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Mercedes was a forerunner in the subcompact luxury class with its B-Class MPV back in 2005. The practical little runabout provided a higher level of interior quality and better overall solidity than more…

New Car Reviews

2021 Mercedes-Benz A 250 4Matic Hatch Road Test

Mercedes was a forerunner in the subcompact luxury class with its B-Class MPV back in 2005. The practical little runabout provided a higher level of interior quality and better overall solidity than more mainstream volume-branded small cars of the era, and therefore quickly became a hit here in Canada. No doubt many miss that intelligently designed people mover, but this said far fewer seem saddened by its loss than are now buying into its replacement, the much more universally appealing A-Class.

Mercedes brought its stylish four-door A 220 sedan and A 250 Hatch to market three years ago for the 2019 model year, and it quickly became the entry-level luxury sector’s most popular model, unless we’re including Mini’s Cooper (that edged the A out by 67 units in 2019) as a true premium-level car. Nevertheless, the A-Class, together with its sportier CLA sibling, dominate the subcompact luxury car segment, and believe me it’s not difficult to understand why.

I’ve driven all of the above, and therefore can attest to the many improvements Mercedes has brought to the fledgeling entry-level luxury sector. I say fledgeling because most premium brands continue to ignore it completely, instead focusing on entry-level crossover SUVs. Including the upright Mini hatchback and comparatively long, low and sleek CLA, only seven models occupy this smaller subcompact arena, the Cooper and A-Class followed by Audi’s A3 (and derivatives), BMW’s 2 Series, Acura’s ILX, and BMW’s i3, the latter of which probably fits more ideally into a separate entry-level electric luxury car category that doesn’t really exist yet.

The latter list is based on their sales volume in calendar year 2020, by the way, and on that note, I expected the much less expensive four-door Gran Coupé body-style would give BMW’s 2 Series line a solid leg up the segment’s sales chart order last year, but it didn’t even manage to outpace the aging Audi A3, which never even received a 2021 version to boost sales at the end of last year, due to soon being replaced for 2022.

That last car in mind makes me wonder why Audi doesn’t believe it can sell the hatchback version of its A3 in North America, while Mercedes obviously can. Sedans have long done better in the U.S. market, but there’s a place for arguably sportier looking and definitely more practical liftbacks, that is unless trunk security is a big issue in your city. Property crime is rampant in my town, especially from cars, but I’d still prefer a hatch over a sedan for general convenience’ sake, especially when loading it full of gear.

Fortunately, I was able to test the A 220 4Matic late last year, plus this slightly quicker A 250 4Matic Hatch, and AMG versions of both (those two reviews are shortly forthcoming), and while I might find it difficult to choose from the four, opting for Mercedes over the others wouldn’t be as difficult a decision. After all, along with their good looks, fabulous interior design, and impressive all-round performance, they scored highest amongst their Compact Luxury Car classmates in AutoPacific’s latest 2021 Vehicle Satisfaction Award (VSA), after doing the same in that third-party analytical firm’s 2020 Ideal Vehicle Awards (IVA) study.

Likewise, Vincentric (another third-party analytical firm) awarded the A 220 4Matic with the Best Fleet Value in Canada in its Luxury Compact segment, and they even include larger compacts within this category, such as Mercedes’ own C-Class and BMW’s 3 Series. Speaking of holding value, the Canadian Black Book gave similar accolades to the just-noted C-Class in their 2020 “Best Retained Value” Award (2021 hasn’t been revealed yet) that, like Vincentric, includes subcompacts as well, so that honour should rub off a bit on its little A-Class brother’s shoulders, but then again BMW’s 2 Series is said to have held onto most of its “investment” in the Premium Compact Car category of J.D. Power’s 2021 Canada ALG Residual Value Awards, while that firm’s 2021 Vehicle Dependability Study (VDS) puts the most affordable Bimmer on top of its Small Premium Car segment too.

I obviously need to call BMW in order to book a test drive, hopefully in the newish Gran Coupé, which I must admit is one great looking sport sedan, plus if it drives anywhere near as well as the M2 I tested previously, it has to be a serious contender in this class. Of course, BMW has yet to offer anything so practical in the entry-level sector with its sportiest M badge, something Mercedes has been doing with its AMG division for as long as its CLA has been in existence (model year 2014), so kudos to the F1-inspired mega-luxury brand for bestowing power on the masses so early. Audi followed shortly thereafter with its S3 for 2015 and RS 3 for 2018, while it took BMW until model year 2016 to arrive with its M2, which to this day remains available in two-door Coupe form only.

Just how I fell down this subcompact luxury/performance car rabbit hole and remained trapped inside for so long, says a lot about my undisciplined personality, but suffice to say Mercedes’ go-fast attitude trickles down to its more fuel-conscious trim lines. Before delving into the exact A 250 Hatch shown on this page, it might interest you to know about the various trims and how they all fit together to form the most diverse lineup in the subcompact luxury car segment.

For starters, the A 220 sedan receives a 188-horsepower version of Mercedes’ 2.0-litre turbocharged four-cylinder engine that’s good for 221 lb-ft of torque, driving all four wheels through a quick-shifting yet smooth-operating seven-speed dual-clutch automated gearbox. The A 250 Hatch ups the ante with a much more potent spin on the same engine, enhanced with 221 horsepower and 258 lb-ft of torque, which just happens to be the same output as found in the base CLA 250 4Matic.

While all this sounds great, take note of the AMG A 35’s claimed output of 302 horsepower and 295 lb-ft of torque, regardless of sedan or hatchback body styles, while the AMG CLA 45 puts out a staggering 382 horsepower and 354 lb-ft of torque. That one I must drive, as it comes mighty close to the M2’s 405 horsepower and 406 lb-ft of torque, yet as already noted does so in a much more livable four-door package.

Coming back to earth, the A 250 Hatch is a very spirited daily driver, that not only puts fun back into the weekly commute, but combines that with a bit of thrifty pragmatism at the pump thanks to an estimated fuel economy rating of 9.4 L/100km in the city, 6.8 on the highway, and 8.2 combined when driving modestly in Eco mode. Surprisingly, that rating makes it more efficient than the less powerful A 220, which nevertheless sips fuel at the fairly easy rate of 9.6 L/100km city, 6.9 highway and 8.4 combined, which either means the A 250 Hatch provides a best-of-all-world’s performance/efficiency scenario, or Canada’s five-cycle testing method is somehow out of whack.

The two AMG-powered A-Class models are pretty stingy on fuel too, by the way, with identical ratings of 9.5 combined, while the quickest CLA isn’t much thirstier at 10.3 combined, that latter giving some buyers reason enough to choose the Merc over the comparatively gluttonous M2, which slurps up 12.6 L/100km of pricey premium. Don’t get me wrong, because I absolutely love the M2, but something more practical as a daily driver would be a necessity in my life.

Enter the A 250 4Matic Hatch, what I think is the ideal balance of luxury, spaciousness, and performance in this class, all for a reasonable price. It sneaks under the $40k threshold at $39,900, albeit before adding freight and fees (plus options you’ll definitely want), yet after subtracting up to $1,000 in additional factory incentives, according to CarCostCanada’s 2021 Mercedes-Benz A-Class Canada Prices page.

The A 220 4Matic sedan, incidentally, is available for $2,100 less at a price of $37,800, plus identical fees and minus the same discounts, although an affordable CarCostCanada membership will provide you with dealer invoice pricing that you can use to negotiate a better price, as proven by its members’ A-Class savings that currently average $3,350. Check out how membership benefits work, and be sure to download their free app from the Google Play Store or Apple Store so you can have all their info on your device when needed.

While we’re talking pricing, both AMG A 35 models start at $49,800, also fair for all the added performance, features and styling upgrades, so don’t count this one out before doing the requires maths to see if you can fit one into your budget. This said, I would totally understand if someone chose an A 250 hatch instead, being that its straight-line performance is more than adequate, handling prowess excellent, and overall refinement easily up to premium standards.

I’ll let you decide how you feel about its exterior styling, as it’s a personal taste issue, but for what it’s worth I love the way this car, and the rest of the A-Class lineup looks. Its sport grille pulls on classic Mercedes design cues going all the way back to “Silver Arrows” race cars of the 1950s, the W196 Streamliner a personal favourite, which, along with an open-wheel variant, helped the three-pointed star brand sweep the Formula One World Championships in 1954 and ’55 by claiming victory at the old high-speed Monza, Italy track (with its fabulous high-banked curves) in Streamlined Type Monza bodywork (they had more flexible regulations back then), with two legends, Juan Manuel Fangio and Stirling Moss, at the wheel.

I love Mercedes’ storied history, something you really can’t put a price on. Sure, Asian luxury brands provide some nice premium alternatives, but few marques come close to offering up what Mercedes has in store, no matter the premium segment they’re competing in. For an example, Porsche’s brilliant 911 GT2 RS (991.2) only recently unseated the phenomenal AMG GT Black Series’ fastest production car lap record on the famed Nürburgring Nordschleife race track, and I’m willing to bet Mercedes will be back to once again contest single-lap bragging rights at some point in the near future, while it should also be noted the German automaker (with help from Brackley) has owned the top spot in F1 for seven consecutive years running.

Back at the Nürburgring, a current A 45 S 4Matic+ (W177) was piloted around the 20.8-km course in October of 2019, managing a respectable time of 7:48.80 minutes, which while not quite as quick as the GT Black Series that ran the ‘Ring in just 6:43.616 in order to earn fastest production car status back in November of 2020, makes me ponder how much fun this A 250 4Matic would be on a closed course.

Alas, no opportunity arose for me to take this little liftback to my local raceway, not that the 2-km, nine-turn road course is anything to get particularly excited about, especially when considering all the circuitous mountainside roads located throughout my area. Thus, my weeklong test of this A 250 4Matic Hatch, which included a dedicated day-trip, was most enjoyable, which of course included a few stints that hovered slightly over posted speeds for short durations.

The engine’s aforementioned output gives the A 250 good power off the line, resulting in a claimed zero to 100 km/h time of 6.2 seconds (which is 1.5 seconds slower than the A 35 Hatch, in case you were wondering), while its dual-clutch gearbox, complete with steering wheel paddles and a very engaging Dynamic Sport mode, shortens input reaction times to make the most of the drivetrain and nicely sorted chassis setup.

To be clear, Sport mode doesn’t make any changes to the front strut and rear multi-link suspension’s pre-set characteristics, which is already lowered slightly from the A 220 sedan. My tester, which rode on 225/45R18 Michelin Primacy MXM4 all-season rubber encircling four gorgeous AMG-branded five-spoke alloys, was noticeably sharper in most every other way, which certainly seemed to enhance its overall performance through corners. Braking is strong too, and totally controllable, even when clamping down hard from high speeds, something I was able to do repeatedly with very little fade.

The other three modes are Eco, Comfort, and Individual, the first one being where I left it more often than not in order to minimize fuel consumption, the second a default mode it automatically reverted to at start up, and the final fourth setting allowing some personal choice between performance parameters. Eco and Comfort modes transform the compact hatch into a fairly refined city commuter and highway cruiser, although to be frank this isn’t the most cosseting of suspensions in the class. You will feel the road below, something Mercedes drivers openly appreciate, but I didn’t find it as firm as a similarly optioned 2 Series.

Driving more casually gives opportunity to appreciate the A 250’s beautiful interior. I know BMW does a good job with quality, as does Audi, all the Germans being leaps and bounds ahead of the sole Japanese contender in this class, but Mercedes is the absolute king of bling inside. The A-Class has a drop-dead gorgeous cabin, starting with its two-in-one MBUX digital gauge cluster/infotainment touchscreen that provides such brilliantly crisp and sensationally colourful graphics it’ll take your breath away.

The driver’s display allows each user to choose a design that suits their personal style, all of which are more vibrant than anything I’ve seen from the competition. The integrated multi-information display is as full of functions as anything in this class too, providing loads of discoverable options to keep the love alive long after the initial excitement of purchase might otherwise subside.

The attached infotainment display is a touchscreen, as noted, and therefore fully capable of tablet-like tap, swipe and pinch gesture controls, depending on the function being used. I should also note that Mercedes provides a redundant infotainment controller on the lower console that’s easier to reach when sitting back in the driver’s seat. It includes a touchpad that works identically to the touchscreen, other than providing haptic feedback, plus is surrounded by a number of quick-access switchgear for immediate access to regularly used functions. Yet more infotainment redundancy can be found on the steering wheel spokes, so Mercedes has you covered no matter how you want to integrate with the MBUX system.

The infotainment monitor is just as high in definition as the driver’s display, by the way, and includes all the expected features when moving up through Mercedes’ checklist of options. What this means is you’ll need to spend more to get features that might come standard in cars from the Asian brands, such as Android Auto and Apple CarPlay smartphone integration which, believe it or not, come as part of the $2,950 Premium Package.

There’s a lot more in that package that you’ll most likely want, including a wireless device charger, proximity-sensing keyless access, ambient lighting, an auto-dimming centre mirror and driver’s side mirror, power-folding exterior mirrors, blind spot assist, vehicle exit warning, live traffic info, a Connect 20 Mid audio upgrade, and get this, a digital instrument cluster, 10.25-inch central media display, and MBUX extended functions, such as an automatic front camera that warns of stationary obstacles (even cars ahead when pulling up to a stoplight), or a similar feature that does the same thing when a pedestrian is walking across a crosswalk. This said, the ultra-wide combined displays I made such a fuss about earlier, are not standard.

This I didn’t know before writing this review, because I’ve never seen the alternative. In fact, just try to look through online images for a photo of a base model with analogue gauges and a separate display screen and you probably won’t be able to locate anything, something I did at length in multiple search tools. Even Mercedes doesn’t show this interior when configuring an A 250 on their retail website, this base car always showing the upgraded instrument panel photo in its interior gallery. It’s as if it didn’t exist at all. I’m guessing the Premium Package is chosen by each and every dealer, because who’d want an A-Class without it? It’s a smart way to get the advertised retail price below $40k, but probably not reflective of anything you’re going to find on the lot. I suppose you could order one if you really wanted to remain analogue.

Navigation is optional too, which is normal for this class. The $1,000 augmented reality-enhanced upgrade provides live traffic information as well, plus traffic sign assist, while a $1,600 Technology Package adds active Multibeam LED headlights with adaptive high beams, and Distronic active distance assist.

Advanced driver aids and safety equipment in mind, a $1,900 Intelligent Drive Package adds Distronic active distance assist separately, plus active speed limit assist, map-based speed adaptation, enhanced automated stop-and-go, active brake assist with cross-traffic function, active emergency stop assist, active blind spot assist, active steering assist, evasive steering assist, active lane change assist, and active lane keeping assist.

Should I go on? Maybe it’s better if you go to Mercedes’ retail site to build this car yourself, or for that matter over to the CarCostCanada page I mentioned earlier, where you can configure it similarly, right down to the wide array of $890 to $2,500 optional paint colours.

Before departing completely from the options menu, I should probably point out that the AMG-style wheels noted before are in fact part of a $1,500 Sport Package that also changes up the grille with a chromed diamond-block insert, plus it modifies the lower front fascia with a more aggressive AMG design featuring attractive metallic accents. Inside, your feet will rest upon special AMG floor mats when they’re not pressing down on a set of AMG brushed stainless steel sport pedals, while your backside settles in to upgraded sport front seats and your hands grip a much nicer sport steering wheel wrapped in fine Nappa leather, the aluminum shift paddles on its backside part of this package as well. A bit more ($2,000) will swap the Sport Package out for an all-black Night Package, if a more menacing look is your thing.

The steering wheel rim can be heatable for an additional $250, or for $1,200 more the just-noted front seats can be climate cooled to reduce perspiration during hot summer months. Other extras include a $450 powered front passenger seat with memory, a $300 universal remote, a $650 overhead parking camera, a $1,500 head-up display, a $900 active parking assist system, a $700 Burmester audio upgrade with 12 speakers and 450 watts of power (that would be high on my list, despite the regular audio system sounding just fine), $450 for satellite radio, and more. A car with all of these options and a simple metallic paint will add about $17,000 to the base model’s list price, resulting in about $57k before any discount, which is more or less the level of top-tier pricing you’ll find with most of the A 250 Hatch’s rivals.

What you won’t find with any of these are the interior details hinted at earlier, the dual-display MBUX system only part of the car’s wow factor. The stunning five circular HVAC vents on the dash are eye-arresting enough, their brushed aluminum finish looking like a quintet of retro jet engines. Likewise, knurled metal trim bits adorn some of the key buttons, knobs and toggles, while plenty of other interior accents are finished in aluminum or aluminized composite. If the little A 250’s interior doesn’t titillate your senses, I’m afraid you’ve lost your love for cars, or at least modern, tech-filled conveyances.

If you’re more into taller SUVs than classically shaped cars, most everything that makes the A 250 4Matic great can be had in the GLA 250 4Matic, so keep that in mind while shopping. Likewise, the A-Class’ general styling, on the outside and inside, is much like its larger brethren, although the C-Class never received Mercedes’ dual MBUX display, and will soon skip right past that infotainment era for the 2022 model year, which introduces a new version of the system featuring individual driving and media interfaces, the latter a lot larger and closer to the driver, thus negating the redundant lower console-mounted touchpad and controls that come as part of an upgraded A-Class and so many other models in Mercedes’ lineup.

Eventually we’ll see how this next chapter in interior design plays out in future A-Class models, but until then, today’s A remains the most advanced subcompact luxury car on the planet (when so equipped). So, if you’re in the market for an entry-level premium car, you’ve really got to check the A-Class out in person.

Review and photos by Trevor Hofmann

News flash: Mercedes-Benz Canada just revealed an impressive new C-Class and the market responds by purchasing more SUVs. While a redesigned C-Class will certainly increase the model’s sales, it shouldn’t…

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Mercedes reveals sleeker, sportier looking 2022 C-Class

2022 Mercedes-Benz C-Class Sedan — Mercedes-Benz Canada will offer a new C-Class sedan for 2022, but most buyers will opt for one of the brand’s compact SUVs.

News flash: Mercedes-Benz Canada just revealed an impressive new C-Class and the market responds by purchasing more SUVs.

While a redesigned C-Class will certainly increase the model’s sales, it shouldn’t go unnoticed that only 684 C-Class sedans were sold into the Canadian market during the first three months of 2021. This represented a downturn of 26.9 percent compared to Q1 of 2020, although ever-growing interest in SUVs over cars wasn’t the only factor at play in our whacky new car market. Low interest rates have done their job in propping everything up, despite the repeated economic shocks our systems have experienced via the health crisis et al, but the overarching automotive theme remains changing tastes.

A decade or so ago the C-Class fought for luxury sector dominance with BMW’s 3-Series, but now both cars aren’t even playing second fiddle to their utilities counterparts, they’re deep into the second row of backup string players. Adding a little clarity to this scenario is the C-Class’ third-place standing in Mercedes first-quarter retail hierarchy, with significantly more popular models including the similarly sized GLC compact luxury SUV selling 1,778 units during the same three-month period (1,094 more than the C-Class), and the GLE mid-size luxury SUV finding 1,598 buyers (and outselling the E/CLS-Class’ 341 deliveries by 1,257 units).

This story is nothing new, but instead supports the reasoning behind C-Class’ competitors bowing out of the market. Over the past few years, we’ve seen the end of Jaguar’s XE and Lincoln’s MKZ, while a number of previously popular luxury sedans are the sole remaining body styles in their respective lines, with their coupes, convertibles and wagons having been nixed (more on this in a moment).

The only Mercedes’ car to challenge the SUV-winning trend is the entry-level A-Class, which together with the CLA-Class (a four-door coupe that rides on the same underpinnings) earned 1,001 new buyers compared to the GLA and GLB subcompact luxury SUVs’ collective 609, but this anomaly likely has more to do with the A’s relatively inexpensive pricing that results in an affordable gateway into revered Mercedes-Benz ownership.

Back to wagons, a diehard niche of Mercedes enthusiasts will be sad to hear their beloved C-Class Wagon will be dearly departing from North American markets for 2022, so grab a new AMG C 43 4Matic while you can. The fifth-generation (W206) C will now soldier on with its Sedan, Coupe and Convertible body styles, leaving enhanced cargo-carrying duties to the aforementioned GLC and GLC Coupe SUV models, within the compact luxury sector at least—the E-Class Wagon soldiers on in three trims, including the sensational AMG E 63 S 4Matic.

With this bit of Mercedes spring cleaning out of the way, the new C should please all that lay eyes on it. It wears the luxury brand’s sportier new styling from front to back, including the new frowning oval sport grille now found on the aforementioned A and CLA classes, as opposed to the outgoing smiling one (its ends now point downward instead of upward). Additionally, new more angular Performance LED headlamps wrap farther around the front fenders, plus a revised lower front fascia flows more effortlessly from side-to-side. The hood now features two stylish new character lines, reminiscent of those found on the classic ‘50s-era 300 SL.

Looking rearward, Mercedes did away with the outgoing model’s graceful beltline crease that previously swept downward through the rear door before disappearing below its handle, the new car’s flanks less curvaceous, but the lower upward crease remains intact.

The new C’s two-piece taillights might be its most noticeable update, as the old car’s less distinct ovoid blobs have been replaced with nice sharp triangular lenses (can you tell which ones we like better?), also similar to those found on the A-Class. Lastly, new 18- and 19-inch alloy wheels round out the design changes, plus new exterior paint colours of course.

The current C-Class is the last remaining Mercedes-Benz with a conventional dash layout, either incorporating mechanical analogue dials flanked by a centre multi-information display or a fully digital gauge cluster with the same curving metal shrouds all around, this fully separated from a smallish tablet-style infotainment touchscreen perched atop the centre stack. All other models within Mercedes’ lineup received a version of the fancy MBUX two-in-one conjoined digital gauge cluster and infotainment touchscreen setup.

It’s now clear the brand’s second-best-selling sedan will never see that much-praised layout, but instead get something similar to the entirely new S-Class (which initially ushered in the MBUX dash design). Both sedans feature a fresh new approach to the MBUX layout, incorporating digital gauges ahead of the driver in a fixed horizontal tablet-style cluster, plus a massive vertically positioned display on the centre stack, not dissimilar in size to that found in a Tesla, albeit flowing almost seamlessly into a curving lower centre console.

It’s artfully executed, especially when accompanied by high-gloss carbon fibre weave as seen in this story’s accompanying press photos. The centre display should be easier to reach than either the current MBUX or outgoing C-Class designs, plus much more capable of hosting multiple functions simultaneously. This will be important, as it appears Mercedes is saying goodbye to its console-mounted touchpad and surround switchgear, the minimalist look more attractive and elimination of redundancies likely less expensive to produce.

Integrating haptic feedback makes clear that Mercedes wasn’t cutting corners, mind you, or for that matter including over-the-air software updates, not to mention biometric authentication via voice or fingerprint scanning. Touching the scanner makes pre-selected memory adjustments to the driver’s seat, radio station, and more, the latter including the ability to purchase apps (and possibly other items) from the Mercedes Me store. What’s more, the head-up display in front of the driver uses augmented reality to project real-time visuals onto the windshield.

The driver isn’t the only benefactor from new C-Class upgrades, however, because everyone should enjoy a bit more comfort from the car’s greater overall length and width. This means front and rear passengers gain legroom and shoulder space, important in a segment that sees some competitors nearing mid-size dimensions.

Offsetting the increased dimensions while parking is a rear-wheel steering system, an unusually welcome addition in this compact luxury category. Likewise, the new C 300 4Matic’s advanced tech extends to the powertrain, which combines a standard 48-volt integrated starter-generator (ISG), or mild hybrid system, with Mercedes’ well-proven 2.0-litre four-cylinder engine and mostly carryover nine-speed automatic transmission.

The electrified portion of the drivetrain provides 20 additional horsepower and 147 lb-ft more torque in certain situations, totaling 255 horsepower and 295 lb-ft of twist, but strangely this new 2022 model is a fraction slower than the outgoing 2021 C 300 4Matic—go figure. The drivetrain allows gliding, boosting and kinetic energy recovery, however, so it should be ultra-efficient as far as gasoline-powered mild hybrids with all-wheel drive go.

A plug-in hybrid would be nice for nabbing those special parking spots close to the shopping mall entrance, or whisking down the HOV lane unimpeded during rush hour (depending on your jurisdiction’s regulations), while they provide a bit of pure electric propulsion too, over short distances, but no PHEV will be offered in Canada. One does exist, incidentally, providing a shockingly good 100 kilometres of EV range, but for reasons only those within Mercedes-Benz Canada’s inner circle know, you won’t be able to get your hands on it.

As for ultra-powerful six- and eight-cylinder AMG variants, no announcements have been made yet. Still, reports have been made that next-gen C-Class AMGs will receive electrically-assisted four-cylinder engines with varying outputs, not unlike Volvo’s T8 and Polestar Engineered models. Their focus will be primarily on performance over fuel efficiency, although meeting regulations will be high on their priority list too.

Now that we’re talking practicalities, the new C-Class will come packed full of advanced driver assistive systems, even as much as the new S-Class, with all the usual features now supplemented by the capability of recognizing stop signs and red lights, plus steering assistance that helps a driver maintain their lane up to 210 km/h (where legally allowed).

The new 2022 C 300 4Matic will go on sale later this year, with pricing and trim details available before launch. Until then, Mercedes-Benz Canada is offering up to $5,500 in additional incentives on the 2021 C-Class, with CarCostCanada members saving an average of $2,437. To find out more about saving money with CarCostCanada, which provides information about factory leasing and financing deals (when available), manufacturer rebates (when available), and dealer invoice pricing that can save you thousands when negotiating your next new car deal, visit CarCostCanada’s “How it Works” page, and be sure to download the free CarCostCanada app from the Google Play store or Apple store too.

The C-Class: Rapid-Fire Questions to Dirk Fetzer (1:07):

The New C-Class Sedan: An Intelligent Comfort Zone (0:49):

The New C-Class Sedan: A Connected Comfort Zone (0:56):

Story credits: Trevor Hofmann

Photo credits: Mercedes-Benz

With the goal of achieving a “Carbon Neutral” model line by 2039, Mercedes continues to expand its all-new EQ electric vehicle lineup with a model that may become its most important overall, if only…

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Mercedes introduces all-new GLA-based entry-level EQA crossover EV

2022 Mercedes-EQ EQA 250 — The new EQA 250 will soon be a popular gateway into Mercedes-EQ’s new electrified lineup.

With the goal of achieving a “Carbon Neutral” model line by 2039, Mercedes continues to expand its all-new EQ electric vehicle lineup with a model that may become its most important overall, if only because its entry-level position within the German brand’s EV hierarchy has the potential to usher in an entirely new group of buyers.

The EQA will likely be the least expensive way to own a Mercedes’ EV when it finally arrives in Canada, although we shouldn’t expect it before calendar year 2022, after the larger EQC arrives, which was recently delayed from its initially reported 2021 launch date to 2022 as well.

The EQC will follow the new EQS mid-size luxury sedan, which was prioritized for North American markets. The large coupe-shaped four-door Tesla Model S and Porsche Taycan fighter was moved ahead of the much-anticipated GLC-based EQC compact luxury crossover EV that we reported on at length back in October of 2018.

Brian Fulton, Mercedes-Benz Canada President and CEO, told journalists attending the Montreal International Auto Show in January of 2019, that the EQS, EQC and this EQA will initiate a 10-model EQ line of new EVs, two others including an EQB, based on the new GLB subcompact, and the EQE, riding on modified mid-size GLE SUV architecture.

Where the EQC’s twin electric motors will produce 300 kilowatt (402 horsepower) and 564 lb-ft of torque, the smaller SUV’s first available EQA 250 trim will feature a single 140-kW (188-hp) electric motor focused on efficiency first and foremost. Still, a more potent model is said to produce about 200 kW (268 hp) via a second electric motor driving an opposing set of wheels, resulting in AWD. The thin battery is spread out under the floor to maximize interior room, improve weight distribution, and low the SUV’s centre of gravity for optimal handling.

With respect to the all-important range issue, Mercedes is claiming about 500 kilometres on a single charge, based on Europe’s highly optimistic NEDC and WLTP standards, which means this number will certainly shrink when the EQA arrives on our market. Helping users make the most of stored energy, the EQA will use an intelligent navigation system to plot out the most efficient routes possible after considering real-time traffic, terrain, weather conditions, driving style, and charging requirements.

Efficiency in mind, Mercedes has integrated a standard heat pump to channel warmth generated from the electric powertrain to the passenger compartment, thus increasing range. An Eco Assist system helps reduce battery usage as well, while a plethora of advanced driver assistance and electronic safety tech has been designed to protect the EQA’s most precious cargo.

Mercedes appears to have used wind tunnel testing to achieve the EQA’s slippery 0.28 drag coefficient, but in fact the little SUV’s impressive aerodynamics were entirely achieved digitally, a first for the German automaker. The result includes a very smooth outer skin, boasting a near flush grille and headlamps, a smooth, arcing coupe-like roofline, wind-cheating alloy wheels, and a mostly enclosed underbelly.

This said, the EQA retains the general shape of the recently redesigned gasoline-powered 2021 GLA that it shares architectural hard points with, Mercedes having chosen the appearance of a conventional grille in order to maintain brand identity, and simultaneously avoid the stylistic blandness found on vehicles with no defined grille.

Adding yet more personality, Mercedes has infused the headlamps with blue accents, which should be quite the light show at night. Additionally, an LED light strip visually connects those headlights with a set of daytime running lamps that stretch across the grille, a theme that’s followed in back where organically shaped LED outer lamps connect via a narrowing band across the entire hatch, adding visual width to the otherwise GLA-like rear design.

The EQA’s interior will look familiar to those that have been inside a modern-day Mercedes model, highlighted by the brand’s MBUX two-in-one mono-display incorporating a fully digital primary instrument cluster on the left and infotainment touchscreen to the right, the latter also controllable via a touchpad and switchgear on the lower centre console. Along with the usual functions, the two EQA displays will get a host of EV-specific interfaces, including the upgraded navigation system noted earlier.

The German brand uses ambient lighting to underscore key interior design elements too, while materials quality should be up to par with the already impressive GLA. An available rose gold trim package will be popular with many, the classy colour also featured within the infotainment display for added measure.

Considering its more approachable expected price point, the EQA could do very well in the Canadian market, which traditionally favours smaller cars and SUVs than its American neighbour. The GLA is already a top-three seller in its subcompact luxury SUV segment, although its 3,566 pre-health crisis sales in calendar year 2019 were less than a third of the GLC’s 10,883 best-in-class deliveries, but that shouldn’t cause Mercedes’ Canadian executive team to hold off on the smaller model. The EV market can respond in untraditional ways, after all, so it’s possible a smaller, more affordable alternative could be what the market actually needs.

As it is, Mercedes’ EQS, EQC, and EQE will respectively target Tesla’s Model S, Model Y and Model 3 directly, which has proven to be a formidable task by other EV makers. The EQA and EQB, on the other hand, will occupy niches Tesla hasn’t filled yet, giving the German brand an advantage in an EV sector dominated by the American tech giant.

Currently, Volvo’s XC40 Recharge is the only EV competitor in the subcompact SUV class, with Lexus’ UX merely satisfying Canadian hybrid buyers so far (it’s all-electric UX 300e is not slated for Canada). The electric-gasoline theme continues with the Range Rover Evoque, a mild-hybrid that’s unfortunately not available in Canada, while Mini ups the ante with a plug-in version of its Countryman. Likewise, Audi and BMW will soon offer plug-in hybrids of their own, dubbed Q3 45 TFSI e and X1 xDrive25e respectively, while Audi reportedly has the Q4 e-tron EV coming too, but it’s larger than the Q3, EQA, and other subcompact SUVs.

A fully electrified Mercedes-Benz lineup will certainly add variety to the Canadian EV market, with Mercedes appearing to be leading the charge amongst established luxury brands.

Mercedes’ EQA isn’t available to purchase just yet, but for those wanting a subcompact luxury SUV that still offers plenty of efficiency, take note that remaining 2020 versions of the brand’s GLA-Class are now available with up to $5,000 in additional incentives, whereas redesigned 2021 models can be had with up to $750 in incentives. Visit CarCostCanada’s 2020 and 2021 Mercedes-Benz GLA Canada Prices pages to learn more, and also remember that a CarCostCanada membership can provide additional savings from manufacturer rebates when available, factory leasing and financing, as well as dealer invoice pricing that can save you even more. Find out how the CarCostCanada system works, and make sure to download their free app from the Google Play Store and the Apple Store.

Story credits: Trevor Hofmann

Photo credits: Mercedes-Benz

Want a great deal on one of the best cars currently available? Mercedes-Benz is offering up to $7,500 in additional incentives on the outgoing 2020 E-Class, and some quick research shows there are still…

New Car Reviews

2020 Mercedes-Benz E 450 4Matic Road Test

Want a great deal on one of the best cars currently available? Mercedes-Benz is offering up to $7,500 in additional incentives on the outgoing 2020 E-Class, and some quick research shows there are still some new ones available.

Mercedes has given the 2021 E-Class a refresh, updating the entire front fascia with a fresh, sporty take on the brand’s classic open oval, replacing the 2020 model’s horizontal slats with vertical dividers, while adding redesigned LED headlamps to each side. Updates to the lower front intakes are more subtle, but evident, as are changes to the car’s side profile, my E 450 4Matic tester swapping blackened window surrounds for bright metal and vice versa for the door handle trim. Of course, the wheels are new, but not because the 2020 rims were any less attractive.

Unlike most refreshes, the 2021 E-Class sedan’s taillights were dramatically updated, swapping out the 2020 model’s large, somewhat droopy ovoid clusters for a sharp new set of horizontally positioned lenses, these now cutting into the trunk lid, while the rest of the car’s hind end looks much the same as its predecessor, excepting some bright metal trim visually tying its tailpipes together. The modifications really make a difference to the E sedan’s looks, taking it from attractive to downright stunning, and bringing it up to date with other recently redesigned Mercedes’ sedans in the lineup, particularly the entry-level A-Class.

Moving inside, the German luxury brand added a new steering-wheel design and its latest MBUX infotainment system, enhancing what was already a very good interface, while additional advanced driver-assistance technology has been added to the mix too.

Lastly, the E 450 model says goodbye to its twin-turbo V6 for an entirely new turbocharged inline-six, which is a surprising move back in engine configurations for a brand that once solely made its six-cylinder engines in linear form. Inline six-cylinder engines are inherently smoother than V6s, which should bode well for enhanced refinement levels, not that the V6 is anything to harshly criticize. I should also mention that the 2021 model year sees the E 350e plug-in hybrid enter the fray, providing strong performance, improved fuel economy and the ability to utilize high-occupancy lanes during rush hour (depending on the regulations in your market).

I realize now that calling the 2021 E-Class a refresh is probably an understatement, as it’s more of a full redesign, at least in E 450 guise. Still, it’s most the same under the skin and inside, and to be fair to this 2020 version, little was needed to smarten up its interior. It starts with the most technologically impressive gauge cluster and infotainment combinations in the industry, Mercedes’ aforementioned MBUX display. Nothing looks anywhere near as advanced, with the only negative I could find being my personal need to spend less time in front of smartphone, tablet and TV screens.

The two conjoined displays are graphically stimulating, bright and colourful, high in definition, and impressively configurable, the left-side primary instrument and multi-information combo controllable via steering wheel switchgear, and one on the right incorporating modulated by way of lower console controls. I’d personally appreciate being able to tap, swipe and pinch directly on the display, but I also like having a set of remote dials and buttons closer at hand. As it is, the system’s only touch capacitive capability is atop the rotating dial, which was actually very effective.

Infotainment features are wide and diverse, some highlights including a dual-screen backup/overhead parking camera, Apple CarPlay and Android Auto smartphone integration, accurate navigation, satellite radio, myriad car setting functions including the adjustment of various coloured mood lighting, HVAC control including plenty of seat adjustments and multiple massage settings, and the list goes on.

Those seats are fabulous, as you might expect from the planet’s best-selling mid-size luxury car. Mercedes has always made superbly supportive and comfortable driver’s seats, even going back to my old ’72 280SE (how I loved that car). It comes complete with three-way heating, three-way cooling, a powered headrest, an extendable lower cushion, and powered side bolsters that can be set to automatically increase support to the opposite side in which you’re turning, plus all the usual fore and aft, up and down, and recline controls. It’s even possible to adjust the front passenger’s seat from the driver’s side switchgear, including its lower cushion extension and all other functions. That’s pretty amazing.

The driving position is excellent too, with ample reach from the tilt and telescopic steering wheel, not always the case which can be a problem for some body types (like mine). The seats’ leatherwork is beautifully crafted, as are all the open-grain hardwood inlays across the dash, console and door panels, while other niceties include a tasteful assortment of satin-finish aluminum and inky piano black lacquered trim in key areas around the cabin.

Gorgeous dark brown leather covered the entire dash top and door uppers too, with wonderful beige cream stitching. It was really a feast for cappuccino starved eyes. That Mercedes chose to emulate Rolex’ first-generation Explorer for the E’s dash-mounted clock is perfectly fitting, the circular time-teller following a similarly round interior theme dominated by a row of aluminum-trimmed air vents across the dash, and drilled aluminum speaker grilles (complete with a centre “f” hole that fans of the Gibson ES 335, Guild Country Gentleman, and similar hollow-body guitars will adore) for the sensational Burmester audio system. Truly, everything about the E 450’s interior was impeccably made from the best materials, even including the overhead console and rubberized sunglasses holder, the switches for the LED reading lights, and the rocker switch for the large dual pane powered panoramic sunroof and shade.

Of course, all roof pillars are fabric wrapped, while each door panel is soft to the touch all the way down to their bottoms. The sides of the centre console are pliable too, so as not to chafe the knees. Unlike some lesser models, the E-Class goes all the way with luxury, not matching the S-Class, of course, but getting very close.

This is true for rear seat occupants too, yet while the S-Class is certainly more accommodating and more luxurious, the E won’t doesn’t leave anyone wanting for too much more. There should be ample legroom, headroom, and width for most body types, and three-way heatable outboard seats were included in my tester as well. So was excellent venting from the backside of the front console, this hovering above a pop-out panel revealing two USB-A ports and a 12-volt charger, while a folding centre armrest includes a set of complex extendable cupholders as well as a lidded storage compartment under its padded cushion.

That armrest is attached to a foldable backing that, once lowered, provides a large pass-through from the trunk, ideal for longer cargo such as skis. The seats can be lowered in the usual 60/40 configuration after that, although should really be referred to as a 40/20/40 split. That trunk is nicely finished, by the way, as anyone who’s spent time with a Mercedes should expect.

Back up front, I found myself searching online to figure out how to heat up the steering wheel rim. The switch can be found on the end of the tilt and telescopic power steering column stalk. Just give it a twist and it even warms all the way around. The three-way heated driver’s seat was easier to source, as it’s right on the door panel above the seat controls that incidentally include three-way memory functions.

I started my driving impressions with warmth because getting comfortable is what the E 450 is mostly about, at least initially. Following this theme, the E’s ride is cloud-like. I hesitate using the word cloud because it denotes the feeling of floating, which reminds me of a particularly nauseating ride to Amsterdam’s Schiphol airport as a child, in the back of a Netherlands taxi cab.

Of course, like most European taxis at that time, it was a Mercedes-Benz, similar to the one I expressed my love for earlier in this review. If you know anything about that drive, you’ll have memory of the plentiful dikes that need to be passed over along the way. Unfortunately, my dear brother wasn’t paying attention to the road ahead and the numerous dikes we repeatedly floated over and became violently car sick. Truly, that Merc’s suspension was much more pillowy than the domestic cars we’d grown up with in Canada. Those were car bodies on truck chassis, so it was safe to say we had never experienced anything this smooth before. I think the same could be said for anyone that’s never driven a mid- to full-size Mercedes-Benz car, and may be one of the key reasons a luxury buyer might consider purchasing one of the brand’s cars over their SUVs, not that the SUVs are particularly harsh.

While comfortable beyond measure, the E 450 4Matic also provides shocking good grip when pushed hard around fast-paced corners, no matter the weather conditions. Much of my weeklong test including wet road surfaces, although we also had a day of snow thrown in for good measure. Fortunately, I also experienced this E-Class in the dry, which allows me to attest to the fact this E 450 can manage everything thrown at it with grace and composure. I’d venture to say it’s one of the most well-rounded luxury sedans I’ve ever driven, and I’ve been behind the wheel of most.

Much of that driving prowess comes from the aforementioned powertrain, which provides impressive forward thrust thanks to the six cylinders mentioned earlier. This 2020 model’s engine featured the outgoing V configuration, which is still a force to be reckoned with thanks to 362 horsepower and 369 lb-ft of torque from a twin-turbocharged 3.0-litre V6. To be very clear, output hasn’t changed one iota despite the move to a 3.0-litre inline six for 2021, although due to the inclusion of EQ Boost, a 48-volt mild-hybrid assist system featuring a starter/generator that makes 21 horsepower and 184 pound-feet of torque on its own.

Therefore, the new power unit is significantly more efficient, with the 2020 model good for a claimed fuel economy rating of 12.5 L/100 city, 9.1 highway and 11.0 combined, and the 2021 car estimated at 10.4 city, 7.8 highway and 9.2 combined. That’s a massive gain, so the step up to the 2021 model is worthwhile for those trying to eke out the most from every drop of premium unleaded, not to mention lessen their environmental impact.

We can be certain the aluminized toggle switch on the lower console wasn’t set to Dynamic sport mode when achieving those numbers in either car, while the E 450 includes a Sport Plus mode as well. The latter turns it into a ferocious beast with a much more exhilarating exhaust growl and more of a necessity to use its paddle shifters for swapping gears, at which point it automatically blips the throttle upon downshifts. It’s like a Jekyll and Hyde personality change, transforming from an absolutely relaxed luxury liner to I really edgy, thoroughly engaging performer. The regular sport mode simply tightens the E’s responses, enhancing transmission shifts albeit upshifting and downshifting without holding a given gear as stubbornly, and while it blips the throttle too, it doesn’t noticeably stiffen the chassis. Default Comfort mode is comfortably, quiet, and Eco mode automatically shuts the engine off when it would otherwise be idling, something done less often in Comfort mode. All said it’s one of the more intelligent transmissions on offer.

That line pretty well sums up the entire car. It’s one of the more intelligent cars in its class, and it’s probably one of the smarter purchases from a resale value perspective too. I just happen to like it a lot, and would choose an E-Class over any direct competitor. New 2021 model’s styling upgrades and more efficient powertrain makes it even more enticing, although the potential savings on the 2020 might make sense for you too. You’ll need to move fast to take advantage of the latter, however, and connect with CarCostCanada to sort out the savings.

The average CarCostCanada member has been saving about $6,000 on either 2020 or 2021 E-Class models, although Mercedes is only currently offering up to $1,500 in additional incentives for the 2021. Download the free CarCostCanada app to access all the savings on your smartphone, and make sure to check out how their system works here. You’ll gain access to info on all available manufacturer rebates, factory finance and leasing deals, plus dealer invoice pricing that can really make a difference when negotiating. It’s an absolute no-brainer no matter what you’re buying, while the segment’s best-selling Mercedes-Benz E-Class makes a lot of sense too.

Review and photos: Trevor Hofmann

Icons can be a blessing and a curse, as so many auto manufacturers have learned. From Volkswagen’s rear engine, rear-drive Beetle that was reincarnated as the front-engine, front-drive New Beetle and…

New Car Reviews

2020 Mercedes-Benz G 550 Road Test

Icons can be a blessing and a curse, as so many auto manufacturers have learned. From Volkswagen’s rear engine, rear-drive Beetle that was reincarnated as the front-engine, front-drive New Beetle and saw reasonable short-term success from mostly gender-specific non-enthusiasts, and British Leyland’s Mini that eventually became BMW’s entry-level Mini brand, even incorporating a subcompact SUV and accepted by regular consumers and diehard petrolheads alike, to Ford’s Mustang that, after going through some dark years is once again the quintessential muscle car, and Porsche’s 911 that has quite possibly been the best managed icon of all, gracefully transitioning through the decades with its only blight being the somewhat awkward looking 1998–2005 996 variant.

That last example shows how important it is not to mess with the secret sauce that makes an icon iconic. In Porsche’s case it came down to replacing the 911’s 34 years of circular headlamps with Boxster/RSK-inspired teardrops, which, along with the demise of the air-cooled flat-six and a totally revamped interior, caused near “New Coke” levels of outrage.

Land Rover’s Defender 90 and 110 fall into iconic territory as well, which is why many have criticized the British brand’s entirely new Defender, that shares no similarities with its predecessor. Like Ford’s Bronco, the Defender has been gone from the market for long enough that enthusiasts may not only allow it to live, but might possibly become its defenders (sorry for the pun). This said, Mercedes doesn’t have to worry about such issues with respect to its new second-generation G-Class, because no one will mistake this SUV for anything but the real deal.

Like anything, whether you love it or loath it is personal. I happen to love it. I’m more of a classic Geländewagen fan, mind you, but only because it can be had with a fuel-saving, torque-rich diesel, it wouldn’t be worth crying over if scratched when out in the woods, and it falls within the realm of possibilities with respect to my personal budget, but 4×4 capability aside, the recently updated G 550 I’m reviewing here has very little in common with the original civilian 460 or military-spec 461 that arrived in 1979, or for that matter those made in the ‘80s that added a four-door option along with an automatic transmission, plus more comfortable Mercedes sedan seats, air conditioning, power windows, luxury trimmings, and much, much more. In fact, this new W463 is monumentally improved over first-generation examples I tested just a few years back, even if those less familiar with this SUV won’t notice its many visual updates.

The new second-gen G-Class launched in 2018 as a 2019 model, in both G 550 and sportier AMG G 63 trims. The more trail-spec’d 2017-2018 G 550 4×4 Squared and the even more performance-oriented 2016-2018 AMG G 65 have yet to appear in this new generation, nor has the outrageous six-wheel variant, so we’ll just have to wait and see if Mercedes wants to take this latest version to similarly extreme levels. Updates include many new body panels, completely fresh lighting designs (that most notably don’t deviate too far from the original), and trim changes all around. The SUV’s boxy, utilitarian shape remains intact, which means its numerous fans remain faithful.

Unlike the exterior design that only appears different to the trained eye, the renewed G-Class is dramatically redesigned inside. It now incorporates the level of refinement and jewel-like finishings found in Mercedes’ other offerings, not to mention renewed electronic interfaces that completely change the cockpit’s look and usability. On that last note, Mercedes installed its latest MBUX digital instrument cluster/infotainment touchscreen design that houses twin 12.3-inch displays behind one long, cool, sheet of transparent glass-like surfacing.

The left display isn’t touch-capacitive, but amongst other switchgear it’s controlled by a micro-pad on the left steering wheel spoke, just like the infotainment system’s otherwise touch-sensitive screen can be actuated via the usual fingertip-activated palm rest/scrolling wheel combination as well as an identical Blackberry Trackpad-like controller on the right-side steering wheel spoke. It all works brilliantly, making this one of my favourite multi-information/infotainment system setups, which incidentally comes filled with all the functions expected in this class.

Most other buttons and switches are made from satin-finish or knurled aluminum for a truly upscale environment, which as noted earlier is nothing new for Mercedes, but some of these details majorly upgrade the G 550. Knurled metal can be found elsewhere in the cabin, as can plenty of additional satin-finish aluminum, the beautifully drilled Burmester surround sound speaker grilles amongst the nicest I’ve seen, while gorgeous open-pore hardwood envelopes the primary instrument/infotainment binnacle as well as the lower console surface and door armrest trim.

Some harder plastics exist, but I wouldn’t sound an alarm for centre console side panels that don’t quite measure up to pricey expectations, especially when the door panel and seat upholstery leatherwork is so rich, supple and finely detailed. My tester wore a lovely chocolate brown hue that worked well against its electrifying blue exterior paint, the combination doing a great job of pulling off bold and daring while coming across almost conservative, if that’s even possible.

The driver’s seat has excellent side bolsters and most of the adjustments I’d want if purchasing as an everyday commuter, only missing an extendable thigh support. This said the static lower cushion cupped nicely below my knees, which while potentially problematic for shorter drivers was nice and comfortable for me. Mercedes makes no such mistakes with its lumbar support, however, which is four-way powered and therefore should be a perfect fit for most body types. The G’s tilt and telescopic steering column provided more than enough fore and aft adjustability too, leaving me with a great driving position in spite of my shorter-torso, longer-legged body.

Mercedes has importantly added much more rear legroom behind the G’s front seats, so that even tall rear passengers can stretch out comfortably. In addition, the upgraded back seats are almost as supportive as those up front, with those sitting next to the window ultra-easy on the backside. The centre position is best left for smaller folks, with anyone placed there crowding all three rear passengers. Such is the reality with an SUV designed for negotiating tightly treed trails, or narrow rocky crevices, depending on where you’re tackling the wild. Let’s not forget, especially this time of year, that the G-Class was designed for military and rescue purposes first and foremost, and even put into service by our Canadian armed forces.

Before anyone starts complaining about taxpayer dollars funding six-figure SUVs for our military elite, CAF-spec’d models are utilitarian at best, and don’t cost anywhere near a 2020 G 550’s base price of $147,900 plus freight and fees. On this note, CarCostCanada is currently reporting factory leasing and financing rates from zero-percent, which can certainly go a long way to making a new G-Class affordable. The zero-interest rate deal appears to apply to the $195,900 G 63 AMG too, which is a lot of paper for Mercedes to carry.

This is a good time to point out that CarCostCanada also provides Canadian consumers with information about manufacturer rebates, when available, as well as dealer invoice pricing that can give you a significant edge when negotiating on any new vehicle. Find out more about how the CarCostCanada system works so you can take advantage of the savings that could put thousands back into your pocket, and while you’re at it, download their free smartphone app from the Google Play Store or Apple Store.

There’s no need to spend all those savings on aftermarket 4×4 gear if you’re at the wheel of a G 550, as this ute is about as capable off-road as anything on the market. I’ve had plenty of fun guiding this tank of an SUV into and out of otherwise unsavoury situations over the decades, including swampy marshes, even swampier mud holes, fast-running creeks, loose rocky embankments, solid rock abutments, and more, and can attest to its unwavering abilities. This said I wasn’t willing to risk damaging my G 550 tester’s stylish set of 14-spoke alloy wheels on hardly off-road spec 275/50 Pirelli Scorpion Zero tires, at least anywhere near my usual 4×4 playgrounds. This one was set up for the street, where most G-Class owners will spend the majority of their driving time.

Even with these lower-profile performance tires, the G 550 rides sublimely. Really, those who think truck-based SUVs are less refined than their car-based unibody alternatives need to spend some time in a new G-Class, because its tight body structure, rigid frame and ample suspension travel result in one very comfortable riding utility. I found it ideal for city traffic, its suspension reducing deep ruts, bridge expansion joints and other pavement imperfections to minor intrusions while its towering height allowed for superb visibility all-round.

The G 550 was equally adept on the open highway, and while I never tested its 7,000-pound trailer rating I have no doubt it’s up to the task, especially considering its 2,650-kilo (5,845-lb) curb weight. That heft adds to its ride quality while keeping it planted nicely in its lane at high-speed, not even allowing sharp wind gusts to push its slab-sided body around. It performs well through curves too, those aforementioned Pirellis providing a nice, wide contact patch for what would’ve been surprisingly adept manoeuvrability if I hadn’t already experienced just how capable the G-Class can be on the road. I’d previously experienced an AMG-tuned G 63 on California’s circuitous coastal highway system, not to mention the fabulous Laguna Seca racetrack, so believe me when I tell you that this SUV is much more fun to drive on pavement than its brick-like profile makes one assume, although arriving at the famed downward spiralling Corkscrew turn from such great heights is akin to plunging down the initial drop on Vancouver’s Playland ‘Coaster (or, I can imagine, while riding the even larger classic wooden Wilde Beast at Canada’s Wonderland—or the Toronto-based theme park’s 16 other roller coasters). The G 550 won’t deliver the same handling agility as the AMG version, but it’s more than capable through the corners, while its braking is impressive as well.

Stopping power is critical in such a heavy SUV, particularly one that can get up to speed so quickly. While the 416-horsepower G 550 can’t sprint from zero to 100 km/h in the 577-hp G 63’s 4.5-second time frame, it is capable of a relatively quick 5.9 seconds, all thanks to a 4.0-litre twin-turbocharged V8 capable of 450 lb-ft of torque and a quick-shifting eight-speed automatic sending power down to all four wheels, not to mention a really reactive Sport mode.

This is where it might even be too jarring for some peoples’ tastes, the G 550’s snap off the line so responsive that the backside of my head met up with the comfortably padded headrest more abruptly than expected, albeit only when slamming right foot to throttle in Sport mode. I tried adjusting this more aggressive driving style by delicately feathering the go-pedal during quick takeoffs, but alternatively found it was easier to maintain a smoother response while still being fast after selecting the SUV’s Eco setting, and trust me it was still plenty quick in this more environmentally sensitive setup.

Going green in mind, there’s really no way to get past the G 550’s previously mentioned mass and just-noted power, resulting in a Transport Canada fuel economy rating of 18.0 L/100km in the city, 14.1 on the highway, and 16.3 combined. This is no worse than many other full-size, V8-powered SUVs, nor is its thirst for pricier premium fuel, but there’s a reason military-spec models still come with turbo-diesel powertrains.

Just a side note for diesel-lovers like me, earlier examples came with Rudolf’s highly efficient, torque-rich creation, and while kind of expensive for decades-old 4x4s, they’re reasonable considering their cult-like collector status, ultimately dependable service and off-road capability. This is where I would personally look for a future G wagon, because it’s possible to get into an early ‘80s two-door 230 GE or 280 GE in the mid-$20k range. I’d prefer one of the 5-door LWB station wagons, but take heed even older version will likely sell for more than $30k, with really nice ones sporting the larger 300 GD engine going for more than $40k. Do some searching and you’ll quickly find more advanced V8-powered G’s from the early 2000s for similar prices, even some AMGs, but you’ll need a thick wallet to keep these fancy beasts on the road, as their reliability is not as bulletproof as the earlier diesels, and they require sophisticated diagnostic equipment to source problems.

Now that I’m talking practical issues, all G-Class models come up a bit short on cargo space when compared to full-size American alternatives like Cadillac’s Escalade, Lincoln’s Navigator or their less luxurious volume-branded counterparts. G’s fare better when put up against similarly equipped premium Europeans, however, with the 1,079-litre (38.1 cu-ft) luggage area behind my tester’s rear seats a significant 178 litres (6.3 cu ft) more accommodating than the full-size Range Rover’s dedicated gear-toting maximum, and both SUV’s top load-carrying capacity identical at 1,942 litres (68.6 cu ft). I certainly could live with that.

In the end there’s not much I can complain about with Mercedes’ new G-Class update. Sure, I was initially a bit miffed at the smallish powered glass sunroof overhead, at least in these days of expansive panoramic light emitters, but in truth I could care less if there were no sunroof at all, and a larger one would likely weaken the SUV’s body structure and potentially crack under pressure. I would’ve appreciated a wireless phone charger, mind you, and would install one if these were my long-term ride.

I’m also hoping to enjoy future forays into the wild green (and brown) yonder in a modernized gen-2 G 550 4×4², previous examples of which incorporated portal axles like Mercedes’ outrageously capable Unimogs, but in most every other respect I’m over the moon about this impeccably crafted luxury ute, and I’m especially grateful that Mercedes stayed true to its iconic 4×4 roots. This, to me, is the ultimate off-roader, and I’d purchase one today if money were no object.

Story and photos: Trevor Hofmann

Just like any Mercedes-Benz, the new A 220 gets a lot of attention for its good looks and prestigious three-pointed star. That iconic emblem is a key reason for purchasing any Mercedes product, as it…

New Car Reviews

2020 Mercedes-Benz A 220 4Matic Road Test

Just like any Mercedes-Benz, the new A 220 gets a lot of attention for its good looks and prestigious three-pointed star. That iconic emblem is a key reason for purchasing any Mercedes product, as it shows you’re either well on the way up society’s hierarchal ladder or have fully arrived. Only an affluent person can own a Mercedes-Benz after all, right? While that may have mostly been true in the past (2002-2008 C-Class 230/320 Sport Coupe aside—codenamed CL203), once you see the price of this A 220 you might start questioning that premise.

The 2020 A 220 4Matic starts at just $37,300 plus freight and fees, which is a bit of a jump from last year’s all-new model that wowed all comers at a mere $34,990, due to standard all-wheel drive in today’s version, but it’s still well within the majority of middle-class earners’ income brackets. After all, a number of similarly sized mainstream volume-branded compact models top out where the entry-level Mercedes begins, so as long as you don’t mind going without a few highfalutin features available with the A 220’s various packages, you’ll get an inherently better car.

Just one look had me hooked. Yes, the A 220 is gorgeous. It looks too long, lean and low to the ground to be a compact, but indeed its 4,549 mm length, 1,796 mm width, 1,446 mm height and 2,729 mm wheelbase means that it fits within the shadow of mainstream compacts you might know better, such as Honda’s Civic, Toyota’s Corolla, Hyundai’s Elantra and Mazda’s 3 to name a handful (it’s actually shorter and taller than all of the above), while competing head-to-head more accurately in size and especially price with premium-branded sedans like Audi’s A3 and BMW’s new 2 Series Gran Coupe (although the latter model more directly targets Mercedes’ even lower, longer and wider CLA-Class), not to mention Acura’s considerably longer (than the A 220) ILX.

Mercedes slaughters the premium competition on Canada’s subcompact luxury sales charts, with more than 5,000 collective A-Class (which includes the A 250 hatch as well), CLA-Class and B-Class (yes more than 300 of the now discontinued models sold last year, and another 200-plus during the first quarter of 2020) deliveries in Canada throughout calendar year 2019, compared to the next-best-selling Mini Cooper (which is a collection of body styles as well, and mostly lower priced) at just over 3,700 unit sales, the A3/A3 Cabriolet/S3 at 3,100-plus examples, the ILX at nearly 1,900 units, the 2 Series (before the new four-door model arrived) with a hair over 1,200 down the road, and BMW’s long-in-tooth i3 EV pulling in 300 new buyers. By the way, the A-Class, which was the only model in its class to see positive growth last year at just under 14.5 percent, pulled in 3,632 customers alone last year, putting it just behind the aforementioned Mini that saw its year-over-year sales slide by 17 percent.

While the A 220’s good looks and attractive pricing have no doubt helped lure in its high volume of Canadian luxury buyers, there’s a lot more to the sleek four-door sport sedan than a pretty face and affordability. First and foremost is an interior that’s oozing with style and generous with cutting edge features, some of which hit high on both marks. For instance, Mercedes’ new all-in-one instrument panel and infotainment display is digital art, not only with respect to the colourful, creatively designed and wholly functional graphics within, but also with the fixed tablet-style frame that surrounds it.

This last point highlights an important differentiator between this entry-level Mercedes and compact models from mainstream volume brands. While the A 220’s lower dash and door panel surfaces aren’t much more upscale than what you’d find in a common compact sedan like Honda’s Civic, Toyota’s Corolla, Hyundai’s Elantra or Mazda’s 3, most everything above is as good as being offered in pricier three-pointed star models, such as the C-Class and even the E-Class. Along with the eye-arresting electronic interfaces are beautifully crafted leather door inserts, rich open-pore textured hardwood on those doors and dash, while brushed aluminum accents can be found everywhere, my favourite application being the stunning jet turbine-like dash vents.

Back to that all-in-one MBUX (Mercedes-Benz User Experience) instrument cluster/infotainment display, the former integrates various screen themes such as Modern Classic, Sport, Understated and the ability to create your own themes, plus an alternative gauge cluster that changes the traditional-looking speedometer into a numeric format while using the rest of the screen for other functions such as navigation mapping, fuel consumption info, regenerative braking charge info, Eco drive setting info and more, while the latter allows for at least as much personalization.

The usual infotainment features were included in my tester, such as navigation, albeit with the ability to choose an augmented reality function that shows a front camera with upcoming street names and directional indicators; an audio interface with satellite radio; the just-noted drive settings that also include Comfort, Sport and Individual modes (also adjustable via a rocker switch on the lower console); advanced driver assistive systems settings; calls, contacts and messages; a large, clear backup camera with dynamic guidelines; and more, while controlling the centre display is the most versatile in the industry.

You can simply use it like a tablet thanks to full touchscreen capability, or alternatively talk to it via Linguatronic Voice Control, one of the best voice command systems in the industry (although “Mercedes” is a bit too willing, inquisitively responding with “How can I help you?” anytime you mention her name), or provide inputs with the tiny BlackBerry-style optical trackpads on each steering wheel side spoke, or lastly utilize the lower console touchpad surrounded by large easy-to-use quick access buttons. The touchpad itself, which is the best of its kind I’ve ever tested, is ideally sensitive to the usual tap, swipe and pinch inputs, is easily within reach, and never caused me the need to divert too much attention away from the primary role of driving.

This in mind, intuitively organized climate controls can be found on a slender interface just underneath the centre display screen, designed with nice readouts and a gorgeous row of knurled aluminum toggles, all sitting above a large rubberized tray for storing your smartphone, complete with inductive charging. All-round the A 220 provides a well-organized cabin that’s filled with most everything you’ll need and some things you probably won’t, but I loved the purple ambient lighting anyway.

All said I was a bit shocked with the small, delicate size and lack of density of the A 220’s steering wheel stalks, and am wondering if they’re part of the brand’s weight-saving, and therefore fuel economy and performance benefiting philosophy. To be clear, their quality is actually quite good in their detailing wonderful, but they’re so light and hollow feeling that someone who prizes substantive solidity over lightweight efficiency might think Mercedes was cutting quality corners. Truly, these are the lightest and least substantive feelings column stalks I’ve ever tested in any car. That the one on the right-side is needed for putting the transmission in drive, neutral, reverse or park makes its minimalist approach even more obvious, which is why I believe the lightweight design was about reducing mass. Even the paddle shifters feel meatier in the fingers, and then when looking around the cabin at all the ritzy aluminum detailing makes it pretty obvious there was something else at play when deciding to make its column stalks so delicate.

Even before touching the stalks, I was surprised at how thin the plastic was on the lower door panels, thinking at the time it must be due to weight savings as well. Their construction is excellent, and the detail that went into making them lightweight yet still strong impressive, but they don’t exactly exude a feel of premium quality. Thankfully everything above the waist is top-tier luxury kit as noted earlier, but the hard-plastic centre console could be a bit disappointing for those stepping out some of those volume-branded models mentioned earlier, which cover such areas in padded soft composites.

Overhead is a lovely console with controls for the large glass sunroof, jewel-like LED dome and reading lights, plus more. I was a bit surprised to find only the A pillars were fabric wrapped, with the B and C pillars finished in a hard-shell composite, but again this is not too uncommon in this smallest class of luxury car. What matters is that all of the components fit together well, with the various lids and doors closing with a nice firm German solidity, except for the glove box lid that’s very lightweight as well.

The light grey and black two-tone leather-covered seats are wholly comfortable with excellent side bolstering and include manually-operated lower thigh extensions, a wonderful addition. My tester also used the light grey for the door inserts, making the cabin look decidedly upmarket. Like those up front, the rear outboard seats provide good comfort thanks to nicely sculpted backrests and fairly good room for legs and feet, not to mention headroom. With the front seat set up for my long-legged, short torso five-foot-eight frame, I still had about five inches ahead of my knees and plenty of room for my feet while wearing boots, plus ample space from side-to-side. About three inches remained above my head, so taller teens and adults (just above six-feet) should fit in just fine, while the rear headrests provide excellent support and are blissfully soft as well. The folding centre armrest was slightly low for my height, but would no doubt be perfect for smaller adults or kids, and includes two pop-out cupholders that secure drinks nicely. Mercedes includes netted magazine holders behind each front seatback, plus individual vents can be found on the backside of the front console, and under that a pull-out compartment with a small bin for what-have-you as well as two USB-C charging ports. There were no rear seat heaters in this particular model, but a small panel over each side window includes LED reading lights and a tiny yet strong hook for hanging a jacket or shirt.

The trunk is fairly large for a sedan of the A 220’s compact dimensions, and I love the fact that it can be expanded by a 40/20/40-split rear seatback that allows longer items such as skis to be laid down the middle while rear passengers enjoy the window seats. This is super helpful in a small car like this, because the rear centre position is a bit small compared to what you’d find in a larger car, so you want to save it for storage rather than force one of your rear passengers into the middle. Mercedes provides trunk-mounted levers for folding those seats down, while the finishing is very nice inside.

Along with all the niceties mentioned, the 2020 A 220 is packed full of standard goodies like LED headlamps, 17-inch alloy wheels, brushed or pinstriped aluminum interior trim, pushbutton ignition, MBUX infotainment including a 7.0-inch digital gauge cluster and 7.0-inch infotainment display, six-speaker audio with nice deep resonant bass plus good highs and mids, a powered driver’s seat with memory, heatable front seats, a large panoramic sunroof, forward collision warning with autonomous emergency braking, and much more.

Just to be clear, my tester also included $890 Mountain Grey Metallic paint; $500 worth of 18-inch twinned five-spoke alloys; a $3000 Premium package that adds proximity entry, power folding mirrors, larger 10.25-inch digital instrument cluster and centre displays with Android Auto and Apple CarPlay smartphone integration, voice control, wireless charging, auto dimming rearview and driver’s side mirrors, ambient lighting, a foot-activated trunk release, vehicle exit warning, and Blind Spot assist; a $1,600 Technology package adding multibeam LED headlights with Adaptive Highbeam Assist and Active Distance Assist; and a $1,000 Navigation package with a navigation system, live traffic, Mercedes’ Navigation Services, the augmented reality feature mentioned earlier, a Connectivity package, and Traffic Sign Assist.

The extras continued with a $1,900 Intelligent Drive package (new for 2020) featuring Active Brake Assist with Cross-Traffic Function, Active Emergency Stop Assist, Evasive Steering Assist, Enhanced Stop-and-Go, Active Lane Change Assist, Pre-Safe Plus, Map-Based Speed Adaptation (that uses navigation system info to modulate the car’s speed based on upcoming road conditions before even being visible to the driver), Active Lane Keeping Assist, an Advanced Driving Assistance package, Active Blind Spot Assist, Active Distance Assist Distronic, Active Steering Assist, Pre-Safe, and Active Speed Limit Assist; $900 Active Parking Assist; satellite radio for $475; and black open-pore wood trim for $250 (walnut is available for the same price); all of which added $10,515 to the 2020 A 220’s aforementioned $37,300 base price, making for a pretty ritzy little Mercedes for just $47,815 plus freight and fees.

Believe it or not it was missing a fair bit of extra kit like the $1,500 Sport package or $2,000 Night package, available $500 19-inch alloy wheels, $250 heatable Nappa leather steering wheel, $1,500 head-up display, $650 surround parking camera, $700 12-speaker, 450-watt Burmester surround audio upgrade, $300 universal garage door opener, $450 powered front passenger’s seat with memory, and $1,200 ventilated front seats (this last feature new for 2020).

As good as the A 220’s exterior styling, interior design, execution and feature set is, its Mercedes heritage shines through even more when out on the road. Performance off the line is strong and gets even stronger in Sport mode, where shifts from its seven-speed dual-clutch automated gearbox are quick and precise, and strength from the engine is plenty enjoyable despite only offering up 188 horsepower and 221 lb-ft of torque. The 4Matic in the name means all-wheel drive is standard as noted earlier, so therefore all four of my tester’s 225/45R18 Michelins were able to bite into the tarmac simultaneously for very quick immediate response, while it held to the road wonderfully at speed, even in wet weather.

The standard paddle shifters enhance the A 220’s performance edge when pushed hard in Sport mode, but they can also be for short shifting to save fuel. I selected Eco mode for that, where shifts are smooth and relaxed, resulting in a favourable fuel economy rating of 9.6 L/100km in the city, 7.1 on the highway or 8.5 combined. By the way, last year’s front-wheel drive model didn’t save that much more fuel with a claimed rating of 9.7 city, 6.8 highway and 8.4 combined, so the move to standard AWD hardly hurts anyone’s ongoing fuel budget.

Traveling slower with an eye on saving fuel is when I really appreciated the A 220’s comfortable ride, although keep in mind it’s set up with traditional German tautness, so it’s firmer than what you might find in most Japanese luxury cars, but the majority of premium buyers should find it plush enough. So driven, the A 220’s overall quietness adds its luxurious ambiance, making it the ideal compact for hushing inner-city noise and limiting buffeting wind on the highway.

If my personal money were on the line in this class, I’d choose the A 220 over its four-door subcompact luxury peers, as it delivers high marks in every way. It’s fabulous looking both outside and within, provides good tactile quality for the category, is packed full of all the features I want, is really enjoyable to drive no matter the situation, and is wholly practical as far as four-door sedans go.

Notably, I haven’t driven BMW’s new 2 Series sedan entry yet, but its four-door coupe profile won’t likely provide the same level of rear seat roominess as the A 220, and the only other two subcompact luxury competitors are Audi’s A3, that’s been with us for over seven years with only a minor facelift, and Acura’s ILX, that’s just as old, albeit with a more dramatic refresh just last year, but the Japanese entry is really a previous-generation Honda Civic with an upgraded powertrain under the heavily modified skin.

No matter which car I decided upon, however, I’d first check for any manufacturer rebates, financing and leasing deals, or other incentives at CarCostCanada, where you can also find out about detailed pricing, build your vehicle, and even access otherwise hard to get dealer invoice pricing that could save you thousands. At the time of writing the 2020 Mercedes-Benz A 220 was available with up to $750 in additional incentives, whereas any 2019 models still available could be had for up to $2,000 in incentives. Make sure to visit CarCostCanada to learn more, plus download the new CarCostCanada Mobile App at Google’s Android Play Store or Apple’s App Store so you can access this valuable information while at the dealership, where you’ll need it most.

Story and photo credits: Trevor Hofmann

Photo Editing: Karen Tuggay

I hate to admit that with each passing year adapting to new things takes more time. This is part of the normal aging process, I know, but I dislike it just the same. Don’t get me wrong, as some new…

New Car Reviews

2020 Mercedes-Benz GLS 450 4Matic Road Test

I hate to admit that with each passing year adapting to new things takes more time. This is part of the normal aging process, I know, but I dislike it just the same. Don’t get me wrong, as some new designs are so captivating that I’m 100-percent sold as soon as they debut, but others take more time to lure me in. Such has been the case with the 2020 redesign of Mercedes’ GLS-Class.

It’s good looking, I can see that, but the previous version, which transformed from GL- to GLS-Class in 2016, was good looking too, while the boxier original might still be my favourite. This type of long-term appeal is a Mercedes-Benz hallmark, and partly why the brand’s cars and SUVs hold residual values well.

On a more personal note, an affinity for older vehicles pays dividends when purchasing myself, as I can save a lot buying a well-kept, pre-loved 10-plus-year-old “classic” (or for that matter an even older relic, with respect to the ‘80s-‘90s-era Geländewagen W460 LWB Turbo Diesel I’m saving up for). Decades old vehicles aren’t practical for most peoples’ lifestyles, however, as they can’t easily be financed or leased, and certainly don’t come with the carefree ownership experience that Mercedes’ warranty provides.

This 2020 GLS 450 4Matic does, mind you, and I must say its technology is a lot more advanced and interior finishing even more refined than the GLS and GL models it replaces, not to mention that antiquated G290d/G300d always on my radar. The new GLS’ sportier, rounded design is growing on me too, particularly its bolder dual-slat, satin-silver and bright metal grille, sophisticated LED headlamp clusters, and horizontally positioned LED taillights.

The look is fresh, new, and now visually integrates within Mercedes’ latest design language direction, while for 2021 there will even be an ultra-classy Maybach version to do battle with the Range Rover SV Autobiography, Bentley Bentayga and Rolls-Royce Cullinan, albeit the Maybach GLS 600 is a relative bargain thanks to a starting price of just $199,400.

Other than that, 2021 models will likely stay the same, the GLS 450 4Matic remaining the most affordable trim in this body style, with the GLE, incidentally, being the least expensive way to get a third row in a Mercedes model. Of course, the larger, longer GLS is much more accommodating from front to back, this being the ideal three-pointed star car for big families.

While only five-foot-eight and sized “S” for most clothing items, I still consider myself a full-size adult (add laugh track here), yet I had no problem climbing into the very back once the second-row seats were powered almost completely out of the way, after which I fit inside comfortably. Specifically, I had about four inches left over above my head and ample room for my legs and boots, with my knees just touching the backside of the middle seatbacks. Take note that it was still possible to move the second-row forward, so therefore any average-size person should not need to complain. Both rear seats were comfortable too, plus Mercedes allowed for excellent visibility out the side windows, useful LED reading lights overhead, and two USB-C ports at each side.

Second-row seating is also comfortable, thanks in part to nice big optional captain’s chairs that also provide a convenient walking space in between to reach the back row. Parents should appreciate this setup, as there’s no need to power the passenger’s side second-row seat forward when accessing the seats behind. This in mind, the driver-side second row seat doesn’t move, but most would rather have their kids enter from curbside anyway.

Both of my tester’s rear seats were powered and heated, by the way, plus the rear panel of the front centre console was filled with twin air vents, a dual-zone HVAC interface for the GLS’ four-zone automatic climate control system, and a pullout drawer-style storage bin complete with two USB-C charge ports and a household-style 115-volt socket.

Staying on this pragmatic theme, accessing the cargo compartment comes via a gesture-controlled power liftgate, which includes 355 litres usable space behind the third row, or about the size of a compact car’s trunk. The spare tire, tools and a nice set of white gloves (talk about class) are stowed below the removeable load floor, as is a retractable cargo cover that neatly locks into place out of sight. As should be expected in a Mercedes-Benz, even this luggage area is well finished, with a classily ribbed satin-finish metal sill protector, a beautifully detailed bright metal floor latch, chromed tie-down hooks, and high-quality carpeting across the floor, a third of the way up the sidewalls, as well as on the 50/50-split rear seatbacks.

Those seats can be powered down via buttons that anyone should find easy to reach, plus they drop smoothly and surprisingly fast. Oddly, however, the switches for lowering the third and second rows are found on opposite sides of the cargo area—how uncharacteristically inefficient. Still, make sure the neighbours are watching when powering down the second row, as the headrests automatically tuck away while lowering, before both captain’s chairs (or the bench seat) powers rearward to close the gap with the cargo floor in one uninterrupted motion, resulting in a near perfectly flat load floor along with 2,400 litres of open space.

Forgive me for going on and on about the GLS’ rear passenger and cargo attributes without mentioning a word about its frontal accommodations, but let’s just say I left the best for last. Much like the second-row, the forward cabin is exquisitely finished, with the highest quality composite materials, soft perforated leathers, beautifully finished hardwoods, nicely detailed brushed aluminum trim, including drilled speaker grilles, plus knurled metal knobs, buttons, rocker switches and toggles, etcetera.

Mercedes didn’t include much piano black lacquer, and I say good riddance as the inky surface treatment scratches and collects dust too easily. There’s a little around the steering wheel controls, a location that will probably get used often enough to remove the dust and is likely too small of an area to make hairline scratches noticeable, but the same added to the lower console may not fare as well, thus I would’ve rather seen this location finished with open-pore hardwood, like seen in an E 450 I recently drove.

Just the same, the black lacquered surfacing looks good as it seamlessly melds into the massive MBUX interface that does double-duty as a primary instrument cluster and infotainment touchscreen. The former includes one of the more configurable displays in the auto industry, with multiple graphical styles from sporty or modern to classic and more, plus the ability to cover the entire cluster area with a map featuring navigation guidance, or one of the system’s other functions.

The centre touchscreen can be controlled via smartphone/tablet-like tap, swipe and pinch finger gestures, plus just ahead of a comfortable palm rest on the lower console is a similarly useful touchpad that’s a bit easier to reach than the screen itself. Both touch-capacitive surfaces work as advertised (which is unusually welcome for a console-mounted touchpad), as do the surrounding quick-access buttons and knurled metal volume knob.

Each connects through to the segment’s usual collection of infotainment features, like Apple CarPlay, Android Auto, navigation with route guidance, climate controls, the audio system, phone and Bluetooth functions, vehicle setup, integrated and downloadable apps, backup and overhead parking cameras, etcetera. Mercedes employs an easy-to-use tile layout to scroll between features, with superb graphics as already noted, while the overall system speed is excellent.

Together with all the infotainment switchgear on the lower console is a black lacquered scroll-top lid that exposes twin cupholders actually capable of keeping drinks hot or cool, a very rare feature that I happen to love, plus a much-appreciated wireless charging pad for compatible smartphones, along with two USB-C ports. Those with older phones that can’t utilize wireless charging will also be out of luck for wired charging, as old-school USB-A ports aren’t offered. Of course, there’s always an aftermarket workaround.

If that’s my only complaint, this GLS is doing very well. Like those in back, the driver’s seat was wonderfully comfortable and wholly supportive, while the three-way butt warmer was downright therapeutic at its highest level. The ability to cool one’s backside in the summer would be welcome too. A third button on the driver’s side allows full adjustment of the front passenger seat too, which was helpful when picking up a taller passenger that required more legroom.

The heatable steering wheel button is found in the same place as the E-Class, but instead of twisting the end of the power steering column stalk, it’s just a rocker switch that can be pushed fore and aft. This was one of my GLS tester’s only problem areas, in that it didn’t always work. When pushed, it sometimes switched on, whereas an opposite tug usually turned it off, but other times it did neither. It also can’t be set up to turn on automatically. All said it would’ve been nice to warm my hands on the cold winter mornings that it didn’t work, but I’m guessing this was a one-off problem. Just the same, if I were on Mercedes’ engineering team, I’d look for one single solution that could be duplicated across the entire product range, plus even better, one that doesn’t involve breakable moving parts.

Otherwise, the GLS 450 4Matic is one incredibly comfortable SUV. As you might expect from Mercedes-Benz, it drives very well, with one of the smoothest rides in its three-row category. Even with Dynamic sport mode turn on it felt wholly refined, albeit a much more confidence-inspiring handler than when in default comfort mode. Don’t expect it to run away from Mercedes’ smaller utilities, however, or for that matter anything wearing the brand’s performance-oriented AMG badge, like this model’s AMG GLS 63 sibling that makes 603 horsepower and 627 lb-ft of torque, or the 483-hp V8-powered GLS 580 that puts 516 lb-of torque down to all four wheels, but the GLS 450 still moves off the line quickly and is a joy to pilot over curving backroads at fast-paced speeds.

Under this entry-level GLS’ hood is a new 3.0-litre inline six-cylinder engine mated to a 48-volt mild hybrid drivetrain. Output is sizeable at 362 net horsepower and 369 combined lb-ft of torque, with the electric power unit responsible for 21 horsepower (16 kW) and 184 lb-ft of this total (although figuring out hybrid output isn’t as cut and dry as subtracting one from the other). As with all GLS models, an efficient nine-speed automatic takes care of shifting duties, and is a mighty smooth operator, while all-wheel drive comes standard.

All this complex electrified wizardry results in a claimed fuel economy rating of 12.4 L/100km in the city, 10.2 on the highway and 11.4 combined, which is a big improvement over last year’s V6-powered GLS 450 that could only manage an estimated 14.9 city, 11.2 highway and 13.2 combined. Of course, these numbers are only possible with the SUV’s Eco mode engaged, which makes sure its auto start/stop system is active, while the roads would have indeed been paved when putting the GLS through its paces, but such impressive mileage is doable just the same.

Roads less traveled in mind, when Mercedes first brought the GLS to market as the GL back in 2006, it was designed to replace the aforementioned G-Class, which meant it had to offer a modicum of off-road prowess. As we now know, the G thankfully remained an important icon within the German automaker’s SUV lineup, which meant the off-road-oriented model never made it across the Atlantic. The one offered in Europe was nowhere near as 4×4-capable as a G-wagon anyway, but Mercedes nevertheless provides its largest ute with reasonable light-duty off-road chops.

Off-road mode is available from the same lower console-mounted knurled metal rocker switch that selects all the other drive modes, while there’s also a separate rocker that raises the air suspension. As tempting as it was, I chose not to take my GLS tester off-roading during my weeklong stint, as it just didn’t seem right to muddy up such a beautiful vehicle with rims and tires that were obviously meant for paved surfaces. This said I’ve enjoyed previous examples in less favourable conditions, and found that the SUV manages light- to medium-duty trails quite well. Just don’t expect it to run with a G-Class and you should be more than satisfied.

All said, I’m going to guess more people will haul a trailer than try to take their GLS off-road, and as you might expect it’s more than up to the task thanks to a 3,500-kilogram (7,716-lb) tow rating. This means it can pull small to medium sized camp trailers, possibly up to an Airstream Classic without anything heavy on board, or average sized power craft and sailboats, but nothing too extreme. When it comes to power craft, you’re probably looking at a 2,000-kilo (4,500-lb) boat carrying about 225 kg (500 lbs) of fuel, sitting on a 700- to 900-kg (1,500- to 2,000-lb) trailer. In other words, this side of a full-size body-on-frame SUV or pickup truck, the GLS 450 provides some serious hauling capability.

I don’t know about you, but after the crazy year we’ve had few things sound better than hitting the road with a boat or camper in tow. If you did so at the wheel of a GLS 450 4Matic, I can promise you a speedy, comfortable, cost-efficient trip, while living with this SUV every day would be a personal lifestyle upgrade that I’d certainly be happy to live with.

The cost to do so begins at $95,500 plus freight and fees, while extras can add up quickly. At the time of writing, Mercedes was offering factory leasing and financing rates from 2.99 percent, but there’s no doubt more cash on the hood for those willing to negotiate. To learn more about such deals, as well as possible manufacturer rebates and always helpful dealer invoice pricing, check out CarCostCanada, where members regularly save thousands on their new vehicle. CarCostCanada provides a free app for your smartphone too, downloadable from the Apple Store or Google Play Store, putting everything you need to get the best deal right at your fingertips.

Review and photos: Trevor Hofmann

Mercedes-Benz parent Daimler AG has announced that it will offer a carbon-neutral model lineup by 2039, only 20 years from today. The German automaker already provides environmentally-focused buyers…

Latest News

Mercedes sets goal of “Carbon Neutral” model line by 2039

2020 Mercedes-Benz EQC — The upcoming 2020 EQC is Mercedes’ new flagship electric, set to take on the Tesla Model X, Jaguar I-Pace and others. (Photo: Mercedes-Benz)

Mercedes-Benz parent Daimler AG has announced that it will offer a carbon-neutral model lineup by 2039, only 20 years from today.

The German automaker already provides environmentally-focused buyers plenty of green offerings, including 48-volt hybrid EQ-Boost models such as the CLS, E-Class Coupe, E-Class Cabriolet and upcoming GLE 580 4MATIC, as well as plug-in hybrid entries such as the GLC 350e 4MATIC, S560e, etcetera, and will follow these up soon with the mid-sized all-electric EQC crossover SUV, plus a smaller compact battery-electric car based on 2018’s Concept EQA, so they’re well on the way.

Still, Mercedes’ new plan is amongst the most ambitious in the auto industry, and therefore is appropriately called Ambition2039. The company plans to electrify 50 percent of its new vehicles by 2030, with its fleet comprised of hybrids, plug-in hybrids and fully electric models.

2020 Mercedes-Benz GLE 580 4MATIC — The GLE 580 4MATIC is gets a 48-volt mild hybrid assist system that adds power and improves fuel economy. (Photo: Mercedes-Benz)

“Let’s be clear what this means for us: a fundamental transformation of our company within less than three product cycles,” stated Ola Källenius, Chairman of the Board of Management of Daimler AG, and head of Mercedes-Benz Cars since the baton was passed over to him by his predecessor, Dieter Zetsche on May 22nd, 2019. “That’s not much time when you consider that fossil fuels have dominated our business since the invention of the car by Carl Benz and Gottlieb Daimler some 130 years ago. But as a company founded by engineers, we believe technology can also help to engineer a better future.”

Daimler made a major commitment to electrify its new vehicle range with an investment of $15.8 billion CAD ($11.7 billion USD) last year, promising to develop more than ten all-electric vehicles ahead of electrifying its entire Mercedes-Benz new car range.

Mercedes-Benz Concept EQV — The Concept EQV passenger van runs on Mercedes’ all-electric EQ powertrain, and looks ready for production. (Photo: Mercedes-Benz)

In preparation to achieving this aspiring goal, Källenius committed Mercedes to working with all partners in an effort to minimize EV production costs as well as make improvements in range and performance, while the three-pointed star brand also projects diversifying its lineup of EVs to vans, trucks, and buses. Additionally, Daimler also plans to continue its investments into alternative technologies, including fuel cells, which it uses now in its GLC F-CELL, the world’s first electric vehicle to combine a fuel-cell and a plug-in battery, and expects to use in larger commercial applications like city buses.

Making its new vehicle lineup carbon-neutral only satisfies part of its agenda, mind you, because Daimler has targets on greening its production facilities too. In fact, it currently uses renewable energy for at its Factory 56 in Sindelfingen, with the result already being CO2 neutrality.

“In ‘Factory 56’, we are consistently implementing innovative technologies and processes across the board according to the key terms ‘digital, flexible, green’,” stated Markus Schäfer, Member of the Divisional Board Mercedes-Benz Cars, Production and Supply Chain. “We create a modern workspace with more attention to individual requirements of our employees. All in all, in ‘Factory 56’ we are significantly increasing flexibility and efficiency in comparison to our current vehicle assembly halls – and of course without sacrificing our top quality. In this way we are setting a new benchmark in the global automotive industry.”

The automaker added that each of its European factories would follow suit by 2022, pointing to its engine factory in Jawor, Poland as an example of more environmentally and economically efficient already, due to its use of renewable energies.

Also notable, the automaker is transitioning from a value chain to a value cycle, being that Mercedes models now incorporate an 85-percent potential-recycling ratio. Also, Daimler will assist its suppliers in reducing their carbon footprints.

“We prefer doing what our founders have done: They became system architects of a new mobility without horses. Today, our task is individual mobility without emissions,” said Källenius. “As a company founded by engineers, we believe technology can also help to engineer a better future.”

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