2000 Mercedes-Benz S-Class S500

Mercedes-Benz has embarked upon a self-imposed makeover mission during the past decade. The goal: to aggressively redefine its role as a producer of contemporary luxury vehicles. Without a doubt, the most convincing manifestation yet of the firm's success in that endeavor is the all-new S-Class. Just on sale in Europe and due here in the spring as an early 2000 model, M-B's flagship sedan has been totally recast for the new millennium. It emerges from the crucible with a bold new look and feel that only hints at the scintillating character lying within.

Make no mistake, this fabled four-door remains the undisputed leader of the Benz Pack. But, still smarting from criticism that its predecessor was just too much of a good thing, Mercedes' designers took a markedly different approach in developing the new S-Class. It deftly blends a cornucopia of comfort and convenience touches with a mind-boggling array of practical high-technology in a package that-wonder of wonders-is slightly smaller on the outside, slightly larger on the inside, and powered by a family of incredibly clean yet remarkably fuel-efficient engines. Although U.S. pricing is still up in the air, M-B chief J-;rgen Hubbert also vowed that it would directly reflect the firm's current high-value approach to marketing-and take dead aim at the likes of the BMW 7 Series and Jaguar XJ sedans.

Innovative AIRmatic suspension system pairs computer-controlled pneumatic spring units with adaptive dampers to ensure optimum ride and handling under all driving conditions. It automatically lowers ride height by 15 millimeters at freeway speeds to further tidy up the S-Class' already excellent aerodynamics. Smooth and powerful, with torque to burn, Mercedes? new 5.0-liter SOHC V-8 cranks out 302 horses and 339 pound-feet of twist-enough to carry this big Benz 0-60 mph in just over 6 seconds.

Our first encounter with this new-age "wundercar" occurred on the Continent, where we drove several European-spec vehicles in Germany and Switzerland. Save for specific trimout, they were near mechanical clones of the products we'll see here. Even without empirical test numbers, both the S430-and our favorite, the S500-made relentlessly positive first impressions.

Visually, the new S-Class comes across as a good deal more compact than its vital stats indicate. Even in long-wheelbase form-the only variant that'll be sold in America-the car's crisply rendered sheetmetal, with lower beltline and shortish overhangs, helps diminish the sense of massiveness without negatively impacting its physical presence. Dimensionally, the wheel-center-to-wheel-center span on "stretch" models drops from 123.6 to 121.5 inches, overall length from 205.2 to 203.1 inches, width from 74.3 to 73.0 inches, and height from 58.5 to 56.9 inches. However, these modest yet meaningful reductions in scale are enhanced by a seriously streamlined profile that imparts a decidedly coupe-like character to the new S-Class. Fastidious attention to aerodynamic detailing also pays tangible dividends in the form of a 0.27 coefficient of drag, lowest of any current production car.

Internally, the new S-Class continues the less-is-more theme. Using advanced computer design techniques and loads more mass-minimizing aluminum, magnesium, and high-strength/low-alloy steel, the engineering team managed to slice nearly 500 pounds out of the car's curb weight-a U.S.-spec S500 will tumble from 4700 pounds to around 4200.