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. 

Move over, Tesla! Elon Musk may have delivered a record number of electric vehicles last year, but rivals are certainly nipping at his heels. Robust demand for the all-electric Mustang Mach-E, for example, has helped make Ford the second-best EV producer in the U.S. And global EV sales for Mercedes more than doubled in 2022, thanks in part to the automaker’s all-electric crossover: the EQB. Motorheads like me are all charged about such electrifying rides, and for good reason.

FORD MUSTANG MACH-E
$46,000
Battery range: 270-312 miles
0 to 60 mph: 5.1 seconds

OK, fine, Ford sold fewer than 62,000 EVs in the U.S. last year compared with over 522,000 cars sold by Tesla. Yet while Tesla sales were up 40%, Ford EV sales skyrocketed a whopping 126%. Yes, Tesla sold an impressive 1.3 million-plus vehicles worldwide in 2022, but Ford expects to sell 2 million EVs by 2026. The Mustang Mach-E—first introduced as a 2021 model—shows you one way Ford expects to get there. 

For 2023, Ford knew better than to mess with the winning design of the Mach-E, which is at once futuristic and timeless. My fave styling cue is the clever use of flush-mounted buttons on the outside door frames instead of clunky conventional door handles. 

Inside, with the battery placed under the floor, there’s oodles of room for passengers and cargo—including 60 cubic feet of stowage with the rear seats folded. Beneath the center console, there’s enough space for a handbag or small computer case. 

The wide dashboard has a built-in soundbar, as well as large vertical touchscreen for the infotainment system. An active-safety system—with forward-collision alert, emergency braking, evasive steering and such—is now standard across the lineup.

This year the battery range can reach up to 312 miles, which outpaces much of the competition—including the Hyundai Ioniq, Volkswagen ID.4 and Volvo C40 Recharge. Another plus: Mach-E sticker prices have been reduced between $400 and $5,700, depending on trim level. Pricing also has been slashed for the extended-range battery, from $8,600 to $7,000. 

Sure, there’s still a big difference between the $46,000 base model and $65,000 high-test GT. But trust me, the thrill of that GT is hard to resist. Stomp on the accelerator, enjoy the excitement as your body is thrust back against the driver’s seat, and be prepared to achieve warp speed. Rocketing from 0 to 60 mph in just 3.5 seconds took my breath away—literally. Many auto aficionados were skeptical when Ford first gave this EV the seemingly bait-and-switch moniker of a “Mustang,” but the GT version of the Mach-E comes closest to feeling like a true pony car. 

One side note: With so much emphasis on EVs today, it’s easy to forget how much of a gamble it was for Ford to create the Mach-E. After all, this was not the automaker’s first electric-car rodeo. Henry Ford built a prototype for a low-cost battery-powered vehicle in 1913, then opted for the internal combustion engine. Other experimental EVs came and went, including the quirky 1966 Ford Comuta minicar and an all-electric 1998 Ford Ranger pickup, which lasted only four years.

Lucky for Ford, it looks like the Mustang Mach-E is a keeper. 

(For more on the Ford Mustang Mach-E, read “One Lean, Mean Green Machine.”)

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MERCEDES EQB
$54,000
Battery range: 205-243 miles
0 to 60 mph: 5.6 seconds

My, how time changes things. As recently as 2020, Mercedes said that its diesel-powered cars were here to stay. But within a year, Mercedes announced it would go all-electric by 2030. 

Enter the Mercedes EQS. This flagship sedan debuted last spring in the U.S. and was followed by the seven-passenger EQS SUV. Both EVs are exquisite, oozing luxury and overflowing with techno gadgetry. But—ouch!—pricing for these beauties starts at $105,000 and tops out at close to $170,000. 

Fortunately, for those of us on a plebian budget, there’s the new Mercedes EQB. At half the price of its larger EQS siblings, the all-electric EQB is built on the same platform as the gas-powered GLB compact crossover. And except for minor styling tweaks and a bit quicker acceleration, the EQB looks and handles like the GLB. That’s a good thing for anyone needing some reassurance when making the leap to their first EV. 

Despite the low price on a base-model EQB, standard features include power liftgate, dual-zone climate control, automated parking, ambient interior lighting and other niceties. There’s also the MBUX infotainment system, which comes with 10.25-inch touchscreen, voice-recognition technology, smartphone integration and a navigation system.

While the EQB does seat seven, third-row legroom is extremely tight. Best to leave those seats folded flat, unless carting around kids—and only for short distances. 

Comparing the Ford Mustang Mach-E and Mercedes EQB is easy: Both have similar pricing and amenities. The Mach-E is certainly faster and has more of a space-age ambiance, but the traditional driving experience of the EQB is comforting on long drives. And, well, the EQB also has that coveted three-point star found only on a Mercedes. 

While many EVs are fun, eco-friendly and increasingly affordable, it’s sometimes hard to resist the siren call of a captivating ride with an old-school combustion engine. For me, this includes the Dodge Durango R/T and Land Rover Defender 130—two midsize SUVs that really get my motor running. 

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DODGE DURANGO
$41,000
MPG: 19 city/26 highway
0 to 60 mph: 7.4 seconds

First produced 25 years ago, the Dodge Durango was a stand-in for anyone who eschewed minivans but still needed a workaday vehicle for hauling kiddos and soccer gear. In other words, you wouldn’t see Billy Porter as Fab G in “Cinderella” ditching his glittery-orange Maybach for a Durango. 

Or would you? Thanks to various updates, today’s Durango is fancier, fitter and faster than ever—especially in the higher trim levels. I test drove the RT version, which is a few steps above the mid-range GT and comes with a magical V8. Zipping from 0 to 60 mph in just 6.2 seconds was a thrill, though the less-thirsty V6 is fine for everyday commutes. And until it is discontinued at year-end, the super-fast SRT Hellcat model—costing an eye-popping $104,000—allows speed jockeys to hit 60 mph in just 3.6 seconds. 

What I like most about all Durangos is how nimbly these brawny-looking haulers handle weaving in and out of traffic. Not as slick as a true sport sedan perhaps, but still. And even though there are plenty of all-new and radically redesigned SUVs, the basic functionality in the Durango is impressive: User-friendly infotainment system, acres of second-row legroom, and more stowage and towing capacity than most competitors. One downside: The amount of safety gear, while decent, is less than expected. Only a backup camera and blind-spot monitor are standard, though adaptive cruise control, automated emergency braking and other driver-assistance features are available options. 

Luckily, the Durango doesn’t skimp on other features. Even the base-model comes loaded: LED headlights, keyless entry/ignition, roof rails, three-zone automatic climate control, smartphone integration and more. By the time you get to the R/T, there are beefier tires and automatic high beams, as well as a sunroof, nav system, Wi-Fi hotspot and larger touchscreen. Instead of the standard six-speaker stereo, the R/T comes with a nine-speaker Alpine stereo with subwoofer. But if you really want to get the party started, then splurge on the thundering 19-speaker Harman Kardon system. 

A vehicle for soccer moms and dads? Pfft, not anymore. 

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LAND ROVER DEFENDER 130
$68,000
MPG: 17 city/21 highway
0 to 60 mph: 7.4 seconds

The first Land Rovers were boxy military-inspired vehicles introduced in 1948. Four decades later, the Defender arrived on U.S. shores. By then, it looked like a wayward Jeep for second-rate safari expeditions, which wasn’t exactly a draw. The Defender soon exited American showrooms but was sold elsewhere until 2016, when it was retired from service. 

Or so it seemed. In 2020, the Defender was back, rereleased with an utterly modern makeover. This latest Defender is a complement to the Land Rover Discovery, a tamer SUV with softer styling and a family-oriented vibe. While both vehicles have a renowned history of off-road prowess, only one can be alpha. That would be the Defender, with its tall ground clearance of 11.5-inches and an absurd wading depth of 35.4 inches. 

Along with the standard two- and four-door models, a new long-wheelbase Defender—the 130—joins the lineup this year. That’s the vehicle I test drove for a week. Like all Defenders, it has a Jekyll and Hyde character: off-road ruggedness, but refined and limo-like when wheels hit the pavement. At 13.3 inches longer than the standard four-door model, this extended Defender has three rows of seating to accommodate eight passengers comfortably. Alas, with the third row up, there’s not much cargo room. But anyone stuck in the back will find the journey pleasant: There are USB ports, optional seat heaters, a tall roofline for decent headroom, and a separate sunroof with a manual shade. 

While no V8 option is available, you can choose from two six-cylinder engines that are both mild-hybrids. Considering the Defender 130 weighs 5,500 lbs., handling is surprisingly spot on. So are all the cabin niceties, like sleek chrome trim, real wood veneer, large touchscreen, air-purification system, four-zone climate control, heated second- and third-row seats, privacy glass and premium Meridian sound system. As I found when driving other Land Rovers, it took me time to relearn how to operate the less-than-intuitive infotainment system and climate control dials, which also adjust the heated/ventilated seats. 

But that’s a small complaint, considering how much this large Defender has to offer.