Displaying items by tag: Mercedes
It don’t mean a thing if it ain’t got that bling.
The 2022 Mercedes-Maybach S-Class S680 4Matic is a glittery thing. The grille and the front intakes, the trim down the middle of the hood and across its broad rump, the frame around the greenhouse, the exhaust pipes, and the wheels all sparkle as brightly as a diamond-encrusted Rolex in a Miami nightclub. Subtle it ain't. But, as Mercedes-Benz has learned, when it comes to Maybach, all that glitters is gold.
In 2015, the company did what it should have done in the first place: It overtly linked the Maybach name with the three-pointed star. The largest and most lavishly equipped versions of the W222 S-Class were badged Mercedes-Maybach, the three-pointed star standing proud on the hood, and although the decision was made so late in the car's development there was no time to design and engineer any unique parts, it proved a runaway success. Mercedes has since sold more than 60,000 of these blinged-up S-Class models, many in China, where in 2019 demand was running at 700 cars a month.
Now That You're Up To Speed…
The new Mercedes-Maybach is based on the redesigned W223 S-Class launched late last year. Unlike the outgoing car, though, it does have unique sheetmetal, including a new hood that sits three-quarters of an inch higher than the S-Class hood and runs back from a large, more upright grille with bright vertical bars. It also features a redesigned greenhouse that includes a slightly higher roofline, fixed rear quarter windows, and a more formal C-pillar. And more chrome. Because that's what the customers like.
The new Mercedes-Maybach rolls on the longest of the three platforms developed for the new S-Class. Codenamed Z223, it boasts 7 inches more between the axles than the long-wheelbase platform (codenamed V223) that underpins all S-Class models sold in the U.S., and 11.5 inches more than the standard-wheelbase S-Class that's common in Europe. All that extra length is dedicated to the rear passenger compartment, not the least because that's where many of the cars' owners in its three largest markets—China, Russia, and South Korea—spend most of their time, their chauffeurs handling the driving chores.
The rear seats can be reclined from a 19-degree rake to 43 degrees, while the leg rests extend 2 inches further than before and will give you a calf massage should you so desire. Neck and shoulder heating is standard, and the seat belts are presented to you like those in the front seats of Mercedes coupes so you don't have to twist and find them. The standard infotainment screens on the backs of the front seats can be controlled via a smaller, removable touchscreen device mounted in the rear center console so you don't have to stretch forward, either.
Among the few options to be offered to American buyers is a package that adds heated and cooled cupholders to the rear-seat center console, along with tables that fold out from it like those in a first-class airline seat. Other options include a fridge—complete with a pair of metal champagne flutes—that's accessed via a panel between the seats, and an electric opening and closing system for the rear doors actuated by switches mounted in the roof, just above the rear windows.
The Back Is Where It's At
Given the car's intended function, the Mercedes-Maybach's rear seat is where we started our test. You're very well accommodated, though it's not quite as plush as the pew in a Rolls-Royce Phantom. Two reasons: The seat squab feels as if it could use a little more padding, especially when the seat is reclined a little, and the ride, despite an air suspension that uses stereo cameras to scan the road to prepare for upcoming bumps, is still not quite as relaxed as that of the Rolls, mainly because of the discernible reaction of the low-profile 255/35 R21 Pirelli P Zero tires to small, sharp imperfections in the tarmac.
From behind the wheel, the Maybach feels pretty much like the new S-Class to drive. At 215.3 inches long and 75.6 inches wide, the Maybach takes up a lot of real estate on the road, but all its sophisticated systems shrink it around you, making it feel smaller and more maneuverable than you expect. The standard rear-steering system—the rear wheels pivot 10 degrees on the standard tires, or 4.5 degrees if you order the optional wider rear tires—endows this big limousine with remarkable low-speed agility, right-angle corners requiring little more than a quarter turn of the steering wheel. And so you know exactly what's going on around you, there's visual feedback from the driver-assist screen on the 3-D instrument panel, which graphically shows the road ahead and the movements of traffic around you, as well as traffic-proximity signals from the superb augmented-reality head-up display.
The air suspension and 133.7-inch wheelbase all but eliminate fore-aft pitching, and the electronics help keep the car on an even keel even when pushed through corners. You can't argue with the laws of physics, but there's a serenity to the way the Maybach devours any road that will have you wondering at times. With the bass speakers of the 1,750-watt, 30-speaker Burmester 4D audio system emitting low frequencies to counter road noise, you easily find yourself wafting along much faster than you think.
Price, On Sale, And More
Two versions of the car will be offered in the U.S. The Maybach S580 4Matic shares its drivetrain with the top-spec S-Class. Codenamed M176, the 4.0-liter twin-turbo V-8 under the hood makes 496 horsepower at 5,500 rpm and 516 lb-ft of torque from 2,000 to 4,500 rpm, with an additional 20 horsepower and 184 lb-ft of torque provided on demand from the 48-volt integrated starter-generator mounted between the engine and the nine-speed automatic transmission. The S580 goes on sale shortly as a 2021 model, priced at $185,950.
The Maybach S680 4Matic arrives in the first half of next year as a 2022 model, and although no official pricing has been announced, don't expect much change from $215,000. The Maybach S680 combines for the first time the tried-and-true 6.0-liter V-12, codenamed M279, with Mercedes-Benz's slick nine-speed automatic transmission and versatile all-wheel-drive system. Yes, the V-12 lives! No longer available in the regular S-Class, it's now reserved solely for the Maybach. And it feels right at home.
The 9G-Tronic automatic transmission can only handle a maximum of 664 lb-ft, so the twin-turbo V-12's torque output has been dialed back from the 738 lb-ft it made in the outgoing Maybach S650. You don't miss it. With more ratios to work with and 603 horses available, the engine hustles this 5,200-pound limousine to 60 mph in 4.4 seconds without breaking a sweat, 0.2 second quicker than the S650. In Europe, the Maybach S680 will hit 155 mph, Mozart tinkling through the Burmester speakers and champagne cooling in the fridge. Here in the U.S., our love of all-season tires means it's limited to a mere 130 mph.
It is no coincidence that Porsche is celebrating the jubilee of the incredible Mercedes 500E sedan, which they even keep in their museum. Thirty years ago, Porsche’s task was to turn the E-Class W124 into a sports sedan powered by a V8 engine.
We recently wrote about the Mercedes-Benz 500E model, which many consider the most perfect sedan ever made, and in the development of which the "rival" Porsche also helped.
Yesterday, 500E celebrated its 30th birthday and thus officially entered the "hall" of oldtimers.
It is based on the W124 generation of the "golden" E-Class, and since it was a high-performance model, Mercedes needed help assembling a large engine into a smaller body.
A wider body was not an option due to the assembly line and here comes the story of Porsche, which was in financial trouble, so the project was welcome for both manufacturers.
Porsche's task was to turn the W124 E-Class into a sports sedan powered by a V8 engine.
In realization, Porsche engineers reworked most of the bodywork. The 500E was about 5.6 centimeters wider than the standard E-Class, and new elements were installed, such as different and more aggressive bumpers and a recognizable rear wing. In addition, most of the work was done in expanding the engine space to fit the 5.0-liter V8 from the Mercedes SL 500.
In addition, for better weight distribution, the battery has been moved to the trunk, and the car has been lowered by 2.3 centimeters compared to the standard model, and larger brakes have been installed. In addition, unlike the standard E-Class, each 500E was a four-seater due to the large rear differential that took the place of the middle seat in the rear.
Air entered the engine compartment through the gaps around the headlights, and the intake was insulated so as not to make too much noise. In its final form, the 500 produced 322 hp and 470 Nm of torque, and on the way to a top speed of 250 kilometers per hour, it "caught" a hundred in just 5.5 seconds.
It was presented in 1990 at the Paris Motor Show, and its production began a little later that year.
In addition to creating the drafts themselves, the making process was quite complex, which made it slow.
Namely, Mercedes delivered body parts to Porsche, and after Porsche assembled those parts, they returned them to Mercedes for painting, and then again finished in Porsche for final assembly.
The process lasted 18 days, and a total of 10,479 copies were made by the end of production.
On the model's 30th birthday, Holscher and Monig drove the 500E:
"The management is phenomenal. The linear acceleration is excellent, the brakes are outstanding and it is my pleasure to drive this car of a very dynamic character. The sound of the V8 engine is inconspicuous, but expressive, "said Holscher proudly, knowing that most of it can be attributed to the work of his colleague and him.
"When you drive it, you're in the clouds, especially when you lower the roof. It gives a feeling of freedom, so I turn on the radio, put it in 'D' and enjoy," says the owner of one of the most desirable classic convertibles. This example of perfect condition arrived in Belgrade via the Atlantic and Latvia and is now being driven around Serbia.
A few years ago, Hurol's dream came true in the form of a tired, but quite good 380SL in MB-355 Diamond Blue color. Originally a California car, this SL crossed the Atlantic and came to Latvia:
"It was completely original, it never had an accident or anything like that, and the man since I bought it has been driving it for some time. I told myself now was the right time, I sold my SL (R129) and bought this one. I imported it to Serbia, got Belgrade license plates and started driving it. "
Owner Hurol points out that: "When you drive it, you are in the clouds, especially when you lower the roof - driving without a roof gives me freedom, a feeling of infinity." Another great quality of the SL is its build quality, which makes it perfectly reliable and practically indestructible:
"Today, it seems that they intentionally make cars of lower quality in order to force consumers to constantly change them. I have an official car in which I can't feel anything I can in SL. It is full of cheap plastic and does not convey any feeling when you drive it. That's why I'm happy whenever I sit in SL, even though it can't be measured in terms of technology. With him, you just turn on the radio, plug in D and enjoy! ”
The crown jewel of Daimler's car line has dawned in the Russian configurator, where this extended, stretched, luxury sedan with a twin-turbo 6.0-liter engine and a 9-speed automatic transmission can already be configured and ordered.
Only a day or two after the teaser of the label and photos announced the arrival of the top version of the new generation of Maybach, the first data began to be revealed, albeit by a detour. Namely, while the last mention of Maybach on Mercedes' press pages was in mid-April, announcing the company's 100th birthday, the strongest model first appeared and then disappeared from the company's Russian pages even faster (but not fast enough). So it became clear that the top version is powered by a 6.0-liter twin-turbo engine with a nine-speed automatic transmission.
It develops 450 kW / 604 hp and the car fires from a standstill to 100 km / h in just 4.5 seconds. Top speed is electronically limited to 250 km / h. As previously announced, with the V12 engine it gets an all-wheel drive system, instead of sending all that power to the rear wheels as was the case with the old S650 and AMG S65. The Russian configurator also reveals the weight of the car, the weight shows 2,350 kilograms, which makes the acceleration figure even more impressive. The power of 604 hp is lower by 17 hp compared to the previous generation S650. Although torque is not mentioned, it is assumed to be 1,000 Nm as before.
The V12 version will not remain the most powerful S-Class of this generation for long, as Mercedes-AMG is preparing two versions of its luxury sedan. Both should be plug-in hybrids, the S63e with about 700 hp coming later this year and the stronger S73e with about 800 hp arriving later. Meanwhile, the S680 will be one of the most expensive vehicles in the world, not counting supercars and hyperautomobiles. The Russian configurator states the starting price in the equivalent of 310,000 EUR.
“The Mercedes GLC is an SUV that benefits from a lot of C-Class pedigree, but with a raised ride height and improved practicality”
Mercedes has had a car battling against the BMW X3 and Audi Q5 since 2009, but to UK buyers this may not have been obvious because the old GLK-Class was only sold in left-hand-drive markets. However, since 2015, the GLC, which replaced the GLK, has been sold here and is an SUV version of the popular Mercedes C-Class saloon on which it’s based.
Mercedes gave the GLC a mild facelift in 2019, which involved some tweaks to the exterior design, some new engines and a plethora of technology upgrades inside. The updates were needed given how competitive the SUV market had become, and 2021 ushers in a plug-in hybrid version for the first time too.
Best 4x4s and SUVs
The revised GLC borrows engines and equipment from the C-Class. The similarities between the two models are harder to spot in style terms, however, unlike the Mercedes A-Class and GLA, which have more in common. The GLC is an attractive car in its own right, with the latest design including slimmer headlights and tail lights, and the latest Mercedes grille.
Every GLC comes with Mercedes' 4MATIC four-wheel drive and a smooth nine-speed automatic gearbox as standard. Versions badged 220 d and 300 d are fitted with the same 2.0-litre diesel, but tuned differently to produce 191 and 242bhp respectively. The 220d returns up to 45.6mpg and has CO2 emissions starting at 175g/km, while you can expect 42.8mpg and 184g/km from the 300 d, which are competitive figures. These are trumped by the GLC 300 e plug-in hybrid model, which can manage 26-31 miles of electric range and 122mpg. What’s more, its low CO2 emissions mean company-car tax is a third of the petrol and diesel engines.
A clear highlight of the GLC is its attractive and well built interior, which also has enough room for front and rear occupants to be comfortable, along with heater controls for people sitting in the back, which is surprisingly rare. There are lots of thoughtful cubbies and the 550-litre boot puts the GLC in the same territory as the X3 and Q5, while the Discovery Sport is more practical and has the option of seven seats.
The introduced the latest Mercedes MBUX infotainment system, but unlike all-new models, there's still a tablet-style central screen perched on the dash, that looks slightly incongruous. The software is a major upgrade, though, and the main screen now responds to touch as well as the central control pad. A regular set of dials are standard, while a large 12.3-inch digital version is available as an option.
On the road, it soon becomes apparent that Mercedes concentrated on comfort when developing the GLC. It’s very smooth on the standard suspension and even more cosseting if the optional air-suspension is fitted. Drivers on the hunt for thrills may feel short-changed, though – while the Volvo XC60 is even softer, the newer BMW X3 is more responsive and poised on a country road.
There are effectively three trim levels, consisting of the core AMG Line trim, plus Premium and Premium Plus versions. The 220 d engine is only available in AMG Line Premium and below; the more powerful 300 d is the AMG Line Premium and up. Desirable items like a powered tailgate, reversing camera and Artico leather upholstery are all included, along with sat nav and LED headlights. AMG Line Premium GLCs gain distinctive body styling and an interior makeover, as well as even bigger 20-inch alloy wheels.
AMG Line is now the most appealing trim for company-car drivers and we'd recommend spending the extra monthly finance cost for private buyers too, to benefit from all the GLC has to offer. The Premium equipment line includes adaptive headlights, running boards, a larger instrument display, ambient lighting, augmented reality navigation, Android Auto and Apple CarPlay compatibility and wireless smartphone charging.
Before it was facelifted, the GLC came 61st out of 100 models in our 2019 Driver Power customer satisfaction survey, but reliability wasn't a strong point, so owners will be hoping issues have been remedied. Further peace of mind should be provided by the GLC’s five-star Euro NCAP crash-test rating.
Mercedes GLC SUV - MPG, running costs & CO2
The Mercedes GLC is pretty economical for an SUV, with its claimed figures rivalling the likes of the Audi Q5 and BMW X3. Mercedes also offers competitive warranty and servicing plans.
Mercedes GLC MPG & CO2
The 220 d version of the 2.0-litre diesel engine can return up to 45.6mpg, reducing slightly in top trims with optional wheels fitted. CO2 emissions of 175g/km mean it sits in the highest BiK band, which won’t appeal to company-car drivers. The more powerful GLC 300d is a shade less economical, at up to 42.8mpg, with emissions of 184g/km. By comparison, the BMW X3 xDrive 30d offers more pace and returns 46.3mpg with 159g/km.
Petrol engines are offered too. A GLC 300 model promises up to 33.6mpg, while the AMG 43 and 63 models above are even thirstier. They certainly prioritise speed over running costs; you can expect 26 and 22mpg respectively. All petrols are in the top BiK band.
A plug-in hybrid GLC 300 de version is now available, pairing the 2.0-litre diesel engine with a 13.5kWh battery. It offers 27 miles of electric range and up to 156.9mpg if you regularly recharge the battery, while business users will be drawn to its 12-13% BiK rate. It’s also exempt from the London Congestion Charge until October 2021. In 2021 it was joined by the GLC 300 e, with a petrol 2.0-litre engine and an electric range of 26-31 miles. It can officially manage up to 128.4mpg with emissions of 62g/km and it takes around 2.5 hours to charge the battery using a 7kW home wallbox.
After the first year's CO2-based road tax (generally included in the on-the-road price), Mercedes GLCs cost the standard annual rate in VED (tax), or £10 less if it's a hybrid. Every GLC now has a list price (including options) of more than £40,000, making it liable for an additional surcharge in years two to six, elevating the annual bill during that period.
Insurance groups for the facelifted Mercedes GLC are quite high, with diesel versions starting in groups 32 and the GLC 300 de in groups 44-45 out of 50. Oddly, this is just as high as the AMG versions in groups 41-44.
Mercedes provides a three-year/unlimited-mileage warranty on all of its new models, which is the same as BMW offers on the X3. Pan-European Mercedes Roadside Assistance is also included, that can last up to 30 years if you keep the car maintained within the dealership network.
Mercedes offers fixed-price servicing plans that cover all scheduled maintenance. You can pay all in one go up front or spread the cost over monthly instalments, which should be about £35 for a diesel GLC.
Mercedes GLC SUV - Engines, drive & performance
Its diesel engines are smooth, but the Mercedes GLC is more of a comfortable cruiser than an exciting driver’s car
Engine choice is reasonably limited in the Mercedes GLC, but the two diesel options are very smooth on the move. All also come with four-wheel drive as standard – a system Mercedes calls 4MATIC. The GLC is almost car-like to drive and as comfortable and sophisticated as a luxury limousine – a happy consequence of sharing a platform with the C-Class saloon.
The GLC is at its best when driven in a relaxed, unfussed manner than on spirited back-road jaunts. Although all models have clever dampers as standard, they seem optimised for soaking up bumps and improving ride comfort rather than providing sharper responses. For a truly rewarding SUV driving experience, the BMW X3 and Jaguar F-Pace remain the cars to beat, although in the comfort stakes, the Merc trumps the Alfa Romeo Stelvio. The Volvo XC60 is even more comfortable still.
The GLC leans a little during hard cornering, but not so much as to feel unsettling and less than the Audi and Volvo. The steering is accurate enough, yet feels rather light and requires quite large inputs, so there’s little to encourage fast driving anyway. It’s far better to ease off the accelerator and cruise, which the Mercedes does very well.
All models use a smooth, responsive nine-speed automatic gearbox, which does a good job of keeping the engine revs low in the interest of fuel economy. The four-wheel-drive system is permanently engaged and uses traction control to ensure a firm grip on the road – any wheel found to be slipping is lightly braked and the engine's power is sent to the wheel on the opposite side to get you moving again.
Mercedes GLC diesel engines
Many people buying an SUV of this size will choose a diesel, and there are two available, badged 220 d and 300 d. Both are different versions of Mercedes' four-cylinder 2.0-litre engine, which is smoother and quieter than the 2.1-litre diesel it replaces, but still slightly more clattery than the best diesel engines found in rivals.
It might not appear like it if you look at the official performance claims, but most drivers will be satisfied with the slower 220 d, and it suits the GLC well. Mercedes claims 0-62mph times of 7.9 for the 200 d and 6.5 seconds for the 300 d, both of which will be more than fast enough for most SUV owners. That means our top pick is the cheaper 220 d, and it's a shame this isn't available with every trim level. Unlike the coarse old engine, the GLC 300 d we sampled was as smooth and quiet as a petrol, but with even more urge in real-world driving.
Talking of petrol, the GLC 300 with 254bhp is available, featuring a new turbocharger, engine design and particulate filter all aimed at reducing emissions. It's also fitted with a mild-hybrid system that can recoup energy as the car slows down, then use it to aid acceleration. Acceleration from 0-62mph takes 6.2 seconds, while its top speed is 149mph. AMG models are even faster - the 43 model cracks 0-62mph in under five seconds, and the 63 and 63 S reduce this to four seconds or less. With the speed limiter removed, the GLC 63 S will carry on all the way to 174mph.
Most plug-in hybrids use a petrol engine, but the GLC 300 de has a diesel engine for long-range economy. The combination produces 302bhp, so the PHEV is quick too - 0-62mph takes 6.2 seconds. For 2021 the petrol-based GLC 300 e plug-in has also arrived, and it's even faster, taking just 5.7 seconds to get from 0-62mph.
Its 2.0-litre turbo petrol engine and electric motor produce a combined 316bhp, and it does a good job of prioritising electric power when the battery is charged. In this mode it's almost silent, and even when the petrol engine kicks in it's almost imperceptible. There's also a clever regenerative braking system that can be adjusted using the paddles behind the steering wheel or left to work automatically based on the road and traffic.
Mercedes GLC SUV - Interior & comfortThe
Mercedes GLC has a well built interior and even the entry-level model has loads of standard kit
The Mercedes GLC boasts an impressive, high-quality dashboard and interior design that’s more luxurious and up-to-date than what you’ll find in many rivals. All models are well equipped, but you’d expect them to be considering the GLC’s price. We'd recommend choosing an AMG Line Premium trim or above to really experience all the GLC has to offer.
Thanks to a honed suspension setup and using some parts from the Mercedes C-Class saloon, the GLC is very comfortable on the move whether on the standard steel springs of the Sport or the optional AIRMATIC system. Road and wind noise are minimal and a clever crosswind prevention system helps to keep the GLC stable at high speeds. Even the more sportily tuned AMG Line models maintain the comfortable ride of the Sport, although the wider tyres do kick up a little more noise from the road.
Mercedes GLC dashboard
The GLC shines when you sit behind the wheel. The entire design looks like it’s been lifted straight from the C-Class saloon, as there’s loads of solid metal switchgear and clear instruments. The middle of the dashboard is dominated by a single piece of wood or gloss-black veneer that starts from just underneath the infotainment screen and swoops down to connect to the centre console.
The classic air vents look like they’ve been taken straight from a vintage aircraft and the control for the sat nav and infotainment is the only control interruption on the centre console. The steering column-mounted gear selector is a little strange to get used to, though. It's also a shame that the standard analogue gauges and central trip computer look dated compared with the digital instruments fitted in AMG Line Premium trim.
The GLC now comes in AMG Line trim as standard but extra kit can be added by upgrading to Premium and Premium Plus versions. Even the entry-level model has a comprehensive amount of equipment: a reversing camera, Parktronic, a powered tailgate, rain-sensing wipers, LED headlights, leather seats, automatic climate control, sat-nav and DAB radio are all standard.
The AMG Line Premium version throws in a sports bodykit and interior makeover, sports suspension, 20-inch AMG alloy wheels, adaptive headlights, ambient lighting and a 12.3-inch digital instrument display. Premium Plus is even more lavish, thanks to a panoramic sunroof, Burmester stereo system, keyless entry, 360-degree camera view and memory front seats and steering wheel.
The Driving Assistance package is worth considering if you spend a lot of time behind the wheel, adding blind-spot monitoring, lane-keeping assistance, adaptive cruise control and a system that applies the brakes if it thinks you're about to hit the car in front. Air-suspension can also be fitted, further improving the ride quality. If you plan on towing, an official tow bar costs around £750.
Mercedes GLC SUV - Practicality & boot space
The Mercedes GLC provides loads of storage areas and its boot is a decent size, if not class-leading
Considering it’s an SUV, the GLC is easy enough to get into, as its doors open nice and wide. The steering wheel and driver’s seat have plenty of adjustment and there’s plenty of room in the back. Boot space is good, if not class-leading, but the plug-in hybrid offers noticeably less due to its batteries taking up some of the luggage room.
Mercedes GLC interior space & storage
The GLC offers a decent amount of leg and headroom in the rear, but the transmission tunnel can eat into space for the middle-seat passenger.
Interior storage is good, thanks to a generous space in the front armrest and a deep cubby in front of the infotainment dial in the centre console. The door bins can all hold bottles and rear-seat occupants get their own air ventilation and an armrest that features a storage cubby and two cup-holders.
Total boot volume is about on par with a lot of the GLC’s rivals. The 550 litres on offer is the same as what you get in the BMW X3 and equal to the Audi Q5’s boot. However, it’s less than what’s available when you fold down the Land Rover Discovery Sport’s third row of seats. The GLC’s rear seats fold in a 40:20:40 configuration with the pull of a lever, offering extra versatility and more room in the boot if needed.
In the boot you’ll find the usual range of neat practical touches like anchor points for smaller items and a cubby either side to store bits and bobs. The boot itself is square and the opening is large, so getting awkwardly shaped items in should be a breeze, especially with the power-operated tailgate.
Compared to the 550 litres you get in petrol and diesel cars, the PHEV’s boot is a bit smaller at 395 litres. That’s only 25 litres more than in the A-Class hatchback but at least the boot floor is flat, unlike the annoying step in the boot of the E-Class plug-in. It also benefits from underfloor storage, so you can keep your charging cables separate from your shopping.
All diesel GLC models can tow 2,500kg – more than most versions of the Land Rover Discovery Sport, and matching the D240. Both the GLC 300 de and 300 e can also tow up to 2,000kg, which is an impressive amount for a plug-in hybrid.
Mercedes GLC SUV - Reliability & safety
There’s an impressive amount of safety technology as standard, but there could be questions about long-term reliability of the Mercedes GLC
The Mercedes GLC has an impressive suite of safety kit, which can be added to with optional equipment like adaptive cruise control. Although owners expressed reliability concerns in our 2019 Driver Power customer satisfaction survey.
Mercedes GLC reliability
Looking at the 2020 results of our Driver Power owner satisfaction survey, Mercedes as a brand came a disappointing 28th out of 30 manufacturers, with 16.5% of respondents reporting a fault within the first year of ownership.
Things were even worse for the Mercedes GLC in particular, because despite coming a reasonable 61st out of our top 100 cars overall in our 2019 results, it came dead last for reliability. A worrying 44% of owners reported at least one fault in the first 12 months, including engine, electrical and interior trim problems. The GLC didn't appear in our 2020 results. Hopefully Mercedes will have identified these teething problems and recified them as part of the model's facelift.
Along with the standard spread of airbags and traction control, the GLC has an advanced stability program, Mercedes’ crosswind-assistance technology and a collision-prevention system. An optional semi-autonomous driving system is available. This takes adaptive cruise control a step further, maintaining a safe distance from the car in front, steering the car if you drift out of your lane and braking automatically if it detects an imminent collision.
All this led to the Mercedes GLC scoring the full five stars when it was crash-tested by Euro NCAP at the end of 2015. It scored an impressive 95% in the adult occupant protection category, as well as 89% in the child occupant protection category.
The collision-prevention technology can get a little over-zealous, as it tends to flash a warning at you even when you’re a safe distance behind the car in front. Fortunately, it’s relatively easy to deactivate if you find it to be more of a hindrance than a help when on the move.
Only launched a few weeks back, we have already had the chance to test Mercedes-Benz’ all-new E-Class Coupé. In fact, this E300 Coupé was a bit like Darth Vader’s wheels. Well, that’s what at least two of the people we happened across said. They’re coupled at the tote, old Darth Vader and black.
Anywa, this is the freshly face lifted Mercedes-Benz E 300 Coupe AMG Line. And it does one thing really well. It very much looks the part. But it also does a so much else very well, too.
E 300 Coupé Accelerates Strongly, Handles Well
Acceleration is impressive, smooth; road holding and handling involving – especially at an elevated pace. For a larger family-coupé, that is. Albeit a touch rowdy, this latest 255 hp 277 lb-ft Nm turbo four-pot has a fruity exhaust note and works the chassis well enough. Although that four-cylinder noise may be a disappointment to the petrol heads expecting a V8 burble. Welcome to tomorrow, Darth Vader.
Tight, fast cornering is a pleasure and road-feel is positive, if a tad noisy over rougher tar surfaces. Probably because of those tires. Otherwise, it’s silent as a ghost with impeccable ride quality. The E 300 Coupé reduces the effects of gnarly speed-reducing road-bumps and humps to a far smoother, more acceptable experience.
That 9-speed gearbox is a treat in everyday driving, although it tends to get a bit laggy if you push it hard, when the car’s considerable heft also starts to make itself known. And we noticed a tendency to creep without notice when stopped and idling though.
But there’s more to this car than just the go. It has the show in spades, too. Ours had the coolest black on black wheels and LED headlights on the outside. And if technology exists, it’s in this AMG line specced cabin.
E300 Coupé Party Time as tech Meets Craftsmanship
Our specimen E300 Coupé had an impressive and immaculate party time red and black trimmed leather cabin. Red? Oh dear – don’t tell old Darth. It’s an intriguing space where Mercedes tech meets craftsmanship. Unique turbine vents compete with that twin 12.3-inch widescreen in a spectacular trade-off for the most attention.
Mercedes-Benz has also taken its already hugely impressive multifunction steering wheel tech another step forward. It takes a bit of getting used to, but the expanded touch tech on this new wheel takes multifunction to a new level altogether. Merc’s rivals were still trying to catch up to the touchpad tech on the last level multifunction wheel. Now it’s just moved even further ahead…
You get a kaleidoscope of ambient lighting, a reversing camera, split folding rear seats and that bigger 12.3-inch screen. Trying hard to be an IMAX cinema on wheels, with proper smartphone connectivity to boot, infotainment really is top class. And Miss My Mercedes at your beck and call.
It’s Roomy for a Merc Coupé
The seats are adjustable. In every direction. So, in spite of a lower driving position visibility is great. Add a panoramic roof and splendid 13-speaker Burmester stereo. And even a Driving Assistance pack for semi-autonomous motorway driving. It had a Lane Tracking pack, which I’d never have. I stopped to turn it off post haste. But if that floats your boat…
That cabin really looks great and has high quality, rigid components. Typical merc. Most of all, this E 300 Coupé is sensibly roomy and without much compromise. Which is good for a Merc coupé. Four adults fit inside. All their baggage in the cavernous trunk. And those pillarless windows bring a bit of Subaru-esque je ne sais quoi, mind you.
So, if looking good and driving cool is high on your agenda, this Vader-like E-Class Coupe defines Mercedes at its imperious best. Not quite the boy racer, it’s more of a sporty posh luxury sled. It away takes that driving stress, rather than piling it on.
E300 Coupé is basically a Mini Me S Coupé
And it’s half the price of its S-Class Coupe big bro, so maybe best without the badge. It is a serenely relaxing experience, all the same.
Mercedes-Benz E 300 Coupé AMG Line
Engine: 255 hp 277 lb-ft 2-litre turbo petrol I4
Drive: 9-speed automatic RWD
0-40 mph: 2.81 sec
0-60 mph: 5.89 sec
0-100 mph: 14.16 sec
¼-mile: 14.3 sec @ 98 mph
50-75 mph: 4.14 sec
75-100 mph: 6.12 sec
VMax: 155 mph
Fuel: 38.7 mpg
The world premiere of the new flagship of the Mercedes-Benz brand was held on April 15. In the years ahead, the EQS model will have the significance that the S-Class had in the years behind us.
It may be able to connect with important Mercedes only because it is luxurious, but the new top limousine from Stuttgart is different in everything else. The unexpected design, called the "one bow roofline", has made the EQS the most aerodynamic production car in the world.
There is also a giant hyper-screen in the cabin of 141 cm and a range of 700 km on electricity (and the same amount of horsepower in the strongest version). These are just some of the trump cards, in fact, not trump cards, but tasks for others, because we know that, whether people like it or not, history records that Mercedes regularly sets standards. Meet the EQS - the electric sedan of the future, in the present.
The design of the arch-like sedan, which may not appeal to everyone, has contributed to the 0.20 cd EQS being, as we said, the most aerodynamic production electric sedan (better than both the Tesla S and the Lucid Air model). It's even a kind of legacy from Mercedes - some of the most cult models from the past could also boast that the gusts of wind can be their allies. We are thinking of one of the models that always evokes fond memories, and it was also the first compact sedan with a star on the hood - the legendary 190.
So, design. Yes, it is unusual. Some are already saying that the profile is "critical", while the EQS from the front and back is great. But it's still too fresh to comment. The design should be given time to settle, which has been confirmed many times throughout history. What we can say is that we liked the electric rival from Audi - the e-tron GT, at first glance. But we whispered that to you. We said we wouldn’t talk about design, much less about tastes.
EQS is the so-called "Liftback" sedan which, as they say from Mercedes, should cost something similar to the new S-Class. We'll see.
This sedan is also the first Mercedes to be built from scratch as an electric vehicle. It was created on the EVA platform on which EQE (E-Class on electricity), then EQE SUV, as well as EQS SUV will be based.
This base, among other things, allows them special air suspension and control of the rear wheels. Thus, the EQS is 5.2 meters long, 1.9 m wide and 1.5 m high, in addition to being aerodynamic, it also boasts a turning diameter of only 10.9 meters.
The distance between the axles is 3.2 meters (106 cm more than the S-Class), which means that two-meter walkers will be able to stretch their legs inside without any trouble. The lucky ones. And they will also enjoy the "No.6 Mood Linen" fragrance designed especially for EQS. It is number 6 because the first electric cars were added to the 1906 model range with "Mercédès Electrique" vehicles.
Who cares, the trunk is 610 / 1,770 liters (60 liters more than the S-Class).
Design. Again. It is important to say that the EQS is also made of a lot of aluminum, and in front of the mask there is a black panel that connects the headlights connected by a light strip that extends the entire width of the front part. Now watch this - Digital Light has a light module with three extremely powerful LEDs with light that is refracted and directed by 1.3 million micro mirrors. The resolution is, therefore, greater than 2.6 million pixels per vehicle. That's what they say in Mercedes.
We have already written about the cabin, because it was shown before the premiere (find out more here), so we will now present some very interesting figures and information about the hyper-madness inside. With the MBUX Hyperscreen, several screens seem to blend seamlessly, resulting in an impressive curved screen width of 141 centimeters.
The large glass covered by the Hyperscreen is three-dimensionally curved in the molding process at temperatures of approximately 650 ° C. This manufacturing process allows the display to be displayed without distortion across the entire width of the vehicle.
To get to the most important MBUX applications, the user navigates through 0 menu levels. Everything is there right away. That is why it is called "zero layer". Also, through this system, the driver has the option of remotely opening the rear door.
The display area of the optional larger head-up display corresponds to a 77-inch screen. The projection unit consists of a high-resolution matrix of 1.3 million individual mirrors. And they say that in a Mercedes.
For haptic feedback during operation, a total of 12 actuators are located below the surfaces of the Hyperscreen. If the finger touches certain places, they trigger vibrations. The coating on the glass makes cleaning easier, and only the curved glass consists of scratch-resistant aluminum silicate.
Two versions of EQS
The rear axle of the EQS 450 has an electric motor that delivers 333 hp and 568 Nm, while the more powerful EQS 580 has two electric motors (on each axle), thus offering e-4 × 4 drive and a total power of 523 hp and 885 Nm.
It reaches the "hundredth" EQS, weighing 2.5 tons, in 4.3 seconds, or 6.2 in the weaker version. Top speed is 210 km / h. Both versions use a powerful 107.8 kWh battery that can provide a range of 700 km.
An AMG variant is planned to be based on the EQS 580 iwill have more than 700 hp.
Otherwise, depending on the equipment, up to 350 sensors monitor the functions of the EQS and explore the vehicle's environment. And we don't count antennas in that number. The sensors measure, for example, distance, speed and acceleration, lighting conditions, precipitation and temperature, seat occupancy, and count and monitor the movement of the driver's hood or passenger speech.
So much for advanced technology for today.