2022 Mercedes-Benz S580 4MATIC Review: Punching Way Above Its Class
Since its introduction in the 1970s, the Mercedes-Benz S-Class has made a name for itself through its innovations. By debuting now-common features like stability control and adaptive cruise control, this plush sedan often gave us a glimpse of what the rest of the auto industry would implement over the coming decade.
The 2022 Mercedes-Benz S580 4MATIC is no exception. However, this seventh-generation model doesn’t just use tech to impress its driver. It implements it to create a segment-defining driving experience. While the luxury car market has exploded over the last decade with options that cost deep into the six figures, the S-Class’ elegance, comfort, and clever interior design now make it a top pick that offers tremendous value.
Design/Styling
Although streamlined for the modern era, the 2022 Mercedes-Benz S580 counts on elegant proportions that pay tribute to its 1950s ancestors. Its long hood and tall grille with vertical slats pay homage to its roots, while its sleek headlights, retractable door handles, and sloping roofline embraces modern styling. Thanks to its 203.9-in length and 76.9-in width, it’s also a sizable sedan whose footprint translates to substantial road presence.
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The seventh-generation W223 just looks expensive. My tester featured a Nautical Blue exterior finish with a complementing Macchiato Beige interior. With a restrained use of chrome trim and sleek lines that seamlessly transition from the car’s front, side, and rear, the S580 comes across as more stylish and elegant than gaudy and flashy. It’s a one-percenter car that doesn’t need to yell its price tag to be heard.
It’s worth pointing out that the current-gen S-Class looks as good as it does because an internal combustion engine powers it. Take its electric counterpart, the EQS, as an example. It may represent the future with its new proportions and aero-focused design, but it loses the subtle elegance that the S-Class exudes.
Driving Experience
Unlike previous S-Class generations, the W223 offers up a surprising dual personality. Driving through Miami, FL’s straight, monotonous roads, the S580 and its plush air suspension easily made road imperfections disappear without delivering a floaty experience. However, on the odd corner, it proved surprisingly athletic. Its dampers are stiff enough to remain planted in the bends.
The S580 counts on the german carmaker’s well-known twin-turbocharged 4.0-liter V8, delivering 496 hp and 516 lb-ft of torque. Thanks to a quick-shifting nine-speed automatic transmission and standard all-wheel-drive system, the S-Class rips off the line, despite its nearly 4,800-lb curb weight suggesting that it might not. With peak torque coming in at 2,000 rpm and little turbo lag, the S580 remains agile even while already at speed.
While its straight-line performance is impressive, how well its powertrain fades into the background makes the driving experience. While puttering around town, its nine-speed box shifts nearly imperceptively while its engine delivers its power without intruding into the cabin with unwanted noise. Thanks to its integrated starter generator and 48-volt electrical system, the S580’s start-stop works seamlessly in the background without unwanted vibrations and jerkiness when setting off.
Its steering is incredibly light and disconnected in Comfort mode. However, it weighs considerably in Sport mode, sometimes a bit too much considering the luxury ethos of the S-Class. The same goes for its suspension. While in Sport and Sport+ mode, the S580 stiffens considerably, significantly reducing its ride quality. With Comfort mode already having plenty of composure, it makes its more aggressive modes superfluous.
If there’s anything somewhat lacking in the S580 driving experience, it’s its braking system. Although plenty strong to slow down this heavy sizable sedan, you’ll need to press the pedal considerably to get the desired performance. However, once you pass a certain point, you get all more stopping power than you bargained for, making stop-and-go traffic a delicate dance.
Interior/Tech
Inside is where the 2022 Mercedes-Benz S-Class punches way above its class most. From its stitching, finishing, and material choices, it feels like a car that costs way more than the S580’s as-tested $140,930 base price. It starts in the tech department, where a highly-configurable 12.3-inch 3D instrument cluster sits in front of the driver and displays a customizable suite of gauges.
A squared-off 12.8-inch touchscreen with both Apple CarPlay and Android Auto connectivity seamlessly blends the dashboard and center console. While Mercedes-Benz, unfortunately, traded off most of its buttons and switches for this sizable display, all of the AC controls and infotainment functions live precisely where you’d expect them to. Given the height and orientation of the screen, it lives close to where your arm naturally rests, making quick changes a breeze.
The S-Class’ front seats deserve a deep dive of their own. They offer a whole suite of options with 19 small motors, heating, and cooling functionality. From hot massages to its Energizing settings that help benefit circulation on longer drives, these could be one of the most comfortable seats in the industry. The same goes for the rears, which offered those aforementioned features but have the added benefit of reclining with the optional Chauffeur Package as part of the Executive Line.
As far as internal combustion luxury cars go, the S580 is among the quietest. Thanks to great sound deadening, a quiet powertrain, and a powerful Burmester sound system, it’s easy to drown out the outside world. The only way the S-Class can improve is by replacing its engine with electric motors.
Pricing
The 2022 Mercedes-Benz S580 starts at $117,700 without including destination fees. However, like my tester, opting for the Executive Line only bumps that up to $129,100. Thanks to optional extras, it climbs to the $140,930 figure mentioned above.
As you look around while getting a hot massage, it dawns on you that the S580 offers, at $140,00, the same or better features than cars that cost twice as much.
Closing Thoughts
The 2022 Mercedes-Benz feels like a product that has been refined through multiple decades. From its elegant styling that pays homage to its history to its quiet but powerful engine and world-class interior, the S580 is a segment-defining product.
Like its predecessors, the seventh-gen S-Class counts on plenty of tech in its powertrain and interior. But instead of purposing these to show us the future, the S580 focuses on delivering the best driving experience possible. With its price tag that undercuts many of the luxury segment’s priciest options, this plush sedan offers value without cutting any corners.
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Tags: 2022 ReviewsFeatured
2022 Lamborghini Aventador Ultimae Review: Is This The Ultimate Aventador?
by Gabriel Vega
in Aventador, Lamborghini News, Reviews
Despite looking more like a spaceship than a standard car, the Lamborghini Aventador is now 11 years old. First introduced back in 2011, the Aventador served as the Murcielago’s replacement. According to the road tests of the time, most publications seemed to agree that the Aventador was a huge leap forward in terms of capabilities, replacing a car you feared with one you trusted.
Lamborghini Aventador Ultimae For Sale
Fast forward, and we’ve seen too many variations of the Aventador to count. However, this week I’ve been driving this V12 supercar’s last iteration. It’s called the Lamborghini Aventador Ultimae, and it’s meant to slot in between the Aventador S and the track-ready SVJ, borrowing heavily from both. Being a brand new variant, it even has a few tricks up its sleeve that might make it the best-driving Aventador ever.
2022 Lamborghini Aventador Ultimae Styling
Styling-wise, the Ultimae is more Aventador S than anything else. While the front bumper’s design seems quite angular, it’s entirely intentional. Like in any modern supercar, the goal is to channel as much air as possible to the braking system and the car’s various radiators. The same goes for the rear diffuser, which is pure SVJ. It’s aggressive, and with these subtle red accents, it doesn’t get lost in a sea of dark colors.
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I’d say the Aventador is aging exceptionally well. If you handed me the keys and told me it was a brand new design, I would have no trouble believing you. While most vehicles with an overly angular design tend to age like milk, the Aventador’s styling steps into the realm of poster-car looks, making it relevant today. It works incredibly well in this matte gray finish, highlighting all of the various body lines, intakes, and clever aero bits. It’s a $17,500 option so let’s be glad it’s a good one.
Now the wing, yes, there’s no big wing, like on its track-ready sibling, but the Ultimae still has active aero. Like the original Aventador, the Ultimae has a rear wing that moves depending on speed and drive mode. It has three positions, closed, maximum performance, and maximum handling. Aside from its claimed driving benefits, the active aero looks incredible in the rearview mirror as you go along and adds to the car’s overall drama.
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2022 Lamborghini Aventador Ultimae Performance
The Lamborghini Aventador Ultimae isn’t just another special edition for the sake of being a special edition. It’s the most powerful variant of the Aventador ever made. It also went on a bit of a diet, shaving 55 pounds off the Aventador S’ curb weight. However, it’s simultaneously 55-lb heavier than the SVJ. The Ultimae has the same power-to-weight ratio as the SVJ, thanks to a 10-hp power bump despite the weight difference.
The total output from that 6.5-liter V12 engine is 769 hp and 531 foot-pounds. The Ultimae completes its run to 60 in under 2.8 seconds before charging toward its 221-mph top speed. Aside from having more power, the Aventador’s power delivery has also changed. While peak horsepower comes in at 8,500 rpm, almost identical to the original Aventador, peak torque jumps up from 5,500 rpm to 6,750 rpm, meaning you have to work harder to get the most out of this car. You’ll find yourself grazing the redline, trying to squeeze every bit of performance.
One thing that has certainly not changed is the Ultimae’s single-clutch automatic transmission. There’s absolutely nothing subtle about the way it shifts. Yes, there is an automatic mode you could hypothetically use. However, the car seems confused about which gear it needs and punishes you by lurching back and forth at random intervals. You can solve this by selecting the manual mode, which slightly smooths things at higher revs. However, not even 11 years of development can domesticate this transmission. It’s feral, and you should treat it as such. However, you can lift your foot off the gas like in a manual car while shifting, and it’s significantly nicer to operate.
You can pick between Strada, Sport, or Corsa with a button on the dash in terms of drive modes. For most people, Sport is going to be the sweet spot. The engine isn’t quite in full attack mode, and the suspension is somewhat compliant. Click over to Corsa, and things get properly serious, the whole car becomes twitchy, and the shifts are more brutal than ever. It’s fun for brief periods of time, but I always dialed things back.
Don’t get me wrong, the Aventador’s pushrod suspension setup is pure magic. It now has magnetic dampers, which help it deliver a more pleasant driving experience at slower speeds. Using an inboard suspension means less unsprung weight, which means a lighter feeling car. However, that isn’t to say the Aventador feels small. Despite its claimed 3,400-lb dry weight, the Aventador feels big. Not necessarily heavy, but just big. This car has a massive footprint, and you have to be careful when positioning it on the road, primarily through tighter bends.
The Ultimae borrows from the Aventador S in a very big way: the rear-wheel steering system. While reviews of the original Aventador praised its grip, few touted its quick steering and sharp turn-in. That, however, is something the Ultimae masters. It is so incredibly responsive to even the tinies inputs. One subtle move, and the car attacks the corner. While there isn’t as much feel as I’d want from the hydraulic power steering system. It has a nice weight and gets the job done just right.
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2022 Lamborghini Aventador Ultimae Interior
Inside, the Aventador Ultimae is also a blend of its two siblings. Lamborghini claims they’ve added a bit more sound deadening when compared to the SVJ, but you can fully hear that V12 behind you as if it was attached to your spine. You can, however, tone things down by driving in Strada mode. On the highway at under 4,000 rpm, the exhaust dies down completely, leaving you with a surprisingly drivable car over long distances. However, one blip of the throttle wakes it up, and you get the full V12 scream.
If you ignore the central infotainment screen, this interior looks befitting of a 2022 model year car. The adjustable digital dash and its multiple modes look crisp and vibrant, while all of the materials used throughout the interior scream high quality. Even the seats are reasonably comfortable, holding you in without squeezing too much. This car, in particular, is all Alcantara and suede, meaning it’ll likely be a pain to keep clean, but it looks stunning with its contrasting red and black colors.
The elephant in the room is the old Audi screen and infotainment screen. While it does have Apple CarPlay connectivity, it doesn’t work very reliably, and the knob you use to toggle through the menus isn’t exactly intuitive. It’s the only thing that dates the interior, but frankly, I don’t care. I’m willing to put up with that for the experience in a car like this.
2022 Lamborghini Aventador Ultimae Pricing
Now I know I mentioned this car is the last variant we’ll ever see of the Aventador, and that was sort of a lie because while there are just 350 coupes, there are also 250 Ultimae Roadsters as well. Base price? 498,000. However, when you account for the pricey options, such as the paint, wheels, and sound system, this car comes out to nearly $560,000.
Is that a lot for a car? Sure, it’s not cheap, but where else can you get the experience the Aventador delivers. No other car sounds, drives, or looks like this for better or worse. However, both extremes of the Aventador scale have their fatal flaws. On the one hand, the original car was technically capable but a bit dull to drive. On the other hand, the fire-breathing SVJ was too much all the time.
So throughout its journey with the Aventador, Lamborghini left an Ultimae-sized hole in the range. Not quite as extreme as the track monster but certainly more fun than its predecessors, the Ultimae is not only the most powerful Aventador ever, but it’s also the best looking and the most fun to drive. So if Lamborghini made any mistake with this car, it was not calling it the Ultimate because it truly is the Ultimate Aventador
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2022 Maserati Ghibli Trofeo Review: A Transitional Period
by Gabriel Vega
in Ghibli, Maserati News, Reviews
Maserati is currently in a transitional period. Since 2020, the Italian carmaker has introduced three new models, the MC20, Grecale, and Gran Turismo.
During a chat with the Head of Maserati Americas, William Peffer Jr., during this year’s Monterey Car Week, he confirmed that these models represent where the brand is heading. He spoke of a future where the brand’s cars become synonymous with quality, reliability, and excitement.
Earlier this year, I tested the first of these new-era products, the MC20. I was genuinely impressed with it too. It’s a serious player in the supercar space and proved to me that the carmaker is serious about its future. The flip side of this situation, however, is that it is still producing cars from its previous era, and while they may be nearing the end of their life cycle, they’re still the cars that compete with their segments very best.
A great example of this is the 2022 Maserati Ghibli Trofeo. Its recipe is a relatively simple one. Maserati took its smallest sedan and packed a twin-turbocharged 3.8-liter V8 under its hood to create a new high-performance trim. Given its on-paper stats, I expected the Ghibli Trofeo to be quite the athlete. A 580-hp Ferrari-derived V8 sure sounds like a recipe for success. In practice, however, the Ghibli Trofeo just doesn’t handle as well as its closest rivals. Inside, it still uses switchgear from much cheaper Stellantis products, making its $122,000 base price a tough pill to swallow.
Design/Styling
One thing no one can take away from the 2022 Maserati Ghibli Trofeo is that it is a great-looking sedan. It’s all about proportions, and despite having four doors, the Ghibli serves up a long hood, bulging wheel arches, and a sloping roofline that’s unique in its segment. It still wears the brand’s signature front grille with a sizable trident logo in the center, but it’s nicely proportioned with its LED headlights and lower front intakes, leading to a front fascia that has aged remarkably well over the past nine model years.
As this is the Trofeo, it gets a few unique touches, such as its set of 21-inch wheels, red brake calipers, and red Trofeo badging on its front fenders. My tester featured a distinctive stripe livery reminiscent of a Ferrari SF90 Assetto Fiorano. Thankfully, the Trofeo is available without it. A dark Blu Maserati exterior finish with plenty of flake sets off those red accents and provides a nice contrast. This paint has to be seen under direct sunlight to be appreciated.
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Out back, even the Trofeo keeps things relatively simple with a set of face-lifted tail lights, quad exhaust tips, and a central carbon-fiber diffuser. Overall, the Ghibli Trofeo is recognizable as the sedan’s most special variant, but it doesn’t need to shout. It’s not overly aggressive or wears prominent aero elements. For a six-figure sedan, it’s reasonably understated and elegant.
Power/Handling
Anyone even remotely considering a Maserati Ghibli Trofeo will likely do so because of its engine. It’s a twin-turbocharged 3.8-liter V8 with prancing-horse roots. It develops 580 hp at 6,750 rpm, and 538 lb-ft at 2,250 rpm. That’s enough to propel this 4,453-lb sedan to 60 mph in four seconds before continuing onto its 203 mph top speed. The Trofeo is the only variant to include a launch control system out of the Ghibli’s entire lineup.
Judging by those stats alone, the Trofeo should be a proper athlete on the road, and unfortunately, it just isn’t. Take its Ferrari-derived V8, for starters. It delivers boatloads of torque down low in the rev range, which should result in quick acceleration. However, the ZF eight-speed transmission is slow to upshift and downshift and generally doesn’t react as quickly as the engine. It results in a car that doesn’t feel as quick as its power figures suggest. That’s a pity because this ZF box is excellent in other sports sedans like the BMW M3 Competition.
Through a twisty road, the Ghibli Trofeo doesn’t shoot out of corners as quickly as competitors like the Mercedes-AMG E 63 S or BMW M5. There’s noticeable lag as the turbos begin to spool, and its transmission decides what gear it needs. Shifting manually improves performance, but only marginally, as there’s still a delay. This transmission redeems itself around town. When driving normally, its shifts are nearly imperceptible, smooth, and quick. It may struggle to run up a fast road, but the Trofeo nails the daily commute.
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Its steering is a similar story. On a twisty road, it’s not very quick or precise. There’s noticeable slack, which isn’t helped by the lack of feedback. Around town, however, it’s effortless and light, disconnecting its driver from annoying road imperfections. The more miles I covered in the Ghibli Trofeo, the more I realized I didn’t want to drive it quickly on a back road. Instead, it’s best thought of as a beautiful Italian muscle car, which is ideal for most driving situations.
Suspension-wise, my Trofeo tester featured the brand’s Skyhook suspension system, which independently adjusts each shock absorber depending on the driving condition. These come into play as you engage the suspension button in the center console. Around town, the Ghibli is plush in a way its competitors aren’t. One benefit of not being the most hardcore sedan is that it can soften itself up considerably. A comparable Mercedes-AMG or BMW is always stiff, regardless of drive mode.
The Ghibli Trofeo can stiffen up for sportier driving scenarios, but not significantly. There’s less body roll, but it doesn’t corner flat. What it lacks in outright speed, the Ghibli makes up with playfulness. There’s still movement through corners which results in excitement behind the wheel. Its competitors are indeed quicker, but they dial things to the point where they aren’t nearly as fun as they should be.
Despite four massive exhaust tips flanking that subtle rear diffuser, there isn’t much sound coming from them. A noticeable low-end grunt comes on as you engage Sport mode, but even then, it’s noticeably quiet. I know how good this engine sounds. I just wish I could hear it more.
Interior/Tech
Inside, the Maserati Ghibli Trofeo is a stark reminder of the brand’s transitional period. Having spent time up close with the Grecale and Gran Turismo, I know Maserati focuses on quality with its latest products. You look around, and it isn’t immediately apparent that you’re looking at shared switchgear. Those new cars feel special. The Ghibli Trofeo, on the other hand, offers one too many reminders of other Stellantis products.
There’s a surprising amount of plastic switchgear for a six-figure sports sedan, from the window switches, steering wheel buttons, and climate controls on the dash. It’s not that its competitors don’t follow a similar formula, but at least they dress them up with glossy finishes or hide them with updated trim.
Thankfully, the rest of the interior features much nicer materials. For example, my tester featured a carbon fiber center console and seats wrapped in woven leather I’ve never seen before. It’s the kind of thing that makes an interior look special. It’s unique, and despite offering a more intricate texture, the leather is soft to the touch and plenty comfortable to sit in. The seats are great, too, with plenty of adjustability and enough cushioning for a long drive. These chairs only build on the foundation laid by the soft suspension mentioned earlier.
Tech-wise, there’s an analog gauge cluster with a seven-inch screen in the center. Compared to its rivals, it’s a bit behind the times, but I’m a big fan of analog displays, and this one features excellent finishing and graphics. In the center, you’ll find a 10.1-inch touchscreen that houses the car’s infotainment system, which offers Apple CarPlay and Android Auto connectivity. It’s sizable, responsive, and features vibrant colors.
Pricing
The 2022 Maserati Ghibli Trofeo starts at $122,000. However, my tester and its optional extras, such as its contrasting stripe, interior carbon fiber, and exterior finish, raise its price to just under $140,000. For context, a V6-powered Ghibli GT starts at $85,300. This places the Trofeo’s base price above competitors such as the Mercedes-AMG E 63 S ($107,500), BMW M5 ($107,900), and Audi RS 7 ($119,595).
Closing Thoughts
The 2022 Ghibli Trofeo takes a bit of adjusting to understand. Look at it squarely as a sports sedan, and it can’t go toe to toe with its closest competitors. However, it delivers as a quick, comfortable, and beautiful daily driver. Part of its appeal is that it isn’t your typical Mercedes-AMG, BMW, or Audi. It looks, sounds, and drives quite differently.
We can’t, however, ignore its sizable price tag, which I suspect is significantly impacted by the addition of that Ferrari V8. It’s tough to justify that sum for a car that isn’t as quick or capable as its competitors. Additionally, its interior build quality just doesn’t feel like that of a six-figure sedan. The Ghibli’s interior has been around for nine model years, and despite a refresh, it feels like it.
Thankfully, Maserati is clearly focused on the future, and its upcoming products reflect that. An unintentional effect of this transitional period is that its newest cars showcase the flaws of its oldest, but I’m confident that based on what I’ve seen thus far, Maserati’s next era will be a great one.
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Tags: 2022 ReviewsFeatured
