The new CLE53 will get its drop-top variant later this year.
If you’re looking for a roadster that’s a bit more affordable than the six-figure SL, the CLE lineup is where you’ll want to look. This car replaces the old C- and E-Class Cabriolets, either in the base CLE300, CLE450 form or this AMG CLE53. Mercedes officially revealed the latter on Monday, with the sort of performance flavor you’d expect. Not only do you get a beefier version of the brand’s 3.0-liter turbocharged, mild-hybrid M256M inline-six, but you also get standard active rear wheel steering and performance-tuned 4Matic all-wheel drive.
Under the hood, the 2025 Mercedes-AMG CLE53 Cabriolet gets the same 443 horsepower and 413 lb-ft of torque as the coupe. The convertible variant sends power to all four wheels through a 9-speed automatic transmission in 4.3 or 4.1 seconds, which is just a tenth of a second off the hard-roof model. That smaller acceleration time makes use of the car’s temporary overboost feature, which bumps the boost pressure up to 22 psi (and therefore torque, up to 443 lb-ft) for up to ten seconds.
Being the AMG model, this beefed up CLE gets larger brakes, with 14.6-inch drilled and ventilated rotors at the front, and 14.2-inch ventilated rotors at the rear. Engineers set up the suspension to be stiffer off the bat, but you also get adaptive shocks to further adjust the firmness to your liking. 19-inch wheels come standard, while you can upgrade to 20-inch units to fill out the wider fenders for a more aggressive stance if you so desire.
On the styling front, the 2025 Mercedes-AMG CLE53 tracks with the coupe as well as the rest of the brand’s revamped lineup. You get sharper headlights up front as well as a large grille with the classic AMG vertical slats. Around back, the design largely tracks with the base CLEs apart from quad exhaust outlets and a different rear diffuser. Instead of the fastback-like roofline, you obviously get the canvas roof instead.
Looking inside the CLE Cabriolet
As for the interior, the 2025 Mercedes-AMG CLE53 Cabriolet gets the same layout as the coupe. Changes from the standard models include sportier bucket seats, contrast stitching on the seats, center console and instrument panel, and a 12.3-inch digital gauge cluster display with an adjacent, vertically situated 11.9-inch touchscreen.
If you’re looking to spice your CLE up even further, there are more options on the list once you land on the CLE53 convertible in the first place. You can get the Dynamic Plus package that adds a Race drive mode, active engine mounts and red brake calipers, as well as an AMG Performance steering wheel, as shown above.
Pricing for the new AMG CLE53 has not been announced yet, but expect it to sit at the highest point in the lineup. It will still be several thousand dollars cheaper than the SL, but we expect it to land somewhere in the $80,000 range.
The first questions/statements come from our fans (former fans) and viewers who can’t fathom why we bought a Cybertruck. Here are a few – but there’s hundreds.
Q (YouTube): Not sure I could trust a company that can’t make a gas pedal or a hubcap… @CarswithNash
I fear this will not be one of the best choices at TFL. The buzz has waned. I hope I’m wrong because this is my favourite channel period.@Saddest1Gtown
The Cyber Junk looks so small compared to the othwr trucks..yet the Cyber junk costs more..smh @Jolene580
Two weeks ago every influencer…..why is my Tesla taking so long ???….this week LOOK!!!@Sambonedallas
Done with you guys and your stupid purchases! Cybertruck is garbage! I know a idiot when I seen a idiot because I am a idiot! @WasDogTrainer
Question is will it brick like the hummer did @Bugman687
The very definition of Anti-Climax. Sorry for your loss. (100K) God be with you.@Enigma8750
Why in god’s name did you monkeys get a Cybertruck? At least get something better like a Rivian! @NetCarbs_67
Add this to the Land Rover pile@Aldeeezzy
Funny how all these YouTubers said they’ll cancel their order and boom couple weeks later they all go pick up the cyber truck. @moosc
The Cybertruck is old news. It’s been done to death and I’m bored with it already.@Blipco5
… and this only took a few minutes to find.
A: Look people, folks are still curious about the Cybertruck –
Honestly, I was happy to take a pass. It’s about double of what I was (initially) promised it would cost. In addition, it’s rought around the edges in SO many ways. Still, can you think of another vehicle that is as polarizing as the Cybertruck? There is a ton of interest as to how it will perform once the proper 4WD upload comes in OTA.
We will continue to get flak – and it doesn’t matter if we love it, hate it or manage to find soms sort of middle ground. Many of you will throw venom our way, regardless. Some “journalists” will take our findings and editorial out of context, good or bad. We’re expecting this.
Cybertruck, and Tesla fanboys will cure every negative and cheer every positive comment. We’re expecting this as well. Anti EV owners will hate every postiive result, and cheer every criticism. We’re expecting this too. Our accountant will want our head(s) on a platter, and local kids will find us old men – fascinating.
We’re expecting all of this, however; we expect people WILL be interested one way or the other.
Were you expecting anything less from us?
– N
The next question comes from a fan who is comparing the Yukon vs the Wagoneer.
Q (via: AskNathan@TFL.com) RE: Yukon vs Wagoneer.
Hello,
1st off I love watching your videos!
My wife and I are trying to decide on a vehicle between the yukon an wagoneer.
I’m really impressed withe the wagoneers ride and off road capability, however I’m concerned with the reputation Jeep has with mechanical issues.
What are your thoughts on these two vehicles?
Thanks
Jim
A: This is a comparison I hope we can pull off soon, especially with the new I6 Hurricane engine in the Wagoneer.
The Yukon base is $58,200 – and a well equipped (mid-level) SLT 4WD runs just a hair under $71,000.It comes with a 5.3-liter V8 makes 355 hp and 383 lbs ft of torque. There is a vaunted diesel option, but it’s extremely pricy. MOG sits at 15 city and 20 mpg highway – and it has up to 7,900-lbs towing.
The Wagoneer base starts at $62,945 – and a well equipped (mid-level) Series II runs about $74,000. The standard 3.0-liter, twin-turbo I6 makes 420 hp and 486 lb-ft of torque. It’s rated at 16 mpg city, and 23 mpg highway. It’s su[pposed to have up to (a class-leading) 10,000-lbs towing.
On papaer, other than the price, the Wagoneer is supperior. Conmsidering that the new Hurricane hasn’t been around long enough to rate its long-term reliability, it’s a bit of a roll of the dice. It’s a lot more powerful, and it’s especially noticable at higher elevation. It’s also a bit more efficient. Still, it’s an unproven quantity.
While looks, and overall styling are subjective, I can say that the interior of the Wagoneer feels more primium. My prefrences may be different than yours. I tend to gravitate to the least expensive option. In addition, the Chevy’s overall reliability seems to make it a tad compelling.
Still, that Wagoneer is a powerhouse!
It’s kind of a tossup.
– N
The last question comes from a family man who needs a proper 4×4 that can hold his (tall) family, and dogs.
Q: (Via: AskNathan@TFL.com)
Hi TFL Team –
I’ve been a long-time watcher and enjoy your content. I’m struggling to narrow down a reasonably priced vehicle to meet our needs. I’m hoping you’ll give me some thoughts.
I’m looking to purchase at the end of the year as my current prepaid lease is up in February 2025. I leased because I didn’t want to be locked into the car beyond three years because of the fluctuations in vehicle cost/availability at the time (the first and last time I would lease). I’m just starting to research the next vehicle but am struggling with refining it down to 2 or 3 vehicles that meet our family needs. I like to narrow it down to 2 or 3 and then see what I can get the best deal on within my price range.
I’m looking for something that can haul 4-5 tall people, plus a couple of dogs occasionally. It has to accommodate 6 feet plus as my wife is the shortest at 5’10”, and the kids and I are all over 6’ (6’ to 6’3”). Not large framed but tall. We also do 1-2 long road trips to Colorado up in the mountains (Lake City) a year, including going over passes (like Engineer) on the back trails if the weather permits. In the past, we have done this in 4×4 trucks and a Sequoia. We still have the 2014 Sequoia, but it is getting to be high mileage (even for a Toyota), and we’re planning on giving it to our son for his car, as it’s fine for local driving.
So, I’m looking for a good road trip vehicle comfortable for 4-5 folks around 6’ tall with a true 4-wheel drive and at least a center-locking differential. I was excited about the new Tacoma, 4 Runner, and Land Cruiser, but their prices seem ridiculously high. Plus, I’m worried about the mid-size pickups’ backseat comfort, especially after y’all produced the video comparing every manufacturer brand in the segment. I was hoping to keep the OTD in the 50s or low 60s and for it to be a reliable, long-lasting car. Normally, we like to keep our cars for about 10 years.
I would appreciate the help.
Thanks and best –
Ben
A: Hi Ben, I think the previous email might interest you as well (Yukon vs Wagoneer).
With that being said, there are other (less expensive) alternatives. I looked at the Ford Expedition, new Toyota Sequoia and Tahoe, among others, but they are pretty steep and have a few issues. I found the Sequoia’s passenger seating for tall people to be so-so. A decently equipped Expedition or Chevrolet Tahoe is still going to hit the $60,000+ mark OTD – easily.
It’s a shame, as both are strong contenders. Still, there is one SUV that may check all the boxes, but you must see if you fit properly. I’m referring to the Nissan Armada. A well equipped 2023 Nissan Armada SV hits the $60,000 mark, and a 4WD S sits in the mid $50,000 zone. There are still 2023 models on dealership lots, so you may be able to get them to deal.
I would not recommend the 2024 models as they have a huge price increase, with few benefits. Yes, there is an all-new model coming. One that will have a lot more power, be more efficient – and should be pricier too. The old 5.6-liter V8 is still a great engine, and they have a fairly good reputation for overall strength.
One thing to note: the interior is a bit unusual. Some tall folks are fine up front, but others may not be as comfortable. Case in point: I’m shorter than Roman and Andre, yet I find the driving position a bit confining. Andre and Roman call me a big baby and seem much happier in the driver’s seat.
It’s all up to the driver’s preference.
There is one more option, one that isn’t exactly an “off-roader,” but it’s something that has gobs of space, AND has the potential for good off-highway performance – for a crossover. I am talking about the new 2024 Chevrolet Traverse Z71. Forget the other models, this one has a beefier AWD system that might fit the bill. A well equipped model comes in under $50,000.
☓ 8-passenger seating only available on LS and LT trims
✓ Z71’s AWD system, and off-road-friendly upgrades
☓ RS model is seriously pricey
Neither the Chevy Traverse Z71 nor RS are an off-roader or sports car, but they’re both still good.
If you were to judge the 2024 Chevy Traverse Z71 and RS from the outside, one looks more rugged and the other looks somewhat sportier. But that’s only part of the picture. Both vehicles have different mission statements, and a few mechanical differences, on top of the obvious garnish.
There is only one engine that both crossovers use is an all-new 2.5-liter turbocharged engine that makes 315 horsepower and 317 lb-ft of torque. That’s a 19% gain in torque over the midsize SUV’s old 3.6-liter V6. All new Traverse models are paired to an eight-speed automatic transmission. If properly equipped, the Traverse has a max trailering rating of up to 5,000 pounds.
GM estimates the 2024 Traverse’s EPA fuel economy rating have improved to 20 City / 27 Highway / 23 Combined mpg for the front-wheel drive models, falling to 19 City /24 Highway / 21 Combined mpg with all-wheel drive. My gut tells me that the heavier Z71, with its off-road tires, may not reach that estimate, but we’ll have to see with further official figures and testing. It may be similar for the RS, with its hilariously large (read: heavy) 22-inch wheels.
Mind you, it ain’t cheap (depending on the trim).
Prices start at $38,995, including Chevy’s $1,395 destination fee. That gives you a base FWD LS, but you still get the new turbo four-cylinder. With the exception of the AWD-only Z71, adding AWD to all other models carries a $2,000 premium. The Z71, if you go that route, comes with a unique twin-clutch AWD system and some off-road-friendly gear. Pricing for the Z71 start at $49,190.
The volume seller is expected to be the mid-level LT, which has a base price of $42,790. The top-of-the-line model is the RS, which has some of the largest wheels I’ve even seen on a factory crossover. Brandishing 22-inch, painted wheels, standard equipment like Super-Cruise, high end entertainment, and a luxury interior. Be prepared to pay all the money for it, though: The 2024 Chevrolet Traverse RS has a base price of $56,990.
What’s the driving experience like?
First and foremost, they both have a balanced, comfortable ride. That said, I can’t get my head around the reasoning for paying $10,000 more for the RS…Sure, it handles a bit better than the Z71, but I never felt the toys and interior added up to the premium. As for acceleration, braking and overall handling, you’ll have a good experience across the lineup. I used Toyota’s Grand Highlander and even Chevy’s own truck-based, body-on-frame Tahoe as reference points throughout my drive.
We went “off-road” on what I would describe as an excellent rally stage through the woods. The only challenge for the Z71 was squeezing around obstacles. It never lost traction, it never struggled and I’m pretty sure the AWD system wasn’t bothered much. That system has a dual-clutch that takes torque, sends it aft, and allows all of that power to reach the rear axle. From there, the rear end vectors the torque to the wheels that need it.
The other system on all other AWD Traverse models has a single clutch, and splits the torque front-to-rear as needed, up to 50% between both axles. Driving the Traverse RS though the hills around suburban Atlanta, I never felt this new model was at a loss for power, and the AWD system was seamless. Honestly, GM only wanted us to drive the RS on backroads and highways to play with the Super Cruise system. It worked, but it’s not a system you can use everywhere. Though the company has significantly expanded its footprint, you can only engage Super Cruise in certain areas, mainly on divided highways.
Both the Z71 and RS were pleasant commuters, with some added bravado.
Overall, I prefer the value and potential capability of the Z71. It’s an inch higher, has tow-hooks and a bit of underside armor. I think it looks better, but that’s subjective. On the basis of price and depending on your use case for a family rig, I think both crossovers would be a good substitute for the need to own a heavier, truck-based Tahoe, considering how many buy one without needing its beefiness.
Check out more of my impressions on the 2024 Chevy Traverse in the full review video below:
One of the main trends in the global automotive industry is the growing demand for compact vehicles. This is easily explained by the fact that such cars have many advantages over full-size models. They are cheap, do not attract the attention of car thieves, are easy to maneuver in heavy traffic, do not create parking problems, are economical in fuel consumption and do not require complex maintenance. Thanks to this, such vehicles are gradually becoming an ideal option for modern drivers.
Low cost
The smaller the car, the lower its price. This rule does not always apply, but in most cases, this is what happens. Compact models require lower production costs and are significantly less expensive than full-size vehicles. To save even more, buyers can purchase at special auctions wrecked Smart cars for sale and compact models from other well-known manufacturers. After repair, they will become almost perfect and will be able to work effectively for many years.
Easy to maneuver
The roads of major cities in most world countries are crowded with cars. This creates severe difficulties for drivers since maneuvering in heavy traffic while driving an SUV or full-size sedan becomes challenging, even for a professional. Small cars exist to solve the problem. They are characterized by ideal maneuverability and, thanks to their small size, can even squeeze into small gaps between other vehicles. In addition, such cars do not have problems passing sharp turns, which can be found in the city and outside.
No problems with parking
The lack of suitable parking spaces has recently become a severe problem for many cities. Various measures are being taken to solve this problem, but significant changes have not yet been observed. To forget about this problem forever, you need to choose compact cars. Thanks to their small size, drivers can quickly find a suitable parking space or place their vehicle where larger models cannot fit. This will make it possible not only to save a lot of time but also to save many nerves.
Low fuel consumption
Small cars are more financially advantageous than full-size models. They are equipped with low-power motors that use fuel economically or spend a minimum of battery energy on operation. This makes it possible to visit gas/charging stations less often and avoid unnecessary expenses. Small cars will be the most profitable for residents of large cities. During slow driving in heavy traffic and many hours of idling in traffic jams, they will demonstrate their ability to save fuel/battery charge to the maximum. They will not allow the current circumstances to empty your bank account.
Easy to care for
Modern drivers are always busy with everyday activities, so they cannot devote much time to car care. In such cases, compact vehicles are the ideal option. They have a relatively small interior that can be perfectly cleaned in just a few minutes. The same applies to external care. The small size simplifies the washing process and makes this procedure quick. Compact cars also give their owners a huge advantage over drivers who choose full-size vehicles when repairs are needed.
Low risk of theft
According to statistics, SUVs, full-size sedans and luxury models are the most attractive to car thieves. However, most rankings of frequently stolen vehicles do not include small cars. They are cheap and unsuitable for committing crimes (due to their small capacity and low maximum speed), so lawbreakers often ignore them. Thanks to this, owners of small cars do not have to worry about losing their vehicle, even in cases where it is left unattended.
Small cars are becoming more popular every year. They help to cope with a variety of pressing problems and also provide an opportunity to save. All this makes compact models the most attractive for modern drivers, and they will not lose popularity in the coming years.
Even as the industry pivots toward electrification, Ferrari and some others are hanging onto the V12.
As much as outlets far and wide — TFL Studios included — harp on about “electrified” this and “downsized” that, some automakers are rolling out models that run against the grain. One such car is the Ferrari 12Cilindri, and you don’t have to be fluent in Italian to get the picture from that name. Even in the face of legislative crackdowns on CO2 emissions, each seemingly less realistic than the next, automakers like Ferrari (and Aston Martin, for that matter) defy the odds by rolling out a straight V12 experience. No electric motors, no huge batteries: Just a 12-cylinder wail to startle the gods and wake your neighbors…if you can afford it, at least.
Ferrari chief designer Flavio Manzoni and his team created the striking 12Cilindri as a modern nod to timeless classics like the 365GTB/4 Daytona. And while we’ll usually waffle around a bit and say “well, styling is always subjective”, there’s no such argument this time around: It looks epic. While the equally front-engined 812 Superfast had similar proportions and striking details incorporated into its design, this blends those heritage touches with properly aggressive modern touches to create what is most likely going to be a swan song in Ferrari’s long line of V12 grand tourers.
Following up on form, though, the Ferrari 12Cilindri has to bring serious performance to the table — and it does. Even without electric motors as wingmen to the 6.5-liter V12 under the hood, this new model manages 819 horsepower (up from 788 hp in the 812 Superfast). That figure matches the more hardcore 812 Competizione, and rockets the 12Cilindri to 62 mph (100 kph) in 2.9 seconds. 0-124 mph comes up in 7.9 seconds on the way to its top speed of 211 mph.
“Oh, my Tesla Model S can accelerate faster than that!” Maybe, oh exalted Plaid one, but your admittedly quick sedan isn’t a freaking Ferrari. And for a car that is supposed to be a GT and not an out-and-out track machine like the SF90 Stradale or the Daytona SP3, that’s still plenty fast. At 3,439 pounds dry, the 12Cilindri is still 161 pounds heavier than the 812 Superfast, yet it’s also quicker in the crucial 0-62 sprint than its predecessor. Unlike the past car with its 7-speed dual-clutch transmission, this new model gets a closer-ratio 8-speed unit.
Beyond just looking at the higher output, it’s worth noting Ferrari’s other changes to its V12 engine over the previous iteration. It now has variable-geometry intake ducts, lower friction in the valvetrain and rotating assemblies, a rebalanced crankshaft and a different (lighter) aluminum alloy for the pistons. The 12Cilindri also uses new software called “Aspirated Torque Shaping” to more electronically define the torque curve in third and fourth gears to make all the grunt available from 2,500 RPM. As far as covering how engineers are able to keep the V12 alive in a time of tightening emissions regulations, Ferrari says this new model has an updated exhaust system compliant with the latest US, EU and Chinese rules.
More onboard tech, as you’d expect
Again, the new Ferrari 12Cilindri may be a GT car at heart, but it still packs a huge amount of technology aimed at improving its handling prowess. An eighth-generation Side Slip Control (SSC) system and third-generation Virtual Short Wheelbase system work in tandem to estimate and act on available grip, as well as improve high-speed stability and turn-in when you’re carving through the corners. The 12Cilindri also gets an upgraded version of Ferrari’s “ABS Evo” brake-by-wire system, coupled to 15.7-inch carbon ceramic rotors at the front and 14.2-inch rotors at the rear.
Active aerodynamics is also on full display here, with a set of ducts and louvers that aiming to either improve cooling (and downforce, to an extent) when needed or minimize drag. Those combine with new front and rear spoilers, a pair of vortex generators integrated into the floorpan and full-width diffuser to create 110 pounds of peak downforce at 155 mph. When there’s an effort to make the full 211-mph charge, all the active aero onboard will fix into low-drag mode to make that top speed possible.
More on the mechanical front, the Ferrari 12Cilindri packs 21-inch wheels (up from 20s on the 812), and either Michelin Pilot Sport S5 or Goodyear F1 Eagle SuperSport tires. Those come in a staggered setup, with 275/35-ZR21s at the front and 315-millimeter units at the back.
Inside, the 12Cilindri gets a thoroughly modern design, contrasting its retro exterior themes. A 10.25-inch center display is available to both occupants, though both the driver and passenger get their own screens as well. The steering wheel is still festooned with buttons and the drive mode switch, while the start/stop button has moved down to the lower spoke. The main fixture of the center console is the H-pattern gear selector borrowed from the SF90 Stradale.
Those who want more of an open-air experience will be delighted to know the 12Cilindri comes in both berlinetta coupe and spider forms, with the latter packing a canvas top that opens or closes in around 14 seconds.
How much will the 12Cilindri cost? You know what to expect…
With stunning looks, an upgraded V12 engine and a purist vibe sure to appeal to the well-heeled enthusiasts and connoisseurs out there, you know the Ferrari 12Cilindri won’t come cheap. In fact, it starts at €395,000 in Italy for the coupe, or a whopping €435,000 for the Spider. U.S. pricing is not available yet, but the conversions work out to about $417,000 or $465,000 respectively, and that’s before options.
For the wealthy few who will throw that sort of cash to own the Prancing Horse (or their second, third, fourth, etc. Ferrari, let’s be honest), the 12Cilindri will formally launch later this year.
2024 Acura ZDX Overview: Is the brand’s first SUV a hit?
The last time you saw or heard the ZDX name, Acura was using it on an upmarket alternative to the similar (but not directly related) Honda Crosstour. Now, it’s back, but not as you’d recognize it. This time, the 2024 Acura ZDX is an all-electric model with a more conventional, but certainly sharp SUV look. With its floating roof design, strong character lines and thin LED headlights, the new ZDX tracks closely to 2022’s Precision EV Concept, though there’s more to this latest Acura than meets the eye.
As it happens, the 2024 Acura ZDX is the culmination of a strategic partnership with General Motors: A tie-up that is also responsible for the mainstream Honda Prologue. As such, this car rides on the same Ultium platform as the Cadillac Lyriq and Chevy Blazer EV among several others, and initial production is happening at GM’s Spring Hill, Tennessee plant alongside the Lyriq.
Acura invited TFL Studios out to southern California to test the Type S variant of its new electric SUV, promising stellar performance to go with the well-proportioned (especially for an EV) looks. The automaker’s engineers set out to make their own distinctive tweaks to make this car feel like an Acura, specifically with regard to the chassis and suspension setup to make it feel more like a dynamic driving tool and less like a soft and floaty luxury SUV. “Feel like an Acura” is a relative term depending on which era in the brand’s history you’re talking about. More importantly, though, does it do enough to make itself a worthy stablemate to the other Type S models, as well as a feasible alternative to GM’s own Ultium models?
Beyond just the Type S we drove here, the 2024 Acura ZDX lineup starts at $65,850 for the base A-Spec with rear-wheel drive, excluding the available $7,500 federal EV tax credit. The single-motor version boasts a decent 358 horsepower and 324 lb-ft of torque, as well as the best range, at 313 miles. The all-wheel drive, dual-motor ZDX bumps the output up to 490 horsepower and 437 lb-ft of torque with only a slight drop in range to 304 miles. Finally, the Type S packs the most power (499 horsepower and 544 lb-ft of torque), but gets the worst range of the group, with just 278 miles between charges. All models use the same 102-kWh battery pack.
The 2024 Acura ZDX Type S is the brand’s most powerful SUV to date
Right off the bat, one factor the performance-oriented ZDX has is power and acceleration. With “nearly 500 horsepower” on tap (Acura does not quote the exact 499 hp figure in its marketing material, so you’re pretty much expected to just round up), this model makes the 0-60 sprint in around 4.5 seconds. That’s not bad for a 6,052-pound SUV, though it needs to make its case as a solid-handling SUV like the superb TLX Type S and even its gas-powered cousin, the MDX Type S, to get a stamp of approval to have that badge on an EV.
Fortunately, the 2024 Acura ZDX Type S has some special touches that help its case. It gets 15.3-inch, six-piston Brembo brakes at the front with ventilated rotors all around, as well as adaptive ride height air suspension. Put it in Sport mode, and the car drops about 0.6 inches, while it can also rise up another inch when needed, like when you put it in Snow mode. The ZDX Type S also has adaptive damping, which the Cadillac Lyriq doesn’t have, and that does help Acura’s electric SUV feel tauter and more composed when you’re in a spirited driving mood. Like other Type S model, there’s also an Individual setting so you can adjust the throttle, suspension and steering effort to your tastes.
That’s all good, and the limited opportunity we had to get the ZDX Type S on some twisty roads didn’t faze that is, again, a three-ton SUV. There’s more than enough punch to make passing maneuvers a breeze, and Sport mode doesn’t compromise the otherwise comfortable ride too much. Like other EVs, the ZDX does pipe in artificial sound through the speakers, but Kase and I found it does so fairly naturally under both acceleration and even braking, so it’s not an unwelcome or annoying intrusion. What’s more, it feels a little more natural if you’re coming from expecting gas engine sounds, so you’re not sitting in this eerie silence when you’re zipping up and down the 101, like we were.
Acura offers the ZDX Type S with 22-inch wheels and high-performance 275/40-R22 Continental PremiumContact 6 tires for an extra $1,000. If you opt not to get the Performance Wheel & Tire package, you still get machined 22×9.5-inch wheels, but with all-season tires instead.
Here’s my biggest interior gripe with the “performance” 2024 Acura ZDX Type S.
Both the drive mode and air suspension switches are almost completely obfuscated from your sight. In fact, neither is on the center console or anywhere near it. To change drive modes, you have to press a small rocker switch down by your left knee (shown to the left of the steering wheel, below)…next to the parking brake. It’s not a brilliant idea when GM did it, and it’s even worse in this application. If this is a performance-oriented SUV, why obscure the buttons that make it even sportier to the last places drivers expect? That’s mainly down to the interior design, which I’ll get to in a moment, so Acura doesn’t have the opportunity to make the drive mode selector a large knob with a branded button for the Individual mode, like it does on other Type S models.
The ZDX’s interior is a mixed bag
One thing I will say about the ZDX’s interior right off the bat — I love the 19-speaker Bang and Olufsen sound system. I love cranking my large rock playlist on road trips, and while it doesn’t pack asmuch kit as the 31-speaker setup in the revamped MDX Type S, it’s still a banging system. Better yet, it’s standard equipment, so you can save nearly $10,000 from the Type S’ $74,850 and get it with the base A-Spec. You also get standard heated leather seats, a heated steering wheel and a panoramic sunroof. Type S models, for their part, get memory functionality for the front passenger seat, as well as heated rear outboard seats, rear parking sensors, a 360-degree camera and automatic parking assist.
The Type S also gets another party trick with “Hands Free Cruise”. Even with the obvious shared platform and interior fixtures, Acura isn’t going to flat out call it Super Cruise, but that’s what it is. The system works well on pre-mapped divided highways like those in SoCal, and it even handles automated lane changes as soon as you click the indicator on. Sadly, it’s not available on the A-Spec, even as an option.
Overall, the interior of the new ZDX is comfortable and spacious.
Second-row legroom comes in at 39.4 inches, although the 37 inches of headroom under that panoramic sunroof will make those above six feet tall a bit uncomfortable on longer trips. With 28.7 cubic feet of cargo volume behind the rear seats and 63.0 cubic feet with the seats folded, the ZDX is competitive for the class. It’s not quite as commodious as a Tesla Model Y, but it’s still a perfectly practical SUV for family duty.
While the 2024 Acura ZDX and its Type S variant feature a well-equipped interior, there’s no escaping this simple fact: It is a GM interior, by and large. Much of the switchgear is exactly the same, as is the electronic column-mounted shifter and the dual 11-inch displays. The Acura gets another bank of central switches for the heated and ventilated seats, a different badge on the whee and different HVAC vents, but whether you’ll like the design depends on whether you like GM’s other vehicles, to an extent.
The interior materials as a result are fine, though I though the center console plastic around the cupholders and the dashboard to feel a bit chintzy for a nearly $75,000 SUV. I’m sure it will stay the course just fine (and at least it’s not all piano black trim), but it clashes with the at least slightly nicer feeling bits of the interior like the leather-wrapped wheel and the seats. And while folks shopping this car will naturally compare it against the Lyriq, GM obviously kept some of the nicer bits — including the nicer-looking buttons and 33-inch curved OLED display — for itself.
Still, the 2024 Acura ZDX is a good performer and a value leader.
Over the past few years, Acura has put serious (and largely successful, to my mind) effort to redefine its performance ambitions within the Type S brand. I like all the current Type S models, and I like the ZDX Type S too. If you can look past the strong GM vibes with the interior, the ZDX is a sharp-looking, solid driving SUV against its main EV rivals including the Mercedes-Benz EQB, the Lexus RZ, the Genesis GV60 and Electrified GV70, the Volvo XC40 and C40 Recharge (or EX40/EC40 moving forward), and obviously GM’s own Ultium EVs like the Cadillac Lyriq and Chevy Blazer EV.
Thanks to that Ultium connection, this car is eligible for the $7,500 tax credit, bringing the out-the-door MSRP down to between $58,350 for the RWD A-Spec and $67,350 for the Type S. On balance, I’d strongly recommend just going for the Type S for the extra features, but you can get nearly the same power and some extra range with the AWD A-Spec, and save some money in the process.
Adding to the value discussion are the charging solutions Acura offers. With each ZDX purchase, you have a few options for charging packages. You can either get a $500 Level 2 charger installation credit and $100 of public charging credit; a Level 1 and 2 portable charger, $250 installation credit and $300 of public charge credit; or bypass the home chargers altogether and just get $750 of public charging credit. On the public charging front, the ZDX DC fast-charges at 190 kW — that’s pretty average, but not exceptionally quick by today’s standards. Acura says you can charge from 20-80% state-of-charge in about 42 minutes at that speed.
Here’s one way to look at it, if you’re in the market: If you want pure value or pure performance numbers, go for the Blazer EV or the SS variant. If you want luxury above all else, go for the Cadillac Lyriq. If you want a good mix of both and a ton of standard tech, then the 2024 ZDX Type S makes a strong case for itself, even if it’s not a fully homegrown Acura.
Aston Martin made a surprising move Wednesday by announcing a redesigned V12 engine.
On the whole, the industry has been spending the past several years pivoting away from high-displacement V12 engines in favor of smaller, more power-dense units. And if you’re a fan of Astons with a big-old V12 under the hood — and I am definitely in that camp — today’s news is a welcome sigh of relief. Even as the new DB12 dropped its twelve-cylinder offering in favor of a ubiquitous 4.0-liter twin-turbo V8, Aston Martin says this is “the dawn of a new V12 era” as it teases us with numbers on its new flagship powerplant.
To that end, engineers reworked pretty much every major piece of hardware from their existing 5.2-liter AE31 engine in the DBS 770 Ultimate. The redesigned V12 has a strengthened cylinder block and connecting rods, new cylinder heads with reprofiled camshafts, new intake and exhaust ports, repositioned spark plugs and higher flow rate fuel injectors. And, to add that little bit more punch, Aston Martin says there are new higher speed, reduced inertia turbochargers as well.
The result of the overhaul is a mighty 824 horsepower and 738 lb-ft of torque (or 835 PS and 1,000 N-m, if you prefer metric numbers). For reference, the DBS 770 Ultimate manages 759 horsepower and 664 lb-ft, which is already impressive performance in its own right.
With the DBS on its way out, Aston Martin announced this new engine would indeed make its way into a new flagship model, set to debut later this year. Most likely, the company will revive the Vanquish name for this car (after the last AM29 Vanquish S went out of production in 2018), as the statement concludes with this sentense: “All will be vanquished”.
You can configure a 2025 Toyota Crown Nightshade right now.
Fundamentally, the high-riding Crown sedan rolls into the 2025 model year without any radical changes. However, as is Toyota’s way over the past several years, there is a new “Nightshade” trim for those who are going for a stealthier look. Pricing for the Crown Nightshade starts at $49,860 including destination, which slots the model in right between the mid-range Limited and the top-end Platinum.
Opting for the Nightshade trim gets you a familiar set of styling elements that set this Crown apart from the rest of the lineup. Gloss black 21-inch wheels kick things off, while you also get black door handles, mirror caps and badging. To that, you can only get this trim with Black paint (naturally) or Storm Cloud gray, so we are talking about an under-the-radar sort of approach here.
The 2025 Toyota Crown Nightshade follows the standard Crown models on powertrain, offering up a hybrid setup with a 2.5-liter gasoline engine, putting out a total of 236 horsepower. The more potent, turbocharged “Hybrid Max” packing 340 horsepower still only comes with the top-dog Platinum. All-wheel drive is standard across the entire Crown range, though, regardless of which model you choose.
Every Crown model now gets standard heated and ventilated seats, while the Platinum gets a head-up display.
Pricing for the 2025 Toyota Crown lineup starts at $42,535 for the base XLE trim, then increases to $47,045 for the Limited. Past the $49,860 Nightshade, the only remaining trim is the substantially more expensive $56,085 Platinum. Not only do you get the full range of features with that model, but you also get the beefier powertrain. The Hybrid Max also uses a 6-speed automatic transmission paired to the 2.4-liter turbo engine, rather than the three electric motors and continuously variable transmission (CVT) you get with the standard Crown Hybrid models.
With the new Toyota Land Cruiser and 4Runner, the automaker has two midsize, body-on-frame SUVs competing in roughly the same space. So, which one should you choose?
