Several years of economic hardship (and more than a few casualties) have left the auto industry cautious; the wild abandon that characterized auto shows past is long gone.  In its place, there’s a pragmatic realism–but for 2012, that realistic outlook is also optimistic.  In addition to the upcoming products that are useful refinements of existing vehicles, Detroit also saw the debut of some honest-to-goodness concept cars, showing that the industry may have scaled back on the wildest flights of fancy, but it hasn’t forgotten how to dream.

Chevrolet Code 130R:  Chevrolet showed a pair of sporty concept coupes designed to please the “next generation.”  In addition to the familiar Hot Wheels Camaro that’s been showed before, the Code 130R and Tru 140S are clean-sheet dream cars with one foot firmly grounded in reality.  The Code 130R is a high-roofed two-door coupe that’s almost retro thanks to distinct hood and trunk lines.  It’s rear-wheel drive, and powered by the 150-horsepower 1.4 liter turbocharged Ecotec four-cylinder engine that powers other compact Chevy products. In addition to its sporty look, this concept also features fuel-saving engine-shutoff technology.  Could they build it?  Yes.  Should they?  It would make an interesting counterpoint to cars like the Scion tC and Kia Forte Koup, but would ultimately probably have limited, HHR-like appeal.  In short, yes.

Chevrolet Tru 140S: The Tru 140S picks up the “affordable exotic” concept where Mitsubishi’s Eclipse left off, exhibiting a slickly drawn three-door body that’s very much unlike any Chevrolet you’re familiar with.  It’s sized like a compact sedan on the inside thanks the sharing the Cruze’s platform, and its 150-horse Ecotec turbocharged engine is good for 40mpg. The Tru 140S is a concept, but it looks close to road-ready–Chevy’s even gone so far as to include a heads-up display and Chevrolet MyLink infotainment.  Could they build it? Yes.  Should they?  If the lukewarm sales of the “affordable exotic” Eclipse are any indicator, the prognosis isn’t spectacular.

Volkswagen E-Bugster: Volkswagen showed a concept Beetle to go along with that car’s recent infusion of attitude.  The E-Bugster takes the classic California street rod look and applies it to the latest Beetle, with blanked-out rear windows, a lowered top and smooth flanks.  The E-Bugster’s still firmly grounded in the current automotive realities, however; it’s also fully electric, powered by a 114-horsepower electric motor with a lithium-ion battery.  The electric drivetrain will find its way into future Volkswagen products and has a range of about 100 miles.  Could they build it?  Yes.  Should they?  The electric drivetrain is more likely to find its way into a less overtly sporty vehicle.

smart for-us:  The urban jungle-bred smart fortwo expands its utility with the conceptual for-us.  This happy-faced concept car rides two inches higher than the fortwo it’s based on and adds a tiny pickup bed out back for carrying large items—especially a pair of Smart’s new electric bicycles.  The for-us is just as electrified as the bikes it’s designed to carry, as well, as it’s powered by smart’s second-generation electric-drive system.  The smart ebike is headed for production as well, and include disc brakes and a USB connector for MP3 players.  The for-us has a docking station in its cargo bed that charges the bikes, which have a 60-mile range on batteries alone.  Could they build it?  Not as extravagantly as the concept.  Should they?  Smart already appeals to a miniscule slice of the market; the number of folks truly ready to buy a smart-camino is probably less than a thousand.

Acura ILX Sedan:  Though the youthful Integra and RSX practically made the brand, Acura hasn’t had a sporty, entry-level model for quite some time.  The all-new, Civic-based ILX, which debuted in concept form in Detroit, hopes to address this concern.  Entering the lineup below the TSX, the ILX Concept offers the brand’s signature styling, high technology and will offer Acura’s first hybrid-electric powertrain when a production version goes on sale this spring.  The 2.0 liter, 2.4 liter and 1.5 liter hybrid powerplants are shared with the Civic.

Acura NSX Concept: Acura’s hinted, teased and withdrawn the idea of a new NSX supercar so many times now that it’s hard to believe they’re serious. Acura says that this one’s the real deal, though, and not only is it going into production in a year or three, but it’ll also be developed and built in Ohio.  Technical details are scanty, but a mid-engine V6 like the last NSX (which departed in 2005) is likely.  Acura also suggested that a production NSX would utilize the brand’s Super-Handling All-Wheel Drive system as well as electric motors to boost horsepower, making the upcoming NSX a hybrid sports car.

Lexus LF-FC:  At a glance, Lexus’ LF-FC concept looks like standard dream-car fare, with a voluptuous 2+2 grand touring coupe body, a glass roof and hints of future Lexus designs in its curves.  The LF-FC also embodies concepts for a greener future, though; this high-luxury, high-performance vehicle has been designed to utilize an advanced hybrid-electric system.  Lexus announced no plans, but the brand’s expertise in producing luxury hybrids makes the LF-FC a dream that could some day be attainable.  Could they build it?  Probably.  Should they? If it were my car company, I’d wait and see how the Fisker Karma fares first.

2013 Ford Fusion:  Ford unveiled an all-new Fusion mid-size sedan in Detroit.  The complete redesign picks up some of the styling cues of the new Focus and Fiesta.  It also happens to look a lot like a miniature Aston Martin, though this is perhaps merely a coincidence. Three new engines are offered:  1.6 and 2.0 liter four-cylinders with Ford’s EcoBoost turbocharging system, and a new Fusion Hybrid whose new lithium-ion batteries help to improve its fuel economy to 47 city/44 highway. As with the Taurus before it, Ford has boosted the technology quotient as well, adding an automatic start-stop system, available adaptive cruise control, lane-keeping technology, blind spot notification and an active parking assist.

2013 Dodge Dart:  Dodge hopes to follow in the footsteps of Chevrolet, whose subcompact lineup recently underwent a name change in the process of morphing from also-ran to contender.  Dodge’s new Dart has one advantage that the Chevy Cruze doesn’t; a familiar and classic nameplate. The all-new Dart’s nothing like the last one, sold in 1976. Dodge’s new subcompact has Alfa Romeo DNA, and a choice of four-cylinder engines ranging from 160 to 184 horsepower.  Six-speed manual and automatic transmissions are offered.  A premium has been placeed on customization, with numerous options and even a reconfigurable instrument panel.  Dodge announced an MSRP of $15,995 when the Dart goes on sale later this year.

Audi Q3 Vail: Audi’s upcoming compact crossover got the special-edition treatment, showing up in unique “Vail” trim and ready to tackle the ski slopes, or at least the roads leading to the lodge.  The 314-horsepower Q3 Vail is a crossover vehicle that’s gotten SUV treatment, with big off-road tires on twenty-inch wheels and a two-tone body. The grille and headlights are surrounded by unique trim, while an aluminum skid plate protects the drivetrain.  The roof racks are designed to carry skis and snowboards.  It was a shame that there wasn’t any snow in Detroit, because the Q3 Vail is more than ready for it.

Bentley Continental V8:  No one’s ever going to accuse Bentley of being sensible or reasonable, but that hasn’t stopped the brand from considering fuel economy.  In fact, the British manufacturer’s latest Continental V8 features a forty-percent improvement in economy and emissions.  A new 4.0 liter twin-turbo V8 is at the heart of the upgrade.  Direct-injection fuel delivery and a cylinder shutoff provide improved efficiency while keeping the output at a more-than-respectable 500 horsepower.  An eight-speed automatic transmission is standard.  The Continental V8 joins the 6.0 liter Continental in GT and GTC form later this year.

2013 Cadillac ATS:  Slotting into the lineup below the CTS, Cadillac’s new small sedan breaks tradition from past compact Cadillacs in that it doesn’t look like a cheap imitation of its larger siblings.  The lightweight ATS has been developed for entertaining performance.  Three engines are offered: a 2.0 liter turbocharged four-cylinder producing 270 horsepower, a 2.5 liter four with 200, and Cadillac’s powerful 3.6 liter V6 with 320 horses.  All three engines use direct-injection fuel delivery and six-speed transmissions in manual and automatic flavors.  Inside, a simplified center stack is in keeping with the minimalist styling.  Cool details like illuminated door handles, real wood and carbon fiber trim and ambient interior lighting give the ATS luxury credibility.

2013 Hyundai Veloster Turbo:  Hyundai’s quirky new Veloster is still wet behind the ears, but it’s never too soon to pick up some street cred.  To that end, the wraps were pulled off of a turbocharged version.  The little front-wheel drive coupe’s light weight should serve it well with a 201 horsepower 1.6 liter direct-injection four-cylinder under the hood.  It’s over two hundred pounds lighter than the Volkswagen GTI, and the Veloster Turbo will still return 38mpg on the freeway.  To appeal to the sport-compact crowd, the Veloster Turbo will be available with cutting-edge matte paint.

2012 MINI Roadster: After the recent debut of the sporty, two-seat MINI Coupe (not to be confused with the traditional MINI Cooper), the Roadster can’t be much of a surprise.  The brand that helped to redefine automotive fun drives into the two-seat roadster arena with a funky, chunky face and MINI’s signature personalization features.  Powertrain-wise, the MINI Roadster is available in base, Cooper S and John Cooper Works models, producing 121, 181 and 208 horsepower respectively. Six-speed manual and automatic transmissions are offered.  Stability control and electronic power steering are also standard, and the curious aerodynamics of the stubby body are offset by a retractable spoiler.

2012 Porsche 911 Carrera Cabriolet:  Porsche was also thinking topless in spite of the wintry weather, and unveiled the latest soft-top 911 Carrera.  132 pounds lighter than the previous version, the new 911 Carerra Cabriolet also features a flexible roof that neatly matches the hardtop’s roof line when it’s closed.  0-60 comes up in 4.4 seconds in the 350-horsepower Carrera, and 4.1 in the 400-horse Carrera S.  Pricing starts at $93,700 for the Carrera and $103,800 for the Carrera S.

2012 Volkswagen Jetta Hybrid:  Volkswagen’s traditionally gone with diesel when it comes to alternative-fuel vehicles, but have no fear; the hybrid Jetta doesn’t replace the much-loved Jetta TDI.  The Jetta Hybrid does stand out with a seven-speed dual-clutch transmission and a compact 1.4 liter turbocharged engine that produces 150 horsepower.  A 20-kW electric motor adds another 27 horses.  Thanks to the lightweight engine and transmission, the Jetta Hybrid is within 250 pounds of the standard version’s curb weight, so performance should not be dramatically affected.  Stop-start technology and an aggressive “coasting” mode shut the engine down whenever it’s not needed for additional fuel savings.

2013 Buick Encore:  Buick continues to flesh out its lineup of affordable luxury vehicles with the new Encore.  The name’s slightly misleading, because the Encore’s rather unique.  Rather than waiting for BMW and Audi to bring their small crossovers to North America, Buick’s aiming to get there first.  The diminutive Encore is a five-seater with a high driving position and over 18 cubic feet of space behind the rear seats.  A 1.4 liter four-cylinder engine provides power and transmits it to the road via a six-speed automatic transmission.  Buick’s signature elegant styling ensures that the Encore won’t be mistaken for anything else.

2012 Toyota Prius c:  Last year, Toyota introduced a slightly larger Prius; this year, the hybrid brand is going a bit smaller.  The “c” stands for “city,” and the Prius c is sized to be a competent urban commuter.  It’ll be one of the lowest-priced hybrids on the market, with an MSRP of under $19,000, and its compact size enables it to use a smaller gasoline engine than that of its big brothers.  A 1.5 liter four-cylinder is coupled with a 45kW electric motor for a total system output of 99 horsepower.  Fuel economy is rated at 53/46.  The Prius c goes on sale this spring.

Toyota NS-4 Concept: Toyota’s flights of fancy are all about hybrids these days, but the NS-4 is not as far-out as it looks.  This design and technology exercise is Toyota’s vision of a mid-sized plug-in hybrid for 2015.  The Hybrid Synergy Drive is lighter and has better range than the version currently in production, and charge times have also been reduced.  Anti-fogging, anti-UV glass is used to improve visibility and comfort.  Other safety features include a blind spot monitor, pedestrian-collision friendly hood, lane departure warning, adaptive headlights and a smartphone-inspired touch screen console.  Sounds familiar, doesn’t it?  Ultimately the most significant thing about the NS-4 is what it suggests about Toyota’s future styling direction.  Could they build it?  Yes.  Should they?  Toyota could do worse than to let the Camry evolve into this.

Lincoln MKZ concept:  There’s a new Lincoln MKZ on the way shortly, and Lincoln showed off a conceptual version of its new design in Detroit.  The styling of Lincoln’s forgettable entry-level sedan has gotten a lot more distinctive, thanks to a new split-wing grille that’s sized just right to avoid looking like a beak.  The MKZ looks long and low, two things Lincoln has always done well, and a panoramic roof brings the sun inside.  MyLincoln Touch is accessed via an eight-inch touch screen on the console, and rear poplar wood gives the MKZ Concept’s interior a warm feeling.  Could they build it?  Absolutely; it’s in the plans.  Should they?  Yes.

2013 Mercedes-Benz E400 Hybrid:  Mercedes adds a new dimension to the versatile E-Class for 2012 with the introduction of the lineup’s first hybrid.  With its 302-horsepower direct-injection V6 supplemented by a 27-hp electric motor, the E400 Hybrid returns 24/31 fuel economy.  That’s respectable enough, but like Mercedes’ BlueTEC diesel models, the real fun starts when you consider the electric motor’s 184 pound-feet of torque.  The E400′s combined torque is almost 400 foot-pounds, and that’s some serious grunt.  Additionally, a “sail” function allows the gasoline engine to shut off at freeway speeds, letting the electric motors take over when acceleration isn’t needed.  The lithium-ion battery pack is integrated seamlessly into the vehicle with no impact on interior room, making the E400 a “secret” hybrid.  It’ll be available in the second half of 2012.

There’ll be a second post about some of the other debuts, including the 2013 Audi A4 allroad and RS 5, the 2012 BMW 3-Series, 2012 Fiat 500 Abarth, 2012 Honda Accord Coupe concept, the Nissan Pathfinder Concept and eNV200, the Maserati Kubang concept, the Chrysler 700C concept, Tata eMo, and Infiniti Etherea.

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

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

The Mercedes E320 is tremendously frustrating, because it’s almost perfect.

Almost.

On the surface, Mercedes has gotten everything right.  The E-Class, Mercedes’ entry into the busy center of the luxury sedan market, has a pleasant blend of sportiness and luxury that walks the middle ground without being boring.  The solid structure and expensive materials make it immediately obvious why Mercedes cars cost so much.  There’s a specialness about a Mercedes (hinted at in the company’s commercials) that makes it seem like more than a car.  Such anthropomorphic feelings are most often reserved for exclusive, unobtainable exotics and equally rare classic cars, but the E320 has that feeling right off the showroom floor.  The starting price of over $48,000 may be expensive, but in a Mercedes you rarely wonder why.

It’s not the steering or the brakes, either.  The E320 sets an example we wish the rest of the industry would follow.  The safety of the car is exemplary.  Door-mounted side airbags and head curtain bags are standard equipment, as is the crush-friendly structure you’ve probably seen in television commercials.  To help avoid such an accident, every E320 features Mercedes’ Electronic Stability Program (ESP) stability control system and traction control.  ESP rears its head only when a slide starts, and brakes individual wheels to correct the car’s path  These helpers are nearly invisible, undetectable in their work.  The result is a stable, confident ride even in a blinding downpour or on slippery new-fallen snow.  It’s even available with all-wheel drive.

Do we have a problem with the power?  Not at all.  The 3.2 liter V6 is strong and nearly silent.  Power delivery is excellent from a stop thanks to a dual-path intake system which improves torque at low revs.  The accelerator pedal controls 221 horsepower, but when driving the E320 you hardly even think about power–it’s like the wheels are connected directly to your brain, and the car goes just as fast as you want it to, when you want it to.  The five-speed automatic transmission goes about its business with equal transparency.  Highway travel is second nature to the E320.

The design is as familiarly opulent as a Rolex watch, of course.  The sleepy-lidded oval headlights and traditional Mercedes grille (with hood ornament perched atop) ensure that the upright sedan with the single windshield wiper needs no further introduction.  The E320 is the last of the Mercedes line to carry this bricklike styling and contradictory curvaceous hood.  Smaller and larger Benzes are now slicker and swoopier, but we like the E320′s retro look.

And now we come to that one little tiny flaw in the otherwise perfect E320.  Mercedes just cannot seem to get the human interface right, in any of their products.  As in other Mercedes products we’ve tested, the radio is inscrutable, controlled by a multitude of featureless buttons and a strange joystick/button.  The climate control is equally mysterious–there’s no off-switch should one want to switch the AC off and enjoy a summer day.  There are instructions on the operation of the various amenities in the owner’s manual of course, but we can’t think of another car that’s so complicated that it forces new drivers to read the directions.

Ergonomics aside, there’s a lot to like about the E320′s interior.  The dual-zone climate control can recirculate warm air in the winter to keep the car warm while it’s parked.  That difficult radio uses fiber-optic technology and incorporates controls for a hands-free phone, if the car is so equipped.  Mercedes’ infrared SmartKey is an effective anti-theft tool, and Mercedes-Benz Roadside Assistance comes with every new Benz built.  A dash-mounted information display is linked to the E320′s Flexible Service System (FSS), which monitors oil life and informs the driver of when an oil change is necessary.  Unlike most automotive computers which use a set time or mileage schedule, the FSS takes the individual driver’s habits into account as well, and can allow up to 20,000 miles between oil changes for gentle drivers.

The E320 is just the base E-Class model.  Mercedes offers this same sedan with larger 4.3 liter and 5.5 liter V8 engines, and as a (very pricey) station wagon as well.  Our test car was an E320 with the optional heated seats, rain sensing windshield wiper, glass sunroof and BOSE sound system.  It stickered for $54,095.  A steep price perhaps, but it buys what is, arguably, the best all-around luxury sedan made today.

Specifications:
All specs are for the 2002 Mercedes E320, which we tested.
Length:     189.4 in.
Width:        70.8 in
Height:        56.7 in.
Wheelbase:    111.5 in.
Curb weight:    3624 lb.
Cargo space:    15.3 cu.ft.
Base price:        $48,450
Price as tested:     $54,095
Engine:     3.2 liter 18-valve V6
Drivetrain:     five-speed automatic, rear-wheel drive
Horsepower:     221 @ 5500
Torque:     232 @ 3000-4000
Fuel capacity:        21.1 gal.
Est. mileage:        20/28

The Classic Center acts much like a dealer with an unusually extensive service department.  They’ll do everything from routine maintenance to ground-up rebuilds.

Parts for anything Mercedes has ever built can be found, and those that aren’t on hand either in the Classic Center’s massive parts department or in Germany can be reproduced, as the Classic Center has access to the original designs and specifications for all of Mercedes’ cars.  “We can get anything for anything,” says Mike Kunz, manager of the Classic Center.

The focus is on authenticity, and the Classic Center keeps massive stores of OEM hose clamps and bolts on hand, never making do with off-the-shelf parts from an auto parts store.  Some parts have been upgraded–old horsehair seat cushions, for instance, are now made with a material that looks and feels the same but is produced from ground coconut shells for a more durable and environmentally-friendly product.  Parts can be had in one day from the Classic Center, and three days in the rare event that they have to be ordered from Germany.

The Classic Center’s activities are split mainly between parts sales and restoration, but there’s also a mini-museum out front, and there are a few cars on sale as well.

A garage off of the main showroom features cars representing most of the marque’s history, displayed on two-tier vehicle lifts.  Some of the cars for sale have been restored by the Classic Center, and others are consignment vehicles; either way, it makes for an interesting showroom.  Vehicles are also provided for concours events.

We lucked into a quick tour of the facilities, where several restoration and repair projects were ongoing.  The Classic Center has about nine “restoration specialists” on staff, and we saw a variety of vehicles getting the treatment, from a 600 Pullman in for extensive hydraulic repairs to a 1961 330D Adenauer in the midst of a two-year full restoration.

Not far from it was a Pontoon sedan that was also getting the same treatment; the Classic Center will do a back-to-original restoration on any Mercedes, not just the rare or special vehicles.   It’s not inexpensive, of course:  a ground-up restoration from the Classic Center carries a six-figure price tag.

Most of the center’s “patients” are Mercedes products from the 1950s and ’60s, but we saw everything from a 190 convertible to a fully restored 280SE 3.5 on the shop floor.

The yellow SLK/G-Class hybrid that circumnavigated the globe almost a decade ago was even hiding in a corner (it’s been there since at least 2006 in fact), awaiting repairs before joining the Classic Center’s museum.

The Mercedes Classic Center is a worthwhile stop, whether you’ve got a Mercedes in your garage or not.  It’s located on Whatney Street in Irvine, and the showroom is open to the public.

Sorry, guys, but the 2010 Mercedes E550 doesn’t fly.  It does, however, have enough technological tricks up its sleeve that fans of gadgets won’t mind being relegated to terra firma.  All-new for 2010, the E-Class is the breadwinner of Mercedes’ North American stable.  This mid-size luxury sedan is available in six-cylinder E350 and V8-powered E550 guises and features some of Mercedes’ most innovative driver aids ever.

At a glance, the E550 is handsome, but doesn’t look like the sort of wheels that would make George Jetson jealous.  For starters, there’s no bubble top, though the E550 is available with a glass roof.  The lines are elegant and feature more personality than has been common in recent Benzes, with muscular side contouring.  The E-Class’ familiar four-light front end has been rethought yet again, this time incorporating more angular elements in the headlamps and the signature chrome grille.  In spite of the handsome styling, the E550 is extremely aerodynamic, sporting a coefficient of drag approaching that of many dedicated hybrids.  The taillights are high-visibility LEDs.  The E-Class is one of the most versatile vehicles in the Mercedes lineups as well, with coupe, convertible and station wagon versions available or on the way.

The interior is large enough for four or five passengers, and it’s the very picture of quiet elegance.  The multi-toned dash and choice of black ash or burl walnut trim has the studied elegance of a high-end catalog, and indirect amber fiber-optic lighting gives it a custom boardroom look after dark.

It’s the amenities that make the E550, though.  The power sunshade, heated and cooled seats and satellite radio are nothing special in the luxury market these days.  A rear-seat DVD entertainment system is available.  Check the appropriate boxes and you’ll also get a driver’s seat with a massage function and Mercedes’ active seat bolsters that “hug” you in the turns to keep you in place.  The available voice-activated navigation system is coupled with Sirius’ satellite radio for real-time traffic updates which proved to be extremely useful on the always-congested Los Angeles freeways.    Dual-zone climate control, a reverse-assist camera and active cruise control are available, and the nicely-sized trunk includes a power-operated lid.

Meanwhile, Mercedes’ Distronic Plus active cruise control acts very much like a sci-fi fan’s dream of a car with an autopilot mode.  Using a combination of short- and long-range radar the cruise control can maintain a set speed as well as a set distance from the vehicle in front.  If traffic comes to a halt, so does the car, and with a touch of the accelerator the Mercedes is off again.  Once on the freeway, the E550 took over and all we had to do was steer.

Don’t let the autopilot take over full-time, however; you’ll miss out on the exhilarating rush from the 5.5 liter double overhead cam V8 under the hood.  Mercedes V8s are always satisfying companions, offering unbroken waves of performance, and the E550′s powerplant is no exception.   This engine produces 382 horsepower and a healthy 391 pound-feet of torque over a rev range so broad it seems like there’s always power available.  Even though it’s pushing almost 400 horses, the E550 is a docile beast. A seven-speed automatic transmission helps to improve fuel economy by keeping the big V8 at optimum revs, and it’s controlled by an electronic pushbutton stalk similar to the one found in big BMWs.   The E550 isn’t a sports sedan–the throttle response isn’t quick enough for that, though 0-60 does take place in just over five seconds–but the power is more than adequate and high-speed freeway cruising is effortless, as it is in most Mercedes vehicles.  All-wheel drive is available as well.

The wheels are firmly attached to terra firma, but the occupants of the E550 are, in fact, riding on air.  The standard Airmatic adaptive air shocks can also carry a surprising amount of speed into and through a curve, considering the car’s heft.  At lower speeds, the ride is comfortable and compliant, but the E550 firms up at higher speeds and during emergency maneuvers.   Electronic aids like ESP stability control and anti-lock brakes don’t hurt, and are unobtrusive enough that there’s no sense of the ESP kicking in to spoil the fun.

This car doesn’t fly, but between the Distronic Plus and the active safety aids, it’s as high-tech as any flying car would be.  Mercedes packs an unprecedented amount of equipment into the E550, including a Blind Spot Assist and infrared Night View display borrowed from the S-Class and a new Lane Keeping Assist which vibrates the steering wheel if it detects that the car is drifting out of its lane.  The E550 carries both long- and short-range radar systems that provide information to the Distronic Plus as well as Mercedes’ Brake Assist PLUS, which warns the driver of an impending collision and, if action is not taken, will apply emergency braking at the last moment to reduce the severity of impact.

So no, it doesn’t fly and it doesn’t look like a starfighter, but the E550 is just about the most spacecraft-like four-door sedan you’ll find moving in two dimensions.   With that in mind, the $56,300 starting price actually seems reasonable.  That bottom line is easy to drive up, of course; my test car featured Mercedes’ Parktronic parking-guidance system, the panoramic sunroof, a navigation system with Sirius satellite radio, active headlamps, a rear window sunshade and Distronic Plus, and stickered for $70,555.

Specifications:  All specs are for the 2010 Mercedes E550
Length:  191.7 in.
Width:  75.9 in.
Height:      57.7 in.
Wheelbase:  113.1 in.
Curb weight:   4100 lb.
Cargo space:  19.1 cu.ft.
Base price:  $56,300
Price as tested: $70,555
Engine:   5.5 liter DOHC V8
Drivetrain:  seven-speed automatic transmission, rear-wheel drive
Horsepower:  382 @ 6000
Torque:  391 @ 2800-4800
Fuel capacity:  23.5 gal.
Est. mileage:   18/26

Everyone knows about the horsepower war between muscle cars like the Ford Mustang and Chevy Camaro, but a similar grudge match has been taking place for years in the sports-sedan market.  BMW, Mercedes and Audi have swapped the lead as frequently as these super sedans’ racing counterparts swap paint in various European touring car series.

Mercedes’ weapon in this fight is the C63 AMG.  As you might have already guessed by its name, this C-Class sedan has had AMG’s all-aluminum 6.3 liter DOHC V8 shoehorned in under the hood.  With 451 horsepower and a seven-speed paddle-shifted automatic transmission, this is a serious piece of automotive performance equipment.  The hand-built AMG engine is not a modified Mercedes V8; in fact, it doesn’t share any parts with the working-class engines.  Variable valve timing keeps the power delivery rapid and smooth, and AMG has coated most of the 6.3 V8’s internals with low-friction materials.  Heavy-duty cooling ensures that the engine stays in its optimum operating range even on the track.  The transmission is AMG’s new SPEEDSHIFT system, which matches revs on downshifts to keep things stable when cornering.  In plain English:   it’s very easy to drive the C63 AMG insanely fast.  Mercedes claims a 4.3-second 0-60 run, and the C63 AMG tops out at 155, when an electronic limiter kicks in.  A special AMG Performance package raises the limit to 186mph.  The addictive roar from the quad tailpipes is accompanied by a sledgehammer blast of acceleration, barely held in check by the stability control. There is nothing to hold back the involuntary mad-scientist laughter that will tear itself from your throat when this happens.

One never expects a car that’s practically track-ready to be docile around town, but the C63 AMG is almost deceptively calm, except for that monstrous engine growl.  Both front and rear tracks have been widened, and a special three-link front axle is designed for improved stability and front-end rigidity.  It works; the C63 AMG is responsive and confident even at high speeds.   Eighteen-inch wheels are standard, and track-worthy disc brakes measuring 14.2 inches in the front and 13 in the rear are clamped by six-piston calipers in the front to help bring the beast to a stop when the time comes.  Mercedes’ standard ESP stability control system includes three modes so the driver can reduce the system’s intrusion on track days.  Around the track, it’s easier to drive the C63 AMG fast than a Camaro SS or Porsche 911–it’s just that confidence-inspiring.  Did I mention the mad-scientist cackling?

With all of that hardware underneath, it’s a surprise that the C63 doesn’t shout its mission in life with a wild body kit and special styling, but Mercedes keeps it subtle.  A domed hood, widened front fenders, trunk spoiler and unique front fascia will be obvious to dedicated car spotters, but the average onlooker won’t know what the C63 AMG is until the roar from the engine hits.  The unique AMG light-alloy offset wheels are painted titanium gray.

Once inside the C63 AMG, things get a little bit wild.  The racing seats with integrated headrests are so well-bolstered you’d think they were designed by corset-makers, and the flat-bottomed steering wheel can be finished in Alcantara faux suede.  AMG cross-piping and lettering decorates the upholstery, and the instrument panel also includes special badging.  A special display in the center console allows the driver to record lap times.

This car confirms something I had already suspected: the people at AMG are completely nuts.  This is a good kind of crazy, though. This monster C-Class is among the most extreme of AMG’s already-impressive lineup, thanks to the giant engine stuffed under the hood and the extensive work performed to make it a street-ready race car.  At the same time, it’s docile enough to live with–though only just.  Serious enthusiasts only need apply, and the $57,175 price tag should keep most of the posers away.

Specifications:  All specs are for the 2009 Mercedes C63 AMG
Length:  186.0 in.
Width:  70.7 in.
Height:      56.6 in.
Wheelbase:  108.7 in.
Curb weight:   3649 lb.
Cargo space:   12.4 cu.ft.
Base price:  $57,175
Engine:   6.2 liter DOHC V8
Drivetrain:  seven-speed automatic transmission, rear-wheel drive
Horsepower: 451 @ 6800
Torque:  465 @ 5200
Fuel capacity:  17.4 gal.
Est. mileage:   12/19

That is in no way hyperbole, either.  Last year’s CLK was an excellent car, a perfect wallflower that would take you to the most expensive restaurant in town in style and then beat the pants off of a Ford Mustang GT on the way home.  That car’s still here, under the surface, but now it’s drop-dead gorgeous.  We think the new CLK500 is one of the best-looking cars on the road today, in fact.  If nothing else, the redesign makes you wonder less where your $60,000 went.

The new CLK looks every bit its price tag.  The now-familiar four-oval face has been raked sharply back, in the style of Mercedes’ show cars and the SL.  The windshield and rear window are also steeply raked, and if you look close you’ll see that the new CLK500 is a true pillarless hardtop.  Once a vital part of any automaker’s lineup, this B-pillarless body style all but disappeared in the 1970s.  Its return is a welcome thing.  With front and rear windows open, the CLK500′s cockpit is airy and cheerful, a perfect setting for a four-person cruise.  Accenting the wide-open interior is a slight rise in the car’s beltline.  The CLK500 is distinguished from the smaller-engined CLK320 by its black and chrome grill, a unique lower front fascia, and AMG-style wheels.  Overall it’s much more striking than the coupes from BMW and Acura that it competes with.

Inside, the CLK exudes relentless luxury.  It’s also bigger than its predecessor, especially for rear-seat passengers.  You’re treated to a laid-back driving position, and a wonderful color-keyed interior in Mercedes style.  The CLK does everything dramatically; even the cupholder emerges regally from the dash out of a hidden slot.  The CLK features a cool “outer-ring” analog speedometer, which has a needle that pivots around the outer edge of the gauge.  This frees up the center of the round gauge for a driver information display, as well as a cool, video-game style cruise control display.  Poring over the car with an engineer friend revealed many of the behind-the-scenes perks Mercedes includes that make the CLK500 seem so effortlessly cool.  You’ll probably never notice that the rear-seat heat vents have their own separate blower fan, for instance, or the seatbelt support which “presents” the belt forward to easy arm’s reach when you enter the car, then retracts when the engine is started.  The owner’s manual is required if you intend to wade through the car’s many, many functions (especially the radio), but if you read the directions, the car can do just about anything.  It’s equipped as well as any full-zoot luxury sedan, with rain-sensing wipers, “theater” lights that dim instead of just going off when the door is closed, and optional high-intensity discharge headlamps.

On the road, the CLK500 is about as wonderful as coupes get when it comes to high-speed cruising.  BMW’s monster M3 is faster, of course, but the Mercedes is arguably more fun to hang out with.  The 5.0-liter V8 is shared with the CL500 coupe, and puts out 302 horsepower.  We’re big fans of Mercedes selectable five-speed automatic transmission, too.  Unlike other “manumatics” which require the driver to choose a mode with the gearstick before being able to change gears, Mercedes uses an always-on, bang-up/bang-down system that’s a lot more useful in the real world.  That said, we still wish the CLK500 was available with a true manual tranny.  The TouchShift is silky smooth on the freeway, but when it comes to serious automotive playing, it just isn’t the same without a clutch pedal.

What the CLK500 excels at is eating long stretches of freeway.  It uses twin-link struts in the front and a five-link setup in the rear.  The ride combines the poise of a sports car with the smoothness of a luxury car.  It’s less communicative than the ultra-responsive M3, but driving the CLK500 fast is still rewarding.  A “staggered” wheel setup puts wider tires on the rear and makes the rear-drive CLK less inclined to break loose in fast turns.

The concern that sent the pillarless hardtop away in the first place was safety.  Obviously, without a center pillar, side-impact protection is a grave concern.  Mercedes has addressed this issue with a thick tubular “halfway” pillar that stops below window height.  Front, side and side-curtain airbags are standard.  To prevent accidents, Mercedes’ usual array of active safety equipment is along for the ride also:  anti-lock brackes, traction control and stability control, and Brake Assist.  Mercedes’ Tele Aid emergency service system is also included.

Now for the bad news.  Like every other wonderful Mercedes product out there, you get what you pay for.  CLK500 pricing starts at $52,865, and the options stack up quickly.  Our test car was equipped with a sunroof and rear sunshade, six-disc CD changer, a hands-free Mercedes telephone, heated seats and rear parking assist.  That bumped the bottom line up to $61,125.  The six-cylinder CLK320 offers most of the same luxury as the CLK500 with less powerful performance, and starts at about $45,000.

Specifications:
All specs are for the 2003 Mercedes CLK500, which we tested.
Length:         182.6 in.
Width:            68.5 in.
Height:            55.4 in.
Wheelbase:        106.9 in.
Curb weight:        3585 lb.
Cargo space:        10.4 cu.ft.
Base price:        $52,865
Price as tested:     $61,125
Engine:         5.0 liter 24-valve V8
Drivetrain:         five-speed automatic, rear-wheel drive
Horsepower:         302 @ 5600
Torque:         339 @ 2700-4250
Fuel capacity:        16.4 gal.
Est. mileage:        16/23

The GLK-Series is a comfortable step below the ML-Class on Mercedes’ SUV ladder.  It’s based on the C-Class platform and is new to the U.S. for 2010.  The smallest SUV yet offered by Mercedes is no cheap entry-level crossover, though.  The GLK350 packs serious luxury and utility into its compact body.
The clean styling is as crisp as a tuxedo, and marks the GLK as a member of the Mercedes SUV family.  The GLK combines elements of the upright G-Class with the angular C-Class, and the result is a capable-looking urban SUV.  A long hood and bold two-bar Mercedes family grille give this vehicle a more assertive look than the snub-nosed ML-Class, and if the upright windshield makes it look a bit like a Subaru Forester in formal wear, that’s not an entirely bad thing.  At the rear, a standard dual exhaust and stainless steel sill protector provide an upscale look.  Strong character lines at the sides and a roof spoiler prevent the design from looking too boxy.  It’s also functional, with integrated roof rails, short overhangs front and rear and a decent amount of ground clearance should you want to tackle an unpleasant road.  Nineteen-inch wheels are standard, with optional twenties available.
Slide inside, and the GLK is relentlessly elegant, with piano-black trim and a very clean interior.  Some compact crossovers are little more than dressed-up economy cars, but the GLK350 is a first-class ticket.  The upright seating, long wheelbase and ample headroom make for an airy cabin–the standard panoramic sunroof doesn’t hurt, either.  Mercedes has paid extra attention to driver comfort, and the pedals and steering wheel are aligned to complement the upright seating position and provide long-distance comfort.   Mercedes’ signature driver-information screen in the speedometer is a part of the GLK’s design, while the COMAND infotainment system, a navigation system and Mercedes Parktronic parallel-parking assist are available.  Cargo space is generous, and the GLK includes a cargo cover, tie-down hooks and an under-floor storage compartment.
Power is provided by a 3.5 liter V6, and acceleration is surprisingly robust.  Credit the 268 horsepower, two-ton curb weight and seven-speed automatic transmission, or just credit the fact that it’s a Mercedes.  The GLK tops out at 143 mph, which is faster than many family sedans, let alone the average compact SUV.   The 4MATIC all-wheel drive system is biased toward the front wheels and tuned for predictable understeer in emergencies.
On pavement, the GLK is comfortable and composed, with sedan-like road manners.   Unibody construction is used, and a fully independent suspension with MacPherson struts up front and a multi-link rear.  Mercedes has even performed some aerodynamic magic with the chassis to enhance high-speed stability, so the GLK drives like a Mercedes sedan at freeway speeds.  The GLK features Mercedes “Agility Control” selective damping system, which provides active-suspension comfort and security.  A tire pressure monitor and Electronic Stability Program (ESP) with trailer sway reduction are also standard.  An “Adaptive Brake” system is also standard equipment.  In this system, Mercedes has bundled a number of brake-assistance features, including the anti-lock brakes, acceleration skid control and anti-yaw programming, into a cooperative unit that detects driving conditions and applies the brakes accordingly to keep the GLK-Class stable and level during emergency braking.  The system also pre-charges the brakes whenever the accelerator is released, and has a brake-drying feature for wet weather driving.   One of the hallmarks of the crossover segment is excellent road manners, and the GLK350 has this quality down.
As luxury crossovers go, the GLK350 quickly made itself one of my favorites.  The styling is crisp and elegant, the interior is comfortable without losing its “Mercedes-ness,” and it’s as comfortable on the road as a C-Class.  Since the GLK350 could be considered a C-Class wagon, it’s not much of a surprise that it’s priced similarly, with prices starting at $34,775.  4MATIC all-wheel drive comes in at $36,775, making the GLK350 one of the first Mercedes vehicles in recent memory that didn’t have me reeling at the sticker price.

Specifications:  All specs are for the 2010 Mercedes GLK350.
Length:  178.3 in.
Width:  74.3 in.
Height:      66.9 in.
Wheelbase:  108.5 in.
Curb weight:   4036 lb.
Cargo space:   23.3 cu.ft. (seats up); 54.7 cu.ft. (seats folded)
Base price:  $36,775
Engine:   3.5 liter 24-valve V6
Drivetrain:  seven-speed automatic transmission, all-wheel drive
Horsepower: 268@ 6000
Torque:  258 @ 2400-5000
Fuel capacity:  17.4 gal.
Est. mileage:   16/22

Seventy-five minutes later, I return home.

I never did rent that movie.

Some time during the past decade, Mercedes found a way to infuse their cars with honest-to-goodness spirit.  Most of the current Mercedes lineup consists of the sorts of cars that will drive you around until you feel better if you’re in a bad mood.

The SLK32 AMG is no exception.  Although during curbside drag races cars like the Honda S2000 and Porsche Boxster S tend to trounce it six ways till Sunday, Mercedes’ little roadster makes a strong argument as being the most fun, despite its boulevardier reputation.  It doesn’t hurt that Mercedes’ in-house hot-rod department AMG has stuffed a supercharged 3.2 liter V6 under the hood.  The SLK32 AMG may not look it, but it’s capable of trading licks with a Corvette.  This little Benz has 349 horsepower on tap.  That’s more than enough to propel this 3,220-pound car to sixty in 4.8 seconds, according to Mercedes.  The seat of my pants agrees.  The supercharger comes on instantly with a rush that’s smooth or shattering, depending entirely on how how much pedal you give it.  The SLK32 AMG’s throttle body is unique compared to other SLKs, and it’s got lightened internal components and performance cam timing as well.

When it’s not playing hot rod, the SLK32 AMG is amazingly tractable.  It’s possible to tool around town in this car without realizing how much power is under your right foot.  The SpeedShift five-speed automatic transmission is programmed by AMG to respond to the demands of high-performance drivers.  It avoids clumsy upshifts during corners, and will select the proper gear under heavy braking as well, lending itself to on-track smootness.  During normal road duty, it changes gears without a hint of roughness–with barely any hesitation, in fact–whether the SLK32 AMG is going soft or hard.  Unlike other hot rods (BMW’s M3 pops to mind) the SLK32 AMG doesn’t demand constant attention to keep things under control.

Connecting the car to the road is a suspension that’s heavily modified over that of a standard SLK.  The SLK32 AMG has half-inch wider wheels than its brothers all around, for improved stability.  Springs, shocks and swaybars have all been retuned.  The 17″ wheels are unique to the SLK32 AMG, and show off massive 13.5″ brake discs up front, and 11.8″ units in the rear.  Needless to say, the SLK32 AMG stops very, very well, even if the anti-lock brakes don’t kick in.  Mercedes Electronic Stability Program (ESP) stability control is along for the ride too.  It’s one of the reasons that the SLK32 AMG hides its 349 horsepower so well.  The traction control is also appreciated; without it, the SLK32 AMG tends to spin tires with the slightest provocation.  ESP isn’t a complete fun-killer like BMW’s traction control systems can be.  It cycles on and off quickly, quashing wheelspin without interrupting forward momentum much.

At a glance, you can be forgiven for thinking that the SLK32 AMG is a boulevard pussycat like the other roadsters from Mercedes.  Boy-racer cues are entirely absent from this car, as they are on most AMG-modified cars.  The SLK32 shares the SLK line’s wedgy styling, of course, and its low, wide stance looks best with the retractable hardtop in the down position.  The SLK32 gets a unique front air dam and fog lights, a little spoiler and twin chrome exhaust pipes, and that’s it.  But really, it doesn’t need anything more, does it?

Inside, the SLK32 AMG’s modifications from standard are minor.  Since the SLK is already a nice place to be whether the top is up or down, this isn’t a bad thing.  The cabin offers more space than that of most roadsters, and a quieter ride thanks to the retractable hardtop.  A special AMG leather interior is included, as are a six-speaker Bose sound system, front and side airbags and Mercedes’ Tele Aid emergency service system.

Now for the bad news.  As always, Mercedes wonderfulness comes at a dear price.  The SLK32 AMG retails for $54,900, and that’s before adding Xenon headlights and headlamp washers.  Our test car, wonderful as it was, carried a staggering $56,640 pricetag, which is high enough to limit the dreams of many buyers as surely as ESP cuts down wheelspin.

Specifications:
All specs are for the 2002 Mercedes SLK32 AMG, which we tested.
Length:         157.9 in.
Width:            67.5 in.
Height:            50.4 in.
Wheelbase:        94.5 in.
Curb weight:        3220 lb.
Cargo space:        9.5 cu.ft. (top up)/3.9 cu.ft. (top down)
Base price:        $54,900
Price as tested:     $56,640
Engine:         3.2 liter supercharged and intercooled V6
Drivetrain:         five-speed automatic, rear wheel drive
Horsepower:         349 @ 6100
Torque:         332 @ 3000-4600
Fuel capacity:        15.9 gal.
Est. mileage:        18/24