Author: Carscoops

Mazda, a company best known for the world’s favorite affordable sports car and wallet-friendly small SUVs, is branching out. It wants a slice of the lucrative premium market dominated by the likes of BMW and Mercedes, and it’s developed an entirely new family of SUVs to help make it happen.

The first of those to to hit the road is the CX-60 you see here. If you’re in Europe, Asia or Australia this BMW X3-sized SUV is either already on sale or will be in showrooms in the next few months. But North American buyers won’t be offered the CX-60 at all. Instead, they’ll get something every similar, but potentially slightly larger and wearing a CX-70 badge later this year.

So far Mazda has only teased bits of information about the CX-70 so we don’t know everything about it, though since it’s based on the same new rear-drive platform as the CX-60, will look very similar inside and out, and use much of the same chassis and drivetrain hardware, much of what we know about the CX-60 probably applies to the CX-70, and, to a lesser extent, the even bigger three-row CX-90 that Mazda revealed in January, which is also built from the same component set.

To help the CX-60 stand out against established premium rivals Mazda has given it a huge grille, and flanks that curve like a ribbon, cleverly catching light in a way that conveys an athletic look. But most striking of all is the slightly old-fashioned cab-backwards profile designed to draw attention to this SUV’s new north-south engine layout. Other existing Mazda SUVs including the large, and soon to be axed CX-9, all used a transverse engine, but the CX-60, 70 and 90 ride on a new longitudinal layout platform.

Related: 2022 Mazda CX-60 Debuts As Brand’s Most Powerful Production Car, Gets Straight-Six Engines And PHEV

That format is standard fare for the big German brands, so even if it doesn’t bring the handling benefits Mazda claims, it should give the CXs more credibility when battling the likes of BMW, as should the new range of inline six-cylinder, mild-hybrid petrol and diesel engines the new architecture allows.

Six Cylinder Or Mazda’s First Ever PHEV

The 3.0-liter diesel makes either 197 hp (200 PS) or 251 hp (254 PS), while the 3.3 gas motor arriving in Europe this year is rated at a disappointing 276 hp (280 PS). America’s seven-seat CX-90 features a stouter 340 hp (345 PS) version of the petrol six, and it’s possible the CX-70 will get the same. But the car we’re driving, and the one that’s going to swallow up the majority of sales in the UK where I’m driving it, is the unusual PHEV four-cylinder alternative that will also be offered in the CX-70 and CX-90.

I say unusual because Mazda’s first ever plug-in hybrid mates a relatively large (2.5-liter), but naturally aspirated inline four with an electric motor, when most rivals have gone for 2.0 liters and turbos. It makes a total of 323 hp (327 PS) and 367 lb-ft (500 Nm), a good chunk of which comes from the 173 hp (175 PS / 129 kW) electric motor packaged between the petrol engine and eight-speed automatic transmission.

Decent Electric Range, Dodgy Refinement

The motor draws from a 17.8 kWh battery that can be charged from a regular household socket in 7hr 50 mins or via a 7.4 kW charger in 140 mins, and gives an official WLTP range of up to 39 miles. That’s not bad, and though European WLTP figures are notoriously optimistic, I got over 32 miles out of a charge on several days that even included 70 mph cruising. Unfortunately the overall range when using both power sources isn’t so hot. I struggled to get much over 300 miles out of the 50-liter (13.2 gal U.S) tank on a fast motorway journey, even when starting with a full battery.

But worse than the economy is the refinement, or rather the lack of it. The four-cylinder engine has a fairly hard edge to it that you might call sporty if you were being charitable, and sometimes under really big loads emits a supercharger-like whine, but I suspect the six-cylinder alternative will far better fit the premium image Mazda is trying to portray. Worse than the sound though, is the terrible interplay between the ICE and electric powertrains. The car struggles most when you come on and off the accelerator in town, randomly sending huge jolts through the drivetrain, or not giving you any power then suddenly lurching forward.

I’ll be just as surprised if Mazda dealers aren’t inundated with CX-60 buyers returning with their cars to ask if they’re really meant to feel like that. Stick to EV mode when you’ve got sufficient charge and the driving experience is smoother, though since the electric motor drives through the eight speed transmission rather than acting directly on the axle, you feel every jolt of the transmission shifts as it moves up the ratios.

Fun To Drive, But Ride Unsettled

It’s a shame that the hybrid drivetrain is so jerky, because the CX-60 actually drives pretty well in other respects. There’s not stacks of steering feel, but the steering does feel responsive, just as you’d expect from a Mazda, there’s plenty of grip and the brake-based torque-vectoring feature used to nip the inside rear caliper helps the CX-60 change direction smartly. We wish Mazda had developed a set of adaptive dampers though. That would have taken the sting out of the jiggly low-speed ride and improve the high-speed body control of what is, at around 2,071 kg (4,566 lbs), a fairly heavy car. Unfortunately trick dampers are not available even as an option.

Quality Interior, But No Touchscreen

The other thing plenty of would-be CX-60 owners might be wanting but can’t have, is a touchscreen infotainment system. The CX’s stylish letterbox-format, high-resolution 12.3-in display is just begging to be prodded, but can in fact only be operated by the iDrive-style scroll wheel on the console (or your voice if you’ve got the patience). I should make clear that I love rotary controllers and hate cars that make you do everything through the screen. But there are times when each kind of control is far preferable to the other. BMW’s recently facelifted X3 gives you both options, so why doesn’t the CX-60?

The interior looks great though; overall it’s as welcoming as anything you’ll meet in a German brand’s showroom. The quality is first rate and everything is logically laid out. It’s great to see plenty of hard keys for the climate system above the smartphone charging tray, though some of those buttons are pretty small, and while we’re griping, it would be nice to see more options to configure the information available in the 12.3-in digital instrument cluster. It looks neat on first inspection, but doesn’t do much.

A CX-5 Comes Close For Space

There’s enough space for four passengers in the CX-60, but it definitely doesn’t move the game on in any way, even if higher-spec models like ours feature a Driver Personalization System that uses facial recognition to judge where to adjust the seat for you. There’s no option to slide the rear seat back and forth to give rear passengers more legroom, but there is at least plenty of cargo room thanks to the 570 liters (20.1 cu-ft) of luggage area. That’s slightly more than you get in either a Toyota RAV4 hybrid or the CX’s premium rivals, but not by enough to swing a buying decision.

Price and equipment 

Related: Mazda CX-60 Gains Sporty Styling Kit From Japanese Tuner

The UK CX-60 comes in three flavors starting with the entry level Exclusive-Line (what, exclusively for tightwads?), which costs £42,990 for the low-power 197 hp diesel, £45,630 with the 251 hp diesel and £45,420 as a PHEV. The mid-spec Homara comes only with the PHEV motor (£48,170) or high-power diesel (£48,380), as does the top-spec Takumi, though inexplicably the £50,730 diesel then commands a £1,210 premium over the PHEV.

They’re all well equipped, even the base model getting keyless entry, leather trim and LED lights. But our Homura justifies its £2,750 premium over the base car with a wheel upgrade from 18s to 20s, electrically adjustable and vented front seats and heated outer rear seats, Bose HiFi and a hands-free function for the power tailgate. Top-spec Takumi’s benefits are more about style than equipment, and include a maple wood interior, white leather seats and machine-finish alloy wheels for an additional £1,350.

What’s It Up Against? 

Here’s where the CX-60 hybrid makes its strongest case against not buying a BMW X3, Audi Q5 or Lexus NX. The entry-level CX-60 PHEV costs £45,420 here in the UK, versus £54,825 for the least expensive BMW X3 PHEV, and £53,000 for the equivalent Audi Q5. It’s seriously big on value, at least in Europe relative to the cars it hopes to beat.

That ‘bargain’ £45,420 equates to $54,650, which doesn’t sound so great, but since the bigger CX-90 has a confirmed starting price of $40,970 including destination, you can expect the five-seat CX-70 to be priced in the high $30k range, which would make it round $8-10k cheaper than an entry-level all-wheel drive X3.

Verdict

In many ways the CX-60 is a strong new entry to the premium SUV class. It might not have the badge kudos of a BMW X3 or Lexus NX, but it does have a great interior, long list of standard kit and it comfortably undercuts its rivals on price.

But the hybrid powertrain lets the side down. While it has a reasonably long EV range, its low-speed manners would be unacceptable in a cheap mass-market SUV, never mind a premium one. The UK’s company car tax structure means most buyers will feel compelled to get the hybrid, but while we haven’t driven the six-cylinder alternative engines it’s hard to believe they won’t show the CX-60 off in a better light.

We’re hanging on to this car for a few months and will be reporting more on what we like and don’t like about it. Got something you want to know about it? Drop a comment below.

Mazda introduced the 2024 CX-90 last week and now they’re following up with pricing as well as fuel economy estimates.

Kicking things off is the entry-level CX-90 3.3 Turbo Select, which begins at $39,595.  The crossover features a handsome exterior with a honeycomb mesh grille, black accents, and 19-inch alloy wheels.  The model also comes equipped with rain-sensing wipers and a power liftgate.

Moving inside, the three-row crossover has a 7-inch display in the instrument cluster and a 10.25-inch infotainment system with Android Auto and Apple CarPlay.  They’re joined by a leather-wrapped steering wheel, an eight-way power driver’s seat, and an eight-speaker audio system.  The model also has an automatic climate control system, a push-button ignition, and USB charging ports in the first two rows.

More: 2024 Mazda CX-90 Eyes The Luxury Segment Packing Inline-Six Turbo With Up To 340 HP

Despite its entry-level status, the CX-90 3.3 Turbo Select comes with a host of driver assistance systems including Mazda radar cruise control with stop and go, lane keep assist with lane departure warning, and rear cross traffic alert. They’re joined by a blind spot monitoring system, smart city brake support, driver attention alert, and a rear seat alert system.

Power is provided by a turbocharged 3.3-liter inline-six that produces 280 hp (209 kW / 284 PS) and 332 lb-ft (450 Nm) of torque.  It’s connected to an eight-speed automatic transmission and a standard all-wheel drive system.  In terms of fuel efficiency, the crossover carries an EPA estimated rating of 24 mpg city, 28 mpg highway, and 25 mpg combined thanks in part to its 48-volt mild-hybrid system.

Moving up the trim ladder is the $43,445 CX-90 3.3 Turbo Preferred, which has a lightly revised exterior with piano black accents as well as a power sunroof.  Bigger changes occur in the cabin as there’s black or “greige” leather seats with heating and power adjustment up front.  The Preferred trim also adds second-row sun shades, third-row USB charging ports, and no-cost captain’s chairs in the second-row.

The $45,900 CX-90 3.3 Turbo Preferred Plus builds on that by adding a wireless smartphone charger, wireless Android Auto and Apple CarPlay, and a head-up display.  The model also adds a Tow mode to the standard Sport and Off-Road settings.

The $48,900 CX-90 3.3 Turbo Premium is distinguished by a more upscale exterior with chrome trim, a shark fin antenna, and larger 21-inch wheels.  Other niceties include a panoramic sunroof and a hands-free power liftgate.

The amenities extend to the cabin as the model comes standard with second-row captain’s chairs as well as an auto-dimming rearview mirror with Homelink.  Buyers will also find a 12-speaker Bose premium audio system, a driver’s seat memory system, upgraded interior lighting, and SiriusXM satellite radio.

To keep drivers safe, there are additional safety features including emergency lane keeping and a secondary collision reduction system.  They’re joined by blind spot assist, traffic sign recognition, and front and rear parking sensors.

The final member of the CX-90 3.3 Turbo lineup is the $52,950 Premium Plus.  It sports a 12.3-inch digital instrument cluster, a heated steering wheel, and Nappa leather front seats with heating, ventilation, and eight-way power adjustment.  Buyers will also find  heated second-row seats, a windshield wiper de-icer, power-folding auto-dimming side mirrors, and a power outlet in the cargo area.

Mazda also throws in additional safety features including smart brake support reverse, front crossing, and turn-across traffic braking. The 360° view monitor is also “enhanced with a new see-through view feature that projects a large image of the area ahead of and besides the CX-90 on the center display.”

The 340 HP Variant Starts At $51,750

Buyers looking for more performance can opt for the $51,750 CX-90 3.3 Turbo S.  The model builds on the CX-90 3.3 Turbo Premium and features 21-inch wheels, additional body-color components, and an adaptive front lighting system.

Other highlights include a 12.3-inch digital instrument cluster, an eight-way power front passenger seat, and a six-passenger seating option.  Buyers will also find Cruising & Traffic Support, which combines adaptive cruise control with lane centering.  The crossover also sports vehicle exit warning, which warns occupants about vehicles, pedestrians, and cyclists approaching from the rear.

More importantly, the CX-90 3.3 Turbo S sports an upgraded 3.3-liter inline-six engine that develops up to 340 hp (254 kW / 345 PS) and 369 lb-ft (500 Nm) of torque when running on premium gasoline.  Despite being significantly more powerful, the EPA estimated fuel economy rating only dips to 23 mpg city, 28 mpg highway, and 25 mpg combined.

Buyers looking for more luxury can upgrade to the $56,450 CX-90 3.3 Turbo S Premium, which features a six-seat interior with Nappa leather as well as a heated steering wheel with power adjustment.  There’s also an auto-dimming rearview mirror and auto-dimming side mirrors with power folding.  Buyers will also find safety features such as smart brake support reverse, a 360° view monitor with see-through view, and front cross traffic alert with front cross traffic braking.

The model’s standout feature is a driver personalization system, which can use an interior camera and facial recognition technology to recognize drivers, so their preferred settings can automatically be loaded when they get into the vehicle.

That brings us to the range-topping CX-90 3.3 Turbo S Premium Plus, which starts at a whopping $59,950.  It fully embraces luxury as buyers will find a two-tone leather-wrapped steering wheel, maple wood trim, and suede-like fabric on the dashboard.

Mazda’s flagship crossover also sports upgraded footwell lighting as well as heated and ventilated second-row captain’s chairs that are separated by a center console.  Last but not least, there’s special Nappa leather seats for an added touch of elegance.

The 4-Cylinder Plug-In Hybrid Starts At $47,445

Lastly, there are three plug-in hybrid trims.  The CX-90 PHEV Preferred starts at $47,445 and echoes the CX-90 3.3 Turbo Preferred.  However, it comes equipped with a 12.3-inch digital instrument cluster and can be had with either seven or eight seats.

While the equipment isn’t remarkable, the crossover is notable for featuring a plug-in hybrid powertrain that consists of a naturally aspirated 2.5-liter four-cylinder engine, an electric motor, and a 17.8 kWh battery pack.  This setup gives the model a combined output of 323 hp (241 kW / 327 PS) and 369 lb-ft (500 Nm) of torque.  More importantly, the crossover can travel short distances on electricity alone, although details won’t be released until closer to launch this spring.

The $52,900 CX-90 PHEV Premium sports chrome accents, a panoramic sunroof, a hands-free power liftgate, and 21-inch wheels. Inside, there’s second-row captain’s chairs, a wireless smartphone charger, a 12-speaker Bose premium audio system, and an auto-dimming rearview mirror with Homelink.  Other highlights include a driver’s seat memory function, wireless Android Auto and Apple CarPlay, and SiriusXM satellite radio.  Buyers will also find emergency lane keeping, a secondary collision reduction system, blind spot assist, traffic sign recognition, and front and rear parking sensors.

Finally, there’s the $56,950 CX-90 PHEV Premium Plus.  It sports Nappa leather front seats with heating, ventilation, and eight-way power adjustment.  The model also has heated second-row seats, a windshield wiper de-icer, power folding side mirrors, and extra safety equipment including front crossing, turn-across traffic braking, and a 360° view monitor with see-through view.

Needless to say, the CX-90 offers an extensive and slightly confusing lineup.  However, there’s something for everyone as there’s a $20,355 spread between the entry-level variant and the range-topping model. If you’re so inclined, you can build your own on the company’s new configurator.

Note: Prices exclude a $1,375 destination and handling fee ($1,420 in Alaska)

The 2023 BMW M3 CS borrows heavily from last year’s M4 CSL coupe to ensure that it’s lighter, stiffer and faster than the regular 2023 M3 sedan.

But, while it does get the CSL’s 553 hp (550 PS) engine, its carbon hood and sticky Michelin Pilot Sport Cup 2 tires, is it really the most extreme road car to wear the M3 badge since BMW first applied it to a trunk lid almost 38 years ago? We dug through the M3’s back-catalog to look at the previous hardcore M3s and see which one offered the biggest upgrade over the standard car.

1988 E30 M3 Evolution II – 501 produced

Related: 543-HP 2024 BMW M3 CS Is An Even Faster M4 CSL For The Family Guy

BMW created the original E30 M3 in 1985 to go racing, but to stay competitive though the late 1980s and beyond it needed to homologate upgrades that gave us the Evolution cars. The Evo I was only very slightly different, but the Evolution II’s changes included a wheel upgrade from 15- to 16-in, thinner glass, a lighter trunk lid, deeper front spoiler and an extra rear spoiler. The 2.3-liter, naturally-aspirated inline four also got a small 20 hp (20 PS) boost to 217 hp (220 PS).

Credit: Silverstone Auctions

1990 E30 M3 Sport Evolution – 600 produced

The Sport Evo might not be as rare as the earlier EVO II, but it’s by far the more desirable. It gained adjustable front and rear spoilers, even wider fenders, chunky Recaro seats and a more modern Alcantara-wrapped M-Technic II steering wheel. But the real jewel was the S14 inline four, which was opened up from 2.3- to 2.5 liters and even with a standard catalyst (not then required by law in all of Europe) it made 235 hp (238 PS).

1995 E36 M3 GT – 350 produced

The M3’s switch to six-cylinder power for the E36 had already yielded a big jump in output to 282 hp (286 PS), but BMW bumped that to 291 hp (295 PS) with the help of 264-degree cams for a short run of British Racing Green GTs produced to homologate racing upgrades. Other performance-focused changes included adjustable front and rear spoiler, a strut brace and lightweight aluminium doors.

1995 E36 M3-R – 15 produced

The M3-R was even wilder than the GT, though these Australian-market cars were actually ordered as standard M3s before being dispatched to Frank Gardiner Racing in Oz for a comprehensive mechanical makeover legitimizing BMW Australia’s efforts in the Australian Super Production series. Each of the 15 cars received stiffer springs and shocks, AP Racing brakes and a 319 hp (324 PS) Schnitzer-modded S50 B30 motor mated to a heavy-duty 850Ci driveshaft and AP Racing clutch.

Credit: Dutton Garage

1995 E36 M3 Lightweight – 115 produced

America was sold a bit of a dummy when the E36 M3 first appeared. Instead of the 282 hp (286 PS) S50 B30 with its six throttle bodies that the rest of the world got, the U.S. cars were stuck with a 240 hp (243 PS) S50 fed through a single throttle body. 

But BMW North America did instigate the production of the rather special M3 Lightweight, which retained that anaemic six but made it feel much stouter by cleaving 225 lbs (102 kg) from the curb weight, fitting a short final drive, and applying chequered flag graphics to the Alpine White III paint (worth 20 hp alone). And for those who wanted to go further, dealers were primed to supply suspension and brake upgrades, plus a special oil pan for high-g cornering.

1994 E36 M3 GTR – 2 produced

The craziest of all road-going E36 M3’s though, is the GTR. Only two street cars were built to homologate the car for the 1994 ADAC German GT Cup Touring Car series, and with a totally stripped (but caged) interior, lightweight body panels stretched to accommodate 18-in track rubber and a 297 hp (300 PS) S50, even a trip to the store must have felt like the warm-up lap on the Nürburgring 24 Hours.

2003 E46 M3 CSL – 1,383 produced

BMW hadn’t used the Coupe Sport Lightweight name on a road car in almost 30 years when it applied it to a hardcore version of the critically acclaimed E46 M3 in 2003. The S54 3.2-liter six’s output was lifted from 338 hp (343 PS) to 355 hp (360 PS) and came only with the six-speed SMG paddle-shift transmission, and the lower, stiffer chassis featured wider front wheels, grippy Michelin Pilot Sport Cup tires, and a faster steering rack.

The CSL also gave us an M Track stability mode activated by a button on the Alcantara wheel that allowed more slip without completely removing the safety net. There were also subtle styling tweaks, including a carbon roof panel and composite front and rear bumpers and sculpted trunk lid, and the interior featured one-piece front buckets, special slimmed-down rear seats and minimalist door panels.

2005 E46 M3 CS – 3,011 produced

Related: New BMW 3.0 CSL Is A Re-Bodied M4 With 553 HP And A Manual Gearbox

Don’t remember the E46 CS? That’s probably because only BMW Great Britain used that name for what BMW internally referred to by the code ‘ZCP.’ Everywhere else, including in the U.S., the same confection was known as the Competition Package, and was designed to give the regular M3 a light dusting of CSL through the use of two-piece, cross-drilled brake discs, a quicker steering rack, CSL-style wheels and the CSL’s M Track stability mode. Not changed was the stock M3’s S54 3.2, which came mated to the same choice of manual or SMG transmission and was rated at 333 hp (337 PS) in the U.S. BMW would revisit the Competition Package idea in 2010 on the E92 M3.

Credit: Matt Woods/Collecting Cars

2002 E46 M3 GTR – 3 produced

Like the original E9 CSL coupe of the 1970s, but unlike the 2003 M3 CSL or the 2022 M4 CSL, which are simply tasty marketing exercises, the E46 M3 GTR was a proper homologation special. Only three cars are believed to have been built to allow BMW to race a radically different M3 in the American Le Mans Series. How radical? Try an M3 powered not by the S54 inline six fitted to the regular M3 road cars, but a 4.0-liter V8 that produced 375 hp (380 PS).

2011 E90 M3 GTS – 138 produced

The M3 GTS wasn’t a homologation special, but it did a solid job of tricking a few people into thinking it was. It featured proper coil-over suspension, upgraded brakes, thinner glass, polycarbonate rear- and rear side windows, two buckets in the front and no back seats to help chop 154 lbs (70 kg) of flab. But the best bit was under the hood.

The E90 M3 road car had taken its lead from the old M3 GTR and stepped up to a 4.0-liter V8 for its 2008 debut, but the GTS got a 4.4-liter version of the same S65. Power swelled from 416 hp (420 PS) to 444 hp (450 PS) and was channeled to the road through BMW’s seven-speed M-DCT dual-clutch transmission.

2012 E92 M3 CRT – 67 produced

The 2012 M3 CRT is to the 2011 M3 GTS what today’s M3 CS is to last year’s M4 CSL. Not that BMW made it hugely obvious to anyone passing by a CRT on the street. This thing was seriously stealthy. While the GTS came only in bright orange, the CRTs were all painted Frozen Polar Silver with just a smattering of red details to draw your attention.

That name stood for Carbon Racing Technology, by the way, and highlighted BMW’s use of composite materials. The CRT’s hood, front seats and spoilers were all fashioned from carbon left over from the production of the i3 and i8 passenger cells. The 4.4-liter S65 V8 was carried over from the GTS coupe, but the sensible glass and fairly luxurious specification made clear this was made to be a more useable machine, much like the new all-wheel drive M3 CS.

2016 F80 M3 Competition Package – 14,969 produced

BMW had offered its first four-door M3 back in 1995, but 20 years later the M3 became a sedan-only model as BMW created a new M4 badge for coupes and convertibles using the same turbo’d six-cylinder drivetrain. They all made 425 hp (431 PS), but 2016’s optional Competition Package for both the M3 and M4 (pictured here) bumped that to 444 hp (450 PS). It was so successful that 14,969 people chose to tick the box, while only 10,851 decided to take the M3 in base form.

2018 F80 M3 CS – 1,263 produced

The Competition Package was a hit, but for a small number of BMW fans who wanted even more, BMW created an even tougher global CS model in 2018. Weight was down by around 22 lbs (10 kg) thanks to a carbon hood, there was a carbon splitter and rear lip spoiler, and the suspension was retuned to suit the track-ready Michelin Pilot Sport Cup 2 tires. And let’s not forget the extra punch: there was no E90 M3 CRT-style capacity increase for the CS, but it did get a power hike from 444 hp to 454 hp (460 PS), and torque increased from 406 to 443 lb-ft (550-600 Nm).

2023 G80 M3 CS 

Related: BMW M EV Prototype Blends i4 And M4 Looks With A Quad Motor Setup

The CS returns for 2023, but with one very specific skill it didn’t have in 2018, and we’re not talking about that fancy new curved iDrive dashboard screen. For the first time the CS comes only with an all-wheel drive transmission, though this being BMW M’s clever xDrive system, you can switch it to rear-wheel drive mode when you want to play hooligan. The M4 CSL coupe, by way of contrast, is rear-wheel drive, and so substantially lighter (by 275 lbs / 125 kg), but both cars get the same 543 hp (550 PS) inline six and the CS’s all-wheel drive bite hauls it to 62 mph in 3.2 seconds, or 0.6 seconds faster than the CSL coupe.

Looking at this family tree we can see that the latest CS is the most powerful M3 yet, and the first to deliver all-wheel drive traction which might make it the best all-rounder of the lot. But it’s definitely not the craziest or the most driver-focused. Which would you park at the front of your garage and which would you bury at the back?

Are you celebrating a major birthday in 2023? Some of the world’s best loved cars and brands are, including Honda, Lamborghini, Corvette and the Porsche 911.

A couple of the cars we’ve featured went out of production long ago, but most of the names are still alive and kicking even after 60 or 70 years in the limelight, which is some achievement. How many do you think will last another decade?

1. Chevrolet Corvette – 70 years

Let’s kick things off with a big one, the Chevrolet Corvette’s 70th anniversary. It’s fair to say that the Vette didn’t get off to the best start. GM came close to axing the whole project in the early years, yet in 2023 the now mid-engined Corvette is in arguably its best shape ever (if not actually the best-shaped Corvette ever). Demand for the base car is still massive, the Z06 is a real supercar killer, and there’s so much more to come, including hybrids, an EV, and allegedly a crossover.

2. Porsche 911 – 60 years

Related: Do You Know How The Iconic Porsche 911 Got Its Name?

The Porsche 911 didn’t officially go on sale until 1965, but the car made its global debut in the fall of 1963 as the 901. The name might have changed at Peugeot’s insistence, but even 60 years later the silhouette is almost exactly the same. And of course the engine is still slung out beyond the rear axle, though today’s 380 hp (385 PS) entry-level Carrera makes almost three times as much grunt as the 128 hp (130 PS) 2.0-liter original. 

3. Honda – 60 years

Honda was founded in 1946, but it didn’t make its first automobile until 1963. And that was just a tiny T360 pickup truck built to meet Japanese kei microcar regulations – not exactly a harbinger of world domination. Yet by 1990 Honda’s Accord would be the best selling car in America and in 2021 the CR-V was the third-best selling car globally, racking up almost 900,000 sales.

4. Lamborghini – 60 years

You could reasonably argue that Lamborghini as we know it wasn’t born until the fully dressed mid-engined Miura chassis was first shown to the world at the 1966 Geneva Motor Show, but the company itself dates back to 1963 and the front-engined 350 GTV prototype. The GTV didn’t make it to production, but the engine – a 3.5-liter V12 with two overhead cams per bank to Ferrari’s one – did, and Lamborghini has been a thorn in Maranello’s side ever since.

5. Caterham – 50 years

The Seven sports car celebrated its 60th birthday in 2017 but this year marks its half century as the Caterham Seven. Colin Chapman sold the rights to Caterham in 1973 when he wanted to take Lotus upmarket, and even he’d be astonished to see how relevant and desired it remains today thanks to Caterham’s nurturing and the rightness of the original design.

6. Chrysler Minivans – 40 years

In today’s SUV-obsessed age it’s easy to forget what a massive deal minivans used to be – particularly the Chryslers that helped kick-start the craze. The Voyager was Plymouth’s version of the groundbreaking Chrysler S-series minivan that launched in late 1983, and while the Plymouth name died over 20 years ago, the Voyager badge and Chrysler’s minivan is still going strong. Today, the Chrysler-branded minivan goes by the Pacifica name, but fleet customers get a basic version sold as a Voyager.

7. Aston Martin DB5 – 60 years

The DB5 was only in production for a couple of years after its 1963 launch, and actually wasn’t much different from the DB4 Series V, the main upgrade being a straight-six enlarged from 3.7 to 4.0-liters. But it’s become such an icon thanks to its association with the James Bond franchise that you just know Aston will be planning some of its own 60th anniversary celebrations this year. 

8. Cadillac Escalade – 25 years

Cadillac only got around to giving the Escalade the high performance V treatment last year, but the basic Escalade hits its quarter century in 2023. Needing a luxury rival to the new Lincoln Navigator, GM put lipstick on a GMC Yukon Denali, and 25 years later the current truck still shares its body-on-frame DNA with the Yukon and Chevy’s Tahoe/Suburban. And all of those vehicles are based on the same GMT1XX platform found under the Chevy Silverado, which also turns 25 this year.

9. Audi TT – 25 years

The TT better make the most of this birthday because it’ll be its last. Audi is replacing its stylish coupe and convertible sports cars with an EV, though that new “emotive model” will at least be in the same price range, the company assures us. But we’ll be amazed if the new car looks as fresh as the original TT does at 25 years old.

10. Ford Mustang II – 50 years

The Mustang everybody loves to hate was introduced in the fall of 1973, only two months before the first oil crisis. Little wonder then that sales of the drastically downsized pony car almost trebled to 386,000 despite the car’s distinct lack of performance – you couldn’t order it with a V8 that first year, and even the 5.0-liter ’78 King Cobra pictured couldn’t muster more than 139 hp (141 PS).

Editor’s Note: This article has been updated with all the latest arrivals in the electric pickup segment including from Ram, Lordstown and GMC

Ram has finally unveiled the first details about its upcoming all-electric, full-size pickup truck with the Ram 1500 Revolution concept, so we can finally compare it to the competition. Set to go into production in 2024, it won’t hit the road until much later than its cross-town rival, the Ford F-150 Lightning, and even the Chevrolet Silverado EV. Today we’re asking, will it be worth the wait?

The last of the Detroit three to throw its hat in the electric pickup ring, the Ram 1500 Revolution has a lot of work to do to make up for its late arrival. The automaker promises, though, that its pickup will be a leader in the “areas customer care about the most: range, towing, payload, and charge time.”

Those qualities should help it compete against not just its cross-town rivals but the new school of all-electric startups like Rivian, Tesla, and Lordstown, all of which want a slice of the apparently quite popular electric pickup pie.

Ram 1500 Revolution

RAM 1500 REVOLUTION SPECS
› 0-60mph N/A
› Estimated 500 miles or range
› Can recover additional 100 miles of range in 10 minutes
› Adjustable air suspension
› Price: Anticipated to start at around $55,000
› Towing Capacity: >10,000 lbs

To start with, let’s look at the new Ram’s stats. Because the vehicle the brand unveiled today is still just a concept that’s set to go into production in more than a year, a variety of details remain unknown. These include the price, how quick it will be, how much power it will put out, and more. We do know, however, that the STLA platform on which it will be based is being designed to deliver more than 500 miles (805 km) of all-electric range, which exceeds that of most of the competition, as you’ll see below.

Read: 2024 Ram 1500 BEV Previewed By Revolution Concept At CES

Ram promises that it will be able to recover 100 miles of range in just 10 minutes at a 350 kW fast-charging station. And, although it hasn’t revealed any towing figures yet, it has said that it will “lead the competition,” which suggests that it will be able to trailer more than the 10,000 lbs (4,536 kg) that the Chevrolet Silverado and Ford F-150 Lightning can manage, and may even beat the Tesla Cybertruck’s 14,000 lbs (6,350 kg), though it’s unclear if the stainless steel special will even be on roads by 2024. High-tech features like a removable center touchscreen and a movie projector, meanwhile, could help the Ram appeal to more than just contractors.

Prices for the production electric Ram 1500 have not yet been revealed, but it is expected that the automaker will try to keep them in-line with competition like the Ford F-150 Lightning, which now starts at $56,000.

2024 Chevrolet Silverado EV

CHEVROLET SILVERADO EV SPECS
› 0-60mph 4.5 seconds
› Up to 400 miles of range (manufacturer est.)
› Up to 100 miles of range added in 10 minutes of charging
› Independent front and rear suspension
› Price: $39,900 base/$105,000 RST First Edition (before tax credits)
› Towing Capacity: 10,000 lbs
› Payload: 1,300 lbs

Based on GM’s Ultium platform, the Silverado EV is capable of making up to 754 HP (562 kW / 764 PS) and 785 lb-ft which should help it get to 60 mph (96 km/h) in as fast as 4.5 seconds. The truck will also be capable of going up to 400 miles (644 km) on a single charge. Standard DC fast charging, meanwhile, should help it get back to work in a hurry.

Read: 2024 Chevrolet Silverado EV Debuts With 664 HP, 400-Mile Range, And The Avalanche’s Midgate

It will be capable of trailering up to 10,000 lbs (4,536 kg) and can handle up to 1,300 lbs (590 kg) of payload, says Chevy. The Silverado EV will get a work truck variant that, like the Ford F-150 Lightning and the Tesla Cybertruck, was expected to start at around $39,000 when it was announced in early 2022. That price is likely to change before it hit showrooms in fall 2023. Although the Silverado lags behind Ford’s electric pickup, it will have been on the market for a while before the Ram is ready for sale.

2024 GMC Sierra EV

GMC SIERRA EV SPECS
› 0-60mph <4.5 seconds
› Driving range of up to 400 miles
› Recharges up to 100 miles in 10 mins (DC fast charge)
› Price: from $50,000 (Estimate from October 2022)
› Towing Capacity: up to 9,500 lbs
› Payload: 1,300 lbs

The all-electric version of the GMC Sierra will arrive shortly after the Chevrolet Silverado, in early 2024. The pickup will focus more on a premium experience than it will on capital T truck stuff compared to its competition.

That means a relatively low towing capacity of just 9,500 lbs (4,309 kg) and a payload capacity of 1,300 lbs (590 kg). Available with up to 754 hp (562 kW / 764 PS) and 785 lb-ft (1,063 Nm) of torque in Max Power mode, though, it should be able to hit 60 mph (96 km/h) in less than 4.5 seconds.

With a range of 400 miles (644 km) and DC fast-charging technology, it will be able to regain as many as 100 miles (161 km) of range in just 10 minutes. Thanks to a bidirectional charging system, the truck will also be able to power a home’s essential necessities for up to 21 days, the automaker promises.

2023 Ford F-150 Lightning

FORD F-150 LIGHTNING SPECS
› 0-60mph 4.4 seconds (says Joe Biden)
› 230 miles std range, 300 extended range (EPA est.)
› 41 min to charge to 80 percent
› Independent rear suspension, 14.1-cu ft frunk
› Price: Starting at $56,000
› Towing Capacity: 10,000 lbs (extended range)
› Payload: 2,000 lbs

Ford now looks like an early adopter (though it was beaten to the punch by Rivian), but that quick start also means that the F-150 Lightning is slightly behind its Detroit rivals in terms of power. Rated at 563 hp (571 PS/420 kW), and 775 lb-ft (1,051 Nm) of torque, its motors struggle to keep up with the Chevy’s and the GMC’s, which are rated at up to 780 lb-ft (1,058 Nm) and 785 lb-ft (1,063 Nm) of torque, respectively.

Read Also: Who Got It Right, Ford’s Straight-Laced F-150 Lightning Or Tesla’s Cocky Cybertruck?

Despite that, Ford claims that its truck is able to trailer just as much as the Silverado and has a larger payload, which is set at 2,000 lbs (907 kg). Its range, however, tops out at 300 miles, leaving it at something of a disadvantage compared to the competition, especially for those looking to “go further.”

2023 Rivian R1T

RIVIAN R1T SPECS
› 0-60mph 3.2 seconds
› Driving range between 230-400 miles
› Recharges up to 140 miles in 20 mins (DC fast charge)
› Price: from $73,000
› Towing Capacity: up to 11,000 lbs
› Payload: 1,760 lbs

Rivian’s R1T was called a game-changer when it was unveiled, but its $73,000 starting price tag is considerably higher than the competition—though Ford’s prices keep creeping up closer to it. That said, the company is mostly focused on customer trucks, not bare bones work trucks, making the price a little easier to understand.

Despite being the first pickup to the electric party, its stats are still up-to-date. It’s no slouch, with motors that make up to 800 hp (811 PS/596 kW) and 900 lb-ft (1,220 Nm) of torque, and it can to tow up to 11,000 lbs (4,990 kg). Its payload rating, however, is lower than the Ford’s at 1,760 lbs (798 kg).

With a wide variety of lifestyle tricks and an interior designed for comfort, it may appeal to the weekend warriors who are really in the market for a premium pickup. Whether the company can leave a tough 2022 behind it and shine in 2023, though, remains to be seen.

2024 Tesla Cybertruck

TESLA CYBERTRUCK SPECS
› 0-60mph 6.5-2.9 seconds (single motor/tri-motor)
› Range 250-500 miles (single motor/tri-motor, EPA est)
› 44 min to charge to 80 per cent (est)
› Armor glass, 100-cu ft lockable bed with ‘magic’ tonneau
› Price: from $39,900 (claimed)
› Towing Capacity: 7500 lbs std, 14,000 lbs opt

For those who like a gamble, there’s the Tesla Cybertruck. Although it was announced and previewed in 2019, the production version of the vehicle has yet to be unveiled in final production form. The company is still making announcements about the truck, though, including that it will use the same megawatt charging technology as the company’s newly released Semi truck.

With a range between 250 to 500 miles (402-805 km), it should be right up there with the Ram 1500 EV as the longest-distance pickup on sale when it arrives. With up to 690 hp (699 PS/514 kW) and 824 lb-ft (1,117 Nm) of torque, it won’t be the most powerful, but Tesla promises that it will be able to tow up to 14,000 lbs (6,350 kg) and will have 3,350 lbs (1,520 kg) of payload capacity. Despite its outlandish appearance, Tesla has already taken more than 250,000 pre-orders for the futuristic truck.

2023 Lordstown Endurance

LORDSTOWN ENDURANCE SPECS
› 0-60mph 6.3 seconds
› Driving range between 200 miles
› Charges from 20 to 80% in 45 minutes
› Price: from $45,000
› Towing Capacity: up to 8,000 lbs
› Payload: 1,050 lbs

And, finally, there’s the underdog Lordstown Endurance. Made by a company that has known no shortage of troubles, the truck’s makers have long believed in its in-hub motor technology to reduce the number of moving parts and give it true all-wheel-drive.

Unfortunately, despite the comeback story (the company has finally started delivering trucks to customers), and its neat technology, the truck’s specs are a little disappointing when compared to the competition. It has about half as much range as many upcoming trucks, less towing capacity, and is slower than the rest, despite making 550 hp (410 kW/558 PS) at peak output.

Although the company’s earning in 2022 were pretty bleak, thanks to materials costs that affected the rest of the industry, too, it did manage to deliver a few trucks in 2022, which puts it ahead of a lot of the trucks above.

So what do you think? Which of the upcoming crop of all-electric pickups will win out, and which will struggle for sales?