Chris “I Don’t Like SUVs” Harris Drives The Bonkers Aston Martin DBX 707


If you’re a fan of Chris Harris, you probably know that he loves Porsche 911s and that he hates SUVs. So, when he was recently handed the keys to an Aston Martin DBX 707, he decided to give it a go, heading to the closest racetrack to see what this ultimate performance SUV is capable of.

Introduced earlier this year, the DBX 707 serves as the flagship in the DBX range and like the entry-level model, rocks an AMG-sourced twin-turbocharged 4.0-liter V8. A series of upgrades have seen the power from this engine skyrocket to 697 hp and 663 lb-ft (900 Nm), representing huge gains of 155 hp and 147 lb-ft (200 Nm) over the standard model.

This beast of a powertrain results in a vehicle that Harris says feels just as quick as an Audi RS6. However, the journalist notes that the sound inside the cabin seems a little synthetic and that the engine note isn’t as musical as he had hoped. He also mentions that it is difficult to modulate the throttle when the DBX 707 is driven at normal speeds.

Read More: 2023 Aston Martin DBX707 Is The New King Of Performance SUVs With 697 HP

What impresses Harris the most about the ultimate Aston Martin SUV is the chassis set-up. It handles extraordinarily well on the tight and twisty circuit used in the test and can even perform some impressive powerslides when encouraged to do so. Harris describes the chassis as “remarkable” and says that apart from the high driving position, there’s no indication that he is driving a big and heavy SUV.

Aston Martin made a series of chassis tweaks in developing the DBX 707. These include a new setup for the adaptive triple-chamber air suspension with revised damper valves and recalibrated springs. Adjustments were also made to the steering and electronic systems, transforming the SUV.



Driven: The 2023 Toyota GR Corolla Is The New King Of Hot Hatches

Driven: The 2023 Toyota GR Corolla Is The New King Of Hot Hatches

Three cylinders don’t sound like much to work with. Push the Start button on the console of a GR Corolla, though, and the trio under the hood comes to life with a purpose. The noise it creates exits individual exhaust pipes and from the driver’s seat, there are very clear indications that this isn’t like any other Corolla that’s existed before.

This hot hatch isn’t just another front-wheel drive, torque-steer-and-understeer-happy half-hearted attempt at luring young buyers. It’s a full-fledged performance car with incredible engineering, sensational capability, and a soul-stirring soundtrack. After having the chance to drive it on the road and on the track it’s plain to us that the 2023 Toyota GR Corolla has more polish and potential than we could’ve imagined.

Quick Facts › › ›

› Model: 2023 Toyota GR Corolla


› MSRP: $35,900 to $49,900


› 0-60 MPH: Under 5 Seconds (Mfr Est)


› Powertrain: 1.6-L Turbocharged Three-Cylinder l 6-Speed Manual l AWD


› Output: 300 Hp (223 kW) / 273 Lb-Ft (370 Nm)


› EPA: 21 MPG City / 28 MPG Highway


› On Sale: Late 2022

The GR Corolla Family

Toyota is going to sell three grades of GR Corolla starting at $35,900. All three share the same 1.6-liter three-cylinder turbocharged engine that develops 300 hp (223 kW). They also share a new AWD system that Toyota calls GR-Four. We’ll dive into it deeper a little later.

Power is sent to all four wheels through a six-speed manual transmission only. If you can’t drive a car with three pedals you can’t drive a GR Corolla. The bottom two trim levels, Core and Circuit, come with 273 lb-ft (370 Nm) of torque. The top-spec Morizo Edition trim gets a bump to 295 lb-ft (400 Nm).

Starting out with the Core, buyers get fabric-trimmed sports seats, an 8-inch infotainment system, Android Auto, Apple CarPlay, automatic climate control, aluminum pedals, two USB C charging ports, and Toyota’s Safety Sense 3.0 suite. It also includes automatic high beams, blind-spot monitoring, rear seat reminder, dynamic cruise control, and more.

Read More: We’re Out Driving The 2023 Toyota GR Corolla And This Is What It Sounds Like

Buyers can add three different packages to the Core. The most expensive is the Performance package ($1,180) which adds Torsen Limited-slip differentials to the front and rear axles of the GR Corolla Core along with slotted front rotors, red-painted 4-piston calipers up front, and red-painted 2-piston calipers in the back.

A Technology package ($770) adds a wireless smartphone charger, a JBL premium audio system, and dynamic navigation to the Core. Finally, a Cold Weather package ($500) adds heated front seats, heated mirrors, and a heated steering wheel.

The GR Corolla Circuit Edition ($42,900 and only available for 2023) includes all of those packages but also adds red trim details, a Morizo signed shift knob, Brin-Naub suede and faux leather-trimmed sport seats, and a forged carbon fiber roof. Both the Core and the Circuit come with Michelin Pilot Sport 4 tires and 18-inch alloy wheels.

The top trim, limited to just 200 units in total, is the Morizo Edition ($49,900). It actually loses its rear seats, rear window regulators, rear door speakers, and rear wiper but gains a set of Michelin Pilot Sport Cup 2 tires, 18-inch forged alloy wheels, and the additional torque mentioned above. In all, the Morizo weighs about 100 pounds (45 Kg) less (3,186 lbs / 1,445 Kg total) than the Circuit Edition (3,285 lbs / 1,490 Kg total) and has a lot more grip.

A Corolla On Steroids

Toyota does a nice job of making the GR Corolla stand out from lesser versions. The Core model gets a unique rear spoiler painted to match the body color and a large vent just behind the front wheel well. It also gets wider fenders both front and rear. It’s understated but powerful looking and the Core manages to link the regular Corolla to the Circuit and Morizo Edition trims seamlessly.

The Circuit Edition isn’t only distinguishable by its forged carbon roof. It also gets large hood vents and a unique spoiler. The Morizo Edition adds a unique Smoke Gray color but otherwise looks the same from the outside as the Circuit Edition. Altogether, the GR Corolla manages to branch away from the normal model’s sedate styling without looking gimmicky. The nips and tucks are both bold and subtle and we think it’s an attractive package both on the page and in person.

A Familiar But Special Cabin

Perhaps the biggest gripe some people will have with the new GR Corolla is that the cabin is not all that different from the normal Corolla. We’re here to tell you that’s true. It’s very similar in many ways. For instance, the dash is basically identical as is the 8-inch infotainment screen and the door cards too. The back seats are equally indistinguishable from a regular Corolla.

Things start to change after that though as the GR Corolla gets a unique steering wheel. It also has a fully-digital gauge cluster and of course, the center console area is different too. Aside from the manual gear knob, there’s a manual handbrake lever and a mode selector to change how torque is distributed across the axles. Of course, in the Morizo Edition, there are no back seats and instead of window buttons, a small GR badge in forged carbon takes that space.

Trunk space in all grades of the GR Corolla is cavernous, to say the least. Behind the second row, the Core and Circuit Edition cars have 17.8 cu-ft worth of cargo space. The Morizo Edition doesn’t have an official number as of this writing but just look at it. It’s big enough for a full set of extra tires and tools with room left over. Overall, it’s a clean cabin with little fuss and a great deal of focus on the driving experience itself.

Satisfying Technology

Every GR Corolla comes with an 8-inch infotainment system equipped with both Android Auto and Apple CarPlay. It functions well and we like the combination of physical controls with touch-sensitive ones that allow you to interact the way you prefer to. The physical buttons and switches on the steering wheel are another nice choice and they feel good to use in practice. Voice commands allow for adjustment of cabin temperature, audio controls, navigation routing, and more. We found them to respond quickly and for the most part, the system did what we asked it to.

A 12.3-inch display stares back at the driver from the gauge cluster and it provides data like speed, RPM, boost pressure, gear position, and even which drive mode the car is in. Different modes change the layout and while that’s a nice touch we wish it were more configurable. For example, in track mode, the RPM gauge is prominently displayed as a progress bar that fills from left to right. We’d love the ability to swap that back to one big traditionally-styled tachometer.

Fuel Economy

While this car might be mainly focused on driving enjoyment, practicality is just as important for any hot hatch. In the case of the GR Corolla, Toyota estimates that it’ll get 21 mpg in the city, 28 on the highway, and 24 overall. That’s by far the worst of the Corolla family as the closest in the bunch still gets 31 mpg combined.

It’s not bad compared to its biggest rival, the Civic Type R, which was rated at 22 mpg city, 28 mpg highway, and 25 combined back in 2021. We’ll have to wait and see how the all-new Civic Type R fares when it arrives. The GR Corolla beats the VW Golf R though as the latter only gets 23 mpg combined.

An Everyday Driver

Behind the wheel, it’s instantly obvious that this isn’t your daddy’s Corolla. The exhaust note tells that story all by itself and isn’t aided by any fake noise piped in through the speakers either. On startup, at idle, and up to 20 mph, the three exhaust pipes are totally open and that provides a really raspy bristly sound.

Above 20 mph, the center exhaust pipe actually closes to reduce the drone and we’re happy to report that it works well. Not only couldn’t we hear any form of drone during our testing but we also couldn’t hear the system flip from one setting to the other. It was seamless and quiet. That’s impressive considering how unrefined some of the normal Corollas can seem.

On normal streets, the GR Corolla feels sharp and taut, somewhat like a pro athlete going about their grocery shopping. Still, it’s not overly rough or stiff and managed to soak up whatever imperfections we encountered without issue. Visibility is good and there’s no major blindspot of any kind either. The only thing you might be unaware of is just how fast this little car is until you pin the throttle.

Eight Cylinders Worth Of Fun In A Three Cylinder Package

To put it lightly, this little three-cylinder engine puts to shame all those who said it couldn’t be powerful enough. As you tip into the throttle torque is quick to find its way to the road surface. There’s no noticeable turbo lag and as a result, the experience is highly engaging and satisfying whether you’re on the street or on the racetrack.

As we found ourselves on the latter it was clear to see that the engineers at Toyota have created something truly unique. The GR-Four AWD system is perhaps the most impressive part of the package. It really does send up to 70 percent of engine torque to the rear when asked. Even in its default 60:40 front:rear “Front” torque split the rear wheels are always engaged. The GR Corolla never goes into full front-wheel drive mode.

What’s more, each mode really does change its driving characteristics. 60:40 Front is actually quite playful and fun. Getting the rear tires to let go and slide a little was easier than when we swapped it to 30:70 Rear. When pushed really hard the GR Corolla will oversteer going into turns and understeer coming out of them but we get the feeling that more practice would’ve made those transitions smoother. Of course, getting the GR Corolla to do what we asked was easier thanks to outstanding feedback from the steering wheel and pedals.

In our experience, there was next to no numbness in the steering wheel at all. On center, it’s still communicating about what’s happening at the road surface and in turns there’s a small adjustment period while you learn how the car settles in. At times I found myself correcting course mid-corner because the car hadn’t fully settled into the line when I initially thought it had.

Once I had a hang of that it was easy to place the GR Corolla lap after lap right on the apexes and the racing line. The gear shifter provides nice action too though it seems to grind easily when there’s a heavy lateral load. The Core and Circuit Edition grades are sincerely great fun and very easy to drive fast. There’s no unexpected behavior or unsettling lack of braking or steering performance either even after more than two-dozen laps.

Then, of course, there’s the Morizo Edition which quite frankly is just a different beast altogether. Sure, it might not be all that different from the Circuit on paper but in practice is another matter. The Michelin Pilot Sport Cup 2 tires certainly deserve a lot of credit for the Morizo’s performance but they’re not alone.

Additional torque, more grip, and less weight come together to completely change how fast this little car is. Compared to the lesser two trims the Morizo was entering corners one gear higher and at much greater speed before having no problem bleeding that speed back off before exiting the corner again. It’s amazingly grippy in the bends.

To achieve this level of lateral grip and capability, the GR Corolla has 349 more spot welds and more than nine extra feet of adhesive to hold the car together and to keep it still and responsive on the track. The Morizo Edition actually has nearly 20 more feet of adhesive over the normal Corolla hatch.

It’s not going to go out there and compete against serious high-end track toys, but if one of those toys is being piloted by a subpar driver and the Morizo is helmed by a more experienced individual, well there might be some hurt feelings in the pits later.

The Rivals

The Civic Type R is coming and we’re confident that it’ll be good. Still though, we believe that the Toyota has it beat until it proves us wrong. The GR Corolla costs less (unless Honda sells the Type R for less than the last one) and has an outstanding AWD system that we expect to outperform the trick (but still bound by physics) FWD setup on the Honda.

Compared to the VW Golf R, the GR Corolla starts at just shy of $10k less. We’d love to compare the GR Corolla to rivals from Ford, Subaru, Hyundai, and others but the truth is that we’re looking at a three-horse race here and there’s a good chance that only one of them will start below $40k.

A Landmark Hot Hatch

For years it’s been common to hear about how cars like this can’t work. They’re too expensive to develop and they don’t sell in high enough volume to make them worthwhile. Certainly, that’s been the case regarding cars like the Subaru WRX STI and the Ford Focus RS. Can the GR Corolla buck that trend with its overwhelming demand? We certainly hope so. Perhaps the addition of the Morizo and Circuit Edition will help make a case for the GR Corolla by padding the bottom line a little.

Either way, we can confirm that for now, this hot hatch is the king of that castle. While unlikely, it’s such a well-rounded combination of fast, competitively priced, practical, fun, and reliable that we could see the GR Corolla spark a new wave of interest in cars from the generation just now starting to drive. Even if it doesn’t accomplish that herculean task, it’ll go down in history as one of the most engaging hatchbacks Toyota has ever been bold enough to build.

This brand has gotten a lot of flack over the years for its sports car partnerships but the GR Corolla is all Toyota. It’s a flag in the ground that proves what can be accomplished. It has real rally DNA, true everyday practicality, a seriously competitive starting price, and outstanding performance. We’re so glad that it’s here.

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Photo credits Stephen Rivers for Carscoops / Toyota

2023 Nissan Rogue

What kind of vehicle is the 2023 Nissan Rogue? What does it compare to?

The Rogue is a compact crossover SUV with seats for up to five passengers. Shop it against the Toyota RAV4 and Subaru Forester; the Mitsubishi Outlander is related to the Rogue, but offers a small third-row seat. 

Is the 2023 Nissan Rogue a good SUV?

Review continues below

Overall, the 2023 Rogue is a good choice among small SUVs. Sure, it could have more underhood punch and its exterior style won’t be for everyone. But it’s priced right in mainstream trims and delivers good fuel economy and a comfy ride. It earns a TCC Rating of  6.5 out of 10. (Read more about how we rate cars.)

What’s new for the 2023 Nissan Rogue?

After a new turbo-3 engine arrived last year, the Rogue largely stands pat for 2023 aside from some minor optional equipment shuffling and a $200-or-so price hike in most trims.

The Rogue remains a five-seat crossover SUV with an overstyled exterior and a soothing cabin. Its myriad angles and lines outside work best with the available two-tone paint scheme, but at least you don’t have to see its busy headlights from the interior. 

The 201-hp turbo-3 packs a lot of power into a small engine, but it’s stuck with a continuously variable automatic transmission (CVT) that wants to keep revs low to maximize fuel economy. At 33 mpg combined in front-wheel-drive form (or 31 mpg with optional all-wheel drive), it does a good job of emphasizing thrift. If only it offered better punch off the line and more passing grunt. 

A soft ride and a quiet cabin help the Rogue feel more like a small luxury crossover than a mainstream model, too. The interior is spacious enough for four adults, and the cargo area is fairly big given the somewhat petite 183-inch overall length. 

Good crash-test scores and standard automatic emergency braking make the Rogue a safe choice in any form. Skip the base S trim and you’ll find the automaker’s ProPilot Assist driver-assistance tech that allows for limited stints of hands-off driving. 

How much does the 2023 Nissan Rogue cost?

This year, the Rogue starts at $28,585, though all-wheel drive nudges it just over $30,000. That money buys the base S with its 17-inch wheels, 8.0-inch touchscreen, Apple CarPlay/Android Auto, and automatic emergency braking.

We’d budget for the SV that costs about $1,500 more and adds bigger wheels, a power-adjustable driver’s seat, and a host of driver-assistance tech. It’s a good deal among crossovers. 

Where is the 2023 Nissan Rogue made?

In Smyrna, Tennessee.

2023 Volvo XC90

What kind of vehicle is the 2023 Volvo XC90? What does it compare to?

The 2023 Volvo XC90 is a three-row crossover SUV. Shop it against the BMW X5 and Audi Q7, as well as the Jeep Grand Cherokee L. 

Is the 2023 Volvo XC90 a good SUV?

Review continues below

With a TCC Rating of 7.5 out of 10, the 2023 Volvo XC90 is one of our top-rated models. We love its subtle style, its gorgeous and spacious interior, and its powertrains that balance frugality with performance. (Read more about how we rate cars.)

What’s new for the 2023 Volvo XC90?

Volvo recast the XC90 lineup this year in Core, Plus, and Ultimate trims. You’ll find newly standard all-wheel drive, and the range-topping T8 Recharge plug-in hybrid gains a bigger battery for a bit more power and an estimated electric-only range of more than 30 miles. 

Unchanged is the XC90’s slick styling, which after eight model years since a full redesign remains plenty appealing. It’s even better inside, helped out by wonderful attention to detail. 

The base 2.0-liter turbo-4, or B5, engine sends 247 hp to the wheels, but we suggest stepping up to the 295-hp B6 for its extra grunt. Either way, both engines benefit from a 48-volt starter-generator system for smooth acceleration and some fuel savings. The Recharge uses Volvo’s T8 plug-in hybrid powertrain good for 455 hp and a 0-60 mph sprint of just 5.0 seconds, plus one-pedal driving to make the most of its electric mode. 

The XC90 can hit 25 mpg combined in base B5 form, which is pretty good for a seven-seat SUV. 

These SUVs lack the overt sportiness found in some BMW and Mercedes-Benz models, but then again most of us don’t have race-track driveways. The XC90 handles routine driving with poise. 

It’s just as pleasant inside, with good space for passengers in all three rows. You’ll want to sit up front, though, where the seats can be heated, cooled, and offer massages—and even wrapped in a gorgeous wool blend in top trim. 

Safety-wise, the XC90 lives up to Volvo standards with its exceptional crash-test scores and wide range of driver-assistance tech. There’s no paying extra for most safety features here. How much does the 2023 Volvo XC90 cost?

The base XC90 B5 runs $57,095 to start. We’d add the B6 engine and Plus trim for just under $65,000. The Plus trim adds such niceties as leather upholstery, a heated steering wheel, and a surround-view camera system. 

Where is the 2023 Volvo XC90 made?

In Sweden.

Driven: The 2022 Mercedes-Benz C 300 4Matic Offers S-Class Charisma For A Fraction Of The Price

Driven: The 2022 Mercedes-Benz C 300 4Matic Offers S-Class Charisma For A Fraction Of The Price

The all-new 2022 Mercedes-Benz C 300 is a departure from any previous C-Class. No more is it the entry-level sedan that it once was. Now, it’s imbued with a bevy of advanced technology, more space, and a much more streamlined lineup.

Gone are the trio of engine options offered on the previous generation in lieu of a more powerful version of the 2.0-liter mild-hybrid four-cylinder that served as the base engine last year.

Read More: Mercedes-Benz CLA Facelift Spied In Sedan And Shooting Brake Form

The wheelbase has been stretched by about an inch and the car is 2.5-inches longer overall. Over the course of a week with the C 300, we found that those changes make it better in person than on paper.

The Fun-Sized S-Class

Quick Facts › › ›

› Model: 2022 Mercedes-Benz C 300 4Matic


› MSRP: $43,550


› 0-60 MPH: 5.3-Seconds


› Powertrain: 2.0-L Turbo Four-Cylinder Mild Hybrid l 9-Speed Auto l RWD or AWD


› Output: 255 Hp (190 kW) / 295 Lb-Ft (399 Nm)


› EPA: 23 MPG City / 33 MPG Highway


› On Sale: Now

From the outside, the C 300 very clearly shares some of its most important design cues with its larger S-Class sibling. The headlight and front fascia treatment are nearly identical. The lower grille sections are similar and while the C 300 differentiates itself with prominent power bulges in the hood, it shares the same sharp creases where the hood blends down toward the fender. The belt lines and tail lights continue to share DNA so much so that the C 300 really is closer to the S-Class in terms of design than ever before.

The 19-inch five-spoke wheels on our test car provide a more athletic appearance than most will find on the S-Class but that’s good because the C 300 is meant to feel more agile both by external design and from behind the wheel. Unlike the brand’s new all-electric EQS, the C 300 features what Mercedes calls a ‘cab-backward’ design with a long hood and a short rear trunk space. While our car was not equipped with it, an AMG package adds a rear diffuser, performance brakes, and a sports suspension along with other subtle visual changes to the exterior.

A Posh Place

Similarly to the exterior of the C 300’s design, the interior borrows heavily from the flagship in the family. A new progressive interior features a prominent dash with no less than six different patterns available. Adding to that are 11 different upholstery choices that span from simple black MB-Tex (the brand’s name for faux leather) to “Power Red/Black” leather.

As has been the case for some time now, seating controls are found on the door panel and they work well. Despite my slightly above-average height (6’6), I found it fairly easy to get comfortable despite the fact that the top of my hair was just barely grazing the headliner. Manually-adjustable headrests for the front seats played a role there. If we could change the front seats at all we’d set them into the car a little lower.

The rear seats aren’t as comfortable for a person of my size but average-sized adults can survive back there for most trips without fuss. We really wouldn’t recommend trying to fit five adults in this car though. The ‘cab-backward’ design looks good and sure, there’s more space than in the previous generation, but not by much.

Still, the overarching theme of the C 300s interior is one of sincere luxury and quality. The switchgear feels fantastic in everyday use from the climate vents that feel snug but placeable to the paddle shifters that offer a satisfying click when pulled. It’s not all perfect, though. The piano black plastics grab and hold onto fingerprints and smudges and the touch-capacitive buttons and sliders are a whole different topic. Let’s get into that.

Technology Hits And Misses

Staring back at the occupants of the C 300 are two screens. Directly ahead of the driver is a 12.3-inch digital instrument panel. It’s bright, rectangular, and easy to understand in practice. The central infotainment screen is very slightly angled towards the driver but can be seen and manipulated by the passenger with ease. It also looks great and offers an almost stunning array of features and options. Unfortunately, manipulating the system isn’t nearly as straightforward as it could be.

Physical touches to the screen receive quickish responses but the menu system itself is a bit convoluted and hard to follow. Additionally, the capacitive buttons found just below the infotainment screen and on the steering wheel are frustrating to use in practice. Sometimes they don’t react at all while at other times the system senses the touch and seems to overreact.

Thankfully, Mercedes has one of the very best voice command systems in the business. Every aspect of it that we tested worked the first time without the need for additional attempts. That doesn’t mean that it was perfect all week. Every once in a while it would ask for us to repeat phrases but overall we found it easier to use than the touch interface itself. It’s especially excellent at providing turn-by-turn navigation directions in part due to the augmented reality applied to the system.

As you approach turns or places where you might need to change lanes the system will show the real road ahead on the main infotainment system with floating arrows that point in the correct direction.

The only thing we’d change is that we’d put that in the heads-up display or limit the AR section to half of the infotainment system as opposed to the whole thing. That way you could see the overhead view of the turn in addition to the AR version. It should also be noted that every once in a while the nav system would make mistakes like the time that it tried to tell us to drive on a closed bike path to get to our destination.

The premium Burmester sound system in the C 300 was fine but we found that it really struggled with bass-heavy music. The rest of the range was great though and the system allows for a lot of adjustment.

The C 300’s automated parking feature was impressive. Once activated the car will automatically scan the roadside for a parking space. When it’s found a space, the interface will ask the driver to engage the actual parking action and then to modulate the brake as necessary. In our testing, it seemed that it struggled to get close to the curb if no parking lines were present.

It would still make it into a space but it would leave 18 or more inches sometimes between the car and the curb. If lines were present it was highly impressive. Not only would it put the car about 8 inches from the curb but it would actually pull the car forward in the space to make sure that it’s centered wherever possible.

A New C-Class Family Tree

Breaking away from the tradition of its past, Mercedes sells the new C 300 in three different distinct trims and then allows buyers to add additional content in packages or individually. The whole trio of trims can be had in rear- or all-wheel drive (4Matic).

The lineup starts out with the Premium which includes standard equipment like 18-inch wheels, a sunroof, an 11.9-inch infotainment system, heated front seats, faux-leather upholstery, Android Auto, Apple CarPlay, an integrated WiFi hotspot, and ambient interior lighting.

Every C 300 is also equipped with emergency stop assist, adaptive high beam assist, blind-spot monitoring, forward collision mitigation, and a safe-exit system. That’s a lot of equipment for the C 300’s $43,550 starting MSRP.

The Exclusive trim level, priced at $45,800, adds the Burmester audio system, a wireless charging pad, an automated parking system, a 360-degree camera, and streaming music services.

The top trim is appropriately named Pinnacle and it has integrated augmented reality navigation and a heads-up display. The top two trims can add a Driver Assistance package that includes adaptive cruise control, lane-keep assist, evasive steering assist, blind-spot intervention, and more. It starts at $47,500.

Shoppers can further add individual features like leather upholstery, ventilated front seats, a heated steering wheel, updated headlights, and adaptive headlights.

Fuel Economy

According to the EPA, the 2022 C 300 Sedan can get up to 25 mpg in the city and 35 on the highway. That results in a combined score of 29. The 4Matic version sees those figures drop to 23, 33, and 27 respectively. In our week’s worth of mixed driving, we ended up with an observed 27.7 mpg combined. That’s quite good for this class and easily beats out competitors like the Alfa Romeo Giulia.

When Did Normal Cars Get This Quick?

Daily driving the C 300 for a week was a real pleasure. It’s a smooth and comfortable performer in everyday traffic. Both the accelerator and the brake take a couple of days to really master. Once one is comfortable with them it’s easy to adjust speed and braking with a deft touch.

We’re also very impressed by how well the car handled heavy rainfall. Despite serious downpours, it never felt like it was losing traction or poise. We’ll also take a moment to say that the automatic wipers are exceptional. They also required zero interaction from us to do their job.

How would this small sedan fare when things got fast? While 255 horsepower (190 kW) and 295 pound-feet (399 Nm) of torque might not sound like much it’s more than potent enough for the C 300. From a dead stop, it’ll rip from 0-60 in just 5.3 seconds. It would be even faster if the engine didn’t need to spin up the turbo before real power kicks in.

Despite that, the mild-hybrid helps out by being able to add up to 20 horsepower in short bursts. Once it’s up to highway speeds the C-Class is a brilliant cruiser and doesn’t run out of oomph either. Triple-digit speeds feel considerably slower thanks to rock-solid construction and a hushed cabin.

One noise that we’re happy about hearing in the C 300 is the engine that has a surprising rasp above 4,000 rpm. Around corners, the C 300 is nimble and confidence-inspiring. Low and high-speed corners are managed with aplomb and accuracy. The wheel and pedals provide verbose feedback about what’s happening at the tires. Ultimately we found the driving experience in the C 300 to be very impressive.

Raising The Bar

Mercedes is bringing the C 300 to market against a bevy of challengers. The BMW 4-Series Gran Coupe and the Audi A5 Sportback are obvious rivals but they’re no longer alone. The Genesis G70 and the Alfa Romeo Giulia also share this space. In that expanded group, the C 300 feels the most luxurious to us. It’s not as good of a value as the G70 and it’s not as sharp of a performance sedan as some of the others.

Overall though we think the 2022 Mercedes-Benz C 300 is an incredibly competent package of well-rounded features. It’s quick, it’s composed, it’s full of high-end luxury treatments and technology, and it’s competitively priced. We’re eager to see how the C43 and C63 AMG variants raise the bar even further.

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2023 Dodge Challenger

What kind of vehicle is the 2023 Dodge Challenger? What does it compare to?

The 2023 Dodge Challenger is a modern muscle car, available in myriad smile-inducing configurations. Compare it to the Ford Mustang and Chevrolet Camaro. 

Is the 2023 Dodge Challenger a good car?

Review continues below

That depends on what you ask of it. For Friday night cruises and car shows, the Challenger will get plenty of attention in just about any form. For track days, it’s great as an R/T or R/T Scat Pack, unless that track is a quarter-mile long—then it’s SRT Super Stock all the way. While far from perfect, the Challenger charms its way to a 5.3 out of 10 on the TCC scale. (Read more about how we rate cars.)

What’s new for the 2023 Dodge Challenger?

After more than 15 years in its modern incarnation, the 2023 Dodge Challenger will roar off into the sunset with a host of special trim levels set to debut throughout the year. Joining those instant classics will be several more paint hues and a “Last Call” plaque underhood. 

The Challenger sticks with its retro, 1970-inspired lines again, meaning this model has outlived the original design by more than a dozen years. Beneath its long hood, its abrupt front and rear ends, and its optional widebody kit lurks a surprisingly adept chassis, though. Don’t be fooled by the muscle car positioning: the Challenger can hustle.

Sure, there’s a 303-hp V-6, but what you really want is a V-8. The R/T Scat Pack represents a solid balance between value and fun, with its 485-hp 6.4-liter V-8 paired either to a chunky 6-speed manual or a slick 8-speed automatic. Adaptive Bilstein shocks make its 20-inch wheels ride tolerably, too.

But we can’t blame you for buying an SRT. (We can blame you for tucking one away instead of enjoying it, though.) These models start with 717 hp from their 6.2-liter supercharged V-8 and they culminate in bonkers 807-hp form, tuned for drag strips.

Fuel economy is terrible, unless you buy the V-6. Hey, salads exist, too. Look for sub-20 mpg combined with any V-8.  

Realistically, though, you probably already know which Challenger version you want, and you probably don’t care about its fuel economy. 

Thankfully, all share a reasonably spacious and plenty plush cabin equipped with a good infotainment system. A 7.0-inch screen is standard, though the 8.4-incher on most versions is even more delightful. 

Where the Challenger shows its age isn’t in its style but in its safety scores and tech. So-so ratings and a lack of automatic emergency braking hold this model back in our ratings. 

How much does the 2023 Dodge Challenger cost?

Dodge has not priced the 2023 Challenger. Last year’s model started in the $33,000 range. Budget about $48,000 for the R/T Scat Pack, though, if you want a model that scoots. 

Where is the 2023 Dodge Challenger made?

In Ontario, Canada.