#range rover bench tester

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https://ecudepot.com/product/imc-test-bench/ LAND ROVER RANGE ROVER Infotainment Audio Radio stereo navigation IMC Head unit, Central display, climate control screen, digital speedometer bench tester.

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

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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.

Like

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

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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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2020 Infiniti QX50 Luxe Interior Review

The badge on the hood may earn you the street cred, but everyone knows that the true party piece of any luxury vehicle is in its cabin. With thick leathers, contrast stitching, wood trim, and fancy audio systems, oftentimes luxury car and SUV cabins are nicer than our living rooms. But like with many things in life, the more you spend, the better quality you get. So what happens if you decide to save a few bucks and opt for a lower-level trim? Turns out in the 2020 Infiniti QX50 Luxe, you’re not missing out on much.

What does the Infiniti QX50’s interior look like?

Infiniti isn’t exactly known as a class leader when it comes to interior design, but the QX50’s cabin shows that the brand is serious about being considered with the likes of Audi, Mercedes-Benz, and Volvo in this space. The QX50 cabin builds on the themes first set in the Q50 sedan, with an interesting mix of surface details and materials that call to mind the QX50’s oceanic-inspired sheetmetal. Although it’s no Tesla, the most attention-grabbing feature on the inside of the QX50 is its stacked twin-screen infotainment display.

Tell me about technology: Does the QX50 have CarPlay? Android Auto?

The QX50’s stacked infotainment display (which has since been copied by Audi and Land Rover in its Range Rover line) allows you to dedicate each screen to a specific function. The top screen is capable of being used with Apple CarPlay or Android Auto, radio or media functions, or navigation, while the bottom screen can handle climate control functions, settings, and radio or media functions. In practice, the two screens feel redundant; the most useful application I found was using Google Maps via Apple CarPlay and using the bottom one to display the track I was playing on Spotify, also via CarPlay. Functions like climate control would probably be better served by physical buttons

What’s the worst part about the QX50’s interior?

Which nicely brings us to our next point—the worst part of the Infiniti QX50’s interior is just how much Nissan there is in it. There’s the steering wheel (which to be fair is wrapped in nice black leather with white cross stitching), Nissan control stalks, Nissan HVAC and radio controls, and even a Nissan instrument cluster, complete with Nissan fonts. Quality is certainly an order of magnitude better than what you’d find in a Nissan-badged product, yet seeing so many obvious Nissan parts in what’s supposed to be a luxury SUV is a bit déclassé—you’d never catch Audi dead using obvious Volkswagen bits in its interiors.

The other negative about the QX50’s cabin is the metallic accents on the doors; due to the way they’re shaped, colored, and incorporated into the overall aesthetic of the cabin, they regularly reflect sunlight off the windows and into the sideview mirrors, negating their purpose.

Is the Infiniti QX50 roomy?

The QX50 in general is a good package. The front seats are comfortable and supportive, and the three-across rear bench is plenty roomy for adults. Although the wheelwells intrude slightly into the cargo area, the trunk is spacious, with a flat floor and lots of horizontal and vertical space.

What do I give up by not getting the loaded one?

Not much, truthfully. The thing we missed most in our midlevel QX50 Luxe tester compared to our departed QX50 Essential long-termer was its over-the-top interior trimmings. Although we found no fault with the QX50 Luxe’s vegan leather and understated trim, we really missed how ostentatious upper-trim QX50’s are. Our QX50 Essential, for instance, featured white quilted leather and a beautiful contrasting navy blue strip of suede that ran from the dash through the center console. Costs will obviously be cut on lower trim levels, but we’d still love to see more splashes of color and interesting textures across the QX50 line.

How much does it cost?

The 2020 Infiniti QX50 starts at $38,275. Our tester, however, stickered for $44,525. Our loaded former long-termer cost $59,085.

The post 2020 Infiniti QX50 Luxe Interior Review appeared first on MotorTrend.

https://www.motortrend.com/cars/infiniti/qx50/2020/2020-infiniti-qx50-interior-review/ visto antes em https://www.motortrend.com

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2018 BMW X2 vs 2019 Volvo XC40 vs 2018 Jaguar E-Pace

DEGGENDORF, GERMANY—Join us as Munich’s latest compact crossover, the BMW X2, takes on two other similar, all-new offerings by way of Sweden and Great Britain—the Volvo XC40 and Jaguar E-Pace—in a good old fashioned, pan-European shootout. For the three newcomers, it’s about projecting emotional values: image, prestige, desire, and street cred. Because while they all have their own unique attributes, in the end it’s more about how well they represent each of their respective marques in the segment.

They all certainly represent well in the design department. Their shapes blend seamlessly with their corresponding brand’s identity, their cockpits are stylish and well equipped, their cabins cosseting yet functional. The Volvo’s solid looks are punctuated by some funky details, the E-Pace is the upscale city-slicker of the bunch, and the X2 is a stylish urban guerilla with panache. Each is, of course, available with a wide array of standard and available features, and are flawless in terms of active and passive safety.

This being Europe, our test trio all came equipped with 2.0-liter diesel engines, but their overall packages were similar to U.S. trim levels. Our X2 was a 28i xDrive M Sport X with a premium tier package, which begins at $46,645 in the U.S. (The letter X denotes the X pack which combines dashes of contrasting gray paint with a neo-off-road body kit.) The E-Pace tester, a D180 launch edition with all-wheel drive, was on spec with an R Dynamic trim priced at $48,245. The Volvo invoice for the XC40 Momentum plus all available modern conveniences, including the eye-catching Red Cross livery, came to a relatively fair $39,820 (the Momentum trim starts at $36,195 in the U.S.).

The diesel fours powering the X2 and E-Pace we tested produce an identical 190 horsepower and 295 lb-ft of torque, while the Volvo mill mixes less grunt at 180 hp with a little more twist (317 lb-ft of torque). The same dead heat applies to the base gasoline versions. All are 2.0-liter turbocharged powerplants. At 228 hp/258 lb-ft, the X2’s engine is only marginally less powerful than the 246 hp/269 lb-ft of the Jaguar and the 248 hp/258 lb-ft of the Volvo. In the 0-60 mph sweepstakes, Volvo and BMW claim 6.3 seconds against the Jag’s 6.6. In terms of top speed, the 147 mph X2 narrowly leads the 144 mph XC40 and the 143 mph E-Pace. At least on paper, the transmissions are also remarkably similar. Munich and Stockholm opted for eight-speed automatic transmissions regardless of engine, while the team from Gaydon went for nine forward ratios.

This almost analogical overall specification extends to the on-demand AWD systems which operate smoothly and efficiently. Due to the absence of transfer cases and mechanical differential locks, in extreme conditions it’s up to the traction control, ABS, and ESP systems to help achieve optimum stability when grip starts to slip.

Although the X2 20d xDrive we drove is no rocket, it shrugs off its rivals on the autobahn with intriguing nonchalance. The optional sports transmission changes ratios that little bit quicker, the torque curve bypasses the typical holding pattern and shoots straight to the plateau at 1,750 rpm. While the redline makes itself heard at 5,000 rpm, you have another 800 rpm before the chip-controlled hangman steps in. Compared to the competition, the BMW engine boasts a notably broader rev window that helps reduce the number of gear changes, and kickdown orders are applied obediently. Having said that, this diesel knocks away like a woodpecker quartet when cold, the running characteristics are still more electric eel than pussycat, and when pushed hard the voice becomes loud and croaky.

As for the Jag’s diesel engine, there are minor deficiencies when it comes to picking up revs (the cut-out speed is a modest 4,900 rpm), an inherent harshness which prevails throughout the entire rev spectrum, and relatively rough working noises. This unit is not refined, but at least Jaguar had the courtesy to mate it to a long-legged nine-speed automatic, which is a real relief on the freeway. But the E-Pace’s biggest dynamic handicap isn’t the drivetrain but rather its hefty weight. The 180D AWD tips the scales at roughly 4,063 pounds. The XC40 is some 220 pounds lighter, while the X2 is trimmer and slimmer still at just south of 3,700 pounds.

In the Volvo, it’s the Geartronic eight-speed automatic which makes us frown with disapproval. The absence of shift paddles is no big deal, but why do you have to hit the gearstick twice to set this car in motion? Answer: because the black box considers neutral to be an independent ratio you must deal with however briefly on the way to drive or reverse. Even more disconcerting are the time-consuming upshifts and mushy kickdown action. Although selecting sport mode speeds up the stroke rate, it does precious little to improve the sluggish ramp performance, a drawback the XC40 shares with its contenders. Like the E-Pace, the Volvo permits some mid-range turbo lag which is more irritating than annoying.

Although perfectly capable of leaving the beaten track and embarking on junior grade adventure trails, these three are in reality too precious for such detours. You see, the shiny wheels cost a small fortune, the protective undertrays are of purely cosmetic nature, and the very first close-range mulberry bush is bound to leave nasty scratch marks on the glossy paint. No, the stages this cast performs best on are little-trafficked roads garnished with a few dozen interesting corners and a wide variety of surfaces from rutted and weather-beaten to polished and fast.

The B8 between Deggendorf and the Czech border is a wide-open playground, and here the XC40, E-Pace, and X2 stay much closer together than on the autobahn. Despite low-grip 17-inch winter tires, the BMW still edges the others thanks to enhanced cornering grip and confidence-inspiring steering feedback all the way to the limit. The sole serious flaw of the X2 is the unsettled ride, which can be downright harsh on broken pavement. Even in Comfort mode, the restless M sport suspension is an issue on all but the smoothest tarmac.

In this particular environment and against strong opposition, it’s the Jag that clinches the fine ride award. Unexpected, Yes. Undeserved, No. True, the E-Pace hates corrugations and dislikes manhole covers. Shod with 235/60 18-inch mud and snow tires, however, spring travel suffices to wade through potholes, damper action copes well with the wavy stuff, and the entire suspension setup feels more homogenous than the chassis of the Range Rover Evoque we brought along as a reference vehicle. Even though brake dive and body roll can be an issue when you start letting it all hang out, the E-Pace’s lateral, longitudinal, and horizontal movements are at peace with each other. The gap between Jaguar and BMW is—surprise, surprise—filled by the Volvo. The only entrant equipped with XXL 19-inch winter season tires, the Swede feels stiffer sprung, tauter damped, and more stilted and upright than the Brit. The low-speed ride isn’t as brittle as you might expect, and longer undulations are taken care of with aplomb. Successive transverse irritations are not appreciated across the board here.

It is easy to befriend the Volvo’s steering and brakes. Turning the wheel feels a bit more detached than in the BMW but not as artificial as in the E-Pace. Deceleration is an intuitive sequence of early bite followed by plenty of stopping power, which soon calls for more pedal effort. The handling characteristic fuses mild understeer with unambiguous response and unflappable stability. While the X2 and E-Pace clip apexes with more bravado, the XC40 scores brownie points for its relaxed cornering attitude and reassuring handling balance which borders, Volvo-style, on the anonymous. The E-Pace cultivates a more shirt-sleeved attitude, turning-in with extra zest and responding quite aggressively to throttle inputs when in low gear. It is always eager to brake a little later, then a little later still. Subjectively, it is no faster around bends, but its captivating enthusiasm stirs more emotions, especially in dynamic mode and through courage-testing corners where the extra weight is less of an issue.

Just as you begin to admire the Volvo for its balance and the Jaguar for its ambition, the BMW is next in the rotation, and sure enough it takes us back to square one. Once again, the X2 confirms its ability to eclipse its rivals on just about every rung of the driving-pleasure scale. Its steering conveys an extra touch of accuracy, promptness, and transparency. Its brakes are relentless, energy-squashing pros. Its suspension hits the middle ground between Snow White and The Big Bad Wolf.

The BMW also snatches away The Golden Index Finger trophy for the most compelling ergonomics. In the midst of touchscreen hype, it retains the iDrive controller which warrants failsafe access to all the chipperies, and it has the fastest and most clever satellite navigation system. Volvo’s Sensus Connect and Jag’s InControl Touch Pro simply aren’t as accessible and talented as iDrive.

Inspired by the XC90, the XC40 conveys the same contemporary Scandinavian feel-good touch which trades in yesterday’s bright birchwood applications for tasteful man-made surfaces, darker colors, and that tricky trademark tablet. None of these vehicles are proper five-seaters. With the front chairs pushed back all the way, rear legroom ranges from marginal to non-existent. On the credit side, the split benches can fold forward to accommodate the essential utensils of the upwardly mobile. While fake leather already is a no-go, real leather is hopefully also on its way out, especially when it looks and feels as if provided by plastic cows. The Jaguar is sufficiently airy and spacious, but it cannot quite match the classy surfaces installed by BMW.

In essence, the X2 is a spiffier and sportier X1 and is our top choice. It is expensive (especially when well equipped), its ride is bound to be too firm for some, and the fat C-pillars impair rear-quarter vision. But it is more fun to drive than the rest, quicker and faster, digitally up-to-date, and really well made. This does not mean the XC40 and E-Pace are bad choices. Quite the contrary: in isolation, these two compelling contenders impress with abundant character, flair, and ability.

IFTTT

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JLR LAND ROVER JAGUAR RANGE ROVER DISCOVERY EVOQUE car cluster startup bench tester: https://ecudepot.com/product/jlr-cluster-test-harness/

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2020 Land Rover Defender 110 Interior Review: Updates Bring Defender into 21st Century

Lots of ink will be spilled on how good the 2020 Land Rover Defender 110 is off-road. In fact, I’ve spilled lots of it myself (you can check out our First Drive, an overland adventure across Namibia, HERE). Sure, how well the Defender drives is no doubt important, but what its interior is like to live with on a day-to-day basis is probably equally so. With that in mind, here’s a list of questions you’re likely to have about the new Land Rover Defender’s interior, and, hopefully, satisfactory answers.

What does the Land Rover Defender’s interior look like?

Over three days and 500 miles in a long-wheelbase, four-door Defender 110 off-road, I found myself liking the way the Defender’s cabin looked and the way it was laid out quite a bit. Up front, the driver has an instrument cluster that’s either an analog/digital hybrid (with the insides of the gauges, plus driving information displayed on a well-sized high-res display), or, on higher-spec models, fully digital. I prefer the former, personally, though both clusters function the same.

Framing the instrument cluster—and the rest of the dash—is an exposed, powder-coated magnesium cross beam that’s actually a structural element of the Defender. That’s pretty cool, no? On the passenger’s side of the dash, it forms a large storage shelf with plenty of room for phones, keys, snacks, and more, while in the center, it frames a large 10-inch touchscreen with Land Rover’s latest PIVI Pro infotainment suite. Below the touchscreen is the shifter, buttons for air suspension height-adjustment, traction control, low-range, and dual-purpose knobs that function as temperature controls. These buttons, when pressed, also help operate the Terrain Response 2 controls. I guess I just described the interior, didn’t I?

How many people does the Defender seat?

Uniquely, the Land Rover Defender 110 can seat up to eight passengers. That, in and of itself, isn’t all that unique, since everything from the Chrysler Voyager to the Volkswagen Atlas can seat eight. How the Defender seats up to 8, is unique, for its segment, though—it’s available with your typical three-across rear bench seat and an optional third row jump seat for two extra passengers, but the eighth passenger rides in the middle of a front bench seat, where there’s more width for hips and shoulders. The Defender 110 can also be specced as a seven-seater (with front buckets), a six-seater (minus the third row), or a five-seater. Interestingly, there are three different front seat packages. A traditional console is standard, a console-less option that allows you to walk from front-to-back, and the aforementioned front bench.

Is it roomy?

Yes—with the caveat that we haven’t yet tried out the front bench seat or the third row. The middle front seat is likely best used by people in a pinch or a well-behaved dog. The Defender 110’s cargo area is rather large, but I have to imagine the two jump seats would be pre-teen friendly, at best.

The front captain’s chairs offer up plenty of room, while the second-row bench is adult-friendly. I was able to squeeze my 6’0” frame behind the driver’s seat set in my position, with a good amount of room for feet, head and knees, along with decent leg room. The second-row bench sits lower to the floor, but outward visibility is still good thanks to the Defender’s massive greenhouse.

More importantly, Is it comfortable?

Yes. Very. After multiple 10-hour days off-roading in a row, I nevertheless felt pretty pain-free at the end of each night—something I can’t say about most off-roaders. My testers rode on either 18- or 19-inch wheels and were equipped with air suspensions, which are standard on 2020 model year Defenders. Traditional steel springs will be standard as of next year, making air springs optional.

What are the best interior features?

Well, the front-bench seat and front seat walk-through are pretty neat, even if the latter is missing arm rests. I also like Land Rover’s Clearsight rearview camera system. That’s surprising for me to admit; I very much dislike the implementation of the similar system on GM’s vehicles because the focal distance difference between the mirror and image displayed on the screen both hurts my eyes and makes me carsick. The Defender’s system doesn’t have the same issue. With stereo cameras mounted up high in the Defender’s shark fin antenna, ClearSight is able to display a wide, high-resolution view from the back of the SUV that’s much less likely to be affected by rooster tails of dust, dirt, and road grime than if the camera were mounted lower.

How much is it?

Prices for the 2020 Land Rover Defender 110 start at $50,925. The two-door Defender 90 starts at $66,125. Prices should drop for the 2021 model year as the Defender 90 becomes available in lower trim levels and the Defender 110’s standard feature list gets a shakeup.

The post 2020 Land Rover Defender 110 Interior Review: Updates Bring Defender into 21st Century appeared first on MotorTrend.

https://www.motortrend.com/cars/land-rover/defender/2020/2020-land-rover-defender-110-interior-review/ visto antes em https://www.motortrend.com