New Mercedes CLS 450 2018

Merc’s CLS is a relaxed and luxurious cruiser in 450 4Matic form, but how does it cope on UK roads?

Verdict

Merc’s smooth EQ Boost 3.0-litre petrol engine builds on the CLS’s credential as relaxed and luxurious cruiser, striking a great balance between refinement and performance. On UK roads and at low speeds, the ride quality isn’t as plush as you’d expect, however – a standard E-Class saloon is the better, cheaper and more practical in that respect.

What started as niche segment with the first generation CLS back in 2004, the four-door coupe market has now blossomed into a battleground between the German premium brands. Keen to demonstrate it knows best, Mercedes has now launched its third generation CLS in the UK.
We’ve already driven the 400 d and AMG CLS 53 on European soil, but this is our first chance to try the CLS 450 4MATIC petrol. It’s powered by Merc’s latest 3.0-litre six-cylinder engine, which incorporates clever mild hybrid 48v electrics (which Mercedes calls EQ Boost) to improve performance and economy. It’s available only with four-wheel drive and a nine-speed automatic gearbox.

Mercedes says the CLS 450 will hit 0-62mph in 4.9 seconds, but from the very moment the wheels begin to turn it’s clear this is a car focused on luxury and refinement rather than outright performance.

The engine is almost inaudible at idle and effortlessly sails its way up to 70mph with a delicate six-cylinder burble. It’s deceptively quick, in fact, helped by the EQ Boost system’s extra slug of power (250Nm and 22bhp) under hard acceleration.
The smooth transmission keeps things calm and serene as it works it way up through the gears at its earliest opportunity. But if you do decide to take control with the steering wheel mounted paddles, the gearbox can feel a bit labored with its changes. It does mean you shouldn’t have too much trouble achieving Mercedes’ claimed 36mpg; the low down shove and relaxed nature of the engine mean you rarely need full throttle.

The various driving modes change the car’s character. The Comfort, Sport and Sport+ settings make subtle adjustments to the car’s steering, gearbox and throttle response to sharpen things up. But the CLS is more at home in its default setting, where you can enjoy the graceful performance of the engine and supple ride quality. However, at lower speeds the CLS doesn’t iron out road imperfections quite so well – not helped by the big 19-inch alloys, which come as standard.
Another compromise you have to make with cars such as the CLS is practicality. The 490-litre boot is a rather awkward shape, while anyone taller than 6ft sitting in the back will feel a little snug – as that sloping roofline robs you of precious headroom. It’s also the first CLS to feature three seats in the rear, but a chunky transmission tunnel means it’s really only suitable for children.

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There will be few complaints about lavish cabin or tech on board, however. The CLS is as well appointed a penthouse suite in a boutique hotel; swathes of leather, textured wood and brushed aluminium cover every visible surface. A Burmester stereo, electric sunroof, 360-degree camera, Apple CarPlay and Android Auto come part of a £3,895 Premium Plus Package.
The only spec offered on the CLS in the UK is AMG Line, meaning all models come fitted with a full leather interior, twin 12.3-inch displays, sat-nav, climate control and 19-inch alloy wheels.

Key specs

• Model: Mercedes CLS 450 4Matic AMG Line coupe
• Price: £57,640
• Engine: 3.0-litre twin-turbo 6cyl
• Transmission: Nine-speed auto, four-wheel drive
• Power/torque: 367bhp/500Nm

• 0-62mph: 4.9 seconds
• Top speed: 155mph
• Economy: 36.3mpg
• CO2: 184g/km
• On sale: Now

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New Mercedes C-Class

Saloon and estate prices for Merc’s new C-Class have been confirmed, with first deliveries set for July

Mercedes has released full prices and specs for the revised C-Class saloon and estate. The wide-ranging updates include improved infotainment and connectivity systems and new engines.
It remains on the same platform as before, so the styling receives only subtle changes as opposed to a major overhaul. New bumpers, revised headlights and tail-lamps feature; the standard configuration at the front will be halogen lights with LED daytime running lights, but with a full LED set-up available as an option.

The dashboard design remains much the same as before too, but the infotainment system has been completely overhauled. The outgoing car’s seven-inch screen has been ditched for a more advanced 10.25-inch set-up that’s standard throughout the range. Some of the infotainment functions can be controlled through touch-sensitive panels on the steering wheel, a set-up directly carried over from the larger E-Class and S-Class.

In addition to the display, all C-Class models are equipped with a reversing camera, heated front seats, satellite navigation and adaptive cruise control. The cabin also gets what the marque calls ‘Energizing Comfort Control’; a system which uses the air-conditioning, perfumed scents, seat heating, ventilation and massage functions to improve driver wellbeing.
An optional 12.3-inch digital instrument panel can replace the traditional analogue dials. It’s part of a £2,795 package which also adds a 64-colour interior ambient lighting system, Comand online, intelligent LED lighting and wireless phone charging.
From launch, the C-Class will be offered with a choice of one diesel and two petrol engines, with more units expected to follow at a later date. These include the OM654 four-cylinder 2.0-litre turbodiesel already featured in the E-Class, which in this installation produces 191bhp, 400Nm of torque, and returns a claimed 61.4mpg.
A 1.5-litre petrol unit is all-new, assisted by a 48-volt hybrid set-up which adds an additional 14bhp of electrical shove. Total system output stands at 181bhp and 280Nm, returning 46.3mpg. Both rear and all-wheel drive options are offered.

The range will initially be topped by the AMG C 43. The 3.0-litre V6 biturbo makes 385bhp and 520Nm - increases of 23bhp and 44Nm respectively. Deployed to the road through all four wheels, the C 43 can cover the 0-62mph sprint in 4.7 seconds in saloon form, taking a tenth longer in estate guise.

The £33,180 starting price means the revised C-Class carries a near £4,000 premium over the outgoing car, but this is due to both increased equipment levels in the base models and the hybrid assistance of the entry level C 200. The facelifted version of Merc’s BMW 3 Series challenger is priced from £33,180 and available to order now, with first deliveries due in July

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New Mercedes EQ C ride

The first electric Mercedes EQ model has entered the final stages of testing, and we’ve been for a ride

Verdict

The first EQ model is hugely significant for Mercedes. Initial impressions are very promising, although we’ll have to wait a little longer to deliver our verdict from behind the wheel.

We rode around the block in the concept vehicle a year ago, but now Mercedes’ first full-electric EQ model is undergoing final testing.
We’re sitting alongside chief engineer Michael Keltz in a pre-production vehicle being driven in heavy disguise. The EQ C SUV will reach showrooms in 2019.

Inside, it feels as spacious as Merc’s regular GLC, but with a slightly lower roof. Despite being covered in cloth, it’s impossible to miss the large dual-screen set-up and MBUX infotainment system. Boot space looks good, too.

With a battery under the floor, the wiring loom is housed in the transmission tunnel. The car shares its platform with the diesel GLC, which means it can be built on the same line.
Keltz tells us the battery accounts for about 25 per cent of the EQ C’s weight. While he won’t say what that equates to, he doesn’t deny his engineers have had to work hard to manage the bulk.
Where there are challenges, there have also been opportunities; the EQ C’s tech enables new functionality. The ESP system can work directly on the electric motors, for example, using what Keltz calls “micro torque management” to aid the safety systems, which are now quicker and less intrusive.

That it’s quiet is no surprise, but the development team has worked exhaustively to remove any trace of electrical noises. Even by EV standards, the EQ C is eerily silent. There’s a touch of wind noise but that, says Keltz, is down to the hard panels that attempt to mask the new model’s shape.
There are two 250kW synchronous motors powering the car – one per axle – but the way they deliver their torque is different. The front axle motor is all about efficiency, and the rear one for maximum power to aid dynamics.

In regular driving the EQ C will run on the front motor only, and where possible it’ll disconnect and coast. Depending on drive mode, it’ll recuperate energy, too. Mercedes quotes an EV range of around 500km (310 miles), although this will be less under WLTP testing. Charging times will vary, but Keltz says that a 50 per cent fast charge should take around 20 minutes.

Keltz takes us for a ride at 120mph on the autobahn, while clearly enjoying the immediacy and force of the acceleration on country roads, too. It’s quick and on largely smooth German asphalt the EQ C seems to ride and handle nicely.
Despite its SUV looks, it’s only been tested on the road, because it has ground clearance equivalent to an E-Class Estate. The suspension is taken from that car, with self-levelling air springs at the back.
Mercedes will continue development right up to the launch, with the focus now on software changes. The physical parts are all ready for production, we’re told.

Key specs

• Model: Mercedes EQ C
• Price: £55,000 (est)
• Drivetrain: 2x250kW electric motors
• Power/torque: 400bhp/700Nm (est)
• Transmission: Single-speed automatic, four-wheel drive

• 0-62mph: 5.0 seconds (est)
• Top speed: 130mph (est)
• Range: 310 miles (NEDC)
• CO2: 0g/km
• On sale: Late 2019

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Mercedes-AMG GT

The Mercedes-AMG has the Porsche 911 in its sights with sleek styling, storming V8 performance and plenty of tech

The Mercedes AMG GT is undoubtedly one of Porsche's biggest headaches. It follows on from the SLS, doing without the gullwing doors, but lowering weight and increasing performance.
It’s one of the most expensive and powerful Mercedes you can buy; and, its two-door, two-seater layout, coupled with sharp, engaging handling and a thundering V8 engine, put it firmly in 911 territory.
The base 470bhp GT or 515bhp GTS models are both fun cars, but those after a track-biased weapon will want the storming GT R - it's got 577bhp, a more focused chassis setup and technology to help flatter the driver and set blistering lap times.
Perhaps the best compromise between the two is the 549bhp GT C. It's faster than the regular model and a more agile and engaging driver's car, yet it's more set up for the road than the GT R. It's even available as a roadster, too.
All except the GT R make surprisingly good cruisers, though. Because the suspension isn’t too firm, the AMG GT is comfortable enough on long, lazy journeys. It's a pity the steering isn't as natural and communicative as the Porsche – the set-up in the GT R is the best of the ramge – while some may find the interior ergonomics aren't that intuitive. 

Our Choice 

Mercedes-AMG GT C

Buoyed by the success of the extraordinary Mercedes SLS AMG ‘gullwing’ made from 2010 to 2015, Mercedes AMG followed up its former range flagship with this, the AMG GT.
The two cars share a lot in common, including a similar silhouette and much of their structural engineering, but the Mercedes AMG GT is smaller, less expensive, and therefore less exclusive than the model that preceded it.
In fact, the AMG GT's price – and the AMG GT roadster prices – show the model family was conceived with one primary mission: to give the Mercedes family a sporting rival to the omnipotent Porsche 911. Targeting the 911 means potential buyers may also consider the Aston Martin Vantage, Audi R8 or even the Jaguar F-Type R. If you’re fortunate enough to be able to consider the hottest AMG GT R model, you could also be thinking about the fabulous McLaren 570S or 570GT as possible alternatives.

There are four versions of the Mercedes coupe available, with the entry model called simply the AMG GT. Next up is AMG GT S model which has extra power plus upgraded RIDE CONTROL sports suspension, a variable rate locking rear differential and a RACE transmission mode – all in the name of greater performance. The AMG GT R is in a different league, with a major power hike and much more track-focus – as befits a car designed to go head to head with the iconic Porsche 911 GT3.
The GT C, which arrived soon after the GT R, is a bit of a compromise between the S and the R. It features more power, plus details such as the wider rear track and suspension setup largely borrowed from the GT R. But it's designed as a road-biased sports car, with enough comfort and refinement to be used daily.

All the AMG GT models share versions of the same 4.0-litre twin-turbo V8 that now appears elsewhere in the AMG line-up. The motor is mounted ahead of the driver, but set well-back, in what Mercedes describes as a front-mid engine configuration. Drive is directed to the rear wheels through a paddle-shifted seven-speed dual-clutch automated gearbox, and there’s no manually shifted option. Power outputs are 470bhp for the GT, 515bhp in the GT S, 549bhp in the GT C, while the GT R ups the ante to a mighty 577bhp.
The GT S can sprint from 0-62mph in just 3.8 seconds and on to 193mph, and even the entry level GT will manage 0-62mph in 4.0 seconds. For more on Merc’s 911 GT3 rival, you can read our full .

The AMG GT starts at £98,745, while the GT S costs £112,045. Aside from the luxury S-Class Coupe and the extravagant Mercedes-Maybach models, that lofty price tag makes the AMG GT the most expensive car in Mercedes’ current range.
Consequently, running costs are very high and every model is in insurance group 50 (though that’s on a par with their rivals). Official fuel economy isn’t bad at around 30mpg for the GT and GT S, but you’ll never see that if you make the most of the immense power.

The handling is extremely sharp but the AMG GT is much more composed and less intimidating than you’d expect a 400-500bhp rear-wheel drive sports car to be. It’s quite civilised and as comfortable on long journeys as it is racing around a track.

Engines, performance and drive

The Mercedes-AMG GT’s performance and handling are truly impressive

One look at the specification of the AMG GT is enough to get you excited about the driving experience. An all-new 4.0-litre V8 with twin-turbochargers, a seven-speed dual-clutch gearbox, multi-link suspension and a low centre of gravity – it has all the best sports car ingredients.
You sit low in the car and the driving position is good, although the view is dominated by a large bonnet bulge. The engine is mounted behind the front axle for better weight distribution and a lower centre of gravity. As a result, the car feels sharper than previous AMG models and very stable.
Body control is excellent and, for a powerful front-engined rear-wheel drive car (which are often quite twitchy), the grip is sensational. The back end is really steady under acceleration and the AMG GT feels incredibly composed. The steering is light and sensitive, and it doesn’t have the same level of feedback that you’ll find in a Porsche 911. That can affect confidence when pushing on, but you'd need to find a track to really explore this car's limits.
The GT C and R models rank up the planted, secure feel, with virtually no body roll and a more engaging steering setup. The extra stability of the wider track, combined with the extra power on offer, makes the R in particular a far more visceral driving experience, particularly on a circuit, where you can take advantage of its lower weight, active aerodynamics and rear-wheel steering that give it a greater sense of connection. The GT C almost matches it for fun at the wheel, but is more usable on the road.

Despite its sharp handling, the AMG GT is actually a reasonably refined cruiser. The suspension is just the right side of firm and on smooth tarmac with the dampers in Comfort mode, the AMG GT rides decently enough to be comfortable. The wide tyres generate some road noise at speed and the engine does tend to make more of a racket than that of rivals, but overall refinement is good.

Engines

Press the starter button on the transmission tunnel and the 470bhp 4.0-litre V8 (515bhp in the GT S) barks into life. The noise is addictive and really comes into its own above 3,000rpm – especially with the sports exhaust activated.
With 600Nm of torque (650 in the GT S) available as low as 1,600rpm, the AMG-GT feels instantly responsive, yet peak power doesn’t arrive until 6,000rpm – so there’s performance on offer throughout the rev range.
As for acceleration, you’re looking at 0-62mph in 4.0 seconds from the standard model and 3.8 seconds from the GT S, while top speed for each model is 189mph and 193mph respectively. The GT C improves that to 3.7 seconds and 197mph, while the R is capable of doing the sprint in 3.6 seconds and edges closer to the 200mph mark - although at 198mph it doesn't quite cross into true supercar terrority.
The dual-clutch gearbox shifts seamlessly, and there’s a nice blip on the downshift accompanied by pops and bangs from the exhaust when you’re decelerating. Those noises are even more pronounced on the GT C and R models, making every drive a real event. 

MPG, CO2 and running costs

High running costs are inevitable, but certainly no worse than the Mercedes-AMG GT’s rivals

A high performance V8-engined sports car with a near six-figure price tag is never going to be cheap to run, but the GT gives you the image, sound and thrills of the outgoing SLS model for a lot less money.
The GT and GT S versions emit 216g/km and 219g/km of CO2, respectively, and these figures mean tax costs are going to be similar to the 209g/km Jaguar F-Type R Coupe. As a mark of the efficiency gains Mercedes has made, the outgoing SLS emitted 308g/km. Fuel economy for the GT is 30.4mpg, while the GT S is virtually no different at 30.1mpg.
The GT C's powertrain and chassis revisions have had an adverse effect on fuel economy, as it only claims 24.8mpg combined. The GT R produces identical figures, despite having even more power still.
Even the GT C's figures look acceptable enough, given the power and performance on offer. However, it’s worth remembering that it’s unlikely to return anything like those figures if you take advantage of its performance in any way.

Insurance groups

As with mpg and CO2 emissions, insurance costs for the AMG GT are extremely high. Every model sits in group 50, which is as high as it’s possible to get.

However, you can’t really single the Mercedes out in this area, as the majority of rivals at a similar price point and with equivalent levels of performance also sit right at the top end of the insurance scale, so it’s the same situation across the board.

Depreciation

Cars with a premium badge on the bonnet are usually off to a good start when it comes to residual values, while the AMG GT's exclusivity and limited production numbers mean it has extremely strong used value of around 59 per cent of its original cost after three years. That leaves it ahead of the Porsche 911, which has itself traditionally enjoyed cast-iron resale values.
It’s worth bearing in mind how much it costs in the first place, though, as there’s more outright value to lose than with cheaper cars.

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Interior, design and technology

The Mercedes-AMG GT’s cabin is gorgeous – and there’s no shortage of standard equipment

The Mercedes-AMG GT follows in the footsteps of the old SLS Gullwing model. It's a smaller car, but it retains the same front-mid-engine, rear-wheel drive layout (The engine is mounted at the front of the car but pushed back as far as possible for better weight distribution).
The design shows a clear lineage back to Mercedes’ famous sporting models from the 1950s and earlier, too.
With the same long nose and squat proportions, there’s a hint of the SLS about the AMG GT’s shape, but delicate lines make the GT look far more svelte and its proportions are similar to those of the Jaguar F-Type. At the front, traditional AMG bonnet and side vents leave you in no doubt as to the car’s potential.

Customers can choose from a range of carbon, black or chrome exterior detailing packages, but even in its most basic form, the GT has the head-turning appeal to rival the world’s most desirable sports cars.
Inside, the driver-focused cabin makes a strong impression. The seats are low and a huge transmission tunnel runs between them. In a nod to the V8 engine, the centre console has eight buttons laid out in a V formation – and it comes in a choice of chrome, matt carbon, high-gloss carbon, black diamond or matt silver finishes.

The AMG GT’s build quality is first class, with plenty of leather and metal used throughout. The huge centre console is the dominant feature: it splits the cabin in half and features two banks of buttons to control an assortment of functions. A lovely flat-bottomed steering wheel, covered in Alcantara trim, finishes off the stunning cabin and if you’ve got the funds, there’s huge scope for personalised leather trim and other high-end options.

Sat-nav, stereo and infotainment

The dashboard has Mercedes’ excellent tablet-style screen, which is controlled by the latest COMAND system with a touchpad and roller dial, while clear navigation mapping and audio controls mean it's easy to operate on the move.

The COMAND control wheel and touchpad are located where you’d expect the gearlever to be – the lever itself is positioned further back because you use it only to select forward or reverse before switching to full auto mode or using the steering wheel paddles.
As you’d expect with a car that costs as much as the AMG GT, the likes of Bluetooth, DAB radio, a pair of USB sockets and an SD card reader are all standard. 

Practicality, comfort and boot space

Space and practicality is not the Mercedes-AMG GT’s strong point

Day-to-day usability is key to rivalling coupes such as the Porsche 911, but the Mercedes-AMG GT isn't the most practical sports car on the market.
For starters, it’s strictly a two-seater and while cars in this class are not bought for their seating capacity, rivals such as the 911 and the BMW M6 Gran Coupe at least offer small back seats suitable for children.
The Mercedes’ chunky A-pillars (the solid bits on either side of a car's windscreen) make visibility tricky at junctions, and the high bonnet means some hills will be tough to see over. With tiny door pockets and a small glovebox, storage space is a bit tight in the cabin, too.

Size

The AMG GT is 4,546mm long, 1,939mm wide and 1,287mm tall, which makes it longer, lower and wider than a Porsche 911. It’s also longer than the Audi R8, almost exactly as wide but a bit taller.

Leg room, head room & passenger space

A low seat means there’s plenty of headroom and the driving position is excellent, so the AMG GT can be a comfortable long-distance grand tourer. It’s the same deal for the passenger seat, so transporting two in comfort is easy enough, but that’s about the extent of the Mercedes’ abilities in terms of space.

Boot

The boot is similar in shape to the F-Type Coupe's, and it will hold two golf bags longways. There's a maximum of 350 litres, or 285 litres if you pull the load cover closed, but at least that keeps your belongings out of sight. The boot lid opens wide so access is easy and there’s an aluminium strut to stop luggage sliding forward under braking.

However, the shallow boot and its lumpy floor make the space a little awkward. By comparison, the F-Type Coupe has a 407-litre boot, while the 911’s combination of rear seats and a 115-litre deep nose boot gives it a slight advantage over the AMG GT.

Reliability and Safety

Top build quality and plenty of safety kit make the Mercedes-AMG GT a safe and reliable performance car

The GT is new from the ground up, but it’s been subjected to rigorous performance testing, so we wouldn’t be too concerned about reliability. Especially as AMG’s famous ‘one man, one engine’ principle means the 4.0-litre V8s are hand-built to the strictest quality standards.
Across the car, a host of proven Mercedes components should further cement confidence in its reliability. The AMG GT didn’t appear in the models section of our 2015 Driver Power customer satisfaction survey but Mercedes ranked 11th in the manufacturer survey, which leaves it comfortably in the top half of the 32 car makers, although the firm’s dealers finished a disappointing 21st.
Safety kit is a strong point. The GT comes as standard with Collision Prevention Assist, knee airbags for driver and passenger and tyre pressure monitoring, while optional extras include adaptive high-beam LED lights, a reversing camera, lane tracking, blind spot warning and traffic sign recognition.

Warranty

The AMG GT comes with a three-year/unlimited-mileage warranty, which is comparable with the cover offered by other premium brands with high-performance models.
Porsche has the exact same three-year/unlimited package, as do BMW and Jaguar. The only exception is Audi, which falls behind the pack with a three-year/60,000-mile warranty.

Servicing

Mercedes recommends a main service for the AMG GT every 12,500 miles. The firm does offer a fixed price service plan for its cars and a monthly payment plan can be arranged based on mileage and usage. On the AMG GT, it works out at £45 per month over two or three years for an annual service, if your annual mileage is less than 15,500 miles.

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Mercedes-AMG GT 63 S Edition 1

Limited-run version of the new 4-door AMG GT gets unique styling upgrades

Mercedes has revealed a new trim level for the AMG GT 4-Door Coupé. The Edition 1 will be available to order for 12 months from the Porsche Panamera rival’s September 2018 release date.
Based upon the GT 63 S, the changes on the outside include a deeper front splitter with extra flicks in the front apron, a more aggressive rear diffuser and a fixed rear spoiler with an adjustable wing element. Not only do the tweaks marginally increase downforce - compared to the regular model’s adjustable spoiler, the rear wing adds an extra 30kg over the rear axle at 186mph - but overall drag has decreased slightly, too.

The exterior is available in one of three paint finishes: graphite grey magno, diamond white bright and graphite grey metallic, while matt grey racing stripes are applied just above the door sills and optionally across the bonnet, roof and tailgate. The exterior look is rounded off with a set of 21-inch forged alloy wheels.

Inside, the seats are trimmed in a mix of leather and Mercedes’ DINAMICA material, and the steering wheel is finished in the same suede-effect trim. It also gets a contrasting yellow 12 o’clock marking, and the stitching and seatbelts are finished in the same shade.
The engine is identical to that in the regular GT 63 S 4‑Door Coupé. That means that the 4.0-litre twin-turbo V8 sends its 630bhp to all four wheels, resulting in a 0-62mph time of 3.2 seconds and a 196mph top speed.

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New Mercedes-AMG G 63 2018 review

 Mercedes-AMG G 63 2018

We deliver our verdict as legendary G-Class performance 4x4 is transformed

Verdict

If you wanted a Mercedes G-Class before, you’ll want one even more now. It’s better on and off road, while interior ergonomics, quality and functionality are all up to the standards we’ve come to expect from the firm. It’s still a big, heavy and sometimes unwieldy SUV, and true rivals are few and far between, but that doesn’t stop it being an intriguingly competent all-rounder.

It’s nearly 40 years since Mercedes launched the first-generation G-Class. The basic shape has changed very little in that time, but for 2018 the rugged SUV has undergone its most significant transformation ever.
While it might look quite familiar, this new G-Class gets a new body, chassis, steering, suspension, engines and gearbox, as well as new driver assistance systems. The subtly revised design retains most of the SUV’s iconic features, however, including the bonnet-top indicators, visible door hinges, boot-mounted spare tyre and protruding wheelarches.

The boxy shape is similar, too, with a recognisably upright screen and characteristically square doors. Even so, bosses tell us just three external parts have been carried over: the washer jets, door handles and the protective cover for the spare wheel.

The G-Wagen’s rich history hasn’t been neglected inside, though. Key features like the chrome switchgear and passenger grab handle are carried over almost unchanged, and you still sit high. Quality is worthy of the six-figure price as well.
All UK cars get a digital dashboard, comprising two 12.3-inch screens with Merc’s intuitive COMAND infotainment system and touch-sensitive steering wheel scroll pads. Every model comes with a Burmester stereo and three-zone climate control, as well as a 360-degree camera, LED lights and a sunroof.

The G-Class is on sale now, and the first cars will arrive in July. Initially, the only model available will be the G 63 – either in standard guise or Edition 1 trim tested here. While that might not seem the most logical starting point, the outgoing AMG version actually outsold the diesel variant two to one. Every car gets a nine-speed auto box, four-wheel drive and three differential locks.
The G-Wagen still feels like a big car on the road. Its size makes city streets a challenge, while rural roads require new levels of spatial awareness. The vastly improved but still vague steering and poor turning circle ensure you’ll need to leave plenty of time for manoeuvres.
At higher speeds, though, the new car is a big step forward. There’s lots of extra sound deadening, and while its bluff shape still generates significant wind noise at 70mph, it’s almost as refined as you’d expect a Mercedes to be.

In the Comfort setting, the ride is best described as skittish. While it’s not harsh, the ladder chassis isn’t the most sophisticated set-up for an SUV, so it doesn’t feel as cohesive as other premium models. Neat trickery under the skin helps to keep roll in check, but the light controls offer little feel through fast bends. Yet you learn to trust the car. Despite its size, you can push it hard if you give the 2.5-tonne SUV time to stop. The brakes are strong, but its weight demands more anticipation than might otherwise be necessary.

With help from its three diff locks, the G 63 is unrivalled off road. There’s more ground clearance, and it’ll wade 10cm deeper than before. Approach, tilt and break-over angles are all improved, and a special G-Mode engages the low-transfer gearbox, ensuring unflappable traction.
Like any AMG, the 63’s trump card is its engine. The sense of theatre is as evident here as in an E- or S-Class, and is only emphasised by the howling side-exit exhausts. A touch on the accelerator sends the car forward at a rate of knots, chasing the next bend with real ferocity. With 850Nm of torque and 170kg less weight, throttle response is instant.
The G-Class now offers more leg, shoulder and elbow room, too, but if back seat space is a priority, a Range Rover will still serve you better.

Key specs

• Model: Mercedes-AMG G 63 Edition 1                               0-62mph: 4.5 seconds
• Price: £164,495                                                                     Top speed: 137mph
• Engine: 4.0-litre bi-turbo V8                                                Economy: 21.4mpg
• Power/torque: 577bhp/850Nm                                            CO2: 299g/km
• Transmission: Nine-speed automatic, four-wheel drive      On sale: Now

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New Mercedes-AMG GLC 63 S Coupe 2018 review

 With top-end premium SUVs getting more powerful every year, the Mercedes-AMG GLC 63 S Coupe feels like a car of the times

Verdict

AMG’s efforts with the GLC 63 S results in a hot SUV that isn’t quite a true driver’s car, but it’s still an impressive experience nonetheless, especially thanks to that engine. The 4.0-litre unit’s flexibility is truly worthy of praise, and totally the centre of attention from behind the wheel. Whether you prefer the Coupe’s design to the regular GLC’s is up to you.

Like most premium car makers, Mercedes isn’t one to skimp on niches. Especially when it comes to SUVs. More and more 4x4s with top-end badges arrive every year, and they’re getting more and more powerful too.
As such, the latest GLC 63 S Coupe immediately feels like a car of the times. It’s a mid-sized premium SUV sporting an unconventional rakish shape, while under the skin it gets the full AMG treatment, so 503bhp and 700Nm of torque lurk beneath the love-it-or-hate-it design.
• The top ten fast family cars on sale in 2018
Providing that power is AMG’s current go-to powerplant – the 4.0-litre ‘hot vee’ twin-turbocharged V8 found under the bonnet of every AMG 63 model on sale right now, plus, of course, the AMG GT. Over the last few years this unit has proven itself as a marvellous V8, and the fact that it feels so good to toy with even in one of the firm’s SUVs makes the case for it to be an engine we’ll remember in years to come.

503bhp is far from as far as it can go, but it feels the right amount in the GLC 63 S Coupe, assisted by that enormous 700Nm torque figure. As such, that 3.8 second 0-62mph time – the same figure quoted for the regular GLC 63 S – feels achievable with a good launch and the car pumped up to its most potent settings.
It’s an amazingly flexible engine too, though. Flick the optional AMG Performance exhaust button to open the exhaust valves, and the otherwise collected and un-intrusive burble coming from the back end transforms into a rich bark, complete with huge crackles on lift off. The car’s selectable driving modes serve up truly palpable changes too; in Comfort it’s a true V8 cruiser, though it gets steadily more responsive and racy as you flick through the four pre-programmed modes, right up to the full blown Race configuration. An Individual setting allows you to tailor nearly everything, with options to alter the engine and nine-speed transmission’s responsiveness, the exhaust, the traction control unit and the standard AMG tuned air suspension and adjustable dampers as fitted on our car.

On motorways it’s a comfortable cruiser, and AMG’s suspension tweaks don’t seem to have come at the cost of ride quality on faster roads. At low speeds the car’s firmer edge is evident, though, and it is liable to fidget. At a crawl, it feels like the rubber wrapped around those huge 20-inch wheels likes to sag onto its sidewalls a little too, dragging the steering wheel and making tight, snail’s pace manoeuvring slightly awkward.
Naturally for an AMG product, it is possible to drive the GLC 63 S hard. The steering set-up itself is snappy and very well weighted, though it’s difficult to escape the demands of the 2,010kg kerbweight when the car is thrown around. Firmed up to the max, it stays admirably flat in hard cornering, but this is much more of a straight-line weapon compared with the Porsche Macan.

The cabin itself is as typically polished as you’d expect from a Mercedes costing this much money, though the infotainment is a slightly awkward mix of old and new. Merc’s COMAND unit is fairly straightforward to operate, but the display itself is a floating 8.4-inch screen, rather than the impressive dual 12.3 fully digitalised set-up spanning the dashboard, as seen in many of the firm’s latest models. Typical AMG interior trinkets such as the steering wheel, instruments and heated sports seats unique to S versions differentiate the cabin from more everyday models, while our car’s carbon and aluminium trim is a £545 option.
Opting for the Coupe over the regular GLC means a minor practicality penalty. Headroom in the back is slightly pinched and the 500-litre boot is 50 litres smaller. Whether you prefer the shape of the more conventional GLC or the Coupe is purely subjective, though, and these impracticalities are only minor downsides if you’re sold on the styling

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Long-term test review: Mercedes-AMG E 63 S

Second report: one drive has transformed our man’s view of the 604bhp Mercedes-AMG E 63 S mega estate

Verdict

We’re loving our Mercedes-AMG E 63 S more than ever now that we’ve had a chance to try it on some traffic-free back roads. It’s incredibly fast, but also very capable even in the wet, thanks to its sophisticated chassis and four-wheel-drive system.

Mileage: 10,073
Economy: 26.9mpg
It’s strange how a single drive can make all the difference and help you connect with a car. But that’s exactly what has happened with our Mercedes-AMG E 63 S Estate, and I’m pretty glad about it.
It may surprise you to learn that up to this point, I’d been struggling to really gel with our rapid wagon. The E 63 S is spellbindingly fast, for sure, but I want my family car to be a bit more than a dragstrip specialist. And the mixture of stiff suspension, the 20-inch alloy wheels and deep-bucketed sports seats isn’t particularly comfortable on rough British roads.
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There’s quite a bit of roar from the tyres, too – almost to the point where it can be hard to hear the twin-turbo V8 burble – and my colleagues’ giggling predictions about economy have proven slightly closer to the truth than I’d like.

Hardly a love affair, right? And yet, at the back of my mind, I suspected, and hoped, that there would be a point where things would click and I’d suddenly realise what a great car this is.
I’m pleased to report that this moment came the other day, when I drove from my house to Goodwood for a press event. It was a foul morning in Berkshire, with low cloud and heavy rain, and my frustration at the conditions was compounded by the knowledge that the schedule for the day included a drive of a 730bhp open-topped Lamborghini. God bless the British weather.
However, somewhere on the roads south of Guildford, the early-morning traffic died down and the Merc woke up. The roads were still soaking wet, with plenty of standing water in places, but with the car’s Sport mode selected, I was able to lean on its abilities in a fashion that had been impossible on so many other trips I’ve taken it on.

All of a sudden, the inherent stiffness of the chassis set-up started to work for me instead of against me, combining with the E-Class’s long wheelbase and the clever 4MATIC+ four-wheel drive to deliver a great feeling of security over some pretty treacherous roads.
The engine’s astonishing mid-range shove was perfect for the route, too, and I was able to enjoy the excellent gearbox integration and the nine-speed’s rapid shifts in manual mode. It was fast, as usual, but also a lot more fun, especially with its naughty exhaust crackle on downshifts.
By the time I’d reached our prearranged meeting point near the famous West Sussex estate’s racecourse, Goodwood’s famous microclimate had well and truly kicked in (as you can see from our main image). And my view on the Merc had cleared up nicely as well.

Of course, this early-morning blast through the country did nothing for the car’s fuel economy, which is averaging out at 26.9mpg. But now I’ve seen what it can do, on the right road and with no traffic, I don’t mind that quite so much.
I’ve been sharing the love, too, because the Mercedes has been booked by a couple of colleagues wanting something ‘fast and flash’ for long weekends away with their families. From the driver’s seat, it’s often easy to forget that this is a monster estate that can seat five and accommodate all of their luggage with ease. So I’ve started looking for possible weekend breaks, just to have the excuse for a longer run.
I’m also looking forward to slightly warmer conditions, if only because they’ll bring the E 63 S’s tyres back into an operating temperature where they don’t scrabble across the asphalt on full lock. This pronounced judder is a known issue among many big Mercs, although I think the combination of four-wheel drive and our car’s 20-inch alloys compounds it.
We resisted the temptation to fit winter tyres, which could have improved matters, but seeing the thermometer rising into double digits should remove the judder altogether. I’m hoping that I’ll have forgotten all about it by May.

Mercedes-AMG E 63 S: first report

One of the world’s fastest family cars – the Mercedes-AMG E 63 S - joins our fleet
Mileage: 6,250
Economy: 23.4mpg
It seems odd to say it, but in this era of environmental concerns and financial instability, one of the biggest success stories in the car industry is AMG. The brand has been enjoying record sales, thanks to an expanding line-up that includes everything from hot hatches (A 45 AMG) to sports cars (AMG GT). It also has a hypercar on the way in the shape of the Project One.
AMG is known for its V8s, though; and even when faced with demands for greater fuel efficiency, the firm’s engine wizards have found ways of keeping the legendary layout relevant. And now we’re planning to see how this science works out in everyday life, because we’ve just taken delivery of an E 63 S Estate for the next six months.
Under the bonnet lies AMG’s latest twin-turbocharged 4.0-litre V8, a motor closely linked to that in the AMG GT. In our ‘S’ version the engine serves up 604bhp and a walloping 850Nm of torque between 2,500rpm and 4,500rpm. Add a nine-speed automatic gearbox and four-wheel drive, and you have the recipe for a two-tonne estate to go from 0-62mph in just 3.4 seconds.

The top speed is ‘limited’ to 186mph because the E 63 S also gets the AMG Driver’s package as standard.
It is supercar fast. Such is the level of performance, in fact, that each E 63 S comes with a free driver training session at Mercedes’ impressive ‘experience’ and dealer facility at Brooklands in Surrey.
When we arrived for our photoshoot, staff were preparing for half a dozen new AMG owners to get a briefing and then some useful instruction.
It makes perfect sense to us, because our early experience of the car is that it is shatteringly rapid; and that, even with four-wheel drive, it will allow you quite a lot of play before it scoops you up and reins things back in.

This is especially evident in anything other than Comfort mode, because the more focused settings ramp up the gearshifts and firm up the car’s standard air suspension, giving it a more capable, but slightly less tolerant character.

Cold winter mornings have also exposed the fact that the car’s high-performance Michelin rubber isn’t at its best until it has warmed up; that’s another reason why learning how to cope with slip, in controlled conditions on the track, is a good idea.
It’ll be interesting to see how the Mercedes-AMG E 63 S behaves in clogged-up traffic on my commute; but we’ll also try to get a bit of track time, or even do a cross-continent journey, amid the everyday humdrum. This car deserves nothing less

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Mercedes GLC facelift spied for the first time

Revised interior tech and new plug-in hybrid variants for Merc's forthcoming mid-size GLC SUV facelift

The Mercedes GLC facelift has been spotted testing before it hits showrooms in around 12 months’ time. Many of the changes should mirror those introduced to the recently updated C-Class, so expect improved interior tech and, for the first time in the UK, a plug-in hybrid version.
The light disguise of this test mule shows that styling upgrades are subtle. There’s a revised design for the front grille, the headlights feature new lighting graphics, and the bumpers will receive minor tweaks.
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Inside, the changes focus on an updated infotainment system. Our spy pictures show a larger 10.25-inch screen placed on top of the dash, and the old car’s click wheel, located on the centre console, has been ditched for an A-Class-inspired touchpad. Expect more touch controls on the steering wheel, and the option of a 12.3-inch digital instrument panel in place of traditional analogue dials.

The revised GLC should get a refreshed range of engines, using at least some of the powerplants from the C-Class. The most significant could well be a plug-in hybrid, which will be available for the first time in right-hand drive. It's likely to be badged GLC 350 e, and should mix an electric motor with petrol power - although Mercedes could choose to also offer the new diesel-electric PHEV that's being introduced in the revised C-Class.

Whatever the fuel type, the hybrid GLC will lose some of its boot capacity; expect the regular car's 550-litre loadbay to take a 40-litre hit to make room for batteries beneath the floor.
Traditional petrol and diesel GLC variants will continue, sharing the many of the same 2.0-litre units recently introduced to the C-Class

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Mercedes A-Class review

The A-Class is a serious contender in the premium hatchback class, and those looking at a BMW 1 Series or Audi A3 should definitely give it a look. The Mercedes badge still carries considerable weight in the premium sector, and the A-Class is a well priced and handsome way of getting the three-pointed star on your driveway.
There's plenty of choice in the range, from basic petrol and diesel engines right up to the barnstorming A 45 AMG. If you don't fancy the A-Class hatchback, it's spawned three variants - the GLA compact crossover, CLA saloon, and CLA Shooting Brake estate, so there's lots of stylish options to please most buyers.
The A-Class suffers in practicality when you compare it to rivals like the Audi A3, though, thanks to a narrow boot and poor rear passenger space. Some element of the cabin also don't quite feel up to scratch for a premium car, and the options list can quickly get very expensive.

Our Choice 

A 180 d SE

The A-Class has come a long way in 20 years, and today's model is almost unrecognisable from the MPV-like original of 1997. Famously, the A-Class failed the so-called 'moose test', forcing Mercedes to modify the chassis and fit ESP (Electronic Stability Control) as standard.
A facelift was unveiled in 2001, before production ended in 2004. By this time, nearly 1.1 million W168 A-Class had been produced, with Mercedes reportedly losing around £1,200 for every vehicle sold.
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The second-generation W169 arrived in 2004, before the current A-Class launched in 2012, this time in a more conventional, five-door hatchback format. Aside from a facelift in 2015, the A-Class is fundamentally unchanged in five years, so the fourth-generation model, set to arrive in 2018, is long overdue.

Its key rivals are the BMW 1 Series, Audi A3 and Volkswagen Golf, as well as, to a lesser extent, the Volvo V40 and Lexus CT.
You'll pay a little over £20,000 for the entry level A 160, which is powered by a 1.6-litre four-cylinder petrol engine developing 101bhp. The A 180 is the same engine with 120bhp, while the A 200 delivers 154bhp.
Next up is the A 250, again a four-cylinder petrol unit, but this time in 2.0-litre guise and with 250bhp on tap. The range-topping A 45 offers a mighty 377bhp, making it the most powerful four-cylinder engine in production.
The diesel line-up includes the 108bhp 1.5-litre A 180d, and a pair of 2.1-litre units, namely a 134bhp A 200d and a 175bhp A 220 d. The A 250 and A 220d can be fitted with 4Matic four-wheel drive.
There are five trim levels – SE, Sport, Sport Edition, AMG Line and WhiteArt Edition – with standard specification including 16-inch alloy wheels, air conditioning 7-inch media display, leather seats, active brake assist, cruise control, keyless-go, reversing camera, Apple CarPlay and Android Auto.
There are many 'packs' available, as well as a huge list of options.

Engines, performance and drive

3.4

Lower spec models are comfortable, but sporty versions are firm, and aren't as much fun to drive as rivals

With sporty bodykits and stiffer suspension, the higher-spec A-Class models are clearly aimed at those looking for a car that's fun to drive. However, the BMW 1 Series still trumps the Mercedes in this department.
Like many other Mercedes models, the A-Class feels decently sporty, but it lacks the direct steering and responsive handling of the BMW. There's plenty of grip, especially if you go for a four-wheel drive model, but the ride is too firm on UK roads. This is particularly true if you opt for high-spec cars with sports suspension and bigger alloy wheels.
The diesel engines are powerful enough, but they sound quite gruff and are a bit too noisy around town. Petrol models are better, but aren't as efficient and could do with being a bit more powerful to keep up with traffic easily.
Go for an A 200d, and you get Merc's trusty 2.1-litre diesel under the bonnet. It makes 134bhp in this guise, but as mentioned, it's rather noisy when compared to rivals. Add a seven-speed DCT gearbox, and while it delivers smooth shifts, they're not as fast as the DSG-equipped Audi A3. Seventh is relatively long geared, to, so it kicks down readily at motorway speeds, but thankfully doesn’t jerk between ratios.

Mercedes has fitted the Dynamic Select system to the A-Class, which lets you choose between Eco, Comfort, Sport and Individual driving modes. Eco blunts the throttle response enough to be frustrating, while Sport mode holds on to gears for longer to boost acceleration, although that does mean the engine sounds harsh. There are paddles on the wheel to allow you to take manual control of the gearbox, but the plastic shifters aren’t that pleasant to use, and, most of the time, the electronics do a good enough job of finding the right ratio.
In corners, the A-Class continues to be a bit of a letdown. The numb steering doesn’t offer any feedback, while the chassis lacks the agility found in an Audi A3 or BMW 1 Series. The Mercedes suffers with understeer, leaving you uninspired by its driving dynamics.

Engines

Slotting in just below the rapid AMG A 45 is the A 250 AMG hot hatch. Power comes from the same four-cylinder turbo petrol engine as the A 45, but power drops from 381bhp to 215bhp. A few years ago, that would’ve been a fair amount, yet today, it’s at the lower end of the power charts when compared to front-drive rivals such as the Honda Civic Type R and SEAT Leon Cupra.
Mercedes claims that the A 250 can sprint from 0-62mph in just 6.3 seconds, but damp conditions during our test meant we only managed a best 0-60mph time of seven seconds. That was half
a second slower than the a VW Golf GTI in the same conditions, although the two cars posted identical times through the gears from 30-70mph – both clocking 5.3 seconds. In-gear acceleration was similar, too, although the slightly shorter-geared VW edging ahead in the higher ratios.

The Mercedes A 250 feels heavy in corners in comparison to a Golf GTI, and it isn’t as agile. The steering is positive and turn-in is sharp, but there isn’t much feedback. Plus, while there’s plenty of grip, the chassis doesn’t feel as composed as the GTI’s when you push the limits. The six-speed manual model doesn’t have quite the same positive shift as a GTI, either, while getting on the power early on the exit of corners sees the nose push wide where the Golf tucks in and sticks to your chosen line.
Take it easy, and the A 250 is on the firm side. It features sports dampers as standard, and while they do a good job of soaking up big bumps, the car’s stiff chassis tends to follow crests and dips in the road – making for a fidgety ride. Mercedes does offer adaptive dampers for £595, and these are synchronised with the standard Dynamic Select system to enhance the car’s ride.

MPG, CO2 and running costs

4.2

Low emissions boost company car appeal, but pricey option packs bump up list prices.

The entry-level petrol A 160 costs about as much as a mid-spec Ford Focus, making it pretty good value. Our favourite engine, the A 180d diesel dips below the 100g/km barrier but it is a bit more expensive to buy in the first place. The other diesels are reasonably efficient: the A 200d AMG Sport manages a claimed 62.8mpg. Every model gets stop-start, while the optional seven-speed double-clutch gearbox posts better economy figures than the manual models across the board. Adding a DCT automatic gearbox to the A 200d boosts economy to a claimed 74.3mpg.

Although the A-Class slightly undercuts posh rivals like the BMW 1 Series and Audi A3, you need to check the spec sheets carefully because it’s not especially generously equipped and you can easily ramp up the costs with extras. Mercedes offers upgrade packs that range in price from just under £1,000 to nearly £3,000, while some of the options they offer aren't available as individual items.

Insurance Groups

The A-Class range covers groups 17 to 31, with most models in the 20s. The A 250 AMG has similar insurance costs as its hot hatchback rivals, and is a more wallet-friendly choice than the A 45, which is in Group 44.

Interior, design and technology

4.4

Smart looks compared to some ordinary looking rivals, but space is compromised as a result

With its bold grille, low roofline and sporty dimensions, the Mercedes A-Class is much more desirable than the frumpy previous model. It's up there with the Volvo V40 as one of the best-looking hatchbacks you can buy, premium or otherwise - certainly beating its German rivals, the BMW 1 Series, VW Golf and Audi A3.
The mid-life refresh in 2015 was pretty subtle, with the biggest difference being revised lights at the front and rear, plus the new badging at the back designed to identify diesel or hybrid models easier. Go for a Sport version and you get 18-inch wheels and a diamond pattern grille, although it forgoes the chrome finish seen on higher-spec AMG versions. One thing to note is that Sport models don't get lowered suspension, unlike some rivals. The range gets a variety of metallic paints, from bright green and purple, for £595, to matt grey for £1,795. But even in standard white, the A-Class looks sharp.

Inside, the Mercedes remains largely unchanged, with big updates coming in the form of revised trim levels. The A 200d Sport has the same chequerboard finish to the dash as you’ll find in other models, while the trio of circular air vents add a modern touch. The interior is classy, but the Audi A3 and VW Golf beat it in terms of quality and functional design. Some of the plastics aren't of the best standard and the finish doesn't quite match the VW Group cars' interiors.

Sat-nav, stereo and infotainment

The tablet-style infotainment screen is easy enough to navigate via the rotary controls on the centre console, but it looks like it’s an aftermarket fitting, compared to VW’s integrated display and Audi’s slick pop-up screen. Man-made Artico leather comes as standard, although its slightly harder feel means you can notice the difference between that and the optional hide you get in rivals.
Build quality in the cabin is first rate, but some of the plastics do feel rather hard, especially those
for the window switches and infotainment controls, although a bank of metal buttons below the multimedia controls gives a slightly classier feel.
Standard kit is reasonable, with climate control, a reversing camera and Bluetooth all included. However, sat-nav and DAB radio are options, while both rivals have them as standard, plus desirable kit such as LED headlights and adaptive cruise control is only available as part of expensive option packs.

Practicality, comfort and boot space

3.6

Small dimensions mean A-Class isn't as roomy in the back as its rivals

The racy looks of this A-Class are appealing, but the price you pay for them is a relatively cramped interior. It won't appeal to many family buyers, as the rear seats are cramped for adults, and relatively narrow door openings don't really facilitate easy fitting of child seats. Next to practical rivals like the Audi A3, it's not ideal, but it stacks up fairly favourably next to the similarly compromised BMW 1 Series.

Size

At 4,299mm long, the A-Class is slightly shorter than comparable BMW 1 Series or Audi A3 Sportback models. Its 1,780mm width is wider than the BMW, but narrower than the A3.

Leg room, head room and passenger space

Rear legroom is tighter, too, while the small windows and black materials used throughout the cabin make it feel claustrophobic. There’s plenty of seat and wheel adjustment to help you get comfortable, and while the view out the back is restricted by the small windows and thick C-pillars,  a reversing camera is included on most models as standard. You get a decent-sized glovebox and armrest cubby, too.

Go for the AMG-badged trims, and the ride is seriously compromised due to the larger alloy wheels and stiffer springs proving quite uncomfortable on Britain’s rutted roads.

Boot

A boot capacity of 341 litres is nearly 40 litres down on the VW Golf and Audi A3 Sportback, while a high sill and narrow tailgate opening mean it’s even trickier to load large items in and out. It's only a touch smaller than the BMW 1 Series, though, and the seats fold down completely flat to make loading longer items easy.

Reliability and Safety

3.7

Plenty of technology is borrowed from the rest of the Mercedes range

With technology trickling down from the imperious S-Class luxury saloon, Mercedes has always been ahead of the game when it comes to safety. ESP and Collision Prevention Assistance comes as standard, but do be aware that this is not a full autonomous braking system – it won’t entirely prevent you from hitting the car in front.
There's Pre-safe, which prepares you and the car for an impending accident, and plenty of other high-tech kit is available even if it does add a lot to the price of the A-Class. It all helped the car get the full five stars from the crash safety experts at Euro NCAP. You get six airbags, tyre pressure monitors and collision prevention assist. Cruise control is standard across the range, while goodies such as lane keeping and traffic sign recognition are included in option packs.

Servicing

The A-Class finished 69th out of 75 cars in our Driver Power 2017 satisfaction survey, sandwiched between the Dacia Sandero and Renault Clio. Meanwhile, Mercedes was ranked 21st out of 27 manufacturers, and the dealers failed to make the top 10. Not what you’d expect from a premium car manufacturer.

Warranty

All Mercedes models are covered by a three-year, unlimited mileage warranty. Extended warranties are available to cover up to five years

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