3782sfhcf by Thomas Swift

T H E G E T A W AY I S S U E

LUXE 3-ROW SUVS S ALSO CHEAP SUV COOL CAMPERS SUPER WAGONS ARMORED VEHICLES

+ Y E S 5 S F E N M N O N HE VE POD E P A C S E L A N PERSO

APRIL 2021

ON THE COVER Luxe 3-Row SUVs Despite two having German badges, all are made in America.

April 2021

Tests & Drives

COVER STORY

26 THE FAST AND THE FURIOUSLY PRACTICAL Audi RS 6 Avant vs. Mercedes-AMG E 63 S vs. Porsche Panamera Turbo S Sport Turismo Three 600-hp wagons represent peak car. Jonny Lieberman

36 FIRST-CAR FIESTA Chevrolet Trailblazer RS AWD vs. Kia Seltos SX Turbo AWD vs. Mazda CX-30 Premium AWD These three mini-SUVs make a strong play for your wallet. Mark Rechtin

EST. 1949

VOL. 73 NO. 4

44 AMERICA’S FINEST BMW X7 vs. Cadillac Escalade vs. Lincoln Navigator vs. Mercedes-Benz GLS-Class What goes around comes around with these American-made luxury three-row SUVs. Christian Seabaugh

MotorTrend (ISSN 0027-2094) April 2021, Vol. 73, No. 4. Published monthly by Motor Trend Group, LLC, 831 South Douglas Street, El Segundo, CA 90245. Copyright© 2021 by Motor Trend Group, LLC; All rights reserved. Periodicals Postage Paid at Los Angeles, CA and at additional mailing offices. Subscriptions: U.S. and U.S. Possessions $18 for 12 issues. Canada $30 per year and international orders $42 per year (including surface mail postage). Payment in advance, U.S. funds only. Postmaster: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to: MotorTrend, P.O. Box 37200, Boone, IA 50037.

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Domestic sales of armored vehicles have taken off in recent years. Find out what’s going on beneath the sheetmetal.

Departments & Features 8 Reference Mark An Apple car with a Hyundai badge 10 Intake This month’s hot metal 22 Technologue Reluctant eMotor: Cylinder deactivation to bring cheap industrial motors to EVs 24 Interview Ola Källenius Chairman, Daimler AG 56 What It Takes to Make an Armored Car Virginia’s Alpine Armoring offers us a glimpse under the plating. Christian Seabaugh 62 Those Who Wander Are Not Lost They’re Just Deep Into #vanlife. Some cool camper vans you might be able to afford. Alexander Stoklosa 66 911 Heaven Inside Porsche GT boss Andy Preuninger’s secret garage. Angus MacKenzie 70 What Might Have Been Porsche design concepts you’ve (probably) never seen and a couple you might have forgotten about. Greg Fink 72 1,817 Horsepower. 311 mph. Insanity. Hennessey Venom F5 The final specs are furiously high for Hennessey’s new mid-engine monster. Jethro Bovingdon 82 The Big Picture Bentley goes all-in on electrification

MTGARAGE Arrival Toyota Venza Updates BMW 228i BMW X7 • Honda Civic Si • Hyundai Sonata Mazda CX-30 • Ram 2500

66 72 WATCH TOP GEAR AT MOTORTREND.COM/TOPGEAR! More than 200 hours of programming, including 170 episodes of the beloved Top Gear U.K. series, are at MotorTrend.com/topgear. APRIL 2021 MOTORTREND.COM 5

IT’S TIME TO GO

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NEWS I OPINION I GOSSIP I STUFF

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An Apple Car with a Hyundai Badge? Yep.

he automotive industry pundits. Analysts. Tech bloggers. Fellow car journalists. They chided, they derided, they scolded. How could MotorTrend have gotten it so wrong? The idea that Apple would outsource the manufacturing of a self-driving electric vehicle, rather than build a proper car for actual drivers? What daftness. This magazine’s June 2016 cover story, “Hello. Are You the Apple Car?” blew up the internet. In our report, we talked about an “inside-out” car with a focus on convenience rather than dynamics. In other words, the exact model every other automaker is now pursuing in developing their autonomous creations. We also forecast, “Apple will probably contract it out, outsourcing the manufacturing intricacies overseas and avoiding U.S. taxes that could take upward of a 40 percent bite from its overseas war chest.” Now this magazine’s prediction of an electric, mostly autonomous, outsourced vehicle seems remarkably prescient. According to recent South Korean media reports, the maker of iPhones and MacBooks appears ready to unite with automaking giant Hyundai Motor in a joint venture to build an autonomous vehicle, equipped with some version of Apple’s iOS in automotive form, starting in 2024. Apple has quietly operated an automotive skunkworks— ironically named Project Titan—since 2014. And folks have gotten revved up about the idea of an iCar ever since. But notoriously secretive Apple has never commented on the group or its work, barely even acknowledging its existence in back-channel conversations. Here’s the thing: Apple was never going to build its own car. It saw the mess of “manufacturing hell” Elon Musk encountered in creating Tesla, not to mention the ridiculous scale of capital and manpower necessary to undertake the ambition of being a global automaker. Apple had a market cap of $2.2 trillion at press time, but allocating $5 billion to $10 billion to become a viable car-making entity is still something that might attract a few inquisitive memos from the finance department. So it’s taking a lower-risk, higherreturn direction of developing the innards that makes the machine go. Want proof? Go to Apple’s careers page and search for “automotive.” You’ll get a few dozen results, most of which are along the lines of “software engineer.” Now do the same thing for EV startups like Rivian. Or Lucid. They’re searching for hundreds and hundreds of folks, mostly in the engineering of the chassis, batteries, vehicle dynamics, and vehicle body. Oh, and manufacturing. If Apple was going to directly engage in vehicle production, there’s no way such an enterprise would still be a secret, because the human resources headhunters would be hiring like crazy for a 2024 launch. What’s more, the Silicon Valley rumor mill told of hundreds of 8 MOTORTREND.COM APRIL 2021

layoffs from Project Titan (and its even more secret market research arm, SixtyEight Research) in the not-so-distant past. Then, in 2019, Jony Ive, Apple’s design whisperer and resident chief car nerd, departed Apple to hang his own shingle. Tea leaves, folks. So what is Apple doing? Becoming a next-gen Tier 1 supplier. It’s going to create the electronic guts of the machine—the automotive equivalent of “Intel Inside,” which made that software company hugely rich. Apple may be playing four-dimensional chess here, envisioning the vehicle-tovehicle autonomous communication architecture of 2030 and beyond. Although early reports spoke of manufacturing the car in America, Apple may not care about engaging with fully developed, narrow-margin auto markets like the U.S. (get over it, exceptionalists). The company might instead look to Asia, specifically China, where the rapidly rising middle class wants automobiles but may not care to learn how to drive them. Rather than engage with China’s nascent auto industry, Apple chooses Hyundai—a proven automaker with high-quality componentry, and which has better entrée into China than the big Japanese OEMs. A Hyundai spokesman confirmed reports of talks between the two companies but mentioned Apple is negotiating with several OEMs. Heck, Apple doesn’t have to pick just one automaker. It could pick several. But will any of the resulting products wear an Apple badge? Doubtful. Q

MotorTrend was way ahead of the curve when it imagined what a car developed by Apple might look like. Still more prescient was our prediction that Apple would outsource manufacturing.

NEWS I OPINION I GOSSIP I STUFF

FIRST DRIVE

2021 Kia Sorento Kia’s small three-row has a character all its own

egment-straddling versatility isn’t new territory for the Sorento; the 2021 model simply presents a more effective case for itself. That’s because there’s more of almost everything (except length). Kia stuffs the slightly wider three-row Sorento with more standard safety tech, more power from the base engine, more efficiency in every configuration, more engine options, more interior space, and—as a result of all this more-ness—more money for a base model. The previous-gen Sorento’s L trim is gone, leaving the 2021 Sorento LX as the entry-level offering. Coming in at $30,560, the new Sorento LX is about

10 MOTORTREND.COM APRIL 2021

$1,300 more than before. That once again makes it one of the most affordable three-rows in the industry. The SUV comes in $2,600 less than a 2021 Telluride LX, and compared to the Sedona minivan … we’re just kidding; we know you

aren’t interested in spacious and practical minivans. A hybrid and plug-in hybrid will follow the 2021 Sorento’s launch engines, which include a 191-hp 2.5-liter I-4 and a 281-hp 2.5-liter turbocharged I-4 with a whopping 311 lb-ft

of torque—49 lb-ft more than in the Telluride’s naturally aspirated V-6. Go for the EX 2.5T or SX 2.5T trims with that engine, and you will absolutely feel that extra oomph. Whether they like it or not, the tires will, too. The 281 horses and 311 lb-ft are too much for the SUV to handle in FWD form. If you planned on using this impressive power to make entering traffic or passing easier, know you’ll need some finesse to avoid spinning the front tires. Or pay $1,800–$2,000 for all-wheel drive. With AWD, the Sorento 2.5T’s engine makes more sense. In that configuration, it might surprise more than a

TREND I 4.21 Next to the buttons to fold the second row, you’ll find a 12-volt outlet.

few lead-footed customers on test drives. With help from AWD traction, the eight-speed dual-clutch transmission does an admirable job extracting performance from the turbofour, delivering the type of near-immediate response you expect of sports cars, not three-row SUVs. This transmission, however, is also the Sorento 2.5T’s greatest flaw.

In our Sorento SX FWD and Sorento X-Line AWD test SUVs, the dual-clutch delivered an unacceptable lack of refinement in everyday driving. This is a familyoriented SUV first, and the early-production units we drove lacked the smoothness we praised in the Telluride, a vehicle that comes with a traditional automatic transmission. An FWD SX model especially had this issue, occasionally exhibiting shudders felt through the pedals and seats at very low speeds. In both SUVs, it was more difficult than it should have been to accelerate or edge forward smoothly due to the transmission and surges of power from the turbo-four. If you appreciate the 2021 Sorento’s combination of big SUV style at nearly compact SUV prices, try the LX or S trims. Both offer FWD and AWD, but with a 191-hp I-4 and a more conventional eightspeed automatic that gets about the same fuel economy as the big engine. Every 2021 Sorento has three rows of seating. If you get a Sorento LX 2.5 or S 2.5, the layout includes a second-row bench seat and seven-passenger capacity. Go with a Sorento EX 2.5T,

SX 2.5T, or hybrid for a six-passenger layout with second-row captain’s chairs. Both of our test SUVs featured this layout. The Sorento’s not-quitefull-size length compromises the third row, but maybe not in the way you expect. Roll forward the second row, and the third-row seats are cozy, not unusable. The real issue— what makes them more of what Kia calls “5+2” seating—is the height of the floor behind the second row, which limits the Sorento’s three-row abilities from everyday carpooler to occasional-use perk. When the third row is folded down, the second row can roll back to create more passenger room. If you actually need to use the third row, press a button on the second-row seats to watch the backrest fold and the entire seat roll forward. The resulting opening into the third row is still small, but you appreciate the convenience. If you’re searching for a road trip ride, the Sorento could work. Both of our test SUVs rolled on 20-inch wheels and delivered a stiff but not harsh ride. They also provided a moderately quiet experience at speed. If the road ahead turns twisty, the Sorento will certainly feel sportier than the more sedate Telluride. Even with its stiff suspension,

decent steering tuning, and the available turbo engine, though, the Sorento never feels as sporty as, say, the smaller Mazda CX-5. If your trips involve towing, know that the 2021 Sorento tows just as much as the 2020 model in FWD form, but it maxes out at 3,500 pounds with AWD compared to the 2020 Sorento V-6 AWD’s 5,000. We like the swifter and more stylish Sorento, but in our early experience, the 2.5T’s dual-clutch transmission isn’t worth the trade-off in everyday smoothness. The Sorento S or the moderately priced hybrid could have potential if you don’t mind the latter’s FWD-only configuration. Either way, the Sorento is worth consideration for a variety of buyers. Zach Gale SPECS 2021 Kia Sorento PRICE $30,560-$43,760 LAYOUT Front-engine, FWD/AWD, 6-7-pass, 4-door SUV ENGINE 2.5L/191-hp/181-lb-ft DOHC 16-valve 4-cyl; 2.5L/281-hp/ 311-lb-ft turbo DOHC 16-valve 4-cyl; 1.6L/177-hp/195-lb-ft turbo 4-cyl, plus 60-hp/195-lb-ft electric motor, 227 hp/258 lb-ft combined TRANSMISSION 8-speed auto, 8-speed dual-clutch auto, 6-speed auto (hybrid) CURB WEIGHT 3,700-4,150 lb (mfr) WHEELBASE 110.8 in L x W x H 189.0 x 74.8 x 66.7-70.3 in 0-60 MPH 7.2-8.9 sec (MT est) EPA FUEL ECON 21-39/25-35/24-37 mpg ENERGY CONSUMPTION, CITY/HWY 86-160/96-135 kWh/100 miles (est) CO2 EMISSIONS, COMB 0.52-0.82 lb/ mile (est) ON SALE Now

APRIL 2021 MOTORTREND.COM 11

NEWS I OPINION I GOSSIP

Intake

2021 Mercedes-Maybach GLS 600 4Matic FIRST DRIVE

t’s pretty easy to dismiss the Maybach GLS 600 as just a gaudy, gussied-up Mercedes GLS. Bathed in pinstriped two-tone paint and festooned with chrome, gill-like vents, and pizza pie–sized wheels, though, this 17-foot, three-ton super-luxury SUV certainly won’t be mistaken for anything but a Maybach. A key feature unique to the Maybach GLS is its Maybach drive mode. Aside from flattening the acceleration curve, starting in second gear and reducing gearshifts, and turning off the stop/start system, it also adds E-Active Body Control air suspension. Outside of Maybach mode, the GLS 600 blends the best

of the Mercedes and AMG GLS models into a new, more luxurious form factor. The AMG-built 550-hp, 538-lb-ft twin-turbo V-8 is just the kind of engine you’d want in a luxury SUV. It offers tons of torque, zero lag, and a quiet, muted, luxe-appropriate roar. The nine-speed automatic transmission’s tuning is similarly brilliant, with quick, smooth, and decisive shifts as it sends power to all four wheels. Its suspension tuning is even more impressive. E-Active Body Control so effectively reads and reacts to the road,

optional airliner-style back seats as the star of the show. (Five seats are standard.) Deleting the third row and pushing the second row back 4.7 inches opens up much more space for VIPs. Step up on the wide, power-retractable running board and into the rear of the four-seat GLS, and you’ll be welcomed into business class–style rear seats with a gorgeous wooden parcel shelf waterfalling into a center console between them. Maybach has done a superb job of dressing up an already luxurious SUV with lots of wood, metal, and leather everywhere. Incredibly comfortable and supportive in all the right places, the rear seats are also soft, like your favorite reading chair. But despite the the GLS 600 can bowl over Maybach’s upsized second potholes, drainage ditches, row over the base GLS, I found expansion joints, and speed myself short of footroom at just bumps in much the same way over 6 feet tall. something like a Ram 1500 Maybach GLS 600 prices TRX can. It’s so effective start at $161,550, putting it that, weirdly, the absence of in the same ballpark as a new big impacts almost serves to Bentley Bentayga or Range highlight the smaller ones. The suspension also allows the Rover SVAutobiography and making it significantly cheaper Maybach to hustle on a good than a Rolls-Royce Cullinan, winding road, mitigating body roll and brake dive and allowing which starts well north of $300,000. Our test vehicle was you to focus on twirling the well-weighted leather-wrapped loaded with the few options Maybach actually offers on the wheel in your hands. GLS, for a total sticker price of The cabin is a nice place $185,995. Christian Seabaugh to spend some time, with its

SPECS 2021 Mercedes-Maybach GLS 600 4Matic BASE PRICE $161,550 VEHICLE LAYOUT Front-engine, AWD, 4-5-pass, 4-door SUV ENGINE 4.0L/550-hp/538-lb-ft twin-turbocharged DOHC 32-valve V-8 plus 21-hp/184-lb-ft elec, 550 hp/ 538 lb-ft (comb) TRANSMISSION 9-speed automatic CURB WEIGHT 6,000 lb (MT est) WHEELBASE 123.4 in L x W x H 204.9 x 79.9 x 72.4 in 0-60 MPH 4.8 sec (mfr est) EPA CITY/HWY/COMB FUEL ECON 15/19/16 mpg ON SALE IN U.S. Winter 2020

THE MAYBACH GLS 600 BLENDS THE BEST OF THE AMG AND MERCEDES MODELS.

Sacred Stone of the Southwest is on the Brink of Extinction

enturies ago, Persians, Tibetans and Mayans considered turquoise a gemstone of the heavens, believing the striking blue stones were sacred pieces of sky. Today, the rarest and most valuable turquoise is found in the American Southwest–– but the future of the blue beauty is unclear. On a recent trip to Tucson, we spoke with fourth generation turquoise traders who explained that less than five percent of turquoise mined worldwide can be set into jewelry and only about twenty mines in the Southwest supply gem-quality turquoise. Once a thriving industry, many Southwest mines have run dry and are now closed. We found a limited supply of C. turquoise from Arizona and snatched it up for our Sedona Turquoise Collection. Inspired by the work of those ancient craftsmen and designed to showcase the exceptional blue stone, each stabilized vibrant cabochon features a unique, one-of-a-kind matrix surrounded in Bali metalwork. You could drop over $1,200 on a turquoise pendant, or you could secure 26 carats of genuine Arizona turquoise for just $99. Your satisfaction is 100% guaranteed. If you aren’t completely happy with your purchase, send it back within 30 days for a complete refund of the item price. The supply of Arizona turquoise is limited, don’t miss your chance to own the Southwest’s brilliant blue treasure. Call today!

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NEWS I OPINION I GOSSIP I STUFF

TREND I 4.21

Intake

REAR VIEW

2021 Jeep Grand Cherokee L

From the MT Archive ...

FIRST LOOK

The Longer, Three-Row Version Is Finally Here

he fifth generation of the Jeep Grand Cherokee has been expanded— literally—by introducing a stretched seven-passenger version called the Grand Cherokee L, going on sale now. A two-row version comes later this year as a 2022 model. Why add a third row to the unibody SUV now? Customers asked for it, and three-row models make up 70 percent of sales in the segment. The unibody Grand Cherokee L is to the Ford Explorer and Chevy Traverse what the body-on-frame Wagoneer will be to the Ford Expedition and Chevrolet Tahoe. It rides on a new purposebuilt architecture, but execs can’t confirm the new chassis is borrowed from the Alfa Romeo Stelvio, which has sublime road manners. The L is 14.0 inches longer with a wheelbase that grew by 7.0 inches relative to the outgoing Grand Cherokee.

14 MOTORTREND.COM APRIL 2021

The new platform features front and rear multilink independent suspension, with an optional air suspension. The latter now offers electronic adaptive damping and features five ride height settings for up to 10.9 inches of ground clearance. A base Pentastar 3.6-liter V-6 (290 hp, 257 lb-ft of torque) and optional Hemi 5.7-liter V-8 (357 hp and 390 lb-ft) are offered, with the latter able to deactivate four cylinders when not needed. Both are mated to an eightspeed automatic. Later in the year Jeep will add the 2022 4xe plug-in hybrid. Jeep will offer an AWD system and two 4WD systems, all with an active transfer case that can route nearly all torque to the axle with the most traction. The new SUV can tow 6,200 pounds with the V-6; towing capacity is 7,200 pounds with the 5.7-liter V-8. The interior features

upscale leather seats, a suedelike headliner, and lots of real walnut and oak wood trim. The second and third rows fold flat. The front seats massage the occupants, and there are personalized climate zones. The first two rows of seats are heated, recline, and offer ventilation. The second-row bucket seats (or split-folding bench) tip and slide, with 7.0 inches of travel. There’s 46.9 cubic feet of cargo space behind the third row, and that grows to 84.6 cubes when the second row is folded flat. The top trims will offer a 19-speaker McIntosh sound system. It has wireless Apple CarPlay and Android Auto, and an optional wireless charger can charge two devices simultaneously. For safety, there are active driving assist systems, drowsy driver detection, parking assist, a digital rearview mirror, traffic sign recognition, and more. Adaptive cruise control, blind-spot detection, lane departure warning, collision warning, and rear cross-path detection are standard. A Level 2 automated driver assist system— think GM’s Super Cruise that allows hands-free highway driving—will be added in the second model year. Alisa Priddle

April ’71 saw us racking up airline miles as we hit auto shows worldwide in Italy, Japan, Australia, the U.K., Germany, and, of course,

the U.S. Elsewhere, we also examined the impact of Mercedes’ new “antiskid brakes” (now known as anti-lock brakes), and we checked out the products the Detroit Big Three were selling in Brazil.

APRIL 1991 PRICE: $2.95

APRIL 2011 PRICE: $4.99

If you liked future cars, our “Top Secret Spy Issue” was the one for you. Inside, we detailed the upcoming FD Mazda RX-7 Turbo, Bugatti EB110, and the 1993 Chevrolet Camaro and Pontiac Firebird. We also ran a feature on automotive spy photographers— those responsible for catching camouflaged prototypes in action—and the tools of the trade.

Our April 2011 issue focused on five-figure supercars. Inside, the C6 Chevrolet Corvette ZR1, S197 Ford Mustang Shelby GT500, and R35 Nissan GT-R squared off for supremacy. The GT-R wound up in first, Corvette in second, and Mustang in third.

APRIL 1971 PRICE: $0.50

NEWS I OPINION I GOSSIP I STUFF

Intake

2021 Lexus IS 350 F Sport FIRST TEST

PHOTOGRAPHY BY RENZ DIMAANDAL

Lexus Takes a Small Step Forward

mall changes sometimes bring big improvements. Just ask Lexus. The 2021 Lexus IS didn’t start from a blank piece of paper; instead, the sedan continues on the same platform it’s been on since 2013 but receives small upgrades to make it better. Our example came in the rear-drive configuration with a 311-hp 3.5-liter V-6 with 280 lb-ft of torque and an eightspeed automatic transmission. All-wheel drive is available, though you’ll get a six-speed automatic gearbox instead. It sprinted to 60 mph in 5.7 seconds and completed the quarter mile in 14.2 seconds at 100.1 mph. Compared to the last rear-drive Lexus IS 350 F

Sport we tested (a 2014 model), the 2021 model was 0.1 second slower to 60 mph but 0.3 mph faster through the quarter mile. That’s not bad, but it’s slower than turbocharged four-cylinder alternatives from BMW and Alfa Romeo. Road test editor Chris Walton enjoyed the IS 350

F Sport at the track. “This car is closer to what a 3 Series once felt like than how a 3 Series feels now,” he said. On the figure-eight course, which Walton went around in 25.4 seconds, logging a peak lateral grip of 0.93 g, the IS turned in crisply, and the limited-slip differential helped put down the power so Walton could slide the car with confidence. “Overall, this is a very nice sport sedan, and it’s the first F Sport I feel made a difference. It feels light and lively without feeling on edge. More of this, please, Lexus.”

Although its test numbers proved middling for the segment, the updates helped it deliver a better feel on the road. With Sport S+ mode engaged, the car’s steering feel was superb, delivering great feedback of what was happening at the tires. And although the transmission held gears slightly longer in Sport S+ mode, it still upshifted too soon for our liking. The gearbox downshifted quickly when it sensed inputs from the accelerator pedal, though, which improved the driving experience somewhat. The suspension did a good job controlling body roll on tight turns, but it’s not to the level of the Alfa Romeo Giulia or Genesis G70. Lexus updated the interior a bit with a new 10.3-inch infotainment screen that’s finally touch-sensitive. Although its position on top of the dash might be a bit out of reach for the driver, the screen was easy to operate. I avoided using the frustrating trackpad. The IS has less rear passenger space than some of its competitors, and that was noticeable to this 6-foot-1 scribe. The car’s fastback profile limited headroom, and legroom was just adequate enough for me to squeeze into the rear seat with the driver’s seat set to my driving position. The rear-drive Lexus IS 350 F Sport starts at $43,925, but our example added a bunch of options that raised its price to $55,050. That’s a bit too high for what you get, especially when you compare it to an Alfa Giulia or a Genesis G70. Miguel Cortina

SPECS 2021 Lexus IS 350 F Sport BASE PRICE $43,925 PRICE AS TESTED $55,050 VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan ENGINE 3.5L/311-hp/280-lb-ft DOHC 24-valve V-6 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 3,787 lb (53/47%) WHEELBASE 110.2 in L x W x H 185.4 x 72.4 x 56.5 in 0-60 MPH 5.7 sec QUARTER MILE 14.2 sec @ 100.1 mph BRAKING, 60-0 MPH 110 ft LATERAL ACCELERATION 0.93 g (avg) MT FIGURE EIGHT 25.4 sec @ 0.71 g (avg) EPA CITY/HWY/COMB FUEL ECON 20/28/23 mpg ENERGY CONS, CITY/HWY 169/120 kWh/100 miles CO2 EMISSIONS, COMB 0.85 lb/mile

FIRST DRIVE

2021 Volvo P1800 Cyan

ou wriggle over the side brace for the rollcage and into a simple, fixed racing seat. You then buckle a six-point Momo racing harness. Straight ahead, behind the perfectly sized Momo Prototipo three-spoke steering wheel, is a binnacle with a large tach on the left and a speedo on the right flanking a tiny vertical element with water and oil temperature displays. Three smaller dials—fuel gauge, oil pressure gauge, and an analog clock— march across the dash. At first glance, the instruments look as though they’ve been lifted from an old Volvo P1800. Then you notice the tach is redlined at just under 8,000 rpm, and the speedo reads all the way to 260 kph—162 mph. Yes, the P1800 Cyan is a Volvo, built from an original P1800 by Cyan Racing, Volvo’s official racing partner. Turn the tiny key on the dash, and the 2.0-liter turbo-four barks to life. The tall, spindly shifter rattles and buzzes. It’s a dogleg box, so first gear is across to the left and back; the throw is long, but the action is as satisfying as cocking an 1873 Winchester. Reach down to the left of the seat, squeezing your hand past the rollcage brace, and release the vintage handbrake. The clutch is nicely weighted and the bite point concise. With only modest revs, the P1800 Cyan pulls away cleanly and crisply. The engine impresses with its sharp response, and then—after a few miles, when everything’s warmed up—stuns with its lion-hearted thrust all the way to the 7,700-rpm redline. It has the muscular punch you’d expect of a turbo mill, but it’s been tuned so both its power and torque delivery are much more like those of a naturally aspirated engine. Peak torque of

336 lb-ft doesn’t arrive until 6,000 rpm; power peaks at 413 hp at 7,000 rpm. Despite those numbers, it’s smooth throughout the rev range, able to whisk the feathery P1800 Cyan along at brisk speeds from as little as 1,500 rpm. Weighing less than 2,200 pounds, the power-to-weight ratio is better than a Porsche 911 Turbo S. But to keep the tach above 5,000 rpm is to discover a happy place. Yours and the car’s. It’s an immediate, viscerally mechanical thing, this Volvo. The engine barks and snarls, the transmission buzzes and whines, the suspension clonks and clunks. There’s a precision to the brake pedal feel, a meatiness to the steering, and firm control over the roll angles through corners that leaves you in no doubt the P1800 Cyan was engineered by people who build race cars for a living. Yet the absence of electronic minders means you still drive it like a powerful 1960s GT car, braking in a straight line on corner entry, then turning in and getting on the throttle early to balance the chassis, the gas pedal’s long travel helping you more easily control the traction. That’s the exuberance. The irrational bit is the $500,000 base price. Angus MacKenzie

SPECS 2021* Volvo P1800 Cyan BASE PRICE $500,000 (est) LAYOUT Frontengine, RWD, 2-pass, 2-door coupe ENGINE 2.0L/413-hp/336-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 5-speed manual CURB WEIGHT 2,200 lb (mfr) WHEELBASE 96.3 in L x W x H 165.5 x 68.8 x 48.0 in EPA FUEL ECON Not rated ON SALE Now *These restomod vehicles are registered using the donor P1800’s original 1961-1972 VIN

NEWS I OPINION I GOSSIP I STUFF

Intake

FIRST LOOK

Singer 911 ACS Perfect for Getting Dirty

rawing on Porsche’s especially legendary rally machines, such as the 911 SC/RS, 953, and 959, the Singer All-terrain Competition Study (ACS) forges its path through ... well, whatever lies in front of it, from the looks of it. Singer worked with Richard Tuthill—a man to whom “Porsche rally specialist” doesn’t quite do justice—to build the ACS on a client request. Tuthill has prepared Porsches for race duty for decades, at times in partnership with Prodrive and for Porsche itself. The goal wasn’t just to build a vehicle with rally-raid capabilities; the intent was to produce a vehicle that could conceivably compete in real rallies. That means a mere “safari” look wouldn’t cut it. Singer’s ACS needed to have pace,

18 MOTORTREND.COM APRIL 2021

reliability, and ruggedness necessary to carry it over the line. Obviously, the body’s been radically reconsidered and heavily reinforced, with carbon-fiber bodywork built for quick repairs and easy access on a rally stage. A permanent AWD system is fitted. Power from the car’s 3.6-liter twin-turbo flat-six channels through a five-speed sequential race transmission and three differentials before finding its way to the ACS’ wheels, all four of which are wrapped in all-terrain tires. Two spares are on board, in case bad luck strikes twice. Singer pegs the engine’s output at 450 hp and 420 lb-ft of torque. Depending on the nature of the event it competes in, the ACS’ engine can be tuned to produce different outputs. The suspension is predictably intricate; a total of eight dampers, each five-way adjustable, allow for extremely long suspension travel and afford the ACS a tall ride height at rest. Competition-spec seats pair with a full rollcage, and the expected navigation and comfort equipment are present. And that’s just this car. The red car (not pictured) is a variant intended for tarmac rallies and was also commissioned by the original client. The fundamental idea is the same, but the necessary equipment has been altered and specified for road rallies. “Regular” Singer restorations start at well into the six-figure range, so the ACS will likely be even dearer. Alex Kierstein

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NEWS I OPINION I GOSSIP I STUFF Take a long last look. If we get any sort of Land Cruiser in the future, it likely won’t have a V-8 engine; we anticipate a turbo-six.

Intake

Toyota Land Cruiser Dead—For Now

PHOTOGRAPHY BY STEVEN PHAM

Rest in Peace to an Off-Road Icon

hen was the last time you saw a Toyota Land Cruiser? You can’t go a block without seeing multiple 4Runners, Highlanders, Tacomas, and RAV4s—or even the occasional Sequoia—but spotting any generation of Land Cruiser is a rarity. For all its name recognition and iconic history, there just aren’t that many running around the U.S. And after the 2021 iterations are built, there will be no new ones sold here, either, at least for a while.

We first heard rumblings of the Land Cruiser’s U.S. demise more than a year ago when multiple Toyota sources hinted that the Land Cruiser was in trouble. At the time, Toyota PR denied any such possibility existed, but the automaker has finally acknowledged its legendary nameplate is leaving American dealerships soon: “The Toyota Land Cruiser has been a legendary name for more than 60 years,” Toyota said in a statement. “While it will be discontinued in the United States after the 2021 model year, we remain committed to the large SUV segment and will continue to explore future products that celebrate the Land Cruiser’s rich off-road history. We encourage loyal enthusiasts and intrepid adventurers to stay tuned for future developments.” The most recent Land Cruiser, known as the 200 Series, dates back to the 2008 model year, with just 35,000 sold since in the U.S.—the highest annual sales were in 2008, with 3,801. Availability was definitely a compounding issue for the North American Land Cruiser—global

factory capacity for the Land Cruiser can’t increase without building or retooling a new assembly location, meaning every market fights over the same annual volume. Of course, this isn’t the end for the Land Cruiser elsewhere, as it continues in other world markets. Toyota’s statement leaves open the possibility of a return sometime in the near future—if not a vehicle with the LC name, perhaps one with its spirit. Monica Gonderman

TREND I 4.21 Stylish Sports Watch Comfortable Silicone Band Chronograph Quartz Movement

MIKE CONNOR

Presentation Case

MT CONFIDENTIAL UPDATED ’VETTE The C8 Corvette’s somewhat fussy styling was already locked and loaded when Michael Simcoe took over as GM design chief. But sources in Detroit say the midcycle redesign Simcoe had originally planned for 2025 has now been put on the back burner as GM pours money into its electric vehicle program. However, insiders say an interior redesign aimed at, among other things, fixing the confusing array of buttons and switches cascading down the buttress on the right side of the center console has survived the bean counters. The redesigned interior will reportedly appear on 2023 C8s. GT4 RS ASAP Porsche’s 718 Cayman GT4 emphatically delivers the dazzling performance, precision, and poise purists expected of the company’s mid-engine sports car. But Porsche is toying with an even hotter, sharper, faster RS version of the car. Weissach insiders say the car’s 4.0-liter flat-six has a lot of hardware from the newly launched 911 GT3’s engine to boost power beyond the GT4’s current 414 hp to almost 500 hp. Prototypes have been spotted around Porsche’s engineering HQ with bigger air intakes, wheels, tires, and brakes, plus revised aerodynamics, including a massive rear wing suspended from a pair of stanchions, like that of the new GT3. A GT4 RS makes perfect sense as a kid brother to the RS versions of the GT3 and GT2. Porsche’s biggest headache will be figuring out how to price the car so it doesn’t encroach too much on the midrange 911s. HIGHLANDER GRANDE Word out of Nagoya is the Grand Highlander name Toyota recently trademarked has been reserved for a big, off-road-capable replacement for the Land Cruiser, which disappears from the U.S. market this year. Toyota’s decision to discontinue the Land Cruiser in North America doesn’t mean the company’s off-road icon has gone for good, however. Hot rumor is the next-gen 300-series Land Cruiser will be sold here in limited numbers, but it will wear Lexus badges and a restyled front clip and carry a ton of luxury hardware. Sources say that’s because Toyota’s Land Cruiser plant is capacity constrained, and the Lexus badge means the company makes the same money selling fewer units at a higher price.

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NEWS I OPINION I GOSSIP I STUFF

TREND I 4.21

Frank Markus

Technologue Reluctant eMotor: Cylinder deactivation to bring cheap industrial motors to EVs

22 MOTORTREND.COM APRIL 2021

Pulsed operation at higher efficiency ...

EFFICIENCY

TORQUE

... delivers that higher efficiency at lower loads.

SPEED

SynRM w/ DMD

Rare Earth IPM w/ DMD

IM with Inverter w/ DMD

the outer housing (stator) to induce magnetic rotation In this graph, can’t help of the rotor. But instead of using unpowered electrical DMD with load/speed windings (in which a magnetic field gets induced), the conditions above SRM’s rotor is made of a cheap, soft magnetic material like the white line, but torque pulsing laminated steel with natural magnetic reluctance (oppo- brings potential sition to magnetic flux). But its poles never change like benefit when they do in an induction motor; to make it turn, successive operating below it by providing, for stator windings must be continuously and example, one-third variably switched to pull these fixed poles more torque than required for onearound and around. third of the time. Typically employed in industrial applications, SRMs tend to be noisy, and they suffer “torque ripple,” periodic dips in torque as the shaft rotates. Advances in switching electronics are helping combat these woes, and when Tula adds its DMD logic to this more sophisticated switching, efficiency improves by 9 percent. That means a Tula-programmed SRM surpasses the efficiency of an induction motor and approaches that of a permanent-magnet motor while remaining dramatically less expensive than either inducA SynRM with DMD tion or permanent-magnet motors. approaches the efficiency Adding cheap, abundant ferrite of an IPM motor permanent magnets to an SRM’s rotor promises to further boost its efficiency and performance at modest additional cost. It’s early days for both Dynamic Motor Drive and EV implementation of synchronous reluctance motors, but if they arrive around the time pricing comes down on the solid-state batteries I covered last month, then I can start to imagine inexpensive long-range EVs selling to first-time Motor Type car buyers on price alone. Q Normalized Energy Usage at Low Torque

eneral Motors has now sold more than a million engines with Dynamic Fuel Management. This riff on cylinder deactivation can shut off any and all cylinders in the V-8 engines powering everything from Chevy Silverado pickups to Cadillac Escalade SUVs. This concept, developed by Tula Technologies and covered here in May 2014, intriguingly can be applied to electric motors—which use neither spark plugs nor valves—and could unlock the potential of cheaper, more sustainable rare earth–free motors. The concept for both DFM and Tula’s new Dynamic Motor Drive is that whenever a powertrain operates at lower efficiency—say, eight cylinders doing the work of two while loafing along—you’re better off making two cylinders work harder and giving the rest a break. With two cylinders at wide-open throttle and the rest bouncing along as air springs, the engine needn’t struggle to suck two cylinders’ worth of air past a closed throttle plate, and it also loses less energy to the exhaust and coolant. Electric motors are naturally more efficient than combustion engines, so when you map load (torque) versus speed for both, the area of highest efficiency is much larger for the electric motor. But there are still many lower-torque/higher-speed operating conditions that lie below this peak efficiency region. It’s under these operating conditions where DMD can boost efficiency. The Dynamic Motor Drive equivalent of DFM shutting down the valves, fuel, and combustion in some of the cylinders is to pulse brief intervals of high-current torque generation followed by periods of no current to achieve the net torque requirement. Instead of reducing pumping and combustion heat losses, DMD reduces heat buildup in the electric motor’s rotor core and heat generated in the power inverter. Of course, this pulsing must be done judiciously to prevent noticeable powertrain vibrations, especially those that might align with a natural frequency of the vehicle’s chassis or body structure. Tula has abundant experience in this sort of programming. Today’s most efficient, power-dense motors are those employing rare earth–intensive permanent magnets, which power most non-Tesla EVs. DMD can only improve their efficiency by less than a percentage point. In an inherently less efficient AC induction-type motor, like those used in most Teslas, the gain is maybe 2 percent. But that’s still worth pursuing, as there’s no material cost to implementing DMD, just intellectual property royalties. Where DMD really shines is with a third cheaper, coarser, and less efficient motor type the EV world is just beginning to consider: the synchronous reluctance motor. Like an induction motor, it uses energized windings in

NEWS I OPINION I GOSSIP I STUFF

WE’RE INVESTING LIKE NEVER BEFORE INTO NEW TECHNOLOGIES.”

Interview

Chairman, Daimler AG

la Källenius took over as Daimler AG’s chairman of the board of management in 2019. His tenure has been marked by the launch of high tech within vehicles, the need to cut fixed costs, and a pandemic that could have easily thrown everything off course. In his first media roundtable of 2021, Källenius focused on the premiere of the massive MBUX Hyperscreen that constitutes the dashboard of the new 2022 Mercedes-Benz EQS flagship electric vehicle. Mercedes largely designed the EQ vehicle family around the massive screen, and the digital services such a screen makes possible are seen as a vital revenue stream going forward.

reinvent the wheel on everything. We have strong tech partners in many areas to help us do this, but we remain the architects. What are some of the revenue streams this will open? At the point of sale, when

you buy different packages of this MBUX, that is still the biggest revenue source right now. Customers also make overthe-air downloads. There are the obvious things like live traffic services. There is a growing pool of revenue and profit in subscription. We’re looking forward to this growing significantly. In the strategy we presented in the fall for Mercedes as a whole, growing digital and recurring revenues is one of the pillars. We’re targeting about 1 billion euro [earnings before interest and taxes] by the year 2025 for this.

After the Hyperscreen launches on the EQS, will it roll out across the lineup? The

EQS will be the first on a fully dedicated, large luxury electric car. And that will be a family of at least four vehicles. All those four will have access to the Hyperscreen. What about other brands and vehicles?

This is a big physical part literally designed for the interior of those vehicles. So, at the moment, it will be [only for] the family of electric vehicles that come off of that architecture. Is it standard equipment? It’s not stan-

dard equipment; it is an option. There will be another version, which will also be pretty fantastic, but this is so spectacular that this will be a high-end option. We expect a very high take rate. Is this being driven by the tech business or coming from consumers asking for it?

Since we introduced the first generation of MBUX, which was a game changer, the take rate has gone up significantly.

[Customers] want the most beautiful, high-tech screen, the physical piece like a piece of art. But as digital content has increased, customers are also looking at buying lots more content. Will Mercedes partner with streaming services like Netflix and Hulu to provide entertainment content? Yes, we are

targeting music and streaming services. Not all of that is available yet in the car world, but we are ready to go and are talking to all of them. For music it is already there, and on movies it will come. How much work was done in-house?

We are the architects, and we do a lot of it in-house, especially artificial intelligence features. The whole software stack we are gradually building up, the MercedesBenz OS, will essentially be an in-house effort, but that doesn’t mean you should

How much of your overall cost-reduction efforts are to develop technology like this?

In terms of overall cost-down efforts, lowering our fixed costs, also lowering the break-even point of our business as a whole, we accelerated those efforts in 2020. We took a new look at this on a transformation plan that we had decided upon by the end of 2019 and doubled down on some of those efforts, and made a very big step in the right direction in 2020. But this is not something you stop. You don’t do it once. It’s like mowing the lawn. You cannot stop. How far along are you on your costreduction targets? We have a significant

efficiency program put in place up until 2025, because we’re in the transformation of the auto industry. So we’re investing at levels like never before into new technologies, electrification of a whole fleet. It is a dual effort, investing at the highest level ever and at the same time doubling down on efficiencies, and we’re on track for that. Are there more layoffs to come? Techni-

Mercedes’ massive curved MBUX Hyperscreen measures 56 inches across. 24 MOTORTREND.COM APRIL 2021

cally we’re not laying people off. We are offering severance packages to people that want that, and we’re using attrition and other means. In some areas, such as the software side, we’re hiring. Alisa Priddle

WRITE US AT: 831 S. Douglas St. El Segundo, CA 90245 Email us at MotorTrend@MotorTrend.com

Your Say... Readers Weigh in on Trucks, Dusty Tires, and Our POTY In your February 2021 “Technologue,” you state the average tire properly inflated emits 5.8 grams of particles per kilometer. For the sake of using units more Americans are used to, this translates to 0.327 ounces per mile. Now let’s stretch this to the expected life if a given tire of 50,000 miles, and we have a total of 16,367.14 ounces, or 1,022.95 pounds of tire dust emitted from a single tire throughout the life of that tire. I don’t know what your thoughts are on this, but I am quite sure there are no tires on any average vehicle that can lose over 1,000 pounds of dust over their useful life. I’ve crunched these numbers a dozen times and still come up with the same result. My conclusion is someone there made a mistake in their reporting of 5.8 grams per mile; if you make this number 5.8 milligrams per mile, the result would be 1.022 pound of tire dust over 50,000 miles, a much more reasonable number. Your thoughts? Michael F Palmosina II via email

We forwarded your question to Emissions Analytics CEO Nick Molden, who explained that this was an absolute worst-case test of road-legal driving—full payload, aggressive driving, and cheap tires. Such conditions would indeed have worn the tires out quickly. Subsequent testing has shown that tire emissions are likely to vary widely based on conditions.—Ed. After reading your article on the GM Defense ISV, you’ll have to excuse me for chuckling at this line, “The ISV will be treated to a strict regimen of preventative maintenance checks and services.” It is true that the government requires extensive maintenance tech manuals, but the tech manuals are primarily used for standing on to reach high objects while wrench twisting. Spoken with confidence after spending 33 years working on a maintenance and logistics base. Ed Rosner Perry, Georgia

Thanks for the thoroughly enjoyable article about racing the Motor Trend 500, when stock cars at least sort of resembled actual stock cars and you told your date, “Don’t wear anything white.” True

Correction Due to a production error, Ferrari CTO Michael Leiters (pictured) was represented by the incorrect image in the 2021 Power List. MotorTrend regrets the error.

enough, NASCAR has done some good things, and safety advances have been an obvious game-changer, but some of us old folks remember the “run what ya brung” days with great fondness. Again, thanks for the memories. Side note: It would be good if your advertising folks would get with GEICO and tell them that the ad with the carefreelooking dude cruising in a vintage convertible (maybe a Ford Starliner circa 1960?) shows the car in park or maybe second (or reverse?!?) in a three-on-the-tree manual. Looks a little silly, no? Ray Janicek Naperville, Illinois

Can’t crash your car if you’re not driving it, right, Ray?—Ed. Your interview column is a nice feature. But reading the interview with Mike Koval, Jr., head of Ram Brand, was an adventure in a trendy hype lingo. It took him half the space to not say what a forthcoming midsize Ram pickup might or might not be. “It’s an ongoing conversation internally. I wouldn’t expect anything certainly this year.” Oh, no, really? Then, “The question is still open. We’re monitoring the competitive landscape ... we’re futuring what the segment might look like …” Futuring? Like Nostradamus? And let’s not broach the subject of naming the vehicle ... the Dakota? This vehicle is filling “a tremendous white space opportunity.” All of this work comes about because “we’re actively looking into things.” The interview isn’t without merit, as we get some interesting stuff on hybrid/ electric Rams and the assurance that the Stellantis group won’t have much effect on Ram products. When he goes on to discuss the difference between Ram and Jeep buyers, though (referring to possible competition between the upcoming Dakota and the Gladiator), we’re back in the quicksand: “The Jeep brand is a spirit, a way of life. ... We’re a scrappy truck maker.” I would say that the Gladiator has the heritage he speaks of, simply because it has an ancestor in the Gladiator of the ’60s. Likewise the Wrangler and Cherokee. No question Ram has taken off since splitting from Dodge, but I’d say that’s because FCA made a huge investment in keeping it at or above a competitive level. And the resurgence was underway well before the name change—since the first

Reader on Location It’s hard for a reader to be “on location” in the middle of a pandemic, so Phil E. VanSwoll of Columbia, California, dug through some old pictures and found this photo. “I found this shot from 2009, taken just before my ride on the maglev train in Shanghai. I don’t remember ever seeing a photo in your magazine taken at this location, yet it is one of the most exciting concepts of getting people from one place to another I’ve ever experienced. More than 250 mph! Odd that it has never become a mainstream solution to mass transit over long distances. I have been subscribing to MotorTrend since the 1950s and enjoy it today as much as when I was young.”

restyle in 20 years that gave us that bullnose look in the mid ’90s. Dodge trucks are older than the Willys Jeep and had a connection to WWII, as well (in different roles). Reading between the lines and the jungle growth of verbiage, maybe his thinking really is a concern about Ram and Jeep cannibalizing each other? I’m not complaining about the interview. I just wish executives could look beyond the equivalent of a Readers’ Digest “Increase Your Word Power” quiz to express themselves. You see, I worry that the competitive landscape, while madly futuring, might actively disrupt this segment with white space. David Carniglia Placerville, California

I could not agree with your Person of the Year choice of “The American Driver” more! I became a licensed driver in New York City when I was just 17, and I’m now turning 69. I remember vividly the short road trips with my family as a child in the late ’50s from Brooklyn to upstate in my dad’s ’52 Dodge, ’56 Chrysler, ’60 Rambler, and on and on until I got my first set of wheels, a ’67 VW Bug. I’ve enjoyed driving it and many other cars since. Prior to the pandemic shutdown and forced furlough, I traveled weekly from my home in Central Jersey to the southernmost tip, Cape May. I hope when this crazy mess we are all in is finally over and more and more cars are back on the road, all American drivers will become more appreciative of the sanctity of life and consider more what their actions and especially their inactions could cause behind the wheel. Happy, healthy, and safe 2021. Mike Planclan via email APRIL 2021 MOTORTREND.COM 25

COMPARISON I Audi RS 6 Avant vs. Mercedes-AMG E 63 S vs. Porsche Panamera Turbo S Sport Turismo

26 MOTORTREND.COM APRIL 2021

’ve been waiting my whole career to write this story. See, I love station wagons, and the more powerful, the better. I’ve spent much of my career championing them as the perfect vehicle—some say too much, though I say not nearly enough. Such is my rep, a man from AMG told me he figures I was personally responsible for half of all E 63 wagon sales. (It’s not a large number.) I hit the wagon jackpot when I first worked for MotorTrend, as I was assigned chaperone duty for our longterm Cadillac CTS-V wagon. Let’s say I enjoyed my time with that 556-horsepower manual station wagon. I was able to compare it to a brown Mercedes E 63

AMG wagon—as it was then called—but then Caddy killed off its best product of the past few decades, and I was sad. The AMG remained the sole superwagon on sale in the U.S. until Porsche delivered the Sport Turismo version of the Panamera Turbo a few years back. Then Audi did the seemingly unthinkable and brought the ultimate verbotene Frucht stateside this year, the long lusted-over RS 6 Avant. That’s right, friends, we suddenly have three 600-hp (or near enough) wagons in a comparison. Turned out 2020 had one small silver lining. There’s an in-joke with, and perhaps about, auto journalists: We all want brown, manual, diesel station wagons.

Part of that is true, and I’ll go so far as to take some credit for the brown and manual parts. The diesel thing? No idea, as I despise diesel anything unless it’s a pickup truck and involves hauling a boat. Why do journalists like wagons so much? Wagons give you a car’s handling with an SUV’s practicality. Plus, longroof cars happen to look so much better than three-box sedans. It’s true, don’t argue with me. Going with that, let’s just accept the idea that wagons are the best type of cars, and enthusiasts know this is the truth. As editorial director Ed Loh once said, “Americans think they love cars, but Germans actually love cars. That’s why they drive so many wagons.”

THREE 600-HP WAGONS REPRESENT PEAK CAR WORDS JONNY LIEBERMAN PHOTOGRAPHY DARREN MARTIN

APRIL 2021 MOTORTREND.COM 27

COMPARISON

DID YOU EVER ENVISION A WORLD WHERE A 591-HP WAGON IS THE LEAST POWERFUL ANYTHING? And oh, look, these three wagon combatants all hail from Deutschland. The 2021 Audi RS 6 is the newest überwagon to arrive on our shores. Sporting a 4.0-liter twin-turbo V-8 that cranks out 591 hp and 590 lb-ft of torque, the Audi is the least powerful of this trio—did you ever envision a world where a 591-hp station wagon is the least powerful anything? The RS 6 is also the heaviest, outporking the Porsche by 39 pounds, 4,862 versus 4,823. “Heaviest and least powerful is bad,” I thought, though I should mention that 39 pounds is nichtes; road test editor Chris Walton and features editor Scott Evans joined me for this dream comparison test, and I weigh around 100 pounds

more than Walton. My actual point is, when did cars get so dang heavy? Anyhow, the Audi is also the least pricey as far as starting numbers go, undercutting the AMG by $3,455. As tested, however, the RS 6’s sticker climbs to $131,645, which is more, though barely so, than the E 63 S wagon’s as-tested price of $129,120. The Porsche, as is often the case, costs much more. Although the company has not yet fully set its 2021 Panamera prices, it estimates the Panamera Turbo S Sport Turismo starts at $183,000, and the silver one pictured here sells for, Autsch, $214,000. The Mercedes-AMG E 63 S wagon— weighing in at a “svelte” 4,658 pounds— also has a 4.0-liter twin-turbo V-8. The modern-day Hammer Wagon (and really,

AMG, please officially call the E 63 the “Hammer” already) is good for 603 hp and 627 lb-ft of torque that gets routed through a nine-speed Mercedes-built automatic transmission. The Audi RS 6 uses an eight-speed ZF-supplied auto, whereas the Porsche uses an eight-speed PDK dual-clutch. All three wagons boast all-wheel drive, though the AMG does feature Drift mode, which disconnects the front driveshaft, turning the car into a tire-shredding RWD maniac. Why maniac? Traction and stability control must be deactivated to enter Drift mode, and 627 lb-ft of twisting force is fed into only the rear axle. Fun! The Porsche also comes with a 4.0-liter twin-turbo V-8, and now in Turbo S guise (the previous version was just plain old

Audi wins the looks competition, both inside and out. The seats recall those in an R8.

All three German V-8s displace 4.0 liters. Why? Chinese tax laws! Any larger, and the price goes way up.

Turbo) it generates 620 hp along with 604 lb-ft. One more thing: The E 63 S comes with an expandable, detachable beer/grocery holder, which is quite cool and wagonlike.

We talked briefly as a staff about paying lip service to the fact that with the seats down, these three cars are pretty useful. Maybe we’d get hold of a 65-inch TV’s box and see how easy it is to load. In the end, that seemed like a lot of work during a pandemic (for those wondering, though, the Mercedes-AMG has the most cargo room). Instead, we decided to bash the wagons within an inch of their mechanical lives up and down some serious mountainous hunks of macadam, Angeles Crest Highway and Upper Big Tujunga Canyon Road. Then, to finish them off (or at least their tires), we popped over the hill to the Streets of Willow for a private track day (big thanks to our friend Jonah!) around the gritty, 1.6-mile circuit. There was a bit of freeway time tossed in, too, but let’s be honest: Performance is what matters with these three. I don’t want to write this next part; you don’t want to read this next part. So maybe just skip ahead to the end and you can pretend the Audi RS 6 is 99 percent as good as the AMG and the Porsche,

carbon-ceramic brakes. Not having confidence in the brakes is one thing, but when you combine that with poor body control (the car’s, not mine), it’s a bad mix. “It doesn’t have very good suspension compliance,” Walton continued, “and there is a constant vertical motion. It never seems to settle down. The steering is far too light in my hands and provides zero feedback.” I should mention this RS 6 had the optional air suspension; the other choice is steel springs with hydraulically linked dampers. When I attended the car’s original launch event, I noted, “The hydraulic system offered better body control,” and, “The steering felt sharper, too.” Evans concurred. “The RS 6 feels heavy—and not good, bank-vault heavy, just heavy,” he said. “It especially feels nose-heavy. As soon as you start pulling real cornering g’s, the front tires start screaming.” Yes, the tires made a ton of noise. All three cars had their respective tire pressures adjusted to the respective manufacturers’ suggested pressures the day before. However, on the RS 6 we noticed that pressures shot up to 56 psi in the front. Usually that’s a result of too much weight being on a car’s nose. Sure enough, the Audi is the most nose-heavy here, carrying about 160 pounds more on its nose than either of the other cars. Evans also pointed out the driver is too isolated from the big engine, but we all loved the Audi’s straight-line performance.

and just barely lost. But the Audi comes in a distant third in terms of driving dynamics. I’ll let Walton deliver the opening bad news salvo. “Yikes, where do I even begin?” he began. “The brake pedal is too sensitive. It makes braking unpredictable. I was left-foot braking in the other two with ease, but not in the Audi.” I experienced the same with the RS 6’s

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COMPARISON

“Think of it as a muscle car,” Evans said, meaning in the traditional sense: goes real quick, doesn’t stop or turn so hot. Especially not compared to the other two. A caveat to all this—the RS 6 is brand-new, whereas the E 63 S wagon and the Panamera Turbo S Sport Turismo are both midcycle refreshes, meaning the latter two’s engineers have had more time to fiddle and make things right. Also, an RS 6 Performance version is probably on the horizon. Still, this was a disappointing showing by Audi. Next up, let’s talk AMG.

“The opposite of the Audi,” Evans said. “It’s an engaging experience, in every way.” Yeah, there is a feel to the E 63 S wagon that’s just … good. Look, we just named the thing our 2021 Car of the Year (the E-Class as a whole), so we collectively, surely dig the platform. Then you take those great bones, add gnarly, cacophonous emotion, and poke it with a sharp stick, and the result is a machine you can love. “The engine is wonderful,” Walton said. “It sounds glorious everywhere from 4,000 to 7,000 rpm; it rips.” I drove the Porsche Panamera before I drove the AMG, and I was bowled over by how much more engaging an experience the Mercedes delivers. Same is true when

you compare it to the RS 6. The Hammer brings the drama. The Porsche? It’s a bit of a sensory deprivation tank, but man, does it fly down the road well. Walton nailed it with his comments: “Wow, what a machine. It has a fluidity to it that the Mercedes certainly doesn’t have. I could get in and go without hesitation because it gives me so much confidence. I could detect the four-wheel steering, but in a good way, actually helping it rotate. “The way the Sport Turismo puts power down on the exits is amazing,” he continued. “The solution is always more gas. Its steering provides actual feel as well as precision. The brakes are mighty

Mercedes presents the driver with sweeping screens crammed with information.

TEST TRACK SHOWDOWN 2021 Audi RS 6 Avant

2021 MercedesAMG E 63 S 4Matic+

2021 Porsche Panamera Turbo S Sport Turismo

0-60 MPH

3.1 sec

3.0 sec

2.7 sec

QUARTER MILE

11.5 sec @ 120.2 mph 113 ft 24.2 sec @ 0.81 g

11.2 sec @ 124.0 mph 104 ft 24.2 sec @ 0.83 g

11.0 sec @ 123.6 mph 102 ft 23.6 sec @ 0.86 g

BRAKING, 60-0 MPH FIGURE EIGHT NOTES

THE E 63 WAGON JUST SNORTS AND GRUNTS AND HOLLERS AND PUNCHES AND KICKS AND SCREAMS. and also provide feel, so I could stay out of the ABS with ease. This wagon profile is so much better for the Panamera. It’s the only version I think is attractive.” Anything he didn’t like? “I wish the engine had more character and voice.” Intellectually, I get that the Porsche Panamera Turbo S Sport Turismo is the superior car. But emotionally, the Mercedes-AMG E 63 S wagon … it just snorts and grunts and thrusts and hollers and roller-coasters and goes berserk and punches and kicks and screams. It’s Howard Dean in matte blue paint. It’s crazy capable, too. Evans was in the Panamera, and on a particular highspeed stretch of road, I told him to go as

The AMG came sporting the smallest wheels. Also, we love the gold calipers.

0-60 MPH Chalk up the Porsche’s launch advantage to its quickerengaging dual-clutch. QUARTER MILE Notice the AMG’s trap speed is slightly higher by the end of 1,320 feet. Chalk that up to the Mercedes-AMG’s weight-to-torque advantage (7.4 pounds/lb-ft versus 8.0) and its shorter gearing from second gear on. FIGURE EIGHT The Audi tied the AMG in terms of time, though the Mercedes’ road holding is a touch higher. The Porsche smacked both of them. To illustrate how insane the Panamera’s 23.6-second time is (and to show how great all three cars are), an Acura NSX clocked 23.8 seconds. Mid-engine Corvette? We’ve tested two top-spec 3 LT Z51 models; one did a 23.6, the other a 23.3. Man, the Porsche wagon is nuts.

fast and as hard as he could. My thinking was, if he really went for broke in the Panamera, there would be no way the AMG could keep up. But at the end of the road, he said, “I couldn’t shake you.” Damn skippy. To be fair to the Porsche, I’ve rarely pushed a car as hard as I pushed the AMG. Likewise, the way in which the E 63 S kept up with the Sport Turismo wasn’t pretty. Body roll, tires screaming for mercy, hot plates for brakes. Still, it kept up. Oh, and we couldn’t even see the RS 6 in our mirrors.

After lapping all three around the Streets of Willow, it was crystal clear the Porsche is the best car, period. There’s sophistication to its chassis the other two simply don’t possess. Yes, there’s a big price premium for that sophistication, but in this case, you get what you pay for. “I swear Porsche engineers must spend a lot of time watching how athletes and animals move at full run,” Evans said. Walton added, “The way the Turbo S moves feels organic.” The AMG was sloppy on the racetrack

but still felt better than the RS 6. “You were on your mirrors in that last corner,” the boys laughingly pointed out after I climbed from the Audi. The AMG was only ever on its door handles. Walton made one final, notably valid point: “Let’s not have another story where the best driving car loses because it’s not emotional enough.”

Again, I want to stress that this test shouldn’t ever have happened. Highperformance wagons are supposed to be a rare oddity in America, not plentiful enough that a buff book can pull off a three-way comparo. We’re supposed

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COMPARISON

to be happy with the 1,200 or so AMG wagons Mercedes sells a year (specialorder only, mind you) and that’s that. Still, there have been moments of foreshadowing. My mind wanders back to the 2010 New York International Auto Show. I was at Cadillac’s party when the wraps came off the CTS-V wagon. I turned to a Cadillac marketing person I was chummy with at the time and asked, “How can a barely post-bankruptcy General Motors be selling a 556-hp station wagon with a manual transmission?” He shoved his highball glass in my face and answered, “Because [Bob] Lutz wants some guaranteed good press out of you bastards.” So yes, having three mega-wagons available to well-heeled American enthusiasts is most likely the crown jewel in this, the actual golden age of the automobile. It’s all downhill from here, because it has to be. As for these three,

they’re all incredible. Logistics wound up dictating that I used the third-place Audi RS 6 for a road trip with my family to Palm Springs, and the entire time I kept asking myself, “How can this magnificent beast be third place at anything?” Gorgeous, elegant, comfortable, bullettrain fast, and did I mention gorgeous? The “loss” just shows how mighty the competition is. Which brings up the second-place Mercedes-AMG E 63 S wagon. First off, it kills me when a derivative of a vehicle just awarded Car of the Year loses a comparison test. Literally, I hate it. Makes us look inconsistent in our judgment, we’re well aware. But because of price, we tend to lump Porsche Panameras in with the S-Class, not the E-Class, so if you ask a MotorTrender what’s best in the 5 Series/A6/E-Class segment, we can legit say the Mercedes.

Moreover, had this E 63 S gone up against the pre-face-lift Panamera Turbo, the one that “only” made 550 horsepower, I think the AMG would have won. Again, it’s not like there’s anything bad about the way the Hammer Wagon performs, and if you drive it like Mercedes just dropped one off at your house (guilty!), the E 63 S wagon can indeed keep up with the Turbo S Sport Turismo on a fast-moving canyon road, if only just.

Things don’t get more surefire than a silver Porsche with a red leather interior.

Not your parents’ station wagons. These three aren’t even your parents’ wildest automotive fantasies. Yet here we are.

FORBIDDEN FRUIT: 2020 Mercedes-AMG C 63 S Wagon

M THESE THREE WAGONS ARE THE CROWN JEWELS IN THE ACTUAL GOLDEN AGE OF THE AUTOMOBILE. That leaves us with the first-place Porsche. Yes, another comparison test win for Porsche. The folks in Zuffenhausen must be getting sick of all the accolades. I know I am. Yes, for the nearly $85,000 price difference between the Turbo S wagon and the second-place AMG, you could buy any number of phenomenal automobiles (might I recommend an Alfa Romeo Giulia Quadrifoglio?) and have the Hammer. We get that, totally. But the fact is, we invited these three to compete, and all three manufacturers knew what we were up to. This is a clean win for the Panamera Turbo S Sport Turismo; price notwithstanding, the Porsche is the superior driver’s wagon. That’s the way she goes. Q

any Americans still think of “mom” and “station wagon” in the same sentence, ignoring that the ubiquitous modern SUV is essentially the 21st century’s Wagon Queen Family Truckster. But in Europe, wagons are still cool, still the preferred utility vehicle for people with sporty lifestyles. And the faster the wagon, the cooler it is. Which makes the 2020 Mercedes-AMG C 63 S wagon about as cool as long-roof load luggers come. The C 63 S is of course the E 63 S wagon’s little brother, 11.5 inches shorter, 3.8 inches narrower, 1.3 inches lower, and rolling on a 3.9-inch-shorter wheelbase. It’s powered by the same 503-hp, 516-lb-ft version of Daimler’s versatile 4.0-liter twin-turbo V-8 as the AMG GLC 63 S Coupe sold stateside, rather than the 603-hp, 627-lb-ft engine of the E-Class version. Can’t have the little brother upstaging things, can we? The C 63 S wagon is lighter, partly because, well, it’s smaller than the E 63, and also because it doesn’t have the bigger car’s AWD system. By Daimler’s numbers, it’s about half a second slower to 62 mph than the E 63 S 4Matic+ wagon, which suggests a 0–60 time of about 3.5 seconds. Given the heavier, AWD AMG GLC 63 we tested a few years back recorded a time of 3.2 seconds, that might be a touch pessimistic. A 2018 face-lift added the AMG grille up front, a new rear diffuser, and the option of 19-inch forged aluminum alloy wheels instead of 18-inchers. Interior upgrades included a 12.3inch digital dash and 10.5-inch infotainment screen, a flat-bottomed steering wheel with

touchpad controls on the spokes, and a rotary mode controller. Although the engine remained untouched, the old seven-speed torque-converter auto was replaced with AMG’s nine-speed wet-clutch automatic, and it added an e-diff. AMG Traction Control—the nine-stage system first seen on the AMG GT R—was made standard on the S. AMG Dynamic Select offers five predetermined drive modes, along with an Individual mode that allows you to choose the engine, gearbox, steering, and exhaust settings. AMG Ride Control manages the steel springs and adaptive shocks, and the AMG Dynamics system lets you manage the ESP settings and torque distribution to the rear axle through four settings. What’s it all add up to? A rambunctious little thug of a wagon, that’s what. Next to the C 63 S, the E 63 S seems calmer, more mature—if any wagon with Saturn V thrust, a rolling thunder soundtrack, and Drift mode can be called calm and mature. The C 63 S feels livelier, noisier, busier, especially at 120 mph or more on the autobahn, where the shorter wheelbase and different suspension settings mean high-speed turn-in response feels more aggressive, and there’s much more vertical motion through the chassis. The rear-drive balance is real rather than digitally remastered; Drift mode in this thing simply means turning the traction control off. It doesn’t have the brute power of the E 63 S, but Lordy it’s still fast. On a trip that saw us dispatch the 700 miles between London and Dresden in a single day, the C 63 S cruised easily at 130 to 140 mph when traffic allowed, and on one stretch we saw an indicated 156 mph. The best thing about the C 63 S wagon? Not just that it flies, but that it flies below the radar. Unless you’re an enthusiast, it could be one of tens of thousands of diesel C-Class wagons running around Europe on fancy AMG wheels. There’s something deeply appealing about a supercar that to most people looks like an ordinary grocery getter. It has utility. But it’s very, very sporty. Angus MacKenzie

2021 Mercedes-AMG C 63 S PRICE $69,250 (est) LAYOUT Front-engine, RWD, 5-pass, 4-door wagon ENGINE 4.0L/503-hp/516-lb-ft twin-turbo DOHC 48-valve V-8 TRANSMISSION 9-speed auto CURB WEIGHT 4,050 lb (mfr) WHEELBASE 111.8 in L x W x H 185.6 x 71.3 x 56.7 in 0-60 MPH 3.5 sec (MT est) EPA FUEL ECON Not rated

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COMPARISON

3RD PLACE: 2021 Audi RS 6 Avant

2ND PLACE: 2021 Mercedes-AMG E 63 S 4Matic+

WINNER: 2021 Porsche Panamera Turbo S Sport Turismo

DRIVETRAIN LAYOUT

Front-engine, AWD

ENGINE TYPE

Twin-turbo 90-deg V-8, alum block/heads DOHC, 4 valves/cyl 243.9cu in/3,996cc 10.1:1 591 hp @ 6,000 rpm

Twin-turbo 90-deg V-8, alum block/heads

DOHC, 4 valves/cyl 243.0 cu in/3,982cc 8.6:1 603 hp @ 5,750 rpm

DOHC, 4 valves/cyl 243.9 cu in/3,996cc 9.7:1 620 hp @ 6,000 rpm

590 lb-ft @ 2,050 rpm 6,750 rpm 8.2 lb/hp 8-speed automatic 3.20:1/2.14:1

627 lb-ft @ 2,500 rpm 7,000 rpm 7.7 lb/hp 9-speed automatic 3.06:1/1.84:1

604 lb-ft @ 2,300 rpm 6,800 rpm 7.8 lb/hp 8-speed twin-clutch auto 3.15/1.68:1

SUSPENSION, FRONT; REAR

Multilink, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar

Control arms, air springs, adj shocks, adj anti-roll bar; multilink, air springs, adj shocks, adj anti-roll bar

STEERING RATIO

15.9:1

14.5:1

9.3-14.2:1

TURNS LOCK TO LOCK

2.3

2.1

2.5

BRAKES, F; R

17.3-in vented, drilled, carbonceramic disc; 14.6-in vented, drilled, carbon-ceramic disc, ABS

15.8-in vented, drilled, carbon-ceramic disc; 14.2-in vented, drilled, carbonceramic, ABS

16.5-in vented, drilled, carbon-ceramic disc; 16.1-in vented, drilled, carbonceramic disc, ABS

WHEELS, F; R

10.5 x 22-in cast aluminum

9.5 x 20-in; 10.0 x 20-in, forged aluminum

9.5 x 21-in; 11.5 x 21-in, forged aluminum

TIRES, F; R

285/30R22 101Y Pirelli P Zero AO

265/35R20 99Y; 295/30R20 101Y Michelin Pilot Sport 4S M01

275/35R21 103Y; 325/30R21 108Y Michelin Pilot Sport 4S ND0

115.3 in 65.7/65.0 in 196.7 x 76.8 x 58.6 in 40.0 ft 4,862 lb 55/45% 5 38.3/39.5 in 41.3/37.4 in 57.8/56.5 in 63.8/30.0 cu ft (est)

115.7 in 64.9/62.8 in 197.1 x 75.1 x 58.0 in 41.0 ft 4,658 lb 54/46% 5 37.5/39.6 in 41.5/35.8 in 57.8/57.1 in 64.0/35.0 cu ft

116.1 in 65.2/64.5 in 198.8 x 76.3 x 56.4 in 37.4 ft 4,823 lb 52/48% 5 38.0/38.0 in 41.9/35.6 in 58.1/54.3 in 47.9/17.2 cu ft

1.1 sec 1.7 2.4

1.2 sec 1.7 2.3

1.0 sec 1.5

3.1 4.1 5.1 6.4 7.8 12.3 1.6 11.5 sec @ 120.2 mph 113 ft 0.95 g (avg) 24.2 sec @ 0.81 g (avg) 1,500 rpm

3.0 3.9 4.9 6.0 7.3 11.4 1.4 11.2 sec @ 124.0 mph 104 ft 0.98 g (avg) 24.2 sec @ 0.83 g (avg) 1,400 rpm

VALVETRAIN DISPLACEMENT COMPRESSION RATIO POWER (SAE NET) TORQUE (SAE NET) REDLINE WEIGHT TO POWER TRANSMISSION AXLE/FINAL DRIVE RATIO

DIMENSIONS WHEELBASE TRACK, F/R LENGTH X WIDTH X HEIGHT TURNING CIRCLE CURB WEIGHT WEIGHT DIST, F/R SEATING CAPACITY HEADROOM, F/R LEGROOM, F/R SHOULDER ROOM, F/R CARGO VOLUME, BEH F/R

TEST DATA ACCELERATION TO MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 0-100-0 PASSING, 45-65 MPH QUARTER MILE BRAKING, 60-0 MPH LATERAL ACCELERATION MT FIGURE EIGHT TOP-GEAR REVS @ 60 MPH

2.1 2.7 3.6 4.6 5.7 7.1 11.1 1.4 11.0 sec @ 123.6 mph 102 ft 1.01 g (avg) 23.6 sec @ 0.86 g (avg) 1,200 rpm

CONSUMER INFO

$110,045 PRICE AS TESTED $131,645 STABILITY/TRACTION CONTROL Yes/Yes 10: Dual front, f/r side, f/r curtain, AIRBAGS front knee BASIC WARRANTY 4 years/50,000 miles POWERTRAIN WARRANTY 4 years/50,000 miles ROADSIDE ASSISTANCE 4 years/Unlimited miles FUEL CAPACITY 19.3 gal EPA CITY/HWY/COMB ECON 15/22/17 mpg ENERGY CONS, CITY/HWY 225/153 kWh/100 miles CO2 EMISSIONS, COMB 1.11 lb/mile RECOMMENDED FUEL Unleaded premium BASE PRICE

$113,500 $129,120 Yes/Yes 10: Dual front, f/r side, f/r curtain, front knee 4 years/50,000 miles 4 years/50,000 miles 4 years/50,000 miles 21.1 gal 16/23/18 mpg 211/147 kWh/100 miles 1.05 lb/mile Unleaded premium

$183,000 (mfr est) $214,000 (mfr est) Yes/Yes 10: Dual front, f/r side, f/r curtain, front knee 4 years/50,000 miles 4 years/50,000 miles 4 years/50,000 miles 23.7 gal Not yet rated Not yet rated Not yet rated Unleaded premium

DO IT YOURSELF WITH A READY-TO-BOLT-ON TIRE & WHEEL PACKAGE www.tirerack.com/packages

INCLUDED AT NO CHARGE Hunter Road Force GSP9700 balancing State-of-the-art scratch free mounting All necessary installation hardware

FAST FREE SHIPPING on All Orders Over $50*

TERRA 15 16 17 18

DRS 17 18 19

O.Z. Alleggerita HLT 16 17 18

O.Z. Hyper GT HLT 17 18 19 20

O.Z. Indy HLT 18 19 20

Enkei Racing RPF1 15 16 17 18

Enkei Tuning Raijin 18

Enkei Tuning TSR-X 18 20

M-F 8am-8pm EST | SAT 9am-4pm EST

O.Z. Super. AERO HLT O.Z. Super. EVOLUZIONE Forged ONE FF05 17 18 19 20 18 19 20 19 20

Sport Tuning ST7 16 17 18

FLOW ONE F2 18 19 20

FAST FREE SHIPPING ON ORDERS OVER $50 tirerack.com/freeshipping

FLOW ONE F4 18 19 20

Forged ONE FF10 18 19 20 21

FLOW ONE F5 17 18 19 20

COMPARISON I Chevrolet Trailblazer RS AWD vs. Kia Seltos SX Turbo AWD vs. Mazda CX-30 Premium AWD

WORDS MARK RECHTIN PHOTOGRAPHY MT STAFF

First-Car Fiesta WANT SOMETHING AFFORDABLE AND SHINY YOU WON’T BE SICK OF AFTER A COUPLE OF YEARS? THESE THREE MINI-SUVS MAKE A STRONG PLAY FOR YOUR WALLET.

ow do you do, fellow kids? Yes, we know, it’s really hard to adult these days. Jobs are scarce, and America is hemorrhaging employment every month. Meanwhile, there are mountains of student debt to pay off. Things seem pretty grim; making a monthly new car payment must seem like a fantasy. However, for those in the work-athome-office brigade doing well enough to entertain the possibility of dismissing the used car blues and getting something sparkly and new, we present three cheap, sporty-looking, kinda-sorta SUVs that deliver good looks, capability to haul a couple (quarantined or vaccinated) friends, and your stuff while making a decent value play. These aren’t really SUVs in the purest, or purist’s, sense. Sure, they offer

all-wheel drive and slightly better ground clearance than a sedan. But you aren’t going to conquer Moab in any of these. You can call them SUVs because they’re shaped like one, but best treat them all more like a lifted hatchback with decent traction control. They should schuss you to the ski lodge without too much problem, but that’s about it. The three latest entries in the subcompact crossover field are the Chevrolet Trailblazer, Kia Seltos, and Mazda CX-30. This is the most crowded, competitive segment in the auto industry, and when you are dealing with a package this tidy and price-sensitive, there is a temptation to dismiss them as all of a piece. However, to bastardize George Orwell, some subcompact crossovers are more equal than others. So which is the best small SUV?

THE ENTRANTS The Chevy Trailblazer comes with rugged good looks and a choice between two three-cylinder turbocharged engines; for this test we picked the optional 1.3-liter that delivers 155 horsepower and 174 lb-ft of torque—a seemingly respectable amount for an engine and vehicle this small. Its power routes to a nine-speed automatic transmission, which is the only pairing available with all-wheel drive. And although Trailblazer prices start at just shy of $20,000, this trim level starts at seven grand more, and our as-tested model optioned up to a startling $32,350.

Chevrolet Trailblazer Yes, just a couple of sentences above, we said this would be a test of affordable small SUVs. More on that in a bit. If the development of the Kia Seltos were a movie, it would be called Honey, I Shrunk the Telluride. The same smart thinking that made the Telluride our 2020 SUV of the Year appears here in slimmeddown form, with a choice of a 146-hp 2.0-liter four-cylinder and a continuously variable transmission or a 175-hp 1.6-liter turbo-four mated to a seven-speed dualclutch gearbox. Pricing for the Seltos S in front-drive trim starts at $23,110, though our as-tested SX Turbo AWD came across at $29,485. Rounding out the field is the Mazda CX-30, not to be confused with its similar-sized cousin, the CX-3 crossover. Getting into the alphanumeric nonsense would take too long here, so just know

the CX-30 is basically a hiked-up Mazda 3 hatchback. It comes with a 2.5-liter inline-four that punches out 186 hp and sends it through an old-timey six-speed automatic. Although you can get into the CX-30 for about 22 grand, our loaded 2020 Premium Pack trim was priced at $31,425 at the time of testing.

DRIVING Right out the gate, most judges preferred the Kia’s driving feel over the other two competitors, on freeway stretches and on winding roads alike. Not that it’s plush like some luxury cars; remember, we’re talking basic transport here, so it’s a matter of degrees of discomfort. (Note to self: good name for next emo band side project.) But the Seltos is no kidney puncher. It delivers a relatively smooth ride and reasonably nimble handling.

“Within the first 100 feet you can feel the quality of engineering in the Seltos,” features editor Scott Evans said. “It drives very nicely. It turns in sharply and handles body motions well. It rides well over choppy, bumpy roads. This is just a pleasant car to drive.” Associate online editor Nick Yekikian described the Seltos as “far more athletic than you would ever imagine,” though he noted its transmission suffers the occasional low-speed lurch as the clutch engages when accelerating from a stop. Although the Mazda’s steering feels progressive and seems to hold a curve pretty well, the CX-30 relies on a surprisingly gutless engine and outdated six-speed to get moving. Once up to speed, the tall, widely spaced gearing results in transmission hunting on long inclines, often requiring a double or triple downshift to get into the naturally aspirated engine’s narrower powerband. Meanwhile, the CX-30’s jittery suspension over routine bobbles results in

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Clearly the most stylish of this tested trio, the Mazda CX-30’s elegant-forits-price interior plays to those who focus on what’s inside the jewel box.

Mazda CX-30 With its logical layout, the Seltos’ straightforward and intuitive cabin and infotainment system lets you focus your attention on the road.

Kia Seltos midcorner bump steer; blame that on the platform-donating Mazda 3 replacing its traditional independent rear suspension with a proletarian torsion beam. And brake feel? How about having to put your foot nearly to the firewall for anything more than a routine stop, as Buyer’s Guide director Zach Gale found. Mazda has long stood out for the driving experience, but Evans said he struggled to find any “Mazdaness” in it. “I am shocked at how stiffly it rides. Since it’s not exceptionally sporty, I don’t know why it needs to ride like this.” Perhaps MotorTrend en Español managing editor Miguel Cortina said it best: “Mazda has lost half of its ‘zoom-zoom.’ Now it’s just, ‘zoom.’”

For all of its Camaro-meets-doorstop looks, the Trailblazer is no dragster. Sure, it gets up to 40 mph pretty snappily, but above that, “the engine just doesn’t have any guts, making passing a test in planning,” features editor Christian Seabaugh said. On the plus side, he noted, “The ninespeed swaps cogs quickly, which, coupled with short ratios, makes the most of what the inline-three has.” Nevertheless, its 0-60-mph acceleration of 9.3 seconds was the slowest of the batch. And that’s with the “big” engine. Cortina was not a fan of the Trailblazer’s ride. “Driving over broken pavement or ruts, the body shakes like a soaked Chihuahua,” he said. Senior features

editor Jonny Lieberman found the steering “floppy without being sloppy, if that makes any sense.” Brake modulation and brake feel are pretty spongy after some initial very firm bite at parking lot speeds. As for winding roads, the Trailblazer exhibited the most body roll and squealed its tires the easiest. In other words, it doesn’t walk the Camaro-look talk. Because mere dozens of people will ever take these vehicles off-roading in a way that would challenge anything more than a Toyota Camry, we didn’t test for off-road capability. However, we note the Seltos was alone in offering an all-wheel-drive mode switch for slippery conditions that locks the torque at a 50/50 front/rear split. Meanwhile, the Trailblazer defaults to front-drive mode and requires you to push a button to even engage all four wheels. “I promise you will not blaze any trails in this thing,” Yekikian said.

The Trailblazer’s exterior styling has plenty of character for a segment where a milk carton is the default design. If you simply 38 MOTORTREND.COM APRIL 2021

Here’s the downside: The Mazda CX-30’s back seat is a penalty box.

COMPARISON

NONE OF THESE SMALL SUVS IS A BAD CHOICE FOR A FIRST CAR. want to make a cool statement upon arrival, the Trailblazer delivers. To keep the canine metaphors going, our head of editorial, Ed Loh, likened its stance to “a little bulldog posing on the stand at the Westminster Dog Show.” Evans noted the Mazda “looks more interesting and premium than anything else in the class.” As a clear derivative of the Mazda 3, Lieberman added, the CX-30 looks very much “like a car with a slight lift, rather than an SUV.” Photo editor William Walker—who has an eye for such things—pointed out an odd but intentional S-shaped deformity in the front-door sheetmetal, where convex and concave surfaces meet. Under the correct lighting, they appear warped, and not in a good way. It cannot be unseen. Alas, poor Seltos. We’re sure plenty of Kia designers worked long nights to inject the crossover with some personality. But the end product looks like groupthink and compromise, and although it’s handsome and stylish, the final result is rather bland.

Mazda’s play to be a premium brand really shows inside. Its minimalist-cool vibe will reward readers of Dwell magazine who aspire to shop at Design Within Reach. Cortina noted the Mazda interior felt nicer than those of the Mercedes-Benz GLA and GLB. Seabaugh found the material quality quite good, adding that “the contrasting leather dressed up with white stitching and metallic accents do a great luxury impression.” However, one big Mazda drawback is passenger space: “Another Mazda with a compromised back seat compared to the rest of the class. Sigh …” exhaled Gale after exiting. And it wasn’t just our skyscraping Buyer’s Guide director who had issues trying not to bonk his head on the door frame while getting into and out of the back seat. The sense of claustrophobia is

heightened by the roar of the engine and tires in the cabin. If it’s you and a friend, you’re fine. Start adding headcount, though, and things get tight. Hopping into the Trailblazer, you see the mini-Camaro ethos continuing inside. It works, though the top trim features a riot of interior material colors that almost match. But the pleasant shock of finding a spacious back seat after the Mazda’s mole hole is a real treat. “It’s an impressively spacious vehicle, probably because it’s rather large for this class,” Evans said. “There’s a ton of rearseat room and a large cargo area. If you’re shopping purely on practicality, this one rises to the top.” The Chevy is so roomy inside that even the addition of a massive headroom-ruining sunroof still doesn’t make it feel cramped, Loh said. Beyond capaciousness, however, the Trailblazer’s interior plastics are hard and feel cheap once you get past the steering wheel and elbow rests. And surely this interior was designed in a gray and gloomy Detroit winter, because the faux-chrome instrument surrounds catch every gleam of sunlight and reflect them directly into your eyes. This editor had floaters for 10 minutes after exiting the Trailblazer. The Seltos splits the middle. It’s pretty spacious for people and cargo. Then again, the front seats’ elevation is commanding for such a small vehicle. The Seltos is also pretty refined, but the seat vinyl and

materials graining feel a bit lower-grade than in the Mazda. In the California desert summer, the Seltos’ air conditioning is much stronger than the Mazda’s, but it can’t match the Trailblazer’s jet blast. The Kia interior is good. Just not the best.

Driving a modern car is full of distractions, and the Seltos’ intuitive user interface allows you to stay focused on the road. Switching between Apple CarPlay and the Kia’s native software on the optional 10.3inch touchscreen is seamless. Until we say otherwise, consider Kia (and sister brands Hyundai and Genesis) to have the best infotainment system interfaces. The Trailblazer follows the typical Chevy infotainment UX: straightforward and easy to learn. However, Evans was baffled by how the car was equipped. “It has wireless Apple CarPlay and Android Auto but no navigation or multizone climate control,” he said. “It seems odd some of these features aren’t offered.” Mazda, meanwhile, needs to simplify its multimedia system. The screen is too small and too far away from the driver’s vision. There are too many submenus to perform basic tasks like changing satellite radio stations. And although this CX-30 came with an allegedly premium Bose stereo, it was tuned poorly for the car and sounded like an AM radio ripped out of a 1970s station wagon.

APRIL 2021 MOTORTREND.COM 39

Some of you will see these as-tested prices and blanch. After all, how many people can afford to spend $30K on their first new car? Just remember, we drove cars that came loaded up from the manufacturer. Not everyone needs AWD, a panoramic sunroof, or a premium sound system. Dial back the extras, and you can shave five to seven grand off the price. One note: We also drove a base model Seltos that came in around $23,000. And although the instrumentation, buttons, and dials were a bit cruder, it’s not like they feel cheap. The CVT functions well in delivering the base engine’s power. It is a supremely competent cheap car, and it’s a screaming deal at the price point. Conversely, after a day spent driving the top-trim Trailblazer, Seabaugh professed it to be quite good for a $25,000 SUV. Then he looked at the Monroney sticker: “THIS IS $32,000?!?” Yes, in all-caps. Sometimes your incredulity needs to be shouted. About the only good thing about the Chevy’s price-value equation, Lieberman said, is that it’s cheaper than its Buick Encore GX sibling. The Mazda aims for a premium space, daring to compare itself against the likes of a Lexus UX or Audi Q3 (yeah, not so much … ), so good luck finding a base model at a dealership. But the upmarket price does come with the best interior of the batch, so perhaps its higher entry price is worth it. In fact, our in-house vehicle evaluation service, IntelliChoice, ranks the Mazda narrowly ahead of the Seltos and Trailblazer in terms of retained value.

The CX-30 is rated as a Top Safety Pick+ (the highest score) by the Insurance

40 MOTORTREND.COM APRIL 2021

Institute for Highway Safety. It scored 5/5 stars from NHTSA in all front and side crash tests, and it earned 4/5 stars in rollover testing. However, its driver assistance features are laggy in their reaction times, and when they do make their presence known, they’re more annoying than helpful. One example: the startling, false forward-collision warning alert triggered by a shadow from a car the next lane over. Although the Seltos has equally good crashworthiness scores as the Mazda, its headlights are rated Poor by IIHS, which knocks it down several pegs in those ratings. The Kia got 5/5 stars for side crash and front driver crash tests from NHTSA but 4/5 stars for front passenger and rollover tests. As far as driver assist systems go, the Seltos has excellent lane keeping systems that are more akin to “lane centering,” and its smart cruise distance keeping in surging traffic feels like it came from a more expensive car. This is what happens when the Genesis luxury division quickly sends its technology downmarket. The Trailblazer scored 5/5 stars for side crash and front driver crash tests from NHTSA but a worrying 3/5 for the front passenger crash test. The Chevy had not been tested by IIHS at press time. Lane keeping consists of ping-ponging between line markers, while the cruise control won’t maintain its set speed on a downhill grade. One area where design conflicts with safety: Because the C- and D-pillars are combined into one solid swath of sheetmetal, the Trailblazer has no rear quarter window. That results in a giant blind spot that can hide an entire car. Each scored 4/5 stars on the NHTSA rollover test. Braking distances from 60 to 0 mph for all three came in right around 120 feet, which is respectable.

It’s not like the Trailblazer is a bad first car. Indeed, its roominess is outstanding for its size, but you get underwhelming ride and handling. And to equip it properly, you could get a mid-trim SUV from the next segment up, like a Honda CR-V. The CX-30 is stylish and snazzy, and it has great crashworthiness and predicted retained value. But its driving dynamics don’t match the design premise. And it offers the smallest interior of the batch, which limits your weekend choices. Which brings us to the Seltos. It’s by far the best driver, has the best infotainment interface, is packaged smartly inside, ain’t bad to look at, and delivers value in both base and upgraded trim levels. The finishing results were close. None of these small SUVs is a poor choice, per se. Each has its weaknesses—which is bound to occur with entry-level vehicles. When you build to an affordable price, sacrifices will be made. However, both the Chevy’s and Mazda’s shortcomings crippled their chances of winning, whereas the Kia’s were relatively minor by comparison. As they say in golf, it’s not about the good shots you hit. It’s about the bad ones. Fellow kids, you’ll learn more about golf when you get the big promotion. But the title bump may not require you to upgrade from these sweet wheels.Q 3rd Chevrolet Trailblazer Pros Roomy interior, racy design, sensible infotainment Cons Awful powertrain, outrageous pricing, ungainly ride and handling 2nd Mazda CX-30 Pros Upscale interior, crashworthiness, steering feel Cons Underpowered, claustrophobic, unintuitive infotainment system 1st Kia Seltos Pros Responsive ride and handling, smart packaging, good value Cons Interior plastics, occasional shift shock, meh design

2021 Chevrolet Trailblazer RS AWD

WINNER 2021 Kia Seltos SX Turbo T-GDI

2020 Mazda CX-30 AWD (Premium)

Front-engine, AWD Turbocharged I-3, alum block/head DOHC, 4 valves/cyl 81.6 cu in/1,338cc 10.3:1 155 hp @ 5,600 rpm

Front-engine, AWD Turbocharged I-4, alum block/head DOHC, 4 valves/cyl 97.1 cu in/1,591cc 10.0:1 175 hp @ 6,000 rpm

Front-engine, AWD I-4, alum block/head DOHC, 4 valves/cyl 151.8 cu in/2,488cc 13.0:1 186 hp @ 6,000 rpm

TRANSMISSION

174 lb-ft @ 1,600 rpm 6,800 rpm 21.6 lb/hp 9-speed automatic

186 lb-ft @ 4,000 rpm 6,500 rpm 18.0 lb/hp 6-speed automatic

AXLE/FINAL DRIVE RATIO

3.17:1/1.97:1

195 lb-ft @ 1,500 rpm 6,500 rpm 18.5 lb/hp 7-speed twin-clutch auto 4.63:1 (1st, 2nd, 4th, 5th), 3.61:1 (3rd, 6th, 7th, R)/2.58:1

SUSPENSION, FRONT; REAR

Struts, coil springs, anti-roll bar; torsion beam, coil springs

Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar

Struts, coil springs, anti-roll bar; torsion beam, coil springs

STEERING RATIO

15.4:1

12.8:1

15.9:1

TURNS LOCK TO LOCK

2.5

2.8

BRAKES, F; R

11.8-in vented disc; 10.4-in disc, ABS 16.0-in vented disc; 15.0-in disc, ABS 7.5 x 18-in cast aluminum 7.5 x 18-in cast aluminum

COMPARISON TEST DRIVETRAIN LAYOUT ENGINE TYPE VALVETRAIN DISPLACEMENT COMPRESSION RATIO POWER (SAE NET) TORQUE (SAE NET) REDLINE WEIGHT TO POWER

WHEELS TIRES

4.10:1/2.45:1

11.6-in vented, disc; 11.9-in disc, ABS 7.0 x 18-in cast aluminum

225/55R18 98H (M+S) Hankook Kinergy GT

235/45R18 94V Kumo Majesty 9 Solus TA91

215/55R18 95H (M+S) Bridgestone Turanza EL440

103.9 in 60.9/61.3 in 173.5 x 71.2 x 65.7 in 7.7 in 17.8/27.7 deg 37.4 ft 3,349 lb 60/40% 1,000 lb 5 38.3/36.8 in 40.9/39.4 in 55.4/53.8 in 54.4/25.3 cu ft

103.5 in 62.0/62.4 in 172.0 x 70.9 x 63.6 in 7.3 in 28.0/28.0 deg 34.8 ft 3,243 lb 59/41% Not rated 5 40.0/38.4 in 41.4/38.0 in 55.5/54.7 in 62.8/26.6 cu ft

104.5 in 61.6/61.6 in 173.0 x 70.7 x 61.7 in 7.9 in 17.6/27.5 deg 34.8 ft 3,352 lb 60/40% Not rated 5 37.8/38.3 in 41.7/36.3 in 55.6/53.2 in 45.2/20.2 cu ft

2.9 sec 4.4 6.7

2.7 sec 3.9 5.6

2.7 sec 4.3

9.3 12.5 16.9 21.9 5.3 17.0 sec @ 80.5 mph 121 ft 0.80 g (avg) 28.3 sec @ 0.57 g (avg) 1,750 rpm

7.4 9.9 13.1 17.2 3.9 15.9 sec @ 86.9 mph 117 ft 0.82 g (avg) 27.4 sec @ 0.63 g (avg) 2,000 rpm

6.1 8.3 11.0 14.2 18.0 4.4 16.3 sec @ 86.3 mph 125 ft 0.79 g (avg) 27.9 sec @ 0.60 g (avg) 1,800 rpm

$29,010 $29,485 Yes/Yes

$30,700 $31,425 Yes/Yes

6: Dual front, front side, f/r curtain

7: Dual front, front side, f/r curtain, driver knee 3 years/36,000 miles 5 years/60,000 miles 3 years/36,000 miles 12.7 gal 25/32/27 mpg 135/105 kWh/100 miles 0.70 lb/mile Unleaded regular

DIMENSIONS WHEELBASE TRACK, F/R LENGTH X WIDTH X HEIGHT GROUND CLEARANCE APPROACH/DEPART ANGLE TURNING CIRCLE CURB WEIGHT WEIGHT DIST, F/R TOWING CAPACITY SEATING CAPACITY HEADROOM, F/R LEGROOM, F/R SHOULDER ROOM, F/R CARGO VOLUME, BEH F/R

DIMENSIONS ACCELERATION TO MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 PASSING, 45-65 MPH QUARTER MILE BRAKING, 60-0 MPH LATERAL ACCELERATION MT FIGURE EIGHT MT FIGURE EIGHT

CONSUMER INFO

$27,995 PRICE AS TESTED $32,350 STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS 10: Dual front, f/r side, f/r curtain, front knee BASIC WARRANTY 3 years/36,000 miles POWERTRAIN WARRANTY 5 years/60,000 miles ROADSIDE ASSISTANCE 5 years/60,000 miles FUEL CAPACITY 13.2 gal EPA CITY/HWY/COMB ECON 26/30/28 mpg ENERGY CONS, CITY/HWY 130/112 kWh/100 miles CO2 EMISSIONS, COMB 0.70 lb/mile RECOMMENDED FUEL Unleaded regular BASE PRICE

5 years/60,000 miles 10 years/100,000 miles 5 years/60,000 miles 13.2 gal 25/30/27 mpg 135/112 kWh/100 miles 0.72 lb/mile Unleaded regular

APRIL 2021 MOTORTREND.COM 41

THE FINEST PRODUCTS FOR 2021

FloorLiner™

CupFone® Two View

Auto

America’s COMPARISON TEST BMW X7 vs. Cadillac Escalade vs. Lincoln Navigator vs. Mercedes-Benz GLS-Class

ime is a flat circle. Many folks will recall that line uttered by Matthew McConaughey in the climax of True Detective, but it was 19th century philosopher Friedrich Nietzsche who first wrote those words, with the implication being “everything we have done, or will do, we will do over and over and over again—forever.” Nietzsche’s doctrine of eternal recurrence rang through my head as I admired the four hulking luxury three-row SUVs from BMW, Cadillac, Lincoln, and Mercedes-Benz as they sat in the cool morning marine layer of Los Angeles’ ritzy Palos Verdes Peninsula. Five years earlier, just across the peninsula in the Port of Los Angeles, we conducted almost the exact same test where we crowned the then-new Cadillac

44 MOTORTREND.COM APRIL 2021

Escalade the winner over the Mercedes GL, Lexus LX, Land Rover Range Rover, Lincoln Navigator, and Infiniti QX80. Time has stood still for the Lexus, Range Rover, and Infiniti. However, Cadillac, Lincoln, and Mercedes have all moved forward into the 2020s with new luxury three-row SUVs. Meanwhile, BMW joins this existentialist circle of life with its own entry into the segment. Are we doomed to repeat these comparison tests ad infinitum? Well, not entirely.

Nietzche’s predecessor Arthur Schopenhauer wrote pessimistically of the individual’s inability to satiate unquenchable desires. But in this case, these four automakers gallantly endeavor to overturn centuries of dismal dialectic. Rather than deny our desires, as Schopenhauer would have us do, let us meet the 2021 Cadillac Escalade ESV 4WD, 2020 Lincoln Navigator 4x4 Black Label, 2020 Mercedes-Benz GLS 580 4Matic, and 2020 BMW X7 xDrive40i.

Finest

COMPARISON TEST

WHAT GOES AROUND COMES AROUND, WITH THESE LUXE AMERICAN-MADE THREE-ROW SUVS

WORDS CHRISTIAN SEABAUGH PHOTOGRAPHY RENZ DIMAANDAL

In a lot of ways, these four American-built luxury three-row SUVs are modernized takes on midcentury Lincoln Continentals, Cadillac Eldorados, and Mercedes 300s.

The oldest vehicle this time around was the oldest during the last go-round, too. But that’s not to say things haven’t changed. The new Lincoln Navigator, updated for 2019, is among the most convincing American luxury vehicles of the past three decades. Its styling is retro yet modern, elegant, and unmistakably Lincoln. Little has changed with the Lincoln Navigator since it made its debut aside from minor trim and option differences. It’s the same story for the 2021 model, but for a $990 price bump. The Mercedes-Benz GLS-Class is the third generation of the S-Class of SUVs. Updated last year, the big Benz can be had in a dizzying array of specs, from a hybridized six-cylinder GLS 450 to the high-performance AMG GLS 63 and über-luxe Maybach GLS 600 (page 12). We opted to split the difference with the hybridized

V-8-powered 2020 Mercedes-Benz GLS 580 4Matic. A pop culture icon in its own right, the Cadillac Escalade is largely responsible for the success of this segment today. Like the flagship it is, the new Escalade features GM’s latest and greatest technologies. Inside there are massive OLED driver displays, and under the skin the Escalade now features a unique MagneRide/air suspension combination

Cadillac Escalade’s 38-inch curved screen

designed to make it ride and drive better than ever. Our Escalade ESV 4WD tester came to us from L.A.’s Black & White Car Rental service, as Cadillac was unable to provide an Escalade from its press fleet. The BMW X7 didn’t even exist the last time MotorTrend did this comparison test. Sick of watching from the sidelines, BMW introduced the X7 in late 2019 for the 2020 model year to complement the company’s 7 Series flagship sedan. Our X7 xDrive40i (which just so happens to be a member of the MotorTrend long-term fleet) sports all the necessities to compete in this segment: three rows of seats, a beautifully furnished cabin, and the latest in-car technologies. For those of you who read the headline and have doubts as to the manufacturing provenance of our two German-branded entrants, know the Mercedes GLS is manufactured in Vance, Alabama, and the APRIL 2021 MOTORTREND.COM 45

3-ROW LUXURY SUV COMPARISON

Credit where credit is due: We applaud BMW for making the expensive decision to carry the ornate leather quilting through all three rows of the X7’s cabin.

BMW X7 BMW X7 is assembled in Spartanburg, South Carolina. And even though the Detroit Three have offshored production of some models, the Lincoln Navigator is made in Louisville, Kentucky, and the Cadillac Escalade hails from Arlington, Texas. So, yes, for American tastes comes American assembly.

There’s a paradox of sorts with large luxury three-row SUVs. Vehicles of this size and class are compromised in some fashion, whether that be in efficiency, value, quality, drive experience, or price. Yet the whole premise of luxury is that there are no compromises. And with an average as-tested price of $102,173, there’d damn sure better be as few as possible. (Schopenhauer would have a field day with that equation.) The winner of this test, then, is the luxury SUV that makes the fewest compromises. We’re looking for a vehicle that’s comfortable, with effortless acceleration and a plush yet responsive ride.

46 MOTORTREND.COM APRIL 2021

We want a beautifully finished interior that makes an even bigger impression than its blingy sheetmetal. But given that these are also family SUVs (not my family, but someone’s), we’re also looking at interior space in each row and ensuring the luxury themes carry through to all three, not just the first one or two. Here’s how our rankings shook out. 4TH PLACE: 2020 BMW X7 xDrive40i It’s never easy doing something new for the first time. It took 11 Apollo missions to land on the moon, and although the BMW

X7 isn’t a moonshot, it is fairly obvious this is the first time BMW has built something so big. Out of the gate, the X7 ticks all the right boxes to be considered a serious player in the luxury three-row SUV segment. Riding on BMW’s modular CLAR platform, which is shared with everything from the Toyota Supra to the BMW 8 Series, the X7 is about 8.5 inches longer but slightly narrower than BMW’s smaller (three-row optional) midsize X5. Considering we’re focusing on luxury and not performance, we opted for the

If you’ve seen one Mercedes interior, you’ve generally seen them all. We’re not fond of the GLS’ fiddly (and distracting) MBUX infotainment system or the way it hides second-row USB outlets in a drawer at the back of the center console.

Mercedes-Benz GLS-Class standard 335-hp 3.0-liter turbocharged I-6 rather than the optional 4.4-liter twin-turbo V-8, which makes 523 horses. This smooth-revving sixcylinder pairs with an eight-speed automatic and standard all-wheel drive. Right off the bat, the X7 doesn’t live up to the promises on the tin. Although we really enjoy BMW’s 3.0-liter turbo I-6 in other models, we’re not sure it’s the right choice for a three-row people hauler. Quick around town with a throaty, sporty exhaust note, the six-cylinder starts to run out of steam on the highway with just a driver on board. A full load of passengers might overburden this BMW. Its ride quality is even worse. “The body control is just disappointing, especially for a BMW,” features editor Scott Evans said. “The body is always moving around, side to side, diagonally, front, and back.” The X7’s poor body control is one of the reasons it wouldn’t be fun to spend much time in the second or third row. The other reason is because of the BMW’s small, cramped insides compared

to the rest of the field. The X7 has the least legroom, least second- and third-row shoulder room, least third-row headroom, and the least amount of cargo space behind the third row, with a paltry 12.8 cubic feet of cargo volume—less than BMW’s compact 3 Series sedan. “Not something you’d want to load a bunch of people into for a long trip,” executive editor Mac Morrison said. And that’s assuming you could conveniently get in the third row, as the motors that slide the first-row seats and second-row bench forward for third-row access are painfully slow. Worse, when the first two rows motor back, they don’t return to the starting position. BMW does at least thrill the cramped occupants of its $96,895 X7 with a beautifully finished cabin. Each and every row of the X7 features the same waveform quilted brown leather and walnut and satin metallic trim. Materials are all generally of high quality, too, save for some orange peel on the wood trim. We especially liked the second row’s power window and sunroof buttons on the door panels, as well as its heated seats and ample USB ports.

Despite some positives, the BMW X7 just doesn’t outride, outdrive, or out-luxe the established players in this segment. It’s a good first effort but unfortunately not a great one. 3RD PLACE: 2020 Mercedes-Benz GLS 580 4Matic If this story were purely about which SUV we most like driving, the Mercedes-Benz GLS 580 likely would’ve fared better than its respectable third-place finish. “The GLS feels the most carlike, and it’s easily the sportiest drive of the four, easily the driver’s choice,” Morrison said. That’s not exactly surprising considering the GLS’ platform supports both hot-rodded AMG and super-luxe Maybach models and comes with a standard air suspension. The Benz’s optional 4.0-liter twin-turbo V-8 doesn’t hurt, either. Although a hybridized 362-hp 3.0-liter turbocharged I-6 is standard, Mercedes opted to send us a lightly optioned GLS 580 instead. Found in everything from the G-Wagen to the AMG GT, in the GLS 580 the V-8 makes a test-best 483 hp and 516 lb-ft of torque and is paired with a nine-speed automatic and AWD. APRIL 2021 MOTORTREND.COM 47

3-ROW LUXURY SUV COMPARISON

Cadillac really hopes the screens in the Escalade’s first two rows will distract you from the hard, flat seats and questionable button placement.

Cadillac Escalade Despite its lack of the premium leathers, woods, and headliners of the rest of the field, the GLS’ as-tested price was a grouphigh $108,135. You can only imagine the decontenting that would have to occur to hit the BMW’s $11,000-lower price tag. Opened up on a good road, the GLS 580 is almost entertaining enough to make you forget the AMG model exists. Steering is quick, responsive, and accurate, the powertrain delivers wave after wave of torque, and the firmly tuned suspension keeps the Mercedes feeling planted as you surprise slower drivers on a good canyon road. That’s good fun, but it’s also kind of beside the point—most owners aren’t searching for their three-row SUVs’ limits on a two-lane. They’re motoring down the highway or shuffling through traffic. At that, the GLS 580 is a bit less successful. At city speeds the engine and transmission could use more polish; the former is somewhat lazy at low rpm, whereas the latter was slower to downshift than the other entrants, and it was clunky at times. Compared to the BMW, Cadillac, and Lincoln, the Mercedes had the least

impressive interior of the lot. Ignoring the aging design—an issue the BMW suffers from, as well—materials on our supposedly luxurious GLS 580 left us wanting for more. Yes, the leather feels like it originates from real dead cows, the wood from some piece of felled oak, and the metal from wherever automakers mine silvery metal trim, but it’s the only SUV of the four that makes you feel like you should have spent more money on nicer leathers, woods, and other feel-good luxe options. Like the X7, space is a problem for the GLS. It’s not quite as cramped as the Bimmer, but the Mercedes also isn’t as spacious as the Cadillac or Lincoln; its There’s an unmistakable grace in the way the Mercedes GLS moves down the road.

48 MOTORTREND.COM APRIL 2021

narrow cabin leads to pinched shoulder room in the rear seats. “I appreciate that the second-row seats are powered, but I wish it didn’t feel like I was sitting in a bucket,” Evans said. “My hips are low and knees rather high. I also miss the flat floor of the Americans, which makes it easier to move around and into the third row.” And once back there, associate editor Eleonor Segura reported that adults, teens, and tweens might not feel welcome. “The third row is not a comfortable place to sit, given the limited legroom,” she said. “It’s more suitable for small children.” Overall, we like a lot about the GLS, but at this price two others do it better.

THE FIFTH-GENERATION CADILLAC ESCALADE IS EASILY THE MOST IMPRESSIVE IN THE MODEL’S 22-YEAR HISTORY. 2ND PLACE: 2021 Cadillac Escalade ESV 4WD Premium Luxury Let’s address the elephant in the room right off the bat. Yes, Cadillac makes a shorter Tahoe-based version of the 2021 Escalade instead of the Suburban-based one we have. Yes, we asked and looked for one. No, the extra 15 inches of sheetmetal (or 1.5 inches of third-row legroom and extra cargo capacity) didn’t help or hurt the Escalade. And no, having the standard-length Escalade wouldn’t have changed a thing—the Escalade’s few flaws are endemic to the whole lineup. But before we delve too deeply into the why, a quick overview of the what. The fifth-generation Escalade is easily the most impressive in the model’s 22-year history. Although it still shares its platform with the Chevrolet Tahoe/Suburban and GMC Yukon, this Escalade marks the first time GM opened its pocketbook sufficiently wide to allow Cadillac to meaningfully differentiate the Escalade from its corporate cousins. And spend Cadillac did, on new features such as three impressive curved OLED screens, upgraded materials, and cool tech such as augmented reality. But it still shares powertrains with Chevy and GMC. Power comes courtesy of a revised 6.2-liter V-8 that makes 420 hp and 460 lb-ft of torque mated to a 10-speed automatic. A 3.0-liter turbodiesel I-6 is also available. This Escalade was equipped with optional all-wheel drive (4WD with low range is an additional option). Like the old Escalade, the new one’s ride trends on the sportier side. It’s hard to tell if that’s a deliberate tuning choice or if it’s due to the standard 22-inch wheels and rubber-band tires. We guess

the latter. “The suspension really grates on you, these little bounces, bumps, and hops,” Morrison said. “It feels like a constant low-frequency vibration that goes through the chassis and into the cabin. It goes against the idea of hauling people in luxury.” The firmer ride pays dividends on winding roads, though, as body control is fantastic for a vehicle in this segment, and the well-weighted and accurate steering makes the Cadillac drive like a smaller vehicle than it actually is. The Cadillac’s powertrain—the sole naturally aspirated mill of the bunch— left us wishing for some turbochargers. A luxury vehicle should be able to waft you away effortlessly, but despite Cadillac’s exceptionally smooth 10-speed automatic, the largely carryover V-8 lets you see it sweat. After the initial surge of torque off the line, there’s really not much left in reserve for passing or long uphill grades. The Escalade isn’t slow in the grand scheme of things, but in this crowd it brings up the back of the pack in every single instrumented test save for braking. (This was also true for the last standardlength Escalade we tested.)

The Escalade begins to claw some points back once you climb aboard. “When you step inside, it’s apparent the driver has the best seat in the house,” Segura said. “The curving, leatherwrapped 38-inch (combined) OLED display is the cabin’s best feature.” Evans agreed: “This is Star Trek stuff in a car. The small touchscreen to the left of the instrument cluster is clutch, and putting not just the map but also the augmented reality navigation in the instrument cluster is a step ahead of what Mercedes is doing, and way ahead of the rest.” The Escalade’s cabin is also unquestionably roomy, with adult-friendly second and third rows. Thanks to the added length of this ESV model, it has more

3-ROW LUXURY SUV COMPARISON

Lincoln spent wisely on the Navigator’s cabin. Not only are all three rows incredibly roomy, but the design themes and interior quality also stay consistent throughout the interior.

Lincoln Navigator luggage space behind the third row than the Mercedes has behind its second row. (A standard-length Escalade would still lead in front- and middle-row legroom, front-row head- and shoulder room, and cargo volume.) Although it’s apparent GM invested a lot in its new tech toys, Cadillac bought beer when it should’ve been buying bread. For example, there’s a notable drop in materials quality unseen in the other competitors when you look below your beltline and start making your way to the third row. “The luxury tends to extend to the front of the cabin, not the rear,” Morrison said. “In back it feels a little more industrial and like a work truck.” There are some questionable design decisions for those sitting up front to ponder, as well. The seven identical-feeling buttons for drive mode, drivetrain, and air suspension settings located by the driver’s left knee seem like an afterthought, requiring the driver to look away from the road to confirm they are changing from

50 MOTORTREND.COM APRIL 2021

Tour to Sport instead of engaging Tow/ Haul mode. And try as it might to differentiate its luxury lineage, the Escalade shares far too many pieces of switchgear and trim with its lesser stablemates. It’s fair to ask how many Escalade buyers will notice (or even care) their $104,810 (as-tested) Cadillac shares so many interior parts with a $55,000 Tahoe, but luxury is about details both big and small. Cadillac hit many big ones but missed a few small ones, bringing it oh so close to first place.

1ST PLACE: 2020 Lincoln Navigator 4x4 Black Label When you look back at our last luxury three-row SUV comparo, it’s pretty remarkable to see how far the Lincoln Navigator has come. We dinged the previous model for its agricultural performance, a poorly built and designed interior, and an overreliance on Ford Expedition parts. Now, though? “It makes me so happy to see Ford loosen the reins and give Lincoln the money it needs to excel,” Evans said. “The Navigator is such an important step

3-ROW LUXURY SUV COMPARISON Although all four SUVs are attractive in their own right, the Lincoln Navigator and Cadillac Escalade unquestionably got the most bystander attention.

forward for the brand.” Morrison noted that “in terms of thoughtfulness front to back, it’s easily the most luxurious of the four vehicles we have here.” Segura called it “a shoutout to vintage American cars.” Looking at the specs, you could be forgiven for thinking the new Navigator (like the old one) is just a gussied-up Ford. Riding on a platform shared with the Expedition, the aluminum-bodied Lincoln is powered by Ford’s ubiquitous 3.5-liter twin-turbo V-6, which produces 450 hp and 510 lb-ft of twist. It’s paired with a 10-speed automatic related to the one in the Escalade (GM and Ford co-developed 52 MOTORTREND.COM APRIL 2021

the transmission), and it has a true fourwheel-drive system. Whereas there’s an unmistakable sporty pretense to the way the BMW, Cadillac, and Mercedes drive, the Navigator harkens back to an almost forgotten era when sporty cars were sporty and luxury cars were truly luxurious. “It has an old-school kind of flavor to it, in a fun way,” Morrison said. “The steering is the lightest of the lot, and in relative terms, it probably has the most old-school luxury feeling of all.” Seemingly tuned for boulevard cruising, the Navigator still manages to

shrink around the driver during cornering, like the Escalade, inspiring confidence on narrow twisty roads. A capable handler, the Navigator is more at home eating up miles around town and on the interstate. Its twin-turbo V-6 is potent, smooth, and quiet, and it’s torquey when driven sedately. But bury your foot in the throttle, and a muted yet dignified roar emanates from the exhaust pipes. Although the transmission has a tendency to upshift early, downshifts are quick and smooth. Prone to some secondary motions after harsh impacts, the biggest tell of

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COMPARISON TEST

2020 BMW X7 xDrive40i

2021 Cadillac Escalade (ESV AWD)

WINNER 2020 Lincoln Navigator Black Label (4x4)

DRIVETRAIN LAYOUT

Front-engine, AWD

Front-engine, 4WD

ENGINE TYPE

Turbocharged I-6, alum block/head

90-deg V-8, alum block/heads

VALVETRAIN

POWER (SAE NET)

DOHC, 4 valves/cyl 182.6 cu in/2,998cc 11.0:1 335 hp @ 5,500 rpm

OHV, 2 valves/cyl 376.0 cu in/6,162cc 11.5:1 420 hp @ 5,600 rpm

Twin-turbo 60-deg V-6, alum block/heads DOHC, 4 valves/cyl 212.9 cu in/3,489cc 10.0:1 450 hp @ 5,500 rpm*

TORQUE (SAE NET)

330 lb-ft @ 1,500 rpm

460 lb-ft @ 4,100 rpm

510 lb-ft @ 3,000 rpm*

REDLINE

7,000 rpm 16.5 lb/hp 8-speed automatic 3.64:1/2.33:1/– Control arms, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar

6,500 rpm 14.7 lb/hp 10-speed automatic 3.23:1/2.05:1/– Control arms, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar

6,000 rpm 13.5 lb/hp 10-speed automatic 3.73:1/2.39:1/2.64:1 Control arms, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar

18.7:1 2.3 15.6-in vented disc; 14.6-in vented disc, ABS 9.5 x 22-in; 10.5 x 22-in cast aluminum

16.6:1 3.2 13.5-in vented disc; 13.6-in vented disc, ABS 9.0 x 22-in cast aluminum

20.5:1 3.8 13.8-in vented disc; 13.8-in vented disc, ABS 9.0 x 22-in cast aluminum

275/40R22 107Y; 315/35R22 111Y Pirelli P Zero

275/50R22 111H Bridgestone Alenza A/S 02 (M+S)

285/45R22 114H Hankook DynaPro HT (M+S)

122.2 in 66.3/67.1 in 203.3 x 78.7 x 71.1 in 8.7 in 23.1/20.5 deg 42.8 ft 5,530 lb 47/53% 7,500 lb 7 41.9/39.9/36.6 in 39.8/37.6/33.3 in 60.0/58.1/47.9 in 90.4/48.6/10.3 (est) cu ft

134.1 in 68.5/68.3 in 226.9 x 81.1 x 76.4 in 8.0-10.0 in 22.0-25.0/20.5-22.5 deg 43.3 ft 6,173 lb 51/49% 7,900 lb 7 42.3/38.9/38.2 in 44.5/41.7/36.6 in 65.5/64.6/62.8 in 126.6/81.5/42.9 cu ft

122.5 in 67.6/67.2 in 210.0 x 78.8 x 76.3 in 9.6 in 22.2/21.9 deg 40.8 ft 6,073 lb 50/50% 8,300 lb 7 41.8/40.0/37.3 in 43.9/41.1/42.3 in 65.2/65.1/64.2 in 103.3/57.5/19.3 cu ft

1.9 sec 2.8 4.1

2.1 sec 3.3 4.6

2.0 sec 3.1

5.6 7.3 9.5 12.2 15.3 3.0 14.2 sec @ 96.8 mph 110 ft 0.86 g (avg) 26.3 sec @ 0.67 g (avg) 1,500 rpm

6.2 8.1 10.5 13.1 16.3 3.2 14.7 sec @ 95.2 mph 117 ft 0.67 g (avg) 29.0 sec @ 0.56 g (avg) 1,250 rpm

4.4 5.9 7.8 10.0 12.8 — 3.1 14.5 sec @ 95.8 mph 125 ft 0.77 g (avg) 27.8 sec @ 0.62 g (avg) 1,600 rpm

$74,895 $96,895 Yes/Yes 10: Dual front, f/m side, f/m/r curtain, front knee 4 years/50,000 miles 4 years/50,000 miles 4 years/Unlimited miles 21.9 gal 20/25/22 mpg 169/135 kWh/100 miles 0.88 lb/mile Unleaded premium

$83,490 $104,810 Yes/Yes 7: Dual front, front side, f/r curtain, front center 4 years/50,000 miles 6 years/70,000 miles 6 years/70,000 miles 24.0 gal 14/19/16 mpg 241/177 kWh/100 miles 1.22 lb/mile Unleaded premium

$98,430 $98,850 Yes/Yes 8: Dual front, front side, f/r curtain, rear outboard belts 4 years/50,000 miles 6 years/70,000 miles Unlimited 23.0 gal 16/21/18 mpg 211/160 kWh/100 miles 1.08 lb/mile Unleaded regular

DISPLACEMENT COMPRESSION RATIO

WEIGHT TO POWER TRANSMISSION AXLE/FINAL DRIVE RATIO SUSPENSION, FRONT; REAR

STEERING RATIO TURNS LOCK TO LOCK BRAKES, F; R WHEELS TIRES DIMENSIONS WHEELBASE TRACK, F/R LENGTH X WIDTH X HEIGHT GROUND CLEARANCE APPRCH/DEPART ANGLE TURNING CIRCLE, CURB TO CURB CURB WEIGHT WEIGHT DIST, F/R TOWING CAPACITY SEATING CAPACITY HEADROOM, F/M/R LEGROOM, F/M/R SHOULDER ROOM, F/M/R CARGO VOLUME, BEH F/M/R

TEST DATA ACCELERATION TO MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 PASSING, 45-65 MPH QUARTER MILE BRAKING, 60-0 MPH LATERAL ACCELERATION MT FIGURE EIGHT TOP-GEAR REVS @ 60 MPH

CONSUMER INFO BASE PRICE PRICE AS TESTED STABILITY/TRACTION CONTROL AIRBAGS BASIC WARRANTY POWERTRAIN WARRANTY ROADSIDE ASSISTANCE FUEL CAPACITY EPA CITY/HWY/COMB ECON ENERGY CONS, CITY/HWY CO2 EMISSIONS, COMB RECOMMENDED FUEL

2020 Mercedes-Benz GLS 580 4Matic Front-engine, AWD Twin-turbo 90-deg V-8, alum block/ heads, plus electric motor DOHC, 4 valves/cyl 243.0 cu in/3,982cc 10.5:1 483 hp @ 5,500 rpm (gas), 21 hp (elec); 483 hp (comb) 516 lb-ft @ 1,600 rpm (gas), 184 lb-ft (elec); 516 lb-ft (comb) 6,250 rpm 11.7 lb/hp 9-speed automatic 3.27:1/1.96:1/– Control arms, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar 18.7:1 2.8 14.8-in vented, drilled disc; 13.6-in vented disc, ABS 9.5 x 23-in; 11.5 x 23-in forged aluminum 285/40R23 107Y; 325/35R23 111Y Pirelli P Zero M0 123.4 in 65.7/66.6 in 205.0 x 77.0 x 71.8 in 7.9-8.5 in NA-27.0/NA-24.0 deg 39.4 ft (wall-to-wall) 5,662 lb 53/47% 7,700 lb 6 39.4/40.2/38.9 in 40.3/41.9/34.6 in 59.3/58.5/50.3 in 84.7/42.7/17.4 cu ft

1.8 sec 2.6

the Navigator’s Ford underpinnings is its ride. “The Lincoln suffers the same fine ride quality issue as the Cadillac,” Evans said. “Both cars suffer the same big-wheels/skinny-sidewalls syndrome, but you feel it more in the Lincoln.” The Navigator Black Label’s cabin more than makes up for any ride quality flaws. The Navigator is one of those luxury vehicles where you open the door and immediately feel like you’ve stepped into a private luxury chalet. Its interior design, which carries through all three incredibly spacious and comfortable rows, recalls a bygone era of automobile design, with a lovely long, concave strip of wood on the dash, beautifully finished leather, and piano black and satin silver accents. This generation of Navigator is the first, well, ever, to feel worth its price tag—$98,850 as tested, in this case. Everywhere we looked in the Navigator, we found a feature we loved— from the supremely comfortable 30-way front seats to the high-quality Revel Ultima audio system and thick, cushy carpeted floormats. Morrison and Segura were particularly fond of the floating center console (despite some disappointing squeaking). “The center console is innovative and resourceful, and it provides a ton of storage,” Segura said. Morrison added, “Just being in this car is a joy, just the feeling it gives you from a styling standpoint. It’s my favorite interior of the lot.” The Lincoln Navigator Black Label truly feels a cut above and beyond the others. It’s the best balance of actual honest-to-goodness luxury, comfort, value, and driving experience. More

The Lincoln Navigator’s stereo system made it easy (and enjoyable) to drown out the occasional rattles from its center console.

important, the Lincoln Navigator is the most cohesive and convincing luxury three-row SUV on the market. To think: Philosophers like Nietzsche and Schopenhauer might have had to write new chapters about fulfillment of desires if they were part of our comparison test panel. And as time comes full circle with the conclusion of this test, let us remember that McConaughey loves his Lincolns and likely would depart from his character’s rabbit hole of existentialist thought to pronounce these results to be very much all right, all right, all right. Q

3.5 4.7 6.0 7.5 9.4 11.8 2.3 13.2 sec @ 105.9 mph 116 ft 0.83 g (avg) 27.2 sec @ 0.66 g (avg) 1,400 rpm $99,795 $108,135 Yes/Yes 9: Dual front, f/m side, f/m/r curtain, driver knee 4 years/50,000 miles 4 years/50,000 miles 4 years/50,000 miles 23.8 gal 16/21/18 mpg 211/160 kWh/100 miles 1.08 lb/mile Unleaded premium

*Horsepower and torque values using 93-octane fuel

APRIL 2021 MOTORTREND.COM 55

FEATURE I Armored Vehicles Armored vehicle sales have boomed since the post– Cold War thaw of the ’90s overseas. Ominously, sales have been through the roof stateside since 2016.

VIRGINIA’S ALPINE ARMORING OFFERS US A GLIMPSE UNDER THE PLATING WORDS CHRISTIAN SEABAUGH

rmored cars have come a long way since Colonel T.E. Lawrence’s fleet of Rolls-Royce Ghosts prowled the Arabian Peninsula during World War I. These ironclad beasts have gone from machines of war to defense vehicles for everyone from politicians and the well-heeled to mafiosi and oligarchs. And business is booming. With armored

56 MOTORTREND.COM APRIL 2021

car sales up over the past few years, automakers including Audi, BMW, Land Rover, and Mercedes-Benz have joined with small, specialized manufacturers to offer a wide variety of bulletproof and even mine-resistant cars, trucks, and SUVs. So what does it take to build a worldclass armored car? We caught up with the folks at Alpine Armoring to find out.

Headquartered in Chantilly, Virginia, just outside of Washington, D.C., Alpine started building armored vehicles in 1997 to meet ever-increasing U.S. government and overseas demand as the post–Cold War world heated up during the Kosovo conflict. As Cameron Khoroushi, Alpine’s director of design engineering, put it, the company was able to quickly meet that

WHAT IT TAKES TO MAKE AN ARMORED CAR demand. It now armors everything from Toyota Camrys to Mercedes-AMG G 63s all the way up to NATO’s most stringent armoring standards. When it comes to meeting the needs of its worldwide customer base, Alpine usually confronts a dueling chicken and egg scenario at the start of a vehicle armoring process: Do you want the

highest possible level of armor, or do you want your choice of any vehicle on the market? “We can really armor anything,” Khoroushi said, “but a lot of it comes down to cost and feasibility for the client, as well as practicality, too.” For example, you could armor something like a Tesla Model S or a Toyota Prius to stop massive .50-caliber machine gun rounds, but it’ll

likely end up being underpowered and overweight—never a good thing when it comes to armored vehicles. (Just ask the average service member how much they like driving sluggish armored Humvees.) Instead, vehicles like the Mercedes S-Class and G-Class, Toyota Land Cruiser (and related Lexus LX 570), and Cadillac Escalade ESV, Chevrolet Suburban, and APRIL 2021 MOTORTREND.COM 57

FEATURE I Armored Vehicles

GMC Yukon XL prove to be the most popular for outfitting. Although status is certainly one of the reasons buyers of armored cars choose their particular vehicles, a vehicle’s gross vehicle weight rating (GVWR) also plays a large role. Adding as much as 3,000 pounds to a vehicle in order for it to withstand high-caliber bullets isn’t uncommon, so Alpine spends a lot of time focusing on keeping a vehicle’s weight well below its GVWR. Coupled with upgraded suspensions (custom tuned for each vehicle) and cross-drilled brakes, Alpine Armoring strives to maintain the donor vehicle’s standard ride, handling, and performance characteristics as much as possible. This makes for a more durable vehicle that’s safer to drive in the day-to-day grind and emergency situations alike. Interestingly, Khoroushi said not all GVWRs are created equally: “Toyota and Mercedes tend to over-engineer their vehicles, whereas some GM vehicles, like [previous-generation] Escalades or Suburbans don’t hold the weight as well. It’s as if their GVWR are more accurate,

whereas on a Land Cruiser, for example, its [performance] characteristics [imply its GVWR is underrated].” But the new 2021 Suburban, Yukon XL, and Escalade ESV “have far exceeded our initial expectations,” Khoroushi noted, adding, “GM built the chassis of these vehicles far tougher than their predecessors, and they’re on par with Toyota and Mercedes models after the vehicle is armored. They drive very well with the added armor weight.” The discontinued (but likely to return) Chevrolet Suburban 3500 HD and GMC Yukon XL 3500 HD—frequently seen in presidential motorcades—were also armored vehicle standouts with an 11,000-pound GVWR, allowing Alpine and other outfitters to safely affix the maximum amount of armor possible. “It was the perfect armored vehicle platform,” Khoroushi said. Suburban HDs are often armored up to the highest level, capable of withstanding the aforementioned .50-caliber round from a high-powered rifle. But not everyone needs that level of protection. Alpine offers 13 levels of ballistic

Although ostentatious armored vehicles like the Mercedes G 63 (below) get a lot of attention, vehicles like the Toyota Camry (left) allow owners to stay under the radar.

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protection, all tested internally, at the U.S. Army’s Aberdeen Proving Ground, and by the Beschussamt München (Munich Ballistics Agency). The latter includes two tests; in the first, the vehicle has to withstand 350 rounds of various types, and the second requires the same vehicle to withstand explosions from three grenades. All this allows Alpine Armoring to apply its ballistic standard levels to competing NATO STANAG, Underwriters Laboratory (UL), National Institute of Justice (NIJ), and European CEN standards. Regardless of the vehicle you choose or what level of armor you opt for, each build largely starts the same. “The first thing we do is strip the entire vehicle to bare-bones metal as if it’s just in the middle of production at the OEM factory,” Khoroushi said. Next, the armoring process begins. Alpine, like similar companies, uses two types of armor for its vehicles: opaque and transparent. Opaque armor is largely made of ballistic steels, Kevlar, and Dyneema (a textile similar in strength to Kevlar but generally lighter and thicker), though other materials, such

It’s difficult to keep various international armor standards straight, so Alpine, like other manufacturers, offers its own armor scale. Alpine says the A9 level is the most commonly requested.

The Alpine Armoring shop has vehicles in various states of disassembly as they make their way through the conversion process from stock.

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FEATURE I Armored Vehicles Special attention is paid to making the now-armored car look stock both inside and out. Alpine employs specialized teams of upholsterers (other armoring companies employ similar teams) that are trained to match factory fit, finish, and even stitching—not necessarily an easy task on vehicles such as the Bentley Bentayga, Lamborghini Urus, or Rolls-Royce Phantom, all of which Alpine armors. The whole armoring process takes about four to six weeks from start to finish, though a vehicle type that hasn’t been armored before might take eight to The G-Wagen isn’t the only Mercedes model popular among armored vehicle buyers. 10 weeks. Prices, obviously, depend on the base vehicle and armor level. A Toyota as ballistic composites and ceramics and and thicker body panels and around the aluminum, boron, and silicon carbides frame, though it all depends on the partic- Camry XSE V6 ($35,990 to start) armored at the A4 level to withstand submachine aren’t uncommon. Transparent armor ular vehicle and armor level required. gun rounds (typically the lowest armoring consists of several layers of polyurethane, Once the vehicle shell is completed, the level Alpine Armoring does) could cost polycarbonate, and glass ranging in thickteam moves on to transparent armor, replacing the automotive glass with layers you about $75,000 all in. Something like ness from as little as three-quarters of an an unoptioned Bentayga, on the other of bullet-resistant laminates. The final inch to more than 3 inches, depending on step of the armoring process is to integrate hand, could carry a total cost well north of the application. $400,000 if armored to the highest level. what are known as “overlaps” into the With the vehicle stripped, the vehicle. “Overlaps are a thin band that goes Most customers opt for a vehicle rated to engineering team gets to work fitting the around the perimeter of the door or on the withstand assault rifle rounds (A9) and opaque armor, with special attention wind up spending a total of $85,000 to frame of the vehicle that prevents rounds paid to keeping the car’s center of gravity $150,000 for their finished vehicle. entering the vehicle within the seams of low while also providing the protection Pricey, sure, but as those who travel necessary to keep occupants safe in case of the door,” Khoroushi said. regularly in high-threat environments With the armor complete, the team attack. That typically means fitting mateknow all too well, life is priceless. Q moves on to reassembling the vehicle. rials such as Kevlar and steels in the floor

One of the major goals of any armored car build is for it to be indistinguishable from a non-armored car. That means armor must go inside, not outside. Left, an armorer works on overlaps.

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Aside from armored vehicles, Alpine also builds specialty vehicles for law enforcement, such as this Ford Super Duty–based Pit Bull.

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THEY’RE JUST DEEP INTO #VANLIFE

CAMPER VAN ROUNDUP

PHOTOGRAPHS BY MICAH ADAMS

THOSE WHO WANDER ARE NOT LOST WORDS ALEXANDER STOKLOSA

Boho Camper Vans is chill. Like, super chill. So chill, in fact, it doesn’t even specify “models” or “trim levels” for its creations. Bring the company money and a van—or let it pick one for you—and the outfit will use the former to turn the latter into a wood-lined cabin on wheels. Pricing starts at $29,000 for the conversions (van not included), but early in 2021 Boho is only churning out its Ram ProMaster–based “tall” models. Crushing demand during the pandemic caused the company to streamline its offerings. ProMaster conversions start at $36,500, and the donor van runs another $36,000 or so for a 136.0-inch-wheelbase Ram ProMaster 1500 with a high roof. Contact: boho.life

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Similar to Mercedes-Benz’s semi-homegrown Getaway, the Caravan Outfitter Backroad uses the small Mercedes Metris van as its base. Also like the Getaway, the Backroad begins life as the fully windowed passenger Metris, not the windowless cargo model. So rear seats, carpeting, and the like bring a welcome dose of built-in refinement because, well, there is an interior to begin with and not an empty, baremetal cargo area. Oh, and the included windows ensure this van is bright and airy inside, as does the pop-up roof. The rest is standard camper fare: The rear bench seat folds into a bed. Open the liftgate, and there is an optional slide-out camping kitchen, with drawers that hide a cooking burner and a fridge for an extra $3,400. You can add a solar panel setup for $1,450. A swing-out sink deploys from the side door and costs $2,925. Pricing for the Caravan Outfitter starts at $70,783. Contact: caravanoutfitter.com

Camper Vans I ROUNDUP Known as the Weekender elsewhere in the world, the Mercedes Metris– based Getaway camper is essentially a factory camper van offering. Sure, Mercedes-Benz USA outsources the conversion to Peace Vans, but it sells the completed vehicles through its van dealership network. The rear bench seat converts to a bed for two, the front seats swivel to face backward, and the roof pops up like an old Westfalia camper’s to increase headroom. Pricing depends on customer individualization but starts at $66,330. Contact: mbvans.com/en/metris-getaway or peacevansmodern.com

Similar to the Free Bird camper (below), Modvans’ creations can transition between full-fledged camper vans and empty, cargo-ready vans. That’s because the bulk of the campers’ innards can slide out through the back door when not needed. That modularity is—you guessed it—the driving force behind the Modvans name. There’s pretty much a single model in the lineup, the CV1, and it is constructed using a Ford Transit as its base. As we went to press, Modvans had special introductory pricing for the CV1 at $82,475. Contact: modvans.com

Caravan Outfitter’s Free Bird conversion vans are based on Nissan’s humble NV200 cargo van, making them the smallest and most affordable on this list. The 2021 Free Bird Standard starts at $38,760— with the price of the parking space–friendly van included—and has a nifty removable (!) contraption that supports a double bed. The apparatus fairly fills the NV200’s cargo hold and can be folded into boothlike seating with a central table; the Free Bird also has slide-out drawers that house a 31-quart fridge and a single-burner gas stove. A quick note, however: The Free Bird is, technically, only a two-seater; even though the rear area can be set up as a seating area, those perches don’t have seat belts—so Caravan Outfitter refers to the van as a “two-seater.” Contact: caravanoutfitter.com

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ROUNDUP I Camper Vans Starting with a 159.0-inch long-wheelbase Ram ProMaster van, Off Grid Adventure Vans will build you a camper in one of four layouts: Rambler, Summit, Vagabond, or Sandstone. Happily, all four builds are affordable. After first buying the underlying ProMaster (about $36,000), customers need only shell out $42,500 for the entrylevel Rambler setup. The Summit runs the same $42,500, and even the top-dog Vagabond and Sandstone models cost just $43,950–$44,950 apiece. The differences between Off Grid’s designs are minimal and mostly concern the bed’s integration; it can be fixed or a fold-out Murphy-style unit. Optional extras include an outdoor shower, a heater, a composting toilet, an extra solar panel, and a hot water system. Contact: ogavans.com

Thor Industries’ Tellaro Class B camper van represents more traditional, European-style RVs but still starts at less than the six-figure threshold. Yes, it’s another Ram ProMaster–based camper van. This one uses the heavier-duty 3500 chassis, and it offers three floor plans and seating for four. Overall length is just shy of 21 feet, and within

The Solis hails from one of the RV industry’s mainstays, Winnebago, and is also based on the Ram ProMaster, making it both manageably sized and priced. It justifies its $107,821 price tag in a variety of ways—but we readily admit the Solis won us over with a single luxury camper van feature: its heated bathroom. Nobody wants a chilly throne, right? The rest of the Solis camper van is well equipped, with a pop-up roof for standing space, a reconfigurable bed, swiveling front seats that can flip to face the living area, and full insulation in the walls and for the plumbing, so the vehicle can be parked and used in wildly varied climates. Contact: winnebago.com

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that space, it has a wet bath/toilet, refrigerator, two-burner gas cooktop, convection microwave, and stainless-steel kitchen sink. The entry-level 20LT Tellaro starts at $91,875 with two twin beds that can connect. For about $3,000 more, the 20AT floor plan offers a retractable pop-top for additional headroom and a sky bunk, plus additional sleeping options. Contact: thormotorcoach.com

FEATURE I Porsche Museum Tour

WORDS ANGUS MACKENZIE

’m riding alongside Porsche GT boss Andy Preuninger in a lightly disguised 2022 Porsche 911 GT3 prototype as we proceed through the gently rolling farmland towns that surround Stuttgart. This is not the coolest thing that I will do today. We turn off the road and head into the parking lot of a nondescript industrial building tucked away up a quiet side street. There is no hint as to what resides here. A single roller door opens as we pull up. Preuninger guides the black-wrapped prototype into what looks

like a holding area. There’s another wall and another roller door. “You want to see?” he asks. What resides on the other side is a secret facility stuffed to the brim with some of the most extreme Porsche 911s ever built—cars that inspire enthusiasts and help inform the development of the next generation of GT cars. I catch my breath as I anticipate what I will witness. The outside door shuts, and the second roller door scoots upward. There’s no wash of golden light,

It’s not a part of Porsche AG’s headquarters campus. It’s off-site in a nondescript industrial park. But what’s inside these roll-up doors is the stuff of dreams.

no angelic chorus swelling in the background. Just a roomful of some of the greatest, most desirable high-performance Porsche 911s ever made. Which, let’s face it, is a visual that doesn’t need any help from Hollywood to stop you in your tracks. There are GT2s and GT3s and more in this treasure chest. (A quick primer: Although GT2 and GT3 are both specced for track use, the GT3 is the homage to naturally aspirated engines, so they sound fantastic.)

A quick count reveals more than 20 examples gleaming under the bright neon lights, and Preuninger says there are more squirreled away in various corners of the Porsche empire. He has a personal attachment to every single car in this room; indeed, he helped create every single car in this room, save for the silver first-generation 996 GT3. Join us on this unforgettable tour.

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996 GT3: The Original The 996 was the first 911 to carry the GT3 badge. The development work had mostly been done when a young Andreas Preuninger came to work at Porsche’s GT department in 2000. Porsche’s R&D chief at the time, Horst Marchart, had used this particular car as his personal transport. Preuninger then drove it for a couple of years while he worked on the second-gen 996 GT3.

996.2 GT3 RS: The Past Is Not Forgotten The second-gen 996 GT3, with its special powertrain, suspension, brakes, wheels and tires, and lightweight materials, set a template for the GT3 that’s still very much in evidence in the 992 version. And as Preuninger walks me around the white and blue 996.2 GT3 RS, it’s clearly still a car that holds a special place in his heart. “We never told anyone, but the first 200 we built had specially machined cylinder heads and polished combustion chambers,” he says. “We did it so we could homologate those modifications for the race cars, but we never told anyone. Most of those cars had 400 hp or more, not the 381 we said.”

997 GT3: Spin Cycle Next, we stop by a first-gen 997 GT3. “Officially it had 415 hp, but some had close to 430 hp,” Preuninger says of the 3.6-liter flat-six under its rump. He points out this was the first GT3 engine that would spin beyond 8,000 rpm, and that this was the first GT3 with what has become the model’s trademark central exhaust. The 997 GT3’s suspension was set up by Porsche race car development engineer Roland Kussmaul, who once took me for a wild ride around the Weissach test track in the 964-series Carrera RS 3.8, tossing the 296-hp widowmaker sideways before the crest on a blind lefthander, bouncing both inside wheels off the curb on the way past the apex so we’d drift on two wheels through the corner exit. “I learned a lot from that guy,” says Preuninger, who now occupies Kussmaul’s old office. 68 MOTORTREND.COM APRIL 2021

997.2 GT3 RS: The Benchmark There’s a story to tell at every car, and not just in terms of nuts and bolts and numbers. The orange 997.2 GT3 RS is the very car in which Preuninger brought his newly born son home from the hospital. And the GT3 RS 4.0, which made its debut in 2011, remains the GT3’s lodestar, the car that captures the very essence of what that fabled badge stands for. “In some ways it’s still a benchmark,” Preuninger says. “We try to make improvements with all our cars but not lose our virtues.”

Favorites and the Future GT3 Although we’re here to talk GT3s, when Preuninger asks me which three cars in this garage I would take home if I could, the GT2 RS with the Weissach package is at the top of my list. Tales of the legendary 930 Turbo terrifying white-knuckled drivers in the ’70s and my own experience reporting on the 934 and 935 race cars in the ’80s forever embedded in me the idea that the ultimate performance 911 had a big-horsepower turbomotor and rear-wheel drive. I’d also take the 991-series GT3 Touring with the six-speed manual, a stealth GT3 I’d happily use as a daily driver. And the third car? It’s the 2021 992 GT3 lurking under wraps at the back of the room. But we can’t tell you more about it for a few months yet.

Here it is, hiding in plain sight: the next Porsche 911 GT3. And we got a ride-along. We’d love to tell you more, but you’ll just have to wait. APRIL 2021 MOTORTREND.COM 69

FEATURE I Porsche Design Concepts

What Might Have Been C

PORSCHE DESIGN CONCEPTS YOU’VE (PROBABLY) NEVER SEEN AND A COUPLE YOU MIGHT HAVE FORGOTTEN ABOUT

ar designers spend a lot of time daydreaming. Sometimes it’s merely sketching on a notepad. Others, it’s creating a full-size scale model. Occasionally, though, an idea turns into a running prototype or makes its way out of the design studio and onto the stage at a public event. These concept cars often pave the way for future products, but that’s not always the case. Sometimes these vehicles are just an exploration of an idea. Porsche affords its design team, led by chief designer Michael Mauer, the freedom to dream. Over the past two decades, team members have penned exciting vehicles inspired by the automaker’s past, wild variants of existing production Porsches, and extreme looks at what might come from the German sports car brand in the future. Much of the team’s work, however, remained hidden away from the public eye. Until recently. Credit Porsche’s decision to pull back the proverbial curtain and reveal a number of its design team’s proposals over time. These vehicles span the gamut of creativity and market segments, from sports cars to off-road vehicles. Heck, there’s even a van. Admittedly, some of these concepts seem half-baked. Others, however, appear ready for the main stage. In fact, we question why Porsche kept many of these cars hidden away for so long. And yes, that includes the van. Mostly, though, we want to know more about the many other design-related treasures still hiding behind Porsche’s walls.

WORDS GREG FINK

Porsche 906 Living Legend Despite dating back to 2005, the 906 Living Legend’s design continues to influence modern Porsche models. This specifically applies to the concept’s intake-mounted headlights and wheel design, both of which are reminiscent of the units found on the Porsche Taycan high-performance electric sedan. While its styling looks toward the future, the 906 Living Legend’s inspiration comes from the

Porsche Macan Vision Safari

Porsche 911 Vision Safari Porsche’s design team brings the spirit and Martini livery of the 911 SC Safari driven by Björn Waldegård and Vic Preston Jr. in 1978’s East African Safari Rally to the then-new 991-generation 911 in 2012. Christened the 911 Vision Safari, the concept envisions an off-road-oriented variant of Porsche’s rear-engine sports car. A raised ride height and its flared wheel arches afford the 911 Vision Safari the necessary space within its wheelwells to fit a set of dirt-friendly tires 70 MOTORTREND.COM APRIL 2021

past. Specifically, the classic Porsche 906 race car of the 1960s (hence this concept’s name). Unlike the original 906, which employed a mid-mounted flat-six engine for motivation, the 906 Living Legend lacks any sort of running gear. That said, it’s easy to imagine Porsche plugging the 350-hp 3.8-liter flat-six of the then-new 997-generation 911 Carrera S between the axles of this concept.

around Fuchs-style wheels. Reworked fascias, a handful of auxiliary driving lights, and roof rails toughen up the looks of this seemingly rally-ready Porsche. It also has an integrated rollcage and a giant rear wing to ensure passersby know this off-road Porsche is still a 911 at heart. Given the interest in custom 911s, we think Porsche ought to cash in on the craze by building a production variant of the 911 Vision Safari, albeit adapted to the latest 992-series 911.

The 911 is not the only model Porsche designers apply the Vision Safari treatment to. In 2013, Mauer’s team crafted the Macan Vision Safari, turning the compact SUV into a rally-ready performance machine. Like the 911 version, the Macan Vision Safari’s additional ground clearance and giant fender flares allow it to roll on Fuchsstyle wheels wrapped in chunky tires. But the Macan Vision Safari envisions more than just a new trim for Porsche’s entry-level

SUV; it also showcases a new two-door body style. Sadly, the Macan Vision Safari appears to never have made it past the stage of a full-size mockup. In other words, it lacks a formal powertrain. Nevertheless, we like to think Porsche had plans to eventually fit the Macan Turbo’s forced-induction V-6 under this two-door SUV’s hood. Hey Porsche, there’s still time to greenlight an off-road Macan Safari for production. We’ll even settle on one with four doors.

Porsche 917 Living Legend If the Porsche 917 Living Legend looks familiar, then that’s because it is. Although it dates back to 2013, the 917 Living Legend finally got its time in the limelight in 2019 as part of the Porsche Museum’s Colours of Speed exhibition. Despite it only being a full-size clay model, the 917 Living Legend theoretically shares its mechanical bits with the limited-run 918 Spyder gasoline-electric hybrid supercar. As its name implies, the 917 Living Legend cribs its styling cues from the Porsche 917 of the early 1970s. The result is a closed-topped supercar that combines the essential design philosophy of the 918 Spyder with the low-slung proportions of Porsche’s famous Le Mans–winning race car.

Porsche Boxster Bergspyder Like the 917 Living Legend, the salaciously styled Porsche Boxster Bergspyder entered the public eye in 2019—nearly five years after the design team completed its work on this running prototype. The German automaker unveiled the Boxster Bergspyder at the Gaisberg Hill Climb. No surprise, really, given the concept’s spiritual ancestors: the Porsche 909 and 910 Bergspyder hill climb racers of yore. With a helmet shelf in place of a passenger’s seat, the single-seat Boxster Bergspyder’s stunning looks are second only to its dynamic capabilities. Credit the combination of its nearly 400-hp Cayman GT4–sourced flat-six engine and sub-2,500-pound curb weight. With only a small windscreen and no formal roof, the Bergspyder surely offers a behind-the-wheel experience unlike any Boxster before—or after—it.

Porsche Vision 916

Porsche Vision E

Even the most junior members of the Porsche design team contribute to design ideas. For instance, the spunky-looking Porsche Vision 916 from 2016 is the work of an intern. The full-size model is a modern-day interpretation of the Porsche 916 prototype of the early 1970s. Whereas its spiritual forebear relied on an internal combustion engine for motivation, the Vision 916 relies on a battery electric powertrain. Well, in theory. Given the Vision 916 is merely a full-size model, it lacks any formal running gear. That said, the little concept aims to toss out the typical axlemounted electric motors of most modern electric vehicles for wheel hub–mounted motors at each corner—a nod to the all-wheel-drive Lohner-Porsche of 1900 and its wheel hub–mounted electric motors.

Although Porsche no longer competes in the prototype class at Le Mans, it’s still an active participant in motorsports, including Formula E racing. Thus, the Porsche Vision E envisions a future electric racer from the brand. Unlike the open-cockpit Porsche 99x Electric Formula E racer, the single-seat Vision E features a full canopy around the driver. Presumably, though, this 2019 concept uses the same 335-hp powertrain and 52-kWh battery pack as the 99x. We wager the Vision E makes sense as an alternative to vehicles such as the Ariel Atom and Caterham Seven, as well. With the right modifications and price, a street-legal Vision E might just serve as the perfect tool for driving enthusiasts with an interest in battery electric powertrains.

Porsche Vision Race Service Talk about an answer to a question no one asked. Meet the Porsche Vision Race Service van. That’s right, van. This concept from 2018 pays homage to the Volkswagen vans of Porsche’s past, which the automaker used as support vehicles for its racing efforts. The Vision Race Service, however, adapts to the needs of 21st century drivers. Whereas the VW vans of yore employed a rear-mounted four-cylinder engine for motivation, the Vision Race Service relies on a battery electric powertrain. Well, that’s if Porsche actually fit a powertrain to this full-size model. Nevertheless, the automaker includes provisions for the likes of a battery pack mounted under the floor of the Vision Race Service. That ought to benefit the van’s center of gravity and limit lateral body motions when exercising the grip of its 22-inch Continental ContiSportContact 6 tires. With its centrally mounted driver’s position, large windshield, and stubby nose, the Vision Race Van offers clear views of the road ahead and any apexes it may encounter along the way. Just remember to cool off the antics while passengers lounge in the back seats. After all, although the Vision Race Service is a Porsche, it’s still a van.

FIRST LOOK I Hennessey Venom F5

1,817 HORSEPOWER. 311 MPH. INSANITY.

WORDS JETHRO BOVINGDON

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THE FINAL SPECS ARE FURIOUSLY HIGH FOR HENNESSEY’S NEW MID-ENGINE MONSTER. THE QUESTION REMAINS WHETHER IT ACTUALLY DELIVERS ON THOSE NUMBERS. ennessey has released final photos, specs, and information of its all-new Hennessey Venom F5 hypercar. And although we may have become jaded after the numbers put out by the likes of the Bugatti Chiron , SSC Tuatara, and vehicles hailing from Italy and Germany, you have to admit Hennessey is making a pretty strong statement. The basic ingredients make for astounding reading. The 6.6-liter twin-turbo V-8 produces—wait for it—a claimed 1,817 hp at 8,000 rpm and 1,193 lb-ft of torque at 5,000 rpm. Hennessey calls its mighty motor the Fury and says it’s the most powerful production road car engine ever produced. MotorTrend was recently granted exclusive time with the new monster to see it in the raw carbon and to hear the, ahem, fury of its mighty twin-turbo V-8 blasting into life. Those headline-grabbing power figures are produced on E85 fuel with the Venom in F5 Vmax mode. Pump gas will reduce

the total output by a couple of hundred horses, we estimate. (Hennessey has yet to release solid power numbers for the car on non-E85 fuel.) Just 24 Venom F5s will be built—12 for the U.S. market and a further 12 for the rest of the world—at $2.1 million a pop plus taxes (up from the original $1.6 million price). Hennessey targets a top speed in excess of 311 mph (a convenient 500 kph for you international types). The Venom F5 itself is surprisingly subtle for a car of such outrageous potential, and Hennessey is keen to talk up its dynamics and driver engagement. In other words, it’s not just designed to be a mid-engine dragster or speed-record breaker. The key to its personality, Hennessey officials say, is the F5’s stiff and light (about 189 pounds) carbon-fiber tub, which is made in the U.K., where much of the car was engineered by Hennessey’s technical partner, Delta Motorsport. This supports aluminum subframes front and

rear and A-arm suspension with Penske coil-over dampers at each corner. With simplicity and lightweight components as key targets, Hennessey says the car weighs just 3,000 pounds dry. That’s lighter than, say, a Lotus Evora, but with more than four times the power. You have permission to drool.

POINT YOUR SMARTPHONE’S CAMERA AT THIS QR CODE

for an in-depth video look at what the F5 Venom is all about.

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FIRST LOOK

All that F5 fury drives to the rear wheels through a seven-speed single-clutch automated manual transmission with CIMA paddle shifters. (CIMA also supplies the car’s limited-slip differential.) Tires for the production Venom F5 will be Michelin Pilot Sport Cup 2s (265/35 ZR19 front, 345/30 ZR20 rear). Brembo carbon-ceramic brakes (15.4inch x 1.3-inch front/rear) with AP Racing calipers (six-piston front, four-piston rear) will slow things down from those

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insane speeds. Power, traction control settings, and a host of other parameters for the Hennessey Venom F5 will be set according to preconfigured driving modes: Wet, Sport, Drag, Track, and the aforementioned F5 Vmax. Looking at Hennessey’s numbers, we have a feeling the F5 will be quite the handful. Even with traction limitations, Hennessey still claims some wild performance stats. How does 0–124 mph in 4.7 seconds sound? Or 0–186 mph in 8.4? OK, what about 0–248 mph in 15.5 seconds? Those numbers sound absurd on paper, unreachable even. But Hennessey has form here. Back in 2014 the Venom GT—Hennessey’s first hypercar, which borrowed a chassis and the look of a Lotus Exige—ran to 270.49 mph, staking its claim as the fastest production car in the world. Inside the cabin, the Hennessey Venom F5 is remarkably simple—a clean, button-free dash and a steering wheel that acts as the real control center with

2021 Hennessey Venom F5 PRICE

$2,100,000

LAYOUT

Mid-engine, RWD, 2-pass, 2-door coupe

ENGINE

6.6L/1,817-hp/1,193-lb-ft* twin-turbo OHV 16-valve V-8

TRANSMISSION

7-speed auto-clutch manual

CURB WEIGHT

3,100 lb (mfr)

WHEELBASE

110.2 in

LXWXH

183.7 x 77.2 x 44.5 in

0-62 MPH

2.6 sec (mfr est)

EPA FUEL ECON

Not yet rated

ON SALE

Late 2021

*Output ratings based on E85 fuel; unleaded regular will reduce these figures.

deliciously mechanical-feeling rotary dials and switches. Exposed carbon and leather supplied by Muirhead in Scotland (a tannery since 1840) cleverly combine to create the feel of a cockpit with a modern, minimalist luxury vibe. Exterior-wise, the Venom F5 is all about aerodynamic capability (0.39 coefficient of drag) and hypercar sensibility thanks to a carbon-fiber splitter, a rear wing and large rear diffuser, a flat underbody, and numerous incisions in the bodywork to aid airflow. Part of the carbon-fiber tub is exposed for dramatic effect, and Hennessey says the CNC-machined carbon-fiber mesh at the F5’s rear is the largest piece of machined fiber applied to any car. So there’s that. Hennessey describes the Fury V-8 as “supersized.” Everything from the turbochargers to the fuel rails to the cooling system has cartoonlike dimensions to cope with the rigors of producing and managing such vast power. The noise is supersized, too. When the F5 bursts into life, any sense of understatement is blown away. Deep, angry, and loud as hell, the Fury is awe-inspiring at idle. We can’t wait to hear it chasing down 8,000 rpm. An extensive test program begins now with legendary ex-GM test driver and race driver John Heinricy working with Hennessey to shape the car’s dynamics. It seems almost unbelievable that Hennessey will make a car capable of more than 300 mph and fun to drive and approachable for mere mortals … but that’s the aim. All 24 Venom F5 production cars will be built in Sealy, Texas, at a new facility alongside Hennessey’s existing tuning side of the business. We’ll follow its development closely, culminating in witnessing it blast off toward that 311-mph horizon at NASA’s 3.2-mile Shuttle Landing Facility runway in Florida sometime this year. We can’t wait. Q

POINT YOUR SMARTPHONE’S CAMERA AT THIS QR CODE to see more adventures with Jethro Bovingdon and Top Gear America co-hosts Dax Shepard and Rob Corddry, along with 8,000+ episodes of other hit car shows, only on the MotorTrend app. Right now, you can sign up for a weeklong free trial! APRIL 2021 MOTORTREND.COM 75

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Updates on our long-term fleet

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the Insurance Institute for Highway Safety, falling short of the coveted “Plus” recognition because of the Marginal and Acceptable headlight ratings. On the crash tests, however, it scored Good ratings across the board. What about the engine? All Venzas share the same hybrid powertrain, which combines a 2.5-liter I-4 engine with three electric motors to provide 219 hp total. All-wheel drive is standard, as one of those three electric motors is placed on the rear axle; a CVT is in charge of sending the power to the wheels. As you’d expect, the Toyota Venza offers great fuel economy. All models earned an EPA rating of 40/37/39 mpg city/highway/combined, which is impressive for a midsize SUV. You can drive more than 560 miles before having to stop for gas.

Arrival: 2021 Toyota Venza Hybrid XLE EPA City/Hwy/Comb Fuel Econ 40/37/39 mpg

sound system. This $2,050 package, which also adds capacitive touch buttons under “Over the next year, we’ll find out if the infotainment display, this hybrid Toyota SUV brings Lexus-like gives the interior a clean look. luxury to the masses.” Miguel Cortina The SofTex package adds leatherette seats, heated and Base Price $37,175 As Tested $39,735 ventilated front seats, a heated steering wheel, and powered ainstream luxury is an and Honda Passport, but front seats—all for $510. elusive concept, yet instead of offering something Like all Venzas, our XLE is the 2021 Toyota Venza sporty or outdoorsy (like Chevy equipped with Toyota Safety encompasses that and more. and Honda do), Toyota went Why go for a Toyota Venza The midsize SUV makes the other way and delivered an Sense, which adds a handful of safety technologies to make instead of a RAV4? a statement with its elegant upscale design with a wellthe environment safer and Although the Venza slots design and clean cabin, which equipped package. take some stress off the driver. between the RAV4 and those taking a quick glance Features such as lane deparHighlander in Toyota’s SUV could mistake for a Lexus How is our long-term lineup, the RAV4 Hybrid has interior. But as a Toyota, the Toyota Venza specced? ture alert with steering assist, Venza brings the value and Although all Venzas come well lane tracing assist, radar cruise more passenger space and slightly better fuel economy. accessibility the automaker is equipped, we opted for the XLE control, and automatic emerknown for. For the next year, trim level, the middle of three gency braking are all standard. But the main thing differentiwe will be driving Toyota’s Toyota offers. (The LE serves as The Venza earned a Top ating the Venza from the RAV4 hybrid-only SUV, which was a the base model, and the limited Safety Pick designation from is its luxury and refinement. finalist in our most recent SUV tops the range.) of the Year competition. Toyota only offers two packSPECS VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 2.5L/176-hp/163-lb-ft Atkinson-cycle DOHC 16-valve I-4 + The Venza competes against ages on the XLE—a premium 118-hp/149-lb-ft (front elec), 54-hp/89-lb-ft (rear elec); 219 hp (comb) a growing group of crossovers, audio system and the SofTex TRANSMISSION Cont variable auto CURB WEIGHT 3,850 lb (est) 0-60 MPH 7.5 sec (MT est) ENERGY CONS, CITY/HWY 84/91 kWh/100 such as the Chevrolet Blazer package. The former replaces miles CO2 EMISSIONS, COMB 0.50 lb/mile the standard 8.0-inch touchscreen with a 12.3-inch touch Height 65.9” display with navigation, adds three USB ports (four total) and Apple CarPlay/Android Auto compatibility, and replaces the base six-speaker stereo with a nine-speaker JBL Wheelbase 105.9”

76 MOTORTREND.COM APRIL 2021

Length 186.6”

Width 73.0”

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TOYOTA VENZA ARRIVAL

2020 Hyundai Sonata Service life: 2 mo/3,413 miles Average Fuel Econ: 26.5 mpg

“We take our long-term Hyundai Sonata to the test track in pursuit of hard data.” Kelly Lin

The Toyota Venza doesn’t break new ground as a hybrid, but it sets itself apart with luxury appeal.

tilting and telescoping steering wheel, and two-zone automatic climate control. What’s more, some of the features that come standard in the Venza XLE are only available as options in some luxury brands.

Enter the Venza’s cabin, and it welcomes you with soft materials, an upscale design, and tons of features that make you think you could be in a luxury SUV. Besides the aforementioned options, our XLE comes with LED projector headlights, a wireless charger, an autodimming rearview mirror, puddle lights, a powered

How much does it cost? The Venza XLE starts at $37,175—a good value for the hybrid powertrain and the laundry list of features. With the two packages, our Coastal Gray metallic XLE crosses the check-out counter at $39,735, which is still a value price for a well-equipped hybrid SUV. We have a year to see how the Venza treats its drivers and passengers, and we’re excited to take several road trips over the next 12 months. We’ll keep you updated.

THE VENZA MAKES A STATEMENT WITH ITS ELEGANT DESIGN, CLEAN CABIN, AND THE VALUE TOYOTA IS KNOWN FOR.

Avg CO2 0.73 lb/mi Energy cons 125 kWh/100 mi Unresolved problems None Maintenance cost $0 Normal wear cost $0 Base price $34,475 As tested $34,630 EPA City/Hwy/Comb Fuel Econ 27/37/30 mpg

he 2020 Hyundai Sonata Limited has proved a pleasant companion around town and on interstate adventures thanks to its balanced driving dynamics. To find out how it performs when pushed to the limit, we took it to the track, where we learned it can outgun a similarly powered Honda Accord. Our Sonata packs the upgraded engine: a 1.6-liter turbocharged four-cylinder with 180 hp. It took 7.4 seconds for the sedan to go from 0 to 60 mph, making it a pinch quicker than a 2018 Honda Accord EX we tested with the 192-hp engine that’s standard on most trims. This Accord, as well as a four-cylinder 2018 Camry XLE we tested with 203 hp, reached 60 mph in 7.6 seconds. Both the Accord and Camry offer significantly more powerful variants, though. With its potent 252-hp four-cylinder, the Accord makes it in as little as 5.7 seconds; a V-6 Camry XLE does the deed in 6.0 seconds. Although the Sonata is no speed demon, it has just the right amount of juice to merge and pass other cars on the freeway. If you’re a lead foot, you’ll quickly discover one of the Sonata’s annoying quirks. “There’s some lag from when you mash the pedal to when the engine really wakes up,” associate road test editor Erick Ayapana noted during

acceleration testing. Nimble handling is one of the Sonata’s best traits. Put it in Sport mode, and it feels agile on canyon roads, and it’s easy to maneuver into a parking spot despite its size. Given its agility, it’s not surprising this sedan performed well on the figure eight. Achieving a time of 26.6 seconds at an average 0.66 g, the Sonata once again bests the base Accord and Camry, and it even out-handles the more powerful versions of both these sedans. Road test editor Chris Walton noted the steering is crisp and accurate. “There’s some body roll and eventual understeer,” he said, “but otherwise it’s quite well behaved and balanced.” Our test team also praised the Sonata’s good body control under hard braking. The brakes brought the car from 60 to 0 mph in 115 feet, which compares favorably with its rivals.

APRIL 2021 MOTORTREND.COM 77

MT GARAGE

2020 Honda Civic Si Service life: 4 mo/2,500 miles*

“Answering the $11,500 question: Should you get a Honda Civic Si or the more expensive Type R? Turns out it’s an answer for philosophy.” Scott Evans Avg CO2 0.65 lb/mi* Energy cons, city/hwy 130/94 kWh/100 mi* Unresolved problems None Maintenance $0 Normal wear $0 Base/ as tested $26,130/$26,130 EPA City/Hwy/Comb Econ 26/36/30 mpg *COVID-19 interrupted our normal data collection for the Civic Si. Mileage is an estimate, and CO2/energy cons figures are from the EPA.

he 2020 Honda Civic Si is an absolute steal at $26,130 out the door, no question. The real question, however, is whether you should spend $11,500 more on the Civic Type R. With an extra 31 hp compared to a regular Civic, plus two-mode electronically adjustable shocks, a mechanical limitedslip differential, and Goodyear Eagle F1 Asymmetric 2 tires, the Si gives you a lot of performance hardware for shockingly little money. But so, too, does the Civic Type R. A lot of the specs sound the same, but for the big one: 306 hp and 295 lb-ft. All for $37,950. So is the Si a budget Type R? Or should you keep saving? It’s a surprisingly difficult call to make, and it comes down to your driving philosophy. Me, I’m addicted to speed, and you’d easily spend 10 grand or more modifying an Si to be as good as a Type R, so I say just get the best one from the start. In the Honda pantheon, the Si is about handling, and the R is about absolute performance. To see whether the latter is worth the extra money, I took both to one of the greatest roads in the world, Angeles Crest Highway. Multiple times. For science. It doesn’t take much prodding to appreciate what the Si has to offer. You can feel it on a freeway interchange, in the deliberate and calculated body control, the traction, the ability to put the power down, the mechanical perfection of the shifter action, and the easily modulated brake pedal. Take it on a good road, and you’re still likely to underestimate it at first. Your brain tells you it isn’t the fastest one, so it can’t be pushed as hard. Your brain is wrong. With the limited-slip differential and only 205 hp and 192 lb-ft on tap, you’re never going to blow the tires off it once it’s moving. Instead, it digs in and lets you get

78 MOTORTREND.COM APRIL 2021

The Honda Civic Si’s manual shifter is perhaps the best on the American market.

on the throttle early and power out of a corner without fear of inducing understeer. Its trick shocks allow the tires to do their job. Their default setting is honestly fine, but if the road is relatively smooth, the Sport setting makes a small but noticeable difference. Far more expensive cars from brands that stake their reputation on sportiness don’t have body control like this. The Si leans confidently into turns and isn’t bothered by midcorner bumps. The real beauty of the shocks is how well they ride whether you’re flogging it or not. Around town, they’re sporty firm but not punishing. Under duress and in their stiffer Sport setting, they’re just sportier firm. You can’t ask much more from the transmission. Honda builds the best front-drive manual transmissions on the American market, full stop. The Si’s is about perfect. The gates are closely spaced, the action slick and clean. You don’t have to think about finding the next gear or missing a shift. Just move the shifter gently in the general direction of the next gear you want, up or down, and it’ll find its way there naturally. I have noticed, though, the infamous second gear grind starting to rear its head. It’s a known issue with these transmissions, unfortunately. The brakes, however, are nothing special, but they don’t need to be on a light car. Honda doesn’t even list a brake upgrade on the Si, so it’s nothing more than aggressive pads at most. That’s all it needs. The pedal response is linear and provides good feedback, and the Si isn’t heavy enough to overheat the brakes hauling ass down a mountain.

Even better, that brake pedal is snugged up next to the gas pedal, making heel-toe downshifting as natural as walking. They’re spaced so well, I can easily pull off a perfect heel-toe in my hiking boots. So far, so good, but then the decision gets hard. It’s the engine. With a chassis this good, you can’t help but want a different power profile. This one is really strong in the midrange, and it feels great blasting onto highways. Get it out on a mountain road, though, and you begin to notice it goes soft on the top end. In some cars, you hit the rev limiter and wonder “already?” Not this one. You keep your foot in it, then check the tach, then keep your foot in it some more, then short shift because running it out isn’t helping much. The Si is a hell of a handler. It’s a fantastic car to hone your driving skill. You can safely push it as hard as you want, all the while refining your steering, your braking, and your shifting. You’ll learn more driving this car hard than you would in some cars with twice the horsepower. Once you do, though, you might just find yourself unfulfilled and looking in the direction of the Type R. Another 100 hp ain’t nothing to sneeze at. And once you’ve tasted the Type R, you’re going to feel like the Si’s chassis could easily take another 100 hp, and man, wouldn’t it be great if it had more power coming out of the corners? The Si is great. It’s a practical sedan that drives and handles far better than a car at this price has any right to. It doesn’t look ridiculous like the Type R, which makes it even more fun when you’re keeping up with drivers in German sport sedans who have more horsepower than talent and can’t figure out why they can’t shake a Civic. You’ll grow out of it eventually, though, and when you do, the Type R will be waiting.

IT DOESN’T TAKE MUCH PRODDING TO APPRECIATE WHAT THE HONDA CIVIC SI HAS TO OFFER.

Increasingly, infotainment systems are a key aspect of a car’s road trip competence. BMW’s knob and button controls are OK, but direct touchscreen inputs are more intuitive.

2020 BMW 228i

UPDATES

Service life: 6 mo/7,973 mi Average Fuel Econ: 25.0 mpg

“We take our pint-sized Bimmer sedan on a road trip so see how it shakes out over long distances.” Stefan Ogbac Avg CO2 0.78 lb/mi Energy cons 135 kWh/100 mi Unresolved problems None Maintenance cost $0 Normal wear cost $0 Base price $38,495 As tested $48,495 EPA City/Hwy/Comb Fuel Econ 23/33/27 mpg ince it arrived in our fleet six months ago, the 2020 BMW 228i Gran Coupe has been a faithful daily driver. From weekend food hunting to serving as my ride to (socially distanced) martial arts practice, the 228i has been up to the task. Recently, I did a 284-mile round trip to and from Thermal, California, to attend the BMW Performance Center’s car control class. The drive gave me a sense of what the 228i is like on road trips, and I encountered a surprise on my way home. I set off at 5:30 a.m. and pointed the 228i east. Just a few minutes into the trip, I noticed I was in for a bumpy two hours. The M Sport suspension, which is part of the M Sport package on the 228i and

standard on the M235i, improves handling slightly but sacrifices comfort significantly. You feel every bump, rut, and pothole. The standard all-season run-flat rubber didn’t help things, either, contributing excessive tire noise to the hard ride. I cruised effortlessly throughout the trip. Even during up-and-down hilly portions of the drive, the 228i’s 2.0-liter turbo-four hummed along without any drama. The well-tuned eight-speed automatic meant all 228 hp and 258 lb-ft of torque was always ready when I needed it. Put your foot down, and the powertrain responds immediately, making passing and merging a breeze. By 7:30, I’d arrived at the BMW Performance Center and signed in. I was ready to learn.

At the end of the day, I already noticed myself using some of the skills I picked up in the session. Little did I know I’d need the maneuvers I’d learned just hours earlier. Not far from home, trouble struck. I hit a pothole that punctured the left rear tire, forcing me to countersteer whenever the rear end stepped out. Thankfully, I’d just had a day of practicing exactly that. I keep thinking about the 228i Gran Coupe as a road trip car. My conclusion is that if you have another vehicle available, don’t take the 2 Series Gran Coupe M Sport. A week later, the 228i was back on the road with a new tire, which will hopefully stay intact for the rest of the car’s stay with us. Stay tuned as we put BMW’s newest entrylevel sedan through its paces at the track.

MT GARAGE

2020 Ram 2500 Service life: 4 mo/10,158 miles Average Fuel Econ: 17.5 mpg

“Using our heavy Ram for lightduty long-distance runs might seem silly, but its 19-plus-mpg economy assuages our guilt.” Frank Markus Avg CO2 1.27 lb/mi Energy cons 210 kWh/100 mi Unresolved problems None Maintenance cost $0 Normal wear cost $0 Base price $54,045 As tested $76,130 EPA City/Hwy/Comb uffman has been stretching his legs as staffers reluctant to fly take to the highways. Chicagoan Greg Fink made a run to visit his parents in Florida, and I made a brother-in-law run to Greenville, South Carolina. It’s fun to watch the predicted range soar early in a road trip. On that Greenville jaunt, an initial prediction of 425 miles grew to 437 over the first 60 miles before finally beginning to count down what ended up being more than 500 total tank miles. Repeatedly accelerating four tons means in-town tankfuls average less than 15 mpg. But simply maintaining momentum at 80 mph brings the average up to the mid-19s. It’s safe to assume this 32-gallon tank can outlast most bladders.

There’s also something uniquely luxurious about traveling with a 74.7-cubicfoot “trunk.” Travelers need never triage their luggage. Might you like to have it where we’re going? Then bring it along. That said, this bed does no tricks. It’s not composite, there’s no clever bed extender, no cargo divider like you can get with the RamBox, no hidden storage, no 12- or 110-volt power outlets, and it has a conventional one-piece flop-down tailgate—albeit with remote release/locking and a spring assist to raise it. You do get four typical tie-down rings low in the bed and four cleats up high, plus the same stake pockets and indentations for boards to bridge the wheelwells that every pickup has had for decades.

2021 BMW X7

THE X7 CARRIES AN ASSURED CONFIDENCE.

And the more mass, the merrier. Our heavy Ram smothers most freeway expansion joints and small bumps. But with rear springs rated to support three tons, our lightly loaded Ram’s ride became a bit jarring over some battered urban freeways. On my most recent trip, connecting two iPhones to the Uconnect system proved vexing, as the second kept trying to usurp CarPlay control when we just wanted it to play audio. Using A- and C-type cables and plugging them both into either the “1” or “2” jack sockets assigned CarPlay to the first one plugged in and restricted the second to charging and audio only. I’m scheduled to drive some other Rams soon, so next time I’ll weigh in on the bigger screen, Ram’s “other” diesel, and more.

as characterful as a booming but slightly lazy V-8 that you might otherwise find in an entry-level SUV of this class. OK, there isn’t the feel-good theater of a V-8 on startup, nor does it have the deep, cosseting noise of eight cylinders burbling away in the background at highway speeds. However, with 330 lb-ft available from 1,500 rpm, it picks up the X7 relatively well. The straight-six’s smooth, high-rev energy feels uniquely BMW. It’s a trickier task to transpose the chassis feel, balance, and Service life: natural agility of the BMWs we’ve driven and loved over the years 2 mo/2,806 mi • Avg Fuel Econ: 16.4 mpg to a car built to this scale. Put simply, if you try to drive the X7 with real enthusiasm, it starts to unravel. There’s understeer and plenty “An important question with any of body roll, the brakes start to protest and get noisy, and you feel BMW: Does the Ultimate Driving every one of its 5,530 pounds. Its behavior is very much what you’d Machine DNA shine through?” expect of a hulking SUV. It just feels out of its comfort zone. Jethro Bovingdon So you’re not going to head to the canyons in the X7 … not Avg CO2 1.18 lb/mi Energy cons 211 kWh/100 mi exactly a revelation. More important is how the X7 feels during Unresolved problems None Maintenance cost $0 more representative driving. Here there’s much more to appreciate. Normal wear $0 Base price $74,895 As tested $96,895 The ride is a little tough on the 22-inch wheels, but the payback is EPA Fuel Econ 20/25/22 mpg a chassis that feels keen to change direction; good body control and natural responses create an intuitive driving experience. It’s an et’s cut to the chase. Is the X7 good to drive? Of course, we’re exaggeration to say the X7 “shrinks,” but it certainly carries its size and weight with an assured confidence. not expecting a seven-seat SUV that tips the scales on the Overall, BMW’s biggest-ever model clearly focuses more on wrong side of 5,000 pounds to drive like an E30 M3. However, opulence, convenience, and space than driving dynamics. And it it needs to be a cut above rivals from a dynamic point of view. does those things brilliantly. We’ll have more about those topics For me, at least. It might be the biggest BMW ever, but anything in our next update. My only wish: that it would do a little more wearing the kidney grilles (have you noticed them?) should feel as to identify itself as a BMW, which might rewarding for the driver as it does for the passengers. imbue it with more character and a sense of The engine is small and efficient. It features a single twin-scroll occasion, too. No wonder BMW stuck such turbocharger and has many classic BMW attributes, but you’d think a massive grille on the X7—wouldn’t want the 3.0-liter straight-six could be easily overwhelmed by the X7’s customers to forget what they’re driving. scale. Not entirely. It has an engineered precision that’s every bit

80 MOTORTREND.COM APRIL 2021

UPDATES The CX-30’s 2.5-liter I-4 is fine for the basic stuff, but if you need to get going quickly, it’s not quite ideal.

2020 Mazda CX-30 Service life: 4 mo/5,405 mi Average Fuel Econ: 26.2 mpg

“Our photographers stuffed the CX-30 with gear to evaluate its cargo-hauling capability. How’d it do?” Christian Seabaugh Avg CO2 0.74 lb/mi Energy cons 130 kWh/100 mi Unresolved problems None Maintenance cost $0 Normal wear cost $0 Base price $30,700 As tested $31,625 EPA City/Hwy/ Comb Fuel Econ 25/32/27 mpg

t’s a pretty poorly kept secret that one of the most frequent uses for our long-term vehicles is in support of the comparison tests and reviews of other cars, trucks, and SUVs. Sometimes that means our long-termer is the star of a comparison; other times it means it serves as a test or photo support vehicle—something our long-term CX-30 has done a lot of recently. I know what you’re wondering—how is this relevant to you? Well, if you’re a car enthusiast, I think you might want to perk up for a bit. The duty cycle our photographers put our vehicles through is often similar to what enthusiasts might do with their own car. To be a good support vehicle, a car has to do a lot of different things well. The ideal support vehicle is roomy enough to hold lots of photography equipment and cleaning gear while also allowing the photographers to shoot out of the sides or back. It has to handle well and be fast enough to keep up with sports cars. It has to ride well and provide a stable platform for photographers shooting out of windows and tailgates. Basically, the ideal photo support vehicle has to be a jack and master of all trades. It’s no wonder our photographers’ favorites include the Chrysler Pacifica, Honda Odyssey, Mazda CX-9, MercedesBenz GLE-Class, Porsche Cayenne, Ram 1500, and Ford F-150 Raptor. So how does our CX-30 hold up to photo duty? Here’s what photographer Brandon Lim has to say. Engine and Transmission Power from the CX-30’s 186-hp 2.5-liter I-4 feels adequate for daily driving and isn’t an issue for on-ramp merging or passing, but a turbo application would suit this drivetrain better. It feels wrong winding out the engine to enter every on-ramp, and the buzz at the top of the rev range makes the car feel cheaper than it looks. The Mazda’s six-speed automatic transmission frequently gets in the way; it’s frustrating how out of date the tuning feels. Sport mode just enhances all of my frustrations. It’s always a gear too low or too late. It hangs onto some gears for dear life, leaving you with a sensitive and buzzy throttle pedal. And sometimes it

denies a downshift, letting a gap in the road you want to merge into disappear. Utility When hauling photo gear in the CX-30, I have to be methodical about how I arrange equipment so it all fits. In similar cars of this size, like a Subaru Crosstrek, I usually just stack Pelican case on Pelican case, but the Mazda’s sloping rear roofline and narrow trunk make it a challenge to load. I may be a master stacker in Tetris, but there’s no benefit in having a hatch that doesn’t suit my gear needs. Shooting car to car out of the trunk without anywhere to stash gear? Forget about it. Oftentimes we need to turn around or park on small dirt shoulders when shooting. Despite being an SUV, the CX-30 makes me hesitant to do so. I was

surprised when I heard the bottom plastic undertray guard scrape on a 6-inch divot in a gravel turnout I frequent. Embarrassing and disappointing for both me and the car. For that reason, it never left the asphalt again. Ride and Handling The Mazda 3 lineup’s steering has always felt like it uses rubber bands; these vehicles offer a little more feel than other cars in the segment, but it feels like a simulator fitted with rubber belts. I find the CX-30’s ride to be pretty refined for its small size. As I drove around downtown L.A., I wasn’t bothered much by the bumpy roads, and midcorner bumps didn’t unsettle the Mazda as they do some other vehicles. I expected the CX-30 to be a perfect support vehicle, but instead it continually reminded me of its shortcomings.

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Angus MacKenzie

The Big Picture Bentley goes all-in on electrification

y the end of this decade, you won’t be able to buy a new Bentley with an internal combustion engine. From 2030 on, all new Bentleys—the successors to the raffish Flying Spur sedan, the sporty Continental GT coupe and convertible, the brawny Bentayga SUV—will have battery electric powertrains, CEO Adrian Hallmark says. As a result, the automaker’s trademark imperious thrust will be accompanied by a whispering whirr of a brace of motors and no longer the murmuring hum of a turbocharged W-12 or the muted rumble of a turbocharged V-8. “We believe electrification isn’t an option,” Hallmark said. “It’s an obligation, because the technology is there. We think making everything that we do sustainable is a major potential advantage for us as a company.” Even so, it’s a big bet for a storied British marque whose heritage is steeped in a gasoline-soaked aura of performance and luxury. And although 2030 is the best part of a decade away, in automotive design, engineering, and development terms, it’s just around the corner. This is not vague greenwashing on Hallmark’s part; Bentley is committed. Work on the electric cars is already underway. Of course, tiny Bentley—sales last year totaled 11,206 vehicles, a Bentley record—isn’t making this profound pivot all by itself. As part of the Volkswagen Group, it benefits from access to a massive electric vehicle engineering R&D program. Volkswagen’s ID3, recently launched in Europe, is the first vehicle to be built on the company’s new bespoke electric vehicle architecture, MEB. The ID4 crossover, which has just gone on sale in the U.S., is the second, and MEB will ultimately underpin all Volkswagen, Škoda, and Seat electric vehicles, as well as select small Audis. The electric Bentleys will be built on an all-new premium electric vehicle platform being developed jointly by Audi and Porsche, and although two of Bentley’s internal combustion engine models—the Flying Spur and Continental GT—are built on the Porsche-developed MSB architecture, the electric Bentleys will all be based on the Audi variant of the platform. “We’re going to have more

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synergies in five to 10 years with Audi than we will with Porsche,” Hallmark said. “They’re sportier, while we’re definitely on the luxury performance side.” Hallmark believes the rapid reductions in battery cost and weight over the past few years, along with a greater understanding of managing battery performance and durability, mean the time is right for Bentley to start working on an all-electric lineup. And he believes the characteristics of electric powertrains sit well with the marque. “Battery electric vehicles are right for the Bentley brand, with high torque and effortless, refined performance,” he said. Will they still sound like a Bentley? “We won’t put fake noises in. We’ll have great noises from the electrical systems.” Bentley might be ready to go all-electric. But are Bentley customers? “We carefully tested that before we jumped,” Hallmark said. “This is a bold move, but we’ve seen over the past 18 months that, when questioned, 39 percent of Bentley owners say they are considering a battery electric vehicle as a next car. Not to replace the Bentley they have now but to add to their fleet of personal cars. And they all say, ‘We’d love a luxury electric vehicle.’” Going all-electric is a radical step, but Hallmark says Bentley has done radical before. “When you look back now at the first Continental GT, it may not look radical, but at the time it took a lot of convincing for Bentley to do a car like that,” he said. “As we move into electric, we’re not going to throw away the brand DNA. But we have to reinterpret it and be a bit more progressive than we perhaps have been in the past. And that’s exciting.” Q

The Bentley EXP 100 GT, unveiled to mark the brand’s 100th anniversary in 2019, envisions the grand tourer of 2035. By then, Bentley expects to have an allelectric lineup.