Monday, 20 December 2021 06:21

New Mercedes-AMG EQS 53 2022 review

The new Mercedes-AMG EQS 53 is AMG's first attempt at an all-electric car, and it packs a serious punch with 649bhp

Verdict

The EQS 53 is a strong first effort from AMG when it comes to series production all-electric machines. Performance takes another step on compared with the standard EQS, but it’s actually the car’s ride and handling that are more impressive than the straight-line shove, given its hefty kerbweight. This bodes well for AMG’s electric future, and even more powerful and more focused models beyond the EQS 53.

After unveiling its first all-electric AMG model at the 2021 Munich Motor Show we’re now able to sample Mercedes’ performance future with its EQS 53 4MATIC+, a tuned and honed version from Affalterbach, AMG’s base, that offers more power, optimised aerodynamics and revised styling that’s more in keeping with the EQS AMG’s intent.

Let’s start with power. The car’s twin-motor set-up is supplied by a 108kWh battery as offered in the regular EQS, but the motors feature new windings and control software, so here the output is up to 649bhp and 950Nm of torque - or an incredible 751bhp and 1,020Nm of torque if you opt for the AMG Dynamic Plus package. For now, only the former is available in the UK.

The 0-62mph sprint is dispatched in 3.8 seconds (or 3.4 for the Dynamic Plus model) if you, but its straight-line performance isn’t even the EQS 53’s strongest point. Up to about 125mph, in most conditions performance is actually relatively similar to the regular EQS, in that both cars deliver their thump (the AMG a good chunk more) in a linear fashion, which means there are fewer differentiating characteristics that come from the powertrains.

Instead, it’s the 53’s tuned chassis that is more noticeable. Air suspension and rear-wheel steering both feature as standard, and as good as the regular EQS is, it weighs more than 2.5 tonnes, so the tweaks for this AMG model help keep that significant kerbweight in check.

AMG’s alterations to the set-up mean the EQS 53 feels lighter and more agile, as if the car has lost a few hundred kilos. It corners with more assurance, as you’d expect, and holds its line better; in fact, it feels more like a regular E-Class in how it handles than an all-electric limousine.

Albeit an E-Class with plenty of space, because the 5.2-metre long EQS 53 boasts a 610-litre boot and a big interior with lots of legroom in the back and plenty of bespoke AMG touches, include sports seats and a sports steering wheel, as well as a rotary controller for the driving modes.

You can choose from five settings that tweak the throttle and steering response, amongst other features - even the accompanying soundtrack changes - while the infotainment gives a read-out on performance data. Of course, the huge Hyperscreen panel is still present and works as well as we’ve come to expect from Mercedes.

In the default setting the EQS 53 wafts along in near-silence, offering impressive refinement. It’s comfortable too. Step things up and the soundtrack takes on a new personality, with a futuristic sound designed to reflect the performance on offer.

It’s not comparable with a six, eight or twelve-cylinder AMG combustion engine when it comes to authenticity, but then this is a quality that the EQS 53 doesn’t struggle with overall anyway. If AMG continues like this, performance fans need not be worried about its future when it comes to electric mobility.

A few points remain unchanged anyway, as the EQS 53 commands a typically high AMG-style price, starting from £154,995. But at least a claimed range of up to 377 miles on a full charge, and 200kW rapid charging capability to match its regular EQS cousin give good flexibility. You’ll be able to top up the battery from 10 to 80 per cent in 31 minutes, while a 7kW home wallbox will take 15 hours and 30 minutes to fully replenish the battery.

Model:	Mercedes-AMG EQS 53 4MATIC+
Price:	£154,995
Battery/motor:	108kWh/2x e-motors
Power/torque:	649bhp/950Nm
0-62mph:	3.8 seconds
Top speed:	155mph
Transmission:	Single-speed automatic, four-wheel drive
Range:	377 miles (WLTP)
Charging:	200kW (10-80% in 31 mins)
On sale:	Now

(https://www.autoexpress.co.uk/mercedes/eqs/356936/new-mercedes-amg-eqs-53-2022-review)

Published in Mercedes

Sunday, 19 December 2021 05:39

2022 Genesis GV70 Review: Has Genesis Finally Nailed It?

Verdict: The all-new Genesis GV70 is a joy to drive, and it mimics its luxury competitors both in its ability to provide high style and in its occasional highly questionable design choices.

Versus the competition: Still perhaps a notch below its German rivals, the GV70 is Genesis’ best attempt yet to establish the South Korean brand’s credibility as a luxury marque.

As Genesis fills out its lineup, the latest vehicle to join the South Korean brand’s assault on established luxury rivals is the 2022 GV70 compact SUV. Hyundai’s luxury division, Genesis became a separate brand for the 2015 model year, and we’ve long been fans: We named the 2019 G70 sedan our Best of 2019 winner, and the pre-brand-spinoff Hyundai Genesis sedan was our first ever Best Of winner back in 2009.

With the GV70, Genesis has set its sights squarely on the lucrative luxury compact SUV class, including competitors like the Audi Q5, BMW X3 and Mercedes-Benz GLC (plus a whole host of others from brands not based in Deutschland). Can the GV70 compete in such a loaded field?

Driving Done Right

One of the things we love about the G70 sedan is how much fun it is to drive, and it’s no surprise that the GV70, which shares the same platform, retains some of that fun. Really, “some” is an understatement: The GV70 — at least the twin-turbocharged 3.5-liter V-6 Sport Prestige version we tested — is a blast to drive. It’s not full-on bonkers like a BMW X3 M, Mercedes-AMG GLC63 or Alfa Romeo Stelvio Quadrifoglio, but all three of those SUVs are at their best on a track. The GV70 Sport Prestige strikes a nice middle ground, more like a Mercedes-AMG GLC43, BMW X3 M40i or Audi SQ5.

The GV70’s 3.5-liter makes 375 horsepower and 391 pounds-feet of torque. Also available is a turbocharged 2.5-liter four-cylinder engine making 300 hp and 311 pounds-feet that we haven’t yet driven. Both are paired with an eight-speed automatic transmission, and all-wheel drive is standard on all GV70s.

Press the gas pedal and you’ll notice a bit of lag. Depending on your personal preference, you may find it annoying or you may enjoy the buildup before the GV70 takes off. Putting the driving mode into Sport or Sport Plus (the latter is only available on Sport models) seems to improve response time a bit. Either way, though, once you get going, the GV70’s twin-turbo V-6 pulls hard.

Ride and handling are also impressive. There was some impact harshness over bumps and imperfections, but I chalk that up mostly to the giant 21-inch wheels on our test vehicle. (The wheels can be as small as 18 inches, trim depending.) Otherwise, the adaptive suspension does a great job providing a cushy ride in its more comfortable settings, then firming up in Sport and Sport Plus. I was also impressed by how little body roll I felt during my time behind the wheel, though some of our editors felt more than I did.

GV70 Sport Prestige models add an electronically controlled limited-slip differential that aids in handling, and while it’s not quite up to par with the G70, the GV70 feels nimble, with decently communicative steering. More aggressive driving modes add a bit of extra weight to the steering feel, but they don’t do much to improve feedback or inspire confidence during more spirited driving.

My sole complaint about the driving experience lies with the GV70’s brakes: It takes a lot of effort to move the pedal, and the brakes themselves sometimes felt like they were being overworked trying to haul the GV70 to a stop. Something with more bite and easier, more linear pedal feel would do wonders for the GV70.

Interior Luxury Done Mostly Right

You’ll find some good and some bad inside the GV70. Genesis says its design approach was “inspired by the aerodynamic sections of aircraft wings”; as such, you’ll find elliptical shapes everywhere inside. It gives the GV70 a sort of retro-futuristic, Atomic Age vibe that I really enjoy.

Materials quality in the top GV70 trim stands out, with Nappa leather upholstery and suede inserts — and as you can see in the photos, it doesn’t have to be a boring color. I drove an Audi Q5 Sportback shortly after the GV70, and the Q5’s interior felt a bit more solidly put together than the Genesis’, but overall, the GV70’s interior is right up there with its peers.

Interior space, however, can feel a bit lacking. The front seating area is dominated by a large center console and might feel cramped to some, but I thought the snugness enhanced the GV70’s sporty feeling. The backseat offers decent amounts of head- and legroom, but at 6-foot-1, I found it difficult to sit comfortably behind my driver-seat position. Cargo space is also a bit tight. It felt adequate for daily errands, but our testing measured it at 16.15 cubic feet; that’s less than we measured in a Mercedes-Benz GLC coupe, which is the kind of SUV we always knock for sacrificing utility for style.

From a technological standpoint, the GV70’s 14.5-inch touchscreen display has crisp graphics and looks quite sharp. Apple CarPlay and Android Auto are standard, but not wireless. The GV70 also offers driver profiles that are accessible via a variety of methods, including a fingerprint scanner mounted to the right of the steering wheel. It certainly feels futuristic, but you don’t have to use it if you don’t like the idea of your car having access to your fingerprints.

Cars these days can’t seem to be luxury cars without a few questionable design choices, and the GV70 has a few inside. First, that 14.5-inch touchscreen is placed so far away from the driver’s seat that even my arms and their 36-inch sleeve measurement couldn’t easily reach it. There’s a raised dial controller — though not the confusing, flush dial you’ll find in other Genesis models — to help alleviate that issue, but controllers are not the ideal way to navigate touchscreens, particularly when using features like CarPlay.

Speaking of dials, guess what else in the GV70 is a dial? The gear selector. Having two raised dials adjacent to each other in the center console was confusing, and I often found myself grabbing the gear selector instead of the multimedia controller. Fortunately, like coins, the two dials have different textures, but it’s still frustrating. Adding to my personal frustration was that unlike most vehicles with multimedia controllers, the GV70’s is positioned ahead of the gear selector instead of behind it, though buyers not used to that sort of setup probably won’t care.

Safety

The 2022 GV70 is an Insurance Institute for Highway Safety Top Safety Pick Plus for 2021 (model years and IIHS award years don’t always line up). The GV70 aced every test, but the front crash prevention vehicle-to-pedestrian test. The National Highway Traffic Safety Administration had not yet tested the GV70 as of this writing, but when it does, you’ll find the results here. In our Car Seat Check, the GV70 received mixed scores.

Is Genesis Finally There?

We said once that the 2021 Genesis G80 sedan was “nipping at the Germans’ heels.” Well, the GV70 isn’t just nipping at the heels of German luxury compact SUVs, it’s taking full chomps.

With a starting price of just over $42,000, the GV70 undercuts the competition, though perhaps not as much as other Genesis models have in the past. Our test vehicle carried a sticker price of $65,045, which is more in line with performance-oriented — but not the highest-performance — versions of its competition. Once you start adding options to the German SUVs, however, the Genesis is likely to seem like an affordable option.

In terms of driving performance, the GV70 is certainly a luxury compact SUV, and the interior mimics the good (quality and style) and bad (questionable design and user interface choices) of many of its rivals. It should absolutely be on every luxury compact SUV shopper’s list, but whether it does enough to convince those who care what name is on their car remains to be seen.

(https://www.cars.com/articles/2022-genesis-gv70-review-has-genesis-finally-nailed-it-441469/)

Published in Genesis

Friday, 17 December 2021 06:20

2024 Toyota Compact Cruiser

Overview

Toyota has a history of capable off-road SUVs, from the FJ Cruiser to the 4Runner to the luxurious Land Cruiser. While the Land Cruiser is leaving the American market starting in 2022 and the FJ Cruiser hasn’t been sold here since 2014, Toyota is intent on staying competitive in the off-road space as the market transitions to electric vehicles, and will launch a tough compact electric SUV in the coming years. Previewed by the Compact Cruiser EV concept, the SUV will get boxy styling and rugged bumpers and body cladding. Very little is known about the electric powertrain, but the instant torque of electric motors should make it decently quick and adept at navigating rough terrain.

What's New for 2024?

The Compact Cruiser EV will be an all-new model for Toyota when it launches, and presumably will have a more creative name. We expect the electric off-roader to arrive for the 2024 model year. It will likely share some suspension and powertrain components with other upcoming electric Toyotas, but there is not much information yet on the mechanical components of the Compact Cruiser EV.

We estimate the price of the 2024 Compact Cruiser EV will start at around $35,000. We’ll know more about trim levels and pricing for the Compact Cruiser EV as the on-sale date nears.

As more information becomes available, we'll update this story with more details about:

Engine, Transmission, and Performance
Range, Charging, and Battery Life
Fuel Economy and Real-World MPG
Interior, Comfort, and Cargo
Infotainment and Connectivity
Safety and Driver-Assistance Features
Warranty and Maintenance Coverage

(https://www.caranddriver.com/toyota/compact-cruiser-ev)

Published in Toyota

Thursday, 16 December 2021 05:09

Genesis G70 Shooting Brake review

PROS

Fun to drive
Impressive ride quality
High-quality interior

CONS

Lack of hybrid/electric options
Tight rear head room
Unimpressive four-cylinder engines

Is the Genesis G70 Shooting Brake any good?

The second model in the Genesis G70 range has been rolled out, and it's a segment-busting estate/hatchback/coupe crossover that should appeal those looking for a stand-out compact executive car. In reality, the Shooting Brake is an estate car, with a commodious rear end and a choice of four-cylinder petrol and diesel engines for those who don't want to go for one of the default-choice German opposition.

With a decent range of cars already on offer – and more on the way – Genesis aims to establish itself as a premium player with a difference. To help on that journey offering a concierge-style package with all of its cars, and hoping that buyers will be swayed away from their BMWs, Audis and Mercedes-Benzes, on the promise of a better standard of service and more left-field cars – we’re looking forward to seeing how it pans out.

If you're looking at one of these, you'll undoubtedly have the BMW 3 Series Touring, Audi A4 Avant and Mercedes-Benz C-Class Estate on your shopping list, but the G70's daring looks mean it's likely to appeal to those also looking for an Audi A5 Sportback, BMW 4 Series Gran Coupe, Volkswagen Arteon or Peugeot 508. It's an interesting line-up...

What's it like inside?

From the rear seats forward, the Shooting Brake is identical to the saloon inside. So you get the same blend of tastefully hued materials, pleated leather and dashboard that's liberally sprinkled with buttons. It’s no worse inside than a BMW 3 Series or Audi A4, but the Mercedes-Benz C-Class does better. Build quality is impressive, too.

The interior highlight is the optional Innovation Pack, which brings you a 12.3-inch digital instrument cluster that will show you – on screen – what’s happening alongside when signalling left or right. Sounds gimmicky, but it really does work on the move. Other than that, it’s standard digital fare, and it all works seamlessly with Apple CarPlay and Android Auto.

It’s roomy in the front if you like a low-slung driving position, but the rear bench isn’t quite so roomy, with tight legroom being the biggest criticism. Of its rivals, we’d say only the Jaguar XE is more cramped. The luggage space in the Shooting Brake is not bad at all – the carrying capacity with the rear seats down is 1,565 litres, which beats the BMW 3 Series Touring’s 1,510, let alone the 1,300 you get in the sleeker 4 Series Gran Coupe.

Genesis G70 Shooting Brake review (2021) interior view

What's it like to drive?

It's based on the same tech and underpinnings as the Kia Stinger and powered by a pair of four-cylinder engines. The choice is between a 2.2-litre diesel and a turbocharged 2.0-litre petrol in 200 and 245hp forms.

The 245hp petrol model's official WLTP fuel consumption is 35.4mpg and that’s someway behind the opposition, especially as you’ll find yourself driving it hard quite often, dragging the economy down further. It doesn't feel too quick on the road, despite a 0-62mph time of 6.8 seconds. Blame that on a kerb weight of almost 1,700kg weight and a lack of mid-range pulling power.

The diesel feels more suited to the G70 Shooting Brake, putting in a solid performance and proving to be at its best when cruising, rather than being driven hard. It’s refined at speed, which is all that most owners will really want. But overall, you're left with the lingering impression that it's a great handling sporting estate in need of better engines.

Comfort and handling

Like the saloon it’s based upon, the G70 Shooting Brake is very good to drive, and you can tell from the first corner that it's excellent in corners, with fast and responsive steering and a near lack of bodyroll. Considering this is the company’s first entry into the compact executive market, it’s very good – up there with the likes of the Jaguar XE and BMW 3 Series for driver involvement.

As well as enjoying keen handling, the G70 Shooting Brake rides well, and all that you can really criticise it for is above average levels of tyre noise. In terms of comfort, the 3 Series and especially the Mercedes-Benz C-Class have the G70 beaten, even if there's little to criticise its ride quality for.

Genesis G70 Shooting Brake review (2021) rear view

What models and trims are available?

The new Genesis G70 Shooting Brake comes in three forms: Premium, Luxury and Sport. The entry-level Premium cars come with a 10.25-inch infotainment system with DAB radio, Apple CarPlay and Android Auto. It also comes with electrically-adjustable leather seats, blind spot monitoring and LED headlights as standard.

The Luxury models get a heated steering wheel and heated seats, Sport models add more sporting-looking wheels and bodykit. Options across the range include a sunroof, a nappa leather interior and a great-sounding premium sound system.

All variants of the new Genesis G70 Shooting Brake are offered with either a 2.0 turbocharged petrol engine or a 2.2 litre Diesel. The petrol engine in the Premium model makes 197hp, whereas in the Luxury and Sport it makes 245hp. There is only one diesel engine, and it makes 200hp.

Genesis G70 Shooting Brake verdict

Genesis G70 Shooting Brake review (2021) front view, driving

Should you buy one?

The Genesis G70 Shooting Brake is a very capable and unusual choice in a market dominated by very similar vehicles, and we like it all the more for that. In cold, hard terms, it's not as good all round as the BMW 3 Series Touring, Audi A4 Avant and Mercedes-Benz C-Class Estate, and if you want the best car for your money, you should go with the former.

But it's still an engaging choice, especially considering the extra level of service your Genesis dealer will offer you as a customer. It's not just appealing because it looks interesting. It's also good to drive, with keen handling, and should be fun to live with if you enjoy attacking B-roads on a regular basis. Motorway refinement is also noteworthy, as is the roomy, well-shaped boot (especially considering the swoopy looks).

However, it's let down by an indifferent range of diesel and petrol engines and a lack of any sort of electrification. We suspect its appeal is more deep-seated than that, and most will be sold on the strength of Genesis’s promised customer support rather than the car’s relative merits compared with the opposition.

(https://www.parkers.co.uk/genesis/g70/shooting-brake/review/)

Published in Genesis

Wednesday, 15 December 2021 04:56

New Porsche Taycan GTS Sport Turismo 2022 review

The new Porsche Taycan Sport Turismo adds a bigger boot and more headroom to the electric supercar’s growing range

Verdict

The Porsche Taycan GTS Sport Turismo finally proves that EVs really can be as exciting to drive as they are fast, as practical to use as they are desirable – albeit at a high price here. There are few excuses required for this car. It even has a 313-mile range and can be charged to 80 per cent of this in less than 23 minutes. If this is the future, it’s not just bright, it’s downright brilliant.

Porsche’s Taycan GTS Sport Turismo could be its best electric car yet. It looks great, goes like stink, is beautifully designed and engineered, and – with just a couple of small caveats – it drives quite brilliantly.

So although it costs a whopping £104,990, it requires few excuses to justify, and when you compare it with its closest brother from within Porsche’s own petrol-engined line-up – the similarly styled Panamera GTS Sport Turismo – the list of excuses actually gets shorter.

It’s more than £5,000 cheaper than the Panamera GTS ST. It also offers more power and torque, at 590bhp and 850Nm, so in simple terms it’s just faster: 0-62mph takes 3.7 seconds in the Taycan, 3.9 in the Panamera. Plus, of course, from an ecological point of view, the Taycan GTS is operating in an entirely different universe.

So what are the compromises? Well, it’s the same old triumvirate on the surface; weight, range and charging time. Except even in these areas the Taycan GTS no longer seems all that out-moded.

Its 2,370kg kerbweight doesn’t cripple its dynamic ability. On winding roads the GTS Sport Turismo serves up a lovely mix of ride, handling and steering precision. Its steering is especially crisp, its body control and traction both spookily good given the sheer weight the GTS carries, and, at last, even its brakes inspire real confidence. So the GTS drives as good as it looks, in other words.

Porsche has even managed to solve the often thorny EV issue of sound, too, by giving the Taycan GTS an intriguing new voice. One that includes blips on downshifts between the two gear ratios and a variety of screams and fizzes under acceleration that really do add to the car’s driver appeal.

Also not to be undersold is the extra hit of practicality the Sport Turismo bodyshell brings. In the front it’s familiar enough territory, albeit with a variety of welcome GTS touches to elevate the cabin; good sports seats make a difference, too. But in the rear there’s a lot more headroom and a much bigger boot (446 litres).

It also comes equipped with most, if not quite all the goodies you’d want as standard. Porsche Adaptive Suspension Management is included, for example. But you’ll need to pay extra for our car’s four-wheel steering and its upgraded surround-sound audio system.

And the other caveats? One, the battery still takes 23 minutes to charge from 5 to 80 per cent, and even this requires the most rapid charger possible. But that’s electric cars for you, and the Taycan is one of the fastest to replenish.

Two, it does chew through its theoretical 313-mile range dramatically if you drive hard, to a point where its real-world range is nearer 200 miles if you’re going for it. Then again, a Panamera GTS would quaff a tank of petrol at a broadly similar rate, which would cost you £135.

Finally, and only if we’re being picky here, the Taycan GTS feels a touch cumbersome under full brakes when you’re going downhill from a big speed into a slow corner. You just need to be fully aware of the physics involved under such circumstances.

Model:	Porsche Taycan GTS Sport Turismo
Price:	£104,990
Battery/motor:	93.4kWh/2x e-motor
Power/torque:	590bhp/850Nm
Transmission:	Two-speed automatic, four-wheel drive
0-62mph:	3.7 seconds
Top speed:	155mph
Range:	313 miles
Charging:	270kW (5-80% in 23mins)
On sale:	Now

(https://www.autoexpress.co.uk/porsche/taycan/356872/new-porsche-taycan-gts-sport-turismo-2022-review)

Published in Porsche

Tuesday, 14 December 2021 08:21

2023 Lexus RZ

Overview

Lexus is getting into the EV game with the RZ SUV, which likely shares a platform with the Toyota bZ4X and the Subaru Solterra. This being a Lexus, we're expecting a much posher cabin to go along with its more upscale exterior styling. The powertrain should also be different in the Lexus, as patent filings have revealed the company's plans to use the RZ450e moniker. We know the luxury brand has been working on a two-motor setup called Direct4, which offers standard all-wheel drive and more power than the bZ4x's 215-hp rating. So far, we've only seen teaser photos of the RZ's exterior, but it looks sharply styled with a floating roof, a ducktail spoiler, and aggressive headlamps.

What's New for 2023?

The RZ will be an all-new entrant in the Lexus lineup for 2023 and the brand's first all-electric offering.

We're guessing on price here, but we think Lexus will offer the RZ450e in standard and F Sport trims. When we find out more about the RZ's pricing as well as its standard and optional features, we'll update this story with that information and provide a recommendation.

(https://www.caranddriver.com/lexus/rz)

Published in Lexus

Monday, 13 December 2021 05:30

2024 Mercedes-Benz EQG

Overview

Over several decades the Mercedes-Benz G-class built a reputation as an all-conquering off-roader before becoming a six-figure status symbol for celebrities. Now, with the automotive landscape shifting away from gas-powered cars, the G-class is spawning the all-electric EQG. So far Mercedes has only shown the Concept EQG, which it refers to as a “near-production study.” The EQG retains the classic boxy styling of the G-class, and Mercedes says that the EQG will continue to be an extremely capable all-terrain vehicle. The 2024 Mercedes EQG is expected to have four electric motors, one per wheel, and will integrate its batteries into an old-school, robust ladder frame.

What's New for 2024?

The EQG will be an all-new model for the Mercedes brand when it launches. We expect it to arrive for the 2024 model year, meaning it could go on sale in late 2023. Although it will probably share a similar suspension and chassis with the gas-powered G-class, the batteries and electric motors will be new to the EQG.

Pricing and Which One to Buy

EQG

$150,000 (est)

We estimate that the price of the 2024 Mercedes EQG will be in the $150,000-range when it reaches dealerships. We’ll know more about the different EQG trims and their pricing closer to the electric off-roader’s on-sale date.

Engine, Transmission, and Performance

The EQG is expected to be powered by four electric motors, one near each wheel, that will be individually controllable, which should improve on- and off-road driving performance. If the concept is any indication, the EQG will also come with a shiftable 2-speed gearbox for traveling far off the beaten path. The EQG will use a similar chassis setup to the gas G-class, with a sophisticated independent front suspension, which should help with on-road driving, and a rigid rear axle.

Interior, Comfort, and Cargo

The Concept EQG is fitted with a lockable box in place of the traditional spare wheel housing, to store the charging cable and provide some additional storage but we still expect the EQG to offer a rear-mounted spare tire unlike the concept.

(https://www.caranddriver.com/mercedes-benz/eqg)

Published in Mercedes