First drive

Weight saving and aero optimization feature in the 2025 Porsche 911 GT3

car review, Cars, Features, First drive, Porsche 911 GT3 / Rejus Almole / January 29, 2025

Among the changes are better aero, shorter gearing, and the return of the Touring.

The Porsche 911 GT3 is to other 911s as other 911s are to regular cars. Credit: Jonathan Gitlin

VALENCIA, SPAIN—A Porsche 911 is rather special compared to most “normal” cars. The rear-engined sports car might be bigger and less likely to swap ends than the 1960s version, but it remains one of the more nimble and engaging four-wheeled vehicles you can buy. The 911 comes in a multitude of variants, but among driving enthusiasts, few are better regarded than the GT3. And Porsche has just treated the current 911 GT3 to its midlife refresh, which it will build in regular and Touring flavors.

The GT3 is a 911 you can drive to the track, spend the day lapping, and drive home again. It’s come a long way since the 1999 original—that car made less power than a base 911 does now. Now, the recipe is a bit more involved, with a naturally aspirated flat-six engine mounted behind the rear axle that generates 502 hp (375 kW) and 331 lb-ft (450 Nm) and a redline that doesn’t interrupt play until 9,000 rpm. You’ll need to exercise it to reach those outputs—peak power arrives at 8,500, although peak torque happens a bit sooner at around 6,000 revs.

It’s a mighty engine indeed, derived from the racing version of the 911, with some tweaks for road legality. So there are things like individual throttle valves, dry sump lubrication, solid cam finger followers (instead of hydraulic valve lifters), titanium con rods, and forged pistons.

I’ve always liked GT3s in white.

For this car, Porsche has also worked on reducing its emissions, fitting four catalytic converters to the exhaust, plus a pair of particulate filters, which together help cut NOx emissions on the US test cycle by 44 percent. This adds 3 lbs (1.4 kg) of mass and increases exhaust back pressure by 17 percent. But there are also new cylinder heads and reprofiled camshafts (from the even more focused, even more expensive GT3 RS), which increase drivability and power delivery in the upper rev range by keeping the valves open for longer.

Those tweaks might not be immediately noticeable when you look at last year’s GT3, but the shorter gearing definitely will be. The final drive ratios for both the standard seven-speed PDK dual-clutch gearbox and the six-speed manual have been reduced by 8 percent. This lowers the top speed a little—a mostly academic thing anyway outside of the German Autobahn and some very long runways—but it increases the pulling force on the rear wheels in each gear across the entire rev range. In practical terms, it means you can take a corner in a gear higher than you would in the old car.

There have been suspension tweaks, too. The GT3 moved to double front wishbone suspension (replacing the regular car’s MacPherson struts) in 2021, but now the front pivot point has been lowered to reduce the car diving under braking, and the trailing arms have a new teardrop profile that improves brake cooling and reduces drag a little. Porsche has altered the bump stops, giving the suspension an inch (24 mm) more travel at the front axle and slightly more (27 mm) at the rear axle, which in turn means more body control on bumpy roads.

A white Porsche 911 GT3 seen in profile

Credit: Porsche

New software governs the power steering. Because factors like manufacturing tolerances, wear, and even temperature can alter how steering components interact with each other, the software automatically tailors friction compensation to axle friction. Consequently, the steering is more precise and more linear in its behavior, particularly in the dead-ahead position.

The GT3 also has new front and rear fascias, again derived from the racing GT3. There are more cooling inlets, vents, and ducts, plus a new front diffuser that reduces lift at the front axle at speed. Porsche has tuned the GT3’s aerodynamics to be constant across the speed range, and like the old model, it generates around 309 lbs (140 kg) of downforce at 125 mph (200 km/h). Under the car, there are diffusers on the rear lower wishbones, and Porsche has improved brake and driveshaft cooling.

Finally, Porsche has made some changes to the interior. For instance, the GT3 now gains the same digital display seen on other facelifted 911s (the 992.2 generation if you’re a Porsche nerd), similar to the one you’d find in a Taycan, Macan, or Panamera.

Some people may mourn the loss of the big physical tachometer, but I’m not one of them. The car has a trio of UI settings: a traditional five-dial display, a more reduced three-dial display, and a track mode with just the big central tach, which you can reorient so the red line is at 12 o’clock, as was the case with many an old Porsche racing car, rather than its normal position down around 5 o’clock. And instead of a push button to start the car, there’s a twister—if a driver spins on track, it’s more intuitive to restart the car by twisting the control the way you would a key.

You can see the starter switch on the left of the steering wheel. Porsche

Finally, there are new carbon fiber seats, which now have folding backrests for better access to the rear. (However, unless I’m mistaken, you can’t adjust the angle of the backrest.) In a very clever and welcome touch, the headrest padding is removable so that your head isn’t forced forward when wearing a helmet on track. Such is the attention to detail here. (Customers can also spec the car with Porsche’s 18-way sports seats instead.)

Regular, Touring, Lightweight, Wiessach

In fact, the new GT3 is available in two different versions. There’s the standard car, with its massive rear wing (complete with gooseneck mounts), which is the one you’d pick if your diet included plenty of track days. For those who want a 911 that revs to 9 but don’t plan on spending every weekend chasing lap times, Porsche has reintroduced the GT3 Touring. This version ditches the rear wing for the regular 911 rear deck, the six-speed manual is standard (with PDK as an option), and you can even specify rear seats—traditionally, the GT3 has eliminated those items in favor of weight saving.

Of course, it’s possible to cut even more weight from the GT3 with the Weissach Pack for the winged car or a lightweight package for the Touring. These options involve lots of carbon fiber bits for the interior and the rear axle, a carbon fiber roof for the Touring, and even the option of a carbon fiber roll cage for the GT3. The lightweight package for the touring also includes an extra-short gear lever with a shorter throw.

The track mode display might be too minimalist for road driving—I tend to like being able to see my directions as well as the rpm and speed—but it’s perfect for track work. Note the redline at 12 o’clock. Porsche

Although Porsche had to add some weight to the 992.2 compared to the 992.1 thanks to thicker front brake discs and more door-side impact protection, the standard car still weighs just 3,172 lbs (1,439 kg), which you can reduce to 3,131 lbs (1,420 kg) if you fit all the lightweight goodies, including the ultra-lightweight magnesium wheels.

Behind the wheel

I began my day with a road drive in the GT3 Touring—a PDK model. Porsche wasn’t kidding about the steering. I hesitate to call it telepathic, as that’s a bit of a cliché, but it’s extremely direct, particularly the initial turn-in. There’s also plenty of welcome feedback from the front tires. In an age when far too many cars have essentially numb steering, the GT3 is something of a revelation. And it’s proof that electronic power steering can be designed and tuned to deliver a rewarding experience.

The cockpit ergonomics are spot-on, with plenty of physical controls rather than relegating everything to a touchscreen. If you’re short like me and you buy a GT3, you’ll want to have the buckets set for your driving position—while the seat adjusts for height, as you raise it up, it also pitches forward a little, making the seat back more vertical than I’d like. (The seats slide fore and aft, so they’re not quite fixed buckets as they would be in a racing car.)

The anti-dive effect of that front suspension is quite noticeable under braking, and in either Normal or Sport mode, the damper settings are well-calibrated for bumpy back roads. It’s a supple ride, if not quite a magic carpet. On the highway, the Touring cruises well, although the engine can start to sound a little droning at a constant rpm. But the highway is not what the GT3 is optimized for.

On a dusty or wet road, you need to be alert if you’re going to use a lot of throttle at low speed. Jonathan Gitlin

On windy mountain roads, again in Normal or Sport, the car comes alive. Second and third gears are perfect for these conditions, allowing you to keep the car within its power band. And boy, does it sound good as it howls between 7,000 and 9,000 rpm. Porsche’s naturally aspirated flat-sixes have a hard edge to them—the 911 RSR was always the loudest race car in the pack—and the GT3 is no exception. Even with the sports exhaust in fruity mode, there’s little of the pops, bangs, and crackles you might hear in other sports cars, but the drama comes from the 9000 rpm redline.

Porsche asked us to keep traction control and ESC enabled during our drive—there are one-touch buttons to disable them—and given the muddy and dusty state of the roads, this was a wise idea. (The region was beset by severe flooding recently, and there was plenty of evidence of that on the route.) Even with TC on, the rear wheels would break traction if you were injudicious with the throttle, and presumably that would be the same in the wet. But it’s very easy to catch, even if you are only of moderate driving ability, like your humble correspondent.

After lunch, it was time to try the winged car, this time on the confines of the Ricardo Torno circuit just outside the city. On track, the handling was very neutral around most of the corners, with some understeer through the very slow turn 2. While a low curb weight and more than 500 hp made for a very fast accelerating car, the braking performance was probably even more impressive, allowing you to stand on the pedal and shed speed with no fade and little disturbance to the body control. Again, I am no driving god, but the GT3 was immensely flattering on track, and unlike much older 911s, it won’t try to swap ends on you when trail-braking or the like.

The landing was not nearly as jarring as you might think. Porsche

After some time behind the wheel, I was treated to some passenger laps by one of my favorite racing drivers, the inimitable Jörg Bergmeister. Unlike us journalists, he was not required to stay off the high curbs, and he demonstrated how well the car settles after launching its right-side wheels into the air over one of them. It settles down very quickly! He also demonstrated that the GT3 can be plenty oversteer-y on the exit of corners if you know what you’re doing, aided by the rear-wheel steering. It’s a testament to his driving that I emerged from two passenger laps far sweatier than I was after lapping the track myself.

The GT3 and GT3 Touring should be available from this summer in the US, with a starting price of $222,500. Were I looking for a 911 for road driving, I think I might be more tempted by the much cheaper 911 Carrera T, which is also pared to the bone weight-wise but uses the standard 380 hp (283 kW) turbocharged engine (which is still more power than the original GT3 of 1999). That car delivers plenty of fun at lower speeds, so it’s probably more useable on back roads.

A green Porsche 911 GT3 seen at sunset — Credit: Porsche

But if you want a 911 for track work, this new GT3 is simply perfect.

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.

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Jeep’s first battery EV is not what we expected: the 2024 Wagoneer S

car review, Cars, First drive, Jeep Wagoneer S / Kris Guyer / January 26, 2025

Drag optimization means it’s very quiet inside, but it’s also quite expensive.

The Wagoneer S is more like an electric Cherokee than a Wrangler EV. Credit: Michael Teo Van Runkle

This year marks the return of the Jeep Wagoneer, which formerly served as a more luxurious version of the Cherokee, but now hits the market as Jeep’s first full EV. The challenge? How to merge the modern electric lifestyle with the outdoorsy, rugged ethos that defines Jeep as a brand, alongside the more recent addition of the internal-combustion Grand Wagoneer SUV’s enormous luxury.

First of all, the new Wagoneer S wound up much smaller in person than I expected. The overall profile falls more in line with the shape of mid-size electric crossovers including the Kia EV6, Hyundai Ioniq 5, Chevrolet Equinox, and of course, Tesla’s Model Y. But the interior volume belies that relatively compact exterior, with plenty of space for me at 6’1″ (185 cm) to sit comfortably in both the front and rear seats. Total cargo volumes of 30.6 cubic feet (866 L) with the second row up and 61 cubic feet (1,727 L) with the second row folded flat end up mattering less than the large floor footprint, because the height used to calculate those measurements drops with the low sloping roofline and rear window.

Much of the interior space can be attributed to packaging of the Wagoneer EV’s battery. Rather than going for all-out kilowatt-hours in a dedicated skateboard layout, Jeep instead used the Stellantis group’s STLA Large platform, in this case stuffed with a 100.5-kWh lithium ion pack built on 400 V architecture. That’s enough for an EPA-estimated 303 miles of range (487 km), a solid figure but not a seriously impressive efficiency stat. In comparison, the world-beating Lucid Air Pure RWD manages about 40 percent more range per kilowatt-hour and a Polestar 3 AWD does about 18 percent worse. Claimed DC fast charge times of 23 minutes for a 20-80 percent top up, or 100 miles (160 km) in 10 minutes similarly get the job done without standing out from the pack.

That modular STLA Large chassis can house either a full internal-combustion engine, a hybrid powertrain, or fully electric components. The Wagoneer S uses two matching 335 hp (250 kW) motors, front and rear, for a combined 600 hp (447 kW) and 618 lb-ft of torque (838 Nm). In typical EV fashion, the latter comes on quick and makes this undoubtedly the fastest accelerating Jeep ever, as I learned while battling horrendous headwinds in fire-ravaged Southern California (which served as something of a nonstop reminder of the importance of taking baby steps, a la Jeep’s first EV, toward a more sustainable transportation future).

Pushing deep into the “throttle” pedal, the Wagoneer S will happily chirp all four tires in Sport mode. And the jerk thrusting my torso and skull back into the plush seat suggests that Jeep’s claimed 0-60 mph time of 3.4 seconds might just be accurate, potentially thanks to being able to do a true launch by stepping on the brake and gas pedals simultaneously—possible because Jeep chose to retain more standard mechanical brakes rather than a brake-by-wire system as on the EV6/Ioniq siblings and Model Y.

The suspension tuning definitely trends toward the typical tautness of today’s crossover segment, where aspirational sporty dynamics can sometimes create harsh and uncomfortable ride quality. But I still might have ventured to call the Wagoneer S somewhat softer than most of the competition, until the roughest of roads revealed the 5,667 lb (2,570 kg) curb weight. For an EV, that figure falls roughly in the middle of the pack, but this crossover weighs about as much as a full-size internal-combustion three-row SUV.

Still, even at highway speeds (in gale-force winds) or on those roughest of roads, the Wagoneer S remains shockingly quiet. And not just to enhance the experience of the Wagoneer S Launch Edition’s 1,200 W Macintosh sound system. Instead, Jeep exterior designer Vince Galante walked me through the design process, which kicked off with a targeted 0.30 coefficient of drag despite the need to stick with a squared-off, upright SUV posture typical of Jeeps throughout history.

“On the exterior design portion, the aerodynamic drag is our biggest contributor,” Galante told me. “It kind of comes up off the hood, up the A pillar, and tapers down towards the back, and finishes in a square, yet tapered pillar reminiscent of the original Wagoneer. But through the middle of the car, it’s basically ideal for what the wind wants to do.”

From the front or side perspective, this Wagoneer looks almost as boxy as a 1980s Jeep. But a rear viewing angle reveals the massive rear wing creating that illusion, which sits well off the sloping line of the rear roof and glass.

“Anytime we do a floating element, we think ‘Yeah, there’s no way engineering’s gonna let us get away with this,'” Galante laughed. “We work really collaboratively with the engineers, and they were like, ‘Let’s test it. Let’s see what it does.’ And they came back and said, ‘You know, yeah, this has potential. But you guys gotta make it sit off the surface three times more dramatically.'”

Galante estimates the original wing design rose up two inches, while the final production version is more like nine inches off the rear window. He also pointed out a host of other less obvious details, from body panels that step in by fractions of millimeters to differently rounded radii of wheel arch edges, and especially the confluence where the A pillar connects to the body.

“The windshield, the A pillar, the side glass, the mirror, the post that holds the mirror, the fender, everything comes together there,” he said. “I think every vehicle I’ve ever worked on, that was the last thing to finalize in the wind tunnel… I mean, we’re talking tenths of millimeters for some of the iterations that we’re doing in those areas. Especially the front edge of the A pillar, I can recall trying twenty, thirty, forty different radii on there to get that just right.”

All the aero considerations attempt to coax air to stick to surfaces, then break off suddenly and evenly. The rear wing therefore pushes air down toward the rear window, while creating as little turbulence as possible. The final range figure critically—and barely—cracking 300 miles justified so much refinement in Jeep’s new rolling road wind tunnel, thanks to a final Cd of 0.294. Maybe juggling production cost savings of the STLA Large platform dictated such extensive aerodynamic efforts more than a dedicated skateboard battery layout might have, but the resulting quietude that combating those inefficiencies produced does truly border on a luxury experience, even if we’re not quite at Audi (nor Lucid) levels of silence.

On the interior, Jeep also tried to lean into the Wagoneer S’s sustainability, using quality materials with textural designs and as little piano-black plastic as possible. The fabrics, plastics, and aluminum trim come almost entirely from recycled sources—62 percent for suede and 100 percent for fabric and carpeting, in fact—and you’ll see zero chrome anywhere on the car, since chroming is apparently one of the most environmentally deleterious processes in all of automaking.

But the Wagoneer S similarly leans into a tech-heavy user experience, with almost 55 inches of screen visible from the front seats: the gauge cluster, center infotainment, climate controls, passenger dash screen, and digital rearview mirror all contribute to that total. Climate control, especially, seems critical—and an often overlooked element for many EV manufacturers. Rather than a full panoramic glass roof, as on the Lucids and Polestars of the world, this Jeep gets a long sunroof with a retracting insulated cover to keep out heat. The excellent ventilated front and rear seats (and massaging, for the fronts!) also more efficiently cool down passengers.

For my taste, the digitalization of driving went a little too far. I never enjoy a rotating shift knob but this one clicks into gear with a positive heft. I also noticed some pixelation and latency in the gauge cluster’s navigation maps, as if the refresh rate was too slow for the speed I was driving. Not that I started ripping up the road too much in this luxury crossover, or at least, not more often than scientific experimentation demanded (and a similar problem also affected the Dodge Charger EV we drove recently).

Sport mode brought out some of my inner grinning child, but I actually preferred the Wagoneer S in Eco mode. So much power split to the front and rear wheels can create some torque steer, and throttle response that borders on touchy. The electrically assisted steering also prioritizes a heavy on-center zone, then snaps to light inputs with the slightest turn of the wheel, which made holding a steady line slightly distracting.

Instead, Eco dulls down the throttle response and the steering becomes a bit less reactive. The Wagoneer S will then also more regularly disconnect the front wheels for improved efficiency—though at the hubs, rather than the axles, so some reciprocating mass still saps precious electrons.

It would be more efficient to disconnect the rears, but this decision also centers around maintaining some semblance of Jeep-ness. Even if the Wagoneer S aligns most nearly with recent Cherokee and Grand Cherokee models, rather than the off-roady Wrangler and Gladiator or the super-luxe Grand Wagoneer. The forthcoming Trailhawk version promises to double down on the 4×4 capability, with a locking rear differential, better tires, and hopefully better suspension than I experienced on a quick sojourn off the asphalt onto a slightly rutted gravel road east of San Diego.

More importantly, cheaper trims will arrive later in 2025, also, since the Launch Edition’s tall ask of $71,995 almost doubles the starting sticker of a Equinox EV, seriously eclipses either a Model Y, EV6, or Ioniq 5, and also somehow costs more than a Polestar 3 or even a Lucid Air. Jeep so far wants to keep pricing for those lower-spec Wagoneer EVs under wraps, though, even if the heart of the run will undoubtedly help the first electric Jeep more effectively escape from unfortunate comparisons to such stiff competition.

Jeep’s first battery EV is not what we expected: the 2024 Wagoneer S Read More »

Here’s what we learned driving Audi’s new Q6 and SQ6 electric SUVs

Audi Q6 e-tron, Audi SQ6 e-tron, car review, Cars, First drive / Tim Belzer / December 19, 2024

HEALDSBURG, Calif.—Earlier this summer, Ars got its first drive of Audi’s new Q6 e-tron on some very wet roads in Spain. Then, we were driving pre-production Q6s in Euro-spec. Now, the electric SUV is on sale in the US, with more power in the base model and six months more refinement for its software. But the venue change did not bring a change of weather—heavy rain was the order of the day, making me wonder if Audi is building its new electric vehicle on the site of an ancient rain god’s temple?

Of all its rivals, Audi appears to have settled into a nomenclature for its vehicles that at least makes a little sense. Odd numbers are for internal combustion engines, even numbers for EVs, although it also appends “e-tron” on the end to make that entirely clear… and give francophones something to snicker about. (Yes, the e-tron GT does not fit into this schema, but nobody’s perfect.)

The Q6 e-tron is also the most advanced EV to wear Audi’s four rings. Built on a new architecture called PPE (premium platform electric), at its heart is an 800 V powertrain with a 100 kWh (94.4 kWh useable) lithium-ion battery pack that powers a permanently excited synchronous motor driving the rear wheels, and in the case of the quattro versions, an asynchronous motor. The electric motors have 30 percent less energy consumption than those used in the Q8 e-tron, and are smaller and lighter.

That makes it a lot more up to date than the Q8 e-tron, which uses a modified version of Audi’s venerable MLB Evo platform, or the smaller Q4 e-tron, a somewhat disappointing electric crossover that’s essentially a Volkswagen ID.4 with a glow-up. That goes for the Q6 e-tron’s electronics, which are also a generation newer than the Q4 e-tron, and also more capable.

Audi is starting off US Q6 e-tron sales with a pair of models, the $65,800 Q6 e-tron quattro and the $72,900 SQ6 e-tron quattro. A $63,800 single-motor (not-quattro) Q6 e-tron will be available in time, with 302 hp (225 kW) and an EPA range of 321 miles (517 km), but we’ll have to wait a while before we get behind the wheel of that one.

Here’s what we learned driving Audi’s new Q6 and SQ6 electric SUVs Read More »

2025 Lamborghini Urus SE first drive: The total taurean package

car review, Cars, Features, First drive, Lamborghini Urus, plug-in hybrid / Tim Belzer / December 7, 2024

A 789-horsepower Goldilocks moment

Adding electric power and a battery turns the Urus from hit-or-miss to just right.

The original Urus was an SUV that nobody particularly wanted, even if the market was demanding it. With luxury manufacturers tripping over themselves to capitalize on a seemingly limitless demand for taller all-around machines, Lamborghini was a little late to the party.

The resulting SUV has done its job, boosting Lamborghini’s sales and making up more than half of the company’s volume last year. Even so, the first attempt was just a bit tame. That most aggressive of supercar manufacturers produced an SUV featuring the air of the company’s lower, more outrageous performance machines, but it didn’t quite deliver the level of prestige that its price demanded.

The Urus Performante changed that, adding enough visual and driving personality to make itself a legitimately exciting machine to drive or to look at. Along the way, though, it lost a bit of the most crucial aspect of an SUV: everyday livability. On paper, the Urus SE is just a plug-in version of the Urus, with a big battery adding some emissions-free range. In reality, it’s an SUV with more performance and more flexibility, too. This is the Urus’ Goldilocks moment.

the front half of an orange Lamborghini Urus — If you’re looking for something subtle, you shouldn’t be looking at an Urus. Credit: Tim Stevens

The what

The Urus SE starts with the same basic platform as the other models in the line, including a 4.0 L turbocharged V8 that drives all four wheels through an eight-speed automatic and an all-wheel-drive system.

All that has received a strong dose of electrification, starting with a 25.9 kWh battery pack sitting far out back that helps to offset the otherwise nose-heavy SUV while also adding a playful bit of inertia to its tail. More on that in a moment.

That battery powers a 189 hp (141 kW) permanent-magnet synchronous electric motor fitted between the V8 and its transmission. The positioning means it has full access to all eight speeds and can drive the car at up to 81 mph (130 km/h). That, plus a Lamborghini-estimated 37 miles (60 km) of range, means this is a large SUV that could feasibly cover a lot of people’s commutes emissions-free.

Lamborghini urus engine bay — The V8 lives here. Credit: Tim Stevens

But when that electric motor’s power is paired with the 4.0 V8, the result is 789 hp (588 kW) total system power delivered to all four wheels. And with the electric torque coming on strong and early, it not only adds shove but throttle response, too.

Other updates

At a glance, the Urus SE looks more or less the same as the earlier renditions of the same SUV. Look closer, though, and you’ll spot several subtle changes, including a hood that eases more gently into the front fenders and a new spoiler out back that Lamborghini says boosts rear downforce by 35 percent over the Urus S.

Far and away the most striking part of the car, though, are the 22-inch wheels wrapped around carbon-ceramic brakes. They give this thing the look of a rolling caricature of a sport SUV in the best way possible. On the body of the machine itself, you’ll want to choose a properly eye-catching color, like the Arancio Egon you see here. I’ve been lucky to drive some pretty special SUVs over the years, and none have turned heads like this one did when cruising silently through a series of small Italian towns.

Things are far more same-y on the inside. At first blush, nothing has changed inside the Urus SE, and that’s OK. You have a few new hues of Technicolor hides to choose from—the car you see here is outfitted in a similarly pungent orange to its exterior color, making it a citrus dream through and through. The sports seats aren’t overly aggressive, offering more comfort than squeeze, but I’d say that’s just perfect.

Buttons and touchscreens vie with less conventional controls inside the Urus. Tim Stevens

But that’s all much the same as prior Urus versions. The central infotainment screen is slightly larger at 12.3 inches, and the software is lightly refreshed, but it’s the same Audi-based system as before. A light skinning full of hexagons makes it look and feel a little more at home in a car with a golden bull on the nose.

Unfortunately, while the car is quicker than the original model, the software isn’t. The overall experience is somewhat sluggish, especially when moving through the navigation system. Even the regen meter on the digital gauge cluster doesn’t change until a good half-second after you’ve pressed the brake pedal, an unfortunate place for lag.

The Urus SE offers six drive modes: Strada (street), Sport, Corsa (track), Sabbia (sand), Terra (dirt), and Neve (snow). There’s also a seventh, customizable Ego mode. As on earlier Urus models, these modes must be selected in that sequence. So if you want to go from Sport back to Strada, you need to cycle the mode selector knob five times—or go digging two submenus deep on the touchscreen.

Those can be further customized via a few buttons added beneath the secondary drive mode lever on the right. The top button enables standard Hybrid mode, where the gasoline and electric powertrains work together as harmoniously as possible for normal driving. The second button enters Recharge mode, which instructs the car to prioritize battery charge. The third and lowest button enters Performance mode, which gives you maximum performance from the hybrid system at the expense of charge.

Finally, a quick tug on the mode selector on the right drops the Urus into EV Drive.

Silent running

I started my time in the Urus SE driving into the middle of town, which was full of narrow streets, pedestrian-friendly speed limits, and aggressively piloted Fiats. Slow and steady is the safest way in these situations, so I was happy to sample the Urus’ all-electric mode.

To put it simply, it delivers. There’s virtually no noise from the drivetrain, a near-silent experience at lower speeds that help assuage the stress such situations can cause. The experience was somewhat spoiled by some tire noise, but I’ll blame that on the Pirelli Scorpion Winter 2 tires outfitted here. I can’t, however, blame the tires for a few annoying creaks and rattles, which isn’t exactly what I’d expect from an SUV at this price point.

Though there isn’t much power at your disposal in this mode, the Urus can still scoot away from lights and stop signs quickly and easily, even ducking through small gaps in tiny roundabouts.

Lamborghini Urus cargo area — It might not be subtle, but it can be practical. Credit: Tim Stevens

Dip more than three-quarters of the way into the throttle, though, and that V8 fires up and quickly joins the fun. The hand-off here can be a little less than subtle as power output surges quickly, but in a moment, the car goes from a wheezy EV to a roaring Lamborghini. And unlike a lot of plug-ins that stubbornly refuse to shut their engines off again when this happens, another quick pull of the EV lever silences the thing.

When I finally got out of town, I shifted over to Strada mode, the default mode for the Urus. I found this mode a little too lazy for my tastes, as it was reluctant to shift down unless I dipped far into the throttle, resulting in a bucking bull of acceleration when the eight-speed automatic finally complied.

The car only really came alive when I put it into Sport mode and above.

Shifting to Sport

Any hesitation or reluctance to shift is quickly obliterated as soon as you tug the drive mode lever into Sport. The SUV immediately forgets all about trying to be efficient, dropping a gear or two and making sure you’re never far from the power band, keeping the turbo lag from the V8 to a minimum.

The tachometer gets some red highlights in this mode, but you won’t need to look at it. There’s plenty of sound from the exhaust, augmented by some digital engine notes I found to be more distracting and unnecessary than anything. Most importantly, the overall feel of the car changes dramatically. It leaps forward with the slightest provocation of the right pedal, really challenging the grip of the tires.

In my first proper sampling of the full travel of that throttle pedal, I was surprised at how quickly this latest Urus got frisky, kicking its tail out with an eager wag on a slight bend to the right. It wasn’t scary, but it was just lively enough to make me smile and feel like I was something more than a passenger in a hyper-advanced, half-electric SUV.

In other words, it felt like a Lamborghini, an impression only reinforced as I dropped the SUV down to Corsa mode and really let it fly. The transmission is incredibly eager to drop gears on the slightest bit of deceleration, enough so that I rarely felt the need to reach for the column-mounted shift paddles.

But despite the eagerness, the suspension remained compliant and everyday-livable in every mode. I could certainly feel the (many) imperfections in the rural Italian roads more when the standard air suspension was dialed over to its stiffest, but even then, it was never punishing. And in the softest setting, the SUV was perfectly comfortable despite those 22-inch wheels and tires.

I didn’t get a chance to sample the SUV’s off-road prowess, but the SE carries a torque-vectoring rear differential like the Performante, which should mean it will be as eager to turn and drift on loose surfaces as that other, racier Urus.

Both the Urus Performante and the SE start at a bit over $260,000, which means choosing between the two isn’t a decision to be made on price alone. Personally, I’d much prefer the SE. It offers plenty of the charm and excitement of the Performante mixed with even better everyday capability than the Urus S. This one’s just right.

2025 Lamborghini Urus SE first drive: The total taurean package Read More »

The 2025 VW ID Buzz electric bus delivers on the hype

car review, Cars, Features, First drive, Volkswagen ID. Buzz, VW ID. Buzz / Paul Patrick / October 21, 2024

Perched in the driver’s seat, I’m not sure why you would need to be, anyway. Nothing about the Buzz’s driving style demands you rag it through the corners, although the car coped very well on the very twisty sections of our route up the shore of the Tomales Bay.

Like last week’s Porsche Macan, the single-motor model is the one I’d pick—again, it’s the version that’s cheaper, lighter, and has a longer range, albeit only just. And this might be the biggest stumbling block for some Buzz fans who were waiting to push the button. With 86 kWh useable (91 kWh gross), the RWD Buzz has an EPA range estimate of 234 miles (377 km). Blame the frontal area, which remains barn door-sized, even if the drag coefficient is a much more svelte 0.29.

Fast-charging should be relatively fast, though, peaking at up to 200 kW and with a 26-minute charge time to go from 10 to 80 percent state of charge. And while VW EVs will gain access to the Tesla supercharger network with an adapter, expect 2025 Buzzes to come with CCS1 ports, not native NACS for now.

I expect most customers to opt for all-wheel drive, but again, American car buyer tastes are what they are. This adds an asynchronous motor to the front axle and boosts combined power to 335 hp (250 kW). VW hasn’t given a combined torque figure, but the front motor can generate up to 99 lb-ft (134 Nm) together with the 413 lb-ft from the rear. The curb weight for this version is 6,197 lbs (2,811 kg), and its EPA range is 231 miles (376 km).

It’s a bit of a step up in price, however, as you need to move up to the Pro S Plus trim if you want power for both axles. This adds more standard equipment to what is already a well-specced base model, but it starts at $67,995 (or $63,495 for the RWD Pro S Plus).

A convoy of brightly colored VW ID Buzzes drives down Lombard St in San Francisco. — I was driving the lead Buzz on the day we drove, but this photo is from the day before, when it wasn’t gray and rainy in San Francisco. Credit: Volkswagen

While I found the single-motor Buzz to be a more supple car to drive down a curvy road, both powertrain variants have an agility that belies their bulk, particularly at low speed. To begin our day, VW had all the assembled journalists re-create a photo of the vans driving down Lombard St. Despite a very slippery and wet surface that day, the Buzz was a cinch to place on the road and drive slowly.

The 2025 VW ID Buzz electric bus delivers on the hype Read More »

The 2025 Polestar 4: Great steering and a small carbon footprint stand out

car review, Cars, electric car review, First drive, Polestar, Polestar 4 / Rejus Almole / July 1, 2024

watch out, Porsche Macan —

The styling is sharp inside and out, but the infotainment needs some polishing.

Jonathan M. Gitlin – Jun 30, 2024 10: 01 pm UTC

A white Polestsr 4 in a field — Enlarge / The Polestar 4 is the latest entrant into the crowded midsize luxury electric SUV segment. We think it has what it takes to stand out.

Jonathan Gitlin

“If you’re going to make a car and use all that energy, it should be a good car,” said Thomas Ingenlath, CEO of Polestar. Ingenlath was referring to the company’s latest electric vehicle, a midsize SUV with striking coupe looks called the Polestar 4. While Ingenlath is on point from a sustainability perspective, it makes good business sense, too. The Polestar 4 needs to be a good car to stand out as it enters one of the most hotly contested segments of the market.

In fact, Polestar uses less energy to make its latest EV than anything else in its range—the company quotes a carbon footprint of 19.9 tonnes of CO₂ from cradle to gate. Like some other automakers, Polestar is using a monomaterial approach to the interior to make recycling easier, choosing the same base plastic for all the components in a particular piece of trim, for example.

The carpets are made from, variously, recycled fishing nets or plastic bottles. The vinyl seats use pine oil instead of the stuff extracted from the ground, and the knitted upholstery fabric—also recycled plastic bottles—was designed to leave no off-cuts.

The headlights are a Polestar trademark now, even though there have been just four models so far.

Jonathan Gitlin
Coupe-like looks, SUV-like practicality.

Jonathan Gitlin
No, your eyes don’t deceive you, there is no rear windshield.

Jonathan Gitlin
The interior is inspired by sportswear.

Jonathan Gitlin
The back seat of the Polestar 4 outdoes rivals from Porsche, BMW, Audi, and Mercedes-Benz.

Jonathan Gitlin
At night, LEDs illuminate the interior from behind textile trim panels. The colors are switchable depending on which theme you have the car set to—more on that later.

Jonathan Gitlin

The fastest Polestar yet

In addition to being the greenest Polestar so far, this one is also the most performant. We tested the $62,900 Long Range Dual Motor version, which can send up to 536 hp (400 kW) and 506 lb-ft (686 Nm) to the wheels. Pick this version and you should see 270 miles (434 km) from the 100 kWh battery pack. In a suitable location like a motorway toll booth, 60 mph arrives in 3.7 seconds (100 km/h in 3.8).

That’s if you’re in performance mode, at least. Switch to range mode, and clutches disconnect the front permanent magnet synchronous motor and remap the throttle pedal for better efficiency. There’s also a heat pump as standard. The car can DC fast-charge at rates of up to 200 kW, which should take the battery pack from 10 to 80 percent state of charge in 30 min. At home on an 11 kW AC charger, 0–100 percent SoC should take about 11 hours.

There is also a Long Range Single Motor variant with precisely half the power and torque but an EPA range of 300 miles (482 km). Driven by just its rear wheels, the Polestar 4 has more modest performance—60 mph arrives in 6.9 seconds, 100 km/h in 7.1—but it also carries a $8,000-cheaper price, starting at $54,900. New tariffs on Chinese-made EVs have come into effect, but Polestar told Ars that it is sticking with the original pricing. Next year, production of US-market Polestar 4s will begin in South Korea, which will mean significantly smaller import tariffs. (This story originally stated there had been a $10,000 price increase; this was incorrect.)

It’s surprisingly good to drive

It has to be said: Making an electric car go fast is not particularly difficult. Electric motors generate most of their torque almost immediately, and unlike with a combustion motor, if you increase the peak power, there isn’t really an efficiency hit lower down the performance envelope. So even a 3-ton monster can get hurled down the road rapidly enough to embarrass a whole lot of supercars.

The Polestar 4 isn’t quite that heavy—5,192 lbs (2,355 kg)—so it forgoes air suspension in favor of conventional coil springs and dampers. These are passive in the Single Motor, but the Dual Motor is equipped with active dampers as standard, and if you choose the performance pack, it’s upgraded with stiffer springs and antiroll bars and new damper tuning.

Our test car was so equipped, and it was a noticeably firm ride, particularly when sitting in the back. There was also a bit of wind noise at speed, but more tire roar, thanks presumably to the performance pack’s 22-inch wheels.

The 2025 Polestar 4: Great steering and a small carbon footprint stand out Read More »

Hello sunshine: We test McLaren’s drop-top hybrid Artura Spider

car review, Cars, Features, First drive, McLaren, McLaren Artura / Paul Patrick / June 17, 2024

orange express —

The addition of a retractable roof makes this Artura the one to pick.

Jonathan M. Gitlin – Jun 16, 2024 11: 01 pm UTC

An orange McLaren Artura Spider drives on a twisy road — Enlarge / The introduction of model year 2025 brings a retractable hard-top option for the McLaren Artura, plus a host of other upgrades.

McLaren

MONACO—The idea of an “entry-level” supercar might sound like a contradiction in terms, but every car company’s range has to start somewhere, and in McLaren’s case, that’s the Artura. When Ars first tested this mid-engined plug-in hybrid in 2022, It was only available as a coupe. But for those who prefer things al fresco, the British automaker has now given you that option with the addition of the Artura Spider.

The Artura represented a step forward for McLaren. There’s a brand-new carbon fiber chassis tub, an advanced electronic architecture (with a handful of domain controllers that replace the dozens of individual ECUs you might find in some of its other models), and a highly capable hybrid powertrain that combines a twin-turbo V6 gasoline engine with an axial flux electric motor.

More power, faster shifts

For model year 2025 and the launch of the $273,800 Spider version, the engineering team at McLaren have given it a spruce-up, despite only being a couple of years old. Overall power output has increased by 19 hp (14 kW) thanks to new engine maps for the V6, which now has a bit more surge from 4,000 rpm all the way to the 8,500 rpm redline. Our test car was fitted with the new sports exhaust, which isn’t obnoxiously loud. It makes some interesting noises as you lift the throttle in the middle of the rev range, but like most turbo engines, it’s not particularly mellifluous.

The new engine map means the upper half of third gear will give you a real shove toward the horizon.

McLaren
The Artura Spider’s buttresses are made from a lightweight and clear polymer, so they do their job aerodynamically without completely obscuring your view over your shoulder.

McLaren
The Artura Spider is covered in vents and exhausts to channel air into and out of various parts of the car.

McLaren
You could have your Artura Spider painted in a more somber color. But Orange with carbon fiber looks pretty great to me.
If you look closely, you can see the transmission hiding behind the diffuser.

Jonathan Gitlin

Combined with the 94 hp (70 kW) electric motor, that gives the Artura Spider a healthy 680 hp (507 kW), which helps compensate for the added 134 lbs (62 kg) due to the car’s retractable hard top. There are stiffer engine mounts and new throttle maps, and the dual-clutch transmission shifts 25 percent faster than what we saw in the car that launched two years ago. (These upgrades are carried over to the Artura coupe as well, and the good news for existing owners is that the engine remapping can be applied to their cars, too, with a visit to a McLaren dealer.)

Despite the hybrid system—which uses a 7.4 kWh traction battery—and the roof mechanism, the Artura Spider remains a remarkably light car by 2024 standards, with a curb weight of 3,439 lbs (1,559 kg), which makes it lighter than any comparable car on the market.

In fact, picking a comparable car is a little tricky. Ferrari will sell you a convertible hybrid in the shape of the 296 GTS, but you’ll need another $100,000 or more to get behind the wheel of one of those, which in truth is more of a competitor for the (not-hybrid) 750S, McLaren’s middle model. Any other mid-engined drop-top will be propelled by dino juice alone.

What modes do you want today?

It's easy to drive around town and a lot of fun to drive on a twisty road. — Enlarge / It’s easy to drive around town and a lot of fun to drive on a twisty road.

McLaren

You can drive it using just the electric motor for up to 11 miles if you keep the powertrain in E-mode and start with a fully charged battery. In fact, when you start the car, it begins in this mode by default. Outside of E-mode, the Artura will use spare power from the engine to top up the battery as you drive, and it’s very easy to set a target state of charge if you want to save some battery power for later, for example. Plugged into a Level 2 charger, it should take about 2.5 hours to reach 80 percent.

The car is light enough that 94 hp is more than adequate for the 20 mph or 30 km/h zones you’re sure to encounter whether you’re driving this supercar through a rural village or past camera-wielding car-spotters in the city. Electric mode is serious, and the car won’t fire up the engine until you switch to Comfort (or Sport, or Track) with the control on the right side of the main instrument display.

On the left side is another control to switch the chassis settings between Comfort, Sport, and Track. For road driving, comfort never felt wrong-footed, and I really would leave track for the actual track. The same goes for the Track powertrain setting; for the open road, Sport is the best-sounding, and comfort is well-judged for everyday use and will kill the V6 when it’s not needed. Sport and Track instead use the electric motor—mounted inside the case of the eight-speed transmission—to fill in torque where needed, similar to an F1 or LMDh race car.

Hello sunshine: We test McLaren’s drop-top hybrid Artura Spider Read More »

The 2024 Ford Mustang Mach-E Rally proves sideways is the best way

car review, Cars, First drive, Ford Mustang Mach-E, Ford Mustang Mach-E Rally, Rallycross, Rallying / Rejus Almole / May 30, 2024

The front of a Ford Mustang Mach-E Rally showing fog lights built into the front fascia — Enlarge / The Mustang Mach-E Rally is the latest version of Ford’s electric crossover. It features plenty of power and a new drive mode, as well as plenty of rally-inspired accoutrements.

Tim Stevens

Mildly off-road-ready performance variants are extremely trendy right now, and it’s easy to turn your nose up at them. But when cars like the 911 Dakar or Huracan Sterrato actually improve the day-to-day drivability and comfort of the road-focused machines upon which they’re lifted, you have to respect them.

Me? I’m a die-hard rally fan and someone who’d rather drive sideways than straight. It’s no surprise that I love these special editions, from their top-boxes down to their all-terrain tires. But I also love electric vehicles, and while there are plenty of electrified crossovers and SUVs out there, it’s slim pickings if you want something rally-ready.

Today, that changes.

Meet the Ford Mustang Mach-E Rally, a car with a name so clear you can’t ignore the purpose. It takes the $53,995 2024 Mach-E GT and gives it a few key upgrades, all in the name of providing better performance for low-grip motorsport—or at least the appearance thereof. But is this package more show than go?

Ford has integrated fog lights into the front fascia panel.

Tim Stevens
The white alloy wheels are meant to remind you of the Compomotive wheels that Ford’s rally cars used.

Tim Stevens
The Mach-E Rally’s rear wing probably does nothing to help range, but it looks very cool.

Tim Stevens
Ford missed a trick by not giving the Mach-E Rally a suede or Alcantara wheel rim. At the very least we would expect a rally special to have a strip at 12 o’clock on the wheel rim.

Tim Stevens
The rear seat backs are a little different.

Tim Stevens
Here’s why: It adds more shoulder bolstering.
The stripes have a triangular pattern on them that’s also replicated on some interior trim.

Tim Stevens
The Mach-E Rally is just as practical as all the other Mach-E variants.

Tim Stevens

It starts with a standard Mach-E GT, which, for the 2024 model year, gets some significant updates in its own right. A new rear motor, lifted from the Ford Lightning, gives both the GT and Rally 480 hp (358 kW) and 700 lb-ft (950 Nm) of torque. That’s up from 634 lb-ft (860 Nm) before.

This Mach-E stands out from the crowd

A revised battery pack offers 265 miles (426 km) of range in the Rally, down slightly from the GT’s 280 miles (451 km), which is itself a 40-mile (64 km) penalty from the maximum range of 320 miles (515 km) you can now get in a 2024 RWD Extended Range Mach-E Premium. The new GT also gets slightly updated headlights, and the Brembo brakes and sport seats that were formerly an option now come standard.

Tick the “Rally” box, and you get several other goodies—most notably a revised suspension. It’s still the Mach-E’s adaptive MagneRide dampers but now outfitted with new “rallycross-tuned” springs delivering a 1-inch (25 mm) lift. That suspension is designed to keep the new 19-inch wheels on the ground.

Ford calls them “rally-style” wheels, but fans will spot them as an ode to the classic Compomotive TH seen on many iconic gravel machines of the ’80s and ’90s. Someone at Ford has a good eye for classic rally style.

Enlarge / This could be the ideal EV if you live near a bunch of forestry roads.

Ford

The wheels look good and should keep the worst of the gravel from dinging up your brake hardware, but more significant is what they’re wrapped in. The Rally has Michelin CrossClimate2 tires on all four corners, an interesting proposition that promises good grip in all conditions yet low rolling resistance for EV use. Their chunky, V-shaped tread is not what you’d typically expect on an electric car, but they further seal the Rally’s all-terrain look.

Under the nose, there’s a slender bit of aluminum, a faux skid plate of sorts that I don’t think will protect much. Up higher, the Rally nose has a different grille insert with a pair of inset fog lights, while out back, a chunky, ornate wing hangs off the top of the rear hatch. The requisite custom graphics are here, including classy stripes running up the hood and tacky “Rally” graphics smeared across the doors. The more important appliqué, however, is invisible: Ford put paint-protecting film along the lower portions of the car to again fend off the worst of the gravel damage.

The 2024 Ford Mustang Mach-E Rally proves sideways is the best way Read More »

The 2024 Chevrolet Silverado EV’s great range comes at a high cost

car review, Cars, Chevrolet silverado EV, First drive, Ultium / Mike M. / May 23, 2024

if you hate big trucks, look away now —

At $94,500, the Chevrolet Silverado RST First Edition offers diminishing returns.

Michael Teo Van Runkle – May 23, 2024 4: 00 pm UTC

A black Chevrolet Silverado EV — Enlarge / Chevrolet is starting at the top with the Silverado EV RST First Edition. It’s betting that EV truck buyers want a lot of range and towing capability and will pay handsomely for the experience.

Michael Teo Van Runkle

The latest addition to Chevrolet’s growing family of Ultium electric vehicles recently began shipping to dealers in the form of the Silverado EV’s early RST First Edition package. Silverado’s top spec level now joins the lineup’s previous fleet-only WT trim, meaning the general public can now purchase an enormous electric pickup that strongly resembles the Avalanche of 2001 to 2013. But despite any other similarities to the Hummer EV, which shares a related chassis, or ICE trucks of old, the 2024 Silverado aims to change the game for GM’s market positioning despite arriving a full 24 months after Ford’s F-150 Lightning.

With a large crew cab, a longer truck bed, and angular sail panels, the Silverado EV looks less boxy than GMC’s Hummer EV. Aero gains thanks to the smoother design pair with lower rolling-resistance tires, allowing the Silverado to achieve an EPA range estimate of up to 450 miles (724 km), though the RST First Edition I recently drove over the course of a long day in Michigan earns a rating of 440 miles (708 km).

On the highway, judging by wind noise around the cabin alone, the aerodynamic gains of the Silverado’s styling seem to make a noticeable difference versus the Hummer. On the other hand, tire hum might cover up any aero deficiencies because the RST’s single weirdest detail constantly occupies center stage here: a set of 24-inch wheels, the largest ever equipped to a car, truck, or SUV straight from the factory.

Enlarge / At 24 inches, the Silverado RST rides on simply gargantuan wheels. While it means acceptable towing performance, it comes with quite a hit to the ride.

Michael Teo Van Runkle

Shod in low-profile Michelin Primacy LTX tires pumped up to 61 and 68 PSI front and rear, which simultaneously maximizes range and load rating, the large wheels and minimal sidewall clearly stress much of the new truck’s suspension and ability to filter out noise, vibration, and harshness. Even in town, on the first few blocks of Detroit’s rough roads, the setup immediately challenged the Silverado EV’s adaptive air suspension, which otherwise worked surprisingly well on the mammoth Hummer.

But the Hummer EV I drove rode on 18-inch wheels, despite the similar 35-inch overall tire diameter. The much more compliant ride quality therefore creates a conundrum, since GM clearly intends for the Silverado to represent a much more rational and capable vision for electric performance in the full-size pickup truck market.

Specifically, the Silverado adds a longer bed, a Multi-Flex tailgate, and a central mid-gate (also à la Avalanche) to provide far more payload volume than the Hummer, as well as that of Silverado’s main electric competition, the F-150 Lightning, Rivian R1T, and Tesla Cybertruck. But the mid-gate required far more rugged materials for the Silverado’s interior to enhance weatherproofing, so even the top-spec RST First Edition that starts at $94,500 now slots in at a much lower luxury level than the aforementioned EVs, as well as most internal-combustion Silverados.

The Silverado EV uses GM’s new Ultifi infotainment system, which is built atop Android Automotive OS.

Chevrolet
Super Cruise now works with a trailer attached.

Chevrolet
The flexible midgate allows you to carry longer loads.

Chevrolet
Onboard AC power is quite useful.

Chevrolet

Still, Chevy says EV buyers love tech and packed the Silverado EV full of big screens, Google built-in (though no Apple CarPlay), and Super Cruise partially automated driving assist (the latter including for towing). That air suspension pairs 2 inches (50 mm) of ride height adjustability with up to 7.5 degrees of rear-wheel steering to make the large truck surprisingly maneuverable, but in the back of my mind, I always knew that the ease with which I just climbed in and started driving comes down to playing with physics as much as possible to mask the Silverado’s significant heft.

Those 440 miles of range come at a serious cost, after all, in the form of a 205 kWh battery pack (around 200 kWH usable). All in, the RST tips the scales at a whopping 9,119 pounds (4,136 kg), not quite as much as a Hummer but fully 2,000 pounds (907 kg) more than a Lightning, R1T, or Cybertruck. No wonder the suspension struggles without taller tire sidewalls to help out. I fiddled through the 17.7-inch touchscreen to set the air suspension on Tour, which reduced unwanted feedback noticeably but created some rafting effects and still never fully eliminated clunking on the worst road surfaces. Future models, including a Trail Boss on the way, should come with smaller wheels and taller tires—to match the current WT’s 18-inch wheels and 33-inch tires, hopefully.

But the prospect of actually off-roading such a heavy EV definitely approaches a level of absurdity that the Hummer EV similarly delivered in spades. Neither comes with a spare tire, despite impressive storage volume that only improves on the Silverado. Flipping down the tailgate and mid-gate allows for up to 10 feet, 10 inches (3.3m) of bed length, or 9 feet (2.7m) with the mid-gate closed and just the Multi-Flex tailgate down. The bed alone measures 5-foot-11 (1.8m).

Chevrolet was keen to impress that its truck bed is bigger than other electric pickups.

Michael Teo Van Runkle
The aerodynamic detailing was presaged by the turn-of-the-century Avalanche pickup.

Michael Teo Van Runkle
There are a whole range of towing assists.

Michael Teo Van Runkle
The controls here are for trailer settings.

Michael Teo Van Runkle
Two miles/kWh is not great but in the range of what we expect for an electric pickup truck.

Michael Teo Van Runkle

On the interior, at 6-foot-1 (1.85m) with long limbs, I actually needed to scoot the driver’s seat up and forward. The RST’s (not-optional) panoramic glass roof helps to enhance the perceived spaciousness but required that I keep the air conditioning and ventilated seats at full blast on a hot Michigan day—other than when I struggled to figure out how to keep the system running while parked since the truck has no dedicated on-off button other than a pair of widget icons at the left of the home screen. A retractable screen for the roof is on the way, I was told.

The Silverado EV’s range proved more than legitimate, at least based on this first drive. Over the course of 107 miles (172 km) of combined city and highway driving in one truck, I used 24 percent of the battery and 105 miles (169 km) of estimated range. And that’s including two hard eighth-mile launches with WOW (Wide Open Watts) mode activated, which unleashes the dual motor drivetrain’s full 754 hp (562 kW) and 785 lb-ft (1,064 Nm) of torque. Those two launches alone used eight miles of range, for better or worse.

GM won’t disclose non-WOW power figures, but responsiveness definitely drops to help extend overall range performance. In Tow/Haul mode with a 5,800-lb (2,630 kg) trailer hooked up for 21 miles (34 km), I nonetheless accelerated easily up to highway speeds and even used Super Cruise’s towing capability—all while eating through only 22 claimed miles of range at speeds around 40-60 miles per hour (64-96 km/h).

Chevy set up an impromptu drag strip so we could test the Silverado's launch. — Enlarge / Chevy set up an impromptu drag strip so we could test the Silverado’s launch.

Michael Teo Van Runkle

The Silverado EV’s range sets it far ahead of the Lightning (at 240 miles or 386 km), though Rivian and Tesla do better. Various levels of home-charging setups help to make the large battery pack more attractive, and though I never needed nor got a chance to charge, expect GM’s claimed 350 kW max charging speed to similarly hold up. As usual, charging stations will likely throttle that speed back more regularly than the truck itself, which should manage a 10–80 percent charge time of around 40 minutes in ideal circumstances.

In the end, although it’s not quite as cartoonishly large and simultaneously far more practical than the Hummer EV, the Silverado uses 205 kilowatt-hours worth of lithium and other rare earth metals, contributing mightily to the RST weighing well north of 9,000 pounds. Yes, the truck combines the best utility of any EV on the market, with solid tech and range to attract stubborn EV holdouts. But how many hybrids could Chevy have built using so much battery? Until pricing drops lower than this truck’s $94,500 sticker, the Silverado RST ends up as a reminder of the diminishing returns, environmentally and economically, of building what customers, unfortunately, believe is necessary using today’s technology, which likely still needs to take another major leap forward to make such a truck more feasible for widespread adoption.

The 2024 Chevrolet Silverado EV’s great range comes at a high cost Read More »

The 2025 Aston Martin Vantage gets a bold new body and big power boost

Aston Martin Vantage, car review, Cars, First drive / Rejus Almole / May 13, 2024

An orange Aston Martin Vantage in the Spanish countryside — Enlarge / First revealed in 2017, the current Aston Martin Vantage has just had a styling and engineering overhaul.

Aston Martin

It’s high time Aston Martin had a winner on its hands. Last year it updated the DB12 with a smart new face, plenty of power, and the sort of infotainment you’d hope for from a luxury GT. The Vantage, the firm’s ‘entry-level’ car, has been given similar treatment in the hopes that it can peel a few more people away from Porsche dealerships.

Aston is looking not only to make better cars, but also to shift its image—it’s aiming to be seen as more luxurious than before, and is throwing as much power at the cars as possible. At first glance, it looks like Aston has cooked up something truly delightful.

The new car is more than 150 hp (112 kW) more powerful than the one it replaces, with 656 hp (490 kW) and 590 lb-ft (800 Nm) from a wonderfully appointed turbocharged 4.0 L V8. Its 0 to 60 time is quoted at 3.4 seconds, and Aston reckons that if you have enough space (and no speed limits) you’ll see the far side of 200 mph (321 km/h). It is not slow.

Aston has never really had a problem with building good-looking cars, but the new Vantage is a huge leap over its immediate predecessor. With the old car, the idea was that each model in the lineup would look suitably different depending on what it did. It was supposed to look like an athletic, purposeful sports car. And it did—but it didn’t nail its Aston Martin-ness.

In addition to keeping it looking fresh, the facelift also improved the car's cooling and aerodynamic performance. — Enlarge / In addition to keeping it looking fresh, the facelift also improved the car’s cooling and aerodynamic performance.

Aston Martin

The new one very much does. From its new headlights to its grille, side vents, skirts, quad exhaust pipes, and one of the best rear ends on the market today, the new car looks like an Aston Martin through and through. Of course, some of the changes are necessary—the front grille is 38 percent bigger than before because having a V8 with quite so much power means it needs better cooling. In fact, look closely and you’ll spot a number of tricks Aston has used to improve cooling and airflow all over the car. Were I the type to wear my glasses at the tip of my nose, I’d start muttering something about “form and function working in harmony,” but I’m not, so I won’t.

Aston has made a point of saying there won’t be another V12 Vantage and that the last generation’s take on it was the end of the line. This meant the engineers didn’t have to worry about giving the V8 so much power. The old V8 Vantage could have been nearly as potent, but the need to differentiate with the V12 meant it would have been imprudent.

The outside will turn heads, the inside should make you smile. The direct predecessor’s seats and dash were pleasant, and comfortable, but the center console and infotainment? Not great. It was of the ‘slap a tablet to the dash’ generation, and it was run off a reskinned version of Merc’s COMAND system, which was definitely of its era and not a patch on current systems. Today’s Vantage gets the same setup you’ll find in the DB12—a 12.5-inch touchscreen paired with actual buttons that do actual things.

The 2025 Aston Martin Vantage gets a bold new body and big power boost Read More »

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

car review, Cars, First drive, Lincoln Nautilus / Mike M. / March 14, 2024

anyone seen captain nemo? —

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

Kyle Hyatt – Mar 14, 2024 10: 00 am UTC

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.

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 »

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 / Mike M. / March 14, 2024

turbonite —

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

Jonathan M. Gitlin – Mar 13, 2024 11: 01 pm UTC

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.

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 »