It’s no surprise that there is a strong demand for compact cars. But with strong demand comes weak supply which is eventually followed by high-prices. The General is enjoying that fact and says that the prices and profitability of the 2008 Chevy Cobalt are on the rise.

According to Brian Brown, Chevrolet’s marketing manager, the average Cobalt price is up $775 since mid-April – up from $13,519 in April to $14,294. Brown says that while GM is generally losing money on many small cars, the Cobalt is now more profitable than ever.

Brown said: “I have to laugh: In the last 90 days, one of the top five trade-in vehicles for a Cobalt is an F-series pickup.” Good Brown – laugh it up while you can.

Chevrolet plans on replacing the Cobalt with the 2011 Chevrolet Cruze in 2010.

2011 Chevrolet Cruze:

Source: Automotive News (Subscription Required)

Last we heard the 520-hp Nissan GT-R V-Spec was reported to be delayed by a couple of months and rumors started Nissan will instead launch a ‘Evolution’ model prior to the V-Spec variant. Well a new report from AutoTelegraaf says that the V-Spec will debut this October at the Paris Motor Show.

According to sources, the faster Nissan GT-R may not carry a V-Spec badge. That could clear up rumors for an ‘Evolution’ model – meaning the V-Spec may be called the ‘Evolution’ instead.

Sources also say that the Nissan GT-R variant will get an extra 100 horsepower for a total of 580-hp. With that will technical adjustments that will drop the weight by 200-lb.

The Nissan GT-R V-Spec, or Evolution, is expected to make a U.S. debut in early 2009 with prices starting at $130,000.

Nissan GT-R:

Source: AutoTelegraaf

Along with a press release talking about BMW’s testing center in the south of France, Autodrome de Miramas, BMW released design sketches of the new 2009 BMW 7-Series . BMW says that the Miramas Test Center played a "key role in the process of developing the new BMW 7-Series." Right - it seems the sketches did not.

We’re pretty sure we’re not alone when we say the design of the new 2009 BMW 7-Series was a bit disappointing. While the front fascia of the new 7-Series is ‘acceptable’ we’re wondering what Adrian Van Hooydonk, head of BMW design, and his team were thinking when they steered away from they came up with the rear according to these sketches.

Well it’s too late now and it is what it is – the 2009 BMW 7-Series will be in showrooms starting spring 2009 . Who knows? Maybe BMW will give it a quick facelift like they did with the outgoing model.

2009 BMW 7-Series Design Sketches :

2009 BMW 7-Series :

Starting next year, new vehicles being sold in the state of California will display window stickers that rate the vehicles “environmental performance.” The stickers will rate the vehicles from 1-10 (a low score being a bad score) on how much it contributes to global warming and smog. Average new cars are expected to get a 5 on both scales, the cleanest ones will get 10s.

“This label will arm consumers with the information they need to choose a vehicle that saves gas, reduces greenhouse gas emissions and helps fight smog all at once,” said Mary Nichols, chairwoman of the California Air Resources Board.

California requirements for the automotive industry have often pre-dated federal ones. Honestly we feel this will make it harder for dealers selling gas-guzzling models to move vehicles out of the showroom.

Late last year, Congress passed an energy bill requiring the EPA to setup a rating system that would display the fuel-economy and greenhouse gas and other emissions of the car at the point of purchase. The point is to tell consumers which cars have the lowest greenhouse gas emission while having the highest fuel-economy.

Source: Detroit News

The Mercedes-Benz F 700 Concept is one of the most intriguing concepts of 2007 and is probably the most innovative study by the Stuttgart automaker. Powered by its DIESOTTO engine technology mated with a hybrid module and other technologies such as direct-injection and turbocharging, the F 700 produces 258-hp. The Mercedes-Benz F700 is capable of a combined fuel-economy of 44mpg while emitting only 127 grams of CO2 per kilometer.

Wonderful; now that we got the numbers out of the way, let’s get to the fun part of this post. Testing its PRE-SCAN chassis which is capable of recognizing uneven surfaces on the road, Mercedes-Benz brought in Bashar Booz, a barber who still practices the traditional ways of shaving with a straight razor.

Check out this video as Bashar attempts to prove his steady hands and the F700’s smooth and amazing road hugging platform. Of course he finishes successfully otherwise Mercedes-Benz would’ve never released this video.

Click through for the video.

Mercedes-Benz F700 Concept:

Aston Martin teamed up with bespoke tailor Kilgour of Savile Row to create a special edition V8 Vantage that will celebrate Kilgour’s first-ever fashion show in Paris as it presents its spring and summer collection.

The special-edition Aston Martin V8 Vantage was finished in a Morning Frost Satin paint with the interior influenced by Kilgour’s latest collection. Inside the car is finished in Kilgour Midnight Blue with seat inserts decorated with a polka-dot effect.

We’ll bring you more pictures whenever we get them, although we’re a bit scared about the polka-dot effect on the inside.

Aston Martin Kilgour Special-Edition V8 Vantage:

You’re probably thinking why the folks over at eGMCarTech are slacking. Well we’re really not (just kind of been busy doing technical things). We are currently in the process of moving and upgrading and making eGMCarTech better for you. So we’ll be out today while we fix a couple of bugs. By the end of this week, we also promise a better look and feel to eGMCarTech. We want to apologize for the slow week and the amount of up-to-date posts. However, we promise as soon as we’re up and running, we’ll let you know and bring you EVERYTHING we’ve missed so far (yes we know the Audi Q5 is out). Just bear with us.

[album: http://egmcartech.com/public_html/photos/mercinterior/]

With the E320 Bluetec, Mercedes-Benz delivers the most fuel efficient luxury car on the American market.

by Lawrence Ulrich
ForbesAutos.com

For Mercedes-Benz owners interested in not settling for less (i.e., all of them), there’s the E320 Bluetec, an E-Class sedan that looks and drives like the standard V6 model while delivering well over 30 mpg, enough to save the typical owner about $500 a year in fuel costs. The car can travel more than 700 highway miles on a single tank. In a way, since it delivers better fuel economy and range, E320 Bluetec owners actually settle for more.

For luxury buyers who care about conservation or cutting fuel bills, the Mercedes-Benz E320 Bluetec is simply unmatched. In our test, it achieved the mileage of a small car with a four-cylinder engine, and did so without skimping on the performance, comfort and features you expect from a Mercedes sedan.

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The E320 Bluetec can achieve these feats because it has a diesel V6 engine.

Forget what you know about diesels: the chugging sound; the sooty, smelly exhaust; the lazy acceleration. The Mercedes E320 Bluetec is powered by a modern “clean diesel,” the kind found in more than half of the new cars sold in Europe. Thanks to a turbocharger and high-pressure fuel injection, the car is fast, quiet, refined and completely odor-free.

Strict federal exhaust emissions standards and the public’s outdated views of diesel technology have kept these vehicles from becoming as popular in the U.S. as they are in Europe. But a type of diesel fuel called ultra-low sulfur diesel has been a pivotal break in the barrier to wider adoption of diesel vehicles. This new diesel fuel has 97 percent less sulfur content — sulfur is one of the most problematic and toxic byproducts of diesel combustion and is often cited as a significant contributor to acid rain.

Environmentalists and regulators have hailed this federally mandated diesel fuel as the most important clean-air development since the removal of lead from gasoline in the ‘70s. It became available in the U.S. in October 2006.

The main thing buyers need to know about this is that the low-sulfur diesel fuel clears the way for new pollution-fighting technology that should make diesel engines nearly as clean as the best gasoline cars — just in time to meet new emissions rules, the world’s strictest, coming in 2009. With that, many major automakers, including Audi, BMW, Ford, General Motors, Honda, Nissan and Volkswagen, have announced their own clean diesel models coming to showrooms between 2008 and 2010.

But before you race to the Mercedes dealership for your Bluetec, check the map: The car can’t be sold in California, Maine, Massachusetts, New York or Vermont because those states have stricter emissions regulations. However, for 2008, Mercedes has unveiled a urea injection system to convert smog-forming nitrogen oxides into harmless nitrogen and water. The small tank will be refilled with urea roughly every 15,000 miles as part of scheduled maintenance. Clearing that last pollution hurdle will allow several Mercedes diesel vehicles to meet the toughest pollution standards and be sold nationwide.

Exterior

As Mercedes’ global best-seller, the E-Class must appeal broadly, and the E320 Bluetec is no different. It cuts a conservative, familiar figure. But it’s still a handsome car — you just have to remind yourself to take a second look.

For 2007, all E-Class models received subtle styling changes inside and out. Up front, the bumper, air dam, grille and headlights have been reshaped. Side mirrors are now more aerodynamic, and the rear bumper and taillights are also new. These aren’t huge changes and might even be hard to detect for all but the most dedicated Mercedes fans.

To the casual observer, only the E320 badges on the car will distinguish it from the gas-powered E350. Beyond that, one key visual difference is the Bluetec’s standard 16-inch wheels and tires. Compared to the beefy 18-inch wheels on the E350 Sport, the diesel’s smaller alloys look meager; but 16-inch tires have less rolling resistance and are aimed at high fuel economy instead of high performance.

The E350 Sport also has a slightly lower stance, an edgier rear fascia and LED taillights. Trunk space in the E320 is identical to its gasoline-powered kin; at a generous 16 cubic feet, it’s among the roomiest in the mid-size sedan class.

Interior

Roomy, quiet and comfortable, the E-Class Sedan remains one of the most satisfying luxury cars for long-distance travel. (See where it ranked in our list of Ten Great Vehicles for Road Trips.)

The E320 Bluetec incorporates interior changes made on all E-Class models for 2007, including a new steering wheel and shift lever for the 7-speed automatic transmission. New standard features include a sunroof, six-disc CD changer and Harman/Kardon premium audio system. Four new interior colors are also offered.

The diesel version takes a more traditional luxury approach than the E350 Sport, with standard burl walnut trim instead of black bird’s eye maple.

Also new for ’07 is the standard Pre-Safe system. Pioneered on the flagship S-Class sedan, it uses radar sensors to take action if a potential collision is detected. Seat belts pre-tension to prepare for impact; the front passenger seat automatically moves to a position that provides optimal protection in relation to the airbags and seatbelt. If the electronic stability control system senses a severe skid, the sunroof and side windows are automatically closed. A rollover sensor also fires up the seatbelt tensioners and side airbags if a flip seems imminent.

The cabin’s biggest annoyance remains the screen-based COMAND interface, which operates the navigation, audio and other systems. It’s not the worst around, but it still takes too much effort to master the poorly labeled switches and tricky functions.

Performance

The Mercedes E320 Bluetec delivered a remarkable 38 mpg on the highway in our testing, better than many four-cylinder economy cars. It also posted 28 mpg in the city, which is considerably better than the EPA rating of 23 mpg city/32 mpg highway, which reflects new test procedures designed to better approximate real-world driving in the test labs. Overall, the E320 Bluetec sipped fuel at an average rate of 32 mpg (combined city/highway driving), which is 40 percent better than the 23 mpg we got in a gas-powered E350.

Combine that parsimony with a generous 21.1-gallon fuel tank and this Mercedes can travel more than 700 miles on a tank. Your family’s bladders will probably give out long before the E320 will.

While we’re doing the math, check out this equation: Drive the Mercedes E320 Bluetec a typical 15,000 miles a year, and you’ll pull in for fuel just twice a month. Note too that diesel is now available in more than 40 percent of gas stations, so it’s no longer a hassle to find the required pump.

Perhaps best of all, the Bluetec version costs just $1,000 more than the gasoline-powered E350, with a base price of $51,550. Our test model ran $58,375 with options.

The 3.0-liter turbocharged diesel, the first-ever V6 diesel in the E320 Bluetec, produces just 208 hp, but a fearsome 400 pound-feet of torque. That’s more torque than in many sports cars. Diesel engines typically produce lots of torque, which is a measure of an engine’s twisting force and can loosely be thought of as a function of power at lower engine speeds. As a result, diesel-powered vehicles are usually great performers off the line; the E320 Bluetec will go from 0-60 mph in a fleet 6.6 seconds, nearly as fast as the gas-powered E350.

The Bluetec diesel V6 avoids all the pitfalls of the older diesel engines. It’s barely louder at idle than the gas V6 in the E350, and once underway, you’d never know it was a diesel, unless you were told so.

On the emissions front, diesels have always produced less carbon monoxide and greenhouse gases than gasoline engines. But they’ve been worse in terms of smog-creating nitrogen oxides and sooty exhaust particulates. To address those issues, the Bluetec system uses a special filter to capture particulate matter and a new catalyst stores and purges the nitrogen oxides. In testing, there was no trace of black smoke or odor from the exhaust. The engine burns very cleanly, thanks in part to precise electronic fuel injection at pressures of more than 23,000 pounds per square inch.

The E320 Bluetec is targeted at the pragmatic luxury buyer. Where the E350 Sport gets a stiffer, sportier suspension and sophisticated front disc brakes with four-piston calipers for better performance, the Bluetec has a softer ride and single-piston calipers up front. All E-Class models, fortunately, share Mercedes’ smooth, seven-speed automatic transmission with manual-shift capability.

All told, the E320 Bluetec is the rare car that lets you have your cake and eat a fat, rich slice of it, too. Where economy typically demands compromise, the Mercedes asks almost nothing beyond an additional $1,000 investment. In return, you get remarkable mileage, savings and driving range in a luxury sedan that’s quick, spacious and well equipped. You also get the satisfaction of playing a part in conserving fuel and reducing airborne pollution.

Is the Mercedes-Benz E320 Bluetec for You?

Buy the E320 Bluetec if
You’d love to save $500 a year in fuel bills compared to the gas-powered E350 sedan; you’re convinced that diesel can play a big role in conserving fuel and reducing emissions; you need seating for up to five passengers and a commodious trunk.

Keep Looking if
You’re satisfied with the lower fuel economy of the gasoline E-Class; you want the hotter-handling E350 Sport; you don’t like the idea of going out of your way, even slightly, to find a diesel pump; you live in California, Maine, Massachusetts, New York or Vermont, where stricter emissions laws keep it off the market.

Who Fits?
Mercedes-Benz E-Class sedans comfortably accommodate four adults with room for their accoutrement; in family-transportation mode, the backseat will carry three youngsters comfortably; the optional $310 split-folding rear seat backs expand cargo capacity and should be standard.

Closest Competitors
Audi A6, BMW 5 Series, Cadillac STS, Infiniti M, Lexus GS, Saab 9-5, Volvo S80.

2007 Mercedes-Benz E320 Bluetec Gallery:

The Mercedes-Benz CLK63 AMG from Germany subscribes to the all-American philosophy that an engine can never be too big.

by Lawrence Ulrich
ForbesAutos.com

As many drivers adjust budgets to contend with fluctuating gas prices, another battle rages for the benefit of those who couldn’t care less: The war to boost horsepower to record heights.

The latest escalation comes from Mercedes-Benz and its exclusive AMG division, known for the ferocity of its supercharged, super-priced models.

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Now, the CLK63 AMG certainly qualifies as ferocious. But unlike earlier AMG models, there’s no supercharger to be seen — or, more to the point, heard. AMG’s latest hand-built V8 is as German as can be, but it demonstrates the distinctly American credo that, in terms of raw power, the larger the engine in terms of cubic inches of displacement, the better.

Within the comparatively mild-mannered body of the CLK63 AMG beats a full 6.2 liters of V8 power. That’s bigger than some V12 engines in terms of displacement. The new engine is the secret weapon behind several new AMG models, and it sounds glorious. More importantly, this modernized version of an old-school big-block engine is good for 475 hp and a crushing 465 pound-feet of torque, the twisting force that launches the car from a standstill.

Those are mind-altering numbers for any car. But especially in the smallish CLK convertible, the engine creates a car with the temperament of Jekyll and Hyde. Because it looks so conservative on the outside, the four-seat CLK is a sport coupe for people who’d never buy an actual two-seat, harsh-riding, sparsely equipped sports car. It’s the perfect, practical convertible for a person who otherwise hates convertibles.

With this incredible engine, the CLK63 AMG produces acceleration worthy of a Ferrari or Corvette. Still, this is not your car if you’re expecting a hot-handling sport sedan like the BMW M5. This CLK is tuned more for comfort and effortless driving, albeit potentially at triple-digit speeds.

One drawback: with the $2,600 gas-guzzler tax, the CLK63 AMG’s price pushes past $90,000. That’s a $37,000 premium over the V6 CLK350 Cabriolet, and $29,000 more than even a CLK550 Cabriolet, whose 5.5-liter V8 delivers a healthy 382 hp of its own. The other models come in coupe and convertible body styles. The CLK63 AMG comes exclusively as a cabriolet.

If flying under the radar is the first priority, this AMG version is ready for stealth-car service in upscale communities from Greenwich, Conn. to Pasadena, Calif. Most onlookers will barely register the visual cues that distinguish the CLK63 AMG from its garden-variety siblings. What they may remember is how that person in the Mercedes convertible destroyed them when the light turned green, and never looked back.

Exterior

The CLK’s familiar lines do seem to be aging in a hurry — especially compared to the latest school of Benz styling that’s brought the svelte CLS-Class, the more flamboyant SLK-Class convertible and the latest flagship S-Class sedan.

Walk around the CLK, and your eye struggles for something to latch onto. The stance is sporty, but the bodywork is soft and indistinct, especially compared with shapelier rivals including the BMW 6 Series and especially the striking Jaguar XK. AMG additions to the body styling help matters somewhat.

They include a more aggressive front fascia with wire mesh inserts and deeper air inlets; 18-inch, five-spoke alloy wheels with performance tires; a rear-deck spoiler and twin, oval-shaped chrome exhaust outlets. Enormous brakes with huge calipers that include the AMG logo are also on view.

One annoyance is the undersized exterior mirrors — they are aerodynamically unobtrusive but restrict the driver’s view. On the rear deck, a hidden roll bar pops up automatically in the event of a rollover.

The CLK, unlike Mercedes’ two-seat SLK and SL hardtop convertibles, features a fast-acting, powered fabric top. The CLK’s modest 8.6 cubic feet of cargo space drops to 5.4 cubic feet in top-down mode. It’s not huge, but it’s enough for weekend travel duty and the odds and ends most folks cart around with them on daily commutes. Plus, there’s the back seat, which is a convenience neither of the other Mercedes-Benz convertibles have.

Interior

AMG touches continue inside the luxurious cabin, including sport seats and a steering wheel with aluminum shift paddles; AMG instrumentation that includes a lap timer; aluminum trim; special Nappa leather upholstery, including on the doors; and AMG logos on the door sill plates. Those excellent 10-way power seats allow a wide range of lateral and lumbar support.

As with any CLK model, the car’s back seat is a major selling point for people who demand at least some family-friendliness from their convertibles. Adults will struggle to climb in and out. Yet once you’re back there, the rear seat is notably roomier than the one in the BMW 6 Series and other models whose back seats are more like glorified parcel shelves.

The front seats automatically slide forward when the seatbacks are tilted, for easier rear access. A small, shoulder-height mechanical arm, which Mercedes calls a seat belt “presenter,” nudges the front seat-belt buckle forward when you start the car, making it easier to reach.

The well-finished, thickly insulated soft top does a good job keeping road and wind noise at bay, though one of the car’s best points is that you can really hear that amazing engine at work, whether the top’s up or down. Side air bags are standard both front and rear.

Performance

As mentioned, the biggest performance news is that Mercedes dropped the supercharged V8 of the previous CLK55 AMG model. A supercharger uses a mechanically driven compressor to blow pressurized air into an engine, unlike a turbocharger, which is driven by engine exhaust.

A supercharger has long been the easy route to big power, but it has its drawbacks. First, unlike turbochargers, these so-called “blowers” draw substantial energy from the engine itself. In addition, the whine or whistle they produce isn’t music to every enthusiast’s ears. In some classic Mercedes models from the 1950s, when the supercharger kicks in, it sounds a little like an air raid siren. And in some recent AMG models, the onset of supercharged power was a rush, but could come on so explosively that it upset the car’s balance.

The point is that the naturally aspirated engine (that is, neither super- nor turbocharged) in the CLK63 AMG is superior to the old one. And that’s not only because it’s more powerful than the old CLK55 AMG by a breathtaking 114 hp.

The new hand-built 32-valve V8 is made largely from a silicon-aluminum alloy. It launches the CLK63 AMG from 0-60 mph in 4.5 seconds. It revs freely to more than 7,000 rpm, producing a deep, addictive rumble that’s best heard with the top down.

The engine is well-mated to the Mercedes seven-speed automatic transmission. The driver can change gears via the console shifter or steering-wheel paddles. Three transmission modes — comfort, sport and manual — create successively faster shifts.

With its AMG-tuned suspension, brakes and tires, the CLK63 AMG is the sportiest CLK by far, with plenty of stopping power and grip in turns. Yet the steering offers too little feedback. And the chassis and suspension, while smooth and adept at license-shredding speeds, don’t particularly enjoy being chucked around the curves.

One positive: Electronic stability control systems from Mercedes have been notorious for intervening too early — cutting power or applying brakes even when the driver is in full control. But this AMG model allows more enthusiastic driving, including some tire howl in turns, before it steps in.

As you’d expect, a car with this much power develops a powerful thirst. The CLK63 AMG is rated at 13 mpg city and 20 on the highway. We saw 14 mpg in overall testing.

Again, that poor mileage results in a $2,600 guzzler tax.

Of course, those who see the need for 475 hp can likely overlook other numbers, whether in mileage, taxes or near six-figure price.

Is the Mercedes-Benz CLK63 AMG for You?

Buy the CLK63 AMG if
To get 475 hp, you’re willing to pay an extra $35,000 over a V6-powered CLK350 Cabriolet; you need four seats in your luxury convertible.

Keep Looking if
Styling of the CLK63 AMG is too conservative to make you part with ninety grand; you want a sportier-handling vehicle, such as the BMW M5; your idea of a luxury convertible is more “cruise” than “cruise missile.”

Who Fits?
Four adults split between front and back, with enough top-down luggage space for a weekend trip for two.

Closest Competitors
Audi RS 4 Cabriolet, Porsche 911 Carrera Cabriolet.

2007 Mercedes-Benz CLK 63 AMG Gallery:

[tags]Cars, Car, Auto, Automobile, Vehicles, Technology, Auto News, News, Automotive, Mercedes[/tags]

Mercedes’ ML320 CDI midsize diesel SUV combines luxury with outstanding fuel efficiency. Careful with adding options, though, as they can really jack up the price.

by Lawrence Ulrich
ForbesAutos.com

Bad news first: If you live in California, Maine, Massachusetts, New York or Vermont, you can’t buy the Mercedes-Benz ML320 CDI, or for that matter, any diesel passenger car (as of 2007). Those states have set their own, stricter emissions rules, so even Mercedes’ current diesels, the world’s cleanest, don’t pass muster.

The good news is that situation will change beginning in late 2008, when new technology — and a new, ultra-clean diesel fuel — will open the door to a wave of high-mileage, 50-state legal diesels from not only Mercedes, but Audi, BMW, Chrysler, Honda, Jeep, Nissan, Volkswagen and likely others.

Until then, buyers in 45 states can choose diesel engines as an option in Mercedes’ M-, R- and GL-Class SUVs; its E-Class Sedan; or in the Jeep Grand Cherokee, which borrows Mercedes’ technology. (Diesels are also available in heavy-duty, work-centric pickup trucks from Ford, Dodge and GM).

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For any of these diesels, the green icing on the cake is outstanding mileage, 20 percent to 40 percent better than a comparable gasoline model. In our test of the ML320 CDI, we saw a frugal 27 mpg on the highway and 24 mpg overall, compared to 20 mpg highway and 18 mpg overall in the gas-powered V6 ML350. (The EPA rates the diesel version at 21 mpg city/27 mpg highway, and the ML350 at 17 mpg city/21 mpg highway).

Based on the fuel-economy numbers we got during our test drive, the diesel ML would save a typical driver about $400 a year in fuel — and that’s even accounting for the fact that diesel fuel typically costs more than premium gasoline.

Unlike with current hybrid models, those savings don’t come at a huge premium: The ML320 CDI costs just $1,000 more than the ML350.

A typical owner would hit the break-even point in about 2.5 years; from then on, the owner would pocket the savings. He or she would also make fewer trips to the pump: The ML320 CDI can travel more than 600 highway miles on a single tank.

Exterior

Released in 1998, the first generation of the Alabama-built M-Class was not a high point for Mercedes, with its staid minivan styling, poorly finished interior and truck-like ride and handling.

But the second-generation model, which debuted for 2006, is dramatically better: vastly more solid, stylish, luxurious and well-crafted.

The new body still seems to mix-and-match elements of an SUV, station wagon and minivan, but it also looks like a genuine Mercedes. There’s a pronounced wedge shape, sharply angled windshield, and of course that prominent three-pointed star emblem on the handsomely sculpted grille.

Importantly, the new M-Class adopted the unibody construction of a typical car, rather than the previous heavy, truck-style frame. That reduces weight, improves ride and handling and makes the M-Class less prone to squeaks and rattles.

The new version is nearly six inches longer, three inches wider, and slightly lower than its predecessor. Like most luxury SUVs these days, the Mercedes M-Class strikes a good balance between ride height and easy ingress/egress, especially for shorter drivers and passengers.

Interior

The Mercedes mystique continues inside, where the M-Class is as serene, luxurious and comfortable as one of the automaker’s sedans.

The back seat is strictly for two adults, with a hard center perch for a third body that’s best reserved for shorter trips. To expand cargo capacity, tug the rear seat cushion forward, then flip the seatback down (it’s split 60/40 for added versatility) to create a relatively flat load floor and about 72 cubic feet of storage, which is average for this class. Side and head (curtain) air bags are standard, and a rollover sensor can cinch the seatbelts and activate the curtain airbags in the event of a rollover.

A few issues came up during our test drive: Mercedes’ cruise control stalk remains too close to the turn signal, leading you to grab the wrong one at times. The COMAND system that manages navigation, audio and other functions remains a bit cumbersome, with rows of tiny buttons along its display screen.

That screen slides open to load CDs into the six-disc changer.

Despite its relatively hefty price, the M-Class isn’t exactly bursting with standard luxury gear; even leather seats and the six-disc CD player cost extra. Our tester had some $14,000 in options, bringing the total tab to $59,425.

The biggest upsell, an $8,600 premium package, added most of the things that luxury buyers are after, including a Harmon/Kardon audio system with Sirius satellite radio; DVD navigation; rear back-up camera; sunroof; power liftgate; Bluetooth connectivity; Mercedes’ TeleAid system; a power steering column; memory settings for the front seats; three-zone climate control; and power-folding mirrors.

A $1,450 exterior appearance package added 19-inch alloy wheels, blue-tinted glass, special taillight lenses and chrome on the door handles and exhaust pipes. Throw in stuff like leather seats ($1,520), the six-disc CD player ($440), and a package with heated steering wheel and heated front and rear seats ($1,360), and the ML’s price skyrockets.

Skip the Distronic adaptive cruise control, it’s way overpriced at $3,150.

Performance

If you haven’t experienced the kind of modern, high-tech diesels that are a staple of European roads, you’re in for a big surprise. While old diesels were notorious for their chug-chug sound and sooty, smelly exhaust, the new breed is incredibly quiet, clean and powerful. There’s not a trace of smell or smoke. In fact, several passengers who rode in the latest Mercedes models we’ve tested were completely unaware — and amazed to discover — that they were actually in a diesel vehicle and not a gas-powered car.

While diesels are close to overcoming their chief traditional vice — high levels of soot and smog-forming nitrogen oxide emissions — they actually produce substantially less global-warming greenhouse gases than gasoline engines.

And while some people grouse that diesel fuel is hard to find, the fact is that diesel is already being dispensed at about 40 percent of U.S. fueling stations, and that number is steadily growing. Hey, the big rigs and contractors’ pickups have to fill up somewhere, too. So although diesel may not be on the street corner in your neighborhood, it’s likely to be at the next one down the road.

Bottom line, we’ve found that the difficulty of finding a diesel pump is often exaggerated.

Like most modern diesels, the Mercedes 3.0-liter V6 features turbo-charging and fuel-injection at extremely high pressures. The engine creates 215 horsepower, compared to 268 hp for the V6 gas model. But wait: The ML diesel’s trump card is massive torque, the pulling force that you feel when you tromp on the gas from a standstill and at city-driving speeds. The diesel’s massive 398 pound-feet of torque compares to just 258 pound-feet for the gas model.

Acceleration from 0-60 mph is identical at 7.9 seconds. Mercedes’ new seven-speed automatic transmission is outstanding, and a permanent four-wheel-drive system is standard. There’s also a “hill-holding” function for starting off on inclines, and a downhill assist that lets the car creep down steep slopes without the driver having to touch the gas or brake pedal.

The diesel is just a bit louder at idle than the gas models, but it’s not at all obtrusive.

Regarding handling, the Mercedes M-Class veers toward comfort. It’s not as sporty and engaging on the curves as a BMW X5, but it rides beautifully and still feels accurate and confident on the highway.

At nearly $60,000, this ML320 CDI’s price becomes a bit eye-opening, especially when the outstanding and substantially larger GL-Class — quite possibly the best performing, best-packaged large SUV on the market — can be had for roughly the same price.

But going easier on the options can keep the ML’s out-the-door tab closer to $50,000. Consider the money you’ll save on fuel as icing on this luxurious cake.

Is the Mercedes-Benz ML320 CDI for You?

Buy the ML320 CDI if
You want to save fuel, save money and reduce global-warming emissions while still driving a powerful, luxurious SUV.

Keep Looking if
You live in California, Maine, Massachusetts, New York or Vermont where emissions rules preclude the sale of diesel passenger cars; you care less about mileage, and would rather stick with the gasoline version; although it emits fewer greenhouse gases, the higher concentration of smog-forming particulates from this vehicle’s exhaust give you pause; you need three rows of seats, in which case the Mercedes GL-Class is worth considering.

Who Fits?
Four adults comfortably and five in a pinch, with generous cargo space when rear seats are folded flat.

Closest Competitors
BMW X5, Cadillac SRX, Jeep Grand Cherokee Diesel, Saab 9-7x, Volvo XC90

Did You Know…
New ultra-low sulfur diesel fuel, mandated by the federal government and already available in Europe, burns much cleaner because more than 97 percent of its polluting sulfur has been removed. It’s being hailed by some environmentalists and government regulators as the most earth-friendly advance in automobiles since the removal of lead from gasoline more than 30 years ago.

Watch as Jonny Smith reviews the £350,000 Mercedes-Benz McLaren SLR Roadster. Powered by an AMG V8 engine that delivers 626 horsepower, the Mercedes-Benz SLR McLaren Roadster has the ability to do 0-62 mph in 3.8 seconds with a top speed of 207 mph.

Gorgeous car that starts the excitement from the moment you press a level to open the door. Our favorite thing about the car – you’ll find the Start-Stop button hidden on top of the gear shift. Besides that, it’s probably German engineering at its best.

Click through for the video.

Mercedes SLR McLaren Roadster Gallery:

[tags]Cars, Car, Auto, Automobile, Vehicles, Technology, Auto News, News, Automotive, Mercedes, McLaren[/tags]

Missed something from this week? Here are a couple of important highlights from the week of 8-05-2007 to 8-10-2007. As always, check out the Archives Page for full coverage.

Peugeot today announced that it will be unveiled its 308 RC Z concept car, a car that strikingly resembles the Audi TT, at the 2007 Frankfurt Auto Show. The 2+2 coupe shows us another possible variant of the Peugeot 308 lineup.

Keeping the front of the car same as the 308 hatchback, Peugeot dosen’t hesitate to take a page from Audi’s book by giving the car an overall TT styling.

The Peugeot 308 RC Z concept car is powered by a 1.6 liter THP engine developed  via the collaboration between PSA Peugeot Citroën and the BMW Group. The engine produces a total of 218 horsepower giving it the ability to do 0-62 mph in 7.0 seconds.

Click through for images and the press release.

Peugeot 308 RC Z Concept Car Gallery:

Press Release:

The 308 RC Z concept car is a new Peugeot interpretation of driving pleasure. The car is a 2+2 coupé, with true versatility and at the same time a style that is modern, original and well-balanced.

Attention initially focused on making the vehicle as light as possible by the use of numerous aluminium components, for example the two roll over protection bars that separate the passenger compartment and give shape to the exterior styling, and the use of a polycarbonate rear windscreen and a large number of carbon fibre body parts.

Exterior Styling

The particularly stylish design of the front of the 308 blends brilliantly with the proportions of this concept car.
The Peugeot “Lion” badge is mounted to what can truthfully be called the ‘nose of the bonnet’.
From here, the style lines flow upwards back over the bonnet and into the two polished aluminium roll-over protections bars. This flowing profile gives the vehicle its shape and creates an impression of movement in all positions.

Visually, the fluidity of the design is further enhanced by the way the large tinted front windscreen, the carbon fibre roof panel and the polycarbonate tinted rear window are combined together.
The “feline-like” front headlights extend along the line of the bonnet. They contain four cylindrical lights each which create a bright and piercing beam of light. These “cylindrical lights” are clearly visible due to the clear glass headlamp lenses.

The lower front panel differs from that of the 308 hatchback. It has a sharper and sportier shape with a single air intake and integral front fog lamps, while the front grille features chrome detailing.

From the side, the vehicle displays a strong profi le with its prominent front wings, deeply sculpted sides, and particularly generous rear wings. The doors raise the visual profi le, creating a link between the sloping front design and the curvaceous rear design.

The end result, firmly sitting on 19 inch wheels, suggests power, strength and dynamism, like an animal ready to pounce.

The specific shape of the rear window required the use of polycarbonate instead of glass.

The two curved sections emerging from the roof give the vehicle an original appearance and contribute greatly to its aerodynamic efficiency.

The rear lights are mounted fl ush with the car’s wide rear wings. Fitted with light emitting diodes (LEDs), they have a ruby red finish combined with a stylised translucent section which contains the direction indicator.

Two centrally mounted exhaust pipes are integrated into the wraparound lower rear panel.
To achieve this, the rear exhaust silencer has been located in a transverse position where it also serves as an aerodynamic diffuser, but still allows sufficient space for the storage of a spare wheel.

The rich metallic grey exterior body colour is created by a special process using finely milled metallic particles.

The Interior

The fascia panel in 308 RC Z concept car has been taken directly from the hatchback. A pure, elegant and fluid design, it allows a particularly clear view of the outside thanks to its sloping design which complements the vehicle’s large front windscreen. It offers a high level of interior brightness, improved visibility and an overwhelming feeling of space.

Reflecting the hatchback, no effort has been spared in terms of the finishing touches and meticulous attention to comfort and convenience inside the car. This is evident in the care given to the styling of each component and the quality of materials used, both in terms of visual appearance and tactile appeal.
The entire fascia panel is trimmed in leather, while the use of chrome, aluminium and black lacquered fittings creates a sporty, upmarket impression. With this in mind, a Bell&Ross® clock has been placed in the centre of the fascia panel, between two air vents, its typography perfectly matching the background of the instrument panel located in the driver’s line of sight.

Another sign of the vehicle’s exclusive nature are the bucket type front seats with polished aluminium eyelets, the style of which is also refl ected in the design of the inner door panels. The ergonomically designed driver’s seat ensures the driver is fi rmly in control of the vehicle. At the rear there are two occasional seats trimmed in leather, both of which can be folded.

The Engine

The 308 RC Z concept car is powered by a 1.6 litre THP engine developed from the EP6DTS engine designed and developed via the collaboration between PSA Peugeot Citroën and the BMW Group, where it is fitted to the 207 RC, with a power output of 128 kW (˜175 bhp).

However, the 1.6 litre THP engine, as a result of new engine management software specially developed for the concept car, now produces a maximum power of 160 kW (˜218 bhp). It is characterised by incredible flexibility, thanks to its maximum torque of 280 Nm produced at a low engine speed (300 Nm in overboost). These values ensure remarkable responsiveness under all driving conditions.

Its innovative Twin-Scroll turbocharger optimally pairs the exhaust gases flowing from two cylinders to ensure maximum flow onto the turbine, while its high-pressure direct petrol injection system improves combustion and overall engine efficiency.

The engine is coupled with an entirely new 6 speed manual gearbox.

This unit helps to give the 308 RC Z a particularly efficient compromise between performance and fuel consumption. For example, its maximum speed of 235 km/h is attained in sixth gear and it takes only 7.0 seconds to go from 0 to 100 km/h. In gear acceleration is impressive: only 7.5 seconds in 5th gear from 80 to 120 km/h. At the same time, fuel consumption is very reasonable with 6.7 litres/100 km in the combined cycle, or just 160 g/km of CO2 emissions.

Wheels and suspension

In the tradition of Peugeot concept cars there is a linked front suspension employing the widespread use of aluminium to reduce the vehicle’s overall weight. This set up ensures exceptional road holding, excellent steering accuracy and great feedback intensifying the overall driving sensation. The rear suspension, derived from the hatchback, consists of a torsion-beam, two rear suspension arms and an integral anti-roll bar. It has been specially modifi ed to take account of the wider vehicle tracks. Indeed the front and rear tracks have been increased by 59 mm compared to the hatchback, and also the fitment of wider tyres, ensures maximum body rigidity, precision and vehicle stability.

Braking relies on large (360 mm) diameter ventilated discs at the front with four piston calipers.

Polished split rim 19” alloy wheels are fitted with Michelin Pilot Sport PS2 245/40 R19 tyres.

Safety

Even for a unique model, Peugeot’s designers do everything they can to make their dreams become a reality and leave nothing to chance. Safety is also made a top priority.

While the exceptional road holding of the 308 RC Z concept car forms the basis of its primary safety, it is supplemented by safety equipment borrowed from the 308 hatchback, Lane Departure Warning System (LDWS) and the directional bi-Xenon headlamps.

Similarly, in terms of secondary safety, the 308 RC Z uses the same impact protection structures, in particular the three impact absorption structures at the front, designed to provide a rigid structure which can deform in a controlled manner, maximising the absorption of impact forces.

Finally, tertiary safety is assured by the ‘Peugeot Emergency’ service linked to the vehicle’s RT4 telematics system. This pinpoints the vehicle’s location and triggers the dispatch of appropriate assistance as required.

[tags]Cars, Car, Auto, Automobile, Vehicles, Technology, Auto News, News, Automotive, Peugeot[/tags]

The 2007 Range Rover has received several upgrades to keep its prestigious status as the world’s ultimate luxury SUV. The car gets several interior updates as well as some changes to its traction control system.

The Land Rover Terrain Response system is now offered as standard equipment with a hand control dial on the center console that automatically optimizes the powertrain and chassis to suit driving conditions. Drivers are given the option to select from five available modes including snow, mud, sand, extreme rock and dry-pavement.

The 2007 Range Rover also gets a redesigned instrument panel, climate control system, airbag layout, trim fittings, switchgear, and storage facilities Front seats are redesigned to incorporate new whiplash-reducing head restraints. You can even get cool-air seating on the front seats.

The SUV is powered by the two new engines you saw last year: A 4.4 liter V8 engine producing 305 horsepower and a 4.2 liter V8 Supercharged engine producing 400 horsepower.

Read the press release for more information.

Press Release:

Land Rover’s prestigious Range Rover line receives several upgrades for the 2007 model year to sustain its status as the world’s most capable and complete luxury SUV. Range Rover’s legendary on- and off-road prowess is improved by the addition of the patented and highly acclaimed Terrain Response™ system as standard equipment. A handy control dial positioned on the center console automatically optimizes a host of powertrain and chassis systems to suit driving conditions. A driver may select one of five available modes to handle situations ranging from normal dry-pavement driving to snow, mud, sand, and extreme rock crawling. A new infinitely variable locking ‘e’ (electronically controlled) rear-axle differential has been added as standard Supercharged and optional HSE equipment to further enhance Range Rover’s legendary traction. A center e-differential is standard on both models.

A thorough redesign of the Range Rover’s cabin is the second major development for 2007. The instrument panel, climate control system, airbag layout, trim fittings, switchgear, and storage facilities are all newly designed to reflect the latest advancements in aesthetics, ergonomics, and technology. Front seats are redesigned to incorporate new whiplash-reducing head restraints. Front seat cool-air ventilation is now available as an option (standard on Supercharged) to supplement the standard seat-heating feature.

Richard Beattie, Land Rover North America’s executive vice president sales and marketing, explains the rationale for introducing new Range Rover engines last year followed by significant changes for 2007: “We’re constantly vigilant for opportunities to upgrade our flagship’s comfort, capability, and prestige to maintain its status as the world’s most complete luxury SUV. With Land Rover sales on the rise and Range Rover enthusiasm higher than ever, it’s our duty to exceed our customers’ most ambitious expectations. The new interior and chassis enrichments are precisely what owners expect of Land Rover, the luxury SUV category’s leader.”

Land Rover’s design director Gerry McGovern notes, “The changes we’ve incorporated in the 2007 Range Rover are for the most part practical and aimed at enhancing the

day-to-day driving experience. We’ve made major strides in stowage and control location. The arrival of a new electronically-controlled parking brake system facilitated moving the shift lever closer to the driver and increasing center-console storage capacity. Twin glove boxes-one stacked atop the other and opened by an electric release button-make convenient use of the passenger side of the instrument panel.”

“The new instrument panel not only conforms to the latest safety requirements, it’s also the next iteration of our much admired architectural design theme,” McGovern continues. “Luxury and craftsmanship both rise to a higher level. The Range Rover’s command view driving position is improved, we’ve added a knee airbag for the driver, and the passenger-side airbag has been reengineered for enhanced deployment. In the gauge cluster, the instruments have new, more legible graphics and bezels exhibiting a richer brushed-aluminum finish.”

Cabin comfort is improved in multiple areas. The addition of a higher-capacity evaporator increases cooling ability by 15 percent. Two vents have been added at the top of the instrument panel to enhance circulation and to reduce the noise level when the HVAC fan is operating at high speed. Three-zone climate control is standard. A new acoustic windshield is laminated with a triple-layer polymer capable of reducing the transmission of exterior noise by up to six decibels.

Front seats not only offer enhanced safety, thanks to a new head restraint design that helps guard against whiplash injury during a rear-end collision, but are also more comfortable. Electric cushion heating is standard to take the edge off winter mornings. A new option is dedicated air-conditioning units that circulate cool air through center trim perforations in both the cushion and backrest areas (standard on the Supercharged model). Separate controls are provided for the driver and the front passenger.

The new switchgear is ergonomically designed for intuitive operation, convenient reach, and a fine tactile feel. The new parking brake control is a one-touch lever activated by a light pull. The parking brake disengages automatically with forward travel or it can be manually released.

Relocating side-impact airbags from the doors to the seatbacks facilitated a more attractive door panel design with more extensive use of genuine wood trim. Throughout the Range Rover’s cabin, the feeling is that of custom-made craftsmanship.

Another notable 2007 Range Rover upgrade is the installation of Land Rover’s highly esteemed Terrain Response™ system. A simple turn of this control dial sets a comprehensive range of chassis and powertrain systems to suit drastic differences in terrain. Throttle response, automatic transmission operation, electronic differentials, anti-lock brakes, the air suspension, traction control, and Hill Descent Control all click into synch to give any driver the confidence to traverse challenging terrain. The five available Terrain Response™ settings are: general driving, grass/gravel/snow (applicable to any slippery condition), sand, mud and ruts, and rock crawl.

An electronically controlled infinitely variable locking rear differential is new for 2007. Standard on the Supercharged Range Rover and optional on the HSE, this device aids traction and handling on- and off-road. An infinitely variable locking electronic center differential is standard on both models. Another change for 2007 is an upgrade of the HSE’s suspension calibrations (spring and damper rates) to match those already in successful use on the Supercharged model.

Through three generations spanning over three decades, the Range Rover’s status as the most complete and capable luxury all-terrain SUV has never been seriously challenged.

Life at the top is never easy, hence the improvements for 2007. These refinements are built upon a firm foundation. The Range Rover’s integrated monocoque body and chassis is fortified with three steel subframes. The main body shell is galvanized on two sides with aluminum-alloy doors, front fenders, and hood to save weight. The permanently engaged four-wheel-drive transfer case is equipped with two speeds and an electronic center differential. The six-speed automatic offers both Sport and CommandShift™ (manual) modes. An extensive range of electronic controls regulate the center differential as well as the ABS disc brakes, four-wheel traction control, air suspension, dynamic stability control, and hill descent control. Four-corner independent suspension with extra-long wheel travel, air springs, and automatic leveling provides a poised highway ride, sure handling, and practically unstoppable off-road mobility. Nine airbags, a body structure designed to absorb energy during a collision, and head restraints configured to help protect against whiplash injury are just three examples of the Range Rover’s comprehensive safety systems.

Two new engines with superior performance were introduced for the Range Rover line last year. The flagship’s Supercharged and intercooled DOHC 4.2-liter V8 delivers 400 bhp, a 35 percent gain over the previous V8. The 420 lb.-ft. of available torque, up by 25 percent, provides effortless passing acceleration and quiet highway cruising. The Land Rover HSE is powered by a sophisticated 4.4-liter DOHC 32-valve V8 engine delivering 305 bhp and 325 lb.-ft. of torque. Extensive measures are taken to assure that these engines perform reliably during off-road extremes. They’re well protected from rock damage, water and dust ingestion, and oil starvation while driving at steep angles. Special throttle calibrations are in place to provide the driver with sensitive control of the torque delivered during low-speed off-road treks.

HAMANN has revealed their latest tuning package for the Lamborghini LP640. While no changes have been made to the performance output, the HAMANN Lamborghini Murcielago 640 sounds and looks better with minor changes to driving dynamics making it a little sharper.

To achieve greater downforce on the front and rear axle HAMANN offers a front spoiler as well as a rear wing.  The car also has a two-part rear diffuser with additional air hoses for the extendable side air intakes, side sills as well as a two-part front wing and Carbon-pendants for the original side intakes in the sills in front of the rear wheels.

A central running air box on the roof brings back memories of past Lamborghini Diablo GT-R days. The HAMANN double-pipe stainless sports rear silencer (2×120mm end pipes) emits a sound similar to that generated from race tracks. For the rims, HAMANN reccomends its 20-inch Edition Race wheels.

Click through for the gallery.

HAMANN Lamborghini Murcielago LP640 Gallery:

German tuner BRABUS has just released their new B63 S engine tuning for all Mercedes 63 AMG models. The 6.2 liter V8 engine produces 550 horsepower with 404 kW and peak torque to 650 Nm. The BRABUS power kit comprises newly programmed engine electronics with special mapping for injection and ignition.

The BRABUS B63 S engine tuning allows the Mercedes CLS 63 AMG to go from 0-60 mph in 4.3 seconds with a top speed of 330 km/h (205 mph). It allows the ML 63 to accelerate from 0-60 mph in 4.9 seconds with a top speed of 275 km/h (170 mph) in combination with the BRABUS V/max unit.

Click through for the full press release and images of the Mercedes CLS 63 AMG with the BRABUS B63 S.

BRABUS B63 S CLS 63 AMG Gallery:

Press Release:

BRABUS B63 S – 550 hp / 404 kW and a Top Speed of up to 330 km/h for all Mercedes 63 AMG Models

Even more power for all Mercedes 63 AMG models: BRABUS ( http://www.brabus.com/ ) presents its B63 S engine tuning, which boosts power output of the high-revving 6.2-liter V8 to 550 hp / 404 kW and peak torque to 650 Nm. With a sprint time from rest to 100 km/h of just 4.3 seconds and a top speed of 330 km/h a CLS 63 AMG with B63 S tuning turns in performance worthy of a true super sports car.

The BRABUS power kit comprises newly programmed engine electronics with special mapping for injection and ignition. But that’s not all: The intake side features a sport air filter for improved supply of combustion air. The exhaust side features high-performance metal catalysts with low back pressure that also ensure that the tuned V8 engine meets stringent EURO IV emission limits.

In order to transfer the increased power to the road with minimum slip BRABUS recommends the BRABUS locking differential for all Mercedes 63 models with rear wheel drive. The diff lock has a locking rate of up to 40 percent.

The BRABUS B63 S performance kit is available for all Mercedes 63 AMG models. With 550 hp / 404 kW the ML 63 accelerates in 4.9 seconds from 0 -100 km/h and reaches a top speed of 275 km/h in combination with the BRABUS V/max unit.

This extraordinary performance represents a good argument for modifications to tires, suspension and brakes. Depending on the Mercedes 63 AMG model in question BRABUS offers custom-tailored tire/wheel combinations up to size 11Jx23 with tires up to 315/25 R 23 in size. To further improve the already excellent handling characteristics BRABUS has developed a control module for the ABC suspensions that lowers the ride height by some 20 millimeters. BRABUS sport stabilizers reduce body roll and optimize turn-in.

The BRABUS high-performance brake system offers stopping power and endurance normally only found in purebred sports cars. It is available for all Mercedes 63 AMG models, upon customer request even in a special version with ceramic discs. The front axle features 380 x 36 millimeter discs and 12-piston aluminum fixed calipers. The rear axle is fitted with six-piston fixed calipers and 355 x 28 mm brake discs.

The list of BRABUS exclusive interior accessories ranges from genuine carbon-fiber trim and scuff plates with illuminated BRABUS logo to ergonomically shaped sport steering wheels and a speedometer with 360-km/h dial.

Upon customer request the company-own upholstery shop crafts especially exclusive BRABUS interiors from a combination of especially soft yet highly durable BRABUS Mastik leather and Alcantara.

Source: Brabus

[tags]Cars, Car, Auto, Automobile, Vehicles, Technology, Auto News, News, BRABUS, Mercedes[/tags]