car review

testing-the-2024-bmw-m2—maybe-the-last-m-car-with-a-manual-transmission

Testing the 2024 BMW M2—maybe the last M car with a manual transmission

BMW M2, car review, Cars, Features, manual transmission / /
A pale blue BMW M2 seen parked in the hills

Enlarge / BMW’s M2 might be the last M car it builds with three pedals and a stick shift.

Peter Nelson

We’re at an interesting crossroads in the high-performance enthusiast car market. Running east to west is the adoption of electric vehicles and a slow reduction in internal combustion engine car production. North to south is the progression of ICE horsepower from the factory over the years, and it’s unclear how far it continues from here. Coming in diagonally is the weakening demand for manual transmissions—this is sadly where they end.

In the middle of this intersection is the 2024 BMW M2 six-speed manual, hanging its tail out in a massive controlled drift around the edges, expressing one last hurrah as BMW’s final object of internal-combustion M car affection.

I recently had the opportunity to pilot BMW’s latest, smallest M car through some of Southern California’s most fun mountain roads, plus Willow Springs International Raceway’s Streets of Willow circuit. When it comes to quickly figuring out this kind of car’s powertrain and chassis, I can’t think of a better mix of pavement. Here’s what makes the latest—and last—six-speed-manual-equipped M2 generation an overall excellent enthusiast coupe.

BMW has given the M2 a much more muscular look than the normal 2 series coupe.

Enlarge / BMW has given the M2 a much more muscular look than the normal 2 series coupe.

Peter Nelson

Focused inside-out

Looks are subjective, particularly BMW looks, but I think BMW did a good job on the M2’s exterior. Its kidney grilles, headlights, fender flares, exhaust tips, and wide fenders—especially in the rear quarter panels—are attractive. It’s a muscular little coupe, and it definitely informs you of its intentions with its massive intakes cut into its front end. Behind them lies a heat exchanger for its engine’s air-to-water intercooling (more on that in a bit), plus several other forms of water and oil cooling to ensure long-lasting peak performance, all-twisty-road-and-track-session-long. It’s hard to mistake it for a base 2 Series.

Inside, it’s quite spacious for a coupe and has great visibility all around. My test car included the $9,900 Carbon Package, which gets you comfortable, near-race-bucket carbon fiber seats and a slick carbon roof. I’m 6 feet and 3 inches tall, so the absence of sliding glass up top was a godsend and even allowed me to wear a helmet on track without needing to recline, a rarity in modern cars. The seats are a bit of a pain to slide in and out of, and the left leg bolster pushed inward slightly too much, impeding efficient and comfortable clutch action for my lanky figure. I suspect many folks wouldn’t have the same issue, though.

Technology-wise, a crisp 12.3-inch digital instrument cluster and a 14.9-inch touchscreen take up a lot of real estate. BMW’s iDrive 8 software is easy to get the hang of, operates quite seamlessly, and has good haptic feedback. Materials quality is overall quite good; all buttons and dials felt substantial, and the Carbon Package includes chic slabs of carbon fiber trim instead of the boring old piano black plastic that’s all too common in modern performance cars.

Opinions are mixed when it comes to BMW's carbon bucket seats. They hold you in place well but can be hard to get in and out of, and the hump between the driver's legs is polarizing.

Enlarge / Opinions are mixed when it comes to BMW’s carbon bucket seats. They hold you in place well but can be hard to get in and out of, and the hump between the driver’s legs is polarizing.

Peter Nelson

Testing the 2024 BMW M2—maybe the last M car with a manual transmission Read More »

lincoln-corsair-phev-review:-a-luxury-car-shouldn’t-squeak-this-much

Lincoln Corsair PHEV review: A luxury car shouldn’t squeak this much

car review, Cars, lincoln corsair, plug-in hybrid crossover / /

small but not cheap —

It has an attractive cabin and decent fuel economy, but build quality needs work.

–

A white Lincoln Corsair parked next to a wall

Enlarge / We like the interior styling, and it rides well and is rather efficient. But the interior build quality needs work.

Jonathan Gitlin

It probably hasn’t escaped notice that electric vehicles, having captured everyone’s attention, are having a bit of a slide into what Gartner calls “the trough of depression.” But as skeptics push back on battery EVs, another style of electrified car looks set to travel back up the slope of enlightenment. Plug-in hybrids are finding their second wind, as automakers and regulators look to PHEVs as a way to reduce transport-related carbon emissions.

Lincoln’s Corsair Grand Touring is not a particularly new PHEV, but since we hadn’t tested one yet and there was an example on the local press fleet, it seemed prudent to schedule a week with this compact crossover from one of America’s luxury brands.

The first thing to note is that, despite the way it might look in photos, this is not a huge land barge. The Corsair is 181.4 inches (4,608 mm) long, 76.4 inches (1,941 mm) wide, and 64.1 inches (1,628 mm) tall, so about the same size as a Toyota RAV4, or six inches shorter than a Tesla Model Y. The shape uses plenty of curved edges, dominated by the large Lincoln grille up front, with a hint of late-teens Audi SUV to it.

Under the hood you’ll find a 165 hp (123 kW) 2.5 L four-cylinder gasoline engine, which uses the more-efficient Atkinson cycle and drives the front wheels via a PowerSplit electric CVT transmission. (This uses a pair of electric motors and a single planetary gear set, with no clutches or torque converter or rubber belts.) The rear wheels are powered by a permanent magnet synchronous motor that generates 67 hp (50 kW) and 110 lb-ft (150 Nm). (Lincoln chose not to disclose a combined torque figure for the powertrain.)

It's a compact crossover, but not a particularly cheap one.

Enlarge / It’s a compact crossover, but not a particularly cheap one.

Jonathan Gitlin

The electric motor is powered by a 14.4 kWh lithium-ion traction battery, made up of 84 prismatic cells. Recharging times are 10–11 hours if you only have access to a 120 V socket, or between 3–4 hours with a 240 V level 2 charger. In practice, 3.5 hours on a level 2 charger was sufficient to give me a full battery. Should you wish, you can also set the Corsair Grand Touring to Preserve mode, which uses spare engine power to top up the battery, to about 75 percent state of charge. (Like most PHEVs, the Corsair Grand Tourer has a reserve that means even if it doesn’t have a sufficient state of charge to operate on electric power alone, the powertrain will still function as a hybrid, and the electric motor will still engage at low speeds and as a boost.)

When fully charged, the EPA rating gives the Corsair Grand Touring an electric-only range of 27 miles (43 km). But our time with the Corsair Grand Touring was scheduled for late December, and the cold weather at the time had other thoughts about that. After a full charge, the littlest Lincoln reported 23 miles of electric range, which dropped to 21 miles after a couple of blocks. Like BEVs, PHEV powertrains also suffer in terms of range when the temperatures approach freezing.

In fact, all vehicles suffer from worse economy in freezing temperatures, and the US Department of Energy points out that even hybrids can suffer up to 45 percent worse efficiency on short trips in cold weather. Gas mileage is rated at a combined 33 mpg (7.13 L/100 km), but here I actually saw as high as 38 mpg (6.19 L/100 km) on short trips even with a depleted battery. The cold weather also meant that the car would fire up the engine even when there was charge in the battery, presumably to help run the heater and also battery cooling—another common PHEV trait in winter.

The clamshell rear hatch is a Lincoln SUV design cue at this point.

Enlarge / The clamshell rear hatch is a Lincoln SUV design cue at this point.

Jonathan Gitlin

For most of the week, I used either Normal or Conserve drive modes—the latter is the eco setting with more gentle throttle response. There’s also Excite mode, which keeps the engine running and the battery cooled for better performance, plus there’s a sharper throttle response and more weight to the steering. But the Corsair Grand Touring still weighs 4,397 lbs (1,994 kg), 561 lbs (255 kg) more than the non-hybrid AWD Corsair, and driving it like a sports car didn’t seem in keeping with the Lincoln’s vibes.

On the road, the ride was smooth and well-controlled, although definitely on the softer side of things. Happily, there wasn’t excessive road noise from the tires or air flow around the car at highway speeds. Lincoln says its designers “obsessed over each detail to create a sanctuary for the senses,” and in that regard they did a pretty good job.

I also have to commend the interior design team—the mix of tan leather and aluminum trim work well together. Unfortunately, with just 12,000 miles on the odometer, our test car creaked and rattled more than any other car I’ve driven in the last few years. The culprit seemed to be the dashboard, or something behind it, which registered its protest over each bump or jolt that made it past the adaptive suspension.

  • Jonathan Gitlin

  • There’s up to 43.2 inches (1,097 mm) of rear leg room.

    Jonathan Gitlin

  • There’s 26.9 cubic feet (762 L) of cargo volume with the rear seats in use, or 56.2 cubic feet (1,591 L) with the rear seats folded down.

    Jonathan Gitlin

For a model that has been in production for some time, it’s not unreasonable to expect better quality, especially with a starting price of $53,925.

In fact, our test car tipped the scales at $65,390, largely due to the $8,675 Collection III package that added (among other features) Lincoln ActiveGlide, the brand’s name for parent company Ford’s BlueCruise hands-free driver assist. This works as well as BlueCruise in other recent Fords we’ve tested and only operates on premapped restricted-access highways, and the car’s UI does a good job of indicating which mode you’re in so there’s no confusion.

While I’m praising UI stuff, I’ll add the infotainment to the list—the interface and fonts are clear but also aesthetically pleasing and are in keeping with the  car’s vaguely art deco look and feel. Amazon Alexa is included as a voice assistant (with three years of free connectivity), but I imagine most drivers will just use Apple CarPlay or Android Auto.

Despite the cold weather and its deleterious effect on battery range, I finished my week with warm feelings toward the Corsair Grand Touring. It’s an example of a luxury car that doesn’t try to be a sports car as well, and I’ve already described how much I like the interior. But the amount of creaks and rattles in the cabin aren’t really acceptable for a car with just a year under its belt, and the sticker price is quite high, although the car is eligible for a $3,750 IRS clean vehicle tax credit.

Lincoln Corsair PHEV review: A luxury car shouldn’t squeak this much Read More »

2024-lincoln-nautilus-first-drive:-a-sea-change-for-lincoln’s-middle-child

2024 Lincoln Nautilus first drive: A sea change for Lincoln’s middle child

car review, Cars, First drive, Lincoln Nautilus / /

anyone seen captain nemo? —

The Nautilus might just be enough to finally get people into Lincoln dealerships.

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A silver Lincoln Nautilus next to a sign that says Palm Springs

Enlarge / The Lincoln Nautilus is now in its fourth generation.

Lincoln

PALM SPRINGS, Calif.—Lincoln is one of those car companies that for years will give the impression that the people in charge are asleep at the proverbial wheel and then all of a sudden will debut a total knockout. It’s happened a few times throughout the brand’s long history, most recently with the fourth-generation Navigator. The introduction of the 2018 Navigator also sparked a huge overhaul in design and technology for the brand that catapulted it from “decent free rental car upgrade” to a maker of luxury SUVs that people might want to buy. The 2024 Lincoln Nautilus is just such an SUV.

In the hierarchy of Lincoln models, the Nautilus sits neatly between the Aviator and the smaller Corsair. It’s arguably one of the best looking of the current crop of Lincolns, and it’s positioned to compete with the likes of the Lexus RX, the Cadillac XT6 and Volvo’s XC60, among others. But does it actually compete? Or is it simply another car for the Enterprises and Hertzes of the world?

The 2024 Nautilus is available in two flavors: a purely internal combustion-powered version with a 250 hp (186 kW) turbocharged inline-four that also puts out 280 lb-ft (380 Nm) of torque and is paired with an eight-speed automatic transmission; and a much more interesting hybrid version, which offers up 310 combined hp (231 kW) that’s paired with a CVT transmission. The Nautilus is only available with all-wheel drive.

The hybrid is only $1,500 more, and you get more power and much better efficiency.

Enlarge / The hybrid is only $1,500 more, and you get more power and much better efficiency.

Lincoln

The hybrid variant is a traditional series hybrid, rather than a plug-in hybrid as we’ve seen on the Corsair. Honestly, the lack of a plug-in variant of the Nautilus is kind of a bummer because its character would suit the Nautilus so well, but like the middle-aged sad dad band sang at my wedding reception, you can’t always get what you want. Still, between the two variants, the hybrid is the one to get for a few reasons, and it’s only a $1,500 upcharge versus the gas-only model.

In addition to the power and torque increases offered by the hybrid system, the overall efficiency boost is welcome. The Nautilus Hybrid is good for an EPA-rated 30 mpg (7.84 L/100 km) city, 31 mpg (7.6 L/100 km) highway for a 30 mpg combined. The gasser only manages 21 mpg (11.2 L/100/ km) city, 29 mpg (8.1 L/100 km) highway, and 26 mpg (9 L/100 km) combined. The hybrid system is smooth and well-integrated, too, and I find that an ignorable hybrid drivetrain is a good hybrid drivetrain.

The HEV differentiates itself in other ways, too. Where the ICE model makes do with a non-adjustable suspension, the hybrid gets continuously adjustable dampers and, as a result, a very smooth and Lincoln-appropriate ride. Those dampers are able to be set into a handful of drive modes. These are labeled Normal, Conserve, Excite, Slippery, and Deep Conditions.

There is a noticeable difference between the settings both in the suspension and the accelerator calibration, but it’s not so dramatic that you wouldn’t, say, put it in “Deep Conditions” so you can make a Dune joke on Instagram based on the little animated digital desert planet that’s displayed on the screen and then forget to change it back afterward. Not that I know from experience or anything. Basically, the suspension is a bunch of levels of softness that go from newborn kitten fluff to Ikea couch pillow, so don’t expect corner-carving prowess even in the slightly misleading “Excite” mode.

The Nautilus’ power steering is electric and pretty light in all settings, and the braking system feels smooth and as strong as you’d want it to be when panic-stopping the 4,517-lb (2,049 kg) hybrid. Nothing feels like an afterthought here, apart from the borderline shocking levels of road noise transmitted through the Nautilus’ great big wheels and low-profile tires. The Black Label we tested was on 22-inch wheels and, while not a dealbreaker, the tires make a lot of noise. If I were buying one, I’d get it with the smallest wheels possible and hope that taller sidewalls restore some of the Nautilus’ potential for serenity.

2024 Lincoln Nautilus first drive: A sea change for Lincoln’s middle child Read More »

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The 2025 Porsche Panamera perfectly balances luxury ride and great handling

car review, Cars, First drive, Porsche Panamera, Porsche Panamera 4, Porsche Panamera Turbo E-Hybrid / /

turbonite —

There’s clever new air suspension and a much bigger battery for the PHEV variant.

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A white Porsche Panamera

Enlarge / BIgger air intakes, steeper headlights, and more pronounced fenders are the visual hallmarks of the 3rd-generation Porsche Panamera.

Jonathan Gitlin

SEVILLE, Spain—Once upon a time, Porsche just made two-door sports cars. Then the 21st century happened. People started to get fickle and demand things like practicality and comfort as well as good handling and soild engineering. Preferring to stay in business, Porsche recognized this market shift and since 2003 has bolstered its lineup, first with SUVs, then in 2009 with the Panamera sedan.

That sedan is now in its third generation, and late last year, we visited its factory in Leipzig to get a sneak preview of the prototype. Now, the new Panamera has gone into production, and we spent a day driving a pair of models on the road and track ahead of the car’s arrival in the US this summer.

Looks-wise, the third-gen Panamera closely resembles the outgoing model to the extent that it has the exact same exterior measurements: 198.8 inches (5,052 mm) long, 76.3 inches (1,937 mm) wide, and 56 inches (1,423 mm) tall. However, it will only be offered as a five-door hatchback—the Sport Turismo variant is no more, we’re told.

At the rear, the light clusters are more three-dimensional now.

Enlarge / At the rear, the light clusters are more three-dimensional now.

Jonathan Gitlin

The design looks a bit sharper than the older car’s, with more pronounced fenders over the wheel and steeply raked LED matrix headlights. At the back, the retractable rear wing is a split-piece affair that pops out and then extends above a certain speed threshold. Keen eyes will also see additional air ducts at the front to better cool the engine bay.

Powertrains

The Panamera was the first Porsche to sport a hybrid powertrain, ignoring, of course, the Lohner-Porsche Semper Vivus of 1899. In 2016, Porsche put a plug-in hybrid powertain into the Panamera for the first time, and it will eventually offer a total of four different PHEV powertrains for the 4th-gen car. It’s only offering one at launch, though, and it’s the Panamera Turbo E-Hybrid. You’ll know you’re looking at a Panamera Turbo because of the distinctive “Turbonite” colored badge and accents, and pedants will be pleased to know that this car does indeed feature forced induction.

In fact, the 4.0 L V8 uses a pair of turbochargers, now monoscroll, rather than the twin-scroll turbines in the old car. This allows the car to heat the catalytic converter more quickly and operate at higher exhaust gas temperatures. There’s no more cylinder deactivation; instead, Porsche’s engineers have used variable valve lift and opening to cope with different engine loads.

There’s an all-new 188-hp (140 kW), 332 lb-ft (450 Nm) electric motor for the PHEV powertrain, which now lives inside the eight-speed dual clutch PDK transmission (which powers all four wheels) rather than downstream of it. Total power and torque output is 670 hp (500 kW) and 685 lb-ft (935 Nm).

  • A cutaway illustration of the Panamera Turbo E-Hybrid’s powertrain.

    Porsche

  • A cutaway illustration of the Panamera plug-in hybrid battery pack.

    Porsche

  • A cutaway showing the internals of the Panamera Turbo Hybrid’s PDK transmission. Note the electric motor on the far left.

    Jonathan Gitlin

The electric motor is always coupled to the transmission, and it’s only when the car wants to add some internal combustion power that a decoupler closes and engages the V8 as well. Under braking, the electric motor can regenerate up to 88 kW before the friction brakes take over. Top speed is 87 mph (140 km/h) under electric power alone, or 190 mph (305 km/h) with the V8 also contributing.

There’s also a new high-voltage traction battery to go with the new electric motor. Porsche has upped the capacity to 25.9 kWh, which should translate to a meaningful increase in the distance one can drive on electric power alone. Porsche has yet to release official EPA fuel efficiency data, so we can’t be specific, but the European WLTP electric-only range is between 76 and 91 km, depending on drive mode, which is about a 75 percent improvement on the previous Panamera PHEV. Recharge times (from 0 to 100 percent) are as low as 2 hours and 39 minutes via the onboard 11 kW AC charger.

The other two powertrains at launch will be the rear-wheel drive Panamera and the all-wheel drive Panamera 4. Both use a 2.9 L twin-turbo V6 gasoline engine, which generates 349 hp (260 kW) and 368 lb-ft (500 Nm), a 10 percent increase in both stats over the outgoing V6 Panamera. Coupled with a new eight-speed PDK transmission, that saves a tenth of a second or two on the 0–60 time—between 4.8 and 5 seconds depending on whether you optioned the Sport Chrono package—and raises the top speed to 168 mph (270 km/h) for the Panamera and 169 mph (272 km/h) for the Panamera 4.

The 2025 Porsche Panamera perfectly balances luxury ride and great handling Read More »

we-drive-mini’s-first-electric-crossover,-the-2025-countryman-se-all4

We drive Mini’s first electric crossover, the 2025 Countryman SE ALL4

car review, Cars, First drive, Mini Countryman / /

better than the JCW —

The Countryman SE goes on sale later in 2024, starting at $45,200.

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A blue-grey mini countryman SE

Enlarge / Mini has made a fully electric version of its Countryman compact crossover, replacing the outgoing plug-in hybrid Countryman.

Jonathan Gitlin

Over the last couple of weeks, we’ve brought you test drives of a pair of related small cars, the 2024 BMW X2 M35i and the 2025 Mini JCW Countryman. Today it’s time for the third member of the family destined for US sales, and the one that we think Ars readers will be most interested in—the fully electric Mini Countryman SE ALL4.

This is the third-generation Mini Countryman, replacing the plug-in hybrid version we last tested in 2017. It’s a little larger now, although not by much: at 174.5 inches (4,433 mm) long, 72.6 inches (1,843 mm) wide, and 65.2 inches (1,656 mm) tall, it is still a pretty small car by most standards. It’s also a pretty aero-efficient one; the drag coefficient is just 0.26.

As the ALL4 name might suggest, this is an all-wheel drive electric vehicle, with a combined 313 hp (230 kW) and 365 lb-ft (494 Nm), fed by a 66.5 kWh lithium-ion traction battery. That makes it nearly as peppy off the line as a Ferrari Testarossa, capable of reaching 62 mph (100 km/h) from a standing start in 5.6 seconds. (The Ferrari took 5.2 seconds to reach 60 mph.) Top speed is limited to 112 mph (180 km/h).

  • The Countryman SE ALL4 should have a range of just under 250 miles.

    Jonathan Gitlin

  • It really is still quite small

    Mini

  • Mini has ditched the union flag taillights.

    Jonathan Gitlin

  • The ride is noticeably better than the gasoline version we drove.

    Mini

  • Although it’s big for a Mini, it was the perfect size for small Portuguese villages.

    Mini

Although Mini doesn’t have an official EPA range estimate yet, it thinks the Mini Countryman SE ALL4 should be able to travel about 245 miles (394 km). There’s an onboard AC charger capable of rates up to 22 kW, although you’ll probably only encounter such powerful level 2 chargers in Europe, where they can take advantage of three-phase electricity. DC fast charging tops out at 130 kW, which should take the battery from 10–80 percent state of charge in 30 minutes.

The styling is virtually identical to the JCW Countryman we wrote about a couple of weeks ago. The differences are subtle—a filled-in grille, no quad exhaust pipes (for this is a Mini, not a Dodge), and bronzish-goldish accents here and there. The 20-inch alloy wheels are made from 70 percent recycled aluminum, Mini told us.

The interior uses a different mix of materials than the JCW Countryman, but it has the same layout and the same pluses and minuses. The interior makes heavy use of recycled polyester, which Mini says significantly reduces the carbon emissions of its supply chain and also uses less water than cotton.

There’s the same bright, circular OLED infotainment display with the same user interface that is again hobbled by what feels like an underpowered graphics chip. There are still a smattering of physical controls, and I still think the cubby between the driver and passenger seats could be larger.

On the road, the Mini Countryman SE ALL4 feels noticeably different to drive than the gasoline-powered JCW version. Some of that is down to the steering, which is geared differently to the JCW car and feels slightly less direct. The suspension also contributes to the SE ALL4 feeling different, as it’s better damped against bumps and jolts—no doubt as a result of having to control a heavier car thanks to the battery pack. (Mini has not given us a curb weight for either JCW or SE ALL4, however.)

  • The interior is stylish and tactile.

    Jonathan Gitlin

  • The augmented reality view for navigation is very useful on unfamiliar roads.

    Jonathan Gitlin

  • Spike is rather cute.

    Jonathan Gitlin

  • This cubby is too small to be very useful.

    Mini

  • Recycled aluminum for the alloy wheels helps Mini keep the Countryman SE’s carbon footprint as small as possible.

    Jonathan Gitlin

Perhaps my highlight of the Countryman SE ALL4 was the synthetic driving sounds it makes in the cabin, which are rather over the top. I’m also quite aware many of our readers will dislike this aural exuberance and will be glad to know that it can be turned off.

Mini says the 2025 Countryman SE ALL4 will be available in the US this fall, starting at $45,200.

We drive Mini’s first electric crossover, the 2025 Countryman SE ALL4 Read More »

2024-porsche-911-s/t-review:-threading-the-needle

2024 Porsche 911 S/T review: Threading the needle

car review, Cars, Features, Porsche 911, Porsche 911 S/T / /

yet another 911 review —

The S/T celebrates the 60th anniversary of the 911 and is limited to just 1963 examples.

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A porsche 911 S/T

Enlarge / I wouldn’t blame you if you lost track of all the different variations on the Porsche 911. This is the latest, and currently, the most desirable.

Bradley Iger

Although Porsche is in the midst of taking its BEV technology mainstream, the company hasn’t lost sight of the fact that its high-performance reputation was built on the 911.

Over the past few years, the automaker has developed a myriad of different versions of the iconic sports car, resulting in offerings that currently range from plush open-top cruisers to hardcore track monsters, along with special edition models like the off-road-tuned Dakar and heritage-inspired Sport Classic. You might be wondering, then, if there’s really an opportunity for a new performance-focused model to stand out in the 911 lineup.

On the surface, the S/T seems to tread much of the same ground already occupied by the GT3 Touring, an iteration of the track-ready GT3 that ditches the large fixed rear wing for the smaller, aesthetically subtler active rear spoiler found on Carrera models. But as lovely to drive as the GT3 Touring is, it feels like a conceptual afterthought.

Because of its reduced downforce, Porsche has always considered the Touring to be a GT3 intended for the street rather than the track, yet the model’s tuning has otherwise remained unchanged from the standard GT3. This, along with a number of other crucial updates, allows the S/T to stand out from the crowd not just among fast 911s but among sports cars in general.

The canyon roads around Los Angeles are natural hunting territory for the S/T.

Enlarge / The canyon roads around Los Angeles are natural hunting territory for the S/T.

Bradley Iger

The name is a nod to a racing version of the 911 S from the late 1960s: Internally known as the ST, the package included modifications to the chassis, engine, and body to improve performance. But unlike the iconic Carrera RS 2.7 that would debut a few years down the road, the ST lacked the aggressive aerodynamic elements that would later come to define the look of track-tuned 911s.

The core hardware involved is an interesting amalgamation of components from the current GT division lineup. In a purposely old-school approach not unlike the Sport Classic, the S/T pairs the GT3 RS’s naturally aspirated 518 hp (386 kW) 4.0-liter flat-six engine with the GT3’s six-speed manual gearbox—a combination that can’t be had in any other factory-produced 911.

Like the GT3 RS, the S/T’s hood, front fenders, doors, and roof are made from carbon fiber, and thanks to its magnesium wheels, fixed-back carbon bucket seats, and other weight-reducing components that are equipped as standard, it manages to tip the scales at a svelte 3,056 lbs (1,390 kg), making this the lightest 911 of the current generation.

No ducktail for the S/T. But there is plenty of lightweighting.

Enlarge / No ducktail for the S/T. But there is plenty of lightweighting.

Bradley Iger

Adding power and cutting weight are certainly welcome developments for performance enthusiasts, but it’s the raft of subtle, less quantifiable changes that make the S/T such an incredibly compelling sports car. Porsche’s goal was to create the ultimate canyon carver rather than an apex-hunting track machine, and as such, it has tossed the GT3’s rear axle steering system and retuned the suspension dampers for the less-than-perfect tarmac that’s typical of twisty backroads.

To further ratchet up driver engagement, engineers reduced the height of the shift lever by 10 mm, resulting in even shorter, more precise throws. The transmission’s gear ratios were shortened by 8 percent to allow the engine to climb to its searing 9,000 rpm redline more rapidly, resulting in more frequent shifting. There’s a new lightweight clutch and single mass flywheel on board, too.

The latter plays a surprisingly big role in the S/T’s distinctive character, allowing the engine to sweep through the revs with a level of manic urgency that makes the GT3 Touring seem almost lazy by comparison. And thanks to the S/T’s reduced sound deadening compared to the GT3 (which already has significantly less sound deadening than a 911 Carrera), every mechanical process that normally takes place behind the scenes is brought to the forefront. It can equate to noisy steady-state driving at times, but the soundtrack that the S/T delivers when you’re rowing through the gears easily makes up for it.

2024 Porsche 911 S/T review: Threading the needle Read More »

smallish-car,-biggish-price—we-try-out-the-2024-bmw-x2-m35i

Smallish car, biggish price—we try out the 2024 BMW X2 M35i

bmw, BMW X2 M35i, car review, Cars, First drive / /

bring us the ev —

We drive the new Sports Activity Coupe, but there’s no EV version for the US market.

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A green BMW X2 parked next to the sea

Enlarge / BMW calls the X2 a Sport Activity Coupe.

Jonathan Gitlin

Last week, we told you about our first drive in the new Mini Countryman John Cooper Works, Mini’s new little crossover. This week, it’s the turn of a related model, built on the same vehicle architecture: BMW’s new X2 crossover, or “Sports Activity Coupe” in BMW-speak. As we’ll find out, the BMW shares more than one trait with the Countryman JCW.

BMW had an array of X2 M35is, all painted the same “Frozen Tampa Bay” shade of green, which starts in the US at $51,400. There’s a less-powerful $42,000 X2 xDrive28i coming here as well, but North American customers will not be offered the battery-electric iX2—BMW’s product planners evidently didn’t think importing the diminutive EV would be profitable. Outside the US, BMW expects 1 in 5 X2s to be electric.

The first-generation X2 (and the more upright-looking X1) were divisive cars even by BMW standards. The new one is slightly bigger than before, at 179.3 inches (4,554 mm) long, 72.6 inches (1,844 mm) wide, and 62.6 inches (1,590 mm) tall. That translates to more rear legroom and more cargo volume at the back, but it’s not a massive machine—a touch bigger than the Audi Q3 but a bit smaller than a Mercedes-Benz GLB.

Each of those exhaust pipes is almost 4 inches wide, yet all the sound is synthesized by speakers in the cabin.

Enlarge / Each of those exhaust pipes is almost 4 inches wide, yet all the sound is synthesized by speakers in the cabin.

Jonathan Gitlin

It’s not the most elegant car to emerge from BMW’s design studio in recent years, although the styling tweaks for the M35i version—a different front splitter, quad exhaust pipes, an M-specific rear spoiler, and an illuminated kidney grille—are visually rather bold. The three-dimensional light cluster details are rather interesting.

The X2 M35i is powered by a turbocharged 2.0 L four-cylinder gasoline engine that generates 312 hp (233 kW) and 295 lb-ft (400 Nm), sufficient to propel it to 60 mph (98 km/h) in 5.2 seconds via a seven-speed dual-clutch transmission that sends power to all four wheels.

BMW says it has heavily revised the suspension of the new X2, which shares a similar layout to the old model but with very little parts carryover. On the road, the main thing you notice is that the ride is quite firm, with a lot of lateral jostling at low speeds over bumps or potholes despite adaptive dampers as standard.

It’s also not particularly engaging to drive on a twisty road, with little feel communicated through the fat-rimmed steering wheel. The gearbox’s control logic was good enough not to need to bother with shifting manually via the paddles, but a long pull on the left paddle engages an overboost function for a short time.

The taillights (and headlights) have a rather interesting 3D design.

Enlarge / The taillights (and headlights) have a rather interesting 3D design.

BMW

As with the Mini Countryman JCW, the noises that accompany spirited driving are quite artificial in nature, being played to the occupants via the car’s internal speakers. This keeps noise levels low for bystanders, and while many of my colleagues found the sounds too contrived for their tastes, I actually quite liked the pops and crackles.

While the car wasn’t that thrilling to drive, I was impressed with how well it coped during a violent rainstorm. It handled puddles of standing water without a hint of hydroplaning, although a rear windshield wiper would be a welcome addition.

The cabin design is a little fussy, and there’s a big blind spot from the driver’s side A pillar that mars otherwise good forward visibility. The rear windshield is a little small, on the other hand. And on the topic of complaints, the cubby built into the armrest between the front seats is too weirdly shaped to be able to accommodate a smartphone—I’m not sure what you’re supposed to be able to store there other than pens, pencils, and maybe short rulers.

  • There are some design touches and details that you’ll also recognize in larger BMWs, like the M steering wheel or the intricately cut speaker fascias.

    Jonathan Gitlin

  • The rear seat is less cramped than the outgoing model.

    Jonathan Gitlin

  • There is between 25.3–51.7 cubic feet (716–1,464 L) of cargo room.

    BMW

  • BMW’s X2 does away with the rotary iDrive controller, so you can only interact with the infotainment via voice or touchscreen.

    BMW

The X2 uses BMW’s latest operating system 9, like the bigger and more expensive cars in the lineup. I’m normally a big fan of the latest version of iDrive, which offers excellent voice recognition and a UI that mostly helps the driver out. But like the Mini Countryman, in the X2 it feels as if the infotainment system is underpowered.

However, I did finally check out BMW’s in-car gaming, which also appeared in the BMW i5 we tested last year. It’s called AirConsole, and you use your phone as a controller, pairing it to the system via a QR code. There’s a Mario Kart clone that’s passable, and my drive partner and I tried a trivia game, too.

While I’m talking tech, I should also praise the augmented view for the navigation system, which overlays big arrows onto a video feed to show you exactly which turn it wants you to take. The My BMW App integration is also rather well implemented—you can use an Android or iOS phone as a digital key for the car, as well as remotely lock and unlock the doors or the cargo hatch.

If all of that sounds compelling, you should already be able to find the X2 M35i in stock at BMW dealerships.

Smallish car, biggish price—we try out the 2024 BMW X2 M35i Read More »

the-2024-kia-ev9,-an-electric-three-row-suv-designed-with-the-us-in-mind

The 2024 Kia EV9, an electric three-row SUV designed with the US in mind

car review, Cars, E-GMP, First drive, Kia, Kia EV9 / /

mostly good —

Kia bets on edgy design, a futuristic interior, and plenty of interior space.

–

A blue Kia EV9 drives along a forest road in California

Enlarge / The 2024 Kia EV9 takes many of the things people love about the Telluride but does them on one of the best purpose-built EV platforms in the industry.

Kia

American car buyers love purchasing way more car than they need. Have a kid and a dog? You’d better get a Suburban. Need to tow a Hobie Cat to the lake once or twice a year? Get a full-size diesel four-wheel drive pickup. Looking at an EV for your family? Well, it had better do 400 miles at a time and charge in 15 minutes, despite you having a six-mile commute. This mentality would make a cynic say that Kia’s EV9 is a pointless exercise, but that cynic would be wrong.

The 2024 Kia EV9 is ostensibly a three-row, midsize electric SUV that in its most efficient form—the Wind RWD Long-Range trim—will do a claimed 304 miles (489 km) of range, but it’s also Kia’s flagship model and the vehicle that seems to give us the best look at the formerly cheap-and-cheerful brand’s more upscale future.

The EV9 is the latest vehicle based on the E-GMP platform that underpins the Ioniq 5, EV6, and Genesis GV60. Like those vehicles, it features a skateboard-style chassis and is available in rear- or all-wheel drive. Power ranges from 201 hp (150 kW) in the entry-level Wind RWD model to 379 hp (283 kW) in the Land AWD and GT-Line models. There are two available battery packs, with the smaller coming in at 76.1 kWh and the long-range pack rated at 99.8 kWh.

The larger size of the EV9 means you won't get quite the same range efficiency out of the same powertrain as the smaller E-GMP cars. Not that it matters on the commute, school run, or grocery errand.

Enlarge / The larger size of the EV9 means you won’t get quite the same range efficiency out of the same powertrain as the smaller E-GMP cars. Not that it matters on the commute, school run, or grocery errand.

Kia

The conversation around electric vehicles, especially with new buyers, tends to be dominated by range. The claimed range figures for the EV9 won’t light anyone’s hair on fire, particularly with the GT-Line model and its not-so-whopping 270 miles (434 km) or the bottom-of-the-barrel Light RWD model that only offers 230 miles (370 km). Still, these figures should prove to be ample for most Americans.

Like other E-GMP-based vehicles, the EV9 is built on an 800 V architecture and supports DC fast charging at up to 235 kW. The onboard AC charger is rated at 10.9 kW, and for home-based level 2 charging, Kia is partnering with Wallbox and is pushing that company’s Quasar 2 home charging setup. While the Quasar’s vehicle-to-load and vehicle-to-home capabilities are neat, its $4,000-plus price before installation isn’t, and neither is Kia’s decision to not sell them through dealers, preventing new EV buyers from wrapping the system into their car loan.

On the road, the EV9 is just nice. It’s not particularly quick, even in its most performative variant. Kia claims a 4.5 second 0–60 time, but that’s only if you pay for the acceleration boost unlock (more on this later), and while that’s not slow per se, it won’t impress veteran EV drivers. Ride quality is also average. Like many other Kias, the suspension is tuned on the slightly firmer side, but it’s not harsh, even over very broken pavement.

Only the EV9 GT-Line features an exterior vehicle-to-load AC outlet.

Enlarge / Only the EV9 GT-Line features an exterior vehicle-to-load AC outlet.

Kia

The EV9’s steering is perfectly ignorable in most drive modes, but it leans hard into artificially heavy territory in sport mode. The EV9 has a super long wheelbase—122 inches (3,098 mm) vs. the Telluride’s 114.2 inches (2,900), despite being essentially the same size—but it lacks any kind of rear-wheel steering, meaning that parking lot maneuvers are a bit of a chore—and don’t even think about u-turns unless you’re ready to do a very fast three-point turn.

The 2024 Kia EV9, an electric three-row SUV designed with the US in mind Read More »

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A week with a Ford F-150 Lightning: This truck is too big for city life

car review, Cars, electric pickup truck, Ford F-150 Lightning / /

stalking horse or white elephant? —

The big electric pickup truck is out of the suburbs and out of its element.

–

A week with a Ford F-150 Lightning: This truck is too big for city life

Jonathan Gitlin

I seem to be thinking a lot about Ford’s electric pickup truck, the F-150 Lightning. Earlier this week, we got the news of price cuts and price increases. Before that, there was a pending cut to planned production output. Taken as it is, it’s just the all-electric version of America’s favorite pickup—and arguably the best version unless you need to pull something on the end of a trailer hitch.

But the Lightning doesn’t exist in a vacuum. Depending on who you talk to, it’s a clever attempt to get Americans to go electric, an utterly familiar wrapper on a slab of new technology that, yes, still requires the owner to adjust their mindset a bit from the gasoline-powered way of thinking. To others, it’s a white elephant, one that costs too much and languishes on dealership forecourts, proof positive that electrification is a thing other countries might bother with, but forget that here at home, cowboy.

I’ve never found life to be quite that simple, and neither is the Lightning. Here in Washington, DC, the vehicle remains a rare sight—the only time I’ve seen one in the wild, it belonged to the DC government’s fleet of vehicles (its job was inspecting abandoned vehicles). Out west, it’s much more common to see electric F-150s on the road, and last year, Ford sold about 40,000 Lightnings, despite halting production for a fire and then again to retool part of the line.

Because I last drove one more than 18 months ago, it seemed prudent to book a week with an example from Ford’s press fleet to see how the pickup has matured since its release. The Monroney sticker did little to bust the idea that these things are expensive—$97,374 is a high price, although with the recent adjustment and an ongoing $7,500 incentive from Ford, a 2024 model would be just over $10,000 cheaper, according to Ford’s online configurator.

Jonathan Gitlin

I had bigger concerns than the sticker shock—quite literally. After all, you don’t have to buy a Platinum trim Lightning; a search on cars.com shows 823 Platinums for sale around the country out of a total of 7,531 new Lightnings. Many of the rest of those electric F-150s will be cheaper, but all of them will be the same size. And that size is just too darn big for my life in the city.

Size matters

This was immediately apparent as I backed into my parking space. The Lightning dwarfed my neighbors’ SUVs as it jutted out into the parking lot, almost entirely filling the space between the white lines. There’s no hiding a vehicle that’s 237 inches (6,020 mm) long and 80 inches (2,032 mm) wide before you include the mirrors.

Part of the reason it’s so big is that the four-door, five-seat pickup truck somehow became the replacement for a sedan in the minds of so many American men. On four wheels, with at least eight inches of ground clearance, you could drive it on an overlanding adventure, but in practice, you’ll just obstruct the views of everyone else on the road. The only way to see around a big truck is in another big truck, and before you know it, the country is buying several million full-size pickup trucks every year.

I'll be honest: I used neither bed nor frunk during the entire week. Groceries and cargo went on the back seat or the floor behind the driver's seat. Which made most of the F-150 Lightning's bulk superfluous to my needs.

Enlarge / I’ll be honest: I used neither bed nor frunk during the entire week. Groceries and cargo went on the back seat or the floor behind the driver’s seat. Which made most of the F-150 Lightning’s bulk superfluous to my needs.

Jonathan Gitlin

For people living in newer homes in suburbs or exurbs who commute to jobs in office parks surrounded by vast expanses of surface parking, the size thing might not even be that noticeable. Garages are built big enough to house brodozers now, and houses out in those parts are set back from their neighbors. Climb up into the driver’s seat of a Lightning in the middle of a dense city, though, and it’s on stark display.

Although I adapted to the Lightning’s size, it was really only once I ventured into the suburbs of Northern Virginia that I started to feel truly comfortable behind the wheel. The multilane roads in places like Fairfax and Tysons Corner were much more the Lightning’s element. No road diets here, nor people on bicycles to be ever-vigilant for. Driving in the city, I was always aware of its size, although the view from the high-up driving position was mostly excellent, and the one-pedal driving mode made it simple to stick to the 20 mph speed limits.

A week with a Ford F-150 Lightning: This truck is too big for city life Read More »

daily-range-isn’t-a-problem-with-the-2024-mitsubishi-outlander-phev

Daily range isn’t a problem with the 2024 Mitsubishi Outlander PHEV

car review, Cars, Mitsubishi, Mitsubishi Outlander PHEV, plug-in hybrid / /
The front of a Mitsubishi Outlander PHEV

Enlarge / The previous Mitsubishi Outlander PHEV was the world’s best-selling plug-in hybrid, apparently. Now the new one has more power and a bigger battery, among other improvements.

Jonathan Gitlin

What to make of Mitsubishi, now we’re almost a quarter of the way into this century? For enthusiasts of a certain age, the brand is synonymous with rallying and fire-breathing all-wheel drive sedans with extremely short service intervals. To my old driving instructor, Mitsubishi was the Mercedes of Japan. And a Mitsubishi was even the first electric vehicle I reviewed for Ars, way back in 2012.

These days it feels very much like the third brand at the Nissan-Renault alliance. The rallying heyday is long past, and its lineup here in the USA is down to just three SUVs and the sub-$20,000 Mirage, all focused on value for money rather than all-out luxury. Mitsubishi didn’t follow up the electric i-MiEV with another battery EV, but it does make a plug-in hybrid powertrain for the Outlander SUV.

The Outlander is relatively affordable by today’s standards, starting at $40,345, and a week with a model year 2024 example found it to be a solid PHEV with a big enough battery to make most of one’s daily motoring emission-free.

Yes, the US government considers this a compact SUV.

Enlarge / Yes, the US government considers this a compact SUV.

Jonathan Gitlin

Going by sentiments from our audience, it’s possible to feel that the PHEV has almost been abandoned in favor of more on-trend battery EVs. And data from Consumer Reports isn’t particularly complimentary about PHEV reliability, although the same publication did find PHEVs (and BEVs) are cheaper to maintain than a car that just burns gasoline.

Ars actually tested the new Outlander PHEV—albeit briefly—just over a year ago. But a first-drive event held by an automaker is stage-managed in a way that just spending a week with a car isn’t, and I figured since I quite liked the last model, it wouldn’t be a wasted week.

They say it’s a compact

Mitsubishi classifies the Outlander PHEV as a compact SUV. One can quibble about whether an SUV that’s 185.4 inches (4,709 mm) long and 75 inches (1,905 mm) wide really is compact, but that starts to get into philosophical debates about technical definitions versus the commonly accepted meaning of words. The Outlander PHEV’s 106.5-inch (2,705 mm) wheelbase is sufficiently long to allow for a third row of seats in the back though, so it will seat seven humans, as long as the two in the back are pretty short.

Daily range isn’t a problem with the 2024 Mitsubishi Outlander PHEV Read More »

not-all-pickups-are-work-trucks—toyota-aims-the-2024-tacoma-off-road

Not all pickups are work trucks—Toyota aims the 2024 Tacoma off-road

car review, Cars, First drive, hybrid pickup truck, Toyota Tacoma / /

Not the official truck of Takoma Park, however —

The TRD Pro trim even comes with seats fitted with shock absorbers.

–

A red Toyota Tacoma TRD seen on a trail

Enlarge / Yes, pickup trucks are used in work situations, but they’re also bought by people who want to drive them off-road.

Kristin Shaw

Between a new platform and the model’s first hybrid powertrain, the redesigned 2024 Toyota Tacoma is full of interesting tidbits and both off- and on-road enhancements. The refresh has been a long time coming, as the last time Toyota updated the Tacoma was for model-year 2015.

The Tacoma line began in 1995 as a US-specific version of the global HiLux. Even Back to the Future‘s Marty McFly coveted a black 1985 Toyota HiLux SR5 Xtra Cab, and it appeared in his garage, complete with a kangaroo bar, off-roading lights, and more.

By design, the new Tacoma is larger than the last generation, sharing a platform with the full-size Tundra. Today, the 2024 Tacoma is more fuel-efficient than its smaller predecessor, notching between 20 and 26 mpg (9–11.8 L/100 km) in the gas-powered versions—a 1995 HiLux ranged from 14–22 mpg (10.7–16.8 L/100 km). We’re waiting to see what the hybrid powertrain earns from the EPA; the difference in mpg may be modest, but the horsepower quotient is impressive.

Toyota will sell you a range of different Tacoma trims, many of which can handle some rough stuff. The TRD Off-Road grade is the most specialized.

Enlarge / Toyota will sell you a range of different Tacoma trims, many of which can handle some rough stuff. The TRD Off-Road grade is the most specialized.

Kristin Shaw

In the last few years, the popularity of off-roading has soared, and the segment has exploded, with accessories becoming a cost center for manufacturers, too. The 2024 Tacoma is available with over 100 off-roading accessories, all covered by the same warranty as the truck. At the truck’s launch, we had an opportunity to test it off the tarmac.

More options, more off-road upgrades

Toyota didn’t spare any bells and whistles for the new Tacoma, basing the infotainment system on the new Tundra’s much-improved setup and adding a coilover rear suspension option over leaf springs. Each trim level has a suspension tuned specifically to its grade, including high-end Bilstein shocks for the TRD Off-Road grade.

The differences are evident after driving several trims on a test run in California. Limited trim buyers can choose an available adaptive variable suspension that adjusts to road conditions on the fly; the ride is noticeably smoother than its model siblings. On the other end of the spectrum, the TRD line carries progressively tougher shocks to save your back and neck muscles when powering over dirt and rock obstacles.

Toyota

At the top of the line is the Trailhunter grade, which is equipped with an Old Man Emu suspension by ARB. The Australian suspension setup is designed to increase the range of motion to make off-roading more comfortable—and, as a result, more fun. Its suspension is custom-tuned for the Tacoma and isn’t available as an off-the-shelf product.

Progressively tougher

Two years ago, Toyota showcased the Trailhunter concept on display at the Specialty Equipment Market Association annual megaevent, and the buzz was palpable. More drivers are interested in off-roading, and this one is built to withstand heavy loads (think camping gear like tents, 10-gallon water containers, and portable refrigerators). It also carries an onboard air compressor and is covered in skid-plate armor to protect the fuel tank, mid-body, and front from damage.

In the TRD Off-Road grade, one of the standard technologies is a new 2-inch Bilstein monotube shock with piggyback reservoirs. Tacoma Chief Engineer Sheldon Brown says it’s pretty unusual to see those types of shocks in a core grade of vehicles, but he felt it was important to provide an “incredible” off-road performance.

The piggyback part is key, providing a reservoir of heat management to keep the shocks moving.

The Tacoma TRD Pro's interior.

Enlarge / The Tacoma TRD Pro’s interior.

Toyota

“As we’re moving, we have these long stroke shocks and it’s working this fluid,” Brown says. “The fluid gets warm, the viscosity gets lower, and we get shock fade.” Shock fade is what happens when the damper loses control and the ride loses some of its comfort factor.

Seats that protect your neck and back

The ultimate comfort feature is an option in Toyota’s popular TRD Pro trim. The engineers and designers worked together to give the new Tacoma new seats for the driver and front passenger that ride on a shock-absorber system.

“The purpose of these so-called IsoDynamic Performance Seats is to keep your head—and in turn, your eyes—steady and focused while driving (or riding in the right seat) on rugged terrain,” Brown says. “If you’ve ever ridden a horse or performed in a marching band, you understand how important it is to keep your vision intact while moving.”

Sounds great, right? The best part is that the new seats, called IsoDynamic Performance Seats, can be tuned and adjusted by body mass, or they can be bypassed via levers on the seatbacks.

This truck was made for getting dirty. But Toyota gave the new Tacoma a wide range of options that will satisfy the person least likely to even touch dirt with one today all the way to the seasoned off-roader.

Not all pickups are work trucks—Toyota aims the 2024 Tacoma off-road Read More »

revisiting-the-ford-mustang-mach-e—how’s-the-pony-ev-doing-3-years-later?

Revisiting the Ford Mustang Mach-E—how’s the pony EV doing 3 years later?

car review, Cars, electric car review, Ford Mustang Mach-E / /

yay or neigh —

This midsize crossover EV has a lot more competition than when it debuted in 2021.

–

A Ford Mustang Mach-E, head-on

Enlarge / The Ford Mustang Mach-E is now in its third year of production, so it felt like a good idea to see how it’s maturing.

Jonathan Gitlin

When Ars first drove the then-new Ford Mustang Mach-E back in early 2021, the car was an attention magnet. Now, almost three years later, the Mustang Mach-E is a much more common sight on our roads, but so are other electric crossovers from most of Ford’s usual rivals, including the sales juggernaut that is the Tesla Model Y. We decided to book a few days with a Mustang Mach-E to see how (or if) this equine EV has matured since launch.

Originally, Ford had been working on a much more boring battery electric car until Tesla started delivering its Model 3s, at which point a hastily convened “Team Edison” set to work adding some much-needed brio to the design, rethinking Ford’s EV strategy in the process.

Giving this midsize crossover EV a Mustang name tag remains divisive—I expect a reasonable percentage of comments to this story will be people showing up to complain, “It ain’t no real Mustang.” The crossover’s name is what it is, and there are plenty of Mustang styling cues, but even with the designers’ trick of using black trim to make you ignore the bits they don’t want you to see, there’s no denying the proportions are pretty far from coupe-like.

The Mustang Mach-E has good angles and bad angles.

Enlarge / The Mustang Mach-E has good angles and bad angles.

Jonathan Gitlin

It’s cheaper now

Our test car was a Mustang Mach-E Premium eAWD model with just a single option ticked, the 91 kWh (useable capacity) extended range battery. This increases the car’s EPA range estimate from 224 miles (360 km) to 290 miles (467 km) but costs $8,600, which, combined with the delivery charge, bumps the sticker price to $67,575.

At least, that’s what this Mustang Mach-E cost when it arrived on the press fleet some 5,500 miles ago. Ford had to respond to Tesla’s string of price cuts, dropping the MSRP by almost $7,000 and cutting the cost of the extended range battery to $7,000—when I configure the same spec on Ford’s online car builder, it tells me the total price should be $59,940 with all the various fees. (A further price cut came to most other Mustang Mach-E variants in May, but not for the extended range Premium eAWD.)

And until the end of this year, the EV is still eligible for half of the clean vehicle tax credit. However, Ford believes that $3,750 credit will no longer be available to Mach-E buyers from next year as new rules regarding batteries made by “foreign entities of concern” go into effect. These remove eligibility from EVs batteries made in China or by Chinese-owned companies from January 1, 2024.

Taillights say Mustang, but the car's width and height say crossover.

Enlarge / Taillights say Mustang, but the car’s width and height say crossover.

Jonathan Gitlin

It’s a hard life

The fact that the Mustang Mach-E’s trip computer hadn’t been reset in 3,572 miles (5,749 km) provides an illustrating insight into both the life of a press fleet vehicle as well as the long-term efficiency of this EV. Collectively, the car had been driven very unsympathetically over that time, grading the drivers at 1 percent for deceleration and 2 percent for both acceleration and speed. Despite the lead foot treatment, the average of 2.7 miles/kWh (23 kWh/100 km) matches the EPA efficiency estimate (expressed as 37 kWh/100 miles).

I’m guessing this particular car spent most of those miles in Unbridled, which is what the Mustang Mach-E calls its sport mode. That or Engage, which is the middle of the three settings and the one used to calculate the car’s official efficiency.

In Whisper (think eco mode), you don’t get quite all the 346 hp (258 kW) or the full 428 lb-ft (580 Nm), and the 0–60 time feels between a second or two slower than the 4.8 seconds that’s possible if all the electric horses are harnessed at the same time, at least 3.1 miles/kWh (20 kWh/100 km) should be possible.

Revisiting the Ford Mustang Mach-E—how’s the pony EV doing 3 years later? Read More »