Love V-8s? In the Future, You're Going to Need to Get Wet
If you visualize the lifespan of the production V-8 engine as that of a Funny Car on the quarter-mile, let's just say the driver's getting ready to pull the chute. That ticking you hear ain't your lifters; the lap timer's running down on the great eight, with the final V-8s likely thumping around under the hood of trucks and a forlorn contingent of muscle cars and rarified sports cars into the early 2030's. There will be holdouts after that, but increasingly stringent regulations will continue to push out big displacement in favor of a gently humming set of electric motors.
It's written on the pitlane wall, folks. Ford announced its intentions to have 40-percent of its fleet electrified by 2030, while General Motors shoots to eliminate its portfolio of internal combustion entirely by 2035. Dodge's first battery electric car—known only as the goofily named Challenger eMuscle— allegedly arrives in 2024. Even if these automakers keep pumping out V-8-powered Mustangmaro GT-Hell500s for decades to come, the market will have geographically shrunk; California announced plans to ban sales of ICE vehicles by 2035, with similar bills in place in New York, Massachusetts, and the city of Seattle. We're not saying we're positive these proposals will come to pass, but the sentiment certainly isn't going away.
Mercedes-Benz: A V-8 Dynasty
That's just for the American stuff. It's worse for the overseas V-8 junkie; Jaguar Land Rover and Bentley are two V-8 purveyors among a growing number of automakers taking the all-electric pledge. As did Mercedes-Benz, with the German automaker announcing this past summer that every new vehicle architecture launched after 2025 will carry batteries only.
This is quite the loss for the greater V-8 portfolio. By our count, the 2021 model year offered American buyers a stunning 24 distinct Mercedes vehicles with a V-8 under the front hood. Granted, the mass majority carry a variant of the same M176/177/178 4.0-liter twin-turbo V-8, but we'd rather not see that engine's prolific status culled to zilch in the coming decade.
Bummer. Not only has Merc played in the V-8 game for 59 years as of 2022, but the iconic German marque is responsible for some of the greatest eight-cylinder engines in history. The 6.3-liter M100 was Merc's first, roaring to life in 1963 under the hood of Der Große Mercedes 600, serving as Europe's first post-war production V-8 following the three-pointed star's rich history of inline-eights.
The M100 proved hearty and hale enough to last through 1981, replaced in-step by the pre-existing M116 and M117 V-8s that ranged from a tiny 3.5-liters up to a full 5.6-liters. Before it was snuffed, the M100 stunned the world in 6.8-liter guise, shuttling dignitaries, bankers, and celebrities in the mighty 450SEL 6.9.
Development and production of the Mercedes V-8 continued unabated through the 1980s and 1990s, a flowering family tree sprouting gas-guzzlin' greats like the supercharged 5.4-liter M113 V-8 found in AMG's early-to-mid 2000s "55" series. 2006 saw the introduction of the 6.2-liter M156, AMG's first fully in-house V-8 that kicked off the incredible "63" series of AMG-ified Mercs from its debut year through 2015.
Flat-Out Into Flat-Plane
Mercedes gradually phased out the M113 in favor of a blend between the twin-turbo 4.7-liter M278 and the AMG-facing twin-turbo 5.5-liter M157 in the early-to-mid 2010s. Then, the new 4.0-liter twin-turbo M176/M177/M178 family streamlined it all under the roof of a singular engine family; by 2020, every V-8 Mercedes carried some variant of the four-point-oh. In most cases, output differences boiled down to programming, turbo size and configuration, and intake/exhaust; depending on what the alphanumeric scrawl read on the rear decklid, power ranges from 456 hp to a wicked 720 hp. Jumping to the Mercedes-AMG GT's M178 adds beefy hardware to handle extended thrash sessions, notably swapping wet sump for dry sump lubrication, though most of the exploding stuff under the cowl of an AMG GT is recognizable when parked next to a C 63, or even S 560—with one notable exception.
Enter the M178 LS2. In direct contrast to every production Mercedes V-8 ever—yes, ever ever—the AMG GT Black Series' 4.0-liter packs a flat-plane crankshaft in place of the garden variety crossplane spinny stick. Fresh camshafts and exhaust manifolds are snapped on to make sure everything plays nice with the exotic firing order, while turbochargers are upsized for an extra 5.0 psi of boost over the crossplane AMG GT R.
Black Series is Code for Badass(er)
Even amongst the rarified roster of atomic Black Series (BS) weapons, the GT BS oozes brutality. The body of the GT BS swells with menace and bristles with an arsenal of wings, canards, diffusers, vents, and slats that wouldn't look out of place on the Sebring starting line. You can rarely accuse Mercedes-Benz of goofing off on the job, but the GT Black Series is so serious, so singularly focused in its task of trackday subjugation, we wouldn't be surprised to learn the development engineers slept on the shop floor, munched on coffee grounds for breakfast, and only got to work after a three-hour morning MMA training routine. Aside from the leather and Alcantara swaddling the interior, the GT BS feels like a performance car commissioned by SEAL Team Six.
Much like enemies Ferrari or McLaren's boosted flat-plane screamers, the bulk of the Black Series' 720 hp and 590 lb-ft arrives fashionably late in the rev-range, with all 720 braying racehorses peaking at 6,700 rpm, just 300 rpm short of redline. That thick shmear of torque fills in the gaps, the full 590 lb-ft coming into effect between 2,000 and 6,000 rpm.
The result is a V-8 soundtrack and character unlike any other Merc thumper we've ever experienced. Power is predictably ferocious, but you wouldn't necessarily know that from the outside—or inside, for those hard of hearing. In fact, be careful where you flex with your new third-million-dollar track toy, lest you're aurally shown-up by the slower, less expensive, less exclusive, and surprisingly louder AMG GT R with its trademark AMG snap, crackle, and roar.
The M178 LS2 sounds like a McLaren yelling from a padded asylum cell, with the best banshee notes scrubbed into sterilized, no-nonsense whap-whaps when you jab the throttle. Europe's stringent sound regulations no-doubt play a role in the odd hush, but you'd think a 720-hp hand-built AMG flat-plane V-8 would be challenging to render street-legal, let alone tolerable to stand adjacent to while idling. Still, it's a tremendous engine, and the perfect honed titanium hand grenade to sit at the top of Merc's gas-burning weaponry cache until made obsolete by a watermelon-sized electric motor.
The Future of the V-8 is Salty
If you're less of a brand tribalist and more of a general enthusiast of the great and mighty V-8, there is a safe haven from all the plug-in and shush-up on the horizon—you've just gotta be willing to get a little wet from time to time. For the foreseeable future, gas-burnin' boats and the marinized V-8 have solid sea-legs even as the landlubbers turn zappy, and that's not something at risk of changing overnight.
While the bloodlines of the automotive V-8 sprouted out like a river delta, with each iteration expressing unique character and range of application, the marinized V-8 is less about personality than it is pure, uncut power. Don't expect your flotilla of V-8 cigarette boats to return the same experiential variance of a Ferrari V-8 against Chevrolet's finest smallblock, but hey—it's nice to know the V-8 thunder will still peal long after the echoes fade on shore.
We came to this realization lounging on a dock down in the Florida Keys, specifically as we watched the latest collaboration between Cigarette Racing and Mercedes-AMG gently bob in the quiet marina. The orange-and-black 41-foot Nighthawk Black Series is the 13th AMG-branded boat to emerge from this partnership, and only the latest in a long dynasty of tremendously potent showcase powerboats from Cigarette Racing.
Big names, big power. This waterbound AMG-branded speed-shard packs a cluster of five supercharged outboard V-8s rated for a combined 2,250 hp. Yeah, and you thought you were hot stuff with your C 63. The power-mad waterdogs over at Mercury Racing supply this firepower; an obvious matchup, as Mercury Racing is the biggest name for powertrains in the performance watercraft industry, and a subsidiary of one of the most storied and powerful marine-focused manufacturers in the world.
It's fortuitous—and obvious— that Mercedes-AMG and Cigarette Racing would choose Florida as the debut stage for this latest mashup. Boats, big-blocks, and off-shore racing courses through the Sunshine State's sky-blue veins; Cigarette calls Opa-Locka home, while Wisconsin-based Mercury Marine holds deep, deep roots in the peninsula's waters—and not just the salty stuff.
An Eight-Cylinder Mecca
A short drive southeast of Orlando, a 1,440-acre enclosed lake laps placidly against its heavily wooded shores. On Google Maps, it's billed as Lake Conlin, just one of 50 named lakes in the county, but to the powerboat faithful, it's known by the outlandishly enigmatic moniker of Lake X.
In 1957, Mercury founder Carl Kiekhaefer buzzed central Florida in a single-engine prop-plane, scouring the topography for a private lake on which he could conduct secret watercraft testing during the winter season away from the eyes of competitors and ears of annoyed neighbors. The 10,000-and-change acre property containing Lake X was soon purchased, and testing got underway immediately.
Lake X soon became known as the off-limits mecca of powerboat development, with rumors growing into legend; up until the early 2000s, if it was fast, if it was loud, and if it was powered by Mercury Racing, it was fine-tuned at Lake X. Regardless if you prefer your feet wet or dry, this unassuming Floridian lake is a holy site in the bible of the V-8. We had to pay our respects.
This roadtrip from Miami to Lake X was, in a sense, our decade-early epitaph for Benz's V-8. Our funeral procession was tiny, but meaningful; Mercedes opened the archives and tossed us the keys a 2008 CLK 63 AMG Black Series, one of the most characteristically V-8 AMGs to ever spin a tire in anger. If the flat-plane M178 LS2 is the cutting-edge, sci-fi warp-drive zenith for the Merc V-8, the CLK's 6.2-liter M156 is the heart of an old warship pulled straight from the industrial era.
Obviously Old-School
It's got all the mechanical hallmarks of a modern engine—dual-overhead cams, four-valves per cylinder—but out on the arrow-straight backroads lancing through central Florida, it feels like something plucked from the streets of Byzantium. In direct contrast to the clean, crisp guttural blats issued from the current crop of 4.0-liter M178 V-8s, the rear of the Mars Red coupe clattered with dirty, oily thunder. The sound is paleolithic, almost inappropriate; if a medieval peasant heard this metal-on-metal crackle emitting from the bowels of a bone-strewn cave, a raiding party would be assembled.
500 hp and 465 lb-ft means it certainly has the hustle to match the roiling heavy metal soundtrack, though progress has sapped our serotonin receptors; hampered by a slow-ish shifting seven-speed automatic transmission, the CLK 63 Black Series offers about as much forward poke as a 2022 Ford Mustang GT; less, actually, as an automatic 'Stang undercuts the CLK by 0.6-seconds in the quarter-mile.
But in its prime? What an athlete. In 2008, 500 hp was enough to step on the necks of the contemporaneous BMW M3, poke the eyes of the 911 Turbo, kick sand in Aston Martin's martini, and grab at the heels of the C6 Corvette Z06. The noises make you blush, but the power delivery makes you swoon; power is relatively peaky, encouraging a heavy right foot and deep, deep drinks from that wellspring of torque.
Orlando-Based Bond Villainy
The chainlink gate to the Lake X facility arrived in a rush. After rumbling down a tree-lined path, a place-out-of-time greeted us; a back parking lot gives way to a cracked and uneven stretch of concrete that extends from the main structure to the water's edge. The first thing constructed at the testing facility was a channel of concrete sea-walls, sluicing straight into a covered engineering workshop built in 1969 that has the space to house a small marina's worth of boats. There's a distinct spy-thriller vibe to the complex, with large plexiglass dome portals ringing the primary building and peppering the exterior of the disused but oh-so-neat observation tower.
For a site so integral to the history of the loud-and-brash marine V-8, Lake X sure is tranquil. Mercury used the lake for testing until the early 2000s, when boats were just too fast for the lake's size. "180 mph shrinks any size," laughed Ken Eckert, facilities manager and engineer. After Kiekhaefer sold the property to entrepreneur Kenneth Kirchman in 1984, the new owner established a foundation dedicated to using the lush grounds and wetlands of Lake X to educate the public on Florida's ecology and wildlife.
Mercury returned in 2017, using the historic grounds as a satellite engineering and testing shop. "We can do stuff here in a day that would take five days to do on a public waterway," explained Eckert. "No wake zones, no other boaters, and no one to get in our way."
It's a small, wild capsule of serenity teeming with life. As we staged photos of the bright red CLK, a flock of wild turkeys strutted through the adjacent field. A gator floated lazily by one of the seawalls, while a heron waded a few yards down the shore. Inside the workshop, an engineer stripped down a 600-hp V-12 outboard for inspection.
V-8 Boats Forever? Maybe, Maybe Not
Much like an empty race track, Lake X was eerily quiet without the one-note roar of a powerboat. Luckily, I was just there on a quiet day; chatting with the folks at Cigarette Racing and Mercury Marine instilled in me the belief that the marine V-8 has a long, long life ahead of it—but not without change.
There's far less regulations and oversight levied onto marine engines, and depending on the engine, most units are uncatalyzed. "Is there potential for stricter regulations going forward? Most definitely," said Eckert. "That's certainly on our radar, and as everything we do, we look to the future. If the regulations change, I am 100-percent confident we could seamlessly change with them."
As of right now, widespread adoption and development of purely electric boats is unlikely, due to the aforementioned lack of legislative pressure, a nonexistent charging infrastructure, and the dramatic inefficiency of electric marine drivetrains relative to the electric car. Still, there are moves being made behind the scenes. Mercury Marine's parent company—the Brunswick Corporation—just acquired a battery company last September "to extend its leadership position in electrical systems innovation," the company said in a release. As of right now, this expansion might just be for small-scale lithium-ion battery systems for auxiliary power, but this seems like a logical first step toward serious electrification.
So, no speedy-but-silent powerboats for now. But in the future? "I think you'll see electric outboards in smaller vessels to start with, and you know how it goes—you've got to start developing the technology to make strides," Eckert mused. "I'm confident that over the years, it won't be an uncommon thing to see an electric powerboat." Then, the V-8 might truly begin its final decline. Maybe.
If that dreary dystopia ever arrives, perhaps we'll pull one of Cigarette Racing's AMG collaborations out of storage and go for one final blast. We know just the lake for the occasion.
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The Mercedes-Benz S-Class has been untouchable, until now. Finally, another flagship sedan stands a chance of intercepting Benz intenders before they default to an S-Class, and that party-crasher sedan is from Mercedes itself. The fully electric EQS aims for the same top end of the market as the S-Class, but does so with a fresher formula than its conventional, almost stagnant counterpart.At the top of the non-AMG EQS range is the EQS580, which keeps up with a Mustang Shelby GT500 in a straight line while suffocating occupants with silence and luxury. But this gas-versus-electricity battle is about more than just numbers and stifling quiet. If you have more than $100,000 for a luxury car that symbolizes wealth and good taste, you're probably going to look for a three-pointed star. Now, there are two choices when you get to the dealer. Both full-size Mercedes four-doors are 2022 Car of the Year finalists, but only one earns a first-place recommendation in this comparison. Which one is it—the gas model, or the new-age EV?Mercedes Luxury, Imagined Very Differently"S580" may literally be a part of the EQS580's name, but the two expensive luxury cars execute six-figure luxury in vastly different ways. The S-Class doesn't stray too far from what's made it a dominating force in its segment. Now available with I-6 and V-8 engines, the S-Class will add a plug-in hybrid model soon for those not ready to plunge into a fully electric future. And thanks to the EQS, loyal Mercedes buyers no longer need to look to the nearly $100,000 Tesla Model S or the spectacular—but barely established—Lucid Air. We're using the term luxury sedan loosely in this comparison; because the EQS580's rear glass lifts with the trunk lid, it's technically a hatchback.Both the S580 V-8 and the EQS580 are far quicker than most owners will expect, yet each car relaxes its occupants with quietness and layer after layer of luxury and technology. Under its long hood, the S580's twin-turbo 4.0-liter V-8 pumps out 496 hp and 516 lb-ft of torque. Acceleration to 60 mph comes in just 4.0 seconds despite an as-tested 4,961-pound curb weight, impressive in most comparisons but not this one.The EQS580 weighs 5,822 pounds, but that heft is propelled by front and rear motors combining for 516 hp and 631 lb-ft. With standard all-wheel drive like the S580, the EQS580 hits 60 mph in only 3.7 seconds (the single-motor, rear-drive EQS450+ model is a bit slower). The Lucid and Tesla are (much) quicker but really, who cares? These are luxury sedans, not dragsters. Numbers aside, the sensation of hushed and near-instant acceleration at any speed is an amusing sensation we enjoy, and it's one the gas-fed S580 can't quite match.Surreal Ride QualityThe S-Class also—shockingly—falls behind in ride quality. The way the EQS580 isolates passengers from what's underneath their feet is simply extraordinary, even when you opt for 22-inch wheels. Compare that with the S580, which delivers a merely decent ride with 21-inch wheels, an experience that improves if you stick with 20s. Still, it's no match for the EQS, and "merely decent ride" is never a phrase we want to use in the same sentence as "S-Class."Four-wheel steering makes both cars more maneuverable at city speeds than you'd expect from four-doors measuring in well over 200 inches in length. Thanks to that technology, the EQS580 has an astoundingly tight 35.8-foot turning radius. We'd recommend considering the option on both cars.The EQS580's light-weighted steering belies its Tahoe-esque curb weight, but don't expect much feel or sports-car-like behavior on a winding road."The EQS580 is a gigantic, electric sofa that moves around under its own power," said deputy editor Alex Stoklosa, encapsulating how the new Mercedes feels.The S580 handles itself better, but you never forget how much car you're hauling around those curves. Unless you're interested in the AMG version of both models, don't expect the EQS and S to beckon you to drive faster.No matter how you drive these dueling flagships, neither is engineered with natural-feeling brakes. The S580's stoppers were described as "mushy," and the more sensitive types out there (hi, Mom and Dad!) may feel the car slow down uncomfortably quickly right before you come to a stop. Brake feel is worse in the EQS. Technical director Frank Markus called the EQS580's brakes "spongy and imprecise." We appreciate the technology behind the brake pedal that moves based on the regenerative braking's rate of deceleration, which is supposed to make the entire system feel more natural as the driver adds their own braking input to slow the EQS to a complete stop. Even so, take it from road test editor Chris Walton: "The soft brake pedal is not confidence inspiring in the least."Comparing Electric to Gas, Mercedes-StyleIf the EQS450+ or EQS580 could match the 406-520-mile Lucid Air in EPA-rated driving range, the scales might tip in the favor of the electric Mercedes. But as it is, the EQS580 can drive for 340 miles before needing a full recharge. Compare that with the S580's 442 miles in the same combined city/highway EPA cycle, or the six-cylinder S500's 530 miles. As good as the S580's V-8 is, our experience with Mercedes' mild hybrid I-6 has been so positive, we'd suggest S-Class intenders try an S500 before signing for an S580.Like most electric cars, the EQS580 can be recharged to from 10 to 80 percent in only 31 minutes, but the S580 can refuel to 100 percent in 5 minutes at utterly common gas stations. The EV's disadvantage is only important on a road trip; everywhere else, the EQS wins in the luxury of convenience. It's hard to beat the convenience of pulling into your driveway, plugging in for the night, and never visiting a gas station again except for pit stops.The S580 is quiet most of the time, but the EQS580's EV powertrain takes things to a higher level. There's nothing like the quiet of an electric car to enhance the sound quality of whatever you're enjoying on the highway. That hushed cabin and slick aerodynamics come at a steep price, however. To achieve a drag coefficient of only 0.20 on the EQS, it feels to us as though Mercedes sacrificed too much in terms of design. We can appreciate a new design direction, but the blob-like EQS leaves a lot to be desired, stylistically. The Tesla Model S and Lucid Air manage similar or better EPA-rated efficiency with superior range and arguably more pleasing design.EQS vs. S: Which Executes the Details Better?Neither the EQS nor the S-Class inspired uniform praise among MotorTrend editors, but it's impossible to miss the premium touches everywhere you look. The interiors attempt to mix luxury with technology in such a way that the latter doesn't overwhelm the former. That's a challenge in the EQS580, whose Hyperscreen combines a 12.3-inch digital instrument cluster with a 17.7-inch central touchscreen and a 12.3-inch touchscreen for the front passenger. Spend a little time with the system and its voice commands, and you'll get used to it. The EQS interior feels airier up front than the S-Class and offers exquisitely designed air vents, but we noticed a couple less-than-premium interior materials in both cars. We also found the front seat controls of the EQS and S-Class harder to use than they've been in previous models with similar controls. One unusual advantage for the EQS: Its hatchback design makes loading cargo easier.You sit higher in the EQS than you do in the S-Class, but the high cowl means some drivers may feel claustrophobic inside, as they have a limited view above the dash. That won't be a deal-breaker for most buyers—there is no such thing as a perfect car—but the back seat of the EQS can't compare to the excellent rear quarters of the S. What you'll notice first: The S-Class has a longer and more comfortable seat cushion. The floor of the EQS is also too high for rear passengers, an oddity necessitated by the floor-mounted battery.Where both cars need urgent attention is—and we're not joking—the exterior door handles. They sleekly emerge from their flush housings on the doors so you can pull them out and open the door. The problem comes with the strength you must muster to open the doors. It's a silly issue to have, but it's real, and we hope a fix is on the way, though in the EQS you can option it with power-opening doors that offer up mechanical assist once the doors are unlatched.A Frustrating ConclusionThe EQS and S-Class earned their way to the finalist round of MotorTrend's 2022 Car of the Year competition, despite naysayers in both camps suggesting the Benzes weren't quite up to par. Some suggested the S-Class had lost its way as a tech leader of the brand, while criticism of our S580 test car's ride quality and brake feel didn't help. The EQS has incredible ride quality and a pleasing sense of heft—exactly what we want in a six-figure luxury car. Even brushing aside its odd brake feel and OK driving range, where the EQS really loses is the rear seat and styling."The EQS is a technological tour de force, and it's an even better sensory deprivation chamber," digital director Erik Johnson said. "It's a masterclass in luxury, and clearly points the way to what cars will eventually be in our [SAE autonomy] Level 4 or Level 5 future, and how the luxury companies like Mercedes intend to set themselves apart. And yet, the cowl is so high that I feel like I'm sitting at the kid's table when I drive it, and it looks like a prescription shoe."Were we comparing E-Class-level cars, this might go a different way. But despite its imperfections, the S-Class provides a good all-around experience without any significant missteps. That's why we're frustrated. We like where Mercedes is headed, but in a segment of cars you want, not need, the EQS can't yet match the mighty S-Class. That legendary nameplate has been continually updated and improved over a half century; we suspect it won't take nearly as long for Mercedes to engineer and design a true S-Class of electric cars.First Place: 2021 Mercedes-Benz S580Pros: Looks expensiveGreat back-seat packagingLonger driving range than EQSCons: Ride quality could be betterEnd-of-travel brake feelFrustrating exterior door handles Verdict: Despite its limitations, this is still the luxury sedan standard-setter, for now.Second Place: 2022 Mercedes-Benz EQSPros: Superb ride qualityQuiet and immediate accelerationHatchback practicalityCons: Knees-high rear seat experienceSpace lozenge stylingEQS580's Hyperscreen may be too much for some Verdict: Intriguing and solid electric luxury sedan from Mercedes let down by a couple tough-to-fix flaws.POWERTRAIN/CHASSIS 2021 Mercedes-Benz S 580 4Matic SPECIFICATIONS 2022 Mercedes-EQ EQS 580 4Matic SPECIFICATIONS DRIVETRAIN LAYOUT Front-engine, AWD Front and rear-motor, AWD ENGINE/MOTOR TYPE Twin-turbo direct-injected DOHC 32-valve 90-degree V-8, alum block/heads Permanent-magnet electric DISPLACEMENT 3,982 cc/243 cu in — COMPRESSION RATIO 10.5:1 — POWER (SAE NET) 496 hp @ 5,500 rpm 516 hp TORQUE (SAE NET) 516 lb-ft @ 2,000 rpm 631 lb-ft REDLINE 6,300 rpm — WEIGHT TO POWER 10.0 lb/hp 11.3 lb/hp TRANSMISSION 9-speed automatic 1-speed automatic AXLE/FINAL-DRIVE RATIO 2.82:1/1.69:1 9.72:1 (front)/9.64 (rear) SUSPENSION, FRONT; REAR Multilink, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar Multilink, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll STEERING RATIO 15.5:1 13.8:1 TURNS LOCK-TO-LOCK 2.0 2.0 BRAKES, F; R 14.5-in vented, drilled disc; 14.1-in vented, drilled disc 14.9-in vented disc; 14.9-in vented disc WHEELS, F;R 8.5 x 21-in; 9.0 x 21-in, cast aluminum 9.5 x 22-in cast aluminum TIRES, F;R 255/35R21 98Y; 285/30R21 100Y Pirelli P Zero MO-S 265/35R22 102H Pirelli P Zero MO-S Elect DIMENSIONS WHEELBASE 126.6 126.4 TRACK, F/R 65.4/66.4 in 65.6/66.2 in LENGTH x WIDTH x HEIGHT 208.2 x 76.9 x 59.2 in 207.3 x 75.8 x 59.6 in TURNING CIRCLE 41.9 ft 35.8 ft CURB WEIGHT (DIST F/R) 4,961 lb (54/46%) 5,822 lb (50/50%) SEATING CAPACITY 5 5 HEADROOM, F/R 42.1/39.4 in 40.4/37.0 in LEGROOM, F/R 41.7/43.8 in 41.7/39.1 in SHOULDER ROOM, F/R 59.6/59.0 in 59.5/57.3 in CARGO VOLUME 12.9 cu ft 22.0 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 1.6 sec 0-40 2.3 2.1 0-50 3.1 2.8 0-60 4.0 3.7 0-70 5.2 4.8 0-80 6.5 6.1 0-90 8.1 7.5 0-100 9.9 9.3 PASSING, 45-65 MPH 1.9 1.8 QUARTER MILE 12.5 sec @ 112.9 mph 12.2 sec @ 113.3 mph BRAKING, 60-0 MPH 112 ft 115 ft LATERAL ACCELERATION 0.87 g (avg) 0.88 g (avg) MT FIGURE EIGHT 25.8 sec @ 0.72 g (avg) 25.2 sec @ 0.76 g (avg) TOP-GEAR REVS @ 60 MPH 1,200 rpm Not applicable CONSUMER INFO BASE PRICE $117,350 $119,110 PRICE AS TESTED $143,230 $125,310 AIRBAGS 14: Dual front, f/r side, f/r curtain, rear belt, rear front, driver knee, front pass thigh 10: Dual front, f/r side, f/r curtain, driver knee, rear belt BASIC WARRANTY 4 yrs/50,000 miles 5 yrs/60,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 5 yrs/60,000 miles, 8 yrs/80,000 miles Hybrid/EV battery ROADSIDE ASSISTANCE 4 yrs/50,000 miles 5 yrs/60,000 miles FUEL CAPACITY 22.1 gal 108 kWh Li-Ion EPA CITY/HWY/COMB ECON 17/25/20 mpg To be determined RECOMMENDED FUEL Unleaded premium 240-volt electricity, 480-volt electricity ON SALE Now Fall 2021 Show All
The first pure electric Jeep is coming in the first half of 2023, Stellantis CEO Carlos Tavares revealed in Amsterdam where he delivered an overview of the direction of the automaker through 2030.No, the first electric Jeep is not a Jeep Wrangler. It is instead a small lifestyle Jeep, shorthand for a crossover. It is an all-new vehicle, a new addition to the lineup, and does not yet have a name. The SUV is small, somewhat rounded, kinda cute, almost Renegade-like—and obviously tailored to the urban customer. Being small, it will hold broader global appeal.The Jeep EV has been developed on the STLA Small platform, one of four dedicated electrified architectures that will underpin all nameplates for the 14 brands under the Stellantis umbrella. Stellantis is the automaker created more than a year ago with the merger of Fiat Chrysler Automobiles and PSA Group, lumping Jeep, Chrysler, Ram, Dodge, Fiat, Alfa Romeo, and Maserati together with the French auto conglomerate's offerings.Stellantis is moving towards a future where 100 percent of all vehicles sold in Europe and 50 percent of the lineup in North America will be electric vehicles by 2030.Jeep has embraced electrification faster than most Stellantis brands, at least according to Tavares, who said as much to reporters gathered in Amsterdam to learn more of the Dare Forward 2030 long-term strategic plan that has more than 100 new vehicle launches planned—75 of them electric—including an electric Ram 1500 full-size electric pickup truck in 2024.Jeep's 4xe plug-in hybrid technology is gaining recognition and sales, making it the second of the 14 Stellantis brands in terms of electrification, Tavares said.The strategic vision is to invest in all the American brands and the U.S. will have 25 EVs on sale by 2030.
The 2023 Chevrolet Colorado is a brand-new midsize pickup truck. If you're thinking, "well, that's obvious," you're right. But we do point it out because, when Chevy resurrected the previously compact Colorado as a midsize truck for 2015, it introduced a not-quite-as-new rig, a modified version of a truck it had been selling for years in global markets such as Thailand and Brazil.Alas, with a Silverado-derived frame, American-market-specific powertrains and cabin appointments, the Colorado was hardly some cobbled-together beast. The outgoing pickup is one of the best midsize pickups out there—to be accurate, it is the best, despite its age. Snatching an existing truck from Thailand proved to be such a savvy move that Ford basically did the same thing when it brought back the once-compact Ranger from the dead as a larger midsize truck—and Colorado competitor—for 2019. Given how the old Colorado was in some ways already several years old when it landed stateside eight years ago, the 2023 Colorado's ground-up newness, therefore, is one of its biggest standout features.New Is as New DoesJust looking at the new Colorado, the styling clearly benefited from this redesign. Where the old Colorado was soft-edged and fairly generic-looking, in keeping with the more budget-conscious global model, the new truck adopts a bold, assertive new look that positively screams "America, truck yeah!"Chevy moved the front axle forward, lengthening the wheelbase 3.1 inches in the process and shortening the front overhang. The net effect is a longer, more horizontal hood and improved approach angles for the nose, a boon off-road. The designers capitalized on this blocky new shape with a Silverado-like mug with slim headlights and bold inserts that give the impression of a full-width, full-height grille yawning from the bumper to the hood. (Also like on the Silverado, that mug is slightly different on nearly every trim level.) Along the body sides, there is a deeper channel cut into the door skins, which help visually puff out the squared-off fender bulges front and rear.Another big change? The previous-generation Colorado's entry-level extended-cab body style was pitched in the dustbin. You can now only purchase the Colorado as a four-door crew cab with a short bed (5-foot, 2-inch bed). Chevy says this move simplifies things on its manufacturing end, but primarily gets in line with the configuration that attracted the most buyer interest on the last Colorado. One Little Engine that CanAlso simplifying the lineup is the 2023 Colorado's move to a single engine choice. A 2.7-liter turbo I-4 engine replaces the old Colorado's entry-level 2.5-liter I-4 (which was limited to base Work Truck models anyway), 3.6-liter V-6, and 2.8-liter turbodiesel I-4 options. This engine isn't entirely new; it was introduced a few years ago on the larger Silverado 1500, and strategy-wise, it is comparable to the Ford Ranger's single, lineup-wide 2.3-liter turbo I-4 engine.Unlike the Ranger's four-cylinder, the Colorado's is available in three states of tune, offering up at least some choice. Entry-level Colorado Work Truck and LT models make 237 hp and 259 lb-ft of torque. Optional on those Colorados and standard on the Z71 and Trail Boss models is a 310-hp, 390-lb-ft version. And limited to the range-topping Colorado ZR2 (which we've covered in depth here), the ultimate off-road iteration of the new truck, is a 310-hp, 430-lb-ft 2.7-liter I-4. Chevy says that, for the most part, the power differences are achieved via tuning of the computers, though the lowest-output version has some minor hardware differences. Every Colorado mates its 2.7-liter I-4 to an updated eight-speed automatic transmission.Fuel economy estimates for the new engine are forthcoming, but the power story—both compared to the old Colorado and its primary competitors—is interesting. With 310 hp in top guise, the Colorado is the most powerful midsize pickup you can buy. Granted, the old V-6 held the same title (in both the Colorado and its GMC-badged twin, the Canyon), with 308 hp; the now-discontinued diesel engine produced a mighty 369 lb-ft of torque, but that figure's easily eclipsed by the midrange 2.7-liter I-4. Even the new base models generate nearly as much torque than the old V-6, albeit at a higher rpm (5,600 vs. 4,000). The higher-output 2.7s deliver their peak torque at just 3,000 rpm.The 2.7-liter turbo is a truck engine through and through, having been designed from the outset for duty in the full-size Silverado (and playing an unusual secondary role in the Cadillac CT4-V). In the smaller, lighter Colorado, it should prove quite burly. It also includes standard cylinder deactivation, which can shut down two cylinders under light loads. Yep, that means this'll be the only (temporarily) two-cylinder midsize pickup you can buy.Five Grades, Mostly Off-RoadEven though the Colorado comes in Work Truck, LT, Z71, new-to-Colorado Trail Boss, and hardcore ZR2 guises, all five models share key standard features, including a new (sharp-looking) 11.3-inch touchscreen with wireless Apple CarPlay and Android Auto, an 8.0-inch fully digital gauge cluster, eight bed tie downs, and a segment-exclusive electronic parking brake. Chevy says the base Work Truck and mid-grade off-road Trailboss models share a more "rugged aesthetic that is ready for work and play" inside, which we take to mean more basic, abuse-resistant, and plastickier cabin materials. The LT swaps in silver trim, plusher accents, and a leather-wrapped steering wheel, while the Z71 gets a "sportier ambiance" with black and red accents and a mix of cloth and vinyl on the seats.Again, like the newly bold exterior, the Colorado's interior goes from uninspired to competitive, with a brash, full-width dashboard panel and its round outboard air vents giving us plenty of Camaro feels. The new touchscreen perches in the middle, tombstone-style, but close to the steering wheel for what looks like a comfortable reach. There are more upmarket details throughout, though most examples—the stitching on the dashboard and padded panels around the center console—are limited to the higher trim levels. And like the Camaro, the central air vents are buried low on the dash; that pays off for the ergonomics of the climate controls, which nestle up under the touchscreen, but is probably not great for airflow above chest height for front-seat occupants. A drive mode selector lives on the left of the console on models so equipped (mostly the off-road models), pushing the shifter to the right.Other differences between the models are clearer from the outside. The Work Truck gets an all-black-plastic face like the larger Silverado WT, 17-inch steel wheels, and that's pretty much it. LT models distinguish themselves with more streetable 17-inch wheels and tires, more body color elements on the front end, and more chrome. Finally, there are the trio of off-road versions, ranging from the relatively tame Z71 to the Trail Boss (which gets a 2.0-inch suspension lift and burlier tires) to the ZR2 (which sits 3.0 inches higher than WT/LT/Z71 models and has a wider track). The grille and bumper treatments get wilder the closer to the ZR2 you get, with the ZR2 out-crazying the rest of the lineup with flared fenders, meaty bumpers, and even an available bed-mounted roll bar with lights and beadlock-capable wheels via a special-edition Desert Boss package.Off-road equipment varies from optional four-wheel-drive on the WT and LT to a standard limited-slip rear differential (standard on Z71 and Trail Boss) to power-locking front and rear diffs on the ZR2, which also once again rides on Multimatic DSSV spool-valve, frequency selective dampers. Those fancy shocks passively take the edge off the worst terrain with valving that slows faster inputs and handles slower amplitudes more softly. The net result is better wheel control over washboard surfaces and more controlled bump stop events. Ground clearance tops out at an outstanding 10.7 inches for the ZR2, with the Trail Boss standing 9.5 inches off the deck and the other Colorados perched at 7.9 to 8.9 inches.If you're thinking Chevy's inclusion of three off-road models and switch to more aggro styling and the single crew-cab bodystyle signals an intent to chase after adventurous types with the new Colorado, you're right. The automaker also hopes the new truck bed's available 110-volt household outlet, motorcycle-tire indents in the forward bed wall, and newly available in-tailgate storage will appeal to weekend warrior types. That tailgate storage, in particular, carries whiffs of the Honda Ridgeline's in-bed "trunk," an underfloor, watertight cubby with a drain that doubles as a cooler. The Colorado's lockable, weathertight hollow tailgate is less useful, probably, but at 45 inches wide and 4 inches deep can still probably be stuffed with ice and some cold snacks.If Chevy can keep the current truck's decent road manners and roomy interior in place while improving things with the new 2.7-liter engine and expanded off-road offerings, consider the 2023 Colorado a ringing success. But it'll have stiff competition: Ford is on the cusp of launching its also-all-new 2023 Ranger, and Toyota's sales-leader Tacoma is about to be redesigned, as well. We'll see how the new Colorado shakes out when it goes on sale midway through 2023.2023 Chevrolet Colorado Specifications BASE PRICE $28,000-$50,000 (est) LAYOUT Front-engine, RWD or 4WD, 5-pass, 4-door truck ENGINE 2.7L/237-310-hp /259-430-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 8-speed auto CURB WEIGHT 4,750-5,300 lb (mfr) WHEELBASE 131.4 in L x W x H 213.0-213.2 x 84.4 x 78.8-81.9 in 0-60 MPH 7.0-7.5 sec (MT est) EPA CITY/HWY/COMB FUEL ECON TBD EPA RANGE, COMB TBD miles ON SALE Spring 2023 Show All
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