Acquiring a used performance car often comes with a story, and my Mercedes E55 was no exception. As documented in a previous film, the immediate need for a transmission replacement was evident right after purchase. Fortunately, Wincos in San Francisco, a repair shop I highly recommend, provided a 90-day guarantee on the used transmission they installed. When I inquired about the mileage of the replacement part, the humorous reaction I received solidified my plan to thoroughly test the guarantee. This involved back-to-back week-long trips to Los Angeles and Monterey, including Pebble Beach, punctuated by daily school runs. Now, with 2532 miles clocked, I can confidently say I’m becoming intimately familiar with this car.
My initial description of the E55 as a “Wagnerian motor” holds even truer after experiencing a late-night drive with the sunroof open, listening to music. While it may not possess the aristocratic pedigree of an Earl Howe’s Pebble Beach winner or the Bond villain mystique of Hugo Drax’s SSK, this Mercedes E55 carries a similar gravitas, coupled with the raw power synonymous with legendary Mercedes models like the W25.
The initial impression of a limousine blended with a hotrod engine has only deepened. It’s not that the E55 is incapable in corners, but both car and driver instinctively await the opportunity to unleash the potent engine lurking beneath the hood. The transmission, while featuring a somewhat counter-intuitive left/right motion for manual shifting, often becomes secondary. The sheer torque available means a simple press of the throttle frequently negates the need for downshifts. The car gathers momentum with remarkable ease and speed. However, the transmission’s reluctance to provide significant engine braking can lead to a heavier reliance on the brakes.
For a system of its age, the Traction Control System (TCS) is surprisingly well-calibrated. It permits a degree of spirited driving, providing ample warning through a prominent flashing dashboard light before any significant slippage occurs. Unless executing tight turns on slick surfaces, the TCS intervention is far less intrusive and momentum-killing than systems I’ve experienced in other performance vehicles. Experimentation in a deserted dirt parking lot with the TCS disabled revealed a chassis that is predictably balanced, offering easily manageable and enjoyable breakaway characteristics. The E55’s propensity for burnouts is also readily apparent – it’s easy to see why even professional drivers like Lewis Hamilton have found themselves in trouble for similar displays.
The E55’s limousine-like qualities are undeniably alluring. It excels as a long-distance cruiser on the freeway, equally at home carving through the curves of Highway 101 or navigating stop-and-go traffic on the 405. This inherent comfort significantly reduces driver fatigue on extended journeys. After driving from San Francisco to Los Angeles, I felt noticeably fresher compared to similar trips in other vehicles. The rear passenger space is generous, offering considerably more room than not just a BMW 3 Series, but even a 5 Series. A German enthusiast I met during Pebble Beach week confirmed this, mentioning that within Germany, the W210 Mercedes was known for its larger size, albeit at the expense of the E39 5 Series’ renowned driving dynamics.
Despite fitting new steering tie rods and performing a wheel alignment, the E55 still doesn’t track perfectly straight. The unsettling “clonk” sound persists when traversing kerbs, suggesting a potential issue with the suspension or shock bushings. The real challenge isn’t necessarily the cost of these repairs, but the time and inconvenience involved, which often deters owners from maintaining older, more demanding cars like this. The previous owner’s sentiment rings true: “It’s reached a point where it needs more time and money than I am ready to give it.”
While the rear headliner hasn’t deteriorated further, driving with the window down has exacerbated its looseness between the A and B pillars on the passenger side.
Remembering my previous concerns about headlight performance, the accumulated miles have confirmed their inadequacy, particularly the low beams. Researching replacements has revealed these are early xenon headlights, apparently an option on the E430 models and standard on the E55. These were quickly superseded by projector beam units, and most W210s came equipped with halogen lights. Unfortunately, these headlight types are not interchangeable. Winco’s quoted price of “a thousand dollars for lights” was met with a chuckle. He suggested splitting the lenses and fitting new ones, but cautioned about potential leaks afterward. For now, I’ll attempt a polishing treatment on the existing lenses as a temporary solution.
During a spirited driving session where autobahn-like speeds were reached, plumes of blue smoke emerged, causing some momentary anxiety. The immediate thought was finding the best place to park a car potentially facing catastrophic engine failure. My pessimistic side suggested a Travelodge parking lot, while optimism pointed towards a gas station, and my stomach voted for Burger King.
After a reassuring meal, I braved the 103-degree heat once more. Checking the radiator water and oil levels revealed no issues – in fact, the oil level remained consistent with previous checks. Cautiously resuming the journey, no further alarming signs appeared until an under-hood inspection upon arrival in Los Angeles revealed a minor oil leak at the front of one of the heads. While clearly predating my ownership, fresh oil residue was also present on the block.
Approximately 1200 miles later, during Pebble Beach week, while ascending Laureles Grade, a “Check Oil” warning message flashed intermittently. Despite the warning, subsequent oil level checks continued to show a normal reading on the dipstick. However, the warning persists, cycling on and off during each drive. Online forums suggest a likely culprit is a faulty oil level sensor, but its replacement necessitates removing the oil pan – a more involved repair than hoped.
The temperature gauge also exhibits a wide fluctuation, cycling between 80 and 100 degrees Celsius, which seems like a significant range. Replacing the temperature sensor on another car resolved a similar issue, prompting consideration of the same fix for the E55. Further forum research is definitely warranted.
Finally, the discovery of rust along the sunroof lip adds another item to the growing list of minor issues.
These accumulated minor issues collectively illustrate why many Mercedes E55s in this condition are often dismantled for parts. Despite these imperfections, my overwhelming impression of this E55 remains its exceptional livability and, consequently, its remarkable likeability. While the interior materials might initially appear understated, after 2500 miles and 132,000 on the odometer, the cabin still exudes a premium feel, especially when compared to stepping back into a more modern but less substantial car.
The E55’s blend of comfort, ease of use in diverse driving scenarios, and that formidable engine make enduring the inevitable wave of minor repairs seem worthwhile. At least, I sincerely hope so.
