First Test: 2012 Mercedes-Benz C250 Sedan and C350 Coupe

No, your eyes aren't deceiving you. The revamped 2012 Mercedes-Benz C-Class bears a striking resemblance to last year's car. But of course looks can be deceiving, and despite what its familiar exterior may suggest, the C has been significantly revised for 2012. More specifically, some 2000-plus components have been replaced or changed. But the most significant update by far was the addition of a sleek new two-door model to the C-Class range, and thankfully it isn't yet another confused four-door "coupe" wannabe (we're looking at you, CLS). For the 2012 model year, the C-Class gets two new engines (not counting AMG models): a 201-horsepower 1.8-liter turbocharged four-cylinder found in the base C250, and a heavily revised, direct-injected 302-horse 3.5-liter V-6 used by the C350. The brand's 228-horse, 221 lb-ft 3.0-liter V-6 still lives on, but only in the C300 4MATIC. (That model's six-speed manual gearbox has been axed for 2012).

While not significantly updated, the C's sheetmetal remains attractive, with chiseled, recessed character lines and angular edges. The aluminum hood, doors, and front fenders have been slightly tweaked to accentuate width and athleticism. The restyled, sweeping C-shaped head- and taillamps with LED elements distinguish the model from everything else in the Benz range. Sport models equipped with the optional Dynamic Handling packaged sit 0.6 inch lower and receive stiffened dampers and higher spring rates for improved lateral performance. Distinct twin-spoke 17-inch alloys and AMG-styled cladding also separate the model from its Luxury edition sibling.

With valve-timing, direct-injection, and Lanchester balanced shafts (ones that run faster than the engine to counteract movement), the 1.8-liter turbocharged four-cylinder fitted provides a peppy, relatively fuel-efficient (21/31 city/highway mpg) means of propulsion. Sixty mph from nil comes up in 7.2 seconds, while a quarter mile gets slowly defeated in 15.4 seconds at 89.5 mph.

In the esses, the 250's smooth and communicative hydraulically boosted rack-and-pinion steering feels weighty throughout rotation, which, together with an engine screaming for mercy and the optional Sport suspension shouldering the 3515-pound mass, makes cornering a surprisingly entertaining -- albeit not super-sticky -- proposition. Around our figure-eight course, it manages a 27.2 second run at an average 0.63 g.

The C350 Coupe is nearly identical dimensionally to its four-door brethren, but sits 1.5 inches squatter thanks to a vastly raked A-pillar. Interior shoulder- and headroom suffer slightly (front kneeroom actually grows 0.3 inch to 42 inches), but not many staffers complained, especially with the standard-issue panorama roof expanding the perceived space. Testing mastermind Kim Reynolds did smack his head upon entry, however. Engineers eased rear seat ingress and egress with an easy one-push front seat fold/return. To the delight of rear passenger knees, the front seatbacks are generously scalloped.

Much as it is with the sedan, the most interesting aspect of the coupe is what motivates it. The new 3.5-liter V-6 uses a bevy of innovative tech, and offers additional power and efficiency compared to its predecessor. It is direct-injected, uses a multi-spark ignition system, and has better balanced 60-degree cylinder angles (with 12:1 compression ratio) in place of the outgoing V-6's 90-degree configuration (with 10.7:1 compression). Its revised cam chain drive allows for smoother operation and lower noise levels. The redone cooling system dissipates heat soak during hard driving via a two-stage flow, and warms up the powertrain more efficiently in the coldest of climates. Benz's familiar seven-speed automatic gearbox with dinky plastic Touch Shift paddles delegates power to the rear 18-inch rubber.

While Mercedes-Benz has beaten arch nemesis BMW to the next-gen-turbo-four-in-a-small-sedan punch, you have to remember that Audi and its A4 have been there, done that. Until we get the trio together next spring, we'll reserve judgment as to who is the legitimate king of the ever-popular small luxury sedan segment. Nonetheless, the C-Class, be it two- or four-door, four- or six-cylinder, remains one cool, classy contender.

Front engine, RWD, 5-pass, 4-door sedan Front engine, RWD, 4-pass, 2-door coupe 1.8L/201-hp/229-lb-ft turbo DOHC 16-valve I-4 3.5L/302-hp/273-lb-ft DOHC 24-valve V-6

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2012 Mercedes-Benz SLS AMG

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Mercedes-Benz may be riding a nostalgic wave with its heritage-tinged SLS AMG, but the gullwing and new roadster don't feel like anything from the Fifties--unless we're talking about interstellar flight.

These successors to the legendary Mercedes-Benz 300 SL Gullwing are true supercars, even better ambassadors for the AMG sub-brand than the old SLR supercar. The SLS is AMG's first complete car, each drivetrain built by a single engineer by hand, each copy capable of the kind of heroic acceleration and grip that vaults the SLS into the same rarified air as the Nissan GT-R, Porsche 911 Turbo, Chevy Corvette ZR1 and Lexus LFA.

By any design yardstick, the SLS is the stunner of that select group. The gullwing rocks, visually, when the doors are open, but it's a bit thin on appeal when it's closed up and seen in profile. The roadster? It's lithe and focuses all its optical energy on everything in front of the windshield, with Silver Arrow hints in its profile and even a little of the best bullet-nosed T-Birds. The interior's lined with buttery leather, carbon-fiber trim if you must--and we recommend the Sepang brown trim, so mouthwatering they should have called it Valrhona.

The SLS AMG's admirably smooth ride and accurate, heavy steering are no match for the shock-and-awe histrionics of the AMG engine--but then again, what could be? It's 571 horsepower, thrumming and throbbing, hunting for a way out of the car through a seven-speed dual-clutch gearbox that's improved a lot since we first drove the gullwing two years ago. Massive 20-inch rear wheels and tires grab as much traction as they can under the circumstances, and absolutely flat cornering comes when the adjustable shocks are dialed down to their firmest setting, and when the adjustable steering, throttle and transmission shifts are dialed up to their most responsive settings. The SLS lunges from sweeper to hairpin, barking tires and raspy exhaust all the way. it's a little too long and wide to be nimble, but it's never short of thrilling--especially if you turn off the electronic helpers and skate on the wicked edge of oversteer, which it's wont to do, with its almost even weight distribution.

With most of the SLS' silhouette occupied by engine and transaxle, there's not much space left behind for passengers. The cabin's short on leg and head room, and the gullwing always reminds us of why gullwings aren't more common. Cost aside, they require taller sills, which means it's tougher to get in and out of the car--and even with hinged pieces, the SLS still has a thing for smacking its doors against the back of our heads. The trunk's tiny, and we're kind of aghast there's no custom-fitted luggage option, dyed to match the SLS's fab interior. This is how poor people live, isn't it?

With some of the big-ticket features from the true luxury Benz two-doors--COMAND infotainment controls, carbon-fiber trim and blind-spot monitors--the SLS AMG also has its own Performance Media channel. Tucked into the screens behind the navigation system, Performance Media keeps tabs on your performance driving and lays it out there graphically in real time, translating your cornering and acceleration and lap times into a PowerPoint-worthy presentation. It's one of the hooks that gives this supercar its light layer of modernity.

There's nothing dated about its performance, or its appeal. For $200,000, the 2012 Mercedes-Benz SLS AMG connects the dots in time between the original gullwing and today's hyperperformers--and it does it with more than the customary panache.

 

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First Drive: 2012 Mercedes-Benz B-Class European Spec

Is a compact hatch too small for you, but a crossover too large? Have no fear, my spatially challenged friends. The 2012 Mercedes-Benz B-Class has been designed with your exact predicament in mind. It's being billed by Benz as a premium compact car that puts practicality first, and it's coming to the U.S. next year. When Mercedes says this car is all-new, it's not messing around - the B-Class features the largest amount of changed parts of any replacement model the German manufacturer has ever introduced. There are new four-cylinder gas and diesel engines, a revised seven-speed dual clutch gearbox, and stacks of new safety kit. More important than all that, though, is the B-Class' new front-drive platform - the same chassis that will underpin the new A-Class, a small SUV, a baby CLS four-door coupe, and a mystery fifth model. So it had better be good.

It's on the inside where the B-Class really ups its game. The seats slide and fold in a variety of ways, allowing you to easily cram in your particular combination of passengers and cargo, while the dash layout and materials are superb. SLS-inspired vents, made from solid chunks of metal, dominate the view, followed closely by a permanent tablet-style screen that rises out of the dash. Shell out a couple of thousand dollars and Mercedes will even hook it up with a 3G Internet connection.

Topping the completely new engine lineup is a 1.6-liter direct-injection turbocharged gasoline engine available with either 122 hp in the B180 or 156 hp in the B200. That might not sound like premium levels of power, but hold on to a gear, rev it toward redline, and there's plenty of shove for overtaking and maintaining your speed on the freeway - especially in the B200. All too often, though, the turbo was caught off-boost, at which point the engine bogged down and forced us reach for a lower gear or sit patiently, waiting for the turbo to spool up. It made the B-Class feel bigger, heavier, and more cumbersome than it is.

There was no such problem with the diesel engines. Both are 1.8-liter units derived from the 2.1-liter diesel engine found in the C-Class and E-Class, but modified with a shorter stroke. Available with either 109 hp in the B180 CDI or 136 hp in the B200 CDI, the extra torque meant throttle response was more instant and the engine was happier to be left in a higher gear. There's huge fuel efficiency gains too, of up to 21 percent compared to the outgoing car, helped by the addition of stop-start to every model in the range.

It's a curious mix, the Mercedes B-Class. When you consider the affluent families it's aimed at, the combination of an understated exterior, high-quality interior, and impressive functionality is well-judged. Drive it in isolation, though, and you can't help wishing it had a little more to offer dynamically. But considering the badge on the hood and the fact that it has no direct premium rivals, it's hard not to see flush families snapping up the B-Class.

2012 Mercedes-Benz B-Class European Spec Front-engine, FWD, 5-pass, 5-door, hatchback 1.6L/122-hp or 156-hp, four-cylinder turbo gasoline and 1.8L/109-hp or 136-hp, four-cylinder turbodiesel 6-speed manual or seven-speed twin-clutch auto

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First Test: 2012 Mercedes-Benz C63 AMG Coupe

It takes just one clockwise turn of the 2012 Mercedes-Benz C63 AMG Coupe's weighty black and chrome fob. With that sole click, the C63's hand-built, all-aluminum 6.2-liter V-8 welcomes its commander in one of the most evocative ways possible: by barking raucously. Over uneven L.A. pavement, the C63's athletically inclined three-link front suspension and wider axle matched to a stiffer sprung and dampened multilink rear setup returned a bumpy, yet responsive ride. Put against the harder current-generation 2011 BMW M3 Competition Package, the Merc's ride is a tinge more civilized, enough that your co-pilot won't complain on an extended road trip. Front and rear track widths grow in the name of grip by an enormous 4.3 and 3.2 inches respectively, but on city streets, this hardly made a difference aside from giving it a lower, more seductive stance that caught a number of discerning stares.

AMG's styling squad is obsessed with subtle details. Three badges -- two pasted on both front fenders, and one opposite of the alphanumeric designation on the trunk -- are the only blatant "I'm special" signs posted on the 63. Other hints are its bulging hood, Autobot-like nose, chiseled side sills, and a sculpted rear diffuser. It's also hard to miss the six-piston 14.2-inch front brakes, quad exhaust, and brilliant LED DRLs. Look even closer and you'll spot the unique grille, darkened headlight housings, and a miniscule carbon-fiber rear spoiler. The C63 continues AMG's clean, simple, and to-the-point design mantra so well that it easily gets overlooked as something more sedate.

Pushing the Coupe on our figure eight proved supremely fun. So fun, in fact, that MT test team hot shoes Carlos Lago and Kim Reynolds tormented the track multiple times just to experience the 63's extraordinary stick and responsiveness. (Side note to potential owners: You'd better think about investing in a Brazilian rubber company, stat.) Its best time of 24.9 seconds at 0.78 g average is something to be proud of, but a cheaper, less potent 2012 Ford Mustang Boss 302 Laguna Seca edges the Merc out by a few fractions (24.6 seconds at 0.81 g average). With a 0-60 mph time of 3.7 seconds, the torquey C63 slaps a twin-clutch BMW M3 in the face (4.2 seconds) and then laughs out loud to the finish line. It bested both to a stop from 60 mph with a distance of only 105 feet.

Like the rest of the crew, associate road test editor Lago didn't find much to dislike about the AMG, but did mention he wasn't fond of how easily it switched into tail-wagging oversteer. Indeed, going easy on the fun pedal allows the car's full performance potential to be tapped. Summon all of the C63's 443 lb-ft too early while exiting a corner and you'll be doing your favorite Formula Drift impressions before you realize it. And although sticky, the available 18-inch Continentals were relatively small (235/40R-18 front, 255/35R-18 rear) and could be wider to improve lateral gluing. Then again, that's what the Black Series is for.

With the C63 AMG Coupe, Mercedes-Benz has dealt a potent, V-8-packed punch to its M, V, Quattro, and F archrivals, months ahead of any next-generation competition. It has also set a high bar. Now if they could only all sound this good...

Front engine, RWD, 4-pass, 2-door coupe 6.2L/481-hp/443-lb-ft DOHC 32-valve V-8

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2012 Mercedes-Benz SLS AMG

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Mercedes-Benz may be riding a nostalgic wave with its heritage-tinged SLS AMG, but the gullwing and new roadster don't feel like anything from the Fifties--unless we're talking about interstellar flight.

These successors to the legendary Mercedes-Benz 300 SL Gullwing are true supercars, even better ambassadors for the AMG sub-brand than the old SLR supercar. The SLS is AMG's first complete car, each drivetrain built by a single engineer by hand, each copy capable of the kind of heroic acceleration and grip that vaults the SLS into the same rarified air as the Nissan GT-R, Porsche 911 Turbo, Chevy Corvette ZR1 and Lexus LFA.

By any design yardstick, the SLS is the stunner of that select group. The gullwing rocks, visually, when the doors are open, but it's a bit thin on appeal when it's closed up and seen in profile. The roadster? It's lithe and focuses all its optical energy on everything in front of the windshield, with Silver Arrow hints in its profile and even a little of the best bullet-nosed T-Birds. The interior's lined with buttery leather, carbon-fiber trim if you must--and we recommend the Sepang brown trim, so mouthwatering they should have called it Valrhona.

The SLS AMG's admirably smooth ride and accurate, heavy steering are no match for the shock-and-awe histrionics of the AMG engine--but then again, what could be? It's 571 horsepower, thrumming and throbbing, hunting for a way out of the car through a seven-speed dual-clutch gearbox that's improved a lot since we first drove the gullwing two years ago. Massive 20-inch rear wheels and tires grab as much traction as they can under the circumstances, and absolutely flat cornering comes when the adjustable shocks are dialed down to their firmest setting, and when the adjustable steering, throttle and transmission shifts are dialed up to their most responsive settings. The SLS lunges from sweeper to hairpin, barking tires and raspy exhaust all the way. it's a little too long and wide to be nimble, but it's never short of thrilling--especially if you turn off the electronic helpers and skate on the wicked edge of oversteer, which it's wont to do, with its almost even weight distribution.

With most of the SLS' silhouette occupied by engine and transaxle, there's not much space left behind for passengers. The cabin's short on leg and head room, and the gullwing always reminds us of why gullwings aren't more common. Cost aside, they require taller sills, which means it's tougher to get in and out of the car--and even with hinged pieces, the SLS still has a thing for smacking its doors against the back of our heads. The trunk's tiny, and we're kind of aghast there's no custom-fitted luggage option, dyed to match the SLS's fab interior. This is how poor people live, isn't it?

With some of the big-ticket features from the true luxury Benz two-doors--COMAND infotainment controls, carbon-fiber trim and blind-spot monitors--the SLS AMG also has its own Performance Media channel. Tucked into the screens behind the navigation system, Performance Media keeps tabs on your performance driving and lays it out there graphically in real time, translating your cornering and acceleration and lap times into a PowerPoint-worthy presentation. It's one of the hooks that gives this supercar its light layer of modernity.

There's nothing dated about its performance, or its appeal. For $200,000, the 2012 Mercedes-Benz SLS AMG connects the dots in time between the original gullwing and today's hyperperformers--and it does it with more than the customary panache.

 

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2011 Mercedes-Benz S-Class

Spanning a wide gulf at the top of the Mercedes sedan range, the S-Class appeals to captains of industry, celebrities, and the merely affluent. It's just short of the doily crowd's Maybach 57 and 62—more than $200k in top AMG S65 tune, and about $90k in its most affordable S400 Hybrid guise. From earth-friendly to exclusive and exotically fast, the 2011 Mercedes-Benz S-Class does it all in superb comfort.

Whether from the inside or the outside, the S-Class has changed little in appearance since the current generation made its U.S. debut, for 2007. But to most people, that's fine; the S has never been particularly edgy from a design standpoint. Last year, the S-Class got a reshaped grille, smoother front bumpers, new rear bumpers, and LED turn signals within the headlamps; meanwhile, AMG versions gained a new grille, deep air dams, and new wheel designs up to 20 inch. Inside the S-Class, Mercedes-Benz has gone with a simplified, living-room aesthetic; the overall look and feel is relaxed, with a wide, ornately grained wave of wood bridging the cabin.

The 2011 Mercedes-Benz S-Class is again offered in five models, each with distinctly different powertrains. Two offer V-8 engines, two have V-12s, and one melds V-6 and electric power. The mainstream model of the lineup is S550, powered by a 382-horsepower, 5.5-liter V-8. It comes with a seven-speed automatic and either rear- or all-wheel drive, and can spool up to 60 mph in about 5.5 seconds. V-12 models move even quicker and with an almost effortless quiet whir, while the entry Mercedes-Benz S400 Hybrid, which was new last year, provides the slowest performance of any model in the S-Class lineup, yet comes with fuel economy figures of up to 25 mpg highway—a much better fit for the socially conscious. The Hybrid pairs a lithium-ion battery pack with 20-hp-equivalent electric motors, a 275-hp V-6 gas engine, and a seven-speed automatic.

Either of these S-Class models handle quite well—and probably considerably better than you might think; and that's at least in part due to a host of electronics. The standard air suspension gets adaptive damping in the S600, which tailors ride quality to suit rough roads or fast-change switchbacks. Even without it, the S-Class has a very absorbent, well-settled ride that manages to soak up small potholes with little jarring inside the cabin, while remaining remarkably quiet.

For those craving a near exotic-car level of performance (and exclusivity), but with practicality that's on par with other S-Class models, there are two blistering AMG models. The S63 AMG installs the in-house tuner's 6.2-liter V-8 worth 518 hp, and a 0-60 mph time of 4.5 seconds, while the S65 AMG, topping $200k, throttles the turbo V-12 for a stupendous 604 hp, twists out a 4.3-second time from 0-60 mph, and hurtles on to a limited top end of 186 mph.

Regardless of which powertrain you choose in the 2011 Mercedes-Benz S-Class, you essentially get the same interior packaging. And that means you get superbly accommodating front seats, a spacious, well-designed cabin, and easy access and entry for those in back, too. All S-Class variants here in the U.S. are long-wheelbase versions—meaning that even with the front seats back all the way, there's still enough back-seat space, and doors open wide for easy access; it's truly limo-like. Whether you get the active suspension system or the base air suspension, the S-Class will soak up even the roughest washboard surfaces or potholed city streets without ever feeling floaty.

Interior tech is among the best in any vehicle, with a number of features aiding, not distracting the driving experience. Active Body Control aids ride and performance, while items like multicontour seats help hold you in place and in comfort. One of the few exceptions is COMAND, an interface that's still a bit involved and distracting—and less intuitive than the systems from most other luxury automakers.

In addition to tech features, traditional luxury and comfort features are here in full force—including a heated steering wheel; a panoramic sunroof; and a power rear sunshade. Even the S550 has a wood and leather steering wheel; active ventilated and heated front seats; new wheels; ambient lighting and a power trunk lid. A sunroof is standard, along with a power tilt/telescope steering wheel; 14-way power heated front seats; and leather upholstery. The S400 Hybrid shares all this gear, minus the automatic high beams and front-seat ventilation. 

The 2011 Mercedes-Benz S-Class is conservative yet fashionable, with smooth, nicely sculpted exteriors and rich, inviting interiors. See details and best of the Web From mindful and green to pavement-scorching, the 2011 Mercedes-Benz S-Class lineup runs the gamut of affluent image machines when it comes to performance. See details and best of the Web The 2011 Mercedes-Benz S-Class is a luxury car in every respect, with a very spacious, well-designed cabin and rich appointments?no matter which variant you choose. See details and best of the Web A longstanding reputation for occupant protection, combines with some of the latest accident-avoidance developments, allow us to point to the 2011 S-Class as one of the safest sedans?even if crash-test scores aren't available. See details and best of the Web The 2011 Mercedes-Benz S-Class has plenty of features that coddle and entertain?as well as some that improve the driving experience without adding fuss. See details and best of the Web Most of the 2011 Mercedes-Benz S-Class is very thirsty for premium fuel, but the S400 Hybrid is a smart choice for anyone wanting to alleviate some of the guilt. See details and best of the Web High-speed poiseFantastic multicontour seatsVast backseat spaceExotic performance of AMG modelsThe agility of a smaller sedanGet Dealer Price Quotes Very, very priceyCOMAND controllerToo conservative for some

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Official: 2012 Mercedes-Benz M-Class revealed [60+ photos!]

Although it will continue to be produced in Vance, Alabama, the 2012 Mercedes-Benz M-Class was unveiled today at the automaker’s headquarters in Stuttgart, Germany.

The third generation M-Class, which will go on sale in September in North America, might look like an evolution of the last two generations, but the German automaker promises us that it’s all new underneath.

Developed in Germany and the United States, the M-Class was tested off road extensively in Namibia because, in the words of Mercedes-Benz Vice President of Project Management Dr. Uwe Ernstberger, the automaker’s customers “expect to have everything.”

Regardless, most M-Classes sold will undoubtedly remain on the pavement.

Two for now
Initially, Mercedes-Benz will sell the M-Class in North America in two configurations, the V6-powered ML350 in both gasoline and BlueTEC turbodiesel variants. Later, a 4.6-liter V8 will arrive – likely as a 2013 model.

The three-pointed star brand’s 4Matic all-wheel-drive will be standard for 2012, although a rear-wheel-drive variant will also follow at a later date for sunbelt states.

With a 3.5-liter V6, gas models now put out 302 horsepower and 273 lb-ft. of torque (from 268 horsepower and 258 lb-ft.), although Mercedes-Benz estimates that fuel economy will be up substantially to 17 mpg in the city and 22 mpg on the highway (compared to 15/20).

Diesel models are also more efficient and powerful, with their 3.0-liter units cranking out 240 horsepower and 455 lb-ft. of torque, increases of 30 ponies and 55 lb-ft., respectively. The automaker says that fuel economy should check in at 20/25, up from 18/25. Like the current model, the BlueTEC will be certified for sale in all 50 states.

A new seven-speed automatic transmission with a more efficient torque converter also helps make the best of both V6s.

An air suspension system is optionally available, which aids both on and off-road use. Packaged with the air suspension, a new Active Curve System helps negate body roll by tightening up the anti-roll bars in heavy cornering.

Design upgrades
The look might seem derivative at first, harking back in many ways to the original M-Class first offered in 1997.

A front fascia inspired by Mercedes-Benz’s latest design language, with a jutting-out grille and swept-back headlamps, is the biggest visual indicator of the car’s newness. From the side, the M is more angular and blacked-out D-pillars contribute to a more modern appearance. From the rear, the tail lamps are almost car-like, which gives the M-Class the appearance that it is smaller than it is.

Inside, Mercedes-Benz designers have given the new crossover a more upscale interior than ever before. The center stack sits up high with the automaker’s latest switchgear. The gear lever remains on the steering column, which frees up more central console space for a wide and flexible storage bin.

Rear seat riders are treated to more room and plusher accommodations as well.

Eucalyptus wood trim is standard, but Mercedes-Benz will also offer interior upgrades like leather-like covering for the dashboard and various trims including dark poplar wood, aluminum and matte-finish ash wood.

Safety continues to remain a focus with a more robust architecture designed to reduce impact intrusion into the cabin. All models also include nine airbags and Mercedes-Benz’s full complement of driver aids like Pre-Safe, which prepares the vehicle for an impending collision, Attention Assist, which helps keep drivers more alert and other various laser-based systems.

Nitty-gritty
Look for prices to be announced in August just before the 2012 M-Class goes on sale. Well-equipped even in base configurations, both the gas and diesel models will be available with plenty of options.

A Premium 1 Package adds a rearview camera, power-folding exterior mirrors and Mercedes’ COMAND navigation system. The Premium 2 upgrade adds heated and cooled cupholders, a harman/kardon audio system and a few other items.

Enthusiasts should note the Dynamic Handling Package, which adds the air suspension and Active Curve System, as well as 20-inch alloy wheels.

The Off Road Package, meanwhile, includes a two-speed transfer case and the air suspension for certain markets.

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Mercedes-Benz commemorates 60 years of Unimog with an outrageous concept

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First Test: 2012 Mercedes-Benz CLS550

Bob Seger's 1977 album "Night Moves" is best known for its title track, but it also was propelled up the charts by songs like "Rock and Roll Never Forgets" and "Mainstreet." "Fire Down Below" has endured as a classic rock favorite, though it never made it to the pop charts as a single. Not bad for a rather poignant song about prostitution. The toe-tapping rhythm definitely helped sell it. The 2012 Mercedes-Benz CLS550 has a different story to tell. After all, the original car invented the so-called "four-door coupe" design aesthetic that so many others have copied with varying degrees of success. The new CLS550 is a stunning performer that should have no problem carrying the mantle. So what do these things have in common? For the sake of younger readers, we'll call it exhilaration. Both the men in Seger's song and the CLS550 are looking for someone to take them for a fast ride. We recommend the Benz, and since it comes with 14 separate onboard safety systems, it's undoubtedly safer. It's also faster.

When we picked up the first-generation CLS-Class sedan for a test day rendezvous back in 2005, we went for the threesome. Us, a CLS500, and a CLS55 AMG. Kinky. The CLS500 showed us a good time, hitting 60 mph in 5.4 seconds and running the quarter in 14 seconds flat at 100.2 mph with its tight 302-horsepower 5.0-liter V-8. The CLS55 AMG blew our socks off with its big 469-horsepower supercharged 5.4-liter V-8 shooting us down the track to 60 mph in 4.3 seconds and through the quarter-mile in 12.5 seconds at 114.5 mph. Ahh, youth. Six years later, we've been around the block a few more times and it's going to take more to make us part with our hard-earned dollars. Now, though, there's a new Mercedes engine on our radar and under the hood. How does 402 horsepower and 443 pound-feet of torque from a twin-turbo 4.7-liter V-8 -- in the cooking-grade CLS550 -- grab you? We decided to give her a test drive, and we weren't disappointed.

Motor Trend Rating:  

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First Drive: 2012 Mercedes-Benz C63 AMG Coupe

Mercedes' C63 AMG Coupe Picks Up Where BMW Leaves Off Timing is key. Mercedes-Benz's new C-Class Coupe will arrive in the U.S. this fall, half a year before archrival BMW replaces its 3 Series, including the coupe, the most consistently successful such two-door in this class. While BMW typically needs a full year between a new 3 Series introduction and a new M3 hot rod, AMG already has the proper engine, the 6.2-liter "63," plus all the other mods, including chassis and bodywork, from the well-established C63 sedan and not-for-U.S. wagon, so its hot rod will launch concurrently with the new C-Coupe bodystyle. Both the new C-Class Coupe and its AMG variant fill many gaps beyond the one BMW is about to create. They take the place of the moderately successful CLK-Class, which Mercedes replaced with the larger, costlier E-Class coupe. The C-Coupe fills in the size category between the 1 Series/1M and the 3 Series/M3, the latter of which was stretched to a larger size than the 3 sedan because BMW nearly called it the 4 Series. Mercedes still has the Audi A5/S5 to contend with, though they aren't nearly as iconic or powerful as the Bavarian brand's coupe. With BMW prepared to downsize the M3's engine back to six cylinders, this time with twin turbos, and enthusiasts worried the 3's chassis and steering will get the same treatment as Series 5 and 7, the timing couldn't be better for a 451-horsepower V-8 under the hood of a tight new C-Class coupe. Those of you yearning for even more power can choose a version of the C63 coupe with what AMG calls a "development package" that adds the SLS AMG's lighter pistons, rod, and crankshaft, subtracting weight and adding engine speed and 30 more peak horsepower for a higher top speed. AMG estimates a 0-62 mph acceleration time of 4.4 seconds for the 451-horse version and 4.3 seconds for the 481-horsepower version. Top speed is electronically limited to 155 mph, though if you add the optional Driver's Package, the limiter cuts off at 174 mph and the giddy new owner gets free driver training thrown in to keep him or her off the curbs. Motor Trend Rating:

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First Look: 2012 Mercedes-Benz M-Class

With the 2012 M-Class, Mercedes wasn't aiming for a radical departure in exterior design. Yet, even with a cursory glance, its obvious that there's something different about this SUV -- crisper lines, an overall more-muscular look, for starters. Going deeper, it becomes clear that what Mercedes did was look at what buyers liked about the second-generation M-Class and worked to further improve those attributes. When the ML goes on sale in September it will be offered with two V-6 engines: the 3.5-liter gas or the 3.0-liter turbodiesel. Both achieve something that seemed impossible five to 10 years ago: They put out more power than before, and are more fuel-efficient. The gas engine has 302 horsepower, up 34, and 273 pound-feet, up 15. Its fuel economy is an estimated 17 city/22 highway, and both numbers are up by 2 mpg. It uses direct injection and new piezo injectors with a 2900 psi pressure.

The BlueTec turbodiesel six has been reworked, now putting out 240 horsepower and 455 pound-feet of torque, increases of 30 and 55, respectively, while fuel economy improves by 2 city mpg to an estimated 20 mpg city/25 mpg highway. The fuel economy improvements in the diesel can be attributed to a few key factors, including weight loss, and the use of AMG's twin-wire-arc spraying, a technology that reduces friction. Both engines are now backed by a seven-speed automatic. Mercedes wouldn't comment on whether V-8 options would be available, but at one of the displays at the M-Class unveiling, there was a 408-horsepower, 4.6-liter direct injection twin-turbo V-8, much like the one in the S-Class. We also expect a hybrid to join the lineup.

Motor Trend Rating:

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First Drive: 2012 Mercedes-Benz CLS550 and CLS63 AMG [Review]

Mercedes-Benz, like a shark, never remains motionless for long. Constantly trying to improve the breed, they revise, renew and reinvent their latest and greatest. That is why we traveled to Napa Valley to drive the marque’s newest, the 2012 Mercedes-Benz CLS550 and CLS63 AMG. Otherwise we would still be driving the original Benz Patent-Motorwagen from 1886… or at least a big ’80s 560SEL.

As one of the originators of the four-door coupe style championed back in 2004, Mercedes-Benz was not content to sit on their hands as others, including some Korean upstarts, approached the playing field. Figuring two can play at that game, M-B enlisted the talents of Korean-American designer Hubert Lee and his team to pen a new look to this already classic vehicle.

Rolling sculpture
We think it’s one of the most alluring designs on the road. The 2012 Mercedes-Benz CLS is the bee’s knees and even has what the designer has called knees. It’s a four-door, four passenger sedan–there is no room for a fifth passenger with the center console equipped versions. How’s that for family planning?

The new CLS is available as the CLS550, the CLS550 4Matic (think all-wheel-drive), and the CLS63 AMG (think “holy mackerel!”). New direct injection V8 engines power all models. The CLS550s utilize the 4.6-liter twin-turbo engine, while the CLS63 AMG’s heart beats under the hood in the form of a 5.5-liter biturbo engine.

It used to be, for those in this segment, that fuel economy was not an issue. Now that gasoline prices are skirting along the edge of four bucks a gallon, that’s no longer the case. To that end, the new CLS incorporates an engine in the 550 model that, while smaller than the outgoing version, gets 26 percent better fuel economy and 13 percent more power.

In the CLS63 AMG, an Eco-mode allows for auto stop/start functions, which occur when the driver puts his foot on the brake, when stopped. As soon as the brake is released, and the accelerator is depressed, the engine re-fires and is ready to go. Multi-spark and multi- squirt technologies help to deliver more powerful and energy-saving efficiencies under the hood.

A secondary function in Sport, Sport+ and Manual modes offer quicker shifts by cutting fuel flow to the cylinders, which assists in quicker shifts. An aggressive popping noise lets you know this is occurring, which can be music to an enthusiast’s ears.

Distronic cruise control watches the distance between you and other cars in front of you and pre-charges the brakes should the system anticipate a shunt. Adjustable ride controls make their way to the center console in the AMG, and allow the driver to remap the engine, the transmission and suspension systems to various degrees for a personalized ride characteristic. This can be instantly recalled by pushing the so-called AMG button located next to the shift controller. These functions are all part of the AMG Speedshift MCT7-speed sport transmission’s operations.

Despite all the other innovations, our favorite feature is the available Drive-Dynamic function in the multi-contour seats. Dive into a turn, and the outside bolsters of the front seats inflate to keep their occupants in place.

Deceiving looks
Evolving from the original segment-creating original of 2003, the new CLS is at once a combination of familiar and unknown. A pair of strakes flanks the front air intake with the performance-Star in the center of the grille. The grille’s look is reminiscent of the SLS AMG supercar that is at the pinnacle of modern Mercedes-Benz performance. New LED running lights, and taillights complete the high-tech transformation.

A hockey stick-like stamping in the side panel gives a line of visual interest that doesn’t exist on the myriad of slab-sided vehicles available today. The “paddle” of the hockey stick gives way to what designer Lee has termed the vehicle’s “knees.” Overall, we don’t get the feeling of swoopiness that we were first so enamored with in the original CLS. Instead we see a more mature and more refined looking sedan. Perhaps more conventional is the adjective we are looking for.

The CLS550 starts with standard M-B flair inside. A three-spoke steering wheel takes the tiller position with choice wood accents and a standard stem-on-the-stalk gear selector. Matching wood trim carries the theme throughout the rest of the cabin. A pair of cupholders populates the center console.

Order the CLS63 AMG, and you get a black stitched leather interior with flat-bottomed three-spoke steering wheel. Carbon fiber trim inserts carry forth the high-tech effect. In place of the cupholders found in the more sedate model, look for dynamic ride controllers as well as the gear selector and the user programmable AMG button.

Does it throw down?
Can we get a hell yeah? The CLS550 and its 4.6 twin-turbocharged direct injection V8 is no wallflower by any stretch. Producing 402 horsepower and 443 lb-ft. of torque, with all of that coming on at 1,800 rpm and holding steady up to 4,750 rpm, you end up with an impressively flat power band. The EPA says to look for 18 city and 26 highway mpg. Zero to 60 happens in 5.1 secs, which is impressive for a 4,158 lbs. vehicle. Look for a 130 mph top end.

Order the CLS63 AMG and you find yourself in a whole different realm. A 5.5-liter direct injection engine with twin turbochargers pushing through 14.5 lbs of boost, the net result is a whopping 518 horsepower and 516 lb-ft. of torque. But that’s for the mildly tuned version, which is good only up to 155 mph. Order the available AMG performance package and you’ll instantly find 550 horsepower and 590 lb-ft. underfoot. Not a ride for poseurs, 0-60 mph with this setup occurs in 4.3-seconds. Maximum speed tops out at 186 mph.

Riding on Airmatic suspensions, the cars are not quite Jekyll and Hyde but enough to let you know the difference. While the CLS550 is tossable to a large degree, the CLS63 AMG dials itself in (with driver input) to fully personalize the ride. The end result, which we experienced on a route from Northern California’s Napa to Sonoma counties showed just how agile a car this really is. Power was arrived at via a mere tap. But what a piece of ear candy it is. The sound emanating from under hood was the automotive equivalent of bourbon to a twelve-stepper.

Cornering was impressive and the Drive Dynamic automatic bolsters were more than capable of keeping you planted squarely behind wheel. Get in over your head, and two pairs of 14.2-inch ventilated and perforated disc brakes pull you back from the edge. That’s if you have left the traction control in an active state. The CLS63 AMG’s lane departure warning and prevention system was handy but also tended to impose while negotiating the twisties on the way to Heraldsburg in Sonoma County.

Using torque vectoring, the CLS63 gave us haptic feedback through the wheel and also caused braking to occur on the inside wheels when crossing the line, both literally and figuratively. In the situation of the winding roads, it was a welcome addition. If a turn indicator was engaged, the warning cancels itself when it realizes that crossing the line was the intention.

Leftlane’s bottom line
Mercedes-Benz and their AMG performance division have revitalized what was one of the more innovative designs on the road, and pushed it a lot farther in the process.

Perfect for those who think the S-Class too large, and the E-class too small, the CLS is the middle child that never seems to put a foot wrong.

2012 Mercedes-Benz CLS550 base price, $72,175.
2012 Mercedes-Benz CLS63 AMG base price, 96,775.

Words and photos by Mark Elias.

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Finally: Mercedes-Benz SLS AMG Roadster officially drops its top

Mercedes-Benz’s 563-horsepower SLS AMG has gone topless to create the 2012 Mercedes-Benz SLS AMG Roadster.

Boasting an AMG-designed chassis, body and powertrain, the SLS Roadster is officially considered the “second” car to be independently developed by AMG. The SLS Roadster is, obviously, based very heavily on its gullwing sibling.

Under both hoods
The SLS AMG’s compact cloth fabric top was chosen for three reasons: Its light weight compared to a folding metal roof, its trim folded dimensions and its unique style. Capable of stowing away in just 11 seconds, it can be operated at speeds up to 31 mph.

Unlike the gullwing, the Roadster’s doors open traditionally with little pomp and circumstance. But that doesn’t mean it isn’t impressive inside.

Under the roof, things are mostly standard SLS AMG. That’s to say that the car draws inspiration from the original 300SL Gullwing of the 1950s, a legendary racing and road car that is highly valued by collectors today. The dashboard is retro-modern, with all the latest Mercedes-Benz luxuries and high-grade materials and trim that can be tailored to an individual buyer’s tastes.

Its dashboard is aircraft-inspired, as well, thanks to the jet engine-resemblilng vent nozzles and the aircraft thrust control-shaped E-Select gear lever.

That lever helps fire up the AMG Speedshift DCT 7-speed automatic. With four modes – comfort, sport, sport+ and manual – the automatic can fire off shifts faster than any driver could. A Race Start function optimizes the car’s sophisticated traction control system and mechanical differential lock for optimal launches.

Motivating the SLS AMG is the division’s 6.3-liter V8, which puts out 563 horsepower at 6,800 rpm and 479 lb-ft. of torque at 4,750 rpm. This thrust propels the SLS AMG to 60 mph in a mere 3.7 seconds and the car is electronically limited to an impressive 197 mph. As a result, both roadster and gullwing boast similar performance figures.

Designed to handle
Like the coupe, the SLS AMG Roadster is more than just an acceleration machine. A low-mounted engine with a dry sump system helps ensure optimal weight distribution and a nearly ground-level center of gravity.

The engine is front-mid mounted, meaning it lies as close to the center of the vehicle as possible, which helps AMG achieve a 47/53 weight distribution. A broad track – 66.2 inches up front and 65.1 inches out back – improves grip and control.

All four wheels hit the ground thanks to double wishbone suspensions with a track road, a Formula 1-derived technology.

Buyers can select either the standard sport-oriented suspension or a new Adaptive AMG Sport Suspension with three modes (comfort, sport and sport+). Each mode features its own shock tuning to alter the ride quality based on the type of driving desired.

The rear-wheel-drive roadster also offers optional ceramic brakes for optimal fade-free braking under extreme conditions.

Look for the SLS AMG Roadster to make its auto show debut later this year the Frankfurt Motor Show before it goes on sale worldwide.

View the original article here

Finally: Mercedes-Benz SLS AMG Roadster officially drops its top

Mercedes-Benz’s 563-horsepower SLS AMG has gone topless to create the 2012 Mercedes-Benz SLS AMG Roadster.

Boasting an AMG-designed chassis, body and powertrain, the SLS Roadster is officially considered the “second” car to be independently developed by AMG. The SLS Roadster is, obviously, based very heavily on its gullwing sibling.

Under both hoods
The SLS AMG’s compact cloth fabric top was chosen for three reasons: Its light weight compared to a folding metal roof, its trim folded dimensions and its unique style. Capable of stowing away in just 11 seconds, it can be operated at speeds up to 31 mph.

Unlike the gullwing, the Roadster’s doors open traditionally with little pomp and circumstance. But that doesn’t mean it isn’t impressive inside.

Under the roof, things are mostly standard SLS AMG. That’s to say that the car draws inspiration from the original 300SL Gullwing of the 1950s, a legendary racing and road car that is highly valued by collectors today. The dashboard is retro-modern, with all the latest Mercedes-Benz luxuries and high-grade materials and trim that can be tailored to an individual buyer’s tastes.

Its dashboard is aircraft-inspired, as well, thanks to the jet engine-resemblilng vent nozzles and the aircraft thrust control-shaped E-Select gear lever.

That lever helps fire up the AMG Speedshift DCT 7-speed automatic. With four modes – comfort, sport, sport+ and manual – the automatic can fire off shifts faster than any driver could. A Race Start function optimizes the car’s sophisticated traction control system and mechanical differential lock for optimal launches.

Motivating the SLS AMG is the division’s 6.3-liter V8, which puts out 563 horsepower at 6,800 rpm and 479 lb-ft. of torque at 4,750 rpm. This thrust propels the SLS AMG to 60 mph in a mere 3.7 seconds and the car is electronically limited to an impressive 197 mph. As a result, both roadster and gullwing boast similar performance figures.

Designed to handle
Like the coupe, the SLS AMG Roadster is more than just an acceleration machine. A low-mounted engine with a dry sump system helps ensure optimal weight distribution and a nearly ground-level center of gravity.

The engine is front-mid mounted, meaning it lies as close to the center of the vehicle as possible, which helps AMG achieve a 47/53 weight distribution. A broad track – 66.2 inches up front and 65.1 inches out back – improves grip and control.

All four wheels hit the ground thanks to double wishbone suspensions with a track road, a Formula 1-derived technology.

Buyers can select either the standard sport-oriented suspension or a new Adaptive AMG Sport Suspension with three modes (comfort, sport and sport+). Each mode features its own shock tuning to alter the ride quality based on the type of driving desired.

The rear-wheel-drive roadster also offers optional ceramic brakes for optimal fade-free braking under extreme conditions.

Look for the SLS AMG Roadster to make its auto show debut later this year the Frankfurt Motor Show before it goes on sale worldwide.

View the original article here

Finally: Mercedes-Benz SLS AMG Roadster officially drops its top

Mercedes-Benz’s 563-horsepower SLS AMG has gone topless to create the 2012 Mercedes-Benz SLS AMG Roadster.

Boasting an AMG-designed chassis, body and powertrain, the SLS Roadster is officially considered the “second” car to be independently developed by AMG. The SLS Roadster is, obviously, based very heavily on its gullwing sibling.

Under both hoods
The SLS AMG’s compact cloth fabric top was chosen for three reasons: Its light weight compared to a folding metal roof, its trim folded dimensions and its unique style. Capable of stowing away in just 11 seconds, it can be operated at speeds up to 31 mph.

Unlike the gullwing, the Roadster’s doors open traditionally with little pomp and circumstance. But that doesn’t mean it isn’t impressive inside.

Under the roof, things are mostly standard SLS AMG. That’s to say that the car draws inspiration from the original 300SL Gullwing of the 1950s, a legendary racing and road car that is highly valued by collectors today. The dashboard is retro-modern, with all the latest Mercedes-Benz luxuries and high-grade materials and trim that can be tailored to an individual buyer’s tastes.

Its dashboard is aircraft-inspired, as well, thanks to the jet engine-resemblilng vent nozzles and the aircraft thrust control-shaped E-Select gear lever.

That lever helps fire up the AMG Speedshift DCT 7-speed automatic. With four modes – comfort, sport, sport+ and manual – the automatic can fire off shifts faster than any driver could. A Race Start function optimizes the car’s sophisticated traction control system and mechanical differential lock for optimal launches.

Motivating the SLS AMG is the division’s 6.3-liter V8, which puts out 563 horsepower at 6,800 rpm and 479 lb-ft. of torque at 4,750 rpm. This thrust propels the SLS AMG to 60 mph in a mere 3.7 seconds and the car is electronically limited to an impressive 197 mph. As a result, both roadster and gullwing boast similar performance figures.

Designed to handle
Like the coupe, the SLS AMG Roadster is more than just an acceleration machine. A low-mounted engine with a dry sump system helps ensure optimal weight distribution and a nearly ground-level center of gravity.

The engine is front-mid mounted, meaning it lies as close to the center of the vehicle as possible, which helps AMG achieve a 47/53 weight distribution. A broad track – 66.2 inches up front and 65.1 inches out back – improves grip and control.

All four wheels hit the ground thanks to double wishbone suspensions with a track road, a Formula 1-derived technology.

Buyers can select either the standard sport-oriented suspension or a new Adaptive AMG Sport Suspension with three modes (comfort, sport and sport+). Each mode features its own shock tuning to alter the ride quality based on the type of driving desired.

The rear-wheel-drive roadster also offers optional ceramic brakes for optimal fade-free braking under extreme conditions.

Look for the SLS AMG Roadster to make its auto show debut later this year the Frankfurt Motor Show before it goes on sale worldwide.

View the original article here

Finally: Mercedes-Benz SLS AMG Roadster officially drops its top

Mercedes-Benz’s 563-horsepower SLS AMG has gone topless to create the 2012 Mercedes-Benz SLS AMG Roadster.

Boasting an AMG-designed chassis, body and powertrain, the SLS Roadster is officially considered the “second” car to be independently developed by AMG. The SLS Roadster is, obviously, based very heavily on its gullwing sibling.

Under both hoods
The SLS AMG’s compact cloth fabric top was chosen for three reasons: Its light weight compared to a folding metal roof, its trim folded dimensions and its unique style. Capable of stowing away in just 11 seconds, it can be operated at speeds up to 31 mph.

Unlike the gullwing, the Roadster’s doors open traditionally with little pomp and circumstance. But that doesn’t mean it isn’t impressive inside.

Under the roof, things are mostly standard SLS AMG. That’s to say that the car draws inspiration from the original 300SL Gullwing of the 1950s, a legendary racing and road car that is highly valued by collectors today. The dashboard is retro-modern, with all the latest Mercedes-Benz luxuries and high-grade materials and trim that can be tailored to an individual buyer’s tastes.

Its dashboard is aircraft-inspired, as well, thanks to the jet engine-resemblilng vent nozzles and the aircraft thrust control-shaped E-Select gear lever.

That lever helps fire up the AMG Speedshift DCT 7-speed automatic. With four modes – comfort, sport, sport+ and manual – the automatic can fire off shifts faster than any driver could. A Race Start function optimizes the car’s sophisticated traction control system and mechanical differential lock for optimal launches.

Motivating the SLS AMG is the division’s 6.3-liter V8, which puts out 563 horsepower at 6,800 rpm and 479 lb-ft. of torque at 4,750 rpm. This thrust propels the SLS AMG to 60 mph in a mere 3.7 seconds and the car is electronically limited to an impressive 197 mph. As a result, both roadster and gullwing boast similar performance figures.

Designed to handle
Like the coupe, the SLS AMG Roadster is more than just an acceleration machine. A low-mounted engine with a dry sump system helps ensure optimal weight distribution and a nearly ground-level center of gravity.

The engine is front-mid mounted, meaning it lies as close to the center of the vehicle as possible, which helps AMG achieve a 47/53 weight distribution. A broad track – 66.2 inches up front and 65.1 inches out back – improves grip and control.

All four wheels hit the ground thanks to double wishbone suspensions with a track road, a Formula 1-derived technology.

Buyers can select either the standard sport-oriented suspension or a new Adaptive AMG Sport Suspension with three modes (comfort, sport and sport+). Each mode features its own shock tuning to alter the ride quality based on the type of driving desired.

The rear-wheel-drive roadster also offers optional ceramic brakes for optimal fade-free braking under extreme conditions.

Look for the SLS AMG Roadster to make its auto show debut later this year the Frankfurt Motor Show before it goes on sale worldwide.

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Mercedes-Benz spreads new V6, V8 engines across range

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Report: Mercedes-Benz planning four S-Class variants

Friday, May 13th, 2011 @ 1:05 p.m.

Mercedes-Benz will reportedly double the number of variants of its next-generation S-Class. Mercedes’ latest flagship is expected to arrive during the second half of next year as a 2013 model.

Today’s current regular- and long-wheelbase S-Class variants will remain on tap for the next iteration of the car – codenamed W222 – but Mercedes will add two more body styles to the mix.

Set to arrive sometime during 2013, Mercedes-Benz will launch a coupe version of the S-Class sedan. Following the pattern laid out by the E-Class coupe, the S-Class coupe will replace Mercedes’ current CL model.

A year after the launch of the S-Class coupe, Mercedes will launch a convertible variant of the new S-Class. Although the 2007 Ocean Drive Concept (pictured) hinted at a four-door convertible S-Class, the production version is expected to retain the two-door setup of the coupe, but will offer seating for four.

The S-Class has long been known as a technology leader, and that tradition will continue with the 2013 model. Expected advanced electronics like a road-sensing Magic Body Control system and a more user friendly Command system.

References
1.’Mercedes S-class…’ view

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Is this the next-generation Mercedes-Benz A-Class?

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2011 Mercedes-Benz E-Class Sedan - Coupe - Wagon - Cabriolet

The 2011 Mercedes-Benz E-Class offers a two new models in addition to last year's Coupe and Sedan with a Wagon and Cabriolet now available, plus the tire-shredding power and capable handling of the E63 AMG.

The 2011 Mercedes-Benz E-Class sedan swings to the masculine side of the pendulum and sharpens its driving appeal in the process.

All E-Class models share similarly aggressive styling cues, adapting them to their varying shapes with equal success. The many angles, curves, and chrome accents may prove busy for some eyes, but the overall impact is unmistakably German. The AMG model gets unique treatment to mark it out as the performance superstar.

Three engines are available across the lineup, from a peppy V-6 to a powerful V-8 to a fuel-efficient and high-torque diesel. Not all engines are available in all body styles, however; if you want a diesel, you'll have to get a Sedan; if you want a V-8, you won't find one in the Wagon. Regardless of the model or engine chosen, however, the E-Class range rewards the driver with adjustable suspension settings, a responsive seven-speed automatic, and improved, yet still comfortable, driving dynamics. The E63 AMG kicks the whole show up a notch, with 518 horsepower from its 6.3-liter V-8 engine, and reworked AMG-tuned suspension.

The latest E-Class also offers more space and luxury than previous generations of the car, with a wider and longer body and more standard and available features. Build quality is tight, materials selection is mostly excellent, and quietness is a strength.

Standard and optional safety equipment are a highlight of the E-Class range, with two models earning Top Safety Pick status from the IIHS. Computer driving aids from drowsiness detection to adaptive cruise control that can brake to avoid an accident are available extras.

Though the 2011 E-Class offers plenty of standard features, including the COMAND infotainment system, vinyl seats are curiously included in the base spec. Upgrading can take many paths, from more luxury to more sport, or both, with gadgets like rear-view cameras and luxury features like massaging and heated seats among the list.

Though it's no bargain value at a minimum starting price of $48,850, the E-Class range certainly justifies its premium price with an all-around premium product.

The 2011 Mercedes-Benz E-Class combines a refined engine range with comfortable yet capable driving dynamics for a winning combination. See details and best of the Web The 2011 Mercedes-Benz E-Class can't be considered a bargain with a minimum $48,850 MSRP, but its features list certainly justifies the price. See details and best of the Web Four body styles, three engines--your choicePlenty of interior roomMuch richer interior treatmentAll-wheel-drive optionGet Dealer Price Quotes Busy styling cuesTechno features' steep learning curveVinyl seats standard?

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