Tag: mercedes benz

2020 Mercedes-Benz AMG A35 Review

The Mercedes Benz AMG A35 bridges the gap between normal and nutty, but with plenty of power and gear to keep things very interesting.

I’ll be upfront and honest – I was not a huge fan of the old A-Class. I know it’s heresy to say it, but the A45 didn’t really move me. It was fast, absolutely and I like fast. But it didn’t want to play, it just wanted to run. The gap from A250 to A45 was a yawning chasm.

AMG knew this, of course. It also knew that BMW’s switch from the glorious rear-drive platform of the M140i to the new M135i’s UKL2 meant that there wasn’t going to be a proper A45 competitor, at least not for a while.

So the A35 was born. Less power, lower price but with all the goodness of the new A Class, which includes a spectacular interior and a much better looking car than the old one.

How much is an AMG A35 and what do I get?

AMG A35 4MATIC hatch – $69,300 + ORC
AMG A35 4MATIC sedan – $72,800 + ORC

Mercedes never messes about with the spreadsheets and hits you square between the eyes at nearly seventy large for a five-door hatchback. Although that price pales next to the mid-$90k cost of the A45.

But let’s be fair, the A35 is loaded up pretty nicely – 19-inch alloy wheels, a nine-speaker stereo, dual-zone climate control, reversing camera, front and rear parking sensors, keyless entry and start, cruise control, electric heated front seats, leather trim, sat nav, auto LED headlights with auto high beam, auto parking, folding heated power door mirrors, auto wipers, sunroof and a tyre repair kit.

The stereo and various functions are powered by Merc’s awesome MBUX system. It spreads itself across the two huge screens in front of the driver and above the centre console and is way better than the old COMAND system. It has Apple CarPlay and Android Auto (with USB-C connectors, so keep your wits about you) as well as DAB radio. There’s almost nothing between MMI, iDrive (aka BMW OS) and MBUX now, it’s that good.

Except for the voice control. Anything that sounds anything like “Hey, Mercedes”, up “she” pipes. It’s a bit annoying. Having said that, when you ask for it and get it, it’s quite useful.

The AMG High Performance Seat Package ($3290) adds a pair of shell-style AMG seats, the Communications Package ($2690) throws in more speakers, heads-up display and a sick subwoofer. And the wing-and-bits aero package festoons the A35 with black aero bits for $2490.

There are nine colours available. Polar White, Sun Yellow and Night Black are freebies. Cosmos Black, Denim Blue, Mountain Gray, Iridium Silver, Mojave Silver and Digital White all come with an $1190 sting.

Safety – 5 Stars (ANCAP)

The A Class is almost weighed down with safety gear – ABS, stability and traction controls (of course) are joined by nine airbags, active safety bonnet, forward AEB with pedestrian detection, lane departure warning, lane keep assist, speed zone reminder (GPS-based) and road sign recognition.

Annoyingly it goes without reverse cross traffic alert unless you specify the $1890 Driving Assistance Package which also adds active blind spot assist and active cruise.

Warranty and Servicing

5 years/unlimited kilometre
Fixed-price servicing and pre-paid service plans

I know I make a big deal about it, but Mercedes stands proud as the first of the premium German manufacturers to offer a five year warranty. Late to the party yes, but there we are.

Service intervals are generous at 12 months/25,000km and you can choose a variety of ways to pay for your servicing. Three years will cost $1950, four years $2950 and five years $4500.

For the three year plan, Mercedes says you’ll save $500 instead of pay-as-you-go capped price servicing for three years. That fourth service looks pretty vicious, so a four year plan is probably the way to go, if not five.

Look and Feel

This new A-Class is a much better looking car than the old one. Mercedes’ lozenge phase is – thankfully – coming to an end, with better-defined shapes and surfaces. About the only loss – to my eyes – is the lack of flush fitting on the lights, like on the C-Class. I’ll live.

The A35 has the usual pumped up bits and pieces. It looks great on the 19-inch wheels and you can tell it’s an A35 (for the time being, at least) by the grille and if someone has put the bonkers aero kit on it. I’m not a fan of the aero kit, but to each their own.

I have, on more than one occasion, been a bit mean about Mercedes interiors. Up until the current E-Class, it was absolute granddad express stuff inside Mercs, the A-Class included. Which was supposed to be more for the yoofs, most of whom wouldn’t be seen dead in a Smart. They bought an Audi instead (probably).

This new one though, boy howdy is it cool. Lots of buttons, yes, but up here in the A35 it looks fantastic. The lovely lighting, even on the deadly cool air vents, smashes the high-tech feel out of the park. The steering wheel is that cool, squared-off one seen in other AMGs and it really feels special, which is good, because this car isn’t cheap.

The back seat is still the tight fit of the old car but that’s hardly a surprise in this segment. You get the usual cupholders front and rear and there is actually somewhere to put your phone which doubles as a charging pad. The boot is a decent (for the segment) 370 litres, with 1210 litres available when you fold the 40/20/40 rear seat.

Chassis

The A35 rides on 19-inch wheels all the way around, with either Pirelli P-Zero or Michelin Pilots for grip.

The car is stiffened with an aluminium plate attached to the engine and two diagonal braces hidden underneath the car. That stiffens up the front end nicely meaning the suspension doesn’t have to be so uncompromising.

A big difference between the A35 and its lesser siblings is the multi-link rear end. Where the lower machines make do with torsion beams, the A35’s adaptive damping has a better set of bits to work with.

Drivetrain

AMG fits the M260 2.0-litre four cylinder with a whopping 225kW at 5800rpm and 400Nm. Remember, this isn’t even the A Class’ most powerful unit, with the A45 S packing a gigantic 310kW from the same displacement.

With this kind of power you’ll smack the 100km/h mark in 4.7 seconds, which is not hanging around. It’s 1.5 seconds quicker than the A250 and 0.8s slower than the new A45S.

Like its rivals, the all-wheel drive system only sends up to half the power to the rear wheels and is most of the time a front-wheel drive car.

The M260 has a twin-scroll turbo – like BMW’s B54 in the M135i – and has all the usual direct injection gubbins. The M260 also has a 48-volt power system, which is becoming de rigeur in Euro-spec high-powered four-cylinder engines.

This engine is closely related to the A250’s engine while the A45’s is a whole different machine.

Hilariously, if you hold the right gearshift paddle on start-up, it will bark and carry on like a race car before settling down again. Your neighbours will not dig this unless they’re unreformed petrolheads. AMG calls it “Emotive start.” Someone will emote if you keep using it.

Fuel economy – 7.6L/100km

The usual disclaimers apply here because I didn’t get quite that figure in my week with the A35. I have to admit I didn’t get to drive it as much as I wanted to because a) corona virus and b) I was recovering from a colossal back injury.

Between my wife and I pedalling the thing around – along with a quick, cheeky (but perfectly legal COVID-wise) blast we scored 9.8L/100km.

Driving

I’ve driven four quite hot hatches in 2020 and I gotta tell you, in this segment, the A35 punches hard. The old A250 was alright but really wasn’t front of mind for me against anything from either Audi or BMW, especially considering the latter’s now-squandered rear-wheel drive advantage.

I like so many things about this car. It’s comfortable and packed with really cool tech. That double-dashboard set up is awesome and so nice to use. With the optional heads-up, you know what’s going on all the time.

The steering wheel feels great and the driving position, once you’ve perfected it, is lovely. When you’re using the car as an every day driver, it’s nice. Easy to move around, it does the job in Comfort mode you’d expect it to. Fuss-free, easygoing.

Turn it up to Sport+ however (we’ll talk about Sport in a minute) and this car is a proper firecracker. The engine really wakes up in this mode, banishing the double-take of Comfort mode when you ask for more power.

It doesn’t over-do things – that’s what the A45 is for – but it builds a lovely balance between firmness and a fast ride quality that keeps you feeling safe. The steering may not be particularly chatty, but you’ve got a good idea of what’s going on underneath you.

The engine just keeps on giving, too, despite you often finding yourself bouncing off the soft cut-out. The downside of high output/small capacity engines is a low-ish redline so the paddles tend to make more work rather than improve things.

While the power is high, the torque is immense for such a small car. The all-wheel drive system keeps it all in check and while it isn’t especially thuggish, it’s all very neat and quick.

One thing to note is the racket from the tyres. Other cars have these tyres but not nearly as much noise invades the cabin. The steady rumble could get annoying on long trips and one can’t help wondering if AMG doesn’t invest in some active noise cancelling.

Speaking of noise, the engine never really fires up enough to be an aural joy, but I guess you can’t have everything.

And yes, Sport mode. Comfort does make the engine a bit doughy so your Goldilocks mode is Sport. The ride is smooth enough for most people, but having better access to power through a snappier throttle is what you want.

Competition

There’s a bit going on here. The Audi S3 is about to be sent to big carpark in the sky but is still surprisingly competitive, if not class-leading. In a way, BMW’s switch to the UKL2 platform brought the market back towards the S3. Some tweaks to the spec have certainly helped and its genuinely timeless style, inside and out, is still a draw.

The M135i’s recent change to all-wheel drive has changed the car’s vibe significantly. I liked it a lot, but its operating window for those who like a fun drive is a bit curtailed. It’s a different beast – it has to be – but is probably a bit benign for me.

The Mini JCW is similarly-priced and powered to the A35 and M135i. It’s more fun than the latter and its cartoonish looks are far removed from the AMG (unless you slap on the A35’s aero kit). I really liked it in Pure form, too, it’s probably the closest to the A35 in character and fun.

Like the S3, the Golf R is about to bite the big one, too. And it’s a VW, so you pay (almost) Mercedes service pricing for VW attitude (yes, until recently I was Volkswagen owner and I was thoroughly unimpressed)(the car was great, though). It’s also nowhere near as much fun to drive, so save your pennies and get a GTI. Or something else.

Redline Recommendation

As you’ve just read, the M135i has fallen back into the clutches of the chasing pack. Yes, the A35 is effectively new, but the old M140i held its own against the vastly more expensive (and obnoxious) A45, even if it left the crushing blow to the M2.

The JCW is great, but its appeal is rather more narrow than the AMG’s.

The AMG is a terrific all-rounder while delivering on the AMG promise of sparkling performance, a bit of brand cachet and, surprisingly, a long warranty and capped-price servicing program.

I never thought I’d say this – I am, as you may have gathered, more of a BMW guy – but the AMG A35 is the car I’d have in this segment. Yes, it’s expensive but it’s by far the best in its class.

May 9, 2020
Mercedes-Benz Australia Ups Warranty To Five Years

After resisting the move for a long, long time, Mercedes-Benz owners will enjoy a five year warranty that includes AMG variants and commercials.

Well. Here we go. From 1 April 2020, all new Mercedes-Benz vehicles will be covered by a five year warranty.

If it’s a private car, that means a five-year/unlimited kilometre coverage.

If it’s for a taxi or ride share car, the coverage is limited to five years/200,000km.

Roadside assist will go for the entire five years and covers you whether it’s private use or for business.

If you’re looking at a Mercedes ute (X-Class) or van (Vito, Valente, Sprinter), private buyers will also get five years/unlimited kilometres while commercial users will be restricted to 250,000km. Commercial users also get 3 years/250,000km on the 12-volt battery.

With a five-year manufacturer’s warranty across our entire Cars and Vans range supported by our existing Capped Price Servicing and Service Plan portfolio, customers can have increased flexibility and certainty throughout their journey with Mercedes-BenzHorst von Sanden, Mercedes-Benz CEO and MD, Australia

Why am I telling you this? Because in every Mercedes review I’ve done, I’ve gone in hard about the three-year warranty being too short. Five years is much more like it and matches the longest pre-purchased service plan available on most Mercs.

If you’ve already bought a Mercedes in March 2020, you’ll get the five-year warranty, which is also rather thoughtful. And it would make a lot of people very mad if they didn’t.

This hopefully means BMW and Audi will follow along shortly.

March 6, 2020
Bang! Pop! The AMG A45 and CLA45 are coming.

AMG’s A45 and CLA45 are coming to Australia, with buckets of power, mighty torque and a bunch of new technology. Midnight poppity-bangs just got faster.

Mercedes-Benz is bringing its twin tiny terrors, the AMG A45 and CLA45. Based on the standard A and CLA class cars, they pack new four-cylinder turbo engines from AMG, a new twin-clutch transmission and huge bunch of changes to match the price tags.

How much are the A45 and CLA45 and what do I get?

AMG A45 / CLA45

A45 S: $93,600 plus on-roads
CLA45 S: $111,200 plus on-roads

Those are both very big numbers, so you’ll rightly be expecting a lot of gear. And, as is tradition, Australian cars are the S versions, no mucking about with the basics.

Today’s release doesn’t go into deep detail, but you get 19-inch alloys, a Burmester surround-sound stereo, the excellent AMG steering wheel, electric heated front seats, leather trim, climate control, keyless entry and start, panoramic sunroof, privacy glass and configurable ambient lighting.

The CLA gets slightly wider wheels and a different nose.

As it’s a new Mercedes, you also score the excellent new MBUX entertainment system with Apple CarPlay and Android Auto. The system works off the second of two huge screens that sweep across the dash like an E-Class’s and it all looks terrific.

Look and feel

You can see the A-Class and CLA-Class underneath these cars. The A45 has a typical AMG grille and jet-fighter inspired front bumper. The rear bumper sprouts a small diffuser, quad exhausts and side vents while the tailgate has a big wing stapled to it.

The CLA, meanwhile, is a little more restrained, with its own front bumpers, no flaring and the rear wing is more of a lip. Mercedes says the front end looks like the four-door GT, but I’m not sure I see the obvious resemblance, at least not in the photos.

Inside it’s all very lovely and, crucially, looks expensive. Plenty of nice materials, stitching and various trims to make the car look and feel not only like an AMG but a hatchback and sedan that land either side of $100,000.

Chassis

There’s been a fair amount of work going on here because there’s a lot of power and torque to keep under control.

AMG was at great pains to ensure a stiff body, starting with a reinforced bodyshell. An aluminium plate – known as a “shearing plate” – has been bolted underneath the engine to improve front end torsional rigidity. Further strengthening of the suspension system, says AMG, also helps to provide “highly precise responses even at the physical limits.”

Both come with a new AMG Dynamics system, which remaps the traction and stability programs to help stop you throwing yourself off the road.

AMG Ride Control adaptive damping allows for a choice between comfortable(ish) and performance focussed.

The front brakes are six-piston calipers on 360mm discs while the single-piston calipers at the rear grab 330mm discs. The rotors are perforated and internally ventilated, don’t you know.

Drivetrain

Here we go. The new 2.0-litre four-cylinder smashes out a scarcely believable 310kW and 500Nm. To get that power to all four wheels, there’s a new eight-speed twin-clutch. The old car had tons of power, this has so much more. That’s 155kW per litre. An extraordinary figure.

Although I hope it feels less highly-strung than the old car’s, although max power arrives at 7200rpm and maximum torque is available between 5000 and 5250 rpm. So eight gears will definitely be useful. Australian cars feature the Driver’s Package, which means a largely pointless 270km/h top speed, MBUX data logging and Night Package.

Along with the all-wheel drive system is a new rear diff with a pair of multi-disc clutches to apportion power left and right to the rear wheels. Why would you need that, I hear you ask? Because the A45 and CLA45 now have drift mode. Just what you need on a wet roundabout.

I hope there’s a proper rear-wheel drive mode rather than just a silly sideways mode, because I always found these two cars a bit of a shut-up-and-hang-on proposition.

Redline Recommendation

These things are going to be very fast. I hope they’re a bit more involving though (Drift mode or not). The A45 and CLA45 were super-fast but I never really felt like I was in control of them. With a bit of sparkle, though, these things will be absolute weapons.

The AMG A45 and CLA45 are on sale now. Poppity bang!

February 26, 2020
Mercedes-Benz CLS350 Review: Smooth and Sweet

The Mercedes-Benz CLS350 is the absolute definition of smooth. Gorgeous profile, stacked with stuff, it’s a car for those who like to drive art.

Fifteen years ago boring, dependable Mercedes-Benz invented a whole new niche – the four-door coupe. The CLS-class came out of nowhere and redefined the idea of a luxury sedan. The idea was first presented in 2001 as the Vision CLS and then sent into production in 2004.

This car is the third-generation CLS, the C257. The idea of a less-practical E Class has survived the onslaught of SUVs and continues to be one of the brand’s most recognisable cars.

Words: Peter Anderson
Co-pilot: David Sharpe
Images: Matt Hatton

How much is the CLS350 and what do I get?

Mercedes-Benz CLS350: $139,941
Mercedes-Benz CLS450 4MATIC: $158,343

The CLS350 opens a three-car range consisting of the 350, 450 and 53AMG. The 350 is a turbo four-cylinder with 220kW while the 450 and 53 AMG pack the twin-turbo straight-six.

A lot of people asked how much the CLS350 was worth and were surprised at the cost. Under $200,000 for a car like this was a surprise for everyone and I’ll admit, I was too. I guess it’s the kind of car that projects expense.

If you buy a CLS350, you start with a 13-speaker stereo, 20-inch AMG-branded alloy wheels, dual-zone climate control, ambient lighting, keyless entry and start, front and rear parking sensors, active cruise control, leather and wood trim, electric front seats, sat nav, active LED headlights, head up display, leather trim, auto parking (steering), power everything, auto wipers, sunroof, air suspension and run-flat tyres.

There is a bunch of cameras – front, side and reversing cameras give you an excellent view around the car.

The 13-speaker system is run from the utterly fantastic central screen. The new interior architecture is lifted from the lovely E-Class (reviewed here in E63 AMG form) so has the two massive 12.3-inch screens. The central one run Mercedes’ COMAND system which is…well, it’s alright, but it’s no iDrive. The speakers are branded by Burmester and you can pump usual AM/FM signals as well as DAB+. If you’ve got Android or iPhone, you can use Auto and CarPlay via USB. The latter looks brilliant on that big screen. Did I mention how great those two screens are? They’re great.

Colours include Obsidian Black, Vansite Blue, Magno Selenite Grey ($4300!), Graphite Grey, Selenite Grey, Hyacinth Red ($2990), Iridium Silver, Diamond White Bright ($4300 again) and Polar White.

You can get Nappa leather trim for $3490, Comfort Package (funky front seats with cooling as well as heating and heated rear seats, $7100), Exclusive Line (old man stuff like wood trim on the steering wheel and 19-inch alloy wheels, NCO).

Safety: 5 stars (EuroNCAP, 2016)

ANCAP has awarded the E-Class a five-star rating but unlike EuroNCAP, does not mention the CLS.

From the EuroNCAP site: Data reviewed by Euro NCAP, together with additional tests, demonstrate that the rating of the E-Class also applies to the CLS-CLass.

The CLS ships with seven airbags (including driver’s knee), blind spot detection, active safety bonnet, high and low-speed forward AEB with pedestrian detection, active cruise control, lane keep assist and lane departure warning.

Sadly missing is reverse cross-traffic alert, which would be nice, particularly in a car that is difficult to see out of.

Warranty and Servicing

Warranty: 3 years/unlimited kilometres

Three years isn’t long enough, but there you are. BMW and Audi are also guilty of this and I’d go so far as to say Lexus’ four-year warranty isn’t enough either. I reckon you should expect five years from a premium manufacturer, especially if everyone else (not German) can manage it.

You do get three years roadside assist, which is nice.

Servicing: 12 months/25,000km

While I don’t like the warranty, the servicing intervals are generous, Jaguar Land Rover generous, in fact. Some intervals are 12 months/10,000km and that’s silly given most of us exceed 10,000km in a year. 25,000km covers pretty much everyone.

You can choose pay-as-you-go (PAYG) service pricing (sort of like capped-price servicing) or pay up front. The program covers three services either way.

On the CLS350, you’ll pay $2350 for the first three services if you pay upfront ($783 average), saving you $600 or $200 per year. You can also pre-pay for two more services, taking the total to $3200 for four services ($800pa) or $4950 ($1000pa) for five. Those last two services seem pricey and aren’t listed on PAYG, so if you know you’re going to keep your CLS that long, you know what to do to control your costs.

Mercs seem to have a habit of being expensive to service after three years.

Look and Feel

You can’t deny that this CLS350 has presence. From the front, it’s properly low and that funky grille with the over-sized three-pointed star leaves you in no doubt what sort of car is bearing down on you.

Mercedes has dialled back the blobby headlights in recent years, which is awesome. These are nice, crisp little units and with the daytime running lights on, they look terrific.

The CLS’s real party trick is the coupe profile. Since day one, the CLS has had that racy roofline. It’s still obviously a four-door sedan and in this iteration is, I think, more resolved.

As it’s based on the E-Class, it makes sense that it takes on that car’s interior. It’s mostly great – the big screens, lovely materials and those air vents are super-cool. They look like turbines from a big turbofan engine. Mint.

The front seats are massively comfortable and you can’t overstate how the whole experience is all about comfort. You sit very low, obviously, it’s much lower and racier than the E-Class. The steering wheel is almost Subaru-busy and not as ergonomic as perhaps I’d like, but owners seem to like them.

The rear seats are pretty tight if you’re over about 180cm or around six-feet tall. Like an 8-Series Gran Coupe, its falling roofline limits headroom and the low position of the front seats mean tight foot room. Legroom is good, though, and for the first time you can fit three across, but two is lovely. Vision for rear-seat passengers is also limited by the roofline.

The boot offers up 490 litres, which is just a little more than a C-Class, but you can’t have it all, I guess. It’s still a fair bit of space. You have a pair of cupholders in the centre console and rear seat passengers get them too in the centre armrest. They also score air-conditioning vents. Each door will take a mid-size bottle in the pockets.

Long story short, the Granddad Express vibe of the old E and CLS is well and truly gone. It’s super-modern and genuinely cool inside and out.

Drivetrain

M264 2.0-litre turbo four-cylinder

The CLS350’s motivation comes from a 2.0-litre four-cylinder turbo petrol with 220kW and 400Nm. Those are very healthy figures but the CLS needs them to push 1775kg of kerb weight along. That cracking torque figure is available between 3000 and 4000rpm while peak power arrives at 6100rpm.

Power goes to the correct end of the car, the rear, via Mercedes’ very clever nine-speed MCT (multi-clutch transmission). Despite the name, it’s not like a normal twin-clutch but is more like a motorbike’s gearbox. Several clutches sit in an oil bath acting as a single clutch but, wow, is it smooth.

The slightly startling 0-100km/h figure of 5.1 seconds is quite something given it’s a little four-cylinder turbo and a lot of car.

Chassis

As this isn’t a performance version, the air suspension is definitely set up for comfort. Along with that, you can lift the car on the air bags at each corner. That’s a handy feature given how low the car is.

The standard 20-inch wheels have 245/35s up front and 275/30s at the rear. With low profile rubber like that, the standard air suspension is a must. You can down-size the wheels to 19-inch units for a bit more sidewall either individually or part of the no-cost option Exclusive Line.

Peer through the big alloys and you’ll see perforated discs, which work a treat.

The CLS350 is a whopping 4988mm long, 1890mm wide and 1427mm high, riding on a 2939mm wheelbase.

Driving

The CLS350 is all about hushed, comfortable progress. It’s difficult to remember a car so calm, cool and collected while also showing such a decent turn of pace.

You’d think the four-cylinder would struggle with the car’s weight and girth, but it doesn’t. It’s almost dead quiet, you have to sometimes check the engine is on. It spins swiftly and quietly to the redline and the transmission keeps you in the power band when you need it.

When you’re just doddling along in town, it’s all beautifully calibrated, with easy torque to keep you moving. Out on the freeway, there’s almost no noise of any kind, which is remarkable given the amount of rubber beneath you.

The air suspension is responsible for much of the credit. It really soaks up the road, feeling more like a ship carving through calm waters than rolling over tarmac. You won’t be having a great deal of fun on a curving road if you want to push on, though – the weight and setup just aren’t built for cracking on. The suspension will stiffen up and flatten the car’s roll, but it doesn’t try too hard.

The steering is direct and light but feel isn’t what you’d call abundant.

And that’s okay – you didn’t buy a CLS350 for that. You’ll be looking up the range for that.

Competitors

There isn’t a lot around like the CLS. Audi’s A7 is stunningly pretty and packed with technology. Now in its second generation, you can have one with a 180kW 2.0-litre turbo 45 TFSI ($115,000) or a 250kW/500Nm 3.0-litre V6 quattro 55 TFSI for $133,600. Servicing is way cheaper at $1870 for three years and $3170 for five years, irrespective of engine type.

Perhaps closer in concept and stature is the BMW 8 Series Gran Coupe. It’s way more expensive than the CLS, starting at $199,900 for the 840i M Sport rear-wheel drive 3.0-litre twin-turbo straight-six. The M850i xDrive is a whopping $272,900 but does have a lovely 4.4-litre V8 twin-turbo. You can’t get a V8 CLS anymore.

Neither of these cars is quite the same as the CLS. You could, I guess, consider a Jaguar XF? But really, the CLS lives out on its own.

Redline Recommendation

The CLS350 is genuinely lovely. Every person who looked at it, drove it, photographed and rode in it said it was a damn fine automobile. And it is. It’s missing some bits and bobs, mainly around safety. The warranty is too short and the service pricing really starts to climb after three years, but I guess it’s not excessive.

It’s not a sports car, despite looking like one, so be warned. If you want something quicker and more lively, you’ll have to step up to the higher-spec or stick around for the Audi S7.

But if you’re after a gorgeous car that pretty much floats along, the CLS350 smashes those KPIs out of the park.

January 5, 2020
Mercedes-AMG’s new M139 pumps 421 horsepower

I think it’s fair to say that the Mercedes A45 AMG packs the most powerful four-cylinder in a production car. The M133 in the noses of the A45, CLA45 and GLA45 (anything else?) parps up a massive amount of power to which all other aspire.

But being AMG and with a new A45 on the way to take over from the A35 as the top-of-the-A-range, there’s a new engine. Well, a heavily-updated one, anyway – it’s the M139.

Mercedes M139

The M139 is still a 2.0-litre turbo four-cylinder for installation in transverse-engined Mercs. With a fair few changes, the new engine spins up 285kW (387PS).

Big deal, you’re saying.

Yeah, that’s the “basic” version. The S version winds it up to 310kW (421PS). That is…a lot of power.

Torque for the basic comes out at a staggering 480Nm between 4750rpm and 5000rpm while the S has a nice round 500Nm between 5000rpm and 5250rpm. Not a wide torque-band, no, but hey. There’s a lot of it.

The new engine has done an about-face and put the exhaust manifold on the turbo on the firewall side of the engine. That means all the cooling is on the rather more sensible side, out the front where, you know, the cold air is. It also means that the intakes are shorter and there’s less complexity in the pipework.

The new turbo has roller bearings to reduce friction, spinning up to 169,000 more quickly. The new exhaust manifold is also tricksy, to smooth the flow of turbo-turning exhaust and keep the individual cylinders from upsetting each other.

There’s a ton of other detail changes, but they’re not that interesting. Yes, the “One man, one engine” handbuilt philosophy continues in the Affalterbach factory and I daresay you’ll be hearing one of these engines farting in back streets near you before mid 2020.

June 7, 2019
Mercedes-Benz X-Class Edition 1: Big Money

Australia’s new most-expensive mid-size ute will arrive in July, with the X350d-based X-Class Edition 1 checking in at a whopping $87,500 plus on-road costs.

That price point pits the vehicle well above current performance ute flagships including Volkswagen’s Amarok TDI580 Ultimate ($72,790), and Ford’s Ranger Raptor ($75,390).

As its name suggests, the Edition 1 will be built in limited numbers. Mercedes-Benz Vans has yet to disclose just how many units have been allocated locally.

What’s new?

The Edition 1 does not benefit from performance enhancements, but rather a unique range of cosmetic features to distinguish it from the X350d Power upon which it is based.

Three exterior colours are on offer – Kabara Black, Bering White and Rock Grey – which all sport blacked-out touches including a twin-louvre grille, front and rear bumper-bars, fog light surrounds, door handles, badges, roof rails and 19-inch twin-spoke alloys.

Bespoke exterior striping extends along the bonnet, side mirrors, skirts, tailgate and badge surrounds, which appear in high-gloss grey for the Kabara Black units, or matte black on the rest of the colour range.

Equipment-wise, the Edition 1 gains a black styling bar and tubed side steps, as well as a bedliner and hard tonneau cover.

Inside, the ute boasts specially embroidered floor mats and a chrome “Edition 1” badge on the dash.

Drivetrain

The German pick-up retains its 3.0-litre six-cylinder diesel motor, matched with a permanent all-wheel-drive system, and outputting 190kW and 550Nm.

With no mechanical upgrades, the Edition 1 carries over a seven-speed automatic transmission, a low-range transfer case and a rear differential lock.

PRICING

Although the four-cylinder Mercedes-Benz X-Class has been offered in Australia since April 2018, V6-powered variants have only been available since February of this year.

The full-time X350d line-up includes two grades, Progressive and Power, which are priced at $73,270 and $79,415, respectively.

The range-topping Edition 1 will be imported in Power form and upgraded locally, before going on sale in July at $87,500.

May 6, 2019
Mercedes Benz S350d – Strong Silent Type

Mercedes’ entry-level S-Class, the S350d, is up against some stiff competition from a new Audi A8 and always good BMW 7 Series.

Mercedes’ S-Class was an unknown country for me. I was quite taken with the slabby 1990s W140. I loved that you could get it with a V12, I loved that it was so unashamedly big. The backlash when that car came out made me chuckle.

And I roar laughing that everyone complained it weighed two tonnes. That’s normal now. A mid-size SUV can nudge two tonnes.

I’d never driven an S until this year. First I drove the S-Class Coupe for Carsguide which was a bit of a treat. I loved the appealing wackiness of the Curve Mode on the on the S560 and the effortless brawn of the S63 AMG.

The 350d, though, that seemed like an interesting proposition. In a city like Sydney, these cars are used by people who drive others around, so the smaller, more efficient engine made a huge amount of sense. I’d also driven both the new A8 and 7 Series sedans. The opportunity to complete the set was irresistible.

Mercedes-Benz S350d

The S-Class – or Sohnderklasse (special class) – has been around for decades. It’s all about the luxury, of course, despite the aforementioned S560 and S63 likely causing a scuffle with the chauffeur.

The current S Class is tagged W222. Since my so-ugly-its-cool S Class favourite, the W140, curvaceousness has invaded the looks. It’s a bit of an inflated E Class, if I’m to be honest, which isn’t a bad thing. I guess with the revival of the Maybach brand, the more…er…distinguished looks is left to that brand.

The restraint is evident, although the signature nostrils at the edges of the bumpers, framing a gaping intake leave you in no doubt a Merc is coming your way.

Thankfully the melted look of some lighting that has taken hold in some Mercedes models is understated. Crispness is appreciated at this level – its two main rivals are both very calm, cool and collected.

Mercedes-Benz S350d Interior

This is a nice place to be. Stunningly well-built, filled with leather and not with crappy wood, it’s hugely comfortable. A big grey cabin can sometimes come off a bit cold, but this one doesn’t. Lots of brightwork lift the colour although I hate those speaker grilles on the door. The ambient lighting is tuneable to whatever colour you want.

The huge double-slab dashboard and media screen are some of the best in any car today. Lovely high-res imagery, no sense of a lack of horsepower in the graphics chips, it’s a fantastic job. The inclusion of Apple CarPlay and Android Auto on the COMAND-controlled screen is really nice, too. And unlike rival BMW, you won’t have to pay for it.

The seats are big and comfortable, bristling with comfort adjustment. This cabin has become a guilty pleasure of mine.

Mercedes-Benz S350d Drivetrain

The W222 S Class has been around for nearly five years and been home to a bunch of engines, from a 2.2-litre four right up to the mental 6.0-litre twin-turbo V12 (with up to 463 kW (621PS) and 1000Nm).

The 350d has a fairly sedate-sounding 2.9-litre twin-turbo diesel V6. Turns out it isn’t that sedate, belting out a handy-if-not-outstanding 210kW but a very impressive 600Nm.

The engine is hooked up with Mercedes’ rather good nine-speed automatic, designed and built in-house. As is only right and proper, power heads to the rear wheels.

Mercedes-Benz S350d Driving

Look, it’s a big boy. Well over two tonnes, this thing isn’t going to carve the corners.

Or will it?

No, of course not. Don’t be silly. But.

That engine is really good. Practically silent, the nine-speeder’s embarrassment of ratios means there’s a gear for all occasions. Sometimes that means hunting (like the ZF nine-speed) but in the S350d, you’ll rarely find yourself in the wrong gear.

The stupid selector on the steering column makes my blood boil but apart from that, it’s a good cabin. You can really enjoy the S despite its weight via the magic of, er, Magic Body Control. The car reads the road ahead and keeps the dampers tuned to the right set up for what’s coming.

When you put the boot in, it cheerfully finds the corners, is completely untroubled by lumps and bumps and handles pretty much anything you might encounter.

The whole time it’s supple and it’s only when the speeds get a bit silly that you might find yourself wanting to back off. A car this big shouldn’t be this swift but in the past, you’d be actively warned off by the car that you were going too hard.

Will you want to play in the S350d? Probably not that often. It’s a car to waft in and, courtesy of a well-rounded Comfort mode, waft you will. It’s a cocooning sort of experience, ensuring the clamour of the city stays outside along with the weather. The road beneath can be awful (and in Sydney, they are), but it just shrugs it off. I liked that when I had it – it was very, very pleasant indeed.

Would I? Should you?

Would this be my choice? I don’t really know. I like the new A8 very much and the 7 appeals to my Munich sensibilities (I’m not German, I just like BMWs).

The S Class isn’t what I expected, though – I was thinking it was going to be heavy and plush (it is) but also a bit ungainly. Obviously, in 2018, we have the technology to ensure even a car weighing north of 2200kg can be fun.

November 3, 2018
E63 AMG: Benz’s Belting Bruiser

The E63 AMG is the latest in AMG’s endless friendly rivalry with BMW’s M division. There have been fast, big German sedans for three decades now, each new generation upping the ante. BMW went mad once and threw a V10 at the M5, which was wonderful.

In 2017, we got a new E63, based on the fourth-generation E Class, the W213. Bigger, louder, faster and packed with technology, can this E63 really, properly, truly, take the fight to BMW’s M5?

E63 History

I was never an E63 AMG fan. Nor was I particularly attracted to its E50/E55/E60 predecessor, an unattractive mass of metal based on the W210. It was an ugly car, a hangover from the huge, slabby S Class of the 1990s.

It was, however quick and became something of a cult classic. Under its over-creased bonnet and behind those stupid headlights eventually lurked a 6.2-litre V8. Mercedes messed around with this car’s spec when it really should have concentrated on making it not ugly.

The most powerful version pumped out 298 kW (405 PS), which was a lot of power for a car in 2003.

The W211 didn’t get much better looking and wasn’t a patch on BMW’s V8-powered E39 M5. Sure, it was a good car, but it wasn’t really one you’d play around in.

Between 2003 and 2006, the 211’s range-topper was the E55, a supercharged 5.4-litre V8 with 350 kW (476PS) and 700 Nm. It was pretty wild, a sledgehammer of a car that continues to command respect.

At the 211’s mid-life refresh, lots changed. Power went up to 378kW (514PS) but torque fell to 631Nm. A new seven-speed automatic transmission joined the party and ensured a 0-100km/h (0-62mph) of 4.5 seconds.

While all this went on, M messed about with its bonkers V10-powered M5, complete with single-clutch semi-auto.

Staying with the ugly theme – Mercedes really doubled down on the E-Class’ Grandpa Express aesthetic – the W212 arrived in 2006. For the first part of its life, the E63 ran a 6.2-litre V8 with 386kW (525PS). The M5 had 373kW, if you’re keeping score.

Then came the mid-life facelift and the switch to the 5.5-litre V8. That engine had anywhere from 410kW (557PS). It also changed its name to the E63 AMG and scored a seven-speed automatic.

The W212 helped cement the mythology of the fast E. Engine capacity went up again to a 6.2-litre supercharged V8. The smaller, more heavily-modified C63 had made waves so the E followed suit with a new front axle, new panels and a more aggressive suspension tune.

As with the 211, the 212’s mid-life refresh brought a down-sized engine, the 5.5-litre twin turbo V8. Power stayed at 386kW (525PS), although there was the 410kW (557PS) Performance version. The 430kW (585PS) S version arrived in 2014.

As the 212 progressed, the styling became more aggressive and its final facelift added all-wheel drive. The S headbutted 100km/h in just 3.5 seconds.

Right. That was a long one. Let’s head to the present.

AMG E63 S

The fifth-generation W213 E Class arrived in 2016 and the E63 quickly followed. Very quickly. As before, the E63 is available in standard and S tunes and all-wheel drive.

It’s a much better-looking car than its predecessor. While nothing spectacular, the angles and creases are gone – the old car was so conservative.

The shapely headlights frame a more organic looking front end that’s less imposing, less bombastic. It looks a lot like the smaller C-Class and therefore looks smaller. It’s almost five metres long but doesn’t present that way, which is fine by me. The C appeals to younger buyers, too, so with a similar look, the this E63 should snare a few less old men (and women).

E63 Drivetrain

The 212’s 5.5-litre twin-turbo V8 is gone, with the 4.0-litre twin-turbo V8 now all over the Mercedes range. The M177 is available in two tunes, but in the S you get 450 kW (612PS) and a robust 850Nm. That huge torque figure is available from 2500-4500rpm for a fat mid-range wallop. That’s a narrower range than the standard E63’s 720Nm, but I don’t mind.

Mercedes’ own nine-speed automatic feeds the power around all four wheels. While its rival BMW has ditched the seven-speed DCT twin-clutch for the ubiquitous eight-speed ZF, Mercedes is sticking with clutches.

The nine-speed uses a pack of wet-clutches rather than the ZF’s torque converter. This might be a problem. We’ll soon see.

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Chassis

The base car’s mechanical diff is replaced with a locking electronic differential and you can turn off all-wheel drive with a sequence of button-pushes and paddle pulls. Pull the right paddle instead of both and you get Drift mode, which is wild.

The E63 weights over 1800kg, so static suspension just wouldn’t do. It’s hard to make a heavy car ride and handle – you can’t have both, which is what you need at this level. Dynamic dampers take care of dealing with the body roll while the air suspension on S does the rest.

The other part of the equation is the set of 20-inch alloys running 295/30 Michelin rubber, which absolutely should not deliver anything approaching comfortable.

Driving

This E63’s predecessor’s tended to have the feel of epic engines looking for a chassis to match. And on first acquaintance, it’s entirely possible things haven’t changed.

Its immediate predecessor was very good, but if you were a driver (and that’s why you’re here) you’d find it difficult to choose it over the M5. The Audi RS6 wasn’t even really in the running despite its charismatic twin-turbo V8.

Before you light the fire in the belly, the E63 is very civilised. It’s firm, even in Comfort mode, just enough to let you know what’s going on. It’s fluid, though, and wafts along on that huge boatload of torque.

The usual nitwits fired up about the E63 moving to all-wheel drive. The reality is, if this car was rear-wheel drive only, it would be difficult to handle for most of the time you would just burn through the tyres. Which is pointless. You buy other cars for that kind of fun, this is meant to be a daily driver.

Kick it in the guts and the E63 S is utterly, bewilderingly fast. The patented AMG Pop und Knistern from the exhausts is mighty. There is no turbo lag to speak of – the turbos are crammed into the V8’s cleavage to get close to the exhaust ports. That means a shorter path for the gases to travel to spin it up and, presto, less dreaded turbo lag.

That means you’ve got total confidence on the throttle, you don’t have to drive around the lag. We’re probably getting to the point where the next improvement is electrically-spun turbines but I’m pretty happy with this. This is good. This is fast. It’s fun.

What I really wasn’t expecting was how light on its feet it would be. The big sticky tyres obviously contribute a lot, but being able to throw this thing around is pure joy. You never really get away from the weight of it but it does feel lighter.

The steering really plays into your hands (pun absolutely intended) with good weight and feel. The suspension, while very firm in Race, delivers a stable, sensible platform while the rear diff lets you wiggle and slide with impunity.

Switching out the front wheels – as you can in the new M5 – transforms the car into an absolute bruiser. While it has the surefootedness of the RS6’s quattro grip but with better turn-in and – if it all possible – even more exhaust histrionics, in rear-wheel drive, the bets are off.

The W213 E63 S is a bit of a revelation for me. It’s the first AMG I’ve ever really properly gelled with. AMGs are good, but this one is fun. Proper, versatile fun. So is the new all-wheel drive M5. Which means the rivalry is set to burn bright.

Brilliant.

October 21, 2018