Mercedes Service and Repair Redwood City - How could a lifted Mercedes-Benz G63 AMG be more awesome? Add an axle - Bosch European Redwood City - 650-368-3000

We are fully confident in saying that this will be the most amazing thing you see all day. First of all, it's a Mercedes-Benz G-Wagen – in AMG spec, no less. And it's being shown off in high-definition video glory, blasting through the desert, jumping over sand dunes, and generally being awesome. But here's the kicker: It has six wheels. Three axles. And they're all driven. Holy $%!#.

Under the hood is AMG's usual 5.5-liter twin-turbocharged V8, and total output is rated at 536 horsepower and 560 pound-feet of torque. That's impressive and all, but do keep in mind that the G63 6x6 weighs in at 8,322 pounds or, you know, the weight of two E-Class sedans. Combine that with its 18 inches of ground clearance, 37-inch tires and five locking differentials and you've got a vehicle capable of, well, everything you've ever imagined or will ever imagine for the rest of your life.

But the goodness doesn't stop once you open the doors. Oh, no. This thing is fit for a king – or a sheik, more appropriately – with ultimately luxurious seating for four. The rear bench seat has been removed in favor of two bucket seats with a fixed console in the middle, and the rear seats have been moved back beyond the usual B pillar to allow for more legroom.

According to Autoweek, the G63 AMG 6x6 will actually be for sale. Speaking to the magazine, the the head of G-Class development, Axel Harries, says that the off-road monster will likely be the second-most expensive Mercedes-Benz model, behind the $457,000 SLS Electric Drive. Right now, the automaker is looking to build maybe 20 or 30 units annually.

If the apocalypse is indeed coming, we'll take one of these to ride out the storm. Scroll down to watch a video of the G63 AMG 6x6 blowing your mind.

 

 

Source: autobild, autoweek, autoblog
by Steven J. Ewing

Mercedes Service and Repair Redwood City - Mercedes SLS AMG Black Series - Bosch European Redwood City - 650-368-3000

 

There have been four Black Series models since the Mercedes-Benz SLK55 AMG Black Series introduced itself to European audiences in 2006. Following that, the Black Series club has hosted appearances by the 2008 CLK63 AMG Black Series, the 2009 SL65 AMG Black Series and last year's 2013 C63 AMG Black Series. The sixth member of the group is one we would have thought already was a Black Series car in its standard guise. Right out of the box, the SLS AMG is loud, frenetic, cozy, boisterous and frightfully easy to oversteer. How much more Black did it need to get?

Quite a bit so, apparently. The SLS AMG Black Series has lost weight, gained power and been refitted with upgrades and aero bits from front to rear. If you liked the way it looked before, you'll probably be an even bigger fan of this one. If you thought it looked ungainly, well, this one should stay even further away from pageants. Regardless of where you come down this is the best SLS AMG variant we've driven.

 

"Extreme performance for the road" and "race driver for the street" were the mottoes that guided development of the SLS AMG Black Series, but that could reasonably be said of every model that has worn the Black Series badge. No other model, however, had a dedicated race variant from which to draw inspiration, whereas this one does: the SLS AMG GT3 race car. Last year, the checkered-flag-only version continued to put the bite behind its ridiculously basso bark with 43 victories and nine titles in global competition, including both driver and team titles in the FIA GT3 and FIA GT1 World Championships.

Ola Källenius, Chairman of Mercedes-AMG, said of the road car, "The new SLS AMG Black Series is a perfect study in the one-hundred-percent transfer of technology and engineering from motorsport to road. We have drawn inspiration from the worldwide success of the SLS AMG GT3 customer sport racing car on both a conceptual and a technological level."

The problem is that, at the drive event we were invited to attend at the Paul Ricard circuit in the South of France, Tobias Moers, Head of Total Vehicle Development at AMG, admits that the tech transfer went, in large part, in the other direction – from the road car to the race car. That is to say, the car you could buy on dealer floors was already engineered to such a high degree that, once you parked it on the paddock straight, you were already halfway there. It's similar to the Audi R8 Grand-Am, in which the production engine has just three changes made to itand the race car is more than half made of up production car bits, the body panels being much of the difference. The SLS AMG GT3 got its carbon-fiber-reinforced polymer (CFRP) torque tube from the road car, and when we asked about getting rid of the HVAC system in the Black Series, Moers told us, "The GT3 car has air conditioning."

When asked what the objective was, Moers said, "We wanted it to be among the best performing cars at the Hockenheimring," which is ostensibly to German car buffs what the Nürburgring has become to us. In the 'short' configuration as used by German magazineSport Auto, Moers said they wanted to take 2.5 seconds off the lap time of the SLS AMG GT at the track. The Black Series did Hockenheim in 1:08, and if these lap times can be trusted, that would put it somewhere between the road-legal Radical SR3 SL and Chevrolet Corvette Z06 with the Z07 Package in the 1:08 bracket, joining other speedy coupes like the Porsche 911 GT2 RS, Lamborghini Aventador LP700-4 and McLaren MP4-12C. Oh, and yes, it does the circuit at least 2.5-seconds quicker than the SLS AMG GT.

An enlarged heart is where the upgrades begin, the 6.2-liter naturally aspirated V8 getting a higher redline in the Black Series than in the GT – 8,000 rpm versus 7,200 rpm – and 39 more horsepower for a total of 622hp at 7,400 rpm. Torque drops a touch, from 479 pound-feet in the GT to 468 lb-ft at 5,500 rpm in the Black Series. To keep her steady in front, AMG installed a gas-filled strut between the engine and the body, and another gas-filled strut stabilizes the transmission.

Since everyone knows a bionic heart needs bionic parts to really show off, the limbs and sinews also come in for nth-degree engineering. A CFRP torque tube runs from the engine to the seven-speed dual-clutch transmission, that gearbox under the orders of rewritten software to perform even quicker shifts and rev-match on downshifts. It has been placed almost half an inch lower to drop the center of gravity, the low CoG aided as well by items like the CFRP hood and CFRP rear bulkhead panel.

The coilover suspension gets new wishbone mounts and knuckles, revised camber settings and bushings and increased spring rates. It hangs out further as well, the track stretched in the front by 0.8 inches, out back by 0.9 inches. The Adaptive Performance suspension's two damping settings for Sport and Sport+ are suited to different terrain: the former for country roads and undulating tracks with altitude variations like The 'Ring where you need a little more body roll and compliance, and the latter for flatter tracks like Paul Ricard.

One hundred and fifty four pounds of track-day bloat have been removed from the Black Series compared to the GT, the titanium exhaust accounting for almost 29 of it. The CFRP torque tube drops almost another 30 pounds, the two-piece high performance brake system omits another 35.3, the ten-spoke forged wheels – 19 inches in front, 20 inches in back wearing Michelin Pilot Sport Cup 2 rubber – shave 8.8 pounds of unsprung mass. A lithium-ion battery replaces the conventional unit, and it sheds nearly 18 pounds by comparison. It could have been made even lighter, but AMG wanted it to be robust enough for year-round use; it doesn't need to be removed in the winter.

The final tally is a curb weight of 3,417 pounds. If you're keeping track, that's a couple hundred pounds more than the 2014 Porsche GT3.

There are no such weight-weenie subtleties on the outside, the SLS AMG Black Series announcing its road-legal race car intentions with a shoebox full of aero bits. Black Series tells like the black surrounds on the rear lights are lost among the fender flares, air intakes and extractors, carbon fiber lips and skirting, a wide rear diffuser and – should one opt for the AMG Aerodynamics Package – a carbon fiber wing with a Gurney flap. It will get you 60 kilograms of downforce at 200 kilometers per hour, and is why the top speed of the Black Series is one mile per hour less than the GT at 196 mph.

DTM legend Bernd Schneider led the way for lead-follows around Paul Ricard, and it was evident as soon as the hot laps began that he wasn't being paid to take it easy. The first version of the SLS AMG didn't hesitate to punish sloppiness or a lack of focus through a corner, throwing its back way out any time it was thoughtlessly provoked. That was brought under control a couple of years later when the suspension settings were revised for more compliance in the less rowdy settings, but it was still ready to do the pendulum without much need for coaxing.

 

The track setup on this day had Turn One as a 90-degree right-hander, another 90-degree right just 50 yards further that was a little more open, then a short straight to build up just enough speed that you'd have to hit the brakes hard for a 90-degree left-hander that went immediately into a 90-degree right and an increasing-radius left that led to a long straight, after which the rest of the track opened up into single- and double-apex high-speed sweepers left and right until the final tight right took you back onto the main straight.

That first sequence would have been at least four invitations to mess up the entire lap, and perhaps even your day and one of the press cars, in the original SLS AMG. On top of that, when we took the roadgoing SLS AMG out on the Autobahn just a few months ago, we found it to be a little nervous once deep into triple digits.

Both of those behaviors have been quelled in the SLS AMG Black Series. Strap into the non-adjustable carbon fiber buckets in the Black Series – we won't get those in the US, we'll get the traditional seats – and pull out onto the track, and the first two surprises are the thinness of the Alcantara-shod, flat-bottomed steering wheel and the lightness of the steering. For all its lightness, though, it is precise. We wouldn't complain about having to make more effort, but we've no complaints about what you can do with it. 

Torch the throttle down the main straight and the speed comes on quickly, the roar from the titanium exhaust doing so even more quickly. Fitted with new center and rear mufflers, this thing shouts inside and outside such that the engine note alone can practically tell you all you need to know about what you're doing and how you're doing it.

When we began braking to set up for the first turns, see-sawed the wheel left and right a few times and made it onto the back straight, our initial question was why everything went so well. There was a three-part answer: the suspension tuning with greater rigidity in front for better turn-in and mid-corner stability, the additional CFRP stiffening throughout the chassis, and the electronically locking rear differential that replaces the mechanical item. That electronic LSD, introduced to the Mercedes-Benz lineup on this car, does the equivalent of ordering the back of the car "Behave!" Instead of the feeling we usually get in an SLS AMG, which is "This thing can get out of hand at any moment," we felt, "This will get out of hand if I get out of hand." We didn't turn ESP completely off, the stability program tune in S+ offering plenty of rear-wheel slidey action and four-wheel drift through the sweepers to match our abilities.

Getting well above 100 miles per hour on the front and back straights, at no time did we experience the nervousness encountered in the standard road car. In fact, we wished the straights were longer. There might have been a speed at which we felt, "Hey, this might be enough," we just never got there. 

While we were told that the S+ setting is for flat tracks like Paul Ricard, "flat" is a relative term – the Black Series in S+ is stiff enough to register the variations even in Paul Ricard's surface. So although certain unruly former aspects of the SLS road car have been quelled in the Black Series, we're happy they haven't been completely tamed – the constant feedback in the ride never lets you forget you're driving seriously tuned track-day hardware, but the knowledge stays front-of-mind for the right reasons. You can focus on mastering the beast instead of counting how many times the beast seemed intent on throwing you off.

The SLS AMG Black Series goes on sale on our shores this summer. Production will be very limited and there are only a handful of options like the color, whether to delete the COMAND infotainment system (and save 13 pounds) or include the 1,000-watt Bang & Olufsen sound system, and how many carbon fiber bits you'd like to stick on the outside.

There are easier street-legal race cars to drive, but there can be too much of a smooth thing, too – there's a reason that rodeo riders saddle up to conquer broncos and bulls, not cows. The SLS AMG Black Series hits a good balance; neither surgical nor monstrous, it's involving. Learn to ride it hard, you'll find it rewarding, too.

 

Image credit: Copyright 2013 Matt Davis / AOL
source: autoblog
by Jonathon Ramsey

Mercedes Sprinter Service and Repair Redwood City - Mercedes brings the Maybach touch to the Sprinter - Bosch European Redwood City - 650-368-3000

The Mercedes-Benz Sprinter is perfect for shuttling a half-dozen people to the airport, but what if you prefer a ride that's a bit more upscale, yet still want enough room to stand up and mill about? Brilliant Transportation has the answer, and its Brilliant Van doesn't just add a touch of luxury, it makes a Maybach seem downright plebeian.

The Brilliant Van is essentially a top-shelf limousine with way more head room. Rather than rows of seats, this luxury Sprinter comes equipped with four leather thrones that wouldn't look out of placing in a mansion's drawing room. Inside, passengers can watch TV on one of two 32-inch flat screens and listen to music through an eight-speaker audio setup. The TV screens grab a DirecTV signal and occupants can block out the rest of the passengers through wireless headphones. If you want to get on the Internet, the Brilliant Van is equipped with WiFi, and also features a color-printer and hands-free phone system.

Brilliant Transportation currently operates fleets in New York and Los Angeles. That's perfect for us, because we've been looking for a proper vehicle to shuttle us to Las Vegas. This way we don't have to plunk down$190,000 for the Mercedes-Benz Sprinter Grand Edition.

source: autoblog, mercedes benz
by Jeff Glucker

http://www.boscheuropean.com

Mercedes Service and Repair Redwood City - History of the Mercedes-Benz 600 - Bosch European Redwood City 650-368-3000

 At the 1963 Frankfurt International Motor Show, Mercedes-Benz introduced an extraordinary limousine. As a successor to the legendary pre-war 540K Grosser, the W100 '600' was acclaimed to be the world's finest automobile.

The mission to create this ultimate statement of automotive style and engineering began on June 4th of 1955 when Dr. Fritz Nallinger, Rudolf Uhlenhaut, Joseph Muller and Karl Wilfert were given an unlimited budget and free rein to create the best vehicle that could be built. The timeless styling was done by Paul Bracq and Bruno Sacco.

Every single part of the 600 was newly designed and built. A new 6.3 liter V-8 engine supplied the power. Everything was operated by a hydraulic system including the windows, seats, door locks, trunk lid, sunroof, disc brakes and the doors.

There were several variants available; a standard wheelbase 4 door sedan, a long wheelbase 4 or 6 door Pullman, and a Landaulet which had a convertible top for the rear passengers.

The prestigious 600 remained in production from 1963 to 1981 with a total of 2677 vehicles produced. There were 2169 SWB Limousines, 428 Pullmans and 59 Landaulets.

A representation of the absolute pinnacle of automobile engineering the Mercedes- Benz 600 was introduced in 1963. The 600 has been owned by such famous people as Elvis Presley, John Lennon, Jason Kay, Hugh Hefner, Elizabeth Taylor and Aristotle Onassis.

Produced until 1980, the Mercedes has never had a equal until the Mayback 57 and 62 models were introduced. In extremely limited numbers, the 600's M-100 engine and air suspension were fitted to the 300SEL 6.3 model in 1966. This resulted in a lighter and more affordable vehicle that was now available with more competent suspension.
A larger version of the M-100 was installed following the introduction of the 'W116'.

Designed by Dr. Uhlenhaut, only two coupes were created, one of them was given as a gift to him on his retirement.

A vehicle that was incredibly heavy, a massive 6.3L V8 engine that came with specially developed overhead camshafts and Bosch mechanical fuel injection to move the vehicle.

The vehicle was a smooth ride with good handling that came with adjustable air suspension that improved the vehicles agility.

In 1965, production began after following two years of remodeling the 1963 model.

A large luxury automobile, it featured many prestigious features including a complex hydraulic system that powered everything from seats, windows and automatic closing doors.

The vehicle was extremely smooth with exceptional handling over any and all road surfaces, due to the adjustable air suspension. 

Available in several variants, the Mercedes-Benz 600 was came in either a 4 door sedan on a short wheelbase (similar to a modern S600 sedan) or a 4-door sedan with a power window that separated the front seats from the rear bench seat.

It also was available in a 4 door limousine on a longer wheelbase that featured two rear-facing seats and a rear bench seat, or a 6-door limousine on a long wheelbase chassis. The 6-door limousine came with two forward facing jump seats that were stationed at the middle two doors and rear bench seat.

Several limousines called landaulets came with a convertible top over the rear passenger compartment. Landaulets were taken on the market in 1971.

A total of 2,677 vehicles were produced by 1981 when product was discontinued.

source: http://www.conceptcarz.com/z19660/Mercedes-Benz-600.aspx

by Jessica Donaldson

 

http://www.boscheuropean.com

Mercedes Service and Repair Redwood City - History of the Mercedes-Benz S500 - Bosch European Redwood City 650-368-3000

 

The S500, unquestionably the best car in the class, and arguably the most complete road car in history, is the perfect riposte to the bleak news that has hounded Daimler Chrysler throughout 2005. Forget pension deficits, healthcare burdens and errant CEOs names after small crustacia, this is Mercedes showing us what it does best. Building big saloon cars to a standard that will leave rival manufacturers contemplating whether they shall ever catch-up. They have been trying –and consistently failing- for thirty years now.

With the S500, the horseless carriage is finally reaching the point at which little further silence can be expected within the confines of piston-power and radial round rubber. Mercedes has paid obsessive attention to the noble art of tranquility and the result is a driving experience like no other. Never has a driver felt so remote from the outside world, and yet remained connected to the car to such a helpful degree.

This is not a beautiful car. It lacks the grace of its predecessor, but it has enough presence to justify the badge. The cabin is a revolution for Mercedes and should raise a few smirks at BMW because the basic architecture is very 7-series.

But before Munich chuckles too loudly, it should closely scrutinize what Benz has achieved with this interior. It has managed to make a complicated environment far more approachable than ever before. There is a rotary control for just about every aspect of the car's entertainment, navigation and heating systems, but there is also a bank of one-touch switches for the most commonly selected functions, plus a separate keypad for the telephone. This is intuitive multi-function control design.

Meets considerable shove. The 5461cc V8 now produces 388bhp at 6000rpm, and with seven forward gears Mercedes has managed to trim the 0-62mph time back to just 5.6sec. Being so silent the performance doesn’t seem that strong, but watch the speedo needle at work and you’ll be both impressed and alarmed at the rate at which the numbers build. Up-shifts are felt with the faintest shimmer, but the gearbox can be slow to respond to a kick-down demand and occasionally thumps an awkward change. You get the distinct feeling that the only reason you can hear the engine is because Mercedes felt that occupants might enjoy some background V8-grumble. This has been judged to perfection.

At 1940kg, it would be reasonable to expect the S500 to flatten the surface beneath it, but sadly it still has to contend with the vagaries of the British highway. Comfort is the primary reason for the existence of the luxury saloon because the class below is now so competent and spacious. Drive an S500 on the optional Airmatic suspension with ABC body control and (inhale) optional dynamic multi-contour front seats with massage function, then jump into an E320 CDi and it will feel, sound and irritate like a ratty Ford Cortina. The S500’s chassis is so well adjusted to its role as the filter between occupant’s bodies and road surface that it makes very competent exec saloons seem harsh. Virtually every aspect sets new standards: body control, medium and high-speed ride, head-toss, overall fatigue. You drive an S500 and you relax. You passenger an S500 and you doze.

Only in low-speed ride is this not the finest car made. So much of the pillowy levitation that characterized the best Jaguar XJ saloons of old was bound up in a fleshy sidewall. The S500’s optional 18in Pirelli P-Zero Rossos have a 45 profile that no manner of air-sphere trickery can compensate for. They do however allow this two-ton lummox to scamper where it should loaf: no owner will drive their S500 in this way, but between jobs their driver will find great sport annoying 330is. I truly enjoyed flinging this car about, in the main because it has a brilliant traction control system that allows a degree of slip and the most subtle intervention imaginable.

Now is not the time to expand on the technology in the S500: we haven’t the space. Sifting standard gear from options isn’t easy, naturally some of the trickiest toys are costly add-ons. But I have never before driven a car with night-vision, and can only say that it is staggering. Nor have I experience of a car stereo half as majestic as the Harmon Kardon unit fitted here, or of a digital tv with a better picture and more channels then the unit I have in my sitting room. I have used a car with a reversing camera before, but not one that integrates the radar function to outline how best to complete a three-pointer. And Brake Assist Plus  – a function that practically does all the middle-pedal work for you when the creek gets choppy and one’s paddle is missing- is currently more than I can deal with. Hopefully it is something I won’t need to use during my brief time with this immense expression of what the motor car has become. To look at, let alone purchase any other car in this sector would be lunacy.

Source: http://www.autocar.co.uk/car-review/mercedes-benz/s-class/first-drives/mercedes-benz-s500

By Chris Harris

http://www.boscheuropean.com

Mercedes Service and Repair Redwood City - History of the Mercedes-Benz CLS - Bosch European Redwood City 650-368-3000

The Mercedes-Benz CLS is a mid-size luxury four-door--technically a sedan but one described by Mercedes as "coupe-like". The CLS is really an alternative to the E Class it's based on, even to the bigger S Class--a more expressively styled piece that's priced between the more conservative four-doors.

The CLS now has more direct rivals, as the past few years have seen the launch of the Audi A7 and the BMW 6-Series Gran Sport. The Jaguar XJ also comes to mind, as does the reasonably sleek Infiniti M.

The first-generation CLS-Class was sold from the 2006 to the 2011 model years in the U.S. This version set the pace for "four-door coupes," with radically swoopy, curvy, and coupelike lines that weathered well over its life cycle. Inside, the first-generation CLS instrument panel was much like that elsewhere in the Mercedes lineup. The roofline's aggressive tapering drew the biggest contrast with the E-Class, diminishing back seat space in the name of style. Instead of a conventional bench seat in back, Mercedes-Benz installed two bucket seats that were comfortable for smaller adults, but lacking in headroom for larger adults. Rearward visibility proved difficult too, thanks to thick roof pillars and smaller windows.

The first CLS was built on most of the same mechanical underpinnings as the pre-2010 Mercedes-E-Class sedan. It was introduced as a CLS500 or CLS55 AMG—the CLS500 including a 302-horsepower, 5.0-liter V-8, the latter a 469-hp, 5.5-liter V-8. In 2007, those models were replaced by the 391-hp, 5.5-liter CLS550 and the 507-hp, 6.3-liter CLS63 AMG. Any of these models have the capability to accelerate confidently and smoothly from any legal or extra-legal speed and come with a responsive seven-speed automatic transmission.

AMG models come with paddle-shifters and are sport-car quick; the CLS63 AMG can get to 60 mph in less than 4.5 seconds. In any of these versions, fuel economy is unimpressive—low teens in the city, mid to upper teens on the highway. Overall, the CLS rides and handles more like a luxury car than a performance sedan; despite an air suspension in most versions, there's quite a bit of body motion if you try to drive the CLS quickly. The CLS63 AMG version handles considerably better, without riding any worse.

Powertrains aside, the CLS-Class changed very little from its 2006 introduction through the 2011 model year. The model got an updated grille, new wheels, and a few other small changes for 2009, along with the latest version of Mercedes-Benz's COMAND navigation and entertainment interface. Interior appointments are excellent in this generation, with more colorful and daring interior themes than M-B uses in its other vehicles.

Completely redesigned in 2011 as a 2012 model--including an AMG model at launch--the CLS Class still rides atop the same architecture, but has grown a bit longer, though passenger space is about the same, and trunk space a bit reduced. The shape's even more dramatic than before, with the blocky, masculine front end now common on the Mercedes lineup fitted to a body with more crests and curves than ever. The ponton flares stamped into the rear quarter panels are especially distinctive, while the heavy-lidded taillamps may be the least inspiring detail. The new CLS interior is positively bejeweled with chrome trim, and encased in wood or aluminum trim, depending on the model.

With its more aggressively arched roofline and more flowing design, the CLS appeals to those who want a little more versatility for carrying backseat passengers compared to the Mercedes-Benz CL-Class coupes. But it's still a little tight inside: the lower roof trims headroom, especially in the snug-fitting back seat.

Three versions of the CLS are offered. There's a CLS 550 with a downsized 4.6-liter twin-turbo V-8 with 402 horsepower and a paddle-shifted seven-speed automatic, good for 0-60 mph times of about 5.0 seconds and a top speed of 130 mph; it also comes with all-wheel drive as the CLS 550 4MATIC. The performance version, the CLS 63 AMG, fits a 5.5-liter twin-turbo V-8 and a seven-speed dual-clutch transmission under the polarizing body, for 518 horsepower, a 0-60 mph time of as low as 4.3 seconds, and a top speed as high as 186 mph. Steering feel has improved on both versions though it's now electrically assisted, and the performance gulf has grown more sharp, with non-AMG versions setting a relaxed but controlled pace, and tuned versions almost eradicating body roll and really, any passivity.

source: http://www.thecarconnection.com/cars/mercedes-benz_cls-class

http://www.boscheuropean.com

Mercedes Service and Repair Redwood City - 2010 Mercedes-Benz E63 AMG First Drive - Bosch European Redwood City 650-368-3000

Back in the late 1980s, before performance tuner AMG became an official branch of Mercedes-Benz, the Affalterbach-based personal trainer of three-pointed stars took an off-the-showroom 300E sedan, stuffed it full of massaged V-8 (first a 5.6 liter, later a 6.0) and a catalog's worth of track-tuned chassis bits, and dubbed the hugely fast and expensive result "The Hammer." So if that was The Hammer, what do we call AMG's latest, far more powerful and formidable tool? Maybe "The Cannon?" AMG is really on its game. Whereas the original tuning company was best known for building mostly one-dimensional sedans (fast in a straight line, clumsy and unbalanced in corners), the 21st Century AMG, now officially the hyper-performance division of Mercedes-Benz, has of late been cranking out full-bodied supercars with all rough edges smoothed away (i.e., the CLK63 Black Series, the SL63 AMG). With the arrival of the 2010 E63 AMG, based on the all-new E-class sedan, rivals like the BMW M5 and the Cadillac CTS-V may very likely scurry for cover.

AMG has always done engines right, but the new E63's -- also seen in the SL63 -- is perhaps the best ever. The hand-built, DOHC, 6.2-liter V-8 from the previous edition returns boasting 11 more horsepower (now 518 hp at 6800 rpm) yet also a 12-percent increase in fuel efficiency . All that naturally aspirated horsepressure is a wonderful thing on its own, but for 2010 it flows through Mercedes' Speedshift MCT 7-speed automatic. Dispensing with a conventional torque converter in favor of a "wet start-up clutch," the MCT can crack off shifts in just 100 milliseconds (in manual mode). Four shift modes are available, with Sport Plus perhaps the most impressive.

AMG has always done engines right, but the new E63's -- also seen in the SL63 -- is perhaps the best ever. The hand-built, DOHC, 6.2-liter V-8 from the previous edition returns boasting 11 more horsepower (now 518 hp at 6800 rpm) yet also a 12-percent increase in fuel efficiency . All that naturally aspirated horsepressure is a wonderful thing on its own, but for 2010 it flows through Mercedes' Speedshift MCT 7-speed automatic. Dispensing with a conventional torque converter in favor of a "wet start-up clutch," the MCT can crack off shifts in just 100 milliseconds (in manual mode). Four shift modes are available, with Sport Plus perhaps the most impressive.  Like Porsche's dual-clutch PDK transmission, the MCT in Sport Plus upshifts and downshifts as if guided by your thoughts. Forget the shift paddles and simply leave the console lever in "D." Then brake hard from speed when approaching a corner and watch (and listen) as the MCT automatically blips the throttle and fires two machine-gun downshifts. Brilliant stuff. The transmission is best of both worlds, too, smooth and shock-free when executing shifts around town. The MCT's best act by far, though, is performing full-throttle upshifts. Stand on the gas, let the revs build to redline, and the lightning shift is accompanied by a "whap!" from the exhaust that sounds like an M-80 exploding in the trunk.

So, okay, the powertrain rocks. You'd expect that from AMG. But now the chassis is equally exhilarating. Many driving enthusiasts know that a steel-sprung suspension tends to deliver superior handling finesse, while air springs excel at ride quality and adaptability. AMG's answer? Include both. Compared with the standard E-Class (already far improved from its predecessor), the E63 receives a completely new front suspension with a wider track (by 2.2 inches) plus steel front springs and new control arms (among other refinements) for crisp turn-in. At the rear, however, sit air springs that automatically level the vehicle according to changing road conditions. Electronically managed dampers vary ride quality and body roll according to three driver-selectable settings. Steering responsiveness is improved, too, with a ratio quickened to just 14:1. Hustling through the German countryside, the E63 felt far smaller and nimbler than it should have for a sedan weighing 4000-plus pounds. Front-end bite is terrific, with steering feel so good it blows all memories of previous numb E-Classes right out of your brain. The beefy 19-inch Pirelli PZeroes stick hard (my test car had the optional Performance package with lightweight forged-alloy wheels), and even when pushed never once let out a yowl. Better still, the rear end is equally well behaved, following the nose like a good soldier shadowing a general. Such balance makes the E63 as fun to spur as it is confidence-inspiring. Never does the E63 dart off line or make giggly missteps. It's simply locked down. Always. Thanks to this chassis, all that power and torque (465 pound-feet) up front create speed, not histrionics.

A few blasts along the Autobahn saw an indicated 150 mph, at which pace the E63 felt as secure as a mag-lev train on the boogie. Top speed is electronically limited to 155 mph, but opt for the Performance setup and revised engine-management software raises the limit to 186 mph. Initially, Mercedes said optional carbon-ceramic brakes would be available in Europe only, but now they're coming to the States, too. They're gigantic (front rotors are 15.8 inches) and work beautifully, with tons of stopping power, no detectable fade, and good modulation (though just a hint of squeak reminds you they're ceramics).

In addition to the usual body dress-up, the E63 gets a racy interior with sport wheel, splendid front buckets, and available carbon-fiber trim. Cool angled buttons on the console allow the driver to configure the various suspension, transmission, and performance systems. No pricing has been announced yet, but the E63 AMG will likely be right around $85K when it goes on sale stateside in late fall (right around the price of the outgoing model). Pricey, yes -- at least until you recall that the far less capable Hammers cost $160K and up -- in the 1980s. This is a fantastic automobile, as adept at eating miles like a ground-bound business jet as it is at leaving smoldering apexes across the curviest of mountain passes. Perhaps no sports sedan yet has done so many things so well. Of course, based on our limited first impressions we can't say for sure yet. But you know what's coming. Oh, yes: a comparison test. Meantime, this much is certain: The new E63 AMG nails the Hammer to the wall

source: http://www.motortrend.com/roadtests/sedans/112_0910_2010_mercedes_benz_e63_amg_review/viewall.html
June 2009 issue

http://www.boscheuropean.com

Mercedes Sprinter Service and Repair Redwood City - Sprinter Glow System and Trans Modifications - Bosch European Redwood City - 650-368-3000

Sprinter Glow System and Trans Modifications

T1N-platform Mercedes/Dodge/Freightliner Sprinters are susceptible to a couple of unusual issues as they age. One is an internal failure of the glow plug relay that results in a check engine light with code indicating a glow plug fault even when all plugs are good. The other is a syndrome known as “rumble strip noise,” which is an NVH phenomenon that manifests as a loud rhythmic booming that is audible inside the van in certain circumstances. Each can be permanently solved with effective and relatively simple modifications. I had a chance to work on a van that showed up with both problems, and took some pictures as I carried out the diagnosis and repairs.

Sprinter Glow Plug Relay Failure

Rather than a single external high-amp glow system fuse, as most diesels use, Sprinter vans feature a glow plug relay that has five small internal fusible links inside it. (In fact, there are not five but six fusible links in the relay, since this same part is also used for the six-cylinder variant of this modular engine as found in the MB E320 of similar vintage, but for the 2.7L Sprinter application only five of the links are used.) Each of the five individual glow plug circuits is monitored by the glow controller, and if a fault is found with one or more of the plugs, the controller reports the problem to the ECU which turns on the check engine light and sets a DTC (usually both a P0380 general glow circuit fault and a P067x individual-cylinder fault where x = 1 through 5, identifying the number of the cylinder with the failed plug).

If a plug fails open, replacing it and clearing the code is sufficient to restore proper function. However, if the plug fails shorted, it will blow the fusible link inside the GP relay for that cylinder, resulting in an open circuit that will remain even after the faulty glow plug is replaced. Consequently that new glow plug will receive no power and provide no preheating in the affected cylinder, and the relevant trouble codes will continue to set even without any externally traceable glow system faults.

The standard repair in this situation is to replace the glow plug relay. Unfortunately, list price can exceed $250 for the relay alone, less installation, so this is not a cheap repair. Worse still, if the system suffers another shorted glow plug in the future, the new relay will be damaged the same way the previous one was, and yet another replacement will be required. For most owners, repeatedly replacing expensive glow plug relays is not a practical option.

The alternative is to modify the original relay and relocate the glow plug fuses to an external location, where they can be easily replaced individually in the event of a glow plug short without affecting the relay itself. This is the only way to salvage a failed relay, and additionally it improves ease of service and dramatically reduces cumulative repair costs in the event of a future glow system short.

This van had a chronic check engine light with the typical glow plug failure codes stored; replacement of glow plugs had yielded no improvement, so it was a likely candidate for relay failure. Sprinters have the glow plug relay located on the driver’s inner fender, tucked up underneath the battery tray. Easiest access is obtained by removing the grille and LH headlight assembly. The battery should be disconnected before attempting to remove the glow plug relay, since the relay’s large B+ feed wire has a non-insulated terminal and requires tools to detach. (If your Sprinter has its original radio, at this point you will want to make sure you have your radio security code on hand.)

 

 After removing the relay cover, the failure is easy to see. Evidence confirmed the hypothesis that this van had suffered a shorted glow plug sometime in the past, resulting in the burned internal fuse link that was causing ongoing problems.

 

 The relay has two banks of fusible links, three on each side. The link running parallel to the right of each fuse link, connected at the bottom but leading to a different terminal at the top, is for the system’s diagnostic feedback; it allows the glow controller, integrated into the relay, to monitor the actual conditions in each glow circuit and determine whether that plug and circuit are functioning correctly. If the fusible link is blown, current will not make it down the left side of that link to reach the bottom, where the glow plug harness wires begin, and additionally no current will be fed back to the controller’s monitoring system through the right side link, signaling that that cylinder’s glow circuit has a problem.

Second bank of fuse links ready for wire installation.

The relay modification consists of soldering a large power feed wire onto the switched hot side of the relay itself, which then supplies power to the “in” terminal of an external fuse panel. The fuse panel is then set up with five individual, replaceable fuses, each with an “out” terminal feeding power through five separate wires back into the glow plug relay. The end of each of these wires is soldered to its respective glow relay “out” terminal, which the original fusible links would have fed power to (and which is still being monitored by the feedback link on the right hand side of each terminal, as designed).

Wire ends soldered to GP power out terminals.

The end result is that the entire system functions just as before, except that now in place of the internal fusible links are five standard external fuses, with associated wires added for powering the fuse panel and returning the fused power back to the relay. Any faults resulting from a shorted plug can now be remedied by simply replacing that plug and its corresponding fuse. No more expensive glow plug relay failures.

Relay modifications finished, wire opening not yet sealed, ready for testing.

Location of external fuse panel on LH frame rail, easy access with hood open.

 

Source: http://dieselrepairblog.wordpress.com/2012/01/23/sprinter-glow-system-and-trans-modifications/

 

http://www.boscheuropean.com

 

Mercedes Sprinter Service and Repair Redwood City - Mercedes Sprinter Review - Bosch European Redwood City - 650-368-3000

Pros: Well built; good handling; great diesel efficiency; it's everything U.S. domestic vans are not

Are you looking for a car that can be all things to all people? Your first stop would be the Toyota Camry. But if you are looking for a van to carry cargo or passengers, one that can be configured to haul many things or carry a dozen people, the short answer is the Sprinter. Built by Mercedes-Benz, the people/cargo carrier can be used as an airport shuttle, commercial carrier, luxury RV or cab chassis. In many configurations, the Sprinter will meet your needs and exceed your expectations, despite its hefty $40,000 base price.

Those expectations begin with M-B's three-pointed star fronting the traditional grille and the abbreviated hood. Behind the iconic face is the heart of the Sprinter exercise, a 3.0-liter V6 Bluetec diesel providing 188 horsepower and 325 lb-ft of torque while meeting the strict emission standards set by the EPA and the California Air Resources Board. And whether opting for a standard roof with short wheelbase or the high roof sitting on either the short or long wheelbase, you'll enjoy ample space with hyper efficiency.

While the Sprinter's many features and capabilities will certainly captivate, the ringer with the purchase of a Mercedes-Benz is the enjoyment provided in its ownership. Although common in Europe, the Sprinter remains relatively unique in the U.S. And with a design distinct from its American competitors, along with a built-in durability that seemingly defies time, there's a lot to like in the 2012 Sprinter both at the time of purchase and at trade-in.

Comfort & Utility

The Sprinter's comfort level is established from the moment you step inside, whether as a driver slipping (instead of climbing) behind the wheel or a commercial passenger entering through the Sprinter's best-in-class side door. Once inside, you'll enjoy top-quality materials crafted in a precise - albeit fully functional - manner. You won't, to be sure, confuse the environs with those of Mercedes' CLS; but neither will you think you've returned to your long-forgotten Ram Van.

In the Sprinter Passenger Van, there is seating for up to 12, including the driver. Quick-release locks provide for easy installation and removal of all passenger seats except the last row. Passengers enjoy contoured benches with integrated shoulder harnesses that use supportive foam and quality coverings far removed from what we typically associate with the passenger van or van conversion. If you opt for the long-wheelbase Sprinter, you get some six feet of load length behind its rearmost seat.

If used for cargo, the Sprinter Passenger Van offers volumes ranging from 141 cubic feet with seats in place to almost 500 cubic feet with seats removed. In cargo-specific configuration, the Sprinter Cargo Van is available in three lengths, the longest of which offers more than 15 feet of load space between the front seats and rear doors - which open 270 degrees on all models. The Sprinter 2500 Cargo Van and all the passenger models have a Gross Vehicle Weight Rating (GVWR) of 8,550 pounds; the 3500 Cargo Van boasts a GVWR above 11,000 pounds..

Finally, for those families or firms with a need to (literally) split the difference between people and their stuff, the Crew Van combines the advantages of a Cargo Van with seating for up to five, including the driver. There's an optional variable load-securing system.

Technology

Most of the tech in the Sprinter is devoted to safety, but an Audio 20 radio is available; it has a dual tuner, CD player with MP3 capability, CD changer and Bluetooth with telephone keypad. In working with you to keep the van vertical, Mercedes adds an Adaptive Electronic Stability Program, which works with ABS, acceleration skid control, electronic brake force distribution, Brake Assist and ESP Trailer Stability Assist.

Under the hood, the 3.0 liter V6 is chock full of the latest thinking. Fuel is delivered via state-of-the-art common-rail technology and compressed via an intercooled turbocharger. Once ignited, exhaust gases are cleaned with Bluetec, Mercedes-Benz's proprietary Selective Catalytic Reduction using AdBlue diesel exhaust fluid.

Perhaps the most significant technology separating the Sprinter from its domestic competition is the thinking behind its design. No manufacturer to date combines commercial capabilities with daily-driver comfort to the degree offered by the 2012 Sprinter. The highest evolution of technology is when it works without the driver or passengers noticing.

Performance and Fuel Economy

The engine's 188 horsepower, delivered at 3,800 rpm, may seem modest, but the story here is torque, with the V6 turbocharged diesel delivering its maximum of 325 lb-ft between 1,400 and 2,400 rpm. In short, you can pull stumps at any engine speed above idle. Diesels are inherently more efficient than their gasoline counterparts, and although the EPA doesn't provide an estimate of miles per gallon, the number of Sprinters you see in commercial service despite the $40,000 base price testifies to their efficiency.

From a performance standpoint, whether you're behind the wheel or in the Sprinter's third row, you won't lack for reasonable acceleration or relatively relaxed cruising capability. And coming to a stop is as predictable as a sunset.

Safety

As we've pointed out, the Sprinter has plenty of Mercedes technology to help keep the driver on the road and out of trouble. Should a collision take place, however, the Sprinter is fitted with a full complement of airbags as well as easily accessed three-point seatbelts and four-way comfort head restraints on all seats. Mercedes also offers a host of load-securing options to keep your cargo where it should be, and prevent it from going where it shouldn't.

Driving Impressions

At most introductions of full-size vans, a manufacturer will load it up with people, attach a trailer to a hitch or both. In demonstrations of the Sprinter, Mercedes prefers to take testers to an autocross course, where the Sprinter's well-connected steering and composed suspension are tested at full throttle. To be sure, full throttle is engaging 188 hp and not 388 hp, but the capability demonstrated in directing a Sprinter through a turn and coming out of that turn upright can't be overemphasized.

Whether you're transporting motorbikes or best buddies, know that you're in better control of the Sprinter than virtually anything else in its competitive category.

source: http://www.autotrader.com/research/article/car-reviews/169758/2012-mercedes-benz-sprinter-new-car-review.jsp

http://www.boscheuropean.com

 

Mercedes Service and Repair Redwood City - First Review 2013 Mercedes-Benz SL65 AMG - Bosch European Redwood City

 

As certainly as day follows night and Kreme follows Krispy, the launch of a new Mercedes-Benz model will be followed by the intro of its AMG version. It has been almost a year since we first drove the new SL550, which was followed up a few months later by the SL63 AMG and its 5.5-liter direct-injected twin-cam 32-valve V-8 with twin turbos, 530 horsepower, and 590 lb-ft of torque.

Much of the SL63’s mechanicals carry over to the new SL65—except, of course, for the latter car’s 6.0-liter V-12. That engine is also fitted with two turbos, but it features a single cam atop each head and three valves per cylinder. Developed from the previous twin-turbo V-12, this one has new turbos and manifolds, better airflow through the waste gate, a new engine-management system, and “optimized” cylinder heads, which bring an increase of 17 horsepower over the previous SL65 engine. That adds up to 621 horses; the V-12 still makes 738 lb-ft of torque and, yes, fans of the metric system, that equates to 1000 newton-meters. All of this runs through a new seven-speed automatic with four performance maps: Manual, Sport Plus, Sport, and Controlled Efficiency. The latter incorporates an engine stop-start function for robber barons stricken by the faintest tinge of ecoguilt.

Mash the gas on an SL65, and the turbos take about as long to spool up as you need to think “What the?” The 4450-pound Mercedes then summarily blitzes for the horizon as if you’d engaged hyperdrive. We estimate the 60-mph run in 3.5 seconds, 0.1 second slower than the gullwing SLS AMG GT. Mercedes trims the top speed at 186 mph. Fuel-economy numbers are 14 mpg in the city and 21 on the highway, which is a tad more efficient than the 12/20 EPA estimates for the Bentley Continental GTC.

Then again, the SL65 is even pricier than a Continental GTC. In fact, it’s the most expensive Mercedes sports car, not counting the extremely limited SL65 45th Anniversary Edition, of which just 45 will be built. Only the $216,205 CL65 is dearer in the three-pointed star’s stable.

The SL65 has some external changes, although the SL550 is already fairly aggressive. The biggest upgrades are inside where you can enjoy them, relaxed in AMG sport seats with unique diamond stitching. In cooler climes, you can raise the side windows and rear wind blocker, turn on the Airscarf heating system behind your neck, and be comfy top down. Top up, the cockpit is well-sealed against the elements and noise, all the better to hear the Bang & Olufsen sound system. Above you is Magic Sky Control—who thinks up these names? But it’s cool, the glass ceiling going from nearly transparent to nearly opaque at a button’s touch, thanks to electrochromic technology.

SL65s are so loaded that the only major options are $12,625 carbon-ceramic brakes, a $3570 exterior carbon-fiber appearance package, and AMG Performance Media, which converts the COMAND screen into a race-car-like info center for $2500. Mercedes offers black-painted wheels, red caliper paint, and a wood-trimmed steering wheel, too.

We didn’t get to drive the SL65 on a track, but then again—and horsepower aside—it is more of a cruiser aimed at buyers who prefer to spend whatever it takes to have the top-rung model. At $148,005, the V-8 SL63 is maybe 0.3 second slower to 60. And even factoring in $2500 for the magic roof and $4300 to buy an option package that includes Airscarf, it rings in under $155,000. But as tempting a (relative) bargain as the SL63 might seem, for the buyer who wants nothing less than all the boxes checked in the two-seat AMG realm, the SL65 exists. Mightily.

source: http://www.caranddriver.com/reviews/2013-mercedes-benz-sl65-amg-first-drive-review

BY JOHN LAMM

PHOTOGRAPHY BY JOHN LAMM

Mercedes Spinter Service and Repair Redwood City - Maintenance Schedule for a Mercedes Sprinter - Bosch European Redwood City

 

Following the factory recommended maintenance schedule for your Sprinter will help prevent future, unscheduled service visits and will prolong the useful life your vehicle. Click the video on the right to learn more about the Sprinter Midlothian service department.

The following is the Mercedes-Benz Sprinter recommended maintenance schedule based on mileage intervals.

10,000 Mile Sprinter Service Appointment
(Also due at 30,000 / 50,000 / 70,000 / 90,000 / 110,000 / 130,000 / 150,000 / 170,000 / 190,000 / 210,000 / 230,000 miles)

* Install BG 244 Diesel Injector Cleaner
* Check fluid levels
* Check engine and transmission for leaks
* Rotate tires and check air pressure
* Oil Change and Filter up to 13 qts. of oil
* Check exterior lights
* Check windshield wipers and washer system
* Check belts and hoses
* Check abrasion points
* Check rubber boots on front axle drive shafts and ball joints
* Check shock absorbers
* Replace fuel filter
* Check thickness of brake pads and condition of steering mechanism
* Reset ASSYST maintenance computer

20,000 Mile Sprinter Service Appointment
(Also due at 60,000 / 100,000 / 140,000 / 180,000 / 220,000 miles)

* Install BG 244 Diesel Injector Cleaner

* Check fluid levels
* Check engine and transmission for leaks
* Rotate tires and check air pressure
* Oil change and Filter up to 13 qts. of oil
* Check exterior lights
* Check windshield wipers and washer system
* Check belts and hoses
* Check abrasion points
* Check rubber boots on front axle drive shafts and ball joints
* Check shock absorbers
* Replace fuel filter
* Check thickness of brake pads and condition of steering mechanism
* Reset ASSYST maintenance computer
* Replace air filter
* Replace cabin dust filter

40,000 Mile Sprinter Service Appointment
(Also due at 80,000 / 160,000 / 200,000 miles)

* Install BG 244 Diesel Injector Cleaner
* Check fluidd levels
* Check engine and transmission for leaks
* Rotate tires and check air pressure
* Oil Change and Filter up to 13 qts. of oil
* Check exterior lights
* Check windshield wipers and washer system
* Check belts and hoses
* Check abrasion points
* Check rubber boots on front axle drive shafts and ball joints
* Check shock absorber
* Replace fuel filter
* Check thickness of brake pads and condition of steering mechanism
* Reset ASSYST maintenance computer
* Replace air filter
* Replace cabin dust filter
* Perform a BG Brake Fluid Flush Service
* Replace Transmission Fluid & Filter
* Replace V-Belt (gasoline) Inspect & Replace in needed on Diesel

120,000 Mile Sprinter Service Appointment
(Also due at 240,000 miles)

* Install BG 244 Diesel Injector Cleaner
* Check fluid levels
* Check engine and transmission for leaks
* Rotate tires and check air pressure
* Oil Change and Filter up to 13 qts. of oil
* Check exterior lights
* Check windshield wipers and washer system
* Check belts and hoses
* Check abrasion points
* Check rubber boots on front axle drive shafts and ball joints
* Check shock absorbers
* Replace fuel filter
* Check thickness of brake pads and condition of steering mechanism
* Reset ASSYST maintenance computer
* Replace air filter
* Replace cabin dust filter
* Perform a BG Brake Fluid Flush Service
* Replace Transmission Fluid & Filter
* Replace V-Belt (gasoline) Inspect & Replace if needed on Diesel
* Perform a BG Coolant Flush
* Perform a BG Rear Axle Service

Mercedes Sprinter Service and Repair Redwood City - Chronological History of the Mercedes Sprinter Van - Bosch European Redwood City

1995 - Sprinter debuts in a class of its own with features like high traction rear wheel drive, timeless modern looks, a spacious cab, and a direct-injection diesel engine.

2000 - The Sprinter features a new generation of diesel engines and the automated Sprintshift manual transmission.

2001 - Sprinter enlarges its range with a six ton gross vehicle weight (GVW) for higher payloads.

2004 - Electronic Stability Program ESP®4 comes standard for all Sprinter models - a safety first for the commercial vehicle class.

2004 - The body height of the Sprinter series is raised for the first time.

2005 - BlueTEC diesel technology makes its debut in a Mercedes-Benz truck.

2006 - Mercedes-Benz presents the new lightweight Sprinter body made of aluminum and light, weight saving alloys.

2006 - Sprinter sets a class benchmark in standard equipment features.

2006 - Latest generation of Electronic Stability Program ESP®4, Adaptive ESP®4becomes standard. This upgraded safety system helps maintain stability and vehicle control by adjusting according to the conditions on the road and payload inside.

2006 - Every seat is fitted with three-point seat belts and height adjustable head restraints - including the 12 seats in the Passenger Van.

2006 - Thorax and window airbags for driver and front passenger become available as options, with standard front airbags for driver and front passenger.

2006 - The Sprinter is redesigned with a longer front-end to enhance crash safety.

2006 - A new generation of automatic breaking system (ABS) combined with automatic brake differential evolves into acceleration skid control (ASR).

2006 - The new Sprinter features an ergonomically designed interior with available features like an adjustable steering wheel, extended seat adjustments, extended headroom, easy-to-read gauges and an upgraded center console.

2007 - The low-frame chassis is developed for camper vans.

2010 - One of the world's cleanest diesel engine powers the Mercedes-Benz Sprinter thanks to standard BlueTEC SCR technology.

source: http://www.mbsprinterusa.com/sprinter-story/innovation

 

http://www.boscheuropean.com

Audi Service and Repair Redwood City - Audi TT Used Car Buying Guide - Bosch European Redwood City - 650-368-3000

Introduced to North America in 1999, as a 2000 model, the Audi TT was a revelation of design. The Audi’s rounded shape resembled that of the ancient Egyptian scarab, while its interior was an amalgam of circles and aluminum trim deftly blended into an avant-garde design. Though it was based on theVolkswagen Golf’s platform, the Audi looked nothing like the car from which it was derived.

The TT was first shown as a concept car at the 1995 Frankfurt Auto Show. For those of you who don't know, Audi does not use the name of the car to draw attention to a certain aspect of the female anatomy. The initials TT stand for Tourist Trophy, a very rigorous and highly technical road race held on the Isle of Man.

Difficult to classify, the Audi TT—while definitely a two-seat automobile, isn't really a sports car. The Audi is really more of a sports tourer.  Yes, it offers commendable handling, and yes it offers a distinctive style. However, with its comfortable ride, high style, and Quattro all-wheel-drive system, the Audi is more about comfortable long distance travel at high speeds than it is out and out curve carving.

Offered in both coupe and convertible formats, and with either front– or all–wheel drive, there have been two generations of the Audi TT since it was introduced. A complete redesign hit the market in 2008.

While the Audi TT came to North America in 2000, the model had been on sale in Europe since 1998. Shortly after it was introduced to the US, the Audi was recalled because of an aerodynamic problem.

During abrupt lane changes, or while making sharp turns at very high speeds, it was reported the TT would go out of control. To correct this, a fixed rear spoiler was added to the car, its electronic stability program was recalibrated, and the suspension system was modified.

Available with front- or all-wheel drive, a 180-horsepower, turbocharged 1.8 L in-line four-cylinder engine making 173 foot-pounds torque was the only engine offering. A five-speed manual transmission was standard equipment. In fact, it was the only equipment. At launch, there was no automatic transmission available, it would be another three model years before a self-shifting gearbox would find its way into the Audi TT.

For the 2000 model year, the Audi TT was introduced in two states of trim, “Base” and “Quattro”. The first car of its type, absolutely nothing before or since looks like an Audi TT. Although, there have been some comparisons to the Volkswagen New Beetle, with some saying the Audi looks like a squashed New Beetle.

The primary difference between the base TT and the Quattro TT was the all-wheel drive system. Standard equipment for the base model included; a pair of bucket seats, a center console with storage, fog lights, a set of power operated heated exterior mirrors, a keyless entry system, and power brakes.

Also included in the base price of the TT were a rear window defroster, tinted glass, 16-inch alloy wheels, a clock, a tachometer, traction control, and four disc brakes with ABS. Driver and front passenger airbags, front side airbags, an antitheft alarm system, leather upholstery, cruise control, power steering by way of a tilt and telescopic leather-wrapped steering wheel, and a remote trunk release can also be found on the standard equipment list.

An automatic climate control system, intermittent windshield wipers, power windows and door locks, and an AM/FM/cassette-based audio system rounded out the standard features offerings.

Base model options included a compact disc changer, heated front seats, a performance/handling package, a trip computer, cloth upholstery, xenon high-intensity discharge headlights, a Bose audio system, and a cellular phone.

Standard equipment on the 2000 Audi TT Quattro included all of the above plus; all-wheel drive, a lighted entry system, a locking differential, traction control, and rear-wheel ABS.

The Quattro's options list was identical to the base model’s.

For the 2001 model year, Audi debuted the TT Roadster with an orange leather upholstery treatment featuring baseball glove-style stitching. The company also responded to comments the TT could use more power with a 225 horsepower version of the 1.8 L turbocharged engine. This powerplant delivered 207 foot-pounds of torque and was exclusively paired with Quattro and a six-speed manual transmission.

The 225 horsepower engine was installed in both coupe and convertible models.

With this development, there were three coupe models for 2001; “Base”, “180hp Quattro”, and “225hp Quattro”. There were also two convertible models; “Base and “225hp Quattro”.

The standard feature-set for the Base 2001 Audi TTRoadster included; a rear spoiler, 16-inch alloy wheels with performance tires, variable intermittent windshield wipers, a manually operated convertible roof, a rear window defogger, and height adjustable leather upholstered driver and passenger seats. There were remote door locks, heated power adjustable exterior mirrors, and a pair of one-touch power windows.

Cruise control, front cupholders, a remote trunk release, and power steering by way of a tilt and telescopic leather wrapped steering wheel were also standard equipment. The base model Audi TT Roadster retained accessory power when the engine was shut off, and its climate control system included interior air filtration.

There was also a trunk light, aluminum alloy and leather trim on the center console and doors, aluminum alloy trim on the dash, a pair of front floor mats, and a pair of dual vanity mirrors. The audio system used seven speakers, a 120W amplifier, and an AM/FM stereo head unit—with a six-disc CD changer.

The safety and security suite included four-wheel ABS, front head airbags, dual front side-mounted airbags, roll-over hoops, child seat anchors, a remote antitheft alarm system, ventilated front/solid rear disc brakes, fog lights, high-pressure headlight washers, a passenger airbag deactivation switch, front seatbelt pre-tensioners, stability control, traction control, and electronic brake force distribution.

The 2001TT 225hp Quattro convertible used all of the above, plus; 17-inch alloy wheels, a power operated convertible roof, a mechanical center differential, and a six-speed manual transmission.

Coupe models were similarly equipped and a navigation system was optional for all trims.

More of a sporty car than a sports car per se, the Audi TT is a singularly distinctive automobile with a remarkably unique appearance. Simply put, nothing else looks like it. Blessed with Audi’s outstanding fit and finish and attention to detail, the Audi TT is a remarkably handsome car with a premium feel.

All but the most hard-core high-performance enthusiasts will find something about the way the TT drives to love. However, if all-out handling, acceleration, and braking rate highly on your must-have list, you might be better off looking at one of the challengers from BMW, or Porsche. (Unless your budget will permit you to spring for a TTS or a TT RS.)

If you’re a younger person, you’ll want to get an insurance quote before you buy a pre-owned TT to make sure you can afford the premium. Audis are considered prestige cars, and the TT is a sporty model besides, so the insurance tab is bound to be a bit spendy.

Most forums recommend focusing your first-gen search on the 225hp models, as they are the most problem free versions of the car.  Whatever you decide, spend some time here on the ‘Net in the various Audi TT forums to get an idea of what you might be getting into. All in all, the TT seems to be about average in terms of reliability as a used car purchase, so judicious due diligence should net you a good clean driver.

There have been recalls, so you’ll want to research those to learn which apply to your model of interest. When you’ve found the car you think is the one, run a vehicle history report against its VIN to get an idea of how well it has been cared for and whether or not the car has been subjected to undue trauma, like salvage or floods. If it passes that sniff test, turn the TT over to a trusted professional independent Audi mechanic for a very thorough pre-purchase inspection.

source: http://www.autobytel.com/audi/tt/car-buying-guides/audi-tt-used-car-buying-guide-112111/
by Lyndon conrad Bell


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