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dipulb3 · 4 years ago

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2021 Audi RS6 Avant review: Swiss Army Wagon

New Post has been published on https://appradab.com/2021-audi-rs6-avant-review-swiss-army-wagon-2/

2021 Audi RS6 Avant review: Swiss Army Wagon

That’s one mean soccer-match machine.

Andrew Krok/Roadshow

Having a friend who owns a station wagon is like having a friend who’s a vegan or who owns a rescue dog: You’re never going to hear the end of it. The era of crossovers has given these low-slug longroofs new life among a small but vocal subset of automotive fans who want you to wake up and realize that not everybody needs a sun-blotting SUV. The 2021 Audi RS6 Avant is treated like a demigod in this circle, and for good reason: It combines ample storage and enough torque to affect plate tectonics in a package that makes for one of the most compelling daily drivers for sale today.

Killer looks

Balls-out performance

Storage galore

Don’t Like

Big wheels = stiff-ish ride

Requires money to purchase

There’s no mistaking the RS6 Avant for anything else. The body is low and long, really hammering home that battleship metaphor thanks to the no-cost Nardo Grey paint color and the $6,350(!) Carbon Optic package that replaces all hints of exterior chrome trim with carbon fiber. This pack also adds 22-inch alloy wheels that fill the wheel wells amply. Combine that with some impressively fat rear fenders and you’ve got a wagon that out-sinisters even its closest rival, the Mercedes-AMG E63 S. I’m not a fan of the protruding rear diffuser, but that gripe extends beyond the wagon to its hatchback sibling, the RS7, as well.

Where there’s bark, there’s… more bark. Slipping down into the RS6 Avant’s standard sport seats, I push the start button on the center console and half the neighborhood is smacked in the face with a bass-heavy roar of a cold start, thanks in part to my tester’s $1,000 sport exhaust upgrade. Even though the body looks glued to terra firma, there’s just enough ride height here to escape a scrape from my steep driveway as the exhaust announces my departure with enthusiasm, despite the twin-turbocharged V8 never spinning over 2,500 rpm. Whether the pipes stay in their standard mode or are opened up a tad in more aggressive profiles, there’s never a lack of noise emanating from under the cargo area. It’s great.

The RS6 Avant’s standard multimode air suspension is impressive in its ability to change the car’s character. At its most compliant, the RS6 should keep the whole family comfortable, and I wager that the stock 21-inch wheels do an even better job here — the 22s and their 285/30-profile Pirelli P-Zero summer tires make for a ride that’s on the stiff side, although not punishingly so. Throw the car into Dynamic mode, though, and the solidity increases, all but eliminating body roll and giving the RS6 a surprising amount of agility for a car this size.

Turbocharged V6s might get a lot of attention nowadays, but the V8 ain’t done yet. Packing 591 horsepower and 590 pound-feet of torque in the RS6 Avant, this eight-pot produces forward motion like an EDM concert in the forest provides good vibes. Let the eight-speed automatic transmission quickly kick its way down to the appropriate gear (best done on its own, even though shift paddles are standard) and the car will dart toward the horizon, bouncing its perennially thunderous exhaust note off every flat surface in earshot. There isn’t much in the way of overrun between shifts or while decelerating, but that’s fine, you can’t win ’em all.

It’s clear that the RS6 Avant would be best utilized on a German autobahn, pushing the speedometer needle into the region of silly numbers while returning a sufficiently smooth ride. On tight, curvy forest roads, this wagon almost feels like too much car. It’s almost as wide as a single lane. It wants to accelerate until it runs out of gas. It’s this kind of hard-to-wrangle attitude that gives this RS-badged vehicle some of the character that feels lacking in the automaker’s other performance models, which feel so thoroughly sanitized that you wonder if those cars weren’t built by robots, for robots.

Don’t act surprised when I say the RS6 Avant is one thirsty wagon, with the EPA estimating just 15 miles per gallon city and 22 mpg highway — the same as the less capacious RS7. While the V8 can deactivate half its cylinders under light loads, which can push instantaneous mileage to the 30-mpg mark, I find my highway economy only slightly higher than what the feds can muster, with my city economy falling closer to about 12 mpg.

Audi‘s interiors are pretty corporate, so if you’re familiar with one of the newer ones, odds are you’ve got a good lay of the land for the whole lineup. My tester sports $500 carbon fiber inlays with a matte finish and actual texture, which is a nice departure from the ultra-glossy SEMA crap. A $2,500 Executive Package puts soft Nappa leather just about everywhere, from the dashboard topper to the center console trim. The whole shebang coalesces nicely, feeling quite expensive while still maintaining a racy appearance. There’s ample lateral support in the front and rear seats, and the red deviated stitching adds some extra character.

Put that matte carbon fiber on everything, Audi, and never look back. High-gloss finishes are… not exactly en vogue.

Andrew Krok/Roadshow

Both rows offer up tons of space and visibility, and the cargo area’s 30 cubic feet of storage space trumps the RS7‘s 24.6 cubes while nearly tying the two-row Q8 SUV. See? You can have your cake and eat it while simultaneously transporting several other cakes with room to spare.

Audi loves itself some screens, and thankfully, those screens are easy to love. The company’s MMI infotainment system lives inside the 10.1-inch touchscreen on the dashboard, and while it might take some time to get used to the effort required to click each tile, the tech is responsive and easy on the eyes. A 4G LTE Wi-Fi hotspot is included, as are Apple CarPlay and Android Auto. Two USB-C ports hang out under the center console armrest, in addition to a wireless device charger that uses the wagon’s own antenna to boost a phone’s signal. Just below the main screen is an 8.6-inch display that covers climate control and seat settings — again, finger presses require some weight, but the haptic feedback feels nice with every push.

The gauge cluster is a screen, too. Audi’s Virtual Cockpit puts just about every usable piece of information in front of my face, and I can change parts of the screen to display even more, whether it’s a Google Earth-style map or the current power and torque outputs from the engine, with some RS-specific designs for the tachometer. The Executive Package also includes a head-up display, in case I want to save my eyes from moving two extra inches to see what gear I’m in. Virtual Cockpit is adjusted using steering wheel switches, so distraction is kept to a minimum.

Once you get used to Audi’s interface, it’s pretty easy to change things with minimal distraction.

Andrew Krok/Roadshow

Some performance cars don’t even offer safety systems, but the RS6 Avant is rife with ’em. Standard save-your-butt tech includes automatic emergency braking and regular cruise control, but the $2,250 Driver Assistance Package beefs things up with adaptive cruise control, traffic sign recognition, lane-keeping assist and rear cross-traffic warnings. The driver assists are mighty smooth, but it’s hard to willingly give up control of such a fun car, even in the tedium of a daily highway commute.

Unsurprisingly, the 2021 Audi RS6 Avant is an expensive proposition, starting at $110,045 including destination, with my tester’s numerous options pushing the window sticker north to about $123,000. The only real bummer with its configurability is the inability to pair the smaller 21-inch wheels with any of the black-exterior-trim packages, which would remove some of the ride’s inherent stiffness while maintaining its more aggressive countenance. I’d probably spec an RS6 Avant exactly like it is here, though.

The RS6 Avant has a single competitor in the US: The Mercedes-AMG E63 S Wagon, which costs a little more and produces a little more power while returning quicker acceleration figures (3.0 seconds to 60 mph versus the Audi’s 3.5) and offering a few extra cubes of cargo capacity. That said, the Merc’s aesthetics are far more subdued inside and out, so it’s mostly a manner of personal taste, especially at this price stratum. If you really dislike wagons for some reason, there’s always the RS7, too.

Fast wagons are few and far between, and the RS6 Avant is usually relegated to forbidden fruit status in the US, so consider this one a special treat. With performance chops to spare and a properly luxurious interior that can hold more than you’d expect, there’s a good reason why people fawn over the RS6. If you aren’t quite ready to embrace the crossover life, this middle-grounder presents a hard opportunity to pass up.

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dipulb3 · 4 years ago

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2021 Mercedes-Benz E450 All-Terrain first drive review: Go butch or go home

New Post has been published on https://appradab.com/2021-mercedes-benz-e450-all-terrain-first-drive-review-go-butch-or-go-home/

2021 Mercedes-Benz E450 All-Terrain first drive review: Go butch or go home

How do you sell a wagon in the US in 2020? Make it look like an SUV. Traditional station wagons continue to fall out of favor with American customers, yet higher-riding crossovers keep on selling like hotcakes. With that in mind: The Mercedes-Benz E-Class wagon is dead; long live the Mercedes-Benz E-Class All-Terrain.

The All-Terrain joins the Mercedes’ US lineup as part of the E-Class’ 2021 model-year update. It’s essentially the outgoing E450 wagon with 2 extra inches of ground clearance, standard air suspension (previously an option), some rugged-looking body cladding and butch new bumper treatments. Overall, the look really works; the All-Terrain is definitely handsome, though I’m not sure if all the cladding works against my tester’s rich shade of Cardinal Red. In any case, this crossover-like updo makes a whole lot of sense for the E-Class, better positioning it to take on other high-riding luxury wagons such as the Audi A6 Allroad and Volvo V90 Cross Country.

2021 Mercedes-Benz E450 All-Terrain is ruggedly handsome

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You can only get the All-Terrain in E450 4Matic guise in the US, meaning it uses Mercedes’ 3.0-liter turbocharged I6 engine and all-wheel drive. The straight-six engine is the same one you’ll find in a number of Benz’s other products, producing 362 horsepower and 369 pound-feet of torque, in addition to a supplemental 21 hp and 184 lb-ft from the 48-volt EQ-Boost mild-hybrid system.

With its ample low-end torque and smooth-shifting nine-speed automatic transmission, the E-Class All-Terrain is super nice to drive. This wagon pulls away from stoplights with authority, thanks in part to the extra torque boost from the mild-hybrid tech (Mercedes estimates a 0-to-60-mph time of 5.1 seconds). What’s more, EQ-Boost irons out the action of the stop-start system, meaning I’m more likely to leave the fuel-saving function activated as this tech isn’t usually my jam. This helps the portly, 4,350-pound E450 All-Terrain return respectable EPA fuel economy estimates of 22 miles per gallon city, 28 mpg highway and 24 mpg combined.

The All-Terrain is the kind of car you wouldn’t think twice about putting hundreds of miles on in one sitting, knowing you’ll arrive at your destination as relaxed as when you left. The standard adaptive air suspension takes a lot of the credit for that balance and composure, mitigating larger impacts from broken pavement and generally delivering a solid, serene ride. Pro tip, though: Skip the 20-inch wheels you see on this test car. Good as they look, they allow for small initial impacts to be felt through the chassis. Plus, the surprisingly aggressive 245/40 front and 275/35 rear Pirelli P-Zero summer tires kind of go against the whole take-me-anywhere attitude of the All-Terrain. This E450 comes standard with 19-inch wheels and 245/45-series tires at all four corners; that’s definitely the way to go.

Methinks you won’t be doing much off-roading with these 20-inch wheels and P-Zero summer tires.

Michael Shaffer/Mercedes-Benz

On the other hand, throw the All-Terrain into Sport mode and the air suspension hunkers down, the steering adds a bit more weight and those sticky tires offer lots of grip while cornering. In other words, the few folks who might’ve otherwise bought a standard E450 wagon will be happy to know this thing can still hustle when provoked. And if it’s performance you’re after, AMG has you covered.

For what it’s worth, the All-Terrain has Offroad and Offroad Plus driving modes that raise the suspension and reduce throttle sensitivity, but I don’t recommend venturing too far off the beaten path in one of these wagons — especially if you’re rolling on 20s. Much like the new Audi A6 Allroad, this E-Class is an All-Terrain in name and appearance far more than in ability. Have a dirt road on the way to your campsite? Great, have fun. Want to hang with the Jeeps on the trails? Break into Mercedes’ headquarters and steal the E-Class 4×4 Squared instead.

Also like Audi’s new Allroad, the E-Class All-Terrain is an absolute tech powerhouse. On the driver-assistance front, the E450 is available with full-speed adaptive cruise control with stop-and-go capabilities, active steering assist, lane-change assist, traffic sign recognition, blind-spot monitoring, lane-keeping tech and Mercedes’ new Exit Warning function, which will alert you if an object is approaching when you’re parallel parked and about to open your door. (Cyclists will thank you.) The only bad news is that none of this safety gear is standard, so be sure to add the $1,950 Driver Assistance Package.

The All-Terrain’s cabin is mostly flawless, and all 2021 E-Class models now use Mercedes’ MBUX infotainment tech.

Michael Shaffer/Mercedes-Benz

The E-Class upgrades to Mercedes’ latest MBUX infotainment tech. A pair of 12.3-inch screens span two-thirds of the dashboard, the left display acting as a digital instrument cluster, the right one serving as the main multimedia interface. Like MBUX’s integration in other Mercedes-Benz models, you can operate the software via controllers on the steering wheel, a touchpad on the center console, voice commands — “Hey, Mercedes, I’m cold” — or simply by touching the screen. I’m all about the latter, especially with the system’s quick responses to inputs. Also, you should totally spring for the augmented reality navigation overlays ($350) because they make finding destinations a cinch.

Aside from the tech update, the E-Class’ interior carries over largely unchanged, which is fine by me. This is an incredibly comfortable and stylish cabin, with nice details like open-pore wood, real metal finishes and a gazillion different ambient light choices. Front and rear passengers have lots of room to stretch out, and there’s 35 cubic feet of cargo space behind the back seats. Fold ’em down and you’ve got 64 cubes at your disposal.

There’s just one itty-bitty-teensy-tiny problem with the new E-Class’ interior, and it isn’t specific to the All-Terrain: the steering wheel. For some weird reason, Mercedes removed the thumbpad controllers for the infotainment system as well as the physical buttons and scroll wheels for the volume and menu controls. Instead, there are little capacitive-touch sensors which take getting used to. The four-way swipe pads for the screens aren’t so bad, but the slider bar for the volume is infuriating. I inevitably always end up going too far up or too far down, or I press too hard and mute the whole thing. I’m not sure why Mercedes opted to fix what wasn’t broken.

Long live the longroof.

Michael Shaffer/Mercedes-Benz

But like I said, that’s a minor complaint in an otherwise flawless cabin, one that can be optioned to the gills with amenities like massaging seats, wireless phone charging, heated armrests and lots of different color and trim combinations. There’s even a $1,100 Acoustic Comfort Package on the options roster, which offers increased cabin insulation and special acoustic glass. If silence is your definition of luxury, then this is a must-have add-on.

The 2021 E450 All-Terrain costs $68,650 to start, including $1,050 for destination. Load one up like the car you see here and you’re looking at $84,790. That’s a bunch of money, but it falls in line with Audi A6 Allroad pricing. The Volvo V90 Cross Country is the most affordable of the bunch, however, and it offers a lot more ground clearance. Plus, I think the Swede is the best-looking wagon of the bunch.

Really, though, it doesn’t totally matter if the All-Terrain can out-Allroad an Audi. What matters is that it makes the E-Class wagon more appealing to US shoppers. If these off-road duds even manage to convince a few people to pass up a GLE-Class SUV in favor of longroof life, that helps ensure a brighter future for all Mercedes-Benz wagons — the holy-grail AMG E63 included. The new E-Class All-Terrain is no better or worse a wagon than the old E450. But if some added cladding and an air suspension is what it takes to move these in the States, then I’m all in favor of a little off-road cosplay.

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