2017 Mercedes-Benz C300 Coupe

2017 Mercedes-Benz C300 Coupe

Episode 3614 , Episode 3639
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

2-door coupes have long sold at a fraction of the pace compared to the sedans they are usually based on. But, if German brands have their say, they are not likely to go away anyway soon. Over the years, they have perfected the art of the luxury sport coupe. And, now Mercedes-Benz adds fuel to that tradition with the new C300 coupe.

While the compact chassis that underscores this 2017 Mercedes-Benz C300 Coupe now carries all kinds of vehicles, this 2-door is by far the most dynamic looking of the bunch. Certainly more agile and muscular looking than its sedately appearing sedan stablemate. 

The Coupe’s hood and grillwork are the same as the Sedan, but everything else is unique, including a lower roofline that makes almost one complete arch from A-pillar to tail. 

Those hindquarters have much more in common with the larger S-class Coupe than the C-class Sedan; and due to sportier tuning, it sits about ½ and inch lower. 

It’s a great-looking sculpture, clearly designed to be a true Coupe from the beginning and not a 2-door step child of a 4-door saloon. 

The available Sport Package features a host of AMG add-ons for both the interior and exterior, and 19-inch AMG wheels can replace the standard 18s. 

The ubiquitous German 2.0-liter turbo-4 handles power delivery, sending 241-horsepower and 273 lb-ft. of torque to the rear wheels, or all four if you chose to go the 4MATIC route. 

It’s easily one of the better turbo-4’s out there right now, feeling more powerful than many V6s. Benz’s 7G-TRONIC 7-speed automatic transmission is your only route but it’s a good one. 

Base suspension is equivalent to the Sedan’s sport setup, and ride quality is on the sporty side of comfortable; not harsh, and with just enough roll to keep it from feeling like you’re in a race car. 

Still, smooth and steady are the themes here, more than quick and deadly. Upgrade to AIRMATIC suspension and you get sportier settings for even more aggressive maneuvering. Anything more, and you’ll have to wait for the AMG versions which are obviously on the way.

Most everything in the front compartment is straight C-class sedan, which is a good thing. There’s a great looking twin bezel gauge cluster, and lots of real knobs and buttons on the center stack; and a tacked on-style tablet just above. 

The screen does look awkward, but it functions well through the COMAND controller.

There are minor trim updates, to go along with the obviously larger door panels. 

Front “sport seats” are unique to the Coupe, and are very comfortable with plenty of adjustments. Rear seat space and access are pretty much standard Euro-coupe. Its tight getting in, and only set up for 2 moderately-sized physiques. So you might want to just fold them down to expand a very tight 10.5 cubic-ft trunk.

In track tests, despite a hefty feel, the C300 Coupe proved easy to point and shoot through the cones. Understeer became a problem as we pushed harder, but the rear didn’t so much as slide out as bounce around; as there always seems to feel like there’s some kind of electronic intervention present. 

Steering was super-quick, but also a bit numb. Still, both that steering and overall performance felt sportier than the last BMW 4 series we sampled. 

There’s also plenty of power to keep you satisfied; good thrust down low, and it keeps it up pretty well down the whole track. We hit 60 in 6.4-seconds. 

Shifts happen very quickly and firmly; but better enjoy it while you can, Benz’s 9-speed will probably be coming shortly. All-in-all the car feels sneaky fast, quicker feeling than our 14.9-second ¼-mile time at 94 miles-per-hour. 

A 120-foot average stopping distance from 60 is certainly acceptable. Pedal feel was nice and firm, and the car very stable. 

Government Fuel Economy Ratings with all-wheel-drive are 23-City, 29-Highway, and 25-Combined.  So, our 27.2 miles-per-gallon average of Premium was pretty good. But it only rates an average Energy Impact Score of 13.2-barrels of yearly oil use with 5.9-tons of CO2 emissions. 

C300 Coupe prices start at $43,575; only a couple hundred dollars over a BMW 4 series Coupe, and we think well worth it. Add 2-grand more for all-wheel-drive.

In the past, owning a C-class Coupe or any C-Class really, clearly felt like you were settling for less than Benz’s best. Not anymore. The 2017 Mercedes-Benz C300 Coupe is a fantastic, sporty coupe; that, like the C-Class Sedan, now stands ready to take on all comers.   

Specifications

  • Engine: 2.0 liter
  • Horsepower: 241
  • Torque: 273 lb-ft.
  • 0-60 mph: 6.4 seconds
  • 1/4 mile: 14.9 seconds @ 94 mph
  • EPA: 23 mpg city / 29 mpg highway,
  • Energy Impact: 13.2 barrels of oil/yr
  • CO2 Emissions: 5.9 tons/yr

2024 Toyota Land Cruiser

Toyota’s Go Anywhere Globetrotter Returns To U.S.

Episode 4414
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.

The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.

The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.

While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.

Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.

But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.

It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.

We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.

Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.

And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.

With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.

Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.