V-ery Large and in Charge: Cadillac Escalade V Is Coming Soon!

Think back to the cabins of the land yachts that plied American highways from the 1970s and you will no doubt call to mind the phrase, "," made famous by the as he smiled at camera from somewhere in the vicinity of a mid-decade Chrysler Cordoba. However, a more comprehensive view of the market back then reveals an endless wave of a synthetic material every bit as warm and lush as Montalbán's dulcet tones—velour. For a stretch of 15 or so years, it was nearly impossible to order a Detroit-built barge that didn't feature floor-to-ceiling wannabe-velvet as its interior pièce de résistance.Velour's dominant turn at the tiller of automotive styling was in step with the fashion and design trends of the day, reflecting the deep-pile carpets, upscale throwback upholstery, and of course the full velvet suits dominating both nightlife and the gym as the world reveled in a new polyester paradise.At the same time, it presided over the last hurrah for what could be considered adult-oriented automotive advertising, the tail-end of TV and print campaigns that targeted a more mature audience—rather than pandering to the approaching swell of youthful yuppies that were poised to take over the consumer mainstream with their endless amounts of disposable income.Science Brings Luxury to the Masses Ads For Mom and Dad(dy)Out With the Softest of Whimpers

The Toyota Crown is, in Japan, an upmarket nameplate. Long a sedan, it recently became available in SUV form—based on the current Highlander three-row crossover—and, per a Japanese Toyota website, is about to turn over a new leaf. On July 15, Toyota promises a new Crown will appear, but as for what form this Crown will take, the automaker's offering precious little to go on besides a few cryptic hints and a new YouTube teaser with flashes of the new car.Here's what the website—with the url ending in "newcrown2022"—says when you first open it: "Sedan? SUV?" Before an animation replaces that cryptic text with "Discover your Crown." A countdown timer at the bottom of the page notes the wait until the official reveal on July 15, 2022.We could understand if you have no idea what to make of the sedan/SUV question, whether that means the Crown will be available (again) in both forms, or whether it hints at some new direction. The internet seems to think the lifted car pictured at top is the new Crown, which would make some sense given the sedan-UV tease on Toyota's site. The images of this bizarre car-SUV mashup were recently patented by Toyota, and we found them on Japan's patent database.With Toyota's release of the video above, the patent images seem confirmed. The glimpses of the Crown's headlights, taillights, and other details in the YouTube clip seem to jibe with those in these patent filings.We'll find out for sure later this week when the new Crown is unveiled, and whether the model will finally make it to the U.S. market, a move hinted at through Toyota's trademark of the name here.This story originally published July 6, and has since been updated to reflect new teasers and previews from Toyota. 

mercedes-benz eqe-class Full OverviewThe 2023 Mercedes-AMG EQE isn't the first all-electric car from AMG. That honor goes to the wild gullwing SLS AMG Electric Drive coupe unveiled at the 2012 Paris Show. Now a largely forgotten curio, the SLS AMG Electric Drive was at the time the most powerful AMG production car ever built, boasting 740 hp and 738 lb-ft of torque, courtesy of four e-motors powered by a 60 kWh lithium-ion battery. Only nine were said to have been produced.The AMG EQE also follows in the wheel tracks of the larger, plusher AMG EQS sedan we drove late in 2021. But it's perhaps the most important AMG electric car so far, not the least of which because it will be the most affordable AMG electric car so far. Though U.S. pricing has yet to be finalized, back-of-the-envelope calculations suggest the AMG EQE should retail for about the same money as a Tesla Model S Dual Motor.Though two versions of the AMG EQE are offered in Europe—the 470-hp EQE 43 4Matic and the 617-hp EQE 53 4Matic+—the U.S. will only get the latter, and it will simply be badged Mercedes-AMG EQE.And in case you're wondering, there isn't an EQE 63 waiting in the wings. Well, not yet anyway: AMG engineers confirm the AMG EQE we're getting is the most powerful variant they will build on the Mercedes-Benz EVA2 electric vehicle platform that underpins the regular EQE and EQS sedans. Truly tarmac-melting AMG electric cars will be built on a new, dedicated performance EV platform currently under development in Affalterbach.That's not to say the AMG EQE is slow. Far from it. But first, the tech highlights.AMG EQE Power and TorqueThe dual-motor AMG EQE has a 221-hp e-motor driving the front wheels and a 396-hp e-motor powering the rears, the pair delivering a total system output of 617 hp and 701 lb-ft of torque. That's almost twice the power—and nearly twice the torque—of the entry-level, rear-drive EQE 350+. And in cars fitted with the optional AMG Dynamic Plus package the boost mode function unleashes 677 hp and 738 lb-ft.The AMG-specific permanently excited synchronous e-motors feature improved cooling to allow repeated acceleration without performance degradation, and unique windings with thicker wires that carry higher currents with greater stability, enabling higher motor rpm and increased power. The rear e-motor is a six phase design rather than the normal three phase, to further increase its power output.The five drive modes—Slippery, Comfort, Sport, Sport+, and Individual—not only change the AMG EQE's chassis settings, but also significantly vary the powertrain output. Slippery mode restricts the powertrain to 308hp, Comfort to 493 hp, and Sport to 555 hp. Only in Sport+ are you able to access the full 617hp or more.The e-motors are fed by a 90.6-kWh battery pack that AMG says will deliver from 275 miles to 321 miles of range on the WLTP test cycle. That suggests a range of somewhere between 210 miles and 240 miles on the tougher EPA test.Chassis upgrades include AMG-specific wheel carriers, suspension links and stiffer stabilizer bars. The bushes between the body shell and rear axle subframe are 50 percent stiffer than those of the regular EQE, and the AMG Ride Control+ air suspension has unique mapping for the spring and shock rates. The system will instantly lower the ride height by six-tenths of an inch in Sport and Sport+ modes and keep it there; in Comfort mode that only happens when you hit 78 mph. Drop down to 50 mph, and the car will raise itself back to its standard ride height.Rear-wheel steering is standard, the wheels turning up to 3.6 degrees in the opposite direction to the fronts at speeds up to 37 mph to improve low speed maneuverability and agility, and in the same direction as the fronts at higher speeds to increase stability.Though the AMG EQE will recoup up to 260 kilowatts with the regen system set in its most aggressive mode, AMG's high performance steel brake setup is standard, with 16.3-inch rotors and six piston calipers on the front axle, and 14.9-inch units with single piston calipers at the rear. Carbon ceramic brakes are available as an option, but only with the optional 21-inch wheels. Standard wheels are 20-inch. Despite their aggressive styling, all the wheels have been carefully designed to reduce aerodynamic drag.The EQE Has Digital Sound Effects—If You Want ThemAMG engineers claim the EQE is only marginally less slippery than the regular model, despite its wider tires and more aggressively styled front and rear fascias. That contributes to one of the car's standout characteristics—its quietude, especially at freeway cruising speeds. But for a brand that's long been celebrated for powertrains that when you mash the gas pedal assault your ears like you're in the mosh pit at an AC/DC concert, that's potentially an existential problem.AMG's solution has been to create special electronic soundscapes that play through the audio speakers when you select either Sport or Sport+ drive modes. It may be a generational thing— gamers who've spent years listening to digital effects might think they're cool—but to our ears in Sport mode at full acceleration it sounded like an Airbus A380 on takeoff, while the Sport+ mode soundscape sounded as if Captain Kirk had just ordered the Enterprise to warp speed.Fortunately, you can switch the fancy effects off, either by accessing the menu on the center touch screen or using the shortcut on the steering wheel. Embrace the relative silence, and you'll start noticing subtle aural cues that are usually drowned by the raucous mayhem of combustion and mechanics; things like changes in tire noise as you approach the limits of adhesion through corners or under brakes, for example.Our test car was fitted with the optional Dynamic Plus package, which meant it had the full-strength, high-caffeine 677-hp, 738-lb-ft powertrain. Worth the extra money? Let's just say the way it delivers is right on brand.This EQE Is Definitely An AMGThe acceleration in Sport+ mode is neck-snapping, more instantly ferocious, more gut-punchingly violent, than in any internal combustion engine AMG car. Mat the accelerator and the AMG EQE launches like a fighter jet catapulted off an aircraft carrier. The traction is astonishing, and while the AMG EQE is limited to a mere—by AMG standards—137 mph (149 mph in Dynamic Plus-equipped cars) it gets there riding an endless torrent of weapons grade thrust. Like Porsche's Taycan, it has top end response few other EVs can match.AMG claims a 0-60 mph acceleration time of 3.2 seconds for Dynamic Plus-equipped cars, and 3.4 seconds for standard AMG EQEs. That's impressive, especially for a car that's claimed to weigh about 5,500 pounds. For context, Tesla claims its 670-hp Model S Dual Motor, which it says weighs about 1,000-pounds less than the Mercedes, is only 0.1 to 0.3 seconds quicker to 60 mph.Even more impressive, perhaps, is the chassis. While the regular EQE can feel a little floaty and detached when pushed, the AMG EQE remains resolutely planted, even when hammered over bumpy, tight, and twisting roads. The body control is excellent, and even in Sport+ mode there's a syrupy coating to the ride you rarely feel in an AMG car.Our test car was on the optional 21-inch wheels, with 265/35 Michelin Pilot Sport EV tires up front and 295/30 items at the rear, but in Comfort mode at slow speeds, the AMG EQE still rode more like a modern luxury sport sedan on low profile tires than a hair-on-fire muscle car, the impacts from potholes and random road acne well suppressed.Astounding Power and One-Pedal DrivingIt doesn't exactly shrink around you, the AMG EQE, though. It's still a big, very heavy sedan, and the high cowl and cab-forward stance means you can't see its front corners from the driver's seat, which makes it difficult to place on tight, narrow roads. But once you get a sense of its physicality, you can push it as hard and fast along any canyon road as any AMG sedan, exploiting the confidence of the chassis to make the most of its astounding instant-on power and torque.There's not much nuance to the weighty steering, though the front axle responds as soon as you pull the wheel off center, and the rear steer system helps snap the Mercedes into the tighter, slower corners.The asymmetric powertrain means that there's a bias to the rear axle when you go to power. Under full acceleration, 64 percent of the torque goes to the rear wheels and 36 percent to the front, and you can feel the front wheels helping pull the car out of a corner as the rears punch it hard past the apex.You can switch between three levels of lift-off regen using the paddles either side of the steering wheel. High regen allows almost one-pedal driving around town, while normal gives a similar lift-off effect to an internal combustion engine car with an automatic transmission. You can also switch regen off completely and allow the AMG EQE to coast.The coast setting is great for freeway driving, as it allows the car to make the most of its available kinetic energy, especially on long downhill stretches or with a tail wind. Normal is the best all-round setting for when you're hustling along a fun road, as it induces the gentle lift-off weight transfer to the front axle that's often so useful when setting up a car for a corner.AMG engineers say the regenerative braking system will recoup up to 260 kilowatts in the highest setting. We saw a peak of 171 kilowatts recouped in the normal mode while pushing the AMG EQE down a quiet mountain road, on a run that gave the brakes a real workout.The brake-by-wire system felt more natural than in the regular EQE, the transition between regenerative and mechanical braking almost seamless. As the steel rotors got hot, however, the pedal became longer in travel and a little less linear in feel. Not that the braking performance seemed affected; we could still get right to the point of ABS intervention on the inside front wheel on the entry to some of the tighter, dropaway turns.The AMG EQE's mass means you can't toss it around like a sports car, but if you're smooth and tidy with your inputs, it will cover ground with imperious, ground-crushing pace. And when you're not chasing ultimate pace, the AMG EQE is an oasis of grace.High Style and HyperscreenThe low noise levels, good rolling ride, and comfortable seats make it a superb highway cruiser. With the silly fake powertrain noises switched off, you can enjoy your favorite sounds on the excellent Burmester audio system, have a quiet conversation with your passengers, or just admire the scenery and enjoy the sunshine through the standard panorama roof.Like all modern Mercedes, you'll need to spend time hunting and pecking around the vast MBUX interface to find the settings and shortcuts you want, but at least you can turn off the annoying stuff like lane keep assist and tweak the powertrain and suspension settings independently, even within the main drive modes. Our cars were all fitted with the optional Hyperscreen that hides three smaller screens behind a dramatic sweep of glass across the dash.It's a fingerprint magnet, the Hyperscreen, but the third screen allows the front seat passenger to access all manner of menus, including the cool AMG-specific ones that show how hard the driver is working the car.The AMG EQE might be a new sort of AMG performance car, but the interior ambience—the sports seats and contrast stitching, the steering wheel with the control pods under the horizontal spokes and aluminum paddles behind it—as well as the exterior detailing—the more aggressive front and rear fascias, the big wheels, the wing on the trunk lid—is all familiar fare from the folks at Affalterbach.The chrome bars on the AMG EQE's 'grille' might seem a pointless affectation, but in truth they give the front end a distinctive visual signature that can be hard to achieve in an EV. But you'll just have to accept that this is an AMG car that won't have four bazooka-caliber exhausts peeking out from under the rear bumper.Which E AMG?AMG EQE versus AMG E 63 S? The E 63 S has the better power-to-weight ratio, packing 603 hp in a car that's 1,000-pounds lighter than the AMG EQE, and sizzling top end bite. But the electric AMG car punches harder out of corners, and accelerates in an irresistible rush that's uninterrupted by the need to change gears.The E 63 S's lighter weight, which makes it easier on brakes and tires, wieldier on the change of direction, and delivers higher steady-state grip, would ultimately give it the edge. But in terms of ultimate on-road pace on anything but an unlimited autobahn, there's probably not much between the two.Yes, the smooth and quiet AMG EQE is that quick, an electric car that delivers performance and handling that—like the most iconic AMG cars—simply bludgeons any road into submission. But it's not a hammer. It's a whispering assassin.Looks good! More details?2023 Mercedes-AMG EQE Specifications PRICE $100,000 (MT est) LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door sedan ENGINE 2 permanent-magnet-type electric, 617-677-hp/701-738-l-ft (comb) TRANSMISSION 1-speed auto CURB WEIGHT 5,500lb (mfr) WHEELBASE 126.4i n L x W x H 196.6 x 64.3 x 59.5 in 0-60 MPH 3.2 - 3.4 sec (mfr) EPA FUEL ECON, CITY/HWY/COMB N/A ENERGY CONSUMPTION, CITY/HWY N/A CO2 EMISSIONS, COMB N/A ON SALE Late 2022 Show All