Car Reviews

Mercedes dresses up our favorite wagon like an SUV, but we still love it. More

A new optional 2.5-liter boxer four makes Subaru’s Impreza-based Crosstrek quicker than before but only marginally more satisfying as a small crossover. More

We try not to anthropomorphize cars, but sometimes it’s almost impossible to resist. Look at the Honda e’s front end and tell us that you don’t see a face—those circular multi-element headlights and the flat panel that connects them creating an expressive look that evokes Hollywood’s cuter robots. While Honda says the e’s aesthetic inspiration came from the first-generation 1973 Civic, our impromptu focus group of preteens cited similarities to the robotic heroes of Wall-E, Next Gen, and Big Hero 6.
Though adorable and innovative, the e is destined to remain a foreign-market novelty, with Honda having no plans to bring it to the United States. Blame for that lies with our limited enthusiasm for small cars and non-Tesla EVs, particularly ones that offer a real-world range of 100 miles or fewer. Which is why, to find out what we’re missing out on, we drove an e Advanced in the United Kingdom, explaining both the XL license plates and the fact the steering wheel is on the right.

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Honda

Why the Honda e Should Come to the U.S.

Honda e Urban EV Is a Recipe for Fun

Honda is not following the herd with the e. Unlike the Mini Cooper SE, its most obvious rival on price and range, the Japanese company hasn’t electrified an existing model. The e sits on its own rear-driven architecture, taking advantage of the packaging and dynamic possibilities of an electric powertrain. Honda opted for a relatively small 35.5-kWh lithium-ion battery pack to help reduce both mass and cost. We’re told the e is designed for urban use and life in a charger-rich environment. According to Honda, the more powerful 152-hp e Advanced weighs nearly 3400 pounds, 66 pounds more than the basic 134-hp version. That makes the Advanced roughly 300 pounds heavier than the Mini SE, but the Honda offers more interior space and four-door practicality.
It also includes the sort of technology you’d expect from the company that gave us ASIMO. Indeed, the level of gadgetry verges on overwhelming, with the e’s toys and features seeming to hail from a more advanced future. The cabin’s design could be described as retro-futuristic, with our test car featuring wood across the top of the dashboard and grey cloth trim reminiscent of 1980s Japanese cars. But Honda also fitted wall-to-wall screens, an unbroken row of five digital displays extending across the front of the cabin.

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Honda

The e lacks conventional door mirrors—both European and Japanese regulations allow it to use a camera-based system—so the outermost screens display the view from the rear-looking cameras. Those remain operational for some time even after the car has been switched off, so you can check for traffic before opening a door. Ahead of the driver is a digital dashboard relaying the basics of speed, charge level, and the rate of power flow into or out of the battery. In the center, twin 12.0-inch touchscreens command the infotainment system. When the car is stationary, you can set aquarium mode to fill the screens with beautifully rendered virtual fish. Why? We’ve no idea, but it sure is pretty.
Like the Mini SE, the Honda prioritizes fun over range maximization. The 17-inch alloy wheels are wrapped with Michelin summer tires in place of the low-grip eco-rubber normally fitted to junior EVs. The e is commendably lacking in noise and harshness, remaining near silent even under full acceleration, driving with a precision familiar from the company’s internal-combustion models. Steering is crisp, chassis responses linear, and grip levels impressively high. Tail-out drift antics are off the table (for now), with stability control intervening invisibly to prevent the 232 pound-feet of torque from ever overwhelming the rear tires. Suspension settings are soft, with noticeable lean under hard cornering, but the ride is pliant and well damped, and overall the e feels much more agile and lighter on its feet than EVs normally do. The ultra-tight 14.1-foot turning circle also gives impressive maneuverability on tight city streets.

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Honda

Performance is brisk at urban speeds—with the accelerator pedal delivering an instant surge—but tailing off beyond 60 mph. The e will cruise at 75 mph or even quicker, but at the cost of watching the range display dropping miles much faster than the odometer adds them. Honda claims the top speed is limited to 90 mph, at which point the flow meter indicates that power is being wound back. In addition to a one-pedal driving mode, the e also has paddles behind its steering wheel, which can be used to vary the level of regen when coasting.
The e’s modest battery is sized for short trips and frequent charging, and the U.K.’s still-limited charging infrastructure meant that range anxiety was a constant factor. Even with the battery fully replenished, the onboard computer never estimated more than 90 miles to empty. Getting close to that figure required gentle use and a mostly urban diet. Charging the battery from empty to 80 percent took around three and a half hours using an 11-kW AC charger, but DC fast charging can reportedly accomplish that feat in 30 minutes.

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Honda

The e’s adaptive cruise control system—which is meant to combine lane-keeping with distance regulation—also really struggled with Britain’s lane markings and frequent absence of them. The video rearview system worked well in daylight but was predictably grainy and indistinct at night. The e also gets a video rearview display at the top of the windshield, but this suffered from a narrow field of view and was soon clicked into its conventional mirror position. The rear seat space is limited with adults in the front, and the trunk is both tiny and largely filled by the high- and low-speed charging cables.
We are disappointed that Honda is not selling the e in the U.S, but we can understand the logic that denies it to us. In the United Kingdom the e Advance costs about $38,000 at current exchange rates, and it’s not as if the $37,495 Chevrolet Bolt has been flying off the lots in the States, despite having more than twice the range. But while it might not be for us, the e still proves that Honda hasn’t forgotten how to combine pioneering technology with a sense of fun.

Specifications

Specifications
2020 Honda e
VEHICLE TYPE rear-motor, rear-wheel-drive, 4-passenger, 4-door hatchback
BASE PRICE (UNITED KINGDOM) e, $35,000; e Advance, $38,000
MOTOR DC motor, 134- or 152-hp, 232 lb-ft; 35.5-kWh lithium-ion battery pack
TRANSMISSION single-speed direct drive
DIMENSIONS Wheelbase: 99.9 inLength: 153.3 inWidth: 69.0 inHeight: 59.5 inCargo volume: 6 ft3Curb weight (C/D est): 3350–4000 lb
PERFORMANCE (C/D EST) 60 mph: 7.6–8.2 sec1/4 mile: 16.1–16.7 secTop speed: 90 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 108/115/110 MPGeRange: 100 miles

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Of the myriad E-class models that Mercedes-Benz offers, the six-cylinder E450 sedan is perhaps the most traditional example of Benz’s long-serving mid-size offering. For the 2021 model year, the E450 becomes an even more compelling midrange option, thanks to the adoption of Benz’s latest turbocharged 3.0-liter inline-six engine in place of the previous twin-turbo V-6.

2021 Mercedes E-Class Is Refreshed, Adds Hybrid

E450 All-Terrain Gives Benz’s Wagon a Lift

The new powerplant comes as part of a mid-cycle update that also brings revised styling and updated technology features to the full 2021 E-class lineup. And in every objective category, this inline-six is a winner. Its 362 horsepower and 369 pound-feet of torque are identical to the outgoing V-6’s. But it’s a fully modern design, incorporating a 48-volt hybrid system with an electric motor-generator that can add up to 21 horsepower and 184 pound-feet to assist the engine while the turbo spools up.

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Mercedes-Benz

HIGHS: Silky inline-six, cushy and composed ride, luxurious cabin.

Aided by a standard nine-speed automatic transmission and 4Matic all-wheel drive, our test car ran to 60 mph in 4.3 seconds and completed the quarter-mile in 12.9 seconds at 108 mph. Both of those times are 0.2 second quicker than those we recorded for a 2019 E450 4Matic sedan. The new engine is also more fuel efficient than the old V-6, earning a 26-mpg combined estimate from the EPA versus the previous 23 mpg. Remarkably, the E450’s combined rating is now 1 mpg greater than that of the far less powerful four-cylinder E350 4Matic model. We averaged 24 mpg.
In the stately E-class, the new six’s smooth power delivery is as welcome as its efficiency. While the engine will emit a sonorous growl when pushed hard, it idles quietly enough that you hardly can tell that it’s running. And the 48-volt hybrid system allows for a remarkably unobtrusive start-stop operation, shutting off the engine as you approach an intersection and imperceptibly starting it back up when you set off.

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Mercedes-Benz

LOWS: Overly complex infotainment system, long stopping distance.

We won’t knock the E450 for not being very sporty; it wafts down the road like a true luxury sedan should, which makes it easier to enjoy its sumptuous and beautifully trimmed cabin. Ride quality is buttery smooth with our test car’s combination of standard 18-inch wheels with all-season tires (19s are optional), adaptive dampers, and optional $1900 air springs. There is a Sport mode that tightens up the steering action and body motions, but the E450’s composure feels best at a relaxed cruise. Although our test car posted a respectable 0.88 g of grip around the skidpad, its long 187-foot stop from 70 mph is closer to what we’d expect from a full-size pickup.

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Mercedes-Benz

Benz’s latest MBUX infotainment system is also included in the E-class’s most recent update, yet it often feels like a step backward from the previous COMAND system in terms of ease of use. Compared to the old setup’s relatively straightforward central control knob, the new system’s combination of a touchscreen, a touchpad on the center console, voice control, and a mix of touchpads and buttons on the new steering wheel make for a complex interface. The displays have a crisp, modern design, but the learning curve for navigating the system’s many sub menus is steep.
Yet, we won’t hesitate to say that the E450 feels worth its $63,050 starting price—a $5250 upcharge over the E350 4Matic. It may not be as exciting as AMG’s more-powerful versions of the E-class. But even at our well-equipped example’s $76,140 as-tested figure, the smooth, effortless power provided by Mercedes’s new inline-six only adds to the E450’s impressive levels of luxury and refinement.

Specifications

Specifications
2021 Mercedes-Benz E450 4Matic
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED $76,140 (base price: $63,050) 
ENGINE TYPE turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement 183 in3, 3000 cm3Power 362 hp @ 6100 rpmTorque 369 lb-ft @ 1600 rpm
TRANSMISSION 9-speed automatic
CHASSIS Suspension (F/R): multilink/multilinkBrakes (F/R): 14.2-in vented disc, cross-drilled disc/14.2-in vented discTires: Goodyear Eagle Sport All-Season RunOnFlat, 245/45R-18 100H M+S MOExtended ★
DIMENSIONS Wheelbase: 115.7 inLength: 194.3 inWidth: 73.7 inHeight: 57.8 inPassenger volume: 97 ft3Trunk volume: 13 ft3Curb weight: 4252 lb
C/D TEST RESULTS 60 mph: 4.3 sec100 mph: 11.0 secRolling start, 5–60 mph: 5.1 secTop gear, 30–50 mph: 2.8 secTop gear, 50–70 mph: 3.5 sec1/4 mile: 12.9 sec @ 108 mphTop speed (governor limited): 128 mphBraking, 70–0 mph: 187 ftRoadholding, 300-ft-dia skidpad: 0.88 g
C/D FUEL ECONOMY Observed: 24 mpg
EPA FUEL ECONOMY Combined/city/highway: 26/23/30 mpg
C/D TESTING EXPLAINED

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If you remember when the station wagon was the quintessential American family car, congratulations—you’ve been around for a while. That means you’ve seen wagons all but disappear from the nation’s driveways over the years and then more recently reappear in smaller numbers dressed like SUVs, with plastic body cladding and jacked-up suspensions. But that fate has not befallen the 2021 Mercedes-AMG E63 S wagon, which remains a low-riding, sticky-tired, 603-hp raised middle finger to the current faux-SUV wagon trend.
AMG’s E63 S wagon is a family hauler from hell that can blaze down a twisty road like a supercar yet handle any domestic task you throw at it. Schlep the kids to school? Done. Pick up lawn fertilizer from Lowe’s? No problem. Dust a new Mustang GT500 to 60 mph? Hold my Starbucks. How could we not love this car?

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Mercedes-AMG

HIGHS: Supercar performance, wagon practicality, wonderfully luxurious.

2021 Mercedes-AMG E63 S Does It All

Tested: 2018 Mercedes-AMG E63 S Wagon

For the record, Mercedes has caved to the public’s predilection for SUV-styled wagons with the 2021 E450 All-Terrain. But the company also has a long history of offering E-class wagons that have been hot-rodded by AMG. The current-generation E63 S wagon first arrived for the 2018 model year. For 2021, it’s undergone a mild update along with the rest of the E-class lineup.
Only a few things about the E63 S have changed with the refresh, which we and lead-footed moms and dads everywhere should be thankful for, given how exciting this car already was. Remember that the E-class’s platform undergirds AMG’s gut-punching GT63 S four-door coupe, so the wagon has some serious performance chops.

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Mercedes-AMG

The hardware that supplies the thrills is virtually unchanged from last year’s model. The E63 S is powered by a familiar 603-hp twin-turbo 4.0-liter V-8, which sends its 627 pound-feet of torque through an AMG-tuned nine-speed automatic transmission and 4Matic+ all-wheel-drive system. The wagon rides on standard air springs and adaptive dampers and grabs the pavement with 20-inch Michelin Pilot Sport 4S summer tires, sized 265/35R-20 in front and 295/30R-20 at the rear. There are five conventional driving modes—Comfort, Sport, Sport +, Individual, and Race—plus a Drift mode that disconnects the front axle and directs the power solely to the rear tires, enabling lurid powerslides suitable only for locations far from public roads. Top speed is electronically limited to a claimed 180 mph.

LOWS: Fussy steering-wheel controls, complicated infotainment system, no third row of seats.

The most obvious changes for 2021 are a new front fascia and toothy AMG GT-like grille. Mercedes’s latest MBUX infotainment system also has been added, as has a new AMG sport steering wheel. None of these updates alters the E63 S’s racy feel or awesome performance. It flashes to 60 mph in just 3.0 seconds, shoots through the quarter-mile in 11.1 seconds at 122 mph, circles the skidpad with 1.00 g of grip, and stops from 70 mph in 150 feet.

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Mercedes-AMG

Better still, all of that performance is easily accessible and contained within a car that’s refined enough to drive every day. It takes only a couple of button pushes to access the launch-control system for eye-widening takeoffs. Hold the right pedal down and the V-8’s exhaust note cuts with buzzsaw intensity as it approaches its 7000-rpm redline. Ride quality is almost supple with the suspension in Comfort mode, although the big Michelins do clomp solidly over pavement seams. We liked driving the E63 S best in Sport, where its clipped ride motions seem in perfect synch with the sharp, weighty steering and responsive carbon-ceramic brakes, which were an $8950 option on our test car. The E63 S wagon’s spectacular bandwidth—its ability to both effortlessly haul ass and comfortably haul the family—means it remains solidly competitive with the two other mega-performance wagons on the market, the Audi RS6 Avant and the Porsche Panamera Turbo Sport Turismo. Sadly, the AMG version nixes the third row of seats found in the E450 All-Terrain, but its 35 cubic feet of cargo space does make it highly versatile.
If only we felt as enthusiastic about the updates made to the E-class’s richly appointed cabin. The latest MBUX system is complicated, and its multi-layered menus enable you to control almost too much of the in-car experience—ranging from the intensity of the front-seat massage function to the instrument cluster graphics to whether it will remind you to call your mom every Tuesday on your commute home. We’re not kidding about that last one, which is at least a feature that can be shut off. The system also contains AMG-specific gauge displays and a performance data logger.

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Mercedes-AMG

MBUX allows you to control all of this information in multiple ways, including through the large touchscreen in the center of the dashboard and via the center-console touchpad. You also can use the numerous controls on the new-for-2021 AMG steering wheel, the four-spoke design of which reminds of a double-neck electric guitar, only the wheel is even more of a handful to use. The wheel’s spokes are packed with small switches and a pair of tiny touchpads that together operate the adaptive cruise control, gauge displays, and the central touchscreen. Two cheap-feeling plastic knobs below the spokes control the drive modes. There’s nothing wrong with how those knobs operate, but we found the spoke-mounted touchpads to be fussy and overly sensitive when swiping to adjust even minor things like the info screen in the cluster or the radio station. A car as driver centric as this deserves a more user-friendly setup.
Prices for the E63 S wagon start at $113,445. Our test car, with its optional carbon brakes, massaging front seats, blackened exterior trim, Driver Assistance package, adaptive headlamps, and several lesser extras, came to $137,405. While it isn’t cheap, we think moms and dads should consider that price as an opportunity to improve their family’s finances. After all, purchasing an E63 S wagon saves you from needing to buy both a supercar and something more practical, like an SUV. With AMG’s long-roof E-class, you get both cars in one.

Specifications

Specifications
2021 Mercedes-AMG E63 S 4Matic+ Wagon
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE AS TESTED $137,405 (base price: $113,445)
ENGINE TYPE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement 243 in3, 3982 cm3Power 603 hp @ 6500 rpmTorque 627 lb-ft @ 2500 rpm
TRANSMISSION 9-speed automatic
CHASSIS Suspension (F/R): multilink/multilinkBrakes (F/R): 15.4-in vented, cross-drilled ceramic disc/14.2-in vented, cross-drilled ceramic discTires: Michelin Pilot Sport 4S, F: 265/35R-20 (99Y) MO1 R: 295/30R-20 (101Y) MO1
DIMENSIONS Wheelbase: 115.7 inLength: 197.1 inWidth: 75.1 inHeight: 58.0 inPassenger volume: 99 ft3Cargo volume: 35 ft3Curb weight: 4683 lb
C/D TEST RESULTS 60 mph: 3.0 sec100 mph: 7.4 sec130 mph: 12.7 sec150 mph: 17.8 sec170 mph: 25.4 secRolling start, 5–60 mph: 4.2 secTop gear, 30–50 mph: 2.6 secTop gear, 50–70 mph: 2.7 sec1/4 mile: 11.1 sec @ 122 mphTop speed (governor limited): 180 mphBraking, 70–0 mph: 150 ftRoadholding, 300-ft-dia skidpad: 1.00 gStanding-start accel times omit 1-ft rollout of 0.3 sec.
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 19/16/23 mpg
C/D TESTING EXPLAINED

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The wait is over—the hot-rod Impreza comes stateside. More

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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