When it comes to boosting efficiency in petrol engines, Mercedes is playing catch-up. Premium rival Lexus already has hybrid cars, while BMW offers regenerative braking to improve fuel economy on several models.
But the three-pointed star is working hard to regain ground – and Auto Express has driven its latest development: a CLK 500 with ISG technology.
The initials stand for Integrated Starter/Generator, and in lay terms, the set-up is a stop-start system. A disc-shaped electric motor is added between the engine and automatic transmission, while a secondary battery is charged by regenerative braking and offers a power boost during hard acceleration. The main advantage is that this layout is smaller and lighter than a hybrid transmission.
For the driver, it means fuel economy is up 10 per cent from 24.8mpg to 27.3mpg, while CO2 output is estimated to drop by a similar proportion.
The stop-start technology cuts the engine when you come to a halt, and fires it up as soon as your right boot comes off the brake. By the time you are pressing the accelerator, it’s as if the V8 has been running all the time.
The powerplant also switches off if you shift the auto box into Park mode.
At least that’s how it’s supposed to work. But in the 30-degree heat of our urban drive in Germany, it didn’t. Despite having several opportunities to cut out as we stopped at traffic lights and junctions, it failed every time.
We thought the system wasn’t working properly, but later learned it was because we had turned the CLK’s air-conditioning on. Apparently, the car prioritises driver comfort over saving the planet. On a second run with the cooling system switched off, the ISG technology worked fine.
Arguably, the Mercedes stop/start isn’t as clever as it thinks it is. Yes, it can cut the engine to save fuel, but similar devices offered by rival manufacturers switch off when they realise you are coming to a halt. That means owners get every last mile from the fuel tank by freewheeling to a standstill. What’s more, bosses won’t offer the ISG technology until 2009.
Car Review:Mercedes CLK 500 ISG
Lexus RX Getting Bigger And Seven-seat RX coming
Bigger is better at Lexus. Our exclusive picture shows that the next RX will be larger than the current model – and it could even be offered as a seven-seater for the first time.
Despite this, the Japanese firm is likely to take a conservative approach to the newcomer’s styling. It will feature swept-back headlamps and the trademark Lexus grille, while the distinctive curved roof of the existing car will also be retained. Our spy shot (below) shows that the replacement’s underpinnings are already being fine-tuned in a test mule wearing the current SUV’s body.
At first glance, it looks like any other RX, but close inspection reveals that the rear lights no longer sit flush with the bodywork. That’s because the panels have been widened to account for the new platform’s bigger dimensions. This added size could pave the way for an optional third row of seats, which would put the Lexus up against BMW’s X5 when it arrives in dealers in 2009.
The new 4x4 likely to debut at that year’s Tokyo Motor Show because, although the biggest market for the RX is the US, the model will be the first SUV in Japan to wear a Lexus badge. The current generation is called the Toyota Harrier in its home market.
Recent Post:
+ New Audi Q5 Shapes Up
+ Volvo V50 D5 SE Sport Mildly Revised Load Lugger Looks Better, But Does It Load Better?
+ BMW X5 GETS IT RIGHT: Luxury SUV a big improvement from earlier generation
+ 2008 BMW 650i Coupe and Convertible Preview
+ 2008 Mercedes-Benz C-Class: A Step In The Right Direction
+ It's Ferrari's new 'Scud' missile
+ 2007 BMW Alpina B7
+ Full Test: 2007 FPV Ford Falcon GT A Four-Door Mustang From Down Under
+ 2008 Porsche Cayenne S
+ 2007 Porsche 911 Carrera 4S Cabriolet
+ Fleet Update: 2007 Audi Q7 4.2
New Audi Q5 Shapes Up
Take a look at the best pictures yet of Audi’s Q5 compact SUV. The German firm’s engineers are putting the finishing touches to the model ahead of its unveiling at next year’s Geneva Motor Show.
A rival to the BMW X3, Land Rover Freelander and forthcoming Mercedes MLK, the Audi is based on the same platform as the A5 coupé and next-generation A4. These pictures reveal that the Q5 takes its styling inspiration from the bigger Q7.
Inside, there will be enough room to carry five adults in comfort, while the cabin is derived from the new A5. The Q5 will have limited off-road ability, and all models will feature a raised ride height and quattro four-wheel drive as standard. But with a chassis tuned for on-road handling, it will be sporty and fun to drive.
Under the bonnet, the Q5 will be offered with 2.0-litre turbo and 3.2-litre V6 petrol engines, plus 2.0-litre and 3.0 litre TDI diesels. There is also the chance Audi will make a high-performance 4.2-litre V8-powered model.
When the Q5 goes on sale in mid-2008, the range will start from around £30,000.
It isn’t the only new Audi SUV on the way – our spies have snapped a Q7 flagship, too. This has a 500bhp 6.0-litre V12 TDI diesel, an aggressive nose with deep air intakes and should cover the 0-60mph sprint in 5.5 seconds.
The model will be revealed at the Frankfurt show next month.
+ BMW X5 GETS IT RIGHT: Luxury SUV a big improvement from earlier generation
+ 2008 BMW 650i Coupe and Convertible Preview
+ 2008 Mercedes-Benz C-Class: A Step In The Right Direction
+ It's Ferrari's new 'Scud' missile
+ 2007 BMW Alpina B7
+ Full Test: 2007 FPV Ford Falcon GT A Four-Door Mustang From Down Under
+ 2008 Porsche Cayenne S
+ 2007 Porsche 911 Carrera 4S Cabriolet
+ Fleet Update: 2007 Audi Q7 4.2
Volvo V50 D5 SE Sport Mildly Revised Load Lugger Looks Better, But Does It Load Better?
Sporty, stylish and practical – the new Volvo V50 is as versatile as a Swiss army knife. But can it cut through the competition on UK roads?
The Swedish brand has revised its smallest estate range with the addition of two new engines. Alongside a fresh entry-level 2.0-litre petrol unit, there’s now the option of the potent D5 diesel powerplant for the first time.
Cosmetic revisions are limited, and only true Volvo fans will spot the wider grille, plus the revamped light covers and bumper at the front. It’s much the same story at the back, where new lamp clusters featuring LED bulbs are the only obvious difference.
None of this is bad news, though, because the V50 has always been a handsome estate. Unfortunately, it’s never been a particularly big one – and, disappointingly, the modest 417-litre boot capacity is the same as on the previous model. At least it expands to a more useful 1,307 litres with the rear seats folded down.
Opt for the SE Sport trim of the car we drove, and you get large 18-inch wheels and a full bodykit to help set your V50 apart from lesser variants. The cabin also features leather upholstery and some of the most comfortable seats on the market.
Inside, storage is improved, thanks to large door bins, while solid build quality and superior materials reinforce the V50’s premium feel.
Our test car also had the advanced Blind Spot Information System (BLIS). At £650 it’s not cheap, but the clever set-up alerts the driver to objects in the over-the-shoulder blind spot.
Rear-facing digital cameras mounted in the door mirrors monitor the areas where your vision is restricted, and flash warning lights positioned on the A-pillars if it’s unsafe to change lanes. The same system is available in the XC90, and although it takes some getting used to, it eases some of the strain of motorway driving.
In comparison, the D5 engine is a familiar piece of technology that has been tried and tested in cars across the Volvo model range. The power output has been reduced for the V50, although it still produces 178bhp and 350Nm of torque – which is enough to propel the revised load-lugger from 0-62mph in 7.9 seconds.
Thanks largely to its five-cylinder configuration, the oil-burner also has a distinctive growl – but under full throttle the noise is all too noticeable. Once cruising, refinement improves, making the Volvo a relaxed motorway cruiser.
Sport models like ours come fitted with a chassis package designed to improve handling – although as the V50 shares underpinnings with the Ford Focus, it’s stable and sure-footed anyway. Unfortunately, the steering feels a little numb. Still, the Volvo is composed in bends, and despite its large 18-inch alloy wheels, the V50’s ride is impressive. Combine this with the brand’s smooth Geartronic automatic transmission, and the estate is a soothing car to drive.
Although lower-spec variants argu-ably make more sense than the top-of-the-range SE Sport, the revised V50 is a desirable family car. Overall, it’s a solid alternative to contenders from the likes of Honda, Saab and BMW.
But it’s not cheap. If you want your Volvo with as much equipment as the option-laden model here, you will have to spend £30,240! It’s not difficult to find cheaper alternatives with more tempting prices.
+ BMW X5 GETS IT RIGHT: Luxury SUV a big improvement from earlier generation
+ 2008 BMW 650i Coupe and Convertible Preview
+ 2008 Mercedes-Benz C-Class: A Step In The Right Direction
+ It's Ferrari's new 'Scud' missile
+ 2007 BMW Alpina B7
+ Full Test: 2007 FPV Ford Falcon GT A Four-Door Mustang From Down Under
+ 2008 Porsche Cayenne S
+ 2007 Porsche 911 Carrera 4S Cabriolet
+ Fleet Update: 2007 Audi Q7 4.2
[source:http://www.autoexpress.co.uk/carreviews/firstdrives/209707/volvo_v50.html]
BMW X5 GETS IT RIGHT: Luxury SUV a big improvement from earlier generation
The X5 has clearly been touched by an angel. There's no earthly explanation for a vehicle making such an immense improvement from one generation to the next.
The first X5, which went on sale seven years ago, was a truck. It bore a BMW badge but offered little of the nimble handling and eager response that marks the Bavarian brand's cars.
The new X5, despite growing significantly larger and heavier, has a light-footed feel and curve-carving handling that belie its size.
Prices for the 2007 X5 start at $45,900 for a 265-horsepower 3.0si model powered by a 3.0-liter straight-six engine. The 4.8-liter V8 350-horsepower 4.8i has a $54,500 base price. All-wheel-drive is standard.
I tested a well-equipped X5 4.8i with a $71,245 sticker price. All prices exclude destination charges.
The X5 4.8i competes with luxury SUVs like the Audi Q7, Cadillac SRX, Lexus GX 470 and Mercedes-Benz M-class.
Despite the lack of some common features and its high price, the X5 holds its own with those tough competitors. The BMW's handling, looks and sophistication overcome its shortcomings.
The new X.5 is 7.4 inches longer, 2.3 inches wider and 2.0 inches taller than the model it replaces, but it looks smaller and sportier, thanks to its flowing lines and short overhangs.
The curvaceous hood and front fenders are particularly attractive. Oddly, though, the hood projects in front of the headlights where the metal curves down to the grille, giving the X5 a slightly bucktoothed look.
A minor overbite can be very appealing combined with high cheekbones and flowing hair, but it looks a bit out of place on a 5,335-pound SUV.
Passenger and cargo room increase from the first X5. Front-seat room is generous, and the rear leg and head room improve. I did not test an X5 with the optional third-row seat, but I'd be very surprised if it were comfortable for anyone older than 3.
The video screen for movies, on the other hand, delights children but is less than perfect for adults. Nearly every vehicle with a rear-seat entertainment system uses a screen that folds away -- into the roof or the center console -- when it's not in use, but the BMW's screen is fixed in place, standing at the rear of the console/armrest between the front seats.
That makes the system seem like a poorly integrated afterthought and guarantees that drivers and passengers will occasionally bump into the delicate screen.
At 21.9 cubic feet, the X5's cargo bay is useable, but considerably smaller than five-passenger versions of the Q7, SRX, GX 470 and ML 500.
The interior of the X5 I tested was attractive and modern, wrapped in black leather, warm brown wood and trimmed with understated matte chrome.
The fits between a couple of chrome trim pieces and the dashboard were slightly misaligned, however, and the iDrive system BMW uses to reduce the number of buttons for navigation, climate, audio and other systems is still over-complicated, despite refinements in the years since the feature debuted. There was also a grave lack of useful rear cupholders.
I was surprised the X5 I drove did not come with a power tailgate. The convenience feature has become routine in minivans and SUVs with prices less than half that of the BMW .
The X5 has plenty of other sophisticated features, though. They include a very effective optional sport-tuned suspension that includes road-sensing shock absorbers and adaptive roll bars.
The net result is an SUV with a comfortable boulevard ride over bumpy roads and the ability to dig in and hug curves in active driving. The X5 is the first BMW since 1961 without struts for its front suspension, replacing that venerable layout with a double-wishbone multilink design.
The speed-sensitive steering is precise and responsive, providing good feedback and on-center feel.
The X5's fuel economy -- 15 m.p.g. city/21 highway for the '07, 14/19 m.p.g. for '08 under the EPA's revised test program -- is better than V8 all-wheel-drive models of the Audi Q7, Lexus GX 470 and Mercedes ML 500, but not quite as good as the Cadillac SRX.
The 4.8-liter V8 provides excellent acceleration and the six-speed automatic transmission is smooth and precise.
The transmission's sport mode allows the engine to rev quickly all the way to the redline and shifts so quickly that the optional manual mode seems superfluous.
The X5 features BMW's latest attempt to reinvent the shifter, an appealing console-mounted lever that looks and feels like a computer game's joystick.
So press "play" and enjoy the best BMW SUVyet.
Other BMW Cars
+ 2007 BMW Alpina B7
[source:http://www.freep.com/apps/pbcs.dll/article?AID=/20070726/COL14/707260409/1015/BUSINESS02]
2008 BMW 650i Coupe and Convertible Preview
BMW 6 Series fans and enthusiasts will be pleased with the new 2008 650i Coupe and 650i Convertible, since it now comes with the new six-speed Sports Automatic Transmission as well as the six-speed manual transmission.
On the exterior, you can expect the standards like bi-xenon dual round headlights. New color options come in the metallic paint colors of Deep Sea Blue and Space Gray, and other options like the new light-alloy rims give the buyer a chance to enhance the already sporty elegance of the new BMW 6 Series to their liking. Since other car markers have been taking notice of BMW’s style and then subsequently copying it, BMW has given the rear deck lid and spoiler lip a more concave design to give the rear a more distinctive and dynamic look. In the front, the trademark kidney grill has been widened and integrated more with the lower spoiler in order to visually widen the stance of the car.
Inside, look for the new Chrome Pearl Grey Design as a nice finish on some controls and instruments. New colors for trim and upholstery like Saddle Brown will be also be optional. If you don’t like the standard aluminum trim, you can opt for trim made of trained maple wood or dark birch wood for a more elegant look. You can also go with the optional Pearl exclusive leather and add leather to the armrests, door grab handles, and the center console. Standards are the electrically adjustable seats for both driver and passenger as well as the three spots for seat position memory on the driver’s seat.
Journalists have been carping about the iDrive and BMW continues to refine it. The newest iDrive Controller (introduced in the new X5) comes with six programmable memory keys, meaning direct access to your favorite presets, phone numbers, and other features.
Under the hood is the 4.8-liter V8 engine (360hp at 6,300rpm and 360lb-ft of torque at 3,400rpm) that takes you from 0-60 MPH in 5.3 seconds in the manual Coupe and 0-60 MPH in 5.6 seconds in the Convertible. However, for all of you speed demons out there, engine management will shut you off at a top speed of 155 mph in both models. Varioserv steering assistance helps to provide efficient steering support and assistance based on the driver’s needs.
The 6 Series Convertible also comes with the optional, at no extra charge, six-speed Sports Automatic Transmission if you don’t want the six-speed manual. With the Sports Automatic Transmission, you move the lever from drive to the left to activate the manual gearshift mode. This means you can then shift with the paddles on the steering wheel or with the gear selector level. Press the Sports button that is behind the gear selector lever, and the results will be an even faster gear shift change.
Going a little too fast into a turn? BMW ’s Dynamic Stability Control (DSC) can help by applying the brakes to individual wheels as needed or can intervene via the engine management system in order to counteract such instances of over- or under-steer in corners. Automatic Stability Control helps keep the car from spinning on looser or slippery ground, and the Cornering Brake Control and Brake Assist also help the DSC in steering emergencies. For less experienced manual drivers who are still a little nervous about starting on a hill, the Start-Off Assistant will help you start smoothly without the use of the handbrake. It will also keep you from rolling back.
Driving while sleepy and not staying in your lane? The new Lane Departure Warning system will let you know by vibrating the steering wheel if you veer out of your lane. Night Vision will sense people and animals via thermal imaging up to almost 1,000 feet down the road and then show you an image on the central Control Display. These safety features plus the active headrests help insure the safety of the driver and passengers.
Overall, look for the 650i Coupe and Convertible to carry on the BMW legacy of fine Grand Touring abilities and style, while also incorporating touches of luxury.
Other BMW Cars
+ 2007 BMW Alpina B7
+ BMW X5 GETS IT RIGHT: Luxury SUV a big improvement from earlier generation
[source:http://www.roadfly.com/2008-bmw-650i-preview.html]
2008 Mercedes-Benz C-Class: A Step In The Right Direction
To view the all-new 2008 Mercedes-Benz C-Class is to view the future of the brand. We all know by now that the vaunted German brand has not been so vaunted over the years. Complex and unreliable electronics have taken some of the luster off of the three-pointed star, as Mercedes loyalists and new purchasers of the brand have faulted Mercedes’ quality and indifferent dealer network.
Dieter Zetsche, Chairman of DaimlerChrysler and Head of the Mercedes Group, has made restoring the legendary quality of Mercedes-Benz his number one priority. Ensuring that purchasers get a first class sales and service experience is also a main priority. Time will tell if dealers have listened to Zetsche’s decree, but after driving the all-new 2008 C-Class, it’s quite clear that everyone on the design, engineering, and manufacturing teams have listened well.
Internally designated as the W 204, this fourth generation C-Class is easily the best C-Class ever, and ranks in build quality with top-of-the-line big brother S-Class. When compared to last year’s W 203 model, the new C-Class is far more rigid, significantly quieter, and more spacious inside.
The rigid body shell can be attributed to the extensive use of high strength and ultra high strength steel, found in 70% of the body structure. The rigid shell, combined with Mercedes’ “Agility Control” suspension, mean road manners are superb. Agility Control uses a hydro-mechanical selective damping system that achieves much of the handling prowess of Mercedes’ Active Body Control system without the system’s huge cost. Agility Control uses an internal strut valving system. When you are cruising along in a straight line, two valves are open within the strut to allow hydraulic shock absorber fluid to flow freely, resulting in a compliant ride. When spirited driving or an evasive maneuver is detected, one of those valves instantly closes to restrict the amount of shock fluid that can pass between the valves. The result is a stiffer suspension just in time to handle the demands of back-road driving. It’s a simple yet elegant solution to the dilemma facing all manufacturers trying to knock the undisputed leader in the entry luxury segment – the BMW 3 Series – off its lofty pedestal.
During the four hours I spent behind the wheel, everything worked as advertised. This car is fun to drive on country roads, but won’t rattle your teeth in the city. And you’ll also have more room to move around inside, as the new C-Class is larger than its predecessor on all dimensions.
The new C-Class comes in two models, Sport and Luxury. The “Luxury” model comes with a 3.5-liter V6 making 268 horsepower and 258 pound-feet of torque. A seven-speed automatic transmission, first in its class, handles shifting duties. It’s a seamless, world-class transmission with imperceptible up and downshifts. Luxury models also feature the traditional “star” hood ornament, Burl walnut wood interior trim, and a four-spoke steering wheel. The overall look of the car is Benz traditional, which depending on your tastebuds, is either too traditional or just right.
For me, it’s too traditional, especially when compared to the “Sport” model. The Sport features the Coupe-style grille with integrated star, AMG-designed body styling, 17” staggered alloy wheels (18” optional), a lowered sport suspension, a sport braking system with “perforated” front rotors and special calipers, and dual exhausts with a special rear diffuser panel between the exhausts.
It’s a get down funky look that sets the tone of the character of Sport models. All Sport models are powered by a 3.0-liter V6 that makes 228 horsepower and 221 pound-feet of torque. The big news is the availability of a six-speed manual tranny, should you wish to row the gears on your own. While I did not get a chance to test the manual, again, it draws the C-Class closer to the 3 Series. Aluminum or Birdseye maple wood trim, a three-spoke steering wheel, silver instrument cluster and rubber studded aluminum pedals highlight the Sport interior.
Road power in both models is impressive, particularly in passing situations at the top of the rev band. These cars can move out in a hurry.
Perhaps the most impressive feature of the new C-Class is the price. Consider this: The new C-Class offers as additional standard equipment over last year’s already well-equipped model a power sunroof, eight-way power front seats, Bluetooth connectivity, 17” wheels, dual zone automatic climate control, and Mercedes COMAND Central Controller.
Prices for the new baby Benz start at just $31,975 - a real savings when comparing standard equipment to last year’s $29,650 base. And of all the reasonably priced options, you must opt for the Panorama Sunroof ($1,000). It features a full-roof glass panel with a front opening sunroof, and sliding privacy shades for both front and rear-seat passengers. With the panels retracted, the interior shines brightly under natural light. No squeaks or wind noise emanate from this well built option.
Hard drive navigation, a monster sound system and convenience and luxury packages are all reasonably priced. Even a full-tilt luxury model will find it hard to break $40 grand.
The new C-Class is a make or break car for the brand. If it succeeds,Mercedes-Benz will once again rise to the top of the status vehicle pyramid.
