Category: Reviews

An 8-speed automatic transmission standard across the X6 lineup shuttles power to all four wheels. It rides on 20-inch wheels with run-flat tires, though 21-inch wheels with performance run-flat tires and 22-inch wheels with performance tires are options. 

Compared to the X5, the X6 sits 2.2 inches lower (2.7 inches shorter in height in M60i models) and has a ground clearance of 8.5 versus 8.7 inches. It weighs about the same, starting at 5,000 pounds, give or take, for the base AWD models. Unlike the X5, there is no plug-in hybrid option for the X6 in North America. 

The X6 M60i xDrive also employs a mild-hybrid with its twin-turbo 4.4-liter V-8. Output hits 523 hp and 553 lb-ft, and it launches to 60 mph in 4.2 seconds. The M60i includes M Sport exhaust, rear differential, and brakes with blue calipers, as well as an adaptive suspension. 

That mild-hybrid powertrain migrates for the first time to the X6 M Competition. It makes 617 hp on its way to a 3.7-second 0-60 mph time. Speed is only as effective for performance as braking, so BMW fits the X6 M Competition with six-piston calipers grabbing 15.6-inch rotors up front and single-piston calipers with 15.0-inch rotors at the rear.

Fuel economy increases 2 mpg to EPA ratings of 23 mpg city, 26 highway, 24 combined. The M60i drops to 17/22/19 mpg, and the X6 M Competition gets 13/18/15 mpg.

The interior space mirrors the exterior design in the biggest compromises from the X6 to the X5. At 27.4 cubic feet of volume behind the rear seats, it’s 6.5 cubic feet less than the X5 due to the sloping roofline. Most of that space is vertical but it still limits wedging in bulky items. Rear-seat passengers feel the squeeze more, with 1.7 inches less rear legroom and 1.2 inches less headroom. The 35.7 inches of rear legroom is less than smaller crossover SUVs, and the arcing roofline may prompt 6-foot rear passengers to slouch or grouse or both. 

Safety data remains inconclusive for the X6. The IIHS and the NHTSA leave the crash testing to the X5, which earned a Top Safety Pick from the IIHS but the NHTSA gave its front crash protection a four-star rating instead of the typical five-star mark. BMW equips the 2024 X6 with driver-assist technology meant to avoid those results, with standard automatic emergency braking, active lane control, blind-spot monitors, automatic high beams, a driver attention monitor, and an automatic reverse parking that can back the SUV out of a tight spot without the driver in the vehicle. Adaptive cruise control costs extra.

How much does the 2024 BMW X6 cost?

The X6 costs about $3,500 more than the 2023 model, and at least $6,400 more than a similarly equipped X5 even with standard all-wheel drive. At $74,895 including a modest $995 destination fee, the X6 comes with an M Sport package with more black trim outside and bigger air intakes. It comes with a digital key, a one-year satellite radio trial, the 12.3-inch digital instrument cluster, a 14.9-inch touchscreen with wireless smartphone connectivity as well as wireless smartphone charging, and an updated infotainment system with greater data processing. Standard comfort features include heated front sport seats covered in synthetic leather and a panoramic sunroof. 

The V-8 in the X6 M60i xDrive boosts the price to $94,595 with its M Sport brakes, exhaust, and rear differential, but it also adds convenience features such as cooled front sport seats with power lumbar support, wood trim, Harman Kardon sound, and a head-up display. 

The 2024 X6 M tops the line at $128,195. 

Where is the 2024 BMW X6 made?

In Spartanburg, South Carolina, alongside the X5.

The X5 xDrive50e plug-in hybrid also receives critical updates. A larger 25.7-kwh battery pack helps bump the electric range by 10 miles to 40 miles total, which should satisfy most daily commuters in EV power only. The new inline-6 embraces greater efficiency with a new injection system and improved exhaust components, while a new synchronous motor increases output by 83 horsepower. Together, the powertrain produces 483 hp and 516 lb-ft, resulting in a 0-60 mph time of 4.6 seconds. Additionally, at a max charge rate of 7.4 kw on a 240-volt connection, the xDrive50e can charge to full in three hours and 15 minutes. 

The X5 M60i xDrive receives a mild-hybrid system with its twin-turbo 4.4-liter V-8. Output is 523 hp and 553 lb-ft, and it hits 60 mph in 4.2 seconds. That mild-hybrid powertrain migrates for the first time to the X5 M Competition that makes 617 hp on its way to a 3.7-second 0-60 mph time. 

Fuel economy increases 2 mpg and there’s no penalty for all-wheel drive on 40i models; they both have EPA ratings of 23 mpg city, 27 highway, 25 combined. The M60i drops to a 17/22/19 mpg slash line, and the X5 M Competition gets 13/18/15 mpg. The X5 plug-in hybrid has not been certified yet. 

The X5 only comes with five seats this year, and the lack of a third row optimizes the cargo space better. It’s roomier, and the standard front sport buckets are as comfy as they are supportive. They can be upgraded with seat cooling and massagers, and heated armrests remain a BMW charm on par with the heated steering wheel. In back, a split tailgate makes grocery runs all the more secure.

How much does the 2024 BMW X5 cost?

The X5 costs about $3,500 more than the 2023 model, at $66,195 including a modest $995 destination fee. Riding on 20-inch wheels with run-flat tires, the base X5 sDrive40i comes with a digital key, a one-year satellite radio trial, the 12.3-inch digital instrument cluster, a 14.9-inch touchscreen with wireless smartphone connectivity as well as wireless smartphone charging, and an updated infotainment system with greater data processing. Standard comfort features include heated front sport seats covered in synthetic leather and a panoramic sunroof. That’s a pretty good haul for the increased price. 

Standard driver-assist features include automatic emergency braking, active lane control, blind-spot monitors, automatic high beams, a driver attention monitor, and an automatic reverse parking that can back the SUV out of a tight spot without the driver in the vehicle. Adaptive cruise control costs extra.

All-wheel drive costs $2,300 more on the X5 xDrive40i. 

The 2024 X5 xDrive50e plug-in hybrid runs $5,000 more to $73,495, and in addition to the increased range, it has an air suspension on both axles and a running soundtrack that changes with the throttle inputs. 

The 2024 X5 M tops the performance and price charts at $123,295. 

Where is the 2024 BMW X5 made?

In Spartanburg, South Carolina.

The basic trailer package with a bumper-mounted ball is rated to tow up to 3,500 pounds, but the Max Trailer package with extra cooling and a Class IV receiver ups the Ranger’s tow rating to 7,500 pounds. Raptors are only rated to tow 5,510 pounds. The Ranger’s max payload rating is 1,805 pounds.

With a wheelbase that’s grown about two inches due to the front wheels being pushed forward the Ranger should ride better than before. It’s also about two inches wider and the rear shocks have been moved outboard of the frame rails for better stability. Raptor models swap out the rear leaf springs for a Watts link rear suspension with rear coilovers as well as remote reservoir Fox Live Valve dampers at all four corners. It should take a beating as the 33-inch BFGoodrich KO2 all-terrain tires pound the earth.

The Ranger’s newfound width should make seating three across the rear bench more comfortable with more shoulder room, but the cab itself hasn’t grown longer according to Ford. But interestingly rear seat legroom checks in at 38.3 inches, which is on the right side of acceptable and up 3.8 inches more than last year’s truck. The rear seat back can fold to create a flat cargo space, or the rear seat bottom can flip up to reveal hidden storage. Up front, a low dashboard provides good forward visibility and Raptor models feature thick bolsters to keep everyone in place during high-speed off-road maneuvers. 

Inside the Ranger goes big with screens and a few buttons, thankfully including basic climate controls and a volume knob. All Rangers are going digital with an 8.0-inch digital gauge cluster in XL and XLT models and a 12.4-inch unit in Lariat and Raptor models. A portrait-style 10.1-inch touchscreen is integrated into the XL and XLT’s dashboard, but a 12.0-inch touchscreen available on XLT comes standard on Lariat and Raptor. Wireless Apple CarPlay and Android Auto along with a 4G LTE connection enabling over-the-air software updates come standard. Buyers looking to get work done (or go tailgating) will take note that XLT and higher trucks feature 400 watts of power in the bed accessed through a 120-volt outlet.

Automatic emergency braking and active lane control are standard. Adaptive cruise control, a surround-view camera system, and blind-spot monitors that can tie into the trailering system are widely available and standard on upper trims. Ford’s BlueCruise hands-free driver assist system isn’t an option.

How much does the 2024 Ford Ranger cost?

The 2024 Ford Ranger will cost $34,160 including a $1,595 destination charge. That’s for two-wheel drive, and Ford hasn’t disclosed the four-wheel-drive upcharge yet. Full pricing and feature availability is expected by early summer.

The Ranger lineup will be trimmed down to just XL, XLT, Lariat, and Raptor models, the latter joining the U.S. lineup for the first time. While an FX4 off-road package returns, the FX2 and Tremor models disappear.

Where is the 2024 Ford Ranger made?

The 2024 Ranger is a global vehicle produced at two Thailand plants, South Africa, Argentina, and for the U.S. market, Wayne, Michigan.

It’s geared well to answer most needs through an 8-speed automatic, but we wish GMC would enable manual gear control in Drive from the shift-lever toggle; driver’s choice only comes when the shift lever is placed in Low. In its normal drive range, the transmission can linger too long in low gears when speeds vary widely, like on twisting roads.

A dial on the console changes all manner of shift and throttle and traction systems in the Canyon through four modes: Normal, Tow/Haul, Off-Road, and Terrain, which acts as a low-speed cruise control for rock-crawling. A fifth mode, Baja, comes only on the ATX4 (see below).

On all but the AT4X, the Canyon’s rear suspension uses leaf springs, while the independent front suspension features coil-over shocks. The latest GMC mid-size pickup handles much better as a result of its wider track and its improved body structure. The suspension generates some chop when it rumbles over divots in the pavement or ruts in the dirt. Though they piston over bumps and scrabble for traction, the Elevation and AT4 seem flatter and better controlled than Denali versions, which get bigger 275/60R 20-inch wheels and sit higher, with 10.5 inches of ground clearance. 

Across all versions, vastly improved steering response generates stable and predictable inputs, as we found rolling through paved switchbacks and forestry paths around Asheville, North Carolina. The Elevation and AT4, no surprise, have a better sense of the road, with their lower ride height and smaller wheels and tires. They’re the best choices if the Canyon’s used as a light-work-duty commuter vehicle, as so many have been used in the past.

Is the GMC Canyon 4WD?

Only the base Canyon Elevation has rear-wheel drive standard; four-wheel drive is an option. All other versions have four-wheel drive standard. The Elevation gets a single-speed transfer case, while AT4 and Denali models get a limited-slip rear differential. 

While the Elevation has 9.6 inches of ground clearance like the AT4, it’s the AT4 Canyon that presents the best choice for drivers who go off-road more than occasionally. It shares the 18-inch wheels and 32-inch 265/65 tires with the Elevation, and like the Elevation (and Denali), the AT4 has a 33.3-degree approach angle, the best in the lineup. With identical powertrain output, the AT4 has the limited-slip diff to pull it more confidently through unpaved terrain. 

GMC says the Canyon can tow up to 7,700 pounds, a big gain for those who pull trailers, and its bed payload has risen to 1,640 pounds. We weren’t able to put those factors to the test during our North Carolina test drive.

GMC Canyon ATX

The Canyon AT4X is GMC’s answer to the Chevy Colorado ZR2. The Canyon AT4X rides higher than other grades, due in part to a 3.0-inch factory lift that enables a ground clearance of 10.7 inches. It also comes with three skid plates and uplifted front and rear bumpers for better approach and departure angles. 

AT4X adds front and rear lockers, and Multimatic internal-bypass shocks to handle extreme compression off-road while still allowing enough stiffness for on-road comfort. 

It rides on 17-inch wheels wrapped in 33-inch mud-terrain tires, gets a specific Baja mode for high-speed cruising off-road, and has an approach angle of 36.9 degrees.

There are compromises. Payload drops to 1,250 pounds, and tow ratings sink to 6,000 pounds. But the ATX4 rumbles through the woods with go-anywhere attitude. Our test drive chewed up a half-day’s worth of muddy pits more than two feet deep, executing tight squeezes through saplings, and hardly needing the Edition 1 package it wore, with all the off-road gear—from safari bars to winches on the front bumper and 17-inch beadlock capable wheels.

This preview of the 2024 Ford Maverick will be updated when official prices, features, and updates have been published.

What kind of vehicle is the 2024 Ford Maverick? What does it compare to?

The 2024 Ford Maverick is a small pickup truck with room for four—or five in a pinch. It compares best with the Hyundai Santa Cruz, though you might also consider shopping it against the Chevy Colorado and Ford Ranger. 

Is the 2024 Ford Maverick a good truck?

So long as towing a big trailer isn’t part of your routine, the 2024 Ford Maverick makes a great choice. It’s thrifty, comfy, and priced reasonably if you’re modest with options. The 2023 edition earned a 6.6. out of 10 on the TCC scale. (Read more about how we rate cars.)

What’s new for the 2024 Ford Maverick?

We anticipate few changes for the 2024 Ford Maverick after last year’s introduction of an off-road-oriented Tremor trim level.

The Maverick comes in just a single crew-cab configuration with a short 4.5-foot bed. Truth be told, it neither excels for comfort or utility, but it blends the two well enough to earn our admiration. 

The standard 191-hp inline-4 is paired with an electric motor and a CVT for 40-mpg combined estimates using the EPA’s test. Stop here, unless you truly need all-wheel drive. Then, you’ll need to add the 2.0-liter turbo-4 that snorts out 250 hp via an 8-speed automatic gearbox. If you really need to tow, the turbo-4 can be spec’d to lug 4,000 pounds. More than that and Ford will gladly sell you a Ranger.

Underneath, the Maverick is basically a stretched Ford Escape. Its longer wheelbase means it takes bumps in stride, and its fully independent suspension and quick-witted steering translate to terrific handling. It’s almost sporty.

The cabin boasts imaginative design that helps mask downright cheap plastics and fabrics. The front seat has good space; row two will be tight for taller passengers. The 8.0-inch touchscreen is par for the course, even if its display is a bit dim. 

The Maverick has performed well enough in what crash tests havre been performed. All models have automatic emergency braking, while adaptive cruise control and blind-spot monitors are optional. 

How much does the 2024 Ford Maverick cost?

Figure north of $24,000 to start, which is a lot more than the circa-$20,000 Ford wanted when the Maverick initially debuted a couple of model years ago. Hey, nothing’s as cheap as it was back in 2022, right? 

XLT versions are the gateway to features such as heated front seats and adaptive cruise control, and they run about $2,500 more. 

Where is the 2024 Ford Maverick made?

In Mexico. 

What kind of vehicle is the 2024 Chevrolet Trax? 

The Trax revives a small-car nameplate and gives it slippery SUV-like styling cues, but it’s a front-drive hatchback with no available all-wheel drive. 

What does it compare to?

It compares with vehicles like Chevy’s own Equinox and Trailblazer, as well as the Kia Soul and Seltos and the Hyundai Kona. 

Is the 2024 Chevrolet Trax a good car?

The attractive Trax has an attractively simple lineup, good fuel-economy estimates, and a high degree of technology standard. We give it a 6.0 out of 10, without the safety ratings still to come. (Read more about how we rate cars.)

What’s new for the 2024 Chevrolet Trax?

It’s an entirely new vehicle, much larger than the Chevy Trax sold prior to 2022. Based on the compact Trailblazer, the 2024 Trax has a longer wheelbase and is bigger overall—it’s nearly the equal in size of the Chevrolet Equinox crossover.

The Trax returns with an outfit that looks expensive and athletic like a track suit. Clearly in the spirit of the upcoming Equinox EV without cloning that electric SUV’s looks, the 2024 Trax brandishes a mesh grille across its nose, with a lattice texture that frames its small Chevy bowtie. LED headlights spin off from its LED running lights for an interesting lighting signature. Down the sides, the Trax strikes a strong Blazer note, with its two-pack and wasp waist and with the sweeping upturn of its shoulder line at the rear. Stickpin taillights cap the rear quarters, pointing back toward the Trax’s ample haunches. We wish more economy cars had this much verve—and it carries on inside, where the Trax mingles angled control pods with round air vents and a big touchscreen, knitting it all together well above its pay grade. 

The bracing style doesn’t get the backup it needs from the powertrain, but what’s here is pleasant enough. The prosaic 137 hp that issues from the Trax’s 1.2-liter turbo-3 gets joined by 167 lb-ft of torque, all of which emerges from the business end of a 6-speed automatic to turn the front wheels, and the front wheels alone. This is no SUV; it’s a spacious front-drive hatchback, regardless of what the TV ads tell you—and it’s good at that, parsing out its economy-car power in careful amounts, never upsetting itself with rash responses to rough roads, and readily engaging with the driver’s steering inputs. It’s a capable city runner with no pretense of mucking things up off-road—and that’s refreshing.

The Trax has grown considerably in its new generation; it’s now bigger than the Trailblazer, and almost the size of the gas-powered Equinox. Interior space is ample for four 6-foot passengers and its well-shaped seats wear a durable fabric, though the driver could use more lumbar support. Cargo space shines, at 25.4 cubic feet behind the rear seats and 51.4 cubic feet when they’re flipped down.

Neither the NHTSA nor the IIHS has crash-tested the new Trax, but all versions have automatic high beams, active lane control, and automatic emergency braking. Blind-spot monitors and rear parking sensors are offered on all versions, and adaptive cruise control can be fitted to the more expensive models.

How much does the 2024 Chevrolet Trax cost?

The Trax comes in five trims: LS, 1RS, LT, 2RS and Activ. All have LED headlights and wireless Android Auto and Apple CarPlay, as well as cloth upholstery and cruise control. The $21,495 Trax LS delivers that infotainment on an 8.0-inch touchscreen; the $23,195 Trax 1RS ups the ante with heated front seats and 18-inch wheels. We like the $23,395 Trax LT and its 11.0-inch touchscreen and remote start; hold on the spendy (it’s all relative) $24,995 Trax 2RS and its 19-inch wheels, and even the $24,995 Trax Activ with its monochrome look and power driver seat.

Where is the 2024 Chevrolet Trax made?

In South Korea.

What kind of vehicle is the 2024 Lexus NX? What does it compare to?

The NX is a five-passenger compact crossover offered as a clever hybrid. Rivals include the Mercedes-Benz GLC-Class, Volvo XC40, and BMW X3.

Is the 2024 Lexus NX a good SUV?

Offered with gas, hybrid, and plug-in hybrid powertrains, the 2024 Lexus NX delivers a comfortable cabin with plenty of tech for a reasonable price. It earns a TCC Rating of 6.3 out of 10. (Read more about how we rate cars.)

What’s new for the 2024 Lexus NX?

Some of the interior color options have been updated, but other than that, the NX carries over unchanged.This small crossover SUV features an angular, rakish profile punctuated by a nearly vertical grille with narrow LED headlight strips and extensive detailing along the sides. The rear gets a wide bar of lighting for a futuristic look. The NX is a stylish choice that stands out among its peers.The NX 250 base version comes with a 203-hp 2.5-liter inline-4 that favors frugality over thrills. The NX 350 upgrades to a 2.4-liter turbo-4 that produces a more engaging 275 hp and adds all-wheel drive. Both gas engines pair with an 8-speed automatic transmission. With impressive ratings of 39 mpg combined, the NX 350h hybrid scoots by gas stations, and its 238 hp provides decent power. The NX 450h+ plug-in hybrid tops the lineup and has an upsized battery pack capable of 37 miles of electric-only driving before the gas engine kicks in.The F Sport package is available for most of the lineup, and it adds adaptive dampers that help offset the package’s 20-inch wheels. Overall, the NX is composed, though not particularly sporty.Inside, the NX is refined, with upscale design and plenty of insulation, though the back seat and cargo space are both snug.Lexus includes plenty of crash-avoidance features, including adaptive cruise control, which is unusual for the class. It’s a Top Safety Pick+ on the IIHS scale.

How much does the 2024 Lexus NX cost?

The entry-level NX 250 runs $40,205 to start. All-wheel drive increases the base model’s price to $41,805, while the turbo NX 350 runs $43,965 with included all-wheel drive. The cheapest hybrid, the NX 350h, runs slightly less at $43,805, though the NX 450h+ plug-in hybrid leaps to $58,655.All versions feature synthetic leather, a 9.8-inch infotainment touchscreen, wireless Android Auto and Apple CarPlay, and 18-inch alloy wheels at minimum. Lexus offers up tons of upgrades, such as a big sunroof, a 14.0-inch touchscreen, Mark Levinson premium audio, a head-up display, and cooled front seats. 

Where is the 2024 Lexus NX made?

In Canada.

Efficiency and comfort rule the day here, as a revised hybrid system masks the discontinuation of the sporting 252-hp turbo-4. 

The standard 192-hp 1.5-liter turbo-4 mostly carries over for base LX and EX trims, and an updated CVT sends power to the front wheels. Efficiency drops from 33 mpg to 32 mpg combined, but Honda says it makes less emissions. It’s still loud and coarse compared to the silky Hybrid. 

The new two-motor hybrid system works with the revised 2.0-liter inline-4 to make 204 hp and 247 lb-ft of torque, up from 232 lb-ft in the outgoing model. It takes a beat for the power to come on when called, but the balance between the engine and motors is seamless and seemingly effortless. It relies on electric power more, helping it attain a 48-mpg combined rating in the base Sport model, or 44 mpg combined in the other hybrid grades that swap out 17-inch wheels for flashier but less efficient 19-inch wheels. Direct steering and balanced handling exceed expectations for a front-wheel-drive sedan. 

All five passengers may benefit from a smoother ride, and rear passengers get plenty of legroom. New front seats utilize a new seat frame with more support, and thin front pillars provide good outward vision. The Accord’s 16.7 cubic feet of trunk space carries over as one of the roomiest in the sedan class, and the Hybrid sacrifices nothing in terms of cargo and passenger space.  

Honda expects to continue the Accord’s five-star crash rating from the NHTSA. The IIHS called it a Top Safety Pick+ for earning top “Good” ratings in its updated battery of crash tests. Its updated suite of safety tech now has wider angle cameras and radars that cast a wider net of detection. Standard safety technology includes automatic emergency braking, blind-spot monitors, active lane control, and adaptive cruise control.

How much does the 2023 Honda Accord cost?

The 2023 Honda Accord LX costs $28,390, including a $1,095 destination fee. The 1.5-liter turbo-4 comes in LX and EX grades, with standard features such as LED headlights, 17-inch wheels, cloth seats, a 7.0-inch touchscreen with Apple CarPlay and Android Auto compatibility, a 10.2-inch digital instrument cluster, and two USB-C ports. 

The 2023 Accord Hybrid comes in Sport, EX-L, Sport-L, and Touring, and is priced from $32,990 to $38,985.

Where is the 2023 Honda Accord made?

In Marysville, Ohio, as it has been since 1982.

Which Lexus UX should I buy?

The $40,100 Premium version is the best bang for your bucks, and if you need AWD, it adds only $1,400. It includes heated and cooled front seats, a sunroof, and a power tailgate, which is good enough for us. The larger 12.3-inch touchscreen is available with Premium and standard with F Sport Handling. If you like shiny stuff and don’t rely on Android Auto or Apple CarPlay, give it a shot; it has excellent voice commands with either sized screen after a learning curve with the language. 

How much is a fully loaded Lexus UX?

The UX 250h with all-wheel drive and the F Sport Handling package costs $46,470. It includes sport seats, performance upgrades, a black roof and black roof rails, heated side mirrors, and adaptive headlights. However, you’ll still pay extra to add wireless phone charging, a heated steering wheel, and a few other upgrades, to the tune of about $50,000. At that point we’d start looking at more performance-oriented crossovers.

What kind of vehicle is the 2024 Mercedes-Benz E-Class? What does it compare to?

Sold in sedan and wagon forms, in touring and AMG performance editions, the E-Class defines the mid-size luxury car segment. Rivals range from the Audi A6 and BMW 5-Series to the Genesis G80 and Volvo V90.  

Is the 2024 Mercedes-Benz E-Class a good car?

Historically, the E-Class is one of the highest-rated cars that’s not a battery electric vehicle. With what promises to be road-hugging agility, supreme comfort, a range of gutsy powertrains, and advanced technology, it appears the new E-Class appears will continue its winning tradition. But we’ll stop gushing until we drive the sedan late this year, and update our rating commensurately. (Read more about how we rate cars.)

What’s new for the 2024 Mercedes-Benz E-Class?

The redesigned E-Class arrives with mild-hybrid powertrains revised for better efficiency and less emissions, and it gets a bit roomier inside. But the big story for 2024 flashes from the wall of dashboard screens like a marquis and all kinds of tech upgrades that appeal to the widest perceived customer base, from a remote parking system to a selfie camera and Webex video conference app built into the optional Superscreen infotainment system. This new electrical architecture will support over-the-air updates and other software upgrades down the road. 

Slightly wider by 1.3 inches and with a 0.9-inch longer wheelbase, the redesigned E-Class sedan grows into more aerodynamic proportions. The long nose and short front end define the rear-wheel-drive profile, but the nose dips low and the roofline curves back into a tapered rear that combine for a very low 0.23 coefficient of drag. The design for aerodynamics, replete with flush door handles, does not compromise its timeless beauty. Equipped with available 21-inch wheels, the new E-Class remains a stunner, and might be more head-turning than its predecessor. We’ve yet to see the wagon design for the new model. 

Inside, Mercedes takes its contoured, airplane-inspired cockpit to new heights. Available ambient lighting rings the doors and cowls, and frames a wide, winged dash now covered in screens. The classic circular vents are gone, replaced by thin horizontal vents built into the dash and bisected by ambient lighting. A new take on the brand’s Hyperscreen, the available Superscreen occupies the center and passenger side of the dash. A 12.8-inch digital instrument cluster stands on its own in front of the steering wheel, and is complemented by a standard 14.4-inch touchscreen with a horizontal orientation. Opt for the additional 12.3-inch passenger screen and that center glass extends to the passenger end of the dash, eating up otherwise gorgeous wood and metallic trim that can still be found on the door panels and center console. Blocked from the driver’s view with a virtual shield, the passenger screen can be used to stream video or to help the driver navigate. If the passenger seat remains unoccupied, the screen turns into a decorative display. A camera monitoring the driver’s eye movements adds additional layers of security and hands-free driver-assist features, and apps such as Zoom or Webex can’t be used while the car is in motion. Mercedes pledges all the new technology and its interface can be employed or ignored based on the driver’s preference.

E-Class mild-hybrid system

Owners won’t ignore the revised powertrains offered in the redesigned E-Class. Both the E 350 and E 450 will come with a 48-volt internal starter generator, or mild-hybrid system, that provides power off the line and takes the electrical load off the engine. A 9-speed automatic transmission and all-wheel drive will also be standard. 

The E 350 has a 2.0-liter turbo-4 making 255 hp and 295 lb-ft of torque, while the E 450 has a 3.0-liter turbo-6 generating 375 hp and 369 lb-ft. Engine specs may sound the same as its predecessor, but Mercedes says the engines are new, with E 450 modifications to the crankshaft, cylinder heads, air intake system for better compression, and on the exhaust system all in an attempt to reduce emissions. In addition to the new starter generator, the E 350 has modifications to the catalytic converter. A plug-in hybrid powertrain will not come to North American markets. 

The platform is also new, and includes a four-link front and five-link rear independent suspension. Steel springs come standard, but options include an air suspension with adaptive dampers on all four wheels, as well as rear-axle steering that turns in phase with the front wheels at higher speeds for more stability, and opposite the front wheels  by up to 4.5 degrees at slower speeds for more agility and to cut the turning radius from 39.4 feet to 36.5 feet.  

The E-Class cabin opens up more room, with more front headroom and 0.6 inch more rear legroom, and the additional width extends to nearly S-Class proportions, Mercedes says. The trunk space grows from 13.1 to 19.0 cubic feet. 

The interior sounds like a spa as much as a car, with a Sound Visualization option that uses the ambient lighting in time with the music and a Burmester surround-sound system that Mercedes promises can be heard, felt, and seen. Data is transmitted via a 5G network and various driver profiles can be supplemented with artificial intelligence to create “routines” for certain comfort settings. 

How much does the 2024 Mercedes-Benz E-Class cost?

Pricing, specs, and feature availability will arrive late in the year, before the E-Class lands in North America. The current E 350 sedan starts at about $58,000, so expect the 2024 E 350 to exceed $60,000 since all-wheel drive is standard and it comes with the new mild-hybrid powertrain. We expect the E 450 to start at around $70,000. AMG and wagon variants will follow. 

Where is the 2024 Mercedes-Benz E-Class made?

In Sindelfingen, Germany.