The next-generation BMW 3 Series has been announced and is expected to hit the dealerships sometime in 2011 as a 2012 model. The most immediately noticeable change are headlamps, wider grille and new lower front fascia.  The rear gets reworked reflectors.

The most significant updates comes under the hood.  A much loved twin-turbocharged 3.0-liter inline-six is being replaced by a new single turbo version.  The revised engine, dubbed N55, has recently been launched in the 740i and the 535i Gran Turismo.  The twin scroll turbo has dual exhaust inlets that allow the engineers to better balance the pulses coming in to spin up the turbine faster. BMW is promising to reduce the turbo lag with this new setup.

BMW also claims it has reduced cold-start emissions by routing all the exhaust gases through a single, larger catalytic converter that heats up faster. On the intake side, the throttle is eliminated thanks to the addition of BMW’s Valvetronic variable valve control system. The N55 also gets direct fuel injection.  the final outcome is the same 300 horsepower and 300 pound-feet of torque as before, but with better torque curve from 1,200-5,000 rpm.  For more details please read a complete press release.

Woodcliff Lake, NJ – January 16, 2011 6pm Eastern Time… BMW has announced substantial enhancements to the 2011 3 Series Coupe and Convertible, including outstanding style updates for 328i and 335i models and a new engine for 335i models. The 2011 3 Series Coupe and Convertible models will go on sale in Spring 2010, and pricing will be announced closer to the on-sale date.

Fundamentally unchanged are each car’s essential attributes of rear-wheel drive (xDrive is available on the Coupe), near-perfect 50-50 weight distribution, remarkably precise steering, and skillfully engineered suspension…all of which conspire to produce the uniquely satisfying driving experience that is quintessentially BMW.

All-new is the engine for the 335i model. Internally designated the “N55,” this turbocharged, all-aluminum engine features essentially the same “short block” and 3.0-liter displacement of its predecessor, but benefits from five additional years worth of development and refinement. The result is an engine that is more responsive, more fuel efficient, and cleaner-running than its outstanding predecessor, but preserves the previous engine’s output and soul: 300 horsepower and 300 lb-ft of torque, and a 7,000 rpm redline. The 6-speed manual gearbox – beloved by North American enthusiast drivers – remains standard, and the well-known 6-speed Steptronic automatic is optional, now featuring “pull-style” shift paddles on the multifunction steering wheel.

Design. Reflecting the legendary distinction of BMW Coupes and Convertibles

The profile of the BMW 3 Series Coupe and Convertible is instantly recognizable at first glance. Beyond the basic shape of the car and its classic lines, the new design of the headlights, the enhanced depth and detail of the taillights, the interior, and even the exterior mirrors were specifically created for the Coupe and Convertible. These unique design elements reflect the sporty character of the car. The driver who chooses a two-door vehicle desires a car with dynamic looks as well as driving performance. With this in mind, BMW engineers and designers set out to create a unique, unmistakable blend of design features and most importantly, driving pleasure.

It all begins with proportions. The new, long hood powerfully symbolizes BMW’s loyalty to the inherently balanced inline-6 engine. The long wheelbase, short overhangs, the passenger compartment set aft and the low, sleek roofline which seamlessly slopes into the trunk are all characteristics of the BMW Coupe and BMW retractable hardtop Convertible.

In addition to the classic proportions, three design lines-the shoulder, character and lower sill lines- enhance the sleek appearance. Both the shoulder line and character line stretch uninterrupted to the back of the car, allowing one’s eye to move quickly and smoothly from front to rear along the entire length of the car. The sill line of the lower edge of the door flows into the front and rear air dams, reinforcing the dynamic nature of BMW’s newest 3 Series Coupe and Convertible.

The combination of lines flowing into one another elegantly emphasizes the vehicles’ performance potential. While the shoulder line rises slightly but consistently from front to rear, the character line flows in a long, stretched arch all the way from the front fender to the new taillights. As the sill line, by contrast, moves up slightly to the rear in a slow and gentle curve, the distance between the character and sill lines becomes smaller near the rear wheel arches. The fender flare around each rear wheel also serves to give the character line extra tension in both an upward and outward direction.

Attractive new innovations at the front, side, and rear – integrated precisely into the overall look of the car- give greater emphasis to the sportiness of both models. At the same time, these modifications slightly extend the overhangs front and rear (now 1.14″ and 0.12″ longer, respectively), which adds a sleeker and even more athletic appearance.

The new, widened kidney grille, a signature feature of every BMW, suits the broad new hood and stands out from the surfaces around it. Interaction with the three-dimensional kidney frame creates a look of power and unique style. The frame around the kidney grille now features a chrome band precisely twisted within itself.

The 3 Series Coupe and Convertible come standard in the U.S. with Xenon Adaptive Headlights, accented by BMW’s signature corona light rings. At the top, the new headlights merge into a trim bar cutting off the light beam to create that concentrated, focused look typical of a genuine BMW. The corona rings, now powered by super-bright LED light sources, can serve as daytime running lights (if that feature is activated), and also as evening city lights, making the Coupe and Convertible instantly recognizable as a BMW, day or night. The upper edge of each headlight fixture is also illuminated by an LED light source.

The new design of the taillights is unique to the 3 Series Coupe and Convertible. The rear light cluster feature two-piece L-shapes and are further accentuated by a new color scheme. With two rows of light tubes that illuminate simultaneously, they create a night design with depth and dimension. Integrated flush into the body of the car, the lights are split into two sections and extend up the trunk lid, blending with the character lines from the side profile. Horizontal LED tube taillights give the car an unmistakable look at night. The horizontal flowing lines accentuate the wide track and low stance of the Coupe and Convertible.

An additional horizontal contour line has been added to the rear air dam to further accentuate the width of the Coupe and Convertible. It creates light-and-shade effects to give the entire rear end a flatter and smoother appearance.

The exterior mirrors also receive a new design, adding further innovation to the unique looks of the BMW 3 Series Coupe and Convertible. They blend harmoniously into the side view and silhouette of each new model.

Deep Sea Blue Metallic, Vermillion Red Metallic, and Mineral White Metallic exterior colors will each become available for the new 3 Series Coupe and Convertible this spring.

Interior: a truly stylish ambiance

The emphasis on individual style, dynamic performance and exclusivity continues within the interior. Here again, the focus is on the driving experience, as announced by the standard leather multifunction steering wheel. Horizontal lines dominate the surfaces on and around the instrument panel which blend with the lines of the center console door panels to give the interior a light but dynamic feel. In true BMW fashion, all operational and informational elements essential to driving are grouped on and around the steering wheel. Climate controls, as well as those for the audio and navigation systems, are within easy reach of the front passenger.

Because the Coupe and Convertible are four-passenger cars, the rear seat passengers are treated to a center console between their individual rear seats which includes individual storage boxes, additional air outlet vents, and footwell lights.

The BMW 3 Series Coupe and Convertible come standard with Dark Burl Walnut wood trim. As a choice, Bamboo Anthracite wood, Light Burl Walnut wood, and Aluminum trim are optional. Like the standard Dark Burl Walnut, these materials appear on the dash, front and rear consoles, doors and rear side panels.

The standard leatherette upholstery is available in Black and Creme Beige. For the optional leather upholstery, luxurious Dakota leather can be chosen. Here too, the buyer may choose Creme Beige, Oyster, Coral Red, Saddle Brown, Gray, or Black. Upholstery leather appears on the seat facings, door inserts and door handle surrounds; other leather-trimmed items include the gear shift boot, handbrake grip and steering wheel.

In other items of trim that don’t change with upholstery or trim options, the interior door handles, gearshift surround trim, steering wheel spokes, instrument dial and engine Start/Stop button surrounds, dash air-outlet adjusting tabs and the optional iDrive controller are in pearl-gray galvanic material.

An elegant ambiance is further created in the interior by special lighting and switches with a premium look and feel. Ambiance lighting, streaming down from under the ledge on the door and side panels, and running from the A pillar all the way to the rear passenger area, creates a particularly warm, indirect lighting effect.

Through its design and configuration, the cabin emphasizes the sporting and driver-oriented character of the 3 Series Coupe and Convertible. Taking a seat behind the steering wheel, the driver’s eyes will immediately focus on the instrument cluster.

All-new turbocharged engine with Valvetronic for 335i

BMW 3 Series Coupe and Convertible customers have a choice of two inline-6 engines that are the worlds’ finest. The 328i features 230 horsepower while the 335i has 300 horsepower and is the first inline-6 equipped with a single twin-scroll turbocharger, BMW’s Valvetronic throttle-less intake technology, High Precision direct fuel injection, and all-aluminum construction.

The 335i’s new inline-6 engine displaces 3.0-liters and develops maximum output of 300 hp at 5,800 rpm, with peak torque of 300 lb-ft available all the way from 1,200–5,000 rpm. Redline is 7,000 rpm. This is the same level of performance as the previous 3.0-liter twin-turbo inline-6 but with the innovation of twin-scroll technology and the integration of Valvetronic, this new engine is even more fuel efficient.

Historically, BMW engineers were never satisfied with the most often-cited downside to turbocharging: the frustrating “turbo lag” that occurs between the time at which driver presses the accelerator pedal and when the turbocharger develops sufficient rotation to increase power. Turbo lag is usually worse at low engine speeds. Other drawbacks included relatively high fuel consumption and poor emissions output. At the time, turbocharger technology was not a reliable, practical or efficient was to make power. For these and other reasons, BMW put turbocharged gasoline engines on the shelf for more than 20 years.

Two recent developments caused BMW to reconsider turbocharging. While many luxury-performance carmakers began to achieve power gains by building engines of ever-increasing displacement, BMW looked for a more efficient way; smaller engines and turbocharging made sense. Also, the technology transfer from BMW’s turbocharged diesel engines could easily be transferred to their gasoline-fired counterparts. Accordingly, BMW articulated its new approach to developing high-performance engines as part of its EfficientDynamics initiative.

The new N55 is the first BMW inline-6 to combine turbocharging, High Precision direct fuel injection, and Valvetronic variable intake technology. It features a single, mid-sized turbocharger with a “twin-scroll” housing to boost performance and minimize the response lag. Thanks to its housing design which maintains proper separation between streams of exhaust gasses, the turbocharger builds up pressure much faster than previous-generation turbochargers, thus eliminating even the slightest tendency for lag.

A further advantage of turbocharging is that this is the most weight-efficient method to boost engine power and performance. The N55 turbocharged inline-6 weighs approximately 150 lbs. less than an equally powerful eight-cylinder engine displacing 4.0 liters. This lower weight means a significant advantage not only in fuel economy, but also in balancing the car’s weight distribution.

Using Valvetronic for the first time on a turbocharged inline-6 allows the engine to “inhale” air for combustion with virtually no delay and with reduced pumping losses. As a result, the engine makes power more quickly than ever before, and this is proven by the N55′s ability to reach peak torque at 1200rpm, 200rpm earlier than its predecessor.

As a result, the technology in the BMW 335i Coupe and Convertible represents a significant achievement in terms of both performance and fuel efficiency. The advantages over a conventional turbocharged engine are not only clearly measurable, but easy to feel on the road.

Turbocharging typically includes intercooling of the engine’s induction air, that is, cooling the compressed air that emerges, very much heated up by the compression process, from the turbocharger(s). Sometimes it’s done with coolant; in the case of the N55 engine, it’s accomplished with outside air. Intercooling is necessary to reduce the temperature of the incoming air to preclude detonation or “knocking” that can reduce power or, in the extreme, damage the engine. Of course, the N55, like all other current BMW engines, is equipped with knock control as part of the Digital Motor Electronics (DME) engine management system. On the N55 engine, the DME is now mounted directly to the top of the engine for better packaging and weight savings.

The significant loads and cylinder pressures of the N55 300-hp engine required the use of an aluminum engine structure with cast-iron cylinder sleeves. Altogether, the N55 weighs about 427 lbs. The 335i Coupe and Convertible dual exhaust system runs at both sides of the vehicle. At low loads, a flap channels most gas through one side to reduce low-frequency exhaust “rumble.” The 335i Coupe and Convertible feature an air-to-oil external oil cooler mounted in one wheel well as opposed to the N52′s coolant-to-oil unit.

The peak power of 300 hp at 5800rpm has already been mentioned; this is fully 70 hp up on the 2011 328i models. At least as important is the fact that this engine can deliver its peak torque from 1200 rpm – not far above idling – to 5000 rpm. On the road, this power and torque result in outstanding performance. The 335i Coupe and Convertible can accelerate from 0 – 60 mph in just 5.3 (5.5) seconds and 5.5 (5.7) seconds, respectively, when equipped with the manual (automatic) transmission. The sense of urgency continues all the way to the electronically limited top speed of 130 mph (150 mph when equipped with the optional Sport Package). The 335i xDrive coupe accelerates 0-60 mph in 5.2 (5.3) seconds when equipped with the manual (automatic) transmission.

Finally, the new N55 engine is able to achieve a more favorable emissions signature than its predecessor. The single turbocharger has only one exhaust path and feeds a single catalytic converter in place of the previous engine’s two. This means the exhaust gases are concentrated at the catalytic converter for better cold-start emissions performance, making the N55 a more environmentally friendly engine.

The 328i Convertible is powered by BMW’s 230 horsepower, 200 lb-ft, 3.0-liter inline-6 engine, known internally as the N52. Its magnesium/aluminum construction and Valvetronic variable valve lift are features found only on BMW engines. The N52 achieves impressive progress on all performance and technology fronts, especially in its remarkably light weight of 357 lbs. An aluminum/magnesium engine block, hollow camshafts, plastic camshaft cover, improved combustion chambers, a further evolved Double VANOS1, higher fuel injection pressure, sophisticated engine electronics, an electric coolant pump, a variable-volume oil pump and an oil/coolant heat exchanger are the other weight-saving features and improvements of this engine over previous generations.

For the Coupes: Available xDrive intelligent all-wheel drive.

The 2011 BMW 335i xDrive Coupe combines intelligent all-wheel drive with the power of BMW’s new 300-horsepower, turbocharged 3.0-liter inline-6 engine. Likewise, the 2011 BMW 328i xDrive Coupe will impress with its 230-hp, 3.0-liter inline-6 engine featuring magnesium-aluminum construction. On smooth, dry roads BMW’s xDrive gives a sporty, rear-wheel drive feel. But on a wet or snow-covered road, xDrive automatically sends more torque to the axle with more traction. BMW’s xDrive is the most sophisticated and responsive all-wheel drive system on the market today. It has proven its merits, in terms of agility and safety, in the 19 BMW models currently offered with xDrive in the U.S.

For the Convertibles: Sun-Reflective Leather offers cooler seats

BMW is the first carmaker in the world to use sun-reflective technology to mitigate temperatures on leather seating, armrest surfaces, headrests, and gear shifter. The process uses modified color pigments imbedded in the leather during the production process to reflect the infrared radiation of the sun in wavelengths of more than 720 nanometers.

This leather treatment is able to reduce surface temperatures on dark interior colors by up to 20 Celsius degrees (36 Fahrenheit degrees), and also offers advantages on light-colored upholstery, where the heating effect of sunshine is less severe, reducing the surface temperature by as much as 15 Celsius degrees (27 Fahrenheit degrees). All other qualities of the leather remained unchanged.
BMW Group In America

BMW of North America, LLC has been present in the United States since 1975. Rolls-Royce Motor Cars NA, LLC began distributing vehicles in 2003. The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand of motor vehicles, including motorcycles, the MINI brand, and the Rolls-Royce brand of Motor Cars; DesignworksUSA, a strategic design consultancy in California; a technology office in Silicon Valley and various other operations throughout the country. BMW Manufacturing Co., LLC in South Carolina is part of BMW Group’s global manufacturing network and is the exclusive manufacturing plant for all X5 Sports Activity Vehicles and X6 Sports Activity Coupes. The BMW Group sales organization is represented in the U.S. through networks of 338 BMW passenger car centers, 335 BMW Sports Activity Vehicle centers, 142 BMW motorcycle retailers, 90 MINI passenger car dealers, and 31 Rolls-Royce Motor Car dealers. BMW (US) Holding Corp., the BMW Group’s sales headquarters for North America, is located in Woodcliff Lake, New Jersey.

Mitsubishi finally announced pricing information on its new Evolution MR Touring model, and its not cheap.  With a base MSRP of $40,990, the top of the line Lancer finally spills over the $40K line, and is no longer has a ”bargain” sticker next to it.  If you were to go and check every option box when you were to order one, you may actually start considering something a lot more in the sport luxury segment like Audi or BMW.  The fully loaded 2010 Mitsubishi Lancer Evolution MR Touring would retail for $52,728!  you heard me right, fifty plus thousand dollar Mitsubishi Lancer.  I am sure the actual price will be much closer to $47K tops, but it is still a very large number to swallow (at least for me).

You get the typical 291-horsepower turbo four-cylinder engine, paddle-shifted dual clutch six-speed transmission, Brembo brakes, 18-inch BBS wheels with Yokohama Advans, Super All-Wheel Control (S-AWC) all-wheel-drive system.  I am sure what Mitsubishi is trying to do is to attract an older crowd by introducing this model, but will they be able to justify this hefty price tag?

Here is a complete list of details:

Official Release Info:

Base Price
$40,990 + $720 destination

Standard Features

Options
$1999 Navigation System

Packages

Accessories
$84 All Weather Floor Mats
$297 Aluminum/Leather Parking Brake Grip
$281 Aluminum / Leather Shift Knob (TC-SST)
$425 Back Up Sensors
$60 Cargo Organizer
$96 Carpet Floor Mats
$456 CD Changer – 6 Disc and Tuner
$107 Chrome Side Mirror Covers
$34 Cigar Lighter
$625 Front Air Dams
$125 Front Brake Air Guides
$515 Front Strut Brace
$319 Intercooler Pipes
$37 “Lancer Evolution” License Plate Frame
$244 Mud Flaps
$2499 Navigation System and Install Kit
$142 RALLIART Spline-Type Wheel Locks
$440 Rear Corner Air Dams
$110 Rear Spoiler Extension
$515 Rear Strut Brace
$506 Rear View Backup Camera
$900 Side Skirts
$85 Side Wind Deflectors
$85 Sunroof Deflector
$32 Wheel Locks

Genuine Mitsubishi accessories are all covered by the limited warranty. Installation labor is not included. See your Retailer for details.

Audi has announced the A5 Sportback starting September but unfortunately it will not be coming to US (not yet at least).  There will be six engine choices diesel and gasoline, all of which will have direct injection; 2.0-liter TFSI four comes in 180 and 211 hp, a 3.2-liter V6, and for gasoline there will be 2.0-liter inline-four, 2.7-liter V6 and 3.0-liter V6.  The four cylinder engines all get automatic start-stop system, and V6 versions will get the Quattro all wheel drive systems.  Three additional engines will be available in 2010.

PRESS RELEASE

The Audi A5 Sportback – the best of three worlds

Audi is presenting a new vehicle concept – the Audi A5 Sportback. The five-door model with the long, flowing rear end unites the best of various vehicle genres: the emotion and elegance of a coupe, the comfort of a sedan and the practicality of a station wagon. The Sportback joins the Coupé and Cabriolet as the third member of the A5 model family.

The A5 Sportback will be rolling into Audi dealerships in September featuring an emotion-packed design, high everyday practicality, a sporty character and engines that are as efficient as they are powerful. Sales have already begun, with prices starting at 33,650 euros. A further, specially-priced model to follow in 2010 will make the A5 Sportback the entry-level model in the A5 model series.

Audi, the inventor of the Avant, is setting new trends in design with the A5 Sportback. The five-door coupe is defined by elegant lines. It is 36 millimeters (1.42 in) lower than the A4 Sedan; with its short front overhang, long wheelbase, wide track and the four frameless doors with their slender window lines, it is the very picture of sporty elegance.

The interior is spacious, offering uncompromising comfort in all four seats. The large luggage compartment hatch is harmoniously integrated into the long, tapered tail end with the flat C pillars; the spoiler lip underscores the tension-filled character. The luggage compartment volume of 480 liters (16.95 cu ft) nearly matches that of the A4 Avant and increases to 980 liters (34.61 cu ft) with the rear seats folded down.

The A5 Sportback follows the consistent path of innovative technologies at Audi when it comes to the drivetrain. All of the engines are highly-efficient direct injection models – TDI for the cultivated diesels, FSI for the gasoline engines – and all comply with the Euro 5 emissions standard.

All models are equipped with a recuperation system that recovers energy during braking and deceleration and stores it temporarily in the battery.

Audi is initially offering three gasoline and three TDI engines, with three more engines to follow by mid-2010. The gasoline engines – the two-liter TFSI with 132 kW (180 hp) or 155 kW (211 hp) and the 3.2-liter V6 with 195 kW (265 hp) – are equipped with the Audi valvelift system for variable control of valvelift. The intelligent technology boosts performance while simultaneously reducing fuel consumption.

The 2.0 TDI produces 125 kW (170 hp) and consumes on average a frugal 5.2 liters of fuel per 100 km (45.23 US mpg). It is coupled with the start-stop system, which further enhances fuel efficiency in city traffic. The 140 kW (190 hp) 2.7-liter TDI offers even more power. The 3.0 TDI, which also features the S tronic, puts out an impressive 176 kW (240 hp).

Like the three gasoline engines, the top diesel engine delivers its power to the quattro permanent all-wheel drive system. The two most powerful engines are optionally available with the newly developed sport differential, which variably distributes power between the rear wheels and provides even greater dynamics, driving pleasure and safety. The two TDI models with front-wheel drive – the 2.0 TDI and 2.7 TDI – and the 2.0 TFSI (132 kW / 180 hp) benefit from another Audi innovation: The ESP stabilization program with electronic front differential lock increases agility and prevents understeer.

The perfect complement is the Audi drive select vehicle dynamics system, which enables the driver to freely vary the throttle response characteristic, the shifting points of the seven-speed S tronic, and the boost provided by the servotronic steering system, which comes standard (from power outputs of 140 kW (190 hp) upwards). The system is offered as a modular package with at least one of the following three options: sport differential, adaptive shock absorber control or dynamic steering with variable boost.

The equipment, specifications, and prices stated herein refer to the model line offered for sale in Germany. Subject to change without notice; errors and omissions excepted.
At a glance

Engines

* Six engines from 125 kW (170 hp) to 195 kW (265 hp) at launch; three additional engines by the middle of next year
* Direct fuel injection for all engines
* Exceptional performance with exemplary efficience
* All engines with recuperation system
* 2.0 TDI and 2.0 TFSI with start-stop system

Drivetrain

* Depending on the engine: manual, multitronic or seven-speed S tronic
* quattro all-wheel drive in the top models; sport differential for variable distribution of power to the rear wheels as an option from 176 kW (240 hp)

Chassis

* Balanced axle load distribution, lightweight construction suspension
* 17-inch aluminum wheels standard, with options up to 20 inches
* ESP stabilization system with new electronic front differential lock standard on front-wheel drive models
* Optional Audi drive select dynamic control system, adaptive shock absorber control, dynamic steering and sport differential available as options

Body

* Sporty, elegant design with flowing, stretched lines
* Large luggage compartment hatch with two-piece cover
* 480 to 980 liters of luggage space (16.95 to 34.61 cu ft)
* Generously spacious interior with easy entry

Equipment and trim

* Comprehensive and comfortable standard equipment with luxurious options
* State-of-the art assistance systems available as options
* Two powerful MMI navigation systems available

Since a new Porsche Panamera has been released, it did not take the test drivers to put it through its paces on Nuburgring.  The 4.8 Liter turbocharged V8 that makes 500 HP and 516 lb-ft of torque with 0 to 60 MPH in 4.2 seconds and with an optional Sports Chrono mode it will do it in just 4.0 seconds and a top speed of 188 MPH, Panamera Turbo lapped the Nurburgring in 7 minutes, 56 seconds, which is a 3 seconds faster than the Cadillac.

Cadillac CTS-V set the record of 7:59 time last year, and it was crowned the worlds fastest production 4 door saloon.  Well now that the Porsche Panamera is out, that looks like it will change very soon.

Source: TopSpeed

Source:  BMWblog

U.S. pricing has not yet been revealed, but European pricing is S63 at €115,700 ($160k) with a €6k premium for the long-wheelbase version and the S65 AMG bi-turbo carries a hearty €185,900 ($257k).  It should be on sale here in US in September.

PRESS RELEASE

2010 MERCEDES-BENZ S63 AMG AND S65 AMG

06/15/09

Affalterbach – The 2010 Mercedes-Benz S63 AMG and S65 AMG, the powerful top-of-the-line S-Class models, are now even more appealing: thanks to a series of subtle yet extremely effective fine-tuning measures, the two performance sedans are even more striking and desirable than ever before. The updated technology is aimed at ensuring a more dynamic driving experience as well as optimum active and passive safety. The 2010 S63 AMG and S65 AMG will be on-sale in the U.S. this September.

Exclusivity and dynamism, effortless superiority and high tech – both of the top-of-the-line S-Class models from Mercedes-AMG embody all of these characteristics. Since its market launch some three years ago, the S-Class made by AMG has won the hearts of more than 8,000 customers around the world – turning it into the undis-puted market leader in the small yet highly exclusive high-performance luxury sedan segment.

Volker Mornhinweg, Chairman of Mercedes-AMG GmbH: “Our discerning clientele appreciate the synthesis of uncompromising performance and dynamic, exclusive equipment, a unique proposition in this market segment. We have raised the bar further in terms of driving dynamics, safety and passenger comfort with the extensively updated new series of the S63 AMG and S65 AMG.”

Naturally aspirated V8 engine and biturbo V12 engine: high tech from the world of motorsports for unrivalled performance

Powerful eight and twelve-cylinder engines are a traditional strength of AMG – and the S63 AMG and the S65 AMG are no exception. The S63 AMG is powered by a high-revving V8 naturally aspirated engine developing 518 hp, the S65 AMG is equipped with a biturbo V12 engine that delivers 604 hp.

Developing a peak output of 518 hp at 6,800 rpm and maximum torque of 465 lb-ft at 5200 rpm, the S63 AMG ranks among the most powerful series-production sedans with an eight-cylinder engine. These impressive figures translate into a high level of driving pleasure and exceptional performance. The S63 AMG accelerates from 0 to 60 mph in 4.5 seconds before going on to a top speed of 155 mph (electronically limited). The V8 naturally aspirated engine offers an exhilarating mix of high power from low engine speeds, instantaneous responsiveness and pronounced high-revving flexibility – up to a maximum engine speed of 7200 rpm.

AMG 6.2-liter V8 engine: technology transfer from the world of motorsports

The technical basis for the dynamic DNA comes courtesy of the thoroughbred mo-torsports technology of the AMG 6.2-litre V8 engine. This includes the lightweight, extra-rigid aluminum bedplate crankcase with closed-deck technology and the twin-wire-arc-sprayed coating on the cylinder walls used exclusively by AMG. The stream-lined design of the intake and exhaust ducts together with the magnesium variable intake manifold featuring two parallel-action internal throttle flaps results in superla-tive cylinder charging and high power output.

The 32 valves in the cylinder heads are operated by bucket tappets for a rigid valve train and high engine speeds. Continuous adjustment of the camshafts on the intake and exhaust sides ensures an optimal supply of fuel/air mixture to the eight combus-tion chambers.

Electronically controlled fuel pump for outstanding agility

Outstanding agility and instantaneous responsiveness are the undoubted strengths of the AMG 6.2-litre V8 engine, thanks in no small part to the electronically controlled fuel pump. It operates with an on-demand system pressure of 3.8 to 5.0 bar (55 to 72.5 psi). According to power requirements and external temperature, fuel pressure is adjusted and regulated almost instantly. The engine management system translates the command from the accelerator within milliseconds into the corresponding fuel pressure setting. Such control ensures rapid vehicle response and a sporty thrust across all load ranges and at all engine speeds.

In the interests of optimal reliability, the S63 AMG has a particularly efficient water cooling system and large engine and transmission oil coolers. Located behind the openings in the AMG front apron, these coolers ensure non-critical operating tem-peratures at all times – even under the extreme stress of the racetrack. The AMG sports exhaust system with dual oval twin chromed tailpipes delivers the telltale eight-cylinder vocals.

S65 AMG: exclusive effortless superiority

A twelve-cylinder engine has always been the pinnacle of the engine builders’ craft. The V12 powerpack on the S65 AMG is regarded by engine experts as a prime example of this rare art: thanks to its displacement of 5980 cc, twin turbochargers and powerful air/water intercooler, the AMG V12 delivers maximum power of 604 hp between 4800 and 5100 rpm and maximum torque of 738 lb-ft. The torque has been reduced from 885 to 738 lb-ft out of consideration for the drivetrain and is available between 2000 and 4000 rpm. At a mere 1000 rpm, the AMG 6.0-litre biturbo V12 engine delivers 420 lb-ft of torque to the crankshaft, while 553 lb-ft are on tap at 1500 rpm. The performance figures are impressive testimony to the phenomenal power harnessed by the AMG twelve-cylinder unit: the S65 AMG accelerates from 0 to 60 mph in just 4.3 seconds; the top speed is 186 mph (electronically limited).

The S65 AMG leaves no doubt about the effortless superiority of the 12-cylinder en-gine, mile after mile: the powerful, effortless acceleration in the highest engine speed range is another strength of the AMG 12-cylinder unit along with its relaxed cruising at low engine speeds. Just as impressive as the phenomenal flexibility is the smooth and refined running characteristics which guarantee the high level of touring comfort tradi-tionally associated with Mercedes.

Like its stablemate the S63 AMG, fuel consumption on the new S65 AMG have been re-duced thanks to optimization of the engine and transmission setup as well as im-provements to the aerodynamics – all without compromising performance.

Know-how from the world of motorsports also with the AMG biturbo V12 engine

The AMG 6.0-litre biturbo V12 engine also leverages the vast know-how amassed by Mercedes-AMG from the world of motorsports. The V12 engine has a precision-balanced crankshaft made out of high-strength materials, forged pistons made out of special material which is extremely resistant to temperature and pressure, a more ef-fective oil-spray cooling system with a separate individual nozzle for each piston plus larger piston pins. The main and big-end bearings are also made out of improved mate-rials to compensate for temperature and pressure peaks more effectively.

The charge cycle in the cylinder heads benefits from optimized combustion chambers and longer opening times of the intake camshafts. A modified oil pump ensures that all lubrication points are supplied with oil – even in highly demanding conditions. An engine oil cooler is integrated into the AMG front apron, with an additional engine coolant radiator located in the wheel arch.

Air/water intercooler for optimum engine efficiency

A typical feature of the AMG biturbo V12 engine is the sophisticated air/water inter-cooler. A large cooler at the front of the vehicle effectively cools down the intake air – which has been compressed by the turbochargers – before it enters the combustion chambers. The water-cooled low-temperature cooler results in a 25 percent reduction in intake temperature at full throttle and guarantees high power and torque output under all operating conditions and regardless of the outside temperature. The housings of the compressor and turbine in both turbochargers as well as the turbine and compressor wheels have been enlarged, resulting in a maximum charge pressure of 22 psi.

The electronically controlled AMG-specific fuel pump operates with a variable system pressure of between 3.8 to 5.0 bar (55 to 72.5 psi). According to power requirements and external temperature, fuel pressure is variably controlled almost instantly. The en-gine management system translates the command from the accelerator within milli-seconds, delivering an extremely fast response from the engine in all load situations. The sports exhaust system with two sets of twin chromed tailpipes in the V12 design provides the telltale AMG twelve-cylinder vocals on the new S65 AMG.

Engine production at Mercedes-AMG: tradition of hand-built excellence

Traditionally all engines are built by hand at Mercedes-AMG in Affalterbach – just like the AMG 6.2-litre V8 engine in the S63 AMG and the AMG 6.0-litre biturbo V12 engine in the S65 AMG. In the state-of-the-art AMG engine workshops, which were opened in 2002, a highly qualified engineer assembles each engine according to the company’s philosophy of “one man, one engine” in compliance with the most stringent quality standards. The engineer’s signature on the AMG engine plate is testimony to the high-est standards of workmanship. It takes around three hours to produce the V8 engine; the V12 unit normally takes somewhere in the region of six-and-a-half hours.

Transmission and power transfer: tailor-made solutions

To match the wide engine speed range of the AMG 6.2-litre V8 engine, the S63 AMG teams up with the 7-speed AMG SPEEDSHIFT transmission, while the high-torque S65 AMG is paired with the AMG SPEEDSHIFT 5-speed automatic transmission. The driver can nudge the DIRECT SELECT shift lever on the steering column to select the transmission settings “P”, “N”, “R” and “D”. In typical AMG style, individual gears can be shifted using the AMG shift paddles on the steering wheel, rather like in a Formula 1 car.

Three different drive modes are available in the two AMG saloons: these shift modes – “C” (Comfort), “S” (Sport) and “M” (Manual) are selected using a switch in the centre console and differ in terms of their gearshift characteristics and speed. In the manual “M” mode the transmission remains in the selected gear, enabling the driver to ideally harness the immense pulling power. Automatic downshift under full throttle or during kickdown is similarly prevented as is an upshift when reaching the engine speed limit. This allows performance-minded drivers to make even better use of the immense power at their disposal. The AMG instrument cluster displays the currently engaged gear and recommended upshifts in “M” mode.

In line with the exceptional 738 lb-ft of torque, the S65 AMG comes with a systemati-cally reinforced drivetrain. In the automatic transmission this includes purpose-built clutch plates with a high-quality metallic coating and the modified shift and torque converter logic. Redesigned drive shafts, larger hub carriers as well as strengthened steel spring links supplement these measures.

New standard in driving dynamics thanks to Torque Vectoring Brake and Active Body Control with crosswind stabilization.

The AMG sports suspension and ADAPTIVE BRAKE high-performance braking sys-tem are every bit a match for the effortlessly superior drive units: the two top-of-the-line models, the 2010 S63 AMG and S65 AMG, raise the bar in terms of driving dy-namics thanks to new high-tech systems.

Torque Vectoring Brake optimizes driving dynamics and handling safety

A further improvement in driving dynamics as well as active handling safety comes courtesy of the new Torque Vectoring Brake. If the Electronic Stability Program ESP® detects the onset of understeer, short one-sided braking intervention on the vehicle’s inside rear wheel generates a specific yawing moment around the vehicle’s vertical axis within a fraction of a second. Consequently, the AMG S-Class handles precisely and remains under control at all times as well as also bolstering active handling safety by reducing the tendency to understeer. The Torque Vectoring Brake is stan-dard on the S63 AMG and S65 AMG.

Crosswind stabilization as new Active Body Control function

The AMG sports suspension now comes as standard with automatic crosswind stabi-lization based on Active Body Control (ABC). The ABC control electronics vary the wheel load distribution so that the effect of crosswinds is virtually compensated or reduced to a minimum. If the S-Class is affected by a crosswind, the ABC control unit utilizes the yaw rate, lateral acceleration, steering angle and speed sensors of the Electronic Stability Program ESP® to trigger diagonal wheel load distribution instantly – for instance on the left front and right rear wheel. The associated steering effect reduces the effect of the crosswind. Crosswind stabilization is activated at speeds above 50 mph while traveling in a straight line or on slight bends. The function is deactivated if the driver himself makes heavy, dramatic steering corrections.

The active suspension on the S63 AMG and S65 AMG all but entirely eliminates the body movements that occur when accelerating, cornering and braking. Bends are ne-gotiated with far less roll; the body roll caused by fast evasive maneuvering is effectively suppressed. Other notable features of Active Body Control are the variable roll moment distribution between the front and rear axles, which the system carries out automatically according to the speed. The computer uses various acceleration sensors to obtain information on the current driving situation and compares this data with those from the pressure sensors in the spring struts and the level sensors on the con-trol arms. The system then computes the control signals that the servo-hydraulic valves at the front and rear axle transform into precisely metered flows of oil.

The load adjustment system enables the current vehicle weight to be factored into the calculation processes for the active suspension. As such the S63 AMG and S65 AMG handle just as dynamically even when the car is fully loaded. Briefly pressing the Sport button next to the AMG instrument cluster changes the characteristics of the AMG sports suspension: the roll angle through fast corners is reduced further, the shock absorbers and springs also respond firmer to promote agility. At speeds of be-tween 40 and 60 mph, ABC automatically lowers the body by as much as 0.59 inches to reduce wind resistance. If more ground clearance is needed when driving on poor road surfaces, the driver can raise the level of the vehicle by 1.57 inches at a speed up to 19 mph by simply pressing a button.

AMG high-performance braking system based on ADAPTIVE BRAKE

Based on the ADAPTIVE BRAKE system, the AMG high-performance braking system continues to set the benchmark for stopping power, sensitivity and fade resistance. The front axle features a double floating brake caliper; this technology combines the advantages of a sliding-caliper disc brake – reduced heat transfer to the brake fluid and clear advantages in terms of comfort thanks to the brake lining guide mechanism – with the efficiency of an extra large fixed caliper brake. At the rear, braking is han-dled by a large sliding frame-type caliper. Internally ventilated, perforated two-piece brake discs at the front and rear with a diameter of 15.4 and 14.4 inches respectively ensure the shortest stopping distances, remarkable resistance to fading and out-standing sensitivity.

The hydraulic dual-circuit braking system is controlled electronically, permitting the inclusion of numerous driver assistance functions that improve safety and comfort – such as “priming” the braking system in critical situations: if the driver suddenly switches from the accelerator to the brake pedal before emergency braking, the Brakes Assist function of the ADAPTIVE BRAKE increases the pressure in the brake lines and applies the pads to the brake discs, so that they can grip instantly with full force when the brake pedal is pressed. In wet weather, the system injects regular, short brake impulses to ensure that the film of water on the brake discs is wiped off and the brakes can work as effectively as possible. This automatic brake-drying func-tion is always activated when the windshield wipers on the S-Class have been in operation for a certain time; the driver does not notice the finely metered braking im-pulses.

After the S-Class has been braked to a standstill, briefly pressing the brake pedal a little further is all that is required to activate the HOLD function. The car is then held by the brakes, even if the driver’s foot comes off the brake pedal. In this way ADAP-TIVE BRAKE prevents the car from rolling forward inadvertently when stopped at traffic lights or stuck in stop-and-go traffic, and from rolling back when on a slope. The HOLD function is deactivated automatically when the car accelerates.

Eye-catching light-alloy wheels in 20-inch format

20-inch AMG five-spoke light-alloy wheels provide the contact between the road and the S63 AMG. Staggered-width 255/35 R 20 tires are fitted on 8.5-inch-wide wheels at the front, while 275/35 R 20 tires combine with 9.5-inch-wide wheels at the rear. The S65 AMG comes with 20-inch AMG five-twin-spoke forged wheels, painted in ti-tanium grey with a mirror finish, measuring 8.5 and 9.5 inches wide. 255/35 R 20 tires are fitted at the front, while 275/35 R 20 tires feature at the rear. This wheel and tire combination is also available to S63 AMG customers via the optional AMG Performance Package – which also raises the top speed of the sedan to 186 mph and adds glossy piano lacquer trim to the dashboard and carbon fiber around the center console.

Unique combination of active and passive safety provides consummate occupant protection

The high safety standard typical of the S-Class is further improved by a unique com-bination of new camera and radar-based driver assistance systems. Innovations such as Lane Keeping Assist, ATTENTION ASSIST drowsiness detection and Adaptive Highbeam Assist or the PRE-SAFE® Brake take occupant protection on board the S63 AMG and S65 AMG to a whole new level.

A combination of ultra-modern assistance and protection systems turns the AMG S-Class into an “intelligent” partner that can see, feel, respond reflexively and act inde-pendently in relation to a perceived danger and prevent accidents or mitigate their effects accordingly. For the first time cameras are also used that are able to look well ahead, monitor the car’s surroundings and interpret typical critical situations. One example is the Adaptive Highbeam Assist. This system recognizes oncoming vehicles or leading vehicles with their lights on, and then controls the headlamps to ensure the best possible beam range without dazzling other drivers.

As a new feature, Night View Assist Plus with infrared camera is now equipped with a special pedestrian detection function: as soon as the system detects pedestrians on the road ahead, they are highlighted on the display to make them more readily no-ticeable.

Lane Keeping Assist is another system that “looks ahead” for even safer driving. The camera on the inside of the windshield is able to recognize clear lane markings by evaluating the contrasting images of the road surface and the markings. If the vehicle leaves its lane unintentionally, the driver is prompted by short vibrations of the steering wheel to correct the situation. Unlike conventional systems of this kind, the Mercedes system is able to evaluate the driver’s activities as well, and can reliably ascertain whether the car is leaving its lane intentionally or not. There is therefore no warning if, for instance, the driver accelerates before overtaking or merging onto a highway, brakes heavily or enters a bend.

Drowsiness detection on the basis of more than 70 parameters

Thanks to an innovative technology the S-Class can even monitor the attention level of its driver, and provide a warning if drowsiness is detected. The ATTENTION ASSIST drowsiness detection system continuously monitors more than 70 different parameters. Once the system recognizes the steering behavior pattern that typically indicates the onset of drowsiness, a warning signal is sounded and “ATTENTION ASSIST. Time for a rest?” appears in the instrument cluster. ATTENTION ASSIST is fitted as standard equipment.

“Electronic crumple zone” for maximum occupant protection

Mercedes-Benz has also improved the long and medium-range radar used by the op-tional Brake Assist PLUS (BAS PLUS) and DISTRONIC PLUS proximity control. Mercedes-Benz also offers another radar-based system for the S-Class in the form of the PRE-SAFE® Brake. If the driver is distracted and fails to recognize the immediate danger of a rear-end collision, or the warning signals of an assistance system, this system can intervene and brake the vehicle independently. The S-Class makes use of the latest development stage of this safety system: if the driver fails to react even after automatic partial braking action, the PRE-SAFE® Brake activates the maximum braking pressure around 0.6 seconds before what is now recognized as an unavoid-able accident – an emergency braking action that can significantly mitigate the se-verity of the impact. The PRE-SAFE® Brakes therefore act much like an “electronic crumple zone”.

Exclusive effortless superiority with style

Dynamic, exclusive, self-confident and effortlessly superior – the new S-Class AMG models embody these attributes even more after the precise fine-tuning. Exterior and interior styling as well as the extensive standard-equipment package meet even the most discerning requirements. The first-class workmanship makes for a consummate inviting atmosphere, while ensuring outstanding comfort on long journeys.

On the outside, the S63 AMG instantly makes a statement with its discreet yet con-sciously more distinctive styling. Restyled headlamps with standard-fit bi-xenon technology fit in perfectly with the striking, AMG-specific LED daytime driving lights. The LEDs are housed in the large restyled AMG front apron with its large cooling air intakes; the front apron also provides an extra sporty touch with its transverse air in-takes.

The AMG bodystyling also includes the aggressively shaped side sill panels which continue the line of the front apron through to the rear apron. At the rear, the eye is drawn to the AMG sports exhaust system with its two sets of chromed twin tailpipes, as well as to the diffuser-look rear apron painted in the vehicle color. New tail lights with 52 LEDs in the form of a double “C” also form an unmistakable light signature. From the side, the 20-inch AMG five-spoke wheels add another highlight. They not only fit snugly inside the flared fenders but also direct the eye to the large brake calipers of the AMG high-performance braking system. The “6.3 AMG” lettering on the front fender is unmistakable testimony to the dynamic characteristics of the per-formance saloon.

S65 AMG with subtle yet effective distinguishing features

The S65 AMG differs from the S63 AMG with its exclusive, even more expressive ra-diator grille with three twin chromed louvres, the LED daytime running lights, the “V12 Biturbo” lettering on the front fenders and with its 20-inch AMG twin-spoke forged wheels painted titanium grey with a mirror finish. At the rear, the S65 AMG is distinguished by its two sets of chromed twin tailpipes featuring V12 styling of the AMG sports exhaust system and, of course, the model designation on the trunk lid.

S65 AMG impressively greets the driver

As soon as the driver’s door is opened, the driver is welcomed with the “AMG V12 BITURBO” start screen in the AMG instrument cluster – a clear invitation to start the 604 hp twelve-cylinder engine. Exquisite leather and select fine wood combine to provide the perfect feel-good atmosphere to guarantee consummate passenger com-fort on long journeys.

The S65 AMG features Exclusive leather as standard: leather appointments cover not only the lower and upper sections of the dashboard, the entire door trim, the seat side and seatback coverings but also the ruffled pockets and the parcel shelf. In addition, Alcantara adorns the roof liner and the A, B and C-pillars. The 12-way electrically adjustable AMG sports seats come with distinctive seat fluting and leather upholstery in the AMG V12 diamond pattern design, which also extends over the rear seats . The S65 AMG comes as standard with front active multicontour seats with massage and dynamic handling function and NECK-PRO head restraints and rear multicontour seats with massage function. All seats feature active ventilation and heating as well as the PRE-SAFE® positioning function.

Standard equipment on the S63 AMG includes 12-way electrically adjustable AMG sports seats with front active multicontour seats including massage and dynamic handling function, with seat heating and ventilation, PRE-SAFE® positioning function and NECK-PRO head restraints. The Premium leather upholstery boasts sporty, AMG-specific seat fluting and natural leather in the seat side bolsters.

AMG sports steering wheel with silver-colored aluminum shift paddles

Both AMG sedans come with an AMG sports steering wheel with silver-colored aluminum shift paddles, specially shaped grip area and perforated nappa leather around the steering wheel spokes. The multifunction buttons on the left and right enable the driver to select numerous settings and call up information, say in the AMG main menu: the activated transmission mode is displayed in the middle of the instrument cluster – the currently engaged gear and recommended upshifts are also shown in “M” mode.

The AMG main menu also provides the driver with information about engine oil tem-perature or the battery voltage, and the RACETIMER, which enables the driver to calculate lap times – on a private racing circuit, for instance. The RACETIMER records the time for the fastest lap, the average and maximum speeds and the lap distance. The AMG instrument cluster on the S63 AMG comes with a 200 mph speedometer scale; on the S65 AMG the speedometer goes up to 225 mph. One of the most eye-catching features in the interior of the S63 AMG and S65 AMG is the exclusive ana-logue clock with its “IWC Ingenieur” design in the centre console.

CHERRY HILL, N.J., June 18 /PRNewswire/ — Subaru of America today announced the EPA fuel economy results for 2010MY Legacy. The 2010 All-Wheel Drive Legacy achieves up to 26 mpg combined and 31 mpg highway, despite having grown in size in almost every dimension.

Specifically, the Legacy 2.5i CVT now exhibits better fuel economy (EPA combined) than such Front-Wheel competitors such as Honda Accord, Mazda6i, VW Passat and Hyundai Sonata. Furthermore, the new Legacy is now the highest rated midsize AWD sedan (EPA combined) in the U.S. market for 2010MY.

Tim Mahoney, senior vice president and CMO of Subaru of America said, “We are thrilled that the all-new 2010 Legacy not only offers more space and a more rewarding drive than the competition, but it also delivers better fuel economy at a very competitive price.”

The Subaru Legacy comes with Subaru’s legendary Boxer engine, Symmetrical All-Wheel Drive, quick-ratio steering and a new double-wishbone suspension system. The 2010 Legacy has an entry-level price of $19,995 (excl. delivery) and will provide an alternative for customers looking for more from the mid-sized sedan segment.

2010MY EPA Fuel Economy Ratings

Legacy 2.5i 6MT 19 mpg city / 22 mpg combined / 27 mpg hwy

Legacy 2.5i CVT 23 mpg city / 26 mpg combined / 31 mpg hwy

Legacy 2.5GT 6MT 18 mpg city / 21 mpg combined / 25 mpg hwy

Legacy 3.6R 5AT 18 mpg city / 21 mpg combined / 25 mpg hwy

Source:  PRNewswire

The 2010 Ford Taurus SHO is almost here.  You can now go online to Build Your Taurus and check it out for yourself, and build the one you like.

The pricing starts at $37,995 but once you add all the cool features to it, it can go up to as high as $46,000.  This might sound like a very hefty price to pay for a Ford, but if you look at all the high tech features that you get including the 365-hp SHO engine, it might not sound too bad.  But then again for some of you it still might be a little too much to swallow to pay for a Ford.  But if you are a true SHO fan you might want to check it out and build your own car.

Some of the below mentioned features are braking bag and a panel under the car, which operates as an air brake and a support in case of an accident.

Here is a quick video and much more details information of all the features.

httpv://www.youtube.com/watch?v=CeE3HskwiFY&feature=player_embedded

MERCEDES-BENZ ESF 2009 EXPERIMENTAL SAFETY VEHICLE

Stuttgart – 2009 is a year in which Mercedes-Benz celebrates several anniversaries in the safety field: in August 1939 the safety pioneer Béla Barényi started his work in Sindelfingen. He invented for example the principle of the crumple zone, a trailblazing innovation which entered series production at Mercedes-Benz in 1959. With the help of its in-house accident research function, which was founded in 1969, Mercedes engineers in the following years have developed sev-eral groundbreaking innovations in passenger car safety. Now it is time for a look behind the scenes, and in this anniversary year, Mercedes-Benz is using the ESF 2009 research vehicle to reveal what its safety specialists are currently working on – with a time horizon that often extends well into the future.

The ESF 2009 is the first Experimental Safety Vehicle to be built by Mercedes-Benz since 1974. Like its historic predecessors, it illustrates trailblazing in-novations in the field of safety and makes the progress achieved clearly visible. These amazing but by no means crazy ideas include inflatable metallic sections which give more stability to structural components within fractions of a second, as well as the so-called “Braking Bag”. This airbag housed within the vehicle floor is deployed when a crash is deemed to be unavoidable, and uses a friction coating to support the vehicle against the road surface. The ESF 2009 will be premiered on 15 June 2009, at the Enhanced Safety of Vehicles (ESV) Conference in Stuttgart.

“Safety is a central element of the Mercedes-Benz brand. In this respect we have been setting the pace in the market for almost 70 years. For the benefit of our customers and for road users in general. The ESF 2009 shows that we still have plenty of ideas and the absolute will, to lead the automobile industry in this field even in future”, says Dr. Dieter Zetsche, Chairman of Daimler AG and CEO of Mercedes-Benz Cars.

The ESF 2009 was developed and built completely in the test vehicle workshops in Sindelfingen. This safety research vehicle based on the Mercedes S 400 HYBRID fea-tures more than a dozen safety innovations, most of which are fully functioning in demonstration mode. “With the ESF 2009, we have chosen this particular time to clearly demonstrate the innovative strength of Daimler. Anybody examining the ESF 2009 in detail will recognise that more safety and improved energy efficiency are not necessarily a contradiction in terms. We want to make progress in both fields with new, trailblazing ideas “, says Dr. Thomas Weber, the member of the Daimler Executive Board responsible for corporate research and development at Mercedes-Benz Cars.

The following five innovations on the basis of the S 400 Hybrid are among the high-lights of the ESF 2009:

• PRE-SAFE Structure: The inflatable metal structures save weight or increase the stability of structural components. When at rest, the metal section is in a folded state to save space. If its protective effect is required, a gas generator builds up an internal pressure of 10 to 20 bar within fractions of a second, causing the sec-tion to unfold for significantly more stability.

• Braking Bag: This auxiliary brake accommodated in the vehicle floor is a new type of PRE-SAFE® component. If the sensor system concludes that an impact is unavoidable, the Braking Bag is deployed shortly before the crash and stabilises the car on the road surface by means of a friction coating. The vehicle’s vertical acceleration increases the friction, and helps to decelerate the vehicle before the impact occurs.

• Interactive Vehicle Communication: The ESF 2009 is able to communicate di-rectly with other vehicles, or via relay stations. Using “ad hoc” networks and WLAN radio technology, it is e.g. able to receive and transmit warnings of bad weather or obstacles in the road.

• PRE-SAFE Pulse: This further development of PRE-SAFE® is able to reduce the forces acting on the torsos of the occupants during a lateral collision by around one third. It does this by moving them towards the centre of the vehicle by up to 50 millimetres as a precautionary measure. As an active re-straint system, it uses the air chambers in the side bolsters of the seat backrests.

• Spotlight lighting function: This partial LED main beam specifically illuminates potential hazards. If the infrared camera of Night View Assist PLUS e.g. detects deer at the roadside or pedestrians on the road, these can be briefly il-luminated beyond the normal area covered by the main beams, as if by a spot-light.

Mercedes-Benz is also presenting an innovative PRE-SAFE Demonstrator at the 21st ESV Conference. For the first time this simulator uses a linear motor for this purpose, in order to accelerate the vehicle cabin to up to 16 km/h within a distance of four me-tres before the impact occurs. The linear drive system, which is similar to that used by the Transrapid train, is freely programmable and also works in the opposite direction. This enables various acceleration profiles and also a rear-end collision to be demonstrated. The special feature of this system is that the ‘vehicle occupants’ experience the effect of the PRE-SAFE® functions live, e.g. belt pretensioning, NECK-PRO and the inflatable side bolsters of the seats.

Mercedes-Benz is continuing a longstanding tradition with the ESF 2009: for the ESV Safety Conferences held in 1971 to 1975, the safety experts in Stuttgart built more than 30 experimental vehicles and subjected them to crash tests to satisfy the vision-ary safety requirements of that time. Four of these ESFs (Experimental Safety Vehicles) were presented to the public, and many of the revolutionary ideas such as ABS or the airbag first entered series production at Mercedes-Benz.

Daimler management comments on the ESF 2009: “Safety is one of our core brand values”

“Safety is a central element of the Mercedes-Benz brand. In this respect we have been setting the pace in the market for almost 70 years. For the benefit of our customers and for road users in general. The ESF 2009 shows that we still have plenty of ideas and the absolute will, to lead the automobile industry in this field even in future.” Dr. Dieter Zetsche, Chairman of Daimler AG and CEO of Mercedes-Benz Cars.

“Even in economically difficult times, we refuse to make any cuts where innovation is concerned, as shown by the highly complex ESF 2009 project, where we have chosen this particular time to clearly demonstrate the innovative strength of Daimler and Mercedes-Benz. Anybody examining the ESF 2009 in detail will recognise that more safety and less fuel consumption are not necessarily a contradiction in terms. We want to make progress in both fields with new, trailblazing ideas.” Dr. Thomas Weber, the member of the Daimler Executive Board responsible for corporate research and development at Mercedes-Benz Cars.

“Real Life Safety is about more than scoring points in standardised crash tests, or the number of onboard airbags. The ESF 2009 clearly illustrates the comprehensive ap-proach of Mercedes-Benz with its numerous innovations for more passive and active safety. In line with our claim: One star is sufficient.” Ulrich Mellinghoff, Head of Mercedes Safety Development

PRE-SAFE Structure: inflatable metal structures

It sounds like science-fiction: concealed metallic structures that wait patiently in a collapsed, space-saving state until they are required to go

into action. Daimler researchers working together with the gas generator specialists at Autoliv spent two years actively researching such active metal sup-port systems, and tested a variety of applications. For the very first time, inflat-able metal side impact protection can be seen in the ESF 2009.

Imagine an inflatable mattress. When it is not needed, it is rolled up flat and e.g. con-signed to a shelf in the attic. When inflated, however, it has a highly resistant structure that can easily carry a man weighing 100 kilograms. Inflatable metallic structures work in the same way: when not in use, the metal section is folded together to save space. Once its protective effect is needed, a gas generator just like those used to inflate airbags builds up an internal pressure of 10 to 20 bar within frac-tions of a second, the metal section is unfolded and the structure has significantly greater stability.

The advantages are obvious, and mainly involve packaging and weight: more stable structures can be accommodated within the increasingly tight installation spaces of an automobile, or weight can be greatly reduced while maintaining the same stability. Using the example of the side impact protection member in the doors of the S-Class, the researchers have calculated that around 500 grams less weight per door would be feasible.

Daimler safety researchers examined various applications for these innovative, crash-responsive metal structures, among them side impact protection, the side skirts and the seat cross-members. These have the advantage of being several centimetres away from the impact zone. The gas generator therefore only needs to be activated when a crash has definitely taken place.

One of the still unsolved problems of these protective members is that unlike the PRE-SAFE® measures already in series production, their active deformation is not reversi-ble. Moreover, the activation of protective members installed well to the outside of the bodyshell that can be inflated by internal pressure requires their deployment before the crash. The pre-crash sensor system must therefore provide highly reliable signals.

Another hurdle is the currently still uncompetitive cost level of the required gas gen-erators in relation to the cost requirements for weight-saving measures. These crash-responsive metal structures are therefore still a thing of the future – but the same was also once true of standard safety features like the airbag, ABS or ESP®.

Braking Bag: a braking parachute for the car

Airbags in cars have previously only been used as a restraint system for the occupants. In the future they might also be a PRE-CRASH- component, acti-vating an auxiliary brake in the vehicle floor and improving both deceleration and compatibility with the other vehicle involved in the accident.

Energy is not only reducible by braking the road wheels: jet fighters and dragsters use braking parachutes, for example. And as early as 1952, Mercedes-Benz was already experimenting with an air-brake at the Le Mans race: when decelerating, the driver was able to move a metal panel on the roof of his racing SL to a vertical position. Even earlier, coachmen used special wheel chocks. These were placed in front of one of both rear wheels on long downhill gradients, and their iron-clad base helped to brake the vehicle during the descent.

This is an old idea that Mercedes safety researchers have revitalised on a similar prin-ciple with the Braking Bag, an airbag installed between the front axle carrier and the underbody panelling. If the sensor system concludes that an impact is inevitable, the PRE-SAFE® system not only initiates automatic emergency braking. At the same time the Braking Bag is deployed just before the crash, supporting the car against the road surface by means of a friction coating. The vehicle’s vertical acceleration increases the friction and has an additional braking effect before the impact. The Braking Bag uses the PRE-CRASH sensors in Mercedes-Benz cars, which are already able to initiate pre-ventive occupant protection measures in critical driving situations.

There are several advantages to this unusual auxiliary brake:

• The rate of deceleration is briefly increased to over 20 m/sec/sec. This scrubs additional energy beyond the potentials of a wheel brake, thereby reducing ac-cident severity.

• Because the car is raised upwards by up to eight centimetres within a short time, the dive effect that occurs with conventional brakes is substantially com-pensated. This improves geometrical compatibility with

the other party in an accident.

• This vertical movement also improves the effects of the restraint systems: the seats move towards the occupants by around three centimetres, which enables the belt tensioners to take up more slack. The high deceleration rate before the impact has a “pretensioning” effect on the occupants, so to speak.

• Downward support for the vehicle during the crash reduces the typical diving motion during a collision.

All in all, the braking airbag has the effect of an additional crumple zone.

Mercedes engineers have calculated that even at a low 50 km/h, the additional decel-eration has the same effect as lengthening the front end by 180 mm. Initial driving tests in a C-Class have already shown the effectiveness of this new auxiliary brake – though it will still be some time before the Braking Bag becomes another component of the PRE-SAFE® system.

Interactive Vehicle Communication: cars report what their sen-sors have detected

Cars sometimes know more about their surroundings than their drivers. With the help of intelligent communication systems, vehicles themselves are able to con-tribute to improved road safety and mobility.

A patch of black ice on the next bend? A bank of fog three kilometres down the road? A new traffic tailback where roadworks are being carried out? What used to come as an unpleasant surprise is far less frightening if the approaching driver receives an up-to-date is warning beforehand. This is a task that will in future be carried out by the other vehicles on the roads at the time – automatically, by radio. This is the basic idea behind Interactive Vehicle Communication.

Cars are nowadays able to collect a great deal of information about the current driving situation, as the numerous sensors, cameras and control units for the dynamic and assistance systems can register e.g. poor weather conditions just as well as sudden braking and avoiding manoeuvres, or broken-down vehicles on the road. There are also other sources of information, for example local police reports. This information can be passed on via additional relay stations (“car-to-x”) such as radio masts at the roadside, stationary nodal points (e.g. traffic centres and overhead gantries) or via the internet. The onboard computer classifies all the reports according to plausibility and relevance. Tailback reports on the radio which are out-of-date or irrelevant to the individual driver will then be a thing of the past.

Mercedes engineers have been working on “Interactive Vehicle Communication” as a technology of the future for more than seven years.

The ESF 2009 safety concept vehi-cle demonstrates the current status of this research: this Mercedes can automatically recognise an approaching police car, for example, and warn its driver by showing a symbol in the display. It is also possible to send and receive warnings of bad weather or obstacles in the road.

The exchange of data between vehicles is via so-called “ad hoc” networks, connections that are spontaneously formed between the vehicles over short

distances. These wireless local area networks (WLANs) are self-organising, and require no external infrastructure. Transmission and reception is at a frequency of 5.9 giga-hertz, over a distance of up to 500 metres. In fact the achievable communication range is much greater, as oncoming vehicles pass the messages on.

Cars that communicate with each other can do more than just pass on information: linked to modern proximity control systems such as DISTRONIC Plus from Mercedes-Benz, they can help to harmonise the traffic flow and avoid tailbacks by automatically selecting the most suitable vehicle speed when joining a motorway. And collisions can be avoided if onboard sensors recognise an impending accident and automatically regulate the distance.

This technology is currently demonstrating its practicality in the “Safe Intelligent Mo-bility – Test area Germany” project (simTD), in which Mercedes-Benz and other German manufacturers and suppliers are taking part. Up to 400 vehicles communicate with each other in these, the world’s largest field trials for Interactive Vehicle Communication. simTD is being conducted in the densely populated Frank-furt/Rhine-Main area from autumn 2008 to 2012. Experts expect usable mobile infor-mation networks with full coverage to become a possibility when around ten percent of all vehicles have this communications capability.

PRE-SAFE Pulse: an automatic nudge in the ribs

With the multiple award-winning PRE-SAFE® system, Mercedes-Benz has once again been underlining its role as a pioneer in the safety field since 2002: once the system recognises certain critical driving situations, PRE-SAFE® activates occupant protection measures as a precaution. As a further development, PRE-SAFE Pulse is able to reduce the loads acting on the torsos of the occupants by around one third during a side impact by preventively moving them towards the centre of the vehicle.

Out of harm’s way – every millimetre counts during an accident. When an impending lateral collision is recognised, PRE-SAFE Pulse as an active restraint system moves the driver and front passenger towards the centre of the vehicle, using air chambers in the side bolsters of the seat backrests. If the onboard sensors report that a side impact is inevitable, these are inflated within fractions of a second and give the seat occupants a slight nudge in the ribs. This impulse is enough to move them out of the danger zone by up to 50 millimetres. Even before the accident, it also accelerates the seat occupant in the direction he/she will later take during the accident. This reduces the loads acting on the occupant during the impact. The seat does not need to be replaced or repaired when this preven-tive safety system has been activated, as PRE-SAFE Pulse is reversible.

PRE-SAFE Pulse is being developed on the basis of the dynamic multicontour seat in the new Mercedes E-Class. Depending on the steering angle, lateral acceleration and speed, the inflation pressure and volume of the air chambers in the side bolsters of the seat backrests are already varied to give the driver and front passenger even better lateral support.

Partial main beam: full beam ahead at all times Whether as brake lights and indicators in many Mercedes models, or as daytime driving lights in the new E and S-Class, LED lighting technology is see-ing increasing use at Mercedes-Benz. And things will be brightening up at night as well in future: Mercedes lighting specialists are working on an adaptive LED main beam system that automatically excludes oncoming traffic from the cone of light. A special spotlight function also allows potential hazards to receive additional illumination.

Main beam, low beam, main beam… anybody travelling on country roads in western Europe at night is seldom able to drive with the main beams on for very long. The frequency of oncoming traffic dictates that the driver is soon obliged to switch to low beam, either manually or more conveniently using the Main Beam Assist in the new Mercedes E-Class. This is not enough to satisfy the researchers at Mercedes-Benz, however. Because during the phases when the driver switches to low beam – with its shorter range – to avoid dazzling others, it is possible to overlook other road users or potential hazards.

The lighting specialists at Mercedes-Benz are therefore working on an LED-based adap-tive main beam system. This enables the driver to leave the main beams switched on constantly. As soon as the system detects oncoming traffic with the help of a camera, it automatically adjusts the light distribution accordingly. The Mercedes ESF 2009 ex-perimental safety vehicle shows precisely how this works. A headlamp is made up of 100 LEDs. These semiconductor elements can be individually activated, so that when there is oncoming traffic, the precise beam area in which other road users are located can be darkened down. The system recognises these using an infrared camera. The purely electronic module is also able to respond much faster than present electro-mechanical shutter/roller assemblies.

The light distribution can also be refined in the opposite direction: a special spotlight function in the LED array of the research vehicle also enables potential haz-ards to be highlighted. If the infrared camera detects pedestrians in the road ahead, for example, they can be briefly lit up beyond the normal main beam illumination, as if by an aimed spotlight. The driver is thus alerted to the potential danger.

Side Reflect: not all Mercedes are grey at night

Reflective material on the body and tyres could further improve the lateral visibility of vehicles, and help to avoid accidents at road junctions.

Reflective materials have long been commonplace in children’s clothing, and in the case of bicycles it is even mandatory to have reflectors in the wheel spokes. So the engineers at Mercedes-Benz asked themselves why the perceptual safety of cars could not be improved in the same way. Accordingly the ESF 2009 research car features appropriate reflective elements when viewed from the side. These modifications are not visible during the daytime, but the additional benefit shows up when dusk and darkness fall.

Together with the manufacturer Continental, Mercedes specialists have developed a reflective strip on the tyres which visually enlarges the wheels in daylight and creates an easily visible band of light when illuminated at night. As a further safety feature there are reflective seals between the doors and the roof, a joint development with the adhesive foil specialist 3M. The aim is to make the vehicle’s silhouette more easily visible in the dark. This enables potential accident situations on junctions or in the form of unlit, parked vehicles to be defused.

Reflective foils consist if a reflective base layer with tiny balls of glass. When a ray of light hits the foil, it is refracted by the glass balls, reflected by the base layer and refracted again on exiting. As a result, most of the light is reflected back in its original direction.

Belt Bag: a clever combination of a seat belt and airbag

The seat belt is regarded as one of the most important inventions of the 20th Century, and has saved countless lives. It has been further improved with belt tensioners and belt force limiters, but that is not the end of its development: an innovative extension to the width of the belt, known as a Belt Bag, is able to reduce the risk of injury even further in an accident.

When a seat belt limits the movement of its wearer’s torso as intended during a collision, it subjects the body to considerable forces. The Belt Bag, on whose development Mercedes-Benz is working intensively with the seat belt specialist Auto-liv, practically doubles its width within fractions of a second during an accident. This increase in the width of the belt spreads the pressure over a wider area, thereby reducing the risk of injury. This is particularly beneficial for older passengers, whose ribcage is no longer so flexible.

As the name suggests, the Belt Bag is a combination of a seat belt and airbag. When the crash sensors detect a serious impact, the airbag control unit activates the Belt Bag. A generator at the belt armature inflates the double-layered belt, which has Velcro seams. The volume of the Belt Bag is around four litres. The developers consider the Belt Bag to deliver the greatest benefits in the rear of the car, where conventional airbags cannot be installed. It is therefore conceivable that the Belt Bag could be used here by Mercedes-Benz in the foreseeable future.

Child Protect: safety and comfort for very small passengers

Mercedes engineers have thought about how children might travel even more safely in a car. The two major advantages of the Mercedes concept study “Child Protect” over conventional child safety seats are an improved protective effect and greater comfort for the child. This is accompanied by a high level of quality and attractive visual integration of the seat into the interior of Mercedes models. This system jointly designed with the restraint system specialist Takata is suitable for children aged between three and 12 years (weight categories II and III). One special feature is its modu-lar construction, as the height and width can be individually adapted to the child’s physical proportions.

“Child Protect” has a tubular frame construction. This design offers better support and greater rigidity than versions of moulded plastic during a side impact. The prominent side bolsters in the shoulder and head area keep the child in place and minimise body movement during an accident. At the same time they prevent the child from coming into contact with vehicle components penetrating into the interior, or with the passenger in the adjacent seat. This seat study, which is approved according to the ECE R44.04 standard, is also equipped with automatic, sen-sor-controlled airbag deactivation on the front passenger seat.

As an additional benefit, Mercedes engineers are considering the addition of a buggy subframe to the child seat. This would also ensure that children travel in comfort, style and safety outside the car.

PRE-SAFE 360°: full emergency braking before an impact

With the multiple award-winning PRE-SAFE® system, Mercedes-Benz has once again been underlining its role as a pioneer in the safety field since 2002: once the system recognises certain critical driving situations, PRE-SAFE® activates occupant protection measures as a precaution. As a further development, PRE-SAFE 360° monitors not only the areas to the side, but also to the rear of the vehicle.

PRE-SAFE 360° uses short-range or multi-mode sensors to monitor the area behind the vehicle to a range of up to 60 metres. If the accident early-warning system registers that a collision is unavoidable, the brakes are applied around 600 milliseconds before the impact. If the already stationary car is braked during a rear-end collision, this not only prevents secondary accidents where the car is e.g. uncontrollably shunted into a road junction or onto a pedestrian crossing. The severity of possible whiplash injuries to the occupants can also be reduced by application of the brakes, as the vehicle and therefore its occupants have less forward acceleration. The driver always has the final decision with PRE-SAFE 360°, however: if he accelerates because he is able to prevent the rear-end collision by moving forward, for example, the brakes are instantly released.

Contrary to the widely held opinion among drivers, it does not make sense to take one’s foot off the brake pedal before an impending rear-end collision. The correct action would be to apply the brakes as hard as possible, however accident research findings show that the driver of a stationary vehicle impacted from the rear is moved backwards by up to 20 centimetres. This inevitably causes his feet to slip from the pedals.

The protective effect of PRE-SAFE 360° supports that of the NECK-PRO crash-responsive head restraints, which are already standard equipment in many Mercedes model series. If the sensor system detects a rear-end collision with a defined impact severity, it releases pre-tensioned springs inside the head restraints, causing the head restraints to move forward by about 40 millimetres and upwards by 30 millimetres within a matter of milliseconds. This means that the heads of the driver and front passenger are supported at an early stage than with conventional head restraints.

Size Adaptive Airbags: tailor-made airbags

The 1980 Mercedes S-Class (W 126) was the first series production car equipped with an airbag. In the meantime airbags have firmly established them-selves across all vehicle segments. Airbags have saved many human lives and reduced the severity of injuries. Mercedes safety specialists are now working on a further improvement to their protective effect by developing airbags with a variable volume.

There are already adaptive airbags at Mercedes-Benz today, for in many model series the airbags are activated in two stages depending on the assessed severity of the impact. Future generations of this restraint system will not only take accident severity into account, but adapt themselves to the individual vehicle occupants: “Size Adaptive Airbags” automatically adjust their volume to the seating position and stature of the front passenger as recognised by the sensors. For whether a small front passenger is hunched up close to the dashboard or a tall front passenger has his seat moved well back is certainly a factor in the protective effect of the airbag. The weight of the front passenger, and therefore the forces acting on the airbag during an accident, are also important.

“Size Adaptive Airbags” enable occupant contact with the airbag to be optimally timed, whatever his weight and seating position. The restraint system can therefore dampen the impact to optimum effect. This Mercedes development varies the volume on the front passenger side between 90 and 150 litres. For purposes of comparison, conven-tional front passenger airbags have a volume of around 120 litres.

The system uses three retaining bands with which the airbag contours are adjusted to limit the volume. The retaining bands are fitted on electrically driven spools. When the airbag is activated, only as much band length is released as the control unit has calculated on the basis of sensor data for the seating position and weight of the occupant.

Child Cam: keeping an eye on the kids

With the help of a small camera, drivers will in future be able to keep children travelling in the rear under control without taking their eyes off the road.

“Mum, Vanessa keeps pulling my hair!” “John’s seat belt isn’t properly fastened.” – Par-ents know that when the kids are on board, there is usually no shortage of action on the rear seats. But if the driver looks back to see what is going on, there is a risk of an accident. Accordingly Mercedes safety experts have developed “Child Cam”, a simple camera system that enables the kids to be observed without taking one’s eyes off the road.

A small camera is mounted on the roof lining behind the front seats. If required its im-ages can be transferred to the dashboard display – not in video form, but as sequences of stills to avoid distraction. The camera position provides a slight bird’s-eye view, which allows children in rear-facing child seats to be observed more easily.

“Child Cam” also shows rear areas that are not easy for the driver to observe, e.g. the seat directly behind. And in the case of an estate car, SUV or van, it is also possible to monitor the luggage compartment. This is very useful if domestic pets are on board, for example.

Interseat Protection: don’t get too close to me

Danger not only comes from outside during an accident. In unfortunate cases even passengers wearing their seat belts can come into contact and injure each other. Interseat Protection in both seat rows helps to prevent this.

Mercedes safety specialists are presenting two proposed solutions in one with Interseat Protection: a protective system for the driver/front passenger and one for the rear-seat passengers. As a common feature of both, the occupants are physically separated from each other if the PRE-SAFE® system registers an accident. Within fractions of a second, a lattice-like airbag support structure extends from between the front seats to keep the driver and front passenger apart. A seat-mounted solution like this has the advantage that the protective barrier adapts itself to the position of the front seats.

The seat position does not need to be taken into account in the rear, therefore a protective pad located above the centre armrest is used when an accident is detected. This pad helps to prevent the two passengers in the rear from impacting each other. When the pad is at rest it can be activated as part of PRE-SAFE®. Within fractions of a second, the seat divider emerges and the two head supports are deployed.

Mercedes accident research has shown that during a side impact, and also during a rollover, the heads of the passengers move along different paths: around 50 milliseconds after the accident, the head of the person facing the impact changes the direction of its evasive movement towards the centre of the vehicle – impelled by the sidebag and head airbag. A second important finding from these analyses is that a collision between the passengers can only be avoided if the torso is supported. The protective pad of the Interseat Protection system is dimensioned accordingly.

In normal cases the protective pad in the rear is more of an innovative comfort feature: the pad is designed to be extended by the passengers at the touch of a button, when it can be used as a head and shoulder support for a comfortable sleeping position. It would also be conceivable to use the space for stowage or a cooler box, or an entertainment console.