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Supercar makers rarely boast about ground clearance, breakover angles, or wading depths. Acceleration numbers for rugged SUVs are barely more relevant. Yet, being shorter and lighter than its four-door sister, the new two-door Defender 90 is set to be the quickest factory-produced version of Land Rover’s classic off-roader.
Select the range-topping 395-hp P400 six-cylinder engine, and we expect the 90 to dispatch the zero-to-60-mph benchmark in just 6.0 seconds, continuing to an electronically limited top speed of 120 mph. When we recently timed a seven-seat version of the long-wheelbase that was 110 to 335 pounds heavier, according to Land Rover’s numbers, and fitted with a drag-inducing roof rack, it ran to 60 mph in 6.3 seconds and blew through the quarter-mile in 14.8 seconds. Nobody is likely to buy a Defender 90 to win a stoplight grand prix, but it might mean owners will take victories in a few.

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Land Rover

Tested: 1994 Land Rover Defender 90

Land Rover Defender Two-Door Coming to U.S.

Tested: Defender 110 Refines an Off-Road Icon

Although mighty, the P400 engine isn’t one of the Defender 90’s experiential highlights. The 3.0-liter inline-six comes from JLR’s Ingenium family and features both a mild amount of electric assistance—through an integrated 48-volt starter-generator—as well as an electric compressor to quicken responses before the turbo builds boost. It is certainly effective, with the sensation of acceleration heightened by the nose-up attitude the 90 takes on its soft springs. But the engine is short on refinement, sounding loud and diesel-like under gentle loads and becoming coarse at higher revs.
To be fair, the powerplant’s lack of manners are only really noticeable because the rest of the 90 is so good. It cruises remarkably quietly for something with such a blunt aerodynamic profile and such sizable tires, road and wind noise staying impressively low even when cruising at an indicated 80 mph. Although upright, the seating position is comfortable over long stints behind the wheel, and the uncluttered dashboard is a model of clarity. Ventilation and drive-mode buttons are grouped in a binnacle next to the gear selector, with other most functions controlled by the 10-inch touchscreen above. We’ve been plenty rude about JLR’s clunky, confused, and often oxymoronic InControl infotainment, so we are happy to report that the Defender’s Pivi Pro system—which will soon roll out throughout the range—is clearer and much more intuitive.

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Land Rover

Although smaller than the 110, the Defender 90’s cabin does not feel cramped. The rear seats are positioned slightly higher than those in the front, and although access to the back requires an awkward scramble, both legroom and headroom are entirely viable for adults. The option of what is effectively a fold-up jumpseat in the front means the 90 can carry six passengers—all hail the return of the front bench seat—although anyone in the middle up front will have to bend their knees around the dashboard console. Cargo space has obviously been reduced compared to the 110, but there are still 16 cubic feet behind the rear seats.
The P400 we drove in England was in fully loaded X trim, set to start at $82,560. The X model brings both plush trim and a near fully ticked set of option boxes, including an upgraded Meridian audio system and a set of gray-faced 20-inch alloys that looked too nice for proper off-roading. The X also gets standard height-adjustable air suspension, with lesser versions of the 90 running on steel coil springs.

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Land Rover

On road the air springs felt a little firm when asked to deal with urban bumps and potholes, but they were well suited for highway speeds. Although the P400 has a set of Terrain Response modes to allow it to tackle any off-road environment, it lacks a Sport or Dynamic mode, and even moderately rapid progress brings some acute lean angles. Our test car’s Goodyear all-terrain tires could only produce modest grip, with the 90’s stability control intervening hard and early when it sensed any loss of grip. The electrically boosted brakes are also grabby, and the pedal lacks feel. We were also surprised to discover that even in range-topping form the 90 lacks steering-wheel shift paddles. Taking manual control of the standard eight-speed automatic transmission needs to be done through the central shift lever.
Having shown us one extreme of the 90 clan with the P400 X, Land Rover also let us experience something far closer to the other, a P300 riding on coil springs and with interior trim clearly chosen for durability rather than niceness. We got to drive this on a route around the grounds of Eastnor Castle in Herefordshire, this being the place where Land Rover has tested the off-road credentials of its vehicles (and those of its competitors) pretty much since the company’s foundation.

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Land Rover

The P300’s 2.0-liter turbocharged four-cylinder engine soon proves to suit the Defender’s doughty character perfectly. With 296 horsepower, it’s still capable of delivering reasonable acceleration; we expect it to come in under 8.0 seconds, still entirely respectable for a vehicle this shape and size. It is also happy grumbling along at low revs in gelatinous mud. Its peak 295 pound-feet of torque is available on a flat plateau that stretches from 1500 rpm to 4000 rpm.
You won’t be surprised to learn the P300 proved mighty in its development playground. The combination of low-range gearing, locking center and rear differentials and the traction-boosting magic of the Terrain Response system’s Mud and Ruts mode allowed it to slither and grind its way along some of Eastnor’s tracks while barely working hard. Steel-sprung clearance wasn’t quite as good as it would have been with fully raised air suspension—8.9 inches versus 11.5 inches—but it was still more than adequate to clear sizable obstacles. And with four-wheel independent suspension, the diffs are tucked up in the middle instead of dragging along with the axles, as in the old Defender. (And the current Jeep Wrangler.)

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Land Rover

The Defender 90 is cheaper than the 110, but not by much. The entry-level $47,450 P300 is $4400 less than the equivalent 110, but the difference is actually less than that: The longer-wheelbase model brings standard air suspension, which is a $1600 option on the base 90. Further up the tree, the difference is even less, with the 90 X only being $2500 less than the 110.
While some may choose the two-door Defender to secure that modest discount—or to fit within the confines of an exceptionally short garage—most 90 buyers will be drawn by the desire to experience the Defender in its purest form.

Specifications

Specifications
2021 Land Rover Defender 90
VEHICLE TYPE front-engine, 4-wheel-drive, 5–6-passenger, 2-door wagon
BASE PRICE P300, $47,450; P400, $59,150
ENGINES turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 296 hp, 295 lb-ft; turbocharged, supercharged, and intercooled DOHC 24-valve 3.0-liter inline-6, 395 hp, 406 lb-ft
TRANSMISSION 8-speed automatic
DIMENSIONS Wheelbase: 101.9 inLength: 180.4 inWidth: 78.6 inHeight: 77.5 inPassenger volume: 102 ft3Cargo volume: 16 ft3Curb weight (C/D est): 5200–5400 lb
PERFORMANCE (C/D EST) 60 mph: 6.0–7.9 sec100 mph: 17.0–18.9 sec1/4 mile: 14.5–16.4 secTop speed: 120 mph
EPA FUEL ECONOMY Combined/city/highway: 19/17–18/21–22 mpg

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Upmarket car buyers are showing an increased preference for SUVs pretty much everywhere in the world, yet the S-class remains—explicitly—the flagship model for Mercedes. A new generation of the Sonderklasse always serves as both a range-topping luxury sedan and a tech showcase for features that will soon trickle down to lesser Benzes. Mercedes is rightly proud of the many innovations that previous S-classes introduced, including anti-lock brakes (1981), stability control (1995), radar cruise control (1998), and all-LED exterior lighting (2013). There have been a few that didn’t trickle so much, too. Remember the “parking wands” that rose from the rear corners of the 1991 W140 generation to make it slightly easier to back that behemoth trunk toward a parking spot?

Why the Mercedes-Benz S-Class Endures and Shines

2021 Mercedes S-Class vs. BMW and Audi Flagships

Mercedes Fills 2021 S-Class with New Technology

While there is indeed an abundance of new features in the new S-class, the first impression is of what’s missing—namely, bravado. This generation (W223 in Benz code) is less ostentatious than its predecessor, lacking the old car’s baroque detailing and incorporating smaller, more modest headlights and taillights. The lack of flashiness disguises an insubstantial increase in size over the outgoing version, with the W223 gaining 1.3 inches in length and sitting on a wheelbase stretched by just 2.0 inches. Mercedes is particularly proud of the ultra-low drag coefficient—as little as 0.22—boosting efficiency and improving refinement. Tesla-like door handles sit flush within the body, popping out when the car is unlocked or they sense the presence of an approaching smart key.

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Mercedes-Benz

There’s more Tesla-fication within the cabin, with a vast 12.8-inch touch-sensitive OLED screen dominating the dashboard. At first glance it actually looks like an open laptop has been left on the center console, and this screen is the primary interface for almost all functions beyond basic driving. Even the climate controls are now rendered digitally. This means that Mercedes’s cabin designers have surrendered much of the prime real estate where they previously demonstrated their craft so well. The last S-class had four machined air vents and a mechanical clock in the space now taken over by the glass interface. But the rest of the cabin showcases plenty of the old craftsmanship, with wall-to-wall hide and some beautiful wooden trim, plus color-configurable LED lighting around all interior panels. There is also a fingerprint sensor to allow for rapid changing of driver profiles or even authentication for purchases made through onboard apps.
Two versions will initially be offered in the United States market. The S500 gets a 429-hp supercharged and turbocharged 3.0-liter inline-six, and the S580 upgrades to a 496-hp twin-turbo 4.0-liter V-8, with both engines incorporating 48-volt hybrid assistance. We drove the S580 first, on a route from Stuttgart to Mercedes’s proving ground at Immendingen via a stretch of unrestricted autobahn. In the ordinary course of vehicle testing, this would lead to an immediate attempt to find the speed limiter and stay on it for as long as possible, but with the S-class the chance for higher-than-normal velocities was more useful in demonstrating the car’s exceptional noise insulation. At 80 mph, more noise was coming from other traffic—muted by the windows’ dual panes—than the car itself. Only above 140 mph did the commencement of wind noise from the tops of the doors disturb the serenity. And yes, we did confirm the presence of a 155-mph governor. U.S versions will be restricted to a more leisurely 130 mph, says.

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Mercedes-Benz

The V-8 rarely raises its voice, even as it creates forceful acceleration. In the most aggressive Sport Plus dynamic setting (a mode that feels at odds with the S-class’s character and purpose), the engine stayed hushed under all but stamped-throttle progress. And even then, the V-8 sounded distant and muted. Suspension settings are similarly comfort-orientated, with both adaptive dampers and air suspension standard. The big Benz sits 0.7 inch lower in Sport Plus mode, yet the ride remains impressively pliant, if lacking the firmness normally associated with sports sedans.
We also got to sample the optional E-Active Body Control system, which adds both a road-scanning camera and an active anti-roll system. The latter employs a hydraulic system pressurized by a 48-volt pump. This can neutralize body roll—which it does effectively—and will also offer Curve mode, leaning into turns like an oversized motorbike. Grip levels are high, and on dry tarmac, the standard 4Matic all-wheel drive delivered unbreakable traction.
At lower speeds, the S580 also showed off another of its innovations: a new rear-axle steer system that can turn the rear wheels up to 10 degrees. Mercedes says this reduces the turning circle of the regular wheelbase S-class to just 35.1 feet, which is one foot smaller than the turning circle of an A-class sedan. The sensation of the system working is initially odd, as the rear axle can be felt moving out as the front turns in. But the increase in maneuverability is obvious and impressive. The 10-degree rear-axle system will only be offered on the S580 with the Executive Line pack. The AMG Line trim (available with both engines) brings a less aggressive 4.5-degree version that delivers a 38.1-foot turning circle. Above 40 mph, both systems offer much smaller degrees of in-phase steering to boost stability.

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Mercedes-Benz

This S-class is designed to eventually deliver hands-off autonomy. We got to experience a Level 3 demonstrator—although on a test track and only from the passenger seat—but Mercedes’s existing Drive Pilot smart cruise control is still able to regulate distance and follow lanes. One of the display options on the reconfigurable digital dashboard now relays what this system can “see” in terms of lane markings and other road users—distinguishing between cars, trucks, and motorcycles. Drive Pilot handled highway speeds well, but it struggled to deliver smooth stops when dealing with heavy traffic. It also includes automatic speed regulation based on posted limits, although we found that the car missed limit changes several times.
While hugely impressive as a car, much of the mission for the S-class is as a showcase for new technology. Debuts include an enhanced version of the augmented-reality navigation that we have already seen on the GLE and revised E-class, now capable of projecting directional arrows onto the windscreen’s head-up display. The cloud-based “Hey, Mercedes” voice assistant has more capability here than in some other Benzes, simply because there are more toys for it to control. Saying “I’m stressed” will trigger the car to offer you a massage program. The huge central touchscreen is running a new version of Mercedes’s MBUX infotainment system, which looks nicer and is backed by a claimed 50-percent increase in processing power, but some lesser functions are still buried beneath several layers of menus.

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Mercedes-Benz

The 12.3-inch dashboard instrument screen also gets a pioneering feature. It has 3D display capability, which presents slightly different images to each eye to give a sense of depth. The effect is striking, especially when the dash is switched to navigation and you find yourself looking at what seems to be a relief map. But beyond ornament, it doesn’t add anything to the driving experience, and Mercedes admits it may make some drivers feel queasy. Fortunately, it can easily be switched to conventional 2D.
A drive in the entry-level S500 confirmed that U.S. buyers won’t be giving up much in terms of either performance or experience by selecting the smaller engine. Low-down responses feel very nearly as keen as those of the V-8 thanks to the immediacy of the electrically driven supercharger and the integrated electric motor-generator, which can contribute up to 22 horsepower and 184 pound-feet of torque. The six’s high-rev rasp, although subdued, is at least as aurally interesting as the V-8’s muted roar. A quiet stretch of autobahn revealed that only above 120 mph does the S500 start to feel noticeably slower than the S580, taking considerably longer to encounter its 155-mph governor.
Both S500 and S580 will reach the U.S. during the first half of next year. The best toys will be reserved for the various option packages, but the standard specification will include the OLED dashboard interface, Burmeister audio, and the full suite of driver-assistance systems. Beyond that, other versions will include an AMG with a brawnier V-8, a plug-in hybrid that should offer class-leading electric range, and ultimately a Maybach version, which we believe will continue to offer V-12 power. But even in its most basic form, the S-class continues to represent Mercedes at its best.

Specifications

SPECIFICATIONS
2021 Mercedes-Benz S-Class
VEHICLE TYPEfront-engine, all-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE (C/D EST) S500 4Matic, $100,000; S580 4Matic, $110,000
ENGINES supercharged, turbocharged, and intercooled DOHC 24-valve 3.0-liter inline-6, 429 hp, 384 lb-ft; twin-turbocharged and intercooled DOHC 32-valve 4.0-liter V-8, 496 hp, 516 lb-ft
TRANSMISSION9-speed automatic
DIMENSIONSWheelbase: 126.6 inLength: 208.2 inWidth: 76.9 inHeight: 59.2 inTrunk volume: 19 ft3Curb weight (C/D est): 4950–5050 lb
PERFORMANCE (C/D EST) 60 mph: 4.1–5.0 sec100 mph: 10.2–12.5 sec1/4 mile: 12.7–13.5 secTop speed: 130 mph
EPA FUEL ECONOMY (C/D EST)Combined/city/highway: 23–24/20–21/29–30 mpg

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The new 2021 Toyota Sienna appears to want to undo the stigma that minivans have suffered for decades. To trick the eye into thinking the Sienna is an SUV, the hood has been raised and the base of the A-pillar is pulled back. The sheetmetal around the rear wheels bulges and connects to a bone line that runs along the side of the van. An aggressive-looking minivan might not be something anyone asked for, but we’ll take it.
Bolder on the Outside, (Mostly) Better on the Inside
The sliding doors still announce that it’s your turn to carpool, but the Sienna’s new interior is far more modern and driver-focused than its predecessor’s dated design. A bridgelike floating center console flows out of the dashboard and leaves a large and practical storage area below. Four of the Sienna’s 18 cupholders are housed atop the console, and we like that Toyota kept a real shifter rather than adopting the fashionable and unnatural rotary-knob and push-button setups found on the Chrysler Pacifica and Honda Odyssey.

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Toyota

HIGHS: An aggressive-looking minivan, improved refinement and road manners, stellar fuel-economy figures.

2021 Toyota Sienna Looks Wild, Goes Hybrid-Only

Why the Toyota Sienna and Venza Are Hybrid-Only

Behind the front seats, the new Sienna stops pretending it’s not a minivan. There’s comfortable seating for seven—or eight with the stowing center seat—and legroom has increased in the second and third rows. The second-row captain’s chairs that recline and look like they’re out of a dentist’s office slide back and forth more than before and provide limo-like accommodations. Those chairs don’t come out nor do they fold into floor, which limits how much you can pack into the Sienna. The last-generation Sienna had removable seats and a massive 150 cubic feet with the third row stowed and the second row removed, far more than the new Sienna’s 101 cubic feet. Cargo volume behind the second and third rows is down by 12 and five cubes, respectively. Toyota has decreased the effort needed to fold and unfold the third row into the floor, and we can confirm that the operation is nearly effortless.
More Refined on the Road, More Efficient at the Gas Pump
Following the built-in vacuum trend, there’s a built-in vacuum, and like the original Toyota Van from 1984, there’s a small refrigerator in the center console. The Sienna is the only minivan with foot-activated power sliding doors. Kick under the door, and the door slides open. A full roster of driver-assistance technology is standard, including adaptive cruise control and lane-keeping assist.

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Toyota

LOWS: Hybrid powertrain sacrifices acceleration to fuel economy, second-row captain’s chairs cannot be removed, some brake fade.

The Sienna has moved to Toyota’s TNGA-K platform, an architecture that also underpins the Highlander and RAV4. More solid than before and with a 1.2-inch longer wheelbase, the Sienna also gets a new multilink rear suspension that replaces a less sophisticated twist-beam axle. Handling is more secure, and the steering is quicker and more precise.
At the track, our all-wheel-drive Sienna Platinum posted an identical 0.79 g on the skidpad as a 2019 Sienna AWD we tested. The new one’s stopping distance from 70 mph also grew by five to 188 feet versus its predecessor, and we noticed moderate brake fade. Still, minivan shoppers will likely care more about the Sienna’s newfound refinement than its at-the-limit handling.
Customers are also likely to care a lot about the Sienna’s fuel economy, which is why the Sienna is now exclusively a hybrid. In place of the old 296-hp 3.5-liter V-6 is a 2.5-liter inline-four that couples with two electric motors to make 245 horsepower. Nearly a second slower to 60 mph than the V-6 (7.7 seconds versus 6.8), the hybrid system delivers strong-feeling acceleration from low rpm. The hybrid’s fuel economy is considerably better than its predecessor’s 19 mpg city, 27 highway, and 22 combined. The front-wheel-drive hybrid is EPA rated at up to 36 mpg in all three metrics, which is also considerably higher than its V-6-powered rivals. The all-wheel-drive model loses a single mile per gallon in the city and combined ratings. In our hands, we averaged 29 mpg.

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Toyota

The Sienna still tows up to 3500 pounds, and all-wheel drive remains an option, but instead of a driveshaft, there’s an electric motor powering the rear axle. The Sienna’s 1.9-kWh nickel-metal-hydride battery is packaged under the front seats to avoid compromising cargo space. When sufficiently charged and put in EV mode, the battery allows for pure electric driving for short distances and low speeds.
Final Word
Toyota has slightly rejiggered the Sienna’s model lineup, which now starts with the base LE and moves up to the XLE, XSE, Limited, and the top-spec Platinum. Base prices remain relatively close to the outgoing versions and range from $35,635 for the LE up to $51,635 for an all-wheel-drive Platinum like our test car. Although the new Sienna might not change the public’s perception about minivans as much as Toyota’s marketing department hopes, it has the style and substance to challenge the refreshed Chrysler Pacifica, the facelifted Honda Odyssey, and the upcoming Kia Sedona.

Specifications

Specifications
2021 Toyota Sienna Hybrid Platinum AWD
VEHICLE TYPE front-engine, all-wheel-drive, 7-passenger, 4-door van
PRICE AS TESTED  $53,350 (base price: $51,635)
POWERTRAIN DOHC 16-valve Atkinson-cycle 2.5-liter inline-4, 189 hp, 176 lb-ft + 3 permanent-magnet synchronous AC motors, front: 180 hp, 199 lb-ft; rear: 54 hp, 89 lb-ft (combined output, 245 hp); 1.9-kWh nickel-metal-hydride battery pack
TRANSMISSION continuously variable automatic
CHASSIS Suspension (F/R): struts/multilinkBrakes (F/R): 12.9-in vented disc/12.5-in vented discTires: Bridgestone Turanza LS1000, P235/60R-18 102V M+S
DIMENSIONS Wheelbase: 120.5 inLength: 203.7 inWidth: 78.5 inHeight: 68.5 inPassenger volume: 162 ft3Cargo volume: 34 ft3Curb weight: 4821 lb
C/D TEST RESULTS 60 mph: 7.7 sec100 mph: 21.0 secRolling start, 5–60 mph: 8.7 secTop gear, 30–50 mph: 4.4 secTop gear, 50–70 mph: 5.6 sec1/4 mile: 15.8 sec @ 88 mphTop speed (governor limited, mfr’s claim): 116 mphBraking, 70–0 mph: 188 ftRoadholding, 300-ft-dia skidpad: 0.79 gStanding-start accel times omit 1-ft rollout of 0.3 sec.
C/D FUEL ECONOMY Observed: 29 mpg
EPA FUEL ECONOMY Combined/city/highway: 35/36/35 mpg
C/D TESTING EXPLAINED

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