If you're a Mercedes-Benz owner who is always losing track of the car keys, then there's a bespoke solution to help you quickly find your missing keys.

Mercedes-Benz and Chipolo have partnered on a custom version of the Chipolo Loop, a Bluetooth tracker that's perfect for any Mercedes owner – but also a great-looking accessory for any car fan.

The Chipolo Loop Mercedes-Benz Edition has been finished in matte black, with the car brand's star in the centre in polished chrome, so it matches your keys perfectly.

It comes with all the normal functionality of Chipolo's Bluetooth trackers, working with both iPhone and Android and also integrating into their respective Find My hubs. That means you get the benefit of the entire Google and entire Apple networks with you lose your keys.

The Chipolo Loop itself has a range of 120m for direct location using Bluetooth, with a 125dB alarm to help you pinpoint exactly where it is. In addition, you can double press the Mercedes-Benz star to have it locate your missing phone.

It's rechargeable via USB-C, so there's no need to worry about replacing batteries and it's also water resistant, so will survive a dunk in fresh water.

While it's an ideal accessory for your Mercedes car key fob, there's nothing to stop you using it on luggage or anything else you want to keep track of. It would also make a great gift for F1 fans for Father's Day.

Best of all, it's not limited just to Mercedes owners: it's available to buy directly from Chipolo – and the best part is that it costs £39, the same price as a regular Chipolo Loop.

Bluetooth trackers work by maintaining a low power link to your phone so that if you misplace it locally, you can use your phone to quickly find it by using the alarm.

Should you get separated from your tracker, then you have a range of about 120m where you'll still be connected – but once your phone can't reach the tracker any more, that's where the network comes in.

Because your phone knows where it was last connected, this is registered as the last location. But if your tracker then moves (perhaps you left it on the train), then you'll be able to register it lost.

Other devices that detect your (lost) tracker will anonymously feed that back through the network so you can track the location and get yourself reunited.

In recent times, it's become really popular to put trackers in luggage when travelling, meaning that you can easily check to see if your luggage made it onto your aircraft, where it is on the airfield and where it's got to when you're waiting for it to arrive.

The Chipolo Loop Mercedes-Benz Edition is available now.

As the first model to feature the new modular architecture, the Mercedes-Benz CLA set the bar for what is to come. Despite being at the more budget end of Mercedes’ offerings, it offered class-leading range, state-of-the-art technology and stunning looks.

Now, though, there’s a new version. The CLA Shooting Brake boosts that rear luggage space with an estate-like rear-end, giving the car a more refined and grown-up feel. One that is likely to appeal to families needing a bit more space, as much as that age-old travelling salesman.

Traditionally, Shooting Brake cars are two-door coupes with an estate rear, but the CLA Shooting Brake is still a four-door car. Neither the C-class nor the E-class models use the term for their estate versions, so it seems unusual here. Perhaps the relatively old-fashioned term of an estate didn’t fit with the modern electric Mercedes?

Estate or not, the CLA Shooting Brake is a great-looking car. I’ve always been a fan of Mercedes’ estates, as they manage to look curvy rather than square and boxy. The CLA here is no exception, with a back window that swoops down almost to a point, while the spoiler at the top of the window gives it a sportier edge.

That higher back obviously means more space for luggage, so instead of 405 litres, you get 455 litres up to the parcel shelf, and more if you fully pack it, and up to 1,290 litres if you put down the rear seats. You also get a front boot, or frunk, with an extra 101 litres, as you do on the coupé. There’s even fittings on the roof for bars, to carry up to 75kg of roof load, so you could place a roof box or roof tent on here.

Outside of the rear space, though, the car is more or less identical to the coupé version, which is no bad thing. In the front, you have that single glass panel Superscreen, which covers the width of the car and houses both the 14-inch central display and 10.25-inch driver display. It's also available with a third passenger display, completing the array, and there’s a head-up display to allow you to keep your eyes on the road.

Superscreen on board

The model I was driving was the AMG Line Premium Plus, which featured not only the MBUX superscreen as standard but also the Burmester 3D Surround Sound system. It’s an extremely impressive setup and feels highly futuristic. The system uses the very latest MBUX, which provides a new virtual assistant and a version of Google Maps by default. While you can still connect to Apple CarPlay or Android Automotive here, you have little need to, as most functions are built in.

The drive, as is the case for the coupé, is extremely pleasant from the CLA Shooting Brake and remains smooth and composed throughout. It comes in three forms, with the CLA 250+ offering the greatest range of up to 469 miles compared to 483 miles on the coupé from the same 90kWh battery. The CLA 200 uses a smaller 58kWh battery and therefore offers a reduced 321-mile range – which is still impressive in the market.

The CLA 350 4MATIC shares the 90kWh battery but delivers more power and therefore a slightly shorter range of 418 miles. It gives you 349hp and an acceleration of 0-62mph in just 5 seconds, which is a decent amount of power for this size of car.

Coupé beater?

My only niggle with the CLA is the size of the wing mirrors. In order to keep that aerodynamic design, they are tiny, which makes it trickier to judge traffic at a fleeting glance. Of course, there are plenty of cameras on board to ensure you are safe and sensors to warn you of vehicles, but it’s an adjustment.

Overall, the new CLA is one of the best mid-priced EVs on the market, and in many ways, the CLA Shooting Brake is even better. Yes, you get a little less range, but it’s still huge by comparison to other models, and you get all that extra space. I also find the design is more attractive, though maybe you need to have a love for Mercedes estates like me to think so.

The Mercedes VLE is an all-electric van picking up where the V-class has left off, but it's more than that. While the new model comes in a range of different configurations, at its best, it becomes a grand limousine offering more luxury than even the company's S-Class.

It's certainly more MPV than van, with seating arrangements for between 5 and eight people. From bench designs to the new Grand Comfort Seat, which offers both a massage function and calf support, letting you sit back and relax like being on a business class plane seat.

Providing the entertainment in the rear is not the usual seat-mounted 12-inch screens – here you get a retractable 31.3-inch panoramic screen with 8K resolution. This covers the full width of the car and can offer either one large screen or a split screen option for the two passengers. This is similar to the screen seen in the back of the BMW i7.

The entertainment isn't limited to the back seats, however. In the cockpit, you get the MBUX Superscreen, which combines a 10.25-inch and two 14-inch displays and features the MBUX virtual assistant, plus a head-up display. This is paired with premium sound from Burmester 3D surround sound system with a total of 22 speakers onboard.

With 800V architecture, the VLE's 115kWh battery offers fast charging at up to 320kW and a total range of up to 434 miles. It also supports bi-directional charging for both vehicle-to-home (C2H) and vehicle-to-grid (V2G) systems to return energy from the VLE.

The VLE also features a sky view panoramic glass roof, Airmatic air suspension and rear axle steering. I also love the fact that both the Standard and Exclusive line versions feature a standing star on the bonnet – a feature reserved for Mercedes premium vehicles.

Prices are expected to start around £80,000 / $110,000, with an on-sale date expected in 2027.

With the Formula 1 season edging closer and closer to kick off, fans will be on tenterhooks looking for new bits of information about the upcoming season. And while it won't give you any insight into car performance, there's something juicy coming out from Mercedes' number one driver, George Russell.

The Brit has unveiled his first ever watch collaboration with brand sponsor, IWC Schaffhausen. IWC and Mercedes enjoy a storied history, with Russell's former teammate and Formula 1 icon, Lewis Hamilton, having created many pieces with the brand.

To kick off his tenure, Russell has launched a pair of pieces – one chronograph, and one pilot's watch. Both employ the driver's signature blue hue, which can be seen in his helmet design. You'll also find his driver number – 63 – engraved on the caseback.

The chronograph model is powered by the brand's 69380 calibre, which offers a 4Hz beat rate, and 46 hours of power reserve. That sits inside of a 41.9mm black ceramic case, which sits a smidge tall at 15.5mm.

The crown and pushers are crafted from the brand's patented Ceratanium – a titanium allow with the hardness properties of ceramic – while the case back is crafted from titanium. The model comes on a blue rubber strap, and is limited to just 1,063 pieces.

The pilot's watch follows a similar theme in terms of design, with a couple of notable changes. It uses a slightly slimmer 41mm black ceramic case, which sits just 11.4mm tall for a much more familiar wearing experience.

That's powered by a 32112 calibre, which offers a whopping 120 hours of power reserve from the 4Hz beat rate. The model also comes on a blue rubber strap, and is water resistant to 100m.

Priced at £10,100 (approx. €11,700 / US$13,850 / AU$19,700) for the chronograph and £7,300 (approx. €8,500 / US$10,000 / AU$14,250) for the pilot's watch, these both sit comfortably in the luxury watch space. Given the limited nature of these pieces and the premium materials used, that feels like a pretty good price.

The Mercedes-Benz CLA is the first of the company’s new electric line-up. It’s based on a brand-new electric platform, the Mercedes Modular Architecture (MMA), and yet it now follows the existing combustion car model names rather than the EQ prefix.

The CLA is a four-door coupé that sits in the A-class bracket, the entry-level of the Mercedes lineup, which also includes the standard A-class hatchback and the GLA compact SUV. While this is not the first A-class to be electrified – there is still an EQA SUV model – this saloon model marks a distinct change from the premium focus of its electric models.

From the outside, it’s a great-looking car; curvy, sleek, with some modern additions, such as the fancy grill. This grill is made up of tiny three-pointed stars, and lights up to form various patterns when the car is locked and unlocked. There’s also a full LED strip that runs across the bonnet, joining the two headlights, which also feature a three-pointed star design to the daytime running LEDs.

It’s a combination of classic Mercedes styling with a touch of that modern EQ feel, and it works really well. The previous EQ cars were a little too rounded and lost some of that Mercedes charm, but it’s perfectly balanced here.

Inside the car

Inside, the design is just as impressive. The cabin is dominated by a 14-inch central touchscreen and another large display behind the steering wheel. There’s even an option to add a passenger display, which gives the CLA dash a full Superscreen display, like in the new GLC and GLB models.

There isn’t currently a head-up display option for the UK spec of the CLA (though there is in some countries). It’s something I really miss in cars now, almost as much as a heated steering wheel, which this car also lacked. Perhaps this will come with the arrival of the CLA 350 4Matic in 2026.

It’s not just the size or number of these screens, though. The CLA runs the brand new MB.OS, the next generation of Mercedes operating system, which includes a fourth-generation MBUX infotainment system, MB.Drive for driving automation and parking, and MB.Charge for access to the Mercedes charging network.

The MBUX integrates both Microsoft and Google artificial intelligence systems. It includes a new virtual assistant that is designed to recognise your emotions and respond appropriately, and uses the star logo as its avatar on screen. Navigation is now based on Google Maps, offering a more familiar experience and bringing in live traffic and charging information.

While you can still link your phone and allow Apple CarPlay or Android Auto to take over the display, the need isn’t there, as you have a larger map display and most of the functions you need without them. One thing that seems to have disappeared from this generation of MBUX, however, is the direct Apple Music login. Of course, you can still get your Apple Music through your connected iPhone, but this was a handy addition for those with a car-based data connection.

I was keen to try out the new virtual assistant, and so tried a number of commands through my drives. In terms of understanding, the virtual assistant had no problems, and I didn’t need to reword my requests in the way I’ve had to with other cars. However, the voice still feels very robotic and lacks the natural language that you’re starting to see from Amazon and Will.i.am’s FYI Radio – which remains one of the best out there for real voices.

Likewise with the mapping, this was so much better than most OEM navigation systems, both in look and usability, but still seems a way behind a phone mirror of Google Maps or Apple Maps. My route switched back without warning, despite having chosen an alternative route, and both turning and exit instructions were confusing. This was especially the case when using the virtual display window, which places augmented arrows over a live view on the screen. I love this function on a head-up display, but not on the screen.

Driving experience

Being a smaller four-door coupé, the CLA electric is pretty fun to drive. While it lacks air suspension or adaptive damping, it rides really nicely, with enough stiffness to avoid any kind of wallow without rattling around like a gokart. It has a nippy acceleration of 6.7 seconds (0-62mph) and up to 272hp. It’s not as fast or powerful as some other electric coupés but it feels pretty rapid when you put your foot down.

For a coupé, the view through the back window isn’t bad, though the wing mirrors are exceptionally small. This has obviously been done for aerodynamic reasons, but it does limit your vision a little.

Powered by a new generation 85kW battery, the range of the CLA is nothing short of impressive. It offers up to 484 miles on a single charge, which puts it among the longest range EVs on the market. Even in winter conditions, I still managed to get around 350 miles of range from the model I was testing.

It’s also extremely fast to charge, thanks to the 800v system offering a maximum of 320kW charging. That’s a 10-80% charge in just 22 mins. I was amazed to return to the car after around 30 minutes at a standard service station fast charger to see that the 45% charge was up to 98%. Early models were not compatible with older 400v fast chargers, however, that issue is being resolved.

The MB.Drive system offers level 2 autonomous driving assistance, providing braking, acceleration and lane centring (including lane changing). Unlike the Ford BlueDrive system, you do need to keep your hands on the wheel, though. This system is very proficient, keeping the car well placed on the road with little input from the driver. Only occasionally do the sensors get a little skittish when it thinks it spots a danger. At night, the internal sensors also seemed to think my hands came off the wheel, as it obviously couldn’t see them.

Mercedes offers level 2++ autonomous driving options, allowing hands off the wheel, in Germany and some US states. While the CLA is set up for this, it’s not available in the UK due to regulations. I hope a change will come to this soon, so we can appreciate what this MB.Drive system can really do.

Should I buy the Mercedes-Benz CLA?

With this brand new approach to electric cars, I was hoping it would answer all my wishes for the perfect electric car. On the whole, the Mercedes CLA is better than the EQ models before it, but it’s still not perfect. From the OS to the driving assistance, it feels like there is still some way to go before we get that slick AI experience and autonomous driving machine.

I am, however, excited to see what this reinvention could mean for the E-class and the S-class, both of which are expected to get a similar treatment over the next couple of years. Hopefully on these higher-end models we will see further improvements that allow the electric models to shine in the same ways as their orignal petrol versions once did.

In the smaller – and more affordable – saloon market, the CLA is without doubt one of the best electric cars in its class. Personally though, I would hold out for the 350 4Matic this year, which I think will be even better, especially in the estate version.

The Mercedes-Benz CLA electric starts from £45,615 in the UK, €55,859 in Europe and $47,250 in the USA.

Sleeping under the stars sounds romantic until you have to deal with the practicalities of staying inside a tent in bad weather. As much as I love camping, a camper van holds much greater appeal these days, not least for the solid roof above my head. And the heating.

While the VW California is the model most people think of when it comes to campers, Mercedes has had its own solution since 1976. The first model was a partnership with German camping conversion specialists, Westfalia and was a version of the Mercedes Sprinter called the James Cook.

Also named after a historic explorer, the Marco Polo is a version of the Vito or V-Class van and has been made by Westfalia since the 1990s. Today, Westfalia is part of the Mercedes-Benz group, and the latest Marco Polo sits as a standard model option. The current 2025 model is a no-holds-barred luxury camper that turns any campsite into an exclusive retreat. I took the latest model away for a weekend to see exactly how it holds up in the wild.

Converted to camping

On the outside, the V-Class Marco Polo looks much like any other V-Class, only given away by the pop-up roof tent on top and the side awning, which runs down the side of the van, resembling a large metal bar when closed. The model I was testing was finished in a steel blue that was rather understated when not set up in camping mode.

Inside is where the Marco Polo really shines. In the back, the single row of beige lugano leather seats slides forward and back through the cabin as needed, while a countertop along the side houses a fridge, dual burner stove and sink, with storage for cooking utensils, food and accessories. A fold-out table can be adjusted to position in the middle of the cabin, and the front seats rotate to make a full four-seater living room, complete with what it calls ‘land yacht’ wooden flooring.

For sleeping, the pop-up roof tent is raised electrically from the main control screen, revealing a cosy sleeping area above for two people. Meanwhile, down below, the seating bench slides forward and reclines electrically to form a flat bed with the back parcel shelf. Both spots could hold two people, meaning in theory the van could sleep four, though two adults plus kids is probably as much as you’d want. I took my partner and dog, and it was pretty snug, though comfy.

The tinted rear windows all feature pull-down blinds to darken the cabin, while attachable thermal blinds attach using suckers to the front windows for both privacy and darkness. There are also thermal attachments that stick up in the roof tent, in case of colder weather. These really do help insulate, even in a strong wind.

Ambient lighting and spotlights light the rear when needed, and a dedicated hot-air heater keeps the cabin at the right temperature, powered by the auxiliary battery or through plug in power. There’s also a plug in for water to serve the sink and an external shower.

The side awning extends out manually, using a crank handle and secures with two legs that can be pegged to the ground – it held up well, even in almost gale-force winds. This is an optional add-on but gives you extra space and protection from the rain. As are the table and chairs, which fold down into the compartment in the boot.

Tech control

The MBUX system on the 12.3-inch central touchscreen runs much the same as on the rest of the V-Class range, and indeed most modern Mercedes-Benz cars. However, it does include a special Marco Polo menu which gives an overview of all the camping functions, as well as separate tabs for controlling the lighting, living and power settings.

From here, you can extend the roof tent, turn on the refrigerator and heating, and switch between different lighting and sound setups. Perhaps the coolest feature, though, is the auto levelling function. When engaged, this uses the air suspension to level the vehicle, to help you get a better night's sleep.

There’s even a dedicated MBAC (Mercedes-Benz Advanced Control) app to allow you to control all of the camper functionality from your phone via Bluetooth. I was slightly surprised that there wasn’t a second screen in the back for this, though. There’s also no digital version of the separate Marco Polo instructions, which would have come in handy either on the main screen or the MBAC app.

Of course, there’s both CarPlay and Android Auto wireless connectivity here, plus plenty of USB ports and even a phone wireless charging tray. You also get Mercedes’ adaptive cruise control (Active Distance Assist) as standard on the Marco Polo, which is great for those long journeys, though this doesn’t include the lane centring – only the lane assist warnings.

Get up and go

The Marco Polo is the V300d model, which is powered by a 1.95-litre 4-cylinder diesel engine. This delivers up to 237bhp, a 0-62mph of 8.8 seconds and a top speed of 133mph. Not bad for a van that weighs over 2.6 tonnes. With the added weight of all your food and luggage, I wouldn’t have wanted a less powerful model than this, and the nearly 600-mile range of that diesel engine does mean you can drive for miles without stopping.

The result is a van that’s a pleasure to drive, though you do feel all of that weight when you brake or go into a corner. With the all-electric EQV now available, I do wonder how long it will be before we see an electric version of the Marco Polo. Especially with the upcoming VLE electric due to offer a modular design for future V-class models from 2026.

Until then, though, if you want a luxury camper van without the bulk of a big RV, the Marco Polo is the connoisseur's choice.

Prices start from £89,330 ($118,600 / A$180,017). Model tested, £94,040. In Europe, prices start from €67,000 for the V220d version.

Mercedes has introduced a new concept car, the Vision Iconic. It's designed to show us where Mercedes is heading with its cars, but while most will be attracted to the retro-gothic aesthetic, it's really the technology it encompasses that Mercedes wants to show off.

Concept cars are designed to wow and there's no shortage of eye-candy from the Vision Iconic. The long bonnet with a huge reinterpretation of the Mercedes-Benz grille is dripping in 30s deco style. The black finish makes this look like it's auditioning for a part in hit Netflix series Wednesday.

The grille finds inspiration in models such as the W 108, W 111 and the Mercedes-Benz 600 Pullman. These models all hark from the 1960s and are known for that massive grille, which has a hint of modern Rolls-Royce about it. Mercedes says that the redesign of the grille started with the new electric GLC.

But in profile, the Vision Iconic is less like those big saloons and limousines and more like a sports coupe. That's where the impossibly long bonnet meets the cockpit. It's long and low, a far cry from the SUVs that dominate modern car sales.

This is where we hit our first hint of modern technology: the surface of the car is a solar coating. Mercedes confirms that it's researching solar modules that can be applied to the surface in the form of a wafer-thin paste.

Mercedes says that this solar coating could provide 11 square metres to capture energy from the sun, which could produce enough energy for 7,500 miles across the year.

At the same time, the interior is design for a different kind of journey and this is something we've seen a lot of from concept cars. Instead of being about the driving, it's designed to be more like a lounge to support the Level 4 autonomous driving.

Level 4 driving is where the car can basically do everything without the need for human intervention. This is eyes-off motoring, where you can sit about with your fellow passengers and play cards while the car whisks you off to that party you're going to.

The interior, however, is a far cry from the sort of design that we'd ever see in a current car. It has an opulent deco theme, noted for its "hyper-analogue and digital luxury". The analogue elements give a hook to the past, something that's likely to be evocative when so many cars are now a digital and buttonless experience.

I'm not sure how well the velvet interior would wear and the mother-of-pearl inlay id again more like something you'd find in a Rolls-Royce, but this a concept car closer to a piece of art.

Back to the tech and there is of course an AI assistant, but that's just the surface, as the AI systems go further, with Mercedes suggesting neuromorphic computing. That's when a computer is designed more like a human brain, moving away from the binary logic of current machines for a more efficient, powerful and adaptable solution.

Of course, we have to take this future-gazing with a pinch of salt, but Mercedes is saying that this would power the autonomous driving and other systems - and be 10 times more efficient than current systems, while reducing the processing needed for autonomous driving by 90%.

Moving back to the real world, the Vision Iconic isn't just about the car: Mercedes has designed a capsule collection of outfits for men and women, reflecting the design of the car while bringing the art deco theme to life - and just in time for Shanghai Fashion Week.

While much of what Mercedes has presented doesn't take us any closer to knowing what the company is going to do next, it does tie in nicely with one of my favourite Mercedes mods of recent years. The Mercedes Ponton restomod (with an AMG V8) carries the same sort of gothic vibes and even has that massive grille.

Could this be a vision of the next Mercedes S Class? We can only hope.

Whether we like to admit it or not, appearances matter. It's a fact which is true of every aspect of life, but especially in the world of cars.

For many petrolheads, the car isn't just a way of moving between two points – it's an extension of personality, and the ultimate means of expression. And for those who really want to express their adoration for the Batman franchise and desire to protect Gotham City, I've found the car for you.

The AVG Batmobile Tribute is based on a Mercedes-Benz CL55 AMG, though you'd be hard-pressed to see the similarities. Instead, a suite of tuning companies have each had a hand in adjusting it, to make the car the ultimate tribute to the Batmobile.

Powering things is a 5.4-litre supercharged V8, which has been tuned by the Danish company, Kleemann, to offer in the region of 600 horsepower. The bodywork and internal systems were tuned by both AVG Autos of Germany, and Specautotuning of Ukraine, to take the car into its final form.

The results are just fantastic, looking just like the car we all dreamed of owning as kids. Little touches like the 'GOTHAM' licence plate on the rear and enormous wheels complete the look, and ensure you'll be able to go wherever duty calls you. Other appointments are a little scarier – I certainly wouldn't like to catch sight of the simulation gun turrets in my rear-view mirror – but all add to the authentic feel.

Internally, the car takes on a comically mundane appearance. The leather appointments remain, albeit with a few upgrades to improve the fit and finish. Even so, it's a lot more tame than the exterior.

The auction is live right now on the SBX Cars website, and will conclude this time next week. The current bid of US$65,000 (approx. £48,750 / €56,150 / AU$100,000) means you can currently snag it for less than a new Kia. I'd wager it will end a lot higher than that, but it's nice to dream, eh?

One area where AI has promised a revolution is in voice assistants. Early versions of Google Assistant, Siri and Alexa were fairly robotic and required careful requests to get the response you want. Next-generation versions are now in the works, with Alexa+ in Beta across the US and others making significant strides in natural language. But they could still be better.

Sitting in Qualcomm’s cockpit platform at the IAA Mobility show in Munich, I’m witnessing an AI that not only sounds like a real human being, but it’s laughing and responding with ease to multiple questions at once, in probably the closest I’ve seen to a genuine conversation. This is RAiDiO.FYI, an interactive AI-powered radio station brought to you by the nine-time Grammy Award-winning artist and tech entrepreneur, will.i.am.

I first experienced RAiDiO.FYI at CES 2025, as it features on the new LG xboom by will.i.am range of speakers. You can also access it via the FYI app and in Mercedes-Benz cars. It allows you to pick your host from a range of personas, which isn’t just about a slightly different accent, it completely changes the way it speaks. You can then pick from a range of stations, covering news, culture, tech, music, sports, fashion, politics and more.

Talk radio

Rather than just listening to these stations, you can have full interactive conversations with your chosen persona around these topics. Just interrupt the host at any time by pressing the mic button and ask them questions. You don’t have to limit your questions to one at a time, either.

Sat in the drivers seat, will.i.am demonstrates for me by firing off an avalanche of questions to the RAiDiO host about Tyler, the Creator – 13 different questions in one go. After a brief pause, the AI worked through all the answers, injecting a little extra style in the answers that made it feel just like the rest of the show.

Earlier this year, Qualcomm announced that it was working with will.i.am to optimise the the FYI.AI platform for use with its Snapdragon and Qualcomm-powered devices. This includes phones, laptops and cars and will see the benefits of its on-device AI.

“So this is already in Mercedes,” says will.i.am. “With our partnership with Qualcomm, we’ll go out together and get more OEMs to adopt it in their cabin as a suggested radio simulator for deeper engagement on entertainment.”

It’s no doubt that the natural language conversation abilities of RAiDiO.FYI are far beyond your regular AI voice assistants but that level of interaction requires a huge amount of processing to pull it off. I’m sure in time even the short delay between asking the questions and getting the responses will reduce to next to nothing, but even now this product serves as an example of just what is possible with AI voice technology.

Driving sounds

Two years ago, will.i.am also collaborated with Mercedes-Benz on its MBUX Sound Drive project. This allows you to create music as you drive, just by driving – the acceleration, braking, steering and even indicators all changing the sound of the music.

“This system has been put onto the Snapdragon chip as well, says will.i.am. [Since the launch] “we’ve grown the catalogue, and at CES 2026, we’ll have some new features to show.”

Today, the application is available for all Mercedes-AMG and Mercedes-Benz AMG Line vehicles running the second-generation MBUX infotainment system. I took the passenger seat as Will took me for a drive in a Mercedes C63 AMG fitted with Sound Drive, and it was just as impressive as I remembered. The application now has a wider range of songs to choose from, though, including well-known tracks from Justin Timberlake and the Black Eyed Peas.

Next up

The tech entreprenuer is not finished there and is currently working on more projects. After our interview will.i.am hinted that we will see more from him at CES 2026. What form that will take, at this stage, is anyone’s guess, but it certainly wont be dull.

Off the back of the new Mercedes-Benz CLA earlier this year, it has just revealed its first new mid-sized SUV using its latest electric platform. The Mercedes-Benz GLC with EQ Technology takes the company’s most popular model and gives it an electric makeover.

This replaces the now defunct EQC in the lineup and provides a huge jump in features and spec, from the charging and range through to the infotainment. It’s a direct competitor to the new BMW iX3 (which also shows off a new platform) and even borrows a feature from a luxury model inside.

The new GLC is bigger than the previous combustion engine version, though only by a matter of millimetres, giving small gains in legroom and headroom. Thanks to the new electric-first design, though, it does gain a ‘frunk’, providing an additional 128 litres of storage under the bonnet, for small bags – adding to the 570 litres in the rear.

Crucially, the 94kWh battery can be charged at up to 360kW speeds, thanks to the 800V architecture, with a total range of up to 713km (443 miles). Using fast DC chargers, this can mean up to 303 km added in just 10 minutes. The system also allows for bi-directional charging, so can be plugged into your home to return energy to your home or to the grid.

Inside the GLC you’ll find the biggest screen in any Mercedes to date. The new Hyperscreen is 39.1 inches in size, providing a spaceship-like dash, with matrix backlight technology and unto 11 styles to choose from for the design. This runs the latest MB.OS, which combines artificial intelligence from Google and Microsoft to learn driver preferences and interact with the driver using natural conversation.

There are over 40 apps now available for the MBUX system, including video streaming from Disney+ and Microsoft’s Meeting for Teams, to provide video conferencing. These can be used when the vehicle is parked or by the passenger while on the move. It’s still possible for the driver to take calls on the move but as audio only (with camera and video disabled).

The Hyperscreen infotainment can be paired with an optional Burmester 4D surround sound system for the ultimate cinematic experience. Dolby Atmos is also available both via the integrated apps and also when using CarPlay functionality.

A Sky Control Panoramic roof option offers a large glass surface that can not only switch from transparent to opaque in nine selectable zones, but it can also generate a starry sky effect. There are 162 Mercedes star logos integrated into the glass to create a star effect. Rolls-Royce is known for a more manual starry panoramic roof, where hundreds of lights are stitched into the roof. This is certainly a more tech version, but equally impressive.

For the interior fabrics, there is a full vegan option available for the GLC, with all soft furnishings certified by the Vegan Society. Alternatively you can choose from a selection of Nappa leather and Softtorino leather grain

To provide a smooth ride, the GLC uses Airmatic intelligent air suspension – the same as featured on the Mercedes S-Class models – and has rear axle steering to make the car nimbler around town. A new one-box braking system provides maximum energy recuperation up to 300kW, using either manual braking or one of the resistance options. There’s also a heat pump to improve the thermal management in the winter, for more effective heating and battery conditioning.

Driving assistance functions make use of 10 external cameras, five radar sensors, and 12 ultrasonic sensors to deliver a Level 2 autonomous assistance, with a lane change assistance. There’s also an Assist Plus system planned for release later in the year, which will enable lane change for city driving. In the USA and China, an Assist Pro option is also planned, which would provide point to point driving – or full level 3 autonomous driving.

C-class teaser

Also teased this evening was the upcoming C-class electric, which will follow the same electric architecture as the GLC. This is set to offer an even more impressive 800km (497 miles) of range.

The Concept AMG GT XX is more than a statement of intent for Mercedes-AMG. More than any other car type, electrifying a sports car is a sensitive subject. AMG is the tuning arm of Mercedes-Benz and has been responsible for some of its most impressive models, from the SLS to the AMG One, but they have all had one thing in common: the engine.

AMG engines are hand-built at the Affalterbach plant near Stuttgart in Germany. These V8s are considered the beating heart of the cars, and so losing that engine could cause palpitations for its biggest fans.

Mercedes’ arm Yasa has worked to develop a new electric soul for this concept, in the form of an Axial Flux electric drive unit. With torque vectoring and gearing on the dual rear motor and a differential on the front motor, this can deliver over 1000kW of power (1360hp) to the GT XX and provide that sheer power that a sports car requires.

From GP to DC

Motorsport has been responsible for much of the technology we see in cars today, and Mercedes has worked with its own Formula 1 arm to develop much of the new tech for this new AMG electric concept, namely the battery technology that allows it to provide continuous performance.

The 800v battery has its own high tech fluid cooling system to allow faster charging and a more sustained output than a regular EV battery. It claims to offer an average charge speed of over 850kW, with a peak that’s even higher – all from a regular CCS plug. This cooling system should also serve to better preserve the life of the cells, as the temperature is better managed.

While the total range of this model hasn’t been revealed, this fast charging enables it to add around 400km of range to the car in just five minutes (providing the charge is at full speed). This is the kind of time to charge that EV fans have dreamed of, making it similar to topping up with petrol.

Light and sound

The technology doesn’t stop there. An electro luminous paint used on the exterior of the GT XX allows certain colour pigments to emit light. This provides an animated graphic of a power bar as the car charges, showing all bars lit when fully charged.

On the rear of the car, the MBUX Fluid Light Panel features more than 700 programmable LEDs to create a 3D pixel effect. This can show anything from the AMG logo to the charging state or even welcome and goodbye messages.

Speakers have been built into the front headlights of this concept model to provide exterior sounds for the vehicle. This is designed to alert pedestrians to its presence, while saving weight by combining it with the light fitting.

Energy conservation

Wheel designs can have a huge impact on range, so the GT XX features a new Active Aero wheel design. This features plates that fill the gaps in the five-spoke design to make it more aerodynamic. The clever part is that these plates can be opened automatically like vents, providing cooling to the brakes. An actuator in the centre of the wheel builds charge like a dynamo, which is then used to power the opening and closing of the plates, so not effecting the car’s battery.

The concept also debuts some new environmentally friendly technologies for the interior of the car. A new leather alternative uses recycled tyre rubber from GT3 race cars to create a Labfiber Biotech leather that looks and feels really similar to a soft luxury leather, but is twice as strong.

Bio material has also been used to create a silk-like yarn that is used for the detailing inside the car. To ensure a perfect fit, the carbon-fibre seats of the GT XX use 3D printing to suit the shape of the driver.

Will we see it on the road?

The AMG GT XX is just a concept car, like the Vision EQXX to which it shares more than a passing resemblance. However, as the EQXX led to technologies on the new Mercedes-Benz CLA, the GTXX is likely to result in a real AMG model on the road in the near future. If it’s half the car the GTXX is, it’s going to be another heart-stopper.

With Computex happening right now over in Asia, you're likely to see lots of new tech in the coming days. In particular, that show seems to be the moment for most brands to showcase new and shiny laptops.

MSI clearly got that memo, as the brand has unveiled the fruits of a new collaboration with the Mercedes-AMG Motorsport team. That sees the MSI Stealth A16 AI+ and MSI Prestige 16 AI+ laptops get a new design, complete with the iconic team badge.

The Mercedes influence is clear, with a luxurious design to match the already high-performance specs offered by these devices. You'll find top spec processors and GPUs inside, with the Prestige model even boasting a 4k OLED panel.

To further celebrate the partnership, these models come with a range of branded goodies. You'll snag a laptop sleeve, a mouse and a mousepad – just enough to make everyone think you're either employed by Mercedes, or raided their stockroom.

It's not the only new device in that category, either. For those who prefer a more artistic pursuit, there's a new collaboration with the Japanese lacquerware company, Okadaya.

Together, they've reimagined Katsushika Hokusai's iconic artwork "The Great Wave off Kanagawa" as a finish on the MSI Prestige 13 AI+. That's simply stunning, with the MSI logo making a neat appearance between the crest of the wave and the arching sea beyond it.

It's a gorgeous design, which offers a welcome change from the stale black and silver boxes found in the rest of the market. There should be more to come in this ilk, too, as the brand's press release suggests that the upcoming Artisan Collection will continue to explore this theme.

There's no pricing given at this point in time, but we'd anticipate a small bump over the base cost of the laptops used. Still, if you're a big fan of Mercedes or love the Wave artwork, these are a solid range of options.

The second generation of electric cars from Mercedes-Benz has arrived, with the all-new CLA – a car so clever and so packed with artificial intelligence that its makers claim it can recognise your emotions like a friend.

The new CLA might look like a regular update to an existing model on the outside, but under the skin, it’s an all-new car. Mercedes has installed an 800-volt electric architecture that unlocks faster and has more efficient charging. This lets the CLA fill its next-generation 85 kWh battery at up to 320 kW – or, in plain English, it can add up to 186 miles of range in just 10 minutes.

The total range is a claimed 492 miles, and Mercedes says the CLA can achieve an efficiency of just over five miles per kWh, partly thanks to the drivetrain's efficiency but also owing to the CLA’s extra-slippery aerodynamics.

To demonstrate just how far an efficient EV with fast charging can go, Mercedes conducted a test in 2024 that saw a prototype CLA cover 2,309 miles in just 24 hours. Driven at the Nardò test facility in Italy, the car averaged a little over 96 mph and stopped for 40 ten-minute battery charges to cover the distance.

Two versions of the CLA are available. The first is called the CLA 250+ and has a single 200 kW motor driving the rear wheels; it has 335 Nm of torque, a 0-62 mph time of 6.7 seconds, a top speed of 130 mph and a claimed efficiency of between 4.4 and 5.1 miles per kWh. The second version is called the CLA 350 with 4MATIC and has all-wheel-drive, 260 kW of power, 515 Nm of torque, a 0-62 mph time of 4.9 seconds, the same 130 mph top speed and a claimed efficiency of 4.2 to 5.0 miles per kWh.

Both cars feature a new two-speed gearbox. The first gear is used for accelerating from low speed, providing extra torque when towing, and delivering extra efficiency in slow town and city driving. The second gear takes over at higher speed to improve cruising efficiency on the motorway. It’s an approach to EV efficiency that makes a lot of sense, but has so far only appeared on a couple of electric cars, including the Porsche Taycan.

The new Mercedes-Benz CLA is the company’s first car to be fitted with a multi-source heat pump as standard, which uses waste heat from the drivetrain, battery and ambient air to help warm the cabin. It is also the first Mercedes EV from the modern era to have a frunk, with a generous 101 litres of storage under the bonnet.

Most importantly of all, at least from a tech perspective, is how the CLA is also the first car to use the new AI-enhanced Mercedes-Benz Operating System (MB.OS). This promises continuous updates to all vehicle functions, including driver assistance, and Mercedes has pledged to keep the system updated for many years to come.

Driver and passenger interact with the system via Mercedes’ familiar ‘Superscreen’ dashboard, which extends across the entire width of the cabin and houses a 10.25-inch driver display, a 14-inch central touchscreen and, optionally, a second 14-inch screen for the passenger to interact with. More on that later.

The system interface features graphics created by the Unity Game Engine and has the look and feel of a giant iPad. The UI is crisp, bright, responsive and nicely laid out, with Mercedes placing an emphasis on ease-of-use. For example, the home screen is always just one tap away, and the interface shows a set of recently-used apps, making it easy to switch between media and navigation, for example.

AI powered by ChatGPT and Google Gemini

Then there’s the artificial intelligence. The operating system combines AI from ChatGPT4o, Microsoft Bing and Google Gemini, plus integration with bespoke data from Google Maps, to create a comprehensive suite of AI systems and services. It’s possible to have complex, multi-turn conversations with the car, while an avatar styled on the Mercedes logo shows occupants when the AI is listening, thinking and speaking.

The carmaker even claims its AI can recognise the driver’s emotions and respond accordingly. Normally blue, the avatar will turn green if it senses a positive mood from the driver, and if it detects pronounced happiness or excitement it’ll become more vivid and colourful. Similarly, if it senses anger or sadness in the driver’s voice it’ll change to hues of orange and red.

I tried out the system and much prefer the simple logo-style avatar to the anthropomorphised cartoon characters used by some other manufacturers. While my brief time with the car in a studio wasn’t enough to dig deep into all the CLA has to offer, it was enough to see the car is overflowing with potential. Car voice control systems have lagged behind those of our phones and smart home devices for years, and it’s a gulf that has only broadened since the launch of ChatGPT.

OpenAI's chatbot shows how AI voice systems can have natural, human-like conversations. And, while I can’t see much use in a car sensing when its driver is excited, an improved ability to understand their intention is key to making car-based voice control more useful.

With that, they will become more appealing and, if they can prove themselves to be quick, accurate and reliable, I predict drivers will gradual shift away from battling with a touchscreen to simply stating what they want the car to do, whether that is to find a charger or explain how black holes work.

Light animations are used on the outside of the new CLA, too. The front grille houses 142 LED stars, each reminiscent of the Mercedes logo, which combine to greet and say goodbye to the driver with various animations.

Back to the interior tech, Mercedes has paid particular attention to making its AI better at conversations around navigation. The system uses data from Google Maps, but displays it using Mercedes’ own mapping and navigation interface and taps into the intelligence of ChatGPT and Google Gemini to help the system understand what you’re asking of it.

To determine a driving route, the system takes topography, route profile, ambient temperature and expected speed, plus the occupants’ heating and cooling needs, into consideration before plotting the best route. It also looks at battery level and traffic, plus the location, capacity, availability and payment functions of any charge stations that might be needed.

Mercedes adds: “The intelligent navigation recognises when a charging stop is necessary and plans it automatically to optimise overall travel time. Sometimes, two short charging stops with higher charging capacity may be more beneficial than one longer stop.”

Also new is how Mercedes has created an integrated charger reservation function, similar to what Tesla has also begun rolling out. Starting in Germany and the USA but likely to expand to more markets soon, the system is part of Mercedes’ MB Charge Public service, and lets drivers reserve a charger at the carmaker’s own charge stations. If using the car’s own navigation, it’ll automatically reserve a charger when you’re 15 minutes away.

Gaming on the go

Remember the optional passenger display I mentioned earlier? Other manufacturers, including Porsche and Ferrari, have offered these for a while. But where their functionality is rather limited – with Porsche’s unable to give the passenger their own massage seat controls, for example, or individual access to CarPlay – Mercedes is going a step further.

The CLA’s 14-inch front passenger display provides access to video streaming services, including Disney+, and even cloud-based gaming from Boosteroid. This works either with a smartphone or a Bluetooth controller and gives the passenger access to console games via the car’s 5G data connection. I saw how the system connects to an Xbox controller and includes games like Forza Motorsport, but unfortunately, a lack of signal meant I couldn’t load up a game and try it for myself.

Unlike Porsche, which uses a special coating to prevent the driver from seeing the passenger’s display, Mercedes uses eye-tracking tech to turn the screen off if it spots the driver isn’t paying attention to the road ahead. Given how prone eye-tracking tech is to telling drivers off for merely glancing at the central navigation screen, I’m curious to see how well this works in the real world.

The central screen also works with video streaming and gaming, but only while parked. Gaming with the Superscreen and optional 16-speaker Burmester surround sound system with Dolby Atmos and 850 watts of power will undoubtedly make charging much more fun than it is today.

There’s a lot going on here – and all of this is before we even take the CLA out for a drive. Naturally, I'm excited to see just how well the voice tech and cloud gaming work in the real world, where flaky 4G coverage is sure to get in the way.

Mercedes is confident that its mixing of systems – Gemini, ChatGPT, Google Maps and Microsoft Bing – combined with its own user interface, is the way to go. My limited time with the car suggested the tech isn’t perfect just yet, but it’s nothing a software update can’t fix, and it’s worth remembering the first customer cars won’t arrive until later this year.

After that, Mercedes is set to roll out several more new electric cars, all based on the same new 800-volt platform and all running the new AI-enhanced operating system.

I’m braced in the passenger seat of the electric CLA coupe, Mercedes-Benz’s biggest launch of 2025, as engineer Timo Stegmaier floors the accelerator. On packed snow punctuated with dark strips of potential black ice. The thermometer is down at -16˚C as the electronic speedo’s digits hurtle upwards from 37 to beyond 100kmh, or 62 miles per hour.

I’d be reaching for the snow chains on this closed Alpine track ascending to the Timmelsjoch’s 2474m peak. But aside from 18-inch Michelin winter tyres, the CLA is dependent on Mercedes’ new generation 4Matic four-wheel drive to put the power down – and prevent us from hurtling into the icy valley below. Welcome to the first dynamic test of the new entry-level Mercedes-Benz.

It’s fair to say Mercedes’ first-generation electric cars have not lived up to the brand’s billing as ‘the best or nothing’. Take the EQS limousine: a huge battery enables decent range but its ride quality and rear comfort aren’t in the S-class’s league and its 400-volt electrical architecture is eclipsed by Hyundais and Kias.

“This is a new generation and it’s the benchmark,” counters Stegmaier, head of Mercedes electric drive systems. Underpinning the CLA – and plenty more Mercs besides including successors to today’s EQA and EQB electric SUVs – is a box-fresh chassis codenamed MMA (Mercedes Modular Architecture).

Mercedes hasn’t cut any corners on the specification. First up it packs an 800-volt electrical architecture (twice the energy of today’s Tesla Model 3 and the aforementioned EQS) which boosts charging capability: peak recharging is a potent 320kW on a DC ultrarapid charger.

And Benz claims to have finessed the 85kWh or 58kWh batteries, electric motors, regenerative braking, heat pump and power electronics including the inverter to boost range. “Efficiency is the new currency, and the components lie at the heart of that efficiency” is Stegmaier’s sales pitch.

He has a point, proven by a world record when Mercedes covered 3717km (2309 miles) in 24 hours of test track driving. Stegmaier’s team wasn’t hanging about – they averaged 96mph in warm spring Italian weather – but thanks to the single-motor CLA’s efficiency and rapid recharging, refuelling downtime was limited to 40 stops of around 10 minutes each (under 7 hours). The upshot was Mercedes took the Nardo circuit’s EV efficiency record from Porsche’s Taycan.

It all adds up to some impressive economy and range projections – Stegmaier reckons the CLA can average 5.18 miles per kWh, leading to a potential range in excess of 466 miles. A single-motor/long range Polestar 2 averages 4.2 miles per kWh and claims a range of 408 miles – on the test cycle, not in the real world.

Like the Polestar the new, entry-level CLA is rear-wheel drive, whereas power is sent to the front wheels on today’s combustion-powered Merc coupe and its EQA 250 electric cousin. Why the switch? “Because it’s more dynamic,” shoots back Stegmaier. The steering won’t be corrupted by torque being sent to the front axle and it also means the MMA platform is suitable to underpin the next C-class saloon, for example.

The CLA has a 200kW (268bhp) permanently excited synchronous motor, or Electric Drive Unit (EDU) in Mercedes-speak, spinning the rear axle. Power is transmitted via Mercedes first two-speed EV gearbox to provide the best blend of response and efficiency: the first gear is short for snappy acceleration, then a second gear with a longer ratio kicks in to provide good motorway efficiency and prolonged power delivery at higher speeds. Top speed is 130mph, high for an electric car.

Another efficiency breakthrough comes from the use of silicon carbide in the inverter, a crucial component which converts the battery’s Direct Current to Alternating Current for the motor, adjusts the motor’s rotational speed and helps capture kinetic energy to recharge the battery. Silicon carbide suffers less resistance and switching losses than a typical silicon inverter, and can be squeezed into a smaller design because it retains less heat. That’s all good for efficiency – Mercedes claims the rear motor is up to 93 per cent efficient at a cruise.

Because this is a 4Matic car, there’s also a motor on the front axle packing 80kW (107bhp) of boost. This EDU has a simpler design with a single gear set aligned to a Disconnect Unit, which can switch drive in and out within two milliseconds. That’s ideal when Stegmaier is booting the accelerator on a slippery slope, activating the forward motor to help the front wheels take some of the strain to claw the coupe forward. Typically the front motor is dormant to prevent a drag on efficiency: “it comes on when you want full acceleration or for stability,” says Stegmaier.

The CLA runs Mercedes new operating system, MB.OS, and its computing power, myriad sensors and response times enable the electronics to instantly juggle front motor power under high load or if it detects a loss of traction. “The silicon carbide inverter makes that control faster and it’s much more efficient,” says the electric drive system expert.

Stegmaier’s ice rink acceleration run is eased by the rolling start and is notably undramatic – there’s no twitchy rear end or stability control obviously managing torque to the wheels to control slip. He describes the momentum as “incredible”, whereas to me it feels about as brisk and punchy as a Golf GTi hot hatch’s. But I have no issue when Stagemaier says “the traction is so, so good: we are on the border of where the car will start slipping but [we don’t go over the edge] because of the software and the intelligence of the drivetrain.”

Having turned around in the glistening sunshine at the Timmelsjoch’s summit, it’s time for some brake tests on the descent. Stegmaier has the CLA in D-minus mode to trigger maximum electronic regeneration, with both motors capable of acting in reverse to feed captured energy back to the battery. He lifts off the brake and the coupe rapidly comes to a halt, without any retardation from the friction brakes. “It can recuperate up to 200kW on both the front and rear because I want to give back the most energy possible to the customer.”

D-minus is the perfect mode to gradually slow the car for twisty country roads or the Timmelsjoch’s icy hairpins. But there’s also ‘D’ with less retardation and regen, and D-plus to keep the CLA sailing along on the motorway to avoid wasting energy. Brake modes are toggled via a lever behind the steering wheel, or set the Benz in D-auto to let it decide recuperation levels.

All this motor action generates heat, which the CLA can recover using its standard heat pump. This can also scavenge heat from the battery and compress external air to warm the cockpit and batteries. The heat pump’s air-to-air system is yet another upgrade on today’s Mercedes tech: the previous system channelled heat indirectly via a water circuit.

Next up is an emergency brake into a downhill corner from 50km/h (31mph). The anti-lock brakes chirrup gently and I hear the Pilot Alpin rubber scraping the snow, but there’s no danger of the stable CLA breaking traction. While the speed isn’t taxing, plenty of UK drivers will have slid on snow at lower speeds in cars without winter rubber.

The new CLA – which will shed its red disguise to go public in the spring and arrive in UK dealerships in autumn 2025 – will come with a choice of two batteries, as does Volvo’s EX30. This 4Matic prototype harnesses Mercedes’ premium NMC (Nickel Manganese Cobalt) battery, which has been upgraded over its predecessor’s graphite anode with the addition of silicon oxide, boosting energy density by 20 per cent. The total usable capacity is 85kWh.

The alternative cell chemistry is LFP (lithium iron phosphate), which is less energy-dense and less effective at maintaining its charge in cold temperatures (hence the standard heat pump). But it uses zero cobalt and is cheaper to manufacture, so this will be the entry-level electric CLA costing an estimated £49,000 when sales begin.

The LFP battery’s capacity is 58kWh, despite it being packed just like the far punchier NMC battery: 48 cells wired in series in four rectangular modules within the hard casing. Both are liquid-cooled, allowing cells to be warmed or chilled on the go to optimum temperature to enable that 320kW charging peak.

Stigmaier signs off with a stat to neatly skewer range anxiety: the CLA can travel 789 miles with just two 10-minute charging stops. Almost 800 miles! It’s the final example of an electric car that feels lovingly engineered – and a gamechanger for Mercedes-Benz EV tech.

Level 3 autonomous driving is a big step up from level 2. While level 2 gives you acceleration and braking control with steering assistance, most require you to keep your hands on the wheel, and all require your eyes to stay firmly on the road. Drive Pilot – the name of the Mercedes-Benz level 3 system – is different. It allows you to take your hands off the wheel and your eyes fully off the road, leaving the car in control, and you free to watch other things. 

Available for the Mercedes EQS and the Mercedes S-Class, the first version of Drive Pilot launched two years ago but was limited to 60 km/h (or 40mph in the US). This meant that it was only really deployable in heavy or slow moving traffic. The biggest restriction on this speed has always been regulation and now with the new version, Mercedes expect to get full approval for 95 km/h (59 mph) in Germany by the end of the year. 

New hardware

The changes to the system are more than just about the speed though. The original system relied on a combination of cameras, ultrasonic sensors and radar to position the vehicle. The new version comes with new LiDAr sensors, road moisture sensors to detect the condition of the road surface, interior microphones to listen for emergency vehicle sirens, a new rear camera and a new GPS aerial. 

There are also new marker lights on the outside of the car that light up in turquoise when the Drive Pilot system is active. This is to alert other drivers – and importantly any traffic enforcement – that the vehicle is in charge of the driving. 

That said, the ability to reach these new higher speeds will also be rolled out to existing Drive Pilot users over the air. There’s also an addition to the level 2 system rolling out to existing customers Europe-wde. This is an automatic lane change function which is a sutble but useful change from the current system. Rather than requiring the driver to indicate to get the car to change lane, the car will automatically determine if a lane change is needed and will start the process itself. The driver is able to override this through the steering wheel movement, pressing the cancel button or indicating the other way. 

Drive Pilot is now also able to move the car out of its set lane in the case of an emergency vehicle behind needing to get past. This creates a much wider emergency corridor for vehicles without the driver having to manually take control. 

On the road test

I tried the new Drive Pilot system for myself on a preset route around Berlin to see how it performed. To initiate the new system there are dedicated buttons on the steering wheel, placed at your thumb position, if you hold the wheel properly at ten and two – which most people don’t. These buttons light up in white when the system is available, along with an icon on the driver display. 

You can activate Drive Pilot from manual driving or from the level 2 assisted driving setting – which has a separate set of controls on the steering wheel. Activation takes a couple of seconds from pressing the button, but the button lights then glow turquoise, like the ones on the outside of the car. 

The controls in the level 3 drive pilot system have far less room for adjustment than the level 2 system. You have to be in the right-hand lane (for right-hand drive countries) and you can’t override the maximum speed of the road at any time. That means if you’re in an 80kmh zone, you can only do a maximum of 80kmh, and you can’t adjust the distance from the car in front as you can on regular adaptive cruise control systems. 

Another condition of Drive Pilot is that you must be following a car that is doing 95kmh or under at all times. Without a car in front, the Drive Pilot will disengage, putting you back into manual driving control. This is presumably because the system is using the other vehicle's movements as an additional fail-safe. In fact, there are fail-safes built into most parts of the Drive Pilot system, including the steering, braking and electrical system, as Mercedes knows when the car is in control, there’s no room for error. 

Just sit back and relax

I was surprised at how quickly I accepted the car was in control and took my eyes off the road once into Drive Pilot mode – even at full speed. The car felt completely stable and instantly put me at ease. I was then free to explore the Mercedes entertainment system. 

You can watch films or TV channels using the apps in the MBUX system, which look stunning on the Hyperscreen display of the EQS. There are also games, an internet browser and productivity functions, should you want to work on the move. 

The only restrictions of the Drive Pilot system for the driver is that they must remain awake and the car is constantly monitoring your eyes while in the autonomous drive mode. For that same reason, you can’t block the view of your face to the sensors with a book or phone. 

Mercedes recommends that you don’t put anything between you and the airbag, in case of a crash. However, you could read a book or browse your phone, if held to the side. In Germany it’s not illegal to hold your phone while driving anyway, so this isn’t as extreme as it might sound in the UK. 

During my drive I watched parts of one of the Spiderman films, played Tetris, browsed the latest news on t3.com and flicked through a copy of the latest Mercedes magazine. When the lights on the steering wheel turned orange, I knew the Drive Pilot control was ending, and when it turned red, I had to take over. 

The future of autonomous driving

The roadmap for Drive Pilot is still for faster speeds, bringing it up to 130 km/h – the maximum for all but the derestricted autobahn sections in Germany. There’s also plans to roll out the system in more European countries, and presumably these faster speeds will also come to American states that already have Drive Pilot regulation (such as California and Nevada). 

I suspect the system will get cleverer too. Right now it needs that vehicle to follow and requires both the visual route and the HD map data to match precisely. Eventually, I imagine the system will allow it to deal with unmapped changes to the road, such as roadworks, and to continue without a vehicle to follow. 

This new upgrade to 95kmh is a bigger step than it sounds for daily drives, and does mean you will be able to use it for a lot more of your commute – if you live in Germany that is, and have a new Mercedes EQS or S-Class. I expect we will also see this tech on the upcoming C-Class electric models later this year, which will open the programme up exponentially. Personally, I can’t wait to see this roll out further and transform those long boring drives. 

When it comes to electric vehicles, the SUV reigns supreme. The larger form factor and raised stature make it easier to add a sizeable battery than any other type of car. SUVs are popular across all powertrains though, eclipsing sales for saloon cars and making up around 60% of all UK sales in 2023. 

The Mercedes-Benz GLC sits in the middle of the company’s SUV offerings – with GLA and GLB models below it, and GLE and GLS above it. There is a coupé version, should you want a sportier look, however the all-electric version – known as the EQC – has been discontinued. 

While I’m sure a fully electric version will return (possibly with a new name), the GLC does offer a plug-in hybrid engine option. In fact, it offers three including a petrol and diesel hybrid and an AMG version. I tested out the petrol plug-in hybrid model, the GLC 300e, to see how it performed as a regular daily driver. 

Opting for a plug-in hybrid is fast becoming the perfect compromise between the range of a petrol motor and the economical and ecological benefits of the battery-powered electric motor. The GLC offers one of the best electric only ranges, with over 76 miles available, much like the E-Class hybrid, which won our T3 car of the year for partly the same reason.

How much is the Mercedes-Benz GLC 300e?

The Mercedes GLC starts from £52895 in the UK for the 220d diesel model, with the plug-in hybrid starting from £58,860. In the US, the GLC 300 is the entry model and this starts from $47,450. There are no GLC plug-in hybrids available in the US, though all are mild hybrids – which aren’t quite as useful, as you can’t travel on electric only power.

If you want a higher spec model, the GLC 300e AMG Line Premium Plus models start from £73,360, while the Mercedes-AMG GLC 63 Se models start from £109,030. I was testing the Mercedes-Benz GLC 300e AMG Line Premium Plus edition in spectral blue, priced at £76,570. 

Features and design

From first glance, the GLC is a good-looking SUV. It has that classic SUV styling and yet is a little more curvaceous than the smaller GLB / EQB model. The EQC all electric version didn’t look that different to this PHEV model, as it was the first EQ in the range – and I suspect it will be one of the first on the new platform in coming years. 

The front grill features a heavy chrome line that joins the large three-pointed star on the grill and there remains a small gap between the grill and the headlights. However, the headlights are more elongated than some and feature the daylight running LEDs in a strip above each of the powerful Digital Light headlights that comes as standard here on all but the entry model. 

There’s chrome detailing around the window frame and on the roof bars. There’s also a step that runs the length of the side of the car, to help you get in and out – signalling the larger size of this SUV. However, it doesn’t feel too big. It’s around 13mm longer than a BMW X3 and about 27mm wider. 

It sits on 20-inch alloys for the most part – aside from the entry-level AMG Line model which has 19-inch alloys. The multi-spoke design on the Premium Line Plus and the Urban edition models are particularly nice, similar to those on the E-Class and S-Class saloon cars. 

There’s a choice of nine paint colours, including the standard white, five metallic options, including the spectral blue, and three special Manufaktur colours. The spectral blue looks very classy, though I also like the verde silver option, which appears slightly turquoise.

My only slight criticism is the GLC’s wing mirrors. For an SUV of this size, they seem unusually small and therefore don’t offer much view of the road behind. While they do suit the design, a little larger would help the drive experience.

Inside, the cockpit is bathed in ambient lights, with 64 colours, 10 themes and five brightness levels. The centre console and dash has a brushed metal finish, while Artico artificial leather is used for the dash trim and upholstery to impressive effect. The model I tested featured a sienna brown Artico for some of the upholstery and sports seats, which looked almost orange against the dark grey and black. It’s certainly divisive but it kind of works. The standard option is a more reserved black though.

Technology

Following other C-designated Mercedes, the GLC features an 11.9-inch touchscreen display in the centre in a vertical format. This is complemented by a large 12.3-ich driver display screen behind the steering wheel and on my test model, a head-up display which provides loads of info for the journey. 

This runs the latest MBUX operating system, giving you access to all the Mercedes Me features and apps – some available as add ons. You will need the data subscription to connect to streaming services directly, but over-the-air updates and navigation all come under the standard connection. 

Wireless Android Auto and Apple CarPlay functions are available on all models as standard, as is a wireless charging tray for your phone. All models get four USB-C ports, between the centre armrest and the console, while all but the urban edition get two more in the rear armrest. The Premium Plus model I tested also benefits from the rather excellent Burmester 3D surround sound system that comprises 13 speakers and a 9-channel amp. If you love to listen to music in your car, this is worth the model upgrade alone, as it sounds incredible.

The Premium Plus model I tested also benefits from the rather excellent Burmester 3D surround sound system that comprises 13 speakers and a 9-channel amp. If you love to listen to music in your car, this is worth the model upgrade alone, as it sounds incredible.

Active Park Assist features come as standard on all models, though the 360-degree camera that gives you that handy birds-eye view comes on the Premium and Premium Plus models. To get the active distance assist (adaptive cruise control) and active steering assist, which make up a level 2 autonomous driving capability, you need the Driving Assistance Package. This adds £1695 to the price but is worth it for longer journeys and heavy traffic. It also brings a number of extra safety features, like the evasive steering assist and active brake assist for encountering vehicles, bikes or pedestrians.

Performance and drive

With its 2.0-litre petrol engine and electric motor combined, the GLC 300e delivers 330 horsepower and a 0-62mph acceleration of 6.7 seconds. It’s a respectable amount of power, if not the sub 5-second times of the AMG models. 

In practice, the GLC is using the electric power to boost that initial acceleration to get you off the line, and so you can really tell the difference when you switch the car into the battery save mode to use just the petrol engine. It’s something you might want to consider doing for longer journeys but as it has a relatively large battery, you can mostly leave it driving in hybrid mode. 

The plug-in hybrid models all feature comfort and self-levelling suspension, which results in a very smooth and comfortable ride. Long journeys and trips around town are a breeze and the GLC remains quite agile with a decent turning circle, despite its size. 

Switch over to the Sport mode and things do tighten up. The steering feels more responsive and the throttle response increases, letting you work that engine a little harder to pick up speed. There’s also an off-road mode here, should you need help with grip, and an eco mode for a more economical drive. 

Importantly too, driving in full electric mode feels fast and responsive. For driving around town or doing short trips you don’t feel like you’re missing out by going into the electric drive mode. Plus, it means that petrol tank stays full.

When it comes to charging, the GLC 300e does support both AC home charging and DC fast charging at up to 60W. However, on UK models there is only the Type 2 connection on the car – not the larger CCS connection used by most fast chargers, so you are somewhat limited as to where you can charge the battery on the road. If you have a home charger though, you can keep this topped up with a relatively short charge of 2:45 on an 11kW charger.

As with other hybrid cars, the setting for hybrid driving resets each time you turn the car off. So if you want to select electric only, or petrol only (battery save), you need to do that everytime you set off. Thanks to the larger battery, this is less of a problem though, as driving in hybrid mode will probably be your default. It would be nice to have the option though.

Should I buy a Mercedes-Benz GLC 300e?

While there are bigger and fancier SUV options – as well as smaller and cheaper ones – the Mercedes GLC hits just right. It offers a comfortable ride and is great for city and country drives. 

The quality of the finish, inside and out gives you that premium feel you’d expect from a Mercedes, though still at a reasonable price. The biggest selling point though has to be that plug-in hybrid powertrain, giving one of the largest electric ranges. Only a few, like the Range Rover Sport, comes close.

While ultimately, going fully electric will be the way forward. Right now a hybrid like the GLC makes more sense for those that do longer trips. If you want that freedom in an SUV, I’d highly recommend this model. 

When the sun is out there’s nothing better than driving a convertible, and as convertibles go, the Mercedes-Benz CLE Cabriolet is a pretty great option. Though some folks moan that the UK doesn’t have the climate for convertible cars, I completely disagree – I think it actually has the best climate for it. 

Firstly, you don’t want to drive with the top down in somewhere like Florida, where it’s too hot, as you’ll get a burnt scalp and a sweaty back. Give me a hard top and air con anyday. You also don’t want to drive one somewhere really cold where it snows a lot, as full thermals and a balaclava aren’t a good look when driving, unless you’re a getaway driver. 

Luckily it’s rarely too hot or too cold in the British isles – though the rain is an issue, I grant you. For me, there’s nothing better than driving a convertible on a frosty morning with the heated seats on, or on a mild morning commute when everyone else looks bored of driving and your car puts a huge smile on your face. 

The latest Mercedes convertible is based on the CLE Coupé that I reviewed earlier this year. This, in turn, is an amalgamation of the former C Class and E Class coupé’s. And so, the CLE Cabriolet is the convertible option that covers both of these model ranges. In fact, it’s now one of only two cabriolets made by Mercedes, with the other being the AMG SL which costs considerably more. 

I loved the look of the coupe, and the Cabriolet looks even better, so I spent the afternoon driving it to see if it lives up to its demeanour. 

Price and availability

Prices for the CLE Cabriolet start from £53,030 for the 200 AMG Line model, or $64,350 for the CLE 300 4MATIC in the US. The most powerful in the range is the CLE 450 4MATIC, which starts from £70,320 or $73,850 in the US. That starting price is over six grand more than the Coupé model, which seems like a lot. Though there is a lot more going on here to make that drop top possible. 

The car is currently unavailable to build online but inventory is available online through Mercedes dealers. The model I drove was the CLE 450 4MATIC Premier Edition priced at £76,820. 

These days, there aren’t that many premium cabriolets in the market to consider. The BMW 4-series convertible starts from £51,280 and is probably the CLE’s closest competitor, seeing Audi no longer offer a drop top in the UK. There is also a BMW 8-series convertible but that starts from £90k.  

Design and features

In terms of design, the CLE Cabriolet is very close to the Coupé model, both inside and out. The big difference of course, being the fabric soft top roof. This multi-layered, insulated soft top is available in three colours to complement the paintwork (including a rather bold red) and can be raised or lowered in 20 seconds flat at speeds of up to 37mph. That means you don’t need to pull over to shelter from that rain storm, or enjoy those brief British summer moments. 

To keep you from being blown around, or getting a little chilly with that top down, the CLE Cabriolet employs two pieces of tech. The Aircap is a wind deflector that extends above the windscreen, while the Airscarf circulates warm air from the headrest to keep your neck area warm – like a scarf. There’s also a rear air diffusing shield that can be raised electronically. 

Like the Coupé, the Cabriolet is still a big car, despite only having two doors. In fact, it makes the AMG SL look small by comparison. This is very much a four-seater car though, with two substantial rear seats for passengers. It’s a grown up convertible, for those that might need to consider putting kids or friends in the back. Despite the larger cabin, the CLE Cabriolet still has a nice long bonnet and that sporty nose, with the elongated headlights, with daylight running LEDs across the top – though not across the whole bonnet like on EQ models.

You get 18-inch light alloy wheels as standard, though the more premium spec models feature 19 or 20 inch alloys for a sportier feel. While the 18-inch wheels look fine, those larger alloys do look better. Luggage space is a little limited, especially with the roof down. However, when the roof is raised, it does free up that space in the boot, so you can fit more in – you just won’t be able to lower the roof.

Inside you get a dash much like on the C-Class models. However, the 11.9-inch centre screen can be electronically adjusted. This angles the screen forward, which helps to avoid reflections when the roof is down. The AMG SL has a similar feature, and it’s a nice touch that helps you make the most of that MBUX system on the move.

Despite the larger cabin, the CLE Cabriolet still has a nice long bonnet and that sporty nose, with the elongated headlights, with daylight running LEDs across the top – though not across the whole bonnet like on EQ models.

You get 18-inch light alloy wheels as standard, though the more premium spec models feature 19 or 20 inch alloys for a sportier feel. While the 18-inch wheels look fine, those larger alloys do look better. Luggage space is a little limited, especially with the roof down. However, when the roof is raised, it does free up that space in the boot, so you can fit more in – you just won’t be able to lower the roof.

Inside you get a dash much like on the C-Class models. However, the 11.9-inch centre screen can be electronically adjusted. This angles the screen forward, which helps to avoid reflections when the roof is down. The AMG SL has a similar feature, and it’s a nice touch that helps you make the most of that MBUX system on the move.

Technology

In addition to that vertical 11.9-inch centre display, the CLE Cabriolet features a 12.3-inch display behind the wheel, which is large and clear for all your driving metrics – as well as mapping and other functions if you wish. There’s also a head-up display which provides a wealth of info to keep your eyes on the road. 

The model I drove also featured the Burmester surround sound system, which delivers a full and powerful soundtrack for your drive. This includes Dolby Atmos support for an enhanced audio experience on compatible tracks – you’ll need to use data to connect the car directly to your Apple Music or Tidal account. 

In terms of driving tech, the Parking package features the 360 degree camera to provide that invaluable birds-eye view for manoeuvring into tight spaces. There’s also active parking assist, to let the car park itself, with a dynamic 3D visualisation of the process. 

The driving assistance package plus brings Level 2 autonomous operation to the CLE Cabriolet, with adaptive cruise control, steering assist and lane change assist functions. Though you do need to keep your eyes on the road, and hands on the wheel, it really takes the strain out of longer trips or traffic jams. 

Perhaps the most impressive tech though is unseen. Even travelling at motorway speed with the top down, the wind noise in the cabin is kept to a minimum. It means you can really enjoy that sound system, or just enjoy the silence, without being blown around by the wind. 

Performance and drive

The entry-level CLE 200 model uses a 2.0-litre 4 cylinder petrol engine, which delivers 204 horsepower and a 7.9-second 0-62mph acceleration. While the CLE 300 uses the same engine, it does provide a slightly improved 258hp and 6.6-second 0-62mph. If you want something sporty though you really need to look at the CLE 450. 

The CLE 450 is the only model here to use a 3.0-litre 6 cylinder engine. This provides 381hp and a much more pleasant 4.7-second 0-62mph. It’s still no sports car but it moves at a decent pace. It's certainly the one I’d recommend if you want to do more than cruising around town or long motorway runs. 

Like the CLE Coupé it does suffer that slightly delayed response from the accelerator but once you’re moving, the cabriolet is particularly smooth. It’s very responsive but it does feel big for a convertible. Stick it in sports mode and everything tightens up a bit and you really get that throttle response. There’s certainly more of a growl from the engine too, though it’s still pretty subtle.

Switch back into economy mode and it’s a little quieter and the steering and acceleration feel softer. This is more the refined Mercedes feel you’d want to use for long distances or coastline cruises. 

I’m slightly disappointed that the plug-in hybrid powertrain hasn’t made its way to the CLE in either coupe or cabriolet form. I feel especially here on the soft top, it would have been great to have the option to run on electric only power for short trips. While all of the available engines are mild hybrids, you don’t get the option of EV only here. 

Should I buy the CLE cabriolet?

I was a big fan of the CLE Coupé but I would definitely pick the Cabriolet over it, given the choice. This is a grown up convertible that oozes class, and is still fairly practical in terms of passengers and luggage. 

If you’re looking for more of a sports car, it might feel a little tame though. You’re best off considering the BMW 4-series M models or the recently announced CLE 53 Cabriolet, which boasts a 4.4-second 0-62mph and 449hp from its 3-litre mild hybrid engine. 

If however, you’re happy with a gentle cruiser with a bit of extra bite, where you can enjoy the brief spoils of the British summer (or those crisp autumn mornings with heated heats on), the CLE Cabriolet is a great choice.  

There’s a big difference between the Mercedes-Benz EQB and the smaller EQA models. While both are categorised as compact SUVs, and both fully electric vehicles, they look and feel very different. While the EQA has more of a crossover style, with a sloping back, the EQB is more of a traditional SUV shape. It’s taller and squarer and therefore instantly feels bigger. 

Based on the internal combustion engined Mercedes-Benz GLB model, the EQB has a rather impressive trick up its sleeve – or rather in its boot. Pull on the tabs inside the boot and up pops a third row of seats, changing this car from a standard 5-seater into a serious people carrying 7-seater. 

While there are other 7-seater EVs, these are mostly mini-vans or giant high-end models like the Kia EV9 and the Mercedes EQS SUV. The EQB is considerably cheaper and more compact, but still offers that premium Mercedes experience. So what is the car like to drive? I spent a week behind the wheel to try it out. 

How much is the Mercedes-Benz EQB?

The Mercedes-Benz EQB starts from £52,800 / $53,050 for the EQB 250+ model. There’s also an EQB 300 model, which starts from £55,310 / $57,200 which has a little more power but considerably less range. The driving assistance package – which adds the adaptive cruise control and active steering assist – is an extra £1495 ($600 in the US) on all models. I tested the EQB 250+ AMG Line Executive with the assistance package, costing £56,555 on the road. 

As there’s currently no EQC model in the Mercedes range, there’s a big jump up to the EQE SUV from here, and an almost £22k jump in price. You can however pick up the plug-in hybrid version of the Mercedes GLC from £58,860 (not currently in the US). BMW’s iX2 comes in at around the same price as the EQB, which is sportier looking but doesn't have as much range – or the extra row of seats. 

Features and design

Though largely similar to the GLB petrol powered SUV, there are some giveaway EQ touches to the EQB. At the front, the solid black grill pate forgoes the chrome stripe through the centre and gains daylight running LEDs that stretch the full width, going above both headlights and across the top of the grill. The headlights join the grill to create one large faceplate on the car, which is still dominated by the huge three-pointed star badge. 

The rear is also distinct, with the rear lights stretching all the way across in the back, mimicking the design at the front. This gives the car a slightly more modern feel. Generally though, it doesn’t feel as curvaceous as the other EQ models. It’s still very much a squared off SUV in shape, which might appeal to more traditional buyers. It’s certainly not an ugly car, it just doesn’t seem as modern as other EQs on the outside. 

It does feel like a proper SUV though. It has those big slightly squared off wheel arches, which house the 18, 19 or 20 inch alloy wheels (depending on spec), and proper roof bars so you can mount roof racks or a storage box. It definitely looks better on the larger 20-inch AMG alloys though.

Inside, the car looks a lot like the EQA. The dash and trim are finished in Artico artificial leather. The microfibre black with red stitching gives it a sporty feel and the seats offer plenty of support, should you throw it around a bit. 

With the third row of seats folded flat in the rear you get a decent amount of luggage space (around 495 litres), you can also slide the rear seats right back to get extra leg room. Once you pop up the third row of seats though, the luggage space is severely reduced, leaving you with around 340 litres. Those third row rear seats are also only designed for little ones – Mercedes suggests a height limit of 5’6 for passengers using them. 

The EQB's Tech

In terms of tech, you get the same dual 10-inch screens as the EQA here too. Placed side by side, they create a continuous display from behind the wheel to the centre console. It’s a simpler display than you get on the higher end Mercedes models but it still runs the latest MBUX system which is simple to use and visually superior to many OEM offerings. 

The head-up display only comes with the Premium Plus editions, so I wasn’t able to try it out here. I do find that head-up displays are something that, once you get used to using, they are difficult to live without, so I’d be tempted to upgrade here. The same is true for the parking cameras. The Premium and Premium Plus models feature the superior 360 degree camera system to provide a birds eye view of the car when parking, while the Executive models rely on a standard reversing camera. 

If you want further reasons to opt for the top of the range model, you only need to look at the audio system. The Premium Plus gets the rather wonderful Burmester surround sound system, with 12 speakers and 590 watts of power. 

For those that do regular long journeys, the assistance package is worth the extra spend. Active distance assist (adaptive cruise control) and active steering assist give you Level 2 autonomous driving (with hands on the wheel and eyes on the road) that reduces the strain for long stretches of motorway or sat in traffic. 

What's it like to drive?

Battery size varies depending on the model here too. The EQB 250+ surprisingly gets the larger 70.5kWh battery, which can deliver up to 321 miles of range. The EQB 300 4MATIC, which uses dual motors for all-wheel drive, has a smaller 66.5kWh battery and tops out at 255 miles of range. 

For charging, both batteries will do 11kW AC home charging and up to 100kW DC fast charging – which means around 32 mins from 10-80%. All fairly standard for a car at this price and certainly manageable. However, I would always recommend getting a home charger to anyone considering a fully electric (or even PHEV) car. 

The downside of the longer range EQB 250+ is that although it will go the distance, it’s not that rapid. With 190hp, it takes 8.9 seconds from 0-62mph and has a top speed of 99mph. While you might not notice around town, on the open road it does feel a little underpowered. The EQB 300 4MATIC is a little quicker, with 228hp and an 8-second 0-62mph, but it’s still not going to get your heart racing. There is a faster EQB 350 4MATIC but that isn’t available in the UK. 

It might not be fast but the EQB is still very pleasant to drive. The ride is comfortable and sticks to the road well. It means you do get a little roll but it’s worth it for the softer feel – certainly on these smaller wheels. As the car isn’t too big, it’s easy to drive around town, and fit in parking spaces. It’s a manageable size of SUV, with the benefit of space for seven. 

The regeneration braking is on the steering wheel paddles, and with maximum regen set you can almost drive the EQB with one-pedal. It’s a nice touch that also helps to reduce the stress of city driving. 

Should I buy the Mercedes-Benz EQB?

There’s a niche that the Mercedes-Benz EQB answers and it’s one it answers well. As a seven-seater it provides plenty of room for the whole family, and their friends. When there’s less of you on board, there’s decent boot space and an interior that is undoubtedly premium. 

The range on the EQB 250+ model is impressive, and though you might not hit that full 321 miles, getting close to 300 miles from an SUV is certainly handy for those longer trips. 

With the right spec choices – namely the Premium Plus package and assist package – there’s some great tech on board the EQB, and some excellent sound from those Burmester speakers. If none of that really bothers you, you can keep things simple with the basic spec, but I feel you’d be missing out. 

While the sportback, cross over style SUVs look a bit more modern, there’s something reassuring about a classic SUV shape. In that respect, the EQB is the electric vehicle for those that just want something practical, with a few creature comforts. 

The Mercedes-Benz EQA first launched in 2021 and is the smallest model in the company’s EQ range of electric vehicles. Rather than the A-class hatchback, it closer resembles the GLA SUV model – which also comes as a plug-in hybrid, should you prefer that option. 

While I think it’s a slight shame that this isn’t the same dimensions as the hatchback, this is still pretty compact and feels ideal for the city as well as the open road. It’s also had a facelift in 2023 which not only brought it more in line with the newer EQ models, but also increased its range, making this a seriously appealing option for those travelling longer distances. 

The EQA 250+ now has a larger battery, giving it up to 348 miles. There’s also the option of four-wheel drive from the EQA 300 and 350, though the range drops considerably on these to around 265 miles. 

In many ways, the EQA is one of the most appealing EV models in Mercedes’ range, especially seeing it starts from under £50k. I spent a week with the car to see how it performs as a daily runaround and I have to say, I was impressed. 

How much does the Mercedes-Benz EQA cost?

As I just mentioned, the EQA starts from just £49,750 on the road, which is the EQA 250+ Sport Executive model. The EQA 300 4MATIC starts from £53,010, while the EQA 350 4MATIC starts from £54,510. The only real extra is £1495 for the assistance package, which includes the adaptive cruise control and steering assist to give you a level 2 autonomous system. 

The model I tested was the EQA 250+ AMG Line Premium Plus with assistance package, priced at £59,305 on the road. Its closest competitor is the BMW iX2, which is around the same price but doesn’t match the EQA for range. BMW does also offer the slightly cheaper iX1 though, which starts at around £46,000.  

What's new on the Mercedes-Benz EQA?

The EQA is very much based on the GLA model, with very similar dimensions. It’s identical in width and wheelbase, though a fraction longer at the front and rear. This latest update brings it closer in looks to the rest of EQ electric range. 

The solid grill now features the mini three-pointed stars for texture and loses the chrome lines across it. This not only makes the oversized Mercedes-Benz badge stand out even more but it also gives the daylight-running LED lightbar across the width of the front more impact. 

At the rear, the car has also had a small update, giving a it a new rear spoiler and rear wheel arches. To be honest though, these are very subtle changes, and you’d really need to have both models next to each other to be able to tell the difference. 

While the result is definitely an improvement, it’s by no means the prettiest of the EQ models. That compact SUV styling results in a slightly bloated look, sitting higher without having that full SUV proportion. The model I tested was finished in Cosmos black metallic and the larger 20-inch alloys, which is certainly more slimming but it still didn’t blow me away on approach. 

In contrast, I think the current A-class hatchback is one of the nicest-looking compact cars on the market, so it’s a shame it's based around the GLA SUV rather than that. While the EQE and EQS models both have SUV versions, the EQA and EQB (as well as the now-defunct EQC) are all SUVs by default, without saloon versions.  

Luckily, inside the EQA is really attractive and feels as premium as models twice its price. The ambient lighting includes the footwells as well as strips along the dash, the doors and the centre console – and even the retro-styled air vents – all fully adjustable via the display. 

There’s a new steering wheel with handy controls for the cruise control features, telephone, audio and screen control. You can even use it to flip between display options for the driver display and head-up display. 

On the AMG line models you get a slightly sportier seat with side supports and a choice of black leather with red stitching or a sage grey with white stitching. Both of which look premium, though my preference was the black leather option which I had on my test car. 

A benefit of that SUV styling is internal space. There's a decent amount of headroom and room for rear passengers, plus there's a very generous boot, with 435 litres of storage space. 

The tech inside the Mercedes-Benz EQA

You get a lot of tech as standard in the EQA, from the blind spot assist through to the parking package with a reversing camera. You also get everything that the MBUX system brings, including navigation, media playback, Android Auto / CarPlay connectivity, and access to premium subscription games and video services. 

The two 10-inch displays for the driver info and the centre screen line up to create the illusion of one single widescreen extending from behind the wheel to the centre. While not as large as some, this still feels generous on a car of this size. On the top AMG Line Premium Plus model, you also get a head-up display and gesture control for the MBUX system. 

This top model also get a sound upgrade from the standard or advanced Mercedes-Benz systems to the Bermester system. This 12-speaker, 590-watt system includes Dolby Atmos for incredible sound throughout the car. 

You can also get active distance assist, active steering assist and evasive steering assist as part of the assistance package, which is an extra £1495 on all models. It’s a relatively small add-on and is worth it if you regularly travel long distances or a high number of miles. 

Performance and range

The EQA 250+ models all produce 190 horsepower and an 8.6 second 0-62mph from their 70.5kWh batteries, while the top-spec EQA 350 4MATIC delivers 292hp and a 6-second acceleration, despite a smaller 66.5kWh battery. 

The model I tested had a combined range of 314 miles, though the base 250+ can do up to 348 miles. Anything over 300 is pretty acceptable these days, so all of the 250+ models are in that camp. If you spot for the 4MATIC models however, you are dropping to around 260 miles, which is a little low for longer distances. 

It uses a 400v system with a maximum DC fast charge of 100kW, which in practice means just over 30 mins for 10-80%. That’s not bad at all, especially seeing you’re often pushed to get more than 100kW from most fast chargers in reality. You can also charge on DC at up to 11kW, which means overnight home charging from 10-100% in around 10 hours. 

As with any electric car, you’re best off with a home charger if you can have one installed, for both the convenience and the cost of charging. If you’re starting off the day (or week) with 100% charge, you’re unlikely to need to use fast chargers accept for very long distances. 

Driving the EQA around town feels nippy, with plenty of power and easy manoeuvrability. Despite the SUV height, it still feels like a city car which makes it ideal for a daily driver. Parking and getting around tight corners is easy thanks to a decent turning circle and those external cameras. Though there’s no easy way to active the parking cameras manually without putting the car into reverse – which can be handy for getting through tight entrances. 

That added height does mean it's great on the motorway too – partly why so many buyers opt for these compact SUVs and crossovers. The ride is comfortable and quiet, making the miles just fall away on long drives, and without the range anxiety you get on some models. 

Should I buy the Mercedes-Benz EQA?

Despite slightly uninspiring looks, I really enjoyed driving the Mercedes-Benz EQA. It’s a really premium-feeling (relatively) small car with all the toys and gadgets you could want on it. It’s perfect for the city and still has the range – and height – to make it great for long distances too. 

Though I still prefer the lower saloon designs, I appreciate the benefits of this higher stance, not least for adding a decent-sized battery to the car. While there are quite a few options around this price point, the EQA would probably be my pick, especially for the quality of the interior and tech features on offer – not to mention the range. 

Mercedes Benz has been working on its Level 3 driving for some time and its motorway abilities are impressive. However, the biggest challenge for manufacturers is in urban environments. So when I was offered the chance to experience its advanced autonomous system through the streets of one of the world’s biggest cities, I jumped at the chance. 

Described as a Level 2 ‘plus plus’ system, the technology provides full city driving, without touching the brake or accelerator. And while you will need to keep your hands on the wheel – and remain alert – it will steer you through junctions, left and right turns, traffic lights and even u-turns. 

The best thing is this system isn’t just a development tool, it’s going to be available on launch for the first MMA platform Mercedes models in 2025 (in permitted markets). That means that anyone buying the Mercedes CLA in China or the United States will be able to use the system – it could also be available in Germany, but UK authorisation is still a way off. 

To experience the new tech, Oliver Löcher, head of Research and Development for Mercedes-Benz China, took me for a drive through Beijing to show me what it can do. The test car looked like a standard S-Class model, but this so-called ‘mule car’ was running a prototype version of the new technology via an additional screen mounted above the standard central display.  

The system can run using the same standard sensors that are already in Mercedes-Benz models – the choice of LiDar is optional here. Setting off from the Mercedes-Benz China research and development centre, the route was entered into the navigation as normal and commenced. The car was then placed into its Level 2 driving mode, much like you would for the current adaptive cruise control systems.

On the development MB.OS display, the system shows you all additional road users, from cars and lorries to bikes and pedestrians. It also shows the structure of the road through simplistic markings. According to Mercedes, this is a mapless system, instead using the data from the car's cameras and sensors to plot the road, making this easily scalable to any location.

Beyond the plotted area closest to the car on the map, the system highlights an area that it is still processing, which can change size depending on the complexity of the environment. Typically junctions or turnings would be highlighted until you get closer to them. The system can handle a wide range of movements to mimic those performed by a driver on a regular route. It will stop at traffic lights, give way at junctions and roundabouts and avoid obstacles in the road. It can also cope with other cars cutting in, or allow you to cut into traffic. The system is designed to behave much like a mature driver, making decisions based on the movements of other road users.

This is designed to be a level 2 system, so you remain in charge of the vehicle at all times and have to keep your hands on the wheel otherwise the system will give you warnings and eventually bring the car to a stop. However, for this test, the driver was able to take his hands off the wheel so I could see exactly what the car was doing.

Driving through the streets of Beijing is about as challenging a task that you could throw at an automated driving system – or any driver, to be fair. Electric scooters zip between cars, sometimes in the wrong direction, cars weave in and out, flowing through junctions like shoals of fish with constant negotiations between drivers as to who goes first.

For the majority of the drive, the system took this in its stride. It performed protected and unprotected turns (with and without lane filters) with ease, changed lanes to overtake and position for upcoming turns, pulled out of junctions into gaps in traffic and came to a stop at traffic lights. Only on a few occasions did the system seem overly cautious, like when a truck cut late across our path at a traffic light, and when a car edged out of a function but a solid line in the centre of the road stopped us going around it. The system is still learning though, and will improve how it handles situations thanks to crowd-sourced data from across the Mercedes network.

What was clear from the drive was that this has the potential to work as a Level 3 autonomous drive with a little more training. Not once did the driver have to take over the controls during our 20-minute drive. If the system can deal with the complex Beijing traffic, I have no doubt it could do laps of London and breeze through Bath.

Despite still being a year away from launch, this system is easily as capable as Tesla’s autopilot or Waymo’s self-driving. Even in this Level 2 form, this will allow for a more relaxed commute with complete point-to-point automated driving.

The only problem I foresee with such a system is that the way the tech behaves may differ from how you would naturally drive, causing you to override the actions and retake control. With a Level 3 system, or even a Level 2 advanced system where your hands are off the wheel, you are less likely to override the system, as you’d need to move to do so. BMW and Ford both offer Level 2 systems without hands on the wheel – if that approach is used here, I feel it will have a better chance of gaining the trust of its drivers.

I look forward to seeing how the interface for this system integrates with the Mercedes navigation. I hope it will give a graphical representation of the street ahead like we’ve seen on Tesla and Lotus models. Overall though, this is yet another reason to be excited for the changes that the new MB.OS and the MMA platform will bring from 2025.

In Europe and the US, the average number of passengers in most vehicles is 1.6 with the focus being on the driver – the person usually buying the car or leasing it. In many Asian countries though, that is not the case. Instead, the back seats can take priority. 

For premium car buyers in China, having a driver to chauffeur you is far more common than in the West, so the buyer is likely to spend more time in the back seat than behind the wheel. Equally, that back seat is often where the grandparents sit, looking after the child, so giving them a comfy place to sit can still take priority for kinder sons and daughters when buying a new car.

With this in mind, there is one big difference in many of the Mercedes models in China, and that’s the length. Models such as the C-Class and E-Class are extended to a longer wheelbase to give that extra space in the back. There’s even a long-wheelbase A-Class in the range. 

It’s not just space though. The rear seats typically have more features, such as electric seat adjustment, central armrests with phone and cup holders and electric rear blinds. The kind of features you’d expect to see on models like the S-Class.

To ensure that these longer Mercedes models still handle like their regular lengthed cousins, the R&D team at Mercedes Benz China, spend a great deal of time fine-tuning the designs to ensure that they remain quiet and comfortable to ride in. I got the chance to tour its facility just south of Beijing for a closer look into their work.

Fine-tuning

The Tech Centre China (TCC) is Mercedes’ biggest outside of Germany and opened in 2021. Positioned within the main complex which also houses the state-of-the-art Mercedes-Benz factory, it’s perfectly placed to work on pre-production versions of new cars and has access to the same test tracks as used in Germany. 

Inside, the hanger-like lab is divided up into a series of separate rooms, all with doors large enough to drive a car into, and a modular floor structure which allows the equipment to be easily swapped in and out. There’s also a car-sized elevator, to take vehicles up to a second level above. All of this means that test vehicles can be very quickly driven into the facility. 

The rooms are divided up into different test scenarios. There’s a chassis lab, an engine lab, an ADAS calibration lab and a noise/vibration/harshness lab. There’s also the only E-Drive lab outside of Germany for electric vehicle testing. 

The E-Drive lab can simulate different road surfaces and climates to put the electric vehicles to the test and see how they perform – and how long that charge lasts. The runners around each wheel allow the smoothness of the surface to change and the incline to be varied. A large HVAC system varies the temperature to simulate extremes of weather.

In a special charging lab, the engineers can simulate a range of different AC and DC chargers and Wattage at different temperatures, to see how this affects the charging speed. The Chinese charging plugs are different to those in Europe and the US, with separate AC and DC sockets, so these require individual testing for the local models.

A completely soundproof room houses the noise, vibration and harshness testing lab. Here, multiple sensors are used to test road noise, interior noise and movement in the long-wheelbase Chinese versions of the cars. The goal is to make sure despite the additional weight and length, they are as quiet and comfortable (if not more so) than the standard models.

Entertainment and MBUX

The Mercedes-Benz MBUX entertainment system is regionalised to use the most relevant apps depending on the country. So, it’s no surprise that the version you see in China looks slightly different. From navigation and speech to entertainment and gaming, these systems use different services, and some of them look even better than what we’ve got in Europe. 

Rather than a Google-based mapping system, navigation on Mercedes MBUX in China comes via Alibaba’s Amap. This system offers lots of rich content in the maps, including the ability to display the Level 2 driving features in the navigation, such as lane changing, due to the lane level navigation. The 3D map view actually uses the Unity game engine to provide lifelike features to the 3D maps, such as moving shadows on buildings, running water and moving grass in fields. 

My favourite feature of this mapping is the inclusion of traffic light data – not only showing you when traffic lights are red or green on your journey, but having a countdown timer until they change. It’s something that requires some impressive cloud data but I’d love to see it in the UK. 

The app ecosystem for entertainment is very different too. For movies and TV, there’s Tencent and Baidu’s iQIYI platform, while music and video are aggregated in an app called Vohico, alongside QQ Music and Ximalya apps.

Conversing in Mandarin Chinese requires a different speech dialogue tool too. This system provides natural language conversations with the option to forgo the wake word and just talk (as you can on UK models) and also cope with a double intent, asking for two functions at once. For instance, open the window and turn up the heating.

The AI-based service, Abacus, helps by offering content suggestions to the main screen, based on your previous actions. This means fewer clicks are needed to find some of the functions you use most when you need them.

Gaming

Perhaps the most impressive thing about the Chinese Mercedes-Benz models is a new feature coming later this year. You will soon be able to play a version of EA’s Need for Speed game on the car’s central display or passenger display, using a game controller. 

Gaming options in Mercedes cars is nothing new, but this offering from Tencent and EA Games is certainly next-level. This will run on all third-generation MBUX systems and will come as an over-the-air update by the end of the year. 

I gave the game a try in one of the demo vehicles at the Tech Centre China and found it really fun to play, delivering console-like quality. A future update could even allow you to control the game using the car’s steering wheel and pedals. 

The new Mercedes G-Class is coming in a full electric form, combining the classic G-Wagen design with the very latest EV tech. Building on the new G-Class petrol models, the all-electric Gelädlewagen combines classic looks with aerodynamic improvements and state-of-the-art technology.

This will be the first Mercedes-Benz electric vehicle, since 2020 to eschew the EQ pre-fix and retain the standard model name. The All-electric G-Class will be known as the G580 with EQ technology. A naming format that is likely to follow with the new MMA models, including the CLS and future C, E and S-class options.

The first G-Class EV will be the Edition 1, which features some of the very latest electric features. There’s a black panel grill, an integrated LED surround with animated lighting and an illuminated badge (in some markets).

While the electric G-Class doesn’t look like a big change from that classic 1979 design, there have been subtle improvements to allow for aerodynamics. There’s a new engine hood, which adds aerodynamic elements, a new A-pillar to improve on that flat windscreen and some clever cooling options through the new black panel grill.

Air curtains run through the wheel arches to reduce the drag coefficient down to 0.45 – not huge but certainly an improvement on the former 0 .53. My favourite feature though has to be the new wheel box design which houses the charging cables.

The G-Class electric comes with special Blue Brake Calipers and the Edition 1 model comes in a special South Sea Magnean paintwork, with blue carbon details, which looks stunning. It also comes in obsidian black, opulent white, standard white and classic grey.

Perhaps the most unique thing about the Mercedes G-Class electric is the four independent electric motors, one per wheel, which allow for controlled G-steering, providing a slow drift, and up to 720 degrees G-turn ability, where the car can literally turn on the spot, without moving forwards.  

Those four independent motors allow for better off-road performance. G-steering is limited to 4.5km/h, while the G-turn performs a full turn by holding the right paddle and the accelerator to complete the turn. There’s also a low-range option for severe conditions.

The Mercedes G-Class Electric features a 116kWh battery to deliver 588hp, a 0-62mph of 4.7 seconds and a range of up to 460km (285 miles). Charging is offered in DC at up to 200kW while AV is at 11kW.

What is great about the G-Class electric is that it doesn’t sacrifice anything by switching to electric power. This Gelädlewagen (or general all-purpose vehicle) is still every bit the off-road 4x4 vehicle that the petrol mode is, providing incredible off-road performance for those that need it.

On the road though, the G-Class offers a mix of classic styling and the very latest tech, with new 12.3-inch high-res screens inside, up to 850mm of ground clearance and up to a 20-inch wheel.

This is very much a G-Class first and an EV second, which makes it a perfect choice for those looking to replace their existing G-Class with an electric model. Even the name is model first, with it being a G580 with EQ technology, rather than an EQG.

In markets such as the USA and China, the G-Class has transcended from the off-road world to the luxury SUV market, thanks to its definitive style. With the G-Class Electric, it is offering a model that is still able to perform just as well off-road, while upping the luxury on-road and doing so with an environmentally friendly electric engine.

While there’s no doubt we’ll see more electric G-Classes on the school run than the off-road course, it’s a highly competent 4x4 model that offers a unique level of style and comfort for the luxury buyer.

The Mercedes-Benz G-Class electric is expected to go on sale later this month, starting from around £122,500 (142,600 Euros).  

The Geländewagen, or G-Wagen as it’s more commonly known has been Mercedes-Benz’s off-road vehicle for the last 45 years. Launched in 1979, this utilitarian, boxy 4x4 is a far cry from the look and feel of the S-Class, GL and Maybach models but it retains a huge following. And while it may be all function on the outside, inside it can be just as luxurious as anything else adorned in that three-pointed star. 

To celebrate its long service, the G-Class has been given some serious upgrades for 2024, bringing it up to date – and beyond – the rest of the fleet. The good news for fans of the OG-Wagen is that despite these upgrades, the vehicle doesn’t look that different from the outside. Instead, the focus has been on the engines and the interior. 

Yes, the W465 shape is a subtle change on that iconic G-Class shell. There’s a redesigned front bumper with an improved front camera, four bars on the grille (rather than three), a more aerodynamic A-pillar, which also reduces interior noise and a lower-mounted rear camera for better vision.

Electrified engines

There are three new G-Class models with three different engines, but all three are mild hybrids, featuring a 17kW motor to provide an additional 20 horsepower and 200Nm of torque. The G500 uses a 6-cylinder 3.0-litre petrol engine, while the G450d is the 6-cylinder 3.0-litre diesel model. The top model is the Mercedes-AMG G63 with a 4.0-litre V8, with 605hp and a 4.3-second 0-62mph acceleration. 

Of course, as these are designed to be off-road vehicles, that torque is all important too. The G450d will give 950Nm torque, while the G500 provides 760Nm and the G63 a huge 1050Nm from that mild hybrid V8. To ensure optimal traction, 40% of this is delivered to the front axle, while 60% goes to the rear. There are three mechanical differential locks and a low-range gear available, with switching available at up to 43mph (25mph downshifting). 

The dynamic select system provides four on-road and three off-road driving programmes, while the AMG version features five on-road options and three off-road, with the added benefit of the AMG ride control suspension and the AMG Active balance control to adjust the stiffness of the suspension. 

Tech-heavy

Tech on the new G-class starts from the moment you unlock the door, as it features integrated Keyless-Go. This automatically unlocks the door when you grab the door handle – providing it detects a key nearby. This also allows a keyless start just by pressing the start button. Purists will be pleased to hear that, despite this door tech, you still get that reassuring slam shut, rather than a modern soft close when shutting the doors.

On the dash, there is a 12.3-inch driver display and a 12.3-inch touchscreen centre display, running the latest version of the MBUX operating system. This includes augmented reality navigation, wireless Apple CarPlay and Android Auto integration, and the MBUX voice assistant. You still get the touchpad in the centre, too. 

The G-Class even comes with dual 11.6-inch rear displays for the passengers and the Burmester 3D surround sound system, with Dolby Atmos, as an option – which is one of the best sound systems on the market.

Driver assistance hasn’t been forgotten here either. The G-Class features Active Lane Keeping, Brake Assist and Park Assist as standard. There’s also Active Steering Assist and route-based speed adjustment available. 

Ultra lux

For those wanting luxury, the Mercedes-AMG G63 model will be the go-to. Not only does this have that powerful 4.0-litre V8, active hydraulic suspension and dynamic drive modes, but it has a bunch of extras to make it look and feel special. 

For those that don’t want it in black (the G Wagen always looks good in black), the Manufaktur hyper blue paintwork is exclusive to the G63 and looks stunning. There’s a special AMG badge on the bonnet and an AMG fuel cap and up to 22-inch alloys as an option. Carbon Fibre details include the radiator grille, bumper guards and an impressive spare wheel cover. 

Inside the car, there’s a special AMG performance three-twin-spoke steering wheel, finished in Nappa leather to go with the Nappa leather trim and a special Supersport driver display mode, which includes AMG displays for driving data and telemetry. 

Prices for the new Mercedes-Benz G-Class (G-Wagen) start from 122,808 Euro (£105,270) and will be available later this year. We expect the new AMG G63 to start from around £180,000 / $180,000.

The Mercedes-Benz CLE Coupé is something of a multi-tasker. This new two-door coupe sits in place of both the C-Class coupe and the E-Class coupe, bringing a little of both into its extremely good-looking form. 

While four-door saloon cars, like the Mercedes-Benz E-Class and C-Class, are designed for executives and families, coupés are for younger, more fashionable singles and couples. Yes, they have back seats, if you really must take passengers, but the two-door sportier design says this is all about me. 

By slimming down the number of coupés in the range, Mercedes has focused on bringing the best of both worlds to the CLE. There are still powerful AMG versions of the CLE, including a 4-door model, and a new cabriolet with a soft-top roof, but this standard hard-top model has a lot to offer those seeking a bit of flair. 

I spent a week behind the wheel of the Mercedes-Benz CLE Coupé to see how it drives and what it’s like to live with. 

How much does the Merces-Benz CLE cost?

Price-wise, the CLE Coupé starts from £46,605 on the road ($60,000 estimated in US). That’s just £1.5k more than the C-Class saloon model and nearly £11k less than the E-Class saloon. The two biggest competitors right now on the market – the BMW 4 Series Coupé and the Audi A5 Coupe – both start fractionally cheaper, especially for equivalent spec.

The CLE comes with a choice of three main engine variants, which aside from the AMG models are all 4-cylinder and all mild hybrids. The entry-level C200 has a 2-litre petrol, while the C220 d has a 2-litre 4-cylinder diesel. The C300 also has a 4-cylinder 2-litre petrol engine but with more horsepower and torque. All are paired with a 17kW battery to boost both power and fuel economy. 

I tested the Mercedes-Benz CLE 300 4MATIC AMG Line Premium Plus Coupé, which retails at £60,760, which included the special Patagonia red paint but not the optional £1695 Driving Assistance Package Plus. 

What's new?

The front of the CLE looks very similar to the C-Class saloon, with the long bonnet, the short grill made up of small three-pointed stars and the elongated digital lights, accented by the daylight-running LEDs that sit like eyebrows within them. The front of the E-Class isn’t that different, but it’s more upright. This feels sportier, especially from a side profile. 

With just the two doors, the CLE is very front-heavy, and while the rear slopes gently, it still has a shortened, flat rear. Those doors are much longer then those on the four-door models to allow easier access to the rear seats, which does make them quite heavy and needs a bit more breathing space in a car park. There are no flush door handles like on the E-Class here either. 

At the back, that C-Class styling returns, with rear lights that narrow towards the centre and are joined by a black strip. This gives the impression that the rear lights might go all the way across here, but the centre section doesn’t illuminate. 

For a coupe, the CLE does have a decent-sized boot, though not the largest of openings, due to the shape of the rear. The wide, twin exhausts on the bottom add to the sporty feel. In fact the car does sit a little lower, and in the case of the CLE 300, on its 20-inch AMG multi-spoke alloys and low-profile tyres. 

Interior and tech

Inside the car, you get a cockpit more akin to some of the other two-door Mercedes, such as the SL models. The dash layout is almost identical to the C-Class here too, with a vertically mounted 11.9-inch display in the centre and a generous 12.3-inch driver display behind the wheel. There’s also a head-up display that offers both navigation and driving dynamics to keep your eyes on the road at all times. 

Large air vents above the central display give a slightly retro feel, especially compared to the current trend of hiding them in the dash. The central divide does a good job of keeping everything hidden away, with a sliding section covering the phone charging tray, USB ports and cup holder, while a separate section by your elbow gives more storage and more USB ports, with a split folding lid. 

The upholstery is finished in leather, with a choice of black, cream and tan, which extends to the top of the doors. However, the side armrests which contain the mirror and window controls have a textured plastic finish that’s designed to look like metal. 

To get to the rear seats in the CLE, you need to lift the leather handle to fold the front seat forward and then wait while the electric motor moves the seat forward. It’s an elegant solution but not a fast one if you need to get in and out, plus is still a little tight. Space in the rear seats is decent, though you don’t get a huge amount of headroom – a better option for kids than large rugby players. 

While the MBUX system here is still impressive, the layout for this screen doesn’t feel as easy to use as the larger horizontal screen in the E-Class. It’s a shame there wasn’t an option for the new Superscreen in this car, which provides an additional display for the passenger. 

You do still get the new parking cameras here though, which on top of the birds-eye view, give you a three-quarters view of the car that you can then spin around the vehicle to focus on any likely obstacles when parking or navigating tight manoeuvres. 

The other good news is that on the CLE 300, you do get the breathtaking Bermester sound system (though without the 4D sound or Dolby Atmos). This is certainly one of the best systems on the market, and even without the Spatial audio, it’s still incredibly immersive. The model I tested didn’t have a data connection, so I wasn’t able to log in to music services directly, which was one of my favourite features on the E-Class. You can still get this as an option though, as well as the Vivaldi browser and games package. 

Adding the Driving Assistance Package Plus package gives you active steering control and lane changing in addition to the adaptive cruise control, bringing this up to level 2 autonomy. Even without it though, the speed limiter and cruise control help to destress those longer or busier drives. The screen provides quick access to turn off those driver safety speed warnings, which is a welcome relief, should you stray over the limit a little. 

How does it drive?

While it only features a four-cylinder engine, the CLE 300 4MATIC has plenty of poke. This model will give you up to 281hp and a 0-62mph acceleration of 6.2 seconds (the CLE 450 will give you 404hp and a 4.4sec 0-62mph). That battery adds a small burst of power pushing up that acceleration but also helps the CLE achieve its 39.3 mpg fuel economy. This mild hybrid tech doesn’t need charging – the battery takes power from the braking and coasting. 

The downside is that this small battery cannot be used to power the car on its own like the Plug-in hybrid E-Class model can, so you always need that engine running. It would have been nice to see a PHEV version of the CLE in the range, though with this smaller form, the practicalities of that might not have been straightforward. Ultimately though, there has to be an all-electric coupé at some stage, and that will be incredible. 

That said, one of my favourite parts of the CLE is the engine noise. In Sport mode, you get a bit extra too, pumped into the cabin for the effect. I haven’t tested the AMG version with the six-cylinder engine but I would wager that it sounds even better. 

Overall, the CLE is fun to drive around town and on longer journeys. Despite being a two-door coupé, this is still a big and heavy car, so you don’t get SL-level performance, but as a luxury cruiser, it’s ideal. By default, the car powers down at a standstill, and can take a second to come to life again, so you will need to turn that off if you want to be quick off the mark. 

Should I buy the Mercedes-Benz CLE?

While the CLE is designed to replace both the C-Class and E-Class coupés, it’s clearly leaning heavily towards the more affordable of the two. That makes sense, and if you want an affordable two-door version of the C-Class, it’s stunning. Those who would have bought the E-Class coupé can look at one of the higher specced models, such as the AMG CLE 53, or the upcoming CLE Cabriolet, which looks even better. 

The Mercedes CLE coupé provides that perfect middle ground for those who don’t need the practicality of a four-door saloon but equally need a bit more than a two-seater. While it costs fractionally more than some of its competition, it is arguably the better looking and is packed with tech inside. 

Until we see a PHEV or a full battery electric CLE, the 350 and 450 4MATIC models are the sensible choice while giving a bit more power. I suspect that it will be the cabriolet though that will appeal to most. 

The Mercedes-Benz E-Class has been the choice of the executive driver since the early 90s, and its mid-size saloon form dates back much further. It’s a car that represents luxury, without the opulence and grandiose of the S-Class. A car that has been the choice of company CEOs, executive limos and middle-class family cars, and it just got an upgrade. 

The 2024 Mercedes E-Class is the car's sixth generation and represents a new W214 body type in the range. Both inside and outside, the design moves the car closer than ever to the all-electric EQ models, with a slicker grill and a truly tech-focused dash. After all, with the company planning to only sell electric models by 2030, this could be the last E-Class model with a combustion engine. 

In truth, none of the 16 new engine variants of the Mercedes-Benz E-Class are pure combustion any more. Most feature a mild hybrid arrangement, with a 17kW battery that boosts both power and economy by transferring energy back to the battery when braking. There is also the option of a plug-in hybrid (PHEV), which features a larger 95kW electric motor and a 24.5 kW battery, extending the pure electric driving range and massively reducing that consumption figure. 

I believe that the PHEV model, the Mercedes E300 e, is the most interesting choice in the lineup, and it’s the one I got the chance to drive. In short, this model has the potential to be one of the best Mercedes models on the market, though currently misses a few EQ features that would make it perfect. 

Update: The 2024 Mercedes-Benz E-Class E300e won T3's Car of the Year in the T3 Awards 2024. 

How much does the Mercedes-Benz E-Class cost?

Buying a new Mercedes-Benz E-Class can cost less than you might imagine. The range starts from £55,290 for the E 200 AMG Line model, which is considerably cheaper than most premium electric cars these days. Of course, if you want the most powerful model, the E450d 4MATIC you will be paying upwards of £80,640 and up to £89,410 fully loaded with extras. US models differ in spec, with prices starting from $56,750. 

The PHEV Mercedes-Benz E300 e sits fairly mid-table in the range, starting from £68,020 for the AMG Line Advanced model. It also comes in the AMG Line Premium and AMG Line Premium Plus versions. The model I tested was the E300 e AMG Line Premium Plus, which starts from £76,585 and adds the 20-inch AMG multi-spoke alloys and the Superscreen. 

What's new on the Mercedes-Benz E-Class?

Described as following the classic three-box saloon design, the new E-Class looks every bit the classic design but with a few modern touches. At nearly 5 metres long, it’s a pretty big car, with lots of space inside, including 370 litres of boot space. The grill is deeper with small three-pointed stars embedded in it, while a gloss black insert joins it to the headlights to create the face. This feels much closer to electric models, such as the EQE and EQS saloon. 

Door handles are now flush with the car, only revealing themselves when the vehicle is unlocked – again, something that has been done on the EQ models. The star logo is projected from the wing mirrors onto the ground at night when the car is unlocked, and at the rear, the LED lights use the star motif in the design, making this car really stand out. 

Inside, the biggest change is the dash, which gets the option of a Superscreen. Like the Hyperscreen in the EQ models, this incorporates a passenger display screen and the central display behind a single glass panel that extends across the dash. Unlike the Hyperscreen, the driver’s display remains a separate unit, like a horizontal iPad behind the wheel. 

The cabin includes a fair amount of ambient lighting that surrounds the dash and accents the trims. This can be customised with any colour you wish and can react to different functions in the car, from music to driving alerts. This complements the choice of leather for the seats, either black, tonka brown or macchiato beige. 

The centre console is very clean, with the wireless charging tray, cup holders and USB-C ports hidden away under a sliding cover. Then you have a larger storage area behind it, which opens in two halves to reveal more charging ports and hidy spaces. 

As the norm across all recent MBUX models, the steering wheel provides a wealth of controls. This includes your media, volume and centre screen controls on one side, and then your info and head-up display controls, plus adaptive cruise control and speed limiter on the other. 

E-Class Technology

There’s certainly no shortage of tech on the new E-Class and the addition of the Superscreen makes that abundantly clear. This is running the very latest version of the Mercedes MBUX – the last version before it switches to the MBOS system. This is a highly competent system that looks great and is extremely easy to use. 

The Mercedes MBUX voice assistant is a very easy way to access features too, and responds competently to the “Hey Mercedes” command. It can change the temperature, open the panoramic sunroof or even control the smart lights in your room, thanks to the smart integration. There’s also an option to allow it to answer questions without this pre-empt, which is also effective – though not if you’re having a conversation with someone else in the car. 

The navigation plays a huge part of this system and can be displayed on the centre screen, the driver’s screen and the head-up display. You can even access navigation separately on the passenger display screen and search for different places – so your passenger can look up points of interest or places to stop and eat without interrupting your route guidance. 

You can of course link your phone and use Android Auto or Apple CarPlay, though you won't get quite as full an experience using Google Maps or Apple Maps. This is one of the few systems that I now stick with the manufacturer’s navigation. You also don’t need to use your phone to stream your music. The MBUX allows you to sign in to Apple Music, Prime Music, Spotify or Tidal directly to play from your library and stream via the car’s data connection. 

Another benefit of signing in to your streaming platform rather than relying on your phone, is that it allows for full Dolby Atmos sound to be played through the stunning Bermester sound system. The system even includes 4D sound, in the form of a deep bass through the seats that vibrates like standing next to a massive speaker at a gig. 

There are a range of other apps available in the MBUX, including some games which range from shuffleboard and sudoku through to Angry Birds. There are also productivity apps such as Webex and Zoom, allowing you to take video calls (in the passenger seat or while stationary) using the built-in cameras in the Superdisplay, and the Vivaldi browser which you can use to browse the internet or access streaming sites like Disney+ and Netflix for watching movies. 

Also on the tech side is the E-Class’ driving assistance features. The Driving Assistance Package Plus, which is a £1695 option on all models, adds features such as active steering assist, automatic speed control and active lane change assist, bringing this up to a Level 2 autonomous drive. This is an excellent system, though the model I tested didn’t have it included, so I can only comment on the more basic adaptive cruise control, which I would never want to be without on a journey these days. 

As is now regulation on all UK cars, the driving assistance system will give an audible beep when exceeding the speed limit. However, there is now a handy quick button on the top of the screen to turn this function off for the rest of the drive. 

Probably my favourite safety feature in this car though is the new parking camera options. The exterior cameras give a full 360-degree view of the car, allowing for a handy birds-eye view on the display, which makes parking and narrow entrances a breeze. Now though, you can select a three-quarter rear view from the camera options and then drag to rotate the car on the screen. This means you can focus on any possible obstructions while parking. 

How does it drive?

Driving the E-Class is pure bliss. The car feels quiet, smooth, and has plenty of power when you need it. The E300e AMG Line Premium Plus has 313hp, delivered as a combination of the 4–cylinder 2.0-litre engine and the 95kW battery, which gives a 6.4-second acceleration (0-62mph) and 147mph top speed. There’s also a more powerful E450d model which gives you 390hp and a 4.8 second acceleration from the 3.0-litre diesel engine.

Part of the reason the E300e feels so quiet is that, as default, it’s making use of that battery for low speeds and only switching over to the petrol engine when you need it. So, pulling away is virtually silent. It’s only when you switch to the Battery Hold mode (designed to save that battery power) that you hear the engine, and it’s not the deep pleasant growl of a V8. 

What I love about the size of the battery on this hybrid model, is that it will offer up to 70 miles of range on electric-only power, and even in hybrid mode and slower city speeds, it will be mostly using that battery, so that the petrol tank stays largely unused. The system is also smart so that when you enter London’s ULEZ zone or other congestion zones, it will switch the car over to electric power automatically. 

There is a downside though, and it’s that because it’s using the battery power for regular driving, it’s often already a little depleted by the time you need battery-only. By the time I drove to London, I only had 40 miles of battery range left for the ULEZ zone, and by the time I left the next day, I had exhausted the battery power. 

I did find that even when switching to the Battery hold mode, it was hard to recoup any of that battery range. It does this through the regenerative braking system but after a considerable drive, I have only added a couple of miles of range back to the battery. 

Of course, the beauty of a Plug-in hybrid is that you can quickly recharge the battery, and the E-Class can be charged at home with an AC charger at up to 11kW. Unfortunately, the UK version doesn’t feature DC charging, so you can’t recharge using a fast charger – and in most cases, the CCS connection wouldn’t fit anyway. That does mean that you can’t easily top up the battery on the move, which is a shame. 

Should I buy a Mercedes Benz E-Class?

The E-Class retains its status as the ultimate luxury saloon and brings it bang up to date with some of the latest tech inside. It’s a better-looking car than the Mercedes EQE and in its Hybrid form of the E300e, it could be a more appealing option for many buyers. 

Until the electric charging infrastructure catches up with the pace of electric cars, having an option where you can do up to 70 miles on electric-only power for short runs and an efficient petrol engine for longer journeys – or a combination of both for performance – is the sensible choice. 

I suspect it won’t be long before we see an all-electric E-Class, but in the meantime, the hybrid is certainly the one to go for. Whichever model you choose though, the new Mercedes E-Class is everything I hoped it would be. A class-leading vehicle both in terms of comfort and technology.  

Mercedes-Benz has let its AMG tuning department run wild with the spanners once again, and the results are pretty special.

The Mercedes-AMG SL 63 S E Performance - to give it the full and rather long-winded title - sees AMG’s infamous 4-litre Biturbo V8 engine partner up with the latest in battery and motor technology to deliver some rather insane performance credentials.

The small but mighty 6.1 kWh battery pack is paired with an electric drive unit that’s placed on the rear axle, itself providing a potent 201bhp to proceedings. Add this to the 603bhp produced by the V8 and Mercedes lands on a total system output of 805bhp. We’re not sure about the maths, but the acceleration figures don’t lie.

With all systems firing, it can gun from rest to 62mph in just 2.8-seconds, giving even the most feisty of modern electric cars a run for their battery-powered money, while the top speed has been electronically limited to 196mph.

A hybrid by name, but not exactly a hybrid by nature, the electric motor is only capable of around eight miles of emissions-free motoring, as it has been designed as a performance-enhancing feature, rather than something to save the planet.

The boys from Benz claim that the technology at play is heavily influenced by the Mercedes-AMG Petronas F1 Team's Formula 1 hybrid race cars. The high power density battery packs have to be specially cooled using a non-conductive liquid that flows around all 560 cells and chills them individually so they can discharge at the optimal rate.

"Every battery needs a defined temperature for optimal power delivery. If the energy storage unit gets too cold or too hot, it temporarily reduces power to protect high-performance components. The consistent temperature of the battery therefore has a decisive influence on its performance, service life and stability," Mercedes-AMG says.

Peak power is delivered to all four wheels, while rear-axle steering assists handling at speeds of over 60mph, as well as making low-speed manoeuvres a doddle. What’s more, there’s Active Ride Control to reduce body roll, as well as seven pre-defined driving modes to cater to all moods and tastes.

Despite its punchy performance figures, the most powerful Mercedes SL ever made actually starts up in a silent 'Electric' mode, with a fake engine note pumped into the cabin to let you know it is switched on.

From here, drivers can pull away using just the electric motor, while Sport, Sport+ and RACE modes unleash varying levels of power and noise. There's also a 'Slippery' mode, which we assume is for things like ice, snow and rain, rather than hooligan drifting antics.

Mercedes-AMG is teasing this as a sort of 'first look’' affair at the moment, so it hasn’t revealed a price just yet. But expect the most powerful SL ever produced to cost north of £200,000 / €235,000 / $255,000 / $380,000.

I’ve always been a fan of the Mercedes-Benz C-class. It’s that perfect mid-range saloon that’s big enough to not be a compact but not too grand either. There is however a sportier option that eschews the sensibilities of the C-class in favour of something sportier. 

The CLA is still a four-door car, but its coupe design gives it more of a performance feel that makes it a more appealing choice for a younger driver. This is a car that’s designed for more than the weekday commute but it can still fit the family in too. 

The brand new CLA Coupe has had a range of updates both to its looks and features that make it even more appealing. I spent a day behind the wheel of a few different versions of the latest Mercedes CLA model to see how they perform. 

It sits wider on the road than a regular C-Class, and the diamond grill design leans forward slightly, giving the nose a sportier edge. Those athletic lines continue along the car to the rear, finishing with a sharp line on the boot. As with other Mercedes Coupes, the doors are frameless too, so with the windows down, they look sleek. 

When it comes to the spec, there is a choice of 4-cylinder petrol mild hybrid (in 180 and 200 models) as well as a 4-cylinder diesel (220d). There’s also a plug-in hybrid that features a new 80kWh battery in addition to the 4-cylinder petrol engine (250e). 

If you want something sportier, there’s also the CLA 35, which is also a mild hybrid, and the CLA 45; a straight 4-cylinder petrol that delivers 421hp and a 0-60mph of 4 seconds. All of these models come in Coupe and Shooting Brake body styles. 

The Shooting Brake is basically the estate form of the CLA, though has a more aerodynamic rear than your standard estate. It still has four doors, just gains some extra room in the boot – up to 505 litres on the CLA 45 and 445 litres on the plug-in hybrid, due to the extra room needed for the battery.  

The first model I drove was the Mercedes-Benz CLA 220d Shooting Brake. I love the shape of this model and there really is loads of space in the boot – though access to it isn’t quite as easy as a regular estate car, as it drops down slightly. Still a great option for those with younger families. The diesel performs really well, giving lots of torque and gets even more fun when you switch it into Sports mode. 

Next, I tried the 250e Coupe Plug-in Hybrid. This will give you up to 46 miles of range with electric-only power or can use hybrid power to give up to 210hp and 7.6-second (0-62mph) acceleration. While the Shooting Brake still felt compact for such a spacious car, the Coupe here felt even tidier on the road, giving plenty of vision out the rear view mirror. 

Finally, I tried out the CLA 35 4Matic. This AMG model really takes the car up a notch, with the sports steering wheel, rear spoiler and AMG red details, like the seat belts. Even in comfort mode the car feels like its raring to go, and once you drop it into Sports or Sports+ modes it really takes off. There’s a deep growl from the exhaust and it runs quickly through its eight gears to provide the acceleration. 

All of the CLA models have a similar interior, with two 10.25-inch screens placed next to each other, extending from behind the wheel out towards the centre console. The effect doesn’t quite mimic a single screen but looks far neater and more purposeful than the old single screen in the centre. 

There is one line of physical buttons under the central air vents, but otherwise, the driver area is very clean. With the gear selector on a stick to the right of the steering, the centre contains only a couple of buttons – namely the Dynamic drive mode and the volume control. 

Overall the CLA is a great car, whichever model you choose it in. While the electric CLA concept we saw in Germany is still a few years away, I know this will be a popular choice for those looking to take a step closer to an all-electric model. 

The Mercedes-Benz CLA starts from £35,535, the CLA 35 starts from £51,085. Models as tested: Mercedes-Benz CLA 220 d AMG Line Premium Plus Shooting Brake £49,830; Mercedes-Benz CLA 250 e AMG Line Premium Plus Coupé £51,755; Mercedes-AMG CLA 35 4MATIC Premium Plus £54,770.  

On a warm and sunny day in California's Santa Monica – isn't it always? – I've been sat behind the wheel of the Mercedes-Benz EQS to undertake a journey that, until now, hasn't been legally possible here before in any of the current best electric cars. Utilising the marque's Drive Pilot Level 3 system, conditional automation is now possible – meaning that whilst driving down a highway the car takes full control, no hands-on-the-wheel intervention required.

When Drive Pilot Level 3 is permitted to be activated the car not only takes control but is also liable. That's how completely assured the system is by Mercedes. You could even watch a YouTube video on the car's hyperscreen main console whilst sat in traffic. This marks a major step forward in automation and is something that even Tesla can't rival, as while that brand's Autopilot system has been granted a level 2 classification (in the SAE's 1-to-5-level system), that's where it has remained for a number of years.

Mercedes-Benz is the first and only car maker to be granted level 3 for its EQS and S Class vehicles – thus far in the states of California and Nevada, plus in the brand's native Germany, with further expansion inevitable – and it's not some kind of make-believe, as I discovered whilst testing Drive Pilot Level 3 in the stop-start traffic that was busying California's i10 highway (again, isn't it always?). 

I've been writing about cars in various capacities for 12-plus years now, so have observed the change from traditional fuels to electronic vehicles (EVs) and the significant progress of automated driving systems during this time. I've experienced numerous demonstrations under controlled conditions, so to experience level 3 automation on real roads was a revelation. Although there are some caveats, as I'll get into below.

As stated: Drive Pilot Level 3 is a 'conditional automation' system so requires certain conditions to be present in order to be activated. It will only function on good-condition highways (in the relevant approved areas) during daylight hours, in good weather, where another vehicle is present in front (at up to 100 metres) and in fluctuating traffic flows of up to 40mph.

Sounds like a checklist of oh-so-many variables, but it's actually really simple: the majority of the time while in concertina traffic a simple press of the steering-wheel-positioned buttons (mirrored left and right) activated Drive Pilot and I was then free to sit back, relax and let the car take over. I couldn't take my eyes off the road entirely, however, as the on-board safety cameras are always observing to ensure that I, as the driver, was still in a responsible position.

The actual experience of Drive Pilot Level 3 automation is thorough: the car will brake to stoppage as required, then start and accelerate to within a safe distance of the vehicle in front, with full steering control. I found the system to be more 'aware' and considered in its braking and stoppage than I've found with the cruise control system of the current EQS setup – a car I know well, having driven it 300 miles to and from Glastonbury Festival this summer – which made me feel more relaxed with the car, well, driving me rather than the other way around.

Outside of the level 3 automation there are some great level 2 features, too, such as automatic lane changing. When driving faster than 40mph (and therefore Drive Pilot Level 3 is unavailable – Mercedes is working on the next step of getting it approved in conditions up to 80mph though) this permits the car to overtake or move into available slower lanes as necessary. I found this really effective and not solely reactive to immediate condition changes, the system monitors surroundings to deliver a predictive and really fluid on-the-road experience.

Some will argue that Tesla drivers have experienced much of this functionality for many years, of course, but the key difference as I've outlined up top is that only Mercedes is approved (in the stipulated territories) to level 3 and that, when Drive Pilot Level 3 is activated, provides an asured and legal guarantee of its full conditional automation. 

Another significant point of interest, as you can see from my external shots of the EQS in its Drive Pilot livery, is the addition of distinct turquoise lighting to represent when automation is active. Whilst this is not yet road legal – the car I drove did not feature these additions – it's an intended industry-wide move to offer a visual identifier to the benefit of other road users and pedestrains. So in the not-too-far future you could be seeing more than just red, yellow and white lights across many vehicles – not only Mercedes-Benz.

So why does all this really matter? For me, I see it as an integral stepping stone towards level 4, which is the point at which 'high automation' takes precedent (level 5 being 'full automation'). But beyond that it's the sheer ease and comfort provided: I didn't need to worry about stop-start braking and bother whilst in traffic, which is a major bugbear when driving in many major cities (especially Los Angeles and Las Vegas, so this Mercedes-Benz stage two rollout is savvily targeted).

Speaking with Mercedes-Benz's Chief Technical Officer, Markus Shaefer, he commented that this accomplishment "was not a race for us [Mercedes-Benz]", and that "someone has to be first to land on the moon. Taking your eyes off the road when the car is moving – that’s pretty amazing. Of course this is just the start; by end of next year [2024] we want to be at higher speeds.” So there's plenty more to come in this progression towards even more automation for drivers' benefits, comfort and, ultimately time-savings. 

That's where I see this all heading: it's the time-saving that, when higher-level automation is upon us in the future, will mean you could, for example, completely disengage, perhaps get on with some work on your laptop, or have a nap, or whatever else would be beneficial to you whilst 'driving'. Seeing as Drive Pilot Level 3 will cost $2,500 annually for those customers who elect it in their EQS or E Class vehicles, future advancements could pay for themselves in the time gained back. After all, as the saying goes: time is money...

Swiss watchmaker IWC has revealed a new timepiece in collaboration with Lewis Hamilton, called – deep breath, everyone – the Portugieser Tourbillon Rétrograde Chronograph Lewis Hamilton.

The seven-time Formula One World Champion has had a partnership with IWC for quite some time now, so it’s perhaps no surprise to see a new model named after him. Hamilton fans will also notice how the watch is limited to just 44 examples – the same number used by the Mercedes-AMG driver throughout his racing career.

The watch is a reimagining of one of IWC’s oldest models, the Portugieser. The 43.5mm case is made from platinum houses a striking sunburst teal dial with a diamond set alongside each numerical hour marker. Alternative colours of burgundy, champagne, deep magenta and rich purple were also considered when IWC consulted with Hamilton, says the watchmaker’s chief design officer Christian Knoop. But ultimately Hamilton chose teal – fitting, given the signature Petronas Green highlight colour of the Mercedes-AMG F1 team.

The watch also features a date complication with a dial that sweeps from one to 31 at the nine o’clock position, a second counter above that, and a viewing window showing off the intricate tourbillon movement within.

More specifically, the watch is powered by IWC’s own calibre 89900 automatic mechanical movement, featuring 42 jewels, an 18-carat gold oscillating weight and a power reserve of 68 hours. The movement can be viewed through the watch’s sapphire crystal exhibition caseback.

The watch comes fitted to a fabric teal strap and feature’s Hamilton’s brand logo, a winged ‘V’ figure resembling a panther’s eyes, on the dial. An unguarded crown sits at the three o’clock position, flanked by a pair of push buttons for operating the chronograph function.

Speaking to IWC’s own The Journal, Knoop said of working with Hamilton: “The collaboration was a real delight…Lewis actively engages in the design process. It is an honour for us as creators to see someone who is not just choosing something from the options we put in front of him, but who really gets involved in the creative process.

“Lewis is so interested in art and fashion. Time and time again he has demonstrated his genuine enjoyment in creating beautiful timepieces. He is very clear in what he envisions but at the same time a very, very humble personality. He is just a fantastic person to work with.”

Limited to 44 pieces worldwide, the IWC Portugieser Tourbillon Rétrograde Chronograph Lewis Hamilton is priced at £143,000.

Swiss watchmaker IWC has revealed a pair of new timepieces inspired by the Mercedes G-Wagon, with the option of a gold or carbon case and a massive, week-long power reserve.

Taking inspiration from the utilitarian Mercedes-AMG G 63, the watch is available with a case made of gold or carbon, each with a sapphire exhibition case back and a dial design inspired by the grilles of AMG cars.

The case and crown of the gold model are actually made from IWC’s 18-carat Armour Gold, an alloy that is stronger than regular gold, which tends to be quite soft. The large case measures 46.2 mm in diameter and is 14.4 mm thick, with sapphire crystal on the front and back and a black rubber strap with microfibre inlay.

Water resistant to 10-bar, or 100 metres, the watch is powered by IWC’s own 52010 automatic mechanical movement that has 31 jewels and an enormous power reserve of 168 hours, or a full seven days.

This is achieved thanks to a mechanism that uses “even the smallest movements of the rotor in both directions,” IWC says, to build up a week-long power reserve. The movement is visible through an exhibition case back that features a Mercedes logo at its centre and ‘Edition G-Class’ etching. The dial features a date complication at the six o’clock position and a pair of subdials showing seconds and the power reserve measured in days.

Despite the classy looks of the gold case, we reckon the carbon edition is the more interesting of the two. It's the first IWC watch to feature a case made from ceramic matrix composite (CMC). Engineered in collaboration with the German Aerospace Center, the fibres of the composite material are embedded in a matrix of ceramic, rather than a polymer, IWC says. This helps the case withstand thermal shock, or sudden temperature change.

The material is made by starting with a conventional carbon fibre-reinforced polymer, IWC explains, then subjecting it to a heat treatment called pyrolysis over the course of several days. What’s left behind is “a dense weave of fibres embedded in a porous carbon matrix,” the company says.

Silicon crystals are then placed on top and the component is heated in an oven; during this so-called siliconisation, silicon is pulled into the cavities of the carbon and causes a chemical reaction that forms a new matrix made of silicon carbide ceramic.

The case is then finished with diamond tools and the end result is a carbon pattern that is unique to every watch. IWC’s carbon watch is mechanically identical to the gold version, save for the case being fractional larger, at 46.5 mm by 14.6 mm.

If you find yourself with a stack of cash to blow on a really nice car, it's safe to say you have a lot of options. You could get the svelte lines of a nice Ferrari or Lamborghini, or take in luxury saloons from Mercedes or BMW.

Despite that, the Mercedes G-Wagon remains a popular choice. It's an unlikely hero, with the kind of blocky side profile that a child drawing a car might dream up. But popular it remains, striking a chord with everyone from rappers and footballers to businesspeople.

Now, news has re-emerged of an EV variant. It's not a new concept, having first been shown off at IAA in 2021. But at the same show this past weekend, company CEO, Ola Kallenius, did confirm once more that the model is coming. 

The futuristic Mercedes Benz EQG concept takes the square-framed G-Wagon and fuels it with an electric drivetrain, for emission-free motoring. Kallenius was jubilant about the driving experience, which is expected to be fun, with all-wheel drive widely rumoured to be employed.

Interestingly, there are also said to be two sizes coming. One will be based on the full-size G-Class, while a second, slimmed-down variant is also expected. The full-sized model could be here as early as next year, though the smaller one isn't expected to enter the fray until 2026.

But perhaps the most interesting part is the rumoured pricing. With the current G-Class line-up, prices in the UK start from just over £130,000. That is no small change.

But rumours have suggested that the electric variants may be less expensive – possibly even significantly so. That would be a very attractive proposition. As mentioned, the G-Class has a passionate fanbase, and opening it up to other price points would help more of them to own a car from the range.

There is no guaranteed – or even rumoured – pricing which has been heard specifically, but we could make some educated guesses based on the market. German rivals Audi and BMW both have electric SUVs available in the £50-60k range.

While it might be a tall ask to bring a G-Class to market at that price, edging closer to it must surely be the aim for Mercedes. If I had to wager a guess, I'd expect it somewhere in the £80-90k range – cheaper, but still showcasing itself as a premium vehicle.

For now, though, that's all speculation. We'll have to wait for an official unveiling for more details. But it's certainly one to keep an eye on – particularly if you have a soft spot for that G-Wagon styling.

Say hello to the Mercedes-Benz Concept CLA Class, as unveiled at the Munich Auto Show (or IAA to give its official name), which sets the tone for a new era for the German marque. The distinctive new design is built on a new platform, with new software and enough range per charge to cure your future range anxiety.

The Concept CLA is the first vehicle on Mercedes' MMA platform – that stands for 'Mercedes Modular Architecture' – and the car-maker says that these very images you've got your eyes clapped on is a "close-to-production insight" of a real on-the-road car due in the not-so-far future. I think it looks very smart indeed, really leaning into the brand's famed three-pointed star logo in many visual areas.

But before I dig deeper into the aesthetic details of this concept car, it's the range per charge that's going to really impress: a WLTP-rated 750km/466m is possible from one charge, and whilst I always take the official Worldwide harmonized Light vehicles Test Procedure with a pinch of salt, that's still a high figure – and I've seen first-hand how proficient Mercedes is thanks to a 300 mile trip in the EQS back in June 2023 – the company's Vision EQXX has already set a range milestone. 

Mercedes calls the Concept CLS a "hypermiler" given its efficiency (100km/62m is said to use 12kWh of the 90kWh battery), plus an 800V charging system means you can top-up over 53 per cent of the battery in just 15 minutes at an able fast-charging system. These systems will become increasingly the norm for future electric cars, which I think is an important step in further curing range anxiety and speeding up the current charging scenario. 

So what's it like in the driving seat of the Mercedes-Benz Concept CLA Class? As you can see from the variety of concept pictures above, Mercedes has gone with an airy and open cabin, no centre tunnel to extend the flow and open visual. That's complemented by interior lighting and a full-width 'Superscreen' that spans the full dash width to cater for the infotainment system.

Infotainment is an important aspect of the Concept CLA, too, as an all-new MB.OS – which stands for 'Mercedes-Benz Operating System' – makes its debut in this car. Mercedes says the Concept CLA Class will "promise a level of individualisation, seamless interaction and infotainment" that represents a glimpse of more to come, with artificial intelligence being used for drivers' individual preferences. 

Impressive both inside and out, it's perhaps the exterior that's really going to excite – and I really like how Mercedes has leveraged the three-pointed star in so many different ways with this car. As you can see in the gallery of images embedded above, from the wheels, to the front grille, plus both sets of headlamps, and LED lights with an animated star pattern, it's a star-studded affair throughout. It adds real distinction – although I do wonder which aspects of this will be foregone for a true on-the-road car in the future.

As per many of the best EVs of today, the Mercedes-Benz Concept CLA Class will also offer partially autonomous driving (SAE Level 2) thanks to a suite of driver assistance and safety systems. The T3 team has already tried out Mercedes' Level 3 system and that was mighty impressive, so for this concept to go a level up and offer yet more is just a sign of what's to come – from lane-changing, to automatic manoeuvering, parking, obstacle-avoidance, and beyond.

I'm out at IAA in Munich and look forward to seeing the Mercedes-Benz Concept CLA Class in person. It joins other rivals, though, from BMW's Vision Neue Klasse concept, to Mini's Cooper EV updated interior design. In terms of standout design, though, for me it's the Concept CLA that wins this show... and I can't wait to see the finished CLA EV in the near future!

Tado has announced a free app for Android and iOS that could save electric car owners £100s.

The Tado Smart Charging app connects to your EV via the vehicle user account and takes over charging schedules and preferences when hooked up at home. You can set the time you need to go to work each day, for example, and the app will assess when it is best to charge.

That way, it can schedule the charging times for when energy consumption is at its cheapest and most ecologically efficient. You save cash while also helping save the planet.

It works with most electric car brands, including Tesla, Volkswagen, Mercedes, BMW, Skoda, Seat and Land Rover. Many of them will work simply by selecting the brand in the app and connecting via a user account. However, on some – such as Mercedes – you might need a smart wallbox charger installed at your home too.

Tado says that boxes from Zaptec, Wallbox and Easee are compatible.

The company also claims that the app could save you as much as 30% on your annual electricity bill. You can also forgo some of the savings and set your own charge levels – such as a specific amount of battery capacity each day.

"E-mobility is a crucial part of the energy transition,” said the firm's co-founder, Christian Deilmann. "That's why Tado has set itself the goal of greatly boosting the attractiveness of electric cars by radically lowering charging costs – while also helping to establish a renewable energy supply in Europe."

The Tado Smart Charging app is available from today in the UK, Germany, France, Italy, Spain, the Netherlands, Switzerland, and Austria. You can download it for free from the Apple App Store or Google Play and use it with your vehicle.

It has been launched as part of the company's presence at IFA in Berlin, which also starts today. T3 will be there for the next few days, so expect to see plenty of other announcements and details appearing on the site soon. We'll also be going hands-on with some new and forthcoming devices, so check back often.

When you think of cars which are luxurious and offer a premium experience, Mercedes-Benz is almost certainly a name which will come to mind. The German manufacturer is synonymous with class, but retains a healthy dose of cool alongside.

We've recently tested a duo of Mercedes AMG models, which prove that style and grace don't have to mean the the death of all-out hooliganism. Just look at the GT63 model we tried – comfort and a pretty face hide a performance monster that will take you from 0-62mph in under three seconds.

That one is a similar size to the Mercedes-Benz E-Class. The E-class has been a staple of the range for years now, and the brand has just released some details about the updated range for this year. 

Without question, the most intriguing addition is a selfie camera in the dashboard. This allows users to utilise a suite of apps and record themselves in the process. From launch, TikTok, Zoom and WebEx will be usable, along with the Vivaldi browser, the Pocket Casts podcast app, and – rather bizarrely – Angry Birds. We're not sure, either.

It's an intriguing idea. The E-Class has always been appealing to white-collar users, and I can certainly see the appeal of being able to pull over mid journey to hop on a Zoom call. 

The TikTok integration seems a little more unusual. Presuming it can't be used while driving, I'm not certain what benefit the in-car camera would have over just using a phone. But hey, who am I to judge?

Elsewhere, the range is packed with a host of cool features to propel it into 2023. 50% of the new models are hybrids, with a 17kW battery on-board.

You'll also find the kind of spacious, luxurious interior that the range is well known for. In the front, the MBUX Superscreen is present and correct in the centre of the dashboard, with an optional passenger screen which extends right up to it.

The MBUX experience has also been upgraded. Mercedes say it's now "more software-driven and less hardware-driven," with multiple functions now taking place on a single processor. That should improve the performance and speed on offer.

While most people drive out of necessity, there’s something about going for a drive for the sake of it that can put a smile on your face. It’s the reason why some people spend thousands on sports cars rather than just driving a Vauxhall Corsa, and it’s a genuine concern for manufacturers making the move to electric. 

Our list of best electric cars proves that you can go combustion-free and still have a car that’s seriously fun to drive. However, I can’t say that I don’t miss the roar of a big lump under the bonnet. So when after a busy few days in the office, I got the chance to drive some of Mercedes’ latest AMG models, I jumped at the chance. 

AMG is the high-performance subsidiary of Mercedes-Benz with a background in motorsport. It takes models from the regular Mercedes range and tunes them to make them faster, sportier and generally more fun to drive. There are AMG versions of almost every model in the current Mercedes range, including the electric ones, however, some stand out more than others. 

For my test drives, I picked two of the best-looking models in the fleet, and ones that I suspected would really deliver on that smile factor. The good news is that neither disappointed. Though vastly different in size, both models are extremely quick and handle beautifully. 

Mercedes-AMG SL63 4Matic+

There are in fact three AMG models in the two-door SL range, but the SL63 is the flagship. In fact, the SL, which has been a regular Mercedes model since 1952 now only comes in AMG forms. 

Powered by a 4-litre V8, this delivers 576ps (mechanical horsepower) and a 0-62mph of 3.6 seconds. This is a seriously fast piece of kit, with 4Matic+ all-wheel drive, active ride control suspension and rear-axle steering to make it handle around those corners.  

Perhaps as importantly though, this is by far the best-looking car in the Mercedes line-up. It’s simply beautiful to look at whether the top is up or down. The long low profile body is reminiscent of the SLS convertible, while the curvy back end has hints of those early gullwing models. 

Inside the car, it has an 11.9-inch central display that tilts to reduce reflection on the roof comes down. There’s a 12.3-inch instrument screen behind the wheel and a head-up display so that you can keep your eyes on the road – I’m still baffled as to why the new Aston Martin DB12 doesn’t have one.

You get the latest MBUX operating system here and Burmester 3D surround sound system and incredibly comfy seats, with diamond quilting and finished in nappa leather. The model I drove had the optional Microcut microfibre on the steering wheel which gives an extra racing feel, and paddle shift control for when you want to manually select the gears.

The engine burbles nicely giving a reassuring sound as you pile on the power, and the car is incredibly quick. The roof controls are all electric but is really easy to raise and lower, and does it relatively quickly too. What I liked is that even at motorway speeds the cabin doesn’t get too blowy with the top down.

You get a choice of driving modes in the SL, but it’s the Sport and Sport+ modes that make the car really fun to drive. If you put it in comfort though, this is a great car for long trips too. With a starting price of £171,965 it’s reassuringly expensive, though you can pick up the slightly slower SL43 from £108,165 and still have a lot of fun.

Mercedes-AMG GT63 S E-performance

This GT 4-door coupe is also an exclusively AMG proposition and comes in four versions, with the SL63 S E-performance being the top of the range. This is powered by the AMG 4-litre V8 and delivers 639ps and a 0-62mph in 3.2 seconds. This is actually a plug-in hybrid model though, and also features a 6.1kWh battery that can deliver 12km of range in electric-only mode, or provide 10-second boosts to the petrol engine to create a whopping 843ps and 2.9-second 0-62mph combined.

With all that power, it’s good to know that there’s some of AMG’s best suspension technology on board, including an impressive air suspension system and rear-axle steering. There’s a fixed rear aerofoil too, to provide some extra downforce. 

This is a big car – similar to an E-class coupe, but it feels sporty inside making it a lot of fun to drive. Plus there’s loads of room inside and big comfy seats. The only downside for me here was that it uses the old Mercedes infotainment system and relies on a large number of giant buttons in the centre, which feel a little dated. That said, I do prefer the central drive selector rather than the newer indicator stick style. 

While priced at £173,705, it’s not currently available on the Mercedes or Mercedes-AMG websites for sale, so it might be on its way out. However, I’d love to see a fully electric version of this car, as I really think it could have more appeal than some of the AMG versions of the EQ range. 

As the market for EVs continues to evolve, manufacturers are on the lookout for any new technology which can push performance even further. Right now, the number one concern is charging. Even with years of improvements, many still suffer range anxiety, which can only be cured with longer range and faster charge times.

To that end, many manufacturers have opted to adopt the North American Charging Standard (NACS) engineered by Tesla. Now, Mercedes-Benz have become the latest brand to do just that. 

In a statement released recently, the brand confirmed that their models sold in North America will use a NACS port for charging on all models from 2025 onwards. However, from 2024, they will begin including an adapter, to enable users to make use of the network.

That hasn't killed the brands' own efforts in the high-power charging stakes, either. Their statement says, "We are committed to building our global Mercedes-Benz High-Power Charging Network, with the first sites opening this year."

Mercedes have big plans for their own network. The same statement says that they plan to install 2,000 charging hubs globally by the end of the decade. That will comprise of over 10,000 individual charging points for users. The first of these will be opened by the end of this year, and will include both NACS and CCS chargers.

They're the latest in a line of major motor vehicle manufacturers to take on the Tesla technology. Ford are arguably the most notable other name to join the fray, with others like Rivian, GM and Polestar all following suit.

It's a big deal for the market. The current charger of choice for most brands is the CCS port. The NACS had previously been exclusive to Tesla models. That changed in 2022, when the brand opened up the design of their charger to other manufacturers.

Questions will still be asked over the quality of the experience for other vehicles. The current setup sees a Tesla car paired with a Tesla charger, which results in an experience which is almost universally well-liked. There's no guarantee that other manufacturers will enjoy the same smooth operation, though.

With a little while still to go until the relevant models hit the road, we'll just have to wait and see what happens.

There’s one feature that makes the latest Mercedes-Benz EQ range stand out from even the best EVs in the business. The MBUX Hyperscreen is an option on a number of the latest models, including the Mercedes-Benz EQS, and turns the whole dash into the kind of cockpit that might look at home on a spacecraft. 

The Hyperscreen is in fact, three screens in one, built into a single flowing glass display that extends across the whole dash. Behind the wheel is a 12.3-inch instrument display, while in the centre is a huge 17.7-inch touchscreen unit. On top of that, the front passenger gets their own 12.3 touchscreen display. 

The instrument display alone is impressive, with the option to show 3D mapping that really does seem to show serious depth – so much that I actually had to check the screen wasn’t 3D itself. With so many other spaces to show the mapping though, I tended to use this display purely for the vehicle dynamics. 

The centre screen is the real showpiece. This screen fills the centre console and makes the most of Mercedes’ clean and simple UX. While you can use Apple CarPlay or Android Auto to take over some of the functionality here, it’s almost a shame to do that. Firstly, as the MBUX Navigation is now really good and even music streaming (such as Apple Music) can be logged into directly from the system.

The MBUX system offers three ways to log in to your profile when you enter the car. You can scan your fingerprint on the small scanner in the centre by the start/stop button, enter a passcode on screen or use the visual recognition scanner that uses cameras built into the instrument display. All this keeps your information safe, and your individual settings ready for when you get in your car – or any other MBUX vehicle. 

The passenger screen is a real bonus, if you’re sat in the passenger seat, at least. This display has the same UX as the centre console screen but works completely independently. That means that the passenger can log in to their own MBUX account (or as a guest), connect their phone to play music, control the comfort settings of their seat and even do their own navigation without changing the main navigation settings. 

On some newer Mercedes-Benz EQ models, you have access to video streaming through Zync and a series of games available. This can be accessed both on the centre console and on the passenger screen and means that the passenger is free to play or watch films on the move, without disturbing the driver. The passenger screen will actually go dark if the driver tries to view the screen while moving, to avoid possible distractions.

The entertainment possibilities of these screens really come into their own when you consider the possibilities with Level 3 automation – the point at which the driver is able to take their eyes completely off the road and enjoy the entertainment. For now though, there’s also time to enjoy the screens while parked on when sat at an EV charger.

There is actually a fourth screen that comes with a Mercedes-Benz featuring the MBUX Hyperscreen, and it’s arguably the most useful. The head-up display on the Mercedes EQS is one of the best in the business. While some are narrow, with only basic information, this head-up display is much wider and offers detailed navigation information, with 3D arrows showing you the way, in addition to the speed and adaptive cruise control markers. It’s also nice and bright, and unlike some displays, is still nice and clear when wearing polarised sunglasses.

It’s a slight shame that the navigation information doesn’t show when using Apple Maps or Google Maps, via CarPlay or Android Auto. It’s another reason to stick with the Mercedes-Benz Navigation system for mapping.

There are plenty of great in-car display systems available in new cars, especially in electric vehicles. However, the Mercedes MBUX Hyperscreen is a real showpiece. This combination of screens has everything you need covered, from your vehicle settings to entertainment. When driving the Mercedes-Benz EQS though, it was the head-up display that I used the most, and is certainly the feature I would now never want to be without on a car.

You'd need to have been living under a rock this year to have missed the emergence of ChatGPT. The AI-fuelled chatbot has moved into a wealth of areas.

Now, Mercedes-Benz cars are getting in on the action. They previously announced that they would be adding the feature to their in-car voice assistant, in a bid to make it even more intuitive. A beta version of that update has just dropped, which is accessible on over 900,000 vehicles in the USA.

The Mercedes-Benz MBUX Voice Assistant – or Hey Mercedes, to its friends – is already part of a really intelligent in-car infotainment system. The car can learn your behaviours to make smart suggestions as you drive. 

For example, it can remember your journey to work and automatically load it when you get in the car in the morning. It can also make suggestions for alternative routes if your normal one is congested. It can even remember your favourite songs or radio stations to play as soon as you get in the car.

What's more, the whole theme of the car can be configured with different profiles. That means you can coherently change the ambience in the vehicle, to suit different occasions. You can even configure your own profile from the ground up.

ChatGPT is joining the voice assistant part of the system. The idea is to make voice commands more wide-ranging. Other voice assistants are built on pre-defined speech. And, if you've ever used one, you'll know the experience can be frustrating. If you don't get the command spot-on, you can be left high and dry.

Using ChatGPT as a base, the system should be able to process a much wider range of language. That means users should be able to speak in a conversational way, and have the car understand what you need and react accordingly.

Mercedes aren't the first brand to adopt this. General Motors announced a similar plan earlier this year. Their plan went as far as having the car guide you through repairing faults, and even booking itself in for service when needed.

Getting access to the beta version is really simple. Users can launch it from the Mercedes me app. Or – even easier – just say "Hey Mercedes, I want to join the beta program."

That will trigger an over-the-air update, bringing the new features to your vehicle.

I love driving, and I’d never want to lose the ability to take the wheel and control my own acceleration and braking through corners and along winding country roads. For longer journeys though, I now wouldn’t be without the automated driving technologies that some of the best electric cars offer. 

Last weekend, I drove north to visit some friends which is normally a gruelling three and a half hours each way. However, this time I was in the Mercedes EQS with its advanced driving assistance package and the hours just flew by. The system on the car is not fully automated – it’s a level 2 system that provides dynamic cruise control and lane keeping. 

While you still need to have your eyes on the road and your hands on the wheel, your feet can stay off the pedals for most of the journey. The car will keep you a set distance from any traffic in front, braking and accelerating when needed, and the steering will largely keep you in the centre of the lane, even around bends, so only the slightest adjustment is needed. 

Though you remain completely focused on the road, having these technologies active does take away much of the stress of long drives. It’s like sharing the driving with a copilot, but you’re always on hand to take over when needed. 

The Mercedes Driving Assistance Package Plus comes as standard on all versions of the EQS apart from the AMG Line model. The system uses the car’s in-built cameras, radar and ultrasound to constantly monitor the surroundings, including traffic and road conditions. It also factors in navigation data and live traffic information to help with the drive. 

When activated the system controls acceleration and braking, keeping you a set distance (changeable from the steering wheel) from anything in front, or to the side of you – to avoid undertaking. The Stop-and-Go Assist function means that it can be even used in traffic jams, where the car comes to a complete stop, setting off again with a quick press on the accelerator if stopped for a period of time. 

The Active Steering Assist doesn’t let you take your hands off the wheel but you can feel it constantly adjusting to keep the car in the centre of the lane at all times. It’s not perfect, and there were times I had to adjust myself but for the most part it does all the work as long as your hands remain on the wheel. 

There are also a number of emergency systems built into the package, including Active Brake Assist. This can detect other vehicles, as well as bikes and pedestrians that are in your path and automatically apply the brakes – at the same time, tighten your seat belt and issue a loud warning. While I found this a little over-sensitive at times, it did spot a motorbike that almost pulled out in front of me well before I did. 

Having already seen Mercedes’ Level 3 Drive Pilot system on trial in the US – which will not only let you take your hands off the wheel, but also your eyes – the Driving Assitance Package Plus is a nice precursor and makes me even more excited for effortless automated transportation. Suddenly taking long drives for the weekend seems less of an effort. 

The Mercedes-Benz EQ line of electric cars is pretty vast these days, covering equivalents to almost every ICE car it has. These aren’t just engine swaps though. Each EQ has been designed specially to make it the best EV possible. The Mercedes-Benz EQS SUV is based on the EQS saloon model, which in turn is a version of the S-Class. 

The EQS is different to an S-Class in many ways though, and likewise, the EQS SUV isn’t just an EQS that has been given a taller roof. While there is obviously a great deal of similarity in terms of styling, the SUV model is very much its own car. 

This model sits as the flagship of Mercedes’ electric range. However, there is also now a Mercedes-Maybach EQS SUV version that pushes the luxury elements of this car to even greater levels. I took one of the first EQS SUV models in the UK for a drive to see just how it performs. 

Price and availability

There are two choices of model here, the EQS 450 4Matic SUV and the EQS 580 4Matic SUV. While the 450 offers a 360hp motor (265kW), the 580 provides a hefty 544hp (400kW) while maintaining an almost identical range. The battery is capable of 200kW DC fast charging as well as the more powerful 22kW AC home charging option. New models come with six months of free BP Pulse membership for reduced charging prices, free standard membership for Mercedes Me chargers, and one year of free IONITY charging. 

The EQS 450 starts from £129,170 on the road, while the EQS 580 starts from £139,170. As with the Mercedes-Benz EQE SUV, it’s the more powerful model that is the most fun to drive. 

Design and features

From the outside, the EQS SUV does sit taller. It sits on large 21-inch alloys with more clearance and yes, it does have a higher roof. The large rear SUV door opens up to provide a much larger opening to the boot, and of course, due to the height, there’s lots more space in there too. 

While there are elements of the Mercedes-Benz GL range here, the more rounded features clearly tie this to the EQ range. That large flat grill, which contains so many of the safety and driving sensors looks impressive, if not as imposing as other manufacturers' versions. There’s that large three-pointed star badge in the centre too. The front headlights (that use digital light technology) blend into the grill at the front, and form a thin band across the rear. 

One big advantage is that this model can be configured with a third row of seats, giving the option to carry rather than the standard five, making it ideal for larger families. It’s a trade-off for boot space but makes this one of the few all-electric seven-seater SUV options on the market right now. 

There’s also the benefit of the panoramic sliding sunroof that comes as standard on all models and provides a huge amount of light into that giant cabin. 

Technology

For the driver, the infotainment displays are familiar and have almost the same layout as the EQS. While the AMG Premium Plus model I tried had the standard centre screen and driver instrument screen, the MBUX Hyperscreen comes as an optional extra here, or as standard on the Business Class models for the ultimate set-up. 

The MBUX system offers a very useable platform for both vehicle controls and entertainment. The layout is clear and based around an icon-heavy menu screen plus you can use the “Hey Mercedes” command for a wide range of tasks, even providing more general statements like, “I’m cold”, or “I’m tired”, to have the car offer changes to the climate and seats. 

The addition of Zync, Mercedes’ video streaming service, provides a mixture of shows, movies, sports and games that passengers can enjoy on the move, and the driver can use when parked up or charging. 

Your Mercedes Me profile allows you to maintain all of your preferences in any Mercedes car you get into and means that you can have different profiles for each driver. This also ties into the Mercedes Me app, which allows you to check the charging status, and pre-set the interior climate and navigation when you’re not in the vehicle. 

The EQS SUV uses digital light headlights as standard, which can adapt to traffic conditions – and even the side of the road you’re driving. The Driving Assistance Package Plus also comes as standard on all models. This includes evasive steering, emergency stop and distance assist safety features. It also includes steering assistance, speed adjustment and stop and go assist for sitting in traffic jams. 

Driving and performance

Inside, the big difference with the EQS SUV over the saloon is the driver’s seating position. As with the Mercedes-Benz EQE SUV, you sit very high in the EQS SUV. While you can, of course, lower the seat, to keep the instrument panel clear of the wheel – which is needed for face detection and monitoring – you need to keep the wheel high. You also need to be higher to get a clear view of the road in front of you. What struck me was how different it felt to drive at this height.

The EQS SUV is a big car, but thanks to the electric motor and the air suspension, it never feels heavy or bulky. It’s still very pokey and handles extremely well, plus it feels comfortable enough to make it ideal for long journeys and has the range for it too. Despite the higher stance of the car it still manages a range of up to 365 miles, which though 87 miles short of the saloon version, is still impressive for an SUV.

Should I buy the Mercedes-Benz EQS SUV?

Though the Mercedes-Benz EQS SUV comes from the same family as the EQS saloon, this is a car with different priorities. While both are luxury models, the SUV model is designed for utility. It has increased headspace and can hold a larger amount of luggage or people inside it. This feels more like a luxury family car rather than an executive transport – even though it could easily be both. What you gain in height and space, you ultimately lose in range, and even the 580 version is nowhere near as quick as the AMG 53 version of the EQS saloon. 

There will naturally be comparisons between the Mercedes EQS SUV and the BMW iX M60, seeing as they come at similar prices. Both cars are exceptional examples of luxury electric SUVs and though the BMW is ultimately quicker, I wouldn’t be disappointed with either. 

Motors don't get much more luxury than a Maybach and the latest model is a super-lux version of the Mercedes EQS SUV that makes most EVs look a little basic. The Mercedes-Maybach EQS SUV has taken what is already a rather special SUV and made it first class. In fact, it's more private jet level. 

The vehicle launches today at the Shanghai Auto Show, but I had an exclusive chance to view the car ahead of its launch. So while I can now give you the full specs of this model, I can also tell you what it's like to sit in. 

First, the technical side. This is an EQS 680 SUV, which uses two electric motors to 950Nm of torque and a 0-62mph of 4.4 seconds. Not bad for a car that probably weighs close to 3 tons. The range figures are still to be confirmed but Mercedes-Maybach is estimating up to 600km (372 miles). 

Exterior details of the Mercedes-Maybach EQS SUV

There are lots of external changes that instantly differentiate this from the standard Mercedes version. Firstly, there's the two-tone paint finish – a combination of obsidian black with either silver, blue, grey, gold or brown – which instantly gives the car that Maybach look. Then there's the grill, which follows the Maybach style with its vertical chrome strips. However, this is actually a flat panel that incorporates hidden radar sensors into the design. 

While it's the Mercedes three-pointed star that sits proudly on the front of the bonnet, Maybach is printed in the chrome directly below it and the Maybach logo is formed into a pattern in the front trim. One version of the car that I saw also has the Maybach logo pattern as part of the alloy wheel design, which looks really impressive. The Maybach logo is also incorporated into the chrome running boards along the side of the car. 

Badging on the car shows both the EQS and Maybach but there's a special digital light projection on entering and leaving the vehicle with the Maybach pattern animated from all four doors. 

Inside the Mercedes-Maybach EQS SUV

As nice as the outside of the Maybach looks, it's inside where it really counts, and here they have really gone to town. For the driver and front passenger there's a custom version of the MBUX Hyperscreen, with a unique start-up display, a deep blue visual appearance to the displays and a special instrument cluster in 'Maybach mode'. 

All of the soft furnishings are finished in an exclusive Nappa leather, and come in a choice of warm colours, such as the espresso brown and macchiato beige, as well as a crystal white. This leather is vegetable tanned using a more sustainable process. This is then paired with natural wood trims and black lacquer. All four seats also have the comfiest pillows on the headrests. 

This is a car designed to be driven in as much as it is to drive, so it's the rear passenger seats where you find the true luxury. Here you get two 11.6-inch displays with all the MBUX entertainment options, and a central tablet display in the arm rest. The executive seats offer ventilation and massage functions, while the rear left (for right-hand drive) passenger seat will recline right back, automatically adjusting the front passenger seat forward, to allow you to really stretch out. 

The model I saw also had the optional thermal cup holders in the rear to hold the silver-plated champagne flutes safely in position, and a removable fridge in the boot, which can be accessed through the central armrest.

As you would expect, the sound system is the finest Burmester 4D system with Dolby Atmos sound and includes 15 speakers throughout the car. To ensure a silent space, there's a special fixed luggage compartment cover to seal the cabin from any road noise that might come from the boot.

This really is an incredible vehicle and really elevates what is already a very special electric SUV into a true limousine. There's no confirmed price for the Mercedes-Maybach EQS SUV as yet, but I would expect this to be over £200k at least. If you have to ask, in this case, you probably can't afford it. 

The Mercedes-Benz EQE SUV sits below the new flagship EQS SUV, offering those looking for a luxury electric SUV a slightly smaller and more affordable option. It also gives those potential E-class – or EQE users – something taller and more adaptable to off-road, or at least to fit in everything the family needs. 

I can imagine a time, not long in the future, when Mercedes won’t need to put the SUV designation behind these names. Saloon (or sedan) cars are proving to be less popular than their SUV offerings across all brands and has seen the number of options in this style dwindle. Right now though, Mercedes is giving its electric users a clear choice of styles. Does that mean we’ll also see an EQC SUV? More than likely. 

SUV’s for the most part are more practical family cars. They offer more boot space, more headroom and a higher driving position that can feel safer on the motorway. I can see why anyone with a family would opt for one, so I expect that this SUV version of the EQC will be a popular choice. After all, it offers all those advantages, while not looking too SUV-like from the outside. 

I spent some time behind the wheel at the launch of the EQE SUV to discover what this EV is like on the road. 

Price and availability of the Mercedes-Benz EQE SUV

There are two versions of the Mercedes-Benz EQE SUV coming to the UK, the EQE 350 4Matic and the EQE 500 4Matic. These start from £90,560 for the 350 model with the AMG Line finish. The AMG Line Premium for another £8700 adds 21-inch AMG alloys and Burmester surround sound. There’s also the AMG Line Premium Plus, which comes with 22-inch AMG alloys and Hyperscreen as standard, and the Business Class model, which adds 21-inch AMG alloys and special body styling. The top-of-the-range EQE SUV AMG Line Premium Plus will cost you £122,455. 

These are available to order now via the Mercedes-Benz website, with availability expected in summer 2023. 

Design and features

The Mercedes-Benz EQE SUV is a great-looking car, arguably even more so than the EQE saloon. There’s the distinctive Mercedes-Benz grill, with the large three-pointed star badge that’s stacked full of driving sensors and made smooth and slippery for the airflow. There’s the gentle curve of the body that looks enlarged but not boxy as it finishes in a flourish to the rear.

There’s a range of paint finishes, though it's the Alpine grey that really stands out to me, though the sodalite blue metallic may also prove a popular alternative for EV buyers looking to avoid the typical silver and white options. 

The interior is beautifully finished with a familiar EQ style. It’s modern and spacious, though not void of buttons and switches completely. Everything feels big and padded around the driver's seat, from the steering wheel to the centre console. It’s not to the same level as the EQS models, as you might expect, but it fits what you might expect from an E-class or something of this level. 

That higher body also means more boot space, and here you get 520 litres of storage behind the rear seats, or 1675 litres with the seats laid flat. If you need more, the EQE SUV can also tow up to 1,800 kg for a trailer or caravan. 

The technology inside the Mercedes-Benz EQE SUV

For those wanting the best tech, the EQE SUV comes with the option of the MBUX Hyperscreen on the Premium model – or as standard in the Premium Plus and Business Class models. This combines a 12.8-inch vertically curving centre screen with a larger 12.3-inch driver screen behind the wheel and a third 12.3-inch display in front of the passenger seat, all housed behind a single curving dash. Turned off you might think they were all part of one giant single screen but these are three separate, though interconnected, displays. 

Ambient lighting runs along the top of the dash and along the doors, providing a changeable set of colours. These also double as warning lights when required. The effect can look a little disco at times but with a little setting up you can find colours that suit you. 

The MBUX system includes Zync video streaming for use on the centre display when stationary or on the passenger’s screen while moving. There’s also a range of games and apps that you can play while sitting in a charging bay, or by the passengers at any time. The system also allows you to connect to your Apple Music account to stream music and to your phone to give you access to Apple CarPlay or Android Auto systems. 

When it comes to sound, there’s the option for the Burmester 3D surround sound system audio set up, which also provides Dolby Atmos / Spatial Audio content. It’s something I’ve seen in the EQS models as well as the S-Class and it sounds just as incredible here. 

Driving and performance

The range of the EQE SUV is up to 334 miles on the 350 and 324 on the 500. This is pretty impressive for a vehicle of this size and weight (2,580kg), particularly an SUV-style one. This comes thanks to some clever design work by the aerodynamic team to ensure that the airflow is directed smoothly around the wheels and under the car. With the 19-inch wheels, this has a drag coefficient of just 2.5, which is equal to the BMW iX and Porsche Taycan. However, in the UK, only the larger 20, 21 or 22 alloys are available which puts it up a fraction to 2.6, which actually still matches that of the Mercedes EQE saloon.

It uses a 90kWh battery and provides up to 170kW DC charging, which is a 32-minute 10% to 80% charge at full power. From the Premium model upwards, you also get the faster 22kW AC charging option for home charging.

There’s a couple more tricks up the EQE SUV’s sleeve that also help with the range, the first being the heat pump. In the winter this makes use of heat generated by the batteries and the motor and uses it to help heat the cabin. The heat pump alone accounts for up to 10% range improvement in cold conditions – an area that EV owners have suffered with.

The second factor is even more clever. Though this is a 4x4 vehicle with dual motors powering both front and rear axles, the front axle can be decoupled when not needed, to reduce strain on the motors. This all happens automatically and in a fraction of a second and can add up to 6% to the range, according to Mercedes. The onboard display can display when this is happening, which is often when coasting or decelerating.

To help manoeuvre the EQE SUV in tight spaces, it also features rear steering. The rear wheels can turn as much as 10 degrees, which really helps when turning the car around or parking. Of course, there’s also the Mercedes Parking Assistance technology on board, which will place you in a spot automatically, should you wish. 

There’s the Driving Assistance package Plus as standard on all but the regular AMG Line verison. With Active Distance control and Active Lane Keeping Assist, you have level 2 automation to help with those long-distance drives.There’s also the Intelligent Parking Pilot with remote parking assist, to get you into the tightest of spaces with ease. I’d love to see the level 3 driving assistance come to the EQE SUV in the future, as it would certainly open up the possibilities of that Hyperscreen to the driver as well as the passengers when in traffic. 

The 500 version of the EQE SUV is considerably more pokey when you put your foot down, so if you want a car with power, I’d opt for that version. Though at 402hp with a 4.9-second 0-62mph, it’s still not as wild as others in the sector. Driving in its comfort setting gives a relatively smooth and gentle ride, though smaller potholes and bumps are noticeable, particularly with the larger wheels on. Switch the car into sport mode and everything tightens up a bit, though the air suspension does a great job at keeping the car level in all modes, even in tight, fast turns. 

One thing I really noticed about the EQE SUV was that the driving position is pretty high. The display behind the wheel is in a fixed position, and the sensors on the display need a clear view of your face through the gaps in the steering wheel, so you’re not left with much choice but to lift the wheel up, and the seat to match. This immediately feels very different to the saloon models, but will suit those drivers who like that positioning. 

Should I buy the Mercedes-Benz EQE SUV?

There’s no doubt that an SUV offers benefits to users over a saloon model, and the Mercedes-Benz EQE SUV does a great job of incorporating those benefits without losing the look and feel of the original EQE. It’s a more family-friendly version, particularly for those with a couple of kids in tow. While those who really love to drive or be driven will be better served by the saloon model, the SUV provides an all-purpose solution. 

Though I’m still a big fan of saloon cars, it feels natural that models such as the EQE SUV will soon replace them altogether. However, this car proves that SUVs don’t need to look big and boxy to offer that extra room and height. 

If you're at the absolute pinnacle of an E-sports career, it stands to reason that you'd be supported by some of the best accessory manufacturers in the game. That's exactly what the Mercedes-AMG PETRONAS team have with Noblechairs. We're big fans of Noblechairs here at T3 – they make some of the best gaming chairs on the market right now.

I recently got hands on with the Noblechairs Hero ST TX, while the Noblechairs Epic Series bagged a five-star review last year for its comfort and stylish design. When it comes to extended sitting sessions, you're in safe hands here.

Today, Noblechairs announced the continuation of their support for the Mercedes-AMG E-sports team. The partnership also features other brands on the Overclockers roster, bringing the best gaming headsets and gaming keyboards to the team.

What's more, fans of the team can pick up the Noblechairs Epic gaming chair in a special Mercedes-AMG covering. That means users can get the same experience as their favourite virtual drivers, in the comfort of their own home.

The chair base is powder-coated with the iconic silver that Mercedes is known for, with green stitching to match their logo. Vegan-friendly faux leather covers the chair, with carbon fibre-effect detailing for added racing credentials. The Mercedes logo is stitched into the front and back of the headrest, as well as the head and lumbar cushions.

Elsewhere, the chair follows the same form as the regular Epic model. Users get 4D armrests, a supportive and deformation-resistant cold foam seat with a steel frame, and an aluminium base.

Levels of autonomous driving are now commonplace in modern cars, from adaptive cruise control and lane centring to braking and parking but all require you to be alert and ready to take back control. Level 3 automation is different. With this, not only can you let go of the steering wheel but you can legally take your gaze away from what’s happening on the road. That means you can watch a movie, play a game or if you really want to, do some work. 

The Mercedes-Benz Drive Pilot is a Level 3 system and is available on the Mercedes EQS and Mercedes S-Class models in Germany and the US state of Nevada. It’s also expected to be cleared for use in California later this year. 

Drive Pilot works at speeds of up to 40mph on roads with at least two lanes on each side and either a central barrier or area of separation. That means motorways or autobahns – highways or freeways in the US. That’s perfect for times when you’re stuck in traffic and means rather than staring at the bumper of the car in front, you can make use of the car’s entertainment system. 

Next year in Germany, that top speed is expected to rise to 55mph (80kmh) but Mercedes is aiming to reach 80mph (130kmh) with its new MB.OS and Nvidia technology that’s coming in vehicles from 2025. That would allow for all motorway driving to be done with Level 3 autonomy as well as inner city driving. 

I got the chance to experience Drive Pilot in Sunnyvale, California, the home of the Mercedes-Benz Research and Development North America, with one of its test drivers. As the car got into traffic, the lights on the steering wheel illuminated to show Drive Pilot was available and with the dedicated steering wheel button pressed, the lights changed to turquoise to confirm that it was now active. 

With Drive Pilot engaged you can see the graphics in the driver’s screen monitoring the cars around you while you can leave it to it. The MBUX system provides access to streaming movies, and simple games such as Tetris and Pairs. The new generation of MBUX, expected later this year will offer a wider range of games, video conferencing through WebEx and Zoom, and even TikTok. 

The system worked perfectly, keeping the car rolling along in the northern Californian daytime traffic. If there are any problems, the car alerts you to take over control, giving you 10 seconds to respond before bringing the car to a complete stop. You can also choose to take over control yourself by moving the steering wheel or pressing on the accelerator. 

Right now the Drive Pilot system doesn’t offer any lane-changing options, and can’t be used on the on or off-ramps, however, this is likely to change as the system is updated in coming years. The top speed of 40mph also means that unless the traffic is really bad, you could be taking back over control sooner than your thought.

The one thing you can’t do with Drive Pilot is fall asleep. The car will still monitor your blink rate to make sure you are awake and able to step in if needed. If it detects you’re falling asleep, it will ask you to take back control or bring you to a stop.

Being able to properly take your eye off the road though, even for these periods of traffic could make a big difference to your commute. I find the advantage of travelling by train to the office, is that I can get some work done on the journey. If I was able to check emails and even do a little work while sat in traffic in the car, it would be even better.

For me, Drive Pilot is the first autonomous system that looks to be a real step towards that dream of self-driving cars. I can easily see this in the next five years being able to take care of whole journeys from home to work, and that for me will be the perfect commute.

In what will undoubtedly be a blow to Tesla, Elon Musk and the company’s Autopilot driver assistance system, Mercedes has taken a step closer to full automation with its rival, called Drive Pilot.

The system’s new Level 3 automated driving capability has just been certified for use on public roads in the US state of Nevada, putting Mercedes ahead of all of its rivals, including Tesla.

Drive Pilot is available on the latest, 2024 model year Mercedes S-Class and electric EQS cars. The system is described as being capable of “conditionally automated driving”. With it enabled, Mercedes says the system “will allow the driver to hand over the dynamic driving task to the vehicle under certain conditions.”

Mercedes goes on to explain how Drive Pilot’s Level 3 function can be used “on suitable freeway sections and where there is high traffic density”. It can take over the driving at speeds of up to 40 mph, controlling the car’s speed, distance to the vehicle in front, and lane position.

The German carmaker added: “The route profile, events occurring on the route and traffic signs are correspondingly taken into consideration. The system also reacts to unexpected traffic situations and handles them independently, e.g. by evasive manoeuvres within the lane or by braking manoeuvres.”

The relatively low speed limit and preference for dense traffic means this system should help drivers navigate frustrating stop-start motorway traffic; the sort of environment that Level 2 systems have managed with for years now, but now handled with greater intelligence.

Mercedes says it plans to offer the system in California later this year, with certification documents filed with state authorities.

The latest iteration of the Drive Pilot system uses lidar and cameras, as well as a microphone for detecting the sirens of emergency vehicles and sensors in the wheel arches for identifying wet road conditions. Cars fitted with Drive Pilot also have redundant steering and braking actuators, as well as a redundant electrical system so that the vehicle remains driveable if a system fails and the driver needs to take back control.

If the driver is unable to resume control, perhaps because they have suffered a health problem, the car will slow down, stop, switch on the hazard warning lights and call the emergency services. Tesla cars also do this if their Autopilot system’s requests for the driver to resume control are ignored.

Mercedes also recently announced plans to build its own electric car charging service, similar to the Tesla Supercharger network.

I'm not always a fan of sitting in the back seat of cars. Unless of course, it's a car designed around that back seat. There are only a few models where you truly feel the driving experience is all about you while sitting in the back but one of them is definitely the Mercedes S Class. 

There's a reason the S Class has been the car of choice for dignitaries, royals and world leaders for decades. It's because sitting in the back you feel completely looked after. The good news is that the experience for the driver isn't too bad either. 

To find out just how good, I tested the new top-of-the-line S580e Long AMG Line Premium Plus Executive (only the Maybach sits higher). This plug-in hybrid (PHEV) features a 3-litre straight-six petrol engine, capable of 367hp, plus a 28.6kWh battery that will give you 150hp. Use them together in Sports Mode and that's a lot of power. 

If you want a fully electric version there is the Mercedes EQS, which also comes in an AMG version, but unlike the BMW i7, it's a slightly different car to the rest of the S Class range. 

Mercedes S580e design and features

The benefit of having the fully electric line separate is that it was able to play with the design while leaving the S Class a little more traditional. For fans of the S Class, this model looks and feels every bit the classic W223 – only the seventh generation since 1977. When you look closely though, there's a lot of technology going on. 

From the digital lights with ultra range high beam – that create blackout zones around other cars so as not to dazzle them – to the 7-inch rear MBUX tablet for the passenger to control the seats, blinds and lighting, this is every bit a tech fan's playground. 

In the front, there's an array of displays to access. In addition to the 12.8-inch OLED central screen, there's a 12.3-inch 3D display in front of the steering wheel that really gives a convincing 3D map view of your route. Then there's a head-up display on the windscreen so that you can keep your eyes on the road. This was actually far clearer than many I've seen and was still visible through polarised sunglasses (many aren't). 

The MBUX system is a very useable OS and I found myself quite comfortable using the "Hey Mercedes" voice command for everything from selecting a destination to lowering the rear blinds. You can, of course, link it to your phone for Android Auto or CarPlay functionality but if you have the data package – or tether from your phone's data – you can sign into your music subscription service in the MBUX and play music directly. That's also a benefit when it comes to sound quality, as the Burmester 3D surround system includes sound personalisation to get the sound the way you like it, and Dolby Atmos in all 2023 cars, which sounds incredible. 

The system loads your MBUX profile on entry and it can be secured with a fingerprint scan, voice recognition or face ID from the driver-facing camera behind the steering wheel. It meant that when I signed in, the driving settings I had used on previous Mercedes were loaded in and even my seat position was adjusted. 

Talking of seats, there's a huge amount of control available in the Comfort section of MBUX for the driver and passenger. Seat dynamics allow you to change the lumber support and the side bolsters can hold you in place around corners, which feels strange at first but is actually useful. There's also massage functions on both front seats with a range of styles, from energising to hot shoulder massages for long journeys. 

In the rear, there are also seat controls to recline, heat and cool, and with the Chauffer package, the front passenger seat folds forward and gives a small footrest to add to that comfort. Surprisingly though, there are no massage functions on the rear seats, no leg supports and no option for the rear seat entertainment screens, as in the Maybach model.  

Mercedes S580e driving and performance

While many drivers are reticent to go to a fully electric car, hybrids offer many of the benefits without that range anxiety. Being a Plug-in Hybrid, the S580e is exempt from the Ultra Low Emission Zone (ULEZ) fees that now apply in many cities, and for the 100% discount on the London Congestion Charge, when driving it in electric-only mode. For this, the battery will give you up to 63 miles of range. 

It's the combination of battery and electric though which is most impressive on this car. It uses the battery as a boost and then uses braking regeneration to put power back to the battery. That combination means better fuel efficiency, taking an otherwise 34mpg up to 60mpg or more on some drives. This can drain the battery pretty fast though in Sports mode and even switching to the Battery Hold mode (only using the engine) I was unable to add back more than a couple of miles to the electric range. 

The good news is that, unlike many PHEV batteries, this one is capable of DC fast charging, which means you can charge at a fast charging station at up to 60kW. That should get you from 10% to 80% in around 20 mins. If you have a home charger, expect it to take a few hours. 

For a car that weighs nearly 2.5 tonnes, the S580e is pretty quick off the mark, giving a 5.1-second 0-62mph. Due to the suspension, noise dampening and seat support though, you don't really feel that acceleration – you just reach the speed before you know it. Only when holding the battery power back (going petrol only) could you really hear that engine come to life. 

When braking though, you do feel the weight of the car. Luckily the brake pedal has a very long range, allowing you to press gently to allow a slow deceleration, or really stomp on it when you need to stop fast – which it will do when asked. 

Despite the generous air suspension the S580e never wallows or rolls around those corners. It's not the kind of car you'd want to take around a track but you know it will stay on point when needed. This is, after all, a car designed for comfort first. 

Should I buy one?

With prices starting from £104,490 for the S580e AMG Line, going up to £113,880 for the Premium Executive model tested, this will cater to a very select audience. However, if you are looking for a high-end luxury limousine, the S580e is probably the most sensible model to buy. 

Not only is this an incredibly luxurious car, with all the tech, but the plug-in hybrid battery will save you money on fuel, and congestion charges. While the Mercedes EQS has a more modern design and the environmental benefits of being a full EV, the S580e has a classic style and gives you a much greater range for those long drives, without having to search for charging stations. 

If you want to arrive in style, this is the car that makes an entrance. Meanwhile inside you benefit from beautiful surrounds, incredible music and all the latest tech. 

Ask anyone who owns an electric car the worst thing about it and I guarantee everyone will have the same answer - public charging. From faulty chargers to long waits and a baffling number of services and apps, the public charging experience is simply not smooth enough.

I've experienced numerous occasions when I've gone to charge at a shopping centre or motorway charge point and the machine inexplicably refuses to work, or I've needed to download an app while in an underground car park with one bar of 2G.

One of the best things about owning a Tesla isn't the renowned build quality or software reliability, it is access to the brand's massive Supercharger network, which aims to ease many of these headaches.

It seems like Mercedes has realised this, and has now announced a luxury charging network of its own to rival the Tesla Superchargers.

While Superchargers are available exclusively for Tesla owners, the Mercedes Charging Network will not be exclusive to Mercedes vehicles, it will be open to drivers of all brands with compatible technology. 

If you do happen to own a Mercedes EQ vehicle, whether that's an EQS, EQB or anything in between, you can expect preferential access, with a reservation function as well as other benefits.

The new charging network will also play nicely with Mercedes-Benz Electric Intelligence Navigation, which makes life easy by automatically optimising route planning, incorporating the best charging points and reserving spaces in advance.

The system will know how busy each location is and ensure you can immediately access the reserved charging point at the required time. 

Mercedes also hopes to further enhance this seamless experience with the “Plug & Charge” function, where the charging station communicates directly with the vehicle via the charging cable, removing the need for manual authentication via card, app or head unit.

As for the charging network locations, depending on region, the hubs will offer 4 to 12, and ultimately as many as 30, high-power chargers with up to 350 kW of charging power. 

The optimised station layout will ensure plenty of space around the vehicle as well as unhindered charging from either side. Where feasible, charging points will be covered for protection from the weather.

The locations and surroundings of the Mercedes-Benz charging hubs will be carefully selected and should have food outlets and restrooms situated nearby. Facilities will also be equipped with surveillance cameras and other measures to provide a safe and secure charging environment.

Mercedes-Benz chose CES 2023 to announce the rollout of this high-power charging network will start this year in North America. 

By 2027, a network totalling more than 400 hubs across North America with more than 2,500 high-power chargers is planned, These hubs will be located in key cities and urban population centres, close to major arteries, convenient retail and service destinations.

The aim is to have the full network in place before the end of the decade, with hubs in Europe, China and other key markets around the globe planned following North America.

I recently visited Mercedes' UK headquarters in glamorous Milton Keynes to drive the new GLC 300 e, but while I was there I was given the chance to spend some time in the Mercedes-AMG GT 63 S E Performance.

It's an offer I wasn't going to turn down - the GT 63 S E Performance is the most powerful production vehicle Mercedes has ever made. It features the legendary AMG 4.0-litre V8 bi-turbo, capable of developing 470 kW, paired with a powerful, electrifying motor that brings a further 150 kW to the table. In total, it's capable of producing 831bhp and 1084Ib ft of torque in overboost mode.

As I was walking towards the car, Mercedes' car wrangler warned me the car was fast, but I really wasn't prepared for how fast the AMG GT 63 S E Performance really is...

I first got a taste of the performance on tap in the car park when I gently nudged the throttle - I lightly tapped the accelerator as I would in a normal vehicle and the GT 63 jolted forward as if I was starting on pole in Formula 1 race. It was a slightly humbling experience.

After re-wiring the connection between my brain and my right foot, I slowly exited Mercedes' HQ. When I was out of eye line, it was time to fully explore what the GT 63 E Performance is capable of...

Planting my right foot on the throttle unleashes a symphony of sound, acceleration and exhilaration.

Now, I've driven fast cars before, from McLarens and Aston Martins to Porsches. The trouble is they all look like fast cars, but the AMG GT 63 E Performance, to the untrained eye at least, looks just like any other Merc business saloon (it even has four seats and four doors).

The performance couldn't be more different.

The exceptional drive system inside the AMG GT 63 E Performance was originally developed for Formula 1. It can accelerate from 0 to 62 in just 2.9 seconds.

What's most impressive is how instantaneous everything feels. The electric motor, developed exclusively by AMG and with an ultra-light high-performance battery, delivers its power directly to the rear axle – with no delay. So as soon as your foot touches the throttle the car responds.

This ultra-light lithium-ion battery has been developed jointly with High Performance Powertrains, the Mercedes-AMG Petronas F1 engine builder. It features an innovative cooling system, with all 560 cells cooled individually and in parallel to an optimal 45°C. This protects the system from overheating even during extremes of performance and ensures that it remains powerful, long-lasting and safe.

It's totally addictive, and Milton Keynes, with its endless roundabouts, is the perfect place to test it.

I’ve reviewed my fair share of battery-electric vehicles for T3 and while I truly love what they represent, there’s no denying that right now, at the end of 2022 and the beginning of 2023, plug-in hybrids are more appealing to most people. They offer the best of both worlds: in town they run in all-electric mode, while on long journeys they benefit from the range of the combustion engine.

Now, Mercedes is one of the market leaders when it comes to pure electric vehicles, with a range of class-leading EV models. I’ve driven many of them, from the EQS to the EQE and EQB and think they’re all fantastic vehicles, but the German brand is also investing heavily in hybrid cars.

The latest hybrid model, the Mercedes GLC 300 e, is now on its third generation and promises more power, more range, and more fun. I recently had the chance to get behind the wheel of the new hybrid GLC - here are my initial thoughts…

The biggest changes to the GLC are under the bonnet. There are a number of innovations in the powertrain and gearbox that have improved the power output, torque and efficiency. 

It means the 2.0-litre petrol engine can generate 211 hp and 350 Nm, with an additional 122 hp available from the electric motor. That’s good for a 0-62 mph time of 6.8 seconds.

In terms of efficiency, the 13.5 kWh battery helps the GLC achieve 117.7 combined mpg and emissions of just 59 g/km of CO2. It has an all-electric range of up to 30 miles, which is perfect for shorter journeys. 

To make the vehicle more efficient overall, the intelligent, route-based operating strategy activates the electric driving mode where it is most appropriate for the route. For example, it takes into account navigation data, topography, speed limits and the traffic conditions for the entire journey.

I was seriously impressed with how refined the hybrid GLC felt while driving around, and even found it difficult to distinguish when the petrol motor kicked in.

The high level of refinement is carried inside, the model offers typical Mercedes levels of comfort and functionality. The interior has been updated to appear more modern, minimal, and spacious. It feels like a highly versatile premium SUV, but that's what you'd expect, as the GLC 300 e starts at £49,687.

At the heart of the GLC's cabin is the intuitive Mercedes-Benz User Experience (MBUX) infotainment system. It's one of the most advanced out there and fairly intuitive. It now features a large portrait display, which is clear and easy to use while driving.

In terms of exterior design, very little has changed to the untrained eye. That’s no bad thing though, as the distinctive mix of off-road and sporty looks just seems to work. One change is that the GLC now has LED High Performance headlamps as standard. Their contours have become smaller and flatter, making the torch-like outline of the daytime driving lights even more prominent, and the typical Mercedes-Benz light signature even more recognisable. 

Overall, the GLC 300 e is an excellent update and has become one of the most capable and versatile luxury SUVs out there.

Track days can be a lot of fun. You get to test your driving skills in a safe, controlled environment and push the car you’re driving to the limit of its handling and grip. The only thing better than a track day, in my opinion, is a track day in a really special car.

I got to visit Mercedes World in Weybridge, the spiritual home of Mercedes Benz in the UK and tried some of the latest AMG models around its handling tracks, including the AMG version of the all-electric Mercedes EQS. You can visit Mercedes World 363 days of the year to either marvel at some of the cars on show, or try your hand behind the work in one of the driving experiences.

Mercedes Benz has a rather unique feature for its AMG models to provide feedback on your track-day driving. The AMG Track Pace is available in the latest AMG models with MBUX display and can provide you with detailed telemetry from your drive, including lap times, acceleration and braking, to analyse your driving performance. There are maps of race circuits that can be downloaded to the car and even the ability to create a video of your drive from a smartphone camera.

The kind of telemetry that AMG Track Pace offers would normally require pricey extra equipment to be installed into the car to monitor all of the elements of the drive. So the fact that this all comes from a price of around 323 Euros for the upgrade is all the more impressive.

Versions of the AMG Track Pace have been around for a few years now. However, the latest update provides a brand-new interface for display in-car and on your AMG Track Pace app on your phone. This data can then be shared and even compared with other AMG drivers, who have raced the same track, in a virtual leaderboard.

Track Pace has 60 of the world’s best-known race tracks pre-programmed into the system for your to race. You can also input your own course, including start and end points and sectors for split timing. When into the lap recording, the software records up to 80 pieces of vehicle-specific data and delivers them live to the dashboard for real-time feedback. This data can then also be reviewed after your race, on the car’s display or on your phone (connected with your MercedesMe account).

As well as lap times, Track Pace can record drag race timings for set distances, such as quarter-mile, or any pre-set distance. It will then give you not only your precise time, but also your top speed, acceleration, deceleration and braking.

For some real gamification of your track laps, the software can superimpose a ghost car onto the track (on the MBUX display) to compare your current progress with a previous lap. The ambient lighting inside the car turns green if you’re ahead, or red if you’re behind on the reference lap, adding to the need to beat that record.

You can choose which bits of data display on your screens while you drive. On models with a passenger screen, such as the Mercedes AMG EQS 53, you can have your telemetry display there to be watched by your copilot, or in my case, my instructor.

Another nice feature of the AMG Track Pace is the video functionality. This requires a connected smartphone to be mounted on the windscreen to record your lap performance both inside and outside of the car. At the end of your session, the app will then send you the video from your best lap.

While you can opt to download the straight video feed from inside the car, you can also get a pre-made highlight reel. This mixes both interior and exterior video with some fancy AMG racing graphics to create an easily sharable clip of your drive. You can see mine from the AMG A45 S below as an example.

Reviewing previous laps using the AMG Track Pace tools helped to identify where I was going wrong, and where that slow in, fast out rule is actually right. Having the ghost car and comparison indicators during the lap pushed me harder trying to shave seconds off my time, and in the end, led to a much-improved performance.

This software is really clever and while it won’t appeal to all drivers, it turns your car into the ultimate track day toy and that is guaranteed to put a smile on your face.