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Starting Price: $19,395 Engine: 147-horsepower turbocharged 4-cylinder Fuel Economy: 34 mpg combined (manual and automatic) Warranty: 6 years or 72,000 miles Similar: Honda Civic, Ford Focus, Chevrolet Cruze, Hyundai Elantra, Nissan Sentra, Kia Forte A Volkswagen mainstay It might not quite have Beetle status, but the Jetta is now old enough and VW has sold enough models for it to earn its place as a Volkswagen icon. This German compact car has been around since 1979 and over 17.5 million have been sold, with more than 3.2 million Jettas sold in the United States alone. For 2019, the VW Jetta is all new and set to go on sale soon. Now in its seventh generation, the latest Jetta returns with the taut and Teutonic driving manners cherished by those who see a car as more than an appliance, plus a strong roster of the latest driver-assistance and safety systems. To bolster its battle against best-selling rivals like the Honda Civic and Toyota Corolla, the latest Jetta even packs a few surprises like optional ventilated seats and a new partnership with BeatsAudio. And it arrives at a starting price of $19,395, which VW is quick to point out is slightly less than the outgoing model. Following our initial review of the 2019 VW Jetta in prototype form at the company’s secretive Arizona Proving Grounds, Volkswagen invited us to Durham, North Carolina, for the main media launch of its new compact sedan. Here are our first impressions of the Jetta in production form from an all-too-short visit to this idyllic college town. New transmissions, including a manual While the 1.4-liter engine is familiar, the 2019 Jetta’s transmissions are new. And yes, that’s transmissions with an “s.” Most buyers will opt for the automatic, which improves from six speeds to eight. Volkswagen has a knack for making refined automatics, and that’s certainly the case with this one. Shifts proved smooth, and the auto was eager to kick down when prodded. We are also a fan of this transmission for the fact that it has gears. While more and more rivals are using linear and sometimes unnatural feeling continuously variable transmissions (CVTs), this small VW sedan has a traditional automatic with set shift points. The 2019 Jetta moves forward with an improved automatic, but it hasn’t forgotten traditionalists who want to shift for themselves. The new Jetta also still offers a manual transmission, and that too has been upgraded, moving from a 5-speed to a 6-speed. In our even briefer time with the manual transmission 2019 Jetta, we found it a cinch to use. This would be a great vehicle in which to learn to drive stick. In addition to having total control, more driving satisfaction, and the overall enhanced sense of engagement that comes with a manual transmission, you also get around having the idle start/stop system. This system is standard in automatic transmission models, and aims to further fuel economy by shutting off the engine at stop lights. It isn’t as obtrusive as other such systems and can be defeated with the press of a button, but if you opt for the manual, you won’t have to deal with it at all. The one big caveat for manual models is that the do-it-yourself transmission is only available on one trim level -- the bottom-barrel Jetta S. (Again, if you want a manual and extra oomph, that will likely come in the next-gen Jetta GLI.) Safety and driver-assist systems A new-car introduction wouldn’t be complete without enhancements to safety and driver-assistance systems, and here the Jetta returns with a stronger roster of each. Among the good news is that you can get forward collision warning, automatic emergency braking and blind-spot monitoring on even a base model that starts at $19,395. At only $450 extra, those two highly recommendable features mean you can get a Jetta with them for still under $20,000 for a manual transmission model or $20,645 for an automatic. The not-so-good news is you have to step up to the $25,000-plus Jetta SEL to get adaptive cruise control and lane-keep assist. On a Honda Civic, you can add both to a base model with automatic transmission and still be out the door for around $21,500. No Civic, however, offers dual-side blind-spot monitoring; it instead uses Honda’s LaneWatch, which shows real-time video of what’s happening in the lane to the right of the vehicle. Appreciated options The 2019 VW Jetta also packs some nifty surprises. It is among the only sedan in its class to offer ventilated front seats (the Kia Forte does, too), and can be had with a “digital cockpit.” This latter technology debuted a few years ago in a distant cousin, the Audi TT, and replaces the standard dashboard gauges with a 10.25-inch digital display that can be configured to show a navigation map, audio info, and of course speed. It’s slick and looks like the future. Some other available and unexpected features include rain-sensing windshield wipers and an auto-dimming rearview mirror. Also, the new sporty R-Line model uses VW’s XDS electronic front differential, which migrated down from the performance-based GLI and Golf GTI, for better handling. Infotainment The new Jetta has upped its game in infotainment, one of the most important aspects for not just new-car buyers, but specifically the younger owners the Jetta targets. Every Jetta now includes Apple CarPlay, Android Auto and even the lesser-known MirrorLink. This means it will directly integrate with the majority of smartphones and allow the driver to do things like listen to and respond to texts while keeping his/her hands on the wheel. Broadly called Car-Net, Volkswagen’s basic setup for the Jetta includes a 6.5-inch touchscreen with AM/FM radio, Bluetooth streaming and a single USB input. The upgraded system has an 8-inch screen, adds HD Radio (free digital broadcasts), two USB inputs and a CD player, something that more and more automakers are dropping. Navigation is also available with this higher-spec setup. The 2019 Jetta also marks Volkswagen’s partnership with BeatsAudio, the company co-founded by Dr. Dre and now a subsidiary of Apple. This premium audio system replaces the Fender system formerly available in the Jetta (but still offered in other VW cars). The system boasts eight speakers plus a subwoofer and pumps out 400 watts. In our trial run, we found the sound good, clean and powerful, without suffering from bloated bass. Interior roominess and utility This seventh-gen Jetta has increased slightly in size, and with the expansion comes additional interior roominess. Front-seat room still trails that of the slightly smaller Honda Civic, but hardly feels claustrophobic. At 37.4 inches, rear-seat legroom has decreased slightly from the previous generation but still matches that of the Civic and is commendable for a compact car. The Jetta’s 5-passenger cabin remains Euro chic -- a dash that has just the necessary buttons and a layout that is canted toward the driver. Simple cloth is reserved only for base models. Higher trims get faux leather, while the topline Jetta SEL Premium has the real stuff. Our biggest gripe with the interior came from an unexpected place -- the shelf behind the rear seats. For some reason it’s slanted up, which decreases outward visibility (thank heaven for a standard backup camera). When asked why this was the case, the best a VW spokesperson could come up with was something about the trunk hinges. Adding to this, the whole thing is made of a plastic material that can reflect the sun, causing glare on bright days. Exterior design One look at the 2019 Jetta’s exterior and you’ll still know it’s a Jetta, but one that has been freshened in the right ways. The new Jetta remains handsomely conservative. It may not be flashy or have a ginormous grille, but we anticipate its design will hold up better over time. One of its best design features is a crease that runs along the sides just below the windows. It may seem minor, but getting metal to do that is pretty special. Below the surface, the new Jetta is now based on Volkswagen’s Modular Transverse Matrix platform. That’s a mouthful, and the reason it’s simply known as MQB. It’s the same platform that underpins everything from the Golf hatchback to the Atlas midsize SUV. Speaking of, the new Jetta is solely available as a sedan. But if you want a wagon variant, you don’t have to look far in the VW family -- it’s called the Golf Sportwagen. Warranty We’d be remiss to not mention Volkswagen’s new warranty. Called the People First Warranty, it covers a VW for 6 years or 72,000 miles. That’s impressive, and among the best in the business depending how you slice it (Hyundai and Kia cover 10 years/100,000 miles, but that’s for the powertrain). Moreover, the warranty is transferable. So, if you sell the car, the remainder of the coverage goes to the new owner. One engine for now, but new Jetta GLI is coming As we already mentioned, whereas the outgoing Jetta has a choice of a standard 1.4-liter turbocharged 4-cylinder or a more potent 1.8-liter powerplant, the new one comes out the gate with only the smaller and less potent engine. The previous generation’s flirtation with a hybrid model also hasn’t made a return, at least yet, and if you’re hoping for a new diesel Jetta, well, that just isn’t in the cards. (If you really want a small diesel sedan, try the Chevrolet Cruze.) So unlike rivals such as the Honda Civic, Mazda3, Ford Focus and even the Nissan Sentra, that leaves the Jetta with only one engine, the 1.4-liter 4-cylinder turbo, as the sole mill under the hood. But if you want something more potent and have patience, it will eventually pay off in the form of a new Jetta GLI, likely as a 2020 model. While details are still TBA, we would expect a 2020 VW Jetta GLI to house a turbocharged 2.0-liter 4-cylinder.

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It may not be generally known, but Mercedes-Benz has had the subcompact A-Class in its lineup for over 20 years, starting out as a wonky hatchback that never was quite ready for prime time in the U.S. Over the years, the A-Class has matured and grown in size, and now this handsome sedan, sporting a traditional 3-box design, is finally coming to America, though it’s leaving its hatchback siblings behind. The all-new 2019 Mercedes-Benz A220 is good news for those who missed the last chance to snag an entry-level sedan with the three-pointed star when the CLA bowed five years ago with a sticker that started beneath $30,000. In subsequent years, Mercedes’ first front-drive sedan moved upscale leaving a void at the entry level to be filled by this new model. Like the CLA it uses a transversely mounted engine driving the front wheels in base models, while the step-up trim level, the A200 4Matic, offers all-wheel drive. Power comes from a turbocharged 2.0-liter 4-cylinder engine making 188 horsepower and 221 lb-ft of torque. The engine is mated to a 7-speed dual-clutch transmission. The A-Class has a tidy footprint, riding on a 107.4-inch wheelbase and measuring 179.1 inches in overall length. It stands 56.9 inches tall and 70.7 inches wide sans mirrors. The 2019 Mercedes A-Class features an independent front suspension and multi-link rear on both front-drive and 4Matic all-wheel-drive models. Mercedes ‘Mini-me’ style Although subcompact in size, the new A-Class is Mercedes-styling writ large. The sedan body works well here tying this car tightly to the larger 4-door models in the lineup. That’s precisely the point of the A-Class: opening the opportunity to own a Mercedes to a whole new class of buyers on a budget. They won’t be disappointed by the exterior. The face of the A-Class is pure Mercedes. There’s a large three-pointed star logo in the middle of the grille, which also features a button-like texture seen in the larger cars in the range. Lower front intakes, a shark-nose look to the front fascia and flared wheel arches gives the A-Class muscular look that belies its size. Wheels range in size from base 17- to optional 19-inch alloys, which also help give the car a planted look. The clean flowing body is punctuated by a few sharp character lines and LED front and rear lighting elements add to the upscale look. The cabin also owes a lot of its layout to larger C- and E-Class models. Mercedes’ new MBUX user interface is incorporated in the twin-screen configuration that features two standard 7-inch display screens, one in front of the driver for instrumentation and vehicle system readouts and a center console touchscreen for the infotainment. In their place, two 10.25-inch screens are available as an option. The MBUX allows the vehicle to be controlled by using natural speech recognition, the center touchscreen display, a console-mounted touchpad and touch controls on the steering wheel. While the natural speech control is improved, it still needs work. The system, activated when you say “Hey, Mercedes” is listening all the time. So, it may pick up random bits of your conversation and butt in asking, “How can I help?” Buried in menus is a way to turn it off and activate it using a steering-wheel mounted button, if you prefer. The interior design is modern and stark. Below the center display are three large, circular air vents, and two others are tucked in the corners of the dash. Below the center vents is a row of auxiliary switches while the console is equipped with the touch pad and a hand rest. Other bits from the company’s parts bin that lend an air of familiarity are the door-mounted power seat adjusters and the column-mounted gear selector like the ones used on a wide range of Mercedes products. Cabin accommodations The layout of the dash is designed to give this small car’s cabin a roomy feel. The bucket seats are firm and supportive and the basic MB-Tex leatherette has a quality look and feel and should prove to be durable over the long haul. Leather is available in optional premium packages that can add thousands to the sticker. So, if you’re not judicious in your option selections, we predict this entry-level vehicle may cost something in the neighborhood of the slightly larger CLA when optioned up. Overall cabin comfort and noise levels are good, though on some rough patches of interstate, we noticed a bit of tire noise from the optional 19-inch wheel and tire package that features Pirelli PZero performance tires. Base versions ride on a 17-inch wheels with all-season tires. All models have a panoramic glass roof, which adds to the open feeling of the cockpit. Driver Assists The optional Driver Assistance Package on the 2019 Mercedes-Benz A-Class contains many elements found on the company’s E- and S-Class vehicles. Among the features are active distance assist on the intelligent cruise control that incorporates route-based speed adaptation that reads map data to anticipate and adjusts speed for curves, junctions, roundabouts, toll booths and exits. This system also has a setting to automatically adjust vehicle speed to limits indicated in the navigation system. Active steering assist is a lane keeping function that also helps with lane changes as well as being able to recognize distracted driving or a lack of vehicle control. In that instance, the system can bring the vehicle to stop in a controlled manner. The package also includes automatic braking if a possible collision is detected from the front or rear, as well as being able to detect pedestrians. The brake assist also works when monitoring cross traffic as well as using the brakes on one side of the car if the vehicle is detected moving into a lane where there’s another vehicle in the blind spot. Driving Despite the front-drive layout, the Mercedes A-Class has the type of road manners you expect from a European sport sedan. The independent suspension works well in both the front-drive and all-wheel-drive 4Matic, controlling body roll while still imparting an impressive ride despite the short wheelbase and compact dimensions. The steering is direct and linear with sufficient weighting on the thick rimmed wheel. Even though the turbo 4-cylinder engine makes only 188 horsepower, the 221 lb-ft of torque gives the car a snappy feel off the line. And the smooth shifts and responsive nature of the 7-speed dual clutch automatic transmission add to the vehicle’s sporty attitude. This new generation of dual-clutch transmissions is a marked improvement over the unit used in the CLA. The car is also equipped with an unobtrusive engine stop/start system. Fuel economy figures are yet to be announced. Pricing Designed to compete directly with the Audi A3, Mercedes would say at this time they expect pricing to start below $35,000. Given that the 2018 A3 starts at $31,950 for a front-drive model, it’s a good bet that the new A-Class will start closer to that figure. Mercedes did say that 4Matic will be a $2,000 option, so all-wheel-drive versions will be closer to $34,000. Add premium touches like the larger screens, driver assists and an upgraded sound system, and it’s likely the A-Class will top $40,000. Still, for those wanting to get into a Mercedes for the first time -- the German brand is counting on over half the buyers coming from other makes -- the all-new 2019 Mercedes-Benz A220 should find its way onto a lot of shopping lists. 2019 Mercedes-Benz A220 Standard Features Mercedes-Benz User Experience (MBUX) with voice recognition 7-inch digital instrument cluster 7-inch multimedia touchscreen Panoramic glass roof LED headlamps and taillamps Smartphone integration with Apple CarPlay and Android Auto Center console touchpad 17-inch wheels Keyless start Dual-zone climate control Multi-function steering wheel with shift paddles Cruise control Active brake assist Adaptive braking with hill start assist and hold function 2019 Mercedes-Benz A220 Options 4Matic all-wheel drive 10.25-inch digital instrument cluster 10.25-inch multimedia touchscreen Driver assist package including adaptive cruise control, active steering assist Parking assist package Exterior lighting package 65-color ambient lighting AMG Line exterior and interior accents Burmester premium sound system Keyless go with hands-free access Heated front seats Multi-contour seats Heated steering wheel Dynamic body control Head-up display Wireless charging Heated and ventilated seats

When the 1st-generation Mercedes-Benz CLS arrived in 2004 it made a huge splash as a stylish 4-door sedan with a coupe-like roofline, an arching beltline and frameless side windows. That original CLS, a stylish 2+2 based on the E-Class, was such a hit that it spawned imitators and effectively created a whole new genre of coupe-like sedans. While the 2nd-generation CLS introduced in 2011 had nowhere near the impact of the original, the new 2019 Mercedes-Benz CLS450 that goes on sale in the U.S. this fall looks poised to recapture some of that early magic. Two reasons. First, the 2019 CLS looks great. It’s lower, wider and more aggressive than the 2nd-gen car, with Mercedes’ new “Sensual Purity” styling very apparent in the minimal character lines and creases of the new CLS. Second, the 2019 Mercedes-Benz CLS is powered by a new engine, a turbocharged 3.0-liter inline-6 with an Integrated Starter-Generator that adds up to 21 horsepower when needed. The new inline-6 engine That’s right, an inline-6. It has been 20 years since Mercedes offered a straight-6 in a car (the big S320 sedan of 1998), and this new powerplant is a technical marvel. In basic description, it’s a compact aluminum-block 3.0-liter straight-6, with two overhead camshafts, four valves per cylinder and all the expected smoothness of that inherently balanced configuration. What’s more, it’s turbocharged, which helps it produce a healthy 362 horsepower at 5,500 rpm and 369 lb-ft of torque from 1,600 to 4,000 rpm. Mercedes fits this new 6-cylinder engine with an Integrated Starter-Generator. The powerful EQ Boost electric motor, mounted inside the engine’s bellhousing, adds 21 horsepower and 184 lb-ft of torque to the CLS450 engine’s output for short periods, primarily at launch. This motor, powered by a 48-volt electrical system, also serves as the engine’s starter, which provides the added benefit of making the fuel-saving automatic start/stop system of the new CLS the smoothest we’ve felt in any Mercedes. Also noteworthy: In certain situations (Eco mode, stop/start not defeated), when the driver lifts completely off the throttle on the highway, the new Mercedes 6-cylinder engine will shut down and allow the CLS to coast or “sail” down the road to save fuel. But at the very moment the driver ever so slightly dips back into the throttle, the engine automatically restarts to resume propelling the new CLS450 merrily down the road. Again, the automatic start/stop process is so smooth that it may go can go unnoticed if you’re not monitoring the tachometer. Another cool detail: The 2019 CLS’s engine, which mates to a 9-speed automatic transmission with paddle shifters, has no traditional belts. To reduce parasitic losses (and thereby save fuel), items such as the air conditioning compressor, the power-steering pump, and even the water pump are all electric. The 48-volt battery, for the record, is in the engine compartment, with the conventional 12-volt battery. The Interior Although Mercedes likes to tell us the new 2019 CLS450 is a now a 5-seater with an extra half-inch of leg room, not many people will want to sit in the middle back seat -- let’s just say it’s best for kids. But that should not detract from what is an otherwise excellent interior, one that’s comfortable, well equipped and handsomely stylish, with attractive exposed-grain wood trim and sweeping shapes influenced by the exterior lines of the car. Taking center stage is the configurable and fully digital “Widescreen” cockpit, which features a 12.3-in. high-resolution screen as the central display, plus another 12.3-inch optional screen behind the steering wheel and serving as a tachometer and speedometer. One large single panel of glass covers both of these horizontal screens, which relay information clearly and look as if they might come from Apple’s iPad supplier. Whatever the case, the screens are effectively shielded from the sun by a stitched and padded leather hood. While multiple controls are found on the CLS450 steering wheel (some redundant with the COMAND central controller), they are all nicely integrated into the thumb panels. The center console is wide but not intrusive, and the multipurpose COMAND controller is perfectly situated for the driver’s right hand. The seats have large bolsters for side support, but they also provide long hours of comfort, with adjusters on the door panels making on-the-fly adjustments easy. And kudos to Mercedes for having some fun inside the new CLS: When the temperature of the climate control is raised, the turbine-like vents on the dash briefly turn red. When cooler air is requested, they briefly turn blue. It’s fun, as are the 64 colors of ambient lighting available inside the new CLS. Continuing the fun, the 2019 Mercedes-Benz CLS450 also offers Energizing Comfort, a new system designed to promote driver wellness via functions related to climate control, fragrancing, heating, ventilation, lighting, and the massaging front seats. While some people will use the Energizing Comfort features, we suspect more will enjoy Apple CarPlay, which is standard on the 2019 CLS450. Intelligent Safety Mercedes says the new CLS has much in common with the new S-Class sedan. This includes the latest generation of driving-assistance systems featuring Active Brake Assist, Attention Assist and Pre-Safe Braking all standard. Not standard, but optional, is an extensive multi-function Driver Assistance Package. This $2,250 Driver Assist Package includes active cruise control, steering assist, speed limit assist, and active brake assist (with cross-traffic function). On top of that, it has evasive steering assist, active blind-spot assist, lane-keeping assist, and Pre-Safe protection in frontal and side collisions. Of note: If a lateral collision is deemed imminent, Pre-Safe will preventatively move the driver or front passenger up to 2.75 inches away from the impact zone by rapidly inflating the seat’s side bolster. Also, Mercedes says its active cruise is now much better, thanks to improved camera and radar systems, plus a new ability for the vehicle to adjust its speed prior to bends or junctions. What’s it like to drive? In a word, great. The 2019 Mercedes-Benz CLS450 4Matic is a well-built automobile, a solidly constructed machine that doesn’t feel like a sedan from the driver’s seat. It feels low and wide and quick, but not by any means a dragstrip challenger for, say, the E63 sedan or wagon, which are both powered by twin-turbo 4.0-liter V8s. Where the inline-6 impresses is with its smoothness and linear power delivery. Press the accelerator pedal, and there’s a smooth ramp up of power, almost as if the engine weren’t turbocharged. The shifts that follow are especially smooth (almost unnoticeable) in the Comfort drive setting, but they firm up nicely in Sport or Sport +. The ride quality on smooth roads is good, as is the overall composure of the chassis on twisty highways. On the down side, the chassis response to a couple of surprise potholes in New Jersey and New York felt harsh at best. I found myself wishing the CLS had higher-profile tires. Apart from that, all felt good. The chassis, aided by 4Matic all-wheel drive, can take a lot of throttle out of corners, and the CLS cruises quietly at highway speeds, making long trips feel short. Braking response and steering feel natural, and it’s fun to experiment with the new coasting feature: If you’re on a slight downhill, the engine will stay shut off for quite some time because the CLS maintains highway speed pretty well. But on level roads or highways, it’s off for a much shorter time because the CLS slows down more quickly and needs to get back up to speed sooner. Pricing Although we don’t have official pricing on the 2019 Mercedes-Benz CLS450 yet, KBB has been told it will start in the low $70,000 range, with 4Matic adding approximately $2,000. We also have some of the option prices. Here are some highlights. Burmester High End 3D Surround Sound audio system: $5,400 Air Body Control suspension: $1,900 Driver Assistance Package: 2,250 Upgraded Nappa Leather: $1,370 Premium Package: $3,150 Acoustic Comfort Package: $1,100 Head-Up Display: $990 Parking Assistance Package: $1,290 12.3-inch digital instrument cluster: $850 Energizing Comfort Package: $550 Coming Soon: The CLS53 AMG We’ll leave you with a look at the AMG version of the new CLS, the 2019 Mercedes-AMG CLS53, which arrives this fall at the same time as the CLS450. What makes the CLS53 so special? As expected, it has the turbocharged 3.0-liter inline-6 of the standard CLS450, along with the Integrated Starter-Generator, but its engine has been modified by AMG with an electric auxiliary compressor. In other words, the AMG CLS53 is fitted with an electric supercharger, which helps low-rpm power and bumps overall power output to 429 horsepower and 384 lb-ft of torque, making the new CLS53 a good competitor for the Audi S7. Besides its electrically supercharged engine, the 2019 Mercedes-AMG CLS53 is set apart by its AMG Speedshift 9-speed automatic transmission, an AMG steering wheel, AMG-tweaked 4Matic all-wheel drive, special seats, and AMG Ride Control air suspension with continuously adjustable damping.

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Audi has sold some 1.1 million Q3s since the model made its debut in 2012, but this small crossover SUV, based on the platform of the 5th-generation Volkswagen Golf, hasn’t made a huge splash in the U.S. market. Now, though, with the debut of the all-new 2019 Audi Q3, a 2nd-generation model based on the VW Group’s MQB chassis architecture, that looks like it will change. KBB recently sampled a European-spec 2019 Q3 in the mountainous Tirol region of northern Italy, where this new compact Audi SUV proved itself to be sportier, more mature, and a much better competitor for the likes of the BMW X1, Mercedes-Benz GLA, and Volvo XC40. Some basics As before, the Audi Q3 remains a compact 4-door crossover SUV powered by a transversely mounted front engine. Although several powerplants, including a TDI diesel, are available in Europe, the U.S. Q3 is powered by a turbocharged 2.0-liter 4-cylinder in two states of tune -- 228 horsepower or 184. With either power output, the direct-injected engine in the U.S. Q3 mates exclusively to one transmission – a conventional 8-speed automatic with Quattro all-wheel drive. The new 2019 Audi Q3 is 3.8 inches longer than the previous model, and its wheelbase has grown by 3.0 inches, which translates to more 2nd-row legroom. While width has grown a bit, by 0.7 inches, the overall height of the new Q3 has been reduced by 0.2 inches. In back, the cargo area aft of the rear seat has grown from 16.7 to 18.7 cubic feet, while the back seat, now with an adjustable backrest, slides fore/aft 5.9 inches to help this compact Audi SUV accommodate tall passengers or bulky cargo. In the real-world everyday environment, the new Q3 feels reasonably compact, but it’s now much better at carrying four adults and their gear in good comfort. Design Audi sought to make the new Q3 look more like an SUV. To that end, the stylists at the new Ingolstadt design studio raised the Q3’s hood and full-LED headlights, while also shortening the overhangs and sharpening the angle where windshield meets hood. An octagonal grille provides the familiar Audi face, with two of its vertical slats lining up perfectly with creases in the new hood. From the side, the strongest styling element is the shoulder line, which spans the length of the new Q3 from nose to heavily raked C-pillars. Further complementing the SUV appearance of the new Q3 is a long roof spoiler that shades much of the rear glass. Topping it all off is a handsome stance that’s powerful without being overly aggressive, aided by large wheels (18-, 19-, or 20-inch in the U.S.) and subtle body creases above each wheel that provide a welcome stylistic link to the blister flares of the original Audi Quattro. Inside, the dashboard has been made taller to elevate the SUV feel of the Q3, though not so much as to restrict its outward view or make the interior feel claustrophobic. Rather, the opposite is true -- the new Q3 feels roomier than before (because it is), and we appreciate how the octagonal theme of the single-frame radiator grille is replayed inside for the frame of Audi’s MMI navigation screen. Of note: All the Q3s in these photos are European-spec models, which sport thick black fender lips to go along with the dark lower bumpers and rocker trim panels. All U.S. Q3s, in contrast, will have a single-paint tone, presumably to give the vehicle a more refined look. While we haven’t seen a U.S.-spec Q3 yet, we hope Audi USA decides to import some Q3s with the 2-tone Euro look, especially since the German company wants to play up its SUV nature. The driving experience KBB drove a European-spec Q3 in Italy, one fitted with a 7-speed dual-clutch gearbox and a slightly lower ride height than the U.S. version. Nevertheless, the Q3 we sampled had the 228-horsepower version of the 2.0T, so it gave us a good picture of what the U.S. Q3 will be like when it arrives in the U.S. next summer or fall from Audi’s Gyor, Hungary, factory. Next summer or fall? Yes, that’s a painfully long wait for the U.S. 2019 Audi Q3, but we suspect your patience will be rewarded because it’s a much better vehicle than the one it replaces, improved noticeably in all areas. The interior looks and feels like it has moved up a full class in overall refinement, and the single-panel MMI screen looks like was just yanked right out of the uber-luxurious A8 sedan. The Euro-spec Q3 also did not have the large panoramic sunroof that will be standard on the U.S. version. That stated, the headroom in the Q3 we tested in Italy was more than ample for taller drivers, so we suspect the U.S. version, even with the huge sunroof, will be just fine tor tall folks. Seat travel is also adequate for taller drivers. On the road, the new Q3 felt refined and peppy, although the turbocharged engine can get a bit grumbly under load in low-rpm situations. At all other times, though, the well-isolated powerplant worked well, propelling the Q3 up to highway speeds with ease and feeling fairly relaxed in its duties around town. The twin-clutch gearbox of the Euro-spec Q3 shifted smoothly. It wouldn’t surprise us one bit, however, if the traditional 8-speed automatic coming in the U.S. model felt even silkier. In ride quality, the Q3 shined. It’s softer than, say, a VW Tiguan, but not the least bit floaty, exhibiting well-controlled body motions. On the high-speed curves and twisty mountain switchbacks near and around Bressanone (Brixen, if you speak German), the Q3 stayed composed, aided by light-effort steering and pleasingly minimal body roll. We suspect the same can be said of the U.S. Q3, but we should point out that it does ride a bit higher than the Euro Q3 -- by about 3/4 of an inch in front and half an inch in back. Standard safety As you might expect of an all-new Audi, the 2019 Q3 will be loaded with driver-assist programs. Among the aids that will be standard on the U.S. version are: adaptive cruise control, park assist, lane-keeping assist, rear cross-traffic assist with automatic braking, and a suite of cameras that provide a bird’s-eye 360-degree view around the Q3, which is especially handy when backing out your driveway or squeezing into a tight parking spot. When the U.S.-bound Q3 goes on sale next year, it will likely be available with other features still being finalized for the vehicle. Thoughtful touches Scalloped B-pillars: While these may seem minor, they show the high level of thought that has gone into the Q3. On the back side of the B-pillars, down at floor level, Audi has re-contoured the rear-facing edges to make it much easier for people with large feet to get out of the Q3. More manufacturers should emulate this. Dual-height rear load floor: All Q3s have a rear load floor that can be switched from a lower standard position to a slightly higher one. When the floor is in its upper location, the Q3’s hard cargo cover can be stored securely beneath it, keeping it in the Q3 for possible use later. Very handy. Excellent connectivity: Besides four USB ports (two in front, and two in back), the 2019 Audi Q3 has optional Audi Connect Navigation & Infotainment Plus with Google Earth, plus wireless smartphone charging and a special phone box that helps your phone get a better signal by utilizing the dorsal fin antenna on the roof of the Q3. Audi Virtual Cockpit: All Q3s have digital instruments standard, but connectivity (and the coolness quotient) is much heightened with the available Audi Virtual cockpit, which boasts a 12.3-inch main screen and a 10.1-inch touch display atop the interior’s center stack. When you’re using navigation, you can have the large map appear on the Q3’s big screen directly in front of you, while your audio info is displayed on the smaller center screen. The air conditioning and heater, for the record, are controlled via manual switches and knobs on a handsome panel below the center screen. Pricing It’s way too early for Audi to provide pricing information on the 2019 Q3, but this may help: The outgoing 2018 Q3 Quattros start at $35,995, a price that includes a $975 destination fee. Given the much-improved nature of the all-new U.S. Q3 -- which will be sold only as a Quattro with leather interior trim, the panoramic sunroof and available options such as Alcantara interior accents and a powerful 15-speaker Bang & Olufsen premium sound system – we expect the all-new 2019 Audi Q3 to be closer to $40,000

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All-new 2nd-generation G-Class Available as a G550 or a G63 AMG Twin-turbo 4.0-liter V8 engine 9-speed automatic transmission Double-wishbone front suspension replaces live axle Pricing starts at $124,500 (G550) and $147,500 (G63) The G-Class is the longest produced model in Mercedes-Benz history, having been built since 1979. This boxy go-anywhere military (and later civilian) vehicle served as the Popemobile for a time, and even won the prestigious Paris-Dakar rally in 1983, driven by Jacky Ickx. In the U.S., all Gelandewagens (German for “cross-country vehicles”) sold prior to its official 2003 intro were gray-market vehicles, legally purchased but not via Mercedes’ approved channels. This adds to the mystique of the G, which continues to be hand-assembled at Magna-Steyr in Graz, Austria. Although this boxy Mercedes 4x4, with its three locking differentials, is extremely capable off-road, the G is far more common on Rodeo Drive than the Rubicon Trail. Now there’s an all-new 2019 Mercedes-Benz G-Class, available as a G550 or a Mercedes-AMG G63. While this new G looks much the same and retains the familiar boxy profile, only three parts (door handles, spare-tire cover and headlamp washers) are carryover. With so much of the vehicle being new, we were pleased to sample the new G recently on pavement and the challenging sands of Southern California’s Ocotillo Wells State Vehicular Recreation Area. Chassis specifics As before, the 2019 Mercedes-Benz G-Class is a rugged body-on-frame design, now with a stronger ladder chassis that benefits from a strut tower brace visible within the engine compartment. A double-wishbone front suspension, which mounts directly to the chassis, replaces the previous G’s live-axle arrangement, while a 5-link live axle is on duty at the rear. Torsional rigidity and overall strength of the steel frame are significantly increased, to improve handling and off-road performance while also helping to reduce noise, vibration and harshness inside the G’s 5-seat cabin. According to Mercedes’ scales, the new G550 has lost about 375 pounds compared to the last model, thanks to revised materials and a lighter body. While much of the new G’s boxy and upright body is made of high-strength steel, the fenders, hood and doors are all made of aluminum. Also, the roof, which was formerly spot-welded to the body, is now laser-welded for better strength. Turbocharged power Under its aluminum hood, the new Mercedes-Benz G550 is powered by a twin-turbo 4.0-liter V8 that produces 416 horsepower and 450 lb-ft of torque. That’s good for a 0-60 mph sprint of 5.6 seconds. If that’s not enough for you, the hand-built twin-turbo V8 engine in the Mercedes-AMG G63 produces 577 horsepower and 627 lb-ft of torque. That blasts this boxy Benz to 60 mph in a fleet 4.5 seconds. One transmission is available, a 9-speed automatic tuned for off-road use and benefitting from revised software that reduces shift and response times. Of note, three speed sensors allow for what Mercedes-calls “nested gear changes.” In certain circumstances, for added efficiency and a reduced number of gearchanges, the 9-speed transmission will skip a few ratios during acceleration, dependent on the selected transmission mode. 4x4ing: It’s as easy as 1,2,3 Mounted directly to the G’s transmission is a new gear-reduction transfer case that features an integrated center differential with a multi-plate clutch. In normal everyday driving, the center diff sends 60 percent of the power to the G’s rear wheels and 40 percent to the fronts, for a welcome dose of everyday security. However, for those times when the G-Class needs to tackle tougher terrain, Mercedes has developed a numbered 3-button system to simplify the challenge. These buttons, which must be used sequentially and in low-range only, are located on the G’s center stack, flanked by a pair of circular vents. Button 1 locks the center differential, which apportions the G’s power 50/50 front to rear. This is a wise choice for moderate off-roading, perhaps on a slow-going rough dirt road with occasional sandy sections. Note: The G’s ESP stability control is automatically decoupled when the center diff is locked. Button 2 locks the rear differential. This ensures that both rear wheels receive an equal amount of power, preventing the one rear wheel with less traction from spinning wildly (as happens with a non-locking diff) and not propelling the G forward as desired. With center and rear differentials locked (buttons 1 and 2 pushed), the G-Class is virtually unstoppable, able to keep moving forward in very tough situations. Button 3 locks the front differential. If you’re climbing a steep, boulder-strewn dirt hill, in which every tire is needed for vehicle propulsion, it’s imperative to lock the front diff. By doing this, the G-class is transformed into a mountain goat extraordinaire, able to claw its way up just about any grade you might encounter on the trail. With all three differentials locked, each of the four wheels gets a fixed 25 percent of the power, enabling the G to climb like precious few other SUVs on the market today. Button 3, it should be noted, should be used only sparingly because a locked front differential affects the steering. Nevertheless, being able to lock all three of these differentials is what gives this boxy Mercedes SUV its supreme off-road ability. Competitors, from a variety of manufacturers and price points, include the Land Rover Range Rover, the Jeep Wrangler, the Lexus LX570 and the Toyota Land Cruiser. Off-roaders, take note: Compared to the last G, the new 2019 G is better in several important ways. It has a 31-degree approach angle and a 30-degree departure angle, both figures an improvement by 1 degree. Also, ground clearance is 9.5 inches (up 0.2 inches) while the fording depth of 27.6 inches represents a whopping improvement of 4 inches. Note: The G’s air intakes are designed to close automatically before the turbo V8 ingests any potentially catastrophic water. Also notable: When you push the low-range button on the center console, the G is switched into a new G-Mode that tailors the suspension damping, steering effort and throttle response for enhanced vehicle control on the terra not-so-firma. 2019 Car Reviews: First takes on new models Drive modes The new G-Class also boasts what Mercedes calls Dynamic Select. In a nutshell, this system allows the driver of the 2019 Mercedes-Benz G550 to choose among five different driving modes: Slippery, Individual, Comfort, Sport and Sport+. Everything from engine, transmission and steering response to the ESP stability control and various driver-assistance programs are tailored for each setting, with the emphasis being placed on better overall performance. As for the 2019 Mercedes-AMG G63, it has three additional settings: Trail, Sand and Rock. Trail is for soft and muddy off-roading; Sand is appropriate for desert driving or sand dunes; and Rock is for technical terrain in which there’s frequent lift-off of one or more of the G63’s wheels. Inside the new G-Class Perhaps the most dramatic improvement has taken place inside the new G-Class, where the luxury has been heightened considerably with the use of high-quality leathers and wood veneers but not at the expense of any utility or legendary off-road prowess. There’s still a prominent grab bar for the front passenger on the dash, but the traditional instruments have been tossed in favor of a digital screen that brings the G smack dab into 2018. A wider 12.3-inch digital screen, which looks cool and extends to the passenger side of the center console, is available as an $850 option. Moreover, the old “basketball-hoop” cupholders have been replaced by traditional ones that work better, while four circular vents adorn an attractive new dash featuring a pushbutton starter and an integral analog clock. Mercedes says there’s nearly six inches more rear legroom than before, and front legroom is up by 1.5. This is much appreciated, and we like how the G’s new rear bench now reclines and splits 60/40. One thing we don’t particularly like: the optional active bolsters of the front seats. They’re part of the G’s pricey ($12,200) Exclusive Interior Package, and they inflate too late for the timely cornering support they purport to deliver. Another gripe: Based purely on sound, it’s hard to tell if the G’s flat doors have been closed properly; we frequently had to re-open and re-shut the doors just to be sure. On a positive note, there’s 4.8 inches of extra shoulder room inside the new G, which is 2.8 inches longer than the outgoing model and rides on a wheelbase that has been increased by 1.6 inches. The new Mercedes G-Class also has small new touch control buttons on the steering wheel that respond to vertical and horizontal swipes for easy control of the instrument cluster and multimedia systems. Driving Impressions The 2019 Mercedes-Benz G550 feels comfortable and solid on the highway, with plenty of power for relaxed cruising and passing. At light throttle, the 9-speed automatic shifts so smoothly as to be almost entirely unnoticeable. With a little more throttle, though, shifts become much crisper and more decisive. The electric-assist steering, which is light at parking-lot speeds, firms up nicely on the highway, where there’s none of the wander you might expect from such a large truck. What’s more, even though the G is a high-riding vehicle, body roll is kept well in check by its well-damped suspension. The flat-plane glass windshield, so much a part of the G’s character, makes it easy to see the road ahead, and the prominent fenders, topped by those large directional signals, help the driver sense the front corners of the vehicle. One downside to driving such a blocky-shaped vehicle on the highway, though, is a fair amount of wind noise, particularly when you’re driving into headwinds. Off-road, there’s not much to say other than this: The Mercedes-Benz G550 is one of the most capable off-road SUVs built today. With its three locking differentials, excellent power and robust suspension, the G-Class makes light work of Ocotillo’s tough trails and climbs, although many people, understandably, will struggle with the thought of going bushwhacking in a $150,000 vehicle. AMG power As for the 2019 Mercedes-AMG G63: Think of it as a G550 with the full AMG treatment, both mechanically and visually. The rumble from the G63’s hand-built V8 is way more pronounced, as is the firm push in the back you get when you plant the accelerator. Indeed, the G63 is one super-fast box, but it has the suspension tuning and drive modes to also ensure that it’s a comfortable everyday machine. And with its additional dirt-focused drive modes, the G63, which is fitted with a low-mounted brush guard, is even more capable than the G550 off-road. That stated, the new 2019 Mercedes-Benz G550 and Mercedes-AMG G63 are impressive machines, both extremely capable off-roaders that are more refined than ever but still bristling with personality. While the G550 feels more refined and less rumbly, the G63 shines as a rambunctious brute that revels in its extra power and bolder looks. Nevertheless, both do a fine job of extending the legacy of the Mercedes-Benz G-Class, which continues to prove on a global scale that capable go-anywhere boxes always will be cool. Also: Get your first look at the new and redesigned cars of 2019 What does the 2019 Mercedes-Benz G-Class cost? The 2019 Mercedes-Benz G550, which takes 100 hours to hand-assemble at the factory in Graz, Austria, costs $124,500. The 2019 Mercedes AMG G63, available in early 2019, starts at $147,500. Both models carry a destination fee of $995. For the record, Kelley Blue Book test drove an Iridium Silver Metallic G550, which carried an as-tested price of $149,015. The most expensive option on this particular G550 was the $12,200 Exclusive Interior Package, which includes sublime Nappa leather interior with diamond stitching, plus a Designo headliner and those active front seats with built-in massagers. Our G550 also was equipped with a $3,470 AMG kit that includes AMG body styling, flared wheel arches, a sport exhaust and brake calipers emblazoned with the words “Mercedes-Benz.” Topping it all off was the $1,990 Night Package, which includes exterior mirrors, spare tire cover, grille, brush guard and wheels all done in black, along with black-tinted headlights and directional signals. 2019 Mercedes-Benz G550 ($124,500, plus $995 destination charge)) Twin-turbo 4.0-liter V8 with 416 horsepower 9-speed automatic transmission Full-time 4WD with three locking differentials (center, rear, front) 19-inch wheels Five driving modes (Slippery, Individual, Comfort, Sport, Sport+) LED headlights and taillights Android Auto/Apple CarPlay Brake Assist/Lane Keep Assist Sunroof 360-degree camera 2019 Mercedes-AMG G63 ($147,500, plus $995 destination charge) Twin-turbo 4.0-liter V8 with 577 horsepower and side exhaust 9-speed automatic transmission Full-time 4WD with three locking differentials (center, rear, front) 19-inch wheels (20s and 22s are optional) AMG-tuned adjustable suspension damping Eight driving modes (Slippery, Individual, Comfort, Sport, Sport+, Trail, Sand, Rock) LED headlights and taillights Android Auto/Apple CarPlay Brake Assist/Lane Keep Assist Sunroof 360-degree camera

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