2022 Mercedes-AMG SL-Class First Drive: Bigger, Better, Luxuriouser

 

The AMG gang in Affalterbach desperately wants you to know a few things about the 2022 Mercedes-AMG SL-Class. One, they designed it. From scratch and with little help from the Benz mothership. Two, it barely shares a screw or rivet with the AMG GT Roadster they also designed. Three, despite the new SL having grown a pair of vestigial back seats and adding a few inches in length, it promises to be the sportiest SL roadster since the racing-derived 300SL from 1957. And four, thanks to miracles of modern science, this new R232 SL also promises to deliver comfort on par with—if not exceeding—that of its Mercedes-developed R231 predecessor.

Three months of engineering roundtable Zoom calls and even a low-speed ridealong event have sufficiently satisfied us on the first two points; it's the last two that we've been itching to verify. At long last we had the opportunity to flog both the SL55 and SL63 variants on a variety of highways and twisting roads. So, has AMG managed to channel the speed-record-setting, Mille Miglia-winning verve of the original W196 while making the car even more cosseting and comfy than the outgoing roadsters?

Mercedes-AMG SL Performance In A Straight Line

The 2022 Mercedes-AMG SL63 will undoubtedly go down in our record books as the quickest SL we've tested. Mercedes claims this 577-hp, 590-lb-ft beast will dash from 0 to 60 mph in just 3.5 seconds, thanks in large part to newly standard all-wheel-drive traction that guarantees none of those ponies or pound-feet gets squandered generating tire smoke or brake heat from traction-control intervention. Converting those estimates to account for MotorTrend launch-control test conditions and a 1-foot rollout will probably boil that number down to something much closer to 3.0 seconds flat. (The last two SL models we tested each beat Mercedes' conservative estimates by exactly half a second.) The SL55, running the exact same engine but with smaller turbos and slightly less aggressive tuning produces "just" 469 horsepower and 517 lb-ft. The AMG team reckons it'll give up three-tenths to the SL63.

2022 Mercedes AMG SL Class 192022 Mercedes AMG SL Class 19

For some perspective, that performance should rank the SL models somewhere about even with the Porsche 911 Carrera 4S and GTS cabriolets, which is to say, ahead of the BMW M850i xDrive cab (3.9 seconds to 60 mph) and way out in front Lexus LC500 (4.7 seconds) in the bucks-up 2+2 cabrio set.

Trust us, if you never drive an SL63, that SL55 will seem like it has more than enough power. However, we might counsel those prepared to settle for the SL55 to consider opting for its AMG Dynamic Plus package, which brings with it a Race mode. We don't typically prefer Race modes because they usually disable all the stability controls, increasing amateurs' risk considerably. This one does not.

What it mostly does, in addition to heightening all the car's responses, is switch to a perfectly linear throttle response map. There's more gain earlier in the pedal travel in the Sport and Sport+ modes, which may make the car seem more eager and powerful, but at some cost to the predictability serious drivers prefer. The computer programming in Sport+ and Race modes devotes a bit of extra fuel to generating delightful pops and snorts on overrun. That feature is fun, but this mode also tends to deliver some harsher downshifts when slowing, which can feel like grabbing brakes (this never happened in Comfort mode).

We only got the SL63 up to triple-digit speeds briefly, but with the optional AMG Aerodynamics package, an air dam in front of the engine lowers 1.6 inches at speeds above 50 mph to help induce a venturi effect that helps suck the car down to the ground and reduce front-axle lift.

 

2022 Mercedes AMG SL Class 52022 Mercedes AMG SL Class 5

SL-Class Handling Behavior

These are heavy cars, pushing two-and-a-quarter tons. But AMG Active Ride Control, which connects opposite corners of the car hydraulically to limit body roll (as on various McLaren cars and now Rivian trucks), truly makes them feel as agile as cars weighing a half-ton less. This is another feature that's standard on the SL63, and available to help make your SL55 cost almost as much as a 63.

Clicking the steering-wheel-mounted drive mode selector clockwise relaxes the stability nannies somewhat, making the cars progressively more neutral in their handling demeanor, but there's no "drift mode," no option to bar torque from reaching the front axle. (That's right—unlike the AMG GT family, the SLs are all-wheel drive.) And hence, even an aggressive drive up Mount Palomar on a cool morning with slightly dewy road surface, we never once sensed Race mode allowing the tail to run wide. More than a little credit here is due the Michelin Pilot Sport 4S tires—265/40 front, 295/35 rear on the standard 20-inch rims, or 275/35 front and 305/30 on the optional 21s we mostly ran.

The carbon-composite brakes deserve honorable mention for being equally adept at shedding heroic speeds upon approach to a tightening-radius corner—corner after corner—as they are at executing a limousine stop in town. Both models share this standard six-piston front, single-piston rear brake system.

Steering feel changes as you switch modes, and we generally found the comfort mode to be a bit too light. The other modes don't heighten the driver's feel for the road, per se, but the firmer helm feels better. We were blissfully unaware of the four-wheel steering (standard on both models) doing its thing, except when executing exceptionally tight U-turns.

2022 Mercedes AMG SL Class 82022 Mercedes AMG SL Class 8

The California roads between Newport Beach and Palm Springs are relatively smooth, but we aimed for the bumpiest patches we could find and were impressed by the suspension compliance afforded in Comfort mode. The Sport and Race modes firm things up noticeably enough that we took the time to program the Individual mode with everything set to its raciest option and the suspension set to Comfort. This was our Goldilocks "just right" setting, but we also appreciated that individual characteristics (steering, ride, exhaust noise, etc.) can be easily adjusted on the fly using the round selector and twin toggle switches at the lower left side of the wheel, just opposite the main mode-selector switch. The super-rigid multi-material structure never seemed to twist or jiggle in response to bumps.

What's The Mercedes-AMG SL-Class Like To Live With?

Mostly wonderful. The cabin seems as quiet with the soft top up as the previous model did with its folding hard top raised. The Z-fold fabric roof lowers in 15 seconds at the touch of a button, and a switch allows all four windows to be lowered simultaneously. Happily, the sun visors swivel out, unlike on some convertibles. Raise the windows and pull up the mesh-screen wind blocker that covers the rear "seat" to keep the cabin remarkably calm and quiet even at highway speeds. In cooler weather, switch on the Airscarf neck-warmer to extend the top-down season (the cockpit isn't long enough to need the E-Class convertible's Air Cap windshield header air-management screen).

The center info screen adjusts between 12 and 32 degrees to prevent sun from reflecting directly into the driver's eyes, though the buttons for adjusting this (and for raising and lowering the top) can be hard to see when that glare prompts you to fix the screen. We're also not completely sold on a lot of the capacitive switchgear in use here. The mirror switch, for example, didn't seem to respond as expected. We have yet to experience capacitive switches we love.

As with all new Mercedes products, the all-digital instrument cluster can be set to display any of several different themes and tons of information, the most pertinent of which is redundantly shown on the head-up display (standard on 63, optional on 55). Track Pace screens will help folks monitor and improve their performance on their car country club track, and the additional stowage space behind the front seats and in the trunk should make the new SL much more useful as a daily driver.

 

2022 Mercedes AMG SL Class 562022 Mercedes AMG SL Class 56

We reckon the new car is comfortable enough to retain the SL faithful and sporty enough to pull some customers out of 911s, the BMW 8 Series, and Lexus LCs. Of those, the BMW's nearly 5 inches of added wheelbase gives it a slightly more usable rear seat (the SL's is only rated for passengers shorter than 5 feet tall). A lighter Porsche will always feel nimbler, and the Lexus design may turn more heads, but this Mercedes-AMG enjoys nearly seven decades of heritage, and this R232 pays legitimate homage to its very best SL progenitors.

When And How Much?

The 2022 Mercedes-AMG SL-Class will go on sale in the second quarter of 2022. Mercedes isn't talking pricing just yet, but it seems a safe bet to assume that since the new 2+2-seat SL is effectively replacing both the four-seat S-Class cabriolet and two-seat R231 Mercedes-Benz SL-Class, pricing should represent an average of these models. Let's figure $132K for the SL55 and $175K for the SL63. That prices the new SL right in the thick of the 2+2-passenger convertible crowd.

Looks good! More details?

2022 Mercedes-AMG SL-Class Specifications  
BASE PRICE $132,000-$175,000 (est)
LAYOUT Front-engine, AWD, 2+2-pass, 2-door convertible
ENGINE 4.0L/469-577-hp/516-590-lb-ft twin-turbo direct-injected DOHC 32-valve V-8

 

https://www.motortrend.com/reviews/2022-mercedes-amg-sl-class-first-drive-review/

Mercedes-Maybach GLS 600 Brabus 800 Has Been Substantially Modified

Brabus builds the most powerful superlux suv in the world. Based on the Mercedes-Maybach GLS 600, the Brabus 800 develops 800 HP and 950 Nm from the 4-liter twin-turbo V8 engine.

 

The Brabus tuner builds the most powerful and luxurious Mercedes models in the world. Now, their attention has shifted to the Mercedes-Maybach GLS 600 superlux SUV, for which the 4-liter V8 engine has been substantially modified. It now develops 800 HP and 950 Nm, with 243 HP and 220 Nm more than the production model.
 

The huge torque is transmitted to all four wheels via the 9-speed automatic transmission and the gears can be changed manually or automatically. Top speed is limited to 300 km/h and acceleration from 0 to 100 km/h takes only 4.5 seconds.

The exhaust system has active flaps that allow you to change the engine sound from a throaty V8 in ‘Sport’ mode and a subtle whisper in ‘Coming Home’ mode at the touch of a button.
 

Compared to the standard model running on 22-inch wheels, the Brabus 800 has huge 24-inch forged BRABUS Monoblock M “PLATINUM EDITION” rims. Although it runs on larger wheels, the ground clearance is 25 mm lower due to the air suspension modified by Brabus.
 
The Brabus 800 is equipped as standard with two individual multi-contour seats in the rear, electrically adjustable, with memory, ventilated and heated. Also, the interior is decorated with carbon fiber inserts, aluminum pedals, stainless-steel scuff plates complete with backlit Brabus logo, which changes color in sync with the ambient lighting.

(https://worldcarblog.com/en/car-models/mercedes/109-mercedes/967-mercedes-maybach-gls-600-brabus-800-has-been-substantially-modified)

New Mercedes-AMG EQS 53 2022 review

The new Mercedes-AMG EQS 53 is AMG's first attempt at an all-electric car, and it packs a serious punch with 649bhp

 Verdict

The EQS 53 is a strong first effort from AMG when it comes to series production all-electric machines. Performance takes another step on compared with the standard EQS, but it’s actually the car’s ride and handling that are more impressive than the straight-line shove, given its hefty kerbweight. This bodes well for AMG’s electric future, and even more powerful and more focused models beyond the EQS 53.

After unveiling its first all-electric AMG model at the 2021 Munich Motor Show we’re now able to sample Mercedes’ performance future with its EQS 53 4MATIC+, a tuned and honed version from Affalterbach, AMG’s base, that offers more power, optimised aerodynamics and revised styling that’s more in keeping with the EQS AMG’s intent.

Let’s start with power. The car’s twin-motor set-up is supplied by a 108kWh battery as offered in the regular EQS, but the motors feature new windings and control software, so here the output is up to 649bhp and 950Nm of torque - or an incredible 751bhp and 1,020Nm of torque if you opt for the AMG Dynamic Plus package. For now, only the former is available in the UK.

The 0-62mph sprint is dispatched in 3.8 seconds (or 3.4 for the Dynamic Plus model) if you, but its straight-line performance isn’t even the EQS 53’s strongest point. Up to about 125mph, in most conditions performance is actually relatively similar to the regular EQS, in that both cars deliver their thump (the AMG a good chunk more) in a linear fashion, which means there are fewer differentiating characteristics that come from the powertrains.

Instead, it’s the 53’s tuned chassis that is more noticeable. Air suspension and rear-wheel steering both feature as standard, and as good as the regular EQS is, it weighs more than 2.5 tonnes, so the tweaks for this AMG model help keep that significant kerbweight in check.

AMG’s alterations to the set-up mean the EQS 53 feels lighter and more agile, as if the car has lost a few hundred kilos. It corners with more assurance, as you’d expect, and holds its line better; in fact, it feels more like a regular E-Class in how it handles than an all-electric limousine.

Albeit an E-Class with plenty of space, because the 5.2-metre long EQS 53 boasts a 610-litre boot and a big interior with lots of legroom in the back and plenty of bespoke AMG touches, include sports seats and a sports steering wheel, as well as a rotary controller for the driving modes.

You can choose from five settings that tweak the throttle and steering response, amongst other features - even the accompanying soundtrack changes - while the infotainment gives a read-out on performance data. Of course, the huge Hyperscreen panel is still present and works as well as we’ve come to expect from Mercedes.

In the default setting the EQS 53 wafts along in near-silence, offering impressive refinement. It’s comfortable too. Step things up and the soundtrack takes on a new personality, with a futuristic sound designed to reflect the performance on offer. 

It’s not comparable with a six, eight or twelve-cylinder AMG combustion engine when it comes to authenticity, but then this is a quality that the EQS 53 doesn’t struggle with overall anyway. If AMG continues like this, performance fans need not be worried about its future when it comes to electric mobility.

A few points remain unchanged anyway, as the EQS 53 commands a typically high AMG-style price, starting from £154,995. But at least a claimed range of up to 377 miles on a full charge, and 200kW rapid charging capability to match its regular EQS cousin give good flexibility. You’ll be able to top up the battery from 10 to 80 per cent in 31 minutes, while a 7kW home wallbox will take 15 hours and 30 minutes to fully replenish the battery.

 
Model: Mercedes-AMG EQS 53 4MATIC+
Price:  £154,995
Battery/motor:  108kWh/2x e-motors
Power/torque:  649bhp/950Nm
0-62mph:  3.8 seconds
Top speed:  155mph
Transmission:  Single-speed automatic, four-wheel drive
Range:  377 miles (WLTP)
Charging:  200kW (10-80% in 31 mins)
On sale: Now

(https://www.autoexpress.co.uk/mercedes/eqs/356936/new-mercedes-amg-eqs-53-2022-review)

2024 Mercedes-Benz EQG

 

Overview

Over several decades the Mercedes-Benz G-class built a reputation as an all-conquering off-roader before becoming a six-figure status symbol for celebrities. Now, with the automotive landscape shifting away from gas-powered cars, the G-class is spawning the all-electric EQG. So far Mercedes has only shown the Concept EQG, which it refers to as a “near-production study.” The EQG retains the classic boxy styling of the G-class, and Mercedes says that the EQG will continue to be an extremely capable all-terrain vehicle. The 2024 Mercedes EQG is expected to have four electric motors, one per wheel, and will integrate its batteries into an old-school, robust ladder frame.

What's New for 2024?

The EQG will be an all-new model for the Mercedes brand when it launches. We expect it to arrive for the 2024 model year, meaning it could go on sale in late 2023. Although it will probably share a similar suspension and chassis with the gas-powered G-class, the batteries and electric motors will be new to the EQG.

Pricing and Which One to Buy

EQG
$150,000 (est)

We estimate that the price of the 2024 Mercedes EQG will be in the $150,000-range when it reaches dealerships. We’ll know more about the different EQG trims and their pricing closer to the electric off-roader’s on-sale date.

Engine, Transmission, and Performance

The EQG is expected to be powered by four electric motors, one near each wheel, that will be individually controllable, which should improve on- and off-road driving performance. If the concept is any indication, the EQG will also come with a shiftable 2-speed gearbox for traveling far off the beaten path. The EQG will use a similar chassis setup to the gas G-class, with a sophisticated independent front suspension, which should help with on-road driving, and a rigid rear axle.

 
2024 mercedes benz eqg side exterior

Interior, Comfort, and Cargo

The Concept EQG is fitted with a lockable box in place of the traditional spare wheel housing, to store the charging cable and provide some additional storage but we still expect the EQG to offer a rear-mounted spare tire unlike the concept.

(https://www.caranddriver.com/mercedes-benz/eqg)

2024 Mercedes-Benz E-Class spy photos reveal next-gen sedan

 

This camo is disguising next-gen bodywork

What appears to be the 2024 Mercedes-Benz E-Class sedan was spotted testing in Europe this week under some pretty substantial camouflage. While it may be difficult to tell where the body stops and the disguise begins, one thing is for sure: Mercedes appears determined to keep its foothold in the midsize luxury sedan market.

The E-Class sedan may not seem like the sort of car that ends up on the chopping block, but given the proliferation of lifted hatchbacks and premium SUVs, it's hard to take a sedan's continued existence for granted. In fact, reports have suggested that the two-door version of this platform is being consolidated with that of the smaller C-Class, carrying on the fine tradition of Mercedes-Benz models whose names offer no hint as to what size they are.

What we do know is that this will likely be the final E-Class to be offered with internal-combustion power. The company plans to introduce three new full-EV platforms in 2025: MB.EA for midsized and larger passenger cars, AMG.EA for performance cars and VAN.EA for electric vans and light commercial vehicles, meaning the next-gen E-Class should sneak in just under the wire.

Not to be confused with the forthcoming, all-electric EQE (which is also a midsize), our spies tell us the new E-Class should arrive in time for the 2024 model year. A 2023-2024 introduction would set it up for sunsetting right around 2030 – just in time to meet some world governments' aggressive targets for full electrification.

(https://www.autoblog.com/2021/12/01/2024-mercedes-eclass-spy-photos/)

2022 Mercedes-AMG E 63 S Review On Autobahn

One of the perks of living in Germany is having the option to head out and maximize your car without worrying about getting a speeding ticket. That’s because of the world-famous Autobahn, which has sections that don’t have a speed limit.

This is especially true if you’re driving a German car that isn’t afraid to stretch its legs. Case in point: the Mercedes-AMG E63 S, which received a major facelift last year. Now carrying a design that’s more in-line with the rest of the current AMG products, the E63 S is more than just a fast-looking vehicle – it’s actually quick and fast as seen on a video uploaded by YouTube’s AutoTopNL.


The video above is actually a review done by the YouTuber. However, part of the channel’s routine is to test cars and their top speeds on the Autobahn, which happened around the 11-minute mark on the video review.

Towards the end of the video, you should catch the AMG E63 S reaching speeds of 186 miles per hour (300 kilometers per hour). What’s impressive was how the Merc was able to reach that speed easily; the presenter was hosting calmly and nonchalantly despite the high velocity. It’s like the car was born to conquer this section of the Autobahn. Although at this point, we’re not sure which one’s more impressive: the host or the car.
 
We also noticed the discipline among drivers on the high-speed thoroughfare. Despite only having two lanes, the fast lane was well respected by the drivers and slower vehicles tend to automatically move to the right whenever they notice a fast vehicle behind them.
 
Going back to the Merc, there won’t be a next-generation AMG V8, though the current one might stick around for a while. It’s not a secret that the German marque has ditched the development of V8 engines in favor of electrification and better emissions.

https://mercedes-world.com/e-class/mercedes-amg-e-63-s-review

2022 Mercedes-Benz EQS450+ Electrifies Luxury

 

The less powerful version of the EQS offers relative value and range for a six-figure outlay.

 
2022 mercedesbenz eqs 450
The 107.8-kWh battery sandwiched in the floor also helps keep road noise to a minimum. That big battery also allows the EQS450+ to go an estimated 350 miles between charges. While that range bests the other German electrics, Lucid and Tesla both have models that far surpass that number. Find a Level 3 DC hookup and the EQS can go from 10 percent charge to 80 percent in 31 minutes. On a typical Level 2 setup, the EQS take just over 11 hours to go from 10 percent to 100 percent.
 
 Moving the electrons around in the battery is a single motor driving the rear wheels that makes 329 horsepower and 419 pound-feet of torque. It's not nearly as quick as the 516-hp EQS580, but it'll shove you into the massaging seats. After the initial thrust from a stop the acceleration tapers off, but 60 mph is yours in a claimed 5.9 seconds. In more relaxed driving, the right-now torque affords the EQS the same sort of effortless waftability that Rolls-Royce has been touting for decades.
2022 mercedesbenz eqs 450
Yet what really reminds us of the Spirit of Ecstasy is the suppleness and silence of the suspension as it glides over the tarmac. Not much of the outside permeates the EQS's cocoon. The long 126.4-inch wheelbase certainly helps attenuate bumps, but it's the tuning of the standard air-spring suspension that maintains the serenity despite our test car's 21-inch wheels wrapped in Goodyear summer rubber.

Those sticky tires provide excellent grip despite the Benz's estimated 5600-pound curb weight. Press it hard into a corner and it remains flat, and the low center of gravity born of the massive battery in the floor seemingly drills the car into the center of the Earth. Steering efforts are light and don't pick up much even in Sport mode, but the easy efforts help mask the heft and size of this S-class-sized hatchback.

2022 mercedesbenz eqs 450
Four-wheel steering turns the rear wheels up to 10 degrees in opposition of the fronts at low speeds, helping to shrink the turning circle to 35.7 feet, making this very big Benz feel like an A-class. There's an ease and luxury to the whole driving experience, that is only interrupted by the brakes. Hitting the brakes in the EQS starts with energy regeneration from the motors and then blends in the stopping power of the four massive brake rotors. Stepping into the brake pedal is an initially mushy experience that doesn't slow the car much. Keep pushing and you reach a hard point where the pedal resists being moved further. Press harder and the deceleration finally hits, but it takes a lot of pedal pressure to get meaningful braking, and by then you're sailing towards that burgundy Corolla at an alarming rate.

Using those unnatural-feeling brakes can be largely avoided by pulling on the right paddle behind the steering wheel twice. Do so and you get the maximum regeneration (what Mercedes terms Recuperation) that largely eliminates the need to touch the brake pedal and allows one to speed up and slow down in traffic by using only the accelerator. That max regen mode won't bring the car to a complete stop though. The system slows the car to about 5 mph and then continues to creep ahead. There is an additional regen mode that requires you to hold the right paddle called Intelligent Recuperation. It utilizes the adaptive cruise-control radar and camera systems to optimize regeneration based on the surrounding traffic, the topography, and the twistiness of the road. When engaged, it'll bring the car to a stop provided the car in front of you has stopped. It certainly works, but it's not smart enough to stop at a stop sign or red light and will only react to whatever the car ahead is doing.

2022 mercedesbenz eqs 450
Aside from this being Mercedes's first car built on its new EV platform, the other big news is the so-called Hyperscreen. The Hyperscreen consists of three screens that are covered in a massive glass panel that spans the width of the dashboard. The three touchscreens control nearly every function in the car, from setting an interior temperature to a game of Tetris. As a new system, it takes a bit of getting used to, but after a few hours of experimentation we became comfortable with scrolling through radio stations, looking up the outside air quality, setting a destination on the native navigation system, and pairing a phone to the system. Once paired, we largely skipped Benz's system for Apple CarPlay. There is also the option of talking to the EQS. Saying "Hey, Mercedes" wakes the EQS's virtual assistant that can help with a number of controls from setting the temperature to making a phone call. It works surprisingly well, but talking to your car always seems just a little silly.

The Hyperscreen certainly looks like the future, but the instrument display in front of the driver is set high. That elevated cowl is the exact opposite of the low and simple dashboard of a Tesla Model 3 or even a Model S. The brain adjusts to it, but without an engine ahead of you, why does the cowl need to be so high?

2022 mercedesbenz eqs 450
We also questioned the lack of a frunk. A cabin air filter and some other ancillaries live under the fixed hood, but the EQS makes up for that deficiency with an absolutely massive amount of cargo space under the hatch. And, if that's not enough, the rear seats fold away.

There's also a lot of space in the rear seat—leg-crossing, stretch-out space. Sitting in the rear seat you realize that this car is a reimagining of the S-class. In addition to the S-class appointments, performance, technology, and space inside, the EQS comes with an S-class-like price. The least expensive EQS450+ starts at $103,360, moving up to the Exclusive Level adds $3400, and the appropriately named Pinnacle Level comes in at $109,560. Pricing for the more powerful EQS580 opens at $120,160, requires an additional $3400 for the Exclusive trim, and for those who want it all, the Pinnacle will wear a $126,360 window sticker. Aside from the acceleration, the smaller motor EQS450+ is the same luxurious experience as the EQS580. If you never floor it for more than a couple of seconds, you'll never feel like you should have gone with the quicker car. The EQS450+ is just as quiet, just as refined, and just and lovely as the more expensive EQS580. So, for those who don't think every car that's next to you at a red light is competition, you'll be just fine.

(https://www.caranddriver.com/reviews/a37917666/2022-mercedes-benz-eqs450-drive/)

Mercedes S Class Manufactory personalization

Behind the name Manufaktur lies Mercedes' personalization department, which can now be counted on by potential buyers of the new S Class who are ready for additional allocations.

Mercedes-Benz offered the possibility of personalization "signed" by Manufaktur to the customers of the new G Class two years ago, and a similar treatment has been offered with the AMG GT 4-Door Coupé and CLS models, which are now joined by the new S Class (and its more luxurious Maybach version).

Among the interesting options of the Manufactory department for the S Class are certainly several body colors that characterized certain Mercedes models of the 1960s and 1980s, so the customer can order his new S Class in the color with which Mercedes painted the famous 300 SL Gullwing or indestructible predecessor E Class from the legendary W123 series.

There are many combinations of colors and materials that can be chosen in the luxuriously equipped interior of the Mercedes flagship, and the Manufaktur offer and in the case of the cabin offers retro color combinations that characterized the S Class, which were produced until 2012. The customer has the last word.

According to a recipe that Rolls-Royce and Bentley have been using for years, Mercedes-Benz will soon offer a personalization program for the most pampered, along with the ultra-luxury SUV Maybach GLS, but also its electrically powered EQS version that arrives on the scene in 2023.

Mercedes-Maybach S-Class Edition 100 and Mercedes-Maybach GLS Edition 100

Following the promotion of the new generation S-Class in early September 2020, Mercedes also held the premiere of its luxury Mercedes-Maybach version two months later.

Now the range has been expanded with the Mercedes-Maybach S-Class Edition 100 version, which marks the 100th anniversary of the first production Maybach model.

The Mercedes-Maybach S-Class Edition 100 comes with a 6.0-liter twin-turbo V12 engine with 450 kW / 612hp, a 9-speed automatic transmission, 4Matic all-wheel drive, as well as V12 markings on the front fenders.

Acceleration to 100 km / h takes 4.5 seconds, and can reach el. limited to 250 km / h.

The Mercedes-Maybach S-Class is an extended and most exclusive variant of the new S-Class (wheelbase is 180 mm longer and is 3396 mm), with a luxurious interior and even more space for rear passengers (for which seats with massage function and separate heating are also provided for neck and shoulders).

The car is 5469 mm long, 1921 mm wide and 1510 mm high, while the weight of the vehicle is 2350 kg.

Also, great attention is paid to sound insulation, which is also contributed by the Active Noise Compensation system.

Compared to the standard S-Class, the car also received a redesigned grille, trimmed bumpers, headlights with Digital Light technology, wheels up to 21 inches, double M logo on C-pillars, two-tone exterior (in this case Cirrus Silver / Nautical Blue color combination), leather interior (Crystal White / Silver Gray Pearl color), chrome elements, el. rear door opening, panoramic roof, air suspension, active rear wheel control, 12.8-inch OLED central display, 12.3-inch 3D driver's display, MBUX Interior Assist with gesture control, ambient lighting, Burmester 4D surround sound system, automatic seat belt extension for rear passengers, level 3 driver assistance systems (Drive Pilot system can take control at speeds up to 60 km / h) ...

The Mercedes-Maybach S-Class Edition 100 will be made in a limited series of only 100 copies, but the price has not been announced yet (in any case, it will be more expensive than the Maybach S-Class S680 model, which costs 217,323 euros in Germany).

Also, there is the special Mercedes-Maybach GLS 600 Edition 100, which will also be offered in a series of only 100 copies.

Here, too, we have a two-tone exterior (Silver / Nautical Blue combination), a leather interior (Designo Crystal White / Silver Gray Pearl combination), as well as special series markings.

The Mercedes-Maybach GLS 600 differs from the regular GLS by a more striking chrome front grill, wheels as well as an extremely comfortable interior with the highest quality materials and richer equipment (seats with heating, massage and ventilation, with multi-zone air conditioning and MBUX infotainment system).

Under the hood is a 4.0-liter V8 biturbo engine with 410 kW / 558hp and 730 Nm, with a 48-volt EQ Boost system.

Platinum Motorsport Mercedes-AMG G63

* Modified Mercedes-AMG G63, a creation of Platinum Motorsport from Los Angeles

* There are Barbus widebody kit (fender extensions, new bumper and grille, carbon fiber hood, new rear bumper), Adventure package (includes lift kit), winch, LED roof lights, carbon fiber spare wheel cover ...

* The 4.0-liter twin-turbo V8 engine has been boosted to 700hp

* The Mercedes-AMG G63 from Platinum Motorsport costs from 550,000 to 600,000 US dollars

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