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supercasualkittenbouquetme-blog · 5 years

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New &;Used Cars Trucks Sales & Service- 2014 Mercedes Benz CLA45 AMG

Tracing its roots since the W124 sported the 'E' name for the first time in 1986 in the form 200E and later in 1994 when the 'E' moved to appear before the nomenclature to what we know today such as E250, the E-Class remains the pride of Daimler. The new E-Class epitomizes the midsize luxury car segment with its elegant furnishings and exacting workmanship, and even though its neither as sporty as the C-Class nor as luxurious as the S-Class, it straddles the line between the two in a retro yet stylish approach with a distinctive aura that speaks softly yet resoundingly to its peers, "enough of the staring contest; daddy's here.

For 2014, the E-Class exudes what might just be the most robust facelift in its history. It boasts myriad changes, most noticeably being on the front fascia where a new nose with more refined headlights has been employed, with its signature quad-lamps now merged into two, the sort of facelift revamped on the Lexus LX570. Grille choices have been extended from its simplistic nature to appear more chic, with the AVANTGARDE version bearing two horizontal bars while the coupe and cabriolet types have a single one cutting the grille halfway and branding the Mercedes logo at the middle. The ELEGANCE trim reserves its fashion with simple chrome bars like in the C-Class. The bumper remains without any lights and rises towards the ends with a smooth line running from end to end that swoops down at the middle giving it a sublime cutting-edge appearance. Changes to the rear include the smoothing of the lines in the rear fenders but this hasn't applied to the coupe and cabriolet versions. Other changes to these versions also include downsizing of the E350 to an E250 four-cylinder engine while AMG models now embrace a standard all-wheel drive. 2014 Mercedes Benz CLA45 AMG

One E-Class is not another E-Class, well, empirically speaking. This is because there is an E-Class at almost every point of the performance curve, starting from E250 to the E63 AMG. The most common engine is the base gas-powered 3.5-litre producing 211 kW (302 hp) and accelerates from 0 - 100 km/h in about 7 seconds. This engine is very efficient, with its fuel economy ranging at 5.5 - 6.0 litres per 100 km on a broad range. The hybrid version is more economical for it sips a meagre 4 litres for the same distance. The E63 AMG has a 385 kW (550 hp) bi-turbo V8 engine which does 0 - 100 km/h in 4 seconds. (This was the fastest saloon up to 2006.) Available transmissions for the E-Class include a 6-speed manual and a 7-speed automatic referred to as the 7G-TRONIC, which is similar to VW's DSG that made the CC a remarkably fuel efficient car. An interesting innovation here is the M mode which allows some thrill since the driver can shift gears like in a manual for a pre-defined time after which the system reverts to the default automatic mode. Also standard is the ECO start/stop mode similar to Mazda's i-STOP. This switches off the engine when you stop during traffic jams and restarts when you open the throttle. This function can however be disengaged at the press of a button for the individuals who will find the switching on-and-off disconcerting. 2012 Mercedes Benz ML350 4matic

Change is as good as rest, and in the business world organizations that keep up with the changing world always have a competitive advantage over their competitors. But while drivers of change busied themselves on the exterior panels, few of them saw their way to the inside of the 2014 Mercedes E-Class. There is still plenty of space for five adults to sit in comfort and the front seats are among the most comfortable in its segment, with the interior fit and finish in general being without reproach. I however found it as a let down by Mercedes to use vinyl seating upholstery in the base model while lesser cars like Kia entail leather seats with heated options. For models beginning with the ELEGANCE trim a choice of aluminium or carbon-look trim is available. In the base and ELEGANCE trims the instrument cluster features a black outline on each dial while AVANTGARDE versions have a silver lining about the instrument panels. The most visible change here is that the gear shift lever is nowhere to be seen. And if you think it employs the telescopic function of Jaguar's shift knob then that's not the case. Instead, gear operations are handled at the multi-functional steering wheel through the DIRECT-SHIFT lever with paddle shifters. The shifters are firm and responsive, but the COMAND system can get a bit fizzy. Rear view camera is optional on the base models but Bluetooth streaming and power sunroof are standard. Other luxurious appointments include adaptive sport seats, surround-view camera, voice-controlled navigation and a larger-than-life 1200-watt, 14-speaker Bang & Olufsen® audio system. 2015 Mercedes Benz C300 4matic AMG Trim

All over the world the Land Rover - Range Rover models are the epitome of true British manufactured 4x4 SUVs that combine well designed, rugged and practical vehicles with a luxury and style that is envied by many of its competitors. The current Range Rover models have reached their 10th anniversary in 2012, so the parent company Land Rover has decided to produce three limited edition Range Rover models celebrating the occasion.

The three special edition Range Rover models are named the TDV8 Autobiography, TDV8 Westminster and the V8 Supercharged Autobiography, which until this time was only produced for export for the USA SUV market.

The new TDV8 Westminster will be replacing the Vogue trimmed Range Rovers currently available in the UK. The new features will include a wide range of luxury additions and special trim finishes. Notable features include: Westminster vehicle badges, 20-inch, 10-spoke alloy wheels, a unique styled grill, plus side vent trim finish. Internally, buyers will find neat illuminated door sill plates, unique luxury carpeting, cooled and heated front seats, the new 'Dual View' front info / navigation screen, plus a supreme 1,200W Harman-Kardon LOGIC-7 audio system, which feeds a 19 speaker layout. 2016 Mercedes Benz AMG GT S

Both the Supercharged Autobiography and the TDV8 Autobiography models come with the special Range Rover Design Pack as a standard feature; these offer a similar range of external and internal features, plus come in unique paint-work design options for buyers. These are sure to be great new models to look out for.

Meanwhile the baby Range Rover, the Evoque, has been busily racking up even more awards and accolades around the globe. Since the Range Rover Evoque's launch in September, the cool new SUV from Land Rover has kept the company well and truly on the map and always in the headlines.

The raft of awards accumulated by the Evoque included '4x4 of the Year', as crowned by the UK's 4x4 magazine. Some of the other major awards received within the last six months also include the US Motor Trend's SUV of the Year, Scottish Car of the Year, Car of the Year in the UK 'AutoExpress' New Car Honours, BBC TV show Top Gear's Car of the Year, Car and Driver Spain Car of the Year, the Design Trophy from l'Automobile in France and a host of honours from Chinese organisations and publications

#2014 Mercedes Benz CLA45 AMG #2010 Mercedes Benz GLK350

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smoothshift · 6 years

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Story from the Driver's Seat (1991 Mercedes Benz 190E) via /r/cars

Story from the Driver's Seat (1991 Mercedes Benz 190E)

Addendum to my other thread which has piccssssss:

https://www.reddit.com/r/cars/comments/81axgo/my_first_photoshoot_mercedes_benz_190e/

Sliding into the driver's seat of a 190E is a unique experience. The first thing you may notice after closing the door - KA-THUNK - and telling your passenger that their door isn't closed all the way - is that the seat has a little springiness to it, like a suspension. Upon adjusting the seat or opening the sunroof, you'll find that the electric motors are completely silent - the only noise is the sliding on the tracks. You try to insert the key into the steering column like a raving idiot before realizing the ignition is located in a more sensible position, flush with the dashboard behind the steering wheel. Turning the ignition switch feels heavy and well-damped, like closing the door was earlier. You turn the key and the car won't turn over. E36 M3. It's the OVP relay. Well, nothing is perfect.

Anyway, the car starts and you thank the gods that it wasn't a problem with the infernal KE-Jetronic mechanical-electric fuel injection system, which is complicated but reliable. It's a little difficult to tell if the car has actually started based on the usual kinesthetic and audible cues since it runs so smoothly - the engine roars to life but as far as the chassis is concerned, you're still sitting there with the engine off. No vibration or swaying - hydraulic engine mounts doing their job.

Right, it's time to get going, that new Bruce Willis movie is playing (remember it's 1991). Your hand falls naturally from the armrest to the automatic gear selector, which slots securely into place next to the "D" marking on the wood-surrounded trim piece with only gentle downward pressure. As you move off, you notice the floor-hinged throttle pedal is stiff - as Doug Demuro would say, "this is not a car for the TIMID." All jokes aside, the advantage of the heavy throttle spring becomes apparent while on the highway, where only the weight of your foot is necessary to maintain throttle application, reducing stress on the ankle and latudimus minimus.

Unfortunately this is also the time your passenger decides he is slick enough to attempt rational operation of the Mercedes Automatic Climate Control System (r). The Mercedes climate control, also used on the W124 and W126, is an ingenious vacuum operated system which has the ability to automatically keep the cabin temperature constant while driving from the south pole to the equator. Ingenious it is, elegant it is not. The buttons which control the climate control, which are as solid feeling as the rest of the switchgear in the car, have symbols the meaning of which is known only to Mercedes engineers - the buttons are rather cryptic, I would argue endearingly so.

The overriding impression, while cruising down the highway with the cruise control set at 65 MPH, caccooned in a bubble of well-designed aerodynamics and no wind noise to speak of, with the chrome Mercedes emblem still gleaming proudly at the front of the hood - is one of superior ride comfort. The ride is remarkably comfortable for such a small car. There is considerable body roll during cornering, but that's what enables such excellent dampening over bumps and imperfections. Other details too seem engineered with high-speed touring in mind - the relatively slow steering ratio, which becomes confidence inspiring at speed; the highly visible gauges from which pertinent information can quickly be gleaned. If you're the sort of driver who measures all cars by their level of sportiness, this is not the car for you. The 190E had a different design brief - to be comfortable and eminently competent. It's an entirely different experience, though I would argue an ultimately more satisfying one.

#reddit #autonews #auto #cars

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buildercar · 7 years

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New Post has been published on http://www.buildercar.com/classic-drive-1992-mercedes-benz-500e/

Classic Drive: 1992 Mercedes-Benz 500E

SAN DIEGO, California — Ahhh, the wonders of the Internet Age. When I was growing up, momma always said “never talk to strangers,” but here I was, behind the wheel of some stranger’s 1992 Mercedes-Benz W124 500E, 3,000 miles away from home in a city I’d never been to before. Life found a decidedly unconventional way of getting me behind the wheel of a Mercedes that is not only one of my dream cars, but the secondary answer to the “what’s your favorite” question.

How did this happen, you might ask? Was it a friend of a friend’s? Family? A referral? Nope, it all started with a good ‘ol Facebook discussion about the W124. I struck a conversation with an owner who had one sitting nicely on 18-inch AMG Monoblock IIs, exactly how I’d have mine. The connection was practically instant.

Some time later, I found myself with a plane ticket to Southern California to attend the launch of the latest and greatest Hyundai Elantra. I put up an APB status to see if I had any friends in the San Diego area and the 500E owner replied. We ended up meeting on a cool, breezy, beautiful evening in Imperial Beach. That’s some classic car culture comradery right there.

The car in question is equally as classic. Regarded as one of the greatest modern midsize luxury sedans, the W124 is a downright legend, both when new and in long-term perspective. Speak to any Mercedes enthusiast and the debate over what was the “last true Mercedes-Benz” will go back and forth between the W124 and the W140 S-Class. Their relatively simple construction makes both serviceable and designed to last, but the 500E is no ordinary E-Class.

Like a proper sleeper, it looks like a normal early 1990s E-Class sedan from a distance. Even up-close, one needs a second glance to see the flared wheel arches, accommodating a wider track and larger tires. From the front or rear, it’s obvious the 500E is lower on its haunches with protruding hips, ready to devour miles of asphalt in a jiff. Because of its humdrum appearance, it’s nicknamed the “wolf in sheep’s clothing.” This specific 500E is a 1992 model year car, though it sports the post-facelift hood and headlights, which were sourced from a 1994.

The cliché of feeling like a tank or vault might be over played, but there is no other way to adequately describe the feeling of opening and closing its doors. They solidly clack open and when closed normally, people in the next county will feel the thump. Build quality inside and out is so impeccable, it’s easy to see how Mercedes-Benz was the leader in attention to detail. For instance, the passenger side side-view mirror is squared for shorter viewing distances, while the driver’s side is rectangular for longer ones. (Before overtaking on the Autobahn, you needed to make sure a Porsche 911 wasn’t charging up the left lane at 150 mph.) Side indicators and rear taillights are rippled to prevent the buildup of dirt from inhibiting their luminescence. And the body was specifically designed to be aerodynamic, offering one of the lowest drag coefficients of its time.

At cruising speeds on Interstate 5, even with around 210,000 miles on the odometer, the cabin was serene, rattle, and squeak free. The only audible signal was faint tire roar from the slightly stiffer suspension and larger wheels.

The 500E’s 5.0-liter V-8 premiered a few years before the W124 in the R129 500SL. Mercedes shoehorned it into the confines of the W124’s engine bay with the same in-house four-speed auto and an open-differential. The result is the same effortless 325 hp and 354 lb-ft of torque to propel the two-ton sedan towards the horizon. As the 500E evolved with changes in the fuel injection system, figures saw a slight decline by the car’s facelift in 1994 and the end a year later. The electro-hydraulically controlled four-speed never interrupts delivery. The factory result is a 0-60 time of around six seconds and a top run electronically limited to 150 mph.

Also taken from the 500SL are its larger brakes and tighter recirculating ball-type steering box. Compared to the E320 Coupe that was my first car, the 500E offers flatter body control, a stiffer ride, and more eager turn-in. However, this 1992 500E had its Citroen-esque hydropneumatics self-leveling rear suspension deleted in favor of a set of Bilstein B8s. With the addition of 18-inch wheels, versus the stock 16-inch eight-holes, this specific 500E certainly offered a more unique experience, but the ride remained firm and compliant.

The real charm of the 500E, however comes from its conception. It was co-developed in close relation with Porsche. But not only that, each 500E endured trips back and forth between Mercedes’ plant in Sindelfingen and Porsche’s Rossle-Bau plant in Zuffenhausen just to complete assembly. Because of this tedious assembly process, each car took a total of 18 days to complete before shipping off to dealers. As such, not many were made. Of 10,479 said to have been produced, only 1,528 reached the United States between 1992 and 1994.

Despite the small run, finding one of these “wolves in sheep’s clothing” isn’t too difficult, at least not yet. Though the 500E is a fairly high-maintenance vehicle with complex bits that will need servicing or replacing, such as the rear hydraulic self-leveling suspension, the W124 in general is regarded as sturdy car. Slack on maintenance and like any other second-hand European gem, it will begin to get costly. Nonetheless, the 500E’s comparatively solid reliability, durability, and ease of maintenance distinguish it from other premium classics, making it not just fun-to-drive, but friendly to own as well.

1992 Mercedes-Benz 500E Specifications

EXPECT TO PAY $18,000-$25,000 ENGINE 5.0L DOHC 32-valve V-8/325 hp, 354 lb-ft TRANSMISSION 4-speed automatic LAYOUT 4-door, 5-passenger, front-engine, RWD sedan EPA MILEAGE N/A L x W x H 187 x 70.7 x 55.5 in WHEELBASE 110.2 in WEIGHT 3,950 lb (est) 0-60 MPH 6.0 sec (est) TOP SPEED 155 mph

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buildercar · 7 years

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New Post has been published on http://www.buildercar.com/where-has-the-naturally-aspirated-v-8-powered-german-sedan-gone/

Where Has the Naturally Aspirated V-8-Powered, German Sedan Gone?

The throttle response is immediate and there’s a lovely, honest growl from the 5.5-liter V-8. If it wasn’t for the ‘E550’ badge on the trunk, most people would simply think it’s a typical V-6-powered E-Class. My friend’s 2011 Mercedes-Benz is a proper, sub-5 second 0-60 mph car but it’s not overly sporty and it isn’t trying to be. The subtle, powerful four-door German is about cosseting luxury and effortless, torque-rich power. Sadly, the naturally aspirated V-8-powered sedan is on borrowed time.

Things have changed dramatically in the world of German sedans. Unless you’re in the minority that’s into the wagon, if you don’t want a 2.0-liter turbo-four powering your E-Class, you must buy an AMG. I don’t have any issue with Mercedes’ sporting brand, but the extroverted styling and more aggressive suspension tuning isn’t for everybody. The only way to get a V-8 in an Audi A6 is to bump up to the S6, while BMW only offers an engine with eight cylinders in the similarly-focused M550i xDrive. And those V-8s carry throttle response-dulling turbos.

I clearly remember when the V-8 engine gained popularity in the German E-segment, as it was shortly after I earned my driver’s license. Until the 400E (and extra-speciual 500E) arrived in 1992, the new-for-1985 W124 E-Class soldiered on with only four and six-cylinder powerplants to choose from. BMW followed suit in 1994 with the eight-cylinder 530i and 540i. Lemmings do as lemming do and Audi joined the party in 2000 with the A6 4.2. Outside of subtle fender flares on certain models, these torquey sedans were far more about pleasuring the driver than showing off to your neighbors.

Shortly thereafter, however, fuel economy and emission concerns began gaining popularity. Diesel became the preferred fuel for the midsize luxury segment in Europe while downsized, turbocharged gasoline engines took the place of the naturally aspirated V-8. Manufacturers also figured out they could simply play the soundtrack of a muscular engine through the audio system and not worry about the actual thrum of what’s under the hood. The last naturally aspirated V8 German luxury sedans in the segment in the U.S. were the 2011 Audi A6 4.2 and the aforementioned 2011 E550 that inspired this column.

However, there are still options in the marketplace if you’re willing to curb German snobbery and open up your brain to offerings from other locales. Infiniti offers the Q70 and Q70 L with a 5.6-liter V-8 good for 420 hp, the Genesis G80 is available with a 5.0-liter V-8 making the same power, the Chrysler 300 can be had with a 363-hp 5.7-liter mill, while the Dodge Charger is offered with a 370-hp version of that 5.7-liter V-8 as well as a 485-hp 6.4-liter one.

If you act quickly, you may be able to find an outgoing 2017 Lexus LS 460 or a discontinued Chevrolet SS on a lot before they’re all gone. The big Japanese sedan offers 386 hp from its 4.6-liter V-8, but the engine makes way for a 3.5-liter, twin-turbo V-6 for 2018, while the Australian-built Chevy comes with a 415-hp, 6.2-liter V-8. (Chevy even offers a 6-speed manual but we’re not going down the three-pedal path in this column.)

The future of the naturally aspirated V-8-powered sedan is bleak. None of the above is exactly fresh and the SUV craze has dramatically cut into the sedan’s popularity. But there is some hope for the naturally aspirated V-8.

While downsizing and turbocharging produce impressive fuel economy gains in EPA testing, the advantage over naturally aspirated engines is less impressive in real-world driving. There is growing talk in Europe of rejiggering their testing procedures to be more accurate and representative of how people drive on public roads. Depending on what regulators decide, it may spark a resurgence of naturally aspirated powerplants. We can only hope.

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buildercar · 7 years

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New Post has been published on http://www.buildercar.com/50-years-of-mercedes-amg/

50 Years of Mercedes-AMG

This year marks AMG’s 50th anniversary. Former Mercedes-Benz engineers Hans-Werner Aufrecht and Erhard Melcher founded the small company in Burgstall, Germany, with a focus on racing engines. (The AMG designation represents their last names, with the G standing for Grossaspach, Aufrecht’s birthplace.) Success at the track progressed into developing performance parts for Mercedes road cars. Those of a certain age might recall the vast array of AMG-tuned Mercedes adorned with monochromatic trim and tinted windows gracing episodes of “Miami Vice” in the 1980s. The legendary AMG Hammer, meanwhile, was the era’s pinnacle hot-rod Benz. Based on the much-loved W124 E-Class, the 180-mph sedan (and S124 wagon!) started at a staggering $125,000 in 1986 — some $275,000 in today’s dollars. Remember those numbers if you feel the 2018 Mercedes-AMG E63 S 4Matic+ is a touch pricey.

The fast and ultra-expensive 1980s AMG. A luxe interior cosseted linen suit-wearing occupants.

The 1990 demise of the pastel-infused Florida cop show was followed by the beginning of a proper relationship between Mercedes and AMG. That bond took a step toward marriage with the launch of the 1995 Mercedes-Benz C36 AMG, the first official vehicle to land in showrooms as a result of the partnership. Vows were finally exchanged in 2005, placing AMG fully within the large German automaker’s household. The niche arm recently gained an official brand designation: Mercedes-AMG. “We changed it again in the last three years, now being the performance and sports-car brand of Mercedes-Benz,” says Mercedes-AMG chief executive Tobias Moers. “We tripled our volume in the last three years, and 2016 was the third year in a row with more than 40 percent growth.”

But it’s not just about volume. “What we did in the past 10 or 15 years is the most important thing,” Moers points out. “Before that, I think AMG [road cars] were well known for high torque and high power. Good at straight-line performance, but if a corner was coming it would be a bit different! It’s now all about the package — the driving dynamics and innovative products.”

The first AMG under the Mercedes umbrella. A true tuner car but with a full factory warranty. Brilliant.

And yet rapid expansion inevitably causes controversy. A greater number of AMG SUVs and crossovers — including the upcoming GLC63 and GLC63 Coupe — are being joined by what some have coined AMG Light products. These “43” models lack hand-built engines, a long-standing source of AMG pride. Plus, they’re badged in the same theme as full-fat AMGs. “To be honest,” Moers says, “that’s the truth. [They’re 100 percent AMG.] Every 43 has an AMG-engineered front axle and different steering. Everything is done by AMG. On the C43, the suspension and kinematics are changed. There’s totally different [powertrain] mapping. You can feel the AMG spirit in every car.

“My biggest passion is making sure every AMG is a true AMG,” Moers continues. “It’s different segment by segment. The 43 is not the performance segment of the C-Class; it’s a sporty segment. Yes, we had a little bit of a misunderstanding in the beginning [with the names, before 2017]. Marketing wanted to be a little bit careful about AMG — putting the name on [the cars]. They came back, drove the car, and said it’s a real AMG, put AMG on it.”

On the opposite end of the spectrum is the upcoming Project One hypercar. Mercedes enjoys great success in Formula 1, securing both the constructors’ and drivers’ championship three years running. It will now trickle down actual F1 technology to the street. But as in racing, it won’t come cheap. “It will cost two-point-something million,” Moers says. “It’s our idea to have a car that is different. There is no sense in having another V-8 or V-12 supercar. That’s why we thought it would be a clever idea to have a Formula 1 powertrain in a street-legal hypercar.”

There’s something amazing about this supercharged V-8 that seats seven.

The Project One will make its debut at the 2017 Frankfurt auto show in September, with deliveries commencing in 2018. Total production is believed to be less than 300 units worldwide, with power coming from a turbocharged, 1.6-liter V-6 that revs past 10,000 rpm. An electric motor at the front axle gives the car all-wheel drive. “We’re working with HPP (Mercedes-AMG High Performance Powertrains, the F1 engine facility in England) on things like electric turbocharging,” Moers notes. “The F1 engine uses a split turbo. An electric motor sits between the compressor and the turbine. That’s what we apply for the hypercar.”

This wild, DTM-like coupe showed that AMG could tune a road chassis. Sublime steering and a playful rear end.

Electrification will become an even larger part of AMG moving ahead. “One mission of the hypercar is the image, which is very good for the brand,” Moers says. “But we also want to open the door as far as our definition of future performance. Performance hybrid — what is our understanding of electrified powertrain in the performance-car segment? The future is going to be electrified powertrains. It’s up to us to ensure that AMG has a future. Electrified powertrains give us opportunities for extra power and extra efficiency. Beyond 2020, that’s going to be the path. The hypercar is going to be about true performance, but it’s going to be a hybrid, with 25 kilometers (16 miles) of electric range.”

You can have your own Mercedes-AMG track weapon later this year for less than $160,000.

Fear not, fossil-fuel fans. More traditional AMG products have a future, too. The much lauded Black Series badge will return for a fifth time in the U.S., last appearing on the track-focused version of the SLS AMG in 2014. “Black Series is still part of our brand, but we’ve raised the bar very high with the [AMG] C-Class and GT R,” Moers says. “The C63 coupe is better on the track than every Black Series we’ve had before in that segment. So we collect everything that we have as far as ideas for a Black Series, and we are now focused on the [Mercedes-AMG GT Black Series]. A Black Series must be different. It must be something you don’t expect. Putting additional wings onto the GT R is not the way.”

The mega-pricey next step for Mercedes-AMG: trickling Formula 1 technology to the street. It’s also the start of electrified credentials for the petrol-loving performance division.

And what about back-to-basics automobiles like Porsche’s 911 R: Is there a place for a similar model at AMG? “Yes,” Moers affirms. Will Mercedes-AMG actually build one? “Let’s wait and see. Keep an eye on us.”

We’ll do just that. A minimalist, enthusiast-focused Mercedes would be a welcome addition to the portfolio as the company continues its stewardship of AMG into its sixth decade.

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