Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Kirk Bell – August 08, 2026

Review: 2026 Mercedes-AMG E 53 Hybrid

I’ve had enough of this: For the first 40 or so miles in the 2026 Mercedes-AMG E 53 Hybrid wagon, I only know it as a 161-horsepower electric car. Yeah, it looks cool with its wide-and- wider tires, low stance, and oh-so-cool wagon body style (IYKYK), but the engine hasn’t even started, so I haven’t experienced any excitement yet. This is an AMG model, which means strong power is just the twitch of a right foot away. The new E 53 Hybrid is actually a plug-in hybrid. It combines a turbocharged 3.0-liter inline-six-cylinder engine that makes 443 hp and 413 pound-feet of torque with an electric motor that adds not only 161 hp but also 354 lb-ft. Total output is 577 hp and 553 lb-ft, and the horsepower can rise to 604 with the optional Race Start launch control feature. A 21.2-kWh (usable) battery provides 41 miles of electric driving range. I switch out of the default Electric mode to Sport+ and the inline-six wakes up to provide robust thrust. The electric motor erases any chance of turbo lag, and the 0-60 mph sprint takes 4.0 seconds, according to Mercedes, and drops to 3.8 seconds with Race Start. Out on a country road, I give Race Start a try. It’s easy to use: Come to a stop in Sport or Sport+ mode, step hard on the brake and then the gas, make sure the system is engaged in the instrument cluster, then let off the gas. The revs bounce off the rev limiter, the wrap-around ambient lighting flashes, the standard 4Matic+ all-wheel-drive system apportions power front and rear, the Michelin Pilot Sport 4 S tires hook up, and the E 53 launches hard as the nine- speed automatic transmission fires through gears with quick, positive shifts. From there, the inline-six builds power consistently, building to a standard top speed of 155 mph that rises to 174 mph with the optional AMG Dynamic Plus package. The engine also emits a smooth, deep “whoom” that’s just shy of a V8’s growl in terms of aural pleasure. Searching for twisty roads, I switch back to Electric mode. On electricity, the E 53 has modest but useful power. The 161 hp isn’t much, but the 354 lb-ft of torque means that E 53 can accelerate in city and freeway traffic and make passes without ever turning on the engine. If you charge the battery regularly, you could drive this way most of the time. Only a full jab of the throttle or exceeding 87 mph will start the engine. The E 53 Hybrid is EPA-rated at 52 MPGe city, 64 highway, and 56 combined. When the battery is depleted, it gets 22 mpg combined, and the hybrid system still adds power as Mercedes builds in a buffer; the battery has a total of 28.6 kW of capacity. I end up getting 30.6 mpg over 133 miles of mixed driving, using the battery 46 percent of the time. The E 53 Hybrid can DC fast charge at up to 60 kW, which will fill it from 10-80 percent in 20 minutes. A 9.6-kW on-board charger charges it from 10-100 percent in 2.75 hours on a 240-volt home charger. A jaunt through the twisties reveals that ride and handling are a mixed bag. Adaptive dampers and rear-axle steering come standard. The ride is firm even with the dampers in their Comfort mode, but it never gets too harsh even with the dampers in their Sport+ setting. In general, the E 53 handles well, with quick, direct, well-weighted steering, a fairly flat attitude in corners, and a neutral balance mid-corner. The rear-axle steering can turn up to 2.5 degrees opposite of the fronts for greater maneuverability in parking lots and with the fronts to improve cornering stability at higher speeds. The downside to the hybrid system is weight, as it is with the E 53’s BMW M5 wagon and Audi RS 6 Avant competitors. The Mercedes weighs 5,401 pounds, right in the ballpark with those rivals. That means it will be prone to understeer when pushed hard into a corner and its brakes will likely overheat after multiple hard braking events. The $3,150 AMG Dynamic Plus package enhances performance with Race Start, larger brakes, dynamic engine mounts that firm up the structure for sharper handling, and an electronic limited-slip rear differential that puts the power down more effectively mid-corner and when exiting corners. The E 53 Hybrid wagon’s cabin gives it an advantage over sport sedans because it can carry cargo like a crossover SUV. It has a modest 13.1 cubic feet of space behind the rear seat, but that opens up to 59.2 cubic feet with the second-row seats folded flat more than a Mercedes- Benz GLC. Up front, the standard black synthetic leather and synthetic suede sport seats are comfortable and supportive. They can be replaced with nappa leather, multi-contour seats with massage, and more aggressively bolstered AMG Performance seats. The center console is skinned with black ash wood, and buyers can also choose from three more woods, silver-metallic fabric, and carbon-fiber trims. The most notable element of the cabin, however, is the abundance of screens. A 12.3-inch digital instrument cluster and a 14.4-inch infotainment touchscreen come standard. The instrument cluster offers several design themes, as well as a bounty of information chosen by the driver. For $995, buyers can choose a 3D look that gives it the appeal of a layered precision Watch. The touchscreen is powered by the third generation of the brand’s MBUX software that combines simplicity with ease of use. Large icons open a variety of functions quickly, including apps for audio and video entertainment, a calendar, and a browser. My only complaint is the lack of a volume knob, as Mercedes provides sliders instead. An optional front passenger screen turns the dash into the Superscreen. This screen offers all of the same icons as the center screen so the rider can control the interior environment. The E 53 Hybrid wagon sits at the top of the E-Class lineup, at least until an E 63 model arrives. It starts at $94,600, including the $1,250 destination fee. My test car comes in at a cool $111,540 thanks to such options as the Dynamic Plus package, 21-inch forged alloy wheels, the 3D instrument cluster, the Superscreen, a Driver Assistance package with a spate of additional active safety features, and the Pinnacle trim that adds tech upgrades and creature comforts. Mercedes-AMG E 53 Hybrid wagon is a versatile vehicle. It’s good-looking, spacious, engaging to drive, and it can be efficient or powerful. Buyers can take advantage of electric driving regularly, but the real fun starts when the engine starts. View All Mercedes-Benz for Sale Images: Mercedes-Benz

By Kirk Bell – June 06, 2026

Review: 2026 Mercedes-AMG CLE 53 Cabriolet

It’s a Sunday afternoon with clear skies and temperatures in the 60s. Time for a drive on my favorite Southeastern Wisconsin roads in the 2026 Mercedes-AMG CLE 53 Cabriolet. I hop in the car, turn on SiriusXM Turbo, and Monster Magnet’s “Space Lord” blares through the standard 15-speaker Burmester audio system. I feel like Ricky Bobby from “Talladega Nights” – I wanna go fast. The CLE 53 is a fine car for going fast. Until Mercedes-Benz brings out its rumored V8-powered CLE 63, it’s the most powerful and best performer in the lineup. Its 3.0-liter inline-six features two types of turbochargers and a mild-hybrid system. An electric compressor serves as a small turbo, a gas-exhaust turbocharger acts as the larger turbo to push up to 22 psi of boost, and a 48-volt electric starter-generator adds up to 23 hp and 151 lb-ft of torque to aid acceleration. All told, it makes 443 horsepower and a standard 413 pound-feet that increases to 443 lb-ft for 10-second overboosts. That’s a recipe for strong power delivered efficiently. The small turbo and electric motor provide immediate grunt, and the standard 4Matic+ all-wheel-drive system puts the power down for quick launches. Mercedes quotes a standard 4.4-second 0-60 mph time, or 4.2 seconds with the optional AMG Dynamic Plus package that adds Race Start launch control. And if I really want to go fast, the CLE 53 can hit 167 mph thanks to this car’s optional summer performance tires, up from 155 mph normally. My test car has Race Start, so I put it to the test on a lonely stretch of country road. Hard brake, full throttle, let off the brake, and the CLE 53 hooks up, launches hard, and builds power consistently as the larger turbo takes over. It’s a thrilling experience, about on par with the Ford Mustang GT, but many of today’s EVs are quicker. EVs don’t offer the tune played by the CLE 53’s inline-six, though. It’s a smooth engine with a mid-range purr that drops a few octaves in the Sport and Sport+ drive modes, which also trigger belches from the exhaust between gears. The nine-speed automatic transmission fires through the gears with smooth shifts and holds gears longer in the Sport modes. Straight-line performance isn’t the CLE 53’s only strength, as it has the handling of a grand tourer. Mercedes sets it on a four-link front suspension and a five-link rear with staggered 265/40R19 front and 295/35R19 tires. It also gets a couple of advanced features, namely adaptive dampers and rear-axle steering. The CLE 53 balances ride and handling well. It’s agile, reacts quickly to steering inputs, and carves predictable lines through corners. My tester is enhanced by the AMG Dynamic Plus package’s dynamic engine mounts that firm up in corners to better tie the structure together. I detect little if any body quake with the top down. The rear-axle steering also enhances cornering. It turns the rear wheels up to 2.5 degrees opposite the fronts at low speeds to better negotiate parking lots. Above 60 mph, the rears turn with the fronts to improve cornering stability. My car’s optional Pirelli P Zero tires also provide excellent grip, so those cornering speeds can be higher. The steering feels light in general but adds some welcome heft in the Sport modes. It’s quick, stable at the center, and provides good road feedback. The AMG Dynamic Plus Package also adds larger 15.4-inch front brake discs with six-piston calipers and 14.6-inch rear discs with single-piston calipers. These brakes should be enough for some track time or aggressive canyon runs, and they offer a firm pedal and strong stopping power. Even with the dampers in their firmest Sport+ setting, the ride is smooth and comfortableenough that only the sharpest bumps and ruts disturb passengers. In all, the suspension is quite well-tuned. The comfort extends to the cabin. When Mercedes combined the C-Class and E-Class coupe and convertible lineups into the CLE range for 2024, the resulting CLE took on the size of the midsize E-Class with the slightly lesser interior furnishings of the compact C-Class. That gives the CLE plentiful space up front and a two-passenger rear seat that is usable for adults, though not without complaints about how hard it is to snake their way in. Cargo space is limited as the trunk has just 9.6 cubic feet, but that’s enough for a couple and their luggage to take a grand tour for the weekend. The power soft top opens or closes in 20 seconds at up to 37 mph. Its three-layer blockout road and wind noise are almost as good as the coupe’s roof. It’s offered in gray, red, or black, so buyers can design a car to fit their personalities. The Cabriolet also comes standard with the AirCap pop-up front and rear wind deflectors to limit wind buffeting and make conversation easier, and the AirScarf neck-level heating system to make today’s 60-something degrees comfortable top-down weather. Inside, the CLE mixes luxury with sportiness and modern technology. The sporty elements include a chunky, flat-bottom AMG steering wheel, sport bucket seats, aluminum pedals, and such trim materials as carbon fiber, a mixed metallic fabric, or a metal weave. Those who want more of a luxury look can choose from a variety of woods. <- Gallery -> The luxury can be felt most in the quality of the materials and the care with which they are assembled. It’s all beautifully rendered with tight tolerances and soft-touch or sturdy surfaces wherever the driver is likely to touch, though some hard plastics are found at hip level and below. Synthetic leather and synthetic suede upholstery come standard, but leather and nappa leather are available. Also standard are heated power-adjustable front seats, ambient lighting, and AMG illuminated door sills. My tester is well optioned with black leather with red stitching, red seat belts, and massaging and ventilated front seats. The tech includes a 12.3-inch digital instrument cluster, an 11.9-inch infotainmenttouchscreen, navigation with live traffic information, wireless Apple CarPlay and Android Audio, wireless phone charging, a wi-fi hotspot, and a satellite radio trial. The optional AMG Track Pace telemetry system tracks lap times and performance data, and has a race navigation feature that shows optimal cornering angles and braking points in the head-up display. The 2026 Mercedes-AMG CLE 53 starts at $85,950, including a $1,350 destination fee. With a variety of packages, my test car’s total price is $99,945. Buyers could easily top $100,000 by adding 20-inch wheels and tires and aero and carbon-fiber packages. But the Mercedes-AMG CLE 53 doesn’t need to top six figures to be an appealing luxury grand tourer. It’s beautiful, naturally athletic, comfortable, and offers the power for anyone who wants to go fast. View All Mercedes-Benz For Sale Images: Mercedes-Benz

By Charles Bradley – March 14, 2026

Review: EMC Mercedes-Benz 620 GE

Few vehicles embody utilitarian toughness like the Mercedes-Benz 250 GD. Known as the “Wolf” in service with the German military, this variant of the rugged Mercedes-Benz G-Class spent decades enduring punishing conditions in NATO fleets, emergency services, and combat environments. But in the hands of Expedition Motor Company, these battered workhorses are reborn as meticulously restored luxury off-roaders – now available with an unexpected twist: a 430-horsepower LS3 V8 engine. Founded in 2017 by entrepreneur Alex Levin, the New Jersey-based firm began with a singular mission: restoring the Wolf beyond the original factory specification. “The original goal was to build period-correct, authentically restored Wolfs,” EMC product director Paul Stehn tells duPont REGISTRY. “For a long time, we were doing the original inline-five that originally came in the Wolf, the OM602 2.5-liter single overhead cam diesel.” That engine, produced between 1985 and 2002 and often referred to as a “million-mile” powerplant for its durability, established the tone for EMC’s early builds. Soon afterward, the company began offering more modern Mercedes diesel upgrades. “Then we started introducing some of the more modern engines – the OM605 and OM606 turbo diesels – which are great,” says Stehn. “It kind of fell right in line for us because you still get to maintain the Mercedes-Benz engine under the hood. It’s still a diesel, so for the purist – the person who wants to keep everything Mercedes – that’s great.” But the clientele for these restored G-Class icons began asking for something different. “What you see here is really the result of too many people asking and us saying no too many times!” Stehn admits with a laugh. “People have been asking for the LS V8 for a very long time for a number of reasons. A lot of folks who buy our trucks are coming from Defenders or Broncos, so it’s a platform where they’re familiar with the LS. They know it and they like it.” The result is EMC’s most powerful Wolf yet: a 6.2-liter LS3 V8 producing 430 horsepower, paired with a GM-sourced 6L80 six-speed automatic transmission. From Military Survivor to Bespoke Luxury Every EMC build begins with a carefully sourced donor truck. “All the builds we do are actually ex-military,” Stehn says. “This model is the 250 GD from 1990 to 1993… the W461. The 461 was the nomenclature that the military vehicles got – emergency services, NATO militaries, things like that.” The trucks arrive after years of hard service, requiring extensive rehabilitation. EMC dismantles each vehicle down to its bare frame before beginning a painstaking rebuild. In the company’s shop, every Wolf is disassembled completely – down to the final bolt. Body panels are stripped to bare metal and treated with EMC’s Advanced Corrosion Armor Treatment, while specialists repair years of wear, corrosion, and even combat damage. “Let’s just say we have gotten really good at patching bullet holes,” the company’s website jokes. From there, the body enters a climate-controlled paint suite where anti-corrosion treatments, primer, and premium finishes are applied. Meanwhile, mechanical and electrical systems are rebuilt from scratch, ensuring every truck emerges essentially new beneath its vintage skin. The cabin is equally transformed. Veteran seamstresses craft bespoke interior elements using weatherproof materials designed to balance durability with comfort. The result blends classic G-Class utility with subtle luxury touches. “It’s taken down to the last bolt,” Stehn explains. “The body is taken down to bare metal, and it’s built from the ground up. What we’ve tried to do is keep it authentic and maintain that analog vintage character while also making sure people are comfortable and have some modern luxury.” Those luxuries include air conditioning, heated seats, and wireless Apple CarPlay – deliberately chosen additions that elevate usability without diluting the truck’s spartan appeal. A Carefully Curated Production Unlike many restomod builders, EMC controls its entire supply chain of donor vehicles. “We source all the donor vehicles ourselves; we don’t take any outside vehicles,” Stehn says. “At all times we try to maintain about a four- to five-year pipeline of donor vehicles. We have about 150 that are just waiting to be restored.” Clients commission each build through a bespoke ordering process, specifying powertrain, exterior finish, and interior details. Because bodies are continuously being restored in advance, new orders often slot into builds already underway. “Realistically, when someone secures a build slot, their body has probably been in production for two or three months already,” Stehn says. Despite growing demand, EMC remains deliberately small. “Over 175,” Stehn says when asked how many trucks have been completed since the company’s founding. “We do 24 a year. It really was a passion project for Alex, and we don’t have any plans of scaling to 50 a year.” The Appeal of V8 Power Under the hood of the LS-powered Wolf, the swap looks surprisingly natural. The compact dimensions of the small-block V8 fit neatly into the G-Class engine bay. “It’s funny because when you hear ‘V8,’ you think it’s going to be this monstrous thing, but the small blocks fit,” Stehn says. “Wiring harnesses are new – everything. We strip everything out and rebuild it.” Performance gains are substantial. While the OM605 produces roughly 225 horsepower and 300 pound-feet of torque – and the OM606 increases output to 275 horsepower and 350 pound-feet – the LS3’s 430 horsepower represents a dramatic leap. “There’s quite a climb through all the engines,” Stehn notes. The drivetrain receives similar upgrades. “The original manuals – since they’re military vehicles – pretty much first and second gear are shot on every single one we do,” Stehn says. “You have to think about it: you have young guys beating them in the military.” The solution is a new transmission altogether: “a GM engine and GM transmission – a 6L80 six-speed automatic.” A New Life for an Old Warrior Each completed Wolf undergoes around 400 miles of testing to ensure everything – from piston rings to camshafts – settles in properly before delivery. After roughly six months, the truck is ready for its new owner, who receives regular updates throughout the process from founder Levin. In the end, the appeal lies in the unlikely fusion of extremes: a battle-hardened military vehicle reimagined as a luxury off-road companion. For EMC, that balance is the entire point. “We try to keep that analog vintage character,” Stehn says, “while making sure people are comfortable.” I take Paul’s Wolf for a quick spin around Wynwood, Miami’s famously graffiti-splashed arts district, where brightly painted murals compete for attention alongside plenty of supercars and customs. Even here, our China Blue short-wheelbase G-Wagen draws attention. As we pause at a junction, admiring glances drift over from the alfresco coffee shops and bakeries lining the street on this crisp Friday morning. One local crosses the road in front of us, nods appreciatively, and offers a simple verdict: “Cool car.” In a neighborhood not easily impressed, that counts as high praise indeed. View All Mercedes-Benz G Class For Sale PHOTOS COURTESY OF EXPEDITION MOTOR COMPANY, CHARLES BRADLEY

By Basem Wasef – January 17, 2026

First Ride: 2027 Mercedes-Benz S-Class

Mercedes-Benz’s flagship sedan debuted in 1972 with the Sonderklasse designation, marking a “special class” of big four-doors differentiated for their luxury-focused exceptionalism. The first-ever S-Class Benz, internally designated as W116, ignited an arms race whose challengers became the likes of the BMW 7 Series (1977), Lexus LS (1989), Audi A8 (1994), and Porsche Panamera (2009). Competition improves the breed, and the near-future large luxury salvo from M-B comes in the form of the 2027 S-Class. The manufacturer says it underwent the most significant mid-cycle refresh ever in the pursuit of big sedan supremacy. Though its exterior tweaks are subtle – a larger grille for better cooling and revised headlamps and taillamps, an available illuminated three-pointed star hood ornament – a series of tech upgrades aim to make this the poshest S-Class to date. Cumulus Ride Quality Ride quality has always been a top priority for S-Class, and the latest/greatest upholds that claim to fame with an Airmatic suspension system that now leverages cloud-based technology to adapt to real-world conditions. By continuously downloading car-to-x data from the cloud, other Mercedes-Benzes will share real-time data about road conditions to help the S-Class anticipate potholes or surface irregularities accordingly. An optional E-Active Body Control suspension further leverages cloud data to regulate spring and damper rates individually at each wheel to counteract roll, pitch, and lift movements, even raising the body in fractions of a second in order to anticipate impending accidents and thereby reduce injury risk. My test ride in a 2027 S-Class in Sindelfingen placed me in a camouflaged example with certain interior features hidden under cloth. However, I did experience one of the most luxurious rear seats on a chilly winter’s day, and the S-Class felt appropriately stately and secure as it maneuvered along some of the streets surrounding Mercedes-Benz’s factory. Ride quality felt buttery smooth, though it must be noted that Stuttgart’s roads are, for the most part, untouched by the potholes and rough spots that afflict most of the rest of the world. Safety upgrades include new next-gen Digital Light headlights with micro-LED technology. The headlamps are the first to offer adaptive partial high beam functionality for the first time in the US. By using a combination of camera data and map information, the automatic cornering lights react more acutely as the road turns. The S-Class is packed with as many as 15 airbags. Available rear seatbelts feature a shoulder belt that can inflate in a collision and offer three times more surface area in order to reduce the impact on the chest area. Creature Comforts Speaking of seatbelts, the new S-Class offers what Mercedes-Benz has upgraded theirs to offer a “warm embrace” via heating elements within the safety belts. First seen in the ESF 2019 experimental safety vehicle, the additional heated part can be switched on independently or linked to the heated seat switch. A new cabin air filtration system is designed to completely recirculate all interior atmosphere every 90 seconds, using multi-stage filtration to scrub out particulates and harmful elements in order to create a healthier environment for passengers. Further optional items include the Exclusive package, which offers rear seats that recline up to 37 degrees, a folding center armrest, and cushy headrests. Opt for the Pinnacle package and rear occupants' rapid heated and ventilated seats, four additional airbags, and a wireless charger in the center armrest. Additional Pinnacle benefits include rear seat massage, neck and shoulder heating, a backrest angle of up to 43.5 degrees, the aforementioned seatbelt airbags, and seatbelt presenters. Adding to the longer-than-ever list of interior luxury items is a Burmester 4D sound system with tactile elements, up to 39 speakers, and 1,690 watts with Dolby Atmos surround. With electronics managed by Mercedes-Benz’s latest MB.OS operating system, the S-Class is being constantly refreshed by over-the-air updates to optimize everything from computing power to the user interface. Driver systems are also cloud enhanced, and a comprehensive suite of assistance hardware includes up to 10 external cameras, five radar sensors, and 12 ultrasonic sensors. Embedded video streaming apps from Disney+ and Sony Pictures Entertainment’s RIDEVU enable privacy screen viewing from the front seat or full viewing for rear seat passengers. Power to the People Mercedes-Benz’s non-AMG/non-Maybach S-Class lineup gets a new top-range motor for 2027. The new M177 EVO powering the S 580 4Matic leverages a number of refinements to yield a total of 530 horsepower and 553 lb-ft of torque. Thanks to improvements to the engine’s injection and breathing configuration, as well as an enhanced mild hybrid system, the flat-plane V8 promises more oomph and better emissions. The S 500 4Matic six-cylinder M 256 EVO gets a torque bump to 443 lb-ft that can overtorque briefly to 472 lb-ft when needed. Benz’s plug-in hybrid S 580e 4Matic packages the six-cylinder with an electric motor that offers up to 74 horsepower gain over its predecessor, along with smoother and more responsive power delivery. All 2027 S-Class engines use a 23-horsepower integrated starter generator, which combines with turbocharging and 48-volt electrical architecture to deliver seamless coasting, boost, and recuperation. Plus-Size Solutions The S-Class has long boasted a considerable footprint, and the 2027 edition is no exception. That said, Mercedes-Benz engineers incorporated a standard rear-steer system that turns its back wheels up to 4.5 degrees, helping aid low-speed maneuverability and high-speed stability. An optional package boosts the rear wheel turning angle to 10 degrees, which contributes to a smaller turning circle of 35.4 feet. Although my test ride in the 2027 S-Class was brief, it’s safe to say that when Mercedes-Benz’s well-heeled clientele get their hands on this more-refined-than-ever flagship it will step up the game for the rest of the industry. The bolder styling and more aggressive front end may not be for everyone, but those who take issue with the revised mug should be assuaged by the engineering improvements intended to make driving long-distance drives feel like a rather sweet cakewalk. View All Mercedes-Benz S-Class For Sale Images: Mercedes-Benz

A light blue luxury sedan parked in front of a corrugated metal wall with a small sign above and three yellow posts nearby.

By Michael Van Runkle – December 20, 2025

Review: 2026 Mercedes-AMG S 63 E Performance Manufaktur

Back in 2024, Mercedes-Benz introduced AMG’s first ‘E Performance’ hybrid system on the S-Class sedan. This Formula 1-derived technology then proceeded to proliferate through the broader model lineup, so for 2026, the S-Class now receives more customization options available through the Manufaktur program to keep sedans bearing Benz, AMG, and Maybach badging all the more exclusive. To show off more than 50 new paint jobs, 25 new interior colors, and additional badging inside or out that join the personalization list, Mercedes built a small fleet of model year 2025 press vehicles equipped with the enhancements. I happily borrowed an S 63 E Performance, finished in a sparkling shade of Quartz Blue Metallic, to log almost exactly 700 miles of highway, city, and aggressive driving that perfectly reacquainted me with this opulently luxurious sedan that somehow also still hides a sports car beneath the skin. The plug-in hybrid E Performance system stands out immediately as a stunningly powerful and impressively efficient powertrain solution. Though the inclusion of F1 tech might seem anathema in a sedan that weighs nearly 6,000 pounds, AMG figured out a nifty means of mounting the electric motor between the rear wheels. This allows for better balance, but also powerful discharge of electrons effectively through two transmission gears – incredibly, the setup can still send power forward to the front wheels for all-wheel drive in full EV mode, too. Though the S 63 can therefore run in silence, the 10.36 kilowatts of usable battery capacity only result in a handful of miles of range in real-world driving. Instead, my focus naturally turned to the combined output of 791 horsepower and a whopping 1,054 lb-ft of torque when the electric motor works in concert with the beefy AMG twin-turbo V8, which can launch this behemoth of a four-door to 60 miles an hour in just 2.6 seconds. The sensation of such a large vehicle accelerating so quickly almost boggles the mind, and I enjoyed more than a few romps of the throttle pedal early in my week-long loan. The tail end squats first, nose lifting noticeably as the electric torque hits first. Then the burly V8 wakes up to rip through gears, quickly hitting speeds far in excess of sanity or safety. Doing so eats up electrons quickly, though, so for normal driving, I typically spun the selector dial on the steering wheel to B mode, for Battery Hold. This tells the computer to prioritize state of charge, while still allowing some electric boost and regenerative braking. Even in this setting, though, the S 63 can still manage highway overtaking with absolutely effortless power, never needing to dip deeper than 10 or 15% into the wellspring of torque available at seemingly any RPM. Spin over to Sport or Sport+ mode, though, and a whole different nature emerges as the V8 engine’s exhaust barks to life with a deep rumble. Rear-axle steering and adaptive suspension help to impart more nimble handling characteristics – again, somehow beyond the limits of what seems possible when considering the sheer physics of moving so much mass. As I hustled up familiar twisting canyon roads, the only cue of how much Mercedes and AMG magic went into this S-Class comes with every time the traction control light starts to blink – quite early, given how much load the Michelin Pilot Sport 5 tires need to carry to haul so much weight through corners. Comprehending that the ability to hit triple-digit speeds in a nanosecond or carve through turns at the pace of much smaller sports cars makes the S 63 E Performance a surprisingly capable all-rounder, especially because of how serene and quiet the ride becomes for long-distance highway cruising. I kept the massaging seats running through every different program – ventilation on too, of course – and the lavish Manufaktur-exclusive Amaretto Brown Nappa Leather almost lulled me to sleep. This $11,250 option in this case adds an orange-ish hue to the silky-smooth hides, and I suspect that with some patina, the upholstery will only age into a deeper, more satisfying sheen. My loaner also arrived with the rear captain’s chairs, or more specifically, the Executive Rear Seat Package Plus, along with the Rear Seat Entertainment package (for $12,050 all in) that adds more screens for passengers. At six-foot-one with long limbs, I set the driver’s seat in my typical preferred position and then climbed in back to imagine life being chauffeured around town. Stretching out my legs, I even tried out the rear seat massagers. Not bad – dual sunroofs overhead and electronically controlled window shades allow for the ideal airy sensation, but also protection from the sun and privacy from the outside world, all at the same time. Inside the cocoon for longer drives, I reclined my seat further back than normal, leaned my head onto the plush pillow, and then cranked up the $6,800 Burmester High-End 4D sound system. Actually, finding music that can max out the fidelity of the speakers requires more than streaming audio off an app, but with better files playing, the system absolutely transforms even the most familiar songs into brand-new experiences. Personally, I don’t enjoy the seat exciters, which pump almost too much into the otherwise sumptuous leather and create a sense of vibration that belies the rest of the serenity within the passenger compartment. But the system can turn off, luckily, and by cueing up the rest of the EQ for a bit more bass, the rest of the speakers can more than compensate. The whole interior design of this S-Class generation prioritizes the continuity of a luxurious experience despite the tech enhancements, from the driver’s controls on the steering wheel to the central touchscreen – but also the textures of the climate vents and carbon-fiber trim. I do wish the carbon weave extended to the piano black surround of the main touchscreen, which draws fingerprints and glare so much that the “Manufaktur” script disappears from sight almost immediately. A few other critiques popped up occasionally, too. I experienced relatively frequent low-speed inconsistencies in the brake pedal’s response when using Comfort mode, as the complex hybrid system seemed to calculate too many variables between regen, electric assist, the gas engine, and transmission shifting. I found the powertrain and brakes seemed happier in Battery Hold or the Sport modes. And as usual, dipping into many of the features requires exploring too many menus in the onboard user interface, including activating my massager settings or turning off the seat exciter speakers. Lastly, the rear motor and battery layout eat into total volume within the eternally long sedan, especially in the trunk, which should still hold two golf bags just fine, but lacks the cavernous maw typical of four-doors this size. With all four seats occupied, a full weekend of rolling suitcases might not fit easily. Still, everyone in the cabin will enjoy short or long drives in truly outstanding luxury. As with Mercedes-Benz’s other flagship, the G-Wagen, an incredible sense of highly engineered quality emanates from every single touchpoint in the S 63 E Performance. And I even managed around 24 MPG across 700 miles of driving, an impressive feat given the curb weight and power output, not to mention how much I incessantly enjoyed the latter. The new options for 2026 might not improve the outright performance of the S 63 E Performance, given the potential of the hybrid system, barring more substantial updates than typical for a mid-cycle refresh. But as with the Quartz Blue Metallic paint, which resembles a baby blue from afar but shows far more depth and flake up close than expected, each Manufaktur detail contributing to this car’s $241,750 MSRP above a $186,200 starting sticker helps to further amplify the serious presence of this super sedan. View All Mercedes-Benz S63 AMGs For Sale Images: Michael Van Runkle

A red 2025 Mercedes-AMG GT63 S E Performance sports car is parked on a paved surface in front of a rocky hillside.

By Bradley Iger – December 06, 2025

Review: 2025 Mercedes-AMG GT63 S E Performance Forges Its...

AMG’s hybrid 2+2 leverages a stupefying amount of technology to defy the laws of physics. In the days leading up to my seat time in the GT63 S E Performance – AMG’s hybridized riff on the recently reinvented two-door GT – I found myself pondering exactly what this car’s primary intent is. While the original Mercedes-AMG GT was a rear-wheel drive two-seater that was expressly designed to go up against the 911s and Corvettes of the sportscar world, much like the SLS AMG before it, the second-generation GT is a different animal. Now underpinned by a platform shared with the SL, the GT has gained a rear seat, a longer wheelbase, all-wheel drive (aside from the base GT 43 model, which remains rear-drive), and more than a few pounds of heft in the process. While the first-generation GT S coupe weighed in at around 3,600 pounds, its contemporary equivalent (the non-hybrid Mercedes-AMG GT 63) tips the scales at over 4,300 lbs., and this E Performance model brings roughly 500 pounds more to the mix, largely due to the addition of an electric motor and a 6.1 kWh battery pack. Could a vehicle that’s nearly 5,000 pounds somehow still be considered a sportscar? And if not, then what is it? Even after a week with the car, I’m still not quite certain, but what I can say for sure is this: It looks great, it’s stunningly complex, and it’s fast as hell. Truth be told, the Mercedes-AMG GT63 S E Performance is ultimately a capable and decidedly performance-oriented luxury grand tourer in the vein of the Aston Martin DB12 and the 992 Porsche 911 Turbo S, yet it out-muscles both of those machines while undercutting them on price. Under the hood is AMG’s venerable 4.0-liter twin-turbocharged V8, here tuned to deliver a healthy 603 horsepower and 627 lb-ft all on its own. The engine is also supplemented by the aforementioned electric motor, which produces 201 hp and 236 lb-ft of torque, resulting in an official combined system total of 805 horsepower and a jaw-dropping 1,047 pound-feet of torque. If that math has you scratching your head, you’re not the only one. Mercedes says that rather than simply combining the peak output numbers of the engine and the hybrid system to get the output total, it should be considered as one whole powertrain, and that requires a calculation which would cause Isaac Newton’s eyes to glaze over. The basic premise is that this formula takes the gearing of the car’s two transmissions into account (the conventional nine-speed automatic and the hybrid system’s own two-speed gearbox) to determine accurate figures “at the crank.” I won’t bore you with the specifics here, but suffice to say this powertrain is a complicated piece of technology. It also makes the GT63 S E Performance the most powerful series production model in AMG’s lineup alongside its drop-top stablemate, the SL63 S E Performance, which is outfitted with the same powertrain hardware. As with other performance-focused hybrids like the BMW M5 and the Lamborghini Revuelto, a press of the engine start/stop button gets things underway purely on electricity, giving the GT63 S E Performance an element of stealth that your neighbors will likely appreciate on early morning treks out. Although the hybrid system’s battery pack only offers about eight miles of electric range, the car’s sportier drive modes will top off the battery as you drive, so owners will rarely need to bother plugging into a charger. Unfortunately, the rear-mounted hybrid system does create a sizable hump in the car’s storage compartment, in turn reducing cargo capacity from the 11.3 cu ft found in other GT models to just 7.3 cubic feet. The GT63 S E Performance offers eight drive modes in total – Electric, Battery Hold, Comfort, Slippery, Sport, Sport+, Race, and Individual. Comfort is the default setting when the car is started, and while the hybrid system can bring the car up to highway speeds entirely under electric power, the V8 is automatically awakened if you’re faced with a steep hill or need more punch than the electric motor can provide. The transition from purely electric power to a combination of electric and internal combustion propulsion is admirably seamless from behind the wheel, though; on more than one occasion, I had to glance at the tachometer to verify whether or not the V8 had kicked in. For this, I blame the absolutely killer Burmester “3D Surround Sound” audio system! Despite the car’s performance-focused tuning, poundage, and this tester’s optional 21-inch wheels, it’s also remarkably compliant on the highway and not especially harsh around town when left in one of its more relaxed drive modes. Much of the credit for this feat must be awarded to AMG’s Active Ride Control suspension, which is standard equipment on the GT63 S E Performance. It features an active hydraulic system that replaces conventional sway bars and assists the car’s adaptive dampers individually during both the compression and rebound movements of the suspension. This pays dividends in everyday driving comfort while also helping to maintain proper camber in the corners during more spirited drives. Speaking of spirited drives, the cognitive dissonance only got stronger when I ventured out to the canyons. While the car’s substantial mass makes itself known under braking and when quickly changing direction, the suspension does an impressive job of corralling body motion. There’s also a surprising amount of mechanical grip on tap, and the all-wheel drive system allows for plenty of tail-out antics if you’re feeling brave enough to dial back some of the electronic assistance. Mercedes claims an official 0-60 mph sprint of 2.7 seconds, making this the quickest AMG road car produced to date. I see no reason to refute that claim, but outside the context of drag launches, the GT63 S E Performance does seem like it would benefit from some additional dynamic refinement. It takes a noticeable beat after a stab of the loud pedal for all of the various systems to get on the same page to deliver maximum thrust, and by the time they’re all on full attack, you’re often back on the brakes for the next corner. And while the transmission programming in Race mode is appropriately aggressive, the gearbox tends to be a bit lazy about responding to downshift requests from the paddle. Pedal feel under hard braking was also oddly inconsistent, regardless of the drive mode or regen setting that was selected, which is a bit disconcerting in a car that’s this heavy and this quick. Despite its quirks, there’s no question that the GT63 S E Performance is thrilling to drive when the going gets fast and highly competent when pressed into service as a grand tourer. Whether or not it’s a true sports car remains up for debate, but most owners probably won’t be too concerned about that when they pull up next to a McLaren Artura at a stoplight with an air of confidence. View All Mercedes-AMG GT 63s For Sale Images: Bradley Iger

By Kirk Bell – October 04, 2025

Review: 2025 Mercedes-Benz GLS 580 4Matic

Eating Up Monotonous Miles The drive from Milwaukee to St. Louis astounds with its monotony. It’s a six-hour journey with little to take in but corn fields and boredom. It’s a lot better with good friends, a smooth ride, and a spacious, comfortable cabin. By those measures, it’s hard to find a better road-trip vehicle than the 2025 Mercedes-Benz GLS 580 4Matic. But the GLS has more than just the technology and luxury for a comfortable cruise. It also boasts strong power, plentiful space for up to seven passengers, stout towing capacity, and even some off-road capability. It’s good that it’s so versatile because it’s also expensive. It starts at $115,950, including a $1,150 destination charge, and my road-trip tester checked in at $126,610 with a few options. The power is not only plentiful but smooth. Under the domed and ridged hood lurks Mercedes’ familiar twin-turbocharged 4.0-liter V8. Here it spins up 510 horsepower and 538 pound-feet of torque, and that’s aided by a 48-volt mild hybrid system that can chip in 21 horsepower and 184 pound-feet of torque to get going A real-time power meter showed that I used only about 30 horses and 150 pound-feet of torque for much of the highway portion of my road trip, but it was easy to tap into the thrust when those slow-moving semis finally got out of the way. The nine-speed automatic transmission kicks down quickly, and the V8 lets out a deep bellow as it motivates 5,875 pounds of German crossover SUV to quickly fill any gaps in traffic. Punch it from a stop, and the GLS 580 can accelerate from 0-60 mph in just 4.7 seconds, according to Mercedes. Power flows to all four wheels via Mercedes’ 4Matic all-wheel-drive system. The combination of the strong V8, a sturdy transmission, and a robust unibody structure allows the GLS 580 to tow up to 7,716 pounds, which is plenty for a substantial boat or horse trailer. The GLS also has a modicum of off-road capability thanks mostly to a standard air suspension that pushes the ground clearance up a couple of inches in Off-road mode, which will help it clear many obstacles on the trail. However, my tester’s 285/45R22 front and 325/40R22 rear Continental EcoContact6 Q MO tires are better for ride quality and highway quietness than off-road traction. Mercedes also aids off-roading with an Off-road Cockpit screen that shows useful information such as individual wheel height, tire pressure and temperature, and steering angle. Forward and transparent hood views also let drivers see what’s just ahead of and even below the vehicle. The trade-off for the GLS 580’s size and power is fuel economy. It is EPA rated at 14 mpg city, 19 highway and 16 combined. I did slightly better than that, averaging 19.4 mpg over my 950-mile trip. The powertrain was responsive enough for any situation in the Comfort drive mode, but the suspension needed to be firmed up. The GLS 580’s air springs and adaptive dampers team up to provide a smooth ride at all times, but the handling varies from slightly wobbly to controlled. With 7.9 inches of standard ground clearance, the GLS feels a bit top-heavy in Comfort, as road imperfections and driver inputs can cause some head toss for passengers. Wanting to be a better chauffeur for my passengers, I discovered that the Sport handling setting in the Individual drive mode reduced body lean and made the GLS feel more buttoned down. Individual mode also lets drivers adjust the steering and stability control, though neither makes much difference and there is no reason to loosen the nannies to whip this nearly three-ton beast around corners. It leans too much in turns to be fun, but the GLS’s unibody structure makes it lighter, smoother, and better controlled than body-on-frame competitors like the Cadillac Escalade or Lincoln Navigator. From the driver’s seat, the GLS 580 provides the comfort and technology for a great roadtripper. The multi-contour front seats are supportive and their standard head pillows add an extra bit of comfort. That’s only enhanced by the standard massaging seats. I loved both features, but, oddly, my best friend, going back to grade school, was bothered by both. The 12.3-inch infotainment touchscreen runs some of the industry’s best software. I found it quick to react and easy to switch between satellite radio and Apple CarPlay. The screen can also be controlled via the steering wheel or a trackpad on the center console. That pad takes up valuable real estate that could better be used for storage. Mercedes also provides a 12.3-inch digital instrument cluster that can show a spate of useful information set within four different display themes. My trip would have been more relaxing if the GLS 580 offered a hands-free driver-assist system along the lines of GM’s Super Cruise. The adaptive cruise control and lane keep assist in the GLS do maintain a lane, but they required me to keep my hands on the wheel. Mercedes does offer a Level 3 Drive Pilot system in the S-Class and EQS, but it only works in limited Western states. I drove with up to five passengers and the GLS accommodated them all well. The cargo hold had plenty of room for three gym bags and two coolers with the third row folded down (via power controls, of course). The GLS offers a modest 17.4 cubic feet of cargo space behind the third row, but that expands to a very useful 84.7 cubic feet with the second- and third-row seats folded flat. Passenger space was also excellent. The second-row captain’s chairs provide bucket seat comfort and offer more than enough space for adults. The seats are also heated and passengers can control the two second-row climate zones via a small display screen with hard buttons. The third row will also accommodate two adults and has its own climate zone. The bottom cushion sits high enough for good thigh support and headroom is sufficient for a six-footer. Legroom gets tight, however, if anyone in any row is tall. My passengers had a few complaints. Most agreed that the running boards are tucked in too tightly to the body to be useful and they wished both second-row seats would tilt and slide forward to open a path to the third row. Instead, only the passenger side seat moves. There was also considerable boredom due to the monotonous landscape and the complaint about massaging seats and head pillows, but then again, there’s no accounting for taste! View All Mercedes-Benz GLS For Sale Images: Mercedes-Benz

By Gabriel Vega – February 15, 2023

Review: The 2022 Mercedes-AMG EQS Sedan Ushers In An Elec...

A good first impression is vital, especially when introducing a brand-new model. Now, when that model also happens to be Mercedes-AMG's first ever-fully electric production vehicle, it has to win hearts. Few brands have such a clear mission as Affalterbach's best. Over the decades, the German carmaker has perfected the art of taking a massive engine making a million horsepower, and shoving it under the hood of just about anything to make a muscle car. They've done it with sedans, coupes, SUVs, and even a minivan. But times are changing, and Mercedes-AMG is slowly trading pops and bangs for packs and cells. At the forefront of this shift is the Mercedes-AMG EQS, the brand's first BEV. It's more than just a tuned-up EQS 580, though. It's a proper attempt at retaining some of that trademark AMG lunacy by letting go of the burbling exhaust in favor of new sounds, sights, and feelings. Don't, for a second, though, think that AMG has lost its way. The EQS is still a powerhouse, producing up to 751 hp and blasting to 60 mph in 3.4 seconds. It's quick, but then again, all high-horsepower EVs are. Thankfully, the EQS relies on more than just stats for its appeal. It combines a stellar interior, innovative tech, and a world-class ride to create an ideal high-power cruiser. However, not all the steps it takes move it forward. The EQS may serve as an introduction to the marque's future, but it's not perfect. Exterior/Styling I was so wrong about the Mercedes-AMG EQS's styling. I, like many others, saw a few photos online, dismissed it as just another egg-shaped EV, and moved on. The AMG EQS, however, wins you over in person with its sheer road presence. It may not have flared wheel arches, a long hood, or aggressive aero bits stuck on, but it manages to convey its sporty identity through subtleties. Its front fascia, for example, features aggressive air intakes and chrome vertical slats, paying tribute to the brand's ubiquitous Panamericana-style grille. All the chrome typically found in the EQS 580 is now gloss black, and a subtle rear diffuser and trunk lid spoiler bring up the rear. Along the sides, a $1,850 set of 22-in satin black turbine wheels fill its wheel arches well and make it appear lower to the ground. All of the standard AMG bits are here. They're just far more subtle than we're used to. Physically, the EQS is about the size of an S-Class, although it's slightly shorter and narrower. Proportionally, however, it's a whole different animal. Its wheels push out to its corners, where they meet the short front and rear bumpers. Even its hood slopes down aggressively, providing excellent visibility behind the wheel. Its aero-focused roofline is one uninterrupted arch that meets the rear creating a hatchback design. Unfortunately, the EQS' design isn't quite as good as its styling. Despite offering excellent rear cargo space, it lacks a front storage compartment like most competitors. You can't even open the hood at all. Its arching roofline may work well for aerodynamics, but it compromises second-row headroom, making even my 5'10 self feel relatively cramped. This won't be a luxury sedan to ride in. It's one to drive. Performance/Handling I mentioned earlier that the Mercedes-AMG EQS is Affalterbach's first production BEV, but that's not technically true. Back in 2013, the German carmaker produced nine SLS AMG Electric Drives. Although that's more a batch than a proper run, it showcased that the brand was already thinking about quick EVs well over a decade ago, long before it announced any serious strides toward full electrification. It was fast, too, matching a Ferrari 360 Challenge Stradale around the Nürburgring Nordschleife. Flash forward nearly a decade, and AMG's first electric model is a full-size luxury sedan that hits 60 mph in 3.4 seconds, or 0.6 seconds quicker than the electrified SLS. This EQS produces 649 hp and 700 lb-ft of torque thanks to two AMG-specific electric motors. According to AMG, its motors feature new windings, stronger currents, and unique software. This allows them to achieve higher rotational speeds and, thus, more power. With the optional AMG Dynamic Plus Package and Race Start engaged, the EQS's output climbs momentarily to 751 hp and 752 lb-ft of torque, allowing it to reach 60 mph in 3.4 seconds. Electric or not, that's impressive for a sedan weighing just over 5,900 lb or more than a Rolls-Royce Ghost. Power comes from a 107.8 kWh battery pack, which promises an EPA estimated range of 277 miles of range, but more on that later. To ensure the EQS can deliver these performance levels consistently, AMG developed unique cooling elements within the motors' stator and inverter while adding a separate cooler for the EQS' single-speed automatic. From the driver's seat, the Mercedes-AMG EQS feels quick both off the line and while already rolling, but then again, all high-horsepower EVs do. There's nothing particularly unique about its outrageous organ-crushing launch. The EQS stands out with its sound design, which helps contextualize its acceleration with a unique soundtrack that gets louder as the speedo climbs. Its digital gauge cluster chimes in with its colorful graphics, adding a bit of drama. It doesn't soothe the soul like one of the brand's snarling V8s, but it's far from boring. 2023 BMW i7 First Drive Review: Better With Batteries Despite what its badge might suggest, the Mercedes-AMG EQS is by no means a canyon carver. Much less so than the S-Class, which, even with a 4,700-lb curb weight for the S 580 4MATIC, still feels eager to dance in the bends. The high-power EQS, on the other hand, is far too floaty for that kind of work. Even in its tightest and most aggressive setting, it rolls considerably through the fast stuff and isn't all that rewarding to hustle up a twisty road. Its electric power steering remains muted until you're at the car's limit, and while my tester's optional $5,450 carbon ceramic brakes offer excellent stopping force, they lack proper feedback. Then again, I'd be surprised if Affalterbach's first EV saw anything other than city streets, which it dominates. AMG's Ride Control+ works wonders with its air suspension setup and electronically controlled adaptive dampers. Helped by its hefty battery pack weighing it down, the EQS simply ignores imperfections on the road. It's plush, cozy, and tight enough to handle its outrageous launch. Even on its massive wheels, it glides completely unbothered, as a high-speed cruiser should. The EQS generally feels like a smaller car to drive than it is. A standard rear-axle steering system makes maneuvering around town a breeze with its up to nine degrees of angle, making the EQS feel about as big as a C-Class. Compared to BMW's latest i7, which feels like a proper limousine, the EQS shrinks around you considerably. Interior/Tech For the most part, modern luxury sedan interiors look like carbon copies of each other. Slap a tablet-style screen in the center and a digital cluster in front of the driver, and you're set. The Mercedes-AMG EQS, however, sidesteps the norm and embraces technological maximalism with its colossal Hyperscreen display. It's so large that it extends from A-pillar to A-pillar. It's about as far from subtle as possible. But then again, when starting with a clean slate, why not push boundaries? Its size will be a particular hit with those born during a particular boom, thanks to its easy-to-read sizable maps and intuitive MBUX infotainment system. It's so well integrated into the screen's size and shape that switching to the wireless Apple CarPlay or Android Auto connectivity feels like a downgrade. A smaller passenger display complements and gives those riding shotgun the ability to adjust their seat and climate or listen to music via a separate Bluetooth connection. 2023 Bentley Flying Spur S V8 Review: A Driver’s Luxury Sedan In front of the driver, you'll find a smaller digital gauge cluster with the usual Mercedes-Benz dial layouts and a few AMG-specific ones. Those layouts add drama as you accelerate with various colors and figures showing how brutal the car's acceleration is. However, should the system not be able to see your eyes clearly, it'll flash warning messages incessantly until you raise the wheel or lower your seating position. Ergonomically, the EQS is just a bit strange. Its digital cluster is mounted relatively high on the dashboard, meaning you won't be able to sit as low as possible without feeling like you have to peer over the massive Hyperscreen. While its chairs are AMG-specific, they're plenty plus and comfortable, nothing nearly as stiff as the bucket seats available for other AMGs. The AMG EQS is properly whisper quiet on the road, making for a very relaxing drive. There's ample sound insulation, enough to outdo a standard S-Class. While this alone is impressive, the quietness allows its Burmester Surround Sound System to shine in tone and clarity. Range/Charging The Mercedes-AMG EQS boasts an EPA-estimated electric range of 277 miles thanks to its 107.8 kWh lithium-ion battery pack. That translates to 76 in the city, 78 on the highway, and a combined figure of 77 MPGe. Its peak DC charge rate is 200 kW. For context, these range figures are slightly lower than the BMW i7 (308 mi) and Lucid Air Grand Touring (516 mi) but surpass those of the Audi RS e-tron GT (232 mi.) Pricing Mercedes-AMG EQS starts at $148,550, including a $1,050 destination fee. However, my tester, with its options like its $5,450 carbon ceramic brakes, $3,550 Pinnacle Trim, and $2,250 Automatic Comfort Door Package, comes in at $165,020. This places the AMG about in line with an Audi RS e-tron GT ($143,445), and Lucid Air Grand Touring ($140,500) but below a Porsche Taycan Turbo ($186,350) Closing Thoughts The Mercedes-AMG EQS makes a solid first impression. Its formidable performance, excellent interior quality, and clever tech make it a strong contender in the segment. However, it's far from alone. For example, cars like the Lucid Air Grand Touring deliver more power, range, and interior space for similar money, meaning the EQS isn't the domineering slam dunk it needed to be The Mercedes-AMG EQS isn't a car that'll sell purely on stats. It'll win over buyers with how it makes them feel with its comfort and driving experience. It's likely the cushiest high-power EV, and with its added sound and graphics, it pumps back in some of the drama its competitors lack. Speed alone isn't enough to shift units anymore, and while the EQS isn't the great sporty sedan I was hoping it would be, it offers just enough AMG lunacy to make it charming. View All AMG EQS For Sale

By Gabriel Vega – November 13, 2022

2022 Mercedes-Benz S580 4MATIC Review: Punching Way Above...

Since its introduction in the 1970s, the Mercedes-Benz S-Class has made a name for itself through its innovations. By debuting now-common features like stability control and adaptive cruise control, this plush sedan often gave us a glimpse of what the rest of the auto industry would implement over the coming decade. The 2022 Mercedes-Benz S580 4MATIC is no exception. However, this seventh-generation model doesn't just use tech to impress its driver. It implements it to create a segment-defining driving experience. While the luxury car market has exploded over the last decade with options that cost deep into the six figures, the S-Class' elegance, comfort, and clever interior design now make it a top pick that offers tremendous value. Design/Styling Although streamlined for the modern era, the 2022 Mercedes-Benz S580 counts on elegant proportions that pay tribute to its 1950s ancestors. Its long hood and tall grille with vertical slats pay homage to its roots, while its sleek headlights, retractable door handles, and sloping roofline embraces modern styling. Thanks to its 203.9-in length and 76.9-in width, it's also a sizable sedan whose footprint translates to substantial road presence. 2023 Rolls-Royce Phantom Review: A Step Above The Rest The seventh-generation W223 just looks expensive. My tester featured a Nautical Blue exterior finish with a complementing Macchiato Beige interior. With a restrained use of chrome trim and sleek lines that seamlessly transition from the car's front, side, and rear, the S580 comes across as more stylish and elegant than gaudy and flashy. It's a one-percenter car that doesn't need to yell its price tag to be heard. It's worth pointing out that the current-gen S-Class looks as good as it does because an internal combustion engine powers it. Take its electric counterpart, the EQS, as an example. It may represent the future with its new proportions and aero-focused design, but it loses the subtle elegance that the S-Class exudes. Driving Experience Unlike previous S-Class generations, the W223 offers up a surprising dual personality. Driving through Miami, FL's straight, monotonous roads, the S580 and its plush air suspension easily made road imperfections disappear without delivering a floaty experience. However, on the odd corner, it proved surprisingly athletic. Its dampers are stiff enough to remain planted in the bends. The S580 counts on the german carmaker's well-known twin-turbocharged 4.0-liter V8, delivering 496 hp and 516 lb-ft of torque. Thanks to a quick-shifting nine-speed automatic transmission and standard all-wheel-drive system, the S-Class rips off the line, despite its nearly 4,800-lb curb weight suggesting that it might not. With peak torque coming in at 2,000 rpm and little turbo lag, the S580 remains agile even while already at speed. While its straight-line performance is impressive, how well its powertrain fades into the background makes the driving experience. While puttering around town, its nine-speed box shifts nearly imperceptively while its engine delivers its power without intruding into the cabin with unwanted noise. Thanks to its integrated starter generator and 48-volt electrical system, the S580's start-stop works seamlessly in the background without unwanted vibrations and jerkiness when setting off. Read More Exotic Car Reviews Its steering is incredibly light and disconnected in Comfort mode. However, it weighs considerably in Sport mode, sometimes a bit too much considering the luxury ethos of the S-Class. The same goes for its suspension. While in Sport and Sport+ mode, the S580 stiffens considerably, significantly reducing its ride quality. With Comfort mode already having plenty of composure, it makes its more aggressive modes superfluous. If there's anything somewhat lacking in the S580 driving experience, it's its braking system. Although plenty strong to slow down this heavy sizable sedan, you'll need to press the pedal considerably to get the desired performance. However, once you pass a certain point, you get all more stopping power than you bargained for, making stop-and-go traffic a delicate dance. Interior/Tech Inside is where the 2022 Mercedes-Benz S-Class punches way above its class most. From its stitching, finishing, and material choices, it feels like a car that costs way more than the S580's as-tested $140,930 base price. It starts in the tech department, where a highly-configurable 12.3-inch 3D instrument cluster sits in front of the driver and displays a customizable suite of gauges. A squared-off 12.8-inch touchscreen with both Apple CarPlay and Android Auto connectivity seamlessly blends the dashboard and center console. While Mercedes-Benz, unfortunately, traded off most of its buttons and switches for this sizable display, all of the AC controls and infotainment functions live precisely where you'd expect them to. Given the height and orientation of the screen, it lives close to where your arm naturally rests, making quick changes a breeze. The S-Class' front seats deserve a deep dive of their own. They offer a whole suite of options with 19 small motors, heating, and cooling functionality. From hot massages to its Energizing settings that help benefit circulation on longer drives, these could be one of the most comfortable seats in the industry. The same goes for the rears, which offered those aforementioned features but have the added benefit of reclining with the optional Chauffeur Package as part of the Executive Line. As far as internal combustion luxury cars go, the S580 is among the quietest. Thanks to great sound deadening, a quiet powertrain, and a powerful Burmester sound system, it's easy to drown out the outside world. The only way the S-Class can improve is by replacing its engine with electric motors. Pricing The 2022 Mercedes-Benz S580 starts at $117,700 without including destination fees. However, like my tester, opting for the Executive Line only bumps that up to $129,100. Thanks to optional extras, it climbs to the $140,930 figure mentioned above. As you look around while getting a hot massage, it dawns on you that the S580 offers, at $140,00, the same or better features than cars that cost twice as much. Closing Thoughts The 2022 Mercedes-Benz feels like a product that has been refined through multiple decades. From its elegant styling that pays homage to its history to its quiet but powerful engine and world-class interior, the S580 is a segment-defining product. Like its predecessors, the seventh-gen S-Class counts on plenty of tech in its powertrain and interior. But instead of purposing these to show us the future, the S580 focuses on delivering the best driving experience possible. With its price tag that undercuts many of the luxury segment's priciest options, this plush sedan offers value without cutting any corners. View All Mercedes-Benz S 580s For Sale

By Gabriel Vega – June 27, 2022

Mercedes-AMG GLE 63 S Coupe Review | A Proper Muscle SUV

In the late 1990s, SUV buyers weren't nearly as spoiled for choice as they are today. Most offerings were either serious off-roaders or large people movers. The formula for the modern SUV wasn't clearly defined, and potential performance variants weren't even in the conversation. That is until 1999 when Mercedes-Benz introduced the ML 55. AMG's first SUV changed everything, ushering in a new era of high-horsepower high riders. Stuffing a big engine under the hood of a plush off-roader did not make a track star out of a couch potato. It did, however, mean that speed, comfort, space, and refinement didn't require multiple vehicles. This week's tester is a perfect example of this formula. It's the 2021 Mercedes-AMG GLE 63 S Coupe 4Matic+, a big, high horsepower, top dollar SUV, and the ML 55's direct descendent. In an unusual twist, this vehicle isn't currently available for sale. Due to a slowdown in engine production at AMG, the twin-turbocharged V8 that lives under the hood isn't available for the 2022 model year. The good news is that production should resume for future model years, and after a week behind the wheel, it's definitely worth the wait. Mercedes-AMG GLE 63 S Coupe Performance/Handling Two decades ago, the idea of a 600+ horsepower SUV was unthinkable. Today, there are about as many high-horsepower SUVs as there are supercars. The GLE 63 S is no exception. Its 4.0-liter twin-turbocharged V8 pumps out 603 horsepower at 5750 rpm and 627 foot-pounds of torque at 2500. But the GLE has more than turbos up its sleeve to make power. It also features a small electric starter-generator called EQ boost. Essentially, it combines the starter and alternator into one electric motor and sandwiches it in-between the engine and transmission. The result is up to an additional 21 hp and 184 lb of torque. However, this power isn't used for straight-line speed. Instead, it's sprinkled along the power band to fill areas where the turbos lag. In the real world, this results in instantaneous acceleration. At no point is the GLE sluggish. It's quick off the line and quick at speed. Something this big shouldn't be able to move so fast. Also Read: 2021 Lamborghini Urus Review: A True Super SUV Not to mention that opening up the taps reveals a proper ferocious bark from those gloss black exhaust tips. It may not sound as good as its 6.2-liter predecessor, but it's still damn good. Like its dot-com-bubble great-grandpa, the GLE 63 has all-wheel drive as standard, supplemented by a nine-speed automatic transmission. This is one of its weak points as the auto's tuning favors around town comfort rather than all-out performance. Switching to manual shifting remedies this, but it is still not all that sharp on the downshift. But let's face it, this isn't a canyon carver, and around town, it's more than responsive enough. At no point does the GLE 63 let you forget that it weighs nearly 5,500 pounds. It's quick to understeer, and despite having surprisingly little body roll, it's not eager to turn in. None of that matters in the driving the GLE 63 does. In a crowded city, its air suspension is tuned to near perfection, delivering a firm and AMG-appropriate ride that's still comfortable. Not even the massive 22-inch wheels spoil the ride. While it's far from a track star, its dominance throughout the city proves that the GLE 63 is a masterclass in knowing precisely what your audience wants. Mercedes-AMG GLE 63 S Coupe Design This GLE is a coupe-style SUV with the now-infamous sloping roofline. Enough people love this style for Mercedes-Benz to adopt it across the GLE and GLC classes. In a body this big, it works because it helps de-boxify it. The GLE is already a bit of a big bertha, but thanks to the way its roof seemingly melts onto the rear three-quarters, it still looks sleek despite its size. Large tail lights that wrap around the rear emphasize this effect as its lighting elements are proportional to the extensive body. Like the ML55, the GLE 63 S has flared wheel arches sharing the same color as the rest of the bodywork, and while they may not be as aggressive as on the old-timer, they work to visually widen the 63 and separate it from a standard GLE. Must Read: 2022 Hennessey VelociRaptor Review: Just The Right Amount Of Excess On the hood, two prominent lines run almost parallel to one another. This isn't new. It's a design trait shared with the ML55 and what Mercedes originally called "power domes." They go back to the 300 SL Gullwing of the 1950s. Darkened elements such as the diffuser, wheels, and front intakes help create contrast and neatly tie in its aggressive aesthetic without being over the top. Mercedes-AMG GLE 63 S Coupe Interior Any and all criticisms of its size vanish once you step in, a big body immediately turns into immense comfort, and when you're lugging a family around, extra space is a godsend. Not even the sloping roof spoils the size. Your 5'10 author fits in the back with plenty of headroom to spare, so passengers young and old should have no complaints during long drives. Throw in a pair of highly adjustable heated and cooled front seats, and there's more than enough comfort to go around. Comfort aside, interior quality is also spectacular. The GLE wins on the tech front as well. With two 12.3-in displays that seemingly melt into one another, the cabin feels forward-thinking and nicely laid out. The onboard MBUX infotainment system is a pleasure to use and easy to learn. However, smartphone connectivity such as Apple CarPlay and Android Auto. The 63 S commands a heavy price delta over a 53 model, but the material use is night and day different. You'll see either leather, suede, or carbon fiber everywhere you look. Stark reminders of how well you've done in life. The GLE's interior feels every bit its price tag. Mercedes-AMG GLE 63 S Coupe Pricing $117,050. That's how much the GLE 63 starts at. However, you can't currently buy one because there is no 2022 model year option available. This one is a 2021 model year press vehicle with over 9,000 miles on the clock. As tested, it comes in over $130,000. For a bit of context, that's not enough to get you into a Cayenne Coupe Turbo, which starts at $133,500, and you can forget about the $167,800 Turbo S. Its direct competitors then are the BMW X6 M and Audi RSQ8, two SUVs that also nail this tried and tested formula. And that's become a double-edged sword as these three German rivals deliver practically the same experience. For now, this isn't a problem as these SUVs are huge money makers. However, as time goes on, these giant family haulers will struggle to stand out. Closing Thoughts The Mercedes-AMG GLE 63 S nails its intended purpose, fast as a sports car in a straight line but comfortable enough for a family road trip. It is a proper Swiss Army knife. However, the trade-offs in the performance department are significant, and if on-road comfort isn't a priority, the GLE leaves a bit to be desired. However, as an expensive object to putter around town surrounded by expensive materials with more power than a nuclear power plant at a moment's notice, it's damn near perfect. To the people that will inevitably fork over large sums to get one once production ramps back up, you won't be disappointed. View All AMG GLE 63s For Sale

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