The Robb Report Collection

Driver's Notebook: A Change of Face

Christian Gulliksen

04/02/2003

Cruise down rodeo drive or Worth Avenue in a stock Mercedes-Benz S500 and watch to see if any heads turn. They won’t, but that isn’t a surprise. For decades, S-Class sedans have delivered superbly refined luxury and performance while steadfastly refusing to draw attention to themselves. They ooze understatement. Even the sleeper 300 SEL 6.3 and 450 SEL 6.9—both powered by variants of the 600 limousine’s monstrous V-8—were differentiated from standard models only by discreet nomenclature. And it still takes a glance at the trunk lid or a badge to determine if an S-Class is powered by a diesel engine or a V-12. That is just the way many owners of high-end versions like it, as the lack of distinctive design downplays six-figure MSRPs and deflects undue attention from the highway patrol.

Some owners understandably want something a little less anonymous, and they are in luck, as there are plenty of options from today’s aftermarket tuners. The customization of Mercedes-Benzes started in earnest in the 1980s with flamboyant interpretations of the Teutonic battleships created by independent tuners like AMG, Brabus, and Lorinser. Typically monochromatic (in an age of chrome trim and bumpers clad in black rubber) and dressed up in spoilers, side skirts, and bulging fenders, they also featured substantial performance enhancements. Even Mercedes-Benz now offers officially sanctioned hot rods. The conservative automaker saw fit to purchase AMG and hawks that shop’s tuner-modified cars as part of its regular lineup.

This S500 features wheels, fenders, spoilers, and side skirts from Lorinser. Customers can choose as many or as few options as they like. (Click image to enlarge)

In this environment, it takes a special Mercedes-Benz to make a statement, and Los Angeles’ CEC loaded up an S500 with a variety of Lorinser and in-house products to produce a rolling showcase of just what can be done. The most obvious modification is the installation of a nose from the CL500 coupe in lieu of the sedan’s standard visage. Other cosmetic changes include sculptural F1 edition front fenders, side skirts, rear spoilers, and a roof wing. The car rolls on 9-by-20-inch wheels at the front and 10-by-20-inch wheels at the rear. Brembo Gran Turismo brake kits with 14-inch rotors up front and 12.9-inch rotors in back bring its 4,200 pounds to a stop. Few Mercedes-Benz owners request engine upgrades, but a Lorinser sport exhaust adds a few horsepower to the stock 302-hp 5-liter V-8. Inside, the cabin is swathed in two-tone black and green leather and all interior wood has been replaced with a green-tinted wood kit. The price tag on this car, including the modifications, is around $160,000. (The base price of a 2003 S500 is $81,000.)

CEC replaced all wood trim with a green-tinted wood kit. The two-tone green and black leather interior is another custom touch. (Click image to enlarge)

Performance is virtually the same as in the standard S500, which was introduced in 2000. Acceleration is brisk without being blistering (Mercedes-Benz says the zero-to-60 dash takes 6.1 seconds). The massive Brembo brakes provide more than enough stopping power, but can be touchy at low speed. The 20-inch wheels sharpen already-precise handling ability and somewhat increase articulation of the road’s imperfections; the diminished smoothness is not overly intrusive for a sports-oriented sedan. The speed-sensitive rack-and-pinion steering system provides excellent feel regardless of speed and is far less numb than in previous iterations. Although the car is nimble for its size, there is no getting around its bulk when driving along narrow and crowded city streets, where an E-Class feels utterly comfortable and an S-Class can seem ponderous. On the freeway, however, the S comes into its own as a luxe cruiser, its girth enclosing limousine-like space and its heft adding gravitas to high-speed travel. An irritating feature that this car has in common with conventional S-Class cars is the navigation screen, which also houses controls for the trunk-mounted CD player. Anything more than adjusting the volume or scanning preprogrammed radio stations requires the driver to turn a knob that selects options displayed on the screen; it cannot be done by touch and forces a driver’s eyes to leave the road for far too long.

Head-on, the S500 sedan is nearly indistinguishable from the coupe. (Click image to enlarge)

But this car’s raison d’être is its visual impact, and in that department it scores high marks. In certain parts of Los Angeles, people are so utterly jaded that even Ferraris evoke little interest. The Sunset Strip linking Beverly Hills and Hollywood is just such a place; along one and a half miles of restaurants, nightclubs, and shops, speeds rarely exceed 30 mph, and more often cars move at a crawl. No one is terribly bothered—it is a place to see and be seen. (Signs announcing anti-cruising ordinances are prominently displayed.) In the ebb and flow of bumper-to-bumper traffic on a warm January afternoon, the S500 Lorinser attracted copious attention. The drivers of other Mercedes-Benzes, in particular, gave approving smiles when they pulled alongside, and several asked detailed questions about what had been done. The handsome exterior modifications earned universal approval, but the interior’s two-tone color scheme and wood kit did not receive the same acclaim. The strange, mottled green hue of the burled wood resembles stone more than wood (a rear-seat passenger asked, “Do they put marble in these cars?”), and it manages to clash with the foamy green leather panels on the seats and doors. The effect can only be described as an acquired taste.

For the Mercedes-Benz driver who wants to stand out, this S500 Lorinser accomplishes that goal flawlessly. But be forewarned: Having a car done over like this can be addicting. Clients who have had a car modified by CEC often have each of their subsequent cars sent straight to CEC from the dealer.

CEC, 310.203.3900, www.cecwheels.com
Claus Ettensberger Corporation
CEC was founded by Claus Ettensberger after the native German came to the United States with the goal of improving tuner Lorinser’s market position. Now entering its 13th year, the CEC showroom on Santa Monica Boulevard in West Los Angeles has become a local fixture. The first products Ettensberger carried were from his former employer, Lorinser, but he has since expanded his repertoire to include a number of specialized tuners such as TechArt for Porsche, AC Schnitzer for BMW, and J Nothelle for Jaguar. Popular modifications at the moment include TechArt adjustable suspensions and 19-inch wheels for Porsche 996 Turbos, which customers appreciate because they more closely approximate European specifications. (Click image to enlarge)

Many customers with Mercedes-Benzes and BMWs consider their cars’ performance with stock engines more than adequate and choose to focus on cosmetic enhancements. For Mercedes-Benz, the hot ticket is an aerodynamic body kit for the SL500 from Lorinser; a body kit from AC Schnitzer for BMW’s 745i has been a favorite with owners of the Bavarian luxobarge. Most of the cars that CEC waves its wand over are new, but customers also bring cars that are 2 or 3 years old to be updated or customized. Modifications can take anywhere from a few hours (to have wheels installed) to a couple of days if paint is involved, and most projects can be completed in under two and a half weeks. A second showroom in Coral Gables, Fla., will provide an East Coast complement to the Los Angeles showroom when it opens later this year. (Click image to enlarge)