Mercedes Service and Repair Redwood City - Mercedes-Benz History: History of Mercedes and AMG Partnership - Bosch European Redwood City- 650-368-3000

In October 1990, Daimler-Benz and AMG signed a contract in which the partners agreed to engage in intensive cooperation in the development, production, sales and servicing of passenger cars and passenger-car parts. The first jointly developed AMG high-performance car – the Mercedes-Benz C 36 AMG – was presented in 1993. As a matter of course, it was built in accordance with the manufacturing principle adopted by AMG – “One Man, One Engine” – which is fully in keeping with the tradition of Gottlieb Daimler. AMG strives to live up to the high-performance claim which Daimler already made on his riding car of 1885. The latter’s engine developed half a horsepower from a displacement of 624 cubic centimeters and gave the riding car a top speed of 16 km/h – top performance at the time and proof of the possibility of making the concentrated power of a machine available to a human being. AMG is pursuing this philosophy with every vehicle, thereby striving for Gottlieb Daimler’s vision of individual mobility.

Enthusiastic customers all over the world and a unique, well-known brand – since 1967 Mercedes-AMG GmbH has been developing from a motorsport and tuning company into a supplier of exclusive high-performance cars. Thanks to the integration in the DaimlerChrysler Group, begun in 1999 and completed in 2005, Mercedes-AMG is able to make even better use of the Group’s resources and its worldwide strength.

International breakthrough in the 24-hour race in Spa-Francorchamps

The name AMG stands for the initials of the two founders, Hans Werner Aufrecht and Erhard Melcher; the third letter in the company name derives from Großaspach, the town where Aufrecht was born. The official designation of the newly founded company of three was “Engineering Office, Design and Testing for the Development of Race Engines”. The company’s headquarters was an old mill in Burgstall near Affalterbach in south-west Germany. The success story of the Swabian company began with specially prepared Mercedes-Benz cars which were entered in racing. The year 1971 saw the company’s international breakthrough when, to everyone’s complete surprise, a Mercedes-Benz 300 SEL 6.8 AMG finished first in its class and second in the overall ranking in the 24-hour race in Spa-Francorchamps (Belgium), in which drivers Hans Heyer and Clemens Schickendanz had been taking turns at the wheel of the racing sedan – and AMG became famous overnight.

Customers’ wishes for dynamic handling and individuality provide for upswing

This success boosted the company’s renown enormously and helped AMG in making Mercedes-Benz cars faster and more attractive. The desire for more dynamic handling and individuality, growing in the 1970s, was responsible for a veritable upswing. Before very long, the company’s headquarters in Burgstall became too small and in 1978, AMG, employing 40 people at the time, moved to Affalterbach.

The first Mercedes-Benz tuner, AMG developed into a pioneer for the entire industry in the course of the years. Right from the start, the transfer of technology from motorsport to series production has been part of AMG’s corporate philosophy and has remained a trademark of AMG to this day. The company’s renown was further enhanced by top-class accomplishments in technology and first-grade quality resulting from AMG’s motorsport commitment.

Prominent Mercedes fans discover AMG

And AMG continued to grow. In 1985 plant no. 2 was opened and the 100th member of staff employed. Affalterbach attracted interested parties from all over the world: prominent AMG fans recruited from the spheres of motorsport, movie-making and music, sports, industry and international royalty. The special and – at times – very special wishes of this demanding clientele time and again gave rise to out-of-the-ordinary one-off cars which AMG designed and built with great innovative drive, outstanding passion and all-encompassing expertise.

Cooperation contract of 1990 opens up new possibilities for AMG

The cooperation agreed between Daimler-Benz and AMG in 1990 opened up completely new possibilities for the medium-sized company. From then on, AMG cars were sold and serviced by the world-wide sales network of Mercedes-Benz – improving acceptance on the part of the customers decisively. Continued expansion led to the opening of plant no. 3, and the workforce grew to 400. In 1993, the German Patent and Trademark Office registered the acronym AMG as a trademark, thereby acknowledging the brand’s high level of recognition. The C 36 AMG launched in the same year was the first jointly developed AMG high-performance car of which over 5,000 units were produced until 1997. Similar successes were recorded with the E 50 AMG and E 55 AMG in the following years.

Another milestone was the integration of AMG in the DaimlerChrysler Group on January 1, 1999, when Hans Werner Aufrecht transferred 51 percent of his stake to the newly founded Mercedes-AMG GmbH. The motorsport department was hived off and renamed H.W.A. GmbH. In the immediate vicinity of Mercedes-AMG, some 210 employees are now taking care of AMG’s long-term activities in the DTM (German Touring Car Masters) together with Mercedes-Benz Motorsport.

Modernization and expansion in Affalterbach starting in 2000

Parallel to this, the location in Affalterbach was expanded and modernized. New representative buildings and the latest test rigs demonstrate the exceptional position of this traditional company to visitors at first glance. In the new AMG engine manufacturing department, the most progressive production processes are applied to build the powerful AMG high-performance engines in keeping with the AMG philosophy “One Man, One Engine”. By 2005, the company premises had grown from 41,300 to 57,750 square meters; at the same time, the roofed area in all buildings more than doubled from some 20,000 to 42,850 square meters.

In January 2005 DaimlerChrysler took over the remaining shares and has since been the sole stockholder of Mercedes-AMG GmbH. With this move, DaimlerChrysler secured the competence, the experience and the manpower of a partner who has over the years become the epitome of success in international motorsport, in manufacturing exclusive high-performance cars and in creating dynamic designs. This exemplary success story is borne out by the sales figures. Sales of Mercedes-AMG GmbH rose from 11,500 units in 2000 to over 20,000 units in 2004. The workforce also reached a new record level: some 680 people are currently employed at the location in Affalterbach (as per October 2005).

Since September 1, 2005, the company management has been made up of Volker Mornhinweg (chairman), Wolf Zimmermann (Development and Production) and Domingos Piedade (Sales, Marketing and Global Relations).

Mercedes-AMG: Responsibility for all processes

Being the Performance Division of the DaimlerChrysler Group,Mercedes-AMG assumes responsibility for all processes in the development of chassis, engine, drive system, suspension, brakes, electronics, aerodynamics, interior, design and quality through to the approval of the complete AMG car. In addition, Mercedes-AMG takes care of all aspects which are relevant for marketing and sales – completely independently. A traditional strength of AMG is the realization of particularly individual customer wishes: in the AMG Manufacture, specialists come up with tailor-made and out-of-the-ordinary solutions and create unique, one-off cars to meet customer wishes – “one man, one engine” – incorporating the highest quality standards as a matter of course.

The AMG Manufacture is also the place where the SLK 55 AMG used as the official FIA Formula One Safety Car and the C 55 AMG station wagon serving as Medical Car were set up. AMG’s long-term commitment to Formula One began in 1984 with a specially developed Mercedes-Benz E-Class coupe for use as Medical Car. After sporadic activities in the following years, Mercedes-AMG has been providing the FIA Safety Car regularly in what is the ninth successive season now. It began with the C 36 AMG in 1996 and continued with the first CLK 55 AMG in 1997, the CL 55 AMG in 2000 and the SL 55 AMG one year later. The new CLK 55 AMG made its debut in 2003, and since 2004, the new SLK 55 AMG has been ensuring safety on Formula One race-tracks.

source: http://www.emercedesbenz.com/autos/mercedes-benz/corporate-news/mercedes-benz-history-history-of-mercedes-and-amg-partnership/
by mbloom

http://www.boscheuropean.com

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

Lexus LFA

There is no doubt the Toyota 2000GT was a message from the Japanese automobile manufacturer that they could build sports car to rival those of Europe.  The car was viewed by most as a high performance GT with luxurious interior.  It was used in multiple races in Japan and also broke several speed and endurance records, showing how Toyota was able to build high performance sports car with rock solid reliability.  Only 351 2000GT was built between 1967 and 1970 making it a highly collectable now.  

Almost 3 decades later, Toyota decided to enter the Formula One racing in 1999.  Similar to Honda, Toyota decided not to partner with other racing teams or chassis manufacturers, instead developing their own works team from ground up.  Although they did not win a Grand Prix before withdrawing from the sport in 2009, they took this opportunity to advance in sports car development.  It was exactly during this time that the LFA project received the green light in early 2000. 

As Toyota's premium brand, for the longest time Lexus vehicles have been labeled as luxurious vehicles without souls, and this has hurt Lexus demographics over the years as the average age of owners grew older.  To change that, Lexus has to make their cars more exciting and appealing to younger buyers - the LFA was the start.

 The LFA was a project with no budget in mind and took 10 years to finish.  When engineers discovered that the aluminum body was too heavy, years into the design, management threw in another pile of cash to explore carbon fiber technology.  They developed their own proprietary carbon fiber looming machines and a stronger aluminum flanged collar.  In the end, 65% of the structure is composed of Carbon Fiber Reinforced Plastic (CFRP), which is 200 lbs. lighter over an aluminum equivalent design.

 

The bespoke 552hp 4.8L 9000RPM V10 engine is equally impressive, smaller than most of the V8's on the market and weighs less than Lexus' own 3.5L V6.  The engine revs up so fast that no analog dial can track it fast enough. Prompting Lexus to implement a fancy TFT tachometer display, which also slides to unveil additional menu options.  With the engine up front and transaxle in the back, a rigid torque tube was developed.   Two lightweight titanium exhaust pipes staggered directly under the torque tube to keep weights close to the center.  The windshield washer fluid reservoir sits right next to the gas tank in the middle.  Even the door lock and window control buttons are placed along the center console instead of the door panels.  All these details help on weight distribution and put the driver close to the absolute center of the car.

Lexus also put in extra thoughts in the drive configuration.  They wanted to take advantage of the high traction and handling capability of a mid-engine design but also the stability and controllability of a front -engine design, so they went with a front-mounted engine and rear-mounted transaxle setup.  This allows the LFA to have a 48:52 front/rear weight distribution, giving it a more neutral feeling.

 

nlike the NSX, driving the LFA is a "fancy" experience.  Get into the cockpit and there are few steps before you can fire up the engine.  You run into an uncommon seat belt setup because of the integrated airbags.  After that you scramble for the mystery button to put the car in reverse, followed by the sequence to put it into the forward gear.

But really, one can totally look past all that when the start button is pressed and the sleeping V10 awakes with that angry roar.  Lexus wanted to make the LFA sound like a F1 and Yamaha truly delivered.  Not only did they design a special acoustically tuned intake surge tank and titanium exhaust, they even created several chambers to feed the incredible engine sound into the cabin.  At high RPMs it has that get-into-your-bone pitch, which still gives me goose bumps every time.  

The LFA is powerful and fast, but you get used to tossing it around at high speed fast.  Big part of this is due to the fantastic chassis design and drive configuration, but the Sport Vehicle Dynamics Integrated Management (VDIM) system also comes into play.  This sophisticated system monitors various sensors and control systems including ABS, TRAC, and VSC to analyze the driving conditions and vehicle status.  Through its predictive logics and algorithms, it coordinates and actively corrects under- and over-steer, wheelspins, and stability.  Lexus adjusted the system specifically for the LFA to give driver more freedom and confidence in pushing the vehicle.  Instead of "saving" the car when it reaches the dynamic limits like most traction control systems do, the LFA Sports VDIM system actively predicts what's ahead and starts correcting right before the limits.

 

The LFA has some ridiculously good Carbon Ceramic Material Brembo brakes.  In fact, they are so powerful (yet linear) that I worry about cars behind not being able to stop fast enough.  Hard braking at high speeds gives the feeling like my eyeballs are being pulled out of their sockets.  I absolutely love it.

The LFA also features an electric power steering rack, but the gear ratio is substantially better than the NSX at 14.3:1 and it takes 2.35 to turn lock-to-lock.  So it does not matter if I am driving on local streets or highways, I never have to take my hands off the 3 and 9 o'clock positions of the steering wheel.

 

Transmission is probably what I feel most confused about.  People argue forever if the LFA should have a DCT instead but I think it's just a matter of choice.  Having good driving feedback is important and the LFA definitely delivers that.  Putting the car in Sport Mode and fastest shifting speed, and you want to make sure you don't cough up leftover lunch when flipping the shift pedal at redline.  But comparing to other supercars the LFA does shift relatively "slow" at 200ms.  Is it a big deal?  No.  But given how much attention Lexus has put in the LFA, I think there is room for improvement. 

 

Good thing with the transmission though is adjustability, allowing normal driving to be more pleasant with smoother shifting.  Throttles are also adjusted in different modes to aid driving characteristics on public roads, which I think is crucial in making the LFA such an easy car to drive. It also has cylinder deactivation in Normal Drive mode. 

The Black LFA I drove has 23,000 miles and the Yellow pre-production LFA has over 27,000 miles, mostly on the track or through demo, which means they are very hard driven miles.  When talking to the technician who is responsible for the maintenance, these cars only receive regular oil and brake pad changes (due to track use).  That says a lot about reliability.

Source: http://www.clublexus.com/articles/news/lexus-lfa-acura-nsx-two-decades-of-engineering-excellence.php

By Henry Kuo
photos by Eric Kieu

 

http://www.boscheuropean.com

Mercedes Service and Repair Redwood City - History of the Mercedes 190e 16v Cosworth - Bosch European Redwood City - 650-368-3000

 

The 190e 16v was really a first for Mercedes and it still has some features that we've never really seen before or since such as a high revving 4 cylinder 16v engine, a factory fitted body kit and a dog leg gear box. Add this to the relative rarity of the 2.5 (only 7000 or thereabouts where sold in the UK) and the fact that these cars were built at a time where Mercedes build quality really was at its highest and you'll see what the appeal is....these pages cover the development and history of the Mercedes Benz 190e 2.3 16v, Mercedes Benz 190e 2.5 16v, Mercedes 190e Evolution, Mercedes 190e Evolution 1 and Mercedes 190e Evolution 2 models.

The Story
Back in the late 1970s, Mercedes competed in rallying with the big V8-powered Coupés of the R107 Series, mainly the light-weight Mercedes 450 SLC 5.0. Mercedes wished to take the 190E rallying, and asked British race car engineering company Cosworth to develop an engine with 320 bhp for the rally car.

This project was known as project "WAA" by Cosworth". During this time, the Audi Quattro with its all wheel drive and turbocharger was launched and made it apparent that the 2.3-16v would not be competitive. With a continued desire to compete in high-profile motorsport with the 190, and also now an engine to do it with, Mercedes turned to the Deutsche Tourenwagen Meisterschaft (DTM) motorsport series instead. Cars racing in this championship, however, had to be based on a roadgoing model. Mercedes therefore had to put into series production a 190 fitted with a detuned version of the Cosworth engine.

This high performance model was known as the 190E 2.3-16, and debuted at the Frankfurt Auto Showin September 1983, after its reputation had already been established. Three cars, only slightly altered in cosmetic bodywork, had previously set three world records in August at Nardo, Italy, recording a combined average speed of (138.06 mph) over the endurance test of 50,000 km, and establishing twelve international class endurance records.

The Engine
The Cosworth engine was based on the 2.3 8 valve 136 bhp unit already fitted to the 190- and E-class series cars. Cosworth had redeveloped the entire engine, including fitting it with a new cylinder head, which was developed by Cosworth engineers "applying knowledge we've learnt from the DFC and BDA". It was made from light alloy using Coscast's unique casting process and brought with it dual overhead camshafts and four valves per cylinder, meaning 16 valves total which were developed to be the "largest that could practically be fitted into the combustion chamber".

In roadgoing trim the 190E 2.3-16 produced 49 hp (36 kW) and 41 ft·lbf (55 N·m) of torque over the basic single overhead cam 2.3 engine on which it was based. The 2.3 L 16 valve engine made "185 hp (137 kW) at 6,200 rpm and 174 ft·lbf (235 N·m) at 4,500 rpm, the over square 95.50 x 80.25 mm bore and stroke dimensions ensuring that it revs easily up to the 7000 rpm redline". Acceleration from 0-100 km/h (62 mph) was 8.0 seconds, and the top speed was 230 km/h (143 mph)

The roadgoing version of the engine was reconfigured with reduced inlet and exhaust port sizes, different camshaft profiles, no dry sump configuration and Bosch K-jetronic replacing the specialised Kugelfischer fuel injection. These changes helped bring power down to the required 185 bhp specification, but still resulted in a "remarkably flexible engine, with a very flat torque curve and a wide power band". The heads for the engines were cast at Cosworth's Coscast foundry in Worcester and sent to Germany to be fitted to the rest of the engine, some of which were very different from the standard 2.3 including pistons of light pressed alloy and rings designed to withstand higher engine speeds, whilst con-rods, bearings and bearing caps were found to be strong enough as standard and left unaltered.

The 2.5 model
An enlarged 2.5 L engine replaced the 2.3 L in 1988 and increased output by 17 hp (12.5 kW) with a slight increase in torque. For the European market without catalyst the car delivered 202 bhp (150 kW). The catalytic converter was becoming prevalent at this time, and catalyst equipped 2.5-16s produced a slightly reduced 197 bhp. It is a subject of debate whether the 2.5 L engine was developed and built by Mercedes or Cosworth. Mercedes were not keen to broadcast the fact that their most sporting saloon car has an engine developed by a British company. However some cylinder heads from 2.5 L cars are stamped with the Coscast logo indicating they were cast at Cosworth's foundry just like the 2.3s. Cosworth also list a Project code "WAB" for the development of the 2.5-16 cylinder head just as they do for the 2.3-16 cylinder head.

16v Differences
Due to their performance status, the 16 valve cars were in some areas very different from the other 190 models. The body kit on the 2.3 16 and 2.5 16 reduced the drag coefficient to 0.32, one of the lowest cd values on a four door saloon of the time, whilst also reducing lift at speed. The steering ratio was quicker and the steering wheel smaller than that on other 190s, whilst the fuel tank was enlarged from 55 to 70 L.

The getrag 5-speed gearbox was unique to the 16 valve and featured a "GT" gear pattern with 'dog-leg' first gear, left and down from neutral. This meant that the remaining 2nd, 3rd, 4th and 5th gears were in a simple H pattern allowing fast and easy selection. The gear change quality was, however, noted as "notchy, baulky", criticisms also levelled at the E30 BMW M3 which shared the same gearbox. An oil cooler was fitted to ensure efficient oil cooling for the inevitable track use many of these cars were destined for.

The strictly four-seater interior had Recaro sports seats with strong side bolsters for front and rear passengers. 3 extra dials - an oil temperature gauge, stopwatch and voltmeter - were included in the center console. The, 190E 2.3-16 was available in only two colours, Blue-Black metallic, and Smoke Silver (which looks gold). The introduction of the 2.5-16 brought along two extra colours, Almandine Red and Astral Silver. All 2.3-16 valve 190 models are fitted with a Limited Slip Differential (LSD) as standard.

They were also available with Mercedes' ASD system which was standard equipment on the 2.5-16v. The ASD is an electronically controlled, hydraulically locking differential which activates automatically when required. The electronic control allows varied amounts of differential lock from the standard 15% right up to 100%. It is not a traction control system however, and can only maximize traction rather than prevent wheel spin. Activation of the ASD system is indicated by an illuminating amber triangle in the speedometer.

The suspension on 16 valve models is very different to the standard 190 (w201). As well as being lower and stiffer, it has quicker dampers, larger anti-roll bars, harder bushings and hydraulic Self-Levelling Suspension (SLS) on the rear. This allows the rear ride height to remain constant even when the car is fully loaded. At the inauguration of the new, shorter Nürburgring in 1984, a race with identical cars was held, with former and current F1 pilots at the wheel. A rather unknown young driver named Ayrton Senna took First place in that race. Private Teams such as AMG later entered the 2.3-16 in touring cars races, especially the DTM. In the late 1980s, the 2.5-16 (never released in the United States) raced many times, against the similar BMW M3 and even the turbocharged Ford Sierra Cosworth

The Evolution models
Although the Mercedes 190e and Mercedes 190 models were well received the Mercedes Benz 190e 2.3 16 and Mercedes Benz 190e 2.5 16 were the real winners. However, Mercedes needed to fight backWith the debut of the BMW M3 Sport Evolution, Mercedes' direct competitor, it became obvious that the 2.5-16 needed a boost for the circuit. In March 1989, the 190E 2.5-16 Evolution debuted at the Geneva Auto Show. The EvoI, as it came to be called, featured a more aggressive bodykit including a new spoiler and wider wheel arches, although many of the changes were to under-the-skin components such as brakes and suspension as well as a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. All were intended to allow the Evolution cars to be even more effective round a track.

in terms of performance the EvoI's output was, on paper, identical to the 202 bhp of the "regular" 2.5-16. However this car had a redesigned engine of similar capacity but, most importantly, a shorter stroke and bigger bore which would allow for a higher rev limit and improved top-end power capabilities. Additional changes stretch to "rotating masses lightened, lubrication improved and cam timing altered".

Only 502 units of the Evolution model were produced for homologation in compliance with DTM rules. For those customers desiring even more performance an option PowerPack option engineered by AMGwas available for merely DM18,000. The PowerPack option included hotter camshafts, a larger diameter throttle body, more aggressive ignition and fuel management as well as optimization of the intake and exhaust systems. The net result was an additional 30 bhp. While the Evolution I model did quite well, engineers knew that the 190E could be improved further. In March 1990, again at the Geneva Auto Show, the 190E 2.5-16 Evolution II was shown. With the success of the first Evolution model, this model's 502-unit production was already sold before it was unveiled. This car retailed in 1990 for$80,000.

The "Evo II" included the AMG PowerPack fitted to the same short stroke 2.5 engine as the Evolution, as well as a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. Again the most obvious modification to the Evolution II is a radically designed body kit designed by Prof. Richard Eppler from the University of Stuttgart, with a very large adjustable rear wing, rear window spoiler, and unique Evolution II 17 inch wheels. That body kit served an aerodynamic purpose — it was wind tunnel tested to reduce drag to 0.29 while at the same time increasing downforce. Period anecdotes tell of a BMW executive who was quoted as saying "if that rear wing works, we'll have to redesign our wind tunnel.". The anecdote claims that BMW did.

The 16v AMG Power pack
Fitted as standard to the Evolution II models, and optional on Evolution models, the AMG Power Pack increased power to 232 bhp (171 kW) at 7,200 rpm and torque to 181 lbft at 5,000 rpm, whilst pushing the top speed up to 155 mph. In their final incarnations, these engines produced up to 420 bhp in racing tune.

The Evolution models and all other 190 with 16 valves get supported by the Mercedes 190 Owners Club. Further information can be found on www.mercedes190.co.uk.

AMG Models
At the time of the 190's production, AMG was not a part of Mercedes-Benz, but a separate tuning company in its own right. Therefore there are no 'official' AMG versions of the 190E in the same vein as today's AMG cars. AMG did produce a number of 190Es with their own 3.2 development of the straight-six engine, producing approximately 220 bhp.

The History Of The 190e 16v Model: There was a time when cars were designed out of a passion for motor sports; one of these cars is the Mercedes Benz 190e 16v. To understand the uniqueness of this automobile we must return the late 70's when planners were conceiving the 190 class and its top model, the 16V. Mercedes thought rallying was the best arena to showcase their new model line, but this plan quickly changed to road racing. As a result, Mercedes strongly desired to promote the new model’s attributes and showcase its’ abilities in motor sports.

Contributing to the fantastic driving dynamics is the now famous multilink rear suspension. It was first released on the 190 series and was instrumental in providing sporty and competitive handling. Mercedes also collaborated with engine building masters, Cosworth Technology Ltd. to help develop the 16 valve cylinder head with mechanical valve lifters. They came up with 185bhp from 2.3 litres and 204bhp from the 2.5 model which may not sound like a lot (compared to today’s engines) but don’t forget this was 1983 (almost 20 years ago) and the car was lightweight compared to today’s heavy weights.

In the summer of 1983, the 190E 2.3 16V set out to break as many long distance high speed FIA records as possible at Nardo, Italy. After 202 hours of continuous running, multiple records were broken including the 50,000 km level at an average speed of 248 kph (154mph). Very impressive when you consider they had to stop to refuel, change drivers and service the car while the clock was ticking. During these endurance trials there were some minor aerodynamic modifications including removal of the mirrors and wipers. In addition, a lower rear axle ratio permitted a higher top speed but overall this car was almost stock and reflected well on the entire 190 series.

May 84 was a monumental time for the 16V. The new Nurburgring racetrack was hosting its first F1 race and a 16V won the supporting race. All the cars were 16V’s driven by many former world champions. Moss, Lauda, and Hill were all beaten by a young upstart driver named Senna.

The DTM race series became popular around this time so Mercedes entered multiple cars after satisfying the rules stipulation that required 5,000 road going versions to be built. BMW entered DTM with its enthralling M3, which was a direct rival to the 190. Competition forced Mercedes Benz to enlarge engine capacity to 2.5 liters and eventually release a more advanced Evolution 1 and 2 versions with more aerodynamic aids and horsepower. At this point, the famous engine tuner, AMG, was called upon to create a team of their own. Mercedes and AMG went on to win over 50 DTM races and numerous titles, which solidified their dedication to motor sports, which lives on to this day.

Since Mercedes created the car for racing it has features like a Getrag gearbox with dogleg first. The pneumatic rear suspension keeps the tires in contact with the road. An aerodynamic package was fitted, which consisted of a front spoiler, wheel arches, side skirts, rear valance and rear wing.

ABS brakes are standard as well as brake cooling ducts to keep brake temperatures under control. Black leather covers the incredibly comfortable electric sports seats. Mercedes Benz had added a stopwatch, voltmeter and oil temp gauge to the lower center console backing up its motor sports intentions. In the rear, there are only two Recaro seats with supportive side bolsters, which makes this a 4-passenger vehicle only.

source: http://www.markthomastrimming.com/storage/merc/history.htm

http://www.boscheuropean.com

BMW Service and Repair Redwood City - BMW 750i Review - Bosch European Redwood City - 650-368-3000

 

The BMW 745i bettered its peers in several categories, including engine torque, 70-to-standstill braking, road holding, and 0-to-60, 0-to-100, and quarter-mile acceleration. Yet despite its high frequency of first-place performance finishes, our collective ballots put it in third. The culprits? Surprisingly, there were really just two that hampered the bad-ass Bimmer--frumpy, big-butt styling and iffy ergonomics, the latter magnified by the iDrive controller that was as enjoyable and easy to use as limp chopsticks. How can it be the Ultimate Driving Machine when driving iDrive drives you crazy?

For the 2006 model year, BMW has made significant amendments to the fifth iteration of its fourth-generation 7-series, many of which address the styling and ergonomic shortcomings that irked us in '03.

The most noticeable, albeit subtle, alterations are superficial: a restyled front fascia--larger kidney grilles, a new bumper, a raised hood with fresh lines, and reworked headlamp lenses sans scalloped edges--and rear end, whose newly shaped trunklid incorporates taillamp assemblies that help shape a more uniform, less offensive hiney. The result is a better-looking, more-cohesive 7 that proves being superficial has its merits.

Inside, the changes are equally subtle, although less effective. In addition to new climate-control knobs that BMW says offer improved tactile feel to the user, the cockpit's interface now communicates via a newly shaped iDrive controller that sports a leather insert on top, as if it were protecting a balding head from sunburn. The look and the feel are upgrades, but the usability remains frustrating and aggravating, despite submenus that are easier to use. Keep trying, BMW (read "Get rid of it!").

One component BMW didn't need to replace was the buttery 325-hp, 4.4-liter V-8, which already propelled the old 745i to the head of the pack. Fortunately, the spur of competition and BMW's lust for higher performance meant the face-lifted 7 needed more engine than the old 4.4. Thus, the 750i is motivated by a 4.8-liter V-8--essentially the same engine used in the rambunctious X5 4.8is--whose extra 401cc generates 35 more horsepower and 30 additional pound-feet of torque, bringing both the pony and pound-feet totals up to 360.

In testing, the 4.8 showed that the new 750i badge is more than a marketing ploy. Zero to 60 required just 5.4 seconds, a substantial improvement over the 745's already best-in-class 6.0-second mark, and the quarter-mile came and went in 13.9 seconds at 103 mph, another big dip from the previous car's 14.6 at 97. More impressive was the 4.8's ability to keep pulling even as speeds kept rising. Compared with the 15.3 ticks it took the 745 to accelerate from 0 to 100, the 750 needed just 13.1. The sprint to 120 showed even more separation--23.4 seconds for the old car, 19.6 for the 750. What's more, the 4.8 retains the 4.4's creamy nature yet spices it up with a throatier engine growl befitting the added performance.

Braking and road holding performance are in effect unchanged--70 to 0 in 164 feet (vs. 163) and the skid pad at 0.88 g (vs. 0.87)--as is the sound level at a 70-mph cruise, which drops deeper into the abyss from 65 dBA to 64.

Which brings us to the 750i's downside, assuming you view it as such. It is so adept at quickly covering ground--be it straight or curvy--and so quiet, smooth, and compliant doing so that the experience has become more numbing than involving. Whereas the previous-generation 7 was the big-sedan epitome of creating a driver-to-machine relationship, the current-generation car--certainly the 750--is proficient at taking the driver to new performance levels without the driver's really feeling as if he were part of the process. Perhaps it's the price we must pay for technology such as active roll stabilization and variable-ratio steering, both of which lessen the feel of going fast while allowing you to go faster, but it seems that a BMW should drive more like a BMW and not like an extremely capable, extremely quick Lexus.

Nonetheless, this new 750i is better in every way than the car it replaces. That in and of itself should be enough to keep the BMW faithful happy, the competition worried, and us anxious for another comparo.

VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $78,390 (base price: $71,195)

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, port fuel injection
Displacement: 293 cu in, 4799cc
Power (SAE net): 360 bhp @ 6300 rpm
Torque (SAE net): 360 lb-ft @ 3400 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 117.7 in Length: 198.4 in Width: 74.9 in Height: 58.7 in
Curb weight: 4505 lb

C/D TEST RESULTS:
Zero to 60 mph: 5.4 sec
Zero to 100 mph: 13.1 sec
Zero to 130 mph: 23.6 sec
Street start, 5-60 mph: 5.9 sec
Standing 1/4-mile: 13.9 sec @ 103 mph
Top speed (governor limited): 148 mph
Braking, 70-0 mph: 164 ft
Roadholding, 300-ft-dia skidpad: 0.88 g

FUEL ECONOMY:
EPA fuel economy, city driving: 17 mpg
C/D-observed fuel economy: 15 mpg

source: http://www.caranddriver.com/reviews/bmw-750i-short-take-road-test-specs-page-2
Car and Driver Sept 2005
by Ron Kiino
Photograph by Aaron Kiley

 

http://www.boscheuropean.com

Mercedes Service and Repair Redwood City - Mercedes-Benz E55 AMG - Bosch European Redwood City - 650-368-3000

 

The Mercedes-Benz E55 AMG is not a sports sedan, although it is a sedan. The E55 is not a sports car, although it tears from a standstill to 60 mph in 4.5 seconds.

The E55 is a speed sled-a conveyance of staggering power capable of great pace. Attaining great speed is not just the E55's forte; speed is its reason for being.

Some perspective is in order here. The E55 takes just 0.3 second longer to reach 60 mph than the 508-hp V-12 Ferrari 575M Maranello F1. The Merc comes with heated and ventilated seats and costs about $175,000less than the Ferrari. In 23.1 seconds, the E55 reaches 150 mph-a speed only 5 mph below its governor-limited top speed. At that pace, the 469-hp E55 is still accumulating velocity more quickly than China accumulates new citizens. Hell, at 154 mph the E55 is still accelerating. Thanks to an almost incomprehensible 516 pound-feet of torque (Audi's super sedan, the RS 6 makes a comparatively paltry 415) and a quick-acting five-speed automatic transmission, the E55 is a half-second quicker than the Ferrari from 50 to 70 mph.

But what does 155 mph feel like in the E55? Well, Huxley might be disappointed because the E55 at that velocity feels a lot like the average new car doing 90 mph. So effortlessly and with such extraordinary stability does the E55 maintain pace that speed is a cerebral, rather than emotional, experience.

You're aware of the speed because your brain tells you objects couldn't possibly be thrown into your field of vision so quickly. Never have we experienced speed so divorced from the sensation thereof. There's no wind noise, no lightness in the steering wheel, no unnerving shiver through the body. The E55 slips quietly through what seems an unusually thin atmosphere. It is simply exquisite.

German drivers, who can more frequently (and legally) exploit the potential of such a car, can have the top-speed limiter disabled at a dealership. No chance of that here in the United States of Litigiousness. Based on our experience with the car, would you really want to do that anyway? We were headed into the mountains north of Phoenix, lounging at 85 mph, when we saw a V-8-powered BMW X5. Its driver was in a racy mood. We squeezed the throttle to perhaps half its travel-normal for an expressway pass. The engine thrumming gently increased its volume and pitch. There's a hint of supercharger whine in the high register. Even on a grade, the automatic doesn't bother downshifting. By the time we glanced at the rearview mirror, the X5 was simply gone, vanished. "Damn," we muttered aloud to no one, "how fast were we going?" The Euro-spec speedometer said 230 km/h. Let's see, if 100 km/h is 62 mph, then- whoa!

This is the kind of thing that 469 horsepower will do for you. AMG, Mercedes' performance division, takes a standard-issue 5.0-liter V-8 and increases its displacement to 5.4 liters, adds stronger internals, modifies the three-valve heads, and adds a new intake and exhaust. In the previous E55, this treatment was good for 349 horsepower. But with the 450-hp Audi RS 6 about to show up on American roads and the 394-hp BMW M5 already tearing them up, less than 350 would just not do. So the E55's engine gets a Lysholm (or screw type) supercharger with an air-to-water intercooler blowing 13.1 psi of boost. A smaller-diameter, larger-length exhaust system fitted to the E55 explains the loss of 24 horsepower compared with the SL55 AMG powered by ostensibly the identical engine (see sidebar). Superchargers at low boost can be a power parasite, so AMG added an electromagnetic clutch to the blower's belt-drive pulley. It's not engaged until the engine computer decides you really want all that power.

The standard Mercedes five-speed automatic has been modified for E55 duty as well. The shifts are quicker and firmer. The transmission has three settings: comfort, sport, and manual. You must activate manual to use the shift buttons mounted behind the upper spokes of the steering wheel. So good is the sport mode at holding a gear and so quick is it to downshift that we often didn't bother with the buttons. You can also choose your gears by rocking the manumatic shifter left and right. If we must have an automatic in a performance car, this is the one we want.

Beyond the powertrain, the superlatives don't come quite as naturally. The brakes--big discs (14.2 inches in front, 13.0 inches at the rear) pierced with ventilation holes--look like serious business. The fronts carry eight-piston calipers as long as loaves of bread. At full clamp-down, they stop the 4200-pounder in 175 feet, which is 10 to 20 feet longer than the performance of some 4000-pound M5s we've tested. Worse, the brake pedal feels as if it has no mechanical connection to the brakes. This is because it doesn't. Like all E-classes, the E55 has electrohydraulic brakes. The car "reads" the position of the pedal and determines how much pressure to apply to the brakes. The pedal is supposed to mimic the feedback you would get from a conventional pedal, but it doesn't. You cannot smoothly modulate the brakes. You might as well get used to the alternating lunging and halting that accompanies every stop.

Likewise, the myriad programs involving electronic stability, traction control, brake proportioning, and semiactive suspension are constantly doing things you didn't ask them to do. These are good systems that can keep your $70,000-plus car from pirouetting into the nearest telephone pole. But the insistence of the Mercedes systems adds an unwanted layer of isolation to the driving experience. The steering doesn't communicate openly with the driver, either. The weight feels artificial, and there's a certain wooden touch to its action. You can choose among three suspension settings for the Airmatic suspenders, and even the stiffest is not disconcertingly so. But the E55 rolls more than you might expect for such a machine. And even with wide Continental summer tires (245/40 front; 265/35 rear), the E55 pulls a middling 0.83 g on the skidpad--less grip than an E320 with a Sport package. The E55 feels distant, aloof.

Its looks are subdued. Eighteen-inch twin-spoke wheels are standard, and the ride height is lowered (about half an inch) from that of stock E-classes. The low, long biomorphic shape of the E55 and its four chrome exhaust tips make the car look something like a gigantic gecko wearing jewelry. The interior gets similarly subtle upgrades. Bright white gauges grace the dash. Otherwise, the interior looks and feels as stately as that of lower-level E-classes.

We'd like a bit more visual differentiation between the AMG and base E-classes, but we can't complain about price. Mercedes says the new E55 will be priced at about $74,000. That's only a thousand or so more than the BMW M5 or the outgoing E55, a relative bargain.

Sadly, that price does not include the cost of paying every other driver on the road to stay the hell out of your way

Source: http://www.caranddriver.com/reviews/mercedes-benz-e55-amg-road-test-counterpoint-page-3
by Daniel Pund
Photography by Jeffrey G. Russell

BMW Service and Repair Redwood City - 2004-2011 BMW 6-SERIES - Bosch European Redwood City 650-368-3000

VEHICLE HIGHLIGHTS

BMW launched a 6-Series coupe and companion convertible during the 2004 model year. This was the first 6-Series model since 1989. BMW competed against the Cadillac XLR, Lexus SC 430, and Mercedes-Benz CLK-Class. Both rear-wheel-drive 6-Series versions used a 325-horsepower V8, with a choice of three six-speed transmissions: an automatic, a conventional manual, and BMW's sequential manual (SMT). The SMT was a clutch less manual transmission operated via console lever or steering-wheel paddles; it could be set to shift like an automatic when desired. ABS and traction/antiskid control were standard, as was BMW's Active Roll Stabilization to counteract body lean. Dynamic Drive Control firmed the suspension, quickened throttle response, and adjusted shift points on the automatic transmission and SMT. BMW's Active Steering option varied steering ratio and assist.

 Front torso side airbags and front knee airbags were standard; the coupe added front head-protecting tubular side airbags. Convertibles had a power soft top and a heated glass rear window that lowered for roof-up ventilation or raised to deflect top-down cabin drafts. Standard equipment included leather and metal interior trim, a navigation system, and steering-linked headlights. BMW's iDrive that used a console "joystick" to adjust major climate, audio, and navigation functions. Optional was adaptive cruise control, designed to maintain a set distance from traffic ahead. Other options included 19-inch wheels (versus standard 18s), and a head-up instrument display.

 

YEAR TO YEAR CHANGES

2005 BMW 6-Series: A longer list of standard features marked 2005 for BMW's 4-seat coupe and convertible. Newly standard were front and rear obstacle detection.

2006 BMW 6-Series: A more powerful, bigger V8 engine transformed the 645Ci model into a 650Ci. The new 360-horsepower 4.8-liter V8 replaced the 645's 325-hp 4.4-liter. During 2006, BMW launched a super-performing M6 coupe with a V10 engine that could switch between 400 and 500 horsepower at the touch of a button. A new seven-speed automatic transmission went into the M6 coupe.

2007 BMW 6-Series: For 2007, the M6s were available in convertible as well as coupe form.

2008 BMW 6-Series: Only minor trim changes distinguished the 2008 BMW 6-Series.

2009 BMW 6-Series: The 2009 BMW 6-Series was largely unchanged.

2010 BMW 6-Series: The 2009 BMW 6-Series was largely unchanged.

2011 BMW 6-Series: The 2011 BMW 6-Series has been discontinued pending a redesigned version due in calendar 2011 as a 2012 model.

ROAD-TEST EVALUATION

Plenty of ready power and impressive passing punch greet the 6-Series driver. BMW said the 6-Series could accelerate to 60 mph in 5.5 seconds with the SMT or conventional manual transmission. A test convertible with automatic clocked 5.7 seconds. The SMT unit is harsh shifting and cantankerous around town, in stark contrast to the smooth and responsive automatic. Fuel economy is so-so. With the conventional manual transmission, a coupe averaged 17.5 mpg, convertibles 13.7 to 19.6 mpg. With automatic, test convertibles averaged 15.8 mpg, coupes 17.5. Premium-grade fuel is required. Unforgiving run-flat tires and a firm suspension make the 6-Series ride much stiffer than BMW's 5-Series sedans, and tauter than many coupe and convertible rivals.  

These coupes are always stable and never jarring, but some testers said the ride grew tiresome on rough-surface freeways. Well-balanced and agile, 6-Series is the benchmark for handling among coupes in this class. Active Steering sharpens low-speed maneuverability, but some testers found it intrusive and inconsistent. Active Roll Stabilization eliminates most body lean in fast turns. There's little perceived road holding gain with the Sport Package. Braking is strong, stable, and straight. Modest wind rush has been noticed in coupes. Convertible tops are well-insulated for marginally greater wind noise than in the coupe. Minimal top-down buffeting is scarcely different with the rear window deployed, though exhaust rumble is noticeable.

 

Plenty of tire noise is evident on rough roads. Both body styles are impressively solid in structure. Minimal body flex is evident on convertibles. Confounding iDrive adds delay and complication to most control functions; worse, it diverts driver attention. The control layout itself is simple and convenient. Elegant interior decor makes use of top-notch materials. The thick steering-wheel rim interferes with clear view of main instruments and turn-signal arrows. Pressing the keyfob's trunk release on one test coupe regularly set off the alarm system. All but the very tall get good head and leg room on firm, supportive front seats. Power adjustments and a tilt/telescope steering wheel help dial in driving position after some trial and error. Long doors are a parking lot inconvenience. The coupe's large sunroof does not slide open, merely tilting for more ventilation. Aft visibility is restricted in coupes, and worse in convertibles with the top up. Rear seats are comfortable, but leg room is very tight. Front seats power forward slowly, and entry/exit is a typical coupe chore. Trunk volume is par for the class--coupe or convertible. The lid powers up but not down. Hinges are covered to prevent crushing packages, but they gobble space. Interior storage is minimal. Single cupholders are installed, front and rear; the front is an odd clip-on device.

Value for the Money
BMW's 6-Series suffers all the typical coupe/convertible compromises, along with daunting new-car prices and a firmer-than-necessary ride. That said, any version is a joy to drive: surprisingly fast, supremely capable, and very sophisticated. Secondhand prices aren't likely to be moderate.

Our reliability study for this generation BMW 6-Series includes details on average repair costs, manufacturer recalls, and everything you need to know to gauge the long-term reliability of this generation BMW 6-Series .

TROUBLE SPOTS

Consumer Guide's® Auto Editors have scoured repair bulletins and questioned mechanics to search for commonly occurring problems for a particular vehicle. In some cases we also give possible manufacturer-suggested solutions. In many instances these trouble spots are Technical Service Bulletins posted by the manufacturer, however, we have our own expert looking at additional vehicle problems.

Check-engine light: Engine may run rough accompanied by check engine light due to failure of camshaft position sensors. (2005-06)

Check-engine light: The check engine light may illuminate accompanied by rattling sound from front of engine due to leak in oil line for variable valve timing system. (2004-07)

Convertible top: The convertible top may not lower because a sensor in the rear window may not be reporting that the window is down. (2004)

Coolant leak: Coolant may leak near the 4.4L engine timing cover due to a failed seal. (2004-09)

Dashboard lights: A "rollover protection fault" message may appear on the driver's information center due to a problem in wiring or connectors. (2005)

Electrical problem: The electronic steering lock warning light may illuminate and/or the vehicle will not start if battery was low when starting. (2006)

Electrical problem: Night vision display malfunctions due to wiring harness damage near headlights. (2006-07)

Electrical problem: The paddle shifters on the steering wheel may quit working due to loss of electrical signal often caused by loose connectors. (2004-07)

Electrical problem: The convertible top warning light is illuminated, indicating the top not fully open or closed, due to faulty sensor switch. (2005-06)

Headlights: Automatic headlights may not go off when exiting a tunnel or parking garage due to miscommunication between rain sensor and headlight module. (2005-06)

None: The universal garage door opener in the vehicle may not accept a code from a different (new transmitter or new owner) if the batteries in the transmitter are low. (2004-07)

None: The right side (cylinders 1-4) valve cover or oil filler cap on the 4.8L V8 may break in cold weather due to ice buildup in the vent hose or valve. (2004-06)

Poor transmission shift: The paddle shifters on the steering wheel may quit working due to loss of electrical signal often caused by loose connectors. (2004-07)

Tail/brake lights: The lens for the center high-mounted stop lamp (CHMSL) may crack at the sides. (2005)

Valve cover leaks: The right side (cylinders 1-4) valve cover or oil filler cap on the 4.8L V8 may break in cold weather due to ice buildup in the vent hose or valve. (2004-06)

source http://consumerguideauto.howstuffworks.com/2004-to-2011-bmw-6-series-6.htm

Audi Service and Repair Redwood City - History 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-Geilser

Toyota Service and Repair Redwood City - Buying Guide Toyota MR2 - Bosch European Redwood City 650-368-3000

The third generation of Toyota MR2 that arrived in 2000 was the ideal car to take on the Mazda MX-5 and MGF, particularly as it was the first MR2 to have a fully folding soft-top. It mixed many of the attributes of both of these cars while retaining a unique appeal, although the Toyota perhaps divided the opinions of contemporary road tests and buyers more than its competitors.

 
Actually there IS an alternative to an MX-5!

Sticking with the mid-engine layout of previous MR2s, the third generation W30 model differed slightly by having its engine turned so the exhaust manifold was to the rear of the engine bay. It also did away with the rear luggage compartment, making this model more focused on driving fun than practicality. This more than anything was what split opinions on the MR2 as many were happy to enjoy the purity of the MR2's driving experience, while others deemed it too compromised.

Weighing in at just 975kg, only a Lotus Elise could claim to be lighter in the affordable roadster market. This meant the MR2 didn't need a hugely powerful engine to deliver good, though not outright fast, performance. The 140hp 1.8-litre four-cylinder petrol motor could muster 0-62mph in 7.9 seconds, though some contemporary road tests saw 0-60mph times as low as 6.8 seconds, and a top speed of 130mph. Another benefit of the lightweight and relatively mild power output was 38.2mpg average fuel consumption and many owners report this is a very realistic figure in everyday driving.

Toyota didn't need to change the MR2 greatly during its production life, which came to an end in 2006. The most significant were the addition of a six-speed gearbox and alterations to the engine to prevent the problems experienced by many early owners with disintegrating pre-cats that ruin the engine. For this reason, the post-facelift cars from late 2002 onwards are generally considered the most desirable. Take heed - though an early MR2 can look like a bargain it can also be on the verge of some expensive repairs.

source: http://www.pistonheads.com/doc.asp?c=52&i=26742
by Alisdair Suttie

 

http://www.boscheuropean.com

 

 

Porsche Service and Repair Redwood City - Buying Guide - Porsche 911 Turbo (996) - Bosch European Redwood City 650-368-3000

 

The word 'Turbo' holds a special place in the Porsche lexicon, so the arrival of a new 911 Turbo in 2000 was an eagerly anticipated event. Based on the 996 body shell but with the face lifted headlights, the big change for the new Turbo model was a switch to water cooling for the engine.

 

However, the Turbo used a modified version of the 993's motor in twin-turbo 3.6-litre form. It delivered 420hp and 0-62mph in 4.2 seconds with the standard six-speed manual gearbox and four-wheel drive. A five-speed Tiptronic auto was an option, which slowed the 0-62mph time to 4.9 seconds, while top speed for the auto was 185mph compared to the manual's 189mph.

 

Porsche offered the X50 upgrade for the 996 Turbo from 2002, upping power to 450hp. This became standard for the Turbo S model that arrived in 2005 and shared the X50's 0-62mph time of 4.0 seconds and 192mph top speed. The Turbo S also came with carbon ceramic brakes discs as standard, an option on non-S Turbos.

A Cabriolet version of the Turbo pitched up in 2004, which was only a year before the Turbo gave way to the new 997 in 2005, though the Turbo S continued in production alongside the 997 for a short period.

By the time production ended, 22,062 996 Turbo models of every type had been built. The numbers break down as:

996 Turbo coupe: 16,965
996 Turbo Cabriolet: 3534
996 Turbo S coupe: 600
996 Turbo S Cabriolet: 963

The 996 Turbo is now one of the most affordable supercars you can buy.

source: http://www.pistonheads.com/doc.asp?c=52&i=26871
by Alisdair Suttie

http://www.boscheuropean.co

Range Rover Service and Repair Redwood City - Range Rover Buying Tips - Bosch European Redwood City 650-368-3000

 

Land Rover’s upwardly mobile aspirations for the Range Rover finally went into orbit with the arrival of the third generation model L322 in February 2002. Where previous Range Rovers mixed off-road ability with comfort, the L322 pushed comfort and luxury to the fore, though it also retained the full spread of off-road ability expected of a Range Rover.

This was also the first Range Rover model to ditch a separate chassis, instead using a monocoque design that heralded a shift in Land Rover’s thinking. The L322 also ushered in a new style for Land Rover, penned by Don Wyatt, that we can still see the effects of today in the L322’s replacement, the L405. As such, the L322 now competed against luxury saloons such as the Mercedes S-Class, as well as other SUVs, which is why the car has become beloved by so many for its dual-purpose ability.

Longer, wider and taller than the P38A it replaced, the L322 has a 2880mm wheelbase, generous cabin space and comes with permanent four-wheel drive in all models. There's also an automatic transmissions for every version, initially a five-speed ’box that was then superseded by a six-speeder for the 2006 model year.

To begin with, Range Rovers came with BMW-sourced engines in the shape of a 184PS 2.9-litre TD6 turbodiesel and 4.4-litre V8 petrol with 290hp. These engines lasted until the 2006 model year when the V8 was replaced with a Jaguar-derived 4.4-litre V8 with 306hp, while the flagship was now powered by a supercharged 4.2 V8 developing 400hp. A new 3.6-litre TDV8 took over from the TD6 and offered 272hp and a heft 640Nm of torque.

In April 2009, the supercharged V8 grew to 5.0-litres and 510hp yet offered slightly better fuel economy of 19.0mpg and lower 348g/km carbon dioxide emissions. A year later, the 3.6 TDV8 engine was replaced by the 4.4-litre unit with parallel sequential turbocharging to deliver 313hp, 516lbft and 30.1mpg - making it the first factory Range Rover to exceed 30mpg. Land Rover also took the opportunity to fit the new eight-speed auto to the TDV8 and restyle the front end with daytime running lights that curve around the headlights. Improvements to the Terrain Response system were also introduced, with the addition of Hill Start Assist and Gradient Acceleration Control.

Pre-2009 cars featured simpler headlights

 

There’s a choice of HSE, Vogue, Vogue SE and Autobiography versions of the L322 Range Rover, which go from luxurious to downright sumptuous. You can also spend even more on tuned models from the likes of Overfinch or Kahn, while armour-plated models command yet more based on their level of protection. However, we’ll stick with the standard models here for a huge number of roles and reasons.

source: http://www.pistonheads.com/doc.asp?c=52&i=27046
by Alisdair Suite

http://www.boscheuropean.com