Latest news with #AMGs
Motor Trend
5 days ago
- Automotive
- Motor Trend
2025 Mercedes-AMG E53 Hybrid 4Matic+ First Test Review: What's In a Name? A Lot
Pros As powerful as the old E63 Super-sedan handling PHEV fuel economy Cons Too demure in normal driving Odd regen-braking program Cumbersome user interface The fact German car-model naming practices make little sense anymore is old news, yet Mercedes-Benz seems bent on further muddying the waters. Its AMG performance brand has added all sorts of lesser numbers to denote less extreme performance, and while the hierarchy at least makes sense, the numbers themselves keep getting more confusing. None more so than the 2025 Mercedes-AMG E53 Hybrid 4Matic+. 0:00 / 0:00 Previously, a '53' meant a car or SUV that was reasonably quick and reasonably good in a corner but decidedly less so in both cases than the real AMGs, the 63s (and the occasional 65). This new E53—we won't bother anymore with its ridiculously long name except to note it's a plug-in hybrid and the 4Matic+ bit means it's all-wheel drive—is so powerful and capable, it effectively matches the previous E63 S on paper. Check it: The new twin-turbo inline-six high-performance hybrid car makes 604 hp and 553 lb-ft of torque versus the old E63 S' twin-turbo V-8 model's 603 hp and 627 lb-ft. When 53 Basically Means 63 Making essentially the same horsepower but a bit less torque, the 2025 Mercedes-AMG E53 could just as well be labeled as the nonexistent E62. Really, though, being down 57 lb-ft doesn't mean so much when a significant amount of that torque comes from the electric motor and is available at all times, regardless of what the gas engine is doing. No, the real issue is the E53 Hybrid weighs 819 pounds more than the last E63 S sedan we tested back in 2021. Electric assist or no, getting a 5,309-pound car moving with less torque is a tall order, and our acceleration test results are predictable. The E53 hit 60 mph in 3.3 seconds, which is both substantially quicker than the laughably conservative 3.8-second estimate Mercedes has been peddling and a beat behind the old E63 S' 3.0-second sprint. This performance carries to the quarter-mile finish line where the E53 crosses in 11.7 seconds at 120.0 mph, a half second behind the old E63 with its 11.2-second result at 124.2 mph. All things considered, not bad with two fewer cylinders, less torque, and more weight. The new E53 suffers no such deficit in braking, though. Its 800-some-odd extra pounds be damned, the chunky plug-in hybrid sport sedan stops from 60 mph in just 102 feet courtesy of its 1-2 punch of massive mechanical brakes and up to 120-kW of regenerative braking. The old E63 S sedan needed 109 feet (though a 2021 E63S Wagon did it in 104 feet). We did note the brakes need some warming up to get their best result, and the pedal takes getting used to as it's rather long and soft compared to what we're used to in other AMGs, but it gets the job done. The long pedal is probably a factor, along with the weight and torque deficit, in our results on our figure-eight course. The new E53 popped off a 24.1-second lap time at 0.84 average g; the lighter, quicker E63 S did it in 23.6 seconds at 0.87. The new car's additional weight is likely the biggest factor in the E53's lower skidpad figure of 0.93 average lateral g to the 0.97 result the E63 S put down. Still, a sedan pulling more than 0.90 g on our skidpad is absolutely solid. Hammer Time As similar as their results are on the MotorTrend test track, the 2025 Mercedes-AMG E53 Hybrid and E63 S drive quite differently. Compared to the new car, the old model had a singular personality, its twin-turbo V-8 aching to do battle at any given moment. The new offering, with its dual powertrain and multitudinous drive modes, can effectively be whatever you want it to be. On a full charge, and even well beyond freeway speeds, it ambles about town like an electric car. With its battery depleted and its gas engine running, it drives like a hybridized E-Class, shutting off the combustion engine whenever possible to save fuel but otherwise behaving about the same as our MotorTrend Car of the Year–winning E-Class, more specifically an E450. Reach your favorite curves, though, and the hammer is unsheathed. Switched up to Sport+ mode, the E53 drops the Clark Kent act and goes full Superman. With roughly a quarter of its battery capacity reserved for performance enhancement rather than an EV-like driving experience, this AMG is ready to fight the moment it sheds the business suit, even if the battery says it's depleted. If you really want to hedge your bets, you can also use the Battery drive mode to force the car to run on gas and save all the electricity for the fun stuff. Stand on the accelerator, and the combined might of the twin-turbo-six and electric motor throws you back in your seat in its own way. It doesn't feel quite as mighty as the old V-8 car does, nor does it feel like an EV. Here, again, the differences in both total torque and how it is delivered make themselves known. Yes, there's less of a gut punch, but the E53 counters with an acceleration surge at the top of its tachometer that makes you dream of a higher redline. As is the case in many cars with this kind of instantaneous low-end torque, the transmission has a tendency to rely on that very thing in performance driving situations. It's difficult to fault the computer programmers, though, because once you account for gear spacing and redline, dropping a cog only gets you a moment at high rpm before you hit the rev limiter. The high-rpm character is certainly more fun, but digging out of curves in a higher gear is probably just as effective, if not more so. If you plan to shift manually, you need to be on your game; otherwise, you'll constantly hit the rev limiter. The atypically long, soft brake pedal is easier to get used to. Once you know you need to give it a proper kick at every big braking zone to get the stopping power it's capable of, your brain adjusts, and you stop noticing it. It's eminently stable under braking, and although the rotors are made of steel, the brakes feel like they can't be made to fade on a public road. Thus you can whip the car as hard as you like and carry as much cornering speed as the tires will allow. Not until you do so and dip back into the accelerator do you discover what the optional electronically controlled rear differential can do. The battery weight over the rear axle seems to help plant the car even more than you expect in an AMG sport sedan, but the diff throws a bit of power to the outside wheel and allows you to rotate the car off the apex with a stab of power every single time. It's programmed so finely that the car doesn't try to kick out into big oversteer unless you've shut the computers off entirely and gone all ham-fisted. Instead, it allows you to slide the tail repeatedly without worrying about an impending disaster. All the while, the inline-six bleats out a pleasant, if somewhat quiet, tune. Compared to the old V-8, it's not nearly as loud, even with the stereo speakers enhancing the engine music in ways that feel just a bit fake. On the whole, it's good noise, and we like it, but there's still a little room for improvement. Take It Home Back to reality, the 2025 Mercedes-AMG E53 just as quickly becomes mild-mannered Clark again. Switch everything back to normal, and this car is simply an E450 with a bit more pluck and better fuel economy. True, the ride is a bit firmer than non-AMG models, but it's hardly stiff enough to complain about. That said, the automatically engaging regenerative-braking system that activates itself in the default EV drive mode sounds clever on paper but ends up being somewhat frustrating in the real world as you and the computer try to guess when it should or will engage. We solved this issue by manually ramping up the regen with the dual-function shift paddles for a consistent drive experience, or by switching to another drive mode. While Mercedes' MBUX user interface, with its touch-sensitive controls on the steering wheel, still feels like it was designed by people who never tried to use it while driving, we're happy to say those touch controls are now far more responsive and accurate since our last encounter with them. Plug It In, Plug It In Early plug-in hybrids rarely offered much of an incentive to plug them in other than justifying their higher purchase price. Twenty miles of electric-only driving range is hardly worth going out of your way to plug in for when you just want to go inside after work. The E53's 42 miles, however, are enough to cover the average American's daily commute without using any gas, especially because you can hit 87 mph on electric power alone without waking the gas engine. In fact, our test car indicated better than its EPA rating, consistently promising 49 miles of range on a full charge. If you're just running errands on the weekend or live close to work, it's easy to go for days without plugging in or burning gas. That's worth it. While the E53 offers DC fast-charging through a CCS-type port, it's mostly a waste of time. Mercedes claims the car can charge at a rate up to 60 kW, which should top up the 21.2 usable kWh in a theoretical 20 minutes or so. We, however, did not see better than 21 kW, and charging took an hour and nine minutes. You could charge two EVs from 10 percent to 80 percent in that same amount of time. Tying up a precious public fast charger for more than an hour with a car that has a gasoline engine is a great way to become really unpopular, so we recommend you stick to charging at home or on public Level 2 chargers. Somewhat related: Driving around on pure electric power is a bit different than it is in your typical EV. The 161-hp, 354-lb-ft electric motor gets the 5,309-pound car around fine in normal driving, but it sure doesn't accelerate like a Tesla. It's also not quite as smooth as a pure EV, and the electric motor's placement in the transmission means it must shift gears. When you're used to a pure EV, you notice those shifts. E53 Me Naming this car 53 instead of 63 seems like a deliberate choice by Mercedes-AMG to keep the latter, highly revered name free for an even more powerful and capable car to come. If and when that happens, we'll be excited to drive it. If it doesn't, we'll still be pretty satisfied with the 2025 Mercedes-AMG E53 Hybrid 4Matic+ as our de facto replacement. No more so than when we look at the window sticker and remember this car starts at $89,150 ($113,350 as tested), while the old E63 S was $108,550 before accounting for inflation (which would make it roughly $133,000 today).
Scotsman
16-05-2025
- Automotive
- Scotsman
Win a Mercedes-AMG E63 S for 6p
The AMG E63S has an incredible exhaust note | BOTB This article contains affiliate links. We may earn a small commission on items purchased through this article, but that does not affect our editorial judgement. This fire-breathing Mercedes-AMG E63 S could be yours for less than the price of a Freddo – and there's a big cash alternative too. Sign up to our daily newsletter – Regular news stories and round-ups from around Scotland direct to your inbox Sign up Thank you for signing up! Did you know with a Digital Subscription to The Scotsman, you can get unlimited access to the website including our premium content, as well as benefiting from fewer ads, loyalty rewards and much more. Learn More Sorry, there seem to be some issues. Please try again later. Submitting... With its satin black paintwork, racing stripes, and a monstrous V8 burble from the four tailpipes, this has to be one of the most aggressive saloon cars on the road - and someone will win it for just 6p. It's a Mercedes-AMG E63 S Edition 1 and it's the latest prize being given away to one lucky winner in BOTB's weekly competitions. The 2017 Merc has only covered 38,000, so it's worth a cool £59,000 - and, yes, tickets really are just six pence each. Alcantara touches are a signature of AMGs | BOTB If you were to enter the draw by buying just one ticket - or even a bundle - you could be waking up the neighbours with a twin-turbocharged V8 engine delivering 612bhp. The car is capable of the 0-60 sprint in 3.4 seconds. And if you did strike it lucky and you were handed the keys to the car, you don't actually need to accept it. You could also choose to take a £42,000 cash alternative instead. Click here to find out how to enter the competition, or click here to see the other prizes on offer - including a £700,000 house for just 99p. Selling your car? Here's the fastest way to get cash – and how it compares to rivals Thinking of selling your car this summer? It all starts with a valuation – and you can get one in under a minute with WeBuyAnyCar. With over 500 branches across the UK and same-day payment available, it's one of the quickest ways to find out what your vehicle is worth and get the cash if you're ready to sell. Used car prices have stayed surprisingly strong, especially for economical hatchbacks and SUVs. Whether you're upgrading for road trips or switching to a hybrid, a fast online quote can give you a solid starting point – even if you're still weighing up your options.
Yahoo
13-03-2025
- Automotive
- Yahoo
A History of the Mercedes-Benz E-Class AMG, From All-Wheel-Drive to the ‘Hammer'
Few three-letter abbreviations command as much respect in the automotive world as AMG. The name has been emblazoned on many of the fastest, most powerful and wildest-looking Mercedes-Benz production cars to ever hit the streets, signifying performance on everything from compact hot hatches to massive sedans to super sports cars. Yet while it's now intimately identified with Mercedes — to the point that it's even replaced the word 'Benz' as the second part of the name on the brand's performance cars — it started out as an outsider. The company was created in 1967 by a pair of ex-Mercedes engineers, Hans Werner Aufrecht and Erhard Melcher, whose last names provided the A and M in AMG. (The last letter stood for Grossaspach, Aufrecht's home town, even though the company has been based in Affalterbach, Germany since 1976.) More from Robb Report Audi Just Unveiled a Sleek New A6 Avant Station Wagon A New Mercedes Electric Supercar Concept Could Be One of the Fastest AMGs Ever Mercedes-Benz Is Road Testing a New EQS With up to 621 Miles of Range The decades since its founding have seen it grow closer and closer to the company its founders hailed from, extending its expertise to ever-more Benzes as time has gone by. But its legacy is most deeply interwound with one model in particular: the midsize Mercedes known for the last 40 years as the E-Class. This is the story of how AMG and the E have grown and changed over four decades. Best of Robb Report The 2024 Chevy C8 Corvette: Everything We Know About the Powerful Mid-Engine Beast The World's Best Superyacht Shipyards The ABCs of Chartering a Yacht Click here to read the full article. The same year that Stanley Burrell took on the name of MC Hammer, the tuners in Affalterbach released the car that would raise them to the status of international automotive superstars. The past two decades had seen them building racing engines and tuning up cars already on the road, eventually expanding operations to building their own handmade engines based off the Benz building blocks; by the 1980s, AMG was ready to build complete machines that could showcase their potential. The arrival of the W124-generation E-Class — the first Mercedes to use that name — proved an ideal launchpad for their vision. The heart of this new beast, of course, would be its engine. AMG took the Mercedes 5.0-liter V-8 from the era's S-Class and worked serious magic on it, pushing displacement to 5.5 liters and replacing the Benz single-cam-dual-valve setup with their in-house twin-cam-four-valve system. (Mercedes would introduce its own 5.5-liter V-8 by the time AMG's car arrived, but the two motors should not be confused.) The motor punched out 355 horsepower and 388 lb-ft of torque — this in an era when the BMW M5 maxed out at 282 hp. A beefed-up four-speed automatic and driveline helped all that power make its way to the rear wheels, while the suspension was lowered and sharpened versus the regular E, and gummy Pirellis wrapped around the five-spoke AMG wheels. An aggressive body kit, meanwhile, gave the otherwise-staid W124 the visuals to hint at what was packed underneath. The car was formally known as the Mercedes-Benz 300E 5.6 AMG, but it quickly became known by another name: the Hammer. After all, this was a blunt instrument of a four-door that could keep up with some of the best sports cars of the day. In Car and Driver's testing, it went from 0-60 miles per hour in five seconds flat and blitzed the quarter-mile in 13.5 seconds at 107 mph, en route to a 178 mph top speed — effectively identical to the Ferrari Testarossa on sale at the same time. And as if that weren't enough, come 1987, AMG unveiled a 6.0-liter V-8 version that made even more power: 375 hp and 407 lb-ft of torque. Of course, the Hammer's base price of $125,000 was more than $30,000 north of the Testarossa, and amounts to around $362,000 in 2025 dollars — nearly twice the price of the most expensive sedan AMG sells today. Yet while it never sold in massive numbers — 30 or fewer are believed to exist — the Hammer proved enough of a hit with the wealthy and with enthusiasts that Mercedes parent Daimler-Benz decided a more formal partnership was warranted, so in 1990, the two companies formed an alliance that would enable AMG vehicles to be sold straight out of Mercedes-Benz dealerships. AMG's next work on the E-Class came around a decade after the Hammer drove off into the sunset. Since then, Mercedes-Benz had rolled out a new generation of E-Class, internally known as W210 and externally differentiated first and foremost by a rounded quad-headlamp arrangement. It debuted in 1994, and by 1996, AMG was already working its magic on it in limited numbers, rolling out small amounts of six-cylinder E36 and eight-cylinder E50 and E60 exclusively for the European market (although some found their way abroad, in particular to Japan). It wouldn't be until 1998, however, that AMG rolled out the car that would set the stage for the next step in their journey with Mercedes. The E55 AMG looked much more subtle than the Hammer — external changes were mostly at bumper level and below, and barely more aggressive than a lesser E's looks — but the mechanical brief was very similar. It used a handmade V-8 based on a Mercedes block with displacement increased from 5.0 to 5.4 liters, and a sprinkle of Affalterbach magic to boost performance, combined with a five-speed automatic serving the rear wheels. The resulting combination spat out 349 hp and 391 lb-ft, enabling it to run roughly neck and neck with its iconic 300E 5.6 AMG forbear; Car and Driver recorded a 4.9 second 0-60 mph, and a quarter mile of 13.5 seconds at 105 mph, putting it neck-and-neck with a Porsche 911 Carrera of the day. But unlike its W210 and W124 predecessors, Mercedes and AMG built the E55 in big numbers — at least, by comparison. More than 10,000 were built over the four-year production run, and unlike the less-numerous E36 / E50 / E60 models from before, it was sold in North America, helping AMG establish a foothold in the United States and Canadian markets that would help propel it to future success. (Also helping: at a starting price of just over $71,000, it was much cheaper than its predecessor.) Still, two variations that remained Europe-only would hint at the AMG E's future: buyers on the continent could opt for a station wagon version, as well as an all-wheel-drive one. By the early 21st Century, the horsepower war had opened up on numerous fronts, and one of them was the top end of the German sedan market. As such, the second-generation E55 AMG came quickly after the arrival of the new W211 E-Class; the mainstream model was revealed in January 2002, revising the four-headlamp look of the W210 with more fluid, curving lines; the E55 debuted just eight months later, wearing a design that made its performance credentials slightly more obvious than the first car to bear its name. The engine under the hood still displaced 5.4 liters, but it now came with a supercharged affixed on top. Thanks to the blower and other updates, E55 2.0 whipped up a mighty 469 horsepower and 516 lb-ft. It was still fed to the rear wheels via a five-speed automatic (and could barbecue those back tires with the electronic nannies turned off), but the added power showed up when the light turned green; Car and Driver saw it vault from 0-60 mph in 4.3 seconds, and knock out the quarter-mile in 12.5 at 116 mph. And in a perk for Americans who wanted the joy of a speed machine but needed to haul an SUV's worth of cargo around, the new E55 marked the first time Mercedes-Benz brought an AMG station wagon to the United States. Car and Driver even found that, in spite of the extra 250-plus pounds of weight, the E55 AMG wagon was a tick quicker from naught to 60 than the sedan — perhaps a benefit of the added weight being over the drive wheels. Little did the world know Affalterbach's engine wizards weren't satisfied with the supercharged 5.4-liter V-8, however. Daimler (now DaimlerChrysler) had taken a controlling stake in AMG in 1999 before gaining full ownership in 2005, opening up new worlds of possibility with the resources now available. As such, AMG had set about building their own V-8 — one that shared as little as possible with other Mercedes motors. The new unit was internally known as M156, and it would go down as one of the automotive industry's great power plants. Instead of forced induction, it made its power the old-fashioned way: with displacement and revs. The W211 E-Class's mid-life facelift in 2006 was fairly ordinary for the regular range, but when the updated AMG version debuted the next year, it came packing this new 6.2-liter naturally aspirated monster beneath its hood, with a new seven-speed automatic sending power to the rear wheels. In honor of the new motor's larger size, it also picked up a name: E63 AMG. The new motor's power figures were fairly close to that of the supercharged E55; at 507 horsepower and 465 lb-ft, it made 38 more ponies, but 51 fewer 'torques.' Car and Driver saw similar acceleration out of it, as well, with a 0-60 of 4.2 seconds and a quarter-mile of 12.6 at 115 mph. Instead of a forced-induction motor's low-end slug of power, though, the new motor delivered it in a natural, rising rush of energy, with peak torque arriving at 5,200 rpm and peak power at 6,800 on the way to the 7,200 rpm redline. And, delightfully, the station wagon stuck around as well. The W212-generation E-Class arrived in early 2009, debuting in January and reaching showrooms by March, wearing a more creased, angular interpretation of the three-box shape, four-light face that had come to define the sedan. The AMG model followed close behind, showing up for the first time in April and wearing, in turn, its own rapacious interpretation on the new looks, complete with a slightly wider stance and more pronounced fender flares. Under the hood, things were relatively status quo. The 6.2-liter V-8 endured, along with the seven-speed automatic (although the gearbox traded its traditional torque converter for a new wet startup clutch, making it something between a regular slushbox and a dual-clutch system). Horsepower rose a dash to 518, but torque remained at 465 lb-ft. But the 6.2-liter motor wouldn't stick around long. In 2011, AMG binned the naturally aspirated motor and brought back forced induction, in the name of reducing emissions and improving fuel economy. At 5,461cc of displacement, the new twin-turbocharged motor was just 0.02 liters smaller than the ones used in the E55 from 1998 to 2006, but Mercedes stuck with the E63 name, to prevent anyone from thinking the car had taken a step back (and kicking off the divorce between AMG vehicle's names and their engine sizes). The new motor made the same 518 hp as the old 6.2 and the same 516 lb-ft as the last E55's supercharged eight-pot — unless buyers opted for the Performance Pack, an option that had simply sharpened the handling and raised the top speed on previous cars, but now also boosted the pony count to 549 hp and the torque to 590 lb-ft. The year 2013 saw the W212 score a comprehensive mid-life facelift, most notably in the form of a literal facelift that replaced the four-eyed look with more conventional headlights that paid homage to the old layout with LED running lamps. The E63 followed suit with its own interpretation, adding larger air intakes on its front fascia and a dash of extra chrome to zhuzh things up. The twin-turbo 5.5-liter V-8 stuck around, but now it came in two forms: a base model with 550 hp and 531 lb-ft, and a new E63 S version that made 577 hp and 590 lb-ft. (Delightfully, the station wagon was only available with the latter powerplant.) The bigger news was that, while seven-speed quasi-dual-clutch-auto returned, it now sent the power to all four wheels instead of just the rear — the new car's torque output, perhaps, having been determined to be just too much for two tires to handle. Extra grip and added power, not surprisingly, added up to improved times off the line. Car and Driver's test of an E 63 S wagon saw it vault from 0 to 60 miles per hour in just 3.4 seconds and clobber the quarter in 11.7 at 122 mph, even in spite of a curb weight north of 4,700 pounds. The facelift W212 E63 was prescient: this format — all-wheel-drive, twin-turbo power — would go on to define the AMG's cars over the next decade and beyond. The spring of 2016 saw the arrival of the next-generation E-Class, known internally as the W213 generation and building upon the stylistic precedent set by the W212's mid-life update, with more curved lines and muscular haunches. The new E63 that debuted in November — now formally known as the Mercedes-AMG E 63, thanks to a change in corporate structure that made AMG a sub-brand alongside Maybach instead of a trim level — built open that with an even bolder front fascia than ever, giving the sedan and wagon an intimidating face that wouldn't look out of place on a full-bore sports car. And for the third time in a decade, the V-8 under the AMG E-Class's hood was swapped out. The new twin-turbocharged motor, known internally as M177, displaced just 4.0 liters — a displacement shared with the new V-8 making its way across the mainstream Mercedes-Benz lineup — but AMG's magic meant power rose yet again. Standard E 63 models now made 563 horsepower and 553 lb-ft, while the new E 63 S made a thumping 603 hp and 627 lb-ft. (Wisely, Mercedes decided only to bring the more potent version to the United States in both sedan and wagon forms.) All that power once again was forwarded to all four wheels, but a new nine-speed gearbox offered an even greater variety of ratios. As a result of all that work, the new E 63 S proved quicker than all its predecessors when the lights turned green. Car and Driver's testing saw the new E 63 S sedan blast from naught to 60 in 3.0 seconds flat and through the quarter-mile in 11.1 second at 126 mph, smacking aside the likes of entry-level McLarens of the day. For the first time in decades, the AMG E-Class line spanned more than one variant — although the new ones were a far cry from the rare E36 / E50 / E60 versions of the 1990s. In an effort to bring more buyers into the AMG family at a lower price point, Mercedes expanded the line to include at E 43 in fall 2016 with a twin-turbo V-6 making 396 hp and 384 lb-ft of torque, which was soon replaced by an E 53 in 2018 that used a 429-hp, 384-lb turbocharged-and-hybridized inline-six. (Many enthusiasts have insisted these models amount to the AMG equivalent of Bud Light, on account of the fact that their engines aren't made by a single employee in Affalterbach the way the 63s are.) And, apart from a gentle 2020 facelift that added one pony and three pound-feet and a revised front end with a new vertically strafed grille and smaller headlights, that's where the story ends for now. While a new generation of E-Class called W214 arrived in 2023, it hasn't yet spawned a true AMG version; a new E 53 joined the line in 2024, and while its plug-in hybrid powertrain makes an impressive 604 hp and 553 lb-ft, its turbo inline-six's lack of one-man-one-engine origins effectively puts it in the AMG Lite category. The next chapter of the E 63's story remains to be written — but we can't wait to read it when it's ready.
Yahoo
09-03-2025
- Automotive
- Yahoo
Want to save thousands on an AMG? Join Sam's Club
Mercedes-Benz might not be the first thing that springs to mind when you think about the national wholesale retailer chain Sam's Club. But if you want to get into a new AMG for a lot less than the sticker says, joining up might be your best bet. Most Mercedes-Benz, and many AMG vehicles, have a significant pile of cash on the hood when you shop through the Sam's Club and TrueCar's one might expect, the best offers on AMGs and the rest of the Mercedes-Benz lineup are found in the electric vehicle aisle. For starters, Sam's Club members can save an insane $15,500 on an AMG EQS Sedan. Even considering the vehicle's monster starting MSRP of $148,700, 12 percent off isn't bad for a 649-horsepower super sedan with massaging seats. Especially when we reckon you could hassle the dealer for another couple of grand off. The AMG SUV with the most savings is also electric. Sam's Club members can save an only slightly less ludicrous $8,500 on the 2025 EQE SUV. Although the EQE SUV's sticker isn't quite as lofty as the EQS Sedan, clocking in at 'just' $110,750, that's still a decent chunk of change that makes the 617-horsepower electric SUV a little bit more incentives are available on commensurately less expensive and less spacious AMG SUVs, the GLA 35 and GLB 35. Both offer Sam's Club members $2,500 in savings, which is still something, even if it falls short of a full five-figure discount. There are other discounts across the lineup, too, with $3,000 off on the C 63 E Performance and $2,500 for the AMG-tuned CLA 35. You won't find any discounts to speak of on the more popular AMG SUV models, though. Perhaps not coincidentally, gas-powered AMG SUVs don't have much available through Sam's Club. Models like the AMG GLS 63 and GLE 63 S aren't eligible for any savings, and the G-Class isn't even mentioned. That makes sense since Mercedes typically has never had to work particularly hard to move any of those models. There are some savings to be had outside the performance sub-brand, though. Even run of the mill C-Classes have $3,000 up for grabs, and the swoopy new CLE coupe has $2,500 to claim. Remember, you can typically stack these bonuses with other, manufacturer-backed initiatives like brand loyalty rebates to save even more on a new car. can browse all the offers, which are valid until the end of March 2025, at the Sam's Club/TrueCar portal. If you aren't already a member of Sam's Club, sadly, you'll need to invest in a time machine to take advantage of these alluring opportunities. Redeeming these incentives is contingent on the purchaser being an active Sam's Club member for at least 60 days. The full rebate is also only available for customers choosing not to lease their vehicles. Oh, and a little bit of digging has found almost identical savings over at AAA. Ignoring, for a minute, that growing incentives are usually a sign of stagnating demand, opportunities to save this kind of money on an AMG vehicle simply don't happen all that often. If you're considering a buy, now is probably the best time—especially as new tariffs will ensure things get pricier in the near future. Love reading Autoblog? Sign up for our weekly newsletter to get exclusive articles, insider insights, and the latest updates delivered right to your inbox. Click here to sign up now!
Yahoo
06-03-2025
- Automotive
- Yahoo
A Mercedes-AMG Hypercar Was Part of an Alleged $5.4 Million Scam
If it's too good to be true, it just might be. A Los Angeles man is suing in federal court after he said he was scammed out of $5.4 million while trying to buy a Mercedes-AMG One hypercar, according to The Denver Post. The plug-in hybrid hypercar, which was unveiled in 2022, was, at the time, said to be immediately sold out as well since only 275 would be made. More from Robb Report A New Mercedes Electric Supercar Concept Could Be One of the Fastest AMGs Ever This Maserati MC20 Just Became the World's Fastest Autonomous Car Aston Martin Now Has Over $1 Billion in Debt, Will Cut 5% of It Workforce The alleged scam started a year before, in 2021, when the L.A. man, identified as Michael Mente, worked with a Colorado lawyer named Scott Oliver and a French seller named Jean-Pierre M.R. Clement. But Clement, the suit says, was a fake name, and behind the alleged fraud was a man identified as Traveon Rogers, who is currently serving time in prison in Texas in an unrelated case. Mente had paid $5.4 million to get a build slot for the car from Mercedes, but now that money is gone and the Mercedes-AMG One never delivered. The lawsuit was filed last month in U.S. District Court in Colorado. The Denver Post said it could not reach Mente or Rogers for comment, but did talk to Oliver, the attorney. 'Rogers was quite a character,' Oliver told the Post. 'Clearly he was able to convince people and get them to pay money and defraud people out of a lot of money.' The Post also viewed Rogers' various social media accounts, in which he claimed to have been an athlete in the NFL and claimed to have made billions of dollars investing in startups. Other users on social media have published takedowns of Rogers' alleged scams; Rogers has also been previously arrested several times, according to the Post. Most relevantly, Rogers had been sued in 2023 for a different alleged scheme involving the Mercedes-AMG One hypercar, in which he was accused of using over $3 million to buy a house in Texas. Scams in the world of supercars, hypercars, and classic cars are all too common, like they are in any segment of the economy where there is a scarcity of product and millions of dollars at stake. The contours of many of these scams are familiar, with a huckster promising to acquire a vehicle they say they have some sort of special access to, often a car that is difficult to acquire conventionally. Many of them end the same way: With the police or a lawsuit, and an old lesson relearned about things seeming too good to be true. Best of Robb Report The 2024 Chevy C8 Corvette: Everything We Know About the Powerful Mid-Engine Beast The World's Best Superyacht Shipyards The ABCs of Chartering a Yacht Click here to read the full article.
