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Lincoln has released pricing for the redesigned 2024 Nautilus mid-size luxury SUV.It starts at $51,810 for the Premiere, and a loaded Black Label can reach over $80,000 with options.The 2024 Nautilus will go on sale in the U.S. in early 2024.The new 2024 Lincoln Nautilus looks a lot better than its predecessor inside and out, but how much is that worth to you? Its pricing rises considerably compared with the old model, with the base Premiere trim starting at $51,810, a $5590 increase over the cheapest 2023 Nautilus. The top 2024 Nautilus Black Label model with all the extras costs over $80,000, well into the territory of the larger three-row Aviator and even the full-size Navigator.Nautilus New and OldOf course, you get more for your money with the new model, so it’s not exactly an apples to apples comparison. For instance, all-wheel drive is now standard equipment, which puts the price different between equivalent 2023 and 2024 base models at a slightly more reasonable $3090. The base powertrain remains a 250-hp turbocharged 2.0-liter inline-four, and there’s a new hybrid option that costs an extra $1500. At 310 hp, the hybrid is not quite as powerful as the old 335-hp twin-turbo 2.7-liter V-6 engine, which was previously a $2700 option.The 2024 Nautilus’ trim levels start with the base Premiere, rise to the $56,145 Reserve, and top off with the $75,860 Black Label. The base 2.0-liter and hybrid powertrains are available on each trim level, and other notable options include a $3000 Jet Appearance package, 22-inch wheels, and a 28-speaker Revel audio system that is offered as part of various option packages on the Premiere and Reserve and comes standard on the Black Label.Lincoln says that the 2024 Nautilus will start arriving at U.S. dealerships in early 2024, so stay tuned for more details on this new crossover including EPA fuel-economy ratings for the hybrid. There’s already a configurator tool on the Lincoln website so you can check out the pricing for yourself.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

Hyundai has revealed the first photos of the refreshed 2024 Elantra N.It features the same new front end as the standard Elantra, but with some unique flourishes.We expect the updated Elantra to arrive in the U.S. later this year.It was only a matter of time before the 2024 Hyundai Elantra’s new look ported over to the sporty N model, and now we have the first official photos of the performance-oriented Elantra with its refreshed front end. We’re still waiting on mechanical details, but we’re thinking the Elantra N will keep its powerful turbocharged 2.0-liter inline-four and hopefully its choice between a manual and a dual-clutch automatic transmission.HyundaiThe new look features the same slimmer headlight shape and revised grille up front, with the N-specific red trim and larger air intakes enhancing the aggressive stance. The “H” logo on the hood is now black, and there are two new 19-inch wheel options shown in these images: one black 10-spoke design and another silver five-spoke set with a circular motif. Hyundai hasn’t released any photos of the interior, but the Elantra N may offer some infotainment upgrades and new trim options.More on the ElantraThe current Elantra N is powered by a 276-hp turbocharged 2.0-liter inline-four, and we don’t think that engine will change much for 2024. We’re hoping it’ll still offer a six-speed manual transmission as standard, with a seven-speed dual-clutch automatic sticking around as an option.HyundaiHyundaiStay tuned for Hyundai to release more details on the 2024 Elantra N’s U.S. details and specs. It’ll likely go on sale on our shores later this year with a starting price a bit higher than the current model’s $34,015 entry fee.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

The 2024 Porsche Cayenne is much changed from last year’s model, even though this is nominally only a mid-cycle refresh. Among the changes are upgraded screens and the addition of the Porsche Driver Experience, which optimizes the driver’s control of frequently used functions. The engine lineup is fresh, too, including a turbo V-8 in the midlevel Cayenne S and a new 174-hp electric motor in the E-Hybrid that increases total power to 463 hp.The 2024 Cayenne will start arriving at U.S. dealerships this summer.Some mid-cycle refreshes arrive with a whimper instead of a bang, throwing new paint colors or wheel designs into the mix but generally avoiding alterations to the core formula. The 2024 Porsche Cayenne does not fall into this class. In this case, Porsche saw fit to throw everything but the kitchen sink at its mid-size SUV’s update, and the result is mighty compelling.Fresh to Death, Inside and OutThe Cayenne’s cabin receives quite the raft of changes for 2024. The old dashboard layout has been swapped out in favor of a slicker, more screen-heavy arrangement, like what’s in the Taycan. The gear selector has been moved up to the dashboard itself, giving the physical climate controls atop the transmission tunnel a little more breathing room. Ceci n’est pas une PorscheThe semi-analog gauge cluster is now a fully digital, 12.6-inch affair, and a head-up display is optional. A 12.3-inch infotainment touchscreen is standard, running the latest version of the automaker’s Porsche Communication Management software, which includes built-in Spotify and Apple Music connectivity. An optional 10.9-inch touchscreen gives the passenger their own special place to leave fingerprint smudges; it can stream video while in motion, but according to Porsche, a special layer on the display prevents the driver from taking a peek.The 2024 Cayenne’s exterior tweaks aren’t as dramatic. Up front, a new hood runs between redesigned headlights, all of which rests atop a revised bumper with more dramatic air inlets. The front fenders are a little angrier now, too. Out back, the longroof gets a revised rear fascia that places the license plate lower, better aligning it with the coupe variant. Both models pick up mildly revised taillights, as well. Three new paint colors round out the tweaks: Algarve Blue Metallic, Montego Blue Metallic, and Arctic Grey.PorschePeppier PowertrainsAs we mentioned in our January prototype drive, the 2024 Cayenne’s powertrains receive a whole lot of massaging. The base Cayenne’s turbocharged 3.0-liter V-6 now makes 348 horsepower and 368 pound-feet, a 13-hp and 36-lb-ft improvement over last year. The midlevel Cayenne S ditches the twin-turbo 2.9-liter V-6 in favor of a twin-turbo 4.0-liter V-8 producing 468 horses and 442 pound-feet; with the optional Sport Chrono package, that’s enough for a Porsche-estimated 4.4-second blast to 60 mph. A twin-turbo V-8 also forms the basis for the coupe-only Cayenne Turbo GT, which sees a 19-hp bump for 2024, settling in at a meaty 650 horsepower and only asking 3.1 seconds to reach 60 mph. As before, an eight-speed automatic transmission remains standard fare.For those thinking greener, the Cayenne E-Hybrid plug-in wasn’t spared a revision either. The electric motor now provides 174 horsepower, versus the outgoing model’s 134. The battery has grown from roughly 14.3 kWh of usable capacity to an estimated 20.6 kWh. This should give the current model’s EPA-estimated 17-mile EV range a solid boost, but the feds’ 2024 figures have yet to be announced. A new 11.0-kW onboard charger will be a welcome change over the sad 3.6-kW unit that’s standard on 2023 models. Overall, the E-Hybrid’s net output rises from 455 to 464 horsepower.Chassis TweaksBut wait, there’s more! The Cayenne’s base wheels grow from 19 inches in diameter to 20, increasing the contact patch and thus boosting mechanical grip. “The prototypes stuck like Velcro yet largely filtered out the worst [road] textures,” we noted in our January spin. Porsche’s PASM adaptive dampers are now standard on the base Cayenne, too, featuring specific valves for both rebound and compression. Adaptive air suspension is optional, but standard on the Turbo GT. Porsche also adjusted the rear-axle steering and rear torque-vectoring systems to further improve handling.PorschePricing and Release DateThe 2024 Porsche Cayenne will be available in both coupe and longroof variants when it goes on sale this summer, but order books are open now if you enjoy a head start. Stick with the traditional body style, and you can expect to spend $80,850 for the base Cayenne, $93,350 for the Cayenne E-Hybrid, and $97,350 for the Cayenne S. For coupe variants, the base Cayenne starts at $85,950, rising to $97,350 for the E-Hybrid, and settling at $103,750 for the Cayenne S. The coupe-only Cayenne Turbo GT is priced a bit dearer at $197,950.Senior EditorCars are Andrew Krok’s jam, along with boysenberry. After graduating with a degree in English from the University of Illinois at Urbana-Champaign in 2009, Andrew cut his teeth writing freelance magazine features, and now he has a decade of full-time review experience under his belt. A Chicagoan by birth, he has been a Detroit resident since 2015. Maybe one day he’ll do something about that half-finished engineering degree. More

The 2025 Polestar 4 debuts as a fastback electric SUV with no rear window.The Polestar 4 offers 272-hp rear-drive and 544-hp all-wheel-drive models, with the former targeting over 300 miles of EPA-estimated range.Polestar says the 4 will go sale in the U.S. later in 2024, with an expected base price of $60,000. Polestar has a penchant for designing painfully pretty concept cars such as the 6 roadster and the sedan-like Precept (a.k.a. Polestar 5). Both beauties are planned for production, and the brand appears fully committed to bringing its conceptual styling to the masses—even if some aspects are undeniably unconventional. For proof, look no further than the all-electric 2025 Polestar 4 that was revealed today at the Shanghai auto show.Kiss the Rear Glass GoodbyeThe Polestar 4’s styling is heavily inspired by the Precept concept, including a nonexistent rear window. Instead, there’s a rear-facing, roof-mounted camera that feeds a digital rearview mirror. Every model also has an expansive glass roof that extends past the heads of people in the back. This creates what Polestar CEO Thomas Ingenlath calls “a new kind of immersive rear occupant experience.” Our biggest question is what kind of experience does the massive blind spot create for the driver? For those who don’t rely on their side mirrors, it could be a pain in the ass.PolestarDon’t get us wrong, we think the 4 looks handsome as heck, with its short overhangs and fastback roofline. Its split headlights and full-width taillights provide distinctive bookends, and dimensionally it’s somewhere between the high-riding Polestar 2 hatchback and the Polestar 3 SUV. Measuring 190.5 inches long and 60.8 inches tall, the Polestar 4 exists in the evolving gray area between hatchbacks and SUVs. It’s built on the Sustainable Experience Architecture developed by Geely, Polestar’s parent company, and the platform will also underpin the Polestar 5.New Performance BenchmarkThe Polestar 4 is billed as the quickest model the brand has ever built. While that’s not much to brag about—considering its limited benchmarks—the 544-hp dual-motor all-wheel-drive model is claimed to hit 62 mph in 3.8 seconds. That’s slightly quicker than the 2023 Polestar 2 Performance we tested, which hit 60 mph in 3.9 seconds. The company doesn’t mention acceleration claims for the 272-hp singe-motor rear-drive Polestar 4, but it does claim to be targeting over 300 miles of EPA-estimated range. Both configurations share a battery with 94 kWh of useable capacity. There’s currently no word on charging times, but the peak charging rate is said to be up to 200 kilowatts using a DC fast-charger; a 22-kW onboard charger is also included. Thanks to bi-directional charging, the Polestar 4 can also be used to power other electronics. This vehicle-to-load capability is available on some other electric vehicles too, such as the Kia EV6 and Hyundai Ioniq 5.Along with wheels sizes between 20 and 22 inches, the Polestar 4 is offered with a Performance package that includes the largest rollers as well as Brembo four-piston brakes and unique chassis tuning. The upgrade also brings gold-colored brake calipers, seat belts, and valve caps. Other options include the Plus Pro pack with color-coded exterior details, illuminated interior bits, and electrochromic glass so the standard panoramic roof’s opacity can be changed.Inside the Newest PolestarDespite the polarizing decision to not have a rear window, the Polestar 4’s interior looks properly luxurious. Spanning an enormous 84.2 inches wide, and with a 118.1-inch wheelbase, the cabin should be incredibly spacious too. Along with available heat, ventilation, and massage for the front-seat passengers, the rear seats have room to recline, and there’s ambient interior lighting that’s said to evoke the solar system. The sophisticated dashboard features a horizontally oriented 15.4-inch touchscreen running Android Automotive OS with myriad Google-based apps. There’s an optional 1400-watt, 12-speaker Harman Kardon sound system too. The driver faces a 10.2-inch digital cluster below a head-up display. The latter includes an innovative setting that changes the text color from white to yellow to improve visibility in snowy conditions. There’s a host of standard driver assists, including a driver-monitoring system that Polestar points out “only relays data and does not record video”—lest anyone be worried about privacy. There’s also an optional Pilot package that enables the electric SUV to change lanes by itself when commanded.For those who care about the sustainability of their EV, Polestar provides supply-chain transparency and a full lifecycle assessment. The new 4 model heavily relies on recycled materials, from knit upholstery made from recycled polyester to floor carpets made from reclaimed fishing nets to door panels that are said to save plastic and weight. Nappa leather is also available, but it’s said to come from welfare-secured animals.Coming to America in 2024The 2025 Polestar 4 will first go on sale in China, with production set to start this November at the Geely-owned plant in Hangzhou Bay, China. More information regarding the North American models will come sometime in 2024, with the 4 slated to reach U.S. driveways later that year. Polestar says pricing is expected to start at $60,000—roughly $25K less than the base price of the forthcoming 3 SUV.When asked if Polestar 4s in all markets would come without a rear window, a company spokesperson confirmed they would. We think that’s a bold move, but there’s no looking back now.Other Upcoming PolestarsThis content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior EditorEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

The 2024 Lincoln Nautilus arrives with a stylish interior centered around a 48.0-inch display extending across the dashboard, operated via an 11.1-inch touchscreen below.The Nautilus also adds a new hybrid powertrain, with the turbocharged 2.0-liter four-cylinder working with an electric motor to spit out a combined 310 horsepower.The first units of the 2024 Nautilus, which will be manufactured in China, will reach showrooms early next year.The 2024 Lincoln Nautilus was revealed today, showing off a handsome exterior and a high-tech cabin with a 48.0-inch display spanning the width of the dashboard. This is the first major update since the MKX crossover took on the Nautilus moniker in 2019, and the new generation of Lincoln’s two-row mid-size SUV also adds a hybrid powertrain.The Nautilus looks bolder than before, with a more purposeful stance and a horizontal LED light strip that extends out of the headlights, meeting at the illuminated logo in the center of the larger grille. All Nautiluses feature a blacked-out roof, and the LED taillights incorporate a light-up “Lincoln” font. The door handles are hidden in the window trim, like on the Continental sedan that ended production in 2020.Acres of ScreensThe real talking point is inside, where two 24.0-inch screens join to create a massive 48.0-inch unit stretching across the entire cabin, controlled by an 11.1-inch touchscreen that sits closer to the driver. Lincoln says that the screen helps drivers remain focused on the road by keeping important information higher in their sight line. The display is easily customizable by dragging and dropping different widgets from the touchscreen below, while a “calm” mode completely shuts off the right side screen. The 48.0-inch display flows into a unique trim piece on the doors with wave-like surfacing and backlit by LEDs that can change colors.Fragrances, Leather, and MassageThe expansive screen also plays a key role in “Lincoln Rejuvenate,” a new feature that sees the screen, audio system, interior lighting, and massage seats combine to put on a performance that is meant to relax and reenergize the driver. For the first time on a Lincoln, an optional diffuser will also disperse one of three fragrances throughout the cabin during the “Rejuvenate” function. Rich leather, ambient lighting, and a crystal-like finish to the buttons and dials gives the interior a luxurious feel, and the Nautilus will be offered with 24-way power adjustable seats and a 28-speaker Revel audio system. Heated and ventilated front seats come standard, while heated second row seats are optional on lower trims and standard on the Black Label. All Nautiluses include wireless Apple CarPlay and Android Auto capability, while Alexa is integrated as a voice assistant for controlling the vehicle and smart home devices. No More V-6The Nautilus no longer offers a V-6 under the hood, swapping the six-cylinder motor for a hybrid powertrain that mates a turbocharged 2.0-liter inline-four with a 134-hp electric motor for a total of 310 ponies. The hybrid setup—offered across the entire Nautilus lineup—is 25 hp down on the outgoing V-6 and is hooked up to a continuously variable transmission. The base engine is a turbocharged 2.0-liter—also offered in the Corsair—that spits out 250 horsepower and 275 pound-feet of torque, down 5 pound-feet on the 2023 four-cylinder Nautilus. The entry-level engine is still paired with the same eight-speed automatic as the outgoing model, but front-wheel drive is no longer available, with all 2024 Nautiluses all-wheel-drive as standard. While the three-row mid-size Aviator mounts its engines longitudinally, the 2024 Nautilus rides on a version of the transverse C2 platform that also underpins the Corsair and Ford Escape.The base Premiere trim rolls on 19-inch wheels, while the Reserve is fitted with 21-inchers and the Black Label upgrades to 22-inch wheels. An adaptive suspension is optional. All 2024 Nautiluses are equipped with BlueCruise, Ford’s hands-free highway driving tech, with a 90-day free trial for the lower trims and four years included on higher trims before it becomes a paid subscription. The latest version of BlueCruise will now execute lane changes when the driver activates the turn signal, and will also suggest lane changes if you get stuck behind slower vehicles. A whole suite of other driver assist features are also standard, including adaptive cruise control.The 2024 Nautilus will be built in China, at the Hangzhou factory that is part of Ford’s joint venture with Chinese automaker Changan, with the first units set to hit dealerships in the U.S. in early 2024. Pricing has yet to be released, but we expect a slight increase over the outgoing model’s $46,220 base price.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Associate 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

The 2024 Buick Envista is bigger than the Encore GX while undercutting its price by $3400, and it will start reaching customers this summer.The front-wheel-drive-only crossover coupe is powered by a 136-hp 1.2-liter turbo three-cylinder engine.We don’t expect it to be terribly lively, but its real strength may be its price: even the top-end Avenir trim starts under $30,000, and the base model starts at a very budget-friendly $23,495.With sheetmetal that looks as stylish and expertly tailored as the clothes in Stanley Tucci’s closet, the 2024 Buick Envista looks a cut above its surprisingly affordable $23,495 starting price. It’s also pretty roomy: its 106.3-inch wheelbase and overall length of 182.6 inches mean the Envista packs 4.1 inches more space between its wheel centers and casts an 11.2-inch-longer shadow than the squarer (and $3400 pricier) Encore GX. Related StoriesDespite its bigger footprint, the fastback Envista’s cargo hold is less spacious than that of its smaller and squarer sibling. At just 20.7 cubic feet with all seats in place, and 42.0 cubes with the 40/60-split rear seatbacks folded, the Envista’s cargo space falls short of the Encore GX’s by 2.8 and 8.2 cubic feet, respectively. Power comes courtesy of a turbocharged 1.2-liter three-cylinder engine mated to a six-speed automatic transmission that pushes the engine’s 136 horsepower and 162 pound-feet of torque to the Envista’s front wheels. Want all-wheel drive? Then look at an Encore GX.Don’t expect much in the way of acceleration, given that a 155-hp Encore GX with all-wheel-drive and a nine-speed gearbox needed 9.3 seconds to hit 60 mph. We wager the less powerful Envista with its fewer cogs will require even more time to hit that mark, even without the added weight of all-wheel drive.Preferred, Sport Touring, and Avenir TrimsBuick will offer the Envista in three different trims when it kicks off sales of the small SUV this summer: the entry-level Preferred, midlevel Sport Touring, and top-line Avenir. The latter trim will sticker for $29,695 and includes the likes of 19-inch wheels and a Watt’s-link rear suspension in place of the torsion beam used on lesser Envistas. Adding 19-inch wheels to the $25,195 Envista Sport Touring also nets the Avenir’s upgraded rear end. A set of 18-inch wheels and tires come standard on the Sport Touring, while 17-inchers are included with the base Preferred.Every Envista includes an 8.0-inch digital instrument cluster, an 11.0-inch infotainment screen, automatic high-beam headlights, automated emergency braking, lane-keeping assist, and lane-departure warning.The 2024 Buick Envista may lack the dynamic performance we crave, but there’s no arguing this small SUV’s attractive wares and affordable price are sure to at least pique the interest of today’s automotive consumers. Senior EditorDespite their shared last name, Greg Fink is not related to Ed “Big Daddy” Roth’s infamous Rat Fink. Both Finks, however, are known for their love of cars, car culture, and—strangely—monogrammed one-piece bathing suits. Greg’s career in the media industry goes back more than a decade. His previous experience includes stints as an editor at publications such as U.S. News & World Report, The Huffington Post, Motor1.com, and MotorTrend. More

From the May 2023 issue of Car and Driver.This infatuation with turning everything into an off-roader has gone off the trails. Porsche turned the iconic 911 into the dirt-spewing Dakar. Lamborghini is ready to get down and dirty, not with the Urus SUV, but with the 602-hp Huracán Sterrato. Even Toyota’s Sienna Woodland Edition, a lifted minivan, has found a new way to make kids regurgitate chicken nuggets. Now Ford is adding to the craze.Deep within Ford’s Dearborn headquarters, there’s a mindset to Raptorize everything. Going full desert racer with the F-150 was the godfather of the concept. The Bronco Raptor that followed was a no-brainer. That the philosophy trickles down to the upcoming Ranger Raptor makes sense. Even giving the treatment to the Explorer and Expedition doesn’t seem far off. But to turn the Mustang into a trail-prepped coupe seems like a stretch. Or is it?We should’ve seen this coming years ago when we noticed splined front hubs on the sixth-generation Mustang. Naturally, we anticipated all-wheel drive in the future to enable blistering acceleration, not to turn the backwoods into rally circuits.More on the MustangThough just about any of Ford’s many engines will nestle into the Mustang’s engine bay, the Raptor’s offering will be what Bronco enthusiasts are pining for: a nearly 500-hp 5.0-liter V-8. Sorry, folks, no manual-transmission option here. Also, don’t expect a two-speed transfer case. To make the most of the limited space in the drive tunnel, a 10-speed automatic will route torque to all four wheels through an electronically controlled center differential. Of course, a Mustang Raptor R with a 700-plus-hp supercharged 5.2-liter V-8 will arrive sometime later—because why not?Keeping true to the Raptor heritage, Fox Live Valve dampers will pad the landings when it’s time to get all Bo and Luke Duke. Bespoke suspension components and elongated springs will provide a 2.0-inch lift, and an abundant number of underbody bash plates will protect the Mustang’s vitals from harm. All-terrain tires will tuck into the cladding-protected fenders.As the seventh-generation Mustang reaches dealerships later this fall and the inevitable street-oriented performance models follow, the Raptor variant should arrive in 2026. Like all Raptors, it won’t come cheap, but it’ll cost a lot less than a lifted Lamborghini. The limited run of off-road Mustangs should start around $90,000, expect to pay more for mudflaps. STEVE KRAUSSIn February 1992, long before anyone at Ford dreamed of an off-road Mustang, C/D conducted a mustang-versus-Mustang test that pitted an equine member against a Fox-body Mustang GT convertible on a dirt track. Tang the mare ran the quarter in 34.3 seconds at 25 mph; the Mustang GT did it in 17.0 seconds at 89 mph. Based on its as-tested price, the horse won.Senior Testing EditorDavid Beard studies and reviews automotive related things and pushes fossil-fuel and electric-powered stuff to their limits. His passion for the Ford Pinto began at his conception, which took place in a Pinto. More

If you want an EV but insist it must be a sybaritic retreat, the ultra-glamorous Mercedes-Maybach EQS680 SUV goes on sale this fall.Despite its size, the EQS has no third row, and the second row comes with separate passenger seats (although a bench is optional).Front and rear motors offer up 649 horsepower and 700 pound-feet of torque, the same as you’d get in the Mercedes-AMG EQS sedan.When the world’s movers and shakers take to the air, they typically fly private, an exceedingly carbon-spewing form of transport, but when ground bound, they might prefer to make an environmentally sensitive statement. Mercedes-Benz is attuned to this zeitgeist, which is why it’s rolling out the first EV for its Maybach sub-brand, the Mercedes-Maybach EQS680 SUV.Related StoriesBased on the Mercedes-Benz EQS SUV, the Maybach version layers on the brand’s characteristic veneer of cushy comfort and extra glitz. The extra glitz starts up front with a Maybach-specific look. In place of the large front grille of the brand’s gas-powered models, those characteristic vertical chrome bars are instead rendered in a solid front fascia. The stand-up hood ornament is another nod to tradition, although you’ll note that it’s a Mercedes three-pointed star rather than the Maybach logo. Not to worry, there are numerous Maybach logos scattered about the exterior. The outer pods in the lower front bumper, for instance, each contain a mass of logos. The extra-large wheels (21-inch at launch with 22s to follow) with their solid-disc appearance are another Maybach brand cue, as is the thick band of brightwork outlining the side windows. Two-tone paint is optional. Running boards are standard and are illuminated. The EQS SUV’s utilitarian third-row seat is banished from the Maybach. (Presumably, if buyers need to travel with more than five, they just requisition a second Maybach.) The example we saw had individual rear seats, although a three-passenger bench can also be had. The individual chairs are fully powered and include extendable leg rests—the bench’s outer positions have this feature as well. There’s a fixed bulkhead behind the seats, sealing off the luggage compartment. With the individual rear seats, the bulkhead flows down between the chairs and is finished with the same wood or black lacquer trim material (either one with striped aluminum inlays) as is found on the dash, door panels, front seatbacks, and console. A trap door between the rear seatbacks accesses a refrigerated compartment. That’s where you’d keep the chilled champagne, and the center console has two sets of cupholders, one with clips at the bottom to hold stemware (such as the available silver-plated champagne flutes). The fridge unit, though, takes up a significant portion of the trunk space, so it’s designed to be easily removed if the journey calls for more Louis Vuitton cases and fewer chilled champagne bottles. The rear console also includes a removable tablet, and there are 11.6-inch infotainment screens in the front seatbacks. On the C-pillars, stylized lamps again feature the Maybach logo, and the ambient lighting adds Maybach-exclusive color schemes. There are also pillows, small ones attached to the front and rear headrests with larger throw pillows for the rear-seat passengers.For the chauffeur, the environs are not much changed from those of the Mercedes EQS SUV, although the pedals have been dressed up. The Hyperscreen is present, of course, and there’s a Maybach-specific welcome screen and instrument-cluster display option. There’s also a Maybach-exclusive choice among the artificial “soundscapes” available if passengers don’t want to cue up anything on the standard 4D Burmeister stereo. There’s also an exclusive fragrance for the built-in ionizer: No. 12 Mood Ebony. Disappointingly, it doesn’t smell like money, instead pairing sandalwood and spices. In place of the EQS580 SUV’s 536-hp powertrain, the Maybach EQS SUV borrows a more potent set of electric motors from Mercedes-AMG. The front and rear motors are good for 649 horsepower and 700 pound-feet of torque, the same as in the Mercedes-AMG EQS sedan —although it’s missing the AMG’s boost function that temporarily bumps output to 751 hp. Still, Mercedes is claiming a 4.1-second 0-to-60-mph time. The suspension, with air springs and adaptive dampers, gets a Maybach-specific tune, while a “Maybach” drive setting replaces the default Comfort mode and prioritizes a smooth ride for rear-seat passengers. Four-wheel steering (with the rear wheels turning up to 10 degrees) is standard here, to aid maneuverability.A 108.4-kW battery (same as in the Benz version) is said to be good for 372 miles of range on the European WLTP cycle. The Maybach EQS adopts the front-axle disconnect just introduced in the EQE SUV as well as that model’s heat-pump HVAC system. The Maybach EQS is capable of recharging at up to 200 kilowatts.The Mercedes-Maybach EQS680 SUV goes on sale this fall.Deputy Editor, Reviews and FeaturesJoe Lorio has been obsessed with cars since his Matchbox days, and he got his first subscription to Car and Driver at age 11. Joe started his career at Automobile Magazine under David E. Davis Jr., and his work has also appeared on websites including Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB, and TrueCar. More