Automotive

Genesis is for real. The newly formed luxury brand from Hyundai is making it loud and clear that the South Korean automaker has what it takes to compete with the likes of Audi, BMW, Lexus, and Mercedes-Benz. And to prove their point, for 2023 they have redesigned their flagship vehicle, the G90.

The previous G90 was nice but seemed to lack that special touch to make it stand out. Well, the new G90 resolves that, giving it the personality it has longed for. A bold clamshell hood and crest grille flanked by a pair of thin-line headlamps ensures the G90 stands out from nearly every angle. The old G90 was nice, this new one is striking.

Inside, the G90 is just as dazzling and impressive as before. You want luxury, you got it. Leather and near-leather surfaces abound — Nappa on the seats, microsuede for the headliner, leather-like for the dash, door panels and consoles – no cheap plastics found here. Going for a more streamlined look, the new dash design has fewer buttons, while dual 12-inch screens display the digital gauges and the infotainment system. The center console is now home to two rotary dials – one to selects gears, the other controls the touchscreen.

Then there is the back seat – with its spacious, limousine-like interior, passengers may not want to leave. Settling in is easy thanks to the power-operated doors that serve as your own built-in valet. Once inside, it’s time to set the mood – yes, from one of the four mood curators (Vitaility, Delight, Care, Comfort). Then, set the lighting and the fragrance diffuser to the desired settings. Next, by pressing a button on the door panel, the front passenger’s seat slides forward to make space for a footrest to use as you recline and relax. Once all cozy, turn on the massagers and turn up the volume using the 23-speaker Bang & Olufsen sound system and enjoy your lap of luxury. Leave the driving to the person in front.

As I like to drive, that job goes to me, and it’s not a bad one. The new Genesis G90 is powered by a new V6 engine that is available in two configurations. The standard twin-turbocharged V6 makes 375 horsepower, while an upgraded version adds an electric supercharger to the mix – making this engine have both twin-turbochargers and a supercharger. The supercharger adds power at lower speeds where the turbos are not as effective. The result is 409 horsepower and 405 pound-feet of torque. You may recall, the previous G90 could be had with a 5.0 V8 that made 11hp more (420 hp vs 409 hp), but the new engine makes more torque (405 lb-ft vs 383 lb-ft). On top of that, the new G90 is rated slight better by the EPA in terms of fuel economy, coming in at 17 mpg city and 24 mpg highway. Every G90 uses an eight-speed automatic transmission and is all-wheel drive.

The tester, a G90 3.5T E-Supercharger AWD, is quite the treat, with robust power delivery and a super smooth and quiet ride and drive. A lot of this is due to the chassis having a perfect 50/50 weight distribution for ideal balance, and an adaptive suspension and air springs that delivers a calm, serene ride quality. After all you don’t want to disturb those seating in the back seat.

Another thing that has been changed with the new G90 is its pricing. Now starting about 18% higher than the previous model, the G90 tops out right around the century mark, with the MSRP on the fully loaded test vehicle being $100,370. Starting price is $89,525. While that is a big lump of money, it still comes in well under its European competitors, those mainly being the BMW 7-Series (starting at $94,295) and the Mercedes-Benz S-Class (starting at $115,550).

As Genesis continues to gain their footing in the luxury market, the message they are sending is clear: step up its luxury game while undercutting its key rivals on price and features. That sums up the all-new 2023 Genesis G90 perfectly.

— Christopher A. Randazzo

By The Numbers:

2023 Genesis G90 3.5T E-Supercharger AWD

Base Price: $98,700.00
Price as Tested: $100,370.00
Layout: front-engine / all-wheel drive
Engine: 3.5 liter V6 twin turbocharged and supercharged
Transmission: 8-speed automatic
Horsepower: 409 hp
Torque: 405 ft-lbs
EPA Fuel Economy: 17 mpg city / 24 mpg highway

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Last year, the big news surrounding Toyota was the introduction of the all-new Tundra full-size pickup truck. This year, the buzz around the Japanese automaker is the all-new Sequoia, a vehicle that has hardly changed in the past 15 years and has been one of the oldest vehicle designs on the market. But that all changes this year. Let’s take a look at the all-new from the ground up Toyota Sequoia.

As it has been since day-one, the Sequoia is a full-size, three-row SUV that uses the same body-on-frame architecture and platform as the Tundra pickup. And unlike the previous design which was quite dated, this third-generation Sequoia’s design and features are thoroughly modernized.

Like the Tundra, the Sequoia looks tough. Named after some of the tallest trees in the world and built in Texas, the new Sequoia benefits from a new frame, a new rear suspension, new powertrains, and a more modern interior.

On the outside, the new Sequoia features a huge front grille that paves the way to a bulky, but sculptured body. There are lots of interesting angles and curves, and my particular favorite are the strong creases on the fenders. The new Sequoia is attractive and has a bold presence. When it comes to size, the new Sequoia rides on the same 122.0-inch wheelbase as the old model, but the new model is three inches longer overall.

Underneath, the new Sequoia gives up the independent rear suspension that the previous model had, and has gone back to a more traditional solid rear axle. This change means slightly less interior room, but does increase the Sequoia’s towing capacity from 7400 pounds to 9520 pounds.

Inside, the Sequoia’s new interior features three rows of seats as standard equipment. A second-row bench setup with eight-passenger capacity is standard, with optional second-row captain’s chairs reducing the number of seats to seven. With a wide range of trim levels available, the interior trimmings range from cloth to leather upholstery and varying levels of wood and chrome trim as you move up the price ladder.

The cabin looks durable and rugged with rock-hard plastics used quite a bit. While it doesn’t have an expensive or luxurious look to it, the inside of the Sequoia is very functional and purposeful. The base model (SR5) uses a standard 8-inch touchscreen while all other trim levels get a 14-inch horizontal touchscreen.

There is only one engine available in the new Sequoia, but it’s a stout one – a turbocharged 3.4-liter V6 hybrid that makes 437 horsepower and 538 lb-ft of torque and comes backed by a 10-speed automatic transmission. Rear-wheel drive is standard on all trims except the TRD Pro, which is four-wheel-drive only. All others offer four-wheel-drive as an option. The new Sequoia with four-wheel drive is rated at 19 mpg in the city and 22 mpg on the highway.

The Sequoia is available in 5 different trim levels. The base SR5 is nicely done with 18-inch alloy wheels, heated front seats, three-zone climate control, moonroof and digital instrumentation. Step up to the Limited and wheels become 20-inchers, interior goes from cloth to leather-like, and there is a heated steering wheel. The Platinum gets real leather, power adjustable steering wheel, heated and cooled second row seats, a panaramic sunroof and ambient lighting. For the serious off-roader, the TRD Pro fits the Sequoia with special 18-inch off-road wheels, and a ton of off-road goodies like electronic locking rear differentia, Fox front coilovers, front skid plate and a front stabilizer bar. For the luxury minded, there is the top-of-the-line Capstone model. It gets 22-inch wheels, premium leather upholstery with wood trim, a heads-up display and better sound insulation.

The tester arrived as a TRD-Pro with a Solar Octane (orange) exterior and black interior. It has an MSRP of $80,591.

As I noted when I first drove the new Tundra a few months back, with the turbocharged V6, a V8 isn’t missed one bit. The new powertrain has gobs of power. Plant your foot at any speed, and the transmission wastes no time kicking down a gear or two and propelling the Sequoia forward. And those that like the rumble of a V8 will be pleasantly surprised that the sounds emitted by the exhaust is so throaty you’d be hard-pressed to identify it as anything but a V8.

On the road, the Sequoia drives and rides just like it looks. It’s a big tough SUV and it rides like one – meaning you are going to feel bumps and road imperfections inside. This isn’t some car-based SUV and it doesn’t try to be one.

The all-new Sequoia has been a long time coming – but it has been worth the wait. The old Sequoia wasn’t much competition for other full-size SUVs like the Chevrolet Tahoe and Ford Expedition. That certainly changes with the new Sequoia. Whether the new Sequoia is better than those, it’s hard to say, but there is no doubt Toyota die-hards will find plenty to enjoy in the 2023 Toyota Sequoia.
– Christopher A. Randazzo

By The Numbers:

2023 Toyota Sequoia TRD Pro Hybrid

Base Price: $76,000.00
Price as Tested: $80,591.00
Layout: front-engine / four-wheel drive
Engine: 3.4 liter twin turbocharged V6 with electric motor Transmission: 10-speed automatic
Horsepower: 437 horsepower
Torque: 538 ft/lbs
EPA Fuel Economy: 19 city / 22 highway

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It isn’t often Lexus completely redesigns their flagship SUV, the LX. In fact, the last time it happened, some guy by the name of George W. Bush was living in the White House. That was back in 2007. Well finally, after 15 years, there is a brand-new Lexus LX upon us, this one called the LX600.

First, some background on the LX. It made its debut back in 1995 as the LX450 and was Lexus’ first entry in the SUV market. It was based heavily on the Toyota Land Cruiser with its inline six-cylinder engine and full-time four-wheel drive system. A V8 soon found its way into the engine bay, along with many luxurious amenities. Last year Toyota announced that the Land Cruiser would no longer be sold in the U.S. although an all-new Lexus version would arrive for 2022.

The 2022 Lexus LX600 continues to use an old-school body-on-frame construction – riding on the same platform as the new Toyota Tundra full-size pickup truck. Lexus says the frame is 20% stiffer than the one used in the previous LX yet the entire vehicle is nearly 400 pounds lighter. The wheelbase is the same as before, but the width of the vehicle is wider. And the new LX takes on a new name. No longer referred to as the LX570, this new LX is called the LX600.

There is no mistaking the appearance of the big LX. Up front, the love-it or hate-it spindle grille is larger than ever. And depending on the trim level, the grille is either black or chrome, and set in either mesh or horizontal bars. Across the back, large letters now spell out “LEXUS” – replacing the old logo.

Lexus offers the LX600 in five different trim levels. The base is the LX, which seats five via two-rows of seats. The Premium adds a third-row of seating along with an adaptive suspension, hands-free liftgate and a heads-up display. The F-Sport is the performance-oriented LX, with 22-inch wheels, aerodynamic body kit and a sport tuned suspension. The Luxury spices things up with soft-close doors, power-folding second-row seats, rear sunshades and refrigerator in the center console. The Ultra Luxury transforms the LX600 into a luxury suite on wheels. The middle seat in the second row is removed along with the entire third row (making it strictly a four-seater) and gets a height-adjustable suspension, power adjustable second-row seats with massagers in them and a rear-seat entertainment system.

Powering every LX600 is a turbocharged 3.4-liter V6 that makes 409 horsepower and 479 lb-ft of torque. Both those figures beat out the V8 that was in last year’s LX570 (383 hp and 403 lb-ft) and fuel-economy is up in the new LX, making it a win-win situation. A ten-speed automatic transmission and four-wheel drive is standard on every LX.

Having first experienced the LX600 a few months ago in an F-Sport model, Lexus happen to have an Ultra Luxury sitting around from last year and sent it my way, allowing me to experience the ultimate in luxury SUVing. If you thought you knew luxury, wait until you see this.

As mentioned before, the Ultra Luxury sacrifices three seats, leaving you with two seats in the front and two seats in the rear. But those two rears seats are the real Ultra Luxury experience. Sitting high up in what feels like enormous seats and perched on a throne, there is a center infotainment screen shared by both rear passengers, where they are able to control their own independent air conditioners, seat heating and cooling, and the entertainment courtesy of two large screens. Both seats have pillow-like headrests and can recline up to 48-degrees and feature seat massaging with multiple settings. If you haven’t figured it out yet, the rear seat is where it’s at in the LX600 Ultra Luxury.

Since Lexus didn’t send a driver with the LX600, I had to handle that task myself. But I was happy to do so since the LX600 is an improvement over the previous LX. Controlling functions is easier now since Lexus has incorporated not one but two touchscreen displays (replacing the old touchpad controller). A 12.3-inch upper screen is used for audio or navigation, while a 7-inch lower screen is used for secondary HVAC and off-road controls. Often used climate-control switches are physical buttons on the center console. The console itself is quite large with a phone charging pad located where the touchpad on previous models was once located.

Driving the new LX is easier than the previous model thanks to a new steering system that makes it feel less truck-like. The new system isn’t nearly as heavy and makes for parking and other maneuvers much easier. And the LX600 feels a lot less top-heavy than the previous model. Now it’s still a 6,000-pound SUV, so there is no denying that it is big and heavy – but it seems much more refined than previous generations. And let’s not forget that the off-road capabilities of the LX600 are undeniably impressive.

While the idea of losing another V8 to a turbocharged V6 still stings, one drive is all it takes to forget about those 2 missing cylinders. With 26 more hp and 76 more lb-ft of torque, the twin-turbo 3.4-liter V6 pulls hard – and is smooth doing it. Zero to 60 mph takes about 6 seconds and the with the new engine, the LX can achieve an EPA rating of 19 mpg (17 city / 22 highway).

With the Land Cruiser gone, those wanting the ultimate Toyota off-roader will now have to look at the Lexus LX600. And for those wanting the ultimate off-roader AND the ultimate luxury cruiser – the Ultra Luxury now awaits you. — Christopher A. Randazzo

By The Numbers:

2022 Lexus LX600 Ultra-Luxury

Base Price: $126,000.00
Price as Tested: $127,940.00
Layout: front-engine / full-time four-wheel drive
Engine: 3.5 liter twin-turbo V6
Transmission: 10 – speed automatic
Horsepower: 409 hp
Torque: 479 lb-ft
EPA Fuel Economy: 17 city / 22 highway mpg

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For the past couple of years now, one of the hottest vehicles on the market has been the Hyundai Palisade. Seems like Hyundai hit the ball out of the park with the Palisade, loading it up with plenty of high-tech features, making it luxurious, and pricing it fair. All this leads to the Palisade being one of the hardest vehicles to buy – as they don’t sit on dealer lots very long. Recently I was reminded of why the Palisade is so popular.

Just a refresher – the Palisade is a three-row, seven passenger (eight with the second-row bench seat) mid-size SUV that makes for an excellent family hauler. Like most Hyundai’s, the Palisade, which is the brand’s flagship SUV, is loaded with value, with a starting price of $36,545.

For 2023, the Palisade receives a few changes. One of those being a revised front-end styling that ties the Palisade more closely with the look of other Hyundai vehicles. The grille is larger and more imposing, similar to what Hyundai is doing with the Santa Fe and Tucson.

The Palisade also gets a new trim level – the XRT. More like a sport appearance package, this mid-level trim comes in above the SEL and below the Limited and gives the Palisade a darker grille and lower door trims, dark 20-inch wheels, a black roof rack and black faux leather seats inside.

Under the hood, the familiar 3.8-liter V-6 engine continues on in every Palisade. With 291 horsepower and 262 lb-ft of torque, it provides plenty of power to move the mid-size SUV. The 8-speed automatic transmission shifts smoothly and predictably and sends power to either the front wheels (FWD) or all wheels (AWD).

As I approached and enter the 2023 Palisade XRT that Hyundai had me in, I was reminded just how nice the Palisade is and why it is so popular. The cabin is clean, purposeful, and easy on the eyes. Driver and front passenger seats are form fitting and offer a wide range of adjustability. Passengers in the second-row captain’s chairs can manually slide fore and aft and recline, giving them a fair amount of head and legroom. Third row passengers can also recline.

When it comes to cargo space, the Palisade makes itself very useful. With all rows in use, there is 18.0 cubic feet of space behind the third-row, which includes hidden storage under the deck floor – perfect for loose items. Drop the third row, and that jumps to 45.8 cubic feet, which then increases to an impressive 86.4 cubic feet when both second and third rows are folded flat. Towing capacity is listed at 5,000 pounds.

My Palisade XRT carried a price tag of $43,960 – and is easily the best looking Palisade in the brand’s lineup. While good looking, it does come with some minor setbacks. First the XRT’s digital instrument panel is set up showing digital numbers only – no analog dials are shown. Not a show-stopper, but I do wish it was at least configurable to choose how the driver wants the see the display. And second, there are a lot of features that are not available on the XRT trim (yet are available on the lesser SEL trim level) like ventilated front row and heated second- and third-row seats. Seems like if there are some specific options you want, you may have to step down to the SEL or step up to the Limited or Calligraphy trim levels.

The Hyundai Palisade (as well as its twin the Kia Telluride) continues to be mid-size SUVs that should not be overlooked. In today’s automotive market, where vehicle prices are reaching astronomical highs, the Palisade remains one of the few vehicles around where you can honestly say you get a lot of bang for your buck.

— Christopher A. Randazzo
By The Numbers:

2023 Hyundai Palisade XRT AWD

Base Price: $42,390.00
Price as Tested: $43,960.00
Layout: front-engine / all-wheel drive
Engine: 3.8 liter V6
Transmission: 8 – speed automatic
Horsepower: 291 hp
Torque: 262 ft-lbs
EPA Fuel Economy: 19 mpg city / 24 mpg highway

[Visit me at www.carsbycar.blogspot.com or email me at auto_cran@hotmail.com]

It’s hard to believe that the Toyota 4Runner has been around for forty years now. Back in 1983, Toyota brought to market a revolutionary vehicle based on its rugged four-wheel drive pickup truck. By adding a fiberglass top covering the cargo area (which could be removed for open air driving) and four-wheel drive capability, the 4Runner was born. Now in its fifth generation since 2009, the 4Runner remains one of the best choices for those wanting a genuine SUV.

The 2023 Toyota 4Runner remains true to its roots in that it is a “real” SUV – one that is meant to be put to work, both on road and off. It is not a car-like SUV – you know the ones that look the part, but utilize a car platform underneath. No, the 4Runner is a truck, through-and-through and caters to the true outdoor enthusiast.

And the 4Runner looks as if it means business – decked out with mud guards and skid plates. A few years ago the 4Runner received a face-lift which included a more aggressive front grill and meaner snout which carries on today.

Toyota offers the 4Runner in a number of trim levels. From the base rear-wheel drive SR5, to four-wheel drive TRD models, to the luxury oriented Limited model, if you like the styling of the 4Runner, there is trim level for you.

And to celebrate the 4Runner’s 40th birthday Toyota is offering a retro-themed 40th Anniversary Special Edition. Basically it’s an SR5 Premium (an SR5 with simulated leather interior and heated front seats) but with a special grille, bronze-colored 17-inch wheels, tri-colored exterior stripes and special 40th Anniversary floor mats. It is available in either White, Midnight Black Metallic or Barcelona Red Metallic and all come equipped with four-wheel drive. Only 4,040 40th Anniversary 4Runners will be made.

Under the hood of the 4Runner, things have remained the same for many years now. A 4.0 liter V6 is the sole engine available and it cranks out 270 horsepower and 278 pound-feet of torque. The transmission continues to be a five-speed automatic.

As with all Toyotas, interior trim is top-notch. It’s not really fancy, but it certainly is built to last. Big knobs and controls used throughout the cabin make the 4Runner feel robust on the inside just like it is on the outside. Seating for five passengers is more than adequate. If you need room for two more, a third row seat is offered, but if you really need to move seven people around, you’re better off with a Highlander or better yet, the Sienna minivan.

On the streets, the 4Runner feels just as big as it looks – and it looks big. I’m experiencing a smooth albeit firm ride in my tester, the new 40th Anniversary Edition. It really feels like it wants to go off-road and tackle just about anything you throw at it, and with it’s sophisticated four-wheel drive abilities, it nearly can.

SUVs like the Toyota 4Runner are the last of a dying breed of vehicles. The days when the rough-and-tough body-on-frame trucks seem to be numbered, although we have seen a slight resurgence since Ford has released their new Bronco. But the 4Runner’s main competitor, the Nissan Pathfinder, is no longer a real off-road vehicle and the Xterra is long gone. Could this generation 4Runner be the end of true SUVs as we know it? I sure hope not. But there is no question that this 4Runner is a survivor – maybe even the last of its kind. Happy 40th birthday 4Runner!

– Christopher A. Randazzo

By The Numbers:

2023 Toyota 4Runner 4×4 40th Anniversary Special Edition

Base Price: $46,370.00
Price as Tested: $47,085.00
Layout: front-engine / four-wheel drive
Engine: 4.0 liter DOHC V6
Transmission: 5-speed automatic
Horsepower: 270 hp
Torque: 276 ft-lbs
EPA Fuel Economy: 16 city / 19 highway mpg

[Visit me at www.carsbycar.blogspot.com or email me at auto_cran@hotmail.com]

Sometimes reputation is everything. When it comes to vehicles like the Land Rover Defender, which came out in the 1980’s and has always been known for it’s ruggedness and versatility, making major changes can be tricky – as to not mess up it’s famous reputation. So in 2020 when Land Rover came out with the second generation Defender, it knew a lot was at stake. But after a few years, it looks like today’s Defender is succeeding in following in the original’s footsteps.

Land Rover’s biggest change to the Defender was switching from its original old body-on-frame setup to a more car-like unibody construction. It also replaces the old-school solid axles with a fully independent suspension, both to enhance the Defender’s on road drivability.

But don’t worry – the Defender hasn’t gone soft. Every Defender is equipped with four-wheel drive and locking differentials for navigating treacherous terrains. The Defender has 11.5 inches of ground clearance and can ford through 35 inches of water.

The styling of the Defender is what you would expect from Land Rover. A squared-off design with an upright appearance gives the Defender its trademark look as well as an aggressive stance. While it still looks boxy, bulging fender flares break up the flatness, providing some subtle curves in the overall design. For off-roaders, the short wheelbase and the small front and rear overhangs will be appreciated.

There is never mistaking the interior of a Land Rover, and the Defender is no exception. Much like its exterior, the interior appears to have started out as a box, and then gives way to a chiseled dashboard with a shelf that spans across the length of the cabin. Torx-head bolts scattered around the interior provide a technical look.

Today’s Defender is available in three different body styles. The Defender 90 is the shorter two-door model, the Defender 110 has four doors and two rows, while the Defender 130 has a longer wheelbase and accommodates three rows of seating. It was the a 2023 Defender 110 V8 that I recently had the opportunity to spend time with.

As the name of the tester implies, the Defender 110 has a V8 under the hood. With the aid of a supercharger, the eight-cylinder, which has a displacement of 5.0 liters and is referred to as the P525, makes 518 horsepower and 461 lb-ft of torque. It’s routed through an 8-speed automatic transmission. Four-cylinder and six cylinder engines are offered on less-equipped Defenders. All Defenders come with an eight-speed automatic transmission.

Other goodies that the Defender 110 V8 gets are seats trimmed in black leather with extra suede, a full Alcantara steering wheel (which feels amazing) and V8 written on the illuminated sillplates.

The P525 really ignites the Defender, turning it into somewhat of a square rocket. with plenty of low-end torque this off-roader can sprint to 60 mph in just a few ticks past 5 seconds. So if power and speed is what you are after in an SUV, the Defender can sure supply it.

But it’s the Defender’s off-road abilities that give it the reputation of being one of the best off-road vehicles money can buy. It has an adjustable air suspension, adaptive dampers and Configurable Terrain Response – a system that allows you to tailor the vehicle’s behavior to various surfaces, like mud, sand, rocks and more. Combine that along with it’s generous ground clearance, short overhangs and powerful drivetrain, and it becomes clear why the Defender is considered a British mountain goat.

The Defender is certainly in a class of its own. Some may consider the Jeep Wrangler a cheaper alternative, but the Defender has it beat when it comes to on-road refinement and available luxury appointments. In fact, there are not many SUVs that are as capable as the Defender, and those that are – typically have a Land Rover badge on them.

— Christopher A. Randazzo

By The Numbers:

2023 Land Rover Defender 110 V8

Base Price: $107,700.00
Price as Tested: $111,020.00
Layout: front-engine / all-wheel drive
Engine: supercharged 5.0 V8
Transmission: eight-speed automatic
Horsepower: 518 hp
Torque: 461 lb-ft
EPA Fuel Economy: 14 mpg city / 19 mpg highway

[Visit me at www.carsbycar.blogspot.com or email me at auto_cran@hotmail.com]

Denali, GMC’s sub-brand, is known for its high level of luxury. In the Yukon, the Yukon Denali is quite impressive. But what if you want to elevate the Yukon to an even higher level? That’s where the Denali Ultimate comes in.

For 2023, GMC introduces the Ultimate package – a trim level that is available on top of the Denali that includes a unique upholstery and interior trim that further sets it apart for its Tahoe cousin, but at the same time pushes it closer to its other cousin, the Cadillac Escalade.

If any vehicle can make a great big first impression, it’s the Yukon Denali. And in Ultimate form, it gets even better. Dark chrome replaces the bright chrome, and the red GMC badges are now done in a monochromatic appearance. Up front, there is that huge grille flanked by multi-element headlamps at each side, all leading up to the tall and broad hood. Along the sides are fender vents with a spoiler and dual exhaust completing the rear.

Step inside the Yukon Denali and the Ultimate package becomes even more evident. The tester’s interior was done in Alpine Umber, and featured full-grain leather seats, arm rests, and center console, capped by elaborate exclusive contrast stitching. The interior trim is a mixture of brushed aluminum and elegant open-pore Paldao woodgrain – which translates into less plastic than ever before. A nice touch is a topographical map of Mount Denali that is laser-etched into the glovebox of the woodgrain dash trim.

Denali Yukons enjoy a unique dashboard not shared with the other models. The most obvious difference is the placement of the 10.2-inch infotainment touchscreen – embedded in the dash on the Denali rather than perched atop as it is in the SLE, SLT and the off-road-oriented AT4 Yukons. Along with that main screen there is an 8-inch one in the instrument cluster, one in the rear-view mirror(making it a rear-view camera), two 12.6-inch headrest screens for the second-row passenger as part of the optional rear-seat entertainment setup, and my favorite, a huge 15.0-inch Heads-Up-Display (HUD) that can be set to display a ton of useful information including the vehicle speed, actual speed and lane keep assist.

To be sure that all occupants are always connected, the Yukon is equipped with 7 USB ports, 2 HDMI ports, Bluetooth, WI-Fi, a wireless charging pad and 2 120-volt plugs. Road trip, anyone?

Powering this ultimate Yukon is the familiar 6.2-liter V8 making 420 hp and 460 lb-ft of torque. Lesser Yukons continue with the familiar 5.3-liter V8 engine which cranks out 355 hp and 383 lb-ft of torque. A 3.0-liter diesel inline-six rated at 270 hp and 460 lb-ft of torque is also available on Yukons, including the Denali. All Yukons use a 10-speed automatic transmission.

The Denali Ultimate, which, like all Denalis, are all-wheel drive, include other hardware goodies like Magnetic Ride Control, Air Ride Adaptive Suspension, Active Response 4WD system with electronic limited-slip differential, and an Auto Track two-speed transfer case. Super Cruise, GM’s driver assistance system, is optional on the Denali Ultimate.

On the road, the Yukon Denali Ultimate feels solid, safe, and smooth. The new independent rear suspension system that GM is using in their full-size SUVs along with GMCs magnetic ride control and adaptive suspension means you get a big SUV with an amazingly smooth and quiet ride. Although it is quite a large SUV, it is much nimble than one would think.

Big, hefty SUVs carry big, heavy price tags, and the GMC Yukon Denali Ultimate is no different. Base price of the Denali Ultimate is $93,255. The tester was fitted with Super Cruise and special exterior paint, bringing the total price to $97,745 – a lot of money for a GM SUV that doesn’t have a Cadillac emblem on it. Still, with the popularity of luxury SUVs and the fact that they can do it all (carry three rows of passengers, haul tons of gear and tow a boat or trailer) – there is little doubt that GMC will have any difficulty selling every Yukon Denali Ultimate it makes.
– Christopher A. Randazzo

By The Numbers:

2023 GMC Yukon 4wd Denali Ultimate

Base Price: $93,255.00
Price as Tested: $97,745.00
Layout: front-engine / four-wheel drive
Engine: 6.2 liter V8
Transmission: 10-speed automatic
Horsepower: 420 hp
Torque: 460 lb/ft
EPA Fuel Economy: 14 city / 18 highway mpg

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As we saw last week looking at the Jeep Grand Wagoneer L, bigger is better. But while being bigger may be better, being big and fast may be best – and that is exactly what Cadillac is trying to prove with their 2023 Escalade-V.

Today’s Escalade is quite big. Larger than its predecessor, this fifth generation Escalade boasts more passenger room in its second and third row seats than ever before. Its exterior design continues at what the Escalade has done so well at – provide a brash, in-your-face excess statement. There is no subtlety here, just a huge grille with plenty of sheet metal behind it. Like Escalades before it, the current one is clean, simple, enormous and easily recognizable for what it is.

As a V, the Escalade gets slightly different bumpers, special wheels, unique badges, and red-painted brake calipers. Still, the overall look is hardly different from other Escalade models, making the Escalade-V somewhat of a sleeper.

Under the hood, though, things are somewhat different. The Escalades huge 6.2-liter V-8 engine remains, but for the V it receives a Roots-type supercharger that brings up horsepower from an already impressive 420 hp and 460 lb-ft of torque to a monstrous 682 hp and 653 lb-ft of torque. All-wheel drive is standard on the Escalade-V and it continues to use a 10-speed automatic transmission.

Inside the V, the Escalade has all the luxury features found in the Premium Luxury Platinum trim level which includes massaging front seats, a leather wrapped instrument panel and soft-closing doors. The only addition that the V provides are special V emblems and a V specific driving button. With this current generation, the Escalade now has one of the best interiors in the business as well as some of the latest gadgets around. Supple leather, lacquered wood and aluminum brightwork cover every surface. The dash now uses the latest in screen technology: OLED (Organic Light Emitting Diode) which provides for a sharper and more colorful image over the popular LCD screens. Super Cruise, Cadillac’s hands-free driving system and Night Vision, a system that uses an infrared system to help drivers see beyond their headlamps and detect pedestrians and animals are both available on the Escalade-V.

Obviously, what stands the Escalade-V apart from other Escalades is its performance, and it doesn’t disappoint. Hitting the V mode button puts the Escalade in its most powerful mode by engaging its launch-control feature, which holds the engine’s revs at around 1500 rpm when the driver has both the gas and brake pedals mashed to the floor. Release the brake and the Escalade V rockets to 60 mph in just 4.3 seconds, which is absurdly quick for a vehicle of this size.

Having reviewed a few very quick electric vehicles (EVs) recently, the quickness of the Escalade feels very familiar. But there is one big difference. As an EV accelerates quickly in near silence, the Escalade-V does it in an uproar. The initial whine of the Escalade-V’s supercharger is quickly overtaken by the loud exhaust note of the massive American V8 motor and provides us with the thrill and excitement that only an internal combustion engine can make. EVs may be the future but there is no denying that good ole fashion gas engines are way more fun.

Of course, anything associated with a lot of power, usually means there is a lot of money involved, and the Escalade-V is no exception. While the base Escalade starts at $81,090, the Escalade-V is much pricer, carrying a price tag of $148,195. The tester has an MSRP of $150,565.

The V-Series was first introduced as a high-performance division of Cadillac in 2003 when the luxury automaker revealed the CTS-V. Now 20 years later, Cadillac unleashes its first V-Series for the Escalade. Yes – amazing all this time there has never been an Escalade-V until now. Well, that’s all changed – as the 2023 Escalade-V is here and is on a mission full of power and prestige.

— Christopher A. Randazzo
By The Numbers:

2023 Cadillac Escalade 4WD V-Series

Base Price: $148,195.00
Price as Tested: $150,565.00
Layout: front-engine / all-wheel drive
Engine: 6.2-liter Supercharged V8
Transmission: 10 – speed automatic
Horsepower: 682 hp
Torque: 653 ft-lbs
EPA Fuel Economy: 11 city / 16 highway mpg

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For full-size SUVs, bigger is better – again. Just look at today’s large SUVs like Chevrolet’s Tahoe and Suburban or Ford’s Expedition and Expedition Max. While getting slightly smaller in the early 2000’s, that was short lived and they have been on a growth spurt ever since, with every generation being slightly larger than the previous one.

This year, Jeep entered the full-size SUV market with the Jeep Grand Wagoneer. Now, for 2023, they are taking it a step further and are making an even larger version of the Grand Wagoneer. And they are aiming high – looking past the Suburban and Expedition and instead having their sights on the luxury variants, the Cadillac Escalade ESV and Lincoln Navigator L.

The Grand Wagoneer carries its heritage from the Jeep Wagoneer which made its debut in 1963 and most people remember it for its popular side wood paneling. The Wagoneer was dropped in 1993 but returned last year with the new Grand Wagoneer name.

The 2023 Jeep Grand Wagoneer L is an extended version of the Grand Wagoneer and rides on a wheelbase that is 7 inches longer than the regular version and overall is 12 inches longer, giving it a total length of 226.7 inches. As a comparison, the Cadillac Escalade ESV is 227 inches long while the Lincoln Navigator L is 221.9 inches long. Oddly, enough, Ford’s short-lived Excursion (2000-2005) which was deemed “too big” was 226.7 inches in length – the exact same length as the Grand Wagoneer L.

Based on the Ram 1500, both Grand Wagoneers are built on a solid, proven foundation, although the Grand Wagoneers employ an independent rear suspension rather than the Ram’s solid rear axle. It’s a truck-based three-row SUV, and in L form, offers generous amounts of legroom in both the second-row legroom and third-row seats. Behind that third-row is a massive 44.2 cubic feet of cargo space. With the second- and third-row seats folded, the cargo space expands to a substantial 130.9 cubic feet. Yes – the Grand Wagoneer L is huge.

Unlike the Grand Wagoneer, which comes standard with a 6.4-liter V8 engine (471 horsepower, 455 lb-ft of torque), the Grand Wagoneer L uses a new high-output 3.0-liter twin-turbo inline-6 engine. Called the Hurricane, this engine makes 510 horsepower and 500 lb-ft of torque and sends the power to all wheels via an 8-speed automatic transmission. Maximum towing capacity is 9,450 pounds.

Standard on every Grand Wagoneer L is Jeeps Quadra-Trac II 4-wheel-drive (4WD) system that comes with a 2-speed transfer case with a setting for extreme off-roading. Optional is the Quadra-Drive II system with an electronic rear limited-slip differential. It also detects wheel slip and automatically transfers engine power to the wheels with grip.

With the intent of the big Jeep to compete against Cadillac and Lincoln, the Grand Wagoneer L is quite luxurious. And expensive. The Series I starts at $91,495 and comes with 7-passenger seating with the standard second-row captain’s chairs (8-passenger seating is available), a 12-inch color gauge cluster and a driver information display, 20-way power-adjustable front seats (that have built in massagers) and a 3-panel sunroof. It rides on 20-inch wheels and has Quadra-Lift – a height-adjustable air suspension that adjusts to any of five settings and offers ground clearance ranging from 6.4 to 10 inches.

Expanding on that is the Series II that gets an upgraded Palermo leather seating, passenger-seat memory, a digital rearview camera mirror and traffic-sign recognition. It rides on 22-inch alloy wheels and starts at $98,080.

The Obsidian enhances the look of the L with a blacked-out exterior and interior accents as well as the addition of a 23-speaker McIntosh audio system, a front console cooler, a front-passenger interactive display, and ventilated rear seats. It starts at $103,585.

Rounding out the Grand Wagoneer L is the Series III. For your $110,995, you get night vision which uses thermographic technology and Active Driving Assist – Jeep’s semi-autonomous driver-assistance system.

Not only was this the first time I have been in a Grand Wagoneer, but this is also the first time for me to experience the new Hurricane engine from Stellantis (formerly Fiat Chrysler Automobiles). Sitting high, the cabin feels huge – with the center console dominating the front part of the cabin. Buttons and switches are everywhere, and it takes a moment to take it all in. The driving position is great, and with all the windows, outward visibility is excellent. There isn’t a bad seat in the house – including the third row. If a comfortable third row is a must, the Grand Wagoneer L is the one.

On the road, the well-insulated cabin blocks against all types of noise, and the ride is very smooth and comfortable – that long wheelbase paying dividends. The L’s steering is light and overboosted, with essentially no feeling of connection to the road. This isn’t a Wrangler. And its size really makes itself known as it feels more like you’re navigating a cargo ship than driving an SUV. Lane changes and parking takes some careful planning – agile it is not.

Beating the old Hemi V-8 in both acceleration and fuel economy, the new turbocharged inline-6 is impressive. Tests show it can move this huge SUV to 60 mph from a standstill in under 5 seconds. In fact, the Grand Wagoneer L is both quicker and more efficient than the shorter, lighter regular Grand Wagoneer with the 6.4-liter Hemi V8.

But being more efficient doesn’t mean the Grand Wagoneer is stingy with fuel. It isn’t, as the EPA rates it at 14 mpg city and 19 mph highway.

Jeep is a brand that thrives on its rugged imagery and serious off-road capability, much of that due to the popular Wrangler. But with the Grand Wagoneer L, Jeeps looks to conquer a new frontier – that of the full-size, high-priced, luxury SUV market.

— Christopher A. Randazzo

By The Numbers:

2023 Jeep Grand Wagoneer L Obsidian 4×4

Base Price: $98,090.00
Price as Tested: $109,225.00
Layout: front-engine / four-wheel drive
Engine: Hurricane 3.0 liter inline-6 twin turbo
Transmission: 8 – speed automatic
Horsepower: 510 hp
Torque: 50 ft/lb
EPA Fuel Economy: 14 city / 19 highway mpg

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Given the enduring popularity of car-based SUVs, automakers seem to be filling every
gap in their lineup with an SUV. Case-in-point – Toyota and their team of SUVs. In their
lineup of vehicles is the famous and legendary Corolla sedan, which everyone knows is a
great car. So Toyota has decided to add a few inches to it, add a liftgate and call it the
Corolla Cross crossover SUV.

The 2022 Toyota Corolla Cross fills the little gap between the subcompact C-HR and the
RAV4. And it appears ready to take on other rivals in the mini-SUV market, such as the
Kia Seltos, Jeep Compass and Nissan Rogue Sport.

Looking nothing like a Corolla, the exterior of the Corolla Cross looks similar to a RAV4
or even like a baby Highlander and is about 3.6 inches longer and 7.7 inches taller than
the Corolla sedan. The interior borrows heavily from the Corolla sedan – and drivers
familiar with the sedan version will instantly know their way around the Corolla Cross’s
cabin.

Under the hood, the Toyota Corolla Cross uses the same 2.0-liter four- cylinder engine
found in other Corollas, It makes the same 169 hp and 151 lb-ft of torque, and it can
mated to either a front- or all-wheel-drive setup. Every Corolla Cross uses a CVT
automatic transmission. Rumor has it, a hybrid powertrain will join the lineup for the
2023 model.

Like other Corollas, the Corolla Cross can be had in 3 different trim levels. The base L
comes nicely equipped with LED headlights, keyless entry, a 7-inch touchscreen and
Apple CarPlay and Android Auto. The only downside is that it has 17-inch steel wheels.
The LE solves that with alloy wheels, push-button start, automatic climate control, a
slightly larger touchscreen, wireless charging pad and a blind spot monitor. The XLE is
the top-of-the-line trim level and it is how the tester was. It gets larger 18-inch alloy
wheels, foglights, simulated leather seating, dual-zone climate control, heated front seats
and a power driver’s seat. Other options include a sunroof, JBL audio system and a
power liftgate.

Inside the Corolla Cross is a fresh, clean, straightforward cabin. The one main difference
from other Corollas is that in the Cross you sit higher up. The seats are comfortable and
there seems to be no shortage of room up front. The back seat, which is a 60/40-split
folding seat is a little tighter, but it’s not unexpected for a vehicle in this class.

On the road, with the exception of its height, the Corolla Cross feels much like your
typical everyday Corolla – which is nothing to get excited about. The sounds from the
engine can get a little buzzy and it sounds like the Cross is struggling when you go heavy
on the gas pedal. Acceleration is lazy – with 0-60 mph times in the 9-second range. The
ride is solid and comfortable, though – and as long as you’re not an enthusiast, Corolla
Cross drivers will be satisfied.

Pricing for the Corolla Cross starts at $23,660 for the L while the mid-level LE comes in
at $26,010. The XLE is $27,790 with the tester carrying an MSRP of $32,693.

The Corolla Cross doesn’t do anything new, interesting or special in when it comes to
subcompact SUVs, but it does present an attractive choice for buyers who like the idea of
the Corolla’s value and reliability but want the utility of a small SUV.

— Christopher A. Randazzo
By The Numbers:

2022 Toyota Corolla Cross XLE AWD

Base Price: $27,625.00
Price as Tested: $32,693.00
Layout: front-engine / all-wheel drive
Engine: 2.0 liter DOHC 4-cylinder
Transmission: CVT automatic
Horsepower: 169 horsepower
Torque: 151 ft/lbs
EPA Fuel Economy: 29 city / 32 highway mpg

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It’s back – but totally different.

Gearheads may remember the Ford F-150 Lightning as being a performance-oriented truck – one not necessarily meant to haul cargo, but to haul something else. First out in 1993, the Lightning was a product from Ford’s in-house performance team known as SVT (Special Vehicle Team) and it made a bold statement. The first-generation Lighting was powered by a 351 cubic inch V8 making 240 horsepower. But things didn’t really get excising until the second-generation Lightning made the scene in 1999. Based on the then all-new and quite radical 1997 F-150, the 1999 Lighting featured a 5.4L Triton V8 with an Eaton supercharger and produced 360 horsepower and 440 ft·lb of torque. A few years later, it would receive a bump in power to 380 hp – making it capable of achieving 0-60 times in the mid 5 second range. The SVT Lightning would eventually die off in 2004, after seeing 28,124 being built (not including the 11,563 first generation models).

For 2022, the Lightning is back, this time, though as an all-electric truck. The basis of the Lightning is an F-150 SuperCrew with a 5.5-foot bed. But rather than a powerful V8 under the hood like in the Lightnings of the past, this new Lightning is powered by two electric motors and comes with all-wheel drive. And the spec sheet is far more impressive than any other Lightning: up to 580 horsepower and 775 lb-feet of torque. These are numbers that SVT, which is now long gone, could have only dreamed of.

Driving range, a new and very important figure when it comes to EVs, for the Lightning is a decent 230 miles with the base battery and 320 miles with the larger, optional battery.

The F-150 Lightning is available in four different trim levels. The Pro is the base model, meant for work use, and includes 18-inch wheels, vinyl seats and floors, a 12-inch infotainment screen and an electronic-locking rear axle. Step up to the XLT and the Lightning gets cloth seats and floors, power driver’s seat and a 360-degree camera. The Lariat adds in a leather interior, larger, 15.5-inch infotainment screen, power folding side view mirrors as well as power-sliding rear window, and LED cargo bed lighting. Getting it all is the Platinum, with its 22-inch wheels, upgraded leather interior and trim, massaging front seats and an 18-speaker Bang & Olufsen sound system.

The Pro, XLT and Lariat all come with a 98-kWh battery pack that enables the truck to produce 452 horsepower and 775 lb-ft of torque and have an EPA-estimated 230 miles of range. The Platinum, however, comes with a larger 131-kWh extended-range battery pack and bumps power up to 580 hp (with the same amount of torque) as well as increasing the range to 320 miles. This larger extended-range battery pack is optional on the XLT and Lariat trim levels.

With the exception of some badges and unique wheels, the exterior of the Lighting is identical to that of any other 2022 F-150. But under the Lightnings skin reveals one main difference. Up front, where a normal F-150 would have its gas engine, the Lightning has a frunk (front trunk). Capable of storing up to 14 cubic feet of luggage, it also has a drain so it can be used as a giant ice chest.

Inside the Lighting is an interior much like other F-150s and features a very comfortable cabin and intuitive layout. The tester was decked out in the Platinum trim level, so it had the goodies including the huge touchscreen that dominates the dashboard.

Ford offers the Lightning with many of the cool features offered on regular gas-powered F-150s like the Pro Power Onboard feature that consists of household-style electrical plugs that you can use to power tools and other electronic devices, Blue Cruise, Ford’s hands-free driver assist system and the interior work surface that allows the center console become a flat surface to work on.

Driving the Lightning is like no other F-150 yet is similar to other EVs – power from the electric motors is instant and the massive about of torque will slam you into the seat. And it does it with no fuss, commotion or other noise – it’s just quick and quiet. With the extended-range battery pack, the Lightning can hit 60 mph in just 4 seconds.

With a range between 230 and 320 miles (depending on the battery), the Lighting is ideal for daily duty. But towing a trailer, which the Lightning has a maximum towing capacity of 10,000 pounds, can easily deplete the battery and will require frequent stops to charge. This is a known issue for EV trucks as the GMC Hummer EV SUT and the Rivian R1T, the Lightnings main rivals, also experience the thing, proving that there is still work to be done when it comes to EV trucks.

For now, though we have the Lightning, and it’s quite good. As Ford celebrates the F-150 being the best-selling vehicle in the U.S. for the past 45 years, it hasn’t turned its back to the changing market that we are in. Proof of that is the Lightning. Now, thanks to the Ford F-150 Lightning, if you tow infrequently or only for short distances, your workhorse truck can be an EV.
— Christopher A. Randazzo
By The Numbers:

2022 Ford F-150 Lightning

Base Price: $90,874.00
Price as Tested: $94,304.00
Engine & Layout: Dual electric motor and all-wheel drive
Transmission: single speed
Horsepower: 580 hp
Torque: 775 lb-ft
EPA Fuel Economy: N/A

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In the past, choosing a three-row Cadillac SUV was simple. There was the Cadillac Escalade and if you wanted to go even larger, there was the Escalade ESV. But recently Cadillac added another three-row SUV to its lineup – the XT6 – and its opening new doors for the American luxury automaker.

Out since 2020, the Cadillac XT6 is a car-based three-row luxury SUV slotted right below the Escalade and above the smaller XT5. Its exterior design is pure Cadillac – with its wide grille and slim LED headlights to its boxy profile, the XT6 is well-proportioned and very handsome. There should be little doubt to those that see the XT6 that it is indeed a Cadillac.

Enter the cabin of the XT6 and you’re greeted to an impressive setting. Up front, drivers and passengers are treated to a revised version of Cadillac’s CUE infotainment touchscreen system which includes a secondary dial controller on the center console for those who prefer not to reach out to the screen. Next to dial controller is a volume knob, which is a nice addition. Both are positioned next to an electronic shifter all of which appears very tidy and works very well.

Moving on to the second row, a three-person bench seat is standard, but I’m sure most buyers will shell out the extra $800 for a pair of captain’s chairs. The third-row is for two, and it’s actually quite spacious. At 5-foot 9-inches, I’m able to sit back there without having to see a chiropractor afterwards. Third-row passengers get their own cupholders, climate control vents and USB ports.

Cadillac offers the XT6 in three trim levels – Luxury, Premium Luxury and Sport. Luxury, which is considered the entry-level model, is hardly that. Offered with front-wheel drive or all-wheel drive, it’s loaded. Features like a huge sunroof, a power liftgate, heated front seats, 18-inch wheels and a tri-zone automatic climate control system are all included. The Premium Luxury adds to the Luxury 20-inch wheels, a hands-free liftgate, heated steering wheel, power folding mirrors and rain-sensing wipers. The Sport gets standard all-wheel drive, quicker steering and an active suspension along with black exterior accents.

The Luxury trim level also gets its own engine – a turbocharged 2.0-liter four-cylinder rated at 237 horsepower and 258 lb-ft of torque). Both the Premium Luxury and Sport models continue to use Cadillac’s 3.6-liter V6 engine that makes 310 horsepower and 271 lb-ft of torque. All XT6s use a nine-speed automatic transmission.

The tester, a Sport delivered a comfortable, yet firm ride that shouldn’t upset anyone. Its suspension handily soaks up road imperfections and practically glides over bumps but at the same time has nice stable handling characteristics that give the driver confidence in controlling the vehicle. The V6 powerplant provides plenty of power, and when put into Sport mode, delivers a nice exhaust note at full throttle. The gas pedal is a little jumpy and takes some getting used to, making your passengers question your intentions.

Super Cruise, Cadillac’s first true hands-free driving feature is now available on the XT6. When Super Cruise is engaged, it can take over steering, acceleration and braking duties on supported highways and interstates under the driver’s supervision. While not a fully autonomous system, it does allow the driver to remove their hands from the steering wheel during extended periods of highway driving – perfect for playing air guitar or air drums.

Night Vision, another high-tech feature uses infrared to detect pedestrians or large animals beyond the reach of the headlights.

As you can see, the XT6 is available with a lot of high-end technology, some of which its main competitors, the Acura MDX and Lincoln Aviator, don’t even offer. But the XT6’s best selling point may be its mid-size dimensions that make it far more maneuverable than an Escalade — and more satisfying to drive too. The XT6 is the ideal vehicle for the Cadillac buyer that wants a three-row luxury SUV, but just feels like the Escalade is simply too big. Pricing for the XT6 starts at $50,000.
— Christopher A. Randazzo
By The Numbers:

2023 Cadillac XT6 Sport AWD

Base Price: $60,095.00
Price as Tested: $75,090.00
Layout: front-engine / all-wheel drive
Engine: 3.6-liter Direct Injection V6
Transmission: 9 – speed automatic
Horsepower: 310 hp
Torque: 271 ft-lbs
EPA Fuel Economy: 18 city / 25 highway mpg

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As we see luxury car makers like Audi, BMW, Lucid Air, Porsche and Tesla compete in the high-end electric vehicle market, Mercedes-Benz has been noticeably absent. That is, up until now. Not only are they making a grand entrance into the world of EVs, but they are doing so with a vehicle that could easily be labeled as the most technologically advanced luxury sedan ever.

Mercedes enters the U.S. EV market with the EQS, and in doing so it launches its new all-electric EQ sub-brand. Prefixed with the ‘EQ’ moniker, within a few years they should have at least five EQ vehicles. This week we look at the EQS – the brands first EV.

The EQS is equivalent to the Mercedes-Benz S-Class sedan, which has set the luxury standard for decades. And like the S-Class, the EQS features all of Mercedes’ latest luxury features, technology, gadgets and driver aids.

Mercedes offers three versions of the EQS. There’s the 450+, which has a single electric motor and is rear-wheel drive. It makes 329 horsepower and 419 lb-ft of torque. Moving up to the 580 4Matic adds an additional motor along with all-wheel drive and makes a combined 516 hp and 631 lb-ft of torque. Topping the lineup is the AMG EQS, which still uses two motors but greatly increases the output from them and can make 649 hp and 700 lb-ft of torque (which can increase to an electrifying 751 hp and 752 lb-ft of torque when the AMG EQS is put into Race mode).

While power is important, the big concern with EVs is range, and in the case of the EQS, it’s excellent. The EPA estimates the 450+ to have 350 miles of range while the 580 4Matic can go 340 miles. The AMG EQS has an estimated range of 277 miles.

With impressive power and range numbers from a brand like Mercedes-Benz, you can expect the EQS to have high price tag, which it does. The EQS 450+ starts at $103,360, with the EQS 580 4Matic coming in at $120,160. The AMG EQS starts at $148,550. The tester, an AMG EQS, carries an MSRP of $156,680.

If the power and range of the EQS hasn’t impressed you yet, the interior sure will. Inside, Mercedes-Benz offers the latest and greatest gadgetry-including a giant Hyperscreen touchscreen, driver profiles based on fingerprint scans, headrest pillows, massage functions and neck-and-shoulder heating.

The driver and passenger are treated best with high-quality, ultra-soft leather front buckets, which contour perfectly to the body. The massive Hyperscreen is the focal point, which houses three individual displays under a single, continuous piece of glass that extends the width of the dash. The entire cabin is done with tons of wood and fancy aluminum all around, touched off with adjustable ambient lighting.

The backseat doesn’t quite have the space you would expect from a regular S-Class, but it’s still impressive. Rear legroom is fine, but headroom could be an issue if you’re over 6 feet tall. Behind the backseats, which folds flat in a 40/20/40-split configuration, there is a large cargo hatch (yes, I suppose you can refer the EQS as hatchback) that has 22 cubic feet of storage. Unlike most other EVs the EQS does not have a frunk (front trunk).

Driving the AMG EQS is an experience. The four-corner air suspension soaks up imperfections in the pavement like a sponge and the cabin is whisper quiet thanks to the lack of an internal combustion engine and the ultra-sleek, air-cheating bodywork (the EQS has a drag coefficient of just 0.20 making it one off the most aerodynamic cars on the road). But change the drive mode from the default Comfort setting to Sport or Sport+ and the EQS wakes up as if it has been by hit by a bolt of lightning. Power is not only endless, but what was once whisper-quiet now sounds like a jet plane racing down a runway by way of sounds being piped into the cabin. Ok – so the sounds may be fake, but the speed is not. The AMG EQS hustles to 60 mph in just 3 seconds flat.

In corners, the big and heavy AMG EQS is stable and planted, with good body control. Although AMG does tweak the suspension and makes the EQS handle well, I wouldn’t call it a sports sedan, but rather a sedan that can go very fast.

We all knew the day that Mercedes-Benz would enter the EV market would come – and it has, with proof being the EQS – a very impressive EV. A bigger question, I think, was the role AMG, the performance division of Mercedes-Benz, would play in the world of EVs. Let’s face it, AMG is known for their engines making gobs of power by way of either displacement, turbos or superchargers – all useless in the world of EVs. But with the AMG EQS, both Mercedes-Benz and AMG are showing that they are able to combine luxury and performance in an all-electric package.
– Christopher A. Randazzo

By The Numbers:

2022 Mercedes-Benz AMG EQS

Base Price: $147,500.00
Price as Tested: $156,680.00
Layout: dual-engine / all-wheel drive
Horsepower: 649 hp
Torque: 700 lb-ft
Fuel Economy: 76 MPGe city / 78 MPGe highway

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