Last summer, my search for the perfect performance SUV led me away from CarMax and into a 2021 Mercedes GLE 63 S AMG. This Certified Pre-Owned (CPO) powerhouse was located in Santa Fe, New Mexico, the culmination of a lengthy nationwide hunt. You can read about the initial journey here. Now, 8,000 miles later, and after just one short road trip to North Carolina, I find myself at a crossroads: Do I fully embrace this machine, or consider parting ways and starting fresh? Unexpected repair costs have me leaning towards the latter, a topic we’ll delve into shortly.
Firstly, for any observant eyes (especially those from the IRS), let the record show that this Mercedes SUV is indeed a work vehicle. Its utility is regularly tested, even if jokingly referred to as a “truck” to elicit reactions from family. Even that North Carolina drive served professional purposes!
However, let’s be clear: performance is at the heart of this SUV. Those wide summer tires, while contributing to exhilarating handling, have presented some challenges. In July, a large nail necessitated a costly $600 tire replacement, exclusively available at the Mercedes dealership. This felt particularly frustrating as I ideally wanted all-season tires, but was now committed to the summer set. The situation worsened a month later with another nail, another $600, and another rear tire replacement. Contemplating the trend, I explored switching to all-season tires across all four wheels. Unfortunately, finding all-seasons in the 22-inch size proved near impossible. Pirelli offers a set through Mercedes, but they were backordered until spring. Switching to 21-inch rims, a factory option for the GLE 63 S, would solve the tire availability, but at the significant cost of four new rims and tires – around $3,600. While seemingly excessive, an all-wheel-drive SUV rendered unusable in snow feels equally impractical. With no storage space for the summer tires at home and winter approaching, the BMW M3 with all-seasons is becoming the more sensible choice. I’m currently in talks with Tire Rack about 21-inch wheel and tire combinations, as the weather forecast hints at the first snowfall of the season.
My Mercedes dealership visits haven’t been solely for tires. Twice, they attempted to rectify the clamshell center console doors. Designed to open simultaneously with a single button, only the left side consistently functioned in my vehicle. Mercedes acknowledged this as a known issue, but a straightforward solution remained elusive. Eventually, on the third attempt, the entire center console storage bin was replaced. Similarly, a loose fender flare and a quarter-inch gap in the rear bumper molding were addressed. The service manager agreed to order, paint-match, and install completely new pieces, all under warranty. In two weeks, the GLE 63 S is scheduled for its Service A maintenance and a fuel pump recall – Mercedes has identified a potential failure in the plastic fuel pump impellers. Time will tell how these service appointments unfold.
Reflecting on Mercedes’ US manufacturing presence, I recall my time at the US Air Force War College in Alabama in 1993. Alabama was actively competing to host Mercedes’ first US assembly plant. They succeeded, offering land and utilizing the Alabama National Guard for site preparation. Jokes circulated about the future Alabama-built ML SUVs featuring optional gun racks. Driving this luxury Mercedes SUV, assembled in the same plant three decades later, feels surreal for someone who once drove a Merkur XR4Ti.
The question arose: could these component inconsistencies be attributed to Alabama assembly rather than Stuttgart? Then, I considered the hand-built AMG engines – were they German imports or locally produced? A service representative confirmed engine production in Alabama during a factory visit, a somewhat disappointing revelation. However, a personal inspection under the hood revealed a signature plate, complete with German umlauts, confirming the engines are indeed crafted in Germany.
In early December, a screeching noise from the front brakes surfaced. A Mercedes dealer inspection quoted $2,600 for front pads and rotors, suggesting it would likely resolve the issue. However, they also noted the pads had 6/32″ of life remaining, without wear indicators triggered. Following consultation with the shop foreman, glazing was suggested as a possible cause from pre-purchase conditions. My experience with service technician expertise and communication has been inconsistent, a stark contrast to the consistently conscientious service from CarMax’s Ryan. Mercedes parts replacements carry a 12-month/12,000-mile warranty. Online GLE 63 owner forums revealed some owners replacing brakes as frequently as every 10,000 miles – an unwelcome prospect. I’m exploring FCP Euro pads with a lifetime warranty, while even local Goodyear offers a 24-month/24,000-mile brake warranty.
Tires and brakes, categorized as normal wear items, fall outside warranty coverage, and these escalating expenses prompted a decision. Before investing in replacements, I explored selling the GLE 63 S to CarMax. If their offer approached my purchase price from last summer, cutting potential financial losses and starting over seemed appealing. The vehicle hasn’t significantly depreciated, unlike some past CarMax transactions where I felt I gained an advantage. I missed that aspect of CarMax dealings. CarMax currently lacks current-generation GLE 63 models (with a few 2019 versions in stock). The appraisal, shown below, suggested a lack of interest, coming in $30,000 below my recent purchase price and $25,000 less than comparable CPO Mercedes GLE 63 S models currently listed. CarMax’s reputation for buying any vehicle is upheld, but their pricing can deter rational sellers. I declined their offer.
Ultimately, I’m leaning towards keeping and enjoying the car, despite the unresolved tire and brake situation. A spirited drive through Loudoun County, Virginia’s backroads solidified this decision. The video audio doesn’t fully capture the experience, but the drive was convincing. Embracing ownership seems right. Having not encountered another GLE 63 S on the road in six months adds to its unique appeal. Perhaps a trip to Daytona later this month, coinciding with the Rolex 24 Hours of Daytona, will further enhance its “unicorn” status.
History has a way of repeating itself. New Year’s Day 2024 brought another positive Covid test. A drive to the John Lewis Memorial Bridge in rural Loudoun County offered a moment of clarity before retreating to a hotel for isolation (aiming to protect my family this time). This bridge, crossing Catoctin Creek on a secluded road, built in 1889, is described by the county as “a rare surviving example of a wrought iron truss bridge—one of only five still standing bridges built by the Variety Iron Company.” It’s a place of peace and familiarity.
Almost three years prior, New Year’s Eve 2020, a similar detour to this bridge in “Etta,” my 2008 Porsche 911 CarMax unicorn, followed news of a positive Covid test. Times were more uncertain then, pre-vaccines and Paxlovid. Tomorrow, I’ll load up the Mercedes GLE 63 S and return home. If navigating tire and brake challenges on a 600hp SUV is my biggest concern, life is, indeed, pretty good.
