It’s been a crazy week, temperatures reached 100 degrees Fahrenheit a couple of days ago with forest fires raging nearby and ash raining down on the town to below freezing today with snow dropping most of the night. Three mornings ago I found myself at hypersonic speed on a deserted straightaway near the Wyoming border that wasn’t so deserted after all if you count the State Trooper parked on the side of the road. This morning I was tiptoeing around the lake road loath to make a big mistake at freezing temperatures while driving a cruise missile of an SUV shod with 23″ (yes, 23″) Michelin Pilot Sport 4S tires (and no, the 4S does not stand for 4 Seasons, it’s a very high performance summer tire). And all I wanted to do was drive the car and be able to report back.
The State Trooper was either taking a snooze or just couldn’t get a lock on his radar gun before I hauled it way down and the lake road didn’t score on me either so altogether I’ll call this week a big personal success from that viewpoint.
I’ve been a fan of the original big Mercedes three-row SUV since its debut as the GL line back in 2007 and we owned a 2011 model for about four years ourselves. I was less smitten with its direct successor but now there is a third generation and I’m a fan again. I loved the chiseled styling of the original, then the second one got sort of melty-looking, but this one, while endowed with plenty of soft curves, seems to come together as a whole.
Of course in AMG trim it pumps the bodywork up quite a bit to good effect without looking like it just has tons of added-on pieces. Mercedes rejiggered the naming conventions of its SUV lineup a few years ago to fall more in line with its sedans, so the GLA starts out as a crossover A-Class, the GLC is more or less analogous to the C-class, the GLE (formerly ML), is the E-class, and the GLS (formerly just GL) is the S-class sibling.
Finished here in Selenite Grey Metallic (just as the Inuit and other far northern cultures supposedly have dozens of words for snow, so does Mercedes apparently have hundreds of names for charcoal gray), but also with the Night Package that removes most brightwork in favor of glossy black items. It gives off that serious Germanic vibe of “Don’t mess with me and stay out of the left lane, Bitte”.
There’s still some shiny stuff, but really limited to a sliver around the rims, the running boards, a touch on the taillights and door handles, and the Mercedes star of course stays bright (but thankfully without the illumination!) The grille has chromed vertical ribs and the badging too is set off from the darker paintwork. Pretty much how you’d expect then.
The AMG division of Mercedes is of course no stranger to us here, having performed their magic first from outside the works, and for some years now a fully-owned part of the mother ship. The top Mercedes models are usually labeled with the AMG badge and while there are now lesser, more “affordable” versions that are sometimes trim packages, and sometimes have more powerful engines as well, this one is again one of the “real” ones, i.e. the ones with the handbuilt engines, each crafted by one individual from bare block to vanity cover on top and adorned with a plaque signed by that individual.
As with the last real AMG that we tested, the sublime GLC63, this GLS63 also features a 4.0 liter V8 Bi-Turbo engine design but in this case it puts down 603 horsepower and 627 lb-ft of torque (the GLC63, while still stonking fast, makes do with quite a bit less power, relatively speaking), which is what it also does in the S-class version with this same engine.
603hp is enough for publications with the budget for a stopwatch and someone to operate it to verify that it will get from 0-60 in 3.6 seconds, making this the fastest production 3-row SUV in existence as far as I can tell. While I could not independently verify that number I also have no reason whatsoever to doubt it; plant your foot and all four tires dig in to the pavement and it slingshots forward, no matter if you are at rest, at 30mph, 60, 75, or…well, yeah.
This is also AMG’s first V8 application of its EQ Boost system, which is a 48-Volt mild hybrid system that places an electric motor-generator between the engine and transmission. It is mainly used for powering the engine’s electric accessories but can provide up to 21 horsepower and 184lb-ft of torque to help the big guy get moving while the turbos spool up and also relieve some of the load in order to improve fuel economy. There is a separate gauge in the cluster that shows power vs charging which swings back and forth depending on your right foot.
The transmission is the AMG SpeedShift 9-speed with manual shift paddles mounted on the wheel, however the programming pretty much works as you would manually, generally removing any need for manual intervention except in the most aggressive driving. Depending on the drive program selected it holds gears, downshifts as needed when slowing, and is generally responsive while also being smooth as butter, especially when just in a normal mode rather than one of the multiple Sport modes.
When really going for it, having the greater manual control from the paddles is more rewarding but requires much more mental engagement, with this kind of power one needs to be pretty aware of what may be going on around the next few bends to take full advantage.
Those drive modes are accessed via either a steering wheel mounted dial (lower right of wheel) or a toggle on the center console next to the trackpad and range from Comfort (great for everyday normal driving), to Sport and then Sport Plus. There’s also an Individual mode for mixing and matching different settings, but by moving the dial or toggle the other way there is also a Trail as well as a Sand mode.
The suspension is air at all four corners and can either hunker the SUV down seemingly almost to its bump stops or several inches above the norm depending on the setting, or one can raise or lower it via another dedicated toggle separate from the drive mode selector. The modes also change the stiffness of the suspension, the tune of the engine, the note of the exhaust, and the shift logic, although most of these can also be altered independently at any time via a sequence of buttons and toggles. But basically the AMG can change from somewhat mild-mannered beach-goer to full on racer with a simple twist of the dial as well as mixing and matching various traits as desired.
The suspension even in lowered mode (Sport, Sport Plus) is amazingly supple. At its most aggressive it corners extremely flat, but over bumps or railroad crossings it’s astonishingly smooth. Cornering is quick, precise but without a ton of feel, even though the tires (huge at 285/40-23 in front and a massive 325/35-23 in the rear) seem to grip without any sign of weakness, except of course in extremely cold conditions where a set of winter tires would be an extremely wise investment. I expect on a track or a wide open environment feel would improve as one gets closer to the actual limits, in even aggressive street driving it is vastly more capable than would generally be prudent to explore to its fullest for extended periods of “evaluation”.
Braking matches everything else, i.e. overpoweringly solid. Huge disks front and rear are more than enough for anything likely to be asked of them here, and as with any excellent brake they tend to generate a lot of dust to prove they are sacrificing themself for the driver. Better to get the dark wheel option then as with this one.
Of course many vehicles these days have all manner of safety features to avoid getting bit out on the road but the Active Lane Keep Assist in this generation of Mercedes is worthy of more discussion. I’ve driven plenty of vehicles that, if you appear to be going over a solid or dotted line, will either beep at you, vibrate something, help steer (i.e. nudge) the vehicle back on track, or any combination of the three.
This is the first one that if approaching a dotted/dashed line will do the same (vibrate/steer) BUT if you breach a solid line such as a double yellow or a white on the edge of the road, will steer as well as apply the brake until it is pointing in the correct direction again. It doesn’t slam on the brakes exactly, but you are well aware of what just happened (or was perhaps about to happen), and it was very impressive; I purposely tested it various times and there were no false alarms. It sort of reminds me of driving one side of a car into an inch or two of standing water on a road; there’s a definite retardation of forward progress coupled with a pull toward that side, except here it pulls away from the danger.
The party continues inside with a top-notch luxury environment. Starting with the Black and “Tartufo Brown” AMG Nappa leather (it’s a little more mushroom colored in reality than these pictures convey in the same way that the black leather and trim comes across as a bit grayer here) one sinks into the seats and adjusts them as Karl and Gottlieb intended via the doorpanel mounted switches (and that’s for front as well as rear seats, same controls). All manner of adjustment including a roll-out thigh bolster are included here. But it gets even better.
Using the “Comfort” menu on the touchscreen (also accessed via a touchpad-like device in the center console), you can go to the massage settings and select from a choice of different massages. There wasn’t one labeled “Fröhliches Ende” but they were all excellent with some focusing on the back and shoulders (but in different ways) and others including every part of the body in contact with the seat. Of course heat and ventilation from the seats is also possible and a new button calling for “Rapid” heat is included for the driver (the above picture is from a rear door) as well that somehow makes the heating happen faster.
But there’s a new party-trick too. Just as I have gotten well used to heated seats and steering wheels, now the door panel, armrests and center console are heated as well! Just like with the others, it has to be experienced to recognize how lovely this is, and I suppose within two decades this will also eventually appear on every mid-market vehicle like the heated stuff is, as is the historical case with many other items originally offered on Mercedes’ S-class.
In case the rolling massage parlor isn’t enough, there is also a fitness trainer on-board. Apparently she (mine was a she, not sure if that can be changed to a he), takes into account the driving style, the road, the driver attentiveness and instructs various exercises that can be performed while driving (roll left shoulder forward and back and then around and again and a little firmer and now the other shoulder, and now arch the back slightly while keeping the shoulder blades in place and so on, etc.)
While this occurs, the cabin lighting changes to one of the 64 hues on offer (that can be user-selected as well), the screen has artsy patterns playing (all to relax and refresh the driver) and there is even an aroma program that involves a bottle of scent in the glovebox to infuse the atmosphere.
Heady stuff, and easy to mock, but very interesting if for example you are the business executive that needs to get from Stuttgart to Brussels or Chicago to Cincinnati and you need to get there by lunch and it’s already 8am, i.e. Hammer Down! I tried it on the way to Laramie after passing the State Trooper as I needed to relax a bit and I suppose it worked, it was certainly interesting and more productive than the way I usually just try to stretch a bit while driving while turning the music up.
This being a test car and already near the top of the line, of course there was more than just this. In this car the second row was not deprived of anything either. They too had heated and cooled seats along with heated and cooled cupholders, as well as a wireless charging pad in their own console and on top of everything else they had their own tablet computer that could be either used in place or taken out of its mount and handheld wirelessly. From that they could also choose a massage program for their seats (!), as well as control the panorama sunroof, music, navigation, and various other tasks or items depending on the level of control afforded by the driver.
The second row was just as comfortable as the first, with lots of space available to stretch out and identical seat controls on the door panels as the front. However the third row was not nearly as good. In my old GL I could still sit in the third row while being a bit cramped. However in this one I was much less comfortable, really it needs to be reserved for small kids only. When the second row was moved up towards the first so that I still had a couple of inches of knee space, then in the third row my knees were jammed into the second row seatbacks. Head and shoulder room were more or less acceptable though. For the comparative record I am 6’1″ with a 32″ inseam.
Worse though was the access, while the second row seat would electrically move itself out of the way, it did so via electric control buttons that caused everything to move at a glacially slow pace (obviously for safety), however it was also not particularly intuitive as far as the seat moving and then going back to its original position that it would frustrate anyone that didn’t spend a lot of time with the manual to be sure they were doing it right (which, let’s face it, is pretty much everyone).
Even worse would be the situation for those IN the third row that likely don’t even have access to the manual and just want to get in (or more likely, out) or if people were rushing to get inside for example in instances of inclement weather or cold such as on a ski holiday. I believe if there are little kids they will just literally jump over the backrest which in the end achieves the same result and much faster.
At least there are redundant controls in several places such as the seats themselves, the side walls, as well as in the cargo area. These third row headrests are still manually deployable though which involves reaching and fumbling in dark crevices, again there are other, better, solutions now available wherein the whole headrest just auto-folds away when the seat folds similar to how an old W124 rear headrest snapped away at the press of a button.
Still, this (the seats folding) is a topic that wasn’t great in my first generation GL with sort of a hybrid manual/power setup, not much better in the second and now here the technology still gets in the way of itself. If it were all manual such as in three row competitors costing a fraction of this one’s price, it would be so much better. But hard to justify I suppose in a vehicle where the tech is half the reason for being.
The sound system was the Burmester High End Surround Sound System which consists of 1610W and 26 speakers. Of course there are speakers where you’d expect them but there are also speakers that apparently can move inside their enclosures to direct the sound depending on the occupants. There are also speakers mounted in the ceiling and above the side pillars.
There are different presets that control the sound and not only can they be selected but also be individually assigned per seat, i.e. different people can experience the sound differently. And all of the visible speakers are faced with gorgeous metalwork, in some cases surrounded by the dash trim, in this case not a carbon fiber or similar look, but an actual metal fabric weave encased in a glassy lacquer.
I’m no expert but the system certainly did the job for me, I’m pretty sure that I could hear notes in Blondie’s “Heart of Glass” that I haven’t noticed before and I have listened to it countless times since I first heard it back in ’78 when I was nine… Although I’m sure whatever the standard system audio is would be quite good as well. However at this level “quite good” for most buyers simply isn’t anymore, thus much more refined offerings are available.
So check out the front again, that huge double 12.3″ display screen that functions as instrument panel on the left and infotainment on the right is excellent and really just the size you’d want for everything to be logically placed where it makes sense as part of Mercedes MBUX System (Mercedes-Benz User eXperience).
Reconfigurable as far as how the driver information displays, the left part is controlled by various doo-dads on the steering wheel, and the right/center portion is controlled by voice, touch, or trackpad device. Menus can be swiped left and right, selected, drilled down, whatever. There is so much that can be controlled here but the basic items are done easily and quickly, and very soon become second nature. Images are crisp and clear and the voice command controller is far more capable than in the past, able to understand almost to the point of having a conversation rather than sticking to a pre-formatted list of specific commands enunciated a specific way.
The Navigation System is similarly user friendly, the augmented video screen is excellent to use as when coming up on a direction point the screen changes to video with overlays showing exactly what should be done and where. This is the future of navigation, while directions and mapped representations are great, the real-world visual helps tremendously in many situations, leaving little to interpretation.
Not that one who can afford such a machine would have any trouble affording the gasoline to power it, it was surprisingly economical compared to the capability. While this appeared to be a pre-production machine with a sticker that didn’t detail the EPA ratings, I averaged 17.0 mpg over 320 miles of driving it which included a fast 70 mile run to Laramie on Highway 287, an even faster 90 mile return via I-80 and I-25, and then the balance of 160 miles purely local which consisted of about 60 up in the hills on a few very hot days, perhaps 50 or so towards the end on a very cold day and another 50 or so comprised of normal city errands.
I’d guess for purely city usage 13 might be in the ballpark and a moderate freeway pace would likely return about 20mpg. Premium fuel is required and there is a start/stop function that comes into play depending on the drive mode, i.e. yes in Comfort, no in Sport Plus etc although with the hybrid system the stops and starts are nigh imperceptible.
So now it’s time to sit down as the price will probably shock you although if Mercedes wasn’t relentlessly trying to enter every possible niche including the more “entry-level” ones, it wouldn’t as the prices would be uniformly high; after all, a long history setting the standard for engineering and leading the industry in performance doesn’t come cheap.
The base price for the Mercedes-AMG GLS63 is an eye-watering $132,100, so your average Chelsea Tractor this is certainly not. I’d wager that the vast majority sold are either sold for cash or leased to businesses, most buyers probably aren’t too concerned about monthlies…
But still (or especially at this level?), nobody pays that much and just leaves it at that. There are options to be chosen but here they aren’t just options, but rather “Optional Equipment and Value Added Packages” which sounds better. Let’s take a peek.
Surprisingly the metallic paint is not an extra charge item, but the Metal Weave trim costs $440 and looks worth ten times that. The AMG Performance Steering Wheel finished in “Dinamica” (a suede-like microfiber) is $600 and not just flat on the bottom but also the sides. (Flatten out the top too and you’d have the “Allegro Package”, perhaps for 2022…) The Carbon Fiber Engine Cover runs $1,500, the 23″AMG Forged Wheels in Matte Black are $4,950, and the Augmented Video is $350.
The Burmester Audio System as detailed above is $4,550, and Magic Vision Control is $350 (this is basically wipers with dozens of little holes in the assembly for the cleaning fluid to spray out of as opposed to a big splash of fluid before the wiping starts that might prevent you from seeing anything momentarily).
The Warmth and Comfort Package (Rapid Heating, Heated Door Center Panels, Heated Front and Rear Armrests, Heated Center Console) is $1,100, and the Executive Rear Seat Package Plus costs $3,700 and consists of Luxury Center Armrest that contains a 7″MBUX Tablet, Storage Compartment, 2 USBs, Rear Wireless Charging, Extended Center Console, Luxury Headrests (with those bendable winglet pads like in a good airplane seat), Heated and Ventilated Rear Seats, Heated and Cooled Rear Cupholders, Multicontour Rear Seats with Massage.
The Energizing Package Plus is defined as the Air Balance package with Energizing Fragrance (I believe there are different versions) for $550, and the Night Package at $750 gets you gloss black trim on the A-pillars, Trim on Rear Apron, Tailpipes, Front Splitter, Window Frames, and Roof Rails.
Then there is also the Acoustic Comfort Package which for $1,100 adds Increased Cabin Insulation, Windshield with Infrared Reflecting Film, Side Windows with Acoustic and Infrared Reflecting Film and I can confirm that it was remarkably quiet even at very elevated speeds. With the windows up it’s perhaps even a bit too quiet, making it more difficult to hear the heady rumble of the engine/exhaust when in Sport or Sport Plus mode. Sacrifices…
Oddly, after looking at the options list and using/experiencing the listed items, I came away thinking that the really expensive items were perhaps too expensive for the improvement they offered but conversely and more interestingly that the less expensive items (let’s say anything under or around the $1,250 mark) were priced much lower than I would have figured or would consider paying relative to the benefit they offered (while keeping in mind that the base price is already well into the six figures, of course).
Destination and Delivery from Tuscaloosa, Alabama where assembly takes place (the engine is shipped there from Germany for installation), is a further and comparatively reasonable $995, all adding up to a new Curbside Classic New Car Review record of $153,035.
Not cheap. But not meant to be nor having any reason to be, really. This vehicle and its sedan stablemate S-class are pretty much the state of the art in terms of internal combustion vehicle technology and will likely be what many/most other makers will use to see what they might offer in their vehicles going forward; as such much of the basic technology will filter down to the overall market eventually. That being said, it’s a remarkable piece of technology but also an amazingly capable and satisfying vehicle to drive, and just as likely to own for those both lucky and/or successful enough to do so.
“Herzlichen Dank” to Mercedes-AMG for offering us this vehicle to drive this week along with a tank of fuel.
V8 bi-turbo AMG SUV – enormous out of control killer forest fires.
Does this comment infer you’ve rethought your stated intention of purchasing a used V12 Aston Martin as you were commenting last month?
Oh no, I’m as hypocritical as everyone else. But I do think it’s the end of an era for vehicles like this. Electrics and hybrids are selling more but overall emissions are increasing due to our preference for enormous heavy SUVs. Sooner or later the govt will clamp down or an XR lynch mob will act. Enjoy it while you can, though I think the residuals will be poor.
Can you imagine the cost of auto insurance for this beast😱😱😱😱
What a beautiful world it is when something like this is offered. While I could buy three of the Ram 2500s you had last week for the price of this single Mercedes, there is something about this Mercedes I really, really like. Perhaps no urge going unheeded?
I will never own a vehicle such as this but it’s great Mercedes is building it.
It sounds like Mercedes is finding its way home again. Growing up, Mercedes meant purpose built machines that were a cut above and then there were the rest.
Then Lexus, Acura and Infiniti came along and Mercedes was forced to build to a price point and became just another car.
This sounds like the three pointed star meaning something special is back!
Beautiful, purposeful vehicle that I’ll never be able to afford. But glad MB makes them. Out of curiosity, is there any data available regarding the quality of build from Alabama versus Germany?
I’m sure data exists, but I doubt it’s available publicly. The Alabama plant currently produces the GLS, GLE, and GLE Coupe. It did produce the C-class sedan but that apparently ended very recently (or is about to). It was initially opened to produce the ML (now GLE) and then expanded to the GL.
Our 2011 GL didn’t have any issues that could be blamed on the fact it was produced in Alabama vs elsewhere, and was still tight and rattle-free when we sold it with around 90k miles or so on it a few years ago. I wouldn’t hesitate to buy another MB due to it being built there.
Initially, the one product to come out of the Alabama was the W163 (1998-2005) M-Class, and build quality was horrendous. But that had more to do with the W163 itself. The W163 wasn’t a very nice vehicle, especially pre-facelift. Mercedes-Benz took the “SUV” part of their luxury SUV proposition seriously, and nothing else. They have a history of building commercial as well as luxury vehicles, and the W163 swung too far in the direction of the former. It also had the misfortune of being one of the last of an era when cruder, more-primitive luxury SUVs were acceptable. Within four years of its introduction, expectations rose as competitors began releasing much nicer (from a cohesive standpoint) vehicles, like the X5, GX, XC90 and L322 Range Rover.
After the W163, things equalized. I doubt you’ll see a difference in build quality between the stuff assembled in Alabama and the stuff made closer to Stuttgart…unless those differences have to do with differing price points. An S-Class is probably going to be tighter-built than a C-Class, but both will meet whatever assembly targets Mercedes-Benz has set for their respective programs.
This reminds me of Cadillac’s moniker “The Standard of the World”. Well done and welcome back Mercedes.
Jim: As always, a great write-up. I’m not really a Benz fan, but it’s hard not to be impressed by this one. It may be close to being “peak-CUV” in so many respects.
That said, and living up here in the CO Rockies where you drove this baby, it does miss out on what for me is an elusive balance. Performance and comfort are beautifully combined, at the expense of fuel use and practicality. 23″ tires don’t cut it up here, as you know, and I see enough GL Benzes and Rovers parked on their bumper stops to be wary of air suspensions… miracles though they are when new. So to me: a great car with much over-the top achievement that justifies the price in many ways, but would fail in my real world needs.
Keep your reviews coming, they are truly excellent!
Small point…but RR’s and RR’s Sports can be programmed to park on their bump stops for ease of entry/exit. In fact, when set accordingly, shifting to Park lowers it all the way. Not saying an older Rangey is might not have a suspension on the blink, but as an owner of a 16 Sport and a 19 full size, I can say they not all as broken as they appear.
I own a pedestrian but fully loaded 2020GLE 450, the new but comparably wimpy little brother to this version of the same body shell. Much of the content is the similar but of course,there are many differences. Great vehicles, spacious and well engineered. We just drove it to Victoria BC for the weekend, a round trip or about 700 miles and it was very good. It averaged around 25 mpg in fast (75 – 90mph) driving. Interestingly, we followed a well prepared 1955 Chev Wagon for about 60 miles at between 80 and 100mph along the highway to Hope, BC – very inspiring to see this guy comfortably passing everything, but not recklessly.
Concerning the new MB’s, I find the sheer volume of configurable tech to be almost overwhelming and some of it borders on being an intrusive nuisance. It does take some time to sort out what you do and don’t want, and to set your individual driver profile accordingly.
I traded in a 2018 GLE 43 AMG and the upgrade between that is this newer model is very significant.
With respect to the 23′ wheels, almost all owners in northern climates will have a separate set of winter tires and rims, so that point is actually moot. I would also consider the fuel consumption moot – no one who buys this would or should care about fuel consumption – they are obviously people of means and not environmentalists. Oil is $38 because there is too much of it…….among other demand related reasons.
I have had 5 new Mercedes in the last 6 years – one SL550 and 4 in the ML/GL range. All have been good vehicles, decidedly premium but very competitive in their classes. They are worthy of consideration by anyone looking at vehicles in this range, and that’s about all I can say about that. So much about choosing a vehicle is subjective that comparisons delve into the arcane in many cases.
I’d like to pose a rhetorical question as a devil’s advocate on the point made earlier concerning emissions, as I sit looking out my window into 300 yards (at best) of smoke-constrained visibility (forest fires happened before, remember?). I live at the moment in a rural house surrounded by forest in an alpine environment, so i am very alert to this risk, every year.
Surely this vehicle produces it’s incredible power at the cost of some fuel consumption and higher emissions compared to other contemporary cars or purchase options, though it meets legislated standards. So, how much emissions would one “classic” or simply older car produce in comparison to this? I presume a participant on this site has an interest in older cars, and many drive, use and restore such cars – as do I. Would a 1970 small block Camaro driven 4000 miles a year produce fewer emissions than this vehicle being driven 12,000 miles, or use less fuel? Highly unlikely.
If positing a purely environmental perspective, and before one stakes or asserts a moral high ground and impugns a new vehicle for excess emissions or fuel consumption, they should also consider the emissions and fuel consumption of older enthusiast cars, which are many orders of magnitude worse by any measure one wishes to apply. Yes, they are normally driven less, but……
While there are all sorts of nasty air souring pollutants shot out of the Camaro’s tailpipe between lack of Catalytic converters, primitive fuel delivery and minimal emissions systems, CO2 is the not an emissions that was ever quelled, as it’s the inherent byproduct of petroleum combustion, and that’s the one that’s the key contributor to climate change. If fuel economy isn’t far off, CO2 emissions will be similar
Not that raw hydrocarbons, carbon monoxide, and nitrogen oxide are ideal, but when it’s a teeny tiny percentage of cars spewing those vs 100% of the cars spewing them in 1970, the classic car enthusiast’s ride is getting pretty diluted to have any real environmental impact.
Hi Matt – No doubt about the small number of old cars running around, at least in the developed world. However, a direct comparison between the emissions levels of 250 gross HP 1970 sbc and 450 net HP (or 603?) modern V-8 powered vehicles would be informative. In the case of today’s MB, six times the net HP and 1/10th or far less the hydrocarbon emissions, perhaps? I don’t think anyone wants a return to the smog seen in ’60’s and ’70’s.
I didn’t raise the emission issue, someone else did and I suppose my inference here is that someone inclined to orient his/her ideology in the direction implied would or should be unlikely to enjoy grossly polluting vintage vehicles, as doing so would be inconsistent with a personally held environmental/emissions ideology. I thought the point not well considered for the audience on a classic vehicle enthusiast site.
Like most here, I enjoy modern vehicles for most of my daily needs, but have a number of vintage vehicles and other older things – which I enjoy for other reasons. The emissions of my vehicles are of not the slightest consideration when considering a purchase. If new, I know they meet government standards and my concern ends there.
However, a direct comparison between the emissions levels of 250 gross HP 1970 sbc and 450 net HP (or 603?) modern V-8 powered vehicles would be informative. In the case of today’s MB, six times the net HP and 1/10th or far less the hydrocarbon emissions, perhaps? I don’t think anyone wants a return to the smog seen in ’60’s and ’70’s.
You’re conflating two different types of emissions. The smog forming emissions (HC, NOX) were byproducts of incomplete combustion. They have essentially been eliminated in modern IC cars, thanks to very sophisticated (smog) emission control systems, with catalysts and such. They are a non-factor in modern cars. Old cars spewed huge amounts of them.
Geenhouse gas emissions from cars is strictly CO2, and is inherent as a result of burning any fossil fuel, as the carbon is converted to CO2. It does not cause smog, but it is the primary source of AGW (man-caused global warming). It’s not “dirty”, in causing smog, but it creates a greenhouse effect in the atmosphere.
So the AMG 63 is almost infinitely cleaner in smog-creating emissions than ta 1970 Chevy. But in terms of CO2, its output is directly correlated to its fuel consumption. Which is apparently somewhat better than most 1970 Chevys.
The hp output is utterly irrelevant. Modern cars do not pay any significant price in fuel consumption for having engines capable of high output, as they run almost as efficiently as lower-output engine in normal driving. Sure, if you drive the AMG 63 at 165 mph, the fuel consumption will of course be drastically higher. But not in anyhting resembling normal driving.
Conclusion: the AMG 63 is profoundly cleaner in smog-forming emissions than a ’70 Chevy, and creates somewhat less greenhouse gas than a ’70 Chevy.
Does than answer your question?
yes, it’s helpful to be sure. I only introduced horsepower as a metric to quantify the enormous overall progress on that front, as well as on the NOX/HC side of the equation. The totality of engineering improvements in cars in general and specifically in engines is quite incredible when one thinks about it.
I gotcha, I just wanted to be clear on the specific pollutants of concern here, since it’s not really an even comparison unless it’s the collective landscape of 1970 era cars vs the collective landscape of 2020 era cars since the vast majority of bad pollutants have been reigned in to insignificant levels in those 50 years, and really have been that way for the last 30. Until AGW became a more mainstream issue, pinpointed on CO2, the biggest pitfalls of continuing using gasoline was simply the prospect of eventually running out if we use too much(peak oil) and/or the ramifications from where it comes from(spills, military conflict etc.)
A lot of people who chose to drive classic cars on a semi regular basis often will make some degree of updates to make them more livable, from radial tires, to dual circuit brakes, electronic ignition and notably an overdrive, be it an aftermarket add on or a later model transmission, which likely would bring something like a 350 70 Camaro in about the same fuel consumptive range as the featured AMG. No one’s really being a hero driving either, which we seem to agree.
The other factor with classics is that only one car was made a long time ago. My 48 year old Mercedes is probably more polluting than the new SUV, but longlevity means it wins in the long term pollution stakes. Most of the pollution in a car’s lifetime is produced during the manufacturing process. If the SUV is still running in 48 years then it’s viable ecologically. Mercs are mostly well made, but I doubt the electronics will still be available.
LOL – I was wondering just what the guy had done to the 1955 4 dr Chev wagon that paced us down the TransCanada towards Hope, BC at 85+ mph yesterday! Whatever he had done, it was stable, fast and quite loud. It looked very stock, aside from narrowed rear axle, large rear tires and a louvered hood. I was very impressed as he hustled it along. I very much doubt it was a 265/powerglide!
My only contribution to the reduction of greenhouse gases has been through my refusal to spawn. I have thereby relieved our future world of the potential life-cycle carbon emissions generated by progeny that remained unborn. I have no idea what the production of greenhouse gases needed to see a person in North America through their lives would be, but I suggest it is substantial. So, my large current carbon emission footprint is somewhat mitigated – that’s my get out of jail free card.
A number of classics have been retrofitted with entire more modern power trains. So that 55 could be sporting a LS that makes if far cleaner and more efficient than it was when it left the factory.
This car reminds me (of all things) of the line from “The Little Mermaid” – you can sing along
I’ve got gadgets and gizmos aplenty
I’ve got whozits and whatzits galore
You want thingamabobs?
I got twenty
This is definitely a 20 thingamabob vehicle that has high maintenance written all over it. Was that ever a Mercedes slogan?
It’s really the name of the game, in the luxury segment. Especially when you ask $150K for your luxury SUV, when it will be worth exactly half that in two years.
It’s interesting that you comment on the quiet interior, as in true CC Effect fashion I was passed by a GLS63, in this same color, on the freeway close to home yesterday and it was loud. Not an unpleasant note (after all, pretty much any V8 is music to me) but I think a bit inappropriate for an executive express. It certainly penetrated through the closed-windows-against-the-smoke and road-noisy environment of my Tacoma.
I’d guess your area is probably one of the top sales areas for these (or at least just over the hill), interesting though to hear!
The exhaust note can be changed, likely the one you saw was in Sport or Sport Plus mode (or the exhaust toggle was selected while in Comfort mode), which definitely changes the sound and presumably affects performance as well in some small but in the end incremental way. Yes, the Performance exhaust setting is quite a bit louder than the Comfort one and while still audible in the cabin, is quite a bit louder when outside (or as you were, inside a different cabin). Of course when on the gas it is louder still.
What I found interesting is that compared to the GLC63 from earlier in the year with a similar system and when the exhaust was uncorked to its fullest, the GLC was much louder inside than the GLS, indicating that the acoustic package option this one had is doing a good job, although as I stated may be doing too much of a good job depending on the driver’s preferences and his or her proclivities.
You’re the kid in the candy store that gets to have free samples. Nice review, once again. A bit out of my range of interest, but I’m sure I could have some fun with one for a brief time too.
That’s not a Buick, but it sure looks like one to me, at least from the front.
👍
It must be so interesting to be in the market for such things. In addition to the Range Rover Autobiography (which, admittedly, isn’t a three-row vehicle), you have the upcoming 2021 BMW Alpina XB7.
One thing to point out about the naming convention as set out by Mercedes-Benz…
There is always a space between the letters and numbers, usually half to full space inbetween. When typing the model nomenclature, it’s GLS 63, not GLS63, as seen in the attached price list below.
I thought it was recent phenomenon, but it has been used for many decades as seen in the old brochures and on the boot lids.
Yeah I know, thanks, I do it in the titles but not within the text as it ends up separating them if there’s a line break and is thus potentially confusing.
Jim Klein, the time has come to use the word Inuit instead which is more respectful towards the native peoples of the northern reaches of this continent.
Otherwise, great review of an very impressive vehicle that I might see someday. Twenty-two diameter Escalade tires are a bit of a doozy to mount, I can only imagine how difficult these are, especially if they are run flats.
I certainly meant no offense and apologize to anyone I may have offended but would like to point out that as I understand it the terms are not just interchangeable, an Inuit may be part of a group sometimes and perhaps no longer appropriately referred to as Eskimo but an Eskimo certainly does not exclusively refer to Inuits, there are several significant other peoples that were collectively grouped within the name, not all on this continent. I wasn’t specifically referring to one particular group, just using an apparently out of date term to illustrate something.
Jim – I was also unaware of the word ‘Eskimo’ being considered as a pejorative term. It was a general descriptor of peoples that resided in a certain region as you state, but i don’t recall it ever being deployed as a negative. I’d be interested to know how and why it came to be viewed negatively, and to be considered disrespectful.
Great review of the MB!
It’s one of those words that has become controversial to use, as for many natives it is associated with it being essentially a racist term, hence their preference for Inuit or such. But that’s not universally the case, as many Alaskan natives use “Eskimo” themselves, as “Inuit” is not part of their particular language.
Not a big deal, but it’s falling out of favor to use, unless you’re a native yourself.
Thank you all for the different perspectives and level-headed responses.
The thing that jumped out at me was the $4550 audio system. That is almost exactly what I paid my current stereo. Of course mine also included a free Buick. 🙂
I am late getting here, so am maybe just a little less impressed due to the depreciation the car has seen in the last day or two. 🙂
I saw the picture of the glass scent canister and thought for a moment that Mercedes was finally offering a single-serve coffee or cocktail dispenser.
Although it is not a market I will ever be in, it is a fascinating SUV. And I have stopped trying to predict what you will get next.
Perhaps surprisingly, I was getting tempted. And then you mentioned 13mpg and $132k.
It does look good and I like the interior. Take this over $132k of Range Rover? Maybe, if you need 7 seats.
Certainly ahead of the Bentley and BMW alternatives IMHO.
Don’t forget that I’m using US gallons, not imperial so that may make all the difference for you! Perhaps you’re back in…