2015 Mercedes-Benz S550 4MATIC Coupe

As the technological leader of the Mercedes-Benz brand, the big coupes have sent us searching for superlatives for decades. The new S-classcoupe is awesomer than ever. See? We’re still searching.

Built on a shortened version of the all-singing, self-driving S550’s bones, the S550 coupe is a stunner in person. There’s real presence here, from the lack of a B-pillar, to the chrome ring around the greenhouse, to the small chrome dots on the grille that look like the knobs on a dresser drawer. The S-class-based coupes have always drawn envious stares from men old enough to remember when personal luxury denoted two-doors with names like Toronado and Eldorado, but this Benz’s new styling had strangers of all ages eyeing it.

We couldn’t stop staring at the leather-lined interior. Most cabin pieces are shared with the S-class sedan, but the coupe receives a unique upper instrument panel. It’s a more playful design, as if Italians had been asked to redo the S-class’s interior. Our test car arrived with the optional Designo package ($3250) that wraps even more surfaces in leather. Add the Premium package’s massaging front seats and the Warmth and Comfort bundle’s heated seats, steering wheel, and armrests and you won’t want to get out. You’re putty in the S550 coupe. Just sit back and melt into the heat while the $6400 Burmester audio system plays whale sounds. Driving? You should probably park if you’re that relaxed, but the $2800 Driver Assistance gadgets mean the S550 coupe can practically drive itself. Back-seat riders might want to get out, though. There’s adequate space for two adults back there, but rear legroom is limited despite a long 115.9-inch wheelbase.

Personal luxury is just that—it’s personal. And, to that end, the S550 is a sublime car for the solo pilot. The structure is made up of welded stampings, just like other cars’, but the silence and solidity suggests forging. Not much disturbs the cabin. Wind noise is eerily absent. A slight hum from the wide tires is the only audible indication of motion. Only under extreme use does the 4.7-liter twin-turbo V-8 raise its voice. Even then, it emits only a 79-decibel snarl.

Not much upsets the serenity, even if you begin treating the 4761-pound Benz like a Mazda Miata. Cornering grip is good for something this large, at 0.92 g, and the handling is secure. The steering doesn’t serve up sports-car feel, but it is accurate even at triple-digit speeds. Acceleration is strong, but there is slight delay before the wick lights the 449-hp charge. Sprints to 60 mph take 4.5 seconds, four-tenths quicker than the rear-wheel-drive S550 sedan. Standard four-wheel drive makes for repeatable runs. Top speed is governed at 130 mph for U.S. versions, despite the Y-rated Goodyear Eagle F1 tires.

Mercedes-Benz certainly charges full price for its personal-luxury experience. Prices start at $120,825, but our test car cost $149,575. We’d suggest avoiding some of the more expensive options on our example, but if you can afford this car in the first place, we wouldn’t dream of denying you of your personal luxury. 

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2016 Mercedes-Benz GLE-class

When the Mercedes-Benz M-class was launched back in 1997, luxury SUVs were more of a “wait, what?” kind of thing than an idea whose time had come. Lincoln had just introduced the Navigator, while the Cadillac Escalade and the BMW X5 were still incubating. Range Rovers had been around, but here in the U.S., they were known less for their swagger than for their dismal reliability record. Luxury was a sedan thing. Who would want a luxury SUV?

Clearly, the Alabama-built M-class has proved a worthwhile endeavor, Mercedes-Benz boasting of some 1.6 million sold during the last 18 years. Now, the Mercedes SUV family has grown to include three more models, not to mention the long-serving and iconic G-class, prompting a new naming strategy to cut the acronym clutter. Hence, the M-class has become the GLE-class, the better to align it to a known sedan counterpart, the E-class. The swap coincides with the crossover’s midcycle refresh, which also sees it add a new plug-in hybrid and even a “coupe” counterpart (covered separately) to take on the BMW X6.

The exterior update is subtle yet effective. The edges have been sanded off most of the front-end elements, and the taillamps have been redesigned, bringing the whole vehicle more in line with the rest of the Benz family. The interior upgrade is rather more significant, primarily because the updated COMAND system places the control dial under a touch pad, à la 2015 C-class, while a large display screen stands prominently between two giant air vents. The rest of the dash and the door panels are unchanged, but between the new upper-dash components and the sumptuous materials, the cabin looks and feels more upscale than any M-class model’s ever did.

The GLE will be sold in no fewer than five versions in the U.S.—the gas-powered GLE350 and GLE400 models, the GLE300d, the new GLE550e plug-in hybrid (ZEV states only), and the stonkin’ 550- and 577-hp GLE63 AMG models. Unfortunately, our brief drive time through the Austrian mountains was limited to the GLE250d diesel (the name of the GLE300d in other markets) and the GLE550e plug-in hybrid. 

A Familiar Diesel

Our initial impressions suggest that, as far as the diesel-powered GLE is concerned, everything we experienced when we tested the ML250 Blueteca few months ago carries over. The torquey four-cylinder, which produces 201 horsepower and 369 lb-ft, feels quicker than the specs suggest—we saw an 8.3-second zero-to-60-mph time in our testing. All GLE models use a seven-speed automatic transmission, although a new nine-speed unit is available in the coupe.

The ride remains as pillowy as ever with the optional air suspension in comfort mode. Sport mode brings tidier body motions and a bit more communication from the chassis, although the steering remains slow off-center and aloof regardless of the setting. Relaxed as it is, we expect it will be perfectly aligned with most GLE buyers’ expectations; anyone in search of a more sporty luxury-ute experience will probably not even look at a GLE-class unless it wears “GLE63 AMG” badges on the back—that is, if they get past the Porsche store without driving off in a Cayenne.

The M-class always did surprisingly well off-road. But today’s model is even more capable, especially when equipped with knobby off-road tires and the optional On/Off-Road package (which in the U.S. will be offered only on the GLE400). It includes low-range gearing, locking differentials, added underbody protection, and a vehicle-raising function that adds more than an inch of ground clearance. The 360-degree parking cameras also come in rather handy when cresting a ridge without the aid of a spotter. Of course, the typical GLE-class will never see dirt beneath it, but it’s nice to know that, just in case Armageddon falls upon us, or a stalled truck blocks the entrance to Barneys, one can hop a curb and trample the impatiens with aplomb.

A New PHEV

At roughly 5400 pounds, the GLE550e 4MATIC plug-in hybrid is a lot porkier than the GLE300d, but with 436 horsepower and 479 lb-ft of torque from its combo of a 329-hp V-6 and 114-hp electric motor, it’s much faster. Mercedes estimates a zero-to-62-mph time of 5.3 seconds, which compares rather favorably to Porsche’s 5.4-second estimate of its 416-hp Cayenne S E-Hybrid’s zero-to-60 sprint. Rather more to the point is the hybrid’s ability to travel some 19 miles at speeds up to 81 mph purely on electrons. When left in its default hybrid mode—one of four powertrain settings that also include E-Save, Charge, and electric-only modes—we found that the vehicle cruises along using battery power nearly all of the time, with the gas engine slipping into and out of the picture with the subtlety of a jewel thief. Insofar as silent speed is consistent with luxury—and Tesla has certainly proved that it is—the GLE550e feels pretty spot-on. Consider this a preemptive strike against the Model X.

The bulk of the GLE-class lineup arrives in showrooms in August, at prices ranging from $52,025 to $65,525 for non-AMG versions. (AMG models ring in at $100,875 for the GLE63 AMG and $108,025 for the S model; more pricing info for the lineup can be found here.) We’re still awaiting prices for the plug-in hybrid, which arrives in September, but we’ve been advised, “It won’t be cheap.”

Despite the new name, Mercedes is not really blazing a new trail with the GLE-class, but with an improved interior and a broader model range, it is better able to cover the wide spectrum of the segment it helped create. 

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2017 Audi A4: Less Weight, More Elegant Interior 

Yes, the all-new Audi A4 is clearly an Audi. The new model, the ninth iteration of a vehicle line that has also been known as the Audi 80, Audi Fox, and Audi 4000, has moved to the VW Group’s modular-longitudinal MLB Evo architecture, but it still closely resembles the outgoing model—at least at first glance.

It’s true that MLB Evo is not entirely new, being an evolution of a component set that launched under Audi’s current A5 coupe in 2007. But the result is a leap forward. Depending on the engine under its hood—the powertrain lineup looks quite competitive—the new A4 is said to be up to 265 pounds lighter than its predecessor, and the car will be available with virtually every assistance system and electronic gadget that debuted in the larger and pricier all-new Q7 SUV.

In the U.S. market, the new A4 will launch with three 2.0-liter turbocharged four-cylinder engines. The TFSI gasoline engine will be available in 190-hp/236-lb-ft or 252-hp/273-lb-ft iterations, while the available TDI diesel makes the same 190 horsepower as the base gas engine but musters 295 lb-ft of torque. Output is shuttled to the wheels via Audi's seven-speed dual-clutch automatic. (There was no mention of manual transmission availability for the U.S. at a preview event, but a six-speed unit may be offered.) As you might expect, the A4 can be specified with front-wheel drive or Quattro all-wheel drive; we expect Quattro to be standard with the stronger gas engine and the diesel. If you’re wondering where the competitor to BMW’s top 3-series model is in all of this, wait for the new S4—that’s the apples-to-apples car for the 320-hp, 2016 340i.

In terms of its construction, the A4 adopts more lightweight materials than perhaps any other car in its segment—and a number of them above it. As examples, some steering and transmission components and the rear-seat structure are made of magnesium, while the multilink front and rear suspension setups incorporate a large amount of aluminum.

The exterior of the A4 gains a low and aggressive, TT-inspired front end, a nicely integrated clamshell-look hood, and an altogether more contemporary and more angular appearance. Bi-xenon headlights are standard, and LEDs units optional; the taillights come in two versions, one with conventional bulbs and one with LEDs. In our brief exposure to the car in person, we were struck by the attention to detail. The exterior grip-style door handles, for example, swing slightly upwards when pulled, to provide a more intuitive and natural motion.

While the exterior is fresh but evolutionary, the interior is a revelation. It's more spacious than before, with ample rear-seat room even when the front seats are far back in their travel. But it's the driver’s area that will win you over. Next to the elegant cabin of the Mercedes-Benz C-class and the utterly conservative one in the BMW 3-series, the new A4’s style is downright futuristic. Horizontal lines dominate, right down to the thin air vents that span the entire width of the dash panel.

For the center-stack infotainment screen, Audi skips adopting the motorized action of some of its more recent cars in favor of a fixed display. (The outgoing A4 was old enough that its screen was fixed, too.) It's a cost-saving move compared to the electrically powered screen on the A3 and the A6, but the execution is so precise and contemporary that no one’s going to miss the whiz-bang of watching the screen rise on startup. The main instrumentation comes with conventional, analog gauges, or one can opt for a large TFT screen. Cadillac offers the same tech in the ATS, but the execution is infinitely better on the Audi in terms of styling, graphics, and layout.

Perhaps the coolest thing about the A4: The futuristic interior is actually retro. The full-width air vents are lifted straight from the C2-generation Audi 100/5000, a big seller for the company in the late 1970s. And the automatic air conditioning—with its touch-sensitive, metallic buttons—is designed to call to mind 1970s aftermarket car-stereo systems.

Audi will launch the new A4 sedan in the U.S. early next year; it will be joined by an Allroad station wagon version shortly thereafter. As before, there will be three equipment levels: Premium, Premium Plus, and Prestige. The aforementioned next-generation S4 is due in late 2016 and will keep its supercharged 3.0-liter V-6, and there is a chance that the next RS4—likely packing a twin-turbo V-6—will be offered in the U.S. as well. So while this new A4 is impressive, Audi is just getting started. 

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2015 Dodge Challenger Drag Pak Revealed, Now Available With Supercharged V-8 

It was last summer that Dodge showed off a prototype of its new drag racer based on its latest Challenger muscle car, the 2015 Challenger Drag Pak, and now the final version has made its debut. The big news is that a supercharged engine is being offered for the first time, in this case a supercharged 5.8-liter (354-cubic-inch) HEMI V-8. Of course, a naturally aspirated V-8 is still available, the 7.0-liter (426-cubic-inch) HEMI V-8 that we saw in the prototype.

The new supercharged engine features a cast-iron block, forged steel crankshaft, Mopar-spec camshaft and a custom performance engine calibration. Opting for the Challenger Drag Pak with this engine will set you back $109,354. The naturally aspirated engine is built off an aluminum block with pressed-in steel liners and aluminum cylinder heads. Like the supercharged engine, the naturally aspirated mill includes a custom engine calibration and loom. Cars equipped with this engine will set you back $99,426.

MORE: 2015 Dodge Challenger SRT Hellcat First Drive Video

Specific performance figures are yet to be delivered but Dodge says the car, regardless of engine, is the most powerful Challenger Drag Pak to date. That’s impressive considering previous incarnations came with the Viper’s 8.4-liter V-10. And what we do know is that a Chrysler-based 727 automatic transmission, upgraded from last year’s model to handle both engines, is standard and comes with a race-style stick shifter with integral line lock. Drive goes to the rear wheels via an aluminum driveshaft, and in the trunk sits a weigh box and battery.

Furthermore, the front suspension sports a unique Mopar K-Member and suspension geometry, with double adjustable compression and rebound struts. Up back is a four-link setup with Panhard bar, Strange Engineering 4-inch solid axle with 9-inch aluminum third member, 40-spline gun-drilled axles, shocks with adjustable compression and rebound, and an anti-roll bar. One major upgrade over the previous car is strengthened rear-axle mounting, which is said to help the cars launch faster.

The vehicle is equipped with 15-inch wheels at all four corners, and mounted on these are Hoosier drag radials with front tires that measure 28x4.5 inches and rear rubbers measuring 30x9 in. Stopping power comes from slotted front and rear brake rotors, with race-specific calipers and master cylinder.

MORE: Hellcat Converted To E85 Sees 753 Rear-Wheel Horsepower

So how does the 2015 Challenger Drag Pak perform on the strip? “In the first runs the new Drag Pak ran consistently in the eights while improving times at the 60-foot mark,” Mopar Motorsports marketing manager Dale Aldo explains. “We are extremely pleased with the results obtained during our testing.”

Like previous Challenger Drag Paks, the latest 2015 model is designed for several of the National Hot Rod Association classes. This means they get a full roll cage fabricated to NHRA specifications, along with lightweight racing seats, safety nets and harnesses. The order books will open in late July, and as in previous years production will be limited.

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2016 Ford Focus RS Coming With 345 Horsepower 

The Ford Motor Company [NYSE:F] has made big promises to blow your enthusiast face off as of late. The Blue Oval is certainly delivering too, with the arrival of a new GT supercar, a new Raptor performance pickup, and the Mustang Shelby GT350 and GT350R duo. There's one machine noticeably absent from that list, though, and that’s the new Focus RS. It is coming though, and Ford has finally revealed an important piece of missing information: the power.

We can finally confirm that the new Focus RS hot hatch’s turbocharged 2.3-liter four-cylinder EcoBoost engine will deliver a maximum output of 345 horsepower and 324 pound-feet of torque, with the latter rising to 347 lb-ft for up to 15 seconds thanks to overboost during hard acceleration. The rev limit has been set at 6,800 rpm.

The same engine is found in the Mustang EcoBoost, where it delivers 310 hp. For the Focus RS, the engine features a new low-inertia twin-scroll turbocharger with a larger compressor that delivers significantly greater air flow, along with a much bigger intercooler to maximize charge density. Engine breathing is also enhanced through a less restrictive intake design, and a large-bore high performance active exhaust system.

Furthermore, the cylinder head is produced from an upgraded alloy material capable of withstanding higher temperatures, while the cylinder block employs stronger high-tensile cast iron liners. Engine cooling also has been given the highest priority, with engineers creating additional space within the front of the vehicle to house a significantly larger radiator pack.

The 345-hp output makes the new Focus RS one of the most potent vehicles in its class, though Mercedes-AMG’s A45 and the Audi RS 3 are hotter still, delivering 355 and 362 hp respectively. Nevertheless, the car will be hard to beat on the track thanks to its sophisticated chassis technology, which includes the new Ford Performance all-wheel-drive system and driver mode selector complete with a “Drift” mode that allows controlled oversteer drifts.

Featured above is a video showing a pre-production Focus RS being prepared for this week’s Goodwood Festival of Speed, where rally driver Ken Block will drive the car up the famous hill climb. This is how the RS will want to be driven, and this is how we plan to drive it when we get our ham-fisted mitts on it.

For more Goodwood Festival of Speed coverage, head to our dedicated hub.

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Tesla Walking Away From Battery Swapping 

Tesla Motors' [NSDQ:TSLA] next big advancement in reducing range anxiety was its battery-swapping solution. The technology was announced in 2013 but has only made it to one Supercharger station as of today.

During a recent shareholder meeting, the same one where it was announced the Model X SUV was coming soon, Elon Musk shared that Tesla was not seeing a high take rate on customers swapping batteries. Musk’s comments likely mean that battery swapping won’t be supported much going forward.

Musk stated that Tesla sent invitations to all California customers to try out the sole battery swap station and that only 4-5 percent of people responded. He also followed by stating that the Supercharger stations are highly successful and that since they are free most customers don't mind waiting for a charge. He pushed the fact that the Superchargers are free and as long as they are used sparingly will continue to be free.

The issue with his statements and the low take rate on the battery swaps is that all the customers that were invited had to schedule a time to have the swap completed. This may work for a service appointment but it's not something you would reasonably expect for someone on a road trip to schedule ahead of their trip. It's the equivalent of asking someone with an internal combustion engine to schedule an exact time for fuel stops.

Written by Bozi Tatarevic. 

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BMW M5 2015