The 2022 Mercedes-Benz EQS has touched down in the U.S. in 450+ and 580 4MATIC guises and Redline Reviews recently had the opportunity to put the flagship model through its paces.
The reviewer only had this press car for a couple of hours and, therefore, wasn’t able to analyze every single feature of the EV in detail. Nevertheless, he was able to test it out on a selection of different roads and explored some of the car’s key features.
During the first half of the review, we are offered a tour of both the exterior and interior of the sedan. Obviously, the cabin of the EQS appears to be a great place to spend time. It isn’t quite as spacious as the S-Class but it is certainly more luxurious than any other electric sedan currently on the market. The example tested was also equipped with the Hyperscreen that encompasses an all-digital gauge cluster, a massive central infotainment screen, and a third display for the front-seat passenger.
After jumping into the driver’s seat, the reviewer starts off by testing the car’s acceleration. He is able to hit 60 mph (96 km/h) in 4.4 seconds which isn’t Tesla Model S quick but is still more than fast enough for a luxurious five-seat sedan that transports occupants in extraordinary comfort. As the model tested was the EQS 580 4MATIC, it has a 107.8 kWh lithium-ion battery pack with dual electric motors combining to produce 516 hp and 631 lb-ft (856 Nm) of torque.
Those seeking more power from the EQS will have to wait until the Mercedes-AMG EQS 53 arrives in the U.S. It produces 649 hp and 701 lb-ft (950 Nm) of torque and will hit 62 mph (100 km/h) in 3.4 seconds.
What kind of vehicle is the 2022 GMC Sierra 1500? What does it compare to?
The 2022 GMC Sierra 1500 full-size truck climbs upscale to distinguish itself from the related Chevy Silverado. GM’s twins square off against the Ford F-150, Ram 1500, Toyota Tundra, and Nissan Titan.
Is the 2022 GMC Sierra 1500 a good truck?
Review continues below
GMC has updated all but the base model Sierra for 2022, but we’ll withhold our TCC Rating until we test drive it. The 2021 model’s 5.2 out of 10 rating trailed rivals due to its lack of standard safety features, limited convenience features, and costly climb up the feature ladder. (Read more about how we rate cars.)
What’s new for the 2022 GMC Sierra 1500?
GMC updates the 2022 Sierra inside and out, adding more torque to its smallest engine, updating the infotainment system, and introducing two new premium trims at the top of the lineup.
The Sierra 1500 is sold in Pro, SLE, Elevation, ATX, Denali, and the new ATX4 and Denali Ultimate trims. The ATX4 improves upon the off-road capability of the ATX and adds more luxury. The Denali Ultimate goes beyond the luxury of the already luxurious Denali. The Sierra comes with rear- or four-wheel drive; regular, extended cab, or crew cabs; and short, standard, and long beds.
GMC outfits the ATX4 with spool-valve dampers, front and rear electronic locking differentials, springs that allow more suspension travel, and a Terrain mode for 4Lo that allows one-pedal driving when rock crawling. Inside, it gets leather upholstery with white piping and red stitching, dark wood trim, a synthetic suede headliner, 16-way power massaging seats, and a 15.0-inch head-up display.
The Denali Ultimate has the head-up display, massaging seats, and headliner from the ATX4, plus extended leather upholstery, etched topographical maps of Mount Denali on the dash and seats, and GM’s Super Cruise driver-assist system that allows hands-free driving, even while towing. It also comes with GM’s Carbon Pro carbon-fiber bedliner.
All trucks above the base Pro grade get a 12.3-inch digital instrument cluster with a choice of viewing themes and a new infotainment system with a 13.4-inch touchscreen that incorporates Google apps and comes with wireless Apple CarPlay and Android Auto. They also feature GM’s 6-way power tailgate.
GMC increases the towing capacity of two of its four engines. That starts with the base engine, a 2.7-liter turbo-4 that improves from 383 lb-ft of torque to 420 lb-ft while the 310 hp figure remains unchanged. That helps improve max towing capacity from 9,100 to 9,600 lb with rear-wheel drive. The 285-hp 4.3-liter V-6 that was the base engine doesn’t return.
The optional 3.0-liter inline-6 turbodiesel stands pat at 277 hp and 460 lb-ft of torque. GMC makes it compatible with its max towing package this year, which raises its towing capacity from 9,200 to 13,200 lb with the extended cab. The diesel gets 30 mpg on the highway.
GMC also offers a 5.3-liter V-8 that makes 355 hp and 383 lb-ft of torque, and a 6.2-liter V-8 that makes 420 hp and 460 lb-ft of torque. The 6.2 comes standard in the new ATX4 and Denali Ultimate models. An 8-speed automatic transmission teams with the 2.7-liter turbo-4, while the other engines run their power through a 10-speed automatic that adds shift paddles this year.
Styling is tweaked for 2022 as well. The square wheel arches and squared off lines remain but the blocky grille is wider, the clamp-shaped headlights are thinner, and the front bumper and fascia are slightly revised. The Sierra’s square cuts enhance its bold stance. Inside, the new larger touchscreen better fits with the large truck proportions, and GMC improves the materials of the SLE, Elevation, and SLT trims.
Safety equipment also improves on the 2022 Sierra; it now comes standard with automatic emergency braking with pedestrian detection, blind-spot monitors, and automatic high beams.
How much does the 2022 GMC Sierra 1500 cost?
The 2022 GMC Sierra starts at $32,495 for a base Pro model and tops out at $80,395 for the Denali Ultimate. The 2022 GMC Sierra goes on sale in spring 2022.
BMW has made a few bold moves within the last couple of years, with the M department rolling out their new line of cars that, front grilles notwithstanding, are a still brilliant driver’s cars. But the constant pressure to eventually rule out the combustion engine as we know it is ever present, which means that exciting M cars are writing their final chapter. Or are they?
At a glance, one might not even be able to tell it apart from BMW’s regular 4-series Gran Coupe, but the i4 M50 is significant in every way as it is the very first EV ever to wear an M badge. Okay, maybe it isn’t a fully blown M, but we all know well enough now to never underestimate the power of an EV, especially if it has an M badge stuck on to it. In a recent video, Matt Watson from CarWow gets his hands on an i4 M50 to put it through its courses.
When it comes to EVs, the elephant in the room is range. To start off, BMW claims that the i4 M50 has a range of 500 km (310 miles) if you’re nice to the throttle. Matt’s car indicated only 377 km (234 miles) at 99 percent battery charge, but he (and us) would like to assume that this is due to journalists thrashing it around for some good footage. Now, the 0-60 mph (0-96 km/h) time for the i4 M50 with Watson behind was the exactly the same as what he achieved with the M3, clocking in at 3.6 seconds. However, unlike its good old fashion petrol-fueled cousin, BMW has claimed that the i4 M50’s peak performance level will not be achievable once you go below 90 percent battery capacity. In fact, the M50 will keep getting slower as its charge level decreases in order to maximize its range.
The i4 M50 has an impressive power output of 544 hp and 795 Nm of torque. It features an 80kwh battery that will take you 13 hours to charge off the wall plug at home, but a DC 50kw charger will take you from 10 to 80 percent in a little over an hour and a 150kw charger will do the same in less than half the time.
In terms of exterior design, the i4 M50 isn’t all that different from the ICE-powered models, apart from the kidney grille being solid as engine cooling is no longer a requirement. The base package gives you a set of 17-inch alloys, but you could also opt for a 20-inch set to hide your M-branded brake calipers. The rest of the body has subtle sporty features like a boot lip spoiler and diffuser, along with a couple of M badges, to remind you that you aren’t in a regular EV.
The interior is pretty much the same as the regular 4-Series, although Watson says that everything feels a little plusher overall. You’ll also see subtle blue trim inside the cabin to remind you that this is an EV, but the most noticeable change is the massive curved screen that is reportedly a treat to use. Seating space for rear passengers is nothing special, although boot space is admirable.
To find out the rest about BMW’s first-ever M car, you can watch the review in the video above.
Not much; the Plug-In Hybrid that’s been delayed may finally reach showrooms yet this year.
Otherwise, it’s a carry-over year for the suave Escape, which emerged from a redesign in the 2020 model year. If you’re looking for angles now, head over to the Bronco Sport: this crossover’s all about looking smooth in city landscapes. The body’s toned and taut, but Ford trims the Escape interior where it’s most visible: hard plastic dresses the doors and dash, and comes across more thrifty than clever.
The Escape’s quartet of powertrains misses few beats. The base 181-hp turbo-3 may struggle to pass uphill with a full load of people, but it’s reasonably quick—a rational choice. Smarter yet is the hybrid, with net output of 200 hp, better off-the-line surge, and a soaring 41-mpg EPA combined rating. (With a bigger battery, it nets 37 miles of electric range in the plug-in edition.) The strongest 250-hp turbo-4 turns top Escapes into twisty-road champs, and we won’t try to dissuade you from its rorty (if clacky) power delivery. Every Escape has good road manners and a more absorbent ride than in previous versions, though the steering’s less crisp than the hot-hatch rack in the prior version.
Interior space ranks among the Escape’s wins, but its front seats have short bottom cushions and narrow side bolsters; bigger passengers won’t feel at home unless they sit in back, where fold-down seats and a sliding bench seat can boost cargo space to mid-size SUV dimensions (37.5 cubic feet).
Every Escape has automatic emergency braking and active lane control, and both the NHTSA and the IIHS give it their highest ratings.
How much does the 2022 Ford Escape cost?
Base Escape S crossovers cost roughly $26,000, but don’t have all the features we expect. Take an SE Hybrid for the best value and for super fuel economy—or wait for the imminent plug-in model and its 37-mile electric range (and expected $35,000 sticker price).
If you’re a car enthusiast, off-road aficionado, or have any knowledge of British motoring, you probably have a good idea of how significant the new generation Defender is.
The most powerful variant is the P525 with its massive 518 hp supercharged V8, while the more subtle P400e 2.0 plug-in hybrid makes do with 398 hp. On paper, the two seem poles apart, but which makes more sense as a real-life purchase? In a recent video by the Late Brake Show, Jonny Smith reviews both trims to find out which one you should consider buying.
Starting off with the PHEV, there are a few things to keep in mind right off the bat. The electric-only range in the P400e is not much more than 20 miles (32 km). Another potential deal-breaker is the fact that the P400e does not come in the three-door Defender 90 bodystyle. With that out of the way, let’s focus on the good. The P400e will set off in hybrid mode but allows you to ‘save’ your battery by using only the combustion engine, and then go EV when you really need it. When you do actually go into EV mode (ideal for busy towns and a quick run to the grocery store) the P400e performs like any other EV: quietly and efficiently.
In terms of the exterior, there really is no difference between the two other than the subtle P400e badging and a plug-in hybrid port that allows rapid charging.
It’s a given that anything with a Defender badge on it regardless of its powertrain will have to have exceptional off-road capabilities. When you think off-road, there’s a tradition of picturing big, powerful, and torquey engines and not hybrids, but the P400e uses its electric energy perfectly. Despite being the more city-oriented Defender, the P400e still has every off-road option that you would see in a regular model, with the addition of being able to provide a low-range EV-only distance of 20 miles (32 km), giving a modern twist to the traditional art of off-roading.
So, how different is it to drive the not so environmentally friendly P525 V8? Being the fastest, most powerful Defender ever made, it is without a doubt that its 518 hp and 150 mph (240 km/h) top speed is guaranteed excitement. In short wheelbase Defender 90 form, Johnny Smith claims there’s no difference in the interior from the P400e apart from a set of metal padlle shifters to help encourage the 5.0 supercharged engine to do its thing. The P525 starts at £100,000 ($137,000) making it the flagship model in the range, so surely there must be some extras apart from the V8 engine to make you feel like you’re getting your money’s worth. From the outside, the P525 comes with a set of 22-inch wheels with Continental Cross Contact tires as standard, huge disc brakes with Brembo calipers, and quad exhausts that are tucked away neatly to allow for better approach and departure angles.
The interior is almost exactly the same as the P400e. You’ll get illuminated treadplates marked ‘V8’ and a few subtle differences like an Alcantara wrapped steering wheel, nicer buttons in comparison to the PHEV, and a few more optional extras but other than that, the interior is almost identical, and Smith recons Land Rover should have done a bit more given the bump in price.
In the end, Smith reckons that the P525 V8 is a vehicle meant for Defender purists and collectors that like impressive numbers and whiney superchargers, but for the average Defender buyer who is probably going to spend most of their time in the city, the P400e makes so much more sense, especially given that it comes in at nearly £35,000 ($48,000) less than the V8.
What kind of car is the 2022 Honda Ridgeline? What does it compare to?
The 2022 Honda Ridgeline finds familiar footing in a resurgent mid-size pickup segment that attracts shoppers from crossover SUVs as well as utilitarian trucks. Sharing a platform with the Honda Pilot three-row SUV, the Ridgeline squares off against traditional pickups such as the Toyota Tacoma and Nissan Frontier, as well as newcomers like the smaller Ford Maverick and Hyundai Santa Cruz.
Is the 2022 Honda Ridgeline a good car?
Review continues below
The 2022 Ridgeline scores a TCC Rating of 6.8 out of 10, thanks to its comfy ride, impressive standard features, and overall utility. (Read more about how we rate cars.)
What’s new for the 2022 Honda Ridgeline?
After last year’s refresh, the 2022 Ridgeline carries over unchanged except a new paint color.
The Ridgeline’s blunt nose and broad grille give it more truck presence than its predecessor, and in back twin exhaust pipes add some growl to all that black cladding over the square wheel arches. An appearance package from Honda Performance Development (HPD) carries over with 18-inch bronze wheels and big black fender flares. The cabin is nearly indistinguishable from the Pilot, with its gear panel in the console and horizontal span of the dash.
The Ridgeline comes standard with all-wheel drive that can handle jaunts down modest trails, but it’s meant more for on-road traction. The 3.5-liter V-6 makes 280 hp and 262 lb-ft of torque. Power comes on later in the rev range, but the 9-speed automatic doesn’t keep the engine there too often. It can tow up to 5,000 lb, and has a payload of about 1,500 lb.
The Ridgeline crew cab comes with a 5.0-foot composite bed with an underfloor cooler and a tailgate that can swing out or down. Despite the trucky innovation, the Ridgeline possesses crossover-like comfort and ride quality thanks to its unibody construction. Rear-seat passengers can stretch out with 36.7 inches of leg room, and front riders can fiddle with a standard 8.0-inch touchscreen with an actual volume knob.
Other standard features on the 2022 Ridgeline include standard automatic emergency braking, active lane control, and adaptive cruise control. It earned a five-star crash rating from the NHTSA, though the IIHS faulted its front-passenger protection.
How much does the 2022 Honda Ridgeline cost?
Sold in Sport, RTL, RTL-E, and Black Edition trim levels, with an HPD appearance package on base Sport models, the 2022 Ridgeline costs $38,115, including $1,225 destination fee. The loaded Black Edition adds upgrades such as navigation, premium audio, and truck-bed speakers for $45,095.