Mercedes Service and Repair Redwood City - Mercedes-Benz SLR McLaren - Bosch European Redwood City - 650-368-3000

As we floored the accelerator in the Mercedes-Benz SLR McLaren, there was a brief snap of wheelspin before the electronic stability control stepped in to balance the sudden tidal wave of torque against the grip of the car's 295/30ZR-19 rear Michelins. After that it was just a matter of listening to the deep staccato beat of the 5.4-liter supercharged V-8 hurtling the SLR down the relatively short runway at Malmsheim, near Stuttgart (where Mercedes organized this performance test for American magazines), and then tapping the shift button on the steering wheel each time the tach reached for its 7000-rpm redline.

Do that with any degree of proficiency, and you are rewarded with 0-to-60-mph sprints in just 3.6 seconds. The quarter-mile is dispatched in 11.6 seconds at 125 mph, and even that result might improve on a warmer surface. C/D's test session was the last of four and took place in the late afternoon, when October temperatures were on the decline.

Skilled testers can equal the launch performance of the SLR's stability-control system (ESP in Mercedes-speak) by switching to its second, less intrusive position and finessing the gas pedal for traction, but they can't beat it. In the normal ESP mode, you have very effective launch control, and since the SLR has 575 pound-feet of torque from 3250 rpm, that system is worth its weight in gold-plated connectors. It was also reassuring to know that the huge ceramic brake rotors and equally substantial calipers would quickly slough off speed at the end of each 130-mph run on the relatively short Malmsheim airstrip.

Dig into the loud pedal any time out on the road, and you'll be gob-smacked by the sheer ferocity of the AMG engine's response. It might involve a downshift to do it, but a big dig at the throttle produces the kind of thrust that had everyone in our group shaking their heads in awe. Just check out our 30-to-50 and 50-to-70 times, which at 1.7 and 2.4 seconds are the best pair of top-gear acceleration times we've ever recorded for a production car.

In any situation other than a dry day on a straight road, a deep prod at the throttle will likely be answered by the activities of both engine andelectronic watchdogs. The engine wants to give its all while the electronic systems are trying to save your life. Even then, we had a couple of occasions in traffic when a stab at the pedal produced a brief twitch of the tail.

That explains why Mercedes will not allow the ESP to be switched off completely. In fact, while we were pondering this strategy during a break at the test session, someone asked why one even needs 617 horsepower in a streetgoing car. The answer came from another writer: "To reach 207 mph."

Exactly. If a company with a long motorsports history wants to flaunt its heritage in a car that evokes both the 300SLR of old and the Formula 1 McLaren of right now, it needs to breech the 200-mph mark in the same way Ferrari's Enzo does. To push a big car like the SLR through an increasingly resistant atmosphere to the 200-mph mark-particularly when it has a flat bottom, front and rear diffusers, and a tail spoiler designed to provide downforce at speed-you need big horsepower.

Mercedes performance partner AMG knows where to find it. AMG knows how to package it, too. Looking at a fully dressed AMG SLR engine, one can readily appreciate the unit's compact size. The 5.4-liter V-8 in the SLR wears single-overhead-cam three-valve heads that are remarkably compact. The twin-screw blower resides in the valley between the cylinder banks, where it takes up very little space. A dry-sump lubrication system allows the V-8 to be housed lower than with a conventional oil pan.

Even the side-pipe exhaust system, with its vertical mufflers, helps keep the mass centralized. The engine sits comfortably amidships, well behind the front axle line, and contributes to the car's nearly perfect weight distribution. That lends the SLR some special handling benefits, including a front end that hangs on well after you expect understeer and a chassis that accepts additional steering lock in mid-bend without complaint. Indeed, the SLR pulls an impressive 0.97 g on the skidpad, despite tires that appear to be, at least on paper, less generous than what Dodge might apply to a mere 500-hp car.

Turns out the Michelin Pilot Sport PS2 hoops specially constructed for this car work exceptionally well, given their rain-or-shine duty brief. The car does not offer particularly strong feedback at slow to middling speeds, but it steps up the information flow when it begins to work hard, lending confidence to the driver for further dynamic exploration. The only problem here is that you're already traveling at high speed when the car comes truly alive in your hands.

Don't be misled. The SLR has less of the syrupy layer than most normal Benzes exhibit. Its steering is much more direct, as are throttle response and all ride sensations. But the ride is pretty cushy as 200-mph supercars go, and there is a thin gasket of luxury between mechanicals and nerve endings, all of which was intentional. The car, we were told repeatedly, was always envisioned as a fast GT. And that would explain the generous trunk space compared with other cars of the genre, the three interior storage compartments, the automatic climate control, the high-end stereo system, and the custom-fit leather seats. (Cushions of various thicknesses are fixed to the carbon-fiber seat shells to tailor each owner's fit to this $455,500 rocket.)

Therein lies the great paradox. Mercedes has tried to balance the SLR somewhere between all-out supercar and civilized grand tourer. This within a swoopy carbon-fiber monocoque chassis that has an unequal-length control-arm suspension at all corners, gullwing doors, an active rear airbrake/spoiler, side-pipe exhausts, and an engine that expresses power with every revolution. Yet all these sporty flourishes are in combination with an automatic transmission, various and sundry luxury trappings, and a substantial 3858-pound curb weight.

Clearly, this is a vehicle intended for a flexible role. Luckily for us (and owners with the means), technology allows car designers a lot of leeway these days, enabling less compromise than was possible just a few years ago. A smooth ride and precise handling are no longer mutually exclusive; nor are creature comforts and high power. You can indeed have your cake and eat it, too.

This particular slice of cake has been very carefully baked. According to Le Mans winner Klaus Ludwig, one example of meticulous development is that the windshield wipers on the SLR work at 200 mph. Just what one might be doing at 200 mph in the rain is anyone's guess, but it's nice to know that this limited-production GT has had all its systems thoroughly checked out. At a price that verges on half-a-million bucks--and an output of just 3500 SLRs over the next seven years--we expect nothing less.

source: http://www.caranddriver.com/reviews/mercedes-benz-slr-mclaren-road-test-driving-impression-page-2
January 2005
by Barry Winfield

http://www.boscheuropean.com

Audi Service and Repair Redwood City - Tour of the Audi R8 - Bosch European Redwood City - 650-368-3000

 

The R8's Racing Heritage:

Though it seemed like the Audi R8 came thundering out of nowhere, it has a solid racing history in prototype form. The Audi R8 prototype won the grueling 24 Hours of Le Mans five times: 2000, 2001, 2002, 2004, and 2005. If that's not enough "Vorsprung durch Technik," or advancement through technology, for you, R8 prototypes took first, second, and third place in the legendary French race twice. Besides being fast enough to win with handling to take on the famed curves of the Le Mans route, engineers had to design a car that could last the length of the race and an interior that would allow drivers to last, too.

The Paris Debut:

When Audi decided to bring its race winner to the people, it debuted its R8 concept at the 2006 Paris Motor Show. The car had a new-for-Audi mid-engine structure, with the V8 mounted close behind the cockpit. It was as if Audi took its rounded, sloping silhouette and pumped it full of steroids. Most noticeable were the carbon-fiber "blades" that covered the air intakes just behind the doors. In later editions of the car with larger engines, these blades would grow to provide more air.

The Engine:

The engine is placed behind the seats and in front of the rear axle, as it would be in a race car. The 4.2-liter direct-injected V8 has 420 hp packed inside and 317 ft-lbs of torque. The remarkable thing about the torque curve is that 90% of the maximum can be maintained from 3,500 to 7,600 rpm, though its peak is at 4,500 rpm. All-wheel drive adds stability, while a six-speed transmission links it all together. All of this adds up to a top speed of 187 mph and a 0-60 time of 4.4 seconds.

The Interior :

The Audi R8 is all about the driver, from the angle of the instrument clusters to the flat-bottomed steering wheel for easy entry and exit. Interior colors are dark to echo the functional look of the race car, and ergonomics come straight from 24 hours at the track to you. Leather or leather and Alcantara are used throughout. The official word from Audi is that two golf bags fit behind the seats, but a large duffel bag or two is really all that can be wedged back there. There is a bit of space in the front for a luggage compartment, though, since the engine rides in the rear.

Extras and Options:

The headlights of the R8 are pure Audi, with LED eyeliner rimming their sweeping shape. (The R8 V10 will be the first production vehicle with all-LED headlights.) The aluminum chassis sits on standard 19" wheels, and the stereo is satellite-ready. The carbon-fiber side blades can be ordered in body color or Oxygen Silver, depending on whether you want to blend in or stand out (as if there's a choice when you're in an R8). An acoustic parking system and rear-view backup camera are optional, as is a custom Bang & Olufsen 12-speaker system with a vehicle-noise compensation system to adjust the volume automatically.

Audi R8 V10 Variation:

At the 2009 Detroit Auto Show, the Audi R8 V10 made its debut in a cloud of smoke, just like the bright-red rock star it is. While little upgrades have been made to the exterior -- including all-LED headlights and larger side intakes to cool the engine -- the real difference is in the additional two cylinders. They add 105 hp (for a total of 525), which brings the top speed nearer to 200 mph and the 0-60 time under 4 seconds. Even with those few external changes, the R8 V10 still earned the EyesOn Design award for production vehicles in Detroit.

Audi R8 Spyder 5.2 FSI Quattro:

The convertible R8 debuted, after much rumor, anticipation, and even a few photos leaked to the Internet, at the 2009 Frankfurt Motor Show. The drop-top Audi R8 Spyder 5.2 FSI quattro is only available with the larger V10 engine; the original V8 will remain a coupe only. Still, with the fully automatic cloth top up or down, the 0-60 mph time is only 4.1 seconds, and it has a top speed of 194 mph. The carbon fiber panels behind the doors have been removed in the Spyder, but a seatbelt microphone has been added. The seats are even covered in an infrared-reflecting material to keep them up to 68 degrees cooler.

source: http://exoticcars.about.com/od/guidedtours/p/AudiR8.htm
from Kristen Hall-Geisler

 

http://www.boscheuropean.com

 

 

Lexus Service and Repair Redwood City - Lexus LFA History - Bosch European Motors Redwood City - 650-368-3000

The Lexus LF-A marks an important moment in both the history of Lexus and the development of the supercar. Constructed using advanced carbon fiber technology, the rear-wheel drive Lexus LFA is powered by a bespoke, high-revving 552-hp 4.8-litre naturally-aspirated V-10 engine, matched to a rear-mounted six-speed sequential automatic transmission, giving 200-mph-plus performance.

Keeping the car's weight to an absolute minimum was one of the defining elements in the development of the Lexus LFA and this led to the decision to switch from using aluminum for the car's construction to advanced Carbon Fiber Reinforced Plastic (CFRP) for the chassis and bodywork. At four times the strength of aluminum, CFRP gives the Lexus LFA an exceptionally stiff and strong structure, and also delivers major weight advantages, saving around 220 lbs. on an equivalent aluminum body. CFRP accounts for 65 percent of the body-in-white, with aluminum alloy used for the remaining 35 percent.

The heart of the Lexus LFA is a bespoke naturally-aspirated V10 engine. It uses a dry-sump lubrication system allows the block to be positioned deep in the engine bay, lowering the car's center of gravity and moment of inertia, and enabling the engine to handle sustained high-speed cornering. The V-10 produces 354 lb.-ft. of torque at 6,800 rpm, 90 percent of which is available from 3,700 rpm all the way to the 9,000 rpm red line. This gives searing in-hear acceleration at all engine speeds and in any gear: nought-to-62 mph takes just 3.7 seconds and maximum speed is 202 mph. With a curb weight of 3,263 lbs., the Lexus LFA has a power to weight ratio among the highest of any current supercar.

 The formidable performance of the V10 is managed through an equally advanced transmission, a purpose-designed six-speed Automated Sequential Gearbox (ASG) that drives the rear wheels via a limited slip differential. The system has four driving modes: Auto, Sport, Normal, and Wet, activated by a selector dial on the dashboard. The Lexus LFA's acoustics, induction system and exhaust notes have been specially tuned to deliver an awesome "soundtrack" that expresses the car's extreme performance, both outside and inside the cabin.

The track-tuned suspension is the result of intensive development work carried out by Lexus at the Nürburgring's Nordschleife circuit to give the best possible balance between control and comfort. The Lexus LFA boasts class-leading aerodynamics to achieve drivetrain cooling and superb high-speed handling and stability. Extensive wind tunnel testing helped produce a wind-cheating profile with a drag coefficient of 0.31. The Lexus LFA will be hand-assembled at the Motomachi plant in Toyota City. Only 500 examples will be built, at a maximum rate of 20 per month to ensure the finest build quality and attention to detail. Each V-10 engine will be assembled by a single engineer, and will bear his signature as testament to each Lexus LFA's bespoke status.

Vehicle Specs

Engine - 4.8 liter V-10
Horsepower - 552 hp @ 8,700 rpm
Torque - 354 lb.ft @6,800 rpm
0-60 mph - 3.7 seconds
Top speed - 202 mph
Weight - 3,263 lbs
Tires - Front: 265/35ZR-20,  Rear 306/30ZR-20

 

source: http://www.dupontregistry.com/autos/NewsCenter/NewsCenterDetails.aspx?mmysid=3525

BMW Service and Repair Redwood City - The BMW M1 - A Brief History - Bosch European Motors - Redwood City 650-368-3000

We can say that the BMW – Bavarian Motor Works – Model M1 is totally the circuit. But overall, without doubt, the M1 and certainly no doubt what so ever was one road cars the most spectacular times of the seventies. No doubt what so ever on the M1 in any manner or means that if you met on the roads or highways – but on the highway or highways of the United States or the number of Canada’s Highway One.

What are the history and origins of these influential vehicles – the BMW M1? It seems that in the late 1970s the head of BMW Motorsport, Jochen M. Pasch down a new rider wanted – a product new car to replace aging winged CS coupe and BMW flag on the car tracks around the world, not only in the 1970s, but far into the future eighties. No doubt what so ever, so competition in the car to detect serious and competitive. The newcomer would need more than elbow his way to the last well in the competition and established from well-known auto manufacturers large nut and effort. On the roads, signs and extends to meet the wishes of the Porsche in Group 4 and the entrance near the future Group 5 (silhouette) runners. The glove had broken. No road car BMW, past or present, would have more power, prestige, or even to have a great appeal.

In short, BMW needed an engine in mid-Senior League legend – a supercar, and an intermediate times, the second design and production. The result of this planning and foresight, the M1 many people in the region say the best race cars and automotive BMW product ever made.

Yet it is full and complete history of the BMW M1 turns almost like a nightmare in its early planning phase and implementation. Down All The Right Moves Pasch done, but it was driven by more bad karma exceptionally early start of the project.

One could say that since the first – the M1 project itself would have disrupted the supply of basic income producing BMW itself, the M1 designed and built by BMW staff and the industry itself, down, Pasch what can be called in 2010 “Outsourcing” to Italy for the assistance and foreign aid.

Overall, major decisions were easy to make the body design was entrusted to “Ital Design.” The chassis design and overall development for the final assembly of specialists Modenese Lamborghini super car. The engine mapping has been decided in favor of its 3.5-liter six-cylinder BMW with a valve 24 to send nearly 300 tons of horses horses.

At the end of the MW-M1 was not so much a legend on the track, but those who loved the line BMW as the greatest good in their toy box. The M1 was the ultimate driving machine. The ultimate riding toy of the day.

This is if you no longer than six feet high and does not mind a well-deserved high-sounding engine and a lot of speeding and red light itself. A total of 450 M1 were built, 397 of them are away versions with only 53 riders.

Published December 7, 2011 | By admin
source http://www.matramagazin.net/full-and-complete-history-of-the-bmw-m1.html

 

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BMW Service and Repair Redwood City - The BMW M3 - A Brief History - Bosch European Motors - Redwood City 650-368-3000

 

0

Without a doubt, it's the M Series cars that make enthusiasts go ga-ga for BMW. Based on regular production series models, BMW's M cars take performance to a new level, usually through a massaged engine, sport-tuned suspension, and other performance and cosmetic enhancements that turn something ordinary into something extraordinary.

 

And of all the M Series models, it's the M3 that really gets the enthusiast's blood fired up. Using the standard 3 Series platform as a basis, the M3 takes everything the performance-minded driver loves about BMW's entry-level model and turns the dial up to 11. This is the one that BMW chooses to run in competition, more often than not. And for good reason.

 

With the E92 M3's production launch just around the corner, we've compiled a brief history of the uber-coupe's lineage to show you what BMW's M-engineers had to consider when developing the latest incarnation of the venerable M3.

 

E30

 

The original 1986 BMW M3 (E30) was developed strictly for racing homologation purposes at first. A requisite 5,000 cars were to be built, in order for the car to compete in the World Touring Car Championship (WTCC), each with flared wheel arches, a tall rear wing, stiffer suspension, and Formula 1-derived, 195 horsepower four-cylinder engine - just as it would be run in the series. On the track the M3 proved competent, winning the debut season of the series ahead of opposition by Mercedes-Benz, Ford, Alfa Romeo, and Volvo. The M3 went on to win the European Touring Car Championship several times and the German Touring car Championship (DTM) twice.In 1988, a convertible version of the M3 was available in Europe, but the U.S. had to wait for the second-generation M3 to get in on the drop-top action. Also that year, the first in a line of limited-edition Evo models became available in Europe, culminating in the 238 horsepower, lighter weight Sport Evolution model. BMW went on to build nearly 18,000 M3s by the car's production end in 1991 to meet customer demand. Little more than a racecar for the street, purists say that this was the creme of the M3 crop with a more focused and purposeful look and feel than its successors.

 

E36

On first glance, the second generation (E36BMW M3 doesn't look all that impressive on the surface. In fact, it looks little changed relative to its standard-issue siblings. Gone are the dramatic "boy-racer" fender flares and dramatic rear wing of the original model, the new M3 making do with just a special front airdam, sideskirts, wheels, and of course, the M3 badge. But the badge was all it took to let the enthusiast know that this was no ordinary 3 Series. In the engine bay, the old four-cylinder mill was ditched for a bored-out and souped-up version of BMW's inline-six. Now with a 3.0-liter capacity -- a 3.2 liter unit would come in the second year of production, the U.S. spec frustrated American enthusiasts by possessing 240 horsepower, a full 46 horsepower less than its European counterpart. Nevertheless, 0-60 mph times were reduced from the first-generation's high 7s, to the low 6s. All this despite the new M3's several hundred pound weight gain over the outgoing model. In true M-fashion, the suspension was given the once over as well, being lower and stiffer than the standard 3 Series cars with revised strut mounting points and reinforced components. Still, raw, sporting appeal now had to compromise with comfort and convenience.

In the engine bay, the old four-cylinder mill was ditched for a bored-out and souped-up version of BMW's inline-six. Now with a 3.0-liter capacity -- a 3.2 liter unit would come in the second year of production, the U.S. spec frustrated American enthusiasts by possessing 240 horsepower, a full 46 horsepower less than its European counterpart. Nevertheless, 0-60 mph times were reduced from the first-generation's high 7s, to the low 6s. All this despite the new M3's several hundred pound weight gain over the outgoing model. In true M-fashion, the suspension was given the once over as well, being lower and stiffer than the standard 3 Series cars with revised strut mounting points and reinforced components. Still, raw, sporting appeal now had to compromise with comfort and convenience.

But consumers were given more options than ever. A practical, understated, four-door sedan version was offered by 1997 -- the same year BMW's sequential SMG gearbox first became available -- and a year later, the U.S. would finally get a convertible option

E46

With the latest-generation M3, the E46 series, BMW brought back some of the hooligan-esque features that had been lost in the previous generation. Yes, the car was refined, luxurious - even comfortable. But the wheelarches once again flared (to accommodate a wider track), the hood bulged, and a subtle grille was located in both front fenders to bring back some of the aggressive aesthetics that endeared the original M3 to the hearts of so many enthusiasts. 

The powerplant was still a 3.2-liter inline-six, but it was essentially all-new -- now producing 330 horses at a screaming 8,000 rpm redline . 0-60 times dropped again to a scant 4.8 seconds, despite yet another triple-figure weight increase and the top-speed was an electronically limited 155 mph, the fastest yet. The SMG gearbox was retained and a convertible again returned to the lineup, though no E46 M3 was ever offered with more than two doors.

Racing success was quick to come for the third-generation M3, with many victories in the American Le Mans Series (ALMS). Hot on a winning streak, BMW even decided to offer two performance-oriented variants for public consumption: the Euro-only, highly tuned GTR and the lightweight CSL; a small number of which did arrive on U.S. shores - and commanded a strong premium.

From the July 2007 issue of Motor Trend

 

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BMW Service and Repair Redwood City - Coming to America: The BMW M5 - A Brief History - Bosch European Motors - Redwood City 650-368-3000

 

John Lamm & Jeffrey R. Zwart

In 1972, while the rest of the world was absorbed by the Watergate scandal and Mariner 9's beaming back the first close-ups of Mars, BMW Motorsport GmbH was born. Under the direction of a nascent Bob Lutz (then worldwide head of BMW Sales and Marketing) and leadership of Jochen Neerpasch, the performance subsidiary first concentrated on touring car racing and created the famous and successful 3.0 CSL "Batmobile." For homologation purposes, a limited number of road-going cars were built, giving BMW Motorsport its first experience with road cars.

In 1978, BMW presented the 2-seat mid-engine M1, whose new twincam 3.5-liter straight-6 would provide the performance foundation for later cars. One example was famously hand-painted by Andy Warhol in 1979, the fourth in a series of the now widely renowned Art Cars, and was raced at Le Mans that year. Again, homologation required M1 road cars to be built, so 445 examples were produced between 1978 and 1981, the engine making 177 bhp in this configuration.

On the pure racing side, who could forget Formula 1's 1.5-liter turbo era, with the stock-block M Power BMW in Nelson Piquet's Brabham BT50 making upward of 1200 bhp in qualifying trim. Exciting days, and that Parmalat-sponsored Brabham was one of the prettiest cars of its time, too. Piquet went on to win the F1 World Drivers Championship in 1983, driving a BMW-powered BT52.

Although never seen on U.S. shores, the M5’s handbuilt precursor was based on 1979's E12 chassis, the very first 5 Series. As BMW's press release reads, "As often happens when one leaves racing engineers with too much time on their hands, the temptation to take a standard production sedan and shoehorn a larger, more powerful engine into it proved too much to resist." The embryonic M5 made 218 bhp, and was sold in very limited numbers.

In 1993, the motorsports and road-car businesses were separated, and BMW Motorsport GmbH became BMW M GmbH. What follows is a sampling of its M5s over the years.

1988 BMW M5 (E28 chassis)

Although exterior changes were rather tame for this first U.S. M5 (The Wolf in Sheep's Clothing, as it came to be known), its engine bay held a derivative of the mighty M1's 3.5-liter twincam 24-valve straight-6. European versions (sold as the M535i) made 286 bhp, but U.S. models were detuned to a still-impressive 256 bhp, enough to keep pace with a Porsche 928 S. It was the first savory taste of the M-calibrated suspension, and our first peek at the iconic row of six individual throttle bodies and competition-look airbox. Worldwide, a total of 2241 cars were delivered, making this M5 a rare bird indeed.

1991 BMW M5 (E34 chassis)

 The early 1990s saw a stronger 3535-cc straight-6, now 310 bhp, in the more modern bodyshell. Subtlety in appearance was still BMW's modus operandi, but the M5's odd aluminum/magnesium wheels, whose thick rim flanges gave the tires the appearance of being whitewalls, were aesthetically questionable. Although curb weight had crept to 3950 lb., acceleration was fleet for its day—6.4 seconds to 60 mph and 15 sec. flat in the quarter mile. In our road test (August 1990), we raved about its engine response and pointable chassis but cursed its high price ($56,600 base, a considerable fortune two decades ago). In sum, we said it "was a rolling tribute to BMW confidence."

1999 BMW M5 (E39 chassis)

Into what many consider the cleanest 5 Series body style ever made was plugged the first M5 V-8 engine, a 4-cam 4941-cc jewel that produced 400 velvety horsepower and revved to 7000 rpm. The individual throttles (now servo-controlled) remained, but hidden in a massive carbon-fiber plenum spanning the cylinder banks. Curb weight still hovered around the 2-ton mark, but the E39 M5's superior power-to-weight ratio enabled a 0–60 Sturm of 5.0 sec. and a quarter-mile pass of 13.4. In our March 2000 test, we praised the engine's eagerness ("The M5 literally leaps from corner to corner..."), but found fault in the otherwise polished handling, with too much mid corner under steer.

2005 BMW M5 (E60 chassis)

Say what you will about the E60's angry librarian scowl and its unusual trunk cut lines, but this M5's 500-bhp V-10 engine delivered, with a 4.1-sec. 0–60 sprint and a drag strip E.T. of 12.4 sec. Oddly, it didn't feel that fast, partly due to soft tip-in torque. The E60 also marked the first M5 not available with a conventional manual transmission; the 7-speed paddle-shift SMG (Sequential Manual Gearbox) was standard, with 11 selectable shift profiles. Purists complained, and BMW did eventually offer the car with a 6-speed manual in the U.S. We summed up the new 5 thusly after its European introduction: "The fourth-generation M5...proves that ultra-high technology and driving excitement can indeed coexist in the same vehicle."

source: http://www.roadandtrack.com/special-reports/coming-to-america-the-bmw-m5

By Douglas Kott October 12, 2011 / Photos by John Lamm & Jeffrey R. Zwart

 

 

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Mercedes Service and Repair Redwood City - Mercedes-Benz C350 4Matic - Bosch European Redwood City 650-368-3000

 

 

One can hardly mutter the words "German," "luxury" and "all-wheel drive" without invoking visions of Audi. The company has worked hard to make its Quattro all-wheel-drive system synonymous with each of the phrases above, and its tireless marketing, successful motorsports programs and loyal fans have inextricably married the Four Rings to the power of all-wheel drive luxury. But Audi isn't the only German manufacturer putting power to all four wheels. Buyers have been happily bringing BMW xDrive models home for years, and Mercedes-Benz has a long and storied history of grips-at-all-four-corners innovation as well.

From vehicles like the globe-conquering Unimog to the somewhat more civil G-Class, the Silver Arrow has more than a little experience when it comes to overcoming uncertain terrain. Beyond four-wheel drive systems, Mercedes has sold over one million 4Matic all-wheel drive vehicles in the U.S. since the system's debut here in 1989. These days, Benz offers 4Matic on 10 of its vehicle lines in a total of 21 variations, and for 2012, luxury coupe buyers can rejoice in the inclusion of both the E350 4Matic Coupe and the C350 4Matic Coupe to the horde. With rivals like the Audi A5 and BMW 335i xDrive Coupe already default choices for two-door shoppers who prefer the foul weather capability of all-wheel drive, will the newest additions to the Mercedes-Benz stable be able to keep the pace? We took to the C350 4Matic Coupe to find out.

This time of year, Jackson Hole, Wyoming and its neighboring territories have precisely three weather conditions: "Snow," "About To Snow" and "Holy Hell, We're Going To Have To Resort To Cannibalism." We met the C350 4Matic Coupe deep in the throws of the latter while in Idaho Falls, Idaho, and if anything helped take our minds off the notion of being brunch for our fellow journalists, it was the striking image of the black-on-black two door lurking amidst the driving flakes. Up front, this Benz wears the same proud prow as its four-door relative, complete with a near vertical two-bar grille and a massive three-pointed star. We couldn't help but take comfort in the knowledge that, should we escape the fangs of our companions, it might be possible to use the dish-plate-sized emblem to signal low-flying aircraft.

 

Angled projector headlamps with LED daytime running lights give the fascia an athletic appearance, and the lower valance's LED turn indicators and mesh insets help lend the impression this is a vehicle capable of dashing through the snow with glee. Designers have given the 2012 C350 4Matic Coupe a decidedly forward-leaning profile with pronounced front fender arches reaching nearly to the hood line, a raked character crease that stretches from the taillamps to the lower front fender and a long, angled nose. Whereas the big E-Class Coupe projects a more buttoned-down presence, the smaller C-Class Coupe is appropriately toned and muscular.

Around back, the coupe features a rounded rear section with contoured LED taillamps, a subtle trunk lip spoiler and a more demure emblem. Dual ovoid exhaust outlets add a little flash to the lower valance as well. In the flesh, we think the rear of the C-Class coupe doesn't quite gel with the crisp, angular lines of the vehicle's nose. The aft quarter simply leaves us a bit cold.

 

Not that we needed any help shedding body temperature. With the thermometer hovering around 16 degrees and a scornful wind threatening to rip our eyelids from our faces and beat us to death with them, there was no sanctuary more welcome than that of the C350 4Matic Coupe's interior. The cabin features a set of well-bolstered leather bucket seats as gorgeous as they are comfortable. Handsome contrasting double stitching, attractive pleating and a chrome forward-release handle all make the seats easy on the eye. Throw in the fact that the three-stage heated buckets are warm enough to boil water and we were suitably smitten.

The C-Class Coupe treats its driver to a sporty three-spoke, leather-wrapped steering wheel with perforated hide and ergonomic contours at nine and three. The multifunction piece is a perfect fit for the sporty two-door, as are the attractive three-bezel gauges. With an informative LCD set in the center of the speedometer and a slick, outer-ring needle system, the gauges offer a nice blend of analog and digital displays.

 

But we're more interested in the vehicle's mechanical innards. The 2012 C350 4Matic is propelled by the same 3.5-liter V6 engine found in its rear-wheel-drive counterpart, complete with identical power figures. The engine produces 302 horsepower and 273 pound-feet of torque and manages to net the same 20 miles per gallon city / 29 mpg highway Environmental Protection Agency figures as the rear-drive C350 Coupe. Mercedes-Benz employed a raft of engineering cleverness to reduce driveline drag, starting with the seven-speed automatic transmission designed and built in house. The gearbox is the core of the company's modular 4Matic system, and uses an internal transfer case to slim efficiency losses.

Instead of a separate transfer case unit bolted to the rear of the transmission, the seven-speed diverts power to the front wheels directly from the tailshaft via a separate, but still internal, shaft. In addition to curtailing driveline losses, the design offers significant weight savings: 100 pounds over the third-generation 4Matic architecture and 150 pounds over the company's first all-wheel-drive systems. The modular design also allows the vehicle to use the same suspension geometry as the base C-Class Coupe, which means both ride height and turning radius remain unaffected.

The system defaults to a 45/55 drive force split from front to rear, though that figure can swing to 30/70 in either direction as needed. As a result, the system lacks some of the playful rear-wheel-drive bias we typically enjoy in a proper all-wheel-drive sports car, but this is a luxury coupe first and foremost and it's hard to argue with the level of grip on hand. In addition to the mechanical enhancements, the fourth-generation 4Matic system boasts an upgraded version of the company's 4ETS traction control hardware. When the vehicle's sensors detect slip, the brake system automatically slows the freewheeling to enhance grip by sending the majority of the power to the tire with the most purchase.

The result is impressive. We would feel entirely comfortable putting anyone behind the wheel in the midst of the next ice age, regardless of their snow-driving experience. Between the 4Matic system's capability and 4ETS' logic, no amount of ham-fistedness or fondness for throttle yielded anything beyond a split-second of understeer before we merrily resumed course.

That's not to say that 4ETS is a gentle hand ushering the C350 4Matic Coupe away from impending snow banks, though. With its reliance on actuating the brake system to recover traction, the technowizardry arrives on the scene with all the subtlety of Larry the Cable Guy. Power vanishes, speed diminishes exponentially and the two-door simply tracks in the correct direction. Don't expect to be able to hold any beautiful slides through the powder or kick out the tail with any flair with the e-nannies on. You may find yourself fighting the system if you have solid experience on slick surfaces, too.

Turn in for any brief sliding or attempt to power your way out of impending doom, and the Benz's traction control systems will yank the rug out from under you. It's almost as if driver and machine stumble over one another in a series of clumsy reactions. If you're looking for a vehicle to imperil life, limb and sheetmetal in the name of drifting, this isn't your steed.

In addition to 4ETS, the C350 4Matic Coupe is laden with a small symphony of safety system acronyms. While 4ETS may not be defeated by the driver, the closely linked ESP system can be switched off via the vehicle menu mounted in the gauge cluster. Doing so can be useful for trudging your way through deep snow and the like, but the instant the driver touches the brakes, ESP is reactivated. What's more, even with ESP off, 4ETS will continue to actuate the brakes to direct power to the wheel with the most grip.

Fortunately, we doubt C-Class Coupe buyers will be interested in drift-happy showboating. For those who simply need to get where they're going in style regardless of weather, the C350 4Matic Coupe is a more than capable machine. As we threaded our way between the peaks of Stouts Mountain and Ross Peak and wound through the Teton Pass toward Jackson, the two-door simply wouldn't falter. With snow piled well above the vehicle's roof on either side of the road and more coming, the Mercedes-Benz found itself in the company of beaten full-size four-wheel drive pickup trucks, the odd Subaru and a snow blower the size of a city block.

On dry tarmac, and presumably without the Continental snow tires on our tester, the 4Matic can jump to 60 mph in around 5.9 seconds, a time identical to the figure served up by the standard C350 Coupe. In reality, the only concession a buyer would have to make in the switch from C350 Coupe to C350 4Matic Coupe is price. Whereas the base two-door weighs in at $42,370 without destination, adding all-wheel drive to the build sheet will set buyers back by an additional $2,875. At $45,245, the two-door Mercedes-Benz is a shave less expensive than the $46,800 BMW 335i xDrive Coupe.

The 335i arrives with less horsepower and lower highway fuel economy than the snow-going Mercedes-Benz as well. And what of Audi? Interestingly enough, the company doesn't really offer consumers a mid-level all-wheel-drive coupe. Buyers may either purchase the A5, with its turbocharged 2.0-liter four-cylinder engine good for 211 hp, or the brawnier S5 powered by a 354-hp, 4.2 liter V8. But even with its lower power figures and smaller engine, the A5 is only around half a second slower than the C350 4Matic Coupe to 60 mph. The A5 also offers better fuel economy at 31 mpg highway and a considerably lower price tag of $37,100 excluding destination charges. That said, optioning the Audi to the level of kit found on our tester would require saddling up to Premium Plus trim at $41,000.

Were it our money on the line, we would lose some serious sleep over the debate between the A5 and the C350 4Matic Coupe. While both vehicles offer similar low-traction performance, the Audi A5 still strikes us as the more driver-oriented vehicle. With the availability of a manual transmission, better fuel economy and a lower price tag, the Audi is a good foil for the excellent interior, powerful V6 engine and lightweight 4Matic system found on the C350. Either way, we'll forever be indebted to Mercedes-Benz for ferrying us through the Rocky Mountains without having to reenact the more thrilling moments of the Donner Party saga.

At the end of the day, buyers now have a wealth of options when it comes to attractive all-wheel-drive coupes. The C350 4Matic Coupe is further proof that Mercedes-Benz remains serious about offering all-wheel drive-authority that rankles the chains of both Audi and BMW – not to mention

Cadillac – with clever engineering innovation that delivers extra grip without dynamic or efficiency penalties.

source: Autoblog
by Zach Bowman

Mercedes Service and Repair Redwood City - Mercedes techs taking C63 AMG Coupe Black Series for joyride caught on video - Bosch European Redwood City 650-368-3000

The Mercedes-Benz C63 AMG Coupe Black Series whole lotta car. Not only is the name a mouthful, but the 510-horsepower German rocket can be a handful too, well, in the wrong hands. This wouldn't be the first time we've seen techs or valets getting their kicks behind the wheel of a vehicle that doesn't belong to them, but it seems some employees at one Ottawa-area dealer didn't get the memo.

Our tipster claims that a couple rogue techs at a dealership called Star Motors (formerly Carling Motors) decided to take out one of the 30 existing Black Series in Canada for a joyride. While we agree that some test drives of performance cars should be spirited to find performance-related problems, it's pretty clear these guys just wanted some kicks behind the wheel of this $115,000+ Autobahn assassin.

For over eight minutes they negotiate the streets of Ottawa near the Hunt Club Road dealership, breaking all kinds of laws, risking property and injury in the process. The police would gladly impound this Black Series for some of these speeds, and MB enthusiasts would gladly slap these guys in the face for redlining the motor for so long.

Why any tech would post this on YouTube is beyond us, as they're are only asking to be fired. The Internet has moved in for some e-justice and MBWorld.com has been set ablaze with nasty comments on the matter. Not only did they identify the location of the dealership, they have also sent the video, the original of which was removed from YouTube but then re-uploaded by a forum member, to Mercedes-Benz Canada HQ and are hard at work trying to find the possible owner to show him what's been done to his car pre-delivery. Check out the video by scrolling down.

source:  autoblog
by Dave Pankew

http://www.boscheuropean.com

Mercedes Service and Repair Redwood City - Mercedes releases even more drift-happy C63 AMG footage from Laguna Seca - Bosch European Redwood City 650-368-3000

Mercedes-Benz and its AMG division wanted to thank the two million viewers of its various videos, so it dropped a C63 AMG at the top of the Corkscrew at Mazda Raceway Laguna Seca and recorded it drifting down. The treat was wasn't as sweet as it should have been due to an editor who got a bit too happy with the "Cut" button, and watchers said as much.

So, in a nice bit of "Here, let's fix that," AMG has uploaded aerial footage of the uncut drift. Now that we know AMG takes requests, feel free to leave them in the Comments section. On your way there, scroll down to check out the new vid.

source: Autoblog
by Jonathan Ramsey


http://www.boscheuropean.com

Mercedes Service and Repair Redwood City - 1910 Benz 21/80 Prinz Heinrich - Bosch European Redwood City 650-368-3000

Cars like the 21/80 were used in long-distance races between 1907 and 1911, and Mercedes-Benz says that they were among the first true sports cars. This particular example (wearing the No. 38) is owned by Mercedes, and it was recently restored to practically brand new condition at the Mercedes-Benz Museum in Stuttgart.

Driving Notes

After a brief walkaround/history lesson, the two-man crew with the 1910 Benz 21/80 Prinz Heinrich got to work getting the car started. The first step is delicately removing the engine cover and priming the engine with a hectane fuel. Then comes the hard work. While one man adjusts the various steering-wheel controls and foot pedals, the other stands in front of the car to crank the engine over. It took four good attempts at the hand crank, but the 80-horsepower, four-cylinder engine finally came to life with fuel leaking on the ground and the exposed cylinder valves clattering away. Life was good!

With the big Benz running, I hopped in the back seat... almost literally hopped. Back in the day, the car's single-piece, wheel-to-wheel running boards helped occupants get in the car, but you simply don't step on the freshly painted metal of a 103-year-old car. Getting into the back seat was a feat requiring athleticism and flexibility, but once in, it was like being transported a century back in time. There's just something very majestic about being chauffeured around on a cool Florida afternoon in a car with a suicide shifter.

Taking off was no easy task either. As the driver started to work the gas and clutch pedals, it felt like we were rear-ended by another car to get our forward momentum kicked off. Once up to speed though, there is nothing as exhilarating as driving through a neighborhood with the wind in your face watching as local residents and motorists alike do double, triple and quadruple takes of the car before letting out a grin and a friendly wave.

One of the requirements for the Prinz Heinrich racecars was that they must be production vehicles with seating for four passengers. Now while I'd like to tell myself this was one of those "bendable" racing rules, it's more likely just a telling sign that passenger size and personal space have both grown exponentially over time. I was obviously also a little taller than most 1910s-era passengers as the majority of my useable legroom was taken up by the spare tire, but some slightly banged up knees were more than worth it for this once-in-a-lifetime opportunity.

The driving route we took was along a standard side street, but at times it felt like the car was driving over whoopty doos thanks to its four-wheel leaf spring suspension, massive wheelbase and the fact that the rear passenger – me – was positioned directly over the rear axle. During this ride, we got up to around 40 miles per hour, but the car's handlers said that it is more than capable of hitting triple-digit speeds. Achieving such high speeds would surely have been thrilling in its time, but I can only imagine that things would get a little hairy every now and then considering that the car only has rear brakes.

Just sitting still, the Benz 21/80 Prinz Heinrich was imposing. About as long as the GL-Class we pulled up in, this car was painted in a dark green hue accented only by subtle pinstriping and various racing decals and badges. One interesting part of the car was its added nose piece, which I was told helped improve aerodynamics and controlled air flow to the radiator. The simple cockpit of the car featured just four gauges – we couldn't figure out what any of them were used for – mounted into the wooden firewall (how ironically dangerous does that sound?).

As exciting as it was to ride as a passenger in this timeless car, it was almost as fun to see it on display at Amelia Island the very next day alongside another Prinz Heinrich car – a privately owned car that eventually went on to race in the very first Indianapolis 500.

source: Autoblog
Image Credit: Copyright 2013 Jeffrey N. Ross / AOL
by Jeffrey N Ross


http://www.boscheuropean.com

Mercedes Service and Repair Redwood City - First Drive: 2011 Mercedes-Benz CL63 AMG - Bosch European Redwood City - 650-368-3000

 

 Each Fall, Mother Nature puts on a spectacular display in many parts of the country. As winter approaches and days become shorter, there isn't enough sunlight for trees to support photosynthesis. Starved of their source for energy, the leaves on many variants lose their green chlorophyll and expose bright reds, yellows and purples – hues from glucose trapped in the drying foliage.

Upstate New York is unquestionably a spectacular venue for a driving introduction to the 2011 Mercedes-Benz CL63 AMG. Against a brilliantly painted backdrop, the facelifted full-size coupe, fitted with an all-new twin-turbocharged V8, is a near-perfect chariot for a tour of the Hudson Valley. The 536-horsepower rear-wheel-drive two-door, with its signature greenhouse sans B-pillars, offers an excellent view of the colorful canvas outside the glass. Whether gliding effortlessly down the turnpike, or rustling up a wake of fallen leaves on an autumn country road, the automaker's flagship in this rarified segment seems to have few peers.

What is it like to drive the blown CL63 AMG? Is the big coupe able to effectively balance performance with luxury and technology?

The current Mercedes-Benz CL-Class has been with us since the 2007 model year. While its styling wasn't particularly dated, the soft lines of the full-size coupe have always evoked more prestige than excitement. Forget about last year's figure, as the German automaker has put its four-seat "C216" platform under a cosmetic knife for the 2011 model year.

Healed and with the bandages removed, all CL-Class models have emerged with a polished new appearance. Front fascias receive the obligatory LED daytime running lamps (two horizontal bars with seven illuminating diodes apiece) and standard bi-Xenon headlamps with Adaptive Highbeam Assist for state-of-the-art illumination. All turn indicators and markers now utilize new LED technology, restyled on both the front and the rear, for excellent visibility and crisp signaling.

Mercedes-Benz offers its 2011 CL-Class in four different flavors: CL550 4MATIC, CL63 AMG, CL600 and CL65 AMG – being performance-minded types, we're going to focus our eyes on the "volume" enthusiast-tuned model. The refreshed 2011 CL63 AMG is differentiated in the front by a single chrome bar across the grille and a high-gloss black lower fascia crossmember (from a distance, it appears hidden). Other distinguishing characteristics include a unique rear apron with a diffuser insert and quad "AMG" tailpipes, the most obvious part of the sport exhaust system. Lastly, the CL63 AMG wears standard AMG-spec 20-inch cast alloy wheels with 255/35ZR20 size tires in the front and 275/35ZR20 in the rear.

The interior of the Mercedes-Benz CL63 AMG is more comfortable than your living room. Driver and front passenger are absorbed into standard 14-way electronically adjustable AMG sport seats with heat, ventilation and memory. Our test car was fitted with the optional "active multicontour seats" that include massage and drive dynamic functions (air bladders actively inflate to hold occupants in place during cornering). After our six-hour, two-leg flight from California, a warm heated seat combined with a "vigorous" massage was just what the spine ordered.

Cabin instrumentation mirrors that of the S-Class, the CL's very close cousin. There are analog gauges on each side of the primary digital display (projecting a virtual speedometer and doubling as the screen for the optional "Night View Assist PLUS" system). The secondary controls operate in a logical manner and are located much where they would be expected. The seat and window controls are on the door, while the infotainment center is controlled via the automaker's COMAND system with its "joystick" dial on the center console. Of special note is the optional "Splitview" screen on the dashboard. Centrally located, it has the ability to project two completely different images (e.g., navigation map and a DVD-based movie) simultaneously - one aimed at the driver, the other at the front passenger. It works flawlessly.

The CL63 is a two-door coupe, but its S-Class architecture allows plenty of room for all four passengers. The two rear seats are comfortable and relatively easy to access, as long as the driver chauffeuring the vehicle isn't over six-foot tall (the front seats were moved completely rearward in the photos found in our gallery). Passengers in the back will not complain, as they are also seated in the same cocoon of fine leather and Alcantara with burl walnut, black ash or carbon fiber accents.

While cosmetic improvements and a cozy cabin are warmly welcomed, the new powerplant is the one item that significantly changes the game.

The outgoing 2010 Mercedes-Benz CL63 AMG featured a hand-built naturally-aspirated 6.2-liter rated at 518 horsepower and 465 pound-feet of torque. Powerful and universally admired, the engine did nearly everything well except drive past fueling stations thanks to an Environmental Protection Agency rating of 11 miles per gallon in the city and 18 highway.

That was last year.

Embracing now-commonplace fuel-efficient engine technology, the naturally-aspirated eight-cylinder engine has been dropped. In its place is a direct-injected, four-valve, twin-turbocharged, eight-cylinder powerplant.

While direct injection is far from new (Mercedes-Benz used the technology in its 1954 300SL Gullwing), the automaker is using a unique dual fuel pump system with this new engine. A low-pressure (84 psi) pump in the gas tank supplies fuel to a second high-pressure (up to 2,556 psi) pump for the eight piezo injectors. The pressure is adjusted, on a demand basis, to lessen the electrical load on the vehicle and save fuel. The piezo-ceramic injectors are engineered to offer a blazingly fast opening time of 0.1 milliseconds - thus making it possible to program up to five separate injections with each piston stroke (Mercedes points out that its engines idle around 20 strokes per second and run at about 200 strokes every second at high speeds). As expected, the ignition system has also been upgraded. Combustion is initialized with the first spark, but the system has the capability to deliver up to four sparks within a single millisecond.

There is one Garrett turbocharger for each bank of four cylinders, each welded directly to the exhaust manifold to save space and allow more room to closely mount the catalytic converters. Boost pressure is limited by a computer-controlled vacuum-operated wastegate valve (which allows the turbochargers to freewheel during deceleration to increase efficiency). The hot pressurized air from the turbochargers flows through an air-water intercooler, nestled in the "V" of the engine, which operates with its own dedicated nose-mounted radiator and coolant circuit.

The new engine puts out some seriously impressive numbers. Thanks to 14.2 psi of forced induction, the hand-assembled "M157" twin-turbo 5.5-liter (5,461 cubic centimeters) eight-cylinder is rated at 536 horsepower and 590 pound-feet of torque. Power is sent through a seven-speed multi-clutch transmission to the rear wheels. Unlike the automaker's smooth seven-speed automatic with a traditional torque converter (found under the hood of the 2011 CL550 4MATIC), the sportier gearbox in the CL63 AMG uses a compact wet startup clutch in an oil bath.

According to Mercedes, the CL63 AMG completes the 0-60 mph dash in just 4.4 seconds while top speed is electronically limited to 155 mph. If that isn't quick enough, Mercedes-Benz offers an optional "AMG Performance Package" that increases turbo boost to 15.6 psi pushing the powerplant to 563 horsepower and 664 pound-feet of torque (with the performance package, acceleration to 60 mph drops to 4.3 seconds, and top speed is raised to 186 mph).

The brawny new AMG engine, a powerplant that also finds its way under the hood of the 2011 S-Class (S63 AMG) and all-new 2012 CLS-Class (CLS63 AMG), features the automaker's Controlled Efficiency "start/stop" engine technology as standard equipment. When the driver comes to a stop for more than a short moment, the engine is automatically shut off. When the brake pedal is released, the V8 immediately kicks back to life (a crankshaft sensor ensures the engine management system knows precisely which cylinder to fire first to enable the fastest possible start). Thanks to start/stop, and several other less obvious technologies at work under the hood, Mercedes says the new engine is able to earn 15 mpg in the city and 21 mpg on the highway. Those are huge jumps in both power and efficiency.

The 2011 Mercedes-Benz CL63 AMG is a natural touring car. On the open road, the view from the driver's seat is commanding. The absence of a B-pillar (a design feature also shared with the E-Class Coupe) removes annoying peripheral obstructions, making lane-change maneuvers easy and visibility beautiful. In all seriousness, moving at 65 mph, the 4,806-pound two-door gives occupants a sense of...well, peace of mind.

The warm and fuzzy feeling percolating throughout the cabin is likely attributed to many things. First, layers of well-placed sound insulation and laminated safety glass on all four sides result in a near-absence of engine, tire and wind noise. Second, the electronic suspension damping, with Active Body Control, is extremely competent – there is a feeling that a high-speed impact with a concrete parking curb would barely be felt. Lastly, there is a thick cushion of safety associated with innovative technology such as Xenon Active Headlamps, Attention Assist, Active Lane Keeping Assist, Active Blind Spot Assist and Night View Assist. The various radars and infrared emitters seem to generate a virtual electronic force field around vehicle. With the brain at ease, highway miles don't just disappear under the CL63 AMG – they are completely forgotten.

But what about the much-touted AMG performance on a back country road?

This is where we get a bit irritable. For some reason, Mercedes-Benz doesn't let CL63 owners romp on it. While the C63 AMG and E63 AMG have traction/stability control systems that may be defeated, this big luxury coupe is paralyzed by permanent electronic intervention – it cannot be completely disabled. With 590 pound-feet of torque, full throttle from a standstill should liquidate the rear Continental SportContact tires. Instead, there is slight chirp followed by reduced power. With the transmission in "S" (Sport) or "M" (Manual) mode, thresholds are raised, but only just. There will be no burnouts or powerslides in a CL63 AMG.

It's not like the CL63 AMG isn't capable. Once speeds exceed about 30 mph and traction and power are restored, the exhaust roars and the two-door accelerates at a dizzying rate (the 621-horsepower CL65 AMG is only a tenth of a second quicker to 60 mph). Use the paddle shifters on the steering wheel and the transmission shifts solidly between gears as it responds with a firm kick in the back. And when it comes to stopping, the massive drilled disc brakes don't break a sweat. This big guy is an athlete.

The 2011 Mercedes-Benz CL63 AMG wears a base price of $151,125 (up $5,050 from the 2010 model). Add a few select options (including the AMG Performance Package), and the price jumps to over $160,000. Don't let that dollar amount bother you, as few will in this segment. Instead, spend a moment considering the CL63's direct competition – or lack thereof.

source: autoblog
by Michael Harley

http://www.boscheuropean.com