News: Merc's AMG E-Class gets boost to 585bhp

 

Mercedes' updated E-Class will now be available with a 585bhp wunder-weapon E63 AMG version.

The hot AMG versions of the new-look E-Class saloon and estate will now be made available as a 'standard' (if that's quite the right word) version with a BMW M5-bothering 557bhp and 720Nm of torque from an updated version of the 5.5-litre twin-turbo V8 engine. But there will also now be an S model, with a whopping 585bhp and 800Nm of torque, from a tweaked version of the same engine. That one will accelerate this large, comfy, four door saloon (or estate) from 0-100kmh in just 3.6secs. That's not far off McLaren F1 supercar pace.

The S model will also get a locking rear-diff as standard (which should lead to some interesting on-track moments...) Both models can be fitted with massive 420mm ceramic brake discs as an option, while inside, the cars will be fitted with a high-end Bang & Olufsen sound system and a specially-designed IWC dash clock.

Mercedes' 4Matic four wheel drive will also be available as an option, which sound like it might be a good idea for the 585bhp S version, but there's no official word yet on whether you'll be able to have 4Matic with right-hand-drive.

 

News: Mercedes' hot new E-Class revealed

As part of a big family portrait of its newly facelifted E-Class range, Mercedes has revealed the look of the new E63 AMG model.

It's a bit of a dodgy Photoshop job this, as you can see that the AMG version appears to be massively larger than the regular saloon E-Class running alongsude it, but it does at least reveal the chunky new grille, air intake, bumper and delicious set of black alloys that the new E63 will be wearing. It's certainly the best-looking version of the updated E-Class we've yet seen.

Most significantly of all though, this E63 will be the first AMG saloon to be offered with Mercedes' 4Matic four wheel drive, a major break with hot German saloon tradition. You'll still be able to buy a traditional, rear-drive E63 of course, but the option of the 4Matic setup means that four wheel drive is moving ever closer to the motoring mainstream.

This being an AMG, the opportunity will hardly be missed to give the 5.5-litre twin turbo V8 engine a power upgrade, so expect to see a rortier 550bhp output. That 4Matic option is looking more and more desirable by the minute...

News: Mercedes' E-Class nose-job continues

Just before Christmas, Mercedes revealed a striking new look for the E-Class saloon and estate, doing away with almost two-decades of upright, four-headlamp tradition. Now, it's moved on to the E-Class coupe and cabriolet, with equally arresting results.

Gone, once again, are the four separate headlamp units, replaced by strikingly curvy single lamp setups (albeit with a hint of the old four-lamp shape in the LED daytime running light highlights) while the slatted grille has been replaced by a gaping SLS-style maw.

Oddly, and unlike the saloon and estate, the awkward-looking retro coachline above the rear wheel, meant to evoke memories of the classic fifties 'Pontoon' Mercs, has been retained. 

Inside, there are only minor changes, and the cabin retains its obvious C-Class links (in spite of the name, the E-Class coupe and cabriolet are more closely related to the smaller C-Class). There's a new steering wheel, some updated displays, an analogue clock and some updated trims and materials.

Mechanically, there are no changes of significance, bar some minor engine and transmission details that bring the Co2 figures down a small bit, and safety equipment also remains the same as the saloon's, including the newly updated DISTRONIC PLUS system which watches for possible accidents ahead, PRE-SAFE PLUS which preps all the safety systems for an incoming collision and lane keeping assist to wake you up if you drift out of your lane.

“Three words sum up both the E-Class Coupe and the four-seat Cabriolet model: captivating, athletic, passionate”, said Mercedes-Benz head of sales and marketing Dr. Joachim Schmidt. “It is especially pleasing that the two vehicles also incorporate the most intelligent technology ever. This makes them true dream cars.”

News: Mercedes A-Class is royally classy

 

Kate Midleton may be expecting, but Mercedes’ new baby, the A-Class, is already arriving in dealerships across Ireland and is expected to be a star player (pun intended) in the Irish market next year.

Two models will take centre stage initially - one is an A180 petrol version which comes on the market at €26,435 (ex works) and the other an A180 CDI diesel version at €28,550, the version likely to attract most attention due, in part, to its greener CO2 emissions of just 98g/km.

Both models will come in a choice of three specifications and equipment lines – Style, Urban and Sports Pack. Entry models sold here come equipped with Style Pack features that include items which, were they purchased separately, would have a value of €1,600.

Compatible with the needs of the iPhone, iPad generation, its optional on board high-tech functionality is such that iPhone Siri voice-activated units and iPad music and Apps can be played through the car’s infotainment system.

The new A-Class is as different from its predecessor as it is possible to be. Sitting some 18cm closer to the ground, its low-slung posture and SL-like fascia give it a positively sporty appearance that Mercedes hopes will appeal to young male and female motorists alike.

Front-wheel drive, all engines have an idle-stop system as standard, linked to a 6-speed manual or 7-speed dual-clutch automatic transmission. New four-link rear suspension has a range of settings that includes an optional sports setting with direct steer.  Collision Prevention Assist, Attention Assist, Adaptive Brake Assist and Brake Hold are all part of its standard safety features.

Since it first appeared at the Geneva Motor Show earlier this year, worldwide interest in the new A-Class has been intense so much so that a backlog of orders already exists. Here in Ireland, Mercedes-Benz passenger car sales manager Ciaran Allen expects supply to keep pace with demand in the initial phases, at least.

“In keeping with its high-tech image, our launch plan will include a heavy concentration on Facebook and smart phone App technology to create an ‘interactive platform’ whereby prospective customers can learn about the A-Class and scroll through its features to model the version they like best” Mr. Allen said.

Already something of a ‘wunderkind’ in terms of its environmental features, the A-Class 180 CDI is acknowledged by the German TÜV organisation as offering fuel savings of up to 26 percent, emissions as low as 98g CO2/km, a best in class CD value of 0.27 and petrol engines that comply with Euro 6 emissions standard. Indeed, over its entire life cycle from production to recycling, it is estimated that the A-Class, in the guise of the A180 BE version, will produce 5.7 tons less emissions than its predecessor and meets the stipulated recycling rate of 95 percent by weight.

Road Test: Mercedes-Benz A180 CDI

Price as tested: €28,550

+ Styling, engine, handling
– Driving position
= Puts Merc right at the top of the premium hatch tree

I can still remember clearly the last time I drove an old-shape A-Class. You remember? The tall, slightly geeky looking one that was big on space but small on styling and driver appeal. I can still recall heading north up the M1 motorway, just passing the exit for Skerries and thinking “I just don’t like this.”

And that was odd, because I should have. I liked, and still do like, most Mercedes cars. I appreciate cars that are clever, spacious and useful and the old A was all of those things. But I just couldn’t appreciate the shopping-trolley handling, the awkward driving position or, especially on that warm August day, the feeble, non-air-conditioned ventilation.

While the old A certainly had its followers and was one of the most genuinely innovative cars of the past two decades, it just never resonated with customers the way that rivals like the BMW 1 Series and Audi A3 did.

I think that might all be about to change because on a chilly November afternoon, I have now driven the all-new A-Class and suddenly, Mercedes’ smallest car has snapped into sharp focus.

Gone is the tall, spacious MPV-like body of before, and gone with it the clever ‘sandwich’ floor arrangement (originally designed to leave space for the batteries for a proposed electric version) and in comes properly gorgeous, low-slung styling with a prominent bonnet and a cab-backward stance. The new A really is very handsome indeed and that alone should increase its potential sales by a significant figure.

Inside, you no longer get the massive space of the old one, but then you do now get a cabin that looks like it has come from a proper Mercedes. The big, iPad-style control screen in the centre of the dash looks like it should be a touch-screen (sadly it isn’t) and the retro-sixties-style circular air vents are a nice touch.

Slip behind the chunky, sporty, three-spoke steering wheel and you will instantly find the A-Class’ one major flaw. Its driving position. If you’re tall, then you’ll have to sit low to the floor and with your knees splayed out. That’s not a major issue, but at this point the angle of the throttle pedal becomes distinctly awkward and the pedal’s light action means you can’t rest your foot on it when holding a constant speed – you have to hover your foot over it all the time. That’s going to cause major leg ache on a long journey and will expose the fact that the A doesn’t have standard-fit cruise control.

Ah well, perfection is unattainable in nature and all that, so let’s press on and see what the new A-Class does well. And the answer to that question is; pretty much everything else. The 109bhp 180 CDI diesel engine is actually a 1.5-litre unit and while you wouldn’t think it would be especially muscular, it actually provides really decent amounts of poke. The 260Nm of torque is the key figure here, as is the A’s 1,395kg kerb weight. Stir the six-speed manual gearbox with a touch of vigour and you’ll never be less than impressed with its straightline performance, all of which is delivered while it averages a claimed 3.8-litres per 100km (74mpg) and emits as little as 98g/km of Co2, depending on which size of alloy wheels you specify.

To drive, at first, the A feels a little loose-limbed and remote. Trickling through traffic, there’s little or nothing to tell you that this is anything other than another comfort-oriented Mercedes. But get it on to a twisty, properly challenging road and the A-Class really comes alive. The steering weights up (without becoming intrusively heavy) and the chassis really starts to sing, allowing you to fully exploit the diesel grunt. It’s not merely precise, predictable and poised; it’s actually fun. In fact, it’s so good to drive that it just manages to nick the driver appeal trophy from the rear-drive BMW 1 Series.

To all of those talents you can add a cabin that’s decently spacious in the rear and a boot that’s large and square enough to make the A-Class feel truly practical.

At €28k for this most basic of diesel models, you can’t say that it’s exactly affordable but at long last, the A-Class does the job it was originally designed to do; to offer a truly desirable, properly Mercedes driving experience in a compact package at a compact price.


Mercedes-Benz A180 CDI
Price as tested: €28,995
Price range: €26,435 to €41,230
Capacity: 1,461
Power: 109bhp
Torque: 260Nm
Top speed: 190kmh
0-100kmh: 11.3sec
Economy: 3.8l-100km (74mpg)
CO2 emissions: 98g/km
Road Tax Band: A. €160
Euro NCAP rating: Not yet tested

News: Electric SLS swooshes on track

The possible future of high-performance motoring, the all-electric Mercedes-Benz SLS AMG E-Cell, is seen here on the move for the first time since its Paris Motor Show debut.

Please do not adjust your set; yes we know that you would think there should be a meaty, beefy V8 engine note as the SLS swooshes past the camera on the twisty and fast Ascari race track in Spain, but of course the whole point is that there is no engine – instead the SLS E-Cell gets its 750bhp (!) and 1,000Nm f torque (!!!!) from four electric motors positioned just behind each wheel and fed juice from a stack of rechargeable lithium-ion batteries.

Price? Don't know yet but it sure won't be cheap. Still though, while normal SLS drivers are queuing up to put another €120 worth of four-star into their tanks, you can charge your E-Cell up for another 100km for about €2 a throw.

And yes, this is serious. Not just a pie-in-the-sky prototype. This is going on sale soon. 

News: Mercedes announces Irish prices for the new A-Class

Mercedes-Benz's new A-Class will cost from €26,435 when it goes on sale in December, says Motor Distributors, Mercedes' Irish importer.



Mercedes has announced that it will be giving pride of place in Ireland to two models from their new A-Class range, both of which are due to arrive here in December. One will be an A180 petrol version at €26,435 (ex works) and the other an A180 CDI diesel version at €28,550 – the latter model being the one predicted to take the spotlight in Ireland, thanks in part to its greener CO2 emissions of just 98g/km.

Billed as the car that many believe will introduce the luxury car maker to a completely new, younger generation of customers, both models will come in a choice of three specifications and equipment lines – Style Pack, Urban Pack and Sports Pack. Entry models sold here will all be equipped with the Style Pack option – a package that includes items which, were they purchased separately, would have a value equivalent to €1,600.

To highlight what is seen as one of the A-Class’ USPs – its iPhone and iPad compatibility - the launch plan being put together by Mercedes-Benz will major heavily on Facebook and smart phone App technology to create an ‘interactive platform’ whereby prospective customers can scroll through its features to select the model that suits them best.

Since its debut at the Geneva Motor Show earlier this year, queues for the new A-Class have already begun to form, here and around the globe. With over 40.000 orders already placed even before production has commenced, Mercedes-Benz has had to supplement production capacity to meet expected demand.

As different from its predecessor as it is possible to be, the new A-Class sits some 18cm closer to the ground – a lower-slung posture that gives it a distinctly sporty, youthful appearance. Built on the B-Class platform, its on board high-tech functionality is such that iPhone Siri voice-activated units and iPad music and Apps can be played through the car’s infotainment system.

All engines offer an idle-stop system as standard, linked to a six-speed manual or seven-speed dual-clutch automatic transmission. Front-wheel drive, the new A-Class has a new four-link rear suspension system with a range of settings on offer that includes an optional sports setting with direct steer. Collision Prevention Assist, Attention Assist, Adaptive Brake Assist and Brake Hold are all part of its standard safety features.

Road Test: Mercedes-Benz CLS 63 AMG Shooting Brake

Price as tested: €192,000 (approx)

+ Gorgeous but practical, explosive but smooth
– Thirsty and expensive. Do you care?
= Awesome performance matched with everyday usability




It’s all too temping to describe the Mercedes-Benz CLS AMG with the same terminology that you’d use for armaments and munitions. The artillery barrage of noise from the engine, the machine-gun speed of the gearchange, the sheer weapons-grade explosiveness of the performance. A great wall of Prussian might (Swabian might, actually, but Swabia never had Prussia’s PR machine), a steel hand in a steel glove with some small velvet edging.

But it’s not really like that at all. You see, AMG is in some ways a both a victim of its own publicity and a cunning usurper of its own image. The once independent tuner, now long since an official, fully-owned subsidiary of Daimler-Benz, is happy to project an image of tyre-smoking lunacy, V8-powered bombast and a general mien of being the chief of staff car for the Autobahn Aggressor Corps. And if you were to pick one of the more deliberately lairy AMG models, a Black Series C63 Coupe for example, that’s what you’d have.

This, the CLS 63 AMG Shooting Brake is rather a different kettle of seafood, and in many ways a much more pleasing one. One of the nice things about all but the most hardcore AMG models is that, long ago, Mercedes laid down a diktat that no matter how much AMG DNA is injected, the core genes must always be those of Mercedes. So comfort, usability, practicality and refinement are at least as high up the list as sideways shenanigans.

Let’s deal with the CLS Shooting Brake in isolation for a moment. An oddball idea, to take a four-door coupe, itself closely mechanically related to the saloon and estate E-Class, and turn it into an estate, but Mercedes, like so many car makers, is using its manufacturing power and its scales of economy to explore niches in the market that no-one previously knew existed. The original CLS itself was just such an odd idea, and one that proved massively successful. So who knows, maybe there are people out there who want a car with CLS looks and B&Q practicality. Certainly, I can see the appeal myself and that lushly carpeted (or American cherry wood trimmed) load bay is actually quite practical – the 590-litre luggage capacity easily matches the supposedly more upright and practical BMW 5 Series Touring or Audi A6 Avant.

Back to the AMG, and it’s hard not the feel a touch intimidated when you climb aboard first. I recently drove the new 560bhp BMW M5 and pronounced it glorious, but almost impossible to drive legally on the public road. The CLS, with 525bhp, is giving away a touch of power but with 700Nm of torque and a fast-acting twin-clutch seven-speed paddle-shift gearbox, it sure isn’t going to be hanging around.

Like the M5, you can use a series of buttons on the centre console, adjoining the stubby gear selector, to tune the suspension, gearbox and throttle response to your liking. Or you can simply jab a finger at the button marked AMG and get the full-on, full noise performance.

Do so and... and the CLS still feels remarkably docile. Oh, the 5.5-litre twin-turbo V8 still snarls and barks as you’d want it to, and the horizon is reeling in towards you at a massive rate, but it never feels intimidating or overwhelming. The power seems to be delivered at a more steady rate than the all-of-a-sudden thump of the M5. The CLS just feels like it leaves a tiny cushion between you and the serious end of the performance spectrum, and that is all to the good when it comes to driving on the road with some level of sanity.

Of course, start to push a little harder, build up your confidence and things really start to come to life. Suddenly, the scenery is flashing by, the steering, accessed through a small, squared-off, suede-wrapped wheel, is alive with information and devilishly quick at getting the CLS’ snub nose pointed into an apex. The whole car feels delightfully slim-hipped and agile, seeming almost to hang weightless between movements, never exhibiting slack yet also never feeling as if it’s going to turn and bite. Add in some wet surfaces or slippery autumnal leaves, and that may change but the CLS’ demeanour is mostly that of a pussycat.

All of which makes it one of the most bewitching performance cars I have ever sampled. Beautiful, practical, comfortable, refined and yet with the kind of rocket-assisted sledgehammer performance that you subliminally expect from an AMG, all wrapped in a delightfully unusual package. It won’t be to all tastes, and certainly won’t be within the reaches of many pockets (235g/km and 10-litres per 100km how are you?) but as an icon of what can be done with modern high performance technology, it is little short of ballistic.

Mercedes-Benz CLS 63 AMG Shooting Brake
Price as tested: €192,000 (approx)
Range price: €70,000 (approx) to €192,000 (approx)
Capacity: 5,461cc
Power: 525bhp
Torque: 700Nm
Top speed: 250kmh
0-100kmh: 4.4sec
Economy: 10.1-100km (27.9mpg)
CO2 emissions: 235g/km
Tax Band: G. €2,258 road tax
Euro NCAP rating: Not yet tested

Road Test: Mercedes-Benz SL500

Price as tested: €170,000

+ Awesome engine, comfort, quality, refinement, image
– Soft-ish chassis, size, chintzy cabin
= Expect it to be sporting and you’ll be disappointed. Expect it to be an SL           and it’s perfect.

So, the questions that has to be asked is; is the Mercedes SL actually a sports car? Has it ever been?
The original gullwing 300SL was certainly sporty, in fact a race car in all but name and some creature comforts. But the “pagoda roof” SL that followed was much more about grand touring (GT) comfiness and the models that followed were not what you’d call trackday specials. Yes, you could have the mental AMG versions of the last-generation SL, which were sharp to drive and blisteringly quick but actually, truly sporting? Hmmmmm... You see, sporting has to do with being light, agile, fast to change direction. Bludgeoning power is all well and good, but if you have too much mass then you’re just not in the sporting ballpark.

Now with this new model, the SL has a chance to reclaim a touch of its birthright. It’s certainly light now, at least lighter, thanks to an aluminium body and chassis that cuts its kerb weight by as much as 140kg. That allows it to be laughably efficient, with our 4.7-litre V8 test car rated at an average fuel consumption figure of 9.1-litres per 100km.

The more popular 3.5-litre V6 version can manage about 6.2l/100km, according to Mercedes. A stop-start system and class-leading aerodynamics play their parts, but the new SL is proof that if you want to be efficient, lose weight.

But sporting? Now that could prove a harder cheque for the SL to cash. For the past 60 years, SLs have been more Rodeo Drive than Nurburgring, and glancing at this new one’s folding metal roof and sybaritic interior, you instantly suspect more of the same.

And that’s precisely what you get here, at first. The SL is hushed and refined and even roof down at 120km/h, conversation is possible at normal volumes. The big V8 is all but silent, the ride pillowy soft and the sheer width and size of the thing, weight loss notwithstanding, dissuades you from pushing it too hard, especially on narrow roads.

Light, slightly distant steering doesn’t help and you soon rest deeply into the ample seats, happy to drive across continents in a single leap and not too bothered about what time you get there at. A classically inclined grand tourer then.

Except, if you have ticked the options box marked Active Body Control (ABC), there is another side to the SL. It’s not quite Jekyll and Hyde, more Jekyll and Hyde’s mildly annoyed brother, but there is some fun to be had. The ABC system tightens up the suspension, not to the point of harshness, but to a tauter setting than the default “comfort” allows.

Flick the gearbox (a seven-speed dual-clutch affair) into sport and let the V8 have its head, and a bit of a hot rod emerges. The twin turbos take a big gulp each and unleash the full 435bhp and 700Nm of torque on the rear wheels. There will be a roar, a snarl and, as it hardens to a NASCAR-esque bellow, you suddenly find yourself rocketing up the road.

Find some tight corners and . . . well, it doesn’t actually change very much. Yes, there is more control on offer, but the steering and body-roll soon make it amply clear that they don’t really like to be hustled and that, if you want that sort of thing, you should really probably wait for the tweaked SL63 AMG when that arrives later in the year.

It’s not that it won’t do the fast cornering stuff, it just finds it all rather tiresome, like an elegantly-dressed uncle forced into a game of backyard tag rugby.

Better to sit back and enjoy the comfort. Our car came in the delightfully tacky combo of pearlescent white paint and full red leather interior, but the default plain black cabin with silver coachwork should look significantly more subtle and suitable.

A shame that the main dials look a little aftermarket, but the glass roof panel (which reacts at the touch of a button like a pair of Reactolite sunglasses), the astonishing stereo with front-mounted bass speaker, and the heating, cooling and neck-warming seats should keep you distracted.

As for the styling, well, we’re really not sure. Mercedes cars these days often look rather over-egged and complicated, yet age and mellow beautifully as the years pass. Given that the new SL doesn’t look radically different to the old one, we’d say that’s likely to be the case once again. But it does look just a touch ordinary for a car with a six-figure price tag, with none of the drama or presence of the SLS AMG or the nigh-on perfect elegance of the W113 ‘Pagoda Roof’ SL.

Use it as intended, as a classy and effortless tourer and the new SL, especially with that mighty V8 engine, is as close to peerless as you will find. Expect it to be a sports car? You’ll be disappointed.

Facts & Figures

Mercedes-Benz SL500
Price: €170,000 (approx)
Range price: €130,000 to €170,000 (approx)
Capacity: 4,663cc
Power: 435bhp
Torque: 700Nm
Top speed: 250kmh
0-100kmh: 4.6sec
Economy: 9.1-100km (31.0mpg)
CO2 emissions: 212g/km
Tax Band: F. €1,129 road tax
Euro NCAP rating: Not yet tested

Road Test: Mercedes-Benz B180 CDI BlueEfficiency

Price as tested: €29,330

+ Massive space, quality cabin, comfort, economy and emissions
– Noise, stiff price tag
= Too practical for its own good?

The old Mercedes-Benz B-Class was always a bit of a curio. Yes, it was spacious and practical, but then so was the only slightly smaller A-Class, and being based on the original split-floor A-Class chassis left the B with a legacy of awkward handling and an uncomfortable, flat-floor driving position. Mind you, even with an eye-watering price tag for what was, essentially, a small five-door hatch, it sold pretty strongly, so a successor that stuck closely to the same format was always going to happen along.

Mercedes is replacing both the B-Class and A-Class in one year, and we’ll see the all-new A at the Geneva motor show in March, and in sale in Mercedes-Benz forecourts in the new year. The B precedes its smaller brother by almost a full year, but this time around, it’s mission is much more clearly defined. With the new A-Class becoming a lower, aggressively sporty rival to the Audi A3 and BMW 1 Series, the new B has a simpler job; it’s to be the practical one; the one you buy when the kids’ legs are getting longer and boot space becomes more of an overriding concern than pin-sharp handling.

For all of which, the new B-Class isn’t a bad old thing to drive. The old one drove like a shopping trolley. You were just never convinced that any one wheel knew what any of the other three were up to. It just never felt right. The new B, riding on a platform that’s closely related to that of the new A-Class, so the old flat-floor is gone, which means you get a proper driving position. At last. And this time, you feel that the chassis engineers have done a decent job. It does roll a lot in the corners, but there is a suppleness to the ride (unless you go for the optional 18” wheels, when things get a bit knobblier) and a secure, grippy feel to the front end that bodes well for the smaller, lighter A-Class. Like almost all Mercs, the B-Class actually feels better the more you ask of it, but attacking a series of corners hardly seems appropriate in such an obviously family-centric car.

Thankfully, most of the other basics have been gotten right. There is a simply staggering amount of space in the back; with more legroom even than the E-Class saloon. The window-sill is a little higher than ideal when you’re carrying inquisitive young persons in the back, but the lightness and airiness of the cabin is very welcome. The boot’s massive too, 486-litres expanding to 1,500-litres when you fold the back seats flat.

Up front, there’s a smart new dashboard that lifts obvious cues from the SLK and SLS sportscars. Well, it lifts the airvents at any rate and they do raise the tone of a cabin that would otherwise look quite plain and, in some places, a bit cheap. The driving position is, as mentioned, far better than before now, with a proper footwell to stretch your legs and feet into, and a fully electronic parking brake to replace the dreadful old push-with-your-feet-pull-with-your-hands ‘Merican style one. One thing though; the awkward angle (and tension) of the throttle pedal will give you leg-ache on a long journey, so speccing cruise control is a must. Of course, you might think cruise would be standard on a car with this price tag...

Safety seems almost ludicrously high on the agenda. Even the most basic B-Class gets a lengthy list of standard safety gear, including ESP, ABS, Attention Assist that warns you if it detects you’re dozing off, hill-start assist, a bevy of airbags, including a knee bag for the driver and a helpful little thing called Collision Prevention Assist, which flashes up a warning light in the speedo if it notices you’re following the car in front too closely. That should be permanently lit, given the (bad) habits of most Irish drivers...

The primary engine for the B-Class in Ireland will be the 180 CDI diesel, which, unusually these days, actually matches its name by being 1.8-litres in displacement. There is a B200 CDI diesel which is essentially the same unit, but pumps out 134bhp to the B180’s 110bhp. Both hit a remarkable 115g/km Co2 emissions rating, which means you’’ll pay just €160 a year in motor tax, and funnily enough Mercedes claims identical 4.4-litres per 100km (4.6l/100km with the seven-speed auto box) for both engines. In fact, the B200 only betters the B180’s 0-100kmh sprint time by just over a second, so it hardly seems worth the extra outlay of €31,870 compared to €29,330 for the most basic B180.

It’s a decent engine too, feeling more than grunty enough in basic B180 spec for even enthusiastic back-road driving and on the motorway, there’s plenty of grunt to flow with fast-moving traffic. Motorways do show up the B-Class’ one major shortcoming though; noise. Above 100kmh there’s just too much wind and road noise for comfort, below that mark the engine can be heard gurgling away to itself on even a light throttle. It’s not an overtly intrusive noise from the engine, it’s more just there. Present.

Both variations can be had with either six-speed manual or seven-speed 7G-DCT dual-clutch paddle-shift auto transmission, which is fast becoming every bit as good as the benchmark Volkswagen DSG. Stop-start is standard on both transmissions, which helps explain the excellent economy and emissions ratings.

Of the two, despite the manual’s pleasingly easy-going shift (surely a first for a Mercedes) it’s the 7G one we’d recommend, with its lightning-fast changes, excellent sport mode and the fact that the column-mounted gear selector clears up some useful extra storage space on the centre console. On the opposite side, the typical Mercedes single stalk for controlling the lights, wipers and indicators remains, but it’s been slimmed down and made more delicate in appearance and touch. A shame; we liked the clunky simplicity of the old one.

So, the B-Class is pretty impressive in almost every respect, but one has to wonder; who exactly is going to buy it? The ‘Yummy Mummy’ brigade will doubtless have defected to the more stylish (if less spacious and useful) likes of the Audi Q3 or BMW X1, or even the more expensive Range Rover Evoque. The B’s high price tag and lack of seven seats will deter the upwardly-mobile family set (if indeed such a demographic still exists) and the more elderly buyer, for whom the B-Class seems to be ideally designed with its space, comfort and high seating position, are surely looking for better value for money these days.

Us? Well, it’s a good car, much more so than its predecessor, but we’ll wait for the lower, sportier A-Class, thanks.


Facts & Figures

Mercedes-Benz B180 CDI BlueEfficiency
Price as tested: €29,330
Range price: €29,330 to €38,575
Capacity: 1,796cc
Power: 110bhp
Torque: 250Nm
Top speed: 190kmh
0-100kmh: 10.9sec
Economy: 4.4-100km (62mpg)
CO2 emissions: 115g/km
VRT Band: A. €160 road tax
Euro NCAP rating: 5-star; 97% adult, 81% child, 56% pedestrian, 86% safety assist