Smart and Sustainable Electric Mobility
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Continue reading Mercedes product plans keeping internal combustion around longer
Mercedes product plans keeping internal combustion around longer originally appeared on Autoblog on Sun, 7 Jul 2024 10:00:00 EDT. Please see our terms for use of feeds.
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Continue reading Cadillac Celestiq gets its first TV commercial, 'A Bespoke Journey'
Cadillac Celestiq gets its first TV commercial, 'A Bespoke Journey' originally appeared on Autoblog on Fri, 5 Jul 2024 12:00:00 EDT. Please see our terms for use of feeds.
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Ronan Glon
Ronan Glon
MADRID, Spain — Historically, carmakers have used windows as a selling point when there are more of them than you might expect. Volkswagen’s 23-window Bus, which was officially known as the Deluxe Microbus with Samba Package, was an upmarket trim that’s highly sought-after today, for example. On the other side of the pond, the flagship Citroën XM was available with a 13th window that kept wind out of the cabin when the hatch was open. With the 4, Polestar argues the industry has reached peak window.
As far as eccentricities go, the lack of a rear window isn’t a minor one. We’re not talking about a van you’d see in a contractor’s fleet; this is a premium EV. There’s more to it than a glass-less hatch, however. After driving a pre-production car on a test track, I’m taking the 4 out on public roads.
First, a word about positioning. Don’t read too much into the “4” nameplate; Polestar names its cars in the order that they’re launched in. The 4 is, quite simply, the fourth Polestar model unveiled, and it’s positioned below the 3 in terms of pricing and size. The segment it competes in is relatively hard to pin down. It’s an SUV in the same sense that a taco is a sandwich: it ticks most of the right boxes on paper but it doesn’t really look the part. It’s more of a tall-ish sedan-hatchback mash-up. Or, maybe a crossover in the literal sense of the term rather than in the commonly accepted sense.
Regardless, the 4 certainly turns heads. There’s nothing else quite like it on the road. It falls in line with Polestar’s design language by adopting styling cues like T-shaped headlights, a grille-less front end and a thin rear light bar, but it’s not a photocopy of an existing model. It has its own identity.
Polestar claims that it has a very good reason for leaving out the rear window. “We wanted to have a coupe body style for aerodynamics and at the same time get a really spacious interior,” Maximilian Missoni, the brand’s head of design, told me. The window-less solution made it possible to shift the D-pillar back and gain a few inches. “Another problem with coupes is that [in the rear-view mirror] you see a lot of your own interior – you see the headrests and maybe your passengers,” he added.
The sheetmetal hides the modular SEA architecture shared with several other brands in the Geely empire. Versions of this basic platform underpin the Volvo EM90 minivan sold in China, the Volvo EX30 and the Lotus Eletre, among other models. Buyers will have two configurations to choose from at launch. The base model is called Long Range Single Motor, and it ships with — you guessed it — a single electric motor that zaps the rear wheels into motion. It’s rated at 272 horsepower and 253 pound-feet of torque, and it’s equipped with a 100-kilowatt-hour lithium-ion battery pack.
Next up is the Long Range Dual Motor, which gets two motors (one per axle) for through-the-road all-wheel-drive. The second motor increases horsepower and torque to 544 and 506, respectively. This trim uses the same battery as the rear-wheel-drive version. Both drivetrains are built around a 400-volt electrical system, and range checks in at up to 300 miles with rear-wheel drive or up to 270 miles with all-wheel drive. Charging from 10% to 80% takes about 30 minutes with a 200-kilowatt charger.
The 4 shares about 85% of its infotainment system with the 3, but the software is displayed on a portrait-oriented 14.5-inch touchscreen instead of on a landscape-oriented one. The system is Android-based, and Polestar designed the user interface in-house with clear, easy-to-read icons and a split-screen functionality. The driver can notably select the ratio of the split; you can display the navigation system on the left 3/4s of the screen and show the media and phone widgets on the right 1/4, for example. Vice versa works, too, as does a 50/50 split. This cool feature makes the system more intuitive and less distracting to use. “We are not developing phones. We are making cars, and we have distractions to worry about,” Ruben Rodriguez, the company’s head of UX design, told me.
Like the 3, the 4 follows a minimalist approach to interior design. You’ll find very few buttons in the cabin. There are a handful on the steering wheel, they’re notably used for functions like adjusting the door mirrors and the steering column, and a volume knob on the wide, slanted center console. This extensive reliance on the touchscreen could catch old-school drivers off guard, but it’s increasingly becoming par for the course across the industry. Touchscreens can also add a touch of novelty to the experience: Polestar named the ambient lighting modes after the planets in the solar system, and you can poke your way through the galaxy while learning details like the length of a day on Mars.
My time behind the wheel was limited to the dual-motor version, and my test car was equipped with the optional Performance Pack. It doesn’t increase horsepower but it adds specific chassis tuning, 22-inch wheels wrapped by Pirelli P-Zero tires, Brembo brakes and gold-colored seatbelts. The huge brakes aren’t overkill: This is a roughly 5,200-pound car that gets from zero to 60 miles per hour in 3.8 seconds.
Performance is the 4’s dominant trait, at least in this configuration. It feels even quicker than the 3.8-second figure suggests thanks to the instant torque delivered by the electric motor, and the relatively low center of gravity combined with the 50/50 weight distribution give it better handling than you’d assume considering its size and weight. It’s not as sharp around a bend as the 3, which has a trick torque-vectoring rear axle, but the effort Polestar put into making the 4 engaging to drive shows.
Unlike the 3, which rides on an air suspension system, the 4 features a conventional steel setup. It’s fixed in the rear-wheel-drive model and adaptive in the all-wheel-drive model. The latter gives the driver three modes called Standard, Nimble and Firm, respectively, to choose from. The same menu in the touchscreen also lets you select two types of power delivery (Range and Performance), three flavors of steering feel (Light, Standard and Firm), and three levels of one-pedal driving (Off, Low and Standard). By playing around with these settings you can create a tailor-made driving profile. The difference between these various settings is perceptible even in normal driving conditions. Hitting the suspension’s Firm setting reduces body roll at the expense of smoothness, while the steering gets noticeably heavier in Firm mode. You can guess which mode you’re in without looking at the screen.
Select the softer suspension and steering settings and the 4 becomes a comfortable place to travel in. Missoni’s words ring true: There’s a ton of space in both rows. Was that worth sacrificing the rear window for? It depends on your perspective. At its core, there’s nothing terribly unusual or alarming about the new system. Developed by Michigan-based Gentex, it consists of a 2.5-megapixel camera integrated into a little alcove on the roof that sends footage to an 8.9-inch digital rear-view mirror. You can flip down the mirror to take a look at which kid is throwing the punches in the back seat.
Our experience with camera-based mirrors has been mixed. One of my colleagues ran into glare-related issues with a similar system in the Volvo C40. I didn’t experience anything like that in the 4, but I thought the mirror was positioned too far back. I’d have moved it a few inches toward the windshield. Ultimately, it’s a matter of preference — that’s often the case with new technology. You might hate it, or you might love it. The problem is that if you hate it, you don’t have a second choice. It’s not like you can pay Polestar an extra $1,000 to order a 4 with a rear window and a real mirror.
So, have we reached peak window? The industry will decide. In a decade, the 4 will either stand out as a real oddball or as a trendsetter. Until then, it’s one of the more distinctive EVs on the market.
Polestar will initially build the 4 in Hangzhou Bay, China, though the model will also be manufactured in Busan, South Korea, starting in 2025. Pricing starts at $56,300 (including the $1,400 destination charge) for the rear-wheel-drive model and $64,300 for the two-motor all-wheel-drive version.
Filed under: Green,First Drives,Crossover,Electric,Sedan,Polestar
Continue reading 2024 Polestar 4 First Drive Review: No looking back
2024 Polestar 4 First Drive Review: No looking back originally appeared on Autoblog on Sun, 30 Jun 2024 18:01:00 EDT. Please see our terms for use of feeds.
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Continue reading Refreshed 2026 Genesis GV80 greets the public in Busan, Korea
Refreshed 2026 Genesis GV80 greets the public in Busan, Korea originally appeared on Autoblog on Sat, 29 Jun 2024 09:00:00 EDT. Please see our terms for use of feeds.
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Continue reading Refreshed 2026 Genesis Electrified G80 greets the public in Busan, Korea
Refreshed 2026 Genesis Electrified G80 greets the public in Busan, Korea originally appeared on Autoblog on Sat, 29 Jun 2024 09:00:00 EDT. Please see our terms for use of feeds.
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Continue reading Every Porsche Taycan recalled to address a brake issue
Every Porsche Taycan recalled to address a brake issue originally appeared on Autoblog on Thu, 27 Jun 2024 09:33:00 EDT. Please see our terms for use of feeds.
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Continue reading BMW reportedly killing 8 Series for new 6, and canceling XM successor
BMW reportedly killing 8 Series for new 6, and canceling XM successor originally appeared on Autoblog on Thu, 27 Jun 2024 08:38:00 EDT. Please see our terms for use of feeds.
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Zac Palmer
The 2024 Mercedes-Benz E-Class picks up right where the previous generation left off by being a classy, tech powerhouse that also happens to be oh-so-sweet to drive. For now, we get a four-cylinder and inline-six as powertrain options, but future years might see AMG return. Unlike BMW’s strategy in which its EVs and gas-powered sedans share a body, Mercedes continues on with its E-Class being a traditional three-box sedan and its EQE (electric equivalent) adopting the potato-like EQ styling for its EVs. We’re glad the E-Class hangs onto tradition here, as even though its flashy grille and three-pointed star taillights are a little much, it’s still a sleek and beautifully proportioned luxury sedan.
If you were hoping for the latest and greatest of Mercedes’ tech, you’re certainly getting it in the E-Class, perhaps to a fault. The “Superscreen” turns your whole dashboard into an array of bright and colorful touchscreens, although touch controls replace the previous generation’s clicky, satisfying buttons. In some ways, it’s a downgrade, but Mercedes tries to make up for the loss of analog goodness with fancy lights, a trick audio system and innovative features like video calling and artificial intelligence routines, the last effort in hopes you won’t even need to touch any buttons while the car automatically does your bidding. Mercedes isn’t alone in this focus on tech as BMW has similarly out-there features in the 5 Series, but for those who may not care about any of these “innovations,” rest easy that you can ignore them, turn them off or not specify them at all, leaving you to enjoy a new E-Class that still drives and comports itself as an E-Class is meant to do.
The E-Class is completely new for 2024 as it enters its sixth generation. Its look is a familiar one, but Mercedes piled the tech high this time around.
Note that the E 450 All-Terrain wagon is being sold for 2024, but it’s still based on the previous generation and therefore extremely different from the sedan. This review is long enough without also packing it with descriptions of what is effectively a totally different car. You can read our review of it here.
Like most Mercedes these days, the in-car technology dictates the interior design. The E-Class offers an optional “Superscreen” (the lesser sibling to the EQ’s “Hyperscreen”), but it’s really just a questionably useful passenger-side screen added to the standard pair of screens. Frankly, we’d skip it, especially since you’ll be missing out on the beautiful wood trim that’s fitted without the screen.
There’s no avoiding screens, though. The 14.4-inch central touchscreen display is big, vibrant and utilizes the same interface found in other top-shelf Mercedes. You can default to a simple home screen of various icons or the “Zero Layer” that features a vivid navigation map and a preferred selection of tiles running along the bottom (such as audio or phone). There’s a lot to digest, and the learning curve is not surprisingly steep, but once acclimated, we’ve found it quite easy to use. The navigation system is also exceptional (programming it couldn’t be easier thanks to Mercedes’ above-average voice recognition system), limiting the need for Google Maps and possibly even Apple CarPlay and Android Auto that are still included. You can also fit a new dash-top camera that opens the door to video calling or shooting videos on TikTok, but that seems more like gimmickry.
It almost goes without saying, but the E-Class’ seats, materials and general appointments are all befitting of a car its price, and the color/trim choices are abundant. You’ll need some acclimation time to get fully up to speed with the tech, but there’s no debating the E-Class’ interior is state of the art in terms of both new features and luxury.
This E-Class is just a hair bigger than the previous one, meaning it still has plenty of rear seat space for adults, though we’ll note Mercedes mounts its front seats fairly low to the ground, so you could be slightly confined if there’s a taller driver in front of you. Compared to other midsize luxury sedans like the BMW 5 Series or Audi A6, the E-Class is right on par where it needs to be, as all three Germans are plenty large in back.
As for the trunk space, best to direct you to our comprehensive luggage test where we determine the E-Class’ 19 cubic-feet of space is definitely big, but slightly deceiving from a pure numbers perspective. That said, it’ll fit four people’s worth of luggage without protest and still have a little room left over.
You can choose between the E 350 4Matic and the E 450 4Matic for 2024, and as the “4Matic” bit indicates, all-wheel drive is standard. The base E 350 4Matic uses a 2.0-liter turbocharged four-cylinder engine that develops 255 horsepower 295 pound-feet of torque. Both engines shift via a nine-speed automatic transmission and feature a mild-hybrid system. The base 2.0-liter is good enough for a 6.1-second 0-60 mph run. It returns an EPA-estimated 24 mpg city, 33 mpg highway and 27 mpg combined.
The E 450 has a 3.0-liter turbocharged inline-six good for 375 hp, 369 lb-ft and a 4.4-second 0-60 sprint. Its fuel economy falls to 22 mpg city, 31 mpg highway and 25 mpg combined.
Mercedes has revealed an AMG E 53 Hybrid (PHEV) for 2025, but we’ve not driven that model yet. You can read all about it in our reveal post here.
We have not tested a 2024 E-Class with the stock suspension and steering system, so we can only comment about the E 350 and E 450 when equipped with the $3,200 Airmatic package. It sure seems worth the money, though, as it cements the E-Class’ status a a dual threat. It can coddle you with a pillowy-soft ride from its supple Airmatic air suspension, but it can also sharpen its responses enough to be both fun and fast on a mountain road. The addition of rear-wheel steering brings a lot to the table, offering 4.5 degrees of rear steering that allows the E-Class to drive smaller on tight city streets but still benefit from greater stability at high speeds.
Both the four-cylinder and inline-six benefit from a super-smooth 48-volt mild-hybrid system that makes starting and stopping the engine seamless in traffic. Neither engine makes much sound in the cabin, though the inline-six’s tuneful song can be heard when you’re hammering it, which is just the way we’d want it. Mercedes has yet again put together one of the best all-around daily driving luxury machines on the planet with the E-Class, from the noise isolation to the effortless way it moves down the road with near S-Class-level comfort. We’re excited for AMG versions to join the lineup to spice things up even further, though.
We go over everything that's new about the next-gen E-Class and provide initial driving impressions.
James Riswick
Here's how much luggage you can fit in the E-Class' trunk.
The E-Class starts at $63,450 for the E 350 4Matic in its base Premium trim. There’s only one other trim available, named Pinnacle, and it starts at $66,000. For the extra coin you get an illuminated grille, the active ambient lighting, heat- and noise-insulating glass, and a head-up display.
If you want the inline-six-equipped E 450, it starts at $69,250, which is a fair price to pay for the extra power and excellent engine you’ll get. The Pinnacle version of the E 450 brings the highest base price up to $71,800.
Of course, you’re going to want options. The snazzy Manufaktur Alpine Grey you see in photos at the top of this post is $1,750, and the accompanying 21-inch AMG wheels are $3,050. Upgrading from MB-Tex to leather is $1,620, and going all the way to the top-shelf Nappa leather is $2,990. The Superscreen is a $1,500 standalone option we could go without, but the $1,950 Driver Assistance Package (brings in all of Mercedes’ stellar active assist systems) and $3,200 Airmatic Package (air suspension, adaptive dampers and rear-wheel steering) are highly recommended. The $990 Digital Lights and $1,030 Burmester 4D sound system make for some excellent nice-to-haves, as well.
The E-Class comes with a massive array of standard (and even more optional) driver assistance features. Standard items include automatic emergency braking, blind-spot warning with exit-warning assist, auto high-beams, driver attention monitoring, and front and rear parking sensors. Notable optional extras include adaptive cruise control, lane-keeping, lane-centering, auto-lane change, auto emergency braking when turning or with cross-traffic, and projections for Digital Lights that can alert you to things like construction zones, following distance and more.
The E-Class had not been third-party crash tested at the time of this writing, but the previous generation 2023 E-Class received a Top Safety Pick+ award from the Insurance Institute for Highway Safety.
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Filed under: Green,Plants/Manufacturing,Dodge,Coupe,Electric,Future Vehicles,Performance,Sedan
Continue reading 2024 Dodge Charger Daytona EV reportedly delayed 90 days, to August
2024 Dodge Charger Daytona EV reportedly delayed 90 days, to August originally appeared on Autoblog on Sun, 23 Jun 2024 10:30:00 EDT. Please see our terms for use of feeds.
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