The days of AMG’s 6.2 litre V8 – as featured across the AMG 63 line of vehicles – are numbered, if a new report this week is to be believed.

Speaking with US website Edmunds, Daimler R&D board member Dr Thomas Weber reportedly said that a new 5.5 litre twin-turbo V8 will succeed the larger engine late next year. The move is believed to be in response to tightening emission controls and the need for a more fuel efficient power plant.

Specific details, such as proposed power outputs, emissions or fuel economy targets were not revealed. An official announcement from Mercedes Benz is expected during the 2010 Paris Auto Show in September.

During the interview, Dr Webber suggested that along with the new engine, other V8-powered, non-AMG Benzes will pick up a smaller twin turbo V8 engine. Capacity for this engine is believed to be between 4.5 and 5.0 litres.

The editors and staff at AllMusic.com have named David S. Ware’s Shakti and Gerald Cleaver/William Parker/Craig Taborn’s Farmers By Nature, both on AUM Fidelity, two of their Favorite Jazz Albums of 2009.

Mercedes-Benz goes for major bling at the 2009 Dubai Auto Show, unveiling an SLS AMG with a flashy gold paint job that is said to be a “token of respect for the Middle East.”

I do like Mercedes cars stock. I like the SL, the CLS, the S, I like the SLR, the SLS is meh.

But, why is it that all Mercedes aftermarket cars look like garbage?

The Mec designed Mercedes goes from meh to blech.

Like barfing. Or something else bad.

This goes really well with the PhantASMA CL AMG I posted a few months back.

Stop modifying Mercedes if your initials are not AMG.

Just to make things worse, here’s the G-power Typhoon X6M

I just wanted to post this doo doo brown ugliness. Since I hate the X6.

Photo copyright ©2009 Damon Lavrinc / Weblogs, Inc.

You’ve heard of diamond-encrusted televisions. You’ve heard of gold-plated refrigerators. You’ve heard of bathtubs dipped in platinum. Are any of these things better because of their blinged-out status? No.

A gold-plated refrigerator is still a refrigerator. If I gold-plated my excrement, it would still be excrement.

When you get down to the nuts and bolts of the matter, it’s just flat-out tasteless.

This is what plagues the Lexus LFA.

It’s a great machine. It can lap the Nürburgring in 7:24. It’s got a great-sounding V10 engine. It’s dynamic, and it’s the automotive equivalent of gold-plated excrement.

I have come to this conclusion via the power of complex mathematical reasoning. If I were born yesterday, I’d be able to guesstimate the LFA’s price at $168,000 just by looking at it. If you told me how it performed, I’d add $25,000 to the total. If I were to hear the sound of the engine – which may be the best sound of any road car today - I’d start feeling generous and I’d add $30,000 to the expected price.

So where does that leave us? $223,000
Lexus LFA MSRP: $380,000
Discrepancy between perceived price and actual MSRP: $157,000

So where did all those Benjamins go? They went into the carbon fiber-reinforced polymer body which saves about 200 lbs. versus an all-aluminum car.

So tell me, are you willing to pay $157,000 to lose 200 lbs? I’m not and I’m certain NBC’s Biggest Loser isn’t either. So while the Lexus LFA is a great car, it’s a great car wrapped in carbon fiber, or the automotive equivalent of gold plating, and for an extra $157,000 … well, if i carry the seven and cross-cancel – yep, that makes the car crap – crap wrapped in “gold”.

I know, everybody wants to be like Audi. Put a halo car in the showrooms to get people to walk in, and they walk out with an A4. Same thing with the Ford GT. Same thing with the Acura NSX. Same thing with the Dodge Viper. All those cars changed their entire car companies and the way people perceived them.

But now the halo car business is becoming too much of a “me too” business; as a result, I think this car will hurt Lexus’s image. The Lexus LFA is a halo car done wrong. Halo cars have to present something new and/or unique to the marketplace. The Acura NSX was the best example – it was the first supercar that was easy to drive. The Dodge Viper – the automotive equivalent of a red thong flossing a tan butt on a summer day north of 100°F. Audi R8 - a true supercar you could drive every day and almost afford. LFA: just another fast car.

You see, halo cars don’t necessarily have to beat all their rivals, but they have to be compelling. I’m sorry, but among Ferrari 599 GTB Fioranos and Mercedes-Benz SLS AMGs … even the much cheaper Nissan GT-Rs, the Lexus LFA is leaving this reviewer cold.

The name LFA originates from “Lexus Future Advance”. It’s a shame because in many ways, this car is retarding Lexus’s future.

They should have made a successor to the Supra (the name alone sounds better than “LFA”) that would have been less expensive than the Nissan GT-R, but better-performing. What they’ve given us is an overpriced Supra with a Lexus badge and radiators in the back. Stinky.

Photos copyright ©2009 Damon Lavrinc / Weblogs, Inc.

We at CCO would like to welcome you to a special Holiday Burst of News. It’s pretty much the same as any other Burst, except our hearts are filled with the unique form of adrenaline brought on by massive amounts of Thanksgiving food, Black Friday debt, and ChristmuHanuKwanzaa excitement/stress. So you’ll excuse us if we occasionally pause to scream our heads off.

Our first gift this holiday season, however, comes from the good folks at Lamborghini. According to company sources speaking to CarsUK.net, Lambo is summoning up their very own hypercar capable of competing with the Ferrari Enzo and the rest of the highest echelon of automotive performance. Rumor has it the car, which will be based off the Murcielago-replacing Jota, will be named Urus, after the enormous primordial ancestor of modern cattle. (That’s not a joke.)

They really could just cut and paste the Reventon body on the Jota chassis, and I don't think any of us would mind.

While the Jota’s suspected 700+ horsepower 6.0 liter V12 and carbon fiber/aluminum chassis mean it probably won’t be much of a slouch, the Urus should blow it away, thanks to intensive weight-reducing strategies and the introduction of an 800+ horsepower V12. Price hasn’t been announced, but if you’re hoping for less than half a million bucks, you’d be better off praying for JFK’s resurrection.

But while Lamborghini is trying to out-muscle Ferrari’s old hypercars, the folks in Maranello are working on something quite different. The company confirmed last month they are developing an electric-powered all-wheel-drive system for their future vehicles.

That’s right, folks. Not only will the Ferrari of Tomorrow have four-wheel-drive…it’ll be a hybrid.

The 458 probably won't get the hybrid system. We just wanted to look at it again.

Company insiders told AutoCar the system’s first use will be driving the front wheels of the company’s front-engined GTs, effectively giving each axle a separate powertrain – the electric motor up front, and a gasoline-powered V12 powering the rear. But the system is designed to improve handling and acceleration, not fuel economy – so we don’t have to worry about Ferrari drivers getting all smug or anything.

The system will probably first be used in the successor to the 612, which will probably be breaking cover sometime in the next year or two. Don’t expect to see any hybrid Ferraris on the streets until 2014 or so, which still sounds ridiculously futuristic whenever we think about it. When they do come, the hybrid system will probably add a hefty tithe to the Monroney – but if you can afford a four-seat Ferrari, you probably ain’t too worried about it.

Speaking of mansion-priced cars, Rolls-Royce is hoping to take the wraps off an electric version of its Phantom uber-sedan sometime in the next year or so, also according to AutoCar. The Powers That Be at Rolls want to have the car on the road by 2012, in time for the London Olympics – which, entirely coincidentally, happen to be sponsored by Rolls-Royce’s parent company, BMW!

While it appears stoic, the Phantom is silently judging you for being too poor to afford it.

Rolls employees claim they aren’t particularly concerned about the added mass of the lithium-ion batteries needed to hold the car’s juice, as the conventional Phantom already pushes three tons. And while you could certainly argue a 6,000 pound sedan decorated with twenty-seven cows’ worth of leather and more wood than a freshman class trip to the Playboy Mansion is hardly eco-friendly, don’t bother telling the electric Rolls’ owners – because while they can certainly hear you, they just don’t care.

If you’re in the market for a more modest luxury sedan, however, there’s no need to fret. BMW and Audi both have unveiled the newest members of their families in the last couple weeks – BMW brought out its new 5-series, while Audi rolled out the new A8.

First up: the 5, which continues BMW’s recent trend back towards more conventional styling. The “flame surfacing” of the Bangle years admittedly remains, but at least the front end no longer appears surprised and the rear no longer frustrated.

Here in the States, only two models will be available at launch – the 550i, powered by a 407-horsepower version of Bimmer’s blissful turbocharged 4.4-liter V8, and the 535i, which comes with the latest turbocharged, 306-horsepower version of the company’s equally sweet 3.0-liter inline six. The best-selling-yet-least-arousing 528i will arrive a couple months later; however, BMW makes up for it by boosting power to 258 horses and 228 lb-ft of torque – gains of 28 for both figures over the current models. ZF’s new eight-speed automatic comes standard on the 550i, and optional on the six-cylinder models.

After debating it over several rounds of drinks at the local bar, we here at CCO ultimately came down in favor of the new 5er’s looks. (Also, we unanimously agreed that “Livin’ On A Prayer” is, like, the greatest song in human history.) While it seems almost a tad forgettable from certain angles (at least in pictures), it certainly bears a strong resemblance to the 3- and 7-series – and given that that was presumably the idea, it’s safe to call this one a success.

However, we aren’t particularly fond of the look of Audi’s new A8.  From the front, the car seems oddly reminiscent of the current Hyundai Sonata, and the LED running lights – which lend the A4/A5 family a futuristic strength, like the glowing eyes of Iron Man – angle down in just the wrong place, giving the A8 a strange resemblance to Droopy Dog. Audi is trumpeting the new A8 as the front line of its new designed theme, dubbed “Vorsprung durch Technik;” while our German is a little rusty, we can only assume said phrase translates to, “Let’s just make the A4 bigger and go pound a beer.”

"I always come to mope in front of the Brooklyn Bridge, because I'm artsy."

Thankfully, though, the interior looks like all you’d expect and more from Audi’s most luxurious model. The design is beautiful, and while we’ve heard some mixed opinions on the Interwebs about the A8’s handlebar shifter, we rather like it. And considering that shifter connects to the same eight-speed automatic as in the 5-series – and that the transmission connects all four wheels to a 372-horsepower 4.2 liter V8 – the A8 ought to be a pretty sweet drive for such a large car.

Of course, if you’re not thrilled with the A8’s styling and are willing to sacrifice a bit of space for it, Audi will be more than willing to take a deposit on their upcoming A7 four-door-coupe. According to AutoCar, the long-rumored A6-based pseudo-coupe will be unveiled at the Moscow Auto Show in August 2010.

When the A7 hits the U.S. streets sometime in late 2010 or early 2011 to engage the Mercedes-Benz CLS and BMW X6 in a Teutonic battle of “Bizarro-world coupes,” expect it to come equipped with similar engines to the A6 – naturally aspirated and supercharged V-6s, and if Audi’s feeling generous and gas is still cheap, the 372-hp V8 from the A8. According to Audi design director Stefan Sielaff, there will even be an S7 – likely featuring a turbo/supercharged V8 – for those of you who like testing the patience of law enforcement.

This is Audi's Sportback Concept. Expect the A7 to look like this, except with more Orange Country trophy wives behind the wheel.

Rumor has it U.S. prices should start somewhere around $46,000, but since the A6 starts at $45,200, we wouldn’t be surprised to see the A7 on the painful side of $50K when it hits our shores. Mercedes and BMW both charge significantly more for their faux coupes than the sedans/SUVs they’re based on, so Audi will probably follow the same logic – even if AutoCar claims there will only be a “small price premium.”

But while Audi is chopping up the higher end of the luxury car market into ever-smaller slices, BMW wants to slot yet another model into its rapidly burgeoning M line. According to AutoCar (who seem to have more anonymous sources than Seymour Hersh), someone in BMW’s high-performance division claims creating a more affordable model to slot in under the M3 is a top priority.

Details are few and far between at this point, but since the car would be based on the next-gen 1-series, there’s plenty of time for info to leak out. However, we do know two things: the car will (hopefully) be priced in the mid-$40K range, and BMW may dust off the old M1 badge for it. We’ve got our fingers crossed for a 365+ horsepower version of the company’s turbo I6 under the hood…

Of course, if Audi and BMW are hard at work crafting fun new toys for us to play with, the good folks at Mercedes-Benz can’t be far behind. In this case, rumor has it the company is working on whipping up a smaller sports car based on the new SLS.

At least from this angle, we don't have to look at its ass.

According to PistonHeads, the new model would be designed to compete against the Porsche 911. The ‘Heads claim the follow-up to the SLS – can we call it the SaLT? – will use a V8 of somewhere between 5.8 and 6.2 liters, complete with cylinder cut-off. Given that AMG spent a shit-ton of cash developing its current 6.2 liter engine and said engine has proven suitable in everything from C-class compacts to R-class megawagons, it’s probably safe to assume the Salt will just use a revised version of that engine. Expect to see the finished product in about five years.

Finally, we have another piece of tragic supercar news to round out this update. After a year of service, the Italian State Police’s Lamborghini Gallardo LP560-4 was totaled a couple weeks ago near the northern city of Cremona. Thankfully, neither of the officers inside were injured when the Lambo swerved to avoid a car and slammed into a group of parked vehicles.

NOOOOOOOOOOOO!

(Photo courtesy autoblog.it)

Before the accident, the Gallardo was primarily used to provide rapid response to accidents and for high-speed organ transport – because while a helicopter might be faster, the doctors wouldn’t be able to say, “They’re driving your new heart here in a Lamborghini.” No word yet on whether Lamborghini will replace the vehicle, but here’s hoping they will. In fact, here’s hoping automakers here in the States decide to follow suit and donate some choice vehicles to our local police forces. How ’bout a couple Corvette ZR1s for the Michigan State Troopers?

I think anyone that loves cars wishes they were in Jay Leno’s position, minus the chin and the jokes that come along with it.  But even that seems like a small price to pay for being able to live your dream.  This time around, Mr. Leno gets behind the wheel of Mercedes SLS Gullwing AMG and hits the streets.   Check out the video link below and pay special attention the exhaust note this car makes.  To borrow a line from Clarkson, “It’s epic”.  Join me back here at The Steering Column when I weigh in on this gem of a car.

http://www.jaylenosgarage.com/video/clips/2010-mercedes-benz-sls-amg/1182154/

Quite possibly one of the nicest (by which we mean nastiest) V8 rumbles on sale today. Candidate for a future ear candy feature? We think so.

Photo credit: Mk.Productions

- Gyro

with wider fenders and slightly deeper dams this is sure to give your cls a subtle yet profound change to set you apart from the rest of your crew.

Some more updates of the c63 widebody D2 wide version.
Sport Exhaust

seductioninc.wordpress.com

As I stated I would show some more pics of the completed wide body C63 with some of the performance upgrades. check out info and pics below. For more information on acquiring this kit contact GTPRO.COM.

Conversion contents

D2 complete wide chassis:
−D2 front wide bumper
−D2 front carbon lip
−D2 front wide fender
−D2 side skirt extension
−D2 rear apron
−D2 rear wide fender

C63 D2 optional eye Thames:
−D2 rear carbon diffuser
−D2 stainless steel sport muffler
Blackout inside – front headlight
−D2 front headlight carbon trim
−AMG Styling W 19inch
−D2 suspension kit by H&R

seductioninc.wordpress.com

seductioininc.wordpress.com

AutoProject started working on their wide body kit for the AMG C63. Quite frankly I am liking the direction they are taking. Matter of fact I like the finished product in which I will post in a few days.

Kadu laiku atpakaļ biju nonācis Centrāltirgu. Skats bija varen iespaidigs un radās jautājums: WHO IS THE BOSS ? ? ? Lai varētu šādi skaisti parkoties teritorijā kurā iebraukt principā ir aizliegts un nedomāju, ka viņš pieveda preci vai ko tam līdzīgu. Bet man protams piesaistīja AMG tunings ietverot sevi gan diskus, gan melnos lukturus aizmugurējos, gan to cik zemu bija sedinats auto un kāds motors. Skaistaku Mercedes eksemplaru diezvai esmu redzējis ! ! !

O CAR BLOG ensaiou em primeira mão o poderoso e impressionante Mercedes E63 AMG, uma berlina de luxo com 525 CV, caixa de sete velocidades e comportamento referencial. Catapultados pelo V8 de 6.3 litros, passamos a ser um verdadeiro “Rocketman”!

Imaginem uma criança largada livre dentro de uma loja de brinquedos. Consegue imaginar? Foi exactamente assim que nos sentimos quando debaixo de uma chuva fria e copiosa nos entregaram a chave do E63 AMG. A descarga de adrenalina fez-nos perder o raciocínio e dizer uma série de patetices, mas lá acertámos a posição de condução – graças aos comandos eléctricos colocados na porta, mas que curiosamente não comandam a regulação longitudinal, feita à mão! – e jogando pelo seguro deixamos as ajudas à condução ligadas. Mas não prescindimos do comando manual da caixa AMG Spedshift MCT-7.

A maldita chuva, o limitadíssimo tempo e quilometragem disponível para este ensaio, deixaram-nos algo tristes – e impedidos de tirar fotografias -  mas não podíamos perder a oportunidade de lhe oferecer o ensaio a um carro tão especial como este que no nosso país custa 145 mil euros (150 mil a carrinha). Mas acreditem que vale cada cêntimo que custa.

Tecnologia de ponta

O percurso escolhido desenhava-se em estradas nacionais pouco sinuosas, mas onde poderíamos largar o E63 AMG à solta sem problemas.

Primeiro passo foi perceber todos os sistemas do carro. Além da caixa de velocidades Speedshift MCT-7 com sete marchas e comando manual através de patilhas colocadas atrás do volante (caixa sem conversor de binário, mas embraiagem em banho de óleo), na consola central encontramos o botão AMG Drive Unit que controla os 4 modos da caixa. Temos o C (Control Efficency), S (Sport), S+ (SPort Plus) e M (Manual). No modo manual a caixa troca de mudança em 100 milésimos de segundo. Temos também o AMG Ride Control, que comanda a suspensão de controlo electrónico. Os amortecedores são comandados por este sistema, endurecendo-os à medida das necessidades, utilizando molas a ar na traseira e um novo eixo dianteiro com rodas independentes. Desta forma há maior resposta aos “inputs” da direcção e a traseira mantém-se sempre à mesma altura do solo, melhorando bastante o comportamento. Finalmente, o Race Start que permite fazer arranques alucinantes. Para que possamos domar os mais de 500 CV do E AMG, a Mercedes colocou um novo ESP de 3 estágios (ESP On, ESP Sport, ESP Off) e, isto é notícia, agora podemos desligar completamente este sistema! A direcção é também nova, mais directa e com maior sensibilidade e no capítulo da travagem a AMG deitou mão a material compósito para fazer os enormes rotores de 360 mm para as rodas da frente, mordidos por maxilas de 4 pistões. Com pneus de 18 polegadas e borrachas com o tamanho 255/40 à frente e 285/35 atrás.

Finalmente o motor. Um V8 de 6.3 litros com 525 CV e um massivo binário de 630 Nm, capaz de fazer 7200 rpm e um ruído de nos deixar boquiabertos…

Interior razoavelmente desportivo

Apesar de ser noite cerrada – inconvenientes do Inverno… anoitece cedo – percebemos que o interior do E63 AMG decalca o interior dos outros Classe E, adicionando pedais em alumínio, bancos exclusivos AMG com enorme apoio lombar e que permite que nos sentemos bem em baixo para sentir o automóvel, o selector da caixa de velocidades é do tipo “one touch”, novos revestimentos das embaladeiras com o logótipo AMG e um volante de pega mais grossa. Depois, ficam na retina os instrumentos com estilo AMG, que mantendo a disposição do Classe E normal, lembra-nos que lá à frente está um V8 de 6.3 litros.

A unidade ensaiada tinha como opcionais as jantes de liga leve de 19 polegadas , a suspensão AMG Performance que endurece um pouco mais a suspensão, o diferencial traseiro autoblocante afinado a 40 por cento, o lábio em carbono colocado em cima da tampa da mala e o volante de três braços.

Ao volante? impressionante!

Chuva, escuridão e pouco quilómetros não nos deixaram a fotografia completa do E63 AMG, mas acreditem que nos divertimos que nem loucos com a capacidade de aceleração, deixando alguns locais boquiabertos quando ouviam um verdadeiro avião a passar por si nos locais menos prováveis.

A aceleração e a velocidade são impressionantes, mas o que nos ficou na retina foi a enorme estabilidade e como as suspensões conseguem absorver as irregularidades de forma absolutamente fantástica. E o mais curioso é que nem sequer sentimos grande dureza na suspensão, mesmo esta estando afinada para o modo mais duro.

Perante tanta chuva e piso encharcado chegar aos 250 km/h de velocidade máxima limitada electronicamente seria uma loucura, mas demos por nós muito acima dos 200 km/h em estradas nacionais e com piso bem molhado. E sem a menor hesitação nem sensação de risco iminente. As poucas curvas que polvilhavam o percurso escolhido foram devoradas com tamanha facilidade que, honestamente, nem sequer demos por elas… A travagem é imponente e com a ajuda da caixa, liquidamos velocidade quase num piscar de olhos. E depois temos a ajuda da direcção, directa e com enorme sensibilidade, dando-nos a conhecer o que se passa na estrada e permitindo desenhar a trajectória desejada.

Ficou-nos a faltar a oportunidade de andar numa estrada sinuosa com bom tempo em os sistemas de segurança ligados, mas não foi possível.

Olhando para o preço de 145 mil euros, mais algumas centenas para alguns extras que colocam o preço nos 150 mil euros, podemos dizer que é um carro caro. Porém, este Mercedes E65 AMG vale cada cêntimo que custa e desta feita não é só um carro com um motor carregado de potência. É uma berlina desportiva que deixará os rivais de Munique a coçar a cabeça. È que este E65 AMG é um automóvel extraordinário! E o CAR BLOG ensaiou-o para si em primeira mão…

Características técnicas

Motor – V8 32V; 6208 c.c.; Potência (CV/rpm) – 525/6800; Binário (Nm/rpm) – 630/5200; Transmissão – Traseira, caixa automática AMG 7 vel.; Suspensão (fr./tr.) – Independente, três braços de ligação/Independente, multibraços; Travões (fr./tr.) – Discos vent.; Comp./Larg./Alt. (mm) – 4891/1872/1442; Dist. entre eixos (mm) – 2874; Capacidade da mala (lt) – 540; Peso (kg) – 1840; Velocidade Máxima (km/h) – 250; Acel. 0-100 km/h (s) – 4,5; Consumo médio (l/100 km) – 12,6; Emissões CO2 (gr/km) – 295 (Categoria E); Preço – 145.000 Euros

My obsession grows with every passing day for the the new entry level AMG Car. In which next year I will most likely pull the trigger on one if all the business plans go as planned then it will be a very feasible purchase. check out some pics and info below.

(from Mercedes-Benz Press Release) In the German Touring Car Championships (DTM) the new AMG C-Class ensures exciting motor racing at the highest level, and now its roadgoing sister model is celebrating its debut: the new C 63 AMG. Its AMG 6.3-litre V8 engine develops a peak output of 336 kW/457 hp and a maximum torque of 600 newton metres – unrivalled figures in this segment. Accordingly the C 63 AMG accelerates from zero to 100 km/h in 4.5 seconds, while its top speed is electronically limited to 250 km/h. In conjunction with an all-new front axle, speed-sensitive AMG sports steering and the new, 3-stage ESP Ò, the AMG sports suspension ensures both outstanding driving enjoyment and exemplary handling dynamics. A combination of expressive design, a decidedly sporty interior and a high level of everyday practicality makes the C 63 AMG a unique high-performance car. The market launch will commence in early 2008.

With the new C 63 AMG, Mercedes-AMG GmbH is making a confident statement to mark the 40th birthday of the company. The new V8 flagship model is now the fifth generation of the AMG C-Class, whose family tree goes back to the C 36 AMG of 1993 – the very first vehicle developed as a cooperative venture between Daimler-Benz and AMG.

Merely the appearance of the C 63 AMG is impressive enough, with its wide, road-hugging stance. The new bonnet with its prominent power domes conceals the independently developed AMG 6.3-litre V8 engine, which develops a fulminating 336 kW/457 hp at 6800 rpm from a displacement of 6208 cubic centimetres. In this respect the C 63 AMG comes very close to the 470 or so horsepower delivered by the AMG C-Class racing touring car in the DTM series. This high output also benefits the power-to-weight ratio, which is a very favourable 3.6 kg/hp.

The torque developed by the AMG 6.3-litre V8 engine need fear no comparison either. The maximum of 600 newton metres at 5000 rpm is unrivalled in this class, and the torque curve is equally impressive: from 2000 to 6250 rpm the driver always has more than 500 newton metres on tap – ideal for powerful acceleration in any engine speed range.

V8 with thoroughbred racing technology and a designer exhaust note

Introduced in 2005, the V8 engine is installed in numerous AMG high-performance cars and excels with its thoroughbred motor sports technology.

Perfect cylinder charging is guaranteed by the vertical arrangement of the intake and exhaust ducts, as well as the magnesium variable intake manifold with two integral throttle flaps. Other high-tech features include variable camshaft adjustment, four-valve technology with bucket-type tappets, a particularly rigid aluminium crankcase of closed-deck design and the low-friction TWAS coating on the cylinder contact surfaces.
Among the particular strengths of the AMG V8 engine are outstanding responsiveness and enormous pulling power – by virtue of its large displacement, it develops over 30 percent more torque than comparable engines in this performance class. Electronically controlled fuel delivery is another reason for the outstanding agility and responsiveness to movements of the accelerator. With its sporty AMG sound, which was designed-in during a series of sophisticated trials, this eight-cylinder powerpack from Affalterbach offers the unique excitement of a fast-revving, naturally aspirated engine – an audible and immediate experience whether at low, medium or high engine speeds.

In the interests of optimal reliability, the C 63 AMG has a particularly efficient water cooling system and large engine and transmission oil coolers. Located behind the large apertures in the AMG front apron, these coolers ensure non-critical operating temperatures at all times – even under the extreme stress of the racetrack.

Like all AMG high-performance engines, the AMG 6.3-litre V8 is built in the AMG engine shop on the traditional “one man, one engine” principle. This means that one technician is responsible for hand-assembling a complete V8 engine to the highest quality standards – which is attested to by his signature on the AMG engine plate.

AMG SPEEDSHIFT PLUS 7G-TRONIC with blipping function

This high-performance eight-cylinder engine has the perfect partner in the form of the AMG SPEEDSHIFT PLUS 7G-TRONIC transmission. Equipped with AMG steering wheel shift paddles and three driving modes, the seven-speed automatic transmission allows a decidedly sporty or more comfort-oriented style of driving according to the driver’s preference. The different modes – “S” (Sport), ” C” (Comfort) and “M” (Manual) differ in their shift characteristics and speed: gearshifts in “S” mode are around 30 percent faster than in “C”, and no less than around 50 percent faster in “M” mode.

Pressing a button is sufficient to activate the desired driving programme.

The new C 63 AMG is the very first AMG car to feature an automatic throttle-blipping function during downshifts. This not only enhances the driver’s emotional experience – the almost completely jolt-free downshifting process also reduces the load-change responses and has a particularly positive effect when braking before bends on the racetrack.

Redesigned front axle with 35-millimetre wider track

The C 63 AMG owes its outstanding handling dynamics to the AMG sports suspension and an all-new three-link front axle design. The stiff configuration of the springs and gas-pressure shock absorbers ensures optimal road contact and low body movements when negotiating serpentine bends at speed. The new front axle has a 35-millimetre wider track – visible by the more widely flared wheel arches – and therefore ensures lower dynamic wheel loads when cornering. A number of features make for substantially more stability and precision in all driving situations: the redesigned wheel location at the front axle is 100 percent more rigid, leading to a considerable improvement in steering precision. Another benefit makes itself felt when braking, as the new wheel location ensures an immediate response even under high dynamic stresses.

In combination with completely newly configured elasto-kinematics, the new wheel location provides greatly improved lateral dynamics and allows the driver of the C 63 AMG to benefit from significantly higher cornering speeds. A larger torsion bar stabiliser, new head bearings and dampers with rebound buffer springs further enhance this stability and precision. Steering feedback is also improved by the new kinematics. The speed-sensitive AMG sports steering has a ratio of 13.5:1, but feels more direct as a result of moving what is termed the instant centre of motion at the front axle. A more rigid Hardy disc in the steering column, as well as modified steering characteristics, make a further contribution to increased precision.

The multi-link independent rear suspension has also been thoroughly re-engineered, with a twelve-millimetre wider track and more camber leading to improved cornering performance. Reinforced drive shafts and drive joints increase fatigue strength and round off the improvements to the rear suspension of the C 63 AMG.

The completely newly developed AMG sports suspension combines outstanding handling dynamics with the long-distance comfort to be expected of a Mercedes – which also means that the C 63 AMG has the characteristic virtues of a genuine AMG.

18-inch AMG light-alloy wheels, 19-inch wheel/tyre combination on request

The C 63 AMG is appropriately fitted with new, 18-inch AMG light-alloy wheels in a five-spoke design. Painted in titanium grey, these high-sheen wheels in size 8.0 x 18 and 8.5 x 18 are shod with wide-base tyres in size 235/40 R 18 (front) and 255/35 R 18 (rear). Even more dynamic handling is made possible by the optionally available 19-inch AMG light-alloy wheels in a multi-spoke design. The front wheels are in size 8.0 x 19 with 235/35 tyres, with 9.0 x 19 wheels and 255/30 R 19 tyres at the rear.
Generously dimensioned AMG high-performance braking system

Internally ventilated and perforated disc brakes all-round reside behind the spokes of the AMG wheels. The front brakes have size 360 x 36-millimetre discs with six-piston fixed callipers, while deceleration at the rear is by 330 x 26-millimetre discs with four-piston fixed callipers. The AMG high-performance braking system is characterised by great sensitivity and high fade-resistance.

3-stage ESPÒ with Sport function as a new feature in the C 63 AMG

The Electronic Stability Program ESPÒ is specifically configured for the dynamic performance of the C 63 AMG, which is the first AMG model to feature the 3-stage ESPÒ with a Sport function. This system offers three different control settings, and is a logical further development of the AMG ESPÒ philosophy. The ESP key in the centre console enables the driver to choose between three modes – “ESP ON”, “ESP SPORT” and “ESP OFF” – the currently active mode is shown in the central display of the AMG instrument cluster.

In “ESP ON” mode, the onset of handling instability leads to braking intervention at one or more of the wheels, accompanied by a reduction in engine torque. Briefly pressing the ESP key activates “ESP SPORT”. In this mode the braking intervention to counter oversteer or understeer, as well as the accompanying reduction in engine torque, allows a higher dynamic threshold and, for instance, corresponding drift angles – which means that the driver of the C 63 AMG benefits from considerably more active driving pleasure. ESP Ò is restored to its normal function as soon as the brake pedal is operated.

Prolonged pressure on the ESP key activates “ESP OFF”. There is no intervention to control the handling dynamics, and no reduction in engine torque – thus increasing driving enjoyment even further. “ESP OFF” should only be used by experienced drivers on dedicated racetracks. In this mode too, operating the brake pedal restores all the normal functions of ESPÒ. The system’s traction logic is active in all three ESP Ò modes. If one of the drive wheels threatens to spin, specific brake pressure is applied to create the effect of a mechanical differential lock. This means that the engine power is optimally transferred to the road.

More distinctive exterior design than ever before

It is not only in technological but also in visual terms that the new C 63 AMG is more distinctively different from the standard C-Class than ever before. The front end is dominated by the new bonnet with its two pronounced power domes, as well as the trademark AMG radiator grille with a central star and two louvres with chrome inserts. The honeycomb pattern of the grille is also reflected in the large air dams of the new, athletically contoured front apron which forms part of the AMG-specific bodystyling. The fog lamps with chrome surrounds are spaced well apart, acting together with the flared front wheel arches to accentuate the width of the car – with the striking transition from the front apron to the wings leaving a particularly strong impression. The side air vents in the front apron serve to expel the hot air from the oil coolers. If the C 63 AMG is specified with the optional bi-xenon headlamps or the Intelligent Light System, the headlamps are also dark-tinted.

Eye-catching features when viewed from the side include the 18-inch AMG light-alloy wheels, the harmoniously integrated “6.3 AMG” lettering on the front wing and the AMG side skirts. At the rear the standard LED rear lights, the AMG rear apron with its black diffuser insert and three pronounced diffuser fins, as well as the AMG sports exhaust system with two chrome twin tailpipes, provide further visual highlights that are hallmarks of the brand. The AMG spoiler lip on the boot lid reduces lift and ensures greater handling stability at high speeds.

AMG interior with new sports seats and performance steering wheel

This decidedly sporty theme is continued in the interior of the C 63 AMG, which now has special AMG sports seats with integral head restraints for the first time. The seats not only feature a new design with cross-piping and AMG lettering, but also an adaptive backrest with adjustments for the side bolsters and lumbar support. The standard upholstery in ARTICO man-made leather/AMG fabric is available in a choice of black or reef grey – or as an option the interior can be further enhanced with particularly high-grade leather in black, reef grey or black/sahara beige. Perfect handling control is assured with the new AMG performance steering wheel in a three-spoke design, which has a rim diameter of 365 millimetres and a flattened lower section. The upper section is covered in perforated leather, and two silver AMG shift paddles enable the gears to be shifted manually.

AMG main menu with a wide variety of displays

The trademark AMG instrument cluster in a tubular design features newly styled dials, AMG-specific lettering and a new night-time design. Eye-catching details include the 320 km/h speedometer scale, AMG lettering, red needles and the “6.3 V8″ logo in the rev counter. The AMG main menu in the central display allows numerous settings, with “Warm Up”, “Set Up” and “RACE” modes activated via buttons on the AMG performance steering wheel. “Warm Up” displays the engine oil and coolant temperature, “Set Up” the current ESP Ò mode and the transmission mode “S”, “C” or “M”. “RACE” mode makes the RACETIMER available, with which the driver is able to measure lap times on a racetrack.

Development and design of the C 63 AMG

Creating a new car is a complex undertaking, and this certainly applies to the new Mercedes-Benz C 63 AMG whose conceptual phase commenced in 2004. This began with the fundamental feasibility study known as packaging. The new C 63 AMG was first constructed as a digital model, the engine, cooling system, fuel system, drive train and axles being “married” with the bodyshell to examine buildability. In spring 2005 the first 1:4-scale design models were produced on the basis of drawings and computer images, and in addition the first testing & development vehicles were already built on the basis of the preceding C 55 AMG. This made it possible to test major assemblies such as the drive train, brakes and axles. The latest onboard measuring technology provided valuable data such as engine oil, coolant and brake disc temperatures – but other aspects of interest were lap times e.g. on the north loop of the Nürburgring, as well as measurable, precisely defined handling manoeuvres to provide comparisons between different axle configurations. These tests were accompanied by extensive aerodynamic tests on the bodyshell of the C 63 AMG, and it was only then that the final design was approved.

Following approval of the concept in the autumn of 2005, the first fully-fledged prototypes of the C 63 AMG were built. At the same time the high-performance saloon was also produced as a digital prototype. Computer simulations made it possible for the “real” development prototypes to exhibit a very high level of maturity during the first rollout. These simulations included the most important vehicle functions, such as handling dynamics, the engine and drive train, bodyshell durability, suspension performance, passive safety, the engine’s thermal characteristics and performance/fuel consumption.

From Affalterbach to every climatic zone on earth

The standardised and highly sophisticated AMG development and test programme for the C 63 AMG began in summer 2005. Over the next couple of years around 20 vehicles were dispatched all over the world from Mercedes-AMG GmbH in Affalterbach, to be subjected to strenuous tests in every climatic zone.

Test, analyse and optimise – that is the creed of the specialists at AMG to achieve the objectives laid down in the book of specifications. Another decisive aspect was an ongoing dialogue between Design and Development, so that any necessary technical modifications were also implemented in design terms.

lately I have obtained quite the obsession with the 3 pointed star, most notably the new C63. The New E-class and and Ecoupe is no exception and this time Lorinser has not disappointed and has taken a slightly different approach with their run of the mill styling. And, now the love is running deeper in my veins to obtain more than one benz of my own.

The W212 premium limousine: The new E-Class as a top-class Lorinser

The popular luxury car from Mercedes Benz already has six decades of model history behind it. It was only natural for Sportservice Lorinser, a company with long tradition, to take on the type W212 limousine with special devotion. The result is an optical and technical masterpiece, which is available from now.

The world-renowned four-eyed face of the completely re-designed classic is captivating in its tuned version thanks to the extremely bold expression. The strikingly angular front headlights are joined by a black coated grill, which is thrillingly pushed into centre of attention by the front spoiler that has been stretched further forwards.

Its new aura is not just mysterious, but also oozes power. The designers knew that by having a middle section in the bumper marked with a different colour, they would be able to skilfully emphasise the typical Lorinser gills in the fenders as well as the voluminous side sills. In addition they gave the clear-puritan design of the basic bodywork interesting new highlights: a pert rear, formed by the Lorinser rear apron with the diffuser set and a dynamic roof spoiler. Sports suspension with adequate lowering guarantees that the limousine takes the corners every time. Attractive light-alloy wheels suit them well, which Lorinser offers in timelessly classic and modern designs.

With regards to the sound, the Lorinser E-Class already showed its highly-addictive potential at its first public appearances. This is no wonder as four sonorous exhaust pipes set off acoustic fireworks as soon as you put your foot down. And last but not least this should ensure that the Lorinser E-Class limousine’s appearance is one to remember. www.lorinser.com

I’ve always been a big AMG fan. I have to AMG and M has this ridiculous marketing war with the X5M and X6M atrocities. AMG on the other hand with the useless R63 AMG, ML63 AMG, G wagon AMG. C’mon, it’s a military car, a truck has a better drag coefficient then the G Wagon.

But, love is blind.
Soon, hopefully, in the garage:
E34 M5
W124 500E
and this:

The Black Series.
I love the look-at-me-my-AMG-is-so-better-then-your-CLK63 kind of look. Vulgar, raw, and the sound? so evil.

Call me crazy.
I am.

2010 Mercedes-Benz E63 AMG vs 2010 Cadillac CTS-V

Sports Cars

www.autorivals.net

Tem pessoas que gastam pouco mais de milhão em um carro para desfilar por ai… e tem pessoas que pagam algumas centenas de milhares para aproveitar cada centavo do cada cilindrada cúbica do motor! Veja agora um claro exemplo de “aproveitamento”, e porque não, de pilotagem no estilo GIS.

Guilherme Porazza

Last week GoG presented a special article on how to dress as a kötter (en. crammer) but as we received so many questions about the subject we decided to follow up with a full guide on how to not only look as a kötter but to actually BE a kötter. If you follow the following steps, in just a few days you can proudly call yourself a kötter.

1. Sleep deprivation

Some say that sleep is important for learning and formation of new memories, as we all know that is a huge load of bullcr*p. Sleeping is time where you could have done something more important.

What separates serious bad ass hardcore kötters from mediocre attempts is the hours you spend cramming. Everyone can be at the library during daytime but what really defines a true meat master is the late nights and the early mornings spent in company with your books.

The true kötter wakes up earlier than anyone else and stays up a couple of hours extra when everyone else collapse from exhaustion.

A fun game to play to keep the sandman away is called “kött around the clock”. You can play it with anyone you want and the principle is that if anyone cathes you sleeping, they may cross out five words of choice in the book you’re reading at the moment. A popular alternative punishment is a hour-long internet ban. Następny slajd? Don’t think so.

2. Starvation and malnutrition

Another thing that is highly overrated and totally unnecessary for your well-being is eating. Eating is also one of the activites that steals from your kötting time. If you could choose, would you rather know that last nerve/pathway/structure/drug or would you rather have that last bite of surówka? For a kötter, the answer is simple.

Forget about atkins, mediterranian diets, glycemic index and all that other mumbo-jumbo, from now on your diet should consist of easy digestable sugars and coffee. A snickers bar is both tasty and can be eaten while using your other hand to scroll down the presentation you are reading. The beverage of choice is of course coffee and remember, the stronger the better. I have heard rumors of hardcore kötters using IV-lines for their coffee but a word of advice is to try other methods before resolving to this. Snorting ground coffee is more than enough for most people.

As you won’t be eating any vitamins or minerals, be cautious when someone offers you vegetables as these might actually cause a lethal allergic  reaction to a true kötter. The most common cause of death among kötters is actually accidental ingestion of multivitamin tablets.

3. Personal hygiene

Showering, shaving, washing clothes, these are all things you must quickly forget about if you aspire to be a kötter. Among the criteria for being a kötter is that you can smell him/her from a 10 meter distance. Much like vitamins, soap and deodorants will soon cause allergic reactions too so the sooner you get rid of these things, the better. Your odor will soon give you an extra advantage, it will repel any person or animal in your proximity which guarantees you a life without any romantic relationships which we all know is the most fatal of tragedies that could ever happen to a kötter.

4. Location

On your way to becoming a great kötter, you will have to make a choice, will you be a library-kötter or a home-kötter?

A lot of people wonder what the best location to study is and fortunately this was the topic of a scientific study published last year.

The result showed that kötting at the library is actually 5.3% more effective but the time it takes to get to and from the library evens out the difference and makes the two methods just as effective.

K. Hemmed, E. Bergvall (2008) Effect in memory formation in librarian kötting and domestic kötting. Journal of kötting

Last but not least, the four commandments of kötting

A kötter never studies while listening to music, ear plugs are the way to go.

A kötter must always carry two pens, one fluorescent pen, one notepad and a dictaphone at any given time.

A kötter never goes to a party.

A kötter knows that “break” is just an abbreviation for Best Result Effectuated After Kötting