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    / #2008-Mercedes-Benz-CLK63-AMG-Black-Series / #Mercedes-Benz-CLK63-AMG-Black-Series / #Mercedes-Benz-CLK63-AMG / #2008 / #C209 / #2008-Mercedes-Benz-CLK63-AMG-Black-Series-C209 / #Mercedes-Benz-CLK63-AMG-Black-Series-C209 / #Mercedes-Benz-CLK-C209 / #Mercedes-Benz-C209 / #Mercedes-Benz / #Mercedes-Benz-CLK63-AMG-C209 / #Mercedes-Benz-CLK / #Mercedes-Benz /

    The Mercedes-Benz CLK #Black-Series was always going to be a legend. A limited top speed of 186mph, 507bhp, 0-60mph in 4.2sec and 0-100 in just 8.8. Heroic numbers from a Benz that can trace its roots directly back to the CLK63 F1 Safety Car of the 2006 season.

    But a list price of £100k in 2007 – £34k more than the standard 6208cc CLK – meant that sales didn’t exactly go crazy and only 25 rhd CLK Black Series were ever registered in the UK. Rabid, hard-riding and brutally fast, it’s definitely not for everybody and isn’t a classic for mooching around garden centres. What it is, though, is one of the most rare, hardcore MBs of its era. When you look at a proper CLK DTM AMG at £225k, a low-mileage Black at around £70k seems like a cheap ride.

    And here’s why you should take notice. Like everything else, prices of the CLK Black are weakening. For ten years values were rock hard and this was a Mercedes that genuinely didn’t depreciate at all – but now asking prices are visibly softening.

    A private seller in London has just sold a #2008 with 39k miles for £63k and in Silverstone’s July auction there’s a 2007 with 47k-miler estimated at £45k-£55k. That’s a far cry from the £100k-plus price tags that have been routinely required for the last decade. This is a one-year-only ultrarare Mercedes with a hand-built #V8 engine powerful enough to worry a Porsche GT3.

    MB’s second Black Series model (the first was the carbon-roofed SLK55 #AMG ) the #CLK Black was simply one of purest hot Benzes ever to come out of AMG’s Performance Studio. Unmistakably sinister with fat arches, front air dam, rear diffuser, composite brakes, 19in rims, vents and gills, onlookers know that something wicked this way comes.

    Unsurprisingly, quite a few have been written of over the years. But as long as you have the talent, self-control and a very sensitive right foot, the CLK Black Series is one of the most entertaining modern performance classics I know.

    In May Historics offered Simon Cowell’s old Black Series CLK with 14k miles and a £95k estimate but it went home unsold. Watch the market carefully because it won’t be long before a new, lower price benchmark is set for the CLK Black and I expect it to be less than £70k. Bag one of the 25 right-hookers out there at sensible money and you’ll have an awesome classic.

    COST NEW £100K

    VALUE NOW £70K
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    / #2019-Mercedes-AMG-GT-4-Door-Coupe / #Mercedes-AMG-GT / #Mercedes-AMG / #2019 / #Mercedes-Benz / #Mercedes-AMG-GT-4-Door / #Mercedes-AMG-GT63-S-4Matic+ / #Mercedes-AMG-GT63-4Matic+ /

    If you’re the kind of person who likes truly unique fast cars and procreation, your options can be limited when it comes to combining your two passions. Yes, you can get M cars, RS cars, and AMGs, but they’re all faster versions of already existing cars. Maybe you want something that was designed from the off as a fast car and adapted to suit your needs, not a slow car turned fast. You’re in luck with the new #Mercedes-AMG GT 4-Door Coupe then. I’m a fan, and evidently I’m not alone.

    The 2019 #Mercedes -AMG GT 4-Door Coupe Is How You Haul The Kids To School With 630 HP

    Around these parts, we are big fans of the Mercedes-AMG GT, because we have eyes and ears and utter
    Here at Geneva, the shiny Merc is drawing quite a crowd. So much of one, in fact, that even getting near the damn thing is difficult. The 63 and 63S were swarmed with people, so much so that getting any semblance of clean picture or even a look at them was never going to happen. Cameras, cameraphones, videographers, people just gawping all surrounded them and never seemed to leave a gap for new spectators to join in.

    The smaller engined inline-six hybrid 53 was tucked a little further away and wasn’t quite as busy, but as the pictures should show, getting a clean shot wasn’t going to happen.

    This dude didn’t enjoy having his picture taken, but if he was going to hog the hot seat...

    If you can’t beat them, join them, and all that. So I decided to stand in the way and have a good look around.
    The rear of the car, in white, is a bit awkward — it absorbs the show’s light and it can look flat form some angles. The front is hugely imposing and will be something you’ll get out of the way of on the motorway, that’s for sure.

    Inside it’s standard Mercedes. Lots of screens, lots of tech, lots of pretty. But also full of people who were selectively deaf to the phrase “excuse me.” The #AMG #GT-Four-Door is now high on my list of things to drive.

    What I did learn, other than the fact that pretty much everyone wants to stare at every small detail of the thing, is that the doors are amazingly light. A good thing.
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    Ready-to-race #AMG / #Mercedes-AMG / #Mercedes-AMG-GT-R-C190 / #Mercedes-Benz-C190 / #Mercedes-AMG / AMG / #Mercedes / #Mercedes-Benz / #Mercedes-AMG-GT / #Mercedes-AMG-GT-R / #2017 / #2018

    Testing the track-focused GT4 sibling of the AMG GT R
    Words Kyle Fortune

    ‘It’s very demanding, very technical,’ says Thomas Jäger, who’s driving me round Paul Ricard in an AMG GT R and describing the best line. Demanding and technical are not words I was hoping to hear, especially as in a few minutes I’ll be strapped into the Mercedes-AMG GT4, the GT R’s racing twin. With as much nonchalance as I can muster, I get in the GT4. It’s not as easy as the GT R. I’m trussed-up in five-point harnesses in a deep, body-hugging bucket seat surrounded by a cage and nets, a twin-grip steering wheel in front, with a digital read-out behind it.

    Jäger’s telling me what all the buttons and knobs do, saying to leave the #ABS setting at 7, though to start with traction control at 3 and move it up to 6 or 7. In true Spinal Tap fashion the dial goes up to 11, but we’ll stick with Jäger’s advice. He should know, after all, having wound 30,000km onto it, along with Bernd Schneider and Jan Seyffarth honing it to be both reliable and competitive.

    That’s a tricky yet necessary balance with a race car, especially a customer one. Add in the need for it to be, in Jäger’s words, ‘easy to drive and forgiving’ for those who don’t possess quite the skill-set that he has. People like me, then, or at least people like me with the €200,000 needed to buy this #Mercedes-AMG-GT4 and the desire to take it racing.

    Indeed, Jäger anticipates demand will be high, GT4 appealing as a category because it’s affordable, relatively speaking. There’s plenty of competition, too, from Audis, Aston Martins, BMWs, Corvettes, Ginettas, Maseratis, McLarens, Porsches and more. If that sounds like a disparate bunch then their performance will be equalised by the FIA’s Balance of Performance formula, Jäger anticipating the #Merecedes-AMG-GT4 to run around 400bhp from its twin-turbo 4.0-litre V8 engine. Today it’s at 503bhp…

    The relationship to the GT R helps reduce costs. There’s a steel body instead of a GT3 car’s carbon, the GT4 has the same track as a GT R, the wishbones are off-the-shelf, and pretty much everything bar the safety equipment, slick tyres, bigger front splitter and electronics come from the road car.

    Not that you’d know it inside: it’s pure racer. Trip the ignition switch, press the button on the pistol-grip wheel and the 4.0-litre V8’s cacophony fills the cabin. Keep the clutch floored, pull the right paddle and the first of its six gears is fired in, with a spit of air from the pneumatic system that selected it.


    Plenty of revs, lift the clutch… and stall. A quick prod of the start button and the engine fires; more revs and the GT4 pulls out of the pits, juddering as it fights the urge to drive quickly. Everything about its make-up is about the pursuit of speed. It gets easier as the pace rises; the track, as #Jäger suggests, is demanding but the car is an absolute joy.

    There’s immediacy to its responses, the steering is sharp (though today there’s some safe understeer that could easily be dialled out), grip is sensational, the brakes are mighty. The eight laps that follow are a joyous mix of highs and frustrations, as it’s apparent that I’d need a lot more time and money to really get the best of it. Neither of which I have. If you do, you’re very lucky indeed.

    Below With 503bhp from its #Twin-turbo #V8 , the #GT4 understeers safely around Paul Ricard – although its suspension settings are highly adjustable…
    ‏ — at 2760 Route des Hauts du Camp, RDN8, 83330 Le Castellet, France
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    AMG SL55 – the hero car to buy now / #Mercedes-Benz-SL55-AMG-R230 / #Mercedes-Benz-SL55-AMG / #Mercedes-Benz-SL55 / #Mercedes-Benz-R230 / #Mercedes-Benz / #Mercedes-Benz-SL / #Mercedes-Benz-SL-R230 / #AMG

    At launch, and with the 155mph speed restrictor disabled, the supercharged 493bhp SL55 had the distinction of being the fastest automatic car you could buy, capable of hitting 186mph on the right autobahn. Of course back then you had to pay the thick end of £100k to buy into the game, so such selfshifting speed didn't come cheap.

    Secondhand, the SL55 has got a lot cheaper, but our thinking is that these #Mercedes have finally reached the bottom of their depreciation slope and values are on the way back up. You can still pick up something leggy for £12k, but anything remotely good will be in the mid-to-high teens now. In fact really special examples are now being snapped up by specialists and offered in the mid-twenties or more. Those dealers may have to hang onto them for a bit, but they know which way the wind is blowing and the SL55 is heading for nailed-on modern classic status. So those will be the prices people are paying very soon.

    We’re just saying, right, but if you don’t want to miss the boat, now looks like a very good time to acquire one of these handsome and potent machines.

    Once around £100,000, now just a fraction of that. But prices are rising again.
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    E36 AMGs going cheap... for now / #Mercedes-Benz-W210 / #Mercedes-Benz / #Mercedes-Benz / #Mercedes-Benz-E36-AMG-W210 / #Mercedes-Benz-E55-AMG / #Mercedes-Benz-E36-AMG / #Mercedes-Benz-E55-AMG-W210 / #AMG

    Market catching on to the almighty bangs-for-bucks Mercedes-Benz W120 ‘six’

    Decent Mercedes-Benz-W210 E36 AMGs can still be bought for five grand and I reckon they’re the last of the bargain Nineties AMG Mercs. A West Yorkshire private seller has a ’96 in Brilliant Silver with black leather and 70k for £3995 while the trade in Cheshire has a ’97 in the same colour combo with 92k for £5499. Both cars have plenty of bills, low ownership, fish and are a mighty bang for your buck.

    While W124 E36s are climbing over £10k now and #V8 E55s rising too, the similarly competent W210 looks insanely cheap. MB built only 400 between #1996 and #1997 – all rhd – with most going to Australia. Only 150 were sold in the UK and the DVLA currently records just 11 roadgoing survivors. Compared with the 2870 E55s built, the E36 is one of the rarest AMGs of them all and one the last models to be handassembled at AMG’s plant in Affalterbach.

    The dohc M106 six-cylinder is gruff, urgent and bulletproof, pushing out a very respectable 288bhp and the looks are exactly the same as the E55, apart from the boot badge. Even the 18-inch AMG five-spoke alloys and twin exhausts are identical.

    New list was £53k and sales were glacial because everybody knew the V8 E55 was waiting in the wings. Buyers were usually middle-aged enthusiasts and the wear patterns and mileages covered by E36s are different from the E55, which was more of a hardcore hooligan’s dragster. Not having a V8 up front means they’re simpler, less strained and use lots of E320 parts, so running costs won’t be ruinous. You’ll find eBay is stuffed with used bits.

    Watch for the usual W210 rust round the front wings, rear arches and screens and if the catalytic converters are rattling walk away. A 0-60mph time of 6.7 seconds isn’t lightning fast but the E36 has lighter steering and more front-end poise than the slightly nose-heavy 55, while the top end is limited to the usual 155mph. But speed is what you’ll need to bag one at these low prices. A London trader has just sold a 60,000-miler for £15k. Be quick.

    ‘Speed is what you’ll need to bag one at these low prices
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    Mercedes-AMG C63 S Coupe This German muscle car was always going to have to deliver something special to justify its eye-watering price-tag. So did it?

    / #Mercedes-AMG-C63-S-Coupe / #Mercedes-AMG-C63-S-Coupe-C205 / #Mercedes-Benz-C205 / #Mercedes-Benz-AMG-C63-S-Coupe / #Mercedes-Benz-AMG-C63-S-Coupe-C205 / #Mercedes-Benz-C-Class / #Mercedes-Benz-C-Class-Coupe / #Mercedes-Benz-C-Class-Coupe-C205 / #Mercedes-Benz-Coupe-C205 / #Mercedes-Benz-C-Class-205 / #Mercedes-Benz / #Mercedes / #Mercedes-AMG /

    It’s fitting that my last drive in the C63 S was one of the best: a one-day round-trip to Anglesey Circuit to drive the new 911 GT3. It was a long day in the saddle; one that started with a 4.30am alarm and finished with me arriving back home just before 9pm. In between was the best part of 500 miles of motorways, majestic A-roads and nadgety B-roads, all dispatched in effortless, engaging style.

    As I’ve discovered over the last six months and nearly 10,000 miles, that’s the nub of the C63 experience. I’d never run a Mercedes before, let alone an AMG model. I suppose deep down I never considered myself a Merc person. This car has made me revise that belief. It did everything so well, and with such big-hearted enthusiasm that even if the journey was a stinker I always found plenty to savour about the car.

    Star of the show is the 4-litre biturbo V8. In ‘S’ spec it’s an absolute powerhouse, feeling good for every last one of its 503bhp and 516lb ft. It’s smooth and refined, with a ton of endlessly elastic low and mid-range thrust, so in most situations you just dip into its vast reserves of performance. Yet when you do extend it, there’s proper fire at the top end. It’s a thoroughbred powerplant, no question. And fuel economy? I’m pleasantly surprised to report that over the six-month loan period the average was 22.9mpg. Yes, I saw sub-15mpg on a particularly enthusiastic commute to the evo offices, but the car countered that with a hugely impressive 29mpg on an epic 700-mile Cambridgeshire-Ayrshire- Cambridgeshire day-trip. Merc’s muscle cars aren’t the dipsomaniacs they used to be.

    Being an AMG, there were plenty of modes to choose for the engine, gearbox, chassis and exhaust, from Comfort through Sport, Sport+ and Race. Comfort and Sport were my preferred and most-selected modes. They just seemed to offer the best blend of response, fuss-free pace and comfort for most trips. However, when I did elect to blitz a few A- and B-roads, Sport+ was hugely effective and great fun. The seven-ratio Speedshift automatic transmission could really up its game and was uncannily prescient with downshifts. Unless I was in a particularly committed frame of mind, Race mode was a bit full-on, but even that had its moments.

    KN66 ZPB was very generously equipped, with options including carbon-ceramic brakes (£4285), lightweight forged alloys (£1735) and the AMG Driver’s Package (£765), which elevates the speed-limiter to 180mph. All in, the price shot up from £68,710 to £82,875: a lot of money for a BMW M4 rival. That said, the car’s fit, finish and looks backed up the big ticket. Sleek and compact, with a purposeful stance and a muscled physique, the C63 S had plenty of presence without showing off.

    The leather, Alcantara and carbon interior was a delight, with the glass roof and Burmester hi-fi (part of the £2595 Premium Package) adding to the feel-good factor.

    We often criticise cars for a lack of connection, and I was worried the C63 S might be a bit numb. Those concerns weren’t entirely unfounded, as it quickly became clear the Merc’s feedback was muted and finely filtered. The steering feel was hardly sparkling, but you could build a picture of what the front end was doing, and its rate of response was well judged. Just as importantly, the rear end’s communication skills were good enough that you always knew when traction was at a premium. I knew where I was with the car, in dry or wet conditions. It helped that the stability-control system was on the ball, and could be relaxed enough to let you have fun yet still remain effective when run in Sport mode. The ceramic brakes had great feel and made light work of stopping the 1725kg coupe, even when we had a quick hoon down the runway at the Bruntingthorpe Proving Ground.

    The Michelin Pilot Sport 4S tyres worked well through the winter and generated plenty of grip. And there was still a useful amount of meat left on them when the car went back. Must try harder next time.

    Traction? Well, that was at the mercy of my right foot and/or the electronics, but I was surprised how much performance the software enabled you to deploy in the wet. In the dry, the car easily nailed 0-100mph in nine seconds, and I was amused to find it would hit 60mph in seven seconds while performing an epic rolling burnout.

    Dislikes? Well, I quickly switched off most of the semi-autonomous driver-assist widgets (lane-assist and the like). The coasting mode, which disengages drive when you’re cruising off the throttle to save fuel, was annoying too, so I frequently switched that off as well.

    I tend to miss long-term test cars when they go, but this one really got under my skin. It was special in ways that transcend objectivity, and I can honestly say I enjoyed every one of those 9955 miles. You can’t ask for more than that.

    ‘Star of the show is the 4-litre biturbo #V8 – in this spec it’s an absolute powerhouse ’

    CAR #Mercedes-AMG-C63-S-Coupe / #Mercedes-AMG / #AMG /

    Date acquired October #2016
    Duration of test 6 months
    Total test mileage 9955
    Overall mpg 22.9
    Costs £0
    Purchase price £82,875
    Value today £62,500-68,000
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