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perksofwifi · 4 years ago

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2020 Mercedes-Benz GLB 250 Review: Is Mercedes’ Baby GLE a Proper Benz?

The three-pointed star: What does it mean to you? To many, Mercedes-Benz’s logo symbolizes luxury, and with that comes certain expectations. The brand leans on those as it courts new markets with segment-splitting vehicles offered at relatively approachable prices. The 2020 Mercedes-Benz GLB 250 is the latest example of that pursuit. Thing is, this little crossover isn’t quite as luxurious as that three-pointed star might imply.

That’s not to say Benz’s baby-GLE isn’t nice—it is. Its size, price, driving manners, and features make it appealing for active urbanites and small families. But the GLB, meant to slot between the GLA and GLC in the brand’s expansive SUV lineup, doesn’t always provide the Mercedes milieu you expect. A bit more polish would vault the GLB straight into the luxury league. Instead, it’s left as a contender among equally compelling premium SUVs.

The GLB 250 makes a good first impression. Walk up, pull a substantial-feeling door handle, and fall into a seat. Before swinging the door closed, notice how wide it opens; situating yourself or passengers in the first two rows is a cinch. Even the tallest occupants will find ample headroom and legroom in the first two rows. This tester didn’t have the optional third row, but we’ve previously found it to be minuscule; usable only by small kids. As the door shuts with a strong thunk, outside sounds instantly become muffled. It gives a sense of solidity and quietude that’s decidedly Mercedes.

But as you get a better feel for the cabin, that impression doesn’t last. Touchpoints like the steering wheel or armrests are nicely padded. The upper door panels and dashboard are soft-touch, too. But, like in the A-Class sedan, the amount of hard plastic doesn’t support a luxury claim. It’s questionable at the GLB 250’s $37,595 base price; on the well-optioned $49,050 version pictured here, it’s galling.

Indeed, the plastic feels substantial and has some nice texturing—but there’s an awful lot of it. From the gear selector and turn signal/wiper stalk, to most of the panels below the central air vents, it’s inescapable. Piano black trim breaks up the textured plastics around the center console and air vents, and although many buyers like piano black, we’ve seen this material get scratched up and dingy with use. Worse, in the GLB it can reflect sunlight straight into your eyes. Plain plastic window switches are fine in an economy car, but this is a Mercedes—a nearly $50,000 one, at that. On that topic, why must the windows open and close so slowly?

As a whole, the interior in the one-size-up (and past SUV of the Year) Mercedes-Benz GLC feels much more luxurious. Hard plastic surfaces are better hidden, and more elements seem designed rather than simply installed.

Around town, the GLB’s cabin is fairly serene, but interior noise seems disproportionate to speed. At highway rates, you have to raise your voice to be heard, and shouting just isn’t luxurious. Some of it is wind roar, but tire and suspension noises are more audible. The GLB’s boxy cabin seems to amplify resonances. Something occasionally rattled in our tester’s cargo area.

Unplug your ears—the GLB can make good sounds, too. Its standard audio system is clear and balanced. Even though you have to listen for it, the engine makes a nice noise, too: burly for an I-4, and some turbo whistle comes through the open windows. Don’t bother listening for crackles from AMG-Line models’ oval tailpipes, though, because they’re completely fake (fortunately, the GLB 35 remedies that).

Regardless, delivery of the 2.0-liter turbocharged I-4’s 221 hp and 258 lb-ft is smooth and linear; our FWD tester easily accelerated to highway speeds. That’s helped by the eight-speed dual-clutch auto, which shifts flawlessly and readily drops gears to pass. Still, like other dual-clutch transmissions, it can fumble at parking speeds as the clutches engage, or let the car roll as it switches between drive and reverse.

Suspension impacts are often heard more than felt. When equipped with the optional adjustable dampers, the GLB smooths out chatter and takes edges off potholes, even when rolling on 20-inch AMG wheels like our test car. Handling is more carlike than SUV-ish, but it’s still fairly dull. Even in AMG Line trim, the GLB’s steering is soft off-center; it’s more of a cruiser than a corner carver. The adjustable dampers have a hint of float, and differences in stiffness or roll between suspension settings were minimal. In any mode the GLB’s ride is pleasant, although it’s supple rather than downright plush.

Like high-end Benzes, the MBUX infotainment system is available in the GLB 250. Its dual 10.3-inch displays are bright and clear, and they provide a dizzying mix of information. The learning curve is steepened by numerous control options and multiple design themes. Apple and Mercedes apparently haven’t yet figured out how to get CarPlay to use all of the central widescreen display: like in other MBUX setups, it leaves inches of blank space on either side of the CarPlay readout. (Android Auto is standard, too, but this reviewer only has an iPhone.)

Noise, material, and tech nitpicks aside, the GLB 250 is a nice everyday crossover. Its chill demeanor and comfy ride makes it relaxing to drive, but it’s ready for action if asked to squeeze into a traffic gap or make a yellow light. Outside visibility is good thanks to its upright sides and large greenhouse. With its wheels pushed out to the corners and short overhangs, parking the GLB is easy. All the while there’s solid practicality inside its right-sized footprint that provides numerous holders for bottles or baubles and a generous cargo area that expands with a tug on a seat-fold strap.

Any first-time Mercedes buyer who signs for a GLB 250 will be thrilled. They’ll dig its comfort, peppy engine, and versatility. However, those aspects are by no means exclusive to the GLB, and in this segment the Lincoln Corsair has a quieter ride, the Volvo XC40 has better materials, and the Audi Q3 has a smarter infotainment system. That leaves the three-pointed star as the GLB 250’s most distinguishing feature—but the vehicle doesn’t quite earn it.

2020 Mercedes-Benz GLB 250 BASE PRICE $37,595-$39,595 LAYOUT Front-engine, FWD/AWD, 5 pass, 4-door SUV ENGINE 2.0L/221-hp/258-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 8-speed twin-clutch auto CURB WEIGHT 3,650-3,900 lb (mfr) WHEELBASE 111.4 in L x W x H 182.4 x 79.5 x 65.3 in 0-60 MPH 6.9 sec (mfr est) EPA FUEL ECON, CITY/HWY/COMB 23/30-31/26 mpg ENERGY CONSUMPTION, CITY/HWY 147/109-112 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.75 lb/mile ON SALE Currently

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carpostnet · 5 years ago

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2020 Audi Q8 55 TFSI India first drive, review

20th Jan 2020 2:38 pm

Audi’s new flagship SUV is massive on measurement and elegance, and might be tailor-made to your tastes, however is that price this SUV-coupe’s equally massive price ticket?

What is it?

It’s Audi’s new flagship SUV, the Q8. It sits, because the quantity dictates, above the Q7 and alongside the model’s different two flagships – the A8 and the R8. It’s not fairly so long as a Q7 and is simply a five-seater, however it’s decrease and wider and constructed on the identical wheelbase, sporting a ‘slammed’ roof that places it in a really particular area of interest of automobiles. It guarantees to set itself aside inside this area of interest of SUV-coupés just like the BMW X6, Mercedes-Benz GLE Coupe – and extra just lately, the Porsche Cayenne Coupe – by providing an enormous array of customisation choices. This is feasible as a result of the Q8 is a CBU import and Audi says no two clients could have identical-looking automobiles. The different aspect of this customisation coin, although, is a four-month ready interval, however when you’re impatient, Audi India could have a choice of pre-customised Q8s so that you can select from.

What’s it like on the surface?

The different factor that units it aside is that it heralds a brand new wave of Audi SUV design that may quickly make its option to India with the likes of the next-generation Q3 and the facelifted Q7. The footage don’t do the Q8 justice. For one, it’s bigger than you assume, and although it would appear to be simply one other Audi SUV at first look, there are such a lot of small particulars that make it actually particular. The grille, for example – it’s the typical, huge, octagonal ‘single-frame’ Audi grille, however its pronounced body provides it the menace of Hannibal Lecter’s muzzle. You can customise the body, the slats and even the surrounds for the decrease air intakes.

The headlamps are the standard angular, Matrix LED models however their DRL design is particular and, together with the tail-lamps, they do some gentle dance once you unlock your Q8. The bulging rear haunches are a nod to the Ur Quattro rally car, and Audi’s tackle the coupé roofline is particular, as a result of it doesn’t succumb to that curved, hunchbacked form. Instead, it tapers gently after which slams down sharply on the C-pillar. And lastly, the large wheels and tyres (20s are customary, whereas the 21s seen right here and 22s are optionally available) add to its huge, squat stance. It’s not a design I cherished once I first noticed it however, over the course of the day, it has yanked at my heartstrings. If you wish to make an announcement, this can be a nice option to do it.

What’s it like inside?

After 2019’s new A6, the inside is maybe not as novel; however it’s no much less spectacular. Here too, you have got an awesome diploma of customisation at your fingertips, with a alternative of 11 upholstery colors and 9 inlay trims to combine and match. Audi’s new dashboard design merely screams ‘tech’, with its winged trim completed in gloss black, seamlessly housing the twin MMI touchscreens (we’ll get again to those in a second). The solely bother is it’s angled such that, in peak afternoon gentle, the reflections off it may be blinding. Fit and end are, as ever, an Audi hallmark, and although the others have caught up, the richness of supplies and the way in which they’re introduced collectively in listed below are nearly flawless.

There are three screens, the first being the most recent era of Audi’s path-breaking Virtual Cockpit digital dials. You can’t customise this like you may with some rival automobiles, however they’re so properly designed and executed, we’ve got doubt you’d wish to. The different two screens are a bit extra controversial – the twin MMI infotainment unit relegates nearly all features from the centre console into two touchscreens. The one on high is fairly customary – navigation, media, telephone, car settings and the like, whereas the decrease one handles local weather management, seat features and some different driver options. With nearly each operate moved to the display screen, you’ll end up peering down and away from the highway very often – the most important victims being local weather management and driving modes. Audi has in-built a haptic suggestions system that rewards your inputs with a tactile and audible ‘click’, however this additionally means it’s important to jab the display screen fairly firmly, which isn’t what you’re used to from a touchscreen. Still, there’s no arguing how good trying and loaded with options it’s.

Speaking of options, the Q8 has a reasonably beneficiant customary options loadout, with standouts like HD Matrix adaptive LED headlamps, adaptive air suspension, a panoramic sunroof, parking assistant and an incredible-sounding 1,920W Bang & Olufsen hi-fi system. And beneficiant it must be on the Audi Q8’s worth, however there are nonetheless a number of choices over and above this – four-zone (somewhat than dual-zone) local weather management, a head-up show, seat heating, air flow and therapeutic massage, and rear-wheel steering, to call some.

The entrance seats on this explicit car are very good, with an enormous number of changes, together with aspect bolstering and squab extensions. However, the switches on the aspect of the seat solely deal with primary actions; for additional adjustment, heating, cooling and therapeutic massage features it’s important to go – you guessed it – to the touchscreen.

The backseat is a shock, providing far more room than you’d anticipate. With no third row to slot in, legroom is somewhat huge, and headroom (although not as a lot as a traditional SUV) is greater than in most different SUV-coupés; due to that in another way executed tapered roof. You’re pampered with the likes of a panoramic sunroof and powered sunshades, however the seat itself may have been cushioned a bit higher. At over 600 litres, the boot is massive too, however the loading lip is sort of tall and large suitcases stacked upright may foul with the sloping tailgate.

What’s it prefer to drive?

So it’s bought nearly sufficient luxurious to match as much as the A8, its limousine sibling, however may it actually have sufficient efficiency to match an R8? Of course not; though the 600hp V8-powered RSQ8 that’s more likely to be launched later, comes so much nearer. Still, with seems like these, you anticipate some quantity of sportiness – 340hp and 500Nm of torque from a 3.0-litre turbo-petrol V6 does sound fairly respectable. 0-100kph in a claimed 5.9sec sounds even higher for this 2.1-tonne SUV; however can it ship?

Against our testing gear it managed a robust 6.07sec within the 0-100 dash, which isn’t removed from the declare. In follow, although, it doesn’t really feel notably sporty, with energy swelling in briskly however calmly. As the numbers attest, it’s not sluggish; however then it doesn’t really feel pressing both, missing that mid-range thwack you’d have gotten from Audi’s 3.0-litre, V6 diesel – an engine we’re actually going to overlook. Rev it out and it doesn’t sound notably sporty both; all you hear is a distant mechanical churn.

This powertrain is at its greatest, nonetheless, once you’re not on the restrict. Reach over and fumble round for the Drive Select icon on the far finish of the decrease touchscreen, change from Dynamic to Comfort and drive the Q8 55 TFSI at eight-tenths, then it feels way more in its ingredient. Doing this makes you realise simply how good ZF’s 8-speed automated has change into in 2020; it’s simply as comfortable slamming-in the ratios at a breakneck tempo, as it’s sliding silently by way of them in visitors. It’s then you definitely’ll discover that that is an extremely refined engine that’s very easy in its energy supply in any respect revs.

What actually comes as a shock is the experience high quality. Oftentimes, massive SUVs like this, using on air suspension with huge wheels and tyres, are inclined to really feel a bit lumpen and fidgety, however Audi has managed to get it spot on with the Q8. The air suspension isn’t overly comfortable or floaty, however it additionally doesn’t get too uncomfortable in Dynamic mode. Our check car is working 21-inch wheels on 285/45 R21 tyres, they usually nonetheless have a reasonably beneficiant quantity of rubber sidewall across the rim (a sign of simply how huge this car actually is). This signifies that they’re surprisingly good at absorbing the sharp hit off the sting of a pothole, for example.

Great experience high quality often comes with a trade-off to dealing with; however once more, Audi has accomplished a commendable job of balancing issues out. You must have the suspension in Dynamic mode in fact, however physique management is impressively contained; solely one thing like a Porsche Cayenne does a greater job of it. What continues to be not on top of things, and is beginning to sound like a little bit of a cliché now, is the steering, which simply isn’t as sharp or communicative as you’d like in a car of this sort and worth. That stated, it makes up for it, partially, with an unimaginable agility afforded by the optionally available rear-wheel steering. It takes away a variety of this car’s bulk from behind the wheel and offers you much more confidence to tuck it into corners.

Should I purchase one?

There have been a number of mentions of worth over the course of this review, so to finish the suspense, right here it’s – Rs 1.33 crore (ex-showroom), earlier than choices and customisation. That’s round Rs 50 lakh greater than a Q7 and bang alongside the Q8’s extra posh cousin, the Porsche Cayenne Coupe. Now whereas this may drive away among the model snobs, stick round, as a result of there’s so much to love right here.

The Q8 is the quintessential flagship, packing in every part we love about Audi; and as such, it carries a flagship worth. It’s bought an extremely well-executed inside with a stunning quantity of house, it’s well-kitted-out earlier than the choices begin, and it rides rather well. The efficiency and dealing with could not match as much as its worth or the way in which it seems, however these seems alone may be sufficient – it’s actually a stunner. Audi, nonetheless, is relying on the customisation to essentially drive the Q8 to its meant clients, and that may simply be the precise strategy. The unique Q7 was a success amongst the jet set in India – primarily Bollywood stars and large industrialists; and what do they like most? Standing out from the group. So whereas the Audi Q8 won’t promote in massive numbers, it’s the exclusivity and personalisation that may, somewhat actually, set it aside.

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crosbyru-blog · 6 years ago

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Mercedes pads roomier '20 GLE with range of engines, semi-autonomous tech

The 2020 Mercedes-Benz GLE is not your father's GLE. The redesigned midsize crossover boasts a roomier interior, a range of engines, a high-tech all-wheel-drive system and suite of semi-autonomous technologies. It will debut at the Paris auto show in October and go on sale in the U.S. next year. Pricing was not disclosed. The 2020 GLE marks the fourth generation of Mercedes' midsize crossover, originally named the M class. Mercedes renamed it the GLE in 2015 when it introduced a freshened model under a new naming convention for its cars and light trucks. U.S. sales of the GLE have dropped 11 percent this year in a midsize luxury crossover segment that has grown 2.5 percent.Supersized The redesigned GLE moves to Mercedes' Modular High Architecture, or MHA, platform. {{title}} {{abstract}} Read more > {{/content}} It will feature a new suspension system powered partly by the 48-volt battery and developed by Mercedes-Benz. It is the only system on the market where the spring and damping forces can be individually controlled at each wheel, the automaker says. This means that it not only counteracts body roll, but also pitch and squat. The GLE will be launched with several engine offerings for the U.S., including a 2.0-liter inline-four turbo engine on the GLE 350 and GLE 350 4MATIC that produces 255 hp and 273 pound-feet of torque. The 3.0-liter inline six-cylinder turbo engine in the GLE 450 4MATIC produces 362 hp and 369 pound-feet of torque. The engine in the GLE 450 4MATIC is supplemented with an integrated electric motor system, known as EQ Boost, that assists the combustion engine by adding up to 21 hp for short periods. EQ Boost also assists when accelerating, making it possible to drive without the combustion engine turned on, and supplies the battery with power via high-efficiency recuperation. By doing so, it makes fuel savings possible that were previously the exclusive domain of high-voltage hybrid technology, Mercedes noted. GLE 350 / GLE 350 4MATIC GLE 450 4MATIC Length 194.3" 194.3" Width 84.9" 84.9" Height 70.7" 70.7" Wheelbase 117.9" 117.9" Engine 2.0 liter I-4 Turbo 3.0 liter I-6 Turbo with EQ Boost Performance 255 hp, 273 lb-ft 362 hp, 369 lb-ft Transmission 9G-TRONIC 9-speed automatic 9G-TRONIC 9-speed automatic 0-60 mph: 7.0 secs. / 4MATIC: 7.1 secs 5.5 est. Top speed: 130 mph 130 mph Competitors: BMW X5 xDrive 340i, Audi Q7, Lexus RX 350 Bigger and smarter The 2020 GLE has a longer wheelbase than its predecessor. This creates more space, especially for passengers in the rear. Legroom in the second row has increased by 2.7 inches to 41.1 inches. Headroom in the rear has increased by 1.3 inches to 40.4 inches. The 2020 GLE includes an adjustable second row, and a third row is available as an option. The Audi Q7 rival is equipped with the next-gen Mercedes-Benz User Experience, or MBUX, multimedia system that has improved speech recognition capabilities, artificial intelligence and predictive learning abilities. The 2020 GLE offers a suite of safety features, including a driver assistance system that can recognize and respond to traffic jams or slow-moving traffic before the driver notices. If there is a danger of a collision with oncoming traffic when turning, the GLE will brake when traveling at low speeds. http://feedproxy.google.com/~r/autonews/BreakingNews/~3/7UGrMiTzFZI/mercedes-pads-roomier-20-gle-with-range-of-engines-semi-autonomous buy here pay here https://www.buyherepayherebirmingham.xyz/mercedes-pads-roomier-20-gle-with-range-of-engines-semi-autonomous-tech/

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goarticletec-blog · 6 years ago

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2020 Mercedes-Benz GLE-Class first drive review: The next chapter in SUV luxury

New Post has been published on https://www.articletec.com/2020-mercedes-benz-gle-class-first-drive-review-the-next-chapter-in-suv-luxury/

2020 Mercedes-Benz GLE-Class first drive review: The next chapter in SUV luxury

The year 2020 used to seem like it was way far off in the future, but sure enough, the Mercedes-Benz GLE-Class I’m driving will have a 2020 model year when it goes on sale in the spring. Fittingly, though, it’s seriously futuristic. With a mild-hybrid powertrain, a flashy touchscreen interface and semiactive suspension, the 2020 Mercedes GLE-Class modernizes the luxury crossover in a big way.

Handsome design

As is the trend of nearly all new vehicles, the 2020 Mercedes GLE is longer and wider than its predecessor, and rides on a longer wheelbase, too. Visually, the new GLE doesn’t depart too far from its predecessor. It’s more of a nip-tuck than a redesign. Most notable are the reshaped front fascia, with big grille and swept-back LED headlights, the slightly more sloped rear window and the somewhat “pinched” look to the liftgate that leaves the model-designation badges sitting at an angle. It’s a rather handsome SUV. It can be further dressed up with options like wheels ranging from 19 to 22 inches in diameter and silly touches like illuminated running boards.

The new design, along with tricks like a fully covered underbody, help lower the GLE’s drag coefficient to a slippery (for an SUV) 0.29, versus 0.32 for the outgoing model. That plays a significant role in improving highway fuel economy and reducing cabin wind noise. There are also retractable shutters ahead of the radiator that can close to reduce drag, and the outside-lower vents on the front fascia are closed off for the same reason. (Though forthcoming AMG models will have real vents there to cool and feed their engines.)

Two 12.3-inch screens dominate the dashboard design.

Mercedes-Benz

Flashy interior

If you’ve seen the inside of other new Mercedes-Benz models, the GLE-Class won’t look unfamiliar, with its very horizontal dash design, stylish drilled-metal Burmester speaker vents and minimalist center-stack physical controls. The inside of this luxury SUV is impeccably assembled, with everything you could conceivably touch feeling delightful. The leather is plush, the controls operate with a satisfying click-click and the various optional wood veneers all look wonderful.

Back-seat room is generous enough that, with the front seat adjusted to how I normally drive, I can still lounge out. Because the new GLE has a 3.1-inch longer wheelbase, there’s an extra 2.5 inches of second-row legroom. Power-reclining second-row seats are available as an option — an incredibly luxurious option that will undoubtedly spoil your children. The available panoramic sunroof has a larger glass area than before, helping keep the cabin bright and airy. Cargo space is plentiful, too, with a power liftgate making for easier access.

Another new option for the interior of the GLE-Class is a third row of seats. Mercedes promises the way-back can comfortably fit an adult up to 5 feet, 10 inches tall, and I’m looking forward to seeing at a later date how easily I fit back there. The BMW X5 — the GLE’s key rival — also offers an optional third row.

The second row has ample room and easily folds down for extra storage space.

Mercedes-Benz

Two giant screens

Two 12.3-inch screens are standard, one for the instrument cluster and the other for the infotainment system. The former is, as in other Mercedes models, infinitely customizable to show myriad graphic arrangements and pieces of information. It’s all easily accessed and configured via a thumb controller on the left-hand side of the steering wheel. But there is so much info displayed at all times, all in different colors and graphics, that it can often be a little overwhelming. Fortunately the big, color head-up display provides a simple, legible look at key data like speed, navigation info and so on.

The infotainment system is the same MBUX — that’s pronounced em-bee-you-ex — touchscreen from the new A-Class sedan. Of course, in addition to touching the screen you can operate the menus with a touchpad controller on the center console, a thumb controller on the right-hand side of the steering wheel or by saying, “Hey, Mercedes” to activate the voice-recognition tech.

The good news is that the system will detect you saying “Hey, Mercedes” or even just “Mercedes” flawlessly, though the bad news is it’s so oversensitive that’s basically impossible to discuss the car brand without hearing, “How may I help you?” (Filming a subsequent in-depth review video in this car will likely be a challenge for us…) Still, it is incredibly smart in its responses. You can ask the system to turn down the climate-control fan, change the ambient light color, swap radio stations, turn on the seat massagers and many other commands.

Still more internet-connected functions are available, as well. When I asked, “What’s the weather forecast?” the system read me meteorological info and displayed a forecast on the screen. When I asked, because we were driving in Texas on election day, “Who is Ted Cruz?” MBUX obediently read out a brief summary about the senator.

MBUX’s home screen is bright and has easy shortcuts to key functions.

Mercedes-Benz

Aside from the voice-recognition features, MBUX works incredibly well. Its displays are gorgeously rendered and bright, its responses to any input near-instantaneous. The navigation even offers a cool augmented-reality display that overlays street signs, direction arrows and even house numbers over a view ahead of the car — eliminating that, “Is it this junction or the next?” conversation when using the nav in unfamiliar areas.

Perhaps the only demerit to MBUX is that there are so many menus, buttons and settings that one could spend hours sitting in the driveway simply configuring (and finding) the many functions. Technophobes, take note during your test drive whether you’ll like the system or find it overwhelming.

Driving the GLE350

The base engine in the US market, under the GLE350 badge, is a 2.0-liter turbocharged inline-four rated for 255 horsepower and 273 pound-feet of torque, the latter available from 1,800 through 4,000 rpm. With a nine-speed automatic dishing up that power to the wheels, the GLE350 accelerates strongly without much fuss at all. Mercedes predicts a 0-to-60-mph sprint of 7.0 seconds with rear-wheel drive and 7.1 seconds with the optional 4Matic all-wheel drive. The engine can sound a little gruff at times, and it’s possible to catch the powertrain off-guard when it needs a downshift before delivering full power, but overall this is a hugely satisfying engine and transmission combination.

The GLE-Class drives extremely well with either of its two powertrains.

Mercedes-Benz

My tester features optional adaptive air suspension, which is sublimely comfortable in the default Comfort mode. However, it floats and wallows a little too much for my tastes on fast-flowing back roads and highways. Opting for the Sport suspension setup is much better: still plenty pliable over rough patches but far more composed through bends. As the entry-level and thus more affordable GLE-Class model, the 350 is without vice from behind the wheel.

The GLE450 mild-hybrid

Even more interesting, however, is the GLE450, which uses a new EQ Boost inline-six engine found in other new Mercedes models like the CLS-Class. A turbocharged 3.0-liter unit, it’s rated for 362 horsepower and 369 pound-feet, but can receive a 21-horsepower boost thanks to an electric motor-generator.

Mercedes’ claimed 5.5-second sprint to 60 mph feels perfectly realistic. The GLE450 digs in with effortless torque and pulls strongly. Moreover, it pulls smoothly, thanks to the trademark balance of straight-six engines, and offers up a surprisingly snarly sound under power. This is, without question, the GLE I’d want simply for its right-now passing performance.

The 3.0-liter, inline-six engine is augmented by a turbocharger and an electric motor-generator.

Mercedes-Benz

The EQ Boost system is not, however, only about adding more oomph. As a mild hybrid, it regenerates electricity under braking to help bolster acceleration. Select the Eco driving mode and the gas engine can even shut off at speed in a coasting mode. It’s fantastic to see the tachometer at 0 rpm as the big GLE-Class motors along at 40 or 50 mph, or even faster still. And when the engine does restart, it does so with such smoothness you really need to pay attention to notice. It remains to be seen what kind of EPA fuel-economy ratings this powertrain will deliver — but subjectively, it’s wonderful for its smoothness, power and efficiency.

Clever suspension

GLE450 models can be equipped with a new semiactive suspension system called E-Active Body Control. It uses 48-volt pumps (one at each wheel) to provide hydraulic fluid pressure to actively move the suspension up and down individually, by up to 4.7 inches upward or 3.1 inches down from standard ride height. Mercedes has offered semiactive suspension like this before, but those systems used belt-driven pumps that were less effective and couldn’t work on hybrid engines.

Like other active antiroll systems, E-ABC is intended to keep the GLE as flat as possible at all times for improved handling, while also absorbing bumps more easily. For party tricks, it can “bounce” the suspension up and down to help free a GLE stuck in sand or even “dance.” And a menu in the off-road settings allows for you to individually adjust the ride height at each corner. It’s meant for navigating rough terrain — or, you know, posing the GLE at weird angles because you’re a tad immature.

You can independently adjust the ride height at each corner.

Jake Holmes/Roadshow

Anyway, suspension comfort is the primary aim, with engineers at my press event saying that E-ABC can detect and react to pavement imperfections as small as 2 millimeters when driving at 75 mph. While it is extremely comfortable, smoothing out much of the rough stuff on roads through Texas Hill Country, I don’t find E-ABC to be otherworldly comfortable — railroad tracks, expansion joints and the like are still readily noticeable through my rump. That said, my tester wore optional, upsized AMG wheels with low-profile tires, hardly representative of the car’s normal ride comfort. As ever, we’d like to try this suspension setup on our local roads to see how well it absorbs potholes and speed bumps with which we’re more familiar.

Plenty of other technology

There are five USB ports throughout the cabin, though they’re all the new Type C standard — in other words, many people won’t be able to plug in their phone or tablet without an adapter cable. Mercedes officials say that when they were developing the GLE-Class, they figured Type C would have become prevalent by the time the car launched. They were wrong, though it’s becoming more prevalent on most new Android phones and some new Apple devices, so every GLE includes a Type A-to-Type C adapter. A wireless phone charging pad is also offered as an option.

Otherwise, the GLE’s tech complement is exhaustive and, ultimately, familiar from other new Mercedes models. Standard equipment includes LED head- and taillights, blind-spot monitoring, Apple CarPlay and Android Auto support, precollision braking and navigation. Optional extras include an enhanced Driver Assistance Package with adaptive cruise control, highway steering assist and a traffic jam assist feature that can help drive the car in stop-and-go situations; a Burmester sound system; an in-cabin fragrance system; heated, cooled and massaging front seats; the color head-up display and four-zone climate control. In other words, if there’s a luxury feature you can think of, the GLE probably has it.

Augmented-reality navigation is one of many features that makes driving the GLE even simpler.

Mercedes-Benz

It’ll be worth the wait

The 2020 Mercedes-Benz GLE450 4Matic and 350 4Matic go on sale in spring 2019, with the rear-wheel-drive GLE350 following in the summer. While we won’t have pricing or fuel economy figures for some time, it’s safe to say the GLE-Class will be quite tempting no matter what it costs. It’s a real delight to drive, offering up equal parts futuristic connectivity, plush luxury and engaging driving dynamics. Sure, we don’t have flying cars yet, but the 2020 GLE-Class is still a modern marvel of technology.

Editors’ note: Travel costs related to this feature were covered by the manufacturer. This is common in the auto industry, as it’s far more economical to ship journalists to cars than to ship cars to journalists. While Roadshow accepts multiday vehicle loans from manufacturers in order to provide scored editorial reviews, all scored vehicle reviews are completed on our turf and on our terms.

The judgments and opinions of Roadshow’s editorial team are our own and we do not accept paid editorial content.

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eddiejpoplar · 6 years ago

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First Drive: 2020 Mercedes-Benz GLE Class

SAN ANTONIO, Texas — Brands like Automobile cater to enthusiasts like you, but enthusiasts have families, and those people need to drive, too. Chances are they care less about cornering grip or steering feel than you do; they just want something roomy and comfortable and reliable. But you care.

So we have some good news for you, loyal readers: The 2020 Mercedes-Benz GLE is a crossover that you and your family can live with.

The new GLE is about as complex as the Talmud, and there are close to a billion things we need to tell you about it, but here’s the CliffsNotes version first: As mid-size luxury SUVs go, this is about as good as it gets. The GLE is roomy and comfortable, chic and upscale, and reasonably rewarding to drive. It’s a techno-geek’s dream, with options ranging from an active suspension that can bounce the GLE free if it gets stuck to a voice assistant that will explain naughty sex terms (more on that in a tick). And while pricing hadn’t been announced at the time of our early test drive, we expect it won’t be too expensive if you lay off the options, and there’s good reason to do just that.

So let’s dive right in: The GLE is all-new for 2020, with updated styling inside and out, new powertrains, and a host of new technology. The sheetmetal has been updated to look more like the bigger GLS, though it retains the sharp-looking body-color C-pillar from the old-shape GLE. The new version looks bigger because it is bigger, with a 3.1-inch wheelbase stretch to provide more back seat room. We’re very happy with the styling changes; the old GLE looked a bit milquetoast, the new one has some much-needed presence.

The changes to the interior are even more radical. The instrument and infotainment panel setup, versions of which Mercedes has been rolling out to newer models like the E- and A -Class, comprises of two side-by-side widescreen displays that are designed to look like a stand-alone panel. But the integration into the GLE’s dashboard is much smoother and its styling is markedly different—and better, if you ask us. Materials quality is top-notch; there’s no cost-cutting here. Everything you touch feels expensive.

Open a back door and you’ll be struck by the amount of rear-seat legroom. Unfortunately, it’s something of an illusion. Mercedes has cut the rear-seat cushion short, which makes the back seat look more spacious than it actually is. Back-seat legroom is good—not spectacular, just good—but we’d happily trade the appearance of space for more thigh support. The GLE now offers an optional third-row seat, and while we didn’t get a chance to sample it, from the space allotted we guess it’s a kids-only affair. Configured as a five-seater, though, the GLE has a lot of cargo space as befits a family truckster.

We sampled both of the new-to-the-GLE engines. The GLE 350 gets a 2.0-liter turbocharged four that produces 255 horsepower. One of the things we expect from an upscale SUV is strong acceleration, and the 2.0T makes the cut, but just barely. If the GLE weighed say 250 pounds more, the engine would be overtaxed. The GLE 450’s turbocharged 3.0-liter inline six, with 362 hp on tap and a 48-volt “mild hybrid” system that adds a short 21-horsepower boost, delivers a more suitable pace, though it’s hardly an adrenaline-generator. (We’ll wait on the inevitable AMG versions to provide that.) Both engines utilize a new nine-speed automatic transmission, and 4Matic all-wheel-drive is standard with the six-cylinder powertrains and optional with the four. Beware, Rust Belters: Base-model GLE 350s are rear-wheel drive.

The GLE can be had with three suspensions. The first GLE 350 we sampled had good ol’ steel springs, which provide a nice balance: The ride is firmer than we expected (a nod, we assume, to BMW drivers who find traditional Mercedes SUVs too softly sprung) but nowhere near punishing. Grip was impressive and likely aided by the wider tires fitted to our test cars. In the curves, the steel-sprung GLE 350 we drove felt more responsive and eager than Mercedes SUVs of yore, though calling it fun-to-drive might be stretching the truth.

Next, we drove a GLE 450 with the Airmatic suspension, which reminded us of why we’re so fond of air springs. The ride is glass-smooth with excellent body control in the curves. It’s the perfect setup that should please enthusiasts and non-enthusiasts alike.

New for the 2020 GLE is the E-Active air suspension, which has a bunch of cool tricks up its sleeve. Mercedes showed off E-Active with a demonstration of a GLE dancing to a techno-beat. There’s a mode that allows you to individually raise and lower each corner using the center touchscreen, and the response is surprisingly quick. If the GLE gets stuck in deep snow or sand—maybe you made a wrong turn at the golf course and wound up in a sand trap—E-Active can literally bounce the car up and down to get it free. (If you’re thinking of the last low rider show you attended, yep, it works like that.) And then there’s Curve mode: Turn it on, and rather than keep the body flat, the GLE can actually lean into curves like a motorcycle.

That said, for all the things E-Active can do, we’re not sure it’s worth the upcharge (which, though not announced, is sure to be steep), especially considering how well plain ol’ Airmatic works. Of course, we drove the GLE on fairly smooth pavement outside of San Antonio. Driving a GLE on the curvy roads north of Los Angeles or the lunar surface of Detroit might change our minds.

Also new is a voice-response system similar to Siri or Alexa with “Hey Mercedes” as the wake-word. (Discussing the merits of the car caused it to continually interrupt our conversations.) The system is connected to the internet, which is a mixed blessing. Ask it to find the closest sushi joint or post office, and it will. But, as several of our colleagues attending the press preview with us discovered, if you ask it to describe, say, a particular sexual position, it will eagerly provide a detailed and stunningly accurate explanation. (No, it wasn’t us who tried this, and frankly we’re a little ashamed we didn’t think of it first.) We imagine Mercedes reviewed the list of searches that evening, because the feature was mysteriously disabled on all of the cars the next day. Parents of small children might want to consider doing the same.

The vehicles we drove had traffic-sign recognition, with an adaptive cruise control system that automatically adjusts to posted speed limits. If you’re adaptively cruising along on a 55 mph road and pass a sign that says 45 mph, the GLE slows down. We can’t decide if this is awesome or annoying. It’s annoying if you like to drive 5 or 8 mph above the limit, but awesome if you’re on a two-laner and don’t notice that the speed limit has suddenly dropped from 55 to 25—the GLE might save you from a speeding ticket.

Our day-and-a-half test drive (rather long by press-junket standards) meant we were able to try out a lot of the GLE’s new tech—but we also gained enough familiarity to breed a little contempt. Some examples of the annoyances: The GLE’s optional full-color head-up display, which Mercedes happily touts as the industry’s largest, is so big that it gets distracting. The rectangular instrument panel displays are so big and so rectangular that information at the corners is blocked by the steering wheel. And in the 32-year history of this magazine, we can’t recall testing a vehicle in which it was more difficult to adjust seat lumbar. (The adjustment is buried in the touchscreen menu system. Why not just put a button on the seat?)

None of this precludes a recommendation to buy the GLE. While it may not be quite as sporty as the BMW X5 or as user-friendly as the Audi Q5, it’s a fantastic vehicle nonetheless, one that is luxurious, spacious, and well-engineered. We’d recommend forgoing some of the higher-end high-tech gadgets; they’re fun for showing off but complicate life with the car, which may please you but is bound to grind on the nerves of your significant other. Pick your GLE carefully, and we suspect everyone in the family will be very happy with it.

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jesusvasser · 6 years ago

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First Drive: 2020 Mercedes-Benz GLE Class

So we have some good news for you, loyal readers: The 2020 Mercedes-Benz GLE is a crossover that you and your family can live with.

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jonathanbelloblog · 6 years ago

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2020 Mercedes-Benz GLE Grows Up

The Mercedes-Benz GLE may be one of the best-sellers in the midsize luxury crossover segment, but that doesn’t mean it couldn’t use a redesign. Despite a name change and an update for 2016, the current car has been on sale since 2011. If Mercedes wants to challenge the Lexus RX, it needs something less dated. Something like the 2020 GLE.

From the outside, the new GLE doesn’t offer a lot of surprises. It gets the latest iteration of Mercedes’ “sensual purity” design language that’s almost entirely devoid of sharp corners and straight lines. We wouldn’t call it gorgeous, but the design works. At worst, it’s inoffensive.

Compared to the current version, the 2020 GLE has also grown considerably. Its wheelbase is 3.1 inches longer, a change that Mercedes says adds 2.7 inches of legroom behind the front seats. More important, though, the GLE now has room for an optional third row that adds seating for seven. As with other midsize crossovers, the back seat looks cramped, but smaller passengers may not mind.

Inside, the current GLE’s button-heavy center console is gone, replaced with the latest version of the German automaker’s dual-screen display. But although everything is immediately recognizable as a modern Mercedes, interior designers tweaked what they could to give the GLE’s cabin a look of its own. Based on Motor Trend‘s recent drive of a GLE prototype, we fully believe Mercedes’ claims that the new model is more comfortable than before, especially in the second row.

At launch, the GLE will be available with two different engines. The GLE 350 gets a 2.0-liter turbo-four that makes 255 hp and 273 lb-ft of torque. The GLE 450, however, pairs a 3.0-liter turbocharged inline-six with a 48-volt mild-hybrid system good for 362 hp and 369 lb-ft of torque. Regardless of which GLE you choose, shifting is handled by a nine-speed automatic.

Like the S-Class, the new GLE offers an optional road-scanning active suspension. But unlike the S-Class, the GLE’s fancy suspension is built on a 48-volt platform that can control each wheel independently of the others. Not only can it precisely manage damping at all four corners, it also uses a hydraulic system to raise and lower individual wheels based on road conditions. That means it minimizes body roll, improves ride quality, and maximizes passenger comfort.

The GLE can also be had with a fully variable all-wheel-drive system that uses a transfer case with a multidisc clutch to split torque between the front and rear axles as needed. That means it’s capable of sending all the power to the front wheels, all the power to the rear, and anything in between. When combined with the hydraulic suspension, the GLE’s all-wheel-drive system reportedly offers impressive off-road capability, as well as exceptional cornering for a vehicle its size.

Mercedes didn’t skimp on driver assistance or safety tech, either. From automatic emergency braking to lane keep assist, the GLE comes packed with all the latest features. That includes an improved adaptive cruise control that can anticipate slowdowns in advance, slowing the car automatically. It can also adjust driving speed to account for a curve in the road and handle most of the driving responsibilities during a traffic jam. The system even stays active in true stop-and-go traffic as long as it doesn’t sit still for more than a minute.

At the moment, Mercedes hasn’t released pricing information, nor has it announced when the GLE will go on sale in the U.S. next year. Hopefully, we’ll get more information when the 2020 GLE is publicly revealed at the Paris motor show next month.

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perksofwifi · 5 years ago

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2019 BMW X5 xDrive50i V-8 First Test: Ultimate Utility Missile

They say power corrupts. In the case of the 2019 BMW X5 xDrive50i, the luxury SUV’s extra grunt comes in the form of an intoxicating 4.4-liter twin-turbo V-8 with 456 hp and 479 lb-ft of torque that will tempt you every time you’re behind the wheel. Will you be able to resist the seduction of all that power under your right foot?

The Speedy Luxury SUV

Should you give in and let the beast out, you’ll be rewarded with explosive straight-line performance. The 2019 X5 xDrive50i hits 60 mph in 4.5 seconds on the way to a 12.9-second quarter mile at 108.9 mph. Minimal turbo lag results in linear power delivery, further adding to the effortless feeling you get on the road. Even the brakes are powerful, bringing this 5,263-pound BMW to a stop from 60 mph in 119 feet. There’s also a nice, reassuring feel from the brake pedal that gives you confidence during emergency situations.

The 2019 BMW X5 changes directions quicker than you’d expect. Well-controlled body motions, a sportier suspension calibration, and the staggered-width tires on our M Sport tester further improve overall handling. The big luxury SUV finished the figure-eight course in 25.8 seconds at an average of 0.75 g. However, when pushed hard, the X5 starts to get sloppy. “First lap was very promising handling-wise, but then the front end went away and it became a big-time understeerer,” said testing director Kim Reynolds. The numb steering makes it seem like the rack isn’t attached to the front axle. Even in its sportiest setting, the electrically assisted unit becomes artificially heavy, adding weight without any feel.

Opting for the M Sport variant delivers improved driving dynamics at the cost of ride comfort. You’ll feel every road imperfection and get jostled around over uneven surfaces. Even with the standard adaptive suspension in Comfort mode, the X5 rides rougher than non–M Sport models. When equipped with the available 21-inch alloy wheels shod in performance rubber, you get more road and tire noise entering the cabin, all while worsening the X5’s ride quality.

Familiar Luxury

Nearly everything you touch inside the 2019 BMW X5 feels substantial. Even the buttons and knobs feel expensive when you use them, complete with satisfying clicks. The leather seats provide plenty of support and just the right amount of adjustability, and the second row has generous head- and legroom even for tall passengers. A third row is optional; however, BMW offers the full-size X7 if you’re looking for maximum third-row comfort.

Complaints? The lack of pizzazz. BMW’s interior design remains ultra-conservative. Even with the rich two-tone black and brown leather, glass controls, and configurable ambient lighting, the X5’s cabin lacks the visual eye candy in the 2020 Mercedes-Benz GLE-Class or the simple elegance of the Audi Q7. There are also a couple features missing in our $92,405 tester, including heated rear seats and ventilated front seats with massaging function.

Learning the Tech

The 2019 BMW X5 loses more points in the technology front. The available digital gauge cluster has limited customizability, and with the iDrive-based infotainment system, many functions are buried under enough submenus that even shortcut buttons and a large, responsive touchscreen don’t make it any easier to use. Want Apple CarPlay? You have one year until you’re forced to pay an annual fee, and Android Auto isn’t available. Sure, BMW has wireless CarPlay, but the tech kept cutting out during our time with the car. At least the Harman Kardon surround sound system provides a clear, balanced listening experience, perfect for drowning out exterior noise seeping into the cabin.

BMW’s active driver assistance suite operates inconsistently. The lane keeping assist only works well when adaptive cruise control and lane centering are active. If the other two systems are off, it jerks you back into your lane instead of gently guiding you back. On the bright side, the adaptive cruise control system slows and accelerates the vehicle more naturally than systems from Mercedes-Benz and Lexus, which makes a huge difference during stop-and-go traffic. Having said that, steering resistance with all the driver assistance features activated can make it tough to intervene in an emergency situation.

Opting for the 2019 BMW X5’s available V-8 turns the luxury SUV into a family rocket ship that handles well for its size. However, that’s to be expected in an M Sport package–equipped luxury SUV. Whereas the Volvo XC90 exemplifies Scandinavian style and the Audi Q7 showcases meticulous attention to detail, the BMW X5 sticks to familiarity. It has everything you expect from a luxury SUV wearing a BMW badge but not much else. That may satisfy some buyers, but to the discerning consumer in search of more than speed and a status symbol, competitors have SUVs that go beyond that.

2019 BMW X5 xDrive50i BASE PRICE $76,745 PRICE AS TESTED $92,405 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 4.4L/456-hp/479-lb-ft turbo DOHC 32-valve V-8 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 5,263 lb (51/49%) WHEELBASE 117.1 in LENGTH x WIDTH x HEIGHT 194.3 x 78.9 x 69.0 in 0-60 MPH 4.5 sec QUARTER MILE 12.9 sec @ 108.9 mph BRAKING, 60-0 MPH 119 ft LATERAL ACCELERATION 0.84 g (avg) MT FIGURE EIGHT 25.8 sec @ 0.75 g (avg) EPA CITY/HWY/COMB FUEL ECON 17/22/19 mpg ENERGY CONS, CITY/HWY 198/153 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.02 lb/mile

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https://www.motortrend.com/cars/bmw/x5/2019/2019-bmw-x5-xdrive50i-v8-first-test-luxury-suv-review/ visto antes em https://www.motortrend.com

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carpostnet · 5 years ago

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2020 Mercedes GLB review: the seven seat small SUV that’s well suited to India

28th Nov 2019 1:29 pm

By mixing rugged SUV styling cues and seven-seat versatility, does the boxy new GLB do sufficient to stand out from the crowd?

What is it?

This is Mercedes’ newest addition to its SUV line-up, which now totals eight fashions. As its identify suggests, the GLB slots into the vary between the GLA and GLC. So far, so simple. As the ‘B’ a part of its identify suggests, nonetheless, this may be thought-about as a type of tough and tumble model of the B-Class, that means there’s greater than a contact of MPV to this SUV.

How a lot? Well, the GLB is a seven-seater. And not like it’s GLC and GLE large brothers, however like the smaller GLA, this newest addition is out there in each two and four-wheel drive guises.

Externally the GLB appears to be like a bit like a shrunken GLS, which implies it’s an upright and boxy presence on the highway. You’ll have to make your personal thoughts up about the appears to be like, however from angles it’s barely ungainly, whereas from others there’s greater than a touch of Citroen C5 Aircross.

Underpinning the GLB is actually the similar MFA2 platform as the A-class, though it’s been stretched and pulled to accommodate these further seats. The acquainted structure means an identical line-up of four-cylinder petrol and diesel engines, up to and together with the 305hp 2.0-litre from the A35. However, it’s the entry-level, front-wheel drive GLB 200 petrol we pattern right here, its 163hp 1.3-litre turbocharged 4 pot developed collectively with Nissan and Renault.

What’s it like on the inside?

Inside issues enhance markedly, the GLB getting the similar slickly laid out wall-to-wall TFT infotainment and instrument cluster that debuted in the A-class a yr or so again. That means it options the MBUX working system that provides the useful ‘Hey Mercedes’ voice management, whereas new to the GLB is the capacity to use the system to pay instantly for parking or obtain further options, equivalent to Apple CarPlay.

Overall the inside is a top quality affair that rivals something on provide from BMW and Audi. In truth, with its neat trio of eyeball air vents, metallic completed air-con controls and three-spoke multi-function steering wheel you possibly can be inside an A-class, raised driving place apart. That and the use of surprisingly low grade plastics in the decrease half of the cabin.

It’s pretty spacious, nonetheless, even when the third row of seats are actually solely of use for very younger kids or occasional grownup use – with the sliding second row in its rearmost setting there’s nearly no legroom behind. Speaking of area, boot capability shrinks from a useful 570-litres with third row stowed (they fold into the ground in a single simple motion), to nearly nothing with the chairs raised.

What’s it like to drive?

Given our check GLB 200’s 1.3-litre unit’s small measurement and the Merc’s not inconsiderable 1,555kg kerb weight, efficiency is definitely pretty brisk. Peak torque of 250Nm obtainable at simply 1,620rpm, plus the properly insulated engine will fortunately rev to 6,000rpm. Response is additional boosted by the 7-speed DCT twin-clutch transmission that slots dwelling its ratios rapidly and easily.

In some ways it’s this unit that’s finest suited to the GLB, its degree of efficiency well matched to the car’s easy-going dynamics which are geared in the direction of on a regular basis consolation reasonably than cornering crispness.

All GLBs get strut entrance suspension and a multi-link rear axle, whereas our car additional benefited from optionally available adaptive dampers that, on our easily surfaced Spanish check route a minimum of, served up welcome plushness over bumps – it is a quiet and cozy approach to get about. And whereas it’s not precisely a thrill a minute in the twisty bits, there’s sufficient composure and grip to enable you to preserve a good lick.

The steering is mute however progressive, whereas the physique management is definitely reasonably good regardless of the lean when pushing on. And with some load going by means of the suspension you may really feel each axles sharing the cornering forces, serving to to minimise the pure tendency to understeer. It’s not an thrilling car to drive and feels a bit unfastened and heavy at the restrict, however for such a tall and hefty machine it feels feels extra agile than it has any proper to be.

Although not related to the GLB 200, which is front-wheel drive solely, a fast go in the 4MATIC all-wheel drive geared up 220d proved the GLB is pretty useful off the crushed observe. On a testing gravel off highway course full with extreme up and down hills the Merc by no means appeared probably to get caught, it’s trick traction management protecting it transferring.

Should I purchase one?

The Mercedes GLB positive makes for an attention-grabbing package deal. It’s not too giant but comes with the useful choice of seven seats. And whereas not a driver’s car, it makes an impression for its consolation and refinement, and naturally that superbly achieved cabin.

The factor is, the GLB still is on the cards for India, although Mercedes hasn’t inexperienced lighted the mannequin for our market as but. There’s a number of potential in the GLB and Mercedes would positive do well to convey it in sooner reasonably than later. Rs 40 lakh for a seven seat Mercedes, appears like a great deal, proper?

JAMES DISDALE

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crosbyru-blog · 6 years ago

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Mercedes pads roomier '20 GLE with range of engines, semi-autonomous tech

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robertkstone · 6 years ago

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The 2020 Mercedes-Benz GLE Is Now a Three-Row Crossover

Inside, the current GLE’s button-heavy center console is gone, replaced with the latest version of the German automaker’s dual-screen display. But although everything is immediately recognizable as a modern Mercedes, interior designers tweaked what they could to give the GLE’s cabin a look of its own. Based on our recent drive of a GLE prototype, we fully believe Mercedes’ claims that the new model is more comfortable than before, especially in the second row.

Source: Mercedes-Benz

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5hit-i-l00k-at · 7 years ago

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2018 Acura Mdx Hybrid

New Post has been published on https://www.acuracarshq.com/2017/06/2018-acura-mdx-hybrid.html

2018 Acura Mdx Hybrid

2018 Acura Mdx Hybrid – A brand-new paint color or 2 and greater costs. That’s all to expect with regard to the 2018 Acura MDX pursuing a major freshening for models year 2017. This new 2018 model will carry over the improved design, included safety functions, and option for hybrid modle which will updated this 7 passenger top quality mid-size crossover SUV. That, nevertheless, may not suffice. The new 2018 MDX has already been Acura’s best-selling vehicle for practically 2 years, nonetheless income dipped nearly 9 percent throughout the very first three quarters of 2016, even as sales within the segment increased 14 percent. Indeed, the MDX now competes with the compact-premium RDX as Acura’s leading seller. Why must I personally await the New 2018 Acura MDX? Acura made an already first-class crossover better for 2017, and any 2018 modifications will likely be restricted to additions of paint alternatives to the body and dollars to the sticker label rate. We ‘d like to see Honda’s premium brand make blind-spot alert with rear cross-traffic detection standard throughout the board; for ’17 it was provided only on MDXs geared up with one of 2 costly option packages.

Should I buy a 2017 model instead?

Definitely. MDX represents its Japanese roots by providing exceptional value for the cash, providing a premium experience at thousands of dollars less than segment competitors such as the BMW X5 and Mercedes-Benz GLE. That’s underpinned by a performance history of top-flight dependability, resale value, and client service. Don’t try to find lineup modifications between the ’17 and ’18 models. Acura uses the MDX in base trim and essentially builds rungs of the model ladder through 4 extra-cost packages: the Tech Package, the Tech and Entertain Package, the Advance Package, and the Advance and Entertainment Package. Look for the MDX Sport Hybrid continue in 2 grades called Technology and Advance.

Will the design be unique?

Basically no. MDX had a fresh look for 2017, many certainly in front, with all the upside down pentagonal grill with large Acura logo that’ll characterize the face for the brand going forward. The standard “Gem Eye” LED headlights had a fresh look as well, together with the cover, front and rear fasciae, and rear fender. The chauffeur, front guest, and second-row residents will once again have plenty of area on extremely comfy seats. Accessing the third row is made a little easier because the guest side of the MDX’s second-row seat can power forward with the touch of a single button. Our only severe gripe is the control setup. A lot of audio and climate functions are integrated into a main dashboard touchscreen that can be reasonably sluggish to react to user inputs. Some key functions are buried under layers of submenus. If you need to make modifications while driving, that can be distracting. Matters are further made complex when you include the navigation system that’s included in the optional Technology and Advance packages.

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Any mechanical adjustments?

No. Part of MDX’s 2017 upgrade included a brand-new transmission together with introduction of a gas/electric hybrid model. Anticipate these to carry over with no modifications for 2018. Conventional MDX models utilize a 3.5-liter V-6 that should once again have 290 horse power and 267 pound-feet of torque. It’ll continue to group with the 9-speed automated transmission that replaced a 6-speed automated for ’17. Front-wheel drive is standard. e Acura’s Super Handling Four-wheel drive (SH-AWD) is a $2,000 option. Unlike the rival Lexus RX 450h hybrid, Acura’s MDX hybrid emphasizes efficiency over full-blown fuel effectiveness. Dubbed “Sport Hybrid,” these MDX models have a 3.0-liter V-6 gas engine mated to a 7-speed dual-clutch automated transmission.

Will fuel economy improve?

Not after the addition of the Sport Hybrid. All 2018 variations should match their ’17 equivalents for fuel-economy ratings. The EPA states the conventional 2017 MDX will accomplish 19/27/22 mpg city/highway/combined with front-wheel drive and 18/26/21 mpg with SH-AWD. Models geared up with the optional Advance Package gain an engine idle stop/start feature that shuts down the engine while stopped and immediately reboots it when the chauffeur releases their foot from the brake pedal. This increases predicted fuel-economy price quotes to 20/27/23 mpg city/highway/combined with front drive and 19/26/22 mpg with AWD. ” target=”_blank” rel=”noopener noreferrer”>2018 Acura Mdx Hybrid Authorities approximates for the 2017 MDX Sport Hybrid were not offered in time for this report. The gas engine in these models is capable of shutting off three of its cylinders at travelling speeds in order to save fuel, which might result in the EPA-estimated highway rating being somewhat greater than Acura’s projection.

Will it get brand new characteristics?

Probably not. As formerly stated, Acura might make blind-spot alert system along with rear cross-traffic sensors standard on all models for 2018 model, nonetheless most likely, the whole model/feature range will certainly carry over the same. These safety functions include lane-departure caution with automated steering correction to help keep you in your lane; radar-based adaptive cruise control; forward-collision alert; pre-collision brake assist; and a blind-spot cam that runs likewise to the LaneWatch system provided on lots of Honda-brand vehicles. The addition of automated emergency braking permits all MDX model to make “Top Safety Select+” honors from the influential Insurance Institute for Highway Safety. The Technology Package should once again cost all around $4,400 along with net blind-spot with rear cross-traffic alert sytem; remote control engine start; rain-sensing windscreen wipers; GPS-linked automated climate control; Acura’s upscale ELS sound system; in-dash GPS navigation; in addition to AcuraLink telematics with support for e-mail, SMS texting, and also Apple’s Siri Eyes Free. Models with all the Technology Package should once again be qualified to include the Advance Package. Around $6,040, it will include ventilated the front seats; heated guiding wheel (an MDX initially); heated second-row captain’s chairs by using in-door sun-shades; LED fog lights; front- and back-obstacle detection; as well as a bird’s eye camera system. Rear DVD entertainment should stay offered for $2,000 on types geared up with all the Technology or Advance package. The Sport Hybrid offer set wasn’t offered in time for this preview, yet we expect to have it to mirror those of its gas-only MDX siblings.

How 2018 price tags be completely different?

They’ll probably be greater, however probably not by excessive, assuming Acura adds little new material. The fully equipped 2018 MDX Base model with front-wheel drive will probably begin at or somewhat greater than $45,000, inclusive of location fee, which was $940 on the 2017 MDX. Per Honda/Acura custom, option packages are priced as different models. The Technology Package will bring the sticker label rate to about $50,000, with the Advance Package raising it further to around $56,000. Add another $2,000 or so each for SH-AWD and the rear DVD entertainment system. Pricing for that 2017 Acura MDX Sport Hybrid is going to be announced better to its spring 2017 on-sale date. We expect to see these models to range from $48,000-$ 60,000. Add an extra $500-$ 1,000 for the 2018 edition.

Release Date for 2018 Acura MDX

Look for a 2018 Acura MDX release date in autumn 2017. Finest rivals Buick Enclave,Mercedes-Benz GLE-Class, BMW X5, Infiniti QX60 F-Pace ,Audi Q7, Jaguar, Porsche Cayenne and Volvo XC90 What adjustment could make it much better? Adding blind-spot as well as back cross-traffic alert as standard equipment on all versions would be our number selection on a very brief list of enhancements we will try to make to the 2018 Acura MDX. A little more headroom as well as legroom for 3rd row people would be great, too, however don’t count on something like that to occur till the next MDX redesign, that is on track for the 2020 model-year.

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jesusvasser · 6 years ago

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2020 Mercedes-Benz GLE Grows Up

#IFTTT #Performance Junk WP Feed 4

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levaduraa · 7 years ago

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2018 Acura Mdx Hybrid

New Post has been published on https://www.acuracarshq.com/2017/06/2018-acura-mdx-hybrid.html

2018 Acura Mdx Hybrid

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Should I buy a 2017 model instead?

Will the design be unique?

Any mechanical adjustments?

Will fuel economy improve?

Will it get brand new characteristics?

How 2018 price tags be completely different?

Release Date for 2018 Acura MDX

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perksofwifi · 5 years ago

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2020 Mercedes-Benz GLB-Class First Look: Splitting the Segment

We get it. When SUVs are popular, automakers respond by offering more SUVs. And brands like Mercedes-Benz, which has a big utility lineup, are starting to split up the segment in order to give the people what they want: more SUVs. But you gotta be smart—offering more of the same old utilitarian vehicles won’t do the job, but positioning SUVs as different players will attract more buyers. That’s exactly what’s happening with the 2020 Mercedes-Benz GLB-Class, which will slot between the GLA and the GLC. It will offer a 5+2 cabin and is being positioned as a trail ranger.

The GLB’s wheelbase is 111.4 inches, making it 5.1 inches longer than the GLA and 1.7 inches shorter than the GLC. With a spacious cabin, the new Mercedes SUV can comfortably seat five people; the second row reclines, and if you need more room in the cargo area, it also can slide forward. A third row with two seats is optional, but it’s short on head- and legroom and can only fit young children. The second row splits in a 40/20/40 configuration, the third row 40/60. Mercedes says families can install up to four child seats in the rear.

Design wise, the new GLB has a distinct look, with a boxier shape than its siblings. With short front and rear overhangs, it looks adventurous, and the front underride guard and raised beltline give it a robust stance. Because it has been designed for younger families, the GLB is available with cool details like an orange surround on the rims and black mirror caps, depending on the version you choose. The taillights are borrowed from the GLE and GLS, and the GLB’s D-pillar is upright to provide a bit more headroom for those seated in the third row. Mercedes says the GLB was designed with an off-road character in mind.

Enter the cabin, and the first thing you notice is the MBUX infotainment system. The instrument panel is all digital with modern graphics. The rest of the interior has plenty of character. Beefy horizontal door handles and big circular air vents provide a distinct, rugged look, while the aluminum trim on the air vents, door handles, dash, and other surfaces offers a touch of refinement. It’s a different take from what we’ve seen in other Mercedes vehicles, and the interior varies depending on the trim you choose. We prefer the brown and black leather with red stitching over the all-black interior, as it provides a lively atmosphere. And once the sun sets, you’ll also enjoy the ambient lighting, with colors you can program to suit your mood. The ambient lighting has been expanded around the air vents, giving the cabin a young vibe.

In terms of power, the 2020 Mercedes-Benz GLB 250 will carry the GLA’s engine, but it’s been updated to increase power, improve efficiency, and lower emissions. Coupled to an eight-speed dual-clutch automatic (instead of the GLA’s seven-speed dual clutch), the 2.0-liter turbocharged four-cylinder engine sends 221 hp and 258 lb-ft of torque to the front wheels, while Mercedes’ 4Matic AWD system is available as an option. The German brand says that the GLB can get from 0 to 60 mph in 6.9 seconds, but we’ll verify that once we get a chance to test it on our home turf. If you choose the 4Matic system, you’ll get the Off-Road Engineering package as standard; according to Mercedes, this adapts the engine power delivery and ABS control for easy handling of off-road terrain. The package adds an animation on the infotainment screen indicating the incline angle and technical settings, and a downhill assist helps drivers down a steep trail by selecting a speed between 1 and 11 mph. The all-wheel-drive system provides different driving modes depending on conditions. Eco/Comfort sends 80 percent of the power to the front wheels, and Sport mode sends 30 percent to the rear axle. In Off-Road mode, the all-wheel-drive clutch acts as an interaxle diff lock, splitting the power delivery 50:50.

As you might expect, the new GLB is full of technology. With the new MBUX infotainment system, drivers and passengers can simply say “Hey, Mercedes” to control different parts of the vehicle—from changing the radio station to setting directions in the nav system. The GLB also has plenty of safety technologies. According to Mercedes, the radar and camera systems have been improved for a better experience with semi-autonomous driving. The active distance assist now uses maps and navigation data to adapt the speed before a corner, crossroad, or roundabout. Mercedes also says there’s a new active steering assist and active lane change assist. If the GLB is equipped with active parking assist, it will have the capability of driving in stop and go traffic. We look forward to testing these features later in the year.

As the SUV segment continues to get hotter, Mercedes is playing the right cards by offering a new model that’s boxier, younger, and more rugged. Although it’s essentially splitting up the segment, the German brand wants to give customers different options to choose from. And the new GLB is being positioned for families who spend their weekdays in the city but like to venture into the wild on weekends.

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https://www.motortrend.com/cars/mercedes-benz/glb-class/2020/2020-mercedes-benz-glb-first-look-review/ visto antes em https://www.motortrend.com

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