#2020 Mercedes-Benz V-Class amg line

[mikethepec-blog]

2020 Mercedes-Benz V-Class Rumor, Review And Price

2020 Mercedes-Benz V-Class Rumor, Review And Price

2020 Mercedes-Benz V-Class has been a delightful unit and has enticed recognition of loads of from that time the 1st design was offered in the year 50’s. 2020 Mercedes v class may be an indication of personalized achievements as actually as an appropriate counsel of the master class of German Design. The latest 2020 Mercedes v class at the moment was preparing to scheduled earlier the SL550, and…

[mzansi-life]

Mercedes-Benz adds V 300 d to V-Class range

https://www.mzansilife.co.za/news/2020/08/26/mercedes-benz-adds-v-300-d-to-v-class-range-3/

Mercedes-Benz had supplemented its V-Class range with the new V 300 d, hoping to take the multi-purpose vehicle segment to even greater heights. The personalisation and high quality interior, as well as exterior finish with the attractive AVANTGARDE and AMG line that customers have become

[carpostnet]

Mercedes-Benz India Announces Their Line-Up for 2020!

Mercedes-Benz has teased a video on twitter, previewing 4 new vehicles that they are going to be debuting in India this 12 months – GLE, GLE Coupe, GLS and AMG GT four-door.

Mercedes Benz India had a slightly subdued 12 months in 2019. They solely launched three vehicles in India final 12 months – V-class, G 350d and GLC facelift. However, for 2020, Mercedes Benz India has plans of doing way more. Mercedes Benz has put out a video on Twitter previewing its upcoming 12 months. This video reveals 4 new fashions that may be part of the Mercedes-Benz India line-up throughout 2020.

Mercedes Benz will convey the flagship new-gen GLS SUV to India this 12 months.

The first of those 4 automobiles would be the a lot anticipated GLE SUV. The GLE is slated to launch this month itselft and it will likely be powered by a 2.0-litre turbo-diesel engine which produces 245 bhp. There will even be 3.0-litre turbo-petrol unit with 367 bhp. The GLE has a way more matured design language now and it way more luxurious and many tech over the mannequin it’s changing.

The GLE is not going to come alone, as the following car within the to return from Mercedes-Benz could be the brand new GLE-Coupe. This mannequin will substitute the current-gen GLE Coupe that’s nonetheless on sale in a solitary AMG 43 variant and is priced at Rs 99.20 lakh. The video additionally hints at an ‘AMG 53’ variant of the GLE. What is unclear is whether or not this model shall be introduced down in the usual SUV or within the coupe like the present mannequin. 

One of probably the most thrilling vehicles lined up forward is the Mercedes-Benz four-door AMG GT.

Wait, the slew of SUVs is just not over but as the following SUV within the pipeline is the massive daddy of all of them. Mercedes Benz will even be debuting the new-gen GLS SUV in India in 2020. It is a seven-seater barge of an SUV that shall be powered by 3.0-litre turbo-diesel engine with 330 bhp. There will even be a 3.0-litre turbo-petrol engine choices with hybrid tech that produces 367 bhp. The GLS is Mercedes’s flagship in its SUV vary and it’s supremely luxurious with plenty of know-how. Bookings for the all-new GLS will start within the coming days.  

Also Read : 2020 Mercedes-Benz GLE On-road Price in India at About Rs. 90 lakhs!

The final car within the video teaser is actually probably the most thrilling of the lot. Mercedes-Benz shall be bringing the four-door AMG GT in India. Internationally, four-door AMG GT is accessible in 43, 53, 63 and 63 S guises. It is nonetheless unclear at this second as to which variant will make it to India. It will compete towards the likes of the Porsche Panamera, the Maserati Quattroporte and the Aston Martin Rapide in India. 

Also Read : All Electric Mercedes-Benz EQA Based on New GLA to Debut in 2020!  

Apart from these, Mercedes-Benz India can be prone to launch the all-new GLB SUV and A-class sedan, together with the facelifted E-class sedan, in 2020. The carmaker can be evaluating the Maybach GLS 600 for its India line-up, given the Maybach S-class’ reputation right here. 

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[coolcerta]

2020 Mercedes GLS – Full Review – Test Drive in the S-Class SUV

2020 Mercedes GLS – Full Review – Test Drive in the S-Class SUV

2020 Mercedes-Benz GLS-Class

Details of the Test Car Car: Mercedes GLS 580 4MATIC Trim level: AMG Line Colour: Designo Hyazinth Red Metallic Engine: 4.0 Litre V8 with EQ Boost (48-Volt-System) Displacement: 3,982 cm3 Max. power: 489 horsepower (360 kW) Max. torque: 516 lb.-ft. (700 Nm) V-Max: n.n 0-62 mph: n.n

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[perksofwifi]

The 2020 GLC 43 is All the AMG SUV You Need

Here’s something you might already know: In any performance measure, the Mercedes-AMG GLC 63 trounces the GLC 43. It’s more powerful. It handles better. And if you’re into SUV track days, it goes around the Nürburgring faster, too. Here’s something you perhaps didn’t know: None of that matters. The GLC 43’s performance is plenty.

Don’t get us wrong; at MotorTrend, we love absurdly powerful cars, especially from AMG. But for this type of vehicle, the 2020 GLC 43 doesn’t leave driving enthusiasts yearning for more. Seamlessly blending usable performance with everyday luxury, the GLC 43 offers compelling and balanced attributes, and it seems like a better value than its more muscular counterpart.

Based on MotorTrend’s 2017 SUV of the Year, the GLC 43 has upscale appointments shared among all variants of the award-winning compact crossover. That means a first-class cabin decked out in premium materials, which helps it feel like a step up from smaller Mercedes crossovers like the GLB. Over the GLC 300, interior upgrades include a leather-wrapped AMG steering wheel, illuminated door sills, and awesome color-changing ambient lighting. Optional red leather seating surfaces and carbon fiber trim panels upped our tester’s sporty ambiance.

You’d expect such niceties from a Mercedes, but those aren’t why you choose an AMG; it’s all about the engine. The GLC 43’s twin-turbocharged 3.0-liter V-6 smoothly spins out 385 hp and 384 lb-ft of torque. True, it may not be a “real” AMG unit—it’s basically a chipped version of what’s found in some standard Benzes—but it doesn’t lack gusto. A refresh introduced for 2020 bumped output over the 362 hp version we tested in 2017. That likely won’t significantly improve the 4.7-second 0–60 launch or 13.4 second, 104.3 mph quarter-mile times we recorded—as if those needed improvement. There’s a hint of lag if you stomp the accelerator off the line, and thrust tapers off in the final few hundred RPM before redline. Everywhere else in the tachometer’s swing, power feels abundant yet deployable.

Fuel economy isn’t typically the highest priority for sporty SUV shoppers, but convenience is a luxury. To wit, the EPA says the GLC 43 can cover 365 miles between fill-ups, while the GLC 63 does only 313. For those still wondering, the GLC 43 gets an 18/24 mpg city/highway economy rating, and the GLC 63 scores 16/22 mpg.

The nine-speed automatic transmission is geared to extract the engine’s bounty. Its tightly-spaced lower ratios let the V-6 flex its muscle, while the upper cogs keep revs low at highway speeds. Responses from the steering wheel-mounted paddle shifters aren’t instantaneous like those from the Porsche Macan’s PDK controllers, but not far off. In Comfort mode, shifts are practically imperceptible but deliver a satisfying punch in Sport +.

Those punches pack an extra wallop with the optional performance exhaust system. It announces upshifts with a loud crack and enlivens downshifts with a series of pops. Set in a gear, the system’s four black tips amplify the V-6’s raspy growl. This cacophony borders on obnoxious but adds excitement to any drive. If you’d rather not annoy passers-by, simply switch the system off and it returns to civility.

A quick comment about sound: Choose the sport exhaust, and skip the Burmester audio system. This premium speaker setup is sublime in some high-end Mercedes models, but, as in the GLE 450 that recently joined our long-term test fleet, it’s only OK in the GLC 43.

Like in lesser GLCs, the 43’s ride can be a little busy, made more so by the optional 21-inch wheels our tester wore. Nonetheless, the adaptive suspension’s road insulation is quite good. It communicates what’s going on beneath you without letting imperfections intrude. Naturally, it’s plushest in Comfort mode but gets brittle in Sport +. Sport mode provides a balance between stiffness and smoothness. In any setting, the body stays impressively level through corners, but you can feel its high center of gravity—this is a crossover, after all.

Correspondingly, the well-weighted steering is tight and accurate, though not exactly quick. Engaging Sport Handling mode is a must for spirited driving. Engine output is sent to the AMG-tuned 4Matic all-wheel drive system at a fixed rear-biased ratio, but default stability control quashes acceleration if you even think about getting on power too early. Sport Handling unlocks the ability to use throttle to alter your trajectory.

The GLC 43’s brakes are its main dynamic letdown. Its rotors and calipers are larger than the GLC 300’s, and in MotorTrend testing, prove to stop in a shorter distance. But, suffering from a mushy pedal and slow release, they do little to inspire confidence. Stopping requires undue effort, not because of pedal weighting, but lack of feel. That makes it tricky to meter braking force and carry speed through corners, and you have to press more, more—yikes, even more—to halt. On the spectrum of limo-stop smoothness to right-now clamping, there’s space for these brakes to shift towards the latter.

Regardless, like the GLC 300, the 43 makes a practical and enjoyable daily driver. Standard amenities include a power-operated cargo door, keyless entry with push-button start, and heated front seats. Headroom and legroom are ample, and its spacious cargo area expands with 40/20/40 split-folding rear seats.

Our tester was fitted with the optional 12.3-inch digital gauge cluster, which complements a standard 10.3-inch MBUX infotainment touchscreen. Together they display a vast, reconfigurable range of information covering any and every vehicle function. AMG-specific readouts like real-time engine output and a G-force meter seem slightly out of place but enhance the experience. Likewise, the available AMG Drive Unit, which adds toggles with tiny color displays to the steering wheel for quick mode adjustments, is cool but unneeded given those changes can be made on the center console already.

With options like these added up, our GLC 43 tester totaled $76,450, an eye-popping increase over its $60,495 base price. Your corneas will bug further when you realize that the GLC 63 and its snarling 469 hp twin-turbo V-8 starts at $74,745. Nonetheless, a well-optioned GLC 43 offers more everyday enjoyment than a basic GLC 63.

Unless you equate excess to value, the GLC 43 is the better choice. The engine is any AMG’s core, and yes, the GLC 63’s has incredible power. No matter, the GLC 43’s produces more than enough to induce grins and obliterate speed limits. It might not have its stablemate’s clout, but it’s no disappointment. If you want a sporty and luxurious compact crossover, the GLC 43 is all the AMG you need.

2020 Mercedes-AMG GLC 43 BASE PRICE $60,495 LAYOUT Front-engine AWD, 5-pass, 4-door SUV ENGINE 3.0L/385-hp/384-lb-ft twin-turbo DOHC 24-valve V-6 TRANSMISSION 9-speed automatic CURB WEIGHT 4,250 lb (MT est) WHEELBASE 113.1 in L x W x H 183.5 x 76.0 x 64.0 in 0-60 MPH 4.6 sec (MT est) EPA FUEL ECON 18/24/21 mpg ENERGY CONSUMPTION, CITY/HWY 187/140 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.96 lb/mile ON SALE Currently

The post The 2020 GLC 43 is All the AMG SUV You Need appeared first on MotorTrend.

https://www.motortrend.com/cars/mercedes-benz/glc-class/2020/2020-glc-43-is-a-sporty-mercedes-suv/ visto antes em https://www.motortrend.com

[eddiejpoplar]

Mercedes-Benz Deep Dive: What’s Coming 2019–2023

Mercedes plans to offer 130 electrified models by 2030, which means lots more EVs, plug-in hybrids, and traditional hybrids are on the way. The budget for this mammoth effort is in the area of €35 billion ($39.7 billion), which includes a €25 billion ($28.4 billion) investment in battery technology. Let’s take a year-by-year look at how this aggressive game plan will likely affect the short- to mid-term product portfolio.

2019 Coming this year are the facelifted GLC-class compact SUV, the brand-new GLS-class full-size SUV, two versions of the A45 AMG (388 horsepower for the base car, and a rather frivolous 422 horses in the S model), and the CLA-class shooting brake. Also on the horizon are the chunky GLB-class small SUV, which will be available with seven seats, a new GLE that will include a plug-in sporting 60 miles of range, and the all-electric EQC loosely based on the GLC. There has been talk about a GLA coupe, but this proposal is dead—as is the tentative SUS, an oddball sedan/SUV hybrid that didn’t make it far out of the discussion stage. When Dieter Zetsche steps down in May to make room for Ola Källenius, Markus Schäfer will reportedly become the new R&D chief. This year is only the beginning of a very busy period in Stuttgart, however.

2020 Mercedes will start 2020 by launching the next-generation GLE coupe. Also due in spring is the facelifted E-class, which gets the latest edition of MBUX together with numerous styling changes and a broader hybrid portfolio. Additional debuts include the AMG GT four-door plug-in variant with an electric range of 60 miles, the tarted-up Maybach edition of the full-size GLS, and the second-generation GLA-class compact crossover, which takes on more of a traditional SUV form factor and is a lot more spacious.

On the exclusively electric side of things, the five-door compact EQA (rendered above) will appear by summer. Good for a zero-emission range of up to 250 miles, the stylish EQA and the bigger, taller, and more purposeful EQB will be offered with three different battery sizes from 60 to 110 kWh and with electric motors in 150-kW (201-hp), 200-kW (268 hp), and 250-kW (335-hp) strengths. While the EQA will likely be priced around €35,000 (and roughly the same number in USD), the EQB is expected to arrive with a €50K price tag. Like the EQC crossover, the EQA and EQB are based on the EVA1 framework, which uses elements of the GLC platform. More sophisticated bespoke EQ versions for which Mercedes has already obtained trademarks are EQE (a full-size model in both sedan and CUV flavors), EQS (the electric analog to the S-class), and EQG (full-size SUV).

The Next S-Class Also Arrives in 2020 The biggest splash the three-pointed star has planned for 2020 is of course the next S-class, which gets a fully digital cockpit, high-tech seats, more aggressive rear-wheel steering designed for much improved maneuverability, and a remarkably pretty and aerodynamically efficient body with concealed door handles. In terms of body styles, the next S will come in standard- and long-wheelbase forms, as well as Pullman, but unfortunately will not offer the strikingly beautiful four-door coupe model that was under consideration. That one would have sat on the longer wheelbase. The ostentatious Maybach sedan range will transfer to the new platform a few years later, in 2023. Launched in 2014 and 2016, the S-class coupe and convertible will soldier on way into the next decade, but due to a lack of demand they will not be replaced.

SL and AMG GT One of the most interesting new 2020 arrivals should be the eighth-generation SL-class, which will be mechanically paired with the second-generation AMG GT coupe and roadster. (The smaller SLC has been confirmed as dead.) The 2+2 SL and two-seat AMG GT share a new aluminum architecture that is light and stiff enough to allow both roadsters to feature canvas roofs. The price paid for this synergy, though, is the departure of the coveted rear-transaxle layout used on the current version of the AMG GT (shown above). On the bright side, mating engine and transmission makes room for the fitment of 4Matic all-wheel drive. Electrification plays a big role in the gestation of the two sports cars, with the development being handled by AMG. While a plug-in-hybrid powertrain model will provide an all-electric range of 30 miles, the EQ boost technology reserved for the top-of-the-line AMG GT boasts a 250-kW (335-hp) electric power pack that straddles the differential. According to the Affalterbach grapevine, the batteries and electric hardware will provide almost exactly the same weight distribution as the transaxle layout. While the AMG keeps its trademark V-8, the remaining models make do with Mercedes’ latest straight-six (plus electrification) and the turbocharged four-cylinder.

2021 and Beyond: New C- and E-classes, Plus the Spectacular EQS Early in 2021, Mercedes will unleash the new C-class, first as a sedan and then later in the year as station wagon. The coupe and convertible will return, as well, but there will be no additions to the range like the proposed shooting-brake-style CLT. Mild hybrid powertrains are standard and the plug-ins will sport emissions-free ranges of up to 60 miles, but the V-8 will reportedly be phased out in AMG models. Based on the modular MRA rear-wheel-drive architecture, the future C-class may well be the last of its kind. Why? Because Mercedes has already kicked off the first of two convergence programs designed to eventually fuse its internal-combustion, fully electric, and plug-in-hybrid vehicle lines into one lineup that will span from A-class to S-class on the car side and from the GLA-class to the GLS-class on the SUV side.

For now, at the upper end of the size and price range, bespoke models riding on the EVA2 electric-vehicle platform will include the grandiose EQS (an artist’s rendering of which is shown at the top of this post)—an S-class like no other, it must hardly be said—the more affordable EQE (sedan only, shown above in an artist’s rendering), and the aforementioned EQG which will be offered in both more rugged SUV and less aggressive crossover body styles. The EQE and EQG are set to arrive in 2022 together with the facelifted A-class and the entirely conventional GLC replacement.

Due in March 2023, the next E-class will once again be able to be spec’d as either a no-frills commuter car or as a downsized all-in pseudo S-class. Sadly, Mercedes does not plan to replace the E coupe and cabrio, which is another way of saying that of you want a two-door Mercedes, the next C-class will eventually be your only option. The fates of the bigger E- and S-class models were sealed by lookalike, cookie-cutter design and disappointing packaging. The soft-top E-class, for example, offers notably more passenger and luggage space than the pricier S-class.

Although the EVA2 electric platform is structurally sound enough to go topless, an open-air EV model is featured exactly nowhere in the product plan. One potential problem for Mercedes is the absence of a Tesla Model 3 fighter. The EQE is too big and too expensive, all EVA1 derivatives are compromised crossovers or SUVs, and before the new convergence platform is ready for production, Tesla may well have released its second-generation lineup.

The post Mercedes-Benz Deep Dive: What’s Coming 2019–2023 appeared first on Automobile Magazine.

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[jonathanbelloblog]

Mercedes-Benz Deep Dive: What’s Coming 2019–2023

Mercedes plans to offer 130 electrified models by 2030, which means lots more EVs, plug-in hybrids, and traditional hybrids are on the way. The budget for this mammoth effort is in the area of €35 billion ($39.7 billion), which includes a €25 billion ($28.4 billion) investment in battery technology. Let’s take a year-by-year look at how this aggressive game plan will likely affect the short- to mid-term product portfolio.

2019 Coming this year are the facelifted GLC-class compact SUV, the brand-new GLS-class full-size SUV, two versions of the A45 AMG (388 horsepower for the base car, and a rather frivolous 422 horses in the S model), and the CLA-class shooting brake. Also on the horizon are the chunky GLB-class small SUV, which will be available with seven seats, a new GLE that will include a plug-in sporting 60 miles of range, and the all-electric EQC loosely based on the GLC. There has been talk about a GLA coupe, but this proposal is dead—as is the tentative SUS, an oddball sedan/SUV hybrid that didn’t make it far out of the discussion stage. When Dieter Zetsche steps down in May to make room for Ola Källenius, Markus Schäfer will reportedly become the new R&D chief. This year is only the beginning of a very busy period in Stuttgart, however.

2020 Mercedes will start 2020 by launching the next-generation GLE coupe. Also due in spring is the facelifted E-class, which gets the latest edition of MBUX together with numerous styling changes and a broader hybrid portfolio. Additional debuts include the AMG GT four-door plug-in variant with an electric range of 60 miles, the tarted-up Maybach edition of the full-size GLS, and the second-generation GLA-class compact crossover, which takes on more of a traditional SUV form factor and is a lot more spacious.

On the exclusively electric side of things, the five-door compact EQA (rendered above) will appear by summer. Good for a zero-emission range of up to 250 miles, the stylish EQA and the bigger, taller, and more purposeful EQB will be offered with three different battery sizes from 60 to 110 kWh and with electric motors in 150-kW (201-hp), 200-kW (268 hp), and 250-kW (335-hp) strengths. While the EQA will likely be priced around €35,000 (and roughly the same number in USD), the EQB is expected to arrive with a €50K price tag. Like the EQC crossover, the EQA and EQB are based on the EVA1 framework, which uses elements of the GLC platform. More sophisticated bespoke EQ versions for which Mercedes has already obtained trademarks are EQE (a full-size model in both sedan and CUV flavors), EQS (the electric analog to the S-class), and EQG (full-size SUV).

The Next S-Class Also Arrives in 2020 The biggest splash the three-pointed star has planned for 2020 is of course the next S-class, which gets a fully digital cockpit, high-tech seats, more aggressive rear-wheel steering designed for much improved maneuverability, and a remarkably pretty and aerodynamically efficient body with concealed door handles. In terms of body styles, the next S will come in standard- and long-wheelbase forms, as well as Pullman, but unfortunately will not offer the strikingly beautiful four-door coupe model that was under consideration. That one would have sat on the longer wheelbase. The ostentatious Maybach sedan range will transfer to the new platform a few years later, in 2023. Launched in 2014 and 2016, the S-class coupe and convertible will soldier on way into the next decade, but due to a lack of demand they will not be replaced.

SL and AMG GT One of the most interesting new 2020 arrivals should be the eighth-generation SL-class, which will be mechanically paired with the second-generation AMG GT coupe and roadster. (The smaller SLC has been confirmed as dead.) The 2+2 SL and two-seat AMG GT share a new aluminum architecture that is light and stiff enough to allow both roadsters to feature canvas roofs. The price paid for this synergy, though, is the departure of the coveted rear-transaxle layout used on the current version of the AMG GT (shown above). On the bright side, mating engine and transmission makes room for the fitment of 4Matic all-wheel drive. Electrification plays a big role in the gestation of the two sports cars, with the development being handled by AMG. While a plug-in-hybrid powertrain model will provide an all-electric range of 30 miles, the EQ boost technology reserved for the top-of-the-line AMG GT boasts a 250-kW (335-hp) electric power pack that straddles the differential. According to the Affalterbach grapevine, the batteries and electric hardware will provide almost exactly the same weight distribution as the transaxle layout. While the AMG keeps its trademark V-8, the remaining models make do with Mercedes’ latest straight-six (plus electrification) and the turbocharged four-cylinder.

2021 and Beyond: New C- and E-classes, Plus the Spectacular EQS Early in 2021, Mercedes will unleash the new C-class, first as a sedan and then later in the year as station wagon. The coupe and convertible will return, as well, but there will be no additions to the range like the proposed shooting-brake-style CLT. Mild hybrid powertrains are standard and the plug-ins will sport emissions-free ranges of up to 60 miles, but the V-8 will reportedly be phased out in AMG models. Based on the modular MRA rear-wheel-drive architecture, the future C-class may well be the last of its kind. Why? Because Mercedes has already kicked off the first of two convergence programs designed to eventually fuse its internal-combustion, fully electric, and plug-in-hybrid vehicle lines into one lineup that will span from A-class to S-class on the car side and from the GLA-class to the GLS-class on the SUV side.

For now, at the upper end of the size and price range, bespoke models riding on the EVA2 electric-vehicle platform will include the grandiose EQS (an artist’s rendering of which is shown at the top of this post)—an S-class like no other, it must hardly be said—the more affordable EQE (sedan only, shown above in an artist’s rendering), and the aforementioned EQG which will be offered in both more rugged SUV and less aggressive crossover body styles. The EQE and EQG are set to arrive in 2022 together with the facelifted A-class and the entirely conventional GLC replacement.

Due in March 2023, the next E-class will once again be able to be spec’d as either a no-frills commuter car or as a downsized all-in pseudo S-class. Sadly, Mercedes does not plan to replace the E coupe and cabrio, which is another way of saying that of you want a two-door Mercedes, the next C-class will eventually be your only option. The fates of the bigger E- and S-class models were sealed by lookalike, cookie-cutter design and disappointing packaging. The soft-top E-class, for example, offers notably more passenger and luggage space than the pricier S-class.

Although the EVA2 electric platform is structurally sound enough to go topless, an open-air EV model is featured exactly nowhere in the product plan. One potential problem for Mercedes is the absence of a Tesla Model 3 fighter. The EQE is too big and too expensive, all EVA1 derivatives are compromised crossovers or SUVs, and before the new convergence platform is ready for production, Tesla may well have released its second-generation lineup.

The post Mercedes-Benz Deep Dive: What’s Coming 2019–2023 appeared first on Automobile Magazine.

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[jesusvasser]

Mercedes-Benz Deep Dive: What’s Coming 2019–2023

Mercedes plans to offer 130 electrified models by 2030, which means lots more EVs, plug-in hybrids, and traditional hybrids are on the way. The budget for this mammoth effort is in the area of €35 billion ($39.7 billion), which includes a €25 billion ($28.4 billion) investment in battery technology. Let’s take a year-by-year look at how this aggressive game plan will likely affect the short- to mid-term product portfolio.

2019 Coming this year are the facelifted GLC-class compact SUV, the brand-new GLS-class full-size SUV, two versions of the A45 AMG (388 horsepower for the base car, and a rather frivolous 422 horses in the S model), and the CLA-class shooting brake. Also on the horizon are the chunky GLB-class small SUV, which will be available with seven seats, a new GLE that will include a plug-in sporting 60 miles of range, and the all-electric EQC loosely based on the GLC. There has been talk about a GLA coupe, but this proposal is dead—as is the tentative SUS, an oddball sedan/SUV hybrid that didn’t make it far out of the discussion stage. When Dieter Zetsche steps down in May to make room for Ola Källenius, Markus Schäfer will reportedly become the new R&D chief. This year is only the beginning of a very busy period in Stuttgart, however.

2020 Mercedes will start 2020 by launching the next-generation GLE coupe. Also due in spring is the facelifted E-class, which gets the latest edition of MBUX together with numerous styling changes and a broader hybrid portfolio. Additional debuts include the AMG GT four-door plug-in variant with an electric range of 60 miles, the tarted-up Maybach edition of the full-size GLS, and the second-generation GLA-class compact crossover, which takes on more of a traditional SUV form factor and is a lot more spacious.

On the exclusively electric side of things, the five-door compact EQA (rendered above) will appear by summer. Good for a zero-emission range of up to 250 miles, the stylish EQA and the bigger, taller, and more purposeful EQB will be offered with three different battery sizes from 60 to 110 kWh and with electric motors in 150-kW (201-hp), 200-kW (268 hp), and 250-kW (335-hp) strengths. While the EQA will likely be priced around €35,000 (and roughly the same number in USD), the EQB is expected to arrive with a €50K price tag. Like the EQC crossover, the EQA and EQB are based on the EVA1 framework, which uses elements of the GLC platform. More sophisticated bespoke EQ versions for which Mercedes has already obtained trademarks are EQE (a full-size model in both sedan and CUV flavors), EQS (the electric analog to the S-class), and EQG (full-size SUV).

The Next S-Class Also Arrives in 2020 The biggest splash the three-pointed star has planned for 2020 is of course the next S-class, which gets a fully digital cockpit, high-tech seats, more aggressive rear-wheel steering designed for much improved maneuverability, and a remarkably pretty and aerodynamically efficient body with concealed door handles. In terms of body styles, the next S will come in standard- and long-wheelbase forms, as well as Pullman, but unfortunately will not offer the strikingly beautiful four-door coupe model that was under consideration. That one would have sat on the longer wheelbase. The ostentatious Maybach sedan range will transfer to the new platform a few years later, in 2023. Launched in 2014 and 2016, the S-class coupe and convertible will soldier on way into the next decade, but due to a lack of demand they will not be replaced.

SL and AMG GT One of the most interesting new 2020 arrivals should be the eighth-generation SL-class, which will be mechanically paired with the second-generation AMG GT coupe and roadster. (The smaller SLC has been confirmed as dead.) The 2+2 SL and two-seat AMG GT share a new aluminum architecture that is light and stiff enough to allow both roadsters to feature canvas roofs. The price paid for this synergy, though, is the departure of the coveted rear-transaxle layout used on the current version of the AMG GT (shown above). On the bright side, mating engine and transmission makes room for the fitment of 4Matic all-wheel drive. Electrification plays a big role in the gestation of the two sports cars, with the development being handled by AMG. While a plug-in-hybrid powertrain model will provide an all-electric range of 30 miles, the EQ boost technology reserved for the top-of-the-line AMG GT boasts a 250-kW (335-hp) electric power pack that straddles the differential. According to the Affalterbach grapevine, the batteries and electric hardware will provide almost exactly the same weight distribution as the transaxle layout. While the AMG keeps its trademark V-8, the remaining models make do with Mercedes’ latest straight-six (plus electrification) and the turbocharged four-cylinder.

2021 and Beyond: New C- and E-classes, Plus the Spectacular EQS Early in 2021, Mercedes will unleash the new C-class, first as a sedan and then later in the year as station wagon. The coupe and convertible will return, as well, but there will be no additions to the range like the proposed shooting-brake-style CLT. Mild hybrid powertrains are standard and the plug-ins will sport emissions-free ranges of up to 60 miles, but the V-8 will reportedly be phased out in AMG models. Based on the modular MRA rear-wheel-drive architecture, the future C-class may well be the last of its kind. Why? Because Mercedes has already kicked off the first of two convergence programs designed to eventually fuse its internal-combustion, fully electric, and plug-in-hybrid vehicle lines into one lineup that will span from A-class to S-class on the car side and from the GLA-class to the GLS-class on the SUV side.

For now, at the upper end of the size and price range, bespoke models riding on the EVA2 electric-vehicle platform will include the grandiose EQS (an artist’s rendering of which is shown at the top of this post)—an S-class like no other, it must hardly be said—the more affordable EQE (sedan only, shown above in an artist’s rendering), and the aforementioned EQG which will be offered in both more rugged SUV and less aggressive crossover body styles. The EQE and EQG are set to arrive in 2022 together with the facelifted A-class and the entirely conventional GLC replacement.

Due in March 2023, the next E-class will once again be able to be spec’d as either a no-frills commuter car or as a downsized all-in pseudo S-class. Sadly, Mercedes does not plan to replace the E coupe and cabrio, which is another way of saying that of you want a two-door Mercedes, the next C-class will eventually be your only option. The fates of the bigger E- and S-class models were sealed by lookalike, cookie-cutter design and disappointing packaging. The soft-top E-class, for example, offers notably more passenger and luggage space than the pricier S-class.

Although the EVA2 electric platform is structurally sound enough to go topless, an open-air EV model is featured exactly nowhere in the product plan. One potential problem for Mercedes is the absence of a Tesla Model 3 fighter. The EQE is too big and too expensive, all EVA1 derivatives are compromised crossovers or SUVs, and before the new convergence platform is ready for production, Tesla may well have released its second-generation lineup.

The post Mercedes-Benz Deep Dive: What’s Coming 2019–2023 appeared first on Automobile Magazine.

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[carpostnet]

India-bound next-gen Mercedes-Benz GLA receives more tech, space and comfort

11th Dec 2019 9:40 pm

The second-generation mannequin sits between the A-class hatch and seven-seat GLB SUV; will get refreshed styling and more tech.

Mercedes-Benz has revealed the second-generation GLA, which, with its promising new expertise and higher comfort, will step up the strain on the BMW X2 within the fast-growing compact crossover market.

At launch, the line-up will embrace a scorching AMG model, whereas plug-in hybrid and electrical variations are deliberate for the longer term.

The unique GLA was launched 5 years in the past, and virtually 1,000,000 models have been bought globally since then. As with its predecessor, the brand new mannequin attracts closely on the intently associated A-class.

Mercedes-Benz CEO Ola Kallenius describes the second-generation GLA as being “better in every respect, with more convenience, more safety and more efficiency.”

The mannequin will launch with the entry-level, front-wheel-drive GLA 200, which makes use of a 163hp, 1.3-litre, four-cylinder turbocharged petrol engine, and the four-wheel-drive Mercedes-AMG GLA 35, powered by a 306hp, 2.0-litre turbocharged engine. The GLA 200 comes, which comes with a typical 7-speed dual-clutch computerized gearbox, can do 0-100kph in 8.7sec and hit a prime pace of 211kph.

Further choices will probably be launched later within the 12 months; our sister publication Autocar UK understands these will embrace a 218hp 1.3-litre petrol-electric plug-in hybrid badged the GLA 250e EQ Power. This will use the identical 15.6kWh lithium-ion battery because the A250e EQ Power, offering it with an official electric-only vary of more than 64km.

Stylistically, the brand new GLA builds on the foundations of its predecessor, albeit with floor clearance raised by 9mm, to 143mm. Design head Gordon Wagener claims it “combines muscular off-road genes with our philosophy of sensual purity.”

The exterior combines smoother surfacing with more rugged detailing than different compact Mercedes fashions, together with plastic cladding on the wheel arches and bumpers. Larger wheelhouses accommodate wheels starting from 17-inch to 20-inch.

The AMG mannequin positive aspects various bespoke design options, together with a Panamericana grille, a brand new roof spoiler and totally different tailpipes.

The new GLA is 4,410mm lengthy, 2,020mm large and 1,611mm excessive, making it 14mm shorter and 2mm narrower however 104mm larger than the outdated mannequin. It’s based mostly on the second-generation model of Mercedes’ MFA platform, with a transverse engine mounting, and has its wheelbase prolonged by 30mm to 2,729mm and its monitor elevated by 46mm, entrance and rear.

Inside, the brand new GLA is much like different latest Mercedes fashions, that includes a dashboard with a free-standing digital show panel. This incorporates two 7.0-inch screens for the devices and infotainment features as customary, with an non-compulsory widescreen model utilizing two 10.3-inch screens. The shows are operated through Mercedes’ MBUX working system, which helps each, touchpad and voice management. A color head-up show can also be obtainable.

To emphasise the crossover nature of the GLA, the entrance seats are positioned 140mm larger than within the A-class. There’s 22mm more headroom up entrance than within the unique GLA, however rear headroom has been lowered by 6mm.

As with the B-class and not too long ago launched GLB, consumers can specify the GLA with a rear seat providing 140mm of fore-and-aft adjustment, giving as much as 116mm more leg room than earlier than.

Because the rear backrest can now be set at a steeper angle, boot capability has elevated by 14 litres, to 435 litres. The width of the boot aperture has additionally elevated by 85mm, at 1,272mm.

As with different latest Mk2 MFA-based compact fashions, the GLA suspension has McPherson struts up entrance and both a torsion beam or multi-link association on the rear. Variable damping management is non-compulsory.

Four-wheel-drive fashions will also be ordered with an off-road bundle. While providing no enhance in trip peak, this provides an off-road headlight operate and a further off-road driving mode known as Downhill Speed Regulation.

The new GLA will go on sale in worldwide markets within the second quarter of subsequent 12 months and will also be anticipated to reach at our shores by the tip of 2020. The oncoming 12 months appears to be a busy one for Mercedes-Benz India, with the automaker slated to launch a number of recent and up to date fashions, together with the A-class sedan, GLE and GLS. When it does go on sale, the next-gen GLA will proceed to struggle it out with the BMW X1 and the Volvo XC40 in our market.

Also see:

2020 Mercedes-Benz GLA image gallery 

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[robertkstone]

2018 Mercedes-AMG E 63 S Track Drive: Hammer ‘n Tongs

When it comes to super-swift, continent-carving executive transporters, the E 63 S is currently Daimler AG’s best foot forward. Sure, you can spend more and get more space and power in an S 63 or S 65, but the E will outrun them both—at the dragstrip and around the Nürburgring. And if you’re thinking the same engine will be hotter in the smaller C 63 S, sorry. Cramming it into that tight spot costs it 100 horses, 111 lb-ft, and 4Matic traction. The forthcoming AMG GT 63 S 4-Door will offer 27 more horsepower and 37 additional lb-ft, but with less headroom. So for now the burning question is: AMG E 63 S sedan or wagon?

To answer objectively, we strapped on our test gear and ventured to Corvette land—Bowling Green, Kentucky—to flog sedans and wagons mercilessly for an entire morning. The 3.15-mile Grand Course at the National Corvette Museum’s NCM Motorsports Park features a technically challenging collection of 23 turns, many with interesting elevation changes.

Let’s start out with a review of the basics: The mechanically identical cars employ AMG’s M177 4.0-liter hot-V twin-turbo V-8 with a 603-hp, 627-lb-ft state of tune. Torque flows through AMG’s Speedshift MCT nine-speed automatic to the latest Performance 4Matic+ all-wheel drive system, which can vary the front torque split between 0 and 50 percent. It even has a drift mode.

Our dragstrip results indicate car-to-car variation that caught our sedan’s engine on a lazy day, though our wagon’s was fully caffeinated: 0 to 60 mph took 3.2 seconds in the former, 3.0 in the latter. In the quarter mile, the wagon nipped the sedan by a tenth: 11.2 seconds at 125.1 mph to the sedan’s 11.3 at 124.2. (By comparison, the outgoing 5.5-liter twin-turbo E 63 sedan ran to 60 mph in 3.4 seconds and through the quarter mile in 11.6 seconds at 121.8 mph, with the wagon a tick behind.) The new wagon’s rear weight bias might have helped it outbrake the sedan in 105 feet versus 116 from 60 mph. The sedan’s 108-pound weight advantage no doubt helped it outcorner the wagon on the skidpad—0.99 g to 0.96 g—and on our figure-eight course, with 23.6 seconds at 0.88 g average versus 24.1 seconds at 0.84 g.

A fresh fleet of three sedans and two wagons await us at NCM. I start off in the sedan doing lead-follow laps behind brand ambassador and IMSA GT champ Tommy Kendall driving an AMG GT R. We are again emphatically discouraged from engaging Race mode and its RWD-only drift setting. However, we discover that the variable torque distribution and the electronic variable locking diff mean that even in Sport+ mode, the tail can be teased out with relative ease and safety. It’s been 14 months since my early track drive of BMW’s M5, but this car triggers all the same track-attack pleasure centers, despite weighing about 300 pounds more (roughly a half pound per horsepower). Both cars feature stupendous brakes for managing corner entry and adroit all-wheel torque distribution to handle the exits, leaning on myriad electronic aids devised to convincingly trick mere mortals into believing they can drive like their racing idols.

I jump directly into a wagon, and two things become immediately clear: Its weightier caboose further eases the task of cornering with a few degrees of chassis rotation, and that glass-lined echo chamber in back is a million times more effective than any electro-“symposer” at mildly amplifying and enhancing the engine’s already glorious exhaust note. The propensity to wag its tail is key, because folks, when the autonomodrones have forced every vehicle like this onto pricey car’ntry clubs, we driving enthusiasts will tell our grandkids that the greatest joy in driving was the controlled drift.

This wagon delivers that exquisite joy more abundantly than the sedan. In fact, when heading down into the Sinkhole (an off-camber, diving right-hander), my co-driver gets the wagon loose enough to send Fräulein Säfety Nänny into full OMG-We’re-Gonna-Crash mode—tightened seatbelts, passenger-seat slide-back, and her latest trick: Pre-Safe Sound. This momentary blast of pink noise (imagine loud radio static) triggers the stapedius muscles in the ear to contract to protect the inner ear from the high acoustic pressures of a wreck with airbag deployment. Our bags do not deploy.

During my sessions riding shotgun, I play with AMG’s latest track-mapping and lap-timing app, which can store lap times and segment times, displaying them in the right instrument cluster gauge and/or the central display screen. It also keeps track of whether you’re running quicker or slower on various sections of the track by highlighting the elapsed time in a bright red or green box that your peripheral vision can pick up. This is great for experimenting with different lines through the trickiest corners.

Toward the end of eight sessions of five laps each on a 97-degree track, Kendall senses we’ve learned the line. So he turns up the wick, letting us really rip around the big course, even as our Pilot Sport 4S tires begin self-reporting temperatures topping 200 degrees on the tire monitoring screen. Now I’m even oversteering on the cool-down lap, and I’ve cemented the wagon as my choice between the two variants. If you need further convincing, consider exclusivity. Mercedes sells some 3,000 E-Class Wagons per year, about 10 percent of which get the AMG treatment. That’s approaching the number of GTC4Lusso wagons Ferrari sends here. (That should also help put the AMG wagon’s $107,945 price into perspective.)

Wagon or SUV?

Obviously, the sheeple that comprise the majority of the car-buying public will provide an overwhelming answer to that question: SUV. In fact, Mercedes offers two versions of the AMG GLE 63 S: normal SUV and quirky-looking cargo-compromised Coupe. But you, the car cognoscenti, should know that there’s an even better reason why the wagon should be the superfast cargo-schlepper of choice this year: The GLE doesn’t get a refresh until 2020, and between now and then the SUV variants soldier on with the now superseded 5.5-liter twin-turbo M157 V-8. Bigger is not better, meaning the utes must make do with 26 fewer horses and 50 fewer lb-ft of twist. Check out the test results comparing an AMG GLE 63 S Coupe with our wagon. Big difference! Yes, there’s a bit more passenger and cargo space in the GLE SUV than in the wagon, but let’s face it: If you’re popping for the 63 engine, you want max on-road performance, and the wagon runs rings around those taller, even heavier utes.

2018 Mercedes-AMG Haulers E 63 S Wagon GLE 63 S Coupe 4Matic BASE PRICE $107,945 $112,855 PRICE AS TESTED $140,820 $114,340 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan Front-engine, AWD, 5-pass, 4-door SUV ENGINE 4.0L/603-hp/627-lb-ft twin-turbo DOHC 32-valve V-8 5.5L/577-hp/561-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 9-speed automatic 7-speed automatic CURB WEIGHT (F/R DIST) 4,689 lb (54/46%) 5,359 lb (54/46%) WHEELBASE 115.7 in 114.8 in LENGTH x WIDTH x HEIGHT 197.1 x 75.1 x 58.0 in 192.6 x 78.9 x 67.7 in 0-60 MPH 3.0 sec 3.9 sec QUARTER MILE 11.2 sec @ 125.1 mph 12.5 sec @ 110.5 mph BRAKING, 60-0 MPH 105 ft 112 ft LATERAL ACCELERATION 0.96 g (avg) 0.93 g (avg) MT FIGURE EIGHT 24.1 sec @ 0.84 g (avg) 25.2 sec @ 0.77 g (avg) EPA CITY/HWY/COMB FUEL ECON 16/22/18 mpg 14/18/15 mpg ENERGY CONS, CITY/HWY 211/153 kW-hrs/100 miles 241/187 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.06 lb/mile 1.25 lb/mile

2018 Mercedes-AMG E63 S Sedan Wagon BASE PRICE $105,395 $107,945 PRICE AS TESTED $145,160 $140,820 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan Front-engine, AWD, 5-pass, 4-door sedan ENGINE 4.0L/603-hp/627-lb-ft twin-turbo DOHC 32-valve V-8 4.0L/603-hp/627-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 9-speed automatic 9-speed automatic CURB WEIGHT (F/R DIST) 4,581 lb (55/45%) 4,689 lb (54/46%) WHEELBASE 115.7 in 115.7 in LENGTH x WIDTH x HEIGHT 196.4 x 75.1 x 56.6 in 197.1 x 75.1 x 58.0 in 0-60 MPH 3.2 sec 3.0 sec QUARTER MILE 11.3 sec @ 124.2 mph 11.2 sec @ 125.1 mph BRAKING, 60-0 MPH 116 ft 105 ft LATERAL ACCELERATION 0.99 g (avg) 0.96 g (avg) MT FIGURE EIGHT 23.6 sec @ 0.88 g (avg) 24.1 sec @ 0.84 g (avg) EPA CITY/HWY/COMB FUEL ECON 15/22/18 mpg 16/22/18 mpg ENERGY CONS, CITY/HWY 225/153 kW-hrs/100 miles 211/153 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.11 lb/mile 1.06 lb/mile

2016 Mercedes-AMG GLE63 S Coupe 4Matic BASE PRICE $110,225 PRICE AS TESTED $0 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 5.5L/577-hp/561-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 7-speed automatic CURB WEIGHT (F/R DIST) 5,359 lb (54/46%) WHEELBASE 114.8 in LENGTH x WIDTH x HEIGHT 192.6 x 78.9 x 67.7 in 0-60 MPH 3.9 sec QUARTER MILE 12.5 sec @ 110.5 mph BRAKING, 60-0 MPH 112 ft LATERAL ACCELERATION 0.93 g (avg) MT FIGURE EIGHT 25.2 sec @ 0.77 g (avg) EPA CITY/HWY/COMB FUEL ECON 14/18/15 mpg ENERGY CONS., CITY/HWY 241/187 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.25 lb/mile

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[perksofwifi]

2020 Mercedes-Benz GLB 250 Priced From $37,595

The latest addition to Mercedes-Benz’s SUV lineup now has a price tag, and it’s looking like it has the potential to become the brand’s new volume model. Slotting between the subcompact GLA-Class and rear-drive-based GLC-Class, the 2020 Mercedes-Benz GLB 250’s price starts at $37,595 for a front-drive model. Opting for all-wheel drive brings the SUV’s price up to $39,595. In addition to all-wheel drive, that price gets you the Off-Road Engineering package standard, which recalibrates the anti-lock brakes and the engine’s power delivery to accommodate adventures off the beaten path.

Underpinned by a stretched and widened version of the MFA2 platform, the 2020 Mercedes-Benz GLB 250 shares its underpinnings with the new A 220 and second generation CLA 250. The 2020 GLB 250 uses a 2.0-liter turbo-four with 221 hp and 258 lb-ft of torque. A new eight-speed dual-clutch automatic is the only gearbox available. A more powerful AMG GLB 35 is set to follow the GLB 250 a year later packing 302 hp and 295 lb-ft.

Standard features on the base 2020 Mercedes-Benz GLB 250 include LED headlights, 18-inch alloy wheels, Android Auto and Apple CarPlay, forward collision warning, automatic emergency braking, and two 7.0-inch screens for MBUX. Seating for up to seven passengers is available with the split-folding third row. Optional features include larger 10.25-inch displays for MBUX, a rearview camera, dual-zone climate control, a power liftgate, keyless start, a full suite of driver assistance tech, a Burmester surround sound system, adaptive dampers, heated and ventilated front seats, and a head-up display. You can also option the 2020 Mercedes-Benz GLB 250 with cool cosmetic tweaks including the AMG Line and Night packages.

The 2020 Mercedes-Benz GLB 250 goes on sale before the end of the year. With the way it is priced, expect it to compete against a wide variety of vehicles including the BMW X1 (which starts at $36,195), Land Rover Discovery Sport ($38,795), and Volvo XC40 ($34,695). To a certain extent, the 2020 Mercedes-Benz GLB 250’s price could also attract consumers in the market for a loaded mainstream compact SUV such as a Toyota RAV4, Volkswagen Tiguan, Honda CR-V, or Mazda CX-5.

Source: Mercedes-Benz

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[eddiejpoplar]

The Mercedes-AMG GT 4-Door Is a Special Breed of Beast

ABERDEEN, Scotland—Drive long enough through the wilds of the Scottish Highlands, where a low sun hovers over snow-splashed hummocks more closely resembling the landscape of Hoth than anywhere you’ve been on Earth, and you might be convinced you’ve been transported to another solar system. Reality here looks so twisted, you might also start believing Mercedes-Benz’s party line that the four-door 2020 AMG GT is a “coupe.” Semantics aside, a grand tour through the remotest stretches of Scotland offers a truer test of a GT than, say, hot laps at COTA. The truth is out there, man.

The new AMG GT 4-Door posits itself as sweet relief for speed fiends saddled with responsibilities like family, friends, and cargo. The $137,495 GT 63 plucks the 577-hp twin-turbo 4.0-liter V-8 from the phenomenal GT R coupe (an actual two-door), and that’s not even the top of the food chain. The $159,995 GT 63 S goes thermonuclear with a 630-hp powerplant that churns up 664 lb-ft, a 74-lb-ft improvement over the non-S, or about a superbike’s worth of additional twist. A saner option also exists with the entry level GT 53 (price TBD), which swaps the hot-rod V-8s for an inline-six that gets some electric assistance to make 429 horsepower. But in keeping with the theme of going to extremes, M-B omitted that last model from our two-day excursion through Middle Earth.

We opt to drive the top-shelf AMG GT 63 S first in the sub-freezing temperatures, our route winding with tight, windy stretches that put the sedan’s skillset into sharp focus. (That the cars were right-hand drive put a finer point on it, as well.) Rather than go full tilt and launch control the beast before Brexiting apexes in drift mode, we adopt for sensibility and explore this fleet four-door’s more discreet, less life-threatening side—at least at first.

Though we usually eschew any Wet/Rain chassis modes in favor of heading toward more slide-y settings, sampling that program seemed prudent in these conditions. The AMG GT 4-Door’s mildest mode serves up reassuringly gentle throttle response; a stability-control philosophy so conservative it makes Ann Coulter jealous; and a progressive, supple suspension tune. There’s enough controlled power to make the sensation emboldening: Despite the ludicrous reserves lurking beneath the bulged hood—the car is officially claimed to travel from zero to 60 mph in as little as 3.1 seconds, which is likely understated—there’s nothing spooky about piloting the all-wheel-drive GT on these wet roads. Even better, the four-wheel steering system engages transparently at higher velocities, switching from counterphase (which helps maneuverability at low speeds) to in-phase to enhance agility with none of the jarring, tail-swinging tendencies exhibited by some sports cars with four-wheel steering.

Once at ease with the wet roads and high horsepower, the GT’s cabin proves a luxurious and pleasant space for long-distance driving. There’s refreshing modernity in the space, with artful curves to the leather and hide-lined dashboard, new color display buttons on the center stack and steering wheel, and a decidedly distinct feeling throughout. From the turbine-look air vents to the bare aluminum and open-pore wood trim, this is not your grandpa’s E-class, even though you can add more mature touches like quilted leather and massaging seats. But there are also some ergonomic oddities for this 21st-century steed, including a touchpad that invites accidental taps and acres of display screens—two customizable 12.3-inch screens Benz dubs “Widescreen Cockpit”—that aren’t touch-sensitive.

The available seats range from soft and multi-adjustable to über-supportive with fixed headrests, and the rear accommodations can also be ordered in two dramatically different forms: fixed carbon-fiber-shell buckets, or a so-called executive rear-seat package that brings a large, touchpad-equipped center console and reclining backrests. Either way, the rear quarters only accommodate two. The sloped roofline, the inspiration behind the “coupe” misnomer, makes the space feel snug and intimate, but not overly constrictive.

Driving enthusiasts willing and able to shell out for rare, high-horsepower alternatives to conventional sedans like the AMG GT 4-Door will savor the stiffer chassis and razor responsiveness. There’s a prevailing feeling of directness from behind the wheel, a connectedness that matches the deeply stylish interior and exterior. The cabin is more alluring than the exterior, though; while it isn’t as airy as that of an E-class or as plush as that of an S-Class, the GT is its own animal, coming across as new and fresh as the CLS did when it bowed some 15 years ago.

Despite our noblest intentions, we finally couldn’t resist tapping into the big, beautiful geyser of power on a particularly barren stretch of road outside of the Glenfiddich distillery. Bury the throttle, and GT lurches ahead with disarming, eye-widening muscle. Our test car’s winter tires didn’t diminish the experience, and they combined with the latest 4Matic all-wheel drive system to keep us feeling secure. The latter can bias as much as 100 percent of power to the rear wheels via an electromechanical clutch. Shotgun shifts from the wet-clutch-equipped nine-speed automatic keep torque flowing with seemingly no interruption, the chassis ready for almost anything that comes its way. The sensation is both odd and euphoric, a mixture of big-sedan stability and sports-car spunk. It’s almost enough to make you think you’re driving a coupe.

IFTTT

[jonathanbelloblog]

The Mercedes-AMG GT 4-Door Is a Special Breed of Beast

ABERDEEN, Scotland—Drive long enough through the wilds of the Scottish Highlands, where a low sun hovers over snow-splashed hummocks more closely resembling the landscape of Hoth than anywhere you’ve been on Earth, and you might be convinced you’ve been transported to another solar system. Reality here looks so twisted, you might also start believing Mercedes-Benz’s party line that the four-door 2020 AMG GT is a “coupe.” Semantics aside, a grand tour through the remotest stretches of Scotland offers a truer test of a GT than, say, hot laps at COTA. The truth is out there, man.

The new AMG GT 4-Door posits itself as sweet relief for speed fiends saddled with responsibilities like family, friends, and cargo. The $137,495 GT 63 plucks the 577-hp twin-turbo 4.0-liter V-8 from the phenomenal GT R coupe (an actual two-door), and that’s not even the top of the food chain. The $159,995 GT 63 S goes thermonuclear with a 630-hp powerplant that churns up 664 lb-ft, a 74-lb-ft improvement over the non-S, or about a superbike’s worth of additional twist. A saner option also exists with the entry level GT 53 (price TBD), which swaps the hot-rod V-8s for an inline-six that gets some electric assistance to make 429 horsepower. But in keeping with the theme of going to extremes, M-B omitted that last model from our two-day excursion through Middle Earth.

We opt to drive the top-shelf AMG GT 63 S first in the sub-freezing temperatures, our route winding with tight, windy stretches that put the sedan’s skillset into sharp focus. (That the cars were right-hand drive put a finer point on it, as well.) Rather than go full tilt and launch control the beast before Brexiting apexes in drift mode, we adopt for sensibility and explore this fleet four-door’s more discreet, less life-threatening side—at least at first.

Though we usually eschew any Wet/Rain chassis modes in favor of heading toward more slide-y settings, sampling that program seemed prudent in these conditions. The AMG GT 4-Door’s mildest mode serves up reassuringly gentle throttle response; a stability-control philosophy so conservative it makes Ann Coulter jealous; and a progressive, supple suspension tune. There’s enough controlled power to make the sensation emboldening: Despite the ludicrous reserves lurking beneath the bulged hood—the car is officially claimed to travel from zero to 60 mph in as little as 3.1 seconds, which is likely understated—there’s nothing spooky about piloting the all-wheel-drive GT on these wet roads. Even better, the four-wheel steering system engages transparently at higher velocities, switching from counterphase (which helps maneuverability at low speeds) to in-phase to enhance agility with none of the jarring, tail-swinging tendencies exhibited by some sports cars with four-wheel steering.

Once at ease with the wet roads and high horsepower, the GT’s cabin proves a luxurious and pleasant space for long-distance driving. There’s refreshing modernity in the space, with artful curves to the leather and hide-lined dashboard, new color display buttons on the center stack and steering wheel, and a decidedly distinct feeling throughout. From the turbine-look air vents to the bare aluminum and open-pore wood trim, this is not your grandpa’s E-class, even though you can add more mature touches like quilted leather and massaging seats. But there are also some ergonomic oddities for this 21st-century steed, including a touchpad that invites accidental taps and acres of display screens—two customizable 12.3-inch screens Benz dubs “Widescreen Cockpit”—that aren’t touch-sensitive.

The available seats range from soft and multi-adjustable to über-supportive with fixed headrests, and the rear accommodations can also be ordered in two dramatically different forms: fixed carbon-fiber-shell buckets, or a so-called executive rear-seat package that brings a large, touchpad-equipped center console and reclining backrests. Either way, the rear quarters only accommodate two. The sloped roofline, the inspiration behind the “coupe” misnomer, makes the space feel snug and intimate, but not overly constrictive.

Driving enthusiasts willing and able to shell out for rare, high-horsepower alternatives to conventional sedans like the AMG GT 4-Door will savor the stiffer chassis and razor responsiveness. There’s a prevailing feeling of directness from behind the wheel, a connectedness that matches the deeply stylish interior and exterior. The cabin is more alluring than the exterior, though; while it isn’t as airy as that of an E-class or as plush as that of an S-Class, the GT is its own animal, coming across as new and fresh as the CLS did when it bowed some 15 years ago.

Despite our noblest intentions, we finally couldn’t resist tapping into the big, beautiful geyser of power on a particularly barren stretch of road outside of the Glenfiddich distillery. Bury the throttle, and GT lurches ahead with disarming, eye-widening muscle. Our test car’s winter tires didn’t diminish the experience, and they combined with the latest 4Matic all-wheel drive system to keep us feeling secure. The latter can bias as much as 100 percent of power to the rear wheels via an electromechanical clutch. Shotgun shifts from the wet-clutch-equipped nine-speed automatic keep torque flowing with seemingly no interruption, the chassis ready for almost anything that comes its way. The sensation is both odd and euphoric, a mixture of big-sedan stability and sports-car spunk. It’s almost enough to make you think you’re driving a coupe.

IFTTT

[jesusvasser]

The Mercedes-AMG GT 4-Door Is a Special Breed of Beast

ABERDEEN, Scotland—Drive long enough through the wilds of the Scottish Highlands, where a low sun hovers over snow-splashed hummocks more closely resembling the landscape of Hoth than anywhere you’ve been on Earth, and you might be convinced you’ve been transported to another solar system. Reality here looks so twisted, you might also start believing Mercedes-Benz’s party line that the four-door 2020 AMG GT is a “coupe.” Semantics aside, a grand tour through the remotest stretches of Scotland offers a truer test of a GT than, say, hot laps at COTA. The truth is out there, man.

The new AMG GT 4-Door posits itself as sweet relief for speed fiends saddled with responsibilities like family, friends, and cargo. The $137,495 GT 63 plucks the 577-hp twin-turbo 4.0-liter V-8 from the phenomenal GT R coupe (an actual two-door), and that’s not even the top of the food chain. The $159,995 GT 63 S goes thermonuclear with a 630-hp powerplant that churns up 664 lb-ft, a 74-lb-ft improvement over the non-S, or about a superbike’s worth of additional twist. A saner option also exists with the entry level GT 53 (price TBD), which swaps the hot-rod V-8s for an inline-six that gets some electric assistance to make 429 horsepower. But in keeping with the theme of going to extremes, M-B omitted that last model from our two-day excursion through Middle Earth.

We opt to drive the top-shelf AMG GT 63 S first in the sub-freezing temperatures, our route winding with tight, windy stretches that put the sedan’s skillset into sharp focus. (That the cars were right-hand drive put a finer point on it, as well.) Rather than go full tilt and launch control the beast before Brexiting apexes in drift mode, we adopt for sensibility and explore this fleet four-door’s more discreet, less life-threatening side—at least at first.

Though we usually eschew any Wet/Rain chassis modes in favor of heading toward more slide-y settings, sampling that program seemed prudent in these conditions. The AMG GT 4-Door’s mildest mode serves up reassuringly gentle throttle response; a stability-control philosophy so conservative it makes Ann Coulter jealous; and a progressive, supple suspension tune. There’s enough controlled power to make the sensation emboldening: Despite the ludicrous reserves lurking beneath the bulged hood—the car is officially claimed to travel from zero to 60 mph in as little as 3.1 seconds, which is likely understated—there’s nothing spooky about piloting the all-wheel-drive GT on these wet roads. Even better, the four-wheel steering system engages transparently at higher velocities, switching from counterphase (which helps maneuverability at low speeds) to in-phase to enhance agility with none of the jarring, tail-swinging tendencies exhibited by some sports cars with four-wheel steering.

Once at ease with the wet roads and high horsepower, the GT’s cabin proves a luxurious and pleasant space for long-distance driving. There’s refreshing modernity in the space, with artful curves to the leather and hide-lined dashboard, new color display buttons on the center stack and steering wheel, and a decidedly distinct feeling throughout. From the turbine-look air vents to the bare aluminum and open-pore wood trim, this is not your grandpa’s E-class, even though you can add more mature touches like quilted leather and massaging seats. But there are also some ergonomic oddities for this 21st-century steed, including a touchpad that invites accidental taps and acres of display screens—two customizable 12.3-inch screens Benz dubs “Widescreen Cockpit”—that aren’t touch-sensitive.

The available seats range from soft and multi-adjustable to über-supportive with fixed headrests, and the rear accommodations can also be ordered in two dramatically different forms: fixed carbon-fiber-shell buckets, or a so-called executive rear-seat package that brings a large, touchpad-equipped center console and reclining backrests. Either way, the rear quarters only accommodate two. The sloped roofline, the inspiration behind the “coupe” misnomer, makes the space feel snug and intimate, but not overly constrictive.

Driving enthusiasts willing and able to shell out for rare, high-horsepower alternatives to conventional sedans like the AMG GT 4-Door will savor the stiffer chassis and razor responsiveness. There’s a prevailing feeling of directness from behind the wheel, a connectedness that matches the deeply stylish interior and exterior. The cabin is more alluring than the exterior, though; while it isn’t as airy as that of an E-class or as plush as that of an S-Class, the GT is its own animal, coming across as new and fresh as the CLS did when it bowed some 15 years ago.

Despite our noblest intentions, we finally couldn’t resist tapping into the big, beautiful geyser of power on a particularly barren stretch of road outside of the Glenfiddich distillery. Bury the throttle, and GT lurches ahead with disarming, eye-widening muscle. Our test car’s winter tires didn’t diminish the experience, and they combined with the latest 4Matic all-wheel drive system to keep us feeling secure. The latter can bias as much as 100 percent of power to the rear wheels via an electromechanical clutch. Shotgun shifts from the wet-clutch-equipped nine-speed automatic keep torque flowing with seemingly no interruption, the chassis ready for almost anything that comes its way. The sensation is both odd and euphoric, a mixture of big-sedan stability and sports-car spunk. It’s almost enough to make you think you’re driving a coupe.

IFTTT

[carpostnet]

India-bound next-gen Mercedes GLA unveil soon

15th Nov 2019 2:33 pm

India-bound, second-gen GLA SUV to get extra crossover-inspired design cues; might be shorter and taller than the present mannequin.

Mercedes-Benz is about to interchange the first-gen GLA with an all-new mannequin within the coming weeks. Now, extra particulars in regards to the model’s entry-level SUV have surfaced, giving a touch at what to anticipate from it.

As with different ‘compact’ Mercedes fashions – like the brand new A-class, the CLA and GLB SUV – the GLA too might be underpinned by the carmaker’s newest MFA-II platform. Mercedes goes for a extra crossover-inspired search for the GLA and has given the mannequin a extra upright design, moderately than the flowing look of the present mannequin. The new design signifies that the second-gen GLA is about 100mm taller than the present mannequin, and whereas its size might be down by 20mm, its wheelbase might be about 30mm longer, which ought to liberate more room inside the cabin.

Inside, the cabin will share a lot with the brand new A-class and GLB, with a digital instrument cluster and infotainment show housed inside a single binnacle, turbine-inspired air-con vents, together with loads of trim inserts and leather-based. Like on the GLB, the brand new GLA may additionally obtain an adjustable rear seat.

Moving to the engines and gearboxes, the brand new GLA will characteristic Mercedes’ household of four-cylinder mills. The petrol line-up will embody the selection of a 1.3- and a couple of.0-litre unit creating 165hp and 228hp, respectively. On the diesel entrance, the SUV will get the selection of a 1.5- or 2.0-litre motor, with the latter coming in two states of tune. The 1.5-litre unit might be good for 115hp, with the two.0-litre creating both 150hp or a stronger 190hp, relying on its state of tune. Joining the line-up subsequent 12 months might be a 218hp petrol plug-in-hybrid variant, pairing the 1.3-litre engine with a gearbox-mounted electrical motor – much like that on the brand new A-class. It is predicted to make use of a 15.6kWh battery pack, giving it an all-electric vary of greater than 60km.

Also on the playing cards are the extra performance-oriented AMG GLA 35 and 45 fashions, that are anticipated to debut within the second-half of 2020.

Front-wheel drive might be commonplace, with Mercedes providing a revised model of its 4Matic four-wheel drive that’s able to absolutely variable energy apportioning to both the entrance or rear wheels as an possibility. Gearbox decisions will embody a 6-speed handbook, 7-speed automated and an 8-speed dual-clutch auto.

For the Indian market, there is no such thing as a affirmation but on the launch of the second-gen GLA, although Mercedes is about to launch a number of latest and up to date fashions within the coming 12 months, together with all-new fashions just like the A-class sedan, GLB, GLE and GLS and GLC facelift. Like the present mannequin, the brand new GLA will go up in opposition to the BMW X1 and Volvo XC40 available in the market.

Also see:

Mercedes-Benz G-class to get all-electric derivative

Mercedes-Benz Classic Car Rally 2019: the rolling museum

SOURCE

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