An image of a 2024 Mercedes-Benz CLE 450 on the road.

By Gabriel Vega –  June 26, 2024

First Drive: The 2024 Mercedes-Benz CLE 450 4MATIC

Early last year, reports claimed that Mercedes-Benz plans to seriously reduce its model lineup as part of its long-term strategy. This means trimming unprofitable body styles like wagons and sedans while consolidating its coupes to meet the current demand more effectively. The first byproduct of this approach is the 2024 Mercedes-Benz CLE 450 4MATIC, a sleek two-door that replaces both the discontinued C and E Class coupes. However, while the CLE aims to split the difference between the C and E, it doesn't do so right down the middle. Instead, it cherry-picks bits from both to create something new. As such, this 450 model gets a mild hybrid turbocharged 3.0-liter inline-six previously reserved for the E-Class. Its interior layout is straight from the latest C-Class, with an 11.9-inch vertically oriented central infotainment screen as its centerpiece. Dimensionally, it sits much closer to the E-Class Coupe, sporting a 6.5-in longer and 2.1-in wider footprint than the outgoing C.  The CLE's biggest challenge isn't integrating new components. Instead, it's blending the personas of two very different cars, the E-Class being the more traditionally luxurious and the C-Class erring on the sporty side. Where does the CLE fall, then?  Aesthetically, the 2024 Mercedes-Benz CLE 450 has all the makings of a luxurious two-door in the traditional sense. It sports a lengthy 112.8-in wheelbase complemented by a ride height 0.6 lower than the C-Class Coupe's. Short front and rear overhangs, a forward-leaning shark-like nose, and a long hood add to its sporty persona. The 450 trim receives the AMG-Line treatment as standard, which adds 19-in wheels, although my tester wears an optional $850 set of 20s wrapped in Goodyear Eagle F1 summer rubber.  While it's meant to replace the C and E-Class Coupes, the CLE sports plenty of elements we've seen miniaturized in the CLA Sedan. From its raked windshield to its sloping roofline and widened head and tail lights, the CLE draws inspiration from beyond the cars it's aiming to replace. Yet while this allows the CLE to generate a feeling of familiarity with the rest of the lineup, it also detracts from its distinctiveness, wearing the look of a Mercedes coupe, even if you're unsure which one. In keeping with the simplification theme that spawned it, the 2024 Mercedes-Benz CLE offers just two powertrain options: a turbo-four for the 300 models and an inline-six as the 450's range-topper. The latter is a 3.0-liter unit that pairs with a twin-scroll turbocharger and a mild-hybrid system for efficiency. It'll coast briefly on electrons while also improving its power delivery, filling in torque to eliminate the effects of turbo lag. Thanks to an updated battery, the small electric motor can generate 25 horsepower and 151 pound-feet of torque, bringing the 450's total output to 375 hp and 369 lb-ft.  While its nine-speed automatic is widely used across the carmaker's lineup, it's been redesigned to be more compact and 30 percent lighter. This pairs with an updated 4MATIC all-wheel drive system, sending more power upfront for improved traction. As such, the CLE 450 will sprint to 60 mph in 4.2 seconds before topping out at an electronically limited top speed of 130 mph.  Despite its sporty looks, it takes only a few moments behind the wheel of the 2024 Mercedes-Benz CLE to realize that while it may seem appropriately athletic, it's a luxurious coupe first. Take its inline-six as an example. It generates a healthy dose of power, especially down low in the rev range, then consistently carries it to the redline, helped by that aforementioned electric motor. There's no turbo lag to report, and its power curve is impressively progressive. However, this inline-six is virtually silent as it delivers it. While its electric motor circumvents the need for a traditional starter, thus resulting in a seamless start/stop system, a quiet exhaust aided by a healthy dose of sound deadening means this inline-six is practically invisible behind the wheel. This is great when puttering around town but not so much when you want to lean into the CLE's sporty side. So much so that Mercedes added a Progressive Sport Sound setting, which pipes in synthetic V8 noises through the CLE's speakers to add drama to the experience. This is a real shame, considering we've heard how good variations of its inline-six sound when uncorked authentically in cars like the outgoing AMG E53 Coupe.  Mercedes offers two suspension calibrations for the CLE: Comfort, which comes standard in the 300 model, and Sport, which is baked into the AMG Line-equipped 450. Despite what its name may suggest, even the firmer of the two configurations is still quite compliant. Although it struggles to isolate minor imperfections, a challenge made trickier by its larger 20-in wheels, it easily soaks up larger bumps. As such, a hint of roughness around town dissipates as you pick up speed on a highway.  If you venture further and end up on a twisty road, the 2024 Mercedes-Benz CLE will hang on far longer than expected. Despite its hefty 4,266-lb curb weight, it's particularly grippy in the bends, able to keep pace with machines that outgun it on paper. So grippy that the effects of that weight are constantly top of mind. Turn into a bend, and the front wants to dive in while the rest of its body plops over, spoiling its balance. An adaptive suspension system like that available for the Euro-spec CLEs would likely solve the problem, but sadly, that setup won't be available for the US cars.  So, while the CLE can tackle the odd bend, it's probably best to think of it as a very well-appointed grand tourer, which, given its looks and, crucially, its interior, is by no means a bad thing. While its layout may carry over mainly from the latest C-Class sedan, there are plenty of CLE-specific touches. Its standard sports seats, for example, are unique, offering optional massage, cooling, and ventilating features. Their headrests include speakers that pair with a standard Burmester 3D Surround Sound System.  While all CLEs get Mercedes' MB-Tex as standard, a Nappa leather option with a perforated diamond stitch pattern is available. However, the AMG Line-equipped 450s get MB-Tex with a "Nappa look," bridging the gap between synthetic and the real deal, which is surprisingly convincing despite sounding quite gimmicky. However, materials aside, a benefit of the CLE leaning closer to the E-Class Coupe's footprint is its excellent interior space. While generous room for the front two occupants is expected, there is a decent amount of space in the second row as well, which, aside from being able to house adults, is easy to get in and out of.  Like the latest E-Class Sedan, the 2024 Mercedes-Benz CLE leans heavily into technology and connectivity. While its 12.3-in digital instrument cluster and 11.9-in infotainment screen may seem familiar, they're powered by the latest MBUX system and the new electronic architecture introduced in the aforementioned E. By integrating an Android operating system, MBUX can now support applications like Zoom, TikTok, and Angry Birds, as well as directly integrating with all major music streaming platforms. Previously, Apple CarPlay or Android Auto unlocked many of these features, but now MBUX can also operate them natively.  As clever as its software is and as good as its interior looks, interacting with it is still quite challenging. For starters, there are barely any physical switches anywhere in its interior, requiring you to constantly interact with its central touch screen. And while there are plenty of haptic feedback controls in its steering wheel, they're challenging to operate precisely, often requiring multiple presses or swipes to generate the desired outcome.  For the 2024 model year, the Mercedes-Benz CLE 300 4MATIC starts at $57,650, including a $1,150 destination fee. Upgrading to the 450 raises that base figure to $66,800, fees included. However, with options such as its $950 massaging seats, $1,950 Driver Assistance Package, and $800 20-in wheels, my tester comes in at $72,600. This places it slightly above a comparatively optioned Audi S5 and BMW M440i, although it's worth pointing out that the CLE is marginally larger than those competitors.  While the CLE aims to split the difference between the discontinued C and E-Class Coupes, it's clear that it doesn't fall perfectly in between them. Instead, thanks to its larger size, more spacious cabin, and compliant suspension, it's a luxurious coupe first, with some sporty character peppered in. Remember, an AMG CLE 53 and potentially a 63 are coming for those who want more athleticism. Given its positioning within the carmaker's shrinking lineup, its grand-touring persona is arguably the best for it.

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An image of an Audi RS6 Avant Performance parked outdoors.

By Gabriel Vega –  June 13, 2024

Review: The 2024 Audi RS6 Avant Performance

With production of the R8 ending earlier this year, the RS6 Avant and its mechanical sibling, the RS7, have become Audi's de facto halo cars—at least for now. Introduced in 2020, this twin-turbo V8-powered station wagon isn't quite yet due for a proper refresh. Still, that hasn't stopped the German automaker from updating its long-roofed halo by introducing the 2024 Audi RS6 Avant Performance.  To be clear, the Performance isn't a separate trim level or an optional package. Every new RS6 Avant is a Performance model, a slightly confusing moniker considering Audi previously tacked "Competition" onto its RS5, borrowing a page from BMW's playbook. Regardless, what matters are the updates the latest RS6 receives, which include a 30-horsepower bump up to 621 hp, an optional set of lightweight wheels that cut unsprung mass by 11 pounds per corner, and reduced sound deadening so you can actually hear its burbly V8. As you'd expect from a mild update, the Performance's new extras don't transform the driving experience. Still, given that the RS6 Avant already laid such a strong foundation, you'll soon learn that instead, they take something great and make it even better.  For the 2024 model year, the Audi RS6 Avant Performance adds standard matte gray finished trim to its front spoiler, rear diffuser, side blades, and mirror caps. However, my tester swaps it out for gloss black pieces courtesy of its $3,750 black optic package. This optional extra coats its 22-inch lightweight forged wheels in a two-tone finish while wrapping them in Continental SportContact 7 rubber. Combined with the new 30-hp output increase, these Y-spoke wheels, which reduce unsprung weight by 44 lb, allow the Performance to cut its predecessor's 0-60 time by two tenths, completing the run in 3.3 seconds.  Although my tester is primed to fly under the radar with its Daytona Gray paint and equally subtle black leather interior, the RS6 is now available in two vibrant Grenadier Red and Ascari Blue hues. Two shades that match perfectly with its optional RS design package, which adds blue, red, or gray contrast stitching to the cabin. However, they're only available with a black leather base. The package covers its flat-bottomed steering wheel in Alcantara, while its gear selector and door cards get a Dinamica microfiber treatment. Unlike the RS5 Competition, which received new coil-over suspension alongside its lightweight wheels and reduced sound deadening, thus significantly sharpening its handling, the RS6 Performance's improvements are far subtler. Although the RS5 arguably needed the help to become the best version of itself, the wagon's updates aren't as transformative. This is mainly due to the outgoing RS6 already being an excellent performance car to start with. A two-tenths quicker 0-60 time may lead to enhanced on-paper stats, but given that we're talking about the car that completes the run in around three seconds, that improvement is hardly felt behind the wheel. In other words, it's rapid, but so was its predecessor. What is noticeable, however, is the updated tuning to its eight-speed automatic transmission, which rips shifts even quicker than before, making full use of the available power and the abundance of traction courtesy of its Quattro all-wheel-drive system. While its 4.0-liter twin-turbocharged V8 generates more power thanks to a set of upsized turbos, now up to 621 hp and 627 lb-ft, it does so just like its predecessor. That is to say, you get a split second of turbo lag, followed by a massive wave of torque down in the rev range, which then builds to redline. The key to the Audi RS6 Avant Performance feeling supercar quick, however, is the abundance of midrange power, meaning that once you're halfway up the rev range, the response you get from its V8 is swift. It's not naturally-aspirated V8 swift but about as quick as a heavily turbocharged powerplant can be.  Dive into a corner, and the RS6's front end feels slightly lighter on its feet, thanks primarily to its reduced unsprung mass. While there's no hiding this car's nearly 5,000 curb weight, the Performance adds a new level of agility to a car that previously generated excellent grip levels but wasn't overly eager to change direction. Its steering, however, remains frustratingly muted, delivering little feedback. While a lighter and smaller central locking differential aims to dial out understeer, you'll still get a smidge of push from the front end as you pick up the pace.  Alongside its reduced sound deadening, my tester pairs a $1,000 RS sport exhaust system. This is an optional extra that should be mandatory because while the Performance allows more natural sound to permeate through the cabin, although it still pipes in plenty through its speakers, it still doesn't offer a genuinely sonorous experience with booming bassy V8 notes. This is due mainly to the tremendous amount of sound deadening present in the first place, proof that making anything sporty out of a luxury car is still quite a challenge. That said, it's worth remembering the RS6's dual role of not just being a backroad thriller but a properly practical daily as well. To this end, it's understandable why Audi didn't turn up the volume and, crucially, why it left its suspension untouched. The carmaker could've firmed it up further to create a more athletic machine. While this means that the RS6 isn't relatively as quick or hardcore as it could be, it allows it to retain excellent comfort levels, even with its large wheels, once you dial down its adaptive shocks. The result is an ultra-powerful wagon that's equally at home sitting at triple-digit speeds on the left lane or chasing supercars up a winding mountain road. For 2024, The Audi RS6 Avant Performance starts at $128,195, including a $1,095 destination fee and a $1,300 gas guzzler tax. Options such as the $3,750 black optic package, $3,000 RS design package plus, and $2,750 executive package bring my tester's price up to $144,040. That's about what an equally optioned RS Q8 costs, the closest comparable vehicle, given that the new Mercedes AMG E63 and the BMW M5 have yet to be unveiled. Throw in Porsche's axing of the Panamera Sport Turismo, and the RS6 is in a class of its own.  While the Performance treatment may not transform the RS6's driving experience, it doesn't need to. Given that Audi's halo wagon started from a position of strength, it's only been improved. Thanks to its extra power output, sharpened transmission tuning and reduced unsprung weight, it's an even sharper tool for tackling your favorite road. Crucially, however, these updates don't detract from this car's daily usability, which is central to its appeal. In short, the Performance takes a great car and makes it even better.

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2025 Rolls-Royce Cullinan Series II

By Gabriel Vega –  June 07, 2024

First Drive: The 2025 Rolls-Royce Cullinan Series II 

The Rolls-Royce Cullinan's 2018 debut marked a significant turning point for the British carmaker. For the first time in its 118-year history, nearly everyone who parted with the over $325,000 the Cullinan originally cost used it daily. Beyond covering more miles on average than any Rolls before it, most owners opted to drive, with fewer than 10 percent relying on a chauffeur. It didn't just shift customer habits; the Cullinan morphed the customer base itself, successfully attracting new and, crucially, younger buyers to the brand. So much so that from 2010 to 2024, the average age of a Rolls-Royce owner dipped from 56 to 43. Six years after its unveiling, the Cullinan is still by far the brand's best-seller. While booming demand for taller, more practical vehicles is partly responsible for the Cullinan's success, it's also a result of how closely Rolls-Royce tracks customer feedback. It's constantly in contact with buyers, noting what's important to them and implementing focused updates whenever it refreshes or introduces any new model. Considering not just how this SUV has impacted the brand but also how the carmaker moves to keep its recent record sales streak going, it is crucial to understand the refreshed 2025 Rolls-Royce Cullinan Series II and its Black Badge counterpart.  On the surface, it's easier to discuss what isn't new than what is. The twin-turbocharged 6.75-liter V12 that powers it is untouched, as is its eight-speed automatic and all-wheel drive system. Besides a minor recalibration to account for larger 23-inch wheels, its industry-besting air suspension carries over, too. Instead, the Series II addresses the aforementioned customer feedback, implementing a modernized aesthetic, new interior materials, broader customization opportunities, and a thoroughly updated tech suite. It's also pricier, starting around $450,000 or roughly $500,000 if you want the Black Badge. The Series II's visual updates are plentiful and focused, although it may not seem so initially. The central theme here is verticality, drawing inspiration from traditional yachts and skyscraper designs. It's visible in the updated front's extended daytime running lights, which slope downwards and flank a now frameless and illuminated Pantheon grille. Like the Spectre, a prominent horizontal line sits atop its angled slats, connecting this bright centerpiece with those aforementioned LEDs. Enlarged lower air intakes with angled veins sharpen the lower sections of its front fascia. As a result, the Cullinan Series II has a considerably sportier aesthetic than its predecessor. While these angled veins and larger openings work in concert with the Black Badge's darkened trim (now offered with black door handles for the first time) and carbon touches, they appear somewhat anachronistic in the standard model, which more closely aligns itself with a traditional Rolls-Royce vibe.  Beneath its tail lights, practically everything is new, including its bumper, larger exhaust tip surrounds, and extensive contrasting lower trim. However, you won't find many sharp lines to complement those upfront, making its two ends appear somewhat disconnected. Completing the list of updates is a new 23-inch seven-spoke wheel design with a fully polished or two-tone finish.  The 2025 Rolls-Royce Cullinan Series II benefits from the vastly updated tech suite we first saw in the Spectre. A digital instrument cluster and an updated central infotainment display sit behind a massive pillar-to-pillar glass panel for the first time. An updated analog clock and a Spirit of Ecstacy figure sit beside the new screens, as does an illuminated passenger panel comprising over 7,000 laser-cut dots.  Beyond the screens, all the wiring that powers them and their SPIRIT software is new, allowing for greater connectivity and broader customization options. Customers can now select unique color combinations for the cabin trimmings and digital elements.  The most significant update to the Series II's cabin is the addition of a new Duality Twill fabric, replacing the leather-only the marque has relied on in recent decades. Made from bamboo fibers and incorporating an interlinked "RR" pattern, each cabin built with this new material will use more than 2.2 million stitches and 11 miles of thread, each taking around 20 hours to complete. While the carmaker plans to offer its base color in Lilac, Chocolate, or Black, buyers can pick from 51 available thread colors.  Should leather be more your speed, the 2025 Rolls-Royce Cullinan Series II introduces a new Placed Perforation option. As its name suggests, it utilizes around 107,000 0.8 to 1.2 mm-sized holes to create unique patterns that buyers can customize through the brand's Bespoke program. A single person inspects these tiny perforations to ensure they're correctly done. The Black Badge takes things further by offering its unique Technical Carbon trim alongside an accompanying infinity logo, which can be embroidered into its headrests.  Setting off in the Series II through the perfectly paved winding mountain roads that make up the Island of Ibiza, piloting the refreshed Cullinan feels like a strikingly familiar affair. As noted earlier, most of its oily bits carry over from its predecessor. In standard form, its twin-turbocharged 6.75-liter V12 produces 563 horsepower and 627 pound-feet of torque, while that output rises to 600 hp and 664 lb-ft for the Black Badge. This allows for a 4.9-second sprint to 60 mph and an electronically limited 155-mph top speed.  Starting with the "standard" Cullinan, it's still striking years on how well its massive V12 feels virtually non-existent from behind the wheel. Even as you work deeper into the gas pedal, its cabin noise remains almost unchanged as it quickly but silently picks up speed. As with every car Rolls makes, its steering is effortlessly light and nicely isolated from unwanted vibrations. The same goes for its air suspension, which, despite the addition of larger 23-inch wheels and slimmer sidewalls, still manages to isolate even significant road imperfections perfectly.  Jumping in the Black Badge model immediately after is perhaps the only way you'll be able to tell them apart. The extra 57 horses it develops are barely felt in the real world unless you select its "Low" mode, which sharpens its throttle response, finally bringing them into play. Despite the BB's sportier aesthetic and sharpened powertrain tuning, its air suspension is just as soft as the standard car's, meaning you'll pay no comfort penalties for the added performance. Only its slightly more aggressive exhaust mapping will stand out to the outside world, as inside the car, the difference is barely noticeable given its extensive sound deadening.  Although pricing for the U.S. has yet to be announced, we know the 2025 Rolls-Royce Cullinan Series II will go into production sometime in August. The standard model will cost around $450,000, and the Black Badge will cost around $500,000. With deliveries expected to begin toward the end of the year, the carmaker's order books are currently open.  With the Cullinan Series II, it's clear that Rolls-Royce is not only looking to work based on the feedback of its current customer base but also continues widening this SUV's appeal. By modernizing its exterior, introducing new materials, and vastly updating its tech suite, it isn't just interested in retaining its spot at the top of the SUV food chain and incorporating many of the systems and features its younger customer base expects.  While aesthetically, not all of the Series II's exterior updates are equally successful, the same can't be said of its interior. From the addition of the new duality twill fabric and the placed perforations, the marque is focusing on offering more of the customization flexibility its customers yearn for without messing with the powertrain components they're already satisfied with. While options will likely push its out-the-door price well past the $500,000 mark, six years on, there's nothing to drive or ride in quite like the Rolls-Royce Cullinan. View All Cullinans For Sale

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An image of a Porsche Cayenne S Coupe parked outdoors.

By Gabriel Vega –  May 30, 2024

Review: The 2024 Porsche Cayenne S Coupe

Engineers have long since figured out how to produce SUVs that accelerate as quickly as sports cars, and thanks to advanced suspension and tire tech, ones that can hold their own on a track. However, practically all of these tall family haulers struggle when it comes time to deliver a heightened sense of engagement. Ripping a lightning-quick sprint to 60 in something that weighs well over 5,000 pounds is nothing to scoff at, but what good is that physics-defying performance if it's just impressive but not fun? Recent efforts at the very top of the SUV food chain have been more than promising; Aston Martin's DBX707 is a tail-happy riot with its burbly and reactive V8, while Porsche's Cayenne Turbo GT is as track-ready as it's practical. Though as exciting as this pair may be, they start at over $200,000 before ticking the options boxes, which, in the Aston's case, often push it well past the quarter-million mark. The Turbo GT is particularly of note as, in previous years, it represented a massive leap in performance and fun over the rest of the Cayenne range. However, as I learned over a week behind the wheel of the 2024 Porsche Cayenne S Coupe, the once sizable gap between the midrange and the flagship has shrunk considerably. With the return of a characterful V8 engine under its hood, now developing 468 horsepower, an optional adaptive air suspension system similar to the GT's, and a comprehensively reworked interior that adds more physical buttons, this latest refresh is a substantial upgrade. Starting at $103,750, including destination fees, my tester comes in at $127,300 with options factored in. Now in its third generation, the Porsche Cayenne S Coupe received a significant refresh alongside the rest of the range last year. These updates include a re-styled front end with a new hood, headlights, and fenders, while its rear sees the most significant shift. Its license plate holder no longer sits in the middle of its rear hatch, now relinquished to the top of the rear bumper, while its thin but wide LED taillights adopt a 3D effect, as does its "Porsche" script, protruding significantly. Stepping up to the S adds quad exhaust tips as standard, which flank a very subtle rear diffuser. Yet despite the lengthy list of updated parts, the 2024 model is a refresh in the truest sense, retaining a strikingly familiar aesthetic. At first glance, telling the latest model apart from its predecessor is challenging unless you know what to look for. Three new exterior colors, Algarve Blue Metallic, Arctic Grey, and Montego Blue Metallic, join its already lengthy list of options, with my tester wearing the third choice of the set. With ten available wheel designs in sizes ranging from 20 to 22 inches, alongside Lightweight Sport and Premium packages, the Porsche Cayenne S Coupe is visually adaptable, though often at a substantial premium. Setting off in the 2024 Porsche Cayenne S Coupe reveals immediate upsides over the outgoing model, practically all surrounding its engine. It's a twin-turbocharged 4.0-liter V8, which, at its core, is the same unit that powers the recently unveiled GTS and the aforementioned Turbo GT, just producing a reduced 468 hp and 442 pound-feet of torque. Still, that's 34 hp and 37 lb-ft more than the outgoing S and a substantial 120 hp and 74 lb-ft over what the turbocharged V6 in the current base Cayenne can muster up. Combined with a quick-shifting eight-speed automatic transmission and a standard all-wheel-drive system, the S sprints to 60 mph in 4.4 seconds and tops out at 169 mph. That's impressive, but as I alluded to earlier, it's no longer a standout trait. Instead, it's this V8's character that takes center stage. Thanks to a healthy dose of torque low in the rev range, this 4,800-pound family hauler is rapid while cutting through rush hour traffic and up on a twisty mountain road. It may not have the Turbo GT's 650-hp output. Still, it delivers its 468 in a strikingly familiar fashion, with tons of low-end shove that carries through consistently to the redline, resulting in an SUV that feels even quicker than its stats suggest. Moreover, the burbly, throaty song emanating from its quad exhaust tips adds to the driving experience in a way the outgoing V6 couldn't. While the six may have been a fine powerplant in isolation, let's not forget that the 2024 Porsche Cayenne S Coupe starts at $103,750. The V6 is refined, but an SUV at this price point deserves to be powered by something special. Alongside its new V8, the refreshed Cayenne range receives an updated set of standard and optional suspension options. While steel springs pair with two-valve shocks in the base Cayenne, S, and E-Hybrid models, my tester benefits from the equally new $2,390 Adaptive Air Suspension. Similar to the standard system in the Turbo GT, the two-valve tech aims to separate rebound and compression stages. Porsche's goal in incorporating it was to sharpen handling while better differentiating the driving experience across the Normal, Sport, and Sport Plus drive modes. While there are noticeable improvements to how this SUV handles, mainly in the reduction of body roll, improved grip, and an overall higher amount of communication from the chassis in Sport and Sport Plus modes, you have to hustle to feel them. The "problem" is that the outgoing Cayenne was already one of the better-driving SUVs in the segment. It may share its bones with other Volkswagen Group products, but Porsche's engineers did an excellent job tuning it to make it feel distinct from its mechanical siblings. As such, the amount by which you can improve shrinks. So yes, the Cayenne S turns in sharply, is nicely balanced in the bends, and is communicative, but so was the outgoing model. Improved sporty credentials aside, the Cayenne is still, at its core, a luxury SUV. Drawing inspiration from the Taycan, this refreshed SUV now counts on a 12.6-inch digital instrument cluster. Looking through my tester's leather-wrapped steering wheel, I'm met with a clear view of all the necessary gauges, although the screen's lack of a glare-reducing hood still looks strange, almost as if the interior is unfinished. An optional 10.9-inch passenger display, capable of streaming video, joins the central 12.3-inch infotainment screen. The most significant update, however, is found in this SUV's center console. Due in part to customer feedback, Porsche took a slight step back from the extensive use of haptic feedback buttons in the outgoing model and instead incorporated physical switches to cover most basic functions. While you'll still control most of the car's finer functions through the central screen, the switches bring back more of a tactile feel when adjusting the setting you'll fiddle with most. As with practically everything the German carmaker produces, the Porsche Cayenne S Coupe's list of optional extras is neverending. Offering no less than 13 interior configurations ranging from mundane to more exciting options like Night Green or Blackberry (purple) leather finishes, my tester wears a somewhat unflattering black and Mojave Beige combo. It counts on black leather seats instead of tan ones, with virtually no light-colored accents in the second row, giving off an unbalanced vibe rather than achieving a pleasant two-toned look. The 2024 Porsche Cayenne S Coupe costs $103,750, including a $1,650 destination fee. However, for the upcoming 2025 model year, the base figure jumps to $109,995. My relatively lightly optioned 2024 tester adds the bits you'll want, like its $2,390 Adaptive Air Suspension, $3,690 Technology Package, and $1,290 14-Way Power Seats, but skips on pricier wheel options or lightweight packages, bringing its as-tested price up to $127,300. The updated Porsche Cayenne S is a masterclass on how subtle fine tweaks can result in a massively improved product. It now begins to move out of daily driver territory and closer to being an enthusiast's one-car solution, more akin to a half-priced Turbo GT. Previously, jumping up from an S to either a Turbo or the range-topping GT meant a significant leap in performance. Now, thanks to its turbo-eight and more adaptable suspension, the S is moving up, bridging the gap between it and its pricier siblings by combining the performance we’ve come to expect with an added layer of engagement.

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An image of a Bentley Bentayga off-roading.

By Gabriel Vega –  May 22, 2024

Off-Roading The Bentley Bentayga At A Private Resort

Nestled atop the hills of Richmond, Rhode Island's dense forests covering 3,500 acres sits one of the most expansive private resorts in the world. The usual suspects, such as an on-site hotel, private residences, an 18-hole golf course, and an overwhelming amount of amenities, are all present. It's what you'd expect from a club whose membership fees can cost well into the six-figure range. What you wouldn't expect, however, is a private off-roading course tailor-made to showcase what the Bentley Bentayga is capable of.  Yet that's precisely what The Preserve offers. It is a massive facility run by attentive staff whose driving ethos is to forget the word "no" when presented with a request. As such, projects and ideas take flight quickly here, with partly constructed buildings, residences, and even more amenities scattered throughout the sizable property. So quickly, in fact, that its off-roading course took just 90 days to complete. That includes digging up the tracks, creating all the obstacles designed to test the Bentayga's $4,960 All-Terrain Specification, and making it look presentable to meet member expectations.  The Preserve has an official partnership with the British brand. As such, you won't have to BYOB, as there are Bentleys on-site available. The chosen model is the V8-powered Bentayga with a standard wheelbase. With an as-tested price of $236,150 with options, these SUVs are not modified to tackle the course. Each Bentayga has the aforementioned All-Terrain Specification, $5,530 Bentley Dynamic Ride, $2,410 21-inch twin-spoke wheels, and Pirelli All-Season tires. Visually, the resort's rides distinguish themselves with Beluga (Black) paint and a unique livery incorporating the forest's green hues.  While the Bentayga's 4.0-liter twin-turbo V8 may produce 542 horsepower and 568 pound-feet of torque, allowing it to sprint to 60 mph in a brisk 4.5 seconds, its straight-line performance wasn't necessary. Instead, this SUV's off-road mode and active anti-roll bar systems do the brunt of the work. Rotate its center-console mounted dial, and you can choose between "Snow & Grass," "Dirt & Gravel," "Mud & Trail," and "Sand" drive modes. The first pair aims to provide adequate reaction and stability for their pre-determined driving scenarios. Stepping up to "Mud & Trail." the mode we'd use today, lifts the Bentley Bentayga's suspension to its highest "off-road" setting, offering up to 11.6 inches of ground clearance.  As we approached the trail, we chatted with the Bentley representative riding in the second row about the obvious: "Will off-roading a $236,150 outside of preset tracks like this void the warranty?" A quick "no" echoed the cabin as we crested small hills, occasionally splashing through puddles of muddied water. Although the Bentayga may share structural components with other Volkswagen Group products, the brand's rep was quick to point out that despite these similarities, much of the Bentayga's kit, such as its air shocks, were specifically engineered for it to ensure their durability. Since the trail's opening, no SUV has failed to complete it or broken down. We stopped just short of a fairly steep incline as we reached the top of the last of the first round of small hills. We made our way up, stopping halfway. To show off the Bentayga's Hill Descent Control, the course has you slot its shifter into reverse, lift your foot off the brake, and hope the system will catch you. Of course, in a track tailor-made for the Bentayga, it does, slowly descending at most a few miles per hour. We later tried it again, pointing downwards, and it worked just fine.  We raced down a few more hills, splashed some water, and felt like this course had gone too easy on the big Bentley Bentayga. Sure, we rode up on some logs, utilizing its onboard forward-view camera to place our tires just right, but isn't this all too easy for an SUV that has touted its off-roading prowess in its marketing since day one?  Then, we pulled up to the most challenging obstacle of all. The Preserve's builders had dug up alternating portions of dirt, creating a dip on one side and a small hill on the other, resembling the moguls you'd see on a ski slope. The left tire went airborne when the Bentayga's right front tire made contact with the first hill. We made our way forward, but the opposite happened at the back. Here we were, driving forward as this SUV's tires took turns leaving the ground as the other crested a new hill. What's most impressive, however, is the Bentayga's leveling system. Despite these acrobatics going on underneath, the body remained relatively level as its all-wheel-drive system searched for traction.  Eager to move on, we tackled the rest of the trail, alternating between some of the obstacles we'd seen before as it rewarded you with luscious forest views and some substantial elevation changes. This is far from the most challenging off-road course you'll ever see, but considering tackling it in an SUV costing almost a quarter-million, you wouldn't want it to be any more challenging. Plus, it becomes substantially more entertaining if you pick up your speed.  Surprisingly, there were still more Bentayga's for us to see. The Preserve's partnership with the carmaker extends far beyond just the trail. The club relies on extended wheelbase models to shuttle people between activities. Bentley made three unique iterations of its family hauler for the resort, each designed to revolve around one of three themes: Field Sports, Fly Fishing, and Picnicking. These SUVs are explicitly built for the resort and sport, with unique configurations highlighting their determined activity. They also have specially designed trunks that hold all the necessary gear, showing the model's flexibility and customization options. It's common to see luxury SUV marketing materials oversell their off-roading chops. In the Bentayga's case, tackling this trail showed us that while it'll never win the Baja 1000, this uber-lux family shuttle is far more capable than expected. For the $4,960 that its All-Terrain Specification costs, it vastly expands where this $236,150 SUV can go, and while you may never take it there, it's still nice to know that it can should you ever want to.

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An image of a 2024 Chevrolet Corvette E-Ray parked outdoors.

By Gabriel Vega –  May 21, 2024

Review: The 2024 Chevrolet Corvette E-Ray

The 2024 Chevrolet Corvette E-Ray aims to expand the breadth of the Vette's capabilities, elevating it beyond just being a thrilling sports car to one you can comfortably use daily. To anyone who's driven a Stingray, with its sizable dual storage compartments and optional compliant Magnetic Ride Suspension, the E-Ray may not immediately seem all that unique, given the base car's excellent usability. However, an electric motor sends power to its front wheels, thus making it the first-ever all-wheel-drive Corvette. The E-Ray doesn't just want to be a go-anywhere, do-anything Vette on lovely days, but one that you can confidently use year-round.  Starting at $106,595, including destination, the E-Ray slots between the $114,395 Z06 and the $69,995 Stingray. It borrows the latter's 495-horsepower 6.2-liter naturally-aspirated V8 and supplementing it with a 160-hp electric motor. Drawing from the track-ready Z06, the electrified Vette inherits its broadened track and bodywork, wider 275/30 and 345/25 section tires, and even its optional carbon fiber wheels. However, while the E-Ray aims to be the most usable Corvette ever through its use of an electric motor, does its hybridization make it more exciting to drive? Given how much hardware the 2024 Chevrolet Corvette E-Ray borrows from its Z06 sibling, it won't be surprising to learn that the pair share a near-identical aesthetic. Widened front and rear arches, restyled bumpers with more oversized air intakes, and options like my tester's $13,995 set of exposed carbon fiber wheels are just some similarities. While the electrified Vette also offers aero packages like its spoiler wickers similar to those available for the Z06, a significant visual differentiator is its rear diffuser, which houses quad exhaust tips identical to the Stingray's. Like the Z06, the E-Ray wears its widened arches well, smoothing out the otherwise sharp lines and creases that make the Stingray's aesthetic polarizing, resulting in a design that flows more cohesively. The extra bodywork better incorporates its large head and tail lights, which, combined with its other tasteful additions like body-colored bumpers and a color palette that ranges from the flashy to the subdued, the electrified Vette is arguably the best-looking C8 yet.  However, while the 2024 Chevrolet Corvette E-Ray may resemble the Z06, the differing ethos of their powertrains vastly differentiates their driving experiences. At its core, the E-Ray counts on the Stingray's 6.2-liter naturally-aspirated V8, developing an identical 495 hp and 470 lb-ft of torque, unchanged figures. Although the electrified Vette does feature a 160-hp and 125-lb-ft electric motor on its front axle, there's no physical connection between it and the small-block V8 out back. Instead, software links the pair, thus managing torque sent to the front wheels depending on the drive mode.  A 1.9-kilowatt-hour battery pack sits between its seats, carefully tucked under its center console. Aside from bolstering this car's performance, the pack allows the E-Ray to travel only on electrons for five miles at up to 45 mph. However, it's worth noting that this car's hybridization was implemented to support its performance rather than to improve its efficiency. Flat out, its 2.5 second 0-60 mph time makes it the quickest Corvette ever, completing the quarter mile in 10.5 seconds.  Despite the addition of an electric motor, the E-Ray's power delivery will feel more than familiar to anyone who's driven or is upgrading from a Stingray. While it grows to 655 hp and 595 lb-ft, the electrified Vette retains the small block's charm and feel despite the additional speed and is as responsive and engaging as a naturally aspirated sports car should be. The result is not comparable to a heavily turbocharged engine that may lag before delivering the goods in a sudden rush; instead, it's as if the standard V8 has magically found an extra 160 hidden horses.   From behind the wheel, only a faint sound, pipped in through this car's speakers, lets you know that the electric motor is active at all. A quick-shifting eight-speed dual-clutch automatic that moves through gears seamlessly complements the well-integrated electric motor, resulting in a power delivery that feels perfectly cohesive. Pick up your pace on a winding road, and the added traction and power from the front axle, along with the larger tires and widened track, allow the 2024 Chevrolet Corvette E-Ray to offer excellent grip. Its front end may not be as agile or precise as the Z06's, but its added traction allows you to effortlessly claw your way out of corners. While the electrified Vette's 3,774-pound curb weight is 239 lb over a Z06's, this difference is seldom felt outside of a track. The E-Ray's magnetic ride control eliminates body roll while remaining surprisingly compliant, and its widened rubber complements it with high grip levels. Put together, these allow it to hide its heft effectively. However, outside of these high-speed scenarios or launching it between stop lights, the E-Ray feels more like a spiritual successor to the now-defunct Grand Sport rather than something all-new like it is. During our week with it in Los Angeles, with clear blue skies and perfect weather, exploring its claims of added four-season versatility was impossible. Additionally, while cruising on the highway or just puttering around town, the electric motor is rarely active, leaving its small-block V8 to do most of the work as it does on the Stingray. This contrasts sharply with the Z06, which, thanks to its flat-plane-crank V8, makes every drive feel truly special regardless of length or speed. How it vibrates, revs, and its naturally aspirated engine howls even at slow speeds never lets you forget that you're driving something exciting. In this vein, the E-Ray's comparatively subdued nature makes it a better grand tourer and commuter. While its newfound grip and speed on a twisty road are a substantial improvement over the Stingray, you'll have to push it to feel them.  Inside, the 2024 Chevrolet Corvette E-Ray offers nearly the same expansive list of optional extras as its track-ready sibling. Available in three trim levels: 1LZ, 2LZ, and 3LZ, with our tester being the mid-range 2LZ, buyers can select between 21 interior color combinations while adding extras such as the $1,500 carbon fiber trim package, $1,995 competition sport bucket seats, and a $695 suede steering wheel to name a few. However, the physical components of its cabin, such as its digital instrument cluster, central infotainment screen, and rising row of center-console-mounted buttons, carry over from other models.  Because Chevy developed the C8 with a hybrid variant in mind, adding the battery pack beneath its center console doesn't affect its cabin space or take up the front storage space integral to this car's daily usability. This consideration for passenger and cargo space allows the E-Ray to slide into its role as a grand tourer easily.  While a 1LZ 2024 Chevrolet Corvette E-Ray starts at $106,595, our 2LZ tester bumps that figure up to $110,095, including GM's recently increased $1,695 destination charge. For context, a comparable 2LT Stingray costs $77,095, while a 2LZ Z06 starts at $120,695. Given some of the optional extras mentioned above, our tester carries an as-tested price of $140,745. True to Chevy's intentions, the E-Ray utilizes its new electric motor to bolster its performance, delivering more incredible speed and, thus, a more exciting driving experience than you'd get out of a Stingray. However, you'll have to test its limits on a winding road or launch it from a stop to feel them, as in most scenarios, its small-block V8 is the main character. For those seeking the ultimate thrill, the Z06 will still be the one to have, with its high-revving naturally aspirated V8 delivering an experience not even the Prancing Horse can match.  However, outside of these scenarios, the added traction of the E-Ray's front end will ultimately serve as the best differentiator. If the Stingray wasn't already so compliant and usable, its electrified sibling would have an easier time carving out its identity. That said, what the E-Ray does for the C8 range is improve its versatility; as Chevy gears up to unveil the ZR1 later this summer, it's clear that the carmaker is looking to expand its offerings and differentiate the Vette's personas. If there's one thing the E-Ray does reinforce, it is that the C8 is still a spectacular sports car regardless of trim or price.

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An image of a McLaren GT parked outdoors.

By Gabriel Vega –  May 17, 2024

A Desert Dash In The McLaren GT

We left San Diego just after sunrise but before the day's commuters could clog up the highways that would take us through the forests east of the city and across the desert to Palm Springs. This route, starting with a glimpse of the Pacific and ending surrounded by hills that see at most five inches of rain yearly, makes for an ideal run to sample McLaren's 612-HP GT on some of Southern California's best roads.  With our strikingly bright Tokyo Cyan-finished McLaren GT pointing toward I8, we quickly left San Diego, leaving its dazzling ocean views illuminated by the barely risen sun with the small town of Descanso set as our first stop. Introduced in 2019, Woking's grand tourer will be replaced later this year when deliveries of the reworked GTS begin later this year.  Power from its 4.0-liter twin-turbo V8 rises to 626 hp while its weight dips by 22 lb, allowing it to beat its predecessor to 60 and 124 mph. Its nose lift now raises in four seconds, or half the time it took its predecessor. While its exterior bodywork receives mild updates to sharpen the GTS' aesthetic, McLaren now offers a wider variety of interior and exterior options, allowing for greater flexibility when configuring it.  We quickly picked up a few thousand feet of elevation on the highway blast up to Descanso, with the GT comfortably cruising while its adaptive dampers smoothed road imperfections like few supercars can. Turning off I8 and onto CA-79, we traded wide open lanes for a snaking road flanked by luscious forested greenery whose twists become tighter with even more elevation gains as we blasted towards Julian. Sitting at 4,226 feet and known chiefly for its pies, this small town is home to just 1,377 people, one of the densest we'd see until we hit the desert.  As we pushed north towards Warner Springs, the road straightened considerably, allowing the GT to stretch its legs as we were now in near total isolation. Unlike many of Southern California's great driving roads, this route is perfectly paved and ideal for high-speed runs, with only subtle changes in elevation and a clear view granted by a flattened landscape. The scene began to turn yellow as we hit areas that rarely see rainfall, periodically interrupted by remnants of the greenery we'd seen in the forest. Only wide sweepers interrupted the plentiful straights, allowing us to carry tremendous speed as we worked our way north. Turning right onto CA-371 provided some much-needed cool-down time as we'd have to gently traverse a few small towns on the edge of the desert. Having set off over two hours earlier, the GT's odometer had risen by 121 miles since we'd left San Diego. However, The break was brief; when we turned onto CA-74, the road began to tighten even more as we climbed up towards Ribbonwood. Intense winds began to push the 3,384-pound GT from side to side as the asphalt served up quick switchbacks.  Tackling this route on a weekday meant we had the road practically to ourselves. As we passed Taylor and with Palm Springs almost in sight, we hit the most satisfying collection of bends of the entire trip. The twists kept coming as we lost thousands of feet of elevation over a handful of miles. We'd dive in with the GT's front end firmly planted and blast out the other end, only to get back on the firm brake pedal and do it again.  We stopped for photos, jumping out of the GT with sweaty palms, an accelerated heart rate, and a desire to do it all over. Our vividly configured McLaren sharply contrasted against the sandy desert below with its vibrant hue. We slowed considerably as we entered Palm Springs, reaching the end after 160 miles and three and a half hours.  Southern California is home to some of the best driving roads in the world, and this desert dash from San Diego to Palm Springs is up there with the very best. Combining a healthy alternating set of tight and technical twists with open sweepers and plenty of straights makes it an enjoyable route regardless of what you choose to tackle it with. Although our GT may market itself as a practical supercar, the kind you could use daily, its carbon-fiber monocoque, powerful twin-turbo V8, and finely tuned adaptive suspension mean it's still a supercar first.  Rather than stay the night in Palm Springs, eager for even more time behind the wheel, we pointed the GT's nose towards Los Angeles as the sunset. Given its proximity to multiple major cities, this collection of highways, winding roads, and deserted 2-lane ribbons of asphalt, this route beckons for a rerun.

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An image of a Maserati GranTurismo Modena on the road.

By Gabriel Vega –  May 16, 2024

Review: The 2024 Maserati GranTurismo Modena

Marketing often leads us to believe that if we want the best version of a thing, we must spend more for its priciest iteration. Take Apple's iPhone as an example. Are the millions of people who shell out extra for its "Pro" variant each year truly pros? Is the base iPhone, whose performance largely mirrors that of its upper-tier sibling, truly so inadequate as to necessitate the upgrade? Sometimes, the upgrade is well worth the cost of entry. A Porsche 911 GTS is a great driver's car, but a GT3 is better. However, as I climbed in for a weekend in Miami behind the wheel of the 2024 Maserati GranTurismo Modena, I wasn't sure the same logic applies. Last year, the GT Trofeo was my first introduction to the Trident's updated grand tourer. Frankly, I came away very impressed with the precision of its handling, its stylishness, and overall just how fun it was to rack up miles in.  Stepping into the "entry-level" Modena, I wondered how much of the Trofeo's magic would be absent. For 2024, the base GT starts at $158,000, a full $32,000 less than the $190,000 range-topper, without even diving into the options list. Yet, it's powered by a detuned version of the same 3.0-liter twin-turbocharged V6. It sends power to all four wheels via the same eight-speed automatic transmission and given that they weigh about the same, they share the adaptive suspension system. Given their similarities, is stepping down from the range-topping Trofeo truly a downgrade? The tl;dr is no. From an aesthetic perspective, although the GranTurismo Modena may not have the sporty bumpers, side skirts, and carbon trim reserved for the pricier Trofeo, the base GT doesn't immediately stand out as the cheaper model. Despite its aesthetic not being quite as edgy, this car's core styling, one of the central points of its appeal, is already that of a sporty grand tourer. Given its use of the same powertrain, key signifiers of its sporting credentials, such as the size of its air intakes, the width of its rear diffuser, or its quad-exhaust tips, remain unchanged.  Sort through its list of available options, and you'll find both GTs are available in identical color shades, ranging from the retrained to those infused with tremendous sparkle, such as the $16,500 Orange Devil or the $29,700 Powder Nude Texturized. The same goes for the various sets of staggered 20 and 21-inch wheels, although the Modena is the only trim available with the Crio Design Diamond Cut set cast in the same size. This trend continues onto the optional finishes that adorn this car's six and four-piston Brembo brake calipers.  Step inside, and the differences become apparent. While the 2024 Maserati GranTurismo Modena only offers its leather-wrapped cabin in Cuoio (brown), Griege (beige), or Nero (black) with your choice of either a beige or black-trimmed roof, the Trofeo's palette is far sportier. Available with bright contrast stitching over its black leather seats or even a fully Rosso (red) trimmed cabin, the range-topper isn't afraid to shout about its sporty intentions through its options list. Small touches, such as the stitching patterns on its front seats, door cards, and dashboard, differentiate its aesthetic.  Yet, as with exterior styling, the layout of this GT's cabin is inherently sporty regardless of trim level. The positioning of its leather-trimmed chairs has you sitting low in the car with the near-perfect alignment of its pedal and wheel, supplemented by plenty of head and shoulder room. Its large metal column-mounted paddle shifters are reminiscent of Maseratis and Ferraris of old. At the same time, the view out of its front window offers a peek at its raised wheel arches and sloping long hood, serving as constant reminders that you're piloting a traditionally proportioned grand tourer.  Miami's lack of twisting back roads and the dense traffic of a Formula 1 weekend made detecting any tangible performance differences between 2024 Maserati GranTurismo Modena and its tuned-up sibling a true challenge. Its 3.0-liter twin-turbo V6 may generate 483 horsepower and 443 pound-feet of torque, 59 hp and 36 lb-ft less than the Trofeo, but this delta is practically irrelevant in most scenarios.  The torque figure here is key. Not only is feeling such a marginal loss difficult in ideal conditions, given that the pair delivers that output near identical ways, with a hint of turbo lag before fully deploying midway through the tach, but both accelerate with familiar aggression. The numbers back this up: The Modena takes 3.9 seconds to 62 mph, just 0.4 slower than the Trofeo. It's only at higher speeds that the pricier sibling breaks away, taking 11.4 seconds to 124 mph vs the base car's 13-second time.  More importantly, the 2024 Maserati GranTurismo Modena still feels agile on Miami's rare bends. Its front end is grippy, eager to change direction, and capable of fully utilizing its engine's output thanks to its all-wheel-drive system. A quick-shifting eight-speed auto makes this GT feel properly quick in its top Sport + setting while working through gears effortlessly at slower speeds. Although it occasionally struggles to serve up an unexpected downshift, its calibration suits the GT's intentions.  The Modena drives as well as it does because it shares all of its physical suspension, brakes, and tires with the Trofeo. It sports double wishbones up front with a multi-link rear complemented by adaptive dampers. Although their most aggressive Corsa mode is reserved for the pricier Trofeo, the Modena's Sport + setting still strikes a nice balance, dialing out unwanted body motions without spoiling its ride. Six and four-piston Brembo brakes, coupled with 14.9 and 13.8-inch rotors, confidently keep its nearly 4,000-pound curb weight in check while its 265/30 and 295/30 section tires air rear-biased all-wheel drive system in translating all of the available power to the road below. While it's happy to tackle the occasional bend, the Maserati GranTurismo Modena is most at home racking up highway miles or traversing crowded cities. Despite its sports car capabilities, the GT never forgets that it's a grand tourer first, nicely soaking up most road imperfections while remaining nicely planted at higher speeds. Coupled with the dialed-in above driving position and plenty of tech from its digital instrument cluster and twin central screens, the Modena is just a nice place to spend considerable time behind the wheel.  I suspect that for most, the most significant deciding factor between the Modena and Trofeo will be their pricing, not their looks, performance, or interior options. Starting at $32,000 less than the $190,000 Trofeo, the $158,000 Modena offers a significant discount while delivering an almost indistinguishable driving experience. It costs about the same as competitors, such as the $150,900 Porsche 911 GTS, but slightly above the $137,400 Mercedes-AMG SL 55.  Be it marketing or simply a need to feed the ego, for some, only the range-topping Trofeo will do. With its extra power, sharper aesthetic, and sportier cabin, it's a GT that embraces the sportier side of its persona. However, given the price difference, while still retaining a similar look, equally impressive interior, and comparable performance, the Modena isn't just a downgrade; for most people, it'll be the one to have. 

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An image of a Mercedes-AMG G63 parked outdoors.

By Gabriel Vega –  May 09, 2024

Review: The Mercedes-AMG G63

As the burgeoning world of performance SUVs continues expanding, with more options costing over six figures than ever, entrants are struggling to differentiate themselves. Take their hardware as an example. A twin-turbo V8-powered SUV with all-wheel drive, a torque-converter automatic transmission, and adaptive suspension could be a Lamborghini Urus, or a BMW X5 M Competition, or a Maserati Levante Trofeo, or a Range Rover SV. When automakers closely follow a pre-set formula of what a performance should be, we end up with products that read similarly on paper and feel remarkably familiar despite wearing different badges.  This homogeneity wasn't so much an issue in the early 2000s when high-powered family haulers were comparatively rare. However, in the 2020s, when practically every brand has its version of the same SUV offering near-identical performance and practicality, a more concerted effort is required to stand out as something truly unique. That is unless we're talking about the Mercedes-AMG G63.  At first glance, AMG's box on wheels doesn't seem that different from the aforementioned contenders. After all, it's powered by a 577-horsepower twin-turbocharged 4.0-liter V8. It shifts via a nine-speed automatic transmission, rides on an adaptive suspension system, and sends power to all four wheels. However, the rest of the G63, the bits you can't experience by reading a spec sheet, set it apart. It delivers a sense of occasion. From its upright driving position to its 70s-inspired styling, down to the satisfying click of its door latches, mimicking the reloading sound of a pump-action shotgun. Viewed from every angle, the Mercedes-AMG G63 feels special, and that's, unfortunately, a feat few of its rivals achieve. The market's appetite for high-riding boxy SUVs has only grown in the last two decades. When Land Rover softened the Defender's edges in 2020, it created a gap the Ineos Grenadier now fills. In the G-Wagen's case, this unique aesthetic remains central to its appeal. The G-Class partially achieves this due to its body-on-frame construction, which contributes to its high center of gravity and adds off-roading prowess. That said, our Olive Metallic tester, optioned with 22-inch matte black Monoblock wheels for $5,400, will likely never see anything but the well-kept roads of Malibu or Beverly Hills. However, its dark green exterior finish, a $6,500 option from Mercedes' Manufaktur, pairs beautifully with its Saddle Brown interior and $1,300 Ash Wood Trim.  To the weight down, the Mercedes-AMG G63's fenders, hood, and doors are made of aluminum, while its body is made of traditional steel. Its A and B pillars rely on high-strength steel to handle heavier loads. This metal mismatch results in higher torsional rigidity without this SUV's weight ballooning past the 5,842 pounds it already weighs. Still, despite updates to its structure and chassis, the second-gen G doesn't compromise on the boxy aesthetic that has always defined it. And given its dethroning as the de facto luxury performance SUV given the segment's expansion, seeing a G-Wagen in the wild is becoming a rarer sight, coincidentally fueling its appeal as something genuinely separate from the rest of the industry.  The G63 is an AMG product in the classical sense. Whereas cars like the latest GT and the SL see the performance brand leaning heavily into a sports car persona with a firm focus on handling and acceleration, the G-Wagen is more akin to the marque's earlier eras. Its 4.0-liter twin-turbo V8 may generate 577 horsepower and 627 pound-feet of torque, but this SUV's center of gravity and hefty curb weight mean it neither sprints nor handles like anything other than what you'd expect from a tall off-roader. Slam your foot down from a dig, and its rear end squats as its nose points upwards, only to lean considerably and understeer at the sight of a corner. Despite a 4.4 0-60 mph time, the Mercedes-AMG G63 doesn't feel remarkably rapid past its explosive launch. The reality, however, is that practically none of this matters to the buyers the G-Wagen aims to court or the driving experience it seeks to deliver. Around town, it's a proper brute with heaps of low-end torque, allowing for more than adequate bursts of acceleration as its nine-speed automatic quickly works through gears seamlessly. The snarling V8 rumble emanating from its quad exhaust tips takes center stage with a booming bassy note reminiscent of older naturally-aspirated classic AMG engines.  While the standard G-Class offers adaptive damping, the Mercedes-AMG G63 gets unique tuning and coil springs on all four corners. Upfront, it sports independent double-wishbone suspension and a traditional five-link rear. Rather than configuring its adaptive dampers to offer a firmer ride in search of controlling its body motions, the German carmaker focused extensively on preserving this SUV's comfort. Adjustable through Comfort, Sport, and Sport+ drive modes, the G's dampers will firm up somewhat, but never to the point of utterly spoiling the ride, showcasing a clear example of where this car will spend most of its time on the road, regardless of the badge it wears outback. And despite our tester's 22-inch wheels, AMG's efforts are pretty successful. Other than over truly treacherous road imperfections, it's perfectly compliant, transmitting slight vibration and noise to its passengers.  Step inside, and the G-Wagen's seating position is unlike anything else it competes with. Aside from the apparent ride high, you sit upright with a clear view from its near-perfectly vertically mounted windshield, complemented by excellent visibility from its seven other flat windows. Even from the driver's seat, there's never a moment when you're not acutely aware that you're driving something a little different. Its turn signal indicators prop up, indicating where this SUV's corners are, while its flat hood sports subtle indentations. Nothing about the G63 screams "traditional SUV," which remains its most vital asset.  Our tester features AMG's performance steering wheel wrapped in Nappa Leather, a no-cost option, a $600 two-tone Nappa leather dashboard, and $550 leather grab handles. However, its $8,250 Interior Package Plus has the most significant impact. Aside from adding diamond-quilted Nappa leather to its saddle brown interior, the package includes AMG's heated and ventilated multi-contour front seats with massage functionality, significantly adding to this SUV's overall comfort. These plush and highly adjustable seats only add to the driving experience, given the mechanical improvements to ensure its on-road comfort.  Unfortunately, our 2023 model year tester still relies on an aging Comand infotainment system to power its 12.3-inch digital instrument cluster and 12.3-inch infotainment screen. This system has been showing its age for years and, compared to the latest implementations of MBUX in the marque's other vehicles, feels more than a few steps behind from a usability and design perspective. MBUX is expected to appear in the facelifted 2025 G, which will debut soon.  Our 2023 model year tester starts at $180,150, including destination. However, some of its pricier options, such as its $6,500 Olive Metallic finish, $8,250 Interior package Plus, and $5,400 22-inch Monoblock wheels, push its as-tested price to $205,350. As such, the Mercedes-AMG G63 costs slightly more than a comparable BMW XM, which starts at $165,895 while starting well below the $237,848 Lamborghini Urus. While the Mercedes-AMG G63 may have served as the de facto performance SUV while the rest of the industry caught up, it now has more competition than ever. While there are more entrants to the space, none offer the distinct driving experience or sense of occasion as the G. It may not be the quickest in a straight line nor the most capable in the bends. However, the G is still a top contender for those looking to drive around in a statement piece with a unique driving experience.

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An image of a BMW X5 M Competition parked outdoors.

By Gabriel Vega –  May 03, 2024

Review: The 2024 BMW X5 M Competition

As modern tire and suspension technology allows large machines to accelerate and corner like proper lightweights, there are more options than ever in the six-figure space.  While practically all high-horsepower SUVs count on a combination of a twin-turbocharged V8, active air suspension, and all-wheel drive, their varying commitment to outright performance begins to separate them. At the most track-focused end of the scale, sit options like the Porsche Cayenne Turbo GT, while softer, more luxury-focused contenders like Audi’s SQ 8, bring up the other end.  If there’s any SUV that cements itself square in the middle, it’s the 2024 BMW X5 M Competition. While its 617-horsepower 4.4-liter twin-turbocharged V8, adaptive air suspension, and rear-biased all-wheel drive system don’t alone set it apart, the calibration of these systems sure does. Starting at $123,295, including a $995 destination fee, the X5 M strikes a near-perfect balance, offering supercar-level performance without forgetting its positioning as a luxurious SUV. With its as-tested price of $141,445 coming in below the XM’s $159,995 base figure, it might just be M’s true crown jewel. Refreshed for the 2024 model year, the BMW X5 M Competition is now the only trim level available if you want a proper M variant, same for the adjacent X6 M Competition. The most significant update to this latest generation is the addition of a 48-volt mild hybrid system directly integrated into this SUV’s eight-speed automatic transmission. While its 617-hp output remains unchanged from its predecessor, the electric motor supports the internal combustion engine, generating up to 12 hp and 147 pound-feet of torque. The goal is to eliminate turbo lag and improve overall responsiveness while making the Comp’s powertrain slightly more efficient. The S68 sitting in this X5’s nose receives notable updates as well. These include a reinforced crankshaft drive, an updated turbocharger mounted closer to its exhaust manifold, an updated air intake system, and a new oil pump. All in, the 2024 BMW X5 M Competition generates 617 hp and 553 lb-ft of torque, allowing it to sprint to 60 mph in 3.7 seconds before topping out at an electronically limited top speed of 155 mph or 177 mph if you opt for the available M Driver’s Package. All available power reaches the road via the Comp’s all-wheel drive system, which an active rear differential assists.  It may seem counterintuitive, but what stands out most about the X5 M’s updated engine isn’t what you feel but what you don’t. The previous pre-facelift model pumped out an identical 617-hp power figure and accelerated with the ferocity you’d expect of something developing that much power. However, as with most high-power turbo cars, the powertrain’s response was often far from immediate. This is not the case with the facelifted 2024 BMW X5 M Competition. With its engine, chassis, steering, and all-wheel drive system dialed into their most aggressive modes, its throttle response comes as close to feeling naturally aspirated as anything carrying turbos could ever hope to offer. Launching it from a standstill, its quoted 3.7-second time to 60 mph feels conservative. This 5,498-pound family hauler, which weighs about the same as a Rolls-Royce Ghost, picks up speed almost instantly as its rear end squats without losing traction. Although piped in through speakers, the sound of its burbly, deep, throaty V8 adds to the overall drama of the experience as its eight-speed auto rips through the gears with surprising speed. As you near a tight bend and click off a few downshifts, the 2024 BMW X5 M Competition remains nicely balanced while offering tremendous grip, aided by its active differential and massive 295/35 and 315/30 Michelin Pilot Sport 4S rubber. While 21-inch wheels come standard, our tester featured a staggered set with 22’s out back.  There’s more good news when it comes time to slow things down. A standard set of M Compound brakes with 15.6-in rotors, six-piston calipers up front and 15-in discs, and a single-piston floating caliper out back effortlessly counter the aforementioned acceleration. Even when pushed with back-to-back runs on our favorite mountain road, their performance remained consistent, inspiring confidence. As with other M products, the 2024 BMW X5 M Competition’s steering is quick and direct despite not offering much feedback. Significant direction changes require only minor steering inputs, which match up with its powerful quick-reacting brakes and improved throttle response. The result is an SUV that feels more responsive than the one it replaces, improving its enjoyability in the bends and wide-open straights.  Dial things back, however, and the X5 M Comp is willing to adapt in a way even its pricier sibling, the XM, can’t. While this facelifted model benefits from added chassis rigidity, its suspension remains surprisingly compliant in Comfort mode. Previous M-badged SUVs have struggled in this department, ranging from the X4 M Competition to the aforementioned XM. These family haulers have always managed to impress in the bends but quickly fell apart around town with their painfully stiff ride and unwanted bounciness. The X5 M Comp sets itself apart by genuinely softening itself in Comfort mode, even when equipped with its optional larger wheels. While tackling significant road imperfections, its suspension soaks them quickly, never crashing or sending unwanted vibrations through its cabin. Inside, the 2024 BMW X5 M Competition benefits from notable updates such as a curved dual-screen display. Its instrument cluster measures 12.3 in, while its neighboring infotainment screen comes in at 14.9 in. BMW’s latest iDrive 8 powers them, boasting an app-style layout that, while enjoyable to look at, can be difficult to navigate. However, it now offers wireless Apple CarPlay and Android Auto connectivity. A heads-up display and Harman Kardon surround sound system come standard, with a panoramic moonroof and a leather dashboard. Our tester wore a stunning Taruma Brown Merino leather interior with contrasting black leather accents, a shade that matches nicely with its Urban Green exterior.  As part of its recent facelift, the X5 M now benefits from updated headlights, tail lights, and M Shadowline trim as standard. Although its headlights are slightly slimmer than its predecessor, adding gloss black trim to its front fascia and sharper lines surrounding its air intakes and rear diffuser give this updated model a more aggressive aesthetic. The 2024 model sees the addition of new paint finishes such as Brooklyn Gery, Isle of Man Green, and Frozen Pure Grey, while 50 shades of BMW Individual finishes are also available.  Starting at $123,295, including a $995 destination fee, the 2024 BMW X5 M Competition is priced almost identically to Mercedes-AMG’s GLE 63 S and slightly above the Audi RS Q8. However, it is well below Porsche’s near $200,000 Cayenne Turbo GT.  While the six-figure performance SUV space may have more options than ever, few strike such a nice balance between luxury and performance as the 2024 BMW X5 M Competition. Thanks to an updated 617-hp powertrain, it accelerates ferociously while its active suspension, massive brakes, and quick steering help guide it effortlessly through tight bends. However, even as things slow down, its suspension softens considerably, a feat that has escaped many M-badged SUVs in recent years. And thanks to an updated cabin with the latest tech and a more chiseled exterior, this range-topping X5 certainly looks its best. While it may not have the Turbo GT’s track-ready performance or the utter plushness of Audi’s SQ 8, for anyone looking for the ideal middle point, it’s just right. 

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