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Mercedes-Benz

2021 Mercedes-AMG GLA 35 4MATIC: A DriveWays Review…

by Frank A. Aukofer

Some autophiles, likely including buyers and intenders for the 2021 Mercedes-AMG GLA 35 4MATIC crossover sport utility vehicle, gravitate toward the best performing vehicle in the class. 

That attitude is what prompted the development of more expensive ultra-performance machines like the BMW M series, Audi S, Cadillac V, Lexus F, and, of course, Mercedes-AMG. The last started as an independent tuner outfit that massaged standard Mercedes automobiles and gave them supercar transplants.

Mercedes eventually bought AMG, and now it is the hot rod division of the German manufacturer, tweaking existing models and adding styling touches, some of which became options that made standard models look like AMGs but without the performance innards.

That’s what happened with the Mercedes GLA 250, the company’s entry-level crossover SUV. It was redesigned for the 2021 model year and can be ordered with a $2,240 AMG appearance package. 

The one reviewed here earlier had the AMG package, front-wheel drive, and a 2.0-liter turbocharged four-cylinder engine with 221 horsepower 258 lb-ft of torque. A quick-shifting eight-speed dual-clutch automatic transmission enabled a 0-to-60 acceleration time in the six-second range. It had a competitive base price of $37,280, including the destination charge and, with options, a bottom-line sticker of $48,620.

Moreover, the GLA250 had a sporting personality that made it a candidate for an AMG makeover, which has become a substantial niche for Mercedes. In 2020, the company sold 294,916 passenger cars and crossovers and 50,999 vans. AMG versions of the passenger vehicles totaled 34,079, or 12.4 percent.

The AMG GLA 35 and the GLA 250 are lookalike, fraternal twin athletes, about the same size but with different orientations — getting the performance job done with brute force instead of finesse.

The 2021 Mercedes-AMG GLA 35 4MATIC tested here came with all-wheel drive and a 302-hp, 2.0-liter turbocharged engine with 295 lb-ft of torque, enough for a stated 0-to-60 acceleration time of five seconds. Its starting price of $48,600 is close to the as-tested price of the GLA250. A substantial list of options, including $1,500 for a panoramic sunroof and $1,450 for leather upholstery, brought the tested price to $54,455.

Standard equipment included blind-spot monitoring in a full suite of active and passive safety measures, as well as Apple CarPlay, Android Auto, Bluetooth, dual-zone automatic climate control, SXM satellite radio,  LED headlights and taillights, digital instrument cluster and center display, heated front seats, and auto-dimming inside and outside mirrors.

A couple of negatives: the sun visors did not extend to block sunlight from the side entirely, and a flimsy cloth sunshade allowed too much sunlight inside.

Aficionados might argue that the $5,835 higher price for the AMG GLA 35 is acceptable, given its increased horsepower, faster acceleration, tighter suspension system, and luxury appointments. 

But unless you’re a buyer who craves the top of the line no matter what, you can easily justify choosing the less expensive GLA 250. It has exceptional handling for a small crossover and enough power for any situation on the nation’s increasingly traffic-choked and pockmarked streets and highways.

The AMG GLA 35 4Matic, on the other hand, acts more like an aggressive racer with distinct sounds from under the hood that loudly advertise the surplus of power. 

With its stiffer suspension system and bigger wheels and tires, the GLA 35 has a choppy ride, even in the Comfort driving mode, on all but pool-table smooth asphalt surfaces. Bumps and indents send shock waves directly to passenger tailbones. Seats are reasonably comfortable with good support and bolstering, though the lumbar adjustments could use improvement.

The GLA 35 has five drive modes: Slippery, Individual, Comfort, Sport, and Sport Plus. The last two tighten up an already stiff chassis and change the shift points for more aggressive acceleration. 

The outboard seats are supportive and comfortable in the back, with ample knee and headroom for averaged sized adults. However, think of the GLA 35 as a four-passenger vehicle. As usual in many vehicles these days, the center-rear seat is compromised by a high, hard cushion and intrusion of a big floor hump. There’s a cargo area of more than 15 cubic feet that expands to 51 cubic feet with the rear seatbacks folded.

From an economic standpoint — though who buys either machine for economy? — there’s not much difference. The GLA 250 front-driver has a city/highway/combined fuel consumption rating of 25/34/28 miles to the gallon compared to 23/29/25 for the GLA 35.

Specifications

  • Model: 2021 Mercedes-AMG GLA 35 4Matic four-door crossover sport utility vehicle.
  • Engine: 2.0-liter four-cylinder, turbocharged; 302 hp, 295 lb-ft torque.
  • Transmission: Eight-speed dual-clutch automatic with manual shift mode and all-wheel drive.
  • Overall length: 14 feet 7 inches.
  • Height: 5 feet 3 inches.
  • EPA/SAE passenger/cargo volume: 98/15 cubic feet. (51)
  • Weight: 3,653 pounds.
  • EPA city/highway/combined fuel consumption: 23/29/25 mpg. Premium fuel required.
  • Base price, including destination charge: $48,600.
  • Price as tested: $54,455.

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

Photos (c) Mercedes-Benz

2021 Mercedes-Benz GLA250: A DriveWays Review…

by Frank A. Aukofer

Mercedes-Benz regards the all-new 2021 GLA250 as its entry-level crossover SUV, but for many motorists it could represent a dual-purpose icon on the mountaintop.

That’s because it delivers the practicality of a small crossover, with up to 51 cubic feet of cargo space (rear seatbacks folded) and an engaging, even sporting, personality — all at a price that likely is reasonable for some though out of reach for many.

That, of course, is the usual state of affairs with Mercedes and other European luxury brands. You can find many cars and crossovers at reasonable prices for the majority of the hoi polloi. But when you’re talking BMW, Audi, Jaguar, Volvo and Alfa Romeo, forget any bargain basement deals.

The GLA250’s starting price actually looks fairly reasonable. At $37,280 with front-wheel drive and including the destination charge that rarely is advertised but everybody must pay, it comes close to the average price of a new car these days.

When you start plumbing the options list, the amount inflates. On the tested GLA250, the extras came to $10,980, or nearly a third of the basic price. That’s not uncommon with many luxury brands, which have options lists that stretch to the horizon. They send the GLA250’s “as-tested” price to $48,620.

But it’s unlikely Mercedes even bothers to assemble any base vehicles, likely because its customers would not even consider what used to be called a stripper. So, what you see is what you get. 

In this case, it’s a well-equipped small luxury conveyance with a lot of desirable equipment — some of it superfluous — and a few shortcomings that anyone likely could live with unless they were terminally picky. 

Of course, this is Mercedes engineering and quality, so the fundamentals are present. The GLA250 is powered by a new 2.0-liter turbocharged four-cylinder engine that makes 221 hp and 258 lb-ft of torque, or twisting force. The power makes its way to the front wheels via an also new eight-speed automatic transmission with a manual-shift mode triggered by paddles on the steering wheel. There’s also an all-wheel-drive 4Matic model for an additional $2,000.

City/highway/combined fuel economy is rated by the EPA at a decent 25/34/28 mpg, aided by a standard idle stop-start system. It’s not a favorite with this reviewer because of the re-start hesitation when there’s a need to accelerate quickly off the line. But on the GLA250, there’s an off switch directly below the start button so you can disable it without searching through touch-screen menus. 

Safety equipment includes forward collision warning and automatic emergency braking — now increasingly demanded for motor vehicles everywhere — as well as the Mercedes attention assist, which monitors driver behavior and issues warnings to take a break.

Standard equipment includes such amenities as Bluetooth, Apple CarPlay, Android Auto, and dual-zone automatic climate control. Options on the tested GLA250 included $2,240 for performance AMG body styling, including a classy black diamond grille, and perforated front disc brakes; panorama sunroof (with a flimsy perforated sunshade), navigation system, SXM satellite radio, digital instrument cluster and center display, heated front seats, and auto-dimming inside and outside mirrors.

However, the tested GLA250’s sun visors did not slide on their support rods to adequately block sunlight from the side, there was no adaptive cruise control, and the redundant steering wheel controls included tiny buttons that mimic the center touch pad. The buttons were too susceptible to inadvertently touch while driving and, among other things, change a radio station.

The main attraction of the GLA250, however, is the driving dynamics, and this is where this borderline luxury crossover SUV shines. Its tidy dimensions — six inches shy of 16 feet — along with a stiff but supple suspension system and accurate steering delivers handling on curving roads that can match or better some sports sedans. The tradeoff is a choppy ride on the many pockmarked surfaces on U.S. roads.

It also is a comfortable long-distance cruiser that tracks steadily with few steering corrections needed and a reasonably quite cabin. Front and outboard rear seats, though covered in MB-Tex faux leather, are supportive and comfortable. The center-rear seat, as usual in many vehicles these days, is compromised by a high, hard cushion and intrusion of a floor hump that is a full eight inches high.

Sales of the Mercedes GLA-Class have been slipping in 2020. COVID-19 permitting, the new models should help them regain some solid footing.

Specifications

  • Model: 2021 Mercedes-Benz GLA250 four-door crossover sport utility vehicle.
  • Engine: 2.0-liter four-cylinder, turbocharged; 221 hp, 258 lb-ft torque.
  • Transmission: Eight-speed dual clutch automatic with manual-shift mode and front-wheel drive. 
  • Overall length: 14 feet 6 inches.
  • Height: 5 feet 4 inches
  • EPA/SAE passenger/cargo volume: 98/15 cubic feet. 
  • Weight: 3,410 pounds.
  • EPA city/highway/combined fuel consumption: 25/34/28 mpg. Premium gasoline required.
  • Base price, including destination charge: $37,280.
  • Price as tested: $48,620.

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

Photos (c) Mercedes-Benz

2021 Mercedes-AMG GLC 63 S Coupe: A DriveWays Review…

by Frank A. Aukofer

At first glance, the 2021 Mercedes-Benz AMG GLE 63 S Coupe looks like a chubby fastback — something like a Kia Stinger or Audi A5 Sportback in need of laser liposuction.

But no. The porky look, like its extended proper name, identifies a high-performance luxury crossover sport utility vehicle that (gasp) carries an $87,110 price tag, including the shipping charge.

If that sounds deceptive, it is. This 5-foot-2 — no eyes of blue — is a rip-roaring rocket that can shoot to 60 mph in about 3.5 seconds, without even breathing hard. Governed top speed is 155.

It’s part of a relatively new breed of luxury crossovers that give up some functionality for perceived style — basically by lopping off part of the roof and tailgate to change the squared off SUV profile to something that resembles a sleek fastback. Think BMW X6, as one of the originals.

Though it has four doors and a hatchback, Mercedes prefers to call the AMG GLE 63 S a coupe, even as the company works to remove at least seven slow-selling traditional two-door coupes and convertibles from the U.S. market. 

At least as important as its shape from a sales standpoint is this machine’s guts. The AMG designation tells the tale: it means this stellar performer has been massaged by the Mercedes extra high-performance division. 

In this rendering, the brute power comes from an AMG tuned 4.0-liter V8 engine with twin turbochargers — a so-called biturbo — that delivers 503 hp and 516 lb-ft of torque to all four wheels through a nine-speed automatic transmission with manual-mode paddle shifters.

Lest anyone think that the AMG GLC 63 S is simply a powerful boulevardier, there are selectable driving modes that activate its range from Slippery through Individual, Comfortable, Sport, Sport Plus and Race. So, despite its crossover designation, it’s the sort of daily driver that wealthy owners can take on weekends to private, country-club racetracks like Monticello in New York State, where they can shred the tires to their hearts’ content.

Despite its arrest-inspiring power, the AMG GLC 63 S can function as your grand-aunt’s docile daily driver. Punch up the Normal driving mode and the throttle response softens for tootling around the suburban shopping malls. 

As a daily driver, this Mercedes delivers functionality with its posh luxury. It has about the same interior space as a midsize sedan with 99 cubic feet of space for up to five passengers and 18 cubic feet of cargo space, which expands to 36 cubic feet if you drop the rear seatbacks — easy with the touch of a button. However, manually wrestling them back up is a bit of a chore.     

The outboard back seats have plenty of head- and knee-room, and even the center-rear position has decent headroom, though the seat bottom is hard, and feet must be splayed beside a huge floor hump. The front seats are the place to settle, with giant seatback bolsters to grip your body in constant-radius racetrack sweepers.

For more routine entertainment, dial up the Sport, Sport Plus or Race settings and everything tightens up. The steering gets more responsive, and the transmission holds its breath until the engine rpms become unbearable, then it snaps off to the next gear. 

Of course, if your preference is a weekend at the track, there also are settings within the settings to challenge your abilities: Basic, Advanced, Pro and Master. Among other things, they allow you to disconnect the traction control, which no novice driver should ever do but which can help an experienced racer to hustle around the track.

The GLC 63 S Coupe, no surprise, is uncommonly well endowed, with as much standard active and passive safety equipment as you can cram into a modern automobile, as well as a host of luxury features. 

One that Mercedes should keep to itself is a couple of tiny touchpads — no more than a quarter-inch square — mounted on the steering wheel, which provide redundant controls for infotainment functions accessed from the center screen or touchpad.

They are located close to the steering wheel rim where your fingers and thumb rest if you use the recommended 9 and 3 o’clock hands position on the steering wheel. As often as not when you make a turn, a finger or thumb brushes one and changes a radio station or some other setting. It’s distracting and unnecessary.

Everything else is great.

Specifications

  • Model: 2021 Mercedes-AMG GLC 63 S Coupe four-door crossover sport utility vehicle.
  • Engine: 4.0-liter V8, bi-turbo; 503 hp, 516 lb-ft torque.
  • Transmission: Nine-speed automatic with manual-shift mode and 4Matic all-wheel drive.
  • Overall length: 15 feet 7 inches.
  • Height: 5 feet 2 inches.
  • EPA/SAE passenger/cargo volume: 99/18 cubic feet.
  • Weight: 4,548 pounds.
  • EPA city/highway/combined fuel consumption: 16/22/18 mpg. Premium fuel.
  • Base price, including destination charge: $85,095.
  • Price as tested: $87,110.

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

Photos (c) Mercedes-Benz

2021 Mercedes-AMG GLE 53 Coupe: A DriveWays Review…

by Frank A. Aukofer

It’s still a puzzle why any luxury manufacturer would produce a vehicle like the 2021 Mercedes-AMG GLE 53 Coupe.

It must have something to do with the psyche of some of its customers — people who maybe have the same mindset of those who rushed out to buy the BMW X6 after it was introduced in 2008.

2021 Mercedes-AMG GLE 53 Coupe

To some, it looked ridiculous. Take a tall midsize luxury sport utility vehicle, with all its attendant practicality, and shave the roof so at least the part above the beltline vaguely resembles a sleek fastback like an Audi A7.

Never mind that the effect is that of a clumsy effort to produce a stylish SUV with limited rear headroom and visibility, as well as truncated cargo space. Or, as a Car and Driver magazine critic wrote, it “proves that some people really do want a running shoe with a hiking sole attached.”

2021 Mercedes-AMG GLE 53 Coupe

Mercedes gives ‘em the Old Razzle Dazzle by describing its new AMG GLE 53 as a four-door Coupe. It’s even part of the official name. The company has produced other so-called coupes with four doors but some are tempting designs with sensuous fastback styling—what was called a torpedo body in the World War II era.

Except for the odd body and nosebleed price, the AMG GLE 53 Coupe has solid Mercedes-Benz credentials, enhanced by the company’s high-performance AMG arm. It is a mild hybrid with a 48-volt electric supercharger that contributes 21 hp to get things going without discernible turbo lag, connected to a 429 hp, 3.0-liter turbocharged inline six-cylinder engine that makes 384 lb-ft of torque.

2021 Mercedes-AMG GLE 53 Coupe

It could hardly have less given its high performance image and curb weight of 5,250 lbs. Mercedes-Benz says that the AMG GLE 53 can nail 60 mph in about five seconds, assisted by the mild hybrid system off the line, which also enables a sophisticated idle stop system that barely makes itself felt. Top speed is governed at 155 mph.

The transmission is a nine-speed automatic with a manual-shift mode controlled by paddles on the steering wheel. Mercedes 4Matic all-wheel drive and an AMG Ride Control air suspension system are part of the standard equipment.

2021 Mercedes-AMG GLE 53 Coupe

There are seven selectable drive modes for on- and off-road motoring: Sand, Trail, Slippery, Individual, Comfort, Sport and Sport Plus. The last is intended only for race track duty, and the onboard computer informs the driver whether there are any race tracks — or none at all — in the neighborhood.

The AMG GLE 53 Coupe is an easy driver, obviously with plenty of power, though it is almost six feet tall and has the substantial, even somewhat ponderous, feel of a big vehicle, though the heavy steering and handling feel secure on twisting roads. Because of the bias toward handling, the ride is a bit stiff.

2021 Mercedes-AMG GLE 53 Coupe

Despite the off-road equipment, this is more of a confortable road runner suited to long-distance travel on Interstate highways. It is uncommonly well dressed, and the price tag bears witness to the long list of standard and optional equipment and features.

The starting price of $77,495, including the destination charge, looks almost reasonable. But the tested Coupe also came with a whopping $27,829 worth of options — an amount that could buy you a nice compact crossover SUV.

2021 Mercedes-AMG GLE 53 Coupe

The equipment is too extensive to fully list here, but includes a suite of safety features enhanced by one of the biggest head-up displays anywhere, along with Distronic adaptive cruise control, emergency braking, heated and ventilated seats, four-zone automatic climate control, navigation, Burmaster surround-sound audio, SXM satellite radio, and Apple CarPlay and Android Auto. A particular favorite for this review was the massage function built into the driver’s seat. Relaxing.

2021 Mercedes-AMG GLE 53 Coupe

There’s a bewildering array of buttons, switches and icons on the  console, steering wheel and center screen, some of them redundant. They can be learned but it takes time and practice to get everything set up properly. Don’t fiddle with them while driving.

The AMG GLE 53 Coupe does come up short in a few areas. There are no assist handles inside for entering and exiting. Visibility to the rear is limited, with wide pillars flanking a small rear window that resembles a machine gun port in a military bunker. And the sunshade for the glass sunroof is made of a perforated cloth that admits too much light and heat.

2021 Mercedes-AMG GLE 53 Coupe

Specifications

  • Model: 2021 Mercedes-AMG GLE 53 Coupe four-door crossover sport utility vehicle.
  • Engine: 3.0-liter six-cylinder, supercharged and turbocharged; 429 hp, 384 lb-ft torque.
  • Transmission: Nine-speed automatic with manual-shift mode and all-wheel drive.
  • Overall length: 16 feet 3 inches.
  • Height: 5 feet 8 inches.
  • EPA/SAE passenger/cargo volume: NA/23 cubic feet.
  • Weight: 5,250 lbs.
  • EPA city/highway/combined fuel consumption: 18/23/20 mpg. Premium fuel required.
  • Base price, including destination charge: $77,495.
  • Price as tested: $105,324.

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

2021 Mercedes-AMG GLE 53 Coupe

Photos (c) Mercedes-Benz

2020 Mercedes-AMG CLA35 4MATIC: A DriveWays Review…

by Frank A. Aukofer

With its tongue-twisting moniker of 2020 Mercedes-AMG CLA35 4MATIC, this new four-door coupe heralds what Mercedes-Benz calls a new era of “dynamic and awe-inspiring vehicles” from its high performance division.

As most Mercedes enthusiasts know, Mercedes-AMG is the company’s hot rod arm. It originally was an independent company that modified and tuned existing vehicles from the German manufacturer, including race car engines, to squeeze out and enhance every dollop of speed and excitement available.

Mercedes-AMG CLA 35 4MATIC (2019)

The two eventually signed cooperative agreements to take advantage of Daimler Benz’s world-wide reach and, in 2005, AMG became part of the Daimler empire, named Mercedes-AMG.

Mercedes is a luxury/performance brand, so you could view Mercedes-AMG as an ultra-luxury/super-performance brand, as attested  to by the higher prices of Mercedes vehicles that carry the AMG escutcheon.

Mercedes-AMG CLA 35 4MATIC (2019)

The company says the new CLA35 is the first of half a dozen upcoming new AMG vehicles in varying body styles and performance parameters that will function as gateways to the Mercedes-AMG brand.

So it’s likely no surprise that the AMG CLA35 four-door makes its debut at the entry level of a car that, in the version tested here, tips the money scales at $65,765. No way can it be considered as an automotive dog door.

Mercedes-AMG CLA 35 4MATIC (2019)

It is called a coupe according the current notion that low-slung, streamlined cars can use the description regardless of whether they have two or four doors. In the AMG lineup, it is an opening bet — classified as a subcompact by the U.S. government, with 89 cubic feet of space for passengers and a trunk of 12 cubic feet. That’s smaller than a Nissan Versa or Hyundai Accent.

Still, it’s decently accommodating for four. The front seats are supportive and comfortable, though back support is intrusive. In back, there’s knee-and head-room for average-sized adults in the outboard seats, although narrow lower door openings make it difficult to enter and exit. There’s a seatbelt, but forget the hard and cramped center-rear position.

Mercedes-AMG CLA 35 4MATIC (2019)

The AMG CLA35 is not about spacious comfort. It’s a sports sedan, powered by a 302-hp, turbocharged 2.0-liter four cylinder engine that develops 295 lb-ft of torque, delivered to all four wheels through a seven-speed dual-clutch automatic transmission with manual shifting via steering-wheel paddles. Zero-to-60-mph acceleration is rated at 4.6 seconds with a top speed of 155 mph.

If you try anything close to that, things get raucous. Though the AMG CLA35 is an exciting car to drive, it’s also very noisy. Unless the road is pool-table smooth with asphalt paving, the road noise announces itself rudely at freeway speeds. It’s as if the AMG engineers had stripped out  the sound-deadening insulation to lop a few tenths of a second off the race track lap time.

Mercedes-AMG CLA 35 4MATIC (2019)

On curving roads, the tires grab the road surface, and the supple suspension system and accurate steering keep the AMG CLA35 planted with almost no body lean. It’s a bit of a different story in modest driving on urban streets and freeways, where the aggressive lane-keeping assist and collision avoidance systems combine to deliver enough hiccups to warrant constant driver attention.

As with many European cars these days, which have to contend with nosebleed gasoline prices, the AMG CLA35 comes with an idle stop-start system, which chokes off the engine at stoplights and re-starts when you lift of the brake.

Mercedes-AMG CLA 35 4MATIC (2019)

It’s OK if you’re just noodling around but if you like to get a jump off the line, it’s annoying. On the AMG CLA35 it can be turned off but sometimes there’s still a bit of a hesitation as the turbocharger spools up. Sometimes you can’t win.

Like every modern vehicle, this sports sedan makes every effort to satisfy the techies among us. There are five driver-selectable driving modes that use computer software to modify engine, transmission, steering and exhaust system settings. On some models — not the test vehicle — you can change the settings with optional steering-wheel buttons while keeping your hands on the wheel.

Mercedes-AMG CLA 35 4MATIC (2019)

The 2020 AMG CLA35 also comes with a state-of-the-art infotainment system with voice activation (“Hey, Mercedes”) and touch screen capability. It enables the driver to change the look — and information displayed — on the instrument panel.

Truth be told, there are not many subcompact sedan/coupes that could keep up wheel-to-wheel with this Mercedes-AMG. However, one scintillating, more than worthy competitor is the German subcompact four-door with another kinky name: the Audi RS3 2.5T Quattro S tronic. Sweet.

Mercedes-AMG CLA 35 4MATIC (2019)

Specifications

  • Model: 2020 Mercedes-AMG CLA35 4MATIC four-door coupe.
  • Engine: 2.0-liter four-cylinder, turbocharged; 302 hp, 295 lb-ft torque.
  • Transmission: Seven-speed twin-clutch automatic with manual-shift mode and all-wheel drive.
  • Overall length: 15 feet 5 inches.
  • EPA/SAE passenger/trunk volume: 89/12 cubic feet.
  • Weight: 3,505 pounds.
  • EPA city/highway/combined fuel consumption: 23/29/25 mpg. Premium fuel.
  • Base price, including destination charge: $47,895.
  • Price as tested: $65,765.

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

Mercedes-AMG CLA 35 4MATIC (2019)

Photos (c) Mercedes-Benz

When is a Coupe Not a Coupe? When It’s a 2020 Mercedes-AMG GLC 63 Coupe

by Jason Fogelson

I have to rethink everything I’ve said over the years about the word “coupe.” I’m a traditionalist, and cling to the definition “a two-door hardtop car.” In my head, I picture a 1969 Chevy Nova two-door notchback – that’s my Platonic ideal of a coupe. The four-door version is a sedan. In my head, both of these cars are brown, by the way.

Mercedes-AMG GLC 63 S 4MATIC+ Coupé (2019)

Mercedes-Benz began to tinker with the word “coupe” when it brought the 2004 CLS-Class. It was a four-door sedan with coupe-like styling, and it was gorgeous. And Mercedes called it a coupe, despite the fact that it was empirically a sedan. The CLS-Class caught on, and spawned a flock of coupe-styled four doors, so it wasn’t a big surprise when the coupe-styling craze jumped across to SUVs, notably first on the BMW X6. Coupe-like styling gave the X6 a visual boost over the X5, but actually reduced the utility of the utility vehicle. Still, BMW did it again with the X4, a four-door liftback SUV that they call “the Sports Activity Coupe.” I shake my old man fist at the X4, and insist that it turn down its loud music and gets off my lawn.

Profile Left Blue

Now, I may have to eat my words. I spent a week test-driving the 2020 Mercedes-AMG GLC 63 S Coupe, and I fell in love. I no longer care whether they call it a coupe, an SUV, or a phaeton. Call it whatever you like – I call it fantastic.

As with all AMG vehicles, it all starts with the engine. This one gets a twin-turbocharged 4.0-liter V8 that’s rated to produce 503 hp and 516 lb-ft of torque, and uses an AMG Speedshift MCT nine-speed automatic transmission. The engine sings its siren song through a perfectly tuned exhaust, delivering a throaty note that rumbles in the pit of your stomach. The transmission can be operated manually via paddle shifters, or automatically, where it does a great job. The power comes on in a rush, and just keeps coming. Mercedes states a 0-60 mph time of 3.6 seconds, and top speed is quoted at 174 mph (electronically limited). 4MATIC all-wheel drive is standard.

Mercedes-AMG GLC 63 S 4MATIC+  (2019)

Six dynamic driving modes are available in a new suite called AMG Dynamics. The modes (Slippery, Comfort, Sport, Sport+, Individual and Race) select parameters for throttle response, transmission behavior, steering feel, suspension settings, all-wheel drive torque distribution, locking differential action, and stability control – in other words, just about every aspect of driving. Cruising around, I tended to leave the Coupe in Comfort. When I wanted to romp a bit, I switched to Sport+, which stiffened up the ride and steering substantially, and put the Coupe on its toes – a real jolt of caffeine. If I had more time with the car, I would have invested time in dialing in an Individual setting for my favorite roads.

Mercedes-AMG GLC 63 S 4MATIC+ Coupé (2019)

GLC’s interior is elegantly tailored. It has a subtle mix of materials, and uses carbon fiber to great effect, trimming it with polished metal and accenting with piano black. The dash is simple, sturdy, and perfect – one of my favorites. The landscape-oriented 10.25-inch infotainment screen sits above the center stack, close to the driver’s line of vision, which is great. It’s loaded with a new MBUX infotainment system, which is easy to navigate. The information is spread across the big screen, and supplemented or echoed in the 12.3-inch instrument cluster above the steering wheel. A head-up display is available ($1,100), and would be a smart addition for the safety-minded driver. I’m a big fan.

Mercedes-AMG GLC 63 S 4MATIC+  (2019)

Outside, I love the lines of the Coupe. I have trouble thinking of it as an SUV, because it really doesn’t have the stance or proportions that I have come to expect of an SUV. It’s somewhere between a fastback and an SUV. If you’re looking for a vehicle that maximizes cargo capacity, this is not the one for you. But, if you need a bit more usable interior room than a traditional sedan, and still want a sleek profile and a sporty-looking vehicle, the GLC delivers. It’s athletic and taut, and really quite gorgeous, especially with Mercedes-AMG-level fit-and-finish.

All this beauty comes at a price. The base price for the 2020 Mercedes-AMG GLC 63 S Coupe is $84,100. My test vehicle with options came with an as-tested price of $96,425. Compare this to a base Mercedes-Benz GLC Coupe, which starts at $50,000, and it’s a little bit of a jolt.

Mercedes-AMG GLC 63 S 4MATIC+ Coupé (2019)

You should also compare the GLC 63 S to the Porsche Macan, BMW X4, Acura RDX, Infiniti QX60 and Land Rover Range Rover Velar before making a decision.

I’ll be the one over here eating my words, and scratching out the definition of “coupe” in my dictionary.

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

Mercedes-AMG GLC 63 S 4MATIC+ Coupé (2019)

Photos (c) Mercedes-Benz

Five Reasons To Buy A 2020 Mercedes-Benz Sprinter

by Jason Fogelson

I may never need a van like the 2020 Mercedes-Benz Sprinter 3500XD Crew Van. But during my week test-driving one, I found myself thinking about why I should own a Sprinter. Here are my top five reasons to buy a 2020 Mercedes-Benz Sprinter.

Pressefahrvorstellung Mercedes-Benz Sprinter, Amsterdam 2018 // Press test drive Mercedes-Benz Sprinter, Amsterdam 2018

Reason #1: You can load most anything in the back, and still carry passengers. I drove a Sprinter with a 144-inch wheelbase, and it can hold 261.3 cubic feet of cargo. I’m six feet two inches tall, and I can comfortably stand in the back. The back doors open a full 180 degrees, and the door opening is over 72 inches tall and 60 inches wide. The floor is over 70 inches wide at its broadest points. I imagined stuffing a room full of furniture in the back, or a pair of motorcycles, or a pile of mattresses – all behind the removable second row bench seat.

The New Sprinter

Reason #2: It’s easy to drive, and even fun. My test car came with a 3.0-liter V6 turbo-diesel engine (188 hp and 325 lb-ft of torque) with a seven-speed automatic transmission and all-wheel drive. While those figures may seem modest, the Sprinter is sprightly off the line, and has no problem keeping up with traffic. The high seating position provides a great view of the road ahead, and there’s little chance that anyone’s going to miss seeing a Sprinter in traffic.

Weltpremiere Mercedes-Benz Sprinter, Duisburg 2018 // World premiere Mercedes-Benz Sprinter, Duisburg 2018

Reason #3: The Crew Van is a blank slate, perfect for upfitting. If you’ve got an idea for how to use a van, it’s likely that the Mercedes-Benz parts and accessories team has an assortment of workbenches, shelving and other modular parts designed to work inside the Sprinter to turn it into a mobile workshop, store or even kitchen.

The New Sprinter

Reason #4: Available 4×4 can turn the Sprinter into a go-anywhere base of operations. A high- and low-range 4×4 transfer case (part of a $7,800 package) can even be fitted on 3500 models like the one I test drove, which came with dual rear wheels. Just image the terrain you could cover.

Pressefahrvorstellung Mercedes-Benz Sprinter, Amsterdam 2018 // Press test drive Mercedes-Benz Sprinter, Amsterdam 2018

Reason #5: Maybe the best (and worst) reason of all to buy a Sprinter: It just looks cool. There’s something about the way the 4×4 Sprinter sits that just says “I’m ready for anything.” And that’s cool, and that inspires my fantasies about all the great things I could accomplish, if only I owned a Sprinter.

Pressefahrvorstellung Mercedes-Benz Sprinter, Amsterdam 2018 // Press test drive Mercedes-Benz Sprinter, Amsterdam 2018

The Sprinter comes in multiple configurations, starting at $33,790 for a Cargo Van. If you’re really ambitious, you could start with a Cab Chassis (starting at $39,790), and go the full custom route to create the exact vehicle you want. For me, the 3500XD Crew Van that I test drove hit the sweet spot, usable for up to five occupants, but still with enough configurable open space in the rear to be really useful. With an as-tested price of $71,496, the 2020 Mercedes-Benz Sprinter 3500XD Crew Van will not an impulse buy for me – but it is a thoroughly capable, attractive and inspirational vehicle. If it fits your needs, I’d recommend checking it out.

Weltpremiere Mercedes-Benz Sprinter, Duisburg 2018 // World premiere Mercedes-Benz Sprinter, Duisburg 2018

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

 

Weltpremiere Mercedes-Benz Sprinter, Duisburg 2018 // World premiere Mercedes-Benz Sprinter, Duisburg 2018

Photos (c) Mercedes-Benz

Peak Luxury SUV in the 2020 Mercedes-Benz GLS-Class

by Jason Fogelson

It looks like we’re approaching the end of the era of the full-sized gasoline-powered luxury SUV. Electric and hybrid gasoline-electric vehicles are closer than the horizon; they’re taking up parking spaces all around us. So, I’m glad that I’ve had a chance to spend a week in an SUV that may represent the peak of its genre – the 2020 Mercedes-Benz GLS 580 4MATIC – just before its genre begins to disappear.

Der neue Mercedes-Benz GLS Utah 2019 // The new Mercedes-Benz GLS Utah 2019

GLS is a three-row SUV, now entering its third generation of production. The first-generation (2007 – 2012) and part of the second-generation (2013-2019) vehicles were called “GL” until 2016, when the Mercedes SUV lineup underwent a change of nomenclature to correspond with its car-naming conventions. Instead of a disorganized set of class names, Mercedes now has GLA, GLB, GLC, GLE and GLS models (and the roguish G-Class), roughly corresponding to the A-, C-, E- and S-Class sedans, wagons, coupes and cabriolets (B-Class is not currently sold in the U.S.). If you think of the GLS as the S-Class of SUVs, you’ll have a good picture of where it fits into the Mercedes lineup.

Exterior

GLS is a big and beautiful SUV, with assertive, elegant styling that is not overwhelming or overstated. It is 205 inches long, 84.9 inches wide (with mirrors) and 71.8 inches tall, and weighs in at 5,699 lbs. Somehow, wearing 21-inch wheels and with a minimum of 7.9 inches of ground clearance, it still manages to have a great stance. Fit and finish are first-rate, as expected on a luxury car. My test vehicle wore a coat of optional ($720) Mojave Silver Metallic paint, the automotive equivalent of a grey flannel suit, and projected an air of executive competence.

Exterior

Inside, the GLS cabin is like a taller version of the S-Class cabin. Drivers who prefer a tall seating position and commanding outward view will love the GLS. The third row is easily accessible, and actually makes GLS a superior passenger conveyance over S-Class. With 17.4 cubic feet of luggage space behind the third row, it has almost as much capacity as the S-Class’s 18.7 cubic-foot trunk. Fold down the second row, and you’ve opened up 42.7 – 48.7 cubic feet of room. If both second and third rows are folded flat (which you can do with the push of a few buttons), 84.7 cubic feet of luxury goods can fit in the GLS.

Exterior

Luxury is a given in a Mercedes-Benz, and so is technology. GLS is loaded with it, from the ridiculous to the sublime. On the ridiculous side is a new Car Wash mode, which can be triggered to automatically fold in the side mirrors, close the windows and sun roof, turn on the forward-facing camera, and disengage all-wheel drive. If you’ve invested $100,000 in your GLS, I guess you’ll want to keep it clean. On the sublime side, a widescreen digital instrument cluster and widescreen infotainment display, along with optional ($1,100) head-up display provide clear, uncluttered information to the driver at all times. Mercedes-Benz’s interface has improved over the years, and is now intuitive and simple to navigate, responding to swiping gestures familiar to tablet and smartphone operators. The standard Burmester Surround Sound System is nothing short of magnificent. The leather seating is firm and comfortable, with standard massage, ventilation and heating for driver and front passenger, optional ($4,400) Executive Rear Seat Package Plus adding heat and ventilation to the second row. My test car also had the Energizing Package Plus ($2,100), which gilds the lily with Active Multicontour front seats and Air-Balance with fragrance – so you can add specially curated scents to your interior.

Interior

It would be easy to spend all day listing features on the GLS 580, none of which would matter if it weren’t for the beast of an engine that lurks under its hood. A 4.0-liter twin-turbocharged V8 pumps 483 hp and 516 lb-ft of torque into a nine-speed automatic transmission and all-wheel drive (4MATIC). Mercedes estimates 0-60 mph times at 5.2 seconds, which is plenty quick for a car, and downright impressive for a 5,700-lb SUV. What’s even more impressive is the way that the GL handles and steers. Air suspension is standard, and my test vehicle came with $6,500 E-Active Body Control, which can actively alter control spring and damping forces at each wheel and even lean the vehicle into bends like a motorcycle (subtly, of course). A stereo camera is employed to scan the road surface ahead, so the suspension can be pre-loaded to compensate for bumps and dips. The result is a smooth ride, even over the winter-ravaged Michigan roadways that I had to contend with during my test period.

Exterior

Make no mistake, this is a high end, luxury conveyance with a big price tag. GLS 580 starts at $98,800, and my test vehicle was loaded with options, taking it to an as-tested price of $119,950. Compare it to the BMW X7, Cadillac Escalade, Audi Q8, Lincoln Navigator, Lexus LX, and Volvo XC90.

Until the Mercedes-Maybach GLS ultra-luxury SUV arrives for 2021, I think we’ve seen the peak of gasoline-only luxury SUVs in the 2020 Mercedes-Benz GLS 580 4MATIC.

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

Der neue Mercedes-Benz GLS Utah 2019 // The new Mercedes-Benz GLS Utah 2019

Photos (c) Mercedes-Benz

2020 Mercedes-Benz CLS450 4MATIC: A DriveWays Review…

by Frank A. Aukofer

If your heart desires and your finances can handle the slinky 2020 Mercedes-Benz CLS450 4Matic Coupe, figure on two things: Learning how to duck and sometimes getting annoyed.

The former is needed because this compact luxury/sport car possesses a stature that is hunkered down and menacing, with a low roofline, forcing almost everyone to duck way down just to enter the driver’s seat — or any door, for that matter — lest a noggin gets cracked. That vertically squished profile likely is the reason Mercedes formally refers to the four-door CLS450 as a Coupe.

2019 Mercedes-Benz CLS

A periodic annoyance occurs when the radio jumps to a different station than the one you’re enjoying. An in-depth investigation revealed that it happens while turning and accidentally bumping buttons on the steering wheel.

It happens when you use the recommended nine and three o’clock position for hands on the wheel. That places the thumbs in close proximity to the switches and buttons on both sides of the wheel. The culprit is a button that returns to previous settings.

If you’re listening to the SXM radio, brushing the button will send you back to a previous station — classical music to country, for example. If that’s not annoying enough, it’s a distracting four-step process to return to your original station: Use the control knob on the console to select presets, press, then scroll to your station and press again.

2019 Mercedes-Benz CLS

Though a minor annoyance, it doesn’t detract from this entertaining, superbly performing, comfortable and quiet sports sedan/coupe that lives up to its $73,445 base price. With options, it swells to $81,575

As noted, it’s low down, just four feet eight inches tall, so even your five-foot tall friend can see over the top. With 105 cubic feet of space inside, divided into 94 for passengers and 12 in the trunk. it is classified as a compact by the Environmental Protection Agency. It seats four in reasonable comfort, though without much extra space in back.

_F8A8877-sourceThere is a seatbelt for a fifth passenger in the center-rear but don’t try putting anyone there unless it’s an emergency. A hard cushion and a big floor hump rudely intrude.

Where the CLS450 shines is in the driving experience. It is a 4Matic, Mercedes-speak for all-wheel drive, and it is powered by a 3.0-liter inline six-cylinder engine that is turbocharged and boosted by a 48-volt electric motor. The system makes 362 hp and 369 lb-ft of torque, the twisting force that enables rapid acceleration off the line.

It’s heartening to see inline sixes returning in an era of V6s and four-cylinder turbo engines. Inline sixes are renowned for their smooth and linear delivery of power.

_F8A8906-sourceThe addition of the electric mild hybrid motor, called Eco Boost, does two things: It eliminates any hint of turbo lag, that hesitation off the line as the turbocharger spools up. It also enables an idle stop-start system that is so unobtrusive you hardly know it’s there. The stop-start contributes marginally to the EPA’s city/highway/combined fuel economy rating of 24/30/26 mpg.

Power travels to the wheels through a velvety nine-speed automatic transmission with a manual shift mode controlled by paddles on the steering wheel. It’s nice if you like to shift for yourself, especially to hold gears in mountainous driving, but you hardly need it. The onboard computer precisely handles the automatic shifting.

_F8A9057-sourceMercedes rates the CLS450 4Matic’s zero-to-60-mph acceleration time at 4.8 seconds,  with a governed top speed of 130 mph.

Specifications are important, of course, but the proof is in the driving. There are five selectable driving modes: Eco, Comfort, Sport, Sport Plus and Individual. They vary shift points, as well as steering and suspension settings. But the truth is, the CLS450 is as capable as almost anyone might want even in the Comfort setting, which enhances the ride and overall smoothness.

2019 Mercedes-Benz CLS

The six-cylinder engine emits a satisfying growl, especially under hard acceleration, but settles down to just enough of a drone in cruising to let you know it’s poised there under the hood to growl again on demand.

There’s tactile feedback through the steering wheel and cornering is accurate with little body lean around curves. Though the CLS450 lacks a spare wheel and uses tougher run-flat tires, they don’t seem to affect the comfortable ride.

Anyone who enjoys driving for its own sake will embrace this cookie, even with the ducking in and out. Now, about those steering- wheel buttons…

2019 Mercedes-Benz CLS

Specifications

  • Model: 2020 Mercedes-Benz CLS450 4MATIC Coupe four-door.
  • Engine: 3.0-liter V6, turbocharged; 362 hp, 369 lb-ft torque.
  • Transmission: Nine-speed automatic with manual shift mode and all-wheel drive.
  • Overall length: 16 feet 4 inches.
  • EPA/SAE passenger/trunk volume: 93/12 cubic feet.
  • Weight: 4,300 pounds.
  • EPA city/highway/combined fuel consumption: 23/30/26 mpg.
  • Base price, including destination charge: $73,445.
  • Price as tested: $81,575.

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

2019 Mercedes-Benz CLS

Photos (c) Mercedes-Benz

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