JohnH4260

BMW ALPINA B7 vs. Mercedes S63 AMG
By Kristian Alexis; Automotive Correspondent

If there’s one thing we’ve noticed, it’s that European tuning firms are kicking more tail now than ever before by adopting not-so-exciting factory base models and transforming them into rubber-burning beasts. Similar to what Saleen represents to the Ford Mustang, Ferrari to Scuderia and Porsche to RUF, the big guns at BMW have teamed up with ALPINA, while Mercedes paired with AMG -- and each pairing has produced some serious performance variants on already-luxurious, high-performing vehicles.

The Alpina Burkard Bovensiepen brand applied its modification prowess to BMW’s flagship 7 Series and backed it with 43 years of tuner expertise. While AMG proved to be more than just a flashy badge to plaster on your rear bumper, and doctored Mercedes S63 sedan to performance perfection. Both of these luxury tuners have tailored some of the finest rides bred in Deutschland, but which will emerge with a tally closest to 100 when we look at two of their hottest creations, the BMW ALPINA B7 and the Mercedes S63 AMG?

BMW ALPINA B7
MSRP (base): $115,775
Engine: 4.4-liter, 32 Valve DOHC, supercharged V8
Horsepower: 500 horsepower @ 5,500 rpm
Torque: 516 lb-ft @ 4,250 rpm
MPG: City: 14; Highway: 21

BMW ALPINA B7 Performance - 17/20
The BMW ALPINA B7 is built upon a reconfigured, fourth generation 750i saloon and is exclusively available in rear-wheel drive (RWD). The active four-wheel independent suspension is supported by front and rear stabilizer bars, and high-resistant MacPherson struts. There is also an Active Roll Stabilization setup to keep the ride as smooth as silk. The 500 horsepower is available at 5,500 rpm and 516 lb-ft of torque is sourced from a 4.4-liter, centrifugal supercharged, valvetronic V8 engine. The turbo is capable of 11.6 psi, as the whole motor is mated to dual carburetors and composed of heat-treated components to curb the torrid effects of the amount of power generated. The gear sequential of the six-speed, ZF Tiptronic automatic transmission is reminiscent of the M Series. The BMW APLINA B7 also motors from 0-60 mph in 4.8 seconds, with a top speed of 186 mph.

BMW ALPINA B7 Exterior design - 19/20
From the ALPINA badge that decorates the rear bumper to the aggressive front nose, the revisions to the stock 750i are comparatively inconspicuous, but that’s the genius of it as all additional accents integrate well with the 7 Series’ existing lines. The makeover sees a specially fitted nose (with a slight lip) and tail-end ensemble that'll make you weak in the knees, as well as an unobtrusive deck spoiler for bonus sports appeal. A high-gloss shadow trim lines the window framing and aides in definition and sophistication. Standard, are the 20-spoke ALPINA wheels hugged by low-profile rubber.

BMW ALPINA B7 Interior design - 7/10
Once inside, you'll immediately be greeted by the ventilated Nasca leather, Maplewood accents and ALPINA blue backlighting on the gauge cluster. BMW's handsome aesthetics were not lost in the performance upgrade as ALPINA made sure to maintain the German company's luxurious standards. Outfitted with 20-way adjustable front seats, you're sure to find optimal comfort in the ALPINA B7 no matter what your size or stature. And once you're seated, you'll wrap your eager little mitts around a three-spoke sport steering wheel that's complete with paddle shifters and draped in blue and green stitching in glove-soft Lavalina leather. And if you can tear your eyes away from the elegant dash and sumptuous steering you'll notice the ALPINA crest is even woven into the floor mats. Luxury and design aside, ALPINA didn't compromise the 7 Series' generous amounts of cargo space, maintaining the available 18 cubic-feet of room.

BMW ALPINA B7 Sound system/goodies - 7/10
The novelty of luxury branding lies in its ability to project convenience. That being said, the ALPINA B7 uses convenience and practicality as its mantra. This larger four-door packs on the amenities with options like rear heated seats, Alcantra head liners and electric-powered privacy rear blinds for that Maybach, VIP effect. The keyless-entry feature comes standard as does the iDrive system, which can be controlled (read: maneuvered through blindly) with the turn-signal stalk. While the iDrive unit is progressive in its programming, it doesn’t perform without error and struggles with voice commands and digesting multiple inputs. Media is pumped out with a Logic 7 stereo package, which features an in-dash six-CD changer and an exorbitant 13 speakers. In addition to all of the aforementioned items, purchasing a BMW ALPINA B7 also reaps you a lifetime subscription to SIRIUS Satellite Radio.

BMW ALPINA B7 Bang for your buck - 16/20
The BMW ALPINA B7, with all the extras boasts a sticker price of roughly $115, 000. Quite a large number, but when you consider a base model 2008 BMW 760Li sedan starts at just over $122,000, the ALPINA isn't a bad deal at all. Usually, a 7 Series saloon wouldn't feel sporty at all, but thanks to ALPINA that has all changed now. And we think the price is well worth the end result of a pleasurable drive.

BMW ALPINA B7 Driving experience - 17/20
The hefty B7, with its 4,476 pounds of curb weight may be a deterrent for some, but take note that Bimmer isn’t marketing this as a crossover saloon. It's simply a luxury car with a limousine-esque feel and an increased engine output for those who crave more ponies to work with the luxury. The performance radials, with dimensions measuring 245/35 in the front and 285/30 in the rear, round out the order for a much smoother ride, while the firmer calibration spring and shock absorbers with colossal disc brakes for immediate yielding power.

BMW ALPINA B7 Overall score - 83/100
The B7 is an easy favorite, and one doesn’t have to look far to see why. By effortlessly merging exclusivity, performance and a certain ik weet niet het, BMW and ALPINA have created an automobile that will cater to those who want a comfortable, luxurious traveler as well as those who want a well-behaved weekend cruiser that can push the envelope when asked.

So the BMW ALPINA B7 is a real looker, but can it beat the Mercedes S63 AMG?
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Mercedes S63 AMG
MSRP (base): $127,825
Engine: 6.3-liter, 32 Valve, DOHC, hand-built V8
Horsepower: 518 horsepower @ 6,800 rpm
Torque: 465 lb-ft @ 5,200 rpm
MPG: City: 11; Highway: 17

Mercedes S63 AMG Performance - 18/20
The Mercedes S63 AMG sits on a 10th-generation S-Class cage and sends its power to the rear wheels. AMG resized the four-wheel, multi-link independent suspension and mated it to the patented anti-squat and anti-dive systems for ace maneuvering along with an Active Body Control function to ward off frame roll. The bored out engine bay is handcrafted and features a 6.3-liter, 32 valve, DOHC V8. The die-cast aluminum engine churns out 518 horsepower at 6,800 rpm and the torque level sits at 465 lb-ft at 5,200 rpm. AMG’s expertise spills over into the heavily tuned, seven cog, Speed Shift transmission with bolt-like gear changes. Unleashing your S63 will catapult you to 60 mph in 4.5 seconds, and hit a climax of 186 mph when left free of limitations.

Mercedes S63 AMG Exterior design - 17/20
The overseers of the three-pointed star corporation remained aggressive in the stenciling of the S63’s appearance. The remake is clever and doesn’t produce the unwanted gaudiness that tends to be the trend with other tuner efforts. The front fascia wields an AMG-designated air dam with mesh air intakes, as the kit wraps around to the side skirts and rear apron. Engine waste is expelled by a sport exhaust with quad polished tips. There's also laminated, infrared-reflecting glass that helps reduce UV rays, radiant heat and even noise penetration. Another welcome plus is the nano-particle paint -- resistant to the fine scratches that could be caused by car washes and environmental erosion. Without detracting too much from the standard Mercedes look, AMG managed to design the automobile so it's identifiable but not in your face.

Mercedes S63 AMG Interior design - 8/10
With Alcantara leather dressing the side pillars, sun visors, and headliners for the seats this interior is plush to the max. Once you've planted your rear on the supple cowhide seats tricked out with a metal AMG badge, you can fully appreciate the ergonomic and luxurious design of the Mercedes S63 AMG. Even the steering wheel is dripping in leather and coupled with aluminum shifter paddles and other multi-function buttons for basic audio and voice controls. Hand-polished Burl Walnut wood trim decks out the dash and doors, and ambient fiber-optic lighting makes the atmosphere in the AMG's cabin as smooth and enjoyable as its ride. Perhaps the most modern touch in the Mercedes S63 AMG are the electronically simulated gauges. The tachometer, speedometer, fuel gauge, and odometer may look analog, but in actual fact they are just digital displays that trick the eye.

Mercedes S63 AMG Sound system/goodies - 9/10
Leave it to Mercedes to nix minute, arbitrary details like accelerating and braking. Headlining the technological progression is the Distronic Plus radar cruise control system that utilizes a tracking system that "watches" the vehicle ahead and automatically adjusts your speed accordingly to keep you equadistance from that car at all times without you ever having to touch the gas or break pedals -- Michael Knight would be proud. Also featured is the Cockpit Management and Data configuration, affectionately dubbed COMAND. This outfitting integrates a 20 gigabyte harddrive, in-dash navigation system using GPS satellites and a map for the U.S., Canada and select regions of Hawaii. All of this, an AM/FM weather band radio, and 600-watt Harman Kardon LOGIC7 digital surround orchestra with 14 speakers can be accessed via the eight-inch color LCD monitor.

Mercedes S63 AMG Bang for your buck - 15/20
The 11 around-town miles per gallon and 17 cruise miles per gallon shook us a bit and proved further that the consumer shouldn’t be limited by a budget when considering the Mercedes S63 AMG. However, the S63 AMG is textbook luxury and at only a $15,000 bump over its competitor at $127,825, is well worth clipping those coupons.

Mercedes S63 AMG Driving experience - 15/20
Seat time in the Mercedes S63 AMG is predominately robotized and eliminates any and all pilot error. As to be expected, no machine is flawless and the Distronic Plus does indeed have a few quirks. There is Driver Adaptive programming that manipulates shift points and actively caters them to the driver’s style, as well as selectable modes like Sport, Comfort and M, which allow for a broader range of vehicle characteristics and performance. Oh, and did we mention that the seats also offer back rubs without half the police hassle of your local massage parlor?

Mercedes S63 AMG Overall score - 82/100
It's a fact that Mercedes aren't up there with the best of the performance vehicles. Like Lexus (before the IS-F, of course) and Volvo, they produce high-end luxury automobiles that are great to travel in and offer countless amenities, but still lack that certain oomph that BMW and Audi have honed so perfectly. What AMG has done for Mercedes is allow it to cater to a driver who wants class, sophistication with a touch of naughtiness on the side.
and the winner is…On their own both Mercedes and BMW are class-act cars with easy-on-the-eyes designs and interiors that look better than most people's apartments. But, slap on a high-performance tuner badge like ALPINA or AMG and all the fixings that come with it and you've got yourself a machine that drives and looks like no other. But, thankfully, both ALPINA and AMG managed to soup-up their German counterparts without all the flash and glitz, which makes these cars all the more appealing. Now, it was definitely a tight match this time, but the BMW managed to squeak by thanks to it's savage, understated good looks.

JohnH4260

Mercedes-Benz S63 AMG: An innovative powerhouse

Widely considered the most forward-looking car in the world, the Mercedes-Benz S-Class has never really competed on the performance charts. But thanks to AMG, that’s all about to change

The Mercedes-Benz S-Class is a good car. Actually, it’s better than that. The S-Class is fantastic, a technological tour de force. In fact, it’s so good that Mercedes could have been forgiven for simply stepping back to admire their handiwork. But they didn’t. Instead, they handed it over to their high-performance team at AMG and let them do what they do best: take a top-quality, efficient Mercedes and turn it into a high-performance, raging beast. The result? The Mercedes-Benz S63 AMG.

Visually, it’s barely distinguishable from the regular S-Class, but the 6.2-litre V8 engine in the S63 spits out 525bhp, helping the car roar to 60mph from a standing start in a highly impressive 4.6 seconds, and reach a flat-out speed of an electronically limited 155mph. You’d expect an engine that ferocious to let out an emphatic roar, but from inside you get a wondrous tranquillity and calm; the deadened snarl that sends you north of 100mph is hardly noticeable.

A touch of class
The S63 is luxurious from all angles; a gentleman’s sedan wrapped around speed-lover’s engine. The understated arches of the bodywork ooze class - the S63 is able to roll alongside the Aston Martins and Bentleys of this world and not look out of place.

The badge offers a curious touch of history, hinting at a 6.3 liter engine lurking under the bonnet – an allusion to the 1970s 300SE series. The current S-Class engine is only 6.2 liters. Perhaps this is just an intentional oversight – a moment of nostalgia – but in practical terms, it changes nothing.

As you would expect, the interior is luxurious and spacious – with all that power at your disposal it would be all too easy to forget that this is still a top-end four-door, five-seater. The leather upholstery and sleek, polished paneling are entirely congruous with the feel of this car – Mercedes has clearly taken every step to ensure this is the complete package.

Distinguished roots
The S-Class, first debuted in the mid-1950s, became synonymous with trend-setting in the car industry, with much advancement we now take for granted first appearing in Mercedes’ flagship model. In 1957, S-Class cars rolled off the production line complete with crumple zones. In 1965 it was the three-point seatbelt. 1971 was the year of the airbag, followed closely by ABS braking in 1978. And then came traction control and electronic stability in 1995.

This latest technological showcase boasts infrared headlights that shoot out well beyond the range of your conventional lights and give you a clear view of the road ahead on a concealed dashboard display – fantastically innovative, if something of a distraction at first. Far more instinctive is the safety system, which allows for the impact of multiple airbag deployment by opening the windows, slightly releasing excess air pressure. That is, of course, unless the windows are already fully open, in which case they are closed just before impact to prevent children from being thrown from the car.

For good measure, there’s also a voice-activated control system and air-conditioned, back-massaging seats. What more could you possibly want?

Value for money?
So should you buy one? At $127, 000, quality will cost you a premium, but it is certainly quality that you’d be getting. Sounds like a good endorsement, so I’ll ask again: should you buy one?

The answer is yes. Well mostly yes. For the money, it is certainly the most innovative car in its class. So where’s the problem, then? The S63 has an older brother - the Mercedes-Benz S65 AMG. This V12 powerhouse does everything the S63 does, but with that little bit extra grunt. Just don’t ask me the price. OK, it’s $180, 000. I told you not to ask...
Source: ExecMay; By Gary Chambers Date :08/05/2008

JohnH4260

Follow-Up Test: 2008 Mercedes-Benz S63 AMG
S-Class: Nice. S-Class With AMG Engine: Nicer

It's the head shot of the silver 1955 Mercedes 300 SL Gullwing you notice first, its doors reaching for the heavens and its timelessness staring you in the face. Like Brad Pitt doing his stuff for Levi's, it's the exploitation of the classically handsome for the advancement of rudimentary commerce, a celebrity endorsement for the 2008 Mercedes-Benz S63 AMG.

This car is about more than a mere Monroney pricing label with a lot of zeroes at the end. It's as artistic a window sticker as you'll ever see, a document that speaks of speed, heritage and the justification for a 518-horsepower automobile that costs $135,235.

And you do want an S63. It's not the best car in the world, but it's close. Finding flaw with this super sedan is like telling Francis Ford Coppola how he screwed up The Godfather. "Well, Mr. Coppola, I think you could have made it funnier, particularly that scene when Michael shoots the police captain in the face. Felt kinda dark."

To put it in simple terms: S-Class, nice; S-Class with AMG engine, nicer.

Accelerating Lies
But there's still some controversy as to the size of this big engine, designed and built at Mercedes AMG. The car's window sticker as well as its fender badges read 6.3 liters. It's supposed to make you think of the famous Mercedes V8 of the 1960s.

Yeah, and Al Gore rides private jets for the greater good of the environment.

The car's 518-hp, double-overhead-cam, all-aluminum V8 actually displaces 6,208cc. That's 6.2 liters by anybody's measure except Mercedes. But then again, Mercedes also says the S63 AMG accelerates from zero to 60 mph in 4.5 seconds.

Another fib.

At our test track, this big, black behemoth sprinted from zero to 60 mph in 5.2 seconds. If you're disappointed, you've never experienced zero to 60 mph in 5.2 seconds. This car is fast. Blisteringly so. And it's nearly a full second quicker than your Uncle Leo's S550.

Just don't pick any fights with the supercharged BMW B7 Alpina, which hits 60 mph in 5 seconds flat, or the twin-turbocharged S65 AMG V12, which rules the class with a 4.4-second performance.

Those cars also outrun the S63 through the quarter-mile, but we wouldn't sweat it. Unless you're planning to visit the Beverly Hills Drag Strip and Plastic Surgery Center, the S63's 13.4-second run at 107.8 mph is more than quick enough to take care of most of your needs.

As the World Turns
Right now you're wondering if you can score a discount on your girlfriend's liposuction if you spend your weekend racing the S63 AMG in Trophy Stock.

First of all, there's no way anyone who can afford a $135,000 S63 AMG has a girlfriend who actually needs liposuction. Just doesn't happen. So stop being ridiculous.

On our skid pad the S63 generated 0.85g of grip, and it snaked through our slalom at 63.1 mph. That's awesome agility for a car of this size, but it's still behind the 0.90g and 66.3-mph performance of the heavier S65. And it's much slower than the 68.6-mph slalom run posted by the BMW B7 Alpina.

Yeah, we were surprised, too. The S65 uses the same active body control system, the same air suspension, and the same wheels and tires as the S63, but it obviously changes direction better.

In the real world amongst the common folk and the minivans, the S63's abilities are staggering. Tossing it around is to defy the laws of physics. Nothing this big and heavy should have this kind of athleticism or supply this level of entertainment. It does not leave you wanting more.

It also matches the S65 feature for feature. Ever smoke a kid in a 350Z while simultaneously utilizing your active ventilated seat, night-vision display and hands-free communication system with voice control? It's fun.

Fast and Thirsty
But it's not for the weak of wallet. Or conscience.

We averaged 13 mpg during our two weeks with the S63, which is rated at 11 city and 17 highway by the EPA. But don't feel too bad; you already paid your $3,000 gas-guzzler tax, so guzzle. Not to mention, you just bought your wife a Cadillac Escalade Hybrid. Life's too short for guilt.

And the S63 is pure hedonism. From its IWC clock to its buttery suede headliner, to its glossy hand-polished walnut burl trim, to its 20-inch alloy wheels, this car is about reward. Self reward. It's a treat. And it's a perfect example of getting what you pay for.

Just look at its monster front brakes. Each measures 15.4 inches in diameter and is over an inch thick. They're cross-drilled for cooling and wear massive calipers that are finished smooth, wear the AMG logo and cover more than a third of the rotor's surface area. Somebody get the Guggenheim on the phone. These brakes are mechanical works of art that haul the S63 down from 60 mph in a scant 118 feet.

Go is always more fun than stop, and the S63 goes. With a peak torque rating of 465 pound-feet at 5,200 rpm, the big V8 offers plenty of push from idle all the way up to its 7,000-rpm redline. It's one of the finest normally aspirated engines in history and it delivers its thrust with a melodic muscle-car rumble worthy of a Beach Boys song. It's also the perfect match for the seven-speed automatic, which Mercedes lets you control with aluminum shift paddles.

The Three Bears
And so you've decided you want an S-Class, have ya?

This is where you expect us to play Goldilocks. You know, the S550 is toooooooo soft. And the S65 AMG is tooooooooo hard. But the 2008 Mercedes-Benz S63 AMG is just right.

Not this time. Don't be a fool; buy the best. And the Mercedes-Benz S65 is the best. Its 604-hp twin-turbo V12 makes it the quickest four-door sedan we've ever tested. It lights its tires up through two full gears and it outhandles the S63. Bottom line: If you can swing the S65 without making the kids go to public school, by all means, lay it down, Big Daddy. It's the one you want.

To put it in the simplest terms: S-Class, nice; S-Class AMG with biggest engine, nicest.
By Scott Oldham, Inside Line Editor in Chief

JohnH4260

Power, Performance, and Prestige: Mercedes-Benz S65 AMG

To understand why Mercedes-Benz calls the 2008 S65 AMG the “world’s quickest four-door,” you need to know just two figures: 604 horsepower and 738 lb.-ft. of torque. With it’s hand-built, twin-turbocharged, 6.0-liter V12 engine firing under its sculpted hood, the S65 AMG rockets from rest to 60 mph just half a click slower than a Corvette Z06, at 4.2 seconds. The sad thing is, most S65 AMG buyers will want it because it’s the most expensive S-Class in the stable, and not because they actually plan to drive the thing.

And that means the engineering expertise that goes into this motor is lost on most S65 AMG owners. Stuff like a precision-balanced crankshaft with a longer stroke, larger-bore forged pistons, and upgraded oil-spray cooling and bearing lubrication systems. But we’ll bet that if friends and family want to pop the hood, they’ll be impressed that the single AMG engineer who build it, from start to finish, also hand signed it.

Other upgrades that turn a regular S600 into a 2008 Mercedes S65 AMG include high-performance two-piece brake rotors squeezed by stout eight-piston calipers. Mercedes claims that this compound rotor design saves weight by 20 percent over conventional systems. Helping to haul the Benz down from speed, those front discs are internally-ventilated, perforated, and measure 15.4 inches in diameter. In back, the S65 AMG is equipped with 14.4-inch discs clamped by four-piston calipers. ABS and brake assist are standard.

The suspension gets a massage, too. The standard S600’s Active Body Control (ABC) suspension uses AMG-specific spring struts with firmer damping for sportier ride quality and improved handling. ABC reduces dive, roll, and squat through the use of hydraulics, electronics, and mechanical parts, normally reducing roll by 68 percent. A switch on the console directs ABC to scrub lean by as much as 95 percent if the driver wishes. Mercedes also revised the traction and stability control systems so that they behave commensurate with the S65 AMG’s performance potential.

Those are the changes that can’t be seen. To make sure everyone knows you’re driving the baddest Benz on the block, staggered-width twin-spoke wheels are added, wearing 255/35ZR20 performance tires in front and 275/35ZR20 rubber in the rear. Yep, that means this is the first Mercedes to get factory-installed 20-inch wheels. The 2008 Mercedes-Benz S65 AMG also gets a unique front fascia with larger air intakes and clear-lens fog lights, AMG-specific side skirts, and special rear valence panel treatment punctuated by twin chrome exhaust outlets. The result is subtle, except to those in the know. For the common folks, chrome “V12 Biturbo” badges on each front fender announce the S65 AMG’s exclusivity.

The S65 AMG’s cabin gets the full leather treatment, including the dashboard pad, which is also trimmed in burl walnut or chestnut wood. The AMG-specific performance seats are heated and ventilated, and the car includes pneumatic door and trunk close assists. Safety gear mirrors the new 2008 Mercedes-Benz S550 and S600, including dual-stage front airbags, side-impact airbags in each door, and side-curtain airbags.

Expect to pay a pretty penny when the 2008 Mercedes-Benz S65 AMG goes on sale later this year, but when it comes to high-end Benzes, price is a moot point.

JohnH4260

Low-level Flying: Mercedes-Benz S65 AMG
One powerful machine–and it’s as smart as it is fast
Business Aviation Lifestyle

Students of scoops, badges and other muscularity enhancement on cars will recognize the Mercedes S65 AMG as the most powerful production sedan on the planet.* For the majority of those who give it a passing glance, however, it will probably register as nothing more than a big, solid imported sedan. And that is all well and good. In this age of inconvenient truths, it’s not necessarily desirable to flaunt having 604 horsepower to propel your regular complement of seats and a trunk over the highways and byways.

But for those who appreciate such things, this is a notably capable and sophisticated assembly of a trunk and seating for five. The latest edition of the Big Benz has more gadgets, gizmos and aerospace-inspired systems than you can shake a memory stick at. The owner’s manual runs to 710 pages, suggesting it might be time for Flight Safety, the aviation training company, to consider diversifying into the automobile business.

This car offers everything from seats that behave like a fighter pilot’s G suit and a night vision system to a moving-map display and intelligent auto pilot. There’s also an instrument landing (parking) system, in the form of a predictive backup camera, and EICAS (engine instrumentation and crew advisory system).

Then there’s the engine itself. There’s nothing quite like having a twin-turbo V12 at the beck and call of your right foot, poised to churn out 738 pounds-feet of torque at just 2000 rpm. I have not experienced such sustained, uninterrupted, synapse-tickling acceleration since being catapulted off the carrier USS Abraham Lincoln in the back seat of an F/A-18 (zero to 170 in less than three seconds). Even the brutally fast Corvette Z06, while quicker than this Benz from zero to 60 (3.6 seconds versus 4.2), cannot match the sustained and relentless lunge of the S65. In the Chevrolet, there is the fun of shifting manually through six gears, but that does make for a jerkier experience in high-energy bodily relocation.

And in the Benz, you can share the experience with three times as many passengers. After a maximum-effort dash to 100 with four aboard and immediate max braking back to zero, a friend in the back of the S65 AMG who has done his fair share of racing was reduced to blurting out, between guffaws of delight, enough “ohmigawds” to keep up with a car-load of teenagers.

My wife did not care for the brutal ride of the Z06, but she warmed to the more refined sensations of the S65, particularly its massage seats. This is a car that can thrill, please, mollycoddle or petrify all aboard.

Mercedes has long since outgrown its reputation for stark Teutonic interiors that offered only marginally more warmth than a bank vault. Open the doors of the S65 and a people capsule beckons, striking a welcoming balance between solidity, functionality and the creature comforts of curved wood, supple leather, soft liners and a roof-length moon roof. A friend of my son who, at six-foot-five, takes after his former New York Giant dad felt equally comfortable in the front or in the back with the front seat moved fully aft.

The array of systems in this car well complements the performance. Just as a G suit exerts pressure on a fighter pilot’s body to limit blood migration under G loads, so do the side bolsters of the S65’s seats inflate to work against lateral G during cornering. Turn left, and the right sides of the cushion and seat back inflate to counteract the centrifugal drift of the occupant toward the outside of the turn. The degree of inflation varies with the severity of the turn, and the effect is to virtually dissolve any lingering line between man and machine. Always thinking, this car; always looking out for me.

Slam on the brakes at any speed above 40 mph, and two unusual features kick in. One is the adaptive brake lighting, which pulses the brake lights with increasing urgency as you brake harder, to alert those behind that the car ahead has hooked the arrester wire, is stopping right now by clamping down hard on 15.4-inch-diameter front rotors (14.2 inches on the rear) and will shortly become a serious obstruction. The brakes are powerful, bringing this 2.5-ton car to a halt from 70 mph in just over 150 feet.

Once the S65 comes to a standstill under these emergency measures, the hazard warning flashers turn themselves on. They remain illuminated until the car has resumed a forward speed of at least six mph.

The adaptive brake lights are among several S-class features unique to the 12-cylinder cars (the S600 V12, packing a relatively pedestrian 510 hp and 612 lb-ft, is naturally aspirated and lacks the AMG tuning tweaks). Others are active head restraints (which move to beat whiplash to the punch in a collision), and automatic engine oil-level check and “add one/1.5/two quarts” advisories in the instrument display as appropriate.

Unique to the S65 AMG is a manual transmission shift program operated by steering-wheel paddles. On the instrument menu of both V12 cars is an oil temperature readout presented in blue until it reaches 176 degrees F, at which point it turns white and the driver is free to dig his spurs hard into those 510 or 604 horses. On the S65 AMG, electronics restrict power output at engine oil temperatures below 68 degrees F.

This is the second car we’ve critiqued here, and it presents the same dilemma as the Rolls-Royce Phantom in the last issue: These cars are so good that a review can appear to be unbalanced. Is this Benz perfect? Not in the Rolls sense of serene isolation and handcrafted opulence, but as a Bahn-burning driving machine with room for the family, yes, perhaps this is the perfect car–at least as of 2007. No doubt it will seem dated in five years if the horsepower, handling and systems wars of today continue unabated.

You can slice through corners in the S65 with an aggression that would defeat most sedans. I took my son out to lunch at his college in the S65, and as we approached the sharply curved off-ramp near the end of a bridge at a goodly clip, he quietly reminded me, as I thought he might, that we needed to turn off. The car thrust through the curve of the ramp with a sure-footedness more akin to a BMW M Coupe than the king of M-Benzes.

This is an agile and tenacious big car, thanks to active suspension, which places at each wheel a coil spring and an electronically controlled hydraulic cylinder in series as well as a gas-pressurized shock absorber. Using up to 2,900 psi of pressure, this active body control (ABC) continuously adjusts each wheel’s suspension to counteract vibration, pitch, dive, squat and roll. ABC also provides automatic four-wheel level control, driver-selectable ride height and automatic lowering at high speeds. A driver-selectable sport mode for ABC virtually eliminates body roll for even flatter cornering and sharper handling.

More than once in the S65, I fumbled the hunt for the stalk on the left that operates the turn signals, wipers, high beam and cornering lamps, catching instead the shorter stalk above it that controls the Distronic cruise control. Once you’ve driven with Distronic and sat back, relaxed but vigilant, to let the Benz automatically maintain a selected distance from the car in front regardless of its speed wanderings, regular dumb cruise control seems archaic. Pull out to pass and, sensing the open road again, the Benz resumes the cruise speed it was maintaining before it encountered the slow poke. Always thinking, this car.

Even the backup camera is smart. Laid over the camera picture in the dash is a blue, box-like guidance device that changes shape to function as a projection of where the rear of the car will end up, given current motion and steering-wheel angle. It acts like the velocity vector in a head-up display, and anyone can thus insert the Benz into a space with a precision befitting this shining example of the German motor car craft.

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trumpet1

In one sentence of that article it describes the car as a five seater, then just below that suggests that it seats six!!! [3 times the number of passengers in a Corvette (2)].


Also it says the S600 is naturally aspirated as opposed to the biturbos of the S65. It was my understanding that the S600 is bi-turbo charged as well. Am I wrong about that?


Also, I've never hit the cruise control stalk by accident when going for the turn signal. Now in my wife's C350 it happens all the time...but not in my S.

WSH

Good catches, trumpet

Many on this Board have far greater knowledge of MB tech/dynamics/safety/reliability/costs/value than any journalist I've come across...

keith100

Only one passenger in a 'Vette. With 1 in the front and 2 in the back of the S you have three times a many passengers.

trumpet1

True. I erroneously interpreted passengers as occupants, but you are probably correct in your interpretation. Scratch that part of my post above

JohnH4260

Shaquille O'Neal's Mercedes-Benz S65 AMG

WSH

Indeed, clowns (I guess when paid highly, clowns prefer to be called "entertainers") sure know how to create the most fugly cars.....

Was at an office pk in SiliconValley last wk and the pkg lot had three blk/blk S65s, an andorite/tan S65, a slvr/blk CL65, a flint grey/blk CL63 030 and a slvr/blk SL63 030....all '07-'09.....fully factory spec, no aftermkt anything; just some VC/pvt equity guys' casual, everyday commuter cars....

Interesting how popular aftermkt stuff is in certain geographic areas/socioeconomic gps....and how uncommon it is in other areas/industries...I suspect the rapper-look largely serves to alert local enforcement as they risk-profile cars which clearly are "foreign" to a part of an urban region....

trumpet1

I like the looks of it but I wouldn't want it. Those wheels certainly would make for a rough and tough ride.

JohnH4260

Mercedes-Benz S65 AMG Acceleration Run - Hang On!

JohnH4260

Mercedes-Benz to Offer Turbochargers in All Models by 2010

It seems demand for turbochargers is increasing since they offer a inexpensive way for auto makers to reduce fuel-consumption. In an interview with Automotive News Europe, Daimler board member, Thomas Weber, said that all Mercedes-Benz models will have turbocharged engines within the next two-and-a-half years.

“All our vehicles will have turbocharged engines in series production by the end of 2010 at the latest,” said Weber.

Weber said the first part of Daimler’s long-term strategy to reduce CO2 emissions and fuel-consumption levels is to improve the efficiency of existing models in its lineup. Later on it will offer more models with hybrid technology. The Mercedes-Benz S-Class hybrid arrives later next year.

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JohnH4260

2010 Mercedes-Benz S63 AMG [Spied]

AMG testing is in full swing this summer and we have the first photos of the refreshed S-Class AMG. This particular model appears to be the S63 AMG model. Earlier today, spies spotted the E63 AMG.

Along with the regular S-Class, the AMG version will undergo a modest refresh, getting a new, lower front fascia. We also think a set of new exhaust tips may be in the works since this prototype is sporting generic exhaust pipes.

The S63 and S65 AMG models should retain their current powertrains, but may receive a few technology updates.

http://www.leftlanenews.com/mercedes...-amg-2010.html

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JohnH4260

Accelerated Indulgence
The Mercedes-Benz S65 AMG has more power than anyone will ever need and costs way more than its understated exterior would imply.
ForbesAutos.com

The S65 AMG is Mercedes-Benz's ultimate sedan, with a correspondingly ultimate price. Your gut reaction to the huge price listed on the window sticker will instantly help you determine whether this flagship sedan is too much of a good thing.

The S-Class isn't cheap to begin with. Start with the S550, the “base model” that costs a minimum of $87,525. It’s strong and sumptuous enough for most tastes with a terrific 382-horsepower, 5.5-liter V8 engine.

If that's a bit wimpy for your taste, the $145,025 S600 adds a twin-turbocharged V12 packing 510 horsepower and a staggering 612 pound-feet of torque. Certainly this is more power than is usable in driving anywhere but on a race track.

Most movers and shakers would call it a day right there. But for a few hundred demanding buyers this year, the S65 — the latest wonder-sedan from Mercedes’ AMG performance division — incorporates a hand-built, 6.0-liter V12 engine with a titanic 604 horsepower and 738 pound-feet of torque, enough muscle to scare the competition at your local tractor pull.

And about that price: The S65 AMG starts at $194,825, enough to buy his-and-hers S550s with $20,000 left over for options. Or you could get a Bentley Continental Flying Spur.

But those S550 and Flying Spur owners, no matter how proud they are, can’t say they drive what Mercedes claims is the world’s fastest sedan.

However, while the power is fantastic and the car as a whole is highly competent in most respects, we feel compelled to raise at least a whimper of objection on several fronts.

To the casual onlooker, the S65 AMG may not look all that different from your garden-variety S-Class. The car gets the usual tasteful AMG body kit, including a bolder front bumper, side skirts, "V12 Biturbo" logos, and door-sill plates.

Yet this is not unique to the S65 AMG. An AMG sport appearance package can be had on the lesser S550 model for $5,630.

Our test model also featured hefty 20-inch wheels that nicely fill up the wheel wells.

It might be argued that an S65 AMG buyer is the kind of person who wants to fly first class, but doesn't want to rub it in other people’s faces, particularly those stuck back in coach. We get the point, but many people we talked to were shocked to learn the S65 AMG was a nearly $200,000 car. Sure, it looks expensive, but it doesn't look like it should have an exotic-car price tag.

Drivers who prefer a higher profile will likely lean toward the Bentley Continental Flying Spur or Maserati Quattroporte. Both are less expensive, the Maserati by $80,000. Both of those sedans make stronger statements on the street.

As with other S-Class models, the S65’s deep, dark cavern of a trunk offers nearly 20 cubic feet of cargo space, enough to swallow luggage seemingly without limit.

Interior
The S65 AMG’s cabin is reminiscent of a high-end wristwatch boutique: It's a glowing, impeccably detailed showcase for the latest in precision engineering. Hand-polished burled walnut trim is matched to lovely bright metalwork, and it’s all topped with a suede-like headliner (called Alcantara). Ambient lighting, adjustable to your taste, spills from recesses in the dashboard and doors, a feature that’s being mimicked by other automakers.

AMG touches include special instruments, a clock provided by watchmaker IWC, and Napa leather sport seats. An excellent 14-speaker, 600-watt Harman Kardon sound system provides the in-cabin soundtrack along with Sirius satellite radio.

Separate climate controls for driver, and front and rear passengers are standard, along with keyless entry and start, a rear-view camera to making backing up an easy task, and bi-xenon headlamps that swivel to illuminate curves.

Mercedes’ multi-contour seats are among the most supportive and comfortable we’ve tested in any vehicle. There are such an overwhelming number of adjustments, including a massage feature in four combinations of speed and strength, that Mercedes puts the controls in the COMAND system, a centralized screen and rotary knob used to access numerous vehicle functions.

Like BMW's often-vilified iDrive system, the COMAND interface remains cumbersome. Chores that should be simple take more effort than necessary, including setting radio presets and operating the navigation system.

The Pre-Safe system works in conjunction with radar-based Distronic cruise control to take action in the event of an accident, closing windows to support the curtain air bags, cinching seat belts tight, and adjusting the front passenger seat (and optional rear power seats) to a position that provides optimal crash protection.

The S65 AMG and S600 feature adaptive brake lights that flash quickly during emergency braking, potentially alerting a driver following behind to make a quicker stop.

Less impressive is the NightView Assist feature. Switch it on, and an enhanced black-and-white view of the darkened street fills the driver’s instrument panel. It supposedly helps drivers spot pedestrians or other lurking dangers, but in practice it’s clever for all of 10 minutes. You almost immediately learn to tune out the image and keep your focus on the road and the real task of driving. Along with BMW’s competing system, it’s one of the most gimmicky features available in an automobile.

Most of the items on a short list of Mercedes-Benz S65 AMG options are standard on the far less costly S600, including Distronic adaptive cruise control, a panorama sunroof, a heated steering wheel, and active rear seats featuring heating, cooling, and multi-contour adjustments. These options, together with a $2,600 gas guzzler tax, add up to over $10,000 and push the S65 AMG’s price tag over $200,000.

Performance
When it comes to forward momentum, the Mercedes S65 AMG's capabilities are like nothing we’ve ever experienced in a sedan. Especially at above-legal speeds, it makes the 500-horsepower BMW M5 seem slow in comparison.

Despite weighing more than 5,000 pounds, an entire ton more than some sports cars, the sedan roars from 0-60 miles per hour in just 4.2 seconds. Even more improbably, it will reach 150 mph from a standstill in 21 seconds — faster than a Ferrari F430.

What does this kind of thrust feel like? I imagine it to be akin to riding the wave released by a burst Hoover Dam. The power just keeps flowing, especially when the car surges to 100 mph and beyond. But the driver and passengers are so well swaddled in the quiet and luxurious cabin, the velocity barely registers.

While the S550 is one of the Mercedes models that employs a new seven-speed transmission — more gears improve acceleration and fuel economy — it’s not strong enough to handle the massive power of the S65 AMG’s 12-cylinder engine. So the S65 AMG makes do with just five speeds, which are more than adequate thanks to the vast amount of torque available.

An adaptive suspension system keeps the big car flat and poised in corners, and a sport setting on the console further reduces body roll.

The brakes are large and powerful, with eight-piston calipers up front and two-piece rotors that can handle the massive forces needed to slow this heavy vehicle down. After being mashed again and again on a long, high-speed mountain descent in upstate New York, the brakes never grew tired or began to “fade,” which is car speak for brakes losing their effectiveness.


Yet for all its power and agility, the S65 AMG won’t be mistaken for a sport sedan in the mold of an M5 or even Mercedes' own E63 AMG. The steering is silky and accurate, but feels vague, and the car never lets you forget its size and weight.

Also bear in mind that Mercedes' "fastest sedan" claim doesn’t extend to top speed, only 0-60 mph acceleration. Its electronically limited ceiling of 155 mph pales in comparison to the Bentley Continental Flying Spur's 195-mph top end. For a car with so much might, it’s worth noting that even a lowly Chrysler 300C SRT8 can reach a higher top speed, running out of steam at 170 mph.

Mercedes’ stability control systems, once the most overly cautious and intrusive in the industry, have been greatly improved in recent years. But the one in the S65 AMG seemed to revert to the old ways, constantly intervening to limit power or prevent the wheels from spinning. The transmission also refused to let the engine reach redline before shifting up, even when using the steering wheel-mounted shift buttons.

But even without winding all the way to redline, a car with two-thirds of the S65 AMG’s power can turn surrounding traffic into specks in the rearview mirror. So are 12 cylinders and 604 horsepower worth a more than 100 percent increase in price over the S550?
Frankly, we’re skeptical. You, and your investment portfolio, may conclude otherwise.

Is the Mercedes-Benz S65 AMG for You?
Buy the S65 AMG if
You want the best sedan Mercedes makes, and the price tag is irrelevant.

Keep Looking if
Paying twice the price of the already powerful and luxurious S550 seems ridiculous; you feel the S65 AMG doesn't look quite as expensive as it actually is.

Who Fits?
Four adults fit in complete comfort, and a fifth can squeeze in when absolutely necessary. Trunk space is deep and vast.

Options Worth Splurging on
At this price, might as well load ‘er up: Distronic Plus cruise control ($2,850); rear active/heated/ventilated seats ($2,920); panorama sunroof ($1,010).

Closest Competitors
Audi A8 W12; Bentley Continental Flying Spur; BMW 760iL; Maserati Quattroporte

Did you know...
AMG is named for its founders Hans-Werner Aufrecht (A), Erhard Melcher (M), and Melcher’s birthplace of Grossaspach, Germany (G). The company began in 1967 as an independent builder of racing Mercedes, including the 300SEL. Its street-legal models first came to the U.S. in 1995 with the C36 AMG. Incorporated into the now split DaimlerChrysler in 1999, AMG has enjoyed a major growth spurt, now selling around 10,000 cars a year in the U.S., which accounts for more than 40 percent of its worldwide production.

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trumpet1

"Less impressive is the NightView Assist feature. Switch it on, and an enhanced black-and-white view of the darkened street fills the driver’s instrument panel. It supposedly helps drivers spot pedestrians or other lurking dangers, but in practice it’s clever for all of 10 minutes. You almost immediately learn to tune out the image and keep your focus on the road and the real task of driving. Along with BMW’s competing system, it’s one of the most gimmicky features available in an automobile."

The above paragraph is so true. Get rid of the night vision as it is today on the W221. Impossible to use. Cadillacs' new heat sensing night vision with heads up display might be sensible but not the current form on the Benz.
All in all, I would find either one to be too distracting and confusing to ever use. I've had my car nearly two years and I've never been able to comfortably use this feature and I just find it unnecessary especially with our adaptive headlights that turn with the steering wheel. Now that , I do like very much.

AsianML

NightView Assist might have been implemented much better with a heads up display system.

JohnH4260

Maybach Exelero Named BusinessWeek's Concept Of The Week

So what if it's been over three years since the Maybach Exelero was handed over to Fulda Tires - the company that commissioned production of the 700 horsepower one-off supercar? Time hasn't sullied the Exelero's absolutely ravishing good looks, nor has it stopped BusinessWeek from selecting the superlative model as their "Concept of the Week."

Did BusinessWeek's selection have something to do with the fact that the Exelero was placed on sale for $7.8 million earlier this month? Maybe. Nevertheless, I will take any gratuitous opportunity that I can to post titillating photos of the Maybach, so to BusinessWeek: many thanks for giving me somewhat of a reason to post about a three-year-old, still incredibly tantalizing model.

To see the Maybach Exelero pictures of which I speak, keep scrolling for the full Exelero gallery; or, head over to BusinessWeek for their full "Concept of the Week" article.

Enjoy.

JohnH4260

Mercedes-Benz SLC
Although we’ve brought you plenty of spy pictures of Mercedes‘ upcoming SLC supercar over the past few months, the mule’s Frankenstein body work has left plenty to the imagination. But thanks to the work of our skilled artists, the Dodge body work is gone and we have our first clear look at what the road-going SLC will look like.

A successor to the SLR, this new car will be the product of a partnership between Mercedes/AMG and H.W.A., rather than McLaren.

There is a clear lineage to the rest of Mercedes’ lineup in the SLC’s front fascia, with crisp character lines that give the two-door a decidedly purposeful look. Unlike the F1-inspired styling of the current SLK, the SLC will have a design language more in-line with Mercedes’ passenger cars. The front fascia also contains plenty of air inlets, providing sufficient airflow and cooling for the forced-induction power plant that resides undehood.

The mule uses some Dodge Viper body panels at the rear, but any Viper similarities end there, as this SLC mule has a longer wheelbase right around 106-inches (measured right from the prototype as it was parked overnight). The wheelbase of this prototype closely matches that of the SLR, and it clearly displays a long hood and cab-rearward stance.

The roof’s profile suggests it’s probably a folding hardtop.

Not an R8 clone
The proportions of this prototype would appear to put to rest any rumors about a traditional mid-engine layout. Clearly, the engine will not sit behind the passengers as it does in the Audi R8.

Previous reports indicated Mercedes would be building a direct rival to the R8 — a possibility that is still valid, despite the car’s drastically different appearance. Like the SLR, this new car might have a “front-mid-engine” configuration, meaning the engine is positioned between the driver and front axle.

It remains unclear what power plant is powering the SLC, but our sources indicate a version of AMG’s turbocharged 6.2-liter V8 is likely lurking underhood.

The SLC could be ready to hit Mercedes dealerships in late 2010 as a 2011 model.

JohnH4260

Auto Couture for W221 S Class

http://www.auto-couture.com/mercedes/w221_pg/index.html

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JohnH4260

Spy Shots: Mercedes-Benz SLC Gullwing Taking Shape

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JohnH4260

Top 10 Cars Driven Mostly by Men

In a recent study, conducted by CNW Marketing Reserach for Forbes, they found that the Maybach was the car brand most driven by men. Mercedes picked up three spots on the list, with the Maybach (both 57 and 62), the GL-Class, and the G-Class. One reason that the Maybach came on top and with such a wide margin is probably due to the fact that only 156 were sold in the US last year, and with a price tag of a 4 bedroom home, a female (and probably more rational person) won’t be enticed by such a luxurious vehicle.

1. Maybach 57 and 62 - 95% male drivers
2. Mercedes-Benz GL-Class - 90.47%
3. Lamborghini - 90.32%
4. Rolls-Royce Phantom - 90%
5. Dodge Viper - 89.87%
6. Mercedes-Benz G-Class - 88.84%
7. Ferrari - 85.82%
8. Cadillac Escalade ESV - 85.13%
9. BMW 6 Series - 81.71%
10. Aston Martin - 81.25%

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JohnH4260

Mercedes-Benz Reports 11.6 Percent Increase for July Sales

MONTVALE, N.J. -- Mercedes-Benz USA (MBUSA) today reported sales of 20,733 new vehicles for July 2008, an 11.6 percent increase over last July. This brings the year-to-date total to 140,012 units, marking a 2.3 percent increase over the same period last year and setting the new record for MBUSA year-to-date sales.

Both the volume-leading C-Class and highly acclaimed E-Class model lines posted gains of 45.4 percent and 53 percent increases respectively. Other highlights for July sales include an 8.9 percent sales increase in CLK-Class coupes and cabriolets, and an impressive 28.1 percent increase for the full-sized GL-Class SUV. As a group, sales of Mercedes-Benz passenger cars rose 17.8 percent for the month (15,239 vs. 12,936 units).

Compared to the first seven months of 2007, the popularity of the C-Class was demonstrated through a 37.9 percent sales increase with 43,603 units sold. Overall as a group, year-to-date sales of Mercedes-Benz passenger cars rose by 3.5 percent (100,398 vs. 97,022 units). Year-to-date increases were also recorded in the Mercedes-Benz SUV segment with a 0.7 percent gain in full-sized GL-Class sales and an 11.9 percent gain in M-Class sales.
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JohnH4260

Wooah! Aston Martin And Mercedes-Benz May Team Up

Aston Martin and Mercedes are plotting a wide-ranging tie-up that could see the two famous brands collaborate on engines, hybrids, transmission and even entire platforms, CAR can reveal. The top-secret partnership between Aston and Merc – dubbed Project Alligator by the Germans – is detailed in our exclusive story in the new September 2008 issue of CAR Magazine.

The scoop includes the lowdown on:
• How Mercedes engines could power future Aston Martins
• AMG's 6.2-litre V8 tipped for Vantage models
• Diesels and hybrids from Germany planned for Aston
• Whole platforms to be shared by top-end models
• Eight-speed Merc auto trans bound for British sports cars
• Why Maybach and Aston could co-operate on future models

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