La odisea de unos millonarios indios para conseguir sus ansiados Mercedes

A 10-year-old autistic boy from California who was slapped by an irate Mercedes driver a few months ago received the surprise of his life recently when he was given an SUV.

A 10-year-old autistic boy from California who was slapped by an irate Mercedes driver a few months ago received the surprise of his life recently when he was given an SUV.

Redesigned Mercedes-Benz AMG GT enters second year on the market with new powertrain options New entry-level model packs 416-hp 2.0-liter turbo-4 New ranger-topper packs electrified twin-turbo V-8 powertrain with combined 805 hp Mercedes-Benz AMG redesigned its GT sports car for the 2024 model year, and for 2025 it has some new models in the...

Mercedes-Benz India is on course to close the current year with a double-digit jump in sales, as demand for luxury cars increased.

Luxury automotive major Mercedes Benz today said it will hire 1,000 engineers in the country next year for its research and development (R&D) initiatives in India.

The Mercedes-AMG C 63 S E Performance has been introduced in India, priced at Rs 1.95 crore (ex-showroom). This marks the third plug-in hybrid from AMG in the country, following the S 63 E Performance and GT 63 S E Performance.

I currently drive a BMW X5, and I’m looking to upgrade to the Mercedes-Benz EQS SUV or the Range Rover Sport. What would you recommend?

Suraj M, Gurugram

Autocar India says: If you mainly drive within the city with the odd weekend outing, the EQS SUV is a good choice. It’s smoother and faster, has a futuristic interior and is far more refined than the Range Rover Sport. If you are planning to do a lot of highway driving, then the RR Sport is better. It also has a better back seat and more legroom than the EQS SUV. 

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I am looking for a luxurious family car between Rs 1 crore and Rs 1.5 crore. We’re a family of five – three adults and two kids – so my priority is comfort. It needs to be a recognisable brand, have a decent road presence and have updated technology. I will be driving the car, but my usage will be very low. I can extend my budget slightly if you strongly recommend a car. I am not in favour of EVs and would prefer petrol.

Mohit Sarin, New Delhi

Autocar India says: There’s a fair bit of choice for your budget, but we would suggest you look at the Mercedes-Benz GLE. It has a good road presence, is a very strong brand, the back seat is spacious, the MBUX infotainment system has the best on-board tech, and it is fairly reliable.

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The Mercedes-Benz E-Class has a long, storied history with India with the first model officially launched almost 30 years ago. It has been going strong ever since and has been the bestselling Mercedes in India for years. Its popularity only grew with the introduction of the long-wheelbase V213 model in 2017. In its sixth generation now, the V214 E-Class is bigger, techier and promises the same chart-topping performance. We test the claim with the entry-level E 200.

Mercedes-Benz E-Class exterior

The new E-Class is longer, taller, and has a longer wheelbase than before, and as a result, road presence is considerable. Up front it gets LED headlamps in Merc’s latest design language, but the digital LED lights with projector elements are reserved for the top-of-the-line E 450. The star-studded grille with the huge Mercedes logo further adds the necessary bling, though its thick black surround seems at odds with the otherwise restrained and classy look.

Over to the side, the added length gives it that much-needed limousine look, while the S-Class-like flush door handles are a techy touch. Like the new BMW 5 Series, the E-Class also gets 18-inch wheels, but, as the spokes stretch to the end of the rim, they feel bigger and don’t look as disproportionate as the ones on the BMW. The separated rear quarter glass is a nod to the Maybach S-Class.

At the rear, it gets LED tail-lamps with a tri-arrow design motif, and a healthy dose of chrome. 

Mercedes-Benz E-Class interior

The E-Class has also grown on the inside, both in terms of space and modernity. The front section is dominated by what’s called a ‘Superscreen’, which means the dashboard itself is made of three individual screens: a 12.3-inch free-standing digital instrument cluster, a 14.4-inch touchscreen infotainment system and a 12.3-inch passenger touchscreen. We’ve seen this cluster on new Mercs with a host of customisation options (although not as much as in larger Mercs), but the large centre screen is where most of the functionality is. So much so that even the AC vents are digitally controlled via the settings in the climate menu of the screen. Definitely a handful, but something that would mostly concern the chauffeur more than the owner seated in the rear, and luckily can be manually overriden. Moreover, HVAC controls are now exclusively in the touchscreen like the S- and C-Class, but less intuitively, require a two-step process to access.

What’s impressive are the seats that offer good room and support with the right amount of cushioning. The soft pillows help, but ventilation is sorely missed on hot days. Also, strangely, the Burmester sound system’s stunning 4D experience is exclusive to the front seats. The speakers inside the seats can be altered up to 10 levels, and at their maximum, are strong enough to double up as a massage function as well. Aesthetically, it gets a large open-pore wood panel for the centre console and soft-touch materials all around. What is a slight irritant is the cramped footwell with a cramped dead pedal – noticeable if you are someone with a UK12 foot size. 

In the back, space is even more generous than before. But it’s not just the sheer room on offer; the overall comfort is impressive as well. The seats, like at the front, are hugely comfy with the right amount of support and cushioning; however, the party piece is the recline that’s moves the backrest from 26 degrees to 36 degrees. And that's not all, the seat squab also features an extendable underthigh support for added comfort. Add to that the ‘Boss’ mode, which allows you to push the passenger seat all the way to the front, and you get enough room to sit as comfortably as you would in a lounge chair. It also features powered sunblinds for the rear windshield and windows with manual blinds for the rear quarter glass. AC performance was a sore point for the earlier version, but the four-zone climate control and the AC vents housed in the centre and B-pillars help cool the cabin fast. However, a command touchpad to control the infotainment from the rear would have been a cherry on top.

The India-spec E-Class gets the ‘Chauffeur Pack’ as standard, which brings with it a foldable centre armrest for the rear with cup holders, a wireless charging pad and some storage space. Fold the armrest back and you’ll have a centre seat, but it’s far from comfortable due to the large centre tunnel hump. This makes the E-Class only an occasional 5-seater.

What does improve practicality, however, is the fact that you no longer have to sacrifice boot space with a spare wheel. The space saver now sits under the boot floor and results in a rather generous 510-litre boot.

Mercedes-Benz E-Class performance

The new E-Class comes with three powertrain options: the E 200 seen here with a 2.0-litre turbo-petrol engine, the E 220d with a 2.0-litre diesel and the E 450 with a 3.0-litre six-cylinder turbo-petrol engine. In terms of performance, the 2.0-litre petrol engine makes 204hp and 320Nm but also features a 48V mild-hybrid setup that bumps up the power by 23hp under acceleration. That said, the response is linear and the surge in acceleration is gentle. Although it’s more responsive in Sport mode, it never feels too aggressive. Mated to the engine is a 9-speed automatic, which, thanks to the closely stacked gears, always ensures you are in the power band.

The mild-hybrid setup aids in bottom-end response and the torque flattens out once you’re over triple-digit speeds. The engine is refined, but there’s a raspy exhaust note that seeps into the cabin past 3,200rpm; it is far from sounding coarse. 0-100kph is a relaxed 8.25 seconds but there is no dearth of pulling power during overtakes.

Mercedes-Benz E-Class ride and handling

While the performance might not be something to boast about, the focus of an E-Class is always comfort and ride quality. With 18-inch wheels and a soft suspension setup, the new E rides well and composed on smooth highways. However, over broken roads, especially at low speeds, there is a fair bit of movement inside the cabin, and it can thud over bad patches. That said, ground clearance is something you don't have to worry about much with the new E. Large speed bumps are well managed, and the car almost never scrapes its underbelly. Impressive, but you still need to be wary of the long wheelbase over some poorly built speed bumps. 

Handling manners are neutral with a light yet sharp and linear steering that aids manoeuvrability. You can tweak the response in the drive modes, but it remains a comfy cruiser and not a corner carver. That said, grip levels are good and body roll, despite the soft suspension, is only marginal.

Mercedes-Benz E-Class price and verdict

Priced at Rs 78.5 lakh, the E 200 is only Rs 2 lakh more than its predecessor, and given the updates, it's not a significant amount. Against its rival, the 5 Series, also available in long-wheelbase guise, it's Rs 5.8 lakh more, so a comparison between the two is inevitable. But as things stand, the new E-Class – especially in this E 200 guise – has got a lot of things right. Sure, more tech should have been lavished at the rear instead of the front given its primarily chauffeur-driven duties. Still though, it is a vast improvement over the previous version, which is a feat in itself. 

It gets the stately look expected of a limousine, plenty of tech to keep it modern for a few years, and amazingly, an even more spacious and comfy rear seat than before. It's clearly then a no-brainer. The only question remaining is if it is better than the new BMW 5 Series, and we will find that out soon.

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Mercedes-Benz is on an onslaught in India and wants to leave no segment empty. After EVs, coupe-SUVs, and even sedans, it is now the turn of a convertible. And no, unlike the previous ones (E 53 cabriolet and SL 55), this one does not carry an AMG badge. The CLE 300 is a cabriolet that is far from the usual gung-ho AMG models, and instead, is a convertible for those who want to take it easy. It’s more about style and the feeling of the wind in your hair than about lap times and cornering.

Mercedes CLE: design

The CLE’s calling card is its top down laid-back character. 

In terms of design, there is a faint resemblance to the C-Class, but that’s all it is. Up close, the CLE is very different. The India-spec gets the AMG line treatment as standard, which adds a layer of sportiness to the design. As a result, the only chrome bits on the face are the studded grille and the strip on the front lip. The digital LED headlamps are wider and sharper, the bonnet features two muscular power lines, and the bumpers are sportier with piano black accents.

Over to the side, you can tell it’s closer to a C-Class in dimension, thanks to the identical wheelbase. However, it trumps the C in terms of length and width. There is a prominent strip of chrome on the window line, the A-pillars, and the door handles. What also look the part are the sleek 19-inch wheels. A lot of the design will come down to your choice of colour combination. The soft-top can be had in a subtle black shade, but if you want a bit more pop, you can choose a shade of red as well for the roof.

At the rear, the LED tail-lamps get a connecting element, and sporty bumpers incorporate the trapezoidal chrome exhaust tips that, like on all modern Mercs, aren’t actually connected to the exhaust system.

With the top down, it’s hard to miss the CLE. The long bonnet, raked windshield, sharp wheels and a stunning stance make it a looker. But even with the top up, it’s not like you’ll pass it over as just another Merc. The lines and form factor are properly unique and with the right colour combination, it will stand out.

Mercedes CLE: interior

Neck warmer acts as a scarf in chilly conditions.

The interior of the CLE 300 is quite close to the C-Class when it comes to the dashboard design and layout. The AC vents, 12.3-inch instrument cluster and the 11.9-inch touchscreen are a straight lift, but on the CLE, the touchscreen gets a tilt function to reduce glare, especially when the top is down. Also, like with the soft top on the outside, you can opt for a bold upholstery choice for the interior to add a bit more drama.

There are more exclusive bits in the form of a wind deflector that pops out over the top of the windshield and ensures the airflow isn’t ruining your hairdo. There are vents in the front headrests that channel warm air onto the front passengers’ necks, acting as a virtual scarf in chilly weather. While that may be appreciated up north, the rest of the country is likely to keep it switched off. In terms of comfort, the seats are excellent with the right amount of cushioning and support – long distance drives will be effortless. They also get seat kinetics, along with heating and ventilation, which adds to the overall comfort. The CLE is a 2+2, but space in the back is best suited for children or short drives for adults under six feet. The backrest is upright, underthigh support is near absent and knee room is tight as well. Getting in and out, though, is extremely easy with the top folded away.

Spare wheel eats into the already low boot space.

What may also pose a challenge for long trips is the lack of boot space. With the soft top down, there isn’t much room; there’s space only for soft bags. Add a spare wheel, which in our conditions is handy, and you’re left with very little space. 

Mercedes CLE: performance

Relaxed is the one-word description for how the CLE drives. It is laid back, restrained, and perfect for a quiet cruise. With the top up, cabin insulation is excellent and does a great job of muting a lot of ambient chaos of the city. The soft top has multiple layers of sound deadening, which helps keep out the excessive road and wind noise. It can be opened in just 20 seconds at speeds of up to 60kph.

The 258hp, 2.0-litre turbo-petrol is creamy smooth and has dollops of torque that come in gradually. Instead of lunging ahead each time you flex your right foot, the CLE glides and picks up pace gradually. Though it gets more eager when you change the mode from Comfort to Sport, it still remains close to its character as a Mercedes-Benz rather than an AMG. What adds some zest to the performance is a 48V mild-hybrid system, which provides a bit over 20hp under hard acceleration. Still, nothing about it makes you want to corner hard or drive enthusiastically, and it urges you to cruise and enjoy the top-down experience. At high revs, there is a faint rasp of the exhaust, but nothing more. 0-100kph takes 6.7 seconds and the 9-speed automatic works very well via the paddleshifters.

Mercedes CLE: ride, handling

Maneuvering the CLE is easy, and despite the heft gained in Sport mode, it remains light on its feet. 

Being a long-distance cruiser, the suspension on the CLE is tuned for bad roads. It is soft and supple, and hence, despite the 19-inch wheels, ride comfort is very good. There is no adaptive suspension, so changing the modes won’t change the ride, but the stock setup works very well for our road conditions. One miss would be a nose-lift function as ground clearance is something to worry about, especially with a full load. Handling is effortless with a light steering. Maneuvering the CLE is easy, and despite the heft gained in Sport mode, it remains light on its feet. The 4MATIC all-wheel drive system offers good grip and control in bends, should you end up driving it enthusiastically.  

Mercedes CLE: price, verdict

At Rs 1.1 crore (ex-showroom, India), the CLE 300 is pricey. However, it has no direct rival as of now. The BMW Z4, at Rs 90.90 lakh, is cheaper and gets more power, but it’s a totally different experience thanks to its sportier character. While the Rs 1.3 crore Mercedes-AMG E 53 cabriolet is a full Rs 20 lakh more – and very good – it isn’t as relaxing as the CLE 300.

What the CLE 300 offers is a car that is comfy and luxurious enough to use as a daily driver, but can change its character in 20 seconds and offer a completely different experience. It sits in a sweet spot with no direct competition, and if a smooth, relaxing convertible is what you want, this will be a nice choice.

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There are various ways to say you’ve arrived in life, and the Maybach badge is one way of doing it in style. When it was put onto the GLS, though, not only was it a power statement, it added a cool quotient, too. It doesn’t just say you’ve arrived; it shouts it. 

Mercedes-Maybach GLS 600 facelift design

The 2024 version continues the pimped-out look with loads of bling all over, but with more Maybach logos and badges all over the car. We counted 61, with surely a few more tucked away where we did not notice. So, if you’re looking for understated, maybe look elsewhere. The pomp and attitude extend to the now-famous Free Drive Mode (or Bounce Mode, as it’s lovingly called on Instagram), which is meant to bounce the SUV on its air springs to unstick you from soft sand, but in reality, it syncs up nicely with your favourite rap song.

It’s easy to get carried away talking about this car’s many fun elements, but let’s get to the changes for the 2024 version. The flashy chrome grille that stares at you like a flashing grin has been tweaked slightly with thicker outlines. The bumper is redone, and where the air intakes were, you get a multitude of logos made of plastic, which seem amiss and don’t look Maybach-level. 

While it comes in five regular colours, if you want to stand out from the crowd, you can get dual-tone paint options and even up the wheels from 22 to 23 inches. In fact, since this is a CBU import, you can pretty much have it tailor-made. At the rear is a new tail-lamp signature, and the Maybach chrome tailpipe surrounds are back. 

Mercedes-Maybach GLS 600 facelift interior and features

Inside, there aren’t many changes, but here, too, there’s plenty of customisation potential. The open-pore wood in this car looks lavish, coupled with the Nappa leather with contrast double stitch. The steering wheel is new, the MBUX software is now the latest version and gets a fingerprint sensor, and the new graphics are crisp and clean. The graphics quality can be truly experienced when you pull up the Energiser Package menu, which combines sounds, visuals, ambient light and massages to transport you to your happy place, be that a forest, a club, or, in our case, some summer rain on a sweltering day like the one when we tested the GLS.

The Maybach GLS now also gets Level 2 ADAS, and the features list remains extensive, with 11.6-inch rear screens, a 590W Burmester sound system, and heating, ventilation and massage functions for all four seats. There’s a tablet controller for rear passengers, blinds and wireless charging. Though there are a lot of options, Mercedes has kept the standard specification for India high.

One option you simply must tick is the First Class rear seating package with the fixed central console, 43.5 degrees of recline, and leg rests. You can then opt for a refrigerator, but be warned that it eats up a lot of boot space, and honestly, it might be easier just to put a cooler in the boot. 

Climbing into the Maybach GLS is a haul up as the SUV rides quite high, but like before, there’s a cool retractable side step that folds out as you open the door, like a valet preparing your entry. Once in the rear seats, you’re transported into a world of first-class travel. Reclined, with my legs up, all cool and comfy, the Mumbai traffic seemed to be far away as I was ferried along serenely in the well-insulated cabin. 

A lot of tech has gone into ensuring passengers feel that level of luxury, not only in the silence of the cabin but also in the ride. In Maybach mode, the responses are softened: suspension, acceleration and gear changes. In fact, it’s so smooth that cutting through a construction zone makes me wonder whether the work has been completed. It’s thanks to the optional e-Active Body Control that reads the road ahead and pre-adjusts the suspension, so you feel like you’re floating. 

Mercedes-Maybach GLS 600 facelift performance

But a petrolhead like me couldn’t stay pinned to a rear seat for long, and I switched over to the driver’s seat. First up, I toggled the drive mode to Sport, and as I accelerated away, I was amazed by how smoothly and quickly this 2.8-tonne luxury liner gained momentum. The 4.0-litre V8 was smooth and strong, delivering power from the get-go. The 9-speed auto shifted smoothly and seamlessly, keeping up the reputation of refined luxury. However, when you plunge your foot to the floor, it takes a breath before dropping down the gears. You can circumvent that pause with the paddles if you’re in a spirited mood. 

Mercedes-Maybach GLS 600 facelift ride and handling

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The steering is light, letting you tuck into traffic gaps with ease you can’t imagine, and while it’s not quick, it does give you enough feedback around corners, too. There’s some roll around corners, but e-Active Body Control comes to the rescue again. Its Curve Mode will lean the car into corners to counter the roll, much like a bike. But the Maybach GLS is most comfortable cruising silently on a highway, ferrying its passengers on a cloud of comfort. It also has off-road modes and assistance, but I doubt owners in India will venture anywhere off the road in this car.

Mercedes-Maybach GLS 600 facelift price and verdict

The new Maybach GLS 600 starts at Rs 3.35 crore, Rs 39 lakh higher than before. While the basic specification is good, you can spend as much as Rs 1.5 crore more on options, only some of which are fitted to this car. It gives you loads of attitude, a cool quotient, ultimate comfort, and luxury. And, oh yeah, it can dance, too.

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Hanging onto the steering wheel for dear life while mumbling expletives is not what you imagine when you think of driving an S-Class. However, when it wears a ‘63’ badge, things are slightly different. More so when that badge gets red highlights, because that means the S-Class in question isn’t the usual, sophisticated, good boy, but its evil cousin. The Mercedes-AMG S 63 E-Performance is an 802hp limousine that is ready to rip a hole through time, and as its name suggests, it’s all about the performance. For once, the back seat takes a back seat in an S-Class. 

Mercedes-AMG S 63 powertrain and performance

The S 63 is a plug-in hybrid gone rogue. It gets a 4.0-litre twin-turbo V8, putting out 612hp and 900Nm, but then a 13kWh battery and electric motor on the rear axle put out an additional 190hp and 320Nm, bringing the total output to a hysterical 802hp and 1,430Nm. Deploying 1,430Nm of torque to the tarmac is like putting Usain Bolt on your home treadmill. There is so much grip that it feels like the car is trying to stretch the road beneath it every time you put your foot down. As a result, despite its 2.5-tonne heft, it can go from 0 to 100kph in just 3.4 seconds. The top speed is limited to 250kph, but if you opt for the Driver’s Pack, you can remove the limiter and get it up to 290kph. Clearly, range is not the priority for this hybrid. 

The numbers on the S 63 are intimidating, to say the least, and the experience from behind the wheel is, too. The car picks up the pace with zero lag, and you need to keep an eye on the speed readout; otherwise, it’s just a blur as you accelerate. 

What helps bring this earth-shattering performance to the road are two transmissions. The engine uses a speedshift 9-speed MCT, and the motor gets its own 2-speed transmission, because it spins at a different RPM from the engine. First gear on the motor is good enough for up to 140kph and only after that does it switch to second for a smoother torque transition. 

What you’ll be using most is the 9-speed with its paddle shifters. Needless to say, it is extremely responsive, and in Sport and Sport+, it’s extremely aggressive as well. When you push the car hard, shifts are immediate, and for total control, you can switch to ‘M’ or manual mode, where it will not upshift unless you tug at the right paddle. However, for everyday driving in the city, it isn’t the smoothest. There are noticeable jerks at low speeds, and even in Comfort mode, you’re constantly made aware of the massive power waiting to be unleashed. Then there is the exhaust, which, sadly, isn’t all-natural. A lot of it is fed through the speakers, and for the most part, you’ll barely hear it outside. Rev it high enough, though, and the V8 roar is very much there, along with pops and bangs that add to the drama. 

We’ve seen this powertrain in the GT 63 S E-Performance, where it had even more power (834hp) but a smaller (6.7kWh) battery. The S 63’s larger 13kWh battery results in a higher claimed electric-only range of 33km.  

Mercedes-AMG S 63 hybrid technology

The 13kWh battery pack uses Formula 1-derived tech and contains 1,200 individual cells that have a dedicated coolant line for thermal management. Not only is that better for packaging, but each cell can also be cooled individually, so you can push the car and not worry about overheating the battery. There are four recuperation modes—varying the level of regen—and you can charge the battery using a Type-2 port and the onboard 3.7kW AC charger. 

Exclusive to the S 63 is a ‘B’ or Battery Hold mode that helps preserve the SOC. This allows you to switch to the all-electric ‘EL’ mode in heavy traffic and save some precious high-octane fuel. 

Mercedes-AMG S 63 ride and handline

Because this is an AMG S-Class, there are two contrasting ideologies at work—sportscar handling and luxurious ride comfort. If you want S-Class levels of soft and supple, this won’t do the trick. The ride is inherently firm, and although it gets adaptive air suspension, you will feel jitters in the cabin even in Comfort mode. It also gets active engine mounts, which help keep things composed, and once you find a winding ribbon of tarmac with long swooping bends, the AMG side of the dynamic package is really felt. That said, on our bad roads, the one thing that you absolutely have to be aware of is the low ground clearance. Sure, the air suspension has a raise function that helps you gain some crucial millimetres, but you still have to crab crawl over big speed bumps to avoid grazing the underbody. 

In terms of handling, you don’t really expect big things from an S-Class, but AMG’s pedigree clearly flows through this car’s veins. The 4Matic+ system, along with 3-degree rear-wheel steering, makes a huge difference in the bends as well as in U-turns and three-point turns. Despite having the same long 3,216mm wheelbase as the standard S-Class, in the corners, it is agile and sharp. 

However, in seriously tight turns, its 2.5-tonne weight is what pulls it down, and at such points, all that handling tech can only do so much. 

Mercedes-AMG S 63 design

In terms of design, there are many telltale signs of it being an AMG. Edition 1 gets the ‘Night Pack’ that replaces every inch of bling with blackened bits and the ‘Carbon Pack’ that adds racy carbon-fibre elements to the air dams, splitter, side sill, mirrors and diffuser. Apart from that, it gets sporty bumpers with huge air dams, the massive ‘Panamericana’ grille and an AMG logo in place of the Mercedes-Benz emblem. There are also 21-inch wheels wrapped in Michelin Pilot Sport 4 tyres and carbon ceramic brakes (standard on the Edition 1).  

The rear, which many will find themselves looking at, features quad exhaust tips and red highlights for the badges, letting everyone know that this is an E-Performance and something that’s not to be trifled with. 

Mercedes-AMG S 63 interior and features

On the inside, the S 63 prides itself on its AMG roots with a healthy dose of carbon fibre. The dashboard gets a carbon-fibre slab with a red weave within. The upper half also gets red stitching along with Nappa leather seats, which, though sporty, are superbly comfy as well. The new bit is the performance steering wheel that gives it full-blown AMG cred. Wrapped in Alcantara and leather, its plethora of touch buttons might seem intimidating at first, but it doesn’t take long to get used to. The steering also features context-sensitive AMG knobs that feature shortcuts to adjust the suspension, gearbox, drive modes and even the exhaust. 

Also new are racier themes for the instrument cluster and telemetry, such as engine temperature, motor and battery readouts, and performance timing. The massive touchscreen in the centre is the nerve centre of the whole car, controlling everything from the AC to the chassis, and it’s super responsive. But rest assured, the screen has plenty of displays and data to satisfy your inner nerd.  

The rear seat may not be the best seat, given this is an AMG, but it’s always going to be special in an S-Class. You have plenty of room to stretch out, and all the bells and whistles like seat massaging, heating and ventilation, along with the ability to move the passenger seat ahead and fully stretch out.

There is a superb Burmester 4D sound system, panoramic sunroof, incredibly comfy seats, rear entertainment screens, and even noise-cancelling headphones if the V8 is not sonorous enough for you. That said, with all that carbon fibre surrounding you and the grin on your chauffeur’s face, it won’t be long before you want to jump back into the driver’s seat. Also, since the S 63’s hybrid tech sits over the rear axle, the boot space is down to 310 litres, and you don’t get a spare wheel either. 

Mercedes-AMG S 63 price

The S 63 E-Performance is priced from Rs 3.3 crore onwards, and the ‘Edition 1’ seen here, of which only three have been imported to India (and sold out), is listed at Rs 3.8 crore. It has supercar levels of power and all the luxury elements, and it is loaded with tech. Yet you’d struggle to justify the purchase. If you want a fun-to-drive car with lots of power, there are better options, and if you want a luxury car, the S-Class is already mighty impressive. It is difficult to see the logic, but as soon as you drive it, there is something about it that invokes your inner child. It won’t win track events or get you any drag race trophies. You won’t have a plausible justification. If you are the sort who looks for plausibility, this is definitely not the car for you. It’s a laugh, and you buy it because you can. If they ask you why you bought it, it’ll only take a quick spin to get them an answer. 

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I am looking for a luxurious family car between Rs 1 crore and Rs 1.5 crore. We’re a family of five – three adults and two kids – so my priority is comfort. It needs to be a recognisable brand, have a decent road presence and have updated technology. I will be driving the car, but my usage will be very low. I can extend my budget slightly if you strongly recommend a car. I am not in favour of EVs and would prefer petrol.

Mohit Sarin, New Delhi

Autocar India says: There’s a fair bit of choice for your budget, but we would suggest you look at the Mercedes-Benz GLE. It has a good road presence, is a very strong brand, the back seat is spacious, the MBUX infotainment system has the best on-board tech, and it is fairly reliable.

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Also see: 

New Mercedes E-Class video review 

It was one of those perfect drives, a rare window of relative emptiness on India’s busiest highway. A mid-morning dash to the BU Bhandari showroom for the launch of the Mercedes-AMG GLC 43 was the easiest Mumbai-Pune trip I’ve done in a long time. Making the drive particularly relaxing was the new addition to Autocar India’s fleet, the all-electric Mercedes EQE SUV, which got its first highway outing.

It took just two hours and six minutes in the ultra-smooth (and quick) EQE SUV to go from the Autocar HQ to the BU Bhandari Showroom on the Pune bypass. That’s less than what many office folks take to get home on a typical working day in Mumbai. It does help that the AtalSetu has brought our office closer to the edge of Mumbai, and a 10:15am departure was a sweet spot (or time). The early-morning highway rush was over, the toll plazas had no long queues, and even the Lonavala Ghat, which is choked most of the day (and night) on Google Maps, was surprisingly ‘blue’. Traffic flowed without holdups, even on the steepest sections where trucks otherwise block all lanes while trying to ‘overtake’ at a crawl.

The Atal Setu is always a great place to try out the ADAS system on any car. The wide and perfectly marked lanes and the gentle curves on this 21km sea bridge were perfect for checking out the EQE SUV’s ‘Level 2’ ADAS capability. That meant letting the Adaptive Cruise Control (ACC), which I have set at 99kph (just below the 100kph speed limit), and the Lane Keep Assist do the work while I sat back and relaxed with just a light hand on the wheel, enjoying the harbour’s breathtaking views.

The Lane Keep Assist worked brilliantly, keeping the big Merc centred nicely in the fast lane. When changing lanes, I was impressed with how the ACC reacted smoothly. When you signal and shift into the overtaking lane, the ACC provides strong and linear acceleration without abrupt power surges to match the new lane’s speed.

While the ADAS in the Mercedes EQE SUV is highly advanced, it has some limitations, especially when dealing with erratic drivers who slice across lanes like it’s a normal thing to do. If some idiot abruptly cuts into your lane from a sharp angle, the ADAS can struggle to react promptly. This is not the case with just the EQE SUV – no ADAS is fully capable of handling such unpredictable events, which is a reminder of why the tech can only assist and not replace the driver.

Mercedes’ Active Brake Assist, while a great safety feature on paper, can become a nuisance – and even a potential hazard – in Mumbai’s chaotic traffic. Designed for controlled environments, it doesn’t quite account for the unpredictability of pedestrians darting across roads or scooters weaving through tight gaps. The system often triggers unnecessarily, slamming on the brakes at the slightest hint of an obstacle. In such congested conditions, this overly sensitive response can be more dangerous than helpful. These fierce and abrupt stops are hugely unnerving for the passengers and could catch a driver behind you off guard, increasing the risk of rear-end collisions. It’s best to switch the Brake Assist off, which you have to do every time you start the car.

The monsoons have made mincemeat of the Nhava Sheva road, which connects the Atal Setu to the Mumbai-Pune Expressway, and on such surfaces, the EQE SUV is out of its comfort zone. To be honest, it doesn’t quite live up to its SUV credentials and isn’t comfortable dropping in and out of potholes like its IC engine brethren. That’s because the softly sprung EQE SUV uses up its suspension travel quite easily, and deep ruts and craters crash through. In fact, it’s best to use ‘Sport’ drive mode as the default setting. The suspension feels overtly soft in Comfort and Normal modes, which is fine when you are crawling in rush hour, but up the pace a bit on even a slightly smooth road, and you’ll find the EQE SUV tends to wallow and feel floaty. In Sport mode, the suspension tightens nicely to give a more settled ride, which is what you want on the highway.

Two areas where the EQE SUV stands out are performance and range, and both are interlinked because, with great range, you can enjoy the performance without keeping an eye on the SOC meter.

Plant your foot down, and this big and heavy SUV lunges forward with an intensity that can take you aback but in a very pleasing way. The EQE SUV gathers with velvet smoothness, and before you know it, you’ve sailed past the speed limit. On the Mumbai-Pune expressway, which is now infested with speed cameras, it is hard not to get a speeding ticket. To stay out of trouble, I limit my indulgence to short jabs of the accelerator pedal just to enjoy all the 408hp and 858Nm of torque that puts most IC engine SUVs to shame.

I averaged 66kph on the 140km drive to BU Bhandari, which is pretty good if you consider that this included slow, non-expressway sections. Not that the expressway raises your average speed dramatically because with so many cameras staring at you, I’m forced to show a lot of restraint! With 332km range left, I didn’t need to use the Pune Mercedes dealers’ on-site 180kW fast charger, but it’s good to know that it’s there and that the dealership is happy to let non-Merc owners plug in as well. Located just off the Pune bypass, it’s an incredibly convenient place for EVs on a long-distance trip to Mahabaleshwar or beyond to quickly top up their batteries.

The return journey was equally uneventful. Using the regen down the Lonavala Ghat, I could extend the range even further, which, on this round trip, I calculated to be 504km. That is a truly impressive figure, considering how hard I was driving the EQE SUV. In fact, there was enough charge left in the battery (36 percent) for me to make another trip to Pune!

The other area where the EQE SUV shines is refinement. The EQE SUV is not just quiet; it’s like being inside a luxury vault on wheels. The adaptive air suspension noiselessly glides over any surface, and then there’s the acoustic insulation, which Mercedes has absolutely nailed. Road, tyre and wind noises, even the electric motor’s faint whir, are gone. The cabin is like a calm oasis, and that’s what makes the EQE SUV special. It is luxury in its most serene form.

Also see:

Mercedes EQE SUV vs Audi Q8 e tron vs BMW iX vs Jaguar I Pace comparison video

Mercedes CLE review: Breezy cruiser

New Mercedes-AMG C 63 S E Performance to launch on November 12

Also See:

Mercedes-Benz E-Class vs BMW 5 Series comparison video

Mercedes-AMG has launched the new C 63 S E Performance in India at Rs 1.95 crore. The C 63 S E Performance marks AMG’s third new car launch this year and its third plug-in hybrid in India, following the S 63 E Performance and the GT 63 S E Performance. Bookings have opened today, and deliveries are expected from April 2025 onwards.

1. C 63 S E Performance pairs 476hp 4-cyl engine with 204hp motor
2. Gets sporty AMG-specific changes inside and outside
3. Buyers will get a complementary Nurburgring experience

Mercedes AMG C 63 S E Performance powertrain

Gone is the V8 engine that used to power the previous C 63. It’s been replaced with a 2.0-litre, four-cylinder, turbo-petrol engine that makes 476hp and 545Nm and is paired to a 9-speed automatic gearbox. The engine is paired to a rear axle-mounted electric motor that can put out a peak of 204hp and 320Nm. Total maximum output stands at 680hp and a whopping 1,020Nm of torque. Merc uses F1-derived tech for the turbocharger, which incorporates an electric motor that runs off the 400V electrical system, and helps the turbine spool faster.

Power is sent to all four wheels through the 4Matic+ system, which comes with a drift mode. The claimed 0-100kph time for the C 63 S E Performance is 3.4 seconds. The AMG Driver’s Package that's usually available as an option, is standard on the C 63. So top speed is 280kph.

The plug-in hybrid performance sedan gets a 6.1kWh battery pack (weighing 89kg), giving the C 63 an electric-only range of up to 13km. Four-wheel steering is also standard, which allows the rear wheels to turn up to 2.5deg in the opposite direction (up to 100kph), and up to 0.7deg in the same direction at speeds higher than that. The new C 63 gets eight drive modes – Electric, Comfort, Battery Hold, Sport, Sport+, RACE, Slippery and Individual – along three levels for its adaptive damping system – Comfort, Sport, and Sport+.

Mercedes AMG C 63 S E Performance interior, exterior

Compared to the standard C-Class, the AMG-spec model gets a vertically slatted grille with active shutters that open or close depending on the engine’s cooling needs. The restyled, more aggressive front and rear bumper increase the car's length by 83mm, and the wider front wheel arches make the performance version 76mm wider than the standard sedan. Lightweight 20-inch alloy wheels are standard.

Mercedes says AMG exclusive paint options like the Matt Graphite Grey Magno are customisable, and optional ceramic high-performance composite brakes can be specced instead of the standard ventilated and perforated metal ones. Naturally, the company offers a great deal of personalisation options with the C 63 S E Performance.

On the inside, the AMG and the standard model share the same layout, but this gets an all-black theme and an AMG-specific steering wheel. The ventilated sports seats in nappa leather and carbon fibre interior trim, a 12.3-inch touchscreen infotainment and head-up display, and the 710W, 15-speaker Burmester sound system are standard. AMG Performance seats are an optional extra. Along with the usual list of ADAS features, 7 airbags and a 360-degree camera are standard fit.

Mercedes-AMG says that every buyer of the C 63 S E Performance will get a complementary opportunity to race at the Nürburgring.

Mercedes AMG C 63 S E Performance price, rivals

While the Rs 1.95 crore Mercedes-AMG C 63 S E Performance has no direct rivals in India, other models that vie in this rarefied performance-focused space include the recently launched 550hp BMW M4 CS (Rs 1.89 crore) and the larger 500hp Porsche Panamera GTS (Rs 2.34 crore).

All prices, ex-showroom, India

Also see:

2024 Mercedes-AMG G 63 video review

Mercedes-AMG confirms future electric super SUV

11th edition of Mercedes-Benz Classic Car Rally slated for November 24

I’ve always had a soft spot for Mercedes-Benz. The sheer luxury they offer simply bowls me over. While hardcore performance cars are often what I usually find myself behind the wheel of, every now and then, it is nice to sink back into the lap of luxury. And that’s been the case with the Mercedes-Benz GLC 220d in our long-term fleet. It was my daily driver for a few weeks, and I must say it always put a smile on my face each time I walked up to it to start my long commute to the office.

I really like the styling of the GLC, which is just right and not over-the-top; it looks smart and has a good road presence, too. What I like even more, though, are the interiors. The inside complements the exterior perfectly, beginning with a neat and smart dashboard. However, I have to mention that for an otherwise minimalist cabin during the day, I found the ambient lighting a bit overwhelming with all sorts of colours on the dashboard and around the cabin. Thankfully, it can be toned down to a single colour or the brightness can be reduced. While there have been mixed opinions about it among my colleagues, I personally like the pinstripe pattern, which goes well with the matte dark wood insert on the dash.

I also like the large 11.9-inch touchscreen, which is conveniently placed with a slight tilt towards the driver, making it more driver-centric. I also like the fact that most controls are integrated into the central touchscreen, along with a single bar of buttons for quick access to driving modes, park-assist, hazard lights, and volume controls. It sure looks neat, but feels loose when used.

Something that I am really particular about in cars is the seats, especially the driver’s, as that’s where I spend most of my time. I must say that the GLC’s front seats were perfect for me. The cushioning is on the firm side, but I really like the side bolstering, which offers great support. I also found the brown leather seats perfectly suited for everyday use, without having to worry about them getting stained or dirty easily. What I found very useful was the seat memory feature, which allowed me to store the seat position, steering reach/rake, and wing mirror position every time I had to swap cars with my colleagues. Another aspect I really appreciated was the Burmester audio system, which delivered top-notch, crisp audio quality. Also worth mentioning are the side footboards, which made it easier to get in and out of the GLC.

Another feature that is very helpful is the 360-degree camera, which also offers a simulated under-bonnet view using the front camera. What’s even more interesting is the GPS-activated 360-degree camera, which begins to relay a feed as soon as the GLC arrives at a saved GPS location. This is convenient if your parking spot is in a tight space. One oddity I did notice is that Google Maps via Apple CarPlay is projected on the whole screen, while when using Android Auto, it shows up on only half the screen.

The GLC proved to be a perfect mile-muncher as it offered an estimated range of over 800km on a tank of diesel. This made it a go-to choice for long road trips for me, and I enjoyed the way it drives. There’s a healthy dose of torque, and the tall gearing means the GLC 220d was happily stretching its legs on highways. The 9-speed torque converter gearbox worked seamlessly and was fun to toggle between gears via the paddle shifters every once in a while for some enthusiastic driving. I found the suspension to be on the firm side, but it was never uncomfortable. The chunky 55-profile tyres were a boon on bad roads, providing extra cushioning where needed.

The GLC is equipped with Level 1 ADAS, which includes lane-keep assist and active brake assist. While these features are good for safety on highways, I found the active brake assist too intrusive and sensitive for our cities. Annoyingly, every time I turned it off via the settings, it would come back on with each ignition cycle.

But these grouses aside, the GLC is really a well-sorted package and I had a comfortable time using it as my daily driver to work and on some enjoyable drives out of town. It is headed back to Mercedes now, and while I am a bit sad to see it go, on a greener note, we’ve got the Mercedes EQE SUV in the long-term fleet. More on it soon! 

Also see: 

Mercedes GLC and GLE coupes could be axed in the future

Mercedes GLC long term review, 8,700km report

2024 Mercedes AMG GLC 43 Coupe video review

It was one of those perfect drives, a rare window of relative emptiness on India’s busiest highway. A mid-morning dash to the BU Bhandari showroom for the launch of the Mercedes-AMG GLC 43 was the easiest Mumbai-Pune trip I’ve done in a long time. Making the drive particularly relaxing was the new addition to Autocar India’s fleet, the all-electric Mercedes EQE SUV, which got its first highway outing.

It took just two hours and six minutes in the ultra-smooth (and quick) EQE SUV to go from the Autocar HQ to the BU Bhandari Showroom on the Pune bypass. That’s less than what many office folks take to get home on a typical working day in Mumbai. It does help that the AtalSetu has brought our office closer to the edge of Mumbai, and a 10:15am departure was a sweet spot (or time). The early-morning highway rush was over, the toll plazas had no long queues, and even the Lonavala Ghat, which is choked most of the day (and night) on Google Maps, was surprisingly ‘blue’. Traffic flowed without holdups, even on the steepest sections where trucks otherwise block all lanes while trying to ‘overtake’ at a crawl.

The Atal Setu is always a great place to try out the ADAS system on any car. The wide and perfectly marked lanes and the gentle curves on this 21km sea bridge were perfect for checking out the EQE SUV’s ‘Level 2’ ADAS capability. That meant letting the Adaptive Cruise Control (ACC), which I have set at 99kph (just below the 100kph speed limit), and the Lane Keep Assist do the work while I sat back and relaxed with just a light hand on the wheel, enjoying the harbour’s breathtaking views.

The Lane Keep Assist worked brilliantly, keeping the big Merc centred nicely in the fast lane. When changing lanes, I was impressed with how the ACC reacted smoothly. When you signal and shift into the overtaking lane, the ACC provides strong and linear acceleration without abrupt power surges to match the new lane’s speed.

While the ADAS in the Mercedes EQE SUV is highly advanced, it has some limitations, especially when dealing with erratic drivers who slice across lanes like it’s a normal thing to do. If some idiot abruptly cuts into your lane from a sharp angle, the ADAS can struggle to react promptly. This is not the case with just the EQE SUV – no ADAS is fully capable of handling such unpredictable events, which is a reminder of why the tech can only assist and not replace the driver.

Mercedes’ Active Brake Assist, while a great safety feature on paper, can become a nuisance – and even a potential hazard – in Mumbai’s chaotic traffic. Designed for controlled environments, it doesn’t quite account for the unpredictability of pedestrians darting across roads or scooters weaving through tight gaps. The system often triggers unnecessarily, slamming on the brakes at the slightest hint of an obstacle. In such congested conditions, this overly sensitive response can be more dangerous than helpful. These fierce and abrupt stops are hugely unnerving for the passengers and could catch a driver behind you off guard, increasing the risk of rear-end collisions. It’s best to switch the Brake Assist off, which you have to do every time you start the car.

The monsoons have made mincemeat of the Nhava Sheva road, which connects the Atal Setu to the Mumbai-Pune Expressway, and on such surfaces, the EQE SUV is out of its comfort zone. To be honest, it doesn’t quite live up to its SUV credentials and isn’t comfortable dropping in and out of potholes like its IC engine brethren. That’s because the softly sprung EQE SUV uses up its suspension travel quite easily, and deep ruts and craters crash through. In fact, it’s best to use ‘Sport’ drive mode as the default setting. The suspension feels overtly soft in Comfort and Normal modes, which is fine when you are crawling in rush hour, but up the pace a bit on even a slightly smooth road, and you’ll find the EQE SUV tends to wallow and feel floaty. In Sport mode, the suspension tightens nicely to give a more settled ride, which is what you want on the highway.

Two areas where the EQE SUV stands out are performance and range, and both are interlinked because, with great range, you can enjoy the performance without keeping an eye on the SOC meter.

Plant your foot down, and this big and heavy SUV lunges forward with an intensity that can take you aback but in a very pleasing way. The EQE SUV gathers with velvet smoothness, and before you know it, you’ve sailed past the speed limit. On the Mumbai-Pune expressway, which is now infested with speed cameras, it is hard not to get a speeding ticket. To stay out of trouble, I limit my indulgence to short jabs of the accelerator pedal just to enjoy all the 408hp and 858Nm of torque that puts most IC engine SUVs to shame.

I averaged 66kph on the 140km drive to BU Bhandari, which is pretty good if you consider that this included slow, non-expressway sections. Not that the expressway raises your average speed dramatically because with so many cameras staring at you, I’m forced to show a lot of restraint! With 332km range left, I didn’t need to use the Pune Mercedes dealers’ on-site 180kW fast charger, but it’s good to know that it’s there and that the dealership is happy to let non-Merc owners plug in as well. Located just off the Pune bypass, it’s an incredibly convenient place for EVs on a long-distance trip to Mahabaleshwar or beyond to quickly top up their batteries.

The return journey was equally uneventful. Using the regen down the Lonavala Ghat, I could extend the range even further, which, on this round trip, I calculated to be 504km. That is a truly impressive figure, considering how hard I was driving the EQE SUV. In fact, there was enough charge left in the battery (36 percent) for me to make another trip to Pune!

The other area where the EQE SUV shines is refinement. The EQE SUV is not just quiet; it’s like being inside a luxury vault on wheels. The adaptive air suspension noiselessly glides over any surface, and then there’s the acoustic insulation, which Mercedes has absolutely nailed. Road, tyre and wind noises, even the electric motor’s faint whir, are gone. The cabin is like a calm oasis, and that’s what makes the EQE SUV special. It is luxury in its most serene form.

Also see:

Mercedes EQE SUV vs Audi Q8 e tron vs BMW iX vs Jaguar I Pace comparison video

Mercedes CLE review: Breezy cruiser

New Mercedes-AMG C 63 S E Performance to launch on November 12

The Mercedes-Maybach S-Class 2022 makes clever use of tech to deliver a luxurious experience 

We get an exclusive first look at the Mercedes-Maybach GLS 600 and take it for a spin in a rather challenging setting

Mercedes-Benz India has introduced the Mercedes-AMG C 63 S E PERFORMANCE, a hybrid sports sedan that blends high-performance engineering with Formula 1™-inspired technology

Both Cadillac and Mercedes plan to expand their electric car offerings to the SUV market segment in the near future.

The post Large Electric SUV Models Coming From Cadillac & Mercedes appeared first on CleanTechnica.

This year, the All-Stars series is highlighting students from all over North America—students from each of OCF's nine regions. For the Northwest regional feature, Tasya speaks with the co-presidents of Boise State University's OCF chapter: Mercedes Huse and Kayla Munkres. Mercedes and Kayla explain how they share the work of the Chapter President, give advice to OCF students in leadership positions in their chapter, and share some of their favourite chapter meeting activities.

Mercedes have put the car from Lewis Hamilton's controversial 2021 championship defeat on display in the lobby at their factory.

Alpine have officially announced they will use Mercedes power units when Formula 1 introduces its new engine regulations in 2026.

Alongside the AMG models that were introduced, Mercedes-Benz Malaysia also unveiled the Mercedes-Benz GLC 350 e 4MATIC Coupe.

The Mercedes-Benz GLC 350 e 4MATIC Coupe is a plug-in hybrid model that emphasises both luxury and practicality. The GLC 350 e offers an impressive all-electric range of over 100km (WLTP) and supports speeds up to 140km/h on electric power alone, making it a versatile choice for urban and longer-distance driving.

Design and Exterior Features

The GLC Coupe’s sporty silhouette is complemented by an AMG Line exterior, highlighted with 20-inch AMG multi-spoke alloy wheels, a panoramic sliding sunroof, and aluminium-look running boards with rubber studs. Polished aluminium roof rails enhance its premium profile, while the Digital Light technology with Adaptive Highbeam Assist Plus ensures high visibility across various driving conditions.

Interior and Technology

Inside, the GLC Coupé continues the AMG Line’s sporty aesthetic, with Artico man-made leather upholstery crafted to play with layered surfaces for a premium feel. The instrument panel and beltlines feature Artico leather in a nappa look, paired with a metal structure trim element. Adding to the luxury is a multifunction sports steering wheel in nappa leather and a high-quality Burmester 3D surround sound system.

Safety and Assistance Features

Equipped with the Driving Assistance Plus package, the GLC 350 e offers Active Distance Assist Distronic, Active Lane Keeping Assist, and Pre-Safe Impulse Side, delivering enhanced safety and driver support.

This new GLC 350 e 4MATIC Coupe is priced at RM425,888.

Mercedes-Benz Malaysia has introduced a few new AMG models to their lineup here which are the Mercedes-AMG G63, AMG SL 63 4MATIC+, AMG GLE 63 S 4MATIC+ Coupe and the AMG GLC 43 4MATIC Coupe.

G63 AMG

The all-new Mercedes-AMG G63 made waves when it was introduced to the world earlier this year. It marks the continuation of an icon and is now powered by the tried-and-tested AMG 4.0-litre V8 Bi-Turbo engine. It puts out 585hp and 850Nm of torque.

One of the key new features is the combination of the 48-volt technology and an integrated starter generator (ISG). This lets the new G63 put out an additional 20hp and 200Nm for a short burst.

In terms of performance, the AMG G63 accelerates to 100km/h in just 4.4 seconds as the AMG Speedshift TCT 9G transmission providing ultra quick shifts, while top speed is rated at 220km/h. The top speed goes up to 240km/h with the optional AMG Performance Package.

All that bulk is kept in check with the AMG Active Ride Control suspension with active, hydraulic roll stabilisation and adaptive adjustable damping.

In terms of design, the new G63 is distinguished by the new AMG-specific radiator shell and large air inlet grille in the front bumper. The AMG Night Package on the other hand adds sporty, expressive design elements in black or dark chrome.

Red-painted AMG brake callipers with perforated brake discs are a silent hint at what the car is capable of while 22-inch AMG cross-spoke forged wheels round off the exterior.

For the interior, the Superior Line interior transforms the inside into a luxurious lounge. Highlights include a sliding sunroof, instrument panel in nappa leather, diamond design elements and active multi-contour seats including massage seats and seat climate control which are part of the Energizing Package. The interior is further enhanced with AMG Carbon-Fibre and Nappa leather upholstery.

Entertainment is provided by the Burmester 3D surround sound system which provides an immersive experience through the Dolby Atmos feature. Entertainment and other features such as navigation can be accessed through the 12.3-inch infotainment system that offers the MBUX Augmented Reality Navigation which superimposes graphic navigation and traffic information on line imagine on the infotainment screen.

The new Mercedes-AMG G63 is priced from RM1,948,888 without insurance and individualisation.

The struggling Alpine Formula 1 team will use engines and gearboxes from Mercedes starting in 2026 after parent company Renault cuts its in-house F1 engine program.

Mercedes F. Kweh, PhD, honored for pioneering contributions to the biotechnology industry

VOMOS, a leading provider of premium ground transportation services, proudly announces the newest addition to its distinguished fleet — the Mercedes Maybach Metris with service in PA, DE and the NorthEast Tri-State Area.

Dusty Cars, a top classic car appraisal and buyer service company, is proud to announce new content on Classic Mercedes valuation. Owners of classic Mercedes vehicles can find the right price to resell it.

Dusty Cars, a service specializing in classic car appraisal, purchase, and sales, is announcing a new post. The vintage Mercedes appraisal and Jaguar appraisal pages have been updated.

Dusty Cars, a California expert in classic car appraisal and purchase, is announcing new content for Jaguar and Mercedes appraisal support.

The vehicles are investment grade and available to the public.

Dusty Cars is proud to announce a new post on a classic Mercedes valuation. Owning a Mercedes sports car can be the dream of a classic auto enthusiast, but getting a fair appraisal may be quite a challenge.

Dusty Cars is proud to announce an update to its "vehicles for sale" page. The information reflects the intense appraisal, valuation, and buying efforts of the company to find persons who own a classic vehicle and want to sell it, fast.

Dusty Cars is proud to announce recently sold classic Mercedes-Benz models. The company's Mercedes valuation services continue to delight sellers looking for fast cash offers on their classic vehicles.

Dusty Cars is proud to announce a new blog post on the valuation of a classic Mercedes car. A proper appraisal could be helpful to the seller and the buyer.

Dusty Cars, a buyer of classic vehicles, is announcing revised pages for specific brands. Owners wanting to learn the value of a classic Mercedes or Jaguar can visit the website and begin the process of finding a buyer.

La DANA ha destruido decenas de miles de vehículos pero muchos coches antiguos han sobrevivido ya que no tienen a penas componentes electrónicos Leer

Operating as a Mercedes-Benz franchise for over 20 years, Intercounty Truck & Van covers the five counties of Northamptonshire, Cambridgeshire, Buckinghamshire, Bedfordshire and Lincolnshire with dedicated commercial vehicle dealerships to support its ever-growing and wide-ranging customer base.

The Stranger's morning news round-up. by Hannah Krieg

A perfect day for a biiiiiig walk: We could all use a little sunshine right now. Today, Seattlites can expect on-and-off sunny skies—I think the weather nerds of the PNW call it “sunshowers”—and temperatures in the high 50s. 

Council President Rinck: We got another ballot drop last night! Here in Seattle, Alexis Mercedes Rinck has only expanded her decisive lead on the City Council’s faildaughter Tanya Woo. And it's not just Woo that Rinck’s got beat. Her vote count trumps the combined total of the 2023 City Council victors and she’s got a 26,000-vote lead over Council President Sara Nelson’s 2021 campaign. Rinck may be a minority opinion on the council, but she represents more of the electorate than any other member.

Nail-biter: Washington’s 3rd Congressional District is still too close to call. U.S. Rep. Marie Gluesenkamp Perez leads her far-right challenger Joe Kent by about 12,000 votes. We should have a clearer picture in the coming days, but for now the whole country is watching—this race is among the handful that will decide if Republicans retain their majority in the House. 

Another close one: It’s still a tight race for I-2066, the hedge fund millionaire's initiative that would ban the state from encouraging electrification.

Something good on Twitter: After a landslide victory, State House elect Shaun Scott has earned a meme.

???????? pic.twitter.com/RNI4iERKsK

— Shaun Scott ???????? (@eyesonthestorm) November 6, 2024

Joever: Yesterday, Vice President Kamala Harris addressed the nation to concede she had lost the 2024 presidential election. She kept her remarks very positive, very boilerplate Democrat. If she truly believed  Trump is the threat to the American people he is, she should have come for blood. But, no. The Democrats love to capitulate to the right. And, it's part of why they lost so spectacularly. They championed an extreme and inhumane immigration platform, shrugged their shoulders at Israel’s utter decimation of Gaza, and totally abandoned working people crushed by the weight of the affordability crisis. I know you’re smart and you already know this, but as the #Resist libs start to re-recognize the ever-present threat of fascism—the precarity of reproductive access, queer and trans liberation, immigrants’ rights, workers protections, and more—remember that the Democrats' constant sidesteps to the right landed us here. 

well, as long as you had fun! https://t.co/FtJ9HJ4T8P

— Lead Actor from Pixar’s Sodas (@ByYourLogic) November 7, 2024

Trump transition begins: President-elect Donald Trump’s allies have started lobbying for positions in his administration. According to CNN, Trump will use these positions to “reward” those who have remained loyal to him. That’s also a key feature of his plan: make the administrative state, or what they often call the “deep state,” more friendly, thus radically expanding the executive's power and efficiency. Some top positions seem narrowed down. Trump’s likely considering 2024 co-campaign manager Susie Wiles, his former budget director Russ Vought, CEO of the America First Policy Institute Brooke Rollins, or his former US trade representative Bob Lighthizer for White House Chief of Staff. Rumor has it he will also find jobs for loathsome little rat Elon Musk and anti-vax nut job RFK. Cool.

Off the hook: Trump’s victory may mean the end of his two federal criminal cases related to his attempt to overturn the 2020 presidential election and his mishandling of classified documents. His team delayed the cases until after the election, banking on a victory so Trump could fire special counsel Jack Smith and end the cases. As for his New York hush money case, Trump is scheduled for sentencing later this month, but his team will likely argue he’s entitled to constitutional protections afforded to sitting presidents after his election. 

Solidarity: Yesterday, Cascade PBS workers staged an informational picket outside their workplace to pressure their bosses to meet their three demands in their contract: higher wages, better benefits, and strong workplace protections. And, boy, do they deserve higher wages. According to their press release, the Cascade PBS CEO made nearly seven times the average unit member’s salary in 2023. Greed is a fucking disease.

Today at noon, @CascadePBSUnion members used our lunch break to rally for fair wages and a fair contract. If you’re in the area, drop by and say hi - we’ll be the ones in the bright red shirts ✊ pic.twitter.com/ZR9pEwK6jV

— Cascade PBS Union (@CascadePBSUnion) November 6, 2024

In honor of our incoming commander-in-chief: He’s a theatre girly.

Tuesday’s catastrophic results at the federal level mask a different, more durable, and deeply consequential result here in Seattle: Voters chose a public safety candidate from the left. by Kamau Chege

Tuesday’s catastrophic results at the federal level mask a different, more durable, and deeply consequential result here in Seattle: Voters chose a public safety candidate from the left.

For close observers, the result was no surprise: Alexis Mercedes Rinck, running on a strong message of smart, sensible, and progressive public safety and stability, won her primary handily, led in the polls in the lead up to the general election, and easily defeated an incumbent councilmember citywide with more votes than any city council candidate has ever won in a Seattle election.

The critical takeaway is how she won. Rinck, unlike other candidates from Seattle’s left wing in recent years, conceded to the obvious but difficult-to-navigate reality that Seattle voters view public safety as the single most important issue in local elections and, importantly, that those views actually reflect a material reality that bears serious public attention and public work. Missing from the campaign were efforts to browbeat voters for being concerned about public drug use, visible homelessness, and a pervasive sense of disorder in our streets. 

Unlike her opponent, however, Rinck’s policy proposals to tackle voters’ biggest concerns are evidence-based. She supports deep investments in affordable housing — and is willing to raise revenue to pay for it. She’ll work to expand mental health treatment opportunities for those who need it. She’ll fully fund critical municipal services that connect people to resources before they fall into crisis. And she’ll work to build more housing everywhere.

Woo’s campaign, meanwhile, felt rudderless and contradictory to itself. She was at once painting herself as an outsider seeking change, but also as an incumbent who got progressive results. But in facing a charismatic, competent opponent who conceded that Woo’s main issue was central but ran on doing something about it that might actually work, Woo’s campaign collapsed. 

At the beginning of the year, a campaign based on public safety seemed like fertile ground for Woo and her colleagues on the city council who won their elections hammering the same themes against a left that failed to counter pandemic-era attacks about defunding the police.

Rinck’s progressive campaign neutralized those attacks by recognizing a fundamental liberal principle: that when public spaces become private domains — whether through encampments or open air drug markets — they deny public amenities to the many while inadequately serving the few who are unhoused or in crisis. The solution most people want, as Tuesday’s results suggest, lies not in costly incarceration or aimless sweeps but in moving people from crisis to care.

The public’s fixation on safety and stability in this election should not surprise us. Fears about safety flourish in populist moments, in cities divided between haves and have-nots, and in places grappling with widening inequality. As zoning laws continue to strangle our ability to build, crisis care programs are starved for funding, and democratic institutions strain under populist pressure, voters gravitate to a basic need for physical and psychological security.

Rinck’s campaign offers us a model and a playbook for organizing with hope and meeting people where they are — even if that is initially a place of fear and contradiction. Her campaign, and those we hope will follow it in winning back the City Council for progressives, offers abundance in the face of scarcity and hope in the face of despair.

We’re facing bleak times as a country. Perhaps it’s precisely because things are so bad right now that we can't give in to despair, whose pernicious power is its ability to narrow our attention to narratives that only encourage more despair. Its impact results in our inaction. 

As implausible as it seems, this moment demands hope, and specifically, hope as action. We must remind ourselves and each other of our own agency, and our ability to imagine a better future, a better system. Despair calls on us to retreat. Hope asks: what if we win? Then demands we go out and make it happen. On Tuesday, Rinck did just that.

Kamau Chege is a democracy reform advocate. Rian Watt is an economic justice advocate.

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