2002 Mercedes Benz C32 AMG Black Beauty Phoenix AZ

Mileage: 152,xxx Miles Exterior: Black Engine: 3.2L V6 Supercharged Interior: Black Transmission: Automatic 5-Speed Trim/Package: C32 AMG 4dr Sedan Fuel Type: Premium Gasoline Torque 332 ft-lbs. @ 4400 rpm Base engine size 3.2 L Horsepower 349 hp @ 6100 rpm Turning circle 35.3 ft. New Transmission Oil New Transmission conductor plate New sleeve kit for smooth shifting New Spark Plugs New Air Intake Sensor New Map Sensor New Supercharger oil New Headlight bulbs Runs like its brand new. Shifts smooth and no hesitations. Supercharger is fast and powerful Bee-Em's M division is the in-house performance arm of the Munich firm. And AMG, a tuning firm based in Affalterbach, near Stuttgart, has for many years been one of Stuttgart's most valued partners, producing approved go-faster versions of a variety of Mercedes-Benz vehicles. The preferred AMG formula was to add cubic inches, usually in the form of a specially tuned Mercedes V8, shoehorning the larger engine into a smaller model in the range. That philosophy has produced a whole series of machines that have performed "out of their skins", including the C43 and more recent larger offerings such as the E55, CLK55 and S55. The partner relationship changed when Mercedes-Benz, wising up to the benefits of a company-owned sports division, set about acquiring a majority shareholding in AMG, finally overcoming the hurdles of Germany's anti-trust laws to clinch a majority holding in 1999. Since then, cars bearing the AMG badge have been full-blown Mercedes-Benzes, giving AMG the capacity to plan its performance versions during the design and development phases of the standard model. Among the first of these "ground-up" models is the C32, a machine that abandons the "more cubic inches" philosophy, instead using Merc's experience with modern supercharger technology to create a real alternative to BMW's latest M3. Taking the V6 from the C320 as a base, the AMG engineers have upgraded the camshafts (but retained the s-o-h-c three-valve layout), valve springs, connecting rods, crankshaft and oil pump, and added a compact Japanese-designed IHI helical blower. The IHI is said to be more efficient than conventional belt-driven superchargers. It supplies over 1,0 bar of boost, and works in conjunction with a compact water-to-air intercooler located within the vee of the motor. Running a fairly high compression ratio of 9:1, power and torque outputs are raised dramatically, soaring from the standard engine's 160 kW at 5 700 r/min and 310 N.m at 3 000, to 260 kW at 6 100 and 450 N.m at 4 400. It looks good, too: raising the bonnet reveals not the usual series of black plastic cowlings, but an alloy-look cover, with cutaways that show off the supercharger and the intake plenums above the cylinder banks. Given the obvious parallels to BMW's compact performer, one might have expected the C32 to come with a manual 'box, but, true to M-B philosophy, the crackerjack V6 drives the rear wheels of this C-Class saloon through a five-speed automatic transmission. That said, it's a rather special autobox (branded Speedshift by its Stuttgart creators), adjusted to reduce shift times by 35 per cent, and incorporating a computer that matches shift points to driving style. The underpinnings have been upgraded to handle the extra go. Suspension layout is the same as that of the C320 (MacPherson struts in front and M-B's multilink system at the rear), but spring and damper rates are different, and the ride height is some 30 mm lower. Braking is through 345 mm cross-drilled ventilated discs in front, with 300 mm ventilated discs doing service at the rear. They are housed inside aggressive "twin-fork" five-spoke 17-inch alloy wheels. In fact, if it weren't for the alloys, a pair of "V6 kompressor" labels on the front wings, and subtle modifications to front and rear airdams and sideskirts, most punters would take the C32 for a C320. But to many purchasers, the understatement will go perfectly with the 'Benz persona, signalling real value rather than flashiness. Interior trim is derived from the Avantgarde level, but the leather-upholstered, electrically adjustable seats feature more lateral support than those fitted to standard C-Class models. Featuring dark materials, the interior was seen as a touch sombre by some of our test team. Others felt the contrast between black facia and seats and bright aluminium and carbon fibre-look detailing gave the cockpit added elegance. The instrument panel carries AMG identification, but, in Mercedes tradition, the binnacle is dominated by the speedometer, with the rev-counter a much smaller unit, positioned to the left. Another AMG touch is the gearlever, which features an aluminium insert with a C32 logo. The remainder of the controls follow established C-Class practice, right down to the single (love it or hate it) multi-function stalk for high-low beam, wipers and indicators. As befits a flagship C-Class, there's a full range of interior equipment, including electric windows (with one-touch), electrically adjusted exterior mirrors, remote central locking, climate control, sound system, computer, "active" steering wheel (with controls for computer, sound and optional 'phone on the boss), and a full complement of six airbags. But, with this consummate Q-car, the highlight of the ownership experience comes in the driving. Forget the always-focused character of the M3, with its absorbing manual (or SMG) gearchange. The C32 is a car for all moods. Drive it gently, and it will waft through the traffic like an ordinary C320, with levels of refinement to match the best executive saloons. The suspension is absorbent, the interior cosseting in the best Merc tradition, the only intrusion being slightly elevated roar from the low-profile Michelins. The steering requires minimal effort, the drive-by-wire throttle responds smoothly to inputs, the gearbox changes seamlessly, and the climate control is among the best in the business. Floor the throttle, however, and there's an instant personality change. The engine bellows out a pleasingly aggressive "hot-rod" note, the Speedshift kicks down and you're pressed back in your seat as the tyres light up (or try to, if you have the ESP switched in) before sending the car clawing its way forward with an alacrity that will match many supercars. Out on the test strip we found that spinning wheels was not the optimum technique for obtaining the quickest acceleration times. Our best efforts were achieved in auto mode with the ESP off, but getting off the mark with no more than a trace of slip. The test car rocketed to 100 km/h in 5,69 seconds (that's just 0,2 seconds off the time achieved by the manual-shift M3), and broke the kilometre tape after 24,86 seconds. Interestingly, though peak power is achieved at 6 100 r/min, the tachometer is redlined at 6 000. And, even in Tippshift (manual) mode, the thinking gearbox would take over, changing up at the red, probably because the engine management system was not completely happy with 95-octane unleaded fuel. A seemingly over-cautious limiter also restricted top speed to a true 245 km/h (it should have been 250). But, in the real world, these minor quirks will make no difference to the enthusiastic C32 driver. In keeping with the car's performance, the four-wheel ventilated discs produced exemplary stopping times in our 10-stop 100-to-zero emergency braking programme, pulling the 1,6 ton car up in an average of under three seconds, with no trace of fade. With such aids as ABS, BAS, ESP and EBD, the braking-cum-stability-control system provides extra sure-footedness in twisty road driving, too. AMG has adjusted the electronics to allow more sporting driving, and it's even possible to get the tail out slightly before the invisible electronic net saves you from your foolhardiness. Switch out the ESP, and you'll get it out even further although, as usual, even with the button off, there's still a measure of electronic control. Driving satisfaction is also provided by the electronic brain controlling the gearbox. Drive enthusiastically, and the Ôbox will downshift as you brake for a corner, selecting the right cog to power through. And, if you build up the G-forces in a corner, it will hold on to the gear until the car straightens out again. In such situations, the steering may have a tad too little feel for some tastes, but the suspension, so absorbent in gentle driving, also provides good body control in extremis. The C32 is a wonderful driving tool for all seasons... rs6 c55 e55 baby benz e46 m3 e30 m5 v8 supercharged turbo silvia r32 r34 r35 compact la driving

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