Showing posts with label Mercedes. Show all posts
Showing posts with label Mercedes. Show all posts
Tuesday, April 19, 2011
Monday, April 18, 2011
Thursday, April 14, 2011
Wednesday, April 13, 2011
Tuesday, April 12, 2011
Monday, April 11, 2011
Mercedes SLS AMG flies...
Without hesitating or breaking into a run, I approach the SLS AMG, whose driver's door stands invitingly open. Nobody challenges me, or jumps into the driver's seat before I can. I take the chance. I slip inside and pull the gullwing door shut behind me, blocking out the sounds from the track. I find myself wrapped instantly in taut red leather. I've sat in the Italian hypercars--Lamborghini Murcielago and Gallardo, Ferrari 599 GTB and Scaglietti---and they've never done all that much for me. The Mercedes SLS AMG feels different. It feels like a place that I want to be in. Where the Ferrari and Lamborghini seem to be trying to intimidate their passengers into leaving, the SLS AMG is a chamber of awesome secrets and adventures, just waiting to be activated. I feel instantly at home, in a car-guy-connecting-to-a-car way that doesn't happen every day. This feels like the first time I sat in a Miata. This is fated. This car WANTS me to drive it, and if anybody tries to keep it from happening, they're going to have a fight on their hands.
The Mercedes switchgear is familiar, but the view out the long hood and narrow windshield is entirely new. When closed, the gullwing doors seem ordinary, and it's not the least bit claustrophobic inside in spite of the heavily bolstered seats. The SLS AMG is actually comfortable, unlike the average Lamborghini. The dash and console are a slightly simplified version of Mercedes' familiar layout, and the COMAND infotainment system is standard. The headliner is Alcantara faux-suede leather, and Mercedes' "designo" hand-stitched leather is used on most of the interior panels. If I so chose, the available eleven-speaker Bang & OIufson sound system could wrap me in digitally-processed sound just as completely as the cabin does with leather.
Still, nobody has rushed up to tell me I can't drive the SLS AMG. A touch of the starter button and a woofling snarl of V8 mayhem potential later, I have no interest in anything Lamborghini has to offer. With exotics, it's all about the presentation, and what the Murcielago has to offer I've seen a hundred times before, played over and over since the Countach. As the first Mercedes designed from the ground up by in-house hot-rod department AMG, the SLS AMG is something else entirely, a throwback even farther than that, to the days when the only mid-engined cars were a bunch of weird Audis that looked like belly tank lakesters. This car is all nose and no tail, a coffin-like hood with a gaping maw and giant Mercedes logo leading the way. The roof is low, defined by the classic-inspired gullwing doors. The SLS AMG doesn't follow the modern exotic template, but still manages to make it clear that it's something extremely special.
I can feel everyone looking at me as I pull out of the paddock to make a drive loop, but nobody's running after me. I drive casually, and suddenly I'm out on the road. I'm out on the road in a Mercedes SLS. This is what it would've felt like if I had shown up at my high school reunion with Halle Berry on my arm. I seriously contemplate not going back, just for a moment. I could just swing by the hotel and pick up my luggage, and take off. By the time anyone realized the SLS AMG hadn't been seen for an hour, I'd be out of the state; I could put it in a trailer and take it to Montana, where only my closest automotive confidants and I would know where it was, and then we could drive it up and down Big Mountain at night.
Such larcenous thoughts are quickly dispelled by a touch of the gas pedal and an intoxicating, woofling roar from the AMG exhaust. The SLS blats when you lift off the gas, and has a boundless potential to go, go, go, go if you keep your foot in it. This is power--563 horses worth, to be specific. The 6.3 liter V8 under the hood is no ordinary engine--it features a race-bred dry-sump layout that ensures good lubrication during hard cornering. The dry-sump engine's oil pan-less design also allows the engine to be mounted lower and farther back in the chassis to improve the front-rear weight balance. Ultra lightweight forged aluminum pistons reduce weight, and a velocity-stack intake ensures deep breathing. The SLS AMG is light for its size, at 3571 pounds, thanks to an all-aluminum body. I can't help but cackle madly as the big Mercedes races eagerly to ludicrously dangerous speeds. Mercedes has recorded a 3.7-second 0-60 run with this car, and that may be a conservative estimate. Helping to keep the weight balanced is a rear-mounted seven-speed dual-clutch automatic transaxle and a carbon-fiber driveshaft. Steering wheel paddles control manual up- and downshifts, and the transaxle includes rev-matching capability. The exhaust barks and crackles as I let the gullwing coast down to mortal speeds. Yes. I want this.
It's decently composed at low speeds as well. The roads around Elkhart Lake aren't the smoothest by a long stretch, but the SLS doesn't offer a punishing ride; it seems to have been designed for the real world, where there are sometimes frost heaves and uneven pavement, and it doesn't shudder or skip about when confronted with bad roads. An all-aluminum four-wheel double-wishbone suspension with track rods at each wheel is borrowed from Mercedes' Formula One experience. Unsprung weight is kept down by lightweight staggered wheels--nineteen inches up front and twenty in the rear. The brakes are also borrowed from the racing department; exotic two-piece floating discs are grooved and drilled, and ceramic discs are available. At real-world speeds, the SLS AMG is composed and calm, without the twitchy, nervous behavior of some hyper-performance cars.
The SLS AMG is, not surprisingly, Mercedes' performance flagship--both on the road and on the track, as it's been homologated for GT3 racing. By challenging the doorstop-shaped supercar status quo, the SLS AMG is a head-turner in a market segment that's already known for head-turning products. This is, first and foremost, a lust object, but if you're lucky enough to have the $185,750 to make the dream a reality it's also a dream you can live with.
All specifications are for the Mercedes SLS AMG.
Length: 182.6 in.
Width: 76.3 in.
Height: 49.3 in.
Wheelbase: 105.5 in.
Curb weight: 3571 lb.
Cargo space: 6.2 cu.ft.
Base price: $185,750
Engine: 6.3 liter DOHC V8
Drivetrain: seven-speed dual-clutch automatic transaxle, rear-wheel drive
Horsepower: 563 @ 6800
Torque: 479 @ 4750
Fuel capacity: 22.5 gal.
Est. mileage: 14/20
By Chris Jackson - MyCarData
Mercedes E550 cabriolet - fresh styling plus elegance
Sharing underpinnings with the rest of the new-for-2010 E-Class, the new E550 cabriolet brings fresh styling, top-up and top-down comfort and radical new safety technology to the table, but that's not all. This four-passenger droptop also exudes a confident and comfortable pleasure for life that rubs off all too easily on the driver. One does not step lightly into the E550.
The styling hints at the Zen-like calm to be found within. Mercedes' new "cubist" face for the E-Class family retains the four-headlight layout that's become an E-Class trademark, but the headlights are now squared off. The two-bar grille sports a massive Mercedes logo, in keeping with Mercedes' coupe style, and the look is equal parts edgy and conservative, sharing the distinctive side treatment and more rakish lines of the E-Class coupe. Dramatically angled LED taillights improve visibility from the rear, and the E550 features subtle side skirting and standard 18-inch AMG wheels to go with the muscular rear fender treatment.
The angular look continues on the inside, with a five-gauge dash, burl walnut on the steering wheel and instrument panel, and crisp, razor-straight lines. The E550 Cabriolet looks hard-edged, but it's comfortable enough for a long drive in the country or a short road trip. The COMAND infotainment system is standard, and functions are accessed via a seven-inch screen in the dash, and Bluetooth connectivity is standard. Satellite radio and a navigation system are available, of course. With the top up, the environment inside the E550 cabriolet is almost indistinguishable from the coupe thanks to a well-insulated three-layer roof. Mercedes' drowsy-driving detecting Attention Assist system, just introduced on the E-Class, is also available on the E550 droptop.
Passenger comfort is paramount in this car. Mercedes has taken steps to reduce the downsides of driving without a roof as well. The proven AIRSCARF system of neck-warming air vents makes chilly-day motoring more comfortable, and the new AIRCAP reduces air buffeting in the cabin for all four passengers.
Mercedes' four-place convertible comes in two flavors: V6-powered E350 and V8-powered E550. The E550 is powered by a deliciously superfluous 5.5 liter 32-valve DOHC V8. Variable valve timing ensures that the delivery of the 382 horsepower on hand is effortless, so the E550 can float along quietly or launch with authority depending on the weight of one's foot on the pedal. The E550 makes words like "smooth," "solid" and "comfortable" seem inadequate; I may have to invent new adjectives. The big V8 under the hood operates without drama, so this car can be entertainingly quick or perfectly docile depending on your need. A seven-speed automatic transmission is standard equipment.
Even with the top removed, the E550's body is absolutely solid. It's a decent handler as well, thanks to a sophisticated four-wheel independent suspension. Up front, the E550 uses two-piece control arms and struts, while the rear is a five-link independent layout. Mercedes' Dynamic Handling suspension is standard on the E550 cabriolet, and adds electronically adjustable shocks. ESP stability control is standard. On the freeway, the E550 is comfortable and stable. Drilled brake discs and painted calipers are also standard, making the view through the open-design wheels more attractive. The PRE-SAFE emergency braking system is standard, and is now capable of applying full braking power in the instant before an unavoidable rear-end crash. This helps to decrease impact speeds and will reduce damage and potential injury.
Combining the many virtues of the E-Class sedan with open-air pleasure, the Mercedes E-Class Cabriolet is possibly the most elegant convertible that mere mortals can hope to afford. Of course, those mortals had better not be particularly hard up, as E350 cabriolet pricing starts at $57,725. The E550's $65,675 starting price may seem a bit dear, but when you consider that this is exactly what the 2009 CLK550 (the E550's predecessor) stickered for, it's clear that Mercedes has actually managed to make the MSRP more attractive.
All specs are for the 2011 Mercedes E550 convertible.
Length: 185 in.
Width: 70.3 in.
Height: 55.2 in.
Wheelbase: 108.7 in.
Curb weight: 4048 lb.
Cargo space: 11.5 cu.ft. (top up)
Base price: $65,675
Engine: 5.5 liter DOHC 32-valve V8
Drivetrain: seven-speed automatic transmission, rear-wheel drive
Horsepower: 382 @ 6000
Torque: 391 @ 2800-4800
Fuel capacity: 17.4 gal.
Est. mileage: 15/22
By Chris Jackson - MyCarData
Mercedes C Class - Restyling and upgrade mid 2011
The U.S. model line-up consists the:
C250 RWD : 1.8L Turbo I4 , 201 hp / 229 lb-ft
C300 4MATIC: 3.0L V6, 228 hp / 221 lb-ft
C350 RWD: 3.5L V6, 302 hp / 273 lb-ft
The Mercedes-Benz management team on the C-Class:
“The benchmark in its segment”
“The C-Class Sedan has been the global market leader in its segment since 2008, so it is highly topical. But the comprehensive updating of our high-volume model also shows that even in the global economic crisis we have had the strength to invest in our product portfolio without making any compromises. For us the new-generation C-Class with more than 2000 new parts is a facelift – others would speak of a new car.” Dr Dieter Zetsche, Chairman of the Board of Management of Daimler AG and Head of Mercedes-Benz Cars
“We are currently making greater leaps forward than ever before in the history of the car where efficiency is concerned. This becomes clear if you compare our compact top model from 1989, the 190E 2.5-16 Evo I, with the current C220 CDI. The performance is virtually identical, and in the space of just 20 years consumption has been halved, whilst comfort, safety and emission characteristics have drastically improved at the same time. And we are certainly keeping up this speed: we are inventing the car for the second time.” Dr Thomas Weber, Member of the Daimler Board of Management responsible for Group Research and Head of Development, Mercedes-Benz Cars
“In order to keep delivery times as short as possible for our customers, we have production of the C-Class running at full steam in three plants. We introduce the extensive changes for the new generation, such as the hood made of aluminum, on the production line in a flying changeover. This is a challenge for logistics and processes, and it is only thanks to the motivation and flexibility of our employees that we can do this with confidence. Some of our competitors envy us for this ‘Daimler spirit’.” Dr Wolfgang Bernhard, Member of the Daimler Board of Management responsible for Production and Purchasing, Mercedes-Benz Cars Daimler Communications
“The drive system and safety systems in the new-generation C-Class offer the comfort, efficiency and safety of our luxury vehicles. The new telematics generation connects the C-Class with the internet. Plus, with many significant details in the interior, the vehicle calls to mind the new CLS and sets totally new standards in its segment where the quality impression is concerned.” Dr Joachim Schmidt, Member of Mercedes-Benz Cars Management responsible for Sales and Marketing
“The new-generation C-Class also sets the pace in its segment when it comes to design. This is especially apparent in the interior: fine materials displaying painstaking attention to detail and the generous use of trim parts add an exclamation mark: the C-Class is dressed up to the nines.” Prof. Gorden Wagener, Head of Design, Mercedes-Benz Cars
Design
Expressive, resolute, self-assured
Striking: restyled bumpers, hood and headlamps
Eye-catching: tail lights with an impression of depth thanks to LED indicators
High-grade redesigned dashboard emphasizes premium standard
The C-Class has undergone a comprehensive makeover. The bumper now has a more distinctive and dynamic design, with the front end adopting the brand’s new design language. The center air intake opens upward in a v-shape and forms the core element of the grille design, while istinctive lines emerge from the base of the aggressive arrow design in the center. Running beneath the headlamps, these character lines transition into the side profile. The outboard air intakes in the bumper are positioned very low down to give the car a more muscular stance.
The C-Class features a new aluminum hood, which helps reduce weight to improve fuel efficiency. Contours around the headlamps and grille bring additional emphasis to the front-end arrow form. Working together with the redesigned headlamps, the overall front-end look is far more distinctive.
Modified clear glass headlamps create a more dynamic and determined look and, together with the hood, grille and bumper, enhance the arrow visual at the front end. This precise, contemporary look is reinforced by the design of both the exterior and interior of the headlamp units, which feature a finely balanced interplay between matte and gloss surfaces. The halogen headlamps follow the classic format with low beam located on the outside and high beam in the inside, while the indicator lamps are discreetly positioned in the outer corners toward the fenders.
The available bi-xenon headlamps come with active functions and bring added depth to the appearance with a series of LED modules. A C-shaped positioning light defines the nighttime design, with cornering lights located behind it and stretching outward to the main lamp module. At the base of the headlamps are broad horizontal LED indicator units. Also horizontal are the LED daytime running lights located in the bumper, which make the C-Class unmistakable from a distance.
On the rear bumper, the character lines and shutlines have been modified to add emphasis to the vehicle’s stance. This is especially evident in the steep rise of the character line running outward toward the rear lights. A continuous character line on the upper edge of the rear bumper runs into the fenders of the C-Class to provide a connection to the sides and emphasizes the sporty character of the rear view. A new one-piece jewel case on the tail lights provides further integration into the rear of the vehicle. The characteristic sinuous surface line is now reflected on the inside of the lights and is reminiscent of earlier models.
The distinctive depth of the lights is achieved by LED indicators located in the center that appear to float in front of the more deeply set red LED bands above and below. The rear light pattern is particularly distinctive at night.
The redesigned tail lights are even more neatly integrated into the tail end by a continuous covering lens. The characteristic surface meander is now on the inside of the light, and reminiscent of preceding model series. The impression of depth is achieved by a centrally located LED indicator, which appears to float in front of the red upper and lower light bands.
In all its finery: restyled dashboard and high-grade surfaces
One focal point of the work done in the interior was the redesign of the dashboard with the aim of creating a powerful, sporty and premium look-and-feel that includes extensive enhancement to the trim. The surfaces of the controls are more finely detailed and feature a metallic finish. The stepped hood of the instrument binnacle now extends to incorporate the central display and runs onward into the passenger side enhanced by a subtle character line. The central, trapezoidal air vents and the outer circular vents are accentuated with metallic trim elements.
Central to the design of the new dashboard is a prominent trim panel which stretches from the central air vents along the passenger side to the outer air vent, adding visual width to the interior. The surface grain on the top portion of the dashboard continues along the upper edges of the door panels.
The new-generation center console is distinguished by its rectangular silver keys and emphasizes the premium feel of the interior in combination with matte keys, high-gloss surfaces and a new knurled control knob. Together with the new-generation telematics, the restyled C-Class also receives a new instrument binnacle with integrated display. Oriented toward the driver are three tubular gauge surrounds with metallic surfaces that further enhance the character of the C-Class.
The luxury feel is emphasized by the new-generation leather steering wheel introduced with the all-new CLS and now available as standard in the C-Class. The steering wheel features a chrome-plated central spoke and further accentuates the car’s stylish and sporty ambience.
Source Mercedes - MyCarData
Mercedes SL 550
Don’t let the SL’s popularity among America’s rich and beautiful misbehavers overshadow its good points, however. Mercedes’ big convertible coupe offers high-fashion style and some of the most sophisticated powertrains available anywhere. Grand touring was never this good.
The SL’s new face includes new, larger headlamps with eyecatching detailing and a restyled hood with twin “power dome” bulges reminiscent of the original 300SL. The new grille has a single bar, and mirror-mounted turn signals have also been added. The SL-Class’ rear design incorporates racing-inspired elements such as an air diffuser and trapezoidal exhaust outlets. A fully retractable clamshell-style hardtop enables the SL to provide the best of top-up and top-down travel, and the roof raises and lowers in sixteen seconds. Just to go over the top (no pun intended) the retractable hardtop is available with a glass sunroof.
The cabin is built for two, and features Mercedes’ COMAND system with standard GPS navigation and a six-disc CD changer. Hands-free Bluetooth connectivity is also standard. The AIRSCARF neck-warming system is available for the first time, allowing occupants to stay warm with the top down even in chilly weather.
The SL550 is as close as one can get to a “basic” SL, and is powered by a 5.5 liter, 382 horsepower V8. Dual overhead cams and variable valve timing make the 5.5 V8 a powerful and thoroughly modern engine, and it’s just the beginning for this lineup. AMG’s V8-powered SL was new in 2009, and the SL63 AMG’s race-bred, 6.3 liter all-aluminum dual overhead cam V8 produces 518 horsepower. Aficionados of silky V12 power can opt for the SL600, with its 5.5 liter, 510-horsepower twelve-cylinder. Ultimate performance is provided by the SL65 AMG’s twin-turbocharged 6.0 liter V12, which produces 604 horsepower and a positively obscene 738 foot-pounds of torque. Seven-speed automatic transmissions are standard with the V8 SL-Class cars, while the V12s get five-speeds. The extra gearing is responsible for the SL550’s relaxed freeway manner and respectable 14/21 fuel economy.
The double control arm front suspension and Mercedes’ signature five-link rear are just the beginning. The SL-Class is equipped with Mercedes Active Body Control active suspension, which is designed to virtually eliminate body roll, squat and dive for a magic-carpet ride. Anti-lock brakes, stability control and traction control are also standard. This car might be frequently seen cruising slowly past the red carpet, but it’s really designed for long, fast road trips. The SL63 AMG and SL65 AMG are equipped for higher performance, with stiffer suspension settings and bigger brakes.
The SL550 is curiously underwhelming. Is that because it’s the car of too many celebrities? Apart from the handsome styling, there’s not much the SL550 offers that can’t be found elsewhere, and possibly for less than the SL550’s $99,375 sticker price. The same can’t be said for the AMG-enhanced SL65 AMG, which tacks almost a hundred grand onto the base price, but six hundred horses makes up for a multitude of sins. The SL550 is a good way to travel, if you don’t mind being mistaken for someone famous, and if price is no object.
By Chris Jackson
MyCarData
Mercedes-Benz R-Class
The suits at Mercedes-Benz will hate me saying this, but think of the R-Class as an answer to the minivan for Mercedes-Benz loyalists. Offering the space, comfort and practicality of a traditional minivan, the R-Class is a classier, more sophisticated interpretation of that genre. Mercedes-Benz, however, would like us to think of it as a crossover. Tomayto, tomahto.
With the exterior dimensions unchanged, the 2011 R-Class casts the same shadow as the 2010. Consequently the interior's measurements remain the same as well.
Mercedes-Benz altered nearly every exterior element forward of the A-pillar; however, if you aren't a student of the brand, you will probably need to see the 2010 and the 2011 versions side by side to identify the differences. Styling modifications inside and out are evolutionary. The changes are enhancing rather than sweeping. The grille, with its large star, is taller and the headlamps are more elongated on the 2011. From the side, the core shape remains virtually the same and the sharp, chiseled beltline still flows from the front wheel opening to the wraparound taillight. While the taillights are different, they retain the basic shape of those on the 2010. Both front and rear fascias are new. The dual exhaust ports are squared off as opposed to the 2010's round ones.
Although Mercedes-Benz is building short and long versions, as with the last generation, the U.S. market will see only the longer wheelbase edition. Likewise only two of the five available models will find their way here: the R350 and the R350 BlueTEC. Both will be standard with the Mercedes-Benz all-wheel drive 4Matic system and will usher engine output to the wheels via a seven-speed driver-shiftable automatic transmission. In fact, the powertrains of both models are essentially unchanged.
For the fuel-economy conscious, the R350 BlueTEC delivers an EPA estimated 18 mpg in the city and 24 mpg on the highway. Using 50-state approved clean-diesel technology, this 3-liter V6 pumps out 210 horsepower and a whopping 400 pound feet of torque. Mercedes-Benz says it takes 8.6 seconds for the R350 BlueTEC to reach 60 miles per hour from a standstill.
U.S. traditionalists will more likely opt for the R350 with its gasoline 3.5-liter V6. Generating 268 horsepower and 258 pound feet of torque, it carries an EPA mpg rating of 14 mpg in the city and 19 mpg on the highway. Although fuel economy isn't as good, this version is quicker requiring eight seconds to reach 60 miles per hour.
As is typically the case with all-new or redesigned models, official pricing won't be announced until much closer to the on-sale date. However, $1,500 separates the suggested retail price of the 2010 editions of these two models. Pushing the MSRP of the R350 (currently priced at $49,300) into $50,000 territory seems unlikely. So figure the 2011 R350 at around $49,900 and the R350 BlueTEC at approximately $51,400. Both of these estimates are before adding this year's $875 delivery charge.
Inside the changes are even less obvious. But that's OK; the cabin of the 2010 was well designed and beautifully executed, as is that of the 2011. The instrument cluster is redesigned, but subtly. You can furnish the R350 to seat as few as four or as many as seven. The second row can be configured with an optional three-person split-folding bench seat or the standard two captain's seats with a center console. A two-person third-row bench seat is also standard.
Front- and rear-seat occupants alike enjoy plenty of leg, hip and headroom. The third-row seat is a bit cramped. An optional electric tailgate is available that opens to cargo space ranging from 15.2 cubic feet with the second- and third-row seats in place to 85 cubic feet with both those rows folded down.
The richness of this cabin is obvious. Seven different surfaces converge at the A-pillar. Leather seating is standard, with real walnut wood inlays and chrome accents liberally used. Full power accessories, an automatic dual-zone climate system, eight airbags and steering wheel-mounted redundant audio controls are all standard. Traction control, electronic stability control and brake assist are included in the base prices as well.
Also included as standard equipment, the Mercedes-Benz Command system features an in-dash six-CD/DVD changer, an auxiliary input port in the glove box and a 6.5-inch color monitor.
Although its not set to go on sale until August, Mercedes-Benz brought an international group of journalists to New Jersey in mid June to get a first taste of the redesigned R-Class. In a driving route that included New Jersey and upstate New York before winding up in New York City's SoHo, the R-Class proved to be a terrific tourer. Well behaved in the twisties, it handled crisply and predictably. Its quiet, luxurious cabin was an inviting spot to spend four or five hours.
Sure it's not the most exciting vehicle in the Mercedes-Benz stable, but when gobs of space, creature comfort, high-tech safety systems and competent performance are all on your must-have list, the 2011 R-Class shines.
By Russ Heaps - MyCarData
Mercedes E550 Coupe - A doctor's delight
Mercedes coupes have always been more special than their sedans. I love the E Sedan as much as uninspiring professors probably liked the Ponton sedans in the ‘50s, but the more fabulous among us go for coupes. They’re sexy, but no less reliable, and will be the ones to covet decades from now. I still remember the new E-Coupe my doctor purchased in the late-80s. It looked great next to his red Mercedes 560SL!
Still sharing a basic vehicle architecture with the C-Class, the latest E-Class Coupe takes a giant step upmarket in terms of styling and refinement. A more traditional Mercedes, the car feels as if a defiant Kim Jong Il couldn’t disturb it even if he went completely off the crazy train.
There are more traditional styling cues outside, but the design is wholly anchored in the next decade. A broad star-strewn grille shifts wind with twin lamellas running across, reaching to large headlamps with separate driving lamps between – a take from earlier Mercedes coupes with their large round headlamps and inset foglamps. LED lamps in the lower facia step up to Audi’s challenge while AMG 18” alloy wheels could be on nothing other than a Mercedes. A tight arching roofline is ultra-sleek with the look of Mercedes’ CLS, but the accentuated rear fenders hearken back to the ‘50s “Ponton” models. The E550 Coupe is a blend of Mercedes’ historic design cues, rendered in a new and fresh way.
If my doctor had to make a fast trip to the hospital – a continent away – the E550 would have been ready for the run. The car’s chiseled sloping hood shields a 5.5-litre 32-valve V8 engine that produces 382 horsepower and 391 lb.-ft. of torque. A standard 7-speed automatic transmission with steering wheel paddle shifters moves power to the rear wheels as smoothly as a tank trashing an ant. Step the go pedal and the stout coupe scamps from 0-60 mph in about 5.0 seconds. Fuel economy is rated 15/23-MPG city/hwy. Like the exterior, passenger space is a blend of tradition and contemporary elegance. You could step out of a 1975 Mercedes Coupe and be instantly familiar with the dash-mounted ignition switch, gated gear selector, left-dash light switch, and large center speedometer flanked by auxiliary gauges. Even the low turn stalk and upper left placement of the cruise control stick are exactly where your grandmother remembers them. Some may think these features are quaint and should be changed, but I have a healthy respect for tradition. So do Mercedes owners who really don’t care to have these things altered.
However, they are just fine with the onslaught of technology that invaded Mercedes cabins in recent years. Navigation, Bluetooth for phone connectivity, Sirius Satellite Radio, and heated/cooled leather seats keep owners art to the state. Radar cruise control maintains a set distance from vehicles in front on the highway. Technology or not, the brown dashtop is the perfect accent for hand-polished burl walnut on the dash, doors, and front and rear center consoles. What looks chrome, is. And, if it looks like timber, it could be ground to sawdust.
Mercedes’ renowned safety is accounted for in heaps. Of course, it has four-wheel anti-lock disc brakes, traction control, electronic stability control, brake force distribution, and cornering control. Dual front, side, and side curtain airbags are standard. Our test car came with PRE-SAFE, a system that uses a radar unit behind the grille emblem to detect an impending accident, alert the driver, and even apply brakes automatically if he does not react quickly enough. Attention Assist detects drowsiness in the driver’s behavior from sensors in the steering and brake systems, and then illuminates a little coffee cup in the instrument cluster to wake him up.
Driving the E550 Coupe is a delight. Nothing upsets the car’s continuously variable damping system suspension. A car that feels incredibly heavy and stable at high speed turns into a lithe sport coupe when tossed about. It can drive 1,000-mile days as happily as attacking two-lane mountain passes.
The E550 Coupe is a stunning automobile, sure to make a scene wherever it rolls. Stunningly modern, it would still be recognized as a Mercedes on any planet. My grandmother would like it, but my doctor would love it. Go for the equally-impressive cabriolet and he could kick both the E320 and SL560 to the Classic Center and not miss either one. Base prices start at $54,650, but our test car came to 61,475.
Storm Forward!
2010 Mercedes E550 Coupe
Four-passenger, RWD Coupe
Powertrain: 382-HP 5.5-litre V8,
7-speed auto. trans.
Suspension f/r: Ind./Ind.
Wheels: 18”/18” f/r.
Brakes: Disc fr/rr with ABS.
Must-have feature: Sport, style.
0-60 MPH: 5.0s
Fuel economy: 15/23-MPG city/hwy.
Assembly: Germany.
As tested price: $61,475
By Casey Williams - MyCarData
Mercedes S400 - Mercedes goes hybrid in a "big" way
The Mercedes S400 is the company’s first attempt at offering a hybrid version of their top-of-the-line large sedan, the S Class. What the company has done is add a mild hybrid drive to the vehicle. Though the car’s nomenclature might lead you to believe that the “400” has a 4 liter V8 engine, it doesn’t. The S400 actually has a 3.5 liter V6 with Atkinson Cycle engine controls added. This is the only S with a V6 but the combination seems to handle the car quite well, propelling it to 60 miles an hour in about 7.2 seconds. More importantly for this model the fuel economy is quite respectable. The S400 can deliver an EPA city/highway fuel economy rating of 19/25 which is a significant improvement over the next best S550 rated at 15/23.
Interestingly, Mercedes has pegged the S400 as the lowest priced entry S Class with a starting price of only $87,950. That’s modest compared with the top dog S65 priced at $201,150. Additionally the other models contain alloy body parts like hoods and trunk lids but the S400 is an all-steel construction model.
Lexus by comparison position its hybrid in the luxury LS line as the highest priced, most luxurious vehicle. The LS gets the “full” hybrid treatment but it doesn’t sell very well.
Most people riding in the S400 would not realize that he car was a hybrid. It is smooth and quite and provides the expected Mercedes occupant experience. The driver will notice a different feel to the vehicle but that’s expected.
In all it’s a credible offering and potential buyers wanting a Mercedes and a hybrid will like this vehicle.
By Kelly Foss - MyCarData
Saturday, April 9, 2011
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