Thursday, December 27, 2012
Thursday, December 20, 2012
Tuesday, December 18, 2012
Monday, December 17, 2012
Thursday, December 13, 2012
Tuesday, December 11, 2012
Thursday, December 6, 2012
Wednesday, December 5, 2012
Not sure what to get for your loved ones this holiday season?
Tuesday, December 4, 2012
Mercedes-Benz has record November sales
Year-to-date sales for the company are also a record -- 273,622 up 14.5% -- the company said.
"As the post-storm rebuilding gets underway, we're seeing a strong sales pace for the industry at large which will carry MBUSA to its highest year on record," said Steve Cannon, U.S. CEO, in a statement.
The entry-level C-Class Mercedes-Benz was the volume leader at 8,585, up 2.5, followed by more upscale E-Class, which jumped 59.5% to 8,126. Unlike most luxury brands these days, a majority of M-B's November sales were passenger cars. Its top-selling crossover SUV was the M-Class at 3,894
Those vehicles are also the leaders year-to-date: C-Class with 73,940, E-Class with 58,187 and M-Class with 33,860, the company said.
Sales of the M-B high-performance AMG models -- ranging up to the SLS AMG supercar -- have grown 30.8% year-to-date to 6,176. Diesel model sales for the year are up 7.9% to 13,738.
The company also sold 704 Smart cars in November, up 70%, and 1,630 Sprinter vans, up 56%.
Source: USAToday
Thursday, November 29, 2012
Wednesday, November 28, 2012
For the month of December, Mercedes-Benz of Fort Wayne is teaming up with Crossroad Child & Family Services to help create good memories for Crossroad youth this holiday season.
You can save 25% off any service or repair in our service center, when you bring a new toy or 2 new items of children's clothing in for donation. http://bit.ly/V3esBh
Tuesday, November 27, 2012
Review: 2013 Mercedes-Benz GL350
Sleigh bells.That’s the image that’s eluded me all these years: the precise chiming of an idling sports car, like the Lexus LF-A or Audi R8 V10. It sounds like sleigh bells. Happy sleigh bells.
There are no sleigh bells in the 2013 Mercedes-Benz GL350 BlueTec diesel. The timbre of this machine is a dark, deep, damped, an organic ugh ugh ugh ugh ugh. Bell-wise, this thing needs its own hunchback.
This, the company’s ground-up redesign of its Alabama-built, large luxury SUV with a high-mileage diesel (19/26 miles per gallon) under the hood, is an absolute hoss: 16.7 feet long, 6 feet high and 7 feet wide at the side mirrors. The GL350 doesn’t come around a corner so much as heave into view like a dangerous iceberg. It’s flipping Homeric.
If you can get over the sheer presumption of it all, and hike your hams up to the diamond-quilt leather driver’s seat, you will find yourself ahold of a very sturdy object, indeed. The new GL—seven-passenger, 7,500-pound towing, all-wheel drive—is roughly the same size as before (about the dimensions and weight of a Chevy Tahoe), but there’s a lot more standard content in that footprint.
Mercedes is also pleased to offer you an impressive list of optional driver-assist and cabin amenities, all of which add weight. Our test vehicle, which clocked in at a brisk $99,840, represented the Russian Girlfriend package: illuminated running boards ($670); chocolate leather-and-walnut “Designo” appointments ($4,800); Bang & Olufsen sound system ($6,700); 20-inch wheels ($750); dual-panel panoramic sunroof ($1,090); rear-seat entertainment system ($1,970); heated rear seats ($620) and more.
Mercedes claims 5,467 pounds for the GL350, but my luxed-out example was certainly closer to three tons (for reference, the new alloy-chassis Range Rover has a real-world curb weight of about 5,000 pounds). Frankly, I think the GL’s curb weight is unsustainable going forward and will ultimately shorten this design’s shelf life.
Meantime, a unique characteristic of this GL, practically worth the price of admission all its own, is its serene, even ceremonial, quiet. The truck’s lack of vibration, noise or resonances constitutes an alternate aural reality. Go ahead, slam that door shut. Whhompf! And then you press the start button on the dash and—in our 3.0-liter turbodiesel test truck—a moment’s delay, and then the tick-purr of the engine. The faintest shudder, coming from many decks below, is your only sign that a 52-pound crankshaft has suddenly accelerated to 800 rpm. It’s like firing up a Coast Guard cutter.
Part of this effect is due to the diesel’s BlueTec system, which includes a fuel-saving stop/start function, shutting down the engine while the vehicle is not moving. Firing up/shutting down a rattling diesel engine—particularly a V6, which has higher vibrational tendencies anyway—wants to impart a lot of noise and rocking motions to the chassis. In order to quell these transient vibrations, the GL’s engine and transmission mountings are effectively over-engineered. Once the engine is running, whatever torquing and vibrations sneak past the engine mounts dwindle to almost nothing in the vehicle’s huge, attenuating structure.
Here the careful reader will note I’m wildly out of my depth. The point is, Gitmo doesn’t have this kind of isolation.
Behind the handsome, purposeful grille is Mercedes’s evolved OM642 diesel V6 (72-degree bank, 48-degree crankpin offset, with center counterbalance shaft), connected to the GL’s standard seven-speed automatic transmission. Even under heavy throttle, the upshifts are creamy-smooth, and when the GL350 reaches highway speeds, the transmission slips into a nearly catatonic double overdrive. At 80 mph, the engine is turning about 1,800 rpm (redline is 4,500 rpm). With full tank of oil, the GL350 has a stated range of 600 miles.
For petrol fans, Mercedes deploys three newish, turbocharged direct-injection V8′s: two 4.6-liter units producing either 362 horsepower (GL450) or 429 hp (GL550); or the heavy-breathing 5.5-liter, 550-hp mill in the GL63 AMG, which is, obviously, balling.
Ordinarily I wouldn’t hesitate to recommend the diesel version of the GL, which has range, mileage and impeccable refinement on its side. The diesel’s 455 pound-feet of peak torque (1,600-2,400 rpm), is plenty capable of stirring the big truck to 60 mph in 8.3 seconds, give or take a Russian girlfriend. Fast enough. The OM642 is a tractable, effortless and flexible powerplant at urban speeds, with minimal inertia and almost nothing of what you’d call turbo lag.
However, the GL350 does start to run out of reserve acceleration at interstate speeds. On some of California’s more demanding freeways, I imagine the GL might feel a little pokey. The AMG’s 5.5-liter certainly has the cure for that.
Also, Mercedes’s product planners have decreed that the off-road package—low-speed transfer case, multimode driving selector, 12-inch extended ride height, skid plates ($2,850)—will be available only with the gas-engine GLs. I’m sure this is a carefully considered decision, but I bet it will frustrate a lot of diesel shoppers.
The GL’s 2013 updating brings along Mercedes’s current spread-wing dash design, with standard Eucalyptus or optional burled-walnut wood veneer flowing into the doors’ wainscoting. Our test truck’s quilted-leather “Designo” auburn upholstery, on the seats, doors and dash, was a wonderfully rich and expressive touch, and for $4,800, it ought to be.
Other notable cabin improvements include the power middle-row seats, which slew forward to ease access to the third-row seats; and the optional Surround View Monitor ($1,290), bundled with the Parktronic active parking assist system. Surround View creates a bird’s-eye view of the vehicle by compositing images from four cameras around the vehicle, helping drivers maneuver in tight situations. This system is a must-have simply because the GL’s outward visibility is so seriously constrained and the sprawl of the vehicle makes it hard to tell where the corners are. Honestly, parts of this beast might as well be in Burma.
Like other high-end SUV manufacturers, only maybe more so, Mercedes continues to try to improve on these big vehicles’ manageability. The GL offers standard crosswind stabilization and trailer-stability assist (both are overlays of the stability-control system). Optionally, there’s the adaptive/driver-selectable four-mode air-suspension system; and the “Active Curve System,” which uses active antiroll bars front and rear to limit body roll in sweeping turns.
Other technologies to help drivers keep it between the lines: standard Collision Prevention assist (warns of, and braces for, potential impacts with vehicles ahead); and the Driver Assist package ($2,100), including blind-spot monitoring, active lane-keeping and Distronic adaptive cruise control.
Still, even with these interventions, the GL feels large, lane-spanning and tall, a creature of barely constrained momentum whose road-holding is never entirely convincing. Yes, the ride is pretty great in a softly padded way. But there’s entirely too much piloting, too much beating-upwind-in-a-dirigible, especially on a country road. The steering is lazy and resolutely vague. The GL sort of hates to be hustled at all, frankly.
If they asked me what’s the one thing I’d want more of in the GL, the answer would be “reassurance.”
And sleigh bells.
2013 Mercedes-Benz GL350 BlueTec
Base price: $63,305
Price as tested: $99,840
Powertrain: 3.0-liter, 24-valve turbodiesel V6 with variable valve timing; seven-speed automatic transmission with manual shift mode; permanent all-wheel drive
Horsepower/torque: 240 hp at 2,600 rpm/455 pound-feet at 1,600-2,400 rpm
Length/weight: 201.6 inches/5,467 pounds
Wheelbase: 121.1 inches
0-60 mph: 8.3 seconds
EPA fuel economy: 19/26 mpg, city/highway
Cargo capacity: 16 cubic feet (behind third-row seats); 93.8 cubic feet (middle and rear rows folded)
Courtesy of: http://on.wsj.com/TiuN5Z
Monday, November 26, 2012
Experience the 2013 Mercedes-Benz GLK350 at Mercedes-Benz of Fort Wayne
This vehicle defines perfection. It's the 2013 Mercedes-Benz GLK350. This vehicle is outstanding inside and out. Stop in today and enjoy a test drive. Click here to learn more about the GLK350. 
Tuesday, November 20, 2012
Wednesday, November 14, 2012
Have you seen this beauty yet?
It's the all new Mercedes Benz CL600! Check out this great offer currently going on. Visit our website for more details!
Tuesday, November 13, 2012
L.A. Auto Show preview: Mercedes-Benz to debut SLS AMG Black Series
This SLS Black Series ups the ante by boosting the SLS GT's 583 horsepower to 622 horsepower, while torque actually drops from 479 pound-feet to 468 pound-feet. The engine's redline jumps to 8,000 rpm and it gets other revisions like revised mapping, a new oil pump, new crankshaft bearings and a revised cooling system.
The seven-speed, dual-clutch transmission now sits a scootch lower, and two of the gearbox's four drive modes have been retuned for more aggressive and faster shifts. The SLS Black Series also gets a completely revamped suspension system with two selectable modes, the car's track has been widened, and the speed-sensitive steering has been revised. This SLS also benefits from standard carbon-ceramic brakes. Further weight savings come from a lithium-ion battery (a loss of 17.6 pounds) and a titanium sports exhaust system (a loss of 28.7 pounds). All told, these changes add up to a weight savings of 154 pounds from the SLS GT, for a total curb weight of 3,417 pounds. The car will do 0-60 mph in 3.5 seconds (.1 second faster than the GT) on its way to a 196-mph top speed. Mercedes says the car draws its exterior design inspiration from the company's SLS AMG GT3 racecar. The Black Series gets flared fenders, tinted headlights, carbon fiber side skirts all around, a rear diffuser, a carbon fiber hood, and matte-black alloy wheels (19-inch in the front, 20-inch in the back). Buyers can also specify the carbon fiber rear wing you see here. Inside, the car comes with Alcantara trim in red or black, a flat-bottom steering wheel, a carbon fiber-lined center console, and an 11-speaker, 1,000-watt Bang & Olufson sound system. Unfortunately, as is the case on the SLS AMG Roadster we tested in early 2012, the car still has Mercedes' outdated center console setup and design. Customers who want to really save weight can delete this Comand multimedia system, a move Mercedes says saves you another 13 pounds. If all this sounds like something you'd like to drive, you'll have to wait for it to go on sale the summer of 2013, and though there's no official word on pricing, expect it to close in on $300,000. If you'd like to stare at it in person before next year, head to the L.A. Auto Show -- which is open to the public Nov. 30 to Dec. 9. -- to see this and several other Mercedes-Benz products the company will debut at the show.Thursday, November 8, 2012
Wednesday, November 7, 2012
Tuesday, November 6, 2012
Thursday, November 1, 2012
Mercedes-Benz USA Donates $1,000,000 To The American Red Cross For Hurricane Sandy Relief Effort
The company has a strong presence in the Northeastern United States with its headquarters in Montvale, New Jersey, a regional office in Parsippany, New Jersey, Parts Distribution Center in Robbinsville, New Jersey, Vehicle Preparation Center in Baltimore, Maryland and 83 dealerships throughout the Northeastern corridor.
In addition to monetary support, the company is encouraging its employees to volunteer in their local communities (for which the company offers time off from work for qualifying employees) and to donate individually, taking advantage of the company's matching gifts program.
Tuesday, October 30, 2012
Thursday, October 25, 2012
Wednesday, October 24, 2012
Check out this spectacular 2013 E350!
Tuesday, October 23, 2012
2013 Mercedes-Benz SL550 is lighter, quicker
The high-tech and luxury features of this sixth-generation SL could bring buyers to showrooms, too.
After all, who wouldn’t want to impress a neighbor with a 0-to-60 sprint that takes just 4.5 seconds? How about the active side seat bolsters that automatically hug passengers more tightly as the car takes turns?
The quicker acceleration comes from a 429-horsepower, twin-turbo, direct-injection V-8 that replaced last year’s 382-horsepower, naturally aspirated V-8.
The active seat bolsters don’t depend on speed. They instantly inflate and press forcefully – and unnervingly for a first-time passenger – to keep a person in place anytime the steering wheel is moved appreciably.
The SL550 has improved fuel mileage. The government gives the 2013 model a city rating of 16 mpg, with highway travel rated at 24 mpg. The test car was spot on with the combined city/highway rating of 19 mpg, affording a range of 375 miles.
The starting price, including destination charge, for a base SL550 is $106,405, an increase of $1,890 from the 2012 price.
Standard on every SL are seven-speed automatic transmission with paddle shifters for shift-it-yourself mode; a fuel-saving engine stop/start system; seats trimmed with leather that’s specially treated to reflect the sun’s heat and, over time, reduce sun damage; a retractable, hard sunroof that’s a heat-reflecting panel; dual-zone, automatic climate control; bi-xenon head lamps that swivel in turns and curves to illuminate the road ahead, and 12-way, power-adjustable and heated seats.
A long list of safety features go beyond the usual air bags – there are eight in the SL – and anti-lock brakes.
For example, the SL550’s brakes include automatic drying that activates whenever windshield wipers are turned on. This feature keeps brakes ready for maximum work when roads are wet.
There also are high-beam headlights that use a camera to automatically adjust the range of the lights depending on the proximity of other cars.
The new SL550 exterior styling is busy, for sure. There seem to be lines and swirls in the body everywhere, save for the rear end, which seems a bit plain. The stand-up grille in front especially evokes the early SLs.
One thing that’s not obvious: Most of the SL550 body shell is made of aluminum for the first time. Steel is primarily found inside the window pillars. The lighter aluminum accounts for the loss of some 240 pounds. Indeed, the base car weighs in at less than 4,000 pounds.
The car looks good with the hard top on and off. Mercedes boasts that the complicated, power-operated maneuvering of the roof and rear window takes just 16 seconds. A driver has to touch one button.
Roof storage reduces trunk room from 10.2 cubic feet to 7.2 cubic feet.
The newfound power can be addictive. It came on so smoothly and strongly in the test car that the car typically was going 20 mph faster than expected.
The new engine – a 4.6-liter, double overhead cam, direct-injection V-8 – has twin turbos providing 13.1 pounds per square inch of boost.
Torque is plentiful in this car and comes on quickly. Peak torque is a hearty 516 foot-pounds starting at a low 1,800 rpm and continues to 3,500 rpm.
Even though Mercedes installed a start/stop system that turns off the engine automatically to save fuel at stops, the test car got under way as soon as pressure on the brake pedal lightened, and it beat everyone away from stoplights. The start/stop worked seamlessly in the tester and was nothing like start/stop systems in earlier, lesser vehicles where the engine almost seemed to stall as it got going again.
Engine sounds were deep and confident, but steering, while direct, required a bit too light an effort at times.
Extras can be costly. The test car came with nearly $18,000 of options, including seats with the active bolsters plus a massage feature, a roof panel that changes transparency and adjustable body control suspension. Even the rearview camera was optional.
Monday, October 22, 2012
Busting the Myths of Driving a Manual Transmission
The few who do learn manual shifting usually don't pick up the skills from a driving school; rather, they got schooled by their bored Uncle Joe or their theoretically more experienced best friend — who started driving a manual transmission just last summer. This gets you by, but if performed incorrectly you can still cause costly damage to your car over time.
Case in point: Julie Sun, an Edmunds employee, who owns a 2002 Audi A4 and who has been driving a stick-shift car for ages. She recently discovered that, because of incorrect clutch and shift habits, she now has to pay $2,000 for a new clutch and flywheel.
Fortunately, Edmunds.com Editor in Chief Karl Brauer was kind enough to take young Julie out in his Ford GT and teach her the myths of the stick shift to avoid future grief and service payments.
Myth #1: It's OK to constantly "ride" the clutch. If there's a philosophical way to think about how to treat your clutch, this could be it: Whenever the clutch pedal isn't all the way up or all the way down, you're putting wear on your clutch. Picture a big red light mounted on your dashboard. Whenever the clutch pedal isn't fully depressed or fully released the light is on, and your goal is to keep the light off.
That's a general way you might think about how to drive a manual transmission vehicle. In truth it's OK to spend a second or two in the process of pressing or releasing the clutch pedal (you certainly don't want to treat it like a light switch), but in general the less time spent in this transitional period the better.
Myth #2: Use the clutch to hold your car in place on steep hills. If you're stopped on a slight incline you must use the brake to keep the car from rolling backward. If you're worried about rolling back between the time you release the brake pedal and engage the clutch you can "cheat" by pulling the emergency brake. Don't fully apply the E-brake unless you're on a really steep hill. Instead, just use enough E-brake to keep the car from rolling backward. Then engage the clutch when traffic allows and pull away from the stop, being sure to release the E-brake as soon as you start moving forward. The most important rule, however, is never use the clutch to hold your car in place while waiting on an incline. Doing this will burn out that imaginary red light on the dash — as well as really burn out the clutch.
Myth #3: Use the clutch to save your brakes. The clutch can theoretically be used as a braking device when slowing down, but this is more trouble than it's worth. First, if you're using the clutch to slow a car to "save your brakes" you better be really good with the clutch. If you're not smooth in your downshifting you'll be putting extra wear on the clutch.
Anyone want to guess which components cost more to replace — brake pads or a clutch plate? You're better off just pushing the clutch pedal in and leaving it in, and/or shifting to neutral, when slowing down in a manual-shift vehicle — especially if you aren't extremely smooth at downshifting. If you are smooth at downshifting and you feel like going through the trouble, you can constantly downshift and release the clutch as you slow down. But even doing that action smoothly won't make your brakes last appreciably longer.
Myth #4: It's impossible to be perfectly smooth when engaging the clutch. Always try to learn exactly where the clutch pedal is when the clutch starts to engage. You can practice this in a parking lot, and once you are familiar with it you can use this knowledge to make every shift smoother. This will add confidence to your ability to stop and start on an incline, and it will make downshifting easier, because you can quickly let the clutch pedal go from the floor to the area in the pedal travel where the clutch actually starts to engage (it's different on every car). Once you get to that point quickly you can then modulate the speed at which the pedal is released to achieve a smooth engagement. This is how you can keep from rolling back on an incline without using the E-brake.
Myth #5: It's normal for the car to lurch when downshifting. When you do downshift (without coming to a complete stop) it's important to "rev-match." This means raising the engine's rpm as you release the clutch to more closely match your vehicle's engine speed to the rear-wheel speed. Again, this is only important on downshifting. As you accelerate and upshift you don't have to worry about rev-matching. By giving the engine just a bit of throttle when you downshift you can make the clutch engagement smoother, which reduces clutch wear and head bobbing on downshifts.
If you get really good at rev-matching you can even try heel-and-toe downshifting, which is what racers use to get the smoothest downshifts, and the best lap times, around a road course. Heel-and-toe shifting is actually a whole other article, but in short you must apply both the brake pedal and the gas pedal simultaneously, thus slowing the car down and rev-matching the engine to rear-wheel speed — all at the same time. This can be accomplished by carefully placing your right foot on the brake pedal and the gas pedal.
But for the sake of your clutch, and the safety of your fellow drivers, please don't try heel-and-toe shifting until you've fully mastered the basics mentioned above!
Source: Edmunds
Thursday, October 18, 2012
Wednesday, October 17, 2012
Be the talk of the town when you roll down the street in this terrific-looking 2009 Mercedes-Benz S-Class.
This is a fantastic car that we have placed at a great price! Call us today to get a more up and close look at it!
Tuesday, October 16, 2012
Mercedes-Benz Shows Off 2013 SLS AMG GT
in a slew of new images. Besides the new name – the supercar is now called the SLS AMG GT – the boffins at AMG have also seen fit to boost the power rating of the flagship Mercedes. While torque from the naturally-aspirated 6.2-liter V-8 engine is the same 479 lb-ft as the 2012 model, horsepower is up by 20 to a total of 583 hp. Maximum velocity hasn’t increased from last year’s 197 mph, but the dash from 0 to 60 mph has fallen by a tenth of a second to 3.6 seconds. The seven-speed automatic has been revised, with manual-mode shift times “significantly” shortened and a more pronounced double-declutching function. The AMG Adaptive Performance suspension has been stiffened up with a more aggressive spring/damper tuning, rounding out the SLS’ upgrades under the skin.
Aesthetically, the SLS AMG GT Coupe and Roadster now wear darkened headlights and red brake calipers along with the same 10-spoke forged alloy wheels wrapped in 265/35R19 rubber up front and 295/30R20 in back as before. Inside, the standard designo interior package can be had with quilted leather in three new color combinations: mocha brown/porcelain, grey/porcelain, and mystic red/porcelain.
The 2013 Mercedes-Benz SLS AMG GT goes on sale later this fall, but U.S. pricing has yet to be announced. The 2012 Coupe started at $192,175 and the Roadster at $198,675 (both prices with destination); European pricing for the 2013 GT Coupe starts at €204,608 ($267,018) and €213,010 ($277,983) for the Roadster.
Thursday, October 11, 2012
Wednesday, October 10, 2012
Check out this special!
Complete detail now only for $99.95! Get your Mercedes looking sharp for the Fall!
Tuesday, October 9, 2012
2013 Mercedes-Benz SLS AMG GT3 45th Anniversary Edition Debuts at $577,474
Daimler said it plans to build just five of these custom racecars. The SLS AMG GT3 is the racing version of the SLS AMG.
The special model, which is equipped with the AMG 6.3-liter V8 engine, marks the Mercedes-Benz SL's 45th year.
Details on the car include carbon bodywork covered with a special magno graphite matte paint and AMG light-alloy wheels. A "45 Years of Driving Performance" logo adorns the car's gullwing doors.
The interior gets a full steel roll-over cage, six-point seatbelts and carbon-shell seats.
Buyers of the 45th Anniversary Edition can expect a white-gloves treatment at the factory here. They will receive an "in-depth introduction to the operation of the new vehicle," along with a tour of the factory and the AMG Performance Studio.
Daimler said it has sold 49 SLS AMGs worldwide to date.
Thursday, October 4, 2012
Wednesday, October 3, 2012
Tuesday, October 2, 2012
2014 Mercedes-Benz SLS AMG Electric Drive debuts in Paris
made the bold promise to launch an electric version of its SLS AMG gullwing supercar on the market by the end of 2013. Since then we’ve seen several concept versions of the car, which was labeled the SLS AMG E-Cell, though now we’re getting our first look at the production version, which is called the Mercedes-Benz SLS AMG Electric Drive and has made its world debut at the 2012 Paris Auto Show. That name may certainly be a mouthful, but the part that you should concern yourself with is the car’s output, which comes in at a staggering 740 horsepower and 737 pound-feet of torque. Not only does this make the SLS AMG Electric Drive the most powerful electric car currently on the market, but the fastest too. According to Mercedes-Benz, the SLS AMG Electric Drive will sprint from 0-60 mph in less than 3.9 seconds and easily reach its electronically limited top speed of 155 mph. The fastest gas-powered SLS AMG, the 583-horsepower SLS AMG GT, needs only 3.6 seconds to reach 60 mph, though it isn’t hindered by a heavy battery pack. The battery back in the SLS AMG Electric Drive weighs just over 1,200 pounds, and is rated at 60 kWh. It has a range of about 150 miles with mixed driving. Charge time takes more than 20 hours using an ordinary household outlet, though Mercedes-Benz plans to offer a quick-charge option. But it’s not just about brute power with this car. Like the original concept versions, the production SLS AMG Electric Drive packs four motors, one mounted to each wheel via an axially-arranged transmission design. By controlling the torque of each of these motors through a new AMG Torque Dynamics system, the vehicle promises to handle much better than its gasoline counterparts. The technology behind the AMG Torque Dynamics system was developed together with engineers from the Mercedes-AMG Formula 1 team, who were able to contribute their extensive know-how with KERS hybrid concepts. Note, Ferrari’s replacement for the Enzo supercar is expected to feature its own setup relying on this principle. To counteract the heavy batteries is a full carbon fiber monocoque, another feature that should help the SLS AMG Electric Drive stand out from the regular model. Though costly, adopting carbon fiber for the car’s central structure helps engineers achieve the high standards of performance implied by the AMG badge. Benefits include a weight saving of around 30 percent over standard aluminum, but high strength too. But the changes don’t end there. Racing-style pushrod shocks replace the vertically-arranged system in the regular SLS AMG, as the electric drive system--and the now driven front wheels--required a different axle setup. The brakes are carbon ceramic units. Inside, the cabin layout remains much the same as the gas-powered versions. One new element is the controller for the AMG Torque Dynamics feature, which offers the choice of Comfort, Sport and Sport Plus modes for the ride and handling.
On the outside, there are a few subtle details that allow us to tell the gas and electric versions apart. Most obviously, the SLS AMG Electric Drive is devoid of any exhaust tips and features a new “Electric Drive” badge on both its front fenders. The bumpers are also slightly different to the gas versions, particularly the rear one, while the grille and front intakes are painted to match the body color. So far the Mercedes-Benz SLS AMG Electric Drive has only been announced for the European market, where it will go on sale next year priced from 416,500 euros (approximately $536,000). There’s no word yet if a U.S. launch is planned, though we’ll keep you updated if the situation changes.Thursday, September 27, 2012
Wednesday, September 26, 2012
The 2013 C250 Coupe is finally here!
Call us today to schedule one on this beauty!
Tuesday, September 25, 2012
Review: 2013 Mercedes-Benz SL550
But the high-tech and luxury features of this new, sixth-generation SL could bring buyers to showrooms, too.
After all, who wouldn't want to impress a friend or neighbor with a 0-to-60 sprint that takes just 4.5 seconds? And how about the active side seat bolsters that automatically hug passengers more tightly as the car takes turns?
The faster acceleration comes from a 429-horsepower, twin-turbo, direct-injection, gasoline V-8 that replaced last year's 382-horsepower, naturally aspirated V-8.
The active seat bolsters aren't dependent on speed. They instantly inflate and press forcefully - and unnervingly for a first-time passenger - to keep a person in place any time the steering wheel is moved appreciably.
Best of all, the SL550 has improved fuel mileage. The U.S. government gives the 2013 model a city rating of 16 miles per gallon, with highway travel rated at 24 mpg. The test SL was spot on with the government's combined city/highway rating of 19 mpg, affording a range of 375 miles.
Note the 2013 mileage is up from the 2012 SL550's 14/22-mpg rating and is better than the 15/22-mpg rating for Jaguar's two-seat XKR convertible.
Starting manufacturer's suggested retail price, including destination charge, for a base, rear-wheel drive, 2013 SL550 is $106,405, an increase of $1,890 from the 2012 price.
Standard on every 2013 SL are seven-speed automatic transmission with paddle shifters for shift-it-yourself mode; a fuel-saving, engine stop/start system; seats trimmed with leather that's specially treated to reflect the sun's heat and, over time, reduce sun damage; a retractable, hard sunroof that's a heat-reflecting panel; dual-zone, automatic climate control; bi-xenon headlamps that swivel in turns and curves to illuminate the road ahead, and 12-way, power-adjustable and heated seats.
A long list of safety features go beyond the usual air bags - there are eight in the SL - and antilock brakes.
For example, the SL550's brakes include automatic drying that activates whenever windshield wipers are turned on. This feature keeps brakes ready for maximum work when roads are wet.
There also are high-beam headlights that use a camera to automatically adjust the range of the lights depending on the proximity of other cars.
Thursday, September 20, 2012
Wednesday, September 19, 2012
Keep your car looking beautiful when the leaves change colors by getting it detailed!
Check out this great detail special for only $99.95! Click here to print your coupon:
Tuesday, September 18, 2012
Thursday, September 13, 2012
Wednesday, September 12, 2012
Tuesday, September 11, 2012
We will never forget.
We would like to take this moment to remember the men and women in the September 11, 2001 tragedy. They are all heroes to us.
Thursday, September 6, 2012
Tuesday, September 4, 2012
Mercedes-Benz Sales Jump 11.3% In August
Mercedes-Benz USA today reported August sales of 20,557 for its Mercedes-Benz models, delivering a record year-to-date total of 168,462 new vehicles to customers, up 13.
5%.
Combined sales of Mercedes-Benz passenger vehicles, smart and Sprinter for the month totaled a record of 23,439, up 13.1% bringing the MBUSA year-to-date total to a record 188,351, up 17.9%.
"With an all-time record setting year so far and now with exciting product in the pipeline, including the all-new GL-Class currently on its way to dealers across the country, we plan to build on this momentum through the end of the year," stated Steve Cannon, president and CEO, MBUSA.
Mercedes-Benz sales for the month of August were led by the C-, E- and GLK-Class model lines. The sporty C-Class – the gateway to the Mercedes-Benz brand on the car side for younger and first-time Mercedes-Benz buyers – took the lead with sales of 6,519, up 37.9%. The 9th generation E-Class followed with sales of 4,515 and MBUSA's restyled compact SUV, the GLK-Class, rounded out the top three with sales of t 2,775, up 43.6%. Additionally, the sporty SLK roadster sold 373 vehicles for the month, up 174.3%.
At the high end, the all-new iconic sixth generation 2013 SL roadster – which debuted in showrooms this past spring - posted sales of 604 yielding an increase of 705.3% and the SLS AMG supercar retailed at 51 for the month, up 59.4% over the same period last year.
On a year-to-date basis, top performers were the C-Class with 49,868, the E-Class with 39,970 and the M-Class with 24,659.
Monthly sales of the high-performance AMG models were 637, up 55.7% versus August 2011 (409) and up 52.1% year to date.
Sales of the company's BlueTEC diesel models were up 38.9% for the year at 10,717 compared to the 7,717 diesels sold over the same period last year.
The company's smart brand continued ten consecutive months of sales increases with August sales of 753, an 85.9% jump for the month (compared to the 405 vehicles sold in August 2011) bringing the year-to-date volume to 6,281 up 758.1% when compared to the 732 vehicles sold by MBUSA last year. When compared to the combined Penske and MBUSA sales year-to-date last year (3,288), sales are up 91%.
On the van side, Sprinter sold 2,129 vehicles in August – up 15.3% over last year and up 27.5% on a year-to-date basis.
Separately, through the Mercedes-Benz Certified Pre-Owned (MBCPO) program, MBUSA sold 6,921 vehicles in August; an increase of 17.3% when compared to August 2011 (sales of 5,901 vehicles). On a year-to-date basis, MBCPO sold 52,859 vehicles, an increase of 2.3% over the comparable period (with sales of 51,651 vehicles).
Thursday, August 30, 2012
Tuesday, August 28, 2012
Thursday, August 23, 2012
1928 Mercedes-Benz from Fort Worth wins prestigious vintage car show
The Mercedes-Benz Classic Archives have information on the winning car to offer. It was originally ordered by Mercedes-Benz Comp. Inc., New York, for a Mr. Charles Levine, New York. On 2 August 1928, the chassis was delivered to Saoutchik in Neuilly-sur-Seine, France. The company manufactured and mounted the sports two-seater body and charged 72,327.25 French Francs (equalling 11,572.35 Reichsmark) to Daimler-Benz AG in December 1928. The exact date of delivery is not documented, but it is supposed to have happened in December 1928.
Current owners Judy and Paul Andrews of White Settlement, Texas, had the car extensively restored before presenting it to the panel of judges in Pebble Beach. Before that the vehicle had been kept in storage for around 30 years.
The Mercedes-Benz S Type – also known as the 680 S because of its 6.8-litre engine capacity – was launched in 1927 as an evolution of the Mercedes-Benz Model K super sports car. It established the legendary family of heavyweight supercharged cars that included the SS and SSK models from 1928. The cars dominated racing history over the years, but could also be bought as conventional road vehicles. All vehicles in this family had a six-cylinder in-line engine with a supercharger to increase output. Power was also boosted by the dual ignition. Each cylinder had two spark plugs, one fired by a battery ignition and the other by a high-voltage magneto ignition.
Exclusive high-performance sports car
The 6.8-litre engine of the S Type, the model on which all the others were based, produced an output of 120 bhp (88 kW) without a supercharger and 180 bhp (132 kW) with the supercharger engaged. This made the S Type one of the fastest and most sought-after sports cars of its time. Its debut public appearance at the opening race at the Nürburgring in 1927 ended with a threefold victory for Mercedes-Benz. Rudolf Caracciola drove his S Type across the finishing line in first place.
Only 146 of these exclusive high-performance sports cars were ever made, the vast majority of them sold as open-top four-seaters with a Sindelfingen body. A select few, however, such as this year’s Best in Show winner at Pebble Beach, were delivered as a chassis to have their bodywork made by the most famous coachbuilders of the era. For many years now, the Mercedes-Benz S Type has been one of the most popular collector’s cars and also one of the most valuable.
1936 Mercedes-Benz 540k Special Roadster
At a Gooding & Company auction held at the Pebble Beach Concours d’Elegance, a Mercedes-Benz 540 K Special Roadster from 1936 was sold for $11.8 million, setting records for both Mercedes-Benz automobiles and prewar cars sold at auction, though it failed to set a single-car auction price record. “Mercedes-Benz vehicles always achieve top prices at international auctions,” says Michael Bock, Head of Mercedes-Benz Classic. “And the Special Roadster is one of the most coveted cars among prominent collectors.” This particular vehicle has an fascinating history. First bought by an aristocratic Prussian family, it soon passed into the ownership of Baroness Gisela von Krieger. During the Second World War, she took the Special Roadster first to Switzerland and from there to the USA, where it remained unused in a garage for more than 40 years until her death. The car was then restored to immaculate condition.
The Pebble Beach Concours d’Elegance in the USA is among the world’s most prestigious classic car shows. This year there was a separate class for the creations of Jacques Saoutchik. Originally from Russia, the cabinetmaker had emigrated to France and established a coachbuilding company that enjoyed widespread fame in the 1920s and 1930s. He produced many extravagant designs for Mercedes-Benz vehicles.
Mercedes-Benz cars have a very special place on the hallowed turf of the Pebble Beach Concours d’Elegance, winning Best of Show seven times and collecting more than 120 First in Class and Special Awards as part of a long list of successes since 1950.
Did you know …?
At the Goodwood Revival (September 14-16, 2012) Mercedes-Benz Classic will be represented by five original Silver Arrows from the 1930s – and is organising a staged race for them together with Auto Union which will be the biggest gathering of Silver Arrows for a number of decades.
Wednesday, August 22, 2012
Take a look at this beautiful 2012 Mercedes Benz E350!
Click here for more information
Tuesday, August 21, 2012
Mercedes, Record GT40 Head $220 Million Car Auction
Wealthy collectors paid record prices for a Ford GT40 and rarities by desirable marques such as Mercedes, Ferrari and Bentley in California’s classic car sales.
Gooding & Co., RM Auctions, and Bonhams sales ending last night raised in excess of $220 million, 33 percent higher than the $166.7 million generated in the bellwether West Coast sales last year.
Classic cars, like art and wine, have been attracting increased attention from wealthy individuals looking to diversify their investment portfolios. Existing buyers, aware of the worth of rare autos as a store of value in times of economic weakness, are also looking to improve their collections.
“There was a unique number of important cars,” said Dietrich Hatlapa, founder of the Historic Automobile Group International (HAGI), whose Top 50 benchmark index of exceptional classic cars has gained 8.2 percent in the year through July. “The lineup was impressive, the prices were strong.”
The most highly valued lot of the week was a 1936 Mercedes- Benz 540 K Special Roadster offered on the second day of Gooding’s Aug. 17-18 sale at Pebble Beach. One of only 30 built, and featuring the desirable “high-door, long-tail” styling, the car had been tipped by dealers to rival the auction record of $16.4 million set by a Ferrari Testa Rossa at the same venue last year.
Mercedes Record
The Mercedes sold for $11.8 million with fees, underlining the more selective market for high value prewar cars. The price was nonetheless the highest of the week and a record for the marque at auction. A 1935 Duesenberg Model JN Convertible Coupe, formerly owned by the Hollywood star Clark Gable, was estimated at more than $9 million and failed to sell.
Gooding’s 122 cars raised $115 million, a record for a two- day sale at the auction house. Gooding offered a 1960 Ferrari “competition” 250 GT California Spyder formerly owned by the late New England collector Sherman M. Wolf.
One of only nine alloy-bodied long wheelbase versions made, it sold for $11.3 million against a valuation of $7 million to $9 million.
A comparable LWB “competition” California Spyder was sold by Gooding two years ago for $7.3 million.
“The prices of the rarest Ferrari road cars from the 1950s and 1960s have really moved up,” Hatlapa said. “The marque continues to lead the market.”
RM achieved $8.6 million for a 1962 Ferrari 250 GT SWB California Spyder and $8.25 million for a cream-colored 1955 Ferrari 410 S Berlinetta at its Aug. 17-18 sale at Monterey.
American Record
The two-day event raised $96 million with 90 per cent of the 120 offered cars finding buyers, said RM. Twenty cars sold for more than $1 million, the Canadian-based company said.
A 1968 Ford GT40 racer was the star lot at RM, selling on the first day for $11 million -- a record for any American auto at auction.
The Gulf/Mirage, finished in trademark powder blue with a marigold stripe, was estimated to fetch more than $8 million. The car had been raced by Jacky Ickx at Daytona and Le Mans trials in 1968. It was later used as the camera car in Steve McQueen’s 1971 film “Le Mans.”
Earlier on Aug. 17, a restored Ford GT40, formerly owned by the Bolivian tin magnate Jaime Ortiz-Patino, sold for $2.2 million on the second day of a Bonhams auction of classic motorcycles and cars at Quail Lodge, Carmel.
Valued at $2 million to $3 million, the car had been driven by Ortiz-Patino’s godson, Dominique Martin, at Monza and Hockenheim races in 1969 before being damaged by fire.
McLaren Racer
The most highly valued lot at Bonhams was a 1997 GTC Gulf Team Davidoff McLaren F1 GTR racer, again featuring powder blue and marigold livery. Estimated to raise as much as $5 million, it failed to sell in the salesroom and found a buyer shortly afterwards for $3.85 million with fees, Bonhams said.
The London-based auction house raised $10.3 million from successful bids in its Aug. 16-17 auction. Buyers were found for about 50 per cent of its 97 cars. Elsewhere, Mecum Auctions achieved $5.5 million for a 1972 Porsche L&M 917/10 Spyder raced by Can-Am Champion driver George Follmer at a three-day sale in Monterey on Aug. 16-18.
Monday, August 20, 2012
Thursday, August 16, 2012
Wednesday, August 15, 2012
Protect the beauty of your Mercedes-Benz!
Tuesday, August 14, 2012
2013 Mercedes-Benz E400 Hybrid Priced
Monday, August 13, 2012
6 common tire myths debunked
1. The tire-pressure monitoring system (TPMS) in my new car makes sure my tires are adequately inflated. 
- Our Cars
The truth: TPMS isn't required to issue a warning until pressure is 25 percent below the vehicle manufacturer's recommendation. That's "well below the pressure required for safe driving," according to AAA and "barely adequate to carry the vehicle's maximum load," says the Rubber Manufacturers' Association. TPMS is intended as a last-minute warning before imminent tire failure, not as a monitor to make sure your tires are properly inflated.
Buy a quality tire gauge and set your tire pressure to at least the vehicle manufacturer's recommendation, which is found on the driver's door jamb. I'd rather you set your tires 3 or even 5 psi high rather than 1 low. Tire-pressure gauges can be inaccurate, and tires leak as much as 1 psi per month. Higher pressure improves hydroplaning resistance and, if you're like many folks, you may not bother to check your tires again for six months.
2. When replacing only two tires, the new ones go on the front.
The truth: Rear tires provide stability, and without stability, steering or braking on a wet or even damp surface might cause a spin. If you have new tires up front, they will easily disperse water while the half-worn rears will go surfing: The water will literally lift the worn rear tires off the road. If you're in a slight corner or on a crowned road, the car will spin out so fast you won't be able to say, "Oh, fudge!"
There is no "even if" to this one. Whether you own a front-, rear- or all-wheel-drive car, truck, or SUV, the tires with the most tread go on the rear. Don't believe it? Watch this.
3. A tire is in danger of bursting if pressure exceeds the "max press" number on the sidewall.
The truth: The "max press" number has nothing to do with a tire's burst pressure. The "max press" and "max load" numbers indicate the pressure at which the tire will carry the maximum amount of weight. A new, quality tire will not pop at an even multiple of the "max press." I'm sworn to secrecy about the exact burst pressure, but I wouldn't hesitate to double the "max press" of any new passenger-vehicle tire on a new wheel. But hitting a big pothole at super-high pressures may cause a failure.
4. The "max press" is where the tire offers its maximum cornering grip.
The truth: If you didn't read the previous point, do so now. Many law enforcement officers cling rigidly to the misconception that the "max press" is secret code for maximum at-the-limit traction. It's a coincidence that many low-bidder tires offer increased grip at 40 or more psi. But that's all it is: a coincidence. If I were going to race a stock ex-cop Ford Crown Victoria on street tires on a road-racing circuit, 45 psi front, 35 psi rear wouldn't be a bad place to start. (The tail would be, in Nascar lingo, too loose for safe street driving.)
5. Low-profile tires fitted on large-diameter wheels improve handling.
The truth: The short sidewalls of low-profile tires enhance the tires' response when the driver first turns the steering wheel. That gives the driver the (often false) feeling the tire has tons of grip. But after that initial movement, it's the tread compound—the stickiness of the rubber—that determines how well the tire grips the road. Also, the combination of a large-diameter wheel and low-profile tire is usually heavier than the original equipment. This means the suspension may not be able to keep the tire in touch with the pavement.
6. All tires with the same designation are exactly the same size.
The truth: Think all 225/35R19s (or whatever tire size) are exactly 225 millimeters wide and their sidewalls are exactly 35 percent as tall as the tire is wide? Not exactly. And unlike what's commonly believe, these designations are not about production tolerances.
All the tires of a specific part number or stock keeping unit (SKU) can be can be slightly wider or narrower than the nominal width and their profile can be slightly taller or shorter than the stated percentage. Why? A wider, taller tire puts more rubber on the ground, which is good for a performance tire. A shorter, narrower tire uses less material, thus reducing costs in a business where profit margins almost never break into double digits. So tiremakers might scrimp a bit here and there. It's a bit like how a 2 x 4 is not, in fact, 2 by 4.
Thursday, August 9, 2012
Wednesday, August 8, 2012
Marvel in this beauty!
Tuesday, August 7, 2012
Mercedes Benz global sales increase 5.5% during January-July 2012
The carmaker's smart and Maybach brands increased by 5.1% to 813,966 units during the initial seven months of 2012.
Mercedes-Benz Cars Sales and Marketing executive vice president Dr. Joachim Schmidt said despite many model changes and varying market conditions in Southern Europe, for the year to date, the company is on track to set a new sales record in 2012.
"The response to the new A-Class is excellent with well over 40,000 posted orders since it was released for sale," Schmidt said.
"The gradual introduction of additional new models like the CLS Shooting Brake and the GL-Class will give further momentum to our sales."
During the period, Mercedes Benz's sales in Canada reported 10.1% rise, while in Mexico the company's sales reported more than 26% rise when compared to the same period in 2011.
The company sold nearly 147,905 units in the US during the period reporting a 13.8% rise over the year ago period.
Mercedes Benz has reported sales of 97,327 vehicles during July 2012, when compared to 100,391 units sold during the same month in 2011.
Monday, August 6, 2012
Thursday, August 2, 2012
Tuesday, July 31, 2012
2012 Mercedes E 300 BlueTEC Hybrid
A chief challenge to creating a viable parallel diesel hybrid system has been overcoming the sheer costs to the buyer. The adage goes: "expensive diesel + expensive hybrid = expensive diesel hybrid." This may be true on some levels, but we seem to have arrived at a point where the costs of scale are finally helping now that more and more joint ventures contribute to lower pricing. The other issue has been refinement. Between the potentially rougher on-off nature of the high-compression diesel in a parallel hybrid luxury car alongside the desired start-stop function to help save even more fuel, refining drivetrain feel was simply a qualitative challenge. But from what I can tell based on my long drive of a pre-production E 300 BlueTEC Hybrid on both the European flatlands and over several mountainous passes, Mercedes seems to have the situation mostly licked.
As all manufacturers are realizing, they cannot just leave their stock V6 or V8 in the engine bay of their bigger cars, slap on a parallel hybrid system, charge a mess of money for it and call it good. When car buyers go hybrid, they are volunteering to change their performance expectations of their daily driver, and therefore must be more than willing to change their driving style to get the most out of the shift. Accordingly, carmakers are currently looking through their vast array of sophisticated four-cylinders to help dramatically bring down the counterproductive weight of a big hybrid car or SUV. In the case of the well-executed E 300 BlueTEC Hybrid, Mercedes turns to its 201-horsepower 2.2-liter CDI, known internally as OM651, a powerplant currently seen in many European 220/230/250 CDI models. Versus the E 250 CDI BlueEFFICIENCY T-Modell (i.e. station wagon) in Europe at 4,070 pounds, the E 300 BlueTEC Hybrid T-Modell adds just over 200 lbs. With that weight you get the lithium-ion battery pack, electronic management system and a compact electric motor capable of 25 hp/184 pound-feet of torque integrated with the 7G-tronic transmission. 
You also get a potential range from the 15.6-gallon fuel tank of 870 miles. Over my 120-mile drive, I managed to hit 44.4 miles per U.S. gallon and was impressed that the fuel needle barely moved. One tester in our group managed 54.7 mpg but also admitted to "attracting the ire of many motorists" who were stuck following him. You know the frustrating style of driving I'm talking about. So, no, never in your wildest dreams could you hit 870 miles on a tank, but you could hit over 700 miles while driving fairly normally and pollute impressively little in the process. Not bad something as large and lux as an E-Class wagon. Regarding E-Class wagons in general, for me, they are nigh unto paradise – even just so far as their relative sexiness and remarkable packaging are concerned. The cargo area is the epitome of easy flexibility with a completely flat floor and no intrusion into the space that might give away that this is any sort of hybrid with a lithium ion battery pack to accommodate. Space back there goes from 24.5 all the way to 68.9 cubic feet.I managed to hit 44.4 miles per U.S. gallon and was impressed that the fuel needle barely moved.
The 12-volt car battery has been moved to the rear of the car while the compact 55-pound lithium ion pack is placed to the right in the engine bay up against the bulkhead, thus putting all the "business" end of this deal up front. Using the equally compact 2.2-liter inline four-cylinder engine has certainly helped make this simplicity possible. Thanks to the use of the 7G-Tronic Plus transmission, this little four gets some legs to cruise on, fifth gear being the 1:1 and sixth and seventh gears stretching out long. Our revs while cruising fast on no-limit sections of the Autobahn never exceeded 4,000 rpm. The tires are standard Continental ContiSportContact 5 – 245/45 R17 99Y – and they are not so hard that the typical Euro road sound shoots through the chassis to the base of one's neck. Acceleration to 62 mph for our chosen E 300 BlueTEC Hybrid T-Modell is estimated at 7.8 seconds and at 7.5 seconds for the sedan.Acceleration to 62 mph is estimated at 7.8 seconds.
Given that the lithium ion pack is small and good for just 0.8 kWh of energy, the pure EV part of the equation is held to around 1,000 yards max and the integrated eDrive motor is good by itself up to 22 mph. Meanwhile, the eDrive cuts out totally at any speed beyond 100 mph. The 35-cell battery pack is constantly recharging due to engine deceleration and brake energy recuperation, but all of these actions are barely felt thanks to the added NVH work done to separate passengers from the under-hood goings-on. The software research done to smooth out the frequent off-and-back-on moments of the little four-cylinder has reached its apex in the E 300 BlueTEC Hybrid, so much so that it wasn't even a point of conversation all day. This is a big success for diesel hybrids, and the entire system has an even larger future in store. With any luck (in a sense), things will get so bad with the cost of fuels that more people in the United States will be clamoring for hybrid diesels and stop whining so much about paying a premium for a luxurious and clean Mercedes that runs predominantly via a petite four-cylinder. With well-designed diesel hybrid systems like this one from Mercedes, the hybrid market share might not level off quite so soon.This is a big success for diesel hybrids and the entire system has an even larger future in store.
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