Perhaps one of my favorite W124 models of all time, together with the 500E, this is the ultimate car in that era with the 3-pointed star.
AMS has done a classic test of this legendary HAMMER and here are the results.
MERCEDES AMG 300 CE 6.0
124 Coupé with a V8 engine from Affalterbach
Seventeen and four sounds much more harmless than black jack. AMG 300 CE 6.0 much less dangerous than "The Hammer". That's what they call their Mercedes 124 Coupé with six-liter V8 and 385 hp at AMG. Did we overstress our hand with him as "age in the test"? Nothing works anymore - more than a hammer.
It may surprise our long-time companions, but we have to take a self-critical look at the fact that auto motor und sport has not really stood out in the field of psychology in the past 74 years. Nevertheless, today we can answer one of the big questions that concern people. The one where it takes you to confront your fears. Namely: in front of closed doors. Bakery doors, to be precise. In addition, we also found out who is to blame: the Herr Kommerzialrat, of course. And now let's explain it.
As such, it is part of the folklore of an “old man in the test” to start at the beginning - as we roam our neon lights in the cool light of the neon lights, start the car there to drive out into the day and onto the streets, which are like thoughts graze the horizon that the sun blushes tomorrow. But when we arrive in Hockenheim, it is dark, our favorite baker is still closed, and the journey here was less thought-provoking than it was: quick, hasty.
Heavy leather furniture, travel calculator and oil pressure gauge as Mercedes folklore.
With its intimidating force, such an AMG 300 CE 6.0 can shake even the most pronounced self-magnificence and seriously disrupt the day's planning. Now that we still have time until we can buy pretzels, wash the car, refuel and test it at the Hockenheimring, let's first clarify what kind of car they call "The Hammer" in Affalterbach.
It begins with the 124 series coupe, which debuted at the Geneva Motor Show in 1987 and quickly developed into a dream car for men who had long since left the voluptuousness and haste of youth behind them. At AMG they take the top model, the 300 CE, as the basis. Just to throw out his underrepresentative engine with 185 hp, three liters of displacement and six cylinders sorted in series. Instead, the M 117, the 5.6-liter V8 from the 560 SEL, should take care of overpowering, with AMG offering two options. At a price of 38,635 marks, they levered a variant from 300 to 360 hp into the engine compartment of the 124er. Not enough? Well, another 59,605 marks finance the expansion of the displacement to six liters, the four-valve cylinder head as well as extensive "vehicle changes to install the engine".
Where the hammer pushes
The brings it to 385 hp and 566 Nm, which makes further investments appear necessary. Limited slip differential and brakes for DM 76,608, level and damper adjustment (DM 13,680), work on the outer facade (bodywork and wheels, DM 41,096) or suitable ambient furniture (Recaros with installation, DM 11,706). A little more Klim here and Bim there, so 335,550 marks come together. Or more historically correct: Two million three hundred and sixty-three thousand one hundred and ninety-five schillings - the AMG first-time goes to a commercial council in Austria (commercial council is a professional title that is awarded to members of the business community on an honorary basis if they have earned services to the Republic of Austria; those who are unauthorized) leads,
With 385 hp as strong as a Testarossa.
In the meantime, the 300 CE 6.0 has once again enriched the fleet of AMG and, at the moment, the background noise from Hockenheim. When driving over to the ring, the V8 pulls a riot of drag behind it that still echoes in place when the CE stands on the scales. It shows a weight of 1,695 kg and despite the V8 run in the bow only a light front load (53.3 percent). Off into the pit lane to measure up the dimensions in the noble-wood interior. Install the measuring devices, turn the key while the V8 is idling in hammering staccato, pull the selector lever through the zigzag backdrop to D. The four-speed automatic has an economy and an S mode, which it does not allow any influence on your shift strategy.
Well, on the track, first to find out that the speedometer is moving faster than the force of the V8. And that its sound can dominate the soundscape and animate it to maximum values. Now into the hairpin on the northern tip of the slope. There we start with the first acceleration, over which there is a large amount of tire smoke and therefore the mantle of silence. More soulful, with less gas next time, so as not to overwhelm the poor grip reserves of the sprightly Hankooks again. There is no traction control, only a 25 percent lock, even with which the rear-wheel-drive coupe laboriously grinds up to speed. Up to 100 km / h it takes a brave 6.2 seconds because of the traction needs. It feels more powerful above this pace, because the V8 is really not going to get going, simply tours over the red area of the rev counter until the pointer is on the 3 bar mark on the oil manometer - should correspond to around 7,200 rpm in revolutions per minute - when the automatic system advances its last stage. The hammer only drops at 289 km / h - not really, but ..., you know.
So there is still a lot to brake, we still think, when the next run-out zone hurries towards us. But the brakes aren't even that well prepared for that. Everything is still going well, but with a deceleration of 9.46 m / s² the AMG needs 341 meters of braking distance from top speed to a standstill. A little foresight cannot hurt, as it also requires only a small amount of self-overestimation in order to turn the coupé in the slalom oversteering into the green of the course.
But not with Otto on the steering wheel, who now has the AMG bravely joking around the pylons. The stiffness of the steering does not go hand in hand with high precision, everything is rather indifferent, but also non-toxic, even when changing lanes twice. The hammer sways through it with a clear side inclination. In general, curves are not his thing, rather such straight lines and gentle arches. Well, we know something: the high-speed oval in Boxberg!
The small spoiler lip on the rear does not really push the AMG onto the asphalt.
That is right behind the seven hills and two motorway junctions. So we pack up in Hockenheim and set off. But first, we inform ourselves on the travel calculator. It looks like young Bill Gates programmed it in his garage in Albuquerque. In any case, the on-board computer calculates that the range after the measurement has already been reduced to, well, close to the realm. So we let a great gargle into the tank, decide to postpone the calculation of fuel consumption to another time (it should be 16 l / 100 km in the test section) and drive eastwards: A 5, A 6, A 81.
Always beautiful in the old man
Tempo 170 is a comfortable travel pace. Since the V8 is not yet touring so high, fuel is still not drawing improperly from the tank. This leaves a refreshing reserve of power, which is always sufficient to hang even the most cheeky of all turbodiesel combos with a courageous gas patron. This gives the trip a lot of fun, while there is nothing so friendly about the comfort. With its hard tuning, the AMG herb jostles over transverse joints and short bumps. On the other hand, they didn't call him "cuddly kitten", but "hammer", which suggests a certain quick wit when dealing with bumps.
The stiffness of the steering does not go hand in hand with high precision, everything is rather indifferent, but also non-toxic.
Behind the Hölzern tunnel a short distance in the 100 km / h limit, then the restriction ends, and the six zero zooms up the mountain, plunges down the section to the Jagst valley and up again, over the wide plain behind it, in the Aircraft disaster could be used as a runway. The small spoiler lip at the rear does not really push the AMG onto the asphalt, so at the end of the long straight line the gas for the last wide arches. Then out of Boxberg, twice right, three times left, and we're there.
At noon we have the three-kilometer oval for ourselves. The 300 CE 6.0 centrifuges through the steep curves, which are up to 65 percent excessive, as if it wanted to catch up on its own sound. Echot not over the back straight now? We'll have him right away. This is one of the reasons why the AMG is a car that you better have a little too much fear of than not enough. But there is: hammer said right away.
The average consumption of the AMG is 16.0ltr/100km.
We would give 5-stars for the engine alone.
MERCEDES AMG 300 CE 6.0: TECHNICAL DATA
AMG 300 CE 6.0
test car
Construction year from 07/1988
test date 09/2017
drive
Number of cylinders / engine type 8-cylinder V-engine
Installation position / direction front / longitudinal
Displacement / compression 5953 cm³ / 9.8: 1
power 283 kW / 385 hp at 5500 rpm
Max. torque 566 Nm at 4000 rpm
combustion process Gasoline direct injection
camshaft drive Chain
Power unit rear-wheel drive
transmission 4-speed automatic transmission
translations I. 3.86
II. 2.18
III. 1.38
IV. 1.00
R. 4.22
final drive 2.47: 1
Body and dimensions
Type Coupe
Doors / seats 2/4
external dimensions 4655 x 1855 x 1370 mm
wheelbase 2715 mm
gauge 1559/1576 mm
turning circle 10.9 / 11.0 m
interior width 1450/1345 / - mm
interior height 925/885 / - mm
seat depth 490/450 / - mm
Norm sitting room 600 mm
legroom 920 to 1180 mm
sitting room 450 to 710 mm
steering wheel turns 3.33
Steering wheel diameter 380 mm
Boot capacity 480 l
weights
Empty weight test car 1695 kg
weight distribution 53.3 / 46.7%
maximum weight allowed 2020 kg
roof load 100 kg
Chassis, brakes and wheels
Arm Independent suspension / independent suspension
Suspension base MacPherson struts / coil springs, shock absorbers
Chassis test car Series / series
stabilizers Yes / Yes
link construction Wishbones / wishbones, tension and push struts
steering ratio 15.4: 1 / - / -
Tire brand / type Hankook Ventus S1 Evo
tires 235/45 R 17 Y / 265/40 R 17 Y
acceleration
0-50 km / h 2.2 s
0-60 km / h 2.9 s
0-80 km / h 4.5 s
0-100 km / h 6.2 s
0-120 km / h 8.6 s
0-130 km / h 9.9 s
0-140 km / h 11.3 s
0-160 km / h 14.6 s
0-180 km / h 19.1 s
0-200 km / h 25.0 s
60-100 km / h 3.3 s
80-120 km / h 4.1 s
Braking distance and deceleration
100-0 km / h 41.0 m / 9.4 m / s²
130-0 km / h 68.9 m / 9.5 m / s²
driving dynamics
Slalom 18 m 60.1 km / h
Double lane change 123.4 km / h
Sounds
Internal noise 80 km / h 66 dB (A) (automatic)
Internal noise 100 km / h 71 dB (A) (automatic)
Internal noise 130 km / h 74 dB (A) (automatic)
Internal noise 160 km / h 77 dB (A) (automatic)
Internal noise 180 km / h 80 dB (A) (automatic)
Stand noise / max. noise 59/83 dB (A)
Consumption and emission values
fuel premium gasoline
Tank volume / range 70 l / 437 km
NEDC - / - / 16.0 l / 100 km
CO2 emissions 130 g / km
ams Eco-consumption 11.3 l / 100 km
ams Commuter consumption 16.2 l / 100 km
ams Sportfahrer consumption 19.8 l / 100 km
Weighting test consumption 15/70/15%
test consumption 16.0 l / 100 km
CO2 emissions 372 g / km
Emissions rating Euro 6c
AMS has done a classic test of this legendary HAMMER and here are the results.
MERCEDES AMG 300 CE 6.0
124 Coupé with a V8 engine from Affalterbach
Seventeen and four sounds much more harmless than black jack. AMG 300 CE 6.0 much less dangerous than "The Hammer". That's what they call their Mercedes 124 Coupé with six-liter V8 and 385 hp at AMG. Did we overstress our hand with him as "age in the test"? Nothing works anymore - more than a hammer.
It may surprise our long-time companions, but we have to take a self-critical look at the fact that auto motor und sport has not really stood out in the field of psychology in the past 74 years. Nevertheless, today we can answer one of the big questions that concern people. The one where it takes you to confront your fears. Namely: in front of closed doors. Bakery doors, to be precise. In addition, we also found out who is to blame: the Herr Kommerzialrat, of course. And now let's explain it.
As such, it is part of the folklore of an “old man in the test” to start at the beginning - as we roam our neon lights in the cool light of the neon lights, start the car there to drive out into the day and onto the streets, which are like thoughts graze the horizon that the sun blushes tomorrow. But when we arrive in Hockenheim, it is dark, our favorite baker is still closed, and the journey here was less thought-provoking than it was: quick, hasty.
Heavy leather furniture, travel calculator and oil pressure gauge as Mercedes folklore.
With its intimidating force, such an AMG 300 CE 6.0 can shake even the most pronounced self-magnificence and seriously disrupt the day's planning. Now that we still have time until we can buy pretzels, wash the car, refuel and test it at the Hockenheimring, let's first clarify what kind of car they call "The Hammer" in Affalterbach.
It begins with the 124 series coupe, which debuted at the Geneva Motor Show in 1987 and quickly developed into a dream car for men who had long since left the voluptuousness and haste of youth behind them. At AMG they take the top model, the 300 CE, as the basis. Just to throw out his underrepresentative engine with 185 hp, three liters of displacement and six cylinders sorted in series. Instead, the M 117, the 5.6-liter V8 from the 560 SEL, should take care of overpowering, with AMG offering two options. At a price of 38,635 marks, they levered a variant from 300 to 360 hp into the engine compartment of the 124er. Not enough? Well, another 59,605 marks finance the expansion of the displacement to six liters, the four-valve cylinder head as well as extensive "vehicle changes to install the engine".
Where the hammer pushes
The brings it to 385 hp and 566 Nm, which makes further investments appear necessary. Limited slip differential and brakes for DM 76,608, level and damper adjustment (DM 13,680), work on the outer facade (bodywork and wheels, DM 41,096) or suitable ambient furniture (Recaros with installation, DM 11,706). A little more Klim here and Bim there, so 335,550 marks come together. Or more historically correct: Two million three hundred and sixty-three thousand one hundred and ninety-five schillings - the AMG first-time goes to a commercial council in Austria (commercial council is a professional title that is awarded to members of the business community on an honorary basis if they have earned services to the Republic of Austria; those who are unauthorized) leads,
With 385 hp as strong as a Testarossa.
In the meantime, the 300 CE 6.0 has once again enriched the fleet of AMG and, at the moment, the background noise from Hockenheim. When driving over to the ring, the V8 pulls a riot of drag behind it that still echoes in place when the CE stands on the scales. It shows a weight of 1,695 kg and despite the V8 run in the bow only a light front load (53.3 percent). Off into the pit lane to measure up the dimensions in the noble-wood interior. Install the measuring devices, turn the key while the V8 is idling in hammering staccato, pull the selector lever through the zigzag backdrop to D. The four-speed automatic has an economy and an S mode, which it does not allow any influence on your shift strategy.
Well, on the track, first to find out that the speedometer is moving faster than the force of the V8. And that its sound can dominate the soundscape and animate it to maximum values. Now into the hairpin on the northern tip of the slope. There we start with the first acceleration, over which there is a large amount of tire smoke and therefore the mantle of silence. More soulful, with less gas next time, so as not to overwhelm the poor grip reserves of the sprightly Hankooks again. There is no traction control, only a 25 percent lock, even with which the rear-wheel-drive coupe laboriously grinds up to speed. Up to 100 km / h it takes a brave 6.2 seconds because of the traction needs. It feels more powerful above this pace, because the V8 is really not going to get going, simply tours over the red area of the rev counter until the pointer is on the 3 bar mark on the oil manometer - should correspond to around 7,200 rpm in revolutions per minute - when the automatic system advances its last stage. The hammer only drops at 289 km / h - not really, but ..., you know.
So there is still a lot to brake, we still think, when the next run-out zone hurries towards us. But the brakes aren't even that well prepared for that. Everything is still going well, but with a deceleration of 9.46 m / s² the AMG needs 341 meters of braking distance from top speed to a standstill. A little foresight cannot hurt, as it also requires only a small amount of self-overestimation in order to turn the coupé in the slalom oversteering into the green of the course.
But not with Otto on the steering wheel, who now has the AMG bravely joking around the pylons. The stiffness of the steering does not go hand in hand with high precision, everything is rather indifferent, but also non-toxic, even when changing lanes twice. The hammer sways through it with a clear side inclination. In general, curves are not his thing, rather such straight lines and gentle arches. Well, we know something: the high-speed oval in Boxberg!
The small spoiler lip on the rear does not really push the AMG onto the asphalt.
That is right behind the seven hills and two motorway junctions. So we pack up in Hockenheim and set off. But first, we inform ourselves on the travel calculator. It looks like young Bill Gates programmed it in his garage in Albuquerque. In any case, the on-board computer calculates that the range after the measurement has already been reduced to, well, close to the realm. So we let a great gargle into the tank, decide to postpone the calculation of fuel consumption to another time (it should be 16 l / 100 km in the test section) and drive eastwards: A 5, A 6, A 81.
Always beautiful in the old man
Tempo 170 is a comfortable travel pace. Since the V8 is not yet touring so high, fuel is still not drawing improperly from the tank. This leaves a refreshing reserve of power, which is always sufficient to hang even the most cheeky of all turbodiesel combos with a courageous gas patron. This gives the trip a lot of fun, while there is nothing so friendly about the comfort. With its hard tuning, the AMG herb jostles over transverse joints and short bumps. On the other hand, they didn't call him "cuddly kitten", but "hammer", which suggests a certain quick wit when dealing with bumps.
The stiffness of the steering does not go hand in hand with high precision, everything is rather indifferent, but also non-toxic.
Behind the Hölzern tunnel a short distance in the 100 km / h limit, then the restriction ends, and the six zero zooms up the mountain, plunges down the section to the Jagst valley and up again, over the wide plain behind it, in the Aircraft disaster could be used as a runway. The small spoiler lip at the rear does not really push the AMG onto the asphalt, so at the end of the long straight line the gas for the last wide arches. Then out of Boxberg, twice right, three times left, and we're there.
At noon we have the three-kilometer oval for ourselves. The 300 CE 6.0 centrifuges through the steep curves, which are up to 65 percent excessive, as if it wanted to catch up on its own sound. Echot not over the back straight now? We'll have him right away. This is one of the reasons why the AMG is a car that you better have a little too much fear of than not enough. But there is: hammer said right away.
The average consumption of the AMG is 16.0ltr/100km.
We would give 5-stars for the engine alone.
MERCEDES AMG 300 CE 6.0: TECHNICAL DATA
AMG 300 CE 6.0
test car
Construction year from 07/1988
test date 09/2017
drive
Number of cylinders / engine type 8-cylinder V-engine
Installation position / direction front / longitudinal
Displacement / compression 5953 cm³ / 9.8: 1
power 283 kW / 385 hp at 5500 rpm
Max. torque 566 Nm at 4000 rpm
combustion process Gasoline direct injection
camshaft drive Chain
Power unit rear-wheel drive
transmission 4-speed automatic transmission
translations I. 3.86
II. 2.18
III. 1.38
IV. 1.00
R. 4.22
final drive 2.47: 1
Body and dimensions
Type Coupe
Doors / seats 2/4
external dimensions 4655 x 1855 x 1370 mm
wheelbase 2715 mm
gauge 1559/1576 mm
turning circle 10.9 / 11.0 m
interior width 1450/1345 / - mm
interior height 925/885 / - mm
seat depth 490/450 / - mm
Norm sitting room 600 mm
legroom 920 to 1180 mm
sitting room 450 to 710 mm
steering wheel turns 3.33
Steering wheel diameter 380 mm
Boot capacity 480 l
weights
Empty weight test car 1695 kg
weight distribution 53.3 / 46.7%
maximum weight allowed 2020 kg
roof load 100 kg
Chassis, brakes and wheels
Arm Independent suspension / independent suspension
Suspension base MacPherson struts / coil springs, shock absorbers
Chassis test car Series / series
stabilizers Yes / Yes
link construction Wishbones / wishbones, tension and push struts
steering ratio 15.4: 1 / - / -
Tire brand / type Hankook Ventus S1 Evo
tires 235/45 R 17 Y / 265/40 R 17 Y
acceleration
0-50 km / h 2.2 s
0-60 km / h 2.9 s
0-80 km / h 4.5 s
0-100 km / h 6.2 s
0-120 km / h 8.6 s
0-130 km / h 9.9 s
0-140 km / h 11.3 s
0-160 km / h 14.6 s
0-180 km / h 19.1 s
0-200 km / h 25.0 s
60-100 km / h 3.3 s
80-120 km / h 4.1 s
Braking distance and deceleration
100-0 km / h 41.0 m / 9.4 m / s²
130-0 km / h 68.9 m / 9.5 m / s²
driving dynamics
Slalom 18 m 60.1 km / h
Double lane change 123.4 km / h
Sounds
Internal noise 80 km / h 66 dB (A) (automatic)
Internal noise 100 km / h 71 dB (A) (automatic)
Internal noise 130 km / h 74 dB (A) (automatic)
Internal noise 160 km / h 77 dB (A) (automatic)
Internal noise 180 km / h 80 dB (A) (automatic)
Stand noise / max. noise 59/83 dB (A)
Consumption and emission values
fuel premium gasoline
Tank volume / range 70 l / 437 km
NEDC - / - / 16.0 l / 100 km
CO2 emissions 130 g / km
ams Eco-consumption 11.3 l / 100 km
ams Commuter consumption 16.2 l / 100 km
ams Sportfahrer consumption 19.8 l / 100 km
Weighting test consumption 15/70/15%
test consumption 16.0 l / 100 km
CO2 emissions 372 g / km
Emissions rating Euro 6c
