First drive

The most efficient Crosstrek ever? Subaru’s hybrid gets a bit rugged.

car review, Cars, First drive, Subaru Crosstrek Hybrid / Beth Washington / September 30, 2025

MG2 then sits at the rear of the CVT, linked via a planetary gearset, and working in concert with the gasoline engine to power the wheels. Alone, MG2 can also manage a minimal mile or so of EV-only range at a max of 19 mph (30.5 km/h)—but more importantly, boosts total low-end torque and high-end horsepower, as well as handling regenerative braking. (We’re still waiting on the exact horsepower contribution and will update this when we hear back from Subaru.)

It might be a boxer, but it’s no heavyweight

The Atkinson 2.5 L puts out just 162 hp (119 kW) and 154 lb-ft (209 Nm) of torque on its own, but MG2 contributes enough juice for combined system rating peaks of 194 hp (143 kW). That’s an improvement of 14 hp versus the ICE-only (non-Atkinson) 2.5 L Boxer’s 180 hp (and 178 lb-ft). Those numbers might still seem paltry compared to so many other automakers in the modern era, which responded to governmental regulations by hybridizing ever bigger and heavier cars to make them more powerful rather than necessarily more efficient—BMW’s gargantuan M5 stands out as a recent offender. Not so for Crosstrek, which still tips the scales at a relatively svelte 3,662 pounds (1,661 kg), further contributing to efficiency while accelerating.

There’s a horizontally opposed boxer engine under there. And the orange HV cables are a clue there’s a hybrid system, too. Michael Teo Van Runkle

The new Crosstrek Hybrid only manages insignificant weight savings compared to 3,717 lbs (1,686 kg) for the previous plug-in, which boasted 17 miles (27 km) of all-electric range. But that generation therefore sacrificed trunk space to house a much larger 8.8-kWh lithium-ion battery. Dual motors and the smaller battery pack do contribute to a 400-pound (181-kg) gain versus the equivalent non-hybrid variant of the current generation, though. Yet in addition to the power improvements, fuel economy jumps up to EPA ratings of 36 mpg (6.5.L//100 km) city, 36 highway, and (therefore) 36 combined—38 percent better than the ICE Crosstrek, according to Subaru.

In back-to-back drives through the forested hills of northern Oregon and southern Washington, punching the go pedal in a Crosstrek Hybrid brings on a much more potent rush of throttle response and acceleration, far outpacing the naturally aspirated engine. The constant-velocity transmission simulates shifts despite effectively holding the hybrid system in its happy place, and the sound of MG2 working produces a fun little whine, almost like a turbocharger. All while the Symmetrical AWD system smoothly and predictably meters traction out to each wheel in quintessential Subaru fashion.

The most efficient Crosstrek ever? Subaru’s hybrid gets a bit rugged. Read More »

zr1,-gtd,-and-america’s-new-nurburgring-war

ZR1, GTD, and America’s new Nürburgring war

car review, Cars, Chevrolet Corvette ZR1, Corvette ZR1X, Features, First drive, Ford Mustang GTD, Nordschleife, Nurburgring / Mike M. / September 29, 2025

Drive quickly and make a lot of horsepower.

Ford and Chevy set near-identical lap times with very different cars; we drove both.

Credit: Tim Stevens | Aurich Lawson

There’s a racetrack with a funny name in Germany that, in the eyes of many international enthusiasts, is the de facto benchmark for automotive performance. But the Nürburgring, a 13-mile (20 km) track often called the Green Hell, rarely hits the radar of mainstream US performance aficionados. That’s because American car companies rarely take the time to run cars there, and if they do, it’s in secrecy, to test pre-production machines cloaked in camouflage without publishing official times.

The track’s domestic profile has lately been on the rise, though. Late last year, Ford became the first American manufacturer to run a sub-7-minute lap: 6: 57.685 from its ultra-high-performance Mustang GTD. It then did better, announcing a 6: 52.072 lap time in May. Two months later, Chevrolet set a 6: 49.275 lap time with the hybrid Corvette ZR1X, becoming the new fastest American car around that track.

It’s a vehicular war of escalation, but it’s about much more than bragging rights.

The Green Hell as a must-visit for manufacturers

The Nürburgring is a delightfully twisted stretch of purpose-built asphalt and concrete strewn across the hills of western Germany. It dates back to the 1920s and has hosted the German Grand Prix for a half-century before it was finally deemed too unsafe in the late 1970s.

It’s still a motorsports mecca, with sports car racing events like the 24 Hours of the Nürburgring drawing hundreds of thousands of spectators, but today, it’s better known as the ultimate automotive performance proving ground.

It offers an unmatched variety of high-speed corners, elevation changes, and differing surfaces that challenge the best engineers in the world. “If you can develop a car that goes fast on the Nürburgring, it’s going to be fast everywhere in the whole world,” said Brian Wallace, the Corvette ZR1’s vehicle dynamics engineer and the driver who set that car’s fast lap of 6: 50.763.

“When you’re going after Nürburgring lap time, everything in the car has to be ten tenths,” said Greg Goodall, Ford’s chief program engineer for the Mustang GTD. “You can’t just use something that is OK or decent.”

Thankfully, neither of these cars is merely decent.

Mustang, deconstructed

You know the scene in Robocop where a schematic displays how little of Alex Murphy’s body remains inside that armor? Just enough of Peter Weller’s iconic jawline remains to identify the man, but the focus is clearly on the machine.

That’s a bit like how Multimatic creates the GTD, which retains just enough Mustang shape to look familiar, but little else.

Multimatic, which builds the wild Ford GT and also helms many of Ford’s motorsports efforts, starts with partially assembled Mustangs pulled from the assembly line, minus fenders, hood, and roof. Then the company guts what’s left in the middle.

Ford’s partner Multimatic cut as much of the existing road car chassis as it could for the GTD. Tim Stevens

“They cut out the second row seat area where our suspension is,” Ford’s Goodall said. “They cut out the rear floor in the trunk area because we put a flat plate on there to mount the transaxle to it. And then they cut the rear body side off and replace that with a wide-body carbon-fiber bit.”

A transaxle is simply a fun name for a rear-mounted transmission—in this case, an eight-speed dual-clutch unit mounted on the rear axle to help balance the car’s weight.

The GTD needs as much help as it can get to offset the heft of the 5.2-liter supercharged V8 up front. It gets a full set of carbon-fiber bodywork, too, but the resulting package still weighs over 4,300 lbs (1,950 kg).

With 815 hp (608 kW) and 664 lb-ft (900 Nm) of torque, it’s the most powerful road-going Mustang of all time, and it received other upgrades to match, including carbon-ceramic brake discs at the corners and the wing to end all wings slung off the back. It’s not only big; it’s smart, featuring a Formula One-style drag-reduction system.

At higher speeds, the wing’s element flips up, enabling a 202 mph (325 km/h) top speed. No surprise, that makes this the fastest factory Mustang ever. At a $325,000 starting price, it had better be, but when it comes to the maximum-velocity stakes, the Chevrolet is in another league.

More Corvette

You lose the frunk but gain cooling and downforce. Tim Stevens

On paper, when it comes to outright speed and value, the Chevrolet Corvette ZR1 seems to offer far more bang for what is still a significant number of bucks. To be specific, the ZR1 starts at about $175,000, which gets you a 1,064 hp (793 kW) car that will do 233 mph (375 km/h) if you point it down a road long enough.

Where the GTD is a thorough reimagining of what a Mustang can be, the ZR1 sticks closer to the Corvette script, offering more power, more aerodynamics, and more braking without any dramatic internal reconfiguration. That’s because it was all part of the car’s original mission plan, GM’s Brian Wallace told me.

“We knew we were going to build this car,” he said, “knowing it had the backbone to double the horsepower, put 20 percent more grip in the car, and oodles of aero.”

At the center of it all is a 5.5-liter twin-turbocharged V8. You can get a big wing here, too, but it isn’t active like the GTD’s.

Chevrolet engineers bolstered the internal structure at the back of the car to handle the extra downforce at the rear. Up front, the frunk is replaced by a duct through the hood, providing yet more grip to balance things. Big wheels, sticky tires, and carbon-ceramic brakes round out a package that looks a little less radical on the outside than the Mustang and substantially less retooled on the inside, but clearly no less capable.

The engine bay of a yellow Corvette ZR1. — A pair of turbochargers lurk behind that rear window. Credit: Tim Stevens

And if that’s not enough, Chevrolet has the 1,250 hp (932 kW), $208,000 ZR1X on offer, which adds the Corvette E-Ray’s hybrid system into the mix. That package does add more weight, but the result is still a roughly 4,000-lb (1,814 kg) car, hundreds less than the Ford.

’Ring battles

Ford and Chevy’s battle at the ‘ring blew up this summer, but both brands have tested there for years. Chevrolet has even set official lap times in the past, including the previous-generation Corvette Z06’s 7: 22.68 in 2012. Despite that, a fast lap time was not in the initial plan for the new ZR1 and ZR1X. Drew Cattell, ZR1X vehicle dynamics engineer and the driver of that 6: 49.275 lap, told me it “wasn’t an overriding priority” for the new Corvette.

But after developing the cars there so extensively, they decided to give it a go. “Seeing what the cars could do, it felt like the right time. That we had something we were proud of and we could really deliver with,” he said.

Ford, meanwhile, had never set an official lap time at the ‘ring, but it was part of the GTD’s raison d’être: “That was always a goal: to go under seven minutes. And some of it was to be the first American car ever to do it,” Ford’s Goodall said.

That required extracting every bit of performance, necessitating a last-minute change during final testing. In May of 2024, after the car’s design had been finalized by everyone up the chain of command at Ford, the test team in Germany determined the GTD needed a little more front grip.

To fix it, Steve Thompson, a dynamic technical specialist at Ford, designed a prototype aerodynamic extension to the vents in the hood. “It was 3D-printed, duct taped,” Goodall said. That design was refined and wound up on the production car, boosting frontal downforce on the GTD without adding drag.

Chevrolet’s development process relied not only on engineers in Germany but also on work in the US. “The team back home will keep on poring over the data while we go to sleep, because of the time difference,” Cattell said, “and then they’ll have something in our inbox the next morning to try out.”

When it was time for the Corvette’s record-setting runs, there wasn’t much left to change, just a few minor setup tweaks. “Maybe a millimeter or two,” Wallace said, “all within factory alignment settings.”

A few months later, it was my turn.

Behind the wheel

No, I wasn’t able to run either of these cars at the Nürburgring, but I was lucky enough to spend one day with both the GTD and the ZR1. First was the Corvette at one of America’s greatest racing venues: the Circuit of the Americas, a 3.5-mile track and host of the Formula One United States Grand Prix since 2012.

A head-on shot of a yellow Corvette ZR1. — How does 180 mph on the back straight at the Circuit of the Americas sound? Credit: Tim Stevens

I’ve been lucky to spend a lot of time in various Corvettes over the years, but none with performance like this. I was expecting a borderline terrifying experience, but I couldn’t have been more wrong. Despite its outrageous speed and acceleration, the ZR1 really is still a Corvette.

On just my second lap behind the wheel of the ZR1, I was doing 180 mph down the back straight and running a lap time close to the record set by a $1 million McLaren Senna a few years before. The Corvette is outrageously fast—and frankly exhausting to drive thanks to the monumental G forces—but it’s more encouraging than intimidating.

The GTD was more of a commitment. I sampled one at The Thermal Club near Palm Springs, California, a less auspicious but more technical track with tighter turns and closer walls separating them. That always amps up the pressure a bit, but the challenging layout of the track really forced me to focus on extracting the most out of the Mustang at low and high speeds.

The GTD has a few tricks up its sleeve to help with that, including an advanced multi-height suspension that drops it by about 1.5 inches (4 cm) at the touch of a button, optimizing the aerodynamic performance and lowering the roll height of the car.

A black Ford Mustang GTD in profile.

Heavier and less powerful than the Corvette, the Mustang GTD has astonishing levels of cornering grip. Credit: Tim Stevens

While road-going Mustangs typically focus on big power in a straight line, the GTD’s real skill is astonishing grip and handling. Remember, the GTD is only a few seconds slower on the ‘ring than the ZR1, despite weighing somewhere around 400 pounds (181 kg) more and having nearly 200 fewer hp (149 kw).

The biggest difference in feel between the two, though, is how they accelerate. The ZR1’s twin-turbocharged V8 delivers big power when you dip in the throttle and then just keeps piling on more and more as the revs increase. The supercharged V8 in the Mustang, on the other hand, is more like an instantaneous kick in the posterior. It’s ferocious.

Healthy competition

The ZR1 is brutally fast, yes, but it’s still remarkably composed, and it feels every bit as usable and refined as any of the other flavors of modern Corvette. The GTD, on the other hand, is a completely different breed than the base Mustang, every bit the purpose-built racer you’d expect from a race shop like Multimatic.

Chevrolet did the ZR1 and ZR1X development in-house. Cattell said that is a huge point of pride for the team. So, too, is setting those ZR1 and ZR1X lap times using General Motors’ development engineers. Ford turned to a pro race driver for its laps.

A racing driver stands in front his car as mechanics and engineers celebrate in the background. — Ford factory racing driver Dirk Muller was responsible for setting the GTD’s time at the ‘ring. Credit: Giles Jenkyn Photography LTD/Ford

An engineer in a fire suit stands next to a yellow Corvette, parked on the Nurburgring. — GM vehicle dynamics engineer Drew Cattell set the ZR1X’s Nordschleife time. Credit: Chevrolet

That, though, was as close to a barb as I could get out of any engineer on either side of this new Nürburgring. Both teams were extremely complimentary of each other.

“We’re pretty proud of that record. And I don’t say this in a snarky way, but we were first, and you can’t ever take away first,” Ford’s Goodall said. “Congratulations to them. We know better than anybody how hard of an accomplishment or how big of an accomplishment it is and how much effort goes into it.”

But he quickly added that Ford isn’t done. “You’re not a racer if you’re just going to take that lying down. So it took us approximately 30 seconds to align that we were ready to go back and do something about it,” he said.

In other words, this Nürburgring war is just beginning.

ZR1, GTD, and America’s new Nürburgring war Read More »

Small, affordable, efficient: A lot to like about the 2026 Nissan Leaf

car review, Cars, First drive, nissan leaf / Mike M. / September 12, 2025

Smaller on the outside, bigger on the inside, and it goes farther on a single charge.

The color is called Seabreeze Blue Pearl, and isn’t it great it’s not silver or grey? Credit: Nissan

SAN DIEGO—The original Nissan Leaf was a car with a mission. Long before Elon Musk set his sights on Tesla selling vast numbers of electric vehicles to the masses, then-Nissan CEO Carlos Ghosn wanted Nissan to shift half a million Leafs a year in the early 2010s. That didn’t quite come to pass, but by 2020, it had sold its 500,000th EV, which went from its factory in Sunderland, England, to a customer in Norway.

Pioneering though they were, both first- and second-generation Leafs were compromised. They were adapted from existing internal combustion engine platforms, with the electric powertrains shoehorned inside. The cars’ real handicaps were a lack of liquid cooling for the battery packs. Like an older Porsche 911, the Leaf was air-cooled, albeit with none of the collector value. That’s all changed for generation three.

The new Leaf is built on a dedicated EV platform shared with Nissan’s alliance partners Renault and Mitsubishi, and which we have previously seen used to good effect in the Nissan Ariya. The benefits of using a platform purpose-designed for electric propulsion are obvious from the space efficiency. The new car is 3 inches (75 mm) shorter from the outside, but offers nearly 9 inches (221 mm) more rear leg room (yes, really), making it a much more suitable place to put adults.

Is it a sedan? Is it a crossover? Nissan

Although the new Leaf is 0.8 inches (20 mm) wider, it’s a few mm shorter and has a lower drag coefficient (Cd 0.26), so the overall effect is a more efficient shape. The nose bears a family resemblance to the Ariya, and the body style is sort of a crossover, sort of a fastback sedan, depending on your frame of reference.

Here and there, you’ll notice iconography that calls out the automaker’s name: two vertical stripes (ni in Japanese), then three horizontal ones (san in Japanese). I’m told that if you look, there are some ginkgo leaves as Easter eggs hidden in the design, but I did not find them during our hours with the car.

For now, there’s one powertrain option: a 214 hp (160 kW), 262 lb-ft (355 Nm) motor (packaged together with its inventor and reducer), powered by a 75 kWh (net) lithium-ion battery pack. The battery pack is integrated into the car’s thermal management system, which also loops in the chiller, the motor, and the HVAC system. It can fast-charge at up to 150 kW via the NACS port built into its left side (or using a CCS1 adapter here) and should charge from 10–80 percent in 35 minutes. On the driver’s side is a J1772 port for AC charging that can also work bidirectionally to send up to 1.5 kW of AC power to an external device via an adapter.

Nissan said it kept the J1772 port because it expects to sell the new Leaf to a lot of legacy customers who already have their own home charger, and it wanted to minimize the number of adapters necessary.

Let’s talk trim levels

How far it goes on a single charge depends on which trim level you’re in. Nissan brought some preproduction Leaf Platinum+ models to the first drive. These are very highly equipped, with an electrochromic dimming roof, the LED head- and taillights you see in the images, a couple of AC outlets inside the car (with the ability to power up to 3.4 kW across two outlets), and a better sound system. But it also comes on 19-inch alloy wheels, and as we all know, bigger wheels mean smaller range. Indeed, the Leaf Platinum+ has a range of 259 miles (417 km) on a single charge.

The $34,230 SV+ loses the panoramic roof and the interior V2L outlets, and you’ll have to manually open and close the tailgate at the back. And the alloy wheels are an inch smaller, which increases the range to 288 miles (464 km).

But it keeps the heated front seats and the twin 14.3-inch displays (one for your instruments, one for infotainment) with Google built in. For the Platinum+ and SV+, that means onboard Google Maps with a route planner that will take into account your state of charge and which can precondition the battery if it knows your destination is a fast charger.

19-inch Nissan Leaf wheel — Big wheels have their drawbacks. Credit: Nissan

Nissan is only including the Google connected services for the first year, though—after that, owners will have to pay a monthly fee, although Nissan wasn’t able to tell us how much that is. Conveniently, both wireless Android Auto and Apple CarPlay are included and will continue to work after the year’s trial. And you can manually precondition the battery for charging, but automatic preconditioning via the infotainment system will not work without an active subscription.

The SV+ and Platinum can also be optioned with a heat pump ($300).

But the $29,990 S+ cannot. And it lacks the twin displays of the car you see in the images, which means no automatic battery preconditioning, although like the more expensive trims it does still have wireless Apple CarPlay and Android Auto. You also get 18-inch steel wheels with aero hubcaps, and a range of 303 miles (487 km) on a single charge. See what I mean about wheel size and range?

How does it drive?

A Nissan Leaf — Turning over a new leaf. Credit: Nissan

I’d very much like to spend some time in an S+ and an SV+, if only to see what difference a larger tire sidewall makes to the ride comfort. On 19-inch wheels, the ride was firm and translated bumps and divots through the suspension and into the cabin. There wasn’t much body roll, but your progress will be limited by the grip available to the low rolling-resistance tires—push too hard and the result is plenty of understeer.

But this is not a “push too hard” kind of EV. With just 214 hp, it accelerates quickly enough to get out of its own way, but it’s telling that Nissan did not share a 0–60 mph time during the briefing. (If I had to guess, I’d say between 5–6 seconds, which used to be considered very rapid.)

It has four drive modes—Eco, Normal, Sport, and Personal—with three different throttle maps and two steering weights to choose from. And there are now four levels of lift-off regenerative braking, which you toggle on with the left steering wheel paddle and off with the right paddle. You can’t turn regen completely off, so like General Motors’ family of EVs, the Leaf will not really coast and loses a few mph even on downhill stretches, as it converts some kinetic energy to electrical energy.

There’s also an e-Step button on the dash, which turns on maximum regen braking and may add some friction braking to the mix. Unlike using the paddles, this setting should remain on the next time you start the car. But neither of the full regen settings is able to bring the car to a complete stop—we were told that the feature is viewed with suspicion in some markets, including Japan, and like pop-out door handles, it appears that China is in the process of banning one-pedal driving entirely.

There are plenty of real buttons and switches in here. Nissan

Both e-Step and max-regen work very well in traffic or on a twisty road, where they simulate engine braking. But given the choice, I would use the paddles to control regen braking. That’s because, like the Mercedes EQ family of EVs, in this mode the brake pedal moves toward the firewall as the car slows. The engineer’s excuse for this is that the pedal moves by the same distance it would have moved had the driver used it to slow the car by the amount it has just slowed. But my rebuttal is that the brake pedal should always be where I expect to find it in an emergency, and if that’s an inch farther away, that’s not cool.

That’s really a minor gripe, though; no one says you have to push the e-Step switch on the dash. Slightly more annoying—but only slightly—is the wind noise from the sideview mirrors, which is noticeable even at 45 mph (72 km/h), although easily drowned out if you’re listening to something on the audio system.

For a daily driver, the third-generation Leaf is rather compelling, especially the S+, although the lack of heated front seats in that model might be too much of a deal-breaker, considering how important seat heaters are to EV efficiency in winter. (Because it’s more efficient to heat the driver than warm all the air in the car.)

The SV+ is more likely to be the sweet spot—this trim level can have the Seabreeze paint you see here or a white pearl, which are alternatives to the four shades available to the S+. The Hyundai Kona EV and Kia Niro EV are probably the Leaf’s two closest rivals, both of which are compelling cars. And the forthcoming Kia EV3 will probably also be cross-shopped. All of which is good news if you’re looking for a smaller, affordable electric car.

Jonathan is the Automotive Editor at Ars Technica. He has a BSc and PhD in Pharmacology. In 2014 he decided to indulge his lifelong passion for the car by leaving the National Human Genome Research Institute and launching Ars Technica’s automotive coverage. He lives in Washington, DC.

Small, affordable, efficient: A lot to like about the 2026 Nissan Leaf Read More »

Audi has a new midsize EV, and we’ve driven it: The 2025 A6 Sportback

Audi A6, car review, Cars, First drive / Beth Washington / July 23, 2025

Audi S6 drives on a straight road past vineyards — Long straight roads glide underneath. Credit: Audi

The car’s cabin layout and ergonomics are starting to feel familiar at this point—it shares much not only with the electric Q6 e-tron but also Audi’s new midsize combustion cars, the A5 and Q5. (We’ll leave for now the fact that a combustion A6, unrelated to today’s vehicle in virtually all but name, is also in development, bringing an end to the “odd numbers for ICE, even numbers for EV” convention that briefly took hold at the automaker. Now nameplate chaos reigns.)

Hey Audi…

The voice control proved a frustrating alternative to using the touchscreen, with a lot of “I’m sorry I can’t do that” and “can you ask me that again” for commands that I’m pretty sure ought to have worked. But both the A6 and S6 felt mature in terms of software, something that wasn’t true for the same infotainment platform a year ago. I remain frustrated with how limited the UI options remain for the main instrument display, however.

I keep writing this, but Audi pioneered the use of high-resolution digital displays instead of analog dials and gave owners quite a lot of choice, including the option of a moving map for navigation. Now, there’s a way to make the display very minimal, which would be useful at night, but otherwise, you’re extremely limited in what you can display in front of you. The optional full-color heads-up display has the same augmented-reality direction tech that we’ve seen in other luxury cars, and it remains helpful when driving on unfamiliar roads, although that requires using the native navigation app; Apple CarPlay users should still see turn-by-turn directions on the HUD, though.

The layout is starting to become familiar. Audi

There’s no true one-pedal driving mode, just a choice between B—0.25 G of lift-off regeneration deceleration—and D, which can be toggled between none, 0.06 G, and 0.15 G of lift-off regen braking using the paddles behind the steering wheel. B is preferable when the road turns twisty, something both A6 and S6 coped with surprisingly well. Hairpins proved the steering and suspension rapid enough to rotate the car quickly, and what felt like numb steering initially began to reveal some information about road surfaces and available grip as the road surface changed then changed again. There’s also a noticeable difference between the drive modes. Comfort feels a little soft and wallowing, Dynamic effectively transfers more bumps into the cabin, and Balanced is a rather good midpoint between the two, and where I spent most of my time. I should also note the lack of fatigue I felt despite a full day behind the wheel of both cars.

Audi has a new midsize EV, and we’ve driven it: The 2025 A6 Sportback Read More »

2025 Aston Martin Vanquish Volante: A-M’s ultimate GT goes topless

Aston Martin Vanquish Volante, car review, CarPlay Ultra, Cars, First drive / Kelly Newman / July 23, 2025

It’s hard to blame them. Top up or down, the Vanquish’s aesthetic is one of eagerness and aggression, largely due to the F1-derived aero elements to cool the massive power unit as well as to balance out air from front to back. The rest is all Aston Martin-quality craftsmanship, shaping the Vanquish into a taut, sleek form wrapped in formal attire.

An Aston Martin Vanquish engine bay — Yes, you could just have an electric motor make this much torque and power almost silently. Credit: Aston Martin

Bond. Aluminum Bond.

The secret underlying the Vanquish’s capabilities is its bonded aluminum body, which is perfectly suited for a grand tourer like this. Bonding panels together rather than welding them makes controlling the NVH (noise, vibration, harshness) levels much easier as the adhesives absorb vibrations, while the stiffness provides much more control in terms of lateral movement. This also means the suspension has less to compensate for, which means it can be stiffer without adding teeth-rattling jitter.

Indeed, on the move, the Vanquish Volante is velvety-smooth on the highway, and with the top down, conversations don’t need to be shouted. Raise the soft top and the well-sealed cover is indistinguishable from the coupe as far as your ears are concerned.

The even-keeled nature is also due in part to the balance Aston Martin maintains between the throttle input and the electronic rear differential. At low speeds, the Vanquish is quite agile, but a progressive power band keeps it from being nervous or jerky when laying down the power, with the wheels effectively locked in place at high speeds for added stability.

A silver Aston Martin Vanquish Volante seen in profile

If a Vantage is for track work, a Vanquish is for cruising. Credit: Aston Martin

We’re talking autobahn speeds, here, by the way. What we’d usually muster on the highway is a cakewalk for this immense luxury chariot. It goes too fast too quickly, for better or for worse, with 80 mph (129 km/h) feeling like half of that. Different drive modes make a palpable difference in behavior, with GT mode supporting smooth, long stretches while Sport and Sport + offer more engaging, throaty behavior for twisty backroads. Here, the car continues to be well-mannered, though the occasional dab for power triggers an overeager automatic into dropping a gear or two, sending the V12 into a fury.

2025 Aston Martin Vanquish Volante: A-M’s ultimate GT goes topless Read More »

2026 Mercedes-Benz CLA feels like a real car, not a science experiment

car review, Cars, First drive, Mercedes-Benz CLA / 9u50fv / July 17, 2025

Mercedes’ new 800 V electric powertrain is ready for the public, and we’ve driven it.

Mercedes-Benz has high hopes for its new EV technology, which debuts in the 2026 CLA. Credit: Mercedes-Benz

The Mercedes-Benz CLA is a marked departure from Mercedes’ EV efforts. Instead of a dedicated line of EQ vehicles—like the EQB, EQC, and EQS—we’re getting vehicles “with EQ Technology.” It started with the electric G Wagon, but the CLA is the first mainstream product to make the change. The thing is that the change is significant and for the better. Several months ago, we got some time in a prototype CLA; now we’ve driven the final product.

The CLA returns for the 2026 model year as an EV first (with a hybrid coming) on an all-new 800-volt architecture. This architecture will find its way to other Mercedes vehicles, like the upcoming GLB and GLC. This thoroughly modern setup features some of the company’s biggest innovations.

The CLA will be available with either one or two electric motors, with a two-speed setup for efficiency and performance. The 250+ base model makes 268 hp (200 kW) and 247 lb-ft (335 Nm) of torque. Mercedes is claiming up to 792 km of range with this model on the WLTP cycle. Accounting for WLTP’s optimism, it’s still possible we might see an EPA-rated range over 400 miles, but Mercedes isn’t quoting any real numbers yet.

Not quite a sedan, more like a four-door coupe. Mercedes-Benz

The dual motor, all-wheel drive 4Matic variant, makes 349 hp ( 260 kW) and 380 lb-ft (515 Nm) of torque. It also has a two-speed setup. The WLTP estimate from Mercedes here is up to 771 km, which would still be potentially 400 miles under EPA testing in the real world.

Peak DC fast charging is 320 kW, with a 10–80 percent charging time of 22 minutes for the 85 kWh usable lithium-ion battery pack. For comparison, the current EQB peaks at just 110 kW.

Two charge ports

Like the upcoming Nissan Leaf, the charge connector situation will be a little weird on the CLA. It’ll have a standard SAE J-1772 plug for level 2 charging, but sitting next to it, behind the charging door, is also a NACS connector for DC fast charging. It’s not my favorite solution to the problem. If you were to switch from a Model 3 to a CLA, you might already have a Tesla charger in your garage, and you’ll need an adapter for the J-plug, but we are in a strange transitional time for all of this. At least they’re on the same side of the car.

Some early cars making their way to the United States will only support 800 V DC fast charging stations. Those would include Mercedes’ own stations, along with Ionna. But those early cars won’t work on the nation’s biggest 400 V network, Tesla Superchargers.

Mercedes tells us that these early cars will be limited to demonstration vehicles, with customer vehicles early next year supporting both 400 V and 800 V chargers.

“After the initial limited delivery of cars late this year for demonstration of the CLA’s fast-charging abilities, 2026 US customer orders from early next year will feature a converter and be capable of charging at 400 V and faster 800 V, meaning the largest number of US charging points, currently over 140,000.”

Customers shouldn’t have to think about it when they receive their own cars, which is ultimately what matters the most. It does, however, highlight some of the challenges of developing EVs in a fast-changing environment.

Finally, a hood that opens

The CLA with EQ Technology has some new changes for Mercedes in the cargo capacity department, too. It’s the first Mercedes with a frunk since the W23 of the 1930s. It was silly to offer a hood on a car that is bolted shut, so it’s nice to not only see Mercedes change course on that but also provide 2.5 cubic feet (71 L) of storage up there.

The cockpit layout is similar to the EQ Mercedes EVs. Mercedes-Benz

That gives the CLA overall cargo capacity of 18.7 cubic feet (530 L) between the frunk and the trunk. The trunk swallows two people’s luggage without much issue, but the load lift into the trunk is pretty high. This is not uncommon for a proper sedan, but it is noticeable.

Speaking of being a proper sedan, the new CLA is 1.3 inches (33 mm) longer than the old car, with a 2.4-inch (61 mm) longer wheelbase. It also has more headroom for both front and rear passengers and is a comfortable place to spend time once you get settled.

Our test models all had the AMG Line package, which included sportier seats that are actually quite comfortable. The cabin gives you a feeling of being cocooned in the car, but it doesn’t feel cramped or claustrophobic.

When you look ahead, you have an optional heads-up display and Mercedes’ new MBUX Superscreen. This is a 10.25-inch driver display, a 14-inch center display, and a 14-inch passenger display. They are all powered by MB.OS and Unity Game Engine. The new infotainment includes support for apps, like Disney+ and Angry Birds. The driver can access these while parked, but the passenger can use their display while the vehicle is in motion.

the back half of a Mercedes CLA seen with pedestrians and cyclists in the foreground. — Less eye-catching colors are available. Credit: Mercedes-Benz

While playing Angry Birds, I couldn’t help but notice how good-looking the passenger screen was. In fact, all the screens have excellent contrast and color reproduction, which is partly due to their lack of a screen filter that normally prevents the driver from seeing the screen.

Keep your eyes on the road

However, in the CLA, the passenger display is initially visible to the driver. The camera mounted above the center display, which is also used for features like video conferencing or in-car selfies, watches the driver. If the driver looks toward the passenger display, the screen will be disabled until the driver pays attention to the road again. It’s an interesting way to solve the driver distraction problem while not ruining how the screen looks.

Star Wars’ Andor looks and sounds pretty good with the Burmeister sound system, even if it’s in Danish by default—because we’re in Copenhagen—and I don’t know Danish.

My biggest complaint about the new infotainment system in these versions is huge bezel on the center screen. Some of the bezel is needed for the camera, but in 2025, it comes across as being a bit cheap. They look great, just the bezel doesn’t. I wouldn’t be surprised if upgraded displays in higher-end future models expand to fill those gaps.

We’ll need to spend some time with the CLA on familiar roads before we can truly judge its efficiency. Credit: Mercedes-Benz

Driving the new CLA is a pleasant experience. The 250+ has plenty of grunt for most of the driving normal people do. The two-speed setup operates seamlessly, and at no point did I feel the need for more power.

If you want more power, or more importantly, all-wheel drive, the 350 4Matic delivers. In the normal driving mode, acceleration is even more brisk, but it doesn’t snap your head back. Put the car into the Sport setting, and you get all the acceleration you could really want. Yes, there’ll be more powerful versions in the future. But a 4.8-second run to 60 mph in a non-performance car is plenty.

That’s smooth

The country roads outside Copenhagen don’t offer many opportunities to really push the car to its limits, but ride comfort is excellent. Only when we hit a manhole cover on a torn-up street did I feel like I was driving an entry-level vehicle.

On the other hand, I didn’t feel the need or desire to switch over to the car’s sport mode. With a standard fixed suspension, little changes when you engage the setting (except unlocking the full acceleration power), and frankly, it never felt necessary.

That’s not to say the car isn’t fun or isn’t any good. On the contrary, I could spend a lot of time in one of these and be quite happy with it. However, there’s room to add an AMG variant that really cranks up the performance.

As for looks, I find the car attractive without being too much. I think the darker colors, look better on this car than the lighter ones, as the front grille looks a little busy with lighter colors. I find the car more attractive in person than in photos, and while I wasn’t a fan of the TriStar motif in the rear taillights, it has grown on me.

I haven’t driven the G580, but the GLC prototype I drove last month and the CLA feel different. Unlike previous Mercedes EVs, these feel like cars and not just science experiments. Yes, the technology is all there, but the one thing that BMW was able to do on its EVs that previous EQs lacked was delivering a driving experience that felt like it wasn’t exclusively dictated by math. There’s also no word on pricing yet.

The CLA with EQ Technology might be a mouthful, but it represents a significant leap forward.

2026 Mercedes-Benz CLA feels like a real car, not a science experiment Read More »

Rivian’s new Quad-Motor R1T and R1S beat the competition in any conditions

car review, Cars, First drive, Rivian, Rivian R1S, Rivian R1T / Mike M. / July 8, 2025

Faster than a supercar to 60, still able to rock crawl with the best of them.

Lots of EVs can accelerate quickly, few also have off-road abilities that would put a mountain goat to shame. Credit: Tim Stevens

It’s getting harder to find hyperboles to describe the performance of modern EVs. Horsepower figures measured in four digits and acceleration figures clocking in well under three seconds aren’t exactly de rigueur, but they’re well short of rare these days.

Rivian’s latest generation ticks those boxes, joining the automaker’s range alongside the cheaper dual-motor models we tested last year. The new Gen 2 Quad-Motor versions of the company’s R1S SUV and R1T truck offer 1,025 hp (764 kW) and 1,198 lb-ft (1,624 Nm) of torque, enough to get the pick-up from 0 to 60 mph in just 2.5 seconds—the heavier SUV is a tenth slower. That’s awfully quick for a truck that weighs in at around 7,000 pounds (3,175 kg) and can tow 11,000 pounds (5,000 kg) or, in the case of the SUV, seat seven comfortably.

That spread of performance and practicality is impressive, but as I learned in a day behind the wheel of both the $115,990 truck and $121,990 SUV, winding around and over the mountains surrounding Lake Tahoe, that’s just scratching the surface of what they can do.

Rivian launched its second-generation R1 last year, with a cheaper dual motor version. Now it’s time for the more powerful quad motor powertrain to hit the road. And the trails. Tim Stevens

More motors, more potential

As you can guess by the name, the Quad-Motor editions of Rivian’s R1 machines offer four motors, one per wheel. That, of course, provides those astronomical performance figures, providing the sheer force necessary to accelerate them so quickly.

But it goes well beyond that. Most EVs with all-wheel drive—including the cheaper dual-motor R1S and R1T that Rivian started selling last year—rely on a pair of motors: one up front and one out back, each splitting its power across two wheels courtesy of a differential. Each differential divvies up the twisting force from a motor but introduces extra friction and drivetrain losses into the equation.

Most traditional differentials also struggle with wheelspin, such that when one wheel starts to lose grip, the EV actually needs to apply the brakes on that wheel to keep it from spinning wildly. Hitting the brakes while you’re trying to accelerate isn’t great for maximum performance.

Rivian R1 interior — Rivian continues to eschew buttons and phone-casting interfaces like CarPlay. Credit: Tim Stevens

Installing one motor per wheel simplifies the whole setup immensely. Now, each motor can be controlled individually, with no differentials required to ensure power goes where it’s needed. If one wheel starts to slip, the car can simply cut that motor’s power without impacting any of the other three.

That process is helped by Rivian’s new system architecture introduced in the Gen 2 R1 platform last year. This not only greatly simplified the architecture of the vehicles, cutting cost and weight, but it enabled far more finite control over those motors.

The four motors are backed by a 140 kWh (usable) NMC battery pack, which, for the first time on a Rivian, is charged via a Tesla-style NACS port. That pack offers up to 374 miles (602 km) of range per the EPA if you go with the efficiency-minded all-season wheel and tire setup. Switch the Quads over to Conserve drive mode, and Rivian’s engineers told me upwards of 400 miles (643 km) on a charge is possible.

But if you want that eye-opening acceleration figure mentioned above, you’ll need to opt for the optional summer wheel and tire package, which swaps out the low-rolling resistance tires for a set of Michelin Pilot Sport 5 S tires on staggered 22-inch wheels, measuring 275 wide at the front and 305 at the rear.

More into the off-road side of the equation? There’s another wheel and tire package available: 20-inch wheels with aggressive Pirelli Scorpion tires. Choose wisely, because your selected wheel and tire will have a huge impact on the personality of your Quad.

Rolling clean

I started my day in an R1T Quad-Motor on the street performance-oriented Michelin tires, and sadly, the first hour or so was spent idling through traffic. That meant leaving most of those 1,025 horses safely blanketed in the stable, but it did give me time to sample the more nuanced changes in the Quad.

I’ve spent a fair bit of time in Rivian’s second-generation machines, but Quad-Motor features a few updates. The cel-shaded visual display design has been cleaned up a bit, especially the gauge cluster view of the world around you, meaning the entirety of the interface looks equally clean and charming.

Sadly, Android Auto and Apple CarPlay are still missing, which I found particularly annoying when testing the now Atmos-equipped sound system. Since I couldn’t access the music I’d downloaded on my phone, I was stuck relying on the truck’s data connection to stream music through Apple Music. Connectivity is spotty in the rural routes around Lake Tahoe, and it was rare that I got through a single track without stuttering or outright pausing. Fumbling for my phone and having to pair over Bluetooth felt awfully low-rent for a $119,900 as-configured machine.

Rivian infotainment screen showing the RAD tuner — The RAD tuner is new. Credit: Tim Stevens

An unexpected software surprise was the new RAD Tuner. This presents you with a screen full of vehicle parameters to modulate, including standard stuff like suspension stiffness and throttle response, plus far more nuanced parameters like front-to-rear torque split and even roll stiffness. You can modify any of the stock on- or off-road modes or just add new ones to your heart’s content.

As someone who is often frustrated by the lack of configurability in modern EVs, I loved being able to tweak every slider. Each adjustment is paired with an intuitive graph and explanation showing you exactly what it does. Best of all, I could really feel the differences. Dragging the roll slider up and down made the R1T go from a relaxed, floppy feel to a taut, engaging turner.

Unfortunately, nothing I changed made the ride quality any better. The truck was surprisingly harsh over broken asphalt, and there was a fair bit of road noise, too. That’s a big difference from what I’ve experienced from Rivian’s R1 machines in the past, making me think the sportier wheel and tire package is the culprit here. I unfortunately did not have a chance to sample the all-season wheels and tires, but I would have to figure their less aggressive design would be an improvement.

Given that, I’d probably skip the Michelin tire setup. But with it equipped, the truck was impressive. Acceleration was truly eye-opening, as you’d expect, while the ability to seamlessly apply power to each wheel as needed resulted in a confidence-inspiring machine when the traffic cleared. Only the complete lack of steering feedback dampened the fun, but even so, the R1T Quad-Motor is far more engaging on the road than a truck this size has any right to be.

A pair of Rivians seen off-road at dusk. — Time to get dirty. Credit: Rivian

But things got even more fun when the road ended.

Rolling dirty

The second half of my time behind the wheel was spent in an R1S Quad-Motor outfitted with the more aggressively treaded Pirelli Scorpion tires. That three-row SUV brought me up and over some astonishingly tricky terrain, including a sheer rock wall that, on foot, would have required a ladder.

Over loose gravel and tricky articulations, the new Quad showed its ability to lean on those tires with grip while quickly cutting power to those left hanging in the air. This is the kind of next-level traction management that trumps locking differentials and makes an R1 Quad-Motor a cinch to drive up even the most extreme terrain.

It was easy going down, too. On loose surfaces, with the regen set to maximum and the SUV’s central display showing the output of the individual motors, I could see how each corner of the vehicle dynamically ramped its regen up or down to match the available grip. The result was a clean, straight descent.

The side of a Rivian R1T, seen from the rear. — Tire choice is quite important. Credit: Tim Stevens

The Quad-Motor is even easy to turn around in tight spaces. Rivian’s original Tank Turn returns, now rebranded and expanded as the Kick Turn, enabling 360-degree spins on loose surfaces or even tail-dragging pivots around tight corners. The process of engaging this mode is a bit clumsy, requiring you to hold buttons on the steering wheel simultaneously with both thumbs to indicate spin direction. But, when off-road at least, this helps to make up for the R1’s continued lack of rear steering.

At the end of the day, I honestly wasn’t sure whether I was more impressed by the on-road or off-road capabilities of Rivian’s new Quad-Motor machines. That spectrum of performance makes the top-shelf R1 series unique, an addictive mixture of supercar speed and super truck capability.

Rivian’s new Quad-Motor R1T and R1S beat the competition in any conditions Read More »

2025 Audi S5 and A5 first drive: Five-door is the new four-door

Audi A5, Audi S5, car review, Cars, First drive / Mike M. / June 18, 2025

The S5 is eager and more engaging to drive than the A5. Jonathan Gitlin

Like the Q5 last week, the A5 and S5 use a new electronic architecture called E3 1.2. This is a clean-sheet approach to the various electronic subsystems in the car, replacing decades of legacy cruft and more than a hundred individual electronic control units with five powerful high-performance computers, each with responsibility for a different domain: ride and handling, infotainment, driver assists, and convenience functions, all overseen by a master computer.

On the road

Sadly, those looking for driver engagement will not find much in the A5. Despite the improvements to the front suspension, there’s still very little in the way of feedback, and in comfort mode, the steering was too light, at least for me. In Dynamic mode, on the other hand, the car felt extremely sure-footed in bad weather. The A5 makes do with conventional springs, so the ride doesn’t change between drive modes, but Audi has tuned it well, and the car is not too firm. I noted a fair amount of wind noise, despite the acoustic front glass that comes with the ($6,450) Prestige package.

The S5 will appeal much more to driving enthusiasts. The steering provides a better picture of what the front tires are doing, and the air suspension gives the car a supple ride, albeit one that gets firmer in Balanced rather than Dynamic modes. Like some other recent fast Audis, the car is deceptively quick, and because it’s quite quiet and smooth, you can find yourself going a good deal faster than you thought. The S5’s exhaust note also sounds rather pleasant and not obnoxious.

The A5 cabin has a similar layout as the Q5 and Q6 e-tron SUVs. Audi

The A5 starts at $49,700, but the $3,600 Premium Plus package is likely a must-have, as this adds adaptive cruise control, a heads-up display, top-down parking cameras, and some other features (including USB-C ports). If you want to get really fancy, the Prestige pack adds speakers in the front headrests, OLED taillights, the aforementioned acoustic glass, plus a second infotainment screen for the front passenger.

Meanwhile, the S5 starts at $62,700; the Premium Plus package (which adds mostly the same stuff) will set you back $3,800. For the S5, the $7,550 Prestige pack includes front sports seats, Nappa leather, rear window sunshades, the passenger display, and the adaptive sports suspension. Those are all some hefty numbers, but the A5 and S5 are actually both cheaper in real terms than the models launched in 2018, once you take seven years’ worth of inflation into account.

2025 Audi S5 and A5 first drive: Five-door is the new four-door Read More »

Here’s Kia’s new small, affordable electric car: The 2026 EV4 sedan

car reviews, Cars, First drive, Kia EV4 / Beth Washington / June 16, 2025

The mesh headrests are a clever touch, as they’re both comfortable and lightweight. The controls built into the side of the passenger seat that let the driver change its position are a specialty of the automaker. There are also plenty of other conveniences, including wireless device charging, 100 W USB-C ports, and wireless Android Auto and Apple CarPlay. We relied on the native navigation app, which is not as visually pretty as the one you cast from your phone to the 12.3-inch infotainment screen, but it kept me on course on unfamiliar roads in a foreign country while suffering from jet lag. That seems worthy of a mention.

Public transport

Traffic in and around Seoul makes a wonderful case for public transport; it provided less of an opportunity for the EV4 to show its stuff beyond relatively low-speed stop-and-go, mostly topping out at 50 mph (80 km/h) on the roads, which are heavily studded with traffic cameras. Determining a true impression of the car’s range will require spending more time with it on US roads, as a result.

It was, however, an easy car to drive in traffic and to drive slowly. It’s no speed demon anyway; 0–62 mph (100 km/h) takes 7.4 seconds if you floor it in the standard range car, or 7.7 seconds in the big battery one. The ride is good over broken tarmac, although it is quite firm when dealing with short-duration bumps. Meanwhile, the steering is light but not particularly informative when it comes to providing a picture of what the front tires are doing.

Good driving dynamics help sell a car once someone has had a test drive, but most will only get that far if the pricing is right. That’s yet to be announced, and who knows what will happen with tariffs and the clean vehicle tax credit between now and when the cars arrive in dealerships toward the end of the year. However, we expect the standard-range car to start between $37,000 and $39,000, undercutting the Tesla Model 3 in the process. That sounds rather compelling to me.

Here’s Kia’s new small, affordable electric car: The 2026 EV4 sedan Read More »

The new version of Audi’s best-selling Q5 SUV arrives in the US

Audi Q5, Audi SQ5, car review, Cars, First drive / Kelly Newman / June 11, 2025

The driving dynamics are improved, and there’s plenty of tech to play with.

This is the third-generation Audi Q5. Credit: Jonathan Gitlin

ASPEN, Colo.—There’s a lot riding on Audi’s next Q5. The model has been Audi’s bread and butter here since the model went on sale in the US in 2009, as tastes changed and sedans fell out of favor. The third-generation Q5 is built on an all-new platform and is one of a new generation of software-defined vehicles that’s meant to ditch a lot of legacy crud for a clean sheet approach. You would have known all of that from our look at the new Q5 in a studio last year, when Audi briefed us on its new platform. What you wouldn’t have known from that piece is how it drives, particularly on US roads. The answer is: surprisingly well.

PPC

Just a few years ago, the world’s big car brands were telling us that soon everyone would be driving electric cars, and that it would be wonderful. Things haven’t quite panned out the way people thought they might when prognosticating in 2018, though. Electric powertrains have yet to reach price parity, in many places infrastructure still lags, and so automakers are developing new combustion-powered vehicles, particularly for markets like the US, where adoption remains far behind Europe or China.

For Audi and the other premium brands within the Volkswagen Group empire, that’s a new platform called PPC, or Premium Platform Combustion. PPC will provide the bones for new vehicles in a range of sizes and shapes, the same way the MLB (and MLB Evo) platforms have done until now. In a week, you can read about the A5, for example, but as the sales figures show, SUVs are what people want, so the Q5 comes first.

And this is the third-generation Audi SQ5. Jonathan Gitlin

To begin with, the US will get just two choices of powertrain. The Q5, which starts at $52,200, is powered by a 2.0 L turbocharged, direct-injection four-cylinder engine, which generates 268 hp (200 kW) and 295 lb-ft (400 Nm), which is sent to all four wheels via a seven-speed dual-clutch transmission. The SQ5 is the fancier, more powerful version. This starts at $64,800, and its 3.0 L turbocharged, direct-injection V6 provides 362 hp (270 kW) and 406 lb-ft (550 Nm), again to all four wheels via a seven-speed DCT.

At some point Audi will likely put a plug-in hybrid powertrain in the Q5, but there’s no guarantee it would come to the US, particularly if the US government remains hostile to both foreign trade and environmental protection. Audi sells a 48 V mild hybrid Q5—essentially a powerful starter motor—in Europe but currently has no plans to bring that version to the US. Happily for those looking for an entirely electric Audi midsize SUV, the Q6 e-tron is ready and waiting.

But you can get the Q5, and the SQ5, in a pair of different body styles. As before, Audi has a Sportback variant, which trades the upright rear hatch for a more sloping roofline. What the Sportback loses in rear headroom, it makes up for in style but should drive the exact same way. In Colorado, Audi only had the regular SUVs for us to test.

Software-defined vehicles

Although the Q5 and Q6 e-tron don’t share a common platform, they do share a common electronic architecture. Gone are the days of CANBUS and a hundred or more discrete black boxes and ECUs, each with a single function. Instead, it’s an entirely clean-sheet approach known as a software-defined vehicle, where a handful of powerful computers are each responsible for controlling a different domain, in this case vehicle dynamics, driver assists, infotainment, climate, and convenience, all tied together by Ethernet, with a backbone computer overseeing it all.

VW Group bit off a bit more than it could chew and tried simultaneously developing not one but two SDV architectures, before realizing no one wanted to work on the one the company actually needed sooner. That architecture is called E3 1.2, and with a bit of focus, VW Group’s software division has gotten it out the door.

I feel like Audi has taken a step back in terms of HMI for this latest generation of user interfaces. And why can’t I put a map display here? Audi

The practical upshot of SDVs, unlike older cars with their single-function black boxes, is that everything on an SDV should be updatable. The flip side is the potential for more bugs, although I can report that the Q5s and SQ5s we encountered in Colorado felt much more mature, software-wise, than the somewhat buggy preproduction cars using E3 1.2 that we drove in mid-2024.

As for VW’s future SDV architecture, it might well come from Rivian instead of its in-house division. Last summer, VW Group invested $5 billion in Rivian to gain access to the startup’s SDV technology.

As part of E3 1.2, the Q5 gets the latest version of Audi’s MMI infotainment, which now uses Android Automotive OS. There’s a more powerful voice assistant, triggered by “Hey, Audi,” that uses natural language processing that’s able to easily understand me, and which I think provides a good alternative to using a touchscreen while driving. I lament the lack of customizability, particularly in the main driver display and the fact that you can no longer display a map there, despite that being a feature Audi pioneered.

You can also add a second infotainment screen for the passenger, although only by ticking the box for the Prestige trim, which adds $8,400 to the price of a Q5, or $6,400 to the price of an SQ5. More on this later.

The driving experience: Q5

We began our day in the Q5, albeit one fitted with the optional air suspension and 20-inch wheels (18-inch wheels are standard, and 19-inch wheels are also available). Despite the altitude, there was more than sufficient power and torque to move the Q5’s 4,244 lb (1,925 kg) curb weight—forced induction providing the same benefit here as it did for piston-engined aircraft a century ago or more. At sea level, you could expect to reach 60 mph in 5.8 seconds, or 100 km/h in 6.2 seconds, according to Audi.

There’s plenty of storage places, and all the bits you touch feel pleasant under hand. Audi

There’s a new drive mode called Balanced, which fits between Comfort and Dynamic; on the road this mode is well-named as it indeed provides a good balance between ride comfort and responsiveness, with just enough but not too much weight to the steering. There’s also an individual mode that lets you pick and choose your own suspension, transmission, and steering settings, plus off-road and off-road plus modes, which we’ll encounter again later.

In fact, for a midsize crossover, the Q5 proved quite engaging from behind the wheel. It doesn’t lean too much when cornering, although if you plan to negotiate a sequence of twisty tarmac, the lower ride height in Dynamic mode, plus the firmer air springs, is definitely the way to go. When you’re not in a hurry or grinding along the highway, the ride is comfortable, and up front, there is little road noise thanks to some acoustic glass. I would like to try a car fitted with the conventional steel springs, however.

The cockpit layout is similar to the electric Q6 e-tron, with the same “digital stage” that includes a second infotainment screen for the passenger. But the materials here feel of a higher quality—my guess is that weight saving was much less of a concern for the gasoline-powered Q5 than the battery-carrying Q6. There is plenty of cargo room in the back, and perhaps a little more rear legroom than the photo would suggest—38 inches (965 mm), according to the spec sheet.

The driving experience: SQ5

The SQ5 can be specced with Nappa leather. Audi

The second half of our day was spent in the SQ5, most of it above 10,000 feet (3 km). Even in the thin air, the car was responsive, with the extra power and torque over the Q5 quite apparent. Audi was evidently confident in the SQ5, since our drive route included more than an hour on unpaved roads. None of the cars, all equipped with 21-inch wheels and lower-profile tires, had any trouble with punctures, and the off-road plus mode, which raises up the suspension, changes the throttle mapping, and disables the stability control, coped perfectly well over stretches of road that few luxury SUVs will ever face. I can report that as occupants, we weren’t even particularly jostled.

I liked the way the SQ5 sounded, particularly in Dynamic, and it’s engaging enough to drive that you’d take the long way home in it, despite being an SUV. However, it’s also deceptively quick, in part thanks to being quiet and refined inside. There’s a lack of intrusion from the outside environment that removes the noise and vibrations associated with speed, so you can look at the dash or heads-up display and see you’re 20 mph faster than you thought. That’s not great when mountain roads with no guard rails trigger your fear of heights, but the fact that I’m writing this means it ended OK.

They make you pay

I enjoyed driving both the Q5 and SQ5, but as is always the case on first drives for the media, we were presented with very well-equipped examples to test. For example, the great ride I experienced with the Q5 requires the $8,400 Prestige pack, which also adds the acoustic glass that made it so quiet inside. That’s also the only way to get heated rear seats and ventilated front seats, the clever OLED tail lights, or the second display for the passenger. (On the SQ5 the Prestige pack is only $6,400, since air suspension is standard on all SQ5s, and adds Nappa leather as well.)

A pair of Audi Q5s parked by some mountain scenery — With scenery like this, who needs to look at cars? Credit: Jonathan Gitlin

Some other features that I expected would be standard were instead behind the Premium Plus pack—$4,500 for the Q5 and $3,500 for the SQ5. I would expect the high-resolution, full-color heads-up display to be an extra, but you also have to tick this option if you want USB-C ports (2 x 60 W in the front, 2 x 100 W in the rear) in the car. And you probably do.

The new version of Audi’s best-selling Q5 SUV arrives in the US Read More »

2025 Chevrolet Corvette ZR1 first drive: Engineered for insane speed

car review, Cars, Chevrolet Corvette ZR1, First drive / Mike M. / May 30, 2025

Cooling for the ZR1 became an even higher priority, because the LT6 and LT7 employ extremely tight tolerances between the crankshaft and connecting rods, which mandates keeping the 5W-50 oil below 120° C (248° F) at all times. And the system simply works, as even on a hot and humid Texas day, I only noticed oil temperatures cresting above 104° C (220° F) occasionally.

The interior is better than any prior generation of Corvette, but it feels prosaic compared to the cockpits of its more exotic mid-engined rivals. Michael Teo Van Runkle

The hardtop convertible ZR1 lacks the split-engine venting and shoulder intakes, while cutting into headroom so much that I skipped out while wearing a helmet. Other journalists noticed a drop-off in performance for the convertibles, and probably more so than the mild weight gains of just about 100 lbs (45 kg) might suggest. Instead, temperatures probably came into play, as the ECU drew back timing and instead allowed mild overboost of 24–25 psi to compensate for the Texas day. Even so, an engineer admitted he thought the engine was probably down 5–10 percent on power.

The fact that I hit my highest-ever top speed despite the ZR1 potentially giving up somewhere between 53 to 106 hp (40–80 kW) only makes this Corvettes sound even more insane. But I essentially wound up driving the turbos, since the DCT’s gear ratios carry over from the Stingray and therefore drop out of peak power when shifting from second to third and third to fourth.

I suspect nothing short of an F1 racecar feels this fast on a circuit of this size. A track designed for corner exit speeds double my pace in the ZR1 helps explain why Chevrolet declined to set us loose on public roads behind the wheel.

A Corvette ZR1 parked by turn 1 at COTA. — We drove it on track—will owners cope with this much power on the street? Credit: Michael Teo Van Runkle

That’s a concern for potential buyers, though, and why the ZR1’s electronics undoubtedly ratchet back the insanity. Chevy still uses Bosch’s ninth-generation traction control, which debuted on C7 and operates on a 10-millisecond loop, even if the ABS runs at 5 milliseconds—while the ESC is at 20 milliseconds. I suspect this computerized nannying slowed me down a fair amount, in addition to the torque-by-gear restrictions in first and second that purposefully protect driveline components.

We’ve probably reached peak internal-combustion Corvette, which is something of a hint about the all-too-real question of where Chevy can go from here. If so, this car reaches a new level of unfathomable American ingenuity, combined with a newfound level of refinement and traction management that attempts to belie the undeniable absurdity to a minimal, arguably necessary, extent.

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2025 Hyundai Ioniq 9 first drive: Efficient, for a big one

car review, Cars, First drive, Hyundai Ioniq 9 / Mike M. / May 20, 2025

Only the $58,995 Ioniq 9 S is available with a rear-wheel drive powertrain. In this case, one with 215 hp (160 kW) and 258 lb-ft (350 Nm) and a range of 325 miles (539 km) from the 110.3 kWh (gross) battery pack. All other trims feature twin motor all-wheel drive, but you give up little in the way of range.

The $62,765 SE and $68,320 SEL offer a combined 303 hp (226 kW) and 446 lb-ft (605 Nm) and 320 miles (515 km) of range, and the $71,250 Performance Limited, $74,990 Performance Calligraphy, and $76,490 Performance Calligraphy Design use a more powerful front motor to generate a total of 442 hp (315 kW) and 516 lb-ft (700 Nm), and a range of 311 miles (500 km).

The Ioniq 9’s interior loses some of the charm of the concept. Hyundai

While a short first drive is not the best place to evaluate an EV’s range efficiency, driven day to day in Eco mode, I wouldn’t be surprised if you were able to easily exceed 3 miles/kWh (20.7 kWh/100 km). Other drive modes include Normal, which uses the front motor much more often and therefore is markedly quicker than Eco; Sport, which has quite a lot of initial throttle tip-in and will head-toss your passengers if you have any; Terrain, first seen on the Ioniq 5 XRT; and Snow.

The ride is quite firm on surface streets but less so at highway speeds over seams and expansion gaps. As you start to corner faster you can expect to encounter understeer, but since this is a three-row SUV weighing between 5,507-6,008 lbs (2,498-2,725 kg), one has to wonder what else was expected. At sensible speeds, it’s easy to see out of and place it on the road, and if you’re stuck in a tailback with a couple of grumpy children in the back, it’s a calming enough environment to keep you from being over-stressed.

Hyundai has wisely priced the Ioniq 9 between the related Kia EV9 (which also uses the E-GMP platform) and EVs from premium OEMs like the Volvo EX90, Mercedes EQS SUV, or the aforementioned Rivian.

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