News : Mercedes Benz Sls 2011

We're flat-out on Germany's Sachsenring race track in the new Mercedes SLS AMG, chassis number 00045, a mildly camouflaged pre-production model. Ahead is an SL65 AMG Black Series--twin-turbo V-12, 670 hp, 738 lb-ft of torque--driven by Tobias Moers, head of AMG's r&d division, seasoned race instructor and today's pace-setter. Filling his mirrors, our red gullwing keeps pushing harder and harder, even though its normally aspirated 6.2-liter V-8 is rated at a comparably modest 571 hp and 479 lb-ft. The Sachsenring has plenty of slow corners, lots of climbs and descents, two long straights and two very fast and very blind fourth-gear bends.

As our session progresses, this track is becoming a nightmare for the wide, fat SL, and dreamland for the light and nimble SLS. Despite the Black Series car's four more cylinders, 100 extra hp and 259 lb-ft of added torque, it's punished by its 551-lb weight penalty. The SLS not only uses a significantly lighter double-wishbone aluminium suspension, it also boasts a featherweight spaceframe body which tips the scales at a mere 531 lbs. Perhaps even more significant is the weight distribution. In contrast to the nose-heavy SL, the new gullwing places only 48 percent of its mass on the front axle and 52 percent on the driven wheels.

In this match, the Black Series SL doesn't stand a chance. It understeers early, and after only ten laps it has practically run out of front tires. The momentum gained on the straights can never compensate the speed lost on the approach to and through the infield.

The SLS is a totally different animal. It is 49 inches low and 76 inches wide, with cab-backward proportions that emphasize the front-mid-engine layout. The boxy light-alloy skin is draped over a long, 105-inch wheelbase. The gullwing doors open at a large 70-degree angle, but even when fully deployed, the maximum clearance is a scalp-threatening 5 feet, so that short people can still reach the inner grab handles from their seats. The power-operated buckets, which feature lightweight magnesium backrests, are comfortable and supportive. The steering wheel's squared off bottom is a bit of a nuisance through the esses, and in a car this sporty, the shift paddles should be attached to the column--not the wheel.

Instead of a conventional transmission lever, the SLS features a small T-handle gear selector. Push it forward to engage reverse, pull it backwards to select drive, hit the button marked P for park. To the left are five buttons marked engine start, transmission mode (controlled efficiency, sport, sport plus, manual), ESP (on, off or sport), rear spoiler (it automatically extends at 75 mph) and AMG (to store your favorite settings). The familiar Comand system controls the various communication, navigation and entertainment functions. Like every AMG car, the SLS offers a choice of in-dash readouts which relay the coolant, engine and gearbox oil temperatures, the current ESP setting and the most recent lap and trip times. Above the two large main round instruments, there is a supplementary digital LED rev counter with one amber warning segment at 6900 rpm and two red warning dots which come on at 7100 and 7200 rpm.

The exterior design of the new gullwing incorporates modern and retro elements. The large grille, the side cooling gills, and the signature doors all mimic the original 1954 silver arrow. The cleverly packaged and neatly finished interior charms with its rather unique cocoon effect provided by the clamshell doors and the extra-tall sills. The cabin feel is snug but by no means claustrophobic. Standard equipment includes keyless ignition, heated seats trimmed in soft Designo leather, parking aids complete with rear-view camera, and lightweight pedals with rubber studs. Extra money buys speakers by Bang & Olufsen, carbon fiber trim, memory seats, a DVD changer, and your choice of multi-hued color schemes with contrasting stitching and piping. This is definitely not your father's Benz.

Thumbs up Let's go! This time, there is no Black Series lead car. We're on our own now, for eight more hot laps. Time to hit the AMG button and summon the preferred set-up: transmission in sport plus, ESP in sport. There is no choice of setting for the dampers or the steering, the latter of which takes only 2.7 turns from lock to lock. In sport plus, the seven-speed dual clutch transmission swaps the gears with the same brutality as in the Ferrari California, and it also blips the throttle during downshifts. Engine and gearbox are connected via a carbon-fiber torque tube, which distributes the power to the rear wheels via a 100 percent mechanical limited-slip differential.


First gear runs out of revs before you can say "Wow," second is only suitable for the slowest corner of the track, third is a wonderfully elastic ratio which perfectly matches the engine's 4750-rpm torque peak, fourth successfully conquers fear through the two heart-attack left-handers, fifth is just about all you need to reel in the short downhill stretch and the hunchback start-finish straight.

Unlike the tail-happy C63 and the slightly ponderous SL63 we drove to acquaint ourselves with the track, the SLS AMG is so stable and composed, it feels strangely uneventful and uninvolving. How come Because the new dry sump lubrication helps provide an exceptionally low center of gravity, the transaxle layout ensures an amazingly neutral handling balance, and the staggered-size tires (265/35R19 in the front, 295/30R20 in the back) provide an almost insane amount of grip. As a result, the 3571-lb two-seater is as expressively dynamic in one direction as it is absolutely unshakeable in any other. Although confidence is quickly established, it takes at least half a day--and an eye-opening ride with the former DTM champ Bernd Schneider--to fathom the true potential of this very special Mercedes.

But even then, the prevailing impression is compiled of such pragmatic virtues as compliant ride, accessible performance, perfect balance, enough noise but no undue vibrations or harshness. For a rear-wheel-drive supercar, the SLS is incredibly benign and forgiving.

One key dynamic asset is the steering. Meatier and less damped than in other AMG models, it opens up a new level of man-machine dialogue. It's a precision tool that fuses minimum input and maximum control, even through that adrenalin-pumping 110 mph uphill kink where the coupe's fat rear end wants to play catch and release. Then there's the electronic throttle, which allows you to modulate and time the torque flow to perfection. The free-breathing, high-revving V-8 responds to the driver's right foot like a thoroughbred to the prose of a horse whisperer. Especially in manual mode, where the transmission holds the chosen gear no matter what, the SLS rides the torque surf so expertly that every approach is a trough, every apex is a crest, and every exit is a mighty tidal wave.


To boost the 6.2-liter V-8's power output from 525 hp to 571 hp, AMG developed a new larger-diameter intake plenum, hotter camshafts, a more ambitious lightweight valve train and a low-resistance multiple-pipe exhaust system. Other measures include slimmer forged pistons, reinforced crankshaft bearings, toughened reduced-friction piston liners, a stiffer crankcase, a shorter cooling circuit and a more efficient lubrication. Lighter, torquier and quite a bit more powerful, the tweaked 6.2-liter V-8 actually uses less fuel than the version in the E63 and S63 (though U.S. EPA figures are not yet available). Mercedes is quoting a 0-to-62 mph time 3.8 seconds and a top speed of 197 mph.

Equally impressive are the brakes. One can specify extra-large carbon-ceramic rotors which are immune to high temperatures and offer a 40 percent weight advantage, but even the standard steel discs are very good at neutralizing excess kinetic energy. Despite the commendably short pedal travel, the massive six- and four-pot calipers cover the complete deceleration spectrum from touch-then-go-again to all-anchors-dropped.


No, we don't know yet how the SLS fares on broken pavement, on twisty autobahn sections, or in stop-and-go traffic. If the performance on the track is any indication, the new AMG-Mercedes promises to be one of the true greats.

Look for the SLS to make its public debut at the Frankfurt auto show in September and U.S. sales to start next summer, with production capped at 5000 per year. Next in the five-year cycle of the project is the roadster, which goes on sale in early 2011. Three and a half years later, we are going to see a limited-edition farewell Black Series gullwing. And believe it or not, there is also a zero-emission version in the works for 2012.

Mercedes-Benz SLS AMG - Preliminary Specifications (per manufacturer)

Engine: 6.2-liter, 32-valve DOHC V-8
Power: 563 hp @ 6800 rpm
Torque: 479 lb-ft @ 4750 rpm(7200 rpm max engine speed)

Transmission: 7-speed dual-clutch automatic
Drive: rear-wheel
Wheels: 9.5 x 19 inch front, 11.0 x 20 inch rear
Tire size: 265/35 R19 front, 295/30 R 20 rear

Length: 183 in
Width: 76 in
Wheelbase: 105.5 in
Track front/rear: 66/65 in
Curb weight 3571 lbs

0-62 mph: 3.8 seconds
Top speed: 196 mph
Fuel economy: 18 mpg (city/hwy combined on Euro cycle)

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News : 2010 Mercedes-Benz S400 Hybrid and Lexus LS600hL

For 2010, the Mercedes-Benz S-class gains its first-ever hybrid powertrain, a clear indication that its maker is shifting from a strict diesel approach to efficiency and finally acknowledging the worth of hybrids as an essential step on the path to electric propulsion. What's more, the Mercedes S400 Hybrid is the world's first production hybrid automobile using lithium-ion batteries (the Tesla Roadster is powered solely by Li-ion batteries). Hybrid propulsion systems aren't anything new, of course, but they're still rare in the luxury class, where the Lexus LS600hL has been standing alone for the past two years.

Mercedes and Lexus systems wouldn't be more different if they had been designed on different planets. The Lexus approach adds some $30,000 to the price of the sedan, not to mention nearly 600 pounds, compared with a conventional LS460L. Included for those extra dollars and pounds are a four-wheel-drive system, a 221-hp electric motor, nickel-metal-hydride batteries, and a 5.0-liter V-8. Loaded to the gills, the LS600hL is Lexus's flagship sedan, designed to offer V-12 performance with V-8 fuel economy.

Mercedes has taken a decidedly different route - one that adds less weight and complexity. Similar in design to Honda's Integrated Motor Assist hybrid powertrain, the Mercedes setup has a compact, ring-shaped electric motor sandwiched between the engine and a conventional automatic transmission. Like Lexus, Mercedes employs braking regeneration and engine shutdown at stoplights to curb consumption. Although the Lexus can propel itself a few feet at very low speeds with the engine off, that function is not available in the S400. Nor does Mercedes offer 4Matic four-wheel drive in this hybrid.

Instead of promising performance similar to an S-class with a larger engine, Mercedes chose to introduce its hybrid model as a more environmentally conscious way of traveling in luxury. The S400 Hybrid should cost about the same as the $90,225 V-8-powered S550 when it goes on sale in the United States this September. It uses the European-market S350 as a starting point, so behind the three-pointed star lurks a six-cylinder engine. The 3.5-liter V-6 produces 275 hp, the same as the base V-8 did in 2006, the last time an S-class was available to U.S. customers with a six-cylinder. And that V-8 didn't benefit from an additional electric motor.



The V-6 is similar to the 3.5-liter unit found in other Mercedes cars and crossovers, but this version has different pistons and cylinder heads. It also runs on the Atkinson cycle, a common hybrid approach. The Atkinson cycle uses late-closing intake valves to stretch the expansion (power) stroke for increased efficiency. The one sacrifice is some loss of torque, especially at low rpm.

And that's where hybridization comes in. The electric motor in the S400 contributes up to 118 lb-ft of torque, more than making up for the Atkinson sacrifice. In fact, total system power is quoted at 295 hp and 284 lb-ft, topping the 268 hp and 258 lb-ft ratings in a C-class fitted with the 3.5-liter V-6.

As a result, the S400 Hybrid, Mercedes says, reaches 60 mph in about seven seconds, but it can't come close to matching the sports-car-like S550, which takes only 5.4 seconds. The payoff in fuel economy, though, is substantial. Mercedes estimates that the S400 will achieve 23 mpg in the city and 33 mpg on the highway. The latter figure sounds optimistic to us, but even if the S400 earns an EPA combined 25-mpg rating, that's a fuel savings of nearly 50 percent over the V-8. And, let's face it, how many luxury sedan owners really need all of a V-8's prodigious thrust?




Lexus would say all of them - and to that end, the LS600hL loses none of the performance of the nonhybrid LS. Total system output is a robust 438 hp, sufficient to slingshot the LS to 60 mph in 5.5 seconds, according to Lexus. That's only 0.1 second slower than the nonhybrid version, but the more expensive Lexus achieves a combined 21 mpg in EPA tests, beating the all-wheel-drive LS460 by 3 mpg.

The Lexus suffers in one area that the Mercedes doesn't - cargo capacity. The large nickel-metal-hydride batteries and the extra air-conditioning system needed to keep them cool reduce trunk space from 18.0 cubic feet to only 11.7. Mercedes was able to locate its smaller and more energy dense Li-ion battery pack, which consists of thirty-five cylindrical cells supplied by the French firm Saft, in the engine compartment, leaving the S-class's 16.3-cubic-foot trunk intact.

On the road, the Lexus somehow manages to be lithe and nimble; it's an uncommonly responsive supersedan despite its supertanker weight. It combines an ultrabrisk throttle response with very strong brakes and a reassuring blend of grip and traction, although it's let down by a somewhat detached chassis, androgynous steering, and a ride that seems to vary almost at random between brittle and cushy.



The biggest benefit of the Lexus hybrid system is its smoothness. The two electric motors and two planetary gearsets allow the big V-8 to loaf except during hard acceleration. Flat-out, the LS600hL might not be any faster than the regular LS, but it doles out power far more effortlessly.

The Mercedes, by comparison, feels like a normal V-6-powered S-class. The Benz and the Lexus behave so differently that you realize this isn't a battle of which car is the better sedan, it's a clash between two philosophies. The Lexus was admirably early to market, but suddenly it seems that Benz's more elegant system reaps nearly the same benefits.



Indeed, rumor has it that this hybrid system will be standard equipment across the board on the next-generation S-class set to debut in late 2012. Mercedes also has a two-mode hybrid system coming this December in the ML450, and we're confident that Lexus has a few more hybrid tricks up its sleeve. So, which is it going to be? Will we see more luxury hybrids with straightforward powertrains, or will the Lexus model prevail? The answer isn't completely clear, but there is one thing you can bet on: hybrids are here to stay.

The Specs

Mercedes-Benz S400 Hybrid
On sale: September
Price: $90,000 (est.)
Engine: 3.5L V-6/electric hybrid, 295 hp (combined), 284 lb-ft (combined)
Battery: Lithium-ion, 0.8 kW-h
Drive: Rear-wheel

Lexus LS600hL
On sale: Now
Price: $106,035
Engine: 5.0L V-8/electric hybrid, 438 hp (combined), 385 lb-ft
Battery: Nickel-metal hydride, 1.9 kW-h
Drive: 4-wheel
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New 2010 Mercedes-Benz E63 AMG

Is the Horsepower War Almost Over?
War is hell, unless it's a horsepower war, in which case it's kind of fun. For more than a decade, the cars from AMG have been on the front lines of the horsepower wars, which have seen the top autobahn rockets - most, naturally, from Germany - zoom past 300, then 400, and now 500 horsepower. But all good wars must one day come to an end, and for the horsepower wars, that day is starting to feel very close indeed. The new E63 AMG, for example, uses the same engine as the previous model (AMG's near-ubiquitous 6.2-liter V-8) and pushes its headline figure ahead by only 11 hp.

Still, we're talking about 518 horsepower here, easily enough to send this luxurious four-door sedan down the autobahn at (a governed) 186 mph. The thing is, the previous E63 AMG, with only 507 hp, was also capable of 186 mph. Evidently, at the peak of the super-sedan pyramid, there simply isn't much more performance to be had.

The goal: Better driving dynamics
Where, then, did the AMG folks hope to move the needle with this new car? "We wanted a sharper car - better driving dynamics," says Tobias Moers, head of overall vehicle development at AMG. Here again, though, we'd argue that AMG's high-volume mid-liner already made its big move in the chassis department with the switch from the old E55 AMG to the new-for-2007 E63.

Nonetheless, in the quest for even better driving dynamics, AMG engineers tossed out the front air springs (still used on the standard E-class) in favor of steel springs and struts. Air springs are retained at the rear, because of their ability to manage the widely varying loads on the rear axle. As before, the dampers are adjustable, this time in three steps: Comfort, Sport, and Sport+. An available performance package - a seemingly redundant option on a fire-breather like the E63 - makes the three settings a bit firmer still. When we sampled both versions on the beautifully maintained roads around Stuttgart, the standard car in its mellowest setting delivered a pretty comfortable ride, but when we cranked it up a notch to Sport or two notches to Sport-plus, the E63 telegraphed every slight bump or bit of creased pavement we could find. In the performance-package car, Comfort is the equivalent of the standard car's Sport setting, so your choices are Stiff, Stiffer, and Stiffest. Combine that with the 30/35-series tires (front/rear) and that is likely to feel pretty harsh over the crumbling highways that plague so much of America.

Unfortunately, those seeking ultimate bragging rights will want to opt for the performance package anyway, as it includes the reprogrammed electronics that allow for that 186-mph top speed, rather than the standard 155 mph. Otherwise, though, the stiffer spec is hardly necessary. Despite tipping the scales at a shade over two tons (about the same as before), with either setup, the E63 turns in aggressively, remains deliciously balanced through fast corners, and emits barely a peep from its Pirelli PZero tires. A new, fixed-ratio steering rack is quicker than before at 14:1 but is perfectly weighted and never nervous. For those eager to explore the handling limits, the stability control includes a more liberal Sport mode and also can be switched off completely.



A new transmission grabs the powertrain spotlight
The same 6.2-liter V-8 that powered the previous E63 is under the 2010 E63 AMG's hood. AMG engineers were able to boost peak horsepower to 518 hp, chiefly by lowering the exhaust backpressure. The engine's surprisingly sharp, aggressive bark and deep rumble have been preserved. Overall, though, the more significant powertrain change is the adaptation of the Speedshift DCT seven-speed automatic transmission from the SL63 AMG, which replaces the old car's seven-speed automatic. The Speedshift box uses a wet clutch in place of a torque converter and provides faster shift times and very sweet, rev-matched downshifts. Surprisingly, despite the absence of the torque converter, the transmission still beats any automated manual - including BMW's M-DCT - and most dual-clutch setups with its smoothness both in take-off from a stop and in its automatic shifts. And yet its shift speed effectively gives away nothing to those supposedly sportier gearboxes.

As you'd expect, the driver can tailor the transmission's behavior via a choice of modes. The mellowest, C (for Controlled Efficiency, says Mercedes) is really too mellow for a car like this. It's the economizer setting, starting off in second gear, upshifting as soon as possible, and even relaxing the throttle response. Controlled Efficiency might be great for squeezing out the best-possible mpg rating on the EPA test cycle (expected to be 13 city/19 highway, though official figures aren't yet available), and it's the chief reason AMG is able to boast of a 12 percent improvement in the E63's fuel economy. But, really, who on earth is going to hypermile their nearly-$100,000 German super-sedan?



The next two modes, Sport and Sport+, are subtly different in their programming but virtually indistinguishable on the road. Happily, both seem to intuitively understand the enthusiast driver, unfailingly anticipating gear choices, downshifting under braking, snapping off upshifts with lightning speed, and beautifully matching revs on every downshift, whether automatic or manual. Speaking of manual, if the driver calls up his own shifts via the steering-wheel-mounted paddles, after a few moments of inactivity, the box will resume giving its own orders. Turn the control knob to Manual, however, and the transmission will defer almost totally to the driver; the gearbox will not upshift even at the 7200-rpm redline nor will it kick down in response to a booted throttle.

A final, fifth, position on the transmission control knob is RS, for Race Start (or should that be valet mode?). It's a bit fussy to deal with, though. With the stability control in Sport, you hold your left foot on the brake, choose Race Start, when prompted quickly tap the upshift paddle once to confirm, then immediately floor the accelerator (if you're not fast enough the whole sequence is cancelled and you have to start over), and let off the brake. The E63 effects a wheelspin-free blast that should have you to 60 mph in 4.1 seconds.




The buttons to select the transmission, ESP, and damping modes are alongside the gear selector, which is a console-mounted lever rather than the wimpy column shift in the standard E-class. Sitting next to them is a fourth button, labeled AMG, which - like a BMW's M button - can program and store a driver's preferred settings for transmission, stability control, and damping.

As you'd expect from a car with 518 hp, the E63 is a always ready to drop a couple of gears, let out a deep bellow, and tear ahead down the highway. The massive V-8 makes this car a star of the quick, two-lane pass. A new option for hauling it back down again is carbon-ceramic brakes, although they won't be available in the U.S. market until next year. Like all carbon-ceramic brakes, these offer fade-free, racetrack-ready performance, at a price (expect to be $8000 to $10,000), but unlike most they're - almost - squeal-free and fairly easy to modulate.



For AMG: typically subtle appearance changes inside and out
Compared with the standard E-class, the AMG version has a unique front-end design, with a wider, deeper front fascia with functional side slits (they extract air from the engine oil cooler). Wider front fenders make way for the increased front track and ultrawide rubber - 255-series up front; while the rear tires are 285, whether on standard eighteen-inch or optional nineteen-inch wheels. There is also AMG-specific lower bodywork on the sides and at the rear. Inside, there's the aforementioned center console buttons, a unique gauge cluster, sport seats, and available carbon-fiber trim. As before, the overall affect is muscular but refined.

Rumbling into dealerships this fall
The new E63 goes on sale this November, at a price that should come in below the outgoing car's upper-$80,000 base sticker. The wagon version again will be available, but only by special order. The new E63 does not offer a great leap in horsepower over the outgoing car, but it makes measurable progress in chassis dynamics and it offers a more entertaining transmission, even if it's not a stick-and-clutch manual. Its already spectacular predecessor was already arguably at the peak of the performance-sedan mountain. The new model marks only incremental progress, but when you're starting at this level, there's only so much higher you can go.

2010 Mercedes-Benz AMG

Price: $87,000 (estimated)

Powertrain
Engine: DOHC V-8
Displacement: 6.2 liters
Horsepower: 518 hp @ 6800 rpm
Torque: 465 lb-ft @ 5200 rpm
Transmission: 7-speed automatic

Chassis
Steering: Rack-and-pinion with power assist
Suspension, front: Damper struts, electronic damping
Suspension, rear: Air springs, electronic damping
Brakes: Vented discs, front and rear, ABS
Tires: Pirellit PZero, 255/35 ZR19 front, 285/30 ZR19 rear


L x W x H: 192.6 x 75.9 x 56.8 in
Wheelbase: 113.2 in
Track F/R: 66.2/62.8 in
Weight: 4058 lbs
Fuel Mileage: 13/19 mpg (estimated)

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Mercedes Develop External airbag

London: AirBag assessed at this time was sufficient to protect the head, chest, knee and passenger cars. However, the current Mercedes-Benz has developed an external airbag. Airbag is placed in the front of the car. Later, as the airbag is enabled anchors on the surface so that the road speed braking.

As The Telegraph made recently, braking system with the airbag, and can be installed in all new generation of Mercedes in the last seven years. Currently, the system is being tested in the Mercedes S-Class hybrid-based ESV (experimental vehicle security) in 2009.

This program can only work during the emergency braking cause collision with the vehicle or obstruction in front of the car. Cars will be protected by aluminum, and rubber that act as a carbon fiber shield. Airbag will increase the maximum 1g of braking on a dry surface to about 2g, so to prevent a severe accident.
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