Breyton design presents the new “Flame Sport” wheel

Flame Sport Wheel By Breyton




The well-known BMW styling specialist breyton design is extending its wheel rim range with a further beautiful creation. With the “Flame Sport”, it is now offering a variant of the proven Flame design. This time, in an attractive two-piece look.

The two-piece visual effect gives the breyton “Flame Sport” a simultaneously elegant and sporty appearance, producing a rim that truly lives up to its name. Thanks to its delicate spokes, it conveys a sense of mobility that is rarely found elsewhere. This makes the breyton “Flame Sport” the perfect choice for vehicles with a solid appearance. It has been designed specially for use on all the current BMW models – apart from the X5 and 7 Series E65. The stylish appearance is rounded off by the corrosion-resistant stainless steel edge, which lends the rim a special sheen.

The “Flame Sport” is currently available in the dimensions 8.5 x 19 to 10.5 x 20 for all current BMW models (except models X5 and 7 Series E65). breyton is offering the rim at a starting price of € 560.

All breyton wheels are TÜV-approved and of course come complete with a TÜV parts certificate.

Further information on the high-quality BMW tuning range from breyton design GmbH is available on the Internet at www.breyton.com.

BMW M3 GTS unveiled!

 

The eye-catching orange paintjob is a throwback to extreme Bimmers of yore. But after you look past the timely Halloween color scheme, you'll notice a set of exclusive 19-inch competition alloys – coated with 225/35 rubber up front and 285/30 in the rear – protruding out of the bulging bodywork, housing six-piston calipers up front and four in the rear and mounted to yellow springs and an adjustable suspension.

You can hardly miss the giant front splitter and rear wing protruding from either end, and the interior's been stripped down with contoured racing buckets, an emergency cut-off switch and a fire extinguisher taking the place of the air-con, nav and radio, along with mounting points for a roll cage and six-point harnesses and a Macrolon rear windscreen to replace the stock glass, helping the M3 GTS tip the scales at just 1490 kg (3285 lbs), some 419 lbs less than the stock M3 coupe's 3704-lb curb weight.

First deliveries are scheduled to begin in Germany next May, carrying a sticker price of 115,000 euros (about $170k) before taxes. Official engine specs haven't been released, but we're still looking at somewhere in the neighborhood of 450 horsepower from an enlarged 4.4-liter V8, driving through the Bavarian automaker's 7-speed dual-clutch gearbox. That's about all Munich has given us so far, but we've got a gallery of photos and a video after the jump for your viewing pleasure.

Luxury Mercedes Benz SLR

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2010 Mercedes-Benz E350 Coupe

2010 Mercedes-Benz E350 Coupe
Mercedes has tweaked its mid-level E-Class, making it more stylish and upmarket and refining its performance. Equally impressive, Mercedes has done all that and kept the price cheaper than the model it replaces

Mercedes Benz E Class Cabriolet

The highly appealing and emotionally charged Mercedes-Benz E-Class Cabriolet is the latest addition to the successful E-Class line-up. The open-top two-door model, which goes on sale on 11 January 2010, features a classic fabric soft top, making for a stylistically pure cabriolet feeling. Viewed from the side, the new model is an intriguing proposition - with its clear proportions and a flawless cabriolet silhouette.

In keeping with the motto "four seasons, four personalities", all-year-round suitability was right at the top of the developers' list of priorities. With the new E‑Class Cabriolet, the cabriolet season lasts the whole year because, while many cabriolets tend to disappear from the roads of Western Europe in the autumn, the Mercedes-Benz E-Class Cabriolet (length/breadth/height: 4698/1786/1402 mm) provides driving pleasure and comfort whether the roof is open or closed.

New features include:

* The AIRCAP® automatic draught-stop: always on board and easily controllable at the push of a button, it reduces turbulence substantially for all four seat occupants
* The modified AIRSCARF® neck-level heating system
* The acoustic soft top fitted as standard

The soft top can be opened and closed fully automatically within 20 seconds - even when driving at speeds of up to 40 km/h. The cabriolet roof is stowed in a special compartment behind the rear panel. A retractable cover separates the soft top compartment from the boot area; it must be closed in order to close the soft top. If the roof is to remain closed, the cover can be slid rearwards, in which case the boot capacity is increased by 90 litres to 390 litres. A through-loading feature is included as standard for the new Cabriolet, as is EASY-ENTRY - a manually operated entry and exit aid for the rear passengers.

The powerplants for the new Mercedes-Benz E-Class Cabriolet are equally innovative: the new direct-injection diesel and petrol models combine efficiency with effortlessly superior power delivery. The exemplary, low fuel consumption has not only been achieved because of the new engines, but also with a number of practical measures. These include on-demand activation of the steering and fuel pumps, the use of tyres with low rolling resistance and an alternator control system which takes account of the current driving situation and the vehicle's electrical power requirements, plus the crucial factor of outstanding aerodynamics. The Cabriolet's cd figure of 0.28 is the best in its class, marking a continuation of the Mercedes-Benz E-Class success story in the field of aerodynamics.

Less turbulence, easier to use: AIRCAP® is a world-first

In 1989, Mercedes-Benz introduced a world premiere in the shape of a draught-stop for the Mercedes-Benz SL-Class, followed in 2004 by the AIRSCARF® neck-level heating system to further enhance comfort in open-top models. Now comes another world-first: the AIRCAP® automatic draught-stop, which can be activated at the push of a button, greatly reduces turbulence in the interior of the new Mercedes E-Class Cabriolet, creating a sea of warm air. It is also much easier to implement and use than conventional draught-stops: there is no tricky installation, the two individual rear seats remain free and the Cabriolet's flowing side lines remain uninterrupted. AIRCAP® is therefore a classic Mercedes innovation: functional, comfort-enhancing, elegant and safe.

AIRCAP® consists of two components: a wind deflector that can be extended by around six centimetres with a net in the windscreen frame and a draught-stop between the rear seats.

The functions of the two components:

* Elevation of the free flow above the interior
* Net at the front increases the basic pressure in the interior
* Draught-stop at the rear reduces the backflow

As well as enhancing occupant comfort and wellbeing, the reduction in draught when AIRCAP® is activated (it can be activated at speeds of up to 160 km/h and remains in use right up to the car's top speed) reduces the interior noise level - so passengers in all seats find it far easier to communicate.

The Cabriolet Comfort package includes AIRCAP® with AIRSCARF®. This patented system functions like an invisible scarf, which warms the occupants' head and neck areas. AIRSCARF® is integrated into the backrests of the front seats and provides warm air through outlets in the head restraints.

The Mercedes engineers have modified this unique innovation specifically for the Mercedes-Benz E-Class Cabriolet: in this model, an adjustment wheel pivots the outlet nozzle upwards and downwards by a total of 36 degrees over and above the head restraint height adjustment, meaning that the driver and front passenger can enjoy the unique neck-level heating regardless of how short or tall they are.

Quiet, warm and windproof: acoustic soft top fitted as standard

Thanks to its acoustic soft top, fitted as standard, even the closed Mercedes-Benz E-Class Cabriolet has one of the quietest interiors in the segment for four-seater premium cabriolets with a fabric roof. The soft top's exceptionally high-quality insulation brings about a clearly noticeable reduction in the interior noise level compared to conventional fabric soft tops. Exterior noise caused by other vehicles and wind noise are therefore absorbed more effectively. On the road, the difference is audible from speeds of just 80 km/h, for example when driving through a tunnel or overtaking a convoy of trucks. At higher speeds, the benefits of the acoustic soft top are even more tangible. For instance, it is possible to have a perfectly normal phone conversation in hands-free mode even when travelling at a speed of over 200 km/h.

The soft top is of course waterproof and windproof. Plus it can be put through an automatic carwash without any hesitation. With a total thickness of 23.5 mm, the fabric soft top offers excellent thermal insulation, meaning that the Mercedes-Benz E-Class Cabriolet is also ideal for use in winter.

Safety: robust structure, anticipatory protection and windowbags

The new Cabriolet offers the wealth of safety innovations one would expect from a Mercedes model. Highlights of the open-top two-door model include roll-over protection, the A-pillars reinforced by two additional tubes and the plug-in B‑pillars. This new model is also the first Mercedes cabriolet to feature headbags.

The roll-over protection consists of two robust bars, each with a diameter of 35 mm, which are housed in the rear head restraints in modules behind the rear seat backrests. A tilting cone sensor detects imminent danger to the occupants based on extreme skidding movements or acceleration caused by impact. If this sensor then sends a corresponding signal, pre-tensioned pressure springs are activated by pyrotechnic means, i.e. extremely quickly.

Consequently, both roll-over bars in the rear head restraints are extended. They reach their highest point and are locked automatically within a fraction of a second. In combination with the robust A-pillars, each of which is reinforced with two high-strength steel tubes, the steel bars provide highly effective roll-over protection.

The plug-in B-pillars are extremely robustly connected as they engage in the side skirts, thus offering highly effective protection in the event of a crash. A shoe made from ultra-high-strength steel braces the inside of the B-pillar against the rear seat crossmember.

With seven airbags fitted as standard, belt tensioners and belt force limiters for all seats, not to mention crash-responsive head restraints for the driver and front passenger, the new Mercedes-Benz E-Class Cabriolet offers the most extensive safety equipment package in this vehicle category. The airbags, which can deploy in milliseconds in the event of an accident, include front airbags and sidebags for the driver and front passenger, a kneebag on the driver's side, and headbags. The latter, which appear in a Mercedes cabriolet for the first time, are housed in the door panelling in the beltline area. Covering a wide area - around 0.7 x 0.5 metres with a volume of 17 litres when deployed - the airbags provide extremely effective protection for occupants large and small in the event of a crash. The three-part side protection system - comprising headbag and thoraxbag - optimises the level of protection afforded to individual parts of the body. Rear sidebags are available as an option.

Further exemplary safety equipment available for the Mercedes-Benz E-Class Cabriolet includes ATTENTION ASSIST drowsiness detection, PRE-SAFE® anticipatory occupant protection, the sophisticated Intelligent Light System, the Active Bonnet and DISTRONIC PLUS proximity control.

An innovative family at the heart of the brand

In March 2009 Mercedes-Benz embarked on the renewal of the E-Class model family - one year later, with the market launch of the Cabriolet, the portfolio will be complete. A number of technical innovations have been incorporated into the new Mercedes-Benz E-Class which no other car in this class is able to offer - from drowsiness detection to automatic emergency braking when an accident is recognised as imminent, and from Adaptive Highbeam Assist to the active bonnet. The E-Class is one the safest vehicles in its segment, a fact which has also been proven by independent crash tests and the specialist press.

In addition, there is a wide selection of powerful and efficient engines which is set to be systematically extended over the coming months. Depending on model, these range from the innovative E 200 CDI BlueEFFICIENCY producing 100 kW (136 hp) up to the E 500 producing 285 kW (388 hp). There are also AMG versions producing 386 kW (525 hp) and the all-wheel drive system 4MATIC. Exemplary aerodynamics are yet another feature of the model range: with a drag coefficient (Cd) of 0.25, the saloon is the most aerodynamically efficient four-door car in the world, while the model range's Coupé achieves the best overall figure for a series-production car with a Cd figure of just 0.24.

"The renewal of the E-Class model family at the heart of the Mercedes brand has come at precisely the right time. The success of the new E-Class shows that even in what are now economically turbulent times, Mercedes brand values such as safety and efficiency, combined with exciting design, enjoy particular significance among discerning customers", explains Dr. Dieter Zetsche, Chairman of the Board of Daimler AG and Head of Mercedes-Benz Cars.

As such the E-Class is the clear leader in its market segment: in Germany the E‑Class Saloon enjoys a market share of around 60 percent in its respective segment, while in Western Europe (excluding Germany) its share is more than 40 percent.

The four models in the current Mercedes luxury class series:

* The Mercedes-Benz E-Class Saloon: the benchmark in the luxury class. Market launch: March 2009
* The Mercedes-Benz E-Class Coupé: excitement can be this efficient. Market launch: May 2009
* The Mercedes-Benz E-Class Estate: intelligent (E)state-of-the-art. Market launch: November 2009
* The Mercedes-Benz E-Class Cabriolet: the 4-seater for all 4 seasons. Market launch: March 2010

Besides the innovations which all of the models of this family share, the individual variants have a number of new products and features to enhance the comfort, safety and appeal which are specific to this model. With the new AIRCAP® feature, enhanced AIRSCARF® and also the standard acoustic soft top, the new Mercedes-Benz E-Class Cabriolet for example provides all-year-round comfort which is unique in the segment of open-top vehicles. "The development of AIRCAP® is an example of the perseverance and tenacity of our engineers and technicians: convinced of the customer benefit of an automatic draught-stop, our specialists have finally found the Mercedes solution, which at the press of a button helps to significantly reduce turbulence in the car's interior for all passengers - it is easy to use and always there. In this way we are enabling our customers to enjoy comfortable, open-top driving all year round", says Dr. Thomas Weber, Daimler Board Member for Corporate Research and Head of Development of Mercedes-Benz Cars.

For its part, in addition to air suspension with self-levelling at the rear as standard, the Estate model also provides unique new load compartment management features.

"Never before have we had such an effective presence with our E-Class model series as we have with today's range. Saloon, Estate, Coupé and Cabriolet all share the same winning gene, yet appeal to our customers in a very individual way. This mixture has been extremely well received by our customers. With the new Cabriolet we are complementing our successful E-Class family with yet another particularly emotionally appealing model, in which our customers can continue to enjoy the Cabriolet season even longer thanks to the unique automatic draught-stop", confirms Dr. Joachim Schmidt, Head of Sales and Marketing of Mercedes-Benz Cars.

Mercedes New F700 Concept Car

Mercedes-Benz will reportedly show off a new concept car at next month’s 2010 Detroit Auto Show that will preview the automaker’s future design language.

The information comes directly from the automaker’s new design chief, Gordon Wagener, who is keen to raise the design credentials of cars wearing the Three Pointed Star.

"We want to elevate our design towards art and if any company can do it Mercedes can," he revealed to Autocar. Wagener wasn’t willing to give any specific details but he explained that it would be a "pure design concept which is long and exaggerated."

Importantly, it won’t hint at any particular production model although there’s rumors that it will resemble the 2011 Mercedes-Benz CLS, which you can see in recent spy shots by clicking here.

The last time we saw such a daring concept car from Mercedes-Benz was back in 2007 when the automaker unveiled the F700 pictured above. While that concept mostly previewed the automaker’s future technology, it too was a preview of what Mercedes-Benz had in store for its upcoming production cars.

Hydrogen-powered Mercedes-Benz F-Cell

Driving the Mercedes-Benz F-Cell in the crowded, confusing, and twisting roads around Monte Carlo, Monaco, it’s immediately clear that hydrogen fuel cells are more than science projects. Next to the subcompacts and city cars, there’s plenty of thrust to keep up with and overtake traffic. On the highway, the hydrogen Benz ran up to 100 mph without a second thought. And from the cabin, the whole car is as natural and refined as any car on the road. To the driver, the F-Cell feels like a production-ready electric car that short circuits that issues of battery charging with a range of 285 miles and a refueling time of about three minutes as three tanks store a total of 3.7 kg of hydrogen at more than 10,000 psi.


Of course, hydrogen presents its own challenges, namely the chicken-and-egg question of which come first, hydrogen cars or hydrogen refueling stations? To motivate the refueling stations, Mercedes will launch a pilot program in spring 2010 that will place 200 F-Cell cars in the hands of customers in the U.S. and Europe. The roughly 60 cars for America will almost all be leased out to drivers in the Los Angeles area where eleven hydrogen stations already exist. A few may also make it to Washington, D.C.

The F-Cell uses a powertrain that combines two power sources, a small-capacity (1.4 kWh) battery and a hydrogen fuel cell that collaborate with a similar strategy to a conventional hybrid. From a stop, acceleration can be handled solely by the battery, while the fuel cell kicks in around 7 mph to do the majority of the work. Under hard acceleration, the electric motor can deliver 100 kW (136 hp) to the front wheels, with 80 kW coming from the fuel cell and the remaining 20 kW being provided by the battery.

The F-Cell exhibits the typical electric-drivetrain characteristics. Acceleration is best just as the vehicle leaves a stop and tapers off at speed. The absence of a transmission, however, means power response is almost instantaneous. As with a hybrid, the brakes combines hydraulic clampers with regenerative braking that spins the electric motor to act as a generator and charge the battery. There’s very little feel through the pedal, but the progression of stopping power is natural and intuitive, making modulation easy. The vehicle is also extremely quiet, with the only noises being the whine of the motor and the quiet wheeze of an air compressor. Otherwise, the F-Cell is exceptionally normal. From the interior, the only indication of the fuel cell underneath is a unique gauge cluster with a large dial indicating power. The navigation screen also shows multiple information displays including consumption and energy flow diagrams.

The test cars are all based on the European B-Class, a compact hatchback that most closely resembles a Honda Fit in shape. Chosen for its unique sandwich-floor architecture, the B-Class allows Mercedes engineers to mount the fuel cell and fuel tanks below the passenger compartment. The electric motor and an air compressor are packed under the hood, while the battery is mounted below the cargo floor.

Fuel cells have an inherent efficiency and the Mercedes unit is roughly twice as frugal as an internal combustion engine. From an energy standpoint, the F-Cell consumes hydrogen at a rate equal to the amount of energy used by a diesel car returning 81 mpg on a combined U.S. test cycle. Of course, at the tailpipe, the F-Cell only emits water, and to measure the car’s true environmental impact requires knowing how the hydrogen in your tank was separated into a pure element.

While the system is quite refined in driving, Mercedes still has a handful of improvements to build into the third-generation fuel-cell system they are currently working on for 2015. Chiefly, the company wants to triple the engineering lifespan of a fuel cell from four to twelve years. Engineers say that in a customer’s hands, the current technology would likely live well past four years, but a gradual degradation of the membranes in the fuel cell may make the 80 kW output more like 70 kW. Cost also needs to be tackled, with the goal of ultimately pricing the car equal to a C-Class.

By 2015, Mercedes intends to have a full production program to sell the fuel cell cars to customers outright. That car will be a part of the family that was previewed with the BlueZero concept at the 2009 Detroit auto show. In addition to the fuel cell vehicle, the production BlueZero family will include combustion-engine, range-extended-electric, and battery-electric vehicles based on the same sandwich architecture, but wearing unique sheet metal.

Amazing PRIOR-DESIGN BMW M6 Wide Body

PRIOR-DESIGN, car tuner from Germany, has unveiled its wide body kit for the new BMW M6 known as PR550 which makes the M6 80 mm wider.
The PRIOR-DESIGN BMW M6 comes with new front and rear spoilers, new side skirts, a boot lid wing, new front wings and new rear fenders.
The BMW M6 stands on 21-inch forged wheels and fitted with a new suspension system that lowers the car by 30 mm in the front and 25 mm in the rear.
The car is also fitted with a new exhaust system with four stainless steel tailpipes measuring at 90 mm diameter and a new hand-made silencer.
According to PRIOR-DESIGN, all the components that come together with the BMW M6 wide body kit have been tested and approved by German TUV.

PRIOR-DESIGN BMW M6 Wide Body

Gullwing-America Panamericana Mercedes-Benz SLS

 

Gullwing-America of Texas, lead by its chief engineer Arturo Alonso, has released renderings of its Panamericana 2010 Mercedes-Benz SLS to make the car to look retro just like the Gullwing 300SL.

The Panamericana conversion kit consists of seven body parts made from Hybrid Aluminum and carbon fiber, two side vents, chrome details on the grille frame and new oval dual Xenon headlights.

The Gullwing-America Panamericana Mercedes-Benz SLS stands on 19 and 20-inch GWA wheels. The car is also fitted with a sport tuned muffler system.

Inside, the Panamericana Mercedes-Benz SLS features an Alcantara center piece insert for the seats with special contrast stitching and a set of illuminated brushed Aluminum door sills that light up with the engraving Panamericana logo if the doors are open.

The Panamericana kit will be manufactured in Germany and the prices and availability will be announced at a later date.

BRABUS B63 S Mercedes-Benz E 63 AMG

New Brabus B63 S

BRABUS, Mercedes-Benz car tuning specialist from Germany, has released its tuning package for the Mercedes-Benz E 63 AMG known as BRABUS B63 S. The BRABUS B63 S Mercedes-Benz E 63 AMG will make its debut at the 2009 Essen Motor Show.

The BRABUS B63 S is powered by a 6.3-liter V8 engine that is fitted with two sport air filters, free-flow metal catalysts and newly programmed engine electronics to produce 555 hp (408 kW) and 650 Nm (479 lb-ft) of maximum torque from the stock 525 hp (386 kW) and 630 Nm (464 lb-ft).

With the increase of power, the car sprints from 0 to 100 km/h in 4.3 seconds with the top speed of 320 km/h (200 mph). BRABUS offers a limited-slip differential with a locking rate of 40 % in order to transfer the power to the road with as little slip as possible.

To improve the aerodynamics, the BRABUS B63 S Mercedes-Benz E 63 AMG is fitted with clear-coated carbon fiber kit that consists of a front spoiler lip, rear diffuser and a rear spoiler. To improve venting and for sportier appearance, BRABUS fitted the front axle fenders with aluminum sport fenders with lateral air outlets.

As for the wheels, BRABUS offers custom 18, 19 and 20 inches for the E 63 AMG where the largest version is the Monoblock VI, E, Q or S wheels measuring at 9Jx20 on the front axle and 9.5Jx20 or 10.5Jx20 at the rear wrapped with 245/30 ZR 20 Pirelli or YOKOHAMA high performance tires at the front and up to 295/25 ZR 20 at the rear.

Inside, the BRABUS B63 S features stainless-steel scuff plates with illuminated BRABUS logo, speedometer with 360-km/h (225-mph) dial, BRABUS Mastik leather and Alcantara upholstery upon customer’s request and also precious-wood and carbon-fiber inlays in any desired color and with various surface finishes.

The New BMW X6 Hybrid

 

Intoducing New BMW X6 Hybrid!

The X6 is an answer to a question no one will admit to asking: It’s an X5-based SUV done up like a swoopy, five-door pseudocoupe. The sloping roofline provides a unique look, and rear headroom is still decent. It’s fast, luxurious, and drives very well.

Although BMW initially shunned hybrids in favor of clean diesels and other alternative powertrains, the German automaker is joining the electrically assisted fray next year with not one but two gasoline-electric vehicles: the 2010 BMW ActiveHybrid 7—our first drive of which you can read here—and the 2010 BMW ActiveHybrid X6.

Both models share ActiveHybrid badging and fall in the contradictory performance-hybrid segment, but their similarities end there. The 7 is a mild hybrid that uses an electric motor in its eight-speed automatic gearbox and a compact lithium-ion battery mounted in the trunk to assist acceleration and run the accessories; the X6 is a far more complex full hybrid. The latter’s pair of motors and advanced electronic continuously variable transmission allow it to waft up to 1.6 miles and at speeds of up to 37 mph on electric current alone. Forget about Prius-like fuel economy, though, because the ActiveHybrid X6 is the most powerful hybrid yet produced, with the electric bits combining with a 400-hp, 4.4-liter twin-turbocharged V-8 to produce a total output of 480 hp and 575 lb-ft of torque. (When pressed on why it didn’t choose to pair the hybrid system with the X6 xDrive35i’s twin-turbo six-cylinder, BMW simply says that using the V-8 made for the largest jump in efficiency. Plus, the company added, the resulting vehicle would be slower.)

Two Modes and Lots of Explaining

Based around the two-mode CVT BMW co-developed with General Motors and the old DaimlerChrysler, the X6 hybrid is similar in concept to hybrid versions of GM’s full-size SUVs and pickups, as well as the short-lived Dodge Durango and Chrysler Aspen hybrids and the upcoming Mercedes-Benz ML450 hybrid. That concept in a nutshell: Take a big vehicle with a relatively inefficient, large-displacement engine and pair it with an electrified transmission that keeps the powertrain at maximum efficiency no matter what the speed to improve city fuel economy without sacrificing highway efficiency.

 

Compared with the GM and Chrysler examples, which blend CVT operation with two electric motors and three planetary gearsets for a total of four fixed gear ratios, the X6’s unit stirs in three additional, “virtual” ratios, effectively making the transmission a seven-speed for better dynamic performance. As with the normal X6, manumatic shifting is performed via the console shifter or wheel-mounted paddles. The two electric motors within the gearbox—rated at 91 and 86 hp and 192 and 206 lb-ft of torque, respectively—assist with high- and low-speed mobility while also helping to recapture wasted energy through regenerative braking. The juice, stored in a 2.4-kWh nickel-metal hydride battery pack under the floor of the X6’s cargo hold (it lives where conventional X6 models keep their spare tires; run-flats are standard on the hybrid), is then fed back into the system and on to the drive wheels.

It Moves, Stops, and Turns

On the surface, the X6 ActiveHybrid feels much like the all-wheel-drive X6 xDrive50i on which it’s based. And that’s a good place to start, because although we still find the vehicle’s overall design and purpose confusing, it’s fast, agile, and immensely capable, despite weighing in excess of 5200 pounds. The X6 hybrid even retains the regular model’s torque-vectoring rear differential, which allows for physics-defying changes in direction by actively routing power to the outside rear wheel when cornering. It might not be the most efficient package on which to base a hybrid, but the X6 is one of the sportiest platforms yet to gain the ability.

However, the preview-drive route BMW chose in and around downtown Miami offered little insight into the X6 hybrid’s dynamic behavior. Cruising through the city, we noticed the engine smoothly and routinely shut off and restarted at stoplights (unless we were in sport mode or if the battery was nearly drained). Accelerating using electric-only power could be done with a fair amount of throttle, unlike in some other hybrids where the engine cuts in at even a hint of pedal movement. There occasionally was some hesitation when we quickly jumped to the accelerator and the hybrid system’s electronic brain had to decide how best to direct the power to all the gears and motors, but the vehicle definitely was quick once it got moving. Despite the added 400-ish pounds of hybrid gear, BMW says the ActiveHybrid is only 0.1 second slower to 60 mph—5.4 seconds—than the nonhybrid V-8 X6. We think a 5.2-second time is possible, given that our long-term X6 xDrive50i managed the task in 5.1. Top speed is electronically limited to 130 mph, and towing capacity is a substantial 6000 pounds.

2010 Mercedes-Benz ML450 Hybrid

 

An all-wheel-drive Mercedes-Benz ML with an electrically assisted V-6 that generates V-8–like power but with better fuel economy. Combining a 275-hp, 3.5-litre V-6 with two electric motors in the two-mode hybrid transmission—which was co-developed with BMW and General Motors when Mercedes was married to Chrysler—the power train delivers a total output of 335 hp and 381 lb-ft of torque. A 288-volt nickel-metal-hydride battery under the rear cargo floor provides the current for the motors, with the resulting bump in efficiency bringing fuel economy to 21 mpg city/24 highway, up from the all-wheel-drive ML350’s 15/20 rating and the 13/18 figure for the V-8–powered ML550. Want some road respect for your cleanliness? Forget it: other than the bulged hood—which we kind of dig from a design standpoint—and the unique LED tail lamps, there are few visual cues to point out this car’s hybridity.

 

Mercedes-Benz and Mclaren – The Ending era

 

Sad news! Mercedes-Benz and McLaren are finishing the final models of the SLR Stirling Moss. The ‘SLR’-story started in 2004 with the introduction of the swing-wing Coupé continuing the story of the legendary SLR racing sports cars of the 1950s.

Five exciting variants in the SLR family were made – two coupés, two roadster versions and the unique Stirling Moss. Overall 2000 SLR models have been produced, only 75 of them are the limited roofless version.

However, the heritage will not end. The ownership of a SLR also means a membership ticket to the SLR. CLUB. The spirit of the SLR will live on in this exclusive community of gentleman-drivers even after production ceases. The event calendar of the SLR. CLUB includes driving events on race circuits, participation in the Mille Miglia and tours covering picturesque routes in Europe. True enthusiasts will stick to the car.

2010 Mercedes Benz E Class W212 By WALD International

These are the official pictures of Wald International’s styling kit for the Mercedes-Benz E-Class W212 that was on display at the SEMA Show in Las Vegas. Wald is a Japan-based tuner that specializes in premium European and Japanese marques. The kit belongs to Wald’s Sports Line Black Bison Edition range.

Its styling components consist of a front bumper, side skirts, rear bumper fascia with integrated diffuser, trunk spoiler, roof spoiler, sports fender ducts and exhaust system. The vehicle rides on Wald’s own Mahora series wheels, which are available in several different finishes in 19-, 20- and 21-inch. As seen in previous SPORTS LINE Black Bison Editions, the louvred design elements seen on the sides of the front and rear bumper fascias and side skirts seem to be a hallmark trait. The kit also features double foglamps and the stacked oval tailpipes reminiscent of the Lexus IS-F.

Breyton Rims

 

 

Your wheels are of utmost importance when it comes to vehicle modification. These are often one of the most exposed parts of vehicles, therefore when you get a really good-looking set Breyton wheels, your vehicle will look more appealing than ever. Aside from that, people often judge a vehicle through its wheels. So if your vehicle has good-looking wheels, you will look distinct from the rest.

However, there is one important thing that you have to keep in mind before doing this and that is the cost of these items. Wheels are one of the most expensive aesthetic modifications that you can make to your vehicle. So, before you get a set of Breyton wheels, you have to make sure that you can afford them.
A particular component of a Breyton where elegance in the most basic level is showcased is the wheels. While the wheels are often overshadowed by the elegance of the vehicle as a whole, a closer look at Breyton wheels will give you a hint how Breyton takes elegance seriously. Original Breyton wheels are designed to complement with the rest of the vehicle's body style, creating a uniform yet not boring look.

BMW 335i and 330LCI 2009 REVIEW

 

 

When the E90 3-Series first came out, it was not to many people’s tastes. The signature L-shaped tail lamps were gone and the front kidney grilles had a little chrome bar running across the top, a design feature nicked from the 6-Series.

The 3-er had also swelled to proportions nearly the same size as the E39 5-er, so enthusiasts started to worry whether it would lose the qualities that made the E46 so popular. Despite all of this, it sold well of course, and minor design concerns can barely do any damage to the 3-er’s fantastic road-holding and agile feel.

The 3-Series facelift is now in Malaysia, with a new variant, the 323i. We’re not going to touch on that today, instead let’s go into the details on what has changed in the new 3-Series on the overall, as it’s not just a reskin on the outside, but it introduces BMW’s new and much improved iDrive sytem. We’ll also look at BMW ConnectedDrive and the features it offers the owner.

You’ll also read our impressions of a 335i automatic and a 330d manual, which features BMW’s new and improved 3.0 liter single turbo diesel engine.

Have a look at our write-up after the jump.
LCI Changes (Life Cycle Impulse, BMW nomenclature for facelift)

BMW has definitely been listening to the grouches from consumers about the 3-er’s styling. Frankly the slightly oddball cues were made even worse by the E92 3-Series Coupe released later which looked perfect, hardly anything to complain about. When the M3 Sedan came out it had the benefit of the 3 Coupe’s front-end, while the Sedan soldiered on with the flat kidney grilles until this facelift.

The 3 Facelift returns to a 1-piece kidney grille design. The bonnet gets a new set of crease lines in the middle that’s meant to look like the narrow and sharp nose of a Formula One car. The bumper is also different. Headlamps have been revised to use LED signal indicators.

On the side, there is an additional line carved into the side skirts give the side profile a little more character and it helps with the car’s stance as well because of the way it curves from the front to the rear. The side mirrors are also larger to offer a larger view to the driver.

On the rear end, the butterfly lights are finally gone and we’re back to the traditional L-shape design of the E46. Because of the reshaped tail lamps, the boot lid has also been redesigned. The tail lamps have two strips of LEDs into them, which seems to be a new design direction for the tail lamps of all BMWs these days, something that was also found on the E39 5-er. Like the front, the signal lamps light up with LEDs. The rear is supposed to look wider because its rear track has been widened by 24mm thanks to a new wheel carrier and other modified suspension parts.

The bonnet has been reshaped to include an extra two profile lines in the middle, which BMW says mimic the thin and sharp nose of an F1 car.

The front bumper’s lines are more curvaceous now and I feel the looks of the front end of the regular E90 and the M-Sport E90 are closer now. On the rear end there are various different tailpipe configurations. The regular cars will get a twin tailpipe design on the left side, which is similiar to the 330d that you will see in this post’s photos. The 335i gets a twin tailpipe design too, but with a large tailpipe on each side of the rear bumper. Quad tailpipes are of course reserved for the M3.

There are not much changes in the interior in terms of looks, just a few extra chrome highlights around the aircond vents, push-button starter and various other control knobs. BMW says the center console (arm rest storage area) offers a larger storage compartment now, and within it is an aux-in socket, a power socket and a special recess for a MP3 player to be stored in.

Other than the new iDrive system which we will cover later, one of the best changes in the interior is the fact that BMW has improved the door armrest padding. It’s much more comfortable for you to rest your arm there now. On the driver’s side, the power window and side mirror adjustment control panel have been moved back 2cm towards the driver for more comfortable access.

The Drive

I have been on some international media drives before but this time it was unique as I had a chance to drive the car alone, after my driving partner had to leave mid-way to settle some issues. Driving in Munich (or any other similiar European country) in the beginning of Autumn is truly an experience as you take in all the amazing colours in the show that nature just begins to put on for the people living there right before they have to go through a grey, wet and gloomy winter.

I’ve always remembered the 3-Series to be ever so slightly on the harsher side of things when it comes to ride comfort and compliance in Malaysia but it was amazing in Germany, where the roads are just so much better, especially on the Autobahns. I am not entirely sure whether this is because the 3-er has had some sort of change to the springs to make them softer, or it’s just the difference in roads. It probably explains why BMW was so eager to go all run-flat especially with the latest run-flat technology.

Sweet 6-potter petrol and diesel engines

This trip was the first time I was getting to sample the new twin turbocharged 3.0 liter petrol engine, mated to a 6-speed automatic transmission. The engine is a true cracker, serving loads of boost from the get-go pretty much immediately, and sustaining it all the way to the redline.

306 horsepower and 400Nm of torque means overtaking without dropping a gear is seriously possible, if you are lazy to shift down with a manual of course. With the auto the gearbox is pretty responsive to downshift commands. I only have on complaint, somehow I suspect the direct injection has spoiled the engine note a bit.

The N52s in the 325i etc we have here in Malaysia are alot more metallic and screaming like a banshee towards the high-ends of the rev range, in a very good way of course. The turbocharged direct injection N54 just did not sound as good somehow. It’s a bit muted and somehow just not as smooth.

The N52 is being replaced with the new direct injection (High Pressure Injection) normally aspirated N53 around the world, and although I’ve never driven one yet I hope they don’t end up sounding like the N54. It’s a good thing our petrol is shit, otherwise we won’t be able to still continue enjoying the N52!

As for the diesel, we used to have a 320d in Malaysia in wagon form but with the LCI that’s been removed. I managed to sample the 330d with a 6-speed manual. It was my first time driving a modern manual BMW. The clutch was not overly light but far from heavy either, the feel very just nice. No complaints about the shift feel. But what truly surprised me was the diesel.

This is a new diesel engine, a development over the previous generation 3.0 liter. It has an aluminium crank case and is lighter in many areas. Some of you who drive diesels would probably know this common trait of many diesel engines – they start off very strong but taper off shortly after, sometimes feeling very heavy-ish even as early as 3,500rpm. This VGT-equipped diesel was not like that.

It was bloody amazing! It stayed strong all the way to the redline, just like a petrol engine. In fact, you could hardly tell you were driving a diesel if not for the slightly different gruntier engine note, but there’s not much injector clatter either.

But then again it’s not to the point where you would wind down your windows in a tunnel at night and really work the engine just to hear the engine note. No, it doesn’t sound THAT good of course. You’ll wind down your windows to hear the woosh and whine of the turbine, but that’s about it. So BMW still has more room for innovation, so until the next diesel.

The new all-improved BMW iDrive

All in all iDrive is so much easier to use now especially the maps and address searching because it runs from a hard drive now so access speeds are much faster than loading stuff from a DVD. I believe the processor also must be faster. Maps are now from TomTom’s TeleAtlas subsidiary, instead of the DVD-based Nokia-owned Navteq system.

There is a map 3D view now that shows gradients. Apparently there is also a version which can show the buildings around you but I think our route did not go through an area with that kind of detailed mapping, but it did have the gradients though, showing uphills, downhills and the mountains around us.

In our journey we managed to try out how iDrive works with traffic info systems, something that we cannot try in Malaysia. On the journey to the airport for our trip home, some of the other media got trapped in a massive traffic jam which caused them to miss (or nearly miss, I forgot) a flight. iDrive actually warned us of the traffic jam and took us around it.

The user interface takes cues from one of the most popular consumer electronics out there, the iPod. Rotating knob interfaces are always associated with the iPod anyway and most of us already intuitively know how to operate it thanks to Apple having already “trained” us.

The new iDrive system’s hard drive can also function as a music jukebox, so you don’t have to carry your CDs around with you and risk them being damaged from being in a car that’s being baked under the hot sun all the time. Just load them in and rip them. iDrive will store them on its built-in hard drive. Only a couple of gigs out of the whole large drive will be used for music of course, because in Europe the 3D maps and etc are huge and take up alot of hard drive space. These maps do not take up as much space in Malaysia so there will actually be alot of wasted hard drive space that’s not being used by maps but not allowed to be used by music.

We had the opportunity to test out BMW’s new ConnectedDrive web browser which uses a SIM card for an EDGE speed data connection. The web browser is based on NetFront, which is a commonly used web browser when it comes to embedded applications. It is also used in devices like the Amazon Kindle, and the PSP as well as the Playstation 3. No Flash support yet though, and Gmail loads up in HTML.