2014 Mercedes-Benz S Class

2014 Mercedes-Benz S Class

Episode 3335 , Episode 3348
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There’s luxury, and then there’s ultra-luxury. And while everyone certainly thinks luxury when they hear Mercedes-Benz, even the company thought that to go the ultra-luxury route, it would take a different brand. That’s where Maybach came in to play.  But, it’s tough for a little know car marque to get a foothold, even when it’s backed by Mercedes. So, Maybach is again history. But don’t think for a minute that Benz has abandoned their ultra-luxury goals. 

From our first moments behind the wheel of the all new S550, it was clear Mercedes-Benz is attempting to elevate S-class’ status enough to actually replace the ultra-exclusive Maybach. So, forget about competing with the 7-Series and A8, the new S-Class now has Bentley and Rolls-Royce in its sights.

And just like those high roller rides, there’s really no end to the list of options you can add in order to make your “S” a one of a kind piece. But Benz is also attempting to match unbridled opulence at a more attainable price. 

For starters, the look is pure sophisticated elegance, not showy in any way; more chiseled than before, but with the same upsweeping body lines flowing to more substantial rear shoulders. 

As you would expect in a new flagship Mercedes-Benz, new standards for safety are achieved. The technology is known, but now there is seamless integration of driver aides like Steering Assist, Active Lane Keeping Assist, and even a Night Vision system that works so well, you can make an argument for looking at it instead of through the windshield. Though ironically enough, when you need it most, the button to turn it on is nearly impossible to find in the dark. The new S-class also takes the illumination crown, as there are almost 500 LED’s between the exterior and interior; no incandescent bulbs whatsoever. 

Just one word comes to mind when you first experience the interior environment, and that word is craftsmanship. Build quality is exquisite, and the excellence of materials and upholstery is very remindful of the aforementioned esteemed British marques. 

Though all of the electronics and clarity of the navigation screen and virtual gauge panel are far superior and just scream high-end, much more so than in the previous generation S-class. The COMAND central control system is well improved, making a good case for eliminating touch screens altogether; and there are also enough traditional manual controls for most fundamental operations. 

Seats and armrests are instantly comforting and soothing; all controls and accoutrements feel rich; the quality of wood and leather is amazing. All-in-all, it’s just a wonderful interior.

Our 4MATIC-equipped tester performed just great on our worn down wintery byways, though the additional heaves and holes in our roads had us wishing it would have been equipped with the optional Magic Body Control that does just what it sounds like; nearly levitating over every bump and road imperfection with the true sense of a magic carpet ride, with apologies to Steppenwolf. 

The unique part of the “Magic” system is that instead of reacting to wheel movements, it uses cameras to scan the road surface ahead and predict what the suspension is about to deal with and adjusts damping accordingly. Unfortunately, the system is only available in rear-wheel-drive models. 

Driving a full-size, high-dollar sedan can be a little intimidating, as not only are you aware of the car’s girth, but you are also very aware of the car’s price tag. But Benz does it’s best to alleviate that anxiety with an insane amount of comfort features, like massaging seats with pillow-like headrests, perfume atomizer, and Burmester Surround Sound audio. Also helping is the fact that it doesn’t feel as heavy as previous S, though it still has that substantial feel that only a German made luxury sedan manages.

Even without “Magic”, our 4Matic never bounced or floated like a Bentley or Rolls, making us want to push it faster and faster. And it has the power to do it. Which we confirmed at the track where we bolted to 60 in just 5.0-seconds, finding the end of the ¼-mile in 13.5-seconds at 108 miles-per-hour.

Making that possible, is a 4.7-liter V8, complete with a pair of turbochargers, cranking out 449-horsepower and 516 lb-ft. of torque. Transmission is a 7-speed automatic. 

Government Fuel Economy Ratings for our 4MATIC are 16-City, 26-Highway, and 19-Combined.  We averaged a good 22.3 miles-per-gallon of Premium. The Energy Impact Score comes in fairly high at 17.3-barrels of oil use with 7.6-tons of CO2 emitted annually. 

Even with its decidedly more upscale nature, base pricing starts under 6-figures at $93,825. Our extremely well equipped test car was $122,895. That’s not inexpensive, but the new S really does feel like a car that costs twice as much, and a bargain for this level of craftsmanship.

In fact, Mercedes-Benz claims the 2014 S550 is the best automobile in the world. We’re not ready to go anywhere near that far, but it is a pretty spectacular piece of automotive conveyance. It clearly has replaced Maybach, and without a question has become the new benchmark for the “mass produced” premium luxury sedan class.

Specifications

  • Engine: 4.7-liter V8
  • Horsepower: 449
  • Torque: 516 lb-ft.
  • 0-60 mph: 5.0 seconds
  • 1/4 mile: 13.5 seconds @ 108 mph
  • EPA: 16 mpg city/ 26 mpg highway
  • Energy Impact: 17.3 barrels of oil/yr
  • CO2 Emissions: 7.6 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
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Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW