Anyone who buys a Mercedes GLE SUV instead of the luxury pinnacle GLS can be forgiven. The midsize GLE is a big step up from the compact GLC crossover, while the gap from GLE to full-size GLS—the S-Class of SUVs—is not as gaping.

2020 Mercedes-Benz GLE 450 4Matic

I last drove the GLE 450 during judging for the 2020 MotorTrend SUV of the Year award. At that time, it was evident that Mercedes continued its tradition of paying impeccable attention to detail with appropriately luxurious materials. As a result, the GLE 450 exudes a truly premium aura.

It was time to revisit the SUV to see if that first impression still rings true. So, I spent some time with a 2020 Mercedes GLE 450 4Matic—meaning all-wheel drive—in addition to the 3.0-liter turbocharged I-6 engine that generates 362 horsepower and 369 lb-ft of torque and is mated to a nine-speed automatic transmission. It also has an integrated starter generator known as EQ Boost to create a fuel-saving mild-hybrid system.

Once parked, I pondered whether the interior is befitting of the $82,485 sticker price. The base price is $62,145, but this particular model’s price tag included $1,620 for two-tone black and Tartufo (rich mocha-like brown) leather and $160 for natural grain grey oak wood trim as part of the paint and upholstery package.

Let’s start with those. The colors do feel warm and decadent, and the wood is striking, so if you have the money to pamper yourself, this is a good way to do so. The upholstery has contrast stitching as well, and the seats are a nice mix of firm support and comfort.

The color palette and material mix continues on the dash and doors but adds some MB-Tex (Mercedes’ high-quality fake leather) on the dash and doors. It is a $700 pop for the upper dash and door trim.

The four rectangular vents across the center of the dash are classy, functional, and trademark Mercedes. They are set in the oak trim and rimmed in bright metal, matching the row of switchgear in a row below.

Overhead is a black fabric headliner. It is soft enough but does not go full-lux with Alcantara like some top-level luxury vehicles do. The panoramic sunroof is a $1,000 option.

Further setting the mood are the pinstripes of mood lighting that snake along surfaces, running along the dash and halfway across the doors. They also run along the grab handles that flank the center console and the lights also find their way into the footwells.

You can get a rotation of colors that change every few seconds creating a mood, for example, by going from red to purple to pink to blue. The brightness can also be adjusted. And when you change the cabin temperature, the light will turn red indicating more heat; blue if you are cooling things down.

Those grab handles—in leather with contrast stitching and wood trim between them—are a personal favorite design feature. An extra $180 ensures the cupholders housed there are both heated and cooled.

2020 Mercedes-Benz GLE 450 4Matic

Do The Seats Heat, Cool And Massage?

The long list of optional equipment includes $350 so the front passenger has a power seat; no date should have to resort to manual adjustment. For an extra $1,050, the Warmth and Comfort package adds fast-heating front seats and cozy heated front armrests and door panels.

Need to cool those seats too? The $2,100 Energizing Comfort Package Plus ups the ante with ventilated massaging seats. There are a number of excellent massage patterns to choose from with names like “wave massage,” “mobilizing massage,” and “classic massage.” Or opt for “seat kinetics” that keeps driver’s circulation stimulated with periodic small jabs of movements to the seat cushion and backrest.

The GLE has the basic Mercedes steering wheel with lots of controls at your fingertips, and the spindly gear shifter stalk attached that feels like the cheapest element, arguably, in the entire vehicle. The extra $250 for the heated steering is totally worth it if you live in the north or the mountains.

2020 Mercedes-Benz GLE 450 4Matic

How Big Is That Touchscreen?

What’s better than a 12.3-inch screen? Two of them. One is the widescreen digital instrument cluster and the second, a touchscreen, is right beside it. While they are in fact separate, they present as a single, horizontal screen stretching across much of the vehicle. The graphics are sophisticated and crisp.

The MBUX infotainment system is compatible with Apple CarPlay and Android Auto. The $1,600 Technology Package includes the MBUX augmented video for navigation, which uses the front camera to overlay street images on the map with street names and guiding arrows to make the directions easier to follow. The package also adds a head-up display, and the MBUX interior assistant will recognize the proximity of a finger on the underside of the rearview mirror and automatically turn on the reading light.

Hey, Mercedes

The car perks up whenever you say ‘Mercedes.” Simply say “Hey, Mercedes” to initiate a voice command. It sounds great in theory but can be annoying. The car-that-cannot-be-named in regular conversation will interrupt you, anxious to please. Similarly, because the car reacts to hand gestures, keep your hands on the wheel unless you mean to make something happen.
To stay connected, the $1,000 Premium Package bundles satellite radio with power outlets, accessory adapters, wireless charging, and the 64-color ambient lighting with illuminated door sills. A pet peeve: Mercedes only uses USB-C ports even though most phones and devices still use a regular USB, which is larger. It means most regular cords won’t work without an adapter. There are two ports for the front seat and two more for the second row.

Our model included the $850 Burmester surround sound system. In the excellent acoustics of the well-damped cabin, the sound is premium.

2020 Mercedes-Benz GLE 450 4Matic

Second Row Not For Second-Class Passengers

The second row is really designed for two people; no regular person fits in the middle, and the space is better used by pulling down the fold-down leather armrest and cupholder. The back of the front seats are a combination of leather and plastic with handy mesh cargo nets.

There are two vents in the center console to change the direction of the air flow in back, but temperature is controlled from the front seat. The unit has a small plastic ledge that a small phone fits onto poorly and an oversized phone might not rest very securely. In a strange nod, there is a tray seemingly for coins. Who carries coins anymore? There are two more USB outlets; again they are USB-C.

To protect rear passengers’ privacy, the SUV has power side-window blinds, a $580 option.

The doors are soft-close (automatically cinching tight after you close them just enough for the latch to catch) and have a substantial feel to them, befitting the car’s price point. But I would not pay $650 for the illuminated running boards. It’s not the illumination I object to; it’s the running boards themselves that can make it harder to get in. This feature is almost untenable on the smaller GLC, where the vehicle is not high enough to need the help and the boards are wide enough that they are an obstruction. In the larger GLE, the running boards are more useful but still straddle the line between helpful and hindrance.

Ample Cargo Area

The cargo area is expansive with metal plates to protect the sill while loading and black carpet throughout. There is a mesh net on one side for storage, in this case a first-aid kit and ice scraper. A retractable cargo cover does the trick but is not extraordinary like the BMW’s cover that rolls back automatically and disappears into the floor between the second and third rows. On the GLE, the liftgate raises extremely high and did not recoil as it approached the top of the garage. Folding down the second-row seats is a manual operation.

Overall, the interior of this five-passenger SUV largely mirrors what you would find in the larger, more luxurious, and more expensive GLS. Many of the creature comforts are optional, so you can add as many or few as you want or can afford. A bare bones base model will still delight, but the extra goodies will pamper and spoil.

Via: MotorTrend.com

Something important happened at Mercedes-Benz in 2018. For the first time ever, the GLC-Class SUV surpassed the venerable C-Class sedan in sales, becoming the best-selling Mercedes in America. The world is officially upside down. The GLC now accounts for 22% of Mercedes sold in the United States. The rest of the Mercedes SUV lineup makes up another 22% of sales, emphasizing that all these crossovers are critical to Mercedes’ bottom line. That makes the redesigned 2020 GLC-Class the most important new vehicle that Mercedes has launched in years. The larger GLE and GLS have already been refreshed, and the all-new GLB is coming shortly to complete the team.

2020 Mercedes-Benz GLC

2020 Mercedes-Benz GLC Interior

The new GLC will be available in five different configurations. There’s the base GLC 300 in square-backed SUV body or a fastback four-door coupe configuration, and then the AMG GLC 63 in the same body styles. Finally, there’s a top-trim GLC 63 S coupe, which recently claimed the title of “Fastest SUV in the World” with a blistering 7:49.369 lap of the Nordschleife.

The salient points of the new GLC are simple: Mercedes luxury, performance, and advanced tech. Wisely, Mercedes kept the entry price of the base model within reach of aspiring premium SUV buyers, while providing a trim walk that provides easy access to both style and features. By making the GLC attractive and achievable, Mercedes plans to keep the momentum going.

Hey Mercedes, can you give us a break?

The biggest feature change in the 2020 GLC line is the addition of the Mercedes-Benz User eXperience (MBUX) infotainment system as standard equipment. This technological marvel has been exhaustively described before, and already appears in both the GLE and GLS platforms.

You can control the entire MBUX system and all the vehicle parameters three ways: through the wide 10.25-inch touchscreen on the dash, through the touchpad on the console, or by voice. The only thing to note for the GLC is that the “Hey Mercedes” voice-controlled digital assistant feature is still far too easily triggered. If anyone in the vehicle says “Mercedes,” the system pauses music and navigation to ask what you want.

Still, that’s a small price to pay for the benefits of the system. You can ask the GLC for virtually anything you want, from a different radio station to climate controls and MBUX will handle it for you. If you sprung for the optional Augmented Video navigation, the system has a great feature. When you’re approaching a turn, the center display switches from the map to a camera view of the road ahead with floating labels for side streets and big floating arrows that show you where you should be going. Augmented reality is now in your new Mercedes.

The latest DISTRONIC driver assistance

Another big deal in the new GLC is the latest generation of Mercedes’ DISTRONIC advanced driver assistance services. Active distance assistance helps keep the GLC at a safe following distance, even when traffic is inconsistent in speed. The system also brakes automatically for stopped vehicles ahead and manages stop-and-go traffic jams for you.

Active steering assistance will gently help you steer the GLC if you want that. But honestly, the new GLC drives so well you’re likely to want to keep that pleasure for yourself. More than a kinda-sorta autonomous-like feature, the system will also help you change lanes safely, and it will bring the GLC to a stop if you’re unresponsive.

Along with many other driver assistance features, one more to call out is the Active Speed Limit Assist. This feature works with the adaptive cruise control to keep you at the posted speed limit. If you’ve ever blown into a small town while enjoying a brisk drive, only to find yourself on the wrong side of the local cops, you’ll appreciate this feature.

A few new exterior design cues

All of the new GLC models have some new design cues to ogle. Base GLC 300 models now have a trapezoidal grille with a horizontal bar and Mercedes-Benz tri-pointed star, while the AMG performance models get an entirely different face with a rounded grille of vertical bars.

PRICE AS DRIVEN: $95,895; includes these major options: $1,250 AMG Performance Exhaust; $4,550 Burmester High End 3D Surround Sound audio; $4,200 Designo Nappa Leather Pkg.; $1,050 Warmth and Comfort Pkg. (heated armrests, steering wheel, “Rapid Heating” front seats); $1,290 Parking Assist Pkg.; $2,250 Driver Assistance Pkg. (Steering, Lane Change, Lane Keep, Emergency Stop, Blind Spot and more, all actively assisted, plus Route-Based Speed Adaptation); also, $6,610 in other stand-alone options

DRIVE FORMAT: 4Matic AWD

BASE PRICE: $74,695

ENGINE: 3.0-liter turbocharged and electrically supercharged inline 6 with EQ Boost mild-hybrid assist

HORSEPOWER: 429 at 6100 rpm

TORQUE: 384 lb.-ft. at 1800 rpm

RECOMMENDED FUEL: Premium

TRANSMISSION: Nine-speed automatic with paddle-shift manual mode

EPA MPG: 21 city/28 hwy/23 combined

WHEELBASE: 113.1 inches

LENGTH: 190.0 inches

TRUNK: 10 cu. ft.

CURB WEIGHT: 4,429 lbs.

WHERE BUILT: Bremen, Germany

2019 Mercedes-Benz AMG E53 coupe

When it comes to excellence in ultra-high-performance personal luxury cars, the Mercedes-Benz AMG E53 coupe takes a back seat to no one — including its back seat.

It’s odd, we admit, to start a discussion of this super-sophisticated racer with a nod to its aft perch, but I have to say we were astonished by that space’s civility.

Rarely a strong point in coupes, this Mercedes’ two-place rear bench bucks the trend with surprisingly civilized accommodations. True story: during our week with the Benz, we played Horse Hookie at Fairmont Race Track on Tuesday, and the couple joining us went on and on during our drive to the East Side about how surprisingly comfortable the aft space was.

No kidding.

OK, now that that’s out of the way. Let’s talk about being in the front seat — specifically, in the driver’s seat.

For 2019, the new AMG E53 coupe, like its equally new E53 sedan and convertible counterparts, is powered by a turbocharged and electrically supercharged straight six that gets its mild-hybrid assist from an electric motor and 0.9-kWh lithium-ion battery pack. Mercedes calls the system EQ Boost.

Sending muscle to all four wheels via E53’s standard 4Matic all-wheel drive, the system’s electric blower kicks in first, eliminating any hint of turbo lag, then the turbo takes over for seamless power delivery throughout the rev band.

The upshot: 429 hp and 384 lb.-ft. of torque through the standard nine-speed, paddle-shift, AMG-tuned automatic.

Add AMG’s Dynamic Select system, with its Individual, Eco, Comfort, Sport and Sport-Plus driving modes, and you’ve got a gorgeous personal performance car that, at the driver’s whim, can be an executive shuttle, a grand tourer, a sporting companion or a race-track hellion — maybe all four on the same trip!

Fire this guy up, and its AMG Performance Exhaust (a $1,250 option our car had) burbles and rumbles at rest, roars and snarls under a heavy right foot.

We greeted 60 mph in less than 5 seconds. Even so, in 135 miles of mixed city/hwy motoring, we realized an impressive 22 mpg in this showy hot rod.

Sharing its basic architecture with the E-Class sedan, which itself was all-new in 2017, this new-for-2019 performance coupe goes its own way in nearly every other aspect, sharing nary a body panel with the four-door while casting a shadow that’s nearly 4 inches shorter than that of the sedan. The coupe is sleek, its profile elegant and its demeanor cool and sophisticated. Head-turning AMG-added goodies on E53 include high-performance tires and unique 20-inch, five-split-spoke wheels.

Inside, the infotainment system is displayed via a sweeping digital instrument cluster and, just to the right of that, a big screen atop the center stack. Both screens are housed under a sweeping single roof.

It’s all configurable to the driver’s taste, but a real learning curve is involved with the tiny thumb-slide pads on the steering wheel that control many functions. Our car also had us jammin’ with its optional $4,550 Burmester High End 3D Surround Sound audio.

Which brings us to price.

This coupe starts at $74,695, which already is a lot of dough in my neighborhood. By the time our car was finished raiding the options list, it rang the register at $95,895. Yep, our tester, with its $21,200 in add-ons, had the equivalent of a Toyota Corolla in options.

Oh, well, ya gotta pay to play.

And, I’m here to tell you, for the well-heeled driving enthusiast, the AMG E53 coupe is a great party pal when you want to have some automotive thrills. But it’s also an elegant personal car on opera night and — certainly by coupe standards — a surprisingly practical vehicle on days when acting like an adult is called for.

I hate those days.

Via: Brand Ave. Studios

The venerable Mercedes-Benz S-Class is available in no fewer than 12 different models across sedan, coupe and convertible body styles. And for soaking in the California sun, it doesn’t get much better than the Cabriolet. The sun pours in, I set the massaging seats to “relaxing” and unwind. Bring it on, Bay Bridge toll plaza. Your half-hour wait time and crowded lanes can’t ruin my commute.

2018 Mercedes-Benz S560 Cabriolet

2018 Mercedes-Benz S560 Cabriolet

2018 Mercedes-Benz S560 Cabriolet

2018 Mercedes-Benz S560 Cabriolet

2018 Mercedes-Benz S560 Cabriolet

Power and poise

Mercedes offers V6, V8 and beastly V12 power across the S-Class range, though in the Cabriolet, this eight-cylinder S560 serves as the entry-level model. The S560 ditches the old S550’s 4.7-liter twin-turbo V8 in favor of a smaller 4.0-liter unit. But don’t worry, the new engine actually makes more power — 463 horsepower — and torque remains the same at 516 pound-feet.

Power is sent to the rear wheels through a nine-speed automatic transmission. And with the ability to switch between Eco, Comfort, Sport or Sport+ drive modes, the S-Class can drive with many different attitudes. With a heavy right foot, the Merc responds quickly, rewarding me with a subtle growl from the V8. In Comfort mode, the nine-speed is programed more for my grandma’s driving style, but things firm up nicely in Sport and Sport Plus. Still, even at the firmest settings, the ride is tuned more for easy touring than speedy turning. Sure, the S560 Cabriolet can hold its own on twisty roads, but at its heart, this car is a cruiser.

An optional curve tilting feature can make the car lean into turns up to 2.65 degrees to actively counteract bodyroll. My test car doesn’t have this feature, but fellow editor Antuan Goodwin got a taste of this tech in the S-Class sedan and said, “The curve tilting suspension hugely boosts passenger comfort and I even think it could even help a bit with passengers who get motion-sick on twisty roads.”

When it comes to semiautonomous driving, Mercedes-Benz is among the best, and adaptive cruise control is just the beginning. Sure, it’ll follow a lead car and even bring the S-Class to a complete stop, pause and then get going again, but really, that’s hardly the most impressive part. The S-Class’ system can adjust the speed according to posted speed limits, dropping from say a driver-set 70 mph to 55 mph when the signage switches. It knows when a curve is approaching, can recognize intersections and toll booths and adjusts the vehicle’s speed accordingly.

Lane keeping and steering assist are both on tap in the S-Class, monitoring the road markings to keep the vehicle centered in the lane, even around some fairly tight turns. Lane change assist can steer the car into the next lane, provided the driver signals and the coast is clear.

That said, these systems weren’t exactly 100 percent reliable during my test — a good reminder to keep your hands where they belong, on the wheel. The system uses a stereo camera and multistage radars to look at road markings, guard rails and even other vehicles to plot its course. However, if the technology doesn’t think it’s safe to work on its own, it won’t. And yes, it yells with the fury of 1,000 beeps and red lights when I take my hands off the wheel for too long.

Infotainment woes

The semiautonomous features on the Merc might be top-notch, but the Comand infotainment system is another story. While the graphics are crisp, the voice recognition spot-on and the handwriting recognition quick, the Comand system loves its menus and submenus. It takes five clicks just to change the air direction from “defrost” to “feet and defrost.” That’s way too distracting.

You can access Comand through the rotary controller on the center console, but I prefer to use the Touch Control buttons on the steering wheel. A home button, back button and teeny-tiny touchpad are found beneath each of my thumbs. Your right hand controls the center infotainment screen, while your left hand works the gauge cluster. It’s like having two miniature Xbox controllers on the wheel.

The aging Comand system is due to be replaced by the new Mercedes-Benz User Experience system with a touchscreen and a less convoluted menu structure in late 2018, and I can’t wait for that tech to make its way to every one of the company’s products. Thankfully, Comand now supports Apple CarPlay and Android Auto, and both are standard equipment.

Tech for comfort

In terms of luxury and comfort features, the S-Class obviously knocks it out of the park. That starts with the infinitely adjustable seats, with settings for lumbar support across my entire back, shoulder support and thick side bolsters. Speaking of, those side bolsters are active, increasing in firmness while cornering to give my body extra support. It’s the best hug I’ve had all week.

But it doesn’t end there. I have the option of five different massage functions, and heat that extends far beyond the seats. The center console and door arm rests are heated, and Mercedes offers the S-Class Cabriolet with its amazing AirScarf technology, blowing warm air on my neck from underneath the headrest. Even when it’s 45 degrees outside, I can still drop the top and stay toasty.

Looking luxurious with the 2018 Mercedes-Benz S560 Cabriolet

The S-Class debuts a new bit of Mercedes-Benz tech, called Energizing Comfort. Drivers can choose from six presets — Freshness, Warmth, Vitality, Joy, Comfort and Training — that customize the air conditioning, active seats, music, ambient lighting and cabin fragrance. For example, choose Freshness and the ambient lighting turns to shades of blue and green, the seat coolers turn on, massage is activated and the air con blows cool air with a refreshing scent. The Joy function activates red and yellow lighting with a stimulating massage and plays upbeat music from a preloaded playlist. The Training option leads me through my choice of balance or muscle relaxation or activation, directing me to tense and relax certain muscles as I drive down the road. Nothing like a light workout on your morning commute, right?

Every surface inside is covered in leather, and this thing is superquiet inside with the top up. Not that you’ll want to drive with the roof on, of course. You can drop the S560’s top in just 20 seconds, and at speeds of up to 31 miles per hour.

A relative luxury bargain

If I were dropping this kind of coin on a new car, I’d probably spring for a fully loaded model. After all, if I can afford the $133,330 starting price, what’s another 5 or 10 (or 20) grand in options, right? At the very least, I’d be sure to get the Premium Package for the extra-adjustable seats, head-up display and 360-degree camera. The Driver Assistance Package is another must-have, simply for the cool driving aids. Audiophiles might also want to consider the high-end Burmester sound system.

There’s not much else that competes with the S-Class Cabriolet these days. Audi and BMW don’t offer drop-top versions of the A8 and 7 Series, even if those sedans give the S-Class four-door a run for its money. Bentley offers a Continental GTC, but that’s way more money and not as tech-forward. Does that make the S-Class a bargain? Relatively so. But that doesn’t make it feel any less luxurious. Just put the top back and enjoy.

Via: CNet by Emme Hall

Read why UK’s AutoExpress gave the Mercedes-Benz CLS 4 out of 5 stars.

First things first: UK buyers can’t have Merc’s brilliant new nine-speed gearbox in this entry-level 220 BlueTEC version of the new facelifted Mercedes CLS, and that’s a crying shame. Due to right-hand drive packaging difficulties, the UK will only pair this engine with the 7G gearbox, although it can be ordered on the six-cylinder 350 BlueTEC model.

The new 175bhp 220 BlueTEC effectively replaces the old 204bhp 250 CDI model in the line-up, sacrificing some performance for improved economy and lower emissions, although the £46,500 price tag is £150 higher. So what else are you getting for your cash?

There are subtle styling changes to the whole CLS range, including a revised grille, trick new LED lights, new bumpers similar to the E-Class, and a eight-inch ‘floating’ infotainment screen in the cabin.

Elsewhere, the cabin is starting showing its age, with the continuation of the dated telephone-keypad buttons, which the new C-Class’s cabin has mercifully done away with.

The new CLS also does without the touch-sensitive hand control that the new C-Class and S-Class enjoys, due to its last-generation electrical architecture beneath the surface. Excellent material choice and fit and finish make such foibles easier to forgive, however.

As you’d expect, this new four-cylinder diesel engine, robbed from the new Mercedes C-Class, scores well in the economy stakes, offering a claimed 61.4mpg and hatchback-matching CO2 emissions of 122g/km. However, much of the credit for the fleet-friendly figures must go to this new nine-speed automatic gearbox.

Mercedes says the ‘9G-Tronic’ achieves the holy trinity of shifting both faster and yet more smoothly than the ‘7G’ transmission, while upping efficiency by around 20 per cent. UK cars equipped with the 7G gearbox therefore take two tenths longer from 0-62mph, with economy and emissions of 56.5mpg and 129g/km.

To demonstrate what we’re missing here in the UK, we chose a test car equipped with the 9G transmission and on the road its fast shifts make the most of 400Nm from 1200rpm to 4000rpm. A 0-62mph sprint in 8.3 seconds is respectable, as is the in-gear punch, and we found it resists the urge to kick-down needlessly like some other eight or nine-speed transmissions. The four-cylinder is far more muted than its application in the C-Class, and with less weight over the nose than the V6 or V8 models, the 220 turns in sweetly and feels more nimble when threaded along a twisting road.

Underneath, Mercedes hasn’t fiddled with the CLS’ chassis during its refresh, but there was no need to fix what wasn’t broke. It’s a subtle mix of engaging and relaxing, with just enough steering feel to keep you entertained, while the body control feels a notch better than the E-Class. Even our AMG-line test car rode superbly over UK roads, despite wearing 18-inch alloy wheels. Switch the dampers from Comfort to Sport mode and you’re rewarded with an even sharper turn-in, at the expense of decent body control. Comfort is the default mode, and rightly so, suiting the CLS’s mature character to a tee.

The only drawback is a niggling sensation that the CLS feels like a car designed to be powered by six or eight cylinders. Our suspicions were confirmed by a drive of the revised CLS 350, which combines the impressive 9G-Tronic gearbox with a creamy V6 producing 255bhp and 620Nm of torque.

Although the front end doesn’t feel quite as sharp as the 220, the bigger engined car has meatier, more satisfying steering, makes a more expensive noise, and is amusingly quick, rather than simply adequate. Plus, it does get the excellent new gearbox than the four-cylinder engine can’t be ordered with in Britain.

The baby of the CLS range is an excellent addition to the family, but if it were our money, we’d do our damnedest to scrape together enough for the more effortless-feeling CLS 350, which is one of Mercedes’ best all-round packages.

Via: Auto Express

The team over at AutoEvolution recently checked out the 2014 Mercedes-Ben CLA 200 CDI with the AMG Package and scored it a respectable 77 out of 100 with a  6 out of 10 in the value for money category.  Based on readers however, the CLA scores an 84 out of 100. Below are a few of the things they had to say about the Mercedes CLA.

2014 Mercedes-Benz CLA 200 with AMG Package 2

• The CLA displays a chin-focused look, with a long front overhand and a massive front end. As for the Mercedes CLA’s rear end, it sports plenty of tricks aimed at making it look wider.

• There are certain details that have been exaggerated in order to achieve this effect. If you look at them from the wrong angles, you’ll notice the “trying too hard” effect. The radiator grille is one of the examples here.

• Inside the CLA, we find a cabin that matches the exterior’s aesthetic claims. We are treated with the same concave-convex play designers used for the CLA’s exterior and it all spells “premium”. When night falls, the ambient lighting around the cabin accentuates this effect. Unlike other new Benz models, the CLA’s cabin is not a scaled down version of the S-Class interior, but the ambient lighting part is clearly inspired from the Mercedes flagship.

• “The pillarless doors were a must here, with an aural downside though – closing the doors doesn’t bring that solid sound Mercedes cars are famous for.”

• The sports suspension included in the AMG package, brings the already low ride height down by 0.4 inches (10 mm), to a supercar-matching 3.54 inches (90 mm). Throughout the drive, we only encountered issues while going over some serious potholes in an industrial area. Still, having such ground clearance on a “civilian” car can be frustrating. For instance, even mentioning parking over a curb is blasphemy.

• The ride, on the other hand, is a good compromise. While it is comfortable enough for most road inconsistencies, it does get rougher when you encounter potholes that the non-AMG suspension could swallow. Still, if you want your CLA to also work well outside the city, this is the choice to make.

• Around town, the optional 7G-DCT seven-speed dual-clutch gearbox can be caught red-handed in heavy traffic – when you get back on the power, it can get jerky. However, the transmission is fine most of the time. This is a gearbox developed by Mercedes, but we would’ve preferred the ZF 8HP torque converter box. While the Merc unit almost matches the ZF in terms of comfort driving, it clearly falls behind when it comes to quick shifts and driver interaction – the paddles on the AMG steering wheel are aptly placed, but the setup doesn’t necessarily invite you to use them.

• The 9.3 seconds the engine needs to push the car to 100 km/h are within the average of 2.0 diesel-powered vehicles of this size. When it comes to efficiency, the unit does please. Depending on the weight of the traffic and out right foot, our city fuel efficiency ranged between 6l/100 km (39.2 mpg) and 9l/100 km (26 mpg).

• 

  2014 Mercedes-Benz CLA 200 with AMG Package

• The safety of the CLA gets nine out of ten. While US safety regulators have not shared their opinions on the baby Benz yet, the Euro NCAP treated it with five stars.

• The CLA 200 CDI is also safe as far as your wallet is concerned. Sticking to the speed limits on the highway and to a moderate driving manner makes the car return an efficiency of 5l/100 km (47 mpg). As for the overall efficiency throughout our drive, we got 7l/100 km (33.6 mpg), with this covering all sorts of driving conditions.

• With most petrol and engine version you have to struggle really hard to upset the chassis through the bends. This is why the 4Matic all-wheel drive is only available as an option on the CLA 250 warm model, which delivers 208 hp (211 PS).

• AWD is standard on the CLA 45 AMG though. A stint in the AMG revealed precise handling. The car still tells you that the front axle is in charge, unlike in the BMW M135i xDrive. (Yes, we do know the two aren’t exactly what you’d call direct competitors)

• Over in Europe, the CLA begins at EUR 29,214 including 19 percent VAT. The range starts with the 122hp CLA 180 petrol. The diesel side of the line-up starts with the CLA 180 CDI, which will set you back at least EUR 31,416, 19 percent VAT included. A fully-loaded CLA 45 AMG can reach US$76,600 or EUR70,000.

For the complete review and photo gallery check it out at AutoEvolution.

The all-new Mercedes C-Class graced the testing facilities at AutoExpress recently and they went over it with a fine tooth comb. Reviewing the Mercedes-Benz C-Class for styling, driving, reliability, running cost and practicality.

Mercedes has added lots more equipment to lure in new buyers, so spec-for-spec, the new model is actually better value than before. This is especially true when you consider that Mercedes claims improvements to the engines mean it’s also up to 20 per cent more fuel-efficient.

Three engines are available at launch – two diesels and one petrol, with a further diesel and a diesel-electric hybrid joining the range in September 2014. An estate version, and a high-performance AMG model, will also be on sale before the end of 2014, while a petrol-electric plug-in hybrid, the option of 4MATIC four-wheel drive and a sleek C-Class coupe will arrive at a later date alongside a convertible.

Mercedes-Benz C-Class

The AutoExpress choice: Mercedes C220 BlueTEC Sport

Styling – 4 stars

The C-Class is Mercedes’ most important model – one in every five new Mercs sold worldwide is a C-Class. So that means the designers can’t be too controversial with the exterior looks. At the front, all cars sold in the UK get an SL-style two-bar grille flanked by curvy lights that look similar to those fitted to the larger S-Class. You can opt for LED headlights like the S-Class’s too.

The car’s side features muscular creases, while the rear features quite a short bootlid and LED tail-lights. SE cars get 16-inch alloys as standard, Sport models get more chrome trim, 17-inch alloys and 15mm-lower suspension, while AMG Line cars look the best thanks to their 18-inch alloys and curvier bumpers. The C-Class isn’t exactly striking, but it’s a handsome enough car, and looks less macho and aggressive than a 3 Series.

Inside, Mercedes has taken a bigger step, with a much higher-quality, better-designed cabin than the outgoing model. All cars get a seven-inch central TFT screen – upgradable to an 8.4-inch TFT screen if you spec the COMAND Online system. This displays all of the car’s infotainment functions and is controlled by a new touchpad that’s easy and intuitive to use. Also included is a well-designed multi-function steering wheel.

All cars have Artico artifical leather upholstery as standard, Sport models get Garmin sat-nav included, and top-spec AMG Line cars have more leather trim on the dash, aluminum trim on the doors and an interior lighting package. Options include a head-up display, 360-degree-view camera to aid parking and a glovebox-mounted fragrance dispenser.

Mercedes-Benz C-Class

Driving – 4 stars

The new C-Class is the first car to be built using Mercedes’ new rear-wheel drive architecture (MRA). This uses around 50 per cent aluminium in its construction – up from 10 per cent before – and cuts 70kg from the body. Other weight savings mean the new C-Class weighs around 100kg less than previously, which all helps improve the driving experience.

The C-Class does feel much more agile than before, thanks to the weight loss and to the fact that the car now features torque vectoring rear brakes. All cars get Agility Select, which allows the driver to choose between Comfort, Eco, Sport and Sport+ and Individual modes – the latter letting the driver mix and match their preferred settings from the other pre-defined modes.

All C-Class models come with a newly designed comfort suspension as standard, lowered by 15mm on Sport and AMG Line cars. However, for the first time in the segment, adaptive air suspension is a £895 option. The air springs don’t do a great deal for dynamics – unless you stick them in their firmest setting – but the extra comfort they give on a long cruise is exceptional.
The steering is accurate and direct, although a little extra response just off the straight-ahead would be welcome. However, that might be different in cars with standard steel springs.

So far, we’ve only sampled the C250 BlueTec diesel, which provides plenty of power and competitive claimed fuel economy figures. However, it’s carried over from the previous car and remains pretty gruff and noisy. The engine is marginally quieter than the previous model, but the higher quality interior, smooth ride and near-total lack of wind noise only serves to add to the impression that the engine should be better.

Likewise, the 7G-Tronic automatic gearbox is carried over, and while it’s very smooth in comfort mode, and makes quick manual shifts, it doesn’t seem to ever be in quite the right gear in Sport mode – a problem that the eight-speed auto in the BMW doesn’t have.

Mercedes-Benz C-Class

Reliability – 4.5 stars

Standard safety equipment on all C-Class models includes Attention Assist, Collision Prevention Assist Plus, automatic lights, cruise control, a tyre pressure monitoring system and a reversing camera. Much of this tech already exists in other Mercedes models, so it’s all proven and should be reliable. Likewise, a number of engines and the auto gearbox are also carried over.

Further safety equipment can be added on Sport and AMG Line models fitted with auto gearboxes only. The Driving Assistance pack costs £1,495 and includes adaptive cruise control, blind spot warning and lane keeping assist.

The new C-Class hasn’t been tested by Euro NCAP yet, but the previous car gained a five-star rating in 2009.

Mercedes-Benz C-Class

Practicality – 4.5 stars

At 4,686mm long and 1,810mm wide, the new C-Class is 95mm longer and 40mm wider than before. Couple this to an 80mm increase in wheelbase, which now measures 2,840mm, and the C-Class certainly has the potential to offer more cabin space.

And that’s true in part. Up front, there’s lots of room in the comfortable seats, with plenty head and legroom. The driving position is better aligned now, too, and visibility is good. There’s plenty of space in the doors and dash to store the usual on-board clutter, with all models including a media interface for connecting your smartphone to the car.

Mercedes-Benz C-Class

Running Costs – 4 stars

At launch, there are two diesel and one petrol engine options to choose from. The C220 Bluetec 168bhp 2.1-litre diesel is expected to be the best seller. In entry-level manual SE form, it emits 103g/km and returns over 70mpg, meaning it sits in the 16 per cent BiK bracket – great for company car drivers.

The C250 Bluetec model is much cleaner than before, and claims the same CO2 figure, but 65mpg. The only petrol model is the C200, powered by a 181bhp 2.0-litre engine that returns 53.3mpg and emits 123g/km of CO2, whether you choose manual or auto gearboxes. All engine and gearbox combinations are more competitive in terms of running costs than before, with some up to 20 per cent more efficient.

The engine range will soon expand to include the C200 Bluetec, which is powered by a new 1.6-litre diesel that comes in 114bhp or 135bhp versions. A C300 Bluetec diesel-electric hybrid will also be offered, which develops 230bhp yet returns 72.4mpg. A plug-in petrol-electric hybrid will also be offered.

Via: AutoExpress

The 2014 Mercedes-Benz CLA250 is a bargain at $29,900 but what about its $47,450 CLA45 AMG variant?  It does after all feature the most powerful 4-cylinder engine in regular production and outputs 355 HP and 332 lb-ft of torque.  The CLA45 AMG’s turbocharged 2.0-liter mill is also the second-highest performer in the world, cranks out 177.5 hp/liter, only to the McLaren P1 supercar comes out ahead.  Did I also mention it can sprint 0-60 in 4.5 seconds, leaving it’s non-AMG competitors in its dust.

So when you look at the engine numbers, you can see why the CLA45 AMG is becoming so popular with the younger crowd that is looking for power, but what about the rest of the car.  Is it AMG worthy?  Piston Heads took a look at the 2014 CLA45 AMG, and this is what they had to say.

2014 Mercedes CLA45 AMG

Mercedes CLA45 AMG Review via Piston Heads:

According to Mercedes-Benz, the CLA45 can launch to 60 miles per hour in 4.5 seconds. Along with the requisite power boost come other mechanical upgrades, including a reworked 7-speed dual-clutch transmission, tighter suspension and steering, louder engine exhaust and beefier brakes.

Has Mercedes splashed too much AMGness on junior members of the A-Class/CLA/GLA though? Park this £42,465 CLA45 AMG alongside a £28,425, 122hp CLA180 AMG Sport and you’d genuinely struggle telling them apart. Traditionally the AMG owner would burble off satisfied with the man maths equation that double the cylinder count and displacement rendered any visual similarity irrelevant. But one step and £9K back in the CLA range and the 211hp 250 4Matic also has a turbo four-cylinder 2.0-litre, four-wheel drive and seven-speed dual-clutch gearbox. Bit too close for comfort?

Mercedes wants you to think of the CLA45 as a CLS63 for the upwardly mobile AMG first-timer. But with two near-identical CLAsbefore you’re in the showroom, one at £369 per month and one at £519 per month, and a line-up of 2013-registered C63s outside on the approved used lot for similar money which way are you going to turn? Shoot, you could even have a main dealer ‘real’ CLS63 with under 20K on the clock for less than the sticker price of this car.

2014 Mercedes CLA45 AMG

AMG-lite

Unfortunately for the CLA45 it faces a more intense scrutiny thanthe A45. The hatch-based version is like no AMG that has existed before and thereby freed from any expectation. Because the CLA looks – and is sold as – something of a Fisher Price ‘my first AMG’ it’s got to stand that comparison.

AMG’s tactic with the A45 is to go so far beyond hot hatch expectations as to headbutt you into submission. It’s way more violent and extreme than anything you’d expect, bulldozing any doubts you might have had about a brand associated with 500hp V8s suddenly having a go at a hot hatch. OK, it’s not perfect. But you’ve got to admire the all or nothing approach.

And in the A45 the punishing low-speed ride, farty exhaust with its ba-ba-bang percussion through the gears and hilariously over-boosted power delivery kind of make sense. It looks like a hot hatch, albeit a very expensive one. But it convinces on that promise with the driving experience too.

Don’t look over your shoulder and life at the wheel of the CLA45 is pretty much identical to the A45. You get an aluminium sweep of dash rather than the carbon look of the A-Class but it’s fundamentally the same layout and, indeed, driving experience. The CLA carries an additional 30kg over the A45 and has recalibrated springs and dampers at the rear to compensate (mpg and CO2 figures suffer slightly too) but apart from a retune of the variable exhaust flap to be more refined for rear-seat passengers the two are interchangeable technically.

2014 Mercedes CLA45 AMG

Boom and bust

So it’s marginally more grown-up in tone, aurally and aesthetically. Whether those rear seat passengers will first comment on the reduced exhaust boom or the fact their heads are pressing firmly against the roof will depend on stature. Suffice to say, if you want to carry grown-ups around you’d be better off with the A- or GLA45. Or that barely used C63. Oops, there we go again…

The aesthetic gap between the CLA45 and cooking versions may be dangerously narrow but the extra outlay becomes very apparent in the driving experience. Deliberately opting for finely honed passive damping and linear rate steering and going to the trouble of engineering bespoke suspension hardware is the kind of credibility AMG brings to the table. And offers substance where others might choose to distract from prosaic underpinnings with lots of damper modes, user configurable steering maps and other gizmo-based smokescreens.

That one suspension setting is pretty brutal though, especially for passengers and at urban speeds. There is a sweet spot where composure derived from firm springing and damping can actually make speed bumps and the like more palatable than waft and wallow but, hand on heart, the CLA is probably a little beyond it. Above 50mph or so it’s less of an issue but if your driving is more ‘burbs than B-roads you’ll probably be better off with the GLA version.

2014 Mercedes CLA45 AMG

Haldex the fun

On the latter the CLA45 is brilliant fun though. It may be based on the Devil’s mix of a transverse, FWD derived drivetrain and Haldex based four-wheel drive but AMG has – as boss Tobias Moers promised it would – worked hard to negate any inherent disadvantages. Control harmonisation is pure class and the gutsy power delivery perfectly suited to grabbed overtakes when breaks in the traffic present themselves. Only the gearbox frustrates, especially on downshifts in the Manual mode. Sometimes it refuses outright, sometimes it drops down two or three gears when you only wanted one. Merc UK’s PR man told us upgrades to throttle map and gearbox management introduced on the GLA45 will filter through to A- and CLA45s though, and will be updated come the first service.

On greasy roads and winter tyres the more relaxed Sport ESP mode reveals little interest in doing anything exciting in the traditional AMG sense of the word but nor is there any nose-heavy sense of FWD based underpinnings. You can get on the power early, ride the explosion of boost and use all that power to maximum effect safe in the knowledge that the more you give it the more the line will tighten and the faster you’ll go. On greasy winter roundabouts that C63 or CLS63 wouldn’t see which way it went.

Conclusions? The ’45 family is a big emotional leap for AMG fans and if the A45 was a startling revolution the CLA is a more muddled interim battling compromises beyond the slightly awkward looks. A £4,275 premium over the A45 doesn’t help its case either. Not that Mercedes is worried, orders for the whole family exceeding all expectations and punters seemingly not shy of five-figure option spends like the one applied to our test car. Our money would go on the A-, the family buyer would probably be better served by the GLA- but if you’re a four-door diehard the CLA might be the one.

But if that was the case ours would probably still have a V8.

Autocar’s Greg Kable recently had a chance to drive the all-new Mercedes GLA45 AMG.  This is what he had to say about the premium SUV.

The Mercedes-Benz GLA45 AMG, a storming four-wheel-drive hatchback-cum-SUV that completely blurs the lines in a junior premium-brand performance-car market. The GLA45 AMG has been conceived to appeal to a small group of buyers seeking genuine performance but without the compromises that traditionally come with it.

Mercedes GLA 45 AMG

What is it like?

Step inside the GLA45 AMG and you discover a suitably high quality interior. The driving position is set a little higher than in AMG’s other four-cylinder models, but with a ride height that is 25mm lower than standard GLA models you never feel you are perched up at true SUV height.

The engine delivers loads of low-to-mid-range flexibility in either of its three driving modes, with strong pull and excellent tractability from little more than 1500rpm. This makes the GLA45 AMG every bit as suited to the urban crawl as the open road.

The most impressive facet of the transversely mounted four-cylinder is felt from 4500rpm onwards, where it hardens in character and delivers truly explosive qualities on a heavily pegged throttle.

With a 0-62mph time of just 4.8sec, the GLA45 AMG is a considerable 0.7sec faster than the RS Q3. AMG’s latest model is also among a handful of four-cylinder-powered cars to boast a genuinely limited 155mph top speed.

But while its straight line performance is outstanding, it isn’t the most impressive factor about the GLA45 AMG. What grabbed our attention first time out was the added comfort AMG’s chassis engineers have managed to incorporate into its ride without adversely affecting its handling.

This is a very secure car. The chassis provides sufficient communication to allow you to carry high speeds into corners without any great trepidation or fear of the tail coming unstuck should you suddenly be required to lift off. It also delivers great drive on the exit as the four-wheel drive system loads up the rear axle to make best use of the traction on offer.

Mercedes GLA 45 AMG

Should I buy one?

If you are looking for a car for everyday use offering something special in the way of performance, you could do a lot worse than the GLA45 AMG. It offers a mesmerising combination of performance, handling and ride comfort. Mercedes-Benz likes to describe its latest offering as an SUV, however, it is more a high-riding hatchback with added styling elements to toughen up its appearance. As such, it lacks the space and overall versatility of true SUV rivals such as the Range Rover Evoque.

For a more in-depth review, head over to Greg’s post here.

A 2014 Mercedes-Benz E350, a 2014 Cadillac CTS 3.6, a 2014 Audi A6 3.0T, and a 2014 BMW 535i xDrive, all midsize luxury sedans vying for the top spot.  Car and Driver put the four lux sedans, all ranging price from $62,745 for the Audi to $76,600 for the BMW.  Check below for a brief overview of each car as well as Car and Driver’s thoughts on the Mercedes E350.  Don’t want to spend that much time reading?  Skip to the end for their conclusion.

The rear-wheel-drive CTS receives its power from a mid-level engine, a 321-hp 3.6-liter naturally aspirated V-6. It’s the slightly up-powered version of the previous CTS’ 3.6.  The test car was dressed in Premium-level trim, which gives you a huge load of both useful and frivolous features, so much so that it is priced at $67,075, when the less-opulent CTS with the same engine can be had for about $55,000.

Then there’s the Audi A6, also fitted with a mid-level engine option, the 310-hp, supercharged 3.0-liter V-6. The Audi is the only  vehicle in this test not significantly changed from last year. It carries the comparo’s lowest as-tested price of $62,745, even while equipped with optional adaptive cruise control and a sport package among other less costly stuff.

The BMW 5-series tested was the four-wheel-drive 535i, powered by the 302-hp, turbocharged inline-six. Thanks to its M Sport package ($3150) and a couple of expensive convenience bundles, the 535i rang in as the priciest candidate at $67,600.

Not to be forgotten , the Mercedes-Benz E350 Sport.  With leather seating and loads of infotainment features, the E350 arrived with a comparatively reasonable $63,490 price tag. It is powered by a 302-hp 3.5-liter V-6.

Mercedes E350 Review

Car and Driver’s senior editor Tony Quiroga reckoned that if we swapped out the “fun to drive” category from our scoring chart with “gratifying to drive,” the Mercedes E350 would have aced that cell.  And he’s right.

Mercedes has been building large, satisfying luxury sedans for longer than just about any carmaker, and it shows in the E350’s air of cool imperturbability. It pours down the road fluidly. It shelters its occupants from the nastier bits of the world without completely isolating them from the experience of driving.

The basics are so very right. The dash is low and the windows are tall, providing excellent visibility. Its straightforward rectilinear instrument panel implies quality, solidity, and durability. And the apparent quality of the materials and finish is impeccable, with just the right amount of gleam. Its infotainment controls are even sensibly designed—no small accomplishment these days.  And the E350 has the second-roomiest and most comfortable back seat of the bunch.

The E350 encourages you to drive it as you would a Mercedes. This is to say, at a reasonable pace with none of that high-school nonsense. Should you choose to push it further—and we did—the seemingly imperturbable car becomes perturbed. Its seven-speed transmission gets confused in hard running (even in its sport setting), delivering shifts at odd, inopportune times. The big-displacement V-6 gets loud and gritty-sounding. And the suspension stops bothering to control body motions. The Mercedes was the only car without a selectable sport setting for its suspension.

Cool down a bit and the E350 eases back into its happy place and, frankly, so does the driver.

The E-class is a car that nails one side of the luxury-sport equation and disregards the other. If that’s the kind of car you’re looking for, stop looking.

And the winner is:

The Audi with 206 points, followed by the Cadillac with 201, the Mercedes with 200 with the BMW bringing up the rear with 192 points.

Starting part way through next year, the Mercedes-Benz S-Class Coupe will officially replace the Mercedes CL-Class. In order to find out what we can expect from the all-new two-door flagship coupe, UK’s AutoExpress took the S-Class Coupe Concept for a test drive.

2014 Mercedes S-Class Coupe Concept

We’ve copied an excerpt below as well as a link to the complete S-Class Coupe Concept review.

When the Mercedes S-Class Coupe arrives, four years will have elapsed since the first design sketches were made. The clay model was signed off nearly two years ago, with the designers turning their hands to the show car in September 2012.

It took 10 months to go from the first sketches to the finished show car, which was built for Mercedes by a specialist contractor. A further two months were spent getting the finish perfect, undertaking still and video photography and shipping it to Mercedes’ purpose built building that formed its Frankfurt show stand.

2014 Mercedes S-Class Coupe Concept

Mercedes S-Class Coupe 2014: the ride

The concept is built on the chassis of a current CL500, including its 449bhp 4.7-litre V8, which burbles along as the concept trundles around for our photos. You can’t tell anything about how the car will drive. The concept is limited to 30km/h and can’t be driven for long as the engine doesn’t have any cooling.

But it’s enough to tell that the S-Class Coupe will be a much more luxurious beast than the old CL. Its doors open wide to reveal a cabin bathed in light, thanks to the panoramic roof, which will be an option, while the car’s width gives ample space for passengers to travel in total comfort. Much of the S-Class’s tech will feature, including hot stone massaging seats and Magic Body Control, which scans the road surface ahead and primes the dampers accordingly.

2014 Mercedes S-Class Coupe Concept

The pair of 12.3-inch screens float like a big flatscreen TV, while the seats are generously sized and comfortable, making the S-Class Coupe feel as much like a fancy living room than one of a luxury car.

Read More: AutoExpress.co.uk

Our friends across the pond posted a video review of the CLS Shooting Brake and we thought it was worth sharing with you.  According to CEO Dr. Dieter Zetsche: “Any memorable machine is equal parts art and science.”, functional and fun at the same time.  We think the CLS Shooting Brake delivers on all accounts, play the video to find out what MotorTorque thought of the Mercedes four door coupe estate.

The best and most recent review that we’ve read of the 2013 SLS AMG GT is from Preston Lerner at Automobile Mag.  He sums up the car when he says “The Mercedes-Benz SLS AMG GT is a halo car with a devil’s tail rather than an angel’s wings. From the snarl of the twin-cam V-8 housed under the extravagantly long hood to the dramatic gullwing doors arcing up from the low-slung body, the two-seat supercar exudes a palpable sense of menace. With a claimed 0-to-60-mph time of 3.6 seconds and an electronically limited top speed of 197 miles per hour, the bad-boy looks are more than skin deep.”

A GT designation was given to the new 2013 SLS AMG as well as receiving multiple styling updates and a seven-speed, dual-clutch transmission remapped to produce crisper shifts. AMG engineers also managed to pull 20 additional horsepower out of the super car’s 6.2-liter engine, increasing maximum output to 583 HP at 6800 rpm while trimming the 0-60 mph time by one-tenth of a second. As with all AMG powerplants, each GT engine is hand-built by a single technician.

The engine has a dry-sump lubrication system with a pair of oil pumps, that helps lower the car’s center of gravity but also means that in the unlikely event that owners plan to change their own oil, they’ll have to stock up on 14 quart.  At least you can feel better now when you get the bill.

2013 SLS AMG GT

Preston says “The SLS AMG GT is too stunning and too pricey — $200,405 for the coupe, $206,905 for the roadster — to see much track-day duty. Still, Mercedes insists that the car is more than a poseur.” To prove the GT’s abilities, Mercedes brought four cars to The Streets of Willow, a test track in the desert north of Los Angeles for testing. I

Choosing the coupe over the convertible due to the cool climate of the California desert, Preston climbed into the AMG with the pull of a retractable handle making the door scissor up. A garnd moment in any man’s life. Climbing into the cockpit required fewer contortions than expected, climbing out is a bit trickier. The seat is supportive yet comfortable, emblematic of the rest of the interior, which features a satisfyingly Teutonic mix of luxury and efficiency. The engine starts instantly and settles into a docile idle. Once you slide the transmission into gear you blast off.

2013 SLS AMG GT

“Straight-line performance is rocket-like. From 0 to 60 mph, the SLS AMG GT will outrun most race cars, and I see triple digits on the speedo before catching my first breath. The rear-mounted transaxle offers four modes — one manual and three automatic. In manual mode, there’s a brief but perceptible delay before shifts are executed, as if the on-board computer is asking the driver, “Are you sure you want to shift now?” On The Streets of Willow, at least, the Sport Plus — the most aggressive of the automatic modes — is more satisfying than working the paddle shifters.

The low-slung chassis and sport-tuned suspension do an admirable job of minimizing body roll and disguising the car’s substantial heft. But at 3573 pounds, the coupe is too heavy to be nimble. On the other hand, with 479 lb-ft of torque on tap, kicking out the rear end is child’s play, and the stability control system allows for progressive doses of hooliganism. But be forewarned: with 53 percent of the weight at the rear, this isn’t a car for impressing friends by drifting around highway cloverleafs.”

2013 SLS AMG GT

The Specs

• On sale: Now
• Price: $200,405/$206,905 (coupe/convertible, including destination charge)
• Engines: 6.2L V-8, 583 hp, 479 lb-ft
• Drive: Rear wheel
• Fuel mileage: 13/19 mpg

Via: Automobile Mag

With gas prices hitting nearly $5.00 a gallon and investment portfolio’s having been devastated, it’s amazing that any luxury SUV survived the mass extinction event that we saw a few years ago. At the time, Cadillac Escalade and Lincoln Navigator owners who once drove their SUV’s as shining symbols of status and accomplishment were quickly turning in their keys and filling up row after row of used car lots.

But the full-size luxury SUV, to our surprise and joy, didn’t vanish from the face of the Earth. Far from it. Genius product planners and marketing managers worked tirelessly to rebrand and repackage everything owners loved about their gas guzzling kiddie haulers into new, modestly more efficient and socially acceptable packages. Thus began the era of the crossover. Mercedes-Benz has became something of an artisan in this field, and its efforts have been well rewarded. Last year alone, the company sold more light trucks than it did all of its models combined in 2005.

Topping off that list is the GL-Class, a mammoth vehicle that meets the needs of Mercedes youngest average buyer at 48 years old. For 2013, the GL has grown in every measurable dimension, offers subtly more fuel-efficient drivetrain options and a rash of standard and available technology, all supported by a miracle-working air-ride suspension.

According to Mercedes-Benz, the GL450 soaks up a full 60 percent of total GL-Class purchases, with the remainder divvied equally between the GL350 Bluetec and GL550. As such, we spent the majority of our time with the volume bruiser. All told, engineers stretched the second-generation SUV by one inch fore and aft as well as side to side. The 2013 model also sits half an inch taller than its predecessor, though designers have done a smart job of disguising the machine’s considerable heft. Up front, the GL450 wears a familiar interpretation of the automaker’s vertical front fascia. The two-bar grille is dominated by a Silver Arrow emblem roughly large enough to signal neighboring galaxies, and a mesh lower grille and chrome faux skid plate treatment help break up the front valance nicely.

LED daytime running lights are tucked into the lower bumper while projector-beam headlamp arrays sweep discretely into the front fenders. Step to the vehicle’s side and the 2013 GL-Class serves up additional design elements lifted from siblings like the ever-attractive CLS. With a bold body line situated just below the door handles and an aggressive up-kick in the rear flank, the GL avoids any threat of being slab-sided. Blacked-out B and C pillars give the SUV’s greenhouse a flying canopy, while a forward-canted D pillar offers up a few sharp angles juxtaposed to the hauler’s otherwise organic lines. Splashes of chrome from the roof rails and window trim help add a little flare, as do the brushed-metal of the running boards.

The 2013 GL does lose a bit of its design precision toward the rear, however. While the LED taillamps are attractive enough, the bulging bumper cover gives the model a distinctly crossover profile. Down low, the integrated exhaust tips are well executed and help break up the plastic. If the GL conveys its size anywhere, it’s viewed from the stern. With a tall, frameless rear window, the model can’t help but look monolithic. If anything, that’s a comment on how excellently designers have managed to proportion the SUV’s exterior. On the road, the GL simply doesn’t look as big as it is, despite boasting a 121.1-inch wheelbase. That’s 5.6 inches more space between the wheels than the Cadillac Escalade, despite the fact that the Cadillac is over an inch longer from stem to stern.

That stretched wheelbase, wider body and taller roof translates into a cavernous cabin. All together, the GL delivers 143.6 cubic feet of cabin volume, with up to 93.8 cubes of cargo area with both rear seat rows stowed. Speaking of sending the back seats packing, the second and third rows are now mechanized, which means getting the second-row buckets to stow is as simple as mashing a button. The same goes for the way-back bench as well.

Step away from the numbers a bit, however, and the 2013 GL450 easily outclasses its competition inside. With an upholstered dash that boasts fine double stitching, attractive leather options and absurdly adjustable front bucket seats, the GL-Class is a few millennia ahead of its ancient American rival indoors. The only setback on the inside being that the front seats are a bit too stiff for long drives, and the COMAND infotainment interface is starting to age a bit.

The seven-inch LCD screen lacks a touch interface, and the old console-mounted dial-and-button system can be clunky and distracting. Menu options are far from intuitive and the navigation renderings look lifted straight from 2005. Compared to the Audi MMI or Cadillac CUE systems, COMAND is beginning to look more than a little rusty. That said, the Escalade still soldiers on with GM’s last-generation navigation at the moment, though the next chapter in the SUV’s evolution is right around the corner. Buyers will likely see the top-tier Escalade bow with CUE next year for the all-new 2014 model. When that happens, Mercedes-Benz should be worried.

The 2013 Mercedes GL-Class comes with 4Matic all-wheel drive as standard equipment, though buyers can choose from three engine options. Mercedes-Benz says the vast majority of buyers will wind up going home with twin-turbocharged, direct-injection 4.6-liter V8 in the GL450. The engine delivers 362 horsepower and 406 pound-feet of torque, which is more than adequate enough to kick the ridiculously heavy SUV down the highway. Official estimates put the run to 60 miles per hour in the 6.2-second range thanks in part to the seven-speed automatic transmission. The Environmental Protection Agency hasn’t released official mileage figures just yet, though Mercedes-Benz estimates the combination is good for 14 miles per gallon city and 19 mpg highway. Those numbers aren’t outstanding, but they aren’t horrible for a vehicle that tips the scales at 5,401 pounds.

Engineers have worked hard to mask the machine’s mass, but outstanding acceleration aside, the seven-passenger behemoth feels heavy from behind the wheel. Each GL comes standard with the Mercedes-Benz Airmatic air ride suspension, which does an excellent job of mitigating body roll and soaking up imperfections in the road surface. Our test route took us down a heavily washboarded dirt road, and the GL450 absorbed the worst of the undulations at speeds up to 50 mph. The design also allows the driver to select a ride height for any given situation, and the optional $2,800 off-road package lets the Airmatic system increase ground clearance by a staggering four inches. Expect to find additional skid plates and two locking differentials as part of the kit.

Similar to most modern SUVs, the 2013 GL is equipped with an arsenal of driver aids designed to keep the machine on course in any situation. Engineers rolled in a new crosswind stabilization system that senses strong gusts and uses brake application to countersteer the vehicle without driver input. Buyers may also opt for a $2,800 Driver Assistance package that includes a pre-collision warning system and active braking to slow the GL before an accident occurs. In addition, the pack rolls in Blind Spot Assist and Active Lane Keeping Assist. While we’ve found the latter system to be novel on other Mercedes-Benz products, it feels heavy-handed on the GL. Get too close to the lines on the road, and the SUV will nosedive as the brakes coerce the machine back on course.

As for the brakes, the GL has some impressive stoppers on hand. On GL450 and GL550 models, 14.8-inch ventilated and perforated rotors handle dissipating heat, while 13.6-inch pieces pull similar duty out back. Even so, the pedal lacks a positive bite on first application, requiring the driver to dig deeper to come to a full halt. From behind the wheel, the GL can’t help but feel like a big crossover, thanks largely to the fact that more than any other “SUV” on the road, this beast cozies up the line between the two segments. With a unibody chassis borrowed from the Mercedes-Benz S-Class, the machine’s off-road pretentions are the only thing standing between it and full-on crossoverdom.

That impression is underscored by the vehicle’s electro-mechanical power steering system. As in other applications, the setup is speed sensitive, offering single-finger steering at low speeds and firming up once the GL gathers its momentum. Even at a highway clip, inputs feel on the numb side, though we doubt buyers in this class will care. Those looking for a luxury SUV are likely to be more content with all the dynamics of a soft-driving crossover backed by the muscular V8 under the GL450’s hood.

Mercedes-Benz reports the company managed to sell 25,139 GL-Class units last year, thereby becoming the most popular luxury SUV in the U.S. in the process. This new generation will only get more buyers behind the wheel, and that’s saying something given the GL’s price tag. Technically, Mercedes-Benz will ask $63,900 for the GL450, plus a $950 destination fee. That price will give you standard equipment like heated eight-way power adjustable seats, dual-zone climate control, Attention Assist and Collision Prevention Assist on top of a slew of other mechanical and comfort equipment. It’s worth noting, however, that Collision Prevention Assist won’t actually engage the brakes to avoid an impact without the $2,800 Driver Assistance package.

And that is the only unfortunate part for the 2013 GL-Class. New models can be loaded with over $25,000 worth of options for prices over $90,000. Keep in mind, this isn’t the powerful GL550 or the fire-breathing GL63 AMG. While the base GL450 is nicely equipped, taking advantage of three-zone climate control, the expansive available technology, special exterior colors and interior options will quickly swell the bottom line. While this is nothing new when it comes to German manufacturers, it certainly puts the GL at a disadvantage against another in its class that it previously dethroned.

However, make no mistake, the 2013 Mercedes-Benz GL-Class when decked out is an indulgance that will pamper you in every way possible. It does so with more interior room than ever before, truly attractive exterior styling and a drivetrain that’s only exceeded in refinement by the SUV’s suspension. Owners of the previous generation who found plenty to love will discover the newest version goes above and beyond all expectations.

Yet another batch of Mercedes reviews have managed to infiltrate the eMercedesBenz offices on this frigid Tuesday morning, with a grand total of three publications weighing in on Mercedes’ newest SUV – the highly publicized 2010 GLK350 4MATIC.

As is the case with all our Mercedes Review Roundups, you read excerpts highlighting precisely what reviewers thought of the new model immediately below, along with links back to the various publications’ full, action-packed articles.

Enjoy ladies and gentlemen.

2010 Mercedes-Benz GLK350 4MATIC (via Motor Trend)

Reviewer’s rating: Unspecified

“Few Mercedes-Benz owners in the U.S. ever take their vehicles off-road, a reality the German automaker not only realizes but embraces. Thus, the GLK is targeted at affluent women — and it appears Mercedes has hit its mark. This baby Benz has clearly been refined for the on-road market.

Consider the evidence: The off-road package that Mercedes-Benz claims will allow the GLK to rival the Land Rover LR2 in off-road capability will not be available in the U.S. Neither will the two Euro-market diesel engines, despite their efficiency advantages. As if to drive the point home, our tester arrived wearing 20-inch wheels wrapped with Pirelli Scorpion Zero tires. While the sidewalls may have revealed a mud and snow rating, the tread hardly looked trail-ready. Clearly, the GLK350 is not meant to tackle much more than the occasional snowy drive to a condo in the mountains.

We’re okay with that, because while the GLK might not keep up with a Jeep Wrangler on the soft stuff, it will be far more pleasant to live with during the work week. Heated leather seats, Bluetooth and iPod connectivity, and a superb stereo will make the office commute and jaunts to the mall and supermarket more than bearable. The fully adjustable seats keep your backside happy on long drives, and the COMAND infotainment system is easy to learn and provides quick access to stereo, phone, and navigation. While the COMAND control knob operates much like BMW’s iDrive, the system is more user-friendly. Unfortunately, Mercedes has placed the knob at an odd angle behind the gear select lever, requiring an uncomfortable reach. Moving it just an inch farther forward, away from the edge of the armrest, would help immensely.

While the satellite radio and iPod interface will keep you entertained in traffic, the superb drivetrain will put a smile on your face when you finally get out of town. In the hills above Malibu, the 268-horsepower V-6, seven-speed automatic transmission, and 4Matic all-wheel drive system make the GLK350 a surprisingly sporty ride. While the steering is, in typical SUV fashion, rather slow (2.75 turns lock-to-lock,), it’s accurate. The big Pirelli meats offer impressive grip, and even when they began to let go, stability and traction control quickly reeled in the errant wheels. At the track, all that grip, plus surprisingly flat cornering, translated to an impressive 0.80 g of lateral acceleration and an equally impressive 28.1-second lap time around the Motor Trend Figure Eight.

The transmission rocks. While the GLK’s seven-speed auto allows for manual shifting by rocking the shift lever left to right, driver input really isn’t necessary. Switch the vehicle from Comfort Mode to Sport mode and the seven-speed will hold gears longer, allowing quick bursts between turns without ever changing cogs.

On the track, the 3.5-liter V-6 hustled the Benz to 60 mph in just 6.6 seconds. Stops were equally impressive: 60 to 0 mph in just 124 feet. Brake-pedal feel left much to be desired, though. The first half of travel is mushy and provides little stopping power. Then, forces suddenly firm up considerably and the brakes bite hard. The GLK needs a more gradual, linear braking response.

To their credit, the brakes have a tough job. Despite its smallish size, the GLK tips the scales at 4214 pounds. Still, the GLK never feels like a porker. Merging and passing on the freeway are effortless, and the GLK can pull off a 15.0-second quarter-mile at 92.9 mph. The real penalty is fuel economy: The GLK carries an estimated EPA city/highway rating of just 16/22 mpg. And it only drinks premium.”

2010 Mercedes-Benz GLK350 4MATIC (via Car and Driver)

Reviewer’s rating: Unspecified

“Associations with Mercedes-Benz and sticker prices typically involve an adjective equivalent to the word “high.” So it’s a bit of a surprise to find out that the 2010 GLK350 4MATIC starts at a not unreasonable $36,775, which is $3450 less than a 2009 BMW X3 sport-ute. A two-wheel-drive GLK, coming in April, will shed another $2000 off the window sticker. The competitive pricing—an Acura RDX SUV starts $2320 below the 4MATIC—is meant to lure “conquest buyers.” Mercedes-Benz predicts that 70 percent of GLK customers will be new to the German luxury brand.

The cost-wary might want to avoid some of the $6670 worth of extravagant options on our test car. Highlights include the $3350 Multimedia package (which includes navigation) and a $970 appearance package with 20-inch wheels and tires and chromed roof rails. Running boards add another $660 and are positioned to soil clean pants upon exiting the vehicle.

Mercedes has hit the mark perfectly with the GLK. The 3.5-liter V-6 puts out 268 horsepower, eight more than the X3. The 4219-pound curb weight is on the heavy side of the class average, but the seven-speed automatic allows for shorter ratios in the lower gears, resulting in a 0-to-60-mph time of 6.5 seconds. That’s dead even with the RDX, which was quickest in our most recent small-luxury-SUV comparo.

Despite 0.82 g of grip, the GLK doesn’t offer the carlike handling of the RDX or the X3. A soft ride is backed up by one-finger-light steering, and uneven pavement results in pronounced head toss. Though refined, the GLK drives more like its G-wagen looks than its C-class underpinnings.

Cargo space—23 cubic feet behind the rear seats, 55 cubes with the seats folded–isn’t as much as you’d get in the RDX or the X3. The rear seat has plenty of kneeroom, which is an improvement over the C-class. Mercedes doesn’t sell the wagon version of the C-class stateside, but the GLK fills that role perfectly, as long as you’re not looking for driving thrills.”

2010 Mercedes-Benz GLK350 4MATIC (via SearchChicago)

Reviewer’s rating: Unspecified

“If I were ever going to own an SUV, it would be something like the all-new Mercedes Benz GLK350. It’s got a lengthy list of standards at a base level. It drives incredibly well. It’s small enough for comfortable city driving, yet large enough to have usable cargo space. And it’s attractive. Not to mention the Mercedes cachet. Oh, and the base price? It rings in at $34,775.

The five-passenger GLK-Class launches as a 2010 model, but the 4MATIC model is available now, and the base rear-wheel drive GLK350 appears at dealers in April. The GLK is slotted as the new compact entry-level SUV for Mercedes, with a price point to match. Upgrading to the M-Class increases the MSRP by $13K, and the GL-Class adds $24K over the GLK.

Without spending any extra money on options, a buyer is looking at standard features such as 19-inch aluminum wheels with all-season tires, dual chrome exhaust tips, roof rails, Bluetooth, eight-way power adjustable driver’s seat, dual-zone automatic climate control adaptive brakes, six airbags and Agility Control suspension.

What isn’t included are some fairly basic features I’d expect at a luxury level. However, this à la cart menu is typical of a Mercedes. Here’s a heads up for you on some of those items you’ll have to pay extra for: an iPod integration kit ($375), park assist ($790), heated front seats ($740) and any color of exterior paint other than red, white or black ($720). The test vehicle was the 4MATIC version, which was greatly appreciated in this hideous weather we’ve been having. Base price with the all-wheel drive is $36,775, and believe me, for an extra $2K over the base model, it’s so worth it.

Powering the GLK is a 3.5-liter V-6, and this engine is superb. It delivers 268 horsepower and 258 pound-feet of torque. Mated to the seven-speed transmission, the power is smooth seamless and fast. Fast to the tune of 6.5 seconds for a 0-to-60-mph time. Not bad for a 4,036-pound vehicle.

Whether I was navigating through the mounds of snow in my alley or zipping down the highway, the GLK was perfectly acclimated to both situations. From the engine power to the actual ride-and-handling, I have zero complaints with how the test vehicle drove. It did exactly what I needed in every situation, and I couldn’t have been more pleased.

I was also pleased with the looks of Mercedes’ newest SUV. The GLK has strong straight lines and the bold Mercedes grille. It’s more than just a sawed-off version of the ML-Class and GL-Class SUVs. It has a more angular profile, and, in my opinion, it’s more attractive. The long nose combined with the chiseled hood lines and fender flares are distinct and modern.”