Tag Archives: Car and Driver

2023 Acura Integra A-Spec Tech

May 26, 2023 Mark Savage Leave a comment

Acura’s hot horsey hatch is back, finally …

Here’s a recipe for success – hot hatchback styling, 200 horsepower, slick-shifting 6-speed manual tranny, a bright red suede and leather interior, and a rockin’ stereo.

Acura insists on adding its luxury nameplate and requisite big toothy grille into the spicy blend that is the new Integra A-Spec Tech. That’s a top of the line Integra with all the goodies, but a surprisingly affordable entry price.

Who says your automotive tastebuds can’t be stimulated at a reasonable price?

First, let’s refresh. The Integra was Acura’s racy entry-level hatchback for years, but disappeared (why oh why?) all the way back in 2006, before marketers at the Honda luxury brand finally realized its buyers were quickly skewing older and there was nothing much to offer Gen Y or Z.

Boom, take the spirited 1.5-liter turbo I4 from its kissin’ cousin, the Honda Civic SI and design a bit more upscale 4-door hatch to capture a more youthful market, entry-level luxury sport car types.

Propulsion from said turbo 4 is a spritely 200 horsepower with192 pound-feet of torque. Turbo means quick and exciting power, and linking it with a fine short-throw rev-matching 6-speed manual and the fun has begun. Rev-matching means the car automatically blips the throttle as you downshift. Cool!

While there’s some road noise here the engine itself is another silky Honda winner that operates well within itself so it doesn’t feel stressed, especially if you shift a bit before redline.

Handling is sporty too with MacPherson struts up front and a multi-link suspension in back to tame the ride and help give the car a sport-tuned feel. The Integra rides on a 107.7-inch wheelbase that’s just enough to eliminate severe ride over crater-pocked Wisconsin roads.

Plus Acura goes with three drive modes that can be toggled into action on the console. Comfort is best in town, while Normal ups the acceleration just a bit and then Sport turns on the afterburners and stiffens the steering feel considerably. In essence, this covers the buyer from luxury up through sporty.

The electric variable ratio power steering offers some reasonable road feedback too, again putting the emphasis on sporty, not racy.

I like Integra’s look, especially its nose and profile, but then I think hatchbacks are always slicker than sedans. Acura and Lexus noses are definitely in-your-face but the hood and headlights blend well into the massive grinning grille here.

Inside, well, brothel red suede and leather gives this a sexier look than most hatchbacks and premium sport coupes. The suede is standard on the Tech model and this fun factory look works with the dark metallic gray (Liquid Carbon, $500 extra) exterior. Naturally the dash and door tops are black to take the edge off the flamboyant seats and door panels.

Cooler yet (IMHO) are the metallic mesh air vent covers and gray metallic textured dash trim, and satin chrome door releases, trim, etc. This looks youthful and decidedly less mature than most luxury makes. It’s NOT your dad’s Acura!

The info screen is easy enough to use and is a fine 9-incher, up from a 7-inch model in the base Integra. The digital driver’s screen is easy to read too with some adjustability and red gauge needles too.

Acura’s dash is a nice mix of buttons, knobs, and touchscreen functions. Knobs tune the radio and climate controls, along with a few directional buttons. This trim also adds awireless charger under the center stack.

Pedals are stainless steel for a sporty look and the steering wheel a thick leather with red stitching to match the seats. I’d prefer a flat-bottom wheel in any sporty car, but this one didn’t impede entering and exiting as the power seats and power tilt/telescope wheel were simple to adjust for driving and egress comfort.

With short folks up front there’s plenty of legroom for adults in the rear seat, and even average size folks will fit fine. While the seats look and feel high-class, in a sporty car like this I’d expect more hip support, the bottom cushion being a bit too hard and flat. The rear seats are pretty comfy though. Trunk space behind them is generous, plus the seats fold down flat. The cargo well is deep and there is a bit of a reach over the tail when loading the trunk.

Overhead is a standard-size sunroof with manual shade.

But the big deal for audiophiles is a 16-speaker ELS Studio Sound system with two overhead speakers to rock the occupants. It sounded super too and was easy to tune via the touchscreen.

Snazzy door design includes a chrome stereo speaker cover.

Safety equipment is solid too with smart cruise control, collision mitigating braking, front and rear parking sensors, lane departure warning and lane keeping assist, forward collision warning, cabin departure mitigation, which warns if you’re about to open a door into traffic.

For the record, moving up from the base model to the A-Spec gets you the 10.2-inch driver’s digital screen, stainless steel pedals, contrast stitching on the seats, sport-tuned suspension, and 18-inch alloy wheels, up from 17-inchers. It also makes the manual tranny an option.

Going this top level with the Tech package means that suspension is adaptive (3 modes), plus adds the suede seat inserts, bigger info screen and the rockin’ stereo.

Pricing? Well, you can go base and get an automatic CVT (Continuously Variable Transmission) that will not put an emphasis on acceleration or performance and pay just $32,495, including delivery. Options are available, but not the 6-speed.

Move up to that A-Spec and it’s just $2,000 more and the manual is available. Or move up to the Rev-matching manual version that is the A-Spec Tech as was tested. Price is an incredible $36,895. All this one added was the special paint color for $500 to hit $37,395. With average car prices now exceeding $45,000, that’s a deal!

That turbo needs its capsaicinoid for pep, and here that’s higher octane fuel, so go premium. Of course one can use regular, but power will drop off a bit over a couple tankfuls. Yet you’ll be getting 26 to 36 mpg says the EPA, so maybe the extra cost for premium won’t hurt too much. I got 30 mpg in a mix of city and highway outings and was happy to use all the horses the Integra had to offer.

Folks seeking sporty hatches with a 6-speed stick are today’s unicorn hunters. Yet Acura/Honda happily has more than one answer.

If you don’t need a luxury nameplate, consider a $30k Honda Civic SI that packs the same powerplant and 6-speed manual, weighs 200 pounds less, is two inches shorter, and features blander styling. It’s even rated a tad quicker by Car and Driver magazine, 6.8 seconds 0-60 mph vs. 7.0 for the Acura. Your tush will never perceive a difference.

Yet if you want a bigger blast, know that the habanero version, Integra Type S, is coming this month as a 2024 model and will add a 2.0-liter turbo I4 that generates 300+ horsepower to the mix!

Spicier indeed, but with a hotter price tag at $51,995.

FAST STATS: 2023 Acura Integra A-Spec Tech

Hits: Sharp-looking hatchback, peppy power, sporty handling, good ride and slick six-speed manual transmission. Sexy interior, red suede/leather seats, metallic mesh air vents, power driver’s seat, 3 drive modes, good screen, wireless charger, stainless steel pedals, heated front seats, sunroof, snazzy stereo. Good cargo space.

Misses: A bit noisy inside, needs flat-bottom steering wheel, seats firm and need more hip support, prefers premium fuel.

Made in: Marysville, Ohio

Engine: 1.5-liter turbo I4, 200 hp/192 torque

Transmission: 6-speed manual

Weight: 3,150 lbs.

Wheelbase: 107.7 in.

Length: 185.8 in.

Cargo: 24.3 cu.ft.

MPG: 26/36

MPG: 30.0 (tested)

Base Price: $36,895 w/delivery

Invoice: N.A.

Major Options:

Special paint, $500

Test vehicle: $37,395

Sources: Acura, www.kbb.com

Photos: Mark Savage

Crossover Reviews

2023 BMW X1 xDrive 28i

March 29, 2023 Mark Savage Leave a comment

BMW delivers spunky small crossover starting below $40k …

Small crossovers are a dime a dozen, but spunky luxurious ones are a bit rarer. And spunky ones starting below $40,000 are as precious as that last hidden Easter egg found before the cat discovers it.

BMW offers several luxury spunkmobiles, as do a couple of its Germanic competitors, yet for 2023 the Bavarian Motor Works upped its game by restyling its entry-level X1. In fact, it grew it enough to exceed its X2 in size while approaching the pricier X3’s dimensions. An aside, a couple weeks back I named the X3 one of my top 10 test vehicles.

See the X3, and more, here: Savage picks the Top 10 Cars | Savage On Wheels

This X1’s styling is refined and its fairly large twin kidney-shaped grille exudes an essential BMW look that bespeaks sportiness. The interior is restyled too and brings this BMW up to current luxury standards while also evoking a style that assures this is not your father’s Bimmer.

Yet this practical little crossover impresses most with its power and handling while satisfying the buyer who insists on gasoline power.

Under its sharply tailored hood is a peppy 2.0-liter twin turbo I4 that cranks an impressive 241 horsepower and boasts a torque rating of 295. With the X1 weighing just 3,750 pounds that’s more than enough power to boost it up to highway speeds in less than 6 seconds. Car and Driver says the X1 hits 60 mph in 5.4 seconds and except for a bit of turbo lag at the outset, the BMW delivers a sports car vibe.

Handling too is just what the arzt (doctor) ordered.

Steering is responsive with a moderately heavy feel and the X1 turns into corners with authority and agility, never exhibiting a tall wagon feel. Bimmer purists likely would prefer a sedan or coupe, but most of us find this exhilarating. Aiding the traction is a now standard AWD system along with traction and stability control. Four-wheel vented brakes create impressive braking power too.

Add in the Driving Dynamics Control and a driver can tune in three drive modes with Active being the go-to and Sport giving the BMW a kick in the seat of its breeches. An economy mode also is available.

Yet the X1 gets such fine gas mileage that Eco mode likely will be mostly for show. I managed 29.5 mpg in a mix of city and highway driving while the EPA rates this at 25 mpg city and 34 mpg highway. Sadly to extract the maximum pony power one needs to administer premium fuel. That power is transmitted to the four drive wheels via a dual-clutch 7-speed automatic transmission, while an 8-speed tranny comes with the longer X3 model.

Ride is well-controlled in the Bimmer, but decidedly firm. A run over a rustic road in a nearby rural area confirmed that passengers won’t be punished in the X1, but there is a bit of shake when traversing big cracks and potholes. Riding on a 106-inch wheelbase the X1 is right on the edge of needing a bit more length to spread out bumps and jolts.

Watch our review video: 2023 BMW X1 review by Mark Savage & Paul Daniel – YouTube

No hybrid system here, although BMW is committed to moving its lineup to electric power in the next 7-8 years. As for hybrid competition, the Volvo XC40 Recharge (plug-in) would seem a prime alternative, but it costs about $15,000 more. The Lexus UX also is in this segment and gets better gas mileage while the Mercedes GLA is a near twin in performance and pricing.

Inside, the X1 impresses too, moving BMW further away from the staid all-black and gray interiors that German makes favored for decades.

Tough to reach under the floating console to retrieve items in the bin below.

This one features sharp angles for the satin chrome door pulls and a fine single digital unit that houses the driver’s instrument panel and the infotainment screen, which is large without being garish. Seats and door panels are black and orange and feature Sensa Tec upholstery, a fake leather BMW now uses frequently. It adds $500 to the price tag, but feels and looks much like leather, but has the full support of the bovine populace.

The test crossover added sport seats too, another $400. These are extremely supportive and comfortable with excellent side and back support. Many pricier options will not deliver the long-term benefits of these seats, so these are a must.

This needs a flat-bottomed wheel to free up knee space for shorter drivers.

While there’s plenty of room here for four adults and rear seats also are comfy, there’s one flaw – the lack of a flat-bottom steering wheel. Shorter drivers (I’m 5-5) will have the seat fairly far forward which creates a crunch for knee room under the steering wheel when entering and exiting the X1.

I solved this by flipping up the tilt/telescope wheel each time I got out, but that’s a bit of a nuisance.

Sharp door panel and handle styling in the X1.

Another concern is the floating console, a popular trend among car interior designers. The idea is to open up space below the console for purses and other carry-ins, so maybe a laptop or tablet. A fine idea, but the BMW console features a support on the passenger’s side. That really curtails access to that lower bin for a passenger. I too found it nearly impossible to retrieve a cell phone from the bin while sitting in the driver’s seat. Again, with a shorter driver positioning the seat far forward it cuts off easy access to the area below the console.

The good news is that a wireless phone charger is directly under the center stack, so easy to use and access. That’s part of a $4,200 Premium Package that also includes heated front seats and a heated steering wheel. Those can be set automatically via the info screen and then left to do their magic as temperatures dictate. Seat and wheel both have three heat levels.

The package also adds a HUD, park distance control, 360-degree camera, a harman/kardon premium sound system, and other cockpit refinements.

Overhead is a dual sunroof and in back is a power hatch.

Oops, I’ve neglected to tout the $650 paint scheme, called Utah Orange. It was spectacular and judging by the many unsolicited comments I received, I’m not alone in my admiration. This is a metallic burnt orange somewhat reminiscent of early 1970 Mopar colors, and Nissan now also features a similar shade.

Utah Orange is an eye-catcher that’ll make the neighbors jealous.

Practicality plays a role here too as a family of four can toss four bags under that power hatch for a road trip. Cargo space is rated at 26 cubic feet, and yes the rear seats split and fold down, increasing that to 57.2 cu.ft.

Pricing may be the biggest surprise on this BMW as it starts at $39,550, including delivery, and there are no premium trim levels to consider, just option packages like the Premium package on this one. So one could snag a sporty X1 for roughly $40k, or add some goodies and end up like this one at $46,245, or thereabouts.

That’s what you’ll expect to pay for a small luxury crossover, and this one comes with enough power to make it fun, yet useful. If you prefer a hybrid or electric you’ll need to look elsewhere for now, and it’ll cost more.

FAST STATS: 2023 BMW X1 xDrive 28i

Hits: Spunky yet practical with excellent power, handling, AWD, good mpg, and well-designed interior. Comfy supportive seats, dual sunroof, heated steering wheel and seats, good combo digital dash and large screen, plus power hatch and a stellar color too.

Misses: Firm but well controlled ride, steering wheel needs to be flat-bottomed as legroom is tight on exit. The floating console also is hard to access from both the driver, but particularly the passenger’s side. This also is a premium fuel drinker.

Made in: Regensburg, Germany

Engine: 2.0-liter twin turbo I4, 241 hp/295 torque

Transmission: 7-speed dual-clutch automatic

Weight: 3,750 lbs.

Wheelbase: 106 in.

Length: 177.2 in.

Cargo: 26-57.2 cu.ft.

MPG: 25/34

MPG: 29.5 (tested)

Base Price: $39,550 (includes delivery)

Invoice: $37,315

Options:

Utah Orange metallic paint, $650

Premium pkg. (heated steering wheel, Comfort access key, auto-dimming mirrors/rearview mirror, heated front seats, block gloss trim, interior camera, active driving assistant, parking assistant plus, harman/kardon premium sound system, wireless charging, life cockpit pro w/HUD, anti-theft recorder, active park distance control, surround view/3D), $4,200

Line pkg. (satin alum. ext. trim, SensaTec dash, xLine content), $500

Remote engine start, $300

19-inch Y-spoke bi-color wheels, $600

Sport seats, $400

Test vehicle: $46,245

Sources: BMW, www.kbb.com

Photos: Mark Savage

Car Reviews, Electrics

2022 Hyundai Ioniq 5 Limited AWD

November 16, 2022 Mark Savage Leave a comment

First Hyundai electric is charged with looks, performance ….

Rarely does someone follow me into a parking lot to ask about the vehicle I’m test driving, but electric cars are different.

Still new in the public’s consciousness, some are simply so visually striking that they raise even more questions than range, charge time, and cost.

“What IS that car?” asked the smiling woman leaning out of her mid-size SUV’s window.

The high-tech looker in question was Hyundai’s new Ioniq5, what looks to be the love child of a Back To The Future DeLorean and a Volkswagen Golf. This techy two-tone metallic matte gray and silver car is both sleek and boxy with a smooth angular nose and boxy fancy taillights, something Hyundai calls parametric pixel LED lighting. Say that five times fast!

One nationally noted auto writer called this Minecraft design. It’s apt.

This is Hyundai’s first mainstream electric model and it’s a winner in looks, form and function. For the record, its kissin’ cousin, the Kia EV6, will be tested next week and its high-class cousin, the Genesis GV60 was tested this summer.

Watch the Genesis GV60 video: https://video.search.yahoo.com/search/video?fr=yfp-t&ei=UTF-8&p=you+tube+savageonwheels+genesis#id=3&vid=35dd5871182584b96eb2712233f0c19e&action=click

The Ioniq5 in this color scheme, called Shooting Star, costs $1,000 extra and is a mix of family hatchback, crossover and sports sedan. How so?

It features a power hatch, AWD, plus it’ll kick bootie when accelerating from a stoplight.

Power comes from two 165 kW electric motors, one each to drive the front and rear axles so there’s plenty of AWD grip, plus a heaping helping of power, a hefty 320 horsepower and 446 prodigious pound-feet of torque to be exact. It’ll rock, although not quite so much as the 429- to 483-horse Genesis GV60. But then it costs considerably more.

Sleek nose, not the blunt looks of the Ford Mustang Mach-E, Volvo C40, or VW iD.4.

Highway entry ramps are Ionic 5’s playground, although truth be told, most EVs are neck stretchers. Car and Driver magazine says this Hyundai will do 0 to 60 mph in 4.5 seconds. Some sources claim even less. Power is a devil in tails.

Three drive modes help too and are engaged smartly via a button on the steering wheel hub. Convenient! Eco will help extend battery range, as will turning off the climate controls. Normal is plenty quick and Sport turns the Iconiq 5 into a hushed racer.

Drivability beyond neck flexing?

This tail with its sort of pixel-like taillights seems to get a lot of attention.

The Hyundai feels pretty heavy, but at 4,663 pounds actually weighs less than a new gas-powered Ford Mustang. Still, that heavy after-a-meal feeling is due to Ioniq 5’s low center of gravity that makes the car feel electromagnetically stuck to the road. It’s not, but that’s probably coming.

There is push in turns due to that weight, but the Ioniq5 is stable and easy to control and tame a lane. Ride is fabulous because the mid-size car actually has a stretched 118.1-inch wheelbase, a full 4 inches longer than its big SUV cousin, the Palisade. Longer is better as it smooths the ride to luxury levels.

Plus there’s that AWD for winter traction.

Watch Mark’s review video: https://www.youtube.com/watch?v=2XZZLnY6Ges&feature=youtu.be

If you’re just beginning to wrap your head around electron-pumping power plants you likely have two or three current (sorry) questions, like range, charging time, and price?

First know this, it all depends.

I had the Ioniq 5 just before chilly fall weather set it. Cold or heat can adversely affect lithium-ion battery range.

The EPA says to expect 258 miles of range, but when I used the sole Electrify America chargers in Milwaukee (West Allis really) a 100% charge left me with 278 miles, better than expected.

I needed a 48% charge at that point to hit a full 100% and it took me 48 minutes, so a minute a percent. However, only a 150kW charger (350kW is best) was available and functioning. If I had been able to use the 350kW charger it likely would have taken 10-12 minutes to top off my charge. For my 48 minutes of battery charge I paid $15, so probably about half what I would have spent for most of a week’s worth of gas as I hadn’t driven my usual 200+ miles yet.

Consider this too, the Hyundai system is designed to optimize ultra-fast charging. So a 350kW/800V charge is preferred and Hyundai says moving the needle from 10% to 80% on such a charger will take just 18 minutes. That’s competitive with the fastest charging competitors.

However, I have just a standard 120V outlet in my garage and the Ioniq 5 barely added 3-4% on that in an overnight charge. Spending upward of $1,000 on installing a 240V line and charging station would enhance that, as one evening I plugged in the car at 60% and its screen said it would be 40 hours to a full charge. Not cool!

Some electrics take to the 120V and 240V charges better. For instance, I charged a Volvo C40 overnight just a few weeks earlier in my garage and got about 20% charge. So, if an electric gets say 2.5 miles per kWh, then that would get net about 50 miles, plenty for a day’s city driving and it allows a driver to mostly top-off the charge each night.

Folks were wild about the Ioniq 5’s wheel design!

That said, the Ioniq 5 got about 3 miles per kWh on average and as high as 4.5 at times.

Enough on range and charging, what’s an Ioniq 5 cost?

It depends, ranging from $41,245 to about $57,000. The base SE Standard Range with two-wheel-drive, one 225-horse electric motor and boasting an even more generous 303-mile range is at the low end, while the tested top-flight Limited with AWD starts at $55,725, including delivery. The test car cost $56,920.

Remember, some electrics will be eligible for federal tax credits up to $7,500, but that gets tricky and needs clarification from the government and dealer before you commit to a purchase. More on that in future stories as the credit fog lifts.

Some government rebates/credits depend on where the vehicle is made. This early-build Ioniq 5 was assembled in South Korea, but Hyundai may begin building them in the States sooner than later.

Yes, there’s a flat-bottom wheel and cool dark red piping on the seats.

Just a bit more as you may be curious about the Ioniq 5’s interior.

It’s clean, modern and techy without being Tesla-ish. There’s a real steering wheel, for instance, and dual 12.3-inch screens surrounded in an iPad-like white trim, very clean. Most functions go through the info screen, including heated and cooled seats and a heated steering wheel along with all radio activity.

Wide, modern, clean, and low is the dash and gauge design.

The interior is two-tone gray, dark over light, with perforated plant-based leather-like seats with dark red piping as an accent. Seating is powered and nicely contoured with a power footrest for the driver so he/she can recline and relax while the car charges. Just sayin’!

Rear seats also partially recline in this roomy interior. That’s aided by the front seat backs being 30% thinner than most, creating more rear seat knee room. Truck space is generous.

Matte silver trim enlivens the dash and door handles and window controls and optically the door pull/armrests blend into the door panel. Clever!

The dual-screen is cleanly trimmed in white, much like an iPad.

Below the big digital screen are buttons for the radio, map, navigation, and such, yet no Home button. That’s found by pressing one of the other buttons and then tapping the Home icon on the screen. One screen tells you your estimated charge and mileage that remains.

Hyundai delivers a panoramic sunroof and power shade, but the roof is solid so won’t open, same as a Tesla. There’s a fine Bose sound system and wireless phone charger too and SmartSense, the Hyundai safety system with forward collision avoidance, lane keeping assist, blind-spot collision avoidance, rear cross-traffic alert, etc. It covers the whole gamut including smart cruise control.

The panoramic sunroof really brightens the light-colored interior.

There’s push-button start and the shifting is controlled via a stalk to the wheel’s right. You rotate its end for Drive or Reverse, sort of like Volkswagen’s ID.4 system, but this is in a more intuitive location.

This Limited model also comes with a fancy HUD but I couldn’t figure out how to adjust its height, so as a short driver had to stretch a bit to see it at times. There is a white line atop the HUD display and occasionally when I turned a corner it looked like something was darting across the street, but it was just that line.

The Limited also includes a sliding console (universal island) that can move 5.5 inches for or aft, nice feature to make a driver comfy as to where the cup holders or tall armrest is located. Between those two is a big opening where a woman (or man) could lay a purse. That panoramic roof, a 360-degree camera, the Bose sound system and Remote Smart Parking also come standard on Limited.

The power hatch makes loading the cargo area easy.

There’s so much to mention with Ioniq 5 that I’m sure to have left a bit out. But one thing Hyundai likes to tout is the ability to plug accessories, such as a light/radio/TV/laptop, when camping. If the car has at least 15% charge you can run these extras to make an outdoor experience more indoorsy. Hmmm!

Bottom line, Ioniq 5 was Car and Driver’s electric vehicle of the year for 2022 and I agree, from styling to functionality it is tops, so far. Now we’re all just waiting for the nation’s infrastructure to catch up.

FAST STATS: 2022 Hyundai Ioniq 5 Limited AWD

Hits: Techy styling inside and out, excellent acceleration + 3 drive modes, easy handling, comfy ride, and AWD. Clean stylish dash, big dual screens, heated/cooled and supportive front seats w/reclining feature, HUD, panoramic sunroof w/shade, solid safety systems, Bose stereo, wireless phone charger.

Misses: Range limited to 256 miles, heavy feel in turns, sunroof doesn’t open, charger plug-in is next to passenger’s side taillight, still costly.

Can’t get enough of this snazzy taillight design.

Made in: Ulsan, So. Korea (builds starting in 2025 in a new plant in Georgia)

Power: 2 165kW electric motors w/74 kWh battery, 320 hp/446 torque

Transmission: 1-speed reduction gear

Weight: 4,663 lbs.

Wheelbase: 118.1 in.

Length: 182.5 in.

Cargo: 27.2-59.3 cu.ft.

MPGe: 110/87

Range: 256 mi/278 observed

Base Price: $55,725 (includes delivery)

Invoice: $55,725

Major Options:

Shooting Star (2-tone silver) paint, $1,000

Carpeted floor mats, $195

Test vehicle: $56,920

Sources: Hyundai, www.kbb.com

Photos: Mark Savage

#Hyundai

#Hyundai Ioniq 5

Car Reviews

2022 BMW 240i xDrive Performance

August 31, 2022 Mark Savage Leave a comment

Entry-level sports coupe’s performance a throwback …

If you wait long enough history often repeats itself, sometimes even for the better.

Example: BMW’s new 2 Series sport coupe. In ancient times, when Johnson, Nixon, Ford, and Carter were our presidents, BMW was famous for its 2002 sport sedans. Cute (but boxy) sedans that could rip around corners with just enough power to be fun and handle like the 2-seat sports cars that were still being made at the time.

This new 2 Series coupe (OK it’s a coupe, not a sedan) is a throwback in that sense, as it’s not huge, it’s not a crossover, and it’s not an SUV with a monster V8 and bulging 22-inch tires.

No, the tested M240i xDrive rides on a modest 107.9-inch wheelbase and is just 179.4 inches long. That means it’s smaller, even with its miniscule rear seat, than Lexus gorgeous LC500 sports car. Plus, like the old BMW 2002 sedans it’s light and lively, and doesn’t require cashing out your IRA account to finance.

Let’s start at the bottom of this incredible performance market with the BMW 230i with a base sticker of about $38,000 including delivery. It’ll cost you $2,000 more for xDrive, BMW’s AWD system. So, for $40k you’ve got a sporty coupe that handles great, looks sporty and packs a strong 255-horse 2.0-liter turbo I4.

Move up to the 240i for about $10,000 more; the tested xDrive model lists at $49,545. I know that’s not cheap, but it is reasonable for a home run of a car with looks, power, handling, grip and ride.

The pertinent numbers?

This version packs a twin-turbo 3.0-liter I6 that creates 382 horsepower and an impressive 369 pound-feet of torque. Car and Driver says the 240i will do 0 to 60 in just 4.1 seconds, while the 230i takes 5.5 seconds. All that power, in both models, is channeled through a silky 8-speed automatic to deliver kick-ass acceleration that is as impressive as it is refined.

Power is muscle car strength and the handling feels racetrack ready. With the xDrive AWD system the traction is superb too, although remember that AWD adds weight to the coupe while the 230i without it might seem even more nimble. Side note, the 240i is about 350 pounds heavier than the 230i, even without the xDrive.

Watch Mark’s video: https://www.youtube.com/watch?v=G9nvc2uzhIo

Four driving modes allow the 240i’s pilot to ride in Comfort or pretend it’s race day by dialing in Sport mode, which of course firms the ride, handling and adjusts tranny shifts. Adaptive and Eco Pro also are available, but Comfort is just fine for both performance and city driving where you’ll be dodging street craters. Ride is downright civil in Comfort mode, even here in Midwest Lunar Land.

But there’s more than performance to recommend the 2 Series coupes, including looks. With a long hood and short tail this belies muscle car stance and profile, and, get this, the nose features small BMW kidney-shaped grilles that fit the car dimensionally. These are not the screaming monster nostrils some of its new larger sedans and coupes snort with. Perfect!

Add to that a spectacular paint scheme, a deep eggplant-like metallic purple that the BMW marketing crew labels Thundernight Metallic ($550 extra, but do it). Ah, to work on the paint color naming team!

Inside, the BMW is a nice mix of modern digital controls and normal analog buttons and such, all wrapped in typical black leather finery, this with blue stitching to brighten it just a touch. That costs $1,450 extra, and may even be worth it.

Add to that what designers call aluminum tetragon trim for $150. That defines the console and dash to give the 240i’s interior a jeweled look that is now seems as popular for interiors as a Starbucks is on every corner.

Comfort and convenience are on their front foot here too. Seats are heated as is the steering wheel, part of a $2,750 premium package. That also adds adaptive LED headlights, a head-up display and Live Cockpit Pro with navigation. LCP is a fancy digital instrument panel that displays not only a speedometer, but radio stations, cruise control and a live nav map, among other necessities.

The BMW seats also are exceptional in their support and adjustability including power adjustable side bolsters and an extendable lower seat cushion that’s helpful to drivers with long legs. A power lumbar support was added here too, costing $350 extra.

Rear seats are for show and insurance purposes, but trunk space is good for a sports coupe, easily accommodating golf clubs or several suitcases.

Other goodies inside include a 12.3-inch touchscreen that is reasonably easy to adjust and includes, get this, 8 actual buttons just below the screen to program in your favorite radio stations. Bravo. Oddly BMW continues offering its rotary dial on the console to search the info screen for various functions, but it’s a redundant system that isn’t needed.

A fine Harman Kardon surround sound system enlivens the audio scene, but of course adds $875 to the bottom line. Standard though is a wireless charger under the center stack and the steering wheel is a thick leather-wrapped M model, although a racier flat-bottom would seem more appropriate.

I’d also like to see cooled seats that would help take the edge off these black leather bun warmers in summer.

Safety features such as blind-spot warning and lane departure are mostly standard, but a driving assistance package adds smart cruise control, a drive recorder for when you head to the racetrack, active park distance control, and a parking assistant feature, plus a surround view camera with 3D feature. That’s $1,450 extra.

Gas mileage is acceptable for a high-horse sport coupe, rated at 23 mpg city and 32 mpg highway by the EPA. I got 26.4 mpg in about an even mix of city and highway driving. But, and it’s a big but, the BMW prefers premium (91 octane) fuel. Ouch!

Final numbers?

This one listed at $49,545, which seems on target for this market, but it skyrockets once all the options are added, hitting $56,845. Considering this is the entry-level 2 Series that seems a bit much. In fact, the lower cost 230i seems the bigger bargain at roughly $40,000, including xDrive.

If you desire power, handling and looks the 230i or 240i hit on all cylinders though. Consider too the venerable Ford Mustang, and even the soon to depart Chevy Camaro. On the import side the new Nissan Z will give the BMW a run for its money and the Lexus IS sedan sort of fits in this category too.

FAST STATS: 2022 BMW M240i xDrive

Hits: Sporty looks, cool color, great power, excellent handling and grip with AWD. Ride good in Comfort mode. Heated seats and wheel, wireless charger, easy touchscreen, super seats with adjustable side bolsters. 4 drive modes, 8 pre-set radio buttons, sporty interior with blue seat/console stitching, good trunk space.

Misses: Prefers premium fuel, no flat-bottom wheel, needs cooled seats, gets pricey with so many add-ons.

Made in: Mexico

Engine: 3.0-liter twin turbo I6, 382 hp/369 torque

Transmission: 8-speed automatic

Weight: 3,871 lbs.

Wheelbase: 107.9 in.

Length: 179.4 in.

Cargo: 10.0 cu.ft.

MPG: 23/32

MPG: 26.4 (tested)

Base Price: $49,545 (includes delivery)

Invoice: $46,645

Options:

Thundernight (purple) metallic paint, $550

Black leather seats w/blue stitching, $1,450

Driving assistance pkg. (active cruise control, parking assistant plus, drive recorder, active park distance control, surround view w/3D) $1,450

Premium pkg. (heated steering wheel, heated front seats, adaptive LED lights, head-up display, Live Cockpit Pro w/nav), $2,750

Aluminum tetragon trim, $150

Lumbar support, $350

Harman Kardon surround sound, $875

Various deletes, -$275

Test vehicle: $56,845

Sources: BMW, www.kbb.com

Photos: Mark Savage

Car Reviews

2022 Toyota GR86 Premium

June 22, 2022 Mark Savage Leave a comment

Sporty looks, handling and a price sure to entice …

Hyundai’s Veloster N last week tops the A-list for sporty, affordable wanna-be racers because it has oodles of muscle and attitude. This week’s Toyota GR86 Premium is a bit easier on the eyes, but easily wedges into this segment at an A-.

Here’s my reasoning.

If you want power, agility and looks, the Veloster is a kick-ass option and as tested only $35,005. In every way the GR86 (more on the name in a sec), is the Veloster’s equal, except on the power front. Veloster had 275 horses while the Toyota has a still generous 228 hp.

But before you think GR86 should maybe drop to B+ with such a big boost bulge, consider this, the Toyota rides better (still bumpy), offers more sensuous lines and costs less. You heard that right.

The difference is the GR86 is a sporty car, not a racer. Think upgraded Celica from years ago.

A little background. The GR86 is a close cousin to Subaru’s BRZ. Subaru and Toyota jointly engineered the BRZ and GR86, which is why it’s Subaru’s only non-AWD vehicle (keeps costs down) and why it packs the only 4-cylinder boxer engine in Toyota’s lineup. Boxers are a Subaru specialty (Porsche too) and provide smooth power that’s very linear.

Both cars have sporty, sophisticated looks that get noticed. I even had a guy with a thundering Tacoma buzz me on the highway in hopes I’d give chase. It helped that the test car was bathed in an orange-tinted bright red that Toyota dubs Track bRed (get it? Track bred), and for which it charges $425 extra.

The good news for GR86 buyers is that after skipping the 2021 model year, it’s back and that flat-4 cranks 228 horses, a 23 horse gain from its previous 2.0-liter boxer engine. Torque is up too, nearly 30 pound-feet to 184. That means more grunt off the line and, get this, it’s connected to a 6-speed manual transmission. Stick fans rejoice!

View Mark’s video: https://www.youtube.com/watch?v=UkcBOVUcQa8

Shifting is smooth and easy and it’s easy to chirp the rear-drive tires, not to mention get a little tail waggle around sharp turns, especially if the pavement is a wee bit damp.

GR86 is simple driving fun with a light (weighs only 2,833 lbs.), but precise steering effort. A limited-slip differential also aids cornering and acceleration out of a turn. This is a car that makes you want to hit the twisties, just for the fun of dancing the Toyota around corners. How much fun is it? Well, Car and Driver named this and the Subaru (by default) to its Top 10 car list this year, and C&D writers are even more obsessed with handling and power than me!

I wish the shifter throws were short and sweet like those in Mazda’s MX-5 (think Miata), but they are longer and the ball-shifter is big for a small driver’s hand. Still, a stick is a hoot to drive. For the record, an automatic is available for $1,500, but really?

Ride is bumpy as this is a short-wheelbase car, just 101.4 inches, but amazingly it was not as abrupt as last week’s Veloster, which really IS aimed more at buyers intending to purchase some track time. I found the GR86 ride tolerable for most city drives.

Braking is impressive and aids the sporty image. Discs are vented and 11.6 inches up front and just a fraction smaller in back.

Now, that name, why GR? It stands for Gazoo Racing, which helped develop the car and is Toyota’s longtime motorsports team and a division of the Japanese automaker.

Outside you’ll see GR and Toyota designers gave the nose a smooth rounded schnoz, avoiding the angular looks of the Veloster and funky Honda Civic Si and the boxier styling of Volkswagen’s venerable Golf GTi. There’s a modest trunk lid spoiler to add some tail flare and the roofline has a decidedly Porsche sweep to it. The result is a pleasant, sporty blend.

Inside, the interior is simple and easy to navigate, with extremely supportive seats, a new bigger info screen, plus two-level heated seats.

Seats themselves are a black suede type material with faux leather trim and gray stitching. There’s also a gray partial racing stripe that projects partway up the bottom cushion then reappears partway up the back cushion. Looks sharp.

Dash and doors are black and feature that suede material atop the doors to add a softer feel than the hard plastic elsewhere. The console is a flat black/gray that avoids reflections often found on consoles using black gloss trim. Satin chrome trims the console’s edge.

Toyota boosts the infotainment screen up to 8 inches and it’s easy to set and find channels, plus there are tuner and volume knobs. However, that volume knob led to an odd discovery. It’s so close to the touchscreen’s edge that apparently my little finger frequently touched the screen as I adjusted the volume, changing the radio to FM. Took me a while to figure it out as I couldn’t immediately tell that my pinky was the culprit as the touch was so slight.

Below the screen are big, easy to use climate control dials and toggles, and there’s a Track button on the console that changes the driver’s instrument panel for a racier look. I could not feel a dramatic change in performance with Track engaged, maybe a touch quicker acceleration.

Complementing the sporty interior is metal-faced pedals, all three, but Toyota does not go with a flat-bottom steering wheel that would give the GR86 a racier look and open up knee space for entering and exiting.

Speaking of which, crawling out of the GR86 is not too difficult, despite being a low-riding vehicle. It was much easier to exit than the Veloster, while both had tall side bolsters on their seats that can restrict exiting. There IS a rear seat in the Toyota, but it’s mostly useless. I’m short, so keep the driver’s seat fairly far forward and my 13-year-old grandson could not squeeze behind my seat to sit upright. Instead he laid sideways while we remained parked in the driveway.

The best use for the rear seat is for cargo as the trunk is a petite 6.3 cubic feet, so maybe the back seat is a bit more useful than I give it credit for. Rear seats do fold down to extend cargo room.

The Premium model’s stereo comes with 8 speakers, but to hear it you must crank it as the road noise is considerable, especially on cement highway pavement. I’d prefer a bit more sound deadening.

Electronic safety devices are minimal here, but are exactly what most of us would demand, blind-spot warning and rear cross-traffic alert. No smart cruise or lane-keeping assist as the point of this car is to be driven, not computer-guided.

Gas mileage was just OK at 23.4 mpg in a week’s driving and about 70% on the highway. The EPA says to expect 20 mpg city and 27 highway. The biggest concern is the GR86’s preference for premium fuel. With performance there’s always a price. Ouch!

What’s a little premium fuel when your car looks this awesome?

The better news is pricing. Starting price for the Premium model is $31,325 and includes delivery, while a base model with 6-speed manual lists at $30,225. Remember an automatic adds $1,500.

With a few minor add-ons the test car settled at $32,975, so about $2 grand less than the Veloster.

The choice between the two could come down to price, styling and ride. Performance geeks will be happier with the Veloster. Folks who appreciate value, more sophisticated looks along with sporty performance should shop the GR86 or BRZ.

Fast Stats: 2022 Toyota GR86 Premium

Hits: Sporty looks, light responsive handling, 6-speed manual tranny and good power and braking. Bigger info screen, 2-level heated seats, big easy climate buttons and toggles, supportive seats, metal-faced pedals. Simple high-value fun.

Gorgeous, sporty, spunky and light on its wheels, that's the GR86. Congrats Toyota, it's also AFFORDABLE! — Even the taillights look great!

Misses: Road noise, bumpy ride, no flat-bottom wheel and prefers premium fuel. Useless rear seat and a touchscreen design that is too easy to bump the FM button when trying to adjust the radio volume knob.

Made in: Japan

Engine: 2.4-liter boxer 4, 228 hp/184 torque

Transmission: 6-speed manual

Weight: 2,833 lbs.

Wheelbase: 101.4 in.

Length: 167.9 in.

Cargo: 6.3 cu.ft.

MPG: 20/27

MPG: 23.4 (tested)

Base Price: $31,325 (includes delivery)

Invoice: $29,811

Major Options: Track bRed paint, $425

Carpeted floor/cargo mats, $249

GR shift knob, $149

GR air filter, $75

Preferred accessory pkg. #2 (all-weather floor liners, all-weather cargo tray, first aid kit, quick charge cable package, keyed glovebox), $364

Auto-dimming mirror w/Homelink, $230

Rear bumper applique, $69

Door edge guards, $89

Test vehicle: $32,975

Sources: Toyota, www.kbb.com

Photos: Mark Savage

Car Reviews

2022 Mazda CX-5 2.5 Turbo AWD

March 30, 2022 Mark Savage 2 Comments

Turbo CX-5 a sporty compact crossover with a Soul (red) …

Mazda has a winner with its CX-5 compact crossover so it’s no surprise it hasn’t changed drastically in the three years since I’d tested it.

Wisely Mazda added its turbocharged version of the already peppy 2.5-liter SkyActiv-G I4 engine along the way and now makes AWD standard on all CX-5 models. Plus it smoothed out the nose and tail a bit and retuned the suspension a tad while also adding more supportive seats. All good things, although I liked the more beak-like nose of the previous model just fine.

Still, the CX-5 stands out in a market of lookalikes, plus the test crossover came in Mazda’s stunning Soul Red Crystal Metallic. That’s a bright metallic red that virtually has no peer for a brilliant red, and is well worth the $595 up-charge.

All that is to say the CX-5 Turbo is an exceptional looking and driving vehicle for the price. It leans heavily toward luxury with a quiet and soft leathery interior, it packs loads of comfort and safety equipment and it drives like a sports sedan, nearly.

For me the looks are enough to make me want a CX-5, but for most folks it likely comes down to price, power and standard equipment. The Mazda wins there too.

A base model starts at $27,125 including delivery, and remember, that’s with AWD. So for the entry price you get the looks and AWD. Standard engine is the non-turbo 2.5-liter with 187 horsepower, and hooked up with a fine 6-speed automatic with a Sport mode. It’ll scoot, but the CX-5 Turbo will scamper.

The boosted engine creates 227 horses on regular fuel and if you can afford premium petrol, well, it’ll pound out 256 horses, up 6 ponies from the previous model. Torque rating is 310 lb.-ft. and there’s zero lag as it kicks in when you tromp the accelerator, entering a highway at 70+ mph. Yes, it’ll push you back in the seat. The wild ones at Car and Driver magazine say this will do 0-60 mph in 6.1 seconds and top out at 130 mph. That’s plenty quick!

See Mark’s video: Mark Savage reviews the 2022 Mazda CX 5 2 5 Turbo AWD – YouTube

But gas mileage remains reasonable with a 22 mpg city and 27 mpg highway rating from the EPA. I got 24.1 mpg in about 60% city driving and a more aggressive right foot than is probably necessary.

Handling is precise and sporty with this crossover is easy to push into tight turns and feel as stable as a lower center of gravity sedan. The AWD helps of course, but the balance in this Mazda is excellent.

Engineers worked to further smooth the ride, and it may be marginally better than previous models, but the sporty feel is still there, meaning it is firm. On the highway or reasonable road surfaces that’s great. On moon-crater Midwest streets there’s some bump and thump to passengers, yet always remaining well controlled, not abusive.

Braking is strong with vented front discs and solid rear discs. Plus Mazda’s MI-Drive allows the driver to toggle Normal, Sport, or Off-Road settings to increase low-end power and firm the steering in Sport. Off-Road helps distribute power to the most appropriate wheels, although I’d consider this a mild off-roader, such as gravel and dirt paths in a park.

Plenty of safety equipment standard here too, including smart cruise control, blind-spot monitor, lane keeping assist and warning, along with the 360-degree camera and cross-traffic alert. And a major plus, the lane departure can be turned off via a button on the lower left dash, meaning you don’t need to fight the system when in construction zones or dodging pot holes that require you to straddle a lane marker.

Besides the color the tester added only a navigation system for $450, including a color screen that is 10.3-inches wide, and standard on the CX-5. I like this info screen because it’s wide, but thin so it doesn’t stick up too far from the dash’s center and never seemed too reflective, a problem with some giant screens mounted on the center stack. I’m looking at you, Subaru.

Mazda continues to do a great job of making its interiors both quiet and luxurious feeling with a soft fabric on the dash and doors. No, it’s not leather, but feels high-end soft, which also must quiet the interior a bit. This one used black leather with red stitching on the seats to snazzy it up. There’s also chrome trim on the air vents and along the doors and dash beside fake carbon fiber trim. The console is trimmed in gloss black and the lower steering wheel hub is chrome.

The Turbo line also comes with a sunroof, heated steering wheel along with heated and cooled seats, plus dual climate controls, and a Bose stereo with 10 speakers. A wireless phone charger under the center stack is also standard.

Seats are improved too with increased lower back and hip support. Front seats are roomy, but the rear is cramped in the middle position so I’d call this a four-passenger crossover.

In back, the hatch is powered and there’s reasonable storage space, just not as much as some in this class. But those rear seats do fold down flat to create a larger carrying surface.

While I’m learning to use the Mazda radio and info screen system, which is controlled via a console control knob, I’m no fan. Give me a touchscreen or real radio knobs and buttons for easy use while driving. To fit the sporty nature of the CX-5 it needs a flat-bottom steering wheel too.

Pricing runs from that roughly $27 grand starting price up to $39,875 for the top-level Turbo Signature model, naturally featuring this turbo engine. There are six trims between the two, this Turbo model listing at $37,625, including delivery, and $38,670 as it was equipped. So it’s easy to choose a trim level with the power and features you’d want, and still sneak in below a $40,000 price tag, nearly the average cost of a new car/crossover these days.

This is a crowded vehicle segment with many strong competitors, but for looks and performance for the price the CX-5 leads the pack. Also start watching for the new CX-50, a similar model aimed more at the off-roading crowd.

FAST STATS: 2022 Mazda CX-5 2.5 Turbo, AWD

Hits: Stylish lines, excellent turbo power, responsive handling, plus AWD standard. Gorgeous color, interior feels luxurious, wide screen, sunroof, heated steering wheel, heated/cooled front seats, dual climate controls, 360-camera, smart cruise and safety systems, Bose stereo, comfy supportive seats, power hatch, and wireless charger. High-value, yet fun drive.

Misses: Still not a fan of the console-controlled info screen, and ride is firm, but well-controlled. Could use flat-bottom steering wheel.

Made in: Hiroshima, Japan

Engine: 2.5-liter SkyActiv-G I4, turbo, 227 hp (256 hp, w/premium gas/310 torque)

Transmission: SkyActiv-drive 6-speed, automatic w/Sport mode

Weight: 3,809 lbs.

Wheelbase: 106.2 in.

Length: 179.1 in.

Cargo: 31-59.3 cu.ft.

MPG: 22/27

MPG: 24.1 (tested)

Base Price: $37,625 (includes delivery)

Invoice: $36,207

Options:

Soul Red Crystal paint, $595

Navigation system, $450

Test vehicle: $38,670

Sources: Mazda, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

2022 Genesis GV70 3.5T Sport Prestige

January 19, 2022 Mark Savage Leave a comment

A new ute that Bond, James Bond, could love …

If James Bond were to drive a crossover/SUV (and I pray he doesn’t … ever) I’m convinced it would be a Genesis GV70, just for its looks.

This compact luxury SUV’s looks ooze confidence, sexiness and swagger, very Bondish. They seem to say to all other SUV buyers, “You made a mistake.” And they may have.

Genesis is all about luxury, but high-value luxury where you get more than you pay for or expect to pay. Here in the top-level GV70 Sport Prestige, the styling is fresh, the power raw, the cockpit elegant. One might expect the driver to wear a crisp white shirt with monogrammed cufflinks, a cummerbund and tux, and definitely a Rolex watch.

This athletic SUV is based on the spunky Genesis G70 sedan’s stiff platform, a good place to start if one enjoys frisky handling. There are electronically controlled multi-link suspensions front and rear with something Genesis calls Road Preview. It sees what’s coming and in milliseconds adjusts for it. That helps handling as you sweep through aggressive turns, but also creates a firm sports sedan ride. Some might prefer a little more cushion, but oh my, this was a hoot on twisting rural roads.

A silky 8-speed automatic linked with a throbbing twin-turbo 3.5-liter V6 harnesses power, but with a smoothness reserved exclusively for the upper classes. Gun this baby for a highway jaunt and the V6 tells you it’s about to kick some bootie while pounding out 375 horsepower. Torque rating? 391 pound-feet, thank you.

Boom, 0-60 mph in 4.9 seconds says Car and Driver. Who am I to quibble?

Five drive modes are standard and include Sport and an insane Sport+ that makes the GV70 feel like a twitchy thoroughbred being loaded into a starting gate, all its muscles tensed, ready to spring. Sport was enough to make the Genesis feel like it was ready to slice through the turns at Road America.

View Mark’s video review: Goose approved Genesis GV70 reviewed by Mark Savage – YouTube

I could easily see triple digits in Sport+ in a quick shot down an entry ramp. AWD also is standard with power being rear-wheel biased, but with 50% possibly being shifted to the front in slick conditions.

But this is no pretend powerhouse, those 375 horses make themselves known vocally through two gigantic exhaust outlets molded into the lower rear bumper’s fascia. Cannon ready to fire on the enemy often were of a smaller caliber.

If you’re crazy enough to race your GV70 or take it for spins at the drag strip, launch control is available in Sport and Sport+ mode. Be aware top speed is said to be 150 mph. You think You can beat that?

Yet performance is exactly what the exterior insinuates.

The test SUV’s matte gray (Melbourne Gray) paint scheme, a $1,500 extra, adds a sophisticated image more than a flashy paint job might. This shows subtle elegance goes with the impressive performance. Know that the matte finish shows dirt readily though and one must be careful when washing such a paint scheme. Some commercial car washes won’t do.

Inside, Genesis stylists created a quiet interior with flashy looks. Seats are a mix of leather and suede, the dash a dark brown up top with red stitching and red leather trim on the lower dash and extending into the door panels. Trim is carbon fiber on the console with matte chrome knobs and door releases along with a bevy of dash buttons.

A monster 14.5-inch touchscreen sits mid-dash and the instrument cluster is an impressive 3D display, managed by beaming slightly different digital images to each of the driver’s eyes, creating the illusion of depth. As cool as this looks, I’m old enough to remember analog gauges that were 3D, because they had actual depth. Just sayin’!

Check out the size of that info screen atop the dash … 14.5 inches!

There’s also a sharp heads-up display along with heated and cooled seats up front and heated ones in back. The leather steering wheel also is heated with all those climate controls on a dash touchpad. Normally I’d prefer these controls on the console, but this was easy to see and was quick to function. Sadly the heated seat settings are not remembered once the ignition is turned off.

Genesis seats are well shaped and the driver’s seat highly adjustable, including side bolsters and a massaging feature. Put your hand near the massage button on the bottom cushion’s side and it lights up three settings for pelvic, lumbar and full-body stretching. This is a perfect example of Genesis delivering more than a buyer might expect at the list price. Such a feature is usually a pricey option on German and some Japanese makes.

Snazzy carbon fiber trim on the console here.

As much as I liked the seat’s support I did note the bottom cushion seemed a bit hard after an hour of seat time. Some say the rear seat legroom is a bit tight too for a luxury vehicle. It’s not generous, but four or five average sized adults will easily fit.

On the up side Genesis delivers oodles of cargo space behind that second row seat, a bit of storage under the floor, and a power hatch. Overhead is a panoramic sunroof, which is standard as is a wireless charger. That’s tucked inside a small covered container at the front of the console. It looks a bit like a cupholder, but is easy to use and lets the driver know if a device has been left in the charger once the ignition is turned off.

Two giant exhaust pipes in back and Genesis’ twin horizontal bar lights.

A full load of safety equipment comes on the GV70 including smart cruise control and all the usual automatic warning systems and braking features, plus semiautonomous driving aids.

One item that caused some concern was the rotating dial for shifting gears. It’s right behind a similar, but slightly larger, rotating dial used for info screen and radio station selection. I mistook the radio dial for the shifter several times, until I noticed the shifter has a more textured ring. It’s also lighted at night.

Gas mileage is nothing special, but when performance is a key SUV selling point, fuel economy usually suffers. I managed just 17.5 mpg in a fairly even mix of city and highway driving while the EPA rates the GV70 with the twin-turbo V6 at 19 mpg city and 25 highway.

For better mileage consider the lower level GV70 2.5T models that feature a 2.5-liter single turbo I4 that delivers 300 hp and 22 mpg city and 28 highway.

Those more efficient models also have the benefit of looking just as sexy and bold as this one, but start at just $42,045, including delivery. Again, all models feature AWD.

A base GV70 3.5T lists at $52,600 including delivery or you can move up to the Sport Advanced model at $57,600 or the tested Sport Prestige model that includes both the Advanced and Prestige trim packages. While the Sport lists at $53,645 with delivery, adding those two packages pushes it to $63,545. With its special color this one was $65,045.

Other makes are easily that, if not $10,000 or more higher.

Genesis also has the warranty advantage on most competitors with a 10-year, 100,000-mile powertrain warranty, and three years or 36,000 miles of free maintenance. Again, more than one might expect, even for a luxury make.

You can check out the attached stat box for all the goodies in those Advanced and Prestige packages, but if you want the full luxury feel, those likely are add-ons you’ll want.

One final note, the 21-inch alloy wheels on this GV70 were spectacular, garnering comments from folks at the gas station (had to stop a couple times) and friends who thought them a terrific final touch.

Even the door panels look both sporty and elegant.

FAST STATS: 2022 Genesis GV70 3.5T Sport

Hits: Stellar looks, excellent power, sporty handling, 5 drive modes, and AWD. Stylish, quiet interior, with heated/cooled seats, heated wheel, panoramic sunroof, wireless charger, full load of safety equipment, massaging driver’s seat, carbon fiber trim, 3D instrument cluster, giant info screen and great warranty.

These are those 3D-style gauges, created via electronics, not actual depth!

Misses: Firm ride, somewhat hard driver’s seat bottom cushion, rear seat short of legroom, round shifter dial same shape as info screen adjustment dial and too close to it.

Made in: Ulsan, So. Korea

Engine: 3.5-liter twin-turbo V6, 375 hp

Transmission: 8-speed automatic

Weight: 4,584 lbs.*

Wheelbase: 113.2 in.

Length: 185.6 in.

Cargo: 28.9.-56.9 cu.ft.

Rear seat view, and separate climate controls.

Tow: 3,500 lbs.

MPG: 19/25

MPG: 17.5 (tested)

Base Price: $53,645 (includes delivery)

Invoice: $50,777

Major Options: Melbourne gray paint, $1,500

Sport Advanced package (Nappa leather seats w/sport pattern quilting, layered edge backlight trim, leatherette upper instrument panel and door panel trim, suede headliner, heated steering wheel, digital key, surround view mirror/blind-spot view monitor, remote smart parking assist, parking distance warning front/rear, parking collision avoidance assist, Lexicon premium audio w/16 speakers), $5,000

Sport Prestige package (21-inch sport alloy wheels, electronic limited slip differential, Nappa leather seats w/suede inserts, carbon fiber trim, 3-zone climate controls, heated second row seats, manual rear side sunshades, 12.3-inch 3D digital cluster, heads up display), $4,900

Test vehicle: $65,045

Sources: Genesis, www.kbb.com

Photos: Mark Savage

*Car and Driver magazine

Diecast cars, Fun Stuff

Diecast: Bugatti Chiron Sport

January 5, 2022 Mark Savage Leave a comment

Autoart’s 1:18 hypercar looks crazy fast even at rest …

What happens in the auto world when the term “supercar” isn’t descriptive enough? Naturally we seek a new term, and for now that has become hypercar. But is that enough to describe a car with 1,479 horsepower and a 0 to 60 mph time of 2.4 seconds?

The thesaurus says appropriate synonyms for hyper include aggressive, intense, bold, dynamic, spritely, and frisky. Super synonyms aren’t much better – terrific, great, marvelous, outstanding, topnotch, sensational. All seem too tame to describe Bugatti’s Chiron Sport.

Most adjectives also fall flat in describing Autoart’s latest 1:18 diecast version of the Chiron, a beautiful Bugatti blue with black carbon fiber-look hind end. Incroyable!

The History

Many are aware that Bugatti, now owned by Volkswagen, has a blended European background. Started by Ettore Bugatti, an Italian-born French designer in 1909, the firm was based in what was then Germany, but is now Alsace, France.

The Bugatti brand was extremely successful racing in the early years, winning the 24 Hours of Le Mans and many other high-profile contests. One of its most successful and famous drivers was Louis Chiron, who raced from 1926 all the way to 1958. Bugatti honored him by naming this model after him when it was introduced in 2016.

The Sport is a lightened, faster version of the original Chiron, which followed the Veyron supercar and was first shown at the Geneva International Motor Show in 2018. The Sport is about 35 pounds lighter than that first Chiron, featuring a firmer chassis and suspension. Its wheels are even lighter and the interior packages Alcantara, leather, and carbon fiber for seats and trim, emphasizing luxury along with vein-popping acceleration.

Power? The 8.0-liter V16 quad-turbo engine has a governed (really?) top speed of 261 mph. Car and Driver magazine says the Chiron Sport will race from 0 to 100 mph in 4.4 seconds and to 200 in just 15.7 seconds. Keep both hands on the wheel!

Doors open and the carbon-fiber-look engine cover is easily removed.

The tranny is a 7-speed double-clutch Ricardo model and the carbon fiber body is impregnated with color so as to avoid an entirely black model. Just 250 Chirons had been made as of 2020, but at a cost of $3.3 million each one supposes Bugatti doesn’t need to crank out too many more to assure a profit.

The only question that remains, it seems, is what those 250+ people do for a living! We know they have fun driving their exotic cars.

The Model

Oh my, this Chiron model is fabulous, starting with the carbon fiber look of all black portions of the body, including mirrors, engine cover, rear wing and front/rear/side ground effects all the way to the trim around the windshield well.

These tiny velises, with Chiron logos, easily fit in the frunk.

The car’s eggshell-thin hood opens to reveal a couple black valises featuring realistic handles and blue Chiron logos. One imagines crisp monogramed shirts and private label Italian ties gently strapped inside.

Move to the rear and the black carbon-fiber-look engine cover easily pops off to expose the body-colored blue headers atop the V16 quad-turbo engine. Bugatti blue logos enhance the black engine block’s top while major turbo pipes wrap around the engine. A white liquids container sits above a silver heat shield at the far end of the enclosure.

Cool though that you can still see the blue headers once the engine cover is in pace, as this is how most of us will pose the Bugatti in its display case.

A button under the car’s tail easily releases the big carbon fiber rear wing, which can be angled slightly with the light touch of a finger.

The wing can be deployed and check out the quad exhausts and cool lights too!

I love the front view that shows off the black wire mesh of the Bugatti horseshoe grille with its red, silver and white Bugatti badge and a blue No. 16 imprinted on the grille. That touts the 16-cylinder engine powering all Chirons. There’s black mesh in the air duct slits in the sleek nose too, plus beautifully executed four-element projector beam lights.

In back is more silvery black mesh below the light bar that extends the car’s width. There’s also a Chiron Sport logo, the EB Bugatti emblem and down low a unique four-pipe exhaust system with deflector. Naturally a multi-element diffuser rides below the tail.

Behind the special lightweight black wheels are humungous drilled discs and blue Bugatti-labeled calipers. Tires are the low-profile Michelin Pilot Sport Cup 2s that are standard on the Sport. Labeling here is matte black on the sidewalls, but just showing the Michelin logo. Tires feature an aggressive tread pattern.

Inside is another fine Autoart interior, all black except the blue accent line down the dash’s center spine and extending the console’s length, plus blue seat belt latch receptacles and belts.

There are racing style bucket seats, a flat-bottomed race wheel, and a sharply detailed driver’s gauge pod. The Bugatti console includes four protruding buttons and a small gear shift knob while the three foot pedals below are silver-faced to represent a metal finish. Door trim is accurate and finely detailed with carbon-fiber-look door panels.

Love that you can see the blue header covers even with the engine cover in place.

The sum is visually fantastic, almost as fantastical as the 1:1 car’s performance! The Chiron Sport isn’t a muscle car, it’s a missile.

Vital Stats: Bugatti Chiron Sport

Maker: Autoart
Scale: 1/18
Stock No.: 70997
MSRP: $260

Link: Autoartmodels.com

Car Reviews

2021 Mazda CX-30 2.5 Turbo, Premium Plus, AWD

May 27, 2021 Mark Savage 2 Comments

Already a winner, new turbo elevates CX-30 to top tier …

Earlier this year I named Mazda’s slick new small crossover, the CX-30, as my Zoomie 2021 Car of the Year. Little did I know then that it was gonna get better.

The original was sporty looking, featured responsive handling, a quiet near luxury interior and had good power. Now the power is outstanding.

Mazda, as it did with its sporty Mazda3 recently, has added a kicky turbo to its already solid 2.5-liter SkyActiv-G 4-cylinder. The result is a hoot a power rating between 227 and 250 horsepower. That’s up from 168 horses in the original CX-30.

Why, you ask, is there such a range of horsepower for this spiffy turbo?

Because if you’re cheap like me you can fill up with 87-octane fuel and still feel pretty peppy with the turbo delivering 227 horses, or spend a little more for 91 octane (or higher) premium gas and the horsepower jumps to 250. All this in a 3,472-lb. crossover on a short 104.5-inch wheelbase.

Yowza!

Acceleration is crazy quick with the CX-30 easily pressing triple digits down a highway entry ramp. Car and Driver magazine says the petite crossover will snap off 0 to 60 mph in 5.8 seconds and top speed is said to be 128 mph. Coupled with the all-wheel-drive system that’s standard on all turbo-equipped CX-30s and you’ve got the grip to use that power to your advantage, even if the road is a tad wet.

See Mark’s video review: https://youtu.be/daMiHWGAp6w

Note too there’s a Sport drive mode toggle on the console that will give the CX-30 more oomph as needed. It was much appreciated as I zipped away from bulky traffic jams at stoplights. Click it and leap away from the heavy metal beasts with bigger engines, then click it off and cruise. Sport mode helps Mazda’s six-speed automatic that’s designed for fuel economy to put the emphasis on low-end power for as long as you need it.

Likewise the Mazda handles well, not exactly sports car nimble, but quite responsive and easy to zip through tight corners and whip into cramped parking spaces in the city. No body lean or sway even on super windy days, which were plentiful during this drive.

Ride is much more sophisticated in the CX-30 than other short-wheelbase crossovers. Firm? Yes, the ride is, but so well controlled that you’ll feel you’re in a longer-wheelbase crossover costing much more. Sound deadening is awesome too, a quiet interior here insinuates luxury not found in the price tag.

This interior also helps Mazda establish itself as the maker of finer, near luxury, machines, not just another mainstream car maker trying to only compete with the Toyotas, Hondas, and Nissans of the world.

Like the previous CX-30 I’d tested, this one had a gorgeous leather interior, creamy white seats and brown over black dash with soft brown door armrests and insert trim. That brown on the dash wraps into the door trim creating an especially snazzy look. Trim on the dash and door handles is satin chrome and Mazda includes a leather wrapped gear shift knob and steering wheel. Just wish the wheel was a racier flat-bottomed number.

High-quality interior puts this Mazda well above its competitors.

Those seats are well shaped and the surface feels soft and smooth, again more of a luxury feel than you’ll find in most mid-range crossovers. For the record, the entry level has cloth seats, the next level up gets leatherette and the Premium and Premium plus real leather.

Front seats are powered and have two memory settings for the driver’s seat and a power lumbar too. Front seats also have three-level heat and the steering wheel is heated in the tested Premium Plus model.

Head and legroom are good up front and moderate in back. If a driver or front seat passenger is tall then the foot and legroom becomes tight in back. Cargo room is generous behind the split fold-down rear seats and the hatch is powered.

Dash layout is clean and attractive with an 8.8-inch infotainment screen that’s tucked into an indent atop the dash’s center. I like it being high, but some riders said they’d prefer a lower position. Personal choice I’m sure!

Standard are dual climate controls, a sunroof and a handy 360-degree backup camera.

Safety systems are all standard too, including front and rear parking sensors, rear cross-traffic alert and braking, blind-spot warning, lane departure and smart cruise control. The beeping from the blind-spot warning can be a bit startling the first couple times it goes off, but less so after you know what it’s warning you about.

Other goodies include a fine 12-speaker Bose stereo system, plus Android Auto and Apple Car Play. No wireless charger though. That’s still a $275 option. Outside mirrors also are heated, the wipers are rain-sensing, and front lights are adaptive.

I’d like to call this a perfect vehicle, but that’s not possible, ever. The automatic parking brake is irritating as it sets itself every time the ignition is turned off. No other tested vehicle does this. So each time you start to back up that brake engages to hold you back. You can either press the console’s button, or accelerate harder (not sure that’s wise) and it’ll overpower the brake and it will disengage.

Then there’s the central control knob on the console to adjust the info screen’s radio and navigation systems, etc. Once you play with it a while (several days) you’ll figure out how to get to the station list and change channels, but it’s not easy to do while driving. Saving favorites? The same. I beg Mazda to copy one of the easier systems found in most vehicles now.

But there’s so much else to love here. Sorry Subaru!

CX-30’s styling is leading edge, it’s noteworthy, it’s spectacular. The beak of the hood gives this crossover a nose to remember. Reminds me of the racy beak on 1960s and 1970s Eagle Indycar racers. The slits for headlights are equally appealing and the taillights also make a styling statement.

But all that aside, the Soul Red Metallic paint job is so stunning that it alone could sell someone on the CX-30. Soul Red is absolutely the best current paint color on any car on the market. Everyone commented on it. People asked about it at the gas station and in the driveway. It’ll cost you $595 extra, but is absolutely worth it.

Gas mileage dips a bit on the turbo, and I admit to abusing the Power mode button and having more fun than I likely am entitled. I still got 26.6 mpg as opposed to 31.7, which was amazing, on the original CX-30 with its more moderate power. The EPA estimates this model will get 22 mpg city and 30 mpg highway.

Best of all you won’t be paying a fortune for fun. The base turbo model starts at $30,050 and remember that includes AWD. A Premium model that would satisfy most of us goes for $32,450 and the tested Premium Plus lists at $35,000 including delivery. Non-turbo models with front-wheel-drive start at about $23,000, with AWD adding $1,400 to the price.

With its awesome red paint job and a few minor options the test crossover was $35,995, a bit less than the average price of a new car these days. Bravo!

CX-30 is a no-brainer if you’re in the small crossover market. It’s beautiful while also being a high-value hoot of a drive. Could it be the car of the year for two years in a row?

FAST STATS: 2021 Mazda CX-30 2.5 Turbo, Premium Plus, AWD

Hits: Excellent turbo power, responsive handling, plus AWD. Sporty looks, leatherette interior feels luxurious, big screen, sunroof, heated steering wheel and front seats, 360-camera, smart cruise and safety systems, Bose stereo, comfy supportive front seats, power hatch. High value, fun drive.

Misses: Not a fan of the console-controlled info screen, and ride is firm, but well-controlled. The park brake sets itself every time the ignition is turned off, so annoying to disengage each time you drive the car. Wireless charging (optional) and flat-bottom steering wheel would be nice.

Made in: Salamanca, Mexico

Engine: 2.5-liter SkyActiv-G I4, turbo, 227-250 hp

Transmission: SkyActiv-drive 6-speed, automatic w/Sport mode

Weight: 3,472 lbs.

Wheelbase: 104.5 in.

Length: 173 in.

Cargo: 20.2 cu.ft.

MPG: 22/30

MPG: 26.6 (tested)

Base Price: $35,000 (includes delivery)

Invoice: N.A.

Options:

Soul Red Crystal paint, $595

Cargo cover, $150

All-weather floor mats, $125

Rear bumper guards, stainless, $125

Test vehicle: $35,995

Sources: Mazda, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

2021 Mercedes-Benz AMG GLE 63 S Coupe

May 12, 2021 Mark Savage 2 Comments

Mercedes’ racy GLE Coupe is really an SUV …

This new Mercedes-Benz GLE Coupe is a whale of a vehicle and I mean that in mostly the nicest way, beyond its obvious looks.

The GLE Coupe is essentially a large SUV with a whale-like rounded rear end. If you don’t care for the look, Mercedes also offers the GLE as a square-backed SUV.

For styling the M-B designers essentially copied their slightly smaller GLC sport-ute’s rounded coupe profile. Seems Mercedes’ marketers decided that a rounded rear roofline enabled them to label the five-seat ute a coupe. I don’t buy it. Time will tell if luxury ute intenders will.

Labels aside, if you can think of this as a fastback SUV soaked in luxury and performance you’ll be thrilled, even if your name is Jonah. I tested the top-end AMG GLE 63 S Coupe in Selenite Gray. As Mercedes aficionados are well aware, tack the AMG initials onto anything and it’s gonna rock, big time.

AMG is Mercedes performance arm and hand builds its engines, and its assemblers sign each engine, assuring buyers these are unique powerplants, and likely race track worthy. This one seemed so.

The GLE’s heart is a bi-turbo 4.0-liter V8 that pounds out 603 horsepower and a massive 627 lb.-ft. of torque. Its roar could make an F1 racer jealous. The guttural growl of the bi-turbo is beautiful, something you feel deep in your bones.

It’s a rocket too, easily hitting triple digits on a freeway entry ramp. Mercedes claims a top speed of 174 mph. That’s special! Although you’ll never need it, or use all of that. Car and Driver magazine tested the square SUV version and managed 0 to 60 mph in just 3.4 seconds. Can you say supercar, er, truck?

See Mark’s video review: https://youtu.be/fYsyV_McWbE

However, there are a bevy of fast cars and trucks these days, each seeming to be celebrating the waning days of internal combustion engines (ICE).

Yes, it’s a fastback, but is it really? The Benz Looks like and drives like a big SUV, although way faster and sportier than most!

But AMG takes its job seriously and does a particularly fabulous job tuning the handling and suspension here to give the GLE coupe a racer-like feel, even in Comfort drive mode. There are plenty of drive modes too, from Race (yes) to Slippery, which helps the standard AWD system handle snow and slop.

With great power comes great responsibility though. Hence the need for superior brakes. GLE nails it with monster 16.5-inch drilled front disc brakes featuring red 6-piston AMG calipers. Braking is impressive.

Steering effort is on the heavy side, but engages well with the road and gives the GLE a dialed in feel. In Race mode I zipped through multiple S-curves and winding roadways like a slot car shoed in silicone tires. I was stuck, often doubling or tripling the suggested turn speeds.

Is the Mercedes logo on the grille big enough for ya?

While heavy (5,390 lbs.), the GLE never feels loose or tippy, a major accomplishment with a vehicle that’s 70.2 inches tall and stands with 7.5 inches of ground clearance. Oh, and you can raise and lower the vehicle’s drive height via a console toggle.

Ride is firm, but well controlled as the SUV rides on giant 21-inch tires. Some might like the Comfort setting to tell the shocks to further dampen the ride, especially on choppy city streets. Yet after a week I was toughened up enough to handle the firm feel and with such a whisper-quiet interior (a $1,100 option increases insulation and window acoustics) you are well insulated from road imperfections.

The interior coddles you too. This one featured upgraded (just $250) quilted black leather and suede seats that are heated, cooled and controlled via easy-to-reach controls on the door panel. The dash, doors and flat-bottom steering wheel include carbon fiber trim. The spiffy wheel costs $400 extra though.

Flat-bottom wheel and oodles of carbon fiber set off the interior.

The Benz’s dash is well laid out with two 12.3-inch digital high-def screens that meld together so they appear as one two-foot-wide control panel. The center infotainment portion being a touchscreen with multiple functions, and there’s a redundant touchpad on the console for the unthinkable reason you may find it more convenient. You won’t.

Mercedes builds in a LOT of redundancy into controls though. For instance its drive modes and suspension adjustments have at least three different toggles and such to get at them. Easiest is the round knob below the steering wheel’s hub.

Buttons, toggles and door stereo speaker coves are satin metal here while the dash, doors, and part of the steering wheel are carbon fiber. A black gloss roll-back cover at the front of the console opens to reveal a wireless charging station.

Seats are fabulously supportive and you can even extend the front seats’ bottom cushion to give extra support to long-legged drivers. Headrests re powered too and the steering wheel is a power tilt/telescope unit.

Here’s a closeup look at the center stack buttons, screen, and console’s buttons and toggles.

These well-formed seats are heated and cooled, naturally, but the steering wheel is not heated, although the wheel’s partial suede coating helps reduce the need. Ironically Mercedes heats the door armrests though, thanks to a $1,050 option package. First time I’ve seen that.

And get this, these super comfy seats also offer eight massage settings, all controlled via the big infotainment screen. This is a $1,650 “energizing” package that I’ve got to say is like having Magic Fingers to ease the stress of a long drive. These would be golden on a trip, especially the setting that allows the cushions to massage your derriere.

One warning though, it’s best to have your front seat passenger adjust these settings, or to set them before you begin driving as tapping the screen can distracting and sometimes difficult on a bumpy road.

Other interior goodies include a giant panoramic sunroof, and a killer Burmester surround-sound stereo that might be able to deafen your neighbors if you crank it all the way up. Definitely party time, but at a $4,550 price tag it won’t be at my party.

Safety systems are rife here, as you’d expect, but M-B insists you pay $1,950 extra for a lot of them. That includes active levels of lane change assist, steering assist, brake assist and a variety of semi-autonomous features. This is a pricey vehicle. I’d expect all safety features to be standard.

With all this SUV’s power, much safety comes from the great AMG discs and red calipers with multiple piston braking.

Rear seats are a little hard here, but are roomy and there’s reasonable cargo space behind the seats, plus a smidge of hidden storage beneath the floor. Obviously with the slanted rear roofline you lose some vertical storage space. But if you buy something large, you’ll likely pay for delivery anyway.

While a delight in most ways there are a few concerns, beyond those already mentioned. One, the roofline is so low that even at 5-foot-5 I had to duck my head considerably to enter the vehicle. Taller drivers may find mounting the GLE hazardous to their heads.

Also, the massive roof pillars all the way from A to C coupled with the small rear window limit outward visibility. All the safety warning systems and cameras help, but good visibility is the easiest way to make a vehicle safer.

Then there is the column mounted shifter. While that was a common spot for shifters years ago, it isn’t now. Many car makers put the windshield wiper stalk on the right column now, so I found myself shifting into neutral on the freeway a couple times when I meant to engage the wipers. Not great.

Mercedes also is very concerned you’ll leave your key fob in the GLE. Every time you enter and every time you exit a message lights up and dings to remind you, “Don’t forget your key.” Unnecessary!

This is a big, heavy performance ute, so gas mileage is another concern. First, the GLE prefers high-octane gasoline to run at maximum power, but I got just 16 mpg in a week’s driving with more than half on the highway. The EPA rates the GLE at 15 mpg city and 19 highway. This seems a good candidate for hybrid power, and soon.

Even the door panels look special, including power seat controls, oh, and these seats also massage!

Pricing might be a wee high for most folks too. The test GLE starting at $117,050, including delivery. Add in the aforementioned options plus a few more, including fancy wheels and a $1,500 carbon fiber engine cover (oh my!) and the test ute hit $134,000.

That’s way into the luxury market and while the performance and luxury interior may justify the price, I’d want a better looking overall package.

FAST STATS: 2021 Mercedes Benz AMG GLE 63 S Coupe

Hits: Super performance for tall SUV, great power, excellent handling, multiple drive modes, AWD, and quiet interior. Luxury leather interior with heated seats, armrests, killer stereo, mega-sunroof, wireless charger, comfy well-formed seats with massage feature, 24-inch dual display screens. Fantastic brakes, safety systems, and packs every feature but a heated steering wheel.

Snazzy lights and grille give this a Mercedes face!

Misses: Firm ride, low entry-exit headroom at door frame, no heated wheel, drinks high-octane gas and plenty of it. Column shifter odd placement, massive roof pillars, and price may be a wee bit high!

Made in: Vance, Ala.

Engine: 4.0-liter Bi-turbo V8, 603 hp

Transmission: 9-speed automatic

Weight: 5,390 lbs.

Wheelbase: 117.9 in.

Length: 195.3 in.

Cargo: 27.5-63.2 cu.ft.

MPG: 15/19

MPG: 16.0 (tested)

Base Price: $117,050 (includes delivery)

Invoice: N.A.

Major Options:

AMG carbon fiber trim, $1,750

AMG black Nappa leather w/diamond stitching, $250

AMG carbon fiber engine cover, $1,500

AMG performance steering wheel w/carbon fiber trim, $400

AMG cross-spoke forged wheels, matte black, $2,000

Driver assistance package (active distance assist Distronic, active steering assist, active lane change assist, active emergency stop, active speed limit assist, active brake assist w/cross-traffic function, evasive steering assist, active lane-keeping assist, active blind-spot assist, Pre-Safe Plus rear collision protection, impulse side, route-based speed adaptation, active stop-and-go assist, traffic sign assist), $1,950

Warmth and comfort package (rapid heating front seats, heated front armrests and door panels), $1,050

Energizing comfort package plus (air balance package, active multi-contour front seats w/massage), $1,650

AMG night package (front splitter, front and rear apron trim strips, window trim, exterior mirror housing in gloss black), $750

Acoustic comfort package (increased cabin insulation, windshield w/infrared reflecting film, side windows w/acoustic and infrared absorbing film), $1,100

Burmester high-end 3D surround sound system, $4,550

Test vehicle: $134,000

Sources: Mercedes-Benz, www.kbb.com

Photos: Mark Savage

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