V-8
Mustang GT, that dashboard
is a deal breaker. Of all the
cars to put a cheesy, huge
TV screen in, the Mustang
should be the last one. It’s
at odds with the soul of the
car. It’s as big a travesty
as the Mustang name on a
glorified four-door golf cart.
—William Kleiser
Lafayette, CA
LOAD ’EM UP
In your “Three-Row Throw-
down” comparison test
[October 2023], there
appears to be a rip in the
driver’s seat of the Telluride.
I know Kia isn’t a luxury
brand, but c’mon. Or is Kia
now offering a “shabby
chic” interior option?
—Jeff Peters
Flat Rock, NC
Dostoevsky said it best:
“It is amazing what one
ray of sunshine can do for
the soul of a man!”—Ed.
Are you guys (and gals)
nuts?! Your best complaint
about the Honda Pilot is that
it lacks power compared
to the Mazda CX-90? Well,
give the Honda powertrain
and interior an extra almost
10 grand, and I’m sure it
would have won! Let me let
you in on a little clue. Suzy
Soccer Mom and Danny
Baseball Dad aren’t so much
concerned with acceleration
in a giant SUV as they are
concerned about space for
their crap. Not to mention,
getting cleat dirt, sticky-
candy hands, and spilled
SIC YOU R DO GS O N U S AT: ED ITORS@ CARANDDRIVER.COM
sports drinks everywhere
in my “gorgeous interior”
would really piss me off!
$8165 is a lot of money,
at least to the people
needing these vehicles.
—Joe T.
PHOTO GRAPH BY MICHAEL SI MARI
Portage, PA
When Suzy and Danny
are taking Axl, Dakota,
Willow, and Jaxon to
their travel-team games
and need to accelerate
quickly onto a freeway
on-ramp, they’ll care—Ed.
 Backfires

Just wondering why somehow sit on the front

none of Subaru’s SUVs armrest, with a leg in each
were included?
—Craig Butler
Cedarburg, WI
A previous comparison-test
loss meant the Subaru into them? You confirmed
Ascent didn’t get invited the second row was not COUNTING CARBS hate high-performance
back for this round—Ed. four-across seating, so . . . ? If anybody had any doubts gas-powered cars more than
—Thom Tabor about where this is going, anyone? The Commiefornia
I noticed that the Pilot in Surry, ME even after automakers sell Air Research Board should
the test claims to seat eight. There are three seatbelts 100 percent zero-emission be Car and Driver’s enemy
Does that eighth person in the third row—Ed. vehicles, such as EVs, then No. 1. What’s next? Are you
read the interview in “CARB going to name Ralph Nader
Your Enthusiasm” [October your next editor-in-chief? On
EXPLAINED
2023], where you will find the plus side, please continue
out that the plan for the exposing the fraudulent
Hi, I am a 16-year-old, and I love cars. They’re my
future of transportation range claims being made
favorite thing in the world. My dream job is to be a
is “looking beyond the by EV manufacturers.
test driver or a car reviewer for Car and Driver.
automotive sector” to get —Rob
What steps can I take to try to accomplish this?
us out of our vehicles and Chicago, IL
Owen Hoytpyle, Boulder, CO
into unreliable public transit To know your enemy,
and active transportation, you must become
whatever that means (riding your enemy—Ed.
We hired VanderWerp a bicycle in the middle of
despite this embar- winter?). They won’t rest I have always wondered
rassing teenage
photo of him. their social engineering until about the future of CARB
they make us all dependent when only zero-emission
on our government. So vehicles are sold. Despite
brace yourselves for the Shaheen’s bureaucratic
ride, and enjoy your personal doublespeak, she managed
transportation and freedom to say the quiet part out loud:
of mobility while you can. Even zero-emission vehicles
—Peter Fazekas are evil. It appears that CARB
Ottawa, ON will be transitioning to a
bureaucracy with a goal of
You’ll have a leg up by starting young. Use any
In your interview with CARB pushing us onto public trans-
class writing assignment to explore automotive
member Susan Shaheen, portation. Kudos for asking
topics that interest you. Write quick-turn daily
she comments that once the right questions so we can
news stories at any outlet that will have you. Get
SIC YOU R DO GS O N U S AT: ED ITORS@ CARANDDRIVER.COM

zero emissions are achieved, understand the end goal.

a technical degree and add communications elec-
their next cause will be —Bruce Reid
tives. Get comfortable pointing a camera both at
“essentially reducing vehicle Pasco, WA
cars and at yourself. Attend a high-performance
miles traveled.” Liberty,
driving school. Race go-karts. Attend track days.
anyone? May be time to WHEN TO HOLD ’EM
PHOTO COU RTESY OF DAVE VA NDE RWE RP

Go autocrossing, both on pavement and on ice. Get

logically assess what the I think Ezra Dyer should wait
deeply stuck off-road. Get in over your head on a
whole EV march is about. to trade in his Chrysler Paci-
car wrenching project and then figure your way
—Brad McKibben fica until Stellantis builds the
out of it. Repeat. Own as many different vehicles
Pittsburgh, PA gas-powered Farewell Edi-
as you can. Polish your debating skills by trying to
tion: the Pacifica SRT Hellcat
convince friends and relatives what vehicle they
I thought this is supposed Redeye Widebody [“Buying
should buy. Work at a car company or a dealership.
to be a magazine geared Time,” October 2023]. With
Learn about the salad fork. Good luck!
toward enthusiasts. So why a red interior, of course.
—Dave VanderWerp
are you dedicating magazine —Greg Rogers
space to the people who San Ramon, CA

7
 Backfires
SIC YOUR DOGS ON US AT:
EDITORS@CARANDDRIVER.COM
Perhaps Dyer was simply trolling
his readers with his observa-
tions about mid-cycle-refreshed
cars’ superiority over their
immediate predecessors. If not,
I sincerely hope that an emi-
nent copy editor is imminent.
—Keith Souter
La Verne, CA
OFF TO THE RACES
Being Indiana natives who
have attended more than 20
Indianapolis 500s, as well as Le
Mans twice, we felt compelled
to jump into the voting on the
Indianapolis 500 versus the 24
Hours of Le Mans [“We’re on the
Right Track,” October 2023]. So
what’s better: The history and
pageantry of the Indy 500 and
those 33 cars coming for the
green on lap one with 300,000
fans on their feet? Or standing
on the end of the Circuit de la
Sarthe’s Mulsanne straight at
2 a.m. and watching the head-
lights and rotors glow and then
joining the teams and fans in the
winner’s circle after 24 hours?
Lemon sherbet or chocolate
cake? Chevrolet Corvette or Ford
Mustang? We’ll take both, thanks!
—The Hiatt Brothers
Internetsville
LEFT, RIGHT?
I have always greatly enjoyed
Tony Quiroga’s columns, but
“Opposite Days” [October 2023]
really resonated with me. I’ve
been driving for over 50 years,
but like Quiroga, I struggled on
our recent trip to the U.K. (pri-
vate tour of the Woking facility;
couldn’t pass that up) with having
the shifter, the steering wheel,
even the radio on the wrong side.
After three days, my wife com-
mented, “Wow, nobody honked
at us today!” Like Quiroga, I was
very happy to return the rental
car in the same condition as when
I picked it up (the rental agent
8 JANUARY 2024 ~ CAR AND D R IV E R
Editor ’s Let ter
the Hot takes
n a world where consensus is as rare as a late-model Dodge Challenger
I
without its yellow splitter guards, I’m delighted to inform you that the
editorial brains at Car and Driver can agree on nine, okay, maybe eight
of the vehicles on each 10Best list. It’s those last couple of spots where the
differences begin, and the arguments start.
Strong and unusual flavors might not win over all of us, but they will
always speak to a few. Sometimes you catch just the right traffic-free rip
through our 13.5-mile 10Best loop and you’re smitten. To give air to those
personal favorites, we gathered to sell one another on reconsidering our votes.
European editor Mike Duff took the floor and made an unexpected plea for
the Ford F-150 Raptor R: “It’s the most surprising vehicle here. Remarkable
handling finesse for something so big. It’s a sumo wrestler that’s also an elite
gymnast.” Senior news editor Andrew Krok seconded the notion. What we
didn’t know at the time was that a 2024 price hike would put the Raptor R
$1550 over our $110,000 price cap. The price cap also eliminated the Chevrolet
Corvette Z06 when its base price rose from $109,295 to $114,395. Spoiler alert:
The rest of the Corvette models made the list.
Sensing that the Toyota GR Corolla might be fading from consideration,
technical editor Mike Sutton spoke up: “The GR Corolla puts driver enjoyment
above all else yet delivers performance and practicality.” Krok quipped that
the GR Corolla is what happens when Toyota puts its “whole ass” into a car.
Associate news editor Caleb Miller countered that the Honda Civic Type R is
deserving of a higher score than the Corolla because it offers more refinement
without diluting driving dynamics. “Oh, and name a better shifter,” he added.
Several people said, “The Blackwings.” Muttering ensued.
“The Ford Super Duty is a winner,” posited senior testing editor David
Beard. “Up to 500 horsepower, 1200 pound-feet, 60 mph in as few as 5.5
seconds. It’ll tow 40,000 pounds when properly equipped, and the 500-hp
Tremor got 20 mpg at 75 mph.” Executive editor K.C. Colwell interrupted
Beard with a price check: “Beard-o, that F-250 Tremor is over $100,000.”
Senior features editor Elana Scherr then hurled a vehicular Molotov cock-
tail onto the table. “I really like the Lotus Emira. It has the ‘I can fix him’
appeal of a musician boyfriend—full of grief, but so much fun.” Senior news
SIC YOU R DO GS O N U S AT: ED ITORS@ CARANDDRIVER.COM
editor Eric Stafford backed Scherr, saying, “The Emira is so raw and visceral.”
Over the din, someone said, “The Emira’s shifter is a deal breaker. And that
engine is boring.” To reestablish decorum,
I suggested everyone drive the Lotus and
the Porsche 718 Cayman GTS 4.0 back to
back before writing their verdict in ink.
A few days later, we all filled out our
PHOTO GRAPH BY MICHAEL SIMARI
ballots in private, rating each vehicle from
zero to 100. The scores were averaged, and
the 10Best Cars and 10Best Trucks and
SUVs emerged. Did any personal favorites
make it? Turn to page 25 to find out.
TO N Y Q U I R O GA
E D I TO R - I N - C H I E F

even said so; I guess he’s
used to our discomfort and
was expecting worse). And
not only are the roundabouts
clockwise, they get down-
right evil when there are two
or even three in sequence!
—Vince Piacenti
Milford, MI
Tony Q’s anxiety over the
“proper lane” brought back
memories of when I moved
from the U.S. to Hong Kong.
As an expatriate, I presented
my California driver’s license
to a clerk at their equivalent
of the Department of Motor
Vehicles. A few minutes
later, I’m handed a Hong
Kong driver’s license. Got
in my new company car
and off I went, yelling “Left!
Left!” the entire way.
—J. Johnson
Editor-in-Chief Tony Quiroga
Executive Editor K.C. Colwell Digital Director Laura Sky Brown • BUYER’S GUIDE Director
Rich Ceppos Managing Editor Drew Dorian • FEATURES Senior Editors Greg Fink, Elana
Scherr • NEWS Senior Editors Joey Capparella, Eric Stafford Associate Editors Jack
Fitzgerald, Caleb Miller Senior Content and Social Media Strategist Michael Aaron Social
Media Editor Carter Fry • REVIEWS Deputy Editor Joe Lorio Senior Editors Ezra Dyer, Using Shell V-Power®
Andrew Krok • TESTING Director Dave VanderWerp Senior Editor David Beard Technical NiTRO®+ Premium Gasolines
Editors Dan Edmunds, Austin Irwin, Mike Sutton Road Test Editor Rebecca Hackett Road and diesel fuels appropriately
in Car and Driver test vehicles
Warriors Harry Granito, Jacob Kurowicki, Mary Caye Spieth, Christi VanSyckle ensures the consistency and
CREATIVE Director Darin Johnson Deputy Design Director Nicole Lazarus Staff integrity of our instrumented
Photographers Michael Simari, Marc Urbano Photo Assistant Charley M. Ladd • VIDEO testing procedures and
Deputy Editor Carlos Lago Producer/Editor Alexander Malburg • PRODUCTION Director of numbers, both in the magazine
and online.
Editorial Operations Heather Albano Copy Chief Adrienne Girard Associate Managing
Editor Jennifer K. Misaros Production Manager Juli Burke Associate Production Manager
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INTERNATIONAL EDITIONS China, Greece, Spain

Quiroga’s letter made me

chuckle. I feel his pain. After
leaving the airport in Europe,
I knew it would not be a good
day. Shifting lefty with a bad
rotator cuff tends to dilute
the driving experience. While
driving through a village
with bumper-to-bumper
traffic and a bus coming
the opposite way, I got so
far over to the left, I almost
clipped a pedestrian walking
near the curb. I guess no
Hummers allowed. Getting
stuck in traffic on a steep
hill downtown and nego-
tiating roundabouts were
also not on my bucket list.
—Don Maresca
Bluffton, SC
SPELL WITH LETTERS
I have gotten to the point
where the most interesting
part of Car and Driver is
the “Backfires” section. I
don’t know if this is a fault
on Quiroga’s end or a major
compliment to you, but I do
know that the only reason
I have yet to cancel my
subscription is the first few
pages in each of the 30-plus
issues I have in my closet.
—Grant Niedzinski
Beverly Hills, MI
Congratulations. Saw in
the October issue that
Ed. recently graduated
from Bovine University. Is
that a state university?
—Randy T.
Blythewood, SC
Not long after graduating
with honors from Bovine
University, I won the
Montgomery Burns
Award for Outstanding
Achievement in the Field
of Excellence—Ed.
Why are the most inter-
esting articles in the entire
magazine in “Backfires”?
—Dann the Moving Man
Estero, FL
They’re all free too,
thanks to you—Ed.
Regarding recent letters and
commentary, your obses-
sion with being snarky and
overindulgence in decimals is
leaving average car guys like
me behind. It’s getting to the
point where I’m wondering
WTF you’re talking about!
—Peter Wulfsohn
Aurora, CO
I’m guessing you didn’t get
in to Bovine University—Ed.
END GAMES
Regarding electric cars
piping engine sounds into
the cabin: A little-known
fact is that the first Model
T had a hand-cranked
phonograph that played the
sounds of whinnying, clop-
ping, and moist plopping.
—Josh Needle
Fanwood, NJ
I know we give y’all a bunch
of crap. Comes with the terri-
tory. But Car and Driver and
Road & Track are currently
setting the bar for the indus-
try. Keep up the good work.
—William H. Ferguson
Newport News, VA
Who else is in this
industry?—Ed.
I realized I didn’t send a letter
last month, so here it is.
—Bill
Nicholasville, KY
Phew. I was about to
check on you—Ed.

9
 Goodbye city limits.
Goodbye most limits.
Discover the all-new 2024 Subaru Crosstrek Wilderness.

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 LAW AND ORDER
By Greg Fink

Red Tape and H.R. 2675’s content found its way into the Fixing

Replica Cars America’s Surface Transportation (FAST) Act, which

President Obama signed into law on December 14,
2015.
A 2015 law was supposed to create an industry of As written, the FAST Act states that LVMs are
government-compliant replica cars. So far, it hasn’t. eligible to build up to 325 replica vehicles each year,
all of which are exempt from typical Federal Motor
Vehicle Safety Standards and National Highway
In 2011, the Specialty Equipment Market Asso- Traffic Safety Administration (NHTSA) rules. NHTSA and the
ciation (SEMA) began chasing a legal route Environmental Protection Agency (EPA) had one year to issue
for low-volume manufacturers (LVMs) to build regulations to implement this new legal provision. But December
and sell replica vehicles in the United States. This 14, 2016, came and went without NHTSA doing so. Another year
resulted in the introduction of H.R. 2675, the Low went by, and then another, and still nothing.
Volume Motor Vehicle Manufacturers Act, which SEMA ended up suing NHTSA. “That lawsuit was integral
sought to establish a program for LVMs, defined in getting them to finalize and implement the law,” recalls Eric
as manufacturers that produce up to 5000 vehicles Snyder, SEMA’s senior director of federal government affairs.
annually, to sell their wares. Ultimately, much of On December 12, 2019, NHTSA’s acting administrator signed

CAR A ND D R IV E R ~ JA NUA RY 2024 ~ I LLUSTRATI ON BY A N DR EW D E G RAFF 11

 L AW A N D O R D E R

draft regulations for replica-car compli-

ance. NHTSA released the final rules in
March 2022. In the ensuing time, essen-
tially none of the LVMs that registered
with and received approval from the
government to produce replica cars
have used the FAST Act’s provisions
to sell any such vehicles to the public.
Did SEMA spend more than a decade
concocting and fighting for a law that
caters to a fictitious group of automotive
consumers? Industry experts we spoke
with indicated that the issue stems not
from a lack of demand but rather from
an inability to source powertrains that
meet the requirements of the EPA or the
California Air Resources Board (CARB).
LVMs are required to source a
powertrain that’s EPA certified for the
current model year, including all associ-
ated emission controls. And the power-
train supplier must warrant the catalytic
converter, electronic control unit, and NHTSA compliance requires BluePrint Engines announced plans
onboard diagnostic system for eight the exterior of a replica to to contract with Ford Component Sales
resemble a vehicle that’s
years or 80,000 miles. at least 25 years old and to bring to market the 2024 F-150’s
CARB, meanwhile, requires both a was originally sold for use 5.0-liter V-8 as a purchasable complete
replica car and its powertrain to receive on public roads. A replica’s powertrain package for replica cars.
exterior dimensions can
Executive Orders (EOs) from the state deviate from the original by Simons is currently working with CARB
of California confirming compliance. up to 10 percent. The Meyers to get an EO for the package. If all goes
CARB also requires LVMs to warrant Manx 2.0 BEV (above) is according to plan, this 400-hp V-8 will
2.4 percent longer than
emission-related components for one the gas-powered original power many of the replica vehicles of the
year or 12,000 miles. Additionally, the (top), while its height dozen or so LVMs with NHTSA approval.
powertrain manufacturer must back its is cut by 8.1 percent. But BluePrint’s V-8 is not a one-size-
product with a three-year or 50,000-mile fits-all solution. Caterham, for instance,
warranty and a seven-year or 70,000- which has NHTSA approval to build rep-
mile warranty that covers the setup’s “high- licas of its Seven sports car (of Lotus fame), needs a more compact
priced” parts.* powertrain solution. Simon Lambert, Caterham’s chief motorsport
As Lance Tunick, owner of Vehicle Services and technical officer, acknowledges that “for the Seven, a relatively
Consulting Inc., understands it, there’s not a lot small-capacity, lightweight engine is an essential ingredient.” Lam-
of cooperation from the engine manufacturers. bert says the company is investigating multiple alternatives, includ-
“The replica process does involve obligations on ing independently homologating a powertrain for U.S. use or possibly
their part, like warranties,” he says. Between the fitting the Seven with a battery-electric option. Going EV, however,
additional costs, certification paperwork, and does not eliminate the need for an EO and comes with its own set
PHOTO GRAPHY BY MEYE RS MANX VIA NHTSA

extra financial liability of mandated warranty of hurdles.

requirements, manufacturers have little incen-
tive to build a compliant powertrain for small
runs of replica vehicles.
“I think there is reason to be optimistic,” says
Rob Simons, founder of Automotive Consulting
Services, who adds that “there are options on
the table that’ll be available” in 2024. Just how
many emission-compliant options LVMs will
have to choose from remains to be seen, but at
least one company seems ready to fill this void.
The FAST Act was supposed to kick-start a cottage industry
of replica vehicles from LVMs. But more than eight years on, the
turnkey replica-car business remains unfruitful. Americans have
been denied replicas of the Allard J2X, the AC Ace, the Ferrari Dino
246GTS, the Land Rover Defender, and many more. Industry leaders
are hopeful, however, that 2024 will bring change.
*California defines this using the following equation (wherein “n” equals the
model year and “CPI” is the U.S. Bureau of Labor Statistics’ average nation-
wide urban consumer price index): cost limitn = $300 x (CPIn-2/baseline CPI).

12 JANUARY 2024 ~ CAR AND D R IV E R

 CO M M U N IT Y CH E S T ~ By Greg Fink 300 Qualifying for the federal tax
credit on an eligible new or used
275 battery-powered vehicle depends
on your adjusted gross income
250 and how you file your taxes.

It Just Got a

MODIFIED ADJUSTED GROSS INCOME, $ X 1000

225

Whole Lot
200

175

Easier to Claim 150

125

the Federal EV 100

75

Tax Credit 50

25

Qualified buyers no longer need to wait until 0

JOINT HEAD OF INDIVIDUAL
filing their taxes to apply the credit to the purchase HOUSEHOLD
price of their new or used EV.

No one’s forcing you to buy an elec-
tric vehicle, but the government is
certainly incentivizing consumers to do so.
Starting January 1, 2024, buyers of eligible
battery-electric and plug-in-hybrid vehicles
can transfer the federal tax credit to partic-
ipating dealers at purchase. Previously, EV
and PHEV buyers could only claim the credit
when filing their income taxes.
Now consumers can cut the purchase
price of a new or used EV or PHEV by the
equivalent credit for which a vehicle qual-
ifies. That means as much as a $7500 dis-
count on new EVs and PHEVs and up to
$4000 (a max of 30 percent of the sale price)
on used ones.
100
80
PERCENTAGE
Taking advantage of this on the consumer’s end simply requires that
buyers fall below the maximum modified adjusted gross income (AGI)
limits outlined by the IRS [see chart above]. If a buyer’s AGI for the year
ends up exceeding the maximum allowed, they may have to repay the
incentive amount. Also, unlike before, the IRS confirmed that being
able to claim the full credit is no longer dependent on total tax liability.
Although the new year makes it easier than ever for consumers to
apply the federal tax credit to an EV or a PHEV, it’s now more difficult
for new vehicles to qualify for it.
Vehicles now must have at least 60 percent of their battery compo-
nents manufactured or assembled in North America (up from 50 per-
cent), and none can come from a designated “foreign entity of concern.”
Also, to nab the full $7500 tax credit, 50 percent of the battery pack’s
critical minerals (up from 40 percent) must be recycled in North America
or extracted or processed in the U.S. or in a country with which the U.S.
maintains a free-trade agreement. Meeting the requirements of either
battery components or critical minerals,
but not both, cuts the credit in half.
Like last year, an EV or PHEV that
is assembled outside of North America
or has a battery capacity of less than 7.0
kilowatt-hours is automatically inel-
igible. Vans, SUVs, and pickups with

60 a sticker price in excess of $80,000

and cars that top $55,000 are also
40 BATTERY COMPONENTS MINIMUM PERCENTAGE disqualified.
CRITICAL MINERALS MINIMUM PERCENTAGE Meanwhile, used vehicles remain
bound by the same eligibility require-
20
ments as before. The credit is available
only at the first title transfer of an EV
0 or PHEV at least two model years older
2024 2026 2028 than the current calendar year. The vehi-
cle must also have a battery capacity of at
An EV’s tax-credit eligibility in a given year requires that its battery use a minimum least 7.0 kilowatt-hours, a gross vehicle
percentage of components built and assembled in North America and a minimum
percentage of critical minerals that were recycled, extracted, or processed in North weight rating under 14,000 pounds, and
America or sourced from countries with which the U.S. has a free-trade agreement. a maximum sale price of $25,000.

13
 D R IV E-TH R O U G H ~ By Kristy Alpert
Stuttgart,
Germany
The cradle will rock.
The so-called “cradle of the automobile,” Stutt-
gart, Germany, is Deutschland’s Motor City.
It has multiple auto museums, a decommissioned
Formula 1 street course among its public roads, and
multiple indoor go-kart tracks. And if the parent of
that kid you spun out wants to “have a word,” you
can rest easy knowing unrestricted portions of the
autobahn are just outside the city. Speedily cowering
away from fisticuffs has never been easier.
DELIVERY SERVICE If you’re shopping for a new
Porsche, we highly recommend picking it up via
the brand’s European Delivery program. The
$1500 option includes 16 days of insurance cover-
age. Resulting heroics just might make their way
to social media feeds under titles such as “Lost
Tourist in Brand-New Porsche Gets Confused
by, and Crashes into, Automated Bollard” or
“American Struggles with Metric System
While Refueling Expensive Sports Car.”
CHANNEL HISTORY The Mercedes-Benz
Museum highlights the company’s triumphs
starting with Carl Benz’s 1886 Patent Motor-
wagen. Though the museum acknowledges
the brand’s problematic past, it largely
avoids the more controversial history.
Before heading to the Porsche Museum, stop
at the Sign of Remembrance. The memorial
honors the nearly 3000 Holocaust victims
forcibly deported from Stuttgart’s north
train station between 1941 and 1944.
14
UP TO SPEED Dream of lapping the
Nürburgring? Then you’ll have to
drive more than three hours north
to Nürburg. Stuttgart, however, still
has ways for you to satisfy your
need for speed courtesy of multiple
indoor go-kart tracks. You’ll need a
racing license (earned in one lap) to
operate the fastest karts at places
such as F1 Motodrom and Kart-o-
Mania, though.
FILL ’ER UP Germans may not be
fans of snacking in cars, but they
seem perfectly fine with eating near
cars. Need proof? Make a reservation
at the Porsche Museum’s in-house
restaurant Christophorus. The
Michelin Guide calls its U.S. prime
beef the “highlight” of the menu.
DRIVE IN SOLITUDE Take in racing history by driving
the roads that made up the Solitudering, a defunct
racetrack. The road course traces its roots to 1903,
when it served as a venue for motorcycle racing. In
1922, cars first raced on the circuit’s narrow roads.
Solitudering even hosted a handful of F1 races over
the years. International racing at the circuit, how-
ever, came to an end in 1965. Enter from the
Leonberg junction off the A8 Autobahn,
then follow L1187 to L1189 to L1188.
THE CAR: 2024
PORSCHE 911 CARRERA
You’re in Porsche and Mercedes land,
so select your car appropriately. (Pro
tip: There’s brand-specific preferential
parking places in various lots around
Stuttgart.) As important as Mercedes
is to the region, there’s no denying
that Porsche’s rear-engine sports car
is as synonymous with Stuttgart as
spätzle. Plus, the Porsche Drive rental
program makes snagging a 911 for a
few days simpler than saying Doppel-
kupplungsgetriebe five times fast.
ILLUST RAT IONS BY MICHELLE URRA ~ JANUARY 2024 ~ CAR AND DRIV ER
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 SU V A N ATO M Y ~ By Greg Fink
Porsche kicks the V-8’s dual-
scroll turbochargers to the curb in
favor of a pair of single-scroll turbos,
each of which now includes an
electric wastegate.

An Extra
Jolt of Spice
The 729-hp Cayenne Turbo E-Hybrid
is a gasoline-electric powerhouse.
The Porsche Cayenne Turbo is dead. Long live
the Porsche Cayenne Turbo E-Hybrid. As
its name implies, the Cayenne Turbo E-Hybrid
pairs a retuned version of the outgoing Cayenne
Turbo’s twin-turbo 4.0-liter V-8 with an electric
drive motor. If this sounds familiar, that’s because
it is. The prior Cayenne Turbo S E-Hybrid relied on
a similar setup. Whereas the old Turbo S E-Hybrid’s A 5076-psi
combined output maxed out at 670 horsepower, fuel-injection
system replaces
the new Turbo E-Hybrid throws down a combined the outgoing The engine now features variable intake-valve
729 horsepower. That’s enough to get the 3626-psi setup. lift. Boot the accelerator, and the engine
approximately 5700-pound SUV to 60 mph in a engages the larger lift and longer-duration
manufacturer-estimated profile that allows more air into the cylinder.
3.5 seconds, although
Porsche uses the we believe the Turbo
same battery- E-Hybrid will close in Porsche’s various tweaks net the engine an extra 50
electric compo- on three seconds flat horses for 2024. Despite Porsche finding an additional
nents in all plug-in when we test it. Here’s 90 horsepower in total (40 from the electric motor,
Cayenne variants, how Porsche added even 50 from the engine), the powertrain’s combined out-
which include more spice to the plug- put rises by only 59 horsepower, owing to the differ-
the six-cylinder in-hybrid Cayenne’s flag- ent power peaks of the V-8 and e-motor.
E-Hybrid and S ship powertrain.
E-Hybrid trims,
as well as the An 11.0-kW A rear-mounted lithium-ion
hair-raising onboard AC battery with a 21.8-kWh capac-
Turbo E-Hybrid. charger takes the ity supersedes the prior pack,
place of the previ- which had a 14.3-kWh capacity.
ous 7.2-kW unit. The electric driving range
should increase by about 40
percent over the former Turbo S
E-Hybrid’s 14-mile EPA figure.

Porsche sandwiches the E-Hybrid’s

electric motor between the Cayenne’s
internal-combustion engine and its
eight-speed automatic transmission. With
174 horsepower and 339 pound-feet of
torque, the motor produces an additional
40 horses and 44 pound-feet compared
with the outgoing plug-in Cayenne’s.

16 JANUARY 2024 ~ CAR AND DR IV E R

 Find radar before it finds you.
Meet ValentineOne
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: Detecting more radars adds
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rate more than a hundred times, enabling V1 Gen2 to quickly
sort speed-trap radar signals from today’s glut of lane-change
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Range superiority
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 B O DY S H O P ~ By Jack Fitzgerald IMSA drivers often
build stamina
by prioritizing
aerobic exercises,
including running
and cycling.

ENDURANCE
To sustain for hours and hundreds of miles of racing,
drivers must ensure their muscle endurance is up to par.
Those competing in the IMSA endurance racing series, for
instance, spend less time developing any specific muscle
group. Instead, the focus is on preparing for the physical
toll that long stints behind the wheel in races such as the
Rolex 24 at Daytona or the 12 Hours of Sebring have on the
body. Some racers also compete in Ironman triathlons.

Exercises such as
squats, split squats,
and weighted pull-ups
help IndyCar drivers
strengthen their core
in the off-season.

Tuneup
We spoke with Chip Ganassi Racing about
the care and development that goes into
making professional racers fit to drive. STRENGTH
Like any athlete, a race-car driver needs muscle mass. Exactly how much a
driver’s training focuses on this is somewhat dependent on the series in which
The Vitruvian Man probably isn’t the first they compete. According to Chip Ganassi Racing’s head human-performance
image that comes to mind when you trainer, Will Plummer, his team emphasizes core strength for IndyCar drivers, as
the series’ cars lack power steering. “When I say core, I’m talking about muscles
think about a racing driver’s physique. But from your waist all the way up to your neck,” says Plummer.
just because motorsports competitors sit for
the duration of a race doesn’t negate the fact
that they are trained athletes. After all,
FORTITUDE
being able to engage enough muscle to Racing is as much a mental sport as a
maximize the braking of a modern physical one. Drivers need to keep their
Formula 1 car requires vigorous heads cool at high speeds to properly
navigate a dynamic environment
fitness training. Add in a race car’s affected by everything from weather to
high lateral g-forces and a steering unexpected mechanical issues.
wheel that—even with the benefit “We have a pretty solid understanding
of what they need physiologically, and
of power assist systems in some we’re pretty effective at getting there,”
racing series—is keen to challenge says Josh Wise, a former NASCAR driver
the driver to an arm-wrestling who’s now part of Chip Ganassi Racing’s
driver development team. “Once we
match. So, how do race-car drivers reach those marks, we shift more of our
prepare for such exertion? Chip energy toward their minds.”
Ganassi Racing’s driver perform- Breathing exercises are one way
Wise helps drivers stay calm and alert
ance and development team throughout a race. The body and mind
shared various techniques it uses are not separate entities, though. To
to get drivers in peak mental and Box breathing (inhale for four seconds, hold for build a driver’s mental fortitude, Wise
four seconds, exhale for four seconds, hold for keeps tabs on his clients’ physical capa-
physical shape to compete at the four seconds, repeat) is just one of the methods bilities to devise a regimen of comple-
top levels of IndyCar and IMSA. drivers may use to help maintain mental clarity. mentary psychological exercises.

18 ILLUST RAT IONS BY T.M. DET WILER ~ JANUARY 2024 ~ CAR AND DRIV ER
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 EZR A DY ER
Trailer
Failure
Sometimes when you’re towing a trailer,
the wheels fall off. That’s a metaphor.
But it also actually happened.
I
hate towing. Any time I tow a trailer, at least 30
percent of my mental capacity is occupied with
generating a scrolling encyclopedia of night-
mare scenarios that might be unfolding behind
the truck. To tow a trailer is, by definition, to be
distracted, so I welcomed the chance to tow my
boat—a 21-foot Sea Fox—behind a GMC Yukon
Denali with Super Cruise. While the Yukon
minded its lane, I was free to check the rear-
view mirrors neurotically for evidence of trailer
malfeasance, which duly presented as flames licking out of
one of the hubs. You know how science says that observation
changes outcomes? If I hadn’t looked, maybe this wouldn’t
have happened. Curse you, Super Cruise!
Instead of going home, I limped the Sea Fox to my favor-
ite neighborhood trailer-repair facility, where a mechanic
examined the carnage and opined that my salt-encrusted
14-year-old steel trailer would need some serious rehab.
Since I escaped with a close call, I probably had the whole
trailer rebuilt for peace of mind, right? If only my brain
worked that way. Instead, I got new hubs and bearings
20
for the second time in three years and told the
nice trailer folks that this ol’ Karavan was taking
exactly one more trip before calling it quits. I mean,
why would I throw more money at an old saltwater
trailer? Well, now I can tell you why.
The next time I went to put the boat in the water,
I hooked up to my Gladiator and was approximately
10 feet out of my driveway when the trailer made a
noise I now know as the sonic signature of a tandem-
axle trailer spontaneously metamorphosing into a
single-axle trailer: kerchunk thud. Tapping into
the Jeep’s suddenly important 442 pound-feet of
torque, I backed the stanced trailer down alongside
my house, tilling a nice furrow with the rear-frame
crossmember. I now faced a new dilemma, because
removing boats from trailers typically involves the
displacement of a significant amount of water or one
of those mega-forklifts they profile on shows with
names like Giant Machines Not at Your House.
Clearly, I’d need a new trailer, but then what?
Even the internet seemed at a loss for ideas. One
guy said to winch the boat off onto hay bales and
then drag it back up onto the new trailer. Another
method would require an array of boat jacks and a
lot of patience, neither of which I possess. I asked a
tow company about loading the whole mess onto a
truck and dropping it in the nearest lake, but their
flatbed was a few feet short. More than once, my
wife caught me sketching increasingly desperate
Wile E. Coyote–style solutions. She’d walk by, glance
at a scribble of an excavator digging a temporary
pond in front of the house, and say, “No.”
The idea I eventually pursued was probably
dumber. What if I rented one of those off-road fork-
lift things and used it to hoist the boat? Among my
great pleasures is renting heavy equipment that I’m
in no way qualified to use, so within a week, a Genie
GTH-5519 telehandler graced my driveway. Diesel
powered, four-wheel drive, and weighing a claimed
10,360 pounds, the Genie would either solve my
problems or create much worse ones. I pulled the
trailer out to the cul-de-sac, and it barely reached
the pavement before the second axle snapped with
perfect comic timing. You can’t say I don’t get every
last mile out of a trailer.
Against all odds, the telehandler gambit worked.
The Harbor Freight lifting straps held strong, the
boat levitated, and I dragged out the old trailer and
slid under a new one. Later, my scrap-metal guys—
yeah, I have scrap-metal guys—came to collect
the old Karavan, by which I mean chop it up with
a terrifying metal saw so it would fit on their cargo
trailer. As they pulled away, I eyed the rust around
their trailer’s wheel bearings and thought: Good
luck, boys.
ILLUST RAT ION BY DEREK BACON ~ JANUARY 2024 ~ CAR AND DRIV ER
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 ELANA SCHERR
The Supercar
Sorority
There have always been women in the driver’s
seat. A group of sports-car owners in the L.A. area
is working on making them more visible.
W
e turned a lot of heads as we snaked
up Highway 1, California’s peachy
afternoon light glinting off
starkly angled windshields and
glossy carbon-fiber wings. Even
along Malibu’s lapis-blue coast,
where exotic cars make up a
good portion of the weekend
traffic, our parade of rumbling
bulls, prancing horses, and styl-
ized kiwi birds was noteworthy, but less for the cars than
for the drivers.
“I think it’s a car club,” I overheard a teenager tell his
dad. “A girls’ car club. It’s all chicks!” He was mostly right.
Our group was all women, and while it’s not an organized
club per se, participants do meet up for events, cruises, and
brunch. At least now we do. At the time, most of us had never
met in person. We’d gathered thanks to word of mouth and
the impressive social connections of my friend Sasha to do
a photo shoot showcasing female owners of sports cars and
supercars. We got on so well that meet-ups became monthly.
22
The original cruise was 11 car owners represent-
ing a range of ages and interests. Olenka was just out
of high school in a 2019 Civic Type R, Elle Victoria
was an aspiring novelist (who has since published
her first book) in an Aston Martin DB11, and Tori,
a car dealer whose personal collection includes a
Ferrari 488 Pista Spider and a Lexus LFA, drove a
silver McLaren Senna that startled even the jaded
residents of Malibu. Now, more than a year later,
our WhatsApp chat consists of 25 women in the
L.A. area, and every show and drive adds names
and cars to the list.
For the most part, women who are into cars are
much like anyone else who is into cars. When we
get together, we admire new rides, compare notes
on recent test drives and good mountain roads,
catch up on motorsports gossip, and sympathize
over parts delays and misbehaving machinery.
While some in this accidental club had an encour-
aging parental figure at the beginning of their
automotive journey, many of the supercar ladies
(as my husband refers to them) came to cars later,
marking the start of a new life after a divorce, a
career change, or an empty house once children
headed off to school. Or, sometimes, before they
headed off.
“It was sort of a rebellious thing,” Martina says
of her first Porsche 911. “I was already a mother of
two, and I said, ‘F– it. The kids will fit. They’re small
enough.’” Later, once the kids were out of the back
seat, she took the car to a track day and began rac-
ing competitively at age 49 and professionally soon
after. She now runs a racing school and encourages
other women to try out track time.
Greta, an optometrist, bought her orange Lam-
borghini with encouragement from her kids after
her marriage ended. “All that time, I was never Greta
the doctor. I was always the attorney’s wife, and
everything was assumed to be his. Well, now I’m
on my own, and I bought this car, with my money.”
Everyone in the group has at least one story
of being asked whether they’re driving their
husband’s or father’s car, tales swapped with
good-natured eye rolls. Venting about the improv-
ing but still imperfect landscape of equality in car
culture is certainly part of the group chat, but
along with camaraderie is a goal of visibility. It’s
important for aspiring car kids to see Jeany pull
up in her GT3 or Diane lead the Lambo club in her
Gallardo. As Lara, owner of a satiny 930 Turbo,
says, “It’s our responsibility to change the narra-
tive, nudge our way into the conversations, and
show we know what we are talking about.” Or as
Sasha put it: “We’re already buying the cars. The
manufacturers need to recognize us.”
ILLUST RAT ION BY DILEK BAYKARA ~ JANUARY 2024 ~ CAR AND DRIV ER
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 It’s time again for our ultimate
comparison test, the annual 10Best awards. This
year, we gathered every new and significantly
changed vehicle we could get our hands on with
a base price below $110,000. What makes 10Best
distinct is that we bring back reigning winners to
compete against the new challengers, allowing the
former to defend their spots on the list. By mixing
last year’s best with everything new, the 10Best list
represents the best of what’s for sale this year and
not just the best of what’s new.
We spent two weeks driving the entire field,
moving from one vehicle to the next, stopping
only to take notes or discuss the vehicle with our
fellow editors. Voting differs from
our other comparison tests in that
10Best boils down the entire vehi-
cle to a number between 1 and 100
instead of scoring various catego-
ries. In a nod to how it’s done in
figure skating, we toss the highest
and lowest scores before the testing
team puts the rest into a spread-
sheet to determine the 10Best Cars
and the 10Best Trucks and SUVs.
The envelope, please . . .

THE 2024
WINNERS
CAR A ND D R IV E R ~ JA NUA RY 2024 25
 A performance car that can fry your synapses on a
canyon run or a high-speed blast down an empty
highway is a thrill, but what about one that can
do that and elevate everyday driving into some-
thing special—one with a chassis that combines
10BEST responsive handling with a livable ride and a
CARS spirited powertrain with commute-friendly fuel
economy? Add a four-adult cabin and the versa-
FOR 2024 tility to carry a good bit of cargo, and a do-it-all
EVERYDAY
ACE
All hot hatches should have a
refined older brother like the
Acura Integra Type S.
26
machine like that could serve as an enthusiast’s
only car. Hot hatches have long fried a synapse,
but rarely do they hold all those values, particu-
larly now, with the market moving to ever more
luxurious sports cars, SUVs, and EVs. With the
Integra Type S, Acura resurrects a past name-
plate and reminds us what makes the whole
idea of a hot hatch that was more for adults than
boy racers so great.
 In typical Honda fashion, the Integra Type S THE SHIFTER: Ask us which
eschews gaudy overkill, instead wringing max- lane-keeping system we prefer,
imum performance from a finely honed set of and the answer will be, “None.
components. That starts with a turbocharged We like to drive.” Ask us the
2.0-liter four spinning out a lively 320 horse- same question about a shifter,
power, which makes for a rewarding trip to the and the odds-on favorite among
7000-rpm redline. At the same time, a hearty our staff is the Integra Type S’s.
310 pound-feet of torque is available at 2600 Its slick, tight action has long
rpm, creating satisfying in-traffic urge without been a Honda-shifter hallmark,
zinging the engine. Working against a svelte 3212 and it’s worth celebrating just
pounds, that’s enough for a 5.1-second 60-mph as much today as 20 years ago.
time and a 13.7-second quarter-mile at 105 mph.
This Acura deftly avoids the downside of a
highly boosted turbo-four engine and the chal- with a six-speed manual transmission. Honda is one of the few auto-
lenge of sending so much grunt to the front makers that still recognize how important a row-your-own gearbox
wheels. Honda’s clever dual-axis front struts is in a car like this—so much so that it’s the only transmission avail-
effectively mitigate torque steer and aid the able. A stick shift brings unmatched involvement to an enthusiast’s
steering by helping to deliver more feedback car, and this manual is one of the best. Like so many Honda gear-
and natural self-centering. boxes before it, it boasts finger-flick shift action, well-spaced ratios,
Critically, the automaker pairs this engine and a perfect clutch takeup.
The driver’s environment doesn’t shout sportiness with hard-shell
torture chairs or look-at-me modernity with wall-to-wall screens.
Instead, the interactions are straightforward, and the materials feel
like quality, just the kind of thing that wears well over the long haul.
Similarly, the Type S exterior has just enough racy elements to signal,
at least to those in the know, that this is the most special Integra.
It’s true that the Integra Type S shares much with the Honda Civic
Type R, which is available for less coin. The Civic Type R is a fine
machine (it’s found elsewhere on this list), but the Integra Type S
is its own animal. More comfortable and less frenetic, the Type S
is a superior daily driver—and yet it gives up nothing to its more
track-focused sibling, circling
our skidpad with the same 1.02
g’s of grip and stopping from 70
mph in a similar 153 feet. Basi-
cally, the Integra Type S can
chillax during the sclerotic slog
and then put on its game face
when the road opens up.
Combine that breadth of
talent with the practicality
of a four-door hatchback bod
that’s adept at ferrying passen-
gers and bulky cargo, and the
Integra Type S hits the sweet
spot. It also serves as a reminder
why we love these jacks-of-all-
trades. —Joe Lorio

The Numbers
—
320-hp turbo 2.0-liter inline-4;
6-speed manual
Base: $51,995
C/D Test Results
• 60 mph .............................................. 5.1 sec
• 1/4-Mile .................... 13.7 sec @ 105 mph
• Top Speed (mfr’s claim) ......... 167 mph
• Braking, 70–0 mph ......................... 153 ft
• Roadholding, 300-ft Skidpad ... 1.02 g
EPA Fuel Economy
• Comb/City/Hwy ............... 24/21/28 mpg

P H OTO G RA PH BY J O HN RO E ~ JA N UARY 2024 ~ CA R A N D DR I VER 27

 10BEST
CARS
THUNDER
Suffering not one bit from little-brother
syndrome, the Cadillac CT4-V Blackwing
FOR 2024 stands on its own and begs to be driven.
What do the 1990s Chicago Bulls and the Cadillac
CT4-V Blackwing have in common? You never
get tired of watching them win.
The CT4-V Blackwing has just three-peated
10Best, and for good reason. This sports sedan
is one of the best driver’s cars on the market
today, right up there with its sibling, the CT5-V
Blackwing. It looks good, it sounds good, and it’s
something we’d have no trouble living with—we
did for 40,000 miles.
It starts with the 472-hp twin-turbocharged
3.6-liter V-6, which in its loudest setting emits
all manner of pops and burbles, meaning we
have no choice but to run the bent-six to red-
The Numbers
— Did you ever think Cadillac would end up making some of the
472-hp twin-turbo 3.6-liter V-6; 6-speed
manual, 10-speed automatic
Base: $62,890
C/D Test Results
• 60 mph ...................................................... 4.0 sec
• 1/4-Mile .................................................... 12.4 sec
• Top Speed (mfr’s claim) ................... 189 mph
• Braking, 70–0 mph .......................... 153–158 ft
• Roadholding, 300-ft Skidpad ..... 1.01–1.04 g
EPA Fuel Economy
• Comb/City/Hwy ........ 18–19/15–16/23–24 mpg
28
line over and over. While it’s
immensely capable with its
optional 10-speed automatic
transmission, we say skip the
$3175 upcharge and stick with
the, er, stick. Its precise engage-
ment only adds to the sensory assault at full send. And sending the
Blackwing gives you some of the most rewarding driving this side
of the six-figure mark. As a bonus, manual-equipped CT4-V Black-
wings get titanium connecting rods.
In mild-mannered cruising, the CT4-V still shines. Cadillac’s ride
and handling department deserves a raise, and those who brought
these magnetorheological dampers to market should win a Nobel
Prize. Happily compliant in daily use, this Caddy is comfortable and
quiet, and it never taxes you for its performance. And yet, tail-swing-
ing, exhaust-barking antics are just a stomp away.
At $62,890, the CT4-V Blackwing feels like a bargain for having
this much capability. However, what feels a little too bargainy is the
cabin, which could stand to better reflect the Blackwing’s price and
not the base CT4’s price. GM may need a stint in rehab to get over its
addiction to middling plastics. The rear seat is a little tight too, but
optimists can wave that one away by pointing out that you’ll want
your passengers to be snug once the road gets twisty.
best, if not the best, sports sedans on terra firma? Did you ever think
Dennis Rodman would go down as one of the best defenders in NBA
history? The answer to both is probably no, but we’re quite happy
with how reality turned out. —Andrew Krok
PHOTOGRAPH BY JOHN ROE ~ JAN UARY 2024 ~ CAR AND DRIV ER
& LIGHTNING
The Cadillac CT5-V Blackwing is a
ground-pounding great one whose legend
is sure to live on for a long time.
Like its CT4-V sibling, the Cadillac CT5-V Blackwing has returned to collect
its third 10Best award. Since that is is no small feat for any car, the CT5-V
Blackwing is clearly worth every bit of praise dedicated to it.
When was the last time you drove a sedan capable of breaking the
rear tires loose at highway speeds on dry pavement? With a 668-hp
supercharged 6.2-liter V-8 whining under the hood and imitating a
Spanish galleon’s cannon fire through the tailpipes, the CT5-V Black-
wing is like bringing a thermonuclear device to a knife fight. It is more
than you will ever need. But boy howdy, do we want all of it.
And given what the Blackwing will take from you, you’re going to
have to want it. At $96,990, it costs as much as one and a half CT4-V
Blackwings. The EPA estimates fuel economy at 13 mpg city and 21 mpg
highway, numbers that will undoubtedly cascade once you realize how
much fun the last half of the gas pedal’s travel can be.
The Blackwing offers traction and stability with such sprezzatura
that you might wonder whether Cadillac hid a tiny wizard onboard.
The manual transmission, something no other sedan of this size offers,
rewards the driver with crisp action. The pedals, the wheel, the former
Corvette V-8—everything gels and keeps us coming back for more.
That said, we wish Cadillac would give
the Blackwing the interior it deserves. Last
year, we referred to it as “Chevy Malibu–
plus”; that descriptor works again this year
as we stare down a design that doesn’t look
luxurious or sporty.
Did we mention that it doesn’t disappoint
on the daily drive? Because it’s a peach there
too. Standard magnetorheological damp-
ers bring soothing ride comfort in their
most pliant setting, and there’s enough
room in the back for the family to settle in.
Short of traversing an open ocean, there
isn’t much the CT5-V Blackwing can’t do.
—Andrew Krok
The Numbers
—
668-hp supercharged 6.2-liter V-8; 6-speed
manual, 10-speed automatic
Base: $96,990
C/D Test Results
• 60 mph ............................................... 3.5–3.6 sec
• 1/4-Mile ............................................. 11.4–11.6 sec
• Top Speed (C/D est) .......................... 205 mph
• Braking, 70–0 mph .......................... 143–154 ft
• Roadholding, 300-ft Skidpad ..... 1.01–1.02 g
EPA Fuel Economy
• Comb/City/Hwy ..................... 15–16/13/21 mpg
29
 10BEST
CARS CHEVROLET
CORVETTE
FOR 2024

The screaming Z06 gets kneecapped by a price increase, but the

C8-generation Chevrolet Corvette is still a winner and now boasts an
enticing new addition: the electrically enhanced, all-wheel-drive E-Ray.

It should come as no surprise that Chevrolet’s Corvette has
earned another 10Best trophy. After all, it’s now made the
list 25 times, trailing only the Honda Accord as the all-time
leading recipient of our most prestigious award.
Like so many things in today’s world, the Corvette’s price
continues to rise. This mid-engine beast is now in its fifth
production year, and the cost of entry has crept up $10,000
since the car’s introduction, albeit to a still relatively attain-
able $69,995—a remarkable value for a car that masterfully
blends multiple personalities. Flog it at the track on Saturday,
then cruise to church in it on Sunday. Why only drive it when
the weather’s warm? Mount some winter tires and drive it
year-round. It won’t care.
Sadly, this year’s price spike pushed the high-revving
Corvette Z06 above our $110,000 price cap (by $4395).
We suspect a few grand won’t deter potential buyers
from that 670-hp 5.5-liter V-8–powered wild child,
but rules are rules.
Though the hottest version of America’s supercar
slid off the chart, Chevrolet has delivered a new hit: the
hybrid-powered, all-wheel-drive, $106,595 Corvette
E-Ray. Put down the pitchfork and step away from the
keyboard—the 655-hp E-Ray’s electrified front axle
and mid-mounted 6.2-liter V-8 powertrain aren’t really
about green energy. The E-Ray can operate in electric-
only mode for very short periods at very low speeds, and
only if the driver has chosen to do so before starting the
car. Once the battery depletes or speed exceeds 45 mph,
there’s no going back to EV mode. It’s all glorious V-8
with electric assist. The E-Ray also blasts to 60 mph
in 2.5 seconds, making it the quickest Corvette we’ve
tested. Feel better now?

30 PHOTOGRAPH BY GREG PAJO ~ JANUARY 2024 ~ CAR AN D DRIV ER

 Then there’s the entry-level PORSCHE 911
SPORT CLASSIC $250,000
Stingray, which still turns heads.
CHEVROLET CORVETTE
Specify the targa or convertible Z06 COUPE $150,000
with the Z51 package’s performance
FORD F-150 $100,000
goodies (summer tires, 5-hp bump, RAPTOR R
brake and suspension upgrades, and FORD BRONCO $50,000
more), and 60 mph is yours in under RAPTOR
3.0 seconds, over 1.0 g of lateral TOYOTA $50,000 MARKUP
grip is at the ready, and stops from GR COROLLA
70 mph require less than 150 feet. TOYOTA SEQUOIA $39,995 TOTAL PRICE WITH MARKUP
PLATINUM
For the money, there isn’t another
production car in the world that DODGE CHARGER SRT $25,000
HELLCAT WIDEBODY
achieves these feats.
HONDA CIVIC $25,000
Performance aside, any Corvette TYPE R
is also an extremely livable place. AUDI $20,000
The interior might be a little tight RS3
for some, but it’s the best Corvette HONDA CIVIC $4,000
cabin Chevy has ever done. Opt SPORT
for the magnetorheological damp- 0 $100K $200K $300K $400K $500K
ers, and the ride quality is simply TOTAL VEHICLE PRICE
brilliant, even on Michigan’s pock-
marked and frost-heaved roads.
Time after time, the Corvette’s
capability and affordability bring 10 (of the)
us back for more. —David Beard
Worst Dealer
The Numbers
—
490- or 495-hp 6.2-liter V-8, 495-hp 6.2-liter
V-8 + AC motor (655 hp combined); 8-speed
Markups
dual-clutch automatic, direct-drive/8-speed
dual-clutch automatic The vultures yearn for flesh.
Base: $69,995–$106,595
C/D Test Results
• 60 mph ............................................... 2.5–2.8 sec As the great bard Marshall multiple websites have popped
• 1/4-Mile ............................................ 10.6–11.2 sec Mathers put it, opportunity up to keep track of swollen
• Top Speed (mfr’s claim) ........... 183–184 mph comes once in a lifetime. The stickers.
• Braking, 70–0 mph ........................... 149–152 ft
• Roadholding, 300-ft Skidpad .... 1.03–1.08 g introduction of a hotly anticipat- We consulted Markups.org,
EPA Fuel Economy ed new car doesn’t just get which tracks user-submitted
• Comb/City/Hwy ................... 19/16/24–25 mpg enthusiasts lining up outside reports of dealer markups
dealerships—it can also put across the country for a variety
cartoon dollar signs in a of models, some of which may
salesperson’s eyes. Some buyers come as a surprise, such as the
are willing to pay a bit more for not remotely rare Civic Sport.
the privilege of being among the We looked at reports containing
first, and dealers will happily proof, since many do not provide
squeeze the hoi polloi until the it; given the enthusiasm for
Old-school Vette supply catches up. calling out the worst offenders,
dudes shouldn’t scoff
at this hybrid. It’s got But just as Icarus didn’t ask many dealers will confirm
that smooth growl about the melting point of wax, markups only when a potential
from quiet to violent. dealers too can get overzealous, buyer is there in person. Sounds
—DAVID BEARD
tacking on profit boosters so totally aboveboard to us.
extreme that aggrieved buyers Here are 10 of our “favorites”
The standard Stingray turn to the internet to shame that we found from last year,
is just so damn good the offenders. The supply-chain covering both enthusiast and
in every situation you
throw at it. woes of the past few years only family-friendly segments,
—JACK FITZGERALD boosted the prevalence of both because—unsurprisingly—if we
markups and buyers appalled picked just the 10 worst, they
enough to warn the public. It’s would be mostly Corvettes and
become so endemic that 911s. —Andrew Krok
I N FOGRAPHIC BY NICOLAS RAPP 31
 HONDA
cient, more luxurious, better equipped, and
more fun to drive. This layer cake of continu-
ous development has made the current 11th-
generation model a delicious confection.
In almost every way, this latest Accord is the
10BEST

ACCORD
best ever. Like Accords past, it hides its great-
CARS ness under a conservatively styled suit of clothes.
There’s no flash, just substance, and this itera-
FOR 2024 tion confirms Honda’s belief that now is the time
for hybridization. The top four of the Accord’s
trims come strictly with a 204-hp hybrid power-
train. If you’re solidly anti-hybrid, the two lower
Yep, it won again. Honda has not trim levels come standard with a 192-hp turbo
fumbled the family-sedan football. 1.5-liter inline-four connected to a CVT.
Instead, the Accord enters another While we miss the previous generation’s
season primed for the future. 252-hp turbo four and manual transmission,
there’s still more than enough of the Accord’s
If there were a Mount Rushmore of cars, a likeness of the Accord would be traditional goodness to win over even the most
George Washington. Honda’s stalwart sedan has long been a tower- discerning enthusiast. They’ll find a compelling
ing example of smart engineering, a cleareyed and consistent vision combo of long-haul comfort and twisty-road
of what a great family sedan should be. This is the 38th time the fun. Its airy cabin has spread-out room inside for
Accord has earned a 10Best spot since our award’s 1983 inaugural lanky passengers, and its upper trims offer hand-
year, the most of any model from any manufacturer. The reason some appointments. It delivers brilliantly on its
for the Accord’s winning streak family-sedan mission and does it
is simple but one that’s hard for while maintaining the Accord’s
other companies to duplicate: The Numbers tradition of affordability: The base
continuous improvement of a sin- — LX starts at $28,990, while the
gle model over decades. 192-hp turbo 1.5-liter inline-4, 146-hp 2.0-liter comprehensively equipped Tour-
inline-4 + AC motor (204 hp combined);
While most OEMs make incre- continuously variable automatic, direct-drive ing goes for $39,635. In a world of
mental improvements, Honda Base: $28,990–$33,640 fewer and fewer family sedans,
seemingly has a sixth sense for C/D Test Results Honda has not merely kept the
• 60 mph ............................................... 6.5–7.3 sec
nailing the family-car formula. • 1/4-Mile ........................................... 15.2–15.7 sec Accord alive but continued to
Generational upgrades have • Top Speed ........................................ 118–125 mph hone its brilliance. That’s why
resulted in the Accord becoming • Braking, 70–0 mph ........................... 173–184 ft the Accord has yet again earned a
• Roadholding, 300-ft Skidpad ... 0.85–0.90 g
bigger, roomier, nimbler, more EPA Fuel Economy place on the mountaintop we call
powerful, quicker, more fuel effi- • Comb/City/Hwy .... 32–48/29–51/37–44 mpg 10Best. —Rich Ceppos

32
HONDA CIVIC
With a lineup ranging from fuel-sipping
economizer to track-ripping hot hatch,
the Civic displays astounding versatility
and excellence of execution.
It’s hard not to love the Honda Civic. The
product range covers a lot of ground,
and all of them are fantastic in the con-
text of their individual missions. What-
ever drove you to a Honda dealer in the
first place, there’s a Civic to match your
lifestyle and financial plan.
Looking for a high-mileage com-
muter that doesn’t break the bank? The
base LX or Sport sedan with a 2.0-liter
engine will do nicely. Want a bit more
oomph and better appointments for
not that much more coin? The EX and
Touring models with the turbocharged
1.5-liter inline-four are your jam. Prefer
a four-door hatchback? Sure, they’ve
got those. Want to shift it yourself? The
Sport and Sport Touring hatchback mod-
els give you three pedals, and if you want
a manual performance sedan on a bud-
get, the 200-hp Civic Si is right over here.
You can even get it with summer tires.
But that’s not all. The stupendous
Civic Type R hatchback comes from
the same stable, fortified with a wide-
track suspension, adaptive dampers,
sticky tires, track-ready brakes, a sur-
gical six-speed manual, and a 315-hp
turbocharged 2.0-liter masterpiece.
It was a giant slayer at Lightning Lap,
where it became the first (and so far
P H OTO G RA PHY BY G R EG PA JO ~ JA N UARY 2024 ~ CA R AN D DR I VER
only) front-drive machine to break the
three-minute barrier around Virginia
International Raceway’s demanding
4.1-mile Grand Course.
No matter the size of the check you’re
writing, you’ll find a well-built machine
that delivers engaging steering, a well-
damped ride, and bang-for-buck driv-
ing satisfaction. Many driver-assistance
systems are standard across the board
too. The Civic interiors are similarly
attractive and logically laid out, with a
straightforward 7.0-inch touchscreen
infotainment system with a wired
Android Auto and Apple CarPlay con-
nection giving way to a 9.0-inch display
with wireless phone mirroring midway
up the range. Any Civic’s back
seat is easily roomy enough for
adults on a road trip.
We’re big fans of the Civic.
It’s a well-conceived, enjoyable,
and economical car we can rec-
ommend to a subscriber just as
easily as you could to a friend or
family member without digging
into what they can afford or
how they drive. Wherever they
are on those spectrums, they’ll
thank you later for suggesting a
Honda Civic. —Dan Edmunds
ALL FOUR ONE,
FOUR FOR ALL: If V-8s
rule headlines and
inline-sixes steal hearts,
then the inline-four is
for the people, and the
Civic’s trio of turbo-
charged four-bangers is
the apogee of the
species today. The 1.5-
and 2.0-liter mills offer
broad powerbands and
efficiency at affordable
prices. It’s a combina-
tion that’s hard to beat.
—
158-hp 2.0-liter inline-4, 180- or 200-hp turbo
1.5-liter inline-4, 315-hp turbo 2.0-liter
inline-4; 6-speed manual, continuously
variable automatic
Base: $25,045–$45,890
C/D Test Results
• 60 mph ............................................... 4.9–8.8 sec
• 1/4-Mile ........................................... 13.5–16.9 sec
• Top Speed (C/D est) ................... 125–169 mph
• Braking, 70–0 mph ........................... 153–176 ft
• Roadholding, 300-ft Skidpad ... 0.86–1.02 g
EPA Fuel Economy
• Comb/City/Hwy .... 24–36/22–33/28–42 mpg
33
 We’re living in a triple-tiered subscription-
Lucid promised a based world. Gold members get a free bot-
tle of water at check-in. Platinum status lets
less expensive version you board the plane sooner than others. Dia-

10BEST of its Air EV, and now mond members, well, they can do just about
anything as long as the cops aren’t watch-
CARS it delivers with the ing. The idea seems to be to make you want
FOR 2024 $78,975 Air Pure. more. That’s what makes the Lucid Air Pure
such a fresh take. It’s the most affordable
version of an impressive EV. Yet even at this
lowest tier, it delivers better EPA range than
the most expensive or longest-range elec-

LUCID
trics from Tesla, Hyundai, Mercedes-Benz,
or any other EV maker in the market. And
the all-wheel-drive Pure’s slightly shorter
range still exceeds the distance some gas-
fed cars can go before refueling. For those
reasons, and many others, both Air Pure
variants earn our 10Best award.
But before we dump an entire five-gallon
bucket of data and EV vocabulary on your

AIR
PURE
34 PHOTOGRAPH BY GREG PAJO ~ JANUARY 2024 ~ CAR A N D DRIV ER
head, let us first explain why the $78,975 Air Pure
($83,975 in all-wheel-drive form) is worth savoring. The
Pure only sacrifices what’s easy to live without. It wears
a body-colored metal roof instead of glass, the frunk lid
isn’t powered, the front seats aren’t ventilated, and the
windshield isn’t heated.
The ride, though, is lovely, and the rear-drive ver-
sion handles with unerring grace. Through the garden
of bumps, twists, and curves that is our 10Best loop,
the Air served a driving experience as smooth as cocoa
butter. The 430-hp rear-drive Air Pure gets to 60 mph
in 4.3 seconds, and the 480-hp all-wheel-drive Pure cuts
that to 3.5 seconds. The inherent goodness of the 819-hp
dual-motor Air Grand Touring (the one that costs about
$40,000 more and launches to 60 mph in 3.0 seconds)
and even the 1234-hp Air Sapphire (at $250,500) cer-
tainly carries down. The Air Pure is an apple from an
incredibly strong tree.
The Air Pure’s use of a smaller 92.0-kWh battery
pack (versus the larger 112.0-kWh and 118.0-kWh packs
offered in other trims) provides rear-seat passengers
with deeper footwells, allowing them to put their toes
in a place that cells would otherwise occupy. The Air
Pure is capable of a DC fast-charging speed of up to 250
kilowatts, and its 19.2-kW onboard charger allows for
the quickest Level 2 charging available today.
The Air’s smooth styling and a claimed 0.20 co-
efficient of drag (with the 19-inch Aero Range wheel
package) make it slicker than worm spit. Its clamshell
trunklid opens to reveal a cargo hold nearly as wide
as the car. And the frunk is deep enough to stack two
carry-on bags.
The Lucid Air Pure is a base model whose driving
range, performance, space, and price put it in a sweet
spot, one that makes you feel like you’re holding a golden
ticket instead of a coupon. It may be the lowest tier, but
it sets the bar high. —Austin Irwin
The Numbers
—
430-hp AC motor, 2 AC motors (480 hp
combined); direct-drive
Base: $78,975–$83,975
C/D Test Results
• 60 mph ............................................... 3.5–4.3 sec
• 1/4-Mile ............................................. 11.7–12.7 sec
• Top Speed ....................................... 127–140 mph
• Braking, 70–0 mph .......................... 164–168 ft
• Roadholding, 300-ft Skidpad .. 0.90–0.94 g
EPA Fuel Economy and Range
• Comb/City/Hwy ...................... 121–140/121–141/
120–140 MPGe
• Range .................................................. 384–419 mi

The closer you look, the

more you realize that every
square millimeter of this
car has been considered and
optimized. The density of
thought is off the charts.
—TONY QUIROGA

Finally, an
electric luxury
car with great
value that does
everything well This thing looks
and isn’t just like a freakin’
focused on range spaceship!
or acceleration. —CALEB MILLER
—K.C. COLWELL

35
 10BEST
CARS
FOR 2024
SHOO-INS
If you’ve driven the dynamically superior Porsche Boxster or
Cayman, you understand why this duo returns year after year.

No handicapper would have offered underdog odds on
the Porsche 718 Boxster and Cayman making our
10Best list for the 19th time in a row. Only twice
since its first year of eligibility in 1998 has a form
of Porsche’s mid-engine sports car failed to make
the cut. Even the 10Best fixture Honda Accord has
missed four times during its longer eligibility, and
although the Chevrolet Corvette ties the Boxster
with 25 all-time wins, it has failed to reach the list
no fewer than 15 times. Judging by success rate,
the Porsches are 10Best’s brightest stars.
This is a special kind of excellence, though even
as we award another title, it is impossible to deny
that the present-generation 718 is showing its age.
The current Boxster and Cayman launched as 2017
models, and their interior design is closer to that

36 PHOTOGRAPH BY JOHN ROE ~ JAN UARY 2024 ~ CAR AND DRIV ER

of the 991-generation 911 than the 992.
The 7.0-inch touchscreen’s fuzzy graph-
ics feel unexceptional, though the ana-
10 Bad Takes
log gauges still look rich. It doesn’t happen often, and this may shock you, but we aren’t
That all barely matters because the always right—yet we are always willing to cop to our mistakes.
Boxster and Cayman continue to exem- Here are 10 vehicles that we either erroneously thought were great,
plify the greatest sports-car virtues. didn’t appreciate fully, or just plain missed. Our deepest apologies.
These are cars without slop, hesitation,
or apparent filter between man and
machine. They make mundane errands
feel truly special.
It’s clear that engineers’ obsessive
attention honed even the smallest
details of the driving experience. The 1997-98, 2000-01
ACURA INTEGRA
steering delivers hi-fi feedback. Both TYPE R
the throttle and the brake have ideal We were happy enough 2014 CHEVROLET
weighting and proportionality. Regard- with this 8400-rpm CAMARO Z/28
legend, but the fact that it 1993–98 While we said the Z/28 is
less of model, the chassis possesses the never made 10Best is TOYOTA SUPRA “as close as it gets to a
poise and finesse of an elite athlete, with looking more and more Before Brian O’Conner race car for the road,” we
even minute changes realizing instant like a glaring omission. made the A80 Supra complained about not
famous, we said, “We being able to see out of it
course corrections. wonder whether the new and its $75,000 price
There isn’t a wrong choice in the Supra faces an identity despite the LS7 V-8’s
range. The low-rev lag of the base turbo- crisis. It is fast, but it is song. Nearly a decade
not a pure sports car like later, we’re awfully wistful
charged 2.0-liter flat-four is canceled by the RX-7. And it offers for what might be one of
muscular midrange punch that makes neither the styling, the the best sports cars of the
for excellent drivability. 1987–91 luxury, nor the prestige of century.
BMW 325i/is the 300ZX.”
Further up the tree, the GTS 4.0 Surprised? We did like 1983–87
continues to perform magic. It feels like the 325is, but the rest RENAULT ALLIANCE
a greatest-hits compilation, especially of the E30s never won a A recipient of our
comparo or a 10Best. inaugural-year 10Best
when experienced with the six-speed The staff was probably award, the Kenosha,
manual gearbox. The extra-cost seven- still trying to rinse their Wisconsin–built Renault
speed dual-clutch auto is excellent too, palate of the torpid 325e Alliance at first seemed
that launched in ’84. The like the happy marriage
but just save the manuals, will ya? i’s are great. Period.
1982–88 of cheddar cheese and
Porsche knows how good the Box- Châteauneuf-du-Pape.
CADILLAC CIMARRON
ster and Cayman are and prices them It almost seems as A subsequent long-term
accordingly. Even the most basic Cay- though we knew this car Alliance disabused us
was bad when we wrote, of that silly notion.
man starts at $69,950, the GTS pushes
“But even as is, the
$100,000, and the Cayman GT4 RS and Cimarron is a pretty nice
the Boxster Spyder RS carry stickers piece of work. And for a
that put them well outside 10Best con- 1980–85 Cadillac—well, it’s just
CHEVROLET CITATION plain amazing.” That’s
tention. Yet, for what they offer, none In what might be the like Rodney Dangerfield
feel overpriced. Porsche is facing an most obvious L in C/D saying that hat looks
incredibly tough task in replacing these history, we said the good on you.
Citation “blows every-
cars—which may explain why they’ve body into the weeds.” We
hung around so long. —Mike Duff didn’t say that in the 2020–23 JEEP
story or in a headline, GLADIATOR
but on the cover of the Our excitement at the
May 1979 issue. idea of a Wrangler pickup
landed the Gladiator on
10Best in its debut year.
The Numbers 1985–89 But its versatility is
— MERKUR XR4TI 1987–91 overshadowed by a
300-hp turbo 2.0-liter flat-4, 350-hp turbo A European Ford with a STERLING 825/827 truckish ride and highway
2.5-liter flat-4, 394-hp 4.0-liter flat-6; turbo four driving the rear We gave the Sterling a drone that, like a crying
6-speed manual, 7-speed dual-clutch wheels sounded like a very positive review, baby, can’t be ignored.
automatic BMW killer. We wish we’d saying, “And the victor, it
Base: $69,950–$98,950 never learned to pro- appears, will be the
C/D Test Results nounce mare-coor. American car buyer.” In
• 60 mph ............................................... 3.4–4.3 sec fact, the real victor was
• 1/4-Mile ............................................ 11.6–13.0 sec the American car buyer
• Top Speed (mfr’s claim) ........... 170–182 mph who bypassed this
• Braking, 70–0 mph ........................... 141–149 ft problem-plagued British
• Roadholding, 300-ft Skidpad ..... 1.01–1.06 g knockoff and bought an
EPA Fuel Economy Acura Legend instead.
• Comb/City/Hwy ....... 19–24/17–21/24–27 mpg

I LLU ST RAT IONS BY CHRIS PHILPOT 37

 SUBARU BRZ AND
10BEST
CARS
FOR 2024
TOYOTA GR86
If you think small, lightweight, joyful sports cars are dead,
you haven’t looked in the right places.
As the SUV-ification of the auto market continues unabated tional love this year by finally making adaptive cruise con-
and mega-horsepower EVs quickly become the new hot- trol, automated emergency braking, and lane-departure
ness in the high-performance space, the Subaru BRZ and warning available with the six-speed manual.
Toyota GR86 look more and more like outliers. Small, Both were structurally stiffened as part of their 2022
light, naturally aspirated, and manually shifted, this redo, and that solid base allowed each brand’s chassis
delightfully analog duo flies in the face of many current engineers to do their best work. The suspension tuning
trends, and they’re all the better for it. between the two is slightly different, as we noted when
Not merely a tonic to prevailing winds, these sports driving them back to back in a 2022 comparison test. We
cars are exciting in their own right. During our 10Best test- found the BRZ a little more compliant, and the GR86 eas-
ing, the GR86 was often just as quick through the chal- ier to coax into oversteer. New this year, both models offer
lenging sections as more powerful and more expensive optional upgraded shock absorbers: Sachs dampers as part
contenders—some vastly so. With their lithe handling, of the GR86’s Trueno Edition and Performance package or
faithful steering, predictable behavior, and plentiful feed- Hitachi dampers on the BRZ tS. Those variants also come
back, the GR86 and BRZ encourage you to push harder. with Brembo brakes, and drivers who track their cars will
The Subaru-sourced 2.4-liter flat-four loves to be welcome the beefier stoppers.
wrung out, delivering its peak torque at 3700 rpm and its Those who dismiss the interiors as cheap and basic
power peak at 7000 revs. With 228 horsepower, the engine probably haven’t been in the latest versions, which are
sends this little coupe to 60 mph in 5.4 seconds when much improved. We’ll grant that the rear seats are strictly
paired with the stick shift, nearly a theoretical, but so what? Fold
full-second improvement over the them down, and a spare set of
smaller engine in the first genera- The Numbers tires fits back there. If you’re look-
tion. A six-speed automatic with — ing to cart three friends around,
228-hp 2.4-liter flat-4; 6-sp man, 6-sp auto
paddle shifters and a Sport mode Base: $31,500–$36,500 (C/D est) you have literally hundreds of
is available, but the manual is the C/D Test Results (excluding Performance/tS) models to choose from. If, instead,
way to go. Friendly clutch takeup • 60 mph ............................................... 5.4–6.3 sec you’re looking for maximum
• 1/4-Mile ........................................... 13.9–14.8 sec
and smooth shift action make this • Top Speed (mfr’s claim) ........... 134–140 mph driving fun for a very attainable
an ideal manual for first-timers or • Braking, 70–0 mph ........................... 152–167 ft price, the choices have dwindled
those often mired in stop-and-go • Roadholding, to a precious few. Fortunately, the
300-ft Skidpad ............................. 0.89–0.99 g
slog. Subaru and Toyota show EPA Fuel Economy (C/D est) Subaru BRZ and Toyota GR86 are
row-your-own buyers some addi- • Comb/City/Hwy ...... 22–25/20–21/27–31 mpg still among them. —Joe Lorio

38 PHOTOGRAPH BY GREG PAJO ~ JANUARY 2024 ~ CAR A N D DRIV ER

 BASE PRICE MAX PRICE

Chevrolet Corvette Stingray and E-Ray $69,995 $157,055

Porsche 718 Cayman and Boxster $69,950 $147,170 (we think)

Cadillac CT5-V Blackwing $96,990 $139,140

Ram 1500 $41,415 $128,350

Porsche Macan $62,550 $126,710 (we think)

Lucid Air Pure $78,975 $94,425

Cadillac CT4-V Blackwing $62,890 $93,840

Kia EV9 $56,395 $78,000

Genesis GV70 (all) $46,095 $75,945

Toyota Grand Highlander $44,465 $61,545

$110,000
Hyundai Ioniq 5 $42,985 $59,585

Kia Telluride $37,355 $55,340

Acura Integra Type S $51,995 $52,595

$25,045 $46,345 Honda Civic

$24,995 $43,570 Ford Maverick $125,000 $150,000

$28,745 $43,135 Toyota Prius (all)

A Price
$30,825

$28,990
$41,630 Honda CR-V

$40,090 Honda Accord (all)

Is Right
$31,500* $36,500* Subaru BRZ/Toyota GR86

$21,495 $27,205 Chevrolet Trax

*ESTIMATED

0 $25,000 $50,000 $75,000 $100,000

I NFO G RA PHIC BY NICO L AS RA P P 39

 You may be unsurprised to learn that 10Best
voters praised the Toyota Prius for
its “sleek, daringly styled hatchback
bodywork.” But—record scratch—
those plaudits were from 20 years ago
10BEST when the 2004 Prius first made the
CARS 10Best list. That second-generation
car became synonymous with “hybrid”
FOR 2024 and cemented the geek-chic appeal of a
wild shape married to superlative fuel
economy. It only took two decades, but
Toyota’s recaptured that very specific
mix and added something to appeal to
our enthusiast hearts: muscle.
If you wanted to drive a 220-hp
Prius in 2004, you’d probably begin
by scavenging junkyards for a Ford
Taurus SHO V-6. Now, you simply
climb into a Prius Prime and push
TOYOTA
PRIUS
What happens when a car
that’s synonymous with
a certain set of virtues
adds a whole bunch more?
It ends up here.
40 PHOTOGRAPH BY GREG PAJO ~ JANUARY 2024 ~ CAR A N D DRIV ER
the start button. The Prime hits 60
mph in 6.5 seconds, a showing that
goes a long way toward justifying its
Lamborghini-like windshield angle.
The base car isn’t far behind, its 194
horsepower good for a 7.1-second run
to 60. The 196-hp all-wheel-drive
model seems aimed right at the heart
of Subaru owners. But surely a car
that’s this quick and looks concept-car
futuristic costs a ton of money, right?
Nope. Prices start at less than $30K
and barely breach the $40K barrier
for a fully loaded Prime. Prius haters,
it seems, don’t have a lot of material to
work with these days.
It speaks to the magnitude of the
Prius’s reinvention that it took us this
long to mention its fuel economy,
which is, of course, still superb. Efficiency was once the The genius of the second-generation Prius was
primary (and sometimes only) reason to buy a Prius, that it turned its efficiency into a Kamm-back style
but now it’s more like a delightful Easter egg hidden in statement, design and engineering proudly inter-
a package that appeals on plenty of other merits. The twined. But there was still a certain penury baked
Prius earns an EPA combined rating as high as 57 mpg, into the bargain, an assertion of noble sacrifice in the
and doing our worst—you know, driving the way we name of glorious mileage—you can have 50 mpg or a
drive—we observed 45 mpg in the Prius Limited. We healthy stable of horsepower, but not both. The new
saw 49 MPGe in the Prime, which also returned 33 Prius erases half of that formula, retaining its core
miles of electric-only range at 75 mph. That could be efficiency while beefing up the muscle and, just for
enough range to realize the promise of fully electric good measure, wrapping it all in a package that reli-
daily driving, depending on your routine, while still ably causes onlookers to blurt, “That’s a Prius?” Yes,
allowing spur-of-the-moment indeed. The Prius philosophy
500-mile adventures. now embraces 19-inch wheels
Again, we’re struggling to The Numbers (17s come standard on the base
add the qualifier you’d expect, — trim) and overhangs so short
the flaw that undermines 150-hp 2.0-liter inline-4 + 2 or 3 AC they’re measured in quarks. The
motors (194, 196, or 220 hp combined);
the Prius argument. Uh, that continuously variable automatic, cognitive dissonance will likely
roofline is pretty low—only continuously variable automatic/ persist for a while.
about five inches higher than direct-drive But probably not for another
Base: $28,745–$33,770
a Supra’s—so watch your head C/D Test Results 20 years. We’d say Toyota’s sig-
climbing in? And we regret to • 60 mph ...................................... 6.5–7.1 sec nature hybrid finally regained
inform you that, despite our • 1/4-Mile .................................. 15.1–15.5 sec its 10Best form, but that’s not
• Top Speed ............................... 112–116 mph
petitions, the Prius still doesn’t • Braking, 70–0 mph .................. 171–179 ft really accurate. To find its way
offer a six-speed manual trans- • Roadholding, back, the Prius set off in a new
mission. Roaring-2020s Toyota 300-ft Skidpad ................... 0.84–0.87 g direction altogether.
EPA Fuel Economy and Range
is cool, but not that cool. • Comb/City/Hwy ............... 48–57/49–57/ —Ezra Dyer
47–56 mpg
• Comb Gas + Electricity
(Prime) ................................. 114–127 MPGe
• EV Range (Prime) .................... 39–44 mi

Finally, a Prius
capable of passing
other cars on the
highway.
—DAN EDMUNDS

The most windshield

rake this side of an
’88 Countach.
—EZRA DYER

I bet the Prius

Prime would have
knocked David
E.’s hat into
the creek.
—AUSTIN IRWIN

41
Winners
A look back at 10 of 2023’s notable high
achievements and low moments.
by Ezra Dyer / illustration by Michael Byers
THE BOOTY PATROL
Yes, police deputies in DeSoto
County, Florida, issued Gabriel
Luviano a citation regarding his
white Chevy Silverado. No, it wasn’t
for the graphics, which resem-
ble the U.S. Border Patrol’s color
scheme but substitute “Border”
with “Booty.” The ticket was for
“violating FSS 316.2397, which per-
tains to Certain Lights Prohibited.”
In other words, Florida might have
laws, but not one against calling
your truck the Booty Patrol. And
if you can’t appreciate a victory
for juvenile humor, that’s probably
because you smell like bum-bums.
LEE MEYER AND HOWDY DOODY
We’ve all been in this situation:
You need to haul your 2200-pound
Watusi bull, and you’ve got a 1996
Ford Crown Victoria, so you cut
off half the roof, reinforce the
suspension, and head on down the
road. Next thing you know, some
nervous Nellie calls the fuzz, who
decline to issue a ticket because
“improper Panther-platform
bovine accommodations” isn’t on
the forms. That’s how it all went
down for Lee Meyer of Neligh,
Nebraska, and his bull, Howdy
Doody—who, based on the looks
of the Crown Vic’s passenger’s-side
rear quarter-panel after his high-
way jaunt, lives up to his name.
RIMAC’S BACKUP PLAN
In 2023, Rimac set out to break
every record it could think of with
the Nevera: quickest EV Nürburg-
ring lap, highest top speed (256
mph) for an EV, quickest produc-
tion car up the hill at Goodwood.
But the silliest record is maybe also
the most impressive: fastest car in
reverse. At the Papenburg proving
ground in Germany, driver Goran
Drndak used the rearview mirror
to aim a Nevera down the track at
171 mph. To put that in perspec-
tive, that’s 108 mph faster than the
reverse speed we attained with a
rented Lincoln
Town Car in 2011.
NASCAR’S DISCIPLINARIANS
Based on the past year, NASCAR’s
in-house scolds should have excel-
lent job security—what with all
the fights. In February, Daytona
hosted a race called the “Beef.
It’s What’s for Dinner. 300” that
foreshadowed a season full of bad
blood and fisticuffs. There was the
Ross Chastain–Noah Gragson main
event at Kansas. A royal rumble
erupted among rival crews at a late-
model race at Martinsville. And
Nick Sanchez and Matt Crafton
squared up after the truck race at
Talladega. At this rate, next year’s
driver stats will include wins, laps
led, and technical knockouts.
PININFARINA
Pininfarina is known for stunning
design, and its latest masterpiece
is no exception. Witness the ZX5
(yes, that’s it, below), a single-
seater that packs twin motors,
all-wheel drive, and tungsten-
carbide–studded tires. Pininfarina
calls the ZX5 “an embodiment
of Italian excellence,” and we’re
inclined to agree. Behind the
wheel of a ZX5, the
bumps simply
melt away.
and
CAR SHIPPERS
Losers
In 2022, it was the Felicity Ace.
Before that, the Golden Ray. Before
that, the Cougar Ace. Now the
Fremantle Highway—also the
name of the experimental jazz trio
that your weird uncle founded in
1977—is the latest casualty in the
car-carrying business. In July, the
Fremantle Highway caught fire in
the North Sea. It was eventually
towed to the Netherlands, where
salvage operators found that some
vehicles on the upper decks were
thoroughly melted. Meanwhile,
back on land, a freight train
derailed in Arizona, crushing a
bunch of new Fords. Say, remem-
ber how Cadillac used to ship
Allantés from Italy aboard 747s?
Maybe that wasn’t such a wild idea
after all.
PEOPLE WHO ARE THEIR OWN
MARINE ENGINES
Speaking of nautical adventures,
most of us would give up if the
Coast Guard told us we couldn’t
run a floating hamster wheel
across the ocean. But not Florida
man Reza Baluchi, who was picked
up in September off the coast of
Georgia on his way to England.
We’d almost be tempted to put him
in the winner category, except this
marked the fourth time he’d been
nabbed for this exact stunt. Why
not attempt to fulfill a more realis-
tic dream? We recommend trying
to drive 172 mph in reverse.
RICH FINNISH SPEEDERS
Finland is one of the European
countries that base traffic fines on
personal income. So if, like Andres
Wiklöf, you’re rolling in cheddar,
even a minor infraction can turn
into a literal big-ticket item. And
in June, Wiklöf was clocked doing
20 mph over the limit, resulting in
a ticket for about $130,000. No big
deal for the Wikmeister, though,
who has paid roughly $300,000 in
traffic fines over the past decade.
TESLA DRIVERS AT SUPERCHARGERS
Well, it was a nice run, Tesla own-
ers. You had Superchargers—the
only consistently functional DC
fast-charging network in the
country—all to yourself. Then
Tesla licensed its wares to nearly
every other automaker on earth,
ensuring that Tesla drivers will
soon know the feeling of watching
an EV Hyundai Kona charge from
95 to 100 percent at the only plug
that might be available anytime
soon. Hey, at least you’ll be able to
send your car out to charge itself
any day now. Like next month. Or
the month after. Maybe the month
after that, at the latest.
THE OWNER OF A LONELY RECALL
How much like a total loser would
you feel if there were a recall that
applied only to your personal car? If
not for bad luck, you’d have no luck
at all, right? That must be how one
person felt last May when NHTSA
issued a recall for a single car deliv-
ered with a set of potentially unsafe
wheels. The car was an obscure
French number called the Bugatti
Chiron Super Sport, and the recall
notice said that the incorrect wheels
“can have a negative influence
on the vehicle airflow and lateral
control behavior in the Top Speed
mode.” Well, that’s it. We’re
never buying one of those!
 10BEST
TRUCKS AND
SUV S
FOR 2024
RIGHT
ON, TRAX!
Small, inexpensive crossovers aren’t often
where one finds inspiring execution, but the
Chevrolet Trax defies expectations, and its
own history, to end up a winner.
What’s a common complaint from buyers of small vehicles? That they’re
too small, of course. Chevy is looking to neutralize that one with
this new substantially larger Trax, stretching its overall length by a
whopping 11.0 inches and leapfrogging the competition. While the
least expensive but no longer smallest Chevy retains pricing firmly
in subcompact-crossover territory, its 106.3-inch wheelbase exactly
matches that of the class-larger Honda CR-V. There’s 37 percent more
cargo volume behind the rear seats than before, and it has three
more inches of rear legroom, enough for the knees connected to
this 99th-percentile male to tuck behind the front seat set for an
equally lanky driver.
44
More for less is a good way to nail our value
criteria, which, along with how well a vehicle
fulfills its intended mission and how thrilling it
is to captain, are the key factors for 10Best. If the
Trax’s fun-to-drive leg of the three-legged cri-
teria stool is far shorter than some of the other
winners’, it stands tall on the other two. While
the Trax is not overtly thrilling dynamically,
we respect its solid competence and appreciate
characteristics such as steering and brake feel
that are solidly above average.
Despite its sizable growth, the Trax bucks
the norm by not gaining weight. The top-
trim Activ model weighed in at a svelte 3069
pounds, 82 pounds lighter than the last front-
wheel-drive Trax we tested. Part of the slim-
ming is due to dropping an all-wheel-drive
option, something buyers in the Midwest and
Northeast might balk at, even if Chevy is right
PHOTOGRAPH BY JOHN ROE ~ JAN UARY 2024 ~ CAR AND DRIV ER

The Numbers that pretty much no one
— truly needs it. The new
137-hp turbo 1.2-liter inline-3; 6-speed Trax’s roofline is also more
automatic
Base: $21,495 than three inches lower,
C/D Test Results (Activ) making the SUV look and
• 60 mph ............................................ 8.8 sec
feel more wagon-like in
• 1/4-Mile ...................... 16.8 sec @ 81 mph
both profile view and seat-
• Top Speed (C/D est) .................. 115 mph
ing height. You’ll get no
• Braking, 70–0 mph ........................ 180 ft
• Roadholding, 300-ft Skidpad ... 0.84 g complaints from us on that.
EPA Fuel Economy
• Comb/City/Hwy ............. 30/28/32 mpg Even though the new
Trax loses a cylinder, its
137-hp 1.2-liter inline-three
provides adequate power,
and it outaccelerates its predecessor across the board, although 8.8
seconds to 60 mph is still poky by today’s standards. It also did better
than the previous Trax on our highway fuel-economy loop, return-
ing 30 mpg. The Trax is quieter than expected too, with standard
active noise cancellation helping both at wide-open throttle and at
a 70-mph cruise, where our reading of 69 decibels means it is just
as quiet as a Lexus NX350.
A base Trax starts at $21,495, and even the top-of-the-line Activ
at $24,995 is roughly half the price of the average new vehicle today.
Wireless Android Auto and Apple CarPlay, a Wi-Fi hotspot, and an
Pleasantly basic without
seeming too glaringly cheap.
—MIKE SUTTON
This interior shows
that a $26K GM
interior looks a lot like
a $56K GM interior.
—ERIC STAFFORD
8.0-inch touchscreen are standard. Higher trims
get an 11.0-inch touchscreen and are available
with wireless device charging and a sunroof.
While you won’t be surprised that at this price
the interior has plenty of hard plastics, uplevel
models add a wrapped steering wheel to soften
the place your hands always touch.
In nearly every aspect, the Trax is both better
than we expected and better than it needs to
be, a textbook way to earn a place on this list.
—Dave VanderWerp
DRIVETRAIN DELETE: Like Hyundai with its
Venue and Kona or Kia with its Soul and
Seltos, Chevy fields two entries in the sub-
compact-crossover class, one that’s front-
drive only and the other with an all-wheel-
drive option. Chevy can steer buyers who
must have the latter toward a $26,395 Trail-
blazer. Dropping the option from the Trax is
about more than removing half-shafts and a
center coupling. Even front-wheel-drive
versions of vehicles that offer all-wheel drive
carry extra mass that’s only there for the
other variant. If the platform doesn’t have to
cope with the heavier version, its structure
and suspension can be slightly slimmer and
the brakes marginally smaller, leading to a
cascade of weight and cost savings.
45
 10BEST
TRUCKS AND
SUV S
FORD MAVERICK Big and tall isn’t the only
way to make a great pickup.
ride, lighter weight, and inherently better
fuel economy on offer were bound to—dare
FOR 2024 Small, efficient, and affordable we say—cross over to the pickup segment.
can be pretty great too. The Maverick employs a stretched-
wheelbase version of the unibody platform
that underpins the Bronco Sport and the
For the last couple of decades, the mantra seemed to be, “The only good Escape. Its interior is uniquely designed with
pickup is a big pickup.” Everything in this broad category has grown unashamed hard plastics styled in interest-
larger, from the heavy-duty “one-ton” trucks at the top to the “half-ton” ing ways. It is available only as a crew cab,
trucks in the middle on down to the “compact” trucks at the bottom. The but because it’s a true compact, few should
fact that these monikers appear laughable today only underscores the bemoan the back seat’s somewhat tight
point. This upsizing in the name of payload and towing one-upmanship dimensions. We’re glad the designers didn’t
has created a vacuum at the bottom, a white space in the product land- harp on that overmuch because it allows
scape that the Ford Maverick slides into neatly. for a nice-size bed that’s squared off, deep-
The first time we drove a Cyber Orange Maverick hybrid to a gas sided, and able to hold a surprising amount.
station, a group of people swarmed us, coalescing from three different The Maverick is a fully functional pickup,
pumps, all wanting to know more, as if this were some exotic Lambor- something we can’t always say about Hyun-
ghini. “Is this the hybrid?” “What kind of fuel economy does it get?” “It dai’s Santa Cruz.
has a bigger bed than I imagined.” Clearly, Ford has struck gold with The front-wheel-drive-only hybrid that
the Maverick. got all the attention earns an astounding 37
As for the Maverick’s unibody construction and front-drive roots, the mpg combined (42 city/33 highway) courtesy
SUV market has warmly embraced such crossovers, with body-on-frame of its 2.5-liter inline-four and electric motors.
products relegated to the heavy-duty end of the spectrum. The smoother The turbocharged 2.0-liter models deliver 26
mpg combined and 30 mpg on the highway
(with front-wheel drive) or 25 mpg com-
The Numbers The 1990s Mercury bined and 29 mpg highway (with all-wheel
— Topaz blue interior drive). For the path less traveled, the off-
162-hp 2.5-liter inline-4 + 2 AC motors (191 hp doesn’t bother me,
combined), 250-hp turbo 2.0-liter inline-4; and this would road-focused Tremor package comes with
continuously variable automatic, 8-speed make an incredible a raised stance, taller all-terrain tires, and a
automatic first vehicle. torque-vectoring rear differential. What all
Base: $24,995–$27,215 —DAVID BEARD
C/D Test Results of them share is an affable nature and agile
• 60 mph ................................................ 5.9–7.7 sec maneuverability that’s absent from swollen
• 1/4-Mile ........................................... 14.5–15.9 sec pickups. Perhaps bigger-is-better thinking
• Top Speed ........................................ 109–110 mph
• Braking, 70–0 mph ........................... 158–172 ft really has run its course. —Dan Edmunds
• Roadholding, 300-ft Skidpad ... 0.80–0.82 g
EPA Fuel Economy
• Comb/City/Hwy ..... 21–37/20–42/24–33 mpg

46 PHOTOGRAPH BY GREG PAJO ~ JANUARY 2024 ~ CAR A N D DRIV ER

The 10 Best
Components
These car parts stand apart.
ENGINES
Ferrari F140 V-12,
Corvette Z06 LT6 V-8,
Ford High Output Power
Stroke diesel V-8
We’re going to say yes to
naturally aspirated, 8000-
plus-rpm screamers as long
as we can. But if you need
to tow more than just
yourself (up to 40,000
pounds), go with the beefy
Power Stroke diesel with
1200 pound-feet of torque.
ELECTRIC MOTOR
Lucid
The EV startup’s clever and
compact design for its inte-
grated motor/inverter/
reduction gear is incredibly
power dense at about 160
pounds. In the Air Sapphire,
three of them combine for a
battery-limited—limited!—
1234 horsepower.
TIRES
Michelin
Pilot Sport
Cup 2 and 2 R
The proof is in the results:
Cars wearing the
highest-end Michelin rubber,
either Pilot Sport Cup 2s or
the latest Cup 2 Rs, litter
the top of our all-time Light-
ning Lap leaderboard.
SEATS
Honda Civic Type R, Volvo
60-/90-series
For trackworthy support
without instant fatigue on
the street, the Civic Type R’s
buckets strike the best
balance. But for pure
comfort, the firm and per-
fectly sculpted chairs from
Volvo’s 60- or 90-series
vehicles will cause your
cheeks to rejoice.
CHARGING
Hyundai Motor Group’s
E-GMP 800-volt
architecture
There are plenty of more
expensive EVs, but the
800-volt platform that
underpins the Hyundai Ioniq
5 and 6, the Kia EV6, and
the Genesis GV60 beats
everything when it comes to
STEERING DC fast-charging speeds.
McLaren
Supercar maker McLaren
sticks with electrohydraulic
power steering to maximize
feedback and feel. Then
again, the best electrically
assisted racks, such as those
in the Porsche 911 GT3 RS
and Cayman GT4 RS or the
Subaru BRZ/Toyota GR86, INTERIOR MATERIALS
are getting pretty darn close. Rolls-Royce
There are no piles deeper
nor hides richer than those
in a Roller’s breathtaking
interior.
DAMPERS
Multimatic
Whether they’re under the
Ford GT supercar, Chevy’s
ZR2 pickups, or the Ferrari
Purosangue SUV, Multimat-
ic’s spool-valve dampers are
the best in the business, be
they the passive DSSV, the
adaptive ASV, or the fully
INFOTAINMENT
active TASV units.
Anything with Apple
CarPlay or Android Auto
We’re perfectly happy to
carry around our info-
tainment in our pocket. Just
give us a touchscreen and
phone mirroring to control
it in the car.
TRANSMISSIONS
ZF (almost all of them)
ZF manufactures our favorite six-speed manual, the one exclu-
sive to Porsche’s GT cars, as well as the best automatics (dual-
clutch or conventional), which have incredible bandwidth
between luxury-car smoothness and shockingly aggressive
shifting. The supplier’s nine-speed transaxle is a rare miss.
47
 10BEST
TRUCKS AND
SUV S
FOR 2024
PRETTY
AND POLISHED
The Genesis GV70 is here not to
reinvent the compact luxury SUV
but merely to elevate it.
Rather than rewrite the compact-luxury-SUV playbook, Gen-
esis is perfecting it with the gas-powered GV70 and the
Electrified GV70. Though there’s nothing fundamentally
groundbreaking about the GV70 model line, it still stands
out by leaning into the ethos that defines a luxury product.
Even the base GV70s exude grandeur. No matter the
trim, all GV70s incorporate rich interior materials. These
high-end wares complement a clean layout featuring
thoughtful ergonomic touches, such as driver-centric
HVAC controls and physical buttons that afford easy access
48
You can’t spell
“boost” without
“boo”! Which is
fitting, because
this acceleration
is scary.
—EZRA DYER
to the infotainment system’s most regularly used features.
The exterior design may draw less universal acclaim,
but its look is no less regal. Split headlights and taillights
accompany haunched fenders, while mesh patterns on the
grille and fascias are the kind of intricate details you find on
vehicles that sticker for far more than the $46,095 Genesis
asks for its compact SUV to start.
Quality and comfort are the GV70’s fortes, and its
relaxed suspension setup, snug seats, and quiet and rea-
sonably roomy cabin coddle those seated within. Find a
twisting road, though, and the GV70 still holds its own.
Communicative steering and a responsive chassis provide
a dynamic competence akin to a sport wagon, not an SUV.
The base 300-hp turbocharged 2.5-liter four-cylinder is
perfectly adequate and will surely please most GV70 buy-
PHOTOGRAPH BY JOHN ROE ~ JAN UARY 2024 ~ CAR AND DRIV ER
 Ya
SAME BUT DIFFERENT: Underneath is
Don’t
where to find the biggest differences
between the two nearly identical-looking
GV70 variants. To cope with the EV’s
Say
extra mass and output (it weighs nearly
500 pounds more than its V-6 sibling
Some of the more
and has over 100 additional horsepower
quotable quotes
and pound-feet of torque), the Electri-
from the logbooks
fied GV70 gets significant structural at 10Best.
upgrades, including two carbon-fiber
crossbeams that run underneath the Lucid Air: Where the A
in A-pillar stands for All
battery pack. They are part of both a 24 up in yo’ face!
percent increase in torsional rigidity and —CARLOS LAGO
a sizable reduction in the number of
pieces that make up the Electrified’s The Apple CarPlay
body in white—374 versus 456. interface perfectly paper-
bags the otherwise archaic
infotainment interface in
the Subaru Crosstrek.
—ERIC STAFFORD

How did Mazda create

an all-new inline-six that
sounds like a rough V-6?
—DAVE VANDERWERP

Hmm, $117,340 for

355 horsepower? Not
this time, Mercedes-
Benz EQS450 SUV.
—JOE LORIO

If the Ford F-150 Raptor R

isn’t an eloquent middle
finger to physics, I don’t
know what is.
ers. Given our power-hungry tastes, we have an affinity for the available 375- —MIKE DUFF
hp twin-turbo 3.5-liter V-6’s creamier powerband and more sonorous song.
The most powerful GV70 variant forgoes internal combustion altogether. Does the $47,995 Dodge
The $67,645 Electrified GV70 employs a 77.4-kWh battery pack to power Hornet R/T Plus have
$20,000 in cash hiding in
an electric motor at each axle, which together produce 483 horsepower and it somewhere? —JOE LORIO
516 pound-feet of torque. That’s enough grunt to shoot the all-wheel-drive
battery-electric model to 60 mph in 3.8 seconds—0.8 second ahead of the Is there a cricket
V-6 and 1.8 seconds quicker than the four-cylinder GV70. playing a drum set in
The Electrified GV70 may go the Tesla Model Y?
—MEREDITH CONROW
only 190 miles on our 75-mph
highway test, but its 800-volt The Numbers
— Do people who complain
electrical architecture enables about the grittiness of the
300-hp turbo 2.5-liter inline-4, 375-hp
quick recharge times on DC twin-turbo 3.5-liter V-6, 2 AC motors (483 hp Honda Pilot’s V-6 also hate
fast-chargers: The battery pack combined); 8-speed automatic, direct-drive the sound of horsepower?
Base: $46,095–$67,645 —AUSTIN IRWIN
ILLUSTRATIO NS BY PE TE SUCHESKI

went from 10 to 90 percent in

24 minutes in our testing.
In its pursuit of perfecting
the formula for a compact lux-
ury SUV, Genesis created one
of the best vehicles in the seg-
ment. The GV70 may fall short
of perfection, but it comes damn
close. —Greg Fink
C/D Test Results
• 60 mph ............................................... 3.8–5.6 sec I love the idea of the
• 1/4-Mile ............................................ 12.3–14.1 sec Bronco, just not the
• Top Speed (C/D est) ........................... 150 mph deafening reality of it.
• Braking, 70–0 mph ........................... 167–183 ft —MIKE DUFF
• Roadholding,
300-ft Skidpad .............................. 0.82–0.86 g
EPA Fuel Economy and Range Is the F-250 diesel what
• Comb/City/Hwy ..... 20–24/18–22/24–28 mpg brought all the other
• Comb/City/Hwy (EV) ............ 91/98/83 MPGe 10Best cars to camp?
• Range (EV) ................................................ 236 mi —EZRA DYER

49
 MODERN
10BEST
TRUCKS AND
SUV S
FOR 2024
FAMILY WAGON
The Honda CR-V successfully fills the role of today’s do-it-all vehicle.

It’s funny how memory works. Some of us—okay,
one of us—thought that at the CR-V’s launch
in the late 1990s, the abbreviation stood for
“Civic Recreation Vehicle.” Except that isn’t
true. The 1997 SUV’s name meant “Com-
fortable Runabout Vehicle.” That’s border-
ing on nonsense, which may be why we
didn’t remember it.
The 2024 CR-V reminds us of the first-
gen model in no way. Instead, it picks up
where the Civic and Accord leave off. We
get it. You don’t want a sedan. You want to
sit high. That’s okay. And since Honda no
The Numbers
— but neither term applies. This interior is roomy and airy, with materials
190-hp turbo 1.5-liter inline-4, 145-hp 2.0-liter
inline-4 + AC motor (204 hp combined);
continuously variable automatic, direct-drive
Base: $30,825–$36,525
C/D Test Results (AWD)
• 60 mph ............................................... 7.9–8.3 sec
• 1/4-Mile ........................................... 16.3–16.4 sec
• Top Speed .......................................... 111–121 mph
• Braking, 70–0 mph ........................... 168–171 ft
• Roadholding,
300-ft Skidpad ............................. 0.84–0.85 g
EPA Fuel Economy
• Comb/City/Hwy .... 29–40/27–43/32–36 mpg
longer makes an Accord wagon, the CR-V fills the void in the product
portfolio almost perfectly. It even mostly uses the Accord’s powertrains.
A turbocharged 1.5-liter inline-four, tuned for 190 horses and paired
with a CVT, serves as the base motivator, and as with the Accord, the
uplevel powertrain is a 204-hp hybrid setup. Both offer supreme refine-
ment, an opinion backed up by the hybrid’s interior sound-level measure-
ments of 72 decibels at wide-open throttle and 68 decibels while cruising
at 70 mph. All-wheel drive is available with either setup.
Anyone thinking the hybrid is a rehash of borrowed tech should know
that it is, in fact, a novel design. There’s no CVT, and it doesn’t sound or
feel like most other hybrids when you crack the whip. The Atkinson-cycle
2.0-liter engine revs and mimics gearchanges, but there aren’t any con-
ventional ratio swaps. The transmission selects one of three direct-drive
ratios; one is the primary electric motor, and the other two engage when
the engine is directly driving the wheels.
The CR-V may be in a segment that identifies as “small” or “compact,”
that feel rich for the $30,825 starting price. And its cargo hold is massive,
swallowing up to 29 carry-on suitcases with the rear seats folded.
Best of all, if you regularly treat your Waze ETA as a time to beat, the
CR-V doesn’t fall apart. Calling it a Comfortable Runabout is an under-
sell. It should stand for Charmingly Rational Vehicle. —K.C. Colwell

50
ELECTRIC ICON
Underneath the Hyundai
Ioniq 5: the most advanced EV
platform. On top: a head-turn-
ing design. Inside: exceptional
space efficiency. Equals: a
10Best winner.
The Hyundai Ioniq 5 largely eliminates the typ-
ical compromises that come with driving an
EV. Limited range? The standard 58.0-kWh
battery pack nets an EPA-estimated range
of 220 miles, while the available 77.4-kWh
pack offers up to 303 miles of EPA-estimated
range on a full charge.
Slow charging speeds? With its 800-volt
electrical architecture, the Ioniq 5’s big bat-
tery went from 10 to 90 percent in just 26
minutes in our test when connected to a
350-kW fast-charger.
Easy access to fast-charging stations?
Well, that’s still a bit of a sore spot. How-
ever, the option to charge at Tesla stations
beginning in early 2025 ought to improve
this piece of the EV ownership puzzle.
But the Ioniq 5 is more than just a great
battery-electric SUV; it’s an all-around
great SUV. Of course, it helps that the retro-
Even though it’s
technically an SUV,
it’s still a good car.
—MIKE SUTTON
P H OTO G RA PH BY J O HN RO E ~ JA N UARY 2024 ~ CA R A N D DR I VER
futuristic design remains as fresh as it did when Hyundai first pulled
the covers off the model nearly three years ago.
Looks are subjective, but measurements are not, and taking out
the ruler reveals the Ioniq 5’s impressive packaging efficiency. Credit
Hyundai Motor’s E-GMP platform that underpins it. With a compact
electric drivetrain, an underfloor-mounted battery pack, a long 118.1-
inch wheelbase (3.9 inches longer than that of the three-row Palisade),
and a stubby overall length of 182.5 inches (just 0.2 inch longer than the
compact Tucson), the mid-size Hyundai SUV’s interior is grandiose and
space efficient. There’s enough rear-seat legroom for an NBA center and
ample cargo space to boot. We fit six carry-on-size suitcases behind the
rear seats and 20 with the rear seatbacks folded. A small frunk hides
under the hood, though it’s not much use for carrying anything larger
than a laptop.
No one will confuse this Hyundai for a Genesis, but its interior quality,
chic decor, quiet cabin, and cosseting ride more than live up to the expec-
tations set by its $42,985 starting price. Though the Ioniq 5 prioritizes
comfort and convenience, it’s no dullard once the road starts to turn
thanks to its low center of gravity, light but precise steering that weighs
up nicely in corners, and predictable brake-pedal action. For those need-
ing more, a track-prepped, 641-
hp 2025 Ioniq 5 N arrives later
this year. The Numbers
Regardless of what powers it, —
the Ioniq 5 is simply one of the 168- or 225-hp AC motor, 2 AC motors
(320 hp combined); direct-drive
best two-row SUVs currently Base: $42,985–$50,535
available. No wonder it has suc- C/D Test Results (SEL AWD)
cessfully defended its spot on • 60 mph ............................................ 4.4 sec
• 1/4-Mile ..................... 13.1 sec @ 103 mph
the 10Best list. —Greg Fink • Top Speed ...................................... 117 mph
• Braking, 70–0 mph ........................ 185 ft
• Roadholding, 300-ft Skidpad ... 0.84 g
EPA Fuel Economy and Range
• Comb/City/Hwy ............ 99–114/110–132/
88–98 MPGe
• Range ....................................... 220–303 mi
A friend asked me if the Ioniq 5 was Zorro’s car,
and I dismissed him as the idiot he is. But now I
see what he is talking about. —K.C. COLWELL
51
 It took nearly a century for the internal-combustion-
engine automobile to make the evolutionary
changes that led to the pioneer of spacious,
comfortable utility that was the first Dodge
Caravan. In barely a decade, EVs have become
10BEST rather good at transporting a lot of passengers
TRUCKS AND in comfort. Granted, the Kia EV9 is a three-row
SUV rather than a fully electric minivan, but few
SUV S want minivans anymore. The market has shifted
FOR 2024 to three-row SUVs, and Kia’s new EV9 uses the
packaging advantages of EVs to excel at the task
of hauling people.
A purpose-built electric platform like the
EV9’s E-GMP platform, which underpins the
EV6 along with the Hyundai Ioniq 5 and 6,
means Kia did not package the EV9 around the
need to fit a combustion engine up front or a
driveshaft or exhaust system underneath. That’s
allowed Kia to push the wheels much farther out
than in the similarly sized Telluride. The overall
lengths of these Kia three-row SUVs are nearly
identical, but the EV9’s 122.0-inch wheelbase is
KIA
EV9
Making the electric vehicle as
mainstream as the minivan with a
very compelling, family-moving,
good-looking three-row SUV.
52
7.8 inches longer, easing access to the third row.
There’s also a small (but useful) frunk under the
hood, and we love the EV9’s muscular stance
and edgy styling language.
An 800-volt electrical architecture brings
the capability for ultra-fast DC charging, and
there’s a choice of two battery packs, the largest
with a huge 99.8-kWh capacity. There’s also the
option of rear-wheel or all-wheel drive—even
the Caravan didn’t offer all-wheel drive until its
second generation.
Kia did an excellent job designing the cabin
for the EV9’s role as a family bus with lots of
room and—in plusher trim levels—plenti-
ful equipment. A tall driving position gives
an excellent view forward, and the 12.3-inch
infotainment touchscreen is easy to read
and instinctive to operate, as are the physical
switches that remain for heating and ventilation.
Space is generous for the second row and adult
viable for the third, so long as those in the mid-
dle don’t fully recline the captain’s chairs that
PHOTOGRAPH BY GREG PAJO ~ JANUARY 2024 ~ CAR A N D DRIV ER
come with the Light Long Range, Land, and
range-topping GT-Line trims.
The base rear-wheel-drive EV9 Light has 215
horsepower and a standard 76.1-kWh battery
but is also available in a Long Range variant with
the bigger pack. This cuts peak output to 201
horses but boosts EPA range from 230 to 304
miles. The all-wheel-drive powertrain has the
larger battery as standard, plus a peak output
of 379 horsepower and up to 516 pound-feet of
torque. In our 75-mph highway range test, the
GT-Line returned 240 miles, close to its EPA
estimate of 270 miles.
Charging is seriously fast. At a 350-kW DC
fast-charger, we observed the GT-Line gain 100
miles of range in just 13 minutes and the battery
go from 10 to 90 percent in 37 minutes. That
might not be as quick as a splash and dash, but
it does mean that a family-length rest stop could
add enough range to get you to the next one.
The EV9 is no lightweight, but it handles its
mass with aplomb. The GT-Line pretty much bent
the needle on our scales, weighing in at a prodigious 5839 pounds,
some 1300 pounds more than the all-wheel-drive Telluride—mass
that feels obvious when asking the EV9 to change direction. But a
compliant suspension maintained both discipline and comfort over
all but the roughest parts of the 10Best testing loop, where the EV9
suffered some head toss over big bumps at higher speeds. The EV9
GT-Line is also ridiculously fast for what it is, dispatching the 60-mph
benchmark in just 4.5 seconds, 2.2 seconds ahead of the 291-hp
Telluride. Drivers attempting to replicate that fully laden can try to
distinguish the squeals of terror from the ones of joy.
The EV9 is a pioneer in the electric vehicle’s transition from
unusual to commonplace. EV buyers are changing too, from per-
formative early adopters
guaranteed to drop into
every conversation that The Numbers
their car is electric to every- —
day folks concerned with 201- or 215-hp AC motor, 2 AC motors
(379 hp combined); direct-drive
more important stuff—like Base: $56,395–$65,395
the logistics of getting five C/D Test Results (GT-Line)
kids to softball practice. • 60 mph ............................................ 4.5 sec
• 1/4-Mile ..................... 13.3 sec @ 101 mph
The EV9’s moment is now. • Top Speed ..................................... 126 mph
—Mike Duff • Braking, 70–0 mph ........................ 184 ft
• Roadholding, 300-ft Skidpad ... 0.87 g
EPA Fuel Economy and Range
• Comb/City/Hwy ............ 80–89/88–100/
72–78 MPGe
• Range ....................................... 230–304 mi
Climb into the
third row, and
you’ll have a
front-row seat to
the EV9’s smart
packaging.
—TONY QUIROGA
Battery-electric propulsion
is a great brand equalizer,
which is much better news
for the Kia than it is for the
Mercedes EQS450 SUV.
—EZRA DYER
53
 10BEST
TRUCKS AND
SUV S
THE MOST
RECOMMENDED
When folks ask what SUV to buy, the Kia Telluride is a name that
keeps coming up. And we’ve also taken our own good advice.
We’ve been singing the Kia Telluride’s
praises for years. Officially past the
infatuation phase, we’ve now moved
in together and are happily cohab-
itating. And we mean that literally:
Since this polished and practical
SUV first started winning 10Best
trophies, multiple Car and Driver
staffers have parked Tellurides in
their personal garages, the latest
being our road test editor, Becca
Hackett, last summer.
The Telluride competes in the
mid-size three-row SUV segment,
but it’s so sweet that it seems
to transcend its competitive set
entirely. No matter what kind of
SUV you’re looking for, you can’t
really go wrong with the Telluride.
If you pony up for the higher
trims, some of which barely exceed
$50,000 even with all the good-
ies, it’s as luxurious inside as many
premium-brand vehicles. Unless
54
If you don’t believe us, know
that “Sir Charles” Barkley can
probably buy anything, and he
chooses to drive a Telluride.
—K.C. COLWELL
you’re a badge snob, who needs a luxury SUV? At the same time, the Telluride’s
lower trim levels, which start under $40,000, are affordable enough to reside
in the same price bracket as many smaller crossovers. Why buy a compact when
you can get this spacious mid-sizer with room to stretch out in all three rows?
Graceful and smartly designed, the Telluride just feels right. It beautifully
controls ride motions, and its naturally aspirated V-6 and eight-speed automatic
make such good partners that you hardly notice them going about their business.
The interior features logically organized controls, and the highly functional info-
tainment and gauge-cluster screens are neither overwhelming nor distracting.
And the exterior styling is aging gracefully, with sturdy lines and upscale detail-
ing that give it just the right amount of road presence without being overly flashy.
Admittedly, after five model years, some competitors have more new features
than the Telluride and offer more potent or efficient powertrains. For instance,
there’s still no hybrid variant, a nota-
ble omission from the lineup. But
the Telluride is so pleasant and well The Numbers
—
rounded that we still recommend 291-hp 3.8-liter V-6, 8-speed automatic
it to anyone who’ll listen. After all, Base: $37,355–$39,355
many of us have taken that same C/D Test Results (AWD)
• 60 mph ....................................................... 6.7 sec
advice. When you’ve got a product • 1/4-Mile ................................. 15.1 sec @ 93 mph
with as much baseline appeal as the • Top Speed (C/D est) ............................ 135 mph
Telluride, there’s no need for heady • Braking, 70–0 mph ................................... 175 ft
• Roadholding, 300-ft Skidpad ............. 0.81 g
claims or gimmicks. The Kia Tellu- EPA Fuel Economy
ride sells itself. —Joey Capparella • Comb/City/Hwy ..... 20–22/18–20/24–26 mpg
PHOTOGRAPH BY JOHN ROE ~ JAN UARY 2024 ~ CAR AND DRIV ER
 SHOP
exclusive appa d gear

SHOP.ROADANDTRACK.COM
 The Ram 1500 has been around awhile—the brand intro-
duced this generation for 2019—but the years have only
deepened our fondness for Stellantis’s full-size pickup.
With the Ram, there’s something for everyone: refrig-
erator-white Tradesmans with vinyl upholstery, luxe
10BEST Limiteds with interiors to rival a Range Rover, and
TRUCKS AND supercharged 702-hp TRXs, if that’s your thing. There
are no duds in the lineup, and every truck is tangible
SUV S
evidence of Ram’s mission to chisel away at Ford and
FOR 2024 GM’s domestic-truck market share.
While traditionalism is often an excuse for techno-
logical stasis, the Ram 1500 defies truck dogma and
offers four-corner air springs that can lower the body
at speed or raise it for increased clearance off-road.
The cabin can be had with quilted leather-upholstered
seats—heated, ventilated, and reclining front and rear.
The available multifunction tailgate is split and hinged
both vertically and horizontally. Everywhere you look,
there’s evidence of creative thinking and the license to
chase ideas that don’t fit pickup preconceptions.
TRYING
HARDER
Number-three sales status has pushed
innovation that keeps the Ram 1500
among our chart toppers.
Still more refined
than many “luxury”
vehicles competing
for 10Best this year.
—JOEY CAPPARELLA
56 PHOTOGRAPH BY JOHN ROE ~ JAN UARY 2024 ~ CAR AND DRIV ER
The Numbers
—
305-hp 3.6-liter V-6, 395-hp 5.7-liter V-8,
702-hp supercharged 6.2-liter V-8; 8-speed
automatic
Base: $41,415–$98,335
C/D Test Results
• 60 mph .................................................. 3.7–7.1 sec
• 1/4-Mile ............................................12.3–15.5 sec
• Top Speed .........................................106–118 mph
• Braking, 70–0 mph ............................177–189 ft
• Roadholding, 300-ft Skidpad ... 0.70–0.78 g
EPA Fuel Economy
• Comb/City/Hwy ....... 12–22/10–20/14–25 mpg
But the Ram 1500 also works damn
fine as a truck. The optional lockable
RamBox bins on either side of the bed
are great places to stash tools. It can
tow more than 12,000 pounds when
properly equipped. And while the Ram
hasn’t embraced turbocharging—yet—
its 5.7-liter V-8 makes 395 horsepower
and all the right noises.
One-and-done vehicles litter the
10Best annals. But this Ram 1500 has
taken home a trophy every year since
its introduction, an especially impres-
sive feat given that this truck is at the
end of its run and getting an overhaul
for 2025. Next year will bring a choice
of turbocharged inline-sixes, an electric
version, and a plug-in hybrid, as well as
hands-free driving assist. But if recent
history is precedent, the company might
keep building this version and dub it the
“Ram 1500 Classic,” as it does with the
2009–18 truck. Since winners always
get invited back, two different Ram
1500s could be competing for 10Best.
Hey, you can’t have too much of a good
thing, right? —Ezra Dyer
PORSCHE MACAN The sports sedan of SUVs defies physics, if not inflation.
If midcentury soothsayers really had a line on
the future, all those Syd Mead illustrations
of happy sci-fi suburbanites would have
shown them darting around glass-walled
skyscrapers in Porsche Macans. Talk about
a flying car. The Macan looks like a June bug
(especially the GTS in Python Green), but it
zings and zips like a hummingbird. From the
four-cylinder base Macan to the snorty, six-
jug GTS, Porsche’s small SUV makes good
on the badge’s sports-car promise, just with
more space and height.
Porsche achieves greatness in the decid-
edly not-great category of compact cross-
overs by placing the Macan’s tall body on a
chassis so lithe and responsive that one won-
ders whether the German manufacturer has
discovered some secret alchemy to imbue
steel and aluminum with the life force of
an agility-trained border collie. While the
261-hp turbo 2.0-liter four backed by the
quick-shifting seven-speed dual-clutch auto-
matic in the base Macan provides enough
thrust to put the body through its paces,
the real magic happens when the 434-hp
twin-turbo 2.9-liter V-6 in the Macan GTS
joins the mix. With a 60-mph time of 3.5
seconds and the deft direction changes of
a high-dollar lawyer, the GTS can roar and
whisk through the turns on a weekend joy
ride or burble politely through an afternoon
of errands. So connected is the Macan with
P H OTO G RA PH BY G R EG PA J O
the desires of its driver that it can be star- I really hope my
tling to open the door and disembark by wife never meets
this Macan T fella,
stepping down rather than heaving oneself because he is one
upward with the traditional grunt and wig- handsome SOB.
gle needed to get out of a 911. For the ele- —AUSTIN IRWIN
gance of exit alone, it deserves praise.
No future is perfect, and the Macan’s It’s almost
minimalist dash and console didn’t win boring that
Porsche makes
over all our reviewers, even with its stand- such a nice-
ard 10.9-inch infotainment screen and driving SUV. It
10-speaker stereo. But the Porsche isn’t on would be so much
more entertaining
this list as a budget buy. For those who pony from a reporting
up for the Premium Plus package, leather standpoint
upholstery, and Sport Chrono add-on, the if it were a
dynamic mess.
cabin becomes several steps more luxurious. —K.C. COLWELL
As a pure workhorse, the Macan can’t
compete on cargo space and rear legroom,
but no other SUV of this size
offers such a temptation to take
the long way to your destination.
Temptation always has its The Numbers
—
cost, and the Macan starts at 261-hp turbo 2.0-liter inline-4, 375- or
$62,550, with the price for a 434-hp twin-turbo 2.9-liter V-6; 7-speed
well-optioned GTS easily top- dual-clutch automatic
Base: $62,550–$88,450
ping six digits. Still, to para- C/D Test Results
phrase senior editor Ezra Dyer’s • 60 mph .................................... 3.5–5.0 sec
notes from the logbooks, some • 1/4-Mile .................................. 12.1–13.7 sec
• Top Speed (mfr’s claim) ... 144–169 mph
small things are worth big • Braking, 70–0 mph ................ 148–163 ft
prices. Consider the Macan a • Roadholding,
spoonful of caviar, a dollop of 300-ft Skidpad ................... 0.89–0.98 g
EPA Fuel Economy
joy atop the daily grind. • Comb/City/Hwy ................... 19–21/17–19/
—Elana Scherr 22–25 mpg
57
 THE
27 mpg, and we’ve come close to that
number in real-world driving despite
our heavy-footed tendencies. Even bet-
ter, the many components of Hybrid
Max combine in a linear, seamless way,
10BEST providing smooth power delivery and
TRUCKS AND
SUV S
FOR 2024
POWER responsive acceleration. Throttle tip-in
is particularly excellent, and the brake
pedal doesn’t exhibit the unpredictable
weirdness of many other hybrids. On
top of all that refinement and perform-

OF MAX
The Toyota Grand Highlander rides to
victory on the strength of its hybrid
ance, the Hybrid Max model can tow a
competitive 5000 pounds and comes
standard with all-wheel drive.
Other versions include a base XLE
trim with the same turbocharged 2.4-
liter inline-four shorn of electric motors
or a lesser hybrid with a 2.5-liter engine
that’s more affordable and rated at an
even more miserly 34 to 36 mpg com-
powertrains and hospitable accommodations. bined. They may not be quite as potent
as the top Hybrid Max models, but they
serve to illustrate the inherent strengths
Toyota builds so many SUVs in so many different shapes and of the package. Handsome, nicely proportioned, and far
sizes that you’d be forgiven for thinking that the new- less overwrought than many other Toyota designs, the
for-2024 Grand Highlander is an unnecessary addition Grand Highlander’s body has a carefully considered
to the lineup. There were already seven distinct mod- boxy shape that expertly balances form and function.
els encompassing all the segments imaginable, so what The Grand Highlander smartly apportions space
could yet another three-row crossover possibly bring to among the three rows, and well-chosen materials line the
the table? cabin, regardless of trim level. The interior is not exactly
But the Grand Highlander’s excellence not only legit- luxurious (that’s a job for the Grand Highlander’s upscale
imizes its existence, this new model is so good that it cousin, the Lexus TX), but the knobs and buttons work
threatens to render some of Toyota’s other offerings logically, and the infotainment screen didn’t bother us
irrelevant. It’s far more than just a bigger version of the in ways many rivals’ systems do. Storage cubbies are
Highlander; it leapfrogs its competitors, providing just plentiful, and the Grand Highlander doesn’t make you
the right combination of practicality, refinement, and choose between hauling passengers or cargo. Even with
driving satisfaction. the third row deployed, you can fit stuff in the cargo area,
That’s the power of Max—or, more specifically, the and the seats fold easily to expand the capacity to a max-
Hybrid Max powertrain available in the Grand High- imum of 98 cubic feet. The Grand Highlander also offers
lander’s Limited and Platinum trim levels. While its the party piece of an available eight-seat configuration,
name might suggest marketing nonsense, this new which not every three-row model has.
setup really does take Toyota’s hybrid prowess to a new The 2.4-liter and hybrid models are priced quite
level. It sounds a bit complicated: a turbo 2.4-liter four competitively at only a few thousand dollars more
with an electric motor sandwiched between it and a six- than the smaller and lowlier standard Highlander, so
speed automatic transmission, upgrading to the Grand ver-
plus another motor driving the sion is a no-brainer. Equipped
rear axle. But what it offers is The Numbers with the optional Hybrid Max
the winning combination of — setup that’s so desirable, the
strong acceleration and miserly 187-hp 2.5-liter inline-4 + 2 or 3 AC motors Grand Highlander’s Limited
(245 hp combined), 265-hp turbo 2.4-liter
fuel economy eluding so many inline-4, 265-hp turbo 2.4-liter inline-4 + 2 AC and Platinum models admit-
hybrids that provide only one motors (362 hp combined); continuously tedly reside on the higher end of
or the other and definitely not variable automatic, continuously variable the three-row-SUV price spec-
automatic/direct-drive, 8-speed automatic,
both at the same time. 6-speed automatic/direct-drive trum, approaching $60,000.
In our testing, the 362-hp Base: ...........................................$44,465—$55,435 But we’d gladly pay extra for
Grand Highlander Hybrid Max C/D Test Results (2.4T AWD/Hybrid Max) this strong powertrain and its
• 60 mph ................................................ 5.6–7.0 sec
rocketed to 60 mph in 5.6 sec- • 1/4-Mile ............................................14.3–15.3 sec peerless combination of power,
onds—quicker than some com- • Top Speed .......................................... 113–117 mph efficiency, and refinement—
petitors by a noticeable margin. • Braking, 70–0 mph ........................... 184–187 ft especially when it’s installed in
• Roadholding, 300-ft Skidpad ............. 0.80 g
It also promises an impressive EPA Fuel Economy such a well-rounded SUV.
EPA combined fuel economy of • Comb/City/Hwy ..... 22–36/20–37/26–34 mpg —Joey Capparella

58 PHOTOGRAPH BY JOHN ROE ~ JAN UARY 2024 ~ CAR AND DRIV ER

As the kids in the third
row might say, “This
thing kinda slaps.”
—JOEY CAPPARELLA

This level of
acceleration and
fuel economy in
a mainstream
three-row SUV is a
game changer.
—TONY QUIROGA

It was easy for it to shine

on the smooth roads
that Toyota put us on
when I drove the Grand
Highlander during its
launch, but it’s also great
on awful Michigan roads.
—DAN EDMUNDS

59
The 2024 BMW
530i xDrive
returns to its role
as aspirational
Take
executive
transportation.
THE GERMANS HAVE A WORD for everything.
In Munich, zuzeln means sucking a sausage out
of its casing. BMW has employed a bit of automo-
tive zuzeln with the 2024 530i xDrive, remov-
ing a familiar filling—a turbocharged 2.0-liter
four-cylinder hooked to a ZF eight-speed auto-
matic transmission and all-wheel drive—and
stuffing it into a new wrapper. Not to dive too
deep into Bavarian etymology, but the reason
Germans zuzeln is because the region’s signature
weisswurst is wrapped in a particularly unappe-
tizing casing. That is certainly not the situation
with the new 5-series, which marks a return
to the aesthetic adventurism of the 2004 E60,
only this time without the Chris Bangle contro-
versy. Our office is split, but there is a faction that
thinks the new 5er looks awesome.
As the entry-level 5-series, the 530i con-
cerns itself with delivering a certain look and
a business-sedan experience rather than scald-
ing performance, and that’s been true since the
days when a 530i actually had a 3.0-liter inline-
six engine. This latest 2.0-liter four offers a
modest performance bump, making 255 horse-
power and 295 pound-feet of torque (versus last
year’s 248 horses and 258 pound-feet). While
the engine shares its displacement with its pre-
decessor, BMW made plenty of revisions, most
notably adopting the Miller-cycle combustion

60 JANUARY 2024 ~ CAR AND D R IV E R

Five By Ezra Dyer
Photography by
Marc Urbano

61
 Highs Stupendous brakes, good fuel economy, design that’s daring in a
good way. Lows Sport Boost does jack squat, 7-series bulk, price is a big
ask for 255 horsepower. Verdict We’re really looking forward to the M5.
process, which leaves the intake
valves open at the beginning of
the compression stroke to increase
efficiency. On that front, we saw
35-mpg highway fuel economy at
Uh-oh, BMW 75 mph, matching the EPA’s num-
heard about
Easter eggs. ber. With the 530i’s 15.9-gallon fuel
See if you can tank, you’ll probably need to stop
find the hidden for a break before the car does.
portrait of
Wilhelm BMW also added a 48-volt hybrid
Hofmeister! system to bolster city mileage.
62
Stronger powertrain options, gas and electric, exist
on the 5-series menu, but the 530i xDrive aims to please
the Bimmerphile who prioritizes efficiency and lower
monthly lease payments over 60-mph and quarter-mile
times. Not that the latter two are mediocre—5.5 seconds
to 60 mph, quarter-mile in 14.2 seconds at 96 mph—
but that kind of performance constitutes the minimum
you’d expect from a modern BMW sedan.
On the other hand, a sub-six-second 60-mph run
looks more impressive when we consider the size of the
new 5, which is longer, wider, and taller than its prede-
cessor. We need only look as far back as 2008
to find a 7-series of comparable dimensions,
the E65. This 530i’s 117.9-inch wheelbase and
199.2-inch length are slightly longer than those
of the E65, and the two cars’ width and height
are nearly identical. So it’s perhaps unsurpris-
ing that the 530i xDrive also checked in with an
E65-caliber 4090-pound curb weight.
For a two-ton slab of sedan, the 530i xDrive
certainly knows how to dance. Its variable-ratio
steering feels natural and seamless, and our test
car’s optional M Sport suspension and 21-inch
Continental EcoContact 6 Q tires helped it cling
to the skidpad with 0.92 g of grip. The M Sport
brakes, peacocking with their blue calipers,
generated an impressive 156-foot stop from 70
mph. That’s only four feet longer than the stop
we recorded from a 2019 M5 Competition with
JANUARY 2024 ~ CAR AND D R IV E R
 carbon-ceramic brakes, so: Wow,
nice binders.
When the throttle goes down,
the 530 spits out some feisty turbo-
charger intake noise, though you
only really hear it if a window is
down. Put the transmission in
manual mode, and it will faith-
fully hold gears. Pulling and hold-
ing the left shift paddle activates
Sport Boost mode, bringing up
a 10-second countdown on the
instrument cluster that implies a
timed deployment of extra power.
However, Sport Boost doesn’t actu-
ally do anything besides drop to
the lowest possible gear ratio. Any
performance gain was undetect-
able to our test equipment.
As we’d expect of a BMW, the
5-series’ stability control is fully
defeatable, and that includes the
adoption of the brand’s newest
traction-management technology.
The system integrates traction
control into the engine-control
computer instead of a separate
stability-control processor. BMW
says this essentially allows it to
snuff out wheelspin before it even
happens, like the pre-cogs in Minority Report preventing
That digital future crimes. Indeed, when we drove a rear-drive 530i
display can switch at BMW Group Test Fest in South Carolina and deliber-
themes, but none ately launched it with max aggression, it smoothly pulled
of them look like
an E39 instrument away with no wheelspin or apparent intervention. We’ll
cluster. have to test a 530i to figure out whether that was evi-
Counterpoints
The 530i seems confused. Its son-
of-iX creased and folded styling
makes it look smaller than it is; I
almost mistook it for a 3-series.
Its velvety turbo four is quiet, as a luxury
car’s engine should be, but its optional M
Sport suspension is tuned firmly. But if it’s
supposed to be a sports sedan, where did its
steering feel go? Then again, if BMW’s goal
here is luxurious driving, why does the info-
tainment system add to your workload rather
than ease it? The 530i has me asking too many
questions it can’t answer. —Rich Ceppos
I can still clearly envision the expe-
rience of driving an E39 540i back
to back to back with its peers on
twisty roads in upstate New York in
2001, because it completely recalibrated my car
sense as a fresh-faced road warrior. This new
5-series? The engine’s limiter steps in 500 rpm
before the redline, the M Sport package gets
standard all-season tires, and even if you pony up
for the 21-inch summers, the tire is co-branded
with a Mercedes marking. Today’s road warriors
have already forgotten it. —Dave VanderWerp
dence of supreme traction-control
prescience or just the fact that 255
horsepower in a big sedan won’t
generate a two-block burnout.
The 5-series’ embrace of tech
wizardry continues inside. While
our test car didn’t have this partic-
ular option, the new Driving Assis-
tance Professional system enables
hands-free highway driving up to
85 mph. And they mean hands-
free: When the car suggests a lane
change, the driver confirms it by
merely looking at the corresponding
side-view mirror. What if, say, you
didn’t want to change lanes but just
noticed a brown marmorated stink
bug crawling on the lower A-pillar?
If there’s not yet a German word
meaning “regret for surrendering
decisions to the machine,” they’re
probably working on one.
The 5 also offers AirConsole
in-car gaming. Passengers use their
phones as controllers for games
displayed on the 14.9-inch infotain-
ment screen. BMW is initially offer-
ing about 20 games, but hopefully
the options will expand to AirCon-
sole’s full portfolio, which includes
63

games like ClusterPuck 99, Mucho Muscle, and
fARTwork, titles that seem calibrated to ensure
that AirConsole will soon be available in Teslas.
There are various display themes for that
screen and the 12.3-inch digital instrument
cluster. While we wish BMW had stolen an idea
from the new Ford Mustang and threw in an E39
M5 gauge emulator, at least it’s using all of those
pixels creatively. Digital Art mode splashes the
screen with “Quantum Garden” by Cao Fei, ban-
ishing the speedometer to the lower left corner
while trippy swirls of purple and green cover
most of the screen. Far out, man.
64
The interior includes some interest-
ing physical details too, such as hidden
HVAC directional vanes controlled by
rubber nubs on the dash. It’s not imme-
diately obvious what they do until you
swivel one and feel the airflow change
direction. There’s an extended Merino
leather option that swathes the inte-
rior in fine hides and another that
banishes leather altogether. The syn-
thetic stand-in is called Veganza, which
sounds like an early-2000s Kia hatch-
back sold only in Singapore.
Besides the $3000 M Sport pack-
age and the $2550 Premium package
(heated steering wheel, remote start,
and head-up display, among other
things), our test car had the $600 Sky
Lounge roof, which puts an enormous glass panel overhead. Its sun-
shade deploys from the front rather than the back, which means that,
counter to decades of sunroof convention, you push the overhead
button back to close the shade and forward to open it. You’ll get used
to that around month 35 of your 36-month lease.
It may also take that long to get used to the idea of a four-cylinder
5-series that costs $70,745, as this one does. Though we admittedly
haven’t sampled the whole range, including the forthcoming 540i
and M5, this might be the best 5-series since they were dropping
V-10s into the Banglemobiles. However, we can’t help but point out
that a loaded 360-hp Cadillac CT5-V goes for $64,045. And if we
were in one of those, lined up against a 530i at an intersection, we’d
wait for the light to turn green and savor the schadenfreude.
The M5 doesn’t debut until next
summer, but we’re already pictur-
ing it with big fender flares and
700-plus horsepower.
JANUARY 2024 ~ CAR AND D R IV E R
2024 BMW 530i xDrive The 255-hp
inline-four isn’t
much to look at,
but it did return a
Price
$70,745
As Tested ...........................
Base ..................................................................... $61,195
commendable 35
mpg at 75 mph.

Vehicle Type: front-engine, all-wheel-drive, Chassis

5-passenger, 4-door sedan unit construction with a rubber-isolated rear
Options: M Sport package, $3000; Premium subframe
package, $2550; 21-inch wheels, $1800; Bowers Body Material: aluminum and steel stampings
& Wilkins stereo, $950; Cape York Green
Metallic paint, $650; Sky Lounge roof, $600 Steering
Infotainment: 14.9-inch touchscreen with rack-and-pinion with variable ratio and
touchpad and rotary controller; wireless variable electric power assist
Android Auto and Apple CarPlay; satellite radio Ratio .............................................................. 15.7–16.6:1
(1 year included); 6 USB-C (4 for power only), Turns Lock-to-Lock ............................................ 2.5
and Bluetooth inputs; Wi-Fi hotspot; Bowers & Turning Circle Curb-to-Curb ................. 40.7 ft TEST RESULTS
Wilkins, 18 speakers
Suspension
Engine F: ind; 1 control arm, 1 diagonal link, and 1 Acceleration
turbocharged and intercooled inline-4, lateral link per side; coil springs; anti-roll bar
aluminum block and head R: ind; 2 diagonal links, 2 lateral links, and a 140
Bore x Stroke ....... 3.23 x 3.72 in, 82.0 x 94.6 mm toe-control link per side; coil springs; anti-roll
30.6
Displacement ................................ 122 in3, 1998 cm3 bar
Compression Ratio ........................................... 10.5:1 24.0
Fuel Delivery: port and direct injection Brakes 19.1
Turbocharger: Garrett MGT2054 F: 13.7 x 1.4-in vented disc, 4-piston fixed 15.4
100 14.2
Valve Gear: double overhead cams, 4 valves caliper 96 1/4-MILE
per cylinder, variable intake- and exhaust-valve R: 13.6 x 0.9-in vented disc, 1-piston sliding 12.1

MPH
timing and variable intake-valve lift caliper 9.6
Redline/Fuel Cutoff ................... 7000/6500 rpm Stability Control: fully defeatable, 7.3
Power ........................................... 255 hp @ 6500 rpm competition mode 5.5
Torque ....................................... 295 lb-ft @ 1600 rpm 60
Wheels and Tires 4.1
Drivetrain Wheels: cast aluminum 2.8
Transmission: 8-speed automatic F: 8.5 x 21 in R: 10.0 x 21 in
Final-Drive Ratio .............................................. 3.08:1 Tires: Continental EcoContact 6 Q 30
0 1.9 42
All-Wheel-Drive System: full time with an F: 245/35R-21 96Y MO SEC
electronically controlled center differential R: 275/30R-21 98Y MO
GEAR RATIO MPH PER MAX SPEED Results in graph omit 1-ft rollout of 0.2 sec.
1000 RPM IN GEAR (rpm) Dimensions
1 ......... 5.25 ......... 4.9 ............... 32 mph (6500) Wheelbase .......................................................... 117.9 in Rolling Start, 5–60 mph ................. 6.5 sec
2 ......... 3.36 ......... 7.6 ................ 49 mph (6500) Length ................................................................. 199.2 in Top Gear, 30–50 mph ..................... 3.5 sec
3 ......... 2.17 ........... 11.8 ............... 77 mph (6500) Width ...................................................................... 74.8 in Top Gear, 50–70 mph ..................... 4.2 sec
4 ......... 1.72 ........... 14.9 .............. 97 mph (6500) Height .................................................................... 59.6 in Top Speed (mfr’s claim) .............. 155 mph
5 ......... 1.32 .......... 19.0 .............. 124 mph (6500) Front Track ........................................................ 63.6 in
6 ......... 1.00 .......... 25.3 ............. 155 mph (6100) Rear Track .......................................................... 63.9 in Handling
7 ......... 0.82 ......... 30.8 Ground Clearance ............................................. 6.1 in Roadholding, 300-ft Skidpad .......... 0.92 g
8 ......... 0.64 ......... 39.6 Passenger Volume, F/R .......................... 55/46 ft3 Understeer: minimal
Trunk Volume ....................................................... 18 ft3
Braking
70–0 mph .............................................. 156 ft
100–0 mph ............................................ 318 ft
COMPETITORS Fade: none
BASE,
$ x 1000*
It’s difficult to find value in the new
EP EL
FU

Weight
A EC
CO ON M

530i xDrive when it’s stacked

50

MB O PG

against the competition. Curb ...................................................... 4090 lb

IN MY,
ED

Per Horsepower ................................ 16.0 lb

V R
LE IO

Distribution, F/R ....................... 53.7/46.3%

dB EL,
D ER

A
UN INT

30
SO P H

68

Acura TLX Type S Fuel

-M

70
70

355-hp 3.0-L V-6, Capacity ............................................. 15.9 gal

26

TRUNK VOLUME,
70

10-sp auto Octane .......................................................... 91

80

BMW 530i xDrive

72

255-hp 2.0-L I-4, C/D Fuel Economy

CU FT
18

4.8 5.1 5.7

8-sp auto Observed ............................................ 26 mpg
Cadillac CT5-V AWD 75-mph Hwy Driving ...................... 35 mpg
ACCELERATION, SEC
60-MPH

12 14 16 18
360-hp 3.0-L V-6, 75-mph Hwy Range ......................... 550 mi
175

10-sp auto
4300

0.
8
5

EPA Fuel Economy

6

Genesis G80 2.5T

16

AWD Comb/City/Hwy .................... 30/27/35 mpg

4200
5

ID G,
15

G SK DIN

300-hp 2.5-L I-4,

-
0.9

D, FT OL

8-sp auto Interior Sound Level

5

PA 00- DH
4
14

3 OA
4100

Idle ......................................................... 38 dBA

R
0.9
8

*Includes performance- Full Throttle ....................................... 74 dBA

70 RAK
B
–0 IN

4000

enhancing options. 70-mph Cruising .............................. 68 dBA

-M G,
PH FT

CURB WEIGHT, LB

T EST E D BY DAV I D B E A R D IN C H ELSEA , MI 65

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

Don’t mess with

Lexus TX, page 70.

2 024 H Y U N DA I KO N A N L I N E AW D V S . 2 024 S U B A R U C R O S S T R E K L I M I T E D ~ BY E R I C S TA F F O R D

Small Orders
Comparison tests are often decided by a few points. A tenth of a second in a
quarter-mile run, a one-hundredth advantage on the skidpad, or one more
mile per gallon can be the difference between a win and a loss. There are
Two redesigned also the subjective scores that can tip the scales. A cheap-feeling door handle
subcompact SUVs face can result in a low fit-and-finish score and a loss. Fortunately for shoppers
off in a game of inches. deciding between the 2024 Hyundai Kona and the 2024 Subaru Crosstrek,
both of these subcompact SUVs are quite good at what they set out to do.
Choosing a winner comes down to hairs.

Hyundai Kona
N Line AWD
Highs Sci-fi-movie
styling, airy interior
with a big back
seat, smart
storage features.
Lows Sci-fi-movie
styling, extra size
sacrifices driving
verve, fuel economy
takes a hit.

66 PHOTOGRAPHY BY ANDI HEDRICK ~ JAN UARY 2024 ~ CAR AND DRIV ER

 Seven years ago, when the Kona nameplate first blew in
from Hawaii, Crosstreks were already filling up REI park-
ing lots. Both models enter a new generation for 2024. The
Hyundai has grown in size, and the Subaru is feeling more
refined than ever. Each of our test cars costs about $35,000
and has its model’s respective mightiest engine: a 182-hp
2.5-liter flat-four for the Subie and a 190-hp turbo 1.6-liter
four for the Kona. Both have all-wheel drive. Only one is a
winner, but neither is a loser.
2nd Place: Hyundai Kona
More than any other small ute, the redesigned Kona looks
like it fell out of a Ridley Scott fever dream. The outgoing
generation had a bold style, but the 2024 model makes
the old one seem reserved—some of us call the new Kona
good-looking; others say it looks goofy. The N Line guise
is purely superficial, mainly replacing the gray fender
surrounds with body-colored pieces and adopting an
angrier-looking mug.
The new Kona N Line is 6.6 inches longer. Moreover,
Hyundai has stretched the wheelbase 2.3 inches. This
Kona is now about the size of the Crosstrek but slightly
Subaru Crosstrek
Limited
Highs All-day
comfortable, great fuel
economy, a lifestyle
accessory that’s a
useful tool too.
Lows Far from speedy,
stingier rear seat,
archaic infotainment
graphics.
taller. That higher roof makes it feel more spacious inside,
and the rear seat is now roomy enough to raise your Uber
rating. The Kona’s digital instruments are more modern
than the analog gauges in the Subaru. We admire the
Hyundai cabin’s slick dual displays, physical switchgear,
and many clever features, such as the dashboard storage
shelf and the massive center console that can swallow the
largest of fanny packs.
Blame the extra mass from the bigger body or maybe
the longer wheelbase, but the latest Kona isn’t as nimble
as its predecessor. It might not be much fun or encourage
you to take a winding road, but it has secure handling and
taut body control. The steering is quick off-center, which
is nice when you’re darting around town, but it’s just plain
darty on the highway.
The N Line’s engine is
unchanged from last year, but it
Compared with the
now bolts to a conventional eight- familiar-looking
speed automatic transmission that Subaru Crosstrek,
eliminates the irritating and far- the new Hyundai
Kona looks like it
too-often clunky behavior of the should be shot out
old seven-speed dual-clutch box. of a spaceship.
67

The Crosstrek’s The transmission and an extra 200 pounds of
infotainment curb weight increase the 60-mph dash by nearly
interface (top)
reminds us of the a second to 7.5 seconds. Yet the Kona’s power-
AT&T Big Button train still feels sprightly thanks to a responsive
Plus telephone throttle pedal, and it outraces the 2.5-liter Cross-
from the 1980s.
That isn’t a trek through the quarter-mile (15.8 seconds at
good thing. 89 mph). The Subaru is, however, quicker to 120
mph. If you’ve pushed your Kona or Crosstrek to a
buck twenty, stop by—we’d like to buy you lunch.
Although the Kona beat its 29-mpg EPA highway estimate during
our 75-mph fuel-economy test, its 31-mpg result trails its predecessor
by 1 mpg and the Crosstrek by 4 mpg. That’s more than 10 percent. The
Hyundai’s EPA combined estimate also drops for this new generation,
from 29 to 26 mpg.
On paper, the Hyundai has more cargo space than the Subie (and
the previous-gen Kona), but in the real world, the Hyundai holds seven
carry-on suitcases behind its rear seats, same as the Crosstrek. Fold
their seatbacks, and the Kona takes just 20 to the Subaru’s 22.
Besides a roomier back seat, the Hyundai’s stronger acceleration
is its biggest advantage over the Crosstrek. It might look like it’s from
space, but the Kona now feels more appliance-like, and that might be
enough for some, but not for us.
68 THE RUNDOWN
1st Place: Subaru Crosstrek
The third-generation Crosstrek looks a lot
like its predecessor. Even its 8.7 inches of
ground clearance are unchanged. Distin-
guishing the new one from the old one isn’t
easy, but the spotter’s guide includes more
prominent fenders and a tougher face.
Crosstrekkies (or is it Crosstrekkers?) may
find the lack of change comforting.
The Subaru doesn’t break new ground
inside either. Clear and simple gauges work
well, but the large touchscreen in the cen-
ter of the instrument panel has graphics that
look a decade old. Good thing it has wireless
phone mirroring.
Back-seat passengers will likely prefer
the roomier-feeling Kona, but the Subie
offers superior front-seat comfort. These
chairs are cushy and supportive enough for
long days behind the wheel.
Subaru also stiffened the Crosstrek’s
structure to reduce noise, vibration, and
harshness. The increased refinement is
obvious whether you’re executing highway
passes or traversing washboard roads. The
snappy steering and low H-point impart
a rally-car vibe—albeit a woefully under-
powered one—but that doesn’t hold up when
you lean on the softly sprung suspension. No
doubt the ’Trek rides better than the Kona,
but neither inspires sporty driving.
The Limited’s 182-hp 2.5-liter flat-four,
the larger of the Crosstrek’s two available
engines, pairs with a continuously variable
automatic transmission. Drama-free but far
from speedy, the Subie gets to 60 mph in
8.1 seconds and crosses the quarter-mile in
16.3 ticks at 88 mph. While the Crosstrek’s
engine lacks urgency, its now lower torque
peak (3700 rpm to the previous generation’s
4400) helps it keep pace with highway traf-
 2024 Hyundai 2024 Subaru
Kona N Line AWD Crosstrek Limited
Base/As Tested $33,485/$34,145 $32,190/$35,030
Dimensions
Wheelbase 104.7 in 105.1 in
Length/Width/Height 172.6/71.9/63.4 in 176.4/70.9/63.0 in
Track, F/R 62.6/62.9 in 61.2/61.2 in
Interior Volume, F/R 52/47 ft3 55/44 ft3
Cargo Volume behind F/R 64/26 ft3 55/20 ft3
Powertrain
Engine turbocharged DOHC DOHC 16-valve flat-4
16-valve inline-4 152 in3 (2498 cm3)
98 in3 (1598 cm3)
Power, hp @ rpm 190 @ 6000 182 @ 5800
Torque, lb-ft @ rpm 195 @ 1700 178 @ 3700
Redline 6000 rpm 6100 rpm
lb per hp 18.2 18.7
Driveline
Transmission 8-speed automatic CVT
Driven Wheels all all
Final-Drive Ratio:1 3.51 3.70
Chassis
Suspension F: struts, coil springs, F: struts, coil springs,
anti-roll bar anti-roll bar
R: multilink, coil R: multilink, coil
springs, anti-roll bar springs, anti-roll bar
Brakes F: 12.0-in vented disc F: 12.4-in vented disc
fic, and despite the CVT, engine drone doesn’t R: 11.2-in disc R: 11.2-in vented disc
Stability Control fully defeatable, partially defeatable
permeate the cabin. traction off
When it’s time to fuel up, the Crosstrek’s Tires Kumho Majesty 9 Falken Ziex ZE001A A/S
engine scores some points. Its EPA combined Solus TA91 225/55R-18 98V M+S
235/45R-19 99V M+S
estimate is 3 mpg higher than the Kona’s, and
its real-world results are even better. The Subaru
beat the feds’ highway rating by 2 mpg, aver- TEST RESULTS
Acceleration
aging 35 mpg on our 75-mph highway fuel- 30 mph 2.8 sec 3.1 sec
economy loop. 60 mph 7.5 sec 8.1 sec
Both the Crosstrek and the Kona are well 100 mph 21.1 sec 21.9 sec
120 mph 42.1 sec 39.9 sec
suited for their missions. However, the new 1/4-mile @ mph 15.8 sec @ 89 16.3 sec @ 88
Kona’s backsliding in fuel economy and driving Results above omit 1-ft Results above omit 1-ft
fun diminish its position as an efficient com- rollout of 0.3 sec. rollout of 0.3 sec.
Rolling Start, 5–60 mph 8.1 sec 8.8 sec
muter with character. The Crosstrek is slower, Top Gear, 30–50 mph 4.0 sec 4.7 sec
but it carries more cargo, is more efficient, and Top Gear, 50–70 mph 4.9 sec 5.9 sec
will take Crosstrekkies or Crosstrekkers down Top Speed 125 mph (C/D est) 129 mph (mfr’s claim)
any road, paved or otherwise, in greater comfort. Chassis
Braking, 70–0 mph 172 ft 172 ft
Roadholding,
300–ft skidpad 0.82 g 0.81 g
Weight
Curb 3450 lb 3412 lb
Distribution, F/R 59.3/40.7% 59.6/40.4%
Fuel
Capacity/Octane 13.2 gal/87 16.6 gal/87
EPA Comb/City/Hwy 26/24/29 mpg 29/26/33 mpg
75-mph Hwy Driving 31 mpg 35 mpg
75-mph Hwy Range 400 mi 580 mi
Practical Stowage
No. of 9 x 14 x 22-in
Boxes, Seats Up/Folded 7/20 7/22
Length of Pipe 122.0 in 122.0 in
Largest Flat Panel, L x W 59.5 x 39.8 in 66.3 x 42.1 in
Sound Level
Idle/Full Throttle 33/73 dBA 41/74 dBA
70-mph Cruise 69 dBA 69 dBA

T EST ED BY MIKE SU TTON AND DAVE VAND ERWERP IN CHELSEA, MI 69

2 024 L E X U S T X 5 0 0 h F S P O R T
P E R F O R M A N C E ~ BY A N D R E W K R O K
Large-Family
Largesse
Highs: Supple in all the right
ways, fuel-miser powertrain,
space to spare. Lows: Steep
pricing, some silly interior
ergonomics, angry face.
Lexus’s history with three-row SUVs
is not especially heroic. The body-
on-frame GX and LX have space but
ride like trucks. The now-dead RX L
drove better, but its diminutive third
row had Porsche 911 levels of com-
fort. Lexus needed a better solution.
Enter the 2024 Lexus TX. Sharing
a platform with Toyota’s Grand
Highlander, it scratches the family-
truckster itch better than any of its
predecessors.
The TX comes in three flavors of
powertrain. Sitting between the 275-
hp turbo 2.4-liter and the 404-hp
plug-in hybrid, the TX500h features
an electric motor, a turbocharged
what’s in a name?
Did Lexus name its new three-row SUV after the Lone Star State it calls
home? No, but no one minds if you think so. “The ‘Lexus Texas’ thing
was a wordplay we couldn’t pass up,” a Toyota spokesperson told us,
even if the actual origin is “a bit more vanilla.” TX stands for “Thought-
ful/Three-Row X-Over.” A little less vanilla is the similarity to the name
of actress Alexis Texas.
70 THE RUNDOWN
2.4-liter four, a six-speed automatic,
and another motor that motivates
the rear axle to provide all-wheel
drive. The powertrain is good for
366 horsepower and 406 pound-feet
of torque. It parallels Toyota’s Hybrid
Max setup but nudges output up by
four horsepower and six pound-feet.
The extra power helps shore up
the 5119-pound TX500h’s perform-
ance versus the 183-pound-lighter
Grand Highlander Hybrid Max.
The TX’s 5.7-second 60-mph time
and 14.5-second quarter-mile both
are just fractionally behind the
Grand Highlander’s. And despite
the TX500h wearing the F Sport
badge, the adaptive dampers err
toward softness, providing a much
cushier ride. Lexus also fits larger
15.7-inch front brakes, and the TX’s
174-foot stopping distance from 70
mph handily beats its sibling’s 187-
foot result. The Lexus’s 0.85-g skid-
pad grip also eclipses the Toyota’s
0.80-g effort.
On our highway test, the TX
achieved 26 mpg, 2 mpg below the
EPA estimate but 2 mpg better than
the Grand Highlander’s result.
The softly lined cabin’s high
points include USB-C ports in all
rows, the center console’s sliding
PHOTOGRAPHY BY MICHAEL SIMARI ~ JANUARY 2024 ~ CAR AND DRIV ER
the numbers
Vehicle Type: front-engine, front-
and rear-motor, all-wheel-drive,
6-passenger, 4-door wagon
Base/As Tested ........ $69,350/$77,159
Powertrain: turbocharged and
intercooled DOHC 16-valve 2.4-liter
inline-4, 271 hp, 339 lb-ft + 2 AC
motors, 85 and 101 hp, 215 and 124 lb-ft
(combined output: 366 hp, 406 lb-ft;
0.7-kWh [C/D est] nickel-metal hydride
battery pack)
Transmissions, F/R: 6-speed automatic/
direct-drive
Dimensions
• Wheelbase ........................................ 116.1 in
• L/W/H .......................... 203.5/78.4/70.1 in
• Curb Weight ..................................... 5119 lb
test RESULTS
60 mph ................................................. 5.7 sec
1/4-Mile ......................... 14.5 sec @ 95 mph
100 mph ............................................. 16.2 sec
Results above omit 1-ft rollout of 0.4 sec.
Rolling Start, 5–60 mph ............. 6.3 sec
Top Speed (gov ltd) ...................... 116 mph
Braking, 70–0 mph ............................ 174 ft
Roadholding, 300-ft Skidpad ..... 0.85 g
C/D Fuel Economy
• Observed ........................................ 23 mpg
• 75-mph Hwy Driving .................. 26 mpg
• 75-mph Hwy Range ..................... 440 mi
EPA Fuel Economy
• Comb/City/Hwy .............. 27/27/28 mpg
wireless charger and swappable cup-
holders, and a third row that can fit two
actual adults. It’s not perfect, though.
Electronic door handles still feel strange
to us, and we wish the temperature dials
had detents for easier no-look adjust-
ments. If only the cabin’s demure design
were shared by the front fascia, which
looks like an angry cheese grater.
At $77,159 as tested, the TX500h is
also priced aggressively. But you’d be
hard-pressed to find a three-row utility
vehicle that treats its occupants as well
as this Lexus.
 H O N DA M O T O C O M PA C T O ~
BY M AT T H E W S K WA R C Z E K
Rad Rebooted
Highs: Smaller than a carry-on
bag, weighs 42 pounds, produces
outsize grins. Lows: Tops out at
15 mph, 12-mile range, riders over
265 pounds need not apply.
More than 40 years ago, Honda tried
PHOTOGRAPH BY ANDI HEDRICK, 1982 HONDA MOTOCOMPO PHOTOGRAPH BY GEORGE LIP P
addressing Tokyo traffic with the fold-
ing Motocompo scooter. The idea was
you’d park your car several miles from
where you worked, unfold the compact
two-wheeler, and ride the rest of the
way. Honda even designed it to fit in
the contemporary (and very tiny) City
hatchback. But the company pulled the
plug on it in 1983 after a two-year run.
Like many Radwood-era JDM rides,
the Motocompo has been rising in pop-
ularity. And with urban mobility still an
issue, Honda decided to revisit the con-
cept with the new Motocompacto. Like
the OG, it’s a scooter that folds up, but it
has been thoroughly rethought.
First, it’s even more compact-o
than the original: 8.5 inches shorter
and 3.9 inches narrower. It also folds
into a smaller volume (29.2 by 3.7 by
21.1 inches). Unlike the Motocompo,
the Motocompacto has some onboard
storage—not much, but enough to
hold a small laptop. At 42 pounds, it
weighs less than half as much as its
ancestor. The light mass and handle
make the Motocompacto fairly easy
to carry or wheel around.
The big difference: A DC electric
motor replaces the Motocompo’s
2.5-hp 49-cc two-stroke engine.
Admittedly, with its 0.7-hp output,
the Motocompacto isn’t as powerful.
It also has a lower top speed, 15 mph
instead of 25 mph. That means the
Motocompacto isn’t legally a motor
vehicle. It doesn’t have a horn or
turn signals, though it does have an
LED headlight and taillight, as well
as a bell. Honda says Motocompacto
riders can use bicycle lanes (where
local ordinances allow).
To use the Motocompacto, you
unfold and secure the foot pegs,
handlebar, seat, and rear wheel,
then hit the power button. Grab the
synthetic-leather handgrips, press
the accelerator with your thumb,
and away you go.
With its skinny tires, tidy
dimensions, and low weight, the
Motocompacto is a cinch to lean
into turns. Tucked in, our 190-
pound test rider hit 15 mph in 16.4
seconds. That doesn’t sound like
much, unless you’re atop a rolling
briefcase. Within seconds, we were
tearing up corners at top speed,
grinning all the while. If you had
the numbers
Vehicle Type: mid-motor, front-
wheel-drive, 1-passenger, 0-door
scooter
Base/As Tested ......... $995/$995
Motor: permanent-magnet
synchronous DC, 0.7 hp, 12 lb-ft
Battery Pack: air-cooled lithium-
ion, 0.24 kWh (84-W charger)
Transmission: direct-drive
Dimensions
• Wheelbase ............................. 29.2 in
• L/W/H (folded–unfolded) ... 29.2–
38.1/3.7–17.2/21.1–35.0 in
• Curb Weight .............................. 42 lb
test RESULTS
5 mph .......................................... 1.5 sec
10 mph ....................................... 5.2 sec
15 mph ...................................... 16.4 sec
Results above omit 1-ft rollout of 0.6 sec.
Top Speed (gov ltd) .............. 15 mph
Braking, 15–0 mph ..................... 19 ft
Roadholding,
12-ft Skidpad ............................ 0.49 g
a Razor scooter as a kid, riding the
Motocompacto is second nature.
Like a Razor, the Motocompacto
has no suspension. Instead, it relies
on the tires and the rubber damp-
ers in the seat assembly to absorb
vibrations and impacts. It does have
a cable-operated rear drum brake
that brings you to a swift halt from
top speed in 19 feet. Honda claims
the Motocompacto can do 12 miles
on a charge, with a full recharge
taking 3.5 hours using a 120-volt
household outlet.
At $995, the Motocompacto
costs less than many e-bikes. It’s
sold at Honda and Acura dealers and
online. Considering the popularity
of Honda’s mini motorcycles, we
can’t imagine this electric scooter
will disappear after two years.
Back in ’82, we
donned the leathers
for a ride on the
Motocompacto’s
ancestor, the
Motocompo.
71
2 024 M E R C E D E S -A M G G T ~ BY K . C . C O LW E L L
Mass Appeal
The new Mercedes-AMG GT broadens
its base, literally and figuratively.
Did you know that spiders don’t have muscles in
their legs? It’s true. Their legs are controlled with
what amounts to a hydraulic system of blood. It’s
why spiders’ legs curl up postmortem. We’re not
saying arachnid anatomy inspired AMG here,
but the new Mercedes-AMG GT has standard
hydraulic anti-roll control that, when used to
its potential, may scare passengers more than a spider crawling
on their face.
Like the hydraulics seen on Audis and McLarens, circuits
that manage roll stiffness link the GT’s wheels. The system can
effectively disconnect the anti-roll properties to improve ride
or crank up the anti-roll stiffness when you want to corner like
you mean it. The downside is that the system is heavier than
conventional anti-roll bars, although the new GT is heavier now
for a number of reasons.
This second-gen GT now shares its
underpinnings with the SL roadster—
Mastering the no more dedicated platform, dual-clutch
GT’s infotainment
menus takes transaxle, or long-hood proportions. A
some time. We 577-hp twin-turbo 4.0-liter V-8 drives
found the speed all four wheels by way of the corporate
warning once,
but don’t ask us nine-speed automatic. Back seats are
to do it again. optional, and Mercedes lifted the mono-
lithic infotainment screen and digital
gauges from the SL. The 106.3-inch
wheelbase is 2.8 inches longer, and the
overall length has ballooned 7.1 inches
to 186.1. As such, the GT carries about
600 pounds more than before.
While the rear seat isn’t mandatory,
it should be considered so. What little
mass the child-size seats add is shaded
by a metric ton of functionality because
folding them increases cargo space from
11 to 24 cubic feet. With the two-seater,
there is only a parcel shelf and a fixed
vertical partition.
Adding all-wheel drive all but guar-
antees the new car will outaccelerate its
predecessor despite the weight gain. Put
JANUARY 2024 ~ CAR AND D R IV E R

the numbers
Vehicle Type: front-engine, rear/all-
wheel-drive, 2- or 2+2-passenger, 2-door
hatchback
Base (C/D est) ... $150,000–$180,000
Engines: twin-turbocharged and
intercooled DOHC 32-valve 4.0-liter V-8,
469 or 577 hp, 516 or 590 lb-ft
Transmission: 9-speed automatic
Dimensions
• Wheelbase ..................................... 106.3 in
• L/W/H ............................ 186.1/78.1/53.3 in
• Curb Weight .................................. 4300 lb
Performance (C/D est)
• 60 mph ..................................... 2.9–3.5 sec
• 100 mph ................................... 7.0–8.0 sec
• 1/4-Mile ................................... 11.1–12.0 sec
• Top Speed ............................. 183–196 mph
EPA Fuel Economy (C/D est)
• Comb/City/Hwy .... 16/13–14/21–22 mpg
AMG likely your foot to the floor, and the engine responds
insisted on red with a ferocity not often found in six-figure
seatbelts to high-
light the fact that grand tourers. The nine-speed automatic snaps
the new GT is now off shifts with increasing haste as you cycle
available as a 2+2. through the drive modes (Slippery, Comfort,
Sport, Sport+, Race, and Individual). The GT63
should burst to 60 mph in under 3.0 seconds with little effort. There’s
also a GT55 coming that uses the same 4.0-liter V-8, albeit in a 469-hp
state of tune. Expect it to undercut the GT63’s sticker by at least $30K
and further broaden this car’s appeal.
The chassis systems—rear steering, hydraulic anti-roll control, adap-
tive damping—do a commendable job of masking the added mass. Turn
in to a sweeper, and the car grips like a spider to a wall. Yet the GT also
feels like a step back. It’s plenty capable, and once you get over the learn-
ing curve of some seriously frustrating infotainment menus, it works a
lot better than before as a daily driver. It’s just not the dedicated sports
car the first one was—although it may catch more buyers in its web.
ONE MORE L AP
—
More than 270 AMG GT3 racers have sold since
the car’s introduction in 2015, so AMG has a
strong business selling track-only, first-gen
GTs, such as this newly minted GT2 version.
Unlike the GT3, which still uses the old 6.2-
liter V-8, the GT2 has the flat-plane-crank,
twin-turbo 4.0-liter V-8 from the GT Black
Series, here tuned for 697 horsepower. While
the GT2 has raced in some endurance events,
it’s primarily for the track-club set, at venues
like New York’s Monticello Motor Club and the
Thermal Club in Palm Springs. The GT2 has a
155-hp advantage over the GT3, but it doesn’t
make nearly the downforce (think half), so
for inexperienced drivers, it’s a lot more fun
to drive. The adjustable anti-lock brakes and
traction control let you baby-step to the
limits without risking a roughly $450,000
toy. That isn’t cheap, but the fit and finish is
production-car quality. We had 12 laps at an
unfamiliar track in Valencia, Spain, and we
walked away wishing for another dozen. You
could lap this car for years and not get bored.
73
2 024 VO LVO V6 0 T 8 e AW D P O L E S TA R
E N G I N E E R E D ~ BY A N D R E W K R O K
Revamped
Recharge
Highs: Impressive EV range,
solid hybrid performance, did we
mention it’s a wagon? Lows: Slow
onboard charger, modes buried
in menus, $72,345 base price.
Volvo got a few things right and a few
things wrong when it debuted the
previous Polestar-massaged V60
station wagon. Polestar made it a
plug-in hybrid, but it was light on
EV range and couldn’t match the
performance of the gas-powered
V60. Volvo is addressing those short-
comings in the new V60 T8 eAWD
Polestar Engineered. A complex car
deserves a complex name.
Here’s a rundown of the power-
train updates: A 14.9-kWh battery
replaces the 9.1-kWh unit, the rear
e-motor goes from 87 to 143 horse-
power, and the now solely turbo-
charged inline-four (sans electric
supercharger) makes 312 horses and
295 pound-feet. Total output rises
to 455 ponies and 523 pound-feet,
respective increases of 40 and 29.
The larger battery helped the V60
hit 44 miles in our highway range
test, besting its 41-mile EPA esti-
mate and trouncing the 2020 mod-
el’s 21 miles. Fuel economy in hybrid
mode on our highway loop is up as
74 THE RUNDOWN
well, from 31 to 34 mpg. A 4.1-second
dash to 60 mph and a 12.5-second,
111-mph quarter-mile make this
Polestar the quickest V60 ever.
The V60 Polestar’s demeanor can
be sedate or seething. In the default
settings, the wagon will prioritize
electron use, lolling quietly down
the road. A clever icon on the power
gauge marks the point where more
pedal will wake up the engine.
Polestar driving mode unleashes
the powertrain’s full might, with the
gas engine driving the front wheels
while the electric motor propels the
rears. Volvo’s new engine is demure,
avoiding snap-crackle-pop theatrics.
The eight-speed automatic is seam-
less, and the blending of gas and
electric propulsion is buttery smooth.
The Öhlins dampers are adjust-
able, yes, but only through the man-
ual knobs on each unit. The default
stiffness is on the firm side, but a
softer ride is just a few clicks away.
Unlike with other factory stiffen-ups,
such as in the BMW M3 CS, the V60
PHOTOGRAPHY BY ANDI HEDRICK ~ JAN UARY 2024 ~ CAR AND DRIV ER
avoids bad-road porpoising.
At $72,345, the V60 Polestar is hardly
a cheap Swede. However, there really
isn’t another five-figure offering that’s a
truly engaging station wagon. If you’re
looking to combine sports-car accelera-
tion and emissions-free commuting in a
wagon shape, the V60 Polestar will do it
all for you.
the numbers
Vehicle Type: front-engine, rear-motor,
rear/all-wheel-drive, 5-passenger,
4-door wagon
Base/As Tested ...... $72,345/$72,925
Powertrain: turbocharged and
intercooled DOHC 16-valve 2.0-liter
inline-4, 312 hp, 295 lb-ft + AC motor, 143
hp, 228 lb-ft (combined output: 455 hp,
523 lb-ft; 14.9-kWh lithium-ion battery
pack; 3.7-kW onboard charger)
Transmissions, F/R: 8-speed automatic/
direct-drive
Dimensions
• Wheelbase ........................................ 113.1 in
• L/W/H ........................... 188.1/72.8/56.3 in
• Curb Weight ................................... 4494 lb
test RESULTS
60 mph .................................................. 4.1 sec
100 mph ............................................. 10.0 sec
1/4-Mile ......................... 12.5 sec @ 111 mph
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph ............. 4.5 sec
Top Speed (gov ltd) ...................... 113 mph
Braking, 70–0 mph ............................ 163 ft
Braking, 100–0 mph .......................... 331 ft
Roadholding, 300-ft Skidpad ..... 0.90 g
C/D Fuel Economy
• Observed ...................................... 27 MPGe
• 75-mph Hwy Driving,
EV/Hybrid .................... 86 MPGe/34 mpg
• 75-mph Hwy Range,
EV/Hybrid ................................. 44/540 mi
EPA Fuel Economy
• Comb/City/Hwy .............. 31/30/33 mpg
• Comb Gas + Electricity .......... 74 MPGe
• EV Range ............................................. 41 mi
2 024 M c L A R E N 7 5 0 S ~ BY DA N E D M U N D S
Big Mac
The McLaren 750S is much
more than a maximized 720S.
Estoril is a fantastic former Formula 1 cir-
cuit with a logo that doesn’t do it justice.
Far more nuanced and challenging than
the logo’s bent paper clip suggests, it’s a
ribbon of asphalt that’s artfully draped
over Portugal’s coastal mountain topog-
raphy. A 740-hp rear-drive supercar
such as the 2024 McLaren 750S should
be intimidating around Estoril, but the
750S is so well sorted that we felt con-
fident to push like hell without fear of
being flung into the barriers.
Yes, the 750S is an evolution of the
720S, and that’s a mega jumping-off
point. Some 30 percent of its parts are
new or revised, so the changes go well
beyond putting the screws to the twin-
turbo 4.0-liter V-8 to add 30 horses and
22 pound-feet of torque. The tweaks also
make for a 66-pound weight loss and a
class-leading power-to-weight ratio,
according to McLaren. Other changes
further optimize acceleration, such as
shorter final gearing that gives the 750S
added punch out of slower corners. We
expect the 60-mph and quarter-mile
times to shrink, but that doesn’t capture
just how much more alive this car feels.
A new center-exiting exhaust gives
the 750S a more ferocious bark, but
the reroute is also part of a compre-
hensive aerodynamic rethink that
better manages airflow over a new
rear wing that’s 20 percent larger.
Around Estoril, the active wing tog-
gles from a drag-reduction device on
long straights to an air brake when
you mash the eyeball-stretching,
optional carbon-ceramic binders. At
turn-in, it becomes a conventional
wing that works with the revised
nose and front splitter to press the
available Pirelli P Zero Trofeo R tires
into the tarmac, delivering impecca-
ble balance as speed builds.
We applaud the quicker steering
ratio, and the hydraulically cross-
linked suspension has been revised.
Fresh spring, damper, and accumu-
lator tuning delivers the compli-
ance necessary to dance across FIA
curbs and also provides uncanny
smoothness on neglected real-world
pavement.
Under braking, the vitreous
humor of Edmunds’s
eye separated from his
retina. So you could say
the 750S’s brakes are
literally eye-popping.
Inside, McLaren ditched the
silly rotating display that would
show a comprehensive gauge clus-
ter and then fold to present a digital
strip-style tachometer. Instead, the
750S has a legible digital instru-
ment cluster flanked by prominent
mode-selection rocker switches that
are always within fingertip reach,
because the entire assembly tilts and
telescopes with the steering wheel.
There’s more to Estoril than its
emblem suggests, and there’s more
to the 750S than the revised nomen-
clature indicates. McLaren didn’t
just add 30 horsepower; it gave the
car more soul. And Apple CarPlay.
the numbers
Vehicle Type: mid-engine, rear-
wheel-drive, 2-passenger, 2-door
coupe or convertible
Base ........... $332,740–$353,740
Engine: twin-turbocharged and
intercooled DOHC 32-valve V-8,
aluminum block and heads, port
fuel injection
Displacement .... 244 in3, 3994 cm3
Power ................ 740 hp @ 7500 rpm
Torque ........... 590 lb-ft @ 5500 rpm
Transmission: 7-speed dual-clutch
automatic
Dimensions
• Wheelbase ............................ 105.1 in
• L/W/H ................... 179.9/76.0/47.1 in
• Curb Weight ............. 3100–3200 lb
Performance (C/D est)
• 60 mph ........................... 2.5–2.6 sec
• 100 mph ......................... 5.1–5.2 sec
• 1/4-Mile ........................ 9.9–10.0 sec
• Top Speed .......................... 206 mph
EPA Fuel Economy
• Comb/City/Hwy ...... 17/15/19 mpg
75
2 024 T OYO TA TA C O M A ~
BY E R I C S TA F F O R D
Fresh Tacos
The Toyota Tacoma is new for
the first time in a long time,
boasting modern powertrains
(including a hybrid) and a
coil-spring suspension.
There’s no such thing as too many
tacos. That’s true of both the tasty
handheld food and the new fourth-
generation Toyota Tacoma, with its
buffet of bed, cab, and powertrain
choices. While most mid-size trucks
are limiting their menu, the 2024
Tacoma’s is more diverse than ever.
We’ve driven most of the new
Tacoma family, minus the Baja-
style TRD Pro and overlanding
Trailhunter. Those two, with a new
hybrid system that produces 326
horsepower, will arrive later.
The base Tacoma has a 228-hp
turbo 2.4-liter four. The rest have
mightier versions with up to 278
horses, matching the outgoing 3.5-
Styling is squarer
and squintier than
before. All but
the TRD Pro and
Trailhunter get
a cow-catcher
air dam.
76 THE RUNDOWN
liter V-6; their torque rises from 265
to up to 317 pound-feet and arrives as
much as 3000 rpm sooner, making the
Tacoma feel much more responsive. A
manual transmission lives on, and a pro-
ficient eight-speed automatic replaces
the clumsy six-speed unit. According
to Toyota, fuel economy improves too.
The cabin is better insulated from
engine noise, and a higher seating posi-
tion means you no longer feel like you’re
sitting on the floor. With modern design
and nicer textures, the interior offers
flashy digital displays, power-adjustable
front seats (finally), and a JBL stereo
with a portable speaker, all of which
vanquish the old truck’s 2005 vibes.
The new Tacoma cribs chiseled
bodywork and a boxed ladder frame
from the Tundra, along with an avail-
able coil-spring rear suspension that
transforms the Tacoma’s ride from jit-
tery to buttery. The swanky Limited has
optional adaptive dampers that increase
comfort or sportiness; the base and
extended-cab models soldier on with
leaf springs that lack the composure of
the coils on rough roads.
The Tacoma’s driving demeanor
feels more cohesive than before. Elec-
trically assisted power steering and
rear disc brakes join the party, as well
as lane-keeping assist and improved
crawl control for off-roading.
Breaking trail is a Tacoma staple.
The TRD Off-Road now has 33-inch
BFGoodrich Trail-Terrain T/A tires,
Bilstein external-reservoir damp-
ers, and an optional front anti-
roll bar disconnect for increased
wheel articulation, which together
aid in easily conquering off-road
obstacles. The revived PreRunner
trim—with two doors, two seats,
and two-wheel drive—is a cheaper
alternative with similar hardware.
The lineup offers many configu-
rations. Prices range from $32,995
for the SR to $53,595 for the Lim-
ited. And the more Tacos, the better.
the numbers
Vehicle Type: front-engine,
rear- or rear/4-wheel-drive, 2- or
5-passenger, 2- or 4-door pickup
Base ................ $32,995–$41,895
Engine: turbocharged and
intercooled 16-valve 2.4-liter
inline-4, 228, 270, or 278 hp, 243,
310, or 317 lb-ft
Transmissions: 6-speed manual,
8-speed automatic
Dimensions
• Wheelbase .................. 131.9–145.1 in
• L/W/H ...... 213.0–226.2/76.9–77.9/
73.8–74.7 in
• Curb Weight ............ 4200–4800 lb
Performance (C/D est)
• 60 mph .......................... 6.5–8.0 sec
• 1/4-Mile ....................... 14.9–16.4 sec
• Top Speed ............................ 110 mph
EPA Fuel Economy (mfr’s est)
• Comb/City/Hwy ...... 20–23/18–21/
23–26 mpg
JANUARY 2024 ~ CAR AND DR IV E R
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2 024 F E R R A R I S F 9 0 X X ~ BY M I K E S U T T O N

XX Gon’ Give
It to Ya
Finally, a Ferrari track special
with a license-plate holder.

Beauty comes in many forms. The SF90

XX, for example, is the first street-legal
Ferrari with a fixed rear wing since
the F50 of the 1990s. Yet where that
Pininfarina-styled icon embraces the
atmosphere elegantly, the SF90 XX
exudes a menace born out of its singular
mission to be the most extreme Ferrari
road car ever. Key to the SF90 XX’s track prowess is its massive 1168
At its core, this all-wheel-drive plug-in hybrid with a com- pounds of downforce at 155 mph, up from the SF90’s 860
bined 1016 horsepower blurs the line between Ferrari’s top- pounds. A deeper front splitter feeds air to the electrical
level supercars and its heretofore track-only specials wearing system’s redesigned radiator setup. This eliminates the
the XX designation. With appropriate exoticism, only 799 frunk, but the design increases airflow and allows for a
of the $890,000 Stradale coupes and 599 of the $995,000 flatter underfloor that helps suck the car’s nose to the
Spider convertibles will leave the factory. The standard SF90 ground. Fender vents reduce air pressure in the wheel
already combines brazen charisma with a ballistic 2.0-sec- wells and help channel air to the elongated tail. Ferrari
ond launch to 60 mph, and if the reconfigured the SF90’s active rear spoiler to work with
XX model’s official 1:17.3 lap time the fixed rear wing. When elevated, the spoiler mini-
around Ferrari’s 1.9-mile Fiorano mizes aerodynamic drag. Lowering it deflects air up
It’s a monster
on track, but the test track is anything to go by (that toward the wing, increasing downforce at the rear.
SF90 XX is also beats the regular fixed-roof, 986-hp
the first XX SF90 by a significant 1.4 seconds),
model that can be
driven out of the the new car will have even quicker
factory gates. acceleration.

78 THE RUNDOWN JANUARY 2024 ~ CAR AND D R IV E R

 the numbers
Vehicle Type: mid-engine, front-
and mid-motor, all-wheel-drive,
2-passenger, 2-door coupe
Base ���������������������������� $890,000
Powertrain: twin-turbocharged
and intercooled DOHC 32-valve The SF90 XX’s top
4.0-liter V-8, 786 hp, 593 lb-ft speed is 12 mph
+ 3 AC motors, F: 114 hp and 73 slower than the
lb-ft each, R: 161 hp and 192 lb-ft SF90’s, but 199
(combined output: 1016 hp; 6.5-kWh mph is still plenty,
[C/D est] lithium-ion battery pack) and high-speed
Transmissions, F/R: direct-drive/ stability is greatly
8-speed dual-clutch automatic enhanced�
Dimensions
• Wheelbase ........................... 104.3 in
• L/W/H ................ 190.9/79.3/48.2 in
• Curb Weight ........................ 3800 lb
Performance (C/D est) of its electric motors, its thrust build- the standard Multimatic DSSV spool-
• 60 mph ................................... 1.9 sec ing relentlessly as the V-8 comes on valve dampers feels compliant on a
• 100 mph ................................ 4.3 sec strong. Communication through the smooth racetrack (sadly, we weren’t
• 1/4-Mile .................................. 9.4 sec
• Top Speed ........................... 199 mph steering wheel is clear and direct. allowed outside Fiorano’s gate). Adap-
EPA Fuel Economy (C/D est) Impressively mild-tempered given its tive dampers are optional and bring a
• Comb/City/Hwy ...... 17/16/19 mpg potential, the SF90 XX is prone to sta- nose-lift function, while new adjust-
• Comb Gas + Electricity .... 50 MPGe
• EV Range ..................................... 8 mi ble understeer when pushed too hard, able carbon-fiber seats help cut a few
while midcorner pokes at the throttle pounds from the car’s overall mass
nudge its tail into manageable slides. (around 3800 pounds).
The firm, short-stroke brake Arguably, the highlight for the
pedal clamps the binders on 15.7-inch fortunate few who’ve already snapped
Uncork the SF90 XX to experi- front and 15.4-inch rear carbon- up the SF90 XX’s allotments will be its
ence the feral howl of a twin-turbo ceramic rotors. Stand on it, and the usability. While previous XX models
4.0-liter V-8 spinning to 8300 rpm. car seemingly augers into the pave- are usually stored in Maranello and
Optimized sound tubes pump more ment. Revised stability control brings rolled out only for select track days
of the combustion terror into the additional security, with the CT Off under the guidance of engineers, SF90
cabin, while the engine itself gains mode and its exploitable safety net XX owners will be able to unleash
17 horses (now 786 in total) via new returning the quickest lap times. their thoroughbreds at will. Whether
pistons and polished intake and Despite spring rates nearly 70 per- that’s on a racetrack or an empty can-
exhaust tracts. Transmission pro- cent stiffer, the SF90 XX still leans yon road, that freedom will be its own
gramming borrowed from the Day- slightly around apexes, and its ride on kind of beautiful.
tona SP3 brings crisper ratio swaps
to the eight-speed dual-clutch.
The new car retains the regu-
lar SF’s powertrain configuration,
with an estimated 6.5-kWh bat-
tery pack feeding a trio of electric
motors—one between the V-8 and
the gearbox and another at each
front wheel. Total electrical output
remains 217 horsepower in most
situations, but software releases an
additional 13 stallions in brief spurts
when you engage Qualifying mode.
Tamer hybrid settings mix the flow
of power to varying degrees, while
an electric-only mode can propel the
car for a few miles at speeds up to
84 mph.
Michelin Pilot Sport Cup 2
R tires (255/35ZR-20s in front,
315/30ZR-20s at the rear) work
hard as the car slingshots out of
Fiorano’s tight corners on the torque

79
 The 10 Best 10Best Investments
If it feels like you accidentally ingested guano every time you look at collector-car prices, you’re
not alone. You’re also not alone if you’re kicking yourself because you didn’t pick up a first-gen
Acura NSX before they went crazy. We went back through our 10Best lists and then browsed
BringaTrailer.com to see which past winners would have made you a little money.

2023 Chevrolet 2012 Cadillac 1995 BMW M3 2000 Honda 2000 BMW M
Corvette Z06 CTS-V Base Price: $36,642 S2000 Coupe (10Best
Base Price: $109,295 Base Price: $65,390 BaT Sale: $85,000 Base Price: $32,415 1999)
BaT Sale: $248,911 for BaT Sale: $111,000 for a clinically clean BaT Sale: $51,000 for Base Price: $42,675
a loaded convertible. for a blue no-sunroof white-on-black coupe a one-owner 2.0-liter BaT Sale: $59,600 for
Yes, the droptop Z06 wagon with the six- showing 12,000 miles. roadster that likely an 11,000-mile clown
was technically too speed manual and Estimated Average saw 8900 rpm fre- shoe with 240 horses.
expensive for 10Best 12,000 miles. Well Annual Return: quently over 25,000 Later 315-hp versions
last year, but the targa bought. 3 percent miles. bring even more.
version was on there, Estimated Average Estimated Average Estimated Average
and this sale was too Annual Return: Annual Return: Annual Return:
nuts to ignore. 5 percent 2 percent 1 percent
Estimated Average
Annual Return:
1800 percent

1990 Ford
Mustang 5.0
1989 Porsche (10Best 1988)
944 Turbo 1984 Volkswagen Base Price: $13,485
(10Best 1986) 1994 Nissan 1987 Honda Rabbit GTI BaT Sale: $61,000 for
Base Price: $45,465 300ZX Turbo Prelude 2.0 Si Base Price: $8350 a 1900-mile LX coupe,
BaT Sale: $135,944 Base Price: $41,000 (10Best 1986) BaT Sale: $41,000 for arguably the most
for a minty 3100-mile BaT Sale: $135,000 Base Price: $15,475 an ’84 GTI? Well, we desired Fox-body
example painted Guards for a 22,000-mile time BaT Sale: $79,000 for suppose if a 944 can be Mustang that didn’t
Red. Very well sold. capsule. a 4200-mile survivor. six figures . . . wear a snake.
Estimated Average Estimated Average Estimated Average Estimated Average Estimated Average
Annual Return: Annual Return: Annual Return: Annual Return: Annual Return:
3 percent 4 percent 5 percent 4 percent 5 percent

80 ILLUST RAT ION BY ANDY POT TS ~ JANUARY 2024 ~ CAR AND DRIV ER
DEDICATED TO THE STREETS.

The Acura Integra Type S is selected for

Car and Driver’s 10Best award.

The 2024 Integra Type S, inspired by and made for the streets, has
been recognized with Car and Driver’s 10Best award. With a 320-hp,
2.0-liter, VTEC® turbo engine, a wide-body design with triple exhaust
outlets, a 6-speed manual transmission, and an Integrated Dynamics
System (IDS) with Sport+ and Individual modes, the Integra Type S is
unlike any car in its class. This one is dedicated to the streets.

Integra Type S shown with optional accessories. ©2023 Acura. Acura, Integra, VTEC, and the stylized “A” logo are registered trademarks of Honda Motor Co., Ltd.