There are cars that make you feel sensible, cars that make you feel smug, and then there are cars like the Mercedes-AMG GLB 35. A curious concoction that makes you wonder if the engineers at Affalterbach were a little tipsy when they gave it the green light.

The GLB 35 on first glance looks like it’s wearing a suit two sizes too big. Tall, boxy, and unapologetically upright, it resembles a school bus that stumbled into a tuning shop. But underneath all that squared-off practicality lies a heart that beats with all the aggression of a caffeinated gym bro.

Power Meets Practicality

This isn’t some sticker pack with sporty pretensions. The GLB 35 has been given the full AMG once-over. It shares its turbocharged 2.0-litre four-cylinder engine with the A35, which means a healthy 302bhp, an 8-speed dual-clutch transmission, and 4MATIC all-wheel drive that can chuck 50 per cent of power to the rear when things get frisky.

Zero to 100km/h? 5.5 seconds. Fuel economy? Forget about it. This is a seven-seater SUV with the performance stats of a proper hot hatch. Bonkers.

In Comfort and Normal modes, the GLB 35 feels brisk enough, but flick it into Sport+ and it ditches its German stoicism for something far more theatrical. The throttle sharpens, the exhaust barks, and suddenly you’re being jostled by your own organs.

Yes, Sport+ is ridiculous. Yes, it firms up the dampers to the point of chiropractic intervention. But it’s also addictive. So much so that I ended up setting up an Individual mode with snow-optimised power settings and comfort suspension just to restore some sanity after a spirited B-road jaunt.

The Madness Is The Point

Step out of the car to get your organs reorganised, and you wonder how the GLB 35 can even work in the first place. It’s tall stance and 1.8-tonne kerb weight mean it was never destined for racetracks. And yet, once you’re behind the wheel, flicking through gears with a grin on your face, it all makes sense. Sort of.

It’s agile for what it is. Lithe, even. On tighter roads, you’ll find yourself pushing harder than you’d expect in something with room for seven souls and their assorted pets. But they may not appreciate your newfound enthusiasm. Expect groans, moans, and the occasional airborne child.

AMG Trimmings, All Present and Accounted For

To justify its AMG moniker, the GLB 35 is kitted out like a rock star on tour. 20-inch alloys, adaptive dampers, LED headlights, a Burmester sound system, panoramic sunroof, and the AMG Night Package, which blacks out the chrome in favour of a more menacing motif.

The pièce de résistance is the Panamericana grille vertical slats that pay homage to Mercedes’ 1950s racing heritage. It’s a striking look that gives the GLB the swagger it needs to wear its AMG badge with pride.

Room for Seven (ish)

Technically, yes, this is a seven-seater. Realistically, the last two seats are best left to the nimble, the small, or the vertically challenged. That said, cabin space is generous, and with the rear row folded, you’ll get 565 litres of boot space, perfect for IKEA hauls or emergency diaper stockpiles.

With all seats down, cargo capacity jumps to 1,800 litres. That’s enough to carry your regrets after signing the finance papers.

Rationality? That’s for Other People

It’s frankly absurd that a seven-seat SUV can sprint like a hot hatch and guzzle fuel like it’s 2006.

This car doesn’t exist for the spreadsheet types. It’s not for the people who count every penny or those who shop with calculators in hand. This is a car for the irrational, the impetuous, the ones who want to carry seven people and blow past a Golf GTI on the way to their children’s piano recital.

It’s not a car you need. But it’s a car you’ll want even if your wallet says otherwise.

Technical Specifications

Mercedes-AMG GLB 35

Engine: 2-litre inline 4
Drivetrain: All-Wheel Drive
Power: 302 bhp
Torque: 400 Nm
Gearbox: 8G-DCT AMG Speedshift
0-100km/h: 5.5 seconds (claimed)
Top Speed: 250 km/h
Fuel Tank Capacity: 60 litres 
Fuel Economy: 10.5 km/litre (claimed)
Price: S$383,888 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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Mercedes-Benz’s AMG models historically had a bit of a crazy streak to them. While BMW’s M cars tend to focus on sharp-edged, drive-focused performance, and Audi’s RS models embrace tech to deliver raw speed and power, Mercedes-AMG were known for their wild attitude that were sometimes at odds with Mercedes-Benz’s otherwise safe and stately image.

Things are changing, however, and in an automotive world where almost everything is now geared towards efficiency, the latest Mercedes-AMG E53 trades some of that silliness for much-needed sensibility, in the form of a plug-in hybrid drivetrain. But has the move to go green diluted the AMG essence?

Not Quite the Full Fat Experience

While the E53 AMG is currently the most powerful E-Class model you can buy right now, it is not quite a full-fat AMG, in the sense that it doesn’t follow the ‘one man, one engine’ philosophy that traditional AMG cars get. So, no engineer’s signature on the engine cover then.

It looks relatively subtle for an AMG too. There are some aggressive AMG styling bits like the illuminated grille and large air intakes on the front bumper, a barely noticeable tail spoiler, quad exhaust tailpipes, and 21-inch wheels with a design that offers a peek at the large composite brakes. However, on the whole, the E53 could pass off as just another E-Class if it drives past you on the roads.

It’s pretty much the same story inside too. Again, there are AMG specific bits like the sports seats, an AMG steering wheel, and AMG logos everywhere, as well as AMG driving modes and settings in the infotainment system. But aside from that, the cabin is otherwise similar to a regular E-Class.

Performance Powerhouse

That said, the E53 certainly has the performance chops to live up to the AMG name. The 3.0-litre turbocharged in-line 6 engine produces a whopping 585 bhp and 750 Nm of torque, allowing it to rocket from 0-100km/h in just 3.8 seconds. It’s an incredibly impressive feat for a car that tips the scales at nearly 2.4 tonnes.

However, it doesn’t do it with the kind of insanity that characterises many AMG models from the past. Instead, the E53 builds up speed with the kind of smoothness that you’ll expect from a large, high-powered executive sedan. The car gets up to triple digit speeds without a fuss, and feels like it can sit and cruise on the autobahn all day effortlessly, helped along with a ride that comes across as more luxurious than sporty.

There is a gentle rumble from the straight 6 engine that grows more vocal as you push along, and it generally sounds pleasant enough. However, it doesn’t have quite the same character as a growling V8, such as the one from the previous generation E63 AMG.

Weighty Issues

While the E53 is fast on paper, the experience in practice demonstrates some shortfalls. Upon initial acceleration, there is a bit of lag, before the power kicks in and sends you hurtling toward the horizon.

It’s perhaps a byproduct of the car’s weight, brought about by the plug-in hybrid drivetrain, but the E53 feels like a car that would rather you move along progressively rather than aggressively.

Likewise, in the corners, the E53 handles capably with plenty of composure, thanks to its 4Matic+ all-wheel-drive system and AMG performance bits. But it doesn’t feel like quite the sharp performance tool that you’ll expect from something carrying the AMG brand name.

Perhaps the biggest bugbear would be the brakes, which display some very odd behaviour traits. They feel inconsistent in their application, and it makes it very difficult to judge how much pressure to apply. It soon becomes quite the annoyance when you pull up to a set of lights, because you never know how hard to hit the pedal at every instance.

Plug-in Puzzle

The idea of a plug-in hybrid drivetrain sounds good in theory, offering zero-emissions driving at low speeds. However, in a car like the E53 AMG, their presence here feels somewhat superfluous.

Mercedes-AMG claims that the car can travel up to 104km in pure electric mode when the battery is fully charged, but in reality, that figure is probably closer to 80km or so. If you drive it as intended, that is, at fairly high speed, that range depletes fairly quickly, and you then end up lugging around the deadweight of the battery and electric motor around most of the time.

It’s not like it helps greatly with efficiency too, despite its stated intentions. While Mercedes-Benz states that the car can deliver a fuel economy figure of 0.9 litres per 100km, it is highly unlikely you’ll get anywhere near that figure, unless you drive it around with a light foot, which defeats the purpose of a car like this anyway.

A Different Kind of AMG

It’s clear that the E53 AMG is not quite like the wild AMG cars of eras past. Instead, it offers a sensible option for those who appreciate AMG levels of performance, but delivered in sensible and refined fashion. The plug-in hybrid drivetrain, while flawed, offers the option at least of zero emissions green motoring, which is not something you can find in many high-powered cars like these.

It’s not perfect by any means, but the E53 AMG does have its strengths. Just don’t expect it to go crazy on you, because that is simply not in its character.

Technical Specifications

Mercedes-AMG E53 4Matic+ PHEV

Engine: 3.0-litre in-line 6, turbocharged

Drivetrain: All-Wheel-Drive

Power: 585 bhp

Torque: 750 Nm

Gearbox: 9-speed AMG Speedshift

0-100km/h: 3.8 Seconds

Top Speed: 250 km/h

Fuel Tank Capacity: 60 litres

Fuel Economy: 0.9 litres/100km (claimed)

Price: S$551,888 with COE (accurate at the time of this article)

Photo Credits: Ben Chia (@benchiacars)

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More than 75,000 Mercedes-Benz vehicles are serviced annually, supported by over 160 certified technicians across three service centres island-wide.

Scale is nothing without standards, of course, so every procedure is benchmarked to what the marque expects at its most advanced facilities worldwide.

On top of servicing regular models, this facility houses a Mercedes-AMG workshop, a Mercedes-Maybach workshop and a Body & Paint Centre of Competence, Singapore’s only facility certified at the highest level by Mercedes-Benz for full-scale body restoration and factory-grade refinishing.

The stand-out here is the Daisy Wheel, the first of its kind in Asia, automating paint mixing to 0.1-gram accuracy.

In the diagnostic bays, technicians demonstrated Xentry, the global platform that communicates directly with a vehicle’s electronic systems to run guided tests, configure components and install manufacturer-approved software.

The result is straightforward: repairs that are not just quick, but correct the first time, and updates that leave the car feeling fresher rather than simply fixed.

For all the theatre of tools and telemetrics, the thread running through the day was human.

“Having spent the past 12 years with Mercedes-Benz Operations across key markets like China and Malaysia, I have experienced first-hand how a strong focus on aftersales service shapes the customer journey. My ambition is to build on my overseas experience to further enhance our strong capabilities here in Singapore through our extensive Aftersales network, including the Mercedes-Benz Centre, Pandan Loop, and Eunos, and investing in our people by deepening our technical capabilities, and ensuring that every customer’s experience with Cycle & Carriage remains seamless, premium, and world-class.”

Thomas Tok, Chief Operating Officer, Mercedes-Benz Operations at Cycle & Carriage

So what does all this mean for an owner? Beyond routine servicing, you get a holistic, manufacturer-aligned experience, with genuine parts, factory-trained technicians, and a all-round great service culture.

Peace of mind, preserved value, and a car that feels as poised on year five as it did on week one. Isn’t that the quiet luxury we’re all really paying for?

“Through rigorous diagnostics, we perform preventive maintenance that keeps every system running at its best, while tapping into Mercedes-Benz’s global network of technical specialists. Witnessing these processes in action shows how our people, our tools, and Cycle & Carriage expertise work together exactly as the manufacturer intended to meet customer expectations.”

Gary Chan, General Manager of Mercedes-Benz Aftersales

“Aftersales” sounds transactional after going through the tour; what we saw was anything but. It was people who treat your car as if it carries their name on the boot lid.

So, next time you birng your car in for a service, rest assured it is greatly taken care of.

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And from 1 to 3 August, that friend has returned to Singapore with a vengeance.

Mercedes-Benz Singapore has rolled out the red carpet at G-HAUS, a three-day immersive experience celebrating the arrival of an entire family of all-new G-Class vehicles.

On display were the G 500, the Mercedes-AMG G 63, and the hotly anticipated all-electric G 580 with EQ Technology.

Let’s start with the headliner

The G 580 with EQ Technology is Mercedes’ first fully electric G-Class, and it’s a fascinating contradiction. Here we have an SUV built like a tank (ladder frame, rigid rear axle, three differential locks) and yet it’s as silent as a whisper.

It punches out 432 kW (587 hp) and 1,164 Nm of torque, enough to rocket this behemoth from 0–100 km/h in 4.7 seconds. Unique party tricks include a feature called G-TURN, which allows the vehicle to pirouette almost on the spot. There’s also G-STEERING to shrink your turning circle off-road, and something called the Offroad Crawl function.

G-ROAR brings up the rear of features. A bassy, V8-inspired audio signature that adapts depending on drive mode. Silent assassin in Comfort, snarling beast in Sport.

Relax, the petrol variants are still around

If you’re more “petrolhead purist” than “battery boffin,” Mercedes hasn’t forgotten you.

The new G 500 carries a 3.0-litre inline-six paired with a 48V mild hybrid system, delivering 449 hp and 560 Nm of torque.

On the other end of the scale is the Mercedes-AMG G 63, the muscle car of the lineup. With its 4.0-litre biturbo V8 now enhanced by mild hybrid tech, it produces 585 hp and 850 Nm of torque, good for a 0–100 sprint in 4.3 seconds.

It’s as subtle as a hammer wrapped in velvet, and with AMG ACTIVE RIDE CONTROL, it carves corners, too.

Thankfully, Mercedes hasn’t tried to reinvent what didn’t need fixing. The iconic silhouette remains, as do the exposed spare wheel, upright stance, and that gloriously industrial door-closing clunk. Subtle updates like squircle-shaped bumpers and a new grille for the electrified variant keep things fresh without betraying the G-Class’ heritage.

The cabin is a blend of off-road nostalgia and modern opulence. Nappa leather everywhere, MBUX infotainment on 12.3-inch dual displays, and MANUFAKTUR customisation that offers over a million combinations.

From ambient-lit vents to diamond-stitched seats and illuminated satellite speakers, it’s as much penthouse as it is power station.

“Our momentum in 2025 reflects a sharpened portfolio, strategic focus and the unwavering trust of our customers. The G-Class family exemplifies this strength as a compelling part of our top-end vehicle offering.”

Marcel Luis Mustelier Perez, President & CEO of Mercedes-Benz Singapore

Prices?

Whether you’re drawn to silent power, timeless combustion, or something in-between, the all-new G-Class line-up offers an unapologetic mix of tradition and transformation. It’s rugged. It’s refined. It’s ready.

And if you ask us, it’s never looked better.

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Hear me out.

Of course, it is not actually an Evo, but the DNA is there. A small four-door saloon? Check. A turbocharged 2.0-litre four-cylinder that punches well above its weight? Check. A sophisticated all-wheel-drive system with a Drift Mode thrown in for good measure? Absolutely.  

The Mercedes-AMG CLA45 sits as the sleek, slightly more mature sibling to the A45 hatchback. It is essentially a Ford Focus-sized car, but with a supercar-level 415bhp in CLA45 S trim.

That is enough power to launch it from 0-100km/h in just 4.0 seconds, on its way to an electronically limited top speed of 250km/h. Remove that limiter, and who knows what madness it could achieve before aerodynamics and physics step in.

What makes this even more remarkable is that all this power comes from a 2.0-litre, four-cylinder turbocharged engine. Just like the old rally icons.

But, unlike those early 2000s Japanese legends that had a fair bit of turbo lag, this AMG masterpiece delivers its power instantly. 

Four-Cylinder Saloon That Feels Like a Supercar  

Let us start with the obvious: the performance is staggering. Put your foot down, and suddenly, you are doing speeds that seem entirely inappropriate for public roads.

You constantly need to check the speedometer, because what feels like a relaxed cruise is probably way over the limit. This is the sort of effortless pace usually reserved for cars with twice the displacement.

But while the old CLA45 was quick, it always felt a little raw and unrefined, as though AMG had simply stuffed as much power as possible into a small chassis and hoped for the best. This new model is different. It is still insanely fast, but it is also more sophisticated.

The engine is a work of art. Turbo lag is practically non-existent, and the engine revs so freely, you might find yourself bouncing off the rev limiter in second or third gear if you are not paying attention.  

The 8-speed gearbox is another highlight. It is miles ahead of the 7-speed automatic in the standard CLA models. Gearshifts are razor-sharp, with closely stacked lower ratios to keep the engine in its powerband.

In eighth gear, it settles down to a relaxed cruise below 2,000rpm, making long highway drives a breeze, provided you can tolerate the tyre noise.  

A Saloon Ready To Dance

Handling is where the CLA45 surprises you. The all-wheel-drive system grips like a vice, meaning you can get back on the power far earlier than you think.

Unlike some of its rear-wheel-drive AMG siblings, the CLA45 does not try to kill you at every opportunity. But that does not mean it is boring.  

It has a playful side, especially in the wet. You do not even need to use the gimmicky Drift Mode to have fun; the car’s natural balance lets you enjoy some “controlled” slides without any electronic trickery.

The steering is precise, and the chassis is surprisingly adjustable for an AWD car.  

But The Ride Borders On Brutal  

There is no getting around it, the CLA45 is firm. Even in Comfort mode, the ride never fully relaxes. On smooth roads, it is fine. But throw in some less-than-perfect tarmac, and suddenly you are feeling every imperfection.  

It is clear that AMG prioritised handling precision over ride comfort, which is understandable in a performance car. 

At Least You Get A Nice Interior  

Step inside, and you are immediately greeted by a wall of screens. Being an AMG model, the Mercedes-AMG CLA45 S gets a few extra goodies. The digital displays include G-meters, lap timers, and performance data readouts, useful for showing how fast you can pull away from the lights. 

One particularly clever touch is the extra set of rotary dials on the steering wheel, which allow you to quickly adjust settings like the exhaust mode or stability control.

Once you have set up your preferred chassis, engine, and gearbox settings, you can save them in Individual Mode, making it easy to switch between relaxed and aggressive driving styles.  

The front seats are superb. The materials feel premium, though some cheaper plastic elements let it down.  

Rear passenger space is better than expected, but headroom is tight for anyone over 160cm. 

A Baby Supercar In A Suit  

The old CLA45 was brutally fast, but a bit one-dimensional. This new version has layers.  

It can be a comfortable, all-weather cruiser one moment, then a playful, high-performance monster the next. It still has that all-wheel-drive aggression, but now it is wrapped in a package that is more refined and more usable every day.

It is not cheap, but for those who want a four-cylinder saloon with the heart of a supercar, this might just be the best you can buy today.

Technical Specifications

Mercedes-AMG CLA45 S

Engine: 1,991cc 4-cylinder in-line 16-valve, turbocharged
Drivetrain: All-Wheel Drive
Power: 310 kW (416 bhp)
Torque: 500 Nm
Gearbox: 8G-DCT (A) AMG SPEEDSHIFT
0-100km/h: 4 seconds (claimed)
Top Speed: 250 km/h
Fuel Economy: 11.6 km/litre (claimed)

Price: S$398,800 with COE (accurate at the time of this article)
Contact: Mercedes-Benz Singapore

Photo Credits: Sean Loo (@auto.driven)

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Making its debut at the 2025 Singapore Motorshow, the Mercedes-AMG E53 Hybrid 4Matic+ arrives with a compelling blend of electrification and raw AMG muscle.  

Beneath its sculpted bonnet lies a turbocharged 3.0-litre straight-six engine, generating 443bhp and 560Nm of torque. Paired with a plug-in hybrid system, the combined output surges to 577bhp and a staggering 740Nm of torque, with the full force available from as low as 2,200rpm, stretching all the way to 5,000rpm.  

The E53 Hybrid demolishes the 0-100km/h sprint in just four seconds. And yet, should the mood strike for a more restrained drive, it can operate purely on electric power. With a 21.2kWh battery fully charged, it offers a commendable electric-only range of up to 101km.  

Putting all that power to the ground is 4Matic+, Mercedes’ advanced all-wheel-drive system with fully variable torque distribution. Whether you’re carving through winding roads or launching from a standstill, it ensures maximum grip and agility.

The AMG Ride Control suspension delivers a blend of comfort and cornering sharpness, while rear-axle steering aids in both high-speed stability and tight urban manoeuvrability.  

Braking power is as important as outright speed, and AMG composite brakes are up to the task. Up front, 370mm ventilated and perforated discs with four-piston callipers ensure strong stopping force, while 360mm rear discs with single-piston floating callipers balance out the system. Even under sustained high-performance driving, fade resistance is a given.  

A proper AMG must look as aggressive as it performs, and the E53 Hybrid doesn’t disappoint. An AMG-specific illuminated grille immediately sets it apart from the standard E-Class, while a redesigned front bumper with larger air intakes reinforces its performance credentials.

It rolls on forged 21-inch AMG wheels in a distinctive cross-spoke design, adding to its assertive stance. Step inside, and the AMG treatment continues: illuminated AMG door sill panels, AMG sports seats, and an AMG performance steering wheel create an environment purpose-built for keen drivers.

Stainless steel sport pedals with rubber studs add a motorsport-inspired touch, while a 12.3-inch digital driver display with AMG-specific menus ensures all key information is just a glance away.  

For those with the means to experience this electrified AMG performance firsthand, prices start at $540,888.

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The SLK (later SLC), SL roadsters, C-, E-, and S-Class cabrios. Suffice to say, you had plenty of options to get sunburnt in Singapore.

But now, the lineup has been streamlined, with the Mercedes-AMG SL holding its own as a standalone entity, while the C- and E-Class cabriolets merge into a single, sophisticated offering: the Mercedes-Benz CLE Cabriolet.

Think of it as a ‘greatest hits’ collection of its predecessors, wrapped in one elegant package.

High-Tech Open-Top

The Mercedes-Benz CLE Cabriolet is pitched as a “harmonious blend” of the agility found in the C-Class with the luxurious comfort of the E-Class.

Its fabric roof opens or closes electronically in a swift 20 seconds at speeds of up to 59 km/h. Once the roof is stowed, Mercedes’ Airscarf system keeps the chill off your neck with a gentle flow of warm air.

Pair that with Aircap, which uses a deployable spoiler at the windscreen and a windbreak behind the rear seats to keep cabin turbulence to a minimum, and you’ve got yourself a refined open-top experience.

Comfort With A View

There isn’t a direct predecessor the CLE Cabriolet can compare to, but great legroom, shoulder room, and elbow room.

Rear passengers, however, should ideally be petite unless the roof is down.

The boot impresses for a convertible, offering 385 litres of space with the roof up (about the size of a Volkswagen Golf).

Even with the roof down, you’re left with 295 litres, but the clever auto-partition system ensures you won’t need to fiddle with dividers manually.

Tech Is A Mixed Bag

The tech suite is quintessentially modern Mercedes: comprehensive but occasionally overwhelming. An 11.9-inch touchscreen handles most of the car’s functions.

The climate controls live exclusively on the touchscreen, and the touch-sensitive surfaces can be finicky. That said, the ability to tilt the central screen to avoid glare is a thoughtful touch.

On the plus side, the cabin materials are impeccable, and the Burmester sound system is an acoustic delight. Just steer clear of the carbon-fibre-effect trims; this car deserves a classier spec.

Even the leather seats reflect heat, ensuring comfort in sunnier climes. And for those who like their tech indulgent, yes, you can even watch TikTok on the screen. Progress, indeed.

Effortless Elegance If You Take It Easy

If you’re a Mercedes fan, you’ll know the cabriolets have always played the role of laid-back luxury cruisers.

The CLE stays true to its roots. It features sports suspension that sits 15mm lower as standard. At cruising speeds, it glides serenely, with nary a whisper from the wind, whether the roof is up or down.

Light throttle inputs make the 9-speed automatic gearbox behave like a seamless single-speed unit.

But perfection is elusive. Singapore only gets the CLE200 variant, and the throttle response feels sluggish, even in the livelier Sport+ mode. Even if you push it, it doesn’t quite offer the engagement you might hope for too.

Yet, when the roof’s down, you tend to forgive it all. After all, isn’t open-top motoring about basking in the moment rather than chasing outright precision?

So What Happens When You Get Spirited?

Should you wish to still push the CLE into fun territory, it won’t disappoint. The steering, while not brimming with feedback, is precise enough to position the car with confidence.

It corners with surprising composure; flat and sure-footed.

As is often the case with luxury cabrios, a larger engine will do more justice for the CLE.

The 2-litre porker punching 201bhp and 320Nm of torque is adequate for most folks, but a wish-list CLE 450 variant will be the sweet spot for those looking for something more engaging. 

A Convertible for All Seasons

The Mercedes-Benz CLE Cabriolet is a compelling blend of style, comfort, and capability. It’s not a sports car, but it doesn’t pretend to be. Instead, it excels at delivering a refined open-top experience with just enough agility to keep things interesting.

It’s a car that makes every journey feel special, from sunset drives along East Coast to evening jaunts through the city. And isn’t that what a proper convertible should do?

In the CLE Cabriolet, Mercedes has crafted a car that’s as enjoyable to drive as it is to simply sit back and enjoy the view. Roof down, of course.

Technical Specifications

Mercedes-Benz CLE200 Cabriolet

Engine: 1,999cc in-line 4 turbocharged, Turbocharged
Drivetrain: Rear-Wheel Drive
Power: 150 kW (201 bhp)
Torque: 320 Nm
Gearbox: 9-speed G-Tronic (A)
0-100km/h: 7.9 seconds (claimed)
Top Speed: 236 km/h
Fuel Economy: 14.1km/L (claimed)

Price: S$394,888 (AMG Line) with COE (accurate at the time of this article)
Contact: Mercedes-Benz Singapore

Photo Credits: Sean Loo (@auto.driven)

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The Mercedes-AMG CLE 53 exudes an unmistakable presence. It’s the kind of car that makes you stop mid-stride and do a double-take.

With its AMG badge, it carries an expectation of performance, but this isn’t a full-fat 63. Instead, the CLE53 finds its sweet spot somewhere between outright aggression and refined composure, a balancing act that promises a lot on paper.

A Coupe On A Protein Diet

The CLE53 begins life as the standard CLE coupe. Then it gets a dose of AMG steroids. Wider tracks (58mm in the front and a beefy 75mm at the rear) necessitate muscular arches to house those chunky 295-section rear tyres.

The result is a stance that harks back to the C63 AMG Coupe of old, but with a modern flair.  

Optional matte paints and blackline trims only add to the visual drama. It looks ready to pounce even when it’s standing still, a quality that few cars truly master.

With A V8 Shorn Of Its Glory

Let’s get this out of the way – no, there’s no V8 under the bonnet. Instead, you’ll find a 3.0-litre turbocharged inline-six paired with a mild-hybrid system.

While that’s a mouthful, the specs are respectable: 429bhp, 520Nm of torque, and an additional 22bhp from the electric motor for short bursts.

It’s an engine we’ve seen across the Mercedes lineup, tuned here to fit AMG’s vision. Mercedes claims a century sprint of 4.2 seconds.

There Is Calm Amidst The Chaos

The beauty of the CLE 53 lies in its adaptability. Around town, it’s a serene cruiser. The engine purrs quietly, and the cabin remains an oasis of calm.

It’s everything you’d want from a Mercedes coupe: refined, elegant, and comfortable.

But dial up the drive mode, and the beast awakens. The steering tightens, the suspension stiffens, and the engine note deepens.

Changes to the steel springs’ rates, damper loads and chassis kinematics have all been designed to sharpen responses, deliver more feedback and offer more control.

On winding roads, the CLE53 showcases confidence-inspiring grip. Yet, it never felt too eager or twitchy, maintaining a sense of control that encourages you to push harder.

But There’s Still The Ghost Of AMG Past

Where the CLE 53 struggles most is in its attempts to emulate the ferocity and visceral thrill of its V8 ancestors. Gone is the deep rumble that would stir your soul as you blip the throttle. Instead, the CLE53 offers a smooth, somewhat muted soundtrack. Functional, but far from evocative.

Despite power delivery lacking the necessary drama, the mid-range torque is sufficient for spirited driving. On tighter, twistier roads, the CLE 53 feels more at home. The rear-wheel steering system helps shrink the car’s footprint, allowing for sharper turn-ins and a livelier rear end.

However, on open roads, its 2,000kg kerb weight becomes apparent. It handles confidently but without the nimbleness or raw feedback of, say, a BMW M4.

At Least The Cabin’s Nice

Carbon fibre accents galore on the inside, alongside a flat-bottomed steering wheel, and luxurious leather appointments. The cabin tech is robust, featuring the latest MBUX system, though the myriad of options can feel overwhelming. You can even configure the instrument display to an uninterpretable mess if you wish.

The optional AMG sports seats look and feel the part, and rear passengers are quite comfortable too… if they don’t have legs.

A Coupe For Every Occasion

The Mercedes-AMG CLE53 isn’t trying to be a one-trick pony. It’s a car designed to cater to a wide audience, from those seeking comfort and luxury to drivers craving a taste of AMG performance.

Whether you’re cruising along the highway or carving up mountain roads, the CLE53 adapts to your mood.

Is it perfect? Not quite. But at least Mercedes is on the right path.

Technical Specifications

Mercedes-AMG CLE53 Coupe

Engine: 3-litre 6-cylinder in-line, Turbocharged
Drivetrain: All-Wheel Drive
Power: 330 kW (443 bhp)
Torque: 560 Nm
Gearbox: 9-speed AMG Speedshift TCT (A)
0-100km/h: 4.2 seconds (claimed)
Top Speed: 250 km/h
Fuel Economy: 9.9 km/litre (claimed)

Price: S$460,888 (Avantgarde)
Contact: Mercedes-Benz Singapore

Photo Credits: Sean Loo (@auto.driven)

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Luxury has always been a hallmark of the Maybach name, but with the EQS SUV, Mercedes-Maybach is blending their impeccable craftsmanship with electric mobility.

This is a Maybach after all, and its design amplifies that. Every line, curve, and finish has been meticulously crafted. The exterior gleams with Maybach’s signature touches: a bold, upright grille (purely aesthetic here), framed by the exclusive Maybach emblem and sleek LED lights that signal elegance before you even get close.

But while the silhouette remains powerful, it’s softened by subtle cues; a rounded nose, flowing lines, and a streamlined profile that’s modern. And at over five meters long, it has the presence to match its pedigree.

Step into the EQS SUV, and you’re greeted by a cabin that feels more like a personal lounge than an SUV. Mercedes-Maybach has designed this interior as a sanctuary, blending high-end materials to create a space where you can relax, recharge, and stay connected.

The interior is dominated by the MBUX Hyperscreen, a 56-inch expanse of glass that stretches from one side of the dashboard to the other. It’s a seamless interface, with three high-resolution displays integrated under one glass panel, bringing everything literally to your fingertips.

The seats are pure bliss. Leather-wrapped, reclining, heated, and ventilated, with built-in massagers.

Rear passengers are equally pampered, with individual screens, ambient lighting that adjusts to your mood, and an onboard fragrance system that gently infuses the cabin with a scent of your choice.

And for the audiophiles, there’s the Burmester 4D sound system, a setup that turns the EQS SUV into a rolling concert hall, complete with speakers in the seats.

No two Maybachs are the same, and the EQS SUV is no exception. From hand-stitched leather upholstery in a range of bespoke colours to unique trim and custom lighting options, the EQS SUV can be tailored to reflect your personal style.

And if that’s not enough, there’s an array of personalization options available through the Maybach Atelier. After all, why settle for anything less?

The EQS SUV is powered by dual electric motors, producing a total of 649hp and 950Nm of torque. Yes, it’s an electric powerhouse, but it’s about delivering a ride so smooth you barely feel a ripple beneath you. With Mercedes’ AIRMATIC air suspension and continuously adjustable damping, the EQS SUV glides over the road.

And with a range of up to 600km on a single charge, you’re not constantly searching for a charging station. But when you do need to recharge, the EQS SUV supports ultra-fast DC charging, reaching 80% in around 30 minutes. The SUV also comes equipped with an advanced energy recuperation system that adjusts depending on the driving mode.

Mercedes-Maybach hasn’t held back on tech features in the EQS SUV. The car’s AI-driven MBUX system learns your preferences, anticipating everything from your favourite seating position to preferred ambient lighting. Then there’s the Maybach-exclusive “chauffeur mode,” which allows rear-seat passengers to control media and climate settings independently.

Equipped with Mercedes-Benz’s latest driver-assistance suite, the EQS SUV features active lane-keeping, adaptive cruise control, and a 360-degree camera system. The Night View Assist function enhances visibility in low-light conditions, highlighting pedestrians and animals.

Plus, you’ve got the “Mercedes me” app, which syncs seamlessly with your EQS, allowing you to control everything from charging schedules to climate settings from your smartphone.

If you happen to be one of the few who can open your wallet for the Mercedes-Maybach EQS SUV, you won’t be disappointed.

And if you’re wondering about the price, you’re probably not one of those folks.

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And it’s all because of what’s under the hood. Gone is the mighty V8, which used to rumble and roar its way into your heart.

In its place, you’ll find a turbocharged 2.0-litre engine, an uprated version of what powers the feisty AMG A45.

It now claims the title of the most powerful production four-cylinder in the world. Paired with an electric motor, it has an eye-watering 671bhp and 1020Nm of torque. Those are numbers you’d expect from a supercar, not a C-Class. 

Impressive, right? But, for the die-hard petrolheads, a smallish saloon weighing as much as an SUV might be a bitter pill to swallow.

Mercedes’ justification is that in a world where emissions regulations are getting tighter by the day, the hybrid route might be the only way to deliver both high-performance and long-range capabilities, at least for now.

But, in doing so, has this C63 lost the bashful, unapologetic brute charm that its AMG predecessors lavished in?

So how did we get here?

Well, AMG didn’t just slap a motor and batteries onto the C63 and call it a day. They’ve packed this car with tech, lots of it. It’s now an all-wheel-drive machine (though there’s a rear-wheel-drive drift mode for when you’re feeling playful), and it comes with all-wheel steering as standard.

Typically, that kind of tech is reserved for bigger vehicles, but AMG has brought it into this class to help offset the sensation of weight, especially in those tight, low-speed corners.

Of course, that tech itself adds more weight to the equation, so there’s a bit of irony here.

Do the ‘upgrades’ help?

There’s just so much going on that it won’t slap a grin on your face as quickly as its predecessors, but don’t mistake that for being dull. With nearly 700bhp, this machine is anything but.

It zips along with the kind of energy that makes your right foot feel like a magician. Even your bum can sense the power dynamically shifting around the wheels.

However, when you’re not pushing the car to its limits, the power delivery is… unpredictable. That motor in the differential does some clever torque vectoring, but it’s paired with a Taycan-style two-speed transmission, which isn’t smooth.

There’s this noticeable “step” when the motor disengages and re-engages, especially if you’re feathering the throttle. Sometimes you have all 671 horses. Sometimes you don’t. It feels… uncoordinated.

And what happens when you hit the brakes?

That’s where things get tricky. AMG’s thrown all sorts of clever tech at it to make it feel lighter in the corners, but under hard braking, the bulk shows up, uninvited, like a party guest who’s overstayed.

Push the car hard a few times and the brakes lose even more feel. You’ll start noticing this even during regular road driving, which is not something you expect from a car in this class.

Is it at least comfortable?

The old C63 wasn’t exactly gentle on your spine, and while the new adaptive suspension offers a broader range of settings, it’s still a bit of a mixed bag. In Comfort mode, it feels almost too soft, a bit lazy when dealing with bumps and undulating roads. 

Switch to Sport, and suddenly you’re back to the stiffness of the previous generation. Over crests and bumps, the car feels heavy, like it’s struggling to keep all that mass in check.

That said, there are moments of brilliance. The 9-speed gearbox is quick and responsive, with short ratios that make Manual mode feel alive. The four-cylinder engine sharpens up as you push it, and that’s when the fun begins.

Fun means loud sounds

The engine may not have the wild roar of the A45, but it’s got this almost supercharger-like whine, thanks to the electric turbo.

Get on the throttle at low revs, and you’ll hear a unique, high-pitched whine; something you don’t often hear in a German saloon. It’s fascinating, especially if you’ve never experienced the old V8.

You might want to turn off the enhanced sound mode, though. It adds an amusing, but ultimately distracting, warble to the electric-only driving experience.

It looks good being loud too

The Mercedes-AMG C63 is no shrinking violet. It’s big, bold, and you feel that size on the road. Not that this is surprising, given how many modern cars seem to have grown in dimensions.

It commands attention with its presence, especially with those racy wheel angles tucked neatly into the arches, carrying that unmistakable AMG attitude.

The carbon-fibre fiesta carries on to the cockpit as well, but some elements do feel like the car’s trying to juggle a little too much.

Customisation to me is always a good thing in a car, allowing owners to set the car up just the way they like it. But, this C63 doesn’t just ask you to engage with all its different drive modes and settings, it practically demands it. You’ll find yourself spending the first few hours just trying to wrap your head around it all.

Eventually, though, you get used to it. The endless customisations, legible displays, and near-perfect head-up display make the tech feel worth it. If you’re feeling nostalgic, you can even revert to classic analogue dials.

What’s it like to live with?

The seats are firm at first, but give them time and they’ll cradle you nicely over long hauls. There’s something reassuringly familiar about Mercedes’ column-mounted gear selector, a nod to simplicity that rivals seem to have forgotten.

And while many of the climate controls have migrated to the touchscreen (as they seem to these days), they’ve at least kept them fixed on screen, regardless of what else you’re playing with. It makes you wonder, though—if the climate settings never move, why not just have physical buttons?

On the subject of boot space, the AMG’s engineers made the decision to plant the C63’s battery pack over the rear axle, prioritising that perfect 50:50 weight distribution. Great for balance, but not so great for luggage.

Cargo room is abysmal at 279 litres, paling in comparison to the 435 of its predecessors. Oh, and the battery pack’s step also messes with having a flat loading bay.

Moral Dilemma

Once upon a time, reviewing a Mercedes-AMG C63 was as straightforward as your first cup of coffee in the morning.

Its big, brawny V8 and playful, corner-happy demeanour were easy to love, plus it had gumption, never shieding away from showing it. Everything just felt right from the moment you sat in the driver’s seat. It didn’t need a learning curve or an instruction manual, just a heavy right foot.

The new Mercedes-AMG C63 S E Performance on the other hand feels less like a car and more like a rolling science project, and it doesn’t quite play the role of a sports saloon like it used to.

Some of the motorsport-inspired tech feels extra. Let’s be honest, if you’re serious about improving lap times, you’re probably getting yourself a lightweight track car, not a 2.1-tonne beast masquerading as a saloon.

Oddly enough, the more I racked up mileage in this thing, the more I started to like it. It’s like an acquired taste, slowly growing on you as you get to grips with its complex powertrain and learn how to unlock its full potential. This isn’t a car you just drive, it’s one you have to live with. 

But there will always be a nagging feeling I just can’t shake. It’s a car for the tech enthusiast, not the petrolhead.

And if you’re nostalgic for the days when an AMG roared with unapologetic ferocity, this might leave you yearning for the good ol’ days.

Technical Specifications

Mercedes-AMG C63 S E Performance Review

Engine: 1,991cc 4-cylinder in-line, twin-turbocharged
Drivetrain: All-wheel drive (Selectable)
Power: 671 bhp (combined)
Torque: 1020 Nm
Gearbox: 9G-Tronic (A) AMG Speedshift MCT
0-100km/h: 3.4 seconds
Top Speed: 280 km/h
Fuel Economy: 14.7 km/litre (claimed)

Price: S$688,888 including COE (Pricing is accurate at the time of writing)
Contact: Cycle & Carriage Singapore

Photo Credits: Sean Loo (@auto.driven) 

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