When Alfa Romeo released its Giulia Quadrifoglio sports sedan in 2017, car reviewers were stunned. All of this excellence seemingly came out of the blue, evidently by the company enlisting a crack skunkworks-like team of designers and engineers. In very Italian form, it is said that these teams designed almost every part of the Giulia from scratch without real oversight.
Designed to compete with the likes of the BMW M3, the Alfa Giulia Quadrifoglio has been regaled as an impressively fast and well sorted European sports sedan from a company which hasn’t competed in this sector for at least a decade, and hasn’t produced a contender for the top spot since the 1960s.
At 4.7 metres long, 1.95 metres wide, and 1.68 metres tall, the Giulia’s performance SUV sibling, the Stelvio Quadrifoglio, was expected to be every bit as wholesome as the sedan upon which it shares the same chassis.
Unlike it’s smaller brethren though, as an SUV, the Stelvio is also expected to be spacious enough to collect the kids home from school in comfort and safety on a rainy Monday evening. It is also expected to be able to swallow a week’s worth of shopping at Costco on the way home from work.
Let’s take a closer look.
Engineering and Design
The Stelvio’s flamboyant styling is instantly recognisable from the Giulia, with a similar prominent shield-shape grille dominating a large amount of the front-end real estate.
As with the Giulia Quadrifoglio, Alfa Romeo leaned heavily on Ferrari’s expertise, including the acquisition of Philippe Krief, the Ferrari’s 458 Speciale’s chassis engineer, to deliver all that expertise to a vehicle in a category that Alfa has never competed in before.
With aggressive detailing, a pumped-up shape, those classic telephone dial wheels, the Stelvio looks like little else on the road. Its proportions make it look like a very large hatchback when seen in the context of other cars perhaps due to the lack of a three-quarter window.
The Stelvio’s designers certainly didn’t go for any sort of rugged styling elements as with other SUVs. As far as performance SUVs go, it is even more distinctive than the Porsche Macan, particularly due to its aggressive snout and offset exhaust pipes.
Swaths of aluminium are used for weight-saving reasons, including in the suspension componentry and body panels such as with the fenders, hood, and doors. Even the driveshaft is made of carbon fibre, and lightweight carbon-ceramic brakes are offered as an option (my tester had it).
Oh and in case you’re wondering about the four-leaf clover that makes its appearance all around the vehicle, it references the “Quadrifoglio Verde” motif that first appeared on Ugo Sivocci’s Alfa Romeo RL Targa Florio, with which he won the race of the same name in 1923.
Record setting Performance
7 mins 51.8 seconds. That’s how fast the Stelvio Quadrifoglio lapped the famed Nürburgring Nordschleife track.
As another manufacturer that has fallen at the altar of the SUV, Alfa Romeo wanted to launch Stelvio Quadrifogolio with some numbers to back its performance claim in this crowded space. As for benchmarking, Alfa’s engineering chief, Roberto Fedeli – formerly of Ferrari – said that he wanted to reproduce the Giulia in the way the Stelvio drives. In that, I think he largely succeeded.
Although the Nürburgring record has now been broken by the Mercedes-AMG GLC63 S, a lot of credit needs to be given to the fantastic powerplant under the Stelvio QV’s hood for making the record-setting run possible. This firepower is provided by an all-aluminium 2.9-litre twin-turbocharged V6 that can trace its lineage to Ferrari’s F154 family of modular V8s.
Though liberated of two cylinders and reconfigured for use under both the Stelvio’s and the Giulia’s hoods, the V8 equivalents have been used in everything from the Ferrari 488 Pista to the Maserati Quattroporte GTS.
Developing 503 horsepower at 6,500 rpms and 443 lb-ft of torque at 2,500 rpms, this is a cracking engine in a genuinely fast performance SUV. There is a ferocity and freedom that perhaps can only be expected of a turbocharged engine developed partly in part by Ferrari. It sounds soulful at mid-revs and absolutely explodes in an almost savage manner over the last 2,000 rpms of its rev range from 5,000 rpms to redline.
Paired with the eight-speed automatic gearbox in its fastest-shifting mode, the hot Stelvio can crack the 0-100 km/hr run in just about 4 seconds despite not having a formal launch control system. The autobox is cooperative when driving with gusto, delivering quick and direct shifts. Some shifts come with an underlying jolt though.
Left in automatic mode the ZF gearbox delivers each ratio with an instant, seamless shift. For ultimate fun, you’ll want to use the beautiful aluminium paddles fitted to the steering column and change gear yourself.
Unless you’re in Race mode, the gearbox doesn’t change as you approach a corner, instead waiting for you to get on the power before kicking down.
Full throttle acceleration runs are aided by Alfa’s Q4 all-wheel-drive system which is rear wheel drive biased in normal conditions The system can proactively or reactively sent frontwards up to 50 per cent of the engine’s power when needed.
How else does it drive on the road?
Since we’re on the topic of the transmission, anyway, let’s continue on with those delightful oversized metal paddle shifters. Fixed in place so they don’t move with the wheel and long enough so that you can reach them easily, they ping beautifully with every pull back in the way that the typical stubby little plastic shifters don’t in most rival vehicles. This is just one of the tangible ways that drivers can instantly realise that Alfa has done this properly.
The Stelvio QV’s defining character is that of agility. W its quick steering (perhaps a bit too quick), this vehicle executes direction changes like no other, living up to the Alfa Romeo’s brand hallmark. With good feedback and a fantastic amount of precision, the Stelvio drives around corners eagerly, showing off its sporty character. Thanks to a very composed amount of body roll, there is a high degree of driver confidence.
Suspension is by the way of a front double-wishbone arrangement and a multi-link set-up at the rear. Adaptive dampers are standard fare here and can be tightened up or slackened off via the Alfa Pro-DNA drive mode selector. This also works in alliance with Alfa’s Chassis Domain Control system to alter and manage throttle response, shift severity and calibration of the traction and stability software. I found it rather strange how there wasn’t a fully customizable “individual” mode with the Chassis control system as with many other vehicles on the market.
For the most fun behind the wheel, you’ll want to select Dynamic or Race mode on the Pro-DNA system. In either mode, not only does the throttle’s response and the ZF’s shifts sharpen up, but the stability control system loosens its reins and the exhaust valves open to increase the volume. The result is rabid performance and an evocative soundtrack as the Stelvio bursts from corner to corner.
Simply put, piloting the Stelvio is fun and most drivers will leave with smiles on their faces.
Other Bits and Bobs
As far as ride comfort, the road’s texture does comes through the cabin due to those big wheels and performance tires, creating an underlying jitter to the Stelvio’s ride. Yet, when it comes to managing a real bump or a rut, the suspension does a good job absorbing it and keeping the body steady. By comparison, other performance SUVs such as the Jaguar F-Pace and Porsche Macan are stiffer.
My car’s optional carbon-ceramic brakes certainly looked good, but despite Alfa’s changeable brake-by-wire pedal, I found that the pedal lacked some natural feel, grabby and over-sensitive at times but strangely dead when the brakes were wet. I’m sure they would perform fantastically on a track, but in everyday situations, bragging rights are perhaps what they’re best for.
Unlike carbon-ceramic brakes from other manufacturers, I didn’t hear any of the despised squeaking from the pads when cold.
Inside the Cabin
Although there is plenty to like about the Stelvio’s skunkwork’s development style, the result is the outright packages just aren’t as polished and premium as those of most rivals.
As with the Giulia sedan, the Stelvio’s interior has some well-done facets, but overall, the cabin doesn’t have the presence and feeling of quality found in many competitors, at least not for the price that Alfa is charging for the vehicle.
Cheaper plastics — such as the trim around the shifter, the steering wheel buttons, and the stalks — bring the feeling of craftsmanship down. At least in my well-spec’ed tester, there are swaths of carbon fibre trim and the alcantara seating surfaces looked premium.
Don’t get me wrong though, the basics are done right, such as the well-shaped and nicely trimmed split carbon fibre / leather / Alcantara flat-bottomed steering wheel and wonderfully tactile aluminium paddles behind. However, the interior is just not up to the high standards seen in rivals such as the Mercedes-AMG GLC, the BMW X3M, or the Porsche Macan.
Soft-touch materials do cover the entire upper and middle dash, and most of the door trim. The nicely grained, metal-looking inserts, as well as the stitching on the door trim, armrest, and elsewhere do score some high points as well.
The rubber-covered control knobs around the climate controls and infotainment system are easy to grip. Plus, extra credit for the carpet-lined door pockets and the felt-lined glove box. The cargo area is also nicely finished.
Space inside is reasonable, sitting somewhere between an Audi Q3 and Q5 in terms of interior accommodation.
Something that also seemed a tad compromised was the seating position. While there is a nicely placed dead pedal, I found the hard, intrusive centre console a bit restricted as it occasionally connected with my right knee. I also never really felt comfortable in the sporty looking seats, perhaps due to the length of the bottom seat cushion and the overly aggressive lumbar support (even when adjusted to the flattest setting).
The Stelvio comes with one USB port in front of the gear selector, as well as another USB port and one AUX port under the armrest. Rear-seat passengers get one charging-only USB port.
Starting in 2020, a new 8.8-inch touchscreen infotainment system is standard. A rotary controller also serves as a secondary interface for screen functions. It’s a bit tricky to use the rotary knob when Apple CarPlay is displayed, and the titled design of the various pages seemed a lot more cumbersome to use than other systems on the marketplace.
At least the optional 3D graphic navigation look great, especially with building graphics and floating navigation directions. But that’s where the good news ends.
Rerouting calculations take longer than average compared to other integrated navigation systems, and it takes a while for the system to fire up upon starting. Natural voice commands or Siri Hands Free for Bluetooth-paired iOS devices isn’t supported either.
One of the weirdest and most problematic features of Alfa’s previous system was a backup camera display that not only had poor resolution, but also used only a small portion of the available screen real estate, devoting another portion to a virtual display of the parking sensors.
As far as passive and active safety systems, the Stelvio comes with all the requisite systems including blindspot warning, rear cross traffic alert, and lane departure warning.
The forward collision warning system alerts the driver if the Stelvio is considered to be approaching a car too rapidly, and can be set for different sensitivities (far, middle, and near). It may also give a quick brake jerk to get the driver’s attention.
When an impact is anticipated, the system will pre-charge the brakes to help the driver with maximum braking force. If no action is taken by the driver, the automatic emergency braking will deploy and try to mitigate the anticipated crash.
Overall, the Alfa Romeo Stelvio Quadrifoglio is stimulating to drive and has special appeal for drivers in search of a rewarding road experience.
It oozes Italian flair and is one of the best handling SUVs available, shining especially brightly when driven with gusto. Masking its weight well, it has impressive body control and can really be manipulated by the driver.
Still, it is not without fault as there are some rougher edges when compared with its high-priced rivals in the class. The overall experience is very Alfa then, in that it has some odd annoyances in terms of the interior and infotainment system. It may well be fast, but the vehicle is not simply a fuss-free point A-to-B machine. Chalk it up to “character-building”.
The Stelvio’s engine, steering, brakes, and chassis combine to deliver an unexpected but welcome level of enjoyment. Just make sure that you can live with the vehicle’s quirks before it lives in your garage permanently.
[REVIEW] 2022 Honda Civic Touring sedan
While you might think that lower production luxury cars cost more to engineer than mass production compact cars, the opposite is reality. For example, the 10th generation Civic was said to have cost Honda more money, time and effort than other new models in their history.
And yet, while starting from a clean slate is never easy or inexpensive, we’re now in the 11th generation of the Honda Civic. A lot has changed since the first Civic went on sale in North America in the early 1970’s for under $3,000. However, Honda is still offering the Civic as both a sedan and a hatchback.
The Civic is Honda’s longest-running automotive nameplate, with more than 2.25 million cars sold in Canada since it was introduced here in 1973. Moreover, the Civic has been built at Honda of Canada Mfg facility in Allison, Ontario continuously since 1988. This is longer than any other Honda plant in the world currently producing the model.
Each generation of Civic has been more grown up than the previous, and this 11th generation car carries on the tradition by offering a more subdued appearance akin to its big brother Accord.
Although the previous generation Civic was offered as a coupe, this longer is the case due to declining sales of that variant. The 11th generation Civic is all-new, with a redesigned body. It is now only offered in North America as a four door hatchback (which we will review in a future article), as well as the sedan as tested in this review.
While the Civic is still considered technically considered a compact sedan, this latest version is larger, more substantial, and more upscale than its predecessors.
It’s not difficult to see why then, despite the SUV/crossover craze, the Honda Civic is still at the top of the Canadian passenger car sales segment. 43,556 units of this all-new 11th generation Civics were sold in 2021, allowing it to maintain the number one position as Canada’s best-selling car for the 24th consecutive year.
Aside from the more Accord-esque styling queues, Honda has improved the ride and handling, with the interior featuring the requisite new features, nicer materials, and new technology.
Despite compact car competitors, such as the Mazda 3, offering all-wheel-drive on their line-up, Honda insists that the Civic will continue to be front-wheel drive only.
It’s all grown-up
Honda says that the 2022 Civic Sedan is “a modern expression of classic Civic values, inside and out”. Built using what Honda describes as their “Man Maximum / Machine minimum Philosophy” (aka M/M), the design concept is supposed to use technology and design to serve the needs of the occupants.
What this marketing jargon translates into is a “thin and light” body design with a low hood, front fenders, and a low horizontal beltline. Your eyes aren’t tricking you if you think that the Civic appears bigger.
This is due to the bottom of the windshield pillars being moved rearward by 50mm, elongating the hood and stretching the Civic’s silhouette compared to the previous generation car.
Behind the new front bumper skin is a new bumper beam safety plate that has been designed to decrease leg injuries. The longer hood also has an embossed inner structure designed to improve pedestrian head protection performance.
Honda says that the new lower character line that rises through the rear doors is supposed to provide for an enhanced sense of motion. I’m not so sure if it is as exciting as the marketing-speak describes, but the car does look good regardless, even though it is slightly derivative of the Accord’s styling (not a bad thing to imitate).
The new Civic’s wider rear track is emphasised by stronger rear haunches, wider LED taillamps, and an aerodynamically efficient trailing edge of the trunk lid.
Speaking of LED lighting, Honda has used it extensively for the headlamps, daytime running lamps, parking lights, and fog lights. The new LED headlamps are excellent, casting a wide and white beam which is effective in lighting up the road ahead even in inclement weather.
Back to basics on the inside
Inside, gone are the days of the multi-level dashboards and cubbies from Civics in the past. You’ll find an uncluttered cabin design heralding back from the days of the very early-generation Civics.
Nowhere better can you see this change than in the top of the Civic’s instrument panel which has been redesigned with minimum cutlines to reduce both visual distraction sand windshield reflections. In my eyes, this is a welcome improvement that fits in well with the premium new exterior design.
Remember the windshield A-pillars that have been moved back by 50 mm? That change, combined with the low hood, flat dashboard, and tucked away windshield wipers, has improved forward visibility with more clearly defined corners. It’s easier to place the Civic’s edges than ever before during parking situations. The low cowl height is matched with the door’s sills and carries through to the rear doors.
Perhaps the most striking interior element is the new metal honeycomb mesh accent that stretches from door to door and across the dash. This accent clever hides the air vents while still creating a dramatic visual separation between the infotainment system and climate controls.
The metal-look HVAC controls feel high-quality. Overall, all of the switchgear has a distinctly more expensive feel to it. Honda says that they’ve even paid attention to smallest details, such as a new premium centre control trim that is specifically designed to hide fingerprints and smudges to help maintain a high-end appearance.
For anyone that has suffered through the scratches in the piano black plastic trim of vehicles in the same class, this subtle but significant innovation will certainly be welcome.
All Civics also benefit from a new generation seat design, with a new frame designed to enhance comfort on long drives.
My top-of-the-range 2022 Civic Touring sedan debuts with Honda’s all-new 9-inch high definition touchscreen infotainment system. This new touchscreen is the largest ever in any Honda vehicle, and the system supports both Apple CarPlay and Android Auto.
While it has taken Honda several tries to get the touchscreen right, I’m happy to say that they’ve nailed this one out of the park with the combination of touchscreen, soft buttons, and hard button controls.
The Civic now builds upon the foundation laid by the Display audio system in other Honda models such as the Odyssey, Pilot, Passport, and Accord.
The physical volume knob, simplified user-interface design, and cleanly designed icons make the system easy-to-use even for those new to the Civic. I particularly appreciated the effort that has been made to simplify the system’s navigational structure with fewer menus. The hard buttons for Home and Back functions were nice to have when toggling through the menu screens when wearing gloves.
Standard on my Touring-trim model is also the first use of Bose audio in a Civic, with Bose Centrepoint 2 and Bose SurroundStage digital signal processing.
On the safety front, this latest generation Civic earned a U.S. IIHS Top Safety Pick + Rating. This is in part thanks to all 2022 Civic trims receiving new frontal airbags designed to better control head motions in certain types of crash, thereby better reducing conditions associated with brain injury.
The driver’s airbag uses a new donut-shaped structure to cradle and hold the head to reduce rotation, and the passenger front airbag uses a innovative new three-chamber design to achieve a similar result.
The standard Honda Sensing suite of active driver-aids include a new single-camera system which is capable of more quickly and accurately identifying pedestrians, cyclists, and other vehicles.
My 2022 Honda Civic Touring tester was also further enhanced with expanded driver-assistive tech, including features normally found in premium brands.
In addition to the now ubiquitous automatic emergency braking, forward collision warning, and lane keeping assist, there is also a Traffic Jam Assist feature. I noticed that the Adaptive Cruise Control system has also been improved with more natural brake applications and quicker response times.
The Civic, for the first time, now features Low-Speed Braking Control, and front and rear false-start prevention.
So, how does it drive?
There are two engine choices available for the 2022 Honda Civic: a turbocharged 1.5-litre four-cylinder (as equipped on my Touring test car) and a naturally aspirated 2.0-litre four-cylinder. Both engines have outputs of 180 horsepower and 158 horsepower respectively. Torque figures are 177 lb-ft at 1,700 to 4,500 rpm, and 138 ft-lb at 4,200 rpms respectively.
I found the turbocharged engine more than adequate for its class, with strong initial acceleration off the line. The wide torque band was appreciated in passing maneuvers regardless of speed. I’d suspect that the naturally aspirated 2.0-litre wouldn’t be quite as flexible.
Both engines are paired with Honda’s latest CVT transmission, uniquely tuned for each engine. The CVT paired with the turbocharged engine has improved torque converter performance and Step-Shift programming which does a pretty darn good job at simulating actual gears. This eliminates much of the rubberbanding sensation commonly found in conventional CVTs.
In addition to the standard Normal and Eco driving modes, 2.0L Sport and 1.5L Touring trims of the 2022 Civics now feature a user-selectable Sport mode. Using a toggle switch on the centre console, the new Sport mode alters the drive ratios and mapping for a sportier feel and changes the meter lighting to red. Eco mode reduces throttle and transmission sensitivity, as well as air conditioning output to help preserve fuel efficiency.
Handling is nimble, with little body roll and quick steering.The Civic felt capable, secure, and sporty for a compact car. No doubt this is thanks to a stiffer body structure and the additional 35 mm of wheelbase versus the previous-gen Civic.
Road noise, a former complaint of other Civics, was nicely muted even at highway speeds. But one caveat is that my top Touring trim had added sound insulation. Reviews from other auto journalists have stated that lower-trim Civics could also benefit from this added insulation, so be sure to test drive different trim levels.
If you’re looking for more performance and better handling, you’ll have to step-up for the Civic Si model, which once again represents the sportiest Civic in the range till high performance Civic R makes its debut. The Si is only available with a six-speed manual transmission and a 200 horsepower turbocharged engine.
35 years later and with nearly 11 million units produced in North America (5.3 million of which have been in Canada), the 11th generation Civic appears poised to continue its success with Canadians looking for a reliable compact car.
Later this year, the all-new Honda Civic Type R will be officially unveiled. This highly anticipated model will be the best performing Type R ever, capping the current 11th generation Honda Civic model line-up.
[REVIEW] 2022 Mercedes-AMG E53 4MATIC coupe
Mercedes-Benz has had a long history with B-pillarless coupe. Starting from the 1968 Stoker/8 Coupe with its frameless and fully retractable side windows, the B-pillarless design was intended to create a generous and less restricted overall appearance. In 1992, AMG got involved in tweaking what was then known as the W124 300CE E-Class-based coupe.
If we look back at the timeline, from a 51 percent takeover in 1998, the influence of Mercedes-Benz continued to grow until AMG became a wholly owned subsidiary of Mercedes-Benz in 2005.
Although today AMG is known to the vast majority of younger car fans as the Mercedes-Benz sports department, the fact that this company from Affalterbach was once an independent tuning company has been almost forgotten in many places. Officially, the present day name of the division is now “Mercedes-AMG”.
Before the cooperation agreement came into force, AMG took a 300CE (E-Class coupe) and fettled it with their specially tuned 6.0-litre V8 from the S-Class and SL. Featuring 381 horsepower and 400 lb-ft of torque, this car was aptly named “The Hammer” and accelerated to 100 km/hr in just 5 seconds. Even by modern day standards that is an impressive time.
With only twelve such cars produced, the Hammers are highly sought after by AMG collectors today.
Is the E53 coupe a Modern day AMG Hammer?
It has taken until this latest generation of E-Class coupe for Mercedes-AMG to be involved once again with an E-Class.
Mercedes’ newish 53-badged AMG vehicles are supposed to represent a perfect halfway point between the standard models and the much more expensive fire-breathing 63 variants. While it’s not a full-blooded eight-cylinder kind of AMG, since there are no plans for a 63 version of the E-Class coupe, this is currently the most powerful model that you can get in either E-Class coupe or convertible form.
To differentiate the 2022 Mercedes-AMG E53 coupe from its non-AMG stablemate, the former is marked by unique tailpipes, AMG badging, the new Panamericana-grille with vertical chrome slats, and unique AMG 20” wheels.
The large outer air inlet grille features two transverse louvres and a new front splitter. The grille also features inner Air Curtains, giving an overall aerodynamic advantage, and a subtle similarity to the AMG GT sports car family.
Kitted out in black and blacked out wheels, my car’s “murdered out” looked positively aggressive.
Under the hood is the now familiar 3.0-litre inline six-cylinder twin scroll turbocharged engine mated with an electric-starter-alternator combo for 48 volt mild-hybrid assistance. Known as EQ Boost, this system can boost fuel efficiency slightly but is really more designed to eliminate turbo lag.
The electric hybrid technology can add 21 horsepower and 184 lb-ft of torque on its own to supplement the high-tech inline-6 which produces 429 horsepower and 384 lb-ft of torque from 1,800 to 5,800 rpms.
With power flowing to all four wheels via a 9-speed AMG Speedshift dual-clutch automatic transmission and the company’s 4MATIC+ all-wheel-drive system, 0 to 100 km/hr runs can be accomplished in just 4.4 seconds, a whole 0.6 seconds quicker than the mighty “Hammer”.
The AMG DYNAMIC SELECT modes lets drivers fine-tune the E53’s performance via controls on the console or the standard steering-wheel AMG DRIVE UNIT. Five driving modes, one customizable, adapt the throttle, shifting, chassis and more from Slippery to Sport+.
The fully variable AMG Performance 4MATIC+ can send torque to the wheels that can best turn traction into action. From launch grip to cornering, 4MATIC+ can go from 50/50 front/rear, up to 100% rear-wheel-drive.
My car’s optional AMG Sport Exhaust, included in the AMG Driver’s Package, turns the rise and ebb of rpm into a rousing soundtrack. With multimode internal flaps, the different drive modes and the exhaust button lets you heighten the crescendos, or tone them down.
How does it drive?
All this tech and all of these numbers translate into impressive performance in the real-world. While the E53 coupe lacks the V8 engine and exhaust soundtrack of the AMG 63-models, the way the E53 coupe builds speed is still very impressive. Sure, it won’t pin you back in your seat like its four door E63s sibling, but it’s still very involving. The E53’s exhaust is rather unique but still pleasing under hard acceleration, particularly in Sport+ mode.
The car’s AMG RIDE CONTROL+ turns pressurized air into agility by adapting within milliseconds to changing roads, loads, and the modes of AMG DYNAMIC SELECT. It’s self-lowering and self-leveling and totally automated. At speed, the system gently supports the body while leaving it largely impervious to body roll.
Although it might be a mild-hybrid system, the E53 does not have the ability to cruise around emissions-free around town. Apart from the improved responses, you rarely notice the EQ Boost system working its magic. Aside from the very visible EQ Boost digital gauge in the speedo, you might notice that the engine shuts down earlier than you might imagine as you come to a halt.
My test vehicle was fitted with Mercedes’ semi-automomous driving system which now features a steering wheel sensor mat to recognise if you’re “hands-on”. If the driver does not have their hands on the steering wheel for a certain time, a warning is displayed in subsequent annoyance until Emergency Brake Assist.
Compared to other Mercedes models, I found the system too sensitive, frequently telling me to keep my hands on the wheel when they were already indeed on the steering wheel.
Aside from these little niggles, the E53 coupe is perfectly at home cruising at 200 km/hr on the autobahn or carving up some backroads on the weekend. You could easily drive this car from dusk till dawn and still feel relaxed on the other end. In this sense, it is a proper E-Class.
On the inside
Although the cabin is shared with other E-Class models, the extensive optional carbon fibre trim fitted to my test vehicle was drop dead gorgeous. It truly brings a different vibe to the cabin when compared to the open pore wood trim option that was fitted to my 2021 Mercedes-AMG E63s wagon test vehicle.
The sporty and comfortable seats provide strong lateral support which translates into comfort during long drives. They come in either Artico man-made leather or Dinamica microfibre in black with an AMG-specific design, red contrasting topstitching and the AMG badge, characteristic for the 53 models.
Aside from the AMG Drive Control unit on the latest AMG Steering wheel, the AMG badging in the virtual dashboard and the AMG apps in the MBUX Infotainment system, there is little else to give the game away (on the inside anyway) that this is special AMG model.
Some people may like this, but others may subscribe to the thinking from BMW’s M Division. That is to say that M cars have a bit more glitz, glamour, and pantomime.
The 2022 E53 coupe’s four seats and a 435-litre trunk give it more than adequate practicality for four adults and their luggage. There are all the accoutrements you could possibly need, from seatbelt extenders, to heated/ventilated seats.
Curiously, Mercedes-AMG also chose to leave in the AirScarf neck warmer option from the E-Class cabriolet. While this system is designed to warm-up passengers during top-down motoring, it was nonetheless a welcome but unexpected addition to the E53 coupe.
On that point, the addition of 4Matic+ all-wheel-drive also means that the E53 coupe is an all-weather vehicle, able to hit the ski chalets’ snow covered driveways or the golf course with equal comfort and presence.
While it may lack the exclusivity of the 300CE Hammer, the 2022 Mercedes-AMG E53 4matic+ coupe is worthy at taking up the baton as the latest AMG four-seater two-door E-Class coupe.
Although coupes and cabriolets are sold in relatively small numbers compared to SUVs, this vehicle seems to be a worthy successor to continue Mercedes-Benz’s long tradition of producing sporty and elegant two-door cars with style and performance.
[REVIEW] 2021 Mercedes-AMG GLS63
There are many products out there that were invented despite nobody initially wanting them. The bicycle, for example, was initially a curiosity that was quick transformed into a necessity. Even the automobile faced general public skepticism about its feasibility.
In 1895, Thomas A. Edison insisted, when interviewed, that the horseless carriage was going to doom the horse. He was ahead of his time in thinking that one would be able to buy a horseless vehicle for what people were paying for a wagon and a pair of horses. Horse and wagon owners thought that he was totally off base, and that the horseless fool’s contraption would never displace the horse. Of course, history now speaks for itself.
The 2021 Mercedes-AMG GLS63 SUV is one such example of a modern-day horseless carriage that no one asked for. Based on the largest and most luxurious SUV sold by Mercedes-Benz, the GLS63 displays what the German automaker’s AMG performance division is truly capable of. Nobody asked for it, but Mercedes built it anyway because it could, and customers have been flocking to it as quickly as Mercedes-AMG can build them.
The G in GLS denotes “Gelandewagen”, German for off-road vehicle and homage to its father, to the military SUV that the GLS was supposed to replace. The Gelandewagen was never phased out because Mercedes found a new set of buyers for the GLS while the G continued to soldier on with its loyal following.
The 2021 GLS63 is the newest addition to Merc’s SUV portfolio that already numbers well over a dozen.
Does the world need another three-row SUV variant?
I’m a huge fan of the 2021 Mercedes-Benz GLS-Class, having reviewed the GLS450 early this year. While the GLS450 was opulent, comfortable, and luxurious, the 362 horsepower 3.0-litre EQ Boot mild-hybrid turbocharged inline-six cylinder engine is best described as smooth and linear. It has more than enough power for 90 per cent of the GLS’ clientele with 0-100 km/hr runs are accomplished in a quick 5.8 seconds.
But for those who want more horsepower, for towing purposes or otherwise, Mercedes offers the GLS580 with a 4.0-litre twin-turbo V8, also with the EQ Boost mild-hybrid system. This is good for 483 horsepower and 516 lb-ft of torque mated with the same 9G-TRONIC automatic transmission. This combo is good for a 0-100 km/hr run of 4.8 seconds, just two tenths of a second slower than a modern day Ford Mustang GT V8.
Model year 2021 introduces two specialized variants of the GLS, with the ultra-luxe Mercedes-Maybach GLS600, and the subject of our review, the 2021 Mercedes-AMG GLS63.
The GLS63 competes with other full-sized three-row SUVs such as the Cadillac Escalade and the BMW X7 M50i, though it bests all of them when it comes to horsepower rating thanks to it’s 4.0-litre twin-turbo V8 which has been tuned to over 603 horsepower and 627 lb-ft of torque between 2,500 to 4,500 rpms.
To ensure the full-fat GLS is not mistaken for a lesser model, it gets the largest grille fitted to any AMG vehicle. The GLS63 looks the business with the new chrome grille with vertical louvres similar to those on Mercedes’ Panamericana-style grilles.
Standard Multibeam LED headlights, a more aggressive power dome hood, tweaked front and rear bumpers, flared wheel arches, a rear diffuser and four rectangular exhaust pipes also differentiate this model from the non-AMG units.
How does a 603 horsepower hybrid SUV ride and drive?
Like most top end Mercedes-AMG models as of late, the 2021 Mercedes-AMG GLS63 also benefits from a 48-volt power system and the EQ Boost starter-alternator mild hybrid system. The latter is good for 21 horsepower and a very substantial 184 lb-ft of torque fill for the V8 engine.
The EQ Boost integrated starter generator system is also there for fuel economy, not just performance, but does help to make this nearly 3-ton truck take off from a dead stop with authority. Due to the weight, the feeling is more that of as a jumbo jet taking off down the runway versus a drag strip launch though.
Floor the throttle in Sport mode and an all-mighty V8 wall of noise makes you jump out of your seat. But yet, in comfort mode, the GLS63 is so refined that you can still have an executive meeting over the Bluetooth system and no one will ever know what you’re piloting.
The boffins at AMG claims that the GLS63 can hit 0-100 km/hr times of 4.1 seconds, topping out at a German autobahn legal only speed of 280 km/hr. The nine-speed auto’s tightly space gearing helps the big AMG rush forward seamlessly.
Due to its size, the GLS63 isn’t really suited for canyon carving. But with its air suspension system tuned to Sport or Sport+ and the 48-volt system powering the active anti-roll bars, the big Benz will surprise you with its responsiveness.
It’s surprisingly tossable on mountain roads, and there is plenty of front-end grip in tighter bends. In Sport and Sport+ modes, the suspension even lowers by 10 mm. The rear-biased 4Matic all-wheel-drive system is also further enhanced with a standard limited-slip rear differential.
Moreover, the prodigious amount of grip from the absolutely massive 285/40ZR23 front and 325/35/ZR23 rear Michelin Pilot Sport 4s tires is just ridiculous!
My test vehicle was also fitted with the optional matte black $7,000 optional AMG Monoblock wheels, which were made famous on the W210 E55 AMG sedan. Despite the huge wheel size, the Airmatic air suspension system smoothens out the GLS63’s ride very admirably.
One of the first things that you’ll probably notice upon stepping into the GLS63’s cabin is the built-in air ionizer and air freshener. Borrowed from the S-class, this system also makes its appearance (as an optional extra) in the GLS, giving up to seven occupants the luxury of Mercedes’ in-car fragrances.
Thanks to an increase in wheelbase, second-row passengers receive a whopping extra 87 mm of legroom over the previous GLS. The power folding third-row fits adults without issue, though the seat cushions are a bit flat. When all the seats are folded, the GLS swallows a ridiculous amount of cargo, perfect for moving stuff from one mansion to another.
You’ll find a 64 colour two-tone ambient lighting, anthracite limewood trim, the latest MBUX infotainment system with two massive 12.3-inch screens, illuminated AMG door sills, a standard Burmester sound system and much more. The driver and front passenger are treated to heated, cooled, massaging, and actively bolstered AMG seats, and there is the latest AMG three-spoke nappa-alcantara steering wheel.
While it may seem out of place in the GLS, the MBUX infotainment system also offers AMG-specific content includes specific details such as the AMG start-up menu with three selectable AMG display styles.
The Supersport mode is particularly striking, with a central, round rev counter and additional information presented in the form of bars to the left and right of the rev counter. Via the AMG menu, there are various special displays such as Warm-up, Set-up, G-Force and Engine Data.
What a time to be alive. As the most powerful three-row SUV on the market, the 2021 Mercedes-AMG GLS63 is able to beat a C7 Chevy Corvette to 100 km/hr. Equally ridiculous is the fact that you can do all this with a six-member rock band piled into it and they will all be comfortable. No Mercedes-AMG GLE63 can do that, and no Porsche Cayenne can do that.
This recently redesigned ballistic people mover astounds with its combination of luxury, technology, speed, refinement, and power.
While automakers are always looking for white space in the marketplace so as to find a niche they haven’t tapped into before, Mercedes-Benz is the OG in this field, having first created the ML55 AMG SUV over 20 years ago.
If you’re in the market for a 603 horsepower luxurious horseless carriage for your extended family, the 2021 GLS63 will set you back a cool $190,000+, and you’ll even look good enjoying it too.
[REVIEW] 2021 Mercedes-AMG E63s wagon
If money was no object and there was only one type of vehicle I could own, a wagon would probably be pretty high on the list. The critical boxes that would have to be ticked on this “only one vehicle” list would include exclusivity, practicality, performance, quality, and character.
Not many vehicles have the ability to have be fun to drive, turn heads, but yet be able to transport the whole family in complete comfort and style, whether it’s to the latest restaurant in town, or up to Whistler for a weekend ski trip.
The 2021 Mercedes-AMG E63s wagon sits in this rarified air as one of the few vehicles that can cruise on the Autobahn for hundreds of kilometres, scaring other cars out of the fast lane with its LED matrix headlamps. Yet, this German muscle car / wagon is equipped with comfortable yet sporty seats and has space for a decently long road trip for five people.
The AMG engineers in Affalterbach have somehow managed to tune this heavy-ish $140,000+ 4MATIC all-wheel-drive wagon to move with the agility of a car much lighter while still being genuinely entertaining in the process.
Better than the sum of all its parts?
People may regard SUVs as a more interesting way to transport peoples and their stuff. Wagons were purported to be uncool with a lameo-o mommy-mobile image from yesteryear. However, I think that the times are a-changing as I received mostly nothing but positive comments and admiring looks from people of all ages during my week with the 2021 Mercedes-AMG E63s wagon. Thanks to shows like Top Gear, it is the age of the Euro wagon once again.
The latest E63s wagon sticks with the grand AMG tradition of having a model name that does not actually relate to the engine displacement. Under the hood is an AMG hand built 4.0-litre V8 engine producing 603 horsepower and 627 lb-ft of torque. Power is sent to all four wheels through an AMG-tuned 9G-Tronic automatic transmission and AMG’s 4Matic+ all-wheel-drive system.
The AMG wagon rides on standard air springs and adaptive dampers and claws at the pavement with 20-inch Michelin Pilot Sport 4S summer tires. This sticky and expensive rubber is sized 265/35R-20 in front and 295/30R-20 at the rear.
Like most modern cars, there are five driver selectable modes. In AMG-speak, they’re Comfort, Sport, Sport +, Individual, and Race. There is also a Drift mode that disconnects the front axle and directs the power solely to the rear tires. Yes, that’s right boys and girls, moms and dads, this wagon can do burnouts and power slides (only on private roads, of course).
While 2021 isn’t the first year for the E63s wagon, the model year brings updates across the E-Class line-up. With the E63, this includes a new front fascia and an AMG GT-like Panamericana-grille with vertical chrome slats. Optionally available AMG bits include a carbon fibre front splitter, rear bumper insert, side sills, and a gloss black rear diffuser. Not quite your typical family wagon’s bits and bobs.
There is also an updated interior, with the latest AMG Sport steering wheel with capacitive touch buttons and the latest version of the MBUX infotainment system. Some say that the 2021 model’s exhaust is quieter than before, but none of these updates seem to take away from the E63s’s stunning performance or racy feel. In Sport mode, it feels positively rowdy but in a refined way.
The Mercedes-AMG E63s wagon’s main competitor is obviously the new RS6 Avant. However, it has less power (sub-600 horsepower) and is arguably more showy with its aggressive fenders and sharp edges. It just depends on what you’re into I suppose.
What’s it like to drive?
Nothing quite prepares you for the supercar-rivalling acceleration, made even more hilarious when enjoyed in a wagon. The rear-biased 4MATIC+ system results in the 4,200 pound wagon accelerating from 0-100 km/hr in 3.4 seconds. That’s faster than most Ferrari 599 GTBs or F430 Scuderias, both of which are hyper-focused supercars.
The AMG twin-turbo V8 combined with the EQ Boost starter-motor alternator provides you with an unending wave of torque at any speed and essentially at any revs. There are masses of low-down grunt like what you might expect from a forced-induction motor, but the delivery is linear and without any turbo lag.
Part of the credit for this instant response is the 48-volt electrical system that powers both the adaptive suspension plus the EQ Boost mild hybrid system. The latter is good for an additional output of 21 horsepower and 184 lb-ft of torque in short bursts.
The dual-clutch gearbox punches home through the nine ratios with unrivalled immediacy, and its closely spaced ratios allow for muted cruising when the occasion presents itself.
At full chat in Sport+ mode, the turbocharged V8 is as loud as a thunderstorm. But in comfort mode, the ballistic engine is just a soft gurgle at start-up.
Happily the incredible acceleration and pace is matched by a really involving driving experience. While the ride is firm, it’s never punishing despite the large 20-inch wheels. The three chamber air suspension system and the adjustable dampeners are well tuned with the adjustable anti-roll bars. It’s truly impressive how the setup can handle anything from track use to daily commutes.
The E63’s steering also has a high level of precision, giving the driver a lot of confidence when driving quickly on twisty roads, or even just around parking lots.
It is even all the more impressive that this is accomplished in the heavier wagon version of the E63s. In short, the E63s wagon is far more agile, alert, and enjoyable than you’d expect in a car not just of this size, but in any size. I found it deeply involving, exciting, and one of the highlights of the cars I’ve driven this year.
What about the interior and the tech toys?
Despite being an AMG vehicle, my 2021 E63s wagon wasn’t kitted out to be overly sporty. Yes, you can get a rather expensive carbon fibre trim package but perhaps it is a little too “try hard” in this vehicle.
The wagon’s interior was a mix of high quality materials (nappa leather, open pore wood), a well designed dashboard and comfortable seats. Sure, there are the typical 64-colour LED ambient lights, the latest AMG steering wheel featuring two tiny colour LCD screens and configurable buttons/dials, as well as the latest MBUX Infotainment system.
One of my favourite features was the active bolstered front seats, which feature dynamic side bolsters to push you on the opposite side of the curve in which you are cornering. This allows the seat to be both supportive and comfortable at the same time.
Look beyond the upholstered sections of the cabin and you’d be hard press to spot any areas of cheap plastics, even around the centre console area or door mouldings. There’s even a retractable pet divider that rises from the cargo area tonneau cover. I also liked the motorised cargo cover which conveniently lifts out of the way when the tailgate is open.
Coming full circle on a personal note
Despite its ridiculous amount of power, the E63s wagon is as practical as the standard E-Class wagon. I used it to help my parents to move out of our family home of over 20 years. Two decades ago when we moved into the house, it was in our W124 Mercedes-Benz 300TE wagon. Although it has been years since I lived in that house, it seemed only fitting that I helped my folks to move out in another E-Class wagon.
I was thankful for the E63s’ 640-litre load bay that expanded to a class-leading 1,820 litres with the rear seats folded flat. This meant for less trips from the old house to the new house, which also meant less trips to the fuel pump.
You see, one of the downsides of the wonder AMG V8 is that you’ll want to feel and listen to it all the time. This resulted in high 16L/100 kms average fuel consumption for the week that I had the E63s wagon. With a light right foot, in comfort mode, and at highway speeds, the E63s can deactivate four of its eight cylinders to save on fuel.
Although the 2021 Mercedes-AMG E63s wagon may fly under the radar for most onlookers, the E-Class wagon holds a special place in my heart.
From the driver’s seat, it’s often easy to forget what it is. And what “it” is, is a 603 horsepower family-friendly rocket with room to spare. Yet it’s also a luxurious track car that accelerates and brakes like a supercar and has bragging rights to match.
There aren’t too many other vehicles that can boast 18.9 psi of turbo boost, a 3.4 second 0-100 km/hr time, and yet also 1,800+ litres of cargo hauling capacity.
While it may not be as flashy as its main competitor, the Audi RS6 Avant, with no BMW M5 Touring wagon planned, the E63s wagon is my pick for one of my favourite cars I’ve driven this year.
[REVIEW] 2022 Dodge Charger SRT Hellcat Redeye
The days of the old-school large rear-wheel-drive American sedans are largely over. Ford basically doesn’t sell sedans any longer in North America, Chevrolet bowed out of that market years ago, and Dodge? Well Dodge is the last man standing with the Dodge Charger.
Loved by the police force in Vancouver, which has an entire fleet of them, the Dodge Chargers look mean, brash, bold, and very much in keeping with the Dodge design language. So bold was the design that there was a small pocket of Vancouverites that complained that the Charger police cars looked much less approachable than the VPD’s Ford Crown Victoria’s that they replaced.
Based on an old platform inherited from Mercedes-Benz from the DaimlerChrysler days, the Charger has become a fully developed large car.
The boldest and most brash of the line-up has got to be the subject of this review, the 2021 Dodge Charger SRT Hellcat Redeye widebody.
What’s in a name?
The “Charger” name has been around since 1966, a throwback from the muscle car era. At that time, Dodge was trying to create a larger pony car and the Charger was the result of their effort.
In order to make it stand out, the company wanted to create a more expensive and luxurious car that had more space for four, unlike the Ford Mustang which had compromised rear seating. Available only as a two-door fastback, the very first-generation Dodge Charger was also available with an optional 426 cubic inch Hemi V8. And thus, the union between the Charger name and the Hemi engine was born.
Anyone who watched television back in the 1980’s will tell you that America’s most favourite car is the Dodge Charger, thanks to the likes of the cult series “The Dukes of Hazzard”.
Fast forward to 2021 and the seventh generation Dodge Charger is still alive and kicking well over half a decade later (albeit there was 20 year hiatus). Now only available as a four door sedan, my test vehicle is the top dog model, created by Dodge’s former “Street & Racing Technology” high-performance automobile group within Stellantis North America.
This same group began in 1989 and was responsible for developing the first Dodge Viper, therefore the pedigree is unquestionable.
Although all of the core elements of the SRT performance engineering team have now been integrated into Stellantis’ global engineering organization, the Charger SRT Hellcat Redeye is a fitting tribute as one of the team’s last projects.
To differentiate the Charger SRT Hellcat Redeye further from the standard car, Dodge has tweaked virtually every panel on the car and added functional hood vents and unique front and rear bumpers.
Styling cues taken from other models include a black matte texture roof and hood, a cold air intake that echoes that of the original Viper coupe, as well as creases in the fenders and doors that imitate the look of the 1960’s Charger. The aerodynamics of the Hellcat have been revised slightly, too, with new additions including a rear spoiler and an integrated front splitter.
In order to truly spot the Redeye though, you’ll have to look for the bedazzled jewel in the eye of the Hellcat logo on the front fenders, as well as the larger hood scoop and relocated vents flanking the scoop.
What’s under the hood?
The Charger Hellcat Redeye’s claim to fame is its supercharged Hemi V8 engine. It’s almost comical that Dodge has normalized a 700+ horsepower car, making it less of a rare occurrence than it once was.
The “Hellcat” name pays homage to the muscle cars of old, with 717 horsepower from a 6.2-litre Supercharged Hemi V8. Step up to the Redeye model and you’ll be rewarded with an extra dose of ‘hang onto your hats”, thanks to a nuclear 797 horses powerplant and a claimed 203 mph top speed.
The Redeye’s extra 90 extra horses is courtesy of a larger 2.7-litre screw-type supercharger with 14.5 psi of boost compared to the regular Hellcat’s 2.4-litre supercharger with 11.6 psi of boost. The Hellcat Redeye’s red line is also higher at 6,500 rpms compared to 6,200 rpms. As you can imagine, all of this displacement is only useful if combustion can happen. To ensure the engine is fed properly, the Redeye has two fuel pumps instead of just one.
Other internal changes include stronger forged aluminium pistons, connecting rods, valvetrain and increased oil flow components. Even the driveshaft is 15 per cent beefier and the axles 20 per cent stronger on the Hellcat Redeye compared to the regular Hellcat.
If we want to get really technical, the engine features a forged steel crankshaft with induction-hardened bearing surfaces and a specially tuned crank damper that has been tested to 13,000 rpms.
To harness all of this power, Dodge fits all Charger Hellcats with the standard widebody kit which includes wider, stickier tires and stiffer chassis components. New fender flares add 3.3 inches of width to the Charger and accommodate 11.0-inch wide, 20-inch diameter wheels wrapped in Pirelli tires sized 305/35R-20 at all corners.
This additional width truly emphasizes the Charger’s visual menace, and the car looks even more like it’s up to no good.
How does it drive?
With only rear wheel drive and 707 pound-feet of torque, these Redeye leaves no one wanting for more power. This power is sent to the rear wheels via a heavy-duty torque-converter-based quick shifting eight-speed TorqueFlite automatic transmission. Dodge says that it is capable of shifting gears in as quick as 160ms.
All of this unreal performance means that drivers much exercise restraint when applying the throttle pedal in order to maintain traction. Even with a rear limited slip differential and traction control, the rear wheels can easily spin in wet weather.
When you are able to hook-up the rear tires properly, 0-100 km/hr runs can be blasted down in around 3.5 seconds, about 3/10ths of a second faster than the regular Charger Hellcat.
Dodge also allows drivers to easily turn down the horsepower output of the Hellcats with just a couple of pushes of the button on the infotainment screen. I was somewhat relieved to drop it from 797 horses to 500 horses during the extremely rainy week that I had the Charger.
Of course, to get access to the full 797 horsepower in the first place, you have to start the Charger using the special performance red key. Using the “regular” black key results in a limit of “only” 500 horsepower via a less powerful fuel map and a 4,000 rpm rev limiter is put in place.
In day-to-day traffic, the Hellcat’s front tires don’t communicate as much to the steering wheel as I’d like and the wide body kit does result in a worse turning circle. Be prepared to do more three-point-turns than you might expect. Still, the ride is surprisingly compliant and the handling is sound. There’s no masking the Charger for the big car that it is though.
A three-mode-driver selectable sports suspension helps to improve performance while balancing comfort. Additionally, the Charger Hellcat Redeye sports the largest brakes ever offered by Dodge, with 15.4-inch floating Brembo discs at the front and six-piston calipers.
What about the inside?
Inside, you’ll find a revamped interior with surprisingly comfortable and plush seats. You sit quite high off the floor and the seats are comfortable over long distances. This ain’t no European sedan, that’s for sure.
Dodge says that higher quality materials have been used throughout, and my test car’s split leather and alcantara seats have been recently redesigned for improved comfort and support. Nonetheless, this is an aging vehicle and cheap materials still linger. At least the dash and door panels have soft-touch surfaces.
An 18-speaker Harmon Kardon audio system is standard, as is an electrically adjustable heated steering wheel, paddle shifters, heated and ventilated front seats, heated rear seats, a Wi-Fi hotspot and automatic climate control.
The UConnect infotainment system works well, but the 7.0 inch screen looks small and is a bit slow when compared to the updated unit in the 2021 Dodge Durango Citadel I reviewed a few months ago.
The “Performance Pages” function allows drivers to customize the car’s responses by tailoring the suspension, shift speeds, traction control modes and engine output, but the system is slow to load requiring several seconds to boot up.
Part of the Dodge Charger’s successful formula has been its many personalities. Whether it’s a cop car, muscle car, a family-capable sedan, or a muscle car, its success is that it can be any of those things depending on what package and powertrain you choose.
As more of the automotive world shifts towards electrification, the days of this nostalgia-inducing, tire-burning, four-door heathen are numbered. However this is a special car that makes mundane drives to the office silly, fun, and exciting. You giggle everytime you put your foot down and hear that audacious supercharger whine.
Yes, it’s true that Dodge charges a hefty amount for the experience, but I would be hard pressed to find another 700+ horsepower car which is at a similar price point.
If you look upon it this way, there’s no other vehicle out there that offers the combination of supercharger whine, sinister looks, and excessive horsepower, save it for something from Dodge themselves.
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