November | 2020 | The Car Magazine

Well executed, affordable sports cars are few and far between these days, with Subaru’s BRZ being much-loved amongst purists. It’s compact, lightweight, nicely finished inside (for the money), adequately…

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Subaru’s BRZ gets ground-up redesign plus more power for 2022

2022 Subaru BRZ — Subaru has completely redesigned its sporty BRZ for 2022, with more dramatic styling and quicker performance.

Well executed, affordable sports cars are few and far between these days, with Subaru’s BRZ being much-loved amongst purists. It’s compact, lightweight, nicely finished inside (for the money), adequately powered and fabulous through the corners, therefore the BRZ has been a performance enthusiasts’ go-to alternative since arriving on the scene nine years ago, at least for those choosing not to purchase the import sector’s best-selling Mazda MX-5, or a Fiat 124 Spider (that shares the latter car’s underpinnings), an entry-level Nissan 370Z, or of course, Toyota’s near-identical 86 (née Scion FR-S).

After no shortage of rumours that both the BRZ and 86 would get the axe after the first-generation cars ran their course, lo and behold an all-new second generation of Subaru’s version was unveiled online earlier this month, and at first glance it just might offer the right mix of ingredients to give the previously-noted MX-5 a run for its money.

Most immediately noticeable is a fresh new look that tosses aside the old car’s simpler, sporty elegance for arguably more aggressive character traits. Many of the new BRZ’s design cues pay homage to the one it replaces, such as the general shape of its front fascia, long hood line, fender bulges, arcing greenhouse, and short rear deck lid, but a great deal has changed too, and while some of its updated details could be arbitrarily, and possibly unfairly attributed to other sport coupes that have come before, on the whole its appearance stands out amongst its peers.

In an automotive world that seems to be augmenting front grilles beyond reason, Subaru chose a welcome reduction in grille size for the 2022 BRZ, or at least it looks smaller now that the bumper is more cleanly integrated within the design instead of topping off the outgoing model’s central opening. Air vents are once again housed to each side, but they now look larger and more pronounced. On the contrary, the simpler headlamp design doesn’t appear as wide, narrow and eye-like when seen from the front.

More side creases and new front fender ducts that pay respect to those found on Subaru’s own ultimate performer, the WRX STI, embellish the BRZ’s flanks, while the aforementioned fender swells and sweptback rear glass now culminate into an integrated ducktail-like deck lid spoiler that sits above the new three-piece combination taillight’s narrow, centre strip for a totally new look from behind. It doesn’t hurt that the license plate cutout has been moved much farther down the rear fascia, this causing the need to carve some space out of the more organically shaped rear diffuser that continues to house twin exhaust ports as well as a centre-mounted reflector and backup lamps, although Subaru has squared the latter lighting elements off compared to the older model’s angular design.

Those hoping for WRX STI levels of grunt under the new BRZ’s lovely long hood can begin their sob session now, as Subie’s new sports car won’t see a turbo attached to its 2.4-litre horizontally opposed four-cylinder engine, at least not yet. It’s a bigger mill than the 268-horsepower base WRX’ turbocharged 2.0-litre four, incidentally, albeit 100 cubic centimeters smaller than the WRX STI’s 310-hp lump.

In fact, this 2.4-litre engine is a naturally aspirated version of the engine first introduced in Subaru’s Ascent SUV and now optional in the Legacy and Outback, so there’s always potential for the Japanese brand (or someone with tuning skills) to push its performance up to the three-row family crossover’s heights of 260 horsepower and 277 pound-feet of torque. Nevertheless, those wanting more power from the new off-the-rack BRZ can at least be satisfied that its stock powerplant produces 23 more horsepower and 28 additional lb-ft of torque than the outgoing model, the new specs being 228 horsepower and 184 lb-ft of torque, so it should be a lot more fun to drive.

Another BRZ strongpoint was Subaru’s ability to maintain the car’s light curb weight, which only increases by a scant 7.7 kilos (17 lbs). It now hits the scales at 1,277 kg (2,815 lbs), even though it has grown from end to end by 25 mm (1 in) to 4,265 mm (167.9 in), and has a 5-mm (0.2-in) longer 2,575-mm (101.4-in) wheelbase.

At least as positive, the new BRZ’s Subaru Global Platform-sourced body structure is an impressive 50-percent stiffer than the outgoing model. Key areas of strengthening include “a reinforced chassis mounting system, sub-frame architecture and other connection points,” stated Subaru in their press release. What’s more, the car’s front lateral bending rigidity has been increased by 60 percent, which is claimed to “improve turn-in and response.”

The BRZ’s general suspension layout remains unchanged, however, including its front struts and double-wishbone rear design, but Subaru has reportedly made plenty of updates, while its standard 17-inch and optional 18-inch alloy wheels will be shod with 215/45R17 and 215/40R18 tires respectively.

Most BRZ buyers will probably choose the standard six-speed manual gearbox that carries forward from the previous car. It once again features a short-throw shifter, while a six-speed automatic transmission with steering wheel paddle shifters and downshift rev-matching continues forward into the 2022 model as well. Also staying the same, all BRZ trims will receive a standard limited-slip differential.

New BRZ owners will be able to see those revs spinning from an all-new gauge cluster incorporating a large 7.0-inch digital display, while a new 8.0-inch centre touchscreen will house standard Apple CarPlay and Android Auto smartphone integration along with the usual array of infotainment and convenience features.

The larger centre touchscreen is housed within a new centre stack that boasts a larger more modern trio of HVAC dials above a fresher row of silver toggle switches, while those familiar with the old car’s arcing centre air vent module and rounded outer dash top sections will be greeted by a new more linear instrument panel design overall. Circular side vents are still included, albeit now infused with a propellor-style design featuring a control knob in the middle instead of the previous conventional flap system. Additional changes go even further to differentiate the second-gen BRZ from the first, all of which should be more appealing to sports car buyers.

Prospective customers in mind, the brutal truth (that Subaru would probably rather not have mentioned) are sales numbers, which as of 2019 (let’s not use 2020’s as they’re totally out of whack) were just 647 units for the entire year. While that will sound like peanuts when compared to Subaru’s top-selling Crosstrek that found 15,184 new owners last year (up 4.4 percent), it wasn’t actually all that bad when factoring in more than 7 percent in year-over-year growth and, even better, 348 more sales than Toyota’s 86 (Ouch! Toyota 86 sales were down more than 52 percent last year). The BRZ sold 147 more units than the 300Z too (its sales down 28.5 percent), and actually came very close to unseating the MX-5’s rather lacklustre 774-unit total (and it’s sales were up almost 26 percent from 2019, when these two models almost tied for popularity).

The big winners in this category are American muscle cars, however, notably Chevy’s Camaro with 2,220 sales (albeit down nearly 18 percent), the Dodge Challenger with 2,341 deliveries (up by almost 3 percent), and Ford’s Mustang with 7,628 units sold (down a hair over 5 percent). Interestingly, Volkswagen delivered 2,910 examples of its now discontinued Beetle last year, thanks to a staggering 40-percent upsurge in YoY growth.

Yes, it’s bizarre to contemplate why VW would cancel such a comparatively successful sports car when Subaru is renewing one that regularly sells at about one-quarter the rate in both Canada and the U.S., but the Japanese brand obviously believes the sportier side of its mostly practical lineup needs an image car, despite the more formidable WRX STI still being its performance flagship.

We’re not at all upset about this news, of course, being that Subaru’s BRZ and its Toyota 86 cousin are true sports cars that already were revered amongst enthusiasts long before the 2022 updates will arrive sometime next year, and on that latter note stay tuned to these pages for a similar overview of the incoming 2022 86 when Toyota drops the details.

All said, we’re not expecting a big price increase despite the improvements, but then again, it’s highly unlikely you’ll be able to get up to $2,500 in additional incentives on the 2022 when it hits Subaru retailers next year, at least not initially. Check out CarCostCanada’s 2020 Subaru BRZ Canada Prices page for more information, and while you’re at it, find out how their inexpensive program can save you thousands off your next car purchase, via timely information about manufacturer rebates, financing and leasing deals, and dealer invoice pricing that will really help when it comes time for you to negotiate your deal.

Also, make sure to download the free CarCostCanada app from the Google Play Store or Apple Store, which provides all of this helpful, money-saving information exactly when you need it most, at the dealership.

Before signing off, make sure to check out the massive 2022 Subaru BRZ photo gallery above, as well as the videos Subaru provided below.

The 2022 Subaru BRZ Global Reveal (5:54):

The 2022 Subaru BRZ. Sports Car Purity, Subaru DNA (2:11):

Scott Speed Test Drives All-New 2022 Subaru BRZ (4:33):

Story credit: Trevor Hofmann

Photo credits: Subaru

After doing an exhaustive preview of the 2021 G80 M3 Sedan and G82 M4 Coupe that introduced the brand’s polarizing new bucktooth grille design, which BMW quickly followed up by revealing their near…

New Car Reviews

2020 BMW 440i Coupe and Cabriolet Road Test

After doing an exhaustive preview of the 2021 G80 M3 Sedan and G82 M4 Coupe that introduced the brand’s polarizing new bucktooth grille design, which BMW quickly followed up by revealing their near equally maligned regular 4 Series G22, G23 and G26 Coupe, Cabriolet and Gran Coupe five-door liftback, I thought it would be fitting to say so-long to the lovely 2013-2020 F32, F33 and F36 Coupe, Cabriolet and Gran Coupe 4 Series trio that most BMW fans have now grown even fonder of.

Unfortunately, I didn’t have a 2020 Gran Coupe available for this review, so instead I’ll point you back to a 2015 BMW 428i xDrive I previously reviewed, and on that note the two cars featured in this road test are actually 2019 models that fell between the cracks, so allow me some creative license as these two were not fundamentally changed from model years 2019 to 2020, and reviewing them now allows the opportunity to point out where aesthetic updates and trim modifications were made.

2020 BMW 440i Cabriolet — The Coupe and this Cabriolet take on different personas, the hard-top being sportier and the drop-top oh-so classy.

This last point is fairly easy, with the only changes made from 2019 to 2020 being colour options, the Coupe losing Glacier Silver and Melbourne Red metallics and thus reducing its exterior colour count to two standard solid shades and three metallic options. The same seven interior motifs are available, and there are no changes with its myriad option packages. The Cabriolet loses its alternative black mirror caps in base trim (at least from the factory) and drops the same two hues as the Coupe, but adds a new metallic called Sunset Orange, while swapping Tanzanite Blue for Tanzanite Blue II. Lastly, the Gran Coupe eliminates Glacier Silver too (it didn’t have Melbourne Red), while adding Aventurine Red II Metallic, plus it trades the same two Tanzanite hues while swapping Frozen Silver for Frozen Dark Grey. And that’s it.

My two testers were painted in $895 optional Glacier Silver and Estoril Blue metallics, by the way, the latter getting plenty of looks with the top down thanks to beautifully contrasting Ivory White leather clad interior. It’s hard to believe that BMW no longer offers three of its sportiest models in Germany’s official racing livery, but the brand was never part of the silver arrows era anyway, its chosen colour in motorsport always being white with mostly blue accents. It nevertheless looks good in classic silver, especially with the blackened trim and wheels.

Both testers were near fully loaded, being 440i powered and xDrive controlled. Base 4 Series models come with the 430i powerplant, which denotes BMW’s 2.0-litre turbo-four with 248 horsepower and 258 lb-ft of torque, resulting in lively performance albeit par for the course in this class, whereas 440i models receive the automaker’s turbocharged 3.0-litre inline-six good for a much more spirited 326 horsepower and 332 lb-ft of torque. The only model available without all-wheel drive is the 440i Coupe, but a quick glance at the back of my tester reveals the BMW’s “xDrive” emblem, which meant mine was not one of these rare rear-drive beasts.

Much to my chagrin, BMW didn’t include its wonderful six-speed manual in either car, although it is (was) available in the 440i Coupe (only). Was? Yes, this time of year you’ll need to take whatever you can get, meaning snap up a rear- or all-wheel drive 440i Coupe with a manual if you can find one, because there are obviously no more factory orders for this now updated car, and only M4s will offer manuals hereafter.

Alas, BMW has abandoned both the manual transmission and silver, no less at a time when we should all be considering investing in precious metals. What could be next? I’ll point you to my exhaustive overview of the new M3 and M4 for some of those details, at which point you’ll clearly appreciate that the German brand’s twin-kidney grille remains at large for 2021, or rather larger than life, which, I reiterate, is a good reason any available 2020 models will be hot commodities right about now. Let’s face it, while BMW deserves kudos for bravery, its significant stretch from conservatism hasn’t been universally praised to say the least.

I, for one, happen to love these two cars’ styling, and might even appreciate the outgoing Gran Coupe more. They’re all elegantly balanced designs with classic BMW cues as well as more visual muscle than any predecessors, plus they combine the most impressively crafted interiors, highest levels of technology, and best overall performance offered in any non-M-branded compact BMW ahead of the new 2021 models.

The 440i’s cabin is at a level of quality and refinement above most everything in this class. Along with the expected soft-touch synthetic surfaces normally found in this segment, BMW covered the entire dash-top and door uppers of the Cabriolet in rich, high-quality French-stitched leather, while the door panels received gorgeous white diamond-pattern leather inserts. The Coupe was less opulently attired, preferring a sportier black on black interior with a regular pliable composite dash and a tighter diamond pattern for its leather door inserts. Either way, both 4 Series doors wore premium soft-touch surfaces right to their very bottoms.

Both cars’ seats were exquisitely detailed in perforated hides, the Coupe’s even sporting contrasting light grey piping and stitching, whereas the Cabriolet’s creamy leather was sewn together with black thread. Plenty of satin-finished aluminum and piano black lacquered trim highlighted key areas in both models, while the instrument panel, lower console and doors were enhanced with a tasteful array of glossy dark hardwood in the Cabriolet and ideally suited patterned aluminum inlays for the Coupe. The switchgear in both cabins was once again of the highest quality, BMW cutting zero corners in this respect.

Moving up to 2021 4 Series models will allow for a fully digital primary gauge cluster, which for some will be a worthwhile expense, and while I’ve enjoyed playing around with such devices from other brands, I’d have no issue staying put with the outgoing 4’s mostly analogue dials. They’re classic BMW kit after all, with a small full-colour, high resolution multi-information display at centre, but all infotainment features, such as navigation mapping, audio details, phone queries, car setup functions, parking camera, etcetera are best done from the widescreen display atop the centre stack.

Again, there are more advanced infotainment systems in the industry, particularly in the new 4 Series, but this setup is easy on the eyes, fully featured and responds to inputs more than fast enough. I like BMW’s tile layout that allows finger swiping from function to function or modulation from the console-mounted rotating iDrive controller and surround quick-access buttons. This is well sorted and should be easy for anyone to learn how to use, given some time and practice.

Tooling around town is a wholly different experience depending on which model you purchase. The 440i Cab made for a wonderful winter reprieve, almost causing me to feel as if summer was back and the good times of evening drinks on patio bistros were around the corner. Yes, that thought might seem masochistic to contemplate amid our current health crisis, but personal luxury cars like this 4 Series Coupe and Convertible are ideal for getting away from all the madness, whether during your daily commute or on a weekend retreat. The well-insulated retractable hard-top made it feel coupe-like as well, and it takes barely a moment to lower, plus can be done while on the move.

Getting off the line and ahead of packed traffic is no issue when the “440i” emblem is stamped on the rear deck lid, each car’s ability to shoot forward from standstill smile inducing to say the least. Then again, the 430i Coupe doesn’t give up much forward momentum, scooting from zero to 100 km/h in just 5.8 seconds compared to the all-wheel drive Coupe’s 4.9 and rear-drive version’s 5.1 seconds. Yes, four-wheel traction matters more than the extra 39 kilos of curb weight, but mass does cut into the 200-kilogram heavier Cabriolet’s performance with less energetic times of 6.4 and 5.4 seconds for the 430i and 440i variants respectively. The Gran Coupe merely adds 0.1 seconds to each all-wheel drive Coupe sprint, resulting in 5.9 and 5.0 seconds from 430i to 440i. All 4 Series models are limited to a 210-km/h (130-mph) top speed.

Likewise, I could feel the Cabriolet’s heft in the corners, but not so much that it became unwieldy. In fact, if I had never driven the Coupe before I’d be wholly satisfied, as its handling is wonderfully predictable and oh-so capable when coursing through serpentine stretches at high speeds. The Coupe is just that much better, its lighter curb weight and stiffer body structure providing a more playful attitude that seems to always want to please.

This side of an M4, the only way to make the 440i Coupe better would’ve been the six-speed manual, but the eight-speed auto was impressive as far as commuter transmissions go, shifting quickly in its sportiest mode, when the steering wheel-mounted paddles came into play, yet smooth all the time.

Likewise, both cars’ suspensions soaked up road imperfections well, and never unsettled my forward trajectory, even when pushing hard over some poorly paved sections of curving backroad. They were a pleasure to drive around town too, their comfortable seats, both featuring extendable lower cushions, wonderfully supportive.

The Cabriolet is about as practical as this class gets in back, which isn’t all that much, but the Coupe offers room enough for two adults and the Gran Coupe more so. The same goes for cargo space that ranges from 220 litres in the Cab to 445 litres in either hard-top car, while all cars get a 40/20/40 split-folding rear seat with a particularly wide and accommodating centre pass-through.

Now that I’m being pragmatic, fuel economy is actually quite good in all of the 4 Series models, the best being the base 430i Coupe and Grand Coupe that share a 10.2 L/100km city, 7.2 highway and 8.8 combined rating, whereas the 430i Cab is good for a claimed 10.6 city, 7.3 highway and 9.1 combined. The thriftiest six-cylinder 4 Series is the rear-drive automatic 440i Coupe at 11.2 L/100km in the city, 7.3 on the highway and 9.4 combined, followed by the both the 440i xDrive auto Coupe and Gran Coupe with ratings of 11.4 city, 7.6 highway and 9.7 combined. The 440i Cab achieves a respective 11.8, 7.9 and 10.0, and lastly the two manually-driven Coupes come in at 12.8, 8.8 and 11.0 for the rear-drive model and 13.0, 8.5 and 11.0 for the xDrive version. All require pricier premium fuel, but that’s par for the course with German luxury vehicles.

Now that I’ve lulled you to sleep, I should wake you up by mentioning that BMW is currently offering up to $10,500 in additional incentives for 2020 4 Series models, one of the most aggressive discounts I’ve ever seen offered by any manufacturer on any car, so you might want to head over to the CarCostCanada 2020 BMW 4 Series Canada Prices page to learn more. You can build each model right down to their 20-plus options and aforementioned colours, plus you can learn about any manufacturer leasing and financing deals, available rebates and dealer invoice pricing that will give you a major edge when negotiating your deal. Find out how the CarCostCanada system works, and make sure to download their free app so you can have all of this critical info with you when you’re at the dealership.

I can’t look into the future to guess whether or not the new 2021 4 Series models will eventually be accepted by pre-owned BMW buyers in order to predict their future resale values, because it really will take some time for fans of the brand to make up their collective minds. I don’t even want to think too far ahead regarding my own future tastes, but I can say for sure this most recent 4 Series design has weathered the test of time well. I see it as a future classic, and would be more inclined to pick one of these sure bets up instead of risking my investment on its unorthodox replacement. All I can say is, get one while you can.

Story and photos by Trevor Hofmann

If you’re thinking you’ve read this story on these pages before, you’re not losing your mind. We only recently reported on battery output improvements for the new 2021 Porsche Panamera E-Hybrid…

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Porsche grows battery size and increases EV range of 2021 Cayenne E-Hybrid models

2021 Porsche Cayenne Turbo S E-Hybrid — All Cayenne E-Hybrid SUVs get a larger battery for 2021, lengthening their EV capability by up to 30 percent.

If you’re thinking you’ve read this story on these pages before, you’re not losing your mind. We only recently reported on battery output improvements for the new 2021 Porsche Panamera E-Hybrid models, and now we’re providing a similar update regarding the upgraded 2021 Cayenne E-Hybrids as well.

The new model year will once again see two body styles with two trims apiece, both the more upright Cayenne sport utility and newer, more rakishly shaped Cayenne Coupe getting E-Hybrid and Turbo S E-Hybrid drivetrains, but better optimized cells that improve energy density has allowed the battery in each model to increase its output by 27 percent from 14.1 to 17.9 kWh, resulting in almost 30 percent more range.

2021 Porsche Cayenne E-Hybrid — The larger battery doesn’t improve performance over last year’s Cayenne E-Hybrid models.

Now, 2021 Cayenne E-Hybrid owners should expect seven to eight kilometres of extra EV mobility, from approximately 22 or 23 km to nearly 30 km, which could provide some owners zero-emission commuting capability during daily commutes. The heavier Cayenne Turbo S E-Hybrid improves its EV range similarly, albeit from 19 or 20 km to about 24 or 25 km.

On top of this, Porsche has changed the way electrified Cayennes use their internal combustion engines (ICE) to charge the battery, now topping it off at just 80 percent instead of 100. While seeming to be making backward progress, the upgrade actually saves fuel and reduces emissions, because the E-Hybrid’s various kinetic energy harvesting systems, such as regenerative braking, are always in use. If the battery were to reach 100 percent, there’s no longer a need to harvest kinetic power.

What’s more, the new 17.9 kWh battery is able to charge at a faster rate in Sport and Sport Plus performance modes, which results in the drive system always have plenty of boost ready and waiting for quicker acceleration runs and easier passing manoeuvres.

Despite the larger battery, there’s no change in net horsepower or combined torque from last year’s Cayenne plug-in hybrids, the new 2021 Cayenne E-Hybrid continuing to produce a substantial 455 net horsepower and 516 lb-ft of torque, and the two Cayenne Turbo S E-Hybrid models putting out a staggering 670 net horsepower and 663 lb-ft of torque.

Pricing for the 2021 Cayenne E-Hybrid starts at $93,800 plus freight and fees, whereas the Cayenne E-Hybrid Coupe can be had from $100,400, the Turbo S E-Hybrid from $185,600, and the Turbo S E-Hybrid Coupe from $191,200. Porsche is already offering factory leasing and financing rates from zero percent according to CarCostCanada, so make sure to visit their 2021 Porsche Cayenne Canada Prices page to learn more, plus find out how the CarCostCanada system works so you can access the latest leasing and financing rates from all models, plus rebate information and even dealer invoice pricing that could save you thousands, and remember to download the free CarCostCanada app so you can access all this information exactly when you need it.

The standard Cayenne E-Hybrid will hit 100 km/h from a standing start in only 5.0 seconds flat when equipped with the Sport Chrono Package, ahead of a top track speed of 253 km/h, while a Sport Chrono Package equipped Cayenne E-Hybrid Coupe needs 0.1 seconds more to reach the same speed, although tops out at the identical terminal velocity. Both regular and coupe Cayenne Turbo S E-Hybrid models achieve the same 3.8-second sprint to 100 km/h, mind you, while their collective top speed is 295 km/h.

The 2021 Cayenne E-Hybrid and 2021 Cayenne Turbo S E-Hybrid are now available to order at a Porsche retailer near you, while deliveries are expected in the spring of 2021.

Story credits: Trevor Hofmann

Photo credits: Porsche

Icons can be a blessing and a curse, as so many auto manufacturers have learned. From Volkswagen’s rear engine, rear-drive Beetle that was reincarnated as the front-engine, front-drive New Beetle and…

New Car Reviews

2020 Mercedes-Benz G 550 Road Test

Icons can be a blessing and a curse, as so many auto manufacturers have learned. From Volkswagen’s rear engine, rear-drive Beetle that was reincarnated as the front-engine, front-drive New Beetle and saw reasonable short-term success from mostly gender-specific non-enthusiasts, and British Leyland’s Mini that eventually became BMW’s entry-level Mini brand, even incorporating a subcompact SUV and accepted by regular consumers and diehard petrolheads alike, to Ford’s Mustang that, after going through some dark years is once again the quintessential muscle car, and Porsche’s 911 that has quite possibly been the best managed icon of all, gracefully transitioning through the decades with its only blight being the somewhat awkward looking 1998–2005 996 variant.

That last example shows how important it is not to mess with the secret sauce that makes an icon iconic. In Porsche’s case it came down to replacing the 911’s 34 years of circular headlamps with Boxster/RSK-inspired teardrops, which, along with the demise of the air-cooled flat-six and a totally revamped interior, caused near “New Coke” levels of outrage.

Land Rover’s Defender 90 and 110 fall into iconic territory as well, which is why many have criticized the British brand’s entirely new Defender, that shares no similarities with its predecessor. Like Ford’s Bronco, the Defender has been gone from the market for long enough that enthusiasts may not only allow it to live, but might possibly become its defenders (sorry for the pun). This said, Mercedes doesn’t have to worry about such issues with respect to its new second-generation G-Class, because no one will mistake this SUV for anything but the real deal.

Like anything, whether you love it or loath it is personal. I happen to love it. I’m more of a classic Geländewagen fan, mind you, but only because it can be had with a fuel-saving, torque-rich diesel, it wouldn’t be worth crying over if scratched when out in the woods, and it falls within the realm of possibilities with respect to my personal budget, but 4×4 capability aside, the recently updated G 550 I’m reviewing here has very little in common with the original civilian 460 or military-spec 461 that arrived in 1979, or for that matter those made in the ‘80s that added a four-door option along with an automatic transmission, plus more comfortable Mercedes sedan seats, air conditioning, power windows, luxury trimmings, and much, much more. In fact, this new W463 is monumentally improved over first-generation examples I tested just a few years back, even if those less familiar with this SUV won’t notice its many visual updates.

The new second-gen G-Class launched in 2018 as a 2019 model, in both G 550 and sportier AMG G 63 trims. The more trail-spec’d 2017-2018 G 550 4×4 Squared and the even more performance-oriented 2016-2018 AMG G 65 have yet to appear in this new generation, nor has the outrageous six-wheel variant, so we’ll just have to wait and see if Mercedes wants to take this latest version to similarly extreme levels. Updates include many new body panels, completely fresh lighting designs (that most notably don’t deviate too far from the original), and trim changes all around. The SUV’s boxy, utilitarian shape remains intact, which means its numerous fans remain faithful.

Unlike the exterior design that only appears different to the trained eye, the renewed G-Class is dramatically redesigned inside. It now incorporates the level of refinement and jewel-like finishings found in Mercedes’ other offerings, not to mention renewed electronic interfaces that completely change the cockpit’s look and usability. On that last note, Mercedes installed its latest MBUX digital instrument cluster/infotainment touchscreen design that houses twin 12.3-inch displays behind one long, cool, sheet of transparent glass-like surfacing.

The left display isn’t touch-capacitive, but amongst other switchgear it’s controlled by a micro-pad on the left steering wheel spoke, just like the infotainment system’s otherwise touch-sensitive screen can be actuated via the usual fingertip-activated palm rest/scrolling wheel combination as well as an identical Blackberry Trackpad-like controller on the right-side steering wheel spoke. It all works brilliantly, making this one of my favourite multi-information/infotainment system setups, which incidentally comes filled with all the functions expected in this class.

Most other buttons and switches are made from satin-finish or knurled aluminum for a truly upscale environment, which as noted earlier is nothing new for Mercedes, but some of these details majorly upgrade the G 550. Knurled metal can be found elsewhere in the cabin, as can plenty of additional satin-finish aluminum, the beautifully drilled Burmester surround sound speaker grilles amongst the nicest I’ve seen, while gorgeous open-pore hardwood envelopes the primary instrument/infotainment binnacle as well as the lower console surface and door armrest trim.

Some harder plastics exist, but I wouldn’t sound an alarm for centre console side panels that don’t quite measure up to pricey expectations, especially when the door panel and seat upholstery leatherwork is so rich, supple and finely detailed. My tester wore a lovely chocolate brown hue that worked well against its electrifying blue exterior paint, the combination doing a great job of pulling off bold and daring while coming across almost conservative, if that’s even possible.

The driver’s seat has excellent side bolsters and most of the adjustments I’d want if purchasing as an everyday commuter, only missing an extendable thigh support. This said the static lower cushion cupped nicely below my knees, which while potentially problematic for shorter drivers was nice and comfortable for me. Mercedes makes no such mistakes with its lumbar support, however, which is four-way powered and therefore should be a perfect fit for most body types. The G’s tilt and telescopic steering column provided more than enough fore and aft adjustability too, leaving me with a great driving position in spite of my shorter-torso, longer-legged body.

Mercedes has importantly added much more rear legroom behind the G’s front seats, so that even tall rear passengers can stretch out comfortably. In addition, the upgraded back seats are almost as supportive as those up front, with those sitting next to the window ultra-easy on the backside. The centre position is best left for smaller folks, with anyone placed there crowding all three rear passengers. Such is the reality with an SUV designed for negotiating tightly treed trails, or narrow rocky crevices, depending on where you’re tackling the wild. Let’s not forget, especially this time of year, that the G-Class was designed for military and rescue purposes first and foremost, and even put into service by our Canadian armed forces.

Before anyone starts complaining about taxpayer dollars funding six-figure SUVs for our military elite, CAF-spec’d models are utilitarian at best, and don’t cost anywhere near a 2020 G 550’s base price of $147,900 plus freight and fees. On this note, CarCostCanada is currently reporting factory leasing and financing rates from zero-percent, which can certainly go a long way to making a new G-Class affordable. The zero-interest rate deal appears to apply to the $195,900 G 63 AMG too, which is a lot of paper for Mercedes to carry.

This is a good time to point out that CarCostCanada also provides Canadian consumers with information about manufacturer rebates, when available, as well as dealer invoice pricing that can give you a significant edge when negotiating on any new vehicle. Find out more about how the CarCostCanada system works so you can take advantage of the savings that could put thousands back into your pocket, and while you’re at it, download their free smartphone app from the Google Play Store or Apple Store.

There’s no need to spend all those savings on aftermarket 4×4 gear if you’re at the wheel of a G 550, as this ute is about as capable off-road as anything on the market. I’ve had plenty of fun guiding this tank of an SUV into and out of otherwise unsavoury situations over the decades, including swampy marshes, even swampier mud holes, fast-running creeks, loose rocky embankments, solid rock abutments, and more, and can attest to its unwavering abilities. This said I wasn’t willing to risk damaging my G 550 tester’s stylish set of 14-spoke alloy wheels on hardly off-road spec 275/50 Pirelli Scorpion Zero tires, at least anywhere near my usual 4×4 playgrounds. This one was set up for the street, where most G-Class owners will spend the majority of their driving time.

Even with these lower-profile performance tires, the G 550 rides sublimely. Really, those who think truck-based SUVs are less refined than their car-based unibody alternatives need to spend some time in a new G-Class, because its tight body structure, rigid frame and ample suspension travel result in one very comfortable riding utility. I found it ideal for city traffic, its suspension reducing deep ruts, bridge expansion joints and other pavement imperfections to minor intrusions while its towering height allowed for superb visibility all-round.

The G 550 was equally adept on the open highway, and while I never tested its 7,000-pound trailer rating I have no doubt it’s up to the task, especially considering its 2,650-kilo (5,845-lb) curb weight. That heft adds to its ride quality while keeping it planted nicely in its lane at high-speed, not even allowing sharp wind gusts to push its slab-sided body around. It performs well through curves too, those aforementioned Pirellis providing a nice, wide contact patch for what would’ve been surprisingly adept manoeuvrability if I hadn’t already experienced just how capable the G-Class can be on the road. I’d previously experienced an AMG-tuned G 63 on California’s circuitous coastal highway system, not to mention the fabulous Laguna Seca racetrack, so believe me when I tell you that this SUV is much more fun to drive on pavement than its brick-like profile makes one assume, although arriving at the famed downward spiralling Corkscrew turn from such great heights is akin to plunging down the initial drop on Vancouver’s Playland ‘Coaster (or, I can imagine, while riding the even larger classic wooden Wilde Beast at Canada’s Wonderland—or the Toronto-based theme park’s 16 other roller coasters). The G 550 won’t deliver the same handling agility as the AMG version, but it’s more than capable through the corners, while its braking is impressive as well.

Stopping power is critical in such a heavy SUV, particularly one that can get up to speed so quickly. While the 416-horsepower G 550 can’t sprint from zero to 100 km/h in the 577-hp G 63’s 4.5-second time frame, it is capable of a relatively quick 5.9 seconds, all thanks to a 4.0-litre twin-turbocharged V8 capable of 450 lb-ft of torque and a quick-shifting eight-speed automatic sending power down to all four wheels, not to mention a really reactive Sport mode.

This is where it might even be too jarring for some peoples’ tastes, the G 550’s snap off the line so responsive that the backside of my head met up with the comfortably padded headrest more abruptly than expected, albeit only when slamming right foot to throttle in Sport mode. I tried adjusting this more aggressive driving style by delicately feathering the go-pedal during quick takeoffs, but alternatively found it was easier to maintain a smoother response while still being fast after selecting the SUV’s Eco setting, and trust me it was still plenty quick in this more environmentally sensitive setup.

Going green in mind, there’s really no way to get past the G 550’s previously mentioned mass and just-noted power, resulting in a Transport Canada fuel economy rating of 18.0 L/100km in the city, 14.1 on the highway, and 16.3 combined. This is no worse than many other full-size, V8-powered SUVs, nor is its thirst for pricier premium fuel, but there’s a reason military-spec models still come with turbo-diesel powertrains.

Just a side note for diesel-lovers like me, earlier examples came with Rudolf’s highly efficient, torque-rich creation, and while kind of expensive for decades-old 4x4s, they’re reasonable considering their cult-like collector status, ultimately dependable service and off-road capability. This is where I would personally look for a future G wagon, because it’s possible to get into an early ‘80s two-door 230 GE or 280 GE in the mid-$20k range. I’d prefer one of the 5-door LWB station wagons, but take heed even older version will likely sell for more than $30k, with really nice ones sporting the larger 300 GD engine going for more than $40k. Do some searching and you’ll quickly find more advanced V8-powered G’s from the early 2000s for similar prices, even some AMGs, but you’ll need a thick wallet to keep these fancy beasts on the road, as their reliability is not as bulletproof as the earlier diesels, and they require sophisticated diagnostic equipment to source problems.

Now that I’m talking practical issues, all G-Class models come up a bit short on cargo space when compared to full-size American alternatives like Cadillac’s Escalade, Lincoln’s Navigator or their less luxurious volume-branded counterparts. G’s fare better when put up against similarly equipped premium Europeans, however, with the 1,079-litre (38.1 cu-ft) luggage area behind my tester’s rear seats a significant 178 litres (6.3 cu ft) more accommodating than the full-size Range Rover’s dedicated gear-toting maximum, and both SUV’s top load-carrying capacity identical at 1,942 litres (68.6 cu ft). I certainly could live with that.

In the end there’s not much I can complain about with Mercedes’ new G-Class update. Sure, I was initially a bit miffed at the smallish powered glass sunroof overhead, at least in these days of expansive panoramic light emitters, but in truth I could care less if there were no sunroof at all, and a larger one would likely weaken the SUV’s body structure and potentially crack under pressure. I would’ve appreciated a wireless phone charger, mind you, and would install one if these were my long-term ride.

I’m also hoping to enjoy future forays into the wild green (and brown) yonder in a modernized gen-2 G 550 4×4², previous examples of which incorporated portal axles like Mercedes’ outrageously capable Unimogs, but in most every other respect I’m over the moon about this impeccably crafted luxury ute, and I’m especially grateful that Mercedes stayed true to its iconic 4×4 roots. This, to me, is the ultimate off-roader, and I’d purchase one today if money were no object.

Story and photos: Trevor Hofmann

News & Reviews- Month: November 2020