Drunk on the power output? Bugatti Galibier concept runs on ethanol

Bugatti Galibier concept - Click above for high-res image gallery

After months of speculation, Bugatti has finally pulled the wraps off its new four-door supercar concept just ahead of the Frankfurt Motor Show at an event for past customers and Bugatti-intenders. Up to this point, we've been referring to the French über-sedan as the Bordeaux, but it seems the actual car's moniker will be Galibier – the name of a difficult Alpine pass along the Tour de France.

Powering the Galibier concept will be a version of Bugatti's ridiculously powerful eight-liter W16 powerplant. Unlike the mill propelling the Veyron to ludicrous speed, this version is mounted up front and is capable of running on ethanol fuel, which may or may not allow the automaker to squeeze a few more ponies out of the engine... not that it needs it, of course. Plus, when swilling as much alcohol as the Galibier would be likely to ingest, it's hard to think of a car like this as eco-friendly.

One of the Galibier's most striking features is undoubtedly its two-tone outer shell, which is comprised of both polished aluminum for the doors and front fenders and a unique dark blue carbon fiber weave that shines through when illuminated. We also note a prominent center spine that recalls past Bugattis like the Type 35 and the classically beautiful Type 57.

Current reports peg the Galibier's top speed at 217 miles per hour (350 kilometers per hour), which, while slower than the Veyron's epic terminal velocity, is certainly nothing to sneeze at. Check out our gallery of high-res images below.

First Drive: Bugatti Veyron

Bugatti Veyron – Click above for high-res image gallery

I opened my inbox one morning to find this question from a publicist: "Would you have time to drive the Bugatti Veyron?" Would I have time? Really? Would you believe, uh, yes? And that's how I found myself at Westlake Village with a black and cream Veryon waiting in the shade of the porte cochère. Yes, it was perfect. It was like getting a date with that frighteningly beautiful woman I've had my eye on for a while now, and actually enjoying it. Follow the jump to read about The Day of the Veyron, and check out the gallery of hi-res pics below.

Now we all know about the Veyron and we've all surely seen the Top Gear and the celebrity spotting vids, so I won't waste time recounting its origins or performance tales. We all know that when it comes to the supercar mafia, this is the capo di tutti capo. The Godfather. The Don Vito Corleone of automobiles. But just as you might wonder what it's really like to have a Godfather for a boss, the question I really wanted to answer was: what's it really like to have to deal with a Veyron?

The first answer to that question is: busy. You'll probably want to hire your own publicist if you buy one, because strangers are going to ask you a lot of questions. And then they'll take pictures. And then they'll ask you to start it and rev it. Then they'll ask you to show them "what it can do."

Even while you're driving, people will hang behind you, or in your blind spot, or, my favorite, drive up beside you, stay there a while, then roll down their windows and turn into Larry King. Their first question is always "What do you think of the car?" What do I think of the car? You really want to know? At 75 MPH? 'Cause I'll bet you already know the answer...

Once you've finished your interviews, you can look the car over. The pictures don't lie: it's wide, it's quite compact, and it's really, really low. It felt like it only rose to my knees, a feeling reinforced when I actually sat in the car. It's one of those rare cars that looks in person the exact way it does in the photos. Personally, I don't mind the front and the sides of the car, but the rear, well, let's just say I'm not enthralled. The graceful combinations of curves and radii that make up the front and sides give way to a stew of angles, prominences, crevices, and materials. Understandably so, since that's the hard working end of a 1,001-HP conveyance, but aesthetically, I might wish for something else. Yet don't get me wrong: if I actually owned the car, I'd get over it.

Speaking of grace, that was something I was never able to master while getting in the car. In cars this low I usually plop in butt-first, then swing my legs in, and it's not a problem. But the Bugatti's doors don't open terrifically wide, so whether I tried to put my butt in first and swing my legs in, or put a leg in first, I always ended up having to pull my ankle back to get my foot around the door and into the car.

And once you're in, it's a cozy fit, with your legs canted to the right and the narrow-ish window leaning in to meet the roof perched right at my head. It isn't, however, claustrophobic, and there's still plenty of room to maneuver -- if there's someone in the passenger's seat, you don't have to worry about bumping elbows during the drive.
The controls are all there, an arm's length away, and everything -- absolutely everything -- is, of course, very, very, very nice. Not that I did much exploring of them -- there isn't much to play with, and I didn't waste time fiddling with the $30,000 stereo or anything else for that matter. The center console is a bit too gilded for my tastes anyway, so as soon as I located the Start button I was set.

The manual sport seats were quite comfortable. My co-driver was a gent named Butch Leitzinger, whose job it is to escort folks like me, and he told me that the sport seats are actually more comfortable than the electric seats. If you don't plan on doing a lot of moving around or driver swapping, choose those. They offer a great seating position, fantastic support, and even after an hour driving the car I felt just as good when I got out as I did when I got in.

To start: grab your Veyron key -- which looks like any other VW group key, except it sports a Bugatti logo -- turn, put your foot on the brake, and press the Start button. Sixteen cylinders and four turbos sit over your right shoulder like Jeeves, waiting for orders. The overwhelming sounds are of whine and wind: whine from the turbos and machinery right behind you, wind from the cyclonic amounts of air being inhaled by the intakes right above your head. You tap the gearshift to the right that puts you in first, press the gas, and you're off.

The first part of our route took us from the San Fernando Valley over the mountains and down to the ocean, and it was a good 30 minutes of up-and-down twisties. The steering was perfect, rapier-sharp, and the car does only what you ask it to, not a jot more, not a jot less. As well, you sit so low, the car has such a short front end, and the arcs over the wheels immediately mark the locations of those enormous Michelin's (they're practically right beside you, anyway). You don't need to worry about getting some undue expanse of car in front of you around the corner on the right line. There simply isn't enough car in front of you to hide the right line.

I let the car do the shifting over this stretch because I hadn't had a chance to work out the turbo behavior, and a tightly wound 2-lane road wasn't the ideal venue to begin running scientific experiments on turbo lag. Cruising in automatic, though, added another noise to the cockpit: the transmission shifting gears. Stout mechanicals, thunking into place with every up- and downshift, letting you know "There are Serious Things Happening Back Here."

But the car was as docile as could be, much like driving a Volkswagen except with perfect responses and heavier steering. And for a portly car that feels like it has no travel left to give and no allowance for roll, the suspension was compliant enough that the lane-line-reflectors passed under the wheels with unexpectedly sedate thuds.

Then we got to the PCH. And it was empty. And Butch said "Go ahead and have some fun."

So this is what happens from a 2-MPH start in a Bugatti Veyron when you floor it (in fact, it would have already happened by now. It's that fast, and you haven't even started reading about it):

Hit the gas. The car rockets forward. Immediately. Instantly. You're going really fast. Like it decided to skip everything from 2-MPH to 40-MPH and just jumped straight to 41-MPH, didn't pass go, didn't collect $200.

That took maybe two seconds. Maybe.

And you're not even doing anything yet.

Because while you were busy trying to figure out where those two seconds went and where this speed came from, the turbos were busy getting ready to come on stage --

And then they kick in --

And then forget about it.

No really, forget about it.

Sixty miles per hour comes in maybe another second.

And another second after that, hell, who knows how fast you're going. And another second after that, I think time and space take on different properties. I think I became a rhombus.

And this is the PCH, remember. I only had room in my head for two thoughts:
1. I need to stay on Earth.
2. I need to not hit a telephone pole.

That's it.

There's a horsepower gauge in the lower left corner of the dashboard, which, sadly, you have no time to watch. If you're moving quickly, you're much more interested in making sure you don't hit anything. If you're moving slowly, you're much more interested in making sure none of the hangers on hit you.

And then Butch said -- loudly -- "Slam on the brakes!" There was no danger, he just wanted me to see what the brakes were like.

So I slammed on the brakes. And all the blood and every organ in the back of my body moved immediately to the front of my body. It felt like something was trying to suck me out of the front of the car. A couple seconds later we were stopped. The brakes are very good.

Nevertheless, I wanted to know how the turbos behaved in normal driving, because if you just wanted to do a little point-and-squirting through traffic you weren't really looking for warp factor seven. If you give the Bug a nice dose of gas the turbos begin to spool, the noise above your head sounds like a huge Dyson is vacuuming up the sky, and then you go. I mean: GO. But you have about 1.5 seconds from the moment you hear the roar above your head to liftoff, which means that if you don't want to go subsonic in whatever direction you're facing, you better get your foot off the gas pronto. In practice, once you sort out the timing, it's a piece of proverbial, quad-turbo cake.

My attention only lapsed once, coming down a highway entrance ramp, chatting with Butch, when I pressed the pedal and less than two seconds later I was headed at Ludicrous Speed toward a tanker truck in the slow lane. Did I mention the car has very good brakes? But it's so easy to drive this €1 million car like any other every day driver, you'll soon find yourself chatting with your passenger, Big Gulp between your legs, debating whether K-Fed really is as talented as Vanilla Ice.

And here are some fun facts: incredibly, the Bugatti has a bigger glove box than a few sedans I've known, including some from its parent company; the trunk was originally larger, but the engine demanded so much cooling that the holding area has shrunk to about the size of a duffle bag; the navigation system is on the rear-view mirror, semi-opaque directions appearing on the right side of the glass like a miniature Minority Report screen; you use a Bugatti Palm Pilot to enter your navigation details, then upload it to the car via Bluetooth; the car has a sport mode that keeps the engine at redline in every gear, and it's really, really loud, and really, really annoying for people inside and outside the car; and if you fill the tank, take off and drive full throttle, you'll run out of gas in 12 minutes. Twelve. That's 720 seconds. I've waited longer than that for a Big Mac at the drive through. And you'll only go 50 miles. Maybe.

Bugatti likes to stress how fast the car is, and how quickly the car brakes. Yet the story for me was that the Veyron is actually a usable supercar. And I don't mean usable like an SLR or Carrera GT or Enzo – the first two I've driven, the last one I've ridden in, all of which I could drive every day, but I wouldn't. I kid you not, if you can drive a Porsche Turbo every day, you can drive a Veyron every day, the only caveat being it might take a day to get used to having your legs aimed slightly right. The ride is firm but plenty compliant. The mechanical whine is everpresent, but I hear vintage Tercels, Novas, and Civics every day that make more noise. The steering is utterly precise, but not twitchy. The controls respond rapidly to inputs, but you won't kill yourself as long as you pay attention. Perhaps that's why only one Veyron has been destroyed (that we know of), as opposed to how many other supercars?

The car really is all that. I hear if you lease it, which you can do from Bugatti, you can write off the taxes. And it's that time of year again, folks -- what are you waiting for?

---

The evening of the drive I went to a Bugatti dinner for the North American introduction of the Pur Sang, and sat by Dr. Josef Paefgen, CEO of Bugatti. Some extra highlights from that night:

- The Bugatti they brought with them for the night's event (it wasn't a Pur Sang -- there simply aren't enough of them) had a dead battery when it arrived from Germany. They had a Bugatti charger, but it had a German plug and no one had time to return to the hotel for the adapter, besides which, no one had a screwdriver to remove the cover so that they could even get to the battery. Enter a Good Samaritan who happened by in a 1972 Cutlass and had both a Philips-head screwdriver to get the cover off and jumper cables to give the Bug the jump it needed. Sadly, no one took any pictures. Or at least, no would give me any of them.

- Recently the SSC Aero claimed the highest top speed for a production car. Bugatti, though, still claims the honor. Another scribe at the table had recently spent time with SSC, and, sitting next to Dr. Paefgen, told him he carried a message from SSC to Bugatti, which was, essentially: any time you want to settle this, we'll meet you at the VW test track and see who's faster. Dr. Paefgen demurred, and soon questions of what equipment they really used to break the record, what's really a production car, and how many cars SSC has sold eventually overtook the conversation. Later on, though, I was told by a Bugatti exec that Bugatti actually tried to purchase an SSC, and was turned down. Then I was told, "You try and buy an SSC Aero and see what they tell you, and if you can actually buy one then we'll see."

- Bugatti is here to stay, and Dr. Paefgen is not at all worried about Porsche buying VW (about which I was told, "Of course this will happen.") The Pur Sang is the next stage in the Veyron's evolution, which is to experiment with different materials instead of simply different paint jobs. And while, neither Paefgen nor Achim Anscheidt, Bugatti's designer (he arrived after the Veyron), would discuss what was coming next, and even though I was told that each Veyron is a halo car cum loss leader to the tune of a million dollars apiece, Bugatti is at work on another car and has no plans on riding into any sunsets just yet.

Mercedes SLK

The Mercedes SLK roadster of the class have long been the heart of the sports car friends conquered. With about 650 newly developed components present the 2008 Mercedes SLK models more dynamic and offer more emotional driving experience.

Among the most important changes include optical redesigned front and rear lots, and a carefully modified interior combined with a new instrument and three-spoke sports steering wheel. The distinct character of the dynamic two-bring in Mercedes SLK 350 sports a V6 engine with high-speed concept and 224 kW / 305 hp and a desire to available direct steering particularly good effect.

Furthermore, despite all motors to some significantly higher performance with the economical fuel, and therefore go again with reduced CO2 emissions. The Mercedes SLK models of the new generation are available from April 2008.

The compact Mercedes SLK roadster since her first appearance of 1996, a symbol of the dynamic brand image of Mercedes-Benz. Today, the second generation of two-on our roads, which from 2008, with comprehensive measures to the full. From the first generation of the roadster model between 1996 and 2004 approximately 310,000 copies sold.

The second generation took place since their introduction in March 2004 until the end of 2007, approximately 185,000 already lovers. Overall, roughly half a million Mercedes SLK roadster sold. The new generation of the new Mercedes SLK is sporty highlights and makes a successful two-seater with the Vario roof, made him within a few seconds, in a weatherproof roadster coupe transforms even more attractive.

The visual appearance of the cult, the two-sport designer further sharpened. A striking point of view of the redesigned front bumper with a revised allocation of cooling air openings and a stronger expression of the angle. The area around the star was modeled concise. Also, the redesigned rear end designer.

The diffuser-look at the bottom of the roadster can also have powerful from behind. Trapezoidal exhaust shields and AMG model darkened tail lights underline this impression effective. The exterior mirrors have been associated with LED indicators in technology in striking arrow shape, and now offer more mirror surface. Almost completely new is the range of light alloy wheels.

Also, the interior has been redesigned many details, and through the careful selection of materials upgraded. Particular attention has been paid to the interior so that it more clearly driver. Are central to a new three-spoke sport steering wheel with multi-function buttons and a new instrument combined with instrument rings in a fascinating look.

For the first time sets in the Mercedes SLK the new audio and telematics generation NTG 2.5. They convinced by improved usability and more useful functions. Serially in each radio are integrated with a hands free Bluetooth technology and a new media interface in the glove compartment of the mobile audio devices like the iPod fully integrated and thus on the layout of the audio system can be operated. With the new-generation telematics offers Mercedes-Benz for the first time in the Mercedes SLK-Class wish the optimized serving language system LINGUATRONIC.

A powerful contribution to the sporting appearance of the 2008 Mercedes SLK generation afford three advanced engines, which is characterized by lower consumption, and hence reduced CO2 pollution emissions. The four-cylinder in the Mercedes SLK 200 Compressor and the six-cylinder engine in the sport Mercedes SLK 350 have significantly more power and torque increased. Only in the Mercedes SLK 55 AMG works unchanged already known eight-cylinder engine, which none of its fascination recession and the segment of the Mercedes SLK still a unique feature.

Particular attention, the engineers at the Mercedes-Benz sports V6 engine with high-speed dedicated approach, the first in the new generation Mercedes SLK built. By far-reaching interventions in the mechanics, they have the character of the six-cylinder significantly revitalized. From 3498 cubic centimeters displacement unchanged, he now draws 224 kW / 305 hp at 6500/min, which is 24 kW (33 hp) more than the previous engine.

The torque has increased (up 10 Nm), and now amounts to 360 Newton metres at 4900 revolutions per minute. This result was achieved by increasing the speed limits at 7200/min. Furthermore, a higher compression, a new intake manifold and extensive modifications to the valve train.

Despite higher performance and top-notch driving performance is the consumption of the Mercedes SLK 350 significantly decreased. With six-speed manual gearbox combination he consumes only 9.5 litres per 100 km, and thus achieved a remarkable reduction in consumption of 1.1 litres per 100 km, with the 7G-TRONIC automatic gearbox is merely the sports engine combined even with only 9.2 liters per 100 km, which is 0.9 litres less than the previous model. Due to the reduced consumption also falls in CO2 emissions by 23 g / km to 219 g / km for the automatic version (gearbox 227 g / km, which corresponds to minus 28 g / km).

For the engine range of the second generation of the Mercedes SLK-Class will also include three other variants:

- The four-cylinder engine compressor has 15 kW / 21 hp more power (135 kW / 184 hp) and 240 to 250 Newton metres. Its fuel consumption decreases by 1.0 litres to 7.7 litres per 100 km combined. In parallel, reducing CO2 emissions by 27 g / km to 182 g / km.

- The Mercedes SLK 280 was regarding consumption, and hence CO2 emissions further improved. His consumption falling by 0.4 litres to 9.3 litres (automatic transmission minus 0.2 l to 9.1 l), the CO2 emissions by 11 g to 220 g / km (automatic by 6 g to 216 g / km) .

- The Mercedes SLK 55 AMG is the familiar 5.5-liter V8 engine with 265 kW / 360 hp and a torque of 510 Newton metres.

The three new Mercedes SLK models are equipped with precise six-speed manual. The Mercedes SLK 55 AMG reserves as before the passage seven automatic 7G-TRONIC sport. Optional are the Mercedes SLK 200 for a five-gear automatic, and for the six-cylinder models Mercedes SLK 280 and Mercedes SLK 350 sports engine as seven-speed automatic gearbox 7G-TRONIC or alternatively the 7G-TRONIC Sport.

The qualities of the sport brings a chassis available upon request, newly developed direct steering with variable power steering support still more of (the Mercedes SLK 55 AMG series). It combines agility and handling on winding country roads with driving comfort when parking and safe driving behavior at high speeds.

The direct steering builds on the previous parameter steering and works on a purely mechanical. So she alternates units without costly and complicated sensors from the direct power flow between the wheel and hand and the steering precision disruptive influence. Core is a new rack with a sophisticated gear. It ensures that the translation of the steering mechanism according to the steering angle changes.

Around the resources situation is stable for the steering straight, and thus a high level of security at high speeds indirectly translated. As early as 5 degrees steering movement is growing very fast translation and the steering felt the direct impact. This reduces the new direct steering wheel, the number of revolutions of attack to attack by about 25 percent.

The Mercedes SLK 55 AMG is technically extended almost unchanged and only a few optical retouching. A new front apron with tie and black lacquered side air discharge openings darkened front headlamps and shape the face of the future
AMG model.

The Mercedes SLK roadster of the class has as a trend-setter and technology leader long ago the image of a modern cult cars gained. Even after the comprehensive revision of the familiar remained outstanding qualities. In addition, the roadster at the request unique AIRSCARF head space heating, even in the cold season open driving pleasure and thus the convertible season extended significantly.

Mercedes F 700

The research vehicle Mercedes F 700 defines Mercedes-Benz sovereign new driving culture: This concept of a future luxurious limousine tour shows how superior ride comfort with high environmental friendliness and good driving performance with unusually low consumption connect.

As the world's first car, the Mercedes F 700 road conditions ahead recognize and unevenness with its active PRE-SCAN-level chassis, which the suspension comfort significantly improved.

The Mercedes F 700 presented DIESOTTO pioneering drive, a four-cylinder with only 1.8 liters of displacement, combines the strengths of the low-emission petrol engine and the diesel consumption advantage of the drive. Its CO2 emissions of just 127 grams per kilometer equals a consumption of only 5.3 litres of petrol per 100 kilometres, was for a vehicle in this class is extremely low.

This is made possible by its pioneering drive concept is the core DIESOTTO technology - an innovative development of the internal combustion engine by Mercedes-Benz. They reached the drive in Mercedes F 700 as four-cylinder two-charging driving performance levels of today's S-Class with a 3.5-liter naturally aspirated V6 petrol or 3.0-litre V6 turbo diesel.

As regards rolling and suspension comfort is the Mercedes F 700 standards. With two laser scanner scans the active PRE-SCAN chassis the roadway in front of the car. The electro-hydraulically controlled active suspension is similar obstacles identified pro-actively, and thus a further improved comfort behavior of the vehicle - equal to that of a "flying carpet".


Mercedes F 700

Equally innovative operating concept is the "SERVO HMI" (the term stands for: Human-Machine Interface). The display is not only very gently to the eye, also, the number of controls significantly reduced and the menu structure emphasizes simple and self-designed. More complex input such as a navigation target, the driver in dialogue with a so-called "Avatar", a virtual control assistants, "discuss".

The exterior design of the F-700 shows that the concept is very much room for the passengers was. This is already visible on the skyline, dominated by the long wheelbase. In the design fit inspiration from nature, with technical innovation harmoniously together. For all futuristic style means the Mercedes F 700 fits perfectly into the brand identity of Mercedes-Benz.

The interior concept interpreted comfortable, safe travel and feel good in a totally new form. With his REVERSE-seat solves the Mercedes F 700 fixed seating gefügte conventional sedans and provides individual seating positions in or contrary to the direction of travel - each with maximum space and comfort sovereign.

Mercedes E-Class

After four years of production time and about a million vehicles sold, Mercedes-Benz's new generation of the successful Mercedes E-Class. Around 2,000 parts were for new or enhanced. Sedan and T-Model appear in a new design even more dynamic than before.

In addition, the new Mercedes E-Class with PRE-SAFE ®, Intelligent Light System, NECK-PRO head restraints and adaptive brake innovations, which in this market segment, no other car. For a significant increase in agility and driving pleasure ensure the DIRECT CONTROL package with a more direct steering and concerted new chassis and six new or enhanced engines. However, with continued favourable fuel consumption, they develop up to 26 percent more power and 18 percent more torque. Despite even larger standard equipment, the prices of four-and six-cylinder models unchanged.

The Mercedes E-Class and its predecessors have for more than 60 years, the "heart" of Mercedes-Benz brand and represent fundamental values such as safety, comfort, innovation, efficiency and quality. Mercedes thus offers the largest and most versatile product range in this market segment. With a power range of 100 kW / 136 hp to 378 kW / 514 hp exceeds the new generation of the Mercedes E-Class model, the existing program (90 kW / 122 hp to 350 kW / 476 hp) in any capacity and performance classes.

Dynamism and strength reflects the new generation of the Mercedes E-Class by a revised front design. Bumper mask and coolers are characterized by a striking angle. The famous four-eye face of the Mercedes E-Class evaluates in detail and equips the spotlights at the top with transparent louvers, which illuminated an attractive picture. As stand light come first white LEDs are used. By side skirts and rear bumper in the AVANTGARDE design reinforces Mercedes-Benz for all model variants additional component in the dynamic appearance.

The interior is the new generation model, inter alia by new attractive colours, a new four-spoke steering wheel with elliptical buttons and a new control of the standard automatic climate THERMA-TIC from the previous model. Even colors, upholstery and materials, the Mercedes designers new vote, in particular for the AVANTGARDE line, there are two new shades (cognac brown and beige Sahara), in conjunction with a black Headliners special accents.

With numerous innovations, the Mercedes E-Class in its market segment continues to be a pioneer in terms of passenger car safety: limousine and T-Model receive the standard preventive PRE-SAFE ® system, before impending accident reflexively protective measures for the driver and front passenger activated. This allows belt and airbag impact at best. PRE-SAFE ® 2002 was the first time in the S-class in series, and has since received numerous international awards.

Also standard NECK-PRO head restraints of the Mercedes E-Class sensor, and are working in a rear-impact millisecond quickly pushed forward to the heads of driver and passenger giving.

To avoid rear-Mercedes-Benz equips the new generation of the Mercedes E-Class with blinking stop lamps. They warn motorists at subsequent risk of accidents better than conventional stop lights.

Also, the safety of the occupants Mercedes E-Class has consistently developed. To meet limousine and T-Model the worlds toughest crash rules like the US-rear impact test with 80 km / h or the new American side crash test, the collision with a heavy SUV simulated. To date, the Mercedes E-Class as part of their ongoing security development around 330 crash tests completed.

As the world's first car, the new-generation Mercedes E-Class adaptive headlights, which the respective driving and weather situations and adapt to a significant increase in road safety.

The Intelligent Light System, which, at the request for sedan and T-Model is available, based on the bright bi-xenon headlamps and includes five different lighting functions: the new country road light illuminates the left lane edge brighter and more widely than the previous passing beam. This increases the field of view of the motorist by around ten meters; he can be in the dark other road users or obstacles earlier.

At highway lighting, which automatically from a speed of 90 km / h turns, a more evenly, up to 120 metres wide-ranging light cone, the roadway on its entire width said. The active cornering light, the Mercedes-Benz in the spring of 2003 for the first time in the Mercedes E-Class has offered, the Sindelfingen engineers developed and further improved. Another part of the Intelligent Light System is the safety at intersections and slow curve carriers increased.

Six out of ten engines of the new-generation Mercedes E-Class are new or further developments. They offer up to 60 kW / 82 hp more power and torque increased by up to 70 Newton metres. Nevertheless, the fuel consumption to moderate levels of the previous types: One in three Mercedes model with the "E" in the name plate consumes less than eight litres of fuel per 100 kilometres, the average consumption of all body and drive variants in the range of E 200 CDI to the E 500 is around nine litres per 100 kilometres.

The four-cylinder diesel engines of the models E 200 CDI and E 220 CDI, the Mercedes engineers optimized to the last detail. More than 90 components of the CDI engines or newly developed. The result of these measures is a significant step forward in terms of performance, torque and smoothness. However, with continued favourable fuel consumption of just 6.3 litres per 100 kilometres increases the performance of the E 200 CDI by 10 kW / 14 hp to 100 kW / 136 hp. The maximum torque is improved from 270 to 340 so far Newton metres. .

The new E 220 CDI develops a peak power of 125 kW / 170 hp and a maximum torque of 400 Newton metres. That is about 14 or 18 percent more than in the past. The fuel consumption remains with 6.3 litres per 100 kilometres (T-model: 7.1 l/100 km) remained favorable. Also, the new six-cylinder diesel engine in the E 320 CDI (165 kW / 224 hp) now provides even more torque: The maximum torque is increased from 510 to 540 Newton metres.

In the United States is the Mercedes E-Class with the E 320 CDI since 2004 the first diesel bid in the upper-class segment. From the model year 2007, Mercedes-Benz in the USA the first diesel production vehicle with the trend BLUETEC technology on the market, in particular, the nitrogen oxide emissions even further reduced. The future E 320 BLUETEC to be the cleanest diesel in the world, and 20 to 40 percent less fuel than comparable vehicles with petrol engines. In Europe prepares Mercedes-Benz prepared by the year 2008 BLUETEC in a passenger car model to be able to offer.

For gasoline engines of the Mercedes E-Class - dedicated engineers especially the engines with four and eight cylinders their attention. The four-cylinder 200 of the E COMPRESSOR achieved a 12.5 percent higher performance than before: 135 kW / 184 hp. At the same time, the maximum torque of 250 Newton metres.

At the top of the engine programme of the Mercedes E-Class will be available from mid-2006 the newly developed eight-cylinder from the S-Class with 5.5 liter capacity and 285 kW / 388 hp. It offers over the previous V8 a performance increase of 26 percent. The torque is 530 Nm with significantly - by about 15 percent - above the previous peak of the engine. Thus, the new E 500 sport wagon driving performance: The sprint from zero to 100 km / h in only the sedan 5.3 seconds and is 0.7 seconds faster than the previous E 500th

From the house of Mercedes-AMG is the new E 63 AMG, whose V8 aspirated 378 kW / 514 hp and a maximum torque of 630 Newton metres available. This is the E 63 AMG the most powerful Mercedes E-Class ever.

The new generation of the Mercedes E-Class also convinced by an even more mobile driving behavior. DIRECT CONTROL makes it possible: with this standard package of measures succeeded in the Mercedes engineers a remarkable progress in terms of driving dynamics, without the synergy of safety and long-haul comfort.

By around ten percent more direct steering speaks the Mercedes E-Class spontaneously on steering movements, but still gives the feeling of sovereign driving safety and driving stability. A newly developed spring camp handlebars can cross forces in turning on and make better limousine and T-model curves still neutral.

The new S-class Mercedes comes the braking system ADAPTIVE BRAKE, by the electronic control of the hydraulic dual-circuit brake new safety and convenience features. An automatic tire pressure loss Warner also belongs to the advanced features included in the new Mercedes E-Class.

Mercedes ML 63 AMG

With the Mercedes ML 63 AMG sets a new benchmark in the sports off-roader. With the 375 kW / 510 hp AMG 6.3-litre V8 engine is the new top model of the M-Class to the top in his competitive environment.

The Mercedes-AMG newly developed offroaders represents dynamism at the highest level, its exclusive equipment satisfies even the most demanding expectations. World Premiere celebrates the new model at the IAA in Frankfurt, the launch will begin in the second quarter of 2006.

Under the bonnet of the Mercedes ML 63 AMG, the heart of a powerful rated sportsman: The newly developed and 100 percent independent AMG 6.3-litre V8 engine implements an output of 375 kW / 510 hp at 6800 rpm and a maximum torque of 630 Newton metres at 5200/min. This is the new AMG power package of the currently strongest standard eight-cylinder naturally aspirated worldwide.

The combination of high-speed and large-capacity approach combines the better of two worlds: Rotary inspiring joy and vigorous drive at low speeds. From zero to 100 km / h, the AMG model accelerates in only 5.0 seconds, the maximum speed is 250 km / h (electronically limited).

Compared with the previous model ML 55 AMG with 255 kW / 347 hp and 510 Newton metres, the new Mercedes ML 63 AMG, a performance increase of 46 percent and 23 percent more torque.


The power transfer in the top M-Class model assumes an AMG SPEED-SHIFT 7G-Tronic automatic transmission with DIRECT SELECT selector. Three specially designed for the sporty performance unfolding of the AMG V8 engine. By switch in the center console selected programme the "S" (sports), "C" (Comfort) and "M" (Manual).

Sporty is also designed the permanent all-wheel drive of the Mercedes ML 63 AMG: in the best sense agility and cornering dynamics, the power of the rich AMG V8 engine in the 40:60 ratio on the front and rear axles. A stronger drive train ensures an optimal power transfer.

High cornering speeds, precise low side slope, while long-haul comfort enables Mercedes ML 63 AMG sports suspension based on AIRMATIC. The air suspension features Mercedes ML 63 AMG-specific struts and the specially tuned adaptive damping system ADS. A level of regulation lowers the body at higher speeds automatically. The contact with the road, 19-inch Mercedes ML 63 AMG light alloy wheels in a 5-spoke design.

The powerful design of the powerful off-roaders is characterized by the distinctive Mercedes ML 63 AMG styling with a front and rear apron, the Mercedes ML 63 AMG-specific radiator grille, wheel arch and darkened rear lights. The Mercedes ML 63 AMG sports exhaust system with two chrome-plated twin tailpipes underlines the strength and dynamism of the M-class, top model both visually and acoustically.

Sportsmanship dominated in the interior. For exclusive interior includes Mercedes ML 63 AMG sport seats, Alcantara inserts in the shoulder area, multi-contour function and seat heating, the Mercedes ML 63 AMG ergonomic leather sports steering wheel with buttons, Mercedes ML 63 AMG entry bars and stainless steel sports pedals with rubber pimples. Dynamic presents itself, the Mercedes ML 63 AMG instrument combined with separate letters, red pointers and 320 km / h speedometer scale.

Even in terms of security meets the highest requirements: For standard equipment includes forward-occupant protection system PRE-SAFE ®, the crash headrests NECK-PRO in the first row of seats, adaptive, two-stage airbags for the driver and front passenger, front side bags, window bags and belt retractors.