2021 Mercedes-AMG G63 First Test: Respect the Master
Mastery. It's exceedingly rare, though I've seen it with my own eyes a few times. Caught an Alfred Ladzekpo drum solo once. Front-row seats at a Johnny Cash concert a quarter of a century ago. Performances that transcended what feels possible and ascended to the realm of the magical. But what does any of this have to do with a China Blue 2021 Mercedes-AMG G63?
I've driven more cars than I can count all over Los Angeles. None has received a more positive reaction. Human beings seemed to be universally smitten with this China Blue G. Some degree of mastery is needed to achieve so much positive feedback. But can this softly leathered, pastel blue G-wagen be a masterpiece when it's a universe away from its not-so-humble origins? Initially conceived by the Shah of Iran as a military vehicle, the G has transcended every definition and categorization car marketers can think of. Remember, Mercedes was done with the G-Class back around 2007, and the GL (now the GLS) was supposed to replace the icon. Didn't quite work out that way. A quickie Google just showed me a 2021 G63 with an MSRP of $190K and 1,100 miles on the clock on sale for $340,000. What other vehicle on earth does that?
After spending 72 hours with this particular G and contemplating how the concept of mastery applies to it, what can I say? What can I add to the conversation about an SUV that's literally selling for $150K over sticker, used? A little bit, I hope.
The G63 would be better as an EV. Here come the slings and the arrows, I know, but hear me out. Yes, the twin side pipes make an awesome noise. Only AMG could have figured out a way to make twin-turbocharged V-8s sound this deeply angry, and the short-piped G might be the loudest and most brutal of them all. However, the EPA estimations for this 5,784-pound solid steel wildebeest are 12/16/14 mpg—terrible, and that I barely cracked 10 mpg was even worse. I'd like to leave my son a world worth inheriting, and if this G were an EV, it would ever so slightly help move us toward that goal.
Nearly three tons of China Blue fun is already heavy, and going electric would obviously make the thing even heavier. How heavy are we talking? The downright amazing Rivian R1T weighs about 7,150 pounds, and that's a bit more than the 6,750 pounds I bet an EV G would clock in at. The Rivian has four motors, while the the Mercedes-EQ EQS580 has but two. But even if the upcoming EQG580 (Mercedes' lousy nomenclature, not mine) weighs more than the Rivian, its efficiency will likely more than quadruple, as the R1T is EPA-rated at 74/66/70 mpg-e. That's, frankly, huge.
An electric G would probably be quicker, too. Not that the current car is a slouch. Our test SUV hit 60 mph in a quick but not otherworldly 3.9 seconds. Does the 577-hp G63 have any real competition? Not really, and that's part of what makes it such an icon. The 5,122-pound Jeep Wrangler 392 with a 470-hp V-8 hits 60 mph in 4.2 seconds, whereas the 835-hp Rivian R1T does so in 3.1 seconds (or 3.2 with off-road tires).
The G63's quarter-mile time is 12.5 seconds at 109.9 mph, which is respectable for a brick. Nearly as bricklike, the 392 is on the G's heels with a 12.9-second run, though its trap speed is just 100.4 mph. That Rivian truck? It initially smokes the AMG with an 11.6-second blast down the quarter (or 11.7 on the off-road meats). But note the R1T's trap speed: just 110.8 mph. Looks like the Rivian's accelerative advantage is over after 1,320 feet.
As for braking, it took AMG two years after the G63 launched in 2019 to come up with 20-inch wheels that would fit over its massive rotors. China Blue here rode around on 22s. Braking from 60 mph took 116 feet, which is neither great nor bad. Pretty average for a passenger vehicle, actually. The Wrangler 392 takes a spooky 133 feet (though, sadly, that's decent for a Jeep Wrangler), whereas the R1T stops from 60 mph in an even worse 135 feet. Let's hear it for those 14.8-inch front/13-inch rear rotors.
Around our figure-eight test track, the G63 pogoed its way around in 26.8 seconds, exactly as quickly as a Mini Cooper S Convertible. Not quite sure what that means. The Jeep 392 turned in an embarrassing 29.3-second performance. For various reasons, we have yet to figure-eight a Rivian, but we will. That said, heavy pickup trucks tend to perform poorly in that particular test.
Aside from the dreadful fuel economy numbers and a comically expensive barrier to entry—this example stickers at $180,150, before dealers add on their cruel market adjustments—is there anything not to love about the 2021 G63? No, I can't think of anything. It's perfectly sized (about the same as a Wrangler Unlimited and four-door Ford Bronco), and around town, it's just a joy to drive. Especially if your idea of joy is imperious, effortless cruising that makes you feel like a master of the universe. To use the parlance of our times, G-Wagens just hit different.
I've heard some rumblings about Mercedes' impressive MBUX touchscreen system being unavailable (yet) on G-Wagens, including from a friend I partially strong-armed into buying a G550. But he's since recanted, telling me, "I like the scroll wheel better than a touchscreen, and there are no fingerprints all over the place."
Like most owners, he'll never take his G off-road. However, I have no such scruples, and I took a different G63 equipped with the new AMG Trail package on some pretty treacherous trails, and the luxo-truck performed admirably. Scraped its chin a few times, but that's nothing a 1-inch lift wouldn't solve.
Are we talking about an automotive masterpiece? I wager we are. The 2021 AMG G63 is as close to the mythical notion of perfection as a vehicle is likely to get. Others playing on this elevated field? The Porsche 911. That's kinda it.
Here's what I mean: If the excellent Honda Accord went out of production tomorrow, I'd be miffed, but a dozen competitors would eagerly step in to take its place. Did anyone lose sleep over the death of the Ford Fusion?
Like Mercedes with the G-Wagen, there was a time when Porsche actively tried to kill off the 911. But exactly like Mercedes and the Geländewagen, Porsche just couldn't do it. Irreplaceable? Essentially. What both Stuttgart-based manufacturers figured out is that the world would be worse off if their icons weren't in it. If that doesn't make a machine a masterpiece, I don't know what does.
Looks good! More details?SPECIFICATIONS 2021 Mercedes-AMG G63 BASE PRICE $157,500 PRICE AS TESTED $180,150 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door SUV ENGINE 4.0L/577-hp/627-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 9-speed automatic CURB WEIGHT (F/R DIST) 5,784 lb (54/46%) WHEELBASE 113.8 in LENGTH x WIDTH x HEIGHT 191.9 x 79.3 x 77.4 in 0-60 MPH 3.9 sec QUARTER MILE 12.5 sec @ 109.9 mph BRAKING, 60-0 MPH 116 ft LATERAL ACCELERATION 0.78 g (avg) MT FIGURE EIGHT 26.8 sec @ 0.68 g (avg) EPA CITY/HWY/COMB FUEL ECON 13/16/14 mpg ENERGY CONS, CITY/HWY 259/211 kWh/100 miles CO2 EMISSIONS, COMB 1.37 lb/mile Show AllYou may also like
We've talked quite a lot about the mid-engine C8 Corvette, even going so far as to name it our 2020 Car of the Year. We have lots of stories you can read about how it drives around town, on back roads, and on racetracks. The whole point of having a long-term 2021 Chevrolet Corvette Z51 test vehicle, though, is to tell you what it's like living with the car day in and day out.After 10 months of "ownership," we've put together a list of the top six little details about the Corvette we think are great, the six that drive us crazy, and the six that are worth mentioning but aren't good or bad enough to make the other lists. Here are the good, the bad, and the whatevers of the C8 Corvette.
mazda mazda3 Full OverviewAspiration toward a higher plane of luxury and refinement is a near-universal notion. Plenty of us Yanks would call it the American dream, but the idea is far from exclusive to those living in the States. Mazda has been working at it for years.The Japanese automaker has been known for decades as the sportier alternative to similarly priced Hondas and Toyotas (insert the well-worn "zoom-zoom" tagline here), but it's been striving toward a different brand identity as of late. Based on its product strategy over the past five years and having developed a rear-drive hybrid inline-six platform for the next Mazda 6 and a pair of new SUVs, it's obvious Mazda is working to go upscale along the lines of Lexus or Acura.But what of its current lineup? With the optional turbocharged engine, AWD, and the Premium Plus package, our 2022 Mazda 3 test vehicle rang in at a steep for the segment $34,115—more than $10K richer than a base Honda Civic and within three grand of a BMW 228i Gran Coupe. So the question becomes, is a loaded Mazda 3 a proper luxury alternative, or a cheap compact with a handful of extra features?Test Figures and Driving ImpressionsOne thing's for sure, this particular Mazda 3 isn't your basic front-drive compact sedan with a wheezy four-cylinder. Its optional 2.5-liter turbo inline-four develops 227 hp (or 250 hp on premium fuel) and 310 lb-ft of torque; both numbers are the highest you'll find in the compact segment this side of a Civic Type R or a Subaru WRX.Here are the numbers: 0-60 mph in 6.4 seconds and the quarter mile in 14.8 seconds at 94.6 mph. For context, when we tested an AWD Mazda 3 with the standard naturally aspirated four-pot kicking out 186 hp and 186 lb-ft, it reached 60 mph in 8.1 seconds and took 16.2 seconds to run the quarter. (By comparison, our long-term BMW 228i Gran Coupe took 6.0 seconds to hit 60 mph.) Braking from 60 to 0 mph was slightly better in the Mazda 3 turbo car, too, taking 120 feet and 122 feet, respectively, to get to a full stop. That's quite a bit off the stopping power of the new Honda Civic Si, however, which hauls to 0 mph in just 110 feet.On the road, this top-spec Mazda 3 delivers a driving experience that's more refined and mature than you'd expect of this class of vehicle. The turbo-four's plentiful torque provides a good shove any time you explore the latter half of the throttle's pedal travel, plus the earlier peak torque disguises the aging six-speed automatic tranny's lack of cogs compared to some of its peers. Additionally, noise, vibration, and harshness levels from the powertrain are better than some entry-level luxury cars.The steering is weighty and accurate, even providing a bit of feel. This is one area where Mazda's sporting history shines through. Ride quality is firmer than a more relaxed compact like the Hyundai Elantra, but that pays off in the 3's superb body control and stable handling. The platform feels rock-solid through corners and is happy to keep up when you get excited on a twisty two-lane. We had a chance to drive in snow and ice, too; the AWD system shuffled torque fore and aft to keep the little Mazda pointed straight and the driver unworried. The traction control system severely limits power, but you can turn it off and have a bit of fun when you do.All that said, Mazda's driver assist system isn't programmed to be nearly as supportive as those from Honda, Hyundai, Kia, or Toyota. Lane centering hardly ever engages, and the adaptive cruise control occasionally exhibits unnatural braking behavior. If you want something that minimizes fatigue on the highway with modern active safety features, the Mazda 3 isn't it.Design ExcellenceThe Mazda 3 easily looks like the most expensive vehicle in the compact segment, with a dash-to-axle spacing that disguises its FWD underpinnings better than competitors like the Mercedes-Benz CLA-Class and BMW 2 Series Gran Coupe. Its LED head- and taillights are distinctively premium, and the way the turn signals blink on strong and slowly fade looks like it's straight off an Audi.Inside, the 2022 Mazda 3's interior layout is minimalist without feeling cheap, and there are no finicky touch buttons; you get expensive-feeling knobs for climate control and volume, which is a huge plus. This is what elegance and class can feel like in a relatively inexpensive vehicle. Materials and build quality feel top notch, too, and the ergonomics are excellent other than the cupholders, which aren't ideal for taller drinks.Some staffers experienced issues with the infotainment system (it can take a few too many steps to find basic functions like a radio tuner), but in many ways it comes off as a better-executed version of an older BMW iDrive system. Mazda's use of a rotary infotainment controller rather than a touchscreen allows the standard 8.8-inch infotainment display to be mounted high on the dash, which means drivers can keep their peripheral vision on the road while selecting a podcast or adding a gas station to their navigation route.That's not to say the interior isn't missing a few features given its nearly $35,000 price point. Even fully loaded, the Mazda 3 lacks cooled seats, wireless Apple CarPlay or Android Auto, rear climate control vents, and a wireless charging pad—all of which are available in lower-priced competitors. It's also worth noting that the Mazda's rear seat is the tightest in the segment. Six-footers will be brushing their noggins on the headliner, and sharp impacts aren't going to be easy on the spine.Is the Mazda 3 Turbo a Good Car?The turbocharged and loaded-up 2022 Mazda 3 isn't a vehicle for everyone. Its back seat is exceedingly small and poorly equipped, the driver-assist tech is way behind those of the competition, and some folks won't vibe with the infotainment system's occasionally convoluted layout. There are competitors with more features, too. But would we take it over an entry-level luxury sedan like the BMW 2 Series Gran Coupe? In a heartbeat.Looks good! More details? 2022 Mazda 3 Sedan AWD Turbo Specifications BASE PRICE $31,565 PRICE AS TESTED $34,115 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 2.5L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 227 hp @ 5,000 rpm* TORQUE (SAE NET) 310 lb-ft @ 2,000 rpm TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 3,376 lb (62/38%) WHEELBASE 107.3 in LENGTH x WIDTH x HEIGHT 183.5 x 70.7 x 56.9 in 0-60 MPH 6.4 sec QUARTER MILE 14.8 sec @ 94.6 mph BRAKING, 60-0 MPH 120 ft LATERAL ACCELERATION 0.84 g (avg) MT FIGURE EIGHT 26.6 sec @ 0.67 g (avg) EPA CITY/HWY/COMB FUEL ECON 23/32/27 mpg EPA RANGE, COMB 343 miles ON SALE Now *250 hp on 93-octane fuel Show All
ford explorer Full OverviewTwo years into the pandemic, a fair number of people continue to take a break from their house/and immediate urban environs by heading outdoors and getting away from everything. For instance, Ford Explorer owners report a 56 percent increase in off-road use over the past three years, according to the company. Whether that's partially caused by lockdowns or changes in consumer tastes, the fact is more people are into off-road-oriented vehicles. That's why Ford launched the Timberline subbrand: It delivers slightly more capability off the pavement for those who want to hit the trails more often while looking a little more badass. The 2022 Ford Explorer Timberline is the first model to boast this package, and Ford has also announced an Expedition Timberline.The 2022 Ford Explorer Timberline also targets Subaru customers who are avid campers and hikers. Although the Timberline is equipped so as to sit a level above any standard Subaru, it would pair well with the Ascent Wilderness rumored to be coming later this year.How does the 2022 Ford Explorer Timberline compare to its regular sibling? Are the upgrades worth the price? We headed from Los Angeles to the San Francisco Bay Area and back to find out.What's So Special?Beefier tires are the first thing you notice when walking toward the 2022 Ford Explorer Timberline. The Bridgestone Dueler all-terrain rubber has an aggressive tread pattern, and it bumps the Explorer's look. The tires aren't as off-road capable as the Jeep Wrangler's, but they are sufficient to tackle a dirt trail or snowy path. Compared to the regular Explorer, these tires are a night and day difference and will help you get to your camping spot or cabin. Road noise is their biggest drawback, as it is significantly louder compared to the regular Explorer—to the point where it's a bit difficult to hear passengers sitting in the back. The tires wrap high-gloss black 18-inch wheels exclusive to the Timberline and which sport the Timberline logo.While Ford raised the suspension 0.55 inch, the Explorer Timberline gets a 0.8-inch lift overall thanks to the tires adding a quarter inch. That's not enough for the Timberline to look much different height-wise, but its approach and departure angles rise to 23.5 and 23.7 degrees, respectively, up from 21.0/22.3 for the next-best Platinum.Look closer at the grille, and you'll see a couple of LED lights nicely placed on top of it. When the sun goes down, these lights illuminate the trail like it's daytime.A unique grille, new front fascia with orange detailing and orange hooks, and more black plastic on the sides and rear make the Explorer Timberline easily identifiable. If that's not enough to tell people what you're driving, badges on the SUV's rear and sides proclaim it as a Timberline. Meanwhile, steel skidplates protect nearly every inch of the underbody.How Unique Is the Interior?Like the exterior, the 2022 Ford Explorer Timberline's interior has cool details that are exclusive to the trim. The Deep Cypress Activex seats combine dark green leatherette with gray cloth, and they blend nicely and look the part. After two five-hour drives, the seats still felt supportive and pleasant, and friends traveling with us called them out as being notably comfortable. The green leatherette and orange contrast stitching expands to the door panels, and a gray-stone mesh apliqué ups the dashboard's look.Besides the seats and fancy trim, as well as rubber floormats and the Explorer Timberline logos on the front headrests, the interior is pretty much like any other Explorer's. The bad news is that the small 8.0-inch screen comes with the old SYNC 3 infotainment system, which lacks the new version's modern graphics and easy-to-use features. But wired Apple CarPlay and Android Auto are standard.Our Timberline test model came equipped with second-row captain's chairs that allow easy access to the third row. Once you make it back there, legroom and headroom are pretty good, even for adults. The four rear seats fold flat, allowing you to place large items should you need the space for your camping gear.How's the Drive?All 2022 Ford Explorer Timberlines are powered by the Blue Oval's 2.3-liter EcoBoost l-4, delivering 300 hp and 310 lb-ft of torque, and a 10-speed auto sends the power to all four wheels. What's different from other Explorers, however, is the Torsen limited-slip differential, which can send torque to the wheel with the best traction depending on road conditions. The Terrain Management System features several driving modes, including Trail and Deep Snow/Sand to cruise better when navigating off the pavement.Ford fitted the 2022 Explorer Timberline with the same shocks as the Explorer Interceptor, the SUV you never want to see in your rearview mirror. The suspension means the Timberline rides stiffer on pavement; we felt almost every pothole and rut we encountered. The last regular Explorer we drove—a rear-wheel-drive XLT—felt bouncy and unsettled, which is quite different from how the Timberline rides. We didn't get a chance to drive the Timberline on a trail, but we expect the shocks will deliver a soft ride when hitting a dirt road, though we'll reserve final judgment for when we get to drive it off the concrete. The steering also feels different; it's numb and lacks a connection with the road, perhaps at least partially due to the beefier tires.The 2.3-liter EcoBoost is adequate for the Timberline in terms of power. During our testing, it accelerated from 0 to 60 mph in 6.8 seconds, a decent number given the tiny displacement and big body. We noted a strange noise coming from the back of the vehicle when accelerating at wide-open throttle, but things were mostly silent on the road—except for the tire noise coming into the cabin. On our figure-eight course, the numb steering revealed itself as arguably the worst thing about this SUV, but we were pleasantly surprised by the actual handling, which was relatively impressive.What's the Deal?For $47,705 as tested, the 2022 Ford Explorer Timberline looks good and adds potentially useful equipment for people who intend to head into nature. It's not cheap, but you get enough for your money to make it an attractive choice. Compared to the regular Explorer, the Timberline looks better and rides better. And not insignificantly, it keeps its price shy of $50,000, so even those who aren't avid outdoor enthusiasts might find the Timberline attractive.2022 Ford Explorer Timberline Pros and ConsProsGreat looksUseful off-road equipmentSpacious interiorConsLooks good! More details?Tire noiseStiff rideNumb steering 2022 Ford Explorer Timberline Specifications BASE PRICE $47,540 PRICE AS TESTED $47,705 VEHICLE LAYOUT Front-engine, AWD, 6-pass, 4-door SUV ENGINE 2.3L turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 300 hp @ 5,500 rpm TORQUE (SAE NET) 310 lb-ft @ 3,500 rpm TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 4,608 lb (51/49%) WHEELBASE 119.1 in LENGTH x WIDTH x HEIGHT 198.8 x 78.9 x 70.7 in 0-60 MPH 6.8 sec QUARTER MILE 15.3 sec @ 89.0 mph BRAKING, 60-0 MPH 127 ft LATERAL ACCELERATION 0.82 g (avg) MT FIGURE EIGHT 27.2 sec @ 0.64 g (avg) EPA CITY/HWY/COMB FUEL ECON 19/22/21 mpg EPA RANGE, COMB 376 miles ON SALE Now Show All
0 Comments