Mercedes-Benz E350 2005

It was time for the Mercedes E-Class to step things up.

With Acura, Audi, Cadillac and Infiniti all getting over 250 horsepower out of their V6s, the 221-hp Mercedes-Benz E320 had edged uncomfortably close to the "getting by" category. Although the more expensive V8-powered Mercedes E500 makes 302 hp, it costs almost $60,000. That's a big figure to swallow, so a great many American buyers opt for the entry-level V6-powered E320.

This March the Mercedes E320 will become the E350, which will be powered by a new 3.5-liter V6 good for 272 hp and about 258 pound-feet of torque. Actually, the engine is not new; it has already been powering the 2005 SLK roadster for half a year. But it does feature technologies its predecessor did not, including a crankcase and cylinder heads made of aluminum to save weight, continuously variable valve timing on both the intake and exhaust valves and a two-stage intake manifold. If history means anything, expect to see this new engine in the Mercedes C-Class and CLK-Class soon.

Also new is a seven-speed automatic transmission (4Matic all-wheel-drive models stick with the five-speed auto). Mercedes says the wider spread of gear ratios of the seven-speed combines with the increased efficiency of the new V6 to improve fuel economy 0.5 mile per gallon for a combined city/highway rating of 24.3 mpg versus 23.8 mpg in the Mercedes E320.

The fuel economy gain may be small potatoes, but get the Mercedes E350 out on a straight highway and there's a noticeable difference in personality. The E320 always struck us as smooth and refined during hard acceleration, but never too lively. The Mercedes E350, on the other hand, feels downright athletic under full throttle. It even has a snarling exhaust note. Mercedes says zero to 62 mph takes only 6.9 seconds, which is nearly as quick as anything in the class with a V6.

Throttle response is a bit tricky, however. The accelerator pedal is quite stiff, and in a few passing situations, we found ourselves having to stomp on it harder than expected to get the necessary downshifts.

The other major midyear change for the Mercedes E-Class is availability of a real sport package. Previously, buyers could spring for fancier wheels and high-performance tires in the same size as the stock all-season set, but there were no other upgrades to enhance performance.

Now Mercedes E-Class buyers can get a package that includes firmer suspension tuning and a 10-percent quicker steering ratio (14.7 to 1). They'll also pick up 18-inch wheels and staggered-width tires — 245/40 in front, 265/30 in back — that are the same size as those of the 493-hp E55.

Inside, the sport package, available on both the sedan and wagon, features a sportier steering wheel with shift buttons for the automatic transmission, more heavily bolstered sport seats and stainless steel pedals.

We spent a couple of hours behind the wheel of a sport-package Mercedes E350 wagon, on Mallorca. The tiny island off the coast of Spain would seem the perfect place to test a car's reflexes, as some of the twistiest roads known to humanity wind through its small mountain ranges, but it wasn't. In reality, many of these roads were built to fit subcompact hatchbacks and motorcycles.

We spent much of the time just trying to keep our midsize wagon from falling off the road amidst the magnificent coastal scenery. Whenever the pavement widened, though, the car was a lot of fun — tight and balanced with loads of grip. The steering still doesn't feel as alive as the steering of the BMW 5 Series, but with the sport package, this Benz could easily be regarded as the number-two athlete in the midsize luxury car segment.

Although the changes are subtle from behind the wheel, the bigger engine and sportier chassis tuning certainly make the entry-level Mercedes E-Class more enjoyable to drive. If you were hesitant to spend $50,000-plus on a Mercedes with only 221 hp, just wait until March and you'll get 272.

Mercedes-Benz E350 Estate 2004

The Mercedes-Benz E-Class is a mid-size luxury car / executive car sold by the Mercedes-Benz branch of DaimlerChrysler. The model line is available with various six and eight-cylinder petroleum gasoline and diesel engines. The E stood for Einspritzung, which is German for fuel injection, which was a very new feature at the time the "E" first appeared in the 1950s. The E-Class is the bestselling Mercedes-Benz model worldwide. It is famous both as luxury or executive transport, and as taxis in countries like Germany and Singapore. In Germany the E-Class is also commonly used as a police interceptor vehicle.

The Mercedes-Benz W211 cars entered production in 2003. They are sold under the E-Class model names. The W211 models replaced the W210 E-Class models.

The W211 E-Class continues the line's push upmarket. The W211-based W219 CLS-Class was new for 2005. In 2002 Mercedes made a facelift for the W210 which begun the launch of the W211

Mercedes-Benz E270 CDI Classic 2003

Diesel-powered cars in every class are available in Europe, where diesel enjoys a significant price advantage at the pump to complement its superior economy. Here, diesel is mainly confined to four-wheel drives. Mercedes-Benz is the only German luxury brand that currently offers a diesel sedan - the new E270 CDi. 

Value for money
Pricing
The E270 CDi is available in three variants, with the same mechanical package but different equipment levels. The base model Classic costs $91,900, the Avantegarde $96,500 and the Elegance $98,500.
Warranty
Three years/unlimited kilometres, which is above average.
Standard equipment
The Classic includes upholstery in a combination of fake/real leather, power windows, automatic airconditioning, six-stack CD player, trip computer, rain sensing wipers, fog lights and remote central locking.
Retained value
The previous E270 retains 73 per cent after two years, which is average.

Design and function

Ergonomics
The driver's seat has very long travel. Power adjustment is provided for height and backrest angle; travel, tilt and lumbar are manually adjusted.

The levers that control fore/aft adjustment protrude a long way in front of the seats. My partner often cursed the fact that her right leg was copping plenty of bruises from the passenger seat lever.

The E's dash is efficient and user friendly compared with the usual baffle 'em with buttons luxury sedan layout. Rotary knobs control most major audio and airconditioning functions, cruise control operation is as simple as it gets and the trip computer display in the centre of the instrument panel is a snap to operate (with wheel mounted controls) and read quickly.

All of the switches work with a lovely, soft tactile feel. The lights have a deep, bright high beam but the cutoff is too sharp and short on low.

Niggles include the automatic airconditioning status display, which is difficult to see in sunlight, and the lack of oddment storage up front.

A six-stack CD is located behind a panel in the centre of the dash. Audio quality is terrific; the radio also has an extremely fast, accurate seek function and long range reception.
Innovation
The Sensotronic braking system, which uses sensors to detect pedal pressure and relays this electronically to the master cylinder, rather than employing a conventional fully hydraulic system, debuts on the E-Class.

The front passenger's airbag now deploys at a variable rate, depending upon the seat occupant's weight.

The introduction of low-sulphur diesel in Australia means that the latest European diesels, which are designed to run on this fuel, are now becoming available.

The 20 valve, five-cylinder turbocharged Benz engine has been around since 1999, but has recently been overhauled to meet the latest performance, efficiency and environmental benchmarks.

The turbocharger has electronically adjustable guide vanes for rapid boost pressure and superior responsiveness at low revs.

Seven-hole injectors deliver superfine atomisation and cut fuel flow rates for improved economy and lower emissions. Injection pressure has been raised to ensure that high rpm performance is uncompromised.

Double pilot injection provides more progressive temperature increases in the combustion chambers, which reduces the noise levels associated with direct injection.
Safety
The E-Class is as safe as they come, with a five-out-of-five star rating in recent EuroNCAP crash tests. The full arsenal of active safety features - traction and skid control, plus automatic full power braking in an emergency - are also standard.
Security
An alarm is optional, but otherwise the E is well equipped to beat thieves. A computerised key means that the car cannot be started without it.
Comfort
The driver's seat is luxuriously comfortable and supportive, with proper bolstering. You can sit in it all day and arrive at your destination feeling as comfortable as when you started.
Space and practicality
The E's back seat is also generously padded and supportive for two, but access and leg room are fairly restrictive for a large sedan. Tall adults will have their knees up against the front seats if they are occupied by people of similar stature; there's not a lot of foot room under the front seats either.

The boot has a long floor and a full size spare on a steel wheel is underneath. If you want to extend capacity with a 60/40 split-fold rear seat back, you'll pay an extra $1,390.
Build and finish quality
The E-Class cabin is a lovely place, even in base Classic spec. Fit and finish quality is first class, however this E had a couple of plastic on plastic chips around the instrument panel absent on others.

Body rigidity, as you would expect, is not an issue.

On the road
Fuel efficiency
The E270 weighs in at 1665 kg but can still return frugal economy. The trip computer gilds the lily, though. It showed a consumption rate per 100 km in the high fives at one stage, which is highly unlikely. You can do high sixes on the highway if you possess a surgically precise right foot; mid sevens/low eights are average.

In town, the fact that it is hardly necessary to exceed 3000 rpm means that you can expect to use less than 12 litres/100 km.
Performance
The Benz 2.7 now produces 130 kW of power at 4200 rpm - a five kW increase. Of greater relevance though is its 425 Nm of torque at 2000 rpm. Almost half this peak output - 205 Nm - is on tap from only 1000 rpm. Grunt indeed.

I tested the E270 over Christmas/New Year, covering more than 2500 highway/rural backroad kilometres. It was the perfect car for the job. The 2.7 generates refined, effortless pulling power from idle and cruises at a serene, silent 1800 rpm/100 km in fifth. It also flattens hills like a large capacity V8.

Olde worlde diesels have a nasty habit of running completely out of puff at the top end, leaving you marooned on the wrong side of the road halfway through an overtaking manoeuvre. Not so the 2.7. It performs best from 2000-3500 rpm, but is willing and responsive all the way to the 4600 redline. Rolling acceleration is comparable with a large capacity petrol engine.

The zero-100 km/h sprint takes 9.7 seconds, about a second slower than the E320 petrol V6.

The five-speed adaptive automatic's shifts are smooth and timely in most situations. They can be a touch abrupt when dropping down a couple of gears onto full turbo boost. The sequential shifts are also fine, if largely superfluous.
Ride
Ride comfort is excellent in most conditions, though the E can occasionally become a bit uncomfortably floaty for passengers in the back seat. A set of mid-corner corrugations can load up the front suspension, close to the point of harshness.
Steering and handling
The E270 is a superb handler on the open road, especially when the surface is rough.

The Classic has slightly longer travel suspension than the E320 Avantegarde tested late last year, so it has none of that car's problems with clearance and rubbing the front tyres in the wheel arches.

The suspension is slightly underdamped, so traces of bounce and float can occur on undulations.

In tight corners, the E is surprisingly light and agile, though it exhibits a fair bit of body roll and some understeer. 225/55 Pirelli P7s on 16-inch alloy wheels provide excellent grip and are very quiet.

The steering is accurate, but still over-assisted and too light at highway speeds. Lack of feedback remains an E-Class trait, despite the adoption of rack and pinion.
Braking
Sensotronic brakes bite with amazing speed and power. Pedal feel is a bit on/off at low speeds.

In the dirt, the stability control can overreact in corners and clamp the outside front wheel far too aggressively with the ABS.

Smoothness and quietness
Almost as good as a petrol-powered Benz. Only when accelerating hard from rest does a slight vibration intrude through the seat and wheel. A muted diesel clatter is evident at idle and when the engine is asked to work hard from low revs in a high gear.

Summary
At around $100,000 on the road, the E270 CDi is arguably the best value in the E-Class lineup. Economy and longevity are the two main reasons why people traditionally buy diesels. The E delivers here, but it is also an exceptionally refined luxury sedan, with remarkably strong, unstressed performance and great cross country ability.

Mercedes-Benz E200 NGT 2005

The Mercedes-Benz E 200 NGT made its debut on Germany's roads in the spring of last year. In mid-2004, availability of this clean-running variant of the E-Class, which cuts CO2 emissions by over 20 per cent and more than halves running costs, was extended to Austria, Italy, Sweden and Switzerland. A right-hand-drive version is due to become available for the Thailand market this year.

Natural gas presents itself as an economically and ecologically viable alternative to petrol and diesel. As a primary energy source, it can be used in its natural state, avoiding conversion costs. The most suitable form of natural gas for use in cars is compressed natural gas, which is largely the form it takes when extracted.

Engineers at the Mercedes-Benz Technology Center have developed a natural-gas-powered vehicle with bivalent drive system based on the E 200 KOMPRESSOR. The 120-kW/163-hp four-cylinder unit can be supplied either with natural gas or premium-grade unleaded petrol � the driver decides which type of fuel is the most appropriate, using the buttons on the multifunction steering wheel and the central display in the instrument cluster to switch between natural gas and petrol. A special electronic control unit ensures a particularly smooth transfer from one power source to the other and regulates the process for each cylinder individually.

The TWINPULSE supercharged engine has been modified to accommodate the new fuel type, with additional injection nozzles fitted on the underside of the intake manifold. A pressure regulator located close to the engine with sensor and electromagnetic shut-off valve controls the supply of natural gas and maintains the necessary system pressure. The exceptional output and torque characteristics of the leading-edge four-cylinder unit are undisturbed by the switch to natural gas power � the E 200 NGT (Natural Gas Technology) is currently the most powerful saloon to run on natural gas. The most important data and performance values for the Saloon are as follows:

E 200 NGT petrol-driven engine Natural-gas drive system
Displacement 1796 cc 1796 cc
Output 120 kW/163 hp 120 kW/163 hp
0�100 km/h 10,7 s 10,8 s
Maximum speed 227 km/h 227 km/h
Energy consumption 9,0 l/100 km* 6,0 kg/100 km**

*NEDC combined fuel consumption; **Natural gas of quality rating H


Natural-gas drive system produces over 20 percent lower CO2 emissions
Like the petrol-engined variant, the E 200 KOMPRESSOR with bivalent petrol/natural-gas drive system also meets the stringent exhaust gas specifications of the EU-4 standard. Indeed, carbon dioxide emissions during natural gas operation are more than 20 percent lower than when the petrol drive mode is selected.

The innovative new E 200 variant is fitted with a 65-litre petrol tank, as well as gas tanks with a total capacity of 18 kilograms which are stored safely in the spare-wheel well in the boot area and behind the rear wall of the rear passenger compartment. With this supply of energy on board, the petrol/natural-gas vehicle has a total range of some 1000 kilometres when calculated according to NEDC consumption figures � almost 300 kilometres under natural gas power and another 700 kilometres with conventional petrol fuel (provisional data). The saloon may also be equipped with an 80-litre petrol tank, extending the maximum range to nearly 1200 kilometres. A special gauge in the central display of the instrument cluster informs the driver of how much gas remains in the tanks. If the gas supply has been used up, the system switches automatically to petrol drive.

The gas tanks reduce the load capacity of the boot from 540 to 400 litres but still offers enough space for two large �jumbo� suitcases plus two other smaller travel bags. The new E-Class Saloon variant comes with a five-speed automatic transmission and has a payload capacity of over 500 kilograms.

From the outside, the E 200 KOMPRESSOR with bivalent drive system is virtually identical to the standard E-Class Saloon. Only the tank flap has somewhat larger dimensions of about 60 millimetres, with the conventional filler pipe for petrol accompanied by a special natural gas filling connection, which ensures safe and easy refuelling.

Comprehensive crash testing to ensure trademark Mercedes safety
The two fuel sources are stored in a petrol tank with a capacity of 65 litres and four gas reservoirs with a total storage capacity of 18 kilograms respectively. The reservoirs are located in the spare wheel well. The E-Class with bivalent petrol/natural-gas drive system has already completed a rigorous programme of testing at the Mercedes-Benz Technology Center, emerging from some extremely exacting durability examinations and a range of different crash tests with flying colours. The leak tightness of the gas reservoirs was subject to particularly rigorous scrutiny, after all the natural gas that is pumped into the reservoirs during refuelling is compressed to a pressure of 200 bar.

Serious savings at the pumps
In addition to considerably reduced CO2 emissions, the natural-gas drive system also offers sound economic benefits. At the present time, a kilogram of natural gas costs at 8.50 Baht in Thailand, while premium unleaded petrol will be 22.14 Baht per litre (retail price quoted on 3 June 2005). Petrol consumption by average, thus will cost approximately 9.4 - 9.6 Baht or 208 - 213 Baht per 100 kilometres in other words. Comparison to running vehicle on natural gas requires at 6.1 kilogram or 52 Baht per 100 kilometres. This makes natural gas over 50 % more cost-effective than premium unleaded petrol.

Mercedes-Benz E63 Estate АМG

Mercedes-AMG presented the E 63 AMG for the first time at the New York International Auto Show. Powered by the new, naturally aspirated AMG V8-engine, which develops a maximum output of 378 kW/514 hp and a maximum torque of 630 newton metres from a displacement of 6.3 litres, the E 63 AMG is the most powerful E-Class of all time. Available as a Saloon or Estate, this top-of-the-line E-Class model occupies the leading position in its segment, where no other vehicle has more output, torque and displacement.

  The E 63 AMG also benefits from all the model enhancements which make the new-generation E-Class stand out, for example the occupant protection system PRE-SAFE®, the new Intelligent Light System or the new adaptive brake lights. Developed completely independently by AMG, this 6-3-litre V8-engine is the world’s only power unit to combine the high-revving concept with a large displacement – the result is around 20 percent more torque than from comparable engines in this output class. In line with Mercedes-AMG tradition, the new powerpack is hand-built in the AMG engine workshops on the "one man, one engine" principle. Thus equipped, the E 63 AMG Saloon accelerates from zero to 100 km/h in 4.5 seconds (Estate: 4.6 s). The maximum speed is electronically limited to 250 km/h.
AMG SPEEDSHIFT 7G-TRONIC, sports suspension and braking system

  The AMG SPEEDSHIFT 7-speed automatic transmission is the perfect partner to the naturally aspirated AMG 6.3-litre V8-engine: equipped with three individual shift programmes, it enables the driver to choose between more comfort-oriented or extra-sporty gear changes – either in automatic mode or manually, using the new AMG aluminium shift paddles on the steering wheel. Outstanding handling safety is guaranteed by the AMG high-performance braking system with internally ventilated, perforated disc brakes all-round. The particularly highly stressed front brakes feature innovative composite technology.

  The AMG sports suspension based on the semi-active air suspension system AIRMATIC DC includes the Adaptive Damping System ADS II and allows the driver to choose between more comfortable or very sporty handling characteristics. The shock absorbers and springs instantly adapt to the current driving situation, but can also be manually modified in three stages at the touch of a button. The 8.5 and 9.0-inch wide, titanium grey, high-sheen 18-inch AMG light-alloy wheels in a new five-spoke design are fitted with wide-base tyres in size 245/40 and 265/35.

  The new AMG wheels are not the only distinguishing feature of the E 63 AMG. A lasting impression is also created by the new, heavily contoured AMG front apron, large air dams and round foglamps with chrome surrounds. Heat from the integral, additional engine oil cooler integrated into the front bumper is able to dissipate via air vents in the sides. This top-of-the-line E-Class model is also immediately identifiable by the "6.3 AMG" lettering on the front wings. Dynamic side skirts, tinted rear light clusters in a new design and a redesigned AMG rear apron for the Saloon impressively round off the visual impact. The new AMG breakaway edge (Saloon only) reduces lift at the rear axle by up to 30 percent. Both visually and acoustically, the AMG sports exhaust system with its two twin chrome tailpipes underlines the dynamic character of the E 63 AMG.
AMG sports seats with alcantara inserts and a new AMG sports steering wheel

  These striking and exclusive features are continued in the interior: a sporty touch is provided by the AMG sports seats with nappa leather upholstery and alcantara inserts in the shoulder area, as well as the AMG ergonomic sports steering wheel with a perforated leather lining and AMG aluminium shift paddles. Perfect workmanship and a carefully coordinated colour scheme ensure an atmosphere of the highest quality.

  The driver is kept well informed by the new AMG instrument cluster with attractive dial instruments, a speedometer graduated to 320 km/h and red needles. The integral AMG main menu display shows the currently selected gear including an upshift prompt, as well as either the engine oil temperature or the battery voltage and the RACETIMER. This new function enables the driver to measure lap times on an enclosed track. The RACETIMER records the time for the fastest lap, the average and maximum speeds and the lap distance.
Outstanding safety with standard PRE-SAFE®

  Like all the variants of the Mercedes-Benz E-Class, the new E 63 AMG benefits from the extensive model enhancements which guarantee optimal handling safety. For example the standard inclusion of PRE-SAFE®, the preventive, award-winning safety system offered exclusively by Mercedes-Benz. PRE-SAFE® already recognises critical situations as they develop: if braking deceleration exceeds a certain level or the vehicle threatens to develop a skid, the system tensions the front seat belts as a precaution, adjusts the position, height and cushion/backrest angle of the front passenger seat, and closes the side windows and sliding sunroof to leave only a small gap.

  As a new optional extra the E 63 AMG can be equipped with the Intelligent Light System. This innovative, adaptive lighting system is based on bi-xenon headlamps, and adjusts to suit the relevant driving and weather situation for a significant improvement in safety. New lighting functions such as country and motorway light modes increase the driver’s range of visibility by up to 50 metres. The Intelligent Light System also includes the Active Light System and cornering light function, as well as new, enhanced foglamps which illuminate the road edges and therefore provide even better orientation when visibility is poor. Other safety features now featured as standard in all second-generation E-Class models also include adaptive rear lights and a tyre pressure loss warning system.

Mercedes-Benz E63 AMG 2010

Meaner and greener — that's the new objective of AMG. The tuning arm of Mercedes-Benz is rapidly approaching its peak in terms of horsepower, so cleaning up emissions while maintaining performance is the key for the future. This 2010 Mercedes-Benz E63 AMG spotted testing on the Nürburgring could be the first of AMG's new green machines. 

Mercedes-Benz officials have gone on record saying that all of the company's future engines will be turbocharged, so it's likely that AMG will follow suit. With that in mind, this sedan might not be an E63 at all, as the addition of one turbo (or maybe two) would likely mean a smaller-displacement engine. Either way, there will be at least 500 hp and a healthy amount of low-end torque to ensure that this super sedan can keep pace with its German rivals. 

Like the other E-Class sedan prototypes we've seen before, this test mule reveals only evolutionary changes to the overall shape of the midsize sedan. A redesigned set of headlights is the most dramatic change, but this AMG version also gets a deeper airdam with a pair of brake-cooling ducts at each front corner. They feed air to a serious-looking set of drilled rotors fitted with oversize calipers. 

There's not much of a body kit, and the rear fascia shows only minor changes compared to the current model. And like almost all AMG models, there are quad tailpipes poking out from the relatively clean rear fascia. It's a tame-looking setup, but the sound coming from the four pipes proved to be pure AMG as this sedan circled the Nürburgring. 

The public debut of the standard Mercedes-Benz E-Class isn't expected until early next year, so you probably won't see the 2010 E63 AMG until late 2009 at the earliest.

Mercedes-Benz E55 AMG 2003

The fact that the 2003 E55 AMG is one of the fastest Mercedes ever built is enough to get most enthusiasts' attention, but just to make sure that it didn't get lost in the current crowd of European super sedans, Mercedes also made it one of the sharpest handling, shortest stopping and arguably best-looking four-door sedans ever to wear the three-pointed star.

With its stroked and supercharged V8, racecar-sized brake rotors and beautifully finished interior and exterior, the E55 has all the ingredients necessary to stake its claim as one of the world's most sought-after sedans. There are, however, several vehicles that offer equally impressive credentials, so the way in which all of the E55's additional equipment comes together is ultimately the true measure of its desirability and capability. 

After a day behind the wheel that included narrow country roads, wide-open highways and a few searing laps on a high-speed road course, we can say with little hesitation that the E55 is indeed a complete package. Whether you're after an ideal companion for snaking through your favorite back-road getaway or you just like the idea of an everyday driver that can outrun nearly every other car on the road, the E55 has few equals. 

Based on the recently redesigned E-Class sedan, the E55 is the result of extensive modification by AMG, Mercedes' in-house tuning division. Started in 1967 by a pair of Daimler engineers, AMG is now wholly owned by Mercedes and is responsible for some of the most potent production cars of the last decade. Its handiwork now graces the entire Mercedes lineup, but the E55 is the highest volume model of the range. 

Transformation of an E500 into an E55 begins with the engine. The standard 5.0-liter V8 is replaced by a hand-built 5.5-liter version that uses a longer piston stroke to increase displacement and a supercharger to force-feed air into the higher-capacity cylinders. These key improvements, along with further enhancements like an air-to-water intercooler to reduce the temperature of the incoming air and a quicker electronic throttle control for more precise fuel metering, all come together to produce a truly staggering amount of power. 

Rated at 469 horsepower and 516 pound-feet of torque, the E55's V8 is one of the most powerful production engines ever offered in the U.S. Mercedes claims a 0-to-60-mph time of just 4.5 seconds — we're talking Ferrari territory here. Acceleration under full throttle is immediate and relentless. Lay into it at highway speeds and the car leaps forward as if it were just getting started. The chrome-tipped dual exhaust system resonates with deep mechanical sounds that are a constant reminder to both friend and foe that this is no ordinary E-Class.

The never-ending stream of power is put to the ground via an AMG-fortified five-speed automatic transmission complete with three driver-selectable shift modes: standard, sport or manual. The standard and sport modes provide shifts in traditional fashion with the sport mode serving up a more aggressive shift program. Manual mode allows for driver-controlled shifts through one of two methods: moving the shifter side to side within its gate or actuation of the steering wheel-mounted shift buttons.

In typical driving situations, either one of the standard automatic modes delivers acceptably quick and precise shifts that will satisfy all but the most die-hard enthusiasts. Sport mode, in particular, mimics all the typical gear changes you would want in high-performance situations, rendering the manual mode almost unnecessary. Using the shift buttons does give you nearly as much control as a true manual, but there's still no substitute for the real thing in our book. 

With the issue of straight-line speed properly addressed, AMG turned its attention toward the equally important issue of maintaining control of its nearly two-ton creation. The suspension utilizes a performance-oriented version of the AIRmatic air suspension that's optional on the E500. Three driver-selectable settings vary both the spring rate and the damping settings to provide either comfort or one of two sport modes. Regardless of which setting you choose, you can count on a stiff but comfortable ride. The softest setting filters out sharp impacts while the two sport modes tend to allow a few more jolts through. Consider it a small price to pay for a sedan that can thread a road course as fast as most sports cars. 

Additional mechanical refinements include a quicker steering ratio than the previous E55 and an industrial-strength brake system fortified with Mercedes' electrohydraulic actuation system. This advanced system uses a computer signal in place of a physical connection to apply the brakes, thus allowing for improved integration with the vehicle's electronic stability control system as well as quicker reaction to pedal application. 

The 2003 SL roadster was the first Mercedes model to get this new system, and although we marveled at its ability to return incredibly short stops, we also disliked the occasionally touchy engagement at lower speeds. We experienced occasional bouts of jerky applications in the E55, but it could have just as easily been the sheer power of its massive rotors and calipers taking us by surprise. 

Whether we were pushing the car to its limits on a fast road course or careening down a winding mountain road, the E55 rarely failed in its goal of ultimate performance. Despite its substantial weight, the car has the grip and the balance to maintain its speed through the turns, and the brakes are equally capable of bringing it all to a stop without fading. These traits, combined with the near limitless power on hand, almost make you forget that you're driving a sedan that will be just as comfortable making a quick trip to the grocery store. 

All is not perfect, however, as we found the steering a bit overboosted for our tastes, with a jiggly on-center feel that never seems quite right. Even the wheel itself feels a little bigger than it should be and it lacks the meaty feel that we loved so much in the previous E55 and C32 AMG sedans. 

We have no such reservations about the E55's interior and exterior styling. Subtle enhancements to the exterior include revised front and rear fascias, extended rocker panels and gorgeous dual-spoke 18-inch wheels. Interior upgrades include dark bird's eye maple trim and napa leather upholstery. 

All E55s come standard with 10-way power-adjustable sport seats that have to be some of the most comfortable we've ever experienced. Four inflatable air bladders offer infinitely adjustable thigh and lateral support that allows you to find just the right amount of support, regardless of body type. Combined with the three-stage seat heaters and optional ventilation, these seats can't be beat. 

The rest of the interior is standard E-Class, which means plenty of high-quality materials and an elegant if not completely intuitive control setup. We're still not fond of seeing a clock taking up so much space in the gauge cluster, and the bar graph fuel and temperature meters look downright silly. This is one of the few areas where the AMG version is compromised by the design of the standard model. 

Such criticisms are a bit trivial, however, as they detract little from the overall driving experience. The fact that the tachometer is too small and has no redline will be the furthest thought from your mind when you're behind the wheel. When it came to the journalists on hand for the test-drive, most thoughts centered on how they could somehow get their hands on one for longer than a day. It's that good. 

Anyone lucky enough to accomplish that goal will, no doubt, be as thoroughly impressed as we were. This is a car that blurs the lines between luxury sedan and sports car like few other four-doors on the road. Its ability to effortlessly summon triple-digit speeds while retaining all the poise you would expect in a Mercedes is nothing short of phenomenal, and the fact that it remains equally as amiable around town makes it all the more impressive. Hard-core enthusiasts might consider its lack of a manual transmission a roadblock to super sedan supremacy, but then again, 469 horsepower does have a way of changing your mind in a hurry.






Home | News | Columns | Road Tests

Mercedes-Benz CLS55 AMG 2005

LOS ANGELES, Jan. 6 -- The Mercedes-Benz CLS55 AMG is making its North American debut this week at the Los Angeles Auto Show, open to the public January 7-16 at the L.A. Convention Center. Even before the first CLS500 arrives in the U.S., the high-performance CLS55 AMG is being added to the new lineup, and both models are expected to go on sale in the U.S. market early in 2005.

The breathtakingly beautiful coupe-like car with four doors now boasts a 469-horsepower V8 engine from AMG, the high-performance division of Mercedes- Benz. AMG has worked its magic on the CLS powertrain, interior and exterior, including AMG sport seats and new-design 19-inch AMG alloy wheels.

More Power and Grace for the Graceful CLS

While the CLS500 will arrive in the U.S. with a 302-horsepower 5.0-liter V8, the new CLS55 AMG is powered by a supercharged 5.5-liter V8 that makes 469 horsepower, for eye-popping 0-to-60 mph acceleration times of 4.5 seconds!

The impressive power of the CLS55 AMG can be attributed to sophisticated supercharger technology that's also found in the E55 AMG and SL55 AMG.

Power is transmitted to the rear wheels via a five-speed AMG SpeedShift automatic transmission that can be manually shifted from either a conventional lever or Formula-1 style gearshift buttons on the AMG sports steering wheel.

Beauty That Is More than Skin Deep

AMG engineers developed a new sports suspension for the CLS55 AMG that's based on the Mercedes-Benz semi-active air suspension. To make sure the CLS55 AMG stops as fast as it goes, giant vented and perforated disc brakes carry staggered 19-inch wheels with 255/35 tires in front and 285/30 at the rear.

To help handle all the power, the ESP system can apply the brakes on just one wheel to transfer torque to the wheels with better traction, achieving much the same effect as a limited-slip differential. Beefier driveshafts, heavy-duty rear suspension parts and a stronger differential housing with cooling fins complete the package.

About AMG

AMG has been a subsidiary of DaimlerChrysler since 1999 and is located near Stuttgart in Affalterbach, Germany. AMG develops each of its models, from the engine and driveline to suspension, brakes, chassis and aerodynamics.

Each engine is produced and tested at AMG's headquarters in Affalterbach, and AMG models are assembled at the main Mercedes-Benz vehicle assembly plants.

About Mercedes-Benz USA

Mercedes-Benz USA (MBUSA), headquartered in Montvale, New Jersey, is responsible for the sales, marketing and service of all Mercedes-Benz and Maybach products in the United States. In 2004, MBUSA achieved an all-time sales record of 221,610 new vehicles, setting the highest sales volume ever in its history and achieving eleven consecutive years of sales growth.

Mercedes-Benz CLK GTR 1998

CLK GTR
 
A CLK GTR on display in the Mercedes-Benz Museum.

As the Deutsche Tourenwagen Meisterschaft/ITC had folded in late 1996, with both remaining competitors Opel and Alfa Romeo leaving due to the high costs of their 4WD designs, Mercedes-Benz had no top series to compete in. With the success of the BPR Global GT Series leading to the FIA taking over and turning it into an international series known as the FIA GT Championship, Mercedes-Benz saw an opportunity to go against manufacturers like Porsche and Ferrari.

Following the design that Porsche had laid out with their 911 homologation special, Mercedes-AMG was tasked by Mercedes-Benz with creating an extreme racing car that still maintained some elements of a normal street legal car. AMG's designers created a car which shared some design elements with the Mercedes-Benz CLK, yet had all the standard features of a racing car underneath. A Mercedes-Benz M120 V12 engine would be at the heart of the car, mounted behind the cockpit. The bodywork would be made entirely of carbon fiber, and would feature many aerodynamic design elements and cooling openings in order to survive on the race track.

To test the CLK GTR before the first chassis were built, Mercedes-AMG actually took an unusual measure. Through secrecy, Mercedes-AMG was able to purchase a disused McLaren F1 GTR, the defending BPR GT series champion, from Larbre Compétition. This purchase first allowed Mercedes-AMG to see the kind of lap times that their competitors could run, to serve as a measurement of the CLK GTRs abilities. However, more importantly, Mercedes-AMG set about modifying this F1 GTR by attaching bodywork that was meant to go on the CLK GTRs. This allowed Mercedes-AMG to be able to perfect the aerodynamics of the car before it had even been built.

Upon completion of the first two prototypes a mere 128 days after the initial drawings had been made, the CLK GTRs were entered into the 1997 FIA GT Championship season, debuting at the season-opener at one of Mercedes-Benz's home tracks, the Hockenheimring. Unfortunately the new cars were not able to shine, as brake problems eliminated one car after five laps, and the other finished over 20 laps behind the winning McLaren. However by the next round at Silverstone, the CLK GTR began to show its pace, finishing less than a second behind the winning McLaren. By the fourth round, returning to Germany for the Nürburgring, a third CLK GTR was added to the team. In this race, Mercedes-Benz successfully outperformed the fleet of McLarens, taking first and second places. The team would finish out the season with five more wins, at A1-Ring, Suzuka, Donington, Sebring, and Laguna Seca, allowing them to secure the team championship as well as the drivers championship for Bernd Schneider.

Mercedes-Benz would use the CLK GTR for the first two rounds of the 1998 season before upgrading to the CLK LM. However privateer team Persson Motorsport would campaign two CLK GTRs throughout the entire season, taking a best finish of second at Oschersleben before finishing the year third in the teams championship.

Initially the CLK-GTR's V12 engine produced approximately 600 hp (450 kW) before developments during the 1997 season increased this to 630 hp (470 kW). Persson Motorsport's CLK GTRs remained at this power output as Mercedes-AMG had moved to development of the V8 in the CLK LM.

Mercedes-Benz CLK DTM AMG Cabriolet

The world’s fastest open-top four-seater.

High technology derived from motorsport, the handling dynamism of the racetrack, a sensational visual appearance and the utmost exclusivity – the new Mercedes-Benz CLK DTM AMG Cabriolet is guaranteed to make the hearts of true car lovers beat faster. A limited edition of 100, the CLK DTM AMG Cabriolet is capable of a fulminating performance with its 428-kW/582-hp AMG 5.5-litre, supercharged V8, a newly developed AMG sports suspension, optional sports tyres and aerodynamics refined in the wind tunnel: this high-performance AMG sports car accelerates to 100 km/h in just 4.0 seconds and has a maximum speed of 300 km/h (electronically limited). This makes the new high-performance AMG Cabriolet the world’s fastest open-top four-seater.


The great demand for the CLK DTM AMG Coupé, which was likewise a limited edition of 100 and rapidly sold out, provided the initial impetus for the development of the powerful high-performance AMG Cabriolet. It was also modelled on the most successful car in the German Touring Car Masters – the racing version of the Mercedes-Benz CLK with which Bernd Schneider was able to win the DTM championship in the 2003 season. The equipment of the CLK DTM AMG Cabriolet also takes its lead from the racetrack: AMG sports bucket seats with leather/Alcantara upholstery guarantee optimal lateral support, while the buckskin-covered, oval AMG racing steering wheel and the AMG instrument cluster with its 360 km/h speedometer scale lend an unmistakable motorsport touch to the interior.

The exterior design of the new CLK DTM AMG already suggests outstanding performance at the level of thoroughbred sports cars, and demonstrates the transfer of top-class technology from the world of motor racing: a deep-drawn front apron with large air inlets, prominently flared wheel arches, 19 and 20-inch AMG light-alloy wheels and the diffuser-look rear end with its aerofoil are reminiscent of the successful CLK racing tourers from the DTM. Numerous body components are made from particularly strong and lightweight carbon fibre reinforced plastic (CRP), for example the bonnet, doors, front wings, flared rear wheel arches and aerofoil.



Performance at the level of a super sports car

The Cabriolet is powered by the supercharged AMG eight-cylinder engine, which is familiar from other AMG cars but has been specifically reengineered with modifications to the crankcase, pistons, valve gear, cooling, intake manifold, supercharger and exhaust system. The AMG V8 engine generates a maximum output of 428 kW/582 hp at 6100 rpm from a displacement of 5439 cubic centimetres, while the maximum torque of 800 Newton metres is available at 3500 rpm.

Instant response to movements of the accelerator, a powerful surge of torque, exhilarating liveliness and an unmistakable V8 sound are the particular strengths of this ultra-powerful, supercharged AMG 5.5-litre V8 unit, which gives the new CLK DTM AMG Cabriolet the sort of performance levels found in super sports cars. the 100 km/h mark is reached from standstill in just 4.0 seconds, and the top speed is 300 km/h (electronically limited) – no other open-top four-seater in regular production can match these figures. A racing touch is also provided by the AMG SPEEDSHIFT five-speed automatic transmission: the five gears are changed by briefly pulling the shift paddles on the steering wheel, with extremely short shift times guaranteeing a particularly sporty and direct driving experience.

Newly developed torsion suspension, limited-slip differential

The suspension is fully the equal of the high-performance engine. In line with usual motor racing practice, a height-adjustable torsion suspension system is used. The rear axle has been redesigned with completely new spring links and wheel carriers, as well as reinforced drive shafts. The usual rubber elements are replaced by uni-ball joints on both axles to produce outstandingly precise handling. A multi-disc limited slip differential on the rear axle ensures optimal traction, while acceleration skid control (ASR) and the Electronic Stability Program ESP® have been adapted to suit the increased performance potential.

Optional Dunlop sports tyres for particularly good grip

Outstanding road contact is provided by the optional sports tyres by the DTM motorsport partner Dunlop; these size 225/35 R 19 (front) and 285/30 R 20 (rear). These tyres have particularly good grip and are fitted to multi-piece 9 x 19 and 10 x 20-inch AMG twin-spoke light-alloy wheels. These elegant spokes are not only an eye-catching feature, but also ensure effective ventilation of the brakes. Superb deceleration is provided by the newly developed AMG high-performance composite braking system with six-piston fixed callipers at the front and four-piston fixed callipers at the rear.

Functional racing atmosphere in the interior

The interior of the CLK DTM AMG is characterised by a functional motor racing atmosphere, with a judicious touch of the exclusivity expected of a genuine AMG high-performance car. AMG sports bucket seats of ultra-light CRP with leather/ Alcantara upholstery provide the occupants with outstanding lateral support, while the AMG sports steering wheel with its oval rim is covered in high-grip buckskin and gives the driver an excellent feel for the vehicle. Like the instrument cluster, the door linings and other interior components are of lightweight CRP. The silver-coloured shift gate, starter button and four rocker switches are eye-catching features on the redesigned centre console.

Despite a performance potential worthy of the racetrack, the CLK DTM AMG has all the virtues typical of any Mercedes model: everyday suitability, durability, safety, quality and standards of service to satisfy even the most demanding requirements. The fast AMG Coupé is hand-assembled in close cooperation between Mercedes-AMG GmbH and H.W.A. GmbH. The latter is one of the most successful touring car racing teams, and is also responsible for assembly and operation of the current C-Class DTM cars. The first of the limited-edition CLK DTM AMG Cabriolets will be delivered to customers during the first half of 2006. Mercedes-AMG GmbH is responsible for marketing, sales and service.

Text & photos courtesy DaimlerChrysler AG.

Mercedes-Benz CLK Cabriolet 2004

A narrow strip of blacktop edges around granite cliffs high above an azure sea on the Mediterranean island of Majorca, where we're pushing the pace and squealing the tires on a muscular new convertible that wears the tri-star medallion of Germany's Mercedes-Benz.

It's a ride on the wild side in a gorgeous Mercedes drop-top rigged with awesome power and paraphernalia for high performance.

Labeled as the CLK55 AMG Cabriolet, the sleek two-door concoction capped by a power-motivated convertible lid amounts to a pumped-up version of mid-size CLK convertibles.

Actually, there are three different trims for American-bound CLK Class convertibles, which have been redesigned and cast on a new chassis with the issues of 2004.

All are derived from slinky CLK Class hardtop coupes off the new versions of 2003, then cut down to airy convertibles by German car crafter Karmann.

We spend a day steering each of the three new convertibles on a circuitous route around Majorca, traversing the jagged Serra de Tramuntana mountains along the rugged western coast and zipping past ancient groves of almonds and olives in the Llanura del Centro valley before heading to the picturesque fishing village of Portocolon on the eastern shore.

All three versions end up parked side by side at the harbor quay in Portocolon, where we scrutinize the sensuous package designs and pick out trim distinctions.

Prime edition is the CLK320 Cabriolet toting a 3.2-liter V6 engine and rolling on seven-spoke alloy wheels measuring 16 inches tall.

Upgrading to a V8 engine leads to the CLK500 Cabriolet with a 5.0-liter V8 and 17-inch thin-spoke alloy wheels.

The CLK55 AMG Cabriolet goes further with its 5.5-liter high performance V8 built by AMG, even bigger wheels plus heavy-duty brakes and shifter paddles set behind steering wheel spokes for hands-on transmission control.

These prime convertibles from an automaker renowned for designing elegant topless cars seat four in luxury.

They also carry tightly tuned mechanical systems to kindle a lively personality skewed toward the sporty side of automotive behavior and provide the Mercedes retinue of sophisticated electronic gear for safety and convenience.

And the new package design looks absolutely stunning in an emotional statement of curvaceous sheetmetal.

A front end reflects bold geometric shapes off the E320 sedan with four articulated oval headlamps separating a chrome grille with the Mercedes emblem pinned prominently in the center spot.

Every angle exaggerates the aerodynamic fluidity of motion: Grille slants back further than on E Class sedans, the hood slopes more seriously and the windshield tilts rearward in the extreme to achieve that windswept suggestion of swift movement.