Latest Mercedes S-Class Aims to Keep You and Chauffeur Content
By Jason Harper
Jan. 11 (Bloomberg) -- City traffic is the ultimate auto equalizer. When streets get jammed, the car with the biggest, baddest engine isn't any better off than that 1970 AMC Gremlin up ahead.
Comfort is another matter.
As I inch through Manhattan's clogged traffic, I feel content. I'm driving Mercedes-Benz's ninth-generation S-Class, the S550, a 382-horsepower CEO-mobile, meant to keep power players happy whether at the wheel or idling in the back seat. The S-Class has long been the comfort flagship of Mercedes. Its models include the S550 and an all-wheel-drive variant; the extras-rich S600, equipped with a biturbo V-12 engine and a $140,675 base price; and the performance division's $182,275 S65 AMG, with a massive, twin-turbo V-12. The base price of the S550 is $86,525, but few buyers at this level settle for the base.
With options like the Panorama sunroof, special cruise control, satellite radio, keyless entry and seats with internal heating and AC, the auto I tested sells for $103,100.
To assess the S550's full appeal, I've tapped two friends, an engaged couple. They're settled in the soft leather seats behind me as I play chauffeur and drive them to a restaurant. Then I park and enjoy a chauffeur's downtime.
I tilt back the 14-way adjustable electronic seat, open the sunroof, turn on the heated seats and blast the satellite rock station through the 14-speaker Harman/Kardon stereo. It's as comfy as my tiny Manhattan apartment.
Legroom and Walnut
The 124.6-inch wheelbase gives backseat passengers oceans of legroom. There's burl-walnut trim back there and three separate headrests, though a middle-seat passenger must straddle a divider. If you're giving an important foursome a ride, call another car. And don't look for ``Pimp My Ride'' appointments: No minifridge or DVD screen, and rear individual temperature controls aren't standard (or present in my car).
The S550's 5.5 liter V-8 musters 382 hp at 6,000 rpm, and 391 pound-feet of torque at 2,800-4,800 rpm -- making for a gutsy drive. (It's the torque that gets you moving quickly from a standstill in city traffic.) The drive is sturdy and sure, and typically of Mercedes, the driver gets very little road feedback through the steering wheel -- a troublesome thing in its sports cars, appropriate for this big four-door sedan.
The raft of electronic options includes Distronic Plus, an adaptive cruise control that uses radar to sense traffic flow and then speeds up or brakes the car in response. It works, though it takes Herculean self-restraint not to apply the brakes yourself in fear of rear-ending somebody.
Death Valley SUV
When my passengers rejoin me, we continue the comfort test. Several years ago the three of us drove through Death Valley in an SUV, and I discovered that Inga cared little for road trips and even less for my rally-car style of careening along the desert's dirt roads.
Now I'm rolling down Ninth Avenue as smoothly and chauffeur- like as I can. The suspension is phenomenal no matter where you sit, soaking up the jolt of every pothole. Inga settles in with a smile and says: ``We could just drive around all day.'' Score one for the Mercedes.
None of us is wowed by the S550's design, though. Viewed from the side, it's very much a stolid, four-door sedan, with ample front and rear doors, a grill that drops off sharply from the long hood, and a single, simple crease along the body. Only the swelled wheel wells signal the auto's robust horsepower.
In all, the S550 speaks either to a more mature buyer, or somebody who'd like to be thought of that way. Put yours in the parking lot where the CFO will see it -- he'll surely approve.
`Comand' System
Inside, the instrument panel is clear, but the dashboard is bulky and uninteresting, like something from a 1980s Oldsmobile. Electronic controls are mostly accessed through Mercedes's latest ``Comand'' system. Similar to BMW's iDrive, it digs down into everything from the stereo to the interior light settings. A round knob sits on the center console at the driver's right hand and works a bit like a stationary mouse. After a short time, I was using it smoothly and never had to resort to the huge owner's manual. A good sign.
Still, the center console is a mess. There's no place to put a cell phone, and the hinged CD-system cover pops down into the cup-holder area. The navigation system -- often the best test of the user interface -- is easy to set, gives detour options and has clear voice instructions. High marks.
Pedal to the Metal
How does the S550 really drive, out of traffic, opened up? The next day I head over the George Washington Bridge to the Palisades Parkway, a sweet open road.
The S550 shows its less civil side on the first heavy traffic merge. I settle hard onto the gas, and its 4,688 pounds suddenly go very, very light -- Emmitt Smith waltzing on ``Dancing With the Stars.'' I arc among slower cars smoothly, cleanly -- fast. Electronically controlled to a top speed of 130 mph, the S550 would obviously get there very quickly. Mercedes says it will get to 60 mph in a lithe 5.4 seconds.
On a nearby set of roads whose location I keep to myself, I test the yang to the horsepower's yin. Traveling 100 mph, I go full on the ventilated disc brakes, 13.8'' in front. They do their thing, and I come to a confident, quick stop. There isn't even any tire noise.
So, yes, the S550 scores points both behind the steering wheel and in the back seat. Go for the S600's bigger engine only if you have $40,000 to burn. Otherwise, cherry-pick the options on the S550. And, every chance you get, let those horses run free.
The S550 at a Glance
Power: 5.5-liter V-8, with 382 hp, 391 lb-ft of torque.
Drive train: seven-speed automatic.
Speed: 0-60 mph in 5.4 seconds.
Price (as tested): $103,100.
Best Features: Ultra-comfortable seats, nifty electronics, easy handling for a heavy sedan.
Worst Features: Stodgy looks, ill-conceived center console.
Target Buyer: The executive who spends a lot of time in traffic, whether driving or being chauffeured.
Bloomberg.com: Spend 
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