Displaying items by tag: MercedesBenz

 

The future, when it arrived, was anticlimactic. The snow flurries had finally eased off and the traffic on the autobahn had at last slowed to less than 37 mph. White lights appeared on the metal buttons at 10-to-2 on the Mercedes-Benz S-Class' steering wheel. I thumbed one of them. Green now glowed on the wheel and in the display arcing around the top of the steering column. I took my hands and feet off the controls.

And just like that, the S-Class was driving itself with full Level 3 autonomy, automatically slowing and accelerating and steering in concert with the cars around it.
Less than 24 hours earlier, the German Federal Motor Transport Authority had formally approved the use of S-Class sedans equipped with Mercedes-Benz's new Drive Pilot system on public roads in Level 3 autonomous mode. I had just become one of the first people in the world apart from Mercedes-Benz engineers to legally drive—er, be driven by—Drive Pilot on a real-world road and in real-world traffic conditions.

But not for long.

 
 
Mercedes Benz erhält weltweit erste international gültige Systemgenehmigung für hochautomatisiertes Fahren Mercedes Benz receives world's first internationally valid system approval for conditionally automated driving
Within a couple of minutes, the lights on the buttons and the steering column flashed red, indicating the car was handing control back to me. Although the snow had stopped, the fast-fading daylight had fallen below Drive Pilot's operating threshold. "As you can see, the use case is edgy," acknowledged Gregor Kugelmann, senior development manager for Drive Pilot. "If it's too dark, too wet, too cold, or there's too much snow, the system will not operate."

Now, before the Elon bros start sniggering and going all in on $TSLA, it should be pointed out that Drive Pilot's limitations are not due to the technology it employs but have been artificially imposed out of an abundance of caution on the part of both Mercedes-Benz engineers and the German government. Drive Pilot, which will be available on German-market S-Class models within the next few months, will only allow Level 3 autonomous operation on certain sections of the German autobahn network at speeds up to 37 mph, and only if certain weather conditions are met.

Though they won't comment on the record, the rolled eyes, half smiles, and shaking heads tell you exactly what the engineers in Stuttgart think of Tesla's so-called Full Self-Driving (FSD) system. Privately, they're astounded FSD Beta testing is even allowed on public roads. Getting Drive Pilot to meet Mercedes-Benz's own engineering and safety standards—not to mention those of the German authorities—has taken years of work in test labs and on the proving ground.

 The Drive Pilot development program has so far racked up more than eight million test miles—"We drove every foot of the entire autobahn network at least twice," says Kugelmann—and the current test fleet comprises 260 vehicles. In 2015 Mercedes spent almost $1 billion acquiring a stake in the HD live-mapping company Here from Nokia to provide highly accurate baseline data for the system. (BMW, Audi, Intel, and Bosch are also stakeholders.)

In addition to the parking sensors in the front and rear bumpers and the 360-degree cameras in the rearview mirrors that are fitted to regular S-Class models, Drive Pilot equipped cars have multimode radar units at each corner, a front-facing long-range radar and a LIDAR unit behind the grille, a stereo camera at the top of the windshield, a regular camera facing rearward through the backlight, and a moisture sensor in the front wheel well.

Mercedes Benz erhält weltweit erste international gültige Systemgenehmigung für hochautomatisiertes Fahren Mercedes Benz receives world's first internationally valid system approval for conditionally automated driving

The car knows, to within a fraction of an inch, exactly where it is in terms of its absolute position, its relative position, and its position correlated to carefully measured landmarks thanks to a highly precise positioning antenna mounted in the roof. The data is so accurate it even accounts for the effects of continental drift, says test engineer Jochen Haab, and between one and three miles' worth is buffered into the Drive Pilot system at any one time.

The rear-facing camera is used to detect the flashing lights of emergency vehicles approaching from behind, although the "Hey, Mercedes" voice-activation microphone in the cabin will pick up the sound of the sirens even if the vehicle cannot be seen. If an emergency vehicle is detected, Drive Pilot will hand control back to the driver. Similarly, if the moisture detector, which measures the sound level of the spray from the tire on wet roads, determines the road is too wet—meaning rain and spray could interfere with the camera, radar and LIDAR—control will be handed back to the driver.

A quick recap: The Society of Automotive Engineers' standard SAE J3016 defines a vehicle's autonomous driving capability by way of levels, with Level 0 being no autonomous capability whatsoever to Level 5 being full autonomy, with the vehicle able to drive itself anywhere, in all conditions. We're already familiar with Level 1 and Level 2 autonomy, where the vehicle assists the driver thanks to technologies such as lane-keep assist and adaptive cruise control.

Level 3 is the bridge between Level 2, where the driver is supported by autonomous technology but is still in control of the vehicle, and Level 4, where the vehicle is always in full control. And here's the key point: In Level 3, the vehicle is in full control while in autonomous mode, until the moment the parameters under which it can no longer operate autonomously are met. At that moment, when the car requests it, the driver must take control.

"Level 3 is where it gets interesting," said David Cooke, senior associate director of the Ohio State University Center for Automotive Research, in a recent interview with Automotive News. "In Level 2 the human is always in charge. [In Level 3] the vehicle is in charge, until it's not."

Mercedes Benz erhält weltweit erste international gültige Systemgenehmigung für hochautomatisiertes Fahren Mercedes Benz receives world's first internationally valid system approval for conditionally automated driving

The critical time lag between the vehicle ceasing to operate autonomously and the driver taking full control is the prime reason for the extreme caution in the rollout of Level 3 by both Mercedes-Benz and the German authorities. The rash of crashes in the U.S. involving distracted drivers in Teslas operating in Autopilot modes that purport to provide near-Level 3 autonomy has not gone unnoticed

Some tests have shown that, relieved of the task of mentally and physically controlling their vehicles, drivers can take up to 15 seconds to reacquaint themselves with what's happening around them on the road. However, testing done by Mercedes-Benz involving average drivers aged from 18 to 85, showed that even if totally distracted—the test subjects were asked to play Tetris on the center screen while their S-Classes were self-driving in Level 3 mode—most could resume full control in four to six seconds.

No pricing for Drive Pilot has yet been announced, though Gregor Kugelmann says it will cost less than the $9500 Mercedes-Benz charges in Europe for the Hyperscreen option in the new EQS sedan. No one expects a high take rate: "We can give our customers the opportunity to hand over [control] to the vehicle when they are able to and give them some time back with autonomous driving capability," Kugelmann says. "But right now, there is no real business case."

That said, Kugelmann jokingly suggests Los Angeles provides the perfect use case scenario for the current iteration of Drive Pilot: "There's no rain, 12 hours of sunlight, and 10 hours of traffic jams!" But he's only half joking: Mercedes already has 10 Drive Pilot-equipped cars under test on L.A. 's crowded freeways. And based on my brief experience behind the wheel, Drive Pilot would be money well spent for anyone who regularly endures the peak-rush-hour grind around the city. You can genuinely catch up on emails or watch the news, or enjoy a latte while your S-Class deals with the mind-numbing chore of driving in a bumper-to-bumper crawl.

Drive Pilot is a first step towards much more highly autonomous Mercedes-Benz vehicles. The system will be upgraded to enable higher operating speeds and fully autonomous lane-change capability—under German law, to be allowed to operate at Level 3 above 37 mph, vehicles will have to be able to autonomously reach a 'safe haven' such as a breakdown lane in case of an emergency. Achieving that capability will require the addition of two rear-facing long-range radars.

While autonomous vehicle startups such as Waymo, Cruise, Zoox, and Aurora are convinced full autonomous capability can only be achieved by creating highly skilled and omniscient digital drivers, Mercedes-Benz sees it as the ultimate function of ever more sophisticated iterations of the advanced driver-assist systems it has already created. "Level 4 is technically possible for us in the second half of this decade," Gregor Kugelmann insists.

Published in Mercedes
Monday, 13 December 2021 06:30

2024 Mercedes-Benz EQG

 
 

Overview

Over several decades the Mercedes-Benz G-class built a reputation as an all-conquering off-roader before becoming a six-figure status symbol for celebrities. Now, with the automotive landscape shifting away from gas-powered cars, the G-class is spawning the all-electric EQG. So far Mercedes has only shown the Concept EQG, which it refers to as a “near-production study.” The EQG retains the classic boxy styling of the G-class, and Mercedes says that the EQG will continue to be an extremely capable all-terrain vehicle. The 2024 Mercedes EQG is expected to have four electric motors, one per wheel, and will integrate its batteries into an old-school, robust ladder frame.

What's New for 2024?

The EQG will be an all-new model for the Mercedes brand when it launches. We expect it to arrive for the 2024 model year, meaning it could go on sale in late 2023. Although it will probably share a similar suspension and chassis with the gas-powered G-class, the batteries and electric motors will be new to the EQG.

Pricing and Which One to Buy

EQG
$150,000 (est)

We estimate that the price of the 2024 Mercedes EQG will be in the $150,000-range when it reaches dealerships. We’ll know more about the different EQG trims and their pricing closer to the electric off-roader’s on-sale date.

Engine, Transmission, and Performance

The EQG is expected to be powered by four electric motors, one near each wheel, that will be individually controllable, which should improve on- and off-road driving performance. If the concept is any indication, the EQG will also come with a shiftable 2-speed gearbox for traveling far off the beaten path. The EQG will use a similar chassis setup to the gas G-class, with a sophisticated independent front suspension, which should help with on-road driving, and a rigid rear axle.

 
2024 mercedes benz eqg side exterior
 

Interior, Comfort, and Cargo

The Concept EQG is fitted with a lockable box in place of the traditional spare wheel housing, to store the charging cable and provide some additional storage but we still expect the EQG to offer a rear-mounted spare tire unlike the concept.

(https://www.caranddriver.com/mercedes-benz/eqg)

Published in Mercedes

This camo is disguising next-gen bodywork

What appears to be the 2024 Mercedes-Benz E-Class sedan was spotted testing in Europe this week under some pretty substantial camouflage. While it may be difficult to tell where the body stops and the disguise begins, one thing is for sure: Mercedes appears determined to keep its foothold in the midsize luxury sedan market.

The E-Class sedan may not seem like the sort of car that ends up on the chopping block, but given the proliferation of lifted hatchbacks and premium SUVs, it's hard to take a sedan's continued existence for granted. In fact, reports have suggested that the two-door version of this platform is being consolidated with that of the smaller C-Class, carrying on the fine tradition of Mercedes-Benz models whose names offer no hint as to what size they are.

What we do know is that this will likely be the final E-Class to be offered with internal-combustion power. The company plans to introduce three new full-EV platforms in 2025: MB.EA for midsized and larger passenger cars, AMG.EA for performance cars and VAN.EA for electric vans and light commercial vehicles, meaning the next-gen E-Class should sneak in just under the wire.

Not to be confused with the forthcoming, all-electric EQE (which is also a midsize), our spies tell us the new E-Class should arrive in time for the 2024 model year. A 2023-2024 introduction would set it up for sunsetting right around 2030 – just in time to meet some world governments' aggressive targets for full electrification.

(https://www.autoblog.com/2021/12/01/2024-mercedes-eclass-spy-photos/)

Published in Mercedes
Tuesday, 12 October 2021 06:38

2022 Mercedes-Benz EQS450+ Electrifies Luxury

The less powerful version of the EQS offers relative value and range for a six-figure outlay.

 

After driving nearly every car for sale over the last 20 years, it's natural for the cars of the past to enter into your thoughts when driving something new. Humans compare experiences to gain perspective, which explains why we were daydreaming about Rolls-Royces while driving Mercedes-Benz's new electric luxury four-door, the EQS450+.

 
2022 mercedesbenz eqs 450
The 107.8-kWh battery sandwiched in the floor also helps keep road noise to a minimum. That big battery also allows the EQS450+ to go an estimated 350 miles between charges. While that range bests the other German electrics, Lucid and Tesla both have models that far surpass that number. Find a Level 3 DC hookup and the EQS can go from 10 percent charge to 80 percent in 31 minutes. On a typical Level 2 setup, the EQS take just over 11 hours to go from 10 percent to 100 percent.
 
 Moving the electrons around in the battery is a single motor driving the rear wheels that makes 329 horsepower and 419 pound-feet of torque. It's not nearly as quick as the 516-hp EQS580, but it'll shove you into the massaging seats. After the initial thrust from a stop the acceleration tapers off, but 60 mph is yours in a claimed 5.9 seconds. In more relaxed driving, the right-now torque affords the EQS the same sort of effortless waftability that Rolls-Royce has been touting for decades.
2022 mercedesbenz eqs 450
Yet what really reminds us of the Spirit of Ecstasy is the suppleness and silence of the suspension as it glides over the tarmac. Not much of the outside permeates the EQS's cocoon. The long 126.4-inch wheelbase certainly helps attenuate bumps, but it's the tuning of the standard air-spring suspension that maintains the serenity despite our test car's 21-inch wheels wrapped in Goodyear summer rubber.

Those sticky tires provide excellent grip despite the Benz's estimated 5600-pound curb weight. Press it hard into a corner and it remains flat, and the low center of gravity born of the massive battery in the floor seemingly drills the car into the center of the Earth. Steering efforts are light and don't pick up much even in Sport mode, but the easy efforts help mask the heft and size of this S-class-sized hatchback.

2022 mercedesbenz eqs 450
Four-wheel steering turns the rear wheels up to 10 degrees in opposition of the fronts at low speeds, helping to shrink the turning circle to 35.7 feet, making this very big Benz feel like an A-class. There's an ease and luxury to the whole driving experience, that is only interrupted by the brakes. Hitting the brakes in the EQS starts with energy regeneration from the motors and then blends in the stopping power of the four massive brake rotors. Stepping into the brake pedal is an initially mushy experience that doesn't slow the car much. Keep pushing and you reach a hard point where the pedal resists being moved further. Press harder and the deceleration finally hits, but it takes a lot of pedal pressure to get meaningful braking, and by then you're sailing towards that burgundy Corolla at an alarming rate.

Using those unnatural-feeling brakes can be largely avoided by pulling on the right paddle behind the steering wheel twice. Do so and you get the maximum regeneration (what Mercedes terms Recuperation) that largely eliminates the need to touch the brake pedal and allows one to speed up and slow down in traffic by using only the accelerator. That max regen mode won't bring the car to a complete stop though. The system slows the car to about 5 mph and then continues to creep ahead. There is an additional regen mode that requires you to hold the right paddle called Intelligent Recuperation. It utilizes the adaptive cruise-control radar and camera systems to optimize regeneration based on the surrounding traffic, the topography, and the twistiness of the road. When engaged, it'll bring the car to a stop provided the car in front of you has stopped. It certainly works, but it's not smart enough to stop at a stop sign or red light and will only react to whatever the car ahead is doing.

2022 mercedesbenz eqs 450
Aside from this being Mercedes's first car built on its new EV platform, the other big news is the so-called Hyperscreen. The Hyperscreen consists of three screens that are covered in a massive glass panel that spans the width of the dashboard. The three touchscreens control nearly every function in the car, from setting an interior temperature to a game of Tetris. As a new system, it takes a bit of getting used to, but after a few hours of experimentation we became comfortable with scrolling through radio stations, looking up the outside air quality, setting a destination on the native navigation system, and pairing a phone to the system. Once paired, we largely skipped Benz's system for Apple CarPlay. There is also the option of talking to the EQS. Saying "Hey, Mercedes" wakes the EQS's virtual assistant that can help with a number of controls from setting the temperature to making a phone call. It works surprisingly well, but talking to your car always seems just a little silly.

The Hyperscreen certainly looks like the future, but the instrument display in front of the driver is set high. That elevated cowl is the exact opposite of the low and simple dashboard of a Tesla Model 3 or even a Model S. The brain adjusts to it, but without an engine ahead of you, why does the cowl need to be so high?

2022 mercedesbenz eqs 450
We also questioned the lack of a frunk. A cabin air filter and some other ancillaries live under the fixed hood, but the EQS makes up for that deficiency with an absolutely massive amount of cargo space under the hatch. And, if that's not enough, the rear seats fold away.

There's also a lot of space in the rear seat—leg-crossing, stretch-out space. Sitting in the rear seat you realize that this car is a reimagining of the S-class. In addition to the S-class appointments, performance, technology, and space inside, the EQS comes with an S-class-like price. The least expensive EQS450+ starts at $103,360, moving up to the Exclusive Level adds $3400, and the appropriately named Pinnacle Level comes in at $109,560. Pricing for the more powerful EQS580 opens at $120,160, requires an additional $3400 for the Exclusive trim, and for those who want it all, the Pinnacle will wear a $126,360 window sticker. Aside from the acceleration, the smaller motor EQS450+ is the same luxurious experience as the EQS580. If you never floor it for more than a couple of seconds, you'll never feel like you should have gone with the quicker car. The EQS450+ is just as quiet, just as refined, and just and lovely as the more expensive EQS580. So, for those who don't think every car that's next to you at a red light is competition, you'll be just fine.

(https://www.caranddriver.com/reviews/a37917666/2022-mercedes-benz-eqs450-drive/)

Published in Mercedes

In addition to the medium and large Sprinter and Vito vans, Mercedes has been present in the small van class with the Citan model for many years. The new Citan, in addition to numerous improvements, will also be the last to be powered by internal combustion engines, because all future development will be available exclusively with electric drive. The new Citan will arrive in Serbia at the end of this year.


The design of the new Mercedes-Benz Citano is characterized by unusual stylish elements for a small van. The hips and edges around the wheels are highlighted, and the front has got a face that is now in line with other new models from Mercedes-Benz.


Citan has compact external dimensions (length: 4,498 mm), but with a generous amount of space inside. It will be presented on the market as Panel Ven (Van) and Tourer.


Later there will be more variants with a long wheelbase, as well as the Mixto version. But even in the short wheelbase variant (2,716 mm), the Citan offers much more space compared to the previous model - for example, on a van, the length of the luggage space is 3.05 meters (with a flexible partition wall).
The capacity of the Citan Van is up to 2.9 m3, according to the VDA standard. The two euro palaces intersect one after the other in the luggage compartment. Traction capacity is 1.5 tons.

Sliding doors are a practical feature, especially in narrow parking spaces. The new Citan is available with a maximum of two sliding doors. They offer a wide opening on both sides of the vehicle measuring 615 millimeters. The height of the boot opening is 1,059 mm.


And at the rear, the luggage compartment is easily accessible: the loading sill in the Van variant is at a height of 59 cm.


Meanwhile, the two parts of the rear door can be locked at an angle of 90 degrees and can even be moved 180 degrees towards the sides of the vehicle. The door is asymmetrical, with the left door being higher and must be opened first. Optionally, the van can also be ordered with a rear door with heated windows and a windscreen wiper. On request, available with a tailgate that equally contains these two pieces of equipment. 
The Tourer variant already comes standard with a rear door with a window. Alternatively, it is available with the rear door closed. The rear bench can be folded in a ratio of 1/3 to 2/3. Versatile storage space and compartments make everyday use of the Citan easier.

Engines on offer

At launch, the new Citan's engine range consists of three 1.5 diesel engines and two 1.3 petrol models. Gasoline variants will be offered with 102 and 131 hp, and diesel with 75, 96 and 116 hp. In addition to the six-speed manual transmission, the most powerful diesel and petrol models are also available with a seven-speed dual-clutch transmission (DCT) 2.
The electric eCitan will be introduced in the second half of 2022. This variant of the model will expand the portfolio of commercially powered electric vehicles, along with eVit and eSprinter. The range is expected to be around 285 km according to the WLTP methodology.

Like its big brother Sprinter, the new Citan can optionally be equipped with an MBUX infotainment system (Mercedes-Benz User Experience). Also, there are many state-of-the-art assistance systems.

 


In addition to the legally required ABS and ESP systems, the new Citan models are also equipped with Hill Start Assist, Crosswind Assist, Attention Assist and Mercedes-Benz Emergency calls in standard equipment. The assistance systems on the Citan Tourer model are even more extensive: in this model, Active Brake Assist, Actrive Lane Keeping Assist, Blind Spot Assist and Speed ​​Limit Assist with traffic sign detection are standard equipment to provide additional assistance to the driver.

The price of the new Citan will be known when this model arrives on the Serbian market at the end of the year. For now, only approximate prices have been published in Germany, which are slightly above 20,000 euros.

Published in Blog/News
Wednesday, 28 April 2021 16:51

Mercedes-Benz S-Class review

Big Mercedes-Benz comes loaded with tech, but feels less weighed-down

Is the Mercedes-Benz S-Class any good?

You bet! Without fail, each new generation of Mercedes-Benz S-Class is tasked with setting new standards of excellence. And in the case of this one, its maker has pulled out all the stops with a car that's designed to be smoother and more serene than ever before.

But even if you're not in the market for a high-priced luxury car, you reall should take notice of this one. Much of the technology that debuts in this car will undoubtedly filter down into more popular cars over the next few years.

The S-Class also needs to be exceptional, as it faces a diverse and incredibly capable set of rivals in the form of the Audi A8, BMW 7 Series, Bentley Flying Spur and the Rolls-Royce Ghost. It also has to battle top-end SUVs, such as the Mercedes-Benz GLS as well as the ever-popular Range Rover.

This is ignoring the growing selection of four-door coupes as well (Mercedes’ own offering, the CLS, is based on the E-Class but traditionally delivers the luxury of an S-Class in a sportier, smaller package) and Porsche Panamera. There are many, many vehicles the S-Class needs to outclass to get your attention – and, apologies for the spoiler, but we think it manages it.

What's it like inside?

This is, perhaps, the most welcoming S-Class interior yet, with an almost cosy wrap-around feel and lavish, soft surfaces everywhere. Technology still defines the S-Class' mission to blaze a trail others follow though, and there's a single, large display panel that slopes downward, with a central infotainment touchscreen dominating the overall view up front.

A new air filtration system is included, which can do things like pump perfume into the vents and automatically activate the recirculation setting when you go through a tunnel.

The 12.8-inch control screen is available with haptic feedback and OLED technology, and is easy to read from all angles and interact with as a conseqence. That clean interior design approach extends to the use of an augmented reality head-up display and 3D instruments that can be reduced to a minimal amount of information.

Several different designs can be had for the digital instruments, including a sporty one with red dials, to the classy Exclusive theme that displays white dials and backgrounds.

Mercedes-Benz’s MBUX 'Hey Mercedes' voice assistant has also had an upgrade, allowing for even more natural speech. If someone says they’re tired, one of the car's Energising Comfort programs can be activated, for example. When certain prompts arise, like an incoming call, the ‘Hey Mercedes’ activation phrase is not required – someone can simply say ‘Accept call’ – all in an attempt to simplify using the car's vast array of functions.

What's it like to drive?

Currently, there are two diesels and one petrol to choose from, all of which use Mercedes-Benz’s latest straight-six engine range. The S 500 petrol also has 48v mild hybrid assistance that helps boost torque and all hit 155mph. We've only driven the S 500 version so far, but it's powerful, smooth and surprisingly economical, given its size.

Unsurprisinly, S-Class majors on comfort – it rides on air suspension that lowers itself automatically at speed while giving a soft ride for passengers. Rear-wheel steering is also available in two versions, with one set-up allowing the rears to turn at up to 10 degrees. Mercedes claims that, four-wheel steering gives an S-Class has a similar turning circle to an A-Class hatch.

One advanced option is the E-Active Body Control system, which allows the new S-Class to tilt into corners like a Pendolino train. The technology also raises the ride height by 8cm when sensors detect a side impact is imminent, positioning the chassis to take the brunt of the crash via the door sills, rather than the doors themselves.

What models and trims are available?

The diesel line-up comprises of an S 350 d (286hp) and the 330hp S 400 d 4Matic (meaning four-wheel drive), while the petrol is the S 500 4Matic, which boasts a power output of 435hp. More models will follow in the coming months.

There are six trim levels to choose from – AMG Line, AMG Line Premium, Long AMG Line Premium, Long AMG Line Premium Executive, Long AMG Line Premium Plus and Long AMG Line Premium Plus Executive.

Even the entry-level AMG Line model is well equipped, coming with 19-inch wheels, air suspension with self levelling, keyless-go with seamless door handles, Intelligent LED headlights, parking package with reversing camera and power closing doors and bootlid. Move up the range and start plundering the options list at the sky's your limit.

What else should I know?

You can order an S-Class now, with deliveries set for later in the spring of 2021 – with the diesel S 400 d version offering the fuel consumption, and the S 500 giving the quickest performance, as you'd expect. But on paper, the gap between petrol and diesel has closed considerably. The gamechanger will be the plug-in hybrid S 580e, which is due to go on sale late in 2021.

Don't expect your local Mercedes-Benz dealer to be offering discounts any time soon, as it's so new and interest is running high. The number of cars coming to the UK will be limited so as to keep a firm control on supplies. We'll know more about reliability and ease of running as the year unfolds, but we don't expect it to be much different to the last S-Class, which was held in high regard in that respect.

(parkers.co.uk)

Published in Mercedes
Wednesday, 21 April 2021 07:32

2021 Mercedes-Benz E 300 Coupe AMG Line Review

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.
 
ROAD TESTED:
Mercedes-Benz E 300 Coupé AMG Line
Engine: 255 hp 277 lb-ft 2-litre turbo petrol I4
Drive: 9-speed automatic RWD
 
TESTED:
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
 
CLAIMED:
VMax: 155 mph
Fuel: 38.7 mpg 

mercedes-world.com

 

Published in Mercedes
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DISCLAIMER II

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Upon presentation of proof of copyright, the disputed material will be immediately removed from the site.

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