2012 Mercedes-Benz E63 AMG
This is a reworked version of the Mercedes-Benz E63 AMG packing upgraded features and a completely new engine--with added performance.
Out goes the familiar, naturally aspirated 6.2-liter V8 engine that has powered the E63 AMG since 2009. In comes the same twin-turbocharged, 5.5-liter V8 mill found in the CLS63, the S63 and the CL63 AMG.
In standard guise, the blown unit kicks out 518 hp, or the same as the old engine, although peak power is now developed earlier in the range, at 5,250 rpm. Torque grows to 516 lb-ft at just 1,700 rpm, or 3,500 rpm earlier than before.
Place a tick in the box marked “performance package,” and AMG adds an upgraded engine-management system. It introduces more turbocharger-boost pressure, among other measures, in a move that raises output to 550 hp at 5,250 rpm, while raising torque an additional 74 lb-ft to 590 lb-ft at 2,000 rpm.
The new engine is mated to a revised version of AMG's MCT (multiclutch transmission), which sends drive to the rear wheels. The seven-speed unit forgoes the torque converter of Mercedes' standard seven-speed 7G-Tronic automatic, replacing it with an automatically operated wet start-up clutch.
The revised gearbox, produced in-house at a Mercedes factory near Stuttgart in Germany, continues to offer “S” (sport), “S+” (sport-plus) and “M” (manual) modes--the latter of which holds the driver's selected gear at the redline instead of automatically changing up a cog. There's also an “RS” (race start) mode for rapid starts.
But in place of the previous comfort mode, there's now what AMG calls “C” for controlled efficiency. It introduces a number of fuel-saving features, including automatic stop/start and an electronics package that sees the E63 launch in second gear in a bid to maximize economy.
Another significant change is the switch from a traditional hydraulically operated steering system to the same electromechanical arrangement used by the CLS63.
Along with the mechanical upgrades, the E63 also boasts slight exterior revisions and a series of new interior features, including the same three-spoke steering wheel used in the CLS63, plus revised instrument graphics.
The E63 was already among the fastest production sedans on sale in the U.S. market. With the switch to AMG's latest engine, it not only gains a solid dose of added torque, but a further dimension in performance, with improved off-the-line acceleration, greater in-gear shove, more refined cruising traits and--as far as turbocharged powerplants go--a terrific baritone blare at full tilt.
The performance of the engine is clearly more accessible than that of the old naturally aspirated unit, which needed to be worked harder before delivering its best. The defining characteristic is the enormous flexibility that is created as the two turbochargers--one operating on each bank of cylinders--begin to spool up from not much beyond the 800-rpm idle.
2012 Mercedes-Benz M-class
Out goes the familiar, naturally aspirated 6.2-liter V8 engine that has powered the E63 AMG since 2009. In comes the same twin-turbocharged, 5.5-liter V8 mill found in the CLS63, the S63 and the CL63 AMG.
In standard guise, the blown unit kicks out 518 hp, or the same as the old engine, although peak power is now developed earlier in the range, at 5,250 rpm. Torque grows to 516 lb-ft at just 1,700 rpm, or 3,500 rpm earlier than before.
Place a tick in the box marked “performance package,” and AMG adds an upgraded engine-management system. It introduces more turbocharger-boost pressure, among other measures, in a move that raises output to 550 hp at 5,250 rpm, while raising torque an additional 74 lb-ft to 590 lb-ft at 2,000 rpm.
The new engine is mated to a revised version of AMG's MCT (multiclutch transmission), which sends drive to the rear wheels. The seven-speed unit forgoes the torque converter of Mercedes' standard seven-speed 7G-Tronic automatic, replacing it with an automatically operated wet start-up clutch.
The revised gearbox, produced in-house at a Mercedes factory near Stuttgart in Germany, continues to offer “S” (sport), “S+” (sport-plus) and “M” (manual) modes--the latter of which holds the driver's selected gear at the redline instead of automatically changing up a cog. There's also an “RS” (race start) mode for rapid starts.
But in place of the previous comfort mode, there's now what AMG calls “C” for controlled efficiency. It introduces a number of fuel-saving features, including automatic stop/start and an electronics package that sees the E63 launch in second gear in a bid to maximize economy.
Another significant change is the switch from a traditional hydraulically operated steering system to the same electromechanical arrangement used by the CLS63.
Along with the mechanical upgrades, the E63 also boasts slight exterior revisions and a series of new interior features, including the same three-spoke steering wheel used in the CLS63, plus revised instrument graphics.
The E63 was already among the fastest production sedans on sale in the U.S. market. With the switch to AMG's latest engine, it not only gains a solid dose of added torque, but a further dimension in performance, with improved off-the-line acceleration, greater in-gear shove, more refined cruising traits and--as far as turbocharged powerplants go--a terrific baritone blare at full tilt.
The performance of the engine is clearly more accessible than that of the old naturally aspirated unit, which needed to be worked harder before delivering its best. The defining characteristic is the enormous flexibility that is created as the two turbochargers--one operating on each bank of cylinders--begin to spool up from not much beyond the 800-rpm idle.
2012 Mercedes-Benz M-class
Power is up, along with fuel economy, in the third generation of the Mercedes-Benz M-class sport-utility vehicle. It debuts in September in the United States in two versions: The ML350 Bluetec 3.0-liter V6 turbodiesel has an output of 240 hp and 455-lb-ft of torque and estimated fuel consumption of 20 mpg city and 25 mpg highway. The gasoline direct-injection 3.5-liter V6 ML350 4Matic, with 302 hp and 273 lb-ft of torque, has an estimated fuel economy of 17/22 mpg.
Despite significant upgrades, pricing stays the same for 2012, with the ML350 4Matic checking in at $49,865 including destination, while the diesel adds just $1,500 to that base price.
Mercedes says it invented the crossover-utility segment 14 years ago with the original M-class. With the latest iteration, it plans to reclaim leadership in the segment where competitors include the BMW X5, the Lexus RX, the Acura MDX and the Cadillac SRX. Hardly a small hill to climb, but Mercedes officials say their car's combination of refinement, luxury, safety and high technology will give it an edge.
What is it like to drive?
We got behind the wheel of both models in the wilds of Montana, where the pavement is smooth and winds through mountains and wide-open spaces. Though most Mercedes M-class cars will spend much of their time on suburban driving cycles, running through the twisty roads provided ample opportunity to push the car to the limit.
You get a feel for the relative differences between the standard suspension and the optional dual-mode active-chassis setup. The regular suspension is likely fine for most drivers, but if your driving style leans toward sporty, you'll want to investigate an upgrade to the optional suspension.
The sport setting on the M-class chassis does a fantastic job of keeping the vehicle flat through corners and seems to all but eliminate dive under hard braking. At the same time, the ride remains reasonably supple, not losing its smoothness at the expense of body stability. Both engines are up to the task of propelling the 4,753-pound vehicle from launch (7.3 seconds from 0 to 60 mph for either engine), but higher-speed response suffers in the diesel. Both are quick to react to a call for power at speed, but the gasoline engine is more capable of delivering. If you need more grunt, you'll have to wait for the 4.6-liter biturbo V8 model due in early 2012.
The electromechanical steering is steady and linear, but we sometimes found the "Lane Keeping Assist" safety option a little too active in nudging us back into our lane when we strayed across the center line. An adaptive setting reduces much of the intervention when driving enthusiastically, while the standard setting actively taps the brakes to bring the 2012 M-class back into the lane when it detects drift.
2012 Mercedes-Benz SLK350
This 2012 Mercedes-Benz SLK350 is an athletic package with a surprisingly tight chassis and aggressive seven-speed automatic. The suspension walks the fine line of (slightly) beating up the driver, which is an invigorating experience for a Benz.
The V6 is loud and strong and almost a bit uncouth, cackling and roaring at various points in the band. It's a healthy amount of power, and frankly, it's needed to jolt this two-seater into motion. This is a small car, but 3,400 pounds on its bones is rather well-fed and it feels that way at times. I know it's because of the retractable hardtop, but still.
The steering is light and quick, and the cabin is well-appointed and comfortable. It fit my five-foot-nine frame perfectly. I really can't remember when I was this comfortable in a car this size.
The other standout feature is the sunroof, which changes color (in simple terms) to let in different amounts of light. It is fun, looks cool and sets a serene scene for driving. The retractable roof works fine and the open-air experience is pleasant.
I love the SLS-inspired looks and proportions up front. It's exactly how a Mercedes roadster should look. This is a fun car. Not perfect, but a lot of energy and adrenaline is served up for the driver.
Somebody in the office the other day was talking about chick cars. Is this one? I'd argue the old one was, and this is my first time in the new car, the third generation of the SLK. Sure enough, where the old one appealed mostly to gals, Mercedes-Benz is trying to get more men interested.
The car looks better, with a bit of an SLS/CLS front end. It also feels wider to me, and thus the interior seems a bit roomier. The ride/handling feels good, with good balance and body control and quick steering. There's decent power as well, and it felt better than I thought it would.
I liked it better than it thought I would overall and enjoyed my time in it with the top down. I don't know if that's because I wasn't expecting much or what, though.The interior is nice and is done in a tasteful manner with comfortable and supportive seats. It is, however, rather tight in the cabin, and the trunk isn't much to talk about, either. If you're thinking of a road trip, you better pack light.
2012 Mercedes-Benz SLS AMG Roadster
Mercedes-Benz takes the top off the SLS and lets the sun shine in. The same great drivetrain and suspension is now topped with a fully automatic retractable canvas roof with solid rear glass. The top goes up or down in 11 seconds and can even be operated at speeds up to 31 mph, so you don't have to block traffic when the sun comes out all of a sudden.
Since the SLS was designed from the outset to accommodate a soft top, additional structural reinforcements were limited to slight modifications of the door sills and some cross-bracing, all of which added only 4.4 pounds to the body-in-white. Total weight increase for the roadster version was only 88 pounds. Total increase in fun was considerably more.
Is there a better grand tourer made today? Seriously, if you had to--say someone forced you--to drive the greatest roads of, say, Europe, all of the greatest roads, well, OK, then you'd have about a million choices for which car to take. But if you wanted to take someone along and you wanted that person to be comfortable and, indeed, you wanted a high level of comfort to go with your high-speed Alpine Pass-crossings, the list of cars to do it in shrinks a bit. After careful consideration you might find the SLS Roadster on top of the list.
The powertrain is unchanged from the coupe. The 6.2-liter V8 still makes 571 hp at 6,800 rpm and 480 lb-ft of torque, and it still sounds great doing it. The difference is you can now hear that wonderful thunderous cacophony much better with the top down. Blasting through the many tunnels of the Alpes Maritimes we pulled the "down" paddle on the left side of the steering wheel just to hear the sound of the pipes echoing off the cool limestone.
Our drive route took us from the Grand Prix course in the streets of Monaco--specifically through the start/finish, the bus-stop chicane and through the tunnel--to long winding stretches of the Rallye Monte Carlo through Sospel. In the city and along the beaches of the Cote d'Azure with the top down, the SLS Roadster was perfect for communing with the beach community. The SLS behaves perfectly smoothly in stop-and-go traffic and could easily function as a daily driver. Once up in the hills we could set the transmission and suspension to whatever was appropriate for mountain pursuit driving. The transmission can go from normal to sport and sport-plus depending on your mood and there is a new feature, to be shared with the coupe, that allows for three stiffness settings for the suspension. And, thankfully, there is a "traction off" button, which we employed for the many hairpin switchbacks. The power of the car was easy to lay down onto the roads, and the stability of the SLS Roadster, just as in the coupe, is amazing. We never got into any trouble despite roads that would eat lesser cars for lunch.
2012 Mercedes-Benz SLK55 AMG
The SLK55 is the latest Mercedes-Benz to get the AMG treatment--AMG sport suspension, bigger brakes, special wheels, spoiler, chrome tailpipes, you know the drill. With 415 hp and 398 lb-ft of torque from its normally aspirated and direct-injection 5.5-liter V8, the much-tougher-looking SLK55 also gives the standard SLK, now in its third generation, the needed kick in the pants it needs to compete with the Porsche Boxsters of the world.
What is it like to drive?
There's plenty of power, and naturally it's faster than a standard SLK, with 60 mph arriving in 4.5 seconds (top speed is limited to 155 mph). The sport suspension makes for a slightly firmer ride but on two-lane roads between San Francisco and the Monterey Peninsula, it felt fine--buttoned up and quick- reacting and stiff, but also perfect for just cruising. Detroit's potholes could be another matter--we'll let you know.
The seven-speed transmission's shifts were smooth in both auto and manual modes. There's stop/star and cylinder deactivation, which cuts the two, three, five and eight cylinders during cruising. It works between 800 rpm and 3,600 rpm, and 170 lb-ft of torque is still available in four-cylinder mode. The system is almost imperceptible, with just a slightly different exhaust note while in four-cylinder mode. AMG officials haven't released mileage figures yet but say the system increases fuel economy by 8 percent to 10 percent. We averaged 25.5 mpg on our drive--not bad for having 400-plus hp under your foot.
Do I want one?
The car goes on sale in March and prices haven't been set yet. Expect it to cost about $70,000. We like what we've seen so far, and if you've been considering a Boxster or a BMW Z4, then the SLK55 is worth a look.
2011 Mercedes-Benz E350 4Matic Wagon
This 2011 Mercedes-Benz E350 4Matic wagon is one lovely cruiser, a car that seems to induce a natural feeling of automotive calm and composure, where the unhurried drive is as important as the destination.
I find the styling rather dashing, but in a subdued way that doesn't detract from its role as a comfortable family wagon. Inside, it's pure Benz elegance, from the supportive leather-wrapped seats to the light-touch center-console opener. There's even a little sporty flair there in touches such as the flat-bottomed leather-wrapped steering wheel and paddle shifters.
The 3.5-liter engine is plenty for most needs and powers the all-wheel drive seamlessly via the seven-speed autobox. This car is steady, steady, steady.
If the car needs anything, it'd be the new steering-column setup from the ML (with the cruise-control stalk at eight o'clock) and a blind-spot-detection system to warn about smaller vehicles lost in the big B-, C- and D-pillars.
The gasoline engine doesn't have nearly the torque of the diesel--that would be the combination, but it's not offered in the wagon. The interior is comfortable, I really like the seats. Some here will say they are too flat, but they fit my rear end perfectly.
The sum of the E-class seems to me to be a car for those who want a sporting wagon but still want to be coddled a little. As I said before, it's a nice car to get in to at the end of the day. The harder your day was, the more you'll appreciate the car.
2011 Mercedes-Benz E350 4Matic Wagon
Base Price: $57,075
As-Tested Price: $67,035
Drivetrain: 3.5-liter V6; AWD, seven-speed automatic
Output: 268 hp @ 6,000 rpm, 258 lb-ft @ 2,400-5,000 rpm
Curb Weight: 4,213 lb
Fuel Economy (EPA/AW): 19/19.6 mpg
2012 Mercedes-Benz C63 AMG Black Series Coupe
The fourth installment in AMG's track-oriented Black Series, the Mercedes-Benz C63 AMG Black Series coupe goes on sale in the United States next March. The limited-production coupe, based on the C63 AMG coupe, joins the SLK55 AMG, the CLK55 AMG and the SL65 AMG as a Black Series offering.
One fleeting glance is enough to tell you that this is no ordinary C63 AMG coupe. The standard body was heavily massaged to supply additional cooling to its upgraded engine, accommodate a modified chassis and provide the basis for a race-grade aerodynamic package. The result is one of the meanest-looking road-going Mercedes-Benzes we've ever laid our eyes on. It looks fast--really fast--just standing still.
Sitting under the ducted hood is AMG's naturally aspirated 6.2-liter V8 kicking out 510 hp at 6,200 rpm and 457 lb-ft of torque at 5,200 rpm, some 57 hp and 133 lb-ft more than the naturally aspirated 4.4-liter V8 engine of the BMW M3 GTS. It's the same engine used in the standard C63 AMG coupe but with some lightweight internal parts and a larger inlet manifold that combine to improve overall throttle response and boost power.
As with previous Black Series models, AMG pared down the C63 in a bid to raise performance. Among the parts not deemed necessary is the back seat. But it is certainly no lightweight, with a claimed curb weight of 3,770 pounds.
Power is channeled to the rear wheels via AMG's seven-speed multiclutch transmission (MCT) and a revised version of the C63 coupe AMG's optional locking differential that provides greater lockup, both under load and on overrun. Official figures put the 0-to-60-mph time at 4.2 seconds, and the top speed is limited to 186 mph.
It's surprisingly straightforward for a car whose development has concentrated largely on how it performs at the track. There is nothing particularly tricky to learn before you feel you can confidently explore its limits, even at a place like the Laguna Seca circuit in California, where Mercedes-Benz launched the C63 AMG Black Series coupe.
You simply climb into the heavily contoured driver's seat with its nonadjustable backrest and carbon-fiber shell, buckle up, crank the key in the ignition to the right of the wonderfully proportioned flat-bottom steering wheel, slot the stubby gear lever back three notches and accelerate away. Dialing the AMG Performance Control switch into sport-plus mode places the steering, damping, gearbox and electronic-stability program all in their most extreme settings.
At speed, the sheer flexibility of the power delivery grabs your attention. With such abundant torque, the C63 AMG Black Series hauls from 2,000 rpm all the way up to the 7,000-rpm redline with startling performance.
With some heat in the tires, you become immediately aware of the added response from the powertrain and the reworked chassis. The grip levels are so high that you only begin to approach the limits through tighter corners. But there are a couple of tricky turns at Laguna Seca that allow you to explore the edge of the dynamic envelope in relative safety. Do so, and contrary to what you might imagine, the C63 AMG Black Series proves easier to control than the regular C63 AMG.
Despite significant upgrades, pricing stays the same for 2012, with the ML350 4Matic checking in at $49,865 including destination, while the diesel adds just $1,500 to that base price.
Mercedes says it invented the crossover-utility segment 14 years ago with the original M-class. With the latest iteration, it plans to reclaim leadership in the segment where competitors include the BMW X5, the Lexus RX, the Acura MDX and the Cadillac SRX. Hardly a small hill to climb, but Mercedes officials say their car's combination of refinement, luxury, safety and high technology will give it an edge.
What is it like to drive?
We got behind the wheel of both models in the wilds of Montana, where the pavement is smooth and winds through mountains and wide-open spaces. Though most Mercedes M-class cars will spend much of their time on suburban driving cycles, running through the twisty roads provided ample opportunity to push the car to the limit.
You get a feel for the relative differences between the standard suspension and the optional dual-mode active-chassis setup. The regular suspension is likely fine for most drivers, but if your driving style leans toward sporty, you'll want to investigate an upgrade to the optional suspension.
The sport setting on the M-class chassis does a fantastic job of keeping the vehicle flat through corners and seems to all but eliminate dive under hard braking. At the same time, the ride remains reasonably supple, not losing its smoothness at the expense of body stability. Both engines are up to the task of propelling the 4,753-pound vehicle from launch (7.3 seconds from 0 to 60 mph for either engine), but higher-speed response suffers in the diesel. Both are quick to react to a call for power at speed, but the gasoline engine is more capable of delivering. If you need more grunt, you'll have to wait for the 4.6-liter biturbo V8 model due in early 2012.
The electromechanical steering is steady and linear, but we sometimes found the "Lane Keeping Assist" safety option a little too active in nudging us back into our lane when we strayed across the center line. An adaptive setting reduces much of the intervention when driving enthusiastically, while the standard setting actively taps the brakes to bring the 2012 M-class back into the lane when it detects drift.
2012 Mercedes-Benz SLK350
This 2012 Mercedes-Benz SLK350 is an athletic package with a surprisingly tight chassis and aggressive seven-speed automatic. The suspension walks the fine line of (slightly) beating up the driver, which is an invigorating experience for a Benz.
The V6 is loud and strong and almost a bit uncouth, cackling and roaring at various points in the band. It's a healthy amount of power, and frankly, it's needed to jolt this two-seater into motion. This is a small car, but 3,400 pounds on its bones is rather well-fed and it feels that way at times. I know it's because of the retractable hardtop, but still.
The steering is light and quick, and the cabin is well-appointed and comfortable. It fit my five-foot-nine frame perfectly. I really can't remember when I was this comfortable in a car this size.
The other standout feature is the sunroof, which changes color (in simple terms) to let in different amounts of light. It is fun, looks cool and sets a serene scene for driving. The retractable roof works fine and the open-air experience is pleasant.
I love the SLS-inspired looks and proportions up front. It's exactly how a Mercedes roadster should look. This is a fun car. Not perfect, but a lot of energy and adrenaline is served up for the driver.
Somebody in the office the other day was talking about chick cars. Is this one? I'd argue the old one was, and this is my first time in the new car, the third generation of the SLK. Sure enough, where the old one appealed mostly to gals, Mercedes-Benz is trying to get more men interested.
The car looks better, with a bit of an SLS/CLS front end. It also feels wider to me, and thus the interior seems a bit roomier. The ride/handling feels good, with good balance and body control and quick steering. There's decent power as well, and it felt better than I thought it would.
I liked it better than it thought I would overall and enjoyed my time in it with the top down. I don't know if that's because I wasn't expecting much or what, though.The interior is nice and is done in a tasteful manner with comfortable and supportive seats. It is, however, rather tight in the cabin, and the trunk isn't much to talk about, either. If you're thinking of a road trip, you better pack light.
2012 Mercedes-Benz SLS AMG Roadster
Mercedes-Benz takes the top off the SLS and lets the sun shine in. The same great drivetrain and suspension is now topped with a fully automatic retractable canvas roof with solid rear glass. The top goes up or down in 11 seconds and can even be operated at speeds up to 31 mph, so you don't have to block traffic when the sun comes out all of a sudden.
Since the SLS was designed from the outset to accommodate a soft top, additional structural reinforcements were limited to slight modifications of the door sills and some cross-bracing, all of which added only 4.4 pounds to the body-in-white. Total weight increase for the roadster version was only 88 pounds. Total increase in fun was considerably more.
Is there a better grand tourer made today? Seriously, if you had to--say someone forced you--to drive the greatest roads of, say, Europe, all of the greatest roads, well, OK, then you'd have about a million choices for which car to take. But if you wanted to take someone along and you wanted that person to be comfortable and, indeed, you wanted a high level of comfort to go with your high-speed Alpine Pass-crossings, the list of cars to do it in shrinks a bit. After careful consideration you might find the SLS Roadster on top of the list.
The powertrain is unchanged from the coupe. The 6.2-liter V8 still makes 571 hp at 6,800 rpm and 480 lb-ft of torque, and it still sounds great doing it. The difference is you can now hear that wonderful thunderous cacophony much better with the top down. Blasting through the many tunnels of the Alpes Maritimes we pulled the "down" paddle on the left side of the steering wheel just to hear the sound of the pipes echoing off the cool limestone.
Our drive route took us from the Grand Prix course in the streets of Monaco--specifically through the start/finish, the bus-stop chicane and through the tunnel--to long winding stretches of the Rallye Monte Carlo through Sospel. In the city and along the beaches of the Cote d'Azure with the top down, the SLS Roadster was perfect for communing with the beach community. The SLS behaves perfectly smoothly in stop-and-go traffic and could easily function as a daily driver. Once up in the hills we could set the transmission and suspension to whatever was appropriate for mountain pursuit driving. The transmission can go from normal to sport and sport-plus depending on your mood and there is a new feature, to be shared with the coupe, that allows for three stiffness settings for the suspension. And, thankfully, there is a "traction off" button, which we employed for the many hairpin switchbacks. The power of the car was easy to lay down onto the roads, and the stability of the SLS Roadster, just as in the coupe, is amazing. We never got into any trouble despite roads that would eat lesser cars for lunch.
2012 Mercedes-Benz SLK55 AMG
The SLK55 is the latest Mercedes-Benz to get the AMG treatment--AMG sport suspension, bigger brakes, special wheels, spoiler, chrome tailpipes, you know the drill. With 415 hp and 398 lb-ft of torque from its normally aspirated and direct-injection 5.5-liter V8, the much-tougher-looking SLK55 also gives the standard SLK, now in its third generation, the needed kick in the pants it needs to compete with the Porsche Boxsters of the world.
What is it like to drive?
There's plenty of power, and naturally it's faster than a standard SLK, with 60 mph arriving in 4.5 seconds (top speed is limited to 155 mph). The sport suspension makes for a slightly firmer ride but on two-lane roads between San Francisco and the Monterey Peninsula, it felt fine--buttoned up and quick- reacting and stiff, but also perfect for just cruising. Detroit's potholes could be another matter--we'll let you know.
The seven-speed transmission's shifts were smooth in both auto and manual modes. There's stop/star and cylinder deactivation, which cuts the two, three, five and eight cylinders during cruising. It works between 800 rpm and 3,600 rpm, and 170 lb-ft of torque is still available in four-cylinder mode. The system is almost imperceptible, with just a slightly different exhaust note while in four-cylinder mode. AMG officials haven't released mileage figures yet but say the system increases fuel economy by 8 percent to 10 percent. We averaged 25.5 mpg on our drive--not bad for having 400-plus hp under your foot.
Do I want one?
The car goes on sale in March and prices haven't been set yet. Expect it to cost about $70,000. We like what we've seen so far, and if you've been considering a Boxster or a BMW Z4, then the SLK55 is worth a look.
2011 Mercedes-Benz E350 4Matic Wagon
This 2011 Mercedes-Benz E350 4Matic wagon is one lovely cruiser, a car that seems to induce a natural feeling of automotive calm and composure, where the unhurried drive is as important as the destination.
I find the styling rather dashing, but in a subdued way that doesn't detract from its role as a comfortable family wagon. Inside, it's pure Benz elegance, from the supportive leather-wrapped seats to the light-touch center-console opener. There's even a little sporty flair there in touches such as the flat-bottomed leather-wrapped steering wheel and paddle shifters.
The 3.5-liter engine is plenty for most needs and powers the all-wheel drive seamlessly via the seven-speed autobox. This car is steady, steady, steady.
If the car needs anything, it'd be the new steering-column setup from the ML (with the cruise-control stalk at eight o'clock) and a blind-spot-detection system to warn about smaller vehicles lost in the big B-, C- and D-pillars.
The gasoline engine doesn't have nearly the torque of the diesel--that would be the combination, but it's not offered in the wagon. The interior is comfortable, I really like the seats. Some here will say they are too flat, but they fit my rear end perfectly.
The sum of the E-class seems to me to be a car for those who want a sporting wagon but still want to be coddled a little. As I said before, it's a nice car to get in to at the end of the day. The harder your day was, the more you'll appreciate the car.
2011 Mercedes-Benz E350 4Matic Wagon
Base Price: $57,075
As-Tested Price: $67,035
Drivetrain: 3.5-liter V6; AWD, seven-speed automatic
Output: 268 hp @ 6,000 rpm, 258 lb-ft @ 2,400-5,000 rpm
Curb Weight: 4,213 lb
Fuel Economy (EPA/AW): 19/19.6 mpg
2012 Mercedes-Benz C63 AMG Black Series Coupe
One fleeting glance is enough to tell you that this is no ordinary C63 AMG coupe. The standard body was heavily massaged to supply additional cooling to its upgraded engine, accommodate a modified chassis and provide the basis for a race-grade aerodynamic package. The result is one of the meanest-looking road-going Mercedes-Benzes we've ever laid our eyes on. It looks fast--really fast--just standing still.
Sitting under the ducted hood is AMG's naturally aspirated 6.2-liter V8 kicking out 510 hp at 6,200 rpm and 457 lb-ft of torque at 5,200 rpm, some 57 hp and 133 lb-ft more than the naturally aspirated 4.4-liter V8 engine of the BMW M3 GTS. It's the same engine used in the standard C63 AMG coupe but with some lightweight internal parts and a larger inlet manifold that combine to improve overall throttle response and boost power.
As with previous Black Series models, AMG pared down the C63 in a bid to raise performance. Among the parts not deemed necessary is the back seat. But it is certainly no lightweight, with a claimed curb weight of 3,770 pounds.
Power is channeled to the rear wheels via AMG's seven-speed multiclutch transmission (MCT) and a revised version of the C63 coupe AMG's optional locking differential that provides greater lockup, both under load and on overrun. Official figures put the 0-to-60-mph time at 4.2 seconds, and the top speed is limited to 186 mph.
It's surprisingly straightforward for a car whose development has concentrated largely on how it performs at the track. There is nothing particularly tricky to learn before you feel you can confidently explore its limits, even at a place like the Laguna Seca circuit in California, where Mercedes-Benz launched the C63 AMG Black Series coupe.
You simply climb into the heavily contoured driver's seat with its nonadjustable backrest and carbon-fiber shell, buckle up, crank the key in the ignition to the right of the wonderfully proportioned flat-bottom steering wheel, slot the stubby gear lever back three notches and accelerate away. Dialing the AMG Performance Control switch into sport-plus mode places the steering, damping, gearbox and electronic-stability program all in their most extreme settings.
At speed, the sheer flexibility of the power delivery grabs your attention. With such abundant torque, the C63 AMG Black Series hauls from 2,000 rpm all the way up to the 7,000-rpm redline with startling performance.
With some heat in the tires, you become immediately aware of the added response from the powertrain and the reworked chassis. The grip levels are so high that you only begin to approach the limits through tighter corners. But there are a couple of tricky turns at Laguna Seca that allow you to explore the edge of the dynamic envelope in relative safety. Do so, and contrary to what you might imagine, the C63 AMG Black Series proves easier to control than the regular C63 AMG.
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