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New Toyota C-HR to be unveiled on June 26th

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New Toyota C-HR to be unveiled on June 26th

This is the first official picture of the new 2024 Toyota C-HR – now confirmed to make its full world debut on 26 June 2023.

It’s another compact crossover, with the emphasis firmly on style over space: a swooping roofline is clearly visible in our unofficial photographs of the next-gen C-HR and this teaser pic shows the on-trend full-width light bar, illuminated here to spell out the model’s name in full.

No details have been formally announced ahead of the premiere. A statement said: ‘Toyota is pleased to announce that the all-new Toyota C-HR will make its world debut on 26 June. The premiere event will reveal a sophisticated, compact SUV with edgy design and advanced technologies.’

The new 2024 Toyota C-HR: what you need to know

We’ve already papped pre-production prototypes of the forthcoming Toyota C-HR testing at the Nürburgring circuit in Germany (below). In many ways the hybrid crossover follows on from the bold design of the new Toyota Prius – though there is one key difference: this model is actually coming to the UK.

Strong sales of the C-HR have outshone the Prius significantly over here, meaning it’s this car that’ll hit UK shores in late 2023/early 2024 – not the Uber drivers’ favourite hatchback.

The pre-production prototype pictured here has been lightly disguised, but it’s still possible to make out the bold styling already seen in Toyota’s Prologue concept (which you can read more about below). The 2024 Toyota C-HR production car features an aggressive, hammerhead-shaped headlight signature, and pairs it with rear lights that stretch across the back of the car.  There’s less to report inside the newcomer’s cabin, though it looks to carry on the theme in contemporary Toyotas such as the bZ4X.

The pictures are less clear, though a decent-sized touchscreen clearly takes pride of place in the middle of the dash.

Any technical info yet?

Nothing specific, but Toyota has already confirmed that the new C-HR will be offered as a plug-in hybrid – called the Toyota C-HR Plug-in – as well as in the present version’s self-charging hybrid form. Even the latter is likely to get an upgrade to match the latest hybrid advances coming to the Corolla range in 2023. There is, however, no word yet of a fully electric C-HR. As before, the new model will be built and developed in Europe with European tastes in mind.

Keep reading to find out more about the new 2024 Toyota C-HR – and the full story behind its concept car.

Toyota C-HR Prologue concept: decoding all the clues

The Toyota C-HR was an unexpectedly pleasant surprise when it launched in 2016 and it went on to win Car of the Year from Parkers.co.uk.

Product of Toyota’s European Design Development centre – ED2 – in France, its well-resolved SUV-coupe appearance and deeply honed driving experience set the tone for what Toyota has subsequently become over the last few years. This Toyota C-HR prologue concept previews the new one.

Which is, at least some of us think, genuinely exciting. For Toyota is no longer just a builder of exceptionally reliable cars but ones you might actually desire to own. And with ED2’s foot on the gas for this second-generation model, we could be in for further pleasantries here.

Hold on. I thought Peugeot’s ‘Coupe Franche’ colour schemes had died a death…

It’s tempting to write off the C-HR prologue’s blackened bottom end as some sort of concept-car fancy, but Toyota says this ‘tri-colour’ approach – the third being the ‘sulphur’ accent, most obvious on the roof spoiler – was conceived as an ‘option’ right from the very start of the project.

Use of option perhaps implying we might see something similar in production. For make no mistake, this concept does pave the way towards a production version – Toyota describing it as ‘a first – but very real – vision of a car that will soon be turning heads on roads across Europe.’

That’s the new, second-generation Toyota C-HR now being unveiled in June 2023.

Other notable details about the new design bound for production include the ‘hammerhead’ front end (check out the images looking down on the bonnet for an explanation of that one), smaller grilles and sleeker headlights. The entire thing is intended to appear ‘shark-like – keen and piercing, with a sense of being ready to surge forwards’, claims Toyota (rather excitedly), while as with the current C-HR there is also a heavy diamond theme.

Is the new Toyota C-HR any roomier inside this time?

There are no official pictures of the inside yet, but Toyota is promising a more practical interior.

This despite efforts to also make the new C-HR into something visually sportier. All will be revealed on 26 June 2023.

source: carmagazine

2023 BMW 740i First Test: Performance and Luxury all in one!

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2023 BMW 740i First Test: Performance and Luxury all in one!

The base version of BMW’s latest top-shelf sedan is plenty powerful, but can it stack up to the available V-8 and EV?

When it comes to purchasing a flagship sedan, there are several factors you need to consider. Is it luxurious enough? Does it boast the latest in technology? Does it have enough power? The 2023 BMW 740i more than delivers on the first two fronts when properly optioned. But with the new BMW 7 Series lineup also boasting twin-turbo V-8 and all-electric power plants, does the six-cylinder-equipped 740i have enough oomph to motivate the monied masses?

BMW 740i 0-60-MPH And 1/4-Mile Times, And Handling Results

We wondered the same thing when we first put our foot into the 2023 BMW 740i’s throttle and woke up its 3.0-liter turbo inline-six with 375 horsepower and 383 lb-ft of torque (the car’s 48-volt mild hybrid system can temporarily boost torque to 398 lb-ft). It’s not neck-snapping, but it’s more than snappy enough; we recorded a 0-60-mph time of 4.6 seconds using the launch control feature. The big BMW sedan’s quarter-mile time is respectable, as well, with a best 13.2-second run at 106.5 mph. That’s not miles behind the all-electric, all-wheel-drive BMW i7 xDrive60 we just tested (4.3 to 60 mph and 12.6 seconds at 115.3 mph).

Halting the 4,863-pound 740i took just 107 feet, with little brake fade after repeated hard stops. The brakes are tremendous, as long as you don’t get greedy. That number was two feet shorter than the i7’s stopping distance, though the BMW EV is roughly 1,200 pounds heavier than the 740i, with bigger brakes.

When it came to our dynamic tests, the 2023 BMW 740i wasn’t extraordinary, with a 0.86 g (average) number on the skidpad and a Ride n Drive figure-eight time of 26.0 seconds at 0.71 g (average). Both of those numbers were handily bested by the i7 xDrive60 (0.95 g and 24.5 seconds at 0.78 g). But we found the 740i’s overall performance envelope to be better than expected. This big sedan can dance pretty well; it’s quite quick across the middle of the figure eight, and the chassis is impressively controlled thanks to the fancy dampers and active anti-roll bar.

Capability, Meet Luxury And Technology

Given its powertrain, the 2023 BMW 740i isn’t a blazingly fast super sedan, but it’s more than capable in most any day-to-day situation, and for those who care, it’s actually somewhat efficient for its size at 25/31/27 city/highway/combined mpg. On concrete highways and byways, the 740i had more than enough go for any situation, with a smooth transmission. Pull the boost paddle and it provides a multi-second burst of wild-child power, complete with a head-up-display light show. Press the Sport setting and the car’s character changes significantly. The gears hold longer, and its reworked air suspension, dampers, and active steering all tighten up substantially.

At speed, its dazzling cabin was one of the most isolated we’ve ever been in, and that includes the Bentleys and Rolls-Royces of the world. Wherever you look, there are high-end touches, from the glass dials and switchgear to the intricate metal grillwork of the $4,800 Bowers & Wilkins sound system (it also “excites” the seats to amp up a 4D experience) to the “Interaction Bar,” a sleek backlit crystalline structure that bisects the dash and houses several vehicle controls. The 740i’s curved display with a 12.3-inch instrument panel and 14.9-inch touchscreen that showcases BMW’s iDrive 8.0 is also duly impressive, though as we’ve outlined in previous stories on the new 7 Series, it can be mildly irritating to find and access certain controls at first. But we do think we’d get used to it, and the app-like setup is among the better we’ve seen among the new-generation infotainment systems. Look up and you find the “Panoramic Sky Lounge” roof with LED accents that extends to the rear seating.

Out back is where the luxury limo lifestyle takes hold, as the $4,750 fold down, 31.3-inch 8K touchscreen with Amazon Fire TV integration offers an experience unlike anything else in the space. Dual 5.5-inch screens integrated in the rear doors also control numerous entertainment and comfort and convenience features, and the optional ($3,000) Luxury Rear Seating thrones are as comfortable and adjustable as any in the segment. Another neat party trick are the automatic-open doors that come with the $4,600 Executive package—just touch a button and open sesame. We found this system was a bit wonky at times, though like the front touchscreen controls, we’d probably get used to it after a while.

Outside Lines And Value

As for its exterior appearance, you can quibble with this take on BMW’s kidney grille (and we know many do), but the rest of the car is classy and muscular in a traditional large sedan way, with several strong character lines, a new interpretation of the automaker’s Hofmeister kink, standard adaptive LED headlights with a unique optional Swarovski crystal setup, and on this car, a beautiful shade of what BMW calls Tanzanite Blue II Metallic ($1,950).

At $96,695 to start, you’ll need to heavily option the 2023 BMW 740i to get it to the same level as our loaded-up test car which featured all of the top-tier gear the new 7 Series has in its arsenal. The all-in price for our tester was $131,795—a pretty solid deal for what you get at this stratospheric level. You’re going to pay some 20 grand more for the V-8 to start, and tack on an additional six grand for the i7. Is the extra power worth the extra cash? It depends on how much power and what powertrain you think a modern flagship like the 7 Series needs.

Regardless, the 2023 BMW 740i and its powertrain are worthy of carrying the 7 Series mantle—that is, as long as it’s loaded to the kidney grilles.

Source: Motortrend

What is a hybrid car? A guide to PHEVs, MHEVs and more

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What is a hybrid car? A guide to PHEVs, MHEVs and more

Everyone knows what an electric car is, and what a traditional Internal Combustion Engined car is – but what is a hybrid car? In this article, we’ll explain everything you need to know about one of the most popular and efficient types of car on the road today: The best hybrid cars feature a range of benefits over standard cars; in addition to being more efficient than traditional cars, they also lack the range anxiety and infrastructure issues of EVs. Time will play a crucial role in the automobile revolution in Ghana and other African countries. But one things is sure. EV’s are here to stay.

How do hybrid cars work?

Hybrid cars have been around for two decades in series production: Japanese manufacturers have led the charge, and the Honda Insight and Toyota Prius were both launched within months of each other in the late 1990s. How influential these early pioneers have proven to be…

They use a ICE as well as an electric motor, and that means unlike even the best BEVs (battery electric vehicle) hybrids also have a petrol or diesel engine to fall back on if the electricity supply is dwindling.

Simply put, the best they’re a bridge between the fossil-fuel age and the new era of electrification. Buy one if you want to reduce your CO2 emissions, save fuel, dodge congestion charges – and, for a while at least –  potentially lower your tax bills.

In this article we explain the major types of hybrid car on sale in 2023 and explain what types of hybrid car you can actually purchase right now. What’s the difference between a mild hybrid and a PHEV? Keep reading to find out.

What are the types of hybrid car?

A full hybrid is a car which can drive under its own electric power, petrol or a combination: an electric motor onboard is capable of driving the wheels under full e-power for a short distance, although most of the time the car will be driven by a mixture of combustion engine and electric motion. They are sometimes called ‘parallel hybrids’.  Examples of full or parallel hybrids include cars like the Toyota Prius and the BMW 330e. Their batteries are typically small-capacity and they’re optimised for mixed running in daily driving, rather than extended zero-emissions electric range.

What is a mild hybrid car?

A mild hybrid car is one which cannot drive under electric power alone; the electric part of the powertrain is only used as assistance, and as a way to sometimes cut emissions.

What is a plug-in hybrid car (PHEV)?

A plug-in hybrid is often also referred to as a PHEV, standing for Plug-in Hybrid Electric Vehicle. The name even makes it on to the side of the car sometimes – see the Mitsubishi Outlander PHEV, for example.

In a delightfully Ronseal fashion, a plug-in hybrid does exactly what it says on the tin: you can plug it in to charge up the batteries when you’re at home or on a long journey This means you can provisionally start every journey with a full battery, maximising your chances of driving into city centres on silent and zero-emissions EV mode. Examples of PHEVs include the BMW i8 and VW Golf GTE. They typically have bigger battery capacities to enable their longer electric range (typically around 20-30 miles today). However, recent studies have proved that many owners treat them as internal combustion engine cars, never charging them up. This is a really bad idea, as you have to carry all the weight of those batteries, but without the benefits in efficiency they can bring. The result? Sky-high bills and fuel economy worse than a petrol or diesel car!

That’s what we found when analysing the running costs of our hybrid long-termers, too.

What is a range-extender or REX hybrid car?

Yep, yet another category of hybrid… REX stands for Range-Extender electric vehicle, meaning the internal combustion engine onboard is only ever used as a generator to charge the battery of an EV, rather than to drive the wheels. The BMW i3 REX, Vauxhall Ampera and Chevrolet Volt are good examples of the genre. These range-extenders are also sometimes called a series hybrid (so named because the electric motor always drives the wheels – the internal combustion engine (ICE) is plumbed straight into the electric drivetrain, rather than the wheels on the road.

How do I charge a hybrid car?

Most hybrids are charged automatically without any intervention by the driver. Regenerative braking uses energy wasted during braking or coasting to recharge the battery, with lots of little micro top-ups during normal driving. Toyota has even started calling its models ‘self-charging hybrids’ to convey this to buyers. The exception to this rule is a PHEV, which can be plugged into an electric plug to top up the battery: this can be done either at an EV charging point for faster charging or a domestic three-point plug if you’ve got time for a slow trickle charge.

Should you buy a hybrid car in 2023?

You’re probably reading to find out if it’s worth buying a hybrid car – and it’s time to answer that question. The Prime Minister and Transport Secretary have announced that the sale of all new petrol and diesel cars will be banned from 2035 – five years earlier than planned – and the ban will apply to hybrid cars, too. Until this announcement, most expected hybrid cars to hop through the ban unscathed. That’s no longer the case.

In short, it’s still worth buying a hybrid car – especially if you’ll be able to save money for the foreseable future.

Are there diesel hybrid cars?

Most hybrid cars have a petrol engine due to their relative quietness and refinement, but brands such as DS and Peugeot sometimes use diesel engines for higher levels of fuel economy at motorway speeds. At lower speeds, most hybrids allow a short period fully-electric driving with the engine taking over as the speed increases. Depending on the system, the electric motor then switches off, coming back on seamlessly when extra power is required, such as when overtaking.

Are all hybrid cars automatics?

The majority of hybrids also use an auto ‘box, so you don’t have to change gear. You’ll usually find a Continuously Variable Transmission (CVT) gearbox, designed to maximise economy and deliver torque or pulling power when you need to accelerate fast.

 

source: car magazine

2023 Mercedes-Benz GLC300: Affordable Luxury

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2023 Mercedes-Benz GLC300: Affordable Luxury

Mercedes-Benz’s third-generation GLC300 compact SUV proves that luxury and value don’t have to be mutually exclusive ideas.

The Mercedes-Benz GLC300 returns for its 2023 model year with a completely redesigned interior and exterior with more cargo space, a new powertrain, and standard equipment that collectively can’t be found across its three primary competitors, the BMW X3 xDrive30i, Audi Q5 45, and Lexus RX350. On top of the desirable base model, the optional Exclusive and Pinnacle trims are still in the realm of affordable, and all three versions of the GLC300 should put this this midsize SUV’s into proper contention.

The 2023 GLC300 comes with a new 2.0-liter turbocharged four-cylinder producing 255 hp and 295 lb-ft of torque—up 22 lb-ft over its predecessor. A 48-volt mild hybrid system is now standard with the motor sandwiched between the engine and the nine-speed automatic transmission. It can pitch in bursts of 23 hp and 148 lb-ft of electric boost, though the new GLC300 is no quicker than the outgoing model. With the available 4Matic all-wheel drive, this combination propelled our GLC to 60 mph in 5.6 seconds, completing a quarter-mile run in 14.2 seconds. The 2020 GLC300 4Matic made the same runs in 5.4 and 14.1 seconds. What gives? The 2023 model weighed in 479 pounds heavier than the previous generation that we tested.

The 48-volt motor boosts power only intermittently. In our quarter-mile times and normal highway passing manoeuvres, sometimes it came in, sometimes it didn’t. We couldn’t discern a pattern or condition that caused it to activate, and you’ll likely only notice when you see the “Boost Active” message on the digital gauge cluster rather than feeling it. The system does at least deliver an increase in fuel economy with the all-wheel-drive model’s combined rating now landing at 26 mpg, up from 24 mpg.

Our test vehicle came equipped with the optional AMG Line package, which gave it perforated front brake discs, and 20-inch AMG wheels wrapped with high-performance summer tires, bizarrely named Continental EcoContact. Impressively, the GLC300 managed an average lateral acceleration of 0.87 g on the skidpad and completed our figure-eight course in 26.7 seconds with an average of 0.71 g. The upgraded rotors brought it from 60 mph to a stop in 109 feet. It might not be the quickest SUV you’ll ever drive, but it isn’t marketed as a dedicated performance model (an AMG model is inevitable, but there’s no release date yet), and it weighs 4,372 pounds. That’s respectable performance we attribute to the upgraded brakes, the tires, and the fine-tuning of the transmission, steering, and throttle in Sport mode. Other drive modes on the GLC300 include Eco, a customizable Individual, and Offroad available on 4Matic models.

The new exterior stretches the vehicle 2.4 inches and keeps the width of the body unchanged. The extra length contributes to an extra 2.5 cubic feet of cargo space for a total of 21.9 cubic feet. It’s an improvement but still far below the 29.6 cubic feet of the 2023 Lexus RX. Mercedes-Benz emphasises the effort engineers and designers put into reworking the shape and position of the mirrors as an effort to reduce the drag coefficient from 0.31 to 0.29. The redesigned front end and body contours contribute to the improved aerodynamics while modernising the overall look of the GLC300. The result of all this body sculpting is improved fuel economy and an incredibly quiet interior. The standard laminated windshield, insulated hood, and acoustic-foam-filled body reduce noise, as well (at the expense of added weight). For an even quieter ride, the Pinnacle package includes glass treated for acoustic and heat insulation all around. Mercedes-Benz didn’t quantify the noise reduction, but subjectively it is remarkably quiet. We complained about the coarse engine noise in the outgoing GLC300. The new engine clatters like a diesel still, but the noise is largely kept out of the cabin. You’ll likely only notice it with the windows open.

The new GLC300 packs a lot of value into its standard offerings. It comes with an 11.9-inch center touchscreen and a 12.3-inch digital instrument cluster. Wireless phone charging and wireless phone mirroring with Android Auto and Apple CarPlay come standard, along with heated front seats, keyless start, keyless passive entry, 40/20/40 folding rear seats, a sunroof, and ambient lighting with 64 colours. Buyers should find no shortage of power with three USB-C charging ports standard, with the option to upgrade to six 100-watt USB-C charging ports.

The standard  leather steering wheel and center stack are loaded with capacitive touch controls. In the past, these touch-sensitive controls in vehicles have been poorly executed, but they function well and are intuitive to use in the GLC. Some might not love the lack of physical climate control buttons, but drivers who take the time to learn the GLC’s features might find a friend in the voice-activated MBUX infotainment system. Summoned by saying “Hey, Mercedes,” the smart assistant can control climate, heated seats, music volume, and navigation, and it will give news updates or answer questions about local areas. Voice activation was reliable even with music volumes above a comfortable conversation level. Unfortunately, MBUX couldn’t open and close the panoramic sunroof our model had. That seems like an intuitive use for hands-free control of interior functions—much more useful than controlling music volume. But the capacitive strip on the roof worked flawlessly to open or close it with a swipe forward or backward.
Mercedes-Benz continues to pack value into the base model with blind-spot monitoring, driver attention monitoring, automated emergency braking, and the Parking Damage Detection System all as standard equipment. Opting for the Exclusive trim makes the Driver Assistance package, a surround-view camera system, and the Guard 360 security system standard. Upgrading further to the Pinnacle trim gives drivers a head-up display, Parktronic parking assist, and an “intelligent lighting” system that projects relevant information and warnings onto the road. We asked Mercedes-Benz what exactly it projected, but we didn’t get a straight answer, and the available data varies by region. It can display a stop warning in the dark when a stop sign might be less visible. Our model was not equipped with this feature, so we can’t say whether it works. The “transparent hood” available with 4Matic models displays an image of the ground beneath the engine bay—useful for spotting obstacles and testing the limits of the advertised off-road capability.

As part of the new driver assist features, the 2023 GLC300 has the ability to read overhead signs and interpret conditional warnings like slower speeds when wet or construction speed limits. It definitely does this, but somewhat inconsistently and abruptly. Entering a construction zone, the GLC300 braked too quickly for a non-emergency situation—hard enough that other drivers might think you’re giving them a brake-check. The adaptive speed control works well, and if it could react to conditional speed limits as naturally, it would be a better feature. Sometimes it would miss signs in an active construction zone, and other times it would scrub 30 mph of speed hard in a zone that clearly was not active anymore.

The Sport driving mode makes the GLC extremely responsive and does make it more fun to drive. However, in any driving mode, the initial pedal response is too slow from a stop. Whether you’re pulling away gently or with the accelerator floored, the vehicle creeps forward for a second or two before actually taking off. It isn’t slow enough to be dangerous, but it takes away from the performance feel.

Our Verdict

Overall, the 2023 GLC300 provides an incredible value at any trim level, with an impressive list of standard equipment. At a starting price of $48,250 for the rear-wheel-drivel model and $50,250 for the 4Matic, it starts slightly higher than the BMW X3 xDrive30i but less than the Lexus RX350. The Audi Q5 45 comes standard with Quattro all-wheel drive at a lower starting price, but its standard equipment still doesn’t quite match up. We hate to refer to a luxury vehicle as a bargain, but this one really is. Mercedes-Benz made enough equipment standard that the base model is actually a viable option. Our $62,750 GLC300 was an Exclusive model fitted with AMG Line and Night appearance packages and felt richer than the price tag. It’s not often we say that about new vehicles these days.

source: motortrend

2023 BMW M2 First Test: We Knew It Would Be Good … But This Good?

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2023 BMW M2 First Test: We Knew It Would Be Good … But This Good?

Even this base model outperforms all previous M2 variants, including the M2 Competition and CS.

BMW’s 2 Series coupes, and the M2 in particular, have been rightly praised for their intuitive and engaging driving dynamics, more so than other models in the lineup. With the 2023 M2, BMW has made an already great performance car even better.

M2 History

Let’s take a step back to where it all began, before BMW designated odd Series numbers as sedans (such as the 3, 5, and 7 Series), and even figures as coupes (2, 4, and 8 Series). To minimize confusion, let’s set aside, for now, how BMW broke that new tradition with the “Gran Coupe” suffix. The one-year-only E82 2011 BMW 1 Series M Coupe was the M2’s ancestral experiment that went exceptionally well. BMW borrowed an engine and suspension/chassis bits from an M3, bolted them to the smaller 1 Series, and a star was born. After the 1 Series coupe became the 2 Series, BMW applied variations on that theme to the first-gen F87 (2015-2021) M2, in its initial “base” version; then to the Competition Coupe; and finally the 2020 M2 CS that we mused might be the best M car on sale. We had to wait until the excellent 2022 BMW M240i xDrive to get a whiff of what was to come for the latest M2.

M2 Hardware And Scale

The 2023 BMW M2 (G87 generation) borrows the M3/M4’s S58  twin-turbo inline-six, tuned to 453 hp and 406 lb-ft of torque, or 9 more horses and the same twist as the previous M2 CS. It also gets those cars’ optional eight-speed automatic in place of the previous version’s seven-speed dual-clutch gearbox. As before, a six-speed manual is available.Chassis components are also modified from the M3/M4, including the superb variable-effort/variable-ratio electric power-steering system. This M2 is 4.1 inches longer than its predecessor, 1.3 inches wider, and 0.3 inch lower. Its wheelbase is 2.1 inches longer, and track width increased by 1.5 inches at the front and 0.2 inch at the rear. There’s a chunky increase of 321 MotorTrend-measured pounds over the M2 CS we last tested, and a whopping 499-pound increase over the original 1 Series M. The EPA estimates 19 mpg combined and an EV-like 260 miles of range, thanks to its tiny fuel tank. Yikes. Does longer, lower, wider, and heavier slow it down?

M2 Acceleration

With its seven-speed dual-clutch automated manual transmission and launch control, the old M2 CS managed a very good 1.7-second dash from 0 to 30 mph. (Any time below 2.0 seconds is very good, especially with two-wheel drive). Also utilizing launch control but with an eight-speed torque-converter automatic, the 2023 M2 manages to beat that with a 1.5-second sprint. We found the sweet spot on the new 10-position traction control to be about 3-4 away from none, and even then the car easily roasts its rear tires. In the 0-60 run, the new M2 was 0.4 second quicker than the previous car, with a surprising 3.6-second time. Racing to 100 mph in 8.1 seconds, it beat the old by 0.6 second. This base 2023 M2 also beat the max-performance 2020 M2 CS in the quarter mile, 11.8 seconds at 120.3 mph to 12.2 seconds at 119.7 mph.

M2 Braking

Braking performance was a bit of a head scratcher, but it might be down to tires. The M2 CS was equipped with optional $8,500 carbon-ceramic disc brakes, while the new M2 featured standard-but-sizeable M-spec iron rotors. The latter are now brake-by-wire, with no physical connection from the ABS pump to the brake pedal. Surely carbon-ceramics are better? Not so fast. We tested both cars on cool days (less than 70 degrees), so both needed multiple stops to warm tires and discs. It took two stops from 105 mph then four from 65 to 0 mph for the M2 CS’s brakes to record the shortest stop (101 feet). Similarly, the 2023 M2 requires two stops from 105 mph and six from 65 to 0 mph to achieve its shortest stop of 100 feet.

What’s going on? The M2 CS wore ultra-high-performance Michelin Pilot Sport Cup 2 tires (245/35R19 93Y front, 265/35R19 98Y rear). The 2023 M2’s standard now-staggered-fitment tires are “mere” high-performance Michelin Pilot Sport 4S (275/35R19 100Y, 285/30R20 99Y). Although the Cup 2R tires are higher-performance summer tires, they’re 1.2 and 0.8 inch narrower, front to rear. Collectively, there’s almost 4.0 inches of extra rubber under the new M2, and that must help.

M2 Grip And Handling

Speaking of contact patches, the new car’s average lateral acceleration on the skidpad was 1.04 g to its predecessor’s 1.02. Combine the latest M2’s better acceleration, braking, and grip, and it’s easy to understand how it managed a 23.5-second lap around our figure-eight course, beating the M2 CS’s 23.7.

Additionally, the way the fresh M2 got around our 1/3-mile course is truly rewarding. The brake-by-wire system delivered expert-level feel so we could find the maximum deceleration possible, just under the ABS threshold. It also allows for confident trail braking. There’s no doubt the electronic differential helped maintain a smooth arc because the car doesn’t require any steering input after the initial turn-in—the M2 was supremely neutral. Sure, you can kick the tail out, but the BMW is supremely buttoned down, obedient, and trustworthy. It feels like a completely different thing compared to the versions that came before.

M2 In The Real World

Highway ride and confidence on a winding road were not the previous M2’s strong suits. That’s all changed for the better. The new model’s adaptive multi-mode dampers worked extremely well, even on the roughest roads and highways. Tightened down for a trip up a mountain road, the same certainty we felt on the test track translated directly to real-world driving enthusiasm. No doubt the longer wheelbase, wider track width, and all that good rubber on the road are worth the weight gain.

M2 Value

Starting at $63,195, the new M2’s price isn’t even close to cringe worthy. For a driver’s car like this, it’s a steal. Our car came equipped with a handful of general options; no performance-enhancing options were added, and it still outperformed the highest-performing previous versions of the M2. It can only get better from here. Watch for the 2023 M2 in next year’s Performance Vehicle of the Year competition.

2023 BMW M2 Specifications
Base Price $63,195
Price as Tested $66,945
Vehicle Layout Front-engine, RWD, 4-pass, 2-door coupe
Engine 3.0L Twin-turbo direct-injected DOHC 24-valve I-6
Power(SAE NET) 453 hp @ 6,250 rpm
Torque (SAE NET) 406 lb-ft @ 2,650 rpm
Transmission 8-speed automatic
Curb Weight (F/R DIST) 3,838 lb (53/47%)
Wheelbase 108.1 in
L x W x H 180.3 x 74.3 x 55.2 in
0-60 MPH 3.6 sec
Quarter Mile 11.8 sec @ 120.3 mph
BRAKING, 60-0 MPH 100 ft
Lateral Acceleration 1.04 g (avg)
MT Figure Eight 23.5 sec @ 0.86 g (avg)
EPA City/HWY/Comb Fuel ECON 16/23/19 mpg
EPA Range, COMB 260 miles
On Sale Now

source: motortrend

2023 GMC Canyon- A lot of good things to write about!

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2023 GMC Canyon- A lot of good things to write about!

This GMC pickup packages the Chevy Colorado’s best options—notably its high-output turbo four and wider track—into a pricey-but-appealing mid-size truck.

There’s never been a meaningful reason to choose any GMC pickup truck over its mechanically identical Chevrolet sibling. But that might be changing with GM’s latest generation of mid-size trucks, the GMC Canyon and Chevy Colorado, both of which are redesigned for 2023. The two are still twins underneath, but the Canyon now packages the Colorado’s best optional elements across its lineup, making it an enticing choice if you can stomach the price.

Both these trucks offer fewer configurations than before, with the regular-cab and long-bed options discontinued. That means a crew cab with a shorter five-foot bed is the only combination left, and a turbocharged 2.7-liter inline-four is standard across the board. But while the Chevrolet offers five trim levels and three engine-output levels, GMC has simplified things even further. Every 2023 Canyon has the 2.7-liter’s top output configuration—producing 310 horsepower and 430 pound-feet of torque—which costs extra on the Colorado and requires checking two separate boxes on most trim levels (the Chevy’s medium-output tune has the same 310 horsepower but less torque, at 391 pound-feet).

Four-wheel drive is also standard across the Canyon’s trim levels, save for the base Elevation. And every Canyon features the wider front track from the Colorado’s off-road-oriented trims, in addition to all-terrain tires. This gives the truck a mean-looking stance, although the funky split headlights may be more polarising than the Chevy’s cleaner front-end look. Along with Elevation, there’s also the rugged-looking AT4 trim and the gussied-up Denali, which has nicer interior appointments and a healthy serving of chrome trim.

While the Colorado’s most off-road-ready ZR2 trim level was previously a Chevy exclusive, GMC now offers an equivalent: the Canyon AT4X. It has the same Multimatic spool-valve dampers, 33-inch tires, skid plates, and locking front and rear differentials. Like the ZR2, its rear dampers have been relocated outboard the frame rails and tight up against the wheels for better protection. We found it to be a highly capable 4×4 on the off-road trails GMC planned out for us, with plenty of ground clearance for larger obstacles and loads of low-end torque from the turbo four for getting unstuck. The AT4X also comes standard with all manner of off-road display screens and underbody cameras to keep you informed about your surroundings.

We like how the Canyon drives on the road too. Its tight suspension tuning combines with nicely weighted steering and a firm brake pedal to give it a remarkably solid and composed feel for a body-on-frame truck as capable as this. We already liked the way the old Colorado and Canyon drove, calling the Colorado “the best-driving body-on-frame vehicle on sale today” in 2019, and this new generation ups the refinement factor further. The turbo four is a bit grainy, and by GM’s own admission it’s tuned to feel somewhat like a diesel, but we like the shove of torque and we expect it to deliver 60-mph sprint times in the low- to mid-6.0-second range. The AT4X’s only real on-road compromise is the extra noise from its chunky tires.

GM hasn’t done much to improve upon the Canyon’s cramped interior; the rear seat remains tight and there aren’t many storage cubbies in the cabin. But the driving position is comfortable, and the dashboard has an appealing look with high-resolution screens for the digital gauge cluster and central infotainment display. The Denali and AT4X variants introduce quilted leather upholstery for a more upscale look, but they won’t quite be mistaken for luxury cars.

Unfortunately, the high-trim Canyons do carry luxury prices, going well into the $50,000 range and even exceeding $66,000 for a loaded AT4X with the Edition 1 package. At that point we’d probably start looking at more capable full-size trucks instead. Even the lower-end Canyon models are a bit more expensive than equivalently equipped Colorados, but now when you choose the GMC you’ll know that you’re getting the best configuration of GM’s mid-size pickup platform no matter the trim.

Source: caranddriver

JLR limits production of cheaper Jaguar and Land Rover cars

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JLR limits production of cheaper Jaguar and Land Rover cars

Focus is on the more profitable Range Rover and Defender models until chip supply is fully stabilised.

JLR (formerly Jaguar Land Rover) will continue to prioritise production of its most profitable models until at least mid-2023, maintaining limited output of its more affordable cars while component supply continues to be restricted.

Outlining its full-year sales and earnings figures today, JLR hailed the success of the latest Range Rover, Range Rover Sport and Defender as the driver of its vastly improved revenues and reduced losses in 2022, and it confirmed that the trio account for more than three-quarters of its 200,000 unfulfilled customer orders.

This backlog, together with their higher profitability compared with other cars in the line-up, means production of the top-rung cars continues to be the priority while semiconductor supply remains constrained, and full-scale production of the Jaguar XE, Jaguar XF, Land Rover Discovery Sport and Range Rover Evoque will not return for several months.

Asked for a production update on these more affordable model lines, CEO Adrian Mardell said: “We’re three shifts in two areas [Solihull and Nitra], and we’re on single shift at the other production facilities [Halewood and Castle Bromwich] and that will continue over the first six months of the year.

“We’re not stimulating orders for those other products yet, until we can get confidence of supply. The order rates we are receiving at Halewood and Graz [where the Jaguar E-Pace is built by Magna] are consistent with the build that we can actually produce today, so we’re very balanced, and those orders have stayed pretty consistent over the last months.”

JLR’s break-even point is 300,000 cars per year – a target it met in 2022 – and Mardell said that, currently, at least a third of these need to be MLA-based (Range Rover or Defender) to meet profitability targets.

The more affordable Land Rover models do have a future, with Halewood being converted to build an electric Velar, Evoque and Discovery Sport from late 2024, though “whether we eliminate some of the lower-value derivatives, we will decide as we go forward”.

Mardell is confident of chip supply continuing to ease over the coming months and into 2024, following a tangible improvement in the first four months of 2023 – “not as much as we’d wish for, actually, but significantly higher”.

But he noted that other production obstacles relating to tooling breakdowns and other pressure-related stoppages are likely to occur “most weeks over the next six to nine months”.

2024 Subaru Crosstrek: Slight tweaks deliver stunning performance

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2024 Subaru Crosstrek: Slight tweaks deliver stunning performance

The 2.5-liter adds 30 horses and 33 pound-feet, while revised all-wheel drive helps up the Crosstrek’s crunchy capability.

Subaru’s Crosstrek was a hit right out of the gate in 2013. Six years into the model’s second generation in North America, its popularity continues to grow. According to Subaru, 154,142 examples of the crunchy subcompact crossover found a home in 2022, its best year ever. That’s an increase of more than 27,000 units over 2021; not bad for an aging model born from a lifted Impreza concept unveiled in 2011.

To keep the product—and the profits—rolling, Subaru has ramped up the supply chain with an international approach. For the new third-gen 2024 Crosstrek, Subaru continues to build the 2.0-liter-equipped base and Premium models in Japan, while it assembles the 2.5-liter Sport, Limited, and upcoming Wilderness trim levels in Lafayette, Indiana. It’s the first time the Crosstrek has been built stateside, though Subaru notes the facility in Japan continues to build 2.5-liter models for overseas markets. The strategy increases production volume and serves as a buffer for any supply-chain difficulties or pesky sociopolitical or economic issues that might throw a wrench in their cash-printing machine.

We drove a 2024 Subaru Crosstrek Premium 2.0-liter earlier this year. The reduced interior sound levels, improved CVT performance, and addition of wireless Apple CarPlay and Android Auto were all signs of progress. To get a taste of what an additional half-liter of displacement can bring to the table, we joined Subaru in Woodstock, New York, and settled into a Crosstrek Sport.

The Crosstrek’s 2.5-liter flat-four engine produces 182 horsepower and 178 pound-feet of torque, an increase of 30 horsepower and 33 pound-feet compared to the 2.0-liter. Sharp-eyed Subaristi will note an additional two pound-feet compared to the previous 2.5-liter. More significantly, peak torque now arrives at 3700 rpm, 700 lower than before. The manual transmission option is gone for 2024, but 2.5-liter cars have paddle “shifters” and a manual mode. EPA estimates come in at 26 mpg city and 33 highway; versus 2.0-liter models, the larger 2.5-liter requires a 1-mpg sacrifice in each measure. Both engines score 29 mpg in combined driving.

If those numbers paint a mental picture of launching away from stoplights like a WRX, you might want to get out your cognitive eraser. Yes, the Crosstrek’s lower torque peak reduces the wait time when slicing and dicing around town in Sport mode, but steep hills and freeway on-ramps require some advance planning in the throttle department. Still, the flat-four exudes that warm, familiar, willing personality that summons a peaceful grin rather than a mischievous one. Yes, this Subaru is comparatively slow, but somehow it convinces the driver that its pokey nature is endearing rather than irritating.

Part of that calmness comes from the dramatically quieter cabin and seat design, as we mentioned in our Crosstrek 2.0 Premium drive story. The updated chassis is 10 percent stiffer yet also lighter, thanks to fewer subsections and 89 feet of structural adhesive. Subaru also claims 20 percent less engine vibration makes its way to the cabin because of various updated mounts, cradles, and component cases. On the downside, the increased use of sound-deadening materials negates the weight reduction. According to Subaru’s figures, the 2024 Crosstrek Sport tips the scales at 3333 pounds, 68 more than the outgoing version. It’s a tradeoff we’d make every day of the week, as that NVH reduction makes the 2024 model a far more pleasant space to spend time.

Like the 2.0 base and Premium models, 2.5-liter Crosstrek get a modified version of the WRX’s electronically assisted power steering and larger 12.4-inch front brake rotors to replace the previous car’s 11.6-inch discs. Rears increase in size to 11.2 inches from 10.8 and are now ventilated like the fronts. The parking brake is now electrically operated, which is sure to disappoint at least a few budding rally drivers.

Eager to prove the Crosstrek Sport is more than just another lifted hatchback clad in plastic attitude its internals can’t back up, Subaru directed us to the nearby Plattekill Mountain ski resort. Looking every bit the set of a zany ’80s ski movie, minus the cheesy soundtrack and token stoner employee, its gracious owner was game to let us traipse across the property’s less critical bits, meaning not the main ski runs.

Preceded by two days of rain, we eyed our Crosstrek Sport’s 225/55 18-inch all-season Falken tires with suspicion. Can the Crosstrek’s 8.7 inches of ground clearance, standard-but-revised all-wheel-drive system, and Deep Snow/Mud mode keep us from sinking door-handle deep in one of several strategically placed mud pits? There’s only one way to find out.

With 3500 feet of total elevation, the opportunity for hilarious out-of-control downhill careening was high. Still, the Crosstrek managed to keep us off the “tragedy-for-clicks” side of the internet—for now, anyhow. Ascending the wet, rocky terrain proved relatively uneventful with the AWD system in its Deep Snow/Mud setting, which also engages hill-descent control.

Things got muddy as the pitch of the descent increased. Removing our feet from the pedals and leaving the hard work to the software, the car crawled downhill at about 4 mph, alternately increasing and decreasing brake pressure with a stuttering action, occasionally adding throttle and diverting torque as needed with remarkable efficacy. Mud pits, too, presented little challenge. Our Crosstrek navigated them with dogged determination, thanks to the software sorting out the traction and wheel spin particulars. Progress proceeds at a slow and steady pace regardless of any ham-footed accelerator inputs. A second loop of the circuit at triple the speed yielded the same results with an increased odour of burning brakes and mud baking on the exhaust.

Prices for the 2024 Crosstrek Sport start at $30,290. That’s the entry point for the 2.5-liter engine, and it is $4000 more than a base Crosstrek with the 2.0-liter. The Sport also includes a wireless phone charger, the All-Weather package (heated front seats, windshield, and exterior mirrors), and a leather-wrapped steering wheel and shifter. A package adding a power driver’s seat, power sunroof, blind-spot detection, and rear cross-traffic alert is a steal at $1920.

The $32,190 Limited includes everything on the Sport and adds leather seating, the safety package, a slightly different 18-inch wheel design, and some additional minor trim bits inside and out. Bundling a power sunroof with a Harman/Kardon audio system is an additional $1795, or $2445 with navigation added to the package. Unfortunately, no matter how much you spend, Subaru will not sell you a power front passenger seat.

Will most owners ever abuse their Crosstreks as we have? Probably not. By that same token, few buyers who lay down the cash for a set of Atomic Redster skis will ever take first in a single downhill, let alone a record 53 World Cup slalom wins like Mikaela Shiffrin. But sometimes, it’s nice to know that what’s inside the box can actually deliver the goods promised by the packaging.

Source: car and driver

2023 Ford Escape AWD First Drive: Finding Focus

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2023 Ford Escape AWD First Drive: Finding Focus

Ford’s beloved hatchback may actually still be with us after all in this small SUV.

Dodge Neon, Caliber, and Dart. Chevrolet Cavalier, Cobalt, and Cruze. The Ford Escort and Focus. Over the past few decades all three of America’s mainline automakers attempted to build a compact sedan or hatchback with broad appeal only to eventually give up. When Ford, followed by Stellantis and GM, announced it was giving up on cars to focus on crossovers, SUVs, and trucks, many bemoaned the death of the American car. Yet our drive of the updated-for-2023 Ford Escape proves that the car is alive and has been thriving right under our noses this entire time!

What’s New With The Ford Escape?

The demise of the Focus in 2018 left Ford the wiggle room it needed to broaden its compact SUV offerings. The new-for-2020 Escape was slightly more car-like than the version it replaced. Designed primarily for city slickers and suburbanites, the Escape looked a bit less rugged and a touch more premium than the older model, leaning into a slew of powertrain options and tech features to win over buyers. The Ford Bronco Sport picked up the slack on the rugged end of the spectrum, catering to the compact buyers who might like more traditional SUVs, or who like to go off-roading.

With the Escape’s 2023 midcycle update, the SUV has gotten even more car-like, picking up where the Focus hatch left off. Although it’s dimensionally identical to the pre-refresh model, the new Escape leans into the car aesthetic while simultaneously looking a bit tougher, offering a distinctive new “coast-to-coast” LED light across its snout, as well as revised tail lamps. In addition to revamping the trim structure, Ford’s also added a new ST-Line option, which gives the Escape a sportier flair—chiefly in the form of a blacked-out grille, body-colour trim, red interior trim, and a revised suspension tune. All Escapes also get a mild interior refresh.

Our range-topping 2023 Escape ST-Line Elite AWD sports the optional redesigned 2.0-liter turbocharged I-4, which puts out the same 250 hp and 280 lb-ft of torque and nets the same 23/31/26 mpg city/highway/combined as the previous version of this engine did. The base engine—also redesigned—remains a 1.5-liter turbocharged I-3 with 180 hp; a 192-hp Escape Hybrid and 210-hp Escape Plug-In Hybrid are also available. The non-hybrid models share an eight-speed auto, and the hybrids get a CVT.

BMW Issues Stop Drive Warning on 90,000 Cars from 2000–2006

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BMW Issues Stop Drive Warning on 90,000 Cars from 2000–2006

The safety risk stems from an open recall for defective Takata air bags, which have a high likelihood of failure during a crash.

BMW has issued an urgent “Do Not Drive” warning for owners of roughly 90,000 vehicles built between 2000 and 2006. The affected vehicles are outfitted with defective Takata airbags, which have a high likelihood of failure in the event of a crash.

The recall affects 3-series models built from 2000-2006, including the E46-generation M3, and 5-series sedans built from 2000-2003, including the E39 M5, as well as X5 SUVs built from 2000-2004.

In the event of a crash, the National Highway Traffic Safety Administration (NHTSA) says the airbags have “an extremely high probability of failure.” If the inflators rupture, metal fragments may eject towards the driver and cause serious harm.

“These inflators are two decades old now and, with every day that passes, they become even more dangerous as they can rupture even in a minor crash,” said NHTSA Deputy Administrator Sophie Shulman.

BMW is asking owners to immediately check if their vehicle has an open Takata recall, (which they can do here) and to stop driving their vehicle if it does. The replacement parts are available, and owners of defective vehicles are being urged to contact their dealership immediately for a free repair, and free towing or mobile repair.

source: car and driver

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