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Mercedes-Benz G400 CDI 2001

2009-03-02T07:22:00.001-08:00

For G-class stars, see Stellar classification.

The Mercedes-Benz G-Class or G-Wagen, short for Geländewagen (or cross-country vehicle), is a four-wheel drive vehicle / sport utility vehicle (SUV) produced by German automaker Mercedes-Benz. It was borne by proposals for a military vehicle in the early 1970s by the Shah Mohammad Reza Pahlavi of Iran, a major Daimler-Benz shareholder. Developed in co-operation with the Austrian car manufacturer Steyr-Daimler-Puch,[1] production of the G-Class began in 1979 with the 460 Series models.[2] The G-Class has been sold under the Puch name in certain markets, and the Peugeot P4 is a variant made under license, with a Peugeot engine and other equipment.

Mercedes-Benz secured military contracts for the vehicle in the late 1970s and offered a civilian version to the public in 1979. Designed to be a durable, reliable, and rugged off-roader, the G-wagen utilizes three fully locking differentials (one of the few vehicles sold in the U.S. to have such, along with the Jeep Wrangler Rubicon, Toyota 80-series Land Cruiser, Pinzgauer High Mobility All-Terrain Vehicle, and Mercedes-Benz Unimog). Among the engines offered in the G-Class for the 2004 model year is a 5.5-litre V8.

Marking its 25th anniversary, the 2005 Mercedes-Benz G55 AMG was relaunched as the G55 Kompressor or G55K and received a boost in power, thanks to a 5.5-liter, supercharged V8 developing 469hp (350kW) and 516lb·ft (700N·m). of torque.
History

The G-Wagen was first offered for sale in 1979 and redesigned in 1990/1991. A new version was expected for 2007, but the new GL-Class will not replace the G-Wagen and it will continue to be hand-built in Graz, Austria at an annual production rate of 4,000 to 6,000 units.
W460

The original W460 G-Wagen went on sale for civilian buyers in the model year 1979. It was offered with two wheelbases, a short wheel base (SWB) of 2400 mm and a long one (LWB) of 2850 mm. One could choose between three body styles: A 2-door SWB convertible, a 2-door SWB wagon and a LWB 4-door wagon. The two wagons were also available as windowless 2-door Van (or 'Kastenwagen' in German). During the G-wagens impressive life span many a different body style was made for army and public-service clients, like the Popemobile, the pickup or the chassis/cab with a wheel base of 2850, 3120 or 3400 mm, the chassis/cab being the base vehicle for army-ambulances or communication vehicles. Please note that, because of the sheer variety of military versions, this article is mainly about the somewhat more standardized civilian G-Wagen.

The W460 was popular with military and off-road enthusiasts, with more than 50,000 built in the first decade. The vehicle was not offered in the United States officially, but by means of "casual importation" grey-market in the mid-1980s, importers were successful in selling some G-Wagens (mostly W463s) that had been modified to meet US DOT specifications for around $135,000.
W461

The production of the W460 ended August 1991. It was replaced by the all but identical W461. Initially, engine choices were limited to the four cylinder 230GE petrol- and five cylinder 290GD diesel engine. The W460 'cabrio' version was skipped. From 1997 the W461 sported a slightly updated interior with better seats, changed door panels and an updated dash. From this time, the W461 was only available as 290GD Turbo Diesel with 4-speed automatic transmission. The petrol engine was dropped. Disc brakes all around became standard and the bell-housing of the front axle was changed to accommodate larger reduction-gears. The exterior and other mechanics changed little, not even the model badge which kept indicating 290GD.

The main technical difference between the W460/461 and W463 model, apart from the choice of engines, gearboxes and heavy-duty suspension, is the layout of the drive train. Whilst the W463 offers full-time 4WD, the W460/461 is basically rear wheel drive with manually selectable 4WD. This means that these models do not have a centre differential, thus no centre diff-lock. Only front and rear locking differentials are needed to obtain a fully locked drive train. The front lockers were not fitted as standard, but as a factory-fitted option. The difflocks are manually operated using hydraulic levers next to the transfer case selector handle. Other differences between W460/461 and W463 models are mainly cosmetic. From the front, the W460/461 can be easily recognized by its grille and headlight covers which differ slightly from the W463 and are always black (on a factory standard car), even if the rest of the bodywork is not. If fitted, wheel arch extenders are made of unfinished plastic, thus also black. Furthermore are the rear view mirrors mounted on the front doors instead of being mounted at the base of the A-pillar. The model badge is integrated in the base of the mirror. Finally, from behind, the biggest differences are the fuel cap, which is not covered on the W460/461, and the arrangement of the taillights and bumpers. The last and most notable difference can be found inside the car. Where the W463 is very luxurious (wood/leather/electrics etc.), the simpler model is quite basic, with a dash and trim that closely resembles the original vehicles from the late 70's. Apart from the choice of rugged materials, some luxuries like automatic transmission (standard on the 290GD TD), power steering (standard on W461), ABS, drivers airbag, central locking, engine pre-heater, air conditioning (rare), heated seats and electric windows were available for the W460/461. Since 2001 the W461 is no longer available for civilian customers. With its demise the very last Mercedes-Benz sporting the old naming-scheme vanished. The 290GD TD was never rebadged as G290 TD.

W463
Main article: Mercedes-Benz W463

The chassis was revised for 1990 as the W463 with anti-lock brakes, full-time 4WD and a full trio of electronically-locking differentials. The interior was totally upgraded, finished with wooden accents and optional leather upholstery.

The range was refreshed again in 1997, including the introduction of a power-topped convertible and two new engines, the 2.9L Turbo Diesel and the V6-powered (M112 motor) G320 - previous years' G320s were outfitted with the M104 I6. The V8 G-wagen returned with a new engine in 1998 as the G500, with official sales beginning in the United States in 2002 at $75,000. The 349hp (260kW) G55 AMG cemented the vehicle in the American market with many snapped up by celebrities. The most powerful V8, the 476hp (355kW) (later 500hp (370kW)) G55 AMG Kompressor, introduced in 2004 as model year 2005, is able to hit 60mph (100km/h) in just 5.4 seconds. In 2005 M-B was considering that it would be the LAST YEAR they would import the Geländewagen into the USA market. They even launched a "Grand Edition" (something they like to do to sell off the last of a particular model). One reason it was supposedly continued in the US market was because of a order placed for some 160+ diesel units for the US Marine Corp (H1 HumVees don't fit well in the V-22 Opsrey). t2005 was the FIRST YEAR the G55 AMG model boasted 469 HORSEPOWER, a 120 HP increase over the '03 and '04 AMG models.

The new G500 has a 382 horsepower 5.0 liter V8 engine, while the G55 AMG has a 476 horsepower 5.5 liter V8 engine. The G500 gets from 0 to 60mph in 6.0 seconds, while the G55 AMG takes a mere 4.8 seconds.

The W463 client had a larger choice of engines, the preliminary apex being the V8-powered 500GE in 1993. This catered more of a luxury than off-road crowd with only center and rear differential locks and an even more luxurious cabin. The 500GE was produced in limited numbers for just two years. All W463 G-Wagens began using Mercedes-Benz's new letter-first naming scheme in 1994.

Various automobile tuners such as AMG, BRABUS, LORINSER, Carlsson (car company) and RENNtech have modified the engine and exterior with a 3.6 liter engine.

It was rumored that, with military contracts for the G-Class completed, production of the old G-wagen in Graz, Austria would cease as of 2006. However, reports state that production of the current G-wagen will continue for the foreseeable future, alongside its once-intended replacement, the GL-Class (X164). An outcry among enthusiasts who admired the G-Class for its tremendous off-road potential showed that a market still existed for such a vehicle. Mercedes-Benz elected to continue G-Class production for the hardcore off-road market, while the larger 3-row GL-Class would be marketed as a competitor for the likes of the Cadillac Escalade and Lincoln Navigator.

As of July 2006, Mercedes-Benz announced a late-availability 2006 model year G-Class on its website.[3] The company also showed a facelifted 2007 model at the Paris Auto Show in September 2006[4] and increased the power of the G 55 AMG version from 476 to 500hp (370kW). Currently the 2009 G 500 and G 55 AMG is offered for sale at the 30-year Anniversary of the G Class. Both models with cosmetic upgrades most noticeable with the new grill, rims, etc. Mercedes-Benz has announced that the G-Class will continue to be manufactured through 2012 due to continued good worldwide demand including for military purposes.
Military operators
Argentina The Argentine Army uses the MB-230G (short and long chassis) since the 1980s, in different roles; some 900 remain in service. [5] Australia In 2007, Mercedes-Benz won a contract to provide 1,100 G-Class vehicles to the Australian Defence Force.[6] Austria The Austrian Army has been a long time user of various Puch G models. Bulgaria The Bulgarian Army has signed a deal with Mercedes-Benz for the supply of various G models (mostly armed) as part of its on-going modernization plan. Canada A total of 1,159 vehicles have been ordered by the Canadian Army beginning in late 2003.[7] An armoured kit can be fitted (or removed) in 8 hours by three soldiers. Their light armour has been criticised for leading to loss of life in Afghanistan, however it is considerably better than the Iltis predecessor.[8] Delivery of these vehicles to Reserve units has also begun; they will be employed in armoured reconnaissance units. It is in the final stages of fully replacing the Iltis in most units as the armoured reconnaissance vehicle in use LFCA. Other units will replace the Iltis with a militarized Chevrolet Silverado known as the MILCOTS (or colloquially as the "Milverado".) :For the most exposed missions in Afghanistan 75 RG-31 Nyala built by BAE Land Systems OMC, South Africa, will be used.[9] Croatia Croatia bought 300-320 vehicles for needs of Croatian army and for peacekeeping operations missions in Afghanistan additional 30 RG-31 vehicles were delivered. Croatia uses mix of 4x4 vehicles in peacekeepings operations and Mercedes G class is very popular choice within the Croatian Army. G class are supplemented by Land Rover Wolf and Iveco LRV vehicles. Denmark The Danish military bought the 240 GD (/24, /28 and /34 variants) to supersede the M151A1, the Volkswagen 181 ("Jagdwagen") and the Land Rover 88[10]. First deliveries of the 240 GD were in 1985 and later the 290 GD (/24 and /28 variants) where also introduced. More than 1.300 have been put in service. A few 300 GE's have also been used - mainly by the Danish army EOD-services[11]. Currently the Danes are taking delivery of over 2.000 270CDIs in several variants, starting in 2003[12]. Estonia The Estonian Defence Forces have a small number of various G-Class vehicles, which were recently purchased to replace the outdated UAZ and Volkswagen Iltis jeeps. Finland The Finnish Army uses the Geländewagen mostly as armored vehicles and ambulances, but other versions are also in service. France The French Army have the Peugeot P4 which is a derivative from the G-Class equipped with Peugeot engine and equipment. Germany The German Armed Forces uses the G-Class under the name "Wolf". Over 12,000 vehicles have been delivered in over 50 versions, ranging from ambulance vehicles to armored vehicles used by the German special forces. Greece The Greek Army as well as Air Force, Navy and Police use several versions of the Geländewagen, manufactured by ELBO the Hellenic Vehicles Industry as W462. Hungary The Hungarian Ground Forces are using a small number of G-270 CDI BA 10, which is mounted with UMF light-machine gun platform.More will be purchased between 2010–2013. Ireland The Irish Army Have 60 G-Wagon troop transport vehicles. Luxembourg The Military of Luxembourg uses the 300D variant of the Geländewagen. Malaysia locally build by DRB HICOM as G-Wagon and used along with Land Rover Defender as light transport of Malaysian Army. Mexico The Mexican naval defense secretary (SEMAR) announced in 2008, A contract to purchase large numbers of Mercedes-Benz military vehicles including an up-armored variant of the G-Class "Serval" scout vehicle for the Mexican Marine corps. Netherlands The Dutch Army uses various versions of the Mercedes-Benz G-Class, mostly W461 290GD and 290GD TD models with manual gearbox. Also the Dutch police and Koninklijke Marechaussee are using the G. Most of these are armored W463 models. Norway The Norwegian Army bought 240 GD to replace Volvo and Land Rover jeeps in the mid-1980s, and 300 GD to use as ambulances. The 300GD is also used to transport the launch control station and optical sensors for the NASAMS Air-defense system. During the 90's 290 GD's where bought, and in the first half of the 00's a small number of armoured 270 CDI's were put into service. Today the Defence Forces operates a total of 3000 vehicles. The escort company of the Norwegian Royal Guard employs a black G500 AMG with police lights on the roof. Poland 121 in service with Polish Army. Serbia The Military of Serbia is using Austrian-made Puch 300GD, most of them, 204 in 300GD 6 and 300GD 3 versions bought by Yugoslav Peoples Army in 1984 as replace for FIAT-1107JD and other older vehicles. There are is also a number (some 100-150) of younger vehicles bought by Yugoslav Army in 1998. The most of Puchs are used by Military Police as patrol vehicles and as utility vehicle for transport of military personal, but also by Special Forces. Military of Serbia is use Puchs in 300GD33, 300GD6 and 300GD10 variants, for transport of VIP persons in 300GD3-LUX and 300GD6-LUX and Special Forces Brigade is use modified version designed for access to combat zone. The Serbian Ministry of Internal Affairs and Serbian Police also use a number of Puch 300GD and Mercedes-Benz G-Class vehicles as cross country patrol vehicle. Some are also used by Firefighter units and Gendarmerie (Žandarmerija) units which patrol the "Ground Safety Zone" on administrative line with Kosovo and Metohija. Singapore The Singapore Army bought the 270 and 290 versions as secondary military transport. It is used in soft-top truck configuration and is known as a 1.5-tonner or simply "MB" to its users. And also some were used also for patrolling in a jeep form. The Army also deploys the extremely short-wheelbase, soft-top version for its Colonels, Battalion COs, Brigade and Division Commanders as personal field transports. Slovenia Military of Slovenia uses mainly for transport. Switzerland The Swiss Army uses the 230 with soft top as the primary general purpose carrier, and a hardtop version as mobile radio access point. It is in service since 1985 and gradually replaced Willys Jeeps, Haflinger light transports and Pinzgauer medium transports in the liaison and transport role. All versions in Swiss Army use are unarmed. United States The USMC Interim Fast Attack Vehicle (IFAV) is a modified version of the Mercedes-Benz Geländewagen 290. It replaces the modified M-151A2 1/4 ton truck (MUTT jeep) used by the Marines as an FAV in the 1990s.

Mercedes-Benz G270 2004

2009-03-02T07:16:00.001-08:00

oronto, Ontario - Mercedes-Benz Canada has been chosen to supply approximately 800 Light Utility vehicles to the Canadian military to replace the Iltis in operationally tasked Field Force units and training establishments. The G270 CDI Light Utility Vehicle Wheeled (LUVW) G-Wagon, also known as the Gelaendewagen, which means cross country vehicle in German, is manufactured by DaimlerChrysler at the Magna Steyr plant in Graz, Austria.

Click image to enlarge

The G-Wagon was developed for military applications and has been continuously updated with new technology. A truly rugged off-road vehicle, it can carry up to four soldiers, their military kits, weapons and other military and radio equipment. Powered by the latest common rail diesel technology, the 5 cylinder inline turbocharged intercooled G270 CDI engine meets the Department of National Defence (DND)'s fuel efficiency and exhaust emission requirements.

While the majority of vehicles will be used in support and administrative roles, the G-wagon is specifically designed to accommodate an armoured protection system (APS) which can be installed in a matter of hours. Although all vehicles are fitted to accept the APS kit, a minimum of 150 kits will be purchased for use, as required, on deployed operations and missions throughout the world.

The permanent 4x4 all-wheel drive G-wagon's GVW is 4.8 tons and will be configured in three variants: Basic Vehicle, Command and Reconnaissance and Military Police. Both on and off road, it will be used for transport of personnel, for towing trailers or carrying loads up to 750 kg. The vehicle has a 40 degree approach angle, a gradeability of 60%, a 25�tilt angle and three lockable differentials which allows it to perform in the most demanding conditions.

Over 60,000 military G-wagons have been sold to NATO allies and armies around the world. Built to withstand extreme stress in the field, the G-wagon's resilience has been proven time and again in the most extreme conditions.

The first 60 vehicles were deployed in Kabul, Afghanistan at the beginning of March, and an additional 40 vehicles will be delivered to DND by the end of the month.

President and CEO of Mercedes-Benz Canada, Marcus Breitschwerdt, commented, "Mercedes-Benz Canada is very pleased to be the chosen supplier for this important Canadian Land Force project. The due diligence process was extremely stringent and we are particularly proud that our vehicles met all the rigorous requirements. " He added, "Many are familiar with the G500 street version of the G-wagon, which was introduced in Canada in 2001 as a luxury SUV. What most don't know is that the G-wagon was originally designed for military purposes and was subsequently - and very successfully - adapted for civilian use."

Mercedes-Benz G55 AMG Kompressor 2004

2009-03-02T07:11:00.000-08:00

DaimlerChrysler offers a series of sport utility vehicles to the public under the Mercedes-Benz brand as G-Class. Commonly referred to as the G-Wagen, short for Geländewagen (or Cross-Country Vehicle), Mercedes secured military contracts for the vehicle in the late 1970s and offered a civilian version to the public in 1979. Never an entirely Mercedes product, the G-Wagen was a joint Steyr-Daimler-Puch development and are assembled by Magna Steyr in Graz, Austria. Mercedes' part was to provide the drivetrain as well as interior design on civilian vehicles, and Steyr retained distribution rights in certain regions under the Puch name. Among the engines offered in the G-Class for the 2004 model year is a 5.5-litre V8. Major models include the G500, and G55 AMG. Marking its 25th anniversary, the 2005 Mercedes-Benz G55 AMG was relaunched as the G55 Kompressor or G55K and received a boost in power, thanks to a 5.5-liter, supercharged V8 developing 469 horsepower and 516 lb.-ft. of torque.

The chassis was revised for 1990 as the W463 with anti-lock brakes and a full trio of electronically-locking differentials. The V8-powered 500GE was new for 1993, catering to more of a luxury than off-road crowd with only center and rear differential locks and a luxurious cabin of leather and wood. This luxury-Wagen lasted just two years, however. All G-Wagens began using Mercedes-Benz's new letter-first naming scheme in 1994.

The range was refreshed again in 1997, including the introduction of a power-topped convertible and two new engines, the turbo 2.9 L Diesel and the V6-powered (M112 motor) G320 - previous years' G320s were outfitted with the M104 I6. The luxury G-wagen returned for 1998 as the G500, with official sales beginning in the United States in 2002 at $75,000. The 349 hp (260 kW) G55 AMG cemented the vehicle in the American market, however, with many snapped up by celebrities. A 476 hp (355 kW) G55, introduced in 2004, could hit 60 mph in just 5.5 seconds.

Mercedes-Benz G55 AMG 1999

2009-03-02T07:05:00.000-08:00

The 1999 Mercedes Benz G 55 AMG is a revised version of the 1990 release, now featuring ABS, AWD and electronically-controlled differentials. In addition, the upgraded car provides a refreshed interior, with high-quality materials such as wood and leather upholstery. The engine is the same 5.4-liter V8 now rated at 354 horsepower plus 387.2 lb-ft of torque with a maximum speed of 130 mph. The 1999 model was kept in production until 2004 when the parent company came out with a restyled vehicle boating more power and featuring restyled exterior.

Mercedes-Benz Fuel Cell 2003

2009-03-02T06:52:00.000-08:00

ANN ARBOR, Michigan - Not long ago, it looked like fuel cells might be headed for the home stretch. Nearly all of the major manufacturers had been developing vehicles that ran on hydrogen fuel cells. No one appeared to have an answer to the question of a fuel-source infrastructure, comparable to the way we get gasoline for conventional cars. But even that obstacle looked like it could, and would, be overcome.

Today, even though a number of cars powered by hydrogen are in operation, and development work continues, the prospect of their reaching anything approaching mainstream status may be further off than we thought. Fuel-cell cars, like battery-powered electric vehicles, are still limited in terms of operating range. So, the need for that hydrogen-station infrastructure is even more stringent. Yet, few detailed, tangible proposals have been put forth to begin setting up any kind of dealer network.

Too bad, because the vehicles themselves are intriguing and compelling. Each time we at Tirekicking Today have slipped behind the wheel of a hydrogen-powered automobile, it's been a rewarding experience. Several years ago, for instance, we had an opportunity to drive Honda's FCX, both around Manhattan in New York and on various terrains in southern California. At the time, Honda was beginning to provide several FCX models to government agencies. Refueling of the experimental FCX cars was taking place at Honda headquarters in Torrance, California, and also at mobile fueling stations.

Most recently, in mid-June of 2006, we were able to take a fuel-cell car developed by DaimlerChrysler out on the road. Based on a Mercedes-Benz A-Class (a compact hatchback wagon sold in Europe, but not in the U.S.), the fuel-cell model looks like a conventional passenger car - except for big "POLICE" lettering on its bodysides. This is an experimental vehicle, after all, and therefore not tuned strictly into customary restrictions.

Except for taking a few extra seconds and running through a several-step routine, compared to a conventional automobile, the start-up process isn't irksome at all. It's easily learned. You simply turn the ignition key in the normal manner, then wait until the indicator rises to 100 percent and the "Max Power" gauge switches from red to green. Don't be surprised by a few knocking sounds, followed by a long whine, soon after the key is turned. Then, step on the accelerator pedal and you're off.

Out on the road, the hydrogen A-Class wagon behaves basically like any vehicle in its class. Because it's a Mercedes, solid construction is evident despite the experimental powertrain attributes. You hear whistles and whines when starting off and slowing down - especially when Regenerative braking is engaged, which is done by moving the gearshift lever to the left until a "G" appears in the dashboard display. Otherwise, once you get rolling, it's simply a smooth and enjoyable experience.

Acceleration isn't bad from a standstill, but leisurely at higher speeds. Everything is utterly smooth and linear. Sound occurs when pushing on the pedal at highway speed, but it's not annoying in any way. There's enough power to pass and merge readily enough - provided prudent care is taken. At highway velocities, it's easy to forget that you're driving anything unusual.

A fillup gives this A-Class wagon about 1.8 kilograms of hydrogen. That's enough to travel about 100 miles.

Overall, this is among the best fuel-cell vehicles that we've expreienced. Actually a 2003 model, it's one of more than 100 fuel-cell vehicles that DaimlerChrysler has developed. This particular A-Class model accounts for 60 of the existing fuel-cell cars. All told, they've traveled some 2 million miles.

Only a single real flaw turns up when driving one of these models. After a few miles behind the wheel, we don't want to give it back. Of course, if we simply drove off into the sunset, there might be a bit of trouble when it ran out of hydrogen in less than a hundred miles.

Will such cars ever make it to real-world roads in significant numbers? No telling at this point, but this Mercedes-Benz model is fun to drive and enticing, as well as sending a possible signal for an alternative-fuel future.

Mercedes-Benz Final Edition 2003

2009-03-02T06:48:00.000-08:00

2003 Mercedes Benz SLK "Final Edition"

What's Special About It?
With the SLK entering its final year before a major redesign, Mercedes decided to offer this special-edition model to spur a few last-minute sales. The exterior features decorative aluminum accent strips on the A-pillars and convertible roof along with unique 16-inch alloy wheels. The interior is spruced up with redesigned seats covered in either black or red napa leather as well as brushed aluminum accents for the center console, shifter and shift gate. Sales begin this month.

Why Should You Care?
Unless you're already a big fan of this Teutonic drop top, there's not much about the Final Edition to get excited about. If you're already in the market for one, however, this spruced-up model might be worth snagging.

Mercedes-Benz F500 2003

2009-03-02T06:41:00.000-08:00

New research vehicle F 500 points the way for the automotive technology of the future
At the 37th Tokyo Motor Show Mercedes-Benz will present its new F 500 research vehicle which provides insights into the automotive technology of tomorrow and beyond. Packaged as a modern four-door fastback saloon, the F 500 Mind mobile research lab showcases more than a dozen ideas for enhancing safety, drive technology and comfort. The raft of innovations extends all the way from the night vision system with infrared laser headlamps to two-way doors and a programmable multivision display in the cockpit. Electronic accelerator and brake pedals, an interior pillar which provides structural rigidity and an ultrasound driver information system are further features being tested by Mercedes-Benz in the F 500 Mind. The DaimlerChrysler researchers will be using this pioneering vehicle to conduct the first practical tests of these innovative systems and pave the way for their commercialization.

A fascinating synthesis born of legend and innovation, the new SLR McLaren high-performance sports car will celebrate its Asian region debut in Tokyo. The modern-day incarnation of the legendary SLR racing sports cars from the Fifties features a supercharged V8 engine developing 460 kW/626 hp which propels the two-seater to 100 km/h in just 3.8 seconds. Like the Formula 1 vehicles, the SLR's body is built from carbon-fiber composites. Further highlights of the Mercedes presentation at this year's Tokyo Motor Show include the new CL 65 AMG, whose 450-kw/612-hp V12 biturbo powerplant produces a maximum torque of 1000 Newton meters, and the new 4MATIC E-Class models in which permanent all-wheel drive interacts with the Electronic Stability Program to provide exceptional active safety and traction.

F 500 research vehicle: a rendezvous with the future
With a body length of 5092 millimeters and a wheelbase of 2965 mm, the F 500 Mind offers a significant gain in legroom in the rear compared with a conventional present-day saloon in this class. This was made possible by using innovative-design electronic accelerator and brake pedals, which take up much less space than their conventional equivalents.

The multivision display in the cockpit of the F 500 Mind forms the centerpiece of an innovative instrumentation and control system which offers the driver more flexible information delivery and at the same time reduces fatigue. The dials and displays in the instrument cluster are programmable and their images can be optically superposed or combined with the aid of a semitransparent mirror. An advanced-design voice-operated control system and an ultrasound-based driver information system take convenience even further. The ultrasound technology targets the sound at the driver so that only he or she can hear the information from the navigation system, the traffic news and other sound-based information sources, while the front passenger and rear passengers remain undisturbed.

In the dark or in poor visibility, the innovative night vision system projects its images onto the right-hand display. The night vision system consists of two infrared laser headlights on the front of the vehicle which 'illuminate' the road with their invisible light over a range of up to 150 meters, and a camera on the windscreen. This allows the driver to spot hazards much earlier than in a vehicle operating on conventional dipped headlamps. Thus, Night Vision offers further opportunities for making night driving safer.

The drive system in the research vehicle is a state-of-the-art diesel hybrid unit with a total power output of 234 kW. In the European driving cycle, it uses up to 20 per cent less fuel than a comparable CDI engine.

SLR McLaren: cutting-edge technology for the Gran Turismo of the 21st century
With the new Mercedes-Benz SLR McLaren, the Stuttgart-based manufacturer and its Formula 1 partner McLaren pay testimony to their many years of experience in developing and producing high-performance sports cars. The two-seater with its distinctive swing-wing doors and styling elements from the Formula 1 Silver Arrow continues the glorious tradition of the legendary SLR racing cars of the 1950s.

The Gran Turismo of the 21st century consists almost entirely of carbon fiber composites (CFK). This light and yet extremely rigid material comes from aerospace technology and has also stood up to the rigors of Formula 1 racing. The high-tech material is around 50% lighter than steel. Yet at the same time, the carbon fibers provide four to five times better energy absorption than steel or aluminum in an impact. Adaptive airbags, newly developed kneebags and sidebags as well as belt tensioners round off the safety features.

Mercedes-Benz has also used new materials technology to manufacture the brake discs. Made of fiber-reinforced ceramic, they provide not only excellent resistance to fading coupled with a very long service life but also excellent deceleration in conjunction with the electrohydraulic braking system Sensotronic Brake Control (SBC™), features that bear strong witness to the Mercedes-Benz SLR McLaren's motor racing credentials.

In the interests of perfect dynamic handling and superior stability under braking, the new Mercedes-Benz SLR McLaren has been designed as a front-mid-engined sports car. Mounted on a sturdy aluminum frame, the high-performance V8 engine is set low to provide a low centre of gravity and enhance the agility of the car.

With a displacement of 5.5 liters, the supercharged engine develops 460 kW/626 hp. Its maximum torque of 780 Newton meters is available over a wide rev band, coming on tap at 3250 rpm and remaining constant up to 5000 rpm. This makes the SLR eight-cylinder version one of the most powerful engines in a series-produced road going sports car. The high-performance sports car takes just 3.8 seconds to get from 0 to 100 km/h, reaches the 200 km/h mark after 10.6 seconds and 300 km/h in 28.8 seconds. The top speed is 334 km/h.

Aerodynamic design with know-how from Formula 1
In conjunction with McLaren, Mercedes-Benz has developed a highly sophisticated aerodynamic design to ensure that the exacting requirements made of such a high-performance car in terms of high-speed handling, stability and air-cooling are fully met. This aerodynamic design provides outstanding roadholding and, in turn, the safety that drivers have come to expect from Mercedes. As a result of extensive wind tunnel testing, the Mercedes-Benz SLR McLaren has a virtually flat underfloor section and features a special six-channel diffusor at the rear. Both are proven design features taken from Formula 1. They help ensure the airflow under the vehicle is virtually undisturbed and also generate downforce at higher speeds.

At the rear, the SLR generates additional downforce with an adaptive spoiler. At speeds of 95 km/h and higher, it automatically rises to a 10-degree angle into the wind and so increases the negative lift force on the rear axle. The spoiler also acts as an air brake: if the driver steps heavily on the brake pedal, the spoiler rises to an angle of 65 degree, not only providing increased aerodynamic drag but also shifting the aerodynamic centre of gravity further back. When braking from high speeds, this lends the SLR outstanding stability.

Mercedes-Benz F300 1997

2009-03-02T06:35:00.000-08:00

The idea behind the F 300 Life Jet, presented at the 1997 Frankfurt Motor Show, was to combine the benefits of a motorbike with those of a car. Being able to lean into corners, to feel the power of the engine, and be closer to the elements: these are the trademark motorbike characteristics of the F 300 Life Jet. Its car-like properties include greater stability thanks to its three wheels, a roof, seat belts and air conditioning. In addition, it requires neither a helmet nor protective clothing.

The most striking feature of this research vehicle was its unique Active Tilt Control, which was developed specially for the F 300 Life Jet and allows it lean into corners. It also featured specially developed tyres that allowed for such a large tilt angle. The chassis of the F 300 Life Jet was made of aluminium and weighed just 89 kilograms. The bodyshell was inspired by aeroplane design, as were the vertically opening front-hinged doors. In fine weather, the two roof sections could be removed and stowed in the boot, turning the F 300 Life Jet into a cabriolet.

The headlamps' electronics were linked to the computer for the Active Tilt Control system and could thus switch on a special cornering light. The idea of headlamps that follow the line of the road can now be found in the Active Light System available on Mercedes-Benz cars such as the E-Class.

The F 300 Life Jet was the first research vehicle to be designed completed by computer. As such, it also served to test a new design tool.
Three wheels, two seats and a jet-design body – these are the visual characteristics of a research vehicle with which DaimlerChrysler surprised the public at the Frankfurt Motor Show in autumn 1997. The F 300 Life-Jet is aimed at a market segment which does not even exist yet, namely the niche between passenger cars and motorcycles. A new species of vehicle could establish itself here which combines everything the modern motorist requires for the perfect driving experience: the fresh-air fun of a convertible, the individuality of a roadster, the performance of a sports car, the comfort of a compact car and – not least – the safety of a Mercedes-Benz.
The F 300 Life-Jet offers all these attributes, and combines them with a further special feature which car drivers have previously lacked: the driving experience and cornering dynamics of a motorcycle. Accordingly this research vehicle reconciles seemingly contradictory characteristics: it is as safe and comfortable as a four-wheeled vehicle but as dynamic as a two-wheeler.

Active Tilt Control (ATC) lies at the heart of the F 300 technology. This system is based on the lightning-fast interaction between electronics, hydraulics and mechanics: sensors register the current driving situation and continuously feed the onboard computer with data indicating the yawing and linear speed of the vehicle, the acceleration, the current steering angle and the position of the hydraulic cylinder which steers the front axle. On the basis of this information the computer calculates the necessary angle of body tilt and sends the relevant control signals to the hydraulic system. As a result, the F 300 Life-Jet adopts a precisely calculated angle of tilt when negotiating bends, which reflects the current driving situation and therefore offers the best possible resistance to overturning. At maximum speed, for example, the ATC computer allows only a very small amount of body roll and provides additional stability, but quickly allows the active control system to select a maximum angle of tilt of 30 degrees at non-motorway road speeds.

Cornering speed of a motorcycle

By means of this active tilt on bends, the F 300 developers are able to compensate a large proportion of the lateral forces which act on the vehicle and affect its resistance to overturning. The centre of gravity is shifted to the inside of the bend, substantially compensating the tendency to overturn and making high cornering speeds possible. The maximum lateral acceleration of the F 300 Life-Jet is 0.9 g – a level normally only reached by experienced motorcyclists. The loads acting on the occupants remain low, however. Owing to the tilting effect on bends, they only need to resist the centrifugal forces to a very small extent – an advantage that decisively improves ride comfort.

The engine and transmission of the three-wheeled study are in a space-saving position between the interior and the rear wheel. The 1.6-litre power unit adopted from the A-Class has an output of 75 kW/102 hp and accelerates the F 300 Life-Jet from standstill to 100 km/h in just 7.7 seconds. The maximum speed is 211 km/h. This innovative three-wheeler therefore achieves the performance levels of much more powerful sports cars and roadsters.

Aluminium chassis with removable roof sections

The chassis of the two-seater is made from aluminium and weighs only 89 kilograms. Special features of the body include an upward pivoting door on the driver's side, a rearward pivoting door on the passenger side and a fixed roof of aluminium and transparent plastic which makes the F 300 Life-Jet a genuine all-season vehicle. The two roof sections can be easily removed and stowed in a compartment above the rear wheel, converting the three-wheeled study into an open-top roadster.

An innovative headlamp with three reflector areas and two bulbs provides maximum road illumination when negotiating bends. The headlamp electronics are linked to the ATC computer, pivoting the headlamp according to the body tilt and switching on a special cornering light when required. This increases the area illuminated by the dipped headlamp beam by more than 80 percent.

New, space-saving neon lighting technology is used for the indicators, brake lights and side lights of the research vehicle. The driving lights are switched on automatically by a sensor when darkness falls or the vehicle enters a tunnel. Mercedes passenger cars have been equipped with this system since 1998.

Mercedes-Benz F100 Concept 1991

2009-03-02T06:30:00.000-08:00

The F 100 research car caused quite a stir when it appeared at the 1991 North American International Motor Show in Detroit. With this particular study, DaimlerChrysler was hoping to provide inspiration for numerous aspects of future passenger car development, without losing sight in any way of the top-priority concerns of safety and comfort.

With the combined expertise of MBB, AEG-Telefunken and Dornier - all Daimler subsidiaries at that time - the research engineers of Mercedes-Benz succeeded in devising a car that was brimming with ingenious new ideas and design touches. Taking the interior, for example, the driver was not seated on one side as in conventional cars, instead the driver"s seat was placed in the safest position of all: in the middle. The idea for this novel seating arrangement stemmed from the finding that on average only 1.5 people are travelling in each passenger car. This statistical revelation led researchers to the conclusion that the safest place in the car should be reserved for the driver.

Spreading out before the driver was a cockpit which featured a colour monitor instead of an instrument cluster. As well as showing readings for road speed and engine speed, the monitor could also issue warnings when the tyre pressure was too low, the oil needed to be topped up or there was insufficient washer fluid in the reservoir, for example.

The F 100 could carry five people in all, with two rows of seats in the rear of the saloon offering ample space for four passengers. A clever new door concept was developed for convenient access and egress: special hinged pivoting doors were devised for the front, which used an elaborate hinged mechanism combined with two servo units to swing the door up away from the floor. At the rear of the car could be found pivot-and-slide doors, whose light operating mechanism was controlled by an electrically powered servo system in similar fashion to the front doors. This servo function can be found today in various models from Mercedes-Benz.

The electrical energy required to operate this modern-day "Open Sesame!" door opener was drawn from solar collectors mounted on the roof of the F 100. Covering an area of two square metres, this solar "sail" could generate 100 watts of power which was continuously fed into the vehicle"s electrical system, paving the way for the inclusion of further features too. If the car was left parked with the summer sun beating down on it, for instance, the electronics would use the solar power to actuate a mini blower, which would then expel the hot air that had built up inside the car into the atmosphere. Since 2002, this very same function has been offered as a convenience feature for the Mercedes-Benz E-Class.

Once safely seated inside the car, the driver could concentrate on the task at hand. There was no need to preoccupy himself with adjusting the seat and mirrors to the correct position, that was all taken care off by a small magnetic smart card, a data carrying device that doubled as the vehicle"s ignition key. The magnetic strip on the plastic card stored personalised driver data, which was used by the onboard computer to adjust both seat and mirrors into the correct position with the assistance of servo motors. Some years later, the F 200 Imagination appeared featuring a refined version of the smart card system, which went on to celebrate its series production premiere in the Mercedes-Benz S-Class in 1998.

Mercedes-Benz E500 Avantgarde 2004

2009-03-02T06:25:00.000-08:00

2004 Mercedes-Benz E500 Avantgarde in Pristine condition.With Seven Speed semi-automatic gear box.One Fastidious owner from New with Full Benz History and Receipts.All Factory options which include.Duel Airbag Package Anti-lock Branking Auto Climate Cont with Duel Temp Zones 18 Inch Alloy Wheels Brake Assist Cruise Control Compact disc player Central Locking Remote Control Electronic Brake Force Distribution Electronic Stability program Fog Lights head Airbags Engine Immobiliser Leather Upholstery Multi Function Steering Wheel Metallic Paint Power front seats Power Mirrors Power Steering Power Sunroof Power Windows Radio Compact Disc Player Side Airbags Satellite Navigation Seat belt pre-tensioner Sound System with 10 Speakers Traction Control System Wood Grain Trim.Very Desirable colour Combination Black on Black.This Model E Class is Arguably the Best Model ever Produced by Mercedes-Benz.With its Surprising Agility & Supreme Comfort.Always Garaged and Hand Washed Weekly by Owner.No Smoking or Eating Ever in car.Genuine low Kms.Number plates not included.New Car Price $170,000.All Inspections welcomed but no time Wasters please.Drive away price $84,990

Mercedes-Benz E500 AMG

2009-03-01T23:25:00.000-08:00

Does the 2005 Mercedes-Benz E500 sedan have an identity crisis or a dual personality? One one hand, it's a luxurious upper-mid level executive luxury sedan with all of the considerable heritage of a Mercedes-Benz; on the other, it's a rip-snorting, V8-powered muscle car with handling and brakes to complement its' engine's 302 horsepower, and a new seven-speed transmission to make the best use of that power. After due consideration, and a week in the driver's seat, my feeling is that it has neither an identity crisis nor a split personality. Although it is too luxuriously-appointed to be a traditional luxury sedan, and far too comfortable to be a standard sports sedan, it is exceptionally well-integrated and civilized. It's refined, not brash. To anthropomorphize, becoming acquainted with the E500 is like discovering that the genteel and apparently mild-mannered gentleman in the airplane seat next to yours is in fact a champion race driver, or perhaps a hypersonic test pilot. Appearances can be deceiving.

The E500 stands at the top of the regular E-Class sedan lineup, which also includes the V6-powered E320 and new-for-`05 E320CDI turbodiesel. All share most styling cues, although the gasoline-powered sedans may be had with the ``AMG Sport Package,'' which adds the lower body panels, larger wheels, and ultra-low profile tires of the limited-production E55 AMG. And, yes, for those with a need for (extreme) speed and the budget to match, there is the E55 AMG, supercharged to 469 horsepower and 516 lb-ft of torque.

I'm sure the E55 is a worthy successor to a Mercedes-Benz heritage of supercharging that goes back to the all-conquering ``Silver Arrow'' Grand Prix cars of the 1930s, but the E500 is plenty sporty, and fast and luxurious. in its own right. ``Value'' is not a word typically associated with the over-$50,000 luxury car segment, but it does apply here. Like all high-performance German Autobahn cruisers, its ultimate abilities are far beyond American speed limits and traffic. That means that here, there is a tremendous amount of reserve, and the car can happily loaf along smoothly and quietly at highway speeds. Or, on more interesting roads, it can keep a sports car pace in unruffled comfort. Think of it as a triathlete in a European designer suit.

APPEARANCE: Mercedes-Benz styling has been getting progressively more informal over the years, and the evolution of the core E-Class illustrates this. From the mid-1950s through the mid-1990s, Mercedes-Benz sedans were squarish, blocky, and formal - fitting transportation for conservative money. But the world was changing, with new competition and younger buyers, and the 1996 E-Class was a radical departure in styling, with softer, more rounded lines. But, suddenly, it looked as angular and severe as its immediate predecessors when the current generation debuted two years ago. A more swept-back nose, thinner A- and D-pillars in the passenger cabin greenhouse, a longer and more sloping rear window, and a decided wedge shape with the rear fender line much higher than the front gives it a look more like a performance coupe than a formal sedan. It looks smaller than its predecessor, even though it is slightly larger in nearly all dimensions. Some styling cues familiar from the previous E-Class - such as the quad oval headlights, which give shape to the top of the front fenders, and of course the three-pointed star hood ornament - continue. The traditional Mercedes-Benz sedan grille gets ever lower and wider, converging with that of the company's coupes. At the rear, huge wraparound taillights ensure style and visibility.

COMFORT: Executive boardroom, electronically speed-limited to 130 mph. The E500's interior speaks gently of upper-class luxury, with an elegant design and first-rate materials. But its rounded, flowing style is not the knife-edged Teutonic asceticism of years gone by, it's a uniquely Mercedes-Benz take on contemporary design. Room has increased since the last generation, which wasn't exactly cramped. Ten-way power front seats are standard, with simple iconic switches - a Mercedes-Benz innovation many years ago - for adjustment. A similarly self-explanatory switch controls the power mirrors. If greater comfort is desired, ``Dynamic Drive'' seats with self-adjusting air bladders that provide extra support in cornering are available, as are ventilated seats. Rear seat room is at least business class if not the first class of the larger S-Class, with very good room and comfort. A huge trunk adds convenience. The driver benefits from a well-designed instrument panel, and the ``Comand'' telematics/system control system interface has been simplified to be almost intuitive. Everything expected to be power-operated is, and both a regular tilt-and-slide sunroof and the all-glass ``Panorama Roof'' are available.

SAFETY: The 2005 Mercedes E-Class has a strong chassis structure with large front and rear crumple zones, adaptive airbags, a rollover sensor that can deploy side windowbags, and ``Tele Aid'' telematics to summon help in the event of a severe accident. ESP stability control, traction control, and antilock brakes with Brake Assist are all standard.

RIDE AND HANDLING: All E-Class models share a new chassis structure that is both more rigid than that of the previous generation and lighter, thanks to the use of lightweight materials. The hood, front fenders, trunk lid, and suspension subframes are aluminum, as are numerous suspension pieces. There is increased structural use of high-strength steel as well. The design and construction helps the ride comfort and handling of all E-Class models, but the E500 and E55AMG have a special trick as standard equipment - Airmatic DC (Dual Control) semi-active air suspension, derived from that used in the premium S-Class. The air springs and shock absorbers use electronic sensors and and computer-controlled actuation to match suspension response to road conditions, driving style, and cornering force. There are four manually-selectable modes: ``Comfortable'' is just that, a little soft, but well-controlled in the manner of a European luxury car. ``Sport 1'' is a touch firmer. ``Sport 2'' was my default setting, firm for good cornering behavior but supple enough for the sport-luxury comfort appropriate to the E500's V8 power. There is also an automatic ride-height adjustment mode, meant for use with chains in the winter or on severely bad roads, where extra suspension travel is necessary.

PERFORMANCE: The E500's namesake three-valve-per-cylinder, single overhead cam, aluminum alloy 5.0-liter V8 puts out 302 horsepower at 5600 rpm, and more importantly, makes its maximum of 339 lb-ft of torque from 2700 through 4250 rpm. Can you say ``strong midrange?'' It packs quite a kick, and both response and fuel economy are assisted by a seven-speed automatic transmission. Having seven, instead of the more common four or five gear ratios allows lower low gears for better acceleration, higher high gears for more economical high-speed cruising, and keeps the engine operating at its most efficient speeds more of the time. It feels seriously underemployed at any US-legal speed, but if instant acceleration is necessary for accident or frustration avoidance on the highway, it's there. With four-piston floating front brake calipers grabbing large vented discs, and single-piston floating rear calipers on solid rotors at the rear, the E500's deceleration is as impressive as its acceleration.

Mercedes-Benz E350 2005

2009-02-27T22:49:00.000-08:00

It was time for the Mercedes E-Class to step things up.

With Acura, Audi, Cadillac and Infiniti all getting over 250 horsepower out of their V6s, the 221-hp Mercedes-Benz E320 had edged uncomfortably close to the "getting by" category. Although the more expensive V8-powered Mercedes E500 makes 302 hp, it costs almost $60,000. That's a big figure to swallow, so a great many American buyers opt for the entry-level V6-powered E320.

This March the Mercedes E320 will become the E350, which will be powered by a new 3.5-liter V6 good for 272 hp and about 258 pound-feet of torque. Actually, the engine is not new; it has already been powering the 2005 SLK roadster for half a year. But it does feature technologies its predecessor did not, including a crankcase and cylinder heads made of aluminum to save weight, continuously variable valve timing on both the intake and exhaust valves and a two-stage intake manifold. If history means anything, expect to see this new engine in the Mercedes C-Class and CLK-Class soon.

Also new is a seven-speed automatic transmission (4Matic all-wheel-drive models stick with the five-speed auto). Mercedes says the wider spread of gear ratios of the seven-speed combines with the increased efficiency of the new V6 to improve fuel economy 0.5 mile per gallon for a combined city/highway rating of 24.3 mpg versus 23.8 mpg in the Mercedes E320.

The fuel economy gain may be small potatoes, but get the Mercedes E350 out on a straight highway and there's a noticeable difference in personality. The E320 always struck us as smooth and refined during hard acceleration, but never too lively. The Mercedes E350, on the other hand, feels downright athletic under full throttle. It even has a snarling exhaust note. Mercedes says zero to 62 mph takes only 6.9 seconds, which is nearly as quick as anything in the class with a V6.

Throttle response is a bit tricky, however. The accelerator pedal is quite stiff, and in a few passing situations, we found ourselves having to stomp on it harder than expected to get the necessary downshifts.

The other major midyear change for the Mercedes E-Class is availability of a real sport package. Previously, buyers could spring for fancier wheels and high-performance tires in the same size as the stock all-season set, but there were no other upgrades to enhance performance.

Now Mercedes E-Class buyers can get a package that includes firmer suspension tuning and a 10-percent quicker steering ratio (14.7 to 1). They'll also pick up 18-inch wheels and staggered-width tires — 245/40 in front, 265/30 in back — that are the same size as those of the 493-hp E55.

Inside, the sport package, available on both the sedan and wagon, features a sportier steering wheel with shift buttons for the automatic transmission, more heavily bolstered sport seats and stainless steel pedals.

We spent a couple of hours behind the wheel of a sport-package Mercedes E350 wagon, on Mallorca. The tiny island off the coast of Spain would seem the perfect place to test a car's reflexes, as some of the twistiest roads known to humanity wind through its small mountain ranges, but it wasn't. In reality, many of these roads were built to fit subcompact hatchbacks and motorcycles.

We spent much of the time just trying to keep our midsize wagon from falling off the road amidst the magnificent coastal scenery. Whenever the pavement widened, though, the car was a lot of fun — tight and balanced with loads of grip. The steering still doesn't feel as alive as the steering of the BMW 5 Series, but with the sport package, this Benz could easily be regarded as the number-two athlete in the midsize luxury car segment.

Although the changes are subtle from behind the wheel, the bigger engine and sportier chassis tuning certainly make the entry-level Mercedes E-Class more enjoyable to drive. If you were hesitant to spend $50,000-plus on a Mercedes with only 221 hp, just wait until March and you'll get 272.

Mercedes-Benz E350 Estate 2004

2009-02-27T07:57:00.000-08:00

The Mercedes-Benz E-Class is a mid-size luxury car / executive car sold by the Mercedes-Benz branch of DaimlerChrysler. The model line is available with various six and eight-cylinder petroleum gasoline and diesel engines. The E stood for Einspritzung, which is German for fuel injection, which was a very new feature at the time the "E" first appeared in the 1950s. The E-Class is the bestselling Mercedes-Benz model worldwide. It is famous both as luxury or executive transport, and as taxis in countries like Germany and Singapore. In Germany the E-Class is also commonly used as a police interceptor vehicle.

The Mercedes-Benz W211 cars entered production in 2003. They are sold under the E-Class model names. The W211 models replaced the W210 E-Class models.

The W211 E-Class continues the line's push upmarket. The W211-based W219 CLS-Class was new for 2005. In 2002 Mercedes made a facelift for the W210 which begun the launch of the W211

Mercedes-Benz E270 CDI Classic 2003

2009-02-27T07:33:00.000-08:00

Diesel-powered cars in every class are available in Europe, where diesel enjoys a significant price advantage at the pump to complement its superior economy. Here, diesel is mainly confined to four-wheel drives. Mercedes-Benz is the only German luxury brand that currently offers a diesel sedan - the new E270 CDi.

Value for money
Pricing
The E270 CDi is available in three variants, with the same mechanical package but different equipment levels. The base model Classic costs $91,900, the Avantegarde $96,500 and the Elegance $98,500.
Warranty
Three years/unlimited kilometres, which is above average.
Standard equipment
The Classic includes upholstery in a combination of fake/real leather, power windows, automatic airconditioning, six-stack CD player, trip computer, rain sensing wipers, fog lights and remote central locking.
Retained value
The previous E270 retains 73 per cent after two years, which is average.

Design and function

Ergonomics
The driver's seat has very long travel. Power adjustment is provided for height and backrest angle; travel, tilt and lumbar are manually adjusted.

The levers that control fore/aft adjustment protrude a long way in front of the seats. My partner often cursed the fact that her right leg was copping plenty of bruises from the passenger seat lever.

The E's dash is efficient and user friendly compared with the usual baffle 'em with buttons luxury sedan layout. Rotary knobs control most major audio and airconditioning functions, cruise control operation is as simple as it gets and the trip computer display in the centre of the instrument panel is a snap to operate (with wheel mounted controls) and read quickly.

All of the switches work with a lovely, soft tactile feel. The lights have a deep, bright high beam but the cutoff is too sharp and short on low.

Niggles include the automatic airconditioning status display, which is difficult to see in sunlight, and the lack of oddment storage up front.

A six-stack CD is located behind a panel in the centre of the dash. Audio quality is terrific; the radio also has an extremely fast, accurate seek function and long range reception.
Innovation
The Sensotronic braking system, which uses sensors to detect pedal pressure and relays this electronically to the master cylinder, rather than employing a conventional fully hydraulic system, debuts on the E-Class.

The front passenger's airbag now deploys at a variable rate, depending upon the seat occupant's weight.

The introduction of low-sulphur diesel in Australia means that the latest European diesels, which are designed to run on this fuel, are now becoming available.

The 20 valve, five-cylinder turbocharged Benz engine has been around since 1999, but has recently been overhauled to meet the latest performance, efficiency and environmental benchmarks.

The turbocharger has electronically adjustable guide vanes for rapid boost pressure and superior responsiveness at low revs.

Seven-hole injectors deliver superfine atomisation and cut fuel flow rates for improved economy and lower emissions. Injection pressure has been raised to ensure that high rpm performance is uncompromised.

Double pilot injection provides more progressive temperature increases in the combustion chambers, which reduces the noise levels associated with direct injection.
Safety
The E-Class is as safe as they come, with a five-out-of-five star rating in recent EuroNCAP crash tests. The full arsenal of active safety features - traction and skid control, plus automatic full power braking in an emergency - are also standard.
Security
An alarm is optional, but otherwise the E is well equipped to beat thieves. A computerised key means that the car cannot be started without it.
Comfort
The driver's seat is luxuriously comfortable and supportive, with proper bolstering. You can sit in it all day and arrive at your destination feeling as comfortable as when you started.
Space and practicality
The E's back seat is also generously padded and supportive for two, but access and leg room are fairly restrictive for a large sedan. Tall adults will have their knees up against the front seats if they are occupied by people of similar stature; there's not a lot of foot room under the front seats either.

The boot has a long floor and a full size spare on a steel wheel is underneath. If you want to extend capacity with a 60/40 split-fold rear seat back, you'll pay an extra $1,390.
Build and finish quality
The E-Class cabin is a lovely place, even in base Classic spec. Fit and finish quality is first class, however this E had a couple of plastic on plastic chips around the instrument panel absent on others.

Body rigidity, as you would expect, is not an issue.

On the road
Fuel efficiency
The E270 weighs in at 1665 kg but can still return frugal economy. The trip computer gilds the lily, though. It showed a consumption rate per 100 km in the high fives at one stage, which is highly unlikely. You can do high sixes on the highway if you possess a surgically precise right foot; mid sevens/low eights are average.

In town, the fact that it is hardly necessary to exceed 3000 rpm means that you can expect to use less than 12 litres/100 km.
Performance
The Benz 2.7 now produces 130 kW of power at 4200 rpm - a five kW increase. Of greater relevance though is its 425 Nm of torque at 2000 rpm. Almost half this peak output - 205 Nm - is on tap from only 1000 rpm. Grunt indeed.

I tested the E270 over Christmas/New Year, covering more than 2500 highway/rural backroad kilometres. It was the perfect car for the job. The 2.7 generates refined, effortless pulling power from idle and cruises at a serene, silent 1800 rpm/100 km in fifth. It also flattens hills like a large capacity V8.

Olde worlde diesels have a nasty habit of running completely out of puff at the top end, leaving you marooned on the wrong side of the road halfway through an overtaking manoeuvre. Not so the 2.7. It performs best from 2000-3500 rpm, but is willing and responsive all the way to the 4600 redline. Rolling acceleration is comparable with a large capacity petrol engine.

The zero-100 km/h sprint takes 9.7 seconds, about a second slower than the E320 petrol V6.

The five-speed adaptive automatic's shifts are smooth and timely in most situations. They can be a touch abrupt when dropping down a couple of gears onto full turbo boost. The sequential shifts are also fine, if largely superfluous.
Ride
Ride comfort is excellent in most conditions, though the E can occasionally become a bit uncomfortably floaty for passengers in the back seat. A set of mid-corner corrugations can load up the front suspension, close to the point of harshness.
Steering and handling
The E270 is a superb handler on the open road, especially when the surface is rough.

The Classic has slightly longer travel suspension than the E320 Avantegarde tested late last year, so it has none of that car's problems with clearance and rubbing the front tyres in the wheel arches.

The suspension is slightly underdamped, so traces of bounce and float can occur on undulations.

In tight corners, the E is surprisingly light and agile, though it exhibits a fair bit of body roll and some understeer. 225/55 Pirelli P7s on 16-inch alloy wheels provide excellent grip and are very quiet.

The steering is accurate, but still over-assisted and too light at highway speeds. Lack of feedback remains an E-Class trait, despite the adoption of rack and pinion.
Braking
Sensotronic brakes bite with amazing speed and power. Pedal feel is a bit on/off at low speeds.

In the dirt, the stability control can overreact in corners and clamp the outside front wheel far too aggressively with the ABS.

Smoothness and quietness
Almost as good as a petrol-powered Benz. Only when accelerating hard from rest does a slight vibration intrude through the seat and wheel. A muted diesel clatter is evident at idle and when the engine is asked to work hard from low revs in a high gear.

Summary
At around $100,000 on the road, the E270 CDi is arguably the best value in the E-Class lineup. Economy and longevity are the two main reasons why people traditionally buy diesels. The E delivers here, but it is also an exceptionally refined luxury sedan, with remarkably strong, unstressed performance and great cross country ability.

Mercedes-Benz E200 NGT 2005

2009-02-27T07:30:00.000-08:00

The Mercedes-Benz E 200 NGT made its debut on Germany's roads in the spring of last year. In mid-2004, availability of this clean-running variant of the E-Class, which cuts CO2 emissions by over 20 per cent and more than halves running costs, was extended to Austria, Italy, Sweden and Switzerland. A right-hand-drive version is due to become available for the Thailand market this year.

Natural gas presents itself as an economically and ecologically viable alternative to petrol and diesel. As a primary energy source, it can be used in its natural state, avoiding conversion costs. The most suitable form of natural gas for use in cars is compressed natural gas, which is largely the form it takes when extracted.

Engineers at the Mercedes-Benz Technology Center have developed a natural-gas-powered vehicle with bivalent drive system based on the E 200 KOMPRESSOR. The 120-kW/163-hp four-cylinder unit can be supplied either with natural gas or premium-grade unleaded petrol � the driver decides which type of fuel is the most appropriate, using the buttons on the multifunction steering wheel and the central display in the instrument cluster to switch between natural gas and petrol. A special electronic control unit ensures a particularly smooth transfer from one power source to the other and regulates the process for each cylinder individually.

The TWINPULSE supercharged engine has been modified to accommodate the new fuel type, with additional injection nozzles fitted on the underside of the intake manifold. A pressure regulator located close to the engine with sensor and electromagnetic shut-off valve controls the supply of natural gas and maintains the necessary system pressure. The exceptional output and torque characteristics of the leading-edge four-cylinder unit are undisturbed by the switch to natural gas power � the E 200 NGT (Natural Gas Technology) is currently the most powerful saloon to run on natural gas. The most important data and performance values for the Saloon are as follows:

E 200 NGT petrol-driven engine Natural-gas drive system
Displacement 1796 cc 1796 cc
Output 120 kW/163 hp 120 kW/163 hp
0�100 km/h 10,7 s 10,8 s
Maximum speed 227 km/h 227 km/h
Energy consumption 9,0 l/100 km* 6,0 kg/100 km**

*NEDC combined fuel consumption; **Natural gas of quality rating H

Natural-gas drive system produces over 20 percent lower CO2 emissions
Like the petrol-engined variant, the E 200 KOMPRESSOR with bivalent petrol/natural-gas drive system also meets the stringent exhaust gas specifications of the EU-4 standard. Indeed, carbon dioxide emissions during natural gas operation are more than 20 percent lower than when the petrol drive mode is selected.

The innovative new E 200 variant is fitted with a 65-litre petrol tank, as well as gas tanks with a total capacity of 18 kilograms which are stored safely in the spare-wheel well in the boot area and behind the rear wall of the rear passenger compartment. With this supply of energy on board, the petrol/natural-gas vehicle has a total range of some 1000 kilometres when calculated according to NEDC consumption figures � almost 300 kilometres under natural gas power and another 700 kilometres with conventional petrol fuel (provisional data). The saloon may also be equipped with an 80-litre petrol tank, extending the maximum range to nearly 1200 kilometres. A special gauge in the central display of the instrument cluster informs the driver of how much gas remains in the tanks. If the gas supply has been used up, the system switches automatically to petrol drive.

The gas tanks reduce the load capacity of the boot from 540 to 400 litres but still offers enough space for two large �jumbo� suitcases plus two other smaller travel bags. The new E-Class Saloon variant comes with a five-speed automatic transmission and has a payload capacity of over 500 kilograms.

From the outside, the E 200 KOMPRESSOR with bivalent drive system is virtually identical to the standard E-Class Saloon. Only the tank flap has somewhat larger dimensions of about 60 millimetres, with the conventional filler pipe for petrol accompanied by a special natural gas filling connection, which ensures safe and easy refuelling.

Comprehensive crash testing to ensure trademark Mercedes safety
The two fuel sources are stored in a petrol tank with a capacity of 65 litres and four gas reservoirs with a total storage capacity of 18 kilograms respectively. The reservoirs are located in the spare wheel well. The E-Class with bivalent petrol/natural-gas drive system has already completed a rigorous programme of testing at the Mercedes-Benz Technology Center, emerging from some extremely exacting durability examinations and a range of different crash tests with flying colours. The leak tightness of the gas reservoirs was subject to particularly rigorous scrutiny, after all the natural gas that is pumped into the reservoirs during refuelling is compressed to a pressure of 200 bar.

Serious savings at the pumps
In addition to considerably reduced CO2 emissions, the natural-gas drive system also offers sound economic benefits. At the present time, a kilogram of natural gas costs at 8.50 Baht in Thailand, while premium unleaded petrol will be 22.14 Baht per litre (retail price quoted on 3 June 2005). Petrol consumption by average, thus will cost approximately 9.4 - 9.6 Baht or 208 - 213 Baht per 100 kilometres in other words. Comparison to running vehicle on natural gas requires at 6.1 kilogram or 52 Baht per 100 kilometres. This makes natural gas over 50 % more cost-effective than premium unleaded petrol.

Mercedes-Benz E63 Estate АМG

2009-02-27T00:59:00.000-08:00

Mercedes-AMG presented the E 63 AMG for the first time at the New York International Auto Show. Powered by the new, naturally aspirated AMG V8-engine, which develops a maximum output of 378 kW/514 hp and a maximum torque of 630 newton metres from a displacement of 6.3 litres, the E 63 AMG is the most powerful E-Class of all time. Available as a Saloon or Estate, this top-of-the-line E-Class model occupies the leading position in its segment, where no other vehicle has more output, torque and displacement.

The E 63 AMG also benefits from all the model enhancements which make the new-generation E-Class stand out, for example the occupant protection system PRE-SAFE®, the new Intelligent Light System or the new adaptive brake lights. Developed completely independently by AMG, this 6-3-litre V8-engine is the world’s only power unit to combine the high-revving concept with a large displacement – the result is around 20 percent more torque than from comparable engines in this output class. In line with Mercedes-AMG tradition, the new powerpack is hand-built in the AMG engine workshops on the "one man, one engine" principle. Thus equipped, the E 63 AMG Saloon accelerates from zero to 100 km/h in 4.5 seconds (Estate: 4.6 s). The maximum speed is electronically limited to 250 km/h.
AMG SPEEDSHIFT 7G-TRONIC, sports suspension and braking system

The AMG SPEEDSHIFT 7-speed automatic transmission is the perfect partner to the naturally aspirated AMG 6.3-litre V8-engine: equipped with three individual shift programmes, it enables the driver to choose between more comfort-oriented or extra-sporty gear changes – either in automatic mode or manually, using the new AMG aluminium shift paddles on the steering wheel. Outstanding handling safety is guaranteed by the AMG high-performance braking system with internally ventilated, perforated disc brakes all-round. The particularly highly stressed front brakes feature innovative composite technology.

The AMG sports suspension based on the semi-active air suspension system AIRMATIC DC includes the Adaptive Damping System ADS II and allows the driver to choose between more comfortable or very sporty handling characteristics. The shock absorbers and springs instantly adapt to the current driving situation, but can also be manually modified in three stages at the touch of a button. The 8.5 and 9.0-inch wide, titanium grey, high-sheen 18-inch AMG light-alloy wheels in a new five-spoke design are fitted with wide-base tyres in size 245/40 and 265/35.

The new AMG wheels are not the only distinguishing feature of the E 63 AMG. A lasting impression is also created by the new, heavily contoured AMG front apron, large air dams and round foglamps with chrome surrounds. Heat from the integral, additional engine oil cooler integrated into the front bumper is able to dissipate via air vents in the sides. This top-of-the-line E-Class model is also immediately identifiable by the "6.3 AMG" lettering on the front wings. Dynamic side skirts, tinted rear light clusters in a new design and a redesigned AMG rear apron for the Saloon impressively round off the visual impact. The new AMG breakaway edge (Saloon only) reduces lift at the rear axle by up to 30 percent. Both visually and acoustically, the AMG sports exhaust system with its two twin chrome tailpipes underlines the dynamic character of the E 63 AMG.
AMG sports seats with alcantara inserts and a new AMG sports steering wheel

These striking and exclusive features are continued in the interior: a sporty touch is provided by the AMG sports seats with nappa leather upholstery and alcantara inserts in the shoulder area, as well as the AMG ergonomic sports steering wheel with a perforated leather lining and AMG aluminium shift paddles. Perfect workmanship and a carefully coordinated colour scheme ensure an atmosphere of the highest quality.

The driver is kept well informed by the new AMG instrument cluster with attractive dial instruments, a speedometer graduated to 320 km/h and red needles. The integral AMG main menu display shows the currently selected gear including an upshift prompt, as well as either the engine oil temperature or the battery voltage and the RACETIMER. This new function enables the driver to measure lap times on an enclosed track. The RACETIMER records the time for the fastest lap, the average and maximum speeds and the lap distance.
Outstanding safety with standard PRE-SAFE®

Like all the variants of the Mercedes-Benz E-Class, the new E 63 AMG benefits from the extensive model enhancements which guarantee optimal handling safety. For example the standard inclusion of PRE-SAFE®, the preventive, award-winning safety system offered exclusively by Mercedes-Benz. PRE-SAFE® already recognises critical situations as they develop: if braking deceleration exceeds a certain level or the vehicle threatens to develop a skid, the system tensions the front seat belts as a precaution, adjusts the position, height and cushion/backrest angle of the front passenger seat, and closes the side windows and sliding sunroof to leave only a small gap.

As a new optional extra the E 63 AMG can be equipped with the Intelligent Light System. This innovative, adaptive lighting system is based on bi-xenon headlamps, and adjusts to suit the relevant driving and weather situation for a significant improvement in safety. New lighting functions such as country and motorway light modes increase the driver’s range of visibility by up to 50 metres. The Intelligent Light System also includes the Active Light System and cornering light function, as well as new, enhanced foglamps which illuminate the road edges and therefore provide even better orientation when visibility is poor. Other safety features now featured as standard in all second-generation E-Class models also include adaptive rear lights and a tyre pressure loss warning system.

Mercedes-Benz E63 AMG 2010

2009-02-27T00:55:00.000-08:00

Meaner and greener — that's the new objective of AMG. The tuning arm of Mercedes-Benz is rapidly approaching its peak in terms of horsepower, so cleaning up emissions while maintaining performance is the key for the future. This 2010 Mercedes-Benz E63 AMG spotted testing on the Nürburgring could be the first of AMG's new green machines.

Mercedes-Benz officials have gone on record saying that all of the company's future engines will be turbocharged, so it's likely that AMG will follow suit. With that in mind, this sedan might not be an E63 at all, as the addition of one turbo (or maybe two) would likely mean a smaller-displacement engine. Either way, there will be at least 500 hp and a healthy amount of low-end torque to ensure that this super sedan can keep pace with its German rivals.

Like the other E-Class sedan prototypes we've seen before, this test mule reveals only evolutionary changes to the overall shape of the midsize sedan. A redesigned set of headlights is the most dramatic change, but this AMG version also gets a deeper airdam with a pair of brake-cooling ducts at each front corner. They feed air to a serious-looking set of drilled rotors fitted with oversize calipers.

There's not much of a body kit, and the rear fascia shows only minor changes compared to the current model. And like almost all AMG models, there are quad tailpipes poking out from the relatively clean rear fascia. It's a tame-looking setup, but the sound coming from the four pipes proved to be pure AMG as this sedan circled the Nürburgring.

The public debut of the standard Mercedes-Benz E-Class isn't expected until early next year, so you probably won't see the 2010 E63 AMG until late 2009 at the earliest.

Mercedes-Benz E55 AMG 2003

2009-02-27T00:52:00.001-08:00

The fact that the 2003 E55 AMG is one of the fastest Mercedes ever built is enough to get most enthusiasts' attention, but just to make sure that it didn't get lost in the current crowd of European super sedans, Mercedes also made it one of the sharpest handling, shortest stopping and arguably best-looking four-door sedans ever to wear the three-pointed star.

With its stroked and supercharged V8, racecar-sized brake rotors and beautifully finished interior and exterior, the E55 has all the ingredients necessary to stake its claim as one of the world's most sought-after sedans. There are, however, several vehicles that offer equally impressive credentials, so the way in which all of the E55's additional equipment comes together is ultimately the true measure of its desirability and capability.

After a day behind the wheel that included narrow country roads, wide-open highways and a few searing laps on a high-speed road course, we can say with little hesitation that the E55 is indeed a complete package. Whether you're after an ideal companion for snaking through your favorite back-road getaway or you just like the idea of an everyday driver that can outrun nearly every other car on the road, the E55 has few equals.

Based on the recently redesigned E-Class sedan, the E55 is the result of extensive modification by AMG, Mercedes' in-house tuning division. Started in 1967 by a pair of Daimler engineers, AMG is now wholly owned by Mercedes and is responsible for some of the most potent production cars of the last decade. Its handiwork now graces the entire Mercedes lineup, but the E55 is the highest volume model of the range.

Transformation of an E500 into an E55 begins with the engine. The standard 5.0-liter V8 is replaced by a hand-built 5.5-liter version that uses a longer piston stroke to increase displacement and a supercharger to force-feed air into the higher-capacity cylinders. These key improvements, along with further enhancements like an air-to-water intercooler to reduce the temperature of the incoming air and a quicker electronic throttle control for more precise fuel metering, all come together to produce a truly staggering amount of power.

Rated at 469 horsepower and 516 pound-feet of torque, the E55's V8 is one of the most powerful production engines ever offered in the U.S. Mercedes claims a 0-to-60-mph time of just 4.5 seconds — we're talking Ferrari territory here. Acceleration under full throttle is immediate and relentless. Lay into it at highway speeds and the car leaps forward as if it were just getting started. The chrome-tipped dual exhaust system resonates with deep mechanical sounds that are a constant reminder to both friend and foe that this is no ordinary E-Class.

The never-ending stream of power is put to the ground via an AMG-fortified five-speed automatic transmission complete with three driver-selectable shift modes: standard, sport or manual. The standard and sport modes provide shifts in traditional fashion with the sport mode serving up a more aggressive shift program. Manual mode allows for driver-controlled shifts through one of two methods: moving the shifter side to side within its gate or actuation of the steering wheel-mounted shift buttons.

In typical driving situations, either one of the standard automatic modes delivers acceptably quick and precise shifts that will satisfy all but the most die-hard enthusiasts. Sport mode, in particular, mimics all the typical gear changes you would want in high-performance situations, rendering the manual mode almost unnecessary. Using the shift buttons does give you nearly as much control as a true manual, but there's still no substitute for the real thing in our book.

With the issue of straight-line speed properly addressed, AMG turned its attention toward the equally important issue of maintaining control of its nearly two-ton creation. The suspension utilizes a performance-oriented version of the AIRmatic air suspension that's optional on the E500. Three driver-selectable settings vary both the spring rate and the damping settings to provide either comfort or one of two sport modes. Regardless of which setting you choose, you can count on a stiff but comfortable ride. The softest setting filters out sharp impacts while the two sport modes tend to allow a few more jolts through. Consider it a small price to pay for a sedan that can thread a road course as fast as most sports cars.

Additional mechanical refinements include a quicker steering ratio than the previous E55 and an industrial-strength brake system fortified with Mercedes' electrohydraulic actuation system. This advanced system uses a computer signal in place of a physical connection to apply the brakes, thus allowing for improved integration with the vehicle's electronic stability control system as well as quicker reaction to pedal application.

The 2003 SL roadster was the first Mercedes model to get this new system, and although we marveled at its ability to return incredibly short stops, we also disliked the occasionally touchy engagement at lower speeds. We experienced occasional bouts of jerky applications in the E55, but it could have just as easily been the sheer power of its massive rotors and calipers taking us by surprise.

Whether we were pushing the car to its limits on a fast road course or careening down a winding mountain road, the E55 rarely failed in its goal of ultimate performance. Despite its substantial weight, the car has the grip and the balance to maintain its speed through the turns, and the brakes are equally capable of bringing it all to a stop without fading. These traits, combined with the near limitless power on hand, almost make you forget that you're driving a sedan that will be just as comfortable making a quick trip to the grocery store.

All is not perfect, however, as we found the steering a bit overboosted for our tastes, with a jiggly on-center feel that never seems quite right. Even the wheel itself feels a little bigger than it should be and it lacks the meaty feel that we loved so much in the previous E55 and C32 AMG sedans.

We have no such reservations about the E55's interior and exterior styling. Subtle enhancements to the exterior include revised front and rear fascias, extended rocker panels and gorgeous dual-spoke 18-inch wheels. Interior upgrades include dark bird's eye maple trim and napa leather upholstery.

All E55s come standard with 10-way power-adjustable sport seats that have to be some of the most comfortable we've ever experienced. Four inflatable air bladders offer infinitely adjustable thigh and lateral support that allows you to find just the right amount of support, regardless of body type. Combined with the three-stage seat heaters and optional ventilation, these seats can't be beat.

The rest of the interior is standard E-Class, which means plenty of high-quality materials and an elegant if not completely intuitive control setup. We're still not fond of seeing a clock taking up so much space in the gauge cluster, and the bar graph fuel and temperature meters look downright silly. This is one of the few areas where the AMG version is compromised by the design of the standard model.

Such criticisms are a bit trivial, however, as they detract little from the overall driving experience. The fact that the tachometer is too small and has no redline will be the furthest thought from your mind when you're behind the wheel. When it came to the journalists on hand for the test-drive, most thoughts centered on how they could somehow get their hands on one for longer than a day. It's that good.

Anyone lucky enough to accomplish that goal will, no doubt, be as thoroughly impressed as we were. This is a car that blurs the lines between luxury sedan and sports car like few other four-doors on the road. Its ability to effortlessly summon triple-digit speeds while retaining all the poise you would expect in a Mercedes is nothing short of phenomenal, and the fact that it remains equally as amiable around town makes it all the more impressive. Hard-core enthusiasts might consider its lack of a manual transmission a roadblock to super sedan supremacy, but then again, 469 horsepower does have a way of changing your mind in a hurry.

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Mercedes-Benz CLS55 AMG 2005

2009-02-27T00:50:00.001-08:00

LOS ANGELES, Jan. 6 -- The Mercedes-Benz CLS55 AMG is making its North American debut this week at the Los Angeles Auto Show, open to the public January 7-16 at the L.A. Convention Center. Even before the first CLS500 arrives in the U.S., the high-performance CLS55 AMG is being added to the new lineup, and both models are expected to go on sale in the U.S. market early in 2005.

The breathtakingly beautiful coupe-like car with four doors now boasts a 469-horsepower V8 engine from AMG, the high-performance division of Mercedes- Benz. AMG has worked its magic on the CLS powertrain, interior and exterior, including AMG sport seats and new-design 19-inch AMG alloy wheels.

More Power and Grace for the Graceful CLS

While the CLS500 will arrive in the U.S. with a 302-horsepower 5.0-liter V8, the new CLS55 AMG is powered by a supercharged 5.5-liter V8 that makes 469 horsepower, for eye-popping 0-to-60 mph acceleration times of 4.5 seconds!

The impressive power of the CLS55 AMG can be attributed to sophisticated supercharger technology that's also found in the E55 AMG and SL55 AMG.

Power is transmitted to the rear wheels via a five-speed AMG SpeedShift automatic transmission that can be manually shifted from either a conventional lever or Formula-1 style gearshift buttons on the AMG sports steering wheel.

Beauty That Is More than Skin Deep

AMG engineers developed a new sports suspension for the CLS55 AMG that's based on the Mercedes-Benz semi-active air suspension. To make sure the CLS55 AMG stops as fast as it goes, giant vented and perforated disc brakes carry staggered 19-inch wheels with 255/35 tires in front and 285/30 at the rear.

To help handle all the power, the ESP system can apply the brakes on just one wheel to transfer torque to the wheels with better traction, achieving much the same effect as a limited-slip differential. Beefier driveshafts, heavy-duty rear suspension parts and a stronger differential housing with cooling fins complete the package.

About AMG

AMG has been a subsidiary of DaimlerChrysler since 1999 and is located near Stuttgart in Affalterbach, Germany. AMG develops each of its models, from the engine and driveline to suspension, brakes, chassis and aerodynamics.

Each engine is produced and tested at AMG's headquarters in Affalterbach, and AMG models are assembled at the main Mercedes-Benz vehicle assembly plants.

About Mercedes-Benz USA

Mercedes-Benz USA (MBUSA), headquartered in Montvale, New Jersey, is responsible for the sales, marketing and service of all Mercedes-Benz and Maybach products in the United States. In 2004, MBUSA achieved an all-time sales record of 221,610 new vehicles, setting the highest sales volume ever in its history and achieving eleven consecutive years of sales growth.

Mercedes-Benz CLK GTR 1998

2009-02-27T00:46:00.001-08:00

CLK GTR

A CLK GTR on display in the Mercedes-Benz Museum.

As the Deutsche Tourenwagen Meisterschaft/ITC had folded in late 1996, with both remaining competitors Opel and Alfa Romeo leaving due to the high costs of their 4WD designs, Mercedes-Benz had no top series to compete in. With the success of the BPR Global GT Series leading to the FIA taking over and turning it into an international series known as the FIA GT Championship, Mercedes-Benz saw an opportunity to go against manufacturers like Porsche and Ferrari.

Following the design that Porsche had laid out with their 911 homologation special, Mercedes-AMG was tasked by Mercedes-Benz with creating an extreme racing car that still maintained some elements of a normal street legal car. AMG's designers created a car which shared some design elements with the Mercedes-Benz CLK, yet had all the standard features of a racing car underneath. A Mercedes-Benz M120 V12 engine would be at the heart of the car, mounted behind the cockpit. The bodywork would be made entirely of carbon fiber, and would feature many aerodynamic design elements and cooling openings in order to survive on the race track.

To test the CLK GTR before the first chassis were built, Mercedes-AMG actually took an unusual measure. Through secrecy, Mercedes-AMG was able to purchase a disused McLaren F1 GTR, the defending BPR GT series champion, from Larbre Compétition. This purchase first allowed Mercedes-AMG to see the kind of lap times that their competitors could run, to serve as a measurement of the CLK GTRs abilities. However, more importantly, Mercedes-AMG set about modifying this F1 GTR by attaching bodywork that was meant to go on the CLK GTRs. This allowed Mercedes-AMG to be able to perfect the aerodynamics of the car before it had even been built.

Upon completion of the first two prototypes a mere 128 days after the initial drawings had been made, the CLK GTRs were entered into the 1997 FIA GT Championship season, debuting at the season-opener at one of Mercedes-Benz's home tracks, the Hockenheimring. Unfortunately the new cars were not able to shine, as brake problems eliminated one car after five laps, and the other finished over 20 laps behind the winning McLaren. However by the next round at Silverstone, the CLK GTR began to show its pace, finishing less than a second behind the winning McLaren. By the fourth round, returning to Germany for the Nürburgring, a third CLK GTR was added to the team. In this race, Mercedes-Benz successfully outperformed the fleet of McLarens, taking first and second places. The team would finish out the season with five more wins, at A1-Ring, Suzuka, Donington, Sebring, and Laguna Seca, allowing them to secure the team championship as well as the drivers championship for Bernd Schneider.

Mercedes-Benz would use the CLK GTR for the first two rounds of the 1998 season before upgrading to the CLK LM. However privateer team Persson Motorsport would campaign two CLK GTRs throughout the entire season, taking a best finish of second at Oschersleben before finishing the year third in the teams championship.

Initially the CLK-GTR's V12 engine produced approximately 600 hp (450 kW) before developments during the 1997 season increased this to 630 hp (470 kW). Persson Motorsport's CLK GTRs remained at this power output as Mercedes-AMG had moved to development of the V8 in the CLK LM.

Mercedes-Benz CLK DTM AMG Cabriolet

2009-02-27T00:43:00.000-08:00

The worldâ€™s fastest open-top four-seater.

High technology derived from motorsport, the handling dynamism of the racetrack, a sensational visual appearance and the utmost exclusivity â€“ the new Mercedes-Benz CLK DTM AMG Cabriolet is guaranteed to make the hearts of true car lovers beat faster. A limited edition of 100, the CLK DTM AMG Cabriolet is capable of a fulminating performance with its 428-kW/582-hp AMG 5.5-litre, supercharged V8, a newly developed AMG sports suspension, optional sports tyres and aerodynamics refined in the wind tunnel: this high-performance AMG sports car accelerates to 100 km/h in just 4.0 seconds and has a maximum speed of 300 km/h (electronically limited). This makes the new high-performance AMG Cabriolet the worldâ€™s fastest open-top four-seater.

The great demand for the CLK DTM AMG CoupÃ©, which was likewise a limited edition of 100 and rapidly sold out, provided the initial impetus for the development of the powerful high-performance AMG Cabriolet. It was also modelled on the most successful car in the German Touring Car Masters â€“ the racing version of the Mercedes-Benz CLK with which Bernd Schneider was able to win the DTM championship in the 2003 season. The equipment of the CLK DTM AMG Cabriolet also takes its lead from the racetrack: AMG sports bucket seats with leather/Alcantara upholstery guarantee optimal lateral support, while the buckskin-covered, oval AMG racing steering wheel and the AMG instrument cluster with its 360 km/h speedometer scale lend an unmistakable motorsport touch to the interior.

The exterior design of the new CLK DTM AMG already suggests outstanding performance at the level of thoroughbred sports cars, and demonstrates the transfer of top-class technology from the world of motor racing: a deep-drawn front apron with large air inlets, prominently flared wheel arches, 19 and 20-inch AMG light-alloy wheels and the diffuser-look rear end with its aerofoil are reminiscent of the successful CLK racing tourers from the DTM. Numerous body components are made from particularly strong and lightweight carbon fibre reinforced plastic (CRP), for example the bonnet, doors, front wings, flared rear wheel arches and aerofoil.

Performance at the level of a super sports car

The Cabriolet is powered by the supercharged AMG eight-cylinder engine, which is familiar from other AMG cars but has been specifically reengineered with modifications to the crankcase, pistons, valve gear, cooling, intake manifold, supercharger and exhaust system. The AMG V8 engine generates a maximum output of 428 kW/582 hp at 6100 rpm from a displacement of 5439 cubic centimetres, while the maximum torque of 800 Newton metres is available at 3500 rpm.

Instant response to movements of the accelerator, a powerful surge of torque, exhilarating liveliness and an unmistakable V8 sound are the particular strengths of this ultra-powerful, supercharged AMG 5.5-litre V8 unit, which gives the new CLK DTM AMG Cabriolet the sort of performance levels found in super sports cars. the 100 km/h mark is reached from standstill in just 4.0 seconds, and the top speed is 300 km/h (electronically limited) â€“ no other open-top four-seater in regular production can match these figures. A racing touch is also provided by the AMG SPEEDSHIFT five-speed automatic transmission: the five gears are changed by briefly pulling the shift paddles on the steering wheel, with extremely short shift times guaranteeing a particularly sporty and direct driving experience.

Newly developed torsion suspension, limited-slip differential

The suspension is fully the equal of the high-performance engine. In line with usual motor racing practice, a height-adjustable torsion suspension system is used. The rear axle has been redesigned with completely new spring links and wheel carriers, as well as reinforced drive shafts. The usual rubber elements are replaced by uni-ball joints on both axles to produce outstandingly precise handling. A multi-disc limited slip differential on the rear axle ensures optimal traction, while acceleration skid control (ASR) and the Electronic Stability Program ESPÂ® have been adapted to suit the increased performance potential.

Optional Dunlop sports tyres for particularly good grip

Outstanding road contact is provided by the optional sports tyres by the DTM motorsport partner Dunlop; these size 225/35 R 19 (front) and 285/30 R 20 (rear). These tyres have particularly good grip and are fitted to multi-piece 9 x 19 and 10 x 20-inch AMG twin-spoke light-alloy wheels. These elegant spokes are not only an eye-catching feature, but also ensure effective ventilation of the brakes. Superb deceleration is provided by the newly developed AMG high-performance composite braking system with six-piston fixed callipers at the front and four-piston fixed callipers at the rear.

Functional racing atmosphere in the interior

The interior of the CLK DTM AMG is characterised by a functional motor racing atmosphere, with a judicious touch of the exclusivity expected of a genuine AMG high-performance car. AMG sports bucket seats of ultra-light CRP with leather/ Alcantara upholstery provide the occupants with outstanding lateral support, while the AMG sports steering wheel with its oval rim is covered in high-grip buckskin and gives the driver an excellent feel for the vehicle. Like the instrument cluster, the door linings and other interior components are of lightweight CRP. The silver-coloured shift gate, starter button and four rocker switches are eye-catching features on the redesigned centre console.

Despite a performance potential worthy of the racetrack, the CLK DTM AMG has all the virtues typical of any Mercedes model: everyday suitability, durability, safety, quality and standards of service to satisfy even the most demanding requirements. The fast AMG CoupÃ© is hand-assembled in close cooperation between Mercedes-AMG GmbH and H.W.A. GmbH. The latter is one of the most successful touring car racing teams, and is also responsible for assembly and operation of the current C-Class DTM cars. The first of the limited-edition CLK DTM AMG Cabriolets will be delivered to customers during the first half of 2006. Mercedes-AMG GmbH is responsible for marketing, sales and service.

Text & photos courtesy DaimlerChrysler AG.

Mercedes-Benz CLK Cabriolet 2004

2009-02-27T00:38:00.000-08:00

A narrow strip of blacktop edges around granite cliffs high above an azure sea on the Mediterranean island of Majorca, where we're pushing the pace and squealing the tires on a muscular new convertible that wears the tri-star medallion of Germany's Mercedes-Benz.

It's a ride on the wild side in a gorgeous Mercedes drop-top rigged with awesome power and paraphernalia for high performance.

Labeled as the CLK55 AMG Cabriolet, the sleek two-door concoction capped by a power-motivated convertible lid amounts to a pumped-up version of mid-size CLK convertibles.

Actually, there are three different trims for American-bound CLK Class convertibles, which have been redesigned and cast on a new chassis with the issues of 2004.

All are derived from slinky CLK Class hardtop coupes off the new versions of 2003, then cut down to airy convertibles by German car crafter Karmann.

We spend a day steering each of the three new convertibles on a circuitous route around Majorca, traversing the jagged Serra de Tramuntana mountains along the rugged western coast and zipping past ancient groves of almonds and olives in the Llanura del Centro valley before heading to the picturesque fishing village of Portocolon on the eastern shore.

All three versions end up parked side by side at the harbor quay in Portocolon, where we scrutinize the sensuous package designs and pick out trim distinctions.

Prime edition is the CLK320 Cabriolet toting a 3.2-liter V6 engine and rolling on seven-spoke alloy wheels measuring 16 inches tall.

Upgrading to a V8 engine leads to the CLK500 Cabriolet with a 5.0-liter V8 and 17-inch thin-spoke alloy wheels.

The CLK55 AMG Cabriolet goes further with its 5.5-liter high performance V8 built by AMG, even bigger wheels plus heavy-duty brakes and shifter paddles set behind steering wheel spokes for hands-on transmission control.

These prime convertibles from an automaker renowned for designing elegant topless cars seat four in luxury.

They also carry tightly tuned mechanical systems to kindle a lively personality skewed toward the sporty side of automotive behavior and provide the Mercedes retinue of sophisticated electronic gear for safety and convenience.

And the new package design looks absolutely stunning in an emotional statement of curvaceous sheetmetal.

A front end reflects bold geometric shapes off the E320 sedan with four articulated oval headlamps separating a chrome grille with the Mercedes emblem pinned prominently in the center spot.

Every angle exaggerates the aerodynamic fluidity of motion: Grille slants back further than on E Class sedans, the hood slopes more seriously and the windshield tilts rearward in the extreme to achieve that windswept suggestion of swift movement.

Mercedes-Benz CLK500 Avantgarde 2003

2009-02-27T00:15:00.000-08:00

THE Mercedes-Benz CLK's main objective is to draw back some buyers from a market segment owned by the BMW 3 Series coupe. The CLK certainly has the ingredients to do that, even if it's image is one of elegance and refinement rather than sporty BMW style - although the latter can be made available via an options list that includes plenty of AMG gear. And, in 225kW CLK500 form, don't discount it as a formidable highway express. Though a fair bit larger, it might not look hugely different to the previous CLK coupe, but some important stuff has been done to increase interior space and develop aerodynamics that are among the best in class. The latest CLK is also more refined, meaning its road manners are a step ahead of the first-generation model that came here in 1997.

Mercedes-Benz CLK430 Cabriolet 1999

2009-02-27T00:10:00.000-08:00

The CLK Cabriolet and CLK 430 Coupe are new model additions to the CLK lineup for 1999. Safety features exclusive to the Cabriolet include a rollbar system that deploys in three-tenths of a second and rear head restraints that extend to maximum height in a split second if onboard sensors detect an impending rollover. Standard safety features on all CLK models include, anti-lock brakes, dual front airbags and door-mounted side airbags. Brake Assist is now standard on all 1999 models. Brake Assist detects an emergency stop by how quickly the brake pedal is applied and then applies full braking force faster than the driver can. An Electronic Stability Program is available that will protect the car from going into a spin or slide.

Mercedes-Benz CLK350 2005

2009-02-26T23:33:00.001-08:00

Mercedes CLK 350

Mercedes-Benz decided to revamp and redesign the CLK320 in 2006 to the more powerful CLK350 which is becoming more popular as the year goes on. With a new exterior, new standard equipment, and a new base engine, this car that was always feisty has become even more so.

It boasts a commanding 272 horsepower 3.5L V6 engine that has been changed to a seven-speed automatic transmission. The new

CLK350 also now has an enhanced front apron design and new premium sport wheels.

With the price at a mostly affordable $55,000 it can be bought by the rich and famous or by the hardworking executive. It is been rated as an excellent value in its class and has an excellent rating when it comes to the look of the car. The sporty but classy body flair shows prominence and style without being too ostentatious.

For a 6-cylinder it has relatively good fuel economy with the car getting 28 miles per gallon on the highway and 17 miles per gallon in the city. The handling is superb, as with most of the C-classes of the Mercedes making it feel very easy to drive with little effort or fear of body roll.

It is a 2-door car so one of the cons could be considered the rear seat entry which is said to be difficult to navigate for the larger person, but not horrible. The rear seat room leaves a little bit to be desired but again, not completely out of the question.

Surprisingly one of the more common complaints about this car comes from something very simple; it has but one cup holder. Now for some people they may laugh and think how inconvenient but not worth giving up the car for, but for others who travel for business frequently this may be very difficult to manage. In fact most of the reviews written on this outstanding vehicle mention the lack of cup holders.

Besides that small problem, most people are thrilled with the smooth acceleration and splendid handling. The car is as equally quiet with the top down as it is with the top down. There is no question that Mercedes has a passion for manufacturing tremendous cars with a value that far surpasses other cars in a similar class. Not only will you look good, you will feel good too in this head turner of a car.

Mercedes-Benz CLK320 CDI 2005

2009-02-26T23:28:00.000-08:00

The Mercedes-Benz W209 cars have been produced since 2002. They are sold under the CLK-Class model names. The W209 is based on the W203 C-Class. It replaced the C208 CLK-Class after 2004 which were the first car to carry the CLK moniker.

The W209 is available in two body styles, a coupe and a cabriolet, and with three engines available, a V6 (CLK320 in ’04, CLK350 thereafter), V8 (CLK500), and supercharged V8 (CLK55). The cabriolet (Designated with an A, as in CLK500A) features a fully automatic retractable soft top covered by a metal tonneau that can be raised and lowered from outside the vehicle using the key fob.

Market position and competitors

The CLK is designed to fill the mid-luxury market position for coupes and convertibles. It is Mercedes-Benz’s only 4-seat cabriolet. Its direct competitors in the cabriolet market are the Volvo C70 and the Lexus SC430, although it is available with larger engines than any of its direct competitors. The CLK is positioned midway between the BMW 3 series coupe/cabriolet and the 6 series coupe/cabriolet.

Characteristics

The CLK is a superlative vehicle whose handling is exceptionally precise even under extreme cornering, road, and weather conditions, and whose performance is equal to the fastest readily available sports cars on the market. Performance is electronically limited to 135mph in the CLK350 and CLK500 models, and to 155mph in the CLK55 model. The electronic limitation is felt as a point at which the car simply won’t go faster, not as an artificial fuel cutoff that can cause bucking as in some vehicles.

The Electronic Stability Control (ESP) and Antilock breaking system (ABS) are both excellent aids to handling, making such feats as a 90’ degree turn on a typical two lane intersection from 50mph possible using simple hard breaking and turning with no significant fishtailing. Although the ESP system can be manually turned off, it never actually allows the wheels to spin completely freely. For example, the ESP system makes drifting (intentional high-power fishtailing) impossible without shutting the ESP system off using a factory test protocol that end-users cannot enable.

Both the 5-speed (’04 and ’05) and 7-speed automatic transmissions are so smooth that shifting is noticeable only unusual driving conditions. The cars have a manual sport/comfort mode switch that sets the transmission to start in 2nd gear and shift earlier in comfort mode. The new 7-speed transmission ads about 20% better fuel mileage in real driving conditions over the 5-speed with no loss in performance, although the additional shifting can be noticeable. In the CLK500, at 80mph, the 5-speed transmission runs at about 3000rpm, while the 7-speed runs at about 2200rpm. Both transmissions include automatic best gear finding so that the driver need not keep track of which gear the car is in during performance driving, and in the AMG model, the transmission can be set to stay in the highest possible gear for the best possible performance.

The 5-speed CLK500 gets an average of 15mpg in real city driving conditions, whereas the 7-speed CLK500 get an average of about 18mpg under the same conditions. Both add about 3mpg for highway driving.

The new 3.5 liter engine delivers enough performance to make the car seem basically the same along the line of motors; The earlier 320 felt like a nimble car but was not in the same class as the CLK500/55 in terms of performance. The CLK55 AMG ads considerably less additional performance than the AMG versions of other Mercedes-Benz cars, which probably accounts for its relative rarity.

Comfort and convenience

Mercedes-Benz concentrates its ergonomic design engineering efforts on subtle luxuries, such as seat-belt presenters, automatically lowering headrests when the seat is moved back so that it’s in the correct position for tall drivers, and lowering the passenger side mirror to show the curb when the car is in reverse.

More obvious conveniences include automatically dimming mirrors, in-dash navigation instructions, steering wheel control of audio system, iPod, and integrated telephone system, and cornering fog lamps that illuminate the road when you turn in the same direction as the turn indicators signal.

Model changes

The W209 was introduced in 2002. At introduction, it was available with a 3.2 liter engine, a 5.0 liter engine, and a 5.5 liter engine. The 2004 CLK was the last Mercedes Benz automobile to use the venerable D2B (Digital Data Bus) optical fiber media system introduced a decade earlier. The most obvious problem with this system was the clearly obsolete CD-ROM based navigation system.

The 2005 update included a new 3.5 liter 6 cylinder and the MOST (Media Oriented Serial Transport) media system used in the rest of the Mercedes Benz line, bringing along a significantly upgrade DVD based navigation system and iPod integration as optional features. The 2006 included an improved 3.5 liter 6 cylinder engine and added the steering wheel shift paddles from the AMG model to the CLK500.

Mercedes-Benz CLK 240 Convertible Elegance 2004

2009-02-26T22:57:00.000-08:00

The Mercedes-Benz CLK-Class is a mid-size rear-wheel drive coupé/convertible.

While it is based on the C-Class, its styling cues, engine, and price range are closer to that of the E-class, leading some to believe that the CLK is a coupé version of the E-class.

Mercedes-Benz CLK55 CA 2003

2009-02-26T22:54:00.000-08:00

A dense array of luxury features and convenience items fills the CLK's interior, though the layout is more logical and intuitively manageable than some recent Mercedes. Front seats are an AMG-specific sport design, giving reasonable lateral retention while retaining the complex power adjustability, pneumatic contouring, and memory you expect. The back seat is sculpted into two buckets.

At $69,470 suggested retail, the CLK55 AMG is a lot of money, but it's also a lot of car. The pieces come together in a particularly happy way, blending the sheer thrust we've loved since the '60s with 21st-century polish.

Mercedes-Benz CLK55 АМG 2003

2009-02-26T22:49:00.000-08:00

Those parts themselves aren't especially humble, either. The second-generation CLK line appeared for '03 (a Cabrio joins the family in '04) using a lot of existing E Class componentry to bring the swagger of the flagship CL coupes to a friendlier price point. The rigid, aerodynamic body carries a full complement of Mercedes' finest hardware, from well-sorted brakes, steering, and suspension bits to all the computer-based driver aids (Electronic Stability Control, Automatic Slip Control, Brake Assist, and more). You can get a CLK with 215 horsepower (the 3.2-liter V-6 CLK320) or 302 (the 5.0 V-8-powered CLK500), but the brew really starts to fizz when Mercedes adds the stroked 5.5-liter V-8 assembled by in-house tuners AMG. This isn't the supercharged version that stuffs 469 horses into an E55 super sedan or 493 into an S55 or SL55. But in naturally aspirated form, the engine makes 362 horses and 376 lb-ft of torque, giving the 3635-pound CLK plenty of pop.

Lapping Germany's Hockenheim race course (the new track through the stadium, not the old one through the woods), the CLK55 felt solid, but lively and eager. More responsive than the E55, more settled than the SL55, and more agile than the S55, the midsize coupe was the nicest of the line in hard direction changes, heavy braking into bends, and clawing out onto straights. The stiff body structure and supple suspension give good comfort and accurate control--about all we might have wished for was more talkative steering and a true manual gearbox.

An impromptu slalom competition demonstrated not only how calm the CLK remains when being flogged and how lustily the V-8 pulls from modest revs, but also how enthusiastic the electronic-traction nanny can be. Dashes through the course, at equal levels of intensity, consistently gave faster times and less drama when the ESP and ASR were left engaged. The dampness of a morning shower especially emphasized the system's value, but even when the pavement dried, the electronics were still the fast way to go. Impressive.

Mercedes-Benz CL65 AMG 2003

2009-02-26T22:31:00.000-08:00

The third generation of the CL is the W215-chassis coupé of 2000 to 2006. It is based on the 2000-2004/5 Mercedes-Benz S-Class, thogh it rides on an 8-inch shorter wheelbase. It is offered as four models: the V8-powered CL500, the supercharged V8-powered CL55 AMG, the V12-powered CL600 and the rare bi-turbo V12-powered CL65 AMG. The limited-edition V12-powered CL63 AMG was sold in 2001 only. All models seat four.

The CL coupes come equipped with the very latest in Mercedes-Benz technology, and the CL is always the first model to receive new technological features (it introduced the revolutionary Active Body Control fully-active suspension system and Bi-Xenon HID lights, both as world firsts).The CL-class has among the most popular luxury coupes in the world, outselling rivals such as the Jaguar XK8 coupe and the Bentley Continental GT.

The CL-class has a lengthy list of available features. The following features come standard: climate control, all-leather interior, wood trim, trip computer, CD, navigation system, front heated and cooled seats, power moonroof. Optional features include a heated steering wheel and voice-activated telephone.

Exclusive “designo” packages are also available. These packages add custom color metallic paint, custom color Nappa leather interior and exotic burl walnut trim. They are available in three variants: designo Cashmere, designo Espresso and designo Silver.

As with all major German manufacturers (except Porsche) Mercedes limit their cars to 250 km/h (155 mph). The justification for having two models with the same power (CL600 and CL55 AMG) is that the CL55 AMG is sportier and more responsive, while the CL600 is more luxurious with a smoother ride. The CL65 AMG is made to order in very small numbers, and is the most powerful CL to date.

The CL63 AMG is the rarest CL of all. It was produced only in November 2001, and just 26 examples were ever built for sale. The V12-powered CL63 AMG was only sold in Europe and Asia. Mercedes-Benz never offered the CL63 for sale; all were sold exclusively through AMG with a base price of £110,000 (~US$200,000).

From 1999 through 2002, the V12-equipped cars feature a cylinder deactivation system called Active Cylinder Control. The feature was dropped when the 493hp biturbo V-12 was introduced.

Mercedes-Benz CL65 AMG

2009-02-24T23:10:00.000-08:00

At the top of the Mercedes-Benz range rests the CL65 AMG coupe. The ultimate tool for hedonists, the CL65 virtually mirrors the similarly AMG-tuned S65 sedan with the exception of one feature: rear seat practicality. While the CL65's rear seat is cosseting and luxurious compared to most cars, there's no question that buyers of this large coupe are looking for a personal luxury tool, not a family car.

The CL65 features an earth-shattering 738 pound-feet of torque from its turbocharged 6.0 liter V12 engine, and an equally impressive 604 horsepower. Hooked up to one of the strongest 5-speed automatic transmissions ever built, this power train hurdles the CL65 faster than its 4,500 pound curb weight would suggest.

Upgrading the already opulent CL600 was no doubt a difficult task for AMG, but the CL65 somehow manages to squeeze in even more luxury and sport. While the CL600's mood is more about luxury than sport, the CL65 features an aggressive suspension and subtle sporting cues. Of course, there's still lots of shiny wood and premium leather hide inside. Although the CL600 stops with authority, the CL65's high performance brake system takes this power to a new level.

As with all AMG models, the CL65 has AMG-styled front and rear fascias, plus larger wheels -- 20-inch alloys in this case.

Standard features include ventilated seats, Night View Assist, adaptive cruise control, 14-way seat adjustment, nine airbags, an active and driver-adjustable suspension and Mercedes' latest COMAND audio and navigation system.

Mercedes-Benz CL55 AMG 2000

2009-02-24T23:04:00.000-08:00

Mercedes-Benz C-Class 2004

2009-02-24T07:52:00.000-08:00

Snapshot:
Entry-level, affordable Mercedes-Benz for the masses. Regardless, it has everything that makes a Mercedes worth owning and worth keeping. Rear-wheel-drive, supercharged 4-cylinder or V-6. All-wheel-drive available, hot C320 / C320 AMG versions offered.
How Much?:
US prices for a 2004 Mercedes-Benz C-Class range from $27,650 for the base V-6 to $50,400 for the C32 AMG.
The Inside Story:
The baby Merc is anything but small inside, though rear seat legroom is a bit tight. The seats are comfortable, supportive in the turns. As you might expect it is well-equipped, with all important features offered as standard. Only the controls are complicated, in typical Germanic fashion. Elegance models add polished wood trim, leather seating inserts, leather-capped steering wheel and gear knob.
Under the Hood:
Engine choices are extensive in the 2004 Mercedes-Benz C-Class. Base C230 gets a 1.8 liter supercharged four with 189 hp, C240 gets a 168 hp V-6. C320 has a 215 hp V-6, C32 AMG's supercharged V-6 makes 349 hp.
Transmissions:
A 6-speed manual is standard in all but the C320's and C32 AMG, which have a 5-speed automatic with self-shifting feature. The same automatic is a no-cost option in the lower-priced cars.
Warranty:
4 years/60,000 miles bumper-to-bumper. 4 years/50,000 miles powertrain.
Should You Buy A 2004 Mercedes-Benz C-Class?:
People are so accustomed to thinking of Mercedes-Benz cars as expensive, they may not be aware one can drive away in this lovely compact sedan for so little cash. Of course, the coupes and wagons push the price up, the all-wheel-drive system even more, and the wild AMG versions are in another class altogether. We'd be more than happy with a base C-Class which has everything we admire about Mercedes-Benz and we'd happily take it with the supercharged four. A few bucks more will get a smooth-running six. Always wanted a Mercedes? Here's your chance.

Mercedes-Benz Carlsson S-Class

2009-02-24T07:48:00.000-08:00

Carlsson, the Merzig-based automobile manufacturer specialised in refining Mercedes Benz models, impresses with a new high-quality RS-design kit for the S-class in either real carbon, a material which is mainly used in the Formula 1 or in polyurethane (PU). The exclusive overall package gives the S-class long version (internal production name V221) an even more sportive and unforgettable appearance. Using the RS-design and therefore the most precious materials, guarantees an unsurpassable exclusivity and uniqueness of the Carlsson S-class.

Carbon Design kit RS
The extended carbon kit for the S-class consists of selected components. The integrated front apron and the front spoiler lips enhance the sportive overall appearance. Moreover, the front view stands out for its stylish round Carlsson emblem for the front hood and characteristic grille insert. A set of especially curved side skirts with stainless steel grille inserts give the sides of the Mercedes an even more dynamic and stronger look. For road safety during day and night, there are four additional high-quality lights (fog lights and full beam). The rear section of the S-class is emphasised by its rear apron RS and a rear apron diffuser RS, crowned with a sportive rear spoiler made of real carbon. A four-pipe sport end muffler renders a sportive sound experience; it was especially developed by Carlsson with double-walled, heat-insulated end pipes and has a streamlined design made of stainless steel.

The RS design kits are available for the S-class series S 320 CDI, S350, S 450, S 500, S 600, S 63 and S 65. For more information about the exclusive tuning kits for the Mercedes Benz S-class, please refer either directly to Carlsson in Merzig, the Carlsson distribution network or any Mercedes Benz dealer.

Mercedes-Benz Carlsson ML 500

2009-02-24T07:46:00.001-08:00

For all off-road enthusiasts the famous Mercedes-Benz tuner Carlsson is offering a complete tuning package, which clearly, if tastefully, underlines the modern features of the new M-Class. Big, voluminous yet still sporty, with its performance tweaked to 430 bhp, and combining this with a touch of luxury, the CM50 K based on the ML 500 always cuts a fine figure both in the countryside and in the metropolitan jungle.

Mercedes-Benz Carlsson GL 500

2009-02-24T07:38:00.000-08:00

The otherwise renowned Mercedes Benz tuner kinda messed things up a bit. Esthetically speaking at least. The Carlsson Aigner Limited Edition, based on the Mercedes-Benz GL 500, makes its world premiere at the Geneva Auto Salon. The most powerful normally-aspirated GL in the world has a 5,461cc, 48-valve, DOHC V8 motor that puts out 388 horsepower. The tuner's conversion of this engine features a free-flow exhaust system with metal catalytic converters, gas-flowed cylinder-heads, high-lift camshafts and a remapped ECU to boost output to 456 horsepower.

Impressive and so far we really like the car. Why wouldn't we like the way this monster leaps from naught to 60 in just 5.9 seconds? The problem is not with the inner parts of the car, but with what Carlsson Aigner used to cover it up. Several coats of hand-rubbed wine-red metallic paint have been applied to just below the window line. Above it, rich black paint. The two colors combine to make the car look unfinished. Its like the primer was never covered in the lower part of the car. To make matters worse, they added three piece forged alloy wheels, surrounded by a highly polished 23-inch outer rim.

Wider wheel arches and new side skirts were added, as was a weird looking new front apron extension. Seen from the front, the car looks like a Mercedes with a surprised look on its face. One with a very big “nose”, as the first thing that catches your eye is the oversized front grille.
Being so ugly, we can understand why the tuner decided to build only 20 of these... things. What we can't get is why ask 228,500 euros for it? Or rather, who is going to pay that much for it?

Sure, the mechanics is probably worth it, but the looks cancel all that out. The CK55 RS Rascasse is the perfect vehicle to be used in the Bronx. All the guys with big gold chains around their necks and guns tucked away in the most unthinkable places really needed a replacement for the outdated “gangsta” Escalade.

Mercedes-Benz CLS 55 AMG

2009-02-24T07:36:00.001-08:00

With apologies to Jessica Rabbit, Mercedes's new CLS isn't a coupe, it's just drawn that way. Sure, it has four doors, but the roofline of this sedan actually plunges lower than those of Mercedes's real coupes, the CL and CLK. And the nose and tail of the CLS taper downward dramatically, like a grand touring car. It's as if Mercedes took the square-shouldered, Teutonic E-Class sedan and sexed it up with some seductive Italian curves.

If the exterior shape of the new CLS is more than a bit extroverted, the interior is markedly discreet. Peek through the slitlike side glass, and you'll see a well-coiffed four-place sitting room that's more Modena than Stuttgart.

The same supercharged and intercooled 5.4-liter V-8 that powers the E55 pumps iron in the CLS. Pop the hood, and there's some neat machinery to look at. Forget other luxury cars that bury the hardware under a stylized plastic cover; the CLS55's supercharger housing and cast-aluminum twin plenums are there for gearheads to see and appreciate. Compared with the none-too-pokey CLS500, the CLS55 enjoys a 55-percent boost in output from 302 to 469 horsepower. Torque also takes a sizeable 52-percent leap, from 339 to 516 pound-feet. No whirring supercharger vanes. No whistle as you tip into the throttle. Just a brassy jazz quartet broadcasting from the four-pipe chrome-tipped exhaust. By our estimates, the AMG motor trims about a second and a half off the CLS500's 0-to-60 time, blowing right past the Jaguar XJR and joining company with the likes of the Bentley Continental and Audi RS6.

Partly because the AMG V-8 has more than ample torque for any driving situation (without requiring seven ratios) and partly because the five-speed automatic has proven its durability behind the supercharged engine, the CLS55 AMG does without Mercedes's new 7Gtronic seven-speed automatic. In auto mode, the Speedshift box also will downshift actively if it senses high-g braking. Switch to full manual mode, and the transmission will neither upshift nor downshift without driver intervention, regardless of rpm.

Mercedes-Benz C320 Sport Coupe 2004

2009-02-24T07:26:00.000-08:00

The Mercedes-Benz C320 received a few minor upgrades for 2004, including new front brakes, a slightly lowered suspension for a sportier feel, larger 17-inch tires, and new five-spoke alloy wheels.

Five versions of the C320 were available in 2004, including a sedan and wagon with rear-wheel drive, a sedan and wagon with the automaker's 4Matic all-wheel-drive system, and a two-door sport hatchback model.

Power for all versions of the C320 was provided by a 3.2-liter V6 engine that produced 215 horsepower. A five-speed automatic was the standard transmission in all models except the C320 two-door hatchback, which was equipped with a six-speed manual transmission. (The automatic was optional in the hatchback.)

In keeping with its status as a compact luxury sedan, the C320 was well-equipped with such features as power windows, power heated mirrors, power-adjustable front seats with memory, leather seats (except for the hatchback model), air conditioning, a keyless entry system, cruise control, and a full complement of airbags.

Mercedes-Benz C320 Avantgarde 2000

2009-02-24T07:24:00.000-08:00

The second generation C-Class was introduced in 2000, with an even sportier look than the previous generations, with a steeper frontend and shorter rearend. The sedan debuted with a range of straight-four and V6 petrol engines and straight-four and straight-five Diesels. The V6s were versions of the previous model with increased displacement, to 2.6 L and 3.2 L, this one with 218 PS (160 kW/215 hp). The Diesels now featured common rail direct injection and variable geometry turbochargers. Six-speed manual gearboxes were now standard for nearly the entire range (except the C 320 and C 270 CDI). For the first time, the number designations were no longer equivalent to the engine displacement, more specifically in the C 180 (2.0 L), C 240 (2.6 L) and C 200 CDI (2.2 L).

In 2001, Mercedes increased the range, with the introduction of the new T-Modell (station wagon) and Sportcoupé bodyworks. The Sportcoupé was actually a three-door hatchback made to counter the BMW Compact, but like its competitor, it proved unpopular with the younger buyers it was targeted towards, due to high prices compared to the lower entry-level models it was competing against, a cramped cabin, and handling problems when compared to the sedan. It was removed from the US lineup in 2005 and is unlikely to be replaced for the third generation C-Class. A new family of supercharged four cylinder engines, dubbed M271, also debuted. All of them used the same 1.8 L engine, with different designations according to horsepower levels, including a version powered by natural gas. The 193 PS (142 kW/190 hp) C 230K was initially available only in the Sportcoupé. 4MATIC four wheel drive versions were also offered for the C 240 and C 320.

After the success of the AMG models in the previous generation, Mercedes-Benz attempted to increase sales by introducing two different AMG versions in the new model, also in 2001. The C 32 AMG scaled back down to a 3.2 L engine, to match the E46 M3 displacement, but it required a Roots supercharger to reach 354 PS (260 kW/349 hp) at 6100 rpm and 450 Nm (332&ft.lbf) at 4400 rpm. Like its predecessors, it used a five-speed automatic. The second version was C 30 CDI AMG, using a 3.0 L five-cylinder engine, capable of 231 PS (170 kW/228 hp) at 3800 rpm and 540 Nm (398 ft.lbf) at 2000 rpm. Both were available in all three body styles, but the Diesel model did not reach sales expectations and was retired in 2004, as well as the C 32 AMG Sportcoupé.

The C-Class was refreshed in early 2004. In this year, the interior styling was changed in all three body styles. Different taillights were added to the Sportcoupé and several all-new M272 and OM642 V6 engines were introduced later in the year. These were available in both petrol and Diesel configuration, ranging between 2.5 L and 3.5 L, and the three-valve twin spark design was replaced by the more standard four-valve design, now with variable valve timing. The C 350 could now reach 272 PS (200 kW/268 hp), while the C 320 CDI was good for 224 PS (165 kW/221 hp). In addition, these engines also received the new seven-speed 7G-TRONIC semi-automatic gearbox as optional, the Diesel four cylinder's power was slightly increased, and a more economic naturally-aspirated 1.8 L (C 160) was added to the Sportcoupé lineup.

The C 32 AMG was also replaced, giving way to a new 5.5 L naturally-aspirated V8-powered C 55 AMG. This was an evolution of the V8 engine found in the previous E-Class, with power raised to 367 PS (270 kW/362 hp) at 5750 rpm and torque climbing to 510 Nm (376 ft.lbf) at 4000 rpm. Unlike the less-powerful V6s and V8s in the rest of the Mercedes-Benz lineup, it continues to use Speedshift five-speed automatic. Maximum speed is still limited to 250 km/h (155 mph), but the car can now reach 100 km/h (62 mph) in a claimed 5.2 seconds.

The C-Class is arguably one of the most popular automobiles in its class in many of the European markets. The second generation was for a long time after its release the second most popular new car in the German market, right after the Volkswagen Golf, and in 2002 it achieved success in the field of safety by scoring the maximum five stars in a EuroNCAP crash test. In the United States, the C-Class automobiles are the least expensive of the Mercedes-Benz lineup.

Mercedes-Benz C320 2002

2009-02-24T07:15:00.000-08:00

We could spend this entire article disputing the merits of the so-called entry-luxury automobile, an automotive category that was effectively created by the Mercedes-Benz C-class and its predecessor, the 190-series, beginning nearly twenty years ago. We could practically write a doctoral dissertation on Mercedes-Benz's marketplace role over the past decade, how it has influenced and been influenced by Lexus and other competitors, for better and for worse; how it has traded prestige for profit; and, most important, how the ever-expanding, ever-more-accessible C-class family figures into the company's newfound role as Everyman's luxury-car maker. We could even ponder whether the C-class is an entry-luxury automobile, with an as-tested price of $41,000; there's nothing entry about forty large. But instead, we will tell you that we had a pretty good year with our 2001 C320. Not four scintillating seasons but a rewarding twelve months nonetheless.

The C320 felt like a genuine Mercedes-Benz, or at least how our collective memory told us driving a Mercedes-Benz should feel: The adjective solid appeared often in logbook impressions. Our test car had the $2950 sport package (firmer springs and dampers, bigger anti-roll bars, lower-profile tires) and the optional 215-horsepower, 3.2-liter V-6. The chassis is not overtly sporty in the BMW 3-series idiom, but it adapted easily to driving styles and road conditions. The C320's steering, braking, and acceleration had the solid, deliberate sense that has long characterized Mercedes, but the car's overarching attribute was that V-6, which is the top-of-the-line C-class engine excepting the handcrafted, supercharged V-6 in the C32 AMG. (The last-generation entry-level C-class had Mercedes-Benz's supercharged four, one of the most underwhelming engines of the past decade, but the current C240 sedan gets a 2.6-liter, 168-horsepower V-6.)

Terms of endearment for the 3.2-liter, eighteen-valve, SOHC six filled the logbook:

"The engine is strong and sounds great."

"Fantastic acceleration and even better sounds from the engine compartment."

"The engine is lovely."

"Engine performance is wonderful."

An engine is only as good as the transmission to which it is mated, and the C320's standard five-speed manu-matic was up to the task. If we put aside any consideration of paddle shifting, the Mercedes TouchShift gearbox is without doubt the best approach to a manual-shift automatic, because it requires only a sideward flick of the wrist to downshift or upshift, while most other manu-matics make you move the gear lever into a separate gate before changing gears. That might not sound like a big deal, but the extra step matters when you're trying to drive like David Coulthard. And even if you don't shift the C320 manually, all you have to do is mash the accelerator pedal, and this powertrain delivers. "The five-speed automatic is exceptionally well suited to the engine," declared photographer Glenn Paulina after 1000 miles in the C320, a sentiment often echoed.

Opinions differed in regard to the chassis and the suspension, which consists of struts and lower links in front and Mercedes' traditional multi-link setup in the rear. "The C320's handling is athletic, and it can dance more like a 3-series than the last-generation, point-and-squirt C-class," said Paulina. Contributor Kirk Seaman, on a trip to deepest Minnesota for a wedding, praised the "fabulous brakes" and judged the damping to be "great over anything but the most frost-tortured tarmac." Managing editor Amy Skogstrom, on the other hand, found that the ride wasn't as "plush" as she'd expected; "rough pavement was very noticeable." Countered senior editor Joe Lorio: "The ride is more firm and Germanic than plush, but that feels right to me." Editor emeritus David E. Davis, Jr., sided with Skogstrom, opining that "the ride is rock 'n' roll, I suppose because of the sport package. It doesn't damp out the minor pavement hills and valleys the way a standard C-class might."

Dynamically speaking, there were few nits to pick about the C320, but sometimes the car seemed too blandly competent. "This is really a splendid car, but it's hardly a thrilling one," said senior editor Eddie Alterman. "Give me a Lexus IS300 any day of the week."Added another editor after spending a long Fourth of July weekend with the C320: "This car feels heavy in a good traditional Mercedes way, but it offers few on-the-surface driving thrills. I drove 700 miles and can't recall my pulse quickening even once."

Mercedes-Benz C220 CDI A 2004

2009-02-24T06:45:00.000-08:00

Mercedes-Benz C180 Classic 2000

2009-02-24T06:39:00.000-08:00

The new C-class range will be noted as a watershed model in Mercedes-Benz history and the entry level C-180, although not the best, is the most improved and the most surprising value for money. Superbly designed and engineered it offers a full complement of safety and convenience features, a remarkable ride and handling set up and competent if not dazzling performance.
mercedes benz c180 classic

The allure of owning a new Mercedes Benz means the bulk of sales are for entry-level versions of the mainstay C-class range. Unfortunately, while these models have traditionally looked the part, modest equipment levels, wheezy-1.8 litre engines and a history of lethargic accelerator response have caused significant disappointment. Times change, and the all-new and highly acclaimed 2000 C-class will be noted not only as one of the best examples of the marque, but for the significant improvement of the most affordable Merc.
pricing and equipment

This eagerly awaited C-class range is offered in four versions, C180, C200-Kompressor, C240, and C320, each with three equipment levels: Classic, Elegance and Avantgarde. A four-cylinder 2.0-litre engine is fitted to both the C180 and C200, the latter gaining the advantage of a belt-driven supercharger to lift power and torque figures to 120kW and 230Nm over the standard 95kW and 185Nm. C240 comes with a 2.6-litre V6 producing 125kW and 240Nm, while the flagship 3.2-litre V6 delivers 160kW and 31 Nm. Both four-cylinder models can be optioned with the six-speed manual gearbox, although it is unlikely many Mercedes buyers will give up the exceptionally smooth five-speed auto. V6 models are auto only.

An entry-level Classic displays the typically understated Mercedes approach, clean style and perfect function. Equipment level is nevertheless impressive, particularly in the range of safety features. The Elegance lives up to its name with more luxury appointments, chrome trim strips, alloy wheels and leather steering wheel, while Avantgarde versions display the most dynamic side, with blue tinted glass, textured aluminium interior trim and 16-inch alloy wheels.

At $54,900, the automatic C180 is a steal, while the six-speed manual for $3000 less will tempt the enthusiast. What is important is a fundamental change in the base car's character and appeal. Sharper steering, superb suspension control and a stronger, more responsive engine make this compact Mercedes a delight to drive. Although designated as C-180, this engine is in fact a four-valves-per-cylinder 2.0-litre, which produces respectable mid-range torque and delivers a comfortable cruising manner. Power figures and recorded acceleration times do not make exciting reading, and the new car is 100kg heavier, yet there is a newfound responsiveness off the line and improved flexibility in traffic.
on the road

Mercedes has ditched the long travel and frighteningly delayed accelerator action as well as opting for a faster-responding (adaptive) automatic transmission. Despite the occasional flair of engine revs with a hasty kick-down, the auto generally responds quickly and smoothly for drivers who have a flowing style in traffic. The adaptive auto will hold a lower gear longer during long climbs even as the accelerator is released, while the one-touch shift lever (first introduced in the 1998 S-class) provides the option of instant manual selection. Simply tapping the shift lever away from or towards the driver will allow full manual control of gear selection. It works surprisingly well.

Given the superb dynamic qualities of the C180, the six-speed manual transmission is now a much more attractive option for enthusiasts. Over 800km of testing, we recorded a respectable fuel consumption of 10.5 l/100km, thirstier than most lighter 2.0-litre sedans and ranging from 9-12 l/100km between highway and city running.

There are a number of significant changes to the components used in the C-class ride and handling package. Notably, Mercedes for the first time has switched to a three-link McPherson Strut front suspension and rack and pinion steering. At the rear is the Mercedes-patented multi-link independent suspension axle, which remains unsurpassed in many respects. With the wheelbase increased by 25mm, front track width 6mm and rear 12mm, the result is a mid-size car with the ride of a larger limousine yet with the crisp steering response to match its sporting sedan rivals.

Our C180 remained comfortable and composed over a variety of notoriously poor back roads, as well as demonstrating fingertip turn in accuracy and remarkable balance over twisting mountain roads. Larger brake rotors all round, brake assist to automatically achieve maximum brake pressure and an electronic stability program (ESP) to limit skidding on loose or wet roads, add to the dynamic competence. These attributes position the C-class ride and handling among the best mid-size cars in the world. If that's not enough, a sports suspension kit is optional on all models.
interior and safety

Cabin design and interior presentation also generated many favourable comments. For a mid-size car, the C-class not only looks like a smaller version of the top-of-the-range S-class but offers a surprising amount of space and practicality. Virtually every interior measurement has been improved over the outgoing model, and with ample head, shoulder and leg room, it is particularly comfortable for four adults. The interior offers a pleasing blend of elegant form, which is less claustrophobic than many previous models and boasts essential practicality right down to the large storage bins and glove box.

Drivers will note the superb ergonomic layout of all controls and switches, the tailored comfort of the height-adjustable seat, height and reach-adjustable steering containing common control switches and the ease of entry and exit with features such as automatic steering wheel tilt. Typical of the Mercedes-Benz philosophy are the clever design features and engineering which are not obvious: cabin climate memory stored in individual ignition keys, a single air recirculation switch that closes all windows and sunroof on entering tunnels or underground car parks, and speedtronic that locks in a chosen maximum speed. Boot load space is equally accommodating in both space and clean design.

For Mercedes, safety remains paramount and even the base C-class features a swag of advanced secondary safety features in addition to the excellent dynamic safety. A new impact-absorbing �crash box' at the front is designed to be replaced at low cost after a minor collision. There is an ellipsoid firewall to optimise occupant protection, seatbelt force limiters and tensioners front and rear, adaptive (two-stage) dual front airbags, side airbags front and rear, plus window bags that extend like a curtain from the A to C pillars to reduce head injury. Owners also have the option of an integrated child safety seat. Once again there are many less obvious features, such as darkness-activated headlights and rain-sensing wipers.

Adding to the exceptional value for money of the C180 is the comprehensive standard equipment list, but be wary of pricy options. There's a reassuring three-year unlimited-kilometre warranty and no startling surprises in our basket of common replacement items.
the verdict

The new C-class range will be noted as a watershed model in Mercedes-Benz history and the entry-level C180, although not the best, is the most improved and the most surprising value for money. Superbly designed and engineered, it offers a full complement of safety and convenience features, a remarkable ride and handling set-up and competent if not dazzling performance.

Mercedes-Benz C112 Concept 1991

2009-02-24T06:34:00.000-08:00

For the 1990 racing season, Mercedes-Benz teamed up with Sauber to create the C 111 Group C car. The results were spectacular: the team became world champions.

Even that was not enough to satisfy our engineers however. They wanted to look for ways to test active systems for controlling vehicle dynamics before introducing them on production models – and so the high-performance C 112 sports car was born. Powered by a 6.0-litre V12 engine, it developed 300 kW (408 hp) and peak torque of 580 Nm. To ensure its huge power could be used with maximum active safety, the engineers delved deep in their box of tricks and came up with a range of electronic systems.

One such system was Active Body Control (ABC), which made its debut on the C 112. ABC features a combination of springs and hydraulics at each wheel, plus sensors that monitor the vehicle's movements. A computer then assesses the data collected via the sensors and adjusts the active suspension elements accordingly. The result is ride stability the likes of which had never been seen before.

In addition, the C 112 was fitted with active rear steering. This allowed the car to compensate if the wheels were knocked off course by external influences such as surface imperfections, side winds, or road surfaces with varying levels of grip. Latest-generation anti-locking braking (ABS) and anti-skid control systems completed the picture.

No less exciting was the car's styling: the spoiler and wing were infinitely adjustable and could thus be adapted to the driving situation to ensure the optimum combination of low drag and high downforce. The rear wing could also be extended instantly in high-speed cornering and under emergency braking. For optimum stopping power, the braking system automatically split the braking pressure between the front and rear wheels.

It was not just in its ability to offer controllable high-performance motoring that the C 112 was a precursor to the Mercedes-Benz SLR McLaren however. It also had the gullwing doors first seen on the legendary 300 SL and recently revived on the SLR.

Mercedes-Benz C55 AMG 2004

2009-02-24T06:30:00.000-08:00

Mercedes-Benz C32 AMG 2000

2009-02-24T05:44:00.000-08:00

The C 32 AMG offers special moments to all of its drivers. Impressive dynamics, for example, which are technically defined through a torque of 332 lb-ft, a power of 349 hp and a stopping distance of less than 112 feet from a speed of 60 mph - and visually with a look that is dynamic without being garish.

With the new AMG 3.2 liter V6 Kompressor engine, the legendary V8 engine of the C 43 AMG has found a more than worthy successor. Out of 3.2 liters engine capacity, the AMG V6 Kompressor engine develops 260 kW/349 hp and generates 332 lb-ft @ 4,400 rpm.

Acceleration is AMAZING. This is the fastest stock Mercedes ever produced: the C 32 AMG sedan loaded with two adults and luggage takes only 5.2 seconds to reach 62 mph according to Mercedes. The car is capable of runs to 60 in 4.5 seconds! (AutoCar review Jun 27th 2001) That's faster than the new BMW M3 and the Porsche 911. The newly-developed AMG high performance brake system with ventilated disk brakes all round and perforated brake disks at the front cooperates with the AMG sports suspension to achieve even faster standstill.

A main component of the engine is the compressor. However, all other components, too, are up to the engine's demanding performance requirements. A reinforced crank gear as well as a valve gear with a finely balanced crankshaft, stronger valve springs and pistons made from race-tested materials ensure a high level of operating endurance, while the new AMG SPEEDSHIFT® automatic transmission ensures superior driving dynamics.

The newly-developed AMG SPEEDSHIFT® five speed automatic transmission with touch-shift combines the advantages of manual and automatic transmission systems, making for the liveliest, dynamic performance possible, yet exhibiting refinement when driving under normal conditions. The new lightweight torque converter, for example, can lock up in all forward gears. Faster gear changes and optimized shifting points provide for especially agile driving dynamics. The AMG SPEEDSHIFT® transmission will also hold a selected gear under high cornering loads, preventing an upshift in mid-corner, while under heavy braking the transmission will automatically downshift, selecting the optimal gear for the situation.

AMG sport seats in two-tone nappa leather in the front offer optimal support while also underlining the C 32 AMG's exclusiveness. Additional special AMG details include the AMG ergonomic sports steering wheel, the 300 km/h AMG instrument cluster and the selector lever with C 32 badge.

With its AMG styling, the C 32 AMG appears powerful and dynamic, even at a standstill. It is perfectly complemented by AMG twin oval tailpipes and the newly-designed AMG 17" light-alloy wheels in a twin-spoke design painted in sterling silver. The wheels are 7.5 inches wide in front with 225/45 R 17 tyres, 8.5 inches wide with 245/40 R 17 tyres at the rear axle.

Mercedes-Benz C30 CDI AMG SC

2009-02-24T05:32:00.000-08:00

AMG calls it the first-ever diesel sports car. Westfield, among others, might dispute that claim but the point is made. Mercedes' official tuning arm now embraces diesel power, ratcheting it a little further along the road of petrolhead cred.

Maybe that means there will be dieselheads in the future. Or maybe not. Meanwhile, there's a 3-litre C-class Sports Coupe with 398lb ft of torque to consider. Or a saloon, or an estate - but the Coupe is the one that looks most like the sports car of AMG's declaration.

This engine also delivers 231bhp, a popular German tax-break figure which just happens to be the same as that produced by BMW's similar-capacity petrol engine except that this peak happens at 3800rpm. But figures alone are not enough to make an engine excite an evocentric appreciation. It needs to tingle senses other than those that monitor the neck muscles, and that can be hard work for a diesel when hearing is the main sense in question.

But this is not as other diesels. It has a voice, a deep, slightly throbby five-cylinder note vocalised through two fat, gently downturned tailpipes, which takes on the dieselly rattle up front and mostly wins. Besides, it's not that rattly, even though there's a little more combustive clatter and thrum than in the regular C270 CDI from which this engine is descended.

That descent is more than just a longer stroke and extra fuelling. The iron block casting is new, with a cast-in oil rail to direct cooling oil under the piston crowns. The head has freer-flowing ports and water passages, and a lower compression ratio to handle the higher boost pressures. The head bolts are hollow, too, so cooling oil can flow through them to reduce their expansion and, therefore, maintain clamping force.

The other main engine innovation is a water-cooled intercooler with its own radiators. An intercooler usually relies on outside air passing through its fins to cool the induction air that the turbocharger forces through its channels, but here we have two remote radiators with their own water circuit and pump. The cooled water from these chills the intercooler's induction air to just the right amount, altered electronically by the pump depending on the engine's needs and the outside air temperature. This way, the engine can be taken more precisely to its boost limits without fear of damage. The engine electronics similarly modulate the turbocharger's variable vanes for optimum response.

And what a response it is. Just a tickle of the accelerator blips the engine into a low-inertia rev that's hard to square with the diesel soundtrack, and it's no false promise. With ESP switched out, it'll smoke its rear tyres from a standing start, then change up a gear for the next shove of g-force until all five gears are used up.

AMG claims a 6.8sec 0-62mph time, but that doesn't reveal the shoulder-shrugging ease with which the C30 will surge past slower traffic, pulling massively from 1800rpm or less. If you're ambling, an upshift might see the engine trickling down to 1500rpm and you expect the fire to go out, but it still blazes.

It does 155mph, of course, the AMG C30 CDI being easily the quickest SC of all. Even better, it averages an extraordinary 37.2mpg. It also has a neat trick unique to AMG autoboxes. There's Mercedes' usual not-quite-Tiptronic side-to-side manual override, but if you pull this one's lever to the left and hold it for a second it will automatically select the gear to give the best overtaking ability at that speed. So if you're waiting to blast past, you don't have to contend with the momentary pause of a kickdown - although that, too, is smooth and quick enough compared with a petrol C-class's sometimes abrupt shift. It also automatically holds a gear in a corner even if you ease the accelerator, and down-shifts as you slow so the engine gives its best when you accelerate again.

Beyond the enhanced powertrain, the C30 gets a chassis and body makeover much like that of the V6-engined C32, with recalibrated springs and dampers, stiffer anti-roll bars, a stronger differential and tougher driveshafts to take the torque. After the rubbery aloofness of the regular C-class's steering (the Sports Coupe being the worst-afflicted), the AMG's is a joy: precise, proportional, and informative. Why can't all C-classes be like this? And it's not as if the ride is ruined, despite 245/40 ZR17 tyres at the back.

You need to be skilled and/or brave to disengage the ESP, though. Ample as those tyres are, their traction is easily breached when 398lb ft pours through them to tip the AMG into a benign but insistent powerslide. You can still enjoy the C30's balance and responsiveness with the ESP on, because its intervention is subtle: it reassures rather than frustrates, as with all the best systems.
Here is arguably the sportiest diesel yet offered, a rich driving experience in its own right, and proof that a diesel performance car needn't be an automotive oxymoron. But could you bring yourself to buy one? It would be a more knife-edged decision than ever were AMG not fudging the right-hand drive issue, claiming it's difficult to do. Yet the regular C270 comes right-handed, and the UK is one of AMG's strongest markets. Come on, guys...

Mercedes-Benz Brabus v12 SL

2009-02-24T05:27:00.001-08:00

Rejuvenated by a substantial model update the fifth generation of the Mercedes SL now starts yet another chapter in the unparalleled success story of the popular Mercedes roadster. The corresponding exclusive sport program comes from BRABUS. Powerful increased-displacement engines with up to 730 hp (720 hp SAE net) / 537 kW of power, a striking designer suit, high-quality light-alloy wheels with diameters of up to 20 inches, professional suspension tuning and custom interior design: The BRABUS program leaves nothing to be desired.

The top-of-the-heap BRABUS power source for the SL 600 is the BRABUS SV12 S Biturbo engine, developed originally for the BRABUS ROCKET, the world`s fastest sedan. 730 hp (720 hp SAE net) / 537 kW of power and a whopping peak torque of 1,320 Nm (973 lb-ft), electronically limited in the car to 1,100 Nm (811 lb-ft), are the result of numerous modifications. During the displacement increase from 5.5 to 6.3 liters the engine`s interior is completely reworked. In addition the engine is fitted with a more efficient turbocharging system and a stainless-steel high-performance exhaust system with metal catalysts. Power is transferred via a reinforced five-speed automatic transmission and a special BRABUS limited-slip differential that is available for all SL models.

A sprint time of 4.0 seconds from rest to 100 km/h (62 mph), 10.5 seconds to 200 km/h (124 mph) and – depending on final drive ratio and tire speed rating – an electronically limited top speed of 350 km/h (219 mph) make the BRABUS SV12 S Biturbo roadster one of the world`s fastest sports cars.

BRABUS tuning is also available for the SL 65: The BRABUS T 12 S performance kit increases power output by 40 hp (DIN and SAE net) / 29.4 kW. The BRABUS T 65 S power kit bumps power output to 715 hp (705 hp SAE net) / 526 kW and peak torque to 1,100 Nm (811 lb-ft).

The SL 63 AMG also receives some added power with BRABUS B63 S tuning. Sport air filter, high-performance metal catalysts and newly programmed engine electronics add 40 hp (DIN and SAE net) 29.5 kW to the power output of the fast-revving V8 engine, and increase top speed to 320 km/h (200 mph).
The four-valve-V8 engine of the SL 500 (US: SL550) with BRABUS 6.1 S displacement increase produces 462 hp (456 hp SAE net) / 340 kW of power at 6,200 rpm and a peak torque of 615 Nm (453 lb-ft) at 3,100 rpm. The BRABUS 4.0 displacement engine with 332 hp (327 hp SAE net) / 244 kW of power and 420 Nm (310 lb-ft) of torque is available for the V6 four-valve engines of the SL 280 and SL 350.

The stainless-steel BRABUS sport exhaust system with four chrome-plated tailpipes is a must for all BRABUS high-performance engines. But it is also the answer for all SL owners wishing for a sportier exhaust note and for a more striking rear appearance of their two-seater.

To add sporty emphasis to the elegant lines of the new Mercedes SL series, the BRABUS designers went into the wind tunnel to develop a strikingly styled aerodynamic-enhancement kit.

The front of the SL receives some added pizzazz with the BRABUS front apron that replaces the production bumper. It features LED daytime running lights as well as auxiliary high beams and fog lamps, and reduces lift on the front axle at high speeds.

The elegantly shaped BRABUS rocker panels each have three entrance lights integrated into their underside. The lights are activated with the keyless fob or by pulling on an inside door handle. The LED lights illuminate the ground on either side of the vehicle and help avoid unfortunate missteps into puddles or holes in the dark.

The BRABUS design package for the latest SL-class is rounded out by a rear component that integrates environmental lighting, a centrally mounted rear reflector and two cutouts for the sport exhaust system.

Just as important for a customized look are one-piece and multi-piece BRABUS Monoblock light-alloy wheels, which can be mounted on the new roadster in four different designs and with diameters of 17, 18, 19 and 20 inches. The largest possible tire/wheel combination on the new SL features BRABUS Monoblock VI, E or S wheels in size 9Jx20 in front with size 255/30 ZR 20 tires. The rear axle rolls on size 10.5Jx20 wheels with size 305/25 ZR 20 tires. BRABUS recommends high-performance tires from Pirelli and YOKOHAMA.

To further improve the already potent handling capabilities of the new Mercedes SL, BRABUS has developed special suspension solutions. For the SL 280 and 350 models with conventional suspension BRABUS offers its sport springs. For all SL models with ABC active suspension BRABUS has developed an electronic module that lowers the ride height by some 25 millimeters. Sport sway bars reduce body roll.

BRABUS high-performance brake systems for the SL-Class are available in four different versions. The largest one features vented and cross-drilled front discs measuring 375 x 36 mm (14.8 x 1.4 inches), and 12-piston fixed calipers. The rear discs measure 355 x 28 mm (14.0 x 1.1 inches) and come with six-piston fixed calipers.

BRABUS also customizes the interior of the two-seater by upping the level of luxury. The list of products includes scuff plates with illuminated BRABUS-logo, an ergonomically shaped sport steering wheel with shift paddles, and an exclusive BRABUS custom interior crafted from an exquisite combination of especially soft yet durable BRABUS Mastik leather and Alcantara.
End of Mercedes-Benz SL S V12 S review.

Mercedes-Benz Brabus SV12

2009-02-24T05:25:00.001-08:00

730 hp / 537 kW of power, 1,320 Nm of top and a top speed of 340 km/h: With the BRABUS SV12 S Biturbo coupe based on the latest Mercedes CL 600 model BRABUS presents the world�s fastest and most powerful coupe.

At the heart of this exclusive automobile is the BRABUS SV12 S Biturbo engine. It is based on the turbocharged Mercedes 600 twelve-cylinder engine and represents the most powerful street-legal V12 engine in the world. Installing a special BRABUS crankshaft with longer stroke, combined with a bigger bore and correspondingly sized forged pistons, increases displacement from 5.5 to 6.3 liters. Further engine modifications also include precision-machining the cylinder heads and fitting them with four special camshafts.

In addition the engine peripherals are also modified extensively. The modifications include special exhaust manifolds, two larger turbochargers, a high-efficiency intercooler and a high-performance exhaust system with metal catalysts and low back pressure. Extensive bench tests determined the new programming for the engine electronics that not only maximizes power yield but also ensures that the engine meets stringent Euro IV emission limits.

Performance figures of the BRABUS SV12 S Biturbo displacement engine speak volumes: A rated power output of 730 hp / 537 kW at 5,100 rpm is just as extraordinary as a peak torque of 1,320 Nm at just 2,100 rpm. In the car peak torque is limited electronically to 1,100 Nm.

Power is transferred to the rear wheels via a modified five-speed automatic transmission. The optionally available BRABUS locking differential optimizes traction. All BRABUS drivetrain elements are operated with ARAL high-performance lubricants.

The BRABUS S V12 S Biturbo coupe is not just the most powerful; it is also the fastest street-legal of its kind. 0 � 100 km/h in 4.0 seconds, 200 km/h after just 11.9 seconds and an electronically limited top speed of 340 km/h are all without equal.

The enormous performance of the BRABUS SV12 S Biturbo coupe places exceptionally high demands on the aerodynamic-enhancement parts that were developed in the wind tunnel. The sophisticated shape of the BRABUS front apron reduces lift on the front axle and improves engine and front brake cooling due to its large air inlet. Integrated fog lamps and high beams lend the car a characteristic appearance and further improve active safety by optimizing illumination of the road.

The BRABUS rocker panels optimize the airflow along the sides and feature integrated entrance lights for safe entering and exiting of the vehicle in the dark.

The BRABUS rear apron sports custom-tailored cutouts for the BRABUS quad sport exhaust. Three LED lights integrated into the apron are also activated via the keyless fob. An understated rear spoiler rounds out the sophisticated BRABUS aerodynamics concept, and reduces lift on the rear axle for further improved directional stability at high speeds.

The enormous performance of the BRABUS SV12 S Biturbo coupe is kept safely in check at all times thanks to custom-tailored solutions for tires, suspension and brakes. Among them are BRABUS Monoblock light-alloy wheels with diameters of 18, 19, 20 or 21 inches. The largest tire/wheel combination features BRABUS Monoblock VI and E wheels in sizes 9Jx21 in front and 10.5Jx21 on the rear axle. The largest corresponding tires are size 265/30 ZR 21 in front and size 295/30 ZR 21 in the rear. BRABUS recommends Pirelli and YOKOHAMA high-performance tires.

The BRABUS module for the standard ABC suspension is specifically calibrated to these high-performance tires, and lowers the ride height of the two-door by some 25 millimeters. For further optimized active safety the BRABUS SV12 S Biturbo coupe can be equipped with the BRABUS high-performance brake system. Maximum fade-free stopping power is provided on the front axle by 380 x 36 millimeter discs and 12-piston aluminum fixed calipers. The rear features 355 x 28 millimeter discs and six-piston aluminum fixed calipers.

BRABUS also fulfills any requests imaginable when it comes to exclusive interior options. The list of products ranges from scuff plates with illuminated BRABUS logo or an ergonomically shaped sport steering wheel to an exclusive customized interior crafted from soft yet durable BRABUS Mastik leather and the finest Alcantara.
End of Mercedes-Benz Brabus SV12 S Biturbo Coupe with 730 PS review.

Mercedes-Benz Brabus S-Class

2009-02-24T05:20:00.000-08:00

Concurrent with the start of sales of the new Mercedes S-Class Brabus presents an extensive tuning and accessories program for the new luxury sedan.

Naturally Brabus also offers powerful engine tuning for the new models in the W 221 series, backed by the one-of-a-kind Brabus tuning warranty of three years up to 62,000 miles.

T he Brabus S V12 S Biturbo engine is the pinnacle of powerful engine tuning. Its displacement is increased to 6,233 cc with the help of a custom crankshaft, a larger cylinder bore and forged pistons. The inner workings of the engine are also modified extensively: gas flow in intake and outlet ports of both cylinder heads is optimized, and the engine is fitted with sports camshafts.

The Brabus engine specialists further equip the engine with larger turbochargers, more efficient intercoolers and a stainless-steel high-performance exhaust system with four tailpipes and metal catalysts with low backpressure. Newly programmed engine electronics ensure not only the optimal synchronization of all new components but also contribute to maximum power yield and to meeting all current emission limits.

The Brabus S V12 S Biturbo engine develops a whopping 730 bhp at 5,100 RPM. The peak torque is limited electronically to 812 lb-ft, available from a low 2,100 rpm. Without sacrificing running smoothness the luxury sedan thus turns into a serious challenger for the world's fastest sports cars: 0 - 60 mph in 4.0 seconds, 125 mph after just 11.9 seconds and an electronically limited top speed of 211 mph (340 km/h) make the sedan with Brabus S V12 S Biturbo displacement engine are truly special driving experience.

Sporty sound and thrilling looks are the main characteristics of the Brabus sport exhaust systems with four tailpipes. The fully stainless-steel exhausts are available for all engine variants of the S-Class.

Brabus also offer custom-tailored designer outfits for the new S-Class. To give the luxury sedan an even more striking face there is a sporty-looking front apron complete with auxiliary headlights. As an alternative the standard front of the S-Class can be refined with the addition of the Brabus carbon front spoiler. Both versions are wind-tunnel-tested and reduce lift at high speeds. There are also custom-tailored auxiliary headlight inserts for the standard front bumper that each house two fog lamps and two high-beams.

The Brabus sill trim and the rear apron, both with integrated LED lights, are as attractive as they are useful. Upon activation via keyless-entry remote or by pulling on the inside door handle five LED lights on either side and in the rear illuminate the ground around the vehicle, making exiting and entering the car and loading or unloading the trunk in the dark safer. The rear apron further features custom cutouts for the four tailpipes of the Brabus sport exhaust. The exclusive Brabus look for the new Mercedes S-Class is rounded out by one-piece or multi-piece Brabus Monoblock light-alloy wheels with 17-, 18-, 19-, 20- or even 21-inch diameter. The largest tire/wheel combination features multi-piece forged and highly polished Brabus Monoblock VI wheels in size 9Jx21 on the front axle and in size 10.5Jx21 in the rear. Extensive driving tests determined Pirelli and Yokohama tires in sizes 255/30 ZR21 in front and 285/30 ZR21 on the rear axle as the ideal counterparts.

The Brabus suspension modules are specially calibrated to these sporty tire/wheel combinations. The modules are available for vehicles with air or ABC suspensions. They lower the ride height of the S-Class by about 1 inch and give it a sporty yet comfortable ride. Brabus also offers three different versions of its high-performance brake systems for the new top-of-the-line Mercedes. The largest version features 12-piston aluminum fixed calipers and 380 x 36 millimeter vented and perforated discs on the front axle. On the rear axle 355 x 28 millimeter discs and 6-piston aluminum fixed calipers provide ample stopping power. Special flex-steel brake lines guarantee consistently high brake pressure at all times.

Luxury and individuality in the interior is yet another Brabus specialty. The range of products for the new S-Class includes sill plates with Brabus logo, ergonomically shaped safety steering wheels with airbag, and even an exclusive fully leather Brabus interior made from especially soft yet durable Brabus Mastik and the finest Alcantara leathers. The Mercedes S-Class can be further refined with the addition of an exclusive state-of-the-art Brabus multimedia package.

Mercedes-Benz Brabus GL

2009-02-24T05:19:00.001-08:00

Sporty yet elegant design and engine tuning up to 462 hp / 340 kW: BRABUS (www.brabus.com) now offers an extensive individual program for the new Mercedes GL-Class. All components are covered by the unique BRABUS Tuning Warranty® of three years up to 100,000 kilometers (see BRABUS warranty conditions as of June 2003).

BRABUS offers the world's largest engine tuning program for Mercedes-Benz automobiles, which also benefits owners of the new GL-Class. For the GL 320 CDI the BRABUS engine specialists have developed the BRABUS D6 (III) PowerXtra performance kit that is fully compatible with the standard diesel particulate filter and meets Euro IV emission limits.

After the simple plug-and-play installation of the tuning module, an operation that can be performed by any authorized Mercedes-Benz dealer, the engine produces a maximum power output of 272 hp / 200 kW and a bullish peak torque of 590 Nm at just 1,600 rpm. Performance improves accordingly: Compared to the production car (9.5 seconds) the sprint time from rest to 100 km/h is shortened to 8.9 seconds, top speed increases from 210 to 218 km/h.

For the GL 500 the BRABUS engine tuning program ranges from the B8 performance kit for a maximum power output of 419 hp / 308 kW to the 462-hp / 340-kW BRABUS 6.1 displacement engine for the same model. Equipped with this V8 engine whose displacement has been enlarged from 5.5 to 6.1 liters the SUV accelerates from 0 – 100 km/h in just 6.0 seconds and reaches a top speed of 255 km/h. The engine also delivers an impressive peak torque of 615 Nm at 3,100 rpm.

All BRABUS engines are lubricated exclusively with ARAL high-performance motor oil. For all GL-Class engine variants BRABUS offers custom-calibrated BRABUS stainless-steel sport exhaust systems with four chromed tailpipes.

To give the new top-of-the-line SUV an even more customized and exclusive appearance BRABUS offers a sporty yet elegantly styled design package. The package components are made from Pur-R-Rim thus making them easy to paint and ensuring OEM quality as well as perfect fit.

The BRABUS on-road front fascia was designed to replace the lower part of the stock bumper.
The front fascia with its large air inlets gives the SUV an even more dynamic appearance and reduces lift on the front axle at high speed. The GL front can be further upgraded with BRABUS headlamp inserts with two fog lamps and two high beams each.

The BRABUS rocker panels for the GL-Class provide a more favorable aerodynamic transition between front and rear wheel houses. But that's not all: Integrated entrance lights and chrome trim strips combine elegant design and added safety. The entrance lights are activated with the keyless-entry remote or by pulling on a door handle.

The BRABUS designer suit for the largest Mercedes SUV is rounded out by a rear fascia with integrated diffuser and cutouts for the BRABUS sport exhaust system with four tailpipes. The program also features an understated rear spoiler that is attached to the liftgate.

The exclusive BRABUS look is further characterized by custom-tailored BRABUS Monoblock wheels in three different designs and sizes from 18 to 22 inches in diameter. The classic polished Monoblock VI design with six double spokes is available for the GL-Class either as multi-piece light-alloy rims in size 9.5Jx20 with size 295/45 ZR 20 tires or as one-piece 10Jx22 wheels with 295/35 ZR 22 tires.

The range of fully polished BRABUS Monoblock S light-alloy wheels with five curved double spokes includes sizes 8Jx18, 8.5Jx19 and 9.5Jx19 for use with the production tires and culminates in the especially exclusive 10Jx22 option.

BRABUS also offers the new Monoblock E wheel family with nine silver painted spokes and polished flange for the GL models. Customers can choose between 9.5Jx20 and 10Jx22 wheels with custom-tailored tires from BRABUS technology partners Pirelli and Yokohama.

Custom-calibrated to these sporty tire/wheel combinations is the BRABUS control module for GL-Class models equipped with AIRMATIC air suspension. It lowers the ride height by some 30 millimeters.

For further improved active safety of the new SUV BRABUS offers various versions of its high-performance brake systems. The top-of-the-line version features 12-piston fixed aluminum calipers with vented and perforated 380 x 36 millimeter discs on the front axle. In combination with six-piston fixed calipers and 355 x 28 mm brake discs on the rear axle they provide stopping power normally reserved for purebred sports cars.

Another BRABUS specialty for the new Mercedes GL-Class lies in exclusive interior options:
Stainless-steel door sills with illuminated BRABUS logo or an ergonomically shaped sport steering wheel are part of the product lineup as are exclusive BRABUS fully leather interiors precision-crafted from a combination of the finest Mastik leather and Alcantara.

The BRABUS interior designers have further developed special seat consoles for the backs of the front seats. These consoles feature a seven-inch LCD screen and an integrated DVD player. An even more exclusive version of these consoles also includes an electrically deployed table.

Mercedes-Benz Brabus C

2009-02-24T05:14:00.000-08:00

The Mercedes-Benz Brabus Bullit is a highly-modified C-Class powered by a 6.3 litre, twin-turbo, V12 developing 720 horsepower and 1,320Nm (974 lb-ft) of torque, although output is electronically limited to 1,100Nm (811 lb-ft) to preserve the gearbox and tires.

The new engine uses special pistons and connecting rods, larger turbochargers, more efficient intercoolers, and a high-flow stainless-steel exhaust. Power is sent to the rear wheels through a modified five-speed automatic transmission and a Brabus rear locking differential with a locking rate of up to 40%.

The C-Class Brabus Bullit also receives a custom suspension and brake package, which is designed to cope with the power hike and added weight of the twin-turbo V12 engine. This comprises of a height-adjustable coil-over shocks and sport sway bars to improve handling. The brake package of the Brabus Bullit consists of 12-piston aluminum calipers working in conjunction with vented and grooved 380mm discs up front, and six-piston calipers grabbing 360mm discs at the the rear.

The styling of the Mercedes Brabus Bullit is hardly subtle, and consists of a new front and rear bumper, wider front and rear wheel arches, badgeless grille, aluminium bonnet with integrated vents, new 19" wheels and Alcantara trimmed interior.

Mercedes-Benz Brabus Rocket

2009-02-24T05:11:00.000-08:00

BRABUS has been building the world's fastest street-legal sedans for several years running. This 'tradition' started in 1996 with the 330-km/h BRABUS E V12 and reached the next level in 2003 in the guise of the 350.2-km/h E V12 Biturbo. In 2006 the BRABUS ROCKET, built in small-series production and based on the Mercedes CLS series, improved the world record
to 362.4 km/h. But the BRABUS R&D team wouldn't be the top-notch engineers they are if they were satisfied with that achievement. That's why in mid-October of 2006 they once more made the trek to the world-famous high-speed circular track in Nardo, Southern Italy. Under the keen eyes of the German Technical Inspection Agency (TЬV Sьd) the 348,000-Euro ultra-performance automobile improved the world record for street-legal sedans to 365.7 km/h.

The BRABUS ROCKET is powered by a twin-turbo BRABUS SV12 S engine, fitted into the tight confines of the four-door's engine bay with almost surgical precision. The engine is based on the latest 600-series twelve-cylinder engines and was developed by BRABUS (www.brabus.com) with the goal of combining maximum power with exquisite running smoothness and maximum environmental friendliness.

A special crankshaft, larger cylinder bore and larger forged pistons increase displacement from 5.5 to 6.3 liters. Airflow in both intake and outlet manifolds of both cylinder heads is optimized and sport camshafts are installed.

The engine peripherals also underwent numerous modifications: Larger turbochargers, a more efficient intercooling system and a stainless-steel high-performance exhaust system with four exhaust pipes and low back-pressure metal catalysts are all part of the BRABUS Rocket engine concept. Newly programmed engine electronics orchestrate the perfect interaction of all new components and contribute not only to maximum power yield but also to meeting the latest EURO IV emission limits.

The BRABUS SV12 S Biturbo engine, also available for all current Mercedes-Benz 600 and 65 models with twin-turbo V12 engine, produces a maximum power output of 730 hp / 537 kW at 5,100 rpm. Peak torque is 1,320 Nm, but is limited electronically to 1,100 Nm, available from a low 2,100 rpm.
The top speed of 365.7 km/h, limited electronically for street-legal operation to 350 km/h, is not the only attribute that elevates the BRABUS ROCKET to the very top of its segment. The four-door is also among the fastest accelerating cars in the world: 0 – 100 km/h in 4.0 seconds, 0 – 200 km/h in 10.5 seconds, 0 – 300 km/h in 29.5 seconds are numbers as unique as this exclusive BRABUS automobile itself.

Power is transferred to the rear wheels via a modified five-speed automatic transmission and the BRABUS locking differential.

The BRABUS ROCKET engine and the entire drivetrain are operated with high-performance lubricants from technology partner ARAL.

To keep the enormous performance potential of the world's fastest sedan safely in check at all times the vehicle's aerodynamics, suspension and brakes were modified extensively.

Like all other BRABUS body components for the CLS models the BRABUS ROCKET front spoiler received its final aerodynamic touches in the wind tunnel. Its large air dams ensure optimal cooling-air supply for all radiators. More importantly, it reduces lift on the front axle and contributes to a further improved drag coefficient.

Its aerodynamic counterparts in the rear are the BRABUS rear spoiler lip for the trunk lid and the BRABUS rear fascia with integrated diffuser. They increase downforce and thus create a perfect aerodynamic balance.

The BRABUS rocker panels calm the airflow along the sides. As an additional feature the rocker panels and the rear fascia are equipped with integrated LED lights. Activated by the keyless-entry fob or by pulling on a door or trunk handle five LED lights an either side and in the rear of the vehicle illuminate the ground beside and behind the car.

To make the suspension even more agile and safe the BRABUS suspension engineers and test drivers in cooperation with Bilstein have developed a custom-calibrated height-adjustable coil-over suspension for the ROCKET. The gas-pressure shocks offer six selectable settings for bound and rebound.

Maximum stopping power is yet another active safety feature offered by the BRABUS ROCKET. The high-performance brake system features vented ceramic brake discs in size 375 x 36 mm and 12-piston aluminum fixed calipers on the front axle. Vented and perforated steel discs in size 355 x 28 mm and 6-piston aluminum fixed calipers on the rear axle complete this efficient and strong brake system.

The giant size of the brake components and the enormous vehicle performance necessitate the use of BRABUS Monoblock VI or S light-alloy wheels with 19-inch diameter. The BRABUS ROCKET features 8.5Jx19 wheels in front with 255/35 ZR 19 tires and 10Jx19 rims with 285/30 ZR 19 tires on the rear axle.

The BRABUS ROCKET also meets the expectations of the most discriminating customers when it comes to the interior: The cockpit is upholstered with soft and breathable BRABUS Mastik leather and Alcantara. Genuine-carbon-fiber applications are part of the sporty BRABUS interior as are an ergonomically shaped BRABUS sport steering wheel and the speedometer with 400-km/h dial.

Mercedes-Benz Brabus C Class

2009-02-24T05:09:00.001-08:00

Concurrent with the market introduction of the new Mercedes-Benz C-Class BRABUS (www.brabus.com) presents an exclusive sport program for the new sedan. Highlights of the product lineup are the BRABUS 4.0 displacement engine with 332 hp / 244 kW for the V6 gasoline models, an elegant aerodynamic-enhancement program, light-alloy wheels with 20-inch diameter and corresponding suspensions, plus numerous individual interior options.

BRABUS is world-renowned for its powerful yet clean-burning displacement engines, lubricated exclusively with ARAL motor oil. All tuning components and conversions are backed by the one-of-a-kind BRABUS Tuning Warranty® of three years up to 100,000 kilometers (see BRABUS warranty conditions as of June 2003).

For the new C 280 and C 350 models BRABUS offers its BRABUS 4.0 engine. By installing a special crankshaft and larger pistons displacement is increased to 4.0 liters. Additionally the four-valve cylinder heads are optimized for gas flow, and fitted with special camshafts. The conversion further includes a stainless-steel high-performance exhaust system with metal catalysts, and newly programmed engine electronics.

The impressive results of the conversion are a maximum power output of 332 hp / 244 kW and a peak torque of 420 Nm at 4,200 rpm. Thus equipped, the four-door delivers excellent performance: Just 5.9 seconds pass from 0 - 100 km/h, top speed is 275 km/h in combination with the BRABUS Vmax-Unit.

For the CDI models of the new C-Class BRABUS offers its PowerXtra performance kits. The list starts with the D2 (III) kit that increases power output of the C 200 CDI by 39 hp / 28.7 hp, and bumps peak torque to 385 Nm. The C 220 CDI with BRABUS D3 (III) kit delivers 195 hp / 143 kW of power and 450 Nm of peak torque. For the top-of-the-line turbodiesel model C 320 CDI there is the D6 (III) power kit. It delivers 48 hp / 35.3 kW of additional power and a peak torque of 590 Nm, turning the new C-Class into one of the world's sportiest diesel-powered cars with a 0 - 100 km/h time of just 6.9 seconds and a top speed of 250 km/h.

BRABUS stainless-steel quad sport exhaust systems are available for all engine variants.

More dynamics for the new C-Class also come from custom-tailored BRABUS tire/wheel combinations with diameters of 17, 18, 19 and 20 inches and corresponding BRABUS sport suspensions, lowering kits and sport sway bars. The largest wheels for the new C-Class are BRABUS Monoblock VI, E and S light-alloy wheels in size 9Jx20 front and back, fitted with tires is sizes 235/30 ZR 20 in front and 265/25 ZR 20 on the rear axle.

BRABUS high-performance brake systems are available for the W 204 model series in two versions and offer maximum stopping power and endurance.

The BRABUS design team also went into the wind tunnel to develop aerodynamic-enhancement components that not only look great but also offer maximum aerodynamic efficiency. All parts are manufactured from high-quality PUR-Rim in OEM quality.

The sporty styled BRABUS front spoiler lends the C-Class a more characteristic appearance with its generously dimensioned air inlets for improved supply of cooling air for radiators and front brakes. It also minimizes lift on the front axle, thus improving directional stability at high speeds. Four integrated auxiliary headlights further optimize active safety. BRABUS offers a three-piece rear spoiler that serves as its aerodynamic counterpart in the rear.

Strikingly styled BRABUS rocker panels create perfect aerodynamic transitions between front and rear wheel arches. The panels are optionally available with integrated LED entrance lights. For the outside mirrors BRABUS offers custom-tailored carbon-fiber covers.

The new BRABUS rear apron with one cutout left and right for the sport exhaust rounds out the exclusive appearance.

BRABUS also enjoys a great reputation worldwide for exclusive interior design: For the new C-Class the company-own upholstery shop handcrafts exclusive interiors from especially soft and breathable BRABUS Mastik leather and Alcantara with utmost precision. The BRABUS program also includes a wide array of individual accessories for the interior. The lineup ranges from an ergonomically shaped sport steering wheel to aluminum foot pedals and 330-km/h speedometer to stainless-steel door sills with illuminated BRABUS logo to precious-wood and carbon-fiber trim sets.

Mercedes-Benz B200 CDI 2006

2009-02-24T05:00:00.000-08:00

Give me a car to drive and usually within five minutes I’ll have a sneaking suspicion about whether I’m going to like it. This will bloom into a fairly firm conviction within the hour and by the end of the day I’ll know.

I mention this only because I was so surprised by day one in Mercedes-Benz’s new B-class that I doubted my own judgment. So after dinner at the launch I sidestepped the bar and headed for bed early and sober.

But the next day confirmed what I had thought the day before: this is the least convincing product to wear the three-pointed Mercedes star that I can recall testing.

Mercedes calls this car a “compact sports tourer”. But given that it’s longer than a VW Golf, is utterly unsporting and, thanks to its disappointing performance, is a very compromised tourer, this proves about as convincing a slogan as the White Star Line describing the Titanic as unsinkable.

What is plain to see is that it is a mid-sized MPV, although you’re more likely to find the word socialist in a Labour party manifesto than hear anyone from Mercedes describe it as such.

I could forgive that and file it in the bin marked “marketing nonsense” were it not for the fact that it’s not even a very good mid-sized MPV. Yes, it’s undeniably spacious in the back and boot, but the interior lacks almost all the versatility for which the best cars in this class have made their name.

It has just five seats, the rear ones neither slide nor recline, and if you want to remove the seats (including that for the front passenger) you may have to pay extra, although Mercedes will finalise the UK specification only nearer the September sale date. The cheapest original A-class launched seven years ago had rear seats that slid, reclined and removed as standard.

When pushed, Mercedes described the Ford Focus C-Max and Renault Scénic as rivals, but these are cars with ranges that start at about £13,500 while Mercedes indicates the most meagrely specified 1.5 litre B150 is likely to retail at just under £18,000, for which money both Ford and Renault will provide 2 litre engines and a ritzy level of equipment.

A similarly specified B-class is likely to cost the thick end of £25,000, while if you chose the top-of-the-range B200 Turbo and equipped it with the leather upholstery, sat nav and panoramic sunroof Mercedes fitted to its launch cars, you’d be confronted with a £30,000 bill.

Other cheaper rivals include the six-seat Honda FR-V and the Vauxhall Zafira and forthcoming Mazda5, both with seven seats.

When the B-class does arrive here there will be four petrol engines — a 1.5, 1.7, 2 and 2 Turbo — plus 1.8 and 2 litre turbo diesels. But despite the fact that Mercedes says the entry-level 1.5 litre car will be the bestseller in the UK, not one could be found at its launch. Nor were there any other sub 2 litre variants to sample, petrol or diesel.

My experience, therefore, was restricted to the three 2 litre cars, the B200, B200 Turbo and diesel powered B200 CDI, and sadly, despite their position at the top of the B-class range, none rises above the mediocre on the open road.

Part of the problem is the electric power steering which, if you’re driving fast, makes the car difficult to place and little fun; at least the ride quality was commendable in all versions I tried. The engines are rather harsh when revved and the high central armrest meant I could not manoeuvre my arm into its natural gearchanging position.

Each version has merit: the Turbo is impressively free from lag and offers quite strong performance, the standard B200 is probably the best mannered of the trio, while the diesel at least comes with the promise of 50mpg fuel consumption. But in every case the Mercedes engine, which should be something to be savoured, is not.

It’s such a shame because the quality problems that have done so much damage to Mercedes’ reputation in the past few years appear much improved. Certainly the materials used in the cabin are in keeping with what you’d expect both from Mercedes and a car in this price range. In addition, those with large children or a small number of adults to transport will appreciate the capacious rear cabin and large, well-shaped boot. I also like the way it looks, which is not something I usually find myself saying about any MPV.

If only this car were as good as its clothes Mercedes might have been on to something. In fact what lies beneath that smart suit is overpriced, under-achieving and deeply disappointing.

It appears to be an attempt to use the Mercedes name and some slick marketing to dress up a rather underwhelming mid-sized MPV into something it is not and charge a fortune for it. I didn’t fall for it and nor, I suggest, should you.

Mercedes-Benz B150 2006

2009-02-24T04:56:00.000-08:00

The Mercedes-Benz B-Class (W245) is a compact MPV from Mercedes-Benz introduced in March 2005. It is essentially an enlarged A-Class keeping the same engine and suspension system. Like the A-Class, the B-Class is a front wheel drive vehicle, a significant departure for the company.

Mercedes Benz denominated this Compact Sports Tourer (CST) like its R-Class model the Grand Sports Tourer (GST).

It was released in Europe in the late spring of 2005 and in Canada since the fall of 2005. Plans to import the car to the US where put on hold due to a strong euro, that would price the vehicle uncompetitively in the fickle US market.

Design

Keeping in mind its United States' market in comparison with the A-Class and indeed emulating the R-Class, the aspect of the B-Class was stylized from the back to the nose. Some of the tiny stylistic details that gave certain personality to the Baby-Benz (popular name of the A-Class) were removed by Mercedes Benz. In particular, the front of the vehicle was lengthened deliberately (although maintaining its own proprietary Sandwich anti-crash system). The panoramic all-around windows were made more sober without any wedge-form detail.

It has a wide space to sit (as much as in a true E-Class) though flexible enough to circulate in crowded streets (like in Europe).

Sandwich floor concept

The B-Class W245 maintains the sandwich floor concept.

The powertrain (engine and transmission) moves beneath the passenger cell (located at high seating position) in the event of a big frontal impact. According to a study: "the front section of the A-Class would have to be considerably longer in order to offer the same impressive level of occupant safety in the event of a heavy frontal impact".

These are two historical automobile innovations, patented by Mercedes Benz as:

+ DE 43 26 396 C 2: motor car with drive unit tilted at an acute angle against the horizontal
+ DE 44 00 132 C1: Firewall construction for a motor car with front-mounted drive unit

As a secondary benefit, thanks to the fact that the seats have been raised by 20 cm, the passengers are taken away from the more common area of lateral impact in traffic accidents.

Driving assistants

The B-Class presents a wide interior, basically due to the Sandwich floor.

Also, Mercedes-Benz developed the concept of TAF (Touch And Feel), which applies to all the devices of the automobile, tactile and ergonomic improvements.

The multifunction steering wheel (standard feature) allows the driver to use his/her thumbs to control the radio, telephone and other systems. There are Power Assisted Steering (standard feature) aids in the control of the automobile, varying according to the speed.

The COMAND APS is a system where Route instructions are given to the Navigation system, and the information is provided via SMS. The car radio, DVD and telephone controls are combined into a single unit with a 6.5 inch screen. The options are: standard Audio 20 radio/single CD, Audio 50 APS or COMAND APS.

Parktronic emits warning tones and uses an LCD to indicate how far the car is from an obstacle.

W169 defines the Light & Sight package with several benefits:

+ Bi-xenon HID headlamps (optional feature) with gas-discharge bulbs for the dipped beam
+ Cornering lights (standard feature) where the main-beam dips at road junctions and tight corners
+ Active light system (standard feature) where the beams follows the steering movements
+ Headlamp Assist (standard feature) is a sensor on the windscreen monitoring ambient light levels to automatically switch on the headlamps as required
+ Rain sensor (standard feature) smoothly adjusts the wiper speed, depending on the intensity of the rainfall.

As a standard addition, when entering a tunnel or an underground garage, the Tunnel Mode closes all windows and the panoramic sliding sunroof.

Inside comfort

The multicontour seat (optional feature) is composed of a set of small air cushions individually adjusted to the driver's body, as he/she wishes.

Air conditioning

The W245 units have a powerful air conditioning system, with separate temperature adjustment for driver and front passenger side.

Sunroof

The new optional sunroof is divided in small panels that can be displaced individually (optional feature). Each one can be controlled separately to selectively administer the shades inside the W245.

Safety

High-strength and ultra-high-strength steel alloys are combined with high-strength bonded joints.

The B-Class has a generous quantity of airbags. The front airbag is adaptive with two-stage gas generators (standard feature), where the system evaluates the severity of the accident. The B-Class also includes side airbags for head and thorax (standard for driver and front passenger).

Two other additions are optional: Rear Sidebags (optional feature) for side-on collisions in the back seats and Windowbags: large airbags expanding like a curtain from A- to C-pillars in side-on collisions.

The belt system of the B-Class W245 is simply surprising. The Adaptive Function (standard feature for driver and front passenger) adapts the force exerted by the belt, relaxing dynamically during the collision. On the contrary, the Tensioners (standard feature) continuously adjust to remove any possible slack, and increase the tightness if necessary.

The driver has a report if all the belts are buckled (standard feature).

Lastly, the active head restraints (standard feature) respond actively to a collision, assuring even more protection.

Engines

The Mercedes Benz B-Class W245 has six engines: four of them are petrol (B150, B170, B200, B200Turbo), and two are diesel (B180 CDI, B200 CDI). All the six powerplants are four-cylinder.

The B200 Turbo reaches a yield of 193 hp and 280 Nm of torque, making it one of the most powerful in its displacement class. It sprints from standstill to 100 km/h (60 mph) in a mere 9-11 seconds, and has a top speed of 200 km/h (125 mph).

The B200 CDI reaches 140 hp and 300 Nm of torque. The newly developed direct-injection CDI diesel units possess a common-rail direct injection (standard on CDI models), with additional gains in terms of fuel consumption, exhaust emissions and noise levels.

All the engines meet the tight Euro IV emissions regulation, and a particulate filter system is available as an option for the diesel units (this reduces about 99% of the particulate emissions, without the need for additives).

Speeds

The speeds are in the range of 5 or 6, manual. Built in compact aluminium. The six-speed version is the standard on B180 CDI, B200 CDI and B200 Turbo.

Mercedes Benz offers as an option the Autotronic Constantly Variable Transmission (CVT) (optional feature) in which the ratios are changed continuously by means of a pulley-wheel variator and a steel thrust belt. This allows the car to accelerate with no interruption of tractive power and attains the maximum output more quickly. This is adjustable according to the client's drive style: economical or sporty.

Wheel axles

The B-Class is a front-wheel drive car. While driving there is the Acceleration-Skid Control (ASR) (standard feature) and Electronic Stability Program ESP (standard feature) that reduce the risk of skidding. There are disc brakes on all four wheels, and emergency stops are improved with the Anti-lock braking system (ABS) and Brake Assist (BAS), standard on the Mercedes Benz A-Class. BAS detects emergency braking (most drivers apply the brakes quickly but without enough pressure) and exerts maximum brake pressure.

In the W245 the dynamic handling was powered in precision tracking and anti-roll support, with the Parabolic Rear Axle (standard feature) that grants a pivotal role in the driving.

Mercedes Benz implemented the modern Selective Damping System (standard feature), where the shock absorber forces are administered differentially, in example under normal conditions (soft absorption) and while cornering at speed (full damping force).

The W245 presents light alloy wheels. With the run-flat feature (continuous mobility or zero-pressure tyres can be driven at normal speeds). There is Tirefit tyre sealant and a tire-pressure-loss warning device by ESP technology (standard feature).
Standard CDI models include a Heater Booster System (standard on CDI models) that instantly floods the interior of the B-Class with hot air. The most advanced system is the Thermotronic (optional feature) that maintains and regulates the temperature in accordance with a sophisticated set of sensors which measure temperature, sunlight, humidity and even pollutant levels in the ambient air, causing all openings to close automatically.

Mercedes-Benz asma design cls 350

2009-02-24T04:53:00.000-08:00

ASMA Design have created a new bodykit “Shark” for the Mercedes CLS coupe, a dream on four wheels. The aerodynamic parts, including a front spoiler lip, a radiator grill without emblem and a bumper with air intakes round off the overall sporty view.

The high-grade steel final exhausts with angular final pipes fit suitably and perfectly on the left and on the right side of the tail portion of the CLS coupe. Suitably matched, ASMA Design offers lowering setting from 35-50 mm. On the front axle are 10 x 20 inch ASMA 1 rims with tyres of 255/30 ZR 20 and on the rear axle are 11,5 x 20 inch ASMA 1 rims with tyres of 295/25 ZR 20. There is nothing to stop your driving feelings.

Mercedes-Benz Asma ML

2009-02-24T04:52:00.001-08:00

The design of the 2006 ASMA Design Mercedes-Benz ML Gladiator II uses a gladiators shield as inspiration for the distinctive and imposing front grille.

The front bumper, hood and front wheel arches oif the Gladiator II all feature additional air vents, while at the rear there is an air diffuser under the bumper. All four wheel arches have been extended by 45mm.

Mild performance modifications include an ASMA Design sports exhaust and a 23 inch wheel package.

Mercedes-Benz A Class Brabus

2009-02-24T04:28:00.000-08:00

Mercedes-Benz A Class 2005

2009-02-24T04:25:00.000-08:00

The second generation A-Class, the W169, was officially presented at Mercedes' Stuttgart factory on June 28, 2004 with availability in early September.

Driving assistance

The car is designed according to Mercedes-Benz concept of 'Touch And Feel' (TAF).

The multi-function steering wheel places controls for the radio, telephone, and other systems conveniently within reach of the thumbs of the driver. Power steering (standard feature) aids control of the automobile, with its behaviour varying according to the vehicle's speed.

The Mercedes COMAND APS is a navigation system which provides directions via SMS. The radio unit also provides DVD and telephone functionality, with various versions available (standard Audio 20 radio/single CD, Audio 50 APS or COMAND APS).

The Parktronic system provides audio and visual signals to indicate how far the car is from an obstacle.

The A-class optionally includes a "Light & Sight" package which includes bi-xenon HID headlamps with gas-discharge bulbs; cornering lights (main-beam headlamps at road junctions and tight corners); "Headlamp Assist, which automatically turns on the lights when needed; and a rain sensor that adjusts wiper speed depending on rainfall intensity.

As a standard feature, when entering a tunnel or an underground garage the car goes into "tunnel mode", where all windows and the panoramic sliding sunroof are closed.

Temperature control

The standard temperature control system has separate temperature settings for driver and front passenger sides, and includes a "Heater Booster System" that can flood the interior of the car with hot air.

The optional Themotronic system maintains and regulates the temperature in accordance with a set of sensors that measure temperature, sunlight, humidity and pollutant levels in the ambient air.

Safety

Triggered by the "moose test" failure, a number of improvements were made in the W169 model.

The car is constructed with high-strength steel alloys with bonded joints. It has a large number of airbags including optional rear side airbags (for side-impacts in the backseats), optional side-curtain airbags, and standard head and thorax-protection side airbags. The front airbags are adaptive with two-stage gas generators operating according to the severity of accident.

The force exerted by the seat belt system during a collision adapts dynamically depending upon the collision characteristics. The 'active' head restraints (standard for driver and front passenger) give enhanced protection from neck injury, especially during rear collisions.

Passenger and cargo space

The cargo capacity of the W169 was increased by 15 percent compared with the W168. The seats can be moved and configured in various ways:

+ EASY-ENTRY: Front seats slides forwards with the backrest folded forwards to afford the rear seat passengers more room for getting in and out. (standard on three-door)
+ EASY-VARIO: Both rear-seat cushion sections are folded forward, while the luggage compartment floor can be set to one of two different heights. (optional for three-door)
+ EASY-VARIO-PLUS: Both rear-seat cushion and the front passenger seat are folded forward. Increases load capacity to as much as 1995 litres. (optional for five-door)

Engine and drive system

Seven types of motors are available: four petrol (gasoline) (A150, A170, A200, A200Turbo) and three diesel (160CDI, 180CDI, 200CDI), all being four-cylinder and having either 5 or 6 gears. A continuously variable transmission system called "Autotronic Constantly Variable Transmission" (CVT) is an optional feature.

The petrol A200 Turbo provides 193 hp and 280 Nm of torque (rotational force); the diesel A200 CDI has 140 hp and 300 Nm.

It is estimated that the W169 engines provide a 40% increase in power and a 10% decrease in fuel consumption compared to W168 engines.

The most powerful model can take the car from a standstill to 100 km/h in 8.0 seconds, and has a top speed of 227 km/h.

The newly developed direct-injection CDI diesel units use a common-rail direct injection system that improves fuel consumption and reduces exhaust emissions and noise levels.

All the engines meet the tight EU4 emissions limits. A particulate filter system is available as an option for the diesel units which reduces the particulate emissions by about 99% without the need for additives.

The A-Class is a front wheel drive car and features traction control (ASR) as standard, as well as electronic stability control and anti-lock brakes (ABS).

Handling is improved by precision tracking and anti-roll support, and by a Parabolic Rear Axle.

A "Selective Damping System", in which the shock absorber forces respond differently according to conditions, is standard. For example, under normal conditions it operates at soft absorption; while cornering at speed it changes to full damping force.

The W169 optionally comes with light-alloy wheels, with a run-flat feature, Tirefit tire sealant and a tire-pressure-loss warning device.

Tire sizes are:
+ 185/65 R 15 with wheel trim (classic model)
+ 185/65 R 15 light-alloy wheels (elegance model)
+ 195/55 R 16 light-alloy wheels (avantgarde model)

Production

Sales of the W169 were targeted at 50,000 units in 2004. Dr. Joachim Schmidt, Executive Vice President Sales and Marketing, Mercedes Car Group, said that target had been reached even before vehicles arrived in dealer showrooms.

DaimlerChrysler invested EUR 900 million in developing the Rastatt plant where the A-Class is produced, and created 1600 new jobs (for a total of 4700). A further 600 people work on the industrial estate at the plant site.

In 1999, Mercedes Benz opened, in Mine Gerais (Brazil), its first factory in South America dedicated to passenger cars, with an investment of USD 840 million and 10,000 employees. The factory initially produced A-Class and C-Class models, assembling them from pieces manufactured in Germany. The target for the cars was regional markets (from Argentina to Mexico) with modifications made to the cars to suit local conditions, like a protection for the motor base for the mostly poor roads in South America. In 2005 the factory stopped production of A-Class cars.

Mercedes-Benz A210 AMG 2001

2009-02-24T04:08:00.000-08:00

Mercedes-Benz A200 CDI A 2005

2009-02-24T03:07:00.001-08:00

Mercedes-Benz A180 CDI 2005

2009-02-24T03:03:00.000-08:00

Mercedes-Benz SL 1961

2009-02-24T02:51:00.000-08:00

This particular automobile was purchased in 1962 by a USAF Captain stationed at Wright-Patterson AFB. In his ownership the car traveled throughout the United States, from Ohio to California and then to Europe where it was refurbished by the Mercedes-Benz factory. The automobile traveled the world again to be purchased 23 years ago by the current owner in Fairfield, OH. A second restoration was started fifteen years ago and completed in April 2007.

This automobile cost approximately $5,020.00 (East Coast US) plus $300 for removable hardtop. The overhead valve, 1897cc 4-cylinder produced 105 horsepower and was capable of zero-to-sixty in 13.2 seconds and could reach top speed of 106 miles per hour.

The 190 SL Mercedes-Benz was introduced at the 1954 New York Auto Show and complimented the 300 SL as appealed to a wider audience of buyers due to its lower price tag while offering the same visual appeal. The SL nomenclature denoted 'Sport Leicht' or (sport light), but in actuality it was a touring vehicle with a curb weight of over 2500 lbs. It was attractive but its was not a true 'SL'. The engine was a single overhead camshaft four-cylinder unit that displaced 1897cc and offered just over 100 horsepower. They were equipped with a four-speed manual gearbox and an independent front suspension.

This example was treated to a restoration many years ago. It is finished in red with a removable black hardtop. It features an upgraded Weber carburetor for added performance resulting in 120 horsepower, a Becker AM/FM radio, wide whitewall tires, and steel wheels.

In 2008 this 190SL Roadster was brought to the Automobiles of Amelia presented by RM Auctions where it had an estimated value of $55,000 - $75,000. As the gavel fell for the final time, the lot had been sold for $46,750 including buyer's premium.

The 190SL was first seen in pre-production form at the New York Motor Show on February 6, 1954. In 1955 two versions of the 190SL were offered to the public - a Coupe with a removable hardtop and a Roadster. A total of 25,881 190SL's were produced from 1955 to February 1963; of which 10,368 were imported to the United States. This 190SL is painted a rare 'mitt blau' ('DB 350') blue color.

The 190SL is powered by dual carbureted 1.9-liter four-cylinder overhead cam engine that is rated at 105 horsepower and capable of a maximum speed of 106 miles per hour.

The 300 SL Coupe and a prototype version of 190 SL Roadster were introduced around the same time. The 300 SL was an expensive sports car while the 190SL was more sensible and affordable. Production began in 1955 and continued until 1963 by which time over 2,000 had been produced. Power was from a four-cylinder 1897cc engine capable of producing 105 horsepower.

In 2007 this car was given a high quality cosmetic restoration. It is painted in white with red interior with a black canvas top.

In 2008, the car was offered for sale at the Hilton Head Sports & Classic Car Auction presented by the Worldwide Auctioneers. It was estimated to sell for $55,000 - $70,000. Even though bidding failed to reach those estimates, the lot was sold for a high bid of $45,000 including buyer's premium.

There were more than 26,000 examples of the 190SL roadster produced between 1955 and 1963. This was the vision of Max Hoffman, Mercedes' representative in the United States who envisioned a 300SL Gullwing-type vehicle that was more suitable to many American buyers - more specifically it was less expensive and could be had in convertible bodystyles. This simpler, more affordable open model demonstrated that the American people were interested in this type of Mercedes. The car offered power, comfort, luxury, and had excellent road manners with stylish good looks.

Prior to coming into the possession of its current owner, this 1961 Mercedes-Benz 190SL Roadster was in the care of its previous owner for approximately 27 years. It has an older, high-quality restoration that still shows well today. It is painted in ivory white with a red leather interior. There is a white hardtop and there is a black convertible top that also accompanies the car. The car rides on steel wheels with white and chrome center caps and whitewall tires. Inside, there is a radio and a correct Eight-Day wind-up clock.

In 2008, this vehicle was offered for sale at the 'Sports & Classics of Monterey' presented by RM Auctions where it had an estimated value of $60,000 - $90,000. It was offered without reserve and sold for a high bid of $63,250 including buyer's premium.
Max Hoffman was responsible for the sporty two-seat Mercedes-Benz 190SL sports car. The S represented 'Sports' while the L meant Light, or 'Sehr Leicht'. With a curb weight of 2560 pounds, it was hardly 'light' when compared with other vehicles in it class, some 500 through 1000 pounds less. It was however an excellent alternative to the higher-priced Mercedes-Benz 300SL. The gullwing-door 300SL was available only as a coupe while the 190 SL could be purchased as a Roadster with a soft top convertible or with a removable hardtop roof.

In 1954, Mercedes introduced its two-door 190SL at the New York Auto Show. Fifteen months later the production version was displayed at the 1955 Geneva Auto Show. Gone was the air-scoop that had been on the hood, along with other aesthetic aspects.

The 300SL was initially priced at $7,460 while the 190SL was $3998. As a result the 190SL outsold the 300SL by nearly eight to one. In its best year 4,032 190SL's were produced. In its worst year only 104 examples were produced.

Under the hood was an 1897 cc four-cylinder OHC engine that was capable of producing around 105 horsepower. It took 14.5 seconds to go from zero to sixty and had a top speed of nearly 110 mph. Drum brakes were placed on all four corners of the 14 foot, one inch vehicle. Servo brakes were optional until 1956 at which point they became standard.

The engine capacity was taken into account when naming the vehicle. By moving the decimal place once to the left, it created 189.7. The number was then rounded up to 190. So the 190 represents the approximate engine capacity in liters, meaning about 1.9 liters.

The 190SL production run lasted from 1955 through 1963. Most of the body-styles were open roadsters the rest were coupes. In comparison to many other nameplates, this is a very low number, guarantying its exclusivity and rarity in today's standards. It was a beautiful sibling to the prestigious and awe-inspiring gullwing door 300SL.

Black CLK 63 AMG

2009-02-24T02:23:00.000-08:00

In honor of Mercedes-Benz's in-house tuner AMG's 40th anniversary, the German automaker has created an exclusive, ultra limited edition version of its top-powered CLK coupe.

(Click here to use Leftlane's Price Quote Form to get Mercedes-Benz CLK 63 AMG Black Series pricing information from a trusted local dealer. Zero obligation)

Essentially a de-stickered and emergency light-less Formula 1 Safety Car, the CLK 63 AMG Black Series features unique bodywork, 25 additional horsepower, an adjustable suspension and special trim.

Flared fenders give immediate notice to anyone that this is no average CLK. Those fenders are made out of super light weight carbon fiber, as is the front spoiler and rear diffuser. Those wide fenders hold new 19' wheels (9' wide up front, 19' out back).

Up 25 horsepower to an even 500, the CLK63's 6.3-liter AMG-designed V8 is powerful enough to push the CLK to 60 miles per hour in just 4.1 seconds, according to Mercedes-Benz. A larger, redesigned intake and freer-flowing exhaust help kick the power ratings up to truly braggadocio levels, as well as providing more audible growl.

The engine is mated to a 7-speed AMG Speedshift automatic transmission featuring paddle shifters. A six percent lower final drive ratio provides faster immediate acceleration than a standard CLK63.

Inside, AMG sport bucket seats with aggressive side bolstering and extensive carbon fiber trim differentiate the model from other more subdued CLKs. A smaller DTM-style steering wheel was developed specifically for the Formula 1 Safety Cars, so it makes an appearance in the CLK63 AMG Black Series, as well.

Mercedes-Benz-CL55-AMG-2000

2009-02-24T02:12:00.000-08:00

he third generation of the CL is the W215-chassis coupé of 2000 to 2006. It is based on the 2000-2004/5 Mercedes-Benz S-Class, thogh it rides on an 8-inch shorter wheelbase. It is offered as four models: the V8-powered CL500, the supercharged V8-powered CL55 AMG, the V12-powered CL600 and the rare bi-turbo V12-powered CL65 AMG. The limited-edition V12-powered CL63 AMG was sold in 2001 only. All models seat four.

The CL coupes come equipped with the very latest in Mercedes-Benz technology, and the CL is always the first model to receive new technological features (it introduced the revolutionary Active Body Control fully-active suspension system and Bi-Xenon HID lights, both as world firsts).The CL-class has among the most popular luxury coupes in the world, outselling rivals such as the Jaguar XK8 coupe and the Bentley Continental GT.

The CL-class has a lengthy list of available features. The following features come standard: climate control, all-leather interior, wood trim, trip computer, CD, navigation system, front heated and cooled seats, power moonroof. Optional features include a heated steering wheel and voice-activated telephone.

Exclusive “designo” packages are also available. These packages add custom color metallic paint, custom color Nappa leather interior and exotic burl walnut trim. They are available in three variants: designo Cashmere, designo Espresso and designo Silver.

As with all major German manufacturers (except Porsche) Mercedes limit their cars to 250 km/h (155 mph). The justification for having two models with the same power (CL600 and CL55 AMG) is that the CL55 AMG is sportier and more responsive, while the CL600 is more luxurious with a smoother ride. The CL65 AMG is made to order in very small numbers, and is the most powerful CL to date.

The CL63 AMG is the rarest CL of all. It was produced only in November 2001, and just 26 examples were ever built for sale. The V12-powered CL63 AMG was only sold in Europe and Asia. Mercedes-Benz never offered the CL63 for sale; all were sold exclusively through AMG with a base price of £110,000 (~US$200,000).

From 1999 through 2002, the V12-equipped cars feature a cylinder deactivation system called Active Cylinder Control. The feature was dropped when the 493hp biturbo V-12 was introduced.