Automotive Reviews
Posts tagged Mercedes
2002 Mercedes SLK32 AMG
Jul 21st
So it’s Saturday night, and my wife isn’t home. I decide it’s a good night to rent a “guy” movie of the sort she normally doesn’t like to watch, with lots of explosions and bad dialogue. I go outside, hop into the Mercedes SLK32 AMG I’ve got to test this week, and head for the video store, which is about a mile away. And then a voice, maybe it’s the car’s, murmurs something about putting the top down. It’s a nice night, after all, and there’s a full moon…
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
2002 Mercedes G500
Jul 21st
How tough is the Mercedes G500?
When the inattentive teen in the gargantuan Chevy Suburban pulled out of Home Depot’s lot and into the path of the big Mercedes SUV I was driving, I braked as hard as I could. My imagination immediately pictured the ensuing collision, which I expected would put some deep scratches in the G500 and reduce the Suburban to an acre of navy-blue metal confetti.
It wasn’t a completely absurd expectation, either. The G500, officially available in the United States for the first time this year (versions were available through an independent American distributor as “Gelandewagens” for many years), has been in production for a long time as a German military vehicle. You’ve probably seen this truck on CNN, in white, with a big “UN” painted on the side. That’s right, it’s a Mercedes Hummer. The G500 is considerably more civilized than our domestic “ultimate off-roader,” however. With its leather interior, navigation system and other lavish interior appointments wrapped up in an extreme-duty shell, its natural competition is the British Range Rover.
Designed with a T-square and apparently never updated, the G500 looks like a bank vault on wheels. Like any good military vehicle, it’s got a flat windshield and a tapering, old-school Land Rover-style hood. It’s a tall vehicle, a bit over six feet tall in fact, which makes it look bigger than it is. The G500 is actually quite compact, being only four inches longer than the considerably tamer Mercedes M-Class SUV, but it has more road presence than a Suburban. From the rear, it seems to be all sheet metal thanks to a vertical tail, taillights mounted in the bumper, and lonely-looking windows that are way behind the current trend toward flush-mounted wraparound glass. The G500 looks like a rolling bank vault, which isn’t too far from the truth. The five-spoke 18″ wheels are massive and quite pretty (not to mention capable of flattening a good-sized animal in one go). There’s a single black trim stripe that runs all the way around the vehicle, and it’s not just for show. That line denotes the distance to which the G500 can be submerged in water and keep plowing forward. We looked for an opportunity to test the big truck’s fording ability, but couldn’t find one.
It’s a long step up to get inside, even with running boards. The G500 is well appointed inside, but it’s not catering to the country club set any more than it has to. The dash contains familiar Mercedes-Benz components, but they’re arranged in a vertilinear fashion that’s very 1990s. From the chair-like driver’s seat, there’s a lot of headroom and not so much elbow room. The G500′s military origins are betrayed by the flat, nearly vertical windshield, similar to a Hummer’s. Compared to a Hummer, however, this is the height of luxury. Compared to a Range Rover…it’s a Hummer. Mercedes appoints the G500 with real wood, a leather interior, and heated seats front and rear. There’s a CD changer and automatic climate control crammed onto the dash, and even a navigation system squeezed in at the bottom. Even the cupholders are an afterthought. The seats are tall and very comfortable, but the driving position is big-rig upright. The G500 feels (literally) bulletproof. That’s why we fully expected to squash that Suburban.
When it was called the Gelandewagen, Mercedes’ off-roader generally made do with a diesel V6. For its American debut, the G500 has a 292-horsepower V8 under the hood. It’s the same V8 you’ll find in the full-size S-Class sedans. With a twin-spark plug, three valve per cylinder setup, the powerful V8 makes its muscle while keeping emissions low. The G500 weighs almost three tons, so it’s not going to be honestly fast with anything short of an Air Force JATO rocket strapped to the roof, but the G500 can keep up with traffic. On the freeway it will lumber along at well past a Hummer’s top speed. That flat windshield creates a lot of wind noise, though. It’s not a typical Mercedes ride by any stretch. If you listen carefully, you can hear the gasoline swirling away to the tune of a gallon every fourteen miles or so.
The five-speed automatic transmission is connected to the mother of all four-wheel drive systems. High and low ranges in the transfer case are fully synchronized, and the G500 has three locking differentials. Off-road and in extremely slippery conditions, locking the differentials helps to reduce wheelspin. Many serious off-road trucks offer a locking center differential, which splits power evenly to the front and rear. Aftermarket companies offer locking rear differentials for off-roading Jeeps and other trucks as well, but the G500 comes from the factory with locking differentials at the front, center and rear. Overkill? Depends on where you’re going to drive. On paved roads there’s never a need to lock any of the differentials, especially with Mercedes’ ubiquitous ESP stability control as part of the package. Four-wheel disc brakes with ABS are also included. The G500′s surprising stopping ability saved a certain blue Suburban from certain doom by hauling the big, heavy beast down from speed without drama.
The suspension is crude, but hard-core off-roaders will approve of the tried-and-true solid front and rear axles. Coil springs and gas shocks are mounted at all four corners. With solid axles, the ride suffers, but off-road articulation is improved. The G500 can crawl up slopes that stop most unmodified 4x4s–up to a thirty-six degree grade. On the other hand, the G500 requires attention when going around paved curves. This is a vehicle that deserves its “SUVs handle differently” warning sticker. Straight lines are fine, but in turns the G500′s height will get the better of it quickly.
You’ve probably already guessed that this is not a vehicle intended for mass consumption. Mercedes plans to keep production under 2000 G500s a year. With a price that starts at $72,500, posers need not apply. No G500 will be happy unless it gets to go in the mud once in a while, so if you’re looking for a luxury sport-ute with lots of curb presence and that all-important cachet…buy a Range Rover. If you want a luxury SUV that’s got serious off-road ability and don’t mind sacrificing a few creature comforts, the G500 might be for you. Just try not to squash any of those flimsy little pavement-only sport-utilities.
Specifications:
All specs are for the 2002 Mercedes G500, which we tested.
Length: 183.5 in.
Width: 69.3 in.
Height: 72.3 in.
Wheelbase: 112.0 in.
Curb weight: 5423 lb.
Cargo space: 45 cu.ft. (seats up)/79.5 cu.ft. (seats folded)
Base price: $72,500
Price as tested: $73,165
Engine: 5.0 liter SOHC V8
Drivetrain: five-speed automatic, four-wheel drive
Horsepower: 292 @ 5500
Torque: 336 @ 2200-4000
Fuel capacity: 25.4 gal.
Est. mileage: 12/14
2002 Mercedes C230 Sport
Jul 3rd
With the new Mercedes C230 Sports Coupe’s surprisingly low price, there are bound to be a lot of drivers new to Mercedes running around out there in the next year or so. To those Mercedes neophytes: Welcome! You’re about to learn what that three-pointed star is all about. Even though it’s at the bottom of the lineup, the C230 Sports Coupe doesn’t lack for any of the qualities that make a Mercedes what it is.
As part of Mercedes’ attempt to broaden its appeal in the US, the C230 Sports Coupe’s mission in life is to make Mercedes-Benz’ unique blend of performance, quality, and luxury available to buyers all across the economic scale, rather than just the super-rich. Based on the new-for-2001 C-Class sedan, Mercedes’ “two-door debutante” is the only “premium hatchback” currently for sale in the United States. And as the price leader, it’s Mercedes’ all-important introduction to new buyers.
For those who aren’t intimately familiar with the marque, the C230 Sports Coupe’s styling is classic Mercedes. Like the rest of the C-Class, it has oval headlamps and a wide chrome grill whose basic look dates back to Mercedes cars of the Sixties. The hatchback body is proportioned nicely despite being chopped seven inches, with only a hint of stubbiness at the tail end. The classic Mercedes nose keeps the C230 Sports Coupe from looking like an economy car. This is the long-hood, short-tail look popularized by classic muscle cars, taken to extremes. 16″ alloy wheels are standard. At the rear, there’s a small window in the hatchback, reminiscent of Honda CRX and Mazda MX-3, which improves visibility slightly.
Not doing much for visibility but helping the mood inside tremendously is the optional “panorama sunroof.” Check this option box, and the C230 Sports Coupe arrives with a full-width sunroof over the front seat passengers, and a second glass panel over the rear seat. Retractable covers make the C230 Sports Coupe’s interior bright and airy, even on rainy days. The front section of the glass roof can be opened just like a sunroof as well. Should you choose to move farther up the pecking order into more expensive Mercedes cars (or trucks) in the future, the interiors will remain familiar places. The C230 Sports Coupe shares the C-Class’ “rainbow” speedometer/tachometer and driver information center, and adds cool upholstery to the seats. Our three ergonomic complaints are all typical of Mercedes. First, the psychotic sound system’s vague, confusing controls will require repeated trips to the owner’s manual. Second, the sound system’s insistence on varying volume with speed means that the radio is perpetually too loud or too quiet. GM cars also have this feature, but unlike Mercedes’ it can be turned off. Lastly, the C230 Sports Coupe has a pedal parking brake, whose operation in a manual transmission-equipped car can require some foot-jockeying.
Once on the road, it’s a good idea for Mercedes tyros to remember that Mercedes cars do not care how fast you are going. Period. The C230 Sports Coupe is capable of the same effortless autobahn cruising as every other Mercedes product we’ve tested. For drivers used to other cars, this can be a shock. Even a capable Corvette or Celica tends to accompany high speed with a certain amount of drama, if only to remind you that you’re really, really exceeding the speed limit. There are no such indicators from the C230 Sports Coupe. Forty, eighty, and one hundred twenty miles per hour all feel the same. It’s an amazing feat for a small car. Don’t say we didn’t warn you.
The slick freeway manners come thanks in part to a 2.3 liter supercharged 16-valve four-cylinder. Not only does this engine–shared with the SLK roadsters–pump out 192 horsepower, but a wide torque band makes that power available just about whenever it’s requested. With its belt-driven supercharger, there’s almost as much off-the-line grunt as a six-cylinder engine, but without the larger motor’s fuel consumption. Standing starts on extremely steep hills brought out a bit of four-cylinder breathlessness, but the belt-driven, nearly silent supercharger took care of them in short order. The motor is hooked up to a very smooth-shifting six-speed manual transmission. An automatic is also available. The six-speed has longish throws, but straddles the line between sporty and easy to drive very well. The C230 Sports Coupe’s top speed is reached in sixth gear, and is faster than you ought to be going on public roads.
The suspension does its part to contribute to the C230 Sports Coupe’s Mercedes experience. Compared to its four-door counterpart, the Sports Coupe is slightly lowered, and the shocks are stiffer. A three-link front suspension does wonders for steering feel, especially at high speeds. At the back, a multi-link rear is similar to the C-Class sedan’s but has been stiffened to keep the rear-drive car from getting too tail-happy. Four-wheel disc brakes and Mercedes’ Electronic Stability Program (ESP) are also standard. ESP combines skid control and a panic-braking-assist systems into a general traction control package, and as on other Mercedes (we keep saying that, don’t we?) its function is almost seamless. The C230 Sports Coupe is more than capable on the freeway, and it doesn’t mind an occasional twist thrown its way either. It’s not a full-fledged sports car–an Honda S2000 or BMW M3 would leave it for dead on a race track–but the C230 Sports Coupe is willing to play.
Best of all, the C230 Sports Coupe isn’t a stripped-down, bargain-basement Mercedes. Standard equipment includes anti-lock brakes, an antitheft system with a cool infrared key (instead of the typical metal and plastic affair), cruise control, front and side air bags, and heated mirrors. Mercedes’ Tele Aid emergency service system is also included. Not a bad deal for $24,950. The panoramic sunroof adds $995 to the bottom line; our test car stickered for $26,590 and was more than a bargain at that price. Audi and BMW are also poised to roll out “premium compacts” in the next few years, but it’s a sure bet none of them will have anything like the C230 Sports Coupe’s Mercedes mystique.
Specifications:
All specs are for the 2002 Mercedes C230 Kompressor Sports Coupe, which we tested.
Base price: $24,950
Price as tested: $26,590
Engine: 2.3 liter DOHC supercharged 16-valve I-4
Drivetrain: six-speed manual, rear wheel drive
Horsepower: 192 @ 5500
Torque: 200 @ 2500-4800
Est. mileage: 19/29