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Hyundai breaks ground on $51.6 million Metro Detroit safety facility
Posted by Talbot Payne on July 2, 2022
Drawing on Metro Detroit’s extensive engineering talent, Hyundai broke ground this week near Ypsilanti on its new Safety Test and Investigation Laboratory, its first such facility in North America.
STIL expands on the Hyundai America Technical Center, one of six Hyundai R&D centers worldwide. The new facility, which satisfies a consent order from the National Highway Safety Administration, will augment existing safety testing and analysis for Hyundai and Genesis luxury brand vehicles. The facility will include a field crash investigation lab, high-voltage battery lab, forensics lab, and 3/10-mile test track.
The $51.6 million facility, being built in Superior Township, is expected to employ 150 people and be operational in the fall of 2023.
“Safety is the top priority at Hyundai and is embedded throughout the entire organization,” Hyundai Motor Company President and CEO José Muñoz said at the Monday groundbreaking. “We excel in third-party crash testing and ratings, and strive to be a leader in the latest safety features. The new laboratory will enable us to even more effectively protect our customers.”
Hyundai this year earned eight 2022 Top Safety Pick and Top Safety Pick Plus awards from the Insurance Institute for Highway Safety, placing third in the industry behind Volvo and Audi. Each of its SUVs won a Top Safety Pick award: the Venue, Tucson, Palisade, Santa Fe and Santa Cruz. Together with sister brands Kia and Genesis — which also placed in the IIHS Top Ten — Hyundai Motor Group had 21 Top Safety Pick awards.
The STIL comes in the wake of a consent order Hyundai agreed to with the federal government after NHTSA determined Hyundai and Kia had moved too slowly in an engine recall involving more than 1.6 million vehicles from 2011-2014. The Theta II four-cylinder engines were prone to seizing, and NHTSA faulted Hyundai for inaccurately reporting recall information. In total, Hyundai-Kia paid $210 million in fines.
The order required Hyundai to spend at least $25 million in the U.S. to “build and develop a fully-functioning U.S.-based outdoor test laboratory and vehicle tear down facilities.”
Munoz was joined at the event by Hyundai North America Chief Safety Officer Brian Latouf and Hyundai America Technical Center president John Robb, as well as government officials including U.S. Rep. Debbie Dingell, D-Dearborn, and Lt. Gov. Garlin Gilchrist II.
“This investment by Hyundai is critically important not only to southeast Michigan but to our entire country,” said Dingell. “This new Safety Test and Investigation Laboratory will save lives, and I applaud Hyundai for their commitment to keeping passengers safe.”
Gilchrist added that “Hyundai’s cutting-edge Safety Test and Investigation Laboratory will create good-paying, high-skilled jobs right here in Michigan. Michigan put the world on wheels, and I am grateful for Hyundai’s partnership in building on that tradition with a $50 million investment in Superior Township.
In addition to being home to Detroit Three headquarters and tech centers, Michigan has a technical workforce that has attracted large operations from foreign automakers.
Toyota’s largest research center outside of Japan (the Toyota Motor North American R&D Purchasing and Prototype Development Center), for example, is in York Township in southern Washtenaw County. And the Honda Research Institute-Detroit is next to the University of Michigan campus in Ann Arbor.
Hyundai’s Michigan lab comes in addition to the Hyundai Motor Group’s planned $10 billion investment in the U.S. by 2025, including its Georgia manufacturing facilities building electric vehicles and producing batteries.
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Ford Bronco Everglades conquers Drummond Island
Posted by Talbot Payne on June 30, 2022
Drummond Island — So this week I’m chewing up Drummond Island’s labyrinth of soggy off-road trails in a Ford Bronco Everglades. It’s the latest in a stream of Bronco trims aimed at conquering every corner of God’s green earth.
First there was the base Bronco optioned with ginormous 35-inch Sasquatch trim tires and dual-locking diffs so you could commute via the Rouge River bed to work.
Then came Bronco Badlands with detachable front sway bar and rock-resistant armored plating so you could climb Mount Rushmore.
Next up: the Bronco Raptor with ridiculous live-valve Fox shocks so you can avoid L.A. traffic and take a shortcut through the desert at 75 mph.
What’s next? Maybe Bronco Sleeping Bear Dunes so you run a shuttle up and down the world’s most formidable sand dunes?
Or the Bronco Moon so astronauts have something to drive through the Sea of Tranquility?
My latest, $54,595 Everglades tester fills a nice off-roader’s niche between the Black Diamond trim and the purist’s Badlands.
Built on the same bones as Black Diamond — five skid plates, rock rails, seven GOAT (Go Over Any Terrain) modes, standard 35-inch tires — Everglades then adds more standard features for customers who want an extreme off-roader without having to dig deep into the Badlands toolbox and assemble accessories themselves.
Significant Everglades upgrades include WARN winch, engine intake snorkel, plastic bumpers and roof rails. Dude, you’re ready to chase Star Wars’ speeder bikes through the forests of Endor.
But let me recommend Drummond Island. It’s closer.
Just five hours up I-75 from Detroit, cross the mighty Mackinac Bridge, then hook a right and go to the east end of the U.P. Hop the ferry and five minutes later you’re on Drummond, the seventh largest lake isle in the world — and the only island in the Manitoulin island chain that belongs to the USA (the rest of the archipelago is Canadian).
Once aboard Drummond, I joined a convoy of Everglades and headed to the island’s eastern forests. Drummond’s 134 square miles is covered by 100 miles of off-road trails — one of the largest closed-loop ORV parks in the United States. And for some reason, the trails are wet all the time, which is perfect for a vehicles named Everglades sporting a snorkel.
Bronco engineers Seth Goslawski and Jamie Groves played Lewis and Clark and guided us through the labyrinth. Let me recommend downloading the GAIA GPS app if you come here with your own groups of trailblazers — it provides good trail guidance. Here’s another tip: bring waders.
Swampy Mounds ORV park in Flint is the only park I’ve found comparable to Drummond, but the latter is much bigger and combines swamp with spectacular views of Lake Huron.
I shifted Everglades to Neutral. Spun the GOAT mode selector to Mud/Ruts putting me in 4WD High. Shifted back to DRIVE. Punched it.
With the 35-inch Goodyear Territory tires aired down to 33 PSI (from 40) the beast romped happily thought the woods. Splashed through puddles. Danced over rocks. Sliced between trees.
This ain’t the 75-mph desert running I did in the Bronco Raptor earlier this month.
Everglades doesn’t have Raptors’ 418 horse, twin-turbo 3.0-liter V-6 beast under the hood. Heck, the 87.5-inch wide Raptor wouldn’t have fit through some of the tight Drummond trails, which were apparently cut by years of Jeep Wrangler and side-by-side owners. Nor is Everglades optioned with the 2.7-liter, 330-horse V-6 available on the Badlands buffet. For the Everglades’ simplified menu of options, the standard 300 horse, 2.3-liter turbo-4 is enough.
Ford’s logic? With that 100-pound winch hanging off the front bumper, the 2.3 saves 100 pounds from the V-6 for good weight balance. Which makes sense when you’re front end starts sinking in Drummond mud and needs to power out. This is the same peppy engine found in the Mustang High Performance model.
A spirited run through the forest suddenly opened into a beautiful beach, Lake Huron’s crystal-clear water lapping at the stones. Sprayed with mud, our Everglades Broncos were equipped with washable vinyl seats and drain plugs so you can hose down the interior.
They are also equipped with Rock Crawl, which would come in handy for our next trail: Drummond’s famed Marblehead Steps.
Shift to Neutral. Spin GOAT to Rock Crawl mode, enabling 4-LOW for extreme rock crawling. Engage both front and rear lockers for max traction. Time to climb.
This is where the Badlands and Raptor editions excel, thanks to detachable front sway bars allowing their craft to walk up steps like a horse. Without the detachable sway bar option, Everglades is less deft, but that’s where its truck-like rock rails prove their worth.
GRONK! The rails landed on a marble step. ROWWWRRRR! Deft use of the accelerator pedal spun the rear end around, allowing for better grip. RROOOMP! The beast was on to the next step. We gathered around to help each other up the steps. Coaching. Directing. Congratulating.
The steps reward their visitors with a spectacular cliff view of the lake. Freighters dotted the horizon, and beyond that, Cockburn Island, the next step in the archipelago.
At this point, I felt like Superman. Is there nothing this Bronc can’t do? I started playing with other electronic toys on Everglades. Trail-turn assist, which brakes the inside wheel to enable quicker rotation on tight trails. One pedal-drive, which allowed me to drive Everglades like the electric Mustang Mach-E.
And my favorite: Trail Control to manage the car’s speed feet-free. Traversing an 800-foot stream bed — 30-inches deep in water — I used only my left hand on the steering wheel’s cruise button.
Then we were on back on our way. The beauty of Bronco and its independent front suspension, of course, is that it makes a good commuter as well as off-road driver. And so we headed back to the ferry at the end of our day. But does the Bronco really need to take a ferry back to the mainland?
How about an amphibious trim so the Bronco can swim across Huron? Maybe they’ll call it the Bronco Mackinac.
2022 Ford Bronco Everglades
Vehicle type: Four-wheel-drive, five-passenger SUV
Price: $54,595, including $1,595 destination fee
Powerplant: 2.3-liter turbo-4 cylinder
Power: 300 horsepower (with premium gas), 325 pound-feet torque
Transmission: 10-speed automatic
Performance: 0-60 mph, 7.0 seconds (Car and Driver); towing capacity, 3,500 pounds
Weight: 5,220 pounds
Fuel economy: EPA 17 city/18 highway/18 combined
Report card
Highs: Well-equipped for off-roading; washable interior
Lows: Plan on doing a lot of washing; pricey
Overall: 4 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Cadillac brings bling to the EV race with the Lyriq, the anti-Tesla
Posted by Talbot Payne on June 28, 2022
Park City, Utah — Inevitably, every Dream Cruise season, someone sidles up to me, points at a passing, bling-plated 1950s Eldorado shouldering aside Woodward traffic and says:
“Why doesn’t Cadillac make cars like that anymore?”
Say hello to my bling-tastic 2023 Lyriq tester, the first all-electric Caddy. I mean, just look at it. Chiseled bod right off a designer’s sketchbook draped over huge 22-inch pinwheels. Under the single-panel panoramic roof, a 33-inch screen arches across the front cabin. Below the screen, a royal blue-lined sunglasses drawer rolls out of the dash like a palace carpet … greeting a floating center console as long as the Queen Mary’s bow. The console comes equipped with a silver-crusted rotary dial and knurled cupholders that should hold wine glasses, not cups.
I adjusted my front throne with chromed, door-mounted seat avatars protruding from real ash wood, then stomped the accelerator pedal with my size 15s. The 5,610-pound sled surged forward with liquid-smooth power.
Yes, Cadillac is making cars like that again.
Actually, it never stopped, as owners of the magnificent Escalade land yacht know. But Escalade was an outlier, a properly-named land yacht out of place in an alphanumeric soup of CTs, XTs and Vs. Though flawed (more on that later), Lyriq signals that ol’ Cadillac swagger will be standard across the lineup as General Motors Co.’s iconic luxury brand transitions to electric vehicles.
Startup ingenuity led by Silicon Valley electric automakers Tesla, Lucid and Rivian has stirred interest in a new generation of luxury automobiles powered by batteries and giant screens, and it turns out Cadillac is perfectly suited for the new electric wave.
This is a brand, after all, that made its mark innovating technical advances like the electric starter and automatic transmission while introducing the world to jet-age design. That’s not to discount the athletic advances Caddy made in the last two decades chasing German rivals with weapons like the ATS-V and CT5 Blackwing. But the EV lets Cadillac be Cadillac.
If the austere Tesla Model 3 is an Apple smartphone on wheels, then the exotic Cadillac Lyriq is a rolling jewelry box. The anti-Tesla.
To make sure I noticed that Escalade style now rules The House of Caddy, my Lyriq was wrapped in more lights than a Trans Siberian Orchestra show. Spot a Lyriq in your rear-view at night and it looks like you’re being followed by the Fox Theatre marquee. Vertical headlights frame a faux Cadillac shield of white light. When the Lyriq slips past, the rear vertically-lit marquee recedes into the distance.
Cadillac is understandably targeting the Lyriq at young, techy Gen X and Yers, but I think Lyriq will naturally draw boomers, too. The older we are, the more sensitive we get to noise — even my Porsche-racing, flat-6-obsessed father wanted a break from the world’s cacophony when he reached his 60s — and Lyriq is a silent sanctuary.
Yes, Cadillac makes cars like that again. Driving along Utah Route 138 south of Salt Lake, wind noise was nonexistent (in contrast to the noisy Hummer EV’s A-pillar) a testimony to extensive sound-deadening, four wheel-well-mounted accelerometers, noise-canceling speakers and, of course, that electric drivetrain.
Rolling jewelry boxes exact a cost in weight. Lyriq’s nearly three tons of mass is 1,200 pounds more than a Model Y and just 500 pounds shy of an Escalade.
Where Eldorado once growled like the king of beasts, the Lyriq’s stealthy power was welcome on Park City roads. I performed repeated 0-60 launches to test the 325 pound-feet of torque from Lyriq’s Tesla Model S-sized, 102-kWh battery — which would have awakened every officer in the surrounding county if it had been a V-8.
Complementing stealth with tech, the Caddy struts its technical know-how with innovations like one-pedal driving, steering-paddle regenerative braking and rear aerofoil that channels air over the rear window — enabling a wiper-less design that clears rain and snow. Years of know-how gained from going toe-to-toe with the German Trinity are apparent. Despite its girth, the Lyriq’s low center of gravity and sophisticated shocks made for neutral handling in Utah’s mountain twisties. Surely there’s a Lyriq V-series Backwing in the wings?
With a gem so polished, imperfections stand out.
Cadillac’s signature cut-and-sew dashboard has been replaced by — imposter! — a vellum material right out of a Ford Explorer. And Lyriq lacks a front trunk like Tesla or Mustang Mach-E. Indeed, despite its skateboard construction and a wheelbase nearly 10 inches longer than the comparably priced gas-powered XT5 SUV, the Lyriq’s cargo and seating capacities are similar. A head-up display — technology pioneered by General Motors — is not available on 2023 models. Blame a rush program to get Lyriq to market nine months ahead of schedule.
Cadillac’s 800-volt Ultium battery platform promises quick charge rates on 350 kW fast chargers, but its capability’s been dialed back to 190 kilowatts (unlike, say, Porsche’s 800-volt system. which charges to 270 kW) so you only get 187 miles of charge in 40 minutes as opposed to a Taycan’s 169 in 22 minutes. For quick stops around town, the Caddy will gain 76 miles in 10 minutes.
I plotted a trip from Park City to Denver, and charging would have added 4.5 hours to the eight-hour trip. Better to stay close to home, as I figure most Lyriq owners will do with 312 miles of battery range (versus an XT5’s road trip-friendly 462 miles of gas range).
Lyriq’s range will also get you the 250 miles from Ann Arbor to, say, your Glen Arbor summer cottage Up North. A suggestion: take advantage of Cadillac’s $1,500 offer for home charger installation and put it in your second home.
That trip will be made easier later this year when Lyriq gets an over-the-air update to Super Cruise update, the semi-autonomous system competitive with Tesla’s Autopilot. That’s right, my $62,990 rear-wheel-drive tester ($64,990 with all-wheel-drive) comes standard with Super Cruise as well as Google Maps, wireless Apple CarPlay/Android Auto, 19-speaker AKG stereo system, blind-spot assist and a Windows-like configurable screen start bar.
That’s a lot of bling on a luxury SUV priced just $7K north of the $55,725 Hyundai Ioniq 5 — and well below the $75,440 you’d pay for a comparable Model Y with its $6,000 Autopilot system.
That leaves behind other midsize lux contenders like the Audi e-Tron and BMW i-4, which lack the technical ambition of Lyriq/Tesla.
The question mark is Cadillac’s ambition. A decade ago, Caddy beat the Model 3 to market with the gorgeous, compact ELR plug-in. But it was overpriced and under-sold. Then GM followed up with the electric Bolt — but badged it a Chevy, not a Caddy.
Lyriq is just a start, but it’s got Papa Eldorado’s DNA.
2023 Cadillac Lyriq
Vehicle type: Battery-powered, rear-wheel and all-wheel-drive, five-passenger SUV
Price: $62,990 including $1,195 destination fee for RWD model; $64,990 for AWD
Powerplant: 102 kWh lithium-ion battery with rear electric-motor drive
Power: 340 horsepower, 325 pound-feet torque
Transmission: Single-speed direct drive
Performance: 0-60 mph, 5-6 seconds (mfr., AWD-RWD); top speed, 118 mph
Weight: 5,610 pounds (RWD as tested)
Fuel economy: EPA MPGe NA; range, 312 miles
Report card
Highs: Lovely cabin; road presence
Lows: Cheap dash material; no frunk or head-up display
Overall: 3 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: More than a new car, Lyriq EV is a redefinition of Cadillac
Posted by Talbot Payne on June 25, 2022
Park City, Utah — Cadillac is going back to the future.
The new, battery-powered Lyriq SUV is more than a new car, it is a return to Cadillac’s 20th century, “Standard of the World” iconography. For all its high-tech wizardry, Lyriq is a throwback to a time when the Cadillac brand was the pinnacle of American style, its craftsmanship a hallmark of the brand.
Capitalizing on 21st century advances in electronics and electrification, Lyriq wants to set the tone for a return to Caddy’s brand heyday. Designed with extraordinary detail from climate-control knob knurling right down to windowpane monogram fonts, the midsize chariot struts with high style and big brand ambitions.
“Lyriq is a really big project. Not only from delivering this car through the production pipeline, but envisioning a brand new future for Cadillac,” said interior design chief Tristan Murphy. “It’s an opportunity to pivot a brand and really go into the future with EV technology and all the things that enables from a design standpoint.”
There are no tailfins on the $59,990 Lyriq or missile-shaped chrome bumper like the ’50s Eldorados that ruled American streets and inspired Aretha Franklin songs, but there is an embrace of fashion different than the sleek, more austere XT5 and CT4 models that have led sales in recent years.
The Lyriq is lit up with lighting and chrome accents from the outside in.
“We’re really not being shy about it,” said Murphy. “You go back to some of (the 1950s icons) and there was nothing shy about those original tailfins and the colors we used to do. It’s not about looking back and being retro, but taking some of that swagger into the next generation of cars and leaning into what it means to be American luxury.”
To communicate this swagger to buyers, Cadillac in six weeks put together a sassy ad campaign that pairs Lyriq with strutting fashion models in eyeball-burning outfits.
“The ads catch your attention. You see luxury and design in these people; it’s aspirational,” said Lyriq marketing guru Kristin Lewis. “Cadillac has been an icon in our culture. The Lyriq is a return to that iconic status.”
The transformation began with an obsession with detail. Consider the simple, universal, microscopic glass monogram usually stamped with a General Motors logo.
“All automotive glass have monograms that with a manufacturer’s logo on it. This is standard across every vehicles globally,” said Murphy. “We used our own Cadillac-specific font . . . and replaced the GM logo with the little Cadillac crest in there. It’s a subconscious thing that helped say this isn’t just a GM vehicle — it’s a Cadillac.”
Murphy’s team was determined to carry that obsession throughout the interior.
“We have no bin parts in this car. No more parts shared with a Buick or a Chevy,” said Murphy. “There is that subconscious level of detail (here) that makes it feel ‘wow.’ Everything is bespoke in here — you’re not going to see it in any of our other products.”
If Tesla created the luxury EV segment with its Apple-simple smartphone on wheels, then Cadillac’s team wanted to bring their own Detroit swagger. At night, the grille lights up like a Christmas tree. Inside, passengers can use a touchscreen color wheel to create 36 different combinations in the interior lighting.
“We had a lot of conversations about that,” said Murphy. “There are things that (Tesla does) great, and they have moved the industry forward in a different way. But it is not Cadillac to be a smartphone on wheels. It’s not true to the brand, it’s not creating a unique experience.”
Where many EV screens dominate their interiors, Lyriq’s huge, curved, 33-inch dash display is but one element of a cabin full of jewelry.
“The screen is. . . a technological showcase, the first in the industry with this advanced LCD display. It’s fantastic and has beautiful features — but we fell like when you talk about a luxury product and how you can tie it into human emotion — it’s the little physical things.”
Physical things like exquisite, curved sliver door speakers integrated into the armrests. Or a floating console punctuated by a knurled, radial screen controller. Or an industry first, laser-cut wood door trim.
“We take a piece of black ash wood and then we come through with a blue light laser. It comes through twice to cut the pattern, then we overlay that over a very thin — almost a film of metal veneer — that fills in the holes. It’s so thin that at night we are able to shine light through (the) holes. We think that gives it emotional wealth that customers are always looking for.”
Marketing chief Lewis said this emotional connection is a key piece of Cadillac luxury. “It’s like staying in a luxury hotel. It’s the secondary elements you discover during your stay. We want to run everything through the lens of being iconic. In the Lyriq you see boldness, color saturation, humanity.”
At the Lyriq’s media introduction here in Park City, the Cadillac display was anchored by design sketches and the brand’s cutting-edge, 800-volt battery platform. But it was also littered with symbols of Cadillac’s glorious past: an elegant 1936 hood ornament here, a 1975 hood ornament there.
“Details are how you create those little memories that stay with you,” Murphy said. “It’s a deeper philosophical question that we had about making these very deliberate decisions on what the engagement was going to be and (which) becomes a very different experience than Tesla.”
Murphy points to the past decade in which Cadillac gained industry respect for its athletic, corner-carving V-series and Blackwing sedans that could hang with German icons like the BMW M-class at the famed Nurburgring test track. But despite those cars’ technical progress, the brand struggled to gain sales.
Meanwhile, Cadillac — which in the early 20th century pioneered technology like the automatic transmission, steering column shifter and electric starter — failed to capitalize on innovations like the plug-in, compact ELR that came to market eight years ahead of the $40,000 Tesla Model S, but was priced at an uncompetitive $80,000.
“We proved to ourselves that we could make world-class cars like the Blackwing,” said Murphy. “It allowed us to go back to really embrace who we are and be confident about that. . . not try to chase like we’ve maybe done in certain aspects.”
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Kia Sportage Hybrid is a fancy family widget
Posted by Talbot Payne on June 23, 2022
Charlevoix — The new 2023 Kia Sportage isn’t so much a car as it is a Universal Studios theme park attraction: an affordable look at the latest auto technology that you can do with the whole family: huge screens, semi-autonomous driving, red leather, hybrid-electric power.
My Matte Gray (yes, Matte Gray in a $38,000, non-luxe car) tester looks like it was sketched by a Hollywood designer.
The front is all grille, chrome accents and LED light bars — the headlights pushed to the very edges of the fascia. It’s a stark contrast with the previous-generation Sportage and its anthropomorphic features. The ‘22 Sportage was a cutie, its big eyes and happy mouth — er, grille — seemingly inspired by Pikachu from the Pokemon family. The new Sportage looks like something from the Tron movies.
“Is that from the future?” my neighbor John commented as I rolled past his driveway on my way Up North for a long Memorial Day road trip to enjoy the Kia’s featured attractions.
While it must conform to the traditional layout of four-door SUV, Sportage challenges styling convention. Sister Hyundai has done the same with its angular Tucson ute, which is built on the same platform as Sportage. The Kia’s rear is nearly as intriguing as the front with a wedding cake construction that separates rear window, taillights, license plate panel and diffuser into four planes. The whole sculpture sits under a fashionable floating-roof design.
For all its design ambition, however, my Sportage tester was quite practical. It sat on high-profile, 18-inch wheels with a useful, Wrangler-like 8.3 inches of ground clearance should I encounter a typical Up North dirt road.
The long drive up I-75, however, was anything but typical.
The Sportage has the best semi-autonomous system this side of Caddy’s Super Cruise and Tesla’s Autopilot. I’m not making this up. Like Super Cruise (and unlike Autopilot) the system has no interest in nannying me all the time.
Unlike those sophisticated systems, Kia doesn’t give its adaptive cruise feature a fancy name and it won’t self-navigate to your destination (so it won’t automatically switch lanes in the process). Otherwise, it allowed me to relax, assume a chair-like seating position (hands on my knees) — only reaching for the steering column when another car got in the way.
The radar brick in the front grille read cars in front of me, slowing down from my set speed of 79 mph as I approached. Assuming the controls, I turned on the blinker, drove around them, then settled back into hands-free driving. The cameras kept the car centered, even in long interstate curves. While Tesla’s Autopilot nannies me every 30 seconds to apply torque to the wheel (making sure I’m paying attention), the Kia system left me alone, rarely asking me to affirm my presence.
A brief rainstorm through Flint didn’t faze the system. Over the Zilwaukee Bridge, Sportage was a rock, following the lane beautifully. A pair of full-size pickups — in a hurry to get up I-75 — roared into view behind me, swerving across lanes and passing traffic. Suddenly alongside, they cut in front of me and into the left lane. The Kia braked quickly as the Ram cut across its bow — testing the emergency braking system — then continued on its way as the pickups disappeared into the distance. Impressive.
As the Sportage drove itself, I had the chance to make phone calls, save my favorite radio stations, marvel at the interior. The modern cabin is on par with the Sportage’s sci-fi exterior and cutting-edge adaptive cruise control.
A huge, hoodless curved screen stretches across the dash like — well, a Mercedes. It houses two digital 12.5-inch screens — one for instrumentation, the other for infotainment — that are graphically impressive and configurable. Amid all this electronic wizardry, Sportage is still curiously a generation behind its peers in not offering wireless Apple CarPlay and Android Auto. Happily, there was ample console space to plug in my phone for navigating my journey. The Kia native system was no match for the smartphone’s voice and navigation abilities.
The handsome gloss-black center console is full of clever ideas. To minimize buttons, the infotainment and climate controls alternately access the same middle console screen for adjusting, say, volume or heat. Kudos to the first member of your family who figures out this little Easter egg without first consulting the glovebox manual.
Speaking of buttons, the starter, rotary shifter and rotary mode controller are all neatly aligned like the sun, moon and earth in a solar eclipse.
Console cupholders are multi-functional. Taking a page from Honda — whose Civic and Pilot consoles are engineering gems — the Kia’s cupholder rims can be hidden at the touch of a button, turning the space into bigger storage for a box of fries or a small purse. I made good use of the space while downing a fast-food meal on my trip.
All of this was wrapped in red leather under a panoramic sunroof that I usually see in, well, a Mercedes (or Mazda CX-50, another mainstream vehicles with upscale ambitions like Kia).
Again, this in a $38,000 automobile.
Speaking of family, there is lots of room for second-row passengers. Sportage boasts excellent rear legroom, courtesy of a wheelbase stretched by 3.4 inches over that last-gen, and I could tilt the seatback farther to allow myself more headroom.
How does it drive, you ask?
So high-tech is Sportage that I almost forgot the hybrid drivetrain, which went about its duties in workman-like way. The hybrid marries a turbocharged 1.6-liter four-banger with a single electric motor for a healthy 226 horses. It made good acceleration out of stoplights, but when it came to tackling the twisties on my favorite M-32 west of Gaylord, the Kia wasn’t interested. It’s no Mazda CX-5.
The hybrid drivetrain is new to Sportage (there is also a plug-in model available with 32 miles of battery-only range) and claims a combined 38 mpg with all-wheel drive — a big jump over the non-hybrid’s 28 mpg. That’s welcome news as I passed by gas price signs of $4.51 (soon to rise above $5).
But in my week of driving, the Sportage hybrid returned a much more modest figure of 29 mpg. Oh well. That’s a rare miss in a vehicle that otherwise exceeds all expectations for the average family ute.
2023 Kia Sportage Hybrid
Price: $28,585, including $1,215 destination fee ($38,000 Hybrid SX-Prestige AWD as tested)
Powerplant: 1.6-liter turbocharged inline four mated to twin electric motors and 1.5 kWh lithium-ion battery pack
Power: 227 horsepower, 258 pound-feet torque
Transmission: 6-speed automatic
Performance: 0-60 mph, (8.0 sec., Car and Driver est.); towing, 2,000 pounds.
Weight: 3,896 pounds (as tested)
Fuel economy: 38 city/38 highway/38 combined; range, 521 miles
Report card
Highs: High-tech features; comfortable interior
Lows: Polarizing looks; fuel economy came up well short of 38 mpg
Overall: 4 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: The fearless, peerless Ford Bronco Raptor is an off-road beast
Posted by Talbot Payne on June 20, 2022
Johnson Valley, California — Sixty miles north of Palm Springs, Johnson Valley is synonymous with Ultra4 racing — America’s most demanding off-road competition. Every February, 75,000 people descend on this 96,000-acre desert pasture to watch insane, all-wheel-drive 1,000-horsepower dune buggies on ‘roids vie for the King of the Hammers crown over high-speed flats, mountain passes and extreme rock-choked trails.
Incredibly, this alien landscape is also the natural habitat of the Ford Bronco Raptor.
Like tackling Road Atlanta — one of America’s greatest race tracks — last July in a production Porsche 911 GT3, I assaulted the Hammers course with a production Bronco Raptor. In extreme 116-degree temperatures, Raptor not only survived — it thrived.
Ford’s latest performance beast is part of an emerging breed of super-trucks — SUVs and pickups built on ladder frames — that can take on the most challenging off-road adventures just as supercars have taken on asphalt race tracks for years.
And like the Porsche GT3 supercar, Bronco Raptor is the new standard for super-trucks. Not the most powerful, not the most expensive, but the most versatile. Taking the Bronco’s basic goodness and then weaponizing it with premium shocks, tires and turbo-V6, there are few places where Raptor won’t go — just like the Ultra4 racers that inspired it.
With my lead foot planted on the floor, I tore across the desert floor at 75 mph. Wearing ginormous 37-inch BFGoodrich tires aired down to 24 PSI and live-valve Fox shocks, the Raptor absorbed ruts, whoops and moguls. Tearing into a left-hand sweeper, I stabbed the brake — the Scandinavian flick on sand! — like a rally-racer, swinging the rear end out so I could power thorough the turn, sending up plumes in my wake.
I’ve done this before in the F-150 Raptor, the first super-truck that redefined off-road performance. With a nearly identical suspension, width and big tires, I reached speeds beyond 100 mph in the Borrego Springs desert in 2016. Some Hammer hot shoes in Johnson Valley told me the Bronco Raptor can run in triple-digits too, but F-150 Raptor does it more confidently thanks to its longer wheelbase.
Important to Raptor’s athleticism is an independent front suspension, a major departure from the off-road model pioneered by the Jeep Wrangler, Bronco’s arch-rival. Like F1’s Hamilton and Verstappen, it’s almost impossible to have a conversation about Bronco without talking Wrangler too.
Learning from F-150, Bronc’s independent front suspension allows pilots to assault punishing terrain without having their limbs shake off. What elevates Bronco Raptor over Big Brother, however, is that it can transition from high-speed flats to rock crawling in an instant. Like a Bronco Badlands. Or Wrangler Rubicon.
I’m a speed freak, but the Raptor’s rock-crawling prowess is truly extraordinary. As I contemplated the rocky inclines of the Hammers course, my jaw dropped. We’re going up that?
“Yeah, we raced this at Hammers,” said Ultra4 racer Brian, who works for Driven Experience, a firm that specializes in off-road insanity. “The Ultra4 trucks will do this at about three times the speed of the Bronco Raptor — 7-10 mph — and we need to make sure there are multiple routes for when Ultra4s break down. You know, from broken driveshafts, flat tires, flipping upside down.”
My steed suffered no maladies. It simply crawled up the boulders like some sort of mechanical spider. The same Foxes and Goodriches who had launched me across the Means Dry Lake bed carried me over boulders.
But what about that independent front? Off-road purists will note that Jeep’s solid front axle allows greater suspension travel across uneven ground. But Raptor — mindful not to throw the Bronco out with the bathwater — makes up the difference with the 37s and ridiculous 13-inch front (14-inch rear) suspension travel (for comparison, an Ultra-4 racer sports 20 inches).
GRONCH! Rock-crawling is a social sport, and a spotter motioned for me to back up when I got stranded on a frame rail. Shift back into Drive. Change a tool. Change your line.
Love those tools … Raptor comes equipped with every trick in the Outback book: front-locker, rear-locker, detachable front swaybar, multiple camera views, Trail-turn assist, One-pedal drive, AWD low, AWD high. All are accessed with a simple push of an electronic button, different from the more analog Wrangler.
Where Bronco lags Jeep is in the engine compartment. I pined for the Wrangler’s 392-cube V-8 whenever I punched the Ford across the desert. Now that’s the sound of a predator. The Raptor’s turbo-6? More a bark than a roar.
Bronco’s’ state-of-the-art tech transfers to daily commutes as well since, naturally, few need commute over the San Bernardino Mountains to work. Despite its enormous tires (not to mention doors ‘n’ roof that come off for when you want to get closer to nature) Bronco Raptor was surprisingly compliant around town with little cabin noise and a smooth ride.
That daily comfort is also a big benefit over F-150 Raptor, which is like owning a pet whale — and the inconveniences that come with it. Despite its smaller size, the Bronco Raptor still has F-150 Raptor-like presence with its bulging fenders, F-O-R-D grille stamp, wide stance and cartoonish 37-inch spare out back (so big that engineers had to change the rear architecture to accommodate it).
Raptor is roomy inside — which us tall guys particularly appreciate. I could fit under the rollbar with a helmet on (unlike, say, in a Porsche 911), and I never bounced off the roof even when bouncing along the desert at 75 mph.
Naturally, Ford knows that many who can afford this comprehensive $70K off-road weapon want premium trim. My tester included swish blue leather seats with felt inserts. La-di-dah. Let me recommend the standard washable vinyl seats with rubberized flooring for when you get this thing dirty — which should be often.
As I tell my supercar friends: if you don’t track it, you have no idea of its capabilities. Ditto Raptor owners.
Michigan offers plenty of opportunity to push the off-road envelope — whether at Silver Lake in west Michigan or Holly Oaks and Flint ORV parks up I-75. Like skiing, however, the big hills are out west.
So when you get your Bronco Raptor, put Johnson Valley on your bucket list. It’s the ute’s home away from home.
2022 Ford Bronco Raptor
Vehicle type: Front-engine, four-wheel-drive, four-door, five-passenger, compact SUV
Price: $70,095, including $1,595 destination fee ($72,700 as tested)
Powerplant: 3.0-liter turbocharged V-6
Power: 418 horsepower, 440 pound-feet torque
Transmission: 10-speed automatic
Performance: 0-60 mph, (mfr.); towing capacity, 4,500 pounds
Weight: 5,731 pounds
Fuel economy: 15 city/16 highway/15 combined; range, 312 miles
Report card
Highs: Insane off-road bandwidth; easy-to-use tools
Lows: No V-8; width could be tight fit in garage
Overall: 4 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Eyes on Design this weekend celebrates racing, Corvettes and Peter Brock
Posted by Talbot Payne on June 20, 2022
The 2022 Eyes on Design show promises a full weekend of activities, culminating in a concours Sunday at the Ford House in Gross Pointe Farms.
Dedicated to showcasing the art of auto design, Eyes’ theme this year is “Designed for Speed” — appropriately following the Detroit Grand Prix and showcasing 200 significant race car design of the past, present and future — including the 2023 IMSA-prototype Cadillac GTP Hypercar, making its first public appearance.
The program will also celebrate the work of Peter Brock — noted Corvette and Shelby designer – and hold a symposium at General Motors’ Design dome featuring top Corvette designers weighting in on Chevy’s first mid-engine Corvette.
“Many of the nearly 200 vehicles are rare, significant race cars that the general public have never seen up close,” said Glen Durmisevich, Eyes on Design design and theme director, in an interview. “Individual descriptor signs will be placed in front of the cars at the Ford House, telling the unique story and significance of each vehicle.”
Among the race cars on display will be:
1955 Lancia D50 Formula 1 car. Campaigned by Enzo Ferrari and driven to world title by Juan Fangio in 1956.
2016 Ford GT GTLM class #66 Livery – Developed by Multimatic for Ford’s ambitious return to Le Mans 50 years after the Ford GT-40 won in 1966, the ’16 GT placed first, third and fourth in class. The #66 car was the fourth-place finisher driven by Billy Johnson, Stefan Mucke and Olivier Pla.
1970 Plymouth Superbird. The legendary Superbird featured an extended nose, high-mounted rear wing, fender air extractors, and hidden headlights to give it a significant edge on the track. It ran away with 21 NASCAR wins for Plymouth in 1970 before being outlawed.
2023 Cadillac GTP Hypercar Concept. Eyes on Design will mark the first public viewing of Cadillac’s new IMSA prototype. Unveiled to media earlier this month, the Hypercar Concept previews the hybrid V8-powred race car that Cadillac will campaign at the Rolex 24 Hours of Daytona and 24 Hours of Le Mans next year.
Other notables are Jim Hall’s Chaparral 2 from the Petroleum Museum; 1952 “Fabulous” Hudson Hornet; 1964 Shelby Daytona “Brock” Coupe; 1988 Corvette GTP Prototype from Hendrick Motorsports Collection.
The weekend kicks off at M1 Concourse Friday night with an event honoring Brock as a Lifetime Design Achievement Recipient.
A visionary designer who penned early Corvette designs as well as the notorious Shelby Cobra Daytona Coupe fastback that won Le Mans in the 1960s, Brock was feted by dignitaries like Amelia Island Concourse founder Bill Warner and Jack Roush.
Eyes on Design moves Saturday to the GM Design Dome in Warren for two design symposiums. The first honors the work of Strother MacMinn, a founder of Toyota’s Calty Design Research studio in California. Over a 50-year teaching career at the Art Center in Pasadena. MacMinn influenced many future designers, including J Mays, Chris Bangle and Wayne Cherry.
“If you are in a car today, Mac probably influenced its design,” said former GM Vice President of Design Chuck Jordan. “No one influenced car design more.”
An example of his renowned Le Mans Coupe will be on display. It will be a central focus of a panel discussion featuring Le Mans Coupe builder Dennis Kazmerowski; Stewart Reed, Art Center’s head of transportation design; designer Steve Pasteiner and Peter Brock.
Eyes on Design events:
Saturday
“The Influence of Strother MacMinn and the influence of the Le Mans Coupe”
GM Design Dome, 9-11 a.m.
$50/person
“Stingray Racer to C-8, from a Design perspective, featuring the Kings of Corvette Design”
GM Design Dome, 1-4 p.m.
$100/person
Sunday
Ford House, Gross Pint Shores
Designed for Speed car show
Time: 10 a.m.-4 p.m.
Tickets: $35 per person. Children 10 & under free w/adult.
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Super-charged, Super Cruise, super-ute Cadillac Escalade-V is Hulk on wheels
Posted by Talbot Payne on June 16, 2022
Scottsdale, Arizona — The Cadillac Escalade-V’s specs seem like something out of a Marvel comics creative session: Big as Hulk, seats seven, built on a steel truck frame, cruises on autopilot — yet accelerates from zero to 60 mph in 4.4 seconds, dances on Corvette-inspired magnetic shocks, and stops on a dime with Brembo brakes the size of Captain America’s shield. Superhero stuff.
Oh, but it’s very real.
Like Hulk in that desert tank scene, I bounded across Arizona’s Tonto Basin northeast of Phoenix gulping miles of Route 188 real estate. ROARRRRRR! went the 682-horsepower, supercharged 6.2-liter V-8 as I took high-speed corners like a locomotive on rails. HUUUUHHH? went my brain wondering how this was possible in a 6,407-pound, three-row SUV that could comfortably transport the Phoenix Suns’ starting five plus standout sixth-man Cam Johnson.
The Escalade has been Cadillac’s halo vehicle for 23 years, setting the brand’s tone in style, design and notoriety. But adopting the V-series performance badge for 2023, Escalade-V takes its ambitions to another level: a halo vehicle for all SUVs. Forget your Merc G-wagons and Bimmer X7s. This super-ute represents the industry’s pinnacle in performance, design, comfort, driving-assist tech and just plain ol’ visceral fun.
Let me count the ways.
Power. At the heart of the Escalade-V is the same nuclear power plant that motivates the 662-horsepower Cadillac CT5-V Blackwing that I hammered around Pittsburgh International Racing Complex last fall. Only the Escalade-V, ahem, increases the Blackwing’s output by another 20 ponies, thanks to the 2.65-liter supercharger ripped off the Corvette ZR-1 (the CT5-V’s supercharger merely gulps 1.7 liters of air).
My Marvel comic imagination thought that kind of power (and heat management) would require a hood scoop the size of my front door to manage, but no. The sheet metal changes are subtle, with larger “grillettes” on the fascia’s flanks and chin feeding air to the beast within.
Not so subtle are the four quad exhausts out back that burp at start-up like Hulk digesting an ox and a side of grenades. WAAWWRHGHH! Chief engineer Mike Symons and his devious minions were determined that the V have an assertive voice. The voice grows more pronounced in V-mode (the same selectable mode as the Blackwing, and a close cousin to Corvette’s Z-mode), complete with popping exhaust backwash when you let off the throttle.
At a rural intersection, I engaged Launch Control. Yes, Launch Control in a three-row SUV. Flatten the brake with my left foot, flatten the accelerator with my right. Release the brake, release the Kraken.
The monster erupted off the line, slinging rapid upshifts on its way past 60 mph in 4.5 seconds (the shorter wheelbase model will get you there a tenth quicker, says Symons).
Driver assist. After breaking every window in Gila County with a few more launches, I settled into a long, comfortable drive on Arizona-87, a divided four-lane perfect for Super Cruise, GM’s state-of-the-art driver-assist system. I recently self-drove an Escalade Diesel home largely hands-free on I-75.
Route 87 was similarly effortless, while its climbing hills and downhill switchbacks added a degree of complexity not present on pancake-flat I-75. Super Cruise kept an eye on me to make sure I was paying attention (the green light on the steering wheel turns red if it thinks I’m inattentive for too long) but otherwise let me relax in the driver’s seat — hands in my lap like it was a Barcalounger.
Super Cruise smoothly passed slower truck traffic — automatically engaging the turn signal — without breaking stride (unlike the Mercedes EQS I recently drove that runs up on a slower car’s rear bumper before passing), then respectfully moved back in the right lane.
Encountering sharp curves along the route, Escalade-V slowed to 65 before resuming my set speed of 75. Only on curves would the big ute balk at passing, preferring that I give the OK by tugging the left turn signal for an automatic pass.
Tech ‘n’ utility. Confidence in Super Cruise’s abilities allowed me to interface with the cutting-edge interior. Big screens are all the rage these days, and Caddy puts up a big number — 36 inches (to match the 36-speaker AKG sound system) — of curved display. With three screens in one, it manages multiple functions, including head-up display, wireless CarPlay and Android Auto, Sirius XM, massaging seats, and the rear jacuzzi (kidding about that last one).
An independent rear suspension (IRS) means more footwell for third-row passengers to enjoy the ride under a cabin-length panoramic sunroof. And since those seats are in another ZIP code, a microphone (accessed via a button on the steering wheel) allows the front row to communicate with the third. Hey, kids, where do you want to stop for dinner?
The Escalade’s sinister looks (get it in black) and 7,000-pound towing capability make it an excellent race-car hauler, and V comes in an extended wheelbase version (for an extra three grand) so you have more storage room behind the third row for helmets and gear.
The ride is buttery smooth, and IRS means no crow hop when you have to maneuver through tight parking lots.
Naturally, 682 horses means you can break up long Super Cruise stretches by putting on Superman’s cape. As a particularly long, curvy stretch of AZ-87 loomed, I tapped the V-mode button behind the monostable shifter. Oh, joy.
The shocks stiffened, the steering tightened and the 10-speed tranny shifted down a gear to access all 653 pound-feet of torque at 2,000 RPM. BOOOM! Hulk was off again, its massive body crouched another half-inch for a lower center of gravity.
Cadillac may be experimenting with a new age of battery power, but it was the Escalade that dominated the brand’s fan activation zone at the Detroit Grand Prix.
Like race cars on track, Escalade-V is a technology showcase that allows even a mega-ute to defy physics like a Marvel superhero, while providing 380 miles of range in a cabin as comfortable as the passengers’ living room. That basket-full of goodies will ring the cash register at a $152,990 — about the price of a tank of gas — when V goes on sale later this summer. That’s on par with the Mercedes G-Wagen and three-row Range Rover Autobiography.
Yet the Caddy is bigger, faster, more high-tech. The V in Escalade-V is for Valhalla.
2023 Cadillac Escalade-V
Vehicle type: All-wheel-drive, seven-passenger performance SUV
Price: $149,990, including $1,795 destination charge ($152,990 long wheelbase model as tested)
Powerplant: Supercharged 6.2-liter pushrod V-8
Power: 682 horsepower, 653 pound-feet of torque
Transmission: 10-speed automatic
Performance: 0-60 mph, 4.4 seconds (mfr. short wheelbase, 4.5-seconds long wheelbase as tested); towing capacity, 7,000 pounds
Weight: 6,407 pounds (as tested)
Fuel economy: EPA 12 mpg city/17 highway/14 combined
Report card
Highs: Glorious V-8 soundtrack, serene, high-tech interior
Lows: drinks fuel; pricey
Overall: 4 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
North American Car, Truck and Utility Vehicle of the Year contenders released
Posted by Talbot Payne on June 11, 2022
Offerings for the prestigious, 2023 North American Car, Truck, and Utility Vehicle of the Year awards look like a sprawling, cruise line buffet.
The 47 entrants — tying a record set in 2019 — announced Thursday reflect historic trends in the industry as international manufacturers, startups and a torrent of electric vehicles vie for the attention of the world’s richest consumer market. Electronic advancements, government regulations and battery technologies are changing the market amid unprecedented gas prices and supply-chain challenges.
Only eight entrants are from U.S. brands, five are from startups, 19 are electric vehicles, and 31 are SUVs. Seventeen of the entries are all-new or substantially-modified badges.
“This high number of eligible vehicles highlights the wide range of choices consumers have among new vehicles driven primarily by increased offerings of EVs, continued popularity of SUVs, and arrivals of new automakers,” said NACTOY President Gary Witzenburg, who heads a jury pool of 50 independent journalists from the U.S. and Canada, including the author of this article. “We look forward to evaluating this diverse list to determine this year’s winners.”
While only eight entrants are from North American brands, many foreign badges are assembled in the United States, including the Honda CR-V, Kia Sportage and Toyota Sequoia. Of the American badges — Cadillac Lyriq, Fisker Ocean, Rivian R1S, Chevrolet Silverado ZR2, Ford F-150 Lightning, Jeep Wagoneer (long wheelbase), Jeep Grand Wagoneer (long wheelbase) and Lordstown Endurance — three are electric startups.
Together with the VF 8 and VF 9 models from Vietnam’s VinFast brand, these rookies hope to replicate the success of Tesla, which has dominated the emerging EV market since its introduction of the Model S sedan a decade ago.
SUVs dominate the NACTOY list, as nearly 7 of 10 vehicles sold in the U.S. are of the sport ute variety. Early favorites include the all-new 2023 Cadillac Lyriq — the first EV from Caddy as the brand goes all-electric by the end of this decade — as well as remakes from popular, mainstream models like the Ohio-made Honda CR-V and Georgia-assembled Kia Sportage.
Seeking to make EVs mainstream, manufacturers have flooded the segment with electric entries, including notables like the Audi Q4 e-tron, Fisker Ocean, Kia EV6, Nissan Ariya, Rivian R1S, Subaru Solterra, and Toyota bZ4X.
“Once again the SUV category has the most eligible vehicles, but this list of confirmed vehicles demonstrates that automakers continue to believe in the future of the car category,” said NACTOY Secretary Nicole Wakelin.
Yet, none of those 13 car entries will come from U.S. makers, as they have nearly abandoned sedans. Standouts for Car of the Year include the Acura Integra — revived after a 17-year hiatus — BMW i4 eDrive 40i, Genesis G80, Mercedes EQE, Nissan Z, Subaru WRX, and dramatic Maserati MC20 mid-engine supercar.
After showcasing a new breed of unibody-based trucks in 2022 — the Ford Maverick, Hyundai Santa Cruz and Rivian R1T were finalists — the category is back to all, ladder-frame bruisers for 2023. The twist? Two of the three are battery-powered.
The Ford F-150 Lightning should be a shoo-in for Truck of the Year over the Chevrolet Silverado ZR2 and Lordstown Endurance EV.
Drawing its jury from independent writers and broadcast journalists — rather than a single publication — the unique NACTOY awards are among the industry’s most coveted.
To be eligible for the prize, vehicles must be all or substantially new and available for purchase before the end of the ‘23 calendar year. NACTOY jurors will narrow the list with a preliminary vote in September as they test vehicles across the continent, then winnow the field to semifinalists in each category after a comprehensive October comparison program. A final three are then announced in each category in November and winners unveiled next January.
The winners for the 2022 model year were Honda Civic as Car of the Year, Ford Maverick as Truck of the Year, and Ford Bronco for Utility.
List of eligible 2023 entrants:
Car of the Year
Acura Integra
BMW i4 eDrive 40i
BMW i4 M50i
Genesis G80
Genesis G90
Maserati MC20
Mercedes C Class
Mercedes EQE
Nissan Z
Porsche Cayman GT4 RS
Porsche 911 GTS
Subaru WRX
Toyota GR Corolla
Truck of the Year
Chevrolet Silverado ZR2
Ford F-150 Lightning
Lordstown Endurance
Utility Vehicle of the Year
Audi Q4 e-tron
BMW iX xDrive M50i
Cadillac Lyriq
Fisker Ocean
Genesis GV60
Honda CR-V
Honda HR-V
Honda Pilot
Kia Sportage
Kia Niro
Kia EV6
Jeep Wagoneer (long wheelbase)
Jeep Grand Wagoneer (long wheelbase)
Land Rover Range Rover
Land Rover Range Rover SV
Land Rover Range Rover Sport
Land Rover Defender 130
Lexus LX600
Lexus RX
Mazda CX-50
Nissan Ariya
Porsche Cayenne Turbo GT
Rivian R1S
Subaru Solterra
Toyota Sequoia
Toyota bZ4X
Toyota Corolla Cross
Vinfast VF 8
Vinfast VF 9
Volvo C40 Recharge
Additional Utility vehicle TBA
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Le Mans bound: Cadillac unveils sleek, hybrid Project GTP Hypercar
Posted by Talbot Payne on June 11, 2022
Warren — The Cadillac DPi-V.R prototype won the last IMSA Weathertech sports car race on Belle Isle, outpacing the rest of the field Saturday with its rib-rattling V-8 engine. Cadillac revealed its intention Thursday to return to an all-new downtown circuit in 2023 with an all-new, third-generation racer.
The Project GTP Hypercar previews a mid-engine missile that will be sleek, electrified and still V8-powered.
The first hybrid race car from General Motors’ luxury brand, the Hypercar will carry Caddy’s flag to multiple continents as it competes for North America’s IMSA title as well as the FIA World Endurance Championship. Unlike Cadillac production cars starting with the 2023 Lyriq, the Hypercar won’t be fully-electric. It will instead feature an electric-motor-assisted, dual-overhead-cam, 5.5-liter V-8 replacing the last-gen, 6.2-liter, pushrod V-8.
“We want fans to know that performance is not going away” as Cadillac transitions to battery power, said lead Hypercar designer Chris Mikalauskas at a media sneak peak at GM’s Warren design dome ahead of Thursday’s global reveal. “Cadillac is still going to be producing cool cars in the future.”
The V8-powered mill dovetails with the brand’s current crop of V-series hell-raisers: the CT4-V and CT5-V Blackwing sport sedans as well as the insane, 682-horsepower Escalade-V SUV.
The Caddy will compete against some of the world’s elite performance brands in the new Hypercar class, including Acura, BMW, Ferrari and Porsche. Lamborghini and Peugeot are poised to join overseas as well. The competitive series is a throwback to a Golden Era of 1960s racing when Alfa Romeo, Ferrari, Ford, Lola and Porsche dueled for international sports car racing supremacy.
The Hypercar’s long, muscular shape is an excellent canvas for brands to showcase their unique designs. Porsche, BMW and Acura have already unveiled their concepts.
Like the current, Batmobile-like DPi-V.R, Caddy’s GTP Hypercar promises one of the field’s most dynamic shapes.
Slightly longer and wider than the current DPi-V.R, GTP Hypercar maintains a familiar profile with a narrow greenhouse, high wheel arches, rear sail, and high-mounted rear wing. Thanks to coordination with Italian chassis manufacturer Dallara from the get-go, designers were able to integrate signature Caddy design cutes.
Vertical headlights echo the Lyriq EV, while the front nose comes to a point like the Cadillac shield. It sniffs the pavement above a wide airfoil that sucks air under the car for downforce. GM sports car racing boss Laura Klauser said manufacturers will have some leeway to shape that airflow underneath.
Draped over big 18-inch wheels, the fenders are more sculpted than the current DPi-V.R racer. The Hypercar concept sports distinctive winglets fore and aft of the cockpit.
Out back, the giant wing works with a rear diffuser for downforce. They are book-ended by thin, vertical lights that echo those on, say, an Escalade-V. Blade-thin, they will be put to the durability test when the car begins testing this month.
The Hypercar program has a short development window before its first race at Daytona in January. In addition to winning Daytona four times in a row from 2017-2020, Caddy has won the IMSA championship three times including last year.
Expect the new V-8’s song to be a bit different than the guttural roar of the 6.2-liter, pushrod V-8 in the 2022 car. The all-new 5.5-liter V-8 is dual-overhead cam like the Corvette C8.R race car’s high-pitched mill.
Each manufacturer can bring their own engines to the fight, but in order to keep costs down and encourage tight competition, the hybrid Motor Generation Unit and control system are made by Bosch and shared by all teams. So too is the Xtrac transmission, while the battery system comes from Williams Engineering in England.
In addition to competing for the IMSA and WEC titles, automakers will be vying to win the two most prestigious endurance races in motorsport: the Rolex 24 Hours of Daytona and the 24 Hours of Le Mans in France. These prizes have attracted top teams to manage the race cars — titans like Penske (Porsche) and Chip Ganassi (Cadillac), who have long been rivals in IndyCar as well.
“Competing for the overall win at Le Mans with an iconic American brand is an honor,” said Klauser. “The entire team is excited to continue building Cadillac’s racing legacy in the world’s toughest race.”
The rear-wheel-drive Project Hypercar also gives a nod to the first Cadillac to grace the Le Mans circuit in 1950 — the so-called Le Monster. The new racer carries the same stylized #2 on its side as the ‘50 Caddy.
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Encore! Encore! After a decade in the market, Buick’s segment-busting mini-SUV still shines
Posted by Talbot Payne on June 11, 2022
Stratford, Virginia — I’m a fan of minnows. Affordable, fun entry-level subcompacts. The versatile Honda Fit hatchback. The Mazda Miata sportscar. I still weep for the loss of the Ford Fiesta ST funbox.
Allow me to add another unsung candidate, the $25,795 Buick Encore.
On a recent road trip to Stratford, Virginia — marinated in U.S. history, from George Washington’s birthplace to the Lee family home — Mrs. Payne and I rented a compact vehicle from Hertz. “Anything in Aisle Two” said the attendant. And there amongst the usual Corollas and Sentra sedans was Buick’s premium entry-level SUV.
I was quickly reminded just how good this wee ute is.
With its fold-flat front seat — a cool, rare feature shared by the Fit and GM sibling Chevy Trax — the Encore and I bonded years ago. With a stiff leg after knee surgery, I sat in back and flattened the front seat for use as an ottoman. It’s the gift that keeps on giving. On my weekend trip to Stratford, I also used the feature from the back seat, stretching out my stork legs, writing on a laptop. Or just stretching out when I needed a break on the road.
A unique feature, but this SUV is best known for pioneering the small SUV category. In 2012, Encore led the way and Ute Nation followed in breaking the sport utility mold of mid-size family carrier. The Buick introduced the idea that crossovers could populate every segment, including subcompacts.
Every automaker now offers something in the space, from the Hyundai Kona to the Honda HR-V to the Mazda CX-30.
But Encore’s move was unheard of for a sleepy, geriatric brand that was limping along on sedan sales. Overnight, Encore reset the Buick brand and paved the way for a “That’s a Buick?” lineup that now includes delightful SUVs like the Encore GX, Enclave and Envision.
At just 25 grand, my base Encore rental was not only ergonomically efficient — it was fun.
Its cute face and trim bod is irresistible. Like every subcompact I’ve every driven, the short wheelbase is a hoot to drive — instantly provoking rebuke from my long-suffering wife to “SLOW DOWN!” on our trip from Reagan National Airport down Routes 301 and 205 through Virginia’s Northern Neck.
Mrs. Payne and Encore had bonded quickly at the airport when she hooked up her iPhone to Apple CarPlay and navigated to our rural destination. Like the blob, the federal government grows bigger by the day, and D.C. is a nightmare to exit with its Beltway traffic and gridlocked suburbs.
Apple CarPlay artfully guided us to the best route — and a Chick-Fil-A lunch along the way.
So successful is Encore that it has already inspired a bigger sibling — the aforementioned Encore GX. With push-button start, a sippy 155-horse 4-banger and leatherette-and-cloth seats, my standard Encore is an affordable chariot. So relentless is technology, however, that this premium ute is already aging next to comparably priced mainstream vehicles.
Essential goo-gaws like blind-spot assist and adaptive cruise control are now standard on utes like the Mazda CX-30 or Kia Seltos. My Encore sported neither. To remain an icon in the segment it pioneered, Encore needs to get crackin’.
We headed to dinner — a 20-minute drive — with a friend who volunteered her minivan. But I was determined to show off Encore’s comfy rear seats and headroom. Heck, I’m a tall ex-basketball player and can sit behind myself in the Encore. Try that in any other subcompact. Or an Alfa Romeo Stelvio.
Virginia’s Northern Neck isn’t London streets — but its historic places are full of tight confines. The Encore — thanks to its rear-view camera-assist and short proportions — navigated tight spots and driveways easily. The undulating roads are a similar challenge, and I volunteered more than once to fetch groceries over the weekend just so I could explore them. The Encore is fun to flog and I would inevitably hook up with a local — in a Ford Mustang or Fusion — who knew the roads well and would enjoy a game of cat and mouse.
After my Northern Virginia adventures, I returned my four-wheeled companion to Reagan National and took a wrong turn into the rental lot. The only way out was a series of tight 180-degree turns. Piece of cake.
The rare negative I’ve heard about Encore is from my son’s fiancée. She rented one recently and complained of a lack of power. Understandable. Her daily driver? A VW Beetle Turbo stuffed with the Golf GTI’s 200-horse turbo engine.
Now there’s another great minnow.
2022 Buick Encore
Vehicle type: Front-engine, front- and all-wheel-drive four-passenger SUV
Price: $25,795, including $1,195 destination fee for base model as tested
Powerplant: 1.4-liter turbocharged, inline-4 cylinder
Power: 155 horsepower, 177 pound-feet of torque
Transmission: 6-speed automatic
Performance: 0-60 mph 8.4 sec. (Car and Driver); range, 378 miles
Weight: 3,237 pounds (FWD as tested)
Fuel economy: EPA est. 24 mpg city/32 highway/27 combined (FWD as tested)
Report card
Highs: Easy on the eyes; easy on the legroom
Lows: More standard features, please
Overall: 3 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Takin’ it to the streets: Check out the new, downtown Detroit Grand Prix track
Posted by Talbot Payne on June 11, 2022
Detroit — Downtown is gonna’ be fast ‘n’ furious next June.
The Chevrolet Detroit Grand Prix presented by Lear passed the baton from Belle Isle to Detroit’s streets Monday as the race returns to its Motor City roots next June 2-4 for the first time since 1991. Chevrolet President Mark Reuss, GP Chairman Bud Denker and Penske superstar driver Will Power — who won the last race on Belle Isle Sunday — held a news conference at the new finish line on Franklin Street just east of the Renaissance Center and gave the media its first tour of the new track, where speeds will hit 180 mph.
“I’m definitely going to miss the island,” said Power, flanked by his Penske teammate Josef Newgarden, who finished fourth on Sunday. “But it’s going to be great racing around the Renaissance Center and half of the track is going to be free to fans. This is my first glimpse of the track, and it’s got a lot of character.”
The 10-turn circuit’s biggest character is a 7/10s-of-a-mile long main straight (similar to the epic, main straightaway at Road America Raceway in Wisconsin) down Jefferson Avenue running east-to-west from Rivard Street to a 180-degree Turn One at Griswold. The swarm of 700-horsepower IndyCars will take the green flag on Jefferson, howl past the RenCen and The Fist monument, before climbing on the brakes into Griswold’s (legal, but just for the race) left-hand turn for the track’s best passing opportunity.
“The track is very three-dimensional,” Power said, describing the surprising amount of elevation change that takes racers off Jefferson after the Griswold hairpin for a plunge down Bates. After hanging a 90-degree left at Atwater (ignore the stop sign), the course climbs to Turns 5-6 — a tricky, blind, left-right sequence past Renaissance Drive West and the Detroit Marriott.
Then it’s back down the Atwater ramp, heading east along the Detroit riverfront with the RenCen’s Wintergarden as backdrop.
“I can’t wait to see car racing through the city again, including right past the GM headquarters,” said GM’s Reuss, who remembers attending the first Formula One race through the city streets in 1982 when he was a senior in high school. “We are returning the Detroit Grand Prix to its roots.”
Ripping past the RenCen’s southeast tower — GM’s HQ — race cars will then hang a quick left onto St. Antoine before immediately jogging right onto Franklin Street’s wide lanes, which will be flanked by IndyCar’s only dual pit lanes.
Racers will flash across the finish stripe, drafting one another with another excellent passing opportunity ahead at the corner of Franklin and Rivard. It will likely be a very busy intersection as cars will be merging back onto the track there from the twin pit lanes.
Then the field will climb up Rivard — across Woodbridge — to the final, off-camber, Turn 10 lefthander back onto East Jefferson Avenue. Getting the power down onto Jefferson will be key to a good run down to Turn One.
At 1.7 miles total, the new track is shorter than the original, 2.5-mile Formula One circuit (and the 2.35-mile Belle Isle track). That will mean quicker laps. Cadillac racing driver Renger Van Der Zande, who won the IMSA Weathertech sportscar race Saturday, told Autoweek he expects laps in the 1.10-minute range. The shorter length also promises better access to downtown, which has been reborn since the ’90s with restaurants, hotels and shops that offer attractions to fans beyond the competition on track.
“It’s a whole different city now,” said Reuss, who was flanked by a trio of mid-engine Corvettes, including the 670-horsepower Z06 Detroit GP pace car. “We are seeing the rebirth of Detroit. We’ve put in a lot of money here . . . and into Factory Zero, and we’re going to grow the city.” GM’s president added that the Detroit Grand Prix investment would further boost a downtown that is now home to the Detroit Pistons, Red Wings, Tigers and Lions, as well as the headquarters to diverse companies like Quicken Loans and Shinola.
Organizers say that the wide sightline opportunities of the pit-lane, Atwater waterfront, and River East parking area should be ideal for corporate suites — while the wide Jefferson straightaway and grandstands will enable half of the race’s footprint to be open free to the public. Fans will also have open access to activation areas including Spirit Plaza, Hart Plaza and the Riverwalk, which will have feature music, food and games.
“We had an amazing year on Belle Isle with the biggest crowds we’ve seen in 13 years,” said GP Chairman Denker, who then looked ahead to 2023. “There are 12 cities in the world that have downtown racing. We are one of them now.”
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: At Detroit Grand Prix, Cadillac’s electric and V-8 brands co-exist
Posted by Talbot Payne on June 3, 2022
Belle Isle — Cadillac Racing isn’t following the brand’s electric makeover just yet. Two weeks after the quiet Cadillac Lyriq — the first model in all-electric-by-2030 lineup — opened for customer orders, Cadillac will headline the Detroit Grand Prix with its window-rattling, V8-powered Cadillac DPi-V.R IMSA Weathertech sports car.
Don’t expect to see the Lyriq on Belle Isle. There will, however, be a fleet of high-performance, gas-fired V-series hellions at Cadillac’s customer display – including the all-new, 682-horsepower, 2023 Cadillac Escalade-V stuffed with a similar, growling V-8 mill as the race car on track.
The DPi-V.R and its production brethren give a glimpse at racing’s V8-powered, hybrid future when Cadillac Racing debuts its next-gen racer at IMSA’s Rolex 24 Hours of Daytona in January, 2023. The so-called GTP Hypercar will gain a rear-axle electric motor in an attempt to build a bridge to electrification. But the V-8 monster is more in line with the brand’s gas-powered, V-series performance models than the Lyriq EV.
Auto racing has long been a key piece of performance vehicle marketing. The paradox of Cadillac’s racing and consumer futures shines a light on the difficulties EVs face as they try to become more than a niche consumer market. Like 97% of the U.S. buying public that did not purchase an EV in 2021, endurance racing is a challenging environment for electric vehicles, where quick fuel stops, high speeds and long distances aren’t conducive to battery power.
“We are getting ready for the pivot to EVs. As you look at the Cadillac entries, we will be racing next year, (those) vehicles will also have an internal combustion engine and hybridization which will develop some electrification benefits to the vehicles during the race,” said GM’s U.S. vice president for motorsports, Jim Campbell, in an interview here before the race weekend kicks off. “That hybrid piece winds up being a pivot piece as well . . . as racing organizations around the world determine where electrification fits into their racing future.”
Interestingly, GM was a pioneer in hybrid drivetrains at the turn of the 21st century before shelving the technology in 2019 when the last Chevrolet Volt rolled off the assembly line. Like pure electrics, hybrids were once hailed as the future of transportation — in 2009, a consensus of auto executives in an IBM survey predicted 100% of sales would be hybrid by 2020 — but they only account for 5% of sales today.
“Over time, we’ll work with the series over when is the right time to put in another step in electrification,” said Campbell. “The hybrid is that interim step and they will be coming next year in GTP here in IMSA.”
The hybrid solution allows manufacturer-supported race series to check the electrification box while still giving race fans the visceral thrill of speed and sound they have craved for decades.
For now, the V-8 powered IMSA prototype class is the ideal ambassador for the brand’s halo performance cars — whether the Escalade-V super-ute or sedans like the 668-horse CT5-V Blackwing, armed with the same supercharged V-8 engine as the Escalade-V.
“The Blackwings — whether CT4-V or CT5-V or Escalade-V — they are going to be around for a period of time, and so we are going to leverage what we do on track with our V-8 to link what we do in our showroom,” said Campbell.
Driving home the connection, Cadillac DPi-V.R racer Renger Van Der Zande drove a CT5-V Blackwing to Belle Isle on May 16 after the IMSA Weathertech series’ Mid-Ohio stop to promote the Detroit IMSA race.
Van Der Zande’s rubber-burning exploits were captured for promotional video — very on brand for Caddy racing, if not the silent electric future. He ended his journey with a visit to GM’s technical center, where he met with engineers who are developing the 2023 race cars’ V-8 hybrid engine.
“I’m a race car driver and they want me to race those cars as fast as I can and win races. That’s the best marketing you can get,” said the flying Dutchman of his contract with Cadillac.
Win on Sunday, sell on Monday.
“When you win a race, it lifts the brand and good things happen,” said Campbell. “People put you on their shopping lists a little more quickly. So we want to be on their radar screen.”
The formula has worked for decades, going back to Cadillac’s first Le Mans race car in 1950. The formula has always been tied to engineering development, too — what Campbell calls “the tech transfer, people development aspect” — with GM using IMSA to develop its V-8 engines alongside other manufacturers like Ford, Acura and Porsche.
On the other side of the pond, European endurance racing featured diesel-powered prototypes when European governments declared diesel the future of mobility at the turn of the 21st century.
But now, as the global manufacturers adapt to battery-power mandates, the Detroit Grand Prix weekend suggests a divergence between racing and production drivetrains.
Manufacturers have struggled with marrying EVs and racing. Jaguar, for example, introduced its first electric vehicle, the I-Pace, alongside the Jaguar I-Pace eTrophy — an international race series that ran two seasons before being canceled in mid-2020.
“Jaguar Land Rover was keen to showcase . . . its ‘Destination Zero’ initiative that outlined developing battery electric vehicle technology through electric racing,” reported TheRace.com. “However, the I-Pace series struggled to make an impact in the motorsport industry with grids averaging 12 cars in its first campaign.”
Once billed as a Tesla-killer, the I-Pace has struggled with just 9,970 in U.S. sales in 2021, down 39% since 2019.
While GM’s racing programs (it also showcases the V8-powered Corvette in IMSA’s GTD class) continue to highlight its brands’ internal-combustion prowess, Campbell says that EVs will benefit from the high-level aerodynamic engineering that racing demands.
“In racing right now, the tools we use to prepare a race car — whether aero analysis, driver simulation, wind tunnel activity — all those principles and tools we’ve honed to the way we prepare for electrification,” he said. “We apply those tools to make the best aerodynamics and cooling decisions for EVs of the future.”
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Ford Expedition Timberline, off-road ocean-liner
Posted by Talbot Payne on June 3, 2022
Holly Oaks — The skies dark overhead, I splashed through a muddy gulch in Michigan’s most challenging, Holly Oaks Off-Road-Vehicle park. ROARRRR! I charged up a muddy 20-degree incline, the 440-horsepower twin-turbo V-6 engine spinning all four wheels. GRONCH! The front bash plate cushioned the front bumper’s blow over the scarred turf. RRWAAAWWR! At the incline’s summit, I nail the throttle, spinning the 122.5-inch long wheelbase on a dime with Trail-Turn Assist.
I’m at the wheel of the 2022 Ford Expedition Timberline. You know, a family vehicle.
With underbody armor, 33-inch off-road tires and ladder frame similar to the Ford F-150 Tremor, Expedition is not your average family three-row hauler. This beast is as happy off-road as it is on-road. So when you head north on I-75 for the weekend, be sure to detour through Holly Oaks. The kiddies in the third-row will love it.
I’m not making this up. Bringing its Timberline trim — first seen on the Explorer SUV in 2021 (more on that later) — to the Expedition, Ford has created a three-row Frankenstein’s monster not unlike the 710-horsepower Dodge Durango Hellcat SUV. But where the Hellcat will drag race sports cars out of Woodward stoplights, Expedition Timberline can chew on trees with Broncos in Holly.
Where the Sedan Epoch brought us on-road performance cyborgs like Charger Hellcats and BMW Ms, the Era of Ute is bringing on and off-road muscle. No one is exploiting this more than Ford.
As SUVs exploded in population in the past decade, Ford transferred the ST performance badge from hot hatch hellions like the Focus and Fiesta to utes like the Ford Edge and Explorer SUV. That’s a stretch given SUVs’ inherent, top-heavy limitations. Though the badges have proven popular, no one is taking their Explorer ST to Waterford Raceway for a track day as Focus ST owners have done for years.
But take your SUV off-road? Now we’re talkin’.
Go to Holly Oaks or Flint ORV park or Silver Lake — and you’ll see plenty of Subaru Outbacks mixing it up with Broncos and Jeep Wranglers and Toyota TRDs. Ford’s Explorer Timberline — introduced late last year with upgrades like skid plates and all-terrain tires and a throaty 2.3-liter engine — fits this mode. I took it out on Holly Oaks muddy landscape and it knew its way around, the Mud and Ruts drive mode helping all four wheels churn through mud ‘n’ ruts ‘n’ water ‘n’ slop.
But slapping the Timberline badge on Expedition is a whole new level. You’ll pay for the privilege. Walking from the $47,530 three-row Explorer Timberline to my $80,255, three-row Expedition tester is more than a step — it’s a leap.
Timberline is now part of a forest of Expedition trim offerings beginning with the $54,315 XL STX followed by the XLT, XLT Max, Limited, Limited Max, King Ranch (pant, stop for breath) King Ranch Max, Platinum and Platinum Max. A new, more on-road oriented Stealth performance model joins Timberline for the 2022 model year.
Timberline is hardly the most expensive of the lot, with the Platinum edition earning its name with a price tag of nearly 88 grand when decked out with next-tech like hands-free BlueCruise highway drive assist. This is an SUV that plays with the big boys in the mega-ute, pickup-based segment that Detroit dominates. The Expedition Timberline has all the tools.
Like a Tremor pickup with a hatchback, Timberline sits on a rugged truck frame that shrugs off moguls like Hulk Hogan throwing Richard Simmons off his back. The 3.5-liter V-6, the most powerful engine in class with 510 pound-feet of torque, is also familiar to pickup buyers and rewards a heavy left foot with a throaty rebel yell. The aptly-named Goodyear Wrangler tires offer serious grip, ground clearance is a class-best 10.6 inches, and Trail Turn Assist (yes, the same feature pioneered by Bronco, for goodness sake) is magic in turning this ocean-liner on a dime.
But what is especially impressive about Expedition Timberline is how it loses none of its on-road charm.
The Ford F-150 Lightning complements its smooth, electric drivetrain with an independent rear suspension — eliminating “crow hop” for an easy turning radius in, say, a tight parking lot. Expedition went to IRS years ago.
Big footing around the charming town of Fenton, the big Timberline was silky smooth, negotiating tight turns, parking lots and U-turns with no hint of crow hop. That smoothness translated to the highway driving as well, where the suspension and quiet cabin absorbed the aggressive Wrangler tires with aplomb.
The IRS also pays dividends in the third row, where even giants like me are comfortable. The suspension allows for a proper seat well in back so my knees aren’t in my mouth. Nicer still is the second row, where I could easily sit behind myself.
In the front, I was a comfortable captain of my ship. Digital displays are everywhere (like an F-150), so you can choose the information you want to see. Ford was an infotainment pioneer years ago with its SYNC system — though not without serious teething pains. Those frustrations are in the rear-view mirror, and the system quickly paired my phone, then synced wirelessly to my Android’s Google maps for navigation.
Expedition Platinum’s semi-autonomous BlueCruise is a cool glimpse at the future, but Timberline’s good ol’ adaptive cruise did just fine, thanks very much — allowing me to relax at the wheel on I-75 while steering the freighter on my own.
And then there is towing. If you’re buying a Timberline to take the family on the road, my guess is you’ve got some toys you’d like to take with you. Motorbikes, side-by-sides, RZRs.
Ooooh, Polaris RZRs. The long-suffering Mrs. Payne and I recently did a RZR off-road adventure. Faces covered in dirt, we went places we could never find in a normal AWD vehicle. Waterfalls, rocky landscapes, deep forest wonders.
The Expedition will tow 9,300 pounds of toys, so when the road gets too gnarly for Timberline, just drop a RZR out the back and explore further.
Come to think of it — between the Timberline’s off-road prowess and the toys it can tow — that detour to Holly Oaks on the way up I-75 might take a while.
2022 Ford Expedition Timberline
Vehicle type: Front-engine, rear- and four-wheel-drive, 6-passenger SUV
Price: $71,490, including $1,695 destination charge ($80,255 as tested)
Powerplant: 3.5-liter liter twin-turbo V-6
Power: 440 horsepower, 510 pound-feet of torque
Transmission: 10-speed automatic
Performance: 0-60 mph, 5.3 seconds (Car and Driver); towing, 9,200 pounds
Weight: 5,532 pounds (AWD as tested)
Fuel economy: EPA: 16 mpg city/22 highway/18 combined (AWD), 418 miles of range
Report card
Highs: Serious off-road capability; smooth on-road ride
Lows: Unremarkable looks; gets pricey
Overall: 4 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Wildcat concept leads Buick into an all-EV future
Posted by Talbot Payne on June 3, 2022
Warren — Buick is going all-electric, and a Wildcat will show the way.
General Motors’ premium brand Wednesday unveiled the gorgeous, low-slung Wildcat 2+2 coupe, an electric-vehicle concept that previews coming attractions from Buick as its lineup goes all-EV by 2030. Buick is the second GM brand to go all-electric following luxury sibling Cadillac.
While phasing out its current lineup of four gas-powered SUVs — the subcompact Encore, compact Encore GX and Envision, and three-row Enclave — Buck will resuscitate its Electra name as an EV badge, beginning with a new model in 2024. Expect a compact SUV like Cadillac’s electric Lyriq targeted at the premium market’s biggest segment.
“Electric vehicles suit the Buick brand. With our QuietTuning philosophy of a quiet cabin, smooth ride, and comfortable seats, we have made a quiet-ride experience,” said Buick marketing boss Rob Peterson at a Wildcat media sneak peek at GM’s Research and Development Center. “The industry is moving to where Buick has been.”
With the federal government forcing auto manufacturers to battery-power beginning with draconian regulations in 2026, GM has made a commitment to go fully-electric by 2035. China, Buick’s No. 1 market by sales volume (it is the fourth best-selling brand there), also figures prominently in the company’s plans as the Chinese government is also encouraging EVs with a target for battery-vehicle sales of 20% by 2025.
Though EVs have been in the US market for more than a decade, consumer acceptance has been low (just 3% of sales in 2021) with the exception of luxury-maker Tesla, which has become the darling of Wall Street investors.
GM has been eager to replicate Tesla’s success, but the Detroit automaker’s first EV, the much-hyped Chevrolet Bolt, has been a sales disappointment. GM hopes its premium brands will be more appealing to Tesla’s upscale demographic.
The Wildcat concept, said Peterson, is critical to Buick’s vision. Following in the footsteps of past Buick concepts like the 1953 Wildcat and 2016 Avista, Wildcat is a comprehensive remake of the brand’s design language, from logo to sheet-metal to interior. Like the Avista coupe concept that inspired recent production models, Wildcat is unlikely to make it to production.
“Buick’s quiet luxury theme is a good, basic fit with electrification. The EV characteristics line up well, and it allows them to recapture the Electra badge,” said veteran iSeeCars.com analyst Karl Brauer, who nonetheless sees big challenges for a Buick lineup defined by its Enclave and Encore utes. “A three-row, road-trip SUV doesn’t translate well into an EV, and the attraction for the Encore was how much value you got in a small SUV. The question with EVs is can you make them affordably?”
Look for Wildcat’s DNA in forthgoing EVs — as well as in current model design updates like the 2022 Enclave. The Enclave’s new, high-mounted front blade running lights are taken right off the Wildcat.
Wildcat remakes Buick’s three-shield logo with the first significant change since 1990. The logo’s outer circle is gone, allowing the shields to float above the Wildcat’s front waterline. Where gas-powered models feature a prominent shield grille, Wildcat’s front end is lower, more sportscar-like. Think the Kia EV6 or Tesla Model 3. Unlike the Model 3, however, the facia still contains a low-mounted, trapezoidal, grille-like element along the lower chin to create the semblance of a face.
Wildcat design manager Therese Pinazzo said buyers still want anthropomorphic features in their cars — even as EVs don’t need prominent grilles for air. “We don’t want to be faceless going into the EV era,” she said pointing out the light blade “eyes” and lower grille “mouth.”
Anthropomorphic features are also important to the Chinese market where buyers value da qi, or the element of “grand elegance.”
“Global design is incredibly important for this brand,” said designer Pinazzo. “Our Chinese design studio were also involved. It’s important to Chinese customers that the car have a face.”
The coupe’s shape is cab forward — the wheels pushed out to the edges of the chassis — taking advantage of GM’s skateboard battery platform to maximize interior space.
The simple, rounded flanks are also a stark contrast to Cadillac’s EV design language. In addition to having a more upright, angular stance, Lyriq’s design is more technical with a complicated lighting signature that dances to life as the driver approaches the car.
“The Cadillac design has a lot going on,” said Pinazzo. “With Buick, we are looking for subtle sophistication … for timeless beauty.”
Moving against its more organic shape, however, Electra EVs will each be assigned alphanumeric badging while Cadillac moves away from alphanumerics (CT4, XT4) to proper names like Lyriq and Celestiq. After less than two decades in the market, Buick will phase out its E-family of names — Encore, Envision, Enclave — that reintroduced customers to the brand. Almost forgotten as a geriatric sedan brand, Buick reigned its brand awareness with the Encore-Envision-Enclave SUVs and “That’s not a Buick” TV ads.
Buick sales grew 7.6% in 2021, the lineup’s best year to date. Meanwhile, the average buyer’s age continued to decrease, by two years. Pushing technology deemed important to younger-generation buyers, Buick’s EV brand transformation will include a more seamless connectivity experience, with features like remote key fob, Wi-Fi data and OnStar safety services standard on new cars.
Analyst Brauer said that going electric with low-volume brands like Cadillac and Buick is relatively low-risk, particularly since both brands have senior stigmas that electrification should help remedy. Still, he says, “there doesn’t seem to be enough customers for all the brands that say they are going all-EV this decade. That includes Jaguar, Alfa and Volvo.”
The Electra name was last seen on big Buick sedans from 1959-1990. A favorite of collectors, Electras are a favorite classic cruiser at the annual Woodward Dream Cruise. Wildcat’s interior tech is out of a sci-fi movie by comparison.
Wildcat concept is entered through a big opening — made possible by “semi-swing” doors paired with partial, gullwing roof openings. The idea, say designers, is to introduce a sense of space. The palatial interior embraces that latest, digital screen technology — anchored by a single screen stretching from the instrument display across the console. A smaller display on the doors is to display views from side camera mirrors.
“Getting inside will be a voyage of discovery,” said designer Pinazzo. “We want it to be a calming experience. The vehicle gets to know you like a Fitbit or an Apple watch. Biometrics and AI will recognize your behavioral patterns. … For example, if you are feeling anxious, sensors in the seats will sense your anxiety and dim the cabin lights, disperse aromatherapy scents, and activate massaging seats.”
Expect future Buicks to have the latest in driver-assist technology like GM’s forthcoming UltraCruise — the next evolution of a SuperCruise system that allows hands-free driving on divided highways, including automatic lane changes.
The Buick team gave no details on drivetrain technology, but expect the Buick to be quick. Production vehicles will sit on GM’s Ultium battery platform that already advertises 500 horsepower and dual-motor drive from the forthcoming Caddy Lyriq.
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Out on the town with stylish, expensive, masked-up Volvo Recharge twins
Posted by Talbot Payne on May 29, 2022
Detroit — One of my favorite SUV personalities is the Volvo XC40. Cleverly designed inside and out, unique looks, Android operating system, legroom, storage aplenty.
And now it has a pair of electric 2022 Recharge siblings. Though it’s gonna be tough to beat the 355-mile-range gas model. On a wintry April day in Detroit, I had to make a day’s round trip with my son, future daughter-in-law and wife to Charlevoix via Traverse City to check out a wedding venue. With its good rear legroom and clever amenities, I was eager to show the XC40 Recharge off to the clan — but with only 223 miles of electric range, Recharge would complicate our estimated 560-mile round trip.
If we recharged from 10-80% of battery life (charging over 80% gets reeeeeal slow) at fast chargers, we would have to make four charging stops of about 35 minutes each on a day with a demanding, tight schedule to meet florists, caterers, cake makers (yummm, I love weddings) and more. Fast-chargers were everywhere up I-75 from Meijer parking lots to Burger Kings, but I didn’t even bother to chart the course. It would be much too inconvenient.
So I took a good ol’ diesel Cadillac Escalade instead. Range: 440 miles. One five-minute fill-up, no worries.
The lesson? Buy the XC40 Recharge if you have a gas ute in the garage for long trips. Then use Recharge as your daily commuter, as most EV owners do.
Though it’s gonna’ be tough to beat the Polestar 2.
The Polestar 2, of course, is the first sedan from Volvo’s new electric brand and it’s a head-turner with a sleek bod, hatchback utility, big-screen interior and longer 270-mile range. Recharge boasts familiar Swedish XC40 styling cues with squared-off bod, floating back roof, boomerang tail-lamps, Thor’s-hammer headlights and Volvo badge ‘n’ stripe logo on the grille.
Well, where the grille used to be. With no need for air to feed a gas engine behind, the grille wears a face-covering over its mouth as if dressed for the pandemic. Awkward (especially since Sweden never mandated masks). Brands are still struggling with how to present their EV faces.
The mask-less Polestar gets a more appealing grille design to differentiate its EV brand. But for those who like Recharge’s higher seating position and familiar Volvo styling cues, XC40 will get the nod.
And for those who like the Polestar’s coupe-like looks, well … XC40 Recharge has a C40 Recharge twin with heavily tapered roof-line and C-clamp tail-lights like a Volvo sedan. Be warned: the fastback reduces rear-window visibility to a military pillbox. Both Recharge models offer unique, eye-catching 20-inch wheels.
The Recharges are quick. Sporting the same big-battery, all-wheel-drive system as the Polestar, our pals at Car and Driver recorded a hearty 4.3-second 0-60 dash — just shy of the more aerodynamic Polestar’s 4.1. ZOT! I shot out of a Detroit stoplight in the XC40 Recharge ahead of an unsuspecting Mustang. Lookit that shoebox go!
Just don’t overdo it into the next 90-degree corner. Despite the battery anchored low in their bellies, the Recharges have little interest in pulling side-Gs. Easy, hot foot.
The standard AWD does comes in handy when it, um, snows in Detroit — which it did on April 11. That didn’t happen when I lived in Virginia and dragged my sports cars out of the garage in March on summer tires. It’s different here in Michigan, and the Volvo was up to the task, sloshing along on I-96 as the blizzard blew.
Where Recharge really earns its love is inside. The interior is familiar Volvo, not sci-fi Polestar, but it shares the same Android operating system with a screen as intuitive to operate as my phone. The instrument screen is a digital beauty and the adaptive cruise control quite competent — at least when snow isn’t blinding it. The standard panoramic roof overhead is easy to operate — just swipe your finger along a pad in the direction you want it opened/closed.
Clever storage is everywhere — most impressively in the “fishbox” as the Swedes like to call it. That’s removable trash bin to us Yanks. It’s useful for storing sticky gum, gnawed lollipop sticks, and other trash you don’t want to be sticking in door pockets. Remove and empty when it fills. Why doesn’t every car have one?
Side pockets extend the length of the door, and a hidden hook flips out from the glove box to hang everything from plastic grocery bags to purses.
To complement the roomy (for a subcompact SUV) rear seats, passengers also get side-seat storage trays. The cargo hold has more flip-out grocery bag hangers, and a hidden subfloor where you can store that bulky cargo blind when not in use. More storage? This is an EV, so there’s a frunk where the engine used to be for the charge plug or a briefcase. My C40 Recharge tester also came dressed with a blue-felt interior trim to match the exterior. Stylin’ Swede.
Though it’s gonna be tough to beat $45,935.
That’s the price of a comparably equipped, turbo-4 powered XC40 gas model, which is a whopping $15K south of my $60K Recharge twins. The $7,500 federal tax credit will claw some of that back, but it’s a stiff premium to pay for a vehicle with limited metropolitan range.
For Volvo fans, XC40 and C40 Recharge will have some clear benefits. In addition to those clever features, the twin electric motors make for a silky-smooth driving experience — which, ahem, can be a bit choppy with the gas model’s multi-cog, eight-speed gearbox.
And Recharge offers an EV favorite feature: regenerative braking so you can one-pedal drive around town. It’s a tough market out there for EV adoption, but it helps having an outgoing Volvo Recharge personality.
2022 Volvo XC40 and C40 Recharge
Vehicle type: Battery-electric, all-wheel-drive, five-passenger SUV
Price: $52,795 base, including $1,095 destination fee ($60,090 XC40 Recharge Twin Ultimate, and $60,540 C40 Recharge Twin Ultimate as tested)
Powerplant: 75-kWh lithium-ion battery driving twin electric motors
Power: 402 horsepower, 486 pound-feet of torque
Transmission: Direct drive
Performance: 0-60 mph, 4.3 seconds (Car and Driver, XC40 Recharge); top speed: 113 mph
Weight: 4,791 pounds (XC40 Recharge as tested)
Fuel economy: 223-mile range
Report card
Highs: Clever interior; quick off the line
Lows: Limited driving range compared with competitors; $15K north of gas XC40
Overall: 3 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Goin’ topless in the big-power, big-kidney BMW M4 convertible
Posted by Talbot Payne on May 23, 2022
Monterey, California — Seventeen Mile Drive along the California coast is paved with testosterone.
The route is not only one of the most beautiful stretches of road in America, it’s also home to Pebble Beach Golf Links and high-priced homes with big garages and spectacular views of the Pacific. Cool cars and trucks come out to strut their stuff along the route despite the low 25 mph speed limit and $20 toll.
My ride? A green 503-horsepower 2022 BMW M4 convertible coupe. The sun is out and it’s time to go topless.
BMW’s M-performance hellions are the first to sport the brand’s huge, hood-to-chin twin kidneys. You can see them from space and they are the new BMW status symbol.
A white M3 (the sedan version of the two-door M4) looms in my mirror, its huge nostrils sniffing at the earth like an enraged bull. It’s intimidating even at 25 mph. I pull over at a beach overlook, and the M3 cruises by with a toot of the horn and a hearty “Like your car!” from its passengers. Further along the route an another topless M4 convertible — my mirror-image save for its blue paint scheme — rounds a bend. Thumbs-up exchanged. Members of the German tribe way out here on West Coast, USA.
BMW is at home as much here in California as it is in Deutschland, a testament to years of consistent brand management. Its status as top-luxe dog is under attack, however, from home-grown (now Texas ex-pat) electric-automaker Tesla. Muscular, expensive examples of the Model Y/ Model 3/Model S/Model X are everywhere along 17 Mile.
Tesla doesn’t make convertibles, though. And they don’t growl, either.
When 17 Mile ends, Route 1 begins — the coast’s legendary, twisted two-lane where sports cars come to play. It was a cool 50 degrees in the Bay area, but I cranked up the heat in the BMW’s cockpit and kept the convertible top down to hear the twin-turbocharged inline-6 howl.
No one mixes a smooth, inline-6 cocktail better than Bimmer. I first enjoyed it in the spine-tingling 8,000-rpm E46 M3 that once graced my car stable. To keep upping the power — and satisfy government regulators at the same time — BMW strapped on turbochargers in subsequent models. They have taken the edge off the beast’s howl. Caged further by sound-deadening materials, the engine can feel remote in the M3 sedan — a reason to get the droptop despite its greater weight. And lesser trunk. Beware suitcase travelers: stowing the roof takes up half your boot.
Like entering hyperspace, the BMW cockpit must be prepared for maximum performance.
1. Kick the monostable shifter into Manual mode to access paddle shifters.
2. Access the console M-mode button, which transforms the instrument display behind the wheel (and huge head-up display) into a race car-like tachometer. It’s one of my favorite features. With the tach hovering over the hood, I never have to take my eye off the road as I toggle between gears.
3. Thumb the M1 (or M2) steering preset on the steering wheel which I had programmed not only to turn up the engine volume, but to slam the car to the pavement, a quivering mass of muscle ready to burn up the tarmac.
I obliged M4’s base instincts.
WAAAAUUUGH! I buried the throttle and four all-wheel-drive hooves dug into the road, propelling the M4 into a series of twisties. As we galloped further south, traffic thinned — sandy beaches giving way to severe, rocky coastline. The M4’s 503 horses are titanic, too much for this tight road. Like other performance cars today, its limits can’t be reached unless taken to a race track.
M4’s little brother, the M2 (the natural heir to my 2001 M3 with similar wheelbase, weight and power) is the better corner-carver. Get it to push road limits and attend track days.
Still, the Monterey coast is the M4 convertible’s natural habitat, a place to show off its broad, touring-car talents. Though the M3 and M4 once defined the brand’s handling prowess, that is now left to M2. The open-air M4 is the brand’s showcase for technology, looks, power. It’s as comfortable sprinting along coastal Route 1 as it is turning heads on 17 Mile. Think of Traverse City’s lovely coastline in summer.
I picked up Mrs. Payne from our hotel and headed inland for lunch and sightseeing. Destination: Laguna Seca Raceway in the picturesque Laguna Valley.
My wife fawned over the orange interior. Bright interiors are the rage these days, and I’ve lounged in red seats from the $34,000 Mazda3 Turbo all the way to the blue $140,000 Aston Martin DBX. M4 orange was spectacular and comfortable, though the M4 is tight on the rear seat legroom for us 6-footers despite its wheelbase expansion beyond little brother M2.
My wife quickly synched her Apple CarPlay. BMW is also generous in synching the phone app directions to the driver instrument display, a rare feat. We set sail for the Laguna, the west coast’s most famous track, settling in for an easy drive on adaptive cruise-control during a busy Monterey lunch hour.
BMW is content with a standard Level 2 autonomous system — not pushing the envelope (for now) like Tesla and its ambitious Autopilot system. Tesla’s cutting-edge tech has wowed a new-gen of luxury buyers and helped establish its status above Bimmer in this high-tech state. Autopilot might have helped us as we approached one of California’s sudden four-lane traffic pile ups. The BMW’s system was unable to stop in time, and I had to take over to avoid the car in front of me as I slammed on the brakes.
We arrived at Laguna and I immediately headed to the legendary Corkscrew turn at the track’s summit. The view is spectacular and made for lovely pics of the green BMW against the painted-perfect blue sky.
Our visit coincided with a track day organized by On Track, and the event had attracted the cream of the performance crop: Lamborghini Huracan, Porsche 911 and Boxster, Tesla Model S, Mazda Miata. But I didn’t see any new M3s or M4 — only current M2s and older M3s.
Right on brand for the new M lineup.
2022 BMW M4 Competition Convertible
Vehicle type: Front-engine, all-wheel-drive, four-passenger sports car
Price: $87,295, including $995 destination fee ($104,295 as tested)
Powerplant: 3.0-liter, twin-turbo inline-6 cylinder
Power: 503 horsepower, 479 pound-feet of torque
Transmission: Eight-speed automatic
Performance: 0-60 mph 3.6 sec. (mfr.); top speed, 180 mph
Weight: 4,306 pounds
Fuel economy: EPA est. 16 mpg city/23 highway/18 combined
Report card
Highs: Configurable performance dash; inline-6 cylinder from the gods
Lows: Porky; polarizing kidney grille
Overall: 3 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
How Ford aims to change your truck, electric bill and generator
Posted by Talbot Payne on May 23, 2022
San Antonio — Ford birthed its electric vehicle program in late 2017. It’s no coincidence the date dovetailed with first deliveries of the Tesla Model 3.
The Silicon Valley startup had changed the electric game with its $40,000, 220-mile range electric sedan. Delivered less than two years since it was first introduced by CEO Elon Musk in April 2016 to an unprecedented 200,000-plus pre-orders, the Model 3 headlined a clean-energy portfolio that included home-battery energy storage and solar roof tiles.
Ford realized that it needed to change its own game to compete.
The result was Team Edison, a startup auto company within Ford to mimic Tesla. A little over four years later and with 200,000 pre-orders, Ford’s F-150 Lightning EV pickup truck headlines a new Ford Motor Co. business model offering electric vehicles as well as battery-powered energy solutions for the home, not unlike Elon Musk’s startup.
“Our competitor is Tesla,” Ford Vice President for global EVs Darren Palmer in an interview in San Antonio at the Lighting’s media test. “We see our brand to be an electric-vehicles and an electric-energy company.”
The Lightning is the result of a comprehensive process to re-imagine the pickup as a utility vehicle and a mobile generator in a fraught energy landscape.
“We worked like a startup because we were competing against startups,” said Palmer. “You could see EVs were really coming of age. We didn’t know what customers wanted, so the first thing we did was go out and see customers in California, Norway, China, Europe. Customers really opened our eyes to what we needed (and how) to make use of the new technology to do new things that customers had never seen before.”
New things like a front truck – “frunk” – that can hold two golf bags for a day on the Texas links. Or offer three days of generating power for the home during a California blackout.
The Lightning debuts at a time when one of its key markets, California, is facing energy shortages this summer as the state shuts down baseload generation in its transition to green energy sources. “Officials forecast a potential shortfall of 1,700-5,000 megawatts,” reported Reuters during the Lightning’s media rollout. “Supply gaps along those lines could leave between 1 million and 4 million people without power.”
Ford product experts used the opportunity to tout Lightning’s unique abilities to operate as an electric generator for about the same $10,000 price as a permanent, natural-gas generator.
“The Lightning can be used as an extended-range battery to power your home for three to 10 days,” said Ford Energy Services Business Manager Ryan O’Gorman. He demonstrated a home setup connecting the truck to a Ford Charge Station Pro wall charger and Home Integration System – consisting of a battery, power inverter and bi-directional electricity flow – that immediately kicks in if the grid goes dark.
He also touted cloud-based software that charges the Lightning during low-cost, off-peak hours – then transfers that cheap electricity back to the house during peak, high-cost evening hours. California officials predict annual electricity rate increases of 4-9% by 2025 as the state shutters natural gas and nuclear plants and planned solar farms are delayed. Texas, Ford’s biggest truck market, also suffered widespread power outages last year.
Tesla’s Powerwall pioneered the home-energy storage solution in 2015 – storing energy from roof solar panels to power homes during peak hours. Ford takes the idea a step further by integrating its truck in the system.
Ford’s Palmer credits Team Edison’s human-centric design focus for the company’s new direction.
“We were struggling to get going in electric vehicles in the right way,” he said. “We are an over 100-year old company, and as projects came forward they were being removed because they weren’t meeting profit targets. You use the principle of human-centric design when it’s not obvious what the future path is, when there is disruption.”
Employing a diverse staff in age and product backgrounds, Team Edison hit the road to ask customers what they wanted from EVs. They trotted the globe to meet customers. They focused on re-imagining company icons by developing the electric F-150 Lightning, Mustang Mach-E and E-Transit van.
For the F-150, they went to Texas, where 1-in-5 Ford pickups are sold.
“(F-150’s) the best-selling vehicle of any kind in America for decades. It could change people’s relationship w EVs if we get it right. But we didn’t know who wanted to buy this vehicle,” said Palmer. “So we made prototypes out of cardboard, we made up some brochures and we went to Texas.”
Accompanied by a human-centric design specialist – “essentially a psychologist,” said Palmer – Team Edison confronted a group of hardened Texas truck drivers. The team got the truckers’ attention with muscle-bound specs – 560 horsepower, 775 foot-pounds of torque, 10,000-pound towing – that embarrassed a gas-powered Raptor performance truck.
“Then we showed them the frunk and what the frunk could be,” said Palmer.
He recounted the story of one particularly prominent focus-group pickup owner who perked up when learning he could carry two bags of golf clubs in the frunk while also using the pickup bed for work.
“He stood up and said ‘I’m not leaving until I can put down a deposit.’ We estimated 18% wanted an e-pickup truck. Then we went to California and, you can imagine, we couldn’t get out of the room,” said Palmer.
Armed with customer demand, Team Edison constructed an all-new truck but that stayed true to what had made F-150 an essential tool to generations of truck buyers.
Aft of the A-pillar (and frunk) were F-150’s familiar aluminum body panels. The bed? “Deliberately identical, because customers said their accessories needed to fit and they needed over 2,000 pounds of payload,” said Ford’s EV boss.
Below decks the F-150 body sits on familiar, ladder-frame chassis construction, yet with all-new wheels, gearbox, motors, battery, steering and brakes.
“It was designed to do what customers need … starting at $39,974,” said Palmer. “We wanted to take all the excuses away for electric. It’s a truck for everybody. (We are) shipping luxury and fleet models all together.”
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Cadillac Escalade Diesel is a vessel fit for a king
Posted by Talbot Payne on May 16, 2022
Charlevoix — Like a Great Lakes passenger ship, the bow of my Cadillac Escalade cut through the fog of an April snow shower. Sure-footed, diesel-powered, on autopilot to our port of call.
On a long round trip Up North to scope out my son’s summer wedding venue at Castle Farms, the Escalade showed why it is the King of Mega-utes. Parked in front of Castle Farm’s magnificent Queen’s Court turrets, the jet-black chariot bears the stuff of royalty: Cadillac family crest on the imposing chain-mail grille, big silver wheels like a knight’s shield, glowing front-and-rear horizontal running lamps like medieval torches.
My Sport model is equipped with black trim — in contrast to the Caddy’s signature chrome — which gives the great figure an added sense of menace. Behold, the Dark Knight.
Unlike knights of old, however, there is little clatter from the chassis. Once upon a time, you knew a diesel from its CLACKETY-CLACK-CLACK engine idle. Not Escalade. The Caddy’s twin-turbo, 3.0-liter inline-6 is the same as the new generation of Duramax diesels that power GM’s sibling Chevy Silverado and GMC Sierra trucks. It purrs like a resting lion.
My family descends from their seats, air suspension lowering the cab and running boards extending before their feet like a royal welcome.
Castle Farms was built by Sears president Albert Loeb in 1918 as a grand country estate on a 1,600-acre farm. The house echoes a European castle with turrets, grand hall and archways. It fell into disrepair over the course of the 20th century — a curious ruin like so many European castles. Successful Domino’s Pizza franchisee Richard Mueller and his wife Susan resurrected it as a passion project in 2000. Today it is a bustling tourist attraction complete with train rides, wine tastings, art collections and weddings.
Escalade, too, has resurrected the Cadillac brand.
In disrepair after an uninspired close to the 20th century, Caddy engineers did yeomen’s work to rebuild the brand as an athletic competitor to European performance makes with the CTS, ATS and V-series sedan hellions. But it’s the magnificent Escalade that has restored Cadillac’s luxury luster — paving the way for its transition to a regal, all-electric brand in the mold of 1950s Cadillac ocean liners.
That luxury is best demonstrated by Super Cruise, the semi-autonomous driver-assist system that leaves (most) driving to the car.
Along secondary roads, I drove hands-on — adaptive cruise control maintaining regulation speed since, ahem, my lead foot gets heavy in this nimble giant. But upon entering I-75, I toggled the additional lane-keep icon on my steering wheel and — like a robotic chauffeur — the Escalade took over the driving duties from me.
A green light signified I could remove my mitts from the wheel. No hands, no feet. I sipped Snapple, rested my hands on my knees and relaxed on my leather throne. Like a driving instructor with a novice driver, however, I still needed to be engaged.
The steering column-mounted infrared camera noticed me looking away from the road for too long while chatting with the alluring Mrs. Payne. That triggered a red light reminding me to pay attention.
North of Bay City, Super Cruise suddenly hit a blind spot. The green light disappeared, the Caddy wobbled — and I quickly took over, bridging the dead zone until the system re-acclimated.
No I-75 trip is complete without orange barrels, and Super Cruise asked that I take over in construction zones. Otherwise, the system worked confidently (Zilwaukee Bridge? No problem. Heavy Flint traffic? Piece of cake.) just like in 2017 when I drove from Memphis to Dallas. Only better.
Super Cruise’s newest trick is auto lane changes conducted with impressive accuracy. I have some experience with auto lane-changing from my Tesla Model 3’s Autopilot system. It’s sci-fi stuff, but the Tesla — driving along at, say, 80 mph, will balk as it encounters a slower car before passing on the left.
The Super Cruise robot chauffeur passes like a human. Seeing a slower car up ahead, my SUV didn’t wait to be slowed down. It put on the left turn signal, pulled left at 80 mph without breaking stride, passed traffic, then pulled immediately back into the right lane. What if a vehicle was to our left, you ask? Cadillac held station until it passed, then executed the passing maneuver. My 32-year-old son — no stranger to the hi-tech abilities of autos I test — gave it a try.
So good is Super Cruise you have to remind yourself to pay attention. There are the aforementioned dead zones and construction areas. Or, heaven forbid, a ladder dropped from a utility truck (yeah, that’s happened) that the system can’t see.
Exit the highway for a bathroom break, and the system will give up as it jumps the invisible geo-fence. Super Cruise has only mapped divided highways.
There are other super features on board.
Tesla launched the first salvo in the screen wars way back in 2012, and Escalade’s offering is three screens in one, spanning a 38-inch-wide, dash-mounted jumbotron. It’s a solution as practical as it is elegant. Whereas deeper console screens — think Tesla Model S or Ram 1500 — require the pilot to look down from the road, the Caddy system is always in your line of sight.
Useful is the left-side touchscreen, which allowed me to variously adjust the head-up display, check mileage or configure the instrument display. I chose to put the navigation route in the display in front of me while using the right console screen to show Sirius XM stations.
The Dark Knight earned high marks for practicality. The diesel engine returned a solid 28 mpg highway (compared with the available V-8’s 20). My wife, son and his bride-to-be traveled comfortably — especially my son, who fell ill from food poisoning on the return journey.
Long journeys and illness don’t pair well, but my son had three restful options: 1) lay the front seat flat, 2) lay the second- and third-row, right-hand seats flat to make a (hard) bed, or 3) curl up in the roomy, dark third-row bench seat (helped, in part, by a new compact independent rear suspension) with the panoramic roof shut.
He chose option three and got needed sleep on our way back home on I-75. Roomy, luxurious, imposing. Escalade is a castle on wheels.
2022 Cadillac Escalade Diesel
Vehicle type: Rear- or four-wheel-drive, seven-passenger SUV
Price: $77,490, including $1,295 destination charge ($110,585 4WD Sport as tested)
Powerplant: 3.0-liter turbo inline-6 diesel
Power: 277 horsepower, 460 pound-feet of torque
Transmission: 10-speed automatic
Performance: 0-60 mph, 7.8 seconds (Car and Driver); towing capacity, 7,800 pounds as tested
Weight: 6,200 pounds (est.)
Fuel economy: EPA 20 mpg city/26 highway/22 combined (AWD as tested)
Report card
Highs: High tech, roomy interior; super Super Cruise
Lows: Hard to park; gets pricey
Overall: 4 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Ford F-150 Lightning EV is fast, affordable and frunk-adelic
Posted by Talbot Payne on May 16, 2022
San Antonio, Texas — Ford F-150 trucks are Swiss Army knives. Their capabilities include trailer towing, mulch hauling, rock-crawling, stream-fording and drag-racing BMWs. They can also conquer the Baja 1000, host UM tailgate parties, offer mobile workspaces, provide first-class transit to the opera, and comfortably seat the Detroit Pistons’ starting lineup.
So offering an electric pickup option doesn’t seem like a stretch.
Like Raptor, hybrid, V-8 and Ecoboost models that have come before it, Ford Motor Co.’s F-150 Lightning EV is an impressive beast. Though its lack of towing range will limit its market, Lightning’s affordable price will tempt many to its electrified talents.
On a remote road in San Antonio ranch country, I set launch control in a Lightning Pro. Mat the brake, mat the accelerator pedal. The 6,500-pound truck let out a short GRUNT like a bull pawing the earth before a charge. I released the brake. To the moon, Alice!
The Lightning bolted forward, four wheels chirping as they channeled instant, 775 pound-feet of torque (ahem, 225 more than a $700,000 Ford GT supercar) to the pavement via twin electric motors. The thrust buried me in the vinyl seatback. With 98-kWh battery below decks, 50/50 weight distribution and independent rear suspension (IRS), the beast is stealthy and solid.
Sixty miles per hour blew by in just 5 seconds, quicker than a turbo-4-powered Mustang coupe. This in a base $45K pickup with utility that would put a comparably priced electric Mustang Mach-E SUV to shame.
Press a button and the hood rises automatically (no finger-cramping, manual hood latch here) to reveal … space. With the engine gone, cargo room measures 14.1 cubic-feet, more than a Fiesta hatchback. It’s a pickup owner’s dream come true: SUV-like storage in front to complement a 5-foot-5-inch bed in back. My tester swallowed two carry-on bags, a briefcase and backpack. Two golf bags will also fit. The hood automatically closes just like a … what to call it?
A hatchfront? Front boot? Front trunk will do. Or “frunk” as Tesla popularized the term years ago. It’s Lightning’s signature feature.
Significantly, Lightning lacks F-150’s signature towing prowess. Capable of towing up to 7,700 pounds, the Pro’s 230-mile range is plenty for metro commutes — but when I asked the truck to travel from San Antonio to Detroit, it told me the 22-hour trip in a gas truck would require 33.5 hours by EV with 15 fast-charging stops totaling 7.5 hours.
Option the bigger battery in upper trims and its 320-mile range won’t do much better. Tow 5,000 pounds and range drops by two-thirds. Tow your camper to Yellowstone? Fuhgeddaboudit. For my Airstream-towing friends Chris and Tom, this is a deal-killer even as they marvel at Lightning’s Tesla-like performance.
This is no Tesla Cybertruck, however.
Where the radical Cybertruck aims to redefine pickup design, autonomy and speed — just as Model S3VY siblings remade their segments — Lightning is content to blend in. That’s a change from Ford’s other EV icon, the Mach-E, which aped Tesla’s Model Y specs ‘n’ screen to gain cred among compact EV buyers.
By contrast, Ford dominates the affordable full-size truck space — and Lightning is first to market. The F-150 Lightning, which Ford officially launched April 26, is the Dearborn automaker’s most important product in its bid to overtake Tesla as the EV market leader.
Happen upon a Lightning and it looks little different from an internal-combustion-engine F-150 (which are everywhere in Texas, where 1-in-5 F-series are sold). No bolt graphic on the front grille. No LIGHTNING stamped in the tailgate. You might notice its lack of tailpipe.
Heck, my favorite base Pro didn’t even have the horizontal front/rear LED lightbars found on XLT, Lariat and Platinum trims. Surely owners would like a little more visual pizzazz for their first EV truck?
Fortunately, Ford didn’t skimp on other details that have made F-150 America’s best-selling pickup.
Think signature Ford windowsill dip for better visibility, roomy rear seats, commanding driver’s position, all-digital displays, 12-inch center touchscreen. With the touch of a button, the gearshift disappears, converting the console into a desktop workspace.
The Pro complements its Tesla-quick acceleration with coveted EV attributes like one-pedal driving and liquid-smooth, 7,700-pound towing ability. Even the F-150’s first independent rear suspension complements the unique EV experience by smoothing out bed flutter and eliminating that bane of pickups: crow-hop in tight turns.
Standard goodies include navi system, blind spot-assist, wireless Apple CarPlay/Android Auto, auto headlamps and drag strip parachute (kidding about the last one). Storage space abounds in the console, doors, the twin glove boxes. Out back, my truck bristled with four 110-volt plugs and one 240-volt plug (courtesy of the must-have, $1,070 Pro Power Onboard upgrade — more on that later) so I could run a rockin’ tailgate party off the truck’s battery — just bring jumbotron, fridge, cooker. The 240 plug will even recharge your buddy in a stranded Mach-E.
The market is flooded with $45K EV utes right now — none can hold a candle to this kind of utility. A $60K Volvo C40 Recharge in my driveway recently had the same 230-mile range and interior features, and would fit in the Ford’s frunk.
The Lightning’s unique attributes fade in upper trims.
With ICE models, walk up the trim ladder and you gain multiple engine options beyond the base F-150’s 3.3-liter V-6: twin-turbo 2.7-liter V-6; twin-turbo 3.6-liter V-6; 3.5-liter hybrid; 5.0-liter V-8. Not Lightning. Upper trims feature the same twin-motors, same IRS, same 775 torque (with horsepower boosted from 452 to 580).
I drove a $75K XLT with cloth seats and adaptive cruise control and a $94K Platinum with a Mach-E-like vertical 15.5-inch touchscreen. Rich Ford customers will buy them because they’re the it thing — but they pale in value to, say, a loaded, $68K F-150 Lariat Hybrid that can charge your tailgate party with the same box plugs. There’s plenty of electric pickup competition north of $80K, like Rivian R1T, GMC Hummer and (coming) Chevy Silverado EV.
Give me the affordable tool. F-150 has always excelled in tech, and my truck nerd friends will geek out on Pro Power Onboard. Wire it into your house like a generator and it’s a Google Nest on wheels.
Charge it overnight on off-peak rates, then power your house the next night during peak rates. When the power inevitably goes out — welcome to southeast Michigan — Lightning can power your home for days. Geeking out yet?
With some 200,000 orders in the books, Lightning’s $7,500 tax credit is already toast. Good. EVs need to stand on their own four feet, and my $45K Lightning Pro is a fine example of how they can.
The truck’s range and towing limitations are evidence of electric vehicles’ narrow appeal, but Lightning knows its niche in the lineup. It’s for those who want Tesla performance that’s Built Ford Tough. Call it a Swiss Army e-Knife.
2022 Ford F-150 Lightning
Vehicle type: Battery-powered, all-wheel-drive, five-passenger pickup truck
Price: $41,769 including $1,695 destination fee ($45,284 Pro, $75,814 XLT and $94,004 Platinum as tested)
Powerplant: 98 kWh or 131 kWh lithium-ion battery with twin electric-motor drive
Power: 452 horsepower (standard battery) or 580 horsepower (extended-range battery); 775 pound-feet torque
Transmission: Single-speed drive
Performance: 0-60 mph, 5.0 seconds standard, 4.5 seconds for extended battery (mfr.); payload, 2,235; towing, 10,000 pounds
Weight: 6,015-6,813 pounds
Fuel economy: EPA MPGe 68 MPGe standard range battery, 70 MPGe long range; range, 230 miles (standard), 320 miles (extended)
Report card
Highs: Frunk-adelic; awesome torque
Lows: Bland exterior; tow-range limited
Overall: 3 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.