Driving Impression: 2002 Mercedes-Benz C32 AMG
By Sherri Collins
Photos by Ian kuah

Driving on Europe's autoroutes has its upsides: high speed limits, left-lane protocol, few (if any) traffic cops, decent scenery--and, alas, a downside: the rude awakening one receives upon returning to America, land of road rage and cell-phone abuse. Given that the balance weighs in Europe's favor, I always jump at the chance to drive on the Continent, where offensive mobility is an art form.

I didn't jump at this last trip, however. I hurled myself headfirst, as this was European Car's introduction to the long-awaited Mercedes-Benz C43 successor, the C32 AMG. From the moment I RSVP'd I was in a state of anticipation that didn't end until I was sitting behind the wheel of a C32, getting ready to explore both the car's capabilities and the surrounds of Lisbon.

Before setting out, my co-driver and I asked one vital question: "Is driving in Portugal like in Italy, where traffic signs and signals are merely suggestions, or are there strict road rules here?" The answer was yes--to both. Where there are traffic signs/signals you're expected to obey them, for the most part. Where there are not, no. Not that I was that surprised, but many intersections in Lisbon and elsewhere in Portugal don't even bother with stop signs or signals. Every unmarked cross street becomes a game of chicken; the last person to balk goes first. This would have been "interesting" in any car, but it was actually quite fun in the torque- and horsepower-rich C32 AMG.

How rich? Very. Using M-B's 3.2-liter six as a platform, AMG supercharged and tweaked the V6 to output 332 lb-ft of torque--nearly all of which (300) is available at a low 2300 rpm, peaks at 4400 and stays online until the 6220-rpm redline--and 349 bhp from 3250 to 5000 rpm. Mercedes-AMG opted to use the V6 instead of the V8 (as its predecessor, the C43, did) as the sixer is more compact and lighter, thus ensuring better weight distribution and improved crash behavior. In addition, the combination of the twin-spark/three-valves-per-cylinder arrangement, smaller displacement and fewer moving parts provided enhanced fuel economy and lower exhaust emissions.

Once the six-cylinder configuration was decided on, AMG went to work on building a new engine. A new crankshaft with bearings adapted to the high torque was utilized, as were stronger connecting rods, high-temperature-resistant pistons, a new balancer shaft, a higher-output (by 70 percent) oil pump with new oil nozzles, extremely lightweight multipiece camshafts and higher rate valve springs. The modifications allowed redline to be raised from 6000 to 6220 rpm, while the valves' greater lift and duration allow the six cylinders to be charged more efficiently. As with all AMG engines, the C32 AMG's powerplant is built by hand with each technician responsible for a complete engine, from crankshaft, connecting rods and pistons to the supercharger.

Ah, yes, the supercharger. Jointly developed with the Japanese company IHI, the C32 supercharger is a belt-driven helical type with cast aluminum, Teflon(R)-coated rotors that spin up to 20,700 rpm at maximum engine speed, forcing up to 1,200kg (2,646 lb) of air per hour into the engine's six cylinders. The helical type was chosen for its ability to produce significantly higher charge pressure--more than 1.0 bar or 14.5 psi--than conventional belt-driven systems. The supercharger cuts in via a magnetic clutch as a function of speed and load condition, thus ensuring the system remains as efficient as possible. (Helical/screw-type superchargers function best on a non-continuously driven basis, as the rotor chamber is always compressing air if rotating.) Activation is load- and rpm-dependent and is enacted by an electromagnetic coupling that, in turn, receives its signals from the newly developed, fully electronic Bosch ME 2.8.1 engine management system. The 2.8.1 uses an integrated pressure sensor in the charger module instead of the usual hot-film air mass measurement in order to achieve compact dimensions. It is also the first engine management system to meet the strict EU-4 emissions standards.

To counteract the high temperatures caused by the supercharger's high pressure, and thus improve efficiency (remember, cooler is better), M-B-AMG developed a new intercooler. Mounted between the cylinder banks, the counterflow water-to-air cooler is connected to a separate radiator situated at the front in the fresh-air stream, enabling the supercharger's full output and torque potential to be fully exploited.

The supercharged V6's potential is transferred to the rear wheels by way of a new five-speed auto gearbox--the AMG SpeedShift. This new tranny combines the advantages of an automatic (read, no clutch) with the control of a manual--you can do the shifting yourself. To control the shift points, simply touch the aluminum-trimmed, leather-booted shift knob (once you put it into drive, of course) to the left for downshifts and to the right for upshifts. If you let the system do the shifting, it will actively downshift during braking and select the best gear for best acceleration out of the corner.

Here's how it works: During aggressive braking the transmission automatically executes a downshift to the optimum gear. The system uses wheel-speed sensors to calculate nearly instantaneously the longitudinal and lateral acceleration forces. During a constant rate of lateral acceleration--say through a long sweeper--the gearbox will maintain the same gear, preventing load-change reactions and allowing the car to accelerate quickly out of the turn. If you move the shift lever to the left and briefly hold it, SpeedShift will automatically select the best (based on speed and pre-stored engine data) for easy overtaking and will engage engine braking on downhills. The tranny's shift points and shift logic parallels the engine's high performance, resulting in a 35-percent faster response when compared to the base gearbox. In addition, a lighter torque converter with a lower inertia reduces torque converter slip above first gear by means of a mechanical lockup clutch.

You may be wondering why the C32 doesn't come with an optional manual transmission. So did I. It turns out that nearly 95 percent of all AMG customers prefer an automatic. From a numbers standpoint, AMG will build approximately 3,500 C32s with an estimated 1,000 of them coming to the U.S. Five percent of 1,000 is just 50 cars, a figure so low it makes DOT certification cost prohibitive. The SpeedShift is AMG's excellent solution to the problem of satisfying manual tranny fans.

AMG refined the C32's exhaust system as well. Except for the two exhaust manifolds, which remained the same as those on the C-Class, the entire system was reworked. There are four ceramic-material catalytic converters, featuring thin-wall technology and larger surface areas for reduced exhaust backpressure and faster heating at cold start. The twin-oval AMG tailpipe emits a satisfying rumble with a "very special resonance" that avoids being aurally irritating.

The C32's suspension was also tailored to match the engine's characteristics. Reconfigured springs, dampers and a new stabilizer bar at the front, combined with Mercedes' multilink independent rear setup and a larger stabilizer bar, limits body roll and improves handling, especially through quick corners. New twin-spoke 17-in. AMG light-alloy wheels, mounted with high-performance tires sized 225/45ZR17 front and 245/40ZR17 rear, tie the sports sedan to the ground. Furthermore, a new braking system was developed to handle the C32's formidable power. The cross-drilled, internally vented front brake disc's diameter was increased by 0.43 in. (as compared to the C43) to an overall measurement of 13.6x1.2 in., while the rear internally vented discs are sized 11.8x0.9 in., delivering a reported 100 kph (62.1 mph) to 0 braking distance of 118 ft. The braking system comes, of course, complete with ABS with electronic brake-force distribution, ESP, Brake Assist and traction control.

The C32 wouldn't be complete without visual indication of its potential. As with AMG cars of the past, the clues are obvious without being blatant. There is an assertive front air dam replete with foglights, artfully sculpted side skirts and a dynamic rear apron. Seamlessly harmonized, the components create a very chiseled musculature. The inside also hints at the C32's personality. No heavily varnished wood trim for this high-performance sedan. Instead you'll find an aluminum-trimmed center console and door panels. The AMG sports seats are covered with Nappa leather as are the door panels, the AMG sports steering wheel and the gear lever. An extra nice touch is the AMG-logo'd aluminum frame, which sits in the middle of the instrument cluster.

As with the C320, the AMG version has all the obligatory perks, including M-B's COMAND system with steering-wheel mounted controls, dual climate controls and a six-disc CD changer mounted in the glovebox.

Enough with the technical babble; does the C32 perform? In a word, absolutely. Just starting the car up and listening to the deep, authoritative rumble of the exhaust gave us an indication of what was to come. We headed out of Lisbon, playing several games of intersection chicken (which we usually won thanks to readily accessible torque), intent on reaching the autoestrada where we could thoroughly test the C32's powerband. Applying the throttle full force resulted in an impressive burst of speed and power. The sedan eagerly leapt forward as I was firmly pushed back into the seat. In what seemed a heartbeat, we were traveling at more than 120 kph and the needle just kept on climbing.

To quote Stuart Schorr, M-B's Washington region communications manager, "This is the first M-B AMG car to be both fast and quick." While AMG versions have always been known for their power, quickness wasn't exactly a noted attribute. The C32 (and SLK32) have changed that. Acceleration is very aggressive off the line (think rocket boosters here), almost too much so, as the throttle requires a very subtle touch. Once underway, though, blipping the throttle results in a smooth, yee-haw inducing rush of speed. And, yes, you can hear the supercharger. As we blasted down the road, a very noticeable high-pitched whistle made its way into the cabin--and stayed there. As time went on, the sound blended into the background of regular driving noise yet was still there at the edge of awareness. The stereo system would probably have masked the whistle, but all we could find on the radio was either Euro-thump, American disco (never again!) or Portuguese fado, which I don't mind but my co-driver did--it is admittedly an acquired taste. Hence, we listened to nothing more than the sounds of AMG.

The autoestrada took us to points west and north of Lisbon, where curvaceous rural roads awaited our arrival. Torn between the desire to powershift manually and seeing what the AMG SpeedShift could do, I opted for a little of both. As expected, tipping the gearshift to the left or right was equally easy and satisfying, as the C32's gearing is perfectly matched to the supercharged V6, providing oodles of low-end grunt. Would the SpeedShift feel the same? Damn near. Whether driving flat-out or pulling lateral gs through tight corners, the SpeedShift always responded with the correct gear. AMG's claim of a 35-percent faster shifts also held true; the irritating lag time one senses with most autoshifters was gone. Touching the shifter left and then flooring it resulted in a complete row through the gears, each one hitting redline before upshifting--all the while with both hands on the wheel. This was fun!

Increasing the C32's fun factor was the tightly sprung suspension. The floatiness found in the base C-Class was gone, enabling us to take each kink in the serpentine roads at speeds way beyond what mere mortal vehicles could. The only drawback was the amount of traffic on the narrow two-lane roads. (Where were all these people going? Don't they know they're blocking the path of car journalists!) Frequent and immediate braking was called for on several occasions, especially when a humongous tour bus was barreling down the other way. Needless to say, the AMG calipers and rotors, along with all the electronic program assists, performed admirably. The car hauled to a halt as though it had been driven through still-sticky tar.

As mentioned above, the C32's interior abounds with AMG touches. The shift lever looks like it belongs on a manual gearbox and fits readily to hand. The sport seats are well bolstered and kept my fanny planted during all types of maneuvers, while offering plenty of leg and back support. I was delighted to see the absence of wood trim (I've never been a fan of the high-gloss stuff) and particularly liked the polished aluminum trim on the shiftknob and the instrument panel's center display. Of course, the C32 is outfitted with M-B's oh-so-cool pneumatically operated cupholder.

One lament you'll almost always hear from automotive scribes is that the time spent in the cars is too short. Such was the case here. Distancewise we covered 239.4km (148.7 miles) that day, a significant portion of it in heavy stop-and-barely-go traffic. Add to that the fact we were testing two cars (I also drove the SLK32; log on to www.europeancar.web for the report), and the time spent in each car was brief indeed. The description fast and quick sadly applied here, too. Equally frustrating was knowing that Estoril was only an hour or so away and that we couldn't get on the track to really wring out the car.

The C32 will go on sale in the U.S. this fall as a 2002 model, retailing for around $50,000. Hopefully the time will go "fast and quick" until the sports sedan gets here. I can hardly wait; I'm tired of hearing my co-workers whine about the fact I've been the only one yet to sample the joys of the AMG-modified C-Class sedan. Poor guys.