automotive photographer

The 2022 Mazda CX-9 Doesn’t Quite Hit The Spot

Mazda, review

With three rows, four cylinders, and lots of tech, this SUV still raises plenty of questions.

Wander to any grocery store, mall, or soccer field, and you’ll come across plenty of three-row family SUVs that likely cover a dozen different manufacturers. This seven-seat SUV segment is flooded with so many options against the Mazda CX-9, including the Ford Explorer (which I recently reviewed), Honda Pilot, Toyota Highlander, and Hyundai Palisade. Back when Mazda introduced the CX-9 in 2006, it was based on the same platform as the Ford Edge, and shared the same V6.

While this big Mazda CX-9 offers the features parents look for, has decent looks, and focuses on reasonably enjoyable driving impressions, to sway buyers from other manufacturers, it has to assemble a package to make itself attractive, practical, affordable, and fun. There’s no shortage of crossovers in Mazda’s lineup, with a couple appealing introductions in the past year. With this second generation CX-9 still rolling around since its update in 2016, does it keep up with its rivals?

Some Useful Figures

Mazda powers the CX-9 with the same turbocharged 2.5-liter SKYACTIV-G engine that produces 227 horsepower and 310 lb-ft of torque when filling the tank with 87 octane regular unleaded fuel, and bumps up to 250 horsepower and 320 lb-ft of torque when opting for 93 octane. Paired with a 6-speed automatic and all-wheel-drive, Mazda also fits the CX-9 with its version of a torque vectoring system to give drivers more confident handling.

At a curb weight of 4,409 pounds, the Mazda CX-9 tips the scales at a similar figure to its rivals. The CX-9 has 3,500-pound towing capacity, which is a bit less than much of the competition. Despite having a turbocharged 4-cylinder under the hood, the 2022 Mazda CX-9 has EPA fuel economy estimates of 20/26/23 (city/highway/combined).

For 2022, Mazda made the starting price cheaper for customers while adding all-wheel-drive as standard equipment, now at a base of $35,280. In its most loaded Signature trim, this tester starts at $47,210, and after adding Machine Gray Metallic paint for $595, the total MSRP is $49,030 after destination.

Family Practicality Over Fun

The 2022 Mazda CX-9 has a reasonable footprint for a seven-seat family SUV, and doesn’t feel massive inside or out. When on the road, there’s a sensation that it weighs a bit more than it truly does, and I think much of that is because of how firmly sprung the CX-9 is, even though there’s a good bit of body roll in the corners. Given the same steering wheel as the Mazda 3 models that compete with cars like the Honda Civic, the CX-9 could use a larger diameter unit instead, to help with steering effort around the city. Slower 90º turns took more work to complete, with much more input required than I expected from a car in this class. The Bridgestone Ecopia all-season tires wrapped around 20-inch wheels aren’t sporty either, focused more on efficiency. There are drive modes, including a sport option, but there wasn’t much a difference in overall driving personality when toggling the sport setting.

Mazda defines its driving experience in the CX-9 as Jinba-ittai, a philosophy that lies at the heart of Mazda’s development, which describes the relationship between a horse and its rider. The challenge is that the 2022 CX-9 doesn’t truly feel as engaging as the “Zoom Zoom” sensations that used to get me excited about Mazda’s offerings. From the same company that provides a pure driving experience in the iconic MX-5, the CX-9 doesn’t make any drive more engaging. Equipped with the same engine as the Mazda 3, the CX-9 is downright underpowered as a three-row SUV. Having to spend more on premium fuel to get the most of its engine, the CX-9 is still woefully slow against a few of its competitors, facing a 30 or 40 horsepower disadvantage against several that don’t require premium unleaded to enjoy better power.

For parents who aren’t concerned about having a lot of fun on errand runs or trips to drop the kids off at school, the Mazda CX-9 provides a reasonably comfortable cabin, with decent space for stuffing kids in the rear two rows. Mazda is smart to make the second row seats adjustable on a slider, in case slightly taller passengers hop in the back, and even in that forward position, adults won’t feel too cramped. The CX-9’s cargo space is good too, with 14.4 cubic feet of space with all the seats up, 38.2 cubic feet with the third row down, and a whopping 71.2 cubic feet of storage volume with the second row folded flat too.

Mazda provides a 10.25-inch infotainment screen that has Apple CarPlay and Android Auto installed, but uses a knob and buttons below the shifter to adjust settings and controls, rather than being a touchscreen. There’s wireless charging in a compartment ahead of the gearshift, but if you want to make use of it you’re losing CarPlay functions as wireless CarPlay isn’t available in the CX-9.

Good Details And Trim On A Reasonable Budget

In this Signature trim, Mazda gives the first- and second-row seats Nappa leather treatments, with nice stitching patterns and good lateral support. I like the patterns of the contours too, finished with white piping along the bolster edges. Touches of wood accompany nice polished metallic trim along the CX-9’s interior, giving it a hint more class than its competition.

I appreciate the three-zone climate control system working quickly and effectively, in addition to the heated and ventilated front seats met with heating functions in the middle row. The 12-speaker Bose audio system incorporates active noise cancellation, which was great for quieting outside disturbances along busy downtown streets.

The Highs and Lows

To provide the second- and third-row passengers more space, Mazda seemed to compromise cabin volume for the front two seats. A look at the CX-9’s profile will show how short the front doors are versus the rear, making it easier for the rear passengers to get in and out, but I felt cramped in the driver’s seat. At 5’11”, the front seat was far too high off the floor, making my head feel too close to the roof while being far above the dash. The side view mirrors are also too far back, making me have to look all the way to my side to check my blind spot. Mazda should have mounted them a good ten inches further ahead, to provide more natural visibility.

Mazda describes its interior design as the result of studies on how humans move, attempting to engineer its cars to feel like a natural extension of the driver’s body, which is clear when using any of the CX-9’s controls. While I appreciate this focus, I don’t love that the pieces in the top-end CX-9 are the same stuff used in the Mazda 3 that competes with a more basic Honda Civic or Toyota Corolla. At nearly $50,000, the CX-9 needs to feel like a premium model. As several manufacturers have switched to capacitive touch components, Mazda is sticking with more functional switchgear. The digital instrument cluster uses the same white color for the rings, numbers, and increments, so it all blends together. Having some contrasting color or larger speed indication would help a lot.

Getting a stack of safety systems is pretty common in family SUVs, and Mazda makes sure the CX-9 gets adaptive cruise control, pedestrian detection, and collision mitigation features to keep you moving smoothly with less chance of incident. Having tested a few of the Mazda’s competitors over the past year, the lane keeping and adaptive cruise features weren’t great when tested on the freeway. The lane keeping aid didn’t seem to function most of the time I tried it along a well-defined stretch of expressway, even in a toll lane with dividing posts.

This Family SUV Just Isn’t Good Enough

In its base trim, the Mazda CX-9 is a more attractive buy for the family on a budget, but as the trim levels and price go up, the value proposition of this three-row SUV goes down. At just shy of $50,000, the CX-9’s price is on-par with its rivals’ best offerings, but that’s inching toward a higher segment of car. For nearly the same money, one could get a 2022 Acura MDX in its lowest–yet still impressively equipped–trim. The only sacrifice would be ventilated seats. I’d go that route instead, or at least consider a loaded Honda Pilot.

Mazda provides a good looking, nicely equipped, and safe family SUV with the CX-9, but it’s lagging behind its competition. The driving impressions don’t capture any of the “Zoom Zoom” sensations of Mazda’s past, and the interior switchgear isn’t as nice as it should be. Riding on a reputation of quality cars a family can afford while being fun, the 2022 CX-9 doesn’t get the job done. Mazda needs to give its top model a heavy update that includes significantly more power and a nicer cabin, and if it did that, it would be a contender again.

The 2022 Cadillac CT4-V Blackwing Renders The BMW M3 Obsolete

Cadillac, review

Cadillac introduces a new name to the fast sedan game, and absolutely crushes it.

When Cadillac first revealed the V Series brand in 2004, it did so with a CTS platform that was barely luxurious, but packed the powertrain from the C5 Corvette Z06. As a model that was designed to contend with the small speedy sedans of Germany, the CTS-V was a bargain, but with some compromises made with fit and finish. Quickly building a reputation as a less expensive American alternative to the Audi RS4, BMW M3, and Mercedes-AMG C63, the Cadillac CTS-V upped the ante by stealing the supercharged engine of the Corvette ZR1 for its second generation model in 2008, and moving up to a bigger class against the RS6, M5, and E63. Adding a coupe and wagon variant to the mix, GM gave enthusiasts several options for getting the right second generation CTS-V for them.

To improve its handling and overall build construction, in 2014 the third generation CTS-V was assembled on GM’s Alpha platform. This model prominently established the Cadillac as a true contender in its class, and solidified the brand’s identity. As this new CTS bumped up to a bigger sedan segment, Cadillac needed to keep a model offering to compete with those smaller German performance sedans. Enter the ATS-V, also built on GM’s Alpha chassis, featuring a twin-turbo V6 under the hood. At a massive discount against its German rivals, the ATS-V was a blast to drive, and when I gave it a road trip test in 2016, I said it was the model to buy while saving a ton of cash. BMW’s M3 might be the class leading seller, but the American marque wants a piece of the action.

The Detroit-based manufacturer decided to toss all V Series brand equity out the window in 2020, when it launched the latest generation with new–and somewhat confusing–naming conventions. Now known as the CT4, the ATS was replaced with a new design, improved interior quality, yet retained the chassis that contributed to its fantastic driving characteristics. The trouble was that Cadillac slapped a V badge on a lesser sedan, diluting the name, and causing plenty of head scratching. As enthusiasts, journalists, and owners cried out when Cadillac hurt its reputation, the company announced there was a new model and name coming, that would uphold the values of the V Series, and offer seriously good performance at a value price point. It’s called the Blackwing, and while its name may not make much sense, with production limited to just 139 examples, what’s underneath absolutely does.

The Good Figures

Continuing to employ the twin-turbo 3.6-liter V6, the 2022 Cadillac CT4-V Blackwing produces 472 horsepower and 445 lb-ft of torque. This figure is more than the Audi RS5’s peak 444 horsepower, on-par with the standard M3 output, but just less than the 503 in the M3 Competition and AMG C63. A 6-speed manual is the standard transmission, with a 10-speed automatic is the standard transmission available. Rear-wheel drive is the only choice in the Blackwing–hooked up to an electric limited-slip differential–just like the standard BMW M3, with the M3 Competition, C63, and RS5 all featuring all-wheel-drive.

Through this drivetrain, the automatic-equipped CT4-V Blackwing can rip from 0-60 MPH in 3.9 seconds, and the manual model will hit that figure in just 4.1, with both models boasting a top speed of 189 MPH. The Alpha platform has been updated, now featuring GM’s Magnetic Ride Control 4.0, passive dampers from ZF, and hollow stabilizer bars. The 2022 CT4-V Blackwing’s dimensions are comparable to the Audi RS5 Sportback, BMW M3, and AMG C 63, and sports a curb weight of 3,860 pounds in manual form, with only a slight bump in mass with the automatic transmission.

Like its predecessors, the CT4-V Blackwing may not offer refinement in its cabin that contends with the German offerings, but the price point catches the eye. At a base price of $58,995, the CT4-V Blackwing is an attractive offering at a savings of $10,000 against the base price of the M3, and is nearly $20,000 less than a C63 or RS5. Even when loaded with factory upgrades including the natural leather seats, sunroof, heads-up display, interior ionizer, ventilated and massaging front seats, and $7,000 worth of carbon fiber trim packages, the loaded Satin Steel Metallic CT4-V Blackwing I tested hit an MSRP of $77,090.

The Practical Daily Sedan

Without being overly focused on outright performance, and while maintaining some Cadillac personality, the CT4-V Blackwing is remarkably composed as a city driver. The Magnetic Ride Control dampers are fantastic, giving the CT4 great response without compromising ride quality. The 6-speed manual transmission is a gem, with a light pedal input needed to change gears, and great clutch feedback. 18-inch wheels are a refreshingly civil size on the CT4-V Blackwing, offering a bit more sidewall from the Michelin Pilot Sport 4S rubber, and plenty of grip in any condition without making too much road noise.

Keeping the drive mode in the tour setup (Cadillac’s comfort setting), the CT4-V Blackwing softens any chassis disruption, keeps the engine a bit more chill, and allows the electric-assist steering to feature smooth inputs and light feedback. Continue utilizing the tour mode and behave yourself during throttle applications, and you just might hit the EPA fuel economy estimates of 15/23/18. I barely managed 16 MPGs during my week-long test, but there was no way I wasn’t going to play with the CT4-V Blackwing as much as possible.

Cabin design in the CT4 is essentially a scaled-down version of the CT5’s setup, which is a good thing. Not as cool or as finely appointed as the German rivals, Cadillac still offers a nice interior to spend plenty of hours inside. Though the belt line is high, and the roof is slightly swept, the space you experience inside the Blackwing is great for a sedan of its size. Fitted with optional natural tan leather wrapped around the sporty seats, this faster CT4 is wonderfully comfortable, with a seating position that’s perfect for cruising or hooning. Back seat occupants should probably be kids, and there’s a hint of lateral support in those rear seats, but your adult friends may not gripe much if you’re making a quick run to get food. The CT4’s trunk is big too, with a couple organized spots at each side for your smaller items.

Long gone is Cadillac’s awful Cue infotainment system, replaced by GM’s NexGen touchscreen setup, which is intuitive and quite functional, complete with an actual volume knob. I’ll admit I had never heard of AKG audio systems before testing these new generations of Cadillac models, but the system in this CT4-V Blackwing is good, with plenty of tone where it matters. Could the speaker grilles look cooler when Mercedes has badass metal ones with its Burmester system? For sure. Paired with wireless Apple CarPlay and Android Auto, the CT4-V Blackwing has wireless charging for your mobile phone, with its pad neatly placed in the storage compartment under the climate controls.

The CT4’s steering wheel has a hot button to employ the customizable V Mode for your spirited driving, and if you want to switch drive modes, there’s a toggle switch next to the shifter. I appreciate Cadillac offering a “My Mode” setup in addition to the V Mode, so you can have even greater flexibility when driving. Extra tweaks to the fake engine sounds being pumped through the speakers are a funny thing to include.

Storming The Twisty Stuff

The spec sheet may not stand out, in a time when everything gets 500 horsepower under the hood, but the CT4-V Blackwing’s twin-turbo engine is stout enough. Not exceptional, especially the sound it makes through its quad square-shaped exhaust tips, this boosted V6 still provides a smooth surge of torque, especially when you’re already at a decent speed along a canyon road. I could give a shit about 0-60 times, because what really matters is how well the CT4 pulls between 45 and 75, and this is where the Blackwing shines. As pace increases, the turbocharged CT4-V Blackwing’s powerband has no tapering effect either, happily surging toward triple digits and beyond.

Clicking off effortless gear changes is a joy in the CT4-V Blackwing, with a positive sensation each time to slide that short throw shifter that shows off its 3D-printed gear pattern. Engaging the rev matching mode made downshifts easier, met with a rowdy blip of the throttle, and keeping me from having to nail my heel-and-toe efforts. Make the sacrifice in your commuting to opt for the manual transmission, as the 10-speed auto in the CT4 is the same I tested in the CT5-V Blackwing, which hunted for gears too often for my liking. Also, manuals are dying off, and fewer are being offered in fun sedans, so enjoy this while you can.

Where the Blackwing may give away some power to its German rivals, its chassis is wonderful. More compact than the more powerful CT5-V Blackwing, this CT4 setup was designed to be effectively fun to flog in any decent driver’s hands. Its steering is perfectly sharp, especially in the sport or track drive modes, offering the right amount of weight and effort required to nail every apex. This fast Cadillac’s proportions are perfect too, allowing the 109-inch wheelbase to stabilize the car alongside its 60.5-inch track. Without the extra weight–and hint of cornering confidence–of all-wheel-drive, the CT4-V Blackwing likes to slide if you smash the throttle as you exit a corner. A bit more confidence could come from adding all-wheel-drive, like the CT4’s competitors have, but I like the challenge from needing to manage control and power while taking some weight off the front axle.

A quick toggle switch for the Performance Traction Management system is mounted on the steering wheel, and allows you to let the Blackwing dance as effectively as you like. The PTM can also be customized in the V Mode, to keep as much or as little help intervening when on a track or fun road. Playing with these settings, I found that the PTM in sport was just right for twisty roads, maintaining just enough stability control while still letting me fling the Cadillac’s ass-end.

What stunned me is how composed it was during any harder session along a curvy route. Without tiny sidewalls, the Michelin PS4S tires worked in harmony with Cadillac’s magnetic dampers to quickly dismiss any bumps while eliminating any hint of chassis disruption. Brembo also supplies fantastic steel brakes, which have wonderful pedal feel and plenty of heat tolerance during reasonably fun canyon road sessions. I wish Cadillac offered the CT4-V Blackwing with ceramic rotors, like it does on the CT5 variant, for those who really want to push the envelope without the risk of brake fade. Should the gray calipers not be your thing, spend $595 to either opt for gold or red ones.

If tracking the CT4 is on your agenda, maybe opt for some better pads and fluid, and consider a second set of wheels with tires that will last longer than the Michelins (which are great for the street but melt on track). Also tick the $1,600 option box to add Cosworth’s Performance Data Recorder system that uses high definition cameras and comprehensive data logging that can be reviewed in the desktop app to get the most out of your track days.

The Really Good Things

Cadillac gave the CT4-V Blackwing reasonably tame looks, particularly up front. While it’s twin-turbocharged, there aren’t massive–and hideous–grilles to cope with the Blackwing’s additional cooling needs. The CT4’s profile looks good, without being too busy with fake sweeping lines. Even with 18-inch wheels fitted, the fender gap is perfect too.

Respect to Cadillac for only charging $600 to add massaging and ventilating front seats, although you have to upgrade the seating surfaces through another package to allow this feature. The design of quilted stitching, perforations, and contrasting piping is super cool, and the carbon structures and alcantara backing with the V logo add extra style points. If you wear dark wash jeans, you definitely need to opt for darker leather.

Cadillac now incorporates a fully digital instrument cluster that’s customizable not only in how the data is displayed, but how simplistic the pod can be. I liked being able to toggle off all the tire pressure, fuel economy, and temps to only see the tachometer and speed to minimize distractions. Track mode really kicks things up, making a wide digital rev counter stretch across the top of the screen while the gear and speed are centrally placed.

Less Than Favorable Aspects

The CT4-V Blackwing is a stylish sedan, but doesn’t look as clean and impressionable as its CT5 sibling. The angles are a bit busy, and the back end is too sharp for my liking. While some drivers want the extra carbon fiber goodies slapped around its exterior to give it a shouty “I’m a fast sedan” appearance, I’d ditch them to not only roll around in a sleeper, but to also save several thousand dollars. The carbon fiber lip splitter was also begging to be cracked any time I parked the CT4-V Blackwing, as the parking sensors didn’t seem to be calibrated for the extra few inches of expensive material.

Steering wheel controls employ actual buttons, which offer a nice click, but the audio adjustments are far from intuitive. The scrolling wheel should control the volume, and instead plays with modes on the display. The buttons on each side of that control switch through menus, rather than skipping tracks or presets. Really strange. Another odd detail that bothered me was the positioning of the indicator stalk on the steering column, which was placed too far forward. I had to physically move my left hand ahead and out of an optimal grip position to hit the blinker, and that stalk was considerably further away than the one on the right side that controlled the wipers.

As I mentioned when I tested the CT5-V Blackwing, there’s no distinguishing detail on the exterior of the CT4 model to let you know this is the fastest model Cadillac offers. After tossing the V Series’ brand equity out the window when introducing the Blackwing, the company should have made some sort of model designation on this brilliant sedan’s body. The only indication of a Blackwing model is hidden along the seat bolster’s piping, and could easily be overlooked.

An Exceptional Sport Sedan, But It’s Too Limited

When I reviewed the Cadillac CT5-V Blackwing, I thought it was an astoundingly good performance sedan for under $100,000, making it considerably less expensive than its German super saloon rivals. My one concern with it was that its 668 horsepower needed a wide open road or track to be fully enjoyed. With the CT4-V Blackwing, Cadillac has packaged together wonderfully useable performance, fantastic handling, and a price point that makes it more attractive. The Cadillac CT4-V Blackwing possesses an engine that isn’t too powerful for its chassis, delicately balancing on looking underpowered on paper, but providing a complete driving experience that I crave more of.

Cadillac has some engineers I’d like to shake the hands of, because the CT4-V Blackwing is one of my favorite new cars I’ve driven in the past few years. The only car I’d want more is the now-unavailable BMW M2 CS, which cost around $90,000. In my ideal spec, this Blackwing would be closer to $68,000, which is seriously good value. When comparing the CT4 to the BMW M3, Audi RS5, and AMG C63, it may not be as nice inside (which might be its only disadvantage), but it’ll be more fun to use as a canyon slaying daily driver while pocketing a ton of cash. I just wish Cadillac opted to produce more than 139 of them, because there are thousands of enthusiasts who should end up owning one, and taking a big bite out of the M3’s market share.

The Ford Explorer Is The Forgotten Reasonable SUV

Ford, review

Not flashy nor powerful, but who says a simple SUV can’t be good for many families?

Since 1991, Ford has sold its Explorer SUV to families with modest budgets, and holds the title of the best selling SUV in America. Back when it was launched, the Ford Explorer was set to replace the Bronco II, and was built on a Ford Ranger light truck platform. As new generations launched, including 2-door and pickup variants decades ago, Ford has dedicated a new chassis platform for the Explorer, now slotting into its lineup between the Edge crossover and Expedition full-size SUV. While it has been around since George HW Bush was in the White House, its popularity hasn’t been as solid in the past couple of generations, as the marketplace for SUVs has gone wild with options.

Now in its sixth generation, the Ford Explorer sticks to its roots of providing good value and reasonable pricing in its three-row SUV package. Ford still gets to pad its balance sheet by providing plenty of law enforcement officers with its Police Interceptor models, now based on the current Explorer, rather than the Crown Victoria and Taurus in years past. For those families who want a practical and affordable midsized SUV, does the Explorer still get the job done?

The Useful Specs

The sixth generation Ford Explorer now boasts a plethora of trim levels of three-row midsized SUV to please nearly any family, whether the demands involve basic appointments, sporty looks, off-road capability, or somewhat nicer treatments inside. In a segment that includes the Chevrolet Traverse (with the GMC Acadia built on the same platform), Hyundai Palisade (and its Kia Telluride sibling), Mazda CX-9, Toyota Highlander, and Honda Pilot, the Explorer has plenty of competitors to deal with.

Ford provides three engine options for the Explorer, starting with a 2.3-liter EcoBoost 4-cylinder that produces 300 horsepower and 310 lb-ft of torque, a 3.0-liter EcoBoost V6 with 400 horsepower and 415 lb-ft of torque, and a hybrid variant that is fitted with a naturally-aspirated 3.3-liter V6 which puts out 318 horsepower and 322 lb-ft of torque. All new Explorers are delivered with a 10-speed automatic transmission and rear-wheel-drive, with intelligent four-wheel-drive as an available option.

The Explorer XLT I tested is the starting point for the seven trim levels Ford offers, with a base price of $37,075. At the top of the food chain is the King Ranch model, which starts at $53,995. The XLT tester was equipped with the 2.3-liter engine, and added all-wheel-drive, the XLT sport appearance package (with 20-inch wheels wrapped in self-sealing all-season tires), Co-Pilot 360 Assist+ Adaptive Cruise Control, a cargo management system in the back, and Infinite Blue Metallic paint to hit a total MSRP of $45,305.

A Practical Family Hauler

Because it’s now built on a crossover platform, the Ford Explorer is a composed daily driver, compared to its early generations that were more truck-like. Tipping the scales at around 4,300 pounds, the Explorer isn’t exactly light, but the base 2.3-liter engine doesn’t struggle to get the SUV moving, thanks to its wide powerband that I also appreciated in the Ford Ranger models I’ve tested over the past couple years. Drivers who crave more power will desire the ST or higher trim levels, with a seriously potent V6 that I enjoyed in the Lincoln Aviator I reviewed recently.

The 10-speed automatic shifts smoothly, and the four-wheel-drive system feels nicely sorted during any city driving. Ride quality is surprisingly refined, even without an adaptive suspension. Not boring, but not exciting, the Explorer XLT’s response in the corners is perfectly fine for a midsized SUV. Want a little tighter suspension and better handling? The ST is the way to go. Michelin Primacy all-season tires are competent enough for the task as a family SUV, and are remarkably quiet too. EPA fuel economy estimates are 20/27/23 (city/highway/combined), and I achieved 22 during my week-long test that was more focused on city driving.

There’s a full slate of drive modes easily selected with a knob mounted near the space-saving rotary gearshift, and while there isn’t an individual mode, there are a couple off-road options in addition to hill descent control for times when you take your Explorer… exploring. If your weekend and vacation excursions involve a boat or small camper, you’ll be happy to know the Explorer can tow up to 5,300 pounds when equipped with the 4-cylinder, and can bump up to 5,600 pounds if one opts for the EcoBoost V6.

Once inside the Explorer, the cabin is a no-fuss setup. Everything is intuitively designed, and touch points are placed throughout the cockpit. Ford’s Sync 3 infotainment system is installed in a reasonably-sized touchscreen, with Apple CarPlay and Android Auto ready to supplement your user experience. The instrument cluster has a big tachometer and speedometer, flanking a multifunction digital display that shows extra data points while allowing the driver to configure additional settings. Ford also supplies USB-A and USB-C ports in the concealable storage pocket ahead of the shifter and cupholders.

Thanks to a 198-inch overall length and 119-inch wheelbase, the Explorer’s cabin is quite spacious. Shoulder, hip, and headroom are considerable for the front two rows, and the six-seat configuration made for quick access to the third row. Third row legroom is a decent 32 inches, so adults could make quick drives stuck back there, but the seat is mounted low to the floor, so adult knees will be bent tightly. Ideally kids are going to be the third row occupants, and they’ll be fine. Cargo space is more than sufficient in the back of the Ford Explorer, and increases significantly with the third row seats folded flat.

The Good Points

Ford gave the Explorer a positive facelift for the sixth generation, making the fascia more sleek, adjusting the shape of the taillights, and giving the front a wider look. Putting some thought into rear seat access, Ford installed a rugged step to the outside of each middle row seat, adding stability while making the transition to the third row easier for those of us who have struggled to hop into that space.

The Explorer benefits from tons of places to store items of any size, which is nice for big families. If there’s a space in the dash or console, Ford found a way to make it useful. Kids can stuff their belongings all over the Explorer’s cabin, with plenty of spots to have McDonald’s fries hide and stink up the interior. The rear cargo area has the usual sort of hidden compartment with an optional storage organizer, and I like the additional side pockets designed into the floor for medium sized items like battery cables or a first aid kit.

A Couple Deductions

The Ford Explorer isn’t an eye-catching package, commonly overlooked by buyers who want a more interesting SUV. While its exterior lines are tidy, the Explorer isn’t particularly interesting. Even in its upper trim levels, I don’t love its looks, and in this crowded class of SUVs, there are more attractive competitors. I chuckled when I realized the name “Explorer” is printed on the exterior five times, with a placement along the lower body cladding of each front door, inside each headlight housing, and in the center of the tailgate. Just in case anyone wondered what this SUV was.

That simple theme is continued inside, with some somewhat basic themes and materials used throughout the cabin. Even after being updated in the past two years, the switchgear and panels aren’t wonderful. The seats could use a bit more lateral support too. If you care about nicer materials, particularly on the seating surfaces, upgrade to a Platinum or King Ranch Explorer.

A Basic SUV Isn’t A Bad One

The Ford Explorer might be somewhat simple, but it’s a humble SUV that fits the needs of many American families. It can be as nice or as basic as they desire, and has adjusted to meet demands of SUV drivers. Toting the kids to school and soccer practice doesn’t have to be done with style and luxury features, and the average family can appreciate an SUV designed with them in mind.

The segment might be filled with nicer models or cooler names, but the Ford Explorer gets the job done. It’s practical, has a price that meets modest budgets, is decently built, and offers good enough reliability from a name people trust. It’s hard to knock Ford for continuing to offer the humble Explorer for over 30 years, and I imagine it will continue to sell reasonably well for years to come.

Mercedes-Benz EQS 450+ Electrifies Luxury

Mercedes, review

The new kid on the EV block picks a fight with more established foes.

For several years, the first name that came to mind when considering a nice EV sedan was Tesla. Not to miss out on a ripe market, other manufacturers have introduced contenders that are starting to grab some of the EV market share. Mercedes-Benz wants a piece of the action too, and is finally rolling out an all-electric model in the States, after years of adding the EQ Boost 48-volt mild-hybrid system to plenty of its models.

With the Mercedes-EQ lineup, Mercedes is rolling out an assortment of EVs, but up until this point the American buyer has been left out. A couple crossover models have hit other markets, but the German marque has now decided to make a splash across the pond with a flagship sedan offering. It’s called the EQS, and no, it’s not just an electrified S-Class (which I recently reviewed). This is an all-new platform that’s going toe-to-toe with the Lucid Air, Porsche Taycan, Tesla Model S, and Audi e-tron GT (that I also tested). Where does it slot into this segment? I had to figure that out.

The Important Figures

In this EQS 450+ trim, Mercedes fits a single 245kW Permanently Excited Synchronous Motor (I giggled too) to the rear axle, producing 329 horsepower and 417 lb-ft of torque. Through a single-speed transmission, the EQS 450+ can sprint from 0-60 MPH in 5.9 seconds, and has a top speed of 130 MPH. Rear-axle steering is standard on the EQS, to give this big electric sedan greater agility. In the EQS 580, Mercedes ups the ante by adding another motor to the front axle, using its 4MATIC variable all-wheel-drive system. Coupled with a total output of 385 kW, it has 516 horsepower and 631 lb-ft of torque. Offering the same top speed as its 450 sibling, the EQS 580 4MATIC quickens the run to 60 MPH, taking just 4.1 seconds, while still utilizing a single-speed transmission.

At 205 inches long, the EQS has a three-inch shorter overall length than the S-Class I tested, but has the same 126-inch wheelbase. The remainder of its dimensions are nearly identical to the S-Class, but because of the supply of lithium ion batteries on-board, the EQS 450+ has a curb weight of 5,597 pounds, making it nearly 800 pounds heavier than the S580. Opting for the dual-motor EQS 580 will add another 300 pounds to the package. The load of batteries help give the EQS 450+ good range, offering 350 miles on a full charge, with the EQS 580’s range only dipping to 340 miles.

Pricing for the Mercedes EQS 450+ starts at $102,310, and the EQS 580 throws in a bit more standard equipment with its more potent powertrain, with a base figure of $119,110. The EQS 450+ I tested opted for the natural grain yacht-design trim, massaging and rapid heating front seats, adaptive ambient lighting, and the wildly cool MBUX Hyperscreen package to hit a total MSRP of $115,245.

City Cruising Improved

As one would expect from a top-end Mercedes, the EQS is a wonderful way to buzz around town. Rather than feeling like an appliance that simply moves from A to B, the EQS is a solid feeling luxury sedan that actually has some connection to the road. Thanks to a splendid adaptive air suspension, the EQS also minimizes any bumps along the street, but helps it glide over the surface in a manner that’s almost more distinguished than the S580 I just tested. I appreciate the quick adjustment to regenerative braking being controlled by the steering wheel-mounted paddles, and found that the normal setting (the middle of three modes) was ideal for daily driving. The drive modes offer the usual eco, comfort, sport, and individual setups, but there aren’t as many settings to tweak in the individual mode as Mercedes offers in the E-Class and S-Class, which really isn’t a big deal.

Due to much of its weight being placed low and between the axles, this electric Merc maintains a nicely planted feel when taking curves. Unlike the S-Class, rear axle steering is standard on the EQS, rather than optional, and the added 10º of steering assistance makes this big electric sedan signicantly more agile as it’s tossed into a quick sweeper. For drivers who do more canyon carving on the weekends in their EVs, the Porsche Taycan and Audi e-tron GT are definitely more fun to toss around. Because the powertrain is all mounted in the back, the EQS 450+ has a tendency to oversteer when applying the fun pedal on corner exit, which can also be attributed to the Goodyear Eagle F1 tires that Mercedes claims are range-optimized summer tires. On a rainy day, these tires were less than confidence-inspiring, and broke traction during city driving when giving the EQS more than 30% accelerator input.

Peak power being just 329 horsepower, the base EQS 450+ isn’t exactly fast, but the on-demand torque helps this EV move ahead smoothly. Mercedes is smart to offer a more tame variant for drivers who are more concerned about looking cool while enjoying a seriously composed ride in their electric luxury sedan. I suggest opting for the dual-motor EQS 580, to get the big increase in horsepower while benefitting from the added grip of all-wheel-drive. Performance junkies will be pleased to know there’s an upcoming AMG variant that packs 649 horses (with a quick bump to 751 in its race start mode) and 700 lb-ft of torque, helping it scoot from 0-60 in just 3.4 seconds while increasing the top speed to 155 MPH.

The cockpit of the Mercedes EQS is nearly identical to the S-Class, which is a good thing. Every component is designed with a refined yet cool look that will impress your coworkers when you drive to lunch. Because the EQS has the same wheelbase as the S-Class, it offers plenty of cabin volume for the front and rear passengers. The seats are more similar to the E-Class, and not as big and cushy as the S-Class, but are ridiculously comfortable. I like the front seats’ rapid heating and massaging modes, but this tester didn’t check the $1,580 winter package option box to add a heated steering wheel, windscreen, and rear seats. Trunk space is massive, and filling the hatch up is easy thanks to a power lift gate, but Mercedes doesn’t have a front storage space like its competition.

Not as insulated as the proper S-Class, the Mercedes EQS still provides a cabin quiet enough to allow its occupants to hear a mouse’s flatulence. To truly block out the world around the EQS, spend an extra $1,010 to opt for laminated glass and thicker insulation, and enjoy a cabin that’s more silent than a husband who just told his wife the new babysitter is cute. The added insulation also helps the brilliant Burmester surround system sound even more clear.

I’m not in love with the capacitive touch controls on the steering wheel and center console, but they aren’t terrible either. Wireless Apple CarPlay and Android Auto are standard, in addition to a mobile charging dock that’s placed inside a center console that has the smoothest operating cover. There are also six USB-C ports in the EQS, so everyone can charge their gear. On the safety front, Mercedes gives the EQS every system it currently makes as standard equipment, offering advantages over nearly any non-Mercedes on the market.

The Aspects of Being Electric

Mercedes invested considerable cash into the EQS, designing it on a unique EV architecture, as the first EQ model offered in the United States. The styling may not be the most appealing to some drivers, but Mercedes optimized the shape of the EQS to be extremely slippery against wind resistance. Possessing a wildly low 0.20 drag coefficient, the EQS is the most aerodynamic production car on sale. At first glance, the optional wheels fitted to my EQS tester look like simple 5-spoke ones, but a closer look reveals a clean pattern that incorporates a bunch of tiny three-pointed stars within a mesh design to reduce turbulence.

With 480v, 300A DC fast charging standard, the EQS 450+ can charged from 10% to 80% in just 31 minutes when hooked up to a 110 kW charger. With 350 miles of range on a full charge, the EQS won’t have to be recharged often, and has better range than a Porsche Taycan or Audi e-tron GT, but isn’t going as far as a Model S Long Range or Lucid Air Dream. If public charging is needed, Mercedes EQS owners get complimentary 30-minute charging sessions with Electrify America’s DC Fast-Charging stations for the first two years.

Public charging infrastructure still has a long way to go, but buyers in this tax bracket likely have a house with a garage where they can safely charge the EQS. Charging capabilities can be customized to your needs, depending on your schedule or charging truly needed, to better serve the longevity of the batteries. Mercedes’ navigation system can also be programmed to optimize charging times and routes along your road trip. In case a public charger isn’t easily available, Mercedes has a 110V charging cable included in the storage space under the trunk, but expect to wait 11 hours to get a full charge from 10%.

The Cool Luxury Treatments

While it has to be the Mercedes-EQ lineup flagship, the EQS is still showing that it can be cool. The body is neatly sculpted, even though its focus is on peak aerodynamic objectives. Every time I took the EQS out for a spin, it got plenty of positive attention. Even a new S-Class driver gave me the favorable nod when we were next to each other at a red light. The LED headlights fitted to the EQS are similar to the S-Class units, and the taillights are nicely swept around the tail-end with one thin brake light element across the trunk. I’m still mixed on Mercedes’ seamless door handles, which pop out as you walk up to the EQS, just like you experience on a Tesla Model S.

The seamlessly integrated central climate control vents are a neat design, wrapping around the front of the cockpit. Vents at the A-pillar look like machined turbines from a commercial airliner. Burmester speaker covers carry over the metal theme spotted in other Mercedes models too. Mercedes crafted a belt line that’s just high enough to make you feel like you’re in a sportier sedan, but inside the door panel, the EQS’ line actually flows slightly downward to improve the spacious feel inside the cabin with loads of visibility. Adaptive ambient lighting is standard inside the EQS, which is still the coolest I’ve experienced in any car, and the energizing comfort modes that blew my mind inside the S-Class are optional.

By far the coolest feature in the Mercedes EQS is the Hyperscreen. This technological marvel incorporates a 12-inch driver display, 17-inch infotainment screen, and a supplemental 12-inch display ahead of the front passenger all under one seamless 56-inch wide slab of Gorilla Glass. If the driver is using the main display, the passenger can utilize their screen to adjust setups without disturbing them. In the EQS 450+ the Hyperscreen is a $7,230 option, but it’s a standard feature in the EQS 580. Skip that option, and the EQS still gets a great MBUX displays that I liked in the conventional S-Class. The 3D instrument cluster is super cool too, especially when you have the central element as the map setting.

A Splendid Luxury EV Contender

With the EV sedan marketplace supplying drivers with a massive variety of options, each manufacturer has to find its sweet spot. Porsche and Audi may offer more enjoyable driving experiences on twisty roads, but Mercedes isn’t going after those buyers just yet. That will be a task for the new EQE that’s scheduled to arrive later this year. Tesla may boast massive performance figures, but the EQS is far better built inside and out. The other EV I have yet to drive is the Lucid Air, which looks to balance luxury and outright performance as well as Bentley, but with a wildly cool appearance and a big sticker price.

The Mercedes EQS plants itself firmly into an opening for a luxury car that happens to be fully electric, at a price that’s seriously attractive. Even fully loaded, the Mercedes EQS is less expensive than the S580 I reviewed. The EQS fantastic to drive for long periods, and treats its occupants to an interior worthy of a flagship. I think the EQS might convert some Mercedes S-Class buyers into EV drivers who want to take the leap while reaping the benefits of owning a proper Mercedes, which would be a massive win for the German marque.

This 2022 BMW M240i Is A Purple Pocket Rocket

BMW, review

An updated sports coupe gets plenty of improvements.

Proper M models from BMW are legit contenders in their respective classes, and to capitalize on this, the Munich marque was smart to slap a lighter version of that celebrated letter on several of its models. When the 2 Series got this treatment nearly a decade ago, the M235i was instantly hot. A bargain version of the iconic brand, offering some stellar performance for your enthusiast dollar. Sure, having more numbers after the M meant it wasn’t quite the hot model in the lineup, but BMW hit a sweet spot.

For 2022, the 2 Series coupe got an upgrade in both sheetmetal and powertrain, but the styling is going a different direction than its truly polarizing 3 and 4 Series siblings, while still testing the patience of BMW loyalists with its looks. Thankfully the exterior lines aren’t too edgy, and the numbers on paper catch the eye, but is this new 2 Series a true sportscar player at a price that’s easier to stomach?

The Important Figures

Under the 2022 BMW M240i’s hood is the B58, a twin-scroll turbocharged 3.0-liter inline-six–also found in the BMW M340i sedan–which cranks out a healthy 382 horsepower and 369 lb-ft of torque. A ZF 8-speed automatic is the only transmission (clutch your pearls, manual fans), and BMW’s xDrive all-wheel-drive is the default driveline too. With this powertrain, the M240i will sprint from 0-60 MPH in just 4.1 seconds, on its way to a 130 MPH top speed on all-season run flat tires (or 155 when fitted with optional summer performance tires).

BMW adjusted the 2 Series coupe’s dimensions for 2022, now sporting a 62.2-inch front and 62.8-inch rear track, which is nearly identical to the faster M2. A 2-inch longer wheelbase now measures 107.9 inches, and the weight distribution is 53.1/46.9 front to rear. The entry level 230i coupe is standard with rear-wheel-drive, and this quicker M240i comes with BMW’s xDrive setup that spins all four wheels. Due to possessing all-wheel-drive, the M240i conceals a bit more weight than the proper M2, tipping the scales at 3,871 pounds.

Because of its compact coupe size, the power it packs, and the price point, the 2022 BMW M240i has a mixed group of competitors. Cross shoppers could consider a Toyota Supra, Porsche 718 Cayman, or Audi S3, depending on which of those categories tickles their fancy most effectively. At a base price of $48,560, the BMW M240i catches plenty of enthusiasts’ attention. After ticking a few options boxes, and adding a stunning shade of Thundernight Metallic paint, this tester hit a total MSRP of $56,845.

A Compliant Cruiser

BMW is nailing the civility challenges some sports cars can’t overcome. The M240i is a fantastic daily driver, benefitting from the adaptive dampers from the last generation 2 Series’ M2 CS–that I called the best driver’s car BMW has ever produced–that provide a sublime city driving experience. Surprisingly, the M240i doesn’t feel as heavy as it truly is, and the adaptive suspension is the primary reason. There’s good responsiveness from the M240i’s suspension, but the tech softens any chassis harshness one would expect from a sporty coupe.

Electric assistance makes the M240i’s steering feel light yet sharp in its comfort and eco modes, and only gets properly heavy when put into the individual or sport modes. Now boasting all-wheel-drive, the BMW M240i offers greater confidence when the weather is less than favorable. In standard trim, the M240i comes with a square setup of 19-inch wheels wrapped in 225/40/19 all-season rubber, but this tester was fitted with M Sport 19-inch wheels with meatier 245/35/19 front and 255/35/19 rear Pirelli P Zero summer tires for added grip.

The turbocharged engine concealed beneath the M240i’s sculpted hood is a gem, offering plenty of smooth torque that helps it scoot past slower commuters effortlessly. While there’s sufficient power ready to consume lots of premium unleaded, BMW does have an eco drive mode to tame the throttle response and mapping, making the EPA fuel economy estimates of 23/32/26 more attainable. I like that each of the eco, comfort, and sport drive modes in the M240i can have individual configurations, giving the driver greater flexibility for dialing in the perfect setup for any driving mood. My errand running setup was in the eco pro mode, but I made the steering tighten up, and kept the suspension in comfort.

Once you slip into the driver’s seat, the M240i’s cockpit looks identical to that in the bigger brother BMW 4 Series, down to the thick-rimmed multifunction steering wheel. Even the console for the shifter, drive modes, and iDrive puck look like they were plucked from the upper segment BMW model. Similar to the 4 Series is the M240i’s infotainment and climate control cluster, which neatly includes easy to use controls.

A tasteful update over last year’s 2 Series, the materials in the 2022 BMW M240i definitely aren’t entry level, giving it an advantage over its rivals. For an extra $150, BMW gave this M240i cool aluminum tetragon trim too. Seats are big and plush, with good headroom and shoulder width up front. Legroom in the back seat isn’t great, but this is a compact coupe, so as long as your adult friends aren’t stuck back there for anything longer than a quick run to get a bite to eat they’ll live. Trunk space is plentiful in the M240i too, and if you need even more storage, the rear seats fold flat.

BMW’s adaptive cruise control is great, which I tested thoroughly on a couple Austin-area toll roads, but it’s part of the $1,450 driver assistance package that also includes extra parking assistance, a drive recorder, and a 3D surround view on the infotainment display. Wireless Apple CarPlay and Android Auto are standard in the M240i’s infotainment system, with a wireless mobile charging pad installed in the compartment which also conceals the cupholders. I suggest spending an extra $875 to upgrade to the Harman Kardon audio system, which sounds fantastic.

A Proper Back Road Plaything

It may not be a full-fat BMW M model, but don’t sleep on the M240i. Possessing under 400 horsepower doesn’t make big headlines in the sports car world, but don’t scoff at the M240i’s 382 peak horsepower output. The straight-six is pleasantly punchy, offering its peak 369 lb-ft of torque across a massive plateau from 1,800 – 5,000 RPM, allowing this purple machine to scream with ease. Could this enthusiast driver be happier with more power? Sure, but frankly the M240i’s power is more than sufficient. Exhaust notes from the M240i aren’t the most striking, but this M-lite model is supposed to be more composed than its proper M siblings, even if it’s apparent there are fake engine sounds being pumped through the speakers.

BMW’s choice to fit all-wheel-drive may have added weight over the front axle, but that is a compromise I’ll happily make because the upgrade certainly improves front-end stability when tossing the M240i into fast sweepers. If you’re really pissed about BMW having all-wheel-drive, you’ll be happy to know that the M240i will have a rear-wheel-drive option later this year. I expected a bit more understeer with all-wheel-drive, versus rear-drive 2 Series models I’ve tested in the past, but the M240i still likes to slide its ass-end, thanks to a bit of rear-wheel bias. The standard M Sport rear differential effectively manages slip angle too, making it exit any corner smoothly even if you’re heavy on the throttle.

My sport individual setup put the engine and transmission in sport plus, steering in sport (because sport plus just seemed a little too heavy and sensitive), but like every other grumpy 40-something reviewer I stuck the dampers in comfort. Unless you’re on the smoothest track, keep the suspension in its soft mode, particularly as the adaptive suspension will perfectly compensate for any bumps while providing the perfect amount of firmness faster than your synapses fire.

BMW says this new M240i has more negative camber than the last generation, helping the Pirelli contact patch stick where it’s supposed to in the corners. I still don’t love the P Zero, and will continue to crave the Michelin Pilot Sport 4S as the all-around rubber champ until something better comes along, but the Pirellis held up quite well when I gave the M240i a good thrashing session along a twisty road just outside of Austin. The bright blue calipers clamping on steel rotors didn’t get too hot during fun sessions either, and the pedal feedback was bang-on.

The M240i’s revised front end sports new kidney grilles–which thankfully aren’t massive like the M3 and M4–that incorporate air flap control to reduce drag when the engine is running at optimal temperatures while sliding open when additional cooling is required. Out back, the M240i gets a neatly integrated rear lip spoiler. While crafting a new body design, BMW claims it reduced the M240i’s lift by 50% thanks to optimized aerodynamics.

The Pros And Cons

Thank you, BMW, for offering the M240i with this wildly cool paint as the launch color. Thundernight Metallic isn’t just a cool name, but the deep purple shade has a great amount of metallic flake mixed in to create a stunning look when any dose of sunlight hits it. Reshaping the new M240i was an overdue task, and this finished product has mixed results. Overall, the look is good, and the more pronounced fender flares give this compact sports coupe a more muscular stance, but BMW didn’t get the fascia right. The new kidney grilles are cool and functional, but I don’t understand why the angled side vents are so big and sharp. Then there’s the tail end. Much like the front, the lines seem too edgy, and slightly cheapen the look of this upmarket sports car.

Details around the M240i have some positives. I like the new adaptive LED headlight housings, which have circular lighting projectors within the sharper housings. The texture worked into the daytime running light element is futuristic too. Gray metallic caps are used over the side view mirrors, offering a hint more contrast to this compact BMW’s body, and the shadow line trim around the bumpers and grilles is a nice feature. The M240i’s seats are comfortable to spend hours in, and subtle in appearance, as opposed to the ones fitted to the M3 and M4. I also like the blue contrasting stitching that completes a sporty look.

There are a couple points deducted in the cockpit. I am not a fan of the gauge cluster. It is now a fully digital display that can be customized, but the needles for the tachometer and speedometer are tiny, and the numbers all blend together too easily. Nothing about them truly stands out to make a needle nor number clearly visible. Drive modes have individual buttons, so you have to take your eyes off the road to make sure you’re pressing the correct one. I wish there was a knob for this function, like there are in other German sports cars.

The climate control system doesn’t have a sync button on the dash, so if you want to align all the ventilation, you have to tap the A/C menu button and make a couple extra adjustments on the infotainment screen. Buttons are also less than intuitive on the steering wheel, with the roller used to change menus on the gauge pod, rather than adjusting volume. Instead that’s done with the + / – buttons. Those last two items are small complaints though.

A Great Little Sports Coupe

BMW gave the M240i a great stack of updates for 2022. Its power is plentiful, the steering is precise, and the handling is fantastic. The new M240i’s exterior appearance may not be as tidy as its predecessor’s, but the refreshed body is more stylish without being as polarizing as the M3 or M4. The M240i may not offer flashy stats like its bigger M siblings, but there’s more than enough performance to satisfy this enthusiast. I won’t deny that I look forward to reviewing the next iteration of the M2 and its faster variants, but this lesser M model still ticks plenty of boxes.

When I evaluate the M240i’s capabilities, its compact packaging, and its sub-$60,000 price, I compare it to BMW’s E46 M3. Still one of my favorite performance cars from the early 2000s, it offered stellar performance at the right price, with proportions that nailed it for me. When viewed in that light, the M240i is a modern interpretation of that iconic analog driving gem, ready to put a massive grin on your face as you conquer a twisty road, and I think that makes it a big hit.

The 2022 Honda Civic Si Keeps It Real

Honda, review

The updated bargain sport sedan still hits its marks.

Since the 1980s, Honda has cranked out the ideal fun car for those with more modest budgets, in the form of the Civic Si. When it first arrived, the Civic Si was a compact hatchback with a slight bump in performance over its normal offerings, focused on the driver who wanted a little more enjoyment from their weekday commute and weekend drives. Having previously owned three earlier generations of the Civic Si personally, I was easily the target demographic that loved what Honda produced in the segment.

When I tested the 2020 variant of the Si just over a year ago, I thought it was the best way to spend $26,000 on a new car. It may have had some edgy styling cues that would please the youths more than the responsible adult, but Honda sold tons of them. Now in its eleventh generation, the Honda Civic has moved upmarket inside and out. With fresh exterior lines that resemble those of the Civic’s Accord big brother, the 2022 model tidies up its appearance with a more mature look, but underneath it still possesses the goodies the fun driver wants. To see if the new Civic Si was still holding up its reputation, I gave it a fun test around the streets of Austin, Texas.

The Key Specs

For 2022, Honda built an all-new Civic, and when I drove the top-end Touring trim last fall, I thought it was a great new edition of the best-selling compact sedan. Carrying over the majority of the powertrain from the 2020 Si, this new one has a retuned version of the 1.5-liter turbocharged 4-cylinder that 200 horsepower at 6,000 RPM. In revising the Si’s engine mapping, the 2022 model’s torque curve is wider, with its peak 192 lb-ft of torque available 300 RPM sooner, and staying steady from 1,800 – 5,000 RPM. Unlike its early versions, the 2022 Honda Civic Si is not the high-revving VTEC screamer of those B-Series years, now having a redline of just 6,500 RPM.

A 6-speed manual is the only transmission in the 2022 Civic Si, hooked up to a lightweight single-mass flywheel and helical limited-slip differential to drive the front wheels. In spite of having a more flexible power band, the 2022 Si accelerates from a standstill slightly slower than the car it replaces. Now hitting 0-60 MPH in 7.1 seconds, and tripping the lights at the end of a 1/4-mile run in 15.3 seconds, the 2022 Si isn’t going to leap off the page, but Honda isn’t focused on winning drag races with this new Civic.

Competing with the VW Jetta, Subaru WRX, and Hyundai Elantra N, this new Si has some strong rivals in the bargain fun sedan segment. As one would expect from an all-new model that takes on a bunch of upgrades, the 2022 Honda Civic Si price is up around $2,000 versus the 2020 model. Thankfully Honda makes pricing simple, with one factory option being stickier summer tires over the standard all-season performance rubber. The 2022 Si’s base price is $27,300, and the HPT (high performance tire) option adds just $200. This tester added Blazing Orange Pearl paint, for another $395, to hit a total MSRP of $28,910 after destination.

A Daily Driving Sleeper

Act surprised, a Honda Civic Si is great to drive as a city car. The turbocharged engine is punchy enough to make your errand runs run, without exhibiting the erratic energy of a heavily caffeinated terrier. Jumping onto a freeway is definitely enjoyable, with enough power to effortlessly scoot past slower moving traffic. Opt for a shade a paint more subtle than this orange example, and you’ll easily sneak up on fellow motorists who underestimate the fun this Si packs.

Because its powerplant doesn’t have to rev to the stratosphere to make its power, as opposed to earlier Si models, the 2022 Honda Civic Si offers good flexibility across its rev range without the need to downshift if you’re under 4,000 RPMs. Keep the Si in the normal drive mode, and the throttle response is composed and light, making it easier to achieve the EPA fuel economy estimates of 27/37/31 (city/highway/combined) MPGs. I was a bit more playful during my week-long test in the Civic Si, and only averaged 27 MPGs.

Though its suspension includes plenty of upgrades to improve its performance on more fun stretches of pavement, Honda didn’t make the Civic Si too firm when completing more typical errand runs and commutes to the office. Gone are the adaptive dampers I appreciated in the last generation Si, and I suspect this was to reduce costs. I was shocked Honda included them in a car that was under $30,000, and hoped they’d stick around in this all-new Si, as they worked nicely to calm bumpy city streets while offering more confidence when playing behind the wheel of the Si. With a hint of electric assist, the Civic Si has light yet precise steering feel, and the leather-wrapped wheel fits neatly into my hands.

The 2022 Honda Civic Si receives the same cabin upgrades as the standard models, getting hardware that a new Accord driver would recognize. The new infotainment touchscreen measures 9 inches across, and the updated instrument cluster features a new 7-inch LCD setup with customizable gauges. Wireless Apple CarPlay and Android Auto are standard equipment pumping through a new 12-speaker Bose audio system, which Honda claims is the best system ever featured in a Civic Si. Sticking with USB-A ports, Honda provides a pair of them just ahead of the shifter, where there’s a good cubby to toss your phone, keys, and any other small items.

Practicality is still at the high Honda standard, with plenty of storage space (and big bottle holders) in the doors, center armrest, and in the trunk. Properly functional cupholders are placed between the seats, with good depth to keep a massive fountain drink cup stable. Legroom and headroom are great for back seat passengers, thanks to Honda adding 1.4 inches to the Civic Si’s wheelbase, now a class-leading 107.7 inches. There isn’t much in the way of lateral support for the back seat, so don’t get too wild when running to lunch with a couple coworkers in the Si.

Those who care about safety will be happy to know that Honda still makes its Honda Sensing® suite of driver-assistive and safety technology standard, and added traffic sign recognition and a driver attention monitor to the 2022 Si. A couple under-appreciated features are Honda’s adaptive cruise control that smoothly maintains speed without that rubber band sensation, and the lane keeping assistance system that continually centers the Civic without that ping pong effect between the stripes.

Keeping Up A Sporty Reputation

Days of the wrapping up the tach to get any fun out of a VTEC engine are gone, and the 2022 Honda Civic Si allows the driver to enjoy some punch at nearly any RPM. Sure, this 1.5-liter engine loses some revs, but Honda figured out that the enthusiast will appreciate some available torque that doesn’t resemble the low-end output of a weed eater. Honda also says it revised the engine’s power to not taper off as the tachometer needle surges past its peak output, while also sharpening throttle response. The result is a good little motor that still likes to rev, but provides some good pull when you want it to take off at lower RPMs.

Like most sporty cars, Honda gives the 2022 Civic Si a drive mode selection for normal, sport, and individual modes, although the individual one doesn’t have many variables to toy with. Thankfully there is good separation between the sport and normal modes, giving this updated Si noticeably different moods. It won’t blow the doors off many cars at a red light, but that doesn’t matter to me. The power band in the Si is smooth, and the engine is a joy to set free. Tight gear ratios provide a little extra punch without falling out of the boost too easily, and the exchange of each through the new shifter is nothing short of exceptional.

When I drove the Civic Type-R Limited Edition last summer, I thought it had the best shifting this side of a Porsche 911 GT3, and the Civic Si exhibits very similar directness and a positive click, with 10% shorter throws than the 2020 Si. The leather-wrapped aluminum knob is not only cool looking, but fits my hand perfectly. Clutch engagement is simple and clearly established, and I praise Honda for sticking to its roots by only offering a stick in the Civic Si. The 2022 Si now has rev-match control to keep the RPMs in the sweet spot, while make you look cooler when downshifting with a friend in the passenger seat. Speaking of seats, the front buckets in the Civic Si keep you planted when flogging this quicker Civic.

The new Si’s suspension sports stiffer springs (8% stiffer in front and 54% stiffer in the rear), firmer dampers, and its anti-roll bars are thicker (27 mm hollow front and 18 mm solid rear) than a standard Civic, translating to fantastic sensations on twisty roads. Borrowing the front and rear compliance bushings, upper arms and lower B-arms from the Civic Type-R, the Si is ridiculously composed in the bends. I just wish Honda didn’t get rid of the fantastic two-mode adaptive dampers the last generation benefitted from. Steering feel is improved using a 60-percent stiffer torsion bar connecting the steering shaft to the steering rack pinion gear. Thanks to an extra half inch of rear track and a 1.4-inch longer wheelbase than the 2020 model, the 2022 Civic Si allows the driver to toss it around with greater agility. Lateral grip is surprisingly high in the 2022 Si, shrugging off the understeer you’d expect from a front-wheel-drive compact car. Attribute much of that stability to the limited-slip diff, and Honda’s tinkering with the steering system that greatly improves feedback in the bends.

I appreciate Honda offering sportier tires as a factory option on the Civic Si, but I’m not a big fan of the Goodyear Eagle F1 rubber that’s wrapped around the cool black 10-spoke wheels. While they’re more than confident in the corners, with a square 235/40R18 setup, the noise level is a bit high. I love the Michelin Pilot Sport 4S over damn near any tire, but understand that every OEM isn’t going to equip them. Maybe Bridgestone’s 5001 would be a good alternative, like I’ve tested on a few affordable fun cars. An upgrade over previous generations of the Si, this 2022 model gets bigger brakes than the standard Civic models, now with 12.3-inch front rotors (up 1.2 inches), and 11.1-inch rear rotors (0.9 inch larger). If your weekend plans include track or autocross duty, you’ll want to upgrade the pads and fluid, as a longer stint of tossing the Si got the brakes to exhibit a bit of fade.

Rather than being a bit over-the-top like its Type-R sibling, the Civic Si receives more subtle styling. Honda wants people to recognize the Si as a fun variant, and I appreciate that its packaging is more tame. Simple badges adorn the decklid and front grille, and a reasonable black rear lip spoiler is fixed to the trunk. Even the exhaust pipes are more civil on the 2022 Civic Si, using a small tip on each side of the rear bumper, a departure from the big central trapezoidal outlet that was fitted to the 2020 model. The note resonating from the exhaust isn’t exactly gnarly, but at least the turbocharged Si isn’t totally muted in an era of OEMs being concerned about melting glaciers.

Some Pros And Cons

Revising the Civic Si’s looks was a smart move by Honda. The 2022 Si can attract slightly more mature buyers who still want a fun yet practically priced car. Gone are the aggressive and downright pointless exterior angles, replaced by smoothly flowing contours from nose to tail. The Civic Si’s cockpit is neatly upgraded too, getting a smaller version of the good steering wheel from the Accord, which utilizes physical switches and buttons for the audio and cruise control system. Deviated red stitching completes a sporty effect too. Honda is now offering a cabin that’s as nice as the one in the VW Jetta, and is definitely better sorted than its Subaru and Hyundai rivals.

The Si’s front seats are woven with sporty red cloth centers, get black Alcantara outer sections, and are pulled together with red stitching. Not as flashy as the seats in the Civic Type-R, the 2022 Si’s are slightly calmer. This theme carries over to the door cards, competing a tastefully fun interior. My one gripe with them is that Honda got rid of the heated function to the front seats, which was a standard feature in the previous generation Si.

In its effort to move upmarket, the Civic gets a few treatments from its Accord big brother, including a similar instrument cluster. I’m not in love with this gauge pod, as it’s a bit too spartan. The last Si had a more prominent speed display in the center, and the overall look of the cluster was more sporty. Now it’s kind of plain. With a huge amount of cargo space in the trunk, the Civic Si can haul a ton of your stuff, with added capacity when folding the rear seats 50/50. I just wish there was a bit more versatility and compartments in there, to better stash smaller items away.

A honeycomb design element is featured in the quick Civic’s front grille, and there’s a hint of that look used in the cabin’s vents. While they’re cool at first glance, what’s lacking in the Civic Si is dual-zone climate control, which was standard in the last generation, and is only available in more nicely-appointed Civic trim levels. As someone with a frequent passenger who’s often colder than me, that’s a big feature to delete, Honda. At least the control knobs for the climate control system have a nicely textured finish and a positive detent.

Still The Affordable Fun Car You Want

Honda has continually upgraded the Civic Si with each new generation, but it maintains its identity. It’s a blast to drive, offering enough power for a car of its size, boasting plenty of grip in the corners, and has one of the best manual shifting experiences available. At the same time, the Civic Si is still the practical sedan you expect from Honda.

I can’t help but offer a tiny gripe that Honda has taken away a few creature comforts while bumping up the price a couple grand. In the past generations, the Civic Si was a steal in its class, offering a load of standard equipment and performance for less cash than its competitors. While sneaking in at just under $30,000, which is on-par with its rivals, Honda still delivers a great value play with the Civic Si, and it’s definitely the fun compact sedan I’d opt for.

Evaluating The Land Rover Defender 90 As It Was Designed To Be

DriveTribe, Land Rover, review

No mall crawler, this 2-door Defender gets a proper off-road test.

Decades of adventures around the globe give the Land Rover Defender credentials few vehicles can match. During its more recent history, Land Rover has become a brand synonymous with well-heeled drivers who want a luxury vehicle in the city that can occasionally lug things around on the farm, but there are still plenty of people who know what it’s capable of. When this new Defender was released, Land Rover set out to bring back that popular off-road status back into focus while still delivering a composed city cruiser.

When I gave the new Defender 110 an initial test earlier this year, I was limited to gathering my impressions in the city without going off-road, as a winter disaster hit Texas during my time with it. This massive storm covered the Lone Star State in unprecedented amounts ice and snow, took out Texas’ flawed power grid, and after over a week with millions of people without power or running water, energy companies continued to achieve record prots rather than investing in equipment and winterization improvements, and government officials either remained silent–or tucked their tails and skipped town to seek warmer conditions–as hundreds of people lost their lives while freezing inside their own homes.

To keep the roads clear, and allow emergency workers to serve their communities, I scrapped my plans of taking the Defender 110 to a favorite off-road park to evaluate its capabilities. As I step off my soapbox, I’ll state that I was fortunate to remain safe throughout the winter disaster, though I did lose power and water for several days. Since then, Land Rover released the two-door Defender 90, and offered me a chance to pick up where I left off.

The Useful Specs

Land Rover ships the Defender as either two- and four-door models, named the 90 and 110, respectively. In the previous generation, those numbers indicated the inches of wheelbase for the Defender. Though the proportions have grown for the new Defender– with the 90 now sporting a 101.9-inch wheelbase and overall length of 184 inches, and the 110 boasting a 119-inch wheelbase and 197-inch overall length–Land Rover opted to maintain its previous naming conventions.

Base trims of the Defender can be equipped with a 2.0-liter turbocharged four, producing 296 horsepower. Just like the Defender 110 I reviewed earlier this year, the two-door 90 model shown here–known as the P400 option–is powered by a 3.0-liter turbocharged inline-six, supplemented by a mild hybrid pack, making 395 horsepower and 406 lb-ft (550 Nm) of torque. Mated to an 8-speed automatic transmission, the Defender is driven by all-wheel-drive and a 2-speed transfer box intended for your off-road excursions.

Starting price for the Land Rover Defender 90 in its S and SE trim levels actually start a hint higher than its 110 sibling, with a bit more standard equipment, at $52,300. Other trim levels include X, X-Dynamic, and a 518-horsepower V8 selection that loads up the features list while hitting a sticker price just over $100,000. The Pangea Green First Edition model–which packages together plenty of popular options into a middle of the road trim level–I tested has an MSRP of $64,100, and after adding a tow hitch receiver, off-road tires, and the destination charge, the total price as tested hit $66,475.

THE URBAN ADVENTURE VEHICLE

Despite its large proportions and a commanding presence, the Land Rover Defender 90 is remarkably composed as a city driver. Both Defender models I’ve driven have been equipped with the optional–and truly sublime–adaptive air suspension which easily masks the 5,000-pound curb weight as this Land Rover glides through the concrete jungle with only the slightest bit of body roll.

Contrary to my initial concerns for a massive SUV equipped with Goodyear’s All-Terrain Adventure rubber that’s more suited to unpaved surfaces, the Defender 90’s electric- assisted power steering was precise and offered the ideal amount of steady feedback, while needing little elbow grease to maneuver. It may resemble the utilitarian look and target demographic of the Mercedes G-Class–which I gave good marks during a recent review–but the Defender exhibits far better on-road manners at a significantly lower price.

The mild-hybrid powertrain is eortlessly smooth, delivering a subtle shove when you apply the Defender’s throttle. The P400 powertrain is great, even if a 0-60 MPH sprint in 7.6 seconds isn’t impressive, but the Defender has a sucient amount of power and torque according to this enthusiast driver. There are plenty of people who will spend more money to opt for the new V8 Defender if they don’t think the P400 is quick enough.

Moderate use of the go pedal will make it easier for the Land Rover Defender to hit its EPA estimated 17/22/19 MPGs. While the cabin is exceptionally quiet, I still appreciate hearing the slightest rumble from the Defender’s straight-six. The two-door Land Rover’s 8-speed automatic changes gears at an imperceptible level, rounding out a rened driving experience.

Interior treatments in the Defender 90 are a nice ensemble of functional and stylish materials. There are ways to increase your level of luxury, but I like the mixed materials in this First Edition trim that’s exactly like the cockpit in the Defender 110 I previously reviewed. The Defender’s interior is denitely nicer than the upgraded trim you can get inside the Ford Bronco I evaluated this summer, which is still good for its class. Heated memory front seats are standard, and seat ventilation is available in upper trim levels. With the folding fabric roof fitted, rather than the panoramic glass sunroof, I liked driving the Defender with its cabin totally exposed to the sun and sounds of the city.

Land Rover claims the Defender 90 can seat 6 if you opt for the front jump seat–as my tester had–having three occupants up front and out back, but a tiny child would be the only person to sit in the middle of either row. The Defender 90 is a cool package with good proportions in its two-door form, but most drivers will benefit from having easier entry to the back seats while utilizing added cargo space found in the four-door Defender 110. Even though the boot space isn’t great in the Defender 90, the rear seat folds down 40/20/40 when more storage is needed.

Tech equipment is plentiful in the Defender, with a big and customizable instrument cluster, a 10-inch infotainment screen featuring JLR’s PIVI Pro infotainment UI that’s supplemented by Apple CarPlay and Android Auto, and featuring sounds that pump through a 400-watt Meridian audio system. The Defender also has plenty of USB-A and USB-C outlets spread throughout its interior, for all your devices. Because rearward visibility is compromised by the optional spare tire mounted to the tailgate, Land Rover supplies a digital screen feature in its rearview mirror, which works in harmony with a high-resolution camera mounted atop the Defender. It does take a bit of getting used to, since it’s not a true representation of the distance between you and the car behind you, but it does a good job.

TOUGH YET USEFUL DETAILS

Maintaining a classic Defender appearance while incorporating a new Land Rover design language, the shape of the Defender 90 is cool yet refined. The fascia is impactful yet upmarket, and the fenders are ever so slightly around the meaty tires to give a muscular impression. Atop the hood are rubbery trim panels that allow you to make the spot a workspace without the worry of your stuff slipping off. The tailgate is still a flat surface, and there’s a cool nod to the old Defender’s taillight design that now uses LED strips around the edges with updated lighting components to add a modern finish.

Seating surfaces have a combination of durable leather and textile to offer a hint of luxury while being easy to clean whether you’re wiping up your kid’s breakfast or mud you splattered on the trails. Floors are rubberized for quick cleanups, and all-weather mats have deep walls to help keep any mud, sand, or water from sneaking under the Defender’s seats.

The dash and top of the interior door panels are treated with a rubberized material that looks like a blend of Alcantara and leather, which has a soft touch. Neatly incorporated into the dash panel are a set of pockets and shelves, perfect for stashing smaller items when you’re out exploring. I also like the exposed fasteners in the door panel, showing the trim fitted to the exterior color-painted metal.

DOMINATING ANY TERRAIN

Proving its worth in the great unpaved domain, the Land Rover Defender 90 and I headed to Hidden Falls Adventure Park, about an hour’s drive from the bustle of downtown Austin, Texas. Having evaluated the Ford Bronco along these trails this summer, I wanted to see how a more luxurious and slightly better equipped Defender 90 got along. In this environment, the Defender exhibited its off-road prowess in demanding conditions.

With a quick tap of a button next to the climate control system, the Defender temporarily converts the passenger side temperature knob into a dial to engage its terrain response modes, and opens up its 4×4 settings on the infotainment screen. Offering several dedicated terrain modes (including rock crawl, grass/gravel/snow, mud / ruts, and sand) in addition to allowing a custom conguration, Land Rover makes it simple to dial in the Defender to conquer any surface.

There are also quick buttons to engage the hill descent control and lock the differentials as you see fit. Once you’re in any of the off-road drive modes, the infotainment screen will activate its cameras, offering a wide angle front view, in addition to this view with side views provided by cameras mounted under the side mirrors. I found that trio of displays vital when working the Defender along some trickier paths that were lined with rocks and brush.

While exploring a good variety of terrains at this off-road park, I was able to quickly swap between Land Rover’s modes and test them all. I would also set the ride height to its tallest setting, to avoid damaging any of the Defender 90’s undercarriage. Over moderate rocky stuff, I could simply keep the Defender in its comfort mode with the suspension raised, and this SUV wouldn’t stress at all. As the incline increased, and texture got more dramatic, the 20-inch Goodyear All-Terrain Adventure tires easily grasped the surface, and steadily worked the Defender onward.

When crawling over rocks, the Defender 90 (fitted with its air suspension) has 38º approach and 40º departure angles, and thanks to its shorter overall length and wheelbase versus its big brother Defender 110, the breakover angle bumps up from 28º to 31º. Overhangs are 38 inches up front and 45 inches in the back. Ground clearance is 8.9 inches with the coil springs, and increases to 11.5 inches in the most aggressive off-road setting when equipped with the air suspension. The Defender 90’s maximum angles for ascent, descent, and traverse are all 45º. Should you approach a stream, you’ll have no issues wading through water up to 34 inches deep, and the infotainment screen lets you see just how much wet stuff you’re working through.

I gave the Defender 90 an extensive test alongside a few friends in other off-road customized vehicles, and this Land Rover stood above them all, while impressing a few other park patrons in wildly kitted-out Jeeps who initially scoffed at this class of vehicle invading their turf. I’m an amateur off-road driver at best, and in no way did I feel uncomfortable pushing the Defender along technical trails that blended variations of mud, rocks, sand, and some massive water puddles because it was so capable and easy to drive. Purists may say that the hardware and tech Land Rover offers takes away from the experience, but I’d rather reduce my stress along a rocky path and be able to fully enjoy the trek.

THE ULTIMATE SUV MORE PEOPLE SHOULD PROPERLY EXERCISE

After giving this Land Rover two-door setup a complex test both in the city and along some rocky trails, I still feel that the Defender is the best off-road SUV you can buy, with abilities on the trails that easily match up with the Ford Bronco I loved, but with higher levels of renement in the cabin and on any streets you cruise along. It may cost more than the Bronco, depending on which trim level and options you desire, but the Land Rover Defender has a price point to satisfy many buyers’ demands and budgets.

Realizing that the vast majority of Land Rover buyers will only use them on the street, and barely explore the highest off-road competencies, that won’t stop me from telling you how exceptional the Defender is when you wander away from your comfortable city life. If you decide to make the Land Rover Defender your daily driver, I beg you to make sure to exploit its off-road capabilities–and tackle new adventures–as often as possible. You’ll be glad you did.