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dipulb3 · 4 years ago

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The Land Rover Defender X delivers rugged refinement

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The Land Rover Defender X delivers rugged refinement

Man, this thing is sharp.

Andrew Krok/Roadshow

Sometimes, Mother Nature brings the off-road park to your doorstep. With my corner of Michigan nestled deep under a foot of snow, and with neighborhood snow-plow infrastructure so lacking it may as well not exist, venturing outside becomes a capital-A adventure. Thankfully, I have a Land Rover Defender X in my driveway, which through a combination of luxury appointments and outright off-road capability turns this stark-white hellscape back into a winter wonderland.

Looks badass.

Can drive through nearly anything.

Mild-hybrid I6 can push.

Don’t Like

Touchy brakes

Big boy, big thirst

Infotainment better, still not great

Whether out of general newness or the fact that a Defender has not graced our amber waves of grain in two decades, this SUV really turns heads. Part of that comes from its surprising dimensions. It looks a lot smaller in pictures, but get right up on this thing and it feels like you’re staring down a building. Its 119-inch wheelbase dwarfs both a Range Rover and a Mercedes-Benz G550. The body is shorter overall than either, but this is no compact utility vehicle.

Being large and in charge reflects on the Defender’s styling, too. It’s both faithful to Defenders of old and still future-forward, borrowing elements like round headlights and diamond plating on the hood and adapting them to a sleeker, more modern design. It lacks the aggressive militaristic rigidity of the Mercedes G-Class, but it’s not far off. My range-topping X tester zhushes things up with a black contrast roof and hood, satin chrome trim and beefy 255/60R20 Goodyear Wrangler all-terrain tires ($350). Throw in the rear-mounted spare and you’ve got A Whole Look.

2020 Land Rover Defender X has a good time no matter what’s under the tires

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The interior further exemplifies the whole safari-chic theme. Cover the badge on the Defender X’s steering wheel and you’d be hard pressed to say this isn’t a Range Rover. Then again, with a starting price of $82,250 including destination, it’d better be close. Leather abounds, with rough-cut walnut trim splashed across the center console and door panels to great effect. The plastics have a rougher finish to them that speak more to durability than flimsiness. Considering the exterior dimensions, it’s no surprise that there’s oodles of headroom and legroom for all passengers, and the seats themselves are mighty comfortable. Visibility is top-notch, too, although the rear-mounted spare tire can eat into rearward views; thankfully, my tester sports a rearview mirror that displays a feed from the backup camera mounted above the spare.

Function walks hand-in-hand with form inside the Defender X. Nearly the entire middle of the dashboard serves as a tray for stashing maps, masks, phones, you name it — heck, there’s even a pass-through behind the infotainment screen. The center console offers two levels of storage, in addition to a small cubby under the armrest. Swing open the tailgate (be careful if you park too close to a wall or other cars) and there’s 38 cubic feet of cargo space, half a cube more than the Mercedes G550 and nearly 150% of what you get in a Range Rover.

While there isn’t a V8 under the hood (yet), it almost feels like there is. Instead, the Defender X utilizes a 3.0-liter straight-6 gas engine combined with a 48-volt mild-hybrid system. This powertrain delivers a sufficient 395 horsepower and 406 pound-feet of torque. Given its 5,200-plus-pound curb weight, Land Rover’s Ingenium engine can shove the Defender about with an impressive amount of haste, its eight-speed automatic rattling off smooth shifts in the background whether I’m gaining or shedding speed. It sounds pretty good in the process, too. The mild-hybrid is more efficient than the 2.0-liter gas engine available on lower trims, offering an EPA-estimated 17 miles per gallon city and 22 mpg highway — not great numbers by any stretch, but 3 mpg ahead of the V8-powered G550 on the freeway. Those figures are relatively easy to meet, but far trickier to beat. It’s thirsty.

That focus on smoothness extends to the rest of the Defender X’s ride. Equipped with those thicc off-road tires and a standard air suspension, this unibody SUV’s soft ride feels a little more composed than a Mercedes G550, but there are some truck-ish vibes still lingering about, with sharp highway expansion joints translating some shudders to the cabin and a bit of wallowing over undulating pavement. Throw in steering that’s a little on the light side, and there’s no forgetting the thing’s mass in daily operation. The brakes, which on my tester feature red calipers for some reason, are more than capable of stopping in a hurry, although the pedal is touchier than I’d like, requiring a little more finesse for smooth stops. If you need some extra ground clearance, the air suspension can raise the body to offer 11.5 inches of space between Defender and dirt.

The Defender’s interior isn’t just attractive, it’s also plenty versatile.

Andrew Krok/Roadshow

Speaking of dirt, Roadshow’s social media editor, Daniel Golson, had a different Land Rover Defender that he took through some serious paces at a local off-road park, and he referred to it as an “absolute beast over even the rockiest and most treacherous terrain, with the Terrain Response driving modes making it quick and easy to set up the car.” He didn’t even need to reach into the nethermost regions of the Defender’s many off-road options to have a great time, either, but with locking differentials, 360-degree cameras and hill-descent control, the Defender is able to tackle some serious stuff.

My time in shin-deep snow couldn’t have been easier. I didn’t even have to make use of the Defender’s many modes; letting the standard four-wheel-drive do its thing made for slip-free starts and stops every time. Sure, it might be like bringing a tactical nuclear device to a knife fight, but it’s nice to be overprepared for once.

The Defender’s new infotainment system is good, but Jaguar Land Rover’s latest still suffers from some of the same issues that have plagued its iterations for years.

Andrew Krok/Roadshow

All Land Rover Defenders come standard with the automaker’s new Pivi Pro infotainment system, which lives on a 10-inch touchscreen nestled into the dashboard. It’s home to just about everything you need here, whether it’s off-road settings, navigation, Apple CarPlay or Android Auto, and what isn’t shown there is displayed clearly on either the configurable gauge display or the head-up display that’s part of the X trim. Pivi Pro is a little underwhelming, though; while I do appreciate the new skin and its improved responsiveness, it’s still sluggish to boot up when cold and overall response can still be laggy. It also takes some getting used to how the menus and options are arranged.

In terms of safety equipment, all Defenders include automatic emergency braking, blind-spot monitoring, a surround-view camera system, lane-keeping assist and parking sensors. The Defender X also rocks a standard Driver Assist Pack, which is optional on lower trims, consisting of adaptive cruise control, active blind-spot assist and rear cross-traffic alert.

You’ll be happy that a rearview camera-mirror is available, because that badass mounted spare eats into rearward visibility.

Andrew Krok/Roadshow

The Land Rover Defender is not a cheap proposition, but it’s thankfully nowhere near the MSRP excesses of the Mercedes G550, which won’t leave a dealer’s lot for anything less than $125,000 or so. Four-door Defender 110 models start at $51,250 including destination, while my Defender X exists at the upper bound of $85,750, as it includes just about everything the automaker can include. It’s a downright steal compared to its competitor, though, even if you don’t get the badge cachet or a V8 under the hood. The G550 may be more luxurious, but I’m not sure it’s worth that many tens of thousands of dollars more, given how similar the two are in terms of off-road capability.

Regardless of outside factors, though, the Land Rover Defender rocks. It brings luxury-level trimmings to a vehicle that can practically drive through an apocalypse unscathed. It’s more than comfortable enough in daily use and will serve as a potent family hauler even if it never sees so much as an inch of mud, and for far less than its primary competitor. The 20-year wait was worth it.

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robertkstone · 6 years ago

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2019 BMW X5 xDrive40i First Test: Catch My Tail

A staffer who recently spent time in the 2019 BMW X5 sent me the following Slack message: “I love the tailgate. Love it!” Pro tip for new parents: Apparently it’s great for changing diapers. That rear hatch and tailgate combo is relatively rare (check out Land Cruiser and Land Rover Discovery), though it’s been around since the X5’s birth two decades ago. Standing out is a good thing in the super crowded luxury crossover segment. But does the fourth-generation X5 stand out in any other way?

How about being quicker than its peers? With a stronger 3.0-liter, turbocharged inline-six making 335 hp and 330 lb-ft of torque (35 hp and 30 lb-ft more than the outgoing model), the new X5 launches from 0 to 60 in just 5 seconds flat. It barely beats the new 2019 Porsche Cayenne we recently tested by a tenth of a second. Both reach the quarter mile in 13.7 seconds at about 100 mph. Quite impressive, especially considering that the BMW tipped our scales at 4,854 pounds, which is 178 pounds heavier than the Porsche (which coincidentally churns out similar power from its single-turbo V-6 rated at 335 hp and 332 lb-ft).

And not only is the X5 quicker than the Audi Q7 3.0T and the 2017 Jaguar F-Pace S, but it ties SQ5 to 60 mph. The last two are lighter and more powerful. We’re eagerly waiting for the chance to test the new Mercedes-Benz GLE.

The X5’s “power feels quite linear,” road test editor Chris Walton noted. “Quick, fast, and very consistent.” He also praised the eight-speed for super quick shifts. That gearbox has been revised with new gearing, including a shorter first gear.

The BMW’s weight is likely the main culprit for its 60–0 mph stopping distance of 119 feet, which is a few feet more than both Audis and the Jag. The Porsche is the overachiever in this group, coming to a halt in an astounding 105 feet. We should point out that our test car is among a small group of early-build “xLine” trim units fitted with optional M Sport brakes that include lighter aluminum calipers (four pistons for the fronts, two pistons for the rears) and larger rotors (15.6 inches up front and 14.6 inches at the rear). BMW has since made those brakes exclusive to the M Sport package ($5,850), which includes adaptive dampers and a long list of creature comforts.

Despite not having the full stockpile of M Sport ammo, the X5 completed a respectable figure-eight lap in 25.8 seconds—eight tenths behind the lighter Cayenne with wider and stickier tires. “You’re constantly reminded that this thing is ‘taut’,” testing director Kim Reynolds noted. “Very easy to turn in and have the tail rotate too much.”

Fun stuff, but most customers will likely focus less on its tail-happy nature and more on its taut handling. Our tester was equipped with the optional air suspension ($1,000) that adjusts ride height based on speed, drive mode, and a switch on the center console. The overall ride is smooth and controlled, and we found that the suspension handled highways and L.A.’s potholes quite well. Road and wind noise is minimal, but acoustic glass is also available ($3,000) for those who desire an even quieter cabin.

After the X5 impressed the test crew, it worked its magic with our MPG team, as well. The EPA rates the 2019 X5 xDrive40i at 20/26/22 mpg city/highway/combined, but its EQUA Real MPG figures came in at 23.2/28.2/25.2 mpg. We have yet to MPG test the Cayenne or 2020 Mercedes GLE 450 4Matic, but the BMW’s EPA ratings are higher than both. A 2020 X5 xDrive45e plug-in hybrid is due soon for those looking to further decrease their carbon footprint, and there’s still no decision on a diesel powertrain for the U.S.

The 2019 X5 starts at $61,695 and can easily get pricey. Our X5’s as-tested price totaled $73,980 thanks to three packages and a handful of à la carte options. Our First Look and First Drive reviews thoroughly cover the X5’s long list of new technology (and its new off-road package), including the next-gen iDrive infotainment system that now features touchscreen capability and improved layout. BMW’s Gesture Control, which allows you to control some infotainment functions by moving your hand in front of the screen, seems better, but it still needs more tweaking; holding your phone close to the dashboard, for example, inadvertently activates the system. Wireless Apple CarPlay is fantastic, but it was a buggy, occasionally disconnecting from my phone and freezing apps like Spotify. Could it be an issue with my month-old iPhone XR? Maybe. But hopefully BMW and Apple can figure it out. Another gripe? The optional running boards. They hit the mark on looks but are a functional nuisance. Many passengers found themselves rubbing their legs or pants against the boards while exiting. We’d skip those.

These small gripes don’t overshadow the X5’s decent handling, sharp interior, and comfortable ride. That the Porsche, Audi, and Jag will struggle to catch its tailgate is a nice surprise.

2019 BMW X5 xDrive40i BASE PRICE $61,695 PRICE AS TESTED $75,820 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 3.0L/335-hp/330-lb-ft turbo DOHC 24-valve I-6 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,854 lb (50/50%) WHEELBASE 117.1 in LENGTH x WIDTH x HEIGHT 194.3 x 78.9 x 69.0 in 0-60 MPH 5.0 sec QUARTER MILE 13.7 sec @ 100.5 mph BRAKING, 60-0 MPH 119 ft LATERAL ACCELERATION 0.88 g (avg) MT FIGURE EIGHT 25.8 sec @ 0.71 g (avg) REAL MPG, CITY/HWY/COMB 23.2/28.2/25.2 mpg EPA CITY/HWY/COMB FUEL ECON 20/26/22 mpg ENERGY CONS, CITY/HWY 169/130 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.87 lb/mile

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jesusvasser · 7 years ago

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First Drive: 2019 BMW X5 40i xDrive

CHATTAHOOCHEE HILLS, Georgia — I hate to admit this because I’m not the biggest fan of made-up names for cars that already exist, but BMW’s claim to coining the Sports Activity Vehicle, or SAV, name might be truly applicable to the fourth-generation X5. During our day of testing the latest high-riding Bimmer, I was left impressed with the vehicle’s breadth of capability both on and off-road.

However, as much as I was impressed, I was also shocked about how specific one must option an X5 to get exactly the vehicle we assessed. Take my overwhelmingly positive review with a grain of salt—as each modicum of praise is tempered with the acknowledgement of extras that may alter one’s experience in that area.

The new generation of X5 looks muscular and modern, further beefed up with a 21-inch wheel, although choosing these will incur a $1,550 ding to the bill. Our xDrive40i spec tester wore Phytonic Blue Metallic paint, which can be had for $550. The color contrasted beautifully with the Satin Aluminum trim and roof rails, and the result is a ute that looks both upscale and rugged.

Our tester was equipped with the base engine, a turbocharged 3.0-liter inline-six cylinder which churns out 335 hp and 330 lb-ft. It’s mated to an updated version of the ZF 8HP eight-speed transmission found in other cars across BMW’s lineup, which it calls a Steptronic and says provides sportier shifts. Fortunately, the upgraded M Sport brakes, for which BMW asks $650, bring the mass to a stop expertly.

The powertrain, which drives all four wheels via the xDrive system, feels characteristic of the ideal BMW. Under acceleration, the engine feels buttery smooth and moves the 4,813-lb SUV with ease. Push the gas pedal to the floor and the X5 thrills as it surges forward. The exhaust note emits a delicious snarl and snorts as the transmission works its way through the gears.

Even at full chat, the two-axel air suspension keeps everything tidy. Even though this comes as part of the Off-road Package, a $3,950 extra, which also adds the M Sport Differential as well as off-roading capabilities that I’ll address shortly. Between the differential, the suspension, and the optioned Integral Active Steering, added for $1,150, the X5 navigates windy roads with aplomb. It handles like a much smaller vehicle, feeling nimble despite its size.

Once we arrived at a ranch in the Chattahoochee Hills, it was time to take the X5 where few have gone before: truly off-road. The Off-Road Package is the first BMW has ever offered, so this generation of X5 is the first that has been able to tackle serious terrain with weapons grade equipment. There were still signs marked with Land Rover logos scattered through the course, so it appeared BMW has some confidence in its latest creation’s abilities.

We made extensive use of the hill descent feature, which holds the vehicle at a controlled speed when going down a steep grade. The X5 maintained its traction admirably. The rear steering was a boon in the tight corners of the forest path. It was as though the big SUV wrapped around trees, and only at one juncture did anyone from our caravan need to use the reverse gear to make it through a bend.

The air suspension also played a role in making this off-roading experience memorable. The X5’s suspension has 80mm of travel overall, and can be raised or lowered 40mm from its normal ride height. When the rough terrain drive mode is selected, the X5 lifts up to boost ground clearance. Having sampled the latest Jeep Wrangler in Moab earlier this year, I was impressed with the chassis control and off-road comfort. My tester seemed to waft over the rough stuff as I enjoyed the air condition and ventilated seats.

BMW also moved its interior design forward with this model. Our tester had standard porous brown popular wood trim, which imbued classic luxuriousness to the cabin.

I spoke with Eva-Maria Günther, interior designer for the X5 as she walked me through the layout of the vehicle that will dictate the design language of upcoming BMW cars. The Hofmeister Kink, or the “C” shape that you’ve likely noted on the C-pillar of BMW cars, has permeated the interior, and Günther says this is intentional.

“It is more dynamic when you leave [the line] open … like in the air vent,” she said. “It gives it a typical BMW feeling.”

Some of the knobs and switchgear were made from glass in our tester and could be optioned for $650. Günther said these can be viewed as “jewels” or points of pride in the vehicle. I saw them as a one-upping of Volvo’s crystal shifter, especially the crystalline iDrive knob. Our xDrive40i models were further luxed up with the leather dashboard option for $1,200.

Günther also stressed the reconsolidation of controls in the X5’s interior. Buttons and switches are relegated to what she calls “islands,” and says they’re meant to organize the driver’s focus when operating the vehicle. Speaking with me inside a pre-production model, she spoke to this layout philosophy.

“We have here that the climate control island, the air vent is now connected with this climate control and then in the middle console all the driving relevant functions are bundled in one area,” Günther said gesturing to the relavant parts of the dash. “This overall helps to have a clean and tidy appearance.”

I’ve spent as much seat time in our Four Seaons BMW M550i xDrive, and the new BMW interior design language is laid out with equivalent or better intuitiveness. As I hopped in the driver’s seat for the first time, I had no problems situating myself and finding the features or menu items on the infotainment screen I wanted. Critics of late model BMWs of the previous generation lamented the dated design, but Günther’s work should offer something that’s both modern and familiar.

It didn’t hurt, literally, that our testers had the Luxury Seating Package, which can be added to an X5 for $1,600. It adds the multi-contour chairs for every passenger, as well as massaging front-ventilated seats, a godsend on a humid Georgia day. Along with the standard Vernasca leather, I remained happily cosseted despite the oppressive exterior conditions. The vertical thrones are made even more luxurious with the inclusion of heated seats for every passenger for $350 and a heated steering wheel and front-seat armrests for $250.

The X5 is chock-full of luxury and tech as standard, but our testers had plenty of extras added on top as well. For $1,150, the Convenience Package grants keyless entry, four-zone climate control, and a full year of Sirius XM Radio.

The Premium Package, which was the least applicable during our day trip with the car, costs $2,050. It adds true luxuries, in the sense that these options are advanced, but not essential for day-to-day transportation. Improved parking assistant, a head-up display, wireless charging, a WiFi hotspot, “enhanced” USB and Bluetooth connections, a rear-view camera, and 360-degree camera visibility are all part of this selection.

Even deeper into the world of luxury lies the Executive Package, which adds an additional $2,050 past the base price. This adds remote engine start, soft-close doors, manual shades for the rear side windows, and Tron-like laser-enhanced LED headlights. This package may seem “extra” in the sense that its options are dramatic and over-the-top, but they endow the X5 with a user experience that truly feels special, as though there’s a spectral butler taking care of needs one doesn’t even know they’ve had.

This is also the first BMW to feature iDrive 7.0, the latest variant of the Roundel’s infotainment operating system. It offers increased customization and complimentary access to Apple CarPlay (shout out to my fellow Android users—BMW says the take rate on iPhone is so high they haven’t really considered adding Google’s mobile OS to their cars). The baked-in navigation, in which BMW planned our routes, offered some confusing directions. Fortunately, Google Maps is now available on CarPlay so not all is lost, literally speaking.

We cranked some tunes through the optional Harman Kardon sound system, which would incur another $875 to prospective buyers, but quality is clean and crisp. This one’s certainly worth snatching up.

BMW didn’t forget to ladle in the safety tech in their best-seller—there’s plenty of driving nannys to keep one’s investment between the lines and out of the bumpers of adjacent traffic. To add another layer of security, the $1,700 Driving Assistance Package can be had to beef up the car’s defenses. I had some initial issues with overly sensitive collision and lane-keeping assists, but a single defeat button eliminated all of the handicaps in seconds.

It may seem shallow to harp on BMW’s options, but our vehicle rung at $81,230 after the $995 destination charge, which is over $20,000 higher than the base price. I enjoyed my time in the X5 immensely and the dynamics, build quality, and features impressed me deeply, yet I was left wondering what a base car that stickers for $60,700 would be like to drive.

The tester of the BMW X5 xDrive40i may have quelled my skepticism of the brand’s chosen SAV moniker, but the 33% increase in price over the base model is astounding. Yes, one would receive a car with the same name, but would they have a comparably impressive driving experience? We’ll have to solicit BMW for an entirely optionless model to find out.

The 2019 BMW X5 will go on sale in November 2018.

2019 BMW X5 xDrive40i Specifications ON SALE November 2018 PRICE $60,700/$81,230 (base/as tested) ENGINE 3.OL DOHC 24-valve inline-6/335 hp @ 5,500 – 6,500 rpm, 330 lb-ft @ 1,500-5,200 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 5-passenger, front-engine, AWD SUV EPA MILEAGE TBD/TBD mpg (city/hwy) L x W x H 194.3 x 78.9 x 69 in WHEELBASE 117.1 in WEIGHT 4,813 lb 0-60 MPH 5.3 sec TOP SPEED 130 mph

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eddiejpoplar · 7 years ago

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First Drive: 2019 BMW X5 40i xDrive

BMW also moved its interior design forward with this model. Our tester had standard porous brown popular wood trim, which imbued classic luxuriousness to the cabin.

“It is more dynamic when you leave [the line] open … like in the air vent,” she said. “It gives it a typical BMW feeling.”

We cranked some tunes through the optional Harman Kardon sound system, which would incur another $875 to prospective buyers, but quality is clean and crisp. This one’s certainly worth snatching up.

The 2019 BMW X5 will go on sale in November 2018.

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jonathanbelloblog · 7 years ago

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First Drive: 2019 BMW X5 40i xDrive

BMW also moved its interior design forward with this model. Our tester had standard porous brown popular wood trim, which imbued classic luxuriousness to the cabin.

“It is more dynamic when you leave [the line] open … like in the air vent,” she said. “It gives it a typical BMW feeling.”

We cranked some tunes through the optional Harman Kardon sound system, which would incur another $875 to prospective buyers, but quality is clean and crisp. This one’s certainly worth snatching up.

The 2019 BMW X5 will go on sale in November 2018.

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mrcutfish · 7 years ago

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OBDSTAR X300 DP plus VS X300 DP VS Lonsdor k518ise

Post topic: obdstar X300 DP plus VS X300 DP VS Lonsdor k518ise in the software functions, vehicle coverage, features, hardware etc. And followed with obdstar X300 DP plus A package Vs B package Vs C package. Finally ends with obdstar X300 DP plus features & real pictures.

Part 1: obdstar X300 DP plus VS X300 DP VS Lonsdor k518ise

Software function Content

OBDSTAR X300 DP Plus

Lonsdor K518ISE

OBDSTAR X300 DP

Price $1699-$1999 (A package -C package) free shipping $1199 free shipping $829 free shipping Immobilizer system Key/Remote programming Yes Yes Yes EEPROM Yes Yes Yes Key Renew Yes Yes Odometer Correction VW Yes Yes Yes Porsche Yes Yes Yes Jaguar Yes Yes Yes Land rover Yes Yes Yes Mazda Yes Yes Yes Audi Yes Yes Yes Renault Yes Yes Yes Hummer Yes Yes No Hyundai Yes Yes Yes Kia Yes Yes Yes Besturn Yes Yes Yes Skoda Yes Yes Seat Yes Yes Benz Yes Yes Bentley Yes Yes Lincoln Yes Yes Chrysler Yes Yes GM Yes Yes Infiniti Yes Yes Mitsubishi Yes Yes Nissan Yes Yes Ssangyong Yes Yes Subaru Yes Yes Suzuki Yes Yes GreatWall Yes Yes Geely Yes Yes Fiat Yes Yes Citroen Yes Yes MG Yes Yes Rowe Yes Yes Baoteng Yes No Peugeot Yes Yes Opel Yes Yes Volvo Yes Yes Smart Yes Yes Alfa Romeo Yes No Ferrari Yes Yes Diagnostic Full system diagnostic Yes Diagnosis (Japanese and Korean Series) Special Functions Service reset Yes Manual remote control Yes Yes ABS bleeding Yes Yes Battery matching Yes Yes ECU programming Yes No EPB Yes Yes Throttle programming Yes Yes Airbag reset Yes Yes TPMS reset Yes Yes Steering angle reset Yes Yes OBDII Yes Yes DPF Regen Yes Yes Injector coding Yes Yes Suspension Yes NO Gear learning Yes Yes CVT learning Yes Yes Steering angle repair Yes ECU Clone Yes Switch activation Yes Hardware Test Frequency/ Yes Remote Tester Anti-theft Induction coil Yes P001 programmer unit Yes C001 circuit board Yes C002 circuit board Yes W001 data cable Yes W002 data cable Yes W003 data cable Yes Toyota smart key emulators Yes Yes

Part 2: obdstar X300 DP plus obdstar X300 DP plus A package Vs B package Vs C package

Functions Regional market Software Configuration X300 DP plus Remark

A package

B package

C package

Immobilizer / Remote programming European cars VW/Audi/Skoda/Seat (Standard) √ √ √ VW/Audi/Skoda/Seat (Advanced) √ √ √ add NEC

24C64

2014-key

programming. BMW (Standard) BMW (Advanced) √ √ √ Add FEM/BDC

key programming,

ISN code

reading etc. Volvo √ √ √ The other European cars √ √ √ Asian cars Hyundai /Kia (Standard) Hyundai /Kia (Advanced) √ √ √ Add 47/8A/46 smart

key pin code

reading Toyota /Lexus (Standard) Toyota /Lexus (Advanced) √ √ √ For Middle

east cars,

it adds H chip all

keys lost(Immo

box reset) The Asian cars √ √ √ North American cars Ford(Standard) Ford (Advanced) √ √ √ Add Ford after

2015 key

programming

functions,I.E:

Mobdeo,Edge,

Taurus,Escort,

EVEREST,

Explorer,F-150

SVT Raptor,

Mustang,

Lincoln MKZ,

MKCand

Continental

2015 – etc. GM(Standard) GM(Advanced) √ √ √ The other American &

Chinese cars √ √ √ Can perform

BMC pin code

reaing on these

cars: -2017

Lacrosse,Lacrosse,

Trax,Envision, GL8,

MALIBU,

AVEO,Excelle before

2015,Cruze etc. Cluster Calibration All cars cluster calibration √ √ 4-system diagnosis Engine,

Transmission,

ABS, airbag reset OBDII Diagnosis Full functions diagnosis √ Full-system

all-cars

diagnosis Special function Oil service reset √ Reset the Oil Service

Light on Manual remote setting Some cars onl

supports manual

remote setting. ABS bleeding √ After replace the

ABS pump and

related components. Battery matching √ After the battery

is changed, you need

to match the battery. ECU programming √ The car with EPB replace brake pads √ Electronic

Parking Brake

release Throttle programming √ Used to clear

the learning

value after

cleaning the

throttle,

otherwise it

will cause high

idle speed. Airbag reset √ Used to clear

airbag ECU

collision data

after a vehicle

collision,

otherwise the

ECU cannot be

reused TPMS reset √ Used for reset

after tire pressure

alarm Steering angle reset √ Replacement of

data lost after

steering angle

change or power off OBDII Engine √ Used to diagnose

the car with

OBD protocol. DPF Regeneration √ Diesel Particulate

Filter Operational Injector coding √ Used to match and

code the injector

after replacement Suspension match √ Used to match and

set the suspension

after adjusting. Gear learning √ Used to learn

the crankshaft

position sensor

after power

off (only the

domestic vehicle

equipped with

the Delphi

system has this

function) CVT learning √ Used to reset the

learning value

after maintenance

of CVT transmission EEPROM √ Read and write the

eeprom;read 8-pin

IC chip password

and reset some

models anti-theft Key Renew √ Renew the used

keys to solve

the problem that

used keys

cannot be matched

to other models Steering angle repair √ Used for the repair

of lost data

of vehicle steering

angle sensor ECU Clone √ Used for copying the

program

when replacing the

new/second-hand

computer. Switch activation √ Hardware P001 Programmer unit √ √ √ C001 circuit board √ √ √ C002 circuit board √ √ √ W001 data cable √ √ √ W002 data cable √ √ √ W003 data cable √ √ √ Toyota smart key emulators √ √ √ Remote Tester √ √ √ Anti-theft Induction coil √ √ √ Used to test if the

coil can send

out the transmit

signal.

Part 3: obdstar X300 DP plus features & real pictures.

Hardware Advantages:

Built-in VCI box

8-inch touch screen

Chargedirectly via OBD interface

Practical and high-end gift box

Industrial design with silicone case

Back bracket design:prop on the steering wheel or stand on the table

With 4 Toyota simulation keys (the fifth is coming soon)

Simulated key 1 applies to the vehicle with 94/D4 type of smart key; Simulated key 2 applies to the vehicle with 98 type of smart key; Simulated key 3 applies to the vehicle with 88/A8 type of smart key; Simulated key 4 applies to the vehicle with A9 type of smart key;

8. P001 programmer: EEPROM adapter + RFID adapter+ Key Renew adapter

Add the clip of reading SOP 8PIN EEPROM

10. C001/C002 circuit board to read and write chip data with welding

Image 1: C001 circuit board is compatible with old NO. 3 and 4 circuit boards, applying to EEPROM chip dismantling and reading, Tianjin FAW and VIZHI immobilizer coil initialization and other functions.

Image 2: C002 circuit board is connected by W001, W002 or W003 without welding the chip.

IMMO induction coil to detect the key induction coil failure of the vehicle.

12. Add wiring harness of ECU reading by OBD (for ECU cloning and switch activation)

ECU Programming/Cloning

ECU cloning means copy ECU, that is the OBDSTAR X300 DP Plus copies the data from the original car ECU, then write it into another same ECU hardware, so that it can achieve the same function as the original ECU.

When you want to change the new ECU or the second ECU, if you use X300 DP Plus to clone via OBD, you won’t need to go to the 4s store to do the online programming or dismantle ECU to weld, read & write.

ECU clone Pros :

No need to go to 4S shop, convenient, fast and save money.

Simplify the operating steps, even the amateur can also operate.

No need to dismantle and weld the ECU to read & write, it is zero risk to clone ECU via OBD with the X300 DP Plus.

Switch activation function

Nowadays, many car models’ accessory power supply of the dashboard or audio equipment needs to be activated to enter the boot status through the related module CAN.

However, when the car technician maintains the dashboard / audio equipment, the main unit is out of the CANBUS network so it maybe won’t boot. X300 DP plus” switch activation function” can emulate the CANBUS communication to active the power supply of dashboard / Audio so that it can enter the boot status, then it will test and verify the dashboard and the Audio, also the technician can save money avoiding to purchase many the boot platform and cables of kinds of car models

13. Adds the “Help” functionincluding the testable car models, update notice, special features, help instruction, wiring diagram etc.

Testable car models: The user can read the testable car models and year.

Update notice: The user can read all of the update content.

Features: The user can read all of the special features and the functions that only X300 DP Plus supports.

Help instruction: Built-in the guide and instruction for each car model or function.

Wiring diagram: Built-in ECU wiring diagram, more intuitive and convenient.

Pictures mean a lot:

obdstar DP plus accessories:

OBDSTAR X300 DP Plus Package:

www.uobdii.com

#OBDSTAR X300 DP Plus

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ecudepot · 17 hours ago

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https://ecudepot.com/product/jlr-cluster-test-harness/ LAND ROVER discovery3, discovery4, discovery5, Range Rover, EVOQUE pointer dashboard, digital speedometer bench tester.

landrover #rangerover #discovery3 #discovery4 #discovery5 #rangeroverevoque #rangerovercluster #landroverdashboard

#discovery3 #discovery4 #discovery5 #rangerover #rangerover evoque

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dipulb3 · 4 years ago

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2021 Mercedes-Maybach GLS600 offers oodles of luxury, but is it enough?

New Post has been published on https://appradab.com/2021-mercedes-maybach-gls600-offers-oodles-of-luxury-but-is-it-enough/

2021 Mercedes-Maybach GLS600 offers oodles of luxury, but is it enough?

Hello, opulence.

Antuan Goodwin/Roadshow

There are some folks who need more luxury than a standard Mercedes-Benz can offer. And for them, there’s Mercedes-Maybach. Previously only the S-Class got this extra-extra treatment but now, Maybach is broadening its reach with the new hifalutin GLS600, as well.

Sumptuous rear seats

Excellent onboard tech

Buttery-smooth transmission

Don’t Like

Competitors offer more luxury

Poor fuel economy

This fancy SUV looks like a bright, shiny silver dollar, complete with copious amounts of chrome and an available two-tone paint job. The grille, while shiny as hell, is actually quite subdued with its simple vertical slats. Yes, they reflect the sun and glint into the eyes of the peons that dare look at you, but I honestly expected something even more ostentatious.

The silhouette is dominated by my tester’s available 23-inch multi-spoke wheels. Curiously, the center caps are not self-centering as those on the Rolls-Royce Cullinan, which is a bummer, as that’s a pretty easy feature to incorporate. Regardless, when I open the door the GLS lowers itself slightly and a running board made of anodized aluminum deploys for easy ingress.

2021 Mercedes-Maybach GLS600: When more is more but not too much

See all photos

Inside, the dashboard and front seats are essentially ripped from the standard GLS, but tweaked ever so slightly. My tester has gorgeous, open-pore wood; leather at every touch; ambient lighting; ridiculously comfortable seats that are heated, cooled and massaging; and heated and cooled cup holders. There’s plenty of Maybach badging as well and this thing even has its own dedicated Maybach scent piped in through the air vents. I’m no bloodhound, but Mercedes describes this aroma as, “The white osmanthus blossom, floral and light, rounded off by a gentle leather note and spicy tea.” So yeah, let’s go with that.

But really, the highlight of the Maybach GLS’ cabin is in the back. The standard GLS’ third row is gone and the back seats are moved rearward for improved legroom. You can get a bench seat, but I don’t know why you would, especially since the awesome four-seat configuration is a no-cost option. Also, there’s a built-in champagne cooler, along with holders for your champagne flutes and cooled cup holders for your more boring beverages. Go big, y’all.

This is where you want to be.

Antuan Goodwin/Roadshow

The executive chairs in back are supremely comfortable — heated, cooled and massaging, natch, with a recline function and footrest that brings riders almost half-way to horizontal. At 5 feet, 9 inches tall, I’m able to stretch all the way out, but taller passengers might find their feet resting against the front seat. With a soft pillow for your head and lower back, this is a place to relax, for sure.

Should you want to get some work done, there are optional folding trays for each seat and a tablet computer in case you forget your laptop. You can keep everything charged with two USB-C ports as well as a 115-watt outlet and wireless charging.

Mercedes’ MBUX infotainment system is here, running on a 12.3-inch screen. I usually plug in my phone to use Apple CarPlay or Android Auto when navigating, but I love the virtual overlay on the in-dash navigation that shows precise arrows for turns and street addresses. The virtual assistant is also pretty good, recognizing natural language and will even tell you a joke or two. The standard 12.3-inch digital gauge cluster is nifty, showing me all the information I could possibly want. There is also a standard head-up display to keep everything at eye level.

23s? 23s.

Antuan Goodwin/Roadshow

I really enjoy Mercedes’ suite of advanced driver’s aids and they are all standard on the Maybach. That means you’ve got blind-spot monitoring and lane-keeping assist, while the adaptive cruise control works great in stop-and-go traffic. It can even slow the car down based information gathered from the in-dash navigation. The steering assist helps drivers get down the road and can even change lanes automatically provided the coast is clear. However, this is still a hands-on system and if the GLS thinks the driver is incapacitated in any way it will stop the car in its lane and unlock the doors so first responders have access.

Where the Maybach suffers, however, is in cargo space. Behind those executive seats is only 18.5 cubic feet of space and that’s without the rear of the champers cooler invading the cargo area. That’s a bit less than a Rolls-Royce Cullinan but way less than the 24.5 cubes in the Land Rover Range Rover SVAutobiography. Only the Bentley Bentayga, with 17 cubic feet behind the second row, has less.

If you needed further proof that the Maybach GLS is all about being driven, the SUV has a unique Maybach drive mode that prioritizes the comfort of rear seat passengers. This drive mode starts the GLS in second gear, mutes the throttle and turns off the stop/start for less passenger jostling.

The V8 engine has mild-hybrid assist.

Antuan Goodwin/Roadshow

Of course, the Maybach GLS has plenty of power under the hood, with its 4.0-liter twin-turbocharged V8 good for 550 horsepower and 538 pound-feet of torque. The engine is supplemented with EQ-Boost, a 48-volt mild-hybrid system that can fill in low-rev turbo lag with an extra 21 hp and 184 lb-ft of torque. The EQ-Boost system also makes the stop/start system incredibly smooth, almost imperceptible. Still, even with that hybrid tech, the Maybach GLS is a thirsty gal, earning a fuel economy rating of 15 miles per gallon in the city, 19 mpg highway and 16 mpg combined.

If you want ridiculous speed and great handling, look at the 603-hp Mercedes-AMG GLS63. The Maybach is still quick, scooting to 60 mph in 4.8 seconds, but it’s tuned to be softer overall. The Sport mode isn’t as aggressive, forcing me to slow down just a bit and not tackle a backroad with abandon. The Curve mode uses the air suspension system to kind of lean into turns, which sounds bizarre, but makes for a less roly-poly ride. There is also an Off-Road mode that can bounce the big SUV up and down to help get it unstuck from soft sand, in case your chauffeur didn’t air down enough while driving on your private beach. You can also just bounce because it looks cool, too.

I can’t say enough good things about the nine-speed automatic transmission. I’ve always been a fan of the Benz’ modern gearboxes, and this one is a delight, offering up smooth, quiet shifts exactly when I want them. Similarly, the brakes are effortless, with a firm, linear feel despite the Maybach GLS’ 6,000-pound footprint.

The two-tone paint is subtle but effective.

Antuan Goodwin/Roadshow

The 2021 Mercedes-Maybach GLS starts at $161,550 including $1,050 for destination. My tester wears the $18,500 two-tone paint job and the $5,500 23-inch wheels. The fridge is an extra $1,100 and the champagne flute holders are $800. Finally, the folding tables add $1,800 for an as-tested price of $190,000.

If you really want to feel like you’re riding on a cloud, the GLS can’t really touch cars like the Bentley Bentayga or Rolls-Royce Cullinan. Yeah, those SUVs cost a whole bunch more money, but if you’re in the market for a super-luxurious SUV, is price really that much of a concern?

In fact, that’s my one big issue with the Maybach: It doesn’t go far enough. Aside from the ride quality, the Land Rover Range Rover SVAutobiography will get you farther off the beaten path and the Bentley Bentayga is more enjoyable to drive. I’d rather see the Maybach go even bigger in the luxury department to really offer something unique.

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jesusvasser · 7 years ago

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First Drive: 2019 BMW X5 40i xDrive

BMW also moved its interior design forward with this model. Our tester had standard porous brown popular wood trim, which imbued classic luxuriousness to the cabin.

“It is more dynamic when you leave [the line] open … like in the air vent,” she said. “It gives it a typical BMW feeling.”

We cranked some tunes through the optional Harman Kardon sound system, which would incur another $875 to prospective buyers, but quality is clean and crisp. This one’s certainly worth snatching up.

The 2019 BMW X5 will go on sale in November 2018.

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jonathanbelloblog · 7 years ago

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Quick Take: 2018 Jaguar XE 25t R-Sport AWD

Pricing is a hell of a thing. I didn’t know the price of our 2018 Jaguar XE 25t R-Sport AWD two-week loaner when I was driving it around Los Angeles, but the lengthy model name should have been a big enough hint that it was expensive.

This athletic mid-sized luxury sedan stickers for an eye-watering $60,645, over $10,000 beyond the model’s $48,325 starting price. When I was tootling through the sunny boulevards of my city, I figured I was only driving about $50,000 of kit at most. Man was I wrong.

I had to lead with the price because although the XE is quick, handles great, and is laden with some useful tech, the experience of living with the car falls short of the suggested retail value, especially when compared with a similarly optioned 2018 Audi A4 Quattro S-Line (manual!) we had in the garage earlier, which finished much closer to the $50k mark.

Our tester wore attention grabbing Caesium blue paint, which won some affection from our staff but drew the ire of those that prefer a more subdued color scheme. As an R-Sport car, the XE wears an R-Design body kit which adds some aggression to the sedan’s styling and also bestows it with a trunk lid spoiler.

Other cosmetic enhancements include the $360 Black Design Package, which blacks out the grille, side vents, and bumper blades. As a finishing touch, the Jaguar also rode on optional 19-in. wheels, which contributed another $1,020 to the final price. The aggressive styling must work too, more than one Alfa Romeo Giulia driver seemed keen to tailgate and then fly by during my morning commutes. Who says there isn’t competition in the sports sedan segment?

Acceleration from the turbocharged 2.0-liter four-cylinder engine is fleet and without drama thanks to the AWD system. Jaguar claims our tester should be good for a 6.3-second 0-60 mph sprint, and it felt about that brisk when launched. An eight-speed automatic transmission handles the gear changes but the general consensus among our staff is that the engine and gearbox don’t communicate as well as they should in an executive sedan.

At times, it’s tough for us LA drivers to open up our cars on the road and really let them breathe, but I had a chance to hustle the XE through some of the better on-and-off ramps in the area. After my disappointment with the wheezy-sounding Ingenium-family powerplant in traffic systems, bending the Jaguar through some more exciting corners proved to be the sedan’s saving grace. Turn the wheel and the weight is just right, unwind and get ready for the next turn. All it needs is a better powertrain and then this XE would become a proper Jaguar.

As a commuter, the 25t R-Sport AWD does a lot right, much of which is thanks to the $3,265 Technology Package. Save the lack of Android Auto and Apple CarPlay, I enjoy the Jaguar-Land Rover infotainment system, upgraded to the 10-inch display with the “Pro” version of the interface and navigation. The graphics are clean, the responsiveness is generally at the level of a smart phone, and the user interface is intuitive with obvious menu options. There’s also a digital display in the gauge cluster that carries over much of the main display’s functionality. The premium Meridian sound system suits the smaller cabin well and I enjoyed a variety of tunes over Bluetooth, satellite and HD radio. There’s also a Wi-Fi hotspot to fully tech-out the interior.

Speaking of the greenhouse, I found the interior to be a bit snug. My normal-sized adult passengers complained of difficulty entering and exiting the rear doors. The dashboard layout has a driver-focused layout, but I still felt a bit claustrophobic due to the tight fit.

Compact cabin aside, I appreciated the Comfort and Convenience Package, a $2,235 option that adds heated and ventilated from seats, a motorized rear sun shade, and a powered trunk complete with gesture-control functionality.

The Driver Assistance Package, for $3,495, rounded out the trio of high-dollar add-ons on the Jaguar. This added a bevy of safety assists to our tester and provided me with some peace of mind on the city’s busy streets. This includes adaptive cruise control with stop-and-go traffic abilities, traffic sign reading, blind spot and parking assist. My favorite of the bunch is the 360-degree parking aide, which wowed my passengers with a top-down view of the car and parking space via a network of cameras mounted around the car.

Pricey packages add up quick, but the net result isn’t always worth it. I enjoyed my time in the 2018 Jaguar XE 25t R-Sport AWD despite the shortcomings of its coarse powertrain and compromised interior. Yet the athletic handling can’t save it from the sour value-to-features ratio. If it was a little more refined, I’d be on board.

2018 Jaguar XE R-Sport AWD Specifications

ON SALE Now PRICE $48,325/$60,645 (base/as tested) ENGINE 2.0L turbocharged DOHC 16-valve I-4/247 hp @ 5,500 rpm, 269 lb-ft @ 1,300-4,500 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 5-passenger, front-engine, AWD sedan EPA MILEAGE 24/34 mpg (city/hwy) L x W x H 183.9 x 81.7 x 56.1 in WHEELBASE 111.6 in WEIGHT 3,668.5 lb 0-60 MPH 6.3 sec TOP SPEED 155 mph

The post Quick Take: 2018 Jaguar XE 25t R-Sport AWD appeared first on Automobile Magazine.

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eddiejpoplar · 7 years ago

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Quick Take: 2018 Jaguar XE 25t R-Sport AWD

2018 Jaguar XE R-Sport AWD Specifications

The post Quick Take: 2018 Jaguar XE 25t R-Sport AWD appeared first on Automobile Magazine.

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jesusvasser · 7 years ago

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Quick Take: 2018 Jaguar XE 25t R-Sport AWD

2018 Jaguar XE R-Sport AWD Specifications

The post Quick Take: 2018 Jaguar XE 25t R-Sport AWD appeared first on Automobile Magazine.

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eddiejpoplar · 7 years ago

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Mercedes-Benz Has a New G-Wagen, but its Roots Aren’t Lost to Time

You want to hate it because, well, it’s the ancestor of shiny city roamers helmed by celebutantes who wouldn’t be caught dead fording a river or climbing a trail. You also suspect it’s raw and crude and agrarian. But the ill associations are entirely unwarranted. The 40-year-old origins of the Mercedes-Benz G-Class are about as legitimate as a four- (and sometimes six-) wheeled conveyance gets.

The 2019 G-Class took a drastic turn toward modernity with its independent front suspension and oh so slightly rounded corners. But it’s a continuation of a throughline that originally sparked in the ’70s thanks to a nudge from none other than the Shah of Iran, who presciently recognized the value of stripped-down, go-anywhere vehicles that lacked Range Rover-esque luxury pretensions. It also didn’t hurt that he was a major Mercedes-Benz stakeholder.

Switches and controls were centrally positioned within easy reach by the driver. Rugged foam elements over bare metal characterized the early G-Wagen’s weather-friendly construction.

Early G’s aren’t quite as agricultural as, say, early Land Rovers, which make John Deere tractors feel like interplanetary rocket ships. But they’re close. Austria’s daunting Schöckl mountain usually gets all the glory for the G-Class’ rugged roots, but Southern France’s sprawling Circuit du Château de Lastours is where Mercedes finessed much of the G’s off-road skill sets; it was along those craggy trails and jagged hillclimbs that we experienced old and new G-Classes back to back.

1980 230G (460 series, short wheelbase) EST. cost when new: $26,000, EST. value today: $18,000

First, getting behind the wheel of the proto G-Classes turned out to be a fortuitous cadence; after all, the athletic prowess of the modern 416-hp G 550 and 557-hp AMG G 63 is so elevated that following up with the ancient trucks would have required a complete reverse calibration of the ol’ butt-o-meter. Turns out it’s best to start slow and steady and get acquainted with the boxy ute by putting one foot in front of the other, learning to walk before running, and all those sorts of things.

Our first tester, a 1980 230G, is a naive-looking short-wheelbase (94.4 inches) example finished in a fetching shade of fire-engine red (not to be confused for the actual 230G fire truck). Riding on steelies and powered by a 2.3-liter four-cylinder gas engine, this inaugural 460 series G is the epitome of “Before They Were Famous” innocence, from a time when a Geländewagen was a Geländewagen, a term that stuck around until 1998. From its plaid cloth seats to its hand-crank windows, rubberized steering wheel, and four-speed shift-it-yourself gearbox, this earliest G is the purest expression of the breed. Freed from superfluities such as air conditioning and catalytic converters, the 230 fires up with a quiet crank and gets on its way with unassuming ease.

1985 230GE (460 series, long wheelbase) EST. cost when new: $46,000, EST. value today: $25,000

Because it’s unburdened by extras, the 102-hp powerplant feels adequate for its petite body. The shifter features long throws and feels rather mechanical in its operation, but it engages smoothly and cleanly. Piloting the little guy over hill and dale inspires aggressive driving despite the lack of driver aids: Because there’s so little bodywork between you and the outside world, your spatial awareness feels extra strong, as though aided by a neural 360-degree camera. The organic relationship between the non-power-assist steering and the carbureted engine makes it thoughtlessly easy to thread the narrow tires through terrain, and the outstanding visibility breeds confidence. Damping is surprisingly compliant, and wheel travel is generous despite the non-independent front and rear axles; there’s some light jostling over particularly uneven surfaces, but the ride is surprisingly plush. Through it all this compact 4×4 averts the modern trappings of power, weight, and complexity, offering a small, unassuming, and earnestly simple driving experience.

1993 500GE (463 series, long wheelbase) EST. cost when new: $111,000, EST. value today: $40,000

Moving one small step up the G-Wagen evolutionary ladder is like meeting an awkward middle child after being charmed by the bright-eyed baby. The five-door 1985 230GE gains fuel injection that’s good for 125 hp. But mated to an automatic transmission and with a 112.2-inch wheelbase, the essential character of this rig feels markedly different. Sure, there’s still the thin body panels and trademark letterboxed windshield, but there’s also a slightly encumbered feeling due to the choking effect of the torque converter gearbox and its difficult-to-predict shift patterns. Overcome inertia and get it up to speed, and this G feels palpably more substantial than its short-wheelbase counterpart; its long wheelbase lends an air of stability and smoothness. But on steeper elevations and tight corners, it also feels less spry and eager to play along with the off-piste games. There’s still a prevailing sense of purity, but it sags slightly under the weight of the layout: the rear seats, the cargo area, the family- (or troop-) friendliness of it all.

W463 series G-Wagens leapt forward in terms of cabin comfort and ride quality, but it would take the following generation to cross the Rubicon into full modernity.

In the interest of gaining much-needed livability on the road and broader market appeal, the G-Wagen underwent an extreme makeover in 1990 with the introduction of the 463 series. The long-overdue second-generation G-Wagen ditched its part-time all-wheel drive for a permanent AWD setup while gaining a considerably more capable 5.0-liter V-8 producing 241 hp. Inside, the changes make it all but unrecognizable, save the familiar 16:9 windshield proportion, upright posture, and defiantly rectilinear ergonomics. Although pleated leather and burl veneers swathe the flat surfaces, familiar elements such as the dashboard-mounted grab handle still recall its humble progenitors. The body panels are thicker due to the addition of more substantial crash structures but don’t intrude into the cabin like they do in later versions.

We plucked a fetchingly period-correct, aubergine-tinted 1993 500GE for a two-hour stint between the medieval French town of Carcassonne and Barcelona, and we didn’t regret the decision. Although it can’t match the 21st century refinement of the latest/greatest all-new model, this G feels less anachronistic than you might expect. Sure, the steering ratio is painfully slow, and its road-going demeanor makes it feel like it would be far happier tackling a trail than spinning the odometer over pavement. But compared to later models whose competitors were more evolved SUVs, this example from the early ’90s proved easier than expected to live with. There’s still plenty of perceptible road noise and wind howl, but there’s also a more refined suspension and copious torque for high-speed cornering and easy-peasy passing. And don’t forget, this G still occupies an era of innocence—it predates the advent of the AMG treatment, which introduced an incongruous element of performance that runs counter to the platform’s off-road origins.

2019 G 550 (464 series, long wheelbase) EST. cost when on sale in late 2018: $128,000

Going full circle to the completely reworked modern G-Class reveals a startlingly familiar soul despite changes to nearly everything except the headlamp nozzles, door handles, and spare-tire cover. And yes, the 2019 G-Class is ostensibly a superior vehicle. It manages both off-road abilities and on-road civility. But those markedly refined characteristics are nothing without the fundamentals that were established four decades prior.

G History

First-generation W460 models were extremely capable machines: 80 percent grades and 54 percent lateral tilts were doable, though it might take a bit of patience because of the mildly endowed engines.

From the start, the G-Class came in open-top variants, such as this 460 from 1979.

One of the more visible G-Classes: the series W460 Popemobile, circa 1980. Within the Plexiglass dome, His Holiness could enjoy a climate-controlled environment along with excellent outward visibility.

A Mercedes-Benz 280GE tackles the Paris-Dakar Rally in 1983; Jacky Ickx and Claude Brasseur emerged victorious after 6,200 brutal miles.

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jesusvasser · 7 years ago

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Mercedes-Benz Has a New G-Wagen, but its Roots Aren’t Lost to Time

Switches and controls were centrally positioned within easy reach by the driver. Rugged foam elements over bare metal characterized the early G-Wagen’s weather-friendly construction.

1980 230G (460 series, short wheelbase) EST. cost when new: $26,000, EST. value today: $18,000

1985 230GE (460 series, long wheelbase) EST. cost when new: $46,000, EST. value today: $25,000

1993 500GE (463 series, long wheelbase) EST. cost when new: $111,000, EST. value today: $40,000

W463 series G-Wagens leapt forward in terms of cabin comfort and ride quality, but it would take the following generation to cross the Rubicon into full modernity.

2019 G 550 (464 series, long wheelbase) EST. cost when on sale in late 2018: $128,000

G History

First-generation W460 models were extremely capable machines: 80 percent grades and 54 percent lateral tilts were doable, though it might take a bit of patience because of the mildly endowed engines.

From the start, the G-Class came in open-top variants, such as this 460 from 1979.

A Mercedes-Benz 280GE tackles the Paris-Dakar Rally in 1983; Jacky Ickx and Claude Brasseur emerged victorious after 6,200 brutal miles.

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jesusvasser · 7 years ago

Text

Mercedes-Benz Has a New G-Wagen, but its Roots Aren’t Lost to Time

Switches and controls were centrally positioned within easy reach by the driver. Rugged foam elements over bare metal characterized the early G-Wagen’s weather-friendly construction.

1980 230G (460 series, short wheelbase) EST. cost when new: $26,000, EST. value today: $18,000

1985 230GE (460 series, long wheelbase) EST. cost when new: $46,000, EST. value today: $25,000

1993 500GE (463 series, long wheelbase) EST. cost when new: $111,000, EST. value today: $40,000

W463 series G-Wagens leapt forward in terms of cabin comfort and ride quality, but it would take the following generation to cross the Rubicon into full modernity.

2019 G 550 (464 series, long wheelbase) EST. cost when on sale in late 2018: $128,000

G History

First-generation W460 models were extremely capable machines: 80 percent grades and 54 percent lateral tilts were doable, though it might take a bit of patience because of the mildly endowed engines.

From the start, the G-Class came in open-top variants, such as this 460 from 1979.

A Mercedes-Benz 280GE tackles the Paris-Dakar Rally in 1983; Jacky Ickx and Claude Brasseur emerged victorious after 6,200 brutal miles.

IFTTT

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