A lot of people say that you can’t have emotional relationships with cars. They say that cars are inanimate objects. Machines that get you from point A to point B. How can you possibly have a relationship with a machine?
But with every car, there are pros and cons. Good times and bad times. Beauty and flaws. Aren’t those the same qualities we use to describe our partners, our spouses, our soulmates? Aren’t these the very things that we consider “human”? How can one NOT have a relationship with a car with this in mind?
Over the course of my week with the Jaguar XKR, I would be frustrated over certain simple shortcomings that one would expect in a car today. Especially in a car with a chassis that is engineered to be this good and at this lofty price range.
But the more I drove the XKR, the more I would grow to love its character and put up with its flaws. Like a fine wine it only got better with age.
Keep reading to find out why I would ultimately want to keep this car in my garage permanently, and why I would wholeheartedly recommend it to anyone shopping for a $100,000+ hot rod grand touring sports car.
First, the looks
Jaguars have always been gentlemens cars. You can be driving down the South of France or on the streets of Vancouver, and youd still equally feel like a right ole English gentleman behind the wheel of a Jag.
Designer Ian Callum was reported as saying, “Kate Winslet is my ideal woman. She is naturally a very shapely woman, very British with an underlying integrity and ability. Like a car, she has got substance, she is not just a pretty face.
“I designed the new XK body with her in mind. The interesting thing is that so many woman find sensual cars more appealing as well, Ian said.
And its not difficult to see what Mr Callum is on about. The XKs shape pure automobile pornography.
I think it looks absolutely spectacular especially in profile from the side, and from the three-quarter rear angle.
With its muscular bulging rear fenders, it looks like a cat poised alert on its hind quarters, ready to pounce on its prey at anytime.
Im Pussy, Pussy Galore indeed!
With its long hood and body lovingly painted with Polaris White paint, and the huge gloss black 20 Kalimnos wheels as part of the optional Black Speed package (which swaps all of the exterior chrome for gloss black bits), the XKR looks like it just drove out of a James Bond movie set in Monaco.
I normally dont like black wheels, but with the gloss black finish and exposed silver rivets, it certainly looks the part. Surprisingly, the ride quality is very good despite the low sidewalls and huge rims. Credit to Jaguar’s suspension engineers.
I mentioned in a previous review of the Ford Fusion that the Ford was a car that made me think “damn thats a good looking car” upon approaching it every morning.
The XKR kicks that up one notch further, beckoning to me like a desperate sailor to the mythical sirens song. But unlike with the Greek plays, there is no tragedy here.
Upon first sight of the XKR each time, I could not resist saying yes to getting into the cockpit for a drive, long or short.
A real crowd pleaser and head turner
In my Ford Mustang GT V8 review last year, I likened driving that car to that of an excited 5 year old boy drooling over the newest sports car on the block.
When walking up to the XKR for the first time, I certainly felt like that 5 year old small boy again. Except this time, that little boy had gone through a private schools etiquette lesson (or two).
And this analogy wouldnt be too far from the truth either as the XKR appealed to 5 year old school boys and senior citizens alike.
Bringing smiles of delight everywhere I went, the white Jaguar turned heads whether it be in the mall parking lot to the high streets in downtown Vancouver.
If people didnt see the Jag approaching, they certainly heard the roar of the meaty V8. But more on that later.
So what is it like to drive a 510hp car everyday?
The XKR is all about touring around, not trashing about. Driving around with its 510hp powerplant in everyday traffic is surprisingly very normal. Really!
Its amazing what properly engineered and tuned electronics can do these days to change the character of a car. You can tell that this is what youre paying the extra money for. The chassis engineering and drivetrain technology.
The XKR feels equally comfortable being a loud hard-edged V8 sports car or a comfortable and quiet grand tourer that you can take on a 1000 kms weekend trip.
With Jaguars advanced Dynamic Stability Control system and selectable Winter/Normal/Dynamic modes, with just a simple push of a button, the XKR can be made to be as docile as a floor feline, or a ferocious wild cat.
The throbbing heart of the Jaguar XKR lies underneath what some in the trade call the plastic beautification panels, which in turn lie beneath the lightweight clamshell aluminum hood.
Performance is, in a nutshell, ferocious. The supercharged 5.0L V8 pulls relentlessly like a locomotive until its redline. Between 1800-1900 rpms, the big V8 elicits an intoxicating powertrain moan that resonates throughout the entire cabin. Sublime!
Its truly one of the greatest automotive sounds of the 21st century.
With 461 ft-lbs of torque on tap, a heavy right foot mid-corner will provoke the XKR into eagerly stepping its rear end out sideways, especially on wet roads.
People who have the money to spend $117k+ on a car like this generally have more than one vehicle in their garages for the foul weather months. So the XKR is likely to be a fair weather weekend plaything anyway.
But as luck would have it, my year end loan with the XKR included 4 days of clear weather, 1 day of rain, and 1 day of snow. I definitely had the opportunity to put the XKR through all sorts of Vancouver weather conditions!
In summary, keep the traction and stability control systems in Winter mode and you will almost never get in trouble on wet roads. In this setup, the computers dulls the sharpness of the throttle pedal, softens the suspension for more tire grip, starts the car off in 2nd gear, and lowers the threshold at which the traction and stability control activate.
With only summer tires fitted to my test car though, all four wheels remained firmly planted on my driveway on the day where the white stuff fell. It was only until the snow had fully melted (thankfully within 24 hours) and the temperature had risen above 5 degrees Celcius that I drove the XKR.
With dedicated performance winter tires though, you can probably manage just fine in most winter situations that don’t involve steep hills. The traction and stability control systems are that good!
Conversely, one press of the Dynamic Handling button does the opposite to the Jags driving dynamics. Think of it like uttering the words want to go for a walk to your dog and youll get the idea.
In Dynamic mode, its almost as if the car sits up and goes alright, about damn time we have some fun. Come on govenor! This selection firms up the CATS (Computer Active Technology) Suspension, sharpens steering feel and throttle responses, and opens up the valves in the active exhaust system. In typical British formality, the dashboard indicates Dynamic Handling Confirmed when activated.
With this setting in play, the V8 exhaust note sounds truly glorious, cracking and popping like a 1960s American muscle car. But the noise is always sporty and performance character building. Never unrefined. Its purposefully aggressive, but never loud or droning.
As a special note to all of you track drivers out there, I wanted to mention that unlike modern Mercedes-Benzes or BMWs, you can actually turn the DSC fully off in the XKR.
Hold the DSC button down for under 10 seconds, and the system goes into Trac DSC mode, shutting down traction control but still allowing for stability control intervention (albeit at a much higher threshold) if things go pear shaped.
But hold the DSC button down for more than 10 seconds and the system gives you a warning chime before turning off both traction and stability control systems completely. Use this tip at your own risk!
Handling-wise, the XKR doesnt disappoint. This is still a big car after all. But with a highly advanced lightweight aluminum body architecture, it weighs a relatively svelte 3770lbs allowing for surprising agility on the road.
Weight distribution seems to be relatively even, with the car always feeling light on its feet for its size. Its an easy car to drive fast, perhaps a bit too easy.
With its active suspension and meaty 285/30R20 Dunlop SP Sport Maxx rear tires and 255/35R20s up front, the car impressed with its levels of grip on the twisty bits.
If things do get leery, the absolutely massive brakes are there to haul you down from whatever speed to naught. With 6 piston Alcon front calipers and 4 piston rears, the clamping force is certainly proportionally matched with the large diameter rotors (which are as big as the wheels on cheap subcompact cars) all around.
Last but not least, the 6 speed automatic transmission is nicely sorted with its balanced gear ratios making the best of the vehicles full range of horsepower and torque.
I liked that the tall 6th gear reduced engine and exhaust noise when cruising at highway while increasing fuel consumption (relatively speaking).
In sport mode, up and downshifts via the steering wheel mounted paddles are very fast, raising the question as to whether one needs an expensive double-clutch gearbox with a slushbox this good!
The interior beautiful but flawed
There is no oldie English gentlemens club feel here. No wingback chairs sir!
For the most part, the Jaguar XKRs interior is a very nice place to be. With the softest full grain Charcoal leather adorning the dash/doors/seats, Ivory contrasting French stitched seams as far as the eye can see, black gloss piano wood trim, it is fully modern. Fully luxurious and expensive.
To cap it all off, the headliner and pillars are finished off with sumptuous black Alcantara suedecloth. There are 4 star hotel rooms that could seek to learn a lesson or two.
I especially loved the knurled gungrip textured Jaguar DriveSelect gear knob that was the show of the centre console. Watching the knob rise up like a phoenix upon start-up never ceased to amuse me.
While it seems a bit gimmicky at first, its the little touches that are needed and expected to make a car feel special in this price range.
The front seats are both heated and cooled, with adjustable side bolsters that will grip you tighter than your 6 year old on his or her first day of school. The back seats? Dont even bother unless theyre small kids or backpacks.
I thoroughly appreciated the heated steering wheel as well as the $300 optional heated windshield on the frosty mornings. What I didnt like was how the system would automatically turn on the front and rear windscreen defrosters if the ambient temperature was low enough. Fortunately there is a way to turn this setting off.
There is a surprising amount of trunk space in the XKR. Due to its hatchback design, the liftgate makes the entire space accessible in just a pinch.
Since this car is likely to be purchased by a successful real estate agent or two, I thought that it would only be fitting to test out the available space with a standard 24 x 36 sandwich board sign holder. Guess what? The cavernous space swallowed it up with no problems! Golfers need not worry either!
However, not all is well in the cabin Im sorry to say. There are a few cheap parts and ergonomic flaws that let down the otherwise beautiful and functional interior.
My main complaints revolve around the navigation system head unit. While all the modern conveniences are there and the system has a relatively large 7 touchscreen, the software all seems very 2006. The system is slow, low resolution, and unbecoming of a vehicle in this price range.
In this day and age where the latest Audis head units integrate NVidia computer graphic chipsets, 3D Google Earth maps and stunning high resolution screens, the Jaguar unit with its animated menus just seem old and antiquated.
There isnt even Bluetooth audio streaming, something that one can find in a basic Toyota Corolla these days. This is a disappointment in an otherwise nice place to be.
Its a good thing that the V8 soundtrack was far more amusing than anything in my music library or this wouldve been a bigger issue.
But there is light at the end of the tunnel. I had the opportunity to test drive the 2014 Jaguar F-type S as well (for an upcoming review), and the head unit was centuries ahead. So there is hope for future XKs!
Fortunately, once you get over the fact that you have to manually dock your iPod within the centre console or use a CD (gasp!), the Bowers & Wilkins premium sound system will blow your socks off.
With the Jaguars quiet cabin, there was plenty of opportunity to enjoy the 525 watt surround system equipped with various DSP settings including Dolby ProLogic II. This system is specially tuned by Bowers & Wilkins for the cabin of the XK and includes high output, low distortion Kevlar mid-range speakers and specially designed aluminum-dome tweeters that deliver superb mid-range and extended high-frequency responses.
However since Im not a professional audiophile, Ill leave the audio review to the experts at Hometheatrereview.com. Needless to say, they too were very impressed, and not just by the yellow cones in the door speakers.
My other minor interior foibles include the window switches and wiper control stalk that seem to have come from the era where Ford used to own Jaguar.
Summary – Parting is such sweet sorrow
They say that grief is the price we pay for love dont they? This is a sentiment that definitely rang true as I reluctantly turned in the keys to the XKR.
Jaguar has always prided itself on building cars that are spacious, comfortable, fast, and easy on the eye. The XK is no exception to the rule. It is almost the complete package with a great blend of performance, luxury, and image.
It is a full-on hardcore sports car when you want it to be, arguably approaching supercar levels. But cleverly, it never loses sight of the fact that it can be a serene grand tourer.
As perhaps a bonus, this is also one car that youll want to drive alongside mirrored windows all day long just to admire its profile.
And its certainly a car that anyone would be proud to have on his or her driveway.
With Jaguar slated to release more vehicles, including a SUV in the near future, I can’t wait to experience what else this brand has to bring for years to come!
[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.
[REVIEW] 2021 Mercedes-AMG GLA45
There comes a point in life where even car enthusiasts have to concede that despite having four doors, a sporty sedan such as a Subaru WRX STI or a Mitsubishi Evo just don’t fit the bill as a family car regardless of how many doors they both have.
While Subaru used to offer a five door hatch version of the WRX, there weren’t enough sales to justify the engineering costs. With the Ford Focus no longer sold in North America, the closest an enthusiast can get to a performance five door hatchback is arguably the 2021 Mazda3 all-wheel-drive five door hatch with the optional turbocharged 2.0-litre four cylinder engine borrowed from the CX-5 and CX-9 SUVs.
Mazda stops short of calling the Mazda 3 Hatch a true performance car though, and the torquey turbocharged engine, as good as it is, lacks the character needed to fill that role anyway.
So what is one to do when looking for a blend of more luxury, a carlike seating position, a sporty hatchback driving experience, but also additional space for family activities and the associated accoutrement?
Look no further than the increasing plethora of sportier crossover SUVs from luxury manufacturers such as the subject of this review, the 2021 Mercedes-AMG GLA45.
The previous GLA45 was a bit of an odd design with a semi-butch interior but yet small hatch dimensions. This time, the GLA is closer to what you’d expect size-wise compared to other conventional crossovers.
The move seems to be a smart one since both the Mercedes-AMG A35 and A45 five door hot hatchbacks are both offered in Canada (but not in the USA), along with the A35/45 sedan. By making it a bit bigger, the GLA differentiates itself from the hatches and is able to command more of a price premium as well.
Compared to its predecessor, the GLA now rides on Mercedes’ new MFA2 (modular front-wheel-drive architecture) and is more than 10 centimetres higher than its predecessor even though it’s 1.5 centimetres shorter. The AMG-specific Panamericana radiator grille with vertical slats identifies the newcomer as a member of the AMG Performance family.
Like the A45 and CLA45, AMG’s 2.0-litre turbocharged four cylinder engine makes an appearance here, delivering its maximum output of 415 horsepower at 6,750 rpms and 369 lb-ft of torque from 5,000 to 5,250 rpms. The engine is no mean feat as it is the most powerful production four-cylinder engine currently for sale.
It is hand built in an entirely new production line at the Affalterbach AMG engine production facility, where Mercedes-AMG has raised the “One Man, One Engine” principle.
As with the A45 and CLA45, power flows to all four wheels via an eight-speed AMG Speedshift dual-clutch automatic transmission (the lesser “35” AMGs only get a seven-speed). Although primarily front-wheel drive biased, the GLA45’s 4MATIC+ all-wheel-drive system is able to vector power at the rear from side-to-side via a pair of multi-plate clutches at the rear axle.
Official 0-100 km/hr times come in at only 4.3 seconds, only 0.4 seconds behind the lighter A45 hatch.
Like the non-AMG GLAs, the steering is variable-ratio and electrically assisted. Stopping is courtesy of significantly uprated brakes – chunky six-piston calipers and 360mm discs up front, and single-piston, 330mm rears.
My test vehicle was fitted with the handsome 21-inch two toned alloy wheels but 20-inch wheels are standard.
Does it serve as its advertised purpose as a “hot” crossover?
Over two decades later after AMG released its first high-performance luxury SUV, the ML55 AMG, many enthusiasts struggle to see the appeal of large monster-engined vehicles.
Those who are in this camp should feel more at home with the 2021 Mercedes-AMG GLA45 being smaller, more athletic, and a more focused driver’s machine versus its larger cousins. It’s essentially a crossover version of the handsome CLA four door coupe.
Compared to the first generation GLA45, this latest model looks like it has grown up a bunch with its short front and rear overhangs Yet, the GLA’s designers have stayed true to its character with its muscular proportions, contoured side profile, and visually compact greenhouse.
On the inside
The interior of the 2021 Mercedes-AMG GLA45 is almost identical to that of its GLA250 sibling with its high-quality turbine looking air vents and the high tech looking MBUX infortainment system dominating the dashboard.
The seating position for both the driver and the front passenger is higher and more upright than in the predecessor model with the driver and front passenger sitting 140 mm higher than in the A-Class. In comparison to the previous model, all-around visibility has also been improved, mainly due to an optimized cross-section for the roof pillars, which now block out less of the surrounding area.
Mercedes has done a commendable version of making the GLA45’s cabin feel premium despite its relatively lowly position on the AMG vehicle line-up. While it may not be anywhere as opulent as the GLE63s coupe, the interior still feels upscale and special. Moreover, it feels different enough from the non-AMG GLA.
The excellent multi-coloured ambient lighting system helps to bring some theatre to the otherwise plain interior. My test vehicle was fitted with the excellent AMG Performance front seats which lend to the upscale AMG vibe. Their shape wraps around you and holds you into position and are much more comfortable than the previous generation GLA45’s performance seats.
Despite being an entry-level AMG model, Mercedes hasn’t left out any of the tech goodies found on even the top-end AMG vehicles. Drivers can choose between the three AMG display styles of “Classic”, “Sport” and “Supersport” for the instrument cluster.
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: with a three-dimensional perspective, they reach far into the background to an artificial horizon.
In the AMG menu, the driver can call up various special displays such as gear speed indicator, Warm-up, Set-up, G-Meter, RACETIMER and Engine Data.
Onboard race engineer
Mercedes even offers the GLA45 with a system called “AMG Trace Pace”, purported to be a virtual race engineer.
Integrated into the MBUX infotainment system, the system is designed to be used when navigating a race circuit.
It continuously monitors more than 80 vehicle-specific data points (e.g. GPS position, speed, acceleration) and displays lap and sector times, as well as the respective difference from a reference time. Specific display elements are shown in green or red, and the driver is able to see at a glance whether they are faster or slower than their best time.
Well-known race tracks such as the Nürburgring or Spa Francorchamps, are already programmed within the system, and drivers can record their own circuits. The map display can even be switched from 2D to 3D and updated online.
The MBUX Augmented Reality function also allows the ideal line of a stored race track to be displayed on the multimedia display or optional head-up display, allowing the driver to improve lap times with a virtual instructor on board.
For the most part, the 2021 Mercedes-AMG GLA45 feels very much like the hot hatchback upon which its based. I found the higher ride height and seating position better to navigate around the sea of SUVs and pick-up trucks in day-to-day traffic with little of the penalty from the higher centre of gravity.
AMG extensively reinforced the body shell of the GLA45 compared to the GLA250, with a lightweight aluminium plate bolted underneath the engine to increase the front end’s torsional rigidity. Front and rear underbody diagonal struts further improve rigidity by reducing twisting of the body shell during cornering, braking, and load changes.
The 4 piston front calipers and internally ventilated and perforated brakes are equally responsive where only a light touch of the pedal is needed to stop the GLA. Opting for the optional AMG Track Pack, as fitted to my vehicle, and the GLA45 is fitted with an even larger braking system featuring red 6 piston front calipers and 360 x 36 mm brake discs up front. Non-track pack cars are fitted with 4 piston front calipers and slightly smaller 350 x 34 mm rotors.
You might expect the GLA to ride rather harshly due to its re-enforcements and taut chassis but you’d be wrong. Aside from oodles more space, you enjoy the same immediacy from the A45, but with a slightly more compliant ride.
None of the suspension components have been carried over from the previous generation vehicle, and the new McPherson strut front suspension and 4-link rear suspension is much more comfortable. Adaptive dampening, aka AMG Ride Control, allows the driver the choice of three different suspension tuning modes, from Comfort to Sporty to Dynamic.
The system operates automatically, adapting the damping forces for each wheel according to the driving situation and road conditions. This happens within milliseconds and is infinitely variable, with a wide spread of damping characteristics.
Despite riding 40 mm higher than an A45, the 2021 Mercedes-AMG GLA45 is good enough to make you question how much hot hatch or how much SUV you really need in your life. It is more responsive than its main rival, the 2021 BMW X2 M35i and even has more space.
With much of the technology shared from the larger and much more expensive AMG models, the GLA45 offers enough SUV versatility combined with hot hatch-ness to make it a credible candidate for a performance daily driver.
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