Mercedes-Benz Review Roundup: The C63 AMG, SL63 AMG And ML320 BlueTEC
|
[08/29/2008] After a somewhat prolonged hiatus, a fresh new batch of Mercedes-Benz reviews have managed to make their way into the eMercedesBenz offices, with a grand total of three Mercedes models put through their paces for you reading entertainment. In this, our latest Mercedes Review Roundup installment, the Mercedes C63 AMG, the SL63 AMG and the ML320 BlueTEC are the trio analyzed, so if you've been contemplating the purchase of any, you'll now have an even better idea of what to expect from each.
|
After a somewhat prolonged hiatus, a fresh new batch of Mercedes-Benz reviews have managed to make their way into the eMercedesBenz offices, with a grand total of three Mercedes models put through their paces for you reading entertainment. In this, our latest Mercedes Review Roundup installment, the Mercedes C63 AMG, the SL63 AMG and the ML320 BlueTEC are the trio analyzed, so if you've been contemplating the purchase of any, you'll now have an even better idea of what to expect from each.
As is the case with all our Review Roundups, you can find excerpts from each review as well as links back to the full articles immediately below.
Enjoy.
Mercedes-Benz C63 AMG (via cnet)
Reviewer's rating: four stars
"The real reason for the 2009 Mercedes-Benz C63 AMG is its performance tuning, which makes it an incredible car to drive. Fitting yourself into the bolstered driver's seat only begins to let you know what the C63 can do. Hit the start button and hear the heavy bark of the engine, and you're getting closer. But it's when you put the shifter into Sport mode and put the hammer down that the C63 reveals its true character. It will pin you to the seat, yet remain planted as you guide it through the turns. What moves the C63 forward is that hand-built 6.2-liter V-8, adorned with a plaque inscribed with the name of the engineer responsible for its assembly. The engine is made from a silicon-aluminum alloy and a new type of coating in the cylinders that decreases friction, according to Mercedes-Benz, which also claims a 4.3-second 0 to 60 mph time.
This engine is mated to a seven-speed automatic transmission, what Mercedes-Benz calls the AMG Speedshift Plus. Gearheads may fault Mercedes-Benz for not offering a manual or a double-clutch transmission, but the company has done a good job of tuning the automatic for performance. We got a chance to test the C63 AMG on the track at Laguna Seca raceway earlier this year, and found that, in sport mode, the transmission anticipated our needs well. As we braked on the approach to a turn, it quickly downshifted, holding the lower gear as we accelerated out of the turn and up the following straight-away. It only upshifted when we built up speed and kept the wheels straight. The transmission also has a manual mode, where you can select gears using the shifter or paddles mounted to the steering wheel. According to Mercedes-Benz, in sport mode it shifts 30 percent faster than in drive, while manual shifts happen 50 percent faster.
In the cabin, the flat-bottom steering wheel and AMG logo on the instrument cluster let you know this is the sport-tuned version of the C-class. The prominent side-bolstering on the seats is also a good clue. But the rest of the gear is standard for the C-class, with a mostly black interior accented by silver trim here and there. No two-tone fanciness for the sporty C63. The car gets the Mercedes-Benz Command interface, which mostly consists of a knob/button/joystick on the console augmented by back and clear buttons. This minimal switchgear does a good job of letting you access all the car's functions, including navigation, stereo, and cell phone system. You also get a set of quick access buttons for navigation, stereo, and phone on the instrument panel, along with a keypad.
The Harmon Kardon audio system in the C63 sounded amazingly good. Listening to some lossless music from our connected iPod, we were blown away with the separation and clarity. We've heard some amazing systems recently in the Jaguar XF and the Audi A8, and this system in the C63 competed well. There were moments when the system had us looking at where we had heard a particular instrument in the cabin. The audio system is composed of 12 speakers, including a center and a subwoofer, powered by a 320-watt 8-channel amplifier. The 320 watts may not seem like much, but this system uses it well. "
Read Full Review »
Mercedes-Benz SL63 AMG (via Automobile)
Reviewer's rating: Unspecified
"AMG'S styling modifications to the newly face-lifted stock SL roadster might not be to everyone's liking, but they effectively broadcast the SL63's sporting intentions. Aside from the AMG, double-five-spoke, light alloy, nineteen-inch wheels, the SL63 is known by its huge rear center-mounted air diffuser, flanked by twin chrome tailpipes at each corner; a trunk lid spoiler; and a rather menacing looking, black mesh front apron. Then there are the big "6.3" badges on the front fender vents. Even during the Pebble Beach Concours weekend, when the Monterey Peninsula is crawling with thousands of Ferraris, Bugattis, Lamborghinis, Rolls-Royces, and other new and old exotic automobiles, the SL63 AMG was the object of constant attention, admiration, and cocked cell phones, from people of all ages.
The interior of the SL63, like those in all SL models, is very comfortable and spacious for a two-seater. Lidded storage boxes behind the seats, commodious lidded door cubbyholes, and a lidded center console cavity provide plenty of room for in-cabin gear. Even when the roof is down, the trunk has enough space for a couple of carry-on roller suitcases. When you pop open the trunk lid, the stowed roof panels automatically lift out of the way to allow you to easily access the trunk contents, a feature that we've liked in the SL for years.
This is the first time that AMG's new, normally aspirated, 518-hp, 6.2-liter V-8 engine, which began trickling into the Mercedes lineup two years ago, has been installed in the SL roadster. This also marks the debut of AMG's new 7-speed Speedshift transmission with comfort, sport, sport-plus, and manual modes, all of which are controlled but round buttons located to the left of the gearshifter. The significance of this transmission is that it uses a new wet start-up clutch rather than a traditional automatic's torque converter. AMG says that the car offers 30 percent faster shift times than the AMG 7G-tronic transmission. The transmission also blips for downshifts when it is in manual mode, just like in a Ferrari.
I played around with the four drive modes over the weekend and found that I liked sport-plus and manual best. In sport-plus, the shift times are plenty quick, the engine revs to redline in each gear, and off-the-line acceleration is lightning-fast. It was easy to lay a little rubber, too, although I have to admit that I drove conservatively all weekend, because the Monterey Peninsula was crawling with cops and I figured I was a magnet for them in this car. Manual mode is quite entertaining, too, but I always find myself forgetting that I'm in it, and end up lugging the engine at redline in first gear before remembering that I need to bang the gear lever sideways to upshift. Shift times lived up to AMG's billing, and the shift action itself is very crisp and direct."
Read Full Review »
Mercedes-Benz ML320 BlueTEC (via Vail Trail)
Reviewer's rating: Unspecified
If you happened to be one of the throngs of ATV riders who tackled the very challenging Hagerman Pass a couple of weekends ago, only to have some jerk in a Mercedes with Illinois plates spoil your achievement by rolling up like he was on a Sunday drive — I apologize. I was spending the day trying to really, very seriously, test the full ability of the new Mercedes-Benz ML320 BlueTec (a fancy name for the company’s new, hyperclean diesel setup) and … I got a little carried away.
So much so that after giddily romping across Weston Pass between Fairplay and Leadville, I opted to make my way to Eagle, taking the most challenging route possible. To that end, the 11,926-foot Hagerman Pass, which follows the old railroad grade up and over some extremely banged-up roads, is not the kind of thing one should normally expose a beat-up old Honda quad to, much less a $50,000 vehicle. I can happily report that the torquey ML320 not only mastered the pass, confounding many a dusty off-roader and more than a few drivers of highly jacked-up Jeeps, but it did it with the same grace and style as it will during the 99.9 percent of time it will normally spend on hard, flat, smooth, but occasionally snow-covered pavement.
As for regular operations, the diesel engine was almost completely seamless. The extra whomp of torque allowed speedy takeoffs when required, and made it easy to slowly but powerfully inch my way over rocks and bumps and puddles on the way to the summit(s). It can be a tad noisy, however. Not garbage truck diesel-style noisy, but I found that during my low-rev, 25 mph ascent of Independence Pass on the way back, there was a fair amount of clatter; noise was not an issue during regular motoring.
I drove a very similar ML550 last New Year’s but did not get the chance to try it out on exposed shale slopes and full-blown off-road stuff; I can now tell you that the basic ML package is one of the most refined and yet still totally capable machines I’ve ever taken through the rough stuff. All of the off-road gadgetry does indeed work like a charm, from the Airmatic lift system (giving you up to 10.3 inches of clearance) to the adaptive damping system, which can both accommodate totally poised, high-speed highway driving and allow you to bounce comfortably through the ruttiest gravel roads."
Read Full Review »
Mercedes-Benz ML320 BlueTEC (via Business Standard Motoring)
Reviewer's rating: Unspecified
"Sitting in the driver’s seat of the facelifted ML 320 CDI BlueTec, the gorgeous landscape unwinds around me. That too, rather slowly. It’s not that because the Merc uses BlueTec, it saps power from the engine – far from it. It’s because speed limits are pretty ridiculous in the US, and here in Vermont, a 65 mph limit on the Interstate — a whisker over 100 kph — is all that you are legally permitted to do. Such a pity actually, as the ML’s torquey diesel motor will allow it to easily attain speeds well in excess of 200 kph, while it can do the 0-96 kph dash in just 8.5 seconds.
Right now, the speeds are slow enough for me to dwell on the interiors of the car. The updated ML has got itself newly designed seats and various upgrades in lining and trim. What has significantly changed on the inside is a new four-spoke steering wheel with paddles. It is now better to hold, while feedback was never an issue in the first place — it is well-weighted, while the degree of tightness when speeds increase is just right. The other big change on the inside is a new Comand system, which is now more intuitive and friendly to use, and it has been fitted with some smart new features as well. I had tuned in to satellite radio and had a constant stream of classic ’80s music emerging from the fancy Harman Kardon stereo. Brilliant. Even more so because there is no indication that there is an oil-burner outside. These common-rail motors are now so much better that Noise-Vibration-Harshness seem to be a thing of the past; they are much more refined and sophisticated, without losing out on output. The 24-valve 2987cc V6 that does duty here develops 210 bhp at 3400 revs and a staggering 54.4 kgm arriving at just 1600 rpm. The engine of course is paired with the 7G-Tronic automatic transmission. The powertrain is really fantastic, as it gives you tremendous driving flexibility.
For instance, I am on a very pretty two-lane country road, and a slow-moving farmer’s pickup is blocking my path entirely. Because the road is narrow, the yellow line in the centre says no overtaking. Yeah, try telling that to a brown Indian (as opposed to red). I can’t wait no more, I see that the coast is clear and simply stomp on the pedal. Whoosh. I am through without any effort, no downshifting required. But what surprised me was that the transmission didn’t feel like it downshifted anyway. It just accelerated like a locomotive or like an electric car, without pausing to collect its breath. Amazing. The same gearbox in a different application – like in the E-Class back home for instance – behaves differently. That, plus the tremendous torque on offer means the ML 320 CDI is an immensely driveable machine. More proof. Mercedes-Benz laid out a small offroad course for us to sample. Now this ML was a Euro-spec version, which means it had options of locking the differentials and shifting to low ratios. Across the rather difficult conditions, I had no reason again to use the paddles or shift manually. The engine/gearbox combo did all the thinking, whether I was descending a very steep incline, negotiating a thick chocolatey sludge-like stream or threading through trees.
Finally, unlike the first generation ML, the new one is really a capable off-roader. Ground clearance issues, approach and departure angles are all sorted and form now follows function. It may have a monocoque structure, but the ML now means business both on- and off-road. When it comes to dynamics, the ML’s ride is surprisingly not as pliant as I expected an American-spec SUV to be. I would say it’s more BMW X5-ish rather than the cosseting feeling you get in a Mercedes-Benz... you know, the star’s promise that it will separate you from the vagaries of the road. This despite the option of choosing sport, comfort and automatic settings. In fact I tried all three on a rocky stretch of road, and felt that the auto mode was best. But for good, smooth stretches, I would keep it in comfort mode rather than sport. The monocoque construction also means the handling is now vastly better than the first generation ML, which utilised body-on-chassis construction. The ML has never been so nimble and confident on corners and was wonderfully poised on the curvy roads that Vermont had to offer."
As is the case with all our Review Roundups, you can find excerpts from each review as well as links back to the full articles immediately below.
Enjoy.
Mercedes-Benz C63 AMG (via cnet)
Reviewer's rating: four stars
"The real reason for the 2009 Mercedes-Benz C63 AMG is its performance tuning, which makes it an incredible car to drive. Fitting yourself into the bolstered driver's seat only begins to let you know what the C63 can do. Hit the start button and hear the heavy bark of the engine, and you're getting closer. But it's when you put the shifter into Sport mode and put the hammer down that the C63 reveals its true character. It will pin you to the seat, yet remain planted as you guide it through the turns. What moves the C63 forward is that hand-built 6.2-liter V-8, adorned with a plaque inscribed with the name of the engineer responsible for its assembly. The engine is made from a silicon-aluminum alloy and a new type of coating in the cylinders that decreases friction, according to Mercedes-Benz, which also claims a 4.3-second 0 to 60 mph time.
This engine is mated to a seven-speed automatic transmission, what Mercedes-Benz calls the AMG Speedshift Plus. Gearheads may fault Mercedes-Benz for not offering a manual or a double-clutch transmission, but the company has done a good job of tuning the automatic for performance. We got a chance to test the C63 AMG on the track at Laguna Seca raceway earlier this year, and found that, in sport mode, the transmission anticipated our needs well. As we braked on the approach to a turn, it quickly downshifted, holding the lower gear as we accelerated out of the turn and up the following straight-away. It only upshifted when we built up speed and kept the wheels straight. The transmission also has a manual mode, where you can select gears using the shifter or paddles mounted to the steering wheel. According to Mercedes-Benz, in sport mode it shifts 30 percent faster than in drive, while manual shifts happen 50 percent faster.
In the cabin, the flat-bottom steering wheel and AMG logo on the instrument cluster let you know this is the sport-tuned version of the C-class. The prominent side-bolstering on the seats is also a good clue. But the rest of the gear is standard for the C-class, with a mostly black interior accented by silver trim here and there. No two-tone fanciness for the sporty C63. The car gets the Mercedes-Benz Command interface, which mostly consists of a knob/button/joystick on the console augmented by back and clear buttons. This minimal switchgear does a good job of letting you access all the car's functions, including navigation, stereo, and cell phone system. You also get a set of quick access buttons for navigation, stereo, and phone on the instrument panel, along with a keypad.
The Harmon Kardon audio system in the C63 sounded amazingly good. Listening to some lossless music from our connected iPod, we were blown away with the separation and clarity. We've heard some amazing systems recently in the Jaguar XF and the Audi A8, and this system in the C63 competed well. There were moments when the system had us looking at where we had heard a particular instrument in the cabin. The audio system is composed of 12 speakers, including a center and a subwoofer, powered by a 320-watt 8-channel amplifier. The 320 watts may not seem like much, but this system uses it well. "
Read Full Review »
Mercedes-Benz SL63 AMG (via Automobile)
Reviewer's rating: Unspecified
"AMG'S styling modifications to the newly face-lifted stock SL roadster might not be to everyone's liking, but they effectively broadcast the SL63's sporting intentions. Aside from the AMG, double-five-spoke, light alloy, nineteen-inch wheels, the SL63 is known by its huge rear center-mounted air diffuser, flanked by twin chrome tailpipes at each corner; a trunk lid spoiler; and a rather menacing looking, black mesh front apron. Then there are the big "6.3" badges on the front fender vents. Even during the Pebble Beach Concours weekend, when the Monterey Peninsula is crawling with thousands of Ferraris, Bugattis, Lamborghinis, Rolls-Royces, and other new and old exotic automobiles, the SL63 AMG was the object of constant attention, admiration, and cocked cell phones, from people of all ages.
The interior of the SL63, like those in all SL models, is very comfortable and spacious for a two-seater. Lidded storage boxes behind the seats, commodious lidded door cubbyholes, and a lidded center console cavity provide plenty of room for in-cabin gear. Even when the roof is down, the trunk has enough space for a couple of carry-on roller suitcases. When you pop open the trunk lid, the stowed roof panels automatically lift out of the way to allow you to easily access the trunk contents, a feature that we've liked in the SL for years.
This is the first time that AMG's new, normally aspirated, 518-hp, 6.2-liter V-8 engine, which began trickling into the Mercedes lineup two years ago, has been installed in the SL roadster. This also marks the debut of AMG's new 7-speed Speedshift transmission with comfort, sport, sport-plus, and manual modes, all of which are controlled but round buttons located to the left of the gearshifter. The significance of this transmission is that it uses a new wet start-up clutch rather than a traditional automatic's torque converter. AMG says that the car offers 30 percent faster shift times than the AMG 7G-tronic transmission. The transmission also blips for downshifts when it is in manual mode, just like in a Ferrari.
I played around with the four drive modes over the weekend and found that I liked sport-plus and manual best. In sport-plus, the shift times are plenty quick, the engine revs to redline in each gear, and off-the-line acceleration is lightning-fast. It was easy to lay a little rubber, too, although I have to admit that I drove conservatively all weekend, because the Monterey Peninsula was crawling with cops and I figured I was a magnet for them in this car. Manual mode is quite entertaining, too, but I always find myself forgetting that I'm in it, and end up lugging the engine at redline in first gear before remembering that I need to bang the gear lever sideways to upshift. Shift times lived up to AMG's billing, and the shift action itself is very crisp and direct."
Read Full Review »
Mercedes-Benz ML320 BlueTEC (via Vail Trail)
Reviewer's rating: Unspecified
If you happened to be one of the throngs of ATV riders who tackled the very challenging Hagerman Pass a couple of weekends ago, only to have some jerk in a Mercedes with Illinois plates spoil your achievement by rolling up like he was on a Sunday drive — I apologize. I was spending the day trying to really, very seriously, test the full ability of the new Mercedes-Benz ML320 BlueTec (a fancy name for the company’s new, hyperclean diesel setup) and … I got a little carried away.
So much so that after giddily romping across Weston Pass between Fairplay and Leadville, I opted to make my way to Eagle, taking the most challenging route possible. To that end, the 11,926-foot Hagerman Pass, which follows the old railroad grade up and over some extremely banged-up roads, is not the kind of thing one should normally expose a beat-up old Honda quad to, much less a $50,000 vehicle. I can happily report that the torquey ML320 not only mastered the pass, confounding many a dusty off-roader and more than a few drivers of highly jacked-up Jeeps, but it did it with the same grace and style as it will during the 99.9 percent of time it will normally spend on hard, flat, smooth, but occasionally snow-covered pavement.
As for regular operations, the diesel engine was almost completely seamless. The extra whomp of torque allowed speedy takeoffs when required, and made it easy to slowly but powerfully inch my way over rocks and bumps and puddles on the way to the summit(s). It can be a tad noisy, however. Not garbage truck diesel-style noisy, but I found that during my low-rev, 25 mph ascent of Independence Pass on the way back, there was a fair amount of clatter; noise was not an issue during regular motoring.
I drove a very similar ML550 last New Year’s but did not get the chance to try it out on exposed shale slopes and full-blown off-road stuff; I can now tell you that the basic ML package is one of the most refined and yet still totally capable machines I’ve ever taken through the rough stuff. All of the off-road gadgetry does indeed work like a charm, from the Airmatic lift system (giving you up to 10.3 inches of clearance) to the adaptive damping system, which can both accommodate totally poised, high-speed highway driving and allow you to bounce comfortably through the ruttiest gravel roads."
Read Full Review »
Mercedes-Benz ML320 BlueTEC (via Business Standard Motoring)
Reviewer's rating: Unspecified
"Sitting in the driver’s seat of the facelifted ML 320 CDI BlueTec, the gorgeous landscape unwinds around me. That too, rather slowly. It’s not that because the Merc uses BlueTec, it saps power from the engine – far from it. It’s because speed limits are pretty ridiculous in the US, and here in Vermont, a 65 mph limit on the Interstate — a whisker over 100 kph — is all that you are legally permitted to do. Such a pity actually, as the ML’s torquey diesel motor will allow it to easily attain speeds well in excess of 200 kph, while it can do the 0-96 kph dash in just 8.5 seconds.
Right now, the speeds are slow enough for me to dwell on the interiors of the car. The updated ML has got itself newly designed seats and various upgrades in lining and trim. What has significantly changed on the inside is a new four-spoke steering wheel with paddles. It is now better to hold, while feedback was never an issue in the first place — it is well-weighted, while the degree of tightness when speeds increase is just right. The other big change on the inside is a new Comand system, which is now more intuitive and friendly to use, and it has been fitted with some smart new features as well. I had tuned in to satellite radio and had a constant stream of classic ’80s music emerging from the fancy Harman Kardon stereo. Brilliant. Even more so because there is no indication that there is an oil-burner outside. These common-rail motors are now so much better that Noise-Vibration-Harshness seem to be a thing of the past; they are much more refined and sophisticated, without losing out on output. The 24-valve 2987cc V6 that does duty here develops 210 bhp at 3400 revs and a staggering 54.4 kgm arriving at just 1600 rpm. The engine of course is paired with the 7G-Tronic automatic transmission. The powertrain is really fantastic, as it gives you tremendous driving flexibility.
For instance, I am on a very pretty two-lane country road, and a slow-moving farmer’s pickup is blocking my path entirely. Because the road is narrow, the yellow line in the centre says no overtaking. Yeah, try telling that to a brown Indian (as opposed to red). I can’t wait no more, I see that the coast is clear and simply stomp on the pedal. Whoosh. I am through without any effort, no downshifting required. But what surprised me was that the transmission didn’t feel like it downshifted anyway. It just accelerated like a locomotive or like an electric car, without pausing to collect its breath. Amazing. The same gearbox in a different application – like in the E-Class back home for instance – behaves differently. That, plus the tremendous torque on offer means the ML 320 CDI is an immensely driveable machine. More proof. Mercedes-Benz laid out a small offroad course for us to sample. Now this ML was a Euro-spec version, which means it had options of locking the differentials and shifting to low ratios. Across the rather difficult conditions, I had no reason again to use the paddles or shift manually. The engine/gearbox combo did all the thinking, whether I was descending a very steep incline, negotiating a thick chocolatey sludge-like stream or threading through trees.
Finally, unlike the first generation ML, the new one is really a capable off-roader. Ground clearance issues, approach and departure angles are all sorted and form now follows function. It may have a monocoque structure, but the ML now means business both on- and off-road. When it comes to dynamics, the ML’s ride is surprisingly not as pliant as I expected an American-spec SUV to be. I would say it’s more BMW X5-ish rather than the cosseting feeling you get in a Mercedes-Benz... you know, the star’s promise that it will separate you from the vagaries of the road. This despite the option of choosing sport, comfort and automatic settings. In fact I tried all three on a rocky stretch of road, and felt that the auto mode was best. But for good, smooth stretches, I would keep it in comfort mode rather than sport. The monocoque construction also means the handling is now vastly better than the first generation ML, which utilised body-on-chassis construction. The ML has never been so nimble and confident on corners and was wonderfully poised on the curvy roads that Vermont had to offer."
[Sourse]
celebrity gallery | travel photo | motorcycle gallery | Dine in the USA
| Share You car picture |
| Website Contents © All Rights Reserved |
Conception by Universal Studio
|