The fourth-gen Mazda3 carries on with similar styling and a new ‘Carbon Edition’ model to match its larger siblings. (Images: Mazda)
Some updates are coming for the 2022 Mazda3.
Underneath the sedan or hatchback body, the current model moves on largely unchanged for this model year, with the Carbon Edition shown above being the headline addition. Two new paint options are on offer, while the mechanical options remain the same for this new model year — with some notable updates to pricing across the range.
Carbon Edition has made an appearance before, namely in the (outgoing) Mazda6, CX-5 and CX-9. Here, you get a similar treatment in the Polymetal Gray Metallic paint, a red leather interior and a host of gloss black accents covering the wheels, door mirrors and antenna. For $27,415, the sedan version falls between the Preferred and Premium packages. If you want the hatchback version, it’ll cost you an extra $1,000.
The other new paint scheme, Platinum Quartz Metallic, comes in as a no-cost color option on the 2.5 S Select and above models (i.e. most of the range except the two base models). On the mechanical front, a 155 horsepower 2.0-liter engine mated solely to the sedan kicks the range off at $21,815. That’s a modest $150 MSRP bump over the 2021 model, but the destination charge has also gone up to $1,015 (from $945 for model year 2021).
Moving up the ladder, there’s the 2.5-liter SkyActiv engine, in either naturally-aspirated (186 horsepower) or turbocharged (250 horsepower) forms. The base 2.5 S, Select, Preferred and Premium Packages remain — each adding more content as you head up the stack. Like before, you can only get a 6-speed manual transmission with a front-wheel drive Premium hatchback. All other versions, FWD or AWD, pack a 6-speed automatic.
2022 models will hit dealer showrooms this winter. Here’s a full price breakdown (and our reviews on the current-gen Mazda3) below:
Polestar continues to roll out new models, and this is the first SUV you’ll be able to buy under the brand. (Image: Polestar)
The new Polestar 3 borrows from the ‘Precept’ concept.
It won’t be long before the electric brand’s first SUV actually hits the streets, but we’re getting a better idea what it will look like thanks to today’s teaser. The sneak peek reveals styling like the concept shown earlier this year, especially in its sleeker take on Volvo’s “Thor’s Hammer” headlights.
From the A-pillar rearward, this Polestar 3 definitely shares a resemblance to the 2 you can already buy, though you are getting that more practical hatchback layout. More than just changing up the shape, though, this will be the first car Polestar builds in America. Specifically, the company will build it at the Volvo plant in Charleston, South Carolina next year. Few technical specs are available on the model right now, though CEO Thomas Ingenlath says this is supposed to be “one of the most climate-responsible cars ever made.”
Polestar also says the 3 will come with Luminar-sourced LiDAR sensors on board, eventually giving it “autonomous” highway driving capability. On paper, it sounds like the company’s answer to systems like GM’s SuperCruise and Ford’s BlueCruise, but not full-time autonomous capability — that’s likely still a few years off.
In time, we’ll see a larger SUV called the Polestar 4, followed by the Polestar 5, which will be a direct descendent of the Precept shown back in April.
The prototype BMW i7 testing in Sweden. (Images: BMW)
BMW dubbed its upcoming i7 as the “world’s first all-electric luxury sedan”, and I know what you’re thinking.
No, you’re not the only one thinking it. The Mercedes-Benz EQS still exists. And the Tesla Model S. So does the Lucid Air, the Porsche Taycan and the Audi e-tron GT. So BMW saying it’s rolling out the first all-electric luxury sedan is a bold claim, and you’d be justified in tacking some extra asterisks onto that. Nonetheless, that’s what the German automaker went with as it teased its upcoming electric 7 Series counterpart testing in Arjeplog, Sweden. Yes, that Arjeplog.
More specifically, BMW says this is a prototype of “the world’s first purely electrically powered luxury sedan”. Unpacking that, in terms of large (full-size), four-door luxury sedans with a conventional trunk (the EQS technically has a hatch) powered solely by electricity, the BMW i7 lives up to that claim. Every car needs a “first” in front of it, you know?
The 2023 BMW i7 draws its suspension components, steering and braking systems from the next-gen BMW 7 Series, so the automaker says, along with the novel powertrain for its large EV sedan. The car’s proportions definitely follow that more conventional, three-box sedan design. With the long hoodline, wheelbase and less rakish roof to, say, an e-tron GT, you could feasibly miss this is a new electric model, if BMW didn’t specifically mention it. You could think this is just the next 7 Series, though it’s clear the EV and its gas-powered sibling will share chunks of their design.
New, lower-mounted headlines help define the new i7, even under all the camouflage. Despite being an EV, there’s still that huge, unmistakable grille too. Few technical specs are available at this point, but BMW did mention WLTP energy consumption at 22.5 – 19.5 kWh/100km. In the U.S., we’d understand that as about 314 – 362 watt-hours per mile, or slightly worse than a Tesla Model S. Mind you, the WLTP figures tend to lean optimistic, so the EPA ratings could be a fair amount short of a Model S. Of course, BMW’s estimate doesn’t mean much until we know how large the i7’s battery actually is.
We should hopefully have some more figures to chew on next year, when the 2023 BMW i7 will get a proper reveal. Until then, here’s another (insane) car BMW debuted this week:
The Hyundai Kona N and Elantra N bring some solid power to the table — but that only matters if each carries a reasonable price. (Images: Hyundai)
The Elantra N is less expensive than the Kona N, but not by a huge amount.
A couple weeks ago, Hyundai invited TFL out to Sonoma Raceway in California to test out the brand’s hottest versions of both the Kona crossover and the Elantra sedan. Both bring similar kit to the table: Aerodynamic and styling tweaks, chassis changes to what you’d get in the standard cars, and a 2.0-liter turbocharged engine. Sitting at the top of the range, you get 276 horsepower and 289 lb-ft of torque. Both are front-wheel drive and pack an 8-speed dual-clutch transmission, though you can get the Elantra with a 6-speed manual if you prefer to row your own gears.
So where do these two fall on the price spectrum? Naturally, the 2022 Hyundai Elantra N is a little bit cheaper on balance, especially with that 6-speed option. Pricing starts at $32,925 with the manual (including $1,025 destination) and $34,425 with the DCT. For reference, that’s $600 less than the Veloster N (regardless of which transmission you choose). The Elantra N is a few thousand more than the Honda Civic Si and the Volkswagen Jetta GLI, though Hyundai’s hot sedan is the most powerful of the bunch. It sits within closer firing range of the fully-loaded Mazda3 Turbo sedan, which comes in at $33,595.
The crossover will cost you a bit more
As for the 2022 Hyundai Kona N, pricing comes in at $35,425 including a $1,225 destination charge. The extra $1,000 for the extra practicality a crossover affords doesn’t sound too bad. Ultimately, though, you’ll soon have three body style options — all with that 2.0-liter turbo — with a relatively small price delta among the three, boiling which one to buy down to your own preferences.
At the moment, all three cars sit on the higher end of the mainstream options, save the all-wheel drive Volkswagen Golf R and likely the new Honda Civic Type R. If you’re looking for more power from here, you’ll mostly need to move into the more expensive luxury models like the Mercedes-AMG A35 or GLA35.
The Genesis G90 was always good, but with these looks? This model will turn some heads. (Images: Genesis)
It’s not even a contest — the 2023 Genesis G90 knocks it out of the park on styling.
For the past five years, Genesis has been fighting an uphill battle with its flagship G90 sedan. It’s long been a great value proposition against the Germans, but the car’s also been understated. That in itself is a virtue to some, but even in the world of luxury sedans, there has to be some pizzazz and a wow factor. The brand’s current-generation flagship is definitely a step in the right direction, but clearly Genesis saw fit to step things up a notch. Enter the 2023 Genesis G90, and let’s not waste time with arguments: It’s stunning.
All right, all right, I’ll cover the usual shtick — styling is subjective, you can pick apart some of the elements like the split lights, the wheels, etc. On the whole, though, this is certainly the most daring and lavish-looking Genesis G90 yet, though the South Korean reveal does just show off the car’s exterior. Again, it’s not as if the current car is bad by any stretch, but I can’t help but think the interior is getting a similar overhaul. We’re definitely curious to know, especially in light of other recent launches like the GV80 and GV70 crossovers.
At the moment, Genesis made no mention of any technical details, beyond the presence of a long-wheelbase model — at least as a continuation in the Korean market. On the whole, we’d expect the 2023 Genesis G90 to sport a similar powertrain with the 3.5-liter twin-turbocharged V6 engine. Most likely, though, the 5.0-liter V8 will not return, making some room for an electrified variant down the line. We may even see a full EV version like the G80, but only time will tell.
More information should emerge on the updated G90 ahead of the North American launch next year. Stay tuned form more updates!
While we wait for that, check out more on the brand’s new GV70 crossover below:
Meet the first standalone M model since the M1 — the XM Concept. (Image: BMW)
This BMW XM Concept has gone berserk — and it’s still packing V8 power.
BMW’s M division is celebrating half a century since its genesis in 1972, and this is one hell of a throwback. Take in the appropriately concept-level styling while I share the headline figures. 740 horsepower, 738 lb-ft of torque — twin-turbocharged and electrified 4.4-liter V8 powertrain. In short, it’s the most powerful M car ever, as it’s way out in front of the 627 horsepower M5 CS.
And in case you’re wondering — the production version (while it probably won’t look this crazy) definitely is coming. Want proof? Here’s a couple shots our friend Joey sent in from North Carolina, on the way to BMW’s Spartanburg, South Carolina headquarters:
While the photo above looks dialed way back from the concept, quite a few key elements are clearer now that the concept has arrived. Quad, stacked exhaust pipes are a dead lock — and currently not a styling cue with any of BMW’s other SUVs — as well as the sloped roofline and long wheelbase. On that last point, some folks have been expecting an X8 (on the same platform and with the same wheelbase as the X7), though it appears this XM will be the distinctive flagship in the brand’s lineup.
The BMW XM Concept, as it sits, shows the way forward for the “step-by-step” electrification of the brand, as this car will take on a plug-in hybrid powertrain. As much as its sports cars have defined its identity, though, performance SUVs are where automakers are making a play these days, and BMW clearly doesn’t want to miss out on that action. Think about the 641 horsepower Lamborghini Urus and the 710 horsepower Dodge Durango Hellcat as fire-breathing cases in point, not to mention the powerhouse SUVs on the electric side of the isle. Here, the BMW XM may combine the best from internal combustion and electrification before ditching the V8 entirely.
Like most of BMW’s other SUVs, the XM will be manufactured in the USA.
Again, for those still transfixed on the first image — it appears from the spy photos (at least by the rear styling) that BMW will tone down the berserk styling from concept to production. But the powertrain? I’ll editorialize a bit here and say that I’m all for it. More options for those who can afford these mega-SUVs is always fun, and I can’t help but think 750 horsepower will be a blast, even in something this large.
What’s more, BMW is aiming for their typical level of luxury, and up to 30 miles of purely electric driving range. So, you know, there’s some practicality sprinkled in there too, like with the Porsche Cayenne Turbo S-E Hybrid.
For now, the closest we’ve experienced to this size and power is the BMW X7 M50i, which you can check out below:
The 2022 Honda Civic Si gave me a long lost feeling deep inside.
I had that blissful feeling of being truly connected to a car. It’s uncanny. The car isn’t perfect, but the 2022 Honda Civic Si gave me moments of sheer driving joy. This is one of the most connected vehicles I’ve driven in years. In its natural elements, the Honda has loads of grip, tenacious breaks and excellent acceleration. The overall athleticism of this car is astounding.
Power comes from a revised, turbocharged 1.5-liter I4 that makes. 200 horsepower at 6,000 rpm. While it makes five-less horsepower than the previous model, it revs quicker, gets max torque (192 lb-ft) earlier and holds on to it power threw its 6,500 rpm redline. It loves to rev.
Driving: The 2022 Honda Civic Si is not just a carryover
Honda made sure that the capabilities of the previous SI we’re improved upon. That goes for every noticeable aspect of its performance. Driving the previous version back to back with the new one provided a poignant example of how much improvement he’s gone into the new vehicle.
The ride is tight, yet composed. Even bouncing through potholes and rocks on canyon roads did not upset the chassis. Honda ditched the previous model’s two-mode shock absorbers. It’s now has fixed-rate dampers – which are a great compromise.
It’s as tight as a drum, yet forgiving. It has an increased front spring rate (eight percent) and the rear by 54-percent. Add to that stiffer anti-roll bars which now have a 27 mm hollow bar up front and an 18 mm solid bar in the rear.
The harder you push, the more the Si eggs you on. It clings to asphalt like dried roadkill, and powering out of corners is driving bliss. The limited-slip diff minimizes wheel-spin out of corners, better than many other LSD front ends from other performance equivalents.
Thanks to its revised suspension, and quick revving powertrain, it never disappointed. That lighter flywheel allows it to spool up quicker, allowing for a quick dash to the power-band. It’s a noticeable improvement.
Sure, it lost a few ponies compared with the previous model. You’ll be hard-pressed to notice it.
As before, you get a manual transmission in the Si.
Rev-matching bliss
The 2022 Honda Civic Si has the Type R’s automatic rev-matching feature, and I love it. You can turn it off if you want to, but I used it all the time. This system blips the throttle for you, matching the right revs needed to effectively down-shift. It works a treat, and is far better suited at doing it over my unskilled paws.
Still, I opted to wear my driving shoes, not knowing the spacing and sensitivity of the pedals. I laugh at others in my field who wear racing shoes to every car event. I once saw a guy in racing shoes at a Nissan Versa event – no joke. Anyway, I need not have worried about spacing, because it’s acceptable for large feet.
There are three drive modes: Normal, Sport and Individual. The first two are fairly standard, with Sport mode beefing up response and steering sharpness. The Individual mode allows you to select engine response and steering effort.
We did get to drive a previous Civic Si back-to-back with the new one. What a difference!
There are some issues
The 2022 Honda Civic Si isn’t that exciting to look at; at least in my book. It’s not ugly, but it doesn’t differentiate itself that much from a regular 2022 Civic. Knowing how special it is under the sheet metal, makes me want a little more pizzazz on the skin.
Some folks are going to be ticked-off that they can’t get the Si as a hatchback, or a coupe.
The interior is modern, but once again, not that much different from the regular Civic. The most notable differences are the seats and manual transmission. By the way, the six speed manual transmission has shorter throws and a improved feel. It is noticeable, especially when you drive an old one back to back.
Location package with matched HDRI
Some of the sound is augmented, but it’s pretty convincing and, thus, exciting. Unfortunately, I overheard other journalists who poo-pooed the beefed-up engine note.
One final gripe: I liked using the infotainment system, but the nine inch screen kind of looks tacked on, and not as well integrated as some competitors.
Pricing and fuel economy
Pricing starts at $27,300. If you want summer tires, as opposed to the all-season rubber that comes standard, it’s an extra $200. Destination is $1,015. So, you can get the who enchilada, with summer rubber, for $28,515.
The EPA has rated the 2022 Honda Civic Si at 27 mpg city, 37 mpg highway and 31 mpg combined.
The pricing, economy, performance and character of the 2022 Honda Civic Si make it one of my favorite cars to debut this year. Yes, even compared with sportier, much more expensive rides. It’s just THAT good!
We understand if you missed the latest from TFL Studios last week. The Thanksgiving holiday is one where your routine fix of TFL can fall by the wayside. We’re here to help, with our curated collection of the best videos from last week. In case you missed it, Tommy took to the streets of San Diego in the latest-generation Toyota Mirai hydrogen car, André breaks down the $$$ disaster that is our 2000 Honda Insight hybrid, and Roman introduces the 2022 Jaguar F-Type roadster. Finally, in a battle of V8-powered luxo-SUVs, we pit the GMC Yukon AT4 against the Infiniti QX80.
So, if you need to catch up on everything, here’s your one-stop solution: Start watching below.
Hydrogen Car Gridlock! Filling Up a 2022 Toyota Mirai
Tommy reveals a crux issue with hydrogen vehicles: a lack of filling stations. Behind the wheel of the latest Toyota Mirai hydrogen vehicle, which is a technological tour de force, he gets stuck behind a 30 minute wait to refuel it at a public hydrogen station in San Diego. In fact, it reminds him of using a public EV charging station. A lot of waiting.
Idiot or Intelligent? We Spent More to Repair Our 2000 Honda Insight Than It’s Worth
Find out why we even bothered to spend thousands fixing our Honda Insight hybrid with a new battery and other issues when the car isn’t even worth that much. It has almost 250,000 miles on it to begin with. And then we sold it, and you can meet the guy who actually bought it from us, here.
The 2022 Jaguar F-Type: Still the Jag of Your Dreams?
Roman got his hands on the 2022 Jaguar F-Type and, yep, it’s still knock down gorgeous and channels all the feels you’d expect from the company that brought the E-Type to the world generations ago. Better yet, the new Jag only comes with one engine option, a V8. And you know what? We’re just fine with that.
Battle of the V8 SUVs: 2022 Infiniti QX80 vs. GMC Yukon AT4
Nathan spells out the latest of in old-school V8-powered, full-size SUVs. The Infiniti QX80 is a luxury-laden cruiser hiding its connection to the Nissan Patrol, one of the most capable off-road SUVs on earth. The GMC Yukon AT4 adds off-roading goodies to the original big American SUV (if you’re counting its connection to the Chevy Suburban.) Both are very similar, yet very different.
If you’re looking for even more, bookmark our TFL Studios landing page so you can get all our latest content on your browser, or on your phone if you save the page as an app!
Roman just bought one of the most hated modern Land Rovers to prove a point: Even this SUV doesn't suck! Or maybe it does...that's what we're going to find out in our latest project series.
Volkswagen is recalling the ID.Buzz because (*checks notes*) the third-row seats are too wide. Yep, there's a rule for that, and VW's electric van doesn't comply.
