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      The 10 Best Oil Stop Leak Additives to Buy 2020

      by

      Hopefully, it isn’t a surprise to anyone, but oil is supposed to stay inside your car and not leak out. If it does escape, it’s a pain. An oil leak can cause your car to smoke and makes a mess of your engine compartment, as well as your driveway. The good news is that there’s a variety of products made just to stop leaks. They are fittingly called “stop leak additives.”

      Choosing the Right Way to Stop a Leak
      There are a lot of brands that all make a product meant to stop leaks. Every single one of them claims to be the best. The truth is that there is no universal best. There are some products that work better in some situations, and there are some that work better in other situations. The best way to get the most out of an additive is to choose the one that works best for the problem you are having.
      Small Leaks Only
      Here’s the thing with stop leak additives: they don’t work on big leaks. They also only work on certain types of materials. Leaks from cracks in metal, leaks from pressed-in fittings, and leaks from loose parts need to be fixed. No amount of liquid gunk you pour into your oil will magically weld a crack shut. If you see a few drops weeping from an old gasket, though, they are perfect.
      Leak Location
      Where the leak is coming from is probably the most important thing to know when choosing an additive. If you head over to Popular Mechanics, they have a quick guide for finding out what component on your engine is leaking. You don’t actually need to be perfectly accurate, just the general area is fine. A head-gasket leak has a different set of rules than a main seal when it comes to stop-leaks; it doesn’t matter the exact location of the hole.
      Internal Leaks
      External leaks are easy to notice. The oil will be on the outside, either coating your engine bay in slime or staining your garage. An internal leak, where oil is getting into the cylinders or cooling system, is much more subtle. Some oil stop-leaks can solve an internal leak, but usually, if you suspect oil is getting into internal components, you are looking at a visit to a mechanic or a few long nights under the hood.
      Oil Being Burned
      The biggest symptom of an internal oil leak is blue or dark gray smoke coming out of the exhaust. When oil gets into the cylinders, it burns and colors the escaping gases. Unfortunately, while it can sometimes just be a leaky gasket, it’s more likely that there is a mechanical seal that is not working correctly, and you need to open the motor up.
      Oil in the Coolant
      Oil in the coolant system, and much more noticeably coolant in the oil pan, is a bad head gasket symptom. If there is some cross-contamination and your car is belching out white smoke, stop driving the car. A stop leak will not help you if the coolant is getting into the cylinders.
      Gas or Diesel
      One final consideration is the type of fuel your car uses. Some additives won’t work with some fuels. Most of the time, additives are formulated for all engines, but there are a few special cases.
      Alright, let’s get down to business. Here are our thoughts on 10 of the best stop leaks out there. Most are simple enough to use; just pour them into your oil reservoir at whatever ratio it says. Some are a bit more complicated, but all of them are good products.

      Top 10 Best Oil Stop Leak Additives 2020
      1. Best Overall Pick: Lucas Oil Stop Leak

      View on Amazon
      Why we like it: Lucas is a household name in automotive for a good reason: they make products that work.
      Editor’s Rating:

      Leaks Fixed
      The Lucas is great for weeping gaskets. If you have a slow leak on the oil pan or around valve covers, it’s perfect. If it’s a big leak, don’t bother.
      Any Compatibility Issues?
      Many people seem to believe that Lucas Stop Leak won’t work with diesel engines, but Lucas says there’s no issue. What it may have an issue with is other additives; just make sure it’s the only thing that isn’t oil you put into your oil pan.
      Verdict
      Lucas Oil Stop Leak is more than just a gasket fix, and that’s why we call it the best. It quiets the engine down, reconditions oil, and unlike many additives, you don’t have to make sure to drain it out after a while. It’s safe for your engine, and only the BlueDevil stop leak rivals it in terms of total compatibility with petrol-based products. You can use it in any oil, with any engine, and feel ok. It also doesn’t cost much, per ounce, it’s one of the cheapest products on our list. So there’s that.
      It’s not a miracle substance, though. For one thing, bigger leaks need filler. Lucas stop leak doesn’t have any filler in it. That makes it super safe, but makes something like the Bar’s Rear Seal stuff better for bigger problems.
      There’s also this pervasive theory that you shouldn’t use it on a diesel engine. No one seems to be able to say why, but it does cause some people concern. It’s ok to get the BlueDevil instead if you can’t shake that feeling.

      Pros
      Improves engine performance in addition to stopping leaks
      Very safe to use
      Inexpensive

      Cons
      Not good for bigger leaks
      Doesn’t play well with other additives

      2. Honorable Mention: BlueDevil Oil Stop Leak

      View on Amazon
      Why we like it: BlueDevil is another highly trusted product that works great. It’s considered a safer product than the Lucas additive, but it doesn’t work as well on large gaskets.
      Editor’s Rating:

      Leaks Fixed
      BlueDevil’s forte is pinhole leaks and tiny cracks. While weeping gaskets are better solved with the Lucas stop leak, BlueDevil is better at stopping a leak with visible drops. It’s a very long-lasting product, so the best leaks to fix are ones you don’t plan on addressing in the future. It’s still not magic, though, so don’t expect it to fix bigger issues.
      Any Compatibility Issues?
      No, like the Lucas, the BlueDevil contains nothing that can interact with normal engine operation. In fact, it doesn’t have the stigma of being incompatible with diesel motors. If that’s what turned you off from the Lucas, then this is a good alternative.
      Verdict
      There’s only one thing that prevents the BlueDevil stop leak from being #1, and that’s the price. It’s virtually identical in function to the Lucas product, but it costs a bit more. That being said, it’s still an excellent product. If you just like the blue bottle better, or don’t like Lucas, it’s going to get the job done, and you’ll be happy.
      It does take a bit more time to use than other products if you do it by the book. Which let’s be clear, you should always read and follow instructions when it comes to adding things to your engine. BlueDevil suggests going through the process twice to make sure leaks are taken care of, which means it takes twice as long as others like Bar’s stop leak.

      Pros
      Works with all engines
      Stops pinhole leaks
      Long-lasting

      Cons
      Costs more than similar products
      Takes a little longer to use than similar products

      3. Best Premium Pick: Bar’s Leaks OS-1

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      Why we like it: Bar’s stop leak is one of the best working sealer additives on the market.
      Editor’s Rating:

      Leaks Fixed
      Any time a seal gets old, it has a chance of developing a leak. That’s because it dries out and shrinks a bit. Products like the Lucas get absorbed and work quickly to expand the seal, making it perfect for slow seeping leaks, and the BlueDevil works by expanding over time so that it can close off bigger holes. Bar’s does both, making it perfect for older engines that have a lot of leaking all over the place. It won’t fix a big crack, but it will allow you to finally clean your engine bay.
      Any Compatibility Issues?
      Bar’s doesn’t sell products that have compatibility issues; it’s something they are known for. You do pay for that peace of mind, though.
      Verdict
      If you are not sure what product to get, get this one. It costs more than the others, it comes in an intimidating bottle, and it has funny words printed on the box. Ignore all that. Bar’s Oil Seal has the best chance of working on small leaks. They also sell a product for bigger leaks, the Bar’s Rear Main Sealer, but that’s even more of an intimidating product to use. Stick with this. It’s easy to use, works for older motors, and won’t damage turbos. If it doesn’t work, save up for a replacement gasket.
      Just be aware of two things. First, it doesn’t work as fast as the Lucas stop leak. You’ll need to wait for about 200 miles worth of driving time for it to really show good results. Second, it costs four times as much as the Lucas but isn’t really that much better. It’s more of a psychological thing; it costs more, and has really fancy words printed on it, so you’d think it was way higher quality. The truth is that it’s not that much different. We said it was the most likely to work, and we stand by that, but you might kick yourself if you found out later that the cheaper products would have worked just as good.

      Pros
      Works with any motor
      One of the best working stop leaks on the market
      Is good for older motors

      Cons
      Costs more than other products
      Takes a while to activate and work

      4. Best for Stopping Smoke: Liqui Moly 2020

      View on Amazon
      Why we like it: If your car is producing blue smoke, it’s burning oil. Liqui Moly is specially designed to make it stop.
      Editor’s Rating:

      Leaks Fixed
      Liqui Moly is an excellent product for internal leaks. Bad seals on the inside of the motor lead to excess smoke and can cause you to fail inspection. If you see the telltale blue smoke rising from your exhaust, this product can save you a costly visit to a mechanic.
      Any Compatibility Issues?
      There is one, and it’s a bit of a weird one. Don’t use it on vehicles with a wet clutch that have a shared oil reservoir. If you don’t know what it means to have a wet clutch, you probably don’t have one. It’s rare. Many motorcycles have wet clutches, but the chances of the average driver encountering one are slim. We just have to say it.
      Some websites also note that you shouldn’t use it with an automatic transmission: that’s not true. What you shouldn’t do is add it to your transmission. That’s true for most stop leaks unless they specifically say they are for automatic transmissions.
      Verdict
      Liqui Moly is German, and it fits right into the Mercedes and BMW precision engineering philosophy. It even looks like it belongs on a shelf at a BMW shop. More than anything else, the Motor Oil Saver is all about keeping the insides of your motor healthy. The Lucas improves motor function as a byproduct. It’s a gasket sealer first, and a stabilizer second. The Liqui Moly is all in on the stabilization and lubrication aspect.
      It works fantastic if you are burning oil. It also works fantastic if you seem to be losing oil, but can’t see any leaks. It’s not as good at sealing gaskets, though, so if you see evidence of a leak on the outside of the motor, you are probably better off sticking with BlueDevil or Lucas.

      Pros
      Great at slowing or stopping engine oil consumption
      Good for making your car run cleaner
      Liqui Moly is a very high-quality brand

      Cons
      Some compatibility issues
      Not as good at stopping external leaks as other products

      5. Best Budget Pick: STP High Mileage Oil Treatment

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      Why we like it: It costs so little it’s hard to care about the fact that it isn’t the best at stopping leaks.
      Editor’s Rating:

      Leaks Fixed
      It will fix really minor leaks. If you have a dribble, get the BlueDevil, and if you have a lot of weeping, get the Lucas. But if you have an old car with mystery stains from oil that seems to have no origin, this stuff is probably all you need. It will help stop smoking too. Not like cigarettes, that’s a different journey, but high mileage engines sometimes leak a little oil into the cylinders. The STP will help manage that.
      Any Compatibility Issues?
      If you follow the directions, there are no issues. However, and this is important, if you add too much of the product and dilute the oil, you can risk damaging your engine. It’s a very thick product and can make your oil a little slimy if you use too much. That slime will clog channels and make the engine work harder.
      Verdict
      STP is a well-known oil product manufacturer, and unlike the band, they are still putting out great products. This high-mileage treatment is one of them. It’s for, as you probably guessed, high mileage motors. It’s also amazingly cheap, easily half the cost of any other additive on this list.
      It works well if you use it to stop very slow leaks on older cars. Think of the STP treatment more like an oil thickener than something that will plug a hole. Imagine trying to pour molasses through a colander, and you’ll get it. The downside is that it’s not great for reconditioning seals, especially not compared to Bar’s Stop Leak. Granted, as we said, it’s much cheaper.
      It’s also a little bit dangerous if you just use it willy-nilly. Unlike products like the Lucas that don’t dilute the oil, the STP treatment will eventually become concentrated and cause problems if you just keep adding it. Do an oil change more often, and you’ll be fine.

      Pros
      Good for high mileage engines
      Inexpensive
      Helps an older car stop smoking

      Cons
      Can dilute the oil if used improperly
      Not as good at reconditioning seals as other products

      6. Best Main Seal Repair Additive: Bar’s Leaks Concentrated Rear Main Seal Repair

      View on Amazon
      Why we like it: Bar’s Rear Main Seal Repair is great if you suspect a leaky main seal. It’s specially formulated for rubber seals and works quickly.
      Editor’s Rating:

      Leaks Fixed
      The name suggests that it’s only for main seals, but it’s actually suitable for just about any gasket or seal. What it’s best for, and what sets it apart from everything else on the list, is medium-sized leaks. Since it is a relatively thick and heavy-duty concentrate, it can really get into cracks and issues and close them up.
      Any Compatibility Issues?
      There should not be any compatibility issues. As with the other Bar’s product we have, making it easy to use, worry-free products are tied to their brand identity.
      Verdict
      This is the one product to try after other products have failed. It can close larger holes than anything else on this list. There aren’t many downsides to it either; it’s just more hardcore than most people will need.
      All stop leaks carry risks. Risks like clogging channels or causing a leak to worsen due to the type of damage a seal has suffered. This concentrate just has a greater risk of all that compared to everything else. It’s more likely to work, and also more likely to cause problems. That’s why we say to try it after something else fails. It’s probably your last chance to solve the problem before having to take off the part and change out the gasket.

      Pros
      Fixes larger leaks
      Compatible with all engines
      Works quick

      Cons
      Small risk of clogging oil channels
      Will make improperly installed gaskets leak worse

      7. Best Fast-Acting Leak Stopper: ATP AT-205

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      Why we like it: The AT-205 is a simple, fast-acting product.
      Editor’s Rating:

      Leaks Fixed
      This is another one of those general-purpose sealers. The “I’m not sure where the leak is coming from, but it’s slow enough not to cause a panic,” type of leak that you think could be a valve cover or could be a worn-out oil cooler line, but you don’t really care to find out which. The only thing that makes it different than the Lucas or similar products is that it’s formulated to be better on plastic parts. Your ‘90s-early 2000s import cars will be happier.
      Any Compatibility Issues?
      There is one issue to be aware of when looking at the ATP. If there’s gunk in your oil pan already, like some engine sludge or other contaminant, it may dislodge the gunk and clog things up. The chemical that makes it useful for restoring gaskets is also really good at dissolving particles like paint, so just be aware of that. Read the directions and use less than they recommend at first. If it fixes the problem using less, you have no problem and didn’t risk clogging your oil pump.
      Verdict
      ATP makes a good product. It’s not as good as the Lucas product, and it costs a little more per treatment. However, if you own a car with many plastic parts, you may find it’s more useful to have the ATP over anything else.
      The thing with the ATP is that the chemicals that make it good for polymer seals can also make it bad for your car. If a gasket is rolled or improperly installed, it will do its job and make them swell. That will make the leak worse. It will also strip the paint off your car if you accidentally spill it, so don’t do that.

      Pros
      Works well on cars with a lot of plastic parts
      Good for minor leaks
      Works faster than similar products

      Cons
      There’s a chance it will make the leak worse if the gasket is damaged
      Should only be used if you know the oil is clean

      8. Best for Head Gaskets: BlueDevil Head Gasket Sealer

      View on Amazon
      Why we like it: It’s specially formulated for head gaskets. That means if it works, it can save thousands of dollars in repairs.
      Editor’s Rating:

      Leaks Fixed
      There are few phrases that spark fear into the hearts of mechanics. At the top of the list are terms like rod-knock, lifter noise, and blown head gasket. It’s that last one BlueDevil is attempting to solve.
      This is a product meant to stop coolant from getting into the cylinders. You don’t pour it into the oil pan. You pour it into your radiator. We chose to include it on a list of oil stop leaks because one, head gaskets can leak oil as well as coolant, and two, these kinds of problems are all connected to each other. Chances are if you have a bad gasket on the bottom end, you have a bad gasket on the top end too.
      Any Compatibility Issues?
      Tons. We hate to say it, but there are just a ton of compatibility issues anytime you deal with coolant. Since it’s pretty much impossible to know how a product will react with every single one of the hundreds of coolant and radiator types, the best thing to do is to drain and flush the coolant system before attempting to use this product. That’s a tall order, but it’s way better than clogging a tiny coolant vein. The good news is that BlueDevil makes everything you need to do it, and they all work with each other.
      Verdict
      The simple truth is that there’s no such thing as a perfect liquid head gasket fix. There are temporary solutions that work fine, and there are products that won’t work at all. Even products like the BlueDevil that work on some vehicles may not work on yours. What you are paying for is the chance that you will only have to buy a product that’s around $50 instead of paying a mechanic several thousand.
      The earlier you can catch a problem, the better chance you have. If you notice excess smoke from your exhaust, first try a product like the BlueDevil oil stop leak. If the problem persists past 500 miles or so, then start diagnosing a blown head gasket. Don’t wait with head gaskets, and honestly, don’t put all your faith into a head gasket sealer. It will cost you a lot of money if you let the heads warp because you waited too long.

      Pros
      Can save you thousands of dollars
      BlueDevil makes a full line of products to help you along the way that are all compatible with each other
      Helps with leaks everywhere on a coolant system

      Cons
      It might not work for you depending on thousands of hard to predict variables
      It takes a long time to do it right

      9. Best Emergency Stop Leak Spray: Permatex Spray Sealant

      View on Amazon
      Why we like it: A different approach to the problem of leaks, the Permatex Spray Sealant lets you patch up small leaks from the outside.
      Editor’s Rating:

      Leaks Fixed
      Any small leak that you can see from the outside. It doesn’t matter what liquid is leaking, and it doesn’t matter what material it’s leaking out of. The Permatex Spray just coats the area in a goo that hardens and creates a barrier.
      Any Compatibility Issues?
      None. Since you spray it on the outside of the leaking component, it doesn’t actually have any interactions with the inside of the motor.
      Verdict
      The Permatex is another product like the RTV that isn’t something you add to the oil, but it is a good thing to have in your tool kit if you are trying to fix a leak. Unlike the RTV, it’s incredibly simple to use. You clean the leaking area, shake the can, and spray the contents at the leak. It hardens into a new seal and dams the liquid inside.
      It’s only a very quick fix, though. The hard barrier will be in the way of future repairs, and it will have to be chiseled off, which is a pain in the butt. Basically, use this stuff if you don’t have any other options. Like you are out on the trails and just need to keep it together for another 30 miles until you make it back to civilization or something.
      It can be picky sometimes. You have to clean the area pretty well so the goo can stick to the surface. Even then, sometimes, conditions are wrong and it won’t form a good barrier. This just adds to the idea that it’s only a good thing to use if you don’t have any other options and nothing to lose by trying.

      Pros
      Great for an emergency fix
      Works on a lot of different surfaces
      Easy to use

      Cons
      Terrible for a long-term solution
      Sometimes it just doesn’t work

      10. Best for Big Leaks: Permatex Ultra Black

      View on Amazon
      Why we like it: Sometimes, a stop leak can’t fix the problem, and you have to get serious. That’s where an RTV sealer comes in.
      Editor’s Rating:

      Leaks Fixed
      Unlike everything else on this list, RTV sealer is good at fixing big leaks. That’s because it’s not a product that fixes an old gasket. It’s a product that is used to create a brand-new gasket. Yes, that means it takes a ton of work, but if you are in a situation where you can’t get a new gasket, you don’t have much of a choice when the leaks get too big.
      Any Compatibility Issues?
      There aren’t really any compatibility issues. Permatex sells other sealers that are better for different applications, but since this article is all about oil leaks, we choose to feature the Ultra Black. The Ultra Black is all about oil resistance, and that’s everything you could want.
      Verdict
      Gasket makers are something everyone should have in their toolbox if they work on cars. There’s a lot of stupid reasons you’ll need it. Like if you are replacing a part and accidentally destroy the gasket, or you just need your beater to stop dripping oil on your driveway.
      It just takes a lot of work to use it right. Unlike the spray sealer, RTV goop takes a ton of prep and is in no way a quick fix. You have to take the part off, clean it, scrape all old gasket residue off, apply the product, then bolt the part back on before the stuff dries. It’s messy, it’s in no way better than buying the right gasket, and if you have to take the part off again, you’ll be kicking yourself.

      Pros
      Can fix any oil leak eventually
      Unlike most stop leaks, it’s actually a long-term solution
      Makes a strong, durable seal

      Cons
      Takes a lot of time to use
      Only a good replacement for a new gasket if you can’t get the new gasket

      About Stopping Leaks
      Most stop leaks are straightforward, but there are tips and tricks that everyone can use to make sure they get the most out of the product.
      Understand the Limitations of Stop Leak Additives
      We went over it before, but we’ll do it again. If you experience big leaks, broken components, and cracked lines, none of those can be fixed by adding something to your car. Spray sealers like the Permatex can work temporarily, but nothing will actually fix the problem until you repair the damaged part.
      Beware of Diluting Your Oil
      Oil additives are not motor oil and do not perform the same function. Even Lucas, who prides themselves on being great for motors, will be bad for your engine in sufficient quantities because it will dilute the oil. As a general rule, only use a product once per oil change. However, like BlueDevil, some products recommend using the product twice if the oil doesn’t stop leaking the first time.
      That brings us to our most important piece of advice…
      Read the Instructions
      Read the instructions and follow them. It’s impossible to overstate the embarrassment you will feel if you bought a head gasket sealer meant to go into your coolant, and you put it into your oil.
      Treat All Additives as Temporary
      Even the BlueDevil and Liqui Moly that claim to be permanent are not. In truth, even a gasket maker like the RTV is not a permanent solution. You should always plan on eventually getting the correct gasket and installing it.
      When a gasket or internal part wears out, it’s only going to get worse over time. A stop leak works by being absorbed into the area around the leak and then expanding. It can only work where it can be absorbed. That means there’s still a lot of the gasket that is not functioning correctly, and over time the same process that caused it to fail in the first place will happen again.
      When it happens again, the likelihood of a stop leak working is significantly lower.
      Prevention Is the Best Way to Stop Leaks
      Keeping your oil clean will keep your internals from wearing down and leaking. That means keeping up on your scheduled maintenance and using the right oils. Heads usually fail due to heat, and lines can deteriorate if the vehicle sits unused. Basically, and bluntly, the most common reason that a car develops a leak is neglect.
      FAQ
      We see a lot of questions about stopping oil leaks being asked around the web, so here are some answers.
      Are Stop Leak Additives Safe?
      Yes. Old additives use chemicals that could cause clogs or corrode materials, but modern stop leaks are safe. You can read all about what modern stop leaks are made out of here if you’d like. In short, assuming you follow the directions, your car will be safe if you use these products.
      Can You Use Oil Stop Leaks for Transmissions?
      Sometimes you can. Some additives are perfectly safe for transmissions, like the AT-205 Re-Seal. Some are not, like the Liqui Moly. If you have a leaking transmission, though, it’s probably better to buy a product specially made for transmissions.
      Can Different Stop Leaks Be Used Together?
      In general, no. While it may not cause a problem immediately, it may dilute the oil and cause future problems. It is also not worth it; most of the time if a product doesn’t work, it’s because the leaking part has failed. It’s not because a different product would be more effective.
      How Long Should You Wait Before Deciding a Stop Leak Didn’t Work?
      If a product is going to work, it will work after driving 500 miles or so. It does vary product to product. For instance, the BlueDevil additive takes longer to activate than the ATP, but both should be at full strength by the 500-mile mark. If you still have a leak after 500 miles, you probably need to look for a new solution.
      Stopping Leaks Keeps the Stains Away
      No one likes to try to clean oil out of concrete, and no one likes to scrub oil out of an engine compartment. For the sake of sanity, grab some oil stop leak additive and keep the leaks at bay. You should also consider picking up an oil drain pan to protect your garage floor or driveway while you sort out your leak problems. Also, consider using laundry detergent to scrub oil stains out. It works great. More

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      in Car Reviews

      2021 Mercedes-AMG E63 S Does It All

      by

      The V-8-powered sports sedan is rapidly becoming an endangered species, making the arrival of the revised Mercedes-AMG E63 S a timely reminder that there won’t be too many more examples of what is one of our favorite automotive genres. AMG has already admitted that its next-gen hybridized powertrain will be based on a four-cylinder engine, and even if that boasts an output to match (or surpass) the 603-hp twin-turbo V-8 in the E63 S, we can’t imagine it will get close on character.

      2021 Mercedes-AMG E63 S Keeps Power, Adds Comfort

      603-HP 2018 Mercedes-AMG E63 S Sedan Tested!

      But before we call the mortuary, the E63 S remains a spectacularly talented all-rounder, with none of the E-class’s midlife revisions having altered its ability to deliver huge, effortless speed. And it was happy to prove this in spectacular style in its most natural European environment—the passing lane of a German autobahn. As traffic cleared on the A13 near Dresden and the dawdlers happy to cruise at a mere 90 mph or so headed right, the AMG proved its ability to deliver seat-squashing g-forces and a heady V-8 soundtrack with a total lack of untoward drama. It felt as though acceleration barely diminished as the speedometer needle swept past 120 mph, where most fast cars begin to really struggle with the wind, and continues to pull strongly even beyond 155 mph, where lesser AMGs suffer the intervention of their electronic governor. We couldn’t find a quiet enough stretch to confirm a top speed for the E63 S, but AMG says its more permissive limiter won’t call time until 186 mph.

      View Photos

      Mercedes-AMG

      While such antics are fun, they only represent a small part of the E63 S’s appeal. This remains a performance sedan as good at everyday speeds as it is at stratospheric velocities, handling the real world with very nearly the same level of refinement as its less powerful siblings, thanks to the transformative effect of its switchable dynamic modes. Comfort mode turns the E63 S into a limousine, with supple air springs and adaptive dampers doing an outstanding job of digesting road imperfections and the nine-speed automatic shifting early to make the most of every last drop of premium gasoline. The peak 627 pound-feet of torque is available between 2500 rpm and 4500 rpm. The gentlest mode is almost too civilized for something so potent, with AMG’s engineers admitting they slightly softened the facelifted car’s suspension in response to customer feedback.
      If we were most buyers, we’d treat the firmer Sport mode as the everyday default, as it puts some pep into the E63 S’s responses and some rasp into its exhaust note without adding undue harshness. Beyond that lies Sport Plus, which puts a noticeable edge on the damping, and the full-on Race mode, which turns the AMG into a snarling monster. Adaptive dampers, the switchable exhaust, and ESP modes can all be controlled separately, and there is still a Custom mode for the hard to please.

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      Mercedes-AMG

      While the standard nine-speed shifts both cleanly and quickly, its continued use of a multiplate clutch pack instead of a torque converter—to help sharpen responses and enable high-rpm launches—does have a small impact on low-speed refinement, with the sense that engine and wheels are sometimes being connected with too much suddenness.
      The E63 S controls its mass exceptionally well, feeling agile and wieldy for something its size and weight. Its curb weight is around 4600 pounds, but the accurate steering has good feel and delivers both arrow-straight high-speed stability and decisive cornering responses. Selecting the more aggressive dynamic modes brings a rearward bias to the torque distribution of the E63 S’s standard all-wheel-drive system, but it takes the (likely rare) selection of the car’s Drift mode to turn it into a tire-smoking rear-driven hooligan. While we obviously needed to sample this function in the interests of scientific discovery, we suspect that few buyers will use it often. “Aerodynamically optimized” 10-spoke, 20-inch wheels are standard, and the car we sampled also came with the optional carbon-ceramic brakes, an upgrade that provided predictably indefatigable stopping power.

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      Mercedes-AMG

      The world might be losing interest in sedans, but—as with the lesser members of its clan—the E63 S has been given a facelift more substantive than the sort of gentle tinkering normally reserved for a midlife sharpening. A new front end features a vertically slatted radiator grille inspired by that of the original 300SL, with the oversize Mercedes star in the center now housing some of the sensors required for the lane-and-distance-keeping Drive Pilot smart cruise control.
      As before, the cabin remains spacious, smart, and extremely well equipped, proving that leather and carbon fiber can play nice together. But as with its regular sisters, moving the E63 S onto the latest MBUX infotainment system has created additional complication and a fair amount of ergonomic confusion. Changing horses midstream (as it were) has required the E-class to effectively accommodate two different interface systems. So, the new car keeps the pre-facelift model’s rotary dynamic mode selector on the center console, as well as exhaust, gearbox, damper, and stability switches. These functions, however, are all replicated by the two new rotary controllers (with neat integrated screens) mounted to the steering wheel.

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      Mercedes-AMG

      The wheel itself features double spokes on each side, these seemingly required just to allow sufficient space for all the controls it now carries. Despite all of this—and the presence of a voice assistant summoned by saying, “Hey, Mercedes”—some common functions remain hidden within the myriad of submenus. This is a car that makes it considerably easier to change damper settings than to select a new radio station.
      We’re promised that the revised E63 S will be with United States dealers by the end of the year, with a $108,550 base price putting it between the regular BMW M5 and the M5 Competition. The AMG might not have quite the level of focus of its most obvious competitor, but it sounds superior and—thanks to its personality-changing dynamic modes—has a broader spread of talents. Cars such as these won’t be available for much longer. We will miss them when they’re gone.

      Specifications

      Specifications
      2021 Mercedes-AMG E63 S
      VEHICLE TYPE front-engine, rear/all-wheel-drive, 5-passenger, 4-door sedan
      BASE PRICE $108,550
      ENGINE TYPE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement 243 in3, 3982 cm3Power 603 hp @ 6500 rpmTorque 627 lb-ft @ 2500 rpm
      TRANSMISSION 9-speed automatic
      DIMENSIONS Wheelbase: 115.7 inLength: 196.4 inWidth: 73.7 inHeight: 56.6 inPassenger volume: 98 ft3Trunk volume: 13 ft3Curb weight (C/D est): 4600 lb
      PERFORMANCE (C/D EST) 60 mph: 3.0 sec100 mph: 7.0 sec1/4 mile: 11.1 secTop speed: 186 mph
      EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 18/15/21 mpg

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      Ampere Magnus Pro Review – Finally a contemporary electric scooter! Was it so hard?

      by

      Should the Ampere Magnus Pro be featuring in your scooter shortlist, shoulder-to-shoulder with conventional petrol options? Here is what we think after sampling one

      Electric Scooters from the beginning have been known to be quirky. Especially in a fashion sense. I used to think the busy and flashy design of electric scooters are mostly why people thought too much to try it out. Even I decided I wouldn’t be caught dead riding a toy for a vehicle.
      Then I started finding highly futuristic looking electric two wheelers, ones that look too modern for the present age. There have been very few vehicles in the middle ground, standing shoulder to shoulder with the contemporary petrol powered vehicles. One of them, which I admire, is the Ampere Magnus Pro.
      Ampere Magnus Pro – First impressions
      Riding around on the Magnus Pro, I hardly got stopped with an inquiry by the public, at traffic lights, or wherever I parked, which is something I liked because I like to think my look-at-me-I’m-so-cool days are far behind me. Now I’m all about the business end of things, and my choices better seem mature, sophisticated and noteworthy for the right reasons.

      Still being in an era where I’m most likely to be run over on the road by a petrol/diesel vehicle, my choice of buying a scooter would have both electric and fuel-powered vehicles. It would take a lot more time for petrol vehicles to fade into the past.
      So when I draw up a list, whether I’m considering buying one for myself or for my parents, there would be Activa, Jupiter, Access, Ather and possibly some good other electric scooter with good value proposition. Having ridden the Ampere Magnus Pro recently, I can impartially say that it would make it to the list.

      Appearance
      Reasons why I would consider is firstly the fact that it looks as smart and trendy as the other vehicles in that list, so there is no compromise or overcompensation on the looks front when I pit it against the proven scooters. The colour choices are appealing and the use of matte black and chrome elements are complementary to the overall design.

      The contrast seat upholstery on Metallic Red and Bluish Pearl White coloured Magnus Pro is a concept that is generally accepted and appreciated on other scooters, which also sits well on the Magnus Pro. The seat design is as stylish as it is functional.
      Riding experience
      Secondly, it rides almost as good as a petrol scooter. The cruise comfort is splendid and the vehicle reacts way better to potholes and speed breakers than some of its direct competitors that I’ve ridden. The performance is good enough for an enthusiastic rider in a busy city, and when the road clears there’s good rush in the motor till it maxes out around 55 kmph.

      If I’m buying this scooter for my parents, I wouldn’t want any more power in it. The Low and High modes (via the red switch on the right) does a distinctive job. The other switches have good tactility, but could do with better ergonomics. The all-digital instrument display is legible and it could’ve included a trip meter.
      Braking
      The braking performance is fair and gentle, and safer than it used to be generally thanks to the mandated Combi Braking System that works well on the Ampere Magnus Pro. The scooter also has regenerative braking, which may require some fine tuning in the way it noticeably kicks in and reluctantly turns off.

      What we think of it?
      The 85 kg scooter including the removable battery, is a breeze through traffic, and a recommendable one for all who wish to test ride and start thinking about going electric. The range on paper is 75 km per charge of 5-6 hours, but as you may very well know it is dependent on rider behaviour. In short, the Ampere Magnus Pro definitely deserves a visit and a test ride by those who wish to buy a scooter, any scooter for commuting. More

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      in Car Reviews

      2022 Volkswagen Taos Previews an Important New Engine for VW

      by

      Oxnard, California, is an overlooked American automotive nerve center. The city surrounds Port Hueneme, where massive car-carrying ships disgorge vehicles for at least 18 manufacturers. It’s also the port from which Tesla vehicles leave for export to Asia. That’s led some of the carmakers to establish engineering and design facilities in the area. BMW has one there. And now, so does Volkswagen of America—a five-acre campus on Del Norte Boulevard, across from a Shell station with an integrated Subway sandwich shop.
      So, while VW was dazzling the world’s assembled press in September with the all-electric ID.4 small crossover, it simultaneously invited a select group of marginalized journalists to Oxnard to tour the company’s facility, sample the company’s upcoming 2022 Taos—a conventionally powered compact crossover—and do a deep dive into its new 1.5-liter turbocharged, four-cylinder engine.

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      Volkswagen

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      Nearly a foot shorter, the Taos is more compact than the Tiguan, sized to compete in the red-hot twerp-ute market, a burgeoning segment that includes the trendy Nissan Kicks, stalwart Honda HR-V, sweet Mazda CX-3, and lackluster Ford EcoSport. It’s an important genre, not only because of its insane sales growth, but because cheap crossovers are often the entry point for young customers buying into a brand for the first time. And that’s that for the business school marketing lesson.
      The pre-pre-production prototypes on hand were lightly camouflaged to avoid startling observers psychologically unprepared to contend with the profound visual impact of a small SUV that looks like a dehydrated Tiguan. On the outside they were wrapped in white vinyl, with subtle graphic elements taped to the headlights and covering the logos. On the inside, a fuzzy dash pad covered most everything but the tachometer and speedometer. That included the air vents, and it was a pretty hot day.
      The drive itself would consist of a 30-or-so-mile lap through Oxnard and neighboring Camarillo and back to VW’s campus. And during this tour of verdant, culturally diverse Ventura County, we would be shadowed by a VW representative so that if something went wrong or we tried to keep the prototype for ourselves, they could do … something. Maybe our proctor had a roll of duct tape with him. Or a shotgun. We obeyed the rules.

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      Volkswagen

      The featured attraction here was truly the new 1.5-liter turbo engine. It’s destined to replace the 1.4-liter turbo four that’s currently the standard powerplant in the United States-market Jetta and Golf. The 1.5-liter has a slight increase in piston bore diameter to reach its new displacement, but the big change is the use of some technology from the EA888 turbocharged 2.0-liter inline-four found in the Tiguan. The new engine will be capable of operating on Volkswagen’s modified Miller-cycle combustion under light load conditions, which they’ve named the Budak cycle after its developer. When operating on Budak, the intake valve closes earlier that it would during normal operation, thus reducing the amount of fuel and oxygen drawn in and returning more efficiency. The 1.5-liter will also use a variable vane turbocharger to reduce increase its responsiveness.
      VW rates the new engine at 158 horsepower and 184 pound-feet of torque, which will be the sole engine in the Taos. That vaults right over competitors like the 141-hp Nissan Rogue Sport, 147-hp 2.0-liter Kia Soul, and 148-hp Mazda CX-3. And the VW will push that advantage by backing the engine with an eight-speed conventional automatic transmission in front-drive versions of the Taos. All-wheel-drive versions will get the familiar seven-speed dual-clutch transmission. The new 1.5-liter will be built at VW’s engine plant in Silao, Mexico, which opened in 2013. And the Taos, designed for the North American market, will also be built in Mexico.
      The route chosen for us by VW was flat and not curvy. There was a short blast southward on Highway 101, but no roads were challenging. There were several opportunities along the way, however, to stop and buy strawberries freshly picked from the coastal plain’s fields.

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      Volkswagen

      As an evaluation of the Taos, this was just a bit of early exposure, severely limited in its usefulness. But the engine does seem to make excellent low-end grunt, the transmission didn’t do anything untoward, and the suspension didn’t collapse riding along smooth pavement. The details that matter were covered up inside, so there’s no way to positively say how well the interior is laid out. Naturally, a big-ass touchscreen is likely destined for the dashboard’s center because everything now has a big-ass touchscreen.
      The front wheel-drive Taos will make its official debut this month and is scheduled to hit dealerships around the middle of next year. And since it’s destined to compete in one of the most price-conscious segments of the market, there’s no reason to expect it to cost any more or much less than other cute-overs. So, figure it’ll start at around $20,000 at the bottom and knock on $30K at the top of the range.
      Back at the facility, there were Volkswagen products from around the world on hand for all sorts of testing. There were even a couple of prototype ID.4s, with technicians carefully peeling away their camouflage after that day’s public debut of the car. There’s something going on here.

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      Volkswagen

      That something is an inflection point, one where manufacturers are still developing vehicles powered by internal combustion engines while simultaneously prepping for the electrified future consumers will either want or will have forced upon them. Volkswagen was caught with its pants down in the diesel scandal and can’t afford to screw up in the immediate future. So, right now it’s wearing multiple pairs of pants. Jeans and chinos. Dockers and slacks. Snow pants and baggy shorts.
      As the day was dying off, the assembled litter of journalists were led to a conference room set up with appropriate social distancing. There we enjoyed the comedy stylings of Johan de Nysschen, the still new senior executive of Volkswagen Group North America, who is this generation’s Bob Lutz tinged with a hint of John Force. He likely said something profound and hilarious, but I really just wanted to write “comedy stylings.”
      It turns out that VW doesn’t use Port Hueneme as a port of entry for its vehicles. So, why the company decided to plop down its latest facility in Oxnard is a mystery. Maybe it’s because Oxnard is where the action is. Or maybe they just wanted to build somewhere with easy access to a Subway.
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      in Car Reviews

      2021 Mercedes-AMG GT Black Series Targets a Higher Realm

      by

      Porsche’s 911 proves it’s possible to have your engine in the wrong place and still compete with mid-engine sports cars. AMG does the same thing with the GT, but its front-engine layout isn’t nearly as unconventional as the 911’s rear-engine pendulum. With a V-8 up front and tucked behind the axle line, the GT is far less offensive to Newton’s laws. While most AMG GTs cost less than $200,000 and compete with a mix of front-, rear-, and mid-engine cars, the new $400,000 Black Series version is vying for buyers in a class where a jewel-cased engine between the driver and the rear wheels is the norm.
      The GT Black Series will be the top Benz in terms of performance until the much-delayed AMG One arrives. It’s the brand’s most powerful road car, and the Black Series branding is a sort of AMG equivalent to a 30-year-old single malt. The AMG GT R is a potent machine, but the Black Series treatment moves this GT closer to the performance level of the GT3 racer.

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      Mercedes-AMG

      720-HP Mercedes-AMG GT Black Series Finally Here

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      Under the long, louche hood and tucked well behind the front axle line is a new version of AMG’s 4.0-liter V-8 that uses a flat-plane crankshaft instead of a crossplane crank. The new engine’s 7200-rpm redline is only 200-rpm higher, but AMG says that the better thermodynamic balance from the flat-plane’s firing cycle that alternates between cylinder banks creates more balanced gas flow. An equally important change is a pair of bigger turbochargers that deliver up to 24.6 psi of boost. Peak output rises to 720 horsepower. The ratio of horses to pounds has been shifted further by extensive use of carbon-fiber composite. The fenders, hood, and tailgate are all carbon rich, as is most of the cabin trim. The Black Series sheds a claimed 77 pounds compared to the GT R.
      Aerodynamics measures are similarly extreme. The surface area of the Black Series’s front end is covered in vents, scoops, and intakes. The radiator grille is larger and toothier, and beneath it sits an extended front diffuser big enough to require motorsports-style tension ties. Both the diffuser and the huge rear wing have manually adjustable positions. An active element is on the trailing edge of the wing. Peak downforce is more than 880 pounds at 155 mph. Suspension is also owner adjustable, with more negative camber available when aligning, as well as adjustable anti-roll bars.

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      Mercedes-AMG

      The Black Series has been designed for life on the racetrack, and that’s all that AMG allowed us to experience—with multiple laps on the Lausitzring in northeast Germany. Originally built as a superspeedway with a 2.3-mile tri-oval layout, our drive was on the tighter infield course still used by the German touring-car series. It’s a track that still includes committing to turning onto the start-finish straight while facing concrete barriers and zero runoff.
      A familiarization lap is enough to sense the darkness of the Black Series’s heart. It is hard and angry and unyielding under even modest pressure. Steering is ultra direct and brimming with the sort of vibration and unfiltered sensation that normally gets filtered out by chassis engineers. Even at a tire-warming pace the engine feels mighty, the 590 pound-feet of torque is nearly ever present as the peak extends from 2000 to 6000 rpm. Carbon-ceramic brakes squeal and grumble when cold, and the combination of six-point harnesses and the optional carbon-fiber bucket seats—which sadly won’t be available in the United States—make the experience feel like sitting in a race car waiting for a green flag.

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      Mercedes-AMG

      This arrives on the second lap when pacesetter and multiple DTM champion Bernd Schneider, clearly convinced our tires are warm enough and that we know the track as well as we need to, drops the hammer and heads off in the leading car at a seemingly impossible pace. Fully unleashed, the Black Series’s engine delivers predictably forceful longitudinal loadings, combining organ-sloshing G-forces with a soundtrack that, even experienced through the insulation of a crash helmet, comes close to being painful. AMG’s claimed 3.2-second zero-to-62-mph time is hugely impressive, but it’s the claim of a sub-9-second dash from rest to 124 mph that is more indicative of this GT’s potency.
      The Black Series is reassuringly comfortable under huge braking loads, and it turns into the Lausitzring’s faster corners with the security that comes from copious downforce. But getting it to rotate in tighter turns soon proves to be trickier than expected, certainly than it would be in its mid-engine competition. There’s more understeer in the setup, perhaps to keep us from spinning into the walls, and after a couple of laps of trying to match Schneider’s pace we end up further and further from slower-corner apexes.

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      Mercedes-AMG

      Relearning a lesson often cited in the days when even the fastest racers had their engines at the sharp end—slow in, fast out—improved the Black Series’s behavior. It has more than enough firepower to compensate for lower entry speeds. Traction is huge, the vast 335-width rear Michelin Cup 2 tires delivering massive grip, but it is also possible to make the rear end playful using the variable traction-control system, which stays active even with the stability control turned off to allow precisely controlled rear-end slip. This makes it both easier and much less scary to slide around than a car with most of its mass in back.
      We don’t have confirmed U.S. pricing for the Black Series yet, but considering what AMG charges in Europe we can expect it to break new ground for both the brand and front-engine sports cars. When the GT makes it across the Atlantic, it might be pushing $400,000. That’s more than the considerably quicker McLaren 765LT and about twice as much as the GT R Pro that sits beneath it in the AMG hierarchy. The Black Series is definitely a special car, but not that special.

      Specifications

      Specifications
      2021 Mercedes-AMG GT Black Series
      VEHICLE TYPE front-engine, rear-wheel-drive, 2-passenger, 2-door hatchback
      ESTIMATED BASE PRICE $400,000
      ENGINE TYPE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement 243 in3, 3982 cm3Power 720 hp @ 6900 rpmTorque 590 lb-ft @ 2000 rpm
      TRANSMISSION 7-speed dual-clutch automatic
      DIMENSIONS Wheelbase: 103.7 inLength: 181.2 inWidth: 79.6 inHeight: 50.4 inCargo volume: 10 ft3Curb weight (C/D est): 3600 lb
      PERFORMANCE (C/D EST) 60 mph: 2.9 sec100 mph: 6.0 sec1/4 mile: 10.4 secTop speed: 202 mph

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