Nice Article On Car Connection
07-16-2003, 10:59 PM
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Porcelain Bus
Nice Article On Car Connection
Here's the nice piece on the W211 E55.
SPORTS/CONVERTIBLES
2003 Mercedes-Benz E55 AMG
Once again, iron fist meets velvet glove and both win.
by Dan Carney 7/13/2003
SOUTH BOSTON, Va. — Mercedes-Benz has a way of always finding just the right exotic locale to introduce its latest machines. The idea is that the fantastic new toys bask in the reflected glory of the sexy scenery, and journalists get the opportunity to absorb some of the lifestyle of the company’s jet-set customers. Think Cote d’Azure and Palma de Mallorca.
As incongruous as it seems, South Boston, Va. — better known for tobacco farming and NASCAR racing — proved to be the perfect venue to debut the latest sleek German sport sedan from the Mercedes in-house tuner, AMG. That’s because of South Boston’s close proximity to Virginia International Raceway, the epic 3.27-mile road course that hearkens to the great European courses that have been increasingly sanitized in recent years. Fortunately for our test runs in the E55, the course was unmolested by chicanery, so the car was able to show its true capabilities.
South Boston also enjoys some entertaining rolling country roads in the nearby vicinity. And the truly twisty switchbacks of the Blue Ridge Mountains are within striking distance, and fortunately we had time to make the trek from Berry Hill plantation in the flatlands of South Boston to Chateau Morrisette on the Blue Ridge Parkway at the crest of the mountain range.
Stunning capability
On both road and track, the E55 makes a solid case for the crown of top sport sedan. But its stunning performance capability diminishes the car’s elegance and luxury not one bit. At some point Mercedes is going to encounter the limits of this whole iron-fist-in-velvet-glove theme, but the E55 marks a new level of silky potency.
The increasingly stupendous horsepower levels of Mercedes’ sport sedans mirrors the industry race for top honors. But where others may deliver power with a rough edge or an incongruously raucous exhaust note, Mercedes and AMG consistently collaborate to deliver that power with no fuss or muss, but with an audible growl carrying the threat of force, without saying it overtly.
The difference is subtle but important. Miss, and a car can sound like a sleepy Lexus or a brash Chevrolet. There is nothing wrong with a Lexus sounding like one, and the small-block Chevy makes a wonderful sound… for a Corvette. German muscle sedans need their own sound and Mercedes has nailed it with the E55’s exhaust.
The 469-horsepower, supercharged, intercooled 5.5-liter V-8 engine producing that exhaust note provides prodigious — and seamless — thrust, while meeting the expectations of the most finicky luxury-car aficionados. The hand-built engines are carefully balanced and tuned, so that despite their high output (an astounding 516 lb-ft of torque), owners need not be bothered with the rasping, sputtering behavior of old-style performance engines.
Driving help
Like the more common E-Class models on which the E55 is based, the AMG car is loaded with all manner of electronic driver aids. The variable-boost power steering is a quicker 2.8 turns lock-to-lock, compared to 3.3 turns. In the driver’s hands, the steering proved responsive and provides good feedback. But curiously, in fast bends we found the steering seemed sluggish just off center at the beginning of turn-in, catching up as additional steering angle is added for a distinctly non-linear impression. In slower, tighter turns where more steering angle is required from turn-in, the effect wasn’t apparent.
The brakes employ Mercedes’ electro-hydraulic system, which gives the company the ability to optimized brake response for both stopping and stability control. In previous E-Class vehicles the computer frustrated sporty driving because it interpreted every quick move from gas to brakes as a potential emergency, clamping down harder than needed, and then releasing pressure when it noticed the driver wasn’t standing on the brake pedal with both feet.
The disconcerting feeling of first too much braking then too little spoiled fast drives in other E-Class cars. But with the gigantic 14-inch rotors and eight-piston calipers at the front of the E55, the computer seems to be smarter, perhaps because its job is easier with the huge brakes and fat tires. Driving on twisty country roads and even on the racetrack, the E55’s brakes provided the consistent response drivers expect from a sport sedan.
Likewise, the Airmatic suspension provides the stability that drivers want without the harsh ride often associated with sport suspension. AMG tuned the Airmatic with four distinct stages to provide an appropriate setting for every situation. The car was nicely stable with little roll or dive when turning or braking, with excellent control of transitions between the two. AMG also throws in the old tuner’s trick of installing fatter sway bars to reduce body roll.
Control in switchbacks was particularly impressive, with the car aptly managing side-to-side body roll and fore/aft dive/squat simultaneously. Retired racer Mauricio Gugelmin, on hand to show the car’s capabilities on the track, said he prefers the Airmatic suspension to the more advanced Active Body Control hydraulic system employed on the SL and CL-Class cars.
The stability control system works nicely, providing a safety net during brisk driving, without taking the reigns out of the driver’s hands as too many such systems do. In fact, on the track at VIR, the pro drivers who were on hand to show off the car’s capability to lap at top speed without invoking computer intervention. Journalists, on the other hand, found the computer making occasional corrections to help keep the shiny side up, a benefit any owner should appreciate.
By the end of the day, the E55 had proven itself in every sporting driving condition short of a Finnish rally stage, exuding a 007-like air of unruffled sophistication all the while. The journalists on hand were left to ponder whether the E55 might be the best performance car in the world, given its stupendous performance, indulgently luxurious interior and curvy-but-muscular styling. The consensus was that it is.
2003 Mercedes-Benz E55 AMG
Base Price: $76,720 (including $720 destination)
Engine: 5.5-liter V-8, 469 hp/516 lb-ft
Transmission: Five-speed automatic transmission, rear-wheel drive
Length x width x height: 190.9 x 71.3 x 57.0 in
Wheelbase: 112.4 in
Curb weight: 3857 lb
EPA city/highway: 14/21 mpg
Standard safety equipment: Anti-lock brakes, traction control, stability control, front and side airbags
Major standard equipment: Power sunroof, 420-watt Harman Kardon digital surround sound, navigation system, four-zone climate control
Warranty: Four years/50,000 miles
SPORTS/CONVERTIBLES
2003 Mercedes-Benz E55 AMG
Once again, iron fist meets velvet glove and both win.
by Dan Carney 7/13/2003
SOUTH BOSTON, Va. — Mercedes-Benz has a way of always finding just the right exotic locale to introduce its latest machines. The idea is that the fantastic new toys bask in the reflected glory of the sexy scenery, and journalists get the opportunity to absorb some of the lifestyle of the company’s jet-set customers. Think Cote d’Azure and Palma de Mallorca.
As incongruous as it seems, South Boston, Va. — better known for tobacco farming and NASCAR racing — proved to be the perfect venue to debut the latest sleek German sport sedan from the Mercedes in-house tuner, AMG. That’s because of South Boston’s close proximity to Virginia International Raceway, the epic 3.27-mile road course that hearkens to the great European courses that have been increasingly sanitized in recent years. Fortunately for our test runs in the E55, the course was unmolested by chicanery, so the car was able to show its true capabilities.
South Boston also enjoys some entertaining rolling country roads in the nearby vicinity. And the truly twisty switchbacks of the Blue Ridge Mountains are within striking distance, and fortunately we had time to make the trek from Berry Hill plantation in the flatlands of South Boston to Chateau Morrisette on the Blue Ridge Parkway at the crest of the mountain range.
Stunning capability
On both road and track, the E55 makes a solid case for the crown of top sport sedan. But its stunning performance capability diminishes the car’s elegance and luxury not one bit. At some point Mercedes is going to encounter the limits of this whole iron-fist-in-velvet-glove theme, but the E55 marks a new level of silky potency.
The increasingly stupendous horsepower levels of Mercedes’ sport sedans mirrors the industry race for top honors. But where others may deliver power with a rough edge or an incongruously raucous exhaust note, Mercedes and AMG consistently collaborate to deliver that power with no fuss or muss, but with an audible growl carrying the threat of force, without saying it overtly.
The difference is subtle but important. Miss, and a car can sound like a sleepy Lexus or a brash Chevrolet. There is nothing wrong with a Lexus sounding like one, and the small-block Chevy makes a wonderful sound… for a Corvette. German muscle sedans need their own sound and Mercedes has nailed it with the E55’s exhaust.
The 469-horsepower, supercharged, intercooled 5.5-liter V-8 engine producing that exhaust note provides prodigious — and seamless — thrust, while meeting the expectations of the most finicky luxury-car aficionados. The hand-built engines are carefully balanced and tuned, so that despite their high output (an astounding 516 lb-ft of torque), owners need not be bothered with the rasping, sputtering behavior of old-style performance engines.
Driving help
Like the more common E-Class models on which the E55 is based, the AMG car is loaded with all manner of electronic driver aids. The variable-boost power steering is a quicker 2.8 turns lock-to-lock, compared to 3.3 turns. In the driver’s hands, the steering proved responsive and provides good feedback. But curiously, in fast bends we found the steering seemed sluggish just off center at the beginning of turn-in, catching up as additional steering angle is added for a distinctly non-linear impression. In slower, tighter turns where more steering angle is required from turn-in, the effect wasn’t apparent.
The brakes employ Mercedes’ electro-hydraulic system, which gives the company the ability to optimized brake response for both stopping and stability control. In previous E-Class vehicles the computer frustrated sporty driving because it interpreted every quick move from gas to brakes as a potential emergency, clamping down harder than needed, and then releasing pressure when it noticed the driver wasn’t standing on the brake pedal with both feet.
The disconcerting feeling of first too much braking then too little spoiled fast drives in other E-Class cars. But with the gigantic 14-inch rotors and eight-piston calipers at the front of the E55, the computer seems to be smarter, perhaps because its job is easier with the huge brakes and fat tires. Driving on twisty country roads and even on the racetrack, the E55’s brakes provided the consistent response drivers expect from a sport sedan.
Likewise, the Airmatic suspension provides the stability that drivers want without the harsh ride often associated with sport suspension. AMG tuned the Airmatic with four distinct stages to provide an appropriate setting for every situation. The car was nicely stable with little roll or dive when turning or braking, with excellent control of transitions between the two. AMG also throws in the old tuner’s trick of installing fatter sway bars to reduce body roll.
Control in switchbacks was particularly impressive, with the car aptly managing side-to-side body roll and fore/aft dive/squat simultaneously. Retired racer Mauricio Gugelmin, on hand to show the car’s capabilities on the track, said he prefers the Airmatic suspension to the more advanced Active Body Control hydraulic system employed on the SL and CL-Class cars.
The stability control system works nicely, providing a safety net during brisk driving, without taking the reigns out of the driver’s hands as too many such systems do. In fact, on the track at VIR, the pro drivers who were on hand to show off the car’s capability to lap at top speed without invoking computer intervention. Journalists, on the other hand, found the computer making occasional corrections to help keep the shiny side up, a benefit any owner should appreciate.
By the end of the day, the E55 had proven itself in every sporting driving condition short of a Finnish rally stage, exuding a 007-like air of unruffled sophistication all the while. The journalists on hand were left to ponder whether the E55 might be the best performance car in the world, given its stupendous performance, indulgently luxurious interior and curvy-but-muscular styling. The consensus was that it is.
2003 Mercedes-Benz E55 AMG
Base Price: $76,720 (including $720 destination)
Engine: 5.5-liter V-8, 469 hp/516 lb-ft
Transmission: Five-speed automatic transmission, rear-wheel drive
Length x width x height: 190.9 x 71.3 x 57.0 in
Wheelbase: 112.4 in
Curb weight: 3857 lb
EPA city/highway: 14/21 mpg
Standard safety equipment: Anti-lock brakes, traction control, stability control, front and side airbags
Major standard equipment: Power sunroof, 420-watt Harman Kardon digital surround sound, navigation system, four-zone climate control
Warranty: Four years/50,000 miles
