Car Reviews

From the August 1986 issue of Car and Driver.Eleven years have passed since Jaguar’s last E-type two-seater ragtops were im­ported into this country. England’s famous maker of luxurious sports cars and sump­tuous sedans has since made do with steel roofs, and the grand-touring world has been the poorer.One way or another, ragtop Jags never shorted you on emotion. Even in the midst of mechanical and electrical travails, they left you longing for short nights and sunny days. Now comes the XJ-SC Cabriolet, a worthy addition to the long if sporadic line of open-air cats from Coventry. Stop at a light in the XJ-SC and people grin, whoop, and holler, “Hey, that’s a beautiful car!” When the roof is up, we agree. Surprisingly, though, onlookers of­ten blurt compliments even when the top’s panels and flaps are stowed away. Swivel two levers and the two canvas-covered, pop-off roof panels will unlatch and slip out, to be neatly pouched in the deep trunk. To lower the rear section of the roof, unlatch its round lock from the in­side, peel the Velcro-fastened edges of the fabric away from its framework, and fold the fabric and the plastic window down, snapping them beneath a snug boot. Un­fortunately, you are now left with an array of roof hoops rising starkly naked above the swoop of the lower body. (Pausing to change lenses, Aaron Kiley gazed at the framework and mused, “It looks like it’s under construction.”) The staff consensus is that the XJ-SC looks best with its toupee in place, yet none of us feels truly repelled by its aesthetics when everything is stripped down to let the outside in. And it does come in. Head for the country for grand touring after everyday life has tethered you for a while and you’ll feel the beauty of this striking device as dearly as others see it. Grand touring means different things to different people, but it always means something wonderful. In an XJ-SC, the pleasures of touring grandly are smooth and satisfying. Jaguar always skips the sharp aggression of such traditional rivals as the six-cylinder BMW coupe and the V-8 coupes from Mercedes and Porsche, not to mention the rowdy soft- and hard­-topped Corvettes. The XJ-SC offers not only open-air motoring but a very different accent on sporting transportation. Underneath, the usual Jaguar charms and drawbacks abide. The XJ-SC’s long, suggestive hoodline houses a huge V-12 engine whose horsepower proves a suit­able match for the motor’s broad-shoul­dered appearance. Just as important, though it is blessed with the bloodlines of its forebears, today’s XJ may be exhibiting new signs of civility and respectability. Ac­cording to the factory, quality control is vastly improved and great strides have been made in reliability. Maintenance re­quirements are lower than ever. The XJ’s fuel economy has never been much to write home about—we’re dealing with two tons of high performance here—but the Michael May lean-burn combustion cham­bers, introduced in 1982, do help advance the cause of efficiency. EPA city economy holds the fort at 13 mpg, and our own mixed use returned 14 mpg. Luckily for Jaguar’s reputation as a pro­ducer of road burners, Michael May’s sculpturing of the V-12’s heads returns much more than improved fuel economy. With a whopping 11.5:1 compression ratio burning beneath its single-overhead-cam heart, the 5.3-liter whirs out an ef­fortless 262 horsepower. Operating on super-unleaded fuel, the engine adroitly belies the mass of machinery within, never whimpering on the way to its impressive 6500-rpm redline. This V-12 remains the basis of Jaguar’s mid-engined IMSA GTP Batmobile, and every time you step into the throttle hard enough to force an auto­matic kickdown, you are reminded why the V-12 represented the ultimate roadgoing engine for so many years. When production of the old ragtop ceased, however, some of the wonder went out of Jaguars. We need not have worried, it turns out as long as there is an England, there will be ragtops on the horizon. Ragtops are Great Britain’s nose-thumb­ing gesture at the sodden skies that often sulk there. Logical people laboring under such murk would never fall in love with convertibles, but of course logic and the British are often at odds. Basically, Brits are tickled pink anytime their beloved ragtops are close at hand. Over the past few years, Americans have grown happier to have Jag at hand. As is often said, much of the credit goes to John Egan, Jaguar’s chairman and chief execu­tive officer, who signed on in 1980 and led the company’s resurgence. Sales in Ameri­ca alone soared from 3029 cars in 1980 to 18,000 in 1984. Publicly owned for the past two years, Jaguar enjoys continued sales-and-service success in the States. We snapped up more than half the 1985 pro­duction run of 38,000 cars, and the XJ-S coupe has broken sales records here for three years running. Mechanically, the Cabriolet is identical to the XJ-S coupe. Structurally, however, the convertible has been injected with new beef. The roof’s framework houses two sub­stantial steel rods that make a minor con­tribution to stiffness, but the major beefing comes from a boxed section that takes the place of the coupe’s rear seats. Intended primarily to offset the torsional stiff­ness lost when the full roof was eliminated, the box wears handsome carpeting and houses two lockable storage bins. Trimmed with luggage slats and a restraint bar, the box lands ready to support any traveling cases, haversacks, miniature steamer trunks, or other travel­ing caboodle carried in the cabin, but defi­nitely not any plus-two passengers. In terms of their structural contribution, the reinforcements don’t quite make up for the skylights in the roof. The lengthy Jag­uar exhibits a few shakes and shudders not found in, say, the stubby Porsche 911 Cab­riolet, though the Jag is certainly far from the shakiest pop-top around. We only wish it were as easy to open up as the others. In our test car, the knob intended to release the framed rear roof sec­tion almost didn’t: it proved nearly impos­sible to turn. And the trim, tight boot stubbornly resisted the snapping-down operation. Inside, the new roofline nips off a bit of the coupe’s headroom, but comfort seems to suffer little, if at all. The seat’s lum­bar padding has been improved, and the subtle shaping of their bolsters delivers better support than their flatness suggests. Delicious-smelling leather upholstery, al­though often a slippery hindrance to stay­ing behind the wheel, in this case has suffi­cient texture to assist the bolsters in keeping you in place. The steering wheel is also covered in reasonably grippy leather, but the rim is too skinny to provide a genuinely secure grip. Driver confidence also suffers because of the distraction created by the XJ’s scat­tered control layout. The main on/off/resume cruise-control button sits obtusely on the console just behind the shifter, while the “set” button is tucked in the lip of the turn-signal lever, far to the left. In another lapse of logic, the climate system’s controls are split by the radio. Worse, our SC’s ventilation fan quit, the oil-pressure gauge threw fits of erratic readings and the roof panels sprang a leak when we test­ed the weather sealing by running the car through an automatic wash—not good omens for Jaguar’s recently improved rep­utation. (Jaguar responds that our test car was built as a pilot model—even though the Cabriolet has been on the U.K. market for two years—and that the top panel should fit better in U.S. production models.) Having grumbled our gripes, a number of niceties stand out, too. A handy trip computer provides pertinent poop on time, distance, average speed, and fuel use. And beneath the computer sits the head unit of an Alpine sound system, whose sweet musicality, to our ears, ranks high among today’s factory-supplied au­dio systems. It is said that the British don’t like music, but they like the noise it makes. You could have fooled us: this system easi­ly and smoothly delivers music, not noise. The radio’s layout is good, the AM performance is better than most, and the FM sec­tion sounds fine. The cassette player’s performance, with tape recorded on a good deck from records or compact discs, abso­lutely caresses the ears. Given the XJ-SC’s lowish wind noise (for a convertible), Jag­uar should add a CD player, because plen­ty of musical detail comes through without strain even at high speeds.Aaron Kiley|Car and DriverWe’re talking 135-mph potential. T00 bad the three-speed automatic and the tall gearing take the sting out of the V-12 off the line. In this price category, a four- or five-speed gearbox should be aboard to liven things up. Moving off isn’t slow, but as our 8.4-second 0-to-60 time suggests, the beast doesn’t bust loose until the smooth, long-legged automatic finally lets the revs get up t0 business. The big four-wheel discs, ventilated in front, turn out to be strong points, smoothly snubbing this 4016-pound pil­grim’s progress without fade, though stops from 70 mph require a longish 213 feet. Squeezing down into tight corners from high speeds under hard braking creates no fuss whatever. As you feather of the pedal, unloading the nose, the steering takes up the transition as calmly as warm milk puts you to sleep. In the harsh light of skidpad testing, the XJ’s all-independent, coil-sprung suspen­sion and comparatively slim wheels and tire limit roadholding to 0.73 g. But the car’s behavior in the real world is satisfying enough to appeal to the buyers Jaguar has in mind. The shift lever looks delicate and feels clunky, and the throttle stiffly resists forays into downshift territory, but some­how the lasting impression is that of a basi­cally blissful drivetrain. Some testers, how­ever, feel it is too blissful and yearn for a more emhusiastic response from within. The XJ-SC’s handling follows British practice in providing light, benign rack­-and-pinion power steering, plus tire grip that feels more sporting than that of the typical American luxury sportster­—though not as sporting as the fine bite and firm bump-buffering provided by Germa­ny’s hard-running machines. On the other hand, the Jaguar provides levels of ride comfort that German engineers express little interest in supplying, and a degree of suspension control that is rare in Ameri­can-made machinery. Released by the throttle to do your bidding, the Jag hurls at your senses an orderly world, all veddy British, the V-12’s thunder insistent but distant, pleasantly muted even as you scis­sor across sweeping corners in a rush. The sensational engine gathers the car’s haunches to spew you onto the following straights in great, lubricious spendings of energy. If you have the patience to listen for the distant thunder, Jaguar rumbles the language of power, and you can hear it in your bones.What your gleeful senses total up may equal the perfect answer for the high-­dollar grand-touring market. The XJ-SC Cabriolet is just basic enough to provide deep thrills, but more than subtle enough to cuddle with. Its behavioral envelope will probably suit many of those concerned with finding proper conveyances for their golden years of grand touring. As long as their fingers are still strong enough to pop the top, that is. As a halfway step toward true open-air motoring, the XJ-SC Cabriolet proves two things: First, major amounts of sunshine can be admitted to the interior of the XJ without sacrificing any of the car’s basic goodness. And second, although the XJ­-SC is a noble and carefully engineered al­ternative to a steel-roofed coupe, it’s no substitute at all for a true convertible.CounterpointI’m afraid there’s nothing but disap­pointment in the new XJ-SC for a thrill seeker like myself. Aside from Jaguar’s unconventional means of letting the great outdoors in, time has stood still for this lowrider.I’ve long hoped that Jaguar would firm the XJ-S up into a real sports ma­chine, but, alas, that was not to be. The XJ-SC still uses the pillowy suspension settings that make the XJ6 such a joy­ous rider—but it’s way too loose­-jointed for a spirited two-seater. When I call on a hard corner, the body makes like a yo-yo. No change here. Then there’s the mighty V-12, which feels all bottled up at the low end. It’s needed a good four-speed automatic to set it free for ages. It’s been reported that Jaguar has im­proved its quality control. Unfortunate­ly, our test car suffered from a balky folding top, a climate control that went belly-up, and a bad case of the stalls. When I slide into a low-slung, broad-­shouldered V-12 sports car, I expect a kick in the pants. The XJ-SC may be fine for wealthy people twenty years my senior, but it’s far too much of a gentle­man for me. —Rich Ceppos It’s hard to rationalize a car like the Jag­uar XJ-SC. For far less money, there are any number of cars that perform as well as or better than this machine. Few, however, can match the Jag’s individ­uality and panache. In a time of look-alike car designs, the XJ-SC is a welcome break from the norm. It is leaner and swoopier than its photos suggest; at times its look is al­most exotic. Of course, as with almost any exotic car, one pays a price for good looks and distinction. The Jag’s seats are limited in their range of adjustment and offer little support, many of its er­gonomic features leave much to be de­sired, and our test car suffered a num­ber of nagging failures. In compensation, however, the XJ­-SC offers a smooth and strong engine, effortless cruising at any speed, and a ride that is almost unsurpassed in sup­pleness. Add to these virtues the car’s handsome shape, and this Jaguar be­comes an inviting alternative for some­one who can afford to indulge in its unique blend of individuality. —Arthur St. AntoineIf your idea of automotive luxury is cen­tered on a profligate use of the world’s resources, the Jaguar XJ-SC is the car for you. A mid-sixties, full-size Ameri­can sedan is a model of efficiency com­pared with the Coventry cat. I can’t think of another two-seater with such a large and massive body. Neither can I recall a car that extracts so little perfor­mance from such a large and lavishly conceived powerplant. To be sure, the XJ-SC goes about its business quietly and smoothly, leading one to conclude that passenger com­fort was the goal of its extravagant de­sign. However, the absence of such creature comforts as power-adjustable seats and a power-operated roof belies that conclusion. That leaves sheer con­spicuous consumption as the main thrust of this car, and that’s just too anachronistic a concept, even for a lux­ury cruiser, in 1986. —Csaba CsereArrow pointing downArrow pointing downSpecificationsSpecifications
1986 Jaguar XJ-SC CabrioletVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door convertible
PRICE
Base/As Tested: $43,500/$43,500
ENGINESOHC V-12, aluminum block and heads, electronic fuel injectionDisplacement: 326 in3, 5344 cm3Power: 262 hp @ 5000 rpmTorque: 290 lb-ft @ 3000 rpm 
TRANSMISSION3-speed automatic
CHASSIS
Suspension, F/R: control arms/trailing armsBrakes, F/R: 11.1-in vented disc/10.3-in discTires: Pirelli P5215/70VR-15
DIMENSIONS
Wheelbase: 102.0 inLength: 191.7 inWidth: 70.6 inHeight: 47.8 inPassenger Volume: 51 ft3Trunk Volume: 16 ft3Curb Weight: 4016 lb
C/D TEST RESULTS
60 mph: 8.4 sec100 mph: 22.0 sec1/4-Mile: 16.3 sec @ 88 mph120 mph: 39.8 secTop Gear, 30–50 mph: 3.8 secTop Gear, 50–70 mph: 6.1 secTop Speed: 135 mphBraking, 70–0 mph: 213 ftRoadholding, 300-ft Skidpad: 0.73 g 
C/D FUEL ECONOMY
Observed: 14 mpg
EPA FUEL ECONOMYCity/Highway: 13/17 mpg 
C/D TESTING EXPLAINED More

Rain pelted my face and the wind whipped through my jacket as I crouched on the frozen soil next to the Winnebago eRV2. The electric camper-van prototype was my home for the night at the Portage Lake State Campground in Michigan’s Waterloo Recreation Area, and the vehicle had just informed me that the 15.0-kWh “house” battery—which powers accessories such as the interior lighting, climate control, and refrigerator—had stopped charging. The system predicted that if I continued consuming energy at the current rate, the battery would be dead by the early morning. As I crawled around in the dark, checking the connections to the electrical hookup, my neighbor told me the power was out across the entire campsite. This was a problem. While other campers began using their gas-powered tow vehicles to run their appliances, I had no such luxury. The eRV2—which follows the 2022 e-RV concept and previews a production electric RV—is based on the Ford E-Transit and uses that vehicle’s stock 68.0-kWh battery. Michael Simari|Car and DriverRange ConstraintsWhile the chassis battery can transfer juice to the so-called house battery, the trip out to the campsite made me hesitant to sacrifice precious driving miles. Even sticking to 60 mph in the right lane, I still drained nearly half of the charge on the approximately 40-mile trip to the campsite. Ford quotes a 108-mile range for the high-roof E-Transit, and Winnebago says its testing revealed an average range of 120 miles. But the eRV2 traveled just 70 miles at 70 mph—we couldn’t do our standard highway test at 75 mph as the Winnebago tops out at 74 mph—and the dashboard readout never displayed more than 90 miles during our time with the vehicle, possibly due in part to the cold weather.Related StoriesWinnebago claims the eRV2 can boondock—run completely off the grid—for up to seven days, but that requires keeping the climate control off. With the overnight temperature dipping down to 30 degrees, that didn’t sound like a good option. The eRV2 also has roof-mounted solar panels—supplemented by foldable panels stowed in the cargo hold for a total output up to 900 watts—to help extend battery life, but the gloomy skies nullified their usefulness.Hoping to preserve the remaining driving range, I conserved energy by dimming the lights and lowering the heat, keeping a close eye on the charge monitor while cooking dinner on the eRV2’s portable induction cooktop. Those small adjustments eked out enough juice for at least an extra day, but luckily the campground’s power returned a few hours later and electrons began flowing back into both batteries through the E-Transit’s 11.3-kW onboard charger. By morning, the house battery was full, and the chassis battery was back to 75 percent. Still, the outage showed that the eRV2’s off-the-grid capabilities are severely limited by inclement weather and the disappointing range. Michael Simari|Car and DriverWinnebago acknowledges that last obstacle, which is a result of an electric van market that’s focused on local deliveries rather than long range. Customer surveys revealed a desire to break up their road trips into three-hour chunks—with half-hour stops to rest—and Winnebago believes it needs about 200 miles of range to achieve that. While the original e-RV concept used an aftermarket powertrain, Winnebago now appears committed to a factory setup, so production will likely wait until the next-generation E-Transit launches—reportedly late this year with a target of 175 miles of range.A new platform hopefully will bring quicker charge times too. We couldn’t perform our normal 10 to 90 percent charging test on the eRV2, but anecdotally, the DC fast-charging capability was a bit disappointing. We knew it would take a long time to top up from 80 percent all the way to 100 before heading to Portage Lake, but we needed all the juice, and that took an hour and 17 minutes. The next day it took half an hour to go from 49 to 80 percent, with the charge rate peaking around 73 kW. Ford claims a 115-kW peak fast-charge rate for the E-Transit and, as is typical, the peak is only achievable when the battery is at a low state of charge. For context, a 2022 Hyundai Ioniq 5—one of the fastest-charging EVs—took 33 minutes to complete the charging test, peaking at 231 kW, while a 2022 Chevy Bolt EUV—among the worst performers—needed an hour and 24 minutes to hit 90 percent, maxing out at 53 kW. Driving the eRV2While the range and charging need improvement, the rear-mounted electric motor’s 266 horsepower and 317 pound-feet of torque make the eRV2 perky enough to easily keep up with traffic. The high seating position, expansive windshield, and sizable mirrors provide excellent visibility, and the accurate steering and tight turning radius make maneuvering in tight spaces easier than expected.The ride is truck-like, with the semi-trailing-arm rear suspension dishing out harsh jolts over bumps, although it smooths out at a highway pace. The lack of an engine note makes wind and road noise more apparent, and big bumps produce loud rattles from the cabin behind. The eRV2 doesn’t feature one-pedal driving—energy regeneration on liftoff is minimal and cannot be adjusted. Michael Simari|Car and DriverComfy CampingUpon reaching camp, it was easy to settle into the smartly laid-out cabin, which packs many amenities into a small space. The refrigerator and sink are complemented by the portable cooktop that neatly stashes away in a pull-out side table, while another table folds up behind the driver’s seat, which swivels 180 degrees. The bathroom includes a removable cassette toilet and a shower. Setting up the bed takes minimal effort—a slatted wooden support slides out and the mattress simply unfolds. The production version will have Wi-Fi, but the router wasn’t operational in the prototype. Still, the well-lit cabin—the brightness and color of each bank of lights can be individually adjusted—allowed me to disconnect from screens and read a book. You can monitor the eRV2 via the center screen and an accompanying phone app. The display shows battery levels, freshwater and gray-water tank levels, and refrigerator and cabin temperature. It also allows control of functions such as lighting, the water heater, and climate control. Some issues arose with the app’s Bluetooth connectivity and the accuracy of the tank readouts, but Winnebago promises to iron out those kinks. In the morning I cooked breakfast outdoors, thanks to a table that lifts up when the side door is open, revealing strategically placed outlets to power the cooktop. The setup lets you enjoy the surrounding nature while still providing easy access to the fridge. Strangely, the eRV2 is missing a trash can, and the hooks behind the couches aren’t exactly in an ideal spot for hanging a trash bag. The water tanks could also use more capacity. One night of cooking, washing dishes, and a brief shower used nearly the entire freshwater tank. Winnebago aims to launch the production version next year. It will carry a price premium over the company’s gas-powered Class B RVs, which run between $140,000 and $245,000. Winnebago needs to extract more miles out of the powertrain, but the eRV2 otherwise nailed its mission by forcing me to disconnect, slow down, and appreciate the scenery with its comfortable cabin and relaxing driving experience.Michael Simari|Car and DriverAssociate News EditorCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More

From the June 1975 issue of Car and Driver.There is an excitement-generating quality about American Motors’ new Pacer that calls to mind the days when we spent most of the fall frothing at Detroit’s new cars as they appeared one by one in our hometown showrooms. The Pacer is lovable, and you feel an instinctive urge to take it home­—like a rubber ducky, to put in your bathtub to play with. Detroit has finally issued a car to which people are reacting.The Pacer was supposedly designed from the inside out, the theory being that claustrophobic Americans who have thus far resisted small cars with small interiors will go along with a car that is essentially an intermediate with the ends lopped off. If early indications are to be relied upon, the theory is sound. The car seems destined to sell well, if for no other reason than that the buying public seems ready for a new approach to motoring. This the Pacer is. Regarded as a be­ginning step in the proper direction, the Pacer is as encourag­ing an offering as Detroit has produced in some time. For once, an automobile advertising campaign is telling the unvarnished truth: A large man is completely comfortable in the driver’s seat or as a front-seat passenger. There is ample legroom, and were it not for the fact that your left knee comes to rest against the window crank, matters would leave little to be desired. The steering wheel is well placed and provides the driver with the proper amount of elbow crook; every con­trol is not only within reach but also visible and readable. The same big man can survive in a condition approaching comfort in the rear seat, too. Average-size people will find the rear seat at least as comfortable and roomy as those to be found in the new “precision-size” cars. Compared to the rear compartment of such cars as the Chevy Monza and Ford Mustang II, the Pacer appears to have the proportions of a ballroom. Headroom is the only dimension lacking, but in light of its other benefits, the rear area is still a minor triumph. More 1970s Cars and Automotive FailsInterior finish in the Pacer is attractive, if rather utilitarian, and consists largely of molded plastic panels. The dashboard sits well away from the seats, lending reinforcement to the already considerable atmosphere of spaciousness. The front seats are large, well-proportioned, and sturdy; the rear seats, like all rear seats, are certainly not as comfortable but are more than serviceable—certainly an improvement over the average small-car rear seat. With a body area that’s almost one-third glass, visibility is one of the car’s strongest suits. Looking at the innovative Pacer silhouette, it’s easy to con­jure up visions of scooting through traffic like a family-size Honda Civic. Sadly, this is not the case. There are two en­gines available in the Pacer, both inline-sixes (232 and 258 cubic inches). If you de­mand head-snapping acceleration, nei­ther is equal to the task. If, however, you are content to motor along in a sane and economical fashion, all is not lost. The Pacer will handle this kind of service easily, if unspectacularly. But it is slow enough to make it all too obvious that the fun, the outright enjoy­ment, its peppy appearance promises simply is not there. Certainly not with the larger engine and the Chrysler-built three-speed automatic. With this power­train, the Pacer took 20.4 seconds to ne­gotiate the quarter-mile, attaining a speed of only 65.8 mph. The Pacer’s steering, handling, and ride are traditionally American. Rack­-and-pinion steering has been made a part of the Pacer’s standard equipment, but it has been damped to the point of numbness. The car’s front cross-mem­ber is damped and insulated also, both from the body and from the engine, to help lower the noise level. If ride quality concerns you, you will find the Pacer ex­cellent. While there is admitted insulation from the road, the sensation is not at all like a wallowing full-size car with mushy suspension—it is like a good, well-ordered intermediate car. The Pacer’s handling suffers a bit from its weight (3432 pounds) and its high center of gravity, which contribute to the car’s pronounced understeer in low-speed cornering. The short wheel­base and wide track do, however, aid high-speed maneuvering. The Pacer’s braking could stand im­provement, again because of the car’s high gravity center and heaviness. There is an alarming amount of dive under hard braking, giving you the impression that the front bumper is about to tuck under and roll up. The Pacer required 205 feet to stop from 70 mph. By comparison, a Mazda stops in 192 feet while the Mus­tang II, another middleweight, takes 213 feet of pavement. The car appears set up for optimum braking with a full load, which ought to be reconsidered in light of prevailing motoring habits. With too much rear brake bias, the rear wheels tend to lock. More bias on the front discs would probably help. Here’s what to consider if the Pacer personality appeals to you: You’ll get a car made largely from proven compo­nents; a car that you can enter or exit without braining yourself; a car that you can sit in and see out of with ease and enjoyment; a car that is pleasing to oper­ate and offers reasonable economy. Granted, you will not get eye-popping acceleration and sports-car handling, but you will get a car that is a new design representing a new approach to Ameri­can motoring. The small car for the per­son who doesn’t like small cars may at last be in our midst. Arrow pointing downArrow pointing downSpecificationsSpecifications
1975 AMC Pacer D/LVehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door hatchback
PRICE
Base/As Tested: $3404/$5233Options: air conditioning, $399.95; D/L package, $289; automatic transmission, $239.99; AM/FM stereo 8-track radio, $239; announcement package 2 (front sway bar, steel belted radial tires, power front disc brakes), $203.45; announcement package 1 (tinted windows, power steering), $139.00; styled road wheels, $85.05; 258-cubic inch 1-barrel engine; $69.00; rear window washer-wiper, $49.95; visibility group, $49.95; light group, $34.95; door vent window, $29.95
ENGINEpushrod inline-6, iron block and headDisplacement: 258 in3, 4230 cm3Power: 95 hp @ 3050 rpmTorque: 179 lb-ft @ 2100 rpm 
TRANSMISSION3-speed automatic
CHASSIS
Suspension, F/R: control arm/rigid axleBrakes, F/R: 10.8-in vented disc/9.0-in drumTires: Goodyear Custom polysteel radial
DIMENSIONS
Wheelbase: 100.0 inLength: 171.5 inWidth: 77.0 inHeight: 53.6 inCurb Weight: 3432 lb
C/D TEST RESULTS30 mph: 4.4 sec60 mph: 16.2 sec1/4-Mile: 20.4 sec @ 66 mph80 mph: 37.7 secTop Speed (observed): 84 mphBraking, 70–0 mph: 205 ftRoadholding, 300-ft Skidpad: 0.80 g  
EPA FUEL ECONOMY13-17 mpg 
C/D TESTING EXPLAINEDCar and driverCar and driver Lettermark logoContributing EditorWilliam Jeanes is a former editor-in-chief and publisher of Car and Driver. He and his wife, Susan, a former art director at Car and Driver, are now living in Madison, Mississippi. More

“Reset your trip odometers when you get to the steer standing on the small hill next to the trail,” came the call over the radio. You’d think that using a potentially mobile animal as a waypoint would be an unwise move, but the longhorn was on his territory. He stood stock-still (as only stock can do) and stared balefully as the queue of 2023 Chevrolet Colorado ZR2 pickups filed respectfully past.Once clear, we dialed our ZR2 into Baja mode, put the hammer down, and sent stones and dirt flying. This was our second day attacking the highly variable and uneven terrain of the Best in the Desert series’s Las Vegas-to-Reno off-road race course, and the new ZR2 was completely in its element. Plumes of dust erupted from the truck’s haunches as we careened along the various rocky, silty, and dusty two-track trails and wash-bottoms, and we found ourselves chortling when the lead truck called out the occasional “good graded road” that made us question the applicability of all three words.play iconThe triangle icon that indicates to playThe previous-generation Colorado ZR2 would not have fared nearly as well on this terrain, particularly at this pace. Sure, it also had off-road tires, decent clearance, front and rear locking differentials, and durable Multimatic DSSV spool-valve dampers, but the underlying Colorado on which it was based was not great source material. The new 2023 Chevrolet Colorado is demonstrably better in almost every respect, and that makes for a significantly more capable and credible ZR2 off-roader. More on the Colorado PickupAs it turns out, the Colorado’s 2.9-inch wheelbase stretch looms large here. GM essentially moved the front axle forward by that amount relative to the front door hinge line and nearby body mount, and that created space for much larger tires. The last-gen ZR2’s 31-inch rubber looks puny next to this year’s standard 33-inch Goodyear Wrangler Territory Mud Terrains, but the magnitude of this change will also allow for the fitment of 35-inch tires on the ZR2 Bison prototype that Chevy teased at trail’s end. It’s enough to bring a Tacoma owner to tears, because the dubious “body mount chop” is necessary to fit similar-size tires on that truck. Larger tires allow the new ZR2 to roll over cross-grain gullies that would snag smaller tires, and the extra inch of tire radius also amounts to one inch of the new truck’s 1.8 inches of extra ground clearance, now 10.7 inches instead of 8.9 inches. The rest comes from a suspension lift, but it’s more than rejiggered springs. There’s also a significant gain in suspension travel; the front’s total increases from 8.7 to 9.9 inches, and the entire surplus has been allocated to the compression side. In back, total travel increases from 9.8 to 11.6 inches, with compression and rebound sharing the bounty. Extra travel equals less bottoming out and an enhanced ability to progressively absorb uneven terrain, but it also leads to better crawling articulation on boulders—and our RTI ramp. Up front, the approach angle improves from 30.0 degrees to a healthy 38.3 degrees because the transformative wheelbase stretch was offset by a similar reduction in front overhang to keep the truck’s overall length in check. The front fascia retains the ZR2-signature cutouts ahead of the front tires to make the approach angle in that crucial area even more aggro, but they’re more cleanly integrated into the overall design because less cutting is necessary when you have a stubbier nose to work with.Additional significant changes are found in back. The last ZR2’s lower rear shock mounts were positioned extremely inboard and low down. You had to cope with three points of potential contact when straddling rocks, not just the differential in the middle. Normal 2023 Colorados position them closer to the leaf springs, but they’re still inboard. The wide-track ZR2 has the right answer: Its rear Multimatic DSSV dampers now live outboard of the leaf springs and the frame rails, and the lower mount is tucked up tight against the brake backing plate, like on a Tacoma. What’s more, the spare tire is positioned some 2.5 inches higher and no longer looks like someone forgot to crank it all the way up, letting it drag ass through ditches.The new-to-the-Colorado turbocharged 2.7-liter inline-four engine was a welcome surprise, because it pulls strong and sounds powerful–especially in Baja mode, where the eight-speed automatic transmission willingly holds onto gears under power and downshifts when braking. The ZR2’s high-output tune makes 310 horsepower versus the old V-6’s 308 horses, but torque is the big differentiator, with 430 pound-feet of the stuff on tap at 3000 rpm versus the old model’s measly 275 pound-feet at 4000 revs. No one should mourn the discontinued diesel, which only gave up 369 pound-feet and a meager 181 horsepower and saddled you with a six-speed automatic. This new singular ZR2 powertrain is miles better than both predecessors in all respects, and its EPA rating of 18 mpg combined (17 city/19 highway) is 1 mpg better across the board than last year’s V6.The Baja mode we relied on is exclusive to the ZR2, and you can engage it in two- or four-wheel drive. In addition to the more aggressive shift action, Baja also runs with traction and stability control off, which let us hang the tail out and rally the truck through tighter bends. The same aggressive approach in the more straightforward Off-Road mode leads to frequent ESC interventions, less fun, and stinky rear brakes. Terrain mode, which caps the truck’s speed at 50 mph, is an exceptional off-road creep mode with one-pedal drive action that seems more at home tiptoeing over rocks than it does on any EV. Tow/Haul mode is here, along with an integrated trailer brake controller, befitting a ZR2 good for 6000 pounds instead of last year’s 5000 pounds.Inside, the ZR2 is clearly better than its predecessor, looking more bespoke than parts-bin. Like the other trims, the ZR2 features the same 11.3-inch touchscreen with Google built-in, along with logically arrayed climate controls. Its stitched-dash treatment looks better than the Z71’s padding, and the faux-camo trim insert is attractive. The seats feel full-size, not seven-eighths scale. But the indoors is also where the ZR2’s biggest flaws reside. The rental-spec dash and door-panel graining and gloss make no attempt to hide the truck’s hard-plastic composition. The headlight controls are on the touchscreen, albeit with a clairvoyant “Auto” setting and ever-present access icon. Too much usable stuff is buried in said touchscreen, such as the trip-meter reset we went hunting for when we drew level with the bull. All told, the new Colorado ZR2 is something its predecessor was not: an extremely well-rounded and capable off-road mid-size truck that performs at a high level and wants for little. That it costs just $1600 more than last year’s model is frankly remarkable. The Toyota Tacoma TRD Pro is no longer a match, and the 2024 Tacoma is going to have to make a giant step of its own to keep up. What about Ford’s upcoming Ranger and Ranger Raptor? Time will tell, but there’s an even more capable ZR2 Bison waiting in the wings.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Chevrolet Colorado ZR2Vehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base ZR2, $48,295; Desert Boss Special Edition, $58,285
ENGINEturbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 166 in3, 2727 cm3Power: 310 hp @ 5600 rpmTorque: 430 lb-ft @ 3000 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 131.4 inLength: 212.7 inWidth: 76.3 inHeight: 81.8 inPassenger Volume, F/R: 58/43 ft3Curb Weight (C/D est): 5000 lb
PERFORMANCE (C/D EST)
60 mph: 6.5 sec1/4-Mile: 14.0 secTop Speed: 100 mph
EPA FUEL ECONOMY
Combined/City/Highway: 18/17/19 mpgTechnical EditorDan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing department. More

From the July 1982 issue of Car and Driver.When Volvos first rolled ashore in these United States just over 25 years ago, they were enthusiastically received because they reminded Americans of American cars. They looked like ’47 Fords, had the same sort of guts, and ran faster. There was an American temperament about the Volvo, albeit about 10 years behind what Detroit was doing in the marshmallow years of the late Fif­ties, and we Yanks welcomed Volvos in a way we never did the Saabs, Peugeots, English Fords, and Mercedes-Benzes of the time.With the new 760GLE, you might say that Volvo is returning to its American ways. From the sedan’s squarish appear­ance, you might even say it’s the Ameri­can car of the future, Volvo having tak­en GM’s creased-and-folded look one step further in the evolution. Could this be what GM will do next? And some would say it’s an improvement over the present A-body design because the Volvo is consistently sharp-cornered while the abruptness of the Celebrity-6000-Ciera-Century roofline is not faithfully continued in the lower body. In any case, if you turn the Volvo side­ways, you see the same ramp nose, stiff rear-window angle, and high tail of the GM intermediates, and this look is rap­idly becoming as familiar to Americans as the molded–Jell-O profile of the ’47 Ford was in Volvo’s early days. The new Volvo is also virtually identi­cal in size to the new GM A-body, which puts it right in the mainstream of Amer­ican automobiles. Its length and width are comparable to the A-body dimen­sions within about an inch, though the Volvo is 2.7 inches taller and has 4.1 inches more wheelbase. The extra dis­tance between the wheels keep the rear wheelhouses from biting into the cor­ners of the rear seat. This is a downsized Volvo, 4.0 inches shorter and approximately 75 pounds lighter than the GLE it replaces, yet it’s still as big as—and a bit heavier than—the lat­est American intermediates. Early Volvos were relatively small cars; to­day’s are not. Early Volvos made no pretension to luxury either. The 760GLE is a top-of­-the-line model, the best Volvo’s got, a direct competitor with the bottom end of the Mercedes spectrum in Europe. Here it’s meant to tiptoe right up to the $20,000 mark (prices have yet to be announced) with a full load of equipment, including leather seats, climate control, AM/FM/cassette stereo, power win­dows, power sunroof, cruise control, central locking system, bun-warmer seats, etc., etc. That may or may not be your idea of royal treatment, but it sure leaves the ersatz-Ford days behind. By the way, this new model replaces only the top-of-the-line CLE in the Volvo lineup, leaving the rest of the old­-style range intact. Significantly, the 760 is also the only Volvo bereft of mud flaps, which could limit its appeal to traditionalists. More on Volvos of the PastPeeling off the mud flaps is said to be an aerodynamic consideration. As a by­product, it further Americanizes (per­haps de-Swedes is more accurate) the appearance. But once you look under the skin, the 760 is still very much a Volvo. There has been no following of the Americans to front drive. A longitu­dinal engine and a solid rear axle make up the drivetrain, just as before. There are two engine choices for America: the all-aluminum 2.8-liter V-6 that Volvo has been sharing with Renault and Peugeot for years, and the 2.4-li­ter inline-six diesel from Volkswagen, used by Volvo since 1980 but newly turbocharged for the 760. The turbo pumps output to 106 horsepower at 4800 rpm, making this a peppy little unit and one of the quickest diesels going. Transmis­sion choices are limited to an automatic with the V-6, modernized with a button on the side of the shift handle to summon or reject the overdrive as the driv­er sees fit. The diesel can be backed up with either a three-speed automatic or a four-speed-plus-overdrive manual. We sampled some of each in our test­ing: a manual diesel camouflaged by the older 260GLE body, and a 760GLE with a Euro-spec V-6 and an automat­ic. The diesel was about the right weight for an American-spec 760, and it was a fine runner, clocking 60 mph in 11.8 seconds. First gear is on the short side for anything but drag racing or trailer pulling; starting in second works fine in normal driving. Also, the turbo has considerable lag in routine traffic unless you keep the engine buzzing. But you always know when to expect results, because you can hear the compressor spooling up like some old J-47 under the hood. The gas version was even quicker at 9.2 seconds to 60 mph, but this would be a very optimistic estimate of what to expect from a U.S.-spec version, since the car was down at least 60 pounds from the real thing and the engine was somewhat stronger. The automatic is sort of fun, however; it shifts firmly, both up and down, with none of the dithering between gears that we find on some of the allegedly more sophisticat­ed boxes. The O.D. button is really only a lockout, however, allowing the driver to prevent the transmission from auto­matically selecting cruising gear. For ef­ficiency’s sake it’s probably the best course to leave that button unpushed. A quick look at the suspension finds MacPherson struts in front and an axle with trailing arms in back, the usual Volvo stuff. But in fact there are many minor revisions. Positive camber has been reduced to zero from 0.8 degree in front, and caster has been increased to 5.0 from 3.5 degrees, which should give the front tires more cornering bite and more feel in the steering. Alloy wheels with greater offset (in the direction that narrows the track) reduce the scrub ra­dius to 28 mm from 37 mm. This still produces a positive radius (the tire con­tact patch outboard of a line through the upper and lower strut pivots), as op­posed to the negative radius now fash­ionable on front-drive cars, but it should improve stability when one side of the car brakes across a slipperier sur­face than the other. Other changes in­clude more accurate Ackermann angles and a rack-and-pinion gear mounted very low in the car. The payoff here is that the gear can be contained within the front crossmember for protection. Moreover, the slack that develops from wear in the gear will have minimal effect at the wheels. Notable in the rear are a pair of axle-­stabilizing torque links that attach to a huge bracket that, in turn, is rubber-iso­lated from the body. This is designed to improve ride without sacrificing control of the axle. There are also height-level­ing shock absorbers. How does all this reengineering feel to the driver? Fine. No problems. The 760 still acts like a Volvo, although it’s a bit crisper in the steering. And body-roll angles seem better managed. But this newest of Volvos is no Ford in the ride department. It’s decidedly direct in the way it transmits chuckholes, expansion strips, and individual pebbles to the seat of your pants. Real U.S.-spec cars will have low-rolling-resistance Pirelli P8s in the 185/65R-15 size; there were 195/60 P6s on the Euro car we drove. This will change the ride some, but there is little chance it will become plush. Any plushness that you feel will be a product of the interior. Very likely, you will not be disappointed. Leather has a way of winning over almost everyone, and the 760’s broad horizontal pleats give it a sumptuous appearance (velour is standard on the Euro model). The front seats are typically Volvo, with ad­justments for backrest angle, height, and lumbar stiffness. The cushions are somewhat softer and less supportive than those of the old GLE, which are as good as car seats come. Some of us liked the new seats less. The 760’s rear seats are magnificent by any standard. They are extremely high-chair-height without a doubt­ and remarkably firm. The fact that the gas tank and rear suspension are right underneath has a lot to do with this. Nonetheless, though you are positioned high, where you can see forward over the driver’s shoulder, you still have plenty of head and knee room even if you’re a six-footer. The undersides of the front buckets have been scooped out for shoe clearance, so you can put your feet well forward. Everything is copacetic back there. It’s not bad in front either. The low beltline eliminates the confining feeling of old Volvo interiors. The driving posi­tion is good. The dash is much like that of past Volvos, but more complex. Now there are five dials in the instrument cluster instead of three, and we are aware of more grilles in the vent system, creases in the molded padding, and knock-out panels for yet-to-be-added switches—more complex but not bewil­dering. There’s a continuity of style here that past Volvo owners will recog­nize immediately. We’d like to see a few improvements in the 760. The body of this particular car is a bit clattery, and wind rush is conspicuous around the A-pillars. The ride doesn’t quite seem up to 1983 stan­dards either. But perhaps these items will be less objectionable when the official U.S. models roll in this fall. In any case, this new Volvo is not a car of surprises. Like its predecessors, it eschews the trendy in favor of a com­mon-sense approach to car building. That theme has attracted a pretty sub­stantial throng of buyers over the years, and if any of them have $20,000, it should continue to work with the 760. Arrow pointing downArrow pointing downSpecificationsSpecifications
1982 Volvo 760GLEVehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICEAs Tested: $20,000 (est.)
ENGINEturbocharged SOHC diesel inline-6, iron block and aluminum headDisplacement: 145 in3, 2383 cm3Power: 106 hp @ 4800 rpmTorque: 139 lb-ft @ 2400 rpm 
TRANSMISSION4-speed manual
CHASSIS
Suspension, F/R: struts/trailing armsBrakes, F/R: 10.2-in disc/11.1-in discTires: Pirelli P6195/60R-15
DIMENSIONS
Wheelbase: 109.1inLength: 188.0 inWidth: 68.9 inHeight: 55.5 inPassenger Volume, F/R: 50/43 ft3Trunk Volume: 17 ft3
C/D TEST RESULTS30 mph: 3.6 sec60 mph: 11.8 sec1/4-Mile: 18.3 sec @ 73 mph80 mph: 23.0 secTop Gear, 30–50 mph: 15.4 secTop Gear, 50–70 mph: 13.8 secBraking, 70–0 mph: 191 ft 
EPA FUEL ECONOMY
Combined/City/Highway: 32/29/37 mpg 
C/D TESTING EXPLAINED More

Mercedes-Benz has been preoccupied with high-profile EV introductions and shuffling the attendant corporate EV-nomenclature strategy for the future. But while the automaker’s agenda to become an EV-only concern by 2030 continues to dominate headlines, it quietly slipped the Mercedes-Benz GLE-class 450e plug-in hybrid (PHEV) into its U.S. mid-size SUV lineup for 2024 with little fanfare. This isn’t the GLE’s first foray into the world of plugs. For a couple of years now, the GLE350e and GLE350de gas and diesel PHEVs, as well as the smaller GLC PHEV, have been available to Europeans. Select versions of both plug-ins were earmarked for earlier North American debuts, but word is that European demand proved so strong they’ve been in a holding pattern. As a consolation prize, the standard GLE450 has utilized a 48-volt hybrid system since 2020, but the new 2024 GLE450e is the first GLE model sold here with a plug-in-hybrid powertrain and a significant electric range. Mercedes-BenzThe GLE is the second-bestselling model line in Mercedes’s stateside roster behind the compact GLC, and the 2024 GLE450e joins the returning GLE350, GLE450, and GLE580 models, which use turbocharged four- and six-cylinder and V-8 powertrains, respectively. For 2024, the 48-volt hybrid-assist previously standard on the GLE450 and GLE580 models extends to the GLE350 as well. All-wheel drive is standard across the board. The Mercedes-AMG GLE53 and GLE63 S models are still in play, too, and we’ve reviewed them separately. Plug ’em all inAs for the 2024 GLE450e’s powertrain, the fossil-fuel side of the equation relies on a turbocharged 2.0-liter four-cylinder rated for 248 horsepower and 295 pound-feet of torque. The electric componentry consists of a 134-hp synchronous motor that provides an additional 325 pound-feet of torque, drawing on a lithium-ion battery pack with a usable capacity of 23.3 kWh. The tag team is rated for a combined 381 ponies and 479 pound-feet, placing it above both the GLE350 (255 horses and 295 pound-feet) and the GLE450 (375 horses and 369 pound-feet). Mercedes pegs the 60-mph time of the GLE450e at 5.8 seconds, a full 1.2 seconds swifter than the automaker’s 7.0-second claim for the GLE350 and just 0.5 second behind the GLE450’s stated 5.3-second time. It’s tempting to think of the 2024 Mercedes-Benz GLE450e PHEV as a baby step to the electric future or as a placeholder for drivers who remain skeptical regarding the promised EV Babylon. And without a doubt, it is both of those things. But the GLE450e is also a fully baked PHEV that operates with seamless precision in any environment while ensconcing its passengers in the same level of luxury and features as the rest of the GLE lineup. It’s tranquil at any speed, largely thanks to the dogged persistence with which the software favors electric operation in nearly every driving situation. In town, on the highway, or on the rural two-lanes of the Smoky Mountains, the GLE450e displays remarkable restraint, dialing in assistance from the internal-combustion engine only when absolutely required. Indeed, my co-driver and I engaged in quiet conversation for a long enough time that we were startled when the four-cylinder fired up to aid the nearly depleted battery.Official EPA fuel-economy and range estimates for the GLE450e are pending, and Benz officials were cagey about nailing down a firm EV-only range number. Still, in our hands, the GLE450e covered an indicated 43 miles of electric range during combined city and rural driving in a decidedly typical driving fashion. Mercedes-BenzAll the fundamental GLE driving dynamics remain: It feels smaller and more agile at the helm than its footprint suggests, and the ride is cushy. But our car’s 21-inch AMG wheels, as part of the AMG Line appearance package, ensure that significant road imperfections do not pass unnoticed. The electric motor provides eager acceleration from a stop with the slightest throttle input; jumping into the PHEV from a traditional GLE requires a little readjustment to avoid leaping away from a stoplight. It’s a rock at or above highway speeds and, like its siblings, has an electronically limited 130-mph top speed.Unfortunately, the regenerative properties of the GLE450e left us wishing for a little more refinement in the brake pedal and a bit more productivity in the recharging department. Manufacturers have been wrestling with dodgy pedal feel and uneven braking action for as long as hybrids have been a thing, and the GLE450e still struggles. But the amount of reclaimed energy—or lack thereof—as indicated by the battery status indicator on the instrument panel has us scratching our heads. Like most hybrids and PHEVs, regeneration occurs when braking or coasting as directed by the software, with two different regen levels selectable via the wheel-mounted shift paddles. The first setting provides mild regen; the second increases regeneration and will bring the vehicle to a stop—pretty standard stuff. Mercedes-BenzBut it’s worth noting that we barely managed to nudge the juice meter during a nearly 3500-foot descent down the mountain to approximately 761 feet above sea level. An anecdotal observation, to be sure, but getting something for “nothing” is a cheap hybrid thrill that we’ve come to expect. We’ll explore this observation in depth when we get a GLE450e to test in-house.The GLE450e comes equipped with an 11.0-kW AC and a 60-kW DC onboard charger, but no official U.S.-specific charging data is available yet. Cribbing from its European cousin, which specs a slightly larger 31.2-kWh battery, we estimate that the GLE450e should be able to be recharged from 20 to 80 percent in roughly 20 minutes on a 60-kW DC fast-charger. Homebodies looking to restore a fully depleted battery will want to budget up to 26 hours on a standard 120-volt household outlet or just under four hours on a 7.0-kW Level 2 charger. We expect Mercedes-Benz to have the relevant star-spangled figures closer to launch. Price, too, remains a mystery at this point. We estimate the 2024 Mercedes-Benz GLE450e will start around $76,000, roughly $8K more than the standard GLE450. That’s significantly more than the $56,595 figure for the base Audi Q5 Premium PHEV (though that model fell short of its EPA-estimated 23 EV miles in C/D testing). Furthermore, the Benz feels far more polished in terms of interior materials. The Porsche Cayenne E-Hybrid is also in the mix, but it starts at nearly $90K and has an estimated EV range of only 17 miles. The Volvo XC90 Recharge hews closely to the blueprint of the GLE450e and slides in at just over $70K ($81K for the Recharge Ultimate) with an EPA-estimated 36 miles of EV range (29 miles in C/D testing).However, the GLE’s real bogey here is the new 2024 BMW X5 xDrive50e (which replaces the X5 xDrive45e). The X5 Drive50e starts at $73,495 and claims up to 40 miles of EV range from its 25.7-kWh battery—it’s almost as if Munich and Stuttgart shared a focus group during development.As with most PHEVs, the decision is a numbers game. When you consider Benz’s fully electric EQE SUV offers a claimed 253-279 miles of range for $79,050, buyers have the option of sidestepping the PHEV and taking the full EV plunge at a relatively minor upcharge over the GLE450e. On the other hand, if their use cases involve less than 40 miles of driving on a typical day, the PHEV offers the ability to live the EV promise while still providing a gas-powered safety net for longer trips. The GLE450e is built alongside the rest of the GLE lineup at Mercedes-Benz’s facility in Tuscaloosa, Alabama. Look for the GLE450e to arrive in U.S. showrooms late this summer.Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Mercedes-Benz GLE450eVehicle Type: front-engine, mid-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $76,000
POWERTRAIN
turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 248 hp, 295 lb-ft + permanent-magnet synchronous AC motor, 134 hp, 325 lb-ft (combined output: 381 hp, 479 lb-ft); 23.3-kWh lithium-ion battery packOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 60 kWTransmission: 9-speed automatic
DIMENSIONS
Wheelbase: 117.9 inLength: 194.3 inWidth: 76.7 inHeight: 70.7 inPassenger Volume, F/R: 56/51 ft3Cargo Volume, Behind F/R: 75/33 ft3Curb Weight (C/D est): 5800 lb
PERFORMANCE (C/D EST)
60 mph: 5.6 sec1/4-Mile: 14.2 secTop Speed: 130 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 24/25/23 mpgCombined Gasoline + Electricity: 60 MPGeEV Range: 40 miOnline EditorAndrew Wendler brings decades of wrenching, writing, and editorial experience with numerous outlets to Car and Driver. A rust-belt native and tireless promoter of the region, he once won a $5 bet by walking the entire length of the elevated People Mover track that encircles downtown Detroit. More

The Smoky Mountain region of the American Southeast has much in common with Germany’s Black Forest. Both feature dense forestry, are steeped in local tradition, and host a vein-like network of tight, twisty two-lane roads carved into the mountainsides. Traveling those roads behind the wheel of the 2024 Mercedes-AMG GLE53 and GLE63 S performance SUVs, it’s easy to experience brief moments of intercontinental singularity. Corners appear without warning; heavy braking orders a firm downshift and a bark from the exhaust before the driver dives back into the accelerator and sets up for the next one.It’s all pretty heady stuff, especially when you think about the fact that the machine you’re piloting also has room for five and their luggage in the cargo hold. And like the topography, the Mercedes-AMG GLE53 and GLE63 S don’t get hung up on the where but focus on the why and how: Envisioned and developed by Mercedes-Benz’s AMG division in Affalterbach, Germany, the Mercedes-AMG models we drove are assembled at Mercedes-Benz’s facility in nearby Tuscaloosa, Alabama, as verified by the VINs. Critically, the V-8 in the GLE63 S is assembled at AMG’s HQ, employing its “one man, one engine” philosophy that assures quality and—equally important—maintains prestige; the inline-six in the GLE53 is bolted together in Stuttgart. Mercedes-AMGChanges for 2024The 2024 model year brings mild revisions to the GLE53 and GLE63 S—both those with the traditional SUV profile and those with the almost-a-coupe body style with a rakish backlight. Specifically, the AMG GLE53 and GLE63 S lead off with fresh LED daytime running lights. In addition, the GLE53 models benefit from a slight redesign of the front fascia, complete with side air intakes, to bring its look closer in concept to the 63 S. Revised taillamps benefit from some internal manipulation to create a new pattern of illumination. Related StoriesTwo new colors join the lineup: a bold enamel-looking solid finish called Alpine Grey and Twilight Blue Metallic, a hue that Mercedes has been splashing over much of its portfolio recently. The latter color brings some sizzle, but it’s far from tacky—a defining theme for the GLE53. A new 22-inch forged wheel in a 10-twin-spoke design is fitted standard on the GLE63 S Coupe and available as an option for the other models.As expected, the AMG interior is a leather affair. New color combos include Bahia Brown/Black and Macchiato Beige/Black. Trim elements in High-Gloss Brown Linden Wood and Black Piano Lacquer Flowing Lines are optional. Mercedes-AMGThe list of standard frippery is cranked up a notch for the GLE53. Items include an AMG Performance exhaust system (with user-selectable levels of obnoxiousness), a panoramic sunroof, and heated and ventilated front seats. There’s also some electronic tweaking in the form of the enhanced Burmester surround sound system with Dolby Atmos, MBUX augmented video for navigation, and a surround-view camera system with a “transparent hood” feature that stitches together an image of what’s immediately in front of the vehicle. The GLE63 S and GLE63 S Coupe up the ante with massaging front seats, a head-up display, the Winter package with a heated steering wheel and heated windshield washers, and—to the amazement of onlookers—a logo projector with AMG-specific animation when the front doors open. Driving the GLE53 and GLE63 SWhile the feature content is necessary to keep the well-heeled interested, the powertrain and driving experience ostensibly defines an AMG product. The GLE53 kicks things off with a turbocharged 3.0-liter inline six-cylinder engine with a 48-volt hybrid assist. It’s rated at 429 horsepower and 413 pound-feet of torque, the latter an increase of 29 pound-feet thanks to a larger turbocharger and a mild software tweak. Uniquely, the GLE53 also employs an electric supercharger to build boost until the turbo gets up to speed. The result is a 60-mph time Mercedes estimates to be 0.3 second quicker than before, which would put it at 4.4 seconds based on our last test of a GLE53. Output is funneled through a nine-speed automatic transmission and to all four wheels as determined by the standard 4Matic all-wheel-drive system. The GLE63 S adds a lot more intensity by way of a twin-turbo 4.0-liter V-8, its output unchanged at 603 horsepower and 627 pound-feet of torque, numbers that would’ve made headlines a decade or so ago but now seem almost pedestrian in a world of forced induction and software sorcery. When we last tested that combo in a 2021 model, it proved good for a 60-mph time of 3.4 seconds.The 48-volt hybrid assist for the 53 and 63 S uses an Integrated Starter Generator (ISG) that resides between the engine and the transmission. In addition to providing additional torque, the versatile device is responsible for regeneration and the restarting of the engine for the stop-start function. That motor can output as much as 21 horsepower in either model, with the GLE53 getting a maximum torque boost of 148 pound-feet, and the V-8 a claimed 184 pound-feet when the ISG leaps into action. Figuring it best to start small, figuratively speaking, we began the day in the Mercedes-AMG GLE53 SUV. A bit of an anomaly in the world of bruiser SUVs where absurdity is often the norm—we’re looking at you, Lamborghini Urus and Porsche Cayenne Coupe Turbo S—the GLE53 is neither a baller nor a sleeper. Instead, think of it as the GLE with a secret wild side for when you’re feeling frisky. Balance is its forte, and it delivers that slightly elusive cerebral and dynamic feeling of satisfaction inherent to the architecture of an inline-six-cylinder engine. While forced induction, electric assist, and software conspire to deliver maximum torque starting at a low 2200 rpm and maintain it until 5800 rpm, it remains buttery smooth and stays well shy of raucous. Mercedes-AMGThe GLE63 S, on the other hand, never lets you forget there are 603 horses under the hood, each one of them a willing partner in your poor decision-making process. Mercedes claims a top speed of 174 mph—although we only surpassed the century mark on one occasion, the engine was still pulling and seemed disappointed in our decision to back off and not lose our driver’s license. Seven separate drive modes (Comfort, Sport, Sport +, Individual, Race, Trail, and Sand) are on tap to help you break laws in nearly any environment or weather. We were eager to learn the significance of the 178-hp delta between the GLE53 and GLE63 S in the real world, so we participated in an impromptu mountain-climb challenge with another driver. From a rolling start in a relatively flat stretch, the GLE63 S pulled to an early lead. It then proceeded to walk away from the GLE53, disappearing into the fog and treetops, never to be heard from or seen again. That left us to pretend it never happened in the first place and revert to making small talk about how ideally suited the turbocharged 3.0-liter inline-six is for a refined Mercedes product. Mercedes-AMGHandling for both AMGs is impressive for vehicles comfortably above 5000 pounds. Steering via the thick AMG wheel is typically light, but the speed-sensitive variable-rate system is direct and accurate without being overly flinty in casual situations. Likewise, the adaptive suspensions work hard to shield you from the reality of our nation’s deteriorating roadway infrastructure. Still, pneumatics and software can only go so far as to mitigate the impact of 22-inch wheels (21-inch on the GLE53) with low-profile tires rolling through a concrete minefield. Only rarely did impacts jar the vehicle, but when they did, there were no rattles or disturbing noises. Mercedes says the anti-roll system and air-spring suspension software are updated for 2024. We can confirm that both AMG GLEs are capable of near-physics-defying acts of agility that would have had their forebear (the Mercedes ML) lean over and grind its door handles into Charivari jewelry.The brakes hold up their end of the bargain, too, the pedal in the GLE63 S, in particular, engaging with strong bite and responding to pressure rather than pedal travel. Fade was not an issue, even on the long downhill sections. They’re still a bit synthetic-feeling, but a nation of drivers raised on video games rather than go-karts won’t have an issue. Mercedes equips both SUVs with the latest generation of MBUX with an AMG-specific screen design. Tech enthusiasts will undoubtedly be thrilled that the multi-location collection of system control interfaces remains. Indeed, commands are issued via the touchscreen, the console touchpad, the steering wheel controls, and the “Hey Mercedes” voice assistant. There’s a fairly steep learning curve, but it all works as promised, even if it sometimes feels like the voice assistant needs to have the wax removed from its ears. As expected, the price of AMG’s pavement-pounding SUVs is significant. Mercedes hasn’t announced official 2024 pricing yet, but we expect the GLE53 to land around the $80K mark and the GLE63 S at about $125,000. These numbers represent an increase of roughly $2000 and $4000, respectively. Look for the 2024 GLE53 and GLE63 S to arrive in showrooms this summer. And watch for them looming large in your rearview on twisty two-lanes in the forest soon thereafter.Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Mercedes-AMG GLE53 and GLE63 SVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon or hatchback
PRICE (C/D EST)
Base: GLE53, $80,000; GLE63 S, $125,000
ENGINES
turbocharged and intercooled DOHC 24-valve 3.0-liter inline-6, 429 hp, 413 lb-ft; twin-turbocharged and intercooled DOHC 32-valve 4.0-liter V-8, 603 hp, 627 lb-ft
TRANSMISSION
9-speed automatic
DIMENSIONS
Wheelbase: 115.6–117.9 inLength: 194.4–195.3 inWidth: 79.3–79.4 inHeight: 67.7–70.2 inCargo Volume, Behind F/R: 63/28 ft3Curb Weight (C/D est): 5400–5700 lb
PERFORMANCE (C/D EST)
60 mph: 3.4–4.5 sec1/4-Mile: 11.9–13.2 secTop Speed: 155–174 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 17–19/15–18/19–22 mpgOnline EditorAndrew Wendler brings decades of wrenching, writing, and editorial experience with numerous outlets to Car and Driver. A rust-belt native and tireless promoter of the region, he once won a $5 bet by walking the entire length of the elevated People Mover track that encircles downtown Detroit. More

From the March 1984 issue of Car and Driver.After years of telling the world that front­-wheel drive was the hottest tip since Secre­tariat in the Triple Crown, Audi suddenly began to beat the four-wheel-­drive drum for all they were worth. When the original Quattro turbo coupe appeared in Europe, hoopla was piled atop hype un­til even the most objective observers could scarcely see the truth. Would the driving of all four wheels prove so far superior that anyone without it would simply be left floundering? As Audi patted itself on the back and laid plans to convert its entire line of already excellent hardware to four-wheel drive, the first turbo Quattros arrived in the United States (C/D, June 1982). Compared with European Quattros, they offered less horsepower, slightly softened running gear, and a penchant for being even trickier to drive. Quattros certified for sale in America also arrived with price tags bloat­ed to the $37,000 plateau, and droves of potential buyers decided to make do with so-called lesser (and certainly less expen­sive) machinery.Aaron Kiley|Car and DriverWelcome to the second round of four-wheel-drive fanfare. Audi’s “S” designa­tion in “4000S Quattro” could stand for “Son of Quattro.” The turbocharged Quattro coupe continues as the ne plus ul­tra of transport for the beautiful ski people, while the 4000S Quattro, true to Audi’s promise, dips closer to regular folks’ status. It offers the new 5000’s normally aspirated engine, the 4000’s glassy-sedan configura­tion, and a price tag only half as steep as that of the turbo coupe. The 4000S Quattro is not only far and away a better dollar deal than the coupe but a better­-balanced car in the bargain. Does this mean four-wheel drive should be summarily bolted into every car designed from this day forward? We shall see. Before we can view this bigger picture, we must view Audi’s application in the con­text of sports-sedandom. The action here is hot and heavy. Cars like the BMW 318i, the Chevrolet Celebrity Eurosport, the Dodge 600ES Turbo, the Mercedes-Benz 190E, the Pontiac 2000 Sunbird Turbo, the Pontiac 6000STE, the Saab Turbo, the Volkswagen Quantum, the Volvo Turbo, and Audi’s own 4000 and 5000 tightly pack the gap from $11,000 to $25,000. This is some frisky bunch, and now here come the German techno-tweakers, Audi’s 4000S Quattro primed to redefine the sports se­dan as completely as BMW’s 1600 did in the mid-Sixties. Holy traction aids!Audi brings to battle a car that takes a sturdier stance than its front-wheel-drive 4000. On 6.0-by-14.0-inch spider-spoked wheels (the same pattern as the inch-taller alloys on the turbo Quattro, which also car­ries tires one size bigger), the four-door sports 195/60R-14 Firestone S-660s. The leading and trailing edges of our test car are sculptured with an air dam and a rear spoiler, and screaming-red paint vacuum­-wraps the trim shape of Giorgetto Giugiaro’s original 4000 (even if it is aging quickly alongside Audi’s own ultra-aerody­namic 5000). Wide side moldings and an abundance of matte-black trim pay hom­age to the modern German design ethic. Aaron Kiley|Car and DriverAaron Kiley|Car and DriverLooking in through the tinted glass as you unlock the door, further matte black awaits you, from the leather-wrapped, four-spoke wheel to a roomy and comfort­able back seat. The upholstery is a dusky velour with a warm brownness that appears pure black in dim light. Comfort up front is decent, if lacking in ultimate lateral sup­port. The bolsters are good along the low­er torso but erode too much up higher. Audi uses a single lever to control both the height and inclination of the lower cushion; in this respect, Japanese technology is considerably more advanced. The Quattro’s gauges are lighted in red in order not to interfere with eyes adjusted to headlight brightness (which is good on high beam, not so hot on low), though this can be an annoyance to drivers with a low sensitivity to red. The information array consists of a big tach, a big speedo, smaller temp and fuel gauges, and a clock. Power windows and mirrors are stan­dard, as are cruise control and an electron­ic “Audi Design” AM/FM/cassette stereo system. Buttons for the windows and radio are either poorly located or too small to use easily, but the functioning of the windows and the sound quality are both fine. Not so the standard air-conditioning system, which is very slow to react to changes in settings and varies widely in effectiveness with the car’s speed. The windshield wip­ers, on the other hand, are probably the smoothest we’ve encountered on a Ger­man car. An exquisitely clever touch is visi­ble to followers on frosty mornings: the lower bands of the rear-defogger wiring spell out “Quattro.” Aaron Kiley|Car and DriverThe variable-assist power steering makes light work around town but firms up at higher speeds, transmitting excellent feel. The shift linkage is light and generally accurate (except for reverse), and the pedal placements have been improved, easing heel-and-toe effort. The braking feel has been freed of the sponginess that’s plagued Audis for years. There are discs on all four wheels (two more than on the regu­lar 4000), and those in front are vented. The brakes exhibit moderate fade, but they also produce good balance and control and very short stops. More Archive Audi ReviewsWelcome back to the running-gear de­partment. Up front, the uprated version of Audi’s five-cylinder engine brings to bear an additional 15 horsepower. Our test­ing, however, indicates that the power in­crease is more than offset by the extra weight of the 4WD powertrain. Comparing the two-wheel-drive, 2450-pound 5+5 we tested almost three years ago with the 2820-pound Quattro of today, 0-to-60-mph times have increased from 9.6 to 10.1 seconds. This isn’t really slow, but it’s less than the 2.2-liter’s new KE continuous fuel injection and electronic mixture actuator might lead you to expect, as are the quar­ter-mile performance of 17.3 seconds at 77 mph and the top speed of 111 mph. Nei­ther do the engine and the close-ratio five­-speed transmission make for exceptional fuel mileage, the EPA city figure of 21 mpg ranking no more than so-so in this hard-­fought category. We are less ambivalent about the Quattro’s four-wheel drive. Given slippery conditions in which to showcase its mettle, it is terrific. This four-door, because of less horsepower, better ride-motion control, and improved visibility, is considerably eas­ier than the turbo coupe to drive smoothly. It transitions better, corners flatter, and makes its driver look better. On-board ad­justments allow you to tailor its characteris­tics to road conditions. For best dry-weather handling, leave the console-mounted control button pushed in to take advantage of the better agility offered by the free­-turning differentials. For moderately slith­ery conditions, pull the button out to its middle notch, locking the middle of the car’s three differentials for firmer steering, greater stability, and reduced braking dis­tances. Pulling the button all the way to its third position locks the center and rear diffs, producing the shortest stopping dis­tances and the impression that even standing water can’t unhinge this car’s composure. Aaron Kiley|Car and DriverTo quote Audi’s press material: “Snow-­covered roads and even loose surfaces can now be negotiated easily. Most people have experienced the problem in winter when their car refuses to move, even though the engine starts readily. Or, how often is one forced to take a good run to pass another car stranded on a hill, in the hope that nothing comes the other way? These are all things of the past. There is no longer any need to maintain speed for fear of losing traction.” This, at least, is exactly true. The Quattro possesses a singular ability among sporting passenger cars to put your mind at ease. Planning a trip and bad weather’s on the way? The Quattro, for all practical purposes, eliminates the need to listen to the weather report. Sud­denly, it’s a simple matter of packing the car and going, of being at ease with the tasks of dealing with road conditions and other traffic, both of which take on a new and less threatening character when viewed with the circumspect judgment af­forded by the capable Quattro. It isn’t so much that the Quattro gives you a truly enormous edge over elements otherwise beyond your control; it’s that it gives you a reasonable edge, an overall stability that no rear-wheel-drive car can provide and few front-wheel-drive cars can approach. In this context, the Quattro is exactly the right answer to the question first asked by Audi and soon echoed by others—engineers, journalists, and everyday drivers alike. Finally, there are several important things to remember. First, the Quattro can’t go around corners much, if any, faster than its rivals for the sports-sedan crown, whatever the conditions, although it can approach and leave corners more quickly when the slime is heavy on the surface. Sec­ond, the Quattro is in possession of a chas­sis layout that does, indeed, generally lend it greater stability than is enjoyed by some of its rivals. It is here, in the balance of the thing, that the owner of the 4000S Quattro will take the greatest pleasure in the invest­ment of that $17,000. Aaron Kiley|Car and DriverThe upshot is that full-time four-wheel drive pays off for anybody who lives with really awful weather. It can also pay off for a sensitive driver who understands how to use Quattro to maintain good speed over wet roads. Otherwise, a driver would be just about as well off with, say, the front-­wheel-drive 4000, from which the Quattro springs, although they wouldn’t get good wheels and tires, the better suspension rates, or the four-wheel disc brakes. Arrow pointing downArrow pointing downSpecificationsSpecifications
1984 Audi 4000S QuattroVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $16,500/$17,000Options: sunroof, $500.
ENGINESOHC inline-5, iron block and aluminum head, electronic fuel injectionDisplacement: 136 in3, 2226 cm3Power: 115 hp @ 5500 rpmTorque: 126 lb-ft @ 3000 rpm 
TRANSMISSION[S]5-speed manual
CHASSIS
Suspension, F/R: struts/strutsBrakes, F/R: 10.2-in vented disc/9.5-in discTires: Firestone S-660195/60R-14
DIMENSIONS
Wheelbase: 99.4 inLength: 176.6 inWidth: 66.4 inHeight: 53.8 inPassenger Volume, F/R: 48/38 ft3Trunk Volume: 12 ft3Curb Weight: 2820 lb
C/D TEST RESULTS
60 mph: 10.1 sec1/4-Mile: 17.3 sec @ 77 mph100 mph: 48.0 secTop Gear, 30–50 mph: 11.0 secTop Gear, 50–70 mph: 11.8 secTop Speed: 111 mphBraking, 70–0 mph, differentials unlocked/locked: 191/181 ftRoadholding, 282-ft Skidpad: 0.75 g 
C/D FUEL ECONOMY
Observed: 19 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 24/21/28 mpg 
C/D TESTING EXPLAINED More