2003 Mercedes-Benz C-Class

Sedan

3.2L SuperCharged

Automatic

WDBRF65J83F396351

Clear

Gasoline

Extremely Rare, very fast. 'Competition' to the BMW M3 and AUDI S4. Supercharged 349hp, Automatic Transmission and can still do 0-60 in less than 4.8 seconds. 2003 C32 AMG Mercedes Benz. Passed Smog, ready for new owner. Here is a Motor Trend Article comparing the AMG C32 with the Audi S4. 2004 AUDI S4 VS. 2003 MERCEDES-BENZ C32 AMG SPORTS CAR COMPARISONTwo steps beyond mere sport sedansJohn Kiewicz photographer, Chris Walton photographerJuly 29, 2003VIEW ALL 18 PHOTOSSHARE THIS ARTICLE FacebookTwitterGoogle PlusEmailSedans are good. Sport sedans are better. Performance sedans are great: those stealthy four-door “saloons” that easily blend into the commuter landscape yet have the performance capabilities of sports cars.The ’04 Audi S4 and the ’03 Mercedes-Benz C32 AMG are at the top of this rare class and are leading the way into a high-performance realm where one would expect to see names like Chevrolet Corvette or Porsche 911. Judging by the ink-on-paper potential and the actual track results these two compact four-doors produce, you’d think the Germans have an affinity for hiding big horsepower in small, inconspicuous places–and that they get a strange thrill out of shocking unsuspecting passengers and fellow motorists. Correct on both counts, so consider yourself warned.The 340 horsepower produced by Audi‘s 4.2-liter V-8 and the 349 from the AMG-supercharged 3.2-liter Mercedes-Benz V-6 both surpass the BMW M3’s 3.2-liter/ 333-horsepower I-6 rating. Who needs a small car with that much power? Truly, nobody, but that was exactly the impetus for the now-legendary ’64 Pontiac Tempest GTO–and we know where that led.So why wasn’t a BMW M3 included in this comparison? Its credentials and pricetag indicate it’s certainly in the same league. Simple: This roundup is for four-doors, and the M3 is not currently offered as such. As a stopgap until that happens, BMW has introduced a $3900 “Performance Package” option for the 330i sedan, which somewhat approximates an M3 sedan–but, unfortunately, without the high-winding, 333-horsepower M-spec straight-six.That the Audi and the Mercedes-Benz are both fast German cars painted silver is about all they have in common. The Ingolstadter drives all four wheels, while the Affalterbacher prefers rear drive. Strangely, they’ve seemingly switched camps when it comes to preferred engine architecture: force-fed V-6 or single-atmosphere V-8.Audi’s previous S4 (2000-’02) used a twin-turbo 2.7-liter/250-horsepower V-6. The new S4 has a naturally aspirated V-8. On the other side of the fence, from ’98 to 2000, Mercedesshoehorned a 4.3-liter/ 302-horsepower V-8 into its C43, but the company now chooses a supercharged V-6 for the C32 AMG.Which is better? That depends on how you intend to drive and how you define “rewarding.”VIEW ALL 18 PHOTOS VIEW ALL 18 PHOTOSVIEW ALL 18 PHOTOSDriven–To ExtremesSpeed is relative (and expensive), but “who gets there first” is absolute. That’s why both of these cars are relatively expensive–and absolutely a blast to drive. Together, the Audi (at $134 per horsepower) and the Mercedes-Benz ($144 per horsepower) propel between 10 and 11 pounds of car with each horse. As a result, their ability to accelerate is quite similar. Though the AMG’s automatic transmission probably saps some of its power advantage, the task of getting maximum acceleration from the C32 is an easy one. Get the launch right (without converting the rear tires to molten rubber), and the AMG SpeedShift five-speed clicks off unusually fast upshifts.The S4’s all-wheel-drive launch is a bit more tricky and harder on the clutch. With never more than a half second separating the two up to 100 mph, a slight advantage goes to the C32. It clocks a 0-60 time of 4.77 seconds, while the six-speed manual S4 comes in at 4.99. Likewise, quarter-mile times and speeds are fractions of a second and about a mile per hour apart–both in the low-13s at around 106 mph. Depending on the driver and the available traction, consider this drag race a dead heat.Most enthusiast drivers prefer a manual transmission (especially in a performance application), but the AMG automatic with its lock-up torque converter is so well-programmed and easy to use that this is as close as we’ll come to picking it over Audi’s manual–but not quite. We applaud Audi for improving the feel and the accuracy of the S4’s all-new Z.F. six-speed gearbox. We thought it might be the same rubbery shifter we’ve come to expect, but are pleased to report there’s a snick-snick in the new stick that wasn’t there before.We recorded a tie score in the braking test with the two sedans stopping from 60 in just 117 feet. Both cars utilize ABS, EBD (electronic brake force distribution), and nearly identically sized rotors. The Mercedes also features a brake-assist program that senses an emergency application of the brakes and goes to full-ABS mode sooner. Drivers were split on which car’s brakes offered better “feel,” however. Throughout a day-long mountain drive and photo shoot, neither car showed a hint of brake fade, keeping our palms as dry as a good martini. In our two measured handling tests, the results are again very close, but this time the all-wheel-drive Audi nudges past the Mercedes-Benz. The Audi’s precise rack-and-pinion steering is quicker and more communicative, its suspension more pinned down, and its gas pedal more useable when it counts. The S4 sticks to the pavement at 0.90 g on the skidpad and tears up the slalom course with a Porsche-like 68.0 mph. The Mercedes is nearly as nimble with 0.85 g and 67.3 mph–both head and shoulders above most sport sedans.VIEW ALL 18 PHOTOS VIEW ALL 18 PHOTOSVIEW ALL 18 PHOTOSOn one of our favorite real-road driving loops, a cat-and-mouse game ensued, with drivers swapping cars every 15 minutes. What we found was that, although both cars might arrive at the destination within seconds of each other, we felt we could hustle the less-taxing Audi with more confidence. We’d throw the S4 into corners faster than we’d dare in the C32, just until it started to understeer, then mash the gas and (in quattro we trust) square off the corner and shoot out the other side with greater exit speed than in the C32. With the rear-drive Benz, there was always the fear of boost-exaggerated oversteer in mid-corner, though it never actually occurred.Once the highway opened up with a straight, the blown Mercedes (less affected by altitude changes) would quickly reel in the Audi, only to be met with the same outcornering scenario. It comes down to horsepower versus chassis dynamics. We could’ve played like this all day–or least until the tires’ steel belts were sparking on the pavement.Tooling AroundKeeping in mind each car’s standard-equipment list includes intelligent stability-control systems, if we encountered snow or foul weather, we’d rather snatch the key to the all-wheel-drive S4 over the traction-controlled rear-drive C32. When forced to choose the softer-riding of the two, we’d have to say the C32 retains a bit more of its luxury-car DNA with a go-really-fast gene spliced in. Unlike some sports cars, each is happy as an everyday driver.Both carmakers’ suspension and chassis engineers have ensured the S4 and C32 are as comfortable driving you (and your neighbors) to dinner as they are adept at simulating stomach-churning roller-coaster dynamics. Yet they’re uncommonly composed no matter what the road surface–they walk the fine line between an uncompromising sports car’s ride and a sophisticated sedan experience. At 3825 pounds (Audi) and 3540 (AMG), that’s no small job. Come to think of it, some American car companies that claim they’ve finally built the import-slaying sport sedan owe it to themselves to buy one of these two cars and first drive it, then reverse-engineer it, to give credence and substance to those claims.VIEW ALL 18 PHOTOS VIEW ALL 18 PHOTOSVIEW ALL 18 PHOTOSStylin’Nobody likes a showoff, and few things are as much fun as shutting one down on your morning dash to the freeway on-ramp. Part of the allure of the S4 and the C32 AMG is how subtle they are on the outside. It’d take an educated eye to spot the AMG trimmings (front fascia, wheels, slightly hunkered-down stance, and badging) as a C32 blew past.Even harder would be the S4 with its brushed-aluminum rearview mirrors, side skirts, wheels, and even more subtle badging. Be that as it may, the Mercedes-Benz still presents itself as being from a luxury-car company while the Audi carries itself with a bit more mystery or rarity–especially here in the U.S. where Mercedes-Benz outsells Audi by about two to one.The C32’s body is neo-classic Mercedes, with its organic headlamps and taut, ready-to-pounce beltline. It looks elegant, cool, and aloof, especially in silver. The Audi S4 comes across as more architectural, calculated, and purposeful. Elegant? Sure, but in a restrained, self-confident way.Inside, the themes continue with the austere Mercedes and more purposefully designed Audi. From the S4’s two-tone, dual-texture seating, mechanized-feel instruments, and variety of materials, it surpasses the C32’s almost-standard C-Class interior. The S4 just makes you feel more privileged when you shut the door.The Bull’s-Eye?What seemed a straightforward comparison at the outset grew into an exercise in hairsplitting. Each car performed exceptionally well. Who knew an S4 would slalom at 68 mph? We knew the C32 was quick, but we only suspected it would run almost as fast as a Corvette. Both have a unique, sporty style, and neither will look silly in a decade’s time.VIEW ALL 18 PHOTOS VIEW ALL 18 PHOTOSVIEW ALL 18 PHOTOSMercedes-Benz and AMG have been producing surprisingly quick passenger cars for 30 years. Although they keep increasing the overall performance capabilities of their cars with each successive model, they still seem to be saying, “Yep, it’s an elegant Mercedes, but watch how fast it is.” On the other hand, Audi, and more specifically the S4, seem to say, “Let’s go to the nearest track to get to know one another.”The Audi S4 more comprehensively represents the performance-sedan segment. We love the snarling V-8, the new six-speed manual trans, and the all-wheel drive. The S4’s suspension seemingly contradicts various laws of physics. Its interior execution is more cutting edge, and the price is a relative bargain held up to what else is available in the $45,000-$50,000 range. Audi’s silver bullet is machined with greater precision and hits the performance-sedan target with more regularity and more velocity.Second OpinionsAMG Me, PleaseWithout a doubt, the new S4 is a gem. However, the C32 seems unnecessarily overshadowed by the Audi. Despite being the littlest AMG sedan, the C32 packs a fantastic performance punch. Both cars tied in 60-0 braking, but the Mercedes’ setup offers better feel. The C’s steering box and valving provide great feedback, and the AMG 17-inch wheel/tire combo ensures outstanding grip. Sure, the all-wheel-drive Audi just edged out the rear-drive Mercedes in slalom testing, but the C32 is still a downright potent package. I give the nod to the Benz interior, too, as the seats, leather, and controls all have a more robust, solid feel than the S4’s wares. You won’t go wrong with either car, but for me there’s something more “right” about the C32–and that’s what grabs my interest.–John KiewiczS4 Me, PleaseMercedes’ C32 AMG delivers the numbers, no doubt. But it fails to even blip my emotions meter. The supercharged V-6, while powerful in every sense of the word, sounds like an industrial vacuum cleaner; Audi’s V-8 warbles lust out of all four pipes. Mercedes ignores my sporting desire to shift for myself, forcing me to take an automatic; Audi offers a choice of automatic or manual transmissions, both with six superbly spaced ratios that help orchestrate what I want the S4 to do. The Audi looks better inside and out. Don’t forget that it’s cheaper, and you can also have it in sport wagon form if you choose. S4–by a mile.–Matt StoneVIEW ALL 18 PHOTOS VIEW ALL 18 PHOTOSVIEW ALL 18 PHOTOSENGINESLet’s have a look under those hoods, boysThe S-modified version of Audi’s 4.2 V-8 effectively made its debut in last year’s larger S6 Avant (wagon) and flagship S8 quattro sedan. But because the engine bay is larger in those cars, engineers repositioned the chain that drives the four overhead camshafts and ancillaries to the back of the engine for the S4 platform. The resulting 18-inch front-to-rear V-8, enhanced by lightweight pistons and connecting rods, weighs as little as the previous biturbo V-6, at about 430 pounds. This lightweight, all-aluminum block and its positioning translate to an exceptionally good (for V-8 sedans) 53/47-percent front/rear weight distribution.Our first tailpipe impression of this engine was how capable it sounded, while having a highly tuned and balanced quality. It’s a V-8, but unlike any V-8 we’ve heard since a BMW M5/Z8 unit. Throaty, raspy, and with a hint of cam and a dash of pop, the S4 revs to 7200 rpm as fast as you can say “whoom-baah!” True, it revs like a power tool and makes its maximum output at 7000 rpm, but this smallish V-8 is by no means lacking grunt. Thanks to a two-stage variable intake manifold, variable intake-valve timing, and five valves per cylinder, low-end torque is readily available and allows a driver to chug along in traffic in third or even fourth gear. This is about as perfect as a small V-8 could hope to be–free-revving horsepower with ample twist, as well.Not to be outdone, the AMG-modified kompressor V-6 in the C32 also is compact and even more powerful than the Audi V-8. A belt-driven helical-type supercharger turns “on” and “off,” depending on load and rpm conditions, and is capable of an unusually high (compressed) airflow rate. At maximum engine speeds, its Teflon-coated rotors reach up to 20,700 rpm, producing 14.5 psi boost pressure with a rate of about 590 cubic feet per minute–enough to fill 14 phone booths (or seven hot tubs) in about a minute.Under partial load, the supercharger decouples from its drive belt via an electromagnetic clutch pack on the front of the unit. The advantages of running in this sometimes naturally aspirated state are improved thermal and fuel efficiencies. Once the car senses a need for more power, zap!–the blower comes to life and a swell of energy is at your beck and call. The transition between the two states is so rapid that it’s completely seamless to the driver who only feels the stern shove forward.The result of all this gee-wizardry is an impressive 109 horsepower per liter and 332 lb-ft of torque at just 3000 rpm. As a reality check, a 5.7-liter/350-horsepower Corvette LS1 V-8 produces about 62 horsepower/liter and 375 lb-ft of torque at 4400 rpm. Superchargers are, indeed, a replacement for displacement.To cope with all this extraordinary power, several engine components have been suitably upgraded: crankshaft, connecting rods, pistons, balancer shaft, oil pump, camshafts, and valve springs are all AMG specific. A technical marvel, to be sure, but the C32’s engine still lacks an exhaust note with the authority it deserves. Forced induction tends to subdue any amount of snarl an engine might otherwise have, but some people might consider this a benefit of subtlety. Conspicuousness is so un-P.C. these days.–C.W.VIEW ALL 18 PHOTOS 2004 Audi S42003 Mercedes-Benz C32 AMGPOWERTRAIN/CHASSISDrivetrain layoutFront engine, awdFront engine, rwdEngine type90° V-8, aluminum block and heads, LEV90° V-6, aluminum block and heads, LEVValve gearDOHC, 5 valves/cyl, variable intake-valve timingSupercharged SOHC, 3 valves/cyl variable intake/exhast-valve timingBore x stroke, in/mm3.33×3.65 / 84.5×92.83.54×3.31 / 89.9×84.0Displacement, ci/cc254.3 / 4163195.2 / 3199Compression ratio11.0:19.0:1Max horsepower @ rpm340 @ 7000349 @ 6100Max torque @ rpm302 @ 3500332 @ 3000Specific output, hp/liter81.7109.1Power-to-weight, lb/hp10.710.1Max engine speed, rpm72006220Transmission6-speed manual5-speed automaticAxle/final drive ratio3.89:1 / 3.03:13.06:1 / 2.54:1Suspension, front; rearUpper and lower control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll barMacPherson struts, anti-roll bar; multilink, coil springs, anti-roll barBrakes, front; rear13.6-in vented disc; 11.9-in vented disc, ABS, EBD13.6-in vented disc; 11.8-in vented disc, ABS, EBD, BAWheels, front; rear18 x 8.0; 18 x 8.0 cast alum17 x 7.5; 17 x 8.5 cast alumTires, front; rear235/40ZR18; 235/40ZR18 Continental Sport Contact 2225/45ZR17; 245/40ZR17 Pirelli PZero RossoDIMENSIONSEPA class/seating capCompact / 5Compact / 5Wheelbase, in104.3106.9Track, f/r, in60.2 / 60.158.8 / 58.1Length, in179.0178.3Width, in76.368.0Height, in56.255.2Turning circle, ft36.435.3Headroom, f/r, in38.4 / 37.238.9 / 37.3Legroom, f/r, in41.3 / 34.341.7 / 33.0Shoulder room, f/r, in55.1 / 53.453.1 / 54.3Curb weight, lb38253540Weight dist, f/r %53/4754/46Cargo volume, cu ft13.412.2Fuel capacity, gal17.416.4TEST DATA 8.34 8.01 0-90 mph10.149.850-100 mph12.6511.801/4 mile, sec @ mph13.44 @ 105.0613.24 @ 106.86Braking, 60-0 mph, ft117117600-ft slalom, mph68.067.3200-ft skidpad, lateral g0.900.85Top-gear rpm @ 60 mph25002100CONSUMER INFOOn sale in U.S.August 2003CurrentlyBase price$45,650$50,400Price as tested$50,000 (est)$54,370AirbagsDual front and side impact, front and rear headDual front and side impact, dual rear side, front and rear headBasic warranty4 yrs/50,000 miles4 yrs/50,000 milesPowertrain warranty4 yrs/50,000 miles4 yrs/50,000 milesMaintenance period4 yrs/50,000 miles4 yrs/50,000 milesRoadside assistance4 years4 yrs/50,000 milesEPA mpg, city/hwy14/2017/21Range, miles, city/hwy243/348278/344Recommended fuelUnleaded premiumUnleaded premium Please see all detailed pix below. Buyers with a rating less than 10 must contact us before sending in offers to confirm Ebay legitimacy due to many fraudulent activities associated with low rating buyers. Offers from those with less than 10 rating without first contacting us and receiving a approval to submit offers may be ignored and declined. $500 deposit due at auction end. Remaining payment shall be made by cash or cashiers check. Vehicle will not be released until cashiers check has cleared. Buyers wanting to pay remaining balance through paypal are charged the 2.9% paypal fees. NOTE: This is a Dealer Sale. This vehicle is being offering by DNT 999 Auto Solutions in Costa Mesa, Ca. Payment of vehicle is Final auction price,  “Plus government fees and taxes, any finance charges, any dealer document processing charge, any electronic filing charge, and any emission testing charge.” Vehicles shall be picked up from Costa Mesa California within 7 days of auction ending. 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