Mercedes-Benz has announced UK pricing and specifications for the second generation of its GLE Coupé, ahead of the model’s arrival in dealerships in spring 2020. Prices for the re-engineered BMW X6 rival start from £72,530 for the entry-level GLE 400 d 4Matic equipped with the AMG Line Premium Plus package, and rise to £80,615 for the AMG-tuned GLE 53 4Matic+ performance model. First customer deliveries are expected in summer 2020, with additional trim packages expected to be available nearer the time. The standard car is equipped with a 3.0-litre straight-six diesel motor producing 325bhp and 516lb ft, with the firm’s EQ Boost hybrid technology allowing for temporary boosts of 22bhp and 184lb ft. Fuel economy is quoted at up to 37.6mpg combined, with a certified emissions rating of 193g/km. The SUV can accelerate from 0-62mph in 5.7 seconds and on to a top speed of 149mph. As standard, AMG Line Premium Plus trim brings a pair of 12.3in digital infortainment displays, Apple CarPlay and Android Auto, a Burmester surround sound system, 22in alloy wheels, a panoramic sunroof and a range of advanced driver assistance programmes. An optional towing package – allowing for a towing capacity of 3500kg – is available for an additional £1150. The top-rung AMG model’s straight-six engine is petrol-powered, bumping power up to 429bhp for a 0-62mph time of 5.3 seconds and top speed of 155mph. Additional equipment over the standard car includes AMG’s active ride control technology, AMG steering wheel controls and a smartphone app which analyses journey and performance data. The newcomer raises the number of Mercedes SUV models to eight, indicating the significance to the brand of a sector that accounts for a third of its global sales. The GLE Coupé joins an ever-growing segment of style-focused variants of traditional high-riding models and can also count the Porsche Cayenne Coupé, Audi Q8 and Range Rover Velar as competitors. Despite sharing its underpinnings with the standard GLE, the GLE Coupé is 15mm longer and a substantial 63mm wider. Its wheelbase is 20mm longer than the previous version’s but is still 60mm shorter than the GLE’s. Mercedes claims this benefits handling and visual proportions. The roof height is 1722mm, 56mm lower than that of the standard model. Mercedes says aerodynamic efficiency has improved by 9% compared with its predecessor. From the bottom of the A-pillar forwards, the GLE Coupé looks nearly identical to the GLE, but from there back, it’s entirely different, with a steeper windscreen and rear window rake to account for that sloping roof, plus a bespoke rear-end shape. Wheels come in sizes from 19in to 22in, depending on the car’s spec. The interior of the GLE Coupé shares almost everything with its sibling, too, with the same dashboard layout dominated by two 12.3in screens and a raised centre console with integral grab handles. However, sports seats and a nappa leather sports steering wheel are standard fitments in the Coupé. Amazon Music streaming will also be available at launch. Mercedes claims the new car offers “tangibly more room” and a “significantly better sense of spaciousness” than its predecessor, thanks to the longer wheelbase and larger door openings. Storage capacity has increased, too. In seats-up form, the boot is only five litres larger than the old car’s, but with the 40/20/40 split folding rear bench down, that increase rises to 70 litres. The loading sill is lower than before, too, and the air suspension can drop the rear by a further 50mm at the press of a button. The chassis of the GLE Coupé is said to feature different tuning from its sibling, which is aimed at offering a “sportier and tauter” driving experience, with the air suspension fitted as standard on UK cars. The same 48V E-Active Body Control system is also available, which includes the ability to individually control spring and damper forces at each
Origin: New Mercedes-Benz GLE Coupe 4Matic on sale from £72,530 in UK
4Matic
Car Review: 2019 Mercedes-AMG E53 4Matic Coupe
2019 Mercedes-AMG E53 4Matic CoupeJil McIntosh OVERVIEW A sleek-looking coupe with performance to match PROSSuperb engine and transmission, sharp handling CONSOdd brake pedal feel, and some awkward controls VALUE FOR MONEYLots of performance for the price WHAT TO CHANGE?Give it a simpler, touch-activated infotainment system HOW TO SPEC IT?Add the Premium Pack Heres the scoop on the Mercedes-AMG E53 Coupe, the first E-Class coupe to wear the brands performance badge: If youre expecting the same fire-breathing, bat-out-of-hell brawn that usually comes out of an AMG, youre going to be disappointed. But if you like smooth yet thrilling acceleration, served with a large side of luxury and some fuel efficiency to boot, youre definitely going to want this car.Its the first E-Class Coupe to come under the AMG designation, which usually means eight cylinders have been stuffed under the hood. Instead, the E53 gets a new, turbocharged 3.0-litre inline six-cylinder engine that uses both an exhaust gas turbocharger and an auxiliary electric compressor. Theres also an electric starter-alternator unit sandwiched between the engine and the nine-speed automatic transmission, and a 48-volt mild-hybrid electrical system (that doesnt need to be plugged in).The engine makes 429 horsepower and 384 lb.-ft. of torque. When you want extra acceleration, that electric unit, dubbed EQ Boost, can briefly kick in an additional 21 horses and 184 lb.-ft. of torque. Power goes to all four wheels, with torque distributed between the front or rear axle, depending on driving conditions. The E53 starts at $86,000, but theres a lot that can be added on top of that. My tester had a full score, adding a very long list of options including a premium sound system, active safety assists, a head-up display, and even a perfume scent dispenser, all for $102,250 before freight and taxes.Hybridization originally arrived in mainstream vehicles to cut back on fuel and emissions. Many premium automakers are now joining gas and electricity together to significantly increase power without going to a bigger engine. For all its grunt, the E53 is rated at a very decent 10.6 L/100 kilometres in combined driving, and in a week of having fun with it, I came in at 10.8.The beauty of this powerplant is evident as soon as you put your foot down. The electric compressor boosts the engine right away without any lag, while the EQ Boost tosses in its extra strength. By then, the exhaust gas turbo is on board, and its just torque, torque, and more torque all the way up the tach but even then, its smooth as silk. The electric motor starts the engine, including the auto-stop at idle, which is unobtrusive but can be turned off if you prefer. In Comfort mode, the E53 is a grand tourer with a pliable ride that will take you across the country, but keep you relaxed and refreshed. Switch to the Sport modes and you can feel the car tighten up, with quicker throttle response, sharper steering, and stiffer shocks that keep the car tight in the corners. The sport exhaust rumbles beautifully and it blips when the transmission shifts, and it just adds to the fun. You can sequentially shift between gears using the wheel-mounted paddles, which are cheekily labelled up and down.This coupe is a good-looking car, especially with its pillarless styling that turns it into a hardtop when all the windows are down. The interior is equally lovely, especially with my testers optional woven-metal trim. The metal switchgear feels substantial, the dash is leather-wrapped, and its all put together flawlessly as it should be, of course, at this price.The configurable instrument cluster and infotainment system are combined into a single glass panel. Its not a touchscreen and Ive never been fond of Mercedes control system for it, which uses a joystick and trackpad to wade through menus that arent always intuitive. That said, I did like the tiny touchpad on the steering wheel that lets you switch between functions, screens and radio stations when you swipe it. As well, the voice control has been expanded and now includes some vehicle functions such as the climate settings. Taking the luxury a step beyond, my car had mood settings for relaxing or energizing. Select one and it automatically changes the ventilation flow, turns on the massage, selects a scent, and even turns on either soothing or upbeat music although you can switch back to your preferred station while everything else continues to coddle you.Typically for a coupe, the front seats are spacious, while the two rear seats let your friends know you didnt buy this car to cart their butts around. Even so, its relatively easy to get into those rear chairs, since the front ones slide forward and back electrically. The trunk is also fairly tight in keeping with the cars configuration, but theres a bin under the cargo floor, along with a very handy pop-up tote box.A lot of automakers
Origin: Car Review: 2019 Mercedes-AMG E53 4Matic Coupe
Road Trip: 2019 Mercedes-Benz AMG C 43 4Matic Wagon
2019 Mercedes-AMG C 43 WagonPeter Bleakney OVERVIEW AMG “light” wagon a thrilling, functional performer PROSfast, handles, AMG cache, it’s a wagon CONSstiff ride even in Comfort Mode, options add up VALUE FOR MONEYfair WHAT TO CHANGE?Find some more compliance in the underpinnings HOW TO SPEC IT?this is good, love that blue Allow me to let you in on a little secret: wagons are cool. And performance wagons? Even cooler. The Europeans know this, as do many Canadians. Also cool is the fact that Mercedes-Benz is aware that #wethenorth dig our wagons, so consider the 2019 Mercedes-Benz AMG C 43 4Matic Wagon a reward of sorts for our long-roof affections. Danke schon.For 2019, the C 43 Wagon joins its stable mates, the C 43 Sedan, Coupe and Cabriolet, but only here in Canada. The Americans dont get it, because well, the Americans dont get it the part about wagons being cool, that is.The soul of the C 43 4Matic Wagon is a lusty 3.0L twin-turbo V6 that kicks out 385 horsepower (up from 362 last year thanks to bigger turbos) and 384 lb-ft of torque. It routes through a nine-speed AMG Speedshift TCT Sport gearbox to Benzs 4Matic all-wheel-drive here with a sporty 69 percent rear bias. The 100 km/h mark is dispatched in a trim 4.8 seconds.With a starting point of $59,900, the C 43 Wagon is less expensive than the Coupe and Cabriolet, and just $900 above the Sedan. Of course, any German luxury vehicle requires a host of upgrades and packages, and as such, this Brilliant Blue Metallic Pai ($890) specimen comes in at $76,380 after factoring in interior, exterior and tech upgrades. Other changes for the 2019 C43 line up include redesigned LED headlamps and taillamps, a new twin-louver grill, fresh front and rear fascias and round quad exhaust tips. Inside we get a new Nappa-trimmed steering wheel with thumb touch-pads.Having this potent wagon in my possession for a week, I really wanted to do something other than just haul ass. I wanted to haul stuff. Isnt that the whole point of a wagon? So our Golden Retriever jumped in the back for a ride to her favourite forest trails. I went to our local transfer station to load up on free compost. And, perhaps most importantly, good friends/wine enthusiasts/legendary drummers Bob DiSalle and Dave Johannesson joined me for a tour of the Niagara Wine Region.I know what youre thinking. Not one, but two drummers? And wine? What could go wrong? As the designated driver, I was prepared. Bob showed up with a vintage Gretsch bass drum in which to put our spoils. Sure, a cardboard box would do, but wheres the fun in that?So off we set. No complaints were registered from the back seat as headroom and legroom seem competitive for this segment, and while cargo space behind the rear seat is not cavernous, the bass drum and other odds and ends fit with no fuss. Imminently more useful than the C 43 Sedan, and better looking too. First stop was the lovely Angels Gate Winery in Beamsville. The 3.0L biturbo V6 may not be hand built and signed by a single technician in Affalterbach like the mighty AMG V8s, but it does sail to its 6,500 rpm redline in a linear rush, and turbo-lag is a non-issue.The nine-speed auto is a willing ally too, banging off the gears with aggression when Sport or Sport Plus Mode is selected, and giving instant response to shift paddle inputs. A double-click of the left paddle gives multi-gear downshifts. However, I noticed the occasional jerky shift in lower gears when puttering around in Comfort mode.With any C 43 model, I would posit the $2,000 AMG Drivers Package as mandatory as it adds among other doo-dads the AMG Performance Exhaust System that, when activated, spits out some rather spectacular metallic farts on full throttle upshifts. A big part of the AMG experience had always been the aural hijinks, and this bent-six does not disappoint. We were all impressed with the C 43s cabin, beautifully rendered, boldly styled and here upgraded with an AMG Carbon Fibre trim package ($1,500). It doesnt brag Mercedes-Benzs new-gen MBUX infotainment that is starting to show up on some models, but the available 10.25-inch screen and digital instrument cluster will keep it feeling contemporary. If youre feeling racy, theres a G-Force meter and a race timer that shows lap times, average speed, distance covered, current engine torque, and horsepower levels.The true fun to be found in this wagon is when Sport+ is selected and you start unraveling a snaking road. We found one on the way to Hernder Estates Winery and picked up the pace. Its easy to get a nice flow going in the C 43 Wagon its poised, planted and is blessed with an accurate and natural feeling helm. There is a dynamic cohesiveness that comes into play when pressing on, and yes, this long-roof is mighty swift when picking off the gears with those metal shift paddles.The C 43 Wagons only foible and you can say this of all C 43 derivatives is that the ride is stiff and
Origin: Road Trip: 2019 Mercedes-Benz AMG C 43 4Matic Wagon
Mercedes-Benz takes the covers off the 2020 GLB 250 4MATIC
With no shortage of crossovers and SUVs for sale today in Canada, it’s inevitable a few of them won’t have the mouth to match their off-road trousers. Like a glib-tongued salesman making promises he can’t keep, some all-wheel-drive rigs look like they’re ready for adventure but promptly crack a nail (or chin spoiler) the instant the pavement ends. So, is the new GLB glib? Let’s find out. It has the rough-and-ready appearance down pat, with a lantern jaw visage and the de rigeur black cladding above the wheel arches which appear like kudzu on all vehicles in this segment. Its roofline aft of the C-pillar is similarly upright, flying in the face of all these so-called crossover coupes. Your author thinks this is a good thing. It’ll maximize cargo room, too. To say it’s a mini-G is a bridge too far, but at least it doesn’t look like a used bar of soap. So it has the looks. What about power? The two-liter four-banger is said to haul this GLB 250 4MATIC to 100 km/h from rest in less than seven seconds, with that 4MATIC suffix denoting standard issue all-wheel-drive. In regular conditions, the system shoves 20 per cent of available power to the rear wheels, 30 per cent in Sport mode. Inside, the GLB is all-Mercedes, with a vast digital panel spanning most of the dashboard atop three centrally-positioned round air vents. That silver streak in front of the passenger isn’t the same grab handle found in the G, but it sure looks like one. Other aluminum trim ratchet up the luxury-industrial feel. This is a three-row rig, by the way, with Merc promising that passengers measuring 1.68 metres tall (about 5’5”) should be able to fit comfortably. USB ports abound, including in the third row, along with the comfort and convenience options one tends to expect from the three-pointed star. With standard all-wheel drive and legions of amenities, the GLB isn’t totally glib. As for us, we’re hanging on to our chequebooks until the inevitable hot model arrives with more power. Think the company’ll place its new 421-hp four banger in this thing? No, neither do we—but stranger things have happened. They are stuffing that engine into an A-Class hatchback, after all.
Origin: Mercedes-Benz takes the covers off the 2020 GLB 250 4MATIC
First Drive: 2020 Mercedes-Benz CLA 250 4Matic
2020 Mercedes-Benz CLACosta Mouzouris / Driving MUNICH, Germany – “This is our formula for success – get them into the brand early, and keep them for life.” That unabashed claim is pulled from the press literature of the 2020 Mercedes-Benz CLA, so apologies for that, but it’s actually somewhat substantiated. Mercedes-Benz introduced the CLA 250 in 2013, and the compact sedan (its maker calls it a coupe, but it has four doors, so…) succeeded in attracting new, younger customers to the German automaker. Available initially as a front driver, it boasted styling cues and features borrowed from larger, pricier Mercedes cars, but at a price that made it very accessible. More than 750,000 CLAs have sold worldwide since its introduction. Most of its buyers were new to Mercedes, and they were also the youngest. The average American CLA buyer is 10 years younger than the average Mercedes customer; the average Canadian buyer is six years younger. According to Mercedes, in Europe half of CLA buyers came from other brands, and three quarters of CLA owners who traded up, did so into another car within the company’s line up — get them in early and keep them for life. Despite having been on the market for five years, Mercedes claims the CLA sold in record numbers last year. The CLA has been redesigned for 2020, and it is larger and has become more upscale. It has also matured in the market and has shed its entry-level status; that duty has been taken over by the A-Class. The new Hungarian-made CLA boasts wheel tracks that are 53 mm wider at the front, 48 mm wider at the rear, and a wheelbase that’s stretched by 30 mm. The body is roughly 50 mm longer and wider, though height remains unchanged. Despite the larger exterior dimensions, there’s only a bit more headroom for front passengers, and more elbow room for all occupants. The trunk opening is now wider for easier loading, though trunk capacity has shrunk by 10 litres, to 460. From the front the styling changes are subtle, with a reshaped grille and more slender LED headlights. From the side the changes are more obvious; the character lines have been ironed out, giving the CLA a smoother, more streamlined appearance. The rear has been altered, too; the former large openings flanking the bumper are now narrow slits, and the licence plate has migrated to the bumper from the trunk lid, which is wider and now integrates a portion of the taillights, giving the rear end a wider, cleaner appearance. The tidying up of the styling carries into the cabin, which is sleeker and less cluttered. My test car is equipped with the optional 10.25-inch widescreen, which sits prominently behind the steering wheel, unencumbered by a visor or cowling. It has two portions: straight ahead from the driver’s seat is a configurable instrument display with three possible layouts, and to the right is a multimedia touchscreen, which displays navigation, entertainment, drive mode, and vehicle info. It can also be controlled by a laptop-like touchpad on the centre console. A 7-inch TFT instrument display is standard. Mercedes-Benz User Experience (MBUX) is now included, and it controls numerous functions via various inputs. It recognizes hand gestures and can be programmed to call up various functions by moving your hand above the centre console. Lacking time to program this function, the central screen often changed displays while gesturing during normal conversation. More conveniently, many functions can also be called up by declaring, “Hey Mercedes,” which activates the MBUX voice control. Using a normal tone it worked well for setting the climate control and selecting a destination for the navigation system, among a few other commands, though limited seat time prevented me from further exploring the system’s capabilities. An interesting aspect of the MBUX voice control is that it will only recognize the voice that initially called it up after turning on the car, thus avoiding any confusing commands called up by other passengers. The 2.0-litre turbocharged four returns, paired to a seven-speed dual-clutch gearbox. Horsepower has been boosted to 221 from 208, while peak torque remains the same at 258 lb.-ft. It can propel the CLA from zero to 100 km/h in 6.3 seconds. On the road the redesigned CLA feels more refined than the outgoing model. In Comfort mode the ride is now genuinely cushy, without returning sloppy handling. The firmness of the previous model’s suspension has been toned down and the ride is significantly softer, though the CLA hasn’t lost its ability to corner precisely, and exhibits little body roll due to its broader footprint and a larger-diameter rear stabilizer bar. An optional head-up display is small, but well defined and easy to read. Other bits of technology aren’t as effective. One is the augmented reality navigation, which overlays navigational prompts onto a live image on the display screen. It proved no more effective than the
Origin: First Drive: 2020 Mercedes-Benz CLA 250 4Matic
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