Friday, August 9, 2013
Used car Review 2005 Mercedes Benz C55 AMG
For the past three years, the ultimate C-Class has been the C32 AMG. With the engine bay stuffed with 349 horses worth of supercharged V6, this compact sedan offered performance that bordered on the obscene. Let us quantify that statement; as we discovered in our test of the C32, the baby Benz could slingshot from zero to 60 mph in just 5.4 seconds and blast down the quarter-mile in 13.8 seconds. And this was under poor traction conditions. In other words, this innocuous compact sedan could lay waste to practically anything else on the road. And it wasnt just impressive in a straight line, either, as the AMG-massaged suspension and brakes endowed the C32 with the moves to match its track star performance.
So if it was so great, why is the 2005 version called the C55? As many of you enthusiast types have probably guessed, the numbers indicate a new engine. In place of the force-fed 3.2-liter V6 is an AMG-built 5.4-liter V8 (why its not called the "C54" escapes us, though we do like the look of the double fives better). Kinda runs contrary to the "If it aint broke, dont fix it" philosophy.
Were willing to bet the reason for the change is that Mercedes doesnt want to be bested by countryman Audi, whose top-dog A4 sedan, the S4, now packs a V8 beneath its hood. We can almost hear the conversation in the Mercedes-Benz boardroom: "Vell, if Audi offers a V8 in its little A4, how do you zink it vill make us look if ve dont have vun in zee AMG version of zee C-Class?" Or, maybe they spoke in German (wink, wink). Anyhow, since Mercedes already had a nice AMG V8 in its parts bins, company execs evidently figured "might as well put it in the C-Class."
Of course, were sure that this transplant wasnt exactly a drop-in proposition — were talking 5.4 liters here (the S4s V8 is "only" 4.2 liters). Youll have to look hard, however, to be able to distinguish the C55 from the C32. The grille and headlights are slightly different (less horizontal bars on the grille and a switch to clear-lens headlights) and the rear end now has a discreet trunk lid spoiler and quad exhaust tips (as opposed to the previous dual outlets on the left side). With its low nose and raised rear, the C55 looks as if its crouching and ready to spring forth at any moment. Trust us; in this case looks are not deceiving.
Changes to the cabin are equally subtle, yet worthwhile. A sportier, three-spoke wheel replaces last years dowdy four-spoker, the instruments are larger, theres flashier metallic trim, and the updated center stack now houses a Harman Kardon audio system (versus last years Bose unit). Lastly, the optional navigation system is now DVD-based (meaning it uses a single DVD for U.S. mapping as opposed to the multiple CDs that the previous unit required).
Upon firing up the C55, we noticed one thing about the engine switch that gladdened us — the low, full-throated rumble of the V8. And looking at the cold stats, the V8 packs even more of a wallop than the supercharged V6, belting out 362 horsepower (versus 349) and 376 pound-feet of torque (versus 332). As before, the powerhouse is hooked up to an AMG-tweaked five-speed automatic transmission, with manual-shift capability and two modes (comfort and sport) for automatic operation. This year, however, drivers can (in addition to moving the gearshift lever side to side) change gears via a pair of buttons mounted behind the upper steering wheel spokes — flick the left one to downshift and the right one to upshift.
At the track, the C55 turned in slightly slower times than the C32 we tested a couple years ago. The raw numbers came in at 5.6 seconds for the 0-60 dash and 13.95 for the quarter. Still quick, but one would rightfully expect that the V8 would be a few tenths quicker, not slower. As we have stated before, there are many variables that come into play when testing a car for acceleration — the track surface, weather conditions (cool air is better than warm) and driver differences. Putting all that power to the ground is tricky, as its so easy (with the traction control switched off) to make the rear Pirellis go up in smoke. If we chose to take say, eight runs, were sure that the times would have come down, but we feel that three runs are easier on the car and better represent "real world" numbers. But lets not split hairs; this is one fast car any way you look at it.
Speaking of the real world, during our week with the car we thoroughly enjoyed the C55s performance. Although it can be fun to change gears yourself, we found that with the tranny in the sport mode it does a fine job on its own. Downshifts come ultraquick and changes up, even under full throttle, are virtually imperceptible. With so much power readily available, the C55 seems to pull as strongly from 50 to 80 mph as it does from 20 to 50. Plant your foot down at 75 and the jetlike rush of acceleration is thrilling (and dangerous to your license). As before, the top speed is electronically limited to 155 mph. Of course, here in Los Angeles, were overjoyed if we get up to 50 mph on the various "freeways." Fully up to the task of reining in the C55 are a massive set of easily modulated disc brakes that require only 118 feet to haul this Benz down from 60 mph.
Once the C55 was done burning up the track, it was free for the weekend. We took the car on a 200-mile round-trip up the coast, running from Los Angeles to Carpinteria, a small, charming seaside town that seems worlds away from the overpopulated and stressful environs of Greater L.A. During this little road trip, we discovered that, as expected, the C55 is a blast on a twisty road, thanks to its rock-solid chassis and quick, well-weighted steering. Slicing through the canyons, the Benz felt hunkered down, finely balanced and eager to eat up the road. The Pirellis stuck to the asphalt like gum to Reeboks and apart from a slight dead spot on center, the steerings turn-in response was crisp and linear.
What we didnt expect from the C55 was such a hospitable ride on the superslab. Although the suspension is definitely on the firm side, it did a fine job of absorbing the jolts of broken pavement and expansion joints. A lack of wind and tire noise, coupled with the C55s appetite for high-speed cruising, made the miles melt away and had us wishing we had taken a longer journey. Obviously, the seats had to be comfortable for us to feel that way, and they were with their firm but perfectly contoured design that kept lower back pain (this writers/runners Achilles heel) at bay. We also found the navigation system easy to use (we figured it out without having to look at the manual) but wondered why the climate control had 12 fan speeds when six would do just fine.
The real question here isnt how many fan speeds are enough, but how many cylinders. We had no complaints with the C32 and its muscular supercharged six — it was more than fast and refined enough, even for our picky staff. So is the V8 better? In terms of the soundtrack it provides to this AMG performance, yes, but otherwise wed call it a draw. We know the real reason why Mercedes replaced it, but were not complaining.
