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2014 Mercedes-Benz GLK-Class, GLK250, GLK350. Nationwide Delivery with Over a Half Million New and Pre-owned Cars available, all at Discounted Low Fleet Prices. Huge Selection, All Colors/Options Available (800)851-9000


2014 Mercedes-Benz GLK-Class
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2014 Mercedes-Benz GLK-Class Review
If you're an automotive enthusiast, then small luxury crossovers probably don't light your candle. (Audi's Red Bull--snorting, 310-hp Q3 with a turbocharged five is one noteworthy exception.) Still, the refreshed-for-2014 Mercedes-Benz GLK deserves your attention.The Diesel We Want, the Efficiency Benz NeedsNever a champion in the EPA fuel-economy department, the Mercedes-Benz GLK gets two significant upgrades in its engine bay for the 2014 model year. First, the GLK250 BlueTec is new to the lineup. Its 2.1-liter diesel four provides 190 hp and 369 lb-ft of torque. Benz's American boss Steven Cannon told us a few months ago that the engine should deliver an EPA highway rating "in the high 30s." We expect a big jump in city mileage, too, so the GLK250 likely will shame last year's gasoline-drinking GLK350, which was a bit of a guzzler at 16 mpg city/22 highway. The new diesel GLK will come only with 4MATIC all-wheel drive and a seven-speed automatic gearbox; Benz says the drivetrain has been tweaked to minimize noise, vibration, and harshness.

Walkaround
The rollout of more four-cylinder diesels in the U.S. is long overdue, and we're pretty psyched. And let's be clear: Benz isn't bringing its four-cylinder diesel here for just one car. Investing in emissions and crash compliance means you'll see the diesel four in the next-gen C-class---a mechanical cousin to the GLK---among other vehicles.For folks who prefer gasoline power, the GLK350 is upgraded with the latest generation of Benz's 3.5-liter V-6 engine. Now featuring direct injection, the GLK350's engine is good for 302 hp and 273 lb-ft of torque. The older V-6 made just 268 hp and 258 lb-ft. The GLK350 also picks up an engine stop/start system, a feature heretofore exclusive to Mercedes' hybrid models and a few AMG cars. (The technology is standard in the new SL550 launching later this year, too.) As was the case in the past, the GLK350 comes only with a seven-speed automatic gearbox but can be ordered with either rear- or all-wheel drive.Not a Total Renovation, But Close EnoughThe chunky styling that distinguished the last GLK has now been softened, with a curvy new fascia setting a more graceful tone. This restyled schnoz also brings the GLK's look in line with the appearance of other new Mercedes models, such as the M-class crossover.Not shockingly, the GLK gets this decade's must-have automotive fashion accessory: LED daytime running lights. An optional package will upgrade the headlamps to the lighting equivalent of a NASA computer system, bringing an active cornering function, headlight washers, and automatic high beams that dim when cars or pedestrians are detected ahead.Benz's boffins also restyled the GLK's back end. The new taillights are now solid red, rather than the red-and-white sandwich of last year's car. The lower fascia also is remodeled, with a chrome skidplate-type substance and integrated exhaust outlets. For more style, an exterior AMG Styling package remains on the options sheet; it adds 20-inch AMG wheels, different LED running lights, aluminum roof rails, and tweaked fascias.In contrast with the gently massaged exterior, the interior of the GLK was hit harder by the metaphorical wrecking ball. A stylish new dashboard has been installed, with two circular vents in the center and a sweep of metal or wood spanning its width. A 5.8-inch display sits atop the center stack, while upgrading to the Multimedia package nets a seven-inch screen to display the latest iteration of Benz's COMAND infotainment system. The screen in the IP has been upgraded to color, too. The dash looks nicer than the boxy, plasticky piece in the pre-refresh GLK, and should represent the same leap forward in material quality we saw in last year's update to the cabin of the C-class.GLK fanatics may also notice that the console-mounted shifter is gone, replaced by a column-mounted gear selector. This, in turn, clears up some space on the center tunnel. A set of steering-wheel-mounted shift paddles are now standard.As was the case when Mercedes updated the C- and E-classes last year, the GLK can now be fitted with an entire warehouse of gadgets and safety features. Standard kit includes nine airbags---including driver and passenger pelvic airbags---active front head restraints, and Benz's Attention Assist system, which purports to tell drivers that they're tired and should stop driving. Buyers can pay extra for a power tilt/telescoping steering column, navigation, a rearview camera, a power liftgate, a panoramic sunroof, an automated parking system, leather upholstery, and keyless start. Blind-spot monitoring, lane-keeping assist, and radar cruise control are available, as well.

Summary
All of the toys and safety tech not only help Mercedes-Benz distinguish its entry-level ute from feature-packed competitors sold by non-luxury brands, but they also will bring the GLK's price into the could-have-had-a-condo range. Official pricing isn't out yet, but even if the sticker doesn't jump much from last year's $36,755, a fully equipped GLK350 will no doubt crest $50K. We just hope that Benz positions the diesel GLK250 as it did the diesel GL-class---as the entry-level model. We expect the updated GLK350 to arrive this fall, while the diesel model will have later availability, arriving in the first quarter of 2014.

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2014 Mercedes-Benz M-Class
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2014 Mercedes-Benz M-Class Review
Now in its third generation, the M-class has gone from the risky startup enterprise of 1997---new vehicle, new workforce, new U.S. assembly plant---to a solidly established luxury SUV with an increasingly firm grip on a market segment it helped to create.It doesn't take a lot of seat time to understand the appeal. Whether all four tires are scratching terra firma or just the rears, the latest ML ups the ante in the areas that count: ritzier interior, quiet operation, smooth ride, more power, more mpg, more room.

Walkaround
There's also more ML. Compared with its predecessor's measurements, the 114.8-inch wheelbase is about the same, but overall length increases almost an inch, to 189.1, and width expands 1.5 inches, to 75.8. At 70.7 inches, the roof is closer to mother earth by almost an inch, but then so is the undercarriage---ground clearance for the latest ML350 decreased by almost three inches, to 5.4, which tells you something about the priority of off-road use in the gen-three design. This here is an urban cowboy.One other increase is at the scales. In our May 2007 comparison test, an ML350 4MATIC weighed 4886 pounds. Not exactly svelte, but the 2014 4MATIC test vehicle tipped the scales at 5023, 340 more pounds than the 2014 rear-drive ML350 in this twin test.Manageable MassSo, more mass. But the updated powertrain makes light of it. The displacement of the ML350's DOHC 24-valve aluminum V-6 is still 3498 cc, but its feeding regimen has changed; direct fuel injection replaces the previous port-injection system. The new diet produces noticeable results. Horsepower is up 34, to 302, and torque increases by 15 lb-ft, to 273.Better yet, in an era of unprecedented mpg consciousness, EPA fuel-economy ratings are up, too---18 mpg city and 23 highway for both the rear-drive and 4MATIC versions of the 2014 model versus 17/22 for the previous generation (it was available only in 4MATIC form). We logged roughly 1000 miles with our ML350 test vehicles, averaging 19 mpg with the rear-driver and 18 mpg with the 4MATIC.Put that 1-mpg distinction down to the difference in curb weight, which also shows up on the acceleration charts. The rear-drive ML sprinted to 60 mph in 6.4 seconds and ran the quarter-mile in 14.9 at 94 mph. The 4MATIC needed 6.7 seconds to hit 60 and covered 440 yards in 15.1 seconds at 93 mph. We should add that the rolling-acceleration numbers---5--to-60 mph, 30-to-50 mph, etc.---were about the same for both MLs. And we should add further that the 4MATIC's sprints were significantly quicker than those of the gen-two version---almost a half-second to 60---that contended in our 2007 comparo.

Summary
No-Drama DynamicsThe gen-two MLs were all about quiet comfort, and the gen threes are more so. Suspension travel is abundant, and the pneumatic components tuned to make driving down a stairway feel like a cruise through the park.

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2014 Mercedes-Benz C-Class
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2014 Mercedes-Benz C-Class Review
There are very few AMG concoctions we haven't enjoyed, and the C63 is perhaps our current favorite. Its carrying forward of the M156 naturally aspirated 6.2-liter V-8 when the rest of the Affalterbach clan---bar the SLS AMG GT---is being downsized and turbo'd reminds us just how special the hot C really is. The only way we envision the C63 getting any better is by giving it more power. And that's just what Benz's skunk works team has done with the advent of the new 2014 Mercedes-Benz C63 AMG Edition 507.

Walkaround
The C63 Edition 507 raises output to---surprise!---precisely 507 horsepower, delivered at 6800 rpm. Maximum torque is capped at 450 lb-ft and arrives at 5200 rpm. Thus emboldened, the Edition 507 surpasses not only the standard C63's 451 horsepower (481 with the optional development package), but also that of every other vehicle in this class---keeping in mind the 510-hp C63 AMG Black Series was available just for 2012. Mercedes claims a 0-to-60-mph time of 4.1 seconds---three-tenths quicker than the standard C63, and two-tenths up on C63s fitted with the development package---but our most recent test in a C63 with the development package saw us run the sprint to 60 in 3.7 seconds, so expect the 507's time to be somewhere closer to 3.6. Top speed is electronically limited to 174 mph, up from 155. Fuel consumption likely will remain identical to the standard C63's EPA estimates of 13 mpg in the city and 19 highway.The power increase was achieved through forged pistons taken directly from the M159 engine used in the SLS. New connecting rods, a lighter crankshaft, new forged pistons---the same components upgraded in the C63 Black Series---and an engine remapping complete the light-but-effective surgery to the powerplant. (Benz says the SLS-sourced internals shave 6.6 pounds in weight.) The mill is mated to a seven-speed automatic transmission. The chassis is improved as well, with a composite braking system that employs red-finished calipers---six-piston up front and four-piston in the rear-----clamping down onto 14.2-inch discs at all four corners. Nineteen-inch aluminum wheels are available in a glossy Titanium Gray or matte black and are shod with 235/35 front and 255/30 rear Yokohama rubber.Making sure the performance changes don't go unnoticed, AMG has upgraded the exterior to achieve a more sinister look. The headlights, grille surround, mirror caps, and decklid spoiler all are finished in black, and 1970s-style striping just above the rocker panels. But the most notable visual cue of the 507 Edition is perhaps its hood, swiped from the C63 Black Series and featuring dual heat extractors.Interior appointments are limited to black or white leather, trimmed with black faux suede---which also wraps the steering wheel---and contrast stitching. A piano black finish is applied to the dash, where an Edition 507 badge resides, and the door panels. The gauge cluster features red accents to differentiate the special-edition C from the more plebeian of C63 offerings. (Gone are the gaudy red seat belts and accent stitching that crept in to last year's Black Series, thankfully.)

Summary
The Edition 507 will be unveiled at the Geneva auto show in March and hit U.S. showrooms in the summer. Pricing hasn't been announced yet, but we expect the 507 to split current C63's base price of $62,405 and last year's limited-edition Black Series, whose base sticker was $108,575. Not available stateside, sadly, is the C63 AMG Edition 507 wagon, which will be sold in Germany and elsewhere. AMG wagon lovers carrying U.S. passports will have to opt for the E63 AMG wagon. And while we adore that car for what it is, it doesn't quite tickle our fancy the way this M156-powered supercar in disguise does.

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2014 Mercedes-Benz S-Class
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2014 Mercedes-Benz S-Class Review
The last word in luxury limos hasn't been spoken until Mercedes-Benz has had the floor. Herr Dr. Benz's firm was making the preferred shipping containers for the mostly unelected elite when Audi was merely a business plan, when BMW was in the bubble-car business, and when the word "lexus" was just badly butchered Latin. No company in this market has more experience catering to finicky buyers.Thus does Mercedes now deliver its latest take on the executive-level sedan after just about everybody else, from Hyundai to Hongqi, has taken a shot. Over the years, Benz and its closest competitors have reduced power, handling, and comfort to commodities. Supplying them in overabundance is the table ante now, so the strategy with the new S, code-named W222 and initially available in the U.S. as the S550 and S550 4MATIC, has been to think of what else the rich desire even before the rich think of it themselves.

Walkaround
For example, absolutely nobody knows he needs two reverse gear ratios or stereo-speaker mood lights in seven driver-selectable colors. At least, not yet. Or seat coolers that suck (air) for four minutes before they blow, which does indeed chill your sweaty backside more quickly. The "hot-stone massage" feature, also optional, feels as if somebody were poking you with warm snooker balls. And the softer pillows on the headrests of the two optional, electrically reclining "executive" rear chairs are like dunking your head into clotted cream. Americans even get special maxi air conditioning that can channel a nor'easter at your chest, something Europeans hate, apparently.Bottom left: What, no hot towels? The S's business-class rear seats are among the many amenities when you fly Air Mercedes-Benz. Bottom right: The gauges and the central screen share a huge rectangular bezel.There's more, with Mad Men--marketing names such as Magic Vision Control for wiper blades that incorporate tiny washer nozzles so your vision isn't momentarily obstructed by the usual splurge of water. The Air-Balance system perfumes the cabin with your choice of atomized scents, "a world first," trumpets the 154-page press kit. A fully outfitted W222 has more than 100 electric motors onboard.However, the S class's most byzantine feature must be Magic Body Control, supplied with the optional hydraulic active body control (ABC) suspension. It employs the car's stereoscopic, or twin, cameras to "see" bumps in the road ahead and then relaxes the suspension to the consistency of overcooked macaroni in time to float the body over the obstacle. It is a truly bizarre feeling to expect to be tossed into the roof at 30 mph over a speed bump, only to feel...nothing. How Europe's crowned heads would have treasured this feature a few centuries ago as ruts and diseased peasants lay in the path of their chaise-and-fours!Magic Body Control is a bit of a one-trick pony, though, as it works best at low speed and on the kind of long, flat-topped speed bumps that are common in Europe. The cameras, which basically scan for shadows or scene contrast, can't see pavement fissures and everyday wheel bouncers such as manhole depressions, which arrive too suddenly for the system to react. And bad weather blinds its eyes.

Summary
Although it's tempting to dismiss the new S as a collection of supernumeraries on what is still just a car for going from hither to yon, such exhaustive gadgeting is what automakers at this level need to distinguish themselves in a crowded market.

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2014 Mercedes-Benz GL-Class
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2014 Mercedes-Benz GL Review
Of all the available GLs, this diesel model is clearly for the steadfast and serious GL buyer. There’s plenty of poke in the low end for pulling into traffic, or for towing, ample upper end to run steady and smooth on the freeway, and virtually no evidence of diesel-ness other than the badges and the fuel filler (which is fitted with a handy AdBlue filler neck for the treatment tank refill). As much as both gas-powered models were equally strong or stronger, this one does the same work with less fuss and while producing my observed nearly 22 mpg of combined city/highway driving. What’s to like about this GL, or any GL, for that matter? First off, there’s the buttery smoothness in Comfort ride mode, but that tends to make the steering seem a little on the light and nonresponsive side. Dialing up Sport doesn’t hurt the ride too much while providing ample support for the big body and chassis. I could drive or ride in this vehicle for hundreds and hundreds of miles.

Walkaround
Electronic nannies aren’t always our favorites, and Mercedes spreads them on in thick layers on this big Benz. But for the most part, as electronics go, these are good ones. The active cruise control remains class-leading (though a little abrupt on some stops in this diesel version versus gas models -- wonder why?), the lane-departure warning and nudge is definitive and functional, and the driver awareness warning is truly like having an angel on the dashboard, keeping track of your driving actions and letting you know when you ought to just take a little break. I actually got some real-world experience with the system driving home late at night over the weekend, when the system picked up on my drowsiness, alerted with visual and audio warnings, prompting me to seek out a rest stop for a short nap. While I might have reached that decision on my own, it was helpful to have a little extra encouragement to not “press on” regardless as I think we all too often are inclined to do.

Summary
Mercedes hit a home run with this GL -- especially this Bluetec model. It ought to be on the consideration list for anyone buying in the luxury SUV market.

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2014 Mercedes-Benz E-Class
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2014 Mercedes-Benz E-Class Review
The 2014 Mercedes-Benz E-class is the result of what we imagine is the most extensive face-lift in the history of the brand. This mid-term make over packs a considerable amount of new technology under significantly restyled sedan and wagon bodies. But a nip and tuck as extreme as anything seen in any plastic surgeon's office wasn't unwarranted given the number of redesigned competitors in the mid-size luxury-sedan segment. The Audi A6, the BMW 5-series, and the Lexus GS all are still quite fresh, and the next-gen Cadillac CTS---larger and more upscale than ever---will be here before you know it.

Walkaround
The engine lineup of the E-class has been significantly overhauled, but only a fraction of those mills will be offered in the U.S., where the global 2.0-liter turbo four of the E200 and E250 will not be available. Eventually, we believe base duties in America will be handled by the 248-hp, naturally aspirated direct-injected 3.5-liter V-6 in a new-to-the-U.S. E300. For now, though, that same engine will be tuned to deliver 302 hp for duty in the E350, which will again be available with rear- or 4MATIC all-wheel drive and in both body styles. The E400 hybrid sedan pairs the 3.5-liter six with a 27-hp, 184-lb-ft electric motor to deliver an estimated 24 mpg in the city and 30 mpg on the highway. Benz will continue to offer the 402-hp, twin-turbocharged 4.7-liter V-8 in the four-door E550, which will again be exclusively all-wheel drive.Topping the E lineup will be the significantly revised E63 AMG, with its updated 5.5-liter twin-turbo V-8 producing 550 hp and 531 lb-ft of torque and feeding all four wheels; we recently got a ride in a prototype, and you can read much more about the car here. There will again be an E63 AMG wagon, which is of course awesome. On the compression-ignition front, the E350 BlueTec will be supplanted the new-for-2014 E250, available with 4MATIC. The E250's diesel four-cylinder will deliver 190 hp and 369 lb-ft of torque, not far off the 210 hp and 400 lb-ft of the six-pot diesel it will replace. All powertrains will feature stop-start capability.A seven-speed automatic will be standard fare across the E-class board. The interior is beautifully equipped, with lavish-looking seats, a new steering wheel, and wood or aluminum decor that now stretches along the entire dashboard. One highlight is a center-mounted analog clock that recalls art-deco style.The new E also will preview the next S-class, as it will debut a number of gadgets and active- and passive safety systems that will trickle up to Mercedes' flagship sedan. (Here's a rundown on the next S's technology array.) An optional stereoscopic camera mounted in the windshield offers forward visibility of up to 550 yards. Within 50 yards, the camera can recognize three-dimensional shapes and movement. That data, in concert with the car's radar systems, is fed into the car's collision-mitigation system. Radar also is used in the car's active cruise control, which can now be used in a semi-autonomous fashion in stop-and-go traffic, including automatic lane-keeping. The brake-assist system, when cross traffic or pedestrians are detected, will now increase brake pressure to avoid hitting them. Pre-Safe Plus will cinch the seatbelts and apply more brake pressure in the event of a rear-end collision, reducing the possibility of serious injury and helping to avoid sliding into a car or object to the front. These systems---as well as a few others---may not be entirely likeable to many, but they're certainly impressive, underscoring Benz's claim to make some of the safest and most technologically advanced cars on the road.The design team under Gordon Wagener has done away with the Ponton-inspired rear fenders, which were launched with much fanfare almost four years ago. But the biggest changes feature at the front end. For the first time since the W124 E-class went out of production in 1995, Mercedes returns to a single, if complex, headlamp shape. The four-eye look is now merely hinted at by the car's LED daytime running lights. Two trims, Luxury and Sport, will be immediately recognizable just by checking the resculpted hood: The former will retain the three-pointed star ornament, while the latter ditches it in favor of a more aggressive grille-and-logo treatment. Sport models will also sit slightly lower than their more comfort-oriented counterparts.

Summary
The 2014 Mercedes-Benz E-class will make its in-the-metal debut at the 2013 Detroit auto show in just a few weeks' time; the E350 and E550 are slated to hit showroom floors in the spring, the diesel E250 in the fall. Timing for the hybrid is unannounced and the E63 will go on sale next summer. While the E-class never felt outdated, even in the face of a rapidly improving segment, its extensive face lift certainly will do Mercedes no harm in fighting off its bread-and-butter's adversaries new and old.

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2014 Mercedes-Benz CLS-Class
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2014 Mercedes-Benz CLS Review
The CLS550 and CLS63 AMG have distinctive body-lines that combine the sporty character of a coupe with the practicality of a sedan.

Walkaround
The CLS features a trademark coupe-like silhouette that still manages to incorporate sedan-like four doors. The CLS550 and CLS550 4MATIC (all-wheel drive) are equipped with a 402-hp bi-turbo 4.6-liter V8 engine. The more aggressive CLS63 AMG 4MATIC has a 518-hp 5.5-liter bi-turbo V8 (550-hp with the AMG Performance Package). A seven-speed automatic transmission with sequential shift capability sends power to the rear wheels. All models are equipped with Mercedes-Benz's Pre-Safe system, which will automatically close the sunroof and move the front seats to the safest position if sensors automatically detect an impending collision. More traditional safety features such as side-curtain airbags and anti-lock brakes also come standard. As expected from Mercedes, luxury appointments abound. With features like power front seats, four-zone automatic climate control, six-disc satellite surround sound audio, and doors that shut themselves if you forget to, comfort and convenience are everywhere.

Summary
The CLS550 is a carryover for 2014. The CLS63 AMG receives 4MATIC (all-wheel drive) as standard equippment for 2014.

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2013 SLS-Class Review
The SLS AMG, as if we need to remind you, is fast and quite sporty. The SLS AMG GT? Besides an alphabetical mouthful, you can consider it an SLS on uppers. It's also the latest fruit of a variant-focused product strategy for the AMG supercar that saw the standard car joined shortly after launch by a roadster. This new GT version, which supplants the non-GT here but augments it in Europe, is an attempt to make both SLS coupe and convertible more track ready, more hard core. (If it's not brutal enough, allow us to point you to the SLS AMG GT3.) Our now-departed regular-grade SLS had 563 hp from its high-revving, naturally aspirated 6.2-liter V-8, enough to get the car to 60 mph in 3.5 seconds in our testing. The GT gets 20 more hp for a total of 583. (Torque stands pat at 479 lb-ft.) Only those who notice the matte-black-trimmed wheels and subtle GT lettering appended to the decklid logo will know you're packing that little bit of extra ammo. 

Walkaround
Unfortunately, this burly, wonderful 6.2-liter engine is on its last legs, with the SLS and C63 being its only remaining standard bearers. All other 63 AMG cars---the misnomer is a homage to AMG's racing engine of the 1960s and '70s---have switched to a smaller-displacement, forced-induction 5.5-liter V-8 as a nod to fuel efficiency and emissions regulations. That's a shame, because the 6.2's wide power band, immediate throttle response, and instant surge of power and torque are among the most impressive we've ever experienced. And the sound---oh, the sound! (Hear it here. Now.) Let's pour one out for this great engine, shall we? But back to the SLS GT. The extra grunt ought to shave a 10th off the sprint to 60, which is significant only for barroom arguments; the previous car felt stupid quick from the driver's perch, and this one does, too. Top speed remains a lofty 197 mph, another beer-soaked statistic relevant only to a select few owners, given the speed limits in most SLS markets. One place where terminal velocity might actually be explored is of course the SLS's home turf in Germany, where we drove the GT at the Hockenheim track. There, we found that the only substantive differences in overall character come courtesy of the transmission and suspension. As for the latter, the previous setup has been slightly stiffened by the adoption of AMG's Adaptive Performance Suspension, and the car feels a bit tauter in each of the two settings. The seven-speed dual-clutch gearbox has been revised, too. In its Normal mode, it changes gears as smoothly as any of Mercedes' torque-converter units. But select Sport or---even better---Sport Plus mode, and the gearchanges are lightning quick and the programming so in tune with driver needs that the manual mode is superfluous. (But we hope Mercedes never, ever removes manual control. We love holding gears to create glorious burbles and pops on demand.) The SLS GT will automatically execute multiple downshifts when entering a corner, and it also blips the throttle on each one to prevent uncouth driveline behavior---and create righteous noises. Inside, special Designo appointments are standard and available in one of eight colors, or one can spec the GT Interior package at no cost. That bundle turns the interior sinister with black leather and faux suede upholstery, a red neutral mark on the steering wheel, glossy black interior trim, red seatbelts, red binding for the floor mats, and red contrast stitching on nearly every surface. There are options that cost money, of course, including onboard telemetry via the COMAND system for $2500, carbon-ceramic brakes for a cool $12,500, and carbon-fiber engine dressing for $5400. There's a $6400 1000-watt sound system, but we can't imagine why anyone would prefer to listen to any music other than that composed under the hood. Final base pricing has yet to be released, but we're predicting a jump of about $10K to crest the $200,000 mark. So save your scratch. 

Summary
Given that this isn't a huge leap forward from the previous SLS, you can understand why Mercedes-Benz USA decided not to offer both cars here simultaneously. This is a very nice update, though, and one that manages to keep the SLS feeling fresh and vital---and, yes, quite fast and sporty.

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2013 Mercedes-Benz SLK Review
The Mercedes-Benz SLK-Class has been completely redesigned for 2013. The body is now longer and wider than the outgoing model, and features styling cues now familiar across the Mercedes-Benz line--this car looks much like the SLS AMG up front, which means it also looks much like the SL-Class models of Mercedes- Benz' past. Two versions are again offered for 2013: the base-level SLK250, and the higher-performance SLK350. 

Walkaround
Both models get new engines for 2013. The SLK250 has an all-new direct-injected 201-horsepower turbocharged 1.8L 4-cylinder in place of last year's 228-horsepower 3.0L V6. The SLK350 has a completely redesigned 3.5L V6, also direct-injected, which makes 302 horsepower- -up 2 horsepower over last year's model. The SLK250 can be had with either a 6-speed manual or a seven- speed automatic with paddle shifters, while the SLK350 can only be had in automatic form. The 7-speed automatic transmission has been upgraded for 2013 as well. A more advanced torque converter has been added, which adds a more sophisticated lockup converter to achieve better fuel mileage, more responsive shifts, and increased strength. Handling continues to be superb, but has been improved slightly over last year's model. Included with the SLK package is Mercedes-Benz' Direct Steer, which consists of a variable-ratio steering rack that gets tighter as the driver turns from center, as well as adds a bit of steering effort. Mercedes-Benz' Dynamic Handling Package is also available as a special-order item, which features adjustable suspension settings and uses torque vectoring brakes to help steer the car in tight corners. Standard safety equipment includes Mercedes-Benz' Attention Assist, which monitors the driver and provides an alert if he or she is showing signs of falling asleep at the wheel. Anti-lock brakes, traction control, and anti- skid are also standard. An optional Pre-Safe Brake system can apply the brakes automatically if the car detects an imminent front-end collision. New reinforced structures improve crash test performance, and a host of airbags, including a new headbag, help further protect both driver and passenger in the event of a collision. 

Summary
Among the tech features available for 2013 is a new top option called 'Magic Sky,' which can be tinted by the driver at the touch of a button, using an electrical current and chemical film sandwiched between two layers of glass. Any of the available tops can be lowered automatically in about 20 seconds, but the vehicle must be at rest. Airscarf continues to be available, using a stream of warm air around the driver's and passenger's necks to help promote top-down driving, even when the weather isn't warm. An optional 'Airguide' wind deflector mounts to the SLK-Class' rollbars, which helps to limit wind buffeting. Each can be adjusted independently.

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2013 MERCEDES-BENZ S CLASS REVIEW
Once again, Mercedes revised their engine options for the 2013 S-Class exported from Germany to America. The all new 3.0L BlueTEC V6 becomes available and the S550 receives a smaller-displacement, but more powerful twin-turbo 4.6L V8 over last year's 5.5L V8.The new kid on the block is the S350 BlueTEC turbodiesel, a 3.0L V6 that makes 240 hp and 455 lb-ft of torque. The S400 hybrid continues with a mild hybrid using a 3.5L V6 with 295 hp and 284 lb-ft of torque and a mild hybrid system to assist the gasoline engine for 30 percent better fuel economy than the S550.

WALKAROUND
The S550 gets a new 4.6L twin-turbo V8 engine, which makes 429 hp and 516 lb-ft of torque. Surprisingly, it's still capable of 25 mpg on the highway. The V12-powered S600 keeps its 5.5L V8, which makes 510 hp and 612 lb-ft of torque.At the top end, the S63 AMG gets a twin-turbo 5.5L V8 that makes 536 hp and 590 lb-ft of torque. It utilizes stop-start technology and a 7-speed transmission to keep fuel use relatively reasonable. The S65 AMG continues to utilize its 6.0L V12 engine, which this year makes 624 hp and an astonishing 738 lb-ft of torque.Across the board, the S-Class carries some amazing technology. All S-Class features Airmatic active suspension with adaptive damping. Also standard are bi-xenon headlamps with adaptive corning lights and rain-sensing wipers with heated washers. High-tech options include a SPLITVIEW entertainment system allows both front seat occupants to watch different programs on the same LCD display, a night-vision system includes a pedestrian protection system and an innovative automatic 4-zone climate control uses dust and pollen filters as well as dew point and seatbelt sensors.

SUMMARY
Other safety-oriented options include Active Lane Keeping Assist and Active Blind Spot Assist, both of which can trigger automatic brake intervention. Attention Assist detects drowsy drivers and is standard on all but the hybrid, and the standard Adaptive High Beam Assist monitors approaching headlights and dims its own to avoid blinding oncoming drivers.