G-Class Edition

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automobile magazine

>> MERCEDES BENZ G-CLASS >> Truck world

The 2021 Toyota Tacoma

>> supercars McLaren 765 LT

>> Hatchbacks Volkswagen Golf GTI

+much more

>>

COVER STORY

PG.3 MERCEDES BENZ G-CLASS

>> Truck world

>> supercars

>> Industry Knowledge

>> SUV’s

Pg. 13: The 2021 Toyota Tacoma

Pg. 21: The companies Volkswagen own

>> Personality Feature

Pg. 23: Sebastian Leob

Pg. 25: McLaren 765 LT

Pg. 31: 2021 Lamboghini Urus

>> Hatchbacks

Pg. 41: 2021 Volkswagen Golf GTI

>> Poster Feature Pg. 47: Dallara Stradale

>> Vs Mode

Pg. 51: BMW 3 series Vs Mercedes Benz C-Class

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MERCEDES-B HIGHS Ownership indicates wealth and status, custom options can enhance exclusivity, off-road capability is off the charts.

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LOWS Square body generates w agility not its forte, exorb reach for most.

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BENZ G-CLASS

wind noise, on-road bitant price puts it out of

VERDICT The G-class allows the affluent to showcase their riches on and off the beaten path.

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>>OVERVIEW...

The 2021 Mercedes-Benz G-class isn’t just a six-figure SUV driven by the rich and famous, it’s an unmistakable off-road icon than lives up to its considerable reputation.

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THOSE WHO CAN AFFORD TO OWN A G550 SHOULD HAVE DEEP ENOUGH POCKETS TO COVER ITS PROPENSITY TO SWILL GASOLINE.

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>> COVER STORY

The G-class’s lofty price tag means it’s only available to folks in a certain tax bracket, but anyone can appreciate the tall and square design that has been its calling card for decades. While Mercedes carefully evolved the Geländewagen’s outward appearance during a recent redesign, the company greatly improved its road manners with a more sophisticated independent front suspension. Its larger proportions also make it roomier than its predecessors, and the styling and materials inside now fit its luxury pedigree.

Of course, the G-wagen wouldn’t be complete without a sturdy frame, ample ground clearance, and three locking differentials. Powering all four wheels is a potent 416-hp twin-turbo V-8 that pairs with a nine-speed automatic transmission.

>>What’s New for 2021?

The big news for the 2021 Mercedes-Benz G-class is that it’s now more customizable than ever.

That’s because the company’s G manufaktur program now offers 34 different exterior colors and 54 interior upholsteries. Other updates include a newly standard 12.3-inch fully digital gauge cluster and fresh options, such as new 20-inch wheels and an appearance package called Night Package Magno.

Every G-class commands a six-figure price, and the number can get a lot higher with the wide array of expensive options.

We’d avoid the priciest upgrades and enhance our version with thoughtful choices. These include the Exclusive Interior package that adds the nicer nappa leather upholstery and snazzier trim pieces. The Seat Comfort package includes massaging front seats with ventilated cushions, and the available adaptive dampers allow adjustable ride quality. The only other option we’d choose is the heated steering wheel.

>>Engine, Transmission and Performance

differentials and a low-range gear, which means it can tackle just about any terrain. That along with generous ground clearance and a maximum towing capacity of 7000 pounds make it a useful tool when it’s not shuttling socialites.

>>Fuel Economy and Real-World MPG

Those who can afford to own a G550 should have deep enough pockets to cover its propensity to swill gasoline. The EPA expects every model to earn 13 mpg in the city and 17 mpg on the highway.

Powered by a twin-turbo V-8 that makes 416 horsepower and 450 lb-ft of torque, the G550 is as quick on the street as it is capable on the trail. Those who want an even speedier G-wagen can opt for the AMG-tuned G63 that makes 577 horses and 627 lb-ft.

All-wheel drive is standard on the G550 and its engine shuttles power through an obedient nine-speed

automatic transmission.

The 2019 G550 has much improved road manners compared with the outgoing model, thanks to an independent front suspension and a lower center of gravity. However, its square and tall body caused a lot of wind noise at higher speeds, and it sure doesn’t help the SUV feel swift around corners. Still, the G550’s steering feels more precise than ever and the ride quality is composed on all but the choppiest surfaces. Mercedes also equips each G-class with three locking 07

>>Interior, Comfort and Cargo

Adding to the G-class’s off-road chops, the interior is all about luxury and offers more space for people and cargo than the previous generation. Standard features include a 12.3-inch fully digital gauge cluster, heated front and rear seats with leather upholstery, a power-adjustable steering column,

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and three-zone automatic climate control. With the check of a few option boxes, buyers can enjoy massaging front seats with ventilation, a heated steering wheel, nappa leather upholstery, and a digital gauge display.

The G manufaktur options offer the most opulent aesthetic and allow more than 54 unique interior upholsteries, but they cost a considerable amount of money.

While there’s no shortage of headroom in the front or rear seats, the experience isn’t as palatial as other high-end SUVs such as the Bentley Bentayga or Rolls-Royce Cullinan. Still, the Benz has tons of cargo space.

>>Infotainment and Connectivity Every G-wagen features a large 12.3-inch infotainment display that is primarily controlled through a rotary knob and touchpad mounted on the center console. Along with useful steering-wheel controls and voice commands, the system is easy to operate and less distracting than touch-heavy alternatives. It also comes standard with Apple CarPlay and Android

Auto, as well as a 15-speaker, 590-watt Burmester audio system.

Those looking for further upgrades can add a Wi-Fi hotspot or a rear-seat entertainment system.

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>>Safety and Driver Assistance Features The G-class hasn’t been crash-tested by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). However, it does have a slew of standard driverassistance technology such as blind-spot monitoring and self-parking assist.

Key safety features include: • Standard forward-collision warning • •

and automated emergency braking Standard adaptive cruise control with stop-and-go technology Standard lane-departure warning and lane-keeping assist

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PRICE IS WHAT YOU PAY. VALUE IS WHAT YOU GET. Unknown 09

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>> CAR TIPS Most modern cars will notify you via warning lights whenever there are some issues that require immediate attention. However, those warning lights will be useless if you can’t interpret what they mean to choose the appropriate course of action.

Here’s how it goes:

>>Oil Warning light

>>ABS Warning light

Once the oil in your engine is lowerthan recommended, the oil warning light will engage. It could also be a symptom of a bigger problem like oil filter blockage or oil pump malfunction. Mind you, driving your car when the oil warning light is on can completely wreak the engine.

Just like the brake warning light, if the ABS warning light flashes, it’s a sign that there could be a problem with the anti-lock braking system.

In other words, it could be harer for you to suddenly stop your vehicle in an emergency situation.

Otherwise, if both your ABS and brake warning lights are on, you shouldn’t risk driving your vehicle until the problem is fixed.

>>Service engine light You see that little print on your dashboard written “service engine”, “service” or “maint read”? When you see that indicator light, it’s a reminder that the recommended maintenance schedule is due.

>>Check engine light Otherwise known as the malfunction indicator lamp, it will tell you whenever the sensors in your engine detect a problem that ought to be fixed. Usually, it doesn’t specify the exact issue but you can consult a mechanic or use OBD2 scanner to find out the root cause of the problem.

>>Brake warning light If the brake warning light indicator automatically turns on, it could mean your brake fluid level is low or the brake pads are worn out.

The brake warning light can also turn on when you’ve engaged the parking brakes. But just to be sure.

>>Coolant warning light Don’t wait for a whistle! In case you see the coolant warning light, you should pull over immediately, open the hood and wait for the car to cool down. The coolant light tells you that the engine internal temperature is beyond limit and if you keep driving you may damage it. Don’t forget: never open the radiator cap when the engine is hot!

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THE CARS WE DRIVE SAY A LOT ABOUT US Alexandra Paul

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THE 2021 TOYO

HIGHS Great for off-roading, rugged and reliable, packed with driver-assistance tech.

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LOWS Crew cab’s tiny back seat uncoordinated, interior q

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OTA TACOMA

t, automatic gearbox is quality is disappointing.

VERDICT The Tacoma lacks the refinement of top rivals, but it remains a popular option for both off-road enthusiasts and the truck’s long-time fans.

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>> TRUCK

WORLD

>>Overview

Lovingly called the Taco by its legion of fans is a practical mid-size pickup truck first and an off-road toy second. However, its legend is largely influenced by the latter, especially when combined with Toyota’s storied reliability. Although most of its competitors are more refined, and the Jeep Gladiator is even more capable, the Tacoma has earned a cult following the hard way over time, delivering what customers wanted. Its fourcylinder and V-6 engines aren’t all that impressive, and its automatic transmission is as coordinated as a newborn baby bird, but the truck’s TRD models are particularly proficient at tackling trails and playing in the mud. While its interior is plasticky and even the crew-cab model has a diminutive back seat, the 2021 Tacoma is popular for reasons related to the heart rather than the head.

and towing muscle, but the base four-cylinder is underpowered and best avoided. We also advise steering clear of the persnickety six-speed automatic transmission with either engine stick with the six-speed manual and the V-6.

Anchored by the automatic, the bigger engine struggles at times.

The TRD Sport and the Limited models are oriented toward city driving, whereas the TRD Off-Road and the TRD Pro versions seek rougher paths. Still, none of these choices are particularly quick. Far from the first choice for ride quality and handling, the Tacoma can tackle the trails or rough back roads with ease. It can be outfitted to take advantage of dirt-treading opportunities or pavement cruising.

The Limited delivers a satisfying ride that is smoother and quieter than the off-road versions.

>>Towing and Payload Capacity At its brawniest, the Tacoma can tow up to 6800 pounds with rear-wheel drive; four-wheel-drive versions can pull 6500 pounds.

The utilitarian layout and materials are of a different era. The higher trim levels rely heavily on hard plastics and minimalistic materials. However, the Tacoma finally offers a power-adjustable driver’s seat.

Still, cramped quarters are a staple of the Tacoma. The crew cab’s rear seat is where passengers in the Tacoma will have to squeeze, as legroom is abysmal. The Tacoma has more than enough volume in its five-foot or six-foot bed, but it disappoints with few storage cubbies and limited carry-on space inside. Storage capacity is restricted inside the Tacoma.

>>Infotainment and Connectivity We’ll give Toyota a nod for incorporating touchscreen infotainment in every Tacoma. The base model features a 7.0-inch display and all other trim levels have an 8.0-inch screen. The company also has finally added Apple CarPlay and Android Auto compatibility,

>>What’s New for 2021?

Toyota will offer a limited-run Tacoma Trail Edition model, but only 7000 copies will be available. This version is based on the SR5 crew cab and offers rear- or four-wheel drive. It comes with unique 16-inch TRD-style wheels with all-terrain tires. In addition to black exterior badges and a different grille, the Trail Edition has a lockable storage unit and a 120-volt outlet in the cargo bed. Inside, the cabin features all-weather floor mats and black upholstery with tan contrast stitching.

>>Engine, Transmission, and Performance The Tacoma’s optional V-6 engine provides decent performance

>>Fuel Economy and Real-World MPG The V-6 Tacoma’s EPA-rated fuel economy ranks in the middle of the pack, but in our real-world highway testing, it falls short of more efficient competitors.

Although the manual transmission with the V-6 has the worst fuel economy, it’s way more fun to drive.

>>Interior, Comfort and Cargo

Sticking to your roots is commendable, but it doesn’t work in the favor of the Tacoma’s cabin.

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which should improve the user experience versus the previous infotainment system.

While several USB ports and a wireless charging are available, the Tacoma still doesn’t offer a mobile hotspot as do some of its rivals.

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The TRD Sport and the Limited models are oriented toward city driving, whereas the TRD Off-Road and the TRD Pro versions seek roughe paths.

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A LITTLE DIRT NEVER HURT Unknown

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>> INDUSTRY KNOWEDGE There are so many brands in the automotive industry that it’s hard to keep track of who owns what.

Let’s learn about Volkswagen group subsidiaries. What Companies Does Volkswagen Own?

>>Volkswagen Passenger Cars As the name suggests, this brand includes all the passenger vehicles that go under the brand name VW. They manufacture models like Fox, Gol, Virtus, Voage, and Nivus exclusively for Latin America.

On the other hand, Bora, Santana, Lavida, Magotan, Kamando, Passat (NMS), Phideon, Sagitar, C-Trek, Tayron, Tayron-X, Viloran, TIGUAN X are available only in Chinese automobile market.

>>Audi Does Volkswagen make Audi? yes.

Since the company acquired Auto Union GmbH, it’s the legal owner of Audi. In the 1970s, the acquisition of Audi saved VW as Audi cars became a massive hit besides other VW lines like Golf and Polo

>>Seat In 1982, Volkswagen took the first step to expand its realm outside Germany by making a cooperation agreement with SEAT. This Spanish company became the first non-German subsidiary of VW AG in 1986 after a takeover of 51% controlling stake by the latter. Now, Volkswagen has full ownership of SEAT.

>>Škoda

>>Porsche

In 2000, the leading Czech a utomobile manufacturer Škoda became the subsidiary of VW. However, the process started in 1991, when Volkswagen and Škoda had a joint venture partnership agreement. At that time, VW owned only 30% stakes, which increased to 70% in 1995. Škoda specializes in producing compact cars and family-friendly sedans.

Volkswagen owns Porsche at this moment. Back in 2009, it bought 49.9% shares of Porsche. It was the first step for VW to form an int grated automotive group. They were unable to complete the merger in 2011 due to some legal issues, but the merger did happen in 2012 when VW bought the remaining stakes of Porsche to become its parent company.

>>Bentley Since 1998, Bentley has belonged to the VW AG. However, this brand celebrated its 100th anniversary in 2019. Bentley was initially a British company that specializes in making SUVs and luxury cars. After the acquisition, Volkswagen spent nearly US$845 million to increase production besides modernizing the factory of this luxury British automobile and classic car producer.

>>Bugatti In the year 1998, Volkswagen bought the rights to manufacture cars under Bugatti, the famed French luxury brand. The complete incorporation took place in 2000.

Now, VW produces ultra-highperformance cars under this line.

It manufactures models like Veyron and Chiron that both buyers and critics admire.

>>Lamborghini Lamborghini was the product of Indonesian conglomerate SEDTCO, but it went for a change of ownership during the late ’90s. It was VW who saved it in 1998 after purchasing it with $110 million, providing its stability. Today, it manufactures high-performance luxury sports cars that are popular worldwide.

>>Ducati In 2012, Volkswagen Group Ducati for around $840 million. Since then, the legendary Italian motorcycle manufacturer has introduced some of its most popular sub-brands like Scrambler, Multistrada and Panigale.

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>>Volkswagen Commercial Vehicles Volkswagen Commercial Vehicles or VWCV is an individual brand, not a legal entity. Although it used to be a part of Volkswagen Passenger Cars (business area), it started operating as a separate marque in 1995. Now, it is the associate partner of VW Truck & Bus, which also manages brands like Scania and MAN. At present, it manufactures vans, pickup trucks.

It also has a campervan named Volkswagen California.

>>Scania Scania is the subsidiary of VW that makes heavy commercial vehicles.

This long-standing Swedish brand has been one of the first commercial vehicle manufacturers in the world. Back in 2000, VW bought 18.7% of Scania’s share capital. It was in 2014 when Scania became a wholly-owned subsidiary of VW. Currently, it produces engines, heavy trucks, and buses in 14 different countries.

>>MAN Volkswagen Group acquired MAN in 2012. This sub-brand mainly works in the areas of transport and energy. MAN occupies a large market share in all departments it supplies: buses, trucks, vans, turbo-machinery, diesel engines, and special gear units.

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>>

Mercedes-Benz

Keyless go Vs Keyless start Technology these days never fails to amaze us, especially in the automobile industry. With today’s inventions, car owners can easily open, close, start or stop your Mercedes-Benz without the hassle of finding the car keys.

>>Keyless Start ... is the car feature for most Mercedes. With this feature, car owners can start the vehicle just by stepping on the brake or pressing the Start button on the dashboard.

In short, drivers can start the car without key requirements.

>>Mercedes Keyless Go

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KNOWEDGE EXISTS EVEN WITHOUT YOUR KNOWLEDE

Unknown

... is an upgraded version of Keyless Start. Car owners can just use a dash-mounted button or press the brake pedal in order to start the vehicle. However, by carrying the key inside your pocket, your purse or your bag, drivers can open/close the doors automatically. All you need to do is just touch the door handle. This is thanks to the Keyless Go® that senses the Smart key is around and unlocked or locked the cars.

S-Class Coupe and GLE Coupe are the two models that come with this feature as standard. Other Mercedes-Benz cars can also have this feature as an extra option when purchasing.

>>How to Use Keyless Go Drivers need to open the driver’s door by grasping the door’s handle, open it and unlock all the doors.

There is a removable push button in the ignition that car owners can see clearly from the driver’s seat.

You can leave it to start or stop your automobile when pushing this button. Drivers can also take it off in order to start your car normally with the SmartKey. When the Mercedes-Benz Keyless Go® system is activated by pressing this button, each press will open a different car feature: 20

Press one time, you turn on the accessories of the vehicle. When press two times, the car will automatically turn on the electrical systems and the dash lights.

After the third press, all features will be turned off. However, drivers need to open the door or remove their foot off the brake before pressing this.

To start the engine, all you need to do is press the brake pedal while pushing the start button. In order to turn off the engine, shift the gear to parking, then press the START button and keep your foot on the brake pedal.

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FAST CARS ARE MY ONLY VICE Michael Bay

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>> PERSONALITY FEATURE

SEBASTIEN LOEB • • • • • •

Date of Birth 26.02.1974

Age 45 Birthplace Haguenau, France

First Rally 1999, Rally RACC Co-Driver Daniel Elena

Rally Wins 79

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NOT JUST A WRC LEGEND, BUT ONE OF MOTORSPORT’S ALL-TIME GREATS.

Loeb won nine consecutive world titles from 2004 - 2012 and has racked up 79 event wins.

After several seasons away, the Frenchman is again at the forefront of WRC competition with defending manufacturers’ world champions Hyundai Motorsport.

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Loeb excelled as a gymnast before turning his attention to motorsport in 1995. He won the French Citroën Saxo Trophy in 1999 which brought him to the attention of Citroën Sport boss and career mentor Guy Frequelin.

In 2001 he underlined his potential by finishing second in a guest appearance in a factory Xsara WRC at Rallye Sanremo and signed for Citroën in 2002. Loeb took his first win that year at Rallye Deutschland and in 2003 he won three rallies and missed out on his first world title by only one point.

He won six rallies in 2004 to begin his remarkable title run and the following year he became the only driver to win 10 rallies in a season en route to his second crown.

Title number three came in 2006 at the wheel of a private Kronos-run Xsara, despite missing three rallies after falling from his mountain bike and breaking his arm.

In 2007 Loeb was back with Citroën Sport in the new C4 WRC and won his fourth crown, adding a fifth in 2008 after another vintage year when he won 11 rallies.

His 2009 title was a less easy ride.

After a storming start with five wins from five rallies, Loeb suffered a torrid mid-season run, and eventually took the title by a point after a last round scrap with Mikko Hirvonen.

Normal service was resumed in 2010 after eight more wins and he added two more titles in 2011 and 2012. He completed only a partial programme in 2013, bowing out amid emotional scenes at his home event in Alsace, the region where he was born.

Loeb made a full-time switch to circuit racing, joining Citroën’s World Touring Car team, before mixing World Rallycross and cross-country rally programmes with PSA stablemate Peugeot.

Rumours of a WRC return came to fruition in 2018 with a three-rally programme in Citroën’s C3 and he shocked the sport by claiming a thrilling victory in his final event in Spain.

Loeb was snapped up by Hyundai Motorsport for six rounds in 2019 and has a similar programme in 2020, sharing the squad’s third car with Dani Sordo.

2021 McLaren 765LT

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Think of the new 765LT as the budget Senna, offering almost all the speed of McLaren’s ultimate track car for less than half the price.

It can be hard to keep up with the pace and complexity of McLaren’s model program. Many of us find ourselves struggling to list the subtle differences that distinguish what is meant to be the Porsche-fighting Sports Series and the Ferrari-baiting Super Series, especially as all McLaren’s roadgoing cars share the same core architecture. And as the carbon-fiber tub, mid-mounted twin-turbo V-8 and dual-clutch transmission are nearly identical in each variant, it’s easy to presume that the cars and the driving experiences are equally interchangeable.

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//SPECIFICATIONS...

VEHICLE TYPE mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe ENGINE TYPE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, port fuel injection Displacement 244 in3, 3994 cm3 Power 755 hp @ 7500 rpm Torque 590 lb-ft @ 5500 rpm TRANSMISSION 7-speed dual-clutch automatic DIMENSIONS Wheelbase: 105.1 in Length: 181.1 in Width: 76.0 in Height: 47.0 in Passenger volume: 48 ft3 Cargo volume: 13 ft3 Curb weight (C/D est): 3000 lb PERFORMANCE (C/D EST) 60 mph: 2.4 sec

>>2021 McLaren 765LT: The Sensible Senna...

Yet that categorically isn’t true, as proven by the new 765LT. This car is based on the existing 720S, itself the lightest and quickest machine in its light, quick segment. But the LT has been given increases in both urge and aerodynamic downforce, while also losing a claimed 176 pounds compared to the already svelte 720S. The result is a car that is nearly as fast and exciting as the range-topping Senna, despite costing less than half as much.

It’s also a much more handsome proposition from every angle.

LT stands for Long Tail, a name that harks back to the race-evolved McLaren F1 GT of 1997 and that has become modern McLaren’s way of designating models that are track biased while still being road viable. The 765LT is a successor to both the 2015 675LT and last year’s 600LT. Like both earlier cars, it will ultimately spawn a spider version.

But following complaints from some 600LT buyers that their cars were not part of a limited run

a strategy that helps protect residual values—765LT coupe production is restricted to, appropriately enough, no more than 765 examples. Around a third of those are expected to come to the United States. Starting at $358,000, it’s only slightly more expensive than the 675LT was five years ago. A free-flowing quad-tailpipe titanium exhaust system shaves 8.3 pounds of weight compared to the system on the 720S. Further mass has also been saved with lightweight race seats, ultralight alloy wheels, polycarbonate rear side glazing, and even the removal of interior carpeting. The lightest possible configuration requires buyers to opt to live without air conditioning or infotainment systems, but we’d guess most buyers will keep both (as no-cost options) and live with the 25.3-pound weight penalty.

Even with A/C and a stereo, McLaren says the 765LT weighs but 2988 pounds fully fueled.

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As with all of McLaren’s harder-core offerings, the 765LT’s cabin is big on carbon fiber and light on toys and fripperies.

The core architecture is shared with the 720S and includes the same fold-down instrument pack that motors itself from a conventional display to a pared-down rev-counter and speed readout when the car is put into track mode.

There is no elegant way to climb into the tight-fitting Senna-spec bucket seats and negotiate their six-point harnesses—a conventional seatbelt is also fitted—but once in place the view over the microfiber-trimmed dashboard is appropriately racy.

While the 765’s 4.0-liter engine makes 34 fewer horsepower than the Senna’s V-8 and the LT carries slightly more weight, the performance difference between the two cars is slight.

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The reality of those accelerative forces are substantial enough to cause physical discomfort—don’t take a 765LT on track after a large lunch. Yet the huge grip of the track-spec Pirelli Trofeo R tires can be deployed with remarkably little drama. McLaren also gave the LT a chime that sounds as it gets close to its 8100-rpm rev cut. Mechanical grip levels are huge, especially as the fast-acting stability and traction management systems intervene to hold the LT on the cusp of rear-end breakaway, feeding power back in seamlessly as the steering unwinds. A more permissive stability-control mode allows heroic-feeling slip angles in slower turns, although—as with all McLarens—the 765LT is short on steering lock when it comes to dealing with serious oversteer. Most owners will prefer to leave the systems watching their backs, especially given how unobtrusively they intervene. The car’s aerodynamics help with high-speed stability, too.

McLaren refuses to say how much downforce the 765LT can make, only saying the figure is 25% higher

than the equally unquantified total for the 720S. But on Silverstone’s faster turns, the hand of God could be clearly felt pushing the car into the asphalt and increasing confidence, especially when turning into high-speed corners without first settling the front end with the brakes.

While downforce levels are obviously less than those of the Senna, which produces up to 1764 pounds of aerodynamic assistance, the 765LT also feels lighter on its feet and more adjustable in corners than its wing-covered sister.

The upgraded brake package is also close to extraordinary, turning what felt like outrageously late braking points into timidly early ones. It might not sit at the top of the McLaren hierarchy in terms of pricing, but it is almost certainly the most thrilling choice in the current range and possibly the entire supercar segment. And thrilling is what cars like this are supposed to be all about, right?

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TAKE CARE OF YOUR CAR IN THE GARAGE, AND THE CAR WILL TAKE CARE OF YOU ON THE ROAD.

Amit Kalantri

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HIGHS

2021 LAMBOR

LOWS

Looks unlike any other SUV, faster than any other SUV, more practical than any other Lambo.

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Inferior craftsmanship ve Lamborghinis, the definit most people can’t afford

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RGHINI URUS

ersus other tion of a gas-guzzler, one.

VERDICT

The Urus is a wildly styled super SUV that transcends the boundaries of this outrageous supercar brand.

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<< SUV’s

>>Overview The 2021 Lamborghini Urus is extreme in almost every way, which is exactly what’s expected when a legendary supercar maker builds an SUV. Its chiseled bodywork and hulking proportions are appropriately exaggerated, but don’t think this 641-hp Italian monster isn’t a terror on the track. In fact, it was the quickest SUV we’ve ever lapped at Virginia International Raceway.

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This is a testament to both Lamborghini’s dedication to absolute performance and the super-ute’s track-ready hardware. While the company’s Aventador and Huracan supercars can only be enjoyed by two people, the Urus can entertain and no doubt frighten as many as five passengers. Along with actually useable cargo space, it has the ability to tow a trailer and tackle off-road obstacles. Sure, it costs a fortune and shares some parts with the much less-expensive Audi Q8, but the 2021 Urus earns its title as

the ultimate SUV.

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>>What’s New for 2021?

Lamborghini makes the 2021 Urus more unmistakable if that’s even possible by giving it wilder paint options. These include either bright green, orange, or yellow as part of the new Pearl Capsule appearance package. This kit also adds contrasting 23-inch wheels as well as black trim pieces on the roof, rear diffuser, and spoiler. Whether the exterior is coated in Giallo Inti (yellow), Arancio Borealis (orange), or Verde Mantis (green), the cabin’s upholstery is colored to match when paired with the new package. Along with several other fresh paint choices, the largest Lambo now has more standard driver assists (adaptive cruise control and blind-spot monitoring) and handful of other new standard and optional features. The 2021 Urus is also more expensive than the outgoing model, with an extra $10,683 tacked onto its starting price. That may be the only thing about the Urus that goes unnoticed. Although the Urus costs close to a quarter of a million dollars, it’s still the least costly Lamborghini you can buy. Add the fact that it can haul more than two people and an ample amount of luggage and it’s also the best value in the Italian company’s lineup.

The interior color scheme is set to match.

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Looks unlike any other SUV, faster than any other SUV, more practical than any other Lambo.

>>Engine, Transmission

and Performance

The Urus is powered by a twinturbo V-8 that makes a stout 641 horsepower, burbles deeply when idling, and absolutely howls under full throttle. Permanent all-wheel drive and an eight speed automatic transmission conspire with all that power to enable fantastic acceleration.

Lamborghini estimates a top speed of 190 mph. The Urus feels athletic from behind the wheel, too, with quick steering and stable highspeed cornering.

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With air springs at all four corners, the Urus has adjustable ride heights based on its various drive modes. Standard carbonceramic brakes ensure that the Urus stops as well as it goes braking from 70 mph to a stop in 149 feet.

>>Fuel Economy and Real-World MPG

Those wealthy enough to afford a Urus likely don’t care about fuel economy, but Lamborghini’s heaviest model sure likes to drink.

While the EPA hasn’t announced fuel-economy ratings for the 2021 model, we don’t expect the figures to change from the previous model year. The government estimates the 2020 Urus will earn 12 mpg in the city and 17 mpg on the highway.

>>Interior, Comfort and Cargo Inside, occupants are treated to a dramatic cabin that’s classic Lambo. Jet-fighter design cues abound, with the start button hiding beneath a red flip cover and the shifter looking like a jet’s throttle.

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To the left of the shifter are levers that control the drive modes and allow customizable performance settings. There is plenty of faux-suede and carbonfiber trim, while the infotainment system and reconfigurable gauges are straight out of an Audi. The back seat has good passenger space and can fit between two and three people depending on which seating configuration is selected.

Interior cubby storage is highlighted by useful door pockets and a bin behind the floating center stack.

The Urus also offers up to 22 cubic feet in its cargo area but that drops by 2 cubes with the optional rear bucket seats.

>>Infotainment and Connectivity

Every Urus is packed with the latest connectivity and infotainment features. Along with a fully digital gauge cluster, there are two touchscreens built into the center stack that include controls for the climate system, audio, and more.

The screens have crisp graphics and large icons, but they’re not as intuitive as traditional knobs and buttons.

>>Safety and Driver-Assistance Features

The 2021 Urus hasn’t been evaluated by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS).

The Lambo SUV also offers an array of standard and optional driver-assistance technology, including a night-vision camera.

Key safety features include: • • •

Standard adaptive cruise control with stop-and-go technology Standard blind-spot monitoring and rear cross-traffic alert Available self-parking assist

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The screens have crisp graphics and large icons, but they’re not as intuitive as traditional knobs and buttons.

>>SPECIFICATIONS VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door hatchback ENGINE TYPE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection Displacement 244 in3, 3996 cm3 Power 641 hp @ 6000 rpm Torque 627 lb-ft @ 2250 rpm TRANSMISSION 8-speed automatic with manual shifting mode CHASSIS Suspension (F/R): multilink/multilink Brakes (F/R): 17.3-in vented, cross-drilled carbon-ceramic disc/14.6-in vented, crossdrilled carbon-ceramic disc Tires: Pirelli P Zero PZ4, F: 285/40ZR-22 (110Y) R: 325/35ZR-22 (114Y) DIMENSIONS Wheelbase: 118.2 in Length: 201.3 in Width: 79.4 in Height: 64.5 in Passenger volume: 105 ft3 Cargo volume: 78 ft3 Curb weight: 5314 lb C/D TEST RESULTS 60 mph: 3.2 sec 100 mph: 7.6 sec 130 mph: 13.4 sec 150 mph: 19.5 sec 160 mph: 23.6 sec Rolling start, 5–60 mph: 4.4 sec Top gear, 30–50 mph: 2.4 sec Top gear, 50–70 mph: 3.2 sec ¼-mile: 11.4 sec @ 121 mph Top speed (drag limited, mfr’s claim): 190 mph Braking, 70–0 mph: 149 ft Roadholding, 300-ft-dia skidpad: 1.02 g EPA FUEL ECONOMY Combined/city/highway: 14/12/17 mpg

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IN TODAYâ&#x20AC;&#x2122;S LIFE, LUXURY IS TIME AND SPACE Harmon Okinyo

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>> CAR TIPS Driving in reverse can be nerve-racking to inexpert and seasoned drivers alike.

Because the wheels you use to steer are in front of you as you move backward and the vehicle obscures your vision.

But, no one likes to squeeze in a parking space or some congested markets. So, a reverse gear is the only solution to get out of such situations. Luckily, it’s easy to learn to drive your vehicle in reverse. By following a few simple ways, you can learn how to drive in reverse gear in no time.

But first, do you really understand what reverse gear is? Let’s take a look on the reverse gear and its working principle before going to learn how to drive in reverse gear.

>>What Is It? A reverse gear is a gear that helps a vehicle to roll backwards without you having to push the vehicle backwards. It’s especially important in heavy vehicles such as cars, trucks and buses to drive them in reverse for clearing the driveway or parking. For a reverse gear usually 3 gears are required.

One of the gears is created to turn the opposite direction of the

forward gears. >>How Does A Reverse Gear Work?

A gear box generally consists of two shafts, one coming from the engine, the left going out.

The motion is delivered from the main shaft to the secondary shaft through the gears. So in case of reverse gear, the secondary shaft has to rotate in the opposite direction when compared to other gear positions. Therefore they place an idler gear.

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The size of the gears actually vary and it depends upon the speed.

For example, at your highest gear.

You will have gear of larger dia on main shaft and smaller dia in the secondary shaft. By that you get a gain in speed. And for reverse gear, as we explained above, it’s the opposite.

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So you will see people drive a car in reverse gear but do not see they drive a simple motorbike with reverse gear. The reason is also simple. Because you can not come out of the car and pull it backwards to take a reverse while in case of a bike, it can be easily done.

But riding a bike with reverse gear is really fun and it is possible to install the reverse gear in bikes.

The one thing to consider is your bike will be unbalanced. If you do that, remember to wear the helmet.

You could crash and seriously hurt yourself

>>

MOST EFFECTIVE MODES ON HOW TO DRIVE IN REVERSE GEAR

Whether you want to drive in reverse in a parking space, exit a narrow end, or just feel like going backward, reverse gear is the perfect solution. If you don’t feel that confident driving your vehicle in reverse, don’t stress. Just check out these simple steps on how to drive in reverse gear.

>>Backing your Car in a Straight Line 1. Make sure there is nothing in your way that you may need to take into account before 2. backing up.

3. Put Your Hand on the Steering Wheel 4. Turn Your Car in Reverse Mode 5. Keep Checking the Back of the Car over Your Passenger Side Shoulder 6. Leave Your Foot from the Brake Pedal Slowly

>>Turn your Car Wheels As You Back Up The dynamic of driving in reverse is somewhat different from that of normal driving. Because the wheels you turn to steer are at the front of the vehicle. Feel free to stop your car and take a minute if you feel doubtful about what you’re doing.

As many people ask how to reverse a car left and right, this method is the clear answer.

When turning the wheel in the direction you want the back of the car turn, remember to check the clearance of the front end.

The reason behind it is that the front end of the car will swing in the opposite direction the back end is turning. So keep checking the front car frequently and maintain at the low speed. If you need to turn around an obstacle while backing up, you may need to use both hands to manipulate the steering wheel.

Check your mirror frequently. Since you have to rely on the mirror, keep checking both mirrors frequently.

Do not put your attention on only one mirror. This will prevent you from accidentally hitting something.

There are some tips on this method of how to drive in reverse gear. Read carefully so you can easily adjust your mirrors while back.

•

•

• •

Firstly, driving your car slowly since you rely on only mirrors, so it’s much more difficult to check.

Secondly, ask for help from your friends. In the hard area, you can ask your friend to come out of the car and guide you.

And lastly, as a precaution, you should fasten your seat belt before carrying any kind of driving maneuver, including driving in reverse.

There is an important step to follow.

It is pressing the brake with your right foot firmly to stop. But do not put too much pressure or too quickly or you will stop the vehicle abruptly. When you are done, set the parking brake.

>>Adjust your Mirrors while Backing If you are not able to notice the back of the car, you will need to use your side mirrors to back up. Before you initiate, adjust your side mirrors to make sure you can see the side of the vehicle, or anything coming up from behind you. Using mirrors will prevent you from inadvertently hitting something, or from not noticing if someone approaches from one side or the other. Also, you can refer to some useful driving tips from car experts to know how you can drive your vehicle in reverse.

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The one thing that unites all human beings, regardless of age, gender, religion, economic status, or ethnic background, is that, deep down inside, we all believe that we are above-average drivers Dave Barry

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HATCHBACKS

2021 VOLKSWA HIGHS

LOWS

Exceedingly fun for the price, wonderful transmissions, classy and practical.

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Ride quality can be a bit h for some, rival hot hatche

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AGEN GOLF GTI

harsh, too understated es cost less.

VERDICT The Mk 7 Golf GTI is the ultimate sport compact.

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>>Overview

The 2021 Volkswagen Golf GTI is affordable, practical, and most important to folks,a brilliant driving machine.

While the current generation is nearing the end of its life cycle, it still continues to impress: It has won our annual 10Best award multiple times, including making the most recent list. With a sprightly 228-hp four-cylinder engine and terrific manual and automatic transmissions, this front-driver is wonderfully speedy.

Of course, quickness doesn’t equal engagement.

Thankfully, Volkswagen has ensured this hot hatch provides nimble handling and communicative feedback. Those characteristics also apply to its sedan sibling, the Jetta GLI. Although its staid styling and above-average price won’t appeal to everyone, the GTI’s holistic approach to performance and undeniable versatility make it the ultimate sport compact.

Plus, its brakes are firm and progressive on the road and strong on the track.

>>Fuel Economy and Real-World MPG Fuel economy in the sportcompact class ranges from acceptable to outstanding, and the GTI provides some solid numbers.

Plus, it outperformed expectations in our real-world testing,

>>Interior, Comfort, and Cargo

Volkswagen interiors are simple and well crafted, and the GTI’s is no exception. Although the car’s main selling point is its agility and driver feedback, shoppers can still outfit their hot hatches with a few luxury features. Notable options include dual-zone automatic climate control and 12-way-adjustable leather power seats, but the GTI is plenty comfortable in its base guise. Four people can travel in

>>Infotainment and Connectivity Every model in the GTI lineup is graced with a touchscreen that is simple to use. The system uses a mix of touch and voice commands as well as several menu-based buttons. It’s about as easy to operate as the average smartphone. Apple CarPlay and Android Auto compatibility are standard, too, and make device integration a cinch.

>>Safety and DriverAssistance Features The National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS) have not crash-tested the 2021 GTI. However, the 2020 model, which carries over unchanged for 2021,

>>What’s New for 2021?

The current Golf GTI has had a great run, but 2021 is the last model year for this generation. While the upcoming 2022 model marks a promising evolution, there’s still a lot to like about the Mk 7, which carries over unchanged for its swan song.

>>Engine, Transmission and Performance The GTI’s 228-hp turbocharged four-cylinder is one of the greats.

Offering a reasonable amount of power, it delivers instant response and solid acceleration. The clutch pedal in manual models is easy to use, which means shifting is never a chore. But if you’d rather let the car handle the gearchanges, the optional dual-clutch automatic is no slouch, either. It is nimble and responsive and takes corners beautifully. Most important, this hatchback is well coordinated and does just what you want it to do.

The GTI reacts to steering inputs so quickly and accurately that you’ll think the car is a sentient being.

reasonable comfort in any of them, but don’t expect vast amounts of spread-out room in the rear seats.

The entire Golf family enjoys large cargo holds, easy-to-fold seats, and useful in-cabin storage cubbies. Thanks to the nearly flat load floor, you’ll have no trouble packing up the car for a trip to the beach or a ride home from IKEA

earned five stars from NHTSA. A full complement of driver assistance equipment is available.

None of it is standard, however, which is perhaps the one thing holding the GTI back from perfection. Key safety features include: • Available forward-collision warning • •

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and automated emergency braking Available lane-departure warning and lane-keeping assist Available adaptive cruise control

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>>Specifications... >>VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door hatchback

>>ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injection

>>Displacement: 121 cu in, 1984 cc Power: 220 hp @ 4700 rpm Torque: 258 lb-ft @ 1500 rpm

>>TRANSMISSION: 6-speed manual

>>CHASSIS: Suspension (F/R): struts/multilink Brakes (F/R): 13.4-in vented disc/12.2-in vented disc Tires: Hankook Ventos S1 Noble 2, 225/40R-18 92 H

>>DIMENSIONS: Wheelbase: 103.6 in Length: 168.0 in Width: 70.8 in Height: 56.8 in Passenger volume: 96 cu ft Cargo volume: 23 cu ft Curb weight: 3221 lb

>>C/D TEST RESULTS: Zero to 60 mph: 6.0 sec Zero to 100 mph: 14.5 sec Zero to 120 mph: 22.4 sec Rolling start, 5–60 mph: 6.8 sec Top gear, 30–50 mph: 12.4 sec

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The 2021 Volkswagen Golf GTI is affordable, practical, and most important to folks, a brilliant driving machine.

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M-SPORT REVEALS NEW FIESTA RALLY4 English company M-Sport developed an all new version of the Ford Fiesta WRC for the 2017 World Rally Championship technical regulations.

Based on the new road-going Ford Fiesta, the WRC follows in a long line of Rally specification Fiestas which most recently have included R1, R2, R5, S2000 and WRC variants.

The Fiesta has become one of rallying’s most successful models with countless victories and championship laurels around the globe.

This year alone, the Ford Fiesta R5 claimed an impressive 159 outright victories that’s more than any other R5 as well as countless class wins and a second successive FIA European Rally Championship.

Designed from a completely clean-sheet of paper, M-Sport’s latest challenger adds another string to the Fiesta’s impressive bow and the development team are confident of making a return to the top step of the podium.

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The bodywork of the car was solely designed using CFD and features a front and rear splitter, dive planes and a large rear wing.

The engine has been revised to produce 380 bhp and 450 Nm of torque from its bespoke Ecoboost-powered 1600cc direct injection engine and 36 mm inlet restrictor, a newly-designed six-speed sequential gearbox with hydraulic shift runs alongside a

multi-disc clutch and an active centre differential offers enhanced control and performance.

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Evolving further, redesigned MacPherson struts with Reiger external reservoir dampers are fully adjustable in bump and rebound, while ventilated brake discs with bespoke four-piston monoblock calipers provide the stopping power.

Improved safety has also formed a key part of the Fiesta WRC’s development. A T45 steel rollcage is welded to the chassis with structural door sill reinforcements.

The presence of enhanced energy absorbing foam has also been significantly increased from 60 litres to a minimum of 95 litres.

The crew’s Sparco seats are cocooned by this foam and energy management figures have increased by as much as 20 percent.

M-Sport Head of Engineering, Chris Williams: “A tremendous amount of effort, passion and enthusiasm has gone into this project and there has been a real commitment from our entire team. Designing a brand new car from a completely clean sheet of paper has allowed our team to re-evaluate every single component to produce the lightest and most innovative car possible. We’ve pushed the physical boundaries in all areas and have some very interesting things going on underneath the surface that we are sure are unique to this car and have already improved performance significantly in testing.”

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POSTER FEATURE

DALLARA STRADALE Dallara builds race cars for a living. So it won’t come as much of a surprise to learn that the marque’s first road car feels like one. Across the start-finish line, flat-out in third gear, the two-seater is present but for a moment and then gone, trailing a bellowing burble sequentially interrupted by two more upshifts (a manual ’box is standard, the sequential optional). Pushing the Stradale to the limit is an experience that ravages every sense – even with the optional windscreen in place, your helmet still sticks out into the storm like a throbbing carbonfibre lighthouse, the car declaring war on your neck and shoulders with the forces it can summon.

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Staggered wheel and tyre package aids chassis balance. Test car used optional 18in front and 19in rear forged alloys from OZ Racing.

They’re an inch larger than standard, shod in £1710 of Pirelli P Zero Trofeo R trackday tyres.

This car represents the first time Italian chassis manufacturer Dallara has fixed its name to a road-lgal machine. As a project, it has been a long time coming, and as a prospect, it is nothing short of mouth-watering. At least it is for those aware of what the company has achieved since a young, ex-Lamborghini engineer set up shop in the Emilia Romagnese town of Varano de’ Melegari in 1973.

Gian Paolo Dallara studied aeronautical engineering at Milan Polytechnic and in 1959 was hired

by Ferrari to work for the Scuderia. A sojourn at Maserati preceded a move to Sant’Agata Bolognese, where the then 27 year old Dallara led the team behind the Lamborghini Miura.

them all, along with too many other notable road cars to list here.

Dallara has earned the right to build the Stradale, saying it’s nothing less than a sincere expression of motorsport engineering for use on road and track. But is the driving experience divine or inaccessible?

Can it reward the casual driver like little else or, as with so much of Dallara’s back catalogue, need only racing drivers apply?

In the decades since, Dallara Automobili da Competizione has established itself as one of the world’s leading motorsport chassis constructors, even though many don’t recognise the name. But if you have watched IndyCar or the Formula 3 racing that has propelled so many hotshots to the highest single-seater heights, you’ve seen Dallara’s work in action, because its chassis dominate each of those grids.

Equally, if you’ve ever lusted after the Maserati MC12, the Alfa Romeo 8C or 4C, KTM’s radical X-Bow, the Bugatti Veyron or its Chiron successor, then you’ve lusted after Dallara know-how, because the company’s expertise in carbonfibre and aerodynamics has benefited 49

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>>The rivalry between the BMW 3 Series and the Mercedes C-Class

is the automotive equivalent of the rivalry between Muhammad Ali and Joe Frazier. The stakes are different, sure, but there are no two models that are linked to one another than the 3 Series and the C-Class. It’s fitting, too, that just as Mercedes unveiled the 2019 C-Class a few months ago, it didn’t take BMW long to roll out the next-generation 3 Series. With both models offering something new to the table, it’s only fitting that we compare both models to see which one has the edge over the other. >>EXTERIOR Comparing the exterior of the BMW 3 Series with the exterior of the Mercedes C-Class is like comparing a bratwurst with a Frankfurter. You can’t go wrong with either choice. Both models offer something unique in terms of their design. Put that into perspective, and you’re left with an inevitable conclusion: picking between the 3 Series and the C-Class boils down to individual preference.

>>FRONT The BMW 3 Series looks special. It’s been a while since the 3er had the ability to stop you dead on your tracks with its looks, but that’s the case with the new-generation model. It’s hard to identify which part of the 3 Series’ front profile casts the most impressive appearance.

The bigger kidney grilles are hard to miss, but my money’s one the twin-LED layout of the headlamps and its surrounding design cues.

That little notch in the front apron that rises into the contour of the headlight units is a small design detail that delivers a big stylistic impact on the 3 Series. Even the hood and the bumpers received their own character lines. The intakes are bigger, too.

Overall, the front section of the new 3 Series is as good as it gets in its segment.

That’s not to say that the Mercedes C-Class’ own front section is a chump by comparison. It’s not. It’s just not as striking as the new 3 Series. Perhaps that’s because the 2019 C-Class isn’t a nextgeneration model. The upgrades, while noticeable, aren’t as striking as the ones found on the Bimmer.

The C-Class gets fresh headlight housings, but the rest of the front is what it was. You can get the diamond radiator grille on the Merc, but you’d have to buy the AMG-Line option to score it. >>SIDE That’s not to say that the Mercedes C-Class’ own front section is a chump by comparison.

The 3er even has the Hofmeister kink, a trademark BMW design that underscores the aggressive design that the brand was looking for when it developed the sedan.

The Mercedes C-Class, on the other hand, is decidedly less sporty.

Instead, it cuts a more luxurious profile, defined most prominently by an elegant roofline. Even Mercedes’ use of body lines lends a classier visual appearance. The shoulder line, in particular, drops underneath the door handles, suggesting that Mercedes isn’t as concerned about establishing a muscular-looking C-Class as it is letting the style language of its more premium models rub off on the compact luxury sedan.

Neither style is better than the other. It just depends on what you’re looking for. That’s not to say that the Mercedes C-Class’ own front section is a chump by comparison. It’s not. It’s just not as striking

It’s not. It’s just not as striking as the new 3 Series. Perhaps that’s because the 2019 C-Class isn’t a next-generation model. The upgrades, while noticeable, aren’t as striking as the ones found on the Bimmer. The C-Class gets fresh headlight housings, but the rest of the front is what it was. You can get the diamond radiator grille on the Merc, but you’d have to buy the AMG-Line option to score it.

as the new 3 Series. Perhaps that’s because the 2019 C-Class isn’t a next-generation model.

The upgrades, while noticeable, aren’t as striking as the ones found on the Bimmer.

The C-Class gets fresh headlight housings, but the rest of the front is what it was. You can get the diamond radiator grille on the Merc, but you’d have to buy the AMG-Line option to score it.

If there’s one thing we can glean from the all-new BMW 3 Series, it’s that Bimmer seems to have identified what the sedan should look like from the moment it developed it. There’s no beating around the bush.

The all-new BMW 3 Series looks like a sports sedan.

The use of the body lines help cut a sporty side profile. The rear arches are sculpted, too.

>>DRIVETRAIN AND PERFORMANCE:

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As two of the most popular models in its segment, the BMW 3 Series and the Mercedes C-Class are expected to have more than one engine to satisfy the demands of their respective clientele. Having multiple engine options lets prospective owners choose which suits them best.

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That’s why in both cases, there are plenty of engines to choose from.

For its part, the all-new BMW 3 Series has plenty to offer, including upgraded versions of engines that are carried over from the previous-generation model.

The 2.0-liter turbocharged diesel unit, for example, gets an increased output of 187 horsepower and 295 pound-feet of torque compared to the previous model. It’s not much of an increase, but it’s enough for BMW’s standards. Hopefully, it’s the same for would-be customers.

The all-new 3 Series also has gas-powered engines on the table.

One of them is a 2.0-liter turbocharged four-cylinder unit that produces 254 horsepower and 258 pound-feet of torque. More engine options are expected to be available once the full 3 Series lineup arrives.

Variety is the name of the game here, and just like BMW, Mercedes came to play. The 2019 C-Class comes with a new 2.0liter inline fourcylinder engine that makes upwards of 255 horsepower and 273 pound-feet of torque. Not only is that an increase of 14 horsepower over the outgoing version, but it’s also one horsepower and 15 pound-feet of torque more than what the all-new 3 Series’ turbocharged four-banger is offering. There are a number of faster options available as well.

The mid-range C43 and the range-topping, performance oriented AMG C 63 have their own lines to more power with the former’s engine producing 285 horsepower and the latter’s engine accounting for 469 horsepower.

Neither BMW nor Mercedes can say that it has the better engine over the other.

>>REAR The sporty theme of the 3 Series continues in the rear section of the sedan. No more is that evident than with the presence of the spoiler lip.

The layered look also adds breadth to the section’s profile. The darkened light units feature dramatic L-shaped taillights. That’s another sporty notch in the belt of the 3 Series. For its part, the rear section of the 2019 Mercedes C-Class receives a new rear bumper and a redesigned diffuser. There’s not much to go on beyond those two design updates.

>>INTERIOR Any discussion between the BMW 3 Series and the Mercedes C-Class will inevitably include debates on which model has the better interior.

The all-new BMW 3 Series comes into this with a lot to offer, including an all-new, 12.3-inch digital instrument cluster, which is perhaps the biggest upgrade you’ll see in the next-generation 3 Series.

The size and function of the instrument cluster is just one part of the picture, too. It’s joined by a 10.30 inch center display that runs on BMW’s new ID7 operating system.

The new 3er also boasts a cleaner console layout. This “clean” layout approach extends to the whole interior. There are also a plethora of options to choose from, ranging from premium materials, trim elements, and a smorgasbord of safety and tech equipment that 52

It’s admittedly too close to call, too, so once again, you’re looking at a situation where “better” lies in the eyes of the beholder.

>>FINAL THOUGHT You couldn’t pick between two models that are as close to one another in terms of style, appeal, substance, and performance as the BMW 3 Series and Mercedes C-Class are. There’s a reason both models have lasted this long and, more importantly, continue to thrive, even with the surging popularity of crossovers and SUVs. The all-new BMW 3 Series is the newer model of the two by virtue of being a next-generation model.

You can’t sleep on that kind of cache, even if you’re Mercedes.

New is always better, though by much is up for debate. So while the Mercedes C-Class has all the elements you’d want in a compact luxury sedan, the all-new BMW 3 Series is a bit more appealing because of all the new things it has to offer. You can’t go wrong with either of these two models, but if you want something that not a lot of people have yet, the all-new 3 Series should be your first choice.

You can lock or unlock your sedan using your smartp hone. You can start the engine by placing your smartphones in a wireless charging or smartphone tray. Those are just two examples of all the tech offerings that BMW has for the all-new 3Series. That’s on top of all the safety tech features that are commonplace among Bimmers these days. Likewise, the 2019 Mercedes C-Class comes with its own tray table of technological offerings.

It has a variety of sensors and data to offer semi-autonomous driving, at least “in certain situations.”

Programs like Active Distance Assist Distronic system, Active Lane Change Assist, Active Emergency Stop Assist, and Active Steering Assist are available in the C-Class. Active Brake Assist, for example,

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comes as standard on the sedan.

The C-Class also has a Car-to-X communication warning system, real-time weather info, parking info, a Qi wireless device charging system, and a lot more.

Essentially, both the all-new BMW 3 Series and the 2019 Mercedes C-Class score with flying colors in this department. You can choose one over the other and still feel good about your choice.

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