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Car and Driver
3 days ago
- Automotive
- Car and Driver
Tested: 2026 Lucid Gravity Dream Edition Is a Magic Bus
A sedan-only lineup is not a winning strategy these days, which is why fledgling automaker Lucid Motors is adding the Gravity SUV, available as either a five- or seven-seater, as a follow-up to its excellent Air sedan. While plenty of us think the Gravity's lozenge form factor and low roof look more minivan than rough-and-tumble SUV, the aerodynamics-first design is great for efficiency and range. While this limited-edition Dream model's summer tires reduce its EPA estimated range figure, the most efficient Grand Touring version earns 450 miles of EPA range, which is 98 percent of what the bluff Cadillac Escalade IQ gets, even though the Lucid has only 60 percent of the Cadillac's battery energy. view exterior photos Marc Urbano | Car and Driver Despite the low roof, the Gravity's packaging is near-minivan excellent, with a sprawling second row and a third row that's comfortable even for six-plus-footers. Remarkably, the seat cushions are not squashed to the floor to create headroom, so this isn't a knees-in-the-chest situation, either. Interior materials are top-shelf, and the front seats have great wrap-around support. Again, compared with the Escalade iQ, the Gravity has similar passenger space in all three rows, as well as cargo space in back, despite having almost 17 inches less wheelbase and a roofline that's nearly a foot lower. HIGHS: Three roomy rows of seats, Corvette Z06–level acceleration, more fun to drive than other three-row EVs. But enough left-brain talk. Plenty of EVs are quick, but more impressive than the 1070-hp Gravity's 3.1-second rush to 60 mph is the second wave of thrust beyond that speed. The front end lifts, the steering goes light, and the Lucid rockets to an easy 160 mph. Its 10.6-second quarter-mile is neck and neck with a Corvette Z06's, and by 150 mph, the Gravity is nearly a full three seconds ahead. It's the quickest SUV we've ever tested. view interior Photos Marc Urbano | Car and Driver view interior Photos Marc Urbano | Car and Driver Better than the raw speed is that the Gravity drives with verve heretofore unseen in the ranks of heavy, three-row electric SUVs. It's rare that any vehicle is so unerringly neutral that it wants to go tail out around our 300-foot skidpad—the Toyota GR86 comes to mind—but the Gravity, shockingly, requires countersteer. Its helm is satisfyingly sharp, too, and you can feel the rear-steer system quickening the Gravity's responses. The ride quality is surprisingly reasonable—its air springs no doubt help—especially considering the 22-inch front and 23-inch rear wheels and Pirelli P Zero PZ5 summer tires. And the 1.5-inch-wide front brake rotors look more Le Mans racer than street car—no wonder they haul down the three-ton Gravity with zero fade. LOWS: A few rough edges, lower-spec versions will be better values. There are a few details that feel unfinished. The power mechanism for the second-row seats is loud and moves coarsely, the head-up display is unreadable, the folding mechanism for the third row is wobbly, the lane-centering function can be jerky, and the Gravity erroneously dimmed its infotainment screens repeatedly on a bright summer day. These are issues that the long-standing automakers likely would have addressed, and Lucid could fix at least some of these things with over-the-air software updates. view exterior photos Marc Urbano | Car and Driver view exterior photos Marc Urbano | Car and Driver While it remains to be seen how the Gravity might ignite Lucid's sales, as with the Air, lower-powered, less-expensive models will be a much better value. As for its appearance, our staff most frequently compared it to the Mercedes-Benz R63 AMG, a flash-in-the-pan nameplate we loved even if the marketplace didn't. VERDICT: A mega minivan. Specifications Specifications 2026 Lucid Gravity Dream Edition Vehicle Type: front- and rear-motor, all-wheel-drive, 7-passenger, 4-door wagon PRICE Base/As Tested: $141,550/$142,050 POWERTRAIN Front Motor: permanent-magnet synchronous AC Rear Motor: permanent-magnet synchronous AC Combined Power: 1070 hp Combined Torque: 909 lb-ft Battery Pack: liquid-cooled lithium-ion, 123 kWh Onboard Charger: 19.2 kW Peak DC Fast-Charge Rate: 400 kW Transmissions, F/R: direct-drive CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 15.4-in vented disc/15.3-in vented disc Tires: Pirelli P Zero PZ5 Elect PNCS F: HL265/40R-22 109Y LM1 R: HL285/35R-23 110Y LM1 DIMENSIONS Wheelbase: 119.5 in Length: 198.2 in Width: 78.7 in Height: 65.2 in Passenger Volume, F/M/R: 59/59/37 ft3 Cargo Volume, Behind F/M/R: 98/48/15 ft3 C/D TEST RESULTS 60 mph: 3.1 sec 100 mph: 5.9 sec 130 mph: 9.1 sec 1/4-Mile: 10.6 sec @ 140 mph 150 mph: 12.3 sec Results above omit 1-ft rollout of 0.2 sec. Rolling Start, 5–60 mph: 3.3 sec Top Gear, 30–50 mph: 1.4 sec Top Gear, 50–70 mph: 1.5 sec Top Speed (gov ltd): 160 mph Braking, 70–0 mph: 163 ft Braking, 100–0 mph: 330 ft Roadholding, 300-ft Skidpad: 0.90 g Interior Sound Idle: 28 dBA/1 sone Full Throttle: 71 dBA 70-mph Cruising: 69 dBA/24 sone C/D FUEL ECONOMY Observed: 63 MPGe EPA FUEL ECONOMY Combined/City/Highway: 90/91/87 MPGe Range: 378 mi C/D TESTING EXPLAINED Tested by Dave VanderWerp Director, Vehicle Testing Dave VanderWerp has spent more than 20 years in the automotive industry, in varied roles from engineering to product consulting, and now leading Car and Driver's vehicle-testing efforts. Dave got his very lucky start at C/D by happening to submit an unsolicited resume at just the right time to land a part-time road warrior job when he was a student at the University of Michigan, where he immediately became enthralled with the world of automotive journalism.
Car and Driver
01-08-2025
- Automotive
- Car and Driver
Cadillac Vistiq vs. Volvo EX90 Tested: Three-Row Electric SUVs Compared
Three-row SUVs have been one of the lagging segments in the switch to EVs, but that's starting to change as new entrants join the field. The Cadillac Vistiq and the Volvo EX90 are both recent additions, entering at the pricey end of the spectrum. Vistiq starting prices range from $79,090 to $98,190 across four trim levels. The EX90 spans $81,290 to $90,640, and it too has a four-model lineup. Our representative Vistiq was the Sport, which starts just $500 above the base Luxury trim and came in at $82,215 with options. Our EX90 was the Twin Motor Performance Ultra with an as-tested price of $94,640. This content is imported from Third party. You may be able to find the same content in another format, or you may be able to find more information, at their web site. view exterior photos Marc Urbano | Car and Driver Exterior and Interior Neither EV's exterior styling breaks significant new ground for its maker. Instead, they fit right in with the familial look. Unless you're looking at the EX90 from the front, where you find a body-colored fascia where the grille typically would be, the vehicle is a virtual doppelgänger for the gas-powered XC90, which has seen only minor styling tweaks in its decade on the market. The Vistiq doesn't have a gas-engine counterpart in the Cadillac lineup, but it has a lot of Escalade vibes—it's only if you see it next to Cadillac's range topper (whether in standard or battery-electric IQ form) that you realize the 'Slade is a full order of magnitude larger. view interior Photos Andi Hedrick | Car and Driver view interior Photos Andi Hedrick | Car and Driver These two SUVs may be priced similarly, but the serving sizes are not quite the same. Both fall broadly into the mid-size realm, but Cadillac dishes out a three-row with a bigger, American-size footprint, while Volvo hews to a more Euro scale. The Caddy sits astride a 4.3-inch-longer wheelbase and stretches 7.3 inches longer overall. It's also more than two inches taller and wider. view exterior photos Andi Hedrick | Car and Driver Volvo leans harder than ever into the Scandinavian modern aesthetic with the EX90's interior and bolsters the design with well-considered materials that have a quality look and feel. This is a great place to sit. But then Volvo torpedoes the functionality by going with an EV-cliché ultraminimalist driver interface. Nearly all switchgear is contained within the touchscreen, including the climate controls and the positioning of the side mirrors and steering wheel. If you dare look at the screen for more than a second or two—as you must—you get a beeping admonishment to keep your eyes on the road. Fortunately, that nagging can be switched off. The Cadillac's interior is nicely styled, and while its materials look pleasant, they don't push the envelope in the way the Volvo does. The Vistiq requires lots of interaction with its touchscreen, but there's also a rotary controller, physical switches for the mirrors, and four window switches rather than just two. Both cars have a glass roof, but Cadillac provides an actual shade, so the interior doesn't bake in the sun (that's not much of a consideration in Sweden, perhaps). Overall, the Volvo interior is prettier and has more interesting materials, but the Cadillac's is roomier and easier to live with. view exterior photos Marc Urbano | Car and Driver Cadillac Vistiq Cadillac Vistiq Sport HIGHS: Blazingly quick, accomplished suspension tuning, superior value. LOWS: Longer braking distance, lower skidpad grip, slower max charging rate. VERDICT: Who needs an Escalade? We loved the Volvo's natty-looking woven-cloth seats, but the EX90's narrow front chairs were less comfortable than the Cadillac's. The EX90's second row is accommodating if not overly huge, and the seats tilt and slide for access to the third row. That third row, however, is miserly in its space for feet, knees, and legs. Second-row passengers will have to scoot their seats forward if you're going to get anyone bigger than a middle-schooler in the way back. view interior Photos Marc Urbano | Car and Driver view interior Photos Marc Urbano | Car and Driver The Vistiq's greater size is immediately apparent when you slide behind the wheel. The large front seats are more comfortable than the Volvo's narrow chairs. The Caddy feels wider and roomier both up front and in the second row, and passenger-volume measurements bear that out. Even here, however, the third row disappoints, lacking legroom, kneeroom, and footroom unless the second row slides forward halfway, although it's not as cramped as in the EX90. The bigger car also had the edge in cargo space, with the Vistiq offering 15 cubic feet behind the third-row seat to the EX90's 13, and a max of 80 cubic feet with all rear seats folded, beating the EX90's 71 cubes. view exterior photos Marc Urbano | Car and Driver Powertrain and Performance The EX90 came brandishing its higher-zoot powertrain with 510 horsepower and 671 pound-feet of torque (versus the 402-hp base unit). All Vistiq models have the same output: 615 horsepower and 649 pound-feet, available in the Velocity Max drive mode. The Caddy's higher pony count translated to quicker acceleration, with a rather absurd 3.6-second 60-mph time, a half-second ahead of the Volvo. And yet, unlike some high-horsepower EVs, the Vistiq doesn't give the impression of frenetic acceleration, and its measured accelerator response may be preferable in a vehicle that often carries a load of passengers. Volvo EX90 Twin Motor Performance Ultra HIGHS: Art-house interior, impressive athleticism, speedy charging. LOWS: All-touchscreen interface, stingy third row, slim-fit driver's seat. VERDICT: The three-row Volvo, gone electric. Both cleared the all-important 300-mile EPA range bogey, with the Cadillac adding five miles for good measure (although higher-trim Vistiqs are 300 even). And in our 75-mph real-world highway range test, both cars managed a 250-mile result. Unsurprisingly, their battery sizes are nearly the same at 107 kWh for the Swede and 102 kWh for the American. view exterior photos Andi Hedrick | Car and Driver The Cadillac has a 400-volt architecture, and its peak DC fast-charging rate is a claimed 190 kilowatts, which is slower than the Volvo's 250 kilowatts. For AC charging, Volvo provides an 11.0-kW onboard charger, while at Cadillac, buyers can upgrade the standard 11.5-kW charger to a 19.2-kW unit. Like other GM EVs, the Vistiq allows the driver to hold the left paddle for one-time max regen without switching modes. The EX90 offers auto regen, no regen, or one-pedal mode, with the driver using the touchscreen to choose. view exterior photos Andi Hedrick | Car and Driver Driving Experience Neither EV is hindered by its three-ton-plus curb weight—a distressingly typical metric—and both of these EVs acquit themselves well in the ride and handling department. Our sample Volvo boasted more sophisticated suspension hardware than the Cadillac, with dual-chamber air springs (included with the Ultra spec) and adaptive dampers. It rides well and stays nice and flat around corners, with the selectable Performance all-wheel-drive mode imparting a feeling of athleticism. Some drivers found the controls touchy, however. The Cadillac has a real sense of substance from behind the wheel. The chassis is very well tuned and features standard adaptive dampers, although air springs are reserved for the Premium Luxury and Platinum trims. Yet even without them, the Vistiq exhibits good body control and appropriate steering effort—not overly sporty but nicely buttoned down. The ride in the default Tour mode is great but somewhat less so in Sport. view interior Photos Marc Urbano | Car and Driver Cadillac Vistiq view interior Photos Andi Hedrick | Car and Driver Volvo EX90 Both EVs are quiet, but the Volvo puts a bit more cotton in your ears, as we measured 66 decibels at 70 mph versus 67 for the Cadillac. And the Winner Is . . . These two EVs were closely matched. The Cadillac eked out a victory, but in many categories, the two entrants' scoring was right on top of each other. So were the results in the all-important range test, reflecting their near-identical EPA figures. Despite being a lower-spec trim level, the Vistiq packs more features and amenities, and its lower price was also an advantage. The Cadillac also had a more usable third-row seat, quicker acceleration, and less-annoying controls. The Volvo's wins were in chassis performance (with its superior grip and shorter stopping distances), interior design and materials, quietness, and ride quality. Either SUV is an accomplished and upscale family hauler for those ready to take the EV plunge. Michael Simari | Car and Driver Want to see these vehicles' specs side-by-side? Check out the Cadillac Vistiq & Volvo EX90 on our new compare tool. Compare Cars Specifications Specifications 2026 Cadillac Vistiq Sport Vehicle Type: front- and rear-motor, all-wheel-drive, 6-passenger, 4-door wagon PRICE Base/As Tested: $79,590/$82,215 Options: Radiant Red Tintcoat paint, $1225; 6-passenger seating with second-row captain's chairs, $800; black roof, $600 POWERTRAIN Front Motor: permanent-magnet synchronous AC Rear Motor: permanent-magnet synchronous AC Combined Power: 615 hp Combined Torque: 649 lb-ft Battery Pack: liquid-cooled lithium-ion, 102 kWh Peak Charge Rate, AC/DC: 11.5/190 kW Transmissions, F/R: direct-drive CHASSIS Suspension, F/R: multilink/multilink Brakes, F/R: 13.5-in vented disc/13.6-in vented disc Tires: Goodyear Eagle Sport All-Season 285/45R-21 113H M+S TPC Spec 3194MS DIMENSIONS Wheelbase: 121.8 in Length: 205.6 in Width: 79.8 in Height: 71.0 in Passenger Volume, F/M/R: 62/54/35 ft3 Cargo Volume, Behind F/M/R: 80/43/15 ft3 Curb Weight: 6226 lb C/D TEST RESULTS 60 mph: 3.6 sec 100 mph: 9.1 sec 1/4-Mile: 12.1 sec @ 114 mph 130 mph: 16.8 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 3.8 sec Top Gear, 30–50 mph: 1.8 sec Top Gear, 50–70 mph: 2.3 sec Top Speed (gov ltd): 132 mph Braking, 70–0 mph: 176 ft Braking, 100–0 mph: 362 ft Roadholding, 300-ft Skidpad: 0.80 g Interior Sound Idle: 29 dBA/1 sone Full Throttle: 72 dBA 70-mph Cruising: 67 dBA/21 sone C/D FUEL ECONOMY AND CHARGING Observed: 75 MPGe 75-mph Highway Range: 250 mi EPA FUEL ECONOMY Combined/City/Highway: 86/93/78 MPGe Range: 305 mi -- 2025 Volvo EX90 Twin Motor Performance Ultra Vehicle Type: front- and rear-motor, all-wheel-drive, 7-passenger, 4-door wagon PRICE Base/As Tested: $90,640/$94,640 Options: Bowers & Wilkins premium audio system, $3200; 22-inch 5-spoke Aero wheels, $800 POWERTRAIN Front Motor: permanent-magnet synchronous AC, 241 hp, 310 lb-ft Rear Motor: permanent-magnet synchronous AC, 268 hp, 361 lb-ft Combined Power: 510 hp Combined Torque: 671 lb-ft Battery Pack: liquid-cooled lithium-ion, 107 kWh Peak Charge Rate, AC/DC: 11.0/250 kW Transmissions, F/R: direct-drive CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 15.8-in vented disc/15.4-in vented disc Tires: Pirelli Scorpion MS F: 265/40R-22 106H M+S VOL R: HL295/35R-22 111H M+S VOL DIMENSIONS Wheelbase: 117.5 in Length: 198.3 in Width: 77.3 in Height: 68.8 in Passenger Volume, F/M/R: 58/51/21 ft3 Cargo Volume, Behind F/M/R: 74/36/14 ft3 Front Trunk Volume: 2 ft3 Curb Weight: 6083 lb C/D TEST RESULTS 60 mph: 4.1 sec 100 mph: 11.2 sec 1/4-Mile: 12.9 sec @ 106 mph Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 4.3 sec Top Gear, 30–50 mph: 2.5 sec Top Gear, 50–70 mph: 3.2 sec Top Speed (gov ltd): 116 mph Braking, 70–0 mph: 167 ft Braking, 100–0 mph: 346 ft Roadholding, 300-ft Skidpad: 0.86 g Interior Sound Idle: 29 dBA/1 sone Full Throttle: 69 dBA 70-mph Cruising: 66 dBA/20 sone C/D FUEL ECONOMY AND CHARGING Observed: 70 MPGe 75-mph Highway Range: 250 mi Average DC Fast-Charge Rate, 10–90%: 127 kW DC Fast-Charge Time, 10–90%: 43 min EPA FUEL ECONOMY Combined/City/Highway: 81/83/78 MPGe Range: 300 mi C/D TESTING EXPLAINED Reviewed by Joe Lorio Deputy Editor, Reviews and Features Joe Lorio has been obsessed with cars since his Matchbox days, and he got his first subscription to Car and Driver at age 11. Joe started his career at Automobile Magazine under David E. Davis Jr., and his work has also appeared on websites including Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB, and TrueCar. This content is imported from Third party. You may be able to find the same content in another format, or you may be able to find more information, at their web site.
Car and Driver
11-07-2025
- Automotive
- Car and Driver
Tested: 2025 Mercedes-AMG E53 Is a Plug-In Hybrid That Rips
More and more performance variants are turning to electrification as the way forward. Based on Mercedes-AMG's latest E53, it's easy to understand why. Although the mid-size AMG sedan is substantially heavier—891 pounds more than a Mercedes-Benz E450 and 850 heftier than the previous E53 sedan—you sure wouldn't guess it by the test results, which have improved in just about every conceivable way. The 2025 E53 takes the turbocharged inline-six from the prior model but adds a new twin-scroll turbo that ups the boost from 16.0 to 21.8 psi, bringing the engine's output to 443 horsepower and 413 pound-feet of torque, gains of 14 horses and 29 pound-feet. That uprated six gets additional assistance from a 161-hp, 354-lb-ft electric motor integrated into the nine-speed automatic transmission. Total output rises to 604 ponies—one more than the previous E63, which has yet to return—and 553 pound-feet. view exterior photos Marc Urbano | Car and Driver HIGHS: E63-adjacent performance, improved braking and cornering, useful EV range. The E53 is an absolute ripper in a straight line, lunging to 60 mph in 3.3 seconds and hustling through the quarter-mile before the clock strikes 12 (11.6 seconds at 120 mph). That's only about a half-second behind the last top-dog, V-8-powered E63, as well as the lighter and more powerful C63, and nearly a second quicker than the previous E53. Plus, we prefer the E's smooth six to the C63's high-strung four-cylinder anyway. The E53 doesn't stop pulling until 174 mph, 43 mph higher than the last E53 we tested. Braking and cornering grip improve as well, stopping from 70 mph in 154 feet and from 100 mph in 307 feet, and its Michelin Pilot Sport 4S tires hang on for 0.94 g of skidpad stick. Keen-eyed students of the specifications panel will notice that the E53's 50-to-70 passing time has lengthened by over a second. That's because the engine is off in Comfort mode when nailing the throttle at 50 mph, and there's a delay before it wakes up. Selecting a more aggressive vehicle mode that forces the engine on will improve this stat. view exterior photos Marc Urbano | Car and Driver The underlying E-class is already dynamically solid, one of the reasons we voted it on to our 2025 10Best Cars list, and the E53 builds on that excellent foundation. It's balanced and predictable pushing toward the handling limit, thanks to both proper chassis balance and communicative steering. Our biggest complaint is brake-pedal response, which blends regenerative braking before calling on the optional upsized rotors (carbon-ceramic in front) that are part of the $3150 AMG Dynamic Plus package, which also includes an electronically controlled limited-slip differential and active engine mounts. Although the braking performance is excellent, we were never quite sure what left-pedal response we were going to get with light inputs, as the brakes' behavior seemingly changes depending on drive mode and other real-time happenings. LOWS: Flinty ride with a lot of tire noise, nonlinear brake pedal, way heavier than before. Ride quality and interior noise are areas where the E53 takes an unfortunate step back from the luxuriously smooth and quiet E350 and E450. Impacts are sharp, and there's quite a bit of tire slap, particularly with the high tire pressures specified on the door-jamb placard (44 psi front, 51 psi rear). Lowering them by 15 psi to the low-load setting made the ride far more tolerable. The tire noise over our not perfectly smooth test surface is probably why our sound-level reading wasn't better than 72 decibels, way louder than the 67 we recorded in the E450. If the roads aren't pristine where you live, consider the standard 20-inch wheels rather than the optional 21s. view interior Photos Marc Urbano | Car and Driver Then there's efficiency, something this plug-in hybrid should do better. We averaged a reasonable 24 MPGe overall and got 29 mpg in our 75-mph highway test loop, which beats its EPA highway figure by three mpg (although the previous E53 did even better at 32 mpg). That's after the 21-kWh battery pack is depleted, which takes 44 miles at 75 mph. As with other Mercedes plug-ins, the E53 handily beats its EPA electric range figure in our highway test. The E53 also has sufficient electric-only thrust in stop-and-go traffic, which prevents us from having to constantly dip into combustion power to keep the pace. We found the E53 to use only second through sixth gears during electric operation, and the shifting is much smoother than in some PHEVs that, like the E53, have a motor upstream of the transmission. Although we appreciate the E53's impressive electric range, we don't quite understand the included DC charging capability, which is rare on PHEVs. We measured 23 minutes to charge the battery from empty to a 90 percent state of charge, which would gain only about 40 miles of EV range. Unless you're already planning to stop for a separate reason, we don't think this is a wise use of anyone's time. view interior Photos Marc Urbano | Car and Driver The E53 starts at $89,150, some $17,150 more than the next-step-down E450 model, which gets a less powerful version of this turbocharged inline-six. Then again, Mercedes is not afraid of a lengthy options list, and the last E450 we tested rang in higher than this E53's starting point. There's still lots of room to climb on the E53, as our car had $20,650 in options, including multiple performance add-ons—the aforementioned 21-inch wheels and tires, brake upgrade, and limited-slip diff. Even the AMG-branded fuel cap costs $110 extra. As with the regular E-class, we'd skip the upgraded infotainment and its selfie-camera frivolity. VERDICT: Inline-six plus electric motor equals massive performance gains. Electric assist enables an impressive duality: The E53 is an upscale luxury sedan that can run mid-11-second quarter-miles, cover plenty of commuting miles electrically, and, even after the battery runs out, cruise along at nearly 30 mpg on the highway. view exterior photos Marc Urbano | Car and Driver Specifications Specifications 2025 Mercedes-AMG E53 Vehicle Type: front-engine, front-motor, all-wheel-drive, 5-passenger, 4-door sedan PRICE Base/As Tested: $89,150/$109,800 Options: Pinnacle trim (head-up display, four-zone climate control, projection adaptive headlights), $4150; AMG Dynamic Plus package (AMG steering wheel, active engine mounts, electronic limited-slip rear differential, front carbon-ceramic brake rotors, 174-mph top speed limiter), $3150; black Nappa leather, $2990; Multicontour Seating package (ventilated and massaging front seats, heated front armrest), $2950; 21-inch forged-aluminum wheels and tires, $2600; Driver Assistance package (lane-keeping assist, steering assist, adaptive cruise), $1950; MBUX Superscreen package (larger center screen, front passenger screen, selfie camera), $1500; sun protection package (rear and rear side sunshades), $800; black microfiber headliner, $450; AMG fuel cap, $110 POWERTRAIN turbocharged and intercooled DOHC 24-valve 3.0-liter inline-6, 443 hp, 413 lb-ft + AC motor, 161 hp, 354 lb-ft (combined output: 604 hp, 553 lb-ft; 21-kWh lithium-ion battery pack; 9.6-kW onboard charger Transmission: 9-speed automatic CHASSIS Suspension, F/R: multilink/multilink Brakes, F/R: 15.4-in vented, cross-drilled, carbon-ceramic disc/14.2-in vented, cross-drilled disc Tires: Michelin Pilot Sport 4S F: 265/35ZR-21 (101Y) MO1A R: HL295/30ZR-21 (105Y) MO1A DIMENSIONS Wheelbase: 116.6 in Length: 194.9 in Width: 76.7 in Height: 57.9 in Passenger Volume, F/R: 58/47 ft3 Trunk Volume: 13 ft3 Curb Weight: 5357 lb C/D TEST RESULTS 60 mph: 3.3 sec 100 mph: 7.8 sec 1/4-Mile: 11.6 sec @ 120 mph 130 mph: 13.7 sec 150 mph: 19.1 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 4.1 sec Top Gear, 30–50 mph: 3.0 sec Top Gear, 50–70 mph: 4.3 sec Top Speed (gov ltd): 174 mph Braking, 70–0 mph: 154 ft Braking, 100–0 mph: 307 ft Roadholding, 300-ft Skidpad: 0.94 g C/D FUEL ECONOMY Observed: 24 MPGe 75-mph Highway Driving, EV/Hybrid Mode: 64 MPGe/29 mpg 75-mph Highway Range, EV/Hybrid mode: 44/500 mi EPA FUEL ECONOMY Combined/City/Highway: 23/21/26 mpg Combined Gasoline + Electricity: 59 MPGe EV Range: 42 mi C/D TESTING EXPLAINED Tested by Dave VanderWerp Director, Vehicle Testing Dave VanderWerp has spent more than 20 years in the automotive industry, in varied roles from engineering to product consulting, and now leading Car and Driver's vehicle-testing efforts. Dave got his very lucky start at C/D by happening to submit an unsolicited resume at just the right time to land a part-time road warrior job when he was a student at the University of Michigan, where he immediately became enthralled with the world of automotive journalism.
Car and Driver
07-07-2025
- Automotive
- Car and Driver
2025 Porsche Taycan 4S Tested: Prime Spec
Five years on, the Porsche Taycan still stands out among EVs—not just for its looks, but for what it delivers to the driver. It's one of the few that doesn't dull or distort the inputs, or forgo a joyful driving experience, to deliver top-tier performance numbers. As we were reminded recently, with much of the 2025 Porsche Taycan lineup assembled to be sampled one after another on Car and Driver's main evaluation route, if you don't have the track time or the budget for the latest-and-greatest 1019-hp Taycan Turbo GT, which costs $231,995 to start, the 4S might just be the ideal Taycan for public roads. Why? As C/D tested it, the Taycan 4S is one of the few electric vehicles that doesn't drive as if it were burdened with 1000 more pounds than intended or signal a series of chassis-tech band-aids in certain dynamic situations. It's a willing dance partner on back roads, with nearly all the right feedback and the sensations you might expect from a sports car. view exterior photos Marc Urbano | Car and Driver The 2025 Taycan 4S, with its optional larger Performance Battery Plus (97 kWh versus the standard 82), is no lightweight at 5143 pounds. Yet there's a new secret sauce that erases perceived mass and makes this model click even more cohesively than the previous one. Beyond the adaptive two-chamber air suspension that all Taycans now use, Porsche has upped its chassis tuning with the optional Active Ride system. This does away with anti-roll bars, harnessing two-valve hydraulic damper tech that can react quickly and precisely at all four corners. The result, as we observed on the choppy, uneven surfaces of our Michigan drive loop, goes beyond improving the ride and expands the envelope of dynamic grip. It can essentially push each wheel downward or pull it upward to build normal, natural cornering forces and an intuitive sense of body control. The trick technology heightens the experience all around. Multiple drivers from our persnickety bunch praised the Taycan 4S's ride-and-handling balance. view exterior photos Marc Urbano | Car and Driver There's nothing simple about Active Ride, other than it's simply a must-have on the Taycan. It's a $7140 option on our 2025 test car (and goes up to $7390 for the 2026 model year). It isn't offered on the base Taycan or the new Taycan 4. So with the 4S serving as the entry point for this remarkable technology, it's the Taycan we'd recommend. HIGHS: Active Ride counters EV ballast, superb seats and driving position, charges even faster than before. Our test car, in luminous Ice Grey Metallic, was also optioned with 21-inch wheels and a long list of smart performance upgrades tacked onto its $120,495 base price. Those included the $3260 Performance package, which brings Porsche's Torque Vectoring Plus system, rear-axle steering, aluminum pedals, and the Sport Chrono package. Soft-close doors and a head-up display were there as part of the $6900 Premium package, and an $1130 upgrade brought thermal- and noise-insulated windows in addition to various other extras that pushed the total to $154,685. view interior Photos Marc Urbano | Car and Driver Back to the straight-line stuff: In 4S form, the Taycan delivers a baseline 509 horsepower and 490 pound-feet of torque, and with launch control engaged, that ramps up to 590 horses and 523 pound-feet. In our testing, that was good for a sprint to 60 mph in 3.1 seconds—0.4 second quicker than Porsche's official time and a full second quicker than the rear-wheel-drive 2025 base Taycan we tested last year. The trip to 100 mph takes only 7.2 seconds. Thanks to its two-speed gearbox for the rear motor, the 4S and other Taycans don't run out of electric breath in the triple digits. The 4S did the quarter-mile in 11.2 seconds at 125 mph. Granted, it can't match the brutality of the Lucid Air Sapphire, with its 2.1-second run to 60 mph and 9.3-second-at-153-mph quarter-mile, or the Taycan Turbo GT Weissach, which does a 1.9-second 60-mph dash and a 9.2-at-152 pass of the quarter-mile. But get real: Three seconds to 60 is absolutely a pin-you-back launch. view interior Photos Marc Urbano | Car and Driver The Taycan still doesn't offer a one-pedal driving mode, and Porsche insists that you should glide for the best efficiency and dab the brakes to slow. We get it. But with most of the deceleration in light to moderate situations happening via regenerative braking through the motors, it results in some fussy behavior where the bite of the pads isn't entirely connected to pedal pressure. The car puts up some impressive stops, though, coming to a halt from 70 mph in just 151 feet and from 100 mph in a fade-free 306 feet. LOWS: Brake feel, back-seat usability, breathtaking out-the-door prices. Our 4S was also the first vehicle we've tested with Hankook's flagship eco-performance tire, the Ion Evo, which is claimed to be made of 45 percent sustainable raw materials and provides reduced rolling resistance. It's been newly added as one of Porsche's OEM offerings and proved to be a quiet and willing fitment. view exterior photos Marc Urbano | Car and Driver Porsche hasn't messed with the Taycan's good looks, outside of a refresh of cabin trims and revamped lighting outside along with some ever-so-slight front and rear detail tweaks. Beneath that though, Porsche has managed a lengthy list of mid-cycle improvements to the underpinnings, ranging from new thermal management to aero and rolling-resistance tweaks. And, most notably, there's a bigger battery pack that delivers lots more range: While the 2024 and earlier Taycan with the largest Performance Battery Plus totaled 84 kWh, it now amounts to 97 kWh with the use of more energy-dense cells. The EPA rates the 4S sedan at 295 miles of range on 21-inch wheels, but if you can stick with the base 19-inchers, the car is good for 315 miles—quite an advantage over the Turbo GT's 276 miles. The original Taycan led a charge to 800-volt architectures and especially short charge times. Despite the larger battery pack for 2025, Porsche is making use of a new 320-kW peak charging power (still via a CCS port) and claiming an even quicker 10 to 80 percent charge time of as little as 18 minutes, versus the previous 22 or so minutes. It's also allowing the cells to be charged at their peak rate at a wider temperature range, which should mean owners see the quickest charging stops more often. The Taycan doesn't split its pack into two for 400-volt charging like the Macan Electric and its PPE platform, but it makes use of a charge pump device to boost what it can get from 400-volt hardware like the most common V3 Tesla Superchargers. We'll report back when we have the time to fully measure the 4S's electron draw in the real world. view exterior photos Marc Urbano | Car and Driver As before, you can plug a J1772 AC connector into the Taycan on either side (with charge ports just ahead of the front doors), while DC fast-charging via the CCS port is only on the passenger's side. An 11.0-kW onboard charger means that a full overnight charge is in reach for most owners with 240-volt home hardware. VERDICT: The Goldilocks of electric Porsches. Some of us do find the Taycan's interface smoother and more intuitive than the newer Android-based interface in the Macan Electric. But there are certain drawbacks of this physical Taycan sedan package that haven't changed one bit, namely that its back seat is, as one comment aptly put it, is "borderline useless." If that's an issue, there's always the wagon-like Cross Turismo body style, which offers a bit more headroom in back. Consider it a slightly bigger bowl for Porsche's just-right porridge. view interior Photos Marc Urbano | Car and Driver Specifications Specifications 2025 Porsche Taycan 4S Vehicle Type: front- and rear-motor, all-wheel-drive, 4-passenger, 4-door sedan PRICE Base/As Tested: $120,495/$154,685 Options: Porsche Active Ride, $7140; Premium package (head-up display, 14-way Comfort front seats with memory and ventilation, 360-degree camera system with active parking support, air-quality system, adaptive cruise control, soft-close doors, Storage package), $6900; Performance Battery Plus, $5570; 21-inch Aero Design wheels, $4680; Performance package (Porsche Torque Vectoring Plus, Sport Chrono package, rear-axle steering, aluminum pedals), $3260; Slate Grey leather-free interior with Pepita seat inserts, $2200; thermally and noise-insulated windows, $1130; Porsche InnoDrive with lane-keeping assist, $1320; Ice Grey Metallic paint, $800; Porsche Electric Sport Sound, $500; heated rear seats, $360; puddle-light projectors, $330 POWERTRAIN Front Motor: permanent-magnet synchronous AC Rear Motor: permanent-magnet synchronous AC Combined Power: 590 hp Combined Torque: 523 lb-ft Battery Pack: liquid-cooled lithium-ion, 97 kWh Onboard Charger: 11.0 kW Peak DC Fast-Charge Rate: 320 kW Transmissions, F/R: direct-drive, 2-speed automatic CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 14.2-in vented disc/14.1-in vented disc Tires: Hankook Ion Evo 245/40R-21 100Y NFO 285/35R-21 105Y NFO DIMENSIONS Wheelbase: 114.2 in Length: 195.4 in Width: 77.4 in Height: 54.2 in Trunk Volume: 14 ft3 Front Trunk Volume: 3 ft3 Curb Weight: 5143 lb C/D TEST RESULTS 60 mph: 3.1 sec 100 mph: 7.2 sec 1/4-Mile: 11.2 sec @ 125 mph 130 mph: 12.2 sec 150 mph: 16.9 sec Results above omit 1-ft rollout of 0.2 sec. Rolling Start, 5–60 mph: 3.4 sec Top Gear, 30–50 mph: 1.4 sec Top Gear, 50–70 mph: 1.9 sec Top Speed (gov ltd): 159 mph Braking, 70–0 mph: 151 ft Braking, 100–0 mph: 306 ft Roadholding, 300-ft Skidpad: 1.00 g C/D FUEL ECONOMY AND CHARGING Observed: 89 MPGe EPA FUEL ECONOMY Combined/City/Highway: 87/89/85 MPGe Range: 295 mi C/D TESTING EXPLAINED
Car and Driver
04-07-2025
- Automotive
- Car and Driver
Nissan Recalls 444K Models for Potential VC-Turbo Engine Failure
Nissan is recalling 443,899 models for VC-Turbo engines that could possibly fail. The Nissan Altima, Rogue, and the Infiniti QX50/QX55 are models that have or had the complex variable-compression engine with bearings that could fail. Dealers will inspect the engines, and in cases where it's necessary, they will replace the engine for free. Nissan's novel variable-compression-ratio engine is at the center of a massive recall that involves nearly 444K models. The Nissan Rogue is the brand's most popular model in the United States, and as a result, it accounts for the majority of the recall population (348,554 total units). The Nissan Altima, as well as the Infiniti QX50 and QX55, are also among the models that are being recalled. According to a recall report that Nissan submitted to the National Highway Traffic Safety Administration (NHTSA) on June 26, 2025, the issue involves bearing failures. The report specifically identifies the engines' main bearing and the A-, C-, and L-links, which may be defective and could cause engine damage or failure. As a result, Nissan is recalling 2021–2024 Rogues and 2019–2020 Altimas (5685 total units); 84,536 Infiniti QX50s (2019–2022) and 5124 QX55s (2022) are also part of the recall. Marc Urbano | Car and Driver Marc Urbano | Car and Driver Nissan's VC-Turbo engine is the only one in production that can vary its compression ratio. It's designed to optimize either torque or fuel economy on the fly, and it took Nissan two decades and 300 patents to bring it to life. A turbocharged 2.0-liter version of the VC-Tfirst appeared on the 2019 Infiniti QX50 and then migrated to the Nissan Altima. The Rogue adopted a variable-compression 1.5-liter turbo three for the 2021 model year, and it remains the compact SUV's only engine. Nissan states that the bearing failures occur gradually rather than instantly, so drivers will likely have clues that their engine is on the fritz. Along with vehicle warning lights and messages, Nissan says drivers may hear an unusual engine noise or feel the engine running rough. Ideally, people who own vehicles involved in the recall will bring them into their dealer to address the issue before sustaining any damage or failure. Dealers will inspect oil pans for specific metal debris. If nothing is found in the three-pot VC-T, a technician will replace the oil pan gasket, engine oil, and reprogram the vehicle's ECU. Only the engine oil will need to be changed if no debris exists in the turbo four's oil pan. If there is debris where it's not supposed to be, Nissan says that it will replace either engine free of charge. A reimbursement plan will be available for owners whose warranty has expired. Dealers will be notified by July 15; owners will begin to be notified on Aug. 25, 2025. Eric Stafford Managing Editor, News Eric Stafford's automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a journalism degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual '97 Chevy Camaro Z/28, and a '90 Honda CRX Si. Read full bio
