Mercedes-Maybach GLS 600 4Matic 2020 review

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Mercedes-Maybach GLS 600 4Matic 2020

 

Powerful, smooth and highly refined but lacking the special something delivered by more uniquely styled and dedicated upmarket rivals

 

Conventional wisdom suggests the world probably doesn’t really need a car like the GLS 600. But when distinguished car makers such as Roll-Royce and Bentley are busy attracting a new generation of customers with their own upper-luxury SUVs in the form of the Cullinan and Bentayga, you can’t expect Mercedes’ upmarket Maybach division to simply look on from the sidelines.

 

The new leather-lined model sits at the very top of the third-generation GLS line-up, providing the Maybach sub-brand with its first proper SUV, albeit one that shares a lot with its less luxurious siblings. That includes its advanced chassis, which mates the latest generation of Mercedes-Benz’s E-Active Air Matic suspension with a roll-reducing curve function in a bid to provide it with a level of ride comfort and rolling refinement to challenge the high-priced competition.

 

That said, Mercedes' designers have gone to some lengths to distance the GLS 600 from other GLS models, including the placement of its signature three-pointed star on the bonnet of one of its SUV models for the first time.

Other conspicuous design changes include a new chrome grille featuring vertical louvres, more prominent chrome elements within the bumpers, window surrounds and sills, standard 22in (and optional 23in) wheels, an optional two-tone exterior paint scheme in eight different colour combinations, electrically extending running boards, Maybach emblems within the D-pillars and altered tailpipes with cross ribs.

It might not boast the overall design uniqueness of the Cullinan or Bentayga, but there’s no denying the visual boldness of the latest Maybach-badged model, which stretches to 5205mm in length, 2030mm in width and 1838mm in height and uses the same 3135mm wheelbase as other GLS models.

Power for the GLS 600 comes from the same mild-hybrid drivetrain used by recently unveiled S580. It mates a twin-turbocharged 4.0-litre V8 petrol engine with a 48V starter-generator integrated into the nine-speed automatic gearbox to provide the new Maybach SUV with 549bhp and 538lb ft of torque.

The reserves are channelled to each wheel via Mercedes' 4Matic system, which operates in combination with a long list of standard driving assistant functions.

For comparison, the Cullinan’s twin-turbocharged 5.8-litre V12 petrol engine puts out 563bhp and 627lb ft and there's 600bhp and 664lb ft from the range-topping Bentayga’s twin-turbocharged 6.0-litre petrol W12.

Inside, the GLS 600 sports a heavily upgraded cabin with nappa leather upholstery, Maybach-specific digital instruments and unique dashboard trim elements.

Options in the four-seat First Class spec version driven here include a pair of reclining rear seats with a massage function and a fixed rear centre console with folding tables and a refrigerator, a set-up that can be further enhanced with a panoramic glass roof.

 You cane see/ Brabus 800 GT 63 S

A specially developed cargo blind and sound-deadening material within the bodyshell have also been added at the rear to dampen road noise.

 

 

 What's it like Mercedes-Maybach GLS 600 4Matic 2020?

 

Although Mercedes-Benz has reworked its big US-produced SUV to make it more luxurious and provide it with more traditional limousine-like Maybach qualities, there is no escaping the dynamic links to lesser GLS models.

The new mild-hybrid drivetrain of the GLS 600 is exceptionally smooth and revs freely up to its relatively conservative 6200rpm cutout, providing as much power as you could ever possibly wish for in a 2785kg SUV on public roads, as its 0-62mph time of 4.9sec implies. There’s a true urgency to the delivery, which is very linear in character.

The nine-speed automatic gearbox deploys the combined torque of the V8 petrol engine and electric motor fluently at any speed. A toggle switch on the centre console allows the driver to scroll between driving modes, although despite a dedicated Sport mode, it's Comfort where it always feels at its best.

There is quite a defined woffle to the exhaust, which is not quite as subdued as recent Maybach saloon models. Otherwise, the refinement is superb. There’s excellent isolation of engine vibration through the body structure and any wind noise emanating from the sizeable door mirrors at speed is always well suppressed by the double-glazed side windows.

 

 

With outstanding traction from the four-wheel drive system and advanced suspension that, in the top-of-the-line form fitted to our test car, mates three-chamber air springs with a tilt function that leans the big Maybach SUV into corners to reduce lateral forces, it also delivers on the handling front.

 

The speed-sensitive steering is quite light and lacks feedback but it is very precise and smooth in its action. Depending on the mode you choose, the fast-acting suspension ensures body roll remains well in check on even quick changes of direction, allowing the GLS 600 to corner in quite a determined fashion, with strong grip when pushed hard.

 

Dial up the curve mode and the new Maybach gently tilts in to corners in an action similar to that of a motorcycle rider, giving the car an engagingly fluid feel over winding roads despite its large dimensions and comparatively high centre of gravity. It’s no sports car, granted, but the cornering speeds generated by the GLS 600 are very impressive indeed.

 

Its biggest achievement, though, is the ability of its suspension to absorb severe bumps with outstanding control and compliance, even on the 22in wheels of our test car.

All this gives Mercedes' flagship SUV outstanding long-distance cruising qualities, where its inherent calm and poise help to provide its occupants with a level of well-being unmatched by any existing GLS model.

 

 

 

 Should I buy one Mercedes-Maybach GLS 600 4Matic 2020?

 

The GLS 600 has been given impressive credentials in the form of solid performance, handling prowess that belies its size and weight, an outstandingly smooth and cosseting ride, exceptional refinement and a spacious and luxurious interior that, while not to everyone’s taste, is big on comfort and calmness.

 

Despite Mercedes' best design efforts, though, the big Maybach SUV is too closely related to the standard GLS, both externally and internally, to be considered a stand-alone model in its own right.

 

At £167,735 – over £90,000 more than the GLS 400d for those doing the sums – you’d be forgiven for expecting more individuality and, frankly, something with the uniqueness of the Cullinan and Bentayga.

 You cane see/ Porsche 911 GT3 RS MR 2020 UK review

Technical specs  Mercedes-Maybach GLS 600 4Matic 2020

 

• Model tested: Mercedes-Maybach GLS 600 First Class 4Matic 

• Price: £167,735 

• Engine: V8, 3982cc, twin-turbocharged, petrol 

• Transmission: 9-spd automatic 

• Power : 549bhp at 5500rpm

• Torque : 538lb ft at 1200rpm

• Driveline layout : Front engine, all-wheel drive

• 0-62mph : 4.9sec

• Top speed : 155mph

• Kerb weight (DIN) : 2785kg

• Fuel economy : 21.4mpg

• CO2 : 304g/km

• BIK tax band : 37%

 

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Brabus 800 GT 63 S | News

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Brabus 800 GT 63 S

Eight hundred horsepower, peak torque of 1,000 Nm (737 lb-ft), 2.9 seconds from rest to 62 mph and a top speed of 196 mph make the BRABUS 800 GT 63 S one of the most powerful four-door coupés of its kind.

 

 

The Brabus 800 GT 63 S's striking looks are thanks to naked-carbon aerodynamic-enhancement components with sporty styling and hi-tech forged wheels in the new BRABUS Monoblock Z "PLATINUM EDITION" ten-spoke design, featuring an unusual combination of 21 and 22-inch diameter rims for the front and rear axle. The BRABUS 800 based on the Mercedes-AMG GT 63 S 4MATIC+ is a high-performance coupé in a class of its own. BRABUS also refines the interior of the fastback coupe as a matter of course; the company upholstery shop creates exclusive BRABUS fine leather interiors in any desired colour and with a host of sophisticated upholstery designs.

The four-litre twin-turbo V8 engine of the GT 63 S is upgradedby the BRABUS powertrain engineers with the sophisticated BRABUS PowerXtra B40S-800 performance upgrade. The modifications to the engine hardware involve the turbocharging system: Two newly designed BRABUS high-performance turbochargers with a larger compressor unit and modified core assembly with reinforced axial bearing produce a maximum boost pressure of 1.6 bar.

The driving performance speaks for itself: From rest, the BRABUS 800 GT 63 S with SPEEDSHIFT nine-speed sports transmission and 4MATIC+ all-wheel-drive takes just 2.9 seconds to reach 62 mph. The gears can be shifted automatically or manually with the ergonomic BRABUS RACE aluminum paddle shifters on the steering wheel. The top speed is electronically limited to 196 mph.

BRABUS garnishes the unique high-performance experience with a couple of acoustic treats created by two components: BRABUS Boost Xtra, a special adapter for the bypass valve, brings back the "blow-off" noise that used to be typical for turbo engines when the drivers lifts off the gas.

The stainless sport exhaust, which is available for all GT 63 variants and optimizes the power delivery by reducing the exhaust backpressure, offers a variable exhaust note thanks to its integrated actively controlled exhaust flaps. The V8 can be operated in the decidedly subtle "Coming Home" mode or in the "Sport" position, which coaxes an extra powerful V8 sound from the engine. Thanks to its titanium/carbon tailpipes with a diameter of 90 millimetres, the BRABUS exhaust system is also an absolute visual delight.

The face of the Brabus 800 GT 63 S is given an even more striking profile with the combination of BRABUS front spoiler and front fascia attachments for the large air intakes of the bumper. In addition, the spoiler reduces front-axle lift at high speeds, which further improves the handling stability. The rear end of the four-door is also made even sportier: The carbon diffuser insert for the rear fascia perfectly frames the four tailpipes of the BRABUS sport exhaust, whose titanium embellishers were painted black to match the outer skin of the show car for the IAA. Naked-carbon panels at the sides of the rear bumper emphasize the striking lines of the vehicle.

Another important factor in the extravagant BRABUS 800 GT 63 S look is the unusual tire/wheel combination, which the suspension engineers and test drivers of the Bottrop-based company developed specifically for the Mercedes-AMG GT 63. To emphasize the wedge shape of the four-door coupe, the front is fitted with 21-inch wheels while the rear axle sports 22-inch rims. The BRABUS 800 at the IAA 2019 presents the new BRABUS Monoblock Z "PLATINUM EDITION" wheel design. The type designation "Z" stands for an innovative ten-spoke styling. The attractive wheels not only benefit the looks of the BRABUS 800. This king-sized tire/wheel combination also makes the handling even more agile, an effect that can be further amplified with the BRABUS AIRMATIC SPORT Unit. This plug-and-play module is adapted to the air suspension and lowers the ride height of the four-door coupe by about 25 millimetres (1 in) in the two drive modes "Comfort“ and "Sport."

Another special area of expertise of BRABUS is exclusive interior refinement. Under the "BRABUS fine leather" label, the company upholstery shop transforms the finest leather and Alcantara into interiors that satisfy even the most individual requests of any customer. There is a virtually endless variety of available colours and upholstery designs. To complete the interior ambience, BRABUS can fabricate precious-wood or genuine-carbon inlays in a wide range of colours and specifications.

Stainless-steel scuff plates with backlit BRABUS logo that lights up in colours matching the ambient interior lighting round off the high-class interior design. Sporty cockpit features such as BRABUS aluminium door pins and pedals complete the high-performance standard of the BRABUS supercar.

The BRABUS 800 GT 63 S can be ordered as a complete car. Alternatively, BRABUS converts any current Mercedes GT 63 S 4MATIC+ to this performance level all at once or in stages.

Fuel economy, CO2 emissions and efficiency class: BRABUS 800 based on the Mercedes-AMG GT 63 S 4MATIC+: city 15.2 l/100 km, highway 8.9 l/100 km, combined: 11.3 l/100 km. Combined CO2 emissions: 257 g/km, efficiency class F.

 

 

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Porsche 911 GT3 RS MR 2020 UK review

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  Porsche 911 GT3 RS

A car for drivers who already have a Porsche 911 GT3 RS but want it to be even quicker, more agile and dynamic.

 

Hard to imagine, I know, but bear with me. Because that ‘MR’ in the title refers to Manthey Racing, surely the most famous and successful of all Porsche racing teams, so much so that, today, the company is 51% owned by Porsche itself.

 

 

For years, Manthey has be providing upgrades for all manner of 911s, but what we have here is an entire suite of modifications available through a Manthey-approved UK dealer for the first time. That dealer is ace Porsche restorer and tuner RPM Technik, which let me loose on road and track in a kind and trusting owner’s MR. Of which more in a minute.

For now, though, let’s just have a look at what the pack (which can be bought as individual components) comprises.

The suspension is treated to fully adjustable Manthey coil-over spring and damper units, the brakes to MR pads and braided brake lines. Magnesium wheels reduce unsprung mass by 12.6kg. But it’s really the car's aerodynamic modifications that set it apart. It comes with a carbonfibre rear wing and end plates, not to mention reinforced mounting brackets to withstand the extra load. There’s a reshaped carbonfibre engine cover with a lightweight Gurney flap incorporated into its design, front dive planes, and even aerodynamic wheel covers to reduce drag and increase downforce. The price, inclusive of VAT and fitted by RPM Techni,k is £69,000. Plus a GT3 RS…

 

Probably quite sensibly, the 513bhp, 4.0-litre normally aspirated engine and its seven-speed PDK gearbox are left entirely untouched.

 

Reading everything above, you’d be forgiven for thinking the MR was a GT3 RS turned up to 11, but that is not only to sell the car woefully short, but it is also to misunderstand entirely what it is trying to achieve.

Manthey doesn’t provide comparative downforce data but there is an indication in the Nürburgring lap time of two GT2 RSs, one with the Manthey mods, one without, both official Porsche tests using the same driver. And in 2018, the Manthey car lapped in 6min 40.3sec, fully seven seconds quicker than the standard machine had gone the year before and, to this day, still the fastest ’Ring lap by a road-legal car. So it would be fair to expect a similar lap time improvement for the Manthey GT3 RS.

 

Which, of course, means it's bloody rapid – rapid enough on the very high-end track day I attended to make obstacles out of many modern Ferraris, Lamborghinis and other quick 911s. And that’s all very impressive, but it still doesn’t strike to the heart of this car.

 

Because the real reason it’s so much quicker, at least in merely mortal hands like mine, is because it’s not just easy to drive on the limit, but it’s curiously, almost hypnotically relaxing, too, in a way I don’t think I’ve experienced in any 911. The additional control of the suspension coupled with the fast-corner accuracy imparted by the aerodynamic modifications mean you can fling the car around Silverstone at what must seem an absolutely hair-raising pace on the outside while within peace and serenity reigns.

Of course, there’s an argument that says you’d don’t want a GT3 RS to hand it to you on a plate and I’m on the record as saying I quite liked the slightly spiky on-track character of the standard car because it keeps you on your toes and gives you stuff to do. And if you’re so minded, save yourself the price of a Cayman GTS and stay as you are. But while the MR is indeed easier to drive, it is not one whit less involving for that. A more cerebral experience perhaps but even more beguiling. It is possible I’ve driven a better-handling road car, but right here and right now, I’d struggle to tell you what it was.

 

On the road, and at least with its suspension in track settings, the car is needle sharp but uncompromisingly firm. I would be interested to see just how much more user-friendly it could be made just by backing off the damper settings a touch.

 Should I buy Porsche 911 GT3 RS MR?

It only seems like a lot of money until, first, you drive it and, second, you see how much money people in this kind of league are minded to splurge on options that make no difference to how their supercar performs.

 

This is not a car for hooligans or drift merchants, nor for those happy merely to drive very fast. But if you love being on the limit and appreciate, understand and, above all, are captivated by the nuances of car behaviour in that state, the GT3 RS MR is spellbinding.

 

 

 

 

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