Search

The Review Garage

Rating the best and worst in cars, SUVs, trucks, motorcycles, tools and accessories.

Category

Mercedes-Benz

2019 Mercedes-Benz CLS 450 4MATIC: A Driveways Review…

by Frank A. Aukofer

In an era when the prevailing trend is toward SUV-style vehicles that perch driver and passengers up high, the 2019 Mercedes-Benz CLS parks their butts down close to the pavement.

It’s been that way since Mercedes invented the so-called four-door coupe genre in 2004 — the idea being to deliver sensuous coupe styling with the convenience of a couple of rear doors for those occasional double dates.

If you are one who appreciates eye candy, the tested CLS 450 4MATIC Coupe — its official title — presents handsome and aggressive new styling that reinforces the kinship with its more expensive version from the Mercedes high-performance AMG division.

2019 Mercedes-Benz CLS450

On the other hand, the streamlined, low-slung body envelops a tight package. You must duck and twist to get in and out, especially in the back seat. There’s 93 cubic feet of space for passengers, with limited head and legroom, and a shallow trunk of just 12 cubic feet, which earns the CLS a compact car classification.

The new car now has seat belts for five with the fifth in the center-rear. But you wonder why the designers bothered. With its all-wheel drive, there’s a giant floor hump and a seat more suited to a small backpack than a person. Ground clearance is less than four inches, so watch those driveway entrance bumps.

The CLS returns to a Mercedes tradition with an all-new inline six-cylinder engine that replaces the previous twin-turbo V8. Inline sixes characteristically deliver exceptional smoothness, and the CLS obliges. The new turbocharged 3.0-liter makes 362 hp with 369 lb-ft of torque, sent to all four wheels through a nine-speed automatic transmission with a manual-shift mode controlled by paddles on the steering wheel.

2019 Mercedes-Benz CLS450

Providing additional spurts of power is a 48-volt electric starter-generator that delivers 21 hp and also enables a sophisticated and unobtrusive engine stop-start system. Not that many CLS buyers would pay much attention, but the EPA city/highway/combined fuel consumption is rated at 23/30/26 mpg of premium gasoline.

On the road, the CLS 4MATIC acts more like a sports car than a luxury cruiser. With its air-suspension system and precise steering, it carves corners like an expert butcher with a Thanksgiving turkey. There are five drive modes, each of which can be selected instantly underway with the touch of a button on the center console. There’s no need to take eyes off the road or the head-up display.

The modes are labeled Eco, Comfort, Sport, Sport Plus and Individual. The last can be tailored with the Mercedes COMAND (cq) system but it is best done while parked. In Sport and Sport Plus, acceleration is enhanced by holding shifts to higher rpms, and the suspension and steering tighten.

2019 Mercedes-Benz CLS450

In all the driving modes except for Sport and Sport Plus, the nine-speed automatic transmission starts in second gear to enhance fuel economy. If you need to get off the line quickly, select one of the Sport modes, which will get you to 60 mph in slightly more than five seconds, according to the manufacturer. Top speed is rated at 130 mph.

No Mercedes is bargain-priced, but the tested CLS makes a mockery of the sticker price. This one started at $72,695, including the destination charge, but after the options were added up the bottom line came to $100,730. The $28,035 worth of options could buy you a nice compact crossover SUV.

The tester had so-called “design” packages totaling $6,200 that included perforated leather upholstery in Macchiato Beige and Titian Red with piano black lacquer and wood interior trim. Also on the options list were a $5,400 Burmester surround-sound audio system, the $1,900 air suspension, and packages totaling  $2,150 to enhance warmth, comfort and acoustics.

2019 Mercedes-Benz CLS450

Standard equipment covered a full suite of safety measures, including the head-up display, pre-collision braking, adaptive cruise control, blind-spot warning, lane-keeping assist and active emergency stopping. The last brings the CLS to a stop if the system detects that the driver is not actively driving while using the adaptive cruise control and the active steering assist.

Though popular early on, with 14,835 U.S. sales in 2005, the CLS has been on a roller coaster since, dropping to just 1,839 sales in 2017. The 2019 model could reverse the skid if there are enough luxury car intenders with fat purses or healthy credit ratings who have not yet been bitten by the crossover sport utility bug.

2019 Mercedes-Benz CLS450

Specifications

  • Model: 2019 Mercedes-Benz CLS 450 4MATIC Coupe four-door.
  • Engine: 3.0-liter six-cylinder, turbocharged; 362 hp, 369 lb-ft torque; with 48-volt, 21-hp starter-generator.
  • Transmission: Nine-speed automatic with manual-shift mode and all-wheel drive.
  • Overall length: 16 feet 4 inches.
  • Height: 4 feet 7 inches.
  • EPA passenger/trunk volume: 93/12 cubic feet.
  • Weight: 4,350 pounds.
  • EPA city/highway/combined fuel consumption: 23/30/26 mpg.
  • Base price, including destination charge: $72,695.
  • Price as tested: $100,730.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2019 Mercedes-Benz CLS450

Photos (c) Mercedes-Benz

2018 Mercedes-Benz C350e: A DriveWays Review…

by Frank A. Aukofer

The 2018 Mercedes-Benz C350e plug-in hybrid fulfills its green role as an electrified passenger car. But it hardly seems worth the bother given its limited range on electric power.

It can travel an estimated 20 miles on its 6.4 kilowatt-hour lithium ion battery when fully charged. But in a week of driving in a variety of traffic, the tested C350e never managed more than single-digit electric miles. The best range shown on the instruments after a full charge was 19 but it only managed eight miles before the gasoline engine fired up. With a 240-volt charger, the 350e charges in less than two hours.

Overall, however, the C350e does get a 51 miles per gallon equivalent rating on combined gasoline and electric power (MPGe) and, on gasoline only, delivers a city/highway/combined rating of 35/40/30 miles to the gallon.

15A224-1200x800The C350e plug-in hybrid four-door sedan, with a $48,895 base price, comes with a 2.0-liter turbocharged four-cylinder engine linked to a 60 kW-h electric motor. Total system horsepower is 275, with 443 pound-feet of torque. The transmission is a seven-speed automatic with a manual shift mode,

A standard C300 sedan comes with a base price of $41,245, or $7,440 less. Its 241-hp, 2.0-liter turbocharged four-cylinder engine and nine-speed automatic transmission get a city/highway/combined EPA rating of 24/33/27 mpg.

Of course, any Mercedes-Benz gets more expensive once you start tacking on optional equipment. The tested 350e came with $16,350 worth, sending the bottom-line price to $65,235.

15C274_425-1200x800Standard equipment included an air suspension system, regenerative braking, keyless pushbutton starting, leather upholstery, linden wood trim, a seven-inch color display screen, Bluetooth connectivity, a motorized glass sunroof, power folding side mirrors, rain-sensing windshield wipers, adaptive braking with brake assist, rear-view camera, automatic headlights, pedestrian warning, and LED headlights, taillights and daytime running lights.

Individual options included blue metallic paint ($720), heated and ventilated front seats ($1,030), panoramic sunroof ($1,000), head-up display ($990), Burmester surround-sound audio ($850), interior LED ambient lighting ($310), air balance system ($350), hands-free trunk access ($250), active lighting with high-beam assist ($800), and parking assist with a surround-view camera ($1,090).

The test car also arrived with options packages: Nappa leather upholstery, the company’s “designo” interior trim and triple memory settings for the powered front passenger seat ($3,800); navigation and multimedia infotainment system with SXM satellite weather and traffic information ($2,200), and a driver assistance package that included adaptive cruise control, blind-spot warning, lane keeping and cross traffic assist, and pre-safe braking ($2,250). It’s a load but not unusual among German luxury cars.

15C274_428-1200x800The exterior styling could be described as Mercedes Modern Family, making the compact C350e look much like a smaller version of its S-Class flagship sedan.

On the road, all is as expected. This Mercedes is solid and quiet with that heavy and accurate steering feel characteristic of many of its siblings and cousins over the years. Comfort, with well-bolstered front seats, is first-class. The back seats, with less head and knee room, don’t quite measure up and the panoramic sunroof shade is made of a flimsy fabric that admits too much sunshine.

The 350e is surprisingly sprightly, more than you expect from a hybrid, which given the short electric-only range is likely the way most owners will treat it. Instead of plugging it in to get those few miles, most owners likely will skip the plug-in part.

15C274_423-1200x800There are four driving modes:

  • E-mode. All-electric driving until the battery runs down.
  • Gasoline operation alone with boosts of electric power.
  • E-save. Mainly gasoline with little or no help from the electric motor to preserve battery energy for later use.

*Charge. The gasoline engine is running but some of its energy transfers to the battery pack to extend electric range.

Whatever. Mercedes rates the 350e’s zero-to-60 mph acceleration time at 5.8 seconds, which is not in drag race territory but better than most vehicles an owner will encounter. However, hybrid owners do not have much of a reputation for stoplight sprinting.

15C274_405-1200x800Given current pump prices, it’s not likely that many luxury-car buyers would be swayed by the 350e’s decent fuel economy. But it also has good performance and road manners and is a marker on the way to widespread use of electrified vehicles.

Still, the preference here would be for a non-plug-in, standard hybrid to get this performance for fewer dollars.

15C274_616-1200x800Specifications

  • Model: 2018 Mercedes-Benz C350e Plug-in Hybrid four-door sedan.
  • Engine/motor:0-liter turbocharged four-cylinder gasoline; 60 kW-h electric motor; combined 275 hp, 443 lb-ft of torque.
  • Transmission: Seven-speed automatic with manual-shift mode.
  • Overall length: 15 feet 5 inches.
  • EPA passenger/trunk volume: 91/12 cubic feet.
  • Weight: 3,924 pounds.
  • EPA city/highway/combined gasoline fuel consumption: 35/40/30; 51 MPGe combined on gasoline/electric.
  • Electric range: 20 miles.
  • Base price, including destination charge: $48,895.
  • Price as tested: $65,235.

Disclaimer: This test drive was conducted at a manufacturer-sponsored press event. The manufacturer provided travel, accommodations, vehicles, meals and fuel.

15C274_002-1200x800Photos (c) Mercedes-Benz.

2018 Mercedes-Benz E400 Cabriolet: A DriveWays Review…

by Frank A. Aukofer

With convertibles shrinking in number and their owners becoming older and richer, it’s no surprise that Mercedes-Benz continues to field models like the 2018 E400 4MATIC Cabriolet.

This E400, a classy and expensive boulevardier with all-weather all-wheel-drive capability, is marketed as a midsize car alongside its E-Class coupe, sedan, station wagon and crossover SUV garage-mates. But it is more of a sports car in concept and size.

Though two inches shy of 16 feet long, its interior volume — the way the U.S. government classifies automobiles — is just a touch shy of the compact definition, so it dips just barely into the subcompact category.

_F8A9252-1200x800To qualify as a compact, a car must have 100 to 109 cubic feet of interior volume, which includes both the passenger and trunk space. The E400 has 89.9 cubic feet of passenger room, most of it up front, where the total is 55.2 cubic feet. The back seat has 34.7 cubic feet.

The trunk’s capacity is 9.5 cubic feet, which puts the total interior volume at 99.4 cubic feet. And that’s as good as it gets with the top up. If you lower the beautifully upholstered and finished soft top, an expansion boot drops into the trunk area to accommodate the folded top and robs the trunk of about one-third of its space.

Two adults can sit in the back seat if the folks up front co-operate by moving their seats forward. But it’s very tight and crawling back there takes some athletic ability. The motorized right front seat automatically moves forward to ease access when you tilt the seatback, then reverses back into place.

_F8A9893-1200x794So, the conclusion is that the E400 Cabriolet works better as a conveyance for two people, who can use the back seats for some of their luggage, especially handy if they want to enjoy top-down motoring. It also likely should see some open car parade duty with a Santa Claus or congressman perched on the boot with feet planted on the back seat.

The Cabriolet’s elegant touches include gorgeous natural grain light brown elm wood trim and a headliner so deftly padded that the interior looks and feels like a coupe. Sumptuous perforated leather upholstery and the Mercedes air curtain that warms necks through the front seat headrests contribute to the luxury ambiance.

_F8A9921-1200x800The test car came with a so-called AMG Line appearance package that mimics some of the styling and other visual touches of the Mercedes higher performance AMG models.

Other standard comfort and convenience items include dual-zone automatic climate control, pushbutton starting, navigation system, Apple CarPlay and Android Auto, power front seats with lumbar support and memory, and a12-inch touch screen for audio, navigation and other functions.

As with many of these sophisticated infotainment functions, the Mercedes COMAND (Cockpit Management and Data) system requires a bit of learning because it is not intuitive. It’s best to take time to read the owner’s manual or get lessons from experts at the dealership.

_F8A9928-1200x788With all the luxury touches, this convertible also has some sports car moves. It is powered by a 329-hp 3.0-liter V6 engine with twin turbochargers that makes 354 lb-ft of torque, which Mercedes says enables it to accelerate to 60 mph in 5.3 seconds.

The power goes to all four wheels through a nine-speed automatic transmission that can be shifted manually with paddles mounted on the steering wheel. It shifts smoothly for the most part but is prone to occasional hiccups at lower speeds.

There are driver-selectable driving modes that provide adjustments for ride, transmission shifting and throttle response. Of those, the Sport Plus mode is biased toward handling, delivering a tauter ride.

_F8A9277-1200x800This is a Mercedes-Benz, after all, so don’t expect any bargains. Where the South Korean and some other manufacturers make a lot of desirable equipment standard, on the E400 Cabrio much is optional, including the Cardinal Red Metallic paint job at $1,000 extra.

The same goes for the $9,350 Premium 3 package, which includes adaptive cruise control and active assists for steering, lane keeping, blind spot warning and automatic emergency braking. Also in the package are a stop-start system, Burmaster premium surround-sound audio system, SXM satellite radio, inductive wireless charging, adaptive headlight assist and even systems to purify inside air and inject gaseous fragrances.

Options totaled $14,930, which brought the base of $69,795 up to the tested price of $84,725. Nice work if you can afford it.

_F8A8510-1200x833Specifications:

  • Model: 2018 Mercedes-Benz E400 4MATIC two-door convertible.
  • Engine:0-liter V6, twin turbochargers, 329 hp, 354 lb-ft of torque.
  • Transmission: Nine-speed automatic with manual-shift mode and all-wheel drive.
  • Overall length: 15 feet 10 inches.
  • EPA passenger/trunk volume: 90 and 10 cubic feet.
  • Weight: 4,332 pounds.
  • EPA city/highway/combined fuel consumption: 20/25/22 mpg.
  • Base price, including destination charge: $69,795.
  • Price as tested: $84,725.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

_F8A9750-1200x800Photos (c) Mercedes-Benz.

2018 Mercedes-Benz AMG E43: A DriveWays Review…

by Frank A. Aukofer

Everybody needs a hug sometimes, but the 2018 Mercedes-Benz AMG E43 embraces you every time you drive it.

The E43 is a version of the Mercedes E-Class, enhanced by AMG, the company’s high-performance engineering division. It comes only as a four-door sedan with all-wheel drive and a nine-speed automatic transmission that can be shifted manually.

With its 396-hp, 3.0-liter V6 engine, boosted with twin turbochargers, it makes 384 lb-ft of torque to scoot to 60 mph in slightly more than four seconds. Top speed is limited at 131 mph.

2017 AMG E43 Sedan

Even at that, it is not the hottest Mercedes E-Class. It slots between the 241-hp E300 and the faster 603-hp AMG E63 S.

Completing the E43’s performance package are precise steering with a hefty feel, an air suspension system and, on the tested model, 20-inch alloy wheels with sticky performance tires.

Hugging is one feature of the multi-endowed drivers’ seat, upholstered in black Nappa leather with red stitching and red seatbelts. When you hustle around corners and curves, even at modest speeds, sensors activate the seatback bolsters. Turn right and the left-side bolster pushes against the torso. Turn left and the right-side bolster activates.

2017 AMG E43 Sedan

It’s a weird sensation at first but it soon becomes a friendly assistant and you look forward to it. It can be deactivated if you choose and other adjustments can be made to suit your seating preferences.

The E43 exhibits multiple personalities. At light throttle inputs around urban areas, it is as effortless as a comfort-oriented luxury car. Enriching the experience is an optional ($1,100) acoustic comfort package that includes additional cabin insulation, and windshield and side glass with acoustic and heat-absorbing membranes.

Punch the throttle, and the turbo V6 lights up instantly and presses you into the seatback. Yet even under full-scream acceleration the sounds are muted and musical, never assaulting the eardrums.

2017 AMG E43 Sedan

The nine-speed automatic transmission shifts quickly and smoothly, always appearing to select the correct gear for the circumstances. You can shift it manually with paddles on the steering wheel but the Mercedes engineers don’t trust you. If the onboard computer decides it’s time to shift, the transmission shifts no matter what gear you’ve selected.

Overall, the AMG E43 drives and feels smaller than earlier E-Class cars, and it is. With a total of 111 cubic feet of interior volume — 98 for passengers and 13 for cargo in the trunk — the E43 barely squeaks into the midsize category. As defined by the federal government, the midsize class starts at 110 cubic feet of interior volume.

There’s plenty of room and comfort for the driver and front passenger but the outboard back seats are barely adequate for average-sized humans. The center-rear position is compromised by a hard bottom cushion and large floor hump. A fold-down center armrest, with flimsy and hard to use cup holders, divides the outboard seats.

2017 AMG E43 Sedan

Bucking a trend in luxury cars, the E43’s motorized glass sunroof shade is opaque except for a few small louvers to admit light. Many other luxury cars these days use shades made of a sort of perforated cheesecloth that admit too much sunlight.

Door-mounted power seat controls continue as a stubborn Mercedes-Benz feature despite the fact that they are awkward to use compared to the intuitive controls on the sides of the front seats in most other cars.

The 2018 AMG E43 comes with a starting price of $72,595, slightly lower than the nearly identical 2017 model. With $18,350 worth of options, the test car had a bottom-line sticker price $90,945, so this is not a machine for the masses. On the test car, options included a $4,550 Burmester High-End 3D surround sound system.

2017 AMG E43 Sedan

Standard and enhanced safety equipment included active emergency braking and crosswind assist, LED headlights and taillights, a predictive occupant protection system, blind-spot warning, adaptive headlights, Distronic adaptive cruise control, active lane-keeping and steering assist, an around-view rear camera, and a head-up display.

One welcome safety feature: If the driver inadvertently stops the engine while the transmission is still in the Drive mode, the transmission instantly shifts into Park, preventing the car from rolling away.

Given its price tag, the AMG E43 obviously is not a car for everyone. But for those who can afford either the cash or long-term payments, it delivers a triple play: family sedan with room for four or occasionally five; athletic sports car, and comfortable, quiet and luxurious town car.

2017 AMG E43 Sedan

Specifications

  • Model: Mercedes-Benz AMG E43 four-door sedan.
  • Engine:0-liter V6, twin turbochargers, 396 hp, 384 lb-ft torque.
  • Transmission: Nine-speed automatic with manual-shift mode and all-wheel drive.
  • Overall length: 16 feet 3 inches.
  • EPA passenger/cargo volume: 98/13 cubic feet.
  • Weight: 4,290 pounds
  • EPA city/highway/combined fuel consumption: 18/25/21 mpg on premium gasoline.
  • Base price, including destination charge: $72,595.
  • Price as tested: $90,945.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2017 AMG E43 Sedan

Photos (c) Mercedes-Benz.

2018 Mercedes-Benz GLC300 4MATIC: A DriveWays Review…

by Frank A. Aukofer

The 2018 Mercedes-Benz GLC300 4MATIC forges a strong link in the longest chain of luxury sport utility vehicles in America.

In a move that was prescient but a gamble in 1997, the German manufacturer introduced the first luxury SUV, the 1998 ML320, at a surprisingly low price of $34,545.

Following the practice of the era, the ML320 was built like a truck, with the body mounted on a welded steel frame. As such, it had significant off-road chops but also delivered great highway handling from an independent suspension system and decent performance from a 215-hp, 3.2-liter V6 engine mated to a five-speed automatic transmission. Moreover, it was American-made in a brand-new Mercedes plant in Alabama.

2016 Mercedes-Benz GLC300

The ML320 was an immediate hit, with some customers waiting as long as eight months for delivery, and soon Japan’s Lexus countered with its RX, which was manufactured with a passenger-car unit body. That configuration now is called a crossover. Mercedes switched to a unit body for the second-generation ML-Class in 2005.

The company’s prescience paid off and it expanded its lineup as buyer interest remained steady, then soared for crossover SUVs in every price class, especially in recent years.

With two decades of experience, Mercedes now sells five models, starting with the subcompact GLA. It also has re-named others in the lineup to match their size classes. The tested compact GLC300 used to be called the GLK; the old midsize ML now is the GLE and the full-size GLS used to be the GL. Also in the lineup is the G-Class, based on a Mercedes military vehicle.

_AS_0724-source

As a compact, the 2018 GLC300 is a solid contender in its luxury category, available with almost every modern safety, driver involvement and infotainment feature. Many come as options, which inflated the base price of $42,975 to $62,795.

Power is delivered by a responsive 241-hp, turbocharged 2.0-liter four-cylinder engine that makes 273 lb-ft of torque. A nine-speed automatic transmission with a manual-shift mode controlled by steering-wheel paddles sends the power to all four wheels. If you don’t need all-wheel drive, the GLC300 can be ordered with standard rear-wheel drive at a saving of $2,000.

The GLC300 is two inches longer and nearly 500 lbs heavier but with less interior room than the best-selling compact Honda CR-V, which has 106 cubic feet of passenger volume and 39 cubic feet for cargo. The GLC’s passenger volume is 98 cubic feet with 19 cubic feet for cargo.

2016 Mercedes-Benz GLC300

The two-ton weight and an air suspension system translate into a hefty, planted and comfortable ride on the highway with good road feedback through the steering wheel. Likely the acceleration would be better if a few pounds were extracted but the GLC300 is no slouch, reaching 60 mph in 6.4 seconds, according to Mercedes’s specifications.

Some of that weight obviously has gone into insulation and other sound-deadening materials. This is a quiet highway cruiser with little intrusion of road, mechanical and wind noise.

There are five driver-selectable driving modes: Eco, Comfort, Sport, Sport Plus and Individual, which adjust shift points and suspension settings to maximize fuel economy and move up from there to enhance performance.

2016 Mercedes-Benz GLC300

Seats on the test car were upholstered in perforated leather, heated and cooled up front. There are three memory settings for the front seats and mirrors. Outboard back seats are similarly accommodating and even the center-rear position, hampered by a large floor hump, offers room and some comfort. The seatbacks fold flat with a finger pull on a switch.

There’s additional hidden space for small items under the cargo floor because the GLC300 now comes with run-flat tires. The under-floor space comes with a nice touch: two small bags that hold bright yellow vests to wear in an emergency.

A few criticisms are in order. Though there’s an easy-to-use fingertip shifter, if you turn off the engine and forget to put the transmission in Park, the GLC300 will roll forward or backward. Infotainment functions require learning and attention, and should not be attempted underway. The sunshade for the panoramic sunroof is flimsy and admits sunlight. Also, the window controls on the door would be more intuitive placed on the sides of the front seats.

Still, if you have interest and the money for luxury surroundings, state-of-the-art driving and safety features — all in a tidy package — the 2018 Mercedes-Benz GLC300 strongly hints at the self-driving technology of the future.

2016 Mercedes-Benz GLC300

Specifications

  • Model: 2017 Mercedes-Benz GLC300 4Matic four-door crossover sport utility vehicle.
  • Engine:0-liter four-cylinder, turbocharged, 241 horsepower, 273 pound-feet torque.
  • Transmission: Nine-speed automatic with manual shift mode and all-wheel drive.
  • Overall length: 15 feet 3 inches.
  • EPA passenger/cargo volume: 98/19 cubic feet.
  • Weight: 4,001 pounds.
  • EPA city/highway/combined fuel consumption: 21/28/24 mpg.
  • Base price, including destination charge: $42,975.
  • Price as tested: $62,795.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2016 Mercedes-Benz GLC300

Photos (c) Mercedes-Benz.

2017 Mercedes-Benz S550e Plug-in Hybrid: A DriveWays Review…

by Frank A. Aukofer

Hybrids, as the 2017 Mercedes-Benz S550e Plug-in Hybrid can attest, are not just for fuel economy anymore.

Nope, they’re everywhere, powering super cars like the Acura NSX; familiar hatchbacks and sedans like the Toyota Prius and Honda Accord; and any number of inexpensive to luxury crossover sport utility vehicles.

Increasingly, customers are being seduced by plug-in hybrids, which combine gasoline and electric power like regular hybrids but also can be plugged in to charge batteries for additional range on electricity alone.

Mercedes Benz;S-Class Plug_in_Hybrid

The new Mercedes-Benz S550e is such a creature. It combines a twin-turbo, 3.0-liter V6 gasoline engine with an 85-kilowatt-hour electric motor to make 436 hp and 479 lb-ft of torque. It needs that sort of force because the S550e weighs 5,115 lbs.

Even so, Mercedes says its big plug-in can nail 60 mph from rest in 5.2 seconds while delivering EPA combined city/highway fuel economy of 26 mpg on gasoline only and 58 in gasoline-electric hybrid operation.

While the plug-in feature enhances fuel economy, it adds the inconvenience of plugging in, which some S550 owners likely won’t bother doing. The battery pack and other hybrid parts also reduce the trunk to a bit more than nine cubic feet, which is subcompact size in a large car.

Mercedes Benz;S-Class Plug_in_Hybrid

Plug it in with the standard charging cord and a full charge can be accomplished overnight. But that involves removing the cord and adapter from its bag in the trunk, plugging one end into an outlet on the rear bumper and the other into standard 120-volt household outlet. Then you must unplug everything to get going the next day. You can recharge more quickly—in about 2.5 hours—if there’s a public fast-charging station nearby.

All that results in an electric-only range of about 20 miles, which a readout displays on the instrument panel. It is possible to rocket up to more than 70 miles an hour purely on electric power. But it won’t last very long because the effort sucks up the juice.

You can select a hybrid mode that fires up the gasoline engine to help keep the battery charged. Without that, even modest urban driving easily depletes the charge quickly in less than 20 miles.

So, the default is to simply drive the S550e in hybrid mode all the time, where it performs like a satisfying big Mercedes-Benz, which is to say in sumptuous luxury with plenty of competence for any circumstance, abetted by an air suspension system.

Whether motoring on electricity or a combination of electric and internal combustion power, the S550e has the manners of an unobtrusive butler. There are no nasty intrusions of wind, mechanical or road noise — unless the road is uncommonly pockmarked. It’s even difficult to tell when the gasoline engine fires up.

Mercedes Benz;S-Class Plug_in_Hybrid

There are two performance modes: Comfort and Sport. Comfort caresses the driver and passenger with a modestly floating ride that would complement the skills of a careful chauffeur. However, if the owner decides to drive, he or she and a front-seat passenger can avail themselves of seat bolsters that grip the torso in turns.

Switch to the Sport mode and everything tightens up: Steering feels more responsive, the ride gets tauter and the handling quicker and more precise. The powertrain responds more rapidly to throttle inputs. It’s not a sports sedan but a more satisfying experience for anyone who enjoys driving.

Mercedes Benz;S-Class Plug_in_Hybrid

Regardless of its green orientation, the S550e at heart is still the dignified flagship of the Mercedes-Benz fleet, which is to say that it comes equipped—especially if you order most or all the available options—with a full suite of state-of-the-art safety installations, as well as sinfully sumptuous comfort and convenience features.

Among the latter are heated seats, front and back, that deliver back massages on the go. Four-zone climate control keeps everybody comfortable Pillows can be detached and stashed in the trunk. The right-rear seat also has a power footrest.

With such a luxury orientation, there’s no attempt at installing seating for a fifth passenger. The tested S550e is strictly a four-passenger car with consoles dividing the front and rear seats.

Obviously, you’re not going to get any of this at a bargain rate. The tested S550e Plug-in Hybrid had a starting price, including the destination charge, of $97,525. With $38,960 worth of options, its bottom line sticker came to $136,485.

Mercedes Benz;S-Class Plug_in_Hybrid

Specifications

  • Model: 2017 Mercedes-Benz S550e Plug-in Hybrid four-door sedan.
  • Engines:0-liter V6, turbocharged with 85 kW electric motor, 436 total hp, 479 lb-ft torque.
  • Transmission: Seven-speed automatic with manual mode.
  • Overall length: 17 feet 3 inches.
  • EPA passenger/trunk volume: 112/9 cubic feet.
  • Weight: 5,115 pounds.
  • EPA city/highway combined fuel consumption: 26 mpg gasoline; 58 mpg equivalent electric+gasoline hybrid.
  • Base price, including destination charge: $97,525.
  • Price as tested: $136,485.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Photos (c) Mercedes-Benz.

 

2017 North American International Auto Show: A DriveWays Review…

by Frank A. Aukofer

Detroit, Mich.—Bucking the tide of compact crossover sport utility vehicles, three new sedans from Japan’s Toyota and South Korea’s Kia captured onlookers’ attention here at the 2017 North American International Auto Show, which runs through Jan. 22.

A few manufacturers introduced new compact crossovers, which have taken over as the hottest category in U.S. sales—mainly at the expense of midsize and compact sedans. But they were few and overshadowed by three four-doors.

They are the all-new 2018 Toyota Camry, the 2018 Lexus LS500 from Toyota’s luxury division and the 2018 Kia Stinger, a new midsize sports sedan that looks as if it could threaten some of Europe’s best.

On the small crossover front, Nissan unveiled the new Rogue Sport, a smaller version of its compact SUV. It is based on the Nissan Qashqui, which is sold in other world markets. Mercedes-Benz introduced an all-new GLA and Chevrolet presented its redesigned Equinox, a compact crossover that tilts toward midsize.

But that was about it unless you count the new Chevrolet Traverse, a full-size, three-row crossover, the stretched Volkswagen Tiguan—also with three rows—and the smaller performance-oriented Audi SQ5.

toyotacamryDespite the booming popularity of compact crossovers, manufacturers still obviously believe in midsize sedans. The Camry, despite losing 40,737 customers between 2015 and 2016, still topped the midsize field with 388,618 sold in 2016.

The 2018 model, seeking to mitigate the Camry’s reputation as durable but bland, boasts styling changes and improvements across the board. It is longer, lower and wider, with a lower center of gravity for better handling.

As before, there are four versions: LE, XLE, SE, and XSE. The LE and XLE models have a different grille from the S and XSE versions and are oriented toward comfort. The S and XSE models have a more sporting personality. Power choices are a 2.5-liter four-cylinder engine, a 3.5-liter V6 and a hybrid.

For 2018, all Toyota Camry models get the company’s Entune 3.0 connectivity system, which includes navigation and a host of other state-of-the art features.

lexusls5502Over at the Lexus display, the attention grabber was the all-new LS500, which at 17 feet 2 inches long is bigger and classier than ever, rivaling the Audi A8, BMW 7 Series, Jaguar XJ and Mercedes-Benz S-Class. The LS500 is powered by a 415-horsepower 3.5-liter V6 engine with twin turbochargers, a 10-speed automatic transmission and a predicted zero-to-60 mph acceleration time of 5.1 seconds.

Among other things, its standard and optional features include a 12.3-inch center screen with navigation and handwriting recognition, air suspension system, heated, cooled and massaging front and rear seats, and a detection system that can trigger braking or steering around a pedestrian.

kiastinger2Most of the excitement among enthusiasts, however, focused on the Kia Stinger, an all-new car with a new name. It marks a milestone at the South Korean manufacturer, which delivers high quality cars, crossovers and even a minivan.

The midsize Stinger is a performance-oriented Gran Turismo four-door with a fastback design and a rear hatch, not unlike the larger Audi A7, which competes among cars that can cost up to $80,000.

Few Stinger details were available at the introduction, including the price, but it likely will be way less than the A7’s—more competitive with the likes of the BMW 3-Series, Audi A4, Jaguar XE, Lexus IS and Mercedes-Benz C-Class cars.

With rear-wheel drive or optional all-wheel drive with torque vectoring for improved handling, the Stinger will offer two power plants: 225-horsepower turbocharged 2.0-liter four-cylinder engine or a 365-horsepower twin-turbocharged V6 engine. The transmission is an eight-speed automatic with paddle shifters for a manual shifting mode. No manual gearbox was considered.Vice President Joe Biden Visits 2017 NAIAS

Photos and Logo (c) NAIAS.

2017 Mercedes-Benz GLS-Class Test Drive and Review

by Tod Mesirow

The SUV came mostly out of nowhere and now occupies a preeminent place in most car manufacterers’ lineups.  All the functionality of a minivan – most carry a minimum of six passengers, some as many as eight – with the style and some of the capabilities of a robust off-road vehicle.  Mercedes has married the best of both lineages while including a bit of their signature refinements.

Read Tod’s review at SUVs.About.com.

Photos (c) Tod Mesirow

 

2016 Mercedes-Benz G-Class Test Drive and Review: Old and New

Words and Photos by Tod Mesirow

There’s a certain skill to celebrating aspects that some may not view as positive. It’s not a problem, it’s an opportunity; those blue jeans aren’t ripped and torn, they’re vintage; it’s not a design that’s basically unchanged since its inception, it’s timeless.

Witness the Mercedes G-Class SUVs.  On their website they talk about the 37-year evolution of the vehicle, which is interesting, because while there have been some technological upgrades, the thing that makes these vehicles distinctive is that their appearance has hardly changed at all over the decades, from the time the Shah of Iran, a major shareholder, suggested Mercedes build the vehicle – according to Top Gear and others.  And while bigger, more powerful engines and better brakes, satellite radio, nav systems and the like may qualify as a veneer of evolution, the Geländewagen, which means “cross country vehicle,” often shortened to G-wagon, drives more like a relic than a modern SUV. Its height and boxiness are hard to overcome no matter how much technology or how big an engine is stuffed inside.

DSC_0878 - 2 - G550Stuffing is exactly what the AMG folks did to fit a biturbo V12 that churns out a crazy 621 horsepower under the G-wagon’s small hood. Which gives the AMG G65, the top of the line, some serious raw power, and also may help justify the $217,900 sticker.

Mercedes suggests that their main competitors for the G-class are the Land Rover Range Rover and the Toyota Land Cruiser.  But with the Toyota at $83,825 and a V8 producing 381 horsepower it doesn’t feel like a real hoof to hoof comparison.  Even the starter G-wagon, the G550, at $119,900 with a V8 that puts out 416 horsepower feels like a different type of vehicle. The Land Cruiser is a thoroughly modern vehicle that’s been through several top to bottom redesigns, unlike the G-wagons.  The Range Rover’s biggest engine is a 550 horsepower supercharged V8 and the base model with a smaller engine starts at $85,945. Again the whole Land Rover lineup has gone through many iterations of design and engineering over the years and the ones I’ve driven feel like modern vehicles.

Gas mileage is as what might be expected – the G550 hits 13 mpg in the city, and climbs to 14 on the highway. The AMG G63, which is a biturbo V8 producing 563 horsepower drops to 12 in the city, but also achieves 14 on the highway.  It lists at $139,900, not that crazy a jump from the starter G550 considering the engine is hand built, by one person, and adds almost 150 horsepower. The top tier AMG G65 is rated at 11 city, 13 highway. Impressive engineering, actually, to add that much horsepower and maintain an almost equivalent level of fuel economy.

DSC_0884 - 2 - G550Driving the G-wagons is an event.  And maybe that’s part of the appeal. They’re all tall – at least 76.3 inches, or six feet four inches plus a little.  The starter G-wagon is actually 76.9 inches tall. The full-sized Mercedes SUV line of GLS’ tops off at 72.8 inches. The Toyota Land Cruiser is 74 inches tall, a Land Rover Range Rover 72.24. Stepping up in to one is more like ascending than simply entering, like climbing into the saddle. Maybe that’s why Mercedes held their event in western Colorado, and offered the assembled journalists the chance to ride a horse to dinner.  In direct opposition to the “here are the keys go have fun on these amazing roads” that is the hallmark of an opportunity like what we were offered by Mercedes during the day, the cow folk (hard to call them cowboys and cowgirls – though that does match the anachronistic vehicle) were pretty strict in their instructions to us car folk to only WALK the horses.  Automatic transmission animals, after a fashion, with only one speed.

Whether I was driving the G550 or the AMG G65, the G-wagons felt top heavy.  It’s fun to be high above the earth, propelled by so much horsepower, but heading in to a curve it’s impossible not to lean your body away from the outside of the curve, as the G-wagon leans out from the turn. I’m on the tall side at 6’ 4” and there was barely enough room for me behind the wheel. Not quite the luxurious stretching opportunity presented by other SUVs. But again, it’s part of the deal with the G-wagons – I’m on patrol, at full alert, ready for any apocalyptic event. The driver’s seat feels more like a cockpit, and despite all the modern technology added to the G-wagons there’s an inescapable sense of driving something that’s more of a tribute to the past than a fully modern vehicle.

DSC_0951 - 2 - AMG G65 engineI was curious to see how the wizards at AMG – and they are wizards – were able to fit a biturbo V12 in the tiny front engine compartment. It took a bit more than muggle technology. Mash on the accelerator and the G65 takes off like a shot – square shaped and all, the lack of aerodynamics not withstanding – rapid acceleration achieved not through body shape but by brute force alone.

Which is part of the appeal. The G-wagons are expensive, distinctive, and a throw-back, with exhaust pipes peeking out of the sides of the vehicle at the rear edge of the rear doors. They’re a statement. They say “I’m kind of old school but I like all this new-fangled technology tossed on for good measure.” If you’re willing to trade the full complement of a truly modern vehicle for a pastiche of old and new – and you can absorb the price tag – then you are a G-wagoneer.  Giddy up.

Blog at WordPress.com.

Up ↑