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      in Car Reviews

      2021 Porsche Taycan Turbo S Cross Turismo: A More Versatile Rocket

      by

      This is a story about a hole, specifically the one concealed by the rear hatch of the new 2021 Porsche Taycan Turbo S Cross Turismo. We point this out because the rest of the car is largely the same Tesla-fighting high-performance electric four-door platform that bowed for the 2020 model year.
      For several years now, Porsche has applied its Sport Turismo wagon treatment to versions of the Panamera four-door. A similar formula applies to the Cross Turismo variant of the recently introduced Taycan: new rear fenders, a longer roof, and, in the case of the Taycan, a new rear hatch in place of a trunk. Porsche has yet to release full details of the car, but it also features subtle moldings around its wheel arches and the standard air springs will likely provide a bit more ground clearance than the Taycan sedan. We’ve yet to drive a production model, but we did get a brief stint in a European-spec prototype, which was in California for photography ahead of its on-sale date this summer.

      Porsche Taycan vs. Tesla Model S: The Test

      Tested: 2020 Porsche Taycan 4S Is for Drivers

      Porsche Confirms Taycan Cross Turismo Wagon

      One of the legendary slices of road in Southern California is a chunk of Sunset Boulevard that runs from the 405 freeway east through Beverly Hills, alongside Bel Air, and down to the pink glamour of the Beverly Hills Hotel. It’s approximately the same route used to film the notorious Ferrari versus Porsche race in the 1984 film Against All Odds. And with traffic lightened by COVID-19 lockdowns, it was a good afternoon to be on that stretch of pavement.

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      Porsche

      Sunset Boulevard dips, banks, and generally feels perfect for the Taycan Turbo S. The car deftly manages its tonnage through sweeping corners. It squirts through traffic with instant electric torque, and the Taycan dominates the West Los Angeles zeitgeist by being both a badass Porsche and a virtuous electric. The addition of a fifth door does nothing to affect the Taycan Turbo S’s performance credentials. While the Turbo S’s drivetrain is just as quiet in the Cross Turismo as it is in the sedan, the open cargo area does seem to make the noise from the tires slightly more audible. But it will also offer far more space than the sedan’s 16-cubic-foot trunk.
      We expect the Cross Turismo model to weigh just slightly more than the over-5000-pound Turbo S sedan. But any difference between how the two body types handle was undetectable on our short drive. The Taycan, unlike many other electrics, isn’t imbued with the type of strong regenerative braking when lifting off the throttle that allows for one-pedal operation. Porsche wanted the Taycan to feel much like its other models, which means using the brake pedal to engage the regen function and the very capable friction brakes.
      The substance of the Turbo S model’s awesomeness centers on its two electric motors—one at the front axle and one just behind the rear axle. Filling the space between them is a tray holding 396 battery cells delivering electric current at 800 volts. In normal operation, that’s good for 616 horsepower, but activate the overboost feature with launch control engaged and the output briefly jumps to 750 horses. Torque is simply astonishing, with 774 pound-feet present in overboost from the moment the motors start turning. From our previous testing experience, the Taycan Turbo S sedan warps to 60 mph in 2.4 seconds and obliterates the quarter-mile in 10.5 seconds at 130 mph. A small reduction to the Turbo S sedan’s 192-mile EPA-rated range is expected.

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      Porsche

      Let us acknowledge here that there is no actual boost involved in any electric car, and that the Taycan’s Turbo S modifier stems from Porsche’s glorious internal-combustion past (and present). There are no turbochargers in the Taycan Turbo S. If that bothers you terribly, but you still want a low-slung Porsche with an adult-habitable back seat, migrate across the showroom to the Panamera lineup. Those come with actual turbos.
      The catch with the Porsche Taycan Turbo S Cross Turismo has nothing to do with its substance and everything to do with its price. To take this brilliant machine home will surely require spending even more than the Turbo S sedan’s $186,350 entry fee. Plan on $200K or so if you indulge in Porsche’s seemingly endless list of options. That may not make the Taycan Turbo S a value proposition, but it is the best driving electric four-door you can currently buy. The big hole in the back of the Cross Turismo just makes it a little more versatile.
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      in Car Reviews

      2011 Saab 9-5 Aero XWD: Not Too Little, But Maybe Too Late

      by

      From the December 2010 issue of Car and Driver.
      Saab’s 11th-hour rescue at the hands of Spyker recalls one of our favorite stories of redemption. Although few would call GM’s stewardship of Saab “excellent,” it was certainly an adventure, and the parallels to the 1989 cinematic masterpiece Bill and Ted’s Excellent Adventure are strong. The heroes in both stories coasted for 20 years or so before being saved from the brink of disaster: Bill and Ted by a time-traveling rock groupie from 700 years in the future, Saab by an equally unlikely Dutch supercar maker. And forecasts for Saab’s future under Spyker are dubious—“Bogus Journey” may turn out to be as apt a descriptor for the follow-up to Saab’s GM interlude as it was for the Bill and Ted sequel. Spyker scooped up the gasping Saab for a $74-million song, plus $326 million in shares of the newly formed Saab Spyker Automobiles.

      2011 Saab 9-5 Turbo Four Tested

      Saab Spyker CEO Victor Muller says that, by 2012, the company will break even, with worldwide sales totaling just 85,000. Saab sold fewer than 18,000 cars in the U.S. in 2008, but its global sales total actually exceeded the magical 85,000 by roughly 10,000 units. And this was with mostly outdated and/or badge-engineered products. Prior to this 2011 model, the 9-5 had gone 13 years without a redesign—twice as long as most cars today.

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      Saab

      And then along comes this knockout. The taut styling invites long stares, and the aggressively tapered greenhouse and blacked-out pillars identify this as a Saab—the first in a while that doesn’t look like a ’90s model. Two trim levels ultimately will be available. The base model will be powered by a 220-hp, 2.0-liter turbocharged inline-four and will be offered with a choice of six-speed manual or automatic transmission and front- or all-wheel drive. For now, only  the uplevel Aero is available, powered by a turbocharged 2.8-liter V-6 that churns out 300 horsepower and 295 pound-feet of torque. This is paired exclusively with a six-speed auto and Saab’s XWD all-wheel drive.
      Cool touches abound inside, neutralizing the sea of black plastic in which they swim: The IP needles are rendered in neon-slime green; the shifting-matrix air vents look likethey were inspired by the same ’80s music videos that Bill and Ted watched; and the start button is mounted in Saab’s traditional ignition-switch location on the center console. Nestled into the middle of the speedometer is a high-resolution display showing supplementary  vehicle, navigation, or audio information; a head-up display is optional. In a nod to Saab’s aeronautical past, the IP display can show speed in an altimeter-style scrolling readout that, combined with the traditional speedometer surrounding it and the head-up display, results in triplicate reporting of velocity and zero convenient alibis for the question, “Do you know how fast you were going?”

      HIGHS: Bodacious bod, smart luxocar tech inside, seriously sticky cornering performance.

      A chassis controller that Saab calls ­DriveSense is standard on Aero cars, optional on the upcoming 2.0T. It offers three positions: comfort, intelligent, and sport, with intelligent being the default. In sport mode, the steering gets heavier, the throttle and the shift mapping become more aggressive, and the shocks firm up. “Intelligent” is the same as “comfort,” but it mimics the sport mode’s shock and steering settings under hard cornering.
      Even widely available gadgets and functions are executed here with an extra degree of thought. For example, Saab’s lane-departure warning chime is particularly shrill when the car drifts over a line, but it is programmed not to beep if it detects steering input. So, while most systems scold the driver for making unsignaled lane changes, the Saab does a better job of detecting the driver’s intentions and spares most of the nannying.

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      JOHN ROE, THE MANUFACTURER

      It’s comfortable inside, too. The fantastic bolstering of the front seats had some staffers suggesting that GM keep these thrones and install them in the Corvette. Firm bottom cushions keep them comfortable all day long. Those confined to the back seat will be pleased, too, as the Saab offers more space than the BMW 5-series and Mercedes-Benz E-class. Saab may not enjoy the cachet of those cars, but comfort doesn’t care.
      What appears to be a haphazard scattering of  buttons across the center stack turns out to be highly intuitive, and specific functions are easy to locate. Most tasks are controlled via an eight-inch display, navigated either by poking the screen or twirling a knob below it. The menu structure is logical and the range of options offered is impressive, allowing drivers to tailor exactly what differs, for example, between DriveSense’s comfort and sport modes.

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      JOHN ROE, THE MANUFACTURER

      Although the 9-5 tested here is the top-of-the-line Aero model with a turbocharged 2.8-liter V-6, its speed is only middle-of-the-road. Zero to 60 in 6.3 seconds isn’t slow, but we expect a bit more from a 300-hp, $50K luxury car. This is the same engine we savaged for its nonlinear power delivery in our review of a Cadillac SRX [August 2010] and the same V-6 that Saab has been using for years. With the 9-5, we noted nowhere near the dissatisfaction we found with the SRX and attribute that to the Cadillac’s extra 400 pounds and resultant slower acceleration magnifying the fluctuations. However, this aging engine is far less linear than the latest direct-injection turbo mills.
      Still, power builds so quickly that, in first gear, you need to grab the paddle to upshift by 5500 rpm if you don’t want to crash into the fuel cutoff at 6500. Turbo lag isn’t much of an issue—it’s just one continuous pull unless you’re slow on a shift and hit the redline. Then the drivetrain takes a second to collect itself, shift, and spool back up before you get full acceleration.

      LOWS: Awfully expensive for a Buick LaCrosse, could use more power for the money.

      The automatic has paddle shifters mounted to the back of the steering wheel, and in manual mode refuses to upshift until ordered to do so. There’s an attempt at mimicking rev-matched downshifts, but the result is obviously an automatic transmission falling down a gear.
      The 9-5 rides on GM’s Epsilon II platform, architecture it shares with the Buick LaCrosse and Regal as well as assorted GM products. Up front, Aero models pack GM’s new-for-2010 “HiPer Strut” suspension, a sort of modified MacPherson strut that GM says better maintains negative camber under hard cornering (resulting in a more consistent contact patch) and also reduces torque steer; 2.0T models get conventional struts. Out back, both cars ride on a multilink arrangement. Our results are a testimony to the efficacy of the setup, as the 9-5 was utterly free of torque steer, although all-wheel drive tends to help minimize that, too. It stuck to the skidpad with 0.89 g, a number that matches the last 335i sedan we tested. Braking from 70 mph also approaches the 335i’s, taking 173 feet, just five feet more than the BMW. Saab’s XWD mitigates understeer in the front-heavy 9-5, though the nose still leads the way at the limit.

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      Saab

      The 9-5’s steering is heavier than the LaCrosse’s and weights up nicely as cornering forces build, but the wheel offers only slightly more feedback than the Buick’s. The car’s cornering ability, however, comes at the expense of ride. Even with DriveSense in comfort mode, the driver feels—and hears—a lot of movement from below. Rotate the knob to the sport setting, and the car’s body is tied even more directly to the road surface. Body movements are much more restrained, but surface imperfections send sharp jolts through the structure. Unless the asphalt is still steaming, it’s better to leave the car in comfort mode.
      At the 2.0T model’s expected starting price of about $40,000, the 9-5 is a compelling luxury alternative. But an Aero version loaded up like the one tested here crests $50,000. That price nets a fully loaded 335i, a car that is pretty much perfect. Or, if you need the back-seat space, a comparo-champ Audi A6 3.0T.

      THE VERDICT: Strange things are afoot in Trollhättan, and, for once, they are good.

      Compared with the pedigreed European luxury marques, Saab is all but invisible to consumers who don’t think it’s already dead. Spyker’s first task is to proclaim to the masses that Saab is indeed destined to survive—and is about to do so with the marque’s best-looking frontman in a long time. While we can’t see the new 9-5 stealing many sales from the German elite, if Saab can keep that break-even point low, the handsome new sedan ought to divert enough sales from GM and other mid-luxury players to keep this new adventure from turning out to be way bogus.

      Specifications

      SPECIFICATIONS
      2011 Saab 9-5 Aero XWD
      VEHICLE TYPEfront-engine, 4-wheel-drive, 5-passenger, 4-door sedan
      PRICE AS TESTED$52,360 (base price: $48,390)
      ENGINE TYPEturbocharged and intercooled V-6, aluminum block and headsDisplacement170 in3, 2792 cm3Power300 hp @ 5500 rpmTorque295 lb-ft @ 2000 rpm
      TRANSMISSION6-speed automatic with manumatic shifting
      DIMENSIONSWheelbase: 111.7 inLength: 197.2 inWidth: 73.5 inHeight: 57.7 inCurb weight: 4265 lb
      C/D TEST RESULTSZero to 60 mph: 6.3 secStreet start, 5-60 mph: 7.0 secTop gear, 30-50 mph: 3.6 secTop gear, 50-70 mph: 4.4 sec¼-mile: 14.9 sec @ 97 mphTop speed (governor limited): 158 mphBraking, 70-0 mph: 173 ftRoadholding, 300-ft-dia skidpad: 0.89 g
      FUEL ECONOMYEPA city/highway driving: 16/27 mpgC/D observed: 17 mpg
      c/d testing explained

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      2021 Maserati Quattroporte Trofeo Needs to Be Weirder

      by

      The 2021 Maserati Quattroporte Trofeo isn’t weird enough. It ought to be louder than a hyperactive calliope, styled using Dadaesque chaos theory, and have an interior designed for a lobster. The Quattroporte should be for lunatics, not people who just want a Lexus with garlic butter. Yes, the Quattroporte is Italian. But it needs to be really, really, deeply Italian. Like stupidly, insanely Italian.

      2021 Ghibli, Quattroporte to Get Trofeo Trims

      2020 Maserati Quattroporte Is Not Special Enough

      The Trofeo is the high-performance version of the Quattroporte and sits in Maserati’s line alongside the smaller Ghibli Trofeo sedan and the Levante Trofeo SUV. At $148,085 to start, the 580-hp, twin-turbo V-8-powered Trofeo is at the top of three-model Quattroporte line. That’s two steps above the 424-horsepower, twin-turbo V-6 powered, rear-drive S model, and one step up from the $108,685 S Q4, which is the S but with all-wheel drive. The Trofeo is rear-drive only, making this the big, powerful, luxury four-door to buy if lurid burnouts are part of your commute.Keep in mind that the impressions reported here come from limited exposure to proctored laps run around Southern California’s Willow Springs International Raceway. More exposure to the Quattroporte Trofeo on actual streets is pending.
      The Quattroporte name, Italian for four-door, goes back to 1963. The first Quattroporte was a zany looking, Frua-designed model that seemed untethered to convention or reason. The first Maserati with a V-8, it seemed to be cross-eyed and going six directions at once. Only 776 were built.

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      Maserati

      The second Quattroporte was a V-6-powered front-driver that shared its chassis with the Citroen SM and had an awkward and angular body from Bertone. The third generation reverted to rear drive and V-8 with a Giugiaro body. The fourth Quattroporte resorted to a sort of brutalist battleship design ethos. Imposing and massive, a case could be made that its famed supercar designer Marcello Gandini’s least beautiful design. The Pininfarina-designed fifth-gen returned some of the elegance of the early generations. The in-house design of the current Quattroporte debuted in 2013 as a 2014 model and is the least adventurous of the bunch.
      While it may be the least adventurous, it’s the fastest of the predecessors. The 3.8-liter twin-turbo V-8 isn’t new, having been offered in the current Quattroporte since 2014. The engine is a version of the V-8 Ferrari installs in all the current Ferrari models. But while the current Ferrari versions displace 3.9 liters and use a flat-plane crank, the trident’s version has a shorter stroke and a traditional cross-plane crank. Yes, 580 horsepower is a lot of whinny, but the Maserati engine doesn’t have the same rev-happy personality of the Ferrari powerplants nor does it have the same brilliant contralto staccato voice. It feels, in a word, compromised.

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      Maserati

      Feeding back to ZF’s ubiquitous eight-speed automatic transmission, the Quattroporte Trofeo’s engine lacks the initial gut punch that comes from engines such as the twin-turbo 4.0-liter V-8s found in Audi’s S8, BMW’s latest M8 Gran Coupe, and the Mercedes-AMG S63. In the roughly 4750-pound Quattroporte, the acceleration lacks the stomach-flipping punch of the German offerings. Maserati claims a 4.2-second zero-to-to-mph mph time, but considering the 523-hp Quattroporte GTS we tested in 2015 did the deed in 4.1 seconds, the Trofeo should break into the high 3s.
      As one of the few high-powered sedans that hasn’t yet adopted all-wheel drive, it’s easy to break the rear tires free under acceleration. At least it is when the drive mode is set in Corsa, which dials back the strictness of the traction- and stability-control systems. Corsa is also the correct setting for using launch control. Since this is a conventional automatic, you’re essentially brake torqueing—holding the brakes to raise the engine’s revs to the torque converter’s stall point—and not engaging the high-rpm clutch dump of a dual-clutch automatic. As it takes off from a stop, the Quattroporte wags its tail before biting and thrusting forward.

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      Maserati

      Maserati has updated all Quattroporte interiors for 2021 with a new 10.1-inch center screen and tweaked the rest with nice use of wood and well-shaped seats. And with its long 124.8-inch wheelbase, there’s a lot of room in front and back.On track, the big sedan turns in accurately and the handling is secure. It hustles around Willow Springs quite well considering its mission is primarily about luxury and not being a track star. Even so, if you’re into carving a canyon road in your big sedan, there are better choices.
      Maserati would posit that it doesn’t need to be everything to all customers. BMW, Mercedes-Benz, and Audi can fight for the mass market. What Maserati needs to do is reorient itself for the connoisseur of the absurd, for the iconoclasts of the automotive world. The Quattroporte Trofeo is a quick luxury car, but it lacks presence, it lacks flair, it lacks the uniqueness and even goofiness of its forebears. Standing out is what a Maserati should do, the Quattroporte blends in too easily and never excites the senses. Maserati, it’s time to get weird.

      Specifications

      SPECIFICATIONS
      2021 Maserati Quattroporte Trofeo
      VEHICLE TYPEfront-engine, rear-wheel-drive, 5-passenger, 4-door sedan
      BASE PRICE$148,085
      ENGINE TYPEtwin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement232 in3, 3799 cm3Power580 hp @ 6750 rpmTorque538 lb-ft @ 2250 rpm
      TRANSMISSION8-speed automatic
      DIMENSIONSWheelbase: 124.8 inLength: 207.2 inWidth: 76.7 inHeight: 58.3 inTrunk volume: 19 ft3Curb weight (C/D est): 4750 lb
      PERFORMANCE (C/D EST)60 mph: 3.9 sec100 mph: 9.2 sec1/4-mile: 12.2 secTop speed (mfr’s claim): 203 mph
      EPA FUEL ECONOMY Combined/city/highway: 16/13/20 mpg

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      2021 Infiniti Q60 Red Sport 400 Struggles to Engage Its Pilot

      by

      The Infiniti Q60 Red Sport 400 AWD isn’t a great sports coupe. The great ones offer more engaging handling, better and more responsive steering, and even a manual gearbox. Those are all things we might get when the Q60’s cousin, the new Nissan Z, arrives later this year.

      2021 Infiniti Q60 Starts at $42,675

      Tested: 2017 Infiniti Q60 Red Sport 400

      The current Q60 debuted in 2017, and we’ve always found it to be more on the luxury spectrum than the sports-car spectrum. It’s certainly not the newest or most compelling sports coupe in its ever-shrinking segment, but the Infiniti Q60 Red Sport 400’s engine still has what it takes to make us smile whenever one comes around.
      The Red Sport 400 part of the name refers to the horsepower output of the twin-turbo 3.0-liter V-6 under the Q60’s hood. Power comes in at 400 horsepower and 350 pound-feet of torque. Base versions get a low-energy version of the engine with 300 horsepower. The new Z-car will employ a similar version of this twin-turbo powerplant, and that can’t come soon enough since the 3.7-liter V-6 in the current 370Z is long past its sell-by date. That Z is also expected to come with a standard six-speed manual transmission, whereas the Q60 buyer can only get a seven-speed automatic. Less likely to make it to the new Z is our test car’s ($2000) all-wheel-drive system. Like the standard Q60, the Z will be a rear-driver.

      Infiniti

      Winter weather prevented us from testing the 2021 car, but Infiniti hasn’t changed the Q60’s powertrain since we tested one in 2017. With all-wheel drive, a 400-hp Q60 posted a fleet 4.4-second run to 60 mph and a quarter-mile pass in 12.8 seconds at 111 mph. It’d likely be even quicker if the seven-speed automatic would shift faster.
      Slow shifts or not, we did appreciate the growls from the Red Sport’s boosted V-6’s exhaust, particularly at lower engine speeds. Running it near the 7000-rpm redline, however, leads to some gruffness. We were impressed enough by the tones coming from the exhaust that we looked under the car and noticed it had a $718 dealer-installed performance exhaust system that wasn’t listed on its window sticker.

      Infiniti

      There were no such tweaks to the chassis. There’s nothing glaringly offensive here; it just all seems a bit dull and not in line with what you expect of a 400-hp coupe. Back in 2017, the Red Sport measured 0.88 g of lateral grip and stopped from 70 mph in 164-foot stop, numbers that would be good for a family sedan but are only fair for a sports coupe.In Michigan, dry pavement is a rarity in January, but the roads dried and we ran out to our 10Best driving loop to shake the Q60 down. On our favorite loop, the Infiniti lacked the joy and composure of competitors like the Audi S5. Even an A5 is more fun than the Q. Infiniti offers a Proactive package ($1700) that adds Direct Adaptive Steering (DAS), a steering-by-wire system that Infiniti has been playing with for years. We’ve never loved that system and the steering weirdness it creates, but even without it the Q60 still lacks the responsiveness we expect in a sports coupe.

      Infiniti

      Along with the thrust from the Red Sport’s engine, much of the Q60’s appeal lies in its shapely bodywork. Our test car’s $695 Slate Gray paint and $2280 carbon-fiber trim made it a head turner. It’s a shame the interior’s dated look doesn’t match the exterior. Infiniti’s stacked infotainment screens and the materials aren’t commensurate with our test car’s $65,703 as-tested price. Base versions start at $42,675, and that’s about where this interior plays.
      The list of cars you could buy instead of this Q60 Red Sport 400 is long and includes the Audi S5, BMW M440i xDrive, and Mercedes-AMG C43 4Matic coupe. All of those choices offer more refinement and are more engaging and enjoyable to drive than the Q60. A Lexus RC350 F-Sport comes closest to the Q60 Red Sport’s mien, but while the Lexus two-door can’t match the Red Sport 400’s power and acceleration, it does cost significantly less. In fact, moving up to the V-8 powered 471-hp RC-F requires a mere $1297 more than the as-tested price of our Q60. The RC-F and the Q60 Red Sport 400 aren’t even in the same league. While we’re looking forward to a Z-car with the Q60’s strong twin-turbo engine, even with 400 horsepower the Q60 Red Sport 400 itself isn’t a compelling choice.

      Specifications

      SPECIFICATIONS
      2021 Infiniti Q60 Red Sport
      VEHICLE TYPEfront-engine, rear- or all-wheel-drive, 4-passenger, 2-door coupe
      BASE PRICE$59,125
      ENGINE TYPEtwin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 183 in3, 2997 cm3Power: 400 hp @ 6400 rpmTorque: 350 lb-ft @ 1600 rpm
      TRANSMISSION7-speed automatic
      DIMENSIONSWheelbase: 112.2 inLength: 184.4 inWidth: 72.8 inHeight: 54.5–54.9 inPassenger volume: 85–86 ft3Trunk volume: 9 ft3Curb weight (C/D est): 3900–4050 lb
      PERFORMANCE (C/D EST) 60 mph: 4.4­ sec100 mph: 10.5 sec1/4-mile: 12.8 secTop speed: 150 mph
      EPA FUEL ECONOMY Combined/city/highway: 21–22/19–20/26–27 mpg
      c/d testing explained

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      Tested: 1998 Mercedes-Benz C43 AMG Deserves a Manual

      by

      From the July 1998 issue of Car and Driver.
      For Mercedes-Benz’s C43 AMG intro, downpours in Phoenix and snows up in Arizona’s Tonto National Forest slicken the roads as if on Satan’s command. No luck, Lucifer—the C43 is slicker than you are. This tidy V-8-powered, AMG-altered four-door is Mercedes’s smallest sedan, but it’s second only to the S600 in quickness.
      [editoriallinks id=’8c1fd21b-ebe9-44fa-b793-c81059ddd260′ align=’left’][/editoriallinks]
      AMG is the preeminent modifier of Mercedes-Benzes. Remember the AMG Hammer tested in our December 1986 issue? The Hammer was the world’s greatest sports sedan—a Mercedes E-class bod stoked by a 5.5-liter V-8 wearing AMG twin-cam 32-valve heads. It put out 355 horsepower, did the zero-to-60 rush in 5.0 seconds, and ran 178 mph flat out. Of course, it cost—Hammers sold for as much as $160,000 in the United States, while stock Mercedes 300Es went for around $40,000.
      More-recent AMG projects have been less wild, more affordable, and available for sale at Mercedes-Benz dealerships with the blessing of a full factory warranty. The Mercedes-Benz C36 got the ball rolling in 1995. This fat-tired and bespoilered C-class mini-hammer had a heavily breathed-on straight-six that made 268 horsepower—74 more than in a stock C280. In 1997, the price paid for that performance premium was $17,847 ($53,842 total).
      [image id=’a73ad4e6-a1bc-4a77-9d27-d2a050b65379′ mediaId=’3f4b6856-d0f5-45f2-a014-ce739489d0d5′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]
      This year AMG has pounded the C-class engine room full of V-8 vroom. The “donor” engine in this case is Benz’s newly introduced SOHC 24-valve 4.3-liter twin-spark V-8, a modular cousin of the 2.8-liter V-6 that now powers the stock C280. Some specifics: pressure-cast aluminum block; aluminum oil pan and pistons; hollow forged­-steel rods; and dual-resonance, power-broadening intake runners. As fitted to the stock E430, this engine makes 275 horsepower at 5750 rpm, and 295 pound-­feet from 3000 to 4000 rpm. (The 4.3 will also appear in an ML430 sport-ute and a CLK430 supercoupe.)
      [pullquote align=’center’]HIGHS: Beautiful, exquisitely supportive seats; V-8’s great engine note; lunge of on-cam power; fabulous sound system.[/pullquote]
      AMG slapped on a higher­ pressure oil pump and oil jets to cool the bottoms of the pistons, a new twin-tube air-cleaner assembly to reduce restriction, and a modified magnesium intake manifold that is ported to improve airflow. Stiffer valve springs have been fitted, and the cast camshafts are replaced with modular ones that provide a bit more overlap. These modest tweaks improve high-­rpm output, raising the peak numbers to 302 horsepower at 5850 rpm and 302 pound-feet from 3250 to 5000 revs. The V-8 even boasts squeaky-clean exhaust emissions. To wit: M-B claims the engine performs at Ultra Low­ Emission Vehicle levels. The price premium is $18,564 more than a standard C280, or $54,559.
      As with the C36 and every vehicle Mercedes sells in the U.S., a five-speed automatic is the only transmission. This unit, borrowed from the SL500, “learns” a driver’s style and adapts the C43’s shift characteristics.
      [image id=’f75c8aa2-5b4a-49eb-be7e-d72fdf064073′ mediaId=’fca641cd-0365-4d54-acfa-13d8b7a0616e’ align=’left’ size=’large’ share=’false’ caption=” expand=” crop=’original’][/image]
      Our style consisted primarily of sledging this hammer around, foot to floorboard. The C43 AMG rewards this type of behavior with a mellifluous yet malevolent V-8 burble and right-respectable accelerative g-force. Our instruments measured 6.1 seconds to 60 mph and 14.7 seconds through the quarter-mile at 98 mph. Terminal velocity: 151 mph, drag limited. The C36, which had a poorer power-to-­weight ratio and taller gearing, managed to hit 60 mph in 6.0 seconds, and ran the quarter in 14.6 at 97 mph. It also hit its governor at 152 mph. Our test car fell shy of Mercedes’ own (typically conservative) 5.9-second zero-to-60 time and 155-mph governed top speed, which suggests that our mini-hammer might not have been wielding its full wallop. Even making full power, the C43 will lose drag races to its Bavarian rivals because they come armed with manual gearboxes. They’re the similarly sized but $14,000-cheaper BMW M3, or the larger but similarly priced 540i (either of which can rip to 60 mph in 5.5 seconds and blast through the quarter in 14.0 and 14.1 seconds, respectively).
      Still, some say there’s more to life than drag-stripping. For the C43, Mercedes modifies the C280 Sport suspension by adding higher-rate springs front and rear, and stiffer Bilstein gas-pressure “degressive-action” shocks (stiffest at first, then softer) with two-part piston and integral tension springs. Mercedes says they control body motions better than ordinary progressive-action (ever-increasing stiffness) layouts. Indeed, the C43 delivers precise ride control and handling without kidney-­crushing harshness. The aluminum V-8 is more compact and 44 pounds lighter than the C36’s iron-block inline six and those attributes improve handling.
      [pullquote align=’center’]LOWS: Price per pound of beef; power-sapping slush­box transmission. [/pullquote]
      The C43’s wheels are 17-inchers, 7.5 inches wide in front, 8.5 wide in back, mounted with Michelin Pilot SX tires, 225/45ZR-17s and 245/40ZR-17s—all stuffed inside subtly widened fenders. Huge internally ventilated, four-wheel disc brakes—13.1-inch fronts, 11.8-inch rear, all with floating discs and two-piston floating calipers for cooling—come from an AMG racing setup. They deliver such stopping power and fade resistance that all-out braking levitates you forward against the shoulder harness.
      [image id=’5c3f81a4-5207-47f3-986c-2ca33f2211cc’ mediaId=’92f528f0-080b-4083-88bb-1587bb5f612f’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]
      Subtly trimmed with modest spoilers and side skirts, the C43 performance flagship is a hot shot. It boasts an artful chassis—fine steering up front, plentiful power exiting at the rear for sporting balance. A pip to drive, it levers the power against the tail’s stability—give some, take some. Moisture on the macadam let you feel “automatic slip regulation” at work. ASR serves as traction control and as an electronic limited-slip differential. An “electronic stability program” works to sustain directional poise by selectively braking one wheel if your path wavers. Prefer less techno interference? Just cancel it by poking two dash buttons.
      Right away we feel enough “techspertise” in C43s to go scything along a writhing, weather-lashed Arizona byway so slithery it oughta squirt us off like watermelon seeds. The C43’s front buckets feature pneumatically adjustable lumbar and thigh supports, plus torso-bolstering “wings” to hold both the driver and passenger in place during force-seven floggings. Wondrously adjustable works of art, they’re as supportive as you’ll find.
      [image id=’a537f738-9bd1-48f7-9355-90ce2561e7a0′ mediaId=’476d9003-127b-4ac6-889b-4e7af222c0fe’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]
      The C43 doesn’t seem to have any direct rivals. Over at BMW, $56,512 buys the phenomenal 540i six-speed, the closest thing in the U.S. to an M5. (The real M5 is about to go on sale in Europe and will cost more, competing directly with the forthcoming Mercedes-Benz E55 AMG.) An M3 provides closer competition in terms of size, but costs $14,000 less and proves equally involving to drive.
      [pullquote align=’center’]THE VERDICT: A runner and a gunner but outgunned by BMW’s manually shifted supersedans.[/pullquote]
      Given a $56,000 wad of cash to blow on an exclusive sports sedan, our logical, rational side would probably steer us into the BMW store for that 540i. It’s faster, roomier, and handles about as well as the C43. But our illogical, romantic inner child might pester us into snatching up one of the 1500 C43 AMGs Mercedes plans to import during the next three years, just to listen to its urgent wail, to revel in its quick reflexes, and to play in those multi­-adjustable seats. This one is for fun.
      Counterpoint
      If Mercedes is trying to one-up the performance boys at BMW, it had better head to the parts bin for a manual gearbox. In zero to 60, zero to 100, and the quarter-mile, this C43 outruns the BMW M3 automatic, but gets creamed by the M3 manual. For $54,559, you should get perfection—and it would be perfect with a stick. This is one time that it’s not hyperbole to say that in hard acceleration you can actually feel your back being pressed into the seat. The engine’s sound is simply thrilling. Despite this arsenal of V-8 firepower, the car sticks hard and handles like a dream. The only worry an owner will ever have is the prospect of a passenger’s staining the gray upholstery. —Steve Spence
      [image id=’f9f1e027-a6f7-4d17-8f43-df9d862a1a8a’ mediaId=’cd7896d2-7300-4c72-a7bf-c211b143f425′ align=’left’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]
      In November 1994, the C/D editorial staff drew up an automotive wish list. Any car, any price, drive it daily for five years. My choice: the Mercedes 500E, a stealthy, stoic sedan with supercar grunt. This C43 AMG might be my pick today, although I’d hope for a livelier example than our test car. With five gear ratios instead of four, and a better power-to-weight ratio than the lusty 500E has, the C43 should have been quicker and faster. Nevertheless, its wild-‘n’-woolly exhaust note, quick reflexes, and tight grip on the road push all the same buttons that the 500E did. Of course, if I wait another year, I could have the E55 AMG—the true 500E successor. —Frank Markus
      A limited-production hot rod like this one should be right up my gasoline alley, but I’m having trouble getting fired up about the C43. Issuing it with an automatic gearbox only is hard enough to swallow. Its slamming gearshifts and spasmodic throttle response, though, make smooth, spirited driving virtually hopeless. Sure, the C43’s a lightning bolt in a straight line, but I can’t imagine that stoplight drags were this car’s intended mission. I don’t want to discourage carmakers from climbing out on a limb to satisfy enthusiasts, but at this price, Mercedes should have done much better. —Don Schroeder
      [vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle]
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      in Car Reviews

      2021 Maserati Ghibli Trofeo Puts AMG and M in Its Sights

      by

      Today, every Maserati comes with a built-in leap of faith. The 2021 Ghibli Trofeo shortens the distance of the jump and makes the risk very worthwhile.
      Maserati has enjoyed a spectacular history since 1914. Juan Manuel Fangio drove Maseratis to Formula One Drivers’ Championships in both 1954 and 1957, and Wilbur Shaw won the 1939 and 1940 Indianapolis 500 in one. There are great cars throughout Maserati’s past, and it deserves the reverence that its name commands. And yet for every high point in Maserati history, there’s been a mighty dip.Italian for trophy, the Trofeo name is being affixed to the Ghibli and Quattroporte for the first time. The name returns to mark a super-premium brand above mere regular Maseratis. It plays the same role as M at BMW, AMG at Mercedes-Benz, Blackwing at Cadillac, or Kirkland Signature at Costco. Currently, the Trofeo is applied to all three Maserati models—the mid-size Ghibli, the somewhat-larger Quattroporte four-door sedans, and the Levante SUV. The two-door GranTurismo and GranTurismo convertible models ended their run last year.

      View Photos

      Maserati

      To achieve Trofeo status, the Ghibli receives a Ferrari-derived twin-turbocharged 3.8-liter V-8 with 580 horsepower and 538 pound-feet of torque. In the context of modern turbocharged V-8s, however, that’s modest grunt. The 603-hp twin-turbo 4.0-liter V-8 in the Mercedes-AMG E63 S, for instance, knocks out 627 pound-feet, and the 591-hp twin-turbo 4.0-liter V-8 in the Audi RS7 wallops with 590 pound-feet.
      While the Maserati’s engine can’t quite measure up to those two, the Maserati sends its power to two wheels, not four. To make the most of the available traction, Maserati employs a launch-control system that works with the excellent ZF eight-speed automatic transmission. To activate it, point the steering straight ahead and select the Corsa driving mode. If you’re lacking in calcium and your femurs shatter holding down the brake and accelerator, that’s on you. Release the brake, and the car races forward.

      2021 Maserati Lineup Receives Visual Updates

      Maserati Ghibli, Quattroporte to Get Trofeo Trims

      Maserati claims the sprint to 60 mph requires 4.0 seconds. Both Germans are much quicker. Unlike its all-wheel-drive competition, the Ghibli Trofeo launch control allows some wheel spin, and the launch isn’t the gut punch you’d expect from this power level. Before the acceleration begins in earnest, there’s a slight yaw in the tail as the tires hunt for traction and the mechanical limited-slip differential figures out where to send the torque. There’s no hard slam of thrust but a sensation of the car working to find its footing. Keep going, and the Ghibli Trofeo will hit 203 mph, according to Maserati. That’s right there with the claims for the Charger Hellcat Redeye. Now that’s a consumer-relevant comparison that needs to happen.

      View Photos

      Maserati

      Maserati limited our exposure to the Ghibli Trofeo to the high-desert Willow Springs Raceway outside of Los Angeles. On the big track at Willow, the Ghibli Trofeo proved adept and easy to plant at the apex of each corner. These weren’t qualifying laps. Despite the 21-inch wheels wrapped in Pirelli P Zero PZ4s, the Ghibli is a luxury car first and a sports sedan second. At a tepid pace, the suspension deals with Willow’s sometimes ragged surface without complaint. In the most radical Corsa mode, the stability control loosens its grip and makes it easier to get in trouble. Not easy, but easier. The thrust out of corners is short of the insane charge of the other sedans in this class. On the road, the Ghibli Trofeo will likely feel incredibly quick.
      The Ghibli’s 118.0-inch wheelbase is 2.3 inches longer than that of a Mercedes-AMG E63 S, but the Maserati’s 195.7-inch overall length is 0.7 inch shorter than the German’s. It’s subtle, but those proportions and a taut skin-stretched-over-muscle appearance give the Ghibli a look that the rest of the class lacks. Maserati isn’t shy about adding swoops and flourishes that add to the aggressive countenance. For 2021, a restyled grille and new “boomerang” taillights add some zip to a design that was dang zippy when it first appeared back in 2013. To distinguish the Trofeo, there are some carbon-fiber pieces (because that’s what sporty sedans in the 2020s get) and a few red accents to announce the presence of the studly V-8 under the hood.
      Inside, there’s a new larger 10.1-inch touchscreen for controlling everything, including Android Auto and Apple CarPlay. The seats are comfortable, the console-mounted shifter is precise, and there are big paddles behind the steering wheel for satisfyingly quick shifts. Never on the cutting edge, the interior has a certain old-school charm now—analog gauges in an era obsessed with digital displays. It’s possible that in a few years the Maserati will look less dated than the current electronic fashion.

      View Photos

      Maserati

      The very best thing about the Ghibli Trofeo is that it isn’t an Audi, BMW, Mercedes, or even a Dodge Charger Hellcat. It might not be as quick as its competition, but it’s just as fiery. The Ghibli Trofeo is compelling because it sounds and looks different, and that makes it a unique proposition for an iconoclast. Just make sure you’re ready to part with the $115,085 that Maserati wants to help you stand out. That’s an eye-watering $41,400 more than the least-expensive Ghibli.
      Maserati’s history of ups and downs carry through to the massive depreciation suffered by its latest cars. Getting the most from the Ghibli Trofeo requires appreciating the allure of the marque’s history and finding it in the current car’s details and design. Be ready, however, for a big depreciation hit. That part is still a leap of faith.

      Specifications

      SPECIFICATIONS
      2021 Maserati Ghibli Trofeo
      VEHICLE TYPEfront-engine, rear-wheel-drive, 5-passenger, 4-door sedan
      BASE PRICE$115,085
      ENGINE TYPEtwin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement232 in3, 3799 cm3Power580 hp @ 6750 rpmTorque538 lb-ft @ 2250 rpm
      TRANSMISSION8-speed automatic
      DIMENSIONSWheelbase: 118.0 inLength: 195.7 inWidth: 76.6 inHeight: 57.5 inTrunk volume: 18 ft3Curb weight (C/D est): 4700 lb
      PERFORMANCE (C/D EST)60 mph: 3.7 sec100 mph: 8.9 sec1/4-mile: 11.9 secTop speed (mfr’s claim): 203 mph
      EPA FUEL ECONOMYCombined/city/highway: 16/13/20 mpg 

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      in Tools

      The 10 Car Battery Disconnect Switches 2021

      by

      We’ve all been there. You stuck your weekend car in the garage, then life happened, and now it’s been 4 months. The battery is drained because there’s some gremlin that’s draining your battery, and you didn’t know about it. Now what would have been a pleasant drive up the coast is a day spent looking for the charger you swear you had in the shed. Next time, throw a disconnect switch on your battery before you store it.
      If you are looking for a disconnect switch, we put together this guide for you. We’ll talk about the basics, give you a top ten list with reviews, and follow up with some in-depth stuff. In the end, we’ll try and answer any question you’ll have and get you informed as fast as possible.

      Battery Disconnect Basics
      There is nothing complicated about a disconnect switch; their entire function is summed up in the name. There are some key things to keep in mind when looking for one, though. First, let’s look at some of the reasons you might install a disconnect. Knowing the application will help you determine which features you want.
      Reasons to Install a Disconnect
      The following are the common reasons to install an on/off switch for your battery. We’ll go more in depth in the big guide on these.
      Security: If the battery does not provide power to the starter, a would-be thief can not start the car unless they connect it.
      Battery Longevity: Disconnecting the battery before putting a car in storage will prevent the battery from discharging while in storage.
      Convenience: When you work on a car, the first step is often “disconnect the battery.” If you work on your car a lot, it can save a ton of time if all you have to do is flip a switch.
      The Types of Disconnect Switch
      Two main categories separate different switches from one another: where they can be installed and how they operate.
      Install Location
      There are two primary places you can install a disconnect switch.
      On the Terminal: Many switches attach directly to a battery terminal.
      Remote: Remote switches can be installed anywhere that you can reach. You simply run the battery cable to the switch and then to the car.
      Operation Type
      There are basically four different ways that a switch will work.
      Rotary: A rotary switch is very simple and is the most common type. You just turn the dial on or off.
      Screw: A screw style switch uses a knob that you unscrew to turn off. They are very simple and hard to damage.
      Key: A keyed switch needs a special key to turn the switch on or off.
      Knife: A knife, or blade, style switch is a lever that makes a connection between two contact points.
      Other Considerations
      There are a handful of other considerations beyond the type of switch.
      Amperage Rating: We’ll talk more about amperage below. Generally speaking, it’s not something you have to worry about unless you have extra lights, an aftermarket sound system, or a larger vehicle. 100-200 amps is sufficient for most vehicles.
      Weatherproofing: Boats, off-road vehicles, and heavy equipment should use switches that are waterproof and protected from mud.
      Price: Disconnect switches are relatively inexpensive, but some do cost quite a bit more than others. You’ll have to pay more for high amp ratings, all-metal construction for durability, and specialized designs.
      Access: Most switches will be installed near the battery, so you need to be able to get to the cables and reach the switch. If you can’t, or don’t want to have an easily accessed switch for safety reasons, there are relay-based switches that can be installed anywhere.
      Looks: It’s probably not a priority for most people, but it’s nice to have a switch that fits into the theme of your build or is high-contrast and easy to find.
      That’s about it for features and qualities. When you look through our list, just note that primarily we wanted to make sure we have a good variety for you to choose from. That way, you can find the one that fits your needs the best, even if it’s not the one we think is the best.

      Top 10 Car Battery Disconnect Switches 2021
      1. Best Overall Switch: Kohree Battery Disconnect

      View on Amazon
      Why we like it: The Kohree Battery Disconnect is just a basic, easy to mount disconnect switch. It’s inexpensive and does its job; it’s hard to beat that combo.
      Editor’s Rating:

      Facts
      Install Location: Remote
      Type: Rotary Switch
      Amp Rating: 275
      The Best Feature
      The Kohree switch is just a simple on/off dial. Nothing really stands out about it, but it works just fine, and it’s inexpensive. It’s easy enough to mount, simple to use, and is instantly identifiable as a battery disconnect. Usually, that’s all you want.
      What Could be Better
      It’s all plastic, which means it won’t last as long as a metal switch. Most people don’t disconnect their batteries often, so this switch will probably last as long as your battery with no issue.
      The bigger issue is that it can’t be installed flush. In fact, it’s a little awkward to install altogether. It has plastic covers that keep debris out, which is nice but adds frustration to the process.
      How Does it Compare
      Everything else on our list has some specialty. That means if you need something specific, there’s probably a better option. For instance, if you have a high amperage application, there’s this switch that can handle a lot more current. If you need better security, this inexpensive switch is operated by a separate key. If flush mounting is important to you, this QuickCar switch is perfect.
      For most people, though, the Kohree Battery Disconnect is fine, and that’s why we recommend it.

      Pros
      Inexpensive
      Easy to use
      Easy to find

      Cons
      Not as durable as other switches
      Can be frustrating to mount

      2. Best Budget Switch: Top Post Master Disconnect

      View on Amazon
      Why we like it: These simple screw-style switches are inexpensive and couldn’t be easier to install.
      Editor’s Rating:

      Facts
      Install Location: On the terminal
      Type: Screw
      Amp Rating: 300
      The Best Feature
      The best thing about a screw style post mount switch like this is that they could not be easier to install. You pop the battery cable off and slip the switch onto the terminal. That makes installing these switches a very approachable project for anyone. They are also cheap, but unlike a lot of inexpensive things, they are still fairly strong.
      What Could be Better
      You have to mount it to the battery, which means you have to have access to the battery to use it. You also need space, although not as much as other styles of terminal mounted switches.
      The only issue that you might run into is that since they are so cheap, there are inconsistencies from part to part that affect the size and shape. You may find that it’s not quite big enough to just slip onto a terminal or that the post is too big for a standard cable end. It’s nothing a tap with a rubber hammer won’t fix, but it can be annoying.
      How Does it Compare
      We have a right angle switch here that installs and functions identically but can help if your cable routing doesn’t allow for the extra length this switch offers. Also, if you don’t have a standard post style battery, you’ll need a remote switch or a side post switch.
      You will have to spend more for just about everything else, though, even if it’s not much more. When a car part can be cheap and straightforward, it’s hard to justify spending more for a piece that performs the same.

      Pros
      Inexpensive
      Simple to install
      Durable

      Cons
      Won’t fit on some batteries
      Might need to be reshaped to fit your car

      3. Best Premium Switch: Flaming River FR1044

      View on Amazon
      Why we like it: If you are racing or just want something that is hardcore, you need a switch like this. It’s waterproof, impact-proof, and has its own sturdy mounting bracket.
      Editor’s Rating:

      Facts
      Install Location: Remote
      Type: Rotary Dial
      Amp Rating: 250
      The Best Feature
      The Flaming River switch can handle 2,500 amps for short bursts. That gives it the highest amp rating on our list and makes it one of the very few switches suitable for being installed on a large battery. People with bigger trucks or huge sound systems who need a shutoff will love that.
      What Could be Better
      It’s the most robust switch on this list, but it’s also the most expensive. Most of the time, that won’t be an issue. If you need a switch like this, especially if you’re building some kind of competition vehicle, chances are you’ve already spent a lot more on other components.
      The other issue, and it’s a really minor issue, is that it can disappear in an engine bay. The black mounting bracket and dull metal finish make it blend in with grease and bolts. It’s nothing some red paint can’t fix, but most other switches on this list are already high-contrast and easy to find.
      How Does it Compare
      The Blue Sea Systems switch is also an all-metal, waterproof, and high-current switch. Unless you really need the extra amp rating that this switch offers, the Blue Sea Systems switch will work just fine and save you a lot of cash.

      Pros
      Waterproof
      Heavy-duty
      High amp rating

      Cons
      Very expensive
      It’s probably more than you need

      4. Waterproof High-Current Switch: Blue Sea Systems

      View on Amazon
      Why we like it: This bright red switch is easily identifiable and easy to use, but the best part is that it can be installed in a variety of ways. That keeps everything clean and tidy under the hood.
      Editor’s Rating:

      Facts
      Install Location: Remote
      Type: Rotary Switch
      Amp Rating: 350
      The Best Feature
      It’s indestructible, has a high amp rating, and can be installed anywhere. If you have an RV or boat that has batteries in need of isolation, this is perfect. It’s especially good for RVs since it’s rated to 48v. A battery bank with 4 batteries can all be hooked to this single switch.
      What Could be Better
      It is a bit expensive. That’s because it’s made of metal and has beefy internal parts, which means that the quality is worth the price. It just is rather expensive for what amounts to a fancy light switch.
      It’s also not the most intuitive thing to mount. It has four holes through the case that you can run a bolt through, but if you are going to install it on a dash, it’ll protrude awkwardly, or you’ll have to source out a faceplate for it.
      How Does it Compare
      This switch sits comfortably between the Flaming River switch and the Kohree switch. It has a much higher amp rating than the Kohree but has a higher price to match. If you just need a simple switch for your car or RV and don’t need the extra durability or heft, the Kohree might suit you better.
      On the other hand, if you have a race car and need something even more robust, the Flaming River switch is what you need.
      If you have a boat, though, we consider this your best option. Even though the Kohree is technically rated for marine applications, you are going to want the extra quality that this switch offers. It’s one thing to be stuck on the highway waiting for a tow truck. It’s a whole new level of frustration rowing a large boat back to a dock.

      Pros
      Well-made
      High amp rating
      Waterproof

      Cons
      A little expensive for a switch
      Can be hard to mount

      5. Best Relay Switch: Stinger SGP38

      View on Amazon
      Why we like it: A disconnect switch attached to a relay can be installed near the battery but operated from anywhere. That makes them perfect for anti-theft applications.
      Editor’s Rating:

      Facts
      Install Location: Remote
      Type: Relay
      Amp Rating: 80
      The Best Feature
      Most switches have to be installed near the battery because it’s difficult to run the heavy cables needed. A relay controlled switch solves that issue because you can install the body close to the battery but operate it using a switch mounted anywhere.
      The biggest reason to use something like this is that it makes for excellent theft protection. You hide the on/off switch somewhere in your cabin, like under a cup holder or behind a false panel. When you park in a bad area, you flip the switch. That way, even if some loser manages to get into your car, they can’t hotwire it since the battery is disconnected.
      What Could be Better
      The amp rating is fairly low, which is unfortunate. If you are isolating a secondary battery or just interrupting a solenoid signal for anti-theft, it’s fine. It’s going to break if you try to use it as a main cut-off for your entire system.
      How Does it Compare
      If you compare this switch to a dedicated disconnect like the Blue Sea switch, you’ll find a lot to complain about. The Blue Sea switch is waterproof, can handle a large amount of current, and is incredibly durable. This Stinger switch is none of those things.
      All that really means is that you have to do a lot more thinking and prep to best utilize this relay switch. If you want something similar but a bit easier to use, check out the wireless relay switch. It’s more complicated, but you can operate it from anywhere.

      Pros
      The switch doesn’t need to be near the battery
      Good for theft protection
      Easy to operate

      Cons
      Has a low amp rating
      Is more complicated to install

      6. Easy Access Switch: Zoostliss Battery Disconnect

      View on Amazon
      Why we like it: This is a very inexpensive switch that can be mounted remotely for easy access.
      Editor’s Rating:

      Facts
      Install Location: Remote
      Type: Rotary Switch
      Amp Rating: 500
      The Best Feature
      There are two neat things about this switch, and both lend themselves well for using this switch on smaller, non-car things. The first thing is that it’s easy to mount anywhere since it’s really compact and designed to be externally mounted. The second thing is that it’s operated using a removable key, so if you don’t want someone to use your lawnmower when you aren’t home, you can just leave with the key.
      What Could be Better
      The quality could be better. That’s something that’s expected from a cheaper product, but it’s worth saying.
      The other issue is that you can lose the key. The key is on the big side and awkwardly shaped, so it is not something you can just thread onto your keychain and forget about. Chances are you’ll throw it into a toolbox where it will get lost in a sea of sockets, and then you’ll go to try and dump your trailer of dirt and won’t be able to find it.
      How Does it Compare
      The Zootliss switch here is low in cost, which lets it compete against the screw style switches. That means if you don’t want a terminal mounted disconnect and are on a budget, this is the best option we list.
      However, the Top Post Master switch, or a more expensive switch like the one by QuickCar, will serve you better if you want a disconnect for your primary vehicle. Neither will leave you stranded if you lose the key, and both are of higher quality.

      Pros
      Inexpensive
      Secure
      Easy to install

      Cons
      Quality could be better
      If you lose the keys, you’re out of luck

      7. Great Looking: QuickCar Racing Products 55-010

      View on Amazon
      Why we like it: The QuickCar switch looks great with its black mounting plate and a bright red dial.
      Editor’s Rating:

      Facts
      Install Location: Remote
      Type: Rotary Dial
      Amp Rating: 125
      The Best Feature
      This switch isn’t unique in operation or function, but it is unique in the fact that it looks like it fits in a high-performance dash. It has a mounting plate that is more familiar than the standoffs that many switches use, and the high contrast red on black color scheme fits right into the racecar motif.
      What Could be Better
      There’s nothing really wrong with it, but there’s a lot of little areas that could be improved. It’s not as protected as other switches, so a little bit of shielding and waterproofing would go a long way to improve the design.
      It would also really benefit from a higher amp rating. It’s fine for your dirt oval car that has a total of 3 wires, but the minute you add radios, lights, and beefy ignition systems you’ll reach the limit of what this switch can handle.
      How Does it Compare
      If you are considering this disconnect, you are looking for something that fits your high-performance car. There are two other switches on our list that are meant to be used as safety disconnects on race cars or similar: the Flaming River switch and the Blue Sea Systems switch.
      Both are more expensive than this QuickCar switch, but both can handle a lot more amperage. If you have a truck or something that will get covered in mud, the Blue Sea switch is waterproof. If you have a car that has a really serious electrical system and can pull over 1,000 CCA, get the Flaming River switch. If you have a race car on a budget or a restomod that has to look good, the QuickCar is perfect.

      Pros
      Looks good
      Has a standard mounting plate
      Is inexpensive for its category

      Cons
      The amp rating isn’t very high
      It isn’t waterproof

      8. Wireless Remote Switch: WATERWICH 12V

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      Why we like it: The ability to disconnect the battery wirelessly makes operation effortless. Plus, it’s a great way to prank your friends.
      Editor’s Rating:

      Facts
      Install Location: Remote
      Type: Wireless Relay
      Amp Rating: 180
      The Best Feature
      The best and defining feature of this shutoff switch is that it’s controlled by a key fob. That means you get out of your car, hit the keychain, and the battery is disconnected. If anti-theft is what you want most out of a disconnect switch, this is your best option.
      What Could be Better
      We wish it was easier to install. That’s what’s going to turn most people off when it comes to this device. Unlike a traditional switch that just needs one input and one output, a wireless remote switch needs constant power. That adds a layer of complexity and another failure point to the electrical system.
      How Does it Compare
      If you don’t value the ability to disconnect the battery from outside the car using the wireless transmitter, then there’s really no reason to get this switch. A standard relay switch like the Stinger is still great for anti-theft, and almost any rotary switch will be more reliable over time.
      One of the smaller things to consider is that it’s actually easier to fit into an engine bay despite being more complicated to install. Most remote switches still have to be accessed; you need to be able to reach in and flip the switch. With a relay switch, you don’t have to be able to reach it. You can hide it underneath the battery without any issue, meaning that even if thieves can jimmy your hood open, they’ll need time and tools to take your ride.

      Pros
      Can be operated outside the car
      Great for theft protection
      Can be installed in places with low access

      Cons
      Is more complicated than other switches
      Not as reliable as other switches

      9. Decent Side Post Switch: Abigail Disconnect

      View on Amazon
      Why we like it: If you have a battery that uses side posts, common in GM vehicles, a side post switch like this one is perfect. It’s compact, easy to install, and inexpensive.
      Editor’s Rating:

      Facts
      Install Location: On the terminal
      Type: Knife
      Amp Rating: 250
      The Best Feature
      The greatest thing about a knife-style disconnect is that they are incredibly simple and easy to understand. It’s just a bar of metal that is either making a connection or not.
      What that’s best for is for people who do a lot of work on their vehicle and will be connecting or disconnecting the battery often. You can flip it off, make a change, then flip it on without needing to spend a ton on a high amperage rotary switch.
      What Could be Better
      There are a few big disadvantages to the knife-style design. The most significant problem is that it has a ton of exposed copper, so you absolutely should not use it on the positive terminal.
      That leads to the second issue, which is that it has to be installed on the side of the battery. It takes up a lot of room, so if you are cramped for space in the engine bay, it’s a terrible option.
      How Does it Compare
      For most people, something like the Top Post Master switch is a better option because that style of terminal is more common, and that style of switch is more secure. However, if you have screw style terminals, which are really common in GM vehicles, then you can’t use the Top Post Master switch. That leaves a remote switch or something that can mount to the side of the battery like this knife switch.

      Pros
      Mounts to bolt in style battery terminals
      Very easy to operate
      Easy to install

      Cons
      Only fits a certain battery type
      Takes up a bit of space compared to others

      10. Alternative Budget Switch: GraceMe Right Angle

      View on Amazon
      Why we like it: When a standard top post disconnect won’t fit, a 90-degree switch like this may be what you need.
      Editor’s Rating:

      Facts
      Install Location: On the terminal
      Type: Screw
      Amp Rating: 150
      The Best Feature
      This switch sits at an angle so that you have extra options when connecting the cable to the terminal. That’s especially useful if you have short cable or are worried about clearances.
      What Could be Better
      Screw style switches that mount to a terminal sufferer from the same handful of issues. The screw is a bit more prone to failure than a rotary dial is, and if you are unlucky, it’s easy to lose the screw if you take it all the way off.
      The bigger problem, and it’s one that affects every post style terminal connection, is that it only works with a specific size of terminal post. If you have screw in terminals or want to install the disconnect on something that isn’t a car, you are out of luck.
      How Does it Compare
      It installs and functions identically to the Top Post Master switch; it just has a different configuration. It’s still cheap, it’s easy to install and easy to use. If you don’t want something hanging off a terminal, get the inexpensive Zoostliss switch instead. For 90% of applications, this switch or the Top Post Master switch will be just fine.

      Pros
      Easy to install
      Easy to use
      Inexpensive

      Cons
      Only fits one type of battery
      Has to be mounted on the battery

      A Closer Look at Disconnects
      We said above that we’d get into some of the specifics. We would hate to be liars, so here we go. We will start with expanding on the different uses for a disconnect switch.
      Uses for a Disconnect Switch
      We mentioned it before, but the most significant factor when choosing a switch for yourself is what you are going to do with it.
      Race Car Safety
      Many sanctioned race bodies require a battery shutoff. You’ll have to check with the rules for whatever event you are participating in. Be aware that sometimes safety tech wants the switch on the positive side.
      Anti-Theft
      The general idea behind using a battery disconnect for anti-theft is that a thief can’t start the car and drive away if they have no power. The downside is that most disconnect switches are designed to be easy to get to, which means that the thief will be able to simply turn them back on.
      If you are looking for anti-theft from a switch, get one that either has a hidden switch that activates a relay or that uses a key. That way, even if a thief can get your hood open, they can’t simply hook the power back up.
      Storage
      You should generally disconnect your car’s, boat’s, or lawnmower’s battery before putting it into long-term storage. Most vehicles will have some parasitic loss. That loss comes from small devices or wiring issues that draw a tiny amount of energy from the battery. It may take those small leaks months to lower the voltage significantly, but they can kill a battery if left too long.
      If you are storing something with a battery long-term, consider picking up a battery maintainer as well. We have an entire article about them over here.
      Battery Isolation
      RVs, some trucks, and cars with aftermarket sound systems will often run multiple batteries. Some people will even install extra batteries to help run inverters and similar things. By isolating the batteries, you can control how they charge and what they are used for.
      While this is a common reason, you should consider using a battery isolator instead of or in addition to a disconnect. You can brush up on what those do here.
      Convenience
      Whenever you work on a car, you should remove the negative battery cable. Popular Mechanics has a good breakdown of why, including a mildly terrifying anecdote. If you do a lot of work on your car, or need to diagnose electrical problems, having a simple disconnect switch will save you a ton of time and frustration.
      About Amperage
      Amperage ratings can cause a little bit of confusion. Your battery is measured by the Cold Cranking Amps it can produce. That’s the amount of current the battery can produce for a very brief period of time to start the car.
      A switch will have a similar rating in terms of the maximum amperage. However, that information can be hard to find or inaccurate. The general amp rating is more accurate and easier to find on the switch. It’s a much more difficult number to derive from your car, though, which makes matching a switch to your electrical system frustrating.
      Adding Up the Accessories
      A very basic electrical system only has an amp draw of 50-100 amps, which means that every switch on our list is sufficient. In order to find out whether or not you need a high-current switch, you need to look at all the things attached to your battery. Start with 80, then add:
      +5 amps per extra light
      +100 for a high-performance or larger engine (5 liter+ or diesel truck)
      +20 for small subwoofer and amp
      +50 for a larger aftermarket sound system
      +20 for a small inverter
      +100 for a large inverter
      If you want to be more precise, you need to calculate the total wattage of all your accessories and divide that number by 12. Then add that number to the output of your alternator, and then give yourself a 5% margin of error. The truth is, though, the worst-case scenario is that you break your switch and are out a few dollars.
      Installation Tips

      Once you get your new disconnect switch, you have to install it. Keep the following tips in mind.
      Use the right cable size. If you are installing the switch far away from the battery, you may need a larger diameter cable. Use this simple calculator to find out the wire size.
      Beware of objects that can short out the switch. Especially if the switch is a blade or screw that is exposed, and extra especially if you are installing the switch on the positive or hot side of the battery.
      Be aware that many batteries have multiple wires for each terminal. The disconnect will not work unless you sever the connection entirely.
      If a battery disconnect is getting very hot, there is an issue. Disconnect the battery asap and look for shorts/double-check your amperages.
      A battery disconnect switch is not an engine kill switch. It cannot be used in place of one.
      FAQ

      What Does A Battery Disconnect Switch Do?
      As the name suggests, a battery disconnect switch is a device that breaks the connection between the car battery and the rest of the car. They are used for a variety of reasons, including anti-theft, safety, diagnosis, and to avoid loss of charge over time.
      Should The Disconnect Be On The Positive Or Negative Side?
      Most of the time, you should install a disconnect switch on the negative terminal. However, there are some situations that it’s better to install on the positive side. Multiple battery setups often have multiple grounds, so you have to use the single positive wire as the disconnect spot. Also, if you are drag racing, they often require the disconnect to be on the positive side.
      Can A Battery Disconnect Switch Go Bad?
      Yes, although it’s rare. Anything that has moving parts will wear out eventually. The good news is that if a disconnect switch fails, there is very little risk to your engine.
      Where Are Battery Disconnect Switches Installed?
      Most inexpensive disconnect switches are installed directly onto the battery terminal. Fancier switches can be remote and installed anywhere. They will often need to remain close to the battery due to factors like wire size and space, but there’s no rule that says you must do that.
      Why Is It Better To Disconnect The Negative Cable?
      The reason you put the disconnect on the negative side, as well as the reason you disconnect the negative side when working on the car, is that it lowers the risk of shorting out the system. The entire car is connected to the negative side through the ground, so if you accidentally touch the negative terminal to a part of the car nothing will happen. If you accidentally touch the positive side to the car, though, you will get sparks and risk damaging components.
      Wrapping Up
      Whether you are looking for convenience or peace of mind, a battery switch is a simple solution to many battery-related issues. If you have three minutes, a crescent wrench, and enough money to buy lunch, then you have everything you need to install a disconnect. Grab one and avoid the frustration of a dead battery. More

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      The 8 Best Winter Wiper Blades 2021

      by

      When winter comes along, there are many things you’ll need in your home to cope with frigid temperatures and heavy snowfall. It is equally important for you to consider the tools you’ll need to drive safely in the winter months. Standard windshield wipers will often stop working once they’re covered in too much ice and snow. That’s why you need to buy a good pair of winter wiper blades.

      Important Factors to Consider When Buying Winter Wiper Blades
      There are many things to consider before purchasing the best winter wiper blades for you. In this section, we’ll talk about the benefits of using winter wiper blades and detail the most important factors to consider.
      Types of Wiper Blades
      There is a range of windshield wiper designs. The two biggest differences between the two factors. How they will be used, and how they will be mounted on your car.
      Let’s Talk about Hooks
      There are several types of hook designs on wiper blades. The most common are the J-Hook, Bayonet, and Pin Arm. The J-Hook is a more recent design and can be found on many of the newer brands of wiper blades. Check your manufacturer’s manual before purchasing new wiper blades to be absolutely sure which hook will work for your windshield wipers.
      Single vs. Dual Mount
      A single mount wiper blade will be extra-long in length. These types of wiper blades are used on larger vehicles like trucks and buses. This is because they have stronger motor mounts that can generate the appropriate amount of power to move the large blades back and forth across the windshield. Dual mounted wiper blades are the most common type you’ll find on vehicles. These come standard on cars and can clear away light layers of dust and rainfall.
      What to Look for in Winter Wiper Blades
      There are many factors to consider before purchasing winter wiper blades for your vehicle. Below we’ll share the most important things to consider before you buy.
      Length of Blades
      Windshield wiper blades will come in various sizes and are usually measured in inches. Remember that the wiper blade on the driver’s side will be longer in length than the passenger’s. Though many brands have a feature on their product page that allows you to check if their product is compatible with the make and model of your car, you should first check your manufacturer’s manual to find out the exact size of your wiper blades.
      Effective Water Repelling
      Melting ice will begin to accumulate on your windshield and can separate the attachment between the blade and rubber on your wipers. This will affect how well they wipe away precipitation on your windshield. You should get wiper blades that will automatically drain away melted ice to avoid this issue.
      Some wiper blades may be designed with an added chemical like silicone to help coat the windshield when it is in use. The layer it creates on the glass will encourage water to bead, which helps the blades wipe the water away more easily. If you live in a really rainy area, you should buy wiper blades with this water-repelling feature.
      Blade Grip and Covering
      The hinge joints on wiper blades directly affect how strong its grip is. Hinge joints will loosen over time, especially during the winter months when your blades have to work harder to remove ice and snow from your windshield.
      A covering (or sheath) over the blade joints will strengthen your blade’s grip and will help prevent the joints from loosening too much. Usually, blade sheaths are made of rubber because they have better durability. Check to see if the rubber is heat and corrosion-resistant, as this will encourage a more streak-free wipe.
      Curves on Wipers
      The curve of your windshield will determine the type of curve you should look for in wiper blades. This is especially important to consider if you have a very pronounced curve on your windshield.

      Top 8 Best Winter Wiper Blades 2021
      1. Best Overall Pick: Rain-X 2-IN-1 Wiper Blades

      View on Amazon
      Why we like it: Rain-X 2-IN-1 Wiper Blades not only clear away ice and snow easily, but they also leave a protective coating behind on your windshield while they work, so that precipitation beads up and wipes away even more quickly!
      Editor’s Rating:

      Quick Facts
      Length: 18”
      Type: All-Season
      Buy in a 1- or 2-pack
      Key Features
      Rain-X 2-IN-1 is designed with built-in water-repellent technology, which protects your windshield and makes it easier to clear away rain, snow, and sleet while you drive. Additionally, the advanced beam blade technology ensures that your wiper blades will adhere more seamlessly to the contours of your windshield. Rain-X wiper blades are superbly aerodynamic in design, which makes them less noisy and less likely to lift in heavy winds.
      These winter wiper blades are easy to install. They come with a pre-installed universal adaptor that fits 96% of all vehicles! Some users have had issues with the rubber blade sliding out from the wiper when it is in use. To avoid this issue, be sure that the small plastic adaptor is properly locked into the wiper blades.

      Pros
      Water-repellent technology coats your windshield in a protective layer
      Beam blade design contours seamlessly to the curve of your windshield
      Aerodynamic feature reduces noise and wind lift

      Cons
      Rubber blade may slip if not installed correctly

      2. Best Premium Pick: Bosch Icon Wiper Blades

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      Why we like it: Bosch Icon wiper blades are superbly designed to clear away heavy snow with ease, to work quietly and to hold your wiper blades firmly in place, no matter how hard they’re working.
      Editor’s Rating:

      Quick Facts
      Length: 26”
      Type: All-Season
      Mounting Type: Hook
      Buy in a 1- or 2-pack
      Key Features
      Bosch Icon wiper blades will fit almost any vehicle, and its beam-style bracket-less wipers will clear away heavy snow from your windshield in smooth, even strokes. Their hook adaptors make them easy to install.
      The wiper blades have dual-rubber technology with an outer silicone covering and an inner soft rubber core that moves with ease across your windshield. There are also pressure points along the length of the blade, so they will work quietly. The flexible asymmetric spoiler feature will help distribute an even downward force along the length of the blade to hold it firmly in place when it is moving at faster speeds.
      Bosch Icon blades are also heat- and corrosion-resistant, which keeps your windshield safe from damage and ensures the blades last a long time. They have a heavily curved design, which means they will not perform well on flat windshields. Some users have found that the blades streak badly when in use. Give your wipers a thorough clean if you run into this issue.

      Pros
      Compatible with most vehicles
      Hook adaptors make them easy to install
      Dual-rubber technology ensures blades move easily
      Asymmetric spoiler feature holds blade firmly in place

      Cons
      Won’t work well on flat windshields
      May streak heavily when in use

      3. Most Versatile: AERO Wiper Blades

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      Why we like it: AERO wiper blades come with options! You can purchase both front and rear blades in a variety of sizes.
      Editor’s Rating:

      Quick Facts
      Length: 13-28” (front); 10-16” (rear)
      Type: All-Season
      Mounting Type: J-Hook
      Can purchase rear and/or front wipers
      Key Features
      AERO wiper blades are OEM (Original Equipment Manufacturer) quality, which means they are used by a wide range of automotive companies on a variety of car models. This ensures that their blades will work with almost any type of vehicle. Just be sure to remove the plastic covering from the rubber blades when you install them.
      The blades are made with a Teflon coating, making them durable and ensuring a clean motion across your windshield when in use. AERO blades have an asymmetrical rubber spoiler design that helps them to stay flat, even when moving at high speeds. The blades are also bracket-less, which prevents snow from building up too much.
      Though the AERO blades are meant to work quietly and wipe your windshield clean, some users have found that the Teflon coating leaves behind a light residue, while other users have complained that the blades will skip and make a loud noise.

      Pros
      OEM quality that fits most car makes and models
      Teflon coating ensures blade durability
      Asymmetrical spoiler design holds blade firmly to the windshield

      Cons
      Teflon coating may streak
      Blades may skip on windshield

      4. Best Budget Pick: TRICO Ice Extreme Weather Wiper Blades

      View on Amazon
      Why we like it: TRICO wiper blades make installation extremely simple. All you need to do is click them in place! If that’s not enough, these wiper blades also come with five different adaptors to ensure that they connect with almost all car makes/models.
      Editor’s Rating:

      Quick Facts
      Length: 13-28”
      Type: Winter
      Mounting Type: Bayonet, Side Lock
      Key Features
      TRICO Ice Extreme Weather wiper blades are infused with Teflon, ensuring that they glide across your windshield in smooth, even motions. Adding to this, the flexible design keeps the inner parts of the blades from freezing, which also means that the blades will contour to the curves of your windshield more seamlessly.
      The heavy-gauge wiper resists tearing in extremely cold temperatures, ensuring that these blades will last a long time. They are also easy to install on your car with one click. They come with five different adaptors, so you won’t have to worry too much about the type of mechanism that holds the wipers on the specific make/model of your car.
      These blades are made specifically for winter use. Users who have used them during the summer and/or winter months found that the blades skip across the windshield frequently.

      Pros
      Teflon coating ensures a smooth blade motion
      Flexible design keeps inner parts of blade from freezing
      Blades contour easily to curve of windshield
      Heavy-gauge wiper is resistant to tearing in freezing temperatures
      Comes with five different adaptor options

      Cons
      Only for winter use

      5. Easiest to Install: ANCO 30-11 Wiper Blades

      View on Amazon
      Why we like it: Thanks to the patented KuikConnect system, these winter wipers from ANCO are extremely easy to install.
      Editor’s Rating:

      Quick Facts
      Length: 11-24”
      Type: Winter
      Mounting Type: J-Hook
      Can buy in 1- or 5-packs
      Key Features
      ANCO wipers are made specifically for use during winter. You will need to change them out after the winter season is over.
      The DuraKlear rubber compound makes the blades more flexible and helps prevent streaking on the windshield as it wipes. The rubber covering also prevents ice from building up on the hinges. The heavy-duty frame stands up well to the general wear and tear of constant use. Because the blades aren’t as curved as other products, they may not fit as well on newer vehicles.
      Its KwikConnect system means you can install these wipers in minutes. Be sure to keep a few spares. However, these blades are not as durable as other products. They’ll need replacing after about six months of hard use.

      Pros
      DuraKlear rubber compound ensures blade flexibility and prevents streaking
      Heavy-duty frame handles general wear and tear
      KwikConnect system makes them easy to install

      Cons
      Only for winter use
      Blades need replacing after approximately six months

      6. Michelin Stealth Ultra Wiper Blades

      View on Amazon
      Why we like it: These basic rubber wiper blades are a good all-season choice that are good in mild or moderate winter conditions.
      Editor’s Rating:

      Quick Facts
      Length: 16-28”
      Type: All-Season
      Mounting Type: Top Lock, Side Pin, Side Lock, Hook
      Key Features
      Michelin wiper blades keep your windshield free of rain and can stand up to mild winter weather. Its framework is encased to protect the blades against ice and/or snow buildup. The blades are designed with a basic rubber style, and they are extremely durable. When there is thick ice build-up, you will need to use a chipper to remove the ice for the blades to work properly.
      Its strongest feature is the independent suspension rail that connects the wiper tips. It ensures that the blades fit seamlessly against your windshield for an effective wipe. The Smart Hinge joints also help the wipers to grip firmly to your car across the length of the blade.
      The EZ-Lok connector system makes these wiper blades super easy to install and/or replace. Users warn that the instructions for installation are not very helpful, so it might be a long process for you if it’s your first time putting new blades onto your car. Once you figure out which adaptor to use, it should be fairly easy.

      Pros
      Stands up well in rain and mild winter conditions
      Basic rubber style is extremely durable
      Independent suspension and Smart Hinge joints
      EZ-Lok connector makes them easy to install

      Cons
      May not work well with thick ice buildup
      Installation may be tricky for first-timers

      7. Rain-X Latitude Wiper Blades

      View on Amazon
      Why we like it: Rain-X Latitude Wiper Blades come with a variety of adaptor options to make installation quick and easy for most types of vehicles.
      Editor’s Rating:

      Quick Facts
      Length: 16-28”
      Type: All-Season
      Mounting Type: J-Hook, Side Pin, Large J-Hook, Bayonet, I & L, PTB
      Can buy in 1- or 5-packs
      Key Features
      Rain-X Latitude wiper blades have a solid body design that is free of all those little holes that are on standard windshield wipers. This ensures that the wiper blades do not collect frost, ice, or snow. The blades have a blended graphite coating and a rubber encased substructure that ensures blade flexibility and grip when in use. The coating also reduces the noise it makes while it works!
      You’ll find the Rain-X wiper blades super easy to install with its pre-installed small J-Hook adaptor. It also comes with a variety of other adapter options: Side Pin, large J-Hook, Bayonet, I & L, and PTB. Just be sure to remove the plastic protector after installation for the wiper blades to work properly. Some users have found that the rubber slides off of the blade when in use.

      Pros
      Frame designed to prevent frost, ice and snow build-up
      Blending graphite coating ensures flexibility and grip
      Easy to install with a variety of adapter options

      Cons
      Rubber may slide off of blade when in use

      8. Michelin Cyclone Premium Hybrid Wiper Blades

      View on Amazon
      Why we like it: If you’re looking for wiper blades with a strong grip and good flexibility, look no further. The soft rubber material and Smart-Flex design ensures that these wipers can handle harsh weather like snow, sleet, and hail.
      Editor’s Rating:

      Quick Facts
      Length: 16-28”
      Type: All-Season
      Mounting Type: Top Lock
      Key Features
      Michelin Cyclone wiper blades are made of soft rubber material for excellent flexibility. The blade will grip your windshield tightly for a cleaner, smoother wipe, and its Smart-Flex design creates multiple pressure points along the length of the blade to better deal with harsh weather conditions like sleet, snow, and hail.
      Installing these wiper blades is super easy with its EZ Lok connector system. Some users have stated that, though the wipers do an excellent job of keeping your windshield clear, they create a loud clunking sound as it wipes across the glass.

      Pros
      Easy to install
      Soft rubber blades are flexible and easily grip windshield
      Multiple pressure points on the blade make it easy to deal with sleet, snow, and hail

      Cons
      Can be noisy when in use

      Buying the Best Winter Wiper Blades

      If it’s your first time buying winter wiper blades, it can be difficult to know which ones are the best for you. In this section, we’ll review why you need winter wiper blades and the most important factors to consider before purchasing them. We’ll also discuss additional features to consider, talk about the differences between all-weather blades and winter blades, and share some tips on how to care for your wiper blades.
      Why Use Winter Wiper Blades
      Winter wiper blades will run across your windshield with a greater force, which is important when handling heavy precipitation like ice and snow. Unlike standard windshield wipers, winter wiper blades are specifically designed to handle cold weather with the high-grade rubber wrapped around the hinges to prevent ice buildup on your windshield.
      Key Benefits of Using Winter Wiper Blades
      Winter wiper blades push with a greater force than standard wiper blades. You’ll need this strength to handle heavy precipitation like ice and snow, as standard wiper blades are only equipped to handle rain and light dust.
      Winter wiper blades are specifically designed to handle cold climates. They have high-grade rubber wrapped around their hinges that prevent ice buildup.
      Standard windshield wipers will bend over time when heavy ice collects on them and destroys their levers.
      Winter Wiper Blades Options
      The most common hook designs for wiper blades are J-Hooks, Bayonets and Pin Arms. Be sure to check your car’s owner manual before buying winter wiper blades.
      You should also be aware of the differences between single and dual mount wiper blades. Single mounts are extra-long in length and more appropriate for larger vehicles like trucks or buses. The motor mounts on these vehicles are stronger and generate more power to move the larger blades across the windshield.
      Dual mounted wipers, on the other hand, are the more common types of blades found on most standard-sized vehicles. They can handle clearing light dust and rainfall from your car’s windshield.
      Key Features to Look for in Winter Wiper Blades
      Below are the most important features to consider before you buy a pair of winter wiper blades.
      Wiper Blade Length
      Wiper blades will come in various sizes and are usually measured in inches. Keep in mind that the driver’s side wiper blade will be longer in length than the passenger’s. Though many products will allow you to check if they are compatible with the make and model of your vehicle, you need to first check your manufacturer’s manual to find out the exact size of your wiper blades.
      Water-Repelling Abilities
      Melting ice will accumulate on your windshield over time. This can separate the attachment between the blade and rubber on your wipers, which will then affect how well they are able to wipe away precipitation. You should get wiper blades that will automatically drain away melted ice to avoid this issue.
      Some wiper blades have an added chemical like silicone on them, which coats the windshield when they are in motion. The thin layer it creates on the glass will encourage water to bead, making it easier to wipe away. If you live somewhere that rains a lot, you should buy this type of wiper blade.
      Grips and Coverings
      How strong the grip is on your wiper blades will depend on the hinge joints. They will eventually loosen over time, especially when in use during winter months, as they have to work harder to wipe away ice and snow. Consider purchasing the Rain-X Latitude wipers, if you need a pair with good grip.
      The covering (or sheath) over the blade joints will help strengthen the blade grip and will keep the joints from loosening too much. Blade sheaths are usually made of rubber, as they are more durable. Look for rubber that is heat and corrosion-resistant. This will ensure a more streak-free wipe when they are in use.
      Wiper Curves
      If you have a windshield with a more pronounced curve, you will need to spend more time looking for wiper blades that will accommodate this. The TRICO Ice Extreme Weather Wiper Blades are a great option if you have a particularly curved windshield.
      Other Features to Look for in Winter Wiper Blades
      Though these factors aren’t deal breakers, you may want to consider them before purchasing your winter wiper blades.
      Aerodynamics
      The shape of your wiper blades is an important feature to consider when it comes to air resistance. A wiper with a more aerodynamic design like the Rain-X 2-in-1 will drag less and move more smoothly across your windshield, even during heavy winds.
      Noise Level
      Winter wiper blades are specifically designed to remove snow and ice from your car. However, when there is too much snow buildup on your windshield, some wipers can get pretty noisy! The quality of the rubber on your wiper blades will determine how loud they get. Additionally, wiper blades made of silicone are generally quieter. If you’re looking for wiper blades that are on the quieter side, consider purchasing the Bosch Icon Wiper Blades.
      Beam Blades
      These types of blades are bracket-less and have a steel spring built into the rubber. This design helps to better distribute pressure across the blade, ensuring that pressure isn’t solely focused on the joints. It also makes your blades more compatible with the curve of your windshield.
      Differences between All-Season Blades and Winter Blades
      All-season wiper blades are usually summer-specific and will have open frameworks. This is because they are not made to deal with snow or ice. This makes them lighter in weight than winter wiper blades that are made with sturdier and heavier frames.
      Though the all-season wiper blades will cause less stress to the wiper motor, they will not stand up well in heavy rain or snow as well as winter blades. All-season blades are also thinner and made of natural rubber. Winter blades, on the other hand, will be thicker and most likely made with a rubber compound. They will damage more quickly if exposed to heat and UV rays for too long, but they will be more effective at cleaning your windshield in the winter months.
      How to Install Winter Wiper Blades
      If this is your first time installing winter wiper blades, don’t fret! Watch the following video to learn how to set them up properly on your vehicle.
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      How to Clean Wiper Blades
      From time to time, you may need to clean your wiper blades for them to function effectively. Watch the following video for tips on how to clean them properly.
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      Replace Your Wiper Blades If…
      Your wiper blades are skipping across your windshield and not moving in a smooth sweeping motion
      Your wiper blades leave behind any streaks on your windshield.
      Your wiper blades only wipe away sections of dust or precipitation from your windshield.
      Your wiper blades make a squeaking sound even when they are wet.
      Final Thoughts
      Now that you know what to look for in winter wiper blades and the best product choices to choose from, you’ll be sure to find the right one for you! More