• Designed as a two-seat, open-cockpit speedster, the DBR22 draws heavily on styling cues from the automaker’s Le Mans–winning DBR1.
• Powered by a twin-turbo 5.2-liter V-12, the DBR22 is claimed to reach 60 mph in 3.4 seconds and achieve a top speed of 198 mph.
• While the current wording classifies the DBR22 as a concept, it’s likely that somewhere in the ballpark of 10 Aston Martin Q customers will be able to buy a production version.

Created to celebrate the 10th anniversary of Aston Martin’s bespoke Q division, the DBR22’s styling draws cues from the Le Mans–winning DBR1 piloted by Roy Salvadori and Carroll Shelby, the only Aston Martin to earn an outright victory in the event. The automaker is also noting that it’s the 10th anniversary of its bespoke division, Q by Aston Martin, hinting that this car may be made in a limited edition of 10 to celebrate that milestone.



Aston Martin

The DBR22 features the same twin-turbocharged 5.2-liter V-12 found in a few other Astons over the last few years, with power down about 10 ponies, making 705 horsepower and 555 pound-feet of torque. It accelerates to 60 mph in a respectable but not all that blistering 3.4 seconds. Thankfully, you can smile to the tune of a screaming V-12 through the open cockpit even while getting gapped by a Tesla Model S Plaid from the stoplight.



Aston Martin

Carbon fiber sits in for the usual metal weave of the grille, a design Aston said takes inspiration from the DBR1 and DB3S. The body features carbon panels without many to interrupt the flowing bodywork.

The DBR22 is slated for its official debut later this week at the Pebble Beach Concours D’ Elegance, which is part of the Monterey Car Week in California. There are no official production numbers, though previous models were sold in low-double-digit numbers. It would be fitting that the DBR22 might follow suit. However, don’t expect to see one at your regular Cars and Coffee.

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Overview

The mid-size luxury SUV class is rich with choices, most of them good ones, but the 2023 BMW X5 stands out for a blend of performance and refinement that’s missing from many crossovers. Part of the X5’s broad appeal is due to its trio of powertrains, which starts with a smooth-running turbocharged inline-six that makes 335 horsepower. A twin-turbo V-8 brings the heat with 523 ponies and an eco-friendly plug-in hybrid setup offers up to 30 miles of driving on electric power. Rivals such as the Genesis GV80 and the Mercedes-Benz GLE-class might have the X5 beat for poshness but the BMW’s handsome, well-tailored cabin still sends strong premium vibes. Plus, the X5’s handling is more charming than those alternatives, although it’s not quite as sporting as BMWs of the recent past that we’re nostalgic for. Driving enthusiasts may want to pursue a true performance player such as the Porsche Cayenne, but the quick, well-rounded X5 ranks near the top of the class thanks to its overall goodness.

What’s New for 2023?

A series of packaging changes are the only updates for 2023. The X5’s optional Premium package now includes a wireless smartphone charging pad but it excludes gesture controls for the iDrive infotainment system. Ditto the Executive package, which also loses gesture controls. The fancy optional Vernasca leather upholstery has been discontinued as has BMW’s SensaTec animal-free faux-leather, which is replaced with a new vegan faux-leather option called Sensafin.

Pricing and Which One to Buy

We love saving money almost as much as we love great performance, and that’s why we think the xDrive40i is the X5 to buy. With a zero-to-60-mph time of just 4.8 seconds, it’s got sports-sedan acceleration, comes with all-wheel drive, and is a relative bargain in this pricey class. We’d recommend adding the Premium package for its head-up display, four-zone automatic climate control, remote engine-start capability, and Harman/Kardon stereo system.

Engine, Transmission, and Performance

The 2023 X5 is offered with one of three distinct powertrains, each associated with a different model. X5s wearing the sDrive40i or xDrive40i badge are powered by a 335-hp turbocharged inline-six. The plug-in hybrid xDrive45e comes with a turbocharged inline-six and an electric motor that combine for 389 horsepower. At our test track, that powertrain motivated an X5 to 60 mph in just 4.7 seconds. (We’ve also tested the 40i—it managed a quick 4.8-second run to 60 mph.) Last but not least, the M50i’s 523-hp twin-turbo V-8 enables it to rush to 60 mph in 3.9 seconds. All three powertrains are paired with an eight-speed automatic transmission, and none of them will leave drivers wanting for power in virtually any driving situation. The X5’s refined ride and stable handling are a big improvement compared with the previous-generation model, as is its steering, which feels more connected and direct but still not exactly what we’d consider sporting. The Audi Q7 still has the X5 beat in this area, but it’s a close match. Pitch the X5 into a fast corner, and it holds on reliably and rewards the driver with a predictability that’s missing from the GLE-class. And if you need to tow, know that the X5’s maximum towing capacity is a stout 7200 pounds no matter which engine it has.

Range, Charging, and Battery Life

The xDrive45e model comes standard with a 24.0-kWh battery pack that BMW claims is good enough for up to 30 miles of electric-only driving. The X5 can use the battery to travel up to 84 mph without tapping the gasoline engine. The battery pack can be charged at home on 110-volt or 220-volt outlets or at public charging stations.

Fuel Economy and Real-World MPG

With the inline-six, the X5 is as fuel-efficient as the four-cylinder-powered version of the GLE-class and a tad more fuel-stingy than the four-cylinder Q7, according to the EPA. With the V-8, its EPA ratings drop dramatically. However, during our real-world highway fuel-economy testing, only the 40i model outperformed its highway rating with a 28 mpg result; the M50i recorded 20 mpg, 2 fewer mpg than expected. The plug-in hybrid 45e delivered 46 MPGe when running only on battery power and 26 mpg overall. For more information about the X5’s fuel economy, visit the EPA’s website.

Interior, Comfort, and Cargo

Interior space is generous for adults in both the first and second row, but the X5’s optional third row is for kids only. Once settled inside, occupants are treated to a cabin lined with high-quality materials, plenty of charging points for devices, and—depending on the options chosen—myriad luxury features. Power-adjustable front seats with memory for the driver are standard. All models come with a power-adjustable steering column, heated front seats, a panoramic sunroof, dual-zone automatic climate control, a power rear liftgate, rain-sensing windshield wipers, and customizable ambient lighting. Massaging seats, remote start, soft-close doors, acoustic glass, a leather dashboard, and heated front armrests and steering wheel can make the X5 feel like a high-end luxury SUV but add a lot of dough to the bottom line. Speaking of expensive options, buyers can add a Bowers & Wilkins surround-sound audio system that features diamond-domed tweeters. The X5 offers plentiful cargo space. With the rear seats in use, we managed to fit 11 of our carry-on suitcases behind the second row of seats. With the rear seats folded—an operation that can be done from either the side or the rear of the SUV—we found room for 26 cases. The GLE-class matched the X5’s result in this test, case for case, but its rear seats aren’t as easy to stow.

Infotainment and Connectivity

Twin 12.3-inch displays add a contemporary look to the otherwise restrained cockpit. One serves as a digital gauge display—a feature that’s becoming increasingly common among luxury automakers—and the other provides access to the infotainment system, which runs the latest version of BMW’s iDrive software. Users control the system via touchscreen or by using the center-console-mounted rotary knob. Apple CarPlay and Android Auto are both standard.

Safety and Driver-Assistance Features

BMW offers basic driver-assistance features as standard, including automated emergency braking, but more advanced features such as a semi-autonomous driving mode are optional. For more information about the X5’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 detection
• Standard lane-departure warning
• Standard blind-spot monitoring with rear cross-traffic alert

Warranty and Maintenance Coverage

BMW matches its main rivals Mercedes-Benz and Audi with similar warranty coverage but offers three years or 36,000 miles worth of complimentary scheduled maintenance to sweeten the deal. Volvo buyers also get such a benefit, while the Buick Enclave offers longer powertrain coverage.

• Limited warranty covers 4 years or 50,000 miles
• Powertrain warranty covers 4 years or 50,000 miles
• Complimentary scheduled maintenance is covered for 3 years or 36,000 miles

Specifications

Specifications

2021 BMW X5 xDrive45e

VEHICLE TYPE

front-engine, mid-motor, all-wheel-drive, 5-passenger, 4-door wagon

PRICE AS TESTED

$81,695 

(base price: $66,395)

POWERTRAIN

turbocharged and intercooled DOHC 24-valve 3.0-liter inline-6, 282 hp, 331 lb-ft; permanent-magnet synchronous AC motor, 111 hp, 77 lb-ft; combined output, 389 hp, 443 lb-ft; 17.1-kWh lithium-ion pack

TRANSMISSION

8-speed automatic

CHASSIS

Suspension (F/R): multilink/multilink

Brakes (F/R): .8-in vented disc/14.7-in vented disc

Tires: Pirelli P Zero PZ4, F: 275/40R-21 107Y ★ R: 315/35R-21 111Y ★

DIMENSIONS

Wheelbase: 117.1 in

Length: 194.3 in

Width: 78.9 in

Height: 68.7 in

Passenger volume: 103 ft³

Cargo volume: 33 ft³

Curb weight: 5627 lb

C/D TEST RESULTS

60 mph: 4.7 sec

100 mph: 12.8 sec

1/4 mile: 13.4 sec @ 102 mph

Results above omit 1-ft rollout of 0.3 sec.

Rolling start, 5–60 mph: 5.8 sec

Top gear, 30–50 mph: 3.0 sec

Top gear, 50–70 mph: 4.0 sec

Top speed (governor limited): 129 mph

Braking, 70–0 mph: 156 ft

C/D FUEL ECONOMY

75-mph highway driving, EV/hybrid mode: 46 MPGe/26 mpg

Highway range, EV/hybrid mode: 25/470 miles

EPA FUEL ECONOMY

Combined/city/highway: 19/22/20 mpg

Combined gasoline+electricity: 50 MPGe

EV range: 31 miles

 2019 BMW X5

VEHICLE TYPE
front-engine, all-wheel-drive, 5- or 7-passenger, 4-door hatchback

BASE PRICES
xDrive40i, $61,695;
xDrive50i, $76,745

ENGINE TYPES
turbocharged and intercooled DOHC 24-valve 3.0-liter inline-6, 335 hp, 330 lb-ft; twin-turbocharged and intercooled DOHC 4.4-liter V-8, 456 hp, 479 lb-ft

TRANSMISSION
8-speed automatic with manual shifting mode

DIMENSIONS
Wheelbase: 117.1 in
Length: 194.3 in
Width: 78.9 in
Height: 69.0 in
Passenger volume: 105–133 cu ft

EPA FUEL ECONOMY
Combined/city/highway: 19–22/17–20/22–26 mpg

C/D TEST RESULTS
2019 BMW X5 xDrive50i
• 456-hp twin-turbo V-8, 8-sp auto, 5253 lb, base/as-tested price: $61,695/$92,405

Zero to 60 mph: 4.2 sec
Standing ¼-mile: 12.7 sec @ 109 mph
Braking, 70–0 mph: 158 ft
Roadholding, 300-ft-dia skidpad: 0.87 g
C/D observed fuel economy: 14 mpg

2019 BMW X5 xDrive40i
• 335-hp turbo inline-6, 8-sp auto, 4872 lb, base/as-tested price: $61,695/$72,530

Zero to 60 mph: 4.9 sec
Standing ¼-mile: 13.6 sec @ 101 mph
Top speed (governor limited): 129 mph
Braking, 70–0 mph: 170 ft
Roadholding, 300-ft-dia skidpad: 0.89 g
C/D observed fuel economy: 19 mpg

C/D TESTING EXPLAINED

More Features and Specs

Just as the minivan once kicked the station wagon to the curb as the family hauler of choice, the three-row SUV has now pushed aside the minivan. Since the Hyundai Palisade‘s introduction in 2020, it—along with the mechanically similar Kia Telluride—has been among most popular options in the segment with its combination of great value, a plush interior, and a raft of features that ease the task of ferrying a herd of children through suburban America. For 2023, Hyundai gave its three-row schooner a facelift and additional equipment. Our first drive of the new Palisade revealed a comfortable, dynamically sound crossover that can even fulfill the promise of decent, if rarely used, off-road capability.

Exploring the roads around Asheville, North Carolina, we found this Palisade to be the same friendly and easy-to-drive partner as the 2020 original. This checks out, since the 2023 update largely left the mechanicals alone, focusing instead on exterior styling and interior features. We’ll let you decide whether the new armor-like grille and thick, boomerang-shaped LED headlights are attractive, but look is certainly more eye-catching than the previous iteration.

Familiar Mechanicals

As before, the 3.8-liter V-6 produces 291 horsepower and 262 pound-feet of torque, with the eight-speed automatic also carrying over. The Palisade is still available in front- or all-wheel drive; we sampled an all-wheel-drive Calligraphy model during our visit to Asheville. The V-6 provides adequate oomph for a vehicle of this size—the Palisade never felt lethargic in city traffic, and merging onto the highway was a breeze. We recorded a 6.9-second sprint to 60 mph for the Palisade in a 2020 comparison test, and we’d expect a similar result with the new version.

While ascending a steep hill can sometimes leave the transmission flummoxed, shuffling through the ratios as it searches for the right gear, the eight-speed generally shifts smoothly around town. Mashing the throttle can also catch the transmission off guard, although switching into Sport mode provides more aggressive shifts. The Palisade is also fitted with paddle shifters, but don’t be fooled into thinking they make this big SUV an engaging drive. Their unhurried shifts didn’t make the Palisade noticeably quicker.

The steering is precise and sufficiently weighty—switching to Sport mode adds heft but no feedback. The Palisade rides fairly smoothly, although it can feel a bit taut over rougher pavement, and body roll is well controlled for such a large vehicle. The brakes, while devoid of feel, stop the 4500-pound SUV well enough (hauling it down from 70 mph in a class-competitive 173 feet in that 2020 comparison test). Hyundai touted increased sound deadening for 2023, but we still heard a fair amount of wind noise whooshing by the sizable side-view mirrors at highway speeds.

While the school pickup line and Target parking lot are the Palisade’s usual haunts, Hyundai nonetheless wanted to demonstrate the SUV’s adventurous side. (A new XRT trim level plays up that theme but doesn’t include any meaningful hardware upgrades.) On a mild off-road trail, traversing through muddy puddles and deep ruts, the Palisade proved to be a surprisingly capable companion. It absorbed small bumps well, and the ultrasharp front, rear, and bird’s-eye camera views helped us avoid skirmishes with rocks and trees. Still, the pavement-oriented tires struggled for grip in the mud, and we wouldn’t recommend pushing the Palisade beyond a dirt two-track.

Luxe Interior

Inside, the Palisade is just as pleasant as before. Hyundai provides a luxurious cabin for a fairly affordable price, with the top-of-the-line Calligraphy model starting at $50,195 (add $1900 for all-wheel drive). The Calligraphy’s interior is full of supple materials, such as the nappa leather that wraps the extremely comfortable seats. New for 2023 is the Ergo Motion driver’s seat, which automatically starts massaging your back and bottom during a long drive to help reduce fatigue. The seats also tighten the bolstering around your ribs when you engage Sport mode, making you feel more snug when you’re navigating twistier roads or just need a hug.

The Palisade now comes standard with a 12.0-inch touchscreen, which displays a crisp, modern graphics, and the refresh adds several features that are crucial for placating a crowd. Along with available heated and ventilated seats in the first two rows, the third row gains optional heated seats—just like the new Range Rover—while the second row is also fitted with adjustable wings on the headrests to keep noggins from flopping over during naptime. The Palisade becomes the first Hyundai to offer a Wi-Fi hotspot, providing 4G LTE service from Verizon, and it features the latest version of Hyundai Digital Key, which allows owners to use an iPhone, an Apple Watch, or a Samsung Galaxy to lock, unlock, and start their car in lieu of a key. Six USB-C and one USB-A port plus a wireless charging pad should keep everyone’s devices charged up.

Parents will also be happy to hear that the 2023 Palisade adds side-impact airbags in the second row, and parking-collision-avoidance assist joins a host of other driver assistance features. There is also a digital rearview mirror for increased visibility when the Palisade is full up with passengers or cargo, auto-dimming mirrors to reduce glare, and a new Tow mode (although towing capacity remains 5000 pounds). With all of these new features coming for around $50,000—and many of them available on cheaper trims—the 2023 Palisade continues to make a strong value argument while providing competent driving dynamics and adding an uptick in freshness to the design.

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Overview

If your lifestyle includes city commutes during the week and off-the-grid activities during the weekend there are few SUVs as capable of satisfying both roles as the 2023 Ford Bronco Sport. Its compact body makes it more maneuverable than the larger Bronco off-roader and its thoughtfully designed cabin provides ample space for hauling coolers, tents, hiking boots, and fishing poles for your outdoor adventures. Those adventures don’t have to end at the trailhead, as Ford has given the Bronco Sport legitimate all-terrain capability. A turbocharged three-cylinder engine is standard, as is all-wheel drive. Opt for the Badlands trim and the Bronco Sport gets more aggressive all-terrain tires, a more powerful turbocharged four-cylinder engine, a lifted suspension, and an enhanced all-wheel drive system. With those items, the Bronco Sport can navigate trails and obstacles alongside its cross-town rival, the Jeep Cherokee Trailhawk.

What’s New for 2023?

Ford has added two special edition trims to the Bronco Sport lineup for 2023: The Heritage Edition and the Heritage Limited Edition. Both offer vintage Bronco styling cues such as pastel exterior colors and white-painted trim pieces to give it a 1960s vibe. The Heritage Edition is based on the mid-range Big Bend trim level while the Heritage Limited uses the loaded Badlands model as its basis. The latter comes with more off-roading gear than the former, including 29-inch all-terrain tires and a more robust all-wheel drive system.

Pricing and Which One to Buy

Base

$31,000 (est)

Big Bend

$33,000 (est)

Heritage Edition

$35,840

Outer Banks

$37,000 (est)

$39,000 (est)

Heritage Limited Edition

$46,250

Although the Badlands is one of the most expensive models, it’s also the most capable off-road. Along with a 245-hp turbo-four engine—the more potent of the two available powerplants— and an enhanced all-wheel-drive system, the Badlands has a lifted suspension and upgraded dampers for tackling rugged terrain.

Engine, Transmission, and Performance

The Bronco Sport rides on the same platform that underpins the compact Escape crossover, and every model has all-wheel drive. A 181-hp, turbocharged 1.5-liter three-cylinder is the base engine, but a 245-hp turbo 2.0-liter four-cylinder is also available. Both pair with an eight-speed automatic transmission, but the more powerful engine brings steering-wheel-mounted paddle shifters and upgraded cooling components. The Bronco Sport can also tow between 2000 and 2200 pounds. The top-tier Badlands trim level packs an assortment of exclusive equipment, including a twin-clutch rear-drive unit with a differential lock. It also has all-terrain tires mounted on 17-inch wheels, a 1.0-inch suspension lift for added ground clearance, and stouter shock absorbers. We’ve driven a Bronco Sport Badlands and noted its hefty steering and firm ride that made it feel truck-like, but not particularly smooth and steady on the highway. Its off-road abilities also exceeded expectations, but just remember that it still has limitations before you try to tackle the Rubicon Trail.

Fuel Economy and Real-World MPG

The three-cylinder Bronco Sport is rated at 25 mpg in the city and 28 mpg on the highway. Stepping up to the more powerful four-cylinder version drops those figures to 21 mpg city and 26 highway. We ran one with the smaller engine on our 75-mph fuel-economy route, which is part of our extensive testing regimen, and it returned an impressive 33 mpg highway. For more information about the Bronco Sport’s fuel economy, visit the EPA’s website.

Interior, Comfort, and Cargo

Inside, the Bronco Sport boasts an attractive design and a plethora of popular features. The little ute also has an impressive amount of space and several neat innovations. While its wheelbase is shorter than the Escape, the baby Bronco has an upright seating position and a decent amount of rear-seat legroom. Likewise, its roofline rises in the rear, providing additional headroom and enough cargo volume to fit two mountain bikes. The cargo hold can also be outfitted with a slide-out table that doubles as a workspace, a 400-watt power inverter, and LED lights built into the inside of the rear gate that provides overhead lighting. The rear gate features a glass hatch and a built-in bottle opener. The Badlands model comes with washable, rubberized flooring and upholstery that is easy to clean, but the floor material looks unsightly. Another neat trick is the storage bin that’s located under their back seats.

Infotainment and Connectivity

Every Bronco Sport features an 8.0-inch touchscreen that supports Ford’s Sync 3 software. It comes standard with Apple CarPlay and Android Auto, but it can be upgraded with SiriusXM satellite radio and a B&O audio system. In addition to touch-sensitive controls and voice commands, the infotainment interface can be operated with hard buttons as well as a volume and tuning knob.

Safety and Driver-Assistance Features

The Bronco Sport comes with a host of driver-assistance technology that includes standard forward-collision warning and automated emergency braking. For more information about the Bronco Sport’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 blind-spot monitoring and rear cross-traffic alert
• Standard lane-departure warning and lane-keeping assist
• Available adaptive cruise control with stop-and-go technology

Warranty and Maintenance Coverage

Ford provides a competitive limited and powertrain warranty that aligns with most of its rivals. However, it lacks the complimentary maintenance that some competitors provide.

• Limited warranty covers three years or 36,000 miles
• Powertrain warranty covers five years or 60,000 miles
• No complimentary scheduled maintenance

More Features and Specs

Acura has announced that it will reveal a new concept car during Monterey Car Week and is teasing it with an image ahead of time. Dubbed the Precision EV, the concept is said to embody “the future of Acura design, electrified.” Acura hasn’t provided many details on the concept just yet, but the teaser video reveals that the electric powertrain will be paired with a flashy design.

The teaser shows the front end of the concept, which is painted in a vivid shade of blue. The styling is reminiscent of the design language currently seen on the MDX SUV and TLX sedan—striking, pointed headlights with a check-mark-shaped LED element run into a pentagonal grille. Instead of the quilted mesh seen on Acura’s gas-powered models, the concept’s grille appears to have a blanked-off design with a blue, rhombus-shaped pattern. The air intake carved into the bumper also has an assortment of illuminated rectangular styling cues.

This isn’t the first time Acura has revealed a concept bearing the name Precision. The first Precision concept, revealed back in 2016, debuted the current design language found across Acura’s lineup, with sharply angular lines, crystalline lighting elements, and the “Diamond Pentagon” grille. While that concept took the form of a sleek sedan, the Precision EV concept appears to be much larger with a more SUV-like roofline, and seems to continue in the same design themes as the original Precision concept. The Precision EV will be revealed in full on August 18.

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Overview

The 2024 Acura ADX appears destined to become the brand’s first all-electric model, likely with an SUV body and styling based on the Precision EV concept vehicle. While it’s possible that the new nameplate could adorn an upcoming gas-powered model instead, the news that Acura will get its own EV SUV based on the forthcoming Honda Prologue fuels our speculation that the ADX is all-electric. If that turns out to be true, we expect the 2024 ADX to inherit the platform, powertrain, and battery pack(s) from Honda, which in turn is having them built and developed by General Motors. However, both the Prologue and the ADX will sport unique exterior and interior designs, with the latter assuredly featuring a more luxurious aesthetic.

What’s New for 2024?

With Honda announcing plans to release its new all-electric Prologue for the 2024 model year, we expect the Acura ADX to follow shortly thereafter. We’ll just have to wait and see if it’s similar in size to the compact RDX or perhaps smaller.

Pricing and Which One to Buy

Base

$55,000 (est)

Technology

$58,000 (est)

A-Spec

$60,000 (est)

Advance

$65,000 (est)

How much the 2024 ADX will cost is as much a mystery as most details about the upcoming Acura model. Since we estimate that the ’24 Prologue will start around $45,000, we think the Acura-branded version will be at least $10,000 more in base form. The ADX’s trim levels should also align with the rest of the automaker’s portfolio, which include Technology, A-Spec, and Advance models. A Type S performance model seems unlikely, but we’ll have to wait and see.

As more information becomes available, we’ll update this story with more details about:

• EV Motor, Power, and Performance
• Range, Charging, and Battery Life
• Fuel Economy and Real-World MPGe
• Interior, Comfort, and Cargo
• Infotainment and Connectivity
• Safety and Driver-Assistance Features
• Warranty and Maintenance Coverage

Overview

The Cadillac Escalade has long served as the brand’s flagship, its huge size and aggressive looks broadcasting its extroverted, red-blooded American take on luxury. Despite being based on the same underpinnings as the Chevy Tahoe and Suburban and the GMC Yukon, the Escalade makes a solid case as a competitor to other large luxury SUVs like the Lincoln Navigator, Jeep Grand Wagoneer, and Mercedes-Benz GLS-class. That’s because the big Caddy features the brand’s most advanced technology and most luxurious features. Its cabin is lined with wood, leather, designer fabrics, and satin-finished metals. A large, curved display sweeps across the dashboard, serving as both a gauge cluster and an infotainment center. A host of driver-assistance features are available, including Cadillac’s excellent Super Cruise system, which combines adaptive cruise control with a hands-free driving mode. Buyers can choose from a strong 6.2-liter gasoline V-8 or a diesel-powered inline-six, and this year Cadillac adds a wild high-performance V-series model with mega horsepower to the Escalade lineup. Time will tell if the new hi-po Escalade is an elephant that can dance, but given the brilliant athleticism of Cadillac’s recent Blackwing-powered sedans, color us hopeful.

What’s New for 2023?

This year marks the birth of the first V-series Escalade. The high-performance Escalade V is likely to be powered by a 682-hp version of the supercharged 6.2-liter V-8 engine borrowed from the 10Best award-winning CT5-V Blackwing sedan. It also rocks a menacing, blacked-out exterior appearance. The V model comes standard with all-wheel drive and sports six-piston Brembo performance brakes with red-painted calipers. The Escalade’s air suspension has been retuned to enhance handling in the V model. The Escalade V will go on sale in the summer of 2022 and will sit atop the Cadillac lineup with a $149,990 starting price.

Pricing and Which One to Buy

To deck out the Escalade with its best features, go for the Premium Luxury Platinum trim. It adds semi-aniline leather, 16-way power-adjustable front seats with massage, soft-close doors, and an AKG audio system with 36 speakers. It also comes standard with a self-parking feature, a head-up display, and adaptive cruise control. For performance fireworks, of course, there’s a one-letter answer: V.

Engine, Transmission, and Performance

Cadillac’s biggest SUV is powered by a standard 6.2-liter V-8 engine that makes 420 horsepower and can deactivate half of its cylinders when cruising to save fuel; a 3.0-liter diesel inline-six is also available. A 10-speed automatic transmission is standard with both engines, and buyers can choose from rear- or all-wheel-drive setups. As with its siblings, the current-generation Chevrolet Tahoe and Suburban and GMC Yukon, the Escalade rides on an independent rear suspension that provides additional third-row legroom, which was compromised in the previous solid rear-axle model. Higher-end trims also offer an air suspension with adaptive dampers. At our test track, the long-wheelbase Escalade ESV with the V-8 engine sprinted to 60 mph in just 5.9 seconds. The 277-hp diesel engine doesn’t deliver nearly the straight-line performance of the standard V-8, but for some buyers that compromise is worth the improved fuel economy and punchy 460 lb-ft of low-end torque. For those Escalade fans with a need for speed, only the V will do. It’s powered by a beastly supercharged 6.2-liter V-8 making 682 horsepower, which proved to be enough power to blast the big SUV to 60 mph in just 4.3 seconds at our test track. During our initial test drive, we were impressed with the V-8’s power and its baritone burble. The modifications to the SUV’s suspension make it handle better than the standard SUV, but the Escalade still doesn’t feel as nimble as rivals such as the Mercedes-AMG GLS63 or the BMW Alpina XB7.

Fuel Economy and Real-World MPG

Rear-wheel drive Escalades are rated at 15 mpg city, 20 mpg highway, and 17 mpg combined; adding all-wheel drive drops each of those numbers by 1 mpg. The performance-oriented V model is far less efficient, earning EPA ratings of 11 mpg city and 16 mpg highway. Opting for the turbo-diesel engine makes a big difference, with EPA estimates as high as 21 mpg city and 27 mpg highway. On our 75-mph highway fuel-economy test route, an all-wheel drive Escalade with the optional diesel engine returned 26 mpg. For more information about the Escalade’s fuel economy, visit the EPA’s website.

Interior, Comfort, and Cargo

As the flagship of the Cadillac lineup, the Escalade ups the ante on in-cabin luxury. Faux leather is used in the base Luxury trim, but all other trims receive the real deal, with Platinum models getting soft semi-aniline hides. Leather-covered dash and door panels, aluminum speaker grilles, and adjustable interior ambient lighting provide an upscale appearance. Like the outgoing model, both a standard and long-wheelbase model are offered, the latter of which yields more legroom for third-row riders and additional cargo space.

Infotainment and Connectivity

Cadillac has tricked out the Escalade in the electronics department. The main showpiece is the digital dashboard, which is comprised of three curved OLED displays that layer on top of one another to create a cool 38-inches of combined digital real estate, some of which serve as the driver’s gauge cluster while the rest projects the CUE infotainment system for the driver and passenger. The collection of displays is reminiscent of the Mercedes-Benz GLS-class’s giant monolithic infotainment setup, but the Escalade’s stacked setup creates depth and looks better integrated than the Benz’s. Other tech features include an augmented-reality navigation system and an available rear-seat entertainment package that includes two 12.6-inch displays with streaming capability. Apple CarPlay/Android Auto integration and a Wi-Fi hotspot are also standard. Audiophiles will be in for a treat no matter which Escalade model they choose. Cadillac has partnered with Grammy-award-winning audio and acoustics company AKG to develop the Escalade’s standard and optional sound systems. A 19-speaker Studio Sound system is standard on the Luxury, Sport, and Premium Luxury models, but Platinum trims get the AKG Studio Reference system with a whopping 36 speakers.

Safety and Driver-Assistance Features

Cadillac is set on making its flagship SUV a showcase for driver-assistance technology, and in addition to making many of the most popular active-safety features standard, Cadillac also offers its excellent Super Cruise adaptive-cruise system, which enables hands-free driving. For more information about the Escalade’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 front and rear pedestrian detection
• Standard lane-departure warning with lane-keeping assist
• Available adaptive cruise control with hands-free driving mode

Warranty and Maintenance Coverage

The 2023 Escalade offers the same standard warranty package as the rest of the Cadillac lineup. Its powertrain warranty stretches for longer than rivals such as the GLS-class and the BMW X7, but the BMW’s complimentary scheduled maintenance plan is far better than the Caddy’s.

• Limited warranty covers 4 years or 50,000 miles
• Powertrain warranty covers 6 years or 70,000 miles
• Complimentary maintenance is covered for the first visit

Specifications

Specifications

2023 Cadillac Escalade-V

Vehicle Type: front-engine, all-wheel-drive, 7-passenger, 4-door wagon

PRICE

Base/As Tested: $151,490/$155,215

Options: Super Cruise, $2500; Crystal White Tricoat paint, $1225

ENGINE

supercharged and intercooled pushrod 16-valve V-8, aluminum block and heads, direct fuel injection

Displacement: 376 in³, 6162 cm³

Power: 682 hp @ 6000 rpm

Torque: 653 lb-ft @ 4400 rpm

TRANSMISSION

10-speed automatic

CHASSIS

Suspension, F/R: control arms/trailing arms
Brakes, F/R: 16.1-in vented disc/13.6-in vented disc


Tires: Bridgestone Alenza A/S 02

275/50R-22 111H M+S TPC Spec 3156MS

DIMENSIONS

Wheelbase: 120.9 in

Length: 211.9 in

Width: 81.1 in

Height: 76.7 in

Passenger Volume: 177 ft³

Cargo Volume: 26 ft³

Curb Weight: 6290 lb

C/D TEST RESULTS

60 mph: 4.3 sec

100 mph: 10.3 sec

1/4-Mile: 12.7 sec @ 111 mph

Results above omit 1-ft rollout of 0.3 sec.

Rolling Start, 5–60 mph: 4.7 sec

Top Gear, 30–50 mph: 2.5 sec

Top Gear, 50–70 mph: 3.1 sec

Top Speed (gov ltd): 125 mph

Braking, 70–0 mph: 178 ft

Braking, 100–0 mph: 353 ft

Roadholding, 300-ft Skidpad: 0.69 g

C/D FUEL ECONOMY

Observed: 11 mpg

EPA FUEL ECONOMY

Combined/City/Highway: 13/11/16 mpg

2021 Cadillac Escalade ESV 4WD

VEHICLE TYPE
front-engine, rear/4-wheel-drive, 7-passenger, 4-door wagon 

PRICE AS TESTED
$112,965 (base price: $83,490)

ENGINE TYPE

pushrod 16-valve V-8, aluminum block and heads, direct fuel injection

Displacement

376 in³, 6162 cm³

Power

420 hp @ 5600 rpm

Torque

460 lb-ft @ 4100 rpm

TRANSMISSION
10-speed automatic

CHASSIS
Suspension (F/R): control arms/trailing arm; Brakes (F/R): 13.5-in vented disc/13.6-in vented disc; Tires: Bridgestone Alenza A/S 02, 275/50R-22 111H M+S TPC Spec 3156MS

DIMENSIONS
Wheelbase: 134.1 in; Length: 227.0; Width: 81.1; Height: 76.5 in; Passenger volume: 180 ft³ ; Cargo volume: 43 ft³ ; Curb Weight: 6270

C/D TEST RESULTS
60 mph: 5.9 sec
100 mph: 15.4 sec
Rolling start, 5–60 mph: 6.3 sec 
Top gear, 30–50 mph: 3.3 sec
Top gear, 50–70 mph: 4.2 sec
1/4 mile: 14.5 sec @ 97 mph
Braking, 70-0 mph: 176 ft
Roadholding, 300-ft dia skidpad: 0.71 g
Standing-start accel times omit 1-ft rollout of 0.3 sec.

C/D FUEL ECONOMY
Observed: 14 mpg

EPA FUEL ECONOMY
Combined/city/highway: 16/14/19 mpg    

C/D TESTING EXPLAINED

More Features and Specs

• The 2023 GMC Canyon adds a sibling to the off-roading-oriented Chevrolet Colorado ZR2 in the form of the AT4X.
• GMC’s mid-size truck has been redesigned with a wider track and strong proportions.
• Along with the beefed-up exterior, the new Canyon also features a redesigned interior with an 11.3-inch touchscreen.

Two weeks after Chevy unveiled the new Colorado, GMC has pulled the sheet back on the 2023 Canyon, revealing newly squared-off styling for the mid-size GMC truck. From the look of things, GMC has been force-feeding the Canyon scoops of pre-workout and creatine for the last year in a bulking effort. It worked. The 2023 Canyon is entering its third generation alongside its GM sibling, the Chevy Colorado.

GMC is eager to stay on the more luxurious end of the mid-size-truck market, hitting the Canyon with a spritz of luxury. Each trim line comes with a color scheme unique to that trim. The Canyon sits on a new, wider track than previous years and comes with a 2.0-inch lift on Elevation, AT4, and Denali trims, with a 3.0-inch lift reserved for the AT4X.

The new AT4X Edition 1 will come at a $64,000-plus price, nearly $20,000 higher than the 2022 Colorado ZR2’s MSRP. That price launches it past competitors including the Toyota Tacoma TRD Pro and Ford Ranger Raptor, landing it in the ballpark closer to off-roading monsters like the Bronco Raptor. According to GMC, the price of the Elevation will also be going up, starting at an estimated $41,495. The AT4, which GMC told us was the most popular Canyon sold in the last generation, is estimated to start at a more reasonable $42,495.

All New Everything

Much like with the Colorado, GMC is paring down the options this year. Each Canyon will come in a four-door crew-cab configuration. Unlike with the Colorado, each new Canyon will come equipped with the same 2.7-liter turbocharged four-cylinder engine making 310 horsepower and 430 pound-feet of torque. No official fuel economy numbers have been published yet, and none were supplied by the manufacturer, though the engines are equipped with active fuel management and stop/start technology. Equipped with the trailer package, the new Canyon will be able to tow up to 7700 pounds. That figure drops to 6000 pounds in the AT4X model, and a further 500 pounds for the AT4Xs equipped with the Edition 1 package.

The Canyon improves its approach angle this year to 36.9 degrees, slightly worse than the 38.3-degree approach of the Chevy ZR2 but better than the 35.0-degree approach on the Tacoma TRD Pro. The improved approach angle comes with the front air dam being removed, and the front axle moving farther forward. The 17-inch wheels found on the AT4X are wrapped in 285/70R-17 Goodyear Wrangler Territory MT tires to provide optimal traction in suboptimal conditions. Elevation and AT4 trims will come with 18-inch wheels, with Denali trims riding high on 20s.

Dynamic suspension spool valve (DSSV) dampers move outboard to aid off-road performance through an improved 9.6-inches of ground clearance (10.7 for AT4X). Standard for the AT4X though available on lower trims, the Canyon features electronic locking front and rear differentials, and there are seven cameras placed around and under the truck, giving drivers access to 10 available camera angles, complete with underbody views to help in dicey off-roading situations.

Tough Mudder

After launching the AT4 in 2021 as an altogether capable but admittedly less rugged version of the ZR2 Colorado, the AT4X is here to play. Following after its more rugged big brother, the Sierra 1500 AT4X, the AT4X-ified Canyon is intended to be “the ultimate expression of GMC’s commitment to delivering serious off-road capability,” according to GMC. On top of the four standard drive modes offered for the Canyon, the AT4X receives an exclusive Baja mode intended for high-speed off-road driving situations. The AT4X will be the only Canyon available in the Edition 1 package, which includes a front bash bar, a 30-inch grille-mounted light bar, 17-inch beadlock wheels, a winch, and unique badging, among other goodies.

Much like the Colorado, the Canyon features an integrated 45-inch watertight storage compartment in the tailgate. Lending a hand to practicality, the tailgate also features a midgate height for longer items. Customers sweating over a lack of lashing points can breathe a sigh of relief. GMC was happy to tell us that in response to customer comments, they doubled the tie-down points in the bed of the truck to eight.

Luxury Interior . . . Sort Of

The new Canyon gets a lot right about the interior. Wireless CarPlay and Android Auto are standard, while physical climate controls are a welcome sight, huddled over a line of auxiliary switches. The AT4X and Denali both get a head-up display as standard, though it is not available on other trims. The dash features an 11.3-inch infotainment system. The higher trims get an 11-inch digital gauge cluster while the lower trims are stuck with a smaller 8.0-inch version. Opt for the Denali, and you get open-pore wood on the dash featuring a laser-etched design. Quilted leather covers the seats and rides across both the dash and door panels.



GMC

Initial production is expected to start early 2023, with the AT4X having to wait a bit longer until spring 2023.

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When it comes to the modern lineup of supercar offerings, the McLaren 765LT ranks right up there with the most hardcore of the bunch. Thanks to the folks over at TopAutoNL, we have a chance to see this immense performance at work on the German autobahn.

A true successor to the immensely sought-after 675LT, the 765LT is the latest limited-production Super Series vehicle to come out of Woking. Only 765 of these machines were slated for production, with each packing a ton of track-ready improvements over the 720s. The most notable of the tweaks comes by way of a shorter gearset in the transmission, which McLaren says provides 15 percent faster acceleration in gear compared to the 720s. That’s obscene in itself, but then McLaren went ahead and added improved engine hardware to the familiar twin-turbo V-8. The result comes out to 755 horsepower and 590 pound-feet of torque, though many dyno-pull videos have suggested that figure is a bit low.

Regardless of the output, McLaren says that the car will do zero to 62 mph in just 2.8 seconds, before hitting 124 mph in 7.0 seconds flat. That’s despite the improved aero dragging through the air, which provides 25 percent more downforce than a standard 720S. That level of performance is on full display in this autobahn run, as is the McLaren’s awesome quad-exhaust note.

After paddling along to a sizable ramp, the driver of the 765LT finally opens the taps. The numbers fly off the speedometer in a frantic, almost disorienting fashion. While the launching performance of this car can’t be understated, it’s clear the thing is traction limited until some speed is at play. Once you’re rolling however, there are few cars capable of keeping up.

Just watch how hard the car pulls between 120 and 180 mph. The car seems barely bothered to push on to 202.5 mph, which is right below the car’s top speed of 205 mph. That’s not as fast as the standard 720S, but the 765LT will get there a whole lot faster. Those speeds were achieved with some bumpy tarmac (for Germany) underfoot, which only adds to the drama a bit.

If you’re looking for a supercar to slice your way across the German autobahn, the 765LT might just have to find a spot near the top of that list. It may be a track-oriented supercar at its core, but that focus has helped transform the already wild 720S into something truly ridiculous. Isn’t that what we want from our supercars after all?

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