Austin

Mercedes-Benz EQS 450+ Electrifies Luxury

Mercedes, review

The new kid on the EV block picks a fight with more established foes.

For several years, the first name that came to mind when considering a nice EV sedan was Tesla. Not to miss out on a ripe market, other manufacturers have introduced contenders that are starting to grab some of the EV market share. Mercedes-Benz wants a piece of the action too, and is finally rolling out an all-electric model in the States, after years of adding the EQ Boost 48-volt mild-hybrid system to plenty of its models.

With the Mercedes-EQ lineup, Mercedes is rolling out an assortment of EVs, but up until this point the American buyer has been left out. A couple crossover models have hit other markets, but the German marque has now decided to make a splash across the pond with a flagship sedan offering. It’s called the EQS, and no, it’s not just an electrified S-Class (which I recently reviewed). This is an all-new platform that’s going toe-to-toe with the Lucid Air, Porsche Taycan, Tesla Model S, and Audi e-tron GT (that I also tested). Where does it slot into this segment? I had to figure that out.

The Important Figures

In this EQS 450+ trim, Mercedes fits a single 245kW Permanently Excited Synchronous Motor (I giggled too) to the rear axle, producing 329 horsepower and 417 lb-ft of torque. Through a single-speed transmission, the EQS 450+ can sprint from 0-60 MPH in 5.9 seconds, and has a top speed of 130 MPH. Rear-axle steering is standard on the EQS, to give this big electric sedan greater agility. In the EQS 580, Mercedes ups the ante by adding another motor to the front axle, using its 4MATIC variable all-wheel-drive system. Coupled with a total output of 385 kW, it has 516 horsepower and 631 lb-ft of torque. Offering the same top speed as its 450 sibling, the EQS 580 4MATIC quickens the run to 60 MPH, taking just 4.1 seconds, while still utilizing a single-speed transmission.

At 205 inches long, the EQS has a three-inch shorter overall length than the S-Class I tested, but has the same 126-inch wheelbase. The remainder of its dimensions are nearly identical to the S-Class, but because of the supply of lithium ion batteries on-board, the EQS 450+ has a curb weight of 5,597 pounds, making it nearly 800 pounds heavier than the S580. Opting for the dual-motor EQS 580 will add another 300 pounds to the package. The load of batteries help give the EQS 450+ good range, offering 350 miles on a full charge, with the EQS 580’s range only dipping to 340 miles.

Pricing for the Mercedes EQS 450+ starts at $102,310, and the EQS 580 throws in a bit more standard equipment with its more potent powertrain, with a base figure of $119,110. The EQS 450+ I tested opted for the natural grain yacht-design trim, massaging and rapid heating front seats, adaptive ambient lighting, and the wildly cool MBUX Hyperscreen package to hit a total MSRP of $115,245.

City Cruising Improved

As one would expect from a top-end Mercedes, the EQS is a wonderful way to buzz around town. Rather than feeling like an appliance that simply moves from A to B, the EQS is a solid feeling luxury sedan that actually has some connection to the road. Thanks to a splendid adaptive air suspension, the EQS also minimizes any bumps along the street, but helps it glide over the surface in a manner that’s almost more distinguished than the S580 I just tested. I appreciate the quick adjustment to regenerative braking being controlled by the steering wheel-mounted paddles, and found that the normal setting (the middle of three modes) was ideal for daily driving. The drive modes offer the usual eco, comfort, sport, and individual setups, but there aren’t as many settings to tweak in the individual mode as Mercedes offers in the E-Class and S-Class, which really isn’t a big deal.

Due to much of its weight being placed low and between the axles, this electric Merc maintains a nicely planted feel when taking curves. Unlike the S-Class, rear axle steering is standard on the EQS, rather than optional, and the added 10º of steering assistance makes this big electric sedan signicantly more agile as it’s tossed into a quick sweeper. For drivers who do more canyon carving on the weekends in their EVs, the Porsche Taycan and Audi e-tron GT are definitely more fun to toss around. Because the powertrain is all mounted in the back, the EQS 450+ has a tendency to oversteer when applying the fun pedal on corner exit, which can also be attributed to the Goodyear Eagle F1 tires that Mercedes claims are range-optimized summer tires. On a rainy day, these tires were less than confidence-inspiring, and broke traction during city driving when giving the EQS more than 30% accelerator input.

Peak power being just 329 horsepower, the base EQS 450+ isn’t exactly fast, but the on-demand torque helps this EV move ahead smoothly. Mercedes is smart to offer a more tame variant for drivers who are more concerned about looking cool while enjoying a seriously composed ride in their electric luxury sedan. I suggest opting for the dual-motor EQS 580, to get the big increase in horsepower while benefitting from the added grip of all-wheel-drive. Performance junkies will be pleased to know there’s an upcoming AMG variant that packs 649 horses (with a quick bump to 751 in its race start mode) and 700 lb-ft of torque, helping it scoot from 0-60 in just 3.4 seconds while increasing the top speed to 155 MPH.

The cockpit of the Mercedes EQS is nearly identical to the S-Class, which is a good thing. Every component is designed with a refined yet cool look that will impress your coworkers when you drive to lunch. Because the EQS has the same wheelbase as the S-Class, it offers plenty of cabin volume for the front and rear passengers. The seats are more similar to the E-Class, and not as big and cushy as the S-Class, but are ridiculously comfortable. I like the front seats’ rapid heating and massaging modes, but this tester didn’t check the $1,580 winter package option box to add a heated steering wheel, windscreen, and rear seats. Trunk space is massive, and filling the hatch up is easy thanks to a power lift gate, but Mercedes doesn’t have a front storage space like its competition.

Not as insulated as the proper S-Class, the Mercedes EQS still provides a cabin quiet enough to allow its occupants to hear a mouse’s flatulence. To truly block out the world around the EQS, spend an extra $1,010 to opt for laminated glass and thicker insulation, and enjoy a cabin that’s more silent than a husband who just told his wife the new babysitter is cute. The added insulation also helps the brilliant Burmester surround system sound even more clear.

I’m not in love with the capacitive touch controls on the steering wheel and center console, but they aren’t terrible either. Wireless Apple CarPlay and Android Auto are standard, in addition to a mobile charging dock that’s placed inside a center console that has the smoothest operating cover. There are also six USB-C ports in the EQS, so everyone can charge their gear. On the safety front, Mercedes gives the EQS every system it currently makes as standard equipment, offering advantages over nearly any non-Mercedes on the market.

The Aspects of Being Electric

Mercedes invested considerable cash into the EQS, designing it on a unique EV architecture, as the first EQ model offered in the United States. The styling may not be the most appealing to some drivers, but Mercedes optimized the shape of the EQS to be extremely slippery against wind resistance. Possessing a wildly low 0.20 drag coefficient, the EQS is the most aerodynamic production car on sale. At first glance, the optional wheels fitted to my EQS tester look like simple 5-spoke ones, but a closer look reveals a clean pattern that incorporates a bunch of tiny three-pointed stars within a mesh design to reduce turbulence.

With 480v, 300A DC fast charging standard, the EQS 450+ can charged from 10% to 80% in just 31 minutes when hooked up to a 110 kW charger. With 350 miles of range on a full charge, the EQS won’t have to be recharged often, and has better range than a Porsche Taycan or Audi e-tron GT, but isn’t going as far as a Model S Long Range or Lucid Air Dream. If public charging is needed, Mercedes EQS owners get complimentary 30-minute charging sessions with Electrify America’s DC Fast-Charging stations for the first two years.

Public charging infrastructure still has a long way to go, but buyers in this tax bracket likely have a house with a garage where they can safely charge the EQS. Charging capabilities can be customized to your needs, depending on your schedule or charging truly needed, to better serve the longevity of the batteries. Mercedes’ navigation system can also be programmed to optimize charging times and routes along your road trip. In case a public charger isn’t easily available, Mercedes has a 110V charging cable included in the storage space under the trunk, but expect to wait 11 hours to get a full charge from 10%.

The Cool Luxury Treatments

While it has to be the Mercedes-EQ lineup flagship, the EQS is still showing that it can be cool. The body is neatly sculpted, even though its focus is on peak aerodynamic objectives. Every time I took the EQS out for a spin, it got plenty of positive attention. Even a new S-Class driver gave me the favorable nod when we were next to each other at a red light. The LED headlights fitted to the EQS are similar to the S-Class units, and the taillights are nicely swept around the tail-end with one thin brake light element across the trunk. I’m still mixed on Mercedes’ seamless door handles, which pop out as you walk up to the EQS, just like you experience on a Tesla Model S.

The seamlessly integrated central climate control vents are a neat design, wrapping around the front of the cockpit. Vents at the A-pillar look like machined turbines from a commercial airliner. Burmester speaker covers carry over the metal theme spotted in other Mercedes models too. Mercedes crafted a belt line that’s just high enough to make you feel like you’re in a sportier sedan, but inside the door panel, the EQS’ line actually flows slightly downward to improve the spacious feel inside the cabin with loads of visibility. Adaptive ambient lighting is standard inside the EQS, which is still the coolest I’ve experienced in any car, and the energizing comfort modes that blew my mind inside the S-Class are optional.

By far the coolest feature in the Mercedes EQS is the Hyperscreen. This technological marvel incorporates a 12-inch driver display, 17-inch infotainment screen, and a supplemental 12-inch display ahead of the front passenger all under one seamless 56-inch wide slab of Gorilla Glass. If the driver is using the main display, the passenger can utilize their screen to adjust setups without disturbing them. In the EQS 450+ the Hyperscreen is a $7,230 option, but it’s a standard feature in the EQS 580. Skip that option, and the EQS still gets a great MBUX displays that I liked in the conventional S-Class. The 3D instrument cluster is super cool too, especially when you have the central element as the map setting.

A Splendid Luxury EV Contender

With the EV sedan marketplace supplying drivers with a massive variety of options, each manufacturer has to find its sweet spot. Porsche and Audi may offer more enjoyable driving experiences on twisty roads, but Mercedes isn’t going after those buyers just yet. That will be a task for the new EQE that’s scheduled to arrive later this year. Tesla may boast massive performance figures, but the EQS is far better built inside and out. The other EV I have yet to drive is the Lucid Air, which looks to balance luxury and outright performance as well as Bentley, but with a wildly cool appearance and a big sticker price.

The Mercedes EQS plants itself firmly into an opening for a luxury car that happens to be fully electric, at a price that’s seriously attractive. Even fully loaded, the Mercedes EQS is less expensive than the S580 I reviewed. The EQS fantastic to drive for long periods, and treats its occupants to an interior worthy of a flagship. I think the EQS might convert some Mercedes S-Class buyers into EV drivers who want to take the leap while reaping the benefits of owning a proper Mercedes, which would be a massive win for the German marque.

This 2022 BMW M240i Is A Purple Pocket Rocket

BMW, review

An updated sports coupe gets plenty of improvements.

Proper M models from BMW are legit contenders in their respective classes, and to capitalize on this, the Munich marque was smart to slap a lighter version of that celebrated letter on several of its models. When the 2 Series got this treatment nearly a decade ago, the M235i was instantly hot. A bargain version of the iconic brand, offering some stellar performance for your enthusiast dollar. Sure, having more numbers after the M meant it wasn’t quite the hot model in the lineup, but BMW hit a sweet spot.

For 2022, the 2 Series coupe got an upgrade in both sheetmetal and powertrain, but the styling is going a different direction than its truly polarizing 3 and 4 Series siblings, while still testing the patience of BMW loyalists with its looks. Thankfully the exterior lines aren’t too edgy, and the numbers on paper catch the eye, but is this new 2 Series a true sportscar player at a price that’s easier to stomach?

The Important Figures

Under the 2022 BMW M240i’s hood is the B58, a twin-scroll turbocharged 3.0-liter inline-six–also found in the BMW M340i sedan–which cranks out a healthy 382 horsepower and 369 lb-ft of torque. A ZF 8-speed automatic is the only transmission (clutch your pearls, manual fans), and BMW’s xDrive all-wheel-drive is the default driveline too. With this powertrain, the M240i will sprint from 0-60 MPH in just 4.1 seconds, on its way to a 130 MPH top speed on all-season run flat tires (or 155 when fitted with optional summer performance tires).

BMW adjusted the 2 Series coupe’s dimensions for 2022, now sporting a 62.2-inch front and 62.8-inch rear track, which is nearly identical to the faster M2. A 2-inch longer wheelbase now measures 107.9 inches, and the weight distribution is 53.1/46.9 front to rear. The entry level 230i coupe is standard with rear-wheel-drive, and this quicker M240i comes with BMW’s xDrive setup that spins all four wheels. Due to possessing all-wheel-drive, the M240i conceals a bit more weight than the proper M2, tipping the scales at 3,871 pounds.

Because of its compact coupe size, the power it packs, and the price point, the 2022 BMW M240i has a mixed group of competitors. Cross shoppers could consider a Toyota Supra, Porsche 718 Cayman, or Audi S3, depending on which of those categories tickles their fancy most effectively. At a base price of $48,560, the BMW M240i catches plenty of enthusiasts’ attention. After ticking a few options boxes, and adding a stunning shade of Thundernight Metallic paint, this tester hit a total MSRP of $56,845.

A Compliant Cruiser

BMW is nailing the civility challenges some sports cars can’t overcome. The M240i is a fantastic daily driver, benefitting from the adaptive dampers from the last generation 2 Series’ M2 CS–that I called the best driver’s car BMW has ever produced–that provide a sublime city driving experience. Surprisingly, the M240i doesn’t feel as heavy as it truly is, and the adaptive suspension is the primary reason. There’s good responsiveness from the M240i’s suspension, but the tech softens any chassis harshness one would expect from a sporty coupe.

Electric assistance makes the M240i’s steering feel light yet sharp in its comfort and eco modes, and only gets properly heavy when put into the individual or sport modes. Now boasting all-wheel-drive, the BMW M240i offers greater confidence when the weather is less than favorable. In standard trim, the M240i comes with a square setup of 19-inch wheels wrapped in 225/40/19 all-season rubber, but this tester was fitted with M Sport 19-inch wheels with meatier 245/35/19 front and 255/35/19 rear Pirelli P Zero summer tires for added grip.

The turbocharged engine concealed beneath the M240i’s sculpted hood is a gem, offering plenty of smooth torque that helps it scoot past slower commuters effortlessly. While there’s sufficient power ready to consume lots of premium unleaded, BMW does have an eco drive mode to tame the throttle response and mapping, making the EPA fuel economy estimates of 23/32/26 more attainable. I like that each of the eco, comfort, and sport drive modes in the M240i can have individual configurations, giving the driver greater flexibility for dialing in the perfect setup for any driving mood. My errand running setup was in the eco pro mode, but I made the steering tighten up, and kept the suspension in comfort.

Once you slip into the driver’s seat, the M240i’s cockpit looks identical to that in the bigger brother BMW 4 Series, down to the thick-rimmed multifunction steering wheel. Even the console for the shifter, drive modes, and iDrive puck look like they were plucked from the upper segment BMW model. Similar to the 4 Series is the M240i’s infotainment and climate control cluster, which neatly includes easy to use controls.

A tasteful update over last year’s 2 Series, the materials in the 2022 BMW M240i definitely aren’t entry level, giving it an advantage over its rivals. For an extra $150, BMW gave this M240i cool aluminum tetragon trim too. Seats are big and plush, with good headroom and shoulder width up front. Legroom in the back seat isn’t great, but this is a compact coupe, so as long as your adult friends aren’t stuck back there for anything longer than a quick run to get a bite to eat they’ll live. Trunk space is plentiful in the M240i too, and if you need even more storage, the rear seats fold flat.

BMW’s adaptive cruise control is great, which I tested thoroughly on a couple Austin-area toll roads, but it’s part of the $1,450 driver assistance package that also includes extra parking assistance, a drive recorder, and a 3D surround view on the infotainment display. Wireless Apple CarPlay and Android Auto are standard in the M240i’s infotainment system, with a wireless mobile charging pad installed in the compartment which also conceals the cupholders. I suggest spending an extra $875 to upgrade to the Harman Kardon audio system, which sounds fantastic.

A Proper Back Road Plaything

It may not be a full-fat BMW M model, but don’t sleep on the M240i. Possessing under 400 horsepower doesn’t make big headlines in the sports car world, but don’t scoff at the M240i’s 382 peak horsepower output. The straight-six is pleasantly punchy, offering its peak 369 lb-ft of torque across a massive plateau from 1,800 – 5,000 RPM, allowing this purple machine to scream with ease. Could this enthusiast driver be happier with more power? Sure, but frankly the M240i’s power is more than sufficient. Exhaust notes from the M240i aren’t the most striking, but this M-lite model is supposed to be more composed than its proper M siblings, even if it’s apparent there are fake engine sounds being pumped through the speakers.

BMW’s choice to fit all-wheel-drive may have added weight over the front axle, but that is a compromise I’ll happily make because the upgrade certainly improves front-end stability when tossing the M240i into fast sweepers. If you’re really pissed about BMW having all-wheel-drive, you’ll be happy to know that the M240i will have a rear-wheel-drive option later this year. I expected a bit more understeer with all-wheel-drive, versus rear-drive 2 Series models I’ve tested in the past, but the M240i still likes to slide its ass-end, thanks to a bit of rear-wheel bias. The standard M Sport rear differential effectively manages slip angle too, making it exit any corner smoothly even if you’re heavy on the throttle.

My sport individual setup put the engine and transmission in sport plus, steering in sport (because sport plus just seemed a little too heavy and sensitive), but like every other grumpy 40-something reviewer I stuck the dampers in comfort. Unless you’re on the smoothest track, keep the suspension in its soft mode, particularly as the adaptive suspension will perfectly compensate for any bumps while providing the perfect amount of firmness faster than your synapses fire.

BMW says this new M240i has more negative camber than the last generation, helping the Pirelli contact patch stick where it’s supposed to in the corners. I still don’t love the P Zero, and will continue to crave the Michelin Pilot Sport 4S as the all-around rubber champ until something better comes along, but the Pirellis held up quite well when I gave the M240i a good thrashing session along a twisty road just outside of Austin. The bright blue calipers clamping on steel rotors didn’t get too hot during fun sessions either, and the pedal feedback was bang-on.

The M240i’s revised front end sports new kidney grilles–which thankfully aren’t massive like the M3 and M4–that incorporate air flap control to reduce drag when the engine is running at optimal temperatures while sliding open when additional cooling is required. Out back, the M240i gets a neatly integrated rear lip spoiler. While crafting a new body design, BMW claims it reduced the M240i’s lift by 50% thanks to optimized aerodynamics.

The Pros And Cons

Thank you, BMW, for offering the M240i with this wildly cool paint as the launch color. Thundernight Metallic isn’t just a cool name, but the deep purple shade has a great amount of metallic flake mixed in to create a stunning look when any dose of sunlight hits it. Reshaping the new M240i was an overdue task, and this finished product has mixed results. Overall, the look is good, and the more pronounced fender flares give this compact sports coupe a more muscular stance, but BMW didn’t get the fascia right. The new kidney grilles are cool and functional, but I don’t understand why the angled side vents are so big and sharp. Then there’s the tail end. Much like the front, the lines seem too edgy, and slightly cheapen the look of this upmarket sports car.

Details around the M240i have some positives. I like the new adaptive LED headlight housings, which have circular lighting projectors within the sharper housings. The texture worked into the daytime running light element is futuristic too. Gray metallic caps are used over the side view mirrors, offering a hint more contrast to this compact BMW’s body, and the shadow line trim around the bumpers and grilles is a nice feature. The M240i’s seats are comfortable to spend hours in, and subtle in appearance, as opposed to the ones fitted to the M3 and M4. I also like the blue contrasting stitching that completes a sporty look.

There are a couple points deducted in the cockpit. I am not a fan of the gauge cluster. It is now a fully digital display that can be customized, but the needles for the tachometer and speedometer are tiny, and the numbers all blend together too easily. Nothing about them truly stands out to make a needle nor number clearly visible. Drive modes have individual buttons, so you have to take your eyes off the road to make sure you’re pressing the correct one. I wish there was a knob for this function, like there are in other German sports cars.

The climate control system doesn’t have a sync button on the dash, so if you want to align all the ventilation, you have to tap the A/C menu button and make a couple extra adjustments on the infotainment screen. Buttons are also less than intuitive on the steering wheel, with the roller used to change menus on the gauge pod, rather than adjusting volume. Instead that’s done with the + / – buttons. Those last two items are small complaints though.

A Great Little Sports Coupe

BMW gave the M240i a great stack of updates for 2022. Its power is plentiful, the steering is precise, and the handling is fantastic. The new M240i’s exterior appearance may not be as tidy as its predecessor’s, but the refreshed body is more stylish without being as polarizing as the M3 or M4. The M240i may not offer flashy stats like its bigger M siblings, but there’s more than enough performance to satisfy this enthusiast. I won’t deny that I look forward to reviewing the next iteration of the M2 and its faster variants, but this lesser M model still ticks plenty of boxes.

When I evaluate the M240i’s capabilities, its compact packaging, and its sub-$60,000 price, I compare it to BMW’s E46 M3. Still one of my favorite performance cars from the early 2000s, it offered stellar performance at the right price, with proportions that nailed it for me. When viewed in that light, the M240i is a modern interpretation of that iconic analog driving gem, ready to put a massive grin on your face as you conquer a twisty road, and I think that makes it a big hit.

The 2022 Honda Civic Si Keeps It Real

Honda, review

The updated bargain sport sedan still hits its marks.

Since the 1980s, Honda has cranked out the ideal fun car for those with more modest budgets, in the form of the Civic Si. When it first arrived, the Civic Si was a compact hatchback with a slight bump in performance over its normal offerings, focused on the driver who wanted a little more enjoyment from their weekday commute and weekend drives. Having previously owned three earlier generations of the Civic Si personally, I was easily the target demographic that loved what Honda produced in the segment.

When I tested the 2020 variant of the Si just over a year ago, I thought it was the best way to spend $26,000 on a new car. It may have had some edgy styling cues that would please the youths more than the responsible adult, but Honda sold tons of them. Now in its eleventh generation, the Honda Civic has moved upmarket inside and out. With fresh exterior lines that resemble those of the Civic’s Accord big brother, the 2022 model tidies up its appearance with a more mature look, but underneath it still possesses the goodies the fun driver wants. To see if the new Civic Si was still holding up its reputation, I gave it a fun test around the streets of Austin, Texas.

The Key Specs

For 2022, Honda built an all-new Civic, and when I drove the top-end Touring trim last fall, I thought it was a great new edition of the best-selling compact sedan. Carrying over the majority of the powertrain from the 2020 Si, this new one has a retuned version of the 1.5-liter turbocharged 4-cylinder that 200 horsepower at 6,000 RPM. In revising the Si’s engine mapping, the 2022 model’s torque curve is wider, with its peak 192 lb-ft of torque available 300 RPM sooner, and staying steady from 1,800 – 5,000 RPM. Unlike its early versions, the 2022 Honda Civic Si is not the high-revving VTEC screamer of those B-Series years, now having a redline of just 6,500 RPM.

A 6-speed manual is the only transmission in the 2022 Civic Si, hooked up to a lightweight single-mass flywheel and helical limited-slip differential to drive the front wheels. In spite of having a more flexible power band, the 2022 Si accelerates from a standstill slightly slower than the car it replaces. Now hitting 0-60 MPH in 7.1 seconds, and tripping the lights at the end of a 1/4-mile run in 15.3 seconds, the 2022 Si isn’t going to leap off the page, but Honda isn’t focused on winning drag races with this new Civic.

Competing with the VW Jetta, Subaru WRX, and Hyundai Elantra N, this new Si has some strong rivals in the bargain fun sedan segment. As one would expect from an all-new model that takes on a bunch of upgrades, the 2022 Honda Civic Si price is up around $2,000 versus the 2020 model. Thankfully Honda makes pricing simple, with one factory option being stickier summer tires over the standard all-season performance rubber. The 2022 Si’s base price is $27,300, and the HPT (high performance tire) option adds just $200. This tester added Blazing Orange Pearl paint, for another $395, to hit a total MSRP of $28,910 after destination.

A Daily Driving Sleeper

Act surprised, a Honda Civic Si is great to drive as a city car. The turbocharged engine is punchy enough to make your errand runs run, without exhibiting the erratic energy of a heavily caffeinated terrier. Jumping onto a freeway is definitely enjoyable, with enough power to effortlessly scoot past slower moving traffic. Opt for a shade a paint more subtle than this orange example, and you’ll easily sneak up on fellow motorists who underestimate the fun this Si packs.

Because its powerplant doesn’t have to rev to the stratosphere to make its power, as opposed to earlier Si models, the 2022 Honda Civic Si offers good flexibility across its rev range without the need to downshift if you’re under 4,000 RPMs. Keep the Si in the normal drive mode, and the throttle response is composed and light, making it easier to achieve the EPA fuel economy estimates of 27/37/31 (city/highway/combined) MPGs. I was a bit more playful during my week-long test in the Civic Si, and only averaged 27 MPGs.

Though its suspension includes plenty of upgrades to improve its performance on more fun stretches of pavement, Honda didn’t make the Civic Si too firm when completing more typical errand runs and commutes to the office. Gone are the adaptive dampers I appreciated in the last generation Si, and I suspect this was to reduce costs. I was shocked Honda included them in a car that was under $30,000, and hoped they’d stick around in this all-new Si, as they worked nicely to calm bumpy city streets while offering more confidence when playing behind the wheel of the Si. With a hint of electric assist, the Civic Si has light yet precise steering feel, and the leather-wrapped wheel fits neatly into my hands.

The 2022 Honda Civic Si receives the same cabin upgrades as the standard models, getting hardware that a new Accord driver would recognize. The new infotainment touchscreen measures 9 inches across, and the updated instrument cluster features a new 7-inch LCD setup with customizable gauges. Wireless Apple CarPlay and Android Auto are standard equipment pumping through a new 12-speaker Bose audio system, which Honda claims is the best system ever featured in a Civic Si. Sticking with USB-A ports, Honda provides a pair of them just ahead of the shifter, where there’s a good cubby to toss your phone, keys, and any other small items.

Practicality is still at the high Honda standard, with plenty of storage space (and big bottle holders) in the doors, center armrest, and in the trunk. Properly functional cupholders are placed between the seats, with good depth to keep a massive fountain drink cup stable. Legroom and headroom are great for back seat passengers, thanks to Honda adding 1.4 inches to the Civic Si’s wheelbase, now a class-leading 107.7 inches. There isn’t much in the way of lateral support for the back seat, so don’t get too wild when running to lunch with a couple coworkers in the Si.

Those who care about safety will be happy to know that Honda still makes its Honda Sensing® suite of driver-assistive and safety technology standard, and added traffic sign recognition and a driver attention monitor to the 2022 Si. A couple under-appreciated features are Honda’s adaptive cruise control that smoothly maintains speed without that rubber band sensation, and the lane keeping assistance system that continually centers the Civic without that ping pong effect between the stripes.

Keeping Up A Sporty Reputation

Days of the wrapping up the tach to get any fun out of a VTEC engine are gone, and the 2022 Honda Civic Si allows the driver to enjoy some punch at nearly any RPM. Sure, this 1.5-liter engine loses some revs, but Honda figured out that the enthusiast will appreciate some available torque that doesn’t resemble the low-end output of a weed eater. Honda also says it revised the engine’s power to not taper off as the tachometer needle surges past its peak output, while also sharpening throttle response. The result is a good little motor that still likes to rev, but provides some good pull when you want it to take off at lower RPMs.

Like most sporty cars, Honda gives the 2022 Civic Si a drive mode selection for normal, sport, and individual modes, although the individual one doesn’t have many variables to toy with. Thankfully there is good separation between the sport and normal modes, giving this updated Si noticeably different moods. It won’t blow the doors off many cars at a red light, but that doesn’t matter to me. The power band in the Si is smooth, and the engine is a joy to set free. Tight gear ratios provide a little extra punch without falling out of the boost too easily, and the exchange of each through the new shifter is nothing short of exceptional.

When I drove the Civic Type-R Limited Edition last summer, I thought it had the best shifting this side of a Porsche 911 GT3, and the Civic Si exhibits very similar directness and a positive click, with 10% shorter throws than the 2020 Si. The leather-wrapped aluminum knob is not only cool looking, but fits my hand perfectly. Clutch engagement is simple and clearly established, and I praise Honda for sticking to its roots by only offering a stick in the Civic Si. The 2022 Si now has rev-match control to keep the RPMs in the sweet spot, while make you look cooler when downshifting with a friend in the passenger seat. Speaking of seats, the front buckets in the Civic Si keep you planted when flogging this quicker Civic.

The new Si’s suspension sports stiffer springs (8% stiffer in front and 54% stiffer in the rear), firmer dampers, and its anti-roll bars are thicker (27 mm hollow front and 18 mm solid rear) than a standard Civic, translating to fantastic sensations on twisty roads. Borrowing the front and rear compliance bushings, upper arms and lower B-arms from the Civic Type-R, the Si is ridiculously composed in the bends. I just wish Honda didn’t get rid of the fantastic two-mode adaptive dampers the last generation benefitted from. Steering feel is improved using a 60-percent stiffer torsion bar connecting the steering shaft to the steering rack pinion gear. Thanks to an extra half inch of rear track and a 1.4-inch longer wheelbase than the 2020 model, the 2022 Civic Si allows the driver to toss it around with greater agility. Lateral grip is surprisingly high in the 2022 Si, shrugging off the understeer you’d expect from a front-wheel-drive compact car. Attribute much of that stability to the limited-slip diff, and Honda’s tinkering with the steering system that greatly improves feedback in the bends.

I appreciate Honda offering sportier tires as a factory option on the Civic Si, but I’m not a big fan of the Goodyear Eagle F1 rubber that’s wrapped around the cool black 10-spoke wheels. While they’re more than confident in the corners, with a square 235/40R18 setup, the noise level is a bit high. I love the Michelin Pilot Sport 4S over damn near any tire, but understand that every OEM isn’t going to equip them. Maybe Bridgestone’s 5001 would be a good alternative, like I’ve tested on a few affordable fun cars. An upgrade over previous generations of the Si, this 2022 model gets bigger brakes than the standard Civic models, now with 12.3-inch front rotors (up 1.2 inches), and 11.1-inch rear rotors (0.9 inch larger). If your weekend plans include track or autocross duty, you’ll want to upgrade the pads and fluid, as a longer stint of tossing the Si got the brakes to exhibit a bit of fade.

Rather than being a bit over-the-top like its Type-R sibling, the Civic Si receives more subtle styling. Honda wants people to recognize the Si as a fun variant, and I appreciate that its packaging is more tame. Simple badges adorn the decklid and front grille, and a reasonable black rear lip spoiler is fixed to the trunk. Even the exhaust pipes are more civil on the 2022 Civic Si, using a small tip on each side of the rear bumper, a departure from the big central trapezoidal outlet that was fitted to the 2020 model. The note resonating from the exhaust isn’t exactly gnarly, but at least the turbocharged Si isn’t totally muted in an era of OEMs being concerned about melting glaciers.

Some Pros And Cons

Revising the Civic Si’s looks was a smart move by Honda. The 2022 Si can attract slightly more mature buyers who still want a fun yet practically priced car. Gone are the aggressive and downright pointless exterior angles, replaced by smoothly flowing contours from nose to tail. The Civic Si’s cockpit is neatly upgraded too, getting a smaller version of the good steering wheel from the Accord, which utilizes physical switches and buttons for the audio and cruise control system. Deviated red stitching completes a sporty effect too. Honda is now offering a cabin that’s as nice as the one in the VW Jetta, and is definitely better sorted than its Subaru and Hyundai rivals.

The Si’s front seats are woven with sporty red cloth centers, get black Alcantara outer sections, and are pulled together with red stitching. Not as flashy as the seats in the Civic Type-R, the 2022 Si’s are slightly calmer. This theme carries over to the door cards, competing a tastefully fun interior. My one gripe with them is that Honda got rid of the heated function to the front seats, which was a standard feature in the previous generation Si.

In its effort to move upmarket, the Civic gets a few treatments from its Accord big brother, including a similar instrument cluster. I’m not in love with this gauge pod, as it’s a bit too spartan. The last Si had a more prominent speed display in the center, and the overall look of the cluster was more sporty. Now it’s kind of plain. With a huge amount of cargo space in the trunk, the Civic Si can haul a ton of your stuff, with added capacity when folding the rear seats 50/50. I just wish there was a bit more versatility and compartments in there, to better stash smaller items away.

A honeycomb design element is featured in the quick Civic’s front grille, and there’s a hint of that look used in the cabin’s vents. While they’re cool at first glance, what’s lacking in the Civic Si is dual-zone climate control, which was standard in the last generation, and is only available in more nicely-appointed Civic trim levels. As someone with a frequent passenger who’s often colder than me, that’s a big feature to delete, Honda. At least the control knobs for the climate control system have a nicely textured finish and a positive detent.

Still The Affordable Fun Car You Want

Honda has continually upgraded the Civic Si with each new generation, but it maintains its identity. It’s a blast to drive, offering enough power for a car of its size, boasting plenty of grip in the corners, and has one of the best manual shifting experiences available. At the same time, the Civic Si is still the practical sedan you expect from Honda.

I can’t help but offer a tiny gripe that Honda has taken away a few creature comforts while bumping up the price a couple grand. In the past generations, the Civic Si was a steal in its class, offering a load of standard equipment and performance for less cash than its competitors. While sneaking in at just under $30,000, which is on-par with its rivals, Honda still delivers a great value play with the Civic Si, and it’s definitely the fun compact sedan I’d opt for.

THE MERCEDES-BENZ S580 RAISES THE EXECUTIVE SEDAN BAR AGAIN

DriveTribe, Mercedes, review

Boasting supreme luxury and cool styling, this loaded flagship sedan leads the field.

When Mercedes-Benz launches a new S-Class, the industry takes note. Always the pinnacle of the German marque’s capabilities, the S-Class brings new tech, features, and styling cues to the lineup, and makes the competition step up its game. Recognized as the sedan that hauls bank executives, dignitaries, and celebrities alike, this Mercedes-Benz icon has serious expectations to conquer.

Competing with the BMW 7 Series, Audi A8, and Maserati Quattroporte, the S-Class will always have rivals at its heels. In its newest form, Mercedes has unveiled its executive sedan to suit the driver as much as the driven occupant. Having reviewed a variety of ultimate luxury sedans including the Rolls-Royce Ghost and Bentley Flying Spur, I wanted to see how a slightly more attainable luxury sedan got along, so I gave it a comprehensive test.

THE KEY SPECIFICATIONS

Mercedes-Benz offers the new S-Class with two different engine options. In the S500, a turbocharged 3.0-liter straight-six (shared with the AMG GT 53 I reviewed) makes its way under the hood, coupled with Mercedes’ EQ Boost 48V mild-hybrid system, producing 429 horsepower and 384 lb-ft of torque. In S580 guise, Mercedes provides its exceptional 4.0-liter biturbo V8, also equips its EQ Boost system, which bumps the output to 496 horsepower and 516 lb-ft of torque. The S580 is driven by a 9-speed automatic that powers all four wheels, and the sprint from 0-60 MPH takes only 4.4 seconds.

At 208 inches long, 77 wide, and 59 tall, the S-Class has a 65-inch front and 66-inch wide rear track, and a wheelbase measuring 126 inches. In its ultimately appointed–and more expensive–Maybach offering, Mercedes extends the wheelbase and overall length seven inches, providing the rear cabin occupants a massive space to be driven in. Thanks to extensive use of aluminum in its construction, this luxobarge tips the scales at just 4,775 pounds.

Mercedes offers the S580 in three distinct trim levels, with the Luxury Line being its standard model, at a base price of $117,700. The upper trim is the Executive Line model, which adds seating and entertainment upgrades to the rear cabin, focused on the driven occupant. The model I tested is the AMG Line, in the middle of the lineup, adding sportier details inside and out, with a base price of $122,000.

Painted Obsidian Black, treated with Sienna Brown and Black Exclusive Nappa leather, and trimmed with Slate high-gloss poplar wood trim, my tester added 22-inch AMG wheels with performance tires, rear-axle steering, the Burmester 4D high-end audio system, warmth and comfort package, night package, and 3D technology package to hit a total MSRP of $142,090.

THE BEST WAY TO COMMUTE TO THE OFFICE

As expected from a car of this caliber, the all-new Mercedes S580 is wonderful to spend time cruising in. While the standard inline-six in the S500 is a good powerplant, the biturbo V8 stuffed into the S580 is the one you want. With its peak 516 lb-ft of torque available from 2,000 – 4,000 RPM, there’s no hesitation when you want the S-Class to surge ahead, complimented by the smoothest torque-ll provided by Mercedes’ EQ Boost mild-hybrid system. Unfortunately Mercedes no longer has a 12-cylinder option in the S-Class, like is standard in the Rolls-Royce Ghost I enjoyed, and is optional in the Bentley Flying Spur and BMW 7 Series.

The S-Class glides over the bumpiest city streets, thanks to its adaptive AIRMATIC suspension that prevents any disruptions inside this massive chassis. Despite being a huge executive sedan, the S580 is remarkably nimble, and the rear-axle steering is a great option box to tick for added agility. Pirelli P zero rubber is wrapped around the 22-inch wheels in the AMG Line, which denitely help it cope in the bends. I took this S-Class along twisty roads on multiple occasions, and was more than pleased with how confidently it carved corners.

The dynamic drive modes offer eco, comfort, sport, and sport plus defaults, and my favorite individual setup involved putting the engine in comfort, the suspension in sport, and the steering in sport too. I liked a hint firmer response–but not too stiff–from the adaptive dampers, as the comfort mode was more floaty than I prefer. Demand even more cornering prowess? Drop $6,500 on the E-Active Body Control that employs a stereo camera system that works in harmony with the 48V electronics in the suspension to minimize body roll, pitch, and dive characteristics under any driving condition. Even if that drive is only made between one’s massive house and the office or country club.

The new S-Class is treated to a cabin that’s upholding the new Mercedes look that perfectly balances cool and luxurious. The S580’s seats are supremely good, with loads of support in the right spots, and heating, ventilation, and massage modes that will spoil you along any drive. The pillows attached to the headrests are a nice touch too. I suggest taking a long road trip to truly exploit the comfort provided in this flagship Mercedes.

The Burmester 3D surround audio system (a $6,730 option) is among the best I’ve heard in any car, even versus the Naim for Bentley system in the Flying Spur and the Bespoke Audio in the Rolls-Royce Ghost I reviewed, detailed with cool metallic speaker grilles (featuring tweeters that unscrew outward when the system is on). If the speakers aren’t potent enough, Mercedes supplies laminated glass that’s heat and noise-insulating, and IR-reflecting, to make sure you aren’t affected by any outside elements.

BEING DRIVEN IN COOL LUXURY

While driving the new Mercedes S580 is great, spending time in the back seat is fantastic. Even without opting for the Maybach model that boasts an extra seven inches of wheelbase that benefits the rear cabin, the legroom rear passengers will enjoy in the S-Class is massive. The optional warmth and comfort package adds rapid heating, cool ventilation, and power adjustments to the rear seats, while also giving the front passengers added heating in the center and door armrests.

If you’re the person being driven more often than driving, spend the extra cash for the Executive Line S580 that enhances the seating setup with massaging modes, a footrest on the right side, four-zone climate control, and upgrades to the MBUX infotainment system to allow for easier controls while utilizing a tablet that docks in the cooler center armrest that also conceals a wireless charging pad.

THE EXCEPTIONAL DETAILS

While the Mercedes-Benz S580’s exterior may project that it’s an understated executive sedan, but there are countless details that make it cool. The sculpted panels carry subtle styling lines that flow smoothly around its body, cleanly connecting the headlights to the taillights. The classic grille contains the cruise control radar components, and there’s still the iconic Mercedes-Benz hood ornament installed.

Under its fine sheetmetal, Mercedes-Benz has gone wild appointing its interior with some of the coolest tech you’ll spot inside any car currently on sale. An additional $3,000 will upgrade the cockpit with an augmented reality heads-up display and a 3D instrument cluster. The 64-color ambient light modes can be adjusted as desired, but I went for the cool Miami Sunset theme that cycles through retro pastel shades.

While cool speakers, ambient lights, and space age materials aren’t new to luxury cars, Mercedes has a party trick few can match, tucked into its infotainment’s settings: “Energizing Comfort” modes. Whether the S580’s occupants are in need of a boost of energy, want to calm themselves after a long day, or have just taken a dose of their favorite psychedelics (please don’t do this and drive), the S-Class will set up a mind-blowing experience.

Depending on the mode selected, an adaptive color theme is introduced through the ambient lights, the seat and armrest heaters crank up if it’s a warming theme or the seat ventilation fans activate, a unique massage mode begins, and the Burmester audio system flexes its prowess as instrumentals blast through all its numerous speakers. It’s an immersive experience like nothing else, and I strongly recommend making friends with a new S-Class owner, wandering to an open space at night, and firing up one of these modes.

THE POSITIVE POINTS

As more luxury manufacturers are making bold styling changes, Mercedes insists on keeping the S-Class refined. Every panel has the tiniest gap that is perfectly measured around the entire body. Soft-close doors silently operate, yet still have a solidly-weighted feel. Door handles are similar to those found on a Tesla Model S, but with smooth and silent extending and concealment when entering or exiting the S-Class.

I expected the new S-Class to be extremely well-assembled inside, but this S580 is exquisite. A blend of big high-resolution displays for the instrument cluster and MBUX infotainment system, fine quilted leather, and cool metal trim that compliments large wood panels complete a cabin I adore. Follow any stitching, wood, or metal trim line, and you’ll never spot a deviation or imperfection. Considering the S580 costs half the price of the Bentley Flying Spur and a third of the cost of a Rolls-Royce Ghost, the interior detailing of the S-Class is on-par with them both.

A FEW TINY COMPLAINTS

Where the complete outer proportions of the Mercedes S-Class are great, the front grille is a little large when presented between the smaller headlamp housings. I get that Mercedes wanted the front-end to be striking, but the main grille element needs to shrink about 20 percent. This is about as much of a complaint as I can find around the S580’s body, as it still looks ridiculously good.

Continuing the trend throughout its updated cabin designs, Mercedes has incorporated more capacitive touch controls for the seat adjustments, and I would prefer some physical movement that’s given more of a positive click when making each of the many seat sections move. The same gripe extends to the steering wheel setup that I didn’t love in the Mercedes E350 I drove not long ago. With physical controls being eliminated, Mercedes makes you take your eyes off the road to adjust the climate control or volume of your favorite music. At least the volume slider adjusts intuitively when you slide your finger either direction.

“THE BEST OR NOTHING” EPITOMIZED

More than a catchy tagline, the principle of “The Best or Nothing” is effectively applied to the new Mercedes S-Class. As is the case each time Mercedes-Benz releases a new S-Class, the luxury flagship benchmark has been reset with this newest edition. Best of luck to the S-Class’ rivals, in an attempt to compete with what is the best offering in its class by far. The S580 demonstrates the finest engineering and craftsmanship Mercedes can produce.

Met with timeless looks outside, the S580’s cabin is treated to wonderfully modern styling touches and a cool factor like no other flagship sedan. Pair a refined chassis with a mild-hybrid powertrain that creates a truly smooth surge, and the Mercedes-Benz S580 is as joyful behind the wheel as it is from the back seat. There’s nothing like a Mercedes-Benz S-Class, and I think it is absolutely the executive sedan to buy.

Ford Bronco Badlands: Off-Road Badassery Defined

DriveTribe, Ford, review

Wanna be a baller, shot caller, 33-inch meats on this rock crawler.

After several months in the wild, the all-new Ford Bronco has received plenty of praise from owners and motoring journalists alike. A properly sorted truck platform that can go damn near anywhere while being civil on the street, the Bronco got high marks from me, when I reviewed its more city-friendly Outer Banks trim level last summer. I made sure to give the new Ford Bronco a solid examination during that test, putting plenty of city miles in addition to loads of off-road hours on the truck.

By no means was the Outer Banks model a slouch in the rocky terrain of a favorite off-road park, but that setup is more focused on being the mall crawler that occasionally gets dirty. I wanted to see how the more hardcore Bronco performed where it mattered, so I rang up the people at Ford, and they sent the Badlands model my way for some proper analysis.

The Good Stats

The Bronco has two engine options no matter how many doors you prefer, with a base 2.3-liter turbocharged four cylinder and the manual transmission, and a 2.7-liter twin-turbo V6 as an upgrade. The bigger engine provides 330 horsepower and 415 lb-ft of torque if you ll the tank with premium unleaded, and offers 315 horses and 415 lb-ft if you opt for regular unleaded. While the V6 option is stout, the EcoBoost 4-banger is a bit more tame, offering a decent 300 horsepower and 325 lb-ft of torque when using 91 octane, and 275 horsepower and 315 lb-ft when using 87.

Ford oers the new Bronco in two- and four-door bodies, including soft or hard top options, with a full slate of trim levels to hit the sweet spot for any driver. Selectable four-wheel-drive comes standard on the Ford Bronco, with your choice between a 10-speed automatic or 7-speed manual (with a crawl gear) available in the four-cylinder model, and the V6 has the 10-speed auto as its only transmission (which was the setup in the Outer Banks model I reviewed earlier in the year). This two-door Badlands model was equipped with the smaller 2.3-liter engine, hooked up to the 7-speed manual.

The 2-door Ford Bronco has a base price of $29,995, with 4-door models starting at $34,695, with the 2.3-liter EcoBoost 4-cylinder as the standard engine. Add a couple thousand to the sticker price if you want the V6. In rugged Badlands trim, this Antimatter Blue tester didn’t add the seriously hardcore Sasquatch off-road package, but opted for the 3,500-pound towing package while adding an accessory cargo protector, keyless access keypad, roof rack and cross rails above the removable hardtop, and partial leather and vinyl black seats to hit a total MSRP of $52,060. That figure is nearly identical to the more powerful and more nicely equipped four-door Outer Banks model I reviewed this summer, and is level with the starting price of the luxurious and capable Land Rover Defender 90 I had last month.

Reasonably Civil In The City

The Ford Bronco won’t try to disguise the fact that it’s a proper truck underneath its attractive rugged body, but it’s surprisingly comfortable for cruising around town. The standard four-cylinder engine has punchy low-end torque, met with some close-ratio gears in the manual transmission, but the power isn’t fantastic if you’re covering more freeway than city miles. Not as composed as the ride provided by the Land Rover Defender 90’s air suspension, the traditional shocks and independent front suspension in the Bronco provides a remarkably compliant ride when dealing with bumpy concrete streets in the city.

Even with 33-inch BFGoodrich All-Terrain T/A K02 rubber fitted to its 17-inch wheels, the Bronco Badlands doesn’t dish out a beating during your commute or on errand runs. If you’re rarely traveling off the safety of pavement, you may want to opt for an Outer Banks model that gets more city-friendly Bridgestone Dueler tires. Turning corners in the Bronco is simple, thanks to a steering and suspension setup that manages dynamics much better than I expect in something so ready to be a blast off-road.

Considering it’s more focused on being rugged and cool, Ford gives the Bronco a moderately-appointed interior, that delicately balances cost-saving materials with a design that provides decent cabin comfort and cool looks. The Badlands model’s partial leather and vinyl seats aren’t as nice as the Outer Banks trim I enjoyed this summer, but they aren’t too spartan. Heated front seats and steering wheel are a nice touch when it’s chilly outside. If you want to get a seriously refined and trimmed cockpit in your off-roader, you’ll have to spend a bit more to upgrade to a Land Rover Defender.

Thankfully Ford carries over the switchgear and center controls you’ll recognize from the full-size F-150 pickup, which also utilizes the new Sync 4 infotainment system in a big 12-inch touchscreen that has wireless Apple CarPlay and Android Auto installed. I appreciate the rubber-coated buttons throughout the interior, which keep dirt and sand from getting trapped under the controls when you take the Bronco off-road.

The Confident Explorer

Bringing the Bronco back to the market was a big risk for Ford, knowing it had to provide enthusiasts with an exceptional off-road machine. Thankfully the Bronco Badlands is fantastic when you leave the comfort of paved roads in search of less stable terrain. Cool branding makes Ford’s G.O.A.T (Goes Over Any Type of Terrain) Modes exciting on paper, but the setups make guring out how to dial in the Bronco foolproof. Each mode will correctly pick whether the Bronco needs to be in two- or four-wheel-drive, locks the dierentials accordingly, enables the hill descent control, and allows the right amount of slip if you’re playing on sand, rocks, or mud. Equip the Bronco with the 2.7-liter V6 and its automatic transmission, and Ford also provides one-pedal driving (which I enjoyed using when I tested the Bronco Outer Banks).

Buy a First Edition or Badlands trim level, and the Bronco comes standard with front and rear locking dierentials that are optional on all trim levels. Ford’s advanced 4×4 system is standard on all but the base model Bronco, coupled with a 3.06:1 low ratio, allowing easier engagement of the 2-way transfer case that gives more competent grip when the surface isn’t so grippy. In Badlands trim, the 7-speed manual flexes a 94.75:1 crawl ratio in addition to a proper crawl gear below 1st gear, and the 10-speed automatic still has a healthy 67.80:1 crawl ratio. The Badlands equipment also includes steel bash plates under the front and rear of the Bronco, keeping its vital parts safe from rocks you encounter on the trails. Trail turn assist is a cool feature that works with the locking diff to make tighter turns a breeze.

A Dana AdvanTEK M190 independent front suspension is standard up front with a Dana 44TM AdvanTEK M220 solid differential out back. The front suspension also includes twin forged A-arms with long-travel coil-over springs with HOSS-tuned heavy-duty dampers, and the rear suspension has a 220 mm solid rear axle with long-travel, variable rate coilovers with HOSS-tuned heavy-duty dampers. The Bronco Badlands also gets upgraded with a detachable front sway bar, allowing for even greater articulation in demanding conditions. Opt for the Sasquatch package, and Ford will upgrade the durable suspension with Bilstein position-sensitive dampers with end-stop control valves.

Approach, breakover, and departure angles are 35.5º, 21.1º, and 29.8º respectively, which bump up significantly if the Bronco is optioned with the Sasquatch package’s 35-inch bead lock capable wheels and tires. All Broncos sport a 33.5-inch fording depth, in case you need to cross a bit of water, and boast 8.4 inches of ground clearance in standard trim, which bumps up to 11.6 inches with the 35-inch rubber tted. All of these figures are marginally less than the Land Rover Defender 90 I took off-road offers. The gures and equipment sheet might be impressive, but I had to nd out just how much more capable the Bronco Badlands was o-road compared to its nicer Bronco Outer Banks sibling and the legendary Land Rover Defender 90.

To keep the playing field level, I took the Bronco Badlands to Hidden Falls Adventure Park, which is located about an hour northwest of Austin. In this environment, I found out where the extra off-road kit in the Badlands setup went to work. Covering the same stack of trails I did previously, the Badlands kicked ass with ease. Around most of the paths covered, I simply picked the Baja G.O.A.T. Mode, which selected the 4H drivetrain, turned on the front camera that converts the infotainment screen into a massive front view, and tapped the button atop the dash to disconnect the front sway bar. If speeds exceed 20 MPH, the Bronco will automatically reconnect the front sway bar, but will unhook it again once you’re back down to slower speeds. This feature came in extra helpful when I was driving faster on smoother trails between more demanding stretches when having that extra flex allowed came in handy.

The Bronco Badlands’ upgraded suspension, more aggressive tires, and tighter gears made crawling rocks ridiculously simple. The crawl gear is awesome, but it’s not as if using the normal 1st or 2nd gears won’t provide enough confidence when ascending up somewhat demanding rocky hills. While driving a stick is cool in many conditions, I actually prefer having the automatic take away one complication when my average-at-best off-roading skillset is put to the test. The extra power and torque from the Bronco’s optional V6 is a welcome upgrade too. Even with the lesser engine and manual gearbox selected, the Bronco Badlands kicked ass all over these rocky Texas Hill Country trails. Not once did I come across a situation where the Bronco couldn’t dominate the rocks, and I gave it some seriously challenging off-road action. An amateur off-road driver will be astounded by how the Bronco makes having a blast so simple.

“And when Alexander saw the breadth of his domain, he wept, for there were no more worlds to conquer.”

Some Notable Highlights

Ford nailed the styling of the new Bronco, and the two-door body is my choice. The rugged look is perfectly proportioned, and the rear occupants and cargo volume aren’t terribly compromised by only getting two doors. The rear passengers may gripe about getting in and out of the Bronco’s back seats, but if you aren’t often taking friends or kids along for a ride, ditch the four-door Bronco. I also like how the new Bronco has a modern take on a classic look, better executing that idea than Land Rover did with the new Defender (which also looks quite good).

To give outdoorsy types more functionality, Ford was smart to set up the Bronco’s exterior with plenty of hookups. The top of the front fenders have useful hooks that not only function as tie-downs, but double as indications for the corners of the Bronco’s body when you’re wandering off-road. To capitalize on the massive aftermarket supply of off-road parts, Ford has hundreds of factory and dealer-installed accessory options at your disposal, and was smart to set up tons of pre-drilled mounting points that all use one of two or three fasteners all over the Bronco. Even the interior has pre-amped accessory switches above the rearview mirror, so that you don’t have to damage the interior when adding more lights and features outside the Bronco. Those who want to record their adventures will appreciate the GoPro mount and extra charging ports atop the dash.

Ride quality on the street is the biggest advantage the Bronco holds over the Jeep Wrangler, and it’s obvious Ford took its time engineering this new off-roader to address nearly any gripe a Jeep driver has. An independent suspension up front pairs nicely with a modern rack-and-pinion steering system, and it pains me that Jeep refuses to spend the money to engineer and install these in the Wrangler. I don’t want to hear a single Jeep driver talk about off-road capabilities over an independent setup, as the Bronco had zero issues attacking demanding trails alongside modded Jeeps during my tests. Ford also gives the Bronco frameless doors that allow drivers to quickly detach and store the doors on-board, rather than ditching them on the trails. Side mirrors are mounted to the cowl, rather than the doors, so that Bronco owners can see clearly all along the sides when storming off-road.

A Few Point Deductions

Cool, tough looks have some trade-offs. Because of the boxy shape, the Bronco is an aerodynamic challenge, sacricing fuel economy and cabin composure. At just 21 MPGs, the 2.3-liter Bronco could be more economical, and the wind noise from the hardtop and roof rack is intrusive at speeds over 60 MPH. A new roof design is being rolled out, but a bit more interior insulation would do the Bronco some favors too.

The cargo area does employ a split tailgate feature, but you have to open the lower door half completely to allow the trim edge of the glass top to lift up. I wish Ford allowed the glass to open independently from the door part, for easier loading of smaller items. I like that Ford allows the driver to toggle between several views and data layouts in the instrument cluster, depending on what sort of driving conditions you’re exposing the Bronco to, but I wish it was bigger with better resolution.

The Best On- And Off-Road Experience For Your Money

Ford rolled out one seriously good o-road machine with the new Bronco, and did so while addressing all sorts of demands the o-road driver has in addition to making it respectable to drive on the street. With a nice enough interior, the Bronco can serve nicely as a daily driver, but if you’re not wandering along the trails more than a couple times per year, opt for the nicer setup in the Bronco Outer Banks trim level. If the fit and finish isn’t enough to satisfy a luxury off-road driver, a few grand more will put a nicely equipped Land Rover Defender in your driveway.

I think the Badlands two-door hardtop model with the 2.7-liter V6 and the 10-speed automatic is the perfect setup, thanks to hardware that improves off-road capabilities without sacricing too much as a city car. Those who want even more terrain-conquering features will likely spend about $5,000 more to opt for the Sasquatch package. Thankfully Ford has a handful of trim levels to choose from, and there’s a perfect Bronco for nearly any budget and driver. Even if you’re a total newbie, make sure to take the Bronco on off-road adventures often, rather than wasting all the of its potential.

Evaluating The Land Rover Defender 90 As It Was Designed To Be

DriveTribe, Land Rover, review

No mall crawler, this 2-door Defender gets a proper off-road test.

Decades of adventures around the globe give the Land Rover Defender credentials few vehicles can match. During its more recent history, Land Rover has become a brand synonymous with well-heeled drivers who want a luxury vehicle in the city that can occasionally lug things around on the farm, but there are still plenty of people who know what it’s capable of. When this new Defender was released, Land Rover set out to bring back that popular off-road status back into focus while still delivering a composed city cruiser.

When I gave the new Defender 110 an initial test earlier this year, I was limited to gathering my impressions in the city without going off-road, as a winter disaster hit Texas during my time with it. This massive storm covered the Lone Star State in unprecedented amounts ice and snow, took out Texas’ flawed power grid, and after over a week with millions of people without power or running water, energy companies continued to achieve record prots rather than investing in equipment and winterization improvements, and government officials either remained silent–or tucked their tails and skipped town to seek warmer conditions–as hundreds of people lost their lives while freezing inside their own homes.

To keep the roads clear, and allow emergency workers to serve their communities, I scrapped my plans of taking the Defender 110 to a favorite off-road park to evaluate its capabilities. As I step off my soapbox, I’ll state that I was fortunate to remain safe throughout the winter disaster, though I did lose power and water for several days. Since then, Land Rover released the two-door Defender 90, and offered me a chance to pick up where I left off.

The Useful Specs

Land Rover ships the Defender as either two- and four-door models, named the 90 and 110, respectively. In the previous generation, those numbers indicated the inches of wheelbase for the Defender. Though the proportions have grown for the new Defender– with the 90 now sporting a 101.9-inch wheelbase and overall length of 184 inches, and the 110 boasting a 119-inch wheelbase and 197-inch overall length–Land Rover opted to maintain its previous naming conventions.

Base trims of the Defender can be equipped with a 2.0-liter turbocharged four, producing 296 horsepower. Just like the Defender 110 I reviewed earlier this year, the two-door 90 model shown here–known as the P400 option–is powered by a 3.0-liter turbocharged inline-six, supplemented by a mild hybrid pack, making 395 horsepower and 406 lb-ft (550 Nm) of torque. Mated to an 8-speed automatic transmission, the Defender is driven by all-wheel-drive and a 2-speed transfer box intended for your off-road excursions.

Starting price for the Land Rover Defender 90 in its S and SE trim levels actually start a hint higher than its 110 sibling, with a bit more standard equipment, at $52,300. Other trim levels include X, X-Dynamic, and a 518-horsepower V8 selection that loads up the features list while hitting a sticker price just over $100,000. The Pangea Green First Edition model–which packages together plenty of popular options into a middle of the road trim level–I tested has an MSRP of $64,100, and after adding a tow hitch receiver, off-road tires, and the destination charge, the total price as tested hit $66,475.

THE URBAN ADVENTURE VEHICLE

Despite its large proportions and a commanding presence, the Land Rover Defender 90 is remarkably composed as a city driver. Both Defender models I’ve driven have been equipped with the optional–and truly sublime–adaptive air suspension which easily masks the 5,000-pound curb weight as this Land Rover glides through the concrete jungle with only the slightest bit of body roll.

Contrary to my initial concerns for a massive SUV equipped with Goodyear’s All-Terrain Adventure rubber that’s more suited to unpaved surfaces, the Defender 90’s electric- assisted power steering was precise and offered the ideal amount of steady feedback, while needing little elbow grease to maneuver. It may resemble the utilitarian look and target demographic of the Mercedes G-Class–which I gave good marks during a recent review–but the Defender exhibits far better on-road manners at a significantly lower price.

The mild-hybrid powertrain is eortlessly smooth, delivering a subtle shove when you apply the Defender’s throttle. The P400 powertrain is great, even if a 0-60 MPH sprint in 7.6 seconds isn’t impressive, but the Defender has a sucient amount of power and torque according to this enthusiast driver. There are plenty of people who will spend more money to opt for the new V8 Defender if they don’t think the P400 is quick enough.

Moderate use of the go pedal will make it easier for the Land Rover Defender to hit its EPA estimated 17/22/19 MPGs. While the cabin is exceptionally quiet, I still appreciate hearing the slightest rumble from the Defender’s straight-six. The two-door Land Rover’s 8-speed automatic changes gears at an imperceptible level, rounding out a rened driving experience.

Interior treatments in the Defender 90 are a nice ensemble of functional and stylish materials. There are ways to increase your level of luxury, but I like the mixed materials in this First Edition trim that’s exactly like the cockpit in the Defender 110 I previously reviewed. The Defender’s interior is denitely nicer than the upgraded trim you can get inside the Ford Bronco I evaluated this summer, which is still good for its class. Heated memory front seats are standard, and seat ventilation is available in upper trim levels. With the folding fabric roof fitted, rather than the panoramic glass sunroof, I liked driving the Defender with its cabin totally exposed to the sun and sounds of the city.

Land Rover claims the Defender 90 can seat 6 if you opt for the front jump seat–as my tester had–having three occupants up front and out back, but a tiny child would be the only person to sit in the middle of either row. The Defender 90 is a cool package with good proportions in its two-door form, but most drivers will benefit from having easier entry to the back seats while utilizing added cargo space found in the four-door Defender 110. Even though the boot space isn’t great in the Defender 90, the rear seat folds down 40/20/40 when more storage is needed.

Tech equipment is plentiful in the Defender, with a big and customizable instrument cluster, a 10-inch infotainment screen featuring JLR’s PIVI Pro infotainment UI that’s supplemented by Apple CarPlay and Android Auto, and featuring sounds that pump through a 400-watt Meridian audio system. The Defender also has plenty of USB-A and USB-C outlets spread throughout its interior, for all your devices. Because rearward visibility is compromised by the optional spare tire mounted to the tailgate, Land Rover supplies a digital screen feature in its rearview mirror, which works in harmony with a high-resolution camera mounted atop the Defender. It does take a bit of getting used to, since it’s not a true representation of the distance between you and the car behind you, but it does a good job.

TOUGH YET USEFUL DETAILS

Maintaining a classic Defender appearance while incorporating a new Land Rover design language, the shape of the Defender 90 is cool yet refined. The fascia is impactful yet upmarket, and the fenders are ever so slightly around the meaty tires to give a muscular impression. Atop the hood are rubbery trim panels that allow you to make the spot a workspace without the worry of your stuff slipping off. The tailgate is still a flat surface, and there’s a cool nod to the old Defender’s taillight design that now uses LED strips around the edges with updated lighting components to add a modern finish.

Seating surfaces have a combination of durable leather and textile to offer a hint of luxury while being easy to clean whether you’re wiping up your kid’s breakfast or mud you splattered on the trails. Floors are rubberized for quick cleanups, and all-weather mats have deep walls to help keep any mud, sand, or water from sneaking under the Defender’s seats.

The dash and top of the interior door panels are treated with a rubberized material that looks like a blend of Alcantara and leather, which has a soft touch. Neatly incorporated into the dash panel are a set of pockets and shelves, perfect for stashing smaller items when you’re out exploring. I also like the exposed fasteners in the door panel, showing the trim fitted to the exterior color-painted metal.

DOMINATING ANY TERRAIN

Proving its worth in the great unpaved domain, the Land Rover Defender 90 and I headed to Hidden Falls Adventure Park, about an hour’s drive from the bustle of downtown Austin, Texas. Having evaluated the Ford Bronco along these trails this summer, I wanted to see how a more luxurious and slightly better equipped Defender 90 got along. In this environment, the Defender exhibited its off-road prowess in demanding conditions.

With a quick tap of a button next to the climate control system, the Defender temporarily converts the passenger side temperature knob into a dial to engage its terrain response modes, and opens up its 4×4 settings on the infotainment screen. Offering several dedicated terrain modes (including rock crawl, grass/gravel/snow, mud / ruts, and sand) in addition to allowing a custom conguration, Land Rover makes it simple to dial in the Defender to conquer any surface.

There are also quick buttons to engage the hill descent control and lock the differentials as you see fit. Once you’re in any of the off-road drive modes, the infotainment screen will activate its cameras, offering a wide angle front view, in addition to this view with side views provided by cameras mounted under the side mirrors. I found that trio of displays vital when working the Defender along some trickier paths that were lined with rocks and brush.

While exploring a good variety of terrains at this off-road park, I was able to quickly swap between Land Rover’s modes and test them all. I would also set the ride height to its tallest setting, to avoid damaging any of the Defender 90’s undercarriage. Over moderate rocky stuff, I could simply keep the Defender in its comfort mode with the suspension raised, and this SUV wouldn’t stress at all. As the incline increased, and texture got more dramatic, the 20-inch Goodyear All-Terrain Adventure tires easily grasped the surface, and steadily worked the Defender onward.

When crawling over rocks, the Defender 90 (fitted with its air suspension) has 38º approach and 40º departure angles, and thanks to its shorter overall length and wheelbase versus its big brother Defender 110, the breakover angle bumps up from 28º to 31º. Overhangs are 38 inches up front and 45 inches in the back. Ground clearance is 8.9 inches with the coil springs, and increases to 11.5 inches in the most aggressive off-road setting when equipped with the air suspension. The Defender 90’s maximum angles for ascent, descent, and traverse are all 45º. Should you approach a stream, you’ll have no issues wading through water up to 34 inches deep, and the infotainment screen lets you see just how much wet stuff you’re working through.

I gave the Defender 90 an extensive test alongside a few friends in other off-road customized vehicles, and this Land Rover stood above them all, while impressing a few other park patrons in wildly kitted-out Jeeps who initially scoffed at this class of vehicle invading their turf. I’m an amateur off-road driver at best, and in no way did I feel uncomfortable pushing the Defender along technical trails that blended variations of mud, rocks, sand, and some massive water puddles because it was so capable and easy to drive. Purists may say that the hardware and tech Land Rover offers takes away from the experience, but I’d rather reduce my stress along a rocky path and be able to fully enjoy the trek.

THE ULTIMATE SUV MORE PEOPLE SHOULD PROPERLY EXERCISE

After giving this Land Rover two-door setup a complex test both in the city and along some rocky trails, I still feel that the Defender is the best off-road SUV you can buy, with abilities on the trails that easily match up with the Ford Bronco I loved, but with higher levels of renement in the cabin and on any streets you cruise along. It may cost more than the Bronco, depending on which trim level and options you desire, but the Land Rover Defender has a price point to satisfy many buyers’ demands and budgets.

Realizing that the vast majority of Land Rover buyers will only use them on the street, and barely explore the highest off-road competencies, that won’t stop me from telling you how exceptional the Defender is when you wander away from your comfortable city life. If you decide to make the Land Rover Defender your daily driver, I beg you to make sure to exploit its off-road capabilities–and tackle new adventures–as often as possible. You’ll be glad you did.

Audi RS5 Sportback Ascari Launch Edition: Long Name For A Fast Four-Door

Audi, review

Stunning looks, more standard equipment, and loads of power, this special edition Audi sportback rips.

I love fast luxury sedans more than a fat kid loves cake. Practical size and functionality, packed with power and good features, and usually some good looks. Audi is definitely clutch in the exterior styling game these days, but its AMG and BMW rivals are still in the mix. As a sportback option, Audi gives this RS5 seating for five and a big cargo area opening. Getting to review a handful of fast Audi models, including the RS6 Avant, I’m getting to understand the advantages and benefits of each segment.

When I tested the updated Audi S4 last summer, I thought it could use more power for the money, and this RS5 packs plenty by comparison. Naming this launch edition after racing legend–and two-time Formula One world champion–Alberto Ascari means this Audi has some expectations to live up to. To see how it all stacks up, I gave it a rigorous test in Los Angeles, in traffic, around the city, and along some twisty canyon roads.

THE KEY NUMBERS

Based on the same platform as the Audi S4 I reviewed, the RS5 sportback gets massive upgrades in the performance department. Under its hood, the RS5 packs a 2.9-liter twin-turbo V6 that pumps out 444 horsepower and 442 lb-ft of torque. Hooked up to an eight-speed automatic, quattro all-wheel-drive, and the optional sport rear dierential, the RS5 Ascari can haul from 0-60 in 3.8 seconds on its way to a limited 155 MPH top speed. Tick the box for optional ceramic front brakes, and Audi will raise the top speed to 174.

Audi offers the RS5 as this sportback model (with four rear doors and a big rear hatch) in addition to a two-door coupe. I wish Audi had a wagon option for the RS5 in America, like it does with the RS6 Avant I tested recently. Competing with the Mercedes-AMG C 63 sedan and BMW M3, the Audi RS5 Sportback is down on power, while costing a hint more money at its base price.

For the same money as the standard Audi RS5 Sportback, you could step up to the AMG C 63 S or M3 Competition, which both boast 503 horsepower, nearly 60 more than the RS5’s. The Audi RS5 sportback also weighs a tick more than its German rivals, with a curb weight of 4,057 pounds. Audi gives the RS5 standard all-wheel-drive, which isn’t available on the AMG C63, but is an option on BMW’s M3 Competition.

Base price for the Audi RS5 Sportback starts at $75,400, and the Ascari launch edition includes a ton of popular options into one package–including ceramic front brakes (not offered on the standard RS5) with blue calipers, 20-inch wheels with summer tires, Audi Exclusive Ascari Blue metallic paint, matte alu optic trim around the exterior, a carbon fiber engine cover, dynamic steering, at bottom steering wheel covered in Alcantara, carbon fiber interior trim, RS sport exhaust, sport suspension plus with dynamic ride control, and a few cool driver aid systems–which add $20,500 to the sticker, which jumps up to an MSRP of $96,945 after destination.

A STYLISH AND FAST DAILY DRIVER

Attractive without being too flashy, the Audi RS5 sportback gets several long stares of approval from passersby. Sharp angles, a big grille and (mostly fake) vents, a long wheelbase, a high beltline with a swept rooine, and massive wheels tucked into the wheel wells make this perfectly-sized Audi appealing in many ways. I definitely prefer the appearance of the RS5 sportback over the AMG C 63 and BMW M3, even if the matte silver trim around the windows and bumpers is a bit thicker than it should be.

The Audi RS5 sportback’s initial driving experience carries the theme that catches your eye. Without being forceful, the potent turbocharged engine waits to play without being too jumpy. The peak power figure may be smaller than its primary rivals, but the RS5 sportback will easily find its way to–and beyond–the posted speed limit. Growling without being too pronounced, the RS5’s exhaust tone emitted from huge oval tips is just racy enough in its comfort mode. Surprisingly the world outside the Audi RS5 sportback is muted perfectly, thanks to plenty of attention and materials invested into reducing cabin decibels.

The comfort drive mode allows the powerplant to maintain its composure, but also enables a smooth-riding adaptive suspension to eliminate bumps along your commute. In that comfort mode, Audi’s optional dynamic steering system is a bit over-boosted at city speeds, similar to what I mentioned in my review of the Audi SQ5. Subtle shifts from the eight-speed automatic transmission ensure a smooth ride around the city. Be mindful of your throttle application, and you’ll actually hit the EPA estimates of 18/25/21 MPGs.

Once you step into the RS5’s cockpit, the trend continues. Modern lines and materials wrap around the cabin, a space age instrument cluster sits ahead, and the whole space is covered with cool, intuitive controls. I do wish the infotainment screen was better designed into the dash, rather than appearing to be slapped on like an aftermarket installation. Thankfully the screen’s resolution is high, offering a clean look, with iconography and font selection that makes this Audi even cooler. Wireless Apple CarPlay is standard, and the Bang & Olufsen audio system is strong and clear.

Seats in the RS5 are cool while functional, with perfect support for my old back, and are styled with the same hexagonal stitching in the center inserts you see in other Audi RS models. The seats are mounted a bit tall on their rails, and I prefer them lower for a sportier feel and a lower center of gravity. Being the sportback body style, this RS5 is a functional fast four door that can seat five passengers, but truly only two adults in the back seat. The boot space is massive, with a huge power lift back setup to tuck away all your groceries and luggage. I’ll nag this Audi for the rear privacy panel rattling a bit when hitting small bumps on the road, but the cargo capacity is considerable.

MAKING CANYON RUNS

Provide an RS-badged Audi to me in Los Angeles, and you can bet your ass I’m taking it to the twisty canyon roads of Malibu and the Angeles National Forest. With a healthy dose of turbocharged power, all-wheel-drive, a sporty rear diff, and some better front brakes installed, the RS5 Sportback Ascari Launch Edition looked up to the task on some of my favorite routes. I gave the RS5’s less potent S4 sibling the same tests last summer, and while the S4 was fun, the added performance of the RS5 sportback was happily on display.

As you expect from performance cars in this segment, the Audi RS5 has a drive select system on-tap, and like the BMW M3 it sports two custom setups to allow the driver greater exibility outside of the default drive modes. Unlike the BMW M mode buttons (which look like an afterthought), Audi uses one simple button to engage the RS modes, with a quick tap of the button that’s more neatly integrated into the steering wheel controls. Like I’ve said in other Audi reviews, the default drive modes aren’t separated enough to make them feel unique, but the RS5’s dynamic mode is truly sporty.

I liked using the two RS mode feature to give myself a sporty daily driver setup in the RS1 position, but employed the RS2 option to quickly engage a more powerful setting when I wanted to storm the canyons. In that setup, I went hardcore with everything except for the suspension, which I set to comfort. I also turned the stability control to its sport mode, by tapping the button once, after learning how often the system would cut throttle mid-corner, if there was a hint of slip angle.

Settings dialed-in, this quick Audi liked to dance while trying to conceal its weight. When I hinted that the daily driving steering feel felt articial, when you increase the pace on a fun road, the RS5 feels more balanced. Steering input is heavier in the dynamic mode, with sharp response as you peg the apex. The sport rear differential does a great job of managing torque vectoring too. The Alcantara-wrapped steering wheel looks the part of a sporty car, but I prefer leather that doesn’t suck all the moisture from my hands.

While the 444-horsepower twin-turbo engine isn’t as forceful from a standstill–like its 591-horsepower RS6 Avant big brother–the delivery of its power is smooth yet understated, easily sending the quick Audi’s speedometer toward triple digits. I wonder just how much more fun the RS5 would be if it possessed the same 500-horsepower gure its AMG and BMW rivals boast. The mass this Audi is carrying holds back truly fast acceleration figures, and the girth is apparent in the corners. Thankfully the sport differential and adaptive suspension do a great job at managing the RS5’s balance in faster bends.

When I was ripping around the canyons of Malibu, the RS5 sportback was given a harder test, due to the tighter, slower turns, and lots of bumps. This fast Audi was definitely enjoyable in Malibu, but the weight induced loads of stress on the chassis, tires, and brakes. The test in the Angeles National Forest was more suited to the Audi RS5 sportback, with higher speed sweepers, longer straights, and a considerably longer route on which to play. I appreciate the mid-range power from the RS5’s twin-turbo V6, that helped close gaps between bends in a somewhat surprising hurry. This demanding environment exposed two challenges I have with the RS5’s setup, if you’re really pushing the car as quickly as it craves.

Pirelli P Zero rubber is far from my favorite, as the tires have a small operating range, which quickly gets too hot when fitted to heavier cars. I had to drop a lot of pressure out of them when cold, knowing the pressures skyrocket once the rubber is given some exercise. These Pirellis also get super greasy when hot, which induces loads of the already present (in almost Audi signature fashion) understeer too easily. Pirelli must be making the fast German OEMs great deals to slap the P Zero on so many models I’ve tested over the past year, and wonder how much better the Pirelli P Zero Corsa would do on the RS5. I would love to give the RS5 sportback a go with a set of Michelin Pilot Sport 4S rubber tted, which seem to be the most perfect all-around performance tire on the market.

Then we get to the brakes. I appreciate that Audi opted for ceramic rotors on the outright performance-focused RS5 sportback, but don’t understand why they’re only fitted to the front, with steel rotors at the back. To reduce unsprung weight while allowing for more intense sessions, ceramic brakes are great, but when mismatched with steel rear discs, the heat tolerance is inconsistent. If I tossed the RS5 around the Angeles Crest for more than 20 minutes, the rears would get too hot, and induce a strange mix of fade. Ultimately the RS5 is still great in the canyons, but there are two big factors that are hindering its true abilities.

LOTS OF PERFORMANCE, BUT NOT QUITE PERFECT

On its own, the Audi RS5 Sportback is a great car. The looks of the RS5 can’t be touched by its rivals, with the C 63 S being more subtle, and the M3 being downright ugly up front. The trouble is that I have to objectively compare the RS5 against its competition, and those have more power. Under the hood, the RS5 has a big disadvantage versus the AMG and BMW offerings, and I’d love to see how well it would perform with that extra juice.

Audi did a good job packaging the RS5 Sportback Ascari Launch Edition as a performance four-door, but the Ascari name belongs on an R8 or some extremely potent Audi supercar instead. As a daily driver, the RS5 continues the trend I’ve experienced in Audis I’ve reviewed over the last year, with loads of comfort and plenty of performance ready to strike. When you put the RS5 to a hard test on the twisty roads, a couple small flaws are revealed, but only when a talented driver pushes the limit. If you aren’t planning on absolutely caning the RS5 regularly, it’s going to be a great addition to your garage.