luxury

The Genesis G90 Throws Down The Gauntlet Against German Flagships

Genesis, review

If you haven’t given this Korean marque serious consideration in the past two years, you should adjust your priorities. Genesis is playing with the established manufacturers now.

In the process of rebuilding its entire brand identity and positioning, Genesis is making some seriously good cars. Aiming to steal a piece of the pie German competitors have enjoyed for ages, Genesis is delivering performance luxury models at a price point that’s hard to overlook. Over the past couple years, the Korean lineup has been refreshed, with its sedans and crossovers all getting stunning new designs inside and out.

The driving experiences have been commendable too, with the G70 sedan being my pick versus its BMW M340i and Audi S4 rivals, the big GV80 SUV earning my respect as the leader in its segment, but I haven’t had a chance to evaluate the Genesis G90 flagship. When I tested the all-new Mercedes S-Class last year, I said that the iconic sedan reset the bar, so this big Korean sedan has to make a meaningful impression.

The Important Figures

Genesis ships the G90 with one of two powertrains, starting with a 3.5-liter twin-turbo V6 (shared with the Genesis GV80 SUV and G80 sedan) with 375 horsepower and 391 lb-ft of torque, and an optional 48V mild hybrid upgrade–which Genesis calls an E-Supercharger) to that V6 that increases output to 409 horsepower and 405 lb-ft of torque. All-wheel-drive is the only drivetrain for the G90.

If one opts for the E-Supercharger model, the interior gets a massive upgrade by adding power reclining and adjustable rear seats, with the one on the passenger side providing a fully-extended lounge chair setup. Interestingly the EPA fuel economy estimates for the E-Supercharged G90 dip one MPG versus the standard turbo V6, at 17/24/20, with the hybrid more focused on better performance rather than increasing efficiency. Something I appreciated about the current generation Acura NSX’s powertrain.

Keeping the options sheet simple, Genesis delivers the G90 with a loaded model that has very few choices for its buyers, leaving the choices down to just the powertrain, paint color, and interior theme. The standard G90 price is $88,400, and the upgraded E-Supercharger model and its seriously upmarket rear cabin bumps up to $98,700. The G90 I tested was the E-Supercharger model, with premium Hallasan Green paint and Glacier White interior, hitting a total MSRP of $100,370 after destination, making it a healthy $20,000 less expensive than a comparably-equipped S-Class.

Sublime Commutes To The Office

Top-class driving is the goal of the Genesis G90, and your trek to the office will be wonderful behind the wheel of this massive sedan. The hybrid’s supplemental power neatly flattens the powerband of the G90’s twin-turbo V6, providing seamless acceleration, whether you’re smoothly gliding along through traffic or trying to blast past slower commuters along a freeway on-ramp.

Steering inputs are feather-light, thanks to electric assistance and the G90’s rear axle steering system, its turning circle is ridiculously tiny and parking this massive four-door is effortless. Big monoblock brake calipers do a great job of providing confident stopping power, and the braking system also adjusts pedal feel based on the drive mode selected.

The G90 E-Supercharger model upgrades to a multi-chamber air suspension that subtly adjusts as you change speeds or driving inputs, with distinct characteristics in each of the G90’s drive modes. Even with 21-inch wheels fitted, the G90’s ride quality is sublime. When I dialed in my custom drive mode setup, I kept the suspension in sport to minimize a hint of floaty behaviors in the chassis, but most luxury buyers will appreciate the comfort mode.

The G90’s cabin design is top-notch, with clearly placed controls for every system, avoiding any use of touchscreens for systems where knobs and buttons are required, and there isn’t a single piece of piano black trim in sight. Genesis installed 12.3-inch screens for both the instrument cluster and the infotainment system, with the latter offering control through your choice of touchscreen or the center armrest-mounted knob. Genesis has a great user interface with great software too, rather than conceding to Apple CarPlay or Android Auto as the primary look and feel. Audiophiles will appreciate the 26-speaker Bang & Olufsen 3D system that offers supreme clarity and punch. Genesis has what it calls a Mood Curator in the infotainment system, which plays audio and adjusts the ambient lighting to craft an environment that energizes or calms.

Exquisitely stitched and perforated, the Genesis G90’s seats are heated, ventilated, and massaging for all four main occupants. The middle rear seat doesn’t get such treatment, since it’s an afterthought position that also has a massive armrest that folds into its space. Air chambers in the 18-way adjustable driver and 16-way front passenger seats’ bolsters inflate and deflate accordingly to make your entry and exit more comfortable, while also adjusting in each drive mode to meet your mood.

Entry to the G90 can also utilize a digital key through your iPhone or Apple Watch, neatly unlocking the doors and popping out the power door handles. A tap of the button on either the door handle or center console enables the G90’s power closing doors, and using the one installed on the door again will lightly open each of the four doors, because only peasants open and close their own doors.

Geometric key is very cool.

Legit Luxury When Being Driven

In the back seat of the G90 is where you want to be. While the driving impressions are great in this flagship, the top-class Genesis’ rear cabin encompasses passengers in the sort of opulence found in the Bentley Flying Spur I enjoyed. The G90’s rear doors are much longer than the front, allowing easier transitions into the seats. Power window shades raise for the doors and rear windscreen, offering greater privacy.

When in the standard position, the G90’s rear seats provide a considerable amount of legroom and shoulder space, with power reclining for the setback and bottom that make it even easier to relax on longer drives. Via an 8-inch touchscreen mounted within the center armrest, the rear occupants can adjust their seat’s heating, ventilation, and massaging modes, in addition to the climate and audio controls to ensure optimal comfort levels.

When seated on the right side of the cabin, the upgrades for the G90 E-Supercharger model are truly experienced. This Genesis has an added chauffeur drive mode that optimizes rear passenger comfort by adjusting the suspension accordingly. Offering a massive stretch of reclining and footrest extension, you can fully relax after a long day in the boardroom. The center armrest enables full control over the front passenger seat, to extend space even more, making the chauffeured experience more complete. All that’s missing are a driver and partition.

The Highlights And Tiny Complaints

Details are exceptional around the Genesis G90. With the thinnest headlights fitted in its lineup, and lighting elements that carry the theme along its fenders and tail-end, Genesis gives the G90 a sleek fascia that’s met with a massive pentagonal grille and badge that could easily be mistaken for a Bentley. A designer may have been poached from that English marque. Dimensions and proportions for the G90’s body are obscenely good, giving a stately appearance while still earning plenty of cool points.

Interior appointments continue the effort of supplying equal parts contemporary and finely crafted, with a great ensemble that incorporates Nappa leather, quality stitching, brushed metallic trim, and a mixture of wood and recycled newspapers that resembles forged carbon. Thin metal inlays complete a high-class detail within the door panels, and the steering wheel is designed with the airbag panel and button components to appear more three-dimensional than your typical setup.

As first world problems go, wireless Apple CarPlay didn’t want to stay synced in the G90, so I had to use the cable more often than not. This doesn’t seem so bad at first, but the USB-C ports in the center armrest made my iPhone start to roast within a couple minutes, so it would also have to unplug to cool down, which would make me lose the use of CarPlay.

This Is A Proper Flagship, And It Deserves Respect

Ignore the badge, and accept the fact that Genesis is a player in the luxury game. The G90 is impressively equipped with all the features one demands from this segment, looks fantastic inside and out, and drives exceptionally. While down on power versus the Mercedes S-Class I reviewed, the G90’s powerplant is not exactly slow. Once behind the wheel, you’ll see that it’s more than enough power to effectively deliver to your destination.

At a savings of tens of thousands of your hard-earned dollars against the established German players, you’d be foolish to overlook this Korean executive sedan. The Genesis G90 is a massive success at delivering a legit flagship, and your pride in being a brand snob needs to be swallowed immediately.

The Bentley Flying Spur Is The Ultimate Opulence Rocket

Bentley, review

As luxurious as it is fast, sporting stunning looks, this big Brit spoils you at 207 MPH.

The Bentley Flying Spur deserves more love. The Continental is Bentley’s playboy GT, the Bentayga is the balance sheet-strengthening SUV, and the Mulsanne has ridden off into the sunset, leaving the Spur as the sole four-door in the Crewe-based lineup. What was just a sedan version of the Continental a generation ago, the Bentley Flying Spur now flexes a reshaped, more impactful body, plenty of performance, and a more tastefully appointed luxury limo offering.

I’m fortunate to have tested several Bentley models over the years, each better than the last, but haven’t had a proper go in the Flying Spur. Having previously experienced the Rolls-Royce Ghost, I wanted to see how Bentley’s driver’s sedan performed. Luckily the good people at Bentley agreed, and sent one my way for a week of enjoyment.

That subtle “B” in the taillight.
The Flying B badge is enough. Lose the spelled out name.

All The Big Numbers

Bentley’s big 6.0-liter W12 has been around for ages, but it keeps receiving improvements. In the new Flying Spur, it produces 626 horsepower at 6,000 RPM and churns out 664 lb-ft (900 Nm) of torque across a plateau from 1,350 – 4,500 RPM. ZF supplies its splendid eight-speed twin-clutch gearbox, and the Flying Spur is given active all-wheel-drive to provide confident handling in any condition. Surging from 0-60 in just 3.7 seconds, and hitting 0-100 in 8.2, the Flying Spur will smoothly pull all the way to a supercar-esque top speed of 207 MPH.

Built on a steel and aluminum space frame, finely sculpted superformed aluminum body panels wrap around the new Flying Spur that’s not much bigger than the Mercedes S-Class I reviewed, but is about 10 inches shorter in overall length than the Rolls-Royce Ghost. Bentley loads the Flying Spur with the nest appointments inside, which brings the curb weight up to 5,300 pounds (2,400 kilos in the King’s English). To be mindful of fuel consumption, Bentley gives the W12 engine cylinder deactivation, which helps it achieve a 12/19/15 (city/highway/combined) EPA fuel economy estimate, with a massive 23.8-gallon tank on-board. There’s also a slightly more efficient 542-horsepower turbocharged V8 available, should you want to save a few bucks on the sticker price too.

Entering the world of the Flying Spur will take plenty of dollars from your offshore bank account, with the base price starting at $214,600 and the figure rapidly increasing as your options list grows. My Extreme Silver tester was loaded with the Naim audio system ($8,800), extended range colors inside and out ($6,090), and the First Edition Specification ($44,735 and incorporates a stack of popular options into one package), which brought the total price to $287,950.

Always test the expensive audio systems with some good 90s hip hop.

The Obsessively Detailed Cruiser

As you unlock the Flying Spur, a motorized and illuminated Flying B ornament rises from beneath the bonnet. Take a moment as you approach this four-door grand tourer to appreciate the subtle yet sculpted lines. The Bentley’s shape may initially appear simple and plain, but then you notice the smooth superformed aluminum body panels that have the right amount of curve and flex, giving the Flying Spur a pronounced appearance. A swept roofline arches neatly into a high belt line, completing a stunning profile with awesome proportions. Up front, the impactful grille and gem-treated headlamps stare you down, and the taillights have a unique to Flying Spur shape with an LED strip that crafts a the letter B within the housing. I wish the Bentayga I tested kept this taillight look.

Slide into the intricately-stitched seat, covered with the most supple duo-tone hide, that encompasses you in comfort with heating, cooling, and deep massaging. Let the soft-close door, extra thick glass, deep carpets, rich leather lined interior, and powered window shades disconnect you from the noise of the outside world. Should you want to completely drown out the environment outside this exquisite cabin, 19 speakers punching 2,200 watts of Naim audio will do the trick. Press the engine start button, and listen to 12 cylinders fire to life, awaiting your order to rush away.

“Let the soft-close door, extra thick glass, deep carpets, rich leather lined interior, and powered window shades disconnect you from the noise of the outside world.“

Civilized yet potent, the Flying Spur will smoothly deploy its power to confidently maneuver through a bustling downtown traffic jam to find the open road. While large in physical dimensions, Bentley engineered quick response to the electric-assist steering to make easy work to move it around while still maintaining a comfortable ride. On the freeway, there’s the tiniest sensation of any bump or crack, but the air suspension and Bentley Dynamic Ride adjust the big sedan’s response before you’ve even noticed. Even at speeds appropriate for unrestricted Autobahn sections, the Flying Spur is composed and steady, with a just-right amount of weight in the steering wheel, and a direct yet not overbearing connection to the road.

Controls inside the Bentley Flying Spur are made from high-grade materials, with feedback and sensations that feel expensive, while still being intuitive. The updated 12.3-inch infotainment touchscreen from the Continental and Bentayga is now included in the Flying Spur, and for an optional cost the Bentley Rotating Display will either show you the infotainment screen (with wireless Apple CarPlay, Android Auto, and wireless mobile charging), a trio of analog dials (with a compass, chronometer, and outside temperature gauge), or a continuation of the unbroken veneer that continues around the interior. I love the updated instrument cluster, with its more comprehensive display options, and the ability to dim the majority of the cluster to only show a highlight around the speedometer and rev counter needles.

First.
Carbon ber side skirts get a nice detail.

Being Driven In Absolute Luxury

Should your enjoyment of the Flying Spur be intended to be from the back seat, you’ll be treated to an experience few manufacturers can dream of. Long rear doors (with too cool 3D textured interior panels) make for easy entry and exit, and wide seats welcome you with plush cushioning and good lateral support. Additional head pillows are fitted with softer suede-like material, for greater comfort as you nod off while your driver takes you home after a rough day of meeting with the board.

Via a small screen between the front two seats, you can adjust the climate control and audio to your liking. Your rear seats are fully adjustable, with memory storage for normal riding or setting up a more relaxed position. While this Flying Spur didn’t have the extra baller fridge and extending rear seats like the Rolls-Royce Ghost I reviewed, the Bentley’s back seats were adjustable, and still offered loads of legroom at a fully optioned price that’s nearly $50,000 less than the base price of the Ghost.

Yes, those wings are illuminated.

Grand Touring Brilliance

The Flying Spur may give the impression of a wealthy passenger-toting sedan, Bentley hasn’t lost its identity. The Flying Spur still delivers the perfect balance of opulence in the cabin with grand touring performance Bentley has excelled at providing since pre-war gentleman racers helped build the marque into an icon. Where the Bentley Bentayga I tested is fabulous for covering loads of miles over any surface, whether paved or not, the Flying Spur is exceptional at obliterating stretches of road with long straights and plenty of fun curves alike. Sharing the VW MSB platform, which also underpins the Porsche Panamera, it’s no wonder the Flying Spur is so good as a driver’s car.

Bentley’s 626-horsepower W12 is a marvel of power and renement. While the 540-horsepower V8 option is a fine powerplant that will please most drivers, this car was destined to have twelve cylinders shoehorned under its bonnet. The W12-equipped Flying Spur’s ability to accelerate with a wave of unbridled torque is achieved with a level of smoothness the most talented esthetician could never equal. With a subtle pull, you get the faintest feeling of speed increasing, but a quick glance at the speedometer will indicate that you’ve far exceeded the posted limit, and are well on your way to jail if the highway patrol can set up a road block far enough ahead to catch you. I didn’t flex the top speed of the Flying Spur during my week-long test, but I did give it some toll road exercise on a couple occasions, and can report that at ridiculous speeds it’s balanced, comfortable, and confident.

“The W12-equipped Flying Spur’s ability to accelerate with a wave of unbridled torque is achieved with a level of smoothness the most talented esthetician could never equal.“

Cornering dynamics in the Flying Spur are remarkable. Bentley fitted an aluminum double-wishbone suspension up front, an aluminum multi-link setup out back, and installed three-chamber air springs at all four corners, supplemented by continuous damping control and a 48V anti-roll system. There are four drive modes, and while there’s an individual option, I found that leaving the Flying Spur in “B” mode was perfect for anything I threw at it. Wrapped around machined 22-inch wheels are a set of 275/35/22 front and 315/30/22 rear Pirelli P-Zero all season performance tires that are up to the task of keeping this gargantuan performance sedan glued to the pavement.

This combination of suspension hardware and tires keeps the Bentley at in any curve at any speed, somehow concealing its massive weight, allowing handling characteristics found in smaller performance-focused sedans I’ve tested. Slowing the 5,000-pound sedan is managed by massive 420mm (16.5″) rotors with ten-piston calipers on the front axle and the rear is fitted with 380mm (15″) rotors and four-piston calipers. Doing a couple different days of testing the Flying Spur on twisty roads typically reserved for sports cars, I’m stunned how competent it was after hours of flogging.

There’s No Better Way To Drive And Be Driven In One Car

With the Mulsanne discontinued, the Flying Spur needs to carry the opulent four-door torch for Bentley while still upholding its grand touring appeal. Thankfully the Flying Spur is luxurious enough to make most wealthy driven customers happy while putting a smile on their face when they decide to storm down a back road.

As I expressed in my review of the Rolls-Royce Ghost, it’s brilliant in its own right, but Bentley strikes a chord with me as an enthusiast driver. This Bentley costs $100,000 less than the Ghost, looks much better, and provides a driving experience that’s in another league. It is the ultimate grand touring luxury sedan.

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.