Category: Lifestyle

Mazda has decided to play ball in the big leagues by introducing an all-new line of SUVs to challenge the Germans’ reign of the premium market. The CX-60, now the biggest Mazda in the UK (at least until the CX-80 arrives later this year), is poised to compete with a wide range of models – from the swanky Audi Q5 and BMW X3 to the ever-popular Toyota RAV4.

What’s Under The Hood?

The Mazda CX-60 is closely related to the seven-seat CX-90 recently launched in the U.S., both using a new longitudinal-engine platform and being offered with four-cylinder PHEV or six-cylinder ICE power.

Review: Mazda CX-60’s Hybrid Drivetrain Spoils Premium SUV Newcomer

We’ve got the PHEV, which is unusual because it’s a not a turbo’d 2.0 but a naturally-aspirated 2.5. It’s assisted by a electric motor stashed inside the eight-speed automatic transmission that is rated at 129 kW (173 hp / 175 PS) and helps make a combined 323 hp (327 PS) and 369 lb-ft (500 Nm) of torque. That enables the CX-60 to hit 62 mph (100 kmh) in 5.8 seconds, while Mazda says the 17.8 kWh battery is good for 39 miles (63 km) of electric driving.

What Options Are Fitted?

The mid-spec Homura comes standard with 20-in wheels, heat for all four seats and cooling for the fronts, LED lights, a powered tailgate, keyless entry and head-up display.

Our car goes a step further with Machine Grey paint (£750), the Convenience Pack (£1000, 360-degree camera, wireless phone charging, privacy glass), Driver Assistance Pack (£1100, cross traffic alert, adaptive cruise, adaptive LED lights) and £1000 of panoramic sunroof.

#2 May 6: Digital Instrument Cluster Goes Dark

I’ve seen into the future and it’s a big black abyss. That’s what I was faced with one morning when I pushed the CX-60’s starter button and peered into the recess where the 12.3-inch digital gauge cluster lives and saw nothing but inky darkness. The main infotainment screen on the dash was still working, and the CX’s hybrid powertrain was still operating normally, but the instrument pack was a no-show.

The Mazda CX-60’s gauge pack, which is the same as the one fitted to the CX-90, is less useful than some rival digital clusters because it can’t be configured in as many ways. But it is the only place on the car where you can see how much petrol and electric charge you have left. I had to resort to checking the My Mazda phone app to see those tallies for the next two days while I waited to see of the problem would right itself, though my car’s optional head-up display did at least show me how fast I was going.

By the end of day two nothing had changed so I added ‘call Mazda dealer’ to my to-do list. But before I had a chance to make that call the CX died altogether. When the breakdown guy arrived he reckoned the fault in the instrument pack had caused an electrical drain that eventually flattened the battery. The main hybrid battery had plenty of charge, but it’s a separate system to the one used to start the car. Recovery man added some charge to the regular battery then started the 2.5-liter hybrid motor, not using the starter button on the dash, but by plugging in his laptop and pressing some keys on the keyboard. Modern cars, eh?

The gauge pack hasn’t failed to report to duty since, but the episode has made the old man in me wonder what’s going to happen when all of these new cars that rely completely on screens for everything start to get old. It’ll never be more than a minor inconvenience for the first owners if they pack up within the first three years, but 10 or 15 years down the line it’s going to be a different story.

#1 April 22: Fuel Economy And EV Range

I’ve been running this car in the UK for Car Magazine’s long-termer section for the past six months and 11,000 or so miles (17,702 km), which is plenty of time to generate some firm electric range and economy numbers. But of course, being a PHEV, those numbers can vary dramatically depending on where you drive it and whether you remember (or bother) to charge it, which takes 7h 50 from flat using a regular 240-volt UK household socket.

I’ve never matched Mazda’s quoted 39-mile (63 km) electric range, but I have seen 32 (52 km) a few times. Most days, though, the battery seems to be toast in 25 miles (40 km). That’s enough for me to run errands close to the house like dropping kids at school, and means many days the 2.5 ICE motor doesn’t get out of bed, but it doesn’t make much of an impact on a four-hour motorway blast.

On those kinds of long, high-speed drives with the 17.8 kWh of battery energy a distant memory, the economy tends to be around 26-28 mpg (31-33 mpg UK), but a more normal mix of short and long journeys over the course of a month can get the numbers up towards 31-32 mpg (37-38 mpg UK).

One annoying detail is the fluctuation in the overall petrol/electric driving range and also the fuel level. Just check out the two images above to see what I’m talking about. In the top pic the car shows no usable battery charge, so no electric range, but thinks I can only do 140 miles (225 km) on more than three quarters of a tank of fuel (a full tank is 45 liters or 11.9 gal U.S.). In the lower pic, it claims 20 miles (32 km) of electric range and half a tank of fuel, but estimates the combined petrol-electric range as 160 miles (258 km).

Obviously the range calculations are affected by how you’ve been driving the car, but both of these pictures were snapped in similar situations. We haven’t yet driven the North American CX-90 that uses this same platform and drivetrain, but we imagine it also suffers from the same indecision. Let us know if you’ve driven a CX-90 and can tell us if that’s true.

Photos Chris Chilton / Carscoops

Chevrolet’s all-new 2024 Trax sets a new low bar in the best way that one can. We didn’t go into our testing of this new small crossover thinking that less horsepower than last year’s model and the absence of all-wheel drive would end up very good. We were wrong but not for the reasons we expected.

Globally Improved

The 2024 Chevy Trax isn’t just all-new for the USA. It’s new across several markets around the globe. Well, mostly new. It debuted in mid-2022 as an all-new model in China called the Seeker. As such, it looks almost identical to that vehicle which is to say that it leans into the rest of Chevy’s current design language pretty hard.

If you mistake it for a Trailblazer or even the normal Blazer after a quick glance we wouldn’t blame you. That’s very intentional. The face of this crossover is no longer a downmarket droopy one. It’s sharp, it’s angular, and it leans into the trend of high-mounted LED daytime running lights, and low-mounted minimalist headlights.

The new look isn’t one Chevy can afford to miss on. The Trax now sits at the bottom of the lineup as the entry-level offering now that the Spark, Sonic, and Cruze are long gone. While there’s no wild wow factor to speak of on this umteenth crossover, we think it looks dramatically better than the outgoing generation.

Under the bodywork, things don’t sound like an improvement on paper. Front-wheel drive is the only option as is a 1.2-liter (yes, you read that right) three-cylinder turbocharged engine that makes just 137 hp (102 kW) and 162 lb-ft (219 Nm) of torque. It transmits power to the wheels through a six-speed automatic gearbox. That meager power amount is 18 hp (13 kW) and 15 lb-ft (20 Nm) less than the old Trax but Chevy promises that this one is faster. 

Chevrolet said that the entire package is such a dramatic shift from the old car that they considered renaming this car to something altogether different. It stuck with “Trax” simply because it already had recognition among customers.

A Sharp New Interior

Photos Stephen Rivers/Carscoops

If there’s a somewhat obvious and glaring flaw in a lot of GM products is the existence of cheap plastics and terrible switchgear. The Trax certainly doesn’t end that complaint altogether but it hides those downfalls underneath a layer of sharp design that we really like.

Keeping in mind that much of aesthetic design is subjective, the inside of the Trax is really attractive. In fact, after driving the GMC Canyon Denali and AT4X just before the Trax, we prefer some details in the crossover. Here’s why.

Take a quick look at that dash again. Notice the asymmetrical angles that point more at the driver than the passenger. That’s a nice touch and in our eyes looks better than the ones you’ll find in the aforementioned Blazer siblings. Look a little closer and you’ll also notice small touches like patterning in the plastics on the dash. 

Photos Stephen Rivers/Carscoops

That theme of adding a bit of detail where Chevy could’ve skipped it continues throughout the cabin. The climate vents get little colored fins, the door cards get more texturing, and the seats have unique patterns too. These are the kinds of things that have been lacking across many GM products. We’re impressed to see them on the brand’s new entry-level model. 

The base Trax comes with an 8-inch infotainment system and a 3.5-inch driver information display flanked by two analog gauges. The top three trim levels all get an 8-inch fully-digital gauge cluster and an 11-inch touchscreen infotainment system. For a deeper dive into what content comes on what trim level see our breakdown here. 

It’s also worth noting that the Trax is considerably larger than the old model. In fact, it’s 11 inches (279 mm) longer, 4 inches lower (101 mm), and 2 inches (51 mm) wider than it was in the past. That translates to more cargo and passenger capacity including three extra inches of legroom in the back seat and up to 25.6 cubic feet of storage behind the seats. 

Regardless of trim level or options, every Trax is mechanically the same aside from differences in the wheel and or tire combination.

Adequate Ride Quality

Photos Stephen Rivers/Carscoops

Chevrolet told us that its Trax customers want a vehicle that still drives much like a car and for the most part, they’ve delivered that. Our testing grounds were a mix of urban streets around Asheville proper and remote locations like Bat Cave, NC, and Chimney Rock State Park. Neither of which featured a place to take a photo of the Trax with the attraction in the background sadly. The mix of roads did serve to prove that the Trax is a jack of all trades and a master of none. 

In town, the little three-cylinder engine is adequate. In fact, we doubt most folks wouldn’t know that they were propelled by such a pint-sized engine. Low-end torque is readily available and the six-speed automatic is smooth. It’s quiet too thanks to active noise cancellation on every trim level. The seats are comfortable, moderately adjustable, and supportive enough that long drives don’t feel taxing. 

When we got out of the city and onto winding Highway 74 southeast of Asheville the Trax’s handling was sincerely good. The steering wheel has a decent bit of numbness on center but on twisty roads, it communicates well and it’s surprisingly easy to place. Even when pushed hard it fights off understeer admirably. 

It’s not a perfect package mind you. Modulating the throttle is a chore when driving aggressively. About 70 percent of the pedal seems to provide about 20 percent of the available power. When you reach above that input threshold there’s a noticeable delay before finally the Trax gears down, spools up a bit of boost, and gives you what power it can. 

There’s a big fuel economy penalty for trying such driving too. In our testing, we achieved just 18.7 mpg combined over about 60 miles. Still, this little crossover isn’t meant to set anybody’s hair on fire. It’s a commuter, and it’s good at that. 

In Conclusion: Bulking Up For A Fight

Just like every other SUV segment, the small crossover is filling up fast and the Trax has its work cut out for it. Chevrolet directly compared the Hyundai Venue and the Nissan Kicks. Those two crossovers also feature front-wheel drive only and similar pricing brackets. They’re also less powerful and, at least in our opinion, don’t look anywhere near as good. 

Practicality is the name of the game in this segment though and while the Trax might look great, Chevrolet at 3 years or 36,000 miles bumper to bumper doesn’t come anywhere near Hyundai in terms of warranty coverage (5y/60k miles) or complimentary maintenance. Don’t forget either that the base Mazda CX-30 is available for what a top-of-the-line Trax will cost. Of course, the Trailblazer also overlaps it in terms of pricing but to us doesn’t offer anywhere near as much as a CX-30 or even a low-end Hyundai Kona. 

For buyers shopping in this small SUV segment, the Trax is absolutely worthy of consideration. With an attractive starting price of $20,400 before a $1,095 destination fee for a total of $21,495, which is $1,400 less than the outgoing model, it’s not a perfect car but it feels like a sincerely big step forward for Chevrolet. The new entry-level Bowtie bearer sets a new standard that we hope to see translate to all future models in the family. 

When the McLaren 720S debuted at the 2017 Geneva Motor Show, there was a sense that the guys and girls at Woking had pulled off something rather special. So its replacement — the new 2024 McLaren 750S — has some rather large shoes to fill. Good thing, then, that what you’re looking at is the lightest and most powerful series production McLaren ever made.

But, if it looks familiar, that’s because this isn’t a ground-up re-imagination of the British brand’s Super Series mainstay. Much like the 650S was an evolution of the 12C, the new 750S takes the impressive foundations of the car it replaces and refines them. The result is a lighter, more powerful, and more engaging supercar from McLaren, available from launch in both Coupe and Spider variants.

An Evolution Of The 720S

The headline bits are carried over from the 720S. The engine remains a twin-turbocharged 4.0-liter V8. There’s a carbon fiber monocoque, and the car retains a hydraulic suspension set-up. But everything has been honed to maximize the 750S’ potential.

The engine outputs more power than before, the boffins back at the factory have managed to shave off whatever gram they can from the chassis, and the suspension is now the latest PCC III with lightened components and improved geometry. Additionally, the 750S features a quicker steering ratio and power assistance pump. With all this, McLaren claims that new or changed components make up 30 percent of the 750S.

Power Increased By A Smidgen

In the middle of the teardrop shape sits the twin-turbo-charged four-liter V8 McLaren M840T engine. For the 750S, the boost pressure has been turned up, while the lightened pistons of the 765LT have been added. The flat-plane crank engine now puts out 740 bhp (750 PS / 552 kW) and 590 lbs-ft (800 Nm) of torque.

Granted, the bump in power is just 4 percent on paper over the 720S, but the power and torque figures now eclipse that of the P1 (727 bhp and 531 lb-ft), making the 750S the most potent production creation for McLaren.

The 750S is quoted as just a hair quicker than its predecessor, aided by a shortened final drive ratio, with a 0–60 mph (0–96 km/h) time of 2.7 seconds. If you keep your foot planted, you’ll see 124 mph (200 km/h) in 7.2 seconds (0.1 seconds slower in the Spider) and 186 mph (299 km/h) in 19.8 seconds (20.4 seconds in the Spider).

Other improvements to complement the powerplant include a lighter center-exit exhaust system that has been played around with to improve the acoustics. In doing so, the firing order has been muted in some places and enhanced in others to create what McLaren’s engineers call “a greater crescendo at high engine speeds.”

Shaved Weight

McLaren’s big accomplishment is the weight saved with the 750S. The British supercar maker claims that the 750S leads the segment with its power-to-weight ratio of 579 bhp-per-tonne — a figure that becomes even more impressive when you consider that the Ferrari F8 Tributo can only muster a tad over 500 bhp-per-tonne. Of course, there are a few asterisks that need to be applied here: the 750S achieves that ratio only in its lightest form.

That’s important because the 750S is available with numerous lightweight options. For instance, while the standard carbon fiber seats are 38.6 lbs (17.5 kg) lighter than those found on the base 720S, there are “super lightweight” seats available that are a further 33 percent lighter. Another weight-saving measure is keeping the passenger seat fixed in place — adding adjustable rails is an option.

More: Bentley Design Boss Jumps Ship To McLaren After Only Months In The Role

However, the standard wheels are new 10-spoke “ultra-lightweight” forged items that save another 30.4 lbs (13.8 kg), while even the instrument display and windscreen glass have been lightened.

The result is a dry weight of 2,825 lbs (1,281 kg) or 3,062 lbs (1,389 kg) with fluids for the Coupe in its lightest form. The Spider, which features a retractable hardtop, doesn’t pay too much of a penalty thanks to the carbon tub being rigid enough as not to require additional bracing. The Spider weighs 2,923 lbs (1,326 kg) dry and 3,170 lbs (1,438 kg) with fluids.

Improved Aero And Interior, Plus New Track Options

The 750S borrows the broad strokes of its design from the 720S. It features revisions both in the name of looks and aerodynamic efficiency. A new, larger active rear wing increases downforce at high speeds and acts as an F1-inspired DRS system to reduce drag when accelerating. The doors feature channels that contribute to the overall aero and cooling abilities of the 750S, and there’s a deeper front splitter that has been designed not to add to the overhang of the car.

Meanwhile, the front-axle lift system has been reworked to allow deployment in 4 seconds as opposed to the 720S’ 10 seconds. The interior comes trimmed in Alcantara, and there are also Nappa leather options.

More: McLaren 720S GT3 EVO Brings Improved Aero And Revised Suspension

Apple CarPlay comes as standard, along with improved graphics and better touch sensitivity for the center screen. A new addition to the central display incorporates the new McLaren Control Launcher. The MCL allows drivers to save their favorite aero, engine, handling, and transmission configurations, allowing greater personalization of the driving experience.

If setting up the 750S for the track via the MCL options isn’t enough, owners can take it one step further with the new track brake upgrade. Taking learnings from the McLaren Senna, the option combines ceramic discs with monobloc calipers which include their own F1-inspired cooling tech. Also on offer are track-focused Pirelli P Zero Trofeo R tires designed with the 750S in mind. They replace the standard-issue Pirelli P Zero or P Zero Corsa tires.

Pricing And Availability

McLaren’s President of the Americas has previously suggested that the 2024 McLaren 750S is already sold-out deep into next year. But, if you’ve got the $324,000 asking price for the Coupe or $345,000 for the Spider (not including a transportation charge of $5,500 and an “America’s Accessory Pack” of $2,240), then McLaren retailers across the U.S. will accept your order.

Lincoln wants to be taken seriously in the premium segment, and has come out swinging with the 2024 Nautilus. Featuring the largest screen in its class, a highly rated driver assistance package, and elegant design, the new global model was unveiled today ahead of a U.S. launch next year.

It’s What’s Inside That Matters

The feature that is likely to attract the most attention (and which is designed to attract younger buyers) is the staggeringly large screen that stretches from one side of the dash to the other. Although Lincoln does not say exactly how wide it is, the display is the nucleus around which everything else is designed.

The screen welcomes drivers into the vehicle with a special startup animation. From there, it can be configured to hold the information that a driver desires (from maps, to speed, to media, and more) by using the central 11.1-inch touch screen.

More: Lincoln Aviator EV Due In 2023, Nautilus EV Could Arrive Two Years Later

The impact of the screen is such that even the steering wheel’s squarish shape was chosen to offer the driver a better view over of it. Lincoln says that the massive display’s positioning was selected to push it closer to the windshield, requiring the drivers’ eyes to spend less time looking away from the road.

Despite the unusual proportions, Lincoln says that the Nautilus’ infotainment system is fully compatible with Android Auto and Apple CarPlay and features wireless connection. Alexa Built-in will allow owners to connect to their other Amazon-connected devices.

Complementing the screen are ambient lights that have been designed to look like the sun reflecting off the water. The natural theme continues with interior design packages inspired by California’s redwood forests, as well as natural materials like black onyx and smoked truffles.

Customers can opt for the Revel Ultima 3D Audio System, which provides up to 28 speakers to create a surround sound experience in the Nautilus. In addition to touch and sound, Lincoln has also incorporated the sense of smell into the vehicle’s features. Similar to BMW, the Nautilus offers perfume kits (Mystic Forest, Ozonic Azure, and Violet Cashmere) that can be diffused through the center touchscreen.

More Tech Including Hands Free Driver Assist

The Nautilus will have the ability to connect to 5G networks, providing users with access to ultra-fast internet speeds. This feature will allow the vehicle to receive over-the-air updates, which will prove particularly helpful in updating its advanced driver assistance systems.

Lincoln has equipped the Nautilus with BlueCruise 1.2, which offers hands-free driver assistance on some roads. In the crossover, the system will offer Lane Change Assist, which will go beyond simply being able to change lanes when the driver requests it with the signal stalk, but will also be able to suggest lane changes when you’re stuck behind a slower vehicle.

The system also brings with it more subtle upgrades, such as a lane positioning system, which can shift the Nautilus within its lane. That’s useful for passenger comfort in situations such as when the vehicle is next to an 18-wheeler, say.

No Electric Powertrain (Yet…)

So far, Lincoln has only announced two powertrain options for the North American market 2024 Nautilus. Both will be based around a 2.0-liter turbocharged engine. The first leaves the engine on its own, and offers drivers 250 hp (186 kW/253 PS) and 275 lb-ft (373 Nm) of torque. Lincoln promises that, despite being sold as standard with all-wheel-drive, the 2024 Nautilus will return better fuel economy than the model it replaces. For those looking for ultimate economy, the hybrid option will likely be the favorite, though.

The hybrid adds a 134 hp (100 kW/136 PS) electric motor to the 2.0-liter engine. Together, they make a total of 310 hp (231 kW/314 PS) and a CVT transmission doles power out to the wheels. The non-hybrid model is connected to an eight-speed automatic transmission, meanwhile.

Although those are the only two powertrains that Lincoln has revealed at this time, rumors suggest that the model could be offered with an all-electric powertrain by 2025.

What’s Outside Still Matters

In addition to all that tech and luxury, Lincoln has also been careful to give the Nautilus a sophisticated exterior. The new design incorporates smooth, minimalist body panels with door handles placed right along the window line to help limit disturbances.

New LED headlights, with available H2 Pixel technology, ornament the front end, while a large grille gives the crossover an imperious stature. At the back, taillights stretch across the tailgate, and offer new animations when called upon.

Wheels will be up to 22-inches in diameter and are connected to the car via an adaptive suspension system that monitors body movement, braking, acceleration, and more to deliver a silky smooth driving experience.

Made In China And Coming To North America In Early 2024

The all-new Nautilus is being unveiled today in China, at the Shanghai Motor Show, and in New York. The premium crossover will be produced at the Changan Hangzhou Assembly plant in China and exported to global markets, including the USA and Canada, where it will arrive in showrooms in early 2024. Although prices have yet to be announced, customers can start ordering the new vehicle from Lincoln.

Kia introduced the facelifted Seltos last year and now the company has revealed the crossover will start at $24,390 when it goes on sale in the United States. That’s a significant jump as the 2023 Seltos began at $22,840. Besides the $1,550 price increase, the destination fee has climbed from $1,295 to $1,325.

Putting pricing aside, the entry-level Seltos LX AWD is basic with a capital ‘B’ as the only notable exterior features are an acoustic laminated windshield, privacy glass, and 17-inch alloy wheels with a dark gray finish.

More: 2024 Kia Seltos Combines Classier Looks With Updated Interior And 195 HP Turbo Engine

The interior is more notable as it features a 4.2-inch display in the instrument cluster and an 8-inch infotainment system with Android Auto and Apple CarPlay. Buyers will also find air conditioning, split-folding rear seats, a six-speaker audio system, and a remote keyless entry system with an immobilizer. That being said, there’s still hints of cheapness thanks to a polyurethane steering wheel and a PVC covering on the center console lid.

Thankfully, Kia didn’t pinch pennies on the safety front as the Seltos comes standard with Lane Keep Assist, Lane Departure Warning, and Forward Collision Avoidance Assist with car, pedestrian, and cyclist detection. Buyers will also find a rearview camera, Rear Occupant Alert, and High Beam Assist.

Power is provided by a 2.0-liter four-cylinder engine that develops 146 hp (109 kW / 148 PS) and 132 lb-ft (179 Nm) of torque. It’s connected to an intelligent variable transmission and a standard all-wheel drive system.

Moving up the trim ladder is the Seltos S, which starts at $24,990 with front-wheel drive or $26,490 with all-wheel drive. It features a more upscale exterior with LED daytime running lights as well as “Star Map” LEDs inside the grille. Buyers will also find fog lights, LED taillights, heated side mirrors with integrated turn signals, and bright trim.

The higher-end amenities continue in the cabin with a 10.25-inch digital instrument cluster and a larger 10.25-inch infotainment system with GPS navigation. They’re joined by a leather-wrapped steering wheel, a leather-wrapped shifter, and cloth/SynTex (faux leather) seats. Other highlights include an automatic climate control system, a push-button ignition, LED lighting, and high gloss trim.

Furthermore, there are additional driver assistance systems including Blind Spot Collision Warning, Safe Exit Warning, and Rear Cross-Traffic Collision Avoidance Assist.

The Seltos EX starts at $25,790 and climbs to $27,990 with all-wheel drive. It’s notable for featuring “solar glass” and 17-inch alloy wheels with a machine finish. Interior additions are minor, but the model comes equipped with heated front seats, SynTex upholstery, and a 10-way power driver’s seat with lumbar support. They’re joined by a wireless smartphone charger and illuminated vanity mirrors.

The Seltos X-Line AWD starts at $28,690 and has a unique grille, “rugged door garnish,” and 18-inch alloy wheels. They’re joined by gunmetal skid plates and a bridge-style roof rack. The interior borrows from the S trim and this means it eschews a power driver’s seat as well as a wireless smartphone charger. However, buyers will find cloth and SynTex seats with heating up front.

While the interior gives up some equipment, the X-Line trim is powered by a turbocharged 1.6-liter four-cylinder engine that develops 195 hp (145 kW / 198 PS) and 195 lb-ft (264 Nm) of torque. That’s 20 hp (15 kW / 20 PS) more than last year’s engine and it’s paired to a new eight-speed automatic transmission, which replaces the previous seven-speed dual-clutch gearbox.

The 1.6-liter turbo can also be found in the range-topping Seltos SX AWD, which starts at $29,990. It boasts LED headlights, LED fog lights, and additional body color components. Moving inside, there’s a leather-wrapped flat-bottom steering wheel and heated SynTex front seats. They’re joined by an electrochromic rearview mirror, a rear cargo cover, and an 8-speaker Bose audio system with a subwoofer.

Last but not least, there are additional driver assistance systems. Key among them is Highway Driving Assist and Smart Cruise Control with Stop and Go. They’re joined by Intelligent Speed Limit Assist and Forward Collision Avoidance Assist with junction turning.

The first and only press day for the 2023 New York International Auto Show has pretty much come and gone. The Hyundai Motor Group was the biggest presence at the show, unveiling the U.S. market 2024 Kona N Line and Electric, as well as the Ioniq 5 Disney100 Platinum Concept. The Kia EV9 and the Genesis GV80 Coupe Concept were also shown publicly for the first time.

The Korean group wasn’t the only one taking advantage of the show as Ram revealed formal specifications for the upcoming all-electric Ram 1500 Rev, while Subaru and VW showed more off-roady versions of their vehicles, the former with the Crosstrek Wilderness, and the latter with the Atlas Peak Edition. Jeep also introduced the world to the updated 2024 Wrangler.

Just because they were the brands with the most news doesn’t mean that they were the only ones in attendance. And our man on the show floor, Michael Gauthier, had plenty of reasons to whip out the camera and snap a few shots. Here’s a selection of some of the other interesting stuff we saw on the ground at the New York International Auto Show.

While those were the most talked-about brands at the New York International Auto Show, there were several other automakers in attendance as well. Our correspondent, Michael Gauthier, had plenty of reasons to whip out the camera and snap a few shots. Here’s a selection of some of the other interesting stuff we saw on the ground at the New York International Auto Show.

2024 Chevrolet Trax

Late last year, Chevrolet pulled the veil off the next-generation Trax. The brand’s new entry level model, it starts at $205 less than the vehicle it replaces despite bringing a wide variety of improvements. Here, its fresh new sheet metal is on full display, which highlights how awkward and high the rear sits over the wheels.

2024 Chevrolet Trailblazer

The next cheapest model in the Chevrolet lineup, the Trailblazer was updated for the 2024 model year. The brand brought an Activ and an RS model to the show this year, the latter of which gets rather large looking 19-inch rims. A new 11-inch infotainment screen helps the crossover feel a little more upmarket, while an eight-inch digital gauge cluster helps make it feel more modern.

2022 Chrysler Airflow Graphite Concept

First shown at the New York Auto Show in 2022, the Chrysler Airflow Graphite Concept is a riff on the Airflow Concept that trades the futuristic white on extremely pale gray aesthetic, for a more contemporary black and copper combination. The automaker said last year that the vehicle is a representation of “the many possibilities on our brand’s road to an all-electric future.”

Dodge Hornet GLH Concepts

When Dodge unveiled the Hornet, it impressed with its powerful plug-in hybrid powertrain. More recently, it has shown off what its in-house tuning department, Direct Connection, can do when it gets its hands on the crossover. With custom graphics, upgraded shocks, and 20-inch wheels, the GLH Concepts take the base vehicle (in hybrid and non-hybrid guises) and turns them up a notch.

Fiat 500 Kartell

Inspired by fancy furniture company, Kartell, this Fiat 500 special edition is finished in Yves Klein Blue. Meanwhile, the mirror caps, wheels, and dashboard inserts are made out of recycled polycarbonate, and their design is meant to evoke the Kartell Kabuki lamp. They will go on sale in the first quarter of 2024.

2023 Koenigsegg Gemera

Sweden’s Koenigsegg is known primarily for its ridiculous hypercars, so it came as a bit of a shock when it introduced its first four-seater, the Gemera. Seen on the show floor, it’s hard to imagine how it could fit all those people and a powertrain. And yet somehow, the automaker has managed to squeeze 1,700 hp (1,268 kW/1,723 PS) out of a three-cylinder engine and a trio of electric motors.

Lexus IS 600+ Project Build Concept

First shown at SEMA in November, the IS 600+ Project Build started out life as a Lexus IS 350, but has been modified to make more than 600 hp (447 kW/608 PS) thanks to a pair of turbos. It also has a sequential six-speed transmission, a four-point roll cage, KW coilovers, Michelin tires, and the back seats have been removed.

2024 Nissan GT-R

Nissan brought a trio of GT-Rs to the show. The design updates introduced for the 2024 model year are on full display here, with the new, thinner grille and the updated front fascia. For the show, the automaker brought out both a NISMO and a T-Spec version of the car, as well as a Midnight Purple R34 Skyline GT-R.

2024 Chevrolet Corvette E-Ray

Finally, the quickest production Corvette in history, the C8-based E-Ray, adds two more lines on America’s most famous sports car resume by introducing hybrid power and all-wheel drive for the very first time. The combination of a 6.2-liter V8 and an electric motor results in an output of 655 HP with Chevy claiming a 0-to-60 mph (96 km/h) run in just 2.5 seconds. Impressive stuff.

All photos Michael Gauthier / Carscoops

The Volkswagen ID.3 can be seen as the Golf for the electric era, so it’s big news when there’s an update.  That’s the case today as Volkswagen has unveiled the “second-generation” hatchback.

That’s stretching things a bit as this is really more of a facelift and Volkswagen acknowledged the car benefits from a “comprehensive upgrade,” rather than a full redesign.  That being said, there are a number of changes so let’s dive right in.

A Sportier And More Expressive Design

The ID.3 was introduced less than four years ago, so it’s not old by any stretch of the imagination.  However, that didn’t stop designers from freshening things up a bit.

While the car is instantly recognizable, it adopts a new front bumper with an “optimized” intake as well as an active shutter system.  It looks a bit classier than the old setup and the central intake is now joined by pronounced air curtains, which improve air flow around the front wheels.

One change that doesn’t immediately stand out is the new hood, which is easy to overlook.  However, Volkswagen noted it “now appears longer because the black strip under the windscreen has been removed and recessed sections at the sides create an additional impression of visual lengthening.”

The rear end appears to carryover at first glance, but there are lightly revised taillights.  While they look virtually identical to their predecessors, Volkswagen noted the elements on the hatch now illuminate.  Furthermore, the brake lights create an X-shape while there are also dynamic turn signals.

Lastly, there’s a new Dark Olivine Green exterior which “stands for exclusivity and premium value.”  Volkswagen says the “iridescent metallic paint has a warm, gold pearl effect and supports the modern, clean-cut contours of the exterior design.”  It’s contrasted by a black roof and matte silver trim.

In terms of size, the new ID.3 measures 167.8 inches (4,261 mm) long, 71.2 inches (1,809 mm) wide, and 61.5 inches (1,562 mm) tall with a wheelbase that spans 109.1 inches (2,770 mm).  Virtually all of those dimensions carryover, but the model is 0.2 inches (6 mm) lower than its predecessor.

A Classier Cabin With Soft-Touch Accents And Recycled Materials

The déjà vu design continues in the cabin, but Volkswagen listened to owners and made a handful of improvements.  Besides sporting higher quality materials, the ID.3 has been equipped with new soft-touch accents as well as updated doors with more generous armrests.

Buyers will also find Artvelours Eco microfiber upholstery on the seats and door panels.  It’s a classy looking material and Volkswagen says the “fabric is 71 percent recyclate, a secondary raw material obtained by recycling plastic waste that has previously been disposed of at least once.”

The rest of the cabin largely carries over, but we can see new center air vents with “ID.3” badging.  Buyers will also find a 5.3-inch digital instrument cluster and a standard 12-inch infotainment system.  They can be joined by an augmented reality head-up display with dynamic navigation instructions that appear to be projected 33 feet (10 meters) in front of the vehicle.

Other highlights include a ten color ambient lighting system and a luggage capacity of up to 44.7 cubic feet (1,267 liters) with the rear seats folded-down.  The model can also be equipped with an assortment of driver assistance systems including Adaptive Cruise Control, Lane Assist, Travel Assist with automated lane changes, and Park Assist Plus with a memory function that can “reproduce individual, pre-learnt maneuvers.” 

The ID.3 also sports vehicle-to-everything (V2X) technology, which enables the model to talk to compatible vehicles and infrastructure within a radius of up to 2,625 feet (800 meters). If accidents or hazards occur, a warning can be sent out to warn other motorists.

A 201 HP Electric Motor And Up To 339 Miles Of Range

Power is provided by a 58 or 77 kWh lithium-ion battery pack.  The former gives the ID.3 Pro a WLTP range of up to 265 miles (426 km), while the latter enables the ID.3 Pro S to travel up to 339 miles (546 km) on a single charge.

Regardless of which battery is selected, power is provided by a rear-mounted electric motor that develops 201 hp (150 kW / 204 PS) and 229 lb-ft (310 Nm) of torque.  This enables the ID.3 Pro to accelerate from 0-62 mph (0-100 km/h) in 7.3 seconds, while the ID.3 Pro S accomplishes the same task in 7.9 seconds.  That being said, both models have a top speed of 99 mph (160 km/h).

When it comes time to charge, the ID.3 Pro can go from a 5 to 80% charge in 35 minutes with a 120 kW fast charger.  The ID.3 Pro S has a charging capacity of up to 170 kW and this enables it to get an 80% charge in as little as 30 minutes.

The 2024 ID.3 features a Plug & Charge capability and Volkswagen noted “bidirectional charging will also be possible at home in the future in combination with a suitable home energy management system.”  This promises to be a boon for consumers as they’ll be able to use their car to power their home during outages.

The New ID.3 Arrives Later This Year

The facelifted ID.3 went up for order in December and the ID.3 Life starts at €43,995 in Germany.  Deliveries are slated to begin in the fourth quarter and Volkswagen will start building the model in Wolfsburg to help meet demand.

Speaking of the latter, Volkswagen confirmed a “smaller battery is planned for the future.”  As a result, customers might want to hold off as it appears a cheaper ID.3 is on the horizon.

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 

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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?