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Meet the New Dune Buggy and Imagine You're Steve McQueen
Meet the New Dune Buggy and Imagine You're Steve McQueen
The dune buggy has been a unique piece of car culture since the mid '60s, but not overplayed like vintage 'Vettes and Mustangs. From Steve McQueen and Faye Dunaway's beach romp in the original Thomas Crown Affair to the improbable dune buggy assault on James Bond in For Your Eyes Only decades later, the car adds levity to any drive.
Now the dune buggy is back, fully electric yet utterly recognizable, as the Meyers Manx 2.0.
Sticking to its roots
The 1964 Meyers Manx was the original dune buggy, developed by Bruce Meyers in the crucible of post-war LA car culture, art school and DIY attitude. It was such a sensation that scads of other companies offered similar kits to build over VW chassis and Meyers failed to patent the design. By 1971 he was out of the game.
Meyers Manx
The original Manx never looked as finished and complete as the new version, largely because the Manx 2.0 has been refreshed by a serious car designer, Freeman Thomas, whose pen you know from the original Audi TT and New Beetle. In spite of that and the car's original roots in Volkswagen hardware, the Manx 2.0 has no connection to VW and is backed by Trousdale Ventures chairman Phillip Sarofim.
You may be surprised that the new Manx' electric conversion is almost its least interesting aspect to me.
A triumph of restraint
The body is instantly recognizable as a correct dune buggy devoid of any silly effort to contort it into a utility, a four-seater or a "reimagined" product like the redux FJ Cruiser or the thankfully shelved VW attempt at a modern dune buggy. In this, the Manx 2.0 relies on Freeman Thomas' experience faithfully carrying over the New Beetle. But the new Manx sheds the rough edges of the original, appropriate for a more upscale 21st century buyer who is less comprehending of the rugged fun we once had on four wheels. Kit cars aren't really a thing any more, and safety definitely is.
Today's dune buggy buyer probably doesn't crash at the beach; more likely in a $2.5 million restored Eichler.
Meyers Manx
I overheard more than one person at the car's Pebble Beach debut say that it was their favorite thing on the green at Quail, which may have caused some chafing under the jodhpurs of Bentley at the adjacent stage.
I was delighted by the ample chrome on the Manx 2.0, a big part of the car's authenticity: The roll bar, windshield frame, bumper bars and headlight buckets all sparkle with a correct finish little seen in autos today.
A charming place to sit
Under either a forward pivoting rigid top, soft bikini top or no top at all, you'll find a cabin (if you can call something this open a cabin) that exercises admirable restraint.
Spartan and checked, exactly how a dune buggy interior should be.
Meyers Manx
No big LCD screen or console full of tech, just a central dinner plate speedo embedded with a small, round LCD, flanked by a few narrow futuristic buttons that I think are the only misstep in design.
The simple dash is only marred by a row of jeweled buttons that seem more appropriate to an early Thunderbird.
Meyers Manx
The seats are truly buckets and getting into them involves stepping over into the tub, which has no doors. That tub will have monocoque crash integrity that was never found in the original, along with crumple zones and a modern safety steering column. The aforementioned roll bar and windshield frame are structural rollover safety elements.
Out back, things have changed
The most memorable single detail of the original dune buggy was its exposed Beetle engine at the rear, full of rotating parts and cartoonish exhaust plumbing that created a show. That's all gone with electric power but covered nicely in new bodywork that seems to be where Freeman Thomas most earned a lot of his keep.
The rear end of the new Manx 2.0 took some careful work to mimic the early Beetle taillights and create rear body work where none used to exist.
Meyers Manx
Two electric motors drive the rear wheels only, helping to keep the car's weight under 1,600 pounds. The front wheels are busy responding to electric power steering, an unheard-of luxury in the original that demanded good triceps.
The Manx 2.0's dual motors will sit at the very rear of the stubby-rumped car while the batteries are slightly forward into the tub.
CNET/John Kimi
As with many EVs, you can buy your battery capacity: 150 miles or 300, the latter configuration delivering a projected 0-to-60 time of 4.5 seconds. Not knowing pricing, the 150-mile car makes the most sense to me; I don't see driving anything this al fresco farther than that and think lighter weight is the better part of valor.
How to get one
Preorders for the car opened up in August of 2022 via a refundable deposit, though the price is still not known. The company plans to release the first 50 copies to what it considers passionate beta buyers, before somewhat fuller production happens in 2024.
Having not driven a prototype, I can't say if too much original charm is lost in the move to quiet, less distinctive electric power; It would have been cheeky to see the company thumb its nose at current automotive dogma and release the Manx 2.0 with a potent turbo DI inline 3, but the writing's on the wall and that sort of fun is best left to someone restoring an original Manx.
I see enough smart, savvy interpretation of the past in the Meyers Manx 2.0 that I'll prioritize driving one for you when they come out.
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Meet the New Dune Buggy and Imagine You're Steve McQueen
Meet the New Dune Buggy and Imagine You're Steve McQueen
The dune buggy has been a unique piece of car culture since the mid '60s, but not overplayed like vintage 'Vettes and Mustangs. From Steve McQueen and Faye Dunaway's beach romp in the original Thomas Crown Affair to the improbable dune buggy assault on James Bond in For Your Eyes Only decades later, the car adds levity to any drive.
Now the dune buggy is back, fully electric yet utterly recognizable, as the Meyers Manx 2.0.
Sticking to its roots
The 1964 Meyers Manx was the original dune buggy, developed by Bruce Meyers in the crucible of post-war LA car culture, art school and DIY attitude. It was such a sensation that scads of other companies offered similar kits to build over VW chassis and Meyers failed to patent the design. By 1971 he was out of the game.
Meyers Manx
The original Manx never looked as finished and complete as the new version, largely because the Manx 2.0 has been refreshed by a serious car designer, Freeman Thomas, whose pen you know from the original Audi TT and New Beetle. In spite of that and the car's original roots in Volkswagen hardware, the Manx 2.0 has no connection to VW and is backed by Trousdale Ventures chairman Phillip Sarofim.
You may be surprised that the new Manx' electric conversion is almost its least interesting aspect to me.
A triumph of restraint
The body is instantly recognizable as a correct dune buggy devoid of any silly effort to contort it into a utility, a four-seater or a "reimagined" product like the redux FJ Cruiser or the thankfully shelved VW attempt at a modern dune buggy. In this, the Manx 2.0 relies on Freeman Thomas' experience faithfully carrying over the New Beetle. But the new Manx sheds the rough edges of the original, appropriate for a more upscale 21st century buyer who is less comprehending of the rugged fun we once had on four wheels. Kit cars aren't really a thing any more, and safety definitely is.
Today's dune buggy buyer probably doesn't crash at the beach; more likely in a $2.5 million restored Eichler.
Meyers Manx
I overheard more than one person at the car's Pebble Beach debut say that it was their favorite thing on the green at Quail, which may have caused some chafing under the jodhpurs of Bentley at the adjacent stage.
I was delighted by the ample chrome on the Manx 2.0, a big part of the car's authenticity: The roll bar, windshield frame, bumper bars and headlight buckets all sparkle with a correct finish little seen in autos today.
A charming place to sit
Under either a forward pivoting rigid top, soft bikini top or no top at all, you'll find a cabin (if you can call something this open a cabin) that exercises admirable restraint.
Spartan and checked, exactly how a dune buggy interior should be.
Meyers Manx
No big LCD screen or console full of tech, just a central dinner plate speedo embedded with a small, round LCD, flanked by a few narrow futuristic buttons that I think are the only misstep in design.
The simple dash is only marred by a row of jeweled buttons that seem more appropriate to an early Thunderbird.
Meyers Manx
The seats are truly buckets and getting into them involves stepping over into the tub, which has no doors. That tub will have monocoque crash integrity that was never found in the original, along with crumple zones and a modern safety steering column. The aforementioned roll bar and windshield frame are structural rollover safety elements.
Out back, things have changed
The most memorable single detail of the original dune buggy was its exposed Beetle engine at the rear, full of rotating parts and cartoonish exhaust plumbing that created a show. That's all gone with electric power but covered nicely in new bodywork that seems to be where Freeman Thomas most earned a lot of his keep.
The rear end of the new Manx 2.0 took some careful work to mimic the early Beetle taillights and create rear body work where none used to exist.
Meyers Manx
Two electric motors drive the rear wheels only, helping to keep the car's weight under 1,600 pounds. The front wheels are busy responding to electric power steering, an unheard-of luxury in the original that demanded good triceps.
The Manx 2.0's dual motors will sit at the very rear of the stubby-rumped car while the batteries are slightly forward into the tub.
CNET/John Kimi
As with many EVs, you can buy your battery capacity: 150 miles or 300, the latter configuration delivering a projected 0-to-60 time of 4.5 seconds. Not knowing pricing, the 150-mile car makes the most sense to me; I don't see driving anything this al fresco farther than that and think lighter weight is the better part of valor.
How to get one
Preorders for the car opened up in August of 2022 via a refundable deposit, though the price is still not known. The company plans to release the first 50 copies to what it considers passionate beta buyers, before somewhat fuller production happens in 2024.
Having not driven a prototype, I can't say if too much original charm is lost in the move to quiet, less distinctive electric power; It would have been cheeky to see the company thumb its nose at current automotive dogma and release the Manx 2.0 with a potent turbo DI inline 3, but the writing's on the wall and that sort of fun is best left to someone restoring an original Manx.
I see enough smart, savvy interpretation of the past in the Meyers Manx 2.0 that I'll prioritize driving one for you when they come out.
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Best Subcompact SUV for 2022
Best Subcompact SUV for 2022
Bigger doesn't always mean better. Despite being seen by many as affordable mass-market machinery, subcompact SUVs can provide everything a growing family needs at a great value. It's not the largest market at the moment, but the growing appeal means that more competitors are showing up every year.
Whether you're looking for something fancy, something efficient or something simply good, these are our choices for the best subcompact SUVs your money can buy. It's also worth noting that some of these subcompacts may be larger than others, but rest assured: Everything we mention here is quite small.
Hyundai
For years now, the Hyundai Kona has remained one of our absolute favorite small SUVs. And despite an influx of new competition, the Kona still stands out as one of the best subcompact vehicles available for purchase.
There isn't just one reason, either. The Kona drives superbly, whether with its tiniest engine or the honkin' turbo four-pot in the Kona N. There's also an electric variant available for those ready to embrace EVs. For its price, styling and build quality are surprisingly high. We could keep going, too. It's a great value.
Emme Hall/Roadshow
Step aside, Kona; you're not the only high-quality game in town anymore. Even though the Kona has long been one of our top choices for a subcompact SUV, Japanese automaker Mazda has a new offering that gives the Kona a serious run for its money.
The CX-30 packs an excellent powertrain by way of an optional turbocharged I4 producing 250 horsepower and 320 pound-feet of torque, which makes it pretty darn sprightly for something this small. And it does that engine justice by virtue of being a great car to drive. Sure, the infotainment system leaves a bit to be desired, but excellent styling and driving characteristics make the CX-30 a proper value.
Jon Wong/Roadshow
There aren't many small luxury SUVs on sale, but of the few choices on offer, Audi's subcompact Q3 crossover leaves the best impression.
The Audi Q3 grew a bit in its second generation, but dimensions only tell part of the story. Build quality and style are top-notch, and the infotainment system standard on every Q3 is one of our favorites across the entire car industry. It may not win many races, but it'll definitely look the best when it arrives. And with a starting price well below the average new-car transaction price, the Q3 is a good way to break into a luxury marque without breaking your wallet in two.
Hyundai
The Hyundai Kona is traditionally a pretty sedate mass-market crossover, but not in this form. The Hyundai Kona N is a kick in the pants in a segment that doesn't generally offer this kind of experience.
The Kona N gets its power from a turbocharged 2.0-liter I4 making 276 hp and 289 lb-ft, which is sent to the front wheels by way of an eight-speed dual-clutch transmission. It's loaded with all sorts of fun tricks, like overboost, racing-game-inspired cabin tech and a variable exhaust tone. It's a beast.
Kia
Electrified subcompacts aren't quite ubiquitous yet. But that's good for the Kia Niro, because its many variants have a lock on the market until enough competitors arise.
The Kia Niro Hybrid is a standard gas-electric hybrid sandwiched into a capacious hatchback body. It isn't exactly powerful, nor does it love to get tossed around, but that's not the point of the car; instead, it's going to keep you away from gas stations for longer and provide a ride that's comfortable with tech that's easy to use. What's not to like?
Kia
Plug-in hybrids allow buyers to go electric with the comforting backup of a proper gas engine. There are even fewer PHEVs in this segment than there are hybrids, but again, that's a good thing for Kia.
The Kia Niro Plug-In Hybrid takes the same formula as the standard hybrid and adds a 8.9-kilowatt-hour lithium-ion battery. That might not sound like much, but it allows for about 26 miles of electric driving at a time, which could cover a commute. And, like every other Niro variant, the car wrapped around that powertrain is pretty darn good.
Volvo
The Volvo C40 Recharge is the automaker's first full battery-electric vehicle, although many, many more are on the way. Yet, despite being a first effort of sorts, our time with the Recharge proves this feels nothing like a first attempt.
Relying on a 78-kWh battery and a pair of electric motors, this tiny SUV offers up an impressive 408 hp and 487 lb-ft, with 60 mph arriving in 4.5 seconds. Volvo expects this little guy to get around 225 miles on a charge, which isn't as much as some competitors, but the whole experience is polished in a way that, say, a Hyundai Kona isn't.
Read our 2022 Volvo C40 Recharge Pure Electric review.
Hyundai
Some of these cars on this list are easier to pick than others. This category was simple, because we didn't have to pick a favorite, the US government did.
The EPA rates the Hyundai Kona as more efficient than any other non-electrified subcompact SUV, with an estimated fuel economy of 30 mpg city and 35 mpg highway. Then again, this little utility vehicle is all about thrift, making just 147 hp from its 2.0-liter inline-4. Its CVT is smooth, and the interior quality is higher than what you'd maybe expect from one of the least expensive vehicles on sale today.
Kia
With the average new-car transaction price shooting well past $40,000 this year, it's no surprise that so many people are clamoring for a new car that's not going to break your wallet in half. Well, friends, you're in luck, because the Kia Soul exists, and it's great.
The 2022 Kia Soul starts at $20,545 including $1,175 for destination, making it one of the most affordable new cars on the market. And it's a good one, too, offering about 33 mpg highway and a standard 8-inch infotainment system with Apple CarPlay and Android Auto. Throw another $900 into the mix and you can fit the Soul with every active and passive safety system Kia offers. Not a bad deal!
Jon Wong/Roadshow
There are plenty of fine subcompact products from the usual players in the luxury game, like BMW and Mercedes-Benz. But none of them looks like a million bucks as much as a Range Rover Evoque does, especially now, when its latest refresh puts its looks closer to the big-boy Range Rover than ever before.
That counts both inside and out, too. The Evoque is full of clean lines and minimal visual clutter. Most of the center stack is a screen, and the seats can be outfitted with the same soft Windsor leather we enjoy on far more expensive Land Rover products. It's hard to find a plusher subcompact SUV than this one.
Craig Cole/Roadshow
You won't be tackling Moab in any subcompact, because the wild hardware required isn't really available in this segment. That said, if you do plan on tackling some trails and maybe finding a more remote place to camp, and you need something small for the task, the Subaru Crosstrek is a pretty good way to get there.
The Crosstrek isn't really a subcompact, but it's small and we're rounding down. All-wheel drive is standard, as is 8.7 inches of ground clearance, the latter of which should be pretty important in the event of a few stray rocks on the trail. In addition to being small and fordable, the Crosstrek has an attractive cabin and some impressive on-road efficiency, meaning it won't be totally annoying to pilot once you're back on solid ground.
Read our 2021 Subaru Crosstrek review.
Emme Hall/Roadshow
A few of these categories don't have a clear winner. Since automakers share so much of their tech between their vehicles these days, it only felt right to talk about our favorite tech-laden cars as a group.
In this category, Hyundai and Kia reign supreme. When their vehicles don't include the full suite of active and passive safety systems, those upgrades are often available for a low price. Nearly all their vehicles across the price spectrum come standard with Apple CarPlay and Android Auto, but if you do prefer the in-house interface, these automakers have one of the best infotainment systems on offer today. These are easy cars to recommend for tech aficionados.
Craig Cole/Roadshow
Again, we have a tie. Automakers have offered long warranty periods as a way to offer buyers peace of mind for a longer stretch of time, which these days can often extend to a full decade.
Mitsubishi, Hyundai and Kia all offer impressive warranties. In terms of bumper-to-bumper coverage, all three offer a 5-year, 60,000-mile warranty. All three also give the buyer a 10-year, 100,000-mile warranty for the powertrain. It's never fun calling the dealership, but knowing you're protected against unforeseen costs can help soften the blow.
Craig Cole/Roadshow
This category would have had a different winner a few months ago. Prior to the release of VW's latest SUV, the subcompact with the most cargo room was the Kia Seltos. But now, thanks to some clever packaging, the Volkswagen Taos has taken the crown.
Despite its diminutive frame, the VW Taos offers nearly 28 cubic feet of cargo space with all seats up. That number jumps even higher to 66 cubes once that second row is folded down. Simply put, that's a ton of capacity. The number shrinks a bit if you opt for all-wheel drive, given the extra hardware required to get those wheels to move, but the Taos is a hard act to beat either way.
Read our 2022 Volkswagen Taos review.
Tim Stevens/Roadshow
You're not going to be towing horse trailers or entire double-wides with a subcompact SUV, but some of these little utes are able to tow a couple thousand pounds, which should help you get more of your stuff around town.
The Jeep Renegade, Kia Seltos and Mazda CX-30 are all capable of towing 2,000 pounds, but that's not the highest figure among small SUVs. Volvo has them all beat, with the XC40 SUV offering an impressive 3,500-pound tow rating. Need to get a race car across town? Now you can, and you don't have to buy something the size of a small apartment building to make it happen.
Craig Cole/Roadshow
Most vehicles these days carry the same kinds of active and passive safety systems -- forward collision warning, lane-departure warning, all that good stuff. Which is why, to settle this category, we went straight to the experts at the Insurance Institute for Highway Safety. According to their figures, the Mazda CX-30 reigns supreme in safety.
Safety is more than the sum of the aforementioned tech systems. In every crash test, the CX-30 achieved the IIHS' top rating of Good. It also received full marks for vehicle-to-vehicle and vehicle-to-pedestrian crash protection. Surprisingly, what puts the CX-30 ahead of its rivals, however barely, is its child-seat LATCH system, which the IIHS rated Good+ thanks to its ease of use.
Comparison of the best subcompact SUVs for 2022
Category
Name
Base Engine
Output
Fuel Economy (mpg, city/hwy/combined)
Base Price
Best subcompact SUV
Hyundai Kona
2.0-liter I4
147 hp / 132 lb-ft
30 / 35 / 32
$22,545
Best subcompact SUV runner-up
Mazda CX-30
2.5-liter I4
186 hp / 186 lb-ft
25 / 33 / 28
$23,425
Best subcompact luxury SUV
Audi Q3
2.0-liter I4 turbo
228 hp / 258 lb-ft
22 / 30 / 25
$37,595
Best subcompact performance SUV
Hyundai Kona N
2.0-liter I4 turbo
276 hp / 289 lb-ft
20 / 27 / 23
$35,445
Best subcompact hybrid SUV
Kia Niro Hybrid
1.6-liter I4
104 hp / 109 lb-ft
51 / 46 / 49
$25,945
Best subcompact plug-in hybrid SUV
Kia Niro Plug-In Hybrid
1.6-liter I4
139 hp / 195 lb-ft
105 MPGe
$30,845
Best subcompact electric SUV
Volvo C40 Recharge
Dual electric motor
408 hp / 487 lb-ft
TBD
$59,845
Best subcompact SUV for fuel economy
Hyundai Kona
2.0-liter I4
147 hp / 132 lb-ft
30 / 35 / 32
$22,545
Best affordable subcompact SUV
Kia Soul
2.0-liter I4
147 hp / 132 lb-ft
28 / 33 / 30
$20,545
Best subcompact SUV if money is no object
Land Rover Range Rover Evoque
2.0-liter I4 turbo
246 hp / 269 lb-ft
20 / 27 / 22
$46,050
Best subcompact SUV for off-roading
Subaru Crosstrek
2.0-liter H4
152 hp / 145 lb-ft
28 / 33 / 30
$23,820
Best subcompact SUV for cargo space
Volkswagen Taos
1.5-liter I4 turbo
158 hp / 184 lb-ft
28 / 36 / 31
$24,690
Best subcompact SUV for towing
Volvo XC40
2.0-liter I4 turbo
187 hp / 221 lb-ft
23 / 32 / 26
$36,195
Best subcompact SUV for safety
Mazda CX-30
2.5-liter I4
186 hp / 186 lb-ft
25 / 33 / 28
$23,425
How we made our list
We drove them, of course! Over the past year, and for many years prior, Roadshow's editors have evaluated the entire new-car spectrum, which gives us all the context we need to figure out which cars are best for you, dear consumer. We have decades of collective experience in determining what provides the best value, and those efforts have led to the list you're reading right now.
Of course, it bears mentioning that this list shouldn't be taken as canon. Your experience matters most, so take these recommendations to your local dealerships and get to test driving. Once you've actually had some time with a car, you'll be in a better place to make a decision that takes your interests and preferences into account. And don't forget to take the above prices with a grain of salt; haggling is, for better or worse, still part of the buying experience for most people.
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Tesla Apple CarPlay Hack Claims to Work on Any Tesla Now
Tesla Apple CarPlay Hack Claims to Work on Any Tesla Now
This story is part of Plugged In, CNET's hub for all things EV and the future of electrified mobility. From vehicle reviews to helpful hints and the latest industry news, we've got you covered.
Apple CarPlay is a great way to bring the dead-simple smartphone experience to your car's dashboard. While it's become ubiquitous in new cars, Tesla never jumped on the bandwagon, so there is no official way to bring CarPlay to Tesla vehicles -- official being the key word.
A post on MacRumors brought our attention to a YouTube video from developer Michał Gapiński, who created a system that allows Apple CarPlay to run on Tesla's infotainment display. The latest update claims to bring "100% functional CarPlay integration for any Tesla," and the video shows Gapiński fiddling with CarPlay inside a Tesla, in addition to watching YouTube and using what appears to be an Android-based interface.
That's because this is no mere CarPlay upgrade alone. In order to make this work, Gapiński had to install several pieces of additional hardware. His website lists the full hardware requirements, which includes two Raspberry Pi computers, an LTE modem, an HDMI-to-CSI-2 adapter for processing video streams as data, as well as cables linking everything together. It's not so much an Apple CarPlay emulator as it is an entire Android tablet emulator, although a version that runs Linux is also available.
Installation is not for the faint of heart, either. You'll have to be comfortable with executing terminal commands to get Linux or Android 12 installed on the first Raspberry Pi, and you'll have to fiddle with some more things to get CarPlay running. Gapiński recommends a small fan to help keep the computers cool, especially if they're stored out of sight in the center console, so expect a little noise from that, too.
Meanwhile, for those of us with a car running CarPlay natively, we're in for quite a treat in the near future. At WWDC 2022, Apple unveiled the next generation of CarPlay, which will reskin the entire vehicle operating system. It'll also be customizable, letting you pick from a variety of styles that best suits your preferences. Automakers will need to opt in for this level of integration, but a number of OEMs have already signed on, including Ford, Honda, Nissan, Porsche and Volvo.
§
This story is part of WWDC 2022, CNET's complete coverage from and about Apple's annual developers conference.
What's happening
Apple previewed the next generation of its iPhone-powered in-car software.
Why it matters
CarPlay will soon be able to power the totality of a vehicle's infotainment functions.
What's next
The first car with an iPhone-powered dashboard should be announced in late 2023.
Apple CarPlay is about to get a whole lot more powerful. At its WWDC 2022 keynote today, Apple previewed the next generation of its in-car app mirroring technology, which will soon be capable of taking over the car's displays and infotainment functions -- from the speedometer to the seat heaters.
The next generation of CarPlay will be compatible with a variety of aspect ratios -- from portrait to landscape -- and can even adapt to multidisplay dashboards, including vehicles with digital instrument clusters or with ultrawide pillar-to-pillar displays.
CarPlay will be more integrated with all the host vehicle's systems. Beyond its current navigation and media consumption functionalities, Apple CarPlay will handle traditional instrumentation like speedometer, tachometer, temperature gauges and fuel or EV battery level displays. Users will be able to adjust their climate controls, activate seat heaters, monitor air quality and even tie into Apple's smart home technologies directly from the CarPlay interface.
As with the next generation of iOS on the phone, Apple is also giving CarPlay users the ability to customize how CarPlay looks with selectable themes, backgrounds and widgets. From loud pink analog-style gauges to slick numerical displays and bar graphs, CarPlay will be able to match a wide range of vehicle interior designs and personal aesthetic tastes.
Perhaps most interestingly, Apple says that this new full-fat approach to CarPlay as a complete vehicle interface will continue to be powered entirely by the connected iPhone, giving Apple an unprecedented amount of control over the vehicle's operation as well as access to data generated by each host vehicle. Here's hoping it can be as trusted to protect said data as it claims to.
Apple says the first vehicles to feature this CarPlay OS compatibility should be announced in late 2023, so we're still about a year out. It also hasn't announced which automaker will be first to the market with the tech, but lists Acura, Audi, Ford, Honda, Jaguar-Land Rover, Lincoln, Mercedes-Benz, Nissan, Porsche, Volvo and Polestar as partners that are "excited to bring this new vision of CarPlay to customers."
BMW Is Testing a New Quad-Motor M xDrive Electric Powertrain
BMW Is Testing a New Quad-Motor M xDrive Electric Powertrain
BMW announced Wednesday that it is developing and testing a new M xDrive four-wheel drive system with four electric motors -- one for each wheel -- using a modified BMW i4 M50 four-door coupe as the test bed.
The compact size of electric motors makes dual-motor setups -- one for each axle -- fairly commonplace among premium and high-performance electric vehicles. Three-motor setups are more rare, but can be found on certain Audi E-Tron, GMC Hummer EV and Tesla Model S models. Ford even built a seven-motor, gymkhana-spec Mustang Mach-E 1400 that still has me scratching my head. However, BMW's four-motor system is noteworthy not just because it ups the motor quantity ante, but also because it all fits inside a sedan.
The i4 M50 chassis is normally a dual-motor affair, so BMW has modified the body with wide wheel arches to fit twice as many electric motors inline with the specifically manufactured, high-performance front and rear axles. The prototype's front suspension and the EV's cooling hardware have both been adapted from BMW M3/M4 components and also required modification. BMW hasn't released specs for the motors themselves, but the standard i4 M50 outputs a combined, rear-biased 536 horsepower from its two motors, so presumably the prototype is packing more than that -- though probably not twice as much.
The primary benefit of the new system is control. A central control unit reads road conditions, pedal position, steering angle, G-forces and more. It can send precisely the right amount of torque "via a multi-plate clutch and differentials to the four motors" and onward to each contact patch with millisecond-precise variability.
That bit with the clutches and diffs is odd -- you'd think that dedicating a motor to each wheel would do away with the need for such hardware. We'll have to wait for BMW to tease out more info to learn exactly how they're being used.
BMW says that this "extremely precise, extremely variable" M xDrive four-wheel drive system allows for an unprecedented level of agility, with highly flexible torque vectoring keeping understeer in check and boosting control right up to the grip limit. The system also reaps benefits in low-traction conditions. The automaker states that the sensitive application of drive torque without latency permits significantly higher cornering speeds, even on rain-soaked or snow-covered roads.
And because each motor can also function as a regenerative braking generator, the prototype is able to feed electricity back to the battery right up to the limits of dynamic driving, which should at least help to preserve some range and keep the performance party rocking.
Testing has only just begun on the concept, following virtual and then bench testing, so it may be some time before we see an electric BMW M car powered by M xDrive four-wheel drive. BMW's M performance division turns 50 this year and is looking toward electrification as the future of high-performance driving, beginning with the dual-motor i4 M50 and iX M60 -- which both hit the road earlier this year -- and the i7 M70 electric luxury sedan, expected next year.
Audi Dives Into New Territory With Formula 1 Announcement
Audi Dives Into New Territory With Formula 1 Announcement
The complex heat-based recuperation system (MGU-H, for the F1 nerds out there) will be ditched in favor of a larger, more powerful regenerative braking system, which will feed energy into a battery that will power a motor nearly as powerful as the internal-combustion engine to which it's mated.
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2022 Kia Stinger GT Review: One of Our All-Time Favorites
2022 Kia Stinger GT Review: One of Our All-Time Favorites
We don't always agree on everything, but the entire Roadshow staff concurs that the Kia Stinger is totally rad. Our love affair with the Korean sporty liftback sedan started with our 2018 long-term tester and has endured through multiple followups over the years. For 2022, the new base GT-Line model sees a new engine and substantial upgrades, but V6-powered GT models only see modest improvements and tweaks. Even so, this top-spec 2022 Kia Stinger GT2 is still as good as I remember -- better, even -- and is easy to recommend for sport-sedan shoppers looking to maximize value without compromising driving enjoyment.
Power and performance
The Stinger's engine bay is home to the same 3.3-liter, twin-turbocharged V6 that's powered GT1 and GT2 models since this model's inception. With a mild bump to 368 horsepower (just 3 more than before) and 376 pound-feet of torque on tap, the V6 remains a fantastic powerplant boasting excellent responsiveness and thrust for days to go along with the rich sound piped through its valved exhaust system at full chat. An 8-speed automatic is standard equipment and is about as good as I could hope a torque-converter transmission could be, delivering quick, smooth shifts and fairly responsive paddle shifters.
Shoppers have a choice between rear-wheel drive with a limited-slip differential or brake-based torque-vectoring all-wheel drive. Having driven both configurations, rear-drive is the more fun of the two and the way to go, unless you live in an area where the climate calls for the extra stability of AWD. The rear-wheel-driven Stinger just feels much more alive during dynamic driving thanks to a combination of a slightly lighter chassis and a simpler, more direct drivetrain. The way the RWD Stinger puts its power down -- squatting slightly onto its drive wheels and digging in as I roll onto the throttle at corner exit -- creates a more dramatic feeling of rotation and a more direct connection with the road than the more neutral AWD performance. Plus, being able to scoot out the rear end a touch with the right pedal is just fun.
Two fewer drive wheels also pays off with a slight boost in efficiency, though the difference is subtle enough that your driving style probably makes a bigger difference in the real world. The RWD Stinger GT1/GT2 returns an EPA estimated 18 miles per gallon city, 25 mpg highway and 20 mpg combined or 17 city, 24 highway and 20 mpg combined with AWD.
The twin-turbo V6 makes three ponies more than before, but not much else has changed.
Antuan Goodwin/Roadshow
Selectable drive modes -- Sport, Smart and Eco -- each feel distinct, allowing me to customize the responsiveness of the throttle and the behavior of the electronically controlled suspension to the task, whether that be commuting or carving corners. However, even at its sportiest, the Stinger never feels harsh over the bumps and cracked asphalt of my favorite Bay Area backroad and it still exhibits a bit of body roll when pushed. Track-day bros will likely frown at that aspect of this car's dynamics for its perceived performance compromise, but drivers enjoying the grand touring aspects of the Stinger's performance on the road will appreciate it for helping boost comfort and defining the limits of this car's performance envelope.
Personally, I think a little body roll isn't a bad thing -- it certainly didn't take away from my enjoyment. However, I wish Kia had upgraded the Stinger's brakes. As is, the GT's Brembo performance brakes do a fantastic job shaving off speed, but still heat up quite a bit when driven hard, causing just a hint of fade and triggering memories of the brake shake that came and went during our 2018 model's long-term testing.
Cabin and safety tech
The Stinger's design hasn't changed much for this 2022 mid-cycle refresh. On the outside, you'll find Kia's new logo between newly standard LED headlamps. Out back, the Kia badge has been dropped for a large, scripted "Stinger" that fits beneath the new light bar that connects the redesigned taillamps.
Inside, the biggest change is the move to a 10.25-inch touchscreen infotainment, which replaces both the old 7- and 8-inch systems, standardizing the cabin tech for all Stinger models and making choosing one of the lower trim levels less of a compromise. The updated interface is responsive and smartly organized and comes standard with onboard navigation and wired Android Auto and Apple CarPlay connectivity.
Now that all 2022 Stingers come standard with 10.25-inch navigation, choosing a lower trim is less of a compromise.
Antuan Goodwin/Roadshow
Surrounding that dashboard is a handsome cabin featuring standard leather upholstery. The cockpit's simple design has, so far, stood the test of time and doesn't look too dated, especially with the enlarged display and the GT2 spec's upgraded Nappa leather seats. The GT2 also adds ventilation and improved articulation to the standard heated front seats and heated surfaces for rear passengers as well. The heated steering wheel option, however, is oddly bundled with AWD for all trim levels.
A touch large for its class, the Stinger offers plenty of leg and shoulder room, but its low-slung, fastback profile somewhat compromises headroom for taller passengers, especially on the second row. Of course, the liftback is also one of the Stinger's strongest points, opening wider than a conventional trunk to reveal a massive 23.3 cubic foot rear cargo area (40.9 cubes with the rear seats folded) that rivals even some small SUVs.
Kia's Drive Wise suite of driver assist technologies is also standard, rolling in forward collision warning with automatic emergency braking and pedestrian detection, lane departure warning with lane centering assist, driver attention monitoring, automatic high beams, rear cross traffic alert and blind spot monitoring.
The Stinger's liftback design adds an extra twist of practicality and utility to this excellent sport sedan.
Antuan Goodwin/Roadshow
Perhaps the most compelling reason to upgrade to the GT2 trim is the addition of adaptive cruise control, which works even in stop-and-go traffic. Stepping up to the top spec also enhances the standard rear camera with surround-view 360-degree camera coverage and upgrades to Kia's Blind Spot View Monitor system that drops a camera feed of the adjacent lane into the enlarged 7-inch instrument cluster display whenever the turn signal is activated.
Fantastic sport sedan
The 2022 Kia Stinger starts at $37,365 (including $1,075 destination charge) for the base GT-Line model -- which is more compelling than ever thanks to its more potent turbo four-cylinder powertrain -- with the GT1 model upgrading to the twin-turbo V6 for $44,965. This top-spec GT2 steps up the creature comforts for $52,565 or $53,110 as tested with Hichroma Red paint and floor mats. If you want or need all-wheel drive, factor in $2,200 more.
I've found that the price tag is what gives pause to most people I talk to about the Stinger; the prospect of paying over $50K for a Kia that isn't an SUV is just too much for some to swallow. However, the Stinger GT2 punches above its station, competing with the likes of Audi's S5 Sportback (a prior Editors' Choice pick) and BMW's M440i Gran Coupe where performance and features are concerned, and it does so for around $10,000 less when comparably equipped. Viewed through that lens, the GT2 is a bargain, though I'd probably still recommend the sweet-spot GT1, which boasts all of the performance while only missing a few bells and whistles.
The 2022 Kia Stinger continues to be an excellent choice for a daily driver and the GT1 and GT2 models' balance of performance, comfort and value leave little to be desired. If you're shopping in America's shrinking sport sedan corner of the market, the Stinger should definitely be on your shortlist.
2022 Bentley Flying Spur Hybrid Review: Your Mileage Will Vary
2022 Bentley Flying Spur Hybrid Review: Your Mileage Will Vary
Six-figure ultra-luxe sedans are usually perfect from top to bottom. Every detail is painstakingly pored over and the result is something that feels like it was born from a book of Victorian poetry. But when these pillars of perfection butt up against the specter of zero-emissions mandates and regulations, the result is something that feels like it's still a few hours of climbing away from the top of the mountain. Such is the case with the 2022 Bentley Flying Spur Hybrid.
The great
First impressions always matter, and the Flying Spur Hybrid makes one hell of a splash. A sedan this large stands out everywhere, even in my tester's normcore white paint. When the sun lands at the right angles, the brightwork in the grille and on the Flying B hood ornament can be seen from space, and that light also brings out the impressively strong body lines above both wheels. If you want something flashier, go for it -- as my esteemed colleague notes in his first drive, there are 56 billion different ways to configure this car -- but even a subtle spec like this one still leaves its mark.
By comparison, the Flying Spur Hybrid's interior is anything but subtle. My tester includes the Odyssean Edition specification, a $50,050 (!!!) package that ramps up the visual drama with a leather headliner, diamond quilting on the seats, 3D diamond leather on the door panels and some outright stunning open-pore Hawaiian Koa wood trim.
Every single millimeter of material is carefully executed, and the result is the best automotive interior I've ever experienced. Everything looks and feels top-notch, and I really dig the nautical blue/white/brown colorway throughout. It's so nice, I'm constantly hiding the infotainment screen (thanks, Bentley Rotating Display) just to see more wood. If I had to find a complaint, it's that all this real metal can introduce some gnarly sun reflections, but if you can afford this car, I assume you can also afford sunglasses.
Brand geeks might notice the Audi switchgear on the steering wheel, a hint that Bentley leaned on its VW Group parentage for the cabin tech. A 12.3-inch touchscreen runs a modified version of Porsche's PCM software; it's the last-gen stuff, though, so boot times are a little lazy, but the dock on the left side makes it easy to swap between the various menus when everything is up and running. Four USB-A ports are split evenly between the two rows, and both Apple CarPlay and Android Auto are standard. A tweaked version of Audi's Virtual Cockpit resides in the gauge display, so you can bounce between all sorts of things to display, but I prefer the classy old-school gauge cluster layout.
My tester's interior color combo is basically yacht rock come to life. Somebody call Christopher Cross, stat.
Andrew Krok/CNET
If you don't spec your Flying Spur Hybrid with Bentley's $8,970 Naim audio upgrade, you're a dum-dum. This 2,200-watt system absolutely bumps, providing brilliant audio clarity across a range of frequencies, so fans of either Bach or Death Grips will have an unparalleled listening experience.
Unsurprisingly, Bentley's next high-water mark comes by way of the chassis. An air suspension with adaptive dampers provide one of the softest rides around. The Flying Spur is unbelievably cushy in Comfort mode, and it does stiffen up a smidge in Sport, but the best-of-both-worlds Bentley mode is where I prefer to keep it, since the ride remains almost illegally plush. I don't find myself missing the active sway bars and rear-wheel steering found on non-PHEV models, but it is a bummer that they can't be optioned on this variant. Then again, I can't exactly say I'm in a hurry to hustle through the corners.
You'll never guess what this B stands for.
Andrew Krok/CNET
The not-so-great
The Bentley Flying Spur Hybrid combines a 2.9-liter twin-turbo V6, an 18.9-kWh lithium-ion battery and an electric motor for a net 536 horsepower and 553 pound-feet of torque. By itself, the e-motor puts out 134 hp and 295 lb-ft, and it'll cruise for an EPA-estimated 21 miles on electrons alone.
In the default EV mode, this big-body boss baby carries me around in hushed brilliance, but once it runs out of juice, the 2.9-liter V6 elbows its way into the conversation with a harsh exhaust note that sounds fine in a Porsche -- the original source for this powertrain -- but awkward in a Bentley. It never gets too loud in the cabin, though, so a little extra speaker bumpage will thankfully silence that uncouth V6 yowl.
The V6 underhood sounds OK in other vehicles, but it doesn't really scream "Bentley" under load.
Andrew Krok/CNET
Operating in its hybrid modes is where the Flying Spur Hybrid's execution falls off a cliff. Full-fat acceleration requires electro-involvement, and if that half of the equation is run dry, this hefty hauler feels a little underpowered. Hybrid mode is fine, although the crossover to internal combustion can be jarring under heavier throttle applications.
Trying to keep some electrons in the Bentley's battery is a surprisingly frustrating affair, too. Hold mode is perhaps the most vexing, because as far as I can tell, it doesn't actually hold anything. Over the course of two days of driving exclusively in this mode, I watched the lithium-ion pack drop from 40% state of charge to just 10%. In heavy traffic, I never depress the gas enough to kick the V6 to life, so even with Hold activated, I get to sit there and watch my electrons disappear into the ether.
Pro tip: Keep the Flying Spur Hybrid in pure EV mode as often as possible. You won't regret it.
Andrew Krok/CNET
Regenerative braking exists, but I cannot suss out its programming for the life of me. Whether or not the coasting feature is activated in the vehicle menu, the Flying Spur Hybrid loves to do nothing when I lift off the gas -- but only sometimes. Other times, regen will kick in, but not at a level that feels like it's really doing anything. This happens whether the battery is at a high or low state of charge, and it's truly confounding. The brake-pedal feel also leaves a lot to be desired, with a very obvious crossover point between regeneration and friction. It is surprisingly hard to brake smoothly in this car, which is a little point-defeating, being a luxo-barge and all.
Most owners will likely have homes with charging solutions, and it only takes 2.5 hours to juice up to full with a standard Level 2 setup, so I recommend keeping that bad boy topped off as much as possible. Although the braking issue is present across all modes, operating on pure electricity is where the Flying Spur Hybrid truly shines, and it leaves me incredibly optimistic that the first battery-electric Bentley will slap harder than Will Smith.
No matter where you park it, expect to draw some serious attention.
Andrew Krok/CNET
Down to brass tacks
Is this PHEV expensive? You betcha. A base Flying Spur Hybrid will set you back $217,525, including $2,725 in mandatory destination fees. My tester's Odyssean Edition spec brings the window sticker up to a spit-take-friendly $267,575, including destination. Go crazy on the custom touches, and it wouldn't be hard to spend even more. The 2022 Bentley Flying Spur might be five times more expensive than the average new car in the US, but hey, it's still $130,000 less expensive than the average home price, so there's a feather for your cap.
There are so many things to like about the 2022 Bentley Flying Spur Hybrid. Sadly, the powertrain isn't really one of them. But that's an easy fix, because the available V8 and W12 engines are both fantastic and less complex from an end-user standpoint. If you really want an electric Bentley, and I think you might, you're better off waiting for the real thing.
