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Tuesday, 10 August 2021 05:37

2022 Hyundai Kona N First Drive: An Impressively Great Time

This isn’t an SUV—it’s a Veloster N for practical people.

When you're interested in performance cars, you want vehicles best engineered to deliver the most dynamic fun—and that means cars. We're talking coupes, sedans, and hatchbacks, not tall, heavy, bulky SUVs. Weight is the enemy of performance, as is a high center of gravity. Most new car buyers today, though, want SUVs; as such, a new common ground has emerged in the form of the performance SUV. It's not ideal, but this "solution" looks more and more like the future of factory-built performance. And if the 2022 Hyundai Kona N is any indication, the future doesn't look nearly as bad as you might fear.

What Is The 2022 Hyundai Kona N?

The reason: The Kona N is barely an SUV. Front-wheel-drive only and with just 1.1 inches of additional ground clearance compared to a Toyota Camry, the Hyundai Kona N is actually a high-ish-riding hot hatch. It's a Veloster N for people who can't do the three-door small hatchback thing and who want or need a bit more practicality and space.

That's the trade-off you make here. Standing about 6.0 inches taller and 93 pounds heavier than the Veloster N, the Kona N gives you the SUV-like tall seating position people love and the ability to put five folks in the car without any hassle. Cargo space is effectively the same in both cars.

Those pounds and inches don't sound like much, but they do make a material difference in the way the cars drive. The 2022 Hyundai Kona N is the slightly more mature, sophisticated machine of the two. That's not to say it's tame; it's still a wild child, just not quite as wild as the Veloster N.

Drive Yourself Wild

You feel it most in the Kona N's composure. It feels planted, hunkered down on the road despite sitting 1.5 inches higher above it. Where the Veloster N feels light on its feet and tossable, the Hyundai Kona N is more serious. Chuck the Veloster N into a corner, and it rotates, sliding just a bit as the tires howl but don't let go entirely. Not the Kona N. Its tires don't squeal, and it doesn't rotate. It digs its claws in and goes.

You don't even need to be childish with the throttle to break the tires loose mid-corner. Hyundai's electronically controlled N limited-slip differential is aggressive for a street car, transferring substantial power across the front axle to the outside tire. With 276 horsepower and 289 lb-ft of torque on tap and only the front wheels to take it, there's a little torque steer, but more often what you feel is the diff doing its thing. Rather than fighting you, the tug through the steering wheel pulls you into the corner. Catch a big enough midcorner bump, and the diff will actually tighten up your line too much, which you correct by either muscling it or, heaven forbid, backing off the throttle slightly.

2022 Hyundai Kona N rear three quarter in motion 2

The power delivery also has its quirks. There's obvious turbo lag below 2,500 rpm, and the boost hits old-school with a big surge just past 3,000. If it bothers you, shifting manually with the paddle shifters to a lower gear before you enter a corner keeps the revs up and the boost on, but honestly the lag can be a useful tool. Left to shift itself, the eight-speed dual-clutch gearbox will let the engine dig from 3,000 rpm even in its most aggressive shift program, and doing so affords you a beat to unwind the steering wheel before the boost hits. Done correctly, this allows you to get on the throttle super early in a corner knowing that by the time the boost hits, you'll be exiting the bend and straightening the wheel. The diff can figure out the rest, and it will.

Absent an irritation with turbo lag, there's no need to shift the transmission yourself. In its most aggressive setting, the gearbox makes excellent choices, and there's more than enough midrange torque to get you out of even the tightest corners in whatever gear it chooses. Shifts are buttery smooth, unless you push the big, red "NGS" button on the steering wheel; it stands for "N Grin Shift." Yes, really.

NGS activates an overboost function that buys you an extra 10 hp for 20 seconds, which you don't feel in the seat of your pants. It also bangs the shifts just a little to make it feel like you're really beating on the car. The function is generally only useful when you want every last pony, mainly when drag racing or coming off a corner onto a long straight. The button itself is located awkwardly at the four o'clock position, requiring you to move your right hand down the wheel and stretch your thumb out. It's rarely worth the effort.

Set It Up

The buttons you do want to push are the N paddles just below the horizontal steering wheel spokes. In fact, the very first thing you should do when you buy a Kona N (or a Veloster N) is take the car to your favorite road, push the right paddle (which is N Standard mode and Custom 1; the left paddle is for Normal mode and Custom 2), and start playing with the customizable settings.

If your favorite road is anything other than a racetrack, N Standard mode is going to be way too stiff in terms of the suspension. Like in the Veloster N, we prefer the Kona N's electronically adjustable shocks in their softest setting. Anything else will have you bouncing around like the seats were replaced with trampolines. The body control is excellent regardless of shock stiffness, so there's no need to torture yourself.

Similarly, we prefer the lightest steering setting, as the heavier, supposedly sportier settings mostly make you work more for a minimal increase in road feel, which is already excellent for a high-powered front-drive car with electric power steering. Turn-in is sharp, though again not quite as razor's edge as the Veloster N's, and the ratio is appropriately quick, so you never have to take your hands away from nine and three to make a corner, no matter how tight.

The brakes require a likewise gentle touch. They're sensitive but not Veloster N touchy. They deliver a lot of initial bite, but it's easier to modulate and easier to get used to. The big discs are steel, but you really have to try to fade them on the street. Hours of hard driving on excellent mountain roads couldn't put a dent in them. It helps that you only really have to use them for tight corners, as the composure we mentioned earlier allows you to carry a ton of cornering speed and use the brakes mostly to transfer weight forward as needed.

2022 Hyundai Kona N rear three quarter in motion 4

When you do get into them hard, it's reassuring to know they aren't phased by bumpy braking zones. It's the only time you'll hear the tires chirp (aside from doing a burnout), but the ABS has zero issues stopping the car hard even when the surface isn't smooth.

Unless you live in one of those swanky trackside villas, at some point you'll need to drive home in real-world traffic, and this is where the 2022 Hyundai Kona N really justifies itself. Set to its normal drive mode, the Kona N can easily be your primary car. It rides stiffly, sure, but no more so than any other performance car you might cross shop. The throttle programming backs way off, allowing you to behave like an adult when you want to rather than ripping away from every stop. The exhaust quiets down to a mildly sporty murmur, and the car becomes a sporty crossover, not a track machine.

The Bottom Line

Whichever personality you want, it's hard to make a case for any of the Hyundai Kona N's competitors. You already picked this over the Veloster N because you want a small SUV, not a traditional hatchback, and there's almost no competition in this space. The Kona N will run circles around a Mini Clubman JCW or Countryman JCW, and it'll stand up to a Mercedes-AMG GLA45 for probably about $20,000 less. (Hyundai hasn't announced pricing, but a Veloster N starts at $33,245 and a GLA45 at $55,500.) Unless you absolutely need to have the three-pointed star on your car, you won't miss anything buying the Hyundai.

That's what makes the 2022 Hyundai Kona N great: It's a hell of a performance bargain, it rips around more like a hot hatch than a fast SUV, and it satisfies any concerns you have about the wisdom of buying a Veloster N as your only car. It might not be the ideal performance car formula on paper, but when you're behind the wheel, we dare you to care.

(motortrend.com)

Published in Hyundai

Friday, 06 August 2021 05:46

A gem of the classic American automobile industry was found in Pennsylvania

If you regularly visit the World car blog website, then you have probably heard us many times talking about a famous brand from this country, the one called Packard. The subject of discussion was mostly the abandoned factory of the brand, which is still located next to Detroit and largely reflects what happened to the former center of the American automobile industry.

We also talked about how Packard was the best-selling premium brand across the pond, before General Motors and Ford entered the big trade war through Cadillac and Lincoln, respectively. In such conditions, Packard did not have a chance to survive, so in the early fifties of the last century, he allied himself with Studebaker, before he officially went bankrupt.

The last "real" model of the brand left the factory in 1956, while the name survived for another two years, thanks to the sale of "repackaged" Studebakers. In essence, the Packard for 1957 and 1958 was nothing more than a Studebaker with a few design labels and a far higher price. Of course, it is not difficult to conclude that the sale was disappointing, but for that reason, if you find any of the copies today, be prepared to set aside larger sums of money.

The subject of today's discussion is Packard Hawk from 1958, who recently appeared on the eBay resale site. During that year, this car was based on the Studebaker Hawk model, but had a slightly modified front end with no openings on the radiator grille. It was also cracked with equipment to justify the higher price, while the biggest change was noticed under the hood.

There was a V9 engine with a volume of 289 cubic inches (4.7 liters) that developed 275 horsepower and a maximum of 450 Nm of torque. Such a figure was achieved thanks to the McCulloch compressor, making the Hawk one of the few cars from that period with such a factory option. The price was certainly not small, and amounted to 3,995 dollars (37,558 "greenbacks" in today's value of money), which was about 700 dollars (today's 6,580 smallest greenbacks) more than was needed to buy a relative from Studebaker.

By today's standards, the Hawk was not an overly fast four-wheeler with acceleration from zero to 100 km / h in about twelve seconds and a top speed of 200 km / h. Only 588 copies were produced before Packard put the padlock on the lock.
A copy of today's story is in the city of Lenkester (Pennsylvania) and the owner says that he spent the last five decades in the hangar. The chassis and engine numbers match the factory ones, so although the Hawk at first glance seems to have seen better days, finding it in such a configuration is a rarity.

It was originally sold in the US state of Michigan, and was used in everyday driving until 1968. He was then parked for an unknown reason, and it is stated that he was in a driving condition when it happened. The current owner bought it in 2018 with the aim of restoring it, but gave up when he realized that corrosion “ate” the chassis and that renovation would certainly not be cheap. The owner notes that the engine "started" three years ago, and that the compressor works without a mistake, so we will assume that the new chassis will certainly be the biggest expense.

The auction has just started and the highest bid so far is $ 8,100. We will mention that the restored Packard Hawk can be worth up to 135 thousand "greens", although when it is in perfect condition, and we hope that one day we will see it just like that.

Published in Blog/News

Friday, 06 August 2021 05:38

2022 Cadillac CT4-V Blackwing First Drive: Transcending the ATS-V

ATS-V who? Cadillac finesses its finesse machine to a transcendental level.

Imagine telling someone when the 2016 Cadillac ATS-V was new what the world would look like in 2021, when the 2022 Cadillac CT4-V Blackwing arrives. Would they believe many major automotive brands plan to sunset their gasoline-powered offerings in about another decade? Or that manual transmissions in performance sedans are nearing total extinction—including in the ultimate version of the BMW M3, the Competition model? How about that BMW has also abandoned its traditionally understated German exteriors for a brash, porcine front clip? And of course, the reality that the CT4-V Blackwing and its CT5-V Blackwing counterpart will be the final gas-powered V-Series cars from Cadillac?

What if you told them, amid all this change, it's Cadillac, of all brands, that takes the bold position of offering a manual gearbox in both models? Inconceivable, they might say. But they would probably believe Cadillac would throw all its considerable performance and chassis know-how at sending the V-Series off with a bang. The CT4-V Blackwing is that explosion.

What Is The Cadillac CT-4 Blackwing?

A gentle evolution (and more thorough restyling) of the ATS-V might not seem like an appropriately dramatic send-off at first. There is a lot of carryover hardware between the two vehicles, from the Alpha 2 chassis architecture to the LF4 twin-turbo V-6. But the transformation carries more subjective weight than the CT4-V Blackwing's spec sheet suggests.

The ATS-V's smooth angularity is replaced by a more modern exterior influenced by Cadillac's Escala concept. The new look is at its best where the designers signal musculature: the way the knife-edged character lines above the door tumble into the vertical elements in the taillights and front DRLs, and in the creases that form a subtle power bulge in the hood. But the 2022 Cadillac CT4-V Blackwing's distended trunk overshadows the neat taillamps, and its shape is mirrored in the decklid spoiler for added emphasis.

The tacked-on front dive planes, part of the optional Carbon Fiber 1 package ($4,350), look like a late addition because they were. The CT4-V Blackwing wouldn't hit its front downforce target without them. At least the aero bits are functional; the CT4-V Blackwing makes 169 pounds of downforce at 180 mph, the most of any V-Series car. Call this car distinctive and purposeful, sure, but its bodywork is too busy to be beautiful.

The hedged appreciation extends to the soundscape. Despite the ATS-V's dynamic excellence, it never had the aural drama to fully sell its sporting persona. You can now consider that issue fixed, at least as much as it can be with a V-6 still under the hood. (Cadillac really couldn't dig deep and send it off with a naturally aspirated V-8? Guess not.) At least Cadillac's engineers reworked the exhaust to hit maximum allowable sound targets in full rip. The resulting noise, while still a bit coarse, makes the Blackwing's engine seem like a living, breathing, even agitated thing rather than a distant clatter and whoosh. Most important, it keys your ears to the engine's state of froth even on a noisy track with open windows. It's absolutely better than the ATS-V.

Massaged Power

There's also a negligible increase in power (eight additional ponies thanks to a tune and revisions to the intake) while torque is unchanged, ringing in at 472 horsepower and 445 lb-ft of torque. Cadillac claims its 2022 CT4-V Blackwing can scoot to 60 mph in 3.9 seconds with the optional 10-speed automatic or 4.1 seconds with the manual. We clocked the old ATS-V sedan at 3.7 seconds to 60 mph with an eight-speed automatic. It's possible the newer automatic could shave some time off its predecessor's 60-mph dash in our testing, though Cadillac says the CT4-V Blackwing weighs roughly 112 pounds more than that car. Otherwise, the LF4 engine is unchanged besides some lightly revised oil squirters, and that's all right, because this twin-turbo V-6 is a torque-rich, low-lag means to an end.

Chassis Upgrades

The 2022 Cadillac CT4-V Blackwing is fundamentally a finesse machine, pointy and agile without being unforgiving. Credit goes to some choice pieces bolted to its ultra-stiff chassis. For one, the CT4-V Blackwing wears 18-inch wheels all around (even the optional Tech Bronze snowflake upgrade wheels, which look phenomenal), as well as bespoke-compound Michelin Pilot Sport 4S tires. Damping those wheels is the fourth generation of MagneRide shock technology, controlled by a revamped suite of sensors and with increased capability: They react quicker than before, with more precision and less body roll in corner transition.

All this technology yields dividends on the road. Even with the shocks firmed up, harder impacts are muted substantially, letting information about what's underneath the car come through without upsetting the car's composure. But on track, at Virginia International Raceway, the combination of the smart damper tech and the ample sidewalls of the sticky Michelins means thwacking the circuit's aggressive curbing is a non-event.

Brake bite is ferocious, even though these are just iron units upsized slightly from the ATS-V. Front discs are nearly 15 inches gripped by six-piston Brembo calipers, and the rears are 13.4 inches with four-piston units. The brakes feature a new copper-free pad compound that won't harm aquatic life when their dust gets into waterways, which Cadillac engineers say took a lot of work to nail. Nail, they did; this pad compound has great feel—and, Cadillac says, the same longevity as a copper-laden equivalent.

Like any modern GM performance product, there's a lot of computing power on board. A new electronic limited-slip differential, housed in a new aluminum case that saves a significant 22 pounds, is controlled by the excellent and highly incremental Performance Traction Management system. With driver aids either fully on or off, they wouldn't work as well without a nimble car underneath. The 2022 Cadillac CT4-V Blackwing is eager to turn into corners, happy to rotate predictably with the throttle, and enthusiastic about another lap. Cadillac (and GM in general) is absolutely on top of its steering feel game, too, and the CT4-V Blackwing combines fantastic precision, good weighting, and clear and unequivocal feedback in a microsuede-wrapped helm.

Shifty Business

The ATS-V's manual transmission was a little too notchy to be truly enjoyable, and it was slower around a track than the automatic. The 2022 Cadillac CT4-V Blackwing's standard manual complicates the picture a bit, because even though it's technically slower, the Tremec-sourced manual is absolutely lovely to use. Short and precise, each shift provides the ideal amount of positive engagement without heavy drag as you slot into the gate. Plus, manual CT4-V Blackwings now feature no-lift shifting, which works as advertised to knock an iota of time off each shift.

There's no knock against the 10-speed automatic, which is competent and economical on the road and whip-crack sharp on the track. It's smart enough to leave alone on the circuit; it will find the right ratio for the job as you focus on getting your lines correct. Cracking off the gear changes manually with the shift paddles is fast but not as satisfying as a true dual-clutch setup. There may be some subjective trade-offs between the two, but even manual transmission snobs should admit you can't go wrong with either gearbox.

The Cost Of Fun

The 2022 Cadillac CT4-V Blackwing is priced competitively. Remember, Cadillac's unusual pricing strategy means this Blackwing is larger and more powerful than other cars in its price bracket. That's great for consumers but maybe less great for Cadillac's perceived prestige. After all, this is a vehicle that out-torques the non-Competition-model BMW M3 by a not-insignificant amount, yet it rings up at $59,990 if you're stingy with the options and pick a boring color. That's for the manual, too, by the way. If you're into downforce and/or carbon fiber, prepare to shell out $4,350 for the Carbon Fiber 1 package with all the downforce goodies, and an additional $2,650 to get the side skirts and rear diffuser insert made from the woven stuff. That all brings the price to $66,990.

Yet even at that number, the interior design and materials are barely on par with expectations. The CT4 comes closer, in general, than before, but it still doesn't feel as special inside as its rivals both above and below its price point. There are elements of greatness, like the optional highly bolstered bucket seats, which hug without hurting and are all-day comfortable. The optional Performance Data Recorder is also a strong value if track use is a possibility, and it works with Cosworth Toolbox, an advanced performance data analysis app. But interior quality isn't why you should buy a CT4-V Blackwing. No, it's how it romps around a track or down a squiggly back road. And how it makes you feel while doing it (hint: great).

The 2022 Cadillac CT4-V Blackwing packs so much entertainment value for the asking price, so much subjective enjoyment from its major controls, so many chassis learnings from Cadillac's nearly 20-year-old V-Series program into one subcompact package that it's hard to argue with the result. As a last hurrah for Cadillac's fossil-fuel-huffing tire-smokers, this one nails the brief.

(motortrend.com)

Published in Cadillac

Thursday, 05 August 2021 05:31

2022 Audi e-tron GT and RS GT Make Us Forget They're EVs

Audi's new e-tron GT Quattro and RS e-tron GT are great sports sedans first and electric cars second.

Somewhere between Los Angeles and the desert-like canyon country north of the city, the Audi e-tron GT Quattro ceased to be an electric car. Not literally, of course. Its 83.7-kWh battery pack kept sending electrons to the motors on each axle, which combine to produce 496 horsepower (522 in overboost mode) and 464 pound-feet of torque (472 during overboost). But while cruising at extra-legal speeds, we were struck by how this Audi's goodness as a car overshadowed its method of propulsion.

In conventional automobiles, the tall top gears of modern automatic transmissions largely silence the combustion events happening under the hood. So, when an EV hushes along at 85 mph or so and unfurls the lonesome two-lane expanses of the West, the fact that it's motivated by electricity instead of gasoline doesn't seem terribly relevant. It does become a bit more important if the battery is depleted and you lack a solid recharging plan. If you're range anxious about finding somewhere to recharge, the e-tron GT is rated for 238 miles and the 590-hp (637 in overboost) RS e-tron GT model is good for 232 miles, both of which are far short of the Tesla Model S's EPA range.

Stand on the GT's accelerator and you're instantly reminded that there are electric motors at play. The torque delivery is akin to the feeling you get when you hold a regular car in gear right at its engine's torque peak. Hit it, and boom, instant shove. An upshift from the rear-mounted two-speed gearbox happens at about 60 mph, which will remind some readers of an old three-speed automatic's one-two shift. Audi claims a 3.9-second run to 60 mph for the GT and 3.1 seconds for the RS GT. As with the Audi's platform-mate, the Porsche Taycan, those acceleration times are repeatable, provided you know the launch-control code—Dynamic mode, hard on the brake, accelerator to the floor. A whoosh accompanies the shove into the leather seat. (A vinyl- and microsuede-covered interior, marketed as being leather free, is standard.)

The mass of the battery tips the GT's curb weight past 5000 pounds, but since the pack is in the floor, the center of gravity is low. Imagine a 4947-pound Audi RS7 with a keel and you get the idea. At 55.0-inches tall, the largely aluminum-bodied e-tron GT is low for a modern sedan and nearly two inches lower than the RS7. Without gears to choose, the GT and RS twins remain at the ready for whatever the Angeles Crest and Forest highways throw at them.

Go for the RS version and you get summer tires, but even on the e-tron GT's all-season rubber, the standard three-chamber air springs keep the body flat and the handling secure without being boring. Although the steering is accurate and gets the nose pointed with unerring precision—and the many drive modes can adjust the effort—not a lot of feedback comes through the wheel. Sure, the regular GT's all-seasons howl in protest when they begin to understeer but add power and the system sends torque rearward and divides it as necessary to the left or right wheels to cancel the mild push in corners. What you feel, besides confidence, is a return to your intended path around an apex. The RS performs the same trick, but its summer tires provide more grip with a bit less squeal.

Provided you shut off the stability control, the rear end's ability to send power to the left and right will also indulge the aggressive driver by setting up an easy-to-control, power-on drift. Being (mostly) prudent adults, we kept such experimentation to the airstrip that Audi rented for us to safely experience the RS's zero-to-100-mph acceleration. Hauling these Audis down from speed are 14.2-inch front brake rotors on the regular GT and 16.1-inch tungsten carbide-coated units on the RS. Should that not be enough, the RS offers 16.5-inch carbon-ceramic jobs up front. Strong and fade-free, a couple of downhill sections in the canyons required a harder push on the brake pedal, a reminder that quickly decelerating 5000 pounds requires a lot of force.

Using the brakes in the GT and RS GT is something you'll do a lot. Unlike some competitors, Audi doesn't offer a one-pedal driving mode. The maximum regeneration mode (activated by the left "shift" paddle on the steering column) doesn't slow the car down much. Audi proffers that coasting is more efficient than maximizing regeneration. The net effect is that you drive the two e-tron sedans more like a conventional gas-powered car, another reason it's easy to ignore what's propelling you when you're behind the wheel.

Designers put a lot of thought into making the most of Audi's (and Porsche's) EV platform. Not only is the roofline low, but the cockpit and greenhouse are narrower than the body. It's a visual trick used by the Porsche 911 that results in a balance of elegance and aggression. Wide rear fenders flow rearward to A7-like taillights. Wheel sizes start at 20 inches; RS models offer a 21-inch option.

The relatively narrow cockpit is obvious when you're inside. Front-seat space is generous, but the roof looms close and the glass area is small for a sedan. The view out the back is restricted, but after a few miles you adjust to it. If you're thinking it's as bad as a Chevrolet Camaro, it's not. Rear-seat space also is in short supply, and the smallish door openings and low body make getting in and out a little more difficult than it is in an RS7.

An RS7 also sounds considerably better than both the e-tron GT and RS. Audi engineers did try various devices—including a didgeridoo—to give their electric sedans a soundtrack. Under hard acceleration there's a hushed roar and the volume increases in the most aggressive Dynamic mode, but it pales next to how the roar of the RS7's twin-turbo V-8 fires the synapses in your lizard brain.

Choosing between Audi's new electric sedans and its 591-hp RS7 is made even more difficult by how the pricing sandwiches the $115,545 gas car between the two. Before any incentives or tax credits, the e-tron GT starts at $100,945 and the RS opens at $140,945. Even though the e-tron GT is so good that we briefly forgot it was an electric, as new internal-combustion cars become rarer sights we're still going to pick them until we can't. As far as comparing it to the ridiculously quick, 1020-hp Model S Plaid, we'd love to answer that nagging question too. As soon as we get a Plaid to test, we'll let you know.

(caranddriver.com)

Published in Audi

Wednesday, 04 August 2021 07:55

The ultimate and rare racing Porsche that is the dream of every collector

One beautiful 1977 Porsche 934/5 model goes up for auction next August, while its sale can be concluded, as expected, somewhere between 1.3 and 1.6 million dollars ...

The special model has the chassis number 930 770 0951 and is one of only 10,934/5 models ever created by the German manufacturer. This machine had its racing debut in 1977 at the 12 Hours of Sebring competition and was owned by the Brumos Racing team. Driven by Peter Greg and Jim Basby, this machine qualified for the pole position, finishing the race in a rare place.

After this race, Busby bought a car and continued to race with it during the same season, finishing second in the race on the Laguna Seca track. In 1978, Busby sold his 934/5 fellow runner, Monte Shelton, who modified it to 935 specifications and continued to compete with it until 1983.

Since retiring from competitive racing, this classic Porsche model has changed several hands and moved from one collector’s garage to another, while recently undergoing a complete restoration under the supervision of company experts, who helped restore it to its original condition and get its original specifications, as well as the livery used during his 1977 Sebring debut.

The car has been unveiled only once publicly since it ended its racing days, which was when it appeared at the Amelia Island Concours d’Elegance event, according to the Gooding & Company list. This will be the first time that this sports car has been offered for public sale, so it should not be mentioned that stubborn Porsche fans will be more than willing to pay a huge amount to get its keys.

Published in Blog/News

Wednesday, 04 August 2021 07:49

Tesla Model Y SUV review

"The Tesla Model Y takes what makes the Model 3 great and adds SUV practicality"

Pros

Fast and efficient
Spacious interior
Hatchback boot

Cons

Delayed for the UK
Patchy build quality
Limited model lineup

The Tesla Model Y has all the ingredients to be a hit when it eventually arrives on UK shores. The Tesla Model 3 has already struck a chord with buyers, appearing in the list of top-selling cars during 2021 and scoring well in our Driver Power owners satisfaction survey. Adding SUV style and space is only likely to make the recipe more desirable.

There's certainly enough hype around the brand but Tesla does risk missing the boat. Instead of arriving as a trailblazer, the Model Y will find itself competing against the Volkswagen ID.4, Skoda Enyaq iV, Ford Mustang Mach-E, Audi Q4 e-tron, Mercedes EQA and Ioniq 5. In other words, just about every mainstream manufacturer has realised it needs to sell an electric SUV and many of them are already available.

Part of the reason for the delay is Tesla CEO Elon Musk's desire for European examples of the Model Y to be built at a new Tesla Gigafactory in Germany, the completion of which has faced significant hold ups. The Y began arriving with the first American customers in March 2020.

When the Model Y does arrive here, there's likely to be a Long Range and Performance model, sticking closely to the Model 3 on which the car is based. Both versions offer impressive acceleration and four-wheel drive but it's the Performance that's likely to be faster than any rival, with 0-60mph taking around 3.5 seconds.

The Long Range will be capable of around 314 miles between charges, thanks to its smaller wheels and slightly reduced performance, while the Performance will have a range of around 298 miles. These are impressive numbers but according to official figures, they're no longer class-leading, with the Mustang Mach-E capable of up to 379 miles in its most efficient specification.

Inside, the Model Y has the same minimalist interior and technology as the Model 3, focused around a high-res 15-inch touchscreen in the middle of the dashboard. Air vents have been replaced by a narrow slot and leather by vegan-friendly materials. It works well once you get used to its controls but quality isn't on the same level as the top European manufacturers.

A taller roof means there's more space and headroom inside the Model Y than the Model 3, while its hatchback boot is much more useful for loading luggage or sports equipment. However, the Enyaq's boxy shape makes it even more accommodating.

We'll need to spend time behind the wheel of a Tesla Model Y in the UK to deliver our final verdict but we suspect fans of the brand and families alike will love the Model Y even more than the 3. Tesla should be worried, however, that the market for electric SUVs is getting significantly more crowded as the wait for the Model Y continues.

When the Model Y arrives, it's likely to be in Long Range and Performance versions, both of which have the same size battery. Thanks to smaller, 19 or 20-inch alloy wheels and less power from its electric motors, the Long Range is expected to have a range of around 314 miles. Step up to the Performance version, and 22-inch alloy wheels and more power reduce range to just under 300 miles.

The Skoda Enyaq iV has a shorter 256-mile range with its 62kWh battery but just beats the Model Y with between 327-333 miles if the largest 82kWh battery is fitted. Meanwhile, the Volvo XC40 Recharge can manage up to 259 miles between charges, which is some way behind the Ford Mustang Mach-E - that car’s capable of up to 379 miles.

Both the Long Range and Performance models take just under 12 hours to charge from empty to 100% using a 7.4kW wallbox, while a rapid charge at 250kW can take the battery from 10 to 80% in just 19 minutes. Another draw is the Tesla Supercharger network of public chargers, which won our 2020 Best chargepoint providers survey, coming top in every category.

As with all EVs, the Model Y is exempt from VED (road tax) but the biggest savings will be for business users, thanks to very low Benefit-in-Kind liability. This can save company-car drivers hundreds or even thousands per month compared with petrol and diesel models.

While Tesla hasn't revealed the exact power of the Model Y destined for the UK market as yet, the Performance version is expected to get the same 455bhp as the Tesla Model 3 Performance. Nobody is ever likely to describe it as lacking in speed, with a 0-60mph time in the region of 3.5 seconds and a top speed of 150mph. There's instant acceleration when you press the throttle, followed by sustained acceleration that a Mercedes-AMG C63 or BMW M3 would struggle to match.

The Long Range version isn't quite as unhinged, with around 345bhp getting it from 0-60mph in just under five seconds and on to a top speed of 135mph; step out of the Model Y Performance and it almost feels slow. The car feels taller than the low-slung Model 3 but there's still almost no body lean in corners, thanks to the low centre of gravity of the battery pack beneath your feet. There's some feel of the wheels and road through the steering too, keeping the driver in touch with what the Model Y is doing.

Regenerative braking as you release the accelerator can be adjusted and in its maximum setting, it slows the Model Y noticeably, negating the need to use the brake pedal in most circumstances. It takes a bit of getting used to when first making the switch from a petrol or diesel model but quickly makes sense and can become rather addictive as energy is put back into the battery to improve range.

The Model Y's interior is virtually identical to the Model 3, although you will notice the extra headroom. The raised seating position also makes getting in and out easier, and the extra space helps the Model Y feel airier inside, especially for those in the back seats, who also get to enjoy a larger panoramic roof.

The dashboard is the epitome of minimalism, with just a large central touchscreen; if you look through the steering wheel there are no dials or screens . Everything from the media system to the climate control and wipers are controlled either by the screen, controls on the steering wheel or column stalks. The 15-inch display is impressive, with Tesla's own software that works well and is frequently updated. It also has some pretty unique features, including the ability to show streaming entertainment like Netflix while parked up or play console-style computer games.

It's not perfect, however, and material quality is still off the pace of rivals like the Audi Q4 e-tron, Mercedes EQC and Jaguar I-Pace. It's also likely that trim options will be limited for the Model Y when it arrives in the UK, with far fewer ways to add features or personalise the interior than those offered by manufacturers like Audi.

We've mentioned that the Model Y's taller roof means passengers have more headroom than in the Model 3, which makes it possible for adults to sit comfortably in the back seats. The electric 'skateboard' under the car helps here because there's less intrusion into the interior, resulting in a flat floor and a longer interior than that of a traditional SUV of a similar size.

Along with its SUV looks and raised seating position, most buyers will choose a Model Y for its improved practicality. Along with its frunk (storage space under the bonnet), a hatchback tailgate is likely to appeal to UK buyers more than the Model 3's saloon version, creating a much bigger opening to load in bulky items. Its three-part rear bench also folds down electronically. Tesla has also hinted that a third row will be available to make the Model Y a seven-seater but this hasn't been confirmed yet, and it also doesn't look like there'll be much space, so they're likely to be limited to children.

While the Model Y hasn't appeared in our Driver Power reliability survey yet, the Model 3 came 18th out of the top 75 models. However, strong scores in other areas offset a poor performance for exterior and interior build quality. It scored very highly for running costs and gained a category win for its powertrain, while practicality also impressed - an area in which the Model Y should do even better.

It's a similar story for safety, where the Model 3 has been crash-tested but it's unlikely the Model Y will be scrutinised by Euro NCAP just yet. The Model 3 scored an impressive 96% for adult occupant protection, along with a very high 94% rating in the Safety Assist category.

The Model Y also gets the same Autopilot semi-autonomous driver aids, so it's covered in numerous sensors and cameras that can help the driver avoid collisions and take over some driving tasks on well-marked roads.

(carbayer.co.uk)

Published in Tesla

Tuesday, 03 August 2021 03:27

2022 Mercedes-Benz E-Class All-Terrain Review

The humble station wagon used to be the car for families as diverse as the Bradys, the Foremans, and probably the most famous, the Griswolds in National Lampoon’s Vacation. But wagons fell out of favor for high-riding and cavernous minivans in the ’80s and ’90s, which then gave way to SUVs and crossovers, but some stuck around, including this, the Mercedes-Benz E-Class All-Terrain. Looking at the beefy black cladding on the arches, you might call this a crossover, but it’s really an attempt at disguising the humble wagon in much the same way as Audi has the A6 allroad or Volvo has with the V90 Cross Country. Deception, it seems, is the key to saving the station wagon for future generations to enjoy.

With a price starting at a surprisingly reasonable $67,600, the E450 4MATIC All-Terrain Wagon – as it’s officially titled – is a high-riding wagon powered by a turbocharged 3.0-liter inline-six developing 362 horsepower and 369 lb-ft of torque before the EQ Boost mild hybrid assistance joins the fray. To fit in with its pseudo-SUV styling, all-wheel drive gives this wagon a penchant for dirt. However, from behind the wheel, it feels like a regular sedan, and with spacious seating for five, exceptional handling, and great fuel economy, this high-rider could be the best of both worlds in one exceptional package. Then, when you thought it couldn’t get any better, the E450 All-Terrain has two rear-facing jump seats to make this a seven-seater.

Changes: What’s the difference vs 2020 Mercedes-Benz E-Class All-Terrain?
Mercedes-Benz is dumping the entire E-Class Wagon range and only the All-Terrain and AMG E63 will be available going forward. Along with the rest of the E-Class range, the All-Terrain boasts a significant design upgrade both inside and outside for the 2022 model year. The old COMAND infotainment interface has been dropped in favor of Merc’s newer MBUX infotainment system inside the cabin, while under the hood, the old AMG-derived twin-turbo V6 has been replaced with Merc’s latest 3.0-liter turbocharged straight-six with mild-hybrid assistance.

Wagon Exterior
The All-Terrain is based on the Mercedes E-Class, which recently received a significant facelift. Merc essentially takes one updated wagon body, adds some skidplates, matte black body cladding, and a suspension lift to create an SUV-like design. This seems odd to us, considering the existence of the GLE, which is supposed to be the SUV version of the E-Class but, while we’re not sure the black body cladding looks great on this design language, we aren’t complaining about its existence.

The All-Terrain gets its own unique grille design and model-specific 19-inch alloy wheels wearing all-terrain tires to set it apart from the rest of the E-Class range. But it inherits a lot, like the LED headlights and twin exhaust outlets. There’s also a power tilt-and-slide sunroof as standard, but a panoramic version is available.

Dimensions
The E-Class All-Terrain is 194.8 inches long, which is slightly longer than the GLE’s 194.3-inch footprint. Its 115.7-inch wheelbase is shorter, however. Overall width is 81.3 inches and this raised wagon stands 58.9 inches tall. Considering its sizeable dimensions and mild-hybrid powertrain, a curb weight of 4,530 lbs is on the money for the segment.

Exterior Colors
Of the 11 available paint colors on offer, none of them are particularly vibrant. Sedate Black and Polar White are the standard no-cost choices, with several metallic hues making up the bulk of offering at $720 each. These include Obsidian Black, Graphite Grey, Mojave Silver, Lunar Blue, Cirrus Silver, and Selenite Grey. A few premium colors are available including the most flashy, designo Cardinal Red for $1,080, the subdued designo Diamond White for $1,515, or the matte-finish designo Selenite Grey Magno at $3,950.

Performance
The twin-turbo V6 out of the old wagon has been ditched in favor of the newer turbocharged six-cylinder engine with EQ Boost. This is Mercedes-Benz marketing lingo for mild-hybrid assistance. The new engine boasts the exact output figures as the old model but Mercedes claims it’s more efficient, however. And the EQ Boost feature provides an additional 21 hp and 184 lb-ft. The latter figure is the most important, as this car uses electricity to fill in the gaps when the engine isn’t providing its total torque output.

The German brand’s famous 4Matic all-wheel-drive system is standard fitment, which helps the All-Terrain post impressive acceleration figures. Mercedes claims an estimate of 5.1 seconds from 0 to 60, but this is a figure that seems conservative in our eyes and we wouldn’t be surprised to see quicker times recorded in the real world. Its top speed is limited to 130 mph.

But where the pseudo-SUV falls short is in its lack of a rated towing capacity. Mercedes doesn’t even sell it with a tow hitch stateside, so if you were contemplating trading in your GLE-Class for this, that might be a factor to consider.

Engine and Transmission
The Mercedes E-Class All-Terrain is only available with a 3.0L turbocharged straight-six with a mild-hybrid assist. Mercedes calls the mild-hybrid assistance EQ Boost, and it’s a 48-volt system that provides up to 21 hp and 184 lb-ft of augmentation. Importantly, those figures are over and above the 362 hp and 369 lb-ft generated by the six-cylinder engine, but instead of being added to the top, they’re used as a torque-fill lower down in the rev range. The power is sent to a 4Matic AWD system via a 9-speed automatic transmission.

This new turbo I6 and 48-volt electrical system is the most Mercedes-like powertrain we’ve felt in a long time. It’s not as fast as the company’s V8s, which are stellar, don’t get us wrong, but this combo is the smoothest application of power, and by far the smoothest stop/start system we’ve tested in years. It kicks on smoother than anything other sub-six-figure machine that we can remember, and it will also coast to a stop with the engine off, even as you modulate the brakes.

Acceleration is buttery smooth across the rev range with the nine-speed automatic. We’ve talked about this before but the EQ Boost electric system can add 21 hp and 184 lb-ft of boost when you stomp on it. And from a stoplight, you’re going to want to step on it, to get ahead of all of those SUV and crossover people. It doesn’t have the performance of the AMG E63, but it’s not supposed to, and buyers in this segment don’t want that sort of world-ending performance under their right foot.

Handling and Driving Impressions
But it’s the handling department that wagons excel at compared to equivalent SUVs. Around expressway cloverleafs, or roundabouts, or any curvy county roads, the E450 feels as planted as a sports sedan. It stays mostly flat, especially in the sportier drive modes, and the long wheelbase makes high-speed maneuvers feel safe. Then there’s the standard air suspension, which is a crucial part of how this wagon feels.

Speaking of drive modes, the E 450 gets two off-road modes that both raise the vehicle higher than its standard 5.75 inches of clearance. The first one is for your average rutted roads, slippery roads and maybe driving on grass, which is always fun. Off-Road+ turns off the traction control and engages hill-descent control at speeds of up to 28 mph. We used the setting at a muddy piece of property and found it more than up to the task of navigating narrow two track roads and semi-deep, rocky trails.

Our only complaint in this area is the 20-inch wheels equipped to our tester with 245/40-profile rubber. They have a very low profile and though the suspension sucks up most of the bounce from the road, there’s a harshness to the bumps that doesn’t feel great. At one point we barreled from an asphalt road to dirt with a decent dip at the edge. The E 450 banged, loudly enough that we had to get out and check the tires for a flat. Stick with the standard 19s, which come equipped with slightly higher-profile 245/45 all-season tires. Better yet, ask your dealer to hook you up with some tall 18s lying around, even though these aren’t technically an option.

Gas Mileage
According to the EPA, the E-Class All-Terrain claims gas mileage figures of 22/28/24 mpg city/highway/combined in the USA. It’s not what you’d call frugal, but it is an improvement over the old twin-turbo V6 and isn’t beaten by either the Audi A6 allroad or the Volvo V90 Cross Country, beating the former by 2 mpg and matching the latter on the combined cycle. A 21.1-gallon fuel tank is standard, which allows for a theoretical driving range of just more than 500 miles.

Interior
The All-Terrain gets the same interior as the recently revamped E-Class. As far as interior upgrades go, this one is pretty substantial. The restyle comes with new interior color options, an all-new steering wheel, and dual 12.3-inch displays. One display is mounted directly behind the steering wheel and serves as a digital instrument cluster. The second is neatly housed above a lovely curved piece of interior trim housing four air vents. This particular unit is a touchscreen interface and runs Mercedes’s latest MBUX software – perhaps the E-Class’s biggest upgrade.

Mercedes also removed some of the clutter found on the pre-facelift model. The only physical buttons are there to operate the climate control, which is a smart move. The touchpad is smaller than it was before and didn’t protrude as much. For the first time, it looks as if it were part of the overall interior design rather than an afterthought.

Seating and Interior Space
The E 450’s interior is classic Mercedes. The satin-finished wood and round air vents look amazing – as opposed to the brushed metal look and square vents on the E 63 sedan we recently drove which looked like an industrial vent factory. What’s less convincing is the steering wheel. It’s all-new for the facelift, and the tri-spoke design itself looks and feels great, but the piano black is a little cheap and will be a magnet for fingerprints.

As for the rest of the cabin and the seating, Mercedes has pulled off quite the trick in the fact that the E450 All-Terrain is a seven-seater, technically. That’s courtesy of a pair of rear-facing jump seats in the trunk that will seldom see use but are a nifty throwback to an era when wagons were popular family runabouts.

In the front of the cabin, the double sunroof is nice and the seats themselves are very comfortable – particularly the multicontour seats equipped to our tester with massage functionality. Front occupants get 37.5 inches of headroom, 41.7 inches of legroom, and 57.8 inches of shoulder room, which is a little tighter than the Volvo V90, but not by much. In the back, the E450 has 38.2 inches of headroom and 36.1 inches of legroom, which is more than enough for most, and there’s enough shoulder room to fit three abreast on shorter journeys without complaints.

Those jumpseats we mentioned flip up from the floor when needed and have their own seatbelts. They’re small, so only suitable for small children, but they’d have fun back there, especially as they get to look out the rear windscreen.

Interior Colors and Materials
The E-Class is a sweet spot for Mercedes where a higher price tag justified the ability to offer a multitude of upholstery finishes – 13 of them, in fact. There are five no-cost options – various color combinations of Mercedes’ MB-Tex leatherette upholstery including Black, Black/Nut Brown, Black/Macchiato Beige, Neva Grey/Magma Grey, and Magma Grey/Macchiato Beige. Genuine leather costs an additional $1,620 and is available in the same combinations, except for Macchiato Beige/Magma Grey. Nappa leather upholstery retails for $2,990 and is available in Black, Black/Nut Brown, and Macchiato Beige/Magma Grey. For those who want the most luxurious option available, there is only one designo option available. Tack on the $4,900 designo Exclusive Nappa Leather Package and you get Macchiato Beige/Saddle Brown Exclusive Nappa leather, a topstitched Nappa leather dash, a Macchiato Beige headliner in faux suede, and designo floor mats.

As for trim inserts, there are six options. Only the designo Black Piano Lacquer adds anything to the price of the Mercedes-Benz E-Class All-Terrain as a $1,300 option. We’d stay away from it anyway because it highlights smudges so easily. Instead, the no-cost options of Natural Grain Black Ash wood, Brown Ash wood, Natural Grain Brown Ash wood, Burl Walnut, and Natural Grain Grey Ash Wood are much better suited to the atmosphere of the car.

Trunk and Cargo Space
The E-Class All-Terrain offers a class-leading 35 cubic feet of cargo capacity. It easily trumps the Volvo V90’s 25.5 cube trunk and the 30 cubes provided by the Audi A6 allroad. The rear seats fold forward and nearly flat, in which case the Mercedes has 64 cubic feet of space for stuff. The only thing the E 450 can’t do is tall cargo, which is where it falls short compared to the GLE-Class. That said, the cargo bay is far more practical than a GLE-Class Coupe, and with a lower load-in height, you’re less likely to scuff the rear bumper.

Inside the cabin, the door pockets are on the narrow side, but the glovebox is significant, as is the storage space underneath the armrest. Ahead of the infotainment touchpad, a flip-up lid reveals two cupholders and space for a phone or set of house keys, while in the rear, the center seatback folds forward revealing two more cupholders.

Infotainment and Features

Features
The E-Class All-Terrain Wagon boasts the same standard features as the revamped sedan. It boasts all-LED exterior lighting, a power tilt-and-slide glass sunroof, power-adjustable front seats with a memory function, dual-zone climate control, heated front seats, a fold-out rear-facing third-row, keyless go, power liftgate, an illuminated entry system, and 64-color interior ambient lighting. As with all Merc products, the options list is extensive, with items like tri-zone climate control, massaging front seats, seat ventilation, heated armrests, a head-up display, and even soft-close doors. The standard raft of assistance features includes attention assist, blind-spot assist, a rearview camera, rain-sensing wipers, advanced tire pressure monitoring, and Pre-Safe. Most of the advanced driver assists are only available as part of an optional package that gives you semi-autonomous capability and nearly every conceivable assist.

Infotainment
Like the rest of the new Mercedes lineup, the E450 gets two 12.3-inch screens next to each other, one for the driver cluster and one for the infotainment features. You can touch the infotainment screen, control it with the touchpad (though this doesn’t have a wrist rest to brace your hand, so it’s harder to use it while driving), use the steering wheel touchpad, or yell “Hey, Mercedes,” followed by instructions and/or questions.

Other functionality includes the regular AM/FM radio, HD Radio, Bluetooth, and twin USB-C ports, while Apple CarPlay and Android Auto are also included. You have to pay extra for SiriusXM, though. Navigation is standard, but from the options list, augmented video for this is available, which uses the front-facing camera and overlays directional arrows and street names onto the screen so you never miss a turn. The standard audio is nothing to write home about, but a 590-watt, 13-speaker Burmester system can be equipped. In-car Wi-Fi is also available, as is wireless device charging.

As far as actual interaction with the system goes, the screen works quickly and doesn’t get hung up. The voice control system in this particular vehicle never seemed to recognize my voice prompts, but we have had better success with it in other models. We’re hoping this was a one-time thing.

Problems and Reliability
For a premium brand, Mercedes-Benz seems to have an inexplicably high number of recalls annually, which is a little concerning. At the time of our review, the E-Class All-Terrain had no fewer than eight recalls to its name, ranging in severity from no rearview camera image and a faulty front seat adjustment switch to parking sensor malfunctions, inaccurate vehicle location, incorrect seat adjustment, and in more severe cases, loose side-impact crash sensors and improperly mounted rear headrests that could result in poor neck support in a crash.

Mercedes includes a four-year/50,000-mile basic warranty as standard.

Safety
While the IIHS is yet to review the Mercedes-Benz E-Class All-Terrain, it has evaluated the sedan, giving it top honors as a 2022 Top Safety Pick +. This rating only applies to models equipped with the optional Driver Assistance Package. The NHTSA has a review of the E-Class wagon on record, with an overall rating of five stars out of five.

Key Safety Features
Traditional safety features include seven airbags including a driver’s knee bag, but rear-seat safety can be bolstered by optional rear-seat side airbags. Other features include ABS, traction and stability control, a rearview camera, rain-sensing wipers, crosswind assist, active brake assist, and Merc’s Pre-Safe system, which prepares the car when it senses an impact. Unfortunately, the only modern driver assistance feature Mercedes includes as standard is blind-spot assist. Mercedes offers a Driver Assistance Package with 15 advanced features, but it adds $1,950 to the price. Considering there are cars that cost a third of the price that include these features as standard, this is a big letdown. Especially for a car that punts itself as a family crossover.

Verdict: Is the 2022 Mercedes-Benz E-Class All-Terrain a good car?

We love wagons, in almost any form, for all the reasons we’ve mentioned above. You get all the dynamic benefits of a sedan with the space of an SUV. And modern wagons just look cooler than crossovers, although the Brady’s Pontiac Satellite longroof was undeniably cool.

Mercedes no longer sells a regular version of the E-Class Wagon, with this crossover in its place to lure in buyers who might have set out in search of an SUV, and we think it’s a smart move. This particular wagon, with the buttery-smooth inline-six and EQ Boost, is plenty fast for anyone not looking to lay rubber around every corner, and the stop/start system is up there with the Porsche Panamera hybrid as one of the best we’ve ever experienced. It’s also about half the price of the AMG wagon, vastly more comfortable, and decently capable off-road. The interior strikes a fine balance of spaciousness, luxury, and practicality, and the driving dynamics are almost flawless. We wish Mercedes would include more standard driver assistance for the money though.

Personally, this writer isn’t a fan of the black body cladding, but it’s a necessity in a world obsessed with SUVs. Rivals like Volvo and Audi all have something similar, but the powertrain here is by far the best. Of course, rivals are cheaper and some are more spacious. We definitely think the 2022 Mercedes E-Class All-Terrain does enough to justify a lead in this segment, but we wouldn’t sign a deal without test driving the Volvo first.

What’s the Price of the 2022 Mercedes-Benz E-Class All-Terrain?
The price of the Mercedes-Benz E-Class All-Terrain starts at $67,600 for the E450 4Matic, excluding the destination charge of $1,050. This is some $40k cheaper than the only other wagon Mercedes sells – the AMG E63 Wagon – but that deficit can quickly be made up if you’re liberal with the options. So, in the best interest of good consumer reporting, we specced an E450 All-Terrain to the max, and it nearly reached six figures. Fully loaded, it carries an MSRP of $96,910 including destination – nearly 50% more than the base price.

2022 Mercedes-Benz E-Class All-Terrain Models
Only one 2022 Mercedes E-Class All-Terrain Wagon model is available, the E 450 4Matic. It’s powered by a turbocharged inline-six-cylinder with mild-hybrid assistance and power is sent to Merc’s 4Matic AWD system via a nine-speed automatic transmission.

Standard specification includes LED exterior lights, a power tailgate, power tilt-and-slide glass sunroof, 19-inch alloy wheels, dual-zone climate control, power-adjustable heated front seats with a memory function, and leatherette upholstery. The 12.3-inch touchscreen interface is Apple CarPlay and Android compatible and runs Merc’s new MBUX interface with voice commands. The standard safety specification consists of attention assist, blind-spot assist, a rearview camera, rain-sensing wipers, advanced tire pressure monitoring, and Pre-Safe.

Additional Packages
Merc’s options menu is a combination of packages and standalone options and is too long to mention in full here without sounding like a brochure. However, there are two key packages worth opting for. The Premium Package costs $2,300 and adds a six-month SiriusXM subscription, active parking assist, a surround-view camera system, rear cross-traffic assist, and a Burmester surround-sound system with 13 speakers. The Driver Assistance Package ($1,950) dynamic cruise control, active and evasive steering assist, lane keep and change assist, speed limit assist, congestion emergency braking, and active brake assist to name just a few. There are also a handful of worthwhile standalone items, and while we’d forego the $550 soft-close doors, the $1,320 massaging front seats are something special. We also like the idea of the $1,100 head-up display, $760 tri-zone climate control, $350 augmented reality navigation, and the $1,000 panoramic sunroof, although if we were spending lots of time off the beaten path, we’re not sure it’d do too well in the long term.

What Mercedes-Benz E-Class All-Terrain Station Wagon Should I Buy?
We love the AMG E63 S Wagon. It’s impossible not to. But at $112K, you don’t get double the utility for almost double the price of this E450. So this just makes so much sense. The paint colors are boring except for the Cardinal Red Metallic at $1,080 which gets our nod of approval. We’d stick to the standard 19-inch wheels but select the $900 Exterior Lighting Package for the intelligent LED lighting and adaptive high beam headlights. On the inside, we’d stick with a no-cost wood-look trim and choose one of the $1,620 leather upholstery options – not the $4,900 designo Nappa leather. Throw in massaging seats, a heated steering wheel, the Driver Assistance Package, Premium Package, and head-up display and you’re all-in on a great package deal for less than $80,000 including destination.

Comparisons

2022 Mercedes-Benz E-Class All-Terrain vs Audi A6 allroad
These two vehicles are remarkably similar, right down to the cylinder count and mild-hybrid assistance. The Audi only has 335 hp to play with, but its 0-60 mph time of 5.1 seconds matches the Mercedes claim. Mercedes wins the fuel efficiency battle though, 2 mpg more efficient across the board than the Audi, and we peg it as having the smoother powertrain, too.

It’s another win for the Mercedes when it comes to cargo capacity. It offers five cubic feet more room with the seats folded up, and it has a third row of seats in a pinch. Both have classy, comfortable interiors, but we think Audi pulls it off a little better, and it comes with more toys as standard, with more safety features and the likes of tri-zone climate control, a 360-degree camera, and a 16-speaker B&O sound system. Despite this, its pricing starts at $1,700 less. The Audi may represent better value in this regard, but the Merc makes the most sense to us from a practicality perspective, and the added fuel savings paired with more power – smoother power at that – sway us in favor of the E-Class, if only by a little.

2022 Mercedes-Benz E-Class All-Terrain vs Volvo V90 Cross Country
Volvo’s V90 Cross Country might just be the most handsome wagon out there, but looks alone can’t win this fight. In one crucial way, Volvo is superior. The Swedish brand always includes a lot of safety features as standard despite its base price being nearly $13,000 less than the Merc.

The Mercedes does make the V90 feel old, however. Volvo’s twincharged four-cylinder engines were impressive a few years ago, but not anymore. At just 316 hp combined, it’s 46 hp down on the Merc and is nowhere near as refined. Yet the Mercedes is still able to match the Volvo’s gas mileage.

We’re thankful Volvo started this whole minimalist interior trend, but the Sensus touchscreen system is also starting to show its age. No matter how well you know it, you still have to look down to do something as simple as changing the cabin’s temperature. The Merc’s tech is much newer and much easier to use, and dare we say it, its interior also feels fresher. The Volvo may be slightly more spacious, but it doesn’t have third-row seats, and the trunk is smaller than the Mercedes. We’ll always have a soft spot for Volvo wagons, and the V90 CC is exceptionally cool, but the 2022 E-Class All-Terrain is a superior car, even if you have to pay a fair bit more for that superiority. If you’re shopping on a budget, though, the V90 is exceptional value for money.

(mercedes-world.com)

Published in Mercedes