2017 mercedes benz s550 4matic

Hello,
I am looking to buyout my lease and looking at various options. What I am curious is that to buyout my lease, the Mercedes Benz Auto dealership in Walnut Creek has the following items.
9.5% Sales Tax (When I google this is supposed to be 7.5%?)
Doc Fee: $85
Official Fees: $627
Are these fees normal? These all add up to quite a bit. My Lease buyout price should be fixed so they definitely cannot play around with that number correct? But paying the 9.5% sales tax+ all those fees seem quite a bit as the buyout price is around $44,000. With all those fees, it ends up at $49,000. Do these fees apply when I buy a regular used car as well?
I want to make sure I am paying a fair price and not some additional charges!

Hi Guys, I just bought a 2018 CLA250 with only 30k miles on it....I was wondering if it supports the Mercedes Me app? Can anyone tell me about it and some cool hidden features of the car?

My sister hit a pole when making a left hand turn in my Metris cargo van.
I am trying to make an informed decision.
Turns out the Statefarm claim department “cannot” tell me if my premium will go up if I file the claim to repaireplace the door on my Mercedes Benz Metris cargo van. He said “it could” -but you can’t find out by how much until after the claim is filed and the work is done.
To make an informed decision I need to know two things:
1) What happens to my future premiums if I pay the deductible and file a claim with Statefarm.
2) I need to know how much it costs to repaireplace the door
Frustrated Statefarm policy holder.

The Aston Martin AMR1 was a Group C formula racing car developed in 1989 for car manufacturer Aston Martin. It participated in the 1989 World Sports Prototype Championship and 1989 24 Hours of Le Mans.
Aston Martin AMR1 Aston Martin racer - 1000kms race - Brands Hatch - 1989 (6976660710).jpg Aston Martin AMR1 at 1989 1000 km Brands Hatch Category Group C sports prototype Constructor Aston Martin Proteus Technologies Designer(s) Max Bostrom Ray Mallock Technical specifications Chassis Carbon-kevlar monocoque Suspension (front) Independent, double wishboned with anti-roll bar Suspension (rear) Independent, double wishboned with anti-roll bar Length 4,780 mm (188.2 in) Width 1,990 mm (78.3 in) Height 1,020 mm (40.2 in) Wheelbase 2,900 mm (114.2 in) Engine Aston Martin (Callaway) RDP87 5,998 cc/6,300 cc alloy V8, Zytec ECU naturally aspirated, mid-longitudinally mounted Transmission 5-speed Manual Weight 902 to 988 kg (1,988 to 2,178 lb) Tyres Goodyear Eagle
Following Aston Martin's racing efforts as an engine supplier for Nimrod Racing and EMKA Racing in the early 1980s, it was decided that Aston Martin would develop their own car for the World Sports Prototype Championship. Thus in late 1987, a partnership between Peter Livanos, Victor Gauntlett, Richard Williams and Ray Mallock - through his shareholding in Scottish racing firm Ecurie Ecosse would be formed, creating a new company known as Proteus Technology Ltd. (Protech). The team would develop and run the AMR1 project, competing for the first time during the 1989 season.
Richard Williams was named as the organisations managing director and team manager. Ray Mallock was engineering director, with him, Max Boxstrom would be the lead designer and Reeves Callaway, of Callaway Cars Incorporated, would build the engine. The chassis and bodywork designed by Boxstrom would be built by British firm Courtaulds. For the engine, Callaway would use 5.3 L V8 units from the newly launched Virage, ending up with a 700 hp (522 kW) 6.0 L engine known as the RDP87. The engine was fitted with a 100 litre fuel cell with a 6.5 litre reserve for extra range. With this combination, a total of four AMR1 chassis would be finished in early 1989.[1]
With AMR1/01 completed, testing began in preparation for the first race at Suzuka Circuit in Japan. Unfortunately, AMR1/01 was involved in an accident during testing at Donington Park and was damaged beyond repair. Thus Aston Martin was forced to skip the first round, incurring a $250,000 fine by FIA's newly amended rule which required C1 cars to enter all round of the season and instead premiered chassis AMR1/01 at Dijon-Prenois, where it finished a disappointing 17th.
Although not part of the World Sports Prototype Championship in 1989, Aston Martin next turned to the 24 Hours of Le Mans. Two cars were entered, chassis #01 and #03. The cars unfortunately were underpowered in comparison to their competitors, qualifying 32nd and 40th in a field of 56 cars. During the race itself, the cars were able to run in the mid-pack before AMR1/03 suffered electrical problems and was forced to retire during the first half of the race. AMR1/01 was able to continue on, was able to finish in 11th place overall.
Due to a lack of time between Le Mans and the 3rd round of the World Sports Prototype Championship, Aston Martin decided to skip it, returning instead at Brands Hatch where AMR1/04 took home an exciting 4th-place finish in front of the British crowd, then following it up with an 8th-place finish at the Nürburgring.
For the 6th round of the year, the World Sports Prototype Championship again returned to British soil. Aston Martin therefore decided to run two AMR1s at Donington Park, debuting newly built chassis #05. The two cars were able to finish 6th and 7th. Both cars raced again at Circuit de Spa-Francorchamps where Aston Martin suffered their only other failure to finish in the season, chassis #04 having suffered engine failure. However, chassis #05, which had now been upgraded with an even more powerful 720 hp, Version II 6.3 L V8, was able to finish a respectable 7th. For the final round in Mexico, Aston Martin decided to take only chassis #05, where they finished 8th.
Ending the season, Aston Martin had finished 6th in the Teams Championship, behind the factory Mercedes-Benz, Porsche, Jaguar, and Nissan teams, although they were able to defeat the Toyota team.

The Sauber C9 (later named the Sauber Mercedes C9 or Mercedes-Benz C9) is a Group C prototype race car introduced in 1987 as a continuation of the partnership between Sauber as a constructor and Mercedes-Benz as an engine builder for the World Sportscar Championship. The C9 replaced the Sauber C8
The C9 was a development of Sauber's previous C8 design, retaining a monocoque that largely consisted of aluminium, although considerably stiffer and with numerous other improvements. The rear suspension changed from vertically positioned spring/damper units arranged over the top of the gearbox to a horizontal layout aligned with the longitudinal axis of the car. Aerodynamic changes included the repositioning of the combination of oil/water radiator to the nose of the car, which allowed the use of a modified splitter plate. Commensurate with the repositioning of the radiators, the large NACA ducts were removed from the top of the door sills. The rear deck had been considerably re-profiled and the rear wing was now mounted solely on a central support. Aerodynamically, the car had two configurations: one for sprint circuits and a low drag version for the 5.8 kilometre Mulsanne Straight at Le Mans. In its sprint configuration, it produced 2,222.1 kg (4,899 lb) of downforce at 320 km/h (200 mph) while generating 555.7 kg (1,225 lb) of drag. The sprint circuit configuration had a L/D ratio of 4:1 while the low drag version was around 3:1.[1] The early engines were again prepared by Swiss engine specialist, Heini Mader, though this is now known to have been a cover for Mercedes back door involvement with the project later on. It had been progressively lightened with the use of a new crankshaft, higher efficiency KKK turbochargers and a liner-less block. It was a semi-stressed part of the chassis and ran a dry sump. There were no special qualifying engines and on 2.2 bar of boost it was said to be rated at "almost 800 hp (811 PS; 597 kW)". Maximum race boost was 1.9 bar. Maximum RPM was 7,000 but drivers generally kept to 6,500 during races. The torque curve was almost uniform between 3,000 and 6,000 rpm, giving the engine plenty of flexibility.[2] The engine retained a cross plane crankshaft and the firing order was 1-5-4-8-6-3-7-2. Later M119HL engines were sourced from the Mercedes engine facility at Untertürkheim, supervised by Hermann Hiereth.[3] The addition of 16 valve heads in 1989 took power up by about 20 hp (20 PS; 15 kW) to around 720 hp (730 PS; 537 kW) at 1.6 bar and 7,000 RPM. The increase in fuel efficiency meant absolute power could also be taken from just under 800 hp with 2.2 bar of boost to about 820 hp (831 PS; 611 kW).[4]
For its debut season in 1987, the cars were run by Kouros Racing, named after the fragrance brand of its parent company, Yves Saint Laurent, although backed by Mercedes-Benz in a semi-official capacity. The deal was to last five races.[5] The team managed a mere twelfth in the teams standings, scoring points in only a single round. For 1988, the sponsorship deal with Kouros was not renewed and the team was renamed Sauber Mercedes. This coincided with a change of senior management at Mercedes and the announcement in January by new deputy chairman Prof. Dr Werner Niefer that the company would support Group C sportscars.[6] As a result, Mercedes was sponsored by AEG-Olympia – AEG being owned by Daimler-Benz at the time, effectively giving the team full factory support. The team's management was bolstered by former BMW M team manager Jochen Neerpasch and Swiss former driver Max Welti.[7] They managed to finish second in the championship behind the Jaguar XJR-9 with five wins for the season. Unfortunately at the 24 Hours of Le Mans, the team suffered an embarrassing setback when they were forced to withdraw due to concern over their Michelin tyres after Klaus Niedzwiedz suffered a blow out at high speed.
Finally, in 1989, the car was able to achieve great success. Besides replacing the black colour scheme with Mercedes' traditional plain silver scheme and reducing AEG to the role of minor sponsor, the older M117 5.0 L turbocharged V8 engine was upgraded to the M119, which replaced steel heads with new four-valve aluminium heads. The engine had a Group C capacity equivalence of 8.454 litres. The C9 was able to win all but one race in the 1989 season, including the 24 Hours of Le Mans. During qualifying, the Baldi/Acheson/Brancatelli C9 recorded a speed of 400 km/h (248 mph) on the Mulsanne Straight.[8] In spite of this, it was the car of SchlesseJabouille/Cudini which occupied pole position on race day. The Sauber C9s would go on to finish first, second and fifth in the race. Mercedes driver Jean-Louis Schlesser would end up taking the driver's championship that season.
The C9 would be replaced by the Mercedes-Benz C11 from the second race onwards of the 1990 season, when it took one final win in the first race
ategory Group C Prototype Constructor Sauber Motorsport Designer(s) Peter Sauber Heini Mader Leo Ress Predecessor Sauber C8 Successor Mercedes-Benz C11 Technical specifications Chassis Light alloy monocoque Suspension (front) Double wishbones, coil springs over shock absorbers, torsion bar stabilizer Suspension (rear) Double wishbones, push-rod operated coil springs over shock absorbers, torsion bar stabilizer Length 4,800 mm (189.0 in) Width 2,000 mm (78.7 in) Height 1,070 mm (42.1 in) Axle track 1,600 mm (63.0 in) Wheelbase 2,770 mm (109.1 in) Engine Mercedes-Benz M119HL 4,973 cc (5.0 L; 303.5 cu in) 90° V8 Twin KKK Turbos Mid, longitudinally mounted Torque 578.6 lb⋅ft (784 N⋅m) Transmission 5-speed Hewland Manual Power producing 720 to 820hp (545 to 611kW) at 7,000 rpm Weight 905 kg (1,995.2 lb) Fuel Bosch Motronic MP 2.7 Fuel Injection Tyres Michelin