car review – Page 3

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

Audi A5, Audi S5, car review, Cars, First drive / Kris Guyer / 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 »

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

Audi Q5, Audi SQ5, car review, Cars, First drive / Rejus Almole / 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 $52,299, 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.

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.

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

2025 Acura ADX review: A crossover that balances budget with spirit

Acura ADX, car review, Cars / Kris Guyer / June 6, 2025

As you might imagine, a steady stream of cars to review comes and goes from my parking spot. Some weeks, they stand out, like the bright green Aston Martin, the murdered-out Bentley, or the VW ID. Buzz you can read about soon; these cars usually spark conversations with neighbors, particularly those who don’t know why there’s a different vehicle in that spot each week.

At other times, the vehicles are more anonymous, and I’m not sure this ADX sparked any community discussions. Compact crossovers are a popular breed and blend into the background—particularly when they’re painted an unobtrusive shade.

Which is not to say the ADX is not handsome; the Urban Gray Pearl paint looked good even in the near-constant rain (which explains the Acura-supplied images rather than my own) that coincided with our time with the tester. And from the driver’s seat, the view down the hood, along those creases, is a lot more interesting than most comparable crossovers, considering the ADX’s $35,000 starting price.

It’s built in Mexico alongside the Honda HR-V and shares a platform with the Acura Integra and Honda Civic. Like the HR-V, there’s no hybrid option, just a 1.5 L turbocharged four-cylinder engine with 190 hp (142 kW) and 179 lb-ft (243 Nm). There’s also only one choice of transmission—a continuously variable transmission.

This has preprogrammed “shift points” that simulate the gears of a more conventional transmission. Acura says it has been programmed for performance, and you can use the steering wheel’s paddles to change up or down a virtual gear. The turbocharged engine starts making all its torque from 1,700 rpm, but if you’re in a hurry, you’ll first hear the revs rise out of proportion to the initial increase in speed, and full power doesn’t arrive until 6,000 rpm, with the redline 500 rpm further north. It’s not the best-sounding engine in the world when it’s revved up, either.

As standard, the ADX is just front-wheel drive, but all-wheel drive is available for an additional $2,000. This can send up to half the engine’s available torque to the rear wheels, but expect it to be front-biased in day-to-day driving conditions.

Acura ADX hood — I love the view from the driver’s seat down the spine of the hood. Credit: Acura

Fuel efficiency is not remarkable, but here it’s about average for the class. With all-wheel drive, as tested, the EPA estimates 27 mpg combined (8.7 L/100 km); I actually returned a slightly better 28 mpg (8.4 L/100 km) across the week.

2025 Acura ADX review: A crossover that balances budget with spirit 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.

2025 Chevrolet Corvette ZR1 first drive: Engineered for insane speed Read More »

The 2025 VW Tiguan caters to US tastes at an affordable price

car review, Cars, First drive, Volkswagen Tiguan / Mike M. / May 18, 2025

In the modern era, cars keep getting bigger and bigger between generations. Or at least, they’re certainly not getting smaller. That’s especially true in America, where bigger is always better and the vehicles in the current crop of “compact” crossovers are now nearly as large as full-size SUVs from a decade ago. Don’t ask about curb weights, either, as more powerful drivetrains, including widespread adoption of hybrid-electric components, add significant mass, as highlighted by the new BMW M5 “sport sedan.”

Within that fray, however, the new Volkswagen Tiguan stands apart. VW purposefully refined the third-gen Tiguan to cater better to American consumer needs, which meant dropping the third row to create more interior volume for the front and rear seats. The wheelbase still measures the same length at 109.9 inches (2,791 mm), but shorter overhangs mean the overall length actually shrinks by nearly two inches. Yet more efficient packaging on the inside also results in a marginal passenger volume increase of about two percent.

To help keep pricing attractive at below $30,000 to start, VW also decided to skip out on a hybrid variant, but the new EA888evo5 2.0 L turbocharged-four nonetheless delivers more power and improved fuel economy. And all of the above actually contributes to the Tiguan losing weight while evolving from the second to third generation, shaving about 160 lbs (72.5 kg), depending on trim.

There’s some ID.4 in here, but also a big helping of generic. Michael Teo Van Runkle

Generic outside, great inside

Volkswagen USA recently invited Ars to join a rainy test drive of the Tiguan’s SE and SEL R-Life trims in Bozeman, Montana. At first glance, the new exterior definitely hews more closely to current crossover trends, which the Tiguan arguably helped to inaugurate back in the late-2000s. There’s also a healthy dose of Volkswagen ID.4 design language throughout, especially at the nose. The interior truly steps up to a new level, though. I started out in an almost-base Tiguan SE, which means front-wheel drive and minimal options, not even onboard navigation.

Like most buyers, though, I connected my iPhone via Wireless CarPlay, which effectively makes onboard nav obsolete. And the SE’s 12.9-inch touchscreen atop the dash provides all the necessary tech, as premium materials throughout clearly prioritize touchpoints to enhance the impression of quality.

The 2025 VW Tiguan caters to US tastes at an affordable price Read More »

Forgive me, Volvo, I was wrong: The 2025 V60 Cross Country review

car review, Cars, Volvo V60 Cross Country / Paul Patrick / May 17, 2025

Perhaps if I was more patient I’d have gotten closer to the EPA combined 27 mpg (8.7 L/100 km), too—instead the best I could average was 23 mpg (10.2 L/100 km). One wonders how much lower it would be without the 48 V mild hybrid system.

While I am a big fan of the way the V60’s front seats look, they could do with quite a lot more lateral support. It definitely feels like you’re sat on them, not in them, if that makes sense. The $56,595 (including delivery charge) Ultra trim adds ventilation and a good massage function to the front seats, as well as options like the tan Nappa leather you see in the (not-great) photo. (Sadly Volvo’s media site didn’t have any good ones either.) Ultra also adds a heads-up display and a better sound system, although our test car was given an even better $3,200 Bowers and Wilkins sound upgrade.

Otherwise, the cabin is still much as it was five years ago. I appreciate the helpful features, like well-designed hooks in the cargo area that keep your shopping bags in place, which aren’t always as useful as the ones here. While the infotainment system is old and its screen is small by 2025’s standards, there are four USB-C ports in the car, and Google is built-in. There’s also Apple CarPlay, but you’ll need to use a cable. You’ll want to plug your phone in anyway, as there’s no wireless charging pad.

My biggest complaint about the V60 Cross Country is the over-eager rear emergency braking system. A large curb or bollard can trigger it, slamming on the anchors in the process, which is annoying when I am backing into a parking space at maybe 5 mph, but I understand why the safety-conscious automaker has programmed it the way it has. After two weeks with the car there was little else I could find to criticize, and I missed its agility, easy ride, and relatively reasonable size compared to the big electric SUVs that have taken its place in the testing schedule since.

Raising the V60 by 2.4 inches does not in fact ruin the car. Jonathan Gitlin

Station wagon shopping in 2025 is a short process; once Audi stops selling the A4 Allroad, this V60 Cross Country has no real rival left. So it’s a good thing it’s a pretty decent example of the breed.

Forgive me, Volvo, I was wrong: The 2025 V60 Cross Country review Read More »

The 2025 Bentley Continental GT: The highs and lows of borrowed bits

Bentley Continental GT Speed, car review, Cars / Kris Guyer / May 13, 2025

We spend a week with Bentley’s new plug-in hybrid grand touring car.

The new Bentley Continental GT was already an imposing figure before this one left the factory in Crewe clad in dark satin paint and devoid of the usual chrome. And under the bonnet—or hood, if you prefer—you’ll no longer find 12 cylinders. Instead, there’s now an all-new twin-turbo V8 plug-in hybrid powertrain that offers both continent-crushing amounts of power and torque, but also a big enough battery for a day’s driving around town.

We covered the details of the new hybrid a bit after our brief drive in the prototype this time last year. At the time, we also shared that the new PHEV bits have been brought over from Porsche. There’s quite a lot of Panamera DNA in the new Continental GT, as well as some recent Audi ancestry. Bentley is quite good at the engineering remix, though: Little more than a decade after it was founded by W.O., the brand belonged to Rolls-Royce, and so started a long history of parts-sharing.

Mind if I use that?

Rolls-Royce and Bentley went their separate ways in 2003. The unraveling started a few years earlier when the aerospace company that owned them decided to rationalize and get itself out of the car business. In 1997 it sold the rights to Rolls-Royce to BMW, or at least the rights to the name and logos. Volkswagen Group got the rest, including the factory in Crewe, and got to work on a new generation of Bentleys for a new century.

This paint is called Anthracite Satin. Jonathan Gitlin

VW Group was then under the overall direction of Ferdinand Piëch, often one to let bold engineering challenges make it all the way through into production. Piëch wanted to prove to the rest of the industry that VW could build a car every bit as good as Mercedes, and thus was born the Phaeton. Over-engineered and wearing too-plebeian a badge, the Phaeton was a flop, but its platform served as the perfect foundation for some new Bentleys. These days VW itself doesn’t have anything quite as sophisticated to share, but Porsche certainly does.

It has become common these days to disclose power and torque; in more genteel times, one was simply told that the car’s outputs were “sufficient.” Well, 771 hp (575 kW) and 737 lb-ft (1,000 Nm) could definitely be described by that word, even with two and a half tons to move. The twin-turbo 4.0 L V8 generates 584 hp (435 kW) and 590 lb-ft (800 Nm), and, as long as you have the car in sport mode, sounds rather like Thor gargling as you explore its rev range.

Even if you can’t hear that fast-approaching thunder, you know when you’re in Sport mode, as the car is so quick to respond to inputs. I was able to tell less of a difference between Comfort and B mode, the latter standing for “Bentley,” obviously, and offering what is supposed to be a balanced mix of powertrain and suspension settings.

Even in Sport, the Continental GT will raise its nose and hunker down at the rear under hard acceleration, and the handling trends more toward “heavy powerful GT” rather than “lithe sports car.” For a car like this I will happily take the slightly floaty ride provided by the air springs and two-valve dampers over a bone-crushing one, however. It can be blisteringly quick if you require, with a 0-to-60 time of just 3.2 seconds and a top speed of 208 mph (335 km/h), while cosseting you from most of the world outside. The steering is weighty enough that you feel you’re actually piloting it in the corners, and it’s an easy car to place on the road.

As this is a plug-in, should you wish, you can drive off in silence thanks to the electrical side of that equation. The 188 hp (140 kW) electric motor isn’t exactly fast on its own, but with 332 lb-ft (450 Nm) there’s more than enough instant torque to get this big GT car underway. The lithium-ion battery pack is in the boot—ok, the trunk—where its 25.9 kWh eat some luggage capacity but balance out the weight distribution. On a full charge, you can go up to 39 miles, give or take, and the electric-only mode allows for up to 87 mph (140 km/h) and 75-percent throttle before the V8 joins the party.

Recharging the pack via a plug takes a bit less than three hours. Alternatively you can do it while you drive, although I remain confused even now as to quite what the “charge” mode did; driving around in Sport did successfully send spare power to the battery pack for later use, but it was unclear how much charge actually happened. I still need to ask Bentley what the miles/kWh read-out on the main display actually refers to, because it cannot be the car’s actual electric-only usage, much as I like to imagine the car eeking out 8 miles/kWh (7.8 L/100 km).

Made in England

Then again, the Bentley is British, and as noted with another recent review of an import from those isles, electrical and electronic oddness is the name of the game with cars from Albion. There was an intermittent check engine light on the dashboard. And sometimes the V8 was reluctant to go to sleep when I switched into EV mode. And I also had to remind it of my driving position more than once. Still, those are mere foibles compared to an Aston Martin that freaks out in the rain, I suppose.

The ride on 22-inch wheels is better than it should be. Jonathan Gitlin

Even with a heavy dusting of spring pollen drybrushing highlights onto the Continental GT’s matte exterior, this was a car that attracted attention. Though only a two-door, the rear seats are large enough and comfortable enough for adults to sit back there, although as noted, the cargo capacity is a little less than you’d expect due to the battery above the rear axle.

Obviously, there is a high degree of customization when it comes to deciding what one’s Bentley should look like inside and out. Carbon fiber is available as an alternative to the engine-turned aluminum, and there’s still a traditional wood veneer for the purists. I’d definitely avoid the piano black surrounds, if it were me.

I also got deja vu from the main instrument display. The typefaces are all Bentley, but the human machine interface is, as far as I can tell, the exact same as a whole lot of last-generation Audis. That may not be obvious to all of Bentley’s buyers, but I bet at least some have a Q7 at home and will spot the similarities, too.

No such qualms concern the rotating infotainment display. When you don’t need to see the 12.3-inch touchscreen, a button on the dash makes it disappear. Instead, three real analog gauges take its place, showing you the outside air temperature, a clock, and a compass. First-time passengers think it quite the party trick, naturally.

Even with the UK’s just-negotiated tariff break, a new Continental GT will not be cheap. This generation got noticeably more expensive than the outgoing model and will now put at least a $302,100 hole in your bank account. I say at least, because the final price on this particular First Edition stretched to $404,945. I’m glad I only learned that toward the end of my week with the car. For that much money I’m more annoyed by the decade-old recycled Audi digital cockpit than any of the other borrowed bits. After all, Bentleys have (almost) always borrowed bits.

The 2025 Bentley Continental GT: The highs and lows of borrowed bits Read More »

2025 Alfa Romeo Tonale Turbo review: Italian charm that cuts both ways

Alfa Romeo Tonale, car review, Cars / Kris Guyer / May 7, 2025

While it’s nice to see that this feature is standard equipment, the ACC system can be a bit overeager to close the gap between you and the car in front of you, and it has a bad habit of braking later than it should. This resulted in several panic stops where the adaptive cruise control’s behavior triggered the forward collision warning system despite the fact that I was plodding along at just 15 mph (24 km/h) stop-and-go traffic.

In a canyon with some paddles

Out in the canyons, I switched to the Dynamic drive mode, which sharpens the Tonale’s reflexes and adds more urgency to the proceedings. The dampers’ added stiffness in this mode cleaned up the crossover’s body control to a tangible degree, but the transmission’s ongoing search for more efficient gears was only alleviated by switching to manual mode and taking over control of the gearbox with the paddles. While the overall tuning is a bit softer than some enthusiasts will prefer, the Tonale’s performance is buoyed by a gutsy powerplant and the confident stopping power delivered by the four-piston Brembo brakes equipped up front.

With a starting price of $36,495 ($48,130 as-tested, with destination fee), the Tonale 2.0 L Turbo is roughly $10,000 cheaper than its hybrid counterpart, and it also undercuts other European premium compact crossovers like the Mercedes-Benz GLA and BMW X1 by thousands. The Tonale’s extroverted character is also a nice change of pace in a segment filled with anonymity, and given the negligible compromise in straight-line performance, the lower curb weight, and the significant cost savings, I’d choose the 2.0 L Turbo over the PHEV model without hesitation.

Telephone dial wheels ftw. Alfa Romeo

The Tonale 2.0 L Turbo’s biggest rival is arguably the Dodge Hornet GT, which offers a similar driving experience but starts at a base price that’s roughly $6,000 lower. The premium you’ll pay for the Tonale largely comes down to its Italian aesthetic and the sense of occasion that the Alfa Romeo name imparts. Those attributes may seem trivial at first glance, but one should never underestimate the value of style.

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The 2025 Aston Martin Vantage: Achingly beautiful and thrilling to drive

Aston Martin Vantage, car review, Cars / Kris Guyer / May 2, 2025

The new infotainment human-machine interface was a little confusing at first; pairing my phone took about 10 minutes but worked out in the end, and wireless Apple CarPlay behaved itself throughout the week. When starting the car there was sometimes a lengthy wait for the infotainment to boot up, as if the hardware wasn’t quite powerful enough for the software stack on top.

Don’t get it wet?

Those are very minor complaints compared to what happened when it rained really hard, though. I had been planning to drive the Vantage to dinner, but upon getting in the car and turning it on, I realized it had other ideas. A number of yellow glyphs remained brightly illuminated on the digital main display—including traction control. A series of notifications informed me of what else wasn’t working, including the ability to switch the car into Wet mode.

Inclement weather. Jonathan Gitlin

With the numbers “$264,300” and “656 hp” at the forefront of my mind, the DC metro sufficed for that trip.

Later that evening, the air still damp but no longer raining, it was if it had all been a dream. A push of the start button and everything lit up and then went dim as normal. The infotainment even booted in an acceptable time. My guess is that there was an improperly sealed connector somewhere, and in torrential rain, water got where it shouldn’t. Regardless, the car let me down when it was supposed to take me somewhere.

As a former resident of the UK, it saddens me to no end that the stereotype about British cars and their electronics is as true today as ever, but the fact remains that every British car I drive, from Minis to McLarens, manages to have some kind of digital or electrical foible that should have been ironed out. Do better, Britain!

With a base price of $191,000, the Vantage is competing with a number of other sports cars, but its biggest rival has to be the Porsche 911 Turbo. It’s a much more dramatic car than the Porsche, in all the meanings of that word, both good and bad.

Aston Martin Vantage seen from behind — Credit: Jonathan Gitlin

Sure looks good though.

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2025 Chevrolet Silverado EV LT review: This is one long pickup truck

car review, Cars, Chevrolet Silverado EV LT / Mike M. / April 6, 2025

At lower speeds, I found the Silverado EV a little more cumbersome. As noted, it’s a very long vehicle, and you need the more expensive RST version if you want rear-wheel steering, which turns the opposite direction to the front wheels at low speeds, in effect shrinking the 145.7-inch (3,700 mm) wheelbase. You would be much happier driving one of these straight into a garage rather than backing it into a parking space.

Having a garage isn’t a must, but in my opinion, being able to charge at home (or reliably at work) still remains a precondition for buying a plug-in vehicle. 120 V (level 1) AC charging might work for routine overnight top-ups if your daily driving is 40 miles or less, but it may take more than a day to completely restore a totally empty pack.

A chevrolet Silverado EV seen from the rear 3/4, parked in front of a mid-century building — Did this truck miss its moment in time? Credit: Jonathan Gitlin

Level 2 AC charging should take 8–10 hours for a full charge (Chevy says 10 miles (16 km) in 10 minutes). Although the powertrain operates at 400 V, the pack can rejigger itself at suitable DC fast chargers to accept an 800 V charge at up to 300 kW. Expect a 10–80 percent charge to take around 45 minutes; during my week testing the Silverado EV, I only ran the battery down to around 50 percent, so I wouldn’t have seen optimal rates had I plugged it in. With climate change now causing wide temperature swings in early March, I can report that I averaged 1.7 miles/kWh (36.6 kWh/100 km) in cold weather, but once things got mild, that jumped to 2.2 miles/kWh (28.2 kWh/100 km).

Was Chevrolet misguided in making the Silverado EV? It certainly made more sense when EV optimism was peaking and the marketing departments in Detroit thought that pickup buyers would be easy conquests for a brave new future powered by electrons. That turned out to be the opposite of true, at least for the time being. But the automaker has a decent selection of EVs in other shapes, sizes, and price points, and an advantage to its common battery platform should be a degree of flexibility in which cars it decides to put them in.

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The 2025 BMW M5 Touring review: Way more power, way too much weight

BMW M5, car review, Cars / Kris Guyer / April 1, 2025

Basic functions like adjusting the fan speed of the air conditioning system require taking your attention off of the road to call up the comfort settings on the display, and if you dare to venture further down the rabbit hole to adjust something else, you’ll find an app drawer-style menu filled with ambiguously named icons that rarely get you where you want to go the first time out.

Do I change the damper stiffness by pressing the M Mode button on the center console, or is it in the Drivetrain and chassis submenu under Driving Settings? The answer is neither. (In fact, you should use iDrive’s excellent voice commands so you can keep your hands on the wheel and your eyes on the road—Ed.)

With adjustments for throttle response, brake regeneration, steering weight, brake pedal responsiveness, transmission behavior, all-wheel drive system modes, simulated engine noise volume, and other performance-related features, you can create literally hundreds of different combinations of vehicle settings, but thankfully, the aforementioned M1 and M2 buttons on the steering wheel provide an easy way to call up one of your two favorite presets on the fly. The bigger concern, though, is how all of these augmentations and enhancements seem to conspire to hide the shortcomings of BMW’s design decisions but aren’t successful in doing so.

Chassis upgrades are a prerequisite for an M car, and with an M-tuned adaptative suspension, additional structural bracing, massive brake discs with six-piston calipers up front, four-wheel steering, and torque vectoring all on board as standard, the M5 certainly isn’t short on them. Given that, it’s reasonable to expect that an M model will have a firmer ride quality than its garden-variety counterpart.

But the vehicle has an additional measure of harshness as compared to previous M5 models, even under normal driving situations with the dampers set to their most relaxed mode, which I theorize is related to the suspension tuning needed to keep body motions controlled and maintain a sport-oriented feel despite the weight involved.

Don’t get me wrong, this is still a grand tourer of the highest order. Triple-digit speeds can be accessed with a brief stab of the throttle, and thanks to the improved ergonomics of the latest 5-Series and the model-specific sport seats that are both comfortable and supportive, the M5 will still devour highway miles with the best of them. At times when both the electric motor and the V8 are working together, the hybridized powertrain also delivers the kind of instant-on throttle response that’s typically reserved for EVs.

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BEVs are better than combustion: The 2025 BMW i4 xDrive40 review

BMW i4 xDrive40, car review, Cars / Tim Belzer / March 12, 2025

But it’s not really fair to compare yesterday’s 430i with this i4 xDrive40; with 395 hp (295 kW) and 442 lb-ft (600 Nm) on tap and a $62,300 MSRP, this EV is another rung up the price and power ladders.

The i4 uses BMW’s fifth-generation electric motors, and unlike most other OEMs, BMW uses electrically excited synchronous motors instead of permanent magnets. The front is rated at 255 hp (190 kW) and 243 lb-ft (330 Nm), and the rear maxes out at 308 hp (230 kW) and 295 lb-ft (400 Nm). They’re powered by an 84 kWh battery pack (81 kWh usable), which on 18-inch wheels is good for an EPA range of 287 miles (462 km).

Our test car was fitted with 19-inch wheels, though, which cuts the EPA range to 269 miles (432 km). If you want a long-distance i4, the single-motor eDrive40 on 18-inch wheels can travel 318 miles (511 km) between charges, according to the EPA, which offers an interesting demonstration of the effect of wheel size and single versus dual motors on range efficiency.

A BMW i4 wheel — There’s a new design for the 19-inch M Aero wheels, but they’re part of a $2,200 package. Credit: Jonathan Gitlin

It’s very easy to switch between having the car regeneratively brake when you lift the throttle (in B) or just coast (in D), thanks to the little lever on the center console. (Either way, the car will regeneratively brake when you use the brake pedal, up to 0.3 G, at which point the friction brakes take over.) If you needed to, you could hit 62 mph (100 km/h) in 5.1 seconds from a standstill, which makes it quick by normal standards if not by bench racers. In practice, it’s more than fast enough to merge into a gap or overtake someone if necessary.

During our time with the i4, I averaged a little worse than the EPA numbers. The winter has been relatively mild as a result of climate change, but the weather remained around or below freezing during our week with the i4, and we averaged 3.1 miles/kWh (20 kWh/100 km). Interestingly, I didn’t notice much of a drop when using Sport mode, or much of a gain using Eco mode, on the same 24-mile mix of city streets, suburban arteries, and highways.

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