“It’s more than just a car, it’s a glimpse into the future”. That’s what Jeremy Clarkson said about the W221 S-Class when he first drove one back in 2006. He wasn’t lying. The S-Class has always been the peek into what’s to come for regular consumer cars 10 years later. Options like Brake Assist, Active Blind Spot Assist and a list of other things were standard in the S-Class in 2007 are now part of the marketing campaign touting such features for companies like Subaru. Now if you wanted all these futuristic tech in your car and wanted it paired to a twin-turbo V12 just because…well, why not, you look no further than the S600.
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The W124 500E/E500 was a tough act to follow, but Mercedes-Benz stepped up to the plate well with the new AMG collaboration W210 E55 AMG. The M113 power plant generated an impressive 350 horsepower and 391 lb.ft of torque – more than had graced that legendary W124. In its own way, the E55 AMG became a legend, too – subtle looks offering a velvet wrapper on one hefty hammer. So when it came to replacing it again in the new W211, AMG was forced to turn the dial up a few more notches. It was forced because the market had moved on, and the W210’s power output was no longer competitive in the early 2000s. So forced it was, as in forced induction. The M113 now featured an IHI supercharger, and power increased dramatically. This was no small step for man, this was a giant leap for Mercedes kind. The W211 E55’s power output leaped to 469 hp and it now 520 lb.ft of torque. Of course, it needed those numbers because the competition from Audi in the 450 horsepower twin-turbocharged RS6 and the outgoing benchmark BMW M5’s 400 horsepower S62 V8. Going nuclear on the power level meant AMG needed to upgrade the rest of the hardware, as well. Airmatic adjustable suspension with sport tuning gave the hefty E55 poise in the bends, while 14.2″, 8 piston calipers hidden behind huge split 5-spoke AMG wheels with 245 and 265 section tires kept grip and speed in check. The results were palpable: in a 2003 Car and Driver comparison against its nearest rivals, the new E55 AMG simply outpaced everything in a straight line. 0-60 was dispatched in just 4.3 seconds. 100 came only 5 and a half seconds later. The quarter mile was done in 12.5 seconds. Forget sedans, those were numbers that challenged the Corvette Z06 at the same time, and close to a decade and a half later are still very impressive:
CLICK FOR DETAILS: 2003 Mercedes-Benz E55 AMG on eBay
I love the W210 Mercedes-Benz E55 AMG — so much so that I bought two of them. I still have one and gave the other one to my father because he, too, loved it so much. He drives his everyday in all the elements, while mine stays tucked away in the garage under a cover and doesn’t come out unless the pollen level is under a certain limit and no one on my street is cutting grass. You can probably guess what kind of condition both cars are in by now but that’s indicative of the chassis. AMG or not, you were going to get out of the W210 what you put into it.
The W210 E55 is a special car. It’s the last AMG built before they started going crazy with Airmatic suspension, SBC brakes, superchargers – the list goes on. The W210 a simple equation: big engine, big brakes and big wide tires. Yes, you still got all the special edition stuff like different bumpers and side skirts, exclusive seats, steering wheel, gauge cluster and some wood that the non-AMG cars were left without. In addition to these special goodies, you got a chance at some options that you probably didn’t even know existed on the W210. That’s what kind of E55 we have for sale today in Dallas. So let’s check out this ultra-loaded example out.
CLICK FOR DETAILS: 2001 Mercedes-Benz E55 AMG on Dallas Craigslist
Have you been living under a rock? Then here’s a news story – Porsche 911s are pretty hot in the marketplace right now. Consider yourself updated! For the rest of us, this is pretty old news. And by pretty old, I mean they’ve always been very expensive. Take this 1992 Porsche America Roadster, for example. In 1992, you’d have to plunk down $88,000 just for the base price. Most owners left dealers the best part of further $10,000 lighter. That translates to $151,000 or more today, and if you pop over to your Porsche configuration tool it won’t take you long to realize that amount buys you a lot of convertible Porsche today; you’re only about $20,000 away from the base price on the Turbo. Yet underneath the bulging exterior of the America Roadster was a standard horizontally-opposed 3.6 liter with no forced induction producing 247 horsepower. If you’re counting, that’s a little less than half what the new Turbo offers you.
So what did the America Roadster offer, then? Well, you got the look of a Turbo and limitless sky. You also got the brakes, suspension and wheels from the Turbo to help fill out those wide arches. But to really differentiate the model, Porsche decided to release only 250 of them to the public. That makes them about four times more rare than the already quite-infrequently seen Speedster model, and therefore pretty desirable in the collectable 964 spectrum today. Exclusivity of any special model 911 certainly makes them quite special and helps to separate collector examples from those who just pop down to the dealers to buy an off-the-shelf 911 Turbo: