Mercedes-Benz Reviews

The new Mercedes-AMG GT 4-Door Coupe might be the most entertaining EV yet, but it's one the German brand is only too happy to charge a large premium for. When it lands in March 2027 it is expected to be priced above $350,000, before on-road costs, making it a close match for the $374,200 (plus ORCs) charged for the Porsche Taycan Turbo S. A much cheaper option is the Polestar 5 Performance ($193,100), but it can't quite match the AMG's thrust. Another option would be the BMW M5 plug-in hybrid that is also significantly more affordable ($263,400), but slower. In other markets the Mercedes-AMG GT 4-Door Coupe is available with either dual or triple motors and Mercedes-Benz Australia hasn't made up its mind which variants will be making the journey Down Under. It's a safe bet, says the local outfit, that performance car fans will be offered the mightiest GT 63 variant, but question marks hang over both the mid-spec GT 55 and entry dual-motor GT 53. Earning it the accolade of the 'most advanced EV on sale', the GT 63 and GT 55 come with three axial-flux e-motors that have been developed by a Mercedes subsidiary. Previously, you'd only find the pancake-shaped motors in exotic hybrids from Ferrari, Lamborghini or McLaren, and in the large four-door sedan they bring substantial weight savings, plus plenty of power and torque, while delivering substantial packaging benefits thanks to their compact size. Helping to achieve the massive outputs, the state-of-the-art motors are combined with an equally advanced lightweight high-performance battery. Developed with help from engineers from the Mercedes F1 team, the all-new 106kWh (usable) nickel cobalt manganese aluminium (NCMA) battery uses an anode and cathode with high silicon content, while the slim cylindrical cells are submerged in an oil bath that includes next-generation cooling tech for the benefit of high output. The result is that the most powerful GT 63 produces a dizzying 860kW of peak power, with as much as 2000Nm of torque. Those figures translate into a 0-100km/h drag race that's over in 2.4 seconds, and a 0-200km/h dash of 6.8 seconds – 0.1 seconds quicker than the AMG ONE hypercar. Top speed is 300km/h with the AMG Driver's pack. The lesser GT 55 is almost as quick (0-100km/h in 2.5 seconds), even with significantly less peak power (600kW), although torque remains herculean at 1800Nm. Finally, the entry GT 53 uses a pair of conventional motors but musters 400kW and 800Nm of torque for a brisk 0-100km/h sprint of 3.9 seconds, although its top speed drops off to 250km/h. The new battery and a whole host of active aerodynamics ensure all variants of the Mercedes-AMG GT 4-Door Coupe come with impressive efficiency and range, considering the performance on tap. Choose the entry model and, thanks to active vanes in the front grille, plus two further underbody spoilers and a pop-up rear wing, the base GT 53 comes with a slippery 0.21Cd drag coefficient, which sees versions with the smallest wheels average 15.6kWh/100km and drive up to 809km on a charge. If anything, considering how quick they are, the two triple-motor variants are even more impressive, with the front-motor disconnecting when not needed, reducing energy consumption to 17.8kWh/100km for a WLTP-verified range of 700km. Those figures are almost repeated by the flagship GT 63 which returns 17.9kWh/100km and a 696km range. Compared with models like the Porsche Taycan, the AMG sedan can travel further than the maximum 678km the fellow German can drive. The Mercedes-AMG GT 4-Door Coupe is one of the fastest-charging EVs we've ever driven, but good luck trying to find a charging post Down Under that can deliver its headline 11-minute 10 to 80 per cent top-up, as the 106kWh battery pack can handle peak charging above 600kW. That rate is well beyond the 320kW top-up that close rivals like the Porsche Taycan offer, which takes 18 minutes for the same battery refill. AC charging for the Mercedes-AMG GT is limited to just 11kW, with no time yet confirmed for a 0 to 100 per cent top-up. Many might prefer what's happened within to the Mercedes-AMG GT 4-Door Coupe's brash exterior styling. Making a break from other Benz models that have adopted a full-width hyperscreen layout, the hot AMG sedan comes with a 10.2-inch digital cluster, a 14-inch multimedia screen angled towards the driver, and a third 14-inch display for the passenger. Oversized brushed aluminium turbine air vents make an appearance, as do a pair of air-cooled wireless charging pads for phones, plus two cupholders. What might be unexpected is the dominant centre tunnel that, instead of a transmission or propshaft, neatly packages all the trick cooling for the battery. Living next door to the cupholders are three new dials that help tailor the AMG's driving dynamics on track, adding to the racy feel. Despite the rotary controllers, there's a lack of physical buttons, with the driver having to rely on the slick centre screen and multi-function wheel that also contains two extra configurable dials for the driving modes and damper settings, ESP or driving sounds, among others. Measuring in at 5094mm long, 1959mm wide and standing just 1411mm tall, with a generous 3040mm wheelbase, designers have blessed their latest four-door with imposing proportions that also helpfully unlock a useful amount of head- and rear legroom. The all-new platform also leaves a welcome gap in the battery pack to house rear passengers' feet. Make no mistake, the new AMG is no S-Class alternative. Access to the rear is via a narrow aperture, but there's decent comfort to be found for adults in the second row, although boot space is limited to just 415 litres, with the frunk only adding 41 litres to that tally. That being said, there's still far more space than in a Porsche Taycan, which also has a smaller rear boot (408 litres). The Mercedes-AMG GT 4-Door Coupe is the most entertaining EV yet. Climb behind the wheel and you sit low in its driver-centric cockpit. Twirl the Ferrari-style rotary dial to Sport+ and an angry V8 erupts under the bonnet. Grab the brake with your left foot, slam the throttle to its stopper and the deep, meaningful booming roar builds to a crescendo as it butts heads with the rev limiter. Drop the brake and the launch takes your breath away with second gear needed within the blink of an eye before third and then fourth are required to keep pace with the relentless acceleration available. The experience is everything you might hope and wish for from a proper petrol-fed AMG – and what's most remarkable, it's all fake. The noise of the V8 is a faithful digital reproduction of the old Mercedes-AMG GT R (2017-2021), although its speed is pure 2026 hypercar. Evolving the trend that began with the Hyundai Ioniq 5 N, the wickedly quick AMG uses shakers within the seats to reproduce the 'good' vibrations dished up by a large, powerful V8 while eliminating all the nasty, unwanted fizzes. Replicating a nine-speed transmission, meanwhile, involved reproducing a traditional auto's imperfections. You'll savour the clunky shifts and love the added character injected into the experience while safe in the knowledge that you can turn it all off and enjoy the drive. The first to be built on Mercedes-AMG's bespoke AMG.EA architecture, it's also worth mentioning that beneath the skin the all-new super sedan shares practically nothing with any other production Mercedes. A combination of triple-chamber air springs, hydraulically interlinked dampers that dial out body roll, and standard rear-wheel steering all help to offset the substantial 2460kg mass. Unusually for a heavy four-door, the German performance division believes owners will venture out on to a track, hence the added three rotary dials that operate something called the AMG Race Engineer. The Response Control adjusts the sharpness of the electric motors, while the Agility Control and Traction Control only work when the ESP is switched off, with the former adjusting the front-to-rear torque distribution between 10 to 90 per cent. The final Traction Control mode mimics AMG race cars, providing the driver with nine levels of traction control intervention. If you're a fan of drifting, the AMG GT sedan will happily oblige, but even with 2000Nm at its disposal and all the safety systems turned off, it's not the wayward beast you might expect, thanks to its long wheelbase and high levels of grip served up. Back on road and the AMG four-door with all its power is as effortless as you would imagine. To deploy the full 860kW peak power, you need to pull both paddles at the same time for a 110kW overboost that lasts 63 seconds, although it's hard to imagine any scenario in which you'll ever need such a manic burst of acceleration.  After a long, hard day the AMG GT is also a quiet and comfortable cruiser, but we think most will still keep it in Sport+ and enjoy the noise. While it looks better in the flesh than in pictures the Mercedes-AMG GT 4-Door Coupe can still look gawky from some angles, which is a shame, because we'd imagine styling would normally be a chief reason for buying the sedan over an SUV. Speaking of which, also arriving next year will be the Mercedes-AMG GT SUV that shoehorns the 4-Door's advanced powertrain into a higher riding, more practical body style that's more palatable for Australians, although the odd rear styling remains. Full specifications of the Mercedes-AMG GT 4-Door Coupes heading Down Under will be released later, but early indications suggest it will be available in five standard paint options and 14 Manufaktur premium hues. If that's not enough, it's also possible to pay more for a paint-to-sample colour of your choice. Standard on the Mercedes-AMG GT 4-Door Coupe are: 20-inch alloy wheels AMG Ride Control semi-active suspension Rear-wheel steering Synthetic leather/synthetic suede seats AMG Performance sport steering wheel Carbon-ceramic brakes 360-degree camera view Electric fold mirrors Burmester 3D premium sound system Ambient lighting Remote electric tailgate Two-seat rear bench 10.2-inch digital instrument cluster 14.0-inch MBUX multimeadia with sat nav Dual wireless smartphone chargers Digital light headlamps and tail-lights Panoramic roof Options include larger 21-inch alloy wheels and higher-grade Nappa leather seats. Standard safety kit includes: AEB with pedestrian and cyclist detection Adaptive cruise Lane-keep and lane-change assist Blind-spot monitoring Traffic sign assist Evasive steering assist Emergency stop Exit warning Speed limiter and warning Dashcam Park assist  The Mercedes-AMG GT 4-Door Coupe comes with a five-year, unlimited-kilometre warranty, which is only average nowadays, with an additional eight-year/160,000km protection for the high-voltage battery, plus a further 24 months of roadside assistance. The expected service interval for the AMG GT should be every 12 months/25,000km, whichever comes first. Pre-paid servicing for three-year, four-year, or five-year blocks should be available.

Mercedes-Benz has never been afraid to pioneer new tech, trends and styling. But you could argue the brand’s more conventional, old-school, take on what a compact family car could be, was the B-Class’ biggest hurdle. Certainly, by the time the world arrived at 2019, and the W247 (in Benz-speak) landed in showrooms, the concept Mercedes was chasing was definitely out of fashion. While other carmakers were adding plastic wheel-arch flares, larger bumpers and a jacked-up ride height to cash in on the tidal wave of compact SUV ownership, Mercedes-Benz stuck with a more traditional people-mover concept. The writing was already on the wall, of course, and you suspect that was the mood even within M-B, as the B-Class range shrunk from a choice of engines and trim levels to a single drivetrain package and a single trim level. And by 2024, it was all over for the concept as far as Mercedes-Benz in Australia was concerned, and the B-Class disappeared from price-lists. But a lack of fashion-sense has never meant a particular car has no other redeeming features, and the Mercedes B180 (as the single model was badged) certainly had its followers. You get the feeling, however, that much of the appeal might have been an adverse reaction in some quarter to the march of the SUV. But that was never enough to sustain the B-Class as a stand-alone, single-spec model (although, like many M-Bs, there were packages the buyers could specify). Mechanically, the B180 used a 1.3-litre turbocharged petrol engine driving through a seven-speed dual-clutch transmission to the front wheels. It was a five-door vehicle with seats for five and sold against vehicles like the Audi A3, BMW 2-Series Active Tourer and Volvo V40. The B180’s biggest problem was that it was simply an old-fashioned concept; a people-mover at a time when everybody wanted an SUV. But it was also flawed in terms of its driveline and the combination of the small turbocharged engine which could feel slow to build boost, and the dual-clutch transmission meant progress was not always as composed or serene as a Mercedes-Benz badge suggested. Quality, however, was better than some less recent Benzes and the multimedia system was modern and sophisticated. The B180 was also a very safe car with a great package of inclusions to keep you safe before and after a crash, including side-curtain airbags for every outboard seating position. As such, it makes decent sense for a younger or first-time driver, as well as smaller families. Modern Mercedes-Benzes don’t seem to share the same reputation for bank-vault reliability as some of the brand’s previous efforts. But to be fair, the B-Class of this era was a decently reliable car. That’s on the condition, of course, that it’s been serviced and maintained correctly and driven appropriately. The major problem areas with the Mercedes B180 are shared with many other cars of this era and this level of technology. Probably the main issue is the dual-clutch transmission which can be jerky on take-off and then shift harshly. Often, this is traced to old or dirty transmission fluid which a full service should solve. In some cases, the problem may be with the electronic control module for the transmission. Oil leaks are not unknown on the W247, so check under the car or on the ground where it normally parks. The fuel injectors are also somewhat prone to carbon build-up which reduces their efficiency and plays against performance and fuel economy. You should also perform a full and complete check of all the car’s electronic functions before making a decision to purchase. Make absolutely sure that every button and switch does what it is supposed to and run through all the functions of the multimedia system. Don’t forget to check the air-con blows cold and that the cruise-control works properly. The B180 was recalled only once, to warn owners that the emergency call function (after a crash) was potentially not working. A software glitch meant the car may have deactivated this function without the owner knowing. The good news was this recall required no action by the owner, as the software update was to be delivered to the car over-the-air from Mercedes-Benz. This vehicle was not subject to a facelift or other revisions during its lifespan, so there are no 'good' or 'bad' production years. In any case, as with any second-hand car, you should buy on condition, kilometres travelled and – above all else – the service history. Since the B180 was largely reserved for urban duties (and the fact that it’s still a relatively young car) only a handful for sale right now have travelled more than 100,000km, and the vast majority a lot less than that. That makes it a bit difficult to forecast what the useful life of a B180 might be, but you need to consider that the small turbocharged engine works pretty hard and that any car like this can fall victim to slack maintenance and servicing. The other point to remember is that racking up big distances in this model will make it potentially a lot more difficult to move on when it’s time to trade up. There was only one model and trim level offered in the B180 of this era, so there are no real choices to be made in terms of which variant to buy. That said, Mercedes-Benz has always been very keen on extras packages and this car was no different. With that in mind, we’d look for an example with the upgrade from synthetic leather to genuine hide, and what’s called the Vision Pack which included the full-length panoramic sunroof. The B180 was a sub-$50,000 car when it was brand-new, which means prices are getting more reasonable now, but still a substantial outlay for what is a small people-mover. The most affordable examples are now popping up for sale in the high-teens and for that you’ll be buying a car with something like 100,000km on its odometer. A fully loaded B180 with super low kilometres (less than 30,000km) on board will be closer to $30,000 with $35,000 being asked for the very best examples with all the option packs. The M-B brand has been around in Australia for a long time now, and even though its dealer network is not as extensive as some, you’d be surprised at some of the regional centres that do, in fact, boast a Mercedes dealership (the cars were always popular with farmers in the good years). But beyond that, there’s also an extensive network of independent specialists who know their way around the brand and the cars. They can also often supply parts at a lower cost than dealerships. There’s also a huge online supply of M-B parts thanks to its status as an established global brand. Mercedes cars are highly regarded in many countries, meaning there are some good bargains to be had by shopping globally on the internet. The B-Class generally and the W247 B-Class specifically, were never great sellers for Mercedes-Benz in Australia. It’s difficult to know how many were sold overall, but estimates put the number at around 3000 examples.

The 2026 Mercedes-Benz GLB replaces the popular, boxy GLB and EQB models but now it has more tech and represents better value-for-money. The line-up features two mild-hybrid and two electric grades. Like other grades, the flagship GLB350 4Matic has a solid list of standard gear: Keyless entry and start 10.25-inch driver instrument display 14-inch central multimedia touchscreen Google Maps Digital radio Heated and power-adjustable front seats 360-degree camera Head-up display Black synthetic leather Ambient lighting Heated front seats Privacy glass from the B-pillar back Power tailgate Panoramic fixed glass roof Automatic climate control 20-inch alloy wheels Standard safety gear is also extensive and it works well on the road with few interventions. The all-wheel drive GLB350 4Matic ups power and torque to 260kW/515Nm and has a 0-100km/h dash time of 5.5 seconds. The dual-motor GLB350's range is 554km and it uses 17.7kWh/100km of energy. The new GLB uses an 800-volt architecture supporting DC fast charging up to 320kW. Under the right conditions at a high-powered DC charging station, you can technically add up to 260km of range in 10 minutes, according to Mercedes. AC charging capacity is available up to 22kW and there are four regenerative braking modes, as well. Like all grades, the GLB350 has seven seats but Benz says only people up to 171cm tall should sit in the third row. The second row seat base rolls forward and back to make it easier to get into the back row.

The 2026 Mercedes-Benz GLB follows the successful formula of the original GLB and its electric EQB sibling. It's still boxy and spacious for a smaller SUV but now has way more tech and represents better value-for-money. The line-up features two mild-hybrid and two electric grades. The most affordable EV is the GLB250+ front-wheel drive. It's about $14,000 cheaper than the equivalent previous EQB grade and has a solid list of standard gear. Keyless entry and start 10.25-inch driver instrument display 14-inch central multimedia touchscreen Google Maps Digital radio Heated and power-adjustable front seats 360-degree camera Head-up display Black synthetic leather Ambient lighting Heated front seats Privacy glass from the B-pillar back Power tailgate Panoramic fixed glass roof Automatic climate control 20-inch alloy wheels Standard safety gear is also extensive and it works well on the road with few interventions. The rear-drive GLB250+ delivers 200kW/335Nm and hits 100km/h from zero in 7.4 seconds. The GLB250+ uses a 85kWh (useable energy) nickel manganese cobalt (NMC) battery delivers driving range of 570km and energy efficiency is 15.5 kilowatt hours per 100km. The new GLB uses an 800-volt architecture supporting DC fast charging up to 320kW. Under the right conditions at a high-powered DC charging station, you can technically add up to 260km of range in 10 minutes, according to Mercedes. AC charging capacity is available up to 22kW and there are four regenerative braking modes, as well. Like all grades, the GLB250+ has seven seats but Benz says only people up to 171cm tall should sit in the third row. The second row seat base rolls forward and back to make it easier to get into the back row.

Mercedes-Benz has combined its GLB petrol and EQB electric models into one for the second-generation version. It is still boxy and offers space for seven, but is now heavier on Benz's latest tech. The line-up features two mild-hybrid and two electric grades, with the GLB220 4Matic (all-wheel drive) the pricier mild-hybrid. It's more affordable than the model it replaces and features a much greater level of standard gear than its predecessor. On top of the standard kit from the GLB200, the 220 adds: A ‘transparent’ bonnet Terrain mode Nappa leather sports steering wheel Suspension with adjustable damping AMG Line and Night Package styling 20-inch AMG multi-spoke alloy wheels Both mild-hybrid versions of the GLB are powered by a 1.5-litre four-cylinder turbo-petrol engine with 48-volt mild-hybrid tech that includes a 1.3kWh lithium ion battery. The all-wheel drive GLB220 4Matic gets a power and torque boost to 140kW/300Nm for a 7.5-second 0-100km/h time. Both petrol grades use an eight-speed dual-clutch automatic transmission. It sips 6.5L/100km, just 0.4L more than the 200. Standard safety gear is extensive and it works well on the road with few interventions. Like all grades, the GLB220 4Matic has seven seats but Benz says only people up to 171cm tall should sit in the third row. The second-row seat base rolls forward and back to make it easier to get into the back row.

The 2026 Mercedes-Benz GLB follows the successful formula of the original GLB and its electric EQB sibling. It's still boxy and spacious for a smaller SUV but now has way more tech and represents better value for money. The line-up features two mild hybrid and two electric grades. It kicks off with the base mild hybrid, the front-wheel drive GLB200. It's more affordable than the model it replaces and features a much greater level of standard gear than its predecessor, including: Keyless entry and start 10.25-inch driver instrument display 14-inch central multimedia touchscreen Google Maps Digital radio Heated and power-adjustable front seats 360-degree camera Head-up display Black synthetic leather Ambient lighting Heated front seats Privacy glass from the B-pillar back Power tailgate Panoramic fixed glass roof Automatic climate control 19-inch alloy wheels Both mild-hybrid versions of the GLB are powered by a 1.5-litre four-cylinder turbo-petrol engine with 48-volt mild-hybrid tech that includes a 1.3kWh lithium ion battery. The front-wheel drive GLB200 delivers 120kW/250Nm for an 8.7-second 0-100km/h dash time. It uses an eight-speed dual-clutch auto transmission and consumes 6.1L/100km of premium unleaded. Standard safety gear is extensive and it works well on the road with few interventions. Like all grades, the GLB200 has seven seats but Benz says only people up to 171cm tall should sit in the third row. The second row seat base rolls forward and back to make it easier to get into the back row.

The Mercedes-Benz GLB is back for its second generation and this time it’s available with either a mild-hybrid or battery electric powertrain. It’s also packed with new tech. Is the EV the pick of the line-up?

We normally associate the Mercedes-Benz brand with luxury passenger cars. But the world of Mercedes commercial vehicles is a well established and respected one, too. Popular in Europe, the M-B commercial range is spearheaded by the Sprinter line-up of trucks, vans and busses and Australia has seen its share of them over the years, too. The second generation (code-named W906) was sold here from 2006 to 2018 and, in the process, helped Mercedes commercials get a good foothold in this market. And if you think luxury cars have a bewildering range of options and specifications, the Sprinter line-up over the years puts them all to shame. It’s reckoned the various permutations of Sprinters could generate as many as 1000 different vehicles. It’s easy to believe, too, and even in Australia, Sprinters have been available as vans, busses and cab-chassis formats, with choices including high and low-roof options, short-, mid- and long-wheelbase layouts, single or dual cabs, various driveline choices and even the option of all-wheel drive. Yet for all that diversity, the vast majority of them have been painted white (the only no-cost paint choice in many commercial vehicles). Nearly all Sprinters of this generation sold in Australia were powered by turbo-diesel engines (either four cylinder or V6) and were fitted with five- or six-speed manual gearboxes or six or seven-speed automatic transmissions. Improved engines were added as time passed, usually with a small uptick in performance and economy, but by and large, the engines remained very similar across the 12 years the W906 was on sale here.   Any second-hand commercial vehicle can be a can of worms due to the way it’s been used in the past. While some fleets are meticulous in terms of servicing and maintenance, others are not so careful. And even though it’s built to commercial-vehicle standards and specifications, neglect like that can ruin any vehicle. But if you find a good one, a Sprinter has the potential to change your views on commercials with dynamics and quality that are a cut above the rest of the white-van pack. And let’s face it, a good van is worth its weight in gold when you really, really need one for a specific task. And with Mercedes’ decades of experience in this type of vehicle, the Sprinter often gets it just right.   The reliability and durability of a Sprinter van is much more likely to be determined by the vehicle’s service history than any inherent faults. That said, there are a few things to watch, but the Mercedes is probably one of the better commercial vans for reliability.   Some owners have reported slippage and slow shifting in automatic Sprinters. The good news is this often seems to require nothing more than a transmissions service with new fluid to put things right. The trade reckons the automatic transmissions in the Sprinter need such a service every 120,000km. Sprinters with Diesel Particulate Filters (DPFs) can have trouble with blocked filters that require either manual cleaning or replacement. Sluggish performance and poor fuel economy are early signs of this. Manual Sprinters can develop wear in the shifter mechanism that can lead to a noisy, sloppy shift action and tricky selection. This is usually caused by worn bushings that can be replaced fairly easily. The Sprinter has a reputation for oil leaks from the oil cooler as the odometer clocks up about 170,000km. Replacing the offending seals is the fix. Turbochargers can develop leaks in their plumbing, allowing boost pressure to escape. Poor running, lots of black exhaust smoke and high fuel consumption are symptoms, as is a hissing noise from under the bonnet. The plastic trunking is the culprit but is pretty easy to replace.   This generation of Sprinter van has had its share of recalls, including common ones to attend to oil leaks, fuel leaks, wiring problems, software upgrades, sensors (for the ESP), seat-belt mounting bolts, park-brake problems and even a check to make sure vehicles were not fitted with a left-hand drive specification headlight that could dazzle oncoming drivers. But some other recalls affected very small numbers of vans, thanks to the huge range of shapes, sizes and layouts the Sprinter was available in. Those included a check on 21 examples for faulty paint, and another batch of 11 Sprinters to check whether some spot welds had been missed at the factory. Perhaps the one you really don’t want to miss these days was a recall for early-built Sprinters which may have had an engine problem that could cause the pistons to fail. Software upgrades were involved in the fix, but it would be worth checking to make sure this was done. You can find out more about any of these recalls by visiting https://www.vehiclerecalls.gov.au/   The trade generally regards the 2010 to 2013 Sprinters as the ones to avoid on the basis of changes of the vehicle’s emissions system. This era of Sprinter often used an additive (AdBlue) and the system was not without its problems including a propensity to send the car into limp-home mode. Beyond that, the later the build date the better quality and reliability seemed to get.   Although European fleet operators don’t always travel as many kilometres per year as many Australian fleets, the Mercedes vans were designed for a long service life. Plenty have covered 300,000km or even 400,000km with no major problems, so a high-mileage Sprinter shouldn’t necessarily be overlooked, provided it’s been serviced properly. Most Sprinters sold here were built in one of Mercedes’ German factories, so build quality is pretty good, it seems.   The turbo-diesel engine is a no-brainer for a vehicle like this, and a Sprinter with an automatic transmission will be much nicer to live with in the city and suburbs. From there, your decision should be based on what you’re actually going to lug around with the vehicle The vans with sliding doors are popular and represent the most practical buy for many users. But make sure the one you buy has the load rating you need to stay legal on the road. And don’t rule out the Volkswagen Crafter of this era which was a Sprinter underneath. Previous and subsequent VW vans were all VW’s work, but this vintage Crafter was a rebadged Sprinter and might even be a bit cheaper to buy if you can find one.   Prices for useable Sprinters with some life left in them start at around the $10,000 mark or maybe a little less. There are cheaper ones to be found, but they’re a fair chance to be on their last legs as only a well-used commercial vehicle can be. Modifications such as refrigerated bodies, wheelchair-accessible fit-outs and camping conversions all add value to a used Sprinter compared with a standard one. But make sure any modifications have been done properly and cleared by an engineer so that the resulting vehicle is legal to drive on the road and insurable.   Because the Sprinter was an international model, there are literally hundreds of online sellers who will have the parts you need. You can source many parts locally, but be aware that Mercedes dealership prices on some items will be higher than independent specialists. The same goes for servicing and while there are plenty of M-B dealerships across Australia, equally there are plenty of independent workshops that specialise in this brand and have, on balance, a more palatable hourly labour rate.   Mercedes sold plenty of this generation Sprinter, particularly since it was on sale for about 12 years (a pretty good innings even by commercial-vehicle standards). In 2019, for instance, Mercedes retailed almost 3500 Sprinters across all body styles and specifications, so there are plenty still out there now. The fact that the Sprinter has outlived a lot of its competition from back in the day, also makes them more visible when shopping for a second-hand example.

This year has thrown up two unforeseen events: the mainstream acceptance of electric vehicles (EVs) and the return of the sedan. Perfect timing, then, for the new Mercedes-Benz CLA electric. But, can the world’s oldest car company run with hip young things like the Polestar 2, Tesla Model 3 and BMW i4? And is this the Mercedes of compact EV sedans? The price leap going electric in this third-gen CLA four-door coupe is another surprise. Starting from $72,200 (all prices are before on-road costs), the CLA200 electric’s premium is a reasonable $5700 over the entry-level CLA180 petrol-electric hybrid version, and just $4000 more than the CLA200 hybrid equivalent. Now, most essentials are standard, with the following being standouts: a 14-inch central touchscreen and 10.25-inch driver display combo dubbed MBUX Superscreen a fixed glass roof a heat pump for efficiency enhancing climate control Google Maps with AI virtual assistant including car-to-X traffic communication for driving hazards alerts a 360-degree camera with parking assist artificial leather and suede-clad heated/powered front AMG sports seats with memory settings AMG 18-inch alloys and body kit Then there’s the CLA350 4Matic Electric from $91,300, adding an electric motor up front for all-wheel drive, an 85kWh – rather than 58kWh – battery for longer range, faster charging and 19-inch wheels. But we recommend the Premium Package ($1800 in the CLA200/$2340 in the CLA350) for worthwhile kit like: head-up display adaptive headlights keyless entry an orchestral audio upgrade a third, also 14-inch screen ahead of the front passenger Speaking of which, compared to its Chinese-sourced Polestar 2 and Tesla Model 3 rivals, the German CLA does cost more, but Mercedes has been making cars for 140 years, not 14 years, and there’s some very advanced EV engineering going on underneath that pretty body. Distinctively Mercedes, the Ford AU Falcon force is still strong with this CLA. But thanks to the Stuttgart brand’s box-fresh MMA electric-first 800-volt platform, it matures as well as grows in every dimension, including in height and wheelbase, while super-slippery, aero-enhancing details promise to boost efficiency. The CLA’s interior aesthetics are dominated by the MBUX Superscreen slab that, with the Premium Package, is lit like a Christmas tree fever dream. Yet, when switched off and blacked out, one onlooker reckoned the dash is reminiscent of a Holden LH Torana’s. Iconic Aussie influences abound! Luckily everything including ambient lighting is configurable. Getting in and out is tight – a reminder that the CLA is essentially a four-door coupe. Once inside, though, the front seat area is amply spacious, including for heads, and there’s a lot to like, including the logical and slick operation of Mercedes’ latest, AI-enhanced multimedia system. Brilliantly supportive seats, a superb driving position, beautifully crafted textures and abundant storage also make this CLA appealing. The cheapness of old is gone, though the plastics below knee level feel disappointingly hard and hollow. And while we’re whining, the loss of buttons for the touchscreen-sited climate system, no overhead grab handles, cost-cutting absence of rear window switches for the driver (what is this, a Skoda?), and missing glass roof blockout are fixes for the facelift. On the flip side, that vast ceiling sky vista makes an already roomier rear seat feel even airier, while most expected comfort amenities are present. Further back, the boot is OK, though smaller than before at 405 litres and there’s no spare wheel. Boo. There’s also a 101L frunk up front – a first for a Mercedes. That’s because the CLA electric’s MMA platform diverges from its front-drive/transverse ICE counterparts by being rear-wheel drive (RWD) biased. This means the main, 165kW/335Nm permanently excited synchronous traction motor is located out back, sending drive to the rear wheels via a two-speed e-transmission. In the CLA200, the 0-100km/h takes 7.5 seconds, while a second electric motor up front in the CLA350 4Matic makes for a combined 260kW/515Nm, slashing sprint time down to a rousing 4.9s. And the EV changes don’t stop there, either, making the electric versions drive unlike any CLA that have come before. With its strong and linear power delivery, both CLA electrics step off the line rapidly, and glide along smoothly with a newfound sophistication and control, aided by a new multi-link rear suspension set-up and stiff architecture that, incredibly, relies on passive – rather than the ICE variant’s available active – dampers. This results in a ride suppleness alien to older CLAs and other modern smaller Benzes. Better still, over the warm dry roads of the Queensland hinterland as tested, the CLA200e has evolved athletically, brandishing a RWD attitude that allows it to seek out curves with a handling joy we’d frankly never have anticipated in this series. Balanced, fluid and confident. The CLA350 4Matic feels even more agile, and is stirringly quick point-to-point if you’re up for some fun. Just lovely. Some drivers might ask for more steering weight at lower speeds, but otherwise the connected dynamics, isolating refinement and advanced driver-assistance systems (ADAS) tech tuning are outstanding, and worth the three-pointed star premium alone. You can also thank the CLA’s aero prowess for providing impressive efficiency, with both electrics sitting underneath the already decent 14.4kWh/100km (CLA200) and 14.9kWh/100km (CLA350 4Matic) official consumption averages, dipping well below 13kWh at one stage, despite being driven enthusiastically over rural back roads. That MMA 800V ultra-fast charging capability is a bonus, as is the standard 22kW AC charging set-up. EuroNCAP have awarded the latest CLA range a five-star gong, with a similar ANCAP rating expected, too. Mercedes’ obsession with pushing safety tech is undeniable, with all ADAS autonomous emergency brake (AEB) and lane-support systems present. On the airbag front, a front centre item is fitted, taking that total to eight. However, Mercedes’ five-year/unlimited kilometre warranty is nothing but average nowadays. Service intervals are every 12 months or 25,000km, and only pre-paid servicing in three-year ($2455), four-year ($3620) and five-year ($4295) blocks are available.

The Mercedes C-Class and BMW 3 Series rivalry is the stuff of automotive legend that dates back more than three decades, or even longer if you count the 190E that came before it. For almost all of that time, both fiercely proud German brands have thrown everything they could at the pair of mid-size sedans to gain the upper hand, and the latest Mercedes C-Class Electric that arrives in Australia early next year is no exception. Even though it shares the same C-Class badge with the current combustion model, almost nothing is shared under the skin, with the battery-powered version based on an entirely different all-new platform specifically created for the EVs. In the metal, that explains why not a single body panel is shared, and instead of a traditional three-box silhouette, the Mercedes EV is more of a four-door coupe, with a shape designed to minimise drag to boost range and efficiency. Helping it stand out in the executive car park, the C-Class Electric features a futuristic update of the upright chrome grille that's illuminated by no fewer than 1050 tiny LED elements, flanked either side by a pair of slimline lamps with star-shaped LED elements. At the rear, there's the merest sniff of the Nissan Z, or the latest flagship Mercedes-AMG GT 4-Door, with the quad-round tail-lights and full-width light bar. We'll leave it up to you to decide if you love the new look, or prefer the BMW i3's more striking styling, but it's hard not to fall in love with what's happened inside the Mercedes. Thanks to the underpinnings, engineers have been able to stretch the wheelbase to liberate more space within, with more legroom for both those up front and in the rear. You might think the rakish rear styling may have robbed the second row of valuable headroom, but there's still just enough for the tall, while the panoramic roof that turns opaque at the touch of a button and features 162 illuminated stars, will amuse kids and adults alike. Boot space is decent at 470 litres, which is boosted by a 101-litre frunk. A special mention has to go to the supremely comfortable seats that have a deep tissue massage function and can be finished in a certified vegan leather option for no extra cost. Top-spec versions even come with integrated speakers within the headrest. Ahead of the driver, the base-spec grades come with a 10.3-inch digital instrument cluster and a central 14-inch multimedia, with the further option of another 14-inch touchscreen for the passenger. Our car came with the 39.1-inch MBUX Hyperscreen that stretched almost pillar-to-pillar and would fool many into thinking you're being piloted around in an S-Class. Big and small screens run the firm's most advanced software that now provides a virtual assistant which, thanks to ChatGPT, Google Gemini and Microsoft Bing, is claimed to provide a natural conversation akin to a chat with an old mate. We've already mentioned the C-Class's 800km range, but that figure is set to be only for the rear-wheel-drive C300 that arrives later. The all-wheel-drive dual-motor C400 4Matic can travel 762km before it needs topping up, which is very respectable but a long way off the 900km of the all-wheel-drive BMW i3 50 xDrive. Some of the range discrepancy is because the Benz comes with a 94kWh battery, instead of the i3's much larger 108.7kWh power pack, but do the maths and it still falls short because the BMW can average an astonishing 12.5kWh/100km for efficiency, some way off the 14.1kWh claim for the C400. More bad news for the battery-electric sedan is when it comes to charging. Capable of being topped up at around 330kW, up to 325km of range can be added in just ten minutes, with a 10-to-80 per cent battery refill taking 22 minutes. The BMW, meanwhile, can charge at a rate of 400kW, adding 400km of range in the same 10 minutes, with the 10-to 80-per cent top up taking 20 minutes. In Australia, those figures might be largely academic, but with our more plentiful 400V chargers, which account for around 80 per cent of all posts, the i3 still claims victory with 200kW top-ups, compared to the 100-ish-kW of the C400. Where the C-Class Electric scores valuable points back is that its dual motors produce an impressive 360kW and 800Nm of torque for a 0-100km/h dash of just 4.0 seconds – a substantial 0.7 seconds quicker, with a 210km/h (+10km/h faster). Behind the wheel, Mercedes doesn't quite nail the brief of being the sportiest C-Class ever. With a kerbweight of 2460kg, it's far too heavy for that, but to boost both comfort and agility, the Mercedes sedan gains both the option of air suspension and rear-wheel steering. The fiendishly clever air springs and active dampers use Google Maps to remember both when to raise or lower the ride height and even make a note of nasty bump and lumps in the road, uploads the data to the Cloud, then let's other Mercedes models know where they are to pre-arm their suspension for a smoother ride. It's clever, but at times in comfort mode the ride feels a little uncontrolled, while the steering feels too quick at lower speeds. If you don't need the tighter turning circle, we think you should try the standard coil spring and active damper set-up and regular steering that still rides well, while offering better, more precise steering. In Europe, the base Sport grades come with 19-inch alloy wheels, heat and noise insulating glass, LED headlamps, the panoramic roof, the comfort seats with four-way lumbar adjust, parking assist, blind spot assist and adaptive cruise with lane-keeping. The AMG Line adds sport seats, the switchable panoramic roof, an AMG bodykit and uprated LED lamps. The 2027 Mercedes C-Class Electric has yet to be crash tested by either EuroNCAP or rated by ANCAP, but when it is, the mid-size sedan should be judged among some of the safest cars money can buy, with the German brand earning a fine track record for safety. The latest-generation Mercedes C-Class Electric comes with a five-year, unlimited-kilometre warranty and 10-year/250,000km protection for the battery. Expect it to come with at least three years of capped-price servicing. Mercedes Australia has yet to lock in prices locally, but when it does arrive early next year expect pricing for the C-Class Electric to kick off from around $105,000 plus on-roads, matching what will be charged for the BMW i3.