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Mercedes-Benz G500 4x4 squares up for production

After showcasing the G500 4x42 in concept form at the Geneva Motor Show this past March, Mercedes has confirmed that it's putting the monster truck into production. The Mercedes G500 4x42 is a more extreme take on the legendary Gelandewagen. It ditches the extra set of wheels from the earlier G63 AMG 6x6, but keeps its wider track and jacked-up suspension, complete with portal axles, 22-inch wheels, 325/55-section tires, and a good foot and a half of ground clearance. It also loses the AMG-spec engine in favor of a 4.0-liter twin-turbo V8 with 422 horsepower, based on the unit in the C63 and AMG GT. The smaller engine (and smaller axle-count) makes its list price a little easier to swallow than the half-million Benz commanded for the 6x6, but it'll still be a rather large pill. Pricing in Germany is listed at ˆ226,100 – equivalent to over $250k at current exchange rates. That makes it the second most expensive version of the G-Class currently available, behind the G65 that retails for ˆ271,915 (~$309k) in Germany and $217,900 in the US. MBUSA tells Autoblog that there are currently no plans for bringing the G500 4x42 to North America. But if it were to ford the Atlantic, it would likely carry a price tag in the neighborhood of $200k for the privilege of riding higher than just about any other commercially available passenger vehicle on the road. Alle Neuheiten der legendaren G-Klasse ab sofort bestellbar: Der Mercedes-Benz G 500 4x42 geht in Serie Stuttgart, Jun 19, 2015 Stuttgart - Outstanding response to the "Extreme-G": the G 500 4x42 show car proved hugely popular with many customers and is set to enter series production. In the superlative-studded history of the G-Class, the G 500 4x42 is the new highlight in the model range. The technical package consists of the all-wheel drive powertrain including portal axles and the new 4-litre V8 engine with twin turbocharging and an output of 310 kW (422 hp). All the other G-Class models have further improved interiors and powertrains, and meet the highest emissions standard Euro 6. The G 350 d, G 500, AMG G 63, AMG G 65 and G 500 4x42 can be ordered with immediate effect. A new addition to the extreme G-Class model family: the AMG G 63 6x6 is gaining a sibling in the form of the G 500 4x42.

On Location in Switzerland and France in the 2016 Mercedes GLC

Our first test drive of the 2016 Mercedes-Benz GLC was a flat-out European adventure. We spent two days driving through Switzerland and France, with a brief stop in Germany. The twisty roads took us through vineyards, farmland, and villages that are centuries old. The historic setting stood in contrast with the sleek, contemporary GLC. It's Mercedes' newest small crossover and replaces the GLK in the company's portfolio. While we soaked in the culture, we also got a taste of the GLC's abilities. This is not a simple refresh of the GLK. The GLC has delicate curves, a turbocharged four-cylinder engine, and a new wave of Mercedes technology. The changes are sweeping, and the GLC looks and drives much differently than the edgy, V6-powered GLK. Admittedly, we liked the GLK's rough-hewn feel, though we warmed to the GLC's more subtle charm. This evolution may have occurred as we crossed the Alsatian region of France. Or maybe in Amsterdam, where we contemplated the GLC's merits and our travel plans for getting back across the Atlantic. Regardless, over the course of our trip we reached a conclusion: the GLC is more in-step with what today's consumers want in their crossovers. It took a long drive over some of Europe's oldest roads for us to arrive at Mercedes' new way of thinking. Related Video:

Hydrogen could deliver one fifth of world carbon cuts by 2050, industry says

BONN, Germany — Increasing the use of hydrogen in power, transport, heat and industry could deliver around one fifth of the total carbon emissions cuts needed to limit global warming to safe levels by mid-century, a report by the Hydrogen Council said on Monday. To encourage industries to use hydrogen, Toyota and Air Liquide helped set up the Hydrogen Council, a global lobby launched in January this year. Its 27 members include automakers Audi, BMW, Daimler, Honda and Hyundai, and energy firms such as Shell and Total. The council said using hydrogen for transport, energy generation, energy storage, industry, heat and power could cut annual carbon emissions by 6 billion tonnes by 2050. "This would ... contribute roughly 20 percent of the additional abatement required to limit global warming to two degrees Celsius," the council said in a report released on the sidelines of a U.N. climate conference in Bonn. To achieve a two-degree limit this century agreed by governments in Paris in 2015, the world must reduce energy-related carbon emissions by 60 percent by 2050. The report said one in 12 cars sold in California, Germany and Japan were expected to be powered by hydrogen by 2030. By 2050, hydrogen could power 400 million cars, 15 million to 20 million trucks, around 5 million buses, a quarter of passenger ships and a fifth of non-electrified train tracks, as well as some airplanes and freight ships. Achieving this shift in transport and other sectors would require investment of $280 billion by 2030, with about $110 billion to fund hydrogen output, $80 billion for storage, transport and distribution, and $70 billion to develop products. Fuel cell vehicles combine hydrogen and oxygen to produce electricity to power an electric motor, producing water as a byproduct. However, making hydrogen from fossil fuels, a common route, also produces some greenhouse gas emissions. So far the take-up of hydrogen vehicles is tiny and industry experts say their wider use is years away, with high purchase prices and a lack of refueling stations the major barriers. But some firms, such as miner Anglo American and carmaker Toyota, are pushing for fuel cell cars to play a role even with the rise of battery-powered electric vehicles (EVs). Woong-chul Yang, vice chairman of automotive research and development at Hyundai said EVs and hydrogen fuel cell cars were needed because EVs were better for city driving and fuel cell vehicles better for longer journeys.