Volkswagen is giving us its vision of cars from the future with the debut of its latest concept, the Gen. Travel. Its debuting at the Chantilly Arts & Elegance show near Paris.

Volkswagen Gen. Travel Concept

In terms of styling, the Gen. Travel concept looks like no other VW. It looks incredibly futuristic with its upright cabin that’s designed to provide lots of light in the interior. Speaking of the interior, the concept features a reconfigurable interior where the seats can transform into beds. The windows are also specifically designed to be low enough to give occupants a nice view out, but also high enough to allow for privacy when it’s time to sleep.

There’s the “overnight setup” that allows the conversion of two seats into two beds that can be folded out to a full- flat position. The “conference setup” provides four seats and a large table in the middle.

Volkswagen Gen. Travel Concept

The Gen. Travel is an electric autonomous car with Level 5 tech, but VW has not revealed any specs for the concept. The only thing we know is that it has an active suspension system called Electric Active Body Control (eABC).

Volkswagen Gen. Travel Concept

“The Gen.Travel offers us a glimpse of the travel of the future. It shows us what autonomous driving will look like in the future. The Gen.Travel embodies the visionary design of beyond tomorrow for the mobility of tomorrow. Efficient shaping characterizes the extremely distinctive design. Thus, in an age of technical perfection and virtually unlimited possibilities, ‘form follows function’ becomes ‘form follows freedom’. The automobile will not only be better, but also more exciting than ever before,” stated Klaus Zyciora, Head of Volkswagen Group Design.

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The 2023 Mazda CX-50 nudges toward a more rugged future, but agility’s still a strong suit. The CX-50 is a compact crossover SUV that seats five passengers. Longer, wider, yet lower than the CX-5, the CX-50 hitches its off-roadable wagon to the adventure lifestyle craze proliferating through the segment with vehicles such as the Ford Bronco Sport, Jeep Cherokee Trailhawk, Toyota RAV4 Adventure and many more. Sharing a platform with the Mazda CX-30 but built alongside the Toyota Corolla Cross, the larger CX-50 adds a puzzling piece to Mazda’s small but strong lineup.

2023 Mazda CX-50 Review

The fluid grace of other Mazdas gets a jolt in the CX-50. Handsome from most angles with new found edges and corners, the CX-50 drops the formal grace of Mazda’s old SUV lineup. From the front, the wide front end of the CX-50 embraces the trend for bigger, deeper grilles. Thin headlights knit it all together for a cohesive look that breaks at bowed-out front fenders that look like they’re from an altogether different vehicle. The heavy fender motif repeats itself at the rear, squaring off over the rear wheels while the roofline stamps out a crisper, angular look than the more curvaceous CX-5. Mock air outlets at the rear hang like saddlebags, beneath squared-off taillights that shift this SUV out of the softly rounded past.

The CX-50’s more agile than entertaining. Two powertrains take up slots in the CX-50 lineup. Base models tap a 187-hp, 2.5-liter inline-4 that must work hard to earn its keep. We’ve driven this powertrain with all-wheel drive in the older CX-5 and it makes for a vehicle of an entirely different order. The Mazda 6-speed automatic doesn’t have as many gears as its rivals, and with the added weight of all-wheel drive, the CX-50 won’t be ripping off six-second 0-60 mph runs.

We’ve spent lots of time in the 2.5-liter turbo-4 in top trims. With its 227 hp and 310 lb-ft of torque (on regular gas; with 93-octane fuel, it’s 256 hp/320 lb-ft of torque), the turbo engine also is fitted with the 6-speed automatic and all-wheel drive. With some low-end turbo lag, even when flicked into a Sport drive mode, the CX-50 lags before it spools up fully; when it’s on boil it delivers most of its available torque from 2,000 rpm upward, and that leaves it better tuned for passing, particularly on highways. All versions come with all-wheel drive.

In either case, the CX-50’s charm is in its steering and ride. It’s longer than the CX-5 and the petite CX-30, and doesn’t suffer the lumpy responses those crossovers can exhibit on rumpled roads. It’s an excellent interstate cruiser for that reason, with a solid steering feel that sticks to the center and tracks down the highway without the wandering, inattentive feel of some of its South Korean competitors. Mazda doesn’t fit the CX-50 with any adaptive dampers or air suspension, but its poise gives a second or two of pause. It’s a joy to thread through canyon passes, both composed and comfortable to flick through curves.

With new Off-road and Towing drive modes, the CX-50 can lug up to 3,500 lb (2,000 lb on the base model). The former delivers more rear-wheel torque and filters off some steering feedback for smoother trail riding. With up to 8.3 inches of ground clearance on base cars or 8.6 inches on turbo versions, the CX-50 can pull a box trailer or plot a moderately challenging course on gravelly paths with more than the usual flair.

The CX-50 unfortunately lapses in fuel economy and it’s not stellar. The EPA rates it at 24 mpg city, 30 highway, 27 combined in base form. To compare, a base Hyundai Tucson with all-wheel drive earns 29 mpg combined; a Subaru Forester, 33 mpg. With the turbo-4 engine, the CX-50 dips to 23/29/25 mpg. As of now, no hybrid edition has been confirmed.

No crash-test scores have been published. There’s no data on its crash performance yet, but the CX-50 does offer standard automatic emergency braking, adaptive cruise control, blind-spot monitors, automatic high beams, and active lane control. A surround-view camera system is available, as are parking sensors, which are recommended, since outward vision to the rear is a weak spot.

2023 Mazda CX-50 Review

Inside, Mazda drapes its usual dash shape over a horizontal bar that provides a platform for an 8.8-inch or 10.3-inch touchscreen. Pared down to a minimalist set of toggles and switches, with splinters of metallic trim across the dash and around the vents, the CX-50 cabin does more with less, except on its feature-filled steering wheel. There’s still a rotary control knob on the console, and most drivers will have to learn to live with it, since the CX-50’s touchscreen sits so far out of reach.

The CX-50 shares a platform with the CX-5 and the smaller CX-30, but it’s been stretched out to make the CX-50 longer and wider than the CX-5 by a fair margin. The CX-50’s 110.8-inch wheelbase is 6.4 inches longer than the CX-30’s and 4.6 inches longer than the CX-5’s. At 185.8 inches long and 75.6 inches wide, it’s also 5.7 inches longer and 3.0 inches wider than the incumbent CX-5.

The fit and finish of the CX-50 vies for attention from anyone who’s driven a lesser rival. Mazda pays a lot of attention to the materials it stitches inside, and the CX-50 shows them off even better with the available panoramic sunroof. We haven’t sampled a cloth-interior car, but the leather-lined CX-50 has supportive and well-shaped front seats, with good adjustment and power assist on most trims. It’s not much larger than the still-on-sale CX-5, and so the CX-50’s back seat doesn’t strike us as substantially better. It’s big enough for two adults to stay calm for a long road trip, but a third should be slight of stature.

Cargo room behind the back seats has increased to 31.4 cubic feet, versus the CX-5’s 29.1 cubic feet, but it’s lower with those seatbacks folded down—56.3 cubic feet, versus the CX-5’s 58.1 cubic feet. Mazda says the space is both wider and longer in the newer car, and thus more useful; we’ll let Home Depot enthusiasts weigh in there.

The CX-50 ticks the right value boxes. Mazda sells the CX-50 in nine separate trims, which is too many. The base $28,025 version gets all-wheel drive, power features, keyless start, cloth upholstery, and an 8.8-inch touchscreen with wireless Android Auto and Apple CarPlay. Mazda only enables touch inputs on Android and Apple screens, though; for native functions, users must spin the knob on the console, a tedious affair at best.

2023 Mazda CX-50 Review

The $35,625 2.5S Premium is the best value here. It takes the above and straps on a bigger 10.3-inch touchscreen, a power tailgate, leather upholstery, power heated front seats, a panoramic glass sunroof, 10-speaker Bose audio, and 17-inch wheels. A high-end 2.5 Turbo Premium Plus can cost $42,775, bundled with a surround-view camera system, heated rear seats, front and rear parking sensors, navigation, and steering support for blind-spot monitors. Mazda says soon it will add a tenth Meridian model to the CX-50 family. It will add on roof crossbars, all-terrain tires, and even more rugged styling.

The new CX-50 continues Mazda’s award-winning recipe; a great handling SUV with killer looks and Mazda’s great reliability. Mazda has made the new CX-50 larger which better helps it compete with ever growing competitors. It’s the smart crossover that we’d want to be driving on a daily basis since it can put joy into any drive. Which one is right for you really comes down to what kind of driver you are. If you’re more concerned about fuel economy pick the Premium with its cost savings, but if you’re more power hungry choose the Turbo; regardless you can rest assure knowing you’ve picked a great midsize SUV.

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The 2023 Toyota Sequoia is almost here, since Toyota has announced that it has started production of the new Sequoia. The 2023 Sequoia is built at the same San Antonio, Texas plant as the Tundra.

2023 Toyota Sequoia Production

“The third-generation Sequoia marks a new era of electrified vehicles that will help move us closer to carbon neutrality while delivering on and exceeding customer expectations for this iconic SUV,” said Kevin Voelkel, president of Toyota Texas.

The pricing for the 2023 Sequoia starts at $59,795, including destination. Under the hood the Sequoia is powered by a 3.5-liter twin-turbo V6 hybrid powertrain that generates a combined 437 horsepower and 583 pound-feet of torque and that’s mated to a 10-speed automatic.

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Nissan has announced the pricing for the updated 2023 Altima, which starts at $26,835, including destination.

2023 Nissan Altima

On the outside the 2023 Altima has been refreshed V-motion grille and redesigned brand logo, new LED headlights, and new wheel designs. Inside the Altima is available with a 12.3-inch touchscreen with wireless Android Auto, wireless Apple CarPlay, a navigation system, a wireless phone charging pad and a Wi-Fi hotspot.


The Altima comes standard with a naturally-aspirated 2.5-liter 4-cylinder engine, but if you want more sport, then there’s the 2.0-liter turbocharged four-cylinder with 248 horsepower and 273 lb-ft. of torque. All-wheel drive is optional with the base engine.

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The Dodge Challenger and Charger models are soon about to disappear from Dodge’s lineup. But before they do, Dodge is introducing seven “Last Call” special edition models. We now have the debut of the sixth one, the 2023 Dodge Challenger Black Ghost. According to Dodge, the “Challenger Black Ghost special edition offers a modern manifestation of the original that roamed Woodward Avenue in the 1970s.”

2023 Dodge Challenger Black Ghost

The original Black Ghost was a black 1970 Dodge Challenger RT SE that was owned by Godfrey Qualls. The 2023 Challenger Black Ghost is based on the Challenger SRT Hellcat Redeye Widebody and is inspired by the original with its black and chrome appearance and “gator skin” roof vinyl graphics. Under the hood the power has been bumper up to 807 horsepower.

“There are so many legendary muscle cars in Dodge brand history, it was hard to choose the seven vehicles we wanted to pay homage to with our Last Call lineup, but the Black Ghost was an easy pick,” said Tim Kuniskis, Dodge brand chief executive officer – Stellantis. “The 2023 Dodge Challenger Black Ghost is the prelude to what we’re going to unveil with our seventh and final special-edition model.”

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Volvo is currently prepping a new flagship electric SUV, called the EX90, which is going to debut on November 9. At some point the EX90 will replace the XC90 and it’s expected that it will draw inspiration from the 2021 Recharge concept.

Volvo Concept Recharge

Safety has always been a big priority for Volvo and it says that the “standard safety in the EX90 will be beyond that of any Volvo before it.” The safety systems will use cameras, radar and lidar to “create a 360-degree real-time view of the world.”

Volvo continues, “our research indicates that our software and sensors can help reduce accidents that result in serious injury or death by up to 20 percent. Likewise, we estimate we can even improve overall crash avoidance by up to 9 percent.”

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Mini is celebrating its 20th anniversary in the United States with the debut of the Mini 20 Years Edition models. The Mini 20 Years Edition is based on the 2023 Mini Cooper S 4-door and is available three Patriotic colors: Chili Red, Pepper White, and Island Blue.

2023 MINI Cooper S Hardtop 4 Door 20 Years Edition

The exterior also gets a silver roof and mirror caps, in addition to piano black trim. The hood also features an offset stripe accented in red, white and blue on the driver side and a star on the passenger side. It also gets accessories, like side scuttle inlays, door sill plates, and c-pillar decals. The exterior is topped off with 17-inch Tentacle Spoke black wheels.

Inside the seats are wrapped in carbon black leatherette. The steering wheel is wrapped in Nappa leather with a 20 Years Edition insert. 20 Years graphics have also been added.

The 2023 MINI Cooper S Hardtop 4 Door 20 Years Edition is priced at $37,165, including destination.

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The days of the V8-powered Mercedes-AMG C 63 are gone, but in its place we have the 2024 Mercedes-AMG C 63 S E Performance. The newest C 63 is now powered by a turbocharged, plug-in hybrid four-cylinder powertrain that generates a combined 671 horsepower and 752 pound-feet of torque.

2024 Mercedes-AMG C 63 S E Performance

The plug-in hybrid powertrain mates the M139l 2.0-liter engine with a 201 hp rear-mounted electric motor and a two speed gearbox. The four-cylinder alone generates 469 hp and 402 lb-ft. and is mated to a nine speed transmission. Mercedes says that the C 63 S E Performance can accelerate from 0-60 mph in an estimated 3.3 seconds and a top speed of 174 mph. In all three driving scenarios: gas, hybrid and electric, an all-wheel drive system can send power to all or a set of wheels.

The electric range has not been announced, but we don’t expect much from the 6.1-kWh battery pack, which only provides 7 miles of range in the AMG GT 63 SE E Performance four-door.

Other performance upgrades include electronically adjustable shocks, four-wheel steering and upgraded brakes. The C 63 S E Performance also stands out with its more aggressive front and rear fascias. Sportier seats are also optional.

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With the 2022 Corolla Cross, Toyota borrows from its bestsellers as it downsizes its latest crossover-SUV hardware. The Corolla Cross is the newest, smallest Toyota crossover to sport available all-wheel drive. Larger than the front-wheel-drive Toyota C-HR and taller than the Corolla sedan that lends its name to the effort, the 2022 Corolla Cross also borrows its looks from another Toyota—the bigger and bolder RAV4. Compare the Corolla Cross with the Honda HR-V, Subaru Crosstrek, and Hyundai Kona.

2022 Toyota Corolla Cross Review

It’s a scaled-down RAV4; which isn’t a bad thing. It is, given its intentional knock-off of the RAV4’s shape. The Corolla Cross uses that family resemblance to draw in eyeballs and the look translates well on its shorter body. It’s a sharp, squat-looking crossover with smartly angled pillars and wheel wells. The cues that set it apart include an upturned “mailbox” grille, more pronounced and curved fenders, and slimmer LED lighting; they don’t cut quite the rakish appearance of the RAV4 but they’re far from the car’s economy-car roots.

The Corolla Cross puts its foot down on the first part of its name, not the second. It’s resolutely average, and that’s just fine. It taps the Toyota parts bin for its 169-hp 2.0-liter inline-4. With 150 lb-ft of torque, and a curb weight of between 3,125 lb and 3,325 lb, it’s not going anywhere quickly. You’ll want to put your foot in it and keep it there, but this engine puts out notable noise off the line and its CVT holds it in its midrange. The CVT drop-ships power to the front or all four wheels, and can be held manually at specific ratios with a shift mode, but it begs for relief as it struggles uphill with just a driver on board.

Front-drive models have ostensibly a less advanced twist-beam rear suspension, compared to the more sophisticated rear multi-link suspension on the AWD versions. The front-drive models let the Corolla Cross relax into its commuter chores, while the heavier and more complex setup exerts more control over wheel motion, which, combined with the bigger 18-inch wheels.. The Corolla Cross rides well on the highway, especially with the smaller 17-inch wheels on the L and LE versions.

The Cross’ electric power steering doesn’t have a lot of feedback and it’s very light at parking-lot speeds, but on interstates it builds enough weight to keep the car centered. On tight corners, where it’s brought along a head of steam, it’s relentless with its understeer, and doesn’t have the power to do anything about it. The Corolla Cross can tow up to 1,500 lb, technically, and has ground clearance of up to 8.2 inches, a half-inch less than a RAV4.

The Corolla Cross earns good, but not great gas mileage ratings. Front-wheel-drive models are EPA-rated at 31 mpg city, 33 highway, 32 combined. With all-wheel drive, numbers drop to 29/32/30 mpg. It’s worth noting those figures aren’t much higher than a much bigger RAV4 or Honda CR-V; it’s also worth noting that Toyota has a hybrid Corolla Cross in the pipeline for the 2023 model year.

Top crash-test results and good standard safety features reflect well on the Toyota Corolla Cross.The Corolla Cross aced crash tests by both the IIHS and the NHTSA, which gave it a five-star rating. The IIHS took it a step further with a Top Safety Pick+ award for its standard automatic emergency braking system that rated at “Superior” in stopping before impact with vehicles and pedestrians. The small crossover’s standard LED headlights also performed well. As do the Cross’s standard safety features, including automatic emergency braking, adaptive cruise control, active lane control, and automatic high beams. LE models add blind-spot monitors and XLEs get parking sensors and rear cross-traffic braking.

2022 Toyota Corolla Cross Review

The interior takes the same tack as the RAV4, with a familiar layout capped by a touchscreen perched on the dash. It’s neatly arranged, with a compact binnacle of gauges and a stand-up touchscreen as the only breaks in a slim dash that appears to be pinned or suspended by a pair of air vents. Gray and black are the order of the day, except on the Corolla Cross XLE, which wears warm beige synthetic leather.

The Corolla Cross fits four plus stuff. At 175.6 inches long in all, the Corolla Cross is a half-foot shorter than a RAV4; it’s just 2.0 inches shorter in wheelbase, at 103.9 inches. That translates into plenty of space for front-seat passengers. Head and leg room abound, but the cloth-trimmed front seats in the L and LE models have manual adjustment via fragile-feeling levers—and they lack good lumbar support. With tilt/telescope steering it’s simple to find a good driving position, but the lack of low back padding only gets fixed in the XLE, which gains power adjustment, synthetic leather, and lumbar support.

The back seat can fit two large passengers; head room ranks highly, but knee room spells out the key difference between the Corolla Cross and the six-inch-longer RAV4. The Cross’ 32.0 inches of rear leg room and 52.5 inches of rear shoulder room don’t leave much space for long-legged people or for a third passenger. The Corolla Cross sports at least 24.6 cubic feet of space behind the second row seat, and at least 65.0 cubic feet when the rear seats fold down, depending on the presence of a sunroof and all-wheel drive.

Toyota nails the basics, and skips the extravagances and stocks the 2022 Corolla Cross with ample standard features, and it has good infotainment as well as great value. The base $23,410 Corolla Cross L sports a 7.0-inch touchscreen with Android Auto and Apple CarPlay, cloth upholstery, 60/40-split folding rear seats, and LED headlights. All-wheel drive costs $1,300. All prices include $1,215 in destination charges.

That’s a bargain, but we’d spend a little more for the Corolla Cross LE. At $25,760, it adds an 8.0-inch touchscreen, roof rails, keyless start, and wireless smartphone charging. It can be configured with a sunroof and JBL 9-speaker audio. It’s $27,540 for the XLE, which gets synthetic leather upholstery, a 10-way power driver seat, a center armrest, 18-inch wheels, heated front seats, and a tonneau cover. Options include adaptive headlights, a power tailgate, and JBL audio. Toyota’s 3-year/36,000-mile warranty now includes 2 years/25,000 miles of service.

At the end of the day, the new 2022 Toyota Corolla Cross might just be what you need. Its relatively small size, great safety tech and value with Toyota reliability make it a great small SUV for first time buyers. With the Corolla Cross Toyota has struck the veritable sweet-spot of the small SUV class. It does everything you’d want with Toyota refinement and reliability.

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The 2023 BMW X7 has received a facelift and now we have our first look at the hotter 2023 Alpina XB7.


The XB7 adds a sportier look to the X7 with its Alpina body kit that includes side skirts, a front splitter and a revised rear bumper with four oval exhaust tips. It rides on 23-inch wheels with 20 spokes, while 21-inch wheels are optional. Inside there are blue accents, illuminated door sills and a Alpina specific steering wheel.

Under the hood the XB7 is powered by a new twin-turbocharged 4.4-liter V8 that’s mated to a mild-hybrid system. The powertrain generates 630 horsepower and 590 pound-feet of torque. If you’re keeping track, the XB7 has 107 more horsepower than the X7. Alipina says that the XB7 can accelerate from 0-60 mph in 3.9 seconds and has a top speed of 180 mph.

Stopping power is provided by four-piston front brake calipers with 15.5-inch rotors and an air suspension can lift the XB7 by 1.6 inches or lower it by 0.8-inches in Sport mode or at speeds over 100 mph. In Sport+ mode or at speeds over 155 mph the suspension lowers the XB7 1.6 inches.

The 2023 Alpina XB7 is priced at $145,995, including destination. It will arrive in early 2023.

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