• Pricing for the Hummer EV is going up by $6650, for all orders placed starting tomorrow, June 18.
• Existing orders won’t see a change in MSRP.
• The Edition 1 pickup has already begun deliveries. The EV^3X version of the pickup will arrive next, this fall, and the SUV will begin deliveries in spring 2023.

If you are all set to order a GMC Hummer EV, the time is now. The prices for both the pickup and SUV models are rising by $6650, but orders placed before tomorrow, June 18, will not see an increase. That includes all existing orders; GMC says that 77,500 people have already placed reservations.

The new prices will apply to the upcoming EV^3X, EV^2X, and EV² models. The EV^3X, a three-motor version with 830 horsepower, will start at $106,645. The EV^2X has a less powerful 625-hp two-motor setup and will start at $96,645. The $86,645 EV² will be the last to arrive, and it also has 625 hp but a smaller battery pack estimated to provide 250 miles of range, versus the more expensive models’ range estimates of 300-plus miles. The initial run of 1000-hp Edition 1 models is already sold out and thus won’t see a price increase.

GMC says it hasn’t shifted the timeline for production of these various Hummer EV models. Those who ordered the EV^3X pickup will be able to configure their trucks at some point this summer before deliveries begin this fall. The EV^2X pickup will then arrive in spring 2023, with the EV² pickup to follow in spring 2024. The SUV’s timeline is a bit later, with the Edition 1 arriving in early 2023, the EV^3X and EV^2X in spring 2023, the EV² in spring 2024.

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From the June 2022 issue of Car and Driver.

Reducing drag, increasing innovation, and improving quality were primary considerations in conceptualizing the Taurus, as was proving to consumers that Ford was breaking away from the cars of the Malaise Era. To achieve these goals, the project got a dedicated crew of designers, engineers, and marketers all working together. “The car was developed by one team, Team Taurus, from start to finish. This gave the product a cohesive look and feel from inside out,” says Jamie Myler, Ford’s senior research archivist. That this concept was novel should communicate something about Detroit’s failings during that period.

The group journeyed into the windmills of their minds and came up with designs inspired by neo-futurist visionaries like Syd Mead, production-design lead for Blade Runner. “The focus on drag coefficient required a tighter look, with less overhang of the bumpers, less empty space in the wheel wells, and doors that wrapped above the roof,” Myler says.

Designers eventually arrived at a wind-cheating hatchback form with a teardrop shape. In fact, all early Taurus concepts were hatches or wagons, evolving from Giugiaro-esque knife-edginess to hatchback blobs. A sedan was introduced to give the car a more traditional appearance, and in 1981, designers mocked up a full-size clay model of a Taurus hatchback (platform code: DN5). Engineering concerns about the hatch’s negative impact on structural rigidity derailed the design.

“I think the early design themes that had the hatch would have been interesting,” Myler posits. Imagine one of the slippery outré designs equipped with the Taurus SHO’s 220-hp V-6 and five-speed. It could have easily been a prescient competitor to today’s perform­ance “four-door coupes” such as the Audi RS7 or the Tesla Model S.

Still, the vehicle that Ford settled on pushed domestic design far enough forward that the Taurus stood in as a futuristic car in RoboCop and Back to the Future Part II. It also aged relatively gracefully. “The revolutionary design was a bit jarring to some,” Myler says. “But the fact that it wasn’t [entirely] redesigned for a decade speaks to the popularity.”

Just Say No

This 1981 hatchback proposal for the first Taurus (below) wasn’t chosen, but the aerodynamic shape and the doors that wrap into the roof made it to production. The Mercury Sable got the prototype’s skirted fenders, and the taillights inspired the 1988-1/2 Escort’s.

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Overview

In an amazing twist of fate, General Motors’ gas-guzzling Hummer brand, discontinued in 2010, has made a comeback for 2022 as an all-electric sub-brand of GMC. The resurrected Hummer will appear first as a pickup truck and later as an SUV. The new pickup is quite the beast, with up to 1000 horsepower from its top powertrain option, which uses three electric motors, offers an estimated range of 329 miles per charge, and a leaps to 60 mph in a claimed 3.0 seconds. The Hummer EV also features removable roof panels, an optional adjustable air suspension, and a cool four-wheel steering feature that allows it to “crab” sideways—drive diagonally—all of which should make it fun to take off-road. Pickup trucks are the next frontier for electric vehicles, as rivals from upstarts Rivian and Tesla—as well as established automakers such as Ford—are preparing their own entries in this emerging segment.

What’s New for 2022?

While Hummer is an old name, the Hummer EV will be an all-new model within the GMC lineup. At first, only the most expensive Edition 1 model will be available; less expensive trims will come into the picture starting in 2022.

Pricing and Which One to Buy

Hummer EV²

$86,645

Hummer EV^2X

$96,645

$106,645

Edition 1

$110,295

Reserve Yours Now

Since the top Edition 1 trim has already sold out, we’d recommend the EV^3X since that’s the second in line to hit production. Its six-figure price tag includes a lot of the best items offered on the Hummer EV, including an adjustable air suspension, GM’s Super Cruise hands-free driving system, and a giant 13.4-inch infotainment display. The less expensive EV^2X and EV² both have a less powerful two-motor drivetrain and will go on sale in 2023 and 2024, respectively.

EV Motor, Power, and Performance

For now, the only powertrain available in the Hummer EV is a setup with three electric motors that makes 1000 horsepower. All-wheel drive is standard and GMC estimates a zero-to-60-mph time of 3.0 seconds, which the company says is achievable thanks to the truck’s Watts to Freedom launch control driving mode. GMC is also quoting a dubious 11,500 lb-ft torque figure from this powertrain, but that estimated number is almost certainly calculated through the torque-multiplying effect of the truck’s gear ratios. While we take issue with how that misleading torque number is calculated, it should have massive pulling power regardless. The real torque number will be between 1000 and 1100 lb-ft, GMC insiders say. We were able to test drive a prototype model and were wowed by its performance. We are eagerly awaiting our chance to test the Hummer EV’s performance capabilities at our test track and will update this story with test results as soon as we can.

Towing and Payload Capacity

Speaking of towing and payload, GMC says the Hummer EV can tow up to 7500 pounds. That’s less than the towing capacities of other EV pickups such as the Rivian R1T and the Ford F-150 Lightning, which are rated for 11,000 pounds and 10,000 pounds respectively.

Range, Charging, and Battery Life

The Hummer EV uses GM’s new Ultium battery-pack technology and boasts an estimated 329 miles of driving range per charge. The Hummer uses an 800-volt electrical architecture with 350-kilowatt fast-charging capability which GMC claims will add 100 miles of range in just 10 minutes. For buyers who don’t have any DC fast charging stations nearby, the Hummer EV can also charge on regular public charging terminals or at home via a provided adapter, but charging times are significantly slower.

Fuel Economy and Real-World MPGe

EPA fuel economy estimates for the Hummer EV are 51 MPGe city, 43 MPGe highway, and 47 MPGe combined. For comparison, the Rivian R1T is rated for 74 MPGe city, 66 MPGe highway, and 70 MPGe combined. When it makes it to production, we’ll test the big brute on our 75-mph highway fuel-economy test route and report our MPGe and range findings here. For more information about the Hummer EV’s fuel economy, visit the EPA’s website.

Interior, Comfort, and Cargo

Even though Hummers of yesteryear were mainly SUVs, the Hummer EV takes the form of a crew cab pickup truck with a five-foot-long bed. Interior materials could be of higher quality considering the Hummer’s price tag and its cabin isn’t as spacious as GMC’s Sierra crew cab pickup truck. But the interior can be opened to the elements via a novel removable roof that reintroduces a T-top–esque design popular in GM sports and muscle cars in the 1970s and 1980s. When in place, the transparent panels are akin to a normal panoramic glass sunroof but lifting them off and stowing them in the Hummer EV’s front trunk gives the truck a convertible vibe similar to that of the Jeep Gladiator. Inside, several moon-inspired touches—such as a moon-boot footprint on the dead pedal and speaker grilles that show the Sea of Tranquility—serve as not-so-subtle reminders of GM’s connection to NASA astronauts and the electrically powered Apollo 15 lunar rover that the company helped engineer.

Infotainment and Connectivity

A large 13.4-inch display serves as the infotainment screen, and there’s a 12.3-inch digital instrument panel as well. GMC has contracted Epic Games—maker of the wildly popular Fortnite video game—to create the graphics for the Hummer EV’s infotainment interface. The high-resolution screen and advanced graphics look great, but we noticed some pronounced lag that suggests the system doesn’t have quite the processing power it needs to keep up with the software’s capabilities. A host of connectivity features are standard, including Apple CarPlay/Android Auto capability, a Wi-Fi hotspot, and GM’s OnStar telematics system.

Safety and Driver-Assistance Features

Tesla’s semi-autonomous Autopilot feature is the one to beat in the EV marketplace, but lucky for the Hummer EV, GM’s Super Cruise system is just as capable and is a standard feature. Less advanced features such as lane-keeping assist and blind-spot monitoring are also included. For more information about the Hummer EV’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 with lane-keeping assist
• Standard adaptive cruise control with semi-autonomous driving mode

Warranty and Maintenance Coverage

The Hummer EV comes with a similar warranty to other General Motors products, which means three-year/36,000-mile bumper-to-bumper coverage and five-year/60,000-mile powertrain coverage.

• Limited warranty covers 3 years or 36,000 miles
• Powertrain warranty covers 5 years or 60,000 miles
• Hybrid components are covered for 8 years or 100,000 miles
• Complimentary maintenance is covered for the first visit

More Features and Specs

Whether you’re an inexperienced DIYer or a deeply invested technician, sockets rank among one of the most used tools in the automotive-repair biz. Forget the ridiculous amount of specialty sockets you may need—just having a quality set of good old metric and SAE sockets is essential. That’s why this particular deal caught our eye.

The 44-piece socket set from Gearwrench comes in at a 31 percent discount, with a savings of more than $50. It’s a 3/8-inch drive set that features both standard and deep sockets with metric and SAE sizes. For safety, it’s a kit anyone with power tools should have.

Why did we mention power tools? These sockets are specifically made for use with impact drivers—hence the absence of any shiny chrome. Sockets like these are actually softer and designed to bend, crack, or break in an event of a failure, whereas nonimpact sockets can dangerously shatter. So if you plan to put a set of sockets through the ringer on an impact driver, stay safe and get a set built to handle that.

In addition, these impact sockets are equipped with a few more handy features than your average set. They’re forged with chrome-molybdenum alloy steel for strength, off-corner loading helps reduce fastener rounding, and a black-oxide finish helps prevent corrosion.

In the set itself, you get 44 pieces that nestle in a blow-molded case. These include:

• Standard/deep SAE: 5/16″, 3/8″, 7/16″, 1/2″, 9/16″, 5/8″, 11/16″, 3/4″
• Standard metric: 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19 mm
• Deep metric: 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 21 mm
• Universal Joint
• Extension: 3″, 6″

If you’re in the market to upgrade your socket drawer, this is a fantastic place to start. Gearwrench is a well-known brand whose tools are made with respectable quality. Are they as good as Snap-On? Frankly, no. But for just under $120, it’s a simple choice. And if you’re scrambling around for a Father’s Day gift, there might be just enough time to get this in for Pops. With these sockets, have no fear—let the brap-braps ring loud and clear!

Last-Minute Father’s Day Shopping for Car Dads

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• A 2023 Chevrolet Corvette Z06 with exclusive Minted Green paint is headed for a charity auction next week.
• The custom Z06 is accompanied by a color-matched NFT, and they can only be bid on with Ethereum cryptocurrency.
• The auction is open to eligible bidders from June 20 to 24, 2022, with all proceeds going to the DonorsChoose organization.

What a time to be alive. It feels like not that long ago a mid-engine Corvette was a future fantasy. Now, they’re in Chevy showrooms, with a new 670-hp Z06 version on the way. And that’s not even the craziest thing. That distinction goes to the custom-painted 2023 Chevy Corvette Z06 and its matching one-of-a-kind non-fungible token (NFT) that’s about to be auctioned off for charity next week.

We can already imagine all of you right now who are firing up the Google machine to find out just what the heck is an NFT. Well, we sort of explained it in our recent comparison test of full-size luxury SUVs, also known as “Nice F—ing Trucks.” For the TL;DR crowd, an NFT is a “unique digital identifier that cannot be copied, substituted, or subdivided, that is recorded in a blockchain, and that is used to certify authenticity and ownership,” as defined by the Merriam-Webster dictionary. Still confused? Welcome to 2022.



Chevrolet

In this case, the NFT was designed by xsullo, and it features artwork depicting a Z06 racing through the streets of what appears to be a futuristic city. The illustrated Z06 wears the same zany green color as the physical ’23 Corvette Z06, which Chevy says is called Minted Green. It also says the car that’s being auctioned is the only 2023 production model that will wear the exclusive hue. The exact spec includes the Z07 package and carbon-fiber wheels, along with a commemorative plaque and a VIN that’s inspired by binary code—the language of computers. At least attention to detail isn’t out of style in these unprecedented times.

So, if all this talk of a new Z06 in a crazy color complete with a matching NFT makes you interested in bidding, the charity auction will be live around the world from June 20 to 24, 2022, to those who are eligible. However, there’s an M. Night Shyamalan–like twist: bids can only be placed with Ethereum cryptocurrency. For the unfamiliar, we’ll direct your attention back to Google.

All the crypto proceeds go to the DonorsChoose organization that’s aimed at helping teachers in need. Because if this cryptocurrency and NFT business has taught us anything, it’s that our youth need a good education that’ll prepare them for even more weirdness that’s sure to come in the future.

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• Ford, GM, Stellantis, and Toyota have all signed on to a letter asking the federal government to do away with the cap on consumer incentives for buying an electric vehicle—which are currently limited to 200,000 vehicles per automaker.
• The four companies say the number of credits should be increased because the pandemic and supply-chain problems have raised prices, potentially preventing customers from being able to afford a new EV.
• GM and Tesla are the only automakers that have hit the threshold thus far, but Ford and Toyota could reach the limit this year, Reuters noted.

Four major automakers are asking the U.S. government to expand the $7500 federal tax credit for electric vehicles, citing rising prices and economic turmoil as reasons to allow more than 200,000 qualifying sales per company. Ford, GM, Stellantis, and Toyota North America have sent Congress a letter, first reported on by Reuters, signed by the respective CEOs asking for the extension. The letter was not released publicly.

When the U.S. federal tax credit for electric vehicles was passed back in 2008 under President Bush, the message was that the 200,000-vehicle limit would give companies selling their first EVs a price cushion to help make them cost-competitive with gas-powered cars. Once a company has sold 200,000, the thinking went, it would have reached some sort of economies of scale, and thus be able to lower their prices. This plan is working, in some instances. GM, for example, ran out of credits in early 2019 and recently announced prices for the 2023 Bolt EV and Bolt EUV that were around $6000 less than for the 2022 models.

But now we’re in 2022, and the auto industry is asking for the government to rethink that 200,000 limit. The reasons lie in the off-kilter world around us. “Recent economic pressures and supply chain constraints are increasing the cost of manufacturing electrified vehicles which, in turn, puts pressure on the price to consumers,” the CEOs wrote in the letter.

Overall, the automakers are basically asking for more time, saying that they’ve collectively pledged to spend $170 billion through 2030 to make EVs a reality in the U.S. and want the tax credit to expand in order to attract more customers.



Ford, Toyota on the Verge


The four automakers are in quite different stages of hitting the limit of 200,000 vehicles sold. GM, as stated, has already passed it. GM and Tesla are the only automakers that have hit the limit so far. But they are likely to be joined by others, and soon. We don’t know when, since automakers do not have to release qualifying EV sales numbers, but based on company statements and outside calculations, Ford and Toyota are likely to hit the level later this year, Reuters said, with Stellantis picking up the rear.

Beyond simply lifting the cap on the number of qualifying sales per automaker, previous ideas to expand federal incentives for EVs have included allowing the credits to continue until EVs reach a predetermined market share threshold for a predetermined length of time (so, for example, the credits could end once EVs make up 25 percent of the new cars sold for six quarters, or something like that).

During discussions about potential changes to federal EV incentives during negotiations over some of President Biden’s infrastructure and Build Back Better plans, a number of ideas were floated. One would offer credits for used-EV purchases, while another would change the tax credit to a point-of-sale rebate, and yet another would have increased the amount of the maximum tax credit from $7500 to $12,500. Some of these ideas have been proposed before, like when President Obama tried to change the credits into at-dealer rebates a decade ago.

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20,000-Mile Update

After spending most of Michigan’s winter season in relative hibernation, our long-term 2021 Hyundai Sonata N Line has finally muscled past the 20,000-mile mark. About halfway to that milestone, the hot-rod mid-size sedan headed west to sunny Southern California, collecting nearly 2500 miles on the cross-country trip from Car and Driver‘s headquarters in Ann Arbor to technical editor Dan Edmunds’s driveway in Santa Ana.

Before our Sonata N Line made the westward journey, its logbook had accumulated several comments since the 10,000-mile update. Several of the newer notes reiterated prior grousing about the eight-speed dual-clutch automatic transmission that’s exclusive to the N Line and has garnered its share of complaints for its low-speed behavior. Most staff members have praised the responsive nature of the N Line’s 290-hp turbocharged 2.5-liter inline-four, but deputy video editor Carlos Lago and senior reviews editor Mike Sutton both had uncomplimentary opinions about its power delivery. “This feels more uncouth every time I’m in it,” said Sutton.

While we obviously have mixed opinions about the powertrain’s overall cohesiveness, most everyone agrees that the Sonata N Line would be better with all-wheel drive to help regulate traction. Whether they’ve considered it fun or frustrating, everyone who has driven the feisty front-drive sedan is familiar with its virtually unavoidable wheelspin. Once up to speed, though, the complaints about burning rubber and the klutzy transmission are forgotten. Buyer’s Guide deputy editor Rich Ceppos complimented the N Line’s exhaust presence, and road test editor Becca Hackett said she was impressed by the car’s value and fun factor. She also noted that the we fitted last November worked wonderfully in ugly weather on her daily commute. Plus, we’re now currently averaging 28 mpg—a 1-mpg increase over our previous average and the EPA combined rating.

We replaced the winter rubber with the standard-issue P Zero all-seasons at exactly 13,694 miles, right before the car left Michigan for California. As soon as the Sonata N Line reached its new home in Orange County, we took it in for its second scheduled service at 16,194 miles. Once again, this was covered under Hyundai’s complimentary maintenance program that includes basic maintenance for the first three years or 36,000 miles. The dealer performed an inspection and oil-and-filter change, and replaced the in-cabin air filter. We elected not to have the engine air filter replaced because it wasn’t time, and we skipped the tire rotation since it had been done as part of the pre-road-trip tire swap.

Regardless of what rubber it wears, the Sonata N Line’s starchy ride quality has been a sticking point among our staff. Is it too stiff or justifiably firm? Neither side will likely change its position over the final 20,000 miles, but Edmunds might be able to help readers who want a more nuanced opinion. After all, he’s previously had suspension development jobs for two different automakers (just peep his bio). He writes, “The ride is nicely damped and well buttoned down, even on the pretty wavy asphalt that you typically find in the Pacific Northwest. There’s no float at all, and it has just the right amount of rebound damping.” Edmunds does point out that the rear suspension, which has slightly firmer springs as part of the N Line treatment, feels constrained over expressway expansion joints, a road condition that’s far more prevalent in places where they have a real winter.

When it isn’t overwhelmed by torque steer, the wheel provides authentic feedback that’s absent on lesser Sonata models. The steering’s positive on-center feel and progressive buildup through sweeping corners both drew praise from Edmunds. Less praiseworthy was the steering column’s limited telescoping adjustment and some missing infotainment features. Not only was he disappointed that the stereo doesn’t have a tuning knob, but he questioned the value of the wireless charging pad when Apple CarPlay and Android Auto still require wired connections.

The only greater annoyance Edmunds mentioned was the N Line’s push-button shifter. Stands to reason: Unlike the ongoing debate over the ride quality and powertrain behavior, the staff is united in its disdain for our long-termer’s unintuitive push-button shifter arrangement. And now we have just under 20,000 miles left to argue about and evaluate the most powerful sedan Hyundai has ever built.

Months in Fleet: 9 months Current Mileage: 20,121 miles
Average Fuel Economy: 28 mpg
Fuel Tank Size: 15.9 gal Observed Fuel Range: 440 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0

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10,000-Mile Update

The front-wheel-drive 2021 Hyundai Sonata N Line that joined our long-term fleet at the end of last summer averaged roughly 2300 miles per month during its first three months in our care. However, as soon as November hit and the N Line’s standard all-seasons were swapped out for a set of , its mileage accumulation slowed to about 1000 miles a month. As much as many of us enjoy driving Hyundai’s performance-oriented family sedan, it’s not our first pick when snow blankets our local thoroughfares.

It’s a given that wintertime in Michigan will generally curtail the number of long road trips our staff takes. The all-wheel-drive alternatives in our fleet, such as our gas-guzzling Ram 1500 TRX, have received a lot more love lately. The N Line, on the other hand, is racking up miles at a similar pace to our mid-engine Corvette Stingray and rear-drive BMW M3 long-termers. But could our Sonata’s lull in activity also stem from us growing cold to its excessive wheelspin, firm ride, and sometimes clunky dual-clutch automatic transmission? All three matters have been mentioned in its logbook since our last update, though the context of those comments wasn’t entirely negative.

Even before we signed up for 40,000 miles with the most powerful front-drive sedan Hyundai has ever produced, we knew that this car has a tendency to torque-steer and spin its front tires. Love it or hate it, that trait is to be expected when only the N Line’s front axle must handle both steering duties and harnessing the 290 horsepower and 311 pound-feet of torque from its 2.5-liter turbo-four. The sensation can be entertaining or exhausting, depending on its pilot’s disposition and the driving scenario. “Accelerating with any real zest requires quite the dance with your right foot, but it is fun, nonetheless,” wrote road warrior Jacob Kurowicki. He was less enthused at times with the eight-speed automatic, which occasionally stumbles at low speeds but is otherwise quick and precise in operation.

Buyer’s guide deputy editor Rich Ceppos believes that the Sonata N Line’s rubber-burning antics would be less obnoxious if it had a limited-slip differential. An electronic diff is standard equipment on Hyundai’s sportier Elantra N and the Veloster N models, so why not this similarly powerful Sonata? According to Hyundai, it’s because this isn’t a full-blown N model like those two other cars, but we still think it deserves the upgrade. The N Line’s rather stiff ride also has divided our staff on whether this car’s setup is too aggressive for a volume model. Some drivers have deemed the ride uncomfortable, while others compare its buttoned-down behavior to our dearly departed 2020 BMW M340i long-termer. Ceppos leans toward the latter opinion: “The ride always seems choppy for the first couple of miles, but my inner ear gets used to it, and for the rest of the trip it feels fine.”

As one of two staff members who has recently taken the Sonata N Line on a longer journey, Ceppos complimented its excellent lane-centering feature, part of Hyundai’s semi-autonomous drive mode called Highway Driving Assist. Our travels also have helped maintain the N Line’s 27-mpg average fuel economy, equaling its EPA combined estimate. Similarly, a previous test of another Sonata N Line on our 75-mph highway route returned an EPA-matching 33 mpg—impressive for this car’s hot-rod-like personality—even if our 2018 Honda Accord Sport long-termer was thriftier at the pump still.

Although the Sonata N Line’s popularity has (likely only temporarily) waned, it remains problem-free. The first scheduled service visit happened at 8333 miles and was covered under Hyundai’s complimentary maintenance program that includes basic maintenance for the first three years or 36,000 miles. Included in that initial pit stop was an inspection, oil-and-filter change, and a tire rotation, plus the fixing of a loose-fitting fuel pipe per a recall. Now we just need to talk the dealer into installing a limited-slip diff to help with the N Line’s frenzied wheelspin.

Months in Fleet: 7 months Current Mileage: 11,169 miles
Average Fuel Economy: 27 mpg
Fuel Tank Size: 15.9 gal Observed Fuel Range: 420 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0

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N-troduction

Calling the Hyundai Sonata N Line a modern-day muscle car is a surefire way to get accused of automotive heresy. After all, it’s just a family sedan with a hotter engine, a stiffer suspension, a flashy body kit, and some red interior accents, right? Well, yeah, but the original GTO was just a Pontiac Tempest with a high-output V-8, upgraded chassis and drivetrain components, and various visual distinctions. The point isn’t to directly compare the souped-up Sonata to the legendary GTO. They’re obviously incomparable. Philosophically, though, they’re cut from the same cloth, only they exist in different eras.

The New York Times reports that, in 2020, millennials bought more new cars than baby boomers for the first time ever. Coincidentally, that aligns with the rapid expansion of Hyundai’s N performance subbrand, which makes many of its mainstream models more emotionally stimulating. The 201-hp Elantra N Line and the 286-hp Elantra N are prime examples. To see if the Korean automaker can teach a younger generation that cars can be fun—but mainly to see how the new N-branded version of Hyundai’s mid-size sedan holds up over the course of 40,000 miles­—we welcomed a 2021 Sonata N Line to our long-term fleet.

Unlike the compact Elantra, the Sonata’s performance peaks with the N Line. It’s the only trim level that features a turbocharged 2.5-liter inline-four and an eight-speed dual-clutch automatic transmission. The engine makes 290 horsepower and 311 pound-feet of torque. That’s nearly 100 ponies and 130 pound-feet more than the Sonata’s 2.5-liter four-cylinder base engine. With all that power solely feeding the front axle, there’s more squealing from the N Line’s front tires than a barnyard full of pissed-off pigs. Even in the default Normal drive mode, we found ourselves involuntarily burning rubber when leaving stops with relatively mild throttle inputs. As a result, we’ll be monitoring our test car’s tread wear. Every N Line rolls on intricately designed multi-spoke 19-inch wheels that can be wrapped with Continental Premium Contact 6 summer tires as a $200 option, but ours came with the standard Pirelli P Zero all seasons.

We regret not upgrading to the Continentals, because the N Line we track-tested with them outperformed our long-termer on the standard Pirellis. On summer tires, the N Line stopped from 70 mph in a short 152 feet; it needed 183 feet on the all-seasons. Likewise, the stickier tires helped the N Line generate a notable 0.93 g on our 300-foot skidpad versus 0.85 g. At least the tires on our long-term Sonata barely affected its acceleration times. It launched to 60 mph in 5.2 seconds and cleared the quarter-mile in 13.8 ticks at 104 mph. We’ll have to see if we can close the 0.2-second gap versus the summer-tire-equipped N Line during its exit test.

Still, the differences between the Sonata N Line and the rest of the lineup go deeper than tire options, an exclusive powertrain, and excessive wheelspin. The engine and transmission mounts are stiffer to better handle the higher torque output. Along with larger brake rotors all around, Hyundai says the calipers are revised to work with the bigger discs and upgraded brake pads. The N Line also has thicker anti-roll bars and features specially tuned dampers and slightly firmer rear springs. Its steering ratio is quicker, too, and the electric motor that assists the steering system is relocated from the column to the rack to improve the feel. The net result is a car that handles really well and drives more cohesively than the regular version. The downside is that the N Line’s ride is considerably stiffer.

Apart from the optional summer tires—which aren’t available on its corporate sibling, the Kia K5 GT—there are virtually no options to distinguish your N Line from your neighbor’s. Selecting the audacious Glowing Yellow paint might be one, especially since it has been dropped for the 2022 model year. Our 2021 example wears no-cost Stormy Sea (deep blue) paint and $169 carpeted floor mats that raise its $34,305 base price to $34,474 as tested. The N Line comes standard with a 12-speaker Bose stereo, a full suite of driver assists, heated front seats, passive entry, a panoramic sunroof, and wireless phone charging. Plus, it has a digital gauge cluster and a 10.3-inch touchscreen infotainment system with built-in navigation, as well as Apple CarPlay and Android Auto.

So far, we’ve racked up just nearly 7000 miles. Most of that was around our headquarters in southeast Michigan, but we’ve also traveled to the state’s Upper Peninsula and into Ontario, Canada. The N Line has a combined EPA rating of 27 mpg, which is what we’re averaging. The early logbook comments praise the car’s chassis tuning and transmission calibration. However, some staffers have called its interior drab. There are quibbles about the push-button shifter and that the plastic behind the door handles isn’t as nice as the surrounding trim. The driver’s seat height is also unnaturally high, leaving some of our noggins uncomfortably close to the microsuede headliner.

With thousands of miles left to go, we’ll ultimately decide if the sportiest Sonata excites us or exhausts us. And hopefully along the way we’ll also find out if the N Line can inspire this generation the way the Pontiac GTO once did past generations.

Months in Fleet: 3 months Current Mileage: 6969 miles
Average Fuel Economy: 27 mpg
Fuel Tank Size: 15.9 Observed Fuel Range: 420 miles
Service: $0 Normal Wear: $0 Repair:$0
Damage and Destruction: $0

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If you’re a person who mainly uses the cargo bed in your pickup truck to haul the items you picked up at Home Depot and Lowe’s, here’s an idea: Make the truck bed your favorite spot to hang out this summer, thanks to the Summer Waves Inflatable Truck Bed Pool.

The inflatable pool has two air chambers for quick inflation and deflation. All you have to do is inflate it, fill it with water, and get in. So even if you don’t have a pool in your backyard, you’re guaranteed one whenever your truck is nearby. It’s basically like having a mobile pool, as if we couldn’t be more excited about the hot weather.

Walmart is carrying the Summer Waves Inflatable Truck Bed Pool for $50. You can order it online now so that it’s ready to go as soon as summer hits. Keep in mind that the pool measures in at about 5.5 by 5.2 by 1.8 feet, so it fits almost like a square in your pickup truck.

“It has large air nozzles so it inflates super fast. The liner material is really thick, reinforced,” one person wrote. “The thing made my truck much more fun!” Curious about setup and takedown? The owner’s manual explains it and also tells you, without giving details, to check your vehicle’s payload limit—and not to let more than four adults occupy the pool when filled. We’ll add our strong warning to know how much weight you’re putting in the back and make sure your truck is heavy-duty enough to handle it.

This summer, when the sun is beating down and you need to cool off, it’s as easy as turning your truck into a swimming pool. It’s also guaranteed to be the go-to party spot this summer, so expect for a lot of your friends to invite you over even more now.

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