Evelyn Reynolds

Three is the new five.For much of its existence, Mercedes-Benz’s model nomenclature directly corresponded to a given vehicle’s engine displacement in liters, multiplied by a factor of 100. But that’s no longer solely the case, as this numerical correlation has begun to fall victim to the proliferation of smaller-displacement engines with greater specific outputs. Witness the 2022 Mercedes S500. For the first time, an S-class with a 500 on its decklid is powered not by a large V-8, but by a tidy 3.0-liter inline-six.[editoriallinks id=’f50a3122-10df-4c21-8b24-a2eafb453779′ align=’left’][/editoriallinks]What the latest S500’s engine lacks in size it makes up for in muscle. Boosted by an electric supercharger and exhaust-fed turbocharger, this six chuffs out 429 horsepower and 384 pound-feet of torque, with a 48-volt hybrid system contributing another 21 horses and 184 pound-feet in brief stints. Both air and electricity conspire to deliver lag-free acceleration regardless of speed. Though it may be down 67 ponies to the twin-turbo 4.0-liter V-8 found in the S580 model we recently tested, the 500 still scoots. We hustled our test car to 60 mph in 4.5 seconds and covered the quarter-mile in 13.0 seconds at 108 mph—times that make this lesser model only about a half-second slower than the S580 in both measures. [image id=’767c61bd-31e8-4472-b100-9f29ce62855d’ mediaId=’4c6a3ef8-a635-4743-b85b-34970988edff’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]HIGHS: Tastefully restrained styling, ridiculously quiet cabin, understated luxury done right.[/pullquote]The quality of sound coming from under the S500’s hood could be more refined, though it’s unlikely you’ll hear much of it. Firewall insulation now extends to the sides of the A-pillars and beneath the floorboards, reducing the engine’s granular peal at wide-open throttle to a 71-decibel murmur. A similar silent treatment is applied to exposed areas of the bodyshell, sections of which are filled with acoustic foam to absorb road-vibration frequencies. Foam-filled tires also contribute to less overall racket. The result is a seriously hushed environment. At our California test facility, we recorded a mere 61 decibels of noise in the cabin at a steady 70 mph, three fewer decibels than we noted in the S580 on our noisier Michigan tarmac.Despite its sonic isolation, this big sedan offers a fair amount of driving engagement for something weighing 4775 pounds and riding on a long 126.6-inch wheelbase. Push it hard, and the S500 navigates corners with almost unflappable agility, thanks in part to a rear-axle steering option that can turn the rear wheels up to 4.5 degrees. We found the air-spring suspension and adaptive dampers to be supple and composed in their Comfort setting. For more spirited outings, Sport and Sport Plus modes tighten up and lower the suspension with increasing levels of intensity. Wearing optional 21-inch Pirelli P Zero PZ4 summer tires, our example posted a solid 0.92 g of skidpad grip and a 160-foot stop from 70 mph. [image id=’220518a2-8c1c-4d92-8470-fc6c8767bd2c’ mediaId=’61c35a1d-344f-44c6-8a4b-e03497a4ea04′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]LOWS: “Hey, Mercedes” virtual assistant still humorless, semi-autonomous driving tech is no match for a chauffeur.[/pullquote]We were less impressed by the performance of Mercedes’s adaptive cruise control. Whether crawling along in near-gridlock or cruising at highway speeds, the system demonstrates ponderously slow reflexes. When a gap in traffic appears, it first dithers for an excruciatingly long beat, then leaps forward like a panicked squirrel—only to jam on the brakes hard as it hurtles toward the lead car. We’ve noticed this unnerving ping-pong effect before in the new S-class, and it might not bother us as much if Mercedes hadn’t been the first to introduce this technology back in 1998.Technology fares much better inside. Although the handsome 12.8-inch OLED central touchscreen display has the visual impact of an open laptop computer resting atop the center console, its menus are well organized and the operating system is quick to respond to inputs. Wireless Android Auto and Apple CarPlay take full advantage of the screen’s abundant real estate. The “Hey, Mercedes” command also now has proximity awareness, meaning rear-seat passengers can make their own requests of the cloud-based voice assistant. [image id=’a15903ec-627a-4d65-9b84-71274ccac0e7′ mediaId=’88c8755d-ee4b-4dfc-b91e-75ef69586a57′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]For the most part, the S500’s interior exudes an air of modern sophistication befitting a car that costs $112,150 to start. The vents have an industrial quality to them, which contrasts beautifully with our test car’s $1300 pinstriped piano lacquer wood trim splayed across its dashboard and doors. We were enamored with the $2290 brown nappa leather upholstery, which is as sumptuous to the eyes as it is soothing to the backside. Front-seat passengers can choose from one of 10 different massage programs, while rear-seat occupants will enjoy a full 43.8 inches of legroom. Ambient lighting has taken a questionable step forward, with several multicolored themes that can transform the interior environment from country club to nightclub. There is a practical upside to this exhibitionism, though: If the car senses approaching danger from an adjoining lane, the LEDs in the corresponding front door will flash red in warning.[image id=’e82b62e3-d368-44a4-adda-b6a0fac4e9a5′ mediaId=’ff33cb1d-4be8-40c0-b414-8c20f4f3e8bd’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image] Ultimately, it’s this sense of anticipation that’s one of the S500’s defining traits. Door handles extend outward in greeting as you approach the car, softly glowing to provide a welcoming beacon. Reach over to an empty passenger seat in the dark and a spotlight illuminates the direct area, extinguishing itself immediately as you pull back. The optional 3D Technology package includes a pair of cameras that tracks eye movements and facial expressions and can even automatically determine the height of the side mirror positions. While the 3-D effect of the 12.3-inch instrument cluster might amount to little more than a visual gimmick, we enjoyed how immersive the navigation map appeared on the screen.In Germany, more modest luxury-car owners have a history of debadging smaller-displacement models to avoid attention from judgmental eyes. With the latest S500, that won’t be necessary. Although the number on its trunk no longer corresponds to what’s under the hood, this six-cylinder Mercedes gives up little in the way of performance and provides all the essential hallmarks of the S-class experience.[vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle][image id=’bf222a99-967e-406f-a4d3-886f2d33b440′ mediaId=’0be360ed-8058-43d7-99cd-a537a2f333dc’ align=’center’ size=’medium’ share=’false’ caption=’A car-lover’s community for ultimate access & unrivaled experiences. JOIN NOW’ expand=” crop=’original’][/image]

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Those with big budgets and a desire to show off their credentials as wannabe race drivers have no shortage of options these days, what with pretty much every supercar coming to market with a hardcore variant honed for track use. Yet while cars like the McLaren 765LT and Lamborghini Huracán STO largely serve as tribute acts, the Radical SR10 is very much the real thing: a turnkey, off-the-shelf race car you can buy from one of eight dealerships in the United States and which is eligible for Radical’s own racing series. As a slick-tire-wearing toy capable of generating more than 2.0 g’s of lateral grip and posting similar lap times to a top-flight GT3 race car, it’s also more than capable of dominating the sort of high-end track events where stripe-wearing supercars congregate.

Radical is based in Peterborough, England, but around two-thirds of its production comes to the U.S.; the company reckons there are around 1000 of its cars on this side of the pond. Radical offers a graduated range of cars which operate on the same principle employed by dealers in illicit substances: once you’ve had a taste, you’ll want more. All have similar bodywork, clearly inspired by prototype Le Mans racers, with the entry-level SR1 and midline SR3 models both employing Suzuki Hayabusa motorcycle-sourced four-cylinder engines developing 182 and 226 horsepower, respectively. But we’ve come straight to the top of the range to drive the not-street-legal SR10, which features a heavily reworked turbocharged 2.3-liter four-cylinder from Ford. Output is strong, at 425 horses and 380 pound-feet of torque, and the engine is tasked with motivating just 1600-or-so pounds of car.
That’s roughly the same mass as the SR8 model, which formerly topped the brand’s lineup and sported a hand-built V-8 created from combining two Suzuki 1.3-liter four-bangers on a common crankshaft. But although the SR10 is much less exotic, it has more torque and is cheaper to buy and run—qualities that have helped make it Radical’s fastest-selling car since it went on sale in 2020. The company says that both the EcoBoost engine and the racing-spec six-speed sequential transmission can run for at least 40 hours of hard track use between rebuilds—ample longevity for a typical race season.Our drive took place on the 2.9-mile Portimão Circuit in Portugal, a thrillingly three-dimensional track where several of the fastest corners feature blind elevated entry points. Upping the excitement was a pack of other Radical cars that we shared the track with, many piloted by experienced racers. The SR10, however, proved to be a rather friendly, unfrightening introduction to slick tires and downforce. As with almost all of Ford’s EcoBoost applications, the SR10’s engine was the least special part of the experience, a provider of speed rather than character. The four-pot’s abundance of torque is its defining trait, accompanied by a soundtrack that turns louder and angrier as it approaches its 7000-rpm redline, yet it never finds any compelling harmonics (at least not through the padding of a race helmet). But there is so much midrange muscle on hand that even short-shifting well before the rev limiter barely diminishes the rate of acceleration. Radical claims the SR10 can hit 60 mph in just 2.4 seconds and tops out at 180 mph.
Radical’s chassis has no difficulty handling huge amounts of thrust. It took about half a lap to bring the SR10’s Hankook slicks up to temperature, but this was the only time traction felt less than total. Even then, the SR10 didn’t come off as skittish. Once warmed the tires started to deliver the sort of grip that inspires comparisons with Velcro and requires mental adjustment for anyone more accustomed to lapping conventional road cars. One of the first challenges for novice Radical pilots is building faith in how early full power can be deployed on corner exits.The car’s front end is equally incisive, the SR10 spearing toward apexes and resisting understeer even as we carried increasingly optimistic speeds into Portimão’s tighter turns. Communication through the unassisted steering is shouted rather than whispered, and the wheel requires serious muscle, especially at higher speeds as downforce levels increase. Radical has slightly raised the steering column for the 2022 model year to improve elbow room when turning the wheel, but amateur pilots may prefer to specify the optional power steering that our example lacked. Alternatively, cancel your gym membership. For drivers purely chasing lap times or who prefer particular handling characteristics, the SR10’s front and rear pushrod-actuated suspension is highly adjustable.
Braking is the area where the SR10 feels most different to what could be termed more normal cars. Radical fits cast-iron racing discs, and although these lack the initial bite of the brakes on production supercars, they have no difficulty retarding the SR10’s modest mass. But the lack of ABS makes it easy to cross the fine line between peak braking effort and lockup, with the latter being rather easy to induce as downforce levels diminish when slowing from higher speeds. Our car’s tires were markedly less round at the end of our stint than they were at the beginning.For 2022, Radical is offering a factory halo-style impact protection frame inspired by the ones seen on Formula 1 cars. This wasn’t fitted to the demonstrator we drove, but we did get to experience it from the passenger seat of another SR10 piloted by one of the company’s pro drivers. The halo surrounds the cockpit like a very small roll cage and makes getting in and out far harder. Initial impressions were that it made the SR10 feel surprisingly claustrophobic despite its lack of a roof, but it only took a couple of laps for our brains to filter it out, as frontal visibility is only slightly affected. Radical has yet to confirm pricing for the revised SR10, but presuming it stays close to the $161,900 ask of the previous version, it will remain, in absolute if not relative terms, a performance bargain for those looking to hone their skills on the track.

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The Discovery spearheaded the return of Land Rover to the United States market, making a name for itself with its rugged, go-just-about-anywhere capability. Now in its fourth generation (the intervening two adopting the LR3 and LR4 monikers here in the States), the Discovery now has a somewhat different mission and must make its case as the brand’s family hauler. Even so, the Discovery’s DNA still includes more off-road capability than others of its ilk, even if the new Defender now wears the brand’s mud-plugging crown.Powering the Discovery is a choice of two engines. The base unit is Jaguar Land Rover’s turbocharged 2.0-liter four-cylinder, which at 296 horsepower and 295 pound-feet of torque is muscular for a little guy. Available in upper trims such as our tested R-Dynamic S model is a turbocharged 3.0-liter inline-six bolstered by a 48-volt hybrid assist. It makes 355 horsepower and 369 pound-feet of torque. Both engines are bolted to an eight-speed automatic transmission, and all-wheel drive is standard fare.[pullquote align=’center’]HIGHS: Genuine off-road ability, placid ride, robust towing capacity.[/pullquote][image id=’f256c989-3dcd-4301-9719-274b7d3906ad’ mediaId=’0ad2b529-4e22-4ffd-8def-ba6b826e9de5′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][editoriallinks id=’4e4ea947-141e-4e9a-a8d0-3d6e55d35b44′ align=’left’][/editoriallinks]We have not tested a four-cylinder Discovery, but this turbo-six version reaches 60 mph in 6.3 seconds and dispatches the quarter-mile in 14.7 seconds at 96 mph. Those figures just clip the Acura MDX with its naturally aspirated V-6 but trail the more muscular twin-turbo Lincoln Aviator and the plug-in-hybrid Volvo XC90 T8, as well as turbocharged six-cylinder German competitors such as the Audi Q7, BMW X5 xDrive40i, and Mercedes GLE450. The six-cylinder Disco’s acceleration also roughly matches that of the supercharged and turbocharged Defender. The turbo’s shove comes in a beat after moving off from a stop, but throttle response is otherwise good, even if the smooth-shifting eight-speed can be relaxed about downshifts.According to the EPA, the six-cylinder Discovery’s fuel-economy estimates of 18/24 mpg city/highway are not much different than the turbo four’s 19/22 mpg, although our observed average was just 17 mpg. And in our real-world, 75-mph highway fuel-economy test, the Discovery returned 22 mpg, which matches the MDX but trails the X5 xDrive40i (28 mpg) and the XC90 T8 (29 mpg). The six also allows the Discovery to tow up to 8200 pounds versus 5952 for the base engine. That hearty towing capacity puts the Land Rover in the company of full-size SUVs such as the Chevy Tahoe and Nissan Armada. And an available Advanced Tow Assist feature brings automated steering for tricky reversing maneuvers.[image id=’9f4f9007-eb22-45ca-811c-ec65dd2b92c0′ mediaId=’fb51f998-5ce0-4045-8dcb-be7105958fd4′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]LOWS: Luggage space disappears with all seats in use, body leans readily in cornering, innocuous styling.[/pullquote]Although the current Discovery’s smooth, wind-shaped bodywork has none of the blocky, top-heavy appearance of the original, it still towers at 74.3 inches, and its on-road dynamic behavior hasn’t entirely left that old model in the past. There’s lots of lateral squish, and the body lists readily in response to quick steering maneuvers. Three-row family SUVs aren’t generally known for their cornering prowess, but the Acura MDX and BMW X5 are far sportier. Around the skidpad, our Discovery managed just 0.79 g of grip, which is well off the pace of the Audi Q7 (0.86 g), BMW X5 (0.89 g), and even a spry mainstream rig such as the Mazda CX-9 (0.85 g). To its credit, though, the Land Rover’s steering is naturally weighted, and its comportment on the street is more refined than the Defender’s. Moreover, the standard air-spring suspension effectively masks bad pavement, delivering a placid ride aided by adaptive dampers in the R-Dynamic S. Stops from 70 mph take a tidy 170 feet, matching the X5 40i, and the Disco’s left pedal feels firm through its travel.[image id=’ccedc0cc-78fc-49fc-a90b-02a1d9303f73′ mediaId=’9ad47192-a55d-42ab-bc22-9a31d8ce2556′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]While most Discoverys will spend the bulk of their time pounding pavement, it’s a shame we didn’t have an opportunity to exercise this Land Rover in conditions more challenging than just a little snow. We previously piloted a Discovery at Land Rover’s off-road testing center in the U.K., and it proved remarkably adept through mud and muck. The available two-speed transfer case and electronically locking rear differential are clues that even in its most family-oriented SUV, Land Rover still takes off-road ability seriously. The all-wheel drive’s Terrain Response system features five different off-road settings. Included in that array is a Wade mode that allows the Discovery to drive through water 35.4 inches deep—just the thing for the next superstorm that’s surely around the corner. A full phalanx of exterior cameras is on hand to help avoid rocks and stumps but proves equally clutch when navigating tight garages and street parking. The default view is a useful split screen with overhead and backup views, and, happily, the camera system is included as standard.Jaguar and Land Rover’s Pivi Pro infotainment system arrived with the 2021 model year and includes an 11.4-inch display, Apple CarPlay and Android Auto connectivity, navigation, a Wi-Fi hotspot, and the ability to receive over-the-air updates. (The recently announced 2023 model adds standard wireless device charging.) The generously sized screen boasts top-notch resolution, the voice recognition system had no problems discerning our Yank accents, and the home screen shows three functions at once. But the lack of any knobs or buttons for radio tuning is a negative (steering-wheel buttons allow for jumping between presets). Hard buttons to select main functions also would be welcome.[image id=’88b69986-df58-44fb-8d4e-ceff93b5236a’ mediaId=’4d55ecbc-2a15-451b-ad49-01fa5f318135′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Below the display is a pair of multitasking knobs: Turn to set the temperature, push and turn to control seat heating and cooling, pull and turn to adjust fan speed. The remaining climate functions are handled by a panel of touch-sensitive buttons, which are sometimes unresponsive. Behind that panel is a hidden storage cubby, which together with the dual glove boxes and multi-bay console provide plenty of places to stash your stuff. The console also sees the previous dial gear selector replaced by an electronic shift lever, which is a change for the better by our reckoning.The latest Discovery appears slimmed down compared to its immediate predecessor but is in fact five inches longer and some three inches wider. That bigger box affords a spacious second row that’s adequate for three occupants, and the no-cost optional third row is tolerable for adults or older teens, though its bottom cushion is barely off the floor. The trick is climbing back there, which is far more difficult here than in most competitors. Second-row captain’s chairs would make that task easier, but they’re not offered. When the third-row seat is deployed, it also wipes out nearly all the luggage space, leaving just 9 cubic feet—enough space for just two carry-on-size bags. That’s less than you’ll find in the XC90 (13 cubic feet), the Q7 (14), or the MDX (18). Folding the rearmost seats results in 45 cubes of cargo space, while max cargo volume with both back rows stowed is 74 cubic feet.[image id=’b64480af-9730-488c-badb-2d49c37b6ff7′ mediaId=’ba195d99-9fce-4082-9ecc-841c7760bc00′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]The difficult access to the rearmost bench stands in contrast to the other seats, as narrow door sills make it easy to climb aboard without muddying your pant leg. Once inside, one finds a modern, well-finished cabin that’s less overly rugged than the Defender’s. Two-tone leather upholstery as in our test car, or faux-leather, plus brushed-metal trim, conveys an upscale vibe. A panoramic sunroof is standard, and numerous USB ports sprinkled among all three rows keep everyone’s devices charged. Compared to other three-row family-haulers, the Discovery still has impressive off-road prowess, but it’s traded that image for a more urbane persona. As a result, it’s somewhat overshadowed by its ruggedly handsome sibling inside the Land Rover showroom. Granted, the Defender’s interior is not quite as plush, and its (optional) third row is even less accommodating, but it brings a more authentic safari vibe to the school pickup line that the latest Disco can’t match. [vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle][image id=’bf222a99-967e-406f-a4d3-886f2d33b440′ mediaId=’73b4d638-65c9-4d9e-af0a-a1e1e7b9c1e0′ align=’center’ size=’medium’ share=’false’ caption=’A car-lover’s community for ultimate access & unrivaled experiences. JOIN NOW’ expand=” crop=’original’][/image]

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The night before the test drive, the 2022 Mercedes-AMG SL63 parked outside appeared to be daring us to compare it to any SL that’s come before. A smoother and softer shape, the new SL retains the long-hood and short-deck proportions of its predecessor, but with much trimmer overhangs. It looks less brickish than the previous square-jawed design, the front curvier, the back sculpted and sloped. The net effect is that the new car appears smaller than the old one despite growing in length. The last-generation SL seemingly abandoned its role in the lineup as technology and styling leader to become just another pricey convertible. Sales plummeted. Toward the end of production in 2020, the SL’s sales were a tenth of what Mercedes sold in the ’90s. With the new SL, Mercedes is aiming to return its sporty convertible to, if not legend status, at least relevance.

Mercedes-AMG

The car may constitute a small portion of Mercedes’s sales, but the SL is a symbol for the brand, a way to showcase the elegance and technology it has to offer, and a tie to the past. “You don’t want to have the SL go away on your watch,” said AMG CEO Philipp Schiemer, admitting that it was both intimidating and thrilling to take on the responsibility for the new version. “It’s motivating,” he said. “It’s something different from the last one, different also from the GT. Fast, but also usable. Comfortable. And beautiful.”The new car’s beauty is more than skin-deep. The SL’s new underpinnings are pretty enough to put on display and consist of a mix of aluminum, magnesium, carbon fiber, and steel—they also boost torsional rigidity by 18 percent over the previous SL. The new structure features a 4.6-inch-longer wheelbase, making room for tiny rear seats, and the retractable hardtop of the last two generations is gone. Switching to a cloth top saves 46 pounds and lowers the center of gravity.

Mercedes-AMG

With the fully lined cloth top folded away—it takes 15 seconds and can be done at speeds up to 37 mph—the interior welcomes you in. While most new cars try to highlight their digital goodies, the SL almost hides them, aiming for a more analog vibe. It’s a simple cabin design by modern Mercedes standards, as it lacks a dash-wide screen or quilted pillows. An 11.9-inch touchscreen slants between two turbine-style vents, and the digital cluster is shrouded by protrusions from the leather-wrapped dash. There are few physical controls in the SL. Climate, stereo, navigation, phone, and roof position are all handled through the center screen. The SL screen is likely to get particularly smudgy, as several of the controls are not just one-touch, but require a sliding motion.It’s roomier inside but still an intimate space, though not the dark confessional of many sports cars. The rear seats are not suited for adults but are useful for small children, soft luggage, or beagle puppies. It’s better up front where the performance seats of our SL63 were bolstered and narrow but plush and comfortable enough to satisfy an S-class customer.

Mercedes-AMG

Those sporty-but-not-too-sporty seats mirror Mercedes’s goals for the new SL. To acknowledge that the new SL was developed by the brand’s performance division, the model is now a Mercedes-AMG, not a Mercedes-Benz. A clear challenge for the SL is to differentiate itself from the increasingly radical AMG GT two-seat roadster, but the car also can’t be too luxurious or cushy because such an SL would be anathema to the AMG brand.Both versions of the SL certainly get AMG-grade goods under the hood. AMG’s twin-turbo 4.0-liter V-8 makes 469 horsepower in the SL55 and 577 horsepower in the SL63. We estimate the SL55 will hit 60 in 3.4 seconds, with the more powerful version dispatching with that task in 3.1 seconds. The V-8 itself is subtle, tuned to grumble rather than growl, with no juvenile pops from the exhaust. Your neighbors might be annoyed at how quickly your SL tears down the street, but they won’t be bothered by the sound. The aggression level of this car is all in its price and its fierce face. Both engines mate to AMG’s familiar nine-speed automatic that replaces the torque converter with a multi-plate clutch pack. Both come with all-wheel drive to make it easy when pulling away from the ski resort in Saint Moritz—just be sure to switch on the heated headrests.

Mercedes-AMG

When you get tired of dawdling through the scenery, the SL63 we drove moved right past speed limits faster than you can blink. Bringing the SL back to legal speeds is easy thanks to the optional carbon-ceramic brakes that not only looked good behind the 21-inch wheels but are strong enough to bring the car to a stop so quickly there might have been a momentary pause in the movement of time. Multiple drive modes give you a variety of throttle responses and steering efforts. On a curvy road, the SL feels competent but not organically connected, like it’s overthinking its objective. We can’t help but wonder if there’s too much going on beneath the surface. Torque vectoring, rear-wheel steering, and an active suspension work together, but not always in concert. With all three doing their things, we found twitchiness, smoothness, sluggishness, and comfort, all in the same car. Maybe it’s too smart for its own good.The new SL does recapture a lot of the allure absent in the last SL. The ’22 SL is gorgeous, fast, and comfortable enough to make sense in a lineup that also contains the AMG GT. Pricing is yet to be released, but we expect the all-AMG lineup to start at about $135,000 for the SL55 and rise to over $175,000 for a loaded SL63. The 2022 Mercedes-AMG SL should be at dealerships in time for convertible weather this spring.

Specifications

Specifications
2022 Mercedes-AMG SLVehicle Type: front-engine, all-wheel-drive, 2+2-passenger, 2-door convertible
PRICE
Estimated base: SL55, $135,000; SL63, $175,000
ENGINES
twin-turbocharged and intercooled DOHC 32-valve V-8, 469 hp, 516 lb-ft; twin-turbocharged and intercooled DOHC 32-valve V-8, 577 hp, 590 lb-ft
TRANSMISSION
9-speed automatic
DIMENSIONS
Wheelbase: 106.3 inLength: 185.2 inWidth: 75.4 inHeight: 53.5 inTrunk Volume: 8 ft3Curb Weight (C/D est): 4000 lb
PERFORMANCE (C/D EST)
60 mph: 3.1–3.4 sec100 mph: 6.8–7.3 sec1/4-Mile: 11.1–11.5 secTop Speed: 183–196 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 17–18/15–16/20–21 mpg

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We liked the Kia Imagine concept, which debuted at the 2019 Geneva auto show. It was well proportioned, with taillights evoking the Kia Stinger and an oversized variation of the brand’s “tiger nose” grille. But it seemed to fall somewhat short of the almost limitless potential afforded by the Hyundai Group’s flexible E-GMP electric platform. When Kia decided to fast-forward it into production, design chief Luc Donckerwolke ordered a comprehensive redesign. He placed a group of designers in a remote location in Bavaria and left them with a model of the Lancia Stratos for inspiration.Seems his approach worked: With its slim and low front end, long greenhouse, sculpted fenders, and an ultra-aggressive rear end with surprising light effects, the Kia EV6 looks unlike anything else on the road. And that includes its closest siblings, the retro-futuristic Hyundai Ioniq 5 and the softly styled Genesis GV60. The Kia EV6 does pay homage to the Stratos—not just its tail end, but also the helmet-like greenhouse.

This spring, the Kia EV6 is hitting the U.S. market in three trim levels: The EX RWD comes with a 58.0-kWh battery and 167 horsepower from a rear motor; the EX+ RWD and GT-Line RWD are fitted with a 77.4-kWh battery and get 225 horsepower from the same motor; and the EX+ AWD and GT-Line AWD keep the 77.4-kWh battery and add a front motor for a total of 320 horsepower. (A 576-hp GT is set to arrive later.) The 320-hp GT-Line AWD is the model we just drove in Europe, and we’re told it will be virtually identical to the U.S.-market version. As you approach the EV6, the door handles extend automatically. You enter it like a low-riding car; Kia calls the EV6 a crossover, but it’s less convincing than those from Audi, Ford, and Volkswagen. Although the wheelbase has been shortened by four inches compared to the Hyundai Ioniq 5, it’s still long compared to its overall length. And that means generous interior space both up front and in the rear. There’s a frunk as well, but underhood you find a medium-sized plastic box instead of a fully clad luggage space.
We like the comfortable seats, which are covered in grippy black microfiber with light gray accent stripes. There is a clever USB port on the seatbacks for the rear passengers, who enjoy plenty of room themselves. The floating center console houses the start/stop button, a round gear selector, and a wireless phone charger. Two screens, the center one touch sensitive, stretch in front of the driver. The steering wheel is a futuristic two-spoke design. This interior does not try to emulate conventional cars, instead underscoring that the EV6 is something different.It’s worth taking the time to toggle through the different styles for the digital instrumentation, to adjust the space-age artificial sound or turn it off, and to familiarize yourself with the driving modes and recuperation settings. The Meridian audio system sounds great. However, we were not impressed by the look and performance of the navigation system nor with the menu structure of the infotainment system.
Like every electric, the Kia EV6 is plagued by considerable heft; stated curb weight for the all-wheel-drive version is around 4500 pounds. But with 320 horsepower and an instant 446 pound-feet of torque on tap, that’s not much of a problem. The sprint to 60 mph should take roughly 4.5 seconds, and we can attest to a governed top speed of an indicated 115 mph, which is reached remarkably quickly. Typical of electrics, there is immediate response to pedal input, and in this EV6, there’s also enough oomph to keep the power rush going. The brake recuperation can be adjusted through the steering-wheel paddles.The EV6 AWD is EPA rated at 274 miles of range, which we found ambitious, at least the way we were driving. At speeds around 80 mph, you’re lucky to squeeze 200 miles out of it. That range is good for an EV but doesn’t change the game.
At least the 800-volt architecture and 350-kW DC fast-charging capability should allow for speedy recharging; Kia promises “nearly 70 miles added in less than five minutes” and the ability to charge from 10 to 80 percent in under 18 minutes. Our real-world experience from Europe, though, suggests that the advertised charging performance can only be achieved in mild temperatures, not in the cold of winter.The Kia EV6 has a strut front- and multilink rear-suspension setup, and we were impressed with the execution and tuning. The steering is precise, understeer is kept under tight control, and roadholding is great not least thanks to the Michelin Pilot Sport 4 tires on 20-inch wheels. The brakes are capable and easy to modulate, and unlike the Ioniq 5, the EV6 doesn’t tend to bob and bounce when driven aggressively on bumpy surfaces. There is surprisingly little body roll, and this car feels a lot lighter than its actual weight.
Of course, the Kia EV6 comes with a suite of assistance systems, which work well enough to provide helpful feedback but don’t mislead you into a false sense of security. Long trips are a pleasure thanks to the quiet cabin, and we noticed zero squeaks and rattles.Even with more and more EVs on the market, the Kia EV6 is a very attractive proposition. It combines mass-market build quality with the sporty appeal of a Tesla Model 3, and it is a lot more attractive than the VW ID.4 and Audi Q4 e-tron. Pricing has not been announced yet, but we expect it to begin in the mid-$40K range, while the GT-Line AWD could approach $60K.

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Even by body-on-frame-SUV standards, the Toyota 4Runner is antiquated. The current generation of the 4Runner has existed with only minor changes since 2009, and its 1GR-FE 4.0-liter V-6 engine has been around since the early 2000s. Its previous competitors—the likes of the Ford Explorer, Mitsubishi Montero, and Nissan Pathfinder—have either disappeared entirely or morphed into unibody crossovers. This leaves the Jeep Wrangler and Ford Bronco as the Toyota’s most natural rivals.You can’t remove the 4Runner’s roof or doors, but it does have that roll-down rear window in the liftgate that’s been a hallmark of this model for decades, which is kind of like the next best thing, right?[pullquote align=’center’]HIGHS: Solidly built, off-road capable, TRD Pro add-ons look cool.[/pullquote][image id=’60d34659-6f9b-4f32-95fe-14f9ce094efc’ mediaId=’df0f03b1-8277-4b7e-b5e9-8d8530656821′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image] [editoriallinks id=’63bc5aaf-76bb-42db-a636-f28bedfabece’ align=’left’][/editoriallinks]Given the old 4Runner’s new framing in the context of these 4x4s, it’s only logical that Toyota has played up this SUV’s off-road chops in recent years. The TRD Pro trim was introduced for 2015 and has received small updates over the years to keep this off-road-focused model fresh. Our test car was hard to miss in its Lime Rush paint, a new hue for 2022, and the TRD Pro also comes standard with a front skid plate, black 17-inch wheels, a chunky roof rack, and a different grille with badass retro “TOYOTA” lettering. Suspension upgrades are also part of the package and include Fox-branded dampers front and rear and different front springs. Nitto Terra Grappler All-Terrain tires look appropriately chunky, and there’s also an upgraded exhaust that makes itself heard even when you might not want it to—the drone gets annoying at highway speeds. But all the ingredients are here to satisfy off-road enthusiasts, including a manual transfer case, 9.6 inches of ground clearance, hill-descent control, and driving modes for various types of terrain.[image id=’9d4d2f68-a6d2-44dc-8721-8d469b08210e’ mediaId=’f747773a-7755-4c0d-baff-5d35cc94e861′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]On paved roads, the 4Runner drives like the Jurassic SUV that it is. There’s a huge amount of body roll and brake dive and plenty of play in the steering rack, and the V-6 produces an intake roar that will make you nostalgic for the 1990s. The five-speed automatic transmission—yes, it really does have only five speeds—shifts sluggishly and hunts around on the highway, meaning it’s difficult to make the most of the 270 horsepower and 278 pound-feet of torque. We got the TRD Pro model to 60 mph in 7.7 seconds, matching the acceleration of a 2019 TRD Off-Road model we tested. For reference, turbo four-cylinder versions of the Bronco and Wrangler are significantly quicker. [image id=’4168fc84-b8dc-48db-a55b-c48562670106′ mediaId=’11c91c63-62de-4102-9f60-f35093ffc224′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image] When some of Toyota’s own car-based hybrid SUVs can easily achieve 30-plus mpg, the 4Runner’s EPA-estimated 17 mpg combined looks pretty dismal. We matched that sorry figure in our 75-mph highway fuel economy test and averaged a paltry 15 mpg overall. It’s highly likely Toyota will offer a hybrid version of the 4Runner at some point in the future, and a more modern powertrain would be welcome in this package.[pullquote align=’center’]LOWS: Slow and ponderous, basic interior, poor fuel economy.[/pullquote] [image id=’d182573d-2e57-4517-b406-3820272cf3aa’ mediaId=’60a93bfb-c7df-49d4-9573-1d096729e5f5′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]So would a nicer interior. The 4Runner’s expanse of hard black plastic is anything but luxurious, and the rudimentary dashboard design starts to become grating when the price crests $50,000—as it did in our test car, which stickered at $55,003. Desirable features such as a power liftgate and a heated steering wheel aren’t available at all. Even the proudly old-school Wrangler is offered with plenty of niceties these days, but apparently Toyota hasn’t gotten the memo. At least everything is screwed together well. We noticed nary a rattle, squeak, or loose trim piece during our time with the 4Runner.Remarkably, Toyota still sells plenty of 4Runners—a whopping 144,696 in 2021, more than the Prius, Avalon, and C-HR combined—so we can understand how the company justifies continuing to offer such an outdated package. It’s hardly competitive as an on-road vehicle at this point, but what does that matter if people are willing to plunk down their hard-earned cash? A redesigned 4Runner is likely to arrive within the next few years to right some of these wrongs, but in the meantime the same old 4Runner just keeps on truckin’.[vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle][image id=’bf222a99-967e-406f-a4d3-886f2d33b440′ mediaId=’be8b73ba-6c54-4779-a091-81091d9846d7′ align=’center’ size=’medium’ share=’false’ caption=’A car-lover’s community for ultimate access & unrivaled experiences. JOIN NOW’ expand=” crop=’original’][/image]

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There’s a reason one of AMG’s most famous cars was nicknamed “Hammer.” The performance arm of Mercedes has a reputation of coming down clenched in a fist, pulverizing competition with the loudest, biggest engines and steely precision. So, when it came time to tackle its first electric performance sedan, a tuned version of the dual-motor, all-wheel-drive Mercedes-Benz EQS580, AMG was faced with a dilemma. Is it enough to just turn up the power, or does an AMG EV need to offer a little more growl with its glide? Would you settle for more whoosh-whirr?In appearance, the AMG EQS is only subtly different from the EQS580. Its rainbow-arch profile and short-nosed proportions don’t lend themselves to the usual wide-haunched and snarling shape of an AMG machine. Closer inspection brings hints at aggression with bars of vertical chrome instead of the starry-sky grille up front and a flick of ducktail spoiler at the trailing edge of the sloped rear deck. Other details, such as gloss-black accents, a chrome-trimmed front splitter, side air intakes (which redirect air ahead of the front wheels for better aerodynamic efficiency), and diffuser-style rear end will likely be spotted only by hardcore EQS watchers. The AMG badging is the biggest tip-off that they aren’t just facing a mere 516 horses, but a stampede of up to 751. During typical driving the motors put out 649 horses. Activating launch control uncorks the remaining 102, which should result in a 60-mph time of 3.4 seconds, according to AMG.

Mercedes-AMG

The motors whizzing the EQS past the speed limit are beefed-up versions of those in the EQS580. Whereas gas engines brag about coated pistons and titanium valves, electric motors get hot-rodded with upgraded windings that allow them to take a stronger current and thus produce more power. There’s a sameness to electric acceleration, but AMG makes an effort to hold onto its history of rear-wheel-drive excitement in Sport and Sport+ modes. Here, engineers gave the AMG EQS a slight rear bias to the torque delivery, and the stability control system allows for a little slide. In normal driving, the torque distribution is checked and adjusted 10,000 times a minute—so, about as often as you look at your delivery update after ordering a pizza—to prevent even a second of inefficient power delivery. With that great power comes great responsibility—for the cooling systems. To keep the motors at a happy operating temp, there are liquid-cooled channels through the shaft of the rotor, as well as AMG-specific ribs that act as a heat sink on the stator, and ceramic fins on the inverter to do the same. The direct-drive transmissions are kept at the appropriate temperature via an oil cooler.

Mercedes-AMG

On our drive, the coolers were twiddling their ceramic-finned thumbs. It was an icy-cold day above Palm Springs, California, and the mountains were swaddled in a witchy mist. The conditions may have been challenging for the driver, but the EQS moved with confidence even around the slippery turns. It doesn’t feel small. The AMG-ification of this car didn’t include any major weight reduction—its curb weight is more than 5600 pounds—but it tucks its tail in and takes the corners with flat-footed authority. Rear-axle steering does its part to virtually bend the AMG EQS around turns, but the biggest difference from the standard car is in the control of the big body over bumps and rises. While the suspension is still multilink front and rear sprung by air bags, the components themselves are AMG-specific. Bushings, bearings, and mounts were redesigned or modified from other AMG models. Rebound and compression damping adjust independently of one another separately, allowing for a larger spread between comfortable cushioning and sporty control. The result is that the float and dive of the other EQS trims are gone.

Mercedes-AMG

The AMG EQS we drove came with carbon-ceramic rotors behind its 22-inch wheels. Six-piston calipers clamp the 17.3-inch front discs, but only if you press the pedal hard enough. You can adjust the regenerative braking via steering-wheel paddles to a maximum of 300 kW. This is enough stopping power to send you forward in the seat almost as violently as flooring the accelerator will push you back into it. The EQS will bring itself to a stop if it is in max-regen mode and following a vehicle ahead, but without a car in front, it creeps without a foot on the brake. This is important only to the most hardcore of one-pedal drivers. We found a lighter regen setting provided the most natural feel to the brake pedal and offered the most comfortable ride for our passenger. Mercedes has yet to announce the range on the AMG EQS, but with a slightly higher coefficient of drag—0.23 to the ultra-slippery 0.20 on the EQS580—we expect it to be less than the EQS580’s EPA estimate of 340 miles. However many miles you travel, the 400-volt, 107.8-kWh, lithium-ion battery in the AMG EQS has been rewired for higher charging capacity and shorter charging times—around 20 minutes for nearly 190 miles—at compatible DC fast-charging stations. At home or work, where speedy fill-ups aren’t a concern, smart charging monitors temperature and load to maximize battery life.

Mercedes-AMG

If you do find yourself sitting at a charging station, there are worse places to spend your time than the cabin of the EQS. The glassy dash display stretches to the door panels, where the mood changes from glowing tech to soft quilted microfiber. The AMG model adds performance readouts in the instrument screen as well as to the head-up display. The latter is impressive in its format, but so large and distracting we turned it off. The computer-game element of many new cars—in particular, the electrics—may offer more to talk about, but when it comes to driving, the experience is rarely improved by pulsing, flashing lights in your field of vision. On the other hand, the audio options for the EQS do add a sense of excitement to the rather drama-free experience of electric acceleration. Turning the car on and off gets a rising and falling sound like a robot’s wakeup yawn, and the Performance sound accompanies your forward motion with a deep-space thrum. We got tired of it pretty quickly, but it should impress your friends, though not as much as the launch control will.

Mercedes-AMG

They’ll be having a lovely time in the EQS. The front seats are roomy and adjustable to the exact angle, temperature, or level of massage you could desire, and the rear seats are just as soft and elegant, although the sloping roofline cuts into headroom. The trunk is deep enough to set up house in, or at least curl up for a nap. The AMG EQS goes on sale later this winter, and we expect it to start around $150,000, which puts it at the higher end in the field of luxury electric sedans. Of those, it beats out all competitors except maybe Lucid when it comes to interior and ride comfort but can’t compete against lighter-weight or more powerful offerings such as the Porsche Taycan Turbo S or Tesla Model S Plaid when it comes to acceleration and handling. The EQS delivers on its badge promise of power, but while it hits hard, it’s no hammer.

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Porsche has perfected the art of splitting hairs. The 2022 model year offers no fewer than 21 distinct variants of the 911, ranging from basic to bonkers. The GTS adroitly navigates this gamut, offering a level of performance that slots in between the Carrera S/4S and the GT3. This year, though, additional features give the GTS a harder edge, moving it closer to the GT3.

The GTS trim has long been defined by its curated list of meaningful performance upgrades, including a stiffer sport suspension, dynamic engine mounts, stouter brakes, a sport exhaust, and, of course, more power. By increasing boost pressure from 16.0 to 18.6 psi, Porsche ups both the horsepower and torque figures by 30 over the Carrera S. With the twin-turbo 3.0-liter flat-six chuffing out 473 horsepower and 420 pound-feet of torque, our 911 GTS test car charged to 60 mph in 2.8 seconds. The quarter-mile arrived in 10.9 seconds at a speed of 128 mph. The standard eight-speed dual-clutch automatic is eerily prescient in its operation, regardless of what drive mode is selected. Though we still prefer the engagement of the no-cost seven-speed manual option, it’s impossible to beat the automatic’s efficacy, particularly on the track.

HIGHS: More power, less weight, exceptional execution.

However, if that horsepower bump isn’t sufficient to conquer that last tenth of a second, the new GTS-exclusive lightweight package ($8690) promises to trim an additional 55 pounds from the curb weight, in part by removing the rear seat. Up front, you’ve got your choice of 18-way seats or the ingress-challenging but delightfully supportive carbon-fiber fixed-back buckets found elsewhere in Porsche’s GT sports-car portfolio. Rear-axle steering is also part of the GTS package, and it’s more aggressive in Sport and Sport Plus modes—perhaps too much so on the highway. While our early-build GTS lacked the thinner glass and reduced sound-deadening material included in the lightweight package, it weighed in at 3399 pounds with the optional 23.7-gallon tank ($230), or 20 pounds more than a Carrera S with the standard 16.9-gallon tank.Even with all the sound insulation in place, the 911 GTS is a raucous beast at idle, clattering away at 50 decibels in its quietest mode or 57 with the exhaust system opened up. Give it the beans with the standard sport exhaust in the loudest setting and a lawn-mower-rivaling 98 decibels shrieks through the cabin at wide-open throttle. Between the pervasive noise and the physical origami required to plop into the $5900 carbon-fiber buckets, the cockpit of the GTS is perhaps best appreciated on the track.

LOWS: Checking the options boxes quickly pushes you into GT3 territory.

Those who do seek out a road course won’t be disappointed. Rear helper springs pilfered from the 911 Turbo provide even more stability to an already highly composed chassis. Body roll is practically nonexistent, and we recorded a tenacious 1.06 g’s of stick around our skidpad. The standard brakes also come courtesy of the Turbo’s parts bin; our test car had the optional carbon-ceramic rotors ($8970), which only get better as they gather heat, stopping from 70 mph in 143 feet and 288 from 100 mph.As always, even choosing just a few options can torpedo the exactitude of the 911 hierarchy. With an as-tested price of $162,940, our 911 Carrera GTS nipped at the base price of a GT3, which beckons with its siren song of a naturally aspirated flat-six. Not even Porsche can split a hair that fine.

Specifications

Specifications
2022 Porsche 911 Carrera GTSVehicle Type: rear-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $138,050/$162,940 Options: Carbon-ceramic brakes with yellow calipers, $8970; full bucket seats with rear seat delete, $5900; black leather and Race-Tex interior, $4530; Porsche Dynamic Chassis Control, $3170; rear-axle steering, $2090; 23.7-gallon extended range fuel tank, $230
ENGINE
twin-turbocharged and intercooled DOHC 24-valve flat-6, aluminum block and heads, direct fuel injectionDisplacement: 182 in3, 2981 cm3Power: 473 hp @ 6500 rpmTorque: 420 lb-ft @ 2300 rpm
TRANSMISSION
8-speed dual-clutch automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 16.1-in vented, cross-drilled, carbon-ceramic disc/15.6-in vented, cross-drilled, carbon-ceramic discTires: Pirelli P Zero PZ4F: 245/35ZR-20 (91Y) NA1R: 305/30ZR-21 (100Y) NA1
DIMENSIONS
Wheelbase: 96.5 inLength: 178.5 inWidth: 72.9 inHeight: 50.9 inPassenger Volume: 49 ft3Cargo Volume: 14 ft3Curb Weight: 3399 lb
C/D TEST RESULTS
60 mph: 2.8 sec100 mph: 8.0 sec1/4-Mile: 10.9 sec @ 128 mph130 mph: 11.3 sec150 mph: 15.9 sec170 mph: 23.6 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.9 secTop Gear, 30–50 mph: 2.2 secTop Gear, 50–70 mph: 2.7 secTop Speed (mfr’s claim): 193 mphBraking, 70–0 mph: 143 ftBraking, 100–0 mph: 288 ftRoadholding, 300-ft Skidpad: 1.06 g
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 20/18/23 mpg

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