Lexus president Koji Sato says he’s experimenting with how to simulate a manual gearbox in the upcoming electric LFA successor.
The EV supercar could also feature steer-by-wire, torque vectoring, carbon fiber, and solid-state batteries to improve performance.
Lexus claims the car, currently an unnamed concept, will reach 60 mph in the “low-two-second range” and have a range of about 435 miles.
Koji Sato is a lot of things. He’s the president of Lexus International, formerly the chief engineer, president of GAZOO Racing, and operating officer and chief branding officer of Toyota. He may soon be able to add “mad scientist” to that list, because Sato, in an interview with the U.K.’s Top Gear, said that he is experimenting with putting a manual gearbox in the forthcoming electric successor to the LFA.
Yes, you read that right. He wants to find a way to give an EV supercar a stick shift. If he can pull it off, that’s a mission we might be able to get behind.
Right now, he’s fiddling with software to see if he can simulate the feel of a manual in order to make EVs just as engaging to drive as an internal-combustion-powered car.
“It’s a hobby of mine, a crazy thing,” Sato, who was chief engineer on the luxurious Lexus LC coupe, told Top Gear. “I’m looking for better engagement, even in an EV, I want another link from the car to the driver. It’s not just about efficiency. I love cars and want something different.”
Koji Sato in front of the Lexus LC.
Lexus
It would certainly be different. Generally, EVs don’t use a multi-gear transmission, because they are efficient across a broad rev range and can produce maximum torque from zero rpm, unlike gas-powered engines. EV motors are also high-revving. For context, the Tesla Model S Plaid’s electric motor can rotate at up to 20,000 rpm—the LFA’s V-10 redlined at 9000. This means a single gear ratio can get a car from zero mph to its max speed.
Sato points this out as an aspect of Lexus’s yet unnamed EV supercar that could have an edge against the LFA. “Vehicle response is one of the advantages of the e-motor, the sudden torque is a very unique character with a BEV—the driver can expect a quicker reaction to their input,” he told Top Gear.
Still, the power and efficiency of electric motors fall off at high rpm, which is why the Porsche Taycan and Audi e-tron GT use a two-speed gearbox for the rear motor. The first Tesla Roadster also was supposed to get a two-speed manual that never came to be. Some Formula E cars even used to utilize multi-speed gearboxes, with Lucas di Grassi winning the 2016-17 Formula E World Drivers’ Championship for Abt Schaeffler Audi Sport in a car outfitted with a three-speed transmission.
All this to say, maybe Sato isn’t as mad as he seems. While his software simulation of a stick shift isn’t quite the same as actually using multiple gears and who knows how realistic or involving it might be, it’s still one of the innovations that could set apart the EV supercar.
The unnamed concept, which does not yet have a due date, is claimed to get to 60 mph in the “low-two-second range” (the LFA did it in 3.7 seconds) and have a range of about 435 miles thanks to in-the-works solid-state battery technology. It will also use torque vectoring to improve handling and “realize vehicle dynamics,” according to Sato, as well as steer-by-wire.
Being lightweight and aerodynamic is key to the new supercar. The LFA was notoriously a carbon-fiber animal, but Sato was tight-lipped about whether that would extend to its successor: “We look at the LFA heritage and use carbon fiber as necessary.”
However, all this tech talk is secondary to his main goal with the car.
“I really want this car be a halo, a showcase for the future of Lexus driving dynamics, to express the overall Lexus driving signature.”
If Sato can bring EVs closer to Saving the Manuals in the process, we’re on board.
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 content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io
• This 1994 Jaguar XJS 2+2 would make for one heck of a back-to-school car, and it’s up for auction on the Bring a Trailer website right now.
• Cool as a cucumber (and green to match), this Jag is powerful enough to be a great first car while not being so powerful it’s dangerous.
• The auction ends Thursday, August 18. Plenty of time to get it home for the first day of school.
The new school year is almost upon us. Forget about notebooks and pencils; the real fun comes in shopping for a first car. I believe I’ve found a perfect example of such a car in this 1994 Jaguar XJS 2+2 for sale on Bring a Trailer—which, like Car and Driver, is part of Hearst Autos.
Bring a Trailer
You may think that it would be irresponsible to buy a nearly 30-year-old rear-wheel-drive Jaguar for a 16-year-old. You’re probably correct, but hear me out: high school is the perfect time to make an irresponsible car purchase. Think about it, high-school parking lots are generally chock-full of bland used cars, a manual Jag in British Racing Green would easily be the coolest car in the lot. Even cooler than the kid driving a brand-new BMW 3-series, and that person would also drool over this thing. If you’re looking to make a statement on the first day of classes, look no further.
Reliability be damned, should your new (30-year-old) Jag have the occasional snafu, you can convince a friend to pick you up for school. Plus, look at it this way, if your car breaks down, it’s a learning experience for a budding enthusiast. Let’s just hope, since the average high-schooler’s wallet won’t stretch forever, breakdowns won’t come often. Despite 132K miles on the dash, this car recently received new valve stem seals, a new head gasket, and several ignition components along with a handful of other replacements.
There may be some paint chipping shown in the listing photos, but from where I’m sitting, the color of the paint more than makes up for it. Rust is beginning to plague the underside of the car, but it’s lived a life in the Northeast. Plus, if it is bought as a first car, it’ll likely spend most of its days parked proudly in a driveway anyway.
Bring a Trailer
From a safety standpoint, the Jag can’t compete with modern cars. However, with its modern tires, recently serviced brakes, and the invincibility 16-year-old drivers assume they possess, the Jag is a tempting purchase to break curfew in.
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 content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io
Infiniti has confirmed that it will discontinue of its Q60 coupe following the 2022 model year.
The cancellation comes as the company is focusing on more popular segments such as crossovers and SUVs.
The Q60 lived a relatively short life, entering production for the 2017 model year.
The Infiniti Q60 first made its debut as a concept in 2015 at the Detroit auto show, with Infiniti revealing the production version a year later at the same show. The coupe featured strikingly good looks, but unexciting driving and relatively drab interiors kept us from ever falling in love.
Infiniti confirmed to Car and Driver that production will continue through the end of the year. The company expects retailers will have units for sale well into 2023. The move is motivated by the increased shift toward purchasing larger crossovers and SUVs by so many American drivers. “We are focusing on the most popular luxury automotive segments such as crossovers and SUVs, as well as the upcoming EV we recently announced that will be built here in the U.S.” according to an Infiniti spokesperson.
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 content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io
UPDATE 8/12/22: This review has been updated with test results.
Jaguar is looking for a new job. After a century of building beautiful, internal-combustion-engine cars, it’s pulling a Blues Brothers handbrake turn and is getting into the battery-electric space. Ask Jaguar where it’ll be in three years and its answer, like any good interview candidate’s, is intentionally vague. Jaguar promises an EV lineup in 2025 but is saying little more. When we visited the company’s North American headquarters in Mahwah, New Jersey, though, it wasn’t to see an EV. We came to drive an eight-cylinder F-type sports car and hammer it through the Hudson Valley.
For 2022, the F-type lineup goes all V-8. Replacing the previous supercharged V-6 and turbocharged inline-four is a detuned version of Jaguar’s greatest hit of the last decade, the supercharged 5.0-liter V-8 originally built by Ford. In the F-type P450, which now serves as the entry model, the engine puts out 444 horsepower and 428 pound-feet of torque. With that monster engine, plus the limited-slip differential, larger brakes, and 20-inch wheels pulled from the former P380 R-Dynamic, the 2022 F-type justifies its $8300 premium over last year’s four-banger base car.
Marc UrbanoCar and Driver
HIGHS: The sound of that V-8, genuine steering feel, just looking at it.
We’re keenly aware that a C8 Corvette could dust it, and at way less than our car’s $83,450 price as-equipped, but onlookers likely aren’t thinking about test data when you pull up in an F-type. As it has been since it launched for the 2014 model year, the F-type echoes the museum-grade sculpture of its esteemed predecessor, the E-type—one of only nine cars in the Museum of Modern Art’s permanent collection.
With the manual transmission consigned to history, we’d argue that the P450 is now the driver’s choice, since it pairs the V-8 with rear-wheel drive rather than all-wheel drive as in the 575-hp R. Jaguar hasn’t offered this combo since the 2015 R. Those earlier models were a tail-wagging handful, but this new one felt so neutral through the corners that we had to hop out and double-check for an AWD badge. (There wasn’t one, although the system is available on the P450 coupe or convertible for $10,000 as part of the R-Dynamic trim.) This latest rear-wheel-drive F-type has been tuned more for understeer to make owners more comfortable at the moderately high speeds and steering angles they’re likely to endeavor on the road. With its linear torque curve and quick steering, this F-type is less twitchy and demanding and more balanced and secure when being driven quickly. Tested on our Michigan skidpad, it clung to the tarmac to the tune of 0.93 g.
Marc UrbanoCar and Driver
Naturally, this car’s rear tires can billow bigger smoke clouds than Lil Wayne on a Wednesday, and we hit 60 mph in 4.0 seconds flat. That’s against 3.5 seconds in our test of the 2021 R coupe. The P450 rips through the quarter-mile in 12.4 seconds at 115 mph. It also stops from 70 mph in 158 feet.
LOWS: Getting outrun by Corvettes, blinkered rear visibility, frequent fill-ups.
The F-type has never really been a precision tool on back roads, though there’s more feedback in the steering than with many Audi RS or BMW M cars. The Porsche Cayman remains the gold standard, but it lacks the F-type’s hard-rock soundtrack: a low rumble on the highway, a savage roar when downshifted (89 decibels at wide-open throttle), and delicious pops on the overrun. Its 72 decibels cruising at 70 indicate the F-type has quieted down some—this one’s not as vociferous as older Rs and SVRs, which were louder than Harleys—and by default the muffler bypass valves stay closed on startup. But the exhaust pops and bangs are still out in force, and they’re not synthetic. When you lift the throttle, sometimes nothing happens, while other times you’ll light off fireworks. The sounds never exactly repeat.
Marc UrbanoCar and Driver
The leather-lined cabin, which some drivers find cramped, has aged well with its rich materials and the latest digital screens set among toggle switches, rotary climate controls, and the grab handle that divides driver and passenger. At seven cubic feet, the two-seat convertible’s cargo hold isn’t all too spacious on paper but will easily accept a golf bag and cleats.
Granted, the V-8’s fuel economy is marginal: 17 mpg city, 24 highway for rear-drive models and 1 mpg worse in the city with all-wheel drive. And you can’t see out the back—especially when the spoiler rises and the Jaguar logo reflects the sun directly into your eyes. But so what? This is your last chance to experience Jaguar’s classically styled, gas-burning sports car—V-8 powered, as the gods intended—before the brand jumps from the balcony into the pool of would-be Teslas. We don’t know what Jaguar will become, but the F-type is everything it was.
A car-lover’s community for ultimate access & unrivaled experiences.
This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io
Since its debut as a 2014 model, the Jaguar F-type has been among the most beautiful modern car designs. As a luxury sports car, the base and mid-spec versions of the F-type underperformed for their high price. An engine change for 2022 remedies that situation.
The base turbo inline-four and mid-level supercharged V-6 are gone for 2022. Instead, there’s one 5.0-liter supercharged V-8 with either 444 or 575 horsepower.
2 of 25
We clocked a 4.0-second 60-mph time with the new base engine.
3 of 25
For the first time since the 2015 model year, the F-type pairs a V-8 with rear-wheel drive. The grip and handling are much improved versus previous models.
4 of 25
Every 2022 F-type features quad exhaust tips instead of the 2021 V-6 model’s dual center tips or the four’s single rectangular tip.
5 of 25
All F-type models now include the limited-slip differential, larger brakes, and wider 20-inch tires that were formerly reserved for the P380 R-Dynamic.
6 of 25
Gloss-silver five-spoke wheels are standard. There are also three optional wheel packages that range from $500 to $1500.
7 of 25
Jaguar uses the older InControl Touch Pro infotainment instead of its new Pivi Pro system here, but it works well enough on the F-type’s 10.0-inch screen.
8 of 25
The seats are among the latest F-type’s best upgrades. These optional Windsor leather Performance seats offer ventilation although not adjustable side bolsters.
9 of 25
The 2022 F-type starts at $71,050 for the coupe and $74,150 for the convertible. All-wheel drive is $10,000 more and brings additional standard equipment. The R starts at $104,350.
10 of 25
Jaguar hasn’t said it will build an electric successor to the F-type. So, grab one while you still can.
Advertisement – Continue Reading Below
This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io
Traditionally, sports sedans have been the vehicles that best projected the spirit of the BMW brand. Not so much anymore. The 2023 X3 SUV edges in on its four-door brethren’s territory with a satisfying blend of refinement and driver engagement. As its name implies, the X3 is the crossover equivalent to the renowned 3-series sedan, and it shares its powertrains with that car. Entry-level models are powered by a 248-hp turbo-four while M40i models get a boost from the company’s revered 382-hp turbo six—an engine that never ceases to amaze us with its velvety muscle. A handsome exterior design gives the X3 enough curb appeal to fit in among style mavens such as the Genesis GV70 and Volvo XC60. The X3’s spacious interior is soberly styled but lined with premium materials and desirable technology. But it’s the X3’s frisky handling that endears it most to enthusiast drivers like those on our staff and, as an added bonus, its athletic road manners don’t compromise its genteel nature when cruising nor its all-around SUV practicality.
What’s New for 2023?
Following a light styling refresh last year, the 2023 X3 sees few changes. The remote proximity keyless entry system is now standard across the lineup and the optional Premium package no longer includes gesture controls for the iDrive infotainment system. Skyscraper Grey Metallic paint is now available on four-cylinder 30i models.
Pricing and Which One to Buy
Regardless of the exact power output, all BMW engines exude a similarly strong and refined character. While the M40i’s 382-hp six-cylinder motivates it to 60 mph in 4.4 seconds, we suggest buyers stick with the four-cylinder, which is plenty powerful. The turbocharged four-cylinder collaborates with the excellent eight-speed automatic to make easy passes in traffic and sip fuel on the highway. The entry X3 sDrive30i only drives the rear wheels. That won’t be a problem for anyone living in the Sun Belt, but buyers in snowy states will want to upgrade to the all-wheel-drive xDrive30i model.
Engine, Transmission, and Performance
With the 248-hp turbocharged 2.0-liter four-cylinder under its hood, the rear-wheel-drive sDrive30i and all-wheel-drive xDrive30i provide enough power to comfortably negotiate almost any traffic situation, but they’re hardly exhilarating. At our test track, the xDrive 30i required 6.2 seconds to reach 60 mph; we haven’t tested an sDrive30i model. The PorscheMacan S and the Audi Q5 are both quicker in our testing—the Porsche is substantially so. Those seeking a performance-oriented crossover will find the X3 M40i a lot more to their liking. Its muscular 382-hp turbocharged 3.0-liter inline-six-cylinder engine provides almost brutish power, delivering a 4.1-second zero-to-60-mph time in our testing. The X3 actually feels more competent than some of BMW’s current sedans; it’s fun to drive and willing to arc around corners better than expected, although it doesn’t quite offer Macan levels of athleticism. The ride quality is well balanced with just enough firmness for a sporty feel without resulting in a rough ride over bumpy road surfaces. Our test vehicle came with an option we highly recommend, the adaptive suspension. Called Dynamic Damper Control; it adds Comfort, Sport, and Eco Pro driving modes to the xDrive30i. An adaptive M suspension, available on the M40i, lowers the chassis 0.4 inch.
Fuel Economy and Real-World MPG
Judging the X3 by its EPA ratings places it only mid-pack among its rivals. But both of our test cars, an xDrive30i and an M40i, outperformed their efficiency estimates in our real-world testing. The higher-powered M40i (29 mpg) came in surprisingly close to the four-cylinder xDrive30i (31 mpg), meaning there’s little highway fuel-economy penalty for all that extra power. For more information about the X3’s fuel economy, visit the EPA’s website.
Interior, Comfort, and Cargo
The X3’s stylish interior comes well equipped before you check a single option box; 10-way power-adjustable front seats, which include adjustable side bolsters, make it easy to find a comfortable position. Rear-seat occupants are treated to reclining seatbacks, and the cushioning on all seats is plush enough for long journeys. The rest of the X3’s cabin is handsome and put together competently, with well-chosen materials and tight panel gaps. The glossy woodgrain trim on our test vehicle looked and felt real despite being plastic; the stitched faux-leather dash and door coverings add an extra element of luxury, as do the nickel-finish metal trim. The X3 is about average for the segment in our carry-on suitcase test. Seven carry-ons fit behind the second row—enough for each occupant to have one, with room left over for two extras— and 20 fit in total with the rear seats folded. The cargo-hauling champ in this segment, however, is the Cadillac XT5; heavy haulers should put that one on their shortlist.
Infotainment and Connectivity
BMW’s iDrive interface provides everything a modern luxury car’s infotainment system should. A 10.3-inch infotainment display is standard and features in-dash navigation as well as Apple CarPlay and Android Auto. A larger 12.3-inch infotainment display is optional. Bluetooth phone connectivity, a Wi-Fi hotspot, and one USB port are standard, but every other infotainment feature is offered as an optional extra; for those looking to juice two devices at once, a second USB port is optional as is a wireless smartphone charging pad.
Safety and Driver-Assistance Features
A full suite of driver-assistance features is available, but BMW offers the basics as standard equipment. For more information about the X3’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 forward-collision warning
Standard lane-departure warning
Available adaptive cruise control
Warranty and Maintenance Coverage
BMW’s warranty offerings on the X3 don’t stand out among its rivals; a four-year or 50,000-mile basic warranty is basically par for the course in this segment. Three years of complimentary scheduled maintenance are nice, but it’s something that the GV70 and the XC60 also offer.
Limited warranty covers 4 years or 50,000 miles
Powertrain warranty covers 4 years or 50,000 miles
Complimentary scheduled maintenance covered for 3 years or 36,000 miles
This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io
The 2023 Nissan Titan’s starting price rises by just $890 to $41,495, and the rest of the lineup sees similarly small price hikes.
Starting at $49,135 (up $960), the 2023 Nissan Titan XD is also only slightly more expensive than last year.
Nissan now makes wireless Apple CarPlay standard on the Pro-4X and Platinum Reserve trims.
Price hikes are common when vehicles enter a new model year, but lately, they’ve been a lot higher than normal due to myriad economic factors. While Ford and Chevy have raised the prices of their latest half-ton pickup trucks by thousands of dollars, Nissan is taking a different approach, raising the starting price of the 2023 Titan by just $890 to $41,495. Likewise, no other model costs $1230 more than last year.
That $41,495 is for the entry-level S trim with the extended King Cab body style and rear-wheel drive. Configured with the crew cab and all-wheel drive, the ’23 Titan S starts at $46,475 (up $940). Similarly small price hikes can be seen across the rest of the lineup as well as with the heavy-duty-ish Titan XD.
The regular Titan’s mid-level SV and off-road-oriented Pro-4X trim levels now start at $46,875 and $54,605, respectively. The latter is still only offered with a crew cab and four-wheel drive, but neither model’s price is more than $1110 higher than before. The same goes for the top-tier Platinum Reserve which now starts at $60,465 (up $1170).
When it comes to the Titan XD lineup, all models come standard with all-wheel drive and the crew-cab body style. For 2023, the base S trim starts at $49,135 (up $960), the SV is up $1000 to $52,955, the Pro-4X starts at $58,915 (up $1150), and the Platinum Reserve’s starting price rises the most by $1230 to $66,865.
Nissan
Along with the Titan and Titan XD’s slighter higher prices for the 2023 model year comes a desirable new feature. The Pro-4X and Platinum Reserve now include wireless Apple CarPlay as standard. Unfortunately, a wired connection is still required on all other models. Nissan also re-introduces the Midnight Edition package, but it’s only offered on SV models with the crew cab. As advertised, it includes black 20-inch wheels as well as copious amounts of other black exterior and interior bits.
Every Nissan Titan and Titan XD continue to be powered by a 400-hp 5.5-liter V-8 hooked up to a nine-speed automatic transmission. The 2023 models are on sale now.
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 content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io
After nearly a decade, the GMC Canyon and its twin, the Chevrolet Colorado, are getting new bones for 2023. The Canyon has always been nearly identical to its bow-tie bro, but only up to a point. Historically, both trucks have shared powertrains, a smooth ride, and an underwhelming interior. Besides being all-new inside and out for 2023, this year they’ll each have a dedicated off-road equivalent. The 2023 GMC Canyon receives a new AT4X trim similar to the Chevy ZR2, which will pump the Jimmy up with significantly more off-road capability. The AT4X should now be a serious challenger to the most off-road oriented versions of rivals such as the Toyota Tacoma, the Jeep Gladiator, and the Ford Ranger. The AT4X will use the ZR2’s Multimatic spool-valve dampers, locking front and rear differentials, and upgraded suspension with available 33-inch all-terrain tires. This special version of the Canyon is expected to put some mud on the tires later this summer.
What’s New for 2023?
The new GMC Canyon is all-new for 2023 and its AT4X off-road trim—a new addition to the lineup—endows the Canyon with off-road chops previously reserved for the Chevy Colorado ZR2. The AT4X unlocks 10.7 inches of ground clearance thanks to a factory 3.0-inch lift and 33-inch mud-terrain tires. Every Colorado gets some form of added height, including a 2.0-inch lift for Elevation models. GMC is offering an Edition 1 package, which adds extra cameras, bumpers, light bars, a winch, and 17-inch beadlock capable wheels. If that sounds familiar, it’s because that’s pretty close to the equipment list for the Colorado ZR2 with the Desert Boss off-road equipment package. The AT4X will come standard with the Chevy Silverado’s 310-hp turbocharged 2.7-liter inline-four engine, which grunts out 430 pound-feet of torque. A completely revised interior is part of the Canyon’s newfound quality-of-life improvements.
Pricing and Which One to Buy
Elevation
$41,000 (est)
AT4
$44,000 (est)
Denali
$46,000 (est)
AT4X
$58,000 (est)
AT4X Edition 1
$64,000 (est)
GMC hasn’t yet released full pricing details for the new Canyon except for an estimated $64,000 price for the rugged AT4X Edition 1 model. We expect a similar range of trims and prices to the current production truck, but we’ll hold off recommending which model to buy until we learn more about it.
Engine, Transmission, and Performance
We’re still waiting to hear official info from GMC on the full offering of 2023 Canyon powertrains, but as a twin to the Colorado, we expect the Canyon to use Chevy’s turbocharged 2.7-liter inline-four engines with various outputs depending on trim level—all of them mated to an eight-speed automatic transmission. GMC has confirmed the 310-hp turbocharged 2.7-liter inline-four engine with 430 pound-feet of torque as standard equipment for AT4X models. That’s on par with the Colorado ZR2. Other Colorado offerings we expect to see on the Canyon include the entry-level version of the engine that makes 237 horsepower and 259 pound-feet, and a 301-hp version that makes 290 pound-feet of torque. This would give both GM mid-size pickup siblings more power and torque than the V-6 powertrains found in the Honda Ridgeline, Jeep Gladiator, and Toyota Tacoma. Chevy dropped the V-6 and Duramax Diesel engines available on the previous Colorado, so we expect the GMC Canyon will do the same.
Towing and Payload Capacity
The new GMC Canyon has a max towing capacity of 7700 pounds for Elevation, AT4, and Denali trim levels. That rating drops to 6000 pounds for Canyon AT4X, and down to 5500 for the AT4X when optioned with the Edition 1 package.
Interior, Comfort, and Cargo
GMC has brought some much-needed technology to the inside of the Canyon. Available equipment includes underbody cameras, a head-up display, and a full redesign of the Canyon’s cabin similar to how Chevy updated the new Colorado’s interior. A new digital gauge cluster sits behind a new steering wheel, and the gear shifter is now closer to the passenger side of the cab, which allows room for the drive-mode selection knob. GMC has even moved those precious cupholders into a deeper cubby, closer to the driver and passenger. The AT4X trim comes standard with a head-up display and a boomtastic seven-speaker Bose audio system. Elevation and AT4 trims get an 8.0-inch digital gauge cluster, while Denali and AT4X get a larger 11.0-inch display.
Infotainment and Connectivity
Although GMC hasn’t detailed which trim levels get which technology, an 11.3-inch infotainment touchscreen is standard on the 2023 Colorado, so we expect that same tech on the historically fancier Canyon along with standard wireless Android Auto and Apple CarPlay.
Safety and Driver-Assistance Features
GMC’s list of driver-assistance features for the Canyon is part of its standard Pro Safety package. For more information about the Canyon’s crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features are likely to include:
Standard forward-collision warning and automated emergency braking
Standard lane-departure warning and lane-keeping assist
Available adaptive cruise control
Warranty and Maintenance Coverage
General Motors provides competitive coverage in the mid-size-pickup segment with the Canyon and the Colorado. The two have the best corrosion protection and the most impressive roadside-assistance coverage. While complimentary scheduled maintenance is included, Toyota provides better coverage.
Limited warranty covers three years or 36,000 miles
Powertrain warranty covers five years or 60,000 miles
Complimentary maintenance covers one visit for the first year
As more information becomes available, we’ll update this story with more details about:
Whether it’s crunching through dense forest trails or quietly idling up to a Wendy’s drive-thru window, the four-wheel-drive Ford Bronco is arguably the most exciting off-roader since the Jeep Wrangler. The Bronco comes in both two- and four-door body styles, and it was designed to do everything a Wrangler can—and it does that and more. Yes, you can remove the doors on the Bronco just like you can on a Wrangler but only the Ford retains its mirrors. Both brands’ SUVs cater to the big muddy but the Bronco suffers from noticeably less road noise when traveling the highways between puddles. It has more base horsepower too, with output ranging between a 300-hp turbocharged 2.3-liter inline-four and a 330-hp twin-turbo 2.7-liter V-6. If you’re after more than that, feast your eyes on the swollen fenders of the 418-hp Bronco Raptor, reviewed separately. With a dizzying array of models, trims, and optional equipment the Bronco offers vast configurability that allows it to fit a wide range of needs—even for those die-hards (like us) who want to shift gears with the help of a clutch pedal.
What’s New for 2023?
Ford celebrates the good old days with a special Bronco Heritage Edition for both two- and four-door models that brings back a classic 1960s look. Based on the Big Bend trim with the Sasquatch package, the Bronco Heritage Edition comes with the 300-hp turbo 2.3-liter with either a seven-speed manual or available 10-speed automatic transmission. Throwback styling includes a white grille, white roof, and a set of 1960s-inspired wheels. A more expensive Heritage Limited Edition, based on the Badlands trim level, comes with metal Bronco-script fender badging, leather-trimmed plaid seats, and Heritage Limited badging on the center console.
Pricing and Which One to Buy
Base
$33,000 (est)
Big Bend
$38,000 (est)
Black Diamond
$40,000 (est)
Outer Banks
$43,000 (est)
Badlands
$45,000 (est)
Heritage Edition
$45,900
$51,000 (est)
Everglades
$55,000 (est)
Heritage Limited Edition
$68,490
The base two-door Bronco starts at around $33,000 but upgrading to upper trims gets expensive quickly. Our ideal configuration would be a four-door with the more powerful engine, and it needs to have the off-road hardware to live up to its roots. That points us towards the Bronco Wildtrack, which comes standard with 17-inch beadlock-capable wheels and huge 35-inch mud-terrain tires. FYI, the two-door has ample rear-seat room, so if you can get by with two fewer portals, it’s a way to get more for your Bronco bucks.
Engine, Transmission, and Performance
Sorry, folks. The Bronco doesn’t come with eight cylinders. Instead, there’s a standard 300-hp turbocharged 2.3-liter four-cylinder or an optional 330-hp twin-turbo 2.7-liter V-6. A 10-speed automatic transmission bolts to both gas engines, but a seven-speed manual is only compatible with the smaller one. Unfortunately, neither engine has an enthusiastic soundtrack. Every Bronco sends power to all four wheels, and its independent front suspension is more sophisticated than Jeep’s front stick axle. Other noteworthy options include 35-inch mud-terrain tires, beadlock-capable wheels, electronic locking front and rear differentials, and a sway-bar-disconnect feature. After our first driving impressions, the Bronco impressed us with its on-road refinement. Not only is its steering more precise than the Wrangler’s wheel, but the Ford simply handles better overall. Of course, equipped with the largest tires and softest suspension, there’s significant brake dive, and its body-on-frame construction isn’t kept secret. Still, the Bronco isn’t a one-trick pony, and it’s capable of conquering truly treacherous terrain.
Towing and Payload Capacity
Both the two- and four-door Ford Bronco models are rated to tow 3500 pounds—the same as the Wrangler.
Fuel Economy and Real-World MPG
The four-cylinder Bronco with the automatic transmission is the thriftiest variant, with ratings of 20 mpg in the city and 22 on the highway. Upgrade to the V-6 version with the Sasquatch package that includes aggressive, oversized tires and its fuel economy plummets to 17 mpg both in the city and on the highway. We’ve run automatic-equipped Broncos with both engines on our 75-mph fuel-economy route, with the four-cylinder earning 22 mpg and the V-6 earning 18 mpg. For more information about the Bronco’s fuel economy, visit the EPA’s website.
Interior, Comfort, and Cargo
Available with two or four doors, soft tops or hardtops, and removable body panels, the Bronco offers the same open-air possibilities that make the Wrangler an outdoor person’s delight. The Ford’s interior has a few more innovations than the Jeep, too. For example, the Bronco has a rack built into the top of its dashboard that allows smartphones and GoPros to be mounted there. It also has frameless doors that are easy to remove. However, their long side glass can snag the weatherstripping and they allow extra wind noise to enter the cabin. Still, the extended-wheelbase four-door models have space on board to store all four doors. Since the exterior mirrors are mounted on the base of the windshield, they’re still usable when the doors are taken off. When exposed to the elements, the cabin can be protected with the available rubberized flooring and marine-grade vinyl upholstery. Those who want a fancier environment can opt for leather seating surfaces, but the interior’s expansive swaths of plastic look cheap on upper trims. Even in the two-door Bronco, there’s enough space in the back seat to comfortably fit two adults. The four-door version alone has a third, middle seat in the rear and offers a hair more legroom, but most of its extra length applies to the cargo area, which is more than 50 percent larger than the two-door.
Infotainment and Connectivity
Ford’s latest in-dash Sync 4 software powers the 8.0- or 12.0-inch touchscreen that’s embedded in the middle of the Bronco’s dashboard. The setup allows over-the-air updates and can connect to the cloud and the user’s smartphone wirelessly. The infotainment system also supports a host of modern infotainment features that include Apple CarPlay, Android Auto, and a subscription-based Wi-Fi hotspot. The unit can also be upgraded with desirable options, such as built-in navigation and a more powerful B&O stereo.
Safety and Driver-Assistance Features
The Bronco is available with a suite of driver-assistance technology, including automatic high beams and parking sensors. It also has equipment that makes low-speed rock crawling and trail driving easier. For more information about the Bronco’s crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include:
Available forward-collision warning and automated emergency braking
Available blind-spot monitoring and rear cross-traffic alert
Available lane-departure and lane-keeping assist
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
