There’s a lot of buzz surrounding better fuel economy through forced induction these days. Whether by turbo or supercharging, forced induction four-bangers are quickly becoming the the first step for ALL automakers to improve their EPA ratings. Look no further than Ford’s recent declaration of an Eco-boosted I4. The turbo is nothing new, though. Automotive engineers have been playing with forced induction for over 100 years. Hit the jump for the history of the turbo.

Among the annals of automotive geniuses there are a pair of names that tend to crop up fairly often in the very early history of cardom, and both had a helping hand in the development and application of forced induction technology. These two men are Gottlieb Daimler and none other than Rudolf Diesel — for which “Diesel” fuel is incidentally named. Daimler might sound familiar — his legacy lives on as his name graces the umbrella of Daimler AG, owner of Mercedes-Benz and Maybach among others. As early as 1885 Daimler was granted a patent for the first supercharged internal combustion engine.

The early years of super and turbo charging got off to fragmented starts, without any real progress until Swiss engineer Alfred Büchi invented the first turbocharger in 1905. Like early fuel injection, turbocharging saw its first applications in the military — powering massive diesel ships and locomotives as well as making their debut on fighter aircraft. In 1918 GE engineer Sanford Moss put the first aircraft turbo on a V12 Liberty engine to explore the benefits of turbocharging, namely higher altitude and more power. Turbo power wouldn’t arrive on the automobile scene until 1938.

In 1938, the first turbo-diesel truck was produced by Swiss Machine Works Saurer. Unfortunately, it was something of a false start. Widespread application of turbo technology would have to wait until GM produced the Chevy Corvair Monza Spyder and Oldsmobile Cutlass Jetfire 24 years later in 1962. What happened in the intervening years? Plenty… just none of it widespread. Mercedes-Benz, Bentley, Alfa Romeo, and Bugatti all introduced superchargers on some of their vehicles, but with the exception of MB they were all restricted to race versions of production cars — no turbos. The 1962 release of the turbo by GM may have been ahead of its time as the two cars were so unreliable GM quickly removed the option.

At this time, diesel turbo’s became fashionable, popular, and widespread with the introduction of 1978’s wonder children: the Mercedes-Benz 300SD and the Peugeot 604. Gas-powered turbo engines continued to be costly and rather uncommon options outside the 70s racing scene. This isn’t to say they weren’t popular. Nearly every automaker offered at least one model with a turbo as an option, but for the most part they didn’t take off until the technology matured in the ’80s.

Turbo diesels became widespread because their torquey engines could spool the turbos much faster than their gasoline counterparts. This gave the engines almost car-like driveability. By the time big hair and glam metal rolled around, turbo lag times had decreased significantly, and import companies began incorporating turbos on their smaller engines to meet rising fuel costs and stricter emissions standards. Domestics continued to offer them only on select models and only for certain applications — usually to gain more power as opposed to better efficiency.

Today turbo and superchargers are largely responsible for the ability to simply and cheaply balance power with efficiency, second only to fuel injection technologies. The popular trend these days is to utilize turbos and superchargers to increase fuel economy and lower emissions by using smaller displacement engines. The trick makes cars like the VW GTI, Ford Focus R/S, Porsche 911 and Subaru WRX such a blast to drive.

Lets not leave diesels out of the mix. Over 100 years later, the brainchildren of Daimler and Diesel continue to set fuel efficiency records. Cars like the 70 mpg VW Polo Blue Motion are due in the states next year, and are proof of the technology has what it takes to tackle our power and emissions challenges. The future is bright for forced induction technologies as President Obama has mandated a higher CAFE standard sooner rather than later. It’s a good time to love forced induction.

Mercedes has confirmed that there will be an all electric version of their next supercar, the SLS AMG Gullwing. It’ll be called the SLS AMG eDrive and they claim it will produce zero emissions, yet develop a total of 526 horsepower and 649 lb-ft of torque — enough to push the car to 60 MPH in just 4 seconds. That time is about the same as the gasoline version, which has a 6.3 liter V8 engine with 571 horsepower. Jump for more and the press release.

The power comes from four individual electric motors that are mounted close to the wheels. Power is channeled through two separate transmissions, one for each axle. This system gives the SLS eDrive an intelligent all wheel drive system similar to the one Ferrari has been working on. Energy is stored in a high voltage liquid cooled lithium-ion battery that’s related to the one in the Mercedes-Benz S400 Hybrid and is a design that is not used in any other production hybrids.

It’s starting to sound like the SLS eDrive owners will have to recharge their batteries by plugging the car into a wall, with some help from the regenerative braking system. Also, because of Mercedes’ plan to introduce an electric version of the Gullwing from the very beginning, the weight distribution will be almost the same as the gas version, no changes were made to the car’s aluminum frame. Neat. [Source: Mercedes-Benz]

PRESS RELEASE

Mercedes-Benz SLS AMG with electric drive – the exciting future of the super sports car

New swing-wing model with purely electric high-tech drive system

Mercedes-AMG is paving the way ahead: with the new SLS AMG with electric drive, the performance brand within Mercedes-Benz Cars is developing an exciting super sports car with zero-emission high-tech drive. This model sees Mercedes-Benz and AMG displaying their expertise in the development of alternative drive solutions for high-performance super sports cars, delivering further proof of their pioneering status in this market segment.

The Mercedes-Benz SLS AMGwith electric drive transforms the vision of powerful and locally emission-free super sports cars into reality thanks to an innovative drive system: powerful forwards thrust is provided by four electric motors with a combined peak output of 392 kW and a maximum torque of 880 Nm. The four electric motors are positioned near the wheels, substantially reducing the unsprung masses compared to wheel-hub motors. One transmission per axle transmits the power. This intelligent all-wheel-drive system allows dynamically optimised power transmission without any losses by means of Torque Vectoring – in other words the specifically targeted acceleration of individual wheels. In its first pilot phase, the SLS AMG with electric drive incorporates a liquid-cooled high-voltage lithium-ion battery of modular design with an energy content of 48 kWh and a capacity of 40 Ah. The 400-volt battery is charged by means of targeted recuperation during braking whilst the car is being driven.

Acceleration from zero to 100 km/h in around 4 seconds

When it comes to dynamics, the electrically driven SLS AMGdelivers an unequivocal statement: the swing-wing model accelerates from zero to 100 km/h in around 4 seconds – putting it on the same high level as the SLS AMG with a 6.3-litre V8 engine developing 420 kW/571 hp.

“With the SLS AMG with electric drive, we wanted to redefine the super sports car. For us, it is not just about responsibility. We attach just as much importance to excitement and classic AMGperformance,” says Volker Mornhinweg, Chief Executive Officer of Mercedes-AMG GmbH.

Optimum weight distribution and low centre of gravity

The purely electric drive system was factored into the equation as early as the concept phase when the new swing-wing model was being developed by Mercedes-Benz and AMG. It is ideally packaged for the integration of the high-performance, zero-emission technology: by way of example, the four electric motors and the two transmissions can be positioned near the wheels and very low down in the vehicle. The same applies to the modular high-current battery, whose modules are located in front of the firewall, in the centre tunnel and behind the seats. Advantages of this solution include the vehicle’s low centre of gravity and the balanced weight distribution – ideal conditions for optimum handling, which the electrically powered SLS AMG shares with its petrol-driven sister model.

The installation of the drive components required no changes whatsoever to the swing-wing model’s aluminium spaceframe body. And there were just as few constraints when it came to maintaining the excellent level of passive safety and high degree of long-distance comfort that are hallmarks of Mercedes cars.

Strategic alliance for fast electrification of the car

The electrically powered SLS AMG sees Mercedes-Benz and AMGcontinuing to pursue their aim of minimising the amount of time it takes to bring about the electrification of the car. Their strategic involvement in Deutsche Accumotive GmbH & Co. KG, a joint venture between Daimler AG and Evonik Industries AG, will provide the battery technology required in future. Daimler has the leading role in this joint venture for the development and production of batteries and battery systems for automotive applications.

Mercedes-Benz has released more details about their ultra-luxurious, yet environmentally friendly S400 HYBRID. The car was announced recently along with the face-lift that the whole S Class line will be getting. The S400 is significant because it’s the first production vehicle that will be powered in part by a lithium-ion battery, unlike the sealed nickel-metal hydride battery pack that you’d find in most other hybrids, including the third generation Toyota Prius and second generation Honda Insight.  Jump for more info on the Hybrid S400

The electric motor is able to provide another 20 horsepower which is in addition to the 279 horsepower that the 3.5-liter V6 provides. More importantly, the entire system is capable of producing 284 lb-ft of torque.  This hybrid drivetrain is able to accelerate the big car to 60 MPH in 7.2 seconds and a terminal speed of 155 MPH. Gas mileage is rated at a combined 30 MPG, which is nothing spectacular but respectable when taking the car’s size into consideration. The S400 also has the engine start/stop system that minimizes fuel consumption while waiting at a stop light. Of course, all the kinetic energy that would normally be used to heat up the rotors is conserved by converting it to electric energy which is stored in the battery.

The intent of the S400 was to reduce emissions, which is something that does not start or end with the car’s activities on the road. Mercedes-Benz made sure to examine the entire process of the car, from manufacturing to disposal, to ensure that the S400 Hybrid’s environmental footprint is as small as possible. Check out the press release for details on how much emissions this car saves over its lifetime. [Source: Mercedes-Benz]

Signed and sealed: the environmental compatibility of the new S-Class – S 400 HYBRID: Luxury for the Environment

The S 400 HYBRID sets new standards, not only in the fields of technology, innovation and driving pleasure. The luxury saloon offers an overall excellent environmental lifecycle assessment, with favourable fuel consumption, low emissions, a comprehensive recycling concept and a high share of renewable and recycled materials.

Mercedes Benz is going to start making high end bikes very soon, which they claim are the same quality as their ultra luxurious cars. Just like their flagship S-Class cars, their bikes will feature new technologies that make them convenient and comfortable for owners. Mercedes is definitely not the first automaker to make pedal bikes, as Ferrari, Honda, and more (Peugeot) have been known to do so. But these bikes from Mercedes might just be the best out of all of them. Jump to see their features.

There will be three bikes available: a mountain bike, a road racing bike, and a very interesting folding bike. The folding bike features a mechanism that allows cyclists to collapse the bike into a smaller form, convenient for storage or transporting it when arriving at your destination. That’s just one of two forms that the bike can fold into; there is another mode that allows the user to push the cycle around, which might come in handy at the airport or some other crowded place. It’ll have eight gears to play with and cost approximately $2,400. Looks like the bike prices also take after their cars.

Trail riders will be very interested in the next bike, which is a mountain bike that’ll be limited to a production run of 100 units. It utilizes an aluminum frame with a 24 speed gearbox (puts the 8 speed to shame!), carbon fiber pedals, disc brakes, and performance wheels. It’ll carry a price tag of $5,670.

Lastly, they will offer a road racing bike that features a carbon fiber frame, carbon fiber forks, 20 gears, carbon fiber pedals, and performance wheels. The result of all these carbon fiber goodies is a total weight of under 15 pounds. Just don’t ever drop the bike or it might all come apart! This bike will set you back around $7,000. I’d definitely rather pick up a used GSX-R 1000 for that kind of money.

First of all, love the scallop in back of the fenders. Second, DTM stands for Deutsche Tourenwagen Masters, which is a German way of saying German Touring Car Championship. A fun series to be sure, for the last decade or so DTM has been Mercedes C-Classes taking on Audi A4s and Opel Astras. Where’s BMW? They’re busy with their 320s in WTCC. And that’s really all I have to say about DTM, other than check out these killer AMG wide bodies. So, like, jump.

Well, OK, there’s a bit of news for those that care. Paul Di Resta — last year’s second place finished — is starting at the front of the grid. Another AMG driver (Gary Paffett) was actually faster than Di Resta, but he garbooned another car so he has to start seventh. Oh look — another car!

[Source: Daimler]

Yeah, I’m still reeling from the E-Class being voted the best looking car in the world. So silly. And I was trying to think up some actual good looking Mercedes. While tank-like, or train-ish, most MBs aren’t what I’d called attractive. Sure, you got the the outliers like the 300 SL Gullwing, but other than that… beefy taxis, the lot of ‘em. And speaking of beefy, check out the fintail Heckflosse wagon. How cool is that. I just love that in the late 50s/early 60s, fins were such a crucial design element that Mercedes felt compelled to leave ‘em on the wagon. I mean, how else would the discerning motorist know he was driving the future? See you Monday.

Uh… I mean, it’s a fine looking car… Don’t get me wrong… but… the 2010 Mercedes-Benz E-Class is simply not the best looking car in the world. Except that about 100,000 readers of German buff book Auto Bild think different. Not only did they vote the regular E-Class as planet earth’s #1 most attractive ride, but they named the E-Class Coupe as tops on the “Coupe and Cabriolet” category. Uh… crack smokers, the lot of them. [Source: Fin Channel]

The very first 2010 E-Class Coupe has been delivered to its very first customer. Er, well, it wasn’t exactly “delivered,” but rather picked up by a man named Siegfried Möller. Though MB considers that a delivery… Anyway, you can see Mr. Möller on the left, getting his keys and quite happy about taking delivery of his new silver Benz at the Badden plant. And if you jump, you will see a video for the all new E-Class that makes you wonder why Siegfried bothered. For reals. [Source: Daimler]

PRESS RELEASE

Design which expresses passion and effortless superiority
The design of the new two-door model includes traditional styling elements
which give Mercedes-Benz Coupés their unmistakable identity: for example the side windows, which are not interrupted by a B-pillar and are fully retractable. Another hallmark of Mercedes Coupé design is the sports radiator grille with the large central star. At the same time, however, the new model points the way to the future with an exciting, contemporary design idiom.
At the same time the Coupé shows its close family resemblance to the E-Class Saloon. This is shown by the ‘twin-headlamp face’, with rhomboid contours but somewhat sportier, sharper treatment for a more dynamic and incisive look. Another design feature which the Coupé shares with the Saloon is the powerful contour of the rear wing – a styling cue which also gave the S 220 “Ponton” Coupé of 1955 its athletic appearance.
Although it shares family traits with the Saloon, the Coupé has its own, distinct identity characterised by effortless superiority and a greater sense of passion. The arrow shape of the entire front section from front bumper to radiator to bonnet, the more extreme interpretation of the twin headlamp face and its more sinewy build give it a racier and more dynamic presence.
Newly developed seats with a sporty design
The seats of the E-Class Coupé are new developments whose design and techno-logy reflect the sporty nature of this two-door Mercedes. They are electrically adjustable for seat height and backrest angle as standard. The high, sports car-like seat backrests have a practical Easy-Entry function to make access and egress easier for rear-seat passengers. In conjunction with electric seat adjustment with memory (an optional extra), the front seats are equipped with electropneumatically adjustable four-way lumbar supports; these are able to provide anatomically favourable support for the lower spine, which further improves seating comfort.
Luxury seats with leather upholstery and active ventilation are available as optional extras, as are newly developed multicontour seats with inflatable air chambers in the front seat cushions as well as in the centre and side bolsters of the backrests. Two comfortable individual seats are available for the rear passengers. These feature backrests which can be folded down individually or together to increase the capacity of the luggage compartment.
Engines: fuel consumption down by 17 percent
The diesel in the E 250 CDI BlueEFFICIENCY Coupé is the top-of-the-range unit in the new generation of Mercedes-Benz four-cylinder engines, which are notable for features such as two-stage turbocharging, precise piezo injectors and the latest common-rail technology. The engine has an output of 150 kW/204 hp and develops a maximum torque of 500 newtonmetres which is available from just 1600 rpm. This means that it is some 36 percent more powerful than the four-cylinder diesel in the preceding model yet consumes around 17 percent less fuel: 5.1 litres per 100 kilometres (combined NEDC consumption, provisional figure). This corresponds to a carbon dioxide emission level of 135 grams per kilometre.
The turbocharged V6 diesel engine with common-rail direct injection remains in the line-up. Fitted in the E 350 CDI BlueEFFICIENCY Coupé, it develops 170 kW/231 hp (previously: 165 kW/224 hp) and consumes 6.8 litres per 100 kilometres (combined) in the NEDC cycle. Its carbon-dioxide emissions are 179 grams per kilometre.
Two new petrol engines with direct injection
Mercedes-Benz has also chosen to move over to direct-injection technology for its petrol engines. Once again, the E-Class Coupé points the way: the powerplant at work under the bonnet of the E 250 CGI BlueEFFICIENCY Coupé is a newly developed four-cylinder direct-injection unit with 150 kW/204 hp and a five-speed automatic transmission as standard. This engine makes do with 7.2 litres of fuel per 100 kilometres (combined NEDC consumption, provisional figure). CO2 emissions are 167 grams per kilometre. This is some 13 percent less than the figure for the previous four-cylinder engine (135 kW/184 hp) with conventional fuel injection.
Mercedes-Benz has replaced the previous V6 petrol engine with the world’s first six-cylinder unit featuring spray-guided direct petrol injection in the new E 350 CGI BlueEFFICIENCY Coupé. This engine develops 215 kW/292 hp – an extra 15 kW/20 hp – and consumes about 14 percent less fuel than the previous V6 engine: its combined NEDC consumption per 100 kilometres is 8.5 litres. This corresponds to 199 grams of CO2 per kilometre.
In the top-of-the-range model, the E 500 Coupé, the muscular V8 engine with 285 kW/388 hp and 530 newtonmetres of torque offers the performance characteristics of a sports car. Mercedes engineers have enhanced details of the eight-cylinder unit, reducing the fuel consumption (compared to the preceding model) by 0.5 litres to 10.9 litres per 100 kilometres (combined NEDC consumption). All the engines in the new E-Class Coupés meet the EU5 exhaust emission standard.
Safety: sensors, radar and cameras for safe driving
The safety systems newly developed for the E-Class are based on accident
research findings; they can make a valuable contribution to enabling safe, accident-free driving, improving vehicle occupant protection and, moreover, helping to increase the safety of other road users. These trend-setting developments are also available for the new E-Class Coupé, or are included in its standard equipment. Based on highly sensitive sensors, cameras and radar systems, they turn this two-door model into an “intelligent partner” able to see, feel and react reflexively in critical situations and, if necessary, act independently if the danger of an accident is acute.
Drowsinessis one of the most common causes of accidents on motorways. This is why Mercedes experts have developed the ATTENTION ASSIST system which forms part of the standard equipment of the new E-Class Coupé. As the vehicle is being driven, the system continuously evaluates more than 70 different parameters in order to identify driver drowsiness and provide a warning before the dangerous microsleep phase begins. Observing the driver’s steering behaviour has proved to be a particularly strong indicator: several years of practical research by Mercedes engineers have shown that drowsy drivers make minor steering errors which they often correct very rapidly in a characteristic way. This steering behaviour is recognised by a special steering angle sensor.
Also fitted as standard is the PRE-SAFE® anticipatory occupant protection system – a Mercedes invention which has received a number of awards and which is not offered by any other vehicle in this class. If there is an immediate danger of an accident occurring, the system activates protective measures for the driver and front passenger as a precaution so that the seat belts and airbags can provide their full protective effect on impact. This warning of an impending accident is possible because PRE-SAFE®uses the sensors of the Brake Assist system and the Electronic Stability Program (ESP®) to identify potentially critical dynamic handling situations.
Adaptive Main Beam Assist for the best possible road illumination
Like the Saloon, the new E-Class Coupé also offers the latest lighting technology. The headlamps adjust continuously to the current driving situation and react automatically to offer the driver the best possible degree of road illumination at all times. This task is taken care of by the Adaptive Main Beam Assist function: a camera fitted on the inside of the windscreen allows the system to detect oncoming vehicles/vehicles in front and automatically controls the headlamps to prevent the other road users from being dazzled. As a result, the range of the dipped-beam headlamps can increase from the current norm of 65 metres to as much as 300 metres. If the road ahead is clear, the system performs a gradual transition to high-beam mode.
Adaptive Main Beam Assist is based on the bi-xenon headlamps, which Mercedes-Benz offers in combination with LED daytime driving lights.
Automatic emergency braking when a collision is imminent
The well-proven assistance systems from the S-Class which help to prevent rear-end collisions are now available for the E-Class Coupé, too. They use long and short-range radar sensors to monitor the traffic situation ahead of the vehicle and warn the driver if there is a risk of an accident. Mercedes-Benz combines these technologies in the DISTRONIC PLUSsystem; along with the proximity control system – which automatically maintains the Coupé at a set distance from the vehicle in front and can brake it to a standstill if required by the traffic situation – this comprises Brake Assist PLUS and the PRE-SAFE® Brake.
Brake Assist PLUS intervenes if there is suddenly a very rapid reduction in the distance. In this situation, the system warns the driver and almost instantaneously calculates the degree of braking assistance necessary to prevent a collision. This brake force is available immediately the driver depresses the brake pedal. Depending on the speed and distance, it allows controlled braking to a defined point or – if necessary – emergency braking.
The PRE-SAFE® Brake goes a step further and automatically brakes the E-Class if there is imminent danger of a collision and the driver does not react to the warnings. This can reduce the severity of an impact considerably, as the system can be regarded as something like an “electronic crumple zone” which offers the occupants an even greater degree of safety.
Most comprehensive array of safety features in this vehicle category
With seven standard-fit airbags, belt tensioners and belt force limiters on all seats, as well as crash-responsive head restraints for the driver and front passenger, the new E-Class Coupé offers the most comprehensive array of safety features in this vehicle category. The range of airbags, which can deploy in thousandths of a second in an accident, comprises front and side airbags for the driver and front passenger, a kneebag for the driver and windowbags. Rear sidebags are available as an optional extra.
The front crumple zone has four independent impact planes which allow the forces to be distributed over a wide area while bypassing the passenger cell. Furthermore, increased use of extra-high-strength steel alloys helps the vehicle body to withstand high impact loads. In fact, particularly strong grades of steel like this account for about two thirds of all the sheet metal used in the bodyshell of the E-Class Coupé.
An Active Bonnet, which forms part of the standard equipment, is the latest development to result from Mercedes-Benz’s long-standing and successful commitment to pedestrian protection. In the event of an impact, a system of springs raises the rear section of the bonnet by 50 millimetres within a fraction of a second, thereby increasing the available deformation space. A special feature of the Mercedes system is its reversible mechanism which allows the driver to reset the Active Bonnet without having to visit a workshop.
Comfort: advanced technology for a new driving experience
Along with safety, comfort has always been one of the outstanding qualities of the E-Class. Here, too, the Coupé lives up to the high standard set by the Saloon and demonstrates further noticeable progress, especially with regard to ride, seating and climate comfort. Another important comfort factor is the generous interior space, which Mercedes engineers created by increasing both the length and width of the vehicle body by 46 millimetres. This resulted in the distance between the front and rear seat reference points – an important dimension for the occupants’ freedom of movement – increasing by ten millimetres to 789 mm while the elbow width improved by up to 49 millimetres, compared to the preceding model.
High standard of ride comfort through selective damper control
The new E-Class Coupé’s standard-fit AGILITY CONTROL suspension adjusts automatically to the current driving situation. In order to provide the best possible ride comfort, this system reduces the damping during normal driving but immediately applies the maximum damping force during dynamic cornering or sudden evasive manoeuvres. This ensures optimum stabilisation of the Coupé.
As an alternative to the standard-fit AGILITY CONTROL suspension which is set up for comfort, a variant with a sportier damper response and more direct steering – the AGILITY CONTROL sports suspension – is available as an optional extra. To meet the requirements of even more demanding drivers, Mercedes-Benz has developed a dynamic handling package with an electronically controlled damping system. This processes sensor data about the current driving situation and adjusts the shock absorbers separately for each wheel. Furthermore, the driver can switch between two drive modes – Comfort and Sport – which make corresponding adjustments to the suspension set-up, accelerator response and the shift points of the automatic transmission. A newly developed speed-sensitive sports steering system with a more direct ratio and variable centring is also included in the dynamic handling package.
In order to allow a comparison of suspension characteristics, Mercedes engineers have developed the body index – a composite formula which is calculated from the readings for various typical driving manoeuvres. The body index is an indication of how well the suspension is linked to the body, how closely the car hugs the road and how nimble the handling is through fast bends. The higher the figure, the sportier – i.e. the firmer – the suspension characteristics.
The body index shows how the dynamic handling package is able to meet customers’ requirements for dynamism and comfort in equal measure: the index figure of 2.06 attained in Sport mode is reduced to 1.89 – a typical level for a saloon – when Comfort mode is selected.
Individual climatic comfort at the touch of button
The newly developed luxury automatic climate control system regulates the temperature, volume and distribution of the air in three zones to meet the requirements of the driver, front passenger and rear passengers. What’s more, for the first time, this optional THERMOTRONIC system allows the selection of different climatisation modes: the occupants can choose “Diffuse”, “Medium” or “Focus” modes at the touch of a button in order to adapt the air volume and distribution to their personal preferences while still benefiting from the convenience and comfort of automatically regulated climate control. Fitted as standard in the E-Class Coupé, the THERMATIC two-zone automatic climate control has been enhanced to offer five percent more heating and cooling power than the version fitted in the predecessor model.
Infotainment system with colour display in the dashboard
The well-proven operating concept from the S-Class, comprising the multifunction steering wheel, Controller on the centre tunnel, colour display in the dash-board and direct selection buttons also offers the occupants of the new E-Class Coupé a very high standard of operating comfort.
The Controller puts all the functions of the advanced infotainment system – such as the radio, CD/DVD player, telephone and navigation system – at the fingertips of the driver and front passenger. The Audio 20 CD radio with eight loudspeakers, a CD player and a Bluetooth interface for a mobile phone is fitted as standard. Customers who specify the optional COMAND APS multimedia system benefit from additional functions: a Europe-wide hard-disc navigation system, a DVDchanger, the Music Register (storage for about 1000 music tracks) and voice control with whole-word recognition. Further options for even greater listening pleasure are available in the form of a 500-watt surround sound system, a media interface for connecting external MP3 players and a tuner for digital radio reception.
Model range: individuality through variety
With an initial line-up of five engines, three suspension variants, a wide choice of colours, six different wheel/tyre combinations and many optional extras, the new E-Class Coupé offers plenty of scope for customers to turn their individual automotive dreams into reality. The basis for configuring the look and feel of the Coupé is provided by the ELEGANCE and AVANTGARDE interior concepts.
These not only offer different upholsteries and items of trim, but are complete configuration packages designed to create a harmonious atmosphere. Depending on the choice, the interior differs in its colour scheme and mix of materials to emphasise the elegant or progressive character of the Coupé.
The AMG Sports package, on the other hand, clearly focusses on agility and performance potential. AMG bodystyling includes the unmistakable contours of the AMG front apron with large air intakes, AMG side skirts and the expressive AMG rear apron with a black insert. High-sheen 18-inch AMGlight-alloy wheels in a 6 twin-spoke design with wide-base tyres in size 235/40 R 18 at the front and 255/35 R 18 at the rear provide further highlights. The AGILITY CONTROL sports suspension with a stiffer spring, shock absorber and stabiliser setup is combined with large, perforated brake discs at the front, plus brake callipers with Mercedes-Benz lettering. Perfect road contact is ensured by the sports speed-sensitive steering with a more direct ratio.
Striking interior features include upholstery in black ARTICO man-made leather. Leather or the particularly exclusive nappa leather is also available in a wide range of colours. Multicontour seats for the driver and front passenger provide the best possible adjustment to personal comfort preferences, thereby ensuring outstanding long-distance comfort.
With production limited to the first few months, the E-Class Coupé is also available as a Prime Edition series which particularly emphasises the new model’s character with selected, high-grade features. Among the most eye-catching are the palladium silver metallic paint finish, a panoramic glass sliding roof and 18-inch AMGhigh-sheen light-alloy wheels painted in titanium grey. Inside, a designo-interior with two-tone designo leather upholstery, matching designo floor mats and a sports pedal cluster of brushed stainless steel rounds off the exclusive overall impression.

A little while back, we hipped you to the news that AMG was about to unleash its big guns: the 518 hp V8 S63 and the 604 hp twin-turbo V12 S65. What’s that you say? Four more cylinders and two turbos only net you 86 ponies? Yeah, but let’s talk torque. The S63 has 465 lb-ft of the good stuff. The S65? 738 lb-ft. That’s a 273 lb-ft difference. Put another way, the S65 has more pulling power than the S63 and a Nissan 370Z combined. Ha ha ha! And for rizzle, mega, yacht-like torque’s the only (real) reason to purchase the S65. Not to sound too much like David E. Davis, but if you’ve never experienced the effortless thrust of a V12 pulling from say 50 to 120+ mph while you chomp your cigar and laugh at all the little people, well, are you sure you’re a man? Yeah honey, you. Jump. {Source: Mercedes-Benz]

Pop quiz: What do you get when you join together in unholy alliance of famed K-Car maker Chrysler and Mercedes-Benz, the brand favored most by both recent Middle Eastern and Asian immigrants? And what if you got a little kinky by adding some Karmann spice to the mix? I think you know where this is going and I think you know you want to hit the jump.

Long story short, you get the Chrysler Crossfire. Now we know the Crossfire isn’t a “new” car, and that it’s been reviewed countless times. We also know it still manages to generate controversy wherever it goes. Some think it ugly, others think it gorgeous. Some think it’s a terrible reminder of the time, money and effort wasted during the DaimlerChrysler experience, while others (like me) see it as one of the most underrated cars ever built.

Let’s just lay it out there — you’d have to be even crazier than me to ever buy new. Overpriced, crappy interior (with the exception of the sound system), and while the drivetrain and other imported goodies are fun, even on a brand new Crossfire they were already a model generation old. Huh? Remember that Daimler “allowed” the Crossfire to ride on it’s cast-off, previous generation SLK platform. Its pre-2003 SLK platform. So, happy eBaying.

But used… the car is another story entirely. My father recently picked one up for my mother because it was “cute” for a very good price and low miles — so I get to take it out and put it through the paces. My immediate reaction to seeing the exterior was “gorgeous.” I love the styling and even though it was designed by Eric Stoddard, the fact that it’s built by Karmann really shows through — to the point where I can see the lines of old Karmann Ghias. Remember, the original Crossfire concept showcar was quite a bit larger (mostly longer) and Chrysler had to shrinky dink the then split window coupe to ride on the SLK chassis.

Under the hood though, is where the Ghias of yore and the Crossfire deviate sharply as relatives. The naturally aspirated 1st-gen, 215 hp V6 is a scream to drive. I was giggling like a schoolgirl ripping through the local canyons like a schoolboy. On the freeway, road noise was at a minimum and I had decidedly Mercedes-like control even at 140 mph, with power left in reserve. And this baby isn’t even the high-po AMG SRT version with its 330 epic horsepower.

At more sane speeds, the Crossfire is schizophrenic — it drives like Mom’s mini-van at anything below 60mph, though in a good way. It’s quiet and soft, everything you’d expect in a high end luxury sedan. Once you got up past 60 however, and it was like the girl next door at her first frat party — wild.

Lets not forget the all important donuts and drifts! Turn the traction control off, and listen to the tires squeal! I definitely romped it through the local high school parking lot (don’t worry, on the weekend…) and enjoyed getting the tail out. The good news is not once did I feel like the car was driving me. There’s so much compliance to the chassis that you’re in control, even when you’re not. All in all, a fun package that’s thankfully more SLK and less Town & Country than the badging wants you to believe. If you can find one of these babies used — pick it up. If nothing else it’s a damn good looking addition to any stable. So says me.