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[ROAD TEST] How the Ford Fusion Energi made me exercise more and changed my shopping habits



For any car enthusiast, much of the driving experience involves sound. The engine and exhaust notes are arguably both big parts of what make driving pleasurable. Car guys often pride themselves on being able to accurately guess what type of car is passing by, sight unseen, just from the engine and exhaust noises. For example, any Subaru fan worth his or her salt can discern the “brr brr brr” noise of a Subaru boxer engine from far away. Any diehard Porsche fan can do the same, and even perhaps be able to tell you if it’s an air cooled or water cooled engine.

Manufacturers spend millions of dollars tuning engine and exhaust noises, not to mention the number of aftermarket exhaust companies out there. A friend of mine with an E92 BMW M3 Competition spent $5000 on an Akrapovic titanium exhaust the week after buying his new car because he felt that the BMW engineers were too conservative with the M3’s factory exhaust note!

In my last car test car, the Ford Focus ST, Ford’s engineers went so far as to design a special “sound symposer” to enhance the sound of the engine note inside the cabin. On other cars, driver selectable exhaust systems can tune the exhaust note from barely audible to a raging angry dragon.

So it was quite a juxtaposition for me to get the keys to a car, a new type of car that challenges our concept of a traditional automobile. A car that can be driven without any engine or exhaust noises at all for a large majority of the time.

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For this test, I’m behind the wheel of a 2013 Ford Fusion SE Energi Plugin Hybrid. As I accepted the key to my chariot for the week, I joined the new wave of automotive technology, and along with it, became a small part of growing revolution that includes vehicles such as the Chevy Volt, Nissan Leaf, Tesla Model S, and of course the Toyota Prius.

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From young, I’ve always been a big fan of technology. From the latest gadgets to tech news, I consume as much of it as practical on a daily basis. But also being a car nut, I was excited to take a break from the normal car experience and live with an electric (hybrid) vehicle in real life.

Going into this car, I knew about its main criticisms. Primarily its small trunk space (8.5 cu ft) and its 600lbs extra curb weight over the regular Ford Fusion due to the electrical components and battery pack. But I wasn’t too concerned about both those items and here’s why you shouldn’t be either if you are interested in a Fusion.

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Life is all about choices and that’s why Ford offers 4 different variants of the Fusion for its customers. Like the Focus, the Fusion is a global platform vehicle. This means that aside from some name changes (called the Mondeo in other markets) and even more engine choices, this car is essentially sold mostly unchanged in other markets. And Ford fully expects it to succeed as well as it has in North America.

For our continent, the Fusion is offered as a non-turbo model, two different Ecoboost Turbo models (with FWD and AWD), as a regular hybrid, and finally my test vehicle, the plugin hybrid (with its Energi nomenclature). All models are built in the same factory on the same line so that Ford can quickly adapt to customer demand without costly retooling and other expensive logistics.

In short, you can buy the regular Fusion if you like the car but don’t need the power from the turbo engine. If you want more power or all wheel drive, the Ecoboost Turbo is your answer. For those who want to be greener or economical, the regular hybrid is your choice if you don’t want to sacrifice too much trunk space to the lithium ion battery.

As far as my experience, I wanted to cut through the marketing hype and really see what it was like to live with the Energi plug-in hybrid, and whether it was really worth it over the regular gas powered Fusion or even the regular hybrid. I should mention that Ford Canada offered all 4 variants to me and the Energi was the one I was most excited to try. The hybrid drivetrain would give me the safety net of a conventional engine, but with the electric drive and plug-in experience of a true EV.

So the car. What can we say about it? It’s handsome, stylish, comfortable, safe, and packed with tech gadgets. Not at all difficult to see why Ford has been winning over many Toyota Camry and Honda Accord customers since this car was launched for the 2013 model year. How far they have come since the days of the jellybean Ford Taurus!

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The Fusion is a product of what was originally Ford Europe’s Kinetic design concept from a few years ago. Today, Ford has consolidated all their global teams together around a blank slate to develop their mainstream bread and butter vehicles. The Fusion, Fiesta, Focus are all products of this “One Ford” vision and team. The result is ground-breaking designs that have won accolades all around the world.

With its fresh new face and sleek silhouette, I often referred to the Fusion Energi as my poor man’s Aston Martin Rapide. A big compliment for a car that really breaks the mould as to what a typically unoffensive family sedan should look like.

Chris Hamilton, the Fusion’s chief exterior designer says, “Our design brief for the new car was to give the mainstream sedan buyer a top-drawer visual experience, adding some emotional appeal to an already sensible choice”.

Clearly the design brief has been successfully applied to the Fusion.

Being a hybrid, power comes from two sources. A 141hp 129 lb-ft 2.0L inline-4 cylinder gasoline powered engine, and a 118hp 117 lb-ft permanent magnet AC synchronous electric motor powered by a 7.6-kWh lithium-ion battery pack. In comparison, the non-plugin hybrid Fusion comes only with a 1.4kWh battery pack. Both the regular hybrid model and the Energi plugin share combined power ratings of 188hp when both electric and gas motors are working together. More than enough to get around, but it won’t blow your socks off. The instant torque from the electric motor can even make the car fun to drive in EV mode with its Skytrain-like whirl and otherwise silent operation.

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Inside the car, you’ll find seats that are comfortable but yet European supportive. The materials are high quality enough for this price point, albeit a bit boring and business-like with slabs of black and grey plastic. A bit less exciting than the exterior design. However, this is an environment that most will have no problems getting used to and one that I could live with day in and out.



All of the switch gear is where you would expect, and I liked the small touches that maximized usable space. One such example is the hollow centre console area forward of the gearshift lever that houses the 12 volt outlet and a small tray for “stuff” such as your cellphone, wallet, etc.

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As far as gadget lovers such as myself are concerned, the Fusion does not disappoint. From the Ford MyTouch system with satellite navigation and SiriusXM satellite radio, to adaptive cruise control, automatic highbeams, blindspot warning system with lane departure warning and collision mitigation, there is a hell of a lot of tech value packed into a car at this price point. Many of these systems are ones that you’ll find in German luxury vehicles costing tens of thousands more.

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I found the rear cross traffic warning system particularly useful as it uses radar technology to warn you when there is traffic approaching from either side of your vehicle when you are backing up. Perfect for those tight spots when there is an SUV or minivan on either side of your car and you have to blindly back out of a spot. Chalk up one extra point for Ford’s available active safety systems in the Fusion.


In my Focus ST review, I complained about the MyTouch system being housed in the deeply recessed plastic shroud, thereby blocking some of the view on the edges of the touchscreen. The Fusion implements the same system but with a dashboard design that more flush mounted with the dash. In this application, it all works harmoniously without the ergonomic quibbles from the Focus.

What doesn’t work as well is the touch capacitive buttons for the radio, climate control, etc. This requires more of your attention as there aren’t any real buttons on the dash but instead touch sensitive flat surfaced ones which all feel the same. Give me back the Focus’ real buttons please!


Let’s talk a bit about the Fusion Energi’s pièce de résistance. Its ability to plug in, the technology surrounding the hybrid drivetrain, and ultimately its seriously good fuel economy. After all, that’s why you would pony up the extra bucks to get this vehicle over the regular Ecoboost or non-plugin hybrid model.


In my testing, I found that the Fusion Energi Plugin works as a 100% pure EV vehicle with some caveats.

  1. You live no further than around 30-40 kms from work and your commute doesn’t have too many uphill sections.  According to many studies, the majority of people can easily commute from home to work within this range.
  2. Ideally you can plug in close to work or at work.
  3. If you use this as a family car, your kids are old enough to not require a stroller.
  4. If you plan on travelling longer distances, you can fold down one of the back seats for luggage. This of course means that you won’t be able to carry more than 2 or 3 passengers due to the folded down back seat.
  5. You don’t live on a mountain or a hilly area. In my testing, I easily burnt off 30% of my battery capacity going uphill for a short distance (about a 5-7 minute drive) while in 100% EV mode. Use of the hybrid mode is a better idea here.

I really liked the “EV now” mode that allowed me to force the Energi into a pure electric vehicle (when there was enough battery) to minimize the amount of gas consumed. This was mostly how I drove the vehicle during my time with it. Conversely, there is also an “EV later” mode that allows the driver to save the charged up battery capacity for later usage.



The former was perfect for around town situations where I was close to a plug or a quick charger. The later was ideal for hilly or highway situations at higher speeds where the engine is not burning much fuel anyway.


In Hybrid vehicle (EV auto) mode, the Fusion Energi plugin lifts most of the limitations I listed above.

  1. It doesn’t matter how far you live from work because you can use a balance of engine power and electric power to get you there. The computer will figure it all out automatically.
  2. Plugging in is optional as it will give you far greater EV range, but it’s not mandatory. In fact, you can NEVER plug this car in at all and just use it as a strict hybrid, and it will still function brilliantly. But if you’re going to do this, you might get the regular hybrid model, save some money and gain a lot more trunk space.



Notably, Ford’s engineers have done a tremendous job in tuning the braking system in the Energi. The balance and transition between use of the friction brakes and the regenerative brakes is imperceptible. You would be hard pressed to tell when the electric motor is slowing down the car or when the actual mechanical brakes are being applied.

There is a nifty “brake coach” function in the instrument cluster that teaches you to brake more efficiently, using as much of the electric motor to slow down the car instead of the mechanical brakes. Essentially instead of converting your potential energy into heat to slow down (which is what friction brakes do) the regenerative “brakes” use the electric motor that drives the car and converts the potential energy into stored energy in the battery pack. It quickly becomes a game to see how often you can hit the 100% Energy Returned mark each and every time. The only losers here are maybe the petroleum companies and the brake component suppliers.


If I were to judge the Fusion Energi as a pure gasoline only car, there are a few drawbacks.

  1. The e-CVT transmission doesn’t make the car very engaging to drive without the assistance of the torquey electric motor. The Atkinson cycle 4 cylinder engine, while efficient, isn’t fun to rev up and is a bit lacking in low range torque. That’s just the nature of the Atkinson cycle design which is why these types of engines are only paired up with electric motors these days.
  2. Under hard throttle, something that you will rarely do in city traffic, the CVT holds the engine at higher rpms and the engine note isn’t very nice to listen to for long durations. Thankfully it’s just the noise that permeates the cabin and not any vibration.
  3. The extra weight of the bigger battery necessitates heavier duty rear springs to support Energi’s rear end. Over speed bumps or on really twisty roads though, you will still notice the extra weight and the suspension working the tires hard for grip.
  4. This is still a family sedan and while the steering weights up nicely, like most electrically assisted systems, it is a bit numb with little road feel. It’s not the worst I’ve experienced, but certainly not the best either. In day-to-day situations, it’s easy to drive and works well enough, but obviously don’t expect it to be as precise or dynamic as an Aston Martin, despite the Fusion’s similarly great looks.

Why did I say that the Fusion Energi helped me to exercise more?

Since I live close to a pair of 240 volt GE Wattstation quick charging stations at a mall, I wanted to take full advantage of the infrastructure in place.


My evening routine consisted of parking and plugging in the car at the charging station, then walking back to my condo building; a quick 5-7 minute walk. When the car was done charging, the GE Wattstation app would email me that the charge was complete. I would then walk back to pickup the Fusion. It was a total different shift in mindset, and one that you have to be able to fully commit to day in and out. If you have your own house with a garage, there is little for you to adapt to. Just plug in and leave it overnight.


If you aren’t using a GE Wattstation public charger, there is also an in-car display as part of the MyTouch system. The battery screen displays an estimated completed time once you plug in, as well as how long it will take to charge the car depending on whether it is a 120 volt or a 240 volt outlet. On the outside, a nifty blue LED halo surrounds the charge port once you plug in.

It’s a simple to read system that segments the halo in 4 different quadrants and lights them up depending on how much the battery is charged up (25%, 50%, 75%, 100% fully charged).




I really enjoyed the fact that I could charge the Energi’s 7.6-kWH lithium-ion battery from 0 to 100% in only 3 hours using a 240 volt quick charger. But crucially, since the battery pack isn’t as large as something like the Tesla Model S, you can charge up the vehicle to 100% capacity in about 7-8 hours (or basically overnight) just using a standard 120 volt home outlet. This makes the car easy to live with regardless of whether you want to run it as a pure EV or a hybrid.


If you can live without the ability to quick charge the battery, you can totally avoid the expense of installing a special 240 volt quick charger in your home. This saves about $2000.

The Fusion Energi also comes with 5 years of Ford’s MyFordMobile telematics service. This was one of the main highlights of my week with the car as it allowed me to monitor many functions and charge times from a smartphone app or the website.

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Using either the app or the MyFordMobile website, I could access to various stats, progress, functions and settings. For example, you can program the car to alert you when it is done charging, if there is an accidental unplug, or even track the location of your vehicle! There is also a remote start, remote unlock/lock option.


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For a taste as to what you can look forward to, check out the comprehensive Ford owners’ videos channel on YouTube. There is a brilliant amount of information here!

EV Owners and their mentality

Every heard of I hadn’t either until I started researching into the EV community. With free iPhone and Android apps to compliment the website, EV owners around North America can search for the closest charging station, check into it upon arrival, indicate when they are there for, or even write comments about whether the station has any issues or challenges. The site and app are totally free. Content is created by the EV owners who literally post, rate, check-in daily as part of their EV ownership routine.


That in essence describes many of the EV owners today. They’re a growing community, a tribe. Evangelists who have taken the first step (and put their money where their mouths are) while these vehicles and the technology are still in their infancy.

Over my week long test drive, I found myself truly buying into this mindset and advocating the merits of EV ownership to complete strangers. This was easy as there was not a single day where I wouldn’t be approached by at least 3 people when plugging in (or unplugging) at the public quick chargers.

With the Fusion’s good looks and the number of people swarming around the car, you would think that I was actually a celebrity with an Aston Martin Rapide! People were taking photos with their smartphones, asking me questions, and even requesting seat time in the car! When was the last time a Toyota Camry hybrid driver got asked for some seat time? Probably not ever!

As for the reactions from others, most of the comments were positive, especially around the aesthetics of the Fusion. Most were impressed that this was a Ford. But as expected, there were a few gripes over the big battery pack in the trunk.

If you aren’t an extrovert, driving a Fusion Energi may well bring you out of your shell! How about putting that in an ad eh, Ford Canada?


But in all seriousness, buying into the EV mindset also meant subscribing to the principles of A.B.C (aka Always Be Charged). As such, I did find myself shopping at malls and grocery stores only where there were EV quick charging stations, even if the stores were a bit further out of the way. I have a feeling that anyone who spends the extra dough for the Energi versus the regular Fusion hybrid is very likely to do the same.

Malls and businesses should really take note here and use these charge stations as a free incentive (at least for the time being) to bring in new customers. One such example is the VanCity Port Coquitlam branch pictured below.

I wasn’t particularly impressed that Coquitlam Centre bothers to charge $1 per charging hour when none of the other malls do. According to the Plugshare community, Coquitlam Centre mall is the only free parking lot with public chargers that charges for electricity. It seems almost trivial and many EV owners have specifically voiced their displeasure on and how they will never venture out to this mall just out of principle.


Overall impressions:

For anyone with relatively short commutes and access to quick charging stations (or a even a 120v plug) at work, the Fusion Energi plugin hybrid truly can be used as an electric vehicle for most of the time.

Over the course of the 316.6km that I had the vehicle, I used only 6.68L of gas by plugging in as often as possible.


If I were to use a combination of both electric and gasoline power, the Energi calculated that my range would be 837km before both the gas tank is dry and the battery pack depleted. That’s probably a bit optimistic so I would knock off 5-10% of that figure for real world conditions. That’s still a really good amount of range from the 53 litre (14 US gallon) tank, and should put any long distance trip worries to bed.

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As mentioned earlier, the Fusion Energi has a couple of drawbacks of course, primarily being the lack of trunk space and the price. At an as tested MSRP of $44,789, this is significantly more expensive than the regular non-plugin hybrid.

Regardless, I grew pretty fond of the Fusion Energi in the few days that I had the car. The hybrid drivetrain still provides a safety net and also the long-distance range that most of us have come to expect from a primary 4 door 5 passenger family vehicle. And of course by buying the Fusion, you get the stand out premium look that you wouldn’t necessarily equate with an ordinary family sedan. Maybe that price isn’t too bad at all for a poor man’s Aston Martin Rapide after all?


My ratings (each category out of 10).

Power: 7

Handling: 7

Ride comfort: 8

Controls: 7.5

Quality: 8

Fuel consumption: 10

Technology: 8

Value for money: 6.5

TOTAL: 62/80

Andrew is a proud car and tech geek who has worked in Surrey for over the last 10 years. He comes from a communications/marketing background and has worked for automotive-related companies such as, since 1999. From track driving, to rally driving to autocross, he has done it all. When he’s not reading or writing about the latest automotive news, he can be found outdoors snapping pictures at various events around town. You can contact him at Andrew (at)

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[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.

Final thoughts

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.

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[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.

Standard wheels are 21-inch ten-spoke, but six other styles are available, including a 23-inch option as fitted to my test vehicle.

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.

Step inside

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.

The touchscreen multimedia display can also present drivers with telemetry data, visualizations of various driving programs, and AMG TRACK PACE race track telemetry.

Final thoughts

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.

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[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.

Final thoughts

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.

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[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.

This gearbox also has a rev-matching feature, further helping to smoothen out the engine’s delivery.

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.

Final thoughts

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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[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.

What’s new?

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.

How does it drive?

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.

There is very little roll and slack in the chassis, and the GLA45 feels eager and alert. The adjustable steering weight has much more feel than the first gen GLA45 and the rack is very quick.

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.

Final thoughts

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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