2014 Range Rover Sport drive review

This is the latest Range Rover Sport, the second generation of Land Rover's best U.S. seller. It had its world debut at the New York auto show back in April. It was shown first in NYC because Land Rover says it sells more Range Rover Sports in the metro NY area than anywhere else in the world.

The car is new top to bottom and is, according to Land Rover, faster, more agile and more refined thanks in part to it being a whopping 800 pounds lighter. The shape is less boxy than the outgoing Sport with its flat sides and thin pillars, but the new vehicle is a bit lower, 2.5 inches longer (still 6 inches shorter than the new Range Rover -- the two trucks were developed together), and the overall shape is smoother. The front and rear overhangs are slightly shorter and the truck is 2 inches wider. There are more than a few Evoque styling cues to the new Sport and it moves from body on frame to an aluminum unibody, from where most of the weight saving comes.

There are two supercharged engines available: a 3.0-liter V6 with 340 hp and 332 lb-ft of torque and a 5.0-liter V8 producing 510 hp and 461 lb-ft. Both engines are paired with an 8-speed automatic transmission. The interior is redone and now offers an optional third row suitable for kids. Adults will fit back there too, but a short trip is recommended.

What's It Like To Drive?

We spent a day and a half in the UK, a couple hours northwest of London, driving both the V6 and V8 Sport. You climb up into the Sport's luxurious helm and into a cabin much like the Range Rover's, except the Sport seats have better side bolsters, and the rotary gear selector is tossed in favor of a more traditional stick similar to the one in the Jaguar F-Type (LR thinks that's more sporty).

The blown V6 model (LR figures 75 percent will go for the six) will hit 60 mph in 6.9 seconds and the V8 in five flat, so either way it's a fast SUV. The suspension (double wishbones in front, multilink in the rear with air springs at all four corners) has plenty of travel for offroading. We ran it over rocks and mud and through little lakes and it never missed a beat.

The V6's on-road body control is impressive too -- there's a lot less roll than before but the ride isn't harsh. If you thought the outgoing Sport was too heavy and lumbering, this car will impress you. The terrain response control now has an auto mode; it uses probability estimators and adjusts the suspension, engine, transmission and center differential to optimize the setup for conditions.

On twisty two lanes the body roll is reduced but not at the expense of ride quality – UK potholes were never really jarring. Detroit's? We'll have to wait and see.

The steering felt nicely weighted and accurate -- the car just sliced its way smoothly through corners, paved or otherwise. None of that surprised us. What did surprise were the gains in refinement: The cabin (now with 4.7 inches more rear seat room) was whisper quiet. The big buckets felt comfortable on and off road and the view out commanding. The steering felt much quicker and more responsive than before, with good weighting and enough feel for both on- and off-road maneuvers.

We liked the V6 more and more as the day wore on, and then on the second day we got in the blown V8 First things first: We dialed up the Dynamic mode, tuned for faster road driving -- it firms the suspension, adds some weight to the steering and sends additional torque to the rear wheels. Punch the accelerator and once the V8 gets above 3000 rpm, the 461 lb ft of torque made the car more of a rocket, and the Dynamic mode tightened up the body motions and steering more, and they weren't bad to begin with. It goes through corners like a much lighter car. The Dynamic mode's throttle response is quicker and the 8-speed auto is quicker to down- and upshift.

Words like “hot hatch” and “sports car” were used throughout the day – how often do you hear that of a 4700 pound SUV?

Do I Want One?

Absolutely. Whether you are a new or a returning customer you'll be impressed with the levels of refinement, increased quality level inside and much sportier overall performance in the new Range Rover Sport. Prices start at $63,500 and run up to $93,295, including destination; look for it on sale in late August.

2014 Land Rover Range Rover Sport V6

On Sale: August

Base Price: $63,500

Drivetrain: 3.0 liter supercharged V6, 340 hp, 332 lb-ft, awd, eight-speed automatic transmission

Curb Weight: 4,727 lbs

0-60 mph: 6.9 secs (mfr. claim)

Fuel Economy (EPA City/Hwy/Combined): TBD

2013 Buick Encore Premium review

Between China (for which I'm sure this trucklet was designed), retirees with a place up north, and some hoped-for young people coming into the Buick fold, I predict a bright Encore future. I think the thing will be a great seller for Buick. 'Course, I've been wrong before…

I don't think I am this time, though. For starters I think the design fits the vehicle's size. It looks good and well-proportioned to my eye.

Next, a small Chevrolet Sonic-based ute could be a great idea, especially as gas prices rise. Viewed in that light, as a semi luxurious small SUV, there is literally no competition, or none that I can think of anyway. And the higher those gas prices go, the more customers this baby SUV will potentially attract. If those people who are new to the fold are younger, all the better for Buick.

I was surprised how well the Encore drove. Maybe my expectations were low but this is a thoroughly likeable little truck and that is good news for Buick. It's not a rocket by any means, but it sips gas, feels solid and of high quality (especially for such a small package), and like other Buicks, is nice and quiet going about its business with double-laminated glass and more sound-deadening material. It's relaxing where other small cars and trucks can be a bit frenetic.

There is a ton of room inside in terms of front-seat room and cargo space. The back seat is a wee bit tight. Fit and finish is good and there are high-quality, soft-touch materials throughout.

I really didn't know what to expect when handed the Encore keys. After driving it I believe Buick found a space in the market where few if any competitors exist. Thus I think, as I said before, the Encore will be a hit.

ASSOCIATE EDITOR JAKE LINGEMAN: I took the 2013 Buick Encore home for the weekend and though I was initially disappointed -- we have a Porsche 911, Mitsubishi Lancer Evolution and Aston Martin Vanquish in the fleet -- the small SUV turned out to be a pleasant surprise.

I'm still not a fan of the look of the vehicle. It looks a bit too busy for the Buick name and a bit too futuristic. I dig the headlights but I don't like the blue-tinted bulbs, it definitely throws off a weird accent with the brown exterior. If the car was blue or white, it might look kind of cool. I also continue to abhor any sort of black body cladding, wherever it may be, I understand it protects the paint at its more perilous spots, but Porsche does the same protecting with a clear film. I'm sure this is cheaper.

That being said, the interior of the Encore is great, in both fashion and function. I enjoyed the baseball-mitt brown leather with dark brown accents. The seats were comfortable, I had no trouble adjusting them where I wanted, and it was easy to get in and out. I do wish more manufacturers had height adjustment for the front and back of the seat bottom. I like to be coddled.

The infotainment was mediocre in execution. It connected to my Apple iPhone quickly but some of the buttons are ambiguous, and I couldn't find the enter/go forward button on the center stack, just a jog dial and joystick.

The 1.4-liter turbo four is surprisingly potent in the Encore. It wasn't fast, by any means, but I never had a hard time getting up to or keeping expressway speed. There were a few downshifts though when passing on the highway. The six-speed automatic is a great piece.

The price is right for a small luxury SUV at around $30k. Give me a one-color option with no body cladding and I'd seriously consider it.

DIGITAL EDITOR ANDREW STOY: Buick has put together a delightful little commuter here, and I hope they do well with it. The Encore does more than I would have thought possible with its Chevrolet Sonic underpinnings, creating a “right-sized” runabout with decent room for a family of four and a little bit of luggage. Ironically, a similarly sized sedan would probably offer more cargo room than this crossover, but folks like their soft-roaders these days, so Buick is simply answering the market.

Folks also like their amenities, and our little Encore was full of 'em. Remote starter, heated seats and, yes, heated steering wheel…one of my new favorite features. The leather was good quality, and I found the aforementioned baseball-glove interior motif attractive, even if the surfaces weren't exactly Mercedes-Benz S-class to the touch.

Somehow Buick made the Encore feel light on its feet despite the fact that, at 3,300 lbs, it's not, and it's only got 1.4-liters to pull it around. Far from fast, the gearing maximizes the engine's low-end torque to keep things moving along at any speed. I suppose the takeaway for folks who fret about such things as displacement is that the Encore scoots along just fine.

Since I'm still licking my wounds from the last time I called something a chick car, I'll refer to the Encore as “styled with an eye toward female customers.” The combination of steep hood drop-off and an utter lack of overhangs maximize interior space but it neuters the design. It's not unattractive, mind you -- just a bit frumpy.

But if you're digging it, go drive one -- the Encore is a pretty strong statement in favor of Buick's affordable luxury credo.

2013 Buick Encore Premium

Base Price: $30,440

As-Tested Price: $32,230

Drivetrain: 1.4-liter turbocharged I4; AWD, six-speed automatic

Output: 138 hp @ 4,900 rpm, 148 lb-ft @ 1,850 rpm

Curb Weight: 3,309 lb

Fuel Economy (EPA City/Highway/Combined): 23/30/26 mpg

AW Observed Fuel Economy: 24.5 mpg

Options: Eighteen-inch chromed aluminum wheels ($995); audio system including navigation including AM/FM/SiriusXM stereo with 7-inch screen, USB port, input jack, Buick Intellilink ($795)

2013 Cadillac ATS 2.0L Turbo review

The following might seem blasphemous to a scale not seen since Copernicus brought us down a notch in the universe. But given a choice between the BMW 3-series -- of which I drove recently, in 335i M-Sport guise -- and the Cadillac ATS, which I drove in 2.0T, AWD, six-speed automatic trim, I'd swing my leg across the doorsill of the latter. It may be because secretly, deep down inside, I want a 1974 Fleetwood Sixty Special Talisman with Medici crushed velour upholstery and shag carpeting, neither of which are available in the ATS. But neither is the ATS 19.5 feet: it's shorter than the 3-series, which seems to have made all the difference.

To be entirely fair, the ATS has some glaring flaws. The 2.0-liter turbocharged engine revs happily and pulls hard, but it sounds awful -- as coarse as a Chinese lawnmower that's choking on crabgrass. As coarse as your uncle Vinny who got kicked out of your bar mitzvah. Startup is rough and clattery, like a set of wind-up cartoon dentures. It -- and the transmission -- annoyingly hang off revs in a manner more akin to a three-speed Chevy Sprint -- or, hell, a Cimarron, the only time you'll hear me mention that odious word in this diatribe. The transmission is a six-speed Hydra-Matic auto, and while it shifts quickly there's a noticeable gap between second and third. This is, coincidentally, where one will spend most of their shifting. At least the paddle shifters are honed from real, genuine earth ores. Heavy metal, baby.

The six-speed manual has a host of problems as well -- namely, a brittle shifter and a flimsy clutch that feels like it's leaking -- but Cadillac seemingly makes those row-your-own models available for the purposes of 1.) a tax write-off; 2.) homologation for a yet-unannounced Penske demolition derby series; or 3.) getting journalists to stop tweeting their complaints about a lack of a manual in a manner that will ban them from Chevrolet's or Porsche's press fleets.

It's impossible these days to mention a Cadillac without its onerous CUE system, which if anything is the company's attempt to emulate every facet of BMW's experience with iDrive -- complaints, kvetching, lost customers and all. Like the first iDrive in 2001, CUE is slow. Like the first iDrive on that 7-series, CUE is confusing. Like the first iDrive which was all but written off by enthusiasts and journalists alike, there's no escaping it as it marches onwards towards forced relevance, implanting itself onto everything from the newest XTS to the retrofitted SRX. And, perhaps most presciently, it all feels like so much technology slathered on with a big stick for technology's sake. The great irony herein is that after spending time in a Chevrolet Spark, the cheapest car in GM's fleet, Chevy's MyLink was beautiful, well designed, and most importantly, responsive. CUE is seemingly hobbled by the revelation that because the back screen buzzes at your finger in case you've lost all sensory input from anywhere north of your collarbone, it needs to be fiendishly complicated and worthy of an entire Sam Kinison routine of swears.

But if this is the future, then I'm of a forgiving sort. Don't write it off yet: CUE is a technology in its infancy, as yet overwhelmed by what it has to perform as a newborn child would be by the MCAT. And behind the swearing, a glimmer of promise: for one, it's cool how the navigation screen minimizes all menu options when driving along, using the entire screen's real estate to show the map. Wave your hand over it, and the menu buttons reappear -- just in time for you to stab at an option. What sorcery is this? The map can be pinched and rotated with two fingers, much like a certain product from a fruit-themed technology company. The graphics are sufficiently sharp to impress the plebes. (As an aside, imagine the techno-futuristic “Tron” world that we've created where we discuss a car's graphical capabilities. “Back to the Future II” never saw that coming.)

The major flaws out of the way, here are some more: the seats feel lumpy. No, the lumbar support isn't on. I never could fathom why the trick HUD turned itself off after the second day of driving, and then never turned back on again. And the wiper stalk on the right side is 3 millimeters closer to the paddles than on the left stalk. (Where else can you find such compelling investigation?)

Actually, that's about it.

Need I remind you that, as I declared at the beginning of this missive, I preferred the ATS over the 3-series. Why? It certainly wasn't for its rough start-up. Rather, after some punishing canyon drives, the brilliance of the ATS slowly manifested itself, worming its way deep into my brain -- yes, the part that rewards me for eating a salad and opening a door for an old lady and doing something nice for a stranger like letting him into traffic. This is a wonderful, beautiful car, inside and out, one that's eminently livable and loveable. The chassis is as tight as a Cirque du Soleil rope rigging, the steering communicative and dead-on accurate, the pedal placement nothing short of ideal, with a responsive throttle and easily modulated brakes. Put the suspension in Sport mode and watch it corner damn near flat. Even the AWD system gets in the fun, allowing some rear-wheel looseness, some deliberate slight imperfection.

The ATS simply feels more engaging, tauter, and more comfortable from a driver's standpoint that goes beyond how cushy the seats are. (As previously mentioned, they aren't.) Twenty years ago, this would have been insane. But my, how roles have reversed: the 3-series is the more disconnected and bulky-feeling, and the ATS is far more adept at allowing a driver to get in and immediately feel comfortable driving fast. Few cars offer that immediate gratification. The Germans usually don't.

The ATS is proof positive of the idea that something can be greater than the sum of its parts. It means even more for Cadillac. It took 10 years for the Standard of the World to reinvent itself with the first CTS, a car that marked as widespread a philosophical and commercial change as this current ATS. This car is as much of a brand re-inventor as the 2002 was for BMW. And if I have to be the David E. Davis of the ATS, then so be it. The ATS is wonderful -- Yahweh willing, it can only improve from here.

2013 Cadillac ATS 2.0L Turbo Premium

Base Price: $45,995

As-Tested Price: $51,705

Drivetrain: 2.0-liter turbocharged I4; AWD, six-speed automatic

Output: 272 hp @ 5,500 rpm, 260 lb-ft @ 1,700 rpm

Curb Weight: 3,543 lb

Fuel Economy (EPA City/Highway/Combined): 20/30/24 mpg

AW Observed Fuel Economy: 22.0 mpg

Options: Driver assist package including adaptive cruise control, side blind zone alert, rear cross traffic alert, automatic braking, automatic collision preparation ($3,220); Thunder gray ChromaFlair paint ($995); cold weather package including heated seats and steering wheel ($600)

2013 Honda Pilot Touring

When Honda rolled out the second-generation Pilot, they made it a point to make it look more like a truck. Hence its squared-off appearance that's reminiscent of the full-frame midsize SUVs of old. Personally, I have a soft spot for things like the Toyota 4Runner and previous Nissan Pathfinder, so I think Honda's decision to make the Pilot a little manlier was cool. It will be interesting to see what Honda does with the next Pilot, which I expect to land in the next year or so. Will they follow Nissan and soften it and make it more crossover-ish like the latest Pathfinder? Or will they stay boxy? I'm guessing the former as that will appeal to a wider range of people.

As for this particular 2013 Honda Pilot Touring test car there's a lot to like here still. It begins with the 3.5-liter engine that's among the smoothest V6s available and delivers adequate power. Power is consistent throughout the rev range and when you boot it there's a surprisingly pleasing exhaust note to it. Where the Pilot shows its age is with the five-speed automatic transmission, which seems outdated by today's standards. I have no complaints about its operation because it performs flawless upshifts and quick downshifts. No doubt an extra cog in the gearbox would help up fuel economy, but to be fair I averaged 23 mpg over the weekend on mixed driving which isn't shabby at all for a 4,600-pound vehicle with the aerodynamic properties that aren't all that great.

It handles reasonably well with light, but responsive steering, and it doesn't feel sloppy around corners. There's some roll tuned in and the ride quality is comfortable with a suspension that smoothes small to medium road hazards without a problem. Brakes are grabby and confidently get the Pilot slowed down, which is nice.

Interior comfort is fine overall with comfy front bucket seats that offer some side support and a backseat with good legroom. The center stack looks a bit dated with all the buttons, but all are clearly labeled and easy to work through. The center console is huge with plenty of storage available. Materials throughout are of fair quality with a lot of hard plastics that feature decent graining to them. I'm not a huge fan of the shifter sticking out of the dash. It's close to the right side of the steering wheel and I accidently bumped into it a couple of times when I reached over to adjust the climate.

The Pilot is still a decent offering in this class. I certainly would take it over the Pathfinder so I wouldn't have to deal with a CVT. But it's still time for Honda to update this thing.


ASSOCIATE EDITOR JAKE LINGEMAN: Yes, love boxy-body SUVs. I miss the days of the rolling brick. It is plain, though. But for a buyer looking to blend in, which many do, this is a solid, regular-sized SUV.

Some of these crossovers make me worry. In many of them, there is only a foot of length behind the second-row of seats. In the Pilot, there's plenty of room.

The 250-hp V6 works hard, but moves this 4,600-pounder relatively well. I wasn't lamenting the slowness. It also soaked up most of bumps on my pothole-infested drive home.

It seems a bit expensive at more than $40,000. There are cheaper options that have almost as much utility but more sport. But if that's not what you're into, the Pilot is worth a look. Bonus, it's a Honda, so it'll probably be reliable.


2013 Honda Pilot Touring


Base Price: $42,000

As-Tested Price: $42,000

Drivetrain: 3.5-liter V6; 4WD, five-speed automatic

Output: 250 hp @ 5,700 rpm, 253 lb-ft @ 4,800 rpm

Curb Weight: 4,608 lb

Fuel Economy (EPA City/Highway/Combined): 17/24/20 mpg

AW Observed Fuel Economy: 23.1 mpg

Options: None

2014 Mercedes-Benz S550 drive

The new Mercedes-Benz S-class is quite possibly the most advanced road car ever. The big four-door sedan is coming to North American showrooms in September. It is a rolling technology fortress, the goal being to place it at the top of the luxury car ranks, ahead of traditional rivals such as the Audi A8, BMW 7-series, Jaguar XJ and Lexus LS, not to mention newer pretenders like the Porsche Panamera.


Mercedes-Benz chairman Dieter Zetsche acknowledges this S-class has a vastly different mission from the one it replaces. It will be produced in no fewer than six different variants, including initial short- and long-wheelbase models and an extra-long-wheelbase model in the next year. This new variant, we're told, will offer a limousine-like experience to match the Bentley Mulsanne and Rolls-Royce Ghost, and is planned as the basis for a plush Pullman return, to replace the discontinued Maybach. There will also be a two-door coupe and a cabriolet.

The exterior styling has greater sculpture to the body, and evolves the appearance without straying too far from the outgoing model. A more prominent grille and larger, more angular headlights provide a stately appearance, and there's a prominent swage line meant to add greater intrigue to the flanks. There is little change in external dimensions over the old S-class in the long-wheelbase model underpinning North American sales, the new car being just 0.8 inch longer, 1.1 inches wider and 0.4 inch higher than before.

The S-class's aerodynamics are class leading. Official figures point to just a 0.24 coefficient of drag with the S550 driven here. Further refinements designed to provide the frugal European-market S300 BlueTec hybrid an even more efficient 0.23 include adjustable cooling-system louvers, extensive underbody paneling and detailed work to the wheel houses.

This is the first series-production road car to eschew conventional light bulbs for LEDs. The headlights use up to 56 LEDs, with the taillights receiving 35 LEDs. To minimize glare, the intensity of the rear lamps is reduced at night and while the car is stationary at traffic lights.

The S-class's hood, roof, doors and trunklid are now aluminum, and the internal structure uses a special bonding process combining aluminum with hot-formed, multi-gauge high-strength steel and some lightweight plastic components. The pillars are also filled with a foam material to make them significantly stiffer than before. Despite these measures, though, the S550 has actually gained 11 pounds, hitting the scales at a claimed 4,277 pounds. Offsetting the slight increase in weight is a dramatic increase in rigidity and, thus, a reduction in vibration and an even smoother ride.

Mercedes-Benz has decided to launch its new luxury sedan in the U.S. with just one engine: a carryover twin-turbocharged gasoline V8 producing 449 hp at 5,250 rpm, or 20 hp more than the old S550. Torque remains at 516 lb-ft at 1,800 rpm, and drive continues to be sent to the rear wheels through Mercedes' 7G-Tronic seven-speed automatic gearbox. A four-wheel-drive 4Matic option will be offered starting in November.

Other markets get a range of different engines. Among them is a 3.0-liter V6 diesel with 254 hp in the S350 BlueTec, a 2.1-liter, four-cylinder diesel with 204 hp in combination with a 27 hp electric motor for a total output of 228 hp in the S300 BlueTec hybrid. Also available outside North America is the S400 hybrid. It uses a carryover gasoline-electric powertrain with a 302-hp, naturally aspirated 3.5-liter V6 and 27-hp electric motor.

More engines are planned, including a gas-electric plug-in hybrid to rival the system Porsche recently introduced in the facelifted Panamera. However, Benz is not committing itself to whether it will be offered here.

The new car's interior design reflects the influence of a new generation of Mercedes-Benz designers. Inside there is an elegant simplicity to the dash, neatly wrapping around into the doors. The dash features a pair of 12.3-inch TFT monitors, one each to display the control dials and the multimedia functions. A rotary dial between the front seats continues to provide the revised COMMAND system's primary interface, though buyers can specify a new speech-recognition function as an option.

The new car delivers greater accommodation and more comfort than ever before. The seats offer liberal cushioning, plenty of support and loads of adjustment. The choice of high-grade materials and the way they have been matched with each other are at the root of the S-class's appeal and place it firmly in the realm of the Ghost and Flying Spur for luxury and feel-good factor.

There is a claimed half an inch more head-, shoulder- and elbow room than in the old S-class up front, while the rear has over half an inch extra space for knees and just less than half an inch more for shoulders. There are five different rear seat configurations, ranging from a fixed bench to a so-called First-Class setup with Maybach-like adjustability and fold-out tables.

Among the more flamboyant creature comforts are optional heated armrests, a hot-stone massage function for the front seats, an active perfuming system and a brilliantly effective 24-speaker Burmester High-End 3D surround sound system using a bass system incorporated in the front bulkhead for concert hall-like acoustics.

Predictably, there are sufficient safety features to fill an encyclopedia. Many are optional, including the new rear belt bag incorporating an airbag in the belt strap. Night vision and radar-control cruise control with an automatic braking function are also optional. The same goes for the extensive connectivity features based around a WLAN Hot Spot head unit forming part of the multimedia system.


What's It Like To Drive?

Start the S-class with its incongruously old-fashioned black plastic electronic key, and the engine catches with a faint hum before you draw the shift lever down a notch and pull away. One of the new car's main assets is its advanced suspension and its uncanny ability to absorb bumps while providing a perfectly level ride. We feel the improved ride in the first mile and it is also immediately obvious that noise suppression is exemplary.

The S550 gathers speed with a degree of smoothness underlining Mercedes' efforts to make mechanical refinement a top priority. The aim was not merely to match the A8, 7-series, XJ and LS for driveline finesse but to attain similarly silken on-throttle qualities to the Silver Spur and Ghost. Less inherent sportiness, more indulging luxury is the clear message.

Squeeze the throttle more and there is sufficient power to endow the S550 with solid acceleration. A claimed 4.8-second 0-62-mph time makes it 0.2 second quicker than its predecessor, and there's terrific stability as you approach the limited 155-mph top speed. The S-class spears along in a nonchalant manner, making it hard to beat as a trans-continental express. Fuel consumption has also improved, with Mercedes-Benz claiming 27.3 mpg combined.

The big four-door feels right at home at a steady cruise on typical highways. Long gearing and reasonably strong torque provide a relaxed yet flexible quality, making the car as impressive from the driver's seat as it is stretched out in the back. Backing up the improved response from the engine is the enhanced gearbox; with revised electronic mapping, it is more impressive than ever.

The performance and driveline refinement really are masterful, but the S-class' crowning achievement is the way it pampers. At both low speeds around town and higher autobahn speeds it possesses a superb primary and secondary ride and unflappable body control. Noise, vibration and harshness levels are among the lowest we've ever encountered.

The S-class has always been remarkably quiet, smooth and compliant, but this new model moves the game along enough to shock the luxury car competition. There are signs of greatness in how its complex underpinnings cope with low and high-amplitude bumps and ridges on standard 18-inch wheels and 245/50 tires. Where it really presses its claim, though, is on undulating roads: It has a remarkable ability to control heave, pitch and roll -- the body always remains level.

It all starts with the basic suspension components, a continuously operating adaptive damping system and an optional air suspension system boasting double the processing power of the old S-class'. The real highlight though is the new Magic Ride Control system. Available as an option on the S550, it scans the road using a windscreen-mounted camera, calculates the best suspension settings and hydraulically adjusts -- in advance -- each individual wheel's damping up to 81 mph. The result is a float-on-air feel isolating the whole car from any road imperfection. There are comfort and sport modes. If you seek a highly absorbent and miraculously supple ride, you'll like “comfort.” If it is a strongly damped ride with excellent body control you're after, “sport” will suit.

Criticisms? The speed-sensitive electro-mechanical steering provides a more confidence-inspiring feel with more weighting than the old S-class, but sometimes feels synthetic and lacks conviction off center. It is not too off-putting -- you can still thread the new model along winding country roads with confidence -- but in a car excelling in so many other areas, you're left feeling the steering could offer more feedback to allow you to better place it in corners.

A high-parcel shelf and large rear-seat headrests combine with an angled rear screen and more tapered C-pillars to limit rear vision. We get the feeling that the advent of systems such as blind-spot control have allowed the designers more freedom, at the expense of basics such as uninterrupted visibility. Trunk capacity is reduced, too, and in a car of this size, it really is an oversight. Beyond that and the somewhat ordinary ignition key, it is hard to see how Benz could have improved it much.


Do I Want One?

The new S-class represents more than a simple progression -- it is a genuine leap over its predecessor. The main impression after driving it for the first time is its remarkable level of overall excellence. Its achievements far outweigh its limited weaknesses. One expects every new S-class to bring advances, and this latest model certainly won't disappoint.

Technologically, Mercedes-Benz's new flagship is clearly a front-runner in the luxury car ranks, though to tap into its vast array of features you have to be prepared to pay well in excess of its base price. As with the outgoing model, much of what it has to offer is optional. It is a terrifically soothing car to drive: fast, reasonably frugal, comfortable and quiet, its interior will spoil you both in terms of feel and function. The ride subtlety would do a Rolls-Royce proud, and yet there's the typical and distinctive Teutonic sense of purpose. It could just be the best Mercedes-Benz ever built.





2014 Mercedes-Benz S550


On Sale: September

Base Price: N/A

Drivetrain: 4.6-liter, 449-hp, 516-lb-ft twin-turbocharged V8; RWD, seven-speed automatic

Curb Weight: 4,277 lb

0-62 MPH: 4.8 sec

Fuel Economy (EPA Combined): 27.3 mpg

2014 Buick LaCrosse drive

"This is probably the nicest car you've ever driven," promised Jeff Yanssens, Buick's chief engineer, during the introduction of the car he worked on: the 2014 Buick LaCrosse. "I feel comfortable saying that."


Whoa, Yanssens -- we here at Autoweek have driven some pretty terrific cars in our illustrious history, just sayin'. But Yanssens is basing this on the LaCrosse's utter serenity and comfort -- and judging by that merit, the LaCrosse becomes a car with priorities that are set in stone.


For 2014 everything behind the firewall is brand new, claims GM. (Even the hood-mounted portholes, which now resemble teardrops or falling leaves -- how poetic.) This refresh's theme is tech: adaptive cruise control makes its first appearance on the LaCrosse, and the vibrating seat alert system from the Cadillac ATS worms its way in as well. In the $2,125 "Driver Confidence I" package, forward collision alert, side blind zone warning, lane change alert, lane departure warning, and rear cross traffic alert ensure that the car will beep and honk noisily at you no matter from what direction obstacles come at you.


Lastly, the interior is restyled, and rather handsomely: the button cornucopia has been eschewed for clean touch panels for the dual-zone climate control. Rear headroom is excellent, the seats softer and better contoured than before. And how does an Ultra Luxury package sound with Tamo Ash wood -- real wood, in fact; what a novel idea -- and dark red Semi-Aniline leather seats in "sangria"?


The engines are the least-new part of this new LaCrosse. Carryover units from last year, one can opt his LaCrosse with a 2.4-liter inline-four with eAssist mild electrification. It's now standard on four-cylinder models. Or, one can procure the 3.6-liter V6 engine, with a stout 304 horsepower and direct injection. Both get 6-speed manual transmissions and the option of FWD or AWD.


Yanssens boasted of the 2014 LaCrosse: "This rides better than any Cadillac I know." Yes, even the XTS. He would know. He also worked on the XTS. Which, of course, shares the Epsilon II platform with the LaCrosse and Impala, but not the onanism-referencing Canadian slang in its nameplate. If you're wondering, Buick has long since stopped caring about that.


What's it Like to Drive?


We drove both front-drive and all-wheel-equipped LaCrosses, both with the 3.6-liter V6 -- a test of the 4-cylinder model will be coming soon. The first car was equipped with HiPerStrut, the trick new front suspension setup from Europe that promises to alleviate torque steer and add crisper steering.


Turns out, it only does one of those. The steering in our front-drive model was dead on arrival: flimsy, slow turn-in, no semblance of an actual connection with the front wheels. Acceleration from 304 hp was lusty, with no twitching up the steering column -- but the 6-speed automatic transmission was flustered even in traffic, and especially on the hilly roads north of Malibu, venturing into Thousand Oaks. The sloppy transmission programming threatens to undermine the smoothness that Buick wants to achieve with the LaCrosse. This engine likes to hang onto its revs after the throttle is lifted, reluctant to downshift and slow to react. The AWD system was a stronger handler around twistier roads, and its steering was tighter -- but it was also aggressively heavier, presumably to impart a semblance of sporty weight. The Buick also rode well in both front and back seats.


New for 2014, the adaptive cruise control works well but is still confused by cars in the parallel lane. It will lower and increase speeds until below 25 mph, whereupon it sets off more warnings and Klaxons than the 173rd Airborne scrambling for a sniper attack.


It is quiet, though. At 70 mph the loudest noise in comes from the ticking of my extravagant manual-wind wristwatch and perhaps the uncomfortable grunts of the Buick public-relations officer in the back seat. Like Mazda's SkyActiv, Buick's QuietTune -- which imparts double-pane windows and additional firewall insulation -- isn't so much an identifiable option on a window sticker as it is a company-wide philosophy…which makes it harder to integrate into consumer minds beyond a catchphrase. But it works.


Do I Want One?


Problem is, there's a lot more to a car than supreme quietness. And that problem resides neatly in the Toyota dealership across town: the Avalon gives up a few points on quietness but adds much better steering, more capable brakes, and a semblance of acceleration immediately discernible by human senses. A Toyota Avalon, being given the sporting nod? It's a brave new world we live in.


Buick has bragged about its recent sales successes: how its median age has lowered by seven years from 64 to 57, how sales in trendy coastal regions have increased as much as 42 percent, and how most of these sales are conquests from other companies -- including, we'd wager, Toyota.


And these are all fine and dandy. But the LaCrosse is nothing if not Buick's core product, literally and philosophically: a quiet, milquetoast, smooth-riding, conservatively styled (even if that grille is larger than before, a nod to the psychological theorem that correlates shininess with implications of wealth. Another example: Las Vegas), with core competencies that reside so far away from its lackluster drivetrain that it serves to select its own customers. In that sense, it's simply Buick being Buick. If the Avalon is a little too rorty for your tastes, may we suggest the 2014 LaCrosse?


2014 Buick LaCrosse


On Sale: Fall


Base Price: $34,060


Drivetrain: 2.4-liter I4 with eAssist or 3.6-liter V6; FWD or AWD, six-speed automatic transmission


Curb weight: 3,765 lb (I4); 3,906 lb (V6)


0-60 mph: 6.4 sec (mfr)


Fuel economy (EPA City/Hwy): 25/36 (I4); 18/28 (V6 FWD), 17/26 (V6 AWD)

2014 Volkswagen Golf GTD drive

“Pozdamer Platz,” mused your author's companion. "You wanna yell it, like, 'POTZDAMER PLATZ!'” For about 20 minutes, we did just that. We did it in the most grating, Sgt. Schultzian manner possible. Your author on the shy side of 40; his companion a few years over the line, both acting like the metallic teenage chuckleheads we'd been back when Berlin was still two cities. We really should've been blaring Accept to complete the tableau. Upon seeing a sign for Spandau: “Vee are going to Spandau! Vee vant to see the ballet!” If you grew up during the Cold War, this city impacted you in ways you won't even realize until you're actually faced with the place.


If our accents hadn't put the Berlin drivers off, our road manners certainly did. The Euro-spec nav system was calling out distances in meters, which meant a rough translation to yards and then a slightly more accurate one to feet which -- by the time we figured out how far away our turn was -- generally meant, “OH! MERGE! NOW!” We could feel the looks of Teutonic confusion and disdain boring into the backs of our skulls. “Why would somebody drive like this?”


Upon our arrival at Potzdamer Platz, we stood in front of the Ritz-Carlton for a few minutes, looking south across the intersection. Johnny Rotten's insistent yowl from '77 echoed internally, “The Berrr-lin Wall!”


Thirty-one years ago, this place had been very, very different. The wall ran right through it then, and it would stand for eight more years. Thirty-one years ago, Volkswagen put a 70-hp diesel in a sport-tuned first-gen Golf chassis and called it the GTD.


After a period of dormancy following the GTD's Mk. 2 iteration, they revived the specification for the sixth rendition of the Golf and threw one into the American press fleet last year to see what die Amis would make of the thing. Apparently, we liked it enough that the seventh-generation Golf will see a U.S.-spec GTD in the lineup, likely for the 2016 model year.


Upon receiving the news, even those of us who hadn't driven the Mk. 6 GTD were saying, “Yes, please!”


What's it Like to Drive?


It's got the latest GTI chassis and features a boosted version of the TDI motor beloved by Autoweek's staffers. That alone is a recipe for excellence. In truth, the new mill shares only bore spacing with the last-generation GTD's oil-burner, though it retains VW's internal EA288 designation.


At 3,500 RPM, the diesel's putting out 184 hp. A thousand RPM later, it's all over and time to shift. The 280 lb-ft of torque arrive at just 1,750 revs, though it's not an effortless swell of twist to get there from 0. There's a bit of a dead spot at the low end of the tach, but certainly, from 1,000 RPM to the power peak, it's a fun wave to ride.


We opted for a manual transmission model and loved it so much we couldn't bear to swap it for a DSG twin-clutch car. We know what the DSG is about; it's a uniformly excellent cog-swapper that works equally well when paired with a diesel or a gas engine. The manual doesn't feel wholly mechanical in nature, a la a Miata or a Mustang, but its operation is precise and effortless. The clutch could transmit more information through the pedal -- a perennial issue with modern VWs -- but it's otherwise nice to use. Though the brake/accelerator spacing is a bit wider than the previous car's, we didn't find heel-toe downshifts to be problematic.


The interior is exceptional. Add an MMI controller and you'd be forgiven for mistaking it for a low-end Audi. Volkswagen's so-so touchscreen infotainment system has been given an upgrade; the maps are now lovely to look at. To differentiate itself from the GTI, the GTD gets gray tartan seats in lieu of the classic red plaid. The whole experience is one of solidity, taste and quality.


“Lighter and larger” seems to be a refrain echoing through most brands in the VW Group, from Porsche on down to Volkswagen itself. The new car is about 200 pounds lighter than the previous model, despite a gain of 2 inches in overall length. It won't feel small on American roads, works just fine in European city traffic and comes off just about the right size on the Autobahn.


We found it enjoyable in the winding hills of the Harz Mountains, too, where it's possible surf the throttle between 1,000 and 4,000 RPM without changing gears. Down in the flats between Magdeburg and Berlin, we ran at 137 mph on a derestricted stretch of Autobahn; the GTD handled it without complaint or any sign of stress. In the mountains, it climbed with aplomb, braked predictably and rounded corners with elan. The electric power steering is accurate and connected, though it does carry a bit of the artificial feel that's so far been endemic to these systems.


In short, it's a thoroughly modern automobile. It's not a spaceship; it's not a glimpse into the future, it's simply a car honed over a period of four decades. You read this publication because you like cars, right? Volkswagen's designers and engineers clearly sweated this one; its air of effortlessness vehicular wholeness is proof of that.


Do I Want One?


Even the GTI isn't the teenager's scootabout it was 30 years ago, and GTD is a step beyond its petrol-fueled brother into maturity. “Sedate” is the wrong word. “Riotous” is the wrong word, too. It's a standout not because it whacks you in the face, because it doesn't. It's a standout because it offers up just about everything a sane person could want in a reasonably affordable vehicle. It's a grown-up, classy, practical hatch; an adult car for former teenage numbskulls with early-midlife concerns and a bit of a jones for life's finer things.


Now, all we've gotta do is hurry up and wait two years.


2014 Volkswagen Golf GTD

On Sale: 2015

Base Price: $27,000 (est.)

Drivetrain: 2.0-liter, 184-hp, 280-lb-ft turbodiesel I4; FWD, 6-speed automatic/manual

Curb Weight: 3,036 lb

0-60 mph: 7.4 sec (AW est.)

Fuel Economy: 28 city/42 hwy/32 mpg (AW est.)

2014 Ford Mustang GT coupe

What a fantastic car. I'll be sad to see this generation of Mustang go. Want a road trip-capable commuter that'll beat up on high-dollar sports cars with a couple of cheap bolt-ons come track day? Here it sits. Sure, the interior's a little cheap for 2013 and the very good Recaros sit way too high, but that's about the extent of my griping. Besides, as I've said before: if you're in this car and obsessing about the interior, you are horrible. You've got a naturally aspirated V8 turning gas into 420-hp and awesome noise under the hood. If you want, it'll turn your tires into melted rubber. It'll turn your red light into a staging light and your work parking lot into one of those gymkhana videos. It looks great. Mustangs are a little common, but they can be optioned and accessorized into statement-makers. For true enthusiasts with a bit more than $30k to spend, there isn't a better value proposition on the market.


ASSOCIATE EDITOR GRAHAM KOZAK: I don't know if there will ever come a time when I don't enjoy the raw immediacy of a big, naturally aspirated V8 like the one in this 2014 Ford Mustang GT, never mind the fuel consumption rate or the increasingly hard to ignore clamor of the forced-induction set.

But the motor speaks for itself. At times, very vocally. You'll want to roll down the windows to hear it.

The package that surrounds the engine compartment is great as well. Steering is heavy, which is fine by me -- for a night, at least. If it ever were to get tiresome, though, there are three settings available to let you adjust the weight to your desired degree of boosted lightness. Be advised that turning off traction/stability control locks you into the heavy “sport” steering version.

I like that this car hasn't been dumbed down too much as far as steering and suspension goes. You can feel its bulk on the road, but it's never really obtrusive, and it's surprisingly forgiving if you get the back end a little loose. Besides, 3,600 lbs means that you're not getting flung around by potholes, even if the suspension is stiff.

The interior isn't so great materials-wise, though build quality feels OK. One area where Ford wants to consider sacrificing a few cents per unit? The shifter knob. Then again, that's got to be one of the easiest interior components to customize, so I'm not going to gripe. And whatever savings the so-so interior might have yielded were used to good effect in the powertrain and suspension.

The seats cost $1,600, but I think they add to the experience -- you really do feel hunkered down in the car thanks to their aggressive bolsters. You're getting the whole package for less than $40k, so it makes sense to splurge here. It's cheaper than buying new seats from the aftermarket down the road.

Anyway, there's an experiment I'd like to see performed with the Mustang GT: Find the most bitter, cynical so-called enthusiast out there. Hand him the keys for a month (I guess we could give him unlimited gas, too, but that's probably not even necessary).

I'd say it's a week, maybe 10 days, before he can't resist talking excitedly to everyone about his “bitchin' 'Stang.” That's the exact phrase he'd use, too. It's just that kind of car. That it's available to enthusiasts today at this price point makes me happy.


EDITOR WES RAYNAL: Showing my age. I find getting in and out of Mustangs (and Chevrolet Camaros and Dodge Challengers) a pain, I have a hard time getting comfortable once inside and I hate rock-hard arm rests. I know, first-world problems, right?

Love the styling. It's classic, not overdone or underdone -- just right.

I do dig the driving experience for the most part. That is to say I love the rip-roaring V8 power and its sound. Is there a sweeter-sounding V8 around? I'm not sure there is. Considering that big V8 mounted up front, the car actually felt fairly wieldy and light. I don't need to talk about acceleration; the car has it in spades.

And I got to say, in recent torrential rains the thing stuck to the road well. And I'm not exaggerating: The rain was really coming down to the point I couldn't see where I was going very well. I was nervous about sliding all over the place and pranging the Mustang on a guardrail or Chevy Vega, but the Ford, all 420 hp and rear drive of it, handled it all nicely.

The interior could certainly use an upgrade, but as someone said above, who cares? These Recaros help a lot -- they blow away standard Mustang seats.

If I had a fleet one of these would be in it. Would I take the Mustang over a Camaro? I'd probably have one of each.


ASSOCIATE EDITOR JAKE LINGEMAN: This 2014 Ford Mustang GT is ridiculously fun. It's only made more so by the fact that it costs less than $40k, and if you skimped on checking the option boxes, it would be closer to $30k. I still hope to buy a 1- or 2-year-old model next year.

This example looks about as sinister as a stock car should come. The LEDs look great, though they might be a little bright. More than once I got the headlight flash, probably on acceleration when the nose rises up, people thought I had the high beams on. I gave them another flash to let them know that, “sorry, these are the low beams.”

The 19-inch wheels look awesome and are included in the Track Package, which I would probably specify. The taillights continue to look great as well, though they're more impressive on a non-black car. Great proportions, mean shape, and I love those vents in the hood.

The interior is unremarkable, which is typical for a Mustang. The seats were cool to have, but I wouldn't drop the extra $1,600.

The whole car has a nice heft to it, though it's the lightest of the ponies at 3,600 pounds. The electronic power steering can be adjusted through the information system to heavy, the wheel hop over bumps will jolt the driver a little bit, but that weight helps over small and medium bumps, they barely upset the suspension at all.

It feels extremely planted though the turns, especially the smooth ones. The tires start to sing long before they give way. Even when they do break loose, some quick corrective input brings the car straight again.

The traction control is programmed nearly perfectly. It'll give you a little slide when engaged, a bit more when you click it once, and when it's time to make the donuts, turn it off and the wheels will spin until the rubber gives out.

This is one of the best bangs for your buck in the car market. It even beats the GT500 and Subaru BRZ in dollars per horse. That coupled with it being the lightest of the reasonably-priced muscle cars, make a compelling argument for purchase, and I'm not even a huge Mustang fan. But, for around $30,000 I'm not sure this can be beat.


2014 Ford Mustang GT coupe


Base Price: $31,500

As-Tested Price: $37,525

Drivetrain: 5.0-liter V8; RWD, six-speed manual

Output: 420 hp @ 6,500 rpm, 390 lb-ft @ 4,250 rpm

Curb Weight: 3,618 lb

Fuel Economy (EPA City/Highway/Combined): 15/26/19 mpg

AW Observed Fuel Economy: 15.9 mpg

Options: GT track package including 255/45 R19 summer tires, 3.73 ratio Torsen limited slip, 19-inch premium painted aluminum wheels ($2,495); Recaro manual cloth seats ($1,595); equipment Group 301A with power six-way driver's seat, sync package and tech package ($1,195); RR sensing system/security package with active anti-theft system, wheel locking kit and reverse park assist ($695)

2013 Mercedes-Benz CL63 AMG

Boy, does this 2013 Mercedes-Benz CL63 AMG ever make you feel filthy rich.

In weather like we had on my drive -- sheets of rain, standing water, little visibility -- my focus was basically not sliding into a curb or another car and pranging a $180,000 worth of gorgeous Benz. Mission accomplished.

The turbo V8's 536 hp and 664 lb-ft of torque are nice power numbers don't you think? And do I ever love the hot-rod exhaust note. The higher you rev it the sweeter it sounds. This is definitely a radio-off kind of engine.

In the wet, Benz's ESP and traction control systems kept things considerably calmer than I imagined, and they worked well without being overly intrusive. Near as I can tell the car is near supercar-fast -- the V8 is outstanding, propelling it forward in a smooth whoosh -- when you want it to be, but will trundle around town smoothly when you want that. The ride was a lot more user friendly than I thought, with it soaking up potholes and such nicely. So this CL63 AMG is sort of a dual personality car in other words.

It's heavy and I'm not in love with the steering (not enough feel), but for long-distance mile gobbling this would be near the top of my list. The cockpit is outstanding when it comes to materials and build quality, and I loved the cradling buckets.

And to think, of Benz's coupes this isn't even the flagship. That would be the twin-turbo V12 CL65 with its 621 hp and 738 lb-ft of torque. Gobsmacking.

This CL63, according to Benz, competes with the likes of the Bentley Continental GT and Aston Martin Vantage and, I would argue, a Lear jet.




ROAD TEST EDITOR JONATHAN WONG: A lot of us around the Autoweek office called past Mercedes-Benz CL63 AMGs that have come through our fleet a German muscle car, which I still think is fitting. It weighs in at a little over 4,800 pounds, has a petty big footprint and packs a big 5.5-liter, twin-turbocharged V8 with 563 hp and 664 lb-ft of torque if you opt for the available AMG performance package. That sounds like a recipe for a serious straight line monster, but I also thought that the car handled itself well through corners with its adaptive suspension system and wide tires.

For an around town cruiser, the CL63 is stellar. It makes all the right sounds, gets off the line quickly and possesses looks that still get it noticed. It's also comfortable with heavily bolstered front seats that also automatically pump up more around corners and the backseat features enough room to carry average sized adults. You can't complain about the materials used throughout with soft leathers.

On longer rides, the car is pleasant. The suspension soaks up road imperfections beautifully and the cabin is well isolated from wind and road noise. It made my ride to and from South Haven, Michigan from Detroit quite enjoyable.

What was I doing in South Haven? To visit our friends at GingerMan Raceway and to see how the CL63 AMG did on track of course. I'm not sure how many if any CL63 owners take theirs to a track, but I was interested in finding out how it felt around the 2.14-mile road course because as I said early it feels pretty decent on the street rounding corners.

Not surprisingly, there are no complaints about the lack of power. The turbo V8 helped the CL63 make quick work of the straights and all that torque made getting a good jump out of corners easy. You have to be a little delicate on the throttle because the rear tires easily break loose.

The multi-clutch gearbox's manual mode was disappointing with muted response to shift commands. For my timed lap, I opted to just leave the car in automatic mode and the computer did a good job picking optimal shift points.

How did it handle the corners? Well, it handled them well for a 4,800-pound vehicle. Lots of body roll with steering that's way too light and offers little feedback. The larger AMG brakes held up well considering it had to slow this boat from about 127 mph on the back straight to about 60 mph for Turn 11 numerous times. Under hard braking the car is a bit of a handful, though.

What didn't hold up well was the left front tire. GingerMan is hard on that tire and then there's the weight factor of the car and it ended up delaminating. It's an extra load tire and considering the number of laps we did on it, it did a darn good job.

So the CL63 AMG is sloppy in corners on a race track, but a riot on the straights, which isn't much of a surprise. If you're a CL63 owner and want to do a track day with it bring an extra set of tires of tires or two, but again I'm almost certain not many would even think about doing that. That's what the SLS AMG is for.

But honestly, the car is meant for the streets where it will surely impress your friends with its brutal acceleration, which seems very muscle car-like to me. We were able to get to 60 mph in 4.2 seconds according to our Vbox, which is faster than Benz's claimed number of 4.3 seconds.


2013 Mercedes-Benz CL63 AMG


Base Price: $153,905

As-Tested Price: $181,615

Drivetrain: 5.5-liter twin-turbocharged V8; RWD, seven-speed multi-clutch sequential manual

Output: 563 hp @ 5,250-5,750 rpm, 664 lb-ft @ 2,000-4,500 rpm

Curb Weight: 4,806 lb

Fuel Economy (EPA City/Highway/Combined): 15/22/18 mpg

AW Observed Fuel Economy: 19.1 mpg

Options: Light brown edition leather interior with leather upholstery, wrapped steering wheel, Alcantara headliner ($8,900); AMG performance package with increase hp and torque, raised top speed limit ($7,300); matte white exterior paint ($ 3,950); driver assistance package with Distronic plus, Pre-Safe braking, active blind spot, lane keeping and lane change assistance ($2,950); rear view camera with night view assist ($2,200); five-spoked AMG forged wheels ($1,700); Splitview center stack display ($710)

BMW Z4 2013

The BMW Z4

Key Data :

Price : £45,280.
Engine : 2979cc 24v twin-turbo straight six.
Performance : 4.8sec 0-62mph, 155mph, 31.4mpg, 210g/km CO2.
Transmission : Seven-speed dual-clutch, rear-wheel drive.
Weight / made of : 1600kg / steel.
Length/width/height : 4244/1790/1284 mm.



Roadsters used to be simple, impossibly tiny convertibles low in power but high in agility. Frills were few, but fun was abundant. They were also reasonably priced. With a lone exception, today's roadsters hardly fill this bill. The 2013 BMW Z4 and its two primary German competitors pack in the latest luxury features and power-retractable roofs. The Z4 has overwhelming power and isn't even that small. As for price? Well, we certainly wouldn't describe it as reasonable.Sleek styling, a high-class interior and plenty of performance combine to make the 2013 BMW Z4 a highly desirable roadster.
However, just because the Z4 represents a radical roadster shift doesn't mean that the fun has diminished. This BMW lives up to its brand's long-standing reputation for making supremely capable driving cars. The handling is excellent, the controls are engaging and each turbocharged engine -- either a relatively frugal four-cylinder or much stronger six-cylinder -- delivers strong performance.
Beyond its high-powered persona, the Z4's size and creature comforts provide something that those roadsters of yore definitely did not -- easy commuting and road trip livability. The Z4 has genuinely generous legroom, bettering not only its ancestors but its current competitors as well. Its features list is extensive -- slightly offsetting its eye-watering price -- while its power-retractable hardtop roof provides the cabin with an extra measure of serenity and security. Even the trunk is generously sized.

Body Styles & Exterior

The 2013 BMW Z4 is a two-seat convertible with a retractable hardtop roof. There are three models that correspond to engine size: sDrive28i, sDrive35i and sDrive35is.
The 28i comes standard with 17-inch wheels, automatic and adaptive bi-xenon headlights, automatic wipers, heated mirrors, keyless ignition/entry, cruise control, dual-zone automatic climate control, eight-way power seats with four-way lumbar adjustment, driver memory functions, a tilt-and-telescoping steering wheel, leatherette premium vinyl upholstery, auto-dimming mirrors, Bluetooth phone connectivity and a sound system that includes a CD player, HD radio, an auxiliary audio jack and an iPod/USB audio interface.
Besides its bigger engine, the 35i gets 18-inch wheels, sport seats with adjustable bolsters and thigh support and sun-reflective leather upholstery. These items are optional on the 28i.
The 35is adds an even more powerful engine, unique styling cues, a lowered suspension with adaptive dampers and a sport steering wheel.

Each Z4 is eligible for the following optional packages. The Cold Weather package adds heated front seats, a heated steering wheel, extra storage items and retractable headlight washers. The M Sport package adds an adaptive M-tuned suspension, lightweight 18-inch wheels, an increased top speed limiter, an aerodynamic body kit, a thicker sport steering wheel and special interior trim.
Stand-alone options include different wheels, front and rear parking sensors, automatic high beams, steering wheel paddle shifters (automatic transmission only), heated seats, BMW Assist emergency communications, a six-CD changer, satellite radio, an upgraded sound system and the BMW Apps suite of smartphone-connected functions.

BMW Z4 Engine and Performance

The 2013 BMW Z4 sDrive28i features a 2.0-liter turbocharged four-cylinder that produces 240 horsepower and 260 pound-feet of torque. Rear-wheel drive is standard and there is a no-cost transmission option of either a six-speed manual or an eight-speed automatic. Manual-equipped cars include an automatic stop-start function that turns off the engine when the car is stopped to improve efficiency. In Edmunds performance testing, a manual-equipped Z4 28i went from zero to 60 mph in 5.8 seconds, which is actually close to the V6-powered Mercedes SLK350. EPA-estimated fuel economy is 22 mpg city/34 mpg highway and 26 mpg combined with the manual, with the automatic losing only 1 mpg on the highway.



The Z4 sDrive35i gets a 3.0-liter turbocharged six-cylinder that produces 300 hp and 300 lb-ft of torque. It gets a standard six-speed manual (no auto stop-start), with a seven-speed automated manual transmission as a cost option (known as DCT). With the manual, the Z4 hit 60 mph in 5.2 seconds, which is quicker than the SLK and base Porsche Boxster. It ties the Boxster S. EPA mileage stands at 19/26/21 with the manual and 17/24/19 with DCT.
The Z4 sDrive35is gets a more powerful version of the 3.0-liter turbo-6 good for 335 hp and 332 lb-ft of torque. At full throttle, an overboost function increases torque to 369 lb-ft. The DCT is the only available transmission. In Edmunds testing, the 35is went from zero to 60 in 5 seconds flat. Its fuel economy is 17/24/19.

Safety

Every BMW Z4 comes standard with antilock brakes, stability and traction control and side airbags. The antilock brakes also integrate several features designed to improve braking performance, such as periodically wiping the brake rotors dry when the windshield wipers are in use and snugging the brake pads against the rotors if the driver abruptly lifts off the throttle. The optional BMW Assist emergency communications includes automatic crash notification, stolen vehicle recovery and on-demand roadside assistance.
In Edmunds brake testing, the 28i came to a stop from 60 mph in an outstanding 103 feet. The other two models were essentially identical.

Interior Design and Special Features

The 2013 BMW Z4's cabin is sleek and upscale. High-quality materials abound and combine with diverse shapes to create an undeniably premium environment. Several two-tone color choices add some further pizzazz, while additional standard features for 2013 are welcome given the Z4's elevated price. There are also a few thoughtful touches inside, including secondary knee-level air vents and a small cargo shelf behind the seats.

The Z4 is also arguably the most practical two-passenger sports car on the market. Legroom is plentiful, which is something you don't hear often about small convertibles. Visibility is also unmatched thanks to large rear quarter windows that eliminate the typical blind spots in most convertibles. With the hardtop roof raised, the trunk is quite large, measuring 8 cubic feet and capable of holding two sets of golf clubs and a carry-on suitcase. You'll have to ditch those clubs when you lower the two-piece hardtop, but the suitcase can remain, which is more than you can say for some other hardtop convertibles. There's also an available trunk pass-through that can accommodate longer items.

Driving Impressions

Some people might not like the idea of a sports car with a four-cylinder engine. Most won't like the sound of the 2013 BMW Z4 sDrive28i's four-cylinder at idle, as it produces an unbecoming rough clatter. But slot the manual transmission's slick shifter into 1st and lay into the throttle and we're pretty sure you won't have anything to complain about. This torque-rich engine pulls hard and has a sharp, warbling exhaust note reminiscent of BMW's past inline-6s. The 28i also handles a bit better than its six-cylinder siblings thanks to its lighter weight. The 35i and 35is are quicker, but truth be told, you'll be plenty happy with the 28i.

The Porsche Boxster remains the hands-down favorite when it comes to providing an engaging top-down driving experience. The Z4, especially with one of its sport packages, is certainly no slouch around corners, but its more comfortable ride, more spacious cabin and less communicative steering make it more of a grand touring car akin to the Mercedes-Benz SLK.

BMW Z4 The Competition

‘Road Rocket’ or ‘Café Racer’ that’s the question in this segment. In the BMW Z4 range, the sDrive 20i we tested (sticker $76,900) definitely falls into the latter category, while the range-topping sDrive 35is is filed on the ‘Road Rocket’ shelf.

We would walk over hot coals to score another drive in the Mercedes-Benz SLK. Like the BMW Z4, the SLK offers ‘Road Rocket’ in the SLK 350 (particularly the AMG version) and Café Racer in the SLK 200. Like the BMW, the ‘Benz SLK 200 delivers 135kW/270Nm (from a turbocharged 1.8-litre engine) but isn’t the segment’s budget-beater at $82,900.
Audi’s TT offers a Roadster version, but with its turbocharged 2.0-litre delivering only 146kW/280Nm, TT’s starting price of $80,814 makes the BMW Z4 s Drive 20i look value.
If you’re after a bit more brawn for no more bucks, may we introduce you to Nissan’s 370Z Roadster. $75,790 (manual) or $78,790 (seven-speed auto) buys you 245kW/363Nm of V6 mumbo and a beaut chassis from the same engineers who bring us the GT-R.

And of course there’s the Mazda MX-5, this generation’s Lotus Elan. Priced between $42,460 and $51,930, there is not a sweeter two-seat chassis on the planet…but Z4 buyers might find the Mazda a tad too ‘Sports Car Pure’ in terms of interior space (it’s tight).

CAR's rating

Handling

Performance

Usability

Feelgood factor

Readers' rating

Pros

 Turbocharged engine
Excellent visibility for a roadster
 Retractable hard top
Strong Brakes
Big trunk (with the top raised)

Cons

 Limited cargo room
 Long doors make entry and exit difficult
 Expensive 

Four-cylinder is clattery at idle

Not as invigorating and involving as its Porsche rival

In total, the 2013 BMW Z4 is easy to love. While not possessing the perfectly balanced nature of the 2013 Porsche Boxster or the peerless refinement of the 2013 Mercedes-Benz SLK, the Z4 manages to strike a middle ground between the two. Yet we can't ignore the sky-high price tags attached to all three of these cars that frankly seem a little absurd. If you're looking for the modern embodiment of the classic roadster, the Mazda Miata is really your only bet.

The new Mercedes-Benz SLS AMG Coupé Electric Drive 2013

The key data at a glance:

Max. output	740hp / 552 kW
Torque	1000 Nm
0 – 62 mph	3.9 s
Range	155 miles (according to NEDC combined)
Battery energy content	60 kWh
Battery voltage	400 volts

 Engine                              4 synchronous electric motors, 864-cell 60 kWh lithium-ion
                                          batteries,  730bhp, 737lb ft

This is the fastest electric production car in the world. As titles go, it’s an impressive one – and the numbers back it up.
The new SLS Electric Drive, now the most expensive production Mercedes-Benz at a price of £302,000 plus taxes in left-hand drive European markets where it will be sold for a limited period starting this week, is claimed to hit 62mph in 3.9sec, just 0.3sec slower than the SLS Black Series, before extending to a top speed limited to 155mph.
What’s really impressive is that it achieves these claims with a kerb weight of 2110kg, some 560kg more than its conventional combustion-engined gullwing sibling. That's thanks to its high-tech 60kWh lithium ion battery pack, supplied by Mercedes-Benz’s High Performance Engine division in Brixworth, which weighs 548kg alone.
With a price-tag of  $500,000, the Mercedes-Benz SLS AMG Coupe Electric Drive had better be good – and it is. How good? 552kW/1000Nm good to be precise!

Exterior

At first glance, the SLS AMG Coupe Electric Drive looks very similar to its gasoline-powered relative, but on closer examination, there are some significant differences. The most obvious differences come up front where the splitter has a more aggressive look. The grille is also a dead giveaway that this isn’t your run-of-the-mill SLS AMG. The grille and its flanking air vents don the same color as the rest of the exterior and as opposed to being open; they feature what Mercedes-Benz calls “bionic honeycomb.”

This bionic honeycomb not only adds a futuristic look to the SLS, but it also provides much-needed airflow to the modules mounted under the SLS AMG’s hood. You will also find that Mercedes-Benz added a little extra flair to the SLS AMG’s headlights, by slightly tinting them, giving the lights a sportier look.

As you make your way down the side of the SLS AMG Coupe Electric Drive, you’ll find that just behind the front brake heat extractor lay “Electric Drive” emblems, letting passersby know that you are both Eco-friendly and mean business at the same time. Also noticeable from the sides are the four light-allow, 5-twin-spok wheels wrapped in performance rubber.

On the outside, you get the choice of six colors at no additional cost. The most stunning color is, of course, the Electric Drive-exclusive “AMG electricbeam magno” matte finish – the sharp blue color seen in the images. If this is a little too extreme of a color, you can opt for one of the more commonly used colors.

On the back end, you will notice another difference between the gasoline model and this all-electric version. The rear end appears to be rounder than the gasoline model. This is a visual effect created by the revised rear spoiler and diffuser; the actual shape of the backside is the same between the models.

 

The SLS AMG Electric Drive’s body shell is the result of the “AMG lightweight performance” design initiative. Mercedes mounted the sensitive lithium ion battery pack in its own carbon-fiber monocoque that also makes up the spins of the vehicle. The monocoque is bolts and bonded to an aluminum space frame for added rigidity. This monocoque system weighs about 50 percent less than an equivalent steel unit and 30 percent less than an equal aluminum unit, but it is as strong as or stronger than both.

In all, just the body and chassis itself is a work of art. It is a delicate balance of lightening and strengthening, and Mercedes spared no expense in developing it.

Interior

On the inside, you have your typical luxury-laden Mercedes-Benz interior. Though the details are not completely known, we can tell that the entire interior is wrapped in luxurious leather and boasts body-colored contrasting stitching. Splashed throughout the interior are small smatterings of grey, like on the steering wheel posts, air vents, center console knobs, and gauge cluster.

The center console is a little cluttered, but honestly not too bad for an electric vehicle. The steering wheel boasts a flat top and bottom, and what looks to be the most perfect grip ever manufacturer. Just looking at it lets you know that this car is meant to be driven.

You also get AMG sports seats to keep you firmly planted through the twist and carbon-fiber highlights throughout the cabin. The AMG instrument gauges behind the grab-it-and-go steering wheel are all new, and in the place of the now unnecessary tachometer is a gauge that lets you know how much power the car needs, its recuperation level, transmission mode, and battery charge.

 

On the tech side, you get AMG’s Performance Media system, which connects to wireless high-speed internet, and provides you with important performance data, like lateral and longitudinal acceleration, tire pressure, vehicle setup, lap time, vehicle energy flow, battery charge status, current range, AMG Torque Dynamics, battery and motor temperature, and energy consumption.

Like we said, we haven’t gotten every last bit of info on the interior yet, as we are certain there are plenty of options to pick from. We’ll continue to add these options as Mercedes-Benz lets us know about them.

Motor and Driveline

Now for the really fun part; the stuff that makes the Mercedes-Benz SLS AMG Coupe Electric Drive tick. The battery in the SLS AMG Coupe Electric Drive boasts 60 kWh of energy and has a potential energy of 600 kW. This pumps a total of 400 volts through the entire vehicle and into four electric motors – one at each wheel.

These electric motors are set in pairs at each axle with a transmission running each pair. Though they are run in pair, each motor can be individually adjusted on the fly to optimize traction, handling, and acceleration. The total output of the four motors is a whopping 740 horsepower and the torque comes in at a stout 1,000 Nm (737 pound-feet).

The drivetrain is powerful enough to get this SLS AMG Coupe to 100 km/h (62 mph) in only 3.9 seconds, putting it only 0.2 seconds slower than its gasoline brethren and 0.5 seconds faster than the Tesla Model S. To boot, this ultra-high-performance EV has a total range of 155 miles, making it one of the longest-range EVs on the market.

When it is time for a recharge, Mercedes-Benz gives you two charging options. You can opt for the standard charging system, which plugs into a household plug and takes 20 hours to get a full charge. For an additional cost, Mercedes-Benz will give you their wall charger, which charges the battery in just 3 hours.

With the four-motor all-wheel-drive system that this model uses, Mercedes also gives you the added benefit of AMG Torque Dynamics. This system actively distributes varying force and braking to each wheel to optimize stability.

There are three different modes of AMG Torque Dynamics: Comfort, Sport, and Sport plus. As you progress through each setting, the aggressiveness of the AMG Torque Dynamics system becomes greater, leading to a loss of comfort, but an increase in handling and responsiveness.

In a nutshell, this motor and drivetrain setup is flat-out awesome. Nothing can even complete with it.

Motor and Driveline Specs:

Motor Type	Four compact permanent-magnet synchronous electric motors
Battery Energy	60 kWh
Total Voltage	400 volts
Total Range	155 miles
Charge Time))	3 hours on wall mount (optional) / 20 hours (standard)
Acceleration 0-to-100 km/h	3.9 seconds
Top Speed	TBD

 

Suspension and Braking

First off, Mercedes-Benz positioned the SLS AMG Electric Drive’s battery pack low, keeping its center of gravity as close to the ground as possible. To compensate for the addition of driveshafts on the front end, Mercedes fitted the front end with a multilink suspension system with pushrod damper struts, much like you see in racing series.

These horizontally mounted dampers keep the SLS’s 265/35R19 and 295/30R20 rubber planted on the ground, as the hydroelectric steering system repositions the car quickly and effectively.

Bringing this beast to a halt is a set of carbon-ceramic brakes with 402 x 39 mm (15.82- x 1.52-inch) discs up front and 360 x 32 mm (14.17- x 1.25-inch) discs in the rear. This brake setup weighs 40 percent less than the standard steel setup and saving that unsprung weight really increases its handling. To boot, these carbon-ceramic discs stop with far more effectiveness than steel units.

Suspension Specs:

Suspension Type	Multi-link w/ horizontal dampers
Front Brakes	Carbon-ceramic w/ 402 x 39 mm (15.82- x 1.52-inch) discs
Rear Brakes	Carbon-ceramic w/ 360 x 32 mm (14.17- x 1.25-inch) discs
Tires	Front 265/35R19 / Rear 295/30R20
Steering Style	Hydroelectric assist

Pricing and Release Date

Well, it’s expensive to say the least, as it the SLS AMG Coupe Electric Drive is slated to come in at an outrageous €416,500 ($536,202 at the current exchange rates). It will launch in Germany in June 2013 and a UK launch is under consideration. There is no mention of a U.S. launch.

Pricing and Release:

Market	Release Date	Pricing
Germany	June 2013	€416,500
United Kingdom	TBD	TBD
United States	TBD	$550,000 (TopSpeed est.)

Competition

Well, you could loosely peg the Model S against it based only on the fact that it is a fast electric vehicle too. However, comparing the two is unfair, as the Model S is a sedan with a little bit of pep to it and this is an all-out supercar. For now, we’ll leave the SLS AME Coupe Electric Drive in a class all itself. Eventually someone will come by and challenge it.

High-Tech Features

Affalterbach – With the new SLS AMG Coupé Electric Drive, Mercedes-AMG is entering a new era: the locally emission-free super sports car featuring advanced technology from the world of Formula 1 is the most exclusive and dynamic way in which to drive an electric car. The most powerful AMG high-performance vehicle of all time has four electric motors producing a total output of 740hp (552 kW) and a maximum torque of 1000 Nm. As a result, the gullwing model has become the world’s fastest electrically-powered series production vehicle: the SLS AMG Coupé Electric Drive accelerates from zero to 62 mph in 3.9 seconds.

A new dimension of driving performance – a convincing synonym for the AMG brand promise are the outstanding driving dynamics which come courtesy of AMG Torque Dynamics as well as torque distribution to individual wheels, which is made possible by means of wheel-selective all-wheel drive. The most "electrifying" gullwing model ever has been developed in-house by Mercedes-AMG GmbH. The high-voltage battery for the SLS AMG Coupé Electric Drive is the result of cooperation between Mercedes-AMG and Mercedes AMG High Performance Powertrains in Brixworth, Northamptonshire. This is an area in which the British Formula 1 experts were able to contribute their extensive know-how with KERS hybrid concepts.

"The SLS AMG Coupé Electric Drive is setting new standards for cars with electric drives. As the most powerful gullwing model ever, it is also representative of the enduring innovational strength of Mercedes-AMG. Our vision of the most dynamic electric vehicle has become a reality. With the help of our colleagues at Mercedes AMG High Performance Powertrains in Brixworth, we are bringing exciting advanced technology from the world of Formula 1 to the road," according to Ola Källenius, Chairman of the Board of Management of Mercedes-AMG GmbH.

Pioneering, visionary, electrifying: the powerful and locally emission-free super sports car with electric drive also embodies the development competence of Mercedes-AMG GmbH. With this innovative and unique drive solution, AMG - as the performance brand of Mercedes-Benz - is demonstrating its technological leadership in this segment. The SLS AMG Coupé Electric Drive is aimed at technology-minded super sports car fans who are open to new ideas and enthusiastic about ambitious high-tech solutions for the future of motoring.

Enormous thrust thanks to 1000 Nm of torque

The pioneering drive package in the SLS AMG Coupé Electric Drive is impressive and guarantees a completely innovative and electrifying driving experience: enormous thrust comes courtesy of four synchronous electric motors providing a combined maximum output of 740 hp (552 kW) and maximum torque of 1000 Nm. The very special gullwing model accelerates from zero to 62 mph in 3.9 seconds, and can reach a top speed of 155 mph (electronically limited). The agile response to accelerator pedal input and the linear power output provide pure excitement: unlike with a combustion engine, the build-up of torque is instantaneous with electric motors – maximum torque is effectively available from a standstill. The spontaneous build-up of torque and the forceful power delivery without any interruption of tractive power are combined with completely vibration-free engine running characteristics.

The four compact permanent-magnet synchronous electric motors, each weighing 45 kg, achieve a maximum individual speed of 13,000 rpm and in each case drive the 4 wheels selectively via an axially-arranged transmission design. This enables the unique distribution of torque to individual wheels, which would normally only be possible with wheel hub motors which have the disadvantage of generating considerable unsprung masses.

Powerful, voluminous, dynamic, emotional and authentic: the characteristic sound of the SLS AMG Coupé Electric Drive embodies the sound of the 21st century. After an elaborate series of tests as well as numerous test drives, the AMG experts have created a sound which captures the exceptional dynamism of this unique super sports car with electric drive. Starting with a characteristic start-up sound, which rings out on pressing the "Power" button on the AMG DRIVE UNIT, the occupants can experience a tailor-made driving sound for each driving situation: incredibly dynamic when accelerating, subdued when cruising and as equally characteristic during recuperation. The sound is not only dependent on road speed, engine speed and load conditions, but also reflects the driving situation and the vehicle’s operating state with a suitable driving noise. Perfect feedback for the driver is guaranteed thanks to a combination of the composed sound, the use of the vehicle’s existing inherent noises and the elimination of background noise – this is referred to by the experts as "sound cleaning." The impressive sound comes courtesy of the standard sound system with eleven loudspeakers.

Advanced Formula 1 technology: high-voltage lithium-ion battery

Battery efficiency, performance and weight: in all three areas Mercedes-AMG is setting new standards. The high-voltage battery in the SLS AMG Coupé Electric Drive boasts an energy content of 60 kWh, an electric load potential of 600 kW and weighs 548 kg – all of which are absolute best values in the automotive sector. The liquid-cooled lithium-ion high-voltage battery features a modular design and a maximum voltage of 400 V.

Advanced technology and know-how from the world of Formula 1 have been called on during both the development and production stages: the battery is the first result of the cooperation between Mercedes-AMG GmbH in Affalterbach and Mercedes AMG High Performance Powertrains Ltd. Headquartered in Brixworth in England, the company has been working closely with Mercedes-AMG for a number of years. F1 engine experts have benefited from its extensive expertise with the KERS hybrid concept, which made its debut in the 2009 Formula 1 season. At the Hungarian Grand Prix in 2009, Lewis Hamilton achieved the first historic victory for a Formula 1 vehicle featuring KERS hybrid technology in the form of the Mercedes-Benz KER System. Mercedes AMG High Performance Powertrains supplies the Formula 1 teams MERCEDES AMG PETRONAS, Vodafone McLaren Mercedes and Sahara Force India with Mercedes V8 engines and the KERS.

The high-voltage battery consists of 12 modules each comprising 72 lithium-ion cells. This optimised arrangement of a total of 864 cells has benefits not only in terms of best use of the installation space, but also in terms of performance. One technical feature is the intelligent parallel circuit of the individual battery modules – this helps to maximise the safety, reliability and service life of the battery. As in Formula 1, the battery is charged by means of targeted recuperation during deceleration whilst the car is being driven.

High-performance control as well as effective cooling of all components

A high-performance electronic control system converts the direct current from the high-voltage battery into the three-phase alternating current which is required for the synchronous motors and regulates the energy flow for all operating conditions. Two low-temperature cooling circuits ensure that the four electric motors and the power electronics are maintained at an even operating temperature. A separate low-temperature circuit is responsible for cooling the high-voltage lithium-ion battery. In low external temperatures, the battery is quickly brought up to optimum operating temperature with the aid of an electric heating element. In extremely high external temperatures, the cooling circuit for the battery can be additionally boosted with the aid of the air conditioning. This also helps to preserve the overall service life of the battery system.

Quick charge function via special wall box

Ideally the SLS AMG Coupé Electric Drive is charged with the aid of a so-called wall box. Installed in a home garage, this technology provides a 22 kW quick-charge function, which is the same as the charging performance available at a public charging station. A high-voltage power cable is used to connect the vehicle to the wall box, and enables charging to take place in around three hours. Without the wall box, charging takes around 20 hours. The wall box is provided as an optional extra from Mercedes-AMG in cooperation with SPX and KEBA, two suppliers of innovative electric charging infrastructures for the automotive industry.

Eight-stage design for maximum safety

To ensure maximum safety, the SLS AMG Coupé Electric Drive makes use of an eight-stage safety design. This comprises the following features:

1. all high-voltage cables are colour-coded in orange to prevent confusion

2. comprehensive contact protection for the entire high-voltage system

3. the lithium-ion battery is liquid-cooled and accommodated in a high-strength aluminium housing within the carbon-fibre zero-intrusion cell

4. conductive separation of the high-voltage and low-voltage networks within the vehicle and integration of an interlock switch

5. active and passive discharging of the high-voltage system when the ignition is switched to "off"

6. in the event of an accident, the high-voltage system is switched off within fractions of a second

7. continuous monitoring of the high-voltage system for short circuits with potential compensation and insulation monitors

8. redundant monitoring function for the all-wheel drive system with torque control for individual wheels, via several control units using a variety of software

By using this design, Mercedes-AMG ensures maximum safety during production of the vehicle and also during maintenance and repair work. Of course the SLS AMG Coupé Electric Drive also meets all of the statutory and internal Mercedes crash test requirements.

All-wheel drive with AMG Torque Dynamics enables new levels of freedom

Four motors, four wheels - the intelligent and permanent all-wheel drive of the SLS AMG Coupé Electric Drive guarantees driving dynamics at the highest level, while at the same time providing the best possible active safety. Optimum traction of the four driven wheels is therefore ensured, whatever the weather conditions. According to the developers, the term "Torque Dynamics" refers to individual control of the electric motors, something which enables completely new levels of freedom to be achieved. The AMG Torque Dynamics feature is permanently active and allows for selective distribution of forces for each individual wheel. The intelligent distribution of drive torque greatly benefits driving dynamics, handling, driving safety and ride comfort. Each individual wheel can be both electrically driven and electrically braked, depending on the driving conditions, thus helping to optimise the vehicle’s cornering properties, reduce the tendency to oversteer/understeer, increase the yaw damping of the basic vehicle, reduce the steering effort and steering angle required, increase traction, and minimise ESP and ASR intervention.

The AMG Torque Dynamics feature boasts a great deal of variability and individuality by offering three different transmission modes:

• Comfort (C): comfortable, forgiving driving characteristics
• Sport (S): sporty, balanced driving characteristics
• Sport plus (S+): sporty, agile driving characteristics

AMG Torque Dynamics enables optimum use of the adhesion potential between the tyres and the road surface in all driving conditions. The technology allows maximum levels of freedom and as such optimum use of the critical limits of the vehicle’s driving dynamics. Outstanding handling safety is always assured thanks to the two-stage Electronic Stability Program ESP®.

"AMG Lightweight Performance" design strategy

The trailblazing body shell structure of the SLS AMG Coupé Electric Drive is part of the ambitious "AMG Lightweight Performance" design strategy. The battery is located within a carbon-fibre monocoque which forms an integral part of the gullwing model and acts as its "spine". The monocoque housing is firmly bolted and bonded to the aluminium spaceframe body. The fibre composite materials have their roots in the world of Formula 1, among other areas. The advantages of CFRP (carbon-fibre reinforced plastic) were exploited by the Mercedes-AMG engineers in the design of the monocoque. These include their high strength, which makes it possible to create extremely rigid structures in terms of torsion and bending, excellent crash performance and low weight. Carbon-fibre components are up to 50 per cent lighter than comparable steel ones, yet retain the same level of stability. Compared with aluminium, the weight saving is still around 30 per cent, while the material is considerably thinner. The weight advantages achieved through the carbon-fibre battery monocoque are reflected in the agility of the SLS AMG Coupé Electric Drive and, in conjunction with the wheel-selective four-wheel drive system, ensure true driving enjoyment. The carbon-fibre battery monocoque is, in addition, conceived as a "zero intrusion cell" in order to meet the very highest expectations in terms of crash safety. It protects the battery modules inside the vehicle from deformation or damage in the event of a crash.

The basis for CFRP construction is provided by fine carbon fibres, ten times thinner than a human hair. A length of this innovative fibre reaching from here to the moon would weigh a mere 25 grams. Between 1000 and 24,000 of these fibres are used to form individual strands. Machines then weave and sew them into fibre mats several layers thick, which can be moulded into three-dimensional shapes. When injected with liquid synthetic resin, this hardens to give the desired structure its final shape and stability.

Optimum weight distribution and low centre of gravity

The purely electric drive system was factored into the equation as early as the concept phase when the super sports car was being developed. It is ideally packaged for the integration of the high-performance, zero-emission technology: by way of example, the four electric motors and the two transmissions can be positioned as close to the four wheels as possible and very low down in the vehicle. The same applies to the modular high-voltage battery. Advantages of this solution include the vehicle’s low centre of gravity and balanced weight distribution – ideal conditions for optimum handling, which the electrically-powered gullwing model shares with its petrol-driven sister model.

New front axle design with pushrod damper struts

The additional front-wheel drive called for a newly designed front axle: unlike the series production vehicle with AMG V8 engine, which has a double wishbone axle, the SLS AMG Coupé Electric Drive features an independent multi-link suspension with pushrod damper struts. This is because the vertically-arranged damper struts had to make way for the additional drive shafts. As is usual in a wide variety of racing vehicles, horizontal damper struts are now used, which are operated via separate push rods and transfer levers. Thanks to this sophisticated front-axle design, which has already been tried and tested in the world of motorsport, the agility and driving dynamics of the SLS AMG Coupé Electric Drive attain the same high levels as the V8 variant. Another distinguishing feature is the speed-sensitive power steering with rack-and-pinion steering gear: the power assistance is implemented electrohydraulically rather than just hydraulically.

AMG ceramic composite brakes for perfect deceleration

The SLS AMG Coupé Electric Drive is slowed with the aid of AMG high-performance ceramic composite brakes, which boast direct brake response, a precise actuation point and outstanding fade resistance, even in extreme operating conditions. The over-sized discs – measuring 402 x 39 mm at the front and 360 x 32 mm at the rear – are made of carbon fibre-strengthened ceramic, feature an integral design all round and are connected to an aluminium bowl in a radially floating arrangement.

The ceramic brake discs are 40 per cent lighter in weight than the conventional, grey cast iron brake discs. The reduction in unsprung masses not only improves handling dynamics and agility, but also ride comfort and tyre grip. The lower rotating masses at the front axle also ensure a more direct steering response – which is particularly noticeable when taking motorway bends at high speed.

Exclusive, high-quality design and appointments

Visually, the multi-award-winning design of the SLS AMG is combined with a number of specific features which are exclusive to the Electric Drive variant. The front apron has a striking carbon-look CFRP front splitter which generates downforce on the front axle. The radiator grille and adjacent air intakes adorn special areas painted in the vehicle colour and with bionic honeycomb-shaped openings. They are not only a visual highlight but, thanks to their aerodynamically optimised design, also improve air flow over the cooling modules mounted behind them. Darkened headlamps also impart a sense of independence to the front section. Viewed from the side, the "Electric Drive" lettering stands out on the vehicle side, as do the AMG 5-twin-spoke light-alloy wheels with their specific paint design. The SLS AMG Electric Drive comes as standard with 265/35 R 19 tyres on the front and 295/30 R 20 tyres on the rear. The overall look is rounded off to dynamic effect by the new diffuser-look rear apron, and the darkened rear lamps. One feature reserved exclusively for the SLS AMG Coupé Electric Drive is the "AMG electricbeam magno" matt paint finish. A choice of five other colours is available at no extra cost.

When the exterior colour AMG electricbeam magno is chosen, the high-quality, sporty interior makes use of this body colour for the contrasting stitching – the stitching co-ordinates perfectly with designo black Exclusive leather appointments. AMG sports seats and numerous carbon-fibre trim elements in the interior underscore the exclusive and dynamic character of what is currently the fastest electric car. Behind the new AMG Performance steering wheel there is a newly designed AMG instrument cluster: instead of a rev counter, there is a power display providing information on the power requirements, recuperation status, transmission modes and battery charge.

AMG Performance Media as standard

The AMG DRIVE UNIT comprises the electronic rotary switch for selecting the three transmission modes of "C" (Controlled Efficiency), "S" (Sport) and "S+" (Sport plus), which the driver can use to specify different performance levels from the electric motors, which in turn also changes the top speed and accelerator pedal response. Behind the buttons for "power" and "ESP On/Off", there are also buttons for AMG Torque Dynamics and AMG Setup.

In addition to carbon-fibre exterior mirrors, AMG carbon-fibre engine compartment cover, COMAND APS, Media Interface, Blind Spot Assist and reversing camera, the standard equipment also includes the AMG Performance Media system. Besides full high-speed mobile internet access, the system provides information on engine performance, lateral and longitudinal acceleration, tyre pressure, vehicle setup and lap times, as well displaying a variety of additional information such as:

• vehicle energy flow
• battery charge status
• current range
• AMG Torque Dynamics
• temperatures of the battery and motors
• energy consumption kWh/100 km

The Mercedes-Benz SLS AMG Coupé Electric Drive will be celebrating its market launch in June 2013. The price in Germany (incl. 19% VAT) will be:

SLS AMG Coupé Electric Drive: 416,500 euros

Mercedes-Benz UK is looking into the potential of offering the car in the UK.

CAR's rating

Handling

Performance

Usability

Feelgood factor

Readers' rating

Conclusion

To say the least, this car is freaking awesome and, sans the pricing, it kicks the snot bubbles out of its gasoline-powered counterpart. Sure, it is a little slower than the gas model, but to have an EV that can pull off these types of performance numbers is simply stunning. But, that €416,500 certainly is a buzz kill for 95 percent of the world.