Mercedes-Benz Reviews

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 vehicleThe 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 Superscreena fixed glass roofa heat pump for efficiency enhancing climate controlGoogle Maps with AI virtual assistant including car-to-X traffic communication for driving hazards alertsa 360-degree camera with parking assistartificial leather and suede-clad heated/powered front AMG sports seats with memory settingsAMG 18-inch alloys and body kitThen 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 displayadaptive headlightskeyless entryan orchestral audio upgradea third, also 14-inch screen ahead of the front passengerSpeaking 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.

The higher of two pure-electric Mercedes CLA models, and the flagship of the five-model line-up is the CLA350 4Matic electric, priced at $91,300, before on-road costs.

The first of two pure-electric Mercedes CLA models, the CLA200 electric kicks off at $72,200, before on-road costs.

The top-spec hybrid model in the new CLA line-up is the AWD 220 4Matic, sitting at $84,300, before on-road costs, which puts it in the same price ballpark as primo versions of its German ‘Big Three’ rivals, the Audi A3 sedan and BMW 2 Series.

The first rung up the Mercedes CLA ladder above the entry-level 180 is this CLA200 at $68,100, before on-road costs, which puts it in the same price ballpark as its German ‘Big Three’ rivals, the Audi A3 sedan and BMW 2 Series.

The Mercedes CLA line-up kicks off at $66,500 for the entry-level 180, which puts it in the same price ballpark as its German ‘Big Three’ rivals, the Audi A3 sedan and BMW 2 Series.

The CLA coupe-style compact sedan has been a minor player in the Mercedes-Benz passenger car portfolio... until now. An all-new version offering hybrid and pure-electric power is designed to step out of the shadows and take the fight up to its premium Euro rivals.

When it comes to the Mercedes GT coupe, this is the peak.It’s the 2026 Mercedes-AMG GT63 Pro, and it’s landing in Australia to bring a sharper edge to the brand’s two-door performance flagship.Seriously powerful, stylish and ‘spenny, the GT63 Pro takes notes from Merc’s motorsport division and incorporates them into the V8-powered sports car slash tourer.For the privilege, you’ll need to stump up $418,900, before on-road costs. That’s compared to the already hefty $370,400 the AMG GT63 costs without those extra three letters added.Mercedes-AMG also created a special version of the GT63 Pro called the 'Motorsport Collectors Edition', limited to 200 units worldwide and costing an extra $150K on top of the Pro’s asking price.Mercedes-Benz Australia wouldn’t tell us if any are coming Down Under, but it wouldn’t be hard to spot one given the 'Obsidian Black Metallic' paint is contrasted with hand-painted Mercedes star patterns and 'Petronas Green' highlights inspired by the brand’s F1 car.In reality, the AMG GT63 Pro is special enough without the exclusivity or visual flair of the Motorsport Collectors Edition.It’s more powerful than the non-Pro, for a start. Its 450kW and 850Nm is up 20kW/50Nm on the standard, and that was already a set of figures that leaves competitors behind for the price.That comes thanks to the venerable 'M177' engine under the long bonnet, a 4.0-litre twin-turbo V8 petrol unit built by one of AMG’s engineers in Affalterbach.With all four wheels copping the shove from the engine via a nine-speed multi-clutch transmission, the two-tonne two-door can hit 100km/h in just 3.2 seconds according to Merc.That means it’ll be really difficult to spot the visual cues that differentiate the Pro from the rest of the GTs, like the 21-inch wheels, altered front venting in the bumper, the exhaust, carbon-fibre body elements, or the little chequered flag beside the GT63 badge.Inside, it’s not as hardcore as the ‘Pro’ might suggest. No race seats and harnesses, there’s still a pair of relatively comfortable AMG sports seats, nice leather upholstery, even a sunroof!The way it looks and how usable it remains is a testament to the fact this sharpened-up AMG is still meant to be a car you could live with when you’re not putting its dynamics to the test.Speaking of which. Inclement weather during Summer at the Phillip Island Grand Prix Circuit provided the (perhaps sub-optimal) conditions for our time behind the wheel of the GT63 Pro.A few laps to get reacquainted with the circuit were followed by a healthy number of runs to work out how capable this beast is.Phillip Island boasts a mix of fast, sweeping bends and tighter technical turns and the AMG has the tools to tackle both.The thumping V8 under the hood and the width of its Michelin Pilot Sport 5S tyres (295/30 fr - 305/30 rr) mean power is plentiful and traction isn’t lacking, so powering out of long corners into open straights is immensely satisfying. There is also a standard set of carbon ceramic brakes with six-piston calipers at the front, so pulling up at the other end of those straights is no hassle.Even by modern standards, two tonnes is heavy for a sports car, but the AMG GT manages its weight well, the Pro removing 23kg from the standard car via weight-reduction including liberal use of carbon-fibre to land at 1937kg. But lose focus, and mistakes will of course be exaggerated by how heavy the car is, especially in the wet.With its rear-wheel steering in play, the 4.73m long car feels more nimble than you’d expect, though, and if you’re familiar enough with the track you can carry an impressive amount of speed through some sections of PI that would have some stumped. A racing driver advising from the passenger seat also helps.Given its weight and power, you’d think the GT63 Pro would be a handful, but it’s genuinely balanced and manageable. And when you get it right the car makes you feel heroic rather than scared.As with a lot of cars that wear the AMG badge, it feels like something you could take directly from a track to a meeting and then pick your partner up from work without feeling out of place in any case.The day-to-day life part of the Pro has its… pros and cons. Sorry.A useful 321L boot can become 625L with the rear seats folded down. Also, there are rear seats!But its claimed 15.0L/100km fuel consumption figure means you’ll be filling up that 70L tank regularly, with 98 RON premium fuel of course.There’s also servicing, every year or 20,000km, but Mercedes charges quite a bit to get a GT63 looked after. You’re able to buy plans for three years ($5165), four years ($7700) or five ($9420). That's a fair bit more than you'll pay for servicing a Porsche 911 GT3, for example.The latter would bring your prepaid servicing up to the same timeline as Merc’s five-year/unlimited km warranty and five years' of roadside assist, all of which is starting to lag behind the mainstream in terms but is still standard for premium brands.On the plus side, even though there’s no ANCAP rating (the cost to crash-acquire one would be immense), Mercedes’ focus on safety being high-tech and non-intrusive should surely mean the Pro doesn’t feel like it’s trying to take over the task of driving on the road, while also being able to protect you should the worst happen. We didn’t have lane-keep active at the track, of course.