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Jun 11, 2023

German automaker leads in rankings for user-friendly options

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Sure, German cars are uber exciting, but Asian brands are much more reliable. Right? Well, not exactly.

This year, for the first time, BMW tops the list in what is considered the holy grail of product-quality resources: Consumer Reports. Along with improved reliability, BMW leads in the rankings for user-friendly options—including innovative infotainment systems.

To be sure, seven of the top 10 most-reliable vehicles are still made by Asian automakers.

But today’s BMW drivers can enjoy both style and substance, with rides that are fun, fast, furious—and now very dependable.

$64,000

MPG: 16 city/24 highway

0 to 60 mph: 3.9 seconds

Cargo room: 13.8 cu. ft.

PROS: lively acceleration, taut handling, sexy exhaust growl

CONS: rigid front seats, tight backseat, hard-to-access seatbelts

IN A NUTSHELL: I have a love-hate relationship with two-door cars. They fail the test when it comes to ferrying lots of people or more than a few suitcases. And forget about cross-country trips, especially if you want to pull over and catch 40 winks by stretching out in any sort of rear cargo area. But it’s hard to resist the convenience of a coupe or convertible when scooching into tight parking spaces or weaving through congested traffic. And these rides can be a blast to drive. That’s the case with the BMW M2 super-coupe, a pocket rocket that comes standard with a 435-hp engine and six-speed manual transmission. Expect automotive purists to forgo the optional eight-speed automatic, though it is a tad faster.

The feisty styling boasts flared fenders, muscular side panels and an arousing rear spoiler. As my husband Robert said, “This car is ‘sex on wheels.’ ” Yes, indeed.

Of all the BMW high-performance M cars, the M2 is the smallest and least expensive. Yet it’s loaded with the latest bells and whistles: sport-tuned suspension, track-oriented tires, side-impact airbags, knee airbags, Harman Kardon surround-sound stereo, 12.3-inch digital gauge display and an even-larger 14.9-inch infotainment touchscreen. This second-generation M2 is also longer and wider than before, which adds more leg and elbow room inside.

My test car came with the weight-saving carbon-fiber package. This included bucket seats with rigid thigh bolsters, as well as a quirky hard protrusion that stuck up awkwardly between my legs. Intended to keep you seated firmly in place when swooshing in and out of twisty curves, the intrusive seat design can sometimes smoosh your nether regions. In other words, there’s a reason these seats are called “ball busters.”

$55,000

MPG: 25 city/33 highway

0 to 60 mph: 5.2 seconds

Cargo room: 9.9 cu. ft.

PROS: wicked fast, easy to drive, cushy cabin

CONS: low ground clearance, no second row, skimpy storage

IN A NUTSHELL: Built on the same platform as the less-expensive but also less-luxurious Toyota Supra coupe, the BMW Z4 convertible is more of a comfortable cruiser than cheeky racecar. Two fine engine choices are available, though neither propels the Z4 as fast as the Supra or BMW M2 coupes. Still, handling and braking are splendid. Most important, my tush appreciated the more traditional seating in the Z4 compared with those butt-blasting seats in the M2.

As with all BMWs, styling on this two-seater is dramatically sculpted. My only complaint was with the doors, which are so darn long you need to lean over and reach into another county to close them.

The high-quality cabin is surprisingly spacious, with plenty of headroom, even with the top up. But storage cubbies are few and far between. Luckily, the trunk offers decent stowage, thanks to the power-operated top that takes up no cargo space when lowered. And despite having a fabric top instead of a thick metal one, there’s very little road noise.

As with the M2, the Z4 is actually a lot of car for the money. Pricey competitors to the Z4 include the $101,000 Porsche Boxster S and $110,000 Mercedes SL-Class.

While crossovers and other SUVs may rule most showrooms today, these two rousing, reliable and relatively affordable two-door rides offer plenty of temptation.

Hip hybrids: Ford Escape, Kia Sorento, Lincoln Corsair

Holiday gifts for gearheads

Auto-themed gifts 2016

Automotive accoutrements

These rides have the lowest lifetime maintenance costs

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How cool are hybrids? Let us count the ways.

First, hybrids aren’t fully electric, so there’s no range anxiety about your battery conking out during a trip. Second, sticker prices are lower for hybrids than for electric vehicles. Third, hybrids—especially plug-in hybrids like those reviewed here—have the lowest lifetime maintenance costs.

And, oh yes, hybrids also boast a hoity-toity lineage: The first hybrid, the Mixte, was built in 1902 by Ferdinand Porsche.

$41,000

MPG: 40 city/40 highway

Electric-only range: 37 miles

0 to 60 mph: 7.7 seconds

PROS: Refreshed design, good fuel economy, roomy.

CONS: Some cheap interior plastics, no ventilated seats, no all-wheel drive.

IN A NUTSHELL: The Ford Escape plug-in hybrid is $13,000 less than its luxe sibling, the Lincoln Corsair. But cheaper doesn’t mean lackluster. Exterior styling on an Escape is snazzy, with tasteful LED accent lighting stretching across the top of the grille. Handling is highly responsive, as are the brakes. And there’s plenty of zip when driving in all-electric mode. Ford says this Escape can go 37 miles on battery power alone, but for me it was even better—up to 40 miles. Other nice surprises: a hushed cabin and crystal-clear stereo. There’s only one trim level, but it’s loaded: heated seats, heated steering wheel, dual-zone climate control, tinted rear windows, nav system and more. My test vehicle also came with many sweet options: head-up display, 360-degree split-screen camera, panoramic roof and active park assist. Overall, the Escape may not be as fully upscale as a Lincoln Corsair, but it’s pretty close.

$54,000

MPG: 35 city/33 highway

Electric-only range: 32 miles

0 to 60 mph: 7.9 seconds

PROS: Fuel efficient, easy to drive, third-row seating.

CONS: Not so sporty, low towing capacity, third row for kids only.

IN A NUTSHELL: Need a larger hauler? The Kia Sorento plug-in hybrid is the most affordable midsize crossovers with third-row seating. A tad slower and less sporty than various competitors, this Kia is still one smooth ride. It felt especially steady as I was weaving through stop-and-go Beltway congestion after some unexpectedly long days at work. In fact, not once did I swear like a New York City cab driver under my breath. What’s more, there’s plenty of bang for the buck: remote keyless entry, hands-free power liftgate, LED interior lighting, second-row sunshades, 12-speaker premium Bose stereo and other goodies. The seating features alone are impressive: heated/ventilated front seats, heated second-row seats, 14-way power-adjustable driver’s seat, 10-way front passenger seat, second-row captain chairs, and 50/50-split folding third-row seat. There are so many safety systems that even Volvo—renowned for its safety innovations—would likely be impressed. I know I was.

$54,000

MPG: 34 city/32 highway

Electric-only range: 28 miles

0 to 60 mph: 7.0 seconds

PROS: Glitzy outside, cushy inside, creature comforts galore.

CONS: Pricey, some touchscreen anomalies, battery-only range not so far.

IN A NUTSHELL: As with various other hybrid crossovers, the Lincoln Corsair plug-in is only available in one high-end trim level. Built on the same platform as the less expensive Ford Escape, the Corsair is the better choice for drivers itching for a refined ride. Handling is comparable to a Lexus sedan versus a BMW speedster, though the Corsair is notably faster than an Escape. The Corsair also has a swanky cabin with primo materials. Two new interior colors say it all: Smoked Truffle and Eternal Red. The dash flaunts two large display monitors: 12.3-inch digital gauge cluster and 13.2-inch infotainment touchscreen (note that a few navigation features were less-than-intuitive at first). Nifty amenities include massaging seats, hands-free liftgate, automated parking system and limited hands-free driving. While overall car sales were down last year, sales of EVs and plug-in hybrids were up. These three fuel-friendly rides help explain why.

These SUVs are loaded with luxury

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The Pointer Sisters. The Jonas Brothers. Gay throuples. Sometimes good things come in threes.

Same for this trio of SUVs, all loaded with luxury. My husband Robert and I took each of these vehicles on weekend forays, encountering pleasant surprises along the way.

$78,000

MPG: 21city/25 highway

0 to 60 mph: 5.8 seconds

PROS: Zippy, fresh facelift, flashy cabin

CONS: Tight third row, clunky HVAC controls, costly options

IN A NUTSHELL: Sassy on the outside, but comfy—almost overly so—inside. My test car, the base-model BMW X7 xDrive40i, boasted a strong six-cylinder engine and velvety transmission. The destination: Maryland orchards to score some fruit and veggies. Along the way, Robert and I traversed myriad freeways and backroads. We also spotted one fine ass: Jack, the donkey who roams the fields at one of our favorite roadside stops. As for our tushes, the seats in the X7 are supportive but not as fully bolstered as in other sport-tuned SUVs. Ditto the suspension, which can handle speed bumps at twice the posted speed limit. The new widescreen dashboard is stunning, but searching for infotainment functions while driving wasn’t easy. Better to use the steering-wheel controls—except, uh, the HVAC system can only be accessed via the touchscreen. Bummer. Still, it’s hard to overstate just how enjoyable this car actually is. Opening the panoramic sunroof was a blessing after last week’s wildfire smoke had us in lockdown. Another plus: The self-park feature, which meant we could people-watch instead of stressing out over trying to fit into parking spaces at Pride events.

$54,000

MPG: 22 city/27 highway

0 to 60 mph: 6.9 seconds

PROS: Sporty handling, suave looks, lots of storage

CONS: A bit noisy inside, pokey base-model, so-so reliability

IN A NUTSHELL: Redesigned a few years ago, the F-Pace is Jaguar’s best-selling model. As with all Jags, there’s no shortage of sharp styling, with a Porsche-esque front and Lexus-like rear. Those sweptback seats, especially in the supercharged SVR trim level, would make a Formula 1 driver salivate. While the SVR ($90,000) is nice, my test car was one step down but still plenty fast: the R-Dynamic S ($67,000). I hit 60 mph in a mere 5.5 seconds, much quicker than the sluggish base model. All trims have minimalist but upscale interiors. Bucking the trend of a single widescreen dash, the F-Pace has two displays: One for the gauge cluster and the other for infotainment. Both are easy to read, but as with many high-end infotainment systems, you’ll need a crash course in how to use it. Luckily, there’s no learning curve when simply driving the F-Pace. This time, the Virginia mountains were calling, so Robert and I headed for the hills. It’s a testament to Jag engineering how fun and responsive this SUV was as we inched through congestion, barreled down I-66 and whipped along rural switchbacks.

$110,000

MPG: 18 city/26 highway

0 to 60 mph: 5.5 seconds

PROS: Sci-fi styling, silky-smooth ride, oozing luxury

CONS: Ginormous, some quirky electronics, pricey

IN A NUTSHELL: Fully redesigned last year, the latest Range Rover is from another world. The curved fascia and wraparound headlights remind me of RoboCop, or at least the dude’s space-age cyborg helmet. And the refined cabin, especially with the deluxe “executive” package, is a generation ahead of its time: reclining rear seats with power footrests, tray tables that electronically deploy to swivel into place, and a 1,600-watt Meridian stereo with—count ’em!—35 speakers. The mini-fridge in the second row is placed vertically instead of horizontally (to better hold a bottle of bubbly and two chilled glasses, of course). And for the first time, a third row is now available. Among the various trim levels is a new plug-in hybrid with 48 miles of electric range. As for overall handling, it’s beyond me how an almost 6,000-pound beast can dance through traffic like a lightweight roadster. And potholes and rumble strips? Pfft, they weren’t even noticeable when recently heading to the beach. But, alas, luxury comes at a price: A fully loaded Range Rover can top $220,000.

The only real competition to this apex chariot is itself

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It’s tough being a top. Take the Mercedes S-Class, the pinnacle of luxury cars. Superior handling. Custom amenities. Cutting-edge technology. Competitors constantly nipping at your heels, er, wheels.

In 2021, the S-Class was fully redesigned with a radical, futuristic cabin brimming with creature comforts. A year later, the fully electric EQS debuted with styling so avant-garde it made a Tesla look like something your granny would drive. And this year, the all-new S 580e plug-in hybrid, which can be driven an impressive 62 miles on electric power alone, is rolling into showrooms.

To stay in top form and keep rivals at bay, Mercedes felt the need to create three variations of its flagship sedan. That means any real competition to this apex chariot is, well, the S-Class itself.

MERCEDES S 580 (GAS POWERED)

$126,000

MPG: 16 city/25 highway

0 to 60 mph: 4 seconds

Last summer, I wrote about the base-model Mercedes S 500—a $115,000 luxury car that scoots from 0 to 60 mph in just 4.5 seconds. But there’s a pricier trim level: the S 580, which comes with a virile V8 instead of the six-cylinder found in the S 500. Despite weighing almost 220 pounds more than its sibling, the S 580 shaves a half second off the stopwatch at the test track. All-wheel drive is standard on both models, as is a silken transmission. The optional E-Active Body Control system prevents this full-size sedan—over 17-feet long—from pitching forward or sideways. In other words, no woozy passengers when taking a sharp corner or making a sudden stop. The whisper-quiet cabin is breathtaking, in design and build quality: real wood, aluminum accents and acres of soft-touch materials. There are up to five monitors, including a giant center touchscreen, digital gauge cluster and enhanced head-up display. For backseat passengers, there’s an optional entertainment system with two more touchscreens, as well as power-adjustable reclining seats. All seats—front and back—include massage functions that are truly sublime. (Trust me, most masseurs can only wish their fingers were this dexterous.) While the acoustics are pitch perfect in the standard 15-speaker Burmester 3D stereo, it’s the premium 30-speaker Burmester 4D stereo that sounds as if you are live, onstage at a Taylor Swift concert. Considering the astronomical ticket prices for Tay Tay’s concert tour, the Mercedes S 580 may be the better deal.

MERCEDES S 580e (HYBRID)

$124,000

MPGe: 50 city/50 highway (est.)

0 to 60 mph: 4.7 seconds

If green is more your scene, then the all-new Mercedes S 580e plug-in hybrid offers the look and feel of a traditional S-Class, but with impressive fuel economy. The hybrid also has a slightly lower price tag. Most Americans drive 35 miles a day, and this hybrid goes almost twice as far in electric-only mode. That means you may not need to stop by a gas station except once or twice a year. And with a DC fast charger, the battery can recharge up to 80 percent in 20 minutes. While acceleration is a wee bit slower than the standard S-Class, this hybrid is still plenty fast. Battery placement, which can sometimes eat up trunk space, was smartly designed here for maximum cargo room.

MERCEDES EQS580 (FULLY ELECTRIC)

$127,200

Range: 350 miles

0 to 60 mph: 3.7 seconds

Range anxiety? I was nervous as hell when test driving my first electric vehicle, a 2011 Nissan Leaf that could only travel 70 miles before potentially conking out and stranding me on some desolate road. But there’s certainly no range anxiety with the all-new Mercedes EQS, which can travel from Washington to Philadelphia and back on one charge. Despite a slightly smaller wheelbase than other S-Class sedans, this EV is still roomy. The EQS is also almost 1,000 pounds heavier than its non-EV stable mates, but somehow feels lighter. While there are four trim levels, the EQS580 is comparable in pricing and handling to the two S-Class sedans reviewed above. While such a sensuously sculpted EV may not be classified a muscle car, it’s incredibly quick—as fast as the Dodge Challenger SRT Hellcat super coupe. A space-age interior is eye-popping, with a ginormous Hyperscreen across the dash that combines a 12.3-inch digital gauge cluster, 17.7-inch central touchscreen and another 12.3-inch touchscreen for your front passenger. Other goodies include four-zone climate control, sound-reducing glass and a panoramic roof that stretches forever. Going forward, Mercedes expects all its vehicles to be fully electric by 2030, and the EQS is clearly leading the charge.

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