The Mercedes-Benz W126 S-Class was the king of 1980s sedans and it sold very well in the United States. You’ll still see plenty of them on the street today and it’s rare that a California self-service wrecking yard doesn’t have at least one fully depreciated, high-mile example in stock. I haven’t paid much attention to these cars for this series, but that changed when I saw a 560SEL taxi in a San Francisco Bay Area wrecking yard. (Read More…)
Sales of scarves are poised to jump in Germany after a court ruled Mercedes-Benz can’t blow on its customer’s exposed necks.
A verdict from that country’s Federal Court of Justice just dug a temporary grave for the automaker’s “Airscarf” system, Carscoops reports, citing the German publication Automobilwoche.
The outcome of the automaker’s legal dispute with the company that holds the original 1996 patent means a “stop sale” order for models equipped with the warm air-blowing headrest. (Read More…)
After pumping out a respectable range of luxury sedans, coupes and SUVs for years, Audi now finds itself scrambling to counter an onslaught of high-end boutique models from Mercedes-Benz.
In recent years, Mercedes stretched its S-Class six ways to Sunday, yielding ultra-lux models like the Mercedes-Maybach S600 and Pullman, as well as a full-size convertible. In contrast, Audi doesn’t have any half-block-long versions to offer — just its A8 and slightly stretched (by five or so inches) A8L. (Read More…)
Uber wants to eliminate drivers from its operation, but the ride-hailing service reportedly just purchased an armada’s worth of Mercedes-Benz S-Class sedans that don’t yet have fully autonomous capability.
On Friday, Reuters reported that sources at both companies told the German publication Manager Magazin that an order had been made by Uber for “at least” 100,000 S-Class vehicles.
The shelf price for that volume of Benz’s would be in the neighbourhood of $10 billion. (Read More…)
I was driving along the other day and I cozied up behind a Hyundai Equus, which is the finest luxury sedan ever manufactured, assuming that you a) work for Hyundai, or b) are a Korean diplomat. I personally think it is merely OK.
And here’s why I think it’s merely OK: the damn thing starts at $62,500 with shipping. Although I realize that’s a discount compared to a Lexus LS or a BMW 7 Series or a Mercedes S-Class, that’s still an enormous amount of money to pay for a Hyundai. I don’t care if the thing has a Baroque-era fountain in the middle of the back seat and a trunk full of precious metals: sixty-two grand is a lot of cash for a subtle design from an unproven luxury car company.
Most people apparently tend to agree with my point of view, because from what I’ve seen, the Equus sells about as well as tangerine-flavored dog food. Sure, there are a few buyers, but there are always a few buyers for anything, like the Suzuki X-90.
Here’s a question for the B&B: When, exactly, did Mercedes-Benz completely lose its famous sense of aesthetic restraint? Was it the arrival of the Panzerwagen W140 S-Class, with its Bismarckian bulk and its little pop-up parking guides? Was it the debut of the two-tone Maybach 57 and 62, complete with their burl-walnut power window switches and sliding curtains? Was it the day that the CLA45 AMG proved that the company had no philosophical objection whatsoever to building what was basically a Mitsubishi Lancer Evolution?
Whenever it was, it’s certainly happened. Those days of squared-off, buttoned-down diesel sedans and sensibly-sized S-Classes are long gone. But this is one of those rare cases where the reality was equal to the legend. There truly was a time when the W126, in V-8 SEL form, was simply the best car in the world. It was rapid, silent, safe, trustworthy, classic, and supremely comfortable. It existed in a space utterly beyond any but the most picayune criticism.
But it simply wasn’t enough. Wasn’t brash enough, wasn’t trash enough, wasn’t gold-plated enough, wasn’t gull-winged enough. Enter, therefore, the 1000SEL.
So many upper-crust products sit at the top of their respective automaker’s lineup and do little more than look pretty. They are flagships, technological showcases, standard bearers.
On the other hand, there’s the Mercedes-Benz S-Class, with its base price of more than $95,000 in the United States. Flagship? Yes. Technological showcase? That, too. Standard-bearer? Of course. But the S-Class is also popular. (Read More…)
Not content with only the S-Class receiving the Maybach treatment for a potential shout-out in Lorde’s next jam, Mercedes-Benz wants to take the Maybach trim line to the next level: The GL-Class.
At a round-table discussion with reporters during last week’s Detroit Auto Show, Daimler CEO Dieter Zetsche proclaimed that any consumer wanting to be green with fuel cells had better be prepared for a decade of disappointment with the technology.
The LS 600hL is the pinnacle of Toyota and Lexus engineering. It is the largest Lexus sedan, the brand’s most expensive model, the most expensive hybrid in the world and, with the death of BMW’s V8 ActiveHybrid system, it is once again the most powerful hybrid on sale. Yet the LS 600hL hasn’t had an easy time of things. The large luxury sedan has been lambasted for being the antithesis of green thanks to its EPA combined 20 MPG score. Critics also question whether the 600hL’s enormous premium over the LS 460L can ever be “justified.” I too questioned the logic behind the 600hL at first, but then I spoke with someone who changed my mind. Before we dive in, let’s talk about the elephant in the room. The 600hL starts at $119,910. With all the options checked, you land at $134,875. Without destination. Put your eye balls back in their sockets and click past the jump as we dive into an alternate universe.