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2015 Mercedes-Benz ML400 Quick Spin

Mercedes-Benz has taken a risk in its quest to downsize its engine range. For 2015, the brand's popular M-Class five-passenger CUV did away with its trusty 4.4-liter, twin-turbocharged V8, and has replaced it with a 3.0-liter, twin-turbocharged V6. It's no surprise that power is down thanks to this move. Outputs of 402 horsepower and 443 pound-feet of torque are replaced by 329 hp and 354 lb-ft, but weight is down significantly as well. The new ML400 is nearly 300 pounds lighter than the 4,982-pound ML550. Will that tradeoff be enough to satisfy a buying public that's embraced falling fuel prices by buying bigger and thirstier vehicles? To find out if the blown V6 is a suitable replacement for the twin-turbo V8, we spent a week at the helm of the all-new ML400. Driving Notes This 3.0-liter, twin-turbocharged V6 is the same engine being offered in the C400 and E400 sedans. Typical of today's turbocharged engines, peak torque is spread lavishly across the rev range, from 1,600 to 4,000 rpm. That's not as generous a spread as the ML550, which offers all its torque between 1,600 and 4,750, but the power on offer is easy to access. Importantly, the new V6 never feels flat-footed or unable to answer our commands. In fact, the ML400 feels even quicker than its six-second sprint to 60 would indicate, although it's not so fast as to challenge the 5.3-second time of the ML550. After a slight and expected bout of turbo lag, the power arrives suddenly and proceeds linearly until just south of the engine's 6,500-rpm redline. The throttle response is soft in Eco mode, as expected, but sharpens up slightly when the fuel-sipping mode is off, where the gas pedal is still easy to modulate. It's a quiet engine, too. Compared to the brawnier exhaust note of the old ML550 or the howling six-cylinder in the BMW X5 xDrive35i, the ML400's note is smooth and refined, befitting of a V6. Its turbocharged nature is instantly noticed, though. Get on the throttle and the 3.0-liter happily hisses its way up the tachometer. But, it's only when you get on the throttle hard that the engine really weighs in. In day-to-day driving and traffic its soundtrack is unobtrusive and relaxed. The EPA rates the ML400's fuel economy at 18-miles-per-gallon city and a 22-mpg on the highway. That's better than the 14 city and 19 highway of the old V8 ML, but it still seems a bit low, especially for the highway figure.

Mercedes GLE63 AMG Coupe teased

The very concept of the luxury crossover coupe often gets flamed for being not only ugly, but also impractical. However, after years of letting BMW blaze the trail with the X6, Mercedes-Benz recently entered the field with the GLE-Class Coupe. Now, it's time to add a little more pepper to the package with the newly teased GLE63 AMG Coupe. The video above gives a solid look at the three-quarters perspective of this high-performance high-rider. Compared to the standard version buyers get a different front bumper with larger air intakes and an arching wing that almost appears to be floating in space. Flashes in the clip show off AMG branding for the brake calipers, steering wheel and seats, as is expected. This is clearly not a vehicle that'll appeal to everyone, but it offers an alternative to the latest BMW X6 M with 567 horsepower and 553 pound-feet of torque. Mercedes isn't saying what lies under the hood of the GLE63 AMG Coupe yet. Although given the name, we suspect a version of the brand's 4.0-liter twin-turbocharged V8 is the likely choice. It's offered in the latest C63 AMG with either 469 or 503 hp. The debut for this CUV coupe is possible at the upcoming Detroit Auto Show, where the standard GLE Coupe will be unveiled.

Infiniti Q50 Red Sport 400 priced at $48,855, AWD at $50,855

Infiniti's most powerful production model, the new Q50 Red Sport 400, now has a starting price. You'll need at least $48,855 for the rear-drive model or $50,855 for all-wheel drive. (Both figures include the $905 destination charge.) A fully loaded, rear-drive Q50 RS400 with Direct Adaptive Steering, navigation, adaptive cruise control, a heated steering wheel, and Infiniti's entire alphabet soup of safety equipment, tops out at $57,045. (Again, add $2,000 for AWD). When it comes to rear-drive competition, the closest base price to the Q50 is the 320-hp BMW 340i. This German undercuts the Infiniti by two grand, $46,795 to $48,855. But the BMW outprices the Q50 as soon as you start selecting options. A 340i with similar equipment to a loaded Q50 Red Sport 400 costs just under $60,000. All-wheel-drive German competitors also lose out in the price war. Like with the rear-drive models, the BMW 340i xDrive undercuts the Q50 RS400 by around $2,000. Add the options, and the Infiniti becomes a better value. The other two big German rivals, the Audi S4 and Mercedes-Benz C450 AMG start at a higher price and only get more expensive. Technically the S4 starts cheaper than the Q50, but only with the standard manual transmission. Selecting the S-Tronic dual-clutch model kicks the price from $50,125 to $51,125, and going for the top-end Prestige trim will bump potential Audi owners up to $57,025. Throw on must-have S4 options, including adaptive cruise control, adaptive dampers, and a sport differential and you'll be shell out $64,425 for the Audi. The Mercedes-Benz C450 AMG is the priciest choice in this group, starting at $51,725, or roughly $900 more than a base Q50 RS400 with AWD. Options, again, are the downfall here. Building a C450 to match a loaded Infiniti will drive the Mercedes' price up to $64,315. While it occupies something of a weird space relative to these vehicles, it's also worth mentioning the Cadillac CTS VSport. It's the only car in this impromptu pricing comparo that can outgun the Q50, with its 3.6-liter, twin-turbo V6 good for 420 hp and 430 lb-ft of torque. It also starts at $60,950, although that includes plenty of standard equipment. All this means that the Q50 Red Sport 400 represents a relative value. It packs more power than the Germans – 80 more than the 340i, 67 more than the S4, and 38 more than the C450 – and a more comprehensive list of options, too.