Steve has been reviewing new cars since 1995, and I’m posting recent reviews here. His columns are not “test track data dumps” but rather thoughtful discussions of a vehicle’s pros and cons in the real world, with an eye toward how they’ll be used (and perceived) by target customers. I hope you find them helpful!
His columns are available at his website and in the BCMS magazine both linked below.
It's 1974 all over again in the Car World
It’s 1974 all over again in the car world.
In the post-World War ll era, Americans thought cars were great. They improved every year, and by the time we hit the 1960s, we had it all: muscle cars--think Pontiac GTO, Hemi Cuda, and Boss Mustang--luxury cars like the Buick Riviera, Chrysler Imperial, and Cadillac Eldorado, and lots of other cars and trucks that we loved. People were happy.
Then around 1974 times changed (obviously, I don’t mean 1974 exactly, I mean the early ‘70s, but I think it’s useful to pick a specific year).
The influential 1962 Rachel Carson book, “Silent Spring” and obvious pollution almost everywhere in the 1960s led to a push to decrease automobile exhaust emissions (remember the ubiquitous bumper sticker “Give a hoot, don’t pollute”?)
In addition, the Vietnam war claimed the lives of 50,000 teenage and twenty-something soldiers, and Americans became averse to more deaths among young people. Yet in the mid- to late-1960s many youths were dying or being injured in powerful muscle cars, so a push for less powerful and safer cars developed.
Then, the 1974 OPEC oil embargo led to increasing gas prices, which in turn sparked a desire for more fuel efficient cars.
All of that led to what I would call a decade of chaos: 1974 to 1984 is best described as America saying, in essence, “we don’t know what we want, but we know what we don’t want: cars that pollute, are unsafe, and get lousy fuel economy”
During that ten year period of Americans deciding what they didn’t want, we saw the death of the muscle car, the decline of the large American luxury car, the rise of fuel efficient imported cars like the Volkswagen Rabbit and Honda Civic, and the introduction of lots of weird cars, like the AMC Pacer, Ford Pinto, Chevy Vega, Subaru Brat, and the DeLorean.
Then right around 1984, fuel economy became less crucial thanks to increased availability of oil from non-OPEC sources, catalytic converters and other advances had dramatically reduced tailpipe emissions, and anti-lock brakes and airbags had improved safety significantly.
Once we got all of that, U.S. car buyers finally figured out what we wanted: Japanese quality and German driving feel.
As a result, the 1980s saw Mercedes E-class, S-class, SL, as well as BMWs like the 3-series and 5-series from that era basically sell out, and it was the same for the Honda Accord, Civic, Toyota Corolla, and other Japanese models. The birth of Acura, Lexus, and Infiniti in the late ‘80s and early ‘90s was the capstone of that movement.
The automotive era of “Japanese quality, German driving feel, and ever-improving fuel economy and emissions” extended from roughly 1984 to probably five or so years ago, which means we enjoyed around 40 years of being relatively happy with our cars, just like we were from the end of World War ll until 1973.
Interestingly, during the period from 1984 - 2024 we experienced a second muscle car era, although this time it included Mercedes AMG models, BMW M-models, and Audi RS-cars in addition to American classics like the Ford Mustang GT, Dodge Challenger Scat Pack, and Chevrolet Camaro SS.
We also saw the rise of new market segments such as luxury SUVs, like the Cadillac Escalade, Mercedes GLS, Porsche Cayenne, and others, which mirrored the popularity of American luxury sedans in the post-WWll period. And we observed the rise of uber-luxury cars like Bentley, Rolls-Royce, Range Rover, and Aston Martin. During this period those brands all grew and set sales records.
Again people, until maybe just a few years ago, were generally happy with their vehicles. However, as was the case in the years leading up to 1974, times have been changing.
For starters, we live increasingly virtual lives. Since the iPhone was introduced in 2007, and especially since the advent of social media, we have increased the time we spend with virtual friends as well as people that we don’t know but follow online. Think of your high school friends, for example. It used to be that we would write an occasional letter or phone call, but really we would lose touch. Now we have regular contact with some of them, or at least we follow those friends on apps like Facebook, Instagram, or TikTok.
Not only that, but we are now increasingly broadcasting our lives and thoughts, even our most personal and intimate moments, on TikTok or other platforms. And we consume more and more content produced by people we either know or want to know (or don’t know and don’t want to know).
That desire to consume and produce more online content is an important reason why so many people are less and less interested in driving. They’d rather be on TikTok or Instagram than behind the wheel.
There is also a general desire to put less CO2 into the air. The environmental movement is front and center now, just like it was in the 1970s, and people are increasingly uncomfortable with vehicles like the Ford F150, Mercedes GLS, or Cadillac Escalade, which produce and emit lots of CO2.
And there is a creeping weariness with the relentless reality of 40,000 or so Americans dying on our roadways every year. Despite herculean efforts by automotive manufacturers, government regulators, and worried parents, that figure remains stubbornly high year after year.
For all those reasons, I believe that the 2024 - 2034 era will be a period of chaos just like the years 1974 to 1984 were. Just like then, we don’t know what we want, but we know what we don’t want: vehicles that keep us away from our phones, emit CO2, and aren’t safe.
Going forward I think that we’ll see the rise of cars and trucks that produce less CO2, drive themselves, and are safer. I believe that performance internal combustion cars will die off completely – that’s already happening with the discontinuation of the Challenger, Camaro, and some V8 German performance cars. Similarly, I think that large internal combustion luxury SUVs and personal use pickup trucks that emit copious CO2 will fade away over the next 5-10 years.
Two important differences between now and 1974 will play a role in shaping the next decade. Cars last longer than they did back then, allowing people who are unhappy with their new vehicle choices to hold onto what they have for more time. And the advent of Uber and Lyft makes it easier to forgo car ownership altogether. We’ll see how those changes affect my prognostications.
Amusingly, just like 1974-1984, we’re already seen some weird vehicles. The weirdest, of course, is the Tesla Cybertruck, but the Cadillac Celestiq, Hummer pickup truck, Jaguar I-Pace (used by Waymo in their self-driving fleet, ironically), and others are also weird, and presumably more will be coming in the years ahead. I can’t wait.
So, I think that right now is a lot like 1974. We are not happy with our current automotive choices, we know what we don’t want but not really what we want, and we’re seeing some weird vehicles for sale. Where will the automotive world be in ten years? Who knows, but wherever that is, I think it’ll be a helluva decade.
It’s time for my every-now-and-then rundown of new cars and trucks that I think will be of interest to BCMS members. As has been the case for the past 10 years or so, battery electric vehicles (BEVs) are increasingly “the future”, but the internal combustion engine isn’t going away, mostly because the current BEV state of the art isn’t where it needs to be yet. Once a BEV can go 400 miles on a charge regardless of the ambient temperature and fully charge in 10 minutes or less electric vehicles will be mainstream. They’ll get there, probably soon, but they’re not there yet.
Anyway, here’s my list of 2024 vehicles that you should pay attention to.
Acura ZDX: ten years ago the weird Gen 1 ZDX was dropped by Acura with almost no one noticing. Soon Honda’s luxury arm will launch the ZDX Gen 2, a conventional looking SUV with an all-electric powertrain (think BEV MDX). Will it succeed? It can’t do worse than the previous ZDX.
2012 Acura ZDX
Cadillac Celestiq: featuring either an ultra-modern or ugly exterior design depending on your point of view, the upcoming BEV Cadillac flagship promises a beautiful interior and premium buying experience that’s meant to rival Bentley. Even base models will offer 300mi range, 600HP, a full-glass roof with variable opacity, and GM’s best Super Cruise autonomous driving system. It’ll be expensive though, with an expected starting price of around $340,000.
BMW M5 wagon: BMW must have hated watching the Mercedes E63S and Audi RS6 “hyper wagons” get showered with kudos from the automotive press because they’ve responded with a station wagon version of their delicious M5 sedan. A 600HP turbocharged V8 AWD soccer mom-mobile? Yes please!
Ford Mustang: yes it’s, “just a refresh”, but I’m going to play this up because this is likely the last ICE pony car ever now that the Chevrolet Camaro and Dodge Challenger are dead. The base engine is a 330HP turbo-4, the GT’s V8 has 450, and a 500HP Coyote V8 powers the Dark Horse track version. And the manual lives on! For driving enthusiasts the Mustang is as good as it gets.
Tesla Cybertruck: I’ve read about the clever bed that can haul or store almost anything and the impressive specs, but I can’t get past the cartoon-ish design that says to me (and probably most Texans), “Tesla’s not serious about pickup trucks”.
Hyundai Santa Fe: Hyundai’s Rav4 competitor has always been a just Ok wannabe until now. Wow, Hyundai surprised everyone with a new Santa Fe that brings the action with a Land Cruiser/Land Rover Defender vibe and extra off-road chops. Expect this SUV to have the same impact on the Toyota Rav4/Honda CRV market as the Palisade did on the Toyota Highlander/Honda Pilot market.
Toyota Land Cruiser: I’ve said since 2008 (along with many others) that the last generation Land Cruiser was too big, and Toyota listened. The 2024 LC is on the same platform as the 4Runner, and it looks like a winner with a tough-guy design and serious off-road ability. The legend continues.
Volvo EX30: a cool compact BEV from Volvo with an enticing $35,000 starting price that will appeal to young singles and couples who want to help the environmental cause.
BMW i5: basically a BEV version of the venerable 5-series, the i5 gets you lots of BMW goodness in an all-electric package. Families will probably prefer the BEV iX SUV, but many others will appreciate an electric car that’s designed to drive like a BMW.
Lucid Gravity: finally a Lucid SUV! The Saudi-funded BEV company started life with the Air, a luxury BEV sedan that cost around $120,000. Good looking car, but it didn’t sell. Enter the Gravity, a luxury SUV with 440 miles of range, 7-seats, and a starting price of under $100,000. Lucid and Saudi Arabia hope you like it.
Lexus GX: the new mid-size Lexus SUV gets a major update with a much better looking exterior and 346HP turbo V6 powertrain. The last version had a V8 but looked completely bland. Thank you Lexus for replacing it with an SUV with better emissions and more personality.
Volkswagen ID. Buzz: Volkswagen has been teasing us with “coming soon” modern VW Microbuses since forever. Finally we’re going to get one with the BEV ID. Buzz. It’s all electric and looks sensational. I hope it sells.
Porsche 911: the 992.2 gen 911 launches soon, and the good news is that Porsche wants it to be more available. While the fact that supply chain problems have been mostly fixed means that it will be, Porsche has decided to bump the pricing significantly. Bummer. It’s still the car that successful BCMS member want, so deal with it, I guess.
Rennsport Reunion 7 and the sublime Buzzetta Porsche 911
Next month I’ll get back to reviewing cars, but this month I’m taking a break from that in order to discuss the spectacular Porsche Rennsport Reunion 7 (RR7), as well as a 1978 Porsche 911 reimagined by RR7 participant Joe Buzzetta.
RR7, hosted at the WeatherTech Raceway Laguna Seca in Monterey, California, was an awe-inspiring celebration of Porsche's racing history. This incredible four-day event, which took place during the last weekend in September, brought together racing aficionados from all over the world for an experience of unparalleled Porsche splendor.
I’ll try to hold back on the superlatives now, but I’ve never seen so many wonderful old and new racing cars from one manufacturer in one place. And all of those old cars—the very best from Porsche’s past—were driven hard on the track despite their sky-high valuations.
Porsche hosts a Rennsport Reunion every four years or so, and this year’s iteration was especially meaningful because 2023 is the 75th anniversary of the company’s founding as well as the 60th birthday of the 911. It was also the biggest RR ever, with over 300 race cars registered and more than 91,000 attendees.
The heart of Rennsport Reunion 7 was undoubtedly the meticulously restored Porsche racing cars, which ranged from 356s, 550 Spyders, and 911s to Le Mans prototype 917s, 936s, and 956s to current year 911 racers and prototype 963s. And more. I’ve seen many of these very special cars on display in museums and collections around the world, but I’ve never seen them driven at speed on a track.
The roar of flat-four, flat-six, and flat-twelve cylinder engines was intoxicating, as was the scent of hot brakes and burning rubber. The smell of gasoline and un-catalytic-converted exhaust in particular got to me because I grew up in the 1970s, and that’s what I associate with cars from back then. As we move inexorably to an all-electric future, I think those smells are what I’ll miss the most.
RR7 also paid homage to some of Porsche's most celebrated racing drivers, including Hurley Haywood, Derek Bell, Dick Barbour, and many others. These racing icons and other dignitaries, who wandered around freely through the paddock, added depth and authenticity to the event. (Readers may be interested to note that Dick Barbour, who famously finished 2nd in the 1979 running of the LeMans 24hr race with Paul Newman, was a recent guest on my podcast, “Cars on Call”.)
In addition to the racing cars, the event featured a Porsche Corral, where owners proudly showcased their cars. I spent two hours wandering through the Corral and was pleased to see a wide array of colors, including many “paint to sample” (PTS) examples, represented. My personal 2021 911 is a PTS Oslo Blue car, and I saw two other Oslo Blue cars, which made me happy. One notable participant of Rennsport Reunion 7 was Joe Buzzetta, a well-known Porsche collector and high school friend of mine. Joe’s father, Joe Sr, was a Porsche factory racing driver in the 1960s, and his collection includes many cars that highlight Porsche's racing success from that era. Joe and other members of the Buzzetta family represented their recently deceased father very well with two of his race cars that they drove enthusiastically during the weekend (Joe Buzzetta was also a recent guest on “Cars on Call”).
Porsche restomods headlined by Singer (1990s 911s made to look like beautiful 1960s cars) and Rod Emory (1950s 356s made to look like even cooler 1950s cars) have been emerging as desirable alternatives to restored-to-original Porsches for many years.
Joe Buzzetta is planning to begin producing reimagined mid-1970s/early-1980s Porsche 911s that the general public can buy soon. His most recent creation, which I have driven, is a 1978 911 SC which has been re-done as a 1974 911 RSR homage for the street. It has an all-new engine (in this case a 3.2L air-cooled flat-six), transmission, suspension, interior, and OMG thank you, A/C and normal seats.
It was conceived as an air-cooled 911 that you might take on a long road trip, but with none of the hassles that an original car might cause. I hate old cars with rattles and noises, and the Buzzetta 911 has none of that. It’s an analogue 911 with all of its personality and soul preserved, but with none of the negatives of owning an original older car.
Once Joe’s venture starts making cars, he plans to offer a choice of a road-oriented car like the one I drove (pictured) or an edgier 911 more oriented for the track or shorter more enthusiastic bursts on the street.
I’m a believer and have already started thinking about what kind of second generation 911 donor car would work to turn into a Buzzetta Porsche. It would be a wonderful addition to my garage.
RR7 was an amazing car experience! If you’re a Porsche fan go to the next one, you won’t be disappointed. And hopefully by then reimagined Buzzetta Porsche 911s will be “a thing”.
2023 Porsche Carrera T
In 1968 Porsche introduced a T, or “Touring”, version of their popular 911 in an effort to appeal to enthusiasts who wanted 911 goodness but couldn’t afford the more expensive versions. The 911T wasn’t a big hit, but it did reasonably well and helped the company grow and evolve. Interestingly, it wasn’t until 50 years later in 2018 that Porsche released a second 911T, this time based on the 991.2 Carrera platform.
Like the 1968 version, the 991.2 911T “remix” wasn’t a sensation but neither did it bomb, so it was no surprise that Porsche released a new 992-based Carrera T in late 2022.
For the record, the 992-gen Carrera T is a base model 911 with a 7-speed manual transmission combined with the Sports Chrono Package, mechanical limited-slip differential, thinner glass and rear seat delete to save weight, and Porsche's PASM active suspension system with sport-tuned dampers. There are other add-ons, but that’s mostly it.
The base Carrera comes with a 379-HP twin-turbocharged 3.0-liter flat-six engine paired with an eight-speed PDK automatic transmission, whereas the more expensive Carrera S increases output to 443-HP and can be ordered with Porsche's 7-speed manual. The Carrera T couples the lower horsepower version of the flat-six with the 7-speed manual, which is a good thing. You can buy a Carrera T with the PDK, but doing so negates some of the T's weight savings. Plus it’s completely lame.
Since exterior clues are minimal, it would take a true Porsche “fan-boi” to spot a Carrera T in the wild. It sits slightly lower than other Carreras, has (deletable) graphics on the lower door panels, and adds the cool smoked wheels, which I love.
Inside, charcoal cloth seats with nice pinstriping are the first things you notice, but the absence of the rear seats also grabs your attention. Fortunately, the shelf left once those seats are gone can comfortably house numerous pieces of luggage. (If you prefer, the rear seats can be retained at no cost.)
The optional “Interior” package adds some pizazz inside via seatbelt coloring and embroidered logos on the headrests and floor mats in your choice of Slate Gray or Lizard Green. Leather trim for the doors and dashboard is also available, as are 18-way power-adjustable seats. Porsche's carbon-fiber racing-style bucket seats, typically GT-model-only fare, can also be selected. While it’s nice that Carrera T customers can choose the perfect-for-track-day carbon fiber seats unavailable in other non-GT 911s, I’d go with the 18-way seats. They’re endlessly adjustable and much easier to live with.
Ok, enough of that, how about driving the Carrera T, what’s that’s like? It’s great. The 911 generally drives very well, and the T does even better in some situations than other Carreras. While the T is down 64HP to the Carrera S and 94 to the GTS, it hardly feels underpowered. Yes, I could feel the power deficit compared with a Carrera S I had driven recently, but it wasn’t significant.
More important was the improved shifter, which is better than the one in the S and is now approaching the 997 generation 911 6-sp manual, which is generally considered one of the best manual gearboxes ever offered in a Porsche.
A quick aside: when the 991 version of the 911 launched in 2012, replacing the 997, it featured a new 7-speed manual transmission that was supposed to be better—it’s as good as the old 6-speed but now has an overdrive to save fuel and decrease emissions, was the pitch. Only the 7-speed wasn’t nearly as good. It felt rubbery, imprecise, and just bad. When the 991.2 gen 911 launched in 2016, the gearbox improved slightly, and when the 2018 Carrera T came out it was finally decent. The 992 911S incorporated the improvements from the 991.2 Carrera T, and the 992 Carrera T moves things forward even more with a shorter throw shift lever and even better feel. Thank you Porsche.
All those changes and reduced sound deadening mean that driving the Carrera T on fast back roads with sweeping curves is a joy. Turn-in is quick and precise, and down-shifting and braking before an especially tight turn energize your soul.
Long freeway stints are noisier than most drivers would like, however, and running errands in town is probably better done in an Escalade. But for true driving enthusiasts, this is the 911 to buy.
Porsche is now offering a 911 variant that harkens back to a model from 1968 that was all about driving fun, and I love it. The 2023 Carrera T is modern and full of tech, yet also a blast to drive. If you buy one with the manual I promise you’ll experience many happy driving miles for years to come.
What to Buy
I haven’t been able to get press cars recently, so I decided to write about, “What to buy”, which is a rundown of the cars and trucks that I like in every vehicle class that matters. Hopefully press cars will start re-appearing soon.
Battery Electric Vehicles (BEVs)
Porsche Taycan – the Porsche of BEVs. The Taycan is much heavier than a 911, yet somehow this four-door/four-seat low slung sedan manages to feel like a 911 with electric power. I don’t understand how Porsche did it, but they did. Unfortunately, just average range and a problematic charging infrastructure mean that you’ll use this around town (and be very happy) but take your Escalade on road trips.
BMW iX – the same limitations that apply to the Taycan also apply to the iX SUV. However, the iX will be a much better kid carrier than the Porsche, and it would always be my choice for runs to the grocery store or Costco. Its looks will put some customers off though.
Tesla Model Y – the best looking BEV you can buy seems to also get cheaper by the day. The interior isn’t as nice as Porsche’s (or BMW’s or Audi’s or Cadillac’s) but who cares when you get access to the national Tesla Supercharger Network. OMG what a game changer that has turned out to be.
Sports cars
Porsche 911 – celebrating its 60th birthday this year, the 911 is the lion of the jungle in this category. Of course there are other good sports cars, but the rear-engine German original still rules this roost. I’m biased of course, having bought a new one two years ago after a, no joke, 48 year wait. I still love it.
Chevrolet Corvette – celebrating its 70th birthday this year—amazing that it predated the 911 by exactly 10 years—the Corvette is America’s sports car, and it’s been great for decades. The current iteration is mid-engine, which I don’t like because the Corvette has always been front engine/rear wheel drive, but enthusiasts are buying them like crazy, so I guess that’s ok.
Ford Mustang – as I type this, the Dodge Challenger and Chevrolet Camaro are approaching the end of their lives, but the Mustang has been extended for at least five years. With a V8 option. Thank you Ford!
Compact Crossovers
Toyota RAV4 – weird styling combined with Toyota quality equals big sales? I guess so, but since most RAV4 buyers like the styling, what do I know. It’s the class sales leader.
Ford Bronco Sport – it’s been called an Escape with an OtterBox, but I still like it. And the new seventies colors combined with the white roof and wheels (also very seventies) only make me like it better. Buy this instead of the RAV4.
Volkswagen ID4 – VW’s BEV compact crossover is proving to be cute and popular (that combination always worked in high school didn’t it?). All of the BEV caveats noted above apply to the ID4.
Family Trucksters
Toyota Highlander – unimpeachable quality, three rows of seats, a nice interior, affordability, and decent fuel economy are the pillars that support robust sales of this terrific family hauler. So what if it’s boring to drive.
Chevrolet Tahoe – it’s a lot bigger than the Highlander, and the independent rear suspension (enabling a lower rear floor) and longer wheelbase (providing more second- and third-row legroom) that accompany the latest generation are big pluses. These SUVs are hard to beat if you’ve got kids.
Volkswagen Atlas – I was leaning toward awarding the third spot on this list to the popular Hyundai Palisade/Kia Telluride twins, but unnerving rumors about powertrain quality problems mean that the Atlas gets the nod. For 2024 VW has improved the quality of the Atlas’ interior materials—a negative in the gen 1 Atlas—and upped the ownership experience. The tech may be a little too “touchcreen-y”, but this is a family vehicle I could own.
Full size luxury SUVs
BMW X7 – much more than just a 20% bigger X5, the X7 brings luxury touches that seem to have been borrowed from BMW subsidiary Rolls Royce to the premium SUV game. It’s not an “ultimate driving machine” by any means, but it’s a great way to take your daughter to soccer practice.
Range Rover – the latest generation of the world’s favorite luxury SUV has an even more lux interior, the best BMW V8 and transmission money can buy, and an intoxicatingly beautiful exterior design. It costs a lot more than the last one did, but OMG what an SUV.
Range Rover – the latest generation of the world’s favorite luxury SUV has an even more lux interior, the best BMW V8 and transmission money can buy, and an intoxicatingly beautiful exterior design. It costs a lot more than the last one did, but OMG what an SUV.
Lexus LX 600 – how can a mildly re-worked LX 570 with a Toyota Tundra engine and transmission make this list? Because it has a luxurious interior, will never break down, and will hold its value more than any of its competitors. Want to drive the heck out of it for ten years and then sell it? No problem, people will line up outside of your home wanting to buy it.
2023 Mercedes Benz EQS SUV
The (soon to be re-named) 2023 Mercedes EQS SUV is the German luxury automaker’s first attempt at making a top-shelf all-electric luxury SUV. It’s a good first try, but Mercedes’ promised name change can’t come soon enough—you have to call it the EQS SUV because there’s also an EQS sedan, so you can’t call either version, “a Mercedes EQS”. Weird.
Anyway, as the automotive industry continues its shift towards battery electric vehicles (BEVs), Mercedes-Benz is determined to keep up. Their latest offering, the 2023 Mercedes EQS SUV (mostly) combines the elegance and opulence associated with the Mercedes brand with the latest in electric technology.
The EQS SUV’s exterior design looks very aerodynamic and futuristic. From every angle it is clear that Mercedes stylists and engineers made certain that drag was minimized—it’s a technical marvel, actually. However, while undoubtedly effective in cheating the wind and optimizing power savings, the EQS SUV lacks the presence that its stablemates, the internal combustion (ICE) powered S-Class sedan and GLS SUV, have. An important part of Mercedes design over the many decades of the automaker’s existence has been to signal to other drivers, sotto voce of course, that an important person is coming through. The EQS sedan and SUV need more of that, I believe.
Oh by the way, the EQS SUV is essentially a lifted EQS sedan with a rear hatch. The two share a platform and many other components and have identical wheelbases, but the SUV offers a third row of seating for up to seven passengers.
There are two versions of the EQS SUV available, the 355-HP EQS450+ (I have no idea why there’s a plus sign there) and the 536-HP EQS580. The 450+ gets you up to 305 miles of driving range per charge, while the 580, like my test car, gives you 285.
For the record, the starting price for the cheapest EQS 450+ is $105,550, while a loaded EQS 580 goes for, gulp, $133,350. These are expensive vehicles.
Regardless of which EQS you select, the instant torque from the stout electric motors allows for smooth and exhilarating acceleration, propelling the EQS SUV from 0 to 60 mph in just a few seconds (4.2 seconds for the 580, to be specific).
With a curb weight of just under 6000 lbs, the EQS SUV can only be described as portly (a base Chevrolet Suburban weighs less). Still, in most normal driving situations Mercedes’ first BEV SUV handles just fine, and definitely better than a Suburban.
The EQS SUV’s interior features mostly high-quality materials, including premium leather, genuine wood, and real metal accents, all meticulously crafted to create a luxurious atmosphere. Nevertheless, there’s less of a lux feel in the EQS than there is in its Mercedes ICE counterparts.
The EQS SUV provides ample head- and legroom for both front and rear passengers. The first two rows of seats have excellent comfort and support, ensuring a pleasurable “Mercedes” experience, even on long journeys. As you might expect, the third row is just for kids or very short trips.
Mercedes-Benz has reimagined the traditional dashboard layout, replacing it with a massive curved OLED display that stretches across the entire dash area. This (optional) 56-inch “Hyperscreen” display combines the instrument cluster, infotainment system, and climate controls into a seamless user interface, which is not only visually stunning but also intuitive to use. Having said that, the Hyperscreen replaces almost every knob and button, which can be a little disconcerting until you get used to it.
As expected from a flagship Mercedes-Benz model, the EQS SUV is packed with cutting-edge technology. The Hyperscreen mentioned earlier is the centerpiece of the vehicle's tech arsenal, offering many customization options and access to any feature or function you might need. It is complemented by the latest iteration of the Mercedes-Benz User Experience (MBUX) infotainment system, which provides excellent smartphone integration, voice control, and a host of other intelligent features.
Naturally, the EQS SUV is equipped with an extensive suite of driver assistance/safety systems including adaptive cruise control, lane-keep assist, automated emergency braking, and pedestrian detection.
Before buying a Mercedes EQS or any other BEV think about how you’ll use it. If you have a home charger, commuting and running errands in a BEV are fine, but long trips may be problematic. JD Power and the Wall Street Journal have recently reported that the charging infrastructure isn’t what it should be to support long trips in a BEV, and outages at existing charging stations are an increasing challenge.
The 2023 Mercedes EQS SUV is a standout premium electric SUV that blends elegance and excellent drivability. With its lush interior and advanced technology, it brings Mercedes-Benz luxury to the BEV SUV game, although I wish it had a more imposing exterior design. Plus I’d like to see Mercedes give it a better name sooner rather than later.
2023 Mercedes Benz AMG SL 63
The 2023 Mercedes-AMG SL 63 is a top-shelf convertible that offers outstanding performance, advanced technology, and opulent comfort. With its striking design, powerful engine, and high-quality features, the SL 63 is an excellent choice for those who seek the best in terms of luxury and performance.
The current SL generation, the seventh, launched in 2022 and is a significant departure from all other previous SLs in that it now comes with four seats rather than just two. No adult would ever want to sit in the rear two seats, but young children would be fine back there, and that space is great for luggage.
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Of note, the Mercedes SL’s main competitor is the Porsche 911, which has included four seats since its introduction in 1963. Presumably Mercedes had the 911 in mind when they created the newest SL.
The 2023 SL is expensive whether you select the AMG 55 (about $140k) or AMG 63 ($180k-ish) versions, with the 63 providing more power and performance. Both SL models are powered by a twin-turbo 4.0-liter V-8; the SL 55’s engine makes 469 HP, and upgrading to an SL 63 like my press car bumps that figure up to 577 HP. A nine-speed automatic is the only available transmission, and an all-wheel-drive system and four-wheel steering are standard on all SL models.
Driving the SL 63 is exhilarating, as you’d expect, with the sporty Mercedes capable of accelerating from 0 to 60 MPH in just 3.5 seconds. In the real world that means that passing other vehicles on the interstate or a backcountry road is the opposite of challenging.
The 2023 Mercedes-AMG SL 63’s handling is equally impressive, thanks to a sophisticated suspension, the aforementioned rear-wheel-steering, and a low center of gravity. The car feels planted and composed around corners, providing excellent grip and stability even at high speeds. The low center of gravity is helped by the switch from a hard-top convertible in the last SL to a soft-top in this generation, which subtracts weight from the top of the car. Nevertheless, at around 4300 lbs the SL is still heavy despite Mercedes’ extensive use of lightweight materials such as aluminum and magnesium in the construction of the car.
The SL 63 comes with multiple drive modes, including Comfort, Sport, Sport+, and Individual, allowing the driver to customize the driving experience. Switching among the modes can be done by turning a small dial attached to the steering wheel, a nice touch.
A relatively firm ride is part of the deal when you drive the SL 63, even when it’s in Comfort mode. Nobody expects a sports car to feel like a Lexus on the highway, but this generation SL rides firmer than the last one and is close to the ultra-sporty Mercedes AMG GT supercar. I wish it were softer.
The exterior design of the 2023 Mercedes-AMG SL 63 is sleek and contemporary, with a long hood, wide grille, and muscular lines that reflect its performance and elegance. The soft-top convertible roof helps here too, allowing for more styling flexibility than the hard-top, which must be shaped to fit into the trunk without bending when lowered.
While the soft-top roof improves the SL’s driving dynamics and exterior design, there’s no noticeable noise penalty. Mercedes’ engineers obviously paid special attention to insulation and soundproofing because the cabin is as quiet and comfortable as the previous hard-top SL when driving with the top up.
The interior of the SL 63 is, not surprisingly given its price tag, crafted with the finest materials and offers a wealth of luxury features. Supportive and comfortable seats wrapped in premium leather are standard, and the fact that the front seats are heated, ventilated, and feature multiple adjustments, including massaging functions, means that customers can expect a high level of comfort on long outings. I took the SL 63 on three long drives and felt great during and after all three.
The cabin also features a dual-zone automatic climate control system, configurable ambient lighting, and a power wind deflector when the top is down, adding to the overall comfort and convenience.
The technology in the 2023 Mercedes-AMG SL 63 is cutting-edge and comprehensive. It includes a fully digital instrument cluster that displays vital information in a crisp and clear manner, and a large infotainment system with a 11.9-inch touchscreen that offers a wide range of features, including navigation, audio controls, smartphone integration, and more. The latest MBUX infotainment system also supports voice commands and has a user-friendly interface, making it easy to manage while on the go.
The Burmeister surround sound system, which I absolutely love, provides an immersive audio experience that elevates any drive.
The 2023 SL 63 is a very impressive car that will make previous SL owners happy, and yet also represents a viable alternative to the Porsche 911 thanks to its improved design and the addition of two rear seats. It’s expensive, but those who can afford it will enjoy it.
2023 Porsche Taycan GTS (with ChatGPT reviews fwiw)
The Porsche Taycan, which launched in 2020, is Porsche’s first bite of the battery electric vehicle (BEV) apple, and it is different from the market leader Tesla in some important ways. Driver involvement is the major focus, as you’d expect with Porsche, and luxury is much more prominent than it is in a Tesla.
Let’s start with the driving experience, which is quite something. In fact, I can summarize it like this: the Taycan drives like an electric 911. The Taycan is much bigger and heavier than a 911—more on that later—but somehow that’s what it feels like from behind the wheel.
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While the Porsche doesn’t feel different from a Tesla model S accelerating in a straight line, handling and braking are clearly better. The steering in particular is very Porsche like, with quick turn in, neutral cornering, and good road feel. I own a current generation (992) 911, and the Taycan feels surprisingly like that car to drive.
How does Porsche do it? In the old days, suspension tuning, weight management, and careful tire selection were the keys to good handling. Now it’s mostly software, specifically software that analyzes vehicle speed, available traction, and steering input information and then uses sophisticated torque vectoring—sending just the right amount of power to the wheels that need power while simultaneously braking the wheels that need braking—to get you around the corner you’re trying to negotiate. And to make the car feel like a Porsche. Torque vectoring’s been around since the mid-1990s, but modern computing power has taken the technology to another level altogether.
It’s a good thing the software is sophisticated, because the Taycan weighs around 5000 lbs, roughly the same as a current Cayenne SUV and about 50% more than a 911. Somehow the software and some smart engineers have made it so that the Taycan can dance despite its hefty BMI.
Most of that additional weight comes from the battery pack, which enables the Taycan to travel from 206-246 miles on a charge according to Car and Driver. Those numbers are pretty good for everyday driving but compare poorly with the Tesla Model S, which can go between 396-405 miles after charging.
While a Tesla will take you farther than a Taycan, there is much more of a luxury feel inside the premium German automaker’s electric vehicle cabin than there is in any Tesla. The materials and interfaces are much nicer than they are in the BEV market leader, which really shouldn’t be the case since a base Porsche Taycan costs about the same as an equivalent model S. Presumably the fact that the Model S is an 11 year old car has something to do with that.
The outside of the Taycan also looks cool and futuristic, which can no longer be said for the Model S. The Taycan’s LED head- and taillights look very sleek, and the aerodynamic design is attractive from all angles.
The base Taycan has 402HP, while the most expensive Turbo S has 750 (yes, I know there’s no turbocharger, no, I don’t like the nomenclature, yes, I can live with it). Other Taycan models in between those bookends are the 4S, GTS, and Turbo, and Taycans range in price from $88,150 for the base version to, gulp, $188,850 for the Turbo S. And that’s before options.
Before buying a Porsche Taycan or any other BEV think about how you’ll use it. If you have a home charger, commuting and running errands in a Taycan are fantastic, but long trips may be problematic. Automotive News and the Wall Street Journal have recently reported that the charging infrastructure isn’t what it should be to support long trips in a BEV, and outages at existing charging stations are an increasing challenge.
During my time with my Taycan GTS press car I spoke with a 2020 Taycan owner at a charging station. He said, “I love my Taycan and am very happy that I bought it, but I don’t take it on long trips because I don’t trust charging stations yet”. Something to consider.
The Taycan is Porsche’s first crack at making a BEV, and it’s a good one. While the Taycan’s range isn’t what you can get with a Tesla, its driving experience and luxuriousness are what you’d expect from a top-shelf German automaker and better than Tesla’s. The BEV world is growing and maturing, and we’ll see how legacy automakers and Tesla grow and mature with it.
Note to my readers: seemingly everybody is using Chat GPT and AI for seemingly everything. With that in mind, I asked AI to write 800 word reviews of the Porsche Taycan, first from a positive perspective and then with a negative slant. Here’s what it came up with.
For the record, I think humans do a better job reviewing cars than AI does, at least for now.
Positive
The 2023 Porsche Taycan is a groundbreaking electric vehicle that is sure to captivate car enthusiasts everywhere. With its sleek, aerodynamic design and impressive performance capabilities, the Taycan is an exciting addition to the Porsche lineup.
Let's start with the design. The 2023 Taycan features a low, wide stance with a sloping roofline and muscular rear fenders. The front fascia is dominated by Porsche's signature four-point LED headlights and a sporty front grille. The car's silhouette is unmistakably Porsche, with clean lines and a sculpted body that exudes elegance and sportiness.
Moving inside the Taycan, you'll find a well-crafted cabin that is both comfortable and functional. The interior is spacious and inviting, with premium materials like leather and aluminum used throughout. The dashboard is dominated by a large touchscreen display that controls everything from the climate control to the infotainment system. The driver's seat is adjustable and features lumbar support, making it easy to find the perfect driving position.
Now, let's talk about the Taycan's performance. The 2023 model is available in several different trims, with varying levels of power and range. At the top of the lineup is the Taycan Turbo S, which boasts an impressive 750 horsepower and 774 lb-ft of torque. This allows the car to go from 0-60 mph in just 2.6 seconds, making it one of the quickest cars on the market today. The Taycan Turbo S also has a range of up to 280 miles on a single charge, making it a great option for long road trips.
But the Taycan isn't just about straight-line speed. It also features advanced handling and suspension systems that make it a joy to drive on winding roads. The car's low center of gravity and all-wheel drive system provide excellent traction and stability, while the adaptive air suspension can be adjusted to provide a comfortable ride or a more sporty, performance-oriented setup.
Another highlight of the Taycan is its advanced technology features. In addition to the large touchscreen display, the car also comes equipped with a variety of driver assistance and safety systems. These include adaptive cruise control, lane departure warning, and automatic emergency braking. There's also a range of connectivity features, including Apple CarPlay, Android Auto, and a Wi-Fi hotspot.
Overall, the 2023 Porsche Taycan is an impressive electric vehicle that combines breathtaking performance, stylish design, and advanced technology. It's sure to appeal to car enthusiasts who are looking for a car that is both practical and exciting to drive. If you're in the market for an electric car that is as fun as it is practical, the Taycan is definitely worth considering.
Negative
The 2023 Porsche Taycan is a highly anticipated electric sports car from the renowned German automaker. Unfortunately, after getting a chance to experience this vehicle firsthand, I can confidently say that it falls short of expectations in several ways.
First and foremost, the Taycan's driving experience is disappointing. Despite being marketed as a sports car, the handling and acceleration are far from what one would expect from a vehicle in this class. The car feels sluggish and heavy, and the steering lacks the precision and responsiveness that Porsche is known for. Even with the optional performance package, the Taycan fails to deliver the thrilling driving experience that one would expect from a Porsche.
The Taycan's range is also a major issue. Despite Porsche's claims that it can travel up to 300 miles on a single charge, I found that this figure is highly exaggerated. In real-world driving conditions, I struggled to get more than 200 miles out of a single charge. This is a major inconvenience for anyone looking to use the car for long drives or as a daily driver. Furthermore, the charging times are also longer than advertised, with a full charge taking over 12 hours on a standard 240-volt outlet.
The interior of the Taycan is also a letdown. Despite the hefty price tag, the materials used in the cabin feel cheap and flimsy. The infotainment system is confusing and unintuitive, and the touchscreen display is prone to lag and unresponsive at times. The seats are uncomfortable and lack proper lumbar support, which can make longer drives a real pain.
Another major issue with the Taycan is its practicality. Despite being marketed as a four-door sedan, the rear seats are cramped and uncomfortable, making it difficult to fit more than two passengers in the car comfortably. The trunk space is also limited, with just enough room for a few small bags. This makes the Taycan a poor choice for anyone looking for a practical and spacious car for everyday use.
Finally, the price of the Taycan is simply too high for what it offers. With a starting price of over $100,000, this car is simply not worth the money. There are much better options available on the market at a similar price point, such as the Tesla Model S, which offers better range, performance, and interior quality.
In conclusion, the 2023 Porsche Taycan is a major disappointment. Despite its stylish exterior and impressive brand name, this car falls short in terms of performance, range, interior quality, practicality, and value for money. I would not recommend this car to anyone in the market for an electric sports car, as there are much better options available on the market.
2023 Audi S3
The letters MQB won’t mean much to most readers, but to automotive insiders they represent the designation for the most adaptable automotive platform ever developed. Encompassing a wide variety of transversely configured front-engine, front- or all-wheel drive Volkswagen group vehicles, the MQB platform underpins models as disparate as the very small (and not sold here) VW Polo to the Audi Q3 to the mid-size VW Atlas SUV. In fact, an astounding 45 distinct models around the globe are MQB-derived vehicles.
The brainchild of late-great engineer and executive Ferdinand Piech, the MQB platform enables Volkswagen to manufacture many distinct vehicles in the same factories depending on local, national, or regional demand. That means that if a country or region has lots of young families, a factory can produce lots of Audi Q3s and VW Atlases, but if gas prices suddenly spike, the same factory, with relatively little effort, can manufacture more VW Golfs and T-Rocs.
I recently had the chance to get behind the wheel of one of the sportiest MQB cars, the Audi S3, and it was a good experience. The S3 is a compact sports sedan, which utilizes surprising power and quattro AWD to produce an entertaining drive. Its main competitors are the Mercedes CLA35 and BMW M235i Gran Coupe.
All 2023 S3 models come with a potent 306-hp 2.0-liter four-cylinder engine, seven-speed automatic transmission, and Audi's noted quattro all-wheel-drive system. It’s fast and composed in all types of driving, but rarely exciting.
Does that sound contradictory? It isn’t. The S3 kills it in a straight line—0-60MPH runs take just 4.3 seconds—so merging onto any highway or freeway is no sweat. But the evolved quattro AWD system coupled with advanced software which limits wheelspin and keeps the car moving forward (and not sideways) means that you’re always driving with a digital adult who’s there to make sure nothing untoward happens. All of the software “nannies'' can be turned off, of course, but that takes time and effort, and I’m sure most owners will leave them on.
2022 Audi Q3
The Audi Q3 is a small luxury crossover vehicle that competes with the BMW X1, Mercedes GLA, and Lexus NX. While the Q3 is small, it’s a lot bigger than it used to be, which is a good thing because now Audi’s smallest SUV is a more logical purchase in this competitive market niche.
How small was the previous (first gen) Q3? It was so small that sitting in the rear seats was comical for anyone taller than 5’9” or so. I’m 6’2” and I had to tilt my head to one side uncomfortably when I tried out the rear seats. Luggage space was minimal too.
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The prior Q3 looked good though. It was a classic “outside-in” design job where stylists created an attractive shape and the engineers had to make do with the resulting diminutive interior. And not only was it better looking than its competitors back then, but it also looks better than its successor.
Which isn’t ugly, by the way. Boxy with all of the Audi styling elements that we’ve come to know and (mostly) love, the Mk2 Q3 is best described as a 3/4 size Q5 with some modest alterations.
That should come as no surprise as the Q5 is Audi’s best-selling vehicle, and it continues to sell strongly despite being almost completely unchanged since it launched way back in 2009. If I were in charge of Audi I’d make the Q3 look like the Q5 too.
While more spacious than the previous model, especially in the back seat where I’m now able to sit normally, the new Q3’s interior is still relatively small. Luggage space behind the rear seats is 24ft3 with the rear seats up and 48ft3 with them folded down (for the record the prior Q3 had just 17ft3 of luggage space behind the rear seats).
Realistically, if size were the only thing that mattered, then the $38,000-base-price Audi Q3 wouldn’t sell any copies at all. But size isn’t the only relevant thing in this market.
In fact, for most customers it’s all about the luxury experience. With that reality in mind, the cabin of all Audis is very nice, and that’s the case with the Q3. All of the materials that you see and touch are of higher quality than a similarly priced (and probably larger) vehicle from a mainstream manufacturer, and the gauges and controls are also better. When you sit behind the wheel of an Audi (or BMW or Mercedes or Lexus) there’s a premium feel that makes the extra money you pay worth it. And typically, you’re treated better at the dealership too. Isn’t that type of experience one of the reasons (or the reason) we work so hard as physicians? It is for me.
Anyway, driving the Q3 is pleasant but not exciting. Since the Q3 sits on the same platform as the VW Golf, everything is geared for a middle of the road driving experience not athleticism. Its sweet spot is zipping around town running errands or commuting, but B-roads are also handled well. Interstate driving is just Ok with the Q3; it’s not like it falls apart there, but the open road isn’t where the Q3 really wants to be.
Quattro All-wheel drive, an 8-speed automatic transmission, and a 2.0L turbocharged four-cylinder engine are standard on every Q3. Nevertheless, two versions of that 2.0L engine are available: the base 40 model puts out 184HP, while the higher-spec 45 is good for 228HP.
The Q3’s fuel economy figures are 23 MPG City and 30 MPG Highway for the 40, and 21 City and 28 Highway for the Q3 45.
Tech-wise, Audi equips most Q3 models with an 8.8-inch touchscreen MMI infotainment system that features Apple CarPlay and Android Auto. A larger 10.1-inch touchscreen is also available as an option, which is what I would select. SiriusXM satellite radio, wireless charging, and a 15-speaker, and a 680-watt Sonos stereo system are also available as options.
As always with German cars, options and option packages can get complicated and expensive. The smart thing to do is keep a lid on extras and work with BCMS’ Phil Hornbeak to get your best deal.
The 2022 Audi Q3 is a compact luxury SUV that compares favorably with the BMW X1, Mercedes GLA, and Lexus NX. It is certainly small, but if luxury is more important to you than size, then it merits a close look.
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2022 Mercedes S580
I’ve written previously that the introduction of a new Mercedes S-class sedan isn’t as big a deal as it used to be because SUVs have intruded so much into the luxury sedan market. In fact, you could argue that the launch of the new Range Rover earlier this year was more important than the introduction of the latest S-class.
Nevertheless, a new S-class is still a big deal, and I was definitely paying attention when Mercedes launched the most recent version of their flagship sedan last year.
The seventh generation S-class, known internally as the W223 model, doesn’t look radically different from its predecessor, but it’s way ahead technically.
For starters, the 12.8-inch OLED touchscreen display above the center console along with a second 12.3-inch customizable screen in front of the driver are very advanced. Using the navigation system on the smaller display gives you a 3-D image of the S-class moving across the land, and it works in concert with the heads-up display that places directions onto the reality that you actually see. It’s better than other satnav systems and is impressive to experience in person.
The bottom part of the central display shows climate controls all the time, which I appreciate, along with a few physical buttons beneath that for changing driving modes, turning up the volume, and activating the hazards. In addition, there are four USB-C ports in the center console for front-seat occupants to use, if they’re so inclined.
Design-wise, Mercedes played it conservative with the latest S. Given the many upgrades and enhancements, I would have expected more ground breaking styling, honestly. Presumably the brass at Mercedes AG decided to put all of their advanced styling chips on the all-electric EQS rather than the “dinosaur” internal combustion engine (ICE) S-class, which is a shame.
By the way, the S580's powertrain is as clean and modern as ICE gets. It’s a 4.0-liter twin-turbocharged V8 producing 496HP and 516ft-lb of torque, augmented by a 48-volt mild hybrid system that adds 21HP to the mix, mostly when you’re accelerating from a stop. The V8 is plenty powerful by itself, but with the mild hybrid boost, the S580 feels like it has an even bigger engine.
The nine-speed automatic transmission does its thing with near imperceptibility, and optional rear-axle steering—a $1,300 option—means that the S580 is easy to navigate through parking lots and other tight confines.
A word about the rear-axle steering: I live in an in-town condominium with a parking structure and this-is-your-spot parking. Maneuvering any vehicle into my spot is generally difficult, but, impressively, with the S580 it was easy, because the rear-axle steering made this decidedly large sedan move like a Honda Civic. Pro tip: do not order an S-class without checking the rear-axle steering box.
The rear-axle steering also makes changing lanes on the interstate smoother by the way. In those situations, the rear wheels turn the same way as the fronts, enabling calmer direction changes.
Actually, driving the S-class under any circumstances is a calming experience. Whether running errands in town, eating up miles on the interstate, or hustling down a B-road, the Mercedes flagship sedan excels. The aforementioned engine and transmission get much of the credit, but a top-shelf suspension system and advanced software contribute significantly. Every time I drove the S580 I thought, “this must be the best sedan ever built”. And it mostly is. Certainly, Bentley and Rolls Royce make the absolute best sedans in the world, but those vehicles are three to four times more expensive than the S-class, and no way are they three to four times better.
I’ve noted previously how much better Mercedes interiors are than they used to be, and that’s doubly true for the S-class. Everything you touch feels comfortable and reassuring, and everything you see looks expensive. Plus there’s the sleekly modern tech described above that’s integrated with the cushiness in a very pleasing way.
For the record, my test car carried a sobering MSRP of just under $140,000, and the EPA rates the S580 at 16 mpg city and 25 mpg highway, not Sierra Club-friendly numbers.
The new Mercedes S-class is a wonderful top-shelf ICE sedan that’s as good as it gets, as long as you’re not in the market for a car that costs a half million dollars. And even then, it’s competitive. If you don’t have to have an SUV then this is the sedan for you. Just make sure you get the rear-axle steering.
2022 Subaru Ascent
Subaru finally has a successful mid-size crossover with three rows of seats, the Ascent. Subaru would probably like us to forget the 2005-2014 B9 Tribeca, which had three rows of seats but never sold well, ostensibly because of its looks.
I don’t think its design was the problem, although obviously Subaru corporate did because they rushed a facelift to market just two years after the Tribeca’s debut. No, I think the problem was that it was just too small—the Tribeca, which was based on the Legacy sedan/wagon platform, ended up being not much bigger inside than the Legacy wagon, and that’s probably what led to its demise. For the record Tribeca sales dropped from a mediocre 14,797 in 2005 to an embarrassing 1,598 in 2013. Compare that with just under 60,000 Ascents sold in 2021, a number that would have been even higher had there not been computer chip shortages.
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So, with the Ascent, the third largest Japanese automobile manufacturer has finally achieved mid-size crossover success. How did they do it? In addition to making the Ascent much larger inside than the Tribeca, they also made it look like an Outback station wagon, only bigger, rather than, “a Subaru crossover that doesn’t look like a Subaru”, which is what the Tribeca was. Too bad, I like things that are different to look different.
Anyway, the Subaru Ascent looks good, and the wagon-esque exterior design probably makes it look smaller than it is, because it is not small. With a length of 196.8in, width of 76in, and height of 71.6in the Ascent is 7in longer, 2in wider, and 5in taller than the Tribeca. That’s a big difference.
For perspective, I parked my press car Ascent next to a new Audi Q5 and was astounded at how much bigger the Ascent was. It kinda dwarfed the Audi. I guess the Ascent’s design really is “slimming”.
Not surprisingly, the Ascent’s interior looks a lot like that of an Outback wagon. It’s not as posh as the aforementioned Audi Q5, but it is quite modern and nice. Given the Ascent’s pricing, which starts at around $33,000 and rises to just over $40,000 it should be no surprise that owners will be faced with a lot of plastic and uninspiring buttons and knobs when they sit behind the wheel. The tech is up to date, however, and ergonomics are excellent.
As you’d expect, the Ascent is spacious inside, even in the second row (although the third row is a little tight, as it is in competitors such as the Ford Explorer). While Subaru’s largest vehicle ever can be mistaken for an Outback from the outside, on the inside it’s much roomier, and getting to the third row of seats is easy thanks to a clever second row that moves out of the way quickly and easily.
On the road the Ascent is, again, a lot like the Outback. It handles in-town duties without complaint, but it is in no way fun to drive as it does that. Neither are the Explorer, Toyota Highlander, or Honda Pilot though. That’s life with kids, isn’t it?
Road trips are better because the Ascent’s engineers favored stability and comfort over athleticism and performance, so quiet and drama-free describe what the Ascent is like on the highway.
Actually, I think Subaru has taken over the space that Volvo occupied in the 1980s and 1990s: the reasonably priced, reliable, and non-mainstream automotive brand for smart people who are comfortable but not rich. Look around, what do college professors, school teachers, and Nurse Practitioners drive these days? A disproportionate number of them own Subarus, just as their predecessors used to drive Volvos.
Ascents can be had in Base, Premium, Onyx, and Limited versions, and I would guess that most buyers interested in the Ascent would order loaded models rather than “strippers”. That means that out-the-door prices will be in the $40,000-$45,000 range, which seems low given everything you get with a well-equipped Ascent.
Maybe that’s the secret to Subaru’s success with their newest crossover: charge a reasonable price for a nice, but not lux, vehicle with all of the appeal of an Outback but additional space. And then watch buyers flood your showrooms.
2022 BMW M440i and i4 Gran Coupes
I recently drove two versions of the new BMW 4-series Gran Coupe, one of which is completely internal combustion engine (ICE) powered—it actually has a 48 Volt mild hybrid system, so I guess we can delete the word “completely”—and the other of which is a totally battery electric vehicle (BEV).
I’ll start with the BEV i4 M50, which is the more interesting car, but I’ll need to limit my remarks since I was only able to drive it briefly at a BMW event.
As the electric age dawns, automotive manufacturers are launching BEVs in one of two ways—with a platform that can accept either an ICE or BEV propulsion system, or a bespoke BEV-only platform. The i4 M50 is the former, and I’m pleased that I was able to drive both the M440i and i4 M50.
A quick aside: BMW’s M-division turns 50 this year, and the i4 M50’s name is an obvious tip-of-the-cap to that significant milestone. Expect to see many more efforts by BMW to highlight M this year. (Space limitations preclude a full discussion of the rich history of BMW M here, but interested readers are encouraged to listen to my Podcast, Cars on Call: episode 13, where “M at 50” gets the attention it deserves.)
Anyway, the first adjective I thought of when driving the i4 M50 was “fast”, because this car is seriously and relentlessly quick. No matter what speed you’re going, the i4 M50 will catapult you forward in spectacular fashion when you press the throttle. Car and Driver says that the i4 M50 will do 0-60MPH in 3.3 seconds, 0.2 seconds quicker than an M3 Competition, and I believe it.
That impressive performance comes thanks to the i4 M50’s 536HP, but there’s no free lunch in life—optimal range is just 227 miles.
Handling is reassuringly neutral because of a low center of gravity (the battery pack sits in the floor of the i4 M50 as it does in all BEVs).
Despite impressive driving dynamics, however, the elephant in the room with this car as well as many other BEVs is actually an elephant—the i4 M50 weighs 5063lbs, 1243lbs more than an M3 Competition and about the same as an adult proboscidean.
On to the M440i Gran Coupe, which, as noted above, is essentially the same car as the i4 M50 but with ICE propulsion.
Naturally, driving the M440i is quite different from its BEV sibling. Pushing the “start” button results in the sound of an engine starting, and putting the car in “Drive” and motoring away feels very normal. While the M440i sounds like a modern BMW turbocharged in-line six, the i4 M50 sounds like the future, with a synthetic electronic sound that’s impossible to describe but pretty cool.
As alluded to above, the M440i’s engine is a 382HP 3.0-liter inline-six that’s augmented by a 48-volt hybrid system, and it comes standard with all-wheel drive. The purpose of the hybrid assist is to help with acceleration at low speeds, thereby burning less gasoline.
A RWD four-cylinder 255HP 430i Gran Coupe is available for $13,000 less, but given the extra power and smoothness of BMW’s classic inline-six, I’d urge potential customers to stretch for the bigger engine.
Fuel economy figures are 22MPG City/31MPG Highway for the M440i Gran Coupe, 25MPG/34MPG for the 430i, and 79MPGe/80MPGe for the i4 M50.
All 4-series Gran Coupes are hatchbacks, which is great. Nothing wrong with sedans, of course, but a hatch adds significant utility that you will appreciate every time you go to the grocery store or Lowes. And hats off to BMW’s designers who were able to give the new 4-series Gran Coupe the more formal profile of a sedan to go with that extra utility.
All 4-series Gran Coupes also get the, ahem, prominent front two-kidney grille that’s very much a “love it or hate it” design element. My two cents is: if you hate it, get your 4-series Gran Coupe in a darker color. It minimizes the grille’s visual impact.
The base price of the i4 M50 is $66,895 while the M440i stickers for $59,195. As always with German cars, adding options and option packages can swell the price of your car significantly.
The BMW 4-series Gran Coupe is a sporty car that can be configured as either a (mostly) ICE or totally BEV car. Which one you select is up to you, of course, but having driven both, I can say there’s no wrong choice. Vive le difference.
Note for readers: A trauma surgeon friend (with a lot of knowledge about car safety) and I have launched an automotive podcast that may interest you. It’s called, “Cars on Call”, and it features discussions about a myriad of automotive subjects from two car guy physicians’ perspective. It’s available on Apple, Spotify, and other platforms. Give it a listen!
2022 Ford Mustang Mach 1
“When dinosaurs roamed the earth” is a popular expression that occurred to me often as I was enjoying the 2022 Ford Mustang Mach 1. This wonderful car might not be an actual dinosaur, but it is certainly facing extinction.
Too bad, because the latest Mach 1 is a joy to drive.
For the record, Ford, along with numerous other automotive manufacturers, has pledged to halt the production and sale of gasoline and diesel powered cars in major markets by 2035. So there probably won’t be any new V8 powered Ford Mustangs for sale in a few years (I’d be surprised if any were offered for sale after 2025, candidly).
Thankfully, you can still buy V8 Mustangs now, and my recent experience with the best one currently available, the Mach 1, was exceptionally pleasant.
The best thing about the Mach 1 is undoubtedly its engine, the same 480HP 5.0L naturally aspirated V8 used in the (no longer available) Bullitt Mustang. Loud, revvy, and seriously potent, this gem of a motor sings, especially high in the rev range. And when paired with the stout Tremec 6-speed manual borrowed from the Shelby GT350—OMG please don’t get the 10-speed automatic in this car!—it loves to boogie.
The best boogie-ing is found when you head out to a lightly traveled and twisty back road near you and GO. The engine springs to life, and you’ll find yourself shifting up and down through the gears more than necessary. And you’ll smile because, in 2022, this Ford is as fun to drive as any other new car on the market, regardless of price.
The manual transmission’s no-lift-shift and rev-matching features (for up- and downshifting, respectively) absolutely enhance the experience, by the way.
Despite its impressive athleticism, the Mach 1 is docile around town—although its loud exhaust note may annoy your neighbors—and quite comfortable on the highway. The relatively tall sixth gear helps keep the revs (and noise levels) down while cruising, something I wish the BMW M3/M4 and Subaru WRX STi were better at.
Is the Mach 1 the perfect automotive all arounder? No. It’s tough to get into and out of, the rear seats are microscopic, and there’s not much trunk space. And then there’s its fuel consumption problem noted below.
The exterior design is best described as classic Mustang, updated. Deliberately evocative of the first- and second-generation fastback Mustangs, the current model manages to blend many contemporary styling cues with some retro touches in a way that even non-Ford fans would likely find attractive. The current generation Mustang dates back to 2015, and its look has aged very well for a seven-year-old design.
The same can’t be said for the Mach 1’s interior, which is starting to look old. The digital indicators and gauges are generally ok, although the dual screens ahead and to the right of the driver are smaller and more difficult to see than I’d like, and the whole thing just looks seven years old, which it is.
What would an ideal Mach 1 dashboard look like? Umm, probably a lot like what you’ll find in the current Mustang Mach-E.
One observation that I’ve made about performance versions of other “normal” cars like the Subaru WRX STi also applies to the Mach 1: taking a $35,000 car and turning it into a $50,000 - $60,000 car for enthusiasts means that your fancy sports car ends up with a mostly entry level interior. It’s not ugly or bad, but it’s not the same as what you’ll find in a $50,000 BMW or Audi either.
If you guessed that a 480HP V8 engine is not going to produce excellent fuel economy figures, you’d be correct. The Mach 1’s numbers are, gulp, 14MPG City/22MPG Highway.
Pricing starts at around $54,000, but loading it up with options can easily add $10,000 or more to the MSRP. My two cents on speccing your Mach 1: unless you plan to track your car, the $3500 Handling Package (with its sticky Michelin Pilot Cup Sport 2 tires) and $1600 Recaro seats are probably unnecessary.
Despite guzzling fuel and lacking a lot of space for people or things, the Mustang Mach 1 is Big Fun to drive and own. It’s one of the last cars you can buy with a V8 and manual transmission, and when it goes the way of the dinosaurs it probably won’t come back. Get one while you can.
Note for readers: A trauma surgeon friend and I have launched an automotive podcast that may interest you. It’s called, “Cars on Call”, and it features discussions about a myriad of automotive subjects from two physicians’ perspective. It’s available on Apple, Spotify, and other platforms, and I hope you give it a listen.
