YOU MAY ARGUE WITH CALLING IT A COUPE BUT 2020 AMG CLA35 IS A STUNNING VEHICLE

It is a widely accepted idea that an automotive coupe is a two-door vehicle that can seat two or four people (including the driver) or, if among close friends, three in the backseat.

But that concept has been challenged in recent years with the introduction of “four-door coupes” that feature sleeker styling than the typical sedan and other coupe-like touches. I once had a friend who simply wouldn’t accept this, insisting that a four-door car was a sedan, a two-door car a coupe, and that was that!

Mercedes-Benz muddied the waters when it marketed the CLS as a “four-door coupe” when it hit showrooms as a 2004 model. A few years later the 2014 CLA also was introduced as a “four-door” coupe and so it persists today.

By any designation — you say “tomato,” Larry the Cable Guy’s mentally challenged ex-girl friend says “bowling shoes” — the AMG CLA35 serves as a spectacular introduction to the Mercedes-Benz family of luxury vehicles.

Designers and engineers have given it a complete makeover for 2020 after the first generation CLA received a rather tepid reception as an entry-level luxury car with an initial price tag of under $30,000.

It looked the part of a Mercedes, but its cramped backseat, stiff ride, front-wheel drive configuration, and unimaginative performance resulted in a rather lackluster reception.

That’s not the case any more. Though the ride remains on the stiff side, perhaps too taut for some, my only real complaint with the AMG CLA35 that served as my test vehicle recently had to do with the operation of features in the new MBUX infotainment system via a touchpad on the center console.

The theory is that as we are getting so used to using computers and other technology with a touchpad instead of a mouse that this should be a natural transition to our car’s system. It is not. I found it demanded too much attention to change a radio station, for example, by swiping my finger across the pad.

Fortunately, reactions to voice commands are more responsive, but why complicate things to being with? It is also easy to give the system input accidentally if your hand drifts unintentionally across the pad.

The other oddity — but not really annoying — is the gear selection lever. Mounted on the steering column, it sticks out to the right and is no bigger than a popsicle stick.

The CLA is available in three different versions. The base is the CLA 250 that sort of lives up to its “entry-class luxury” designation with a starting MSRP of under $37,000. Two AMG models up that ante there with the AMG CLA35 starting at $45,900 and the bigger AMG CLA45 starting at $54,800.

If you are even vaguely familiar with the AMG designation you know that this is German-speak for “more power and performance,” and indeed the AMG CLA35 lives up to that billing.

The 2.0-liter, turbocharged 4-cylinder engine in the AMG CLA35 (the words “Mercedes-Benz” do not appear on the sticker label heading) is rated at 302 horsepower and 295 pound-feet of torque, which results in an estimated zero-to-60 mph clocking of 4.8 seconds according to the company.

That’s not quite as quick as the CLA45 (382 hp, 354 lb.-ft., 4.0 seconds) but is a significant boost over the numbers for the base CLA250 (221 hp, 258 lb.-ft., 6.3 seconds).

A 7-speed automatic transmission with manual mode is standard on the CLA250 and CLA35 while the CLA45 gets an 8-speed. AMG models also get the company’s 4MATC all-wheel-drive system as standard.

EPA figures on the AMG CLA35 are not great, but it is probably not as thirsty as you might think. Even with all that performance, the AMG CLA35 drinks premium fuel at the rate of 23 miles-per-gallon city, 29 highway, and 25 combined.

The cabin is high class and resplendent with leather and comfort features.

Standard equipment on the CLA35 includes a panoramic sunroof, 10.25-inch touchscreen display, 10.25-inch digital instrument cluster, Apple Carplay and Android Auto, Bluetooth connectivity, keyless start, rain-sensing windshield wipers, Mercedes UConnect services, LED headlamps and taillights, active brake assist and stop/start technology that can be turned off by pushing a button

Options on my test car included a Driver Assistance Package, Multimedia Package (navigation and speed limit assist), an AMG Performance Seat Package, and numerous options that ran the final tab to $62,855 with the $995 destination and deliver charge included.

That pretty much takes the AMG CLA35 out of the “entry-level” discussion, but it is oh so much fun!

Now, I wonder what car maker is going to bring back a two-door sedan?

What I liked about the 2020 AMG CLA35 4MATIC: It is a visually stunning vehicle, especially in red, and the interior oozes the sophistication and quality you have come to expect from Mercedes-Benz. The performance, too, is what you expect from AMG. This may be considered “entry level” for the marque, but it is still a high class vehicle. 

What I didn’t like about the 2020 AMG CLA35 4MATIC: The touchpad on the console is extremely sensitive. You can change radio station by accidentally hitting it when you are reaching for loose change in the cupholder. Guess you can get used to it, but to me it is another example of German engineers overthinking technology. The backseat is on the crowded size. The sweeping roofline that gives the CLA its coupe-like profile infringes on headroom back there.

Would I buy the 2020 AMG CLA35 4MATIC? Probably, but that touchpad is nearly a deal breaker for me. But the looks and overall performance of the 2020 AMG CLA35 4MATIC are breathtaking.

THE MAGIC OF AMG TAKES C-CLASS CABRIOLET TO HIGHEST LUXURY LEVEL 

The C-Class has served as a introductory model for Mercedes-Benz enthusiasts since its debut as a “baby Benz” sedan in the early 1990s.

It has grown up considerably since then, however, and there is nothing “baby” about the AMG C43 Cabriolet I recently had the pleasure of driving for a week, from the performance, to the luxury, and yes, to the price tag.

Can you envision a C-Class that starts in the $60,000 range and nearly reaches $80,000 when fully equipped?

That’s quite a jump from the base C-Class Cab that starts at just a couple of notches over the $50,000 mark but it is what often happens when the folks who labor in the company’s AMG workshops get done with their tinkering.

AMG versions of Mercedes models are not really for those who only care about getting from Point A to Point B. They are for those who look forward to the ride itself!

It starts under the hood, where AMG has pumped up the 3.0-liter bi-turbo V6 to 385 horsepower and 384 pound-feet of torque, big steps up from the 255 hp and 234 lb.-ft. the turbo-4 in the C300 Cabriolet delivers.

Mated with a 9-speed automatic transmission, the V6 scoots the C43 from zero-to-60 mph in under 5.0 seconds with fuel numbers of 18 miles-per-gallon city, 25 highway, 21 combined.

Driving modes include Comfort, Sport, Sport-Plus, and Individual, and if you want more sound from the dual exhaust, you can push a button on the console to get that, too. Sport-Plus mode disengages the stop/start system as well as stiffening the suspension and increasing throttle response.

In fact, the increased throttle response almost can be a bit too aggressive at times, especially considering that even in Comfort the C43 gets off the line quickly.

The interior is impeccable with lots of leather, natural grain wood, and brushed aluminum throughout. The triple-layer, acoustic soft top gives the C43 a quiet ride, more like of hardtop quality than a typical soft top. When riding with the top down in chillier temperatures, the Airscarf system and heated seats keeps things comfortable.

With South Florida’s summer temperatures, the optional ventilated seats and an A/C set on high are more appreciated than the Airscarf!

That roof, incidentally, raises and lowers in about 20 seconds, and you can do it at speeds up to 30 mph, a handy feature if a sudden shower appears and you can’t pull over.

Among standard features for the base MSRP of $64,645 (including destination and delivery) are a Burmester surround-sound audio system, push-button start, Apple CarPlay and Android Auto, dual zone climate control, rain-sensing windshield wipers, a 10.25-inch display screen for infotainment features that operate with a central controller or touchpad (both on the center console) and Bluetooth connectivity.

The AMG, flat-bottom performance steering wheel is included in the base price, but other AMG-inspired touches like performance exhaust, carbon fiber rear spoiler, and illuminated door sills plus packages that include navigation and safety features like lane-keeping assist, active blind spot detection,, etc. are options.

Thus the total for my test drive model came to $78,105.

What I liked about the 2019 AMG C43 Cabriolet: In a word, everything. The AMG version of Mercedes-Benz’ so-called “entry level” convertible offers the highest level in performance and comfort features for a superb motoring experiences for both driver and passenger. The interior oozes luxury touches. You don’t have to be at a standstill to lower or raise the soft top.

What I didn’t like about the 2019 AMG C43 Cabriolet: The trunk is small, though I was able to slide in two beach chairs and an umbrella and still ride with the top down. The COMAND system to operate infotainment features can be very distracting. Much of the really good stuff is only available as options that can add nearly $15,000 to the starting MSRP. The backseat is practically useless.

Would I buy the 2019 AMG C43 Cabriolet? If cost was not an issue, sure. But if it was, I would find nearly just as much happiness in the basic C300 Cabriolet.

MERCEDES CONTINUES TO RAISE THE BAR IN LUXURY WITH 2019 AMG S63 COUPE

If somebody ever would give me $200,000 with the stipulation that I had to spend it all on my next car, at least I know now where I would start.

I would head for the nearest Mercedes-Benz showroom and asked the first salesman to take me to the 2019 AMG S63 Coupe. I just might stop shopping there.

Though there is no such thing as a “perfect” automobile, a designation that likely would vary from person to person, the S63 Coupe comes as close as any with high marks in performance, appearance, technological features, comfort, and prestige.

Based on the Mercedes-Benz flagship S-Class Sedan, the S63 Coupe gets the same royal treatment when it comes to all the things that make a luxury car a super luxury vehicle.

It’s available in three versions — Mercedes-Benz S560 4MATIC and AMG S63, both 8-cylinder models, and the 12-cylinder behemoth AMG S65. This review is based on the AMG S63.

Its 4.0-liter biturbo registers 603 horsepower and 664 pound-feet of torque, representing advantages of 40 hp and 148 lb.-ft. over the S560. That gains it more than a second in zero-to-60 mph time (3.4 seconds to 4.5 for the S560) and actually is a half-second quicker than the 4.0 seconds Mercedes clockers report for the S65.

That engine drinks premium fuel at the rate of 17 miles-per-gallon city, 27 highway, which are better numbers than what you might expect. That is helped along by the deactivation of four of its eight cylinders the engagement of the CAMTRONIC valve-lift adjustment system (Google it if you’re interested) that reduces emissions as well under partial loads.

Believe me, you won’t notice any difference in throttle response.

Inside, the S63 Coupe is resplendent in luxury touches such as front seats with bolsters than hug (but not squeeze) your sides and gently engage to keep you from falling to one side when turning the vehicle.

The interior overflows with rich, soft leather. Dual zone climate control, a Burlmester surround sound system, and air balance cabin fragrance system are among the usual array of standard features in the luxury class.

Heated and ventilated seats, a head-up display, and Bluetooth connectivity are givens.

The 12.3-inch display at the top of the center stack provides views of what is behind, beside, or in front of you in high definition images. You select the view by using the knob on the center console to click on the desired setting exhibited on the screen.

The numerous safety features include as standard expected items like lane-keeping and blind-spot assist and parking assist and also active LED headlamps, Attention Assist, and the Advanced Air Bag Protection System.

All that and more are included in the base MSRP of $169,450 plus the $995 destination and delivery fee.

So what am I going to do for the rest of my $200,000 windfall?

I’ll start with interior upgrades such as the 567 Designo red/black Nappa leather interior and carbon fiber/black piano lacquer trim and continue on to the AMG ceramic braking system, the AMG wood/leather performance steering wheel, black DINAMICA headliner, Saravoski crystal headlight accents, and the night-view assist system first introduced on the S-Class sedan some years back.

Frankly, I can live without the Driver Assistance Package that includes Active Blind Spot Assist and Active Lane-Keeping Assist and, living in South Florida, I can do without the Warmth and Comfort Package.

But what the hell. They add only $4,440 to the cost, which is less than half the $8950 the ceramic brakes cost, and I’m still under the final tab of $198,145.

Now if I can only find someone who will give (not lend) me that $200,000 I’m all set.

What I liked about the 2019 AMG S63 Coupe: The power and performance is amazing. The interior is impeccable. It abounds in opulence.

What I didn’t like about the 2019 AMG S63 Coupe: What’s not to like about the S63 Coupe? Maybe one small nitpick. The Germans have been doing some tinkering with its COMAND system for the operation of infotainment functions like audio and navigation, and it’s not really any more user-friendly than its predecessor. But the panoramic view provided by rear cameras is spectacular.

Would I buy the 2019 AMG S63 Coupe? If I were a billionaire, yes, in a heartbeat.

NEW NAME, BUT MERCEDES-BENZ GLE SUV CONTINUES TO IMPRESS WITH 2020 MODEL

For the 2016 model year, Mercedes-Benz adapted new nomenclature for its extensive vehicle lineup which, among other changes, denoted that all of the German company’s SUV models would be prefixed with the letters “GL.”

The “G” was in homage to its legendary G-Wagen with the “L,” according to the press release announcing the changes, serving as a “linking letter that makes the model designations easier to remember and easier to pronounce.”

The third letter was to indicates “the relationship to the relevant core model series.” Thus the SUV previously designated ML became the GLE to correspond to the familiar E-Class sedan.

Or something like that. Look at it this way: Just as the A-Class is the smaller sedan, the GLA is the smaller SUV. The S-Class is the larger sedan, GLS is the larger SUV.

I’ll let others argue just how “simple, clear, and transparent” as the release said the new naming strategy is, but what is clear is that the vehicles themselves haven’t lost any of their stature in luxury and performance they have become known for.

The Mercedes-Benz GLE ranked among the Top 5 sellers in the midsize luxury SUV segment for 2018, just ahead of models from Teutonic compatriots BMW and Audi, and the changes coming for 2020 would seem to ensure that status in the future.

It comes in two versions, with the GLE 350 featuring a 2.0-liter, inline-4 turbocharged engine and offered in rear-wheel or Mercedes’ 4MATIC all-wheel drive system. It is rated at 255 horsepower and 273 pound-feet of torque. With the 4MATIC system, mileage figures are 19 miles-per-gallon city, 26 highway.

A 3.0-liter, inline-6 turbo engine with EQ boost — a mild hybrid system that adds up to 21 horsepower via an integrated starter generator — powers the GLE 450, which is available only with the 4MATIC system. It bumps horsepower and torque up to 362 and 369, respectively and offers the same fuel mileage number in the city as the GLE 350 4MATIC with a slight drop to 24 mpg on the highway.

With the wheelbase extended 3.1 inches to 117.9 inches, the interior of the new model is larger than its predecessor. Though it has a five-passenger capacity, Mercedes even says a third-row seat is available on request.

Standard features include push-button start, dual-zone climate control, leatherette upholstery, a power tilt-and-telescoping, leather-wrapped steering wheel, power-adjustable driver’s seat, and heated front seats.

Optional add-ons include full leather, massaging and ventilated front seats, heated steering wheel, sport seats with premium leather, and heated rear seats. The cabin is offered in four different styles — classic, sport with black/yellow contrasts, progressive, and understated.

Naturally, there is a plethora of technological features, most of which are operated off the touchscreen or a laptop computer-like touchpad on the center console. The Germans are not necessarily known for the simplicity of their infotainment operating systems, but they also offer voice control that is activated by a “Hey, Mercedes” command, so I guess it evens out.

Pricing for the 2020 Mercedes-Benz GLE 350 starts at $54,695 including the destination and delivery charge. It will arrive in showrooms in the summer.  On sale now, the GLE 350 4MATIC starts at $57,195 and the GLE 450 4MATIC at $62,145.

What I liked about the 2020 Mercedes-Benz GLE450 4MATIC: The cabin is roomy and resplendent with luxury touches. The engine certainly has enough power, and handling is superb.

What I didn’t like about the 2020 Mercedes-Benz GLE450 4MATIC: The touchpad system for operating infotainment functions is a big pain. It is overly sensitive, and you can accidentally change something (like a radio station) simply by brushing your fingers near its flat surface when reaching across the console. Yes, the longer you use it the more likely you are to adapt to it. Even I got used to using the touchpad on my laptop rather than a mouse. But why all this rush to change something (like knobs or even push buttons) that works just fine? Just because you can is not a very good reason to do it.

Would I buy the 2020 Mercedes-Benz GLE450 4MATIC? I would if I could get an older version of the COMAND system (which, by the way, I was just getting used to). Other than that, it’s hard to find much fault in this luxury SUV!

HOLD ON: MAJOR UPGRADES COMING FOR 2020 MODEL MERCEDES-BENZ GLE CLASS

If you happen to have your eye on a Mercedes-Benz GLE crossover SUV for your next vehicle, you may want to wait until next spring (it’s not that far off) when the new 2020 GLE hits U.S. showrooms.

The German automaker is really taking its midsize SUV, which began life over 20 years ago bearing M-Class badging, up to a new level, even offering a three-row seating as an option for those with growing families.

With a 3.1-inch longer wheel base than its predecessor, the 2020 GLE offers second-row passengers about 3 inches more legroom, and there’s generous space for storing stuff behind them (at least for five-passenger models without a third row).

And Mercedes has packed it with several other innovations, including a 48-volt active suspension system (a world first) that is among three suspension systems offered, a Stop-and-Go assist system for driving in heavy traffic, and Mercedes’ fully variable 4MATIC all-wheel-drive system, not to mention features like lane change assist (which I found to be aggressive at times), blind spot warning, and a 12.3-monitor for working systems like navigation and audio on the automaker’s MBUX interface.

The latter is accomplished not with the customary dial in the center of the console, but with a Touchpad similar to what you might find on a laptop computer. It also works with gesture control, which means that at times you or (more likely) your passenger might accidentally change something you didn’t really want changed.


Voice-operated functions are activated by saying “Hey, Mercedes” in a normal tone. The response is a crisp “What can I do for you?”, which raises all sorts of possibilities, depending on your imagination.

The GLE comes in three versions.

The GLE 350 ($53,700 starting MSRP) and the GLE 350 4MATIC ($56,200) are powered by a 2.0-liter, 4-cylinder engine rated at 255 horsepower and 273 pound-feet of torque. The GLE 450 4MATIC ($61,150) has a 3.0-liter inline 6-cylinder engine with EQ Boost (a mild hybrid system that provides up to a 21 more hp). Horsepower and torque figures for the inline-6 are 362 and 369, respectively.

Both engines are mated to a 9-speed automatic transmission. The gearshift stalk on the steering wheel column is one of the smallest you may find in a vehicle like this, not that that makes any difference. Paddle shifters provide a way for manual gear selection.

Fuel economy numbers have yet to be released, but the fuel tank has a generous 22.5 gallon capacity so you can go a long ways between fill-ups.

You can set the GLE to ECO, Comfort, Sport, Individual, or Off-road modes to adjust for conditions/preferences. I’m not sure how many owners would actually take their GLE off-road, but I’m betting it’s not many. Nice to know you can, though.

 Elegant is probably the best word to describe the cabin’s interior with the generous use of dark leather and wood trim in particular giving it a distinctive air.

Nice, too, that designers incorporated the display screen at the top of the centerstack following the flowing lines of the dash. Too many seem to stick it up in the center of the dash like an iPad or tablet.

Comfort is another appropriate word. Front passengers also get memory settings for their preferred seating positions, just like the driver.

Legroom up front is 40.3 inches, slightly less than the 40.9 that backseat riders get. (Rear legroom can be increased to 41.1 inches with the optional adjustable second row.)

The 4MATIC versions of the GLE (both 350 and 450) will be the first to go on sale next spring. The RWD GLE 350 is scheduled for the summer.

What I liked about the Mercedes-Benz GLE 350 4MATIC: It’s luxurious, it’s spacious, it’s quiet, and it’s powerful. The bold styling highlighted by the in-your-face 3-pointed star in the center of the grille exudes an air of invincibility, and it comes with a generous list of standard and optional features that add to the driving experience. Stowage capacity behind two-row seat models is generous (22.2 cubic feet)

What I didn’t like about the Mercedes-Benz GLE 350 4MATIC: The Touchpad for operating the infotainment systems takes a lot of getting used to and can be very distractive for the driver to use. It was easy to get the hang of using a touchpad instead of a mouse to operate my laptop computer, but it’s not the same with the GLE’s center console. The placement of the hand makes all the difference. My laptop customarily is in front of me on a flat surface. The GLE's Touchpad is to the driver's right and slightly lower.

Would I buy the Mercedes-Benz GLE 350 4MATIC? Frankly, the Touchpad is a big turnoff for me, but the GLE 350 has enough other virtues to keep it into consideration for a midsize luxury crossover SUV. There is nothing that quite matches the feeling of power you get when you’re behind the wheel of a Mercedes-Benz.

MERCEDES-BENZ OFFERS A NEW KIND OF HYBRID EXPERIENCE WITH C350e PLUG-IN

While most manufacturers try to squeeze as many miles they can out of the batteries of their electric vehicles, Mercedes-Benz has taken a different approach with the C350e.

This plug-in hybrid offers little in the way of electric-only drive, but packs a punch that rivals even AMG-tuned versions of the company’s fleet.

Consider, the 2.0-liter turbo 4-cylinder engine and electric motor propels the C350e from zero-to-60 mph in just 5.8 seconds, according to Mercedes-Benz clockers.

That’s the same as the C300 that traditionally has serveed as the entry point to the company’s luxury fleet and only 1.2 behind that for the AMG C43.

In fact, at 443 pound-feet (combined gas and electric) the C350e’s torque number is actually better than the 384 lb.-ft. offered by the AMG C43 and not all that short of the 479 the the 4.0-liter, biturbo V8 delivers to the AMG C63.

Plug-in hybrid indeed!

But about that electric-only driving. Though Mercedes-Benz touted a range of up to 20 miles of all-electric driving with the debut of the 2016 C350e, that figure has been tempered in bit. Cut in half, actually.

The spec sheet reports a range of 0-8 miles for the 2018 C350e, which isn’t going to take you far in run silent mode. But mileage ratings for electric-gas combined driving are 51 MPGe and gas-only 30 mpg, and you get a modicum of recharging while driving on gas as well. So it’s not all bad.

For the most part, you get the same classy cabin and features in the C350e that you do in other C-Class models with one notable exception.

The C350e sticks with a 7-speed automatic transmission with paddle shifters while the C300 and C300 4MATIC get a new 9-speed tranny.

Among standard equipment included in the 47,900 base MSRP for the C350e or are no-charge items are LED headlights (new for 2018), LED tail lamps, 18-inch wheels, dual-zone climate control, Bluetooth connectivity, power tilt-and-sliding sunroof, rain-sensing windshield wipers, rear-view camera, Collision Prevention Assist Plus that uses radar to monitor vehicles around you, natural grain wood trim, and black fabric headliner.

The outlet to plug in the cord is at the rear bumper, a change from the customary spot up front on most other plug-in vehicles.

Dynamic Select lets you change driving modes to Sport or Sport-plus with Comfort as the default setting by flipping a switch on the console.

Adding such optional items and packages, like leather seating and thigh support for the drive’s seat, navigation with an 8.4-inch high-definition monitor, blind-spot and lane-keeping assist, and cross-traffic assist can run the total price up to $61,785 with the $995 destination and delivery cost included.

Yes, that’s a pretty big jump over the starting price of $40,250 for the C300, a bit more than the base price for the C43, and near the starting price for the C63. But you may be eligible for tax credits that will bring the cost down.

What I liked about the 2018 Mercedes-Benz C350e: This may be the liveliest hybrid on the market today. Throttle response makes you forget you’re driving a hybrid. The cabin is impeccable with high quality materials throughout.

What I didn’t like about the 2018 Mercedes-Benz C350e: The COMAND System for infotainment features, though simplified from the original version, still demands too much of the driver’s attention to perform functions. And the display monitor sticks up in the middle of the dash like a misplaced iPad. Watch your head when getting in, especially on the passenger side.

Would I buy the 2018 Mercedes-Benz C350e? Probably not, because I’m not a fan of plug-in hybrids. The extra $7,000-plus it costs over the base C300 could cause you some hesitation as well, though tax credits for buying a hybrid will cut down on that difference. Other than the drivetrain, the C350e is every bit high in quality as you would expect from the company.