2011 Mercedes-Benz CL63 AMG

Miami's a giant concrete brothel; a municipal madame hosting sweaty assignations that pair every income with its choice of cruise, cuisine, club, narcotic or panorama. We were there on a quest for a quest, anxious Lancelots after a late night run in a Series II E-Type over the A1A – yes, the Vanilla Ice road – had turned into a late, late evening with two Spaniards and three Ecuadorians discussing the merits of Top Gear and flying to Bogota to learn Spanish.

That's when Destiny called. Not fate itself, but a ferociously alluring lass with a voice of such fine tenor we had to fight the urge to put the phone down and bow to it whenever she spoke. She requested our presence in Tampa, 271 miles away, and we could only credit fortune for the delivery of a 2011 Mercedes-Benz CL63 AMG for the purpose. It's the ultimate in modest-yet-graceful savagery (modest compared to the Bentley Continental GT), two tons of animatronic shark – a modern, mechanical Jaws – that would get us safely through the gators, hawks and sawgrass of the Everglades.

It turns out the predators were the least of it. First, we had to get out of the humid human swamp that is Miami.


The CL63 owns a spot of real estate as if its name should begin with "Great Pyramid of," substituting "CL" for "Khafre" or "Djoser." Brand considerations and its own sibling (the CL65 AMG) aside, only two other big, sporting coupes share the CL63's galaxy: the Bentley Continental GT and the Rolls-Royce Phantom Coupe. The CL63 slots between them in girth, being 11 inches longer and an inch taller than the GT, but 20 inches shorter and about six inches lower than the Rolls-Royce.

The styling revisions have rectified the long, timorous curves of the previous edition, and left the beautiful cut-line of the rear window that flows into the trunk unmolested. The AMG, though, was always of a finer cut. That hasn't changed here, the restyled face with a much-improved front bumper and headlight design, daytime LEDs and AMG's new quad-pipe fashionings and revised taillights giving away this year's contestant. Otherwise it's everything it was last year: nigh on 17 feet and 4,600 pounds of "Get the *%&@ out of my way. Now."

We settled in the cabin, on the other side of a hinged hatch the size of Greenland, thankful that the hinges now bore indentations. When this generation of the CL was introduced in 2007, it was noted that it hinges had no detents, allowing the door to be opened to any angle. That worked well if you were opening the door on flat earth. If the CL was parked on ground that tilted it along the horizontal, then depending on the slope you couldn't keep the door in a position other than closed or wide open. Not the look you expect to be sporting at the top of the food chain.

The theatrical start-up sequence is akin to Nostromo rousing to life at the beginning of Alien. Aglow in the dash cluster are symbols and pictographs for the Lane Keep Assist, Distronic cruise control, Attention Assist, engine temperature, fuel level, speedometer, tachometer, gear indicator and ECO mode, plus lights for the three different driving modes – Controlled Efficiency, Sport and Manual. Underlining all of that is the horizontal menu for the of Trip, Audio, Navi, AMG, Telephone and Options. We were grateful that we didn't need to constantly monitor all of this. Keep a bead on the steering wheel, accelerator and brake and you'll be fine.

The interior is appointed like the den of a modest magnate. There's nothing ostentatious in it – beyond its capacity and its very existence – an ample space with large fixtures minimally detailed in aluminum and chrome, otherwise slathered in cow. And yes, we mean 'cow;' leather is so thickly abundant that it probably makes living bovines nervous. Another luxury maker once told us "Our motto is 'Herds, not hides.'" In this car, Mercedes agrees.

Ample cabins often mean ample, cushy seats, which is another reason we appreciate the AMG over the standard car. Although the Dynamic Seating's inflatable bladders can help mold the thrones to your figure, we don't like them, and don't find them necessary in the CL63's already well-bolstered chairs.

There's a portable volcano at the front of the CL63, a Kilauea-with-a-driveshaft called the M571. It's a 5.5-liter "biturbo" V8 with 536 horsepower and 590 pound-feet of torque. Down in capacity from the erstwhile 6.2-liter naturally-aspirated engine, it's up on both power and torque by 19 hp and 125 lb-ft. It also hates the Earth slightly less than it did before, with fuel economy rising by 27 percent and CO2 emissions declining by 29 percent. With this engine, the big coupe joins the avant part of the garde that is the "AMG Performance 2015 strategy," the aim of which is to reconcile driving thrills with respect to Mother Nature.

A tiny comma of land called Watson Island Park is where we fired it up. Curling back onto Vanilla Ice Road and leaving a cruise ship in our rear-view to get across town, we quickly escaped the shuffleboarders and all the conceits of Puffy and Scarface and MTV and CSI and jesters who've taken their talents to South Beach. Miami proper is endless aisles of concrete and Florida palm decorated with abandoned lots, elevated highway, and a low line of lightly grimed buildings in a goulash of architectural styles.

And legions of jaywalkers.

Miami's population is said to be about 300,000. It seems half of them spend their time in the middle of the street – panhandlers, tourists, vendors, troglodytes, jaywalkers, carnies – the other half in their cars driving at speeds that have nothing to do with the posted limits. On top of that, right lanes become mandatory turn lanes without warning, and left turn lanes are so short that traffic often backs up into the main drag. Point being, you need good reflexes, and the CL is graced with them. Ample travel in the throttle pedal lets you control the V8 judiciously, and graciously modulated eight-pot calipers on 15.35-inch discs up front (14.4 inches in back) control the mass just as well.

About the only uncivil urban manners we discovered were when driving in Controlled Efficiency mode, the official title of the Eco setting that stresses better MPGs with early shifts and softer accelerator response. One of its features is a stop/start system, never before seen on an AMG, and we were ignorant of it. At the first stop light the engine cut out and our immediate thought took less than a millisecond to conjure and digest: "I'm about to be the biggest clown in South Beach, stuck at a light in a $180,000 car." Then we took our foot off the brake, and presto, the twin-turbo fired right up. That meant we were only the biggest clown inside the car. The bigger issue, though, is that it's hard to rouse 536 horses without a commotion – every time the engine comes to life, the whole car shakes. If nothing else, it lets you know the beast is alive. Oh, and when it shuts off it can take the edge off the air conditioning, the kind of sacrifice you don't always want to make in a place like Florida. Leave it in Sport or Manual and stop/start is deactivated.

The Tamiami Trail begins in a nondescript section of town full of concrete lots, sign companies and the kinds of hotels where you go to get chained up in a bathtub and have your legs amputated by cokeheads with chainsaws. However, this inauspicious plot of Americana is home to the original Uncle Tom's Barbecue and its "Big-Chickenpork." Time would not allow us to sample that most Floridian of feasts, but it's clear that duty will force us to return.

When the Trail gets its suburbia on and opens up, the M571 will come out to play. Looking in the direction of Bentley, at idle and under non-emergency throttle there's simply a constant, low grumble, as if there's an earthquake happening in the next state or someone's running a Harley in the trunk. Switch over to Sport and step on the long pedal – even with tauter reflexes, you really are required to step on it – and 5,499 pounds of The Occident Express will run to sixty in 4.5 seconds, tires skipping and chirping the entire way.

If you're already on the go and make a call to the engine room, the coupe doesn't betray any turbocharged buck or kick; it drops down followed by a vociferous bellowing out back – imagine The Incredible Hulk as a butler. The rush unfolds and then you're singing Snap's, "I've got the power!" With 5,500 pounds moving at a sub-five-second charge, it's urgent enough for you to feel every contour of the seat.

It was in that twin-turbo mood that we reached the Everglades, a great gray whale breaching SW 187th Avenue and sploshing into the murk; red-tailed hawks overhead, cypress, sawgrass and mangroves on either side, gators below.

Few are aware, but the Everglades is not a swamp. It's a river. Headwaters are at Lake Okeechobee, all of fifteen feet above sea level, but high enough to get the water to move a foot-and-a-half a day into Shark Valley, where freshwater meets the sea. Slow, yes, but still fast enough to be a river.

Traffic through the Everglades is sedate as well, two lanes and on this day appreciably light. Even though we had obligations elsewhere, we did stop to take in several sights. After all, this chunk of green on America's fingernail is where ancient Spaniards thought they would find the waters to cure mortality, instead finding death-dealing shenanigans of every stripe. All trace of the Spaniards had been effaced, leaving just airboat rides at Buffalo Tigers' and Osceola Panthers', catfish filet, gator tail, frog legs, the Miccosukee Reservation advertising "Alligator Demonstrations," and most wonderful of all, The Skunk Ape Research Center. Go there. It's incredible.

At one point we turned left down a dirt singletrack. The CL's Active Body Control (ABC) ate up this bit of roughage, sequestering us from the sharp, high-frequency peaks even though we were probably traveling a little faster than one ought. Nevertheless, this same ABC would, in another scenario, cause us to shake our heads to the tune of 'Oh la la.' In a different CL63 AMG in California, testing the Manual setting on canyon roads (we doubt there are two sharp, connected curves in all of Florida), the ABC is so good at keeping the car composed that it can dull your visceral sense of danger until you plunge into a corner at an unforgivable speed.

The CL isn't the only car so equipped; it's usually done on the kinds of battleships that will never really be driven in that manner, and there are so many electro-aids included here that you really would deserve a plunging, fiery death if you did push it too far. But nota bene, this is a big car with excellent reflexes. It will follow the well-charted line with the eye-opening alacrity and agility of a rhino, but a rhino is not a cheetah, and the CL, even with its Direct Steer (which is a mechanical, utterly simple and excellent setup) and torque-vectoring brakes, is not a sports car.

Back to that singletrack. We know a Floridian who has a pond in back of his house that's regularly visited by gators. He told us that if you try to get close to them they'll run away. That's probably true. However, we got out for a photo op of the CL and after the third snap we heard the sound of reptilian armor guided by a peanut brain making an enormous splash into the canal beside us. When that happens, your urbanite instinct is not to think, "That's a twelve-foot dragon with six million teeth trying to get away from me." Your first reaction is to jump thirty feet in the air, land on the car, climb in through the sunroof, and wonder how good the CL is as a battering ram.

Exiting the Everglades and running up the west coast's I-75, we found highway driving to be the perfect environment for gizmotronic assistance, as well as a noticeable bit of tire and wind noise. Stray across dotted white lines and the Lane Keep Assist will gently vibrate the steering wheel. Stray across the solid yellow line separating the shoulder and the system will apply the inside brakes in an effort to pull the car back into the lane. It was the same with Blind Spot Assist – try to pull into another lane when a car was there, and the CL would work its brakes to restrain your barging intentions. Unnoticed was the crosswind stabilization, part of the ABC that alters wheel load distribution and kept us from having to saw at the tiller during some unusually windy sections.

The Attention Assist keeps track of 70 parameters, and we must have violated a fair percentage of them. Florida has no law against using a phone handset while driving, but on the two occasions we used the phone – while wearing sunglasses – Attention Assist would chime and the coffee cup icon would appear in the dash.

It was an easy run into Tampa made even easier by the CL's supertanker fuel capacity: the tank holds 23.8 gallons, so 400 miles at highway speeds isn't an issue. Filling up at $4.75 per, well, if that's where your mind goes then this isn't the car for you. If you must know, the CL63 returns 15 mpg in the city, 21 on the highway and 17 combined according to government figures, a healthy overshadowing of the 11/18/14 of the 2010 model.

We hadn't slept yet and thought we might grab a refreshing forty winks by the side of the road along with other weary, parked travelers. It was here we found that the CL passes The Authorities' Big Baller test: We awoke to a sheriff tapping on the window, requesting our identification and wanting "to make sure you're all right." Then, while his partner ran the particulars, he asked repeatedly, "Damn. How do I get me one of these?"

Lesson learned, we got on the move and it was with a little time to spare that we pulled into St. Petersburg. We knew we wanted to be by the Sunshine Skyway Bridge, but aware we wouldn't be there long we settled on an evil looking hotel with a kindly proprietor; the kind of musty dead end found in some deleted scene of No Country for Old Men, and where you're as likely to get stabbed in the face as you are to get a day's rest. Ringing the bell in the fortified cell of a lobby, we were greeted by a gent in a soiled tank top – wifeus beaterus – who looked at our suit and our $180,000 car and asked, "What do you want?" We said "A room." He said "$35." We paid cash, then pulled into the courtyard.

Backing into a space, we proffered the CL's Bismarckian-wide ass to the gentleman watching a B-movie in the adjacent room. How do we know it was a gentleman? Because he got up from his film to stand at the window, stone-faced, and watch us unload the trunk while we tried to imagine what he'd look like as he stabbed us in the face.

We'll credit God's grace, and sleeping with one eye open, for not letting that happen. The upshot was that we awoke to enjoy the CL's continued company, and a date with Destiny (you knew that was coming eventually). The CL63 AMG is everything you'd expect of a car costing $177,000 before options, except for perhaps the badge. To those who know, the CL63 delivers on the promise of a big coupe better than anything else short of that Continental GT or two-door Phantom, but does so without 'baller' and MTV associations in the former case, and without the "I eat gold bullion for breakfast" connotations of the latter. Having been bigger fans of the previous generation – which we still find more beautiful – it is a pleasure to report that we were not disappointed.

Source: Autoblog

Read More

World's oldest running car fetches $4.6 million at auction

The world's oldest running car, an 1884 De Dion Bouton Et Trapardoux Dos-A-Dos Steam Runabout, made history Friday, fetching $4.62 million at RM Auctions' Hershey, Pennsylvania event. Before a packed house, the 127-year-old ride quickly eclipsed its $500,000 starting bid.

By the time the dust had settled, the gavel fell at $4.2 million. The final price included a ten-percent buyer's premium. The crowd began applauding as soon as the car crept onto the stage and the enthusiasm didn't wane until well after the sale.

The Runabout had been in the same family for 81 years prior to the sale, and is one of six De Dion tricycles known to still exist. A total of 20 of the three-wheelers were built. When new, the trike had a top speed of 38 mph and a range of 20 miles on one tank of water. The vehicle that sold last night was the only car to show up for the world's first auto race, where it averaged 16 mph over a 20-mile course.


Source: Autoblog

Read More

2,700-hp, $1.7M Corvette-inspired superboat is glorious lunacy

There is no replacement for displacement, whether you're on the road, in the clouds or bursting across wide open water at 180 mph. That's exactly what you could do if you had a cool $1.7 million laying around and felt like making the 2012 ZR48 MTI your very own. The boat features a pair of 1,350-horsepower turbocharged Mercury Marine V8 engines strapped into a carbon fiber hull. That's all run-of-the-mill tech for the superboat crowd, but what sets this craft apart from the fleet is its complete Chevrolet Corvette interior.

Why transplant the worst part of one of the best performance buys in the automotive market into your million-dollar boat? Probably because you can. That, and odds are you won't be relaxed enough to look anywhere but down the bow when this machine is at wide open throttle. The ZR48 MTI features seating for six and a spiffy custom trailer designed to haul the craft on its side (the machine is too wide to be transported right-side up). Check it out in our gallery, then head over to Tennessee's Pier 57 for more information.


Source: Autoblog

Read More

2011 Mercedes-Benz ML63 AMG

How AMG Does Suburban Winter Assault

No one needs a 503-horsepower SUV capable of 155 miles per hour. In the real world, the 2011 Mercedes-Benz ML63 AMG makes no sense whatsoever. But you want one all the same. We understand.

All it took was one glance at its massive tailpipes out back for us to fall in love. The ML63 is fitted with equal parts absurdity and brilliance, and almost immediately, our minds filled with images of blasting the AMG SUV along the snowy roads of southeastern Michigan, its 6.2-liter V8 bellowing at full volume, ricocheting off the concrete overpasses looming above metro Detroit's Interstate 696.

Senior editor Damon Lavrinc appropriately described this behavior as "suburban winter assault," but as we found during our week-long winter test, the ML63 AMG is perfectly equipped for battle no matter the weather.


In all honesty, the ML is a rather ugly thing, particularly in front. Mercedes-Benz stylists haven't translated the brand's design language to their mid-size utility as smoothly as the larger GL or smaller GLK, and we'd still prefer to look at a BMW X5 – particularly the M variant, or the markedly improved new Porsche Cayenne. Adding the bulgy AMG bits gives the ML more presence on the road without being as overtly snarly as its BMW or Porsche competition, but it's more imposing than attractive.

We're partial to the five-spoke, 20-inch AMG alloy wheels wrapped in Pirelli Ice & Snow 295/40-series rubber. Even more than the large wheels and wider fender flares, the giant exhaust tips look fantastic, giving the ML63 a sense of performance presence from the back end, and the sound emanating from them is pure big-bore bliss.

Overall, the M-Class design is simply growing a bit long in the tooth – a problem that will no doubt be fixed when the next-generation ML shows its face in the next year or so. We've seen plenty of spy shots of the new M out testing, and even when covered in camouflage, it's obvious that the subtle styling tweaks Mercedes has planned should do wonders for the exterior. The awkwardly shaped headlamps get a much-needed smoothing, and the taillamps grow in size, expanding onto the rear hatch. We anticipate good things, especially when the AMG team gets its hands on the refreshed 'ute.

The biggest change for the new ML63 is an expected heart transplant – the naturally aspirated 6.2-liter mill should give way in favor of the automaker's new 5.5-liter twin-turbocharged V8. Sure, the new engine is more powerful while offering improved fuel economy, but we're really going to miss the current free-breathing setup, particularly the noise it generates while swinging to the far right side of the tach.

In the current ML63, the 6.2-liter V8 pumps out 503 horsepower and 465 pound-feet of torque – plenty of push. To compare, the BMW X5 M's 4.4-liter twin-turbo V8 is good for 555 hp and 500 lb-ft of twist, and the dearer Porsche Cayenne Turbo offers 500 hp and 516 lb-ft. This whole segment of overly powerful SUVs is awesomely absurd, and as much of a honey as the current AMG unit is, the new powerplant ought to make the ML63 more competitive with its insane contemporaries.

The ML63 AMG doesn't do slow, and that's immediately noticeable off the line. Mercedes-Benz states that its 5,093-pound, all-wheel-drive utility vehicle will run to 60 miles per hour in just 4.8 seconds – one-tenth of a second quicker than a Porsche Cayman S. The AMG Speedshift seven-speed transmission is a perfect match for the naturally aspirated V8, firing off shifts with genuine quickness, with the paddle-shifters providing a level of haptic feedback better than most flappy paddles on the market. On many occasions, we found ourselves manually clicking down through the gears while decelerating to a stop, letting the revs peak close to the 7,250-rpm redline. The engine's sound is just that good, fuel economy be damned.

Speaking of fuel economy, the ML63's numbers are, as you'd expect, absolutely horrific. If you're on your best behavior, the AMG crossover will return 15 miles per gallon on the highway, 11 in the city. Us? We frequently saw single-digit mileage numbers. Adding up our data resulted in a 12.3-mpg as-tested figure. No matter. Nobody looking in this segment is remotely worried about efficiency and any concern for fuel economy is obliterated the moment you open the AMG brochure.

The combination of our tester's Pirelli winter shoes and 4Matic all-wheel drive resulted in a people mover that was perfectly suited for winter driving fun. The back end easily kicked out during turns at intersections, even under light throttle, but the traction control obediently pulled things back in line, and we never had an issue controlling the ML63 – even in thick patches of snow and ice. If you get this thing in the deep snow, be firm on the throttle and in nearly every circumstance, you'll have no problem powering through the slushy stuff.

There's a strong tendency for all four wheels to spin upon takeoff in the snow and ice, but the ML63 never feels unwieldy in low-traction conditions. We never once felt like we had too much power, or that the throttle was too sensitive for winter commuting. And while the AMG is best suited for driving quickly, it's extremely capable in the snow. We'd definitely prefer something with more ground clearance like a Jeep Grand Cherokee if we had to deal with larger accumulations of snow and ice, but for the occasional blizzard, the ML63 is both comfortable and capable while still willing to partake in a bit of hooliganism when provoked.

On dry pavement, the AMG is simply a hoot. Its Airmatic-based AMG sport suspension uses adaptive damping to control ride comfort over a variety of road surfaces, and body roll is damn near nonexistent – a good thing, considering that the ML is a top-heavy SUV. However, we wish the steering were more dialed-in to suit the 'ute's performance proclivities, and while we're glad Mercedes has fitted the ML63 with a thicker, smaller-diameter steering wheel, we'd gladly welcome some more feedback at turn-in. Overall levels of steering feedback aren't bad while turning, but it isn't nearly as precise as the X5 M's setup.

From behind the wheel, we can't help but notice how the ML's interior – much like the exterior design – looks a bit out-of-date. The instrument panel still looks fresh, and we like the aluminum trim and AMG-specific gauges, but things like the center stack are dearly in need of an update. It's odd to say, but with Mercedes-Benz's COMAND system on hand, we prefer the large knob on the center console to control all of the functions rather than the hard buttons below the screen. COMMAND is far from our favorite modern-day infotainment systems, though it's still less finicky than what you'll find elsewhere in the luxury set.

The rest of the center stack is easy to operate, with two large dials controlling interior temperature with clearly labeled buttons in the middle to direct things like fan speed, heated/cooled seats and suspension settings. We're eager to see how Mercedes-Benz incorporates its newest interior refinements into the ML – something along the lines of what we find in the E-Class would surely do the trick.

Overall comfort is still top-notch, and we have to tip our hat to the AMG sport seats fitted in the ML63. The perforated leather chairs are immensely comfortable, and with power adjustment for lumbar and side bolstering, it's easy to get a seat right where you want it. We took the ML63 for a couple of long drives through the winter sludge with no complaints to speak of. Visibility from all angles is good, and the cabin remains quiet even at higher speeds. Not too quiet, though – we had no problem hearing the growl of the V8 during instances of hard throttle.

While there's no lack of awesomeness to the ML63 AMG package, we simply can't fathom the idea of shelling out our hard-earned cash for one. In the real world, go-fast SUVs like this, the BMW X5 M or Porsche Cayenne Turbo don't make any real sense. And while we wouldn't shake our heads at anyone who buys one, we know that our coin – $94,125 as tested – can be stretched a lot further. Spend $60,000 on a C63 AMG for the dry season and use the remaining $34K to get yourself a fully loaded Subaru WRX hatchback for winter (with change to spare!). But if you do insist on going for pure absurdity, just get Merc's own G55 AMG and call it a day. That'll rock your world, but the ML63 should still do nicely.

Source: Autoblog

Read More

2012 Mercedes-Benz CLS550

Mercedes-Benz has a long history of setting trends, which includes being the first company to develop technologies we take for granted today, like traction control systems, airbags and anti-lock brakes. It also kicked off the trend of propelling vehicles with motors, having built and sold the first automobile back in 1885. But it's not usually known for setting styling trends, which is exactly what the company did when it launched the CLS-Class back in 2004.

Despite four doors staring you right in the face, the CLS was officially dubbed a coupe by Mercedes because of the car's sleek coupe-like roofline. Semantics aside, it kicked off an entirely new segment of four-door coupes with its new, artful approach to transporting four people. Just like a fledgling industry followed the Benz Patent-Motorwagen's arrival in 1885, the arrival of the CLS created an entirely new class of vehicle.

Having started the trend, Mercedes gets to show us how it will evolve, and the 2012 CLS550 does just that. It's job isn't just to steer this trend away from becoming a fad, but also fend off a growing number of automakers who wish they had thought of it first.
The first-generation CLS was widely considered a beautiful design, almost shockingly so compared to how the brand was shaping its four-doors back in 2004. If you're a fan of that original design, you probably wouldn't have minded if Mercedes left the exterior alone. Alas, seven years is a long life cycle for any product, and Mercedes can't be faulted for putting pen to paper. The question is whether or not its designers succeeded in making the new CLS more attractive than the old one.

The Autoblog team is not unanimous on the answer. There's no one among us who believes either generation is punishment on the eyes, and so either opinion can be held without considering the other side a bunch of tasteless boobs. Your author, however, finds himself on the side of Team First-Gen, so I'll do my best to explain why I think the original is still the better looker of thee two sedans, err... coupes.

Let's start with some analogies. The first-generation CLS is like a man wearing a fitted tuxedo: formal, sharp and clean. The second-gen CLS is like Lou Ferrigno after he beat up the first man and put on his tuxedo: bigger, bulging and intimidating. Now let's get more technical. From the side, the first-gen CLS is expressed by two basic strokes of the designer's pen: an elegant arch for the roofline and a subtly bowed crease that runs from front fender to taillight above the door handles. The second-gen CLS retains the arching roofline, but is growing a crease farm on its doors. The first-gen's simple single line has been replaced by upper and lower ones that start at the front wheel and get closer together as you move rearward, and a third crease bends over the rear wheel to create a flared fender into which the first two end. Together they create a concavity across the doors that makes the rear fenders look even more pronounced. Coupled with a near vertical grille and taller hood, the second-gen's look is more convoluted and just a bit too butch.

The aesthetic, however, happens to fit, because if you didn't know, Mercedes-Benz makes muscle cars. Its V8s make us swoon, even the ones not stamped with the letters A-M-G. Known for their large displacements, high horsepower and bellowing exhaust tones, these engines – the 5.5-liter and 6.2-liter AMG specifically – are on their way out across the brand's lineup. Sad as we are to see them go, new emissions and fuel economy standards, not to mention gas prices, make it a must. Their replacements are two new smaller V8s – a 4.6-liter for 550 models and a 5.5-liter for AMG versions, both featuring twin turbochargers and direct injection to replace the lost displacement (it can be done!).

The new CLS550 retains its nomenclature despite housing the new 4.6-liter V8, which while smaller in size produces 402 horsepower at 5,000 rpm and 443 pound-feet of torque at a low 1,800 rpm – big improvements over the larger 5.5-liter V8 it replaces, which continues to make 382 hp at 6,000 rpm and 391 lb-ft at 2,800 rpm in other models. The new engine is also significantly more efficient, with improvements of three miles per gallon in the city and four mpg on the highway for new scores of 17 city / 25 highway. We actually experienced a fuel consumption rate in the high 20-mpg range during a long highway trip, which is exemplary for an engine making 400+ horsepower. This new V8 is one area where we're all playing for Team Second-Gen.

The interior, likewise, is a big improvement, though mostly in the area of materials, which are of a higher quality than the first generation, especially the convincing metal air vents. Ergonomically the cabin looks like most other Mercs, and even much like last year's car with just the elements rearranged. The seven-inch navigation screen has been moved to the very top of the center stack, replacing a pair of vents that now appear below the screen and flank a tasteful analogue clock. The climate controls, which used to be near the top, are now at the very bottom, though laid out in the same way as before with dual rotary knobs and easy-to-press buttons. There's also a new, larger 4.5-inch circular display in the center of the speedometer that gives you access to most of the vehicles high-tech features and functions. Navigating the menus is simple via steering wheel-mounted controls, and there are a lot of them that let you to do everything from change the color of the interior's ambient lightning to turn off the traction control system.

Conspicuously absent is a gear shift of any kind to move the car's seven-speed automatic transmission from P into D. In its place is the COMAND system control knob that operates the navigation, audio, phone and various other vehicle systems. Whether or not you like it depends largely on whether you prefer touch-screens to controller-based interfaces, but we were able to figure it out without cracking a manual and the knob falls to hand without taking your eyes off the road.

This begs the question, how do you put the seven-speed transmission into Drive? By using one of three stalks sticking out of the CLS' steering column. The gear selector stalk is on the right side by itself, and using it brings back memories of the column-mounted shifter in my dad's old truck. It's all digitally controlled now and lacks the mechanical feel of the old days, but the muscle memory of reaching up and pulling down to get in gear is still there. The two left-side stalks, meanwhile, are a bane of modern Mercedes interiors. The smaller one on top controls the adaptive cruise control system, while the bottom one does turn signals and headlights. Most people, however, will instinctively grab the top stalk by accident when signaling a turn. Mercedes has finally begun fixing this problem by switching the stalks' positions beginning with the 2012 ML-Class. Unfortunately, the also-new 2012 CLS missed the cut.

The new CLS gets higher marks for its Active Multicontour Driver's Seat. In addition to the standard 14-way seat controls near the door handles, this $660 option adds another set of controls between the driver's seat and center console that adjusts lumbar supports, side bolsters and shoulders supports, as well as activates a massage function for working out the kinks on longer trips. It also adds active side bolsters that, when activated, dynamically move in to keep you from sliding during turns. They come in handy on sweeping turns, especially highway exit and entrance ramps, where lateral g-forces can last longer. However, we wish the system didn't respond below a certain speed; who wants their sides pinched when they're prowling for a parking spot?

A fancy driver's seat is just one of many stand-alone and packaged options offered for the CLS550, which starts at $71,300 with an $875 destination charge. This particular model tops out at $84,545 as tested, which is a big difference, but not so shocking when you see what you get. For starters, the CLS comes with the $4,390 Premium 1 Package that includes popular options like a rear-view camera, iPod interface, heated and cooled front seats, keyless entry and a power-closing trunk. Its best component, however, is the world's first pair of all-LED active headlamps on a production car, an honor shared with the 2012 Audi A6 that also offers a set.

Next up is the Driver Assistance Package for $2,950 that includes Active Blind Spot Assist, Active Lane Keeping Assist and Mercedes' adaptive cruise control system called DISTRONIC PLUS with PRE-SAFE Brake. Many cars today have warning systems to alert drivers when they drift out of a lane, but the Mercedes system gets into the game by actively braking the opposite side of the vehicle to bring the car back between the lines. The adaptive cruise control is also at the head of the class for being able to apply full braking force and bring the CLS550 to a complete stop if needed. Our tester is also loaded with the Wheel Package for $760 that adds 18-inch AMG five-spoke wheels, an AMG steering wheel and a manual mode for the transmission, as well as stand alone options like the PARKTRONIC auto-parking system ($970), split-folding rear seats ($440) and rear side airbags ($420).

The last bit of bleeding-edge tech in our tester is the Night View Assist PLUS system, which is the most expensive stand alone option at $1,780. More of a showpiece to impress the Joneses, it uses infrared beams to display a black-and-white high-resolution video feed of what's ahead of you in the dark. It can even identify people and highlight them. The feed appears in the nav screen, so you have to avert your eyes from the road to watch it, but it does work as advertised and might come in handy if a jealous Mr. Jones takes a baseball bat to your all-LED headlights. Watch the Short Cut video above to see it in action.

All of those options are nice, but what about what's beneath them? First and foremost, the CLS550 is a luxury car of the highest order with an AIRMATIC semi-active suspension that supports a three-link independent front suspension and multi-link rear. There's no slop in the ride, body motions are controlled and you can dial in the system even more by choosing either Sport or Comfort mode. We wish the Sport mode were a little more aggressive, as body lean remains distinctly noticeable even with it on. We have no qualms with the electromechanical power-assisted rack-and-pinion steering, and the 14.2-inch front brakes clamped by four-piston calipers and 12.6-inch rear discs with single-piston calipers make stopping this 4,158-pound four-door a drama-free affair.

What's curious about the new CLS550 is that it's still a muscle car putting on airs. Every electrical nanny is there to keep you and the 402-hp V8 in check, and with all of them turned on, there's a thick buffer keeping the two of you from collaborating. We found the transmission and traction control system to be the most oppressive. The transmission does give you three shift modes: Economy, Sport and Manual. Shifts happen early and often in Economy mode, while Sport mode gets the transmission moving quicker and holding gears longer, and Manual mode takes advantage of the paddles on the back of the steering wheel. We suggest the latter for what feels like the quickest shifts, but chances are you'll spend the most time in Economy mode where the car is most efficient, and in this mode, the CLS550 feels like a race horse that isn't allowed to leave the gate.

The key to flexing the CLS550's muscle is activating the Sport suspension and Manual transmission modes and turning off the traction control system (along with all of the other nannies that beep and flash). With those steps taken, the CLS550 feels more like something from Mopar than Mercedes, willing at a moment's notice to paint the pavement with rubber. After experiencing the CLS550 this way, the manufacturer's claimed 0-60 mph time of 5.1 seconds becomes much more believable. And though the new 4.6-liter doesn't sound quite as deep and rich as the last generation's 5.5-liter, it still burbles and vibrates more than the eight-cylinders in most other luxury cars.

And maybe that's because the CLS550 just isn't a luxury car, or at least doesn't want to be with such a strong, athletic engine. So much effort goes into subduing the V8 that Mercedes could have just as easily offered a V6-powered model, a CLS350, that wears the luxury moniker more willingly while also being more efficient. Maybe we'll soon see one here in the U.S., not to mention a diesel-powered BlueTec variant. Europeans can already have their CLS any they want it, so hopefully it's just a matter of a suit somewhere saying 'yes.'

Even with a split personality, the second-gen CLS is superior in almost every way to the original, maybe every way if you prefer its design. And like every trend setter, it's now surrounded by variations on the theme – some quicker, some sexier and some more serene. Mercedes, however, has successfully kept the CLS their target, and thanks to this wonderful engine, it's a moving one.

Source: Autoblog

Read More

1989 BMW Z1

We had ventured out to California for a BMW event tied to the huge Pebble Beach Concours d'Elegance, and there it sat, unapologetically sassy. It was there and then that we decided it was time to finally drive one of BMW's ultimate curio cars, the plastic fantastic Z1 built between 1989 and 1991.

Officially, 8,000 examples of the Z1 were made, nearly 6,500 of them sold in Germany. No Z1s could be imported through normal channels to the United States due primarily to the car's side-impact crash capabilities – or, more to the point, incapabilities. The 154.4-inch long Z1 was built on a somewhat dedicated chassis using significant bits from the E30 325i. Under full load (as we tested it here with driver, a passenger, all fluids and a bit of luggage), the 167-horsepower Z1 is a little porker at 3,200 pounds. But, you know what? It didn't much matter, because we drove nearly 200 miles in this well-intentioned albatross, and it provided a totally unique driving experience. Having said that, while we are proud to have finally had the opportunity to pilot the Z1, we are quite okay with the fact that we'll probably never do it again.

Before hopping aboard, we were certain that the Z1 would drive like a plastic-y stiff-shelled prototype. That was the first surprise: it didn't. The ride and steering were really well dialed-in, with only a little neutral play in the steering wheel on-center. Bumps were handled surprisingly well, with even the roadway weather-stripping in curves only minimally disrupting our trajectory. General stability at even the fastest speed we drove (around 100 mph) was exactly as we'd expect from a perfectly maintained 325i coupe. Midway through the drive, we took a closer look at the odometer and verified an unbelievable total of just 10,000 kms, or just over 6,200 miles. No wonder it drove like new.

The identifying eccentricity of the Z1 is its two plastic doors that open by electro-hydraulically lowering into the sills and beneath the glued-in passenger tub. There is no question that this is a tremendously cool feature, no matter what one thinks of the design. The descent of the 37.4-by-12.6-inch synchronized doors and windows takes around five seconds, while closing them takes maybe seven seconds. Of course, if we had only this one shot at a long Z1 drive in this life, we certainly weren't about to do it with the doors or roof up, better judgment be damned.

With a flat composite plastic underbody panel, a distinctly slippery wedge theme and various vents and diffuser treatments to aid airflow, the Z1 was meant to be a future-tech aerodynamic champion, but it only mustered a 0.36 Cd with its doors and cloth roof up. Roof down, that coefficient of drag climbs to 0.43. Roof and doors down, it felt like the Cd worsened by a hurricane-like factor of 10. It was clear that fully open, the Z1 should never be driven north of 70 mph. Make that 60 mph, just to be certain of not permanently rupturing one's ear drums due to buffeting. Next time, if e'er we be so lucky, we'll keep at least the doors up like sensible folks should at highway speeds.

The Z1's aerodynamics were a source of unending exploration at speed, too. For some reason beyond comprehension, the wind on the right side of the cabin was truly hurricane-like, while on the driver's side, it was merely a tropical storm. As passenger, if we braced our right hand on the door sill firmly and held our arm in a certain elevated position, the buffeting was cut roughly in half. It also helped to lean our upper body in toward the middle of the cabin, practically snuggling up to the person at the helm. Sit normally in the passenger seat, however, and the hurricane returned. Maybe the presence of the steering wheel alone, plus the position of the driver with both arms up, makes all the aero difference on the driver's side.

This M20B25 12-valve single overhead cam 2.5-liter straight-six engine sounds so good in the E30 3 Series with its solid-roof acoustics and all, but in the Z1, its sound under spirited acceleration is much less satisfying. The leaden powerplant with 164 pound feet of torque at 4,300 rpm just keeps pulling, though, and it was clear that in fifth gear, the Z1 was more than willing to take the party right up to its 137-mph top speed, ears and sanity willing. Under the Z1's severely sloped, light-as-a-tissue plastic hood, the M20 needed to be tilted 20 degrees onto its right side in order to fit.

To complement the E30 3 Series front axle, the Z1 was one of the first Bimmers gifted with a then-new multi-link rear axle suspension structure, referred to at that time as a Z-axle. Between this really fine ride and handling and the not original 16-inch Yokohama ES 100 tires, we were sure that we were having the best possible Z1 experience ever.

The Getrag five-speed manual gearbox is one of the automotive world's perfect tools, in its time a revelation of shifting precision and smoothness. Though the pedals would need a little work before enabling consistent heel-and-toe downshifts, it's the mechanical silkiness of that gearbox that so much sets the tone.

Roof and windows up, the Z1 doesn't actually look half bad. We were anticipating some atrociousness (There had to be a reason why we had never seen a single photo of a Z1 totally shut.), but this was not the case. One final benefit of the Z1's form with all things down and open wide is its total lack of blind spots. Yes, there is a lot of head-checking to the sides necessitated by the strange lack of a rearview mirror, but we were comfortably able to see absolutely everything going on around us.

The cabin is basically a late-80s 3-Series cabin, with the exception of a pair of heavily stylized and supportive sport seats. The iridescent material used on these purple-teal chairs must have looked like they were from the latest Duran Duran album cover by Patrick Nagel at the time, but they look truly awful today. We also have a sneaking suspicion that the Z1's slightly mismatched dial instruments, excluding the tach, were taken from BMW's motorcycle parts bins, though no one can confirm this.

So, we did it, had literally a blast, and we've filled an important gap in our automotive history resume. The next somewhat similar roadster to follow our Z1 was the 1996 Z3, and thankfully, it was a far more popular and less plastic machine than the oddball Z1. The current book value for a cherry low-mileage Z1 such as the one we tested from BMW's Spartanburg, South Carolina, museum maxes out at around $40,000... if you can find one.

Source: Autoblog

Read More

2011 Alfa Romeo 4C Concept Shapes with Fluid & Liquid Pigment Combined with Base Creates Silvery Reflecting Effect

Alfa Romeo 4C Concept is “Ambassador DNA Technology”
Unveiled in a world premier at the Geneva Motor Show last April and voted “Most Beautiful Concept Car of the Year” by the readers of the German magazine, Auto Bild, the Alfa Romeo 4C Concept exhibited in Frankfurt is distinguished by a new and exclusive “Fluid Metal” exterior colour. This new livery, like a sheet of forged metal, perfectly fits on the 4C Concept shapes with a fluid and liquid pigment that combined with the base creates a silvery reflecting effect and by dynamically running down the sinuous line of the car enhances its force and technicality.
Planned to go on sale during 2013, when it is set to reinforce Alfa Romeo’s global growth plan, starting today this compact “supercar” is “Ambassador DNA Technology”, or ambassador of the engineering heritage that distinguishes the Alfa Romeo vehicles of today and tomorrow, representing their most advanced level.
In fact, the performance and dynamics of the 4C Concept car are enhanced by transferring the perfect equilibrium between pleasure and thrill of performance with the awareness of efficiency and active and passive safety to the daily driving experience.
The concept presents the formula of the two-seater, rear-wheel drive coupé with its central engine, a length of approximately 4 metres and a wheelbase of less than 2.4 metres. These dimensions on the one hand emphasise the car’s compact attributes while also accentuating its agility on the other. Distinguished by its clean and graceful lines, the same principles are also applied to the inside, with the Concept’s specific trim level, maintaining features and devices which more directly reflect the car’s sporting spirit.

The Alfa Romeo 4C Concept uses technology and materials derived from the 8C Competizione – carbon, aluminium, rear-wheel drive – and technology from Alfa Romeo models currently on sale: the 1750 turbo petrol engine with direct injection, the “Alfa TCT” twin dry clutch transmission and the Alfa D.N.A. selector for dynamic control of the car, in short all the best of the Alfa Romeo DNA Technology.
This vehicle quite simply screams Alfa. Its sports car soul creates a unique driving sensation, both on the road and when racing, where its velocity and transverse acceleration become even more demanding.
Born from the experience acquired through the Alfa Romeo 8C Competizione and 8C Spider models, the new concept car shares its rear-wheel drive with the exclusive supercars as well as its philosophy based on achieving maximum driving pleasure and the proverbial Alfa Romeo road handling. This is an objective which the 8C Competizione and the 8C Spider pursue mainly through their increased power, while the Alfa Romeo 4C Concept follows the route of limited weight, made possible by extensive use of carbon, which also plays a structural role and guarantees exceptional agility with a weight/power ratio which is lower than 4 kg/HP. The chassis supports a body crafted completely from carbon, inside which there is space for the driver and passenger, while the rear frame structure and the crash boxes use aluminium extensively. The final result is a significant reduction in weight, limited to roughly 850 kg, as well as the optimisation of the vehicle’s centre of gravity, which gives the advantage of increased agility and drivability on the most challenging roads.

The name “4C Concept” is suggestive of the sports driving pleasure which only the spectacular “4 cylinder” 1750 Turbo Petrol engine which offers over 200 HP can bring. Already featured on a number of models in production, for example the Giulietta Quadrifoglio Verde, the engine boasts cutting-edge technical solutions such as direct fuel injection, dual continuous variable valve timing, a turbocharger and a revolutionary scavenging control system which eliminates any turbo lag.
Located centrally in the rear of the vehicle, the engine in the Alfa Romeo 4C Concept ensures performance which matches or exceeds that of a 3 litre engine whilst still delivering the moderate fuel consumption which is typical of a compact, 4 cylinder engine. Coupled with the new automatic “Alfa TCT” twin dry clutch transmission, now available on the MiTo and Giulietta, the powerful 1750 Turbo petrol engine allows the 4C Concept to reach a top speed of over 250 km/h and to accelerate from 0 to 100 km/h in under 5 seconds.
This car was built to represent the most advanced level of “D.N.A. Technology”. It perfectly combines all the Alfa Romeo technologies available on-board, making them enjoyable and customisable for the driver also by the Alfa D.N.A. dynamic vehicle control selector that is its physical expression inside the interior. All of this accentuates to an even greater extent the competitive nature of the Concept compared to other cars currently on sale.

The Alfa Romeo 4C Concept has an extremely sophisticated suspension layout (high quadrilateral at the front, MacPherson at the rear) to ensure maximum agility and road holding. This solution, along with the rear-wheel drive and the extraordinary weight to power ratio, ensures Alfa Romeo driving pleasure, enhanced even further by the weight distribution (40% on the front axle and 60% on the rear axle). The Concept takes up the brand’s sporting tradition, taking us back to its origins when agility and the weight to power ratio were the keys to a successful racing vehicle, and combining these aspects with the Alfa Romeos which take to the road every day.




Source: DistroCar

Read More

2012 Vauxhall Zafira Tourer 16 kWh Lithium-Ion Battery Pack Feeds the 150 PS Electric Drive Unit 25-50 Miles of Electric Operation

SURPRISE DEBUT PLUS TWO FRANKFURT PREMIERES FOR VAUXHALL
- Experimental vehicle to be unveiled at Frankfurt Show
- World debuts of Astra GTC and Zafira Tourer
- Production version of Ampera ready for European retail launch
- First showing of seven new ecoFLEX models
Luton – Vauxhall is set to unveil two new cars at this year’s Frankfurt Show (September 15-25) in addition to the surprise debut of an experimental car that will emphasise the company’s passion for driver-focused vehicles.
The Astra GTC and Zafira Tourer will each receive their world debuts on Opel/Vauhall’s all-new show stand in Hall 8, with the press conference taking place at 9.45am on September 13.
But Vauxhall’s headline story will be an experimental vehicle which explores a new interpretation of ‘driving fun’. More details will follow, but the car promises to wow the press and public with its level of innovation.
As well as the three unveils, Vauxhall will be showing a series production Ampera – the first electric vehicle in Europe suitable for everyday use – which is soon to appear in European showrooms.
Vauxhall’s fuel efficient vehicles with conventional powertrains will be also represented by a raft of new ecoFLEX models from a variety of model-lines.

Astra GTC and Zafira Tourer take centre stage for the first time
The new Astra GTC’s rakish design has already won it praise from press and public alike. And with its bespoke high-performance front suspension (HiPerStrut), the GTC has the dynamic performance to match its stunning looks. At launch, a range of petrol and diesel engines with outputs between 120PS and 180PS will be available to order before the car hits UK showrooms later this year.
Defining new levels of interior quality and space in the MPV sector, the new Zafira Tourer has a completely re-designed Flex7 seating system, innovative technologies and fine driving dynamics to complement its range of new engines. The Zafira Tourer will reach UK showrooms early in 2012.

Electric Ampera heads towards European market launch
Vauxhall’s Ampera is the first electric vehicle from a European manufacturer to do away with the range anxiety which so often blights electric cars. It fits perfectly into this year’s Frankfurt Show slogan: ‘Future comes as standard’. A 16 kWh lithium-ion battery pack feeds the 150PS electric drive unit. Depending on driving technique, terrain and temperature, it delivers between 25-50 miles of electric operation with zero emissions – ample for a vast majority of UK commutes. But thanks to a clever range-extender, the Ampera can travel for more than 300 miles on electric power without needing to stop at a filling station or to re-charge.

Seven new ecoFLEX models from Agila to Insignia
Vauxhall’s ecoFLEX range is already renowned for combining exceptional fuel consumption with hardly any sacrifice in performance. But now the bar has been raised even higher with the launch of seven new derivatives across four ranges: the Agila 1.0 petrol (109g/km), Meriva 1.3 CDTi (109g/km), Astra 1.7 CDTi (99g/km), Insignia 1.4 Turbo petrol (134g/km) and Insignia 2.0 CDTi (115g/km) – as well as ecoFLEX versions of the Astra GTC and Zafira Tourer.





Source: DistroCar

Read More

2012 Spyker C8 Aileron GT Race Car

* Spyker Squadron dedicates resources to developing 2012 racer
* C8 Aileron GT racing car will be designed to new GTE regulations
* Discussions underway to supply race cars to customer teams
Zeewolde, The Netherlands, 1 March 2011 – Spyker Squadron, the factory racing division of luxury supercar manufacturer, Spyker, will focus its resources this year on the development of a next generation GT race car for 2012.
Based on Spyker’s new flagship C8 Aileron luxury supercar, the new GT racer will be designed and developed to the ACO’s new GTE specifications and will be ready for the start of the 2012 motorsport season. Development activities will be undertaken by Spyker Squadron’s expanded engineering team at its Zeewolde headquarters in conjunction with its long-standing technical partners.
Greater attention will also be paid to the commercial arm of the Spyker Squadron division, specifically through the sale of its new C8 Aileron GT car to customer teams. Squadron is already in discussions with a number of potential purchasers for the supply of cars and of full customer racing support packages.

Spyker Squadron Managing Director, Peter Van Erp, said: “We are taking a racing sabbatical this year to concentrate our resources on developing a new GT racer based on Spyker’s new C8 Aileron supercar, instead of continuing to spend money on a car at the end of its development cycle. For the long term future of Spyker Squadron, and for its role in the promotion and technical development of Spyker road cars, it’s a positive and strategically important step.
“We will develop the car for the new GTE class, although after its first season we will assess whether there is sufficient demand to develop a variant to FIA GT3 specifications. This would be relatively straightforward and would increase the potential customer base for the car and associated race support package. We are already attracting customer race teams wishing to buy an off-the-shelf car, with enquiries arriving from Europe and the Far East,” continues Van Erp.

“Ultimately, our fans can look forward to a very exciting long term future following Spyker in top-flight endurance racing, with both the Spyker Squadron and customer racing teams fielding C8 Aileron GT cars. And as a result, Spyker will become an even more prominent and successful name in endurance motorsport around the world in 2012 and beyond.”
The Spyker C8 Aileron GT racing car will take over from Squadron’s C8 Laviolette GT2R racer, with which Spyker’s race division enjoyed three years of competitive European GT endurance racing. In 2009, the C8 Laviolette GT2R delivered Squadron’s most successful season, claiming two second-place GT2 class finishes in the Le Mans Series, and scoring an incredible fifth place in the gruelling 24 Hours of Le Mans.

Source: DistroCar

Read More

2012 Land Rover Range Rover Autobiography Ultimate Edition The Most Luxurious Range Rover Ever Debuts at Geneva Motor Show

THE NEW RANGE ROVER AUTOBIOGRAPHY ULTIMATE EDITION
• The most luxurious Range Rover ever debuts at Geneva Motor Show
• First class levels of luxury for both driver and passengers
• Rear cabin now includes Apple iPads* as standard
• Hand crafted finest soft feel leathers and machined aluminium detailing
• Super yacht inspired teak loadspace floor
• Choice of the advanced LR-TDV8 or the effortless LR-V8 Supercharged

Gaydon, Warwickshire, 9th February 2011, the new Range Rover Autobiography Ultimate Edition, a hand-finished exclusive addition, will make its debut at the 2011 Geneva Motor Show.
The flagship model adds a handcrafted luxury interior, using specially selected soft feel natural leathers, to an interior renowned for being one of the finest in the automotive world.
The driver benefits from the recognisable command driving position offering excellent visibility and comfort, and the rear passengers now experience first-class-style accommodation never before seen in a Range Rover.
Two stand alone electric rear seats enhance space and comfort for the rear passengers, making the Ultimate Edition the definitive chauffeur vehicle. The addition of a rear console extension, including a machined aluminium laptop table and drinks chiller, and two Apple iPads* as standard (the first car to do so), takes the Range Rover rear seat experience to new levels of luxury.
The luxury theme extends to the rear load space, with a super yacht inspired teak floor with metal and leather detailing.
The interior story is completed with high-end semi-aniline leather seating and Oxford leather on the door casings, dashboard top and steering wheel. For the first time, Kalahari wood veneers are used on the facia and door top rolls and unique interior colourways of either dark cherry or Arabica are available.

Two new unique exterior colours, either Roussillon Red or Otago Stone, are available along with body coloured door handles, dark atlas radiator grille and side vents to create a sophisticated finish. This Ultimate Edition is fitted with new and unique 20″ multi-spoke diamond-turned alloy wheels, and unique tailgate badging. Customers also have the option of an Exterior Design Pack and deployable side steps.
The all-V8 engine line-up includes the superb new 4.4 litre LR-TDV8 Diesel engine with a new eight-speed transmission incorporating Drive Select with Paddle Shift as standard. This LR-TDV8 combines superior power with 313PS, 700Nm torque whilst delivering even lower fuel consumption and 14% less CO2 emissions than its predecessor in line with the stringent EU5 emissions standards. The combined cycle fuel consumption of the new LR-TDV8 4.4-litre is just 30.1mpg, making this the first Range Rover ever to better 30mpg.
The 8-speed ZF automatic gearbox tuned by Land Rover engineers to combine silky smooth shifting with exceptionally rapid response and improved fuel economy, catapults the Range Rover from rest to 60mph in a mere 7.5 seconds and complete the 50mph-75mph dash in just 5.1 seconds.

The LR-V8 5.0 Supercharged engine is also available delivering awesome power and torque, 510PS and 625Nm, propelling the Range Rover from 0-60mph in a breath-taking 5.9 seconds.
Both variants come with Land Rover’s award-winning Terrain ResponseTM system, which optimises the vehicle set-up for virtually all on-road or off-road driving situations, with five different settings to suit different terrains including new Hill Start Assist and Gradient Acceleration Control.
This Ultimate Edition was designed, engineered and manufactured in the UK and exclusivity is assured as each vehicle will be built to customer order only. 500 units will be produced and sold in over 20 markets globally.
Pricing will be announced by individual markets later this year.





Source: DistroCar

Read More