Automotive Reviews
Posts tagged Mercedes
2009 Mercedes C63 AMG
Sep 11th
The Mercedes C63 AMG is a subtle performance sedan…until you turn the key. Fire it up, and it’s instantly clear to anyone within a two hundred-yard radius that this unassuming-looking C-Class sedan has been to the high-performance wizards at AMG to have some work done, in a manner of speaking.
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
2003 Mercedes CLK500
Aug 26th
Good news! The traffic-stopping looks and technological wizardry of the $92,000 Mercedes CL500 coupe are now available in a smaller, more convenient package!
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
2010 Mercedes GLK350
Aug 14th
As fuel prices rise, efficiency becomes a bigger selling point, and sales of large SUVs are on the decline. The market for smaller sport-utes and crossover vehicles is still robust, though, as customers move into more economical vehicles that maintain a high level of bad-weather control and versatility. Mercedes’ GLK350 is the way to have your luxury compact crossover and your three-pointed star, too.
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