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.

BMW OFFERS A PLUG-IN VERSION

OF ITS X5 SUV FOR 2016

BMW has another entry in the plug-in parade with the 2016 X5 xDrive40e midsize SUV, or Sports Activity Vehicle, as BMW prefers.

Frankly, I’m not sure why, but it has naught to do with this particular vehicle. I’m just not a big fan of the craze for plug-in versions of hybrid vehicles. Too much bother for, in many cases, little benefit.

Yes, I understand why some people like them. They’re on the cutting edge of new technology driving around on electric power, which the X5 xDrive40e allows you to do. (For short distances, any way. I’ll get to that later.)

And I get it that if you’re going to have all-electric vehicles, you’ve got to have someway to charge them up.

But overall, I find the plug-ins a big pain.

That has something to do with my garage, which is more of a storeroom than a garage and the power outlet is about as far away from the front garage door as you can get. So when it comes to plugging in an electric car, I have to leave the garage door open and ease the nose of the vehicle as far as I can into the garage (which isn’t very far) so that I can get it as close as possible to the electric outlet.

But more then that, it takes forever to get maximum juice into the battery on regular household outlets.

Which means that if you have a plug-in, you probably should get one of the charging kits that speed up the charging process or at least hope that your place of work has charging stations and they’re not all occupied during the day.

And with the X5 xDrive40e, you’re going through all that to get 14 miles of driving on electric power only. Yes. That is one-four miles on electric power only. Or maybe a couple of miles more or less, depending on how much you’re pushing it. Top speed in electric mode is 75 mph, btw.

The good news with the X5 xDrive40e is that you don’t even have to fool around with plugging it in to enjoy the benefits of the hybrid setup, and you can have fun doing it. With 308 horsepower and 332 pound-feet of torque from the combination of the 2.0 twin-turbo four-cylinder gas engine and the electric motor going to all four wheels via an eight-speed transmission, the zero-to-60 mph time is 6.5 seconds, according to the company.

That’s quite a performance from a vehicle in this class.

Individually, horsepower and torque from the electric motor, which gets the X5 xDrive40e moving even when you’re not in all-electric mode, is 111 hp and 184 lb.ft., which certainly is a nice kick in the butt when you’re getting out of an intersection. The turbo four gas engine alone is rated at 240 hp and 260 lb.-ft.

As for fuel mileage, in electric mode, the X5 xDrive40e is rated at 56 MPGe, but the gasoline only number is 24 mpg combined city/highway.

As one would expect of a vehicle coming from a company that boasts it builds the “ultimate driving machines,” the X5 xDrive40e is very nimble for a vehicle its size (just over 16 feet long with a curb weight of 5,220 pounds). It is firm through corners yet comfortable when cruising. And quiet.

There’s no question BMW knows how to handle luxury and performance in a good-looking package. Unlike the somewhat bulky, unattractive rear end on its larger sibling, the X6, the X5 xDrive40e looks good from any angle.

But when it comes to operation of the wealth of techno features the company incorporates into its infotainment system, the Teutonic influence on the German mind seems to come into play.

It just seems like in an effort to get where you want to go as far as the navigation, audio, and other systems, you have to make a couple of extra turns of the control knob on the center console to get there, not to mention deciphering what all those symbols on the screen mean and making sure you’ve dialed into the correct one. Apparently, there is no word for “user-friendly” in German. On the plus side, though, the high-resolution screen for the standard navigation system is a generous 10.2 inches.

Pricing for the 2016 BMW X5 xDrive40e starts at $63,095 including the $995 destination and delivery charge. Among standard equipment are Xenon adaptive headlights, 14-way adjustable heated front seats with four-way lumbar support, panoramic moonroof, power rear liftgate, and the navigation system.

Extras like a cold weather package (heated steering wheel, heated rear seats, and retractable headlight washers), a Premium package (BMW’s “comfort” keyless entry, four-zone climate control, and a year’s subscription to satellite radio), and other items (including the rear-view camera which added $400) ran the total for my test vehicle to $71,695.

What I liked about the 2016 BMW X5 xDrive40e: The performance was more power than you would expect from a hybrid. It’s also a very quiet ride, though I did hear a complaint about the comfort of the passenger seat.

What I didn’t like about the 2016 BMW X5 xDrive40e: The infotainment system is a bitch to operate and can be very distracting. And there was no AM band on the radio! Yes, I’m the guy who often listens to AM. I like it for sports and news. Some of it is available on the SXM band, of course, but not all the local talk shows are there.

Would I buy the 2016 BMW X5 xDrive40e? No. I find the plug-in system too much trouble to bother with for what little you get. Where I live, you reach the 14-mile range pretty quickly. Operation of the infotainment systems also is a deal killer for me. Hey, BMW! Remember benutzerfreundlich! (Darned if there isn’t a word in German for user-friendly.)