Mercedes GLE 450 AMG Coupe

 

 The transformation of the M-class into the GLE has spawned not just a facelift but a four-door coupé body style as well. Apart from taking up the same amount of road space as the regular GLE on which it is based, visually it is completely different and more like a CLA that’s been pumped up. In fact, all the sheet metal is different to get the right proportions and sitting on those massive 21-inch wheels, the GLE Coupe will turn heads wherever it goes. It’s another fine product born out of the new thinking in Mercedes’ school of design that has transformed the image of the company.

The insides are very familiar and as expected there’s a lot borrowed from the GLE. In fact, the dashboard is identical. But given the sporty nature of the car, the seats are a lot more cosseting and there’s a greater sense of luxury thanks to the perforated Nappa leather. As expected, the rear isn’t madly spacious but it’s not too cramped either. There’s a surprisingly generous amount of knee room, and headroom isn’t bad either. Mercedes designers have done a great job balancing the swooping coupé roofline with internal room. Unlike the regular, the coupé version is strictly a four-seater. You can squeeze a passenger in the middle but the way the seat contours jut out makes this quite uncomfortable.

Who would have thought that a big, powerful, fuel-guzzling petrol is politically more correct than a torquey and frugal diesel? But with the anti-diesel sentiment at an all-time high and a ban on big diesels in Delhi, that’s just how it is. Mercedes has cleverly launched the GLE Coupe with a petrol only option (for now), and it’s not just any petrol but the 450 AMG version. But don’t let the AMG badge completely mislead you. This isn’t the completely mental 63 AMG version with the no-holds-barred 550bhp 5.5 litre twin-turbo V8, but the much milder three-litre turbo-petrol that delivers a more sedate 362bhp.

First impressions when you lean on the nicely sprung throttle pedal is that it's not madly quick but then this heavy crossover weighing a portly 2.2 tonnes isn’t going to take off like a sportscar. That said, the V6 will wind quite freely to its 6,200rpm redline propelling this four-door coupé to 100kph in a more than respectable 5.7 seconds What was seriously impressive though was the 53kgm of torque and the creamy way its delivered from as low as 1,400rpm.

The V6’s sound track is a bit of disappointment – it isn’t AMG enough. There’s a bit of a burble but you miss the throaty growl of the full-fat V8. Truth is that the GLE in its 450 AMG version has all the power you need but it doesn’t feel exciting enough even in the most aggressive ‘Sport +’ mode and is a bit too soft for true enthusiasts.
The nine-speed automatic gearbox responds quite well and is quick to kickdown. The last two gear ratios are seriously tall which allow for very relaxed cruising at highway speeds but all it takes is a small flex of the right foot for the 9G-Tronic transmission to rapidly shift two, even three gears down for a quick overtaking  manoeuvre . It’s only at city speeds, when you’re on and off the throttle, that the gearbox gets caught out and feels a bit hesitant.

The ride and handling balance too is tilted towards comfort and that was immediately obvious in the first 100 metres of driving the car. Even on 21-inch wheels shod with low profile rubber the GLE Coupe soaked up potholes and bumps with remarkable ease. There’s plenty of ground clearance which can be further increased with the suspension lift mode that is standard. Clearly this is a car that’s well suited to Indian conditions. The trade-off, however, is a bit of a wallowy ride on uneven surfaces and a fair bit of body movement. It also tends to rock from side to side and doesn’t feel as settled, especially at the speeds the car is capable of.

The GLE450 AMG Coupe isn’t as thrilling or sharp to drive as we would have liked, but the reason to buy this crossover is not just to go fast from A to B. The appeal lies mainly in its crossover-coupé styling (which can be an acquired taste for some) and its road presence without having to pay an absurd price. And for that the GLE 450 AMG, which goes on sale later this month at an estimated sub-Rs 1 crore, will do just fine.

Read More

Mercedes-AMG S 63 Coupe

While the S-class in the name does link it to the sedan we’re familiar with, the Coupe’s distinct design doesn’t. The Coupe sits lower, has a more rounded roofline and rightfully has a sportier air about it. You’ll also find a more aggressive front end here (replete with Swarovski crystal-encrusted headlamps!) and a unique, rounded tail. Of course, the AMG version gets sportier bumpers, the signature twin-blade grille and quad exhausts but even the ‘standard’ S500 is incredibly attractive.

It’s better still in the cabin. The dashboard, with its dual screens ,one for the dials and the other for the COMAND system, not only looks thoroughly modern, but is brilliantly finished too.

The front seats are fabulous in their own right with infinite adjustability and six types of massages on offer. Those seated in the back aren’t pampered quite as much. Sure, access to the back two seats is decent, space is nice and seat comfort is good, but these seats won’t be the first preference for anyone.

 There are no two ways about it, the S 63 AMG is wildly quick; its 4.2 second 0-100kph time spells out just how much. The incredible performance is made possible by a 5.5-litre twin-turbo V8 and its jaw-dropping power and torque figures of 577bhp and 91kgm, respectively. Power delivery is just relentless, so you’ll probably run out of road before the S 63 runs out of breath. To be honest, even the back straight at the Buddh International Circuit won’t be sufficient to fully exploit the S 63’s performance capability. Just as well because shifts from fifth to sixth and sixth to seventh gears on the seven-speed auto gearbox are jerky at the very limit.

What Mercedes-AMG has got really right is the sound level in the cabin. The S 63’s engine sounds quite cultured as AMGs go, but luxury coupe buyers are unlikely to want it any other way. Thanks to the brilliant refinement and general poise, the S 63 also masks speed unbelievably well. This is a car in which you’ll often find yourself driving much faster than you think you are.

 In more everyday driving conditions too, the S 63 feels quite special. It features Merc’s Magic Body Control that scans the road ahead to prime the suspension in advance for all sorts of bumps and undulations. Our roads probably have the system working overtime but it does its job well. Ride quality is only a notch down on the standard S-class sedan – very impressive for a performance coupe.

Read More

Mercedes-Maybach S 600

This car was earlier going to be called the Maybach edition; and that, despite the double barrel Mercedes-Maybach name, is exactly what it is; an even more special version of the S-class. So, what exactly is an S600? Basically, a longer, taller and more spacious version of the long-wheelbase S-class. With an additional 207mm thrown into the wheelbase for good measure, this is simply the most luxurious version of the S-class yet (an even longer and more luxurious Pullman version has been planned). The big differences include a new front grille that's been made to look even more upmarket, the rear seat occupants can now hide behind the extended 'C' pillar  and the rear quarter glass and glass house is covered in a tastefully executed thick band of chrome. The car also carries both badges, Mercedes and Maybach, with the double M Maybach Motors logo looking fabulous on the C pillar. There's new hardware under the hood as well. Instead of a twin-turbo V8 you now get the sledgehammer-like punch of a twin-turbo V12 that puts out a huge 523bhp

The cabin is even more luxurious than that of the S. It can be trimmed in a wide variety of leathers, woods and assorted shiny bits and the list of additional luxury fittings is long and comprehensive. Selected highlights include air-conditioned, heated and massaging seats for all passengers, a system that pumps scented, ionised air around the cabin and a 1540-watt Burmester 3D surround sound system with 24 speakers. The two individual rear seats can be reclined even more to 43 degrees, due to the longer wheelbase. Missing, however, are the champagne flutes the earlier Maybach was famous for, and a refrigerated compartment, that should have been there behind the central elbow rest.

The two thrones at the rear are good enough to seriously embarrass most first-class airline seats, especially for sumptuousness and opulence. The fully reclineable chairs are finished in the softest and most supple Nappa leather and with all the extra legroom available, you can really stretch out, and even kick your legs out. You also get fold-out tables, a huge sunroof and a moonroof with photo chromatic glass.  And, for the first time in India, you get inflatable seat belt airbags too, or beltbags as Merc calls them. The entertainment system at the rear though is a bit fiddly to use and the remote-based system feels quite antiquated.

You've never really cruised till you've wafted along in a S600. The experience is just sublime. And the S600's turbo damped V12 takes the word refined to the next level. Truly one of the great large capacity engines around, this motor is both whisper quiet and hugely responsive. To begin with, there's the way it starts up, with a smooth-as-oiled-silk VFFRRROOOOOM; only audible if you keep the windows rolled down. Then there's the unnatural hush; which is absolute, even with the air-con blower turned to zero. Yes you can hear a sporty growl past 4000rpm, but below that, just nothing. And when you rev it a bit, it smoothens up even more, so there's not even a hint of a buzz. It's so smooth you often forget the engine is running, especially on a noisy street. I once erroneously tried to lock the car from the outside; while the engine was still on!

It's even brilliant when you want to accelerate. Squeeze down hard and the S600 rocks back slightly onto its rear wheels and then squashes your kidneys and lower back, with no letup until you are on the wrong side of 200kph. A bit of perspective; this 2.3 tonne car does 0-100 in five seconds; and I just love that hint of menace in the exhaust. What an engine. What a shame it is then that most S600 owners in India, who are normally reposed in the back, will never get to experience the magic.

Then there's the responsiveness; which is always there, like Big Brother, ready to step aside and release an avalanche as soon as you so much as touch the accelerator. So all you need to do, even if you want to only breeze past someone, is squeeze gently, and the Maybach just slingshots past, a big shot of boost served up to make the experience even more unforgettable. What really gets you, however, is the excess of power doled out; ask for 30, it gives you 60, you ask for 50, it gives you 100; and that just feels soooo good.

Read More

Mercedes Benz GLA 200 CDI

This is the new Mercedes GLA crossover – an interesting car for all sorts of reasons, and a rival for the Audi Q3 and BMW X1. This is more of a crossover hatchback than a compact SUV – it has up to 185mm of ground clearance, but the silhouette and driving position of a fairly large hatchback rather than of a typical 4x4.

The car you see here is a GLA 200 CDI, which comes with front-wheel-drive and a choice of six-speed manual or seven-speed automatic gearboxes (Indian cars are likely to get only the auto). Power comes from an up-rated version of the same 2,143cc turbo-diesel used in the A 180 CDI and B 180 CDI, which in this car makes 134bhp and 30.55kgm of torque. India is also slated to get the GLA 220 CDI, which uses the same engine, but with outputs of 168bhp and 35.67kgm.

It’s refined, economical, comfortable and pleasant – albeit not as practical and convenient as some. Mercedes’ 2.1-litre diesel is a good choice for the GLA, showing off much better manners under the bonnet of this compact crossover than it does in other applications.

The engine is a little bit clattery at idle and shudders slightly on restart, but is quiet and smooth at normal operating revs, and even revs with a commendable lack of coarseness. It hits its peak torque at just 1,400rpm, and is seldom short on pulling power or insistent on a lower gear to negotiate a short climb or a typical highway overtake.

The car steers precisely, with little effort necessary through the rim, but little feedback flowing through it either. It makes for a relaxed, easy-going driving experience complemented well by ride quality that’s much more supple and absorbent than we’ve found in any of Mercedes’ other new-generation compact cars.

In the UK, ‘Comfort’ suspension comes as standard on ‘SE’-grade cars, and it deals with bumpy and broken surfaces very calmly indeed. Even the ‘Sport’ suspension, fitted as standard to AMG Line models, allows the GLA a considerably better isolated cabin than any A-, B- or CLA-class model – as another test car proved.

The GLA’s driving position is recumbent by SUV standards, and its ride height and visibility relatively ordinary. That low profile makes for quite clean, balanced and wieldy handling; on the flipside of the equation, you’ll find more cabin- and boot space, and a higher access point, elsewhere in the compact SUV class.

But you won’t find much better fuel economy. From a mixed route taking in mountain roads and expressway, our GLA 200 CDI test car returned just over 17.5kpl, thanks in part to a class-leading drag coefficient.

When it comes to a buying decision, it depends if you find the idea of a premium-brand crossover more appealing than that of a more upright compact SUV. This tester suspects many will, once they realise that the Mercedes GLA provides as much space and capability as they really need, combined with impressive performance, efficiency, quality and brand allure.

There’s certainly little wrong with this particular execution of Mercedes’ premium crossover concept, and plenty to like about a car we’d confidently describe as the best yet to come from Daimler’s new compact generation.

Read More

Mercedes-Benz S 350 CDI

The new S-class is a byword for innovation and luxury. Not just a super-luxury sedan, but a rolling technology demonstrator on wheels, the new S-class has gone straight to the top of its class. The twin-turbo V8 engine in the S 500 is creamy smooth and effortless, and has all the refinement you would expect. That car’s Rs 1.36 crore (ex-showroom, Mumbai) price tag, however, also reflects its status as the ‘Best car in the World’. Mercedes, ever the democrat, has now launched a more affordable, more efficient and slightly lesser-equipped edition – this S 350 CDI.

 

The 2014 Mercedes-Benz S350 CDI on the outset looks the same as its much more expensive petrol powered sibling. The large swept back LED headlamps combined with the massive chrome grille are not just imposing to look at, but command instant respect from everybody on the road. Although the shade of black that this particular S-Class is in does tend to subdue the fine lines of this rather massive car, the sheer length and width of the 2014 Mercedes-Benz S350 CDI is enough to make everyone strain to take a second look. Mercedes-Benz have omitted the handsome diamond cut wheels that you get on the more expensive S500 for a set of rather plain looking multispoke 18-inch wheels.

The main difference between the S500 and the S350 CDI on the exterior front though is at the rear. While the S500 gets a slightly sportier rear bumper with built in trapezoidal exhaust tips, the diesel gets a conventional bumper with a hidden exhaust pipe setup. The LED festooned tail lamps though continue to be a common feature and as with the S500, the S350 uses only LED bulbs though the entire car completely omitting conventional lighting techniques.

First impressions of the car are just as strong as that of the petrol S 500. It looks stately and sleek at the same time, with those striking led headlamps and the big Mercedes chrome grille giving it a lot of presence.

 

With a diesel under the hood, you can’t expect petrol engine-like refinement, but start up and idle are  astonishingly good for a diesel. There is a hint of a hum, if you mute the audio and set the AC fan speed to one, and it’s only when you extend the diesel engine and pull it hard that the serene calm of the cabin gets ever so slightly disrupted. But otherwise this motor is so creamy smooth, you don’t realise it is a diesel most of the time. As always, the double-glazed glass and the incredible sound insulation keeps you at arm’s length from the outside world.

The 3.0-litre diesel V6 is as you can expect from a Mercedes, and with 255bhp and 63.2kgm to haul the car around, is pretty brisk too. As is befitting a car of its stature, there’s no solid shove from the motor, but instead a smooth long surge that seems to go on and on. The mid range is particularly strong and allows you to reach silly speeds without realising, before you run into the somewhat low 4,200rpm redline. The seven-speed automatic works well for slow driving and highway cruising, shifting gears unobtrusively. Set the car to sport mode and the engine responses and gearshifts quicken, but it’s here that you notice that Mercedes’ 7G-Tronic torque converter auto is not quite as quick, clever or responsive as some of the more modern luxury gearboxes around.

 

Otherwise the new S-class is luxury car travel at its brilliant best. Once you sink into those big seats and shut the doors after you, you’re in your own world. The attention to detail is breathtaking – the wood and chrome look like they belong together, the graphics on the multi screen COMAND system make you feel you are piloting an Airbus A380, and quality levels are right up there with Bentley. Getting into the rear of the car is even nicer. You don’t get the same split rear cabin as the petrol, but the two individual electric ‘seats’ that form the bench are still reclinable, heated, cooled and massaging. They don’t recline as far back as in the petrol, but they’re still super soft and comfortable, and the ability to move the front passenger seat forward 77mm for truly excessive legroom is still available. What’s more, flip up the centre armrest and there’s room for a third passenger as well. Now, apart from the super-luxury rear seats, some of the kit from the petrol version is missing from the S 350 CDI, but it’s nothing of tremendous consequence to the luxury experience. There’s only a rear camera instead of the 360-degree setup, the wood trim is missing from the steering wheel, the 18-inch alloy wheels are different, the boot lid isn’t power operated, there’s no night vision system, and the Burmester hi-fi system is a few speakers down (it still sounds phenomenal though).  No car in the world blends high technology and old world charm quite like the new S-class, and that’s evident on this diesel as well.

Interior

The 2014 Mercedes-Benz S350 CDI’s interiors are a brilliant place to be in. From its strangely likable two spoke steering wheel wrapped in leather and festooned with high quality aluminum, to its four prominent AC vents that would look right at home on a bespoke Rolls-Royce, the S-Class is clearly built to delight. The large comfortable leather seats up front offer a level of luxury that makes one want to curl up into a ball and fall asleep.

The two large LCD screens that form the instrumentation cluster and the central command system are both crisp and offer a range of options to play around with.That said, as with the S500 we drove earlier, the actual operating system in the S-Class does feel a little outdated and repetitive as it is the same one used in all other models too. With Apple’s CarPlay operating system expected to make an appearance inMercedes-Benz models a little later in the year, one can expect that to change.

As the S350 CDI is a lot cheaper than the S500, Mercedes has omitted a few key features that do seem to take away from the S-Class’s glamour. Most annoyingly, especially for a hot country like India,Mercedes-Benz has gotten rid of the cooled front seat option while keeping the heated seat package untouched. Mercedes has also omitted the electronic boot controller, which means that one has to manually shut the bootlid, which, on a S-Class is just ridiculous. Forget the uber cool ‘leg swipe’ feature that opens and shuts the boot on the S500, even a button to shut the boot is absent!

Other omissions include the rear central console that incorporated features like built in laptop tables.The rear captain seats too have been ditched in favor of a bench setup. That said, the rear seats still get electronic adjustment that lets them recline and a cooling seat option, which is absent in the front. Thankfully, the phenomenal Burmester audio system is still there and converts the S-Class into the Royal Opera house wherever commanded.

Engine

Now to the important bits. How does the 2014 Mercedes-Benz S350 CDI drive? Well, one could have expected a diesel engine to be noisy and unrefined, but then you realize you are in a S-Class. The only time you can realistically hear the engine is if you mute the music and lower the air conditioning fan speed to minimum. The refined 3.0-litre, twin turbocharged, V6 engine makes a healthy 262PS of peak power and 620Nm of peak torque. Mated to the 7G-Tronic Plus seven speed dual clutch gearbox, the S350 CDI can go from 0-100kmph in a claimed 6.8 seconds and on to a limited top speed of 250kmph.

Not only does the power delivery feel instantaneous as it ought to, the S350 CDI does everything that it is commanded to do with no fuss at all. There is no hint of turbo lag whatsoever even in the relaxed comfort mode.  In fact, the way the S-Class in general wafts on Indian roads is nothing short of the kind of comfort and ease Aladdin must have had on his magic carpet.

Although us auto journalists enjoy putting a car through its paces, this is one of the cars that even us 'wild-bunch' drive with a whole lot of dignity and respect. That said, we did subject the S-Class through a bunch of twists and turns and it came out with flying colors. The Airmatic suspension can be adjusted to either Comfort or Sport mode, both of which exhibit very significant changes in the 2014 Mercedes-Benz S350 CDI’s suspension characteristics. To facilitate high-speed stability, the S-Class automatically lowers itself by 20mm over speeds of 120kmph hunkering down onto the road like a supersonic cruise missile.

The S-Class we drove rode on a set of 255/45R18 wheel and tyre package, essential to keep the 2132kg (kerb weight) S350 CD planted on the road at all times. The S-Class even has a height adjustment system, which can increase the ground clearance of the car by 20mm in order to navigate a particularly nasty speed hump or pothole, the likes of which are quite common in India, especially with the monsoon fast looming.

Price

At Rs 1.07 crore (ex-showroom, Maharashtra) the S 350 CDI is considerably more affordable than the petrol S 500, it's undoubtedly more economical to run and nearly as well equipped - it takes luxury diesel travel to an all new level. To begin with, if you are sat in the back, you can’t really tell it is a diesel, unless you make an effort. The engine is smooth, linear and jerk free and there is just about enough performance on hand too. Add in the brilliant interiors, the fact that it has enough features to keep demanding customers happy, and you soon come away with the impression that the new S-class diesel is everything you expect in a diesel limo.

Read More

Mercedes-Benz SLK 55 AMG

AMG cars are always special and the Mercedes SLK 55 AMG is no exception. The underlying formula is quite simple - take a regular car and stuff massive power into it - 416 horses in this case. It is a recipe guaranteed to excite. 

The mother of all these horses is the 5461cc V8 engine. Open the bonnet and you can see what a tight fit the V8 is in the SLK's compact engine bay. Add to that the fact that the SLK AMG has 115bhp more and is just 60kg heavier than the SLK 350, and you get an impression of just how much quicker the AMG variant is. But more than the power, it’s the motor's torque which pins you back in a firm linear shove. A 0-100kph time of 5.97sec in the convertible tells only half the story, because launching a front-engined, rear-drive car is not that easy. The more telling figure is the 0-200kph time of 18.71sec, which is quicker than the SLK 350 by a massive 7 seconds. Without a doubt, the SLK AMG has genuine sportscar pace. Yet, it is also very easy to drive. The gearbox has three modes, and in comfort mode it upshifts rapidly, keeping the revs low and the power manageable. There is a gear-shift indicator that tells you to shift up as you near the red line. That’s useful, although it’s rather hard to miss when the engine is approaching its 7000rpm limit as your brain will be distracted by the glorious noise coming from the exhaust pipe - especially with the roof down.

While the performance of the SLK 55 AMG sets your pulse racing, the ride and handling brings it back to normal. There is nothing really wrong per se, it is just that there exists a car called the Porsche Boxster S, which is what you should aim your wallet at if you want pure driving thrills. On its own, the SLK AMG is quite a capable car and sports a very safe handling package. The AMG version gets lowered sports suspension and this takes the handling up a notch over the standard car. Still, the chassis itself provides plenty of grip and responds well enough to driver input.

The SLK 55 AMG works well as a Grand Tourer (the limiting factor being the small boot of course), with its supple high-speed ride and strong motor. Though the low-speed ride is decent, there is quite a bit of scuttle and shake whenever you hit a rough patch. This is more apparent with the roof down.

On the inside, there aren’t many changes and you get the same high quality dash. There are the usual AMG additions like the red AMG sport seats, and carbon fibre on the doorpads and the centre console. On the outside, you get the AMG kit, which include the beautifully sculpted black wheels, skirts and a boot spoiler.

The Mercedes SLK 55 AMG is priced at Rs 1.26 crore. So, if you are looking for a car that entertains your senses every time you step on the gas, you can’t really go wrong with this Merc.

Ex-showroom price          Rs 1.26 crore (ex-showroom, Delhi) Engine Fuel Petrol Installation Rear-wheel drive Type 5461cc, V8 Power 416bhp at 6800rpm Torque 55kg Transmission Type AMG Speedshift Plus 7G-Tronic Gearbox 7-speed auto Dimensions Length 4146mm Width 1817mm Height 1300mm Wheel base 2430mm Boot volume 335 litres Chassis & Body Weight 1610kg Tyres 235/40 R18 (f), 255/35 R18 (r) Suspension Front Coil spring, double-tube gas pressure Rear Coil spring, single-tube gas pressure Steering Type Rack and pinion Type of power assist   Hydraulic  Brakes Front Sliding frame-type calipers with compound brake discs Rear Discs

Read More

Mercedes-Benz S-class Convertible

WHAT IT IS: 
 The four- or five-seat convertible S-class is the spiritual heir to Boss Hogg's white Cadillac (without the longhorns). Like the Ocean Drive convertible concept that appeared at the Detroit show in 2007, the S-class convertible will use a large retractable softtop. Unlike the concept, it will have only two doors. The production car won't look like the slab-sided concept, either, instead following the CLS, CLA, and various other Mercedes models down the path of complex surfacing. 

WHY IT MATTERS: 
 This car is part of a three-model strategy to push the S-class upmarket and claim some of the ground the euthanized Maybach was supposed to cover. After all, what says money like a gracious, powerful, ultra-luxury convertible? 

PLATFORM :
  As its name indicates, the convertible rides on the next S-class-sedan platform, which also will underpin the S-class coupe (formerly known as the CL-class). It is constructed primarily of steel, with aluminum used for the doors, hood, and trunklid to save weight. As with the current S-class, the convertible will employ an air suspension. 



POWERTRAIN: 
 Both V-8 and V-12 engines figure in the next S-class plan, and there's every reason to expect this high-end softtop version to follow suit. 

COMPETITION:
  Bentley's Continental GTC and the Maserati GranCabrio. 

WHAT MIGHT GO WRONG: An exploding sun could render top-down driving unpleasant. Otherwise, we can't think of anything. 

ESTIMATED ARRIVAL AND PRICE: The S-class sedan arrives in fall 2013, the coupe in the fall of 2014, and the convertible a year after that. Figure on spending about $150,000 for the droptop.

Read More