Mercedes-Benz

Mercedes-AMG’s latest race car doesn’t play by the rules.

The German marque’s performance division has continued its 55th-anniversary celebration by unveiling the new GT3 Edition 55. And because the vehicle isn’t FIA homologated, it just might be the sub-brand’s most extreme customer race car yet.
The FIA’s homologation rules are the set of technical requirements that a car needs to meet to compete in a regulated racing class. They basically exist to make sure that everyone is on an even playing field. These regulations don’t apply to the GT3 Edition 55, though, freeing it from any aerodynamic, engine or weight restrictions.

Mercedes-AMG GT3 Edition 55 

Mercedes-AMG

AMG has taken this as a license to have some serious fun with the vehicle. The GT3’s 6.3-liter V-8 was already a brute, but now it delivers a thrilling 650 hp, about 100 more than the homologated version. The car is equipped with all the aerodynamic elements you can think of, including front and rear diffusers, side skirts, louvers and, of course, a giant rear wing. It has also been fitted with a special performance exhaust made from Inconel that doesn’t have a silencer, ensuring everyone at the track can hear the roar of its powertrain. Rounding out the exterior is a gray Manufaktur livery with the Affalterbach crest painted on the doors.
Inside the GT3 Edition 55, you’ll find that AMG hasn’t thrown all caution to the wind. There’s a roll cage to keep you safe, which, like much of the rest of the interior, is coated in matte Anthracite metallic. The cabin is stripped down, but it features some luxury touches you wouldn’t expect, including carbon-fiber trim, seatbelts with silver accents and embroidered seats. There is also a Bosch-sourced data display unit that will allow you to monitor your car during your run and starts with a special AMG anniversary boot screen.

Inside the GT3 Edition 55 

Mercedes-AMG

It’s going to be hard to get your hands on the GT3 Edition 55. AMG will build just five examples of the race car. It also comes with some birthday goodies too, like an IWC chronograph engraved with the chassis number of the car and a special cover with the AMG anniversary logo. All that comes at a cost, though. The GT3 Edition 55 can be had for €625,000 (or around $624,000).

Drake is putting his devotion to the late Virgil Abloh on display in a major way.

A month after dedicating his latest album, Honestly, Nevermind, to the late fashion designer, the rapper has showcased the latter’s Mercedes-Benz Project Maybach concept in the video for his new single, “Sticky.” The cameo marks the first high-profile appearance of the Abloh-designed EV since it was unveiled shortly after his death last year.

The video, which was directed by Theo Skudra, is a four-minute-long taste of what life is like for one of the world’s biggest entertainers. We see Drake perform for an adoring crowd of thousands, jet between continents and, most importantly of all, fit in some much-needed rest and relaxation. It’s during one of these sequences that Abloh’s Project Maybach steals the show.

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Clad in his best outdoors gear—including an Arc’teryx jacket and Diemme boots—Drake dances around the head-turning electric concept while two companions fish halfway through the clip. The short sequence offers up what is easily the best look we’ve had at the long-nosed off-roader since its debut, and what’s most striking is how big it is. The Project Maybach is a genuine beast and makes the six-foot-tall Drake look tiny in comparison. The emcee also takes us inside the car, where we get to see its beautiful sand-colored cabin and some of its more eye-catching details, like a jewel-adroned steering wheel and marine compass. Unfortunately, we don’t get to see the vehicle climbing over rocks or wading through marshes, but the burly-yet-elegant vehicle certainly looks more than up for either.
This isn’t the first time Drake’s used a music video to show off the access he has to some of Mercedes-Benz’s most exclusive cars. The rapper displayed both versions of the Vision Mercedes-Maybach 6—the ruby red coupe and a midnight blue convertible—in the video for his 2020 single “Laugh Now Cry Later.”

Drake and the Mercedes-Benz Project Maybach concept 

Drake/YouTube

We have a feeling the Project Maybach won’t be the last outrageous vehicle, Mercedes or otherwise, to share the screen with Toronto’s favorite son.

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When Mercedes-Benz launched the seventh-generation S-Class in 2020, there was much fanfare surrounding its MBUX “Hey Mercedes” technology and further advancement of safety and comfort features. For decades, the S-Class has set the standard against which most other luxury cars are measured, and it’s certainly popular, considering the fact that it outsells every other domestic, European and Asian competitor in its class.

There’s no shame in ubiquity . . . one night on the town will challenge any observer to count the same brand of high-end watches, handbags or heels worn by the fashionistas. But for those who want their Mercedes-Benz S-Class to stand out from the crowd, the Mercedes-Maybach variant will surely fit the bill.

The Mercedes-Maybach S 580 4Matic sedan. 

Mercedes-Benz AG

Think of it as the most over-the-top S-Class available, with the name “Maybach” instead of “Benz.” We’re not sure what Karl Benz, if he were alive today, would say about Wilhelm Maybach’s surname replacing his own, but ever since Mercedes resurrected the famous German marque as a stand-alone brand in 2002, Maybach has been synonymous with ultra-luxe models.
Mercedes changed things up a bit in 2015 when they adopted the Maybach moniker to represent the very pinnacle of the S-Class line, so now, if one wants to go for the gold, the Mercedes-Maybach S 580 4Matic (and soon-to-come V-12-powered S 680) is just what Herr Doktor ordered. Admittedly, we were not prepared for the attention the entire two-tone automobile would attract.
The polished grill, defined by 27 vertical bars, is very formal, and the first indication that this is not a regular S-Class. Although Mercedes’ silver star crowns the hood, an historically correct Maybach logo is situated on each wide C-pillar, and illuminates from the sides in the event observers need be reminded of who’s who. Details like that will delight owners as they discover luxurious touches inside and out. Wheels are available in 19- to 21-inch diameters. The Maybach-exclusive 21-inch “Champagne Flute” multi-spoke rims of our car, finished in polished aluminum and gloss black, give the vehicle a sophisticated yet slightly aggressive stance that suggests there’s plenty of brawn under the tuxedo.

The Maybach logo is situated on each wide C-pillar, and illuminates from the sides. 

Mercedes-Benz AG

The same Mercedes-Benz 4.0-liter, twin-turbocharged V-8 engine powers all S 580 S-Class sedans, and this benefits from Mild Hybrid Drive. Electrification is via an integrated starter-generator (ISG) that provides boost of up to 21 hp, optimizing efficiency that’s noticeable through a “gliding” sensation when driving at constant speed. Straight-line performance is impressive, and the output of 496 hp at 5,500 rpm is supported by 516 ft lbs of torque in a sweet-spot powerband of 2,000 to 4,000 rpm. As for acceleration, the car covers zero to 60 mph in 4.7 seconds. And a nine-speed automatic transmission and all-wheel drive come standard.

We had an opportunity to press the big Mercedes-Maybach into service for a round-trip run between Los Angeles and San Diego. The irony was not lost on us that our destination was a Rolls-Royce Owners’ Club meeting, where ancient forebears of that marque gathered for the weekend. The Mercedes-Maybach acquitted itself as the perfect freeway flyer, making quick and painless work of the journey. Its dreamy ride is enhanced with an Airmatic air suspension, which continuously adjusts damping to smooth uneven roads and soak up choppy freeway surfaces.

Output for the sedan is 496 hp at 5,500 rpm, supported by 516 ft lbs of torque in a sweet-spot powerband of 2,000 to 4,000 rpm. 

Mercedes-Benz AG

Active road-noise compensation, a system that reduces unwanted low-frequency noises using counter-phased sound waves, makes life inside the cabin more comfortable still. Surprising was the car’s responsive handling, which, thanks to standard rear-axle steering, enables easier maneuvering—even in dense city traffic—and proved competent and entertaining when taking loopy freeway on- and off-ramps at speed.

Five display screens include a 12.8-inch OLED display which functions as the driver’s control center. 

Mercedes-Benz AG

That rear-axle steering is especially welcome, insofar as the Mercedes-Maybach S 580 has a wheelbase that’s seven inches longer than the standard Mercedes-Benz S-Class: 133.7 inches compared to 126.6 inches. That makes for a long car—one whose raison d’être is to transport its two rear passengers in the lap of luxury. The emphasis on the rear cabin is underscored by new comfort features like the calf-rest massage function and neck/shoulder heating, with optional appointments like Champagne flutes and a refrigerated beverage cooler in the rear console.

The Mercedes-Maybach S 580 has a wheelbase that’s seven inches longer than the standard S-Class. 

Mercedes-Benz AG

Terms like “legroom” could be replaced with “living room.” The exclusively designed seats, both front and rear, feature a progressive diamond pattern and double seams, while cloud-like pillows and headrests are right out of a first-class airline cabin. But its commodious nether region is no reason to underestimate the pleasures of enjoying the Mercedes-Maybach from either front seat, or especially from behind the wheel. In fact, it’s a great driver’s car, where the pilot is comfortably ensconced, surrounded by a sculpted dash, center console and armrests that appear to float above an illuminated strip of colored light.

Exclusively designed seats include cloud-like pillows and headrests. 

Mercedes-Benz AG

The Mercedes-Maybach sedan is also a tech-lovers dream, with five display screens that include a 12.8-inch OLED display which functions as the driver’s control center. And wood veneer is everywhere, suggesting an almost nautical theme.
Whether driving or being driven, the Mercedes-Maybach S 580 4Matic will spoil its owner with comfort and opulence like few other cars. Although the model starts at $184,900, buyers can add a host of options that, in the case of our tester, elevate the price to $231,100.

Mercedes-Benz raised the bar when it introduced its all-new C 300 sedan earlier this year, so it’s no surprise that its initial enthusiast-tuned follow-up act, the AMG-engineered C 43 sedan, elevates the C-Class to even loftier heights. A recent trip to Colmar, France, just miles from the Swiss border, allowed us an early opportunity to put the compact sports sedan through its paces before it arrives stateside at the end of the year.

All-new architecture allowed Mercedes-AMG, which recently debuted its all-electric Vision AMG concept car, to make a momentous change with this iteration of its C 43. Gone is the twin-turbocharged 3.0-liter V-6, but in its place is a new 2.0-liter inline-four power plant that combines an advanced combustion engine with an innovative electric turbocharger and a mild hybrid system. As a result, the model is more potent than its predecessor, and its technical innovation is cutting-edge.

The 2023 Mercedes-AMG C 43 sport sedan. 

Mercedes-Benz AG

Mercedes-AMG engineers started with a gasoline-fed, turbocharged 2.0-liter inline-four engine—internally designated the M139L—and mounted it longitudinally under the hood. (The last time Mercedes offered a four-cylinder mounted “north-south” was in the early 1990s.) The all-aluminum engine, with combined port and direct fuel injection, follows Mercedes’ “One Man, One Engine” principle, meaning each one is hand-assembled in Affalterbach, Germany, and finished with a signed plaque.
Intake boost is supplied by a pioneering electric exhaust-gas turbocharger mimicking the automaker’s current Formula 1 technology. The compact turbocharger utilizes a thin 48-volt, liquid-cooled electric motor sandwiched between the turbine wheel and compressor wheel. When boost is requested, the electric motor instantly spins the common shaft to 100,000 rpm—preceding the arrival of exhaust gas—where it provides near-immediate boost with negligible lag. The exhaust gasses supplement shortly thereafter to increase the turbocharger’s speed to 175,000 rpm.

Due to the two-stage injection, a sophisticated cooling system—with multiple thermal zones—and the advanced electric turbocharger, the state-of-the-art engine is rated at 402 hp and 369 ft lbs of torque (the outgoing V-6 model made 385 hp). That specific output of more than 200 hp per liter allows Mercedes to tout the mill as the world’s most powerful four-cylinder engine in a standard production vehicle.

The 402 hp, turbocharged 2.0-liter inline-four engine is mounted longitudinally under the hood. 

Mercedes-Benz AG

Yet there’s even more power under the hood. Augmenting the engine is a mild hybrid system with a 48-volt integrated starter-generator. Depending on the situation, the motor supplies an additional 13 hp to the mix and ensures that the engine’s fuel-saving start/stop program is nearly seamless to the occupants.
Power is transmitted through an AMG Speedshift MCT 9G transmission, which is marketing-speak for a multi-clutch nine-speed automatic gearbox that uses a wet start-off clutch in place of a traditional torque converter (its advantages include lower mass, quicker response and lightning-fast multiple downshifts). Permanent all-wheel drive, provided by an AMG Performance 4MATIC, is standard. While most variants of 4MATIC offer variable torque distribution, the engineers at AMG set the C 43’s torque split at a fixed 31 percent front and 69 percent rear. The benefits include a rear-biased feel and improved traction while accelerating.

A distinctive rear diffuser, subtle decklid spoiler and quad round tailpipes considerably enhance the exterior of the model. 

Mercedes-Benz AG

In terms of underpinnings, the C 43 is fitted with Mercedes’ AMG Ride Control suspension with its Adaptive Damping System as standard equipment. From the left seat, tuning the C 43’s driving dynamics is effortless with the five AMG Dynamic Select programs (Slippery, Comfort, Sport, Sport+ and Individual) that tailor engine responsiveness, transmission-shift speed, steering weight, electronic stability control (ESP) intervention and suspension firmness. Individual mode is distinctive because AMG allows customization of the ESP system—those who choose to push the limits of physics may configure ESP to allow high drift angles or defeat ESP altogether. In addition, rear-axle steering, allowing up to 2.5 degrees of steering angle, is standard on all C 43 models to enhance stability and turn-in.
As expected, the AMG-tuned sedan is fitted with an upgraded brake and wheel/tire package. The rotors are more robust, with four-piston calipers in the front and single-piston units in the rear (both painted silver). Standard are the 18-inch AMG light-alloy wheels, but most buyers will likely go for the larger 19- or 20-inch optional alloys. Our test vehicle wore Michelin Pilot Sport 4S tires (265/30-20) at all four corners, which is an exceptional choice in factory rubber.

Our tester’s interior featured a perforated Nappa-leather flat-bottom steering wheel, AMG pedals, AMG floor mats and a full complement of premium upholstery upgrades. 

Mercedes-Benz AG

The sport sedan boasts a more aggressive sound thanks to a variable exhaust-gas flap that tunes the audio level based on the selected drive mode. Whereas the current trend is to tune exhaust systems with over-the-top burbles, pops and cackles, the C 43’s exhaust is restrained with a pleasant, understated growl that never sounds obnoxious. Nevertheless, those seeking a bit more rock-and-roll for their ears should opt for the AMG Real Performance Sound that amplifies the exhaust note and feeds it into the passenger cabin for a “particularly emotive sound experience,” according to the automaker.
The standard C 300 sedan, a handsome four-door with gorgeous lines and appealing proportions, is visually much sportier than its predecessor. Nevertheless, the team at AMG improved upon an already good thing with the C 43—its AMG-specific vertical grille, aggressive bumpers, distinctive rear diffuser, subtle decklid spoiler and quad round tailpipes considerably enhance the exterior with a bold motif.
Following the same trend, the interior is offered with AMG sports seats—some of the most comfortable we’ve ever experienced—paired with red seat belts. In addition, there’s a perforated Nappa-leather flat-bottom steering wheel (configured with two round AMG dials), AMG pedals, AMG floor mats and a full complement of premium upholstery upgrades; the contrasting colors and stitching are eye-catching.

The AMG sports seats were among the most comfortable we’ve ever experienced. 

Mercedes-Benz AG

Mash the throttle from a dead stop, and the C 43 jumps off the line quickly (the electric exhaust-gas turbocharger unquestionably reduces lag) and pulls strongly through each of its gears. The launch is drama-free and without a hint of wheelspin, thanks to all-wheel-drive traction and the grippy Michelin tires. Mercedes-AMG claims the 3,900-pound sedan will bolt from zero to 60 mph in 4.6 seconds, but that may be slightly conservative based on our seat-of-the-pants assessment—it feels quick. The top speed, with the optional 19- or 20-inch wheels, is 165 mph.

Most drivers (and passengers) will be hard-pressed to tell that there’s a four-cylinder under the hood considering the power and its delivery; the C 43 pulls well when prodded to perform. Driving through the rolling hills along France’s Alsace Wine Route, the electric turbo technology proves impeccably integrated. Passing slow trucks is effortless, especially if the steering wheel–mounted paddle shifters are used to drop a gear or two before executing the maneuver. And while pushing the sport sedan hard in the higher elevations of the Vosges Mountains, where the Mercedes grips each corner with claw-like tenacity, the innovative turbo is nearly transparent—the engine demonstrating faultless responsiveness.

Mercedes-AMG claims the 3,900-pound sedan will bolt from zero to 60 mph in 4.6 seconds on its way to a top speed of 165 mph. 

Mercedes-Benz AG

The AMG Speedshift is buttery smooth in regular automatic operation (almost too leisurely for all but the most sedate driving styles). However, Mercedes-AMG has calibrated Sport and Sport+ modes to deliver a more exhilarating feel, with more perceptible shifts. Of the five modes, Sport offers the best balance for those who want to relish the driving experience—the C 43 feels alive and peppy without the sensation of being over-caffeinated.
This is an exemplary luxury sport sedan with considerable athletic abilities. It doesn’t cover all the bases, as those seeking track-honed performance and neck-snapping acceleration need to hold out for the upcoming C 63. Yet we’re confident that the all-new 2023 Mercedes-AMG C 43 will more than fit the needs of most driving enthusiasts.

Mercedes-Benz may have underestimated the capabilities of its boundary-pushing EV.

The German automaker announced on Thursday that its Vision EQXX concept had just set a new record for efficiency after completing a 747-mile drive on a single charge. That’s more than a hundred miles longer than the previous high mark, which was set by the same vehicle earlier this year.

The EQXX’s latest road trip set out from Stuttgart in Mercedes’ home country and ended in Silverstone in England. The drive lasted 14 hours and 30 minutes and was split up over two days. It also took place under real world driving conditions, which meant the driving team encountered road closures in Germany, hit heavy traffic around London and ran the air conditioning for around eight hours each day. The team even found time to pay a visit to Mercedes-Benz Grand Prix in Brackley, which is located in the same county as Silverstone, and which is where the automaker’s Formula One team is based.

Mercedes-Benz Vision EQXX 

Mercedes-Benz

The lengthy drive easily beats the previous record of 626 miles which was set in early April. That trip was between Stuttgart and Cassis, France. It also lasted 14 hours and 30 minutes, but the EQXX was able to travel 121 more miles due to improved efficiency. This time around, the EV consumed just 8.3 kWh on energy per 62 miles (meaning it covered 7.48 miles per kWh), as opposed to 8.7 kWh per 62 miles (7.14 miles per kWh) on the earlier drive.
The EQXX was so efficient that there was even some time for fun at the end of the journey. This meant having Formula E driver Nyck de Vries take the car for a spin around the famed Silverstone race circuit. The driver was able to circle the course 11 times, during which he took the EV to its top speed of 87 mph. Who knows, had he kept closer to the trip’s average speed of 56 mph, he may have been able to eke out an extra mile or two.

Mercedes-Benz Vision EQXX at Silverstone 

Mercedes-Benz

The EQXX’s latest record-setting performance can be traced to two major factors. The first is an all-new powertrain that only produces just 240 hp, but is connected to a super-lightweight 100 kWh batter pack and an innovative thermal management system. The second is an ultra-aerodynamic shape (it has a lower drag coefficient than a football) that allows the sleek EV to cut through the air with ease and reduces stress on its powertrain.

Mercedes has yet to say whether or not the EQXX will ever go into production, but we’re certainly hopeful. At the very least, it’d be nice to see a couple elements of it filter out into the brand’s future EVs.

Attention, cyclists: Outside Van now has a camper just for you.

The Portland-based custom shop has just unveiled a new model called Tails aimed specifically at avid riders. With room for up to six bikes, it’s well-suited for the kind of camper who views the campground as little more than the starting point for a much bigger two-wheel adventure.
Like so many other top camper vans on the market, Tails is based on the Mercedes-Benz Sprinter. Outside Van doesn’t specify what powertrain is under the hood, but it has an all-wheel-drive system that all but guarantees it’s a 3.0-liter turbodiesel V-6. That mill is paired with a nine-speed automatic transmission and is capable of churning out 188 hp and 325 ft lbs of torque. More impressively, it can also tow up to 7,500 pounds. The van comes equipped with Fox 2.0 front and rear shocks, a 50-inch LED light bar and safari roof rack, as well as 17-inch Black Rhino Yellowstone wheels wrapped in off-road tires. With that setup, there’s not much terrain it won’t be able to conquer.

The interior of the Outside Van Tails 

Outside Van

Beyond its overlanding prowess, Tails is also a complete bike mechanic station on wheels. There’s a Park Tool repair stand, a rear door flip-town work table, custom tool rolls, Molle panels for your gear and an ARB air compressor with multiple attachment sites. As for the six bikes the van can store, four can be mounted to the outside utility ladders with an additional two on the interior garage gear glider.
Of course, even the most dedicated cyclists don’t spend all their time riding or fixing bikes. Tails has plenty of features to help you relax and replenish. When it comes time to fix up that post-ride dinner, there’s a galley kitchen with an induction stove top and a microwave. Completing the mini kitchen is a deep sink with sprayer faucet, a 130-liter stainless steel fridge and 20-gallon fresh water tank. To help you chill out, there’s three-panel bed with a custom mattress and a rollover sofa. And for those trips when find yourself in unforgiving heat, a 12-volt rooftop A/C system helps keep things cool, while an exterior shower will let you clean up. For those that want to stay connected when they camp, there are also plenty of outlets—powered, in part, by a lithium-ion battery pack and a roof-mounted solar panel—to keep your gadgets buzzing.

Outside Van

Tails is just a concept at this point, but it will be available to buy and customize soon, according to HiConsumption. The shop doesn’t list prices for its many builds—some of which are currently for sale—but you can reach out if you find one you like.
Check out more photos of the Tails below:

Outside Van

Outside Van

Outside Van

Outside Van

Outside Van

Tonke is getting Mercedes-Benz’s first all-electric van ready for the campground.

The Dutch RV outfit has just unveiled its first battery-powered camper van, which is based on the German marque’s EQV. The new model will be offered in two different variants—Touring and Adventure—which can be used for either lengthy road trips or shorter weekend getaways.

It may not be as ubiquitous as the Sprinter—which is the base for many of the best campers currently on the market—but the EQV lends itself quite naturally to the conversion. The mid-size model offers room for eight in its base configuration. It can also travel up to 226 miles between charges.

It’s clear the three-pointed star thinks the zero-emissions ride is a great companion for adventures, too. Back in January, Mercedes teamed up with Sortimo for a camping-ready concept of the EV.

Inside the Tonke EQV Touring 

Tonke

Back to Tonke, the flagship Touring model is designed for serious treks. It sports a two-person bench seat that can be converted into a double bed, as well as a kitchenette with an induction stovetop, sink and 36-liter fridge, according to New Atlas. Since the EQV isn’t as big as the Sprinter, the kitchenette—which can also be used as a dining table or work surface—can be slid out of the vehicle if you need room. Speaking of space, if you’re traveling with more than two, there’s an optional pop-up tent on the rooftop that doubles the model’s sleeping capacity. The van also comes with a separate 100-Ah lithium battery to stop you from draining all the EQV’s range at night.
For more casual campers, the Adventure configuration places more emphasis on space and comfort than on features. Its back seat is a three-person bench that converts into a bed just barely smaller than a queen. It doesn’t come with a built-in spot to cook, but you can add Tonke’s slide-out tailgate kitchenette. It comes with a gas-powered stove, sink and 14-liter fridge. You can also choose to equip a fold-out interior table or an extra row of two seats.

Tonke

Unlike the Mercedes and Sortimo concept from earlier this year, you can actually buy Tonke’s EQVs now. Both configurations are available to order through the company’s website. The Adventure starts at roughly $73,000 (€68,357), while the Touring begins at $97,000 (€91,604).

Check out more photos of the Tonke EQV below:

Tonke

Tonke

Tonke

Tonke

Tonke

Tonke

The GLC may have been Mercedes-Benz’s best-selling model the last couple of years, but that doesn’t mean there isn’t room for improvement.

The German luxury automaker has just unveiled the upcoming 2023 edition of its mid-sized crossover SUV. With a subtly updated design, a host of new high-tech features and a new hybrid powertrain, the new GLC300 showcases two of Mercedes’s most venerable talents: refinement and the ability to adapt.

Rather than reimagine the GLC, the automaker has focused on improving—and modernizing—the SUV. This comes through most clearly in its updated design. At first blush, the new GLC doesn’t look all that different from its predecessor—the changes are subtle. They start up front, where the grille is now surrounded by chrome and runs directly into a new set of reshaped headlights. You can also opt for the Digital Light technology add-on, which gives the headlamps the ability to project images and warnings onto the road for other vehicles. Elsewhere, a chrome underguard, roof rails and new contoured edges in the side panel serve to improve aerodynamics (running boards are available as an option, too). The crossover is also bigger, measuring 185.7 inches long, which is 2.4 inches longer than before.

Inside the 2023 Mercedes-Benz GLC300 

Mercedes-Benz

Inside, meanwhile, the alterations are easier to notice. The driver’s cockpit has a free-standing 12.3-inch digital instrument panel, while a portrait-oriented 11.9-inch touchscreen infotainment system similar to that in the new S-Class is positioned in the center of the newly designed dashboard. The vehicle runs the latest version of the company’s voice-activated MBUX software interface, has three new individualized display styles (Sporty, Classic, Understated) and can be used for navigation, entertainment, assistance and service. You can also use it to access the optional 360-degree camera system, which includes a new “transparent hood” mode designed to give you a view of what’s in front of and directly beneath your vehicle. The added length hasn’t improved seating room—it still comfortably seats five—but cargo space has been increased to 22 cubic feet, three cubic feet more than the previous iteration.
Of course, the most dramatic change can be found under the hood. Starting with the 2023 model year, the GLC300 will be powered by a turbocharged 2.0-liter four cylinder engine aided by a 48-volt mild-hybrid system with an integrated starter generator. The new and more efficient powerplant comes mated to nine-speed automatic gearbox and can produce up to 258 hp and 295 ft lbs of torque. The peppy setup will be the only option available in the US at the time of launch—though a plug-in hybrid is reportedly on the way, according to Car and Driver—but drivers will be able to choose either a rear-wheel-drive system or Mercedes’s 4Matic all-wheel-drive system. Both options, the automaker says, will allow the SUV to sprint from zero to 60 mph in a respectable 6.2 seconds.

As with previous iterations, the SUV is designed to be versatile—equally suited to navigating city streets as rocky campgrounds. A newly designed chassis with a new four-link front suspension and multi-link independent rear suspension has been added to make the vehicle even more adept at negotiating unforgiving terrain.

2023 Mercedes-Benz GLC300 

Mercedes-Benz

Pricing has yet to be announced for the new GLC300, but with the new standard features, we expect it’ll come in higher than the current $43,850 starting price. You can expect more info on that front as we get nearer to its launch, which is expected to happen sometime next year.
Check out more images of the 2023 GLC300 below:

Mercedes-Benz

Mercedes-Benz

Mercedes-Benz

Mercedes-Benz

Mercedes-Benz

Conventional wisdom says the Lamborghini Miura was the first supercar, but the Mercedes-Benz 300 SL–launched some 12 years earlier–is arguably the true origin of the species. In 1954, it was certainly more “super” than anything else.

The model looked fabulous, for a start, particularly with its signature doors aloft. The latter were an engineering workaround due to the high-sided tubular chassis, but they inspired the car’s “Gullwing” nickname, along with numerous imitators, from De Tomaso to DeLorean. Even today, a 300 SL oozes rarefied, high-society glamor.

The 300 SL (for Super Leicht, or “Super Light” in English) had what could be considered genuine supercar performance for the day. A 215 hp, 3.0-liter straight-six—the first production engine with fuel injection—propelled the SL to 60 mph in 8.5 seconds. And a top speed of 161 mph was perfect for Germany’s newly-built autobahn road system.

The 1956 Mercedes-Benz 300 SL Gullwing being offered through UK-based Hilton and Moss. 

Hilton and Moss

On top of all that, the 300 SL Gullwing boasted a superb motorsport provenance. Gullwings won at Le Mans and the Nürburgring, alongside victories in the European Rally Championship and Carrera Panamericana road race. The subsequent 300 SL and 190 SL roadsters were more conventional, but this was a race car for the road.
Case closed, then? It is after you drive one. I have that privilege thanks to Hilton & Moss, one of the UK’s leading classic Mercedes-Benz specialists, based near London Stansted airport. The specific 300 SL that I am to pilot had been sold new to a stateside doctor in Denver, Colo., and has spent the past 28 years in the private collection of a Middle Eastern prince. With 82,000 documented miles and plenty of patina, the car has an asking price of $2.1 million, which includes the cost of a ground-up restoration by Hilton and Moss to the new owner’s exact specification. It will be the closest you’ll get to a factory-fresh Gullwing.

A 215 hp, 3.0-liter straight-six engine propels the SL to 60 mph in 8.5 seconds and allows a top speed of 161 mph. 

Hilton and Moss

For me, any 300 SL is sacred, so I’d have mine restored as faithfully as possible, including a fresh application of the original Feuerwehrrot (fire-department red) paint. Many Gullwings were silver, of course—the only color offered as a no-cost option—but red seems well suited to a supercar. Idling breathily outside the showroom, with rain droplets beading on its long hood and tapering tail, the Gullwing looks achingly beautiful.

Pull a delicate aluminum lever and the lightweight doors swing skyward. The steering wheel pivots down via a quick-release lever to aid access, but there’s still no graceful way for a middle-aged man to enter a 300 SL. I brace my body against the B-pillar, step in with my right foot, slither awkwardly across the sill, then drop with a sigh into the soft leather seat. People were smaller in the 1950s: that’s my excuse, at least.

Pull a delicate aluminum lever and the lightweight doors swing skyward. 

Hilton and Moss

Once ensconced, I immediately start to feel quite warm. The only fresh air comes from opening the quarterlights—the side windows don’t roll down—or via two vents in the roof. In other respects, though, the interior is very practical and user-friendly. There’s a large luggage shelf behind the seats (Mercedes-Benz offered a pair of fitted leather suitcases) and the driving position feels aligned and reassuringly upright. There’s even good all-round visibility thanks to the canopy-style cockpit—hardly a given in a road-legal racer.
In 1956, the year this car was built, Stirling Moss drove a 300 SLR to first place in the Mille Miglia, averaging a still-incredible 98 mph over 993 miles. My drive will be slightly more sedate, and I won’t have reckless spectators cheering me at every turn, but it still includes some fast-flowing British A-roads and tightly-coiled country lanes—the kind of places a supercar should shine, in other words.

Mercedes-Benz originally offered a pair of fitted leather suitcases for the luggage shelf behind the seats. 

Hilton and Moss

The Gullwing’s clutch is light and its four-speed manual shift—via a ball-topped, Ferrari-style lever—feels notchy and positive. There’s no power steering, but the large spindly wheel gives you plenty of leverage, even at parking speeds. The wonderfully retro, triple-tone dashboard is dominated by two dials: a 160 mph speedo and a rev counter redlined at 6,000 rpm. Nonetheless, it’s the oil pressure and water temperature gauges that I find myself checking most studiously. Old classic-car habits die hard, even when in something as impeccably engineered as a 300 SL.

The wonderfully retro, triple-tone dashboard. 

Hilton and Moss

The dry-sumped six-cylinder engine clears its throat a little, then pulls eagerly from 1,500 rpm, gaining a second wind beyond 3,000 rpm. Maximum torque of 203 ft pounds arrives at 4,600 rpm, by which time the engine’s voice has risen to a deep-chested mechanical snarl; less furious and extroverted than an Italian V-12, but almost as soul-stirring. Indeed, docile and tractable torque is this motor’s defining characteristic. It feels like you could travel everywhere in third gear.

With 82,000 documented miles and plenty of patina, the car has been in the same private collection for the last 28 years. 

Hilton and Moss

If the muscular engine puts you at ease, the Gullwing’s all-round drum brakes demand your attention. The middle pedal requires a concerted shove, and overall stopping power wouldn’t trouble one modern carbon-ceramic disc. The vague, recirculating ball steering also needs regular corrections, keeping you alert and engaged. And oversteer never feels more than an indelicate throttle-prod away, especially on damp roads and with modest tires. Hustling a 300 SL on the Mille Miglia or Carrera Panamericana must have been intense, physical and outrageously exciting.
Above all, this car offers an overwhelming sense of occasion. Driving one of motoring’s untouchable icons is a true privilege. Of the only 1,400 coupes made, fewer than 1,000 examples are estimated to survive today. If you’re looking for a blue-chip classic that can still be put through its paces and enjoyed, a Gullwing is surely near the top of that list.