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Mercedes-Benz

2012 Mercedes ML350 Bluetec

Vehicle: 2012 Mercedes ML350 Bluetec with Bi-Xenon headlight pkg, Premium pkg and Sport pkg
Price as tested: CDN$67800

Performance: Here in Directshift, we have always been a huge diesel fans. So when its time to test drive the third iteration of Mercedes’s hugely successful M-Class, we decided to take the Bluetec instead of gasoline out for a spin. Given M-Class’s 2-tonnes curb weight and today’s skyrocketing gas prices, having a diesel-powered SUV makes more senses than any gasoline silibings. Take the M-Class, for example. Our Bluetec has 240hp and V8-like 455 lb/ft of torque. The ML350 gas version has 302hp and 273 lb/ft of torque. Since its an SUV instead of an all-out sports car. Torque is more important than horsepower, since most of our driving needs are in lower spectum of the rev range. With 455 lb/ft of torque comes in at 1600 and 2400rpm, we are able to spin the tires off-the-line during acceleration. That’s how impressive modern diesel technloogy is. Its refinement and smoothness are what make most buyers unnoticed of diesel cluttering, except for going outside of the vehicle. Its a relatively quiet and smooth operator. A refinement and quality which are up to what we expect from the engineers at Stuggart. The most impressive aspec has to be its fuel economy. With 2-tonnes of German luxury, we are able to achieve 10 liters per 100km during test drive. With the gasoline ML, we won’t be able to get anywhere 15 liters per 100km. Except for your neighborhood doesn’t have any diesel filling station, otherwise, Bluetec is the engine of choice.

Handling: Ironically speaking, Jeep’s impressive Grand Cherokee was co-developed with Mercedes-Benz before these two companies filed for a divoence. So it was Jeep’s turn to introduce their GC last year before Mercedes introduces the new ML this year.

Dynamically speaking, ML’s chassis rigidty and stiffness are up to the high standards set by Mercedes. Along with a host of new technologies from Agility Control, Airmatic air suspension and Active Curve System. All of these are combined to make ML a hoot-to-drive. While the Airmatic is able to dampen the ride quality to new standard, which have the usual sublime Mercedes cushionness to Germanic suppleness. The ACS is able to balance the silky smooth ride quality with balanced handling. Then add the sophiscated 4-Matic AWD, which the M-Class is able to drive along even with one wheel has traction thanks to 4-ETS, are able to make it an SUV that is a pleasure yet comfortable to drive. The steering provides nice feel and feedback, with typical Mercedes numb off-center feedback. The responsiveness and tracking precision are, once again, impressed me a lot. Add to the state-of-the-art ESP, its really hard to rear ML’s ugly heads even if any driver has pushed it too damn hard into a corners. In terms of dynamic abilities, only a VW Touareg is able to give ML350 a serious run-for-its-money.

Brakes: Mercedes brakes have never been disappointed. So does the new ML. Given its 2-tonnes curb weight, its able to stop commandably without breaking a sweat. The stopping distance is good, while pedal feels alive and well-modulated. ABS acts up at the right time wraps out its impressive dynamic package.

Interior: If you remember the original ML, its interior was a horrible place with cheap plastic. The new ML comes with classy materials which are on par with anything else in its class. There are aplenty of soft-touch plastic around the dashboard and door panels. The leatherette is easily trick anyone into the real leather, except for the smell.

That brings us to our vent. The ML starts at around $60k, which is expensive by any means. The leather package has to add $2450 to get the real hides. Consider both Touareg, Q7 and even X5 have leather seats as standard feature, Mercedes still wants to charge us is completely ridiculous. Although Mercedes leatherette is famous for its quality and durable wear. For any luxury car over $60k, I expect the real stuff.

Open up the power lift tailgate with the rear seats fold down completely, ML has 71 cubin feet of luggage space. There are nice washer/wiper for the back glass, while the liftover is reasonably low. However, the rear glass doesn’t open independently is a shortsighted.

Conclusion: Without a single doubt, this is the best ML ever. Both the gasoline and diesel powertrains are sweet as nuts. It handles exceptionally well with some of the best riding quality in town. Both passenger and luggage space are in spades. With tri-star emblem, you should also get one of the best lease deal anywhere in its segment.

Competitions:
Audi Q7
BMW X5
Porsche Cayenne
VW Touareg

OVERALL VERDICT FOR 2012 Mercedes ML350 Bluetec
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4.5/5

2012 Mercedes SLS AMG Roadster

Vehicle: 2012 Mercedes SLS AMG Roadster with B&O sound system, AMG CF exterior and interior trims
Price as tested: CDN$232500

Performance: Remove the Gullwings, Mercedes has beautify the SLS with its a gorgeous ragtop with only added 40 kg to coupe’s curb weight. Given all the additional stiffness needs to add to roadster’s body rigidity, this kind of weight addition on top of the porky weight has to be considered quite amusing by today’s standard. On top of that, roadster still using coupe’s 6.3 liter DOHC 32-valve V8 with a whopping 563 stallion and 479 lb/ft of torque. Having this kind of power is nothing short of amazing by anyone’s standard. Stomp onto SLS’s heavy Mercedes-esque electronic throttle, it takes off like a rocketship with 479 lb/ft of torque. On top of that, along with advanced technology like variable valve timing ensure strong middle to top-end performance. SLS also comes with a handy 7-speed dual-clutch gearbox which works like a champ. Not only does the paddle shifters work, regardless of gears. It has exceptional gear ratios which mated with this AMG powertrain extremely well. Add to the fact that it shifts crisply and smoothly, as any gearbox we expect from the land of Stuggart.

Handling: The main reason for SLS AMG handles so well begins with its near perfect rear-wheel-drive weight distribution. With its front midship engne layout creates close to 50/50 perfect weight distribution, along with a world-class chassis rigidity and superb suspension geometry. It doesn’t come as a surprise SLS AMG handles like a diggin’, both on the track or begging for open roads. The suspension has been calibrated with a sense of suppleness without feeling too bouncy, as it absorbs all the bumps and roughness exceptionally well. The biggest dividend paid by the stiffened roadster body shell, however, its the completely lack of any cowl shakes usually associate with driving a convertible. Even when driven hard over railroad track or expansion joints, SLS roadster remains planted and solid as a rock. While steering still has some usual Mercedes off-center numbness, its already far improved over all the Mercedes steering racks we used to drive. Both the steering response and feedback are on par with anything in exotic car class. Put the AMG Drive Select unit into “Sport” mode, its able to transform SLS from a really good sports car into a great car, by enhancing its suspension to steering to firmer setting. The beauty is none of them have sacificed Mercedes’s usual comfort. The change of setting also change ESP’s instrusiveness to higher degree by allowing some oversteer when throwing it throuugh a corner on a racetrack. Wrap things up, there are minimal body rolls while under to oversteer are well-tempted by all those state-of-the-art technologies.

Brakes: With large 4-wheel discs and standard ABS, SLS stops as well as any world-class sports cars. The stopping distance is short, while pedal feels solid and crisp. ABS doesn’t step in unnecessarily is truly an added bonus.

Interior: With the roadster, you won’t need to deal with coupe’s annoying Gullwings. Latter has driven me nuts when its time to close and get into the vehicle. Roadster’s conventional doors make getting in and out much easier. However, roadster’s downside is making SLS’s already tiny trunk even smalller. You better perpare on what to bring on, even a short weekend getaway, because there aren’t much else can fit into this comical trunk.

On top of that, its the same interior as its coupe silibing. That means it looks too much like an E-Class without any exclusivity. Another problem is the annoying navigation system, which is far from anything initutive. On the flip side, instrumentation gauges are clear and analog, while those sports cars are awesomely comfortable.

Conclusion: So, at the end of the day, would I choose an SLS coupe or roadster? I would take this roadster in a heartbeat, simply because it offers none of coupe’s annoying trait while retaining its performance prowess. What really seals the deal for me, is how it handles and stunning looks. Those are enough to justify the premium over its Gullwing silibing.

Competitions:
Audi R8 V10
Ferrari 458
Porsche 911 Turbo S

OVERALL VERDICT FOR 2012 Mercedes SLS AMG Roadster
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4/5

Short test: 2012 Mercedes C250 sedan

Vehicle: 2012 Mercedes C250 sedan with Sport Pkg and Premium Pkg
Price as tested: CDN$40100

This is a C250 with a twist. That’s primarily because it comes standard with a directly fuel injected with turbocharged engine, which we have anticipating for such a long time. While it has the same 201 ponies as its sluggish silbing, C250 with 2.5 liter V6. It has 228 lb/ft of torque versus 181 lb/ft of torque. Torque alone is a huge improvement. Another improvement is more refined and no longer feels like a dog. When mated with Mercedes’s renowed 7-speed manumatic gearbox, it makes for a sporty and willing combination, in which entry-level C-Class has never been heard before.

When it comes to dynamics, W204 never disappointed. We always been smitten with C-Class’s well-honed combination of sporty handling and sublime ride quality. The slightly revised suspension geometry has taken it into new height. While the steering still has Mercedes’s typical numb off-center feedback, its responsive and precise enough as a sports sedan. On the other hand, its suspension is compliant enough to take out all of the road’s roughness in Mercedes style.

Inside, its where the most significant change to the C-Class. The use of materials are much improved, with more soft-touch plastic and nicely put together leatherette seats. The instrumentation gauges are both analog and sporty, without losing the form-follows-function one associates with a Mercedes.

If there is one major pet peeve, its the new powerhouse doesn’t come standard with 4-Matic AWD. In the Great White North, 4-Matic is a make or break deal. For those who have to deal with a 4-Matic, perhaps you should wait a bit longer.

Likes:
Styling
Heightened performance
Nice bland of handling and ride
Interior quality

Dislikes:
No 4-Matic available
Numb off-center steering feel

Competitions:
Acura TSX
Audi A4
BMW 3-Series
Volvo S60
Lexus IS250

2012 Mercedes C63 AMG Coupe

Vehicle: 2012 Mercedes C63 AMG Coupe with AMG Performance Pkg Plus and Premium Pkg
Price as tested: CDN$78100

Performance: The only thing this beast has in common with the original C-Coupe is the name itself. Its a radically different ride from what you have seen in an entry-level Mercedes coupe.

It all begins with hand-built AMG 6.3 liter DOHC 32-valve V8, which has advanced technologies right from variable valve timing to electronic throttle add to the mix to sweeten the pot. Given Mercedes AMG’s sweet engineering prowess on producing wonderful engines over the years, this V8 is certainly no exception. It all begins with 451 stallion for the healthy middle to upper ranges while 371 lb/ft of torque serves down below. It all does with engine note that has to be judged as one of the most entertaining in the industry. When launch the C63 AMG with Mercedes-esque heavy throttle, this compact coupe launched like a rocket without breaking a sweat. All you need to worry about is driver’s licence, as it would bring this hefty 1730kg Mercedes coupe to 100 km/h in about 4.5 seconds. Mated with this sweet powertrain is the equally compelling 7-speed Shiftshift, as in Mercedes’s equation for dual-clutch variety. Once again, the engineering has been very exceptionally done. Its able to heel-and-toe when driven up and downshifting, with a proper paddle shifters to override at any given gears. The ratios are perfectly matched to this beast’s performance characteristics, while 7th gear is tall enough to suit Mercedes’s well-honed cruising personality. If there is one drawback, it has to be the fuel economy. We had no less than 20L/100km during full throttle the whole day, with average of both city and highway driving.

Handling: Our C63 comes with the optional rear center differential, with ensures more stable and sharper turn-in when given it full exercise when beckoning the open roads and opening it up on the racetrack. Combined with C-Class’s world-class chassis engineering, which means excellently calibrated suspension and delicate damping of the springs. The result is a C-Coupe which is not only able to compete with anything else in its class. Its able to compete with anything above. That’s a rarity in Mercedes AMG’s underwhelming dynamic capabilities in the past. While the ride is firm and supple, it doesn’t punish the occupants like many harsh sports cars do. All have done with the usual Mercedes elegance, which is worthy of the tri-star emblem on the hood. Meanwhile, its ESP is uninstrusive enough as a Mercedes AMG. What is the most surprisingly fact is how delicate and responsive C63′s steering during off-center. I have never been a huge fans of Mercedes steering racks. But this is a dead giveway that Mercedes steering dynamics is improved significantly. The steering feel is prompt, responsive, delicate and provide great feedback to the driver. Wrapping up the whole dynamic equation is exceptional body motion control and minimal understeer before encounter oversteer. Its rear-drive near perfect weight distribution really paid dividend in this C-Coupe. My only wish for the availability of Mercedes 4-Matic AWD in anything AMG, is most drivers won’t have the skills they need to control such high-powered beast.

Brakes: With large 4-wheel discs and standard ABS, C63′s stopping distance and feel are world-class. The stopping distance is short, while pedal always feels firm and well-modulated. It doesn’t feel fade-free after lots of harsh stops, while ABS doesn’t step in unnecessarily.

Interior: Its best to leave C-Coupe as a 2-seater as rear seats are PITA to get into, despite its electronic front passenger seat assistance. Its lack of proper headroom and legroom pretty much give this away.

On the other hand, the use of materials on both dashboard and door panels are of very high-quality textures. There are plenty of soft-touch plastic with improved layout on the front. As with all Mercedes, it has one of the coolest radio graphic with its infotainment system. The AMG leather sports seats just plain scream ultimate in support and comfort while playing with the C-Coupe.

Conclusion: The wider fender flares and larger wheels have given C-Coupe more road presence than its rather bland base car. That’s about wrapping up this awesome C63 AMG. C-Coupe used to stand for cheap, slow and ugly. This C63 AMG changes everything with attitude. What seals the deal for me is the price. Even with our tester comes with the most necessary option packages, it remains very competitively priced. When you factor in both performance and handling, with the cachet of AMG, it represents one heck of a bang-for-the-buck.

Competitions:
Audi RS5
BMW M3
Cadillac CTS-V

OVERALL VERDICT FOR 2012 Mercedes C63 AMG Coupe
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 5/5

2012 Mercedes C250 Coupe

Vehicle: 2012 Mercedes C250 Coupe with Bi-Xenon headlight Pkg, Sport Pkg and Premium Pkg
Price as tested: CDN$44100

Performance: If you were one of those who bought your original C-Coupe due to low lease rates, you are right because that was the only reason to purchase that craptacular hatchback. For 2012, Mercedes has tried it again.

The 2nd iteration of C-Coupe has 3 different type of engine configurations. Right from 451hp C63 AMG to the highlight of our tester. With the introduction of CGI BlueEfficiency technologies into Mercedes powertrains, it finally brings direct fuel injection + turbocharged into Stuggart’s bonnets. That’s despite the fact that Stuggart has been 6 years later than Ingolsdadter, who has pioneered this nifty tricks of putting high performance and efficiency all at one compelling package.

The subject of our tester comes in the form of a 1.8 liter DOHC 16-valve, with the above mentioned technologies along with driven-by-wire. Don’t be afraid cause we have seen the similar configuration from its neighbor. Our C-Coupe has 201 ponies, while more importantly, 229 lb/ft of torque, moving 1550kg of Mercedes sports coupe. The result is an engine which is far improved over any of Mercedes’s noisy 4-cylinder rackets in the past, both normally aspirated or supercharged variants combined. Its smooth-revving while refined enough to carry Mercedes nameplate on the bonnet, even the NVH control has done exceptionally well. Mesh the typical heavy Mercedes throttle, C-Coupe takes off with ease without any hestiation. If you find C63′s V8 is overkill, there is always a 3.5 liter V6 with 302hp and 273 lb/ft of torque. Mated with this turbo’ed Mercedes is its willing 7-Gronic manumatic with paddle shifters. One of the main reasons to opt for sports package is the paddle shifters on the steering wheel. It allows driver to better manage gears before entering a corner, or just drop a cone during highway passing. On another note, this 7-speed gearbox has provide decent enough ratios in order to eliminate turbo lag on the bottom 4 gears. While leaving the top 3 gears for comfortable Autobahn-like cruising.

Handling: Don’t be mistaken that C-Coupe is based on C-Class architecture while E-Coupe is on E-Class architecture. That’s because both the C and E-Coupes are based on C-Class architecture, for cost saving measure.

That pretty much has explained how good the fundamental on which W204 C-Class architecture has been over the years. We have been praised C-Class sedan for its nice bland of sporty handling and sublime ride over the years. That holds a good foundation for C-Coupe to begin with. However, C-Coupe’s dynamic equation is something of a mix blessings. While C-Coupe’s sports suspension is comfortable compliant enough to absorb all the bumps and roughness of what we can poorly paved Canadian roads, its also supple enough to provide somewhat sporty driving experience. Its overall sharpness and reflexes just don’t feel anything special for a sports coupe. That’s even after we press the “sport” button which, supposedly, sharpen things up significantly, when it comes to suspension and steering input. Yes, it rides on a world-renowed architecture while suspension is nicely damped for providing a decent bland of Mercedes-esque ride quality and sporty dynamics. It just doesn’t provide the amout of driving fun we have exhibited in any of its peers. While the steering has provide nice feel and feedback, without losing Mercedes’s traits of numb off-center responsiveness. The body rolls have been well-controlled and able to manage to set itself up nicely after pushed. ESP, on the other hand, continues Mercedes’s tradition of a rather instrusive type. Dynamically speaking, its leaps and abound ahead of its predecessor. But then again, how many cars aren’t. But it doesn’t provide enough sharp reflexes and driving fun one associate with driving such a vehicle, especially considering how high the bar has set by its stiff rivals.

In most occassions, we prefer coupe over sedan when it comes to dynamic capabilities. Funny thing is, we were very impressed with C-Class sedan’s abilities but got underwhelmed by coupe silibings. What a surprise.

Brakes: On the other hand, C-Coupe’s brakes continue Mercedes tradition on providing sure-footness feel and feedback. It doesn’t exhibit any sorts of brake fades after a couple of harsh stops, while pedal always feels crisp and easily modulated. The stopping distance is short while ABS doesn’t step in unnecessarily.

Interior: The backseat is rather cramped given C-Coupe’s physical dimensions. Thanks to its sloppy C-pillars, it doesn’t have much headroom neither.

As for the luggage space, its surprisingly spacious thanks to low liftover and minimal side sills. Its enough for 2 persons going on a weekend trip without worrying too much about what should or shouldn’t bring.

Along comes the C-Coupe, Mercedes has addressed the materials in C-Class cabin overall. That means better use of quality materials while the center stark, which feature a multimedia interface screen, look much more pleasing to the eyes. The tasteful use of aluminum trim has added sportiness to a somewhat bland interior, especially for a sports coupe.

Conclusion: Although I have been pretty much underwhelmed with Mercedes’s latest effort of resurging C-Coupe, its already leaps and abound ahead of their original attempt a decade ago. While styling is subjective, I have felt too much Accord Coupe’s styling clues in C-Coupe’s overall blandness especially comes to the back end. The interior appointment isn’t as special as its rivals or its platform silibing, E-Coupe.

Will I recommend a C-Coupe to anyone else? Sure, I will especially in C250 guise. That’s primarily because its a superbly engineered directly injected powerplant without having front-heaviness of its V6 silibing. Its handling and ride balance will appeal to those who are shopping for an entry-level Mercedes sports coupe.

Competitions:
Audi A5 Coupe
BMW 3-Series Coupe
Cadillac CTS Coupe
Mercedes E-Class Coupe
Infiniti G37 Coupe

OVERALL VERDICT FOR 2012 Mercedes C250 Coupe
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 3.5/5

2012 Mercedes CLS63 AMG

Vehicle: 2012 Mercedes CLS63 AMG with AMG Performance Pkg, Premium Pkg and AMG CF trim
Price as tested: CDN$127700

Performance: Before Mercedes innovated the original CLS in 2004, coupe used to stand for 2-doors. After many copycats followed by other manufacturers, Mercedes improved the original concept with the 2nd iteration of the CLS. The most important question remains on whether CLS is the one to beat on this segment?

As one would expect from the house of AMG. Its biturbo 5.5 liter DOHC 32-valve V8 is a gem of engineering excellence. Mesh the heavy throttle as all Mercedes does. The CLS takes off like a rocketship. With 518hp and 516 lb/ft of torque. With the additionof optional AMG Performance Pkg on our tester, it transformed from 518hp to 550hp while torque up from 516 lb/ft to 590 lb/ft. Given these numbers, the desired result is nothing short of amazing. The biturbo set-up doesn’t generate any kind of annoying turbo lags when stepping into the throttle. There are just aplentry of power right from the bottom of the rev range right into redline. All have done with the usual array of refinement, silky smoothness and NVH one associates with Mercedes luxury sedans. In the guise of CLS63 AMG, its one heck of a supersedan. Mated with this amazing powertrain is Mercedes’s 7-speed dual clutch gearbox with paddle shifters, dubbed AMG Speedshift, in Mercedes marketing terms. Once again, Mercedes’s hallmark refinement with gearbox continues to be impressive. With the paddle shifters able to override at any given gears is an added bonus. That is easily explain why its able to move 2415kg of CLS63 with so much ease. Add to the fact that the engine note is one sort of entertainement, its just gonna prove that genius at AMG is able to transform a good one into a great one.

Handling: If you have guessed CLS is the sporty version of the E-Class which its loosely based on, then you are dead on about this puppy. Along with the wonderfully stout and solid chassis, while adding Mercedes’s Airmatic suspension to the mix to combine a sublime yet composed package. The single biggest improvement to CLS’s dynamic package has to be its steering rack. Mercedes steering used to have dead on-center feel and feedback, which is never my cup of tea. With the new steering rack on CLS, which will spaw through all future Mercedes products. Both the on and off-center feedback have addressed 180 degrees, turn-in and responsiveness have improved dramatically. Mercedes steering used to drive us nuts, this one has given us a delightful surprise which give this tri-star brand a whole new direction for producing sporty products. Other than the steering, the Airmatic’s “sport” setting has changed CLS’s character significantly. With “comfort”, it rides as sincerely and comfortably as any full-size Mercedes sedan. With the press of a “sport” button, it has changed from a full-lined luxury limosine into a true sports sedan. The steering becomes sharper while suspension has stiffened up, for less body motion, when pushed it to the max. The latest generation of ESP has improved its instrusiveness, although it remains quite abruptly instrusive whenever driver wants to have its tail out. What is most impressive is whenever driver press the “Sport Plus” on AMG 63, its able to transform it from a luxury sedan into a real sports car. Combined with the fact that its a rear-driver with ideal 50/50 weight distribution, CLS could well be the most capable Mercedes with 4-doors and a trunk. Last but the least, its still able to provide a Mercedes-esque ride comfort which one expects from Stuggart. Its a sporty driving machine without beating the passengers up.

Brakes: With large 4-wheel discs and standard ABS, its able to stop the heavy CLS63 AMG with ease. The stopping distance is short, while pedal feels solid and reassurring. Even after a couple of hard stops, its still able to stop without any brake fades. Add to the ABS which doesn’t step in unnecessarily is an added bonus.

Interior: If you expect the 4-seater CLS to have decent headroom, then it have lost of whole point of the “4-door coupe”. The legroom is more than acceptable. However, the C-pillars have given out rather catastropbic feel for rear passengers. The same goes for the rather swallow trunk space. Even if it has a nicely padded trunk hinges, CLS’s luggage space is the new definition of how a letter box “should” be designed. However….however……..:)

The silver lining to all those who complaint CLS as form over function is the availability of an E-Class sedan. All of the space have lost in CLS will certainly found aplentry in this classic Mercedes mid-size luxury sedan, if you don’t mind running into all those silver and grey ones at the same intersection…..:D

Its in front where CLS exceeds. The use of classy materials with top-notch fit-and-finish are dead giveaway for a car costing this much. Those leather sports seats provide superb comfort for both short and long distance travel. However, its navigation system is not the most initutive I have used.

Conclusion: When the original CLS came out, many have wondered whether there will be a 2nd generation since it was an answer no one has asked before. In fact, this concept is so successful that there are so many copycats have followed suit. The CLS remains the one to beat in this “different” category. That’s despite the fact that its styling isn’t as bold and stunning as the original car came out.

Competitions:
Aston Martin Rapide
Audi S7 Sportback
Porsche Panamera Turbo

OVERALL VERDICT FOR 2012 Mercedes CLS63 AMG
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4/5

2012 Mercedes SLK350

Vehicle: 2012 Mercedes SLK350 with Distronic Plus Pkg and Premium Pkg
Price as tested: CDN$72500

Performance: “Sporty”, “light” and “compact”. Has Mercedes delivered with their 3rd attempt on their smallest roadster. We will have the answer at the end of the review.

“Better late than never” is no better word to describe Mercedes’s late to the directly fuel injected party. Folks at Stuggart is 6 years later than Ingolstadt and 4 years later than Munich neighbors when it comes to advancing this technology. Mercedes has named it CGI BlueEfficiency as their marketing buzzword for this direct injection, with or without the turbo boost, add on top of the equation.

The 2012 SLK comes in the form of both a 4-cylinder turbocharged (as in designation of “250″) which will come latter in its lifespin. The subject of our tester comes in the form of a 3.5 liter DOHC 24-valve V6, with directly fuel, variable valve timing and electronic throttle technologies. It produces 302 ponies and 273 lb/ft of torque at driver’s disposal. As with all the well-honed Mercedes 6-cylinders. It provides a sort of elegant performance with best combining with world-class smoothness, refinement and NVH, even when press it to the max. This is the elegantly elogated performance characteristics only found underneath tri-star. The throttle response is decently good, while the 7-speed maumatic provides excellent ratio. The top 6th and 7th are superb for SLK’s cruising character, while 1st and 2nd encourage proper launch of the vehicle off-the-line. The bonus to the whole equation is the paddle shifters mounted on top of the sports steering, is able to override at any given gear. That means driver is able to drop a cone whenever its merging on a fast freeway on-ramp or just plain having fun through the twisties. Despite of Mercedes designation of SLK’s L being “light”, we are solely disapointed of its hefty weight this willing motor has to carry through its wrist. 1540kg is nothing sort of heavy curb weight, even if it has a retractable hardtop, as weight penalty.

Handling: Given SLK is riding on the same underpinnings as the highly-praised C-Class silibings, it doesn’t come as a surprise this is an excellent foundation to begin with as a convertible. Mercedes has stiffed up the whole structure for SLK’s roadster purpose, especially in the form of A-pillars, an area which has to haul through when the vehicle tips over. The desired result is a roadster that is as solid as a rock when driven through railroad tracks and expansion joints. It doesn’t exhibit any kinds of cowl shakes and rattles. As it comes from Stuggart, everything else is solidly put together without feeling like wet noodle. Dynamically speaking, 3rd iteration of SLK is as satisfying as the impressive outgoing 2nd generation. Those of us who remember how unremarkable the original SLK would definitely find it a huge surprise. On our SLK350, it comes with standard Sports Package, which consists of a faster steering ratio and stiffer sports suspension. The quicker steering ratio really has given SLK driver much more confidence when pushing it through the twisties, although it still has Mercedes’s somewhat numb off-center feedback. What the sports suspension does is to create a fimer ride while encouraging driver to involve in its driving more than anything else. The level of suppleness and firmness don’t sacifice much of its controlled ride quality. The body rolls are minimal, understeer and oversteer are all well-tempted given SLK’s ESP remains Mercedes instrusive even when pushed into the limits. The level of agility and balance, by combining RWD and a well-calibrated chassis, make SLK a joy-to-drive.

Brakes: With 4-wheel discs and standard ABS, SLK stops accordingly. The stopping distance is short, while pedal feels strong and solid. Even after a couple of harsh stops, it remains fade-free. Best of all, ABS doesn’t step in unnecessarily while Brake Assist doesn’t grab driver’s right foot abruptly.

Interior: When the weather is chilly but its sunny, you can open the Magic Sky Control which is basically a large sunroof. When its all sunny and hot, you can enjoy getting sunburn by operating the retractable hardtop. In only 20 seconds, it transforms the SLK from a hardtop coupe into a proper roadster. While combining a large sunroof with a hardtop convertible is nothing new, VW EOS has come years before the current SLK. It certainly makes for a more compelling reason to shop for an SLK.

The interior design of SLK mirrors those of the “Gullwing” SLS AMG. Along with the supportive sports seats, come with a wide array of standard features right from an effective auto climate control and a flat-bottom sports steering wheel. All have been finished in a sort of class one expects from the home of Mercedes-Benz.

For a roadster, its amount of luggage space especially after the retractable hardtop completely fold down, is satisfying. Unlike so many hardtop convertibles in the market, SLK actually has an usable trunk.

Conclusion: “3rd time is a charm” is the best description of the new SLK. While the original SLK is nothing more than skin deep, the 2nd generation has improved things greatly. The latest generation actually built upon the success with its predecessor. As it got a great powertrain, handles relatively well and, most of all, without losing the hallmark comfort of what Mercedes has stood for years.

Competitions:
Audi TT Roadster
BMW Z4
Porsche Boxster
Infiniti G37 Convertible
Lexus IS350 Convertible

OVERALL VERDICT FOR 2012 Mercedes SLK350
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4.5/5

Overall rating: 4.5/5

2011 Mercedes Sprinter cargo van

Vehicle: 2011 Mercedes Sprinter cargo van
Price as tested: CDN$42900

Interior: Here in Directshift, we always view things in different perspective. Subject to this test drive, we are bringing you something completely different from the norm. The Mercedes-Benz Sprinter! :)

When it comes to interior refinement, Sprinter’s use of materials and fit-and-finish are definitely up to the high standard one expects from tri-star manufacturer. Even though it is a completely utilitarian cargo van, 15-passenger van or cab chassis on whatever you can purchase from the same Mercedes dealership as you bought your SLS AMG. In front, Sprinter’s ergonomics is both user-friendly and initutive, with automatic shifter placed on top of dashboard as a perfect location. Driving position is easily found with multi-adjustable velour seat for driver. In terms of seating comfort, its about as firm as anything we have used from Teutonic execution. The rest of the interior has been extremely well layout, without any gimmicks as we usually seen from Mercedes passenger cars. Both dashboard plastic and seat upholstery have finished in a classy fashion when compares to its more utilitarian-driven rivals. All the climate control and stereo are very initutive and easy to figure out. There are plenty of compartments for those who use it as a workhorse. While it drives like a van, which Sprinter really does. Its actual quality feels more civilized than many of its competitions.

Open the wide tailigates, which are allowed to open a full 90 degrees, for complete cargo loading. You are entering a luggage space, which should be the largest we have ever reviewed in Directshift. With up to 600 cubic feet of cargo space, its able to eat more than double of what our favourite Ford Transit Connect and VW Caddy combined.

Performance: As a true workhorse, its nothing with the right amount of grunt. The Sprinter delivers with Mercedes’s exceptional Bluetec diesel technology. In Sprinter’s case, its a 3.0 liter V6 with up to 188hp. And most importantly, 325 lb/ft of torque to move this beast around with authority. The standard 5-speed automatic works like a rare harmony with this motor. That’s even if it has to carry 2920 lb of weight with all the heavy cargos inside the tailgate. Mesh the throttle, Sprinter takes off without any hestiation. Throttle response is crisp and linear, while gearbox has been tuned to more of a higher gear ratio for top 6th and very low for both 1st to 2nd, for spirited launch. Even if its a commercial vehicle, the engine refinement is world-class.

Handling: While no one would expect Sprinter to handle like an SLK through corners. The amount of active safety feature certainly keeps those who are working with Sprinter in check. The ESP acts as a superb safety feature for the driver starts to drift Sprinter out of the line. Its an advanced system, given its commercial vehicle standard. There are tons of body rolls with terminal understeer with pushed. Steering feels progressive with the usual Mercedes dead off-center feel during turn-in. Ride quality, however, exceeds given its basic truck underpinnings. The ride feels expensive and luxurious, without feeling harsh and ungainly.

Conclusion: The Sprinter originally started live in North America, as a Dodge. After the wrong love affair between Daimler and Chrysler was over, Sprinter is back to wearing the Mercedes emblem this year. Either way, Sprinter is truly an MPV or Multi-Purpose Vehicle. It works as fine as a 15-passenger van or as a cargo van. Either way, it combines a nice blend of utility and quality.

Competitions:
Chevrolet Express/GMC Savanna
Ford E-Series
Nissan NV

OVERALL VERDICT FOR 2011 Mercedes Sprinter cargo van
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

2011 Mercedes CL550

Vehicle: 2011 Mercedes CL550 4-Matic with Advanced Driving Assistance Pkg, Premium Seating Pkg and Splitview Pkg
Price as tested: CDN$143400

Performance: The CL-Class is basically an S-Class coupe in style. That doesn’t come as a surprise CL shares the same powertrain as an S-Class. It receives the same 5.5 liter DOHC V8, with 32-valve, as the same form as S550. Despite of CL’s 4650lb of German leather-lined of opulent luxury, its 429hp and 516 lb/ft of torque are able to move it with authority. If you think 429hp is just not quite enough, there are always a CL600 with 5.5 liter biturbo scoring 510hp and 612 lb/ft of torque. However, CL550 should satisfy most of its grand touring audience needs of providing a silky smooth and refined ride that’s typical of a Mercedes luxury coupe. Mated with this excellent powertrain is Mercedes’s well-honed 7-speed manumatic gearbox which have low enough ratios for low-end acceleration while a tall 7th gear for wonderful highway cruising.

Handling: While not everyone would push a grand touring coupe as fast in the corners as what they do in a roadster, the CL550 surprises us. It all begins with an excellent chassis that lives up to Mercedes’s billing on engineered an stiff and strong chassis, then add the proactive 4-Matic which gives power distribution to the rear before it detects slippage. This system provides docile rear-wheel-drive feel with the security of an AWD. If there is one dynamic trait we don’t particularly fond of is the steering. As with usual Mercedes, the off-center is numb while on-center is only decent. The steering feels too soft while ratio too low for our liking. We understand this CL550 is primarily catered for those nice cruising around town. But a quicker steering ratio wouldn’t amiss. In terms of ride quality, CL-class is second-to-none which is what we have been saying for an S-Class. It doesn’t have any of those floaty feel as many of its rivals, while returning supple yet controlled ride quality very much associate with a fine German car. Body rolls are well-controlled. Under and oversteer are controlled by ESP. While the ESP is instrusive even by Mercedes standard, for those who drive CL daily, they probably won’t seen it activates once-in-a-lifetime.

Brakes: Given CL550′s heavy curb weight, its braking performance can be considered as excellent. The stopping distance is short while pedal feels crisp and responsive. The ABS only activates at the right time at the right moment is the added bonus.

Interior: On the front of the CL550, its basically came from the same shelf as an S550. That means classy use of soft-touch materials on the dashboard and door panels. The leather hides provide great smell which truly worth the admission price.

For a sports coupe, CL550 should have the most spacious backseat of all. Its not only its easy to get in and out, there are plenty of legroom for rear passengers even for a long trip. While the headroom only compromised a bit due to the sloppy roofline, it already felt the most airy compares to others out there.

Conclusion: While the large and expensive GT has been a dying category, mainly due to the fact that many of its equivalent sedan counterparts have offered better interior space with similar dynamic qualities. Its not that it doesn’t have its living space. The single biggest appeal of driving a luxury GT is the sleek styling, CL-Class offers plenty of those. Even though its appeal is limited, it doesn’t mean it won’t be popular for those who are seeking upper end of prestige in a gorgeous package.

Sole competition:
BMW 6-Series

OVERALL VERDICT FOR 2011 Mercedes CL550
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4.25/5

2011 Mercedes E350 4-Matic Wagon

Vehicle: 2011 Mercedes E350 4-Matic Wagon with Premium Pkg, Advanced Driver Assistance Pkg and leather seating surface
Price as tested: CDN$76800

Performance: The Wagon version of Mercedes’s bread-and-butter E-Class is powered by the same 3.5 liter V6 24-valve DOHC as its sedan and coupe silibings. It is the same 268hp unit, which delivering up to 258 lb/ft of torque. However, all of these have to move 1845kg of German leather and wood trim of luxury appointments. That means this 265hp mill continues to feel gutless when pushed through the paces. What Mercedes really needs is to bring the 3.5 liter with CGI BlueEfficiency direct injection technology with 295hp to the market, especially if the 4-Matic is standard across the E-Class range in Canada. Otherwise, even Mercedes’s superb 7-speed G-Tronic gearbox with proper gear ratios can’t solved this engine’s fundamental problem. The saving grace is the low 1st and 2nd gears which make this E-Class wagon moves along much better at the lower end of the rev range. The 6th and 7th gears have been tuned with rather high ratios for comfortable highway cruising. The rest of the powertrain is typical Mercedes-Benz fashion, which is a smooth operator that is both refined and quiet when mesh with its heavy throttle. If I were Merceds Canada, I would bring over the CGI BlueEfficiency and CDI BlueEffciency technologies for this stylish wagon. As the E350 CDI BlueEfficiency has been proven to be reliable, refined and more economical than any of its gasoline silibing.

Handling: No one would ever doubt Mercedes’s chassis rigidty and stiffness, the same goes for their bread-and-butter wagon. When combined the stout chassis with a well-calibrated suspension and Mercedes 4-Matic AWD system, the E-wagon handles as good as any of its E-sedan and E-coupe silibings. Although its tuned more toward comfort and luxury rather than all-out sportiness, the E-wagon handles exceptionally well consider its status-of-life as a luxurious family wagon. The steering provides decent feel and feedback, albeit with Mercedes’s usual slightly numb off-center feel when playing left to right transition. Steering response is as expected from Mercedes. Ride quality is both supple and firm. Even if it rides on E-Class’s standard suspension, the body motions are well-tempted. Thanks to the 4-Matic AWD mated with Electronic Stability Control, both over and understeer are controlled exceptionally well when pushed. Dynamically speaking, E-wagon is a very pleasant car to drive.

Brakes: With 4-wheel discs and standard ABS along with Brake Assist. The E-wagon has stopped confidently without losing any of the composure one expects from a Mercedes. The stopping distance is short and while pedal always feels alive. There are always lives feel along the pedal when pushed into the metal. ABS doesn’t step in unnnecessarily.

Interior: The biggest highlight of the E-wagon has to begin at the back. It all starts with a low liftover for luggages. The side sills have been designed as a box for maximum cargo capacity. There are plenty of cubbyholes for miscellaneous underneath the floor. In order to keep prying eyes from all the luggages, there is a removable privacy cover. When you fold down the split fold down rear seats, there are enough space to put a refrigator or any long items that won’t be able to make it in a standard sedan.

In the front, its the typical E-Class interior. That means soft-touch plastic materials used in the cabin right from the dashboard to the door panels. The leather seats are covered in soft hides for excellent back and thigh support. The firmness would remind anyone that this is a Mercedes-Benz.

Thanks to the more upright C-pillars, the E-wagon provides better headroom than E-sedan. The legroom is as spacious as its E-sedan silibing which is always been a good thing.

Conclusion: The new E-Class wagon is indeed a very attractive package. As it combines stylish appearance with a superb cargo space, without losing any of the execution which has been the E-Class hallmark for years. The answer is loud and clear if I have to choose between this E-Class and similarly priced M-Class.

OVERALL VERDICT FOR 2011 Mercedes E350 4-Matic Wagon
=====================================
Performance: 3/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.25/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 5/5
Value-for-money: 4/5

Overall rating: 4/5

2011 Mercedes SLS AMG

Vehicle: 2011 Mercedes SLS AMG with AMG extended interior carbon fiber trim, AMG extended carbon fiber trim and AMG carbon cermanic performance brake system
Price as tested: CDN$224500

Performance: Porsche has the legendary 911. Audi has an amazing R8. Ferrari has the sensational 458 Italia. Now this is Mercedes’s turn on producing an everyday super car. They even got their inspiration from the 300SL Gullwing legacy. This is the all-new SLS AMG. :D

All great sports car has to begin with a nice engine. The new SLS is no exception. SLS has received AMG messaged DOHC 6.2 liter V8 32-valve, which has a whooping 563 ponies and 479 lb/ft under driver’s right foot. The throttle response is linear without typical sports car’s abrupt take-off, as one expects from Mercedes’s usual heavy throttle input. Its able to take SLS’s 1620 kg of curb weight from standstill to 100 km/h in less than 4 seconds. Calling it fast is only an understatement, more of a breathtaking experience. The Teutonic engine not is a music to every driver enthuisast’s ears whenever the throttle is pressed. While the low-range is certainly impressive with 479 lb/ft, its the mid and upper range acceleration which should be considered as amazing. Be warn though. At this rate of speed, your driver’s licence will definitely be a risk. Unlike many of SLS’s peers, the 7-speed Speedshift dual-clutch gearbox is the only transmission available. The shifts are crisp and precise, with the proper gear ratios which matched SLS’s character perfectly. The paddle shifters mounted on the steering is the icing on the cake, as it allows driver to drop a couple of cones when its time to attack a corner or just reach a freeway off-ramp. Given our experience on Mercedes manual gearbox, perhaps its their best decision not to equipped SLS with one.

Handling: While the chassis is definitely up to the usual Mercedes standard, on engineered a superbly rigid chassis for a proper sports car. Its SLS AMG’s 47/53 near perfect weight distribution through its front mid-engine/rear-drive layout. The result is a sports car that handles like nothing else by Mercedes-Benz before, possibly with the exception of the SLR McLaren. Despite that, it still rides like any Mercedes-Benz. That’s the biggest forte to make SLS as a great driving sports car. The ride is supple and comfortable. While its certainly firm, its far from being harsh. When pushed the SLS through the track, it feels more like a grand touring than a true sports car compares to its immeditate competitions (Audi R8 V10 and Porsche 911 Turbo). The steering is sharp and precise, with excellent responses and reflexes. What it makes us as the biggest surprise is SLS’s off-center feel doesn’t have the usual dartiness typical of Mercedes steering. The turn-in reflexes are far superior than any Mercedes or AMG have gone before. In fact, SLS remains every inch a bona fida sports car despite of its grand touring natural. Another delightful surprise is the lack of intervention of SLS’s ESP system, especially when dial in “sport” mode. Its thresold is high enough to allow driver to let its tail out a bit until proper intervention. Yes, its still more instrusive than those of Porsche PSM. But its far less instrusive by any Mercedes standard. Body rolls are minimal, both under and oversteer are well-tempted certainly wrap up the whole equation.

Brakes: With our tester’s optional ceramic brakes, SLS has one of the most impressive brakes I have ever tested. The stopping distance is short, while pedal always feels solid and confidence-inspiring. The use of ceramic brakes have created a fade-free experience after lots of harsh stops in the hot weather. ABS doesn’t have unnecessary intervention is another good thing.

Interior: Open the gullwing, which takes a bit of energy. The inside of SLS is typical of Mercedes layout. The interior layout reminds me more of an E-Class than in a proper sports car, which is a pity. On the other hand, the use of plastic and leather materials are world-class. Those leather sports seats are simply superb when cornering. Because the interior layout is so similar to an E-Class. All those auto climate control and instrumentation gauges are familiar pieces of work from Mercedes designers.

Conclusion: The introduction of SLS AMG brings us great memory to the original 300SL Gullwing, which still considered as a classic sports car today. While SLS AMG might not be able to duplicate its forebear’s legacy decades down the road, it would certainly serve as a very welcome entrant into the everyday sports car segment by luxury car manfacturer.

OVERALL VERDICT FOR 2011 Mercedes SLS AMG
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4.5/5

Long-term wrap up: 2010 Mercedes E350 4-Matic

Vehicle: 2010 Mercedes E350 4-Matic sedan with Premium Pkg
Price as tested: CDN$66800
Mileage since picked up: 12500km
Regular maintenance: 0
Unscheduled repairs: 1

Despite of one unscheduled repair, which related to the 7-Gronic gearbox ECU, made our long-term W212 towed back to Mercedes Canada service dept. The rest of the ownership experience has been delightful with the latest E-Class.

We have found out whether there is anything related to ECU and ECM, Mercedes engineers have decided its the time to shut off the whole vehicle, as a safety precautions. That means the rest of the story is left to Mercedes technican to figure out the problem, even if its safe enough to drive. While its pretty annoying for us, it might be cautious enough for Mercedes typical customer audience.

The rest of the vehicle continues to be impress. The handling is confidence-inspiring with superb ride quality. E-Class used to shine when it comes to ride comfort but lacks dynamic qualities. W212 has addressed this issue with sharper steering, sportier suspension and better rebound damping from the springs. The interior has addressed its predecessor’s rather plasticky looks and feel, which is far better built than both W210 and W211 combined when it comes to cabin feel good factor.

If there is one pet peeve, it has to do with E-Class’s joystick shifter. Unlike E-Class coupe and convertible which placed the shifter on the center console, Mercedes thinks its better to free up space for its sedan and wagon sibilings. The joystick shifter isn’t initutive on first used, which needs plenty of driving time to get used to its movement. Other than that, we think Mercedes has done a great job on redesigning the segment benchmark. They have improved the build quality, use of materials and reliability. All have done without messing up with merits of the E-Class.

Long-term update: 2010 Mercedes E350 4-Matic

Vehicle: 2010 Mercedes E350 4-Matic sedan with Premium Pkg
Price as tested: CDN$66800
Mileage since picked up: 10500km
Regular maintenance: 0
Unscheduled repairs: 1

Mercedes’s 4-Matic AWD system has provided sure-footness and confidence-inspiring experience to our rainy weather. The proactive 4-Matic doesn’t need to wait for the system to detect any slippage before putting power to the offending wheels, it also have a sense of RWD driving feel thanks to the rear-bias set-up. Combined with Mercedes’s hallmark ESP and stout chassis, it makes driving the E-Class an enjoyable experience. No wonder Mercedes Canada only offers 4-Matic standard on all E-Class sedans, except for E63 AMG and incoming E350 Bluetec clean diesel. Its such a nice system for harsh Canadian winter driving, which worths every pennies over its RWD equivalent.

Long-term update: 2010 Mercedes E350 4-Matic

Vehicle: 2010 Mercedes E350 4-Matic sedan with Premium Pkg
Price as tested: CDN$66800
Mileage since picked up: 7100km
Regular maintenance: 0
Unscheduled repairs: 1

After our long-term E-Class spent next a week inside Mercedes Canada service department, they have reported to us about the roots to the fatal shutdown. Over the last decade, Mercedes products have been filled with complicated electronics to enhance fuel economy and improve emissions. The reason our E350 suddently shut down on the road is because of the faulty ECU/ECM, which makes a connection between the engine, electronic throttle to the engine. Mercedes Canada has gladly replace the ECU/ECM under warranty, so that our long-term is back on the road again.

Long-term update: 2010 Mercedes E350 4-Matic

Vehicle: 2010 Mercedes E350 4-Matic sedan with Premium Pkg
Price as tested: CDN$66800
Mileage since picked up: 7100km
Regular maintenance: 0
Unscheduled repairs: 1

No matter how Mercedes claims their build quality and reliability have improved over the years. Nothing can beaten the true ownership experience. We have encountered the first problem with our long-term E-Class. When we were driven on a highway, there were all sorts of warning lights came on like christmas tree on the dashboard. We called Mercedes roadside assistance for help, they were gladly tow back to service center for a close inspection. In the meantime, we offered a B200 as a loaner car before they finally diagonsed and fixed the issue.

On the next update. We will report on what problem have Mercedes found with our long-term E350.

Long-term update: 2010 Mercedes E350 4-Matic

Vehicle: 2010 Mercedes E350 4-Matic sedan with Premium Pkg
Price as tested: CDN$66800
Mileage since picked up: 3500km
Regular maintenance: 0
Unscheduled repairs: 0

While Mercedes has its highly praised direct injection technology for its V6 powerplant in Europe, which is called CGI BlueEfficiency, Mercedes Canada refused to bring this very technology in for warranty reasons. Why is such a proven technology refused to enter for warranty reasons is beyond our knowledge. However, our 258hp 3.5 liter has served us relatively well for the last few months. It provides more than enough performance for our daily driving. The 7-speed manumatic with paddle shifters are willing to up and downshifts. With the help of the paddle shifters, it allows us for a bit of fun. When it comes to fuel economy, E350 delivers with an average of 12 liters per 100km which is much better than we expected.

2011 Mercedes E550 Cabriolet

Vehicle: 2011 Mercedes E550 Cabriolet with Premium Package
Price as tested: CDN$80700

Performance: Mercedes has just about every E-Class for everybody. We have reviewed the E-Class sedan and coupe, there will be a wagon and the highlight of this test drive. The E-Class Cabriolet.

The Cabriolet, as with its coupe silibing, is available with both V6 and V8 guise. While we are feeling solely disappointed that Mercedes Canada refused to bring their impressive direct fuel injection technology with the V6, which dubbed CGI BlueEfficiency. We were downright impress with Mercedes V8 offering. This 5.5 liter V8 DOHC 32-valve has a whopping 382 ponies and 391 lb/ft of torque, moving the E-Class Cabriolet’s 2295kg of Teutonic open air of motoring with ease. The credit has to go to Mercedes’s smooth 7-speed G-Tronic gearbox, which has excellent gear ratios for both low and high end. The 1st and 2nd gears are low enough for peppy acceleration, on the other hand, 6th and 7th are tall enough for awesome highway cruising. That’s when leaving anywhere between 3rd and 5th to keep the V8 in full boil. On the other hand, there are paddle shifters on E-Class’s thick steering wheel for manumatic mode. We are glad to see Mercedes is willing to let any driver to drop a few gears even when in “D” through the paddle shifters. That makes for much better control of the whole vehicle. Its pretty hard to doubt Mercedes V8′s world-class refinement and smoothness. It won’t feel anywhere that’s lack of power at any rpm. The throttle response is linear and quick without feeling too abrupt. That’s exactly what a Mercedes stands for. Calm, stable and powerful.

Handling: The Cabriolet, just like the Coupe, is based on a modified C-Class platform. That’s different than sedan and wagon which are based completely on E-Class platform. Either way, both are world-class platforms which are worthy of mentioning. Mercedes platform has always been famous for the rock-solid structure, which never felt any cracks and rattles. With the Cabriolet’s case, its completely free of anything so common on convertible. That’s called cowl shakes. Even when driven aggressively through railroad tracks and roads with patholes, there are any slight sense of cowl shakes transform into the cabin. The rest of the vehicle feels just like every other E-Class, which is rigid and solid. Its suspension is comfortably compliant, which provide firm handling without losing any ride comfort one associates with Mercedes products. When pushed the E-Cabriolet through twisties, there are slight body rolls. The standard Dynamic Package really enhances this E550′s character with the press of the “Sport” button on the center console. It really transform the E-Class from a plain blvd cruiser into a capable handler. Not only does the suspension stiffen up, the steering provides much better feel and feedback in return. The ESP in Mercedes has always been instrusive for our liking, which steps in a bit too early, when pushed hard into corners. However, given the status-of-life as a comfortable highway cruising. This kind of ESP instrusiveness is more than forgiving. The steering provides decent feel and feedback, even though Mercedes’s numb off-center feel remains intact. All and all, a complete enough dynamic package.

Brakes: Mercedes Benz’s braking performance has never been disappointed, the same goes for the E-Cabriolet. With 4-wheel discs and standard ABS, the E550 stops with confidence. Mercedes’s BA, or Brake Assist, won’t grab driver’s leg as aggressive as other similar systems. The brake pedal feels solid and alive all the time. ABS doesn’t step in unnecessarily is truly a hallmark of what make a great braking system.

Interior: You got what you pretty much expect from a Mercedes with the E-Class Cabriolet. The use of materials are notch above those nasty and hard plastic used previously in CLK, however, it won’t make A5 lose any sleep. The leather seats are finished in soft and supple leather hides, which provide excellent thigh support.

The rear seats are comfortable enough for two persons with the roof down. With the roof up, there is almost no headroom whatsoever.

The reason Mercedes remains true to soft-top instead of all those retractable hardtop is the amount of luggage space. As we have experienced with many hardtop convertible, there is almost none luggage space even for two persons on a weekend getaway as we have seen in both Infiniti G37 and Lexus IS350. With the soft-top configuration remains in the E-Class, it got more than enough luggage space for two persons on a weekend trip. Its also spacious enough to bring some shopping bags back home.

Conclusion: Mercedes is about to complete its E-Class range with the latest Cabriolet. Just like the rest of the E-Class range, its what Mercedes-Benz is all about. Classy, stable, calm, luxurious, understated with authority.

OVERALL VERDICT FOR 2011 Mercedes E550 Cabriolet
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4.25/5

2010 Mercedes C250 CGI BlueEfficiency Sport

Vehicle: 2010 Mercedes C250 CGI BlueEfficiency Sport
Price as tested: CDN$42800 (Estimated)

While Mercedes’s 2.5 liter V6 is a smooth operator, it never delivers when it comes to power. Its even worse when mated with 4-Matic AWD system in latest C250 guise. For 2010, Mercedes replaces this unremarkable V6 with a 1.8 liter 4-cylinder, coupled with turbocharged and direct injection technologies. All of these have made for a much more satisfying drive when it comes to performance. Although its hp rating is the same as 204hp, its the torque delivery with 236 lb/ft of torque that is really impressive. That means it doesn’t have any sluggishness as we have experienced with all the Mercedes’s entry-level 6-cylinders in the past. With 236 lb/ft of torque delivers at just around 2000rpm, that means there is plenty of get-up-and-go down low. With the variable valve timing enhancing for both mid and upper range, there is no shortage of breathless when pushing it through the rev range. The 5-speed manumatic is up to Mercedes’s usual high standard on delivering silky smooth shifts. While it doesn’t have the 7-Gronic gearbox as with the V6 powerplants, 5-speed is capable enough thanks to proper gear ratios. The paddle shifters on the steering wheel have suited its sporty characteristics really well.

When it comes to dynamic abilities, optional AMG sports package’s Dynamic Ride Control really have made a big difference. Press the “Sport” button on the center console, it transforms the C-Class from a luxury sedan into a true sports sedan. The steering feel and feedback are progressive, although off-center still has that Mercedes numbness. Body rolls are minimal while ESP acts on the right time. The ride is comfortably compliant on all the rough surfaces.

The sports seats come with the optional AMG sports package have hauled the driver and passenger when playing. 3-spoke sports steering provides plenty of grip. All the auto climate control and stereo are placed logically as we have seen from the latest C-Class.

This 1.8 liter turbocharged direct injection engine is a welcome replacement to the unremarkable 2.5 liter V6, especially when it comes to performance and refinement. In this day and age, when every carmakers are bragging for fuel efficiency and environment protection. Mercedes should deliver this BlueEfficiency technology to North America sooner better than latter.

Likes:
BlueEfficiency technology
Excellent handling and ride compromise
Superb sports seats
“Sport” in AMG sports package worths the extra dough

Dislikes:
Low frequency engine note
Dead off-center steering feedback
Minor interior cheap pieces

Long-term update: 2010 Mercedes E350 4-Matic

Vehicle: 2010 Mercedes E350 4-Matic sedan with Premium Pkg
Price as tested: CDN$66800
Mileage since picked up: 1050km
Regular maintenance: 0
Unscheduled repairs: 0

When we had our long-term W211 E320 long-termer back in 2003, we complained lots about its interior’s poor fitments and rattles. With the new W212 E350, Mercedes has addressed this problem by giving its cabin far superior use of dash materials and fit-and-finish. Our experience has been positive, so far. Everything else feels tight and solid. Although the level of soft-touch materials aren’t as classy as class-leading Audi A6, its a huge improvement over the lackluster plastic craps used previously in W211 and W210 E-Class.

As for the rest of the cabin, its very comfortable with those firm and supportive leather seats. Those who have ridden in an E-Class always praise of its excellent NVH levels and superb seats. Although those standard seats aren’t designed for black top twisties, its exceptional for E-Class’s awesome cruising abilities. In fact, E-Class already proven to ride so comfortably. It has made us wonder why would anyone bother to get an S-Class.

On our next update, we will talked about its performance.

Long-term introduction: 2010 Mercedes E350 4-Matic sedan

Vehicle: 2010 Mercedes E350 4-Matic sedan with Premium Pkg
Price as tested: CDN$66800
Mileage since picked up: 40km
Regular maintenance: 0
Unscheduled repairs: 0

Since the 1950s, mid-range E-Class has always been the symbol of Mercedes-Benz. Classy, elegance, comfortable, powerful, understated, well-made, a competent performer, reliable and dependable. Unfortunately, dependable and reliable certainly not the case with the outgoing W211 and W210 E-Class with their corner cutting. Not to mention unlimited amount of quality problems over the entire lifespin. Mercedes’s quality reputation has been traished by those early E-Classes. Not only Mercedes wants to recap those customers who have lost to its German and Japanese rivals, they have made no bones that they want to gain those loyal E-Class customers back into their latest generation of bread-and-butter product.

Over the next year, we will find out whether the new E350′s quality, reliability and dependability live up to Mercedes’s promise.