Automotive Reviews
Posts tagged sport sedan
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
2004 Lincoln LS
Sep 2nd
Lincoln’s fun-to-drive, well-mannered LS sedan has unfortunately been something of a wallflower since its introduction in 1999–in spite of capturing top honors as Motor Trend’s Car of the Year that year. That’s partly because it’s a very good car in a segment that consists of nothing but very good cars. The buyers of upscale sports sedans have been among the most discerning and, well, downright picky consumers since BMW and Mercedes came over in the early 1980s and hooked a generation of Yuppies on the joys of sports-car performance in a leather-wrapped four-door.
Lincoln hopes to increase the wow-factor of its shy four-door hot rod with the introduction of a new LSE performance and appearance package. Quieter running, smoother transmission and a new “Ultimate” option package should also help the LS to get noticed.
The LS has been blessed (some might say cursed) with the same handsome, conservative lines since its introduction. A black trapezoidal grille with a bold chrome surround puts the family heritage right up front, and quad round headlamps under glass are aggressively sporty. The LS is long and low, with big wheels and strong fender flares. The styling isn’t quite dated; it has a hint of the Sixties Lincolns designed by Virgil Exner (Lincoln purists, put those torches away, I said it was a hint) and even though it’s been a while since the LS’ introduction the face is aging well. The LSE is the most aggressive LS, with a body-color grille, a handsomely smoothed front valance with a gaping air intake and round foglights, special seven-spoke chrome wheels and a rocker panel extension that wraps around into the rear bumper.
The greatest evolutionary strides have been made to the interior. The tall center console is three times bigger than it used to be, and splits the front compartment into driver and passenger cockpits. Like the rest of the Lincoln lineup, the LS’ interior is accented with satiny nickel trim. Wood, aluminum or lacquered trim is used depending on the model. The LS was already a comfortable place to spend a day of driving and the available THX sound system makes it even more so. The full-Cleveland LS Ultimate shows that Lincoln hasn’t forgotten how to do gadgets, either; adjustable pedals, GPS, heated and cooled front seats, heated rear seats, rain-sensing wipers, a rear parking assist, and Sirius satellite radio are all on the list.
A front-engine, rear-drive layout is the basic ingredient of the LS’ sporting nature. The 3.0 liter V6 puts out 232 horsepower and enables the LS to play with the likes of Lexus’ IS300 and Acura’s 3.2TL. Opt for the 3.9 liter V8 in your LS and you’ll get 280 horses, as well as the ability to dance with sedans like Mercedes’ E-Class and Audi’s A6. Both V6 and V8 engines feature variable cam timing and electronic throttle control, for improved power delivery. There’s only one sour spot; a five-speed automatic is the only transmission offered.
The lack of a manual is likely to drop the LS off of many enthusiasts’ lists, and that’s too bad because it really is fun to drive, even with the slushbox. For 2004 suspension tweaks have tightened the front end just a little, but the fully independent setup that puts unequal-length control arms at all four corners (instead of the less racy MacPherson struts found on more pedestrian cars). It’s not quite a BMW 5-series killer, but the LS will happily run with any Acura or Cadillac you care to name in spite of a rather portly 3800-lb curb weight. Over our handling loop we even enjoyed the LS more than we did the Jaguar X-type. AdvanceTrac stability control is also available. In our wet-pavement driving, we found AdvanceTrac to be smart enough to keep the LS pointed straight even during intentionally stupid maneuvers.
We like the LSE best, with its racier looks, but the whole LS lineup is impressive. Pricing starts at $34,495 for V6 powered models, and $40,060 for the V8.
Specifications:
All specs are for the 2004 Lincoln LS.
Length: 193.9 in.
Width: 73.2 in.
Height: 56.1 in.
Wheelbase: 114.5 in.
Curb weight: 3768 lb.
Cargo space: 13.5 cu.ft.
Base price: $40,060 (2003)
Engine: 3.9 liter DOHC 32-valve V8
Drivetrain: five-speed automatic, rear-wheel drive
Horsepower: 280 @ 4000
Torque: 286 @ 4000
Est. mileage: 18/24
2003 Volkswagen Jetta GLI
Aug 22nd
Are you looking for a decent sedan that will make your Car Guy friends nod in appreciation without costing an arm and a leg? Look no farther than the Volkswagen Jetta.
The Jetta may not have grabbed your eye lately, because the design hasn’t changed much for a while. But that doesn’t mean it’s out of fashion by a long shot. Volkswagen’s compact sedan stands out from the crowd with exceptional build quality and long list of standard equipment. For 2003, the Jetta gains additional standard and optional features for the lowest-priced GL model, a few interior tweaks and some new colors.
The Jetta combines traditional sedan design with a hint of the distinct arched shape of the New Beetle for an overall look that’s weathered well in the years that have passed since its last complete redesign. The wheels are large and pushed out to the corners, and 17″ wheels with painted accents fill the car out nicely. Bold “VW” badges front and rear and the high, short trunk are Jetta hallmarks. We’re always impressed by Volkswagen’s precise, even panel lines, which give the car a well-built look.
It feels just as solid as it looks, too. Our Jetta GLI test car was equipped with the 200-hp VR6 six-cylinder, and Volkswagen’s torquey V6 is always a pleasure to drive around town. Hooked up to a light, smooth-shifting six-speed manual transmission, the VR6 revs almost silently. We frequently forgot to shift into sixth gear, even when the engine was turning 4000 rpm on the highway; it’s just that quiet. We noticed an odd flat spot in the VR6′ power delivery, but didn’t find it too annoying. A five-speed automatic transmission is also available. Jettas can be had with a 180-horsepower 1.8 liter turbo engine for slightly better gas mileage with minimal sacrifice in acceleration thrills, and a 115-horse 2.0-liter for much better mileage. Want to go all-out in fuel economy? A 90-horsepower, 1.9 liter direct-injection turbodiesel gets 49 mpg on the highway.
The Jetta stays connected to the road through an independent front, torsion-beam rear suspension. The car is as tight as a drum through hard turns, and it’s hard to imagine that VW intends this only as a sedan that’s fun to drive and not as an all-out sports sedan, because it’s better composed than many of them. Steering response is enthusiastic without being sports-car twitchy. Anti-lock brakes are standard. The GLI and GLX models feature VW’s Electronic Stabilization Program (ESP) stability control as standard equipment. It’s optional on lower-priced models. The Jetta does not shy away when driven with urgency.
The comfortable driving position is also welcome. The seats could be easier to adjust, but once in place, the shifter, radio and air conditioning controls all fall right to hand, and VW’s signature blue gauges are easy to read. If there’s anything the Jetta could use, it’s a little bit more storage space inside; the door pockets and tiny armrest/console don’t offer much. Never mind that, though; this is an interior that invites you to get in and just go somewhere, anywhere. You can take three friends with you, too. Side-curtain airbags are standard, protecting front and rear occupants. Volkswagen is generous with standard equipment, too. The least expensive Jetta you can buy will go out the door with intermittent wipers, air conditioning, cruise control and a factory alarm. Considering that the least expensive Jetta you can buy retails for just a whisker over $17,000, that’s nice news indeed.
Basically, what you’ve got here is an incredibly friendly yet sensible sedan, and that’s quite a good thing indeed. The Jetta is available in four flavors: GL, GLS, GLI and GLX, in order of ascending base price. Our test vehicle was a Jetta GLI, with the standard-issue V6 engine and six-speed transmission. The leather interior, Monsoon sound system and rear spoiler were optional equipment and pushed the sticker price from its $22,950 starting point to $26,044.
Specifications:
All specs are for the 2003 Volkswagen Jetta GLI, which we tested.
Length: 172.3 in.
Width: 68.3 in.
Height: 56.7 in.
Wheelbase: 98.9 in.
Curb weight: 3179 lb.
Cargo space: 13 cu.ft.
Base price: $22,950
Price as tested: $26,044
Engine: 2.0 liter DOHC V6
Drivetrain: six-speed manual, front-wheel drive
Horsepower: 200 @ 6200
Torque: 195 @ 3200
Fuel capacity: 14.5 gal.
Est. mileage: 21/29