Evelyn Reynolds

When Mercedes-Benz CEO Ola Källenius unveiled the 2022 EQS in April, he described it as a defining moment for the world’s oldest carmaker. We’re numb to hyperbole when it comes to car launches, but in this case it’s hard to argue with the 52-year-old Swede who has wasted little time steering the company deeper into the electric-vehicle market.

Unlike the EQC, EQV, EQA and EQB—all of which are based on existing internal-combustion Mercedes-Benz models—the EQS is a standalone model in its own right. Benz’s first dedicated electric-car platform features a newly developed range of drivetrains, a battery promising a range of up to 485 miles under the European test procedure, and arguably the most advanced interior you’ll find in any current production car.Positioned at the top of a growing list of EQ-badged models, it also acts as a technological showcase for the Mercedes-Benz brand, featuring a number of innovations we can also expect to see on upcoming models, including a Lidar-based Level 3 autonomous driving function.

Aesthetically, the EQS is a radical departure from traditional combustion-engine Mercedes-Benz models, with a cab-forward profile similar to that previewed by the EQS Vision concept back in 2019. Distinguishing exterior elements include a black grille, a pair of angular headlamps available with what Mercedes calls Digital Light, which has matrix projectors with 1.3 million pixels in each headlight that can be used to project warning symbols onto the road surface or for some startup theater, and a horizontal light bar across the leading edge of the hood.For the first time on a Mercedes-Benz production model, the clamshell-style hood is fixed, designed to be opened only during servicing. The filler for the windshield washer is integrated into the driver’s side front panel, flipping out when pressed. The steeply raked windshield flows into what Mercedes describes as a one-bow roofline, its arc tracing all the way to the rear decklid. The doors are frameless and feature the same flush handles seen on the latest S-class. Mercedes-Benz claims the EQS betters the Tesla Model S for aerodynamic efficiency, with a record-breaking production-car drag coefficient of 0.20 in base rear-wheel-drive form—in combination with an optional AMG styling package and specially developed low-drag wheels.

Mercedes-Benz

Compared to the new S-class, the EQS is slightly shorter and narrower. It rides on a 126.4-inch wheelbase, which is just 0.2 inch shorter than that of its combustion-engine stablemate, giving it relatively short overhangs and a very roomy interior. The EQS’s aluminum-intensive platform supports two drivetrain layouts—either single motor and rear-wheel drive or dual-motor, all-wheel drive. The electric motors, produced by Valeo Siemens eAutomotive, are mounted low within a subframe at the front and within the axle assembly at the rear. A 396-volt lithium-ion battery, assembled by Mercedes-Benz sister company Accumotive, uses a steel and aluminum casing and is integrated into the floor, giving the EQS a much lower center of gravity than the S-class. The power electronics, meanwhile, are packaged up front under the fixed hood.

Mercedes-Benz

Mercedes put a lot of effort into the interior of the EQS, which combines its own unique elements with features from other models in the Benz lineup. The standard setup brings a layout similar in appearance to the latest S-class, with 12.3-inch digital instrument display and a 12.8-inch infotainment screen, in combination with a multifunction steering wheel featuring touch-sensitive controls on the upper spokes.North American buyers will also be able to opt for the so-called Hyperscreen, a one-piece curved screen that stretches across the width of the dashboard. It houses three digital displays—one for the instruments, one for the infotainment functions, and another ahead of the front passenger seat. It is impressive, no doubt. But the 56.7-inch-wide screen is prone to reflections in sunny conditions, despite the inclusion of a sensor that automatically alters its brightness. It does work with impressive speed, though, thanks to an eight-core processor and 24 gigabytes of RAM. Either display setup is controlled by the latest generation of MBUX—an operating system that supports conversational speech input via a Hey Mercedes prompt. There’s also a head-up display with augmented-reality navigation commands.

Mercedes-Benz

A high-set center console divides the front seats, which are broad and magnificently comfortable, if a little short on lateral support. They can also be ordered with up to 19 motors and a total of 10 massage programs.Although Mercedes-Benz says the EQS has a flat floor, there is a slight rise in the middle of the structure to increase stiffness. This is most noticeable from the rear, which can be configured with either a three-passenger bench seat or two individual seats. Rear-seat accommodations are excellent, especially in terms of leg and shoulder room. While the EQS does without a front storage compartment, its 22 cubic feet of trunk space is more than that offered by the latest S-class. Dropping the split-fold rear seats extends cargo capacity to 63 cubic feet.

Mercedes-Benz

The EQS launches with two models. The entry-level EQS is the rear-wheel-drive EQS450+, which uses a rear-mounted permanent-magnet electric motor that makes 329 horsepower and 419 pound-feet of torque. We expect the 450+ to accelerate to 60 mph in about six seconds. It has a range of 485 miles under the WLTP test procedure used in Germany. That should equate to roughly 360 miles of range in the United States using the EPA methodology. Its 107.8-kWh battery will be used by all EQS models at launch. A smaller 90.0-kWh battery is also planned for the EQS450+. The flagship model is the all-wheel-drive EQS580 4Matic, which is the one we drove. It uses two permanent-magnet motors with a combined output of 516 horsepower and 631 pound-feet of torque. The 580 should scoot to 60 mph in about four seconds and have roughly 315 miles of range in the U.S. Battery charging is via a CCS socket at either 11 kW or 22 kW on Level 2 AC, while its peak DC fast-charging rate tops out at 200 kW. Mercedes-Benz claims a pre-conditioning function and an intelligent cooling strategy allows high current to be maintained for long periods, maximizing charging rates. It also provides a 10-year/155,000-mile guarantee for the battery.

Mercedes-Benz

There is a terrific feeling of engineering integrity to the EQS, noticeable from the moment you nudge its heavily sprung throttle and glide off down the road. Step-off is predictably strong, thanks to the generous reserves of torque. The big sedan launches from a standstill with instant response and tremendous energy, gathering pace without any real letup in acceleration until you’re well past the speed limit. It also tracks remarkably well, cruising up to and beyond typical highway speeds with exceptional straight-line stability. There are a range of different energy recuperation programs to choose from, including three manually selectable modes that are engaged via the steering wheel-mounted paddles and an automatic mode called DAuto. The driver can also opt for a gliding function, in which the big sedan rolls for truly impressive distances without any perceptible mechanical drag from the motors. DAuto’s set-and-forget qualities make it the preferred option, with the two big electric motors developing combined regen of up to 389 horsepower, according to Mercedes. After a three-hour run through Switzerland, Austria, and Lichtenstein, our test car was still showing more than 250 miles of predicted range.

Mercedes-Benz

We’re used to the silent qualities of the latest generation of electric cars, but the EQS takes things to a whole new level, proving wonderfully relaxing whether threading through traffic around town or at higher speeds out on the open road. There are a range of synthetic sounds, and buyers can specify an optional sound package, but why disrupt the EQS’s inherent tranquility and calmness? The steering is lightly weighted. Still, there’s sufficient tactility to the speed-dependent system to ensure the driver remains involved. It is reminiscent of the S-class in this respect, with very accurate action that allows you to confidently place the EQS on the road. There is a well-engineered delicacy to the steering, making for a relaxed car in everyday driving conditions.Like the new S-class, the EQS comes with the choice of two rear-wheel steering systems, with the more advanced optional setup providing up to 10 degrees of countersteer, enabling a 35.7-foot turning circle. Below 37 mph, the rear wheels turn in the opposite direction to those up front. Above that, they steer in the same direction. If an EQS buyer who opted for the standard rear-wheel-steer setup later decides to go for the full 10-degree capability, that can be unlocked via an over-the-air update.

Mercedes-Benz

So configured, the big electric sedan delivers excellent low-speed maneuverability around town. With a turning radius smaller than the GLA, you can negotiate tight spaces without the need for three-point turns in parking garages and the like. The car also changes direction quite eagerly, feeling much more agile than its substantial curb weight (likely 5800 pounds for the 580) suggests out on the open road. Body movements are well controlled, the increase in body roll is progressive in proportion to the buildup of lateral forces. The overall balance is excellent, allowing you to generate a good deal of cornering speed before the tires relinquish their grip and the fast-acting stability-control system steps in. The low center of gravity and near 50-50 front-to-rear weight distribution are a boon to handling even though the EQS isn’t overtly sporty.The Airmatic suspension with variable damping control automatically adjusts ride height, providing constant ground clearance in both Eco and Comfort modes. Switching into Sport mode reduces the ride height by 0.8 inches at speeds of more than 80 mph to improve aerodynamic efficiency. The suspension is superbly compliant but does get a bit floaty over undulating roads, which is maybe not surprising given the weight it’s asked to control. However, the EQS does a fantastic job of isolating the cabin from poor surfaces such as broken sections of pavement.

Mercedes-Benz

The slippery shape leads to very low levels of wind noise. Even more impressive is the way the EQS isolates tire noise. The 265/40R-21 Goodyear Eagle F1s on our test car were whisper quiet on smooth-surfaced roads, further adding to the overall serenity delivered by the near-silent driveline. You’d buy the EQS on the strength of its refinement alone.Mercedes says that the EQS’s electronically controlled all-wheel-drive system apportions power faster than any of the company’s existing electromechanical setups. A torque-vectoring function also individually channels power to each of the rear wheels dependent on prevailing traction and wheel speed. The EQS isn’t built for tail-out antics, but it is happy to launch itself from slow corners with utmost composure under full throttle.Brake pedal feel is good. The pedal action is progressive, with a consistent bite point, allowing you to scrub speed with confidence despite the complex recuperation going on behind the scenes.

Mercedes-Benz

Like the S-class, which the EQS seems destined to replace by the end of the decade, the EQS’s sleek brand of luxury comes at a high price. Nothing is official right now, but North American buyers can expect to pay around $110,000 for the EQS450+ and close to $185,000 for the EQS580 4Matic. What they’ll get is a truly luxurious and outstandingly refined sedan, one with very few compromises. The EQS is not inexpensive, but it is possibly the world’s most capable electric car right now.

Specifications

Specifications
2022 Mercedes-Benz EQSVehicle Type: rear- or front- and rear-motor, rear- or all-wheel-drive, 4- or 5-passenger, 4-door sedan
PRICE (C/D EST)

Base: EQS450+, $110,000; EQS580 4Matic, $185,000
POWERTRAIN

Motor(s): permanent-magnet synchronous AC, 329 or 516 hp, 419 or 631 lb-ft Battery Pack: liquid-cooled lithium-ion, 107.8 kWhOnboard Charger: 11.0 or 22.0 kWTransmission(s): direct-drive
DIMENSIONS

Wheelbase: 126.4 inLength: 205.4 inWidth: 75.8 inHeight: 59.5 inTrunk Volume: 22 ft3Curb Weight (C/D

est): 5600–5800 lb
PERFORMANCE (C/D EST)

60 mph: 4.0–5.9 sec100 mph: 9.3–11.2 sec1/4-Mile: 12.5–14.5 secTop Speed: 130 mph
EPA FUEL ECONOMY (C/D EST)

Combined: 88–100 MPGeRange: 315–360 mi

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Reviewing a vehicle from the passenger’s seat is difficult, but every once in a while a new car comes along that’s special enough for us to jump at any chance to experience it, even if not from behind the wheel. The Aston Martin Valkyrie is one of those cars, and we didn’t need to mull it over when the company offered us a ride in its Formula 1–inspired hypercar at the Goodwood Festival of Speed—with Aston CEO Tobias Moers driving no less. Our simmering anticipation for the Valkyrie has only slightly abated as long delays have pushed back initial deliveries, which will supposedly commence late this year. We first reported about the joint plans between Aston Martin and Red Bull Racing to produce a hypercar—under the direction of legendary Formula 1 designer Adrian Newey—way back in 2016. Since then we’ve met its Cosworth-designed V-12 engine, driven the development simulator, reported on the sadly canceled plans to race it at Le Mans, and told you about both the first and second iterations of the track-only AMR Pro versions. But Goodwood offers the first opportunity to experience the Valkyrie from inside the cockpit. Which, given the combination of its hybrid-boosted 1160 horsepower, 2300-pound-or-so curb weight, and $3 million price, is awfully exciting.

Aston Martin

Entering the car elegantly is the first challenge, especially with a sizable crowd watching. The approved technique is to step over the high-sided carbon-fiber tub and stand with both feet on the passenger’s seat before half sliding, half collapsing into the narrow footwell. Once you’re settled, there’s a surprising amount of legroom, although being in the raised-knee seating position is more like sitting in a bathtub than a car, and shoulder space between the seats is less than you’ll get on the cheapest of airlines. I will need to tuck my left arm under my thigh for Moers to be able to turn the squared-off steering wheel more than a few degrees.The view forward is mostly display screens. The production Valkyrie will have five: one on each side of the cockpit for rear-facing side-vision cameras, another positioned in place of a conventional rearview mirror, a digital dash display integrated into the steering wheel, and a central touchscreen. The prototype at Goodwood adds a sixth for a data logger that reports telemetry on the health of the naturally aspirated 6.5-liter V-12, which sits behind the seats. The windshield opening itself seems impossibly narrow, better sized for a fighter jet than a car.

At Moers’s suggestion, I put in earplugs before the engine starts. Startup is a multistage process that an anxious-looking mechanic talks Moers through, but the engine catches on the first press of the start button and roars into an uneven, high-pitched idle. It’s loud at 1200 rpm yet has nearly another 10,000 revs to go. Vibrations buzz through the back of the seat, making it clear that the engine is mounted directly to the tub as part of the car’s structure.The prototype’s gullwing doors must be closed before the driver can select a gear; Moers later says he has ordered a change that will allow production models to maneuver at low speeds with the doors open. The gentle run down to the start of Goodwood’s 1.16-mile course—basically the Duke of Richmond’s driveway—reveals that the Valkyrie is rather tractable when trundling along. Being a hybrid, it sets off under electric power before engaging the single clutch of its motorsport-style seven-speed sequential transmission. The Festival of Speed plays out with batches of vehicles running up the hill course in intervals—some timed, some just performing demonstration runs—with the cars waiting in a collection area at the top before slowly returning to the paddock. The format means there’s plenty of waiting around, which provides the chance for a preflight briefing once the Valkyrie is in the line for the start. I learn that the prototype is running in its softest, highest-riding Urban mode, without its active suspension and aerodynamics engaged. It is also wearing what is called its “road” front clamshell bodywork, which has been carefully designed to meet the Europe-market requirements for a four-degree downward view of the road from the driver’s eye position. An optional “track” nose will allow for a lower front ride height and more aggressive aerodynamics; most buyers are expected to choose this.

Aston Martin

The run up the hill is brief and brutal. This being the English summer, it rained earlier in the day, and the narrow course still has damp and greasy patches, although it’s now dry enough for the Aston Martin Vantage F1 Edition in front of us to blast away in a cloud of tire smoke. After a longer-than-usual wait—presumably to ensure we don’t catch the Vantage before the end of the course—the marshal waves us off. Instead of launching it full force, Moers gets the car rolling before feeding in the power. The Valkyrie’s variable traction control is fully engaged but clearly struggling. The engine note grows angry and the cockpit starts to vibrate with the unmistakable sensation of wheelspin as the powertrain overwhelms the cold rear Michelin Pilot Sport Cup 2 tires. This continues through first gear, and even after a brutally quick upshift to second, the rear of the car is still scrabbling for traction. There’s room for another savage upshift before the first corner looms, a tight right-hander, and Moers is hard on the brakes. The turn brings the sensation of slight body roll under lateral loads, revealing that the Valkyrie’s gentlest suspension setting is far softer than the hypercar norm.

Aston Martin

The Festival of Speed course is short on straightaways, but the stretch in front of Goodwood House—the ancestral seat of the Dukes of Richmond since 1697—features only long, shallow bends that allow Moers to unleash the Valkyrie. This feels predictably ferocious, but the raw g-loads are a lesser part of the experience than the vibrations and scream of the engine, which is reminiscent of Ferrari’s howling V-12 Formula 1 cars from the 1990s. Glancing at the data logger’s tachometer shows a couple of trips to the high 9000s, so still 1000 rpm or so short of the limiter.The next corner is Molecomb, the location of most of the festival’s accidents, and Moers picks a cautious braking point. The first part of the turn is dispatched without drama, but as Moers feeds the power back in, there is a flare of revs, a jolt of oversteer, and the sudden application of some corrective steering lock. A keen amateur racer in his younger years and former leader of Mercedes-AMG, Moers is no stranger to high-performance cars. But he’s clearly found the Valkyrie’s limit in these slippery conditions. The track surface grows damp as we head under the trees that line the top of the course, and he opts for an easier pace, working the engine hard in its lower gears to please the crowd, but without attempting the huge speeds that the car could surely deliver. Our run is not being timed, so there’s nothing to win, but there’s plenty to lose with a highly public crash.

Aston Martin

Having completed the course, Moers parks the Valkyrie at the top of the hill, where it is easily the most exotic thing among a sea of supercars. He laughs as he takes off his helmet and delivers his summary: “It’s an unbelievable car. If you drive it at [a track] like Silverstone, you can push much harder. You can’t do that here, of course. Traction is an issue—you felt that—but the handling is amazing. I expected a really tricky thing to drive, but it’s smooth even if it oversteers. There’s no snap in the car.”Moers also led development of the AMG One in his former role, and he’s probably the only person in the world to have driven both it and the Valkyrie in anger. How do they compare? “They couldn’t be more different,” he says. “But which would I rather drive here? You don’t need to ask that, do you?”

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When it comes to horsepower, too much often is just about right. The current P400 version of the Land Rover Defender, with its 395-hp super- and turbocharged 3.0-liter inline-six, already produces what many regard as adequate performance for something so big and boxy. We ran 2020’s 5773-pound four-door 110 version to 60 mph in 6.3 seconds. But the new 2022 Defender V8 models, with their 518-hp supercharged 5.0-liter engines, bring outsize character and should trim at least a second from that time. With six-figure starting prices, these new range-topping variants prove that the Defender only gets better with more cylinders under its hood. Compared with lesser Defenders, the V8’s visual cues are limited, amounting to slightly chunkier body cladding, small badges at the base of the doors, and quad tailpipes tucked beneath the rear bumper. There are also blue brake calipers at the front. But the V-8’s deep burble at startup is by far the strongest clue that this isn’t a regular Defender. Jaguar Land Rover’s blown V-8 may be long in the tooth, but it’s still a powerhouse, pulling strongly from idle all the way to the 6750-rpm limiter. Acceleration is strong and seemingly relentless. And the way the Defender’s chassis handles the engine’s full thrust is as impressive as its raw performance, with little of the nose-up attitude common to tall, powerful SUVs. We drove the V8 models in England, and traction was impeccable on dry pavement, the Defender launching hard and without drama on its huge 22-inch Continental all-terrain tires.

Land Rover

The heady acceleration is accompanied by a prominent V-8 soundtrack, although one that seems quieter than the 575-hp Range Rover Sport SVR’s. In the Defender, there are fewer pops and bangs when you lift off the accelerator, and the whine from the supercharger is almost entirely muted. Land Rover admits that some of the cabin sound is digitally augmented, although the hard-edged harmonics spectators enjoy are entirely real. At idle and light cruising, substantial sound insulation makes the engine noise nearly inaudible. At a steady 75 mph, only a slight rustling of wind from the top of the bluffly angled windshield disturbs the tranquillity.We did notice that responses can be inconsistent at lower engine speeds, with small inputs to the accelerator occasionally eliciting overly aggressive reactions. Selecting the new Dynamic mode, a first for a Defender, sharpens the powertrain’s responses and prompts the eight-speed automatic to hang on to lower gears. Dial it back to Comfort mode and the action becomes much less frenetic with the standard adaptive dampers offering greater compliance. We kept it in Dynamic mode most of the time for the more aggressive tuning the setting brings to the electronically controlled limited-slip rear differential. On pavement, this is particularly noticeable in slower turns, with the Defender exhibiting a willingness to change direction that’s impressive for something so tall and heavy. On lower-grip surfaces, Dynamic mode relaxes the stability-control system and allows you to coax out some easily controlled oversteer under power.

Land Rover

The V8 models have better steering feel than lesser Defenders, with more weight to their racks and even some meaningful communication behind the assistance. The huge Brembo brakes—the fronts sporting six-piston calipers—produce reassuring stopping power with a pleasingly solid pedal feel.Fortunately, none of the upgraded Defender’s newfound athleticism infringes upon its stout off-road capability. The V8 models feature almost all the available go-anywhere hardware, including standard height-adjustable air springs and a low-range transfer case. Having experienced the larger 110 model on the road, we drove the two-door 90 version around Land Rover’s Eastnor Castle test site, where it conquered pretty much every type of terrain we encountered without breaking a sweat, even though the trundling speeds common to British mud plugging made no particular demands of the extra power. We imagine these trucks will most often find themselves on pavement, with the V8 models’ increased output over the P400’s straight-six likely coming into play only on more open terrain and when climbing steep hills and sand dunes.

Land Rover

The seriousness of the Defender V8’s performance is matched by its price. The two-door 90 starts at $104,260, and the four-door 110 at $107,460—roughly double the cost of the respective base four-cylinder models. That’s a significant premium over the most obvious alternative—the $74,995 470-hp Jeep Wrangler Rubicon 392—although the Defender is quite a bit more refined, and the V8s are still significantly cheaper than a Mercedes G-class ($134,300 to start). Land Rover says the Defender V8 isn’t a limited-edition model, although it is likely to form the basis of at least one special version. But production will eventually be limited by tightening European emission standards, which we’re told will likely kill the 5.0-liter V-8 by the end of 2027. In short, act now. If you can stomach the price and surely abysmal fuel economy, the quickest and most powerful Defender of all time is also the most enticing.

Specifications

Specifications
2022 Land Rover Defender V8Vehicle Type: front-engine, 4-wheel-drive, 5- or 6-passenger, 2- or 4-door wagon
PRICE
90, $104,260; 110, $107,460
ENGINE
supercharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 305 in3, 5000 cm3Power: 518 hp @ 6500 rpmTorque: 461 lb-ft @ 2500 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 102.2–119.0 inLength: 170.2–197.6 inWidth: 78.6 inHeight: 77.4–77.7 inPassenger Volume: 102–110 ft3Cargo Volume: 14–34 ft3Curb Weight (C/D est): 5800–6100 lb
PERFORMANCE (C/D EST)
60 mph: 4.9–5.1 sec100 mph: 13.4–13.6 sec1/4-Mile: 13.5–13.7 secTop Speed: 119–149 mph
EPA FUEL ECONOMY
Combined/City/Highway: 16/14–15/19 mpg

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It’s time to start saying goodbye. The Audi A3 that is expected at the end of this decade will undoubtedly be electrified in some way, be it a hybrid system or a full EV version. So, the A3 that’s arriving next year is the last with just a gas-burning engine under the hood. Audi engineers seem to recognize the significance of the coming transition, so they really leaned into making the most extreme version of the A3, the RS3, a driver’s car. The new RS3 is a parting shot, a sort of sendoff to pure internal combustion.Like its predecessor, which won a 10Best award in 2018, Audi fits a much-loved and brand-appropriate turbocharged 2.5-liter five-cylinder that dates back to 2011. Compared to the last RS3, the new version develops 401 horsepower from 5600 to 7000 rpm. Torque is up 15 pound-feet to 369. The turbo five is shared with several other cars, but the RS3’s is the most powerful version.

Tobias Sagmeister

Audi restricted our exposure to the new RS3 to a camouflaged pre-production model. Until the car makes its official debut, Audi is taking no chances. We were walked to a windowless studio where we got to see the uncamouflaged car. If you’re familiar with the previous RS3, the new one doesn’t offer many design surprises. The look is typical RS, a heavily meshed grille with enormous nostrils at the front, air vents at the sides, a front splitter, a rear diffuser, and a lip spoiler on the trunk lid. These are the ingredients that upgrade the sedan’s otherwise staid three-box design into a muscle-bound athlete. A 1.0-inch drop from the standard version makes it look even more intimidating. After stepping in, we find racing-style bucket seats with excellent lateral support. The flattened steering wheel has an RS-mode button in the right spoke that catches the eye. Hitting it toggles between the RS3’s RS modes: RS Performance, RS Individual, and the last mode selected.

Tobias Sagmeister

Graphics in the 12.3-inch virtual cockpit in front of the driver have a motorsports vibe. The engine speed appears as a bar graph, torque and power can be displayed, and the car can also track g-forces and lap times. Should you want to quantify the quickness of the RS3, the car provides measurements for standing-start acceleration. These are clearly gimmicks, but they can add a bit of fun to a boring commute. Start running the RS3 hard and the shift indicator in the head-up display proves very useful.Fast driving also reveals razor-sharp but progressive steering. The slightest steering movements become directional changes. Steering assistance can be adjusted in three stages to suit personal preferences. Audi claims that 62 mph comes up in 3.8 seconds and that the RS3 tops out at 180 mph. We expect it to be quicker; the old RS3 could clip off 3.4-second runs to 60 mph. Audi’s five-cylinder 1-2-4-5-3 firing order, as shown on the camouflage film of our pre-production vehicle, works with an active exhaust to create a rich and characteristic sound. A familiar seven-speed dual-clutch transmission with smartly spaced ratios gets high marks from us.

Tobias Sagmeister

There are as many driving modes as there are forward gears: Comfort, Auto, Dynamic, Efficiency, RS Individual, RS Performance, and RS Torque Rear. In our opinion, the selection could be reduced to three modes. In everyday life, you drive comfortably in Auto. If you’re interested in stretching gallons, use Efficiency. When you want to get down to business, you can switch to RS Individual, where personal preferences for the adaptive dampers, steering effort, transmission programming, engine sound, and the amount of aggressiveness of the torque-vectoring rear differential can be stored. RS modes dial back stability control too, but it can also be fully defeated.Without a doubt, the torque-vectoring rear differential may be considered the most significant innovation and most exclusive component in the RS3. As in the all-new 2022 Golf R, the active rear differential is used in place of the regular A3’s Haldex clutch pack, which in all other Quattros manages torque distribution to the front and rear axles. In the RS3, the multiplate clutches vary torque applied to the left- and right-rear wheels. Depending on the driving dynamics mode, up to 50 percent of the engines torque can be applied separately to each rear wheel. Instead of braking the inside wheel in a corner to create yaw to help the car around a corner, the differential directs power to the outer wheel to help the rear end rotate. This fundamentally changes the driving characteristics of this all-wheel-drive car, which normally understeers at the limit. In its most aggressive settings, the RS3 acts like a tail-happy rear-wheel-drive car.

Tobias Sagmeister

Five settings affect the rear diff’s responsiveness and are linked to the driving modes. In Comfort and Efficiency, the two multiplate clutches are almost always disengaged, making the RS3 a front driver. In Auto, the power distribution is balanced, with no noticeable tendency to understeer or oversteer. Switch to Dynamic mode and up to 50 percent of the drive power flows to the rear wheels, resulting in an increasingly involved rear end. In RS Performance mode, the rear differential’s programming works to keep the handling neutral and to maximize corner-exit speeds. For the track bound, at least in Europe, Audi will offer grippy Pirelli P Zero Trofeo R tires that are well matched to the suspension and torque-vectoring rear differential. No word if those tires will make it to the North American market.The added power and the new differential make for a track-ready sports sedan that will happily do daily duty. When the new RS3 arrives next year, expect a base price around $60,000. If 401-hp isn’t enough, Audi engineers are likely to take the RS3 a bit further in the near future. Rumors are swirling about a 450-hp RS3 to put the 416-hp Mercedes-AMG A45 S in its place. With electrification looming, the internal-combustion engine is working hard to highlight its differences and advantages, and the RS3 is an excellent package in which to show off.

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One of the things we like most about the multi-10Best-winning Volkswagen GTI is its ability to balance conflicting priorities of sportiness and comfort for daily livability. But we’re always intrigued when a company claims to improve on the former without sacrificing the latter, and that’s exactly what VW says about the new, eighth-generation 2022 GTI.Like many generations of GTIs before, the latest model is an iteration of the previous car. The exterior dimensions, in fact, haven’t changed a bit. But VW made a number of chassis tweaks, with the spring rates slightly higher front and rear, bushing changes, and adaptive shocks that can now react more quickly. We bet they’ve also added more rear anti-roll bar to alter the balance, but VW didn’t confirm just how much.

The electronically controlled limited-slip front differential is the same unit as before, but the big difference is new, comprehensive control software—VW calls it Vehicle Dynamics Manager—that optimizes all of the electronically controllable bits. To test out VW’s claim that understeer has been eliminated—a bold claim for any front-engine, front-heavy, front-wheel-drive car—the company invited us to the M1 Concourse country-club track in southeast Michigan to drive seventh-gen and new, Euro-spec GTIs back to back.

Our takeaway: It’s remarkable just how different and improved the new GTI is at the limit, given how similar the hardware is. It turns in far better, holds its line, and has dramatically improved the handling balance at the limit. The new car is also far quicker and grippier, closing in on 1 g of cornering stick on our skidpad during previous testing. Although we wouldn’t go as far as to say that understeer has been eliminated, it’s dramatically reduced from a car that already didn’t suffer excessively from it. VW has indeed taken one of our favorites and improved its dynamics substantially.

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Autocorrect constantly tries to change “AMG” to “OMG.” After driving the 2021 Mercedes-AMG GT Black Series, a tightly bundled knot of carbon fiber and malice, you just might let it. Sure, autocorrect, call this car whatever you want. Call it the Mercy-OMG Goat Bonk Serious. That’ll make perfect sense after you spend a few laps rearranging your grey matter with 720 horsepower and 882 pounds of downforce.OK, that downforce figure is at 155 mph, a speed we didn’t attain at The Concours Club, Miami’s new two-mile road course just north of the city. However, with a 2100-foot straightaway, the track offers room for the Black Series to break 130 mph through a fast righthand kink ahead of the braking zone. That’s around the takeoff speed for some of the Gulfstreams parked next door at the Miami-Opa Locka Executive Airport. It’s fast enough to get the aero working—in the service of keeping things on the ground rather than flinging them skyward.

Mercedes-AMG

To that end, the Black Series employs many a trick from the race-car playbook. For instance, the front spoiler has two manually adjustable positions—street and race—with the latter extending the spoiler forward and creating a front diffuser. The flat underbody uses fins to channel air to the rear diffuser, accelerating airflow underneath the car and creating a venturi effect. Meanwhile, up top, there’s plenty of venting in the hood and fenders to prevent trapped air from creating lift, and that towering rear wing features an electronically controlled center section that can lay flat for low drag or angle up to 20 degrees for max downforce. (You see it do this under high-speed braking, when it acts as an air brake.) Master mode locks the wing element at its most aggressive angle until 155 mph, when it retracts to reduce drag on the way to the Black Series’s 202-mph top speed.Previous Black Series cars, all the way back to the original 2008 CLK63 AMG Black Series, tended to amp up the handling and visual aggression while leaving the engine mostly alone—the SL65 Black Series used slightly bigger turbochargers than its SL65 kin but wasn’t wildly different under the hood. The GT Black Series, though, installs a flat-plane crank in the 4.0-liter V-8, giving it an entirely different firing order than its lesser brethren. New camshafts and exhaust manifolds are fitted to accommodate the new firing order. Turbochargers with larger compressor wheels deliver 24.6 psi of boost, up from 19.6 psi in the AMG GT R. Benz considers this engine unique enough that it has its own internal code, M178 LS2, thus giving new meaning to the phrase “LS swap.”

Mercedes-AMG

Flat-plane V-8s tend to be screamers—see any Ferrari or the Mustang Shelby GT350—but this one makes its 720 horsepower at a relatively sedate 6700 rpm, 500 rpm shy of the redline and 450 more revolutions than the GT R’s horsepower peak. At idle, the exhaust sizzles like that of a Ferrari or a McLaren, but the decibel count never climbs to a level that makes you think the universe is being torn asunder. That degree of restraint might be appreciated by your HOA in Rancho Nouveau Riche, but a soundtrack this exotic deserves a little more volume. Tubi, line one.To assess the Black Series’s track prowess, we were dispatched for lap sessions with a professional driver in an AMG GT acting as the guide-slash-hare. Normally, this type of setup works well, because superior driving skill in the lead car is countered by increased horsepower or grip in the following one. But the Black Series is so much faster, so much more capable than a standard-issue GT that it wasn’t much of a fight. Staying on the throttle out of corners meant reeling in the GT so quickly that at one point the lead driver toggled the radio and said, “Okay, you’ve got an extra 200 horsepower. I get it.” Come on, let’s not exaggerate. It’s only an extra 197 horsepower. And a two-position, carbon-fiber anti-roll bar up front with a three-way iron bar in back and adjustable camber at both axles and tunable coil-over suspension.

Mercedes-AMG

And a lot more grip. The GT Black Series is shod with fully ridiculous Michelin Pilot Sport Cup R Mercedes-spec rubber. The standard compound is soft (like, race-slick soft) with a harder compound available for high-temperature track use. In either case, this is the closest thing to a Le Mans starting-grid tire that’ll pass your state inspection. In one section of slow esses, the lead GT is painting rubber on every corner exit, its driver heroically dancing it on the edge of adhesion. The Black Series? It’s so within its envelope that it seems like the GT is driving on a different track, possibly one coated with a light layer of Pam cooking spray. The only clue that the Black Series is working is that the air conditioning isn’t. It’s nearly 100 degrees in Southern Florida, and repeated indulgence in wide-open throttle causes the A/C to take a siesta until you relax the pace. Eventually, the car seems to cut power, too, typically on a short straight leading out of a slow sequence of corners. But relentless lapping in triple-digit heat isn’t exactly typical or reasonable use. When you can afford an AMG GT Black Series and a membership at The Concours Club, you can probably also afford to do something else on 100-degree days. You know, like go out on your boat.

Mercedes-AMG

Then again, this is a car we’d want to drive whether or not it had air conditioning or a fancy stereo or seats modeled after the inviting confines of an iron maiden. Whatever. Just give us the 720 horsepower and the wings and spoilers, let’s tee up Master mode and find a track. To enjoy the rewards of the Mercedes-AMG GT Black Series, all you need is an appreciation for righteous German track cars and $326,050. Autocorrect also likes to change “Mercedes” to “nerve.” You’ll need some of that, too.

Specifications

Specifications
2021 Mercedes-AMG GT Black SeriesVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base: $326,050
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 243 in3, 3982 cm3Power: 720 hp @ 6900 rpmTorque: 590 lb-ft @ 2000 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 103.7 inLength: 181.3 inWidth: 79.7 inHeight: 50.4 inPassenger Volume: 56 ft3Trunk Volume: 10 ft3Curb Weight (C/D est): 3650 lb
PERFORMANCE (C/D EST)
60 mph: 2.9 sec100 mph: 6.1 sec1/4-Mile: 10.3 secTop Speed: 202 mph
EPA FUEL ECONOMY
Combined/City/Highway: 17/15/20 mpg

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If you relish the 9,000-rpm scream of a naturally aspirated flat-six but otherwise want to turn down the volume on the Porsche 911 GT3 experience, the $163,450 Touring is the GT3 for you. Otherwise mechanically identical to the brilliant, winged GT3, the Touring offers the same sound and fury in a (slightly) subtler package for the exact same price.As with the previous generation, the primary difference between the GT3 Touring and the exhibitionist version is the absence of a rear wing. To create downforce, the Touring has a rear spoiler like lesser 911s that automatically extends at 70 mph. But even without the downforce of the big wing, the Touring’s top speed is a claimed 198 mph with the PDK automatic transmission and 199 with the manual. The rest of the aero bits are shared between the two models, from the paneled underbody to the rear diffuser. Other exterior visual cues unique to the Touring include a body-colored front fascia and bright window frames in place of the GT3’s black trim.
Under the wingless tail is Porsche’s 4.0-liter flat-six, kicking out 502 horsepower at a dizzying 8400 rpm. In keeping with its more roadgoing mission, the Touring comes standard with a six-speed manual transmission. Carried over intact from the previous GT3, its throws are natural and precise, and so is the beautifully weighted clutch. For the first time in a Touring, a seven-speed dual-clutch automatic is optional. Though it adds nothing to the bottom line, opting for the automatic imparts a 37-pound weight penalty. (Just one more reason to save the manuals.)With the entire 992 lineup being a little taller, longer, and wider than before, Porsche GT boss Andreas Preuninger and his team worked hard to keep the new GT3 Touring from gaining weight. According to Porsche, the Touring comes close, a mere 11 pounds heavier than its predecessor. Most of the credit goes to the use of lightweight components such as a carbon-fiber-reinforced polymer hood, thinner glass, and lighter standard brake rotors. Opting for the carbon-ceramic brakes reduces weight by an additional 39 pounds.
With the engine fired, the entire cabin buzzes and hums from the internal-combustion subwoofer out back. At only a tenth of the redline, the big boxer sounds more hyper than its 900-rpm idle would suggest, whirring and chattering away anxiously against its engine mounts. Engaging first gear instantly transforms that anxiety into a wallop of straightforward thrust. Power is unrelentingly direct and linear as the three-stage intake provides the right amount of air from idle to the redline. Porsche puts the manual Touring a half-second behind the automatic to 60 mph, which would put it at 3.2 seconds, as we’ve hit 60 mph in 2.7 seconds in a dual-clutch GT3.Bounding up Angeles Crest Highway in the mountains above Los Angeles, the Touring reminds you that, as glorious as life may be, it is ultimately unfair. That stratospheric redline is deliciously addictive, and yet achieving that goal in third gear catapults you well into triple-digit speeds. As fast as the Touring is, the enormous brakes scrub away the speed instantly and without fuss. Diving into a corner makes you wonder why you bothered braking so much in the first place, as the Michelin Pilot Sport Cup 2 tires refuse to budge from the chosen line. Sport Cup 2 R tires are newly optional, providing even more insane levels of grip. (We measured 1.11 g on the skidpad in a GT3 on these tires.)
But it’s not just the tires that contribute to the Touring’s impressive handling acumen. With a control-arm front suspension largely borrowed from the mighty 911 RSR racer, front-end stability is nothing short of magical. Steering input isn’t measured in degrees but by gradations. You know you’ve hit your mark even before you get there. It can take time to build trust with the rear-axle steering, however, as it can be occasionally overzealous as it introduces midcorner inputs that revector your path. Porsche more successfully corrected an oversight in the original GT3 Touring. When it debuted in 2018, it attracted buyers who expected a greater deal of customization, only to discover that all Tourings came with coal-pit-colored interiors. This time around, Porsche learned its lesson and will offer the Touring— and not the regular GT3—in a prolific number of interior colors, including several two-tone leather options as part of the Exclusive Leather package that will relieve customers of $15,530.
Should buyers still be in a spending mood, they’ll likely treat themselves to the Touring’s timepiece de résistance, a custom-built chronograph that starts at $8100. Practically every aspect of the watch can be customized, from the color of the hands to the type of titanium used for the bezel. The dial ring alone is offered in 15 Porsche paint colors. Did we mention the back of the case evokes the design of the wheel? Even in standard form, the Touring’s interior is—for the most part—a model of ergonomic simplicity. Shared with the rest of the 911 lineup, the 10.9-inch touchscreen infotainment system responds quickly and features well-organized menus, while the climate-control system is blissfully straightforward in operation. We do wish the center vents didn’t blow directly at gearshift level, and the window/side mirror switches are awkwardly placed aft of the driver’s elbow on the door. It’s just as well, since prominent wind buffeting discourages windows-down motoring.
Lowering the windows would only slow you down, and the Touring is all business. Dead center is a large central tachometer, flanked on either side by two 7.0-inch configurable digital displays. Although it evokes the classic 911 five-gauge setup, the smaller end pods are completely obscured by the steering wheel. In lieu of an overboost function, pressing the center button on the drive-mode dial instead brings up the menus for Sport and Track mode, enabling you to tweak individual settings to your liking. You can enable or disable things like rev matching, sport exhaust, and—most notably—traction and stability control. What’s more, all of these settings are retained after a restart. We appreciated the track-focused display option, which snuffs out the smaller pods in favor of the larger ones. Only the essentials are featured: tachometer, speed, tire pressure, water temperature, and oil pressure.Put into production after the brilliantly raw 911 R proved that customers would line up for a GT3-like 911 that puts experience over lap times, the Touring built upon the R’s back-to-basics formula. Its success made a follow-up inevitable, and this time around the Touring offers more choices to buyers who want their GT3 to wear a tailored suit instead of a tracksuit. With the addition of even more customization options on the horizon, the lack of a fixed wing may soon be its least distinctive feature.

Specifications

Specifications
2022 Porsche 911 GT3 TouringVehicle Type: rear-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base: $163,450
ENGINE
DOHC 24-valve flat-6, aluminum block and heads, direct fuel injectionDisplacement: 244 in3, 3996 cm3Power: 502 hp @ 8400 rpmTorque: 346 lb-ft @ 6100 rpm
TRANSMISSIONS
6-speed manual, 7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 96.7 inLength: 180.0 inWidth: 72.9 inHeight: 50.4 inPassenger Volume: 49 ft3Cargo Volume: 5 ft3Curb Weight (C/D est): 3200–3250 lb
PERFORMANCE (C/D EST)
60 mph: 2.7–3.2 sec100 mph: 6.5–7.0 sec1/4-Mile: 10.9–11.4 secTop Speed: 198–199 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 17/14–15/20–21 mpg

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The original Mini of the 1960s traded in tininess and fun, but a need for practicality and space have steadily increased what constitutes a Mini. The four-door 2021 Mini Cooper Countryman, the largest member of the Mini family, pushes the boundary of what Mini means. A bigger Mini may be a more popular and profitable Mini, but enlarging the concept doesn’t necessarily make for a better car.Although the 2022 Countryman is now on sale, we sampled the identical 2021 version. Mini facelifted the Countryman for 2021; the alterations include a restyled front end and a few other cosmetic changes like new wheels and more exterior color options. Inside, there’s a newly available digital instrument cluster and Amazon Alexa connectivity. Mini also improved the cooling for both of the Countryman’s BMW-sourced turbocharged three- and four-cylinder engines, but the changes don’t alter their outputs.[image id=’ae45bd76-d75e-45d1-9542-168652e1cc89′ mediaId=’ad7ffb0b-8320-469f-ab7e-2711adda59dc’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]HIGHS: Maximum practicality for a Mini, delightful BMW-sourced turbo-four engine, frugal highway fuel economy.[/pullquote][editoriallinks id=’76aa667e-d0f3-4181-95d9-f86fa6042c95′ align=’left’][/editoriallinks]Mini sent us a Countryman Cooper S, and that “S” means it skips the standard 134-hp turbo three-cylinder for the larger 189-hp 2.0-liter turbo-four. The extra brawn adds $2800 to the 2022 Cooper’s $29,950 base price, but we’d say it’s worth it since the three-cylinder is a bit overworked in the Countryman. All-wheel drive is optional—ALL4 in Mini-speak—which adds $2000 and an eight-speed automatic transmission; front-drive models feature a seven-speed dual-clutch automatic. Our ALL4-equipped test car weighed a not-so-Mini 3693 pounds, but scampered to 60 mph in a solid 6.7 seconds. Should you want more speed, Mini will sell you a wagon-like Mini Cooper Clubman S ALL4, and BMW, Mini’s parent company, will happily sell you the Countryman’s platform-mate, the BMW X2 xDrive28i. [image id=’dfdc1565-72c2-4979-8ae8-c28e19a26533′ mediaId=’4097fae9-c687-4d33-b44b-a5761a1e74b5′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]The 2.0-liter turbo provides ample low-speed acceleration, especially with the transmission in Sport mode, and the snort from the exhaust on high-rpm shifts is charming. We also enjoyed the snappy and smooth behavior of its torque-converter transmission. It wasn’t until we tried passing dawdlers on the highway that we yearned for the 301-hp Countryman JCW. That special edition is the quickest Mini we’ve ever tested, dashing to 60 mph in an eye-popping 4.4 seconds, and it beats our test car’s 5.4-second 50-to-70-mph passing time by a full two seconds. [pullquote align=’center’]LOWS: Less athletic than other Minis, harsh ride on 19-inch wheels, top trim level is seriously pricey.[/pullquote][image id=’5c486455-d033-4ee5-93e7-7da0204ee6a7′ mediaId=’62c8eebc-7ee3-4329-b0e8-ee11252599a1′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Arguably the best part about driving a Mini is the fun factor. Quick steering and a firm suspension provide a nimbleness and tidier feel than a Mercedes-Benz GLA250 or a Volvo XC40. With all that weight to carry, the Countryman seems reluctant taking down quick corners. Our example rode on optional 19-inch Eagle F1 Asymmetric 3 summer tires, a no-cost replacement for the standard all-seasons. Despite the grippier rubber, our car registered a so-so 0.86 g of grip on the skidpad. While the short sidewalls of this wheel-and-tire combo help boost steering feel, they also prompt the Countryman to crash over broken pavement and contributed to the stiff-legged ride—long a Mini weak point. Stops from 70 mph took a lengthy 176 feet.We were stopped by the $43,600 as-tested price of our top-of-the-line Iconic trim model. An $8500 package, Iconic adds adaptive dampers, the 5.0-inch digital gauge cluster, a head-up display, a Harman/Kardon audio system, a panoramic sunroof, a power tailgate, and numerous infotainment upgrades. [image id=’c95f39d4-20ef-4327-b168-5fa3edaca099′ mediaId=’eb49b754-84ec-4cc5-a7f4-96ababb91e05′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Fully loaded or not, the Countryman offers enough cargo space to hold six carry-on suitcases with five passengers on board. Both its roof and driver’s seat are 4.6 inches higher than the Clubman, and that higher seating position is what many buyers want. With the 2.0-liter engine, the 2021 Countryman S ALL4 earns EPA estimates of 23 mpg city, 31 highway, and 26 combined. In our 75-mph fuel-economy test, it exceeded those numbers and posted an impressive 39 mpg. Combined with a calm cruising demeanor, the Countryman swallows highway miles, even if it registers a somewhat loud 72 decibels inside at 70 mph.The Countryman’s high seating position and space inside give the brand a practical crossover-like vehicle. But Mini is known for premium small cars. For drivers who revel in the tidier, more enjoyable handling that Minis have long been known for, the Countryman proves that a larger Mini isn’t necessarily a better Mini.[vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle]

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