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Car and Driver
4 days ago
- Automotive
- Car and Driver
First Test: 2025 Chevrolet Corvette ZR1 Enters Another Dimension
In C/D's exclusive first instrumented test, the new ZR1 hit 60 mph in 2.2 seconds. It also blasted through the quarter-mile in 9.5 seconds at 149 mph. Those numbers make this Corvette ZR1 the quickest rear-wheel-drive car we've ever tested. A thousand horsepower makes a particular sound. It's a compact tornado ripping across the plains, a 30-foot swell curling across a shore break, an airlock blowing out in deep space. It's the sound of a placid afternoon breeze that was minding its own business until the 2025 Chevrolet Corvette ZR1 showed up, its twin ball-bearing turbos cramming up to 26.1 psi of boost into its LT7 5.5-liter V-8. The ZR1 is rated at a strangely specific 1064 horsepower at 7000 rpm, and you'd guess that GM aimed for an even thousand and overshot the mark. That's not the case. The horsepower goal was simply "as much as possible," and it turns out that the envelope of possibility extends to four-digit output, a 233-mph top speed, and a yet-undisclosed Nürburgring Nordschleife lap time that's likely to embarrass the $300,000-plus Mustang GTD more than a little. For a frame of reference, this year's Indy 500 qualifying average speed was 231 mph, and you can't buy Álex Palou's Dallara for a starting price of $178,195 at your local Chevy dealer. View Exterior Photos Michael Simari | Car and Driver Strap In It would be disingenuous to claim that the ZR1's performance is easily accessible. When you first climb in, it's best to treat the accelerator pedal the way a bomb-squad crew treats a wired-up bundle of explosives—careful, careful, lest you trigger the boom. Perhaps the ZR1's most important instrument-cluster display is the tire temperature readout, which gleans its information from the TPMS sensors. If the display is blue, that means you'd best not show off while leaving Cars & Coffee. If it's green, that means you'd still best not show off while leaving Cars & Coffee, but your power-oversteer spin will happen slightly farther down the road. If it's red, you're a hero because that means you drove hard enough to actually make the tires hot. View Exterior Photos Michael Simari | Car and Driver HIGHS: Straight-line performance of the gods, aero upgrades, typical excellent Corvette value. We drove the ZR1 at GingerMan Raceway in Michigan, and the morning began with cold rain. That provided a good opportunity to confirm that a rear-wheel-drive car with 1064 horsepower and 828 pound-feet of torque, wearing Michelin Pilot Sport Cup 2R tires ("not recommended for driving in wet conditions," per Tire Rack), is not ideal on a chilly, damp day. The ZR1 on wet pavement feels like a normal car on snow, with the front tires washing wide on tight corners at barely more than 30 mph, and the 345/25ZR-21 rears flaring into wheelspin at perhaps 25 percent throttle. Fortunately for us, the skies cleared, the track dried, and eventually the ZR1 got to demonstrate its talents. View Exterior Photos Michael Simari | Car and Driver Shrinks Racetracks GingerMan is a fairly compact circuit—2.1 miles—but the ZR1 is going to make every track feel tight. It's a cheetah let loose in a Chuck E. Cheese, an F-22 flying combat maneuvers in your grandma's attic, a Tyson Fury title fight held in an elevator. The ZR1's acceleration is so explosive that it's hard to find a frame of reference, but let's try. The 2006 Corvette Z06, with its 505-hp LS7 engine, hit 60 mph in 3.6 seconds. The 2025 ZR1 is almost that quick over the next 60 mph—it runs 60 to 120 mph in 3.9 seconds. In 23.8 seconds, you're at 200 mph. And that's with the optional giant rear wing slowing it down. Powering out of GingerMan's penultimate right-hand corner onto the long straight, you head uphill before the track flattens out, and the ZR1's accelerative ferocity makes that gentle transition feel like a launch ramp, the car going just a little bit light over the crest. In just about any other car, there is no crest right there, just a barely discernible transition to flatness. But behind the wheel of the ZR1, reality warps to the power. View Interior Photos Michael Simari | Car and Driver And that power is usable right off the line. The ZR1's 2.2-second 60-mph time is the best number we've ever seen from a rear-wheel-drive car and matches the all-wheel-drive Porsche 911 Turbo S. The Corvette's launch control is very clever, and very adjustable—our best results came with a 3500-rpm launch at 10 percent slip. There's a burnout mode to clean off the tires, which is both useful and a crowd-pleasing warm-up to perform before cracking off a 9.5-second quarter-mile at 149 mph. Mind you, that result was on an unprepped surface. At a drag strip sticky with traction compound, there's surely more to be had. LOWS: Needs a bigger gas tank, normcore interior, brakes and handling don't make proportional gains. Not that this is a drag car, even. The ZR1 is optimized for destroying road-course lap records, especially when fitted with the $1500 ZTK Performance package (magnetic selective ride control and the Cup 2Rs), $13,995 carbon-fiber wheels, and the $8495 Carbon Fiber Aero package. You'll know the aero package by its enormous rear wing, which helps the ZR1 generate more than 1200 pounds of downforce. Up front, the Corvette's forward trunk is sacrificed for cooling and aero, with air flowing up from under the car and through the hood. There are also brake-cooling ducts on the rear fenders and, above those, more ducts to feed cool air to the turbos. Those are the obvious ZR1 tells, but if you're still unsure what you're looking at, the split rear window is the definitive signifier of a ZR1. Besides nodding to the C2 split-window from 1963, the center panel is vented to provide yet more cooling. View Exterior Photos Michael Simari | Car and Driver As the tires warmed up and the track dried out, we began to realize that the ZR1's outsized thrust dictates a particular driving style—quick hands, early on the brakes, but stoic with the throttle until the steering is unwound. It's helpful that the LT7 provides all manner of aural feedback on its state of readiness, but basically you can assume it's ready to pounce within a fraction of a second. The turbos are integrated into the exhaust manifolds and have their own speed sensors, with the engine management system always striving to keep the turbines spooled up. Even when you abruptly back off the throttle, you hear a lingering screeee as the turbos keep spinning, a high-pitched overlay to the LT7's guttural flat-plane howl. GM knew, when it was developing the Z06's naturally aspirated LT6, that there would be a turbocharged version, so the LT7 was optimized for its mission from day one, with a new intake, strengthened pistons and connecting rods, and a whole extra port fuel-injection system complementing the direct-injection setup. View Exterior Photos Michael Simari | Car and Driver You might infer, from the dual fuel-injection systems, that the LT7 swills gas, and you'd be right. In fact, the ZR1's voracious thirst and relatively small 18.5-gallon fuel tank will be the constraining factors in track-day shenanigans. We weren't trying to set any lap records, and still the ZR1 managed barely 50 miles before demanding a pit stop. One tank that included the five-mile drive back from the gas station netted less than 4 mpg. Out on the street, the EPA reckons you'll see 12 mpg city and 18 mpg highway, hence a mandatory $3000 gas-guzzler tax. While it's a fine practice to occasionally pit in and let the red mist dissipate, the ZR1 insists you do that on a regular basis. That's for the best, we think, because the ZR1's historic leap in horsepower doesn't come with commensurate gains in braking and cornering—how could it? The ZR1's 1.13 g's on the skidpad is, of course, a top-of-the-food-chain number, but still not quite as good as the 1.16 g's we saw from the Z07-equipped Z06. (At 3831 pounds, the ZR1 weighed in at 165 pounds more than the Z06, an admirably minor gain, but still a gain.) And although the ZR1 gets upsized 15.7-inch front brake rotors, the largest ever fitted to a Corvette, its braking performance mirrors the Z06's: Stopping from 70 mph requires 140 feet of pavement, and 100 mph is scrubbed in 273 feet, compared with 139 feet and 274 feet for the Z06. View Interior Photos Michael Simari | Car and Driver The interior, too, is a doppelgänger for the Z06, if not the base Stingray. There's a boost gauge and a ZR1-specific Top Speed mode, which basically tells the stability control that you plan to go extremely fast in a straight line, but the base 1LZ interior on our test car is standard-issue Corvette. Our test car was very superleggera, lacking even heated seats, but who needs creature comforts when you've got 1064 horsepower? That should occupy your full attention. How We Got Here It's tempting to look ahead and ponder the Corvette team's next move—hey, what if you combined the E-Ray's hybrid all-wheel drive with the ZR1's engine?—but we think the ZR1 merits a moment to reflect on how incredible it is that this car exists. Back in the bankruptcy-era days of the 638-hp C6 ZR1, Chevy wasn't even sure if it could improve on the 505-hp Z06's 60-mph time because the rear tires were already at their limit all the way through first gear. Then Michelin worked some magic, and the ZR1 shaved off a few tenths. But at the time, 638 horsepower was all the Corvette could handle and then some. View Exterior Photos Michael Simari | Car and Driver The seventh-generation Vette brought the 650-hp Z06 and the 755-hp ZR1. As one Corvette engineer told us, "You'd drive the Z06 for a week and think, 'Eh, it could use another hundred horsepower.' You never drive a ZR1 and think it could use another hundred horsepower." And yet, here we are. They added another hundred horsepower. And another hundred after that, and another hundred after that. And then nine more for good measure. Prior super-Vettes, as good as they were, played by rules established in 1953: front engine, rear drive, and (almost) always a pushrod V-8. The new ZR1's sole guiding ideology is the pursuit of maximum capability, and so it makes an exponential leap in performance—who'd have thought that 755 horsepower would ever seem quaint, let alone so soon? View Exterior Photos Michael Simari | Car and Driver The benchmarks are moving fast. The 1990 ZR-1's 375 horsepower, so staggering in its day, is now considered a normal output for a family SUV. Will 1064 horsepower ever seem normal? We doubt it, but if you're stout enough to want a taste of that future, the ZR1 is ready right now. As for whether you're ready for it, there's only one way to find out. VERDICT: Chevy builds an earthbound rocket. Specifications Specifications 2025 Chevrolet Corvette ZR1 Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door targa PRICE Base/As Tested: $178,195/$205,265 Options: carbon-fiber wheels, $13,995; ZR1 Carbon Fiber Aero package, $8495; ZTK Performance package, $1500; Competition sport bucket seats, $995; body-colored split-window trim, $995; microsuede-wrapped steering wheel, $695; black exhaust tips, $395 ENGINE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, port and direct fuel injection Displacement: 333 in3, 5463 cm3 Power: 1064 hp @ 7000 rpm Torque: 828 lb-ft @ 6000 rpm TRANSMISSION 8-speed dual-clutch automatic CHASSIS Suspension, F/R: control arms/control arms Brakes, F/R: 15.7-in vented, cross-drilled carbon-ceramic disc/15.4-in vented, cross-drilled carbon-ceramic disc Tires: Michelin Pilot Sport Cup 2R ZP F: 275/30ZR-20 (97Y) TPC R: 345/25ZR-21 (104Y) TPC DIMENSIONS Wheelbase: 107.2 in Length: 185.9 in Width: 79.7 in Height: 48.6 in Passenger Volume: 51 ft3 Trunk Volume: 9 ft3 Curb Weight: 3831 lb C/D TEST RESULTS 60 mph: 2.2 sec 100 mph: 4.5 sec 130 mph: 7.1 sec 1/4-Mile: 9.5 sec @ 149 mph 150 mph: 9.7 sec 170 mph: 13.1 sec 200 mph: 23.8 sec Results above omit 1-ft rollout of 0.2 sec. Rolling Start, 5–60 mph: 3.0 sec Top Gear, 30–50 mph: 1.8 sec Top Gear, 50–70 mph: 2.0 sec Top Speed (mfr claim): 225 mph Braking, 70–0 mph: 140 ft Braking, 100–0 mph: 273 ft Roadholding, 300-ft Skidpad: 1.13 g C/D FUEL ECONOMY Observed, Track/Street: 4/13 mpg EPA FUEL ECONOMY Combined/City/Highway: 14/12/18 mpg C/D TESTING EXPLAINED Reviewed by Ezra Dyer Senior Editor Ezra Dyer is a Car and Driver senior editor and columnist. He's now based in North Carolina but still remembers how to turn right. He owns a 2009 GEM e4 and once drove 206 mph. Those facts are mutually exclusive. Tested by David Beard Managing Testing Editor David Beard studies and reviews automotive related things and pushes fossil-fuel and electric-powered stuff to their limits. His passion for the Ford Pinto began at his conception, which took place in a Pinto.
Car and Driver
4 days ago
- Automotive
- Car and Driver
Corvette ZR1 Is the Quickest RWD Car to 60 MPH We've Ever Tested
The 2025 Chevrolet Corvette ZR1 is now the quickest rear-wheel-drive car we've ever tested, reaching 60 mph in just 2.2 seconds. That is one-tenth quicker to 60 mph than the McLaren 750S, and two-tenths ahead of the Ferrari 296GTB. The Corvette ZR1 continues to pull ahead as speeds rise, eclipsing 150 mph a full second ahead of the McLaren, which costs over $200K more as tested. Welcome to Car and Driver's Testing Hub, where we zoom in on the test numbers. We've been pushing vehicles to their limits since 1956 to provide objective data to bolster our subjective impressions (you can see how we test here). The 2025 Chevrolet Corvette ZR1 has one-upped the McLaren 750S while costing over $100,000 less. The 750S had become the quickest rear-wheel-drive car ever tested by Car and Driver last year, snatching the crown from the Ferrari 296GTB. But now the latest Corvette ZR1—propelled by a twin-turbocharged 5.5-liter V-8 emitting a whopping 1064 horsepower—has completed the sprint to 60 mph even quicker, blasting to the mile-a-minute mark in just 2.2 seconds. Michael Simari | Car and Driver That puts the Corvette ZR1 one-tenth of a second ahead of the McLaren 750S, which itself beat the Ferrari by a single tenth. While the 296GTB utilizes a hybrid powertrain that pairs a turbocharged V-6 with an electric motor, the 750S keeps it simple with a twin-turbocharged 4.0-liter V-8. The McLaren is an immensely potent car, the eight-cylinder engine producing 740 hp and 590 pound-feet of torque, but it pales in comparison to the Corvette ZR1's 1064-hp and 828-pound-foot output. The Corvette's horsepower advantage helped the American supercar overcome its significantly higher curb weight, with the ZR1 tipping the scales at 3831 pounds. That is 299 pounds heavier than the Ferrari and a massive 625 pounds heavier than the McLaren. But power makes up for a lot of sins, and the ZR1 is still comfortably on top when it comes to power to weight, with each of the LT7's ponies ferrying 3.6 pounds of Corvette compared with both the McLaren and Ferrari at 4.3 pounds per horsepower. Another key factor was the Corvette's rubber, with the ZR1 riding on sticky Michelin Pilot Sport Cup 2R ZP tires with a 275-millimeter section width up front and an insane 345-mm section width at the rear. The McLaren, meanwhile, made do with Pirelli P Zero Trofeo tires measuring 245 mm wide and 305 mm wide at the front and rear, respectively. While the Corvette was only one-tenth of a second ahead of the 750S at 60 mph, that gap expanded as speeds rose. The ZR1 hit 100 mph in just 4.5 seconds, three-tenths ahead of the McLaren, while 130 mph arrived in 7.1 seconds, giving it a 0.6-second lead. The Ferrari, for context, reached 100 mph in 4.7 seconds and 130 mph in 7.3 seconds, sneaking back ahead of the 750S by each of those marks. Michael Simari | Car and Driver The ZR1's numbers only get crazier. The Corvette dispatches the quarter-mile in 9.5 seconds, crossing the line at 149 mph. The McLaren, meanwhile, needed 9.8 seconds at 145 mph, and the Ferrari completed the run in 9.7 seconds at 150 mph. Speaking of 150 mph, the Corvette reached that speed in a mere 9.7 seconds, a full second ahead of the 750S, although the 296GTB matched the Corvette's time. When the McLaren 750S beat out the Ferrari 296GTB for the title of quickest-accelerating RWD car tested by Car and Driver, there was a slight caveat. The McLaren only took the win in the sprint to 60 mph, losing out to its Italian rival in the dash to 100 mph, 150 mph, and over a quarter-mile. But the Corvette ZR1 unequivocally is now the king, triumphing over the McLaren and Ferrari in just about every acceleration metric. And the American monster did so while costing significantly less, with the ZR1 carrying an as-tested price of $205,265, versus $538,399 for the Ferrari and $449,790 for the McLaren. Caleb Miller Associate News Editor Caleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan.
Car and Driver
6 days ago
- Automotive
- Car and Driver
Subaru Raising Prices on Nearly Every Model, Cites Market Conditions
Subaru has just raised prices on nearly every model in its lineup, citing "current market conditions" as the reason for the increases. The price hikes are between $750 and $2055, depending on the model, with the electric Solterra the sole Subaru that avoids the cost increases. A spokesperson for Subaru confirmed the increases to Car and Driver but wouldn't outright confirm that tariffs are to blame. Subaru is joining a growing list of automakers engaging in the practice of midyear price increases by spiking costs for nearly every product in its lineup. Depending on the model, prices were raised between $750 and $2055, according to a now-deleted notice posted to a dealer website. The electric Solterra, which Subaru struggles to sell in large numbers, is the sole model that avoided this round of price hikes. Michael Simari | Car and Driver While it may seem that tariffs are to blame, a Subaru spokesperson was more vague, pointing to "current market conditions" as the culprit. "The changes were made to offset increased costs while maintaining a solid value proposition for the customer. Subaru pricing is not based on the country of origin of its products," the company said in a statement to Car and Driver. Michael Simari | Car and Driver According to the dealer notice, pricing for the Crosstrek and Impreza increased by $750. Pricing for the Ascent jumped between $1085 and $2055, depending on trim, while the BRZ and WRX each jumped by $2000. The soon-to-be-discontinued Legacy sedan increased by $1600. The Outback and Forester saw similar increases, with the former increasing by between $1715 and $1820, and the latter increasing by between $1075 and $1600. The decision to increase pricing between model years isn't new to Subaru. Earlier this month, Ford increased prices on three models produced in Mexico, though, in Ford's case, the automaker listed tariffs as a contributing factor to the increases. Jack Fitzgerald Associate News Editor Jack Fitzgerald's love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn't afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf.
Car and Driver
21-05-2025
- Automotive
- Car and Driver
2026 Toyota RAV4 PHEV vs. 2025 Mitsubishi Outlander PHEV: How They Compare
A new Toyota RAV4 doesn't come around every year. Given how the RAV4 is locked in a constant and bitter battle with Ford's F-150 for U.S. bestseller status, any changes to Toyota's money-printer had better be good ones. And boy howdy, the 2026 RAV4 comes out swinging. There's a whole lot of new stuff tucked under the RAV4's blockier, angrier silhouette. Hybrids can now be optioned with front-wheel drive, the Woodland package became its own standalone trim, and the lineup has positively exploded with plug-in hybrid options. That last bit will be the focus here—PHEVs are growing fast as the market remains tepid on EVs, as they offer the convenience of electric-only operation with the, um, also-convenience of a gas engine. Toyota Michael Simari | Car and Driver Mitsubishi's Outlander PHEV is one of the stronger competitors in the RAV4's cohort, so let's see how the two compare on paper. Since PHEVs are available at many points in the RAV4's more-confusing-than-ever lineup, we'll be using the SE and XSE trims for this spec-sheet comparison. The exterior photos here, however, show the GR Sport trim while the interior photo is of the Woodland trim, as Toyota has yet to publish photos of the SE and XSE. Size and Interior Space The Mitsubishi Outlander really stretches the definition of "compact," at least when it's hanging out next to the 'Yota. The Outlander PHEV is 185.8 inches long, 4.9 inches longer than the RAV4. The two are nearly the same width, though the Mitsubishi again takes the crown with 74.7 inches against Toyota's 74 inches flat. The Mitsubishi is also 1.8 inches taller, at 68.8 inches. The two have awfully similar wheelbase figures, though; the Mitsubishi's 106.5-inch result is less than an inch ahead of the 105.9-inch RAV4. There's a pretty obvious extrapolation from this data: The Outlander is more spacious. Having greater dimensions on all three axes means more interior space, though it may also mean tighter fits in parking lots. The jury's still out on cargo space, as Toyota chose not to publish those figures as of this writing. Toyota Michael Simari | Car and Driver One secret benefit of the Outlander's swollen dimensions? Versatility. Despite being a compact SUV, the Outlander PHEV offers three rows of seating, though that third row is quite tight. Powertrain and Towing If you read the headline or any of the paragraphs above, you'd know that both vehicles are plug-in hybrids. If you scrolled right to this paragraph, congratulations, you're all caught up. Regardless of the trim that contains it, all RAV4 plug-in hybrids include a 2.5-liter four-cylinder gas engine and two electric motors, combining for a net output of 320 horsepower. That's a pretty meaty figure, one that the Outlander's 2.4-liter four-cylinder PHEV powertrain cannot match, though 248 ponies should be more than sufficient for Target runs and the like. Considering the Outlander is both larger (and likely heavier) and less powerful than the Toyota, we know where we'd place our drag-strip bets. While towing might not be the first thing that comes to mind when thinking of family-friendly compact SUVs, it's still important to some. Either way, the Toyota is the clear winner here. The Outlander can only pull 1500 pounds of detritus, while the Toyota can yank up to 3500. Heck, even the regular hybrid models out-tow the Outlander PHEV. You didn't need that second Jet Ski anyway. Battery and Charging Not only does the RAV4 pack on the power, it's also packing on the battery capacity—we think. Toyota estimates a 50-mile range on battery power alone for its wee plug-in, thanks to more capacity and changes to the underlying hardware, namely the semiconductors. How big is the battery? We have no idea; Toyota hasn't divulged that information quite yet. On the other side, the Outlander PHEV packs a battery with 17 kWh of usable capacity, which is good for an estimated range of 38 miles. Toyota Michael Simari | Car and Driver When it comes to charging, the Mitsubishi is lacking. All RAV4 PHEVs include an 11-kW onboard AC charger, and XSE and Woodland PHEVs will come with DC fast-charging capability via a CCS port. (Sorry, NACS fans.) The SE and GR Sport will feature a J1772 port and use AC charging. The Outlander looks positively ancient by comparison. Its AC charging taps out at a paltry 3.7 kW, and while DC fast-charging is available, the Outlander relies on the extremely old CHAdeMO standard, which never really gained steam outside of Japan. Good luck explaining that to somebody who doesn't know squat about cars. Warranty Mitsubishi's warranty is a bit better than Toyota's, but the two are still pretty evenly matched here. The Outlander PHEV offers a five-year, 60,000-mile limited warranty, against the RAV4's three-year, 36,000-miler. Mitsubishi's 10-year, 100,000-mile powertrain warranty positively dwarfs Toyota's five-year, 60,000-mile one. Things get a little more interesting at the electrification level. Toyota splits that part into eight-year, 100,000-mile coverage for hybrid components and 10-year, 150,000-mile coverage for the battery itself. Mitsubishi's hybrid warranty covers the whole shebang for 10 years or 100,000 miles. Andrew Krok Managing Editor, Reviews Cars are Andrew Krok's jam, along with boysenberry. After graduating with a degree in English from the University of Illinois at Urbana-Champaign in 2009, Andrew cut his teeth writing freelance magazine features, and now he has a decade of full-time review experience under his belt. A Chicagoan by birth, he has been a Detroit resident since 2015. Maybe one day he'll do something about that half-finished engineering degree.
Car and Driver
07-05-2025
- Automotive
- Car and Driver
Volvo Recalls 413K Cars over Bad Backup Camera, Polestar Involved Too
Volvo is recalling over 413,000 models due to a faulty backup camera, which can be fixed with a software update. The massive recall involves pre-2026 Volvo models, including the S60, S90, V60, V90, XC40, XC60, and XC90, with Google built-in software. Every Polestar 2 is also involved in a similar recall, which also requires a software update. A boatload of newer Volvo models could have a problem with their backup cameras, specifically that they won't display a rearview image when put into reverse. The remedy requires a simple software update, however, that still means that 413,151 Volvo owners will have to visit their dealers. Polestar 2 owners are also on the hook. Michael Simari | Car and Driver Volvo says the backup-camera problem affects all pre-2026 models with Google built-in infotainment software. That's according to recall documents Volvo submitted to the National Highway Traffic Safety Administration (NHTSA). Of course, the exact model years differ between each vehicle based on when they adopted the Google interface. The list below provides specifics: 2023–2025 Volvo S60 2022–2025 Volvo S90 2023–2025 Volvo V60/V60 Cross Country 2022 Volvo V90/2022–2025 V90 Cross Country 2021–2025 Volvo XC40 2022–2025 Volvo XC60 2023–2025 Volvo XC90 Marc Urbano | Car and Driver While Volvo has stopped funding Polestar, the two Swedish brands are still collaborating. The Polestar 2 EV is also currently involved in a backup-camera-related recall, though the recall documents Polestar submitted to the NHTSA don't specify if it's related to the same Google software. Instead, Polestar chalks it up to a "synchronization error" between the camera and the video display. As a result, every Polestar 2 sold in the United States (27,816 models) is being recalled. Polestar has also ended production of the 2, making 2025 its final model year. 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
