Chevy is bringing the ZR2 Bison trim level to its Silverado pickup.
As with the Colorado ZR2 Bison, the model is a collaboration with American Expedition Vehicles.
The Silverado ZR2 Bison goes on sale this fall, priced at $78,490.
After being hunted nearly to extinction, the American bison has slowly come back in the West and is a common sight at Yellowstone National Park. At Chevrolet, the genus ZR2 Bison is an even more common sight, and its population is about to double, with a new Silverado ZR2 Bison pickup joining the Colorado ZR2 Bison that has been roaming Chevy dealer lots since 2019.
Like the mid-size Colorado ZR2 Bison, the new Silverado was developed with off-road specialists American Expedition Vehicles (AEV) and will be the model’s most hardcore off-roader. It’s based on the existing ZR2 (which continues), adding five underbody skid plates along with rocker-panel protectors and replacing the front and rear bumpers with redesigned stamped-steel units that integrate step plates and front tow hooks. Gloss black 18-inch wheels are wrapped with 33-inch Goodyear Wrangler Territory MT tires. The new bumpers allow for steeper approach and departure angles, although exact figures aren’t yet available. Chevrolet is estimating 32.5 degrees for the approach angle and 23.4 degrees for the departure angle. Ground clearance is unchanged at 11.2 inches.
Beyond the trim-specific black wheels, the Bison is differentiated by its body-colored grille bar and a matte-black panel on its standard Multi-Flex tailgate, in addition to Bison and AEV badging inside and out.
Chevrolet
Chevrolet
Like the ZR2, the Bison comes exclusively with a 6.2-liter V-8 that’s good for 420 horsepower and 460 pound-feet of torque. Output is sent via a 10-speed automatic to front and rear electronically locking differentials.
Chevy is charging $78,490 for the ZR2 Bison, which represents a hefty upcharge over the 2023 Silverado ZR2’s $71,545.
Chevrolet
Chevrolet
This content is imported from {embed-name}. 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.
This carefully named “reimagined” Porsche 911 cabriolet is the work of Singer, a company that does amazing things to Porsches for very discerning customers.
Although Singer specializes in this area, this is its first 964 cabriolet.
Price for such a work? Probably north of $500,000, with a wait at least a couple of years long.
In order to stay on the right side of Porsche’s jealously guarded intellectual property rights, Singer is always careful to note that the company neither manufactures nor sells cars. Instead, it describes its work as restoring and reimagining the Porsche 911 as built between 1989 and 1994—the 964 chassis. Really, though, Singer isn’t a manufacturer, and it isn’t a restoration specialist. It is a distillery.
Here’s its newest cask-strength offering, the first convertible 911 to receive the Singer treatment. Building on the lessons learned from its recent Turbo Study reworking of the iconic 930, this 911 cabriolet gets widebody carbon-fiber enhancements, a 3.8-liter twin-turbocharged and air-cooled flat-six engine, and a six-speed manual transmission.
Like most Singerized 911s, this car is built to owner specification; in an age when the word “bespoke” is stretched to include getting the brake calipers on a Cayenne painted yellow, this special 911 cab is properly made to order. It receives the higher-performance 510-hp engine with electric wastegates and air-to-water intercooling (the original Turbo Study has 450 hp as standard), as well as the upgraded carbon-ceramic brakes. Yet it is also clearly intended as a grand tourer, fitted with the softer suspension option, electric power seats, air conditioning, and even inductive phone charging.
Since its founding in 2009, Singer has always had a stated focus of infusing California’s automotive ethos into its reimaginings. Here, an open-topped 911 Turbo immediately conjures up images of cruising along the Pacific Coast Highway, crossing the span of the Bixby Creek Bridge with the sun beating down, the sting of salt spray in your nostrils, and limitless flat-six torque in reserve.
While Singer has reworked a handful of 911 Targas in the past, this is the company’s first effort at a 964 cabriolet. That the effort should be based around forced induction and that huge whale-tail is only fitting. Almost all 911 Turbos of this generation were coupes, but Porsche made a half-dozen cabriolets for some very well-connected buyers in-period. Those cars were built from Turbo-look widebody 911 cabriolets, each one shipped to the Sonderwunsch department in Weissach where they were comprehensively reworked with Turbo powertrains and performance upgrades.
Special Wishes
Sonderwunsch translates to “Special Request,” what Porsche now calls its Exclusive Manufaktur department. Singer effectively doubles down on all three terms: nearly anything the customer could wish for, incredibly rare and exclusive, and so comprehensive an approach to manufacturing as to make even the glovebox a work of art.
The cost, as you might expect, is astronomical. The wait is less-so, but anyone interested in commissioning a Singer restoration of a 911 convertible will likely be waiting at least a couple of years. Despite a price estimate of at least $500,000, demand easily outstrips supply.
Hardly surprising, because what Singer creates with their no-stone-left-unturned approach is not so much a car as it is an idea. This 911 Turbo cabriolet provides, in both performance and driving experience, a concentrated and refined version of what every bedroom 911 poster promised. It is the dream of a Porsche droptop, condensed into carbon fiber and polished steel, every ounce of it as potent as you could wish for.
Dodge is poised to get back into the small crossover market with the 2023 Hornet. Rather than reskinning a Jeep Compass like it did with the unloved Caliber, this time around Dodge has instead settled on sharing a platform with a Stellantis-company cousin, the Alfa Romeo Tonale. A 265-hp turbocharged four-cylinder with all-wheel drive and a nine-speed automatic is the standard setup but the R/T model is a plug-in hybrid with 285 ponies and more than 30 miles of electric driving. Not only will the Hornet offer Dodge’s first hybrid powertrain it’ll also boast the most high-tech equipment in the brand’s lineup, with standard features that include a digital gauge display, Uconnect 5 infotainment software, and automated emergency braking with pedestrian-and-cyclist detection. The nonhybrid GT models are expected to go on sale by the end of 2022 with the R/T PHEV models following shortly after in early 2023.
What’s New for 2023?
The Hornet will be a new entrant in the Dodge lineup and will sit below the mid-size Durango. This small SUV will compete against rivals such as the compact Kia Seltos, the Mazda CX-30, and the Volkswagen Taos.
Pricing and Which One to Buy
GT
$30,000 (est)
GT Plus
$36,000 (est)
R/T PHEV
$40,000 (est)
R/T PHEV Plus
$46,000 (est)
Dodge is offering the Hornet as either the GT or R/T PHEV for the 2023 model year, although other trims could be added later on. Dodge says the entry-level GT model will start around $30,000. When we find out more about the Hornet’s pricing and options, we’ll update this story with details and a recommendation on which model offers the most value.
Engine, Transmission, and Performance
Hornet GT models are powered by a turbocharged 2.0-liter four-cylinder that makes 265 horsepower and comes paired with a nine-speed automatic transmission. All-wheel drive is optional, and Dodge says this powertrain is good enough to motivate the Hornet to 60 mph in 6.5 seconds. The R/T model is Dodge’s first plug-in hybrid and it’s powered by a turbocharged 1.3-liter four-cylinder and an electric motor that together combine for 285 horsepower. Instead of the nine-speed automatic from the GT, the R/T gets a six-speed automatic but still comes standard with all-wheel drive. The powertrain can temporarily boost output by 25 hp via a feature called PowerShot that’s activated by pulling both paddle shifters. With the PowerShot mode engaged, Dodge says the R/T PHEV can hit 60 mph in 6.1 seconds. When we get a chance to test these claims for ourselves, we’ll update this story with the Hornet’s performance results and driving impressions.
Range, Charging, and Battery Life
The plug-in hybrid R/T model comes with a 12.0-kWh battery pack that Dodge says is good for over 30 miles of electric driving per charge. Charging time on a level 2 charger is around two and a half hours.
Fuel Economy and Real-World MPG
The EPA hasn’t released fuel economy estimates for either Hornet model yet, but we’re expecting the R/T PHEV model to be the most efficient. When we get a chance, we’ll take the Hornet on our 75-mph highway fuel economy test route and report its results here. For more information about the Hornet’s fuel economy, visit the EPA’s website.
Interior, Comfort, and Cargo
Judging from our first test drive of the Hornet’s Italian cousin—the Alfa Romeo Tonale—we’re expecting the cabin to be roomy for front-seat riders and tight for those in the back. Interior styling is similar to the Tonale’s too, with the primary controls and infotainment system slightly canted toward the driver and a tall shift lever for the automatic transmission positioned on the center console. The Hornet also uses the same steering wheel as the Alfa Romeo, albeit with a Dodge logo in the center, which features an integrated ignition switch beneath the left spoke. Black upholstery with red stitching is standard but the GT Plus and R/T Plus trims come with leather; those ordered with the optional Track package get faux-suede. An optional red leather interior option is also available.
Infotainment and Connectivity
All models come with a 10.3-inch infotainment touchscreen and a 12.3-inch digital gauge display. The software interface is the latest Uconnect 5 system which is in use on other Stellantis models such as the Chrysler Pacifica minivan and the Ram 1500 pickup truck. Wireless Apple CarPlay and Android Auto are standard features, as is Amazon Alexa connectivity. Upgrading to either the GT Plus or R/T Plus swaps in a 14-speaker Harman/Kardon stereo for the standard system and adds a wireless smartphone charging pad.
Safety and Driver-Assistance Features
A host of driver-assistance features are standard on the Hornet, including automated emergency braking with pedestrian and cyclist detection. All models also come with blind-spot monitoring and parking sensors. The optional Tech package adds adaptive cruise control with lane centering, among other features. For more information about the Hornet’s crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include:
Standard automated emergency braking with pedestrian and cyclist detection
Standard lane-departure warning with lane-keeping assist
Available adaptive cruise control with a lane-centering feature
Warranty and Maintenance Coverage
Dodge offers a fairly typical warranty with all new Hornet models; extended warranties are available for purchase through participating dealerships. The Seltos has the Dodge beat with a 10-year warranty and the Taos comes with two years of complimentary scheduled maintenance.
Limited warranty covers three years or 36,000 miles
Powertrain warranty covers five years or 60,000 miles
The 2023 Dodge Hornet is a new subcompact SUV with a performance-focused, plug-in-hybrid model.
There’s also a gas-only Hornet that starts around $30,000, and it’s offered with similar features and options.
With Dodge about to enter a new “electrifed performance” era, the Hornet leads the way when the PHEV hits dealers next spring starting around $40,000.
A new era is dawning at Dodge. For at least the past decade, the brand’s survival has largely relied on retro-themed, V-8–powered hits like the Charger and Challenger. Hell, it even offered a 710-hp Durango with an estimated 13 mpg combined. While the Hellcat SUV is back for 2023, along with myriad special editions of the muscle-car duo, Dodge has declared last call. The decision comes as the brand takes a hard left towards an electrified future, one that begins with the new 2023 Dodge Hornet.
Dodge’s New Direction
The Hornet is a subcompact SUV that shares a platform and other parts with the Alfa Romeo Tonale. It measures 178 inches long, up to 63.8 inches tall, and rides on a 103.8-inch wheelbase. It’s also the first entirely new model that Dodge has introduced since the ill-fated Dart compact sedan, which only lasted from 2012 to 2016. The Hornet represents the company’s first plug-in-hybrid model, too, but rather than focus on fuel efficiency, Dodge is boasting about the new hybrid’s performance. CEO Tim Kuniskis even billed the Hornet as the “first electrified performance vehicle from Dodge.”
Before you worry about all of Dodge’s future performance models being hybrid crossovers, don’t forget that the company plans to unveil a concept version of its electric muscle car this week, too. So it’s not leaving its roots entirely. Plus, the 2023 Hornet actually has some legitimate performance attributes, and they’re not limited to the plug-in-hybrid model. There’s also a base nonhybrid model with a turbocharged gas engine, and it’s offered with many of the same features and options as the PHEV.
The standard shared bits from the Alfa include a fully independent suspension, Koni dampers, and torque-vectoring all-wheel drive. The PHEV comes standard with Brembo four-piston, fixed front calipers, which are also available on the base model. Likewise, every Hornet is available with the Track Pack, which includes 20-inch wheels, upgraded dampers, and unique styling bits.
Powertrain Comparisons
The Hornet GT is the entry point. It features a turbocharged 2.0-liter inline-four that makes 268 horsepower and 295 pound-feet of torque. The engine pairs with a nine-speed automatic transmission. Dodge estimates the GT will go from zero to 60 mph in 6.5 seconds on its way to a top speed of 140 mph.
The Hornet R/T is the plug-in hybrid. It combines a turbocharged 1.3-liter inline-four, six-speed automatic, and a 121-hp electric motor mounted on the rear axle. The total system output is 288 horsepower and 383 pound-feet of torque. It also features a “PowerStop” function that delivers an extra 25 horsepower and instant torque for 15-second bursts. While its top speed is limited to a lower 128 mph, it should be quicker than its nonhybrid counterpart. Dodge estimates the PHEV will go from zero to 60 mph in 6.1 seconds. For comparison, that’s slightly behind a 250-hp Mazda CX-30 we tested that hit 60 in 5.8 ticks.
The Hornet R/T’s lithium-ion battery pack has a 12.0-kWh useable capacity, and with its 7.2-kW onboard charger, Dodge estimates a Level 2 connection can refill the battery in about 2.5 hours. While we’re told it’ll have an electric-only driving range of around 30 miles, EPA ratings for either powertrain haven’t been released yet.
Designed by Dodge
From the outside, the Hornet’s connection to the Tonale is obvious. Both are also built in Italy. The Dodge’s most notable design difference is the prominent heat extractors on its hood, which are reminiscent of those seen on more muscular models. Also seen on other performance-focused Dodges is the mail slot-looking piece that separates the upper and lower grilles. A set of narrow headlights with upside-down boomerangs for accent lights and full-width taillights further distinguish the Hornet’s appearance. Both the GT and R/T are available with a Blacktop package that includes black 18-inch wheels along with gloss-black exterior badges and mirror caps.
Inside, the Hornet’s dashboard prioritizes the driver by canting the controls to the left. There’s a flat-bottom steering wheel with shift paddles and a button to select different drive modes. Every model features a 12.3-inch digital gauge cluster and a 10.3-inch infotainment display with Uconnect5 software. Among the system’s many standard features are wireless Apple CarPlay and Android Auto.
While the standard interior is black cloth with red contrast stitching, opting for the GT Plus or R/T Plus trims add leather upholstery that’s offered in red. These upper trims also add wireless smartphone charging and a fancier sound system in the form of a 465-watt, 14-speaker Harman Kardon unit. All Hornets comes standard with driver-assistance tech such as automated emergency braking, blind-spot monitoring, and lane-keeping assist. Opting for the Tech Pack unlocks adaptive cruise control, parking assist, and more.
Dodge says the 2023 Hornet GT starts at $29,995 before destination, so we expect its actual starting MSRP to be around $31,000. The same goes for the R/T, which is priced at $39,995 before destination. Orders for the GT model open tomorrow, and it will reach dealers this December. Dodge hasn’t said when orders will open for the R/T, but it’ll be sometime before it hits dealerships next spring.
This content is imported from {embed-name}. 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.
UPDATE 8/16/22: This review has been updated with test results.
From the September 2022 issue of Car and Driver.
Ford first applied the Raptor treatment to the F-150 pickup in 2009, and the overwhelming response proved that suspension upgrades can be glamorous. Now it’s applied Raptor-grade high-speed desert capability and frame-scraping rock-crawling talents to the Bronco, to which we say: Take our money.
Starting at $70,095, the four-door-only Bronco Raptor isn’t cheap. But what you get goes much further than the Bronco’s existing Sasquatch package. To create the Raptor, Ford began with massive 37-inch BFGoodrich All-Terrain K02 tires, rollers large enough to serve as flotation devices. Nearly every suspension component has been fortified, and the Fox Live Valve 3.1 dampers offer three settings of adjustability and external reservoirs on the rear units. The result is a lengthy 13.0 inches of wheel travel up front and 14.0 inches in the rear—respectively 4.3 inches and 3.6 inches more than the Sasquatch has. Tipping the scales at 5764 pounds—793 more than a four-door Sasquatch—it’s also gained considerable mass. (Fuel economy, though, is predictably abysmal with an EPA combined rating of 15 mpg.)
Michael SimariCar and Driver
HIGHS: Nearly unstoppable off-road, ride suppleness, quick for a Bronco.
The front of the frame has been internally reinforced, and an additional crossmember in the front of the roll cage and a carbon “bow tie” brace at the back increase body rigidity by a claimed 50 percent. And because the spare tire can weigh north of 100 pounds and Ford builds Raptors to take flight, the Blue Oval even strengthened the SUV’s spare-tire carrier. With front and rear tracks more than six inches wider than a Sasquatch’s, there’s no mistaking the Raptor’s girth.
Michael SimariCar and Driver
Our drive took us to Southern California’s Johnson Valley, home of the brutal King of Hammers off-road race and where Ford did most of the Bronco Raptor development. This playground of dry lake beds and rutted two-tracks is prime for exploiting the twin-turbo 3.0-liter V-6’s 418 horsepower and 440 pound-feet of twist. The G.O.A.T. dial can summon Baja mode in the new 12.0-inch digital instrument cluster, and there’s an R button on the steering wheel to quickly access a personalized drive mode. At the test track, the Raptor hustled to 60 mph in 5.6 seconds and covered the quarter-mile in 14.4 at 94 mph.
Michael SimariCar and Driver
Running fast across rough terrain, we keep reflexively wincing at impending impacts—here comes a ditch!—only to find that the Fox dampers shrug off hits that might crush the bump stops on other four-by-fours. Any Jeep Wrangler would certainly eject its occupants to the moon at this pace. Baja mode triggers the turbochargers’ anti-lag function, and there’s negligible delay in the power delivery during the quick on/off throttle sequences common to desert running. And torque interruption is nil when paddle-shifting the 10-speed automatic.
LOWS: Fuel thirst, could use more power.
But King of the Hammers isn’t all high-speed work, and the winding trails leading to the peaks surrounding Johnson Valley are littered with boulders. The Bronco Raptor, though, has 13.1 inches of ground clearance, 1.6 inches more than a Sasquatch. A layer of armor protects the vitals, and even the muffler has welded loops to guard its shell. The approach, break-over, and departure angles all exceed those of a Wrangler equipped with the Extreme Recon package.
Michael SimariCar and Driver
With 4.70:1 gears housed in the Dana axles and 3.06:1 low range, there’s abundant low-end shove to get the Raptor up and over boulders, and the Bronco also makes quick work of the valley’s intense rock shelves. Ford’s Rock Crawl mode puts the two-speed transfer case in low range, locks the rear differential, and disconnects the front anti-roll bar. The front diff can be locked with the push of a button, and the front camera’s feed acts as a digital spotter. Know also that you can easily unbolt the running boards from the rock sliders that protect the rocker panels and, with a little more work, remove the outer edges of the burly front bumper.
The Raptor version of the Bronco is more than twice as expensive as a base Bronco. A 418-hp version of the Explorer ST’s twin-turbo 3.0-liter V-6 lies under the hood.
Michael SimariCar and Driver
Of course, getting to that choice trail will likely require traversing some pavement, where the Bronco Raptor is perfectly livable. Drive it hard into a corner—the calipers grab the upsized rotors, the nose dives, and the tail end wants to take the lead, yet it’s a perfectly coordinated exercise. There’s the expected wind noise from the removable top, as with all Broncos, but ride quality is excellent for a rig so focused on life in the dirt.
Yes, the ultimate Bronco is predictably hyperbolic. Except under the hood, where that 3.0-liter V-6 feels like the only place where Ford pulled a punch—what, the F-150 Raptor’s 3.5-liter wouldn’t fit? But with an F-150 Raptor R on the horizon and Jeep selling a 470-hp Wrangler, we suspect this Raptor isn’t the final word on Bronco performance. For now, though, the Raptor flies high as the baddest Bronco ever built.
Truck stuff is what the full-size Chevy Silverado 1500 knows as Monday through Sunday. A 310-hp turbo four-cylinder, two V-8 engines, and a Duramax turbodiesel with 495 pound-feet of torque occupy the Silverado’s wide load of powertrain offerings. While the 6.2-liter V-8 with 420 horsepower, crisp steering, and excellent brake pedal feel enables short bouts of Corvette cosplay, the Silverado’s sometimes rough ride is enough to quickly shake you from that dream. A conservative interior design with so-so material quality are offset by an enormous infotainment screen, though that equipment is only available on some trim levels. The Silverado’s max towing capacity of 13,300 pounds is ahead of its GMC Sierra 1500 sister pickup and the Ram 1500, but trails behind the Ford F-150. In short, this is a highly competitive pick-‘em-up.
What’s New for 2023?
While most equipment stays the same for 2023, Chevy does increase the power and torque of its Duramax diesel powertrain. Available for Custom Trail Boss, LT, RST, LT Trail Boss, LTZ, and High Country, the updated turbocharged 3.0-liter inline-six Duramax gains 28 horsepower and 35 pound-feet of torque for an improved output of 305 horsepower and 495 pound-feet of torque. Chevy says a returned turbo, new pistons with a revised combustion bowl, and new fuel injectors have helped give the new diesel more muscle.
Pricing and Which One to Buy
While the base-level Work Truck and Custom trims are well-suited for tradespeople and folks on a budget, the LT model is where the fancier interior comes into play, and we think it’s the one to get. We’d also configure our Silverado with the crew cab and standard-length bed for max cargo and passenger space. We’d choose the 5.3-liter V-8 over the optional diesel engine because it’s cheaper and quicker. Unlike the standard turbo-four, the V-8 also lets us select the Z71 Off-Road package with a host of upgraded hardware that makes playing in the dirt and mud easier and more fun.
Engine, Transmission, and Performance
A range of engines—including a turbocharged four-cylinder, two V-8s, and a Duramax diesel 3.0-liter inline-six—means there’s a Silverado 1500 for any job or adventure. Of the two eight-cylinder engines the 6.2-liter—with 420 horsepower and 460 pound-feet of torque—is the quickest, propelling the Silverado High Country we tested to 60 mph in just 5.4 seconds. For comparison, the smaller 355-hp 5.3-liter needed 6.1 seconds. The turbocharged 2.7-liter four-cylinder boasts 420 pound-feet of torque. The diesel-powered Silverado we tested had the slowest acceleration of the bunch, but we were impressed by the engine’s smooth and quiet operation. The 305-hp turbocharged 3.0-liter inline-six Duramax now has 495 pound-feet of torque. Every version of the Silverado we’ve driven felt smaller than its size suggests. The truck’s handling is surprisingly agile, and the brake pedal provides firm and reassuring feedback. Those looking for a more rugged half-ton Silverado will appreciate the Trail Boss model. It features a 2.0-inch lift, gnarly tires, and other upgrades that make taking the path less traveled easier and more entertaining. The new ZR2 is the most serious off-roader, and we review it separately.
Towing and Payload Capacity
With a max towing capacity of 13,300 pounds, the half-ton Silverado is a seriously capable hauler. It beats the Ram 1500’s max-tow rating by 550 pounds but trails the F-150’s by 700. Chevy’s top tow rating is accessible with the 6.2-liter V-8, but the 5.3-liter version can still handle as much as 11,500 pounds. Models with the turbocharged four-cylinder can tow up to 9500 pounds. The Chevy pickup’s powertrains matter less when it comes to payload, which ranges from 1870 to 2280 pounds.
Fuel Economy and Real-World MPG
Don’t expect the Silverado 1500 to save you money at the fuel pump, but some of its various powertrain options are more efficient than others. The optional diesel is the most economical, with EPA estimates of up to 23 mpg city and 33 mpg. With all-wheel drive, its highway rating drops down to 26 mpg, which we matched on our 75-mph fuel-economy route. Meanwhile, the gas-fed turbo-four with all-wheel drive is rated at up to 20 mpg city and 22 highway. The thriftiest 5.3-liter V-8, all-wheel-drive powertrain is rated up to 16 mpg in the city and 22 mpg on the highway; our real-world testing revealed that it was actually more efficient than the Silverado’s smallest engine, the turbocharged four-cylinder: in our testing the V-8 achieved 21 mpg whereas the turbo-four returned 18 mpg. The 6.2-liter V-8 has city/highway estimates of up to 16/21 mpg, and on our real-world highway test it also proved impressively easy on fuel compared with the turbo-four by delivering 19 mpg. For more information about the Silverado’s fuel economy, visit the EPA’s website.
Interior, Comfort, and Cargo
From the stripped-down Work Truck model to the decked-out High Country, the Silverado can be configured in a multitude of ways. Base models offer nothing but the essentials, including manually adjustable front seats, manual locks and windows, and vinyl seats. However, starting on the LT trim, the cabin is significantly snazzier thanks to a handsomer dashboard design with a 12.3-inch digital gauge cluster and a huge center touchscreen. The High Country’s interior looks particularly pretty with its leather upholstery and open-pore wood trim. While the crew cab has an enormous rear seat with generous headroom, we found the cushions back there to be uncomfortable. Still, this is a practical hauler, featuring clever storage cubbies spread throughout the cabin. While the Chevy lacks the carbon-fiber-reinforced cargo bed that’s offered on the half-ton Sierra, it’s now available with a similar multifunction tailgate, dubbed Multi-Flex. Plus, the Chevy’s range of different bed lengths will undoubtedly satisfy traditionalists.
Infotainment and Connectivity
Every Silverado 1500 is equipped with a touchscreen infotainment system that supports Apple CarPlay, Android Auto, and a mobile hotspot. The physical knobs and buttons make interacting with the system painless, and we appreciated the screen’s prompt responses to our touch inputs. The LT trim and up has a horizontal 13.4-inch touchscreen with enhanced features such as a Google-powered voice assistant, wireless Apple CarPlay and Android Auto, and available Amazon Alexa integration.
Safety and Driver-Assistance Features
Every Silverado comes with an impressive list of standard driver-assistance technology, and it can be fitted with a host of towing assists that make pulling and hooking up a trailer easier. The top-tier High Country can even be equipped with Super Cruise, GM’s hands-free-driving technology that Chevy says even works while pulling a trailer. For more information about the Silverado’s crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include:
Standard forward-collision warning and automated emergency braking
Standard blind-spot monitoring and rear cross-traffic alert
Standard lane-departure warning and lane-keeping assist
Warranty and Maintenance Coverage
Chevy covers the half-ton Silverado with a competitive warranty that doesn’t quite match the lengthy powertrain coverage of the Nissan Titan. However, every Silverado 1500 does get one complimentary scheduled maintenance visit.
Limited warranty covers three years or 36,000 miles
Powertrain warranty covers five years or 60,000 miles
Complimentary maintenance is covered for the first visit
The 2023 Mazda 3 gets some updates and new pricing now that the base 2.0L model is gone.
The naturally aspirated 2.5-liter engine now makes 191 horsepower and gets an mpg bump.
The sedan starts at $23,615, and pricing ranges up to $36,365 for a loaded turbocharged hatchback model.
The 2023 Mazda 3 lineup benefits from some updates to the powertrain offerings, and prices are up. There’s no more 2.0 base model, as the 2.5 S trim with its naturally aspirated 2.5-liter inline-four is now the cheapest version available, starting at $23,615 for the sedan. That represents an $1850 increase over the 2022 model, although that’s offset by the fact that the 2.5 S is better-equipped and more powerful than the previous 155-hp 2.0 model.
In fact, the naturally aspirated 2.5-liter engine now makes a bit more horsepower than it did before, with a 5 hp increase bumping it up to 191 hp. The 250-hp turbocharged 2.5-liter inline-four is still available on higher trims, starting at $33,515.
The naturally aspirated model’s fuel-economy improvements are thanks to an updated cylinder-deactivation system. Combined ratings are up by 1 mpg for most models, and the city and highway ratings are up as well. Front-wheel drive remains standard and all-wheel drive is an option on the 2.5 S Carbon Edition and standard on the 2.5 S Premium and 2.5 Turbo models. The front-wheel-drive 3 2.5 S Premium hatchback remains available with a six-speed manual transmission and that version starts at $30,215.
Mazda says that the 2023 Mazda 3 hatchback will arrive this fall, with the sedan slated to follow in the winter.
This content is imported from {embed-name}. 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.
