The fifth-generation Avalon might have been introduced in 2018, but Toyota has confirmed that 2022 will mark the end of its production. Today, the automaker announced pricing for the 2022 MY alongside a few changes in the lineup.
The 2022 Toyota Avalon starts from $36,375 (excluding the $1,025 fee), making it $250 more expensive than last year’s model.
The full-size sedan is not available in AWD variants anymore, while the sporty TRD trim was also dropped from the range. The good news for prospective buyers is the addition of new safety features as standard, including the upgraded Toyota Safety Sense 2.5+ package (dynamic radar cruise control, lane tracing assist, blind-spot monitor, rear cross-traffic alert, etc), and the addition of a rear-seat reminder system.
Just like last year, the Avalon is available with gas and hybrid powertrains. The 3.5-liter V6 produces 301 hp (224 kW / 305 PS) and 267 lb-ft (362 Nm) of torque, mated to an eight-speed Direct Shift automatic gearbox that sends power to the front axle. The hybrid combines a 2.5-liter four-cylinder engine with two electric motors producing a combined 215 hp (160 kW / 218 PS) and comes with a fuel economy rating of 44 mpg combined.
The 2022 lineup includes six trim levels, including the XSE Nightshade Edition that is visually differentiated from the glossy black accents, the 19-inch wheels, and the rear diffuser. Inside, variants are differentiated with the base XLE featuring SofTex upholstery and “engineered wood” trim, the Limited coming with perforated leather and genuine wood sourced from Yamaha, and the Touring with perforated SofTex / Ultrasuede and aluminum trim.
In terms of equipment, the Limited and Touring come standard with a premium 14-speaker JBL Audio system, a 10-inch Head-up display, a 9-inch infotainment touchscreen (Apple CarPlay / Android Auto / Amazon Alexa), a wireless charging pad, and a moonroof (also standard on the Nightshade, optional in XLE, XLE hybrid). The Touring is the sportiest of the bunch equipped with the electronically controlled Adaptive Variable Suspension system, and an extra driving mode (eco, normal, sport, sport+, custom)
After the Mazda CX-3 Super Edgy, the automaker announced a series of special trim levels of the Mazda3 and the CX-30 in Japan, alongside small updates on the e-SkyActiv X motor.
Those include tweaking the intake port and exhaust silencer of the gasoline engine to produce a richer sound for spicing up the driving experience during acceleration. Additionally, engineers have updated the gas pedal feel for a greater “sense of unity with the car”. As a refresher, the e-SkyActiv X is a mild-hybrid 2.0-liter four-cylinder engine producing 183 hp (137 kW / 186 PS) and 240 Nm (177 lb-ft) of torque.
In terms of the new trim levels, the Smart Edition is available for models equipped with the e-Skyactiv X engine. It brings more comfort and safety equipment including an active driving display, smart brake support, high beam control system, lane keep assist, and blind-spot monitoring.
Meanwhile the Black Tone Edition, which is available for all powertrain variants of both models, is visually differentiated by the black 18-inch aluminum wheels, the gloss-black mirrors, and the red stitching inside the cabin.
The pictured Mazda CX-30 Black Tone Edition is fitted with optional aero components including the bumper and side-sill extensions.
Following the example of the more recent CX-30, all Mazda3 models get a new dimming turn signal which, according to Mazda, gives “a sense of life” in the car. Last but not least, the Platinum Quartz Metallic is a new color option for the Mazda3 and the CX-30, while the Polymetal Gray Metallic is added to the palette of the Mazda3 Sedan.
Orders for the mildly updated Mazda3 and CX-30 are open in Japan as of today, with vehicles arriving in dealerships in late November.
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While many sedans are facing an existential crisis these days, there’s one sub-segment that’s been quietly thriving with new entries. Until recently, your only choice for a small executive sedan in the USA were Audi’s elegant A3 and Mercedes’ swoopier CLA. Now, aside from those two, BMW offers its FWD-based 2-Series Gran Coupe and Mercedes added a second model to its range, the A-Class Sedan.
Despite the newcomers, Audi didn’t feel the need to reinvent the A3 with the new generation, but it did want to re-enter the playing field with a lot more pizazz. Whereas Europeans get a lot more options under the hood, Americans will have to make do with the mild-mannered 201-hp A3 in both FWD and AWD Quattro guises and the peppered-up 306-hp S3 performance model.
2022 Audi A3 40 TFSI Quattro
› 2.0-liter turbocharged inline-four › 201hp and 221 lb-ft of torque › 0-60mph in 6.6 sec (FWD) or 6.3 sec (Quattro) › 7-speed ‘S tronic’ dual-clutch transmission › EPA 29 city / 38 highway / 32 mpg combined (FWD) › MSRP from $33,900 to $43,200
2022 Audi S3 Sedan
› 2.0-liter turbocharged inline-four › 306hp and 295 lb-ft of torque › 0-60mph (0-96 km/h) in 4.5 seconds › 7-speed ‘S tronic’ dual-clutch transmission › EPA 23 city / 32 highway / 27 mpg combined › MSRP from $44,900 to $51,500
We recently had the opportunity to jump behind the wheel of both the regular A3 and its high-performance S3 sibling around Denver, Colorado, to see what the fuss is all about and share our first thoughts on Audi’s newest and most affordable sedans.
Design: Evolutionary With A Cause
Audi experimented with a hatchback bodystyle when the first A3 came to the States back in 2006, but since its replacement in 2015, it has stuck with a sedan body in our neck of the woods and that applies to the all-new 2022MY A3.
The last time the four-ring brand showed us a new A3, they had to bring in a designer to explain what the eyes couldn’t discern. That’s not the case here. Yes, it looks familiar from some angles, especially the rear, and yes, it’s an evolutionary spin, but this time around, Audi’s designers actually put some effort into it. The old A3 was already a handsome, if slightly vanilla flavored, sedan, with the new model building upon its qualities and sprinkling it with more character. And it works. There are bolder design details like the bulging fenders on all four corners, more prominent lines and a bigger honeycomb front grille, alongside more aggressive angular LED headlights and prominent bumper vents.
Another reason why it gains points in the looks department is that it’s much better proportioned than the outgoing model, thanks to a 1.4 in. (356mm) increase in overall length at 176.9 in. (4,493mm), while also being slightly taller (0.5 in. / 127mm) and wider (0.8 in. / 203mm). So overall, while still unmistakably an A3, it’s arguably the best-looking A3 sedan so far.
We’ve always liked the measured aggressiveness of Audi’s S models and the latest S3 doesn’t disappoint, discerning itself from its humbler brethren through a series of perceptible but not over the top touches. Beyond the lowered stance thanks to a 0.6 in (15 mm) lower ride height, the S3 gets a slotted leading edge of the hood that’s reminiscent of the 1984 Audi Sport Quattro together with a different grille element, bigger 18- or 19-inch wheels that nicely fill up those puckered wheel arches, and the signature ‘S’ quad pipes. There’s also a rear diffuser, a very discreet boot lip spoiler and, depending on the package you choose, black or silver details.
Interior: Rebel Without A Cause
If you are among those who have been complaining about Audi’s somewhat stale design language over the years, boy do we have news for you, as the most dramatic difference over the old A3 takes place inside. Plucking an idea or two from sister company Lamborghini’s styling department, Audi went with a clean sheet design for the dashboard that has more corners than a soccer match. It looks cool and refreshing even if we’re not entirely sold on the stretches of glossy empty spaces and the not so cohesive design elements.
As with many brands these days, Audi has succumbed to the controversial trend of minimizing physical controls, and we have to say, we’re not happy about it. Specifically, it did away with the rotary control for the new MMI infotainment system while replacing the climate control’s rotary dials for buttons. Furthermore, out goes the traditional lever for the standard across the range dual-clutch transmission, in comes a tiny push-pull gear selector, which does take some time getting used to. Sitting on the top right corner of the minimalist lower center console is a round, sensory audio controller.
All too often, we found ourselves having to take our attention off the road to fiddle around with the controls, be that for the climate or the infotainment system, something that did not happen with the previous A3 and its well-thought layout and switchgear. Change can be good, but in this case, it isn’t.
Coming back to what’s new for 2022, Audi has replaced the traditional instruments with a standard 10.25-inch ‘Virtual Cockpit’ or an optional 12.3-inch version and a crisp 10.1-inch infotainment touchscreen slightly angled towards the driver and integrated into the dash instead of a pop-up unit perched on top. Beyond missing the practical rotary dial on the center console, during our short stint with the A3 and S3, we didn’t experience any issues with the new third-generation MMI that’s said to offer 10 times higher computing power than before and also comes with wireless Apple CarPlay and Google Android Auto.
As with most modern premium cars, there are basically three tiers of plastics used inside, with the top of the dash housing the plushest and softest to the touch materials, increasing in hardness and decreasing in visual pleasantry as you move down and away from the dash.
While it’s refreshing to see a new and modern design, the old A3’s interior was arguably the best in class with a simple yet cozy layout, expensive-feeling and ergonomic switchgear, and high-quality materials throughout. The 2022 A3 is certainly more impressive to look at, even at the expense of a less unified design, and it’s certainly well built – no complaints there. However, for the most part, and with some exceptions such as the sliders for the air vents, it feels cheaper around the corners, be that because of the hard plastics, the quality of some switches, or the plain emptiness in some areas around the dash.
The same of course applies to the S3 which adds bespoke, higher-end trimmings and parts such as aluminum pedals, a darker roof liner, and unique, Lambo-style digital instrument cluster readings. It also gets supportive sports seats up front that are not only some of the best looking in the business but also proved extremely comfortable after a continuous two-hour drive up mountain back roads.
Whichever model you choose, the driving position is spot on, with both the seat and the steering wheel offering plenty of adjustments to get you nicely situated inside.
As for passenger space, the larger footprint provides minor improvements for rear passengers who shouldn’t complain about legroom, with this author’s 6.1 ft frame fitting at the back after adjusting the front seat to my height without my knees bumping into the seat-back. But we shouldn’t forget that this remains a compact car, so it’s not meant to carry three adults at the back unless you miss flying economy class on a low-cost carrier. The new A3 might be a smidgen taller than before, but the sloped roofline and Audi’s decision to offer a standard panoramic sunroof that eats into the already limited rear headroom means that anyone over 6.0ft will surely be brushing hairs with the headliner.
There’s decent legroom for rear passengers, but headroom at the back is limited
Something else we should mention is that in the S3, due to the incorporated front headrests and the darker headliner, rear passengers will experience a more claustrophobic feeling than in the regular A3.
According to the U.S. spec-sheet (not comparable to the way it’s calculated in Europe), cargo space stands at 8.3 cubic feet for the all-wheel-drive A3 Quattro and S3, and 10.9 cubic feet for the front-wheel-drive A3. Its shape, partly due to the way the wheel arches encroach inside the trunk, will limit its usefulness for bulkier objects unless you fold down the seats. It’s also a bit challenging to fit smaller items throughout the cabin, though on a positive note, we did find the storage in front of the gear selector useful and practical for phones, especially if you opt for the wireless charging pad in addition to a pair of USB-C outlets.
Powertrains: Audi’s Tried And Tested 2.0 TFSI With 201-hp Or 306-hp
Notice anything missing on the standard Audi A3’s engine cover?
Audi chose to keep its lineup simple offering the latest version of its incredibly familiar EA888 2.0-liter turbocharged inline-four in two different flavors, down from three in the previous 2020MY (there was no 2021 A3), both paired to a seven-speed dual-clutch S tronic transmission.
Getting into the specifics, the base A3 40 TFSI comes with a revised 2.0-liter unit featuring a 48-volt mild-hybrid tech (MHEV) that provides a small boost during drive-off and can switch off the engine during coasting to save fuel. More importantly, it offers a super smooth restart at the traffic lights, arguably one of the finest integrations of start-stop we’ve experienced recently.
In this application, the 2.0 TFSI pumps out 201 horsepower and 221 lb-ft of torque in both the standard front-wheel drive and optional all-wheel-drive Quattro models, which is more than last year’s 186-hp and 221 lb-ft 2.0L FWD A3, but a lot less than the 228-hp and 258 lb-ft in the A3 2.0L Quattro. Audi says the FWD A3 40 TFSI hits the 60 mph (96 km/h) mark in 6.6 seconds, matching last year’s FWD A3, while the A3 40 TFSI Quattro does the same in 6.3 seconds, which is a whopping 0.9 seconds slower than the previous 2020MY A3 Quattro.
The front-wheel-drive A3 can travel an EPA-rated 29 miles on a gallon of gasoline in the city, 38 on the highway, and 32 combined, outdoing the Quattro model’s 28/36/32 mpg ratings. During a zippy 85+ mile drive down a mountain road combined with some inner-city and highway miles in fairly dense traffic we achieved 28.3 mpg, which is pretty darn good given the circumstances.
Unlike the A3, the S3 proudly displays Audi’s four-ring logo over its engine cover
Moving on to the 2022 Audi S3, the 2.0-liter turbo’d four-banger has gained 18 hp and 18.5 lb-ft of torque over the previous generation for a total of 306 horsepower and 295 lb-ft respectively. It has also put on 77 pounds (35 kg), tipping the scales at 3,538 lb (1,605 kg). Audi claims the S3 scoots to 60 mph (96 km/h) in 4.5 seconds, a barely detectable improvement of 0.1 seconds over the last generation, but still faster than either the 301 hp M235i xDrive Gran Coupe (4.7 seconds) and 302 hp Mercedes-AMG CLA 35 (4.8 seconds). Power is fed to all four wheels through the Quattro all-wheel-drive system. As with the European model this time around, there’s no manual gearbox option for three-pedal enthusiasts. Shucks.
Obviously, the S3’s fuel economy ratings trail the regular A3’s but are in line with other competing models at an EPA estimated 23 mpg city, 32 mpg highway, and 27 mpg combined, improved by 1/3/2 mpg respectively over the last generation. In a spirited two-hour drive up the mountain to around 9,500 feet elevation, with a few highway and city miles thrown into the mix, we saw a combined 20.3 mpg, which isn’t indicative of real-world fuel economy. Something to keep in mind is that the figure we achieved with the A3 was going down mountain roads with some traffic, while with the S3, up without much traffic at a faster pace.
Driving The 2022 Audi A3: A Baby Executive
We’ll start our driving experience with the A3 40 TFSI Quattro, which was the only A3 available at the presentation. We drove the standard model, but there were examples fitted with the optional sports suspension that is included with the Black Optic Sport Package and which could yield different findings in handling, so keep that in mind if you see other reviews.
Even so, as long as you’re not looking for the kingpin of engaging dynamics, you won’t have much to complain about with the A3. The MQB Evo chassis here is slightly geared more towards comfort than absolute handling. On the motorway, it feels very stable and tranquil with the smooth and quiet operating 2.0-liter turbo also offering decent oomph for an overtake should you request it. It won’t set your pants on fire, but under most conditions, it provides ample power.
The ride, at least with the 18-inch wheels, is composed while the optional Quattro all-wheel-drive provides some extra assurance. On a twisty road, it’s the car that will dictate your pace, not the other way around as the softer suspension setup leads to increased body roll and dips in corners if you push too hard. In this case, you’d either want to check out the sports suspension or go straight for the S3.
Audi’s standard Visual Cockpit is an impressive piece of tech
As for the ever-present S tronic gearbox that now has seven gears in the A3, it shifts with finesse, but it’s starting to show its age as it isn’t quite as smooth or snappy as the automatics found in the latest BMW and Mercedes models. There are also paddle shifters behind the wheel if you want to feel racy, but under most circumstances, leaving the transmission’s brains do the thinking for you works better. Moreover, as with other auto boxes these days, you might want to flick the ‘Sport’ mode on the tiny transmission selector if you dislike delays in gear changes. The electromechanical steering isn’t as communicative as we’d want, but it’s fairly well-weighted and direct.
Finally, the brakes are strong and progressive but some drivers might find the feeling a bit off due to how it pairs to the mild-hybrid system that recuperates energy when slowing down.
Driving The 2022 Audi S3:The Gentleman’s High-Performance GT
Jumping into the new S3, you immediately notice there’s something different going on here. The suspension, the steering, the brakes, and of course, the (occasional) engine growl, all tingle your senses.
While ‘RS’ models, including the upcoming RS3, go bananas with hardcore performance and strong visual cues, ‘S’ models have always felt like they best encompass Audi’s finest qualities in an all-around package. And the S3 is no exception here. It’s the type of car you can deviate from the highway and take a spirited drive on a back road on your way to a business meeting without breaking a sweat or a wrinkle on your shirt. It’s just pure, effortless performance.
America’s entry to Audi’s world boasts a bolder design, a heavily revised interior, and 48v mild-hybrid power.
The four-pot is as powerful as ever offering a continuous burst of power from 2,000 rpm to the limiter without suffering from any lag. You also get the occasional pop and crackle from the exhaust pipes, which is a nice touch, and one we’d frankly wish was more frequently present. What we said about the 7-speed dual-clutch transmission in the A3 evidently applies here too. It gets the job done without a hick or a fuss, but it’s not the absolutely smoothest or fastest auto box out there right now.
The S3 gets different digital instrument graphics and body-hugging front sport seats
Our press car was equipped with the available S Sport package with adaptive dampers (and red brake calipers), which we’d highly recommend ticking off in the options box when you order your S3. They allow you to choose from a softer setup for a comfy ride all the way up to an extreme setting with a firm and focused tune for when you’re in the mood. The press drive model also came with the optional 19-inch wheels wrapped in grippy 235/35R run-flat tires. The new S3 gets a Progressive Steering system, which increases the speed the more you turn the wheel while loosening up during parking.
Audi’s centralized Drive Select function allows you to adjust the dampers (when optioned with the Sport Package), throttle response, steering weight, transmission mapping, and exhaust sound through three pre-configured modes called Comfort, Auto and Dynamic. You can also cook up your own arrangement under the Individual mode.
The Drive Select system includes three pre-configured and a custom mode
What all this translates to on the road is a classy, safe, and effortless (you’ll hear that word being tossed around a lot about the S3) high-performance compact that inspires confidence at any speed. It’s less flamboyant and raw than some of the other proposals in the segment like the Civic Type R, but make no mistake, the S3 is one seriously fast and capable performance compact. The steering, while mostly numb and somewhat unnaturally weighted and artificial-feeling in Dynamic mode, is point and turn. It’s that simple and at speeds that will surely get you in trouble with the law on any kind of road. And when the time comes to slow down, the powerful and progressive brakes will add to your confidence.
At the end of the day, the S3 will make you look like a better driver than you really are – just as long as the electronic nannies are turned on to keep the car in check.
Pricing: A3 Starts From $33,900, S3 From $44,900
Essentially, you have two models to choose from, the 2022 A3 in FWD or Quattro all-wheel-drive form, and the performance S3. The FWD A3’s pricing has increased by $600 over the previous 2020MY at $33,900, but you do get a 17hp boost among other things, while the A3 Quattro is $600 cheaper at $35,900, but remember, it lost 27 horses. As for the S3, Audi hiked its price by $1,900 to $44,900. All prices exclude a $1,045 destination fee.
Whichever model you choose, there are three available trim levels called Premium, Premium Plus, and Prestige, and all can be opted with a Black Optic Sport Package that adds darkened details on the outside, including the roof and exterior trimmings.
Beyond the usual comfort features, base A3s get 17-inch wheels, the 10.25-inch Virtual Cockpit, and 10.1-in. MMI touchscreen infotainment system and an assortment of safety systems as standard. The S3 bumps this up with 18-inch wheels, front sport seats, LED lights inside and out, and more. Unfortunately, you have to go for the $47,700 S3 Premium Plus to add the $1,100 S Sport Package with the damper control.
You can see the equipment features and detailed pricing in the included slides above.
Our Verdict On The 2022 Audi A3
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Starting with the A3, Audi has built a small premium sedan with more styling flair than ever before without resorting to overly dramatic design choices. It has a peppy engine that will cover your basic needs and it’s a joy to cruise on the highway. Our major niggles concern Audi’s turn to touch inputs and buttons, with no MMI rotary dial or other rotary knobs that make your life easier when on the move, some lower-quality materials and switchgear compared to the older model (albeit with the same excellent build quality), and limited headroom at the back and storage spaces inside.
It’s also softer and less composed on the road than what we would have liked, but we won’t necessarily count that against it as your typical entry-level premium buyer leans more towards a supple and quiet ride than engaging but firm driving dynamics. The A3 can be feature-packed, but you will need to spend significantly more than the advertised starting MSRP to get all those treats. Ultimately, your money is going towards parking a smart-looking European small sedan with a premium feel in your driveway that will get your neighbors’ attention at the expense of living space and equipment features compared to a similarly priced mainstream mid-size sedan. If that’s something you don’t care about, the A3 is an honest choice.
Our Verdict On The 2022 Audi S3
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Moving on to the S3, while the same nuances we mentioned before with the A3 apply here too, you get more bang for your buck(s) with the fine driving dynamics and performance thrills that one would expect from a true Audi. It’s ruthlessly fast and capable around the bends, all while remaining mild-mannered, even if it’s not exactly the most fun to drive. There are other performance compacts in the market that will put a wider smile on your face, but that usually comes at the expense of the S3’s extremely refined, all-around package.
In essence, you’re paying a 20-25 percent premium over the standard A3 for 50 percent more power and twice the thrills behind the wheel. For that reason alone, in our book, the S3 makes for a much smarter buy even if its pricing encroaches into A4 territory. Simply put, it’s a much more cohesive offering that gives you legit reasons to select it over larger models beyond the allure of the four-ring logo on the hood.
This is the Dallara EXP, a track-only variant of the Stradale that promises extraordinary levels of performance.
Powering the Dallara EXP is the same basic 2.3-liter EcoBoost turbocharged four-cylinder as the Ford Focus RS and also used by the Stradale. However, the engine has been modified by Bosch and now delivers 493 hp and 516 lb-f (700 Nm), huge gains over the 395 hp and 369 lb-ft (500 Nm) of the Stradale. The track-only model comes exclusively with a six-speed sequential transmission driving the rear wheels through a Quaife limited-slip differential.
Underpinning the EXP is the Stradale’s carbon fiber monocoque but the motorsport firm has made a plethora of upgrades to the car’s bodywork. For example, a larger rear wing has been fitted while the front fascia also adopts new canards and a more pronounced splitter. The car also lacks the windshield and roof that the Stradale can be optioned with and is said to deliver 2,755 lbs (1,249 kg) of downforce at its 180 mph (290 km/h) top speed. That’s a remarkable figure when you consider that the EXP weighs just 1,962 lbs (890 kg).
When combined with slick tires that come standard, the Dallara EXP can deliver 2.7 G of lateral acceleration through corners, roughly double what the highest-performing street-legal supercars and hypercars can deliver.
Dallara hasn’t announced pricing for the EXP. Interestingly, Dallara says individuals that already own a road-going Stradale will be able to purchase the EXP’s various new components and cycle between them if they want to use their vehicle both on the road and on the track.
BMW has just introduced two special editions of the 8-Series and X5 in Japan.
Starting with the 8-Series, it is known as the Frozen Black Edition and is offered in Coupe and Gran Coupe forms. The vehicle comes exclusively in matte black and includes the Shadow Line option that adds a black kidney grille and black tailpipes. In addition, BMW has equipped the 8-Series Frozen Black Edition with black M sport brake calipers.
Inside, the car comes standard with a panoramic glass sunroof and also features black M Sport seats, a BMW Individual headliner finished in Alcantara, extended black Merino leather, and BMW Individual piano black trim. A Bowers & Wilkins Diamond surround sound system also comes as standard.
Production of the model will be capped at just 20 units, with 5 of these being Coupe models and the remaining 15 being Gran Coupes. Japanese buyers will be able to secure a reservation when order books open on June 30. Prices for the Coupe start at 15 million yen ($135,385), while the Gran Coupe is slightly more expensive at 15.1 million yen ($136,288).
The new BMW X5 variant has been dubbed the ‘Pleasure Edition’ (yes, really) and comes loaded with features that are normally optional. These include semi-autonomous driving systems, seven seats, leather upholstery, and dash grain wooden accents. It is also equipped with 21-inch alloy wheels and adaptive air suspension.
All X5 Pleasure Edition models come standard with a 3.0-liter straight-six diesel engine producing 286 hp and 479 lb-ft (650 Nm) of torque. Prices for the X5 Pleasure Edition start at 10.38 million yen ($93,687).
Audi of America just informed us that the US-spec model will have 401 HP (299kW), making it slightly more powerful than the European version that’s rated at 394 HP. As for why, our sources tell us that this was a “specific request” from Audi’s U.S. division and which was granted by the Germans. “Since the increase is pretty minimal, we don’t anticipate a distinctive difference in performance,” an Audi representative told us.[Updated 6/22/2021]
Audi Sport has released the first technical details of the new-generation 2022 RS3, the Mercedes-AMG A45’s prime nemesis. As before, the performance model is available in five-door Sportback and four-door sedan bodystyles, though only the latter will be coming to North America next year.
As expected, the 2022 Audi RS3 will continue using a sonorous turbocharged 2.5-liter five-cylinder engine, which in the new model produces more torque and the same horsepower figures. For the European model, this translates into 394 HP (400 PS) and 368 lb-ft (500 Nm) of torque, an increase of 15 lb-ft (20 Nm) over the previous iteration. While maintaining the same torque figure, the North American specification RS 3 sedan will have a few extra ponies at 401hp.
Despite the modest torque increase, Audi says that the new 2022 RS3 is 0.3 seconds quicker than its predecessor from 0-62 mph (0-100 km/h), achieving a very impressive 3.8 seconds. This is also 0.1 seconds quicker than the model’s main rival, the Mercedes AMG A45 S, which requires 3.9 seconds for the same procedure. In addition, an optionally available 180 mph (290 km/h) top speed will ensure that no rival can come close to a new RS3 on an unrestricted highway.
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Four-wheel powerslides in an Audi? For real?
However, the main highlight of the new Audi RS3 will be found in the rear axle. Audi Sport calls it the “RS Torque Splitter” and it’s a setup that offers active fully variable torque vectoring between the rear wheels.
Unlike the previous model’s rear differential and multiple disc clutch package, the new RS Torque Splitter features one electronically controlled multiple clutch pack on each rear driveshaft with its own control unit. The result is, according to Audi, less understeer, better stability, and maximum agility. During cornering, the system sends torque to the outside rear wheel while in RS Torque Rear mode, the Torque Splitter allows the 2022 RS3 to execute “controlled drifts on closed roads”.
Drivers can configure the setup of the RS Torque Splitter to their taste through the Audi Drive Select. There are five different modes to choose from, including Comfort/Efficiency, Auto, Dynamic, RS Performance, and the aforementioned RS Torque Rear. Auto is the most balanced out of all the options, with the torque distribution not allowing any understeer or oversteer. The Dynamic mode sends as much drive torque to the rear axle as possible for more agility, complementing the RS Torque Rear mode. Finally, RS Performance is designed for use on the track to offer as little understeer and oversteer as possible for better lap times.
Faster shifts from a revised dual-clutch transmission
The 394 HP five-cylinder turbo engine offers its peak horsepower between 5,600 and 7,000 rpm, which is earlier and longer than the previous model, and is still coupled to a seven-speed dual-clutch transmission, which in the new model features a more robust design and communicates with the rest of the drive components, including the Launch Control system, to change gears in a shorter time and offer “lighting-fast starts”.
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RS3-specific chassis revisions
Unsurprisingly, the 2022 RS3 will ride on stiffer shocks and springs, with the body sitting 10 mm lower than the S3, and 25 mm than the A3. The front McPherson suspension features RS3-specific pivot bearings, stiffer lower wishbones, subframes, and stabilizers. The rear axle has a four-link design with a subframe and stabilizer bar adapted to the new torque splitter. Reinforced wheel carriers are also present. Customers will be offered the RS Sport Suspension Plus with adaptive shocks as an option.
Other options include a set of sticky Pirelli P Zero “Trofeo R” tires for the first time, the RS Dynamic Package (which, among other things, unlocks the 180 mph top speed), and ceramic brakes.
Audi will reveal all the details of the new 2022 RS3 in full later in July, so stay tuned.
While Morgan is known for its traditional designs that fly in the face of modern cars, the British sports car manufacturer has made subtle upgrades over the years. The Model Year ‘22 (MY22) updates center around adding subtle but modern conveniences to the experience, without detracting from the appeal of the old-school driving experience.
The upgrades include standard features and additional optional extras and will be applied to all new Plus Four and Plus Six cars. Morgan says the new features have been added based on feedback received from both customers and the press.
The interior of each car now sports upgraded interior lighting with two LED lights on the rear bulkhead. Also included is what Morgan calls a “concierge function” that keeps the headlights on for 30 seconds after the key has been removed from the ignition.
Providing power for mobile devices is a dual-port USB outlet which, along with the existing Bluetooth functionality, is probably the furthest anyone will want to go in terms of mod-cons.
Perhaps the most significant revision for 2022 cars is a newly-designed hood. The all-new hood does away with the previously employed hood rail fasteners, making it easier and simpler to open and close. The new hood also forms a better seal with the windscreen and side screen closures. The improvements are said to enhance weather protection and offer better cabin noise insulation.
More upgrades include new seats with enhanced lateral and longitudinal support. The seats come in two forms: the Comfort seat, which is standard on the Morgan Plus Four, and the Comfort Plus, which is optional on the Plus Four and fitted as standard to the Plus Six. Both have re-profiled cushioning and adjustable lumbar support, while the Comfort Plus features increased elasticity in the seat base along with additional pneumatic adjustment to the side and thigh bolsters.
The MY22 update also marks the first time brand’s cars feature the redesigned Morgan wings badge. The new badge signifies a fresh brand identity said to represent the “new level of digital craftsmanship that sits perfectly alongside its famed array of traditional coach building skills.”
New optional extras include a black-painted lower grille, a new lockable storage compartment, and an active sports exhaust system. The latter is available with a choice of polished silver or black tailpipes.
Chairman and CEO of the Morgan Motor Company, Steve Morris, says that the changes have been made thanks to Morgan’s 112-year history of listening to their customers: “Feedback on the Plus Four and Plus Six, which were launched in 2020 and 2019 respectively, has been carefully collated and acted on by our engineering team. The result of this engineering program is the MY22 update package, which holistically brings new levels of usability, refinement, and driving enjoyment to the four-wheeled range.”
Nissan has built the first example of the 2022 Pathfinder at its factory in Smyrna, Tennessee, ahead of the all-new SUV’s market launch this summer.
The 2022 Nissan Pathfinder will arrive in US and Canada dealerships this summer, featuring new rugged exterior styling and a modern interior with seating for up to eight passengers.
“Start of production of the new Pathfinder marks another major milestone in our Nissan NEXT momentum story,” says Jeff Younginer, vice president, Nissan Smyrna Vehicle Assembly Plant. “The Smyrna plant team is thrilled to put the newest version of this iconic vehicle on the road for customers.”
Power comes from Nissan’s familiar 3.5-liter V6 engine, producing 284 HP and 259 lb-ft of torque, paired to a new 9-speed automatic transmission, instead of the previous model’s heavily criticized CVT unit.
Customers will be able to opt for an all-new Intelligent 4-wheel-drive system that offers no less than seven different modes for both on- and off-road driving. In addition, the all-new Nissan Pathfinder can tow up to 6,000 pounds.
The interior of the 2022 Pathfinder features an all-new 10.8-inch heads-up display, a 12.3-inch digital instrument cluster, and a 9-inch infotainment system with Apple CarPlay and Android Auto as standard.
Customers will be also offered the new option of captain’s chairs in the second row, as well as the ProPILOT Assist with Navi-Link. Nissan claims that the cabin of the new Pathfinder is now a much quieter and refined place to spend some time in, featuring acoustic laminated glass, thicker second-row windows, and more sound deadening in the doors and floor.
Pricing details for the all-new 2022 Nissan Pathfinder will be announced in the coming weeks.
The 2021 Hyundai Staria has been revealed in full and it truly is unlike any other vehicle on the market.
The people-mover is dubbed a Purpose Built Vehicle (PBV) by Hyundai and has a futuristic exterior design that includes a bold front-end with LED daytime running lights and a light bar that run across the width of the vehicle. Hyundai’s designers have also equipped the Staria with a low and wide grille while the main headlamps are located on either side of this grille.
Unique design touches continue along the sides where the windows extend lower than is usual. Meanwhile, the rear includes large vertical taillights with a Parametric Pixel lamp design similar to the all-electric Ioniq 5. Shoppers will be able to buy the new Staria in Abyss Black Pearl, Creamy White, Graphite Gray Metallic, Moonlight Blue Pearl, Shimmering Silver Metallic, Dynamic Yellow, Olivine Gray Metallic and Gaia Brown Pearl.
Hyundai will sell its new PBC in standard Staria and flagship Staria Premium guise and offer 2- to 11-seat configurations. The Staria Premium includes unique features like a tinted brass chrome treatment across various parts of the exterior, including the Hyundai emblem, grille, headlamp bezels, front and rear bumpers, wheels, wing mirrors, and door handles.
The interior of the Staria is a significant step on from previous people movers produced by Hyundai. Key features include a 10.25-inch front display, a button-type electronic shift lever, and a large touchscreen infotainment system.
Staria Premium models takes things one step further. In the 7-seat Premium model, for example, it features ‘Premium Relaxation Seats’ in the second row that recline electronically and have sliding capabilities. These seats also include a one-touch relaxation mode that prompts them to recline automatically. Meanwhile, 9-seat Premium models have second-row seats that can swivel 180 degrees to face passengers in the third row. All Premium models also come with 64-color ambient lighting and the cabin can be finished in Black, Black and Beige two-tone, or Black and Blue two-tone. Premium models can also be equipped with a Gray and Brown two-tone cabin and a Gray and Light Gray two-tone interior.
Two engines will be offered. The first is a diesel 2.2-liter VGT four-cylinder that delivers 174 hp and 318 lb-ft (431 Nm) of torque. This engine can be coupled to either a six-speed manual or an eight-speed automatic transmission. Sitting at the top of the range is a Smartstream 3.5-liter MPI engine with 268 hp and 244 lb-ft (331 Nm) of torque. This engine is offered exclusively with an eight-speed automatic.
Sales of the new Hyundai Staria will commence in the second half of 2021. The 11-seat model will only be available in Korea.
DS will officially start accepting orders for their 9 flagship saloon in the United Kingdom on April 8.
The DS 9, which is based on the PSA Group’s EMP2 V2.3 platform, is a large premium saloon with a length of 4,933 mm (194.2 in) and a 2,895-mm (114-in) long wheelbase.
Offered in two trim levels, the 2021 DS 9 is priced from £40,615 ($56,272) in the PureTech gasoline version and £46,100 ($63,871) for the E-Tense plug-in hybrid in the Line + grade, and £44,715 ($61,952) and £49,200 ($68,166) in the Rivoli + respectively.
The DS 9 powertrain lineup comprises of two E-Tense plug-in hybrid powertrains, with 225 PS (222 HP / 165 kW) and front-wheel drive, and a 53-55 km (33-34 miles) of electric range with the 11.9 kWh battery fully charged, and 360 PS (355 HP / 265 kW) and all-wheel drive. A 225 PS (222 HP / 165 kW) PureTech regular petrol engine completes the range. All powertrains come with an eight-speed automatic transmission.
Every DS 9 is generously specced, and depending on the configuration, it features leather upholstery, Alcantara, ambient lighting, massaging seats and premium sound system. Drivers will be aided by the Level 2 semi-autonomous tech, scan suspension, automatic parking system, night vision, automatic emergency braking, traffic sign recognition, smart headlamps and driver attention monitoring.
