Highest-Quality Cars
These days car quality can be summed up in one sentence: It’s all good.

The list of highest-quality cars:
BMW X5
Chevrolet Avalanche
Chevrolet Corvette
Chrysler 300C
Ford Edge
Ford Mustang Convertible
Honda Odyssey
Honda Ridgeline
Land Rover LR2
Lexus RX 350
Mercedes-Benz SL-Class
Mercedes-Benz S-Class
Scion xB
Toyota Sequoia
Volvo C30

http://www.forbesautos.com/advice/to...008-story.html
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Just to make sure, that is an alphabetical ranking! There is no way in hell a Corvette C6 ranks higher in quality than a Mercedes SL. I regularly ride in the first, and have owner for about a year the second one and there is simply no comparison--as should there never be, with the price differential, conceded!

 

Bang & Olufsen Adds Mercedes-Benz AMG as New Partner
Move over Audi & Aston

Bang & Olufsen, the Mercedes-Benz for high quality audio and video products, has entered into a agreement with the AMG to supply them with sound systems for their upcoming models. Karl Kristian Hvidt Nielsen, President and CEO of Bang & Olufsen, stated “Our new partnership with Mercedes-Benz AMG is hugely important to us. The agreement enables Bang & Olufsen to further utilize the expertise and processes we have built up in order to meet the requirements of the automotive industry. Mercedes-Benz AMG is also an interesting partner for Bang & Olufsen because the cars are sold across the world”.

”Mercedes-Benz AMG represents high performance and exclusivity. The same is true of Bang & Olufsen’s in-car sound systems. Jointly, we are therefore able to meet Mercedes-AMG customers’ expectations for sound systems,” says Volker Mornhinweg, Chairman of the Management Board at Mercedes-Benz AMG.

Mercedes-Benz won’t be the only car or even German manufacturer to offer their customers Bang & Olufsen sound systems, as Audi had been working with the Danish company for quite sometime now and offers their customers B&O products in most if not all their models.

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I'm a 22 year old male, I bought my S550 with 4matic for these New England winters, no AMG kit because I was going for a more classy look, white, no pano sunroof = one classy looking car. I don't fit the typical mold, most of my friends wanted me to buy a Porsche or something dumb, I want something that's comfy as hell to commute in...the CL550 was tempting but I wanted AWD, and I wanted 4 doors so my friends aren't climbing over the seats and all that hassle. I didn't want a flashy sporty young kid car either. I'm not independently wealthy, my parents didn't give me a dime, and I don't make 300K a year, I just work really hard and enjoy my car. I think a kid my age would buy something flashier, in fact last time I was in the dealer this 65 year old man pulled in driving a lambo and was buying his 30 year old son a CL63 all tricked out. Somehow its slightly more meaningful when you buy it yourself. I'm sure he gets a lot of looks, but personally, I don't want those types of looks. To me, being the "non by the books S class buyer," the S class buyer is someone who either understands luxury, desires comfort, or appreciates cars. My 2 cents.

 

Mercedes-Benz To Introduce “Attention Assist” Into Series Production In Spring 2009

Attention Assist works by observing a driver's behaviors, and then using this information to create a unique driver profile. During operation, a series of tests continually monitor driver input in relation to this profile, and in the event a deviation is encountered, the system then determines whether or not the deviation is a result of fatigue. If it is, Attention Assist alerts the driver both visually and audibly that it's time to take a break.

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My wife wanted a quieter car, and misses my quiet 2004 S500 4Matic which I had replaced with a Porsche, SO...I traded in my 2006 Porsche 911 for a 2008 S550 4Matic and received a check for the difference!

Owners may be wealthy, but they still want a deal!

 

Autobild Publishes First Official Pictures of the 2010 E-Class

Looks like a stylized S-Class.
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Mercedes-Benz S-Class wins ‘Best Luxury Car’ Award

Auto Express, one of UK’s leading car magazines, has named the Mercedes-Benz S-Class as the ‘Best Luxury Car of 2008′, winning the title for the third consecutive year.

Editor in Chief, David Johns commented that “few cars have reigned over such competitive sectors with such complete authority as the Mercedes-Benz S-Class. To many there simply isn’t a better limousine. Beautifully engineered both inside and out, it’s one of those rare cars that is as good to drive as it is to be driven in”.

Dermot Kelly, Managing Director of Mercedes-Benz said: “S-Class has been an enduring success with press and customers alike and accounted for one in every four luxury saloon sales last year. We are delighted that Auto Express still recognizes S-Class as the best luxury car in the sector.”

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If the rest of that car looks as good as the front of the car, this will be another home run.

 

Spy Shots: 2011 Mercedes-Benz CL Facelift

The current C216 Mercedes-Benz CL was first introduced at the end of 2006 and didn’t appear in most markets until early the next year, however, engineers are already hard at work testing prototypes for an updated version of the car. Given the lack of modifications to the exterior of this prototype, it’s still too early to confirm if Mercedes is planning a full facelift or only a serious of slight styling changes.

The test vehicle seen here is sporting a new set of headlights, with the indicators moved to the outer corners and what appears to be a row of led daytime running lights positioned at the base of the light. The shots of the rear also reveal some camouflage material over the trunk panel. While the tail lamps and muffler design remain unchanged, the camo gear suggests a revised trunk lid with new character lines could be included in the upgrade.

Mercedes is unlikely to change the CL’s power train lineup so early in its product cycle. This means that the current CL500/550, CL600, CL63 and CL65 models will still fill out the range. However, there could be a number of modifications to the exhaust filtering systems to help improve emissions.

The S-Class sedan - on which the CL is based - is also due for a facelift, with a number of prototypes already spotted testing in Germany. Like the CL, the changes in store for the S-Class are minor, with the only noticeable differences being a slighted revised grille and bumper design as well as a set of new headlights. The updated S-Class is expected to arrive late next year, with the new CL to arrive in the following year as a 2011 model.

http://www.motorauthority.com/news/c...z-cl-facelift/

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2009 S-Class and CL-Class AMG Versions Spied

Automotive Traveler came across test vehicles of what appears to be AMG versions of the 2009 S-Class and CL-Class. As of now, the only evolutionary changes that we can spot is the front fascia. The lack of camo gives might be a hint that these vehicles are on their final test run for a mid-cycle refresh for 2009. Just as Rich stated, we might be moments away from an official word from Stuttgart, introducing both the S and CL face lifted 2009 model.

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Special Edition 2009 Mercedes-Benz S550 To Benefit Key To The Cure Added To MBUSA.com

MBUSA announced their plans to introduce a special edition model to benefit the cause – a 2009 Mercedes-Benz S550 clad in a Diamond White metallic exterior paint color and featuring a Sahara beige and black interior – with proceeds from the limited edition model expected to raise more than $1 million dollars for women's cancer research.

Today this model has been added to MBUSA.com, with a somewhat more comprehensive listing of the various features found on the special edition S550. Highlights include an AMG sport package, heated and active ventilated front seats, drive-dynamic multicontour front seats (each with 4-level massage), Bluetooth interface with hands-free calling, Parktronic audiovisual parking assistant, Keyless Go and a rear view camera, all of which compliment the S550's already lengthy list of standard features.
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America’s Most-Leased Cars

BMW 7 Series
2008 lease share through Aug. 10: 85.3%*
Starting price: $77,625
Sales through July 2008: 8,190
Sales through July 2007: 8,634
Percent change: -5.1%

Saab 9-7X
2008 lease share through Aug. 10: 82.2%
Starting price: $41,145
Sales through July 2008: 2,321
Sales through July 2007: 3,259
Percent change: -28.8%

Audi A6
2008 lease share through Aug. 10: 74.1%
Starting price: $42,950
Sales through July 2008: 6,321
Sales through July 2007: 6,410
Percent change: -1.4%

BMW Z4
2008 lease share through Aug. 10: 70.7%
Starting price: $37,525
Sales through July 2008: 4,116
Sales through July 2007: 5,420
Percent change: -24.1%

Mercedes-Benz E-Class
2008 lease share through Aug. 10: 70%
Starting price: $52,775
Sales through July 2008: 25,101
Sales through July 2007: 25,473
Percent change: -1.5%

Land Rover Range Rover
2008 lease share through Aug. 10: 69.6%
Starting price: $78,450
Sales through July 2008: 4,775
Sales through July 2007: 6,610
Percent change: -27.8%

BMW 6 Series
2008 lease share through Aug. 10: 68.6%
Starting price: $77,425
Sales through July 2008: 4,218
Sales through July 2007: 5,190
Percent change: -18.7%

Audi A4/S4
2008 lease share through Aug. 10: 68%
Starting price: $32,700
Sales through July 2008: 26,770
Sales through July 2007: 25,205
Percent change: +6.2%

BMW X3
2008 lease share through Aug. 10: 67.3%
Starting price: $39,425
Sales through July 2008: 11,257
Sales through July 2007: 16,926
Percent change: -33.5%

Jaguar XJ Sedan
2008 lease share through Aug. 10: 65.8%
Starting price: $64,500
Sales through July 2008: 1,514
Sales through July 2007: 2,500
Percent change: -39.4%

 

2008 APEAL: Premium Cars

Today’s premium car buyer is looking for more—more comfort and convenience features, state-of-the-art technology, the latest safety features, high style and, of course, on-road performance. But beyond that, the premium car buyer is seeking an emotional connection, looking for a vehicle that says something about them personally. Since what we drive says a lot about us, both as individuals and as a society, the premium car buyer is looking for more than just basic transportation.

In the premium car segments, the Lexus IS, BMW 5 Series and Mercedes-Benz S-Class are the J.D. Power and Associates 2008 Automotive Performance, Execution and Layout (APEAL) Study award recipients.

Highest Ranked in Large Premium Car Segment
2008 Mercedes-Benz S-Class

Over the years, Mercedes-Benz has used the flagship S-Class to introduce new technology to the company’s entire product line. The S-Class is credited with introducing air bags, anti-lock brakes (ABS), and stability control, among other features, to the rest of the Mercedes-Benz family. The current S-Class model was introduced in showrooms as a 2007 model. In North America, it was initially offered with a choice of 8- and 12-cylinder powerplants, and rear- or 4MATIC all-wheel drive. For 2008, a performance-oriented S63 AMG model with 518 horsepower has been added.

Among the five models in the large premium car segment, the 2008 Mercedes-Benz S-Class achieves the highest ratings in eight of the 10 categories that comprise the study, including:

Vehicle Exterior

Vehicle Interior

Storage and Space

Audio/Entertainment/Navigation

Seats

Driving Dynamics

Engine/Transmission (in a tie with the Lexus LS)

Visibility/Driving Safety

Additionally, the S-Class scores above the segment average in two other categories.

According to consumers, the top three attributes of the S-Class compared to the large premium car segment are: front-end styling; the rating of fuel economy and range between fuel stops; and rear-end styling. The bottom three attributes of the S-Class are: how well the interior colors/materials are coordinated; comfort of the driver’s seat back/lumbar support; and the ease of operating the rear-seat entertainment system.
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Demographics of MBUSA.com Website Visitors July 2008

Gender
58% Male
42% Female

Age
6% 12-17
41% 18-34
30% 35-49
23% 50 +

Race/Ethnic Background
55% White
22% Black
10% Asian
11% Hispanic
2% Other

Household
68% No Children
32% Children

Income
12% $0-30K
18% $30-60K
28% $60-100K
41% $100K +

Education
33% No College
46% College
21% Graduate School

Estimated monthly traffic to mbusa.com is approximately 385,000 visits per month. http://www.quantcast.com/mbusa.com

 

Rusty Blackwell on the 2008 Mercedes-Benz S65 AMG

This is probably the most subdued and the most stealth car that $207,965 (as tested) can buy. Granted, the lofty $200K-ish price point includes only Lamborghinis, Bentleys, Ferraris, Aston Martins, and clapped-out Lear jets, so I'm not saying that the flagship S-class is mundane. It's just the least ostentatious of the bunch. Relatively.

Until you hit the gas and are socked with 738 lb-ft of thunderous torque, while the stability control system (if it's activated) labors to keep the tires from spontaneously boiling into dust. That's when you forget that words like "subdued" and "mundane" exist. You just hang on and enjoy the ride.

The S65 AMG is so excessive that, like other S-classes, it has eight washer streams (no lie) that spray about a pint per second each. Nuts. The fabulous white "designo" interior (a $9765 option) features lovely quilted inner door panels, über-luxe seats, and leather covering even the ashtray lid. My only issues after an evening of pimping around town: the black lacquer steering wheel smudges easily, and the autoclose doors aren't nearly as sensitive as those on the Lexus LS460.

No big deal, though. I adore all S-classes because the cars drive so well and have such glorious, intuitive interiors. The crazy-powerful S65 is that much better. A funny thing about this engine, though: the mind-melting 604 hp comes at only 4800 rpm; that's a lower rpm peak than my 1967 MGB's OHV 1.8-liter in-line four-cylinder (which puts out a shocking 98 hp!).

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EDITORS' NOTEBOOK: 2008 Mercedes Benz S63 AMG, Day 1
Posted May 6 2008 01:48 PM by Automobile Staff, Joe DeMatio

If Sirius Satellite Radio's Area 33 dance station keeps playing the new remix of the 2000 dance hit by Fragma, "Toca's Miracle," I'm gonna lose my driver's license. I first heard it last Sunday, when I was poking around the country roads southwest of Ann Arbor in a Jaguar XF supercharged. It's the sort of fast-beat, bass-heavy, techno-jangly piece that just makes you drive like you're on an open autobahn. The same thing happened today when I was leaving downtown Detroit in the Mercedes S63 AMG. "Toca's Miracle" came on, I turned up the volume, and I was sailing along the freeways of love at 90 to 100 mph. Naturally, the S63 would gladly lope along at such speeds all day long, what with some 500 hp on tap from its normally aspirated, 6.2.-liter V-8 engine.

But when you turn down the volume of the S63's superb stereo (the Mercedes Comand interface for radio station selection is absolutely brilliant), you're left wondering what the point of this car is. I prefer the effortless torque and locomotive-like acceleration of the twin-turbo V-12 S65 AMG or simply the V-12 S600 or, quite frankly, the rational calmness of the plain-jane S550, which is really all the powertrain anybody needs in this big, heavy luxo-cruiser. The AMG V-8 engine ought to be parsed out more carefully across Mercedes-Benz's lineup; every model doesn't need or deserve it.

EDITORS' NOTEBOOK: 2008 Mercedes-Benz S63 AMG, Day 2
Posted May 7 2008 08:15 AM by Automobile Staff, Phil Floraday

I agree with Joe, this S63 AMG doesn't strike my fancy the way a C63 AMG does. I'm sure the 6.2-liter engine moves the car a little faster than the base S550, but I never found myself amazed at the power like I am in the S600 or S65 AMG. I'd prefer the perfect balance of the base S-class, or the ludicrous speed of one of the twin-turbo V-12s.

I also noticed that the suspension was just harsh enough to make the ride a little uncomfortable. I don't understand such a tight suspension on a luxury barge. The car still rides well, but dampening over bumps leaves a little to be desired. I suppose the suspension would feel better on smooth pavement at autobahn speeds, but I know most of these cars will just be driven as daily drivers in the U.S.

The brakes are absolutely amazing. I wasn't overwhelmed by the acceleration, but the deceleration was lots of fun. Vehicles pushing 5,000 pounds should not stop this quickly from speed.

There isn't anything wrong with the S63, but so much is right with the S550 that I don't understand why the 6.2-liter engine found its way into the engine bay of an S-class. I know Benz makes a lot more money building and selling AMG cars than regular models, so I guess the S63 is sort of like an idiot tax. I can't imagine anyone actually test driving the 63 and 550 and walking away with an S63. Sometimes the numbers just look better on paper than they prove to be on the street.

EDITORS' NOTEBOOK: 2008 Mercedes Benz S63 AMG, Day 3
Posted May 8 2008 08:28 AM by Automobile Staff, Marc Noordeloos

A weekend in the S63 and all I can say is what a wonderful, pointless car. I'll take the cash savings and enjoy the S550, thank you. As stated by others, I just don't get the AMG big car theory. The 6.2-liter V-8 transforms the C-class but feels like a waste of time in the S-Class. Sure, the powerplant still sounds amazing but do you need that in a huge car? Plus, when you start to hustle the S63, you feel the weight. Thank goodness for stability control as the ABC suspension system keeps the car so flat while cornering that you get zero sense to what the chassis is doing. And why oh why do the Germans insist on still giving some of their sporty cars such heavy steering. The S63 feels great on turn in but then it just gets far to hefty for my taste. The suspension tuning is quite good and I only really felt the ride deteriorate over the worst Michigan expansion joints. Not bad for 20 inch wheels. Also, I still catch the Mercedes 7-speed auto out at times. It clucks into gear when you add throttle just before an upshift and it really bothers me that the downshift paddle can't handle multiple inputs (7 to 4 downshift for instance). Plus, the thirst is just horrible of this powerful Benz. Despite my gripes, the beast sure is fast and, as Joe D mentions, surely helps bring in a load of extra cash into the company.

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OUCH - to all S/CL63 drivers. That's exactly why I drive what I drive.
After back to back 63<->600 test drive, of course.

 

2008 Mercedes-Benz S63 AMG - Rants and Raves

ERIK JOHNSON
Man, what a mile-eater. I used the S63 mostly as long-distance transport to a long-weekend's retreat in northern Michigan, and it's clear that that is the task to which this car is most suited. Even with the sport suspension and huge AMG wheels, the ride was never even close to harsh, even on the ragged strip of asphalt that passes for I-75.

Once Up North, the two lanes were long, straight, and relatively well-kept, and both myself and my passengers were delighted by the active, massaging front seats; the incredible-sounding harman/kardon stereo; and the privacy afforded by all the electronic window and sunroof shades in the rear. But I would never allow any of this to overshadow the 6.2-liter V-8, a motor of which I will never grow tired. Torque, power, and grins; no matter which 63-series AMG I'm piloting, I know copious amounts of all three are on tap.

TOM ADAMS
I had the pleasure of driving the CL63 AMG last week and thought driving could not be more pleasurable. Now, after driving its four-door sibling, I would say being driven around could not be more pleasurable. The S63 has large rear doors that open to spacious seating. The comfort from up front is found to a lesser degree in the rear. There's no massage or HVAC/Audio controls like in the S550, but that's OK--it is big and roomy and that is enough. All the things I wrote about the CL63 apply here: wonderful powerplant, thoughtfully laid out controls and instruments, yards of luxury. The satellite signal seemed to be more sensitive to tree branches and buildings than other cars I've driven. I lost the signal quite often driving down leafy lanes. The bits of plastic that aren't hidden by leather and wood look as cheap as in the Hyundai. The rear cup holders are an example. Can't Mercedes use titanium or mahogany?

JON YANCA
I recently had the pleasure of driving the coupe version of this car, the CL63 AMG. I really enjoyed my time in that one, too, but the practicality of the S63 makes it my choice. For $10,000 less than the CL63, you can have four doors and a much more comfortable package for your passengers. The S63 might not be as hot to look at—although I still find it to be very attractive—but it's no less fun to drive and it provides everyday functionality. I realize when you are talking about a $100k-plus vehicle, $10,000 is a laughably small portion of the purchase price, but why not save some coin and get some function, too?

MIKE DUSHANE
I love this engine in the CLK Black Series, and it's a shame it doesn't speak with the same roar in the S-class. With the exhaust muted as it is here, this car isn't much more exciting than the S550 unless you really wind it out. The problem is that it's geared high for Autobahn use, and the engine doesn't really sing til high up the rev band, so you have to be going 45 mph or more to really feel the juice. If you drive around town, it just seems like a stiffly sprung, slightly faster S550. The S600, which is only slightly more expensive, has more down-low grunt, so it feels more impressive at the speeds I usually drive. While I prefer the S550 to the standard Audi A8, The S8 seems more special than the S63 (even though the Audi is a lot slower and cheaper).

JARED GALL
With the limo-like back-seat fully enclosed by the retractable sunshades and the heated and cooled front seats gently massaging their occupants, this is a car that enamors people before it's even started. And then you start it. People raised eyebrows and whistled when I told them what the sticker is on this car, but nobody questioned it. Could this be a $136,000 car that's actually worth it? Well, worth nearly 1.5 S550s? That's a tough sell, but the stupidly rich can afford to be foolish. Lucky them... this is a fantastic machine. If you really want to show off, though, the number on your trunklid needs to be higher by two. I think I need that top end acceleration.

ALISA PRIDDLE
How do you knock a sleek beauty with power so pure and refined? Driving such a vehicle is simply a treat for all the senses, a taste of the good life, and a great way to kill an otherwise drab commute and make you yearn for more. And I remain a huge fan of the dynamic seats that hug and grab at every turn.

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Time Magazine “The 50 Worst Cars of All Time”

1899-1939
1899 Horsey Horseless
1909 Ford Model T
1911 Overland OctoAuto
1913 Scripps-Booth Bi-Autogo
1920 Briggs and Stratton Flyer
1933 Fuller Dymaxion
1934 Chrysler/Desoto Airflow

1940-1959
1949 Crosley Hotshot
1956 Renault Dauphine
1957 King Midget Model III
1957 Waterman Aerobile
1958 Ford Edsel
1958 Lotus Elite
1958 MGA Twin Cam
1958 Zunndapp Janus

1960-1974
1961 Amphicar
1961 Corvair
1966 Peel Trident
1970 AMC Gremlin
1970 Triumph Stag
1971 Chrysler Imperial LeBaron Two-Door Hardtop
1971 Ford Pinto
1974 Jaguar XK-E V12 Series III

1975-1989
1975 Bricklin SV1
1975 Morgan Plus 8 Propane
1975 Triumph TR7
1975 Trabant
1976 Aston Martin Lagonda
1976 Chevy Chevette
1978 AMC Pacer
1980 Corvette 305 "California"
1980 Ferrari Mondial 8
1981 Cadillac Fleetwood V-8-6-4
1981 De Lorean DMC-12
1982 Cadillac Cimarron
1982 Camaro Iron Duke
1984 Maserati Biturbo
1985 Mosler Consulier GTP
1985 Yugo GV
1986 Lamborghini LM002

1990-Present
1995 Ford Explorer
1997 GM EV1
1997 Plymouth Prowler
1998 Fiat Multipla
2000 Ford Excursion
2001 Jaguar X-Type
2001 Pontiac Aztek
2002 BMW 7-series
2003 Hummer H2
2004 Chevy SSR

 

S63 AMG Review by Evo Mag Uk

Coming after the intergalactic, biturbo V12-engined S65 AMG that blew us away last month, you could be forgiven for thinking that the S63 AMG is going to be, well, a bit gutless.

With not so much as a turbo or supercharger in sight, this monster Merc relies on AMG’s recently introduced normally aspirated 6.2-litre V8 for motivation. With 518bhp and 465lb ft of torque it’s hardly lacking by normal standards, but AMG doesn’t work to normal standards.

Put your foot down in the V12-engined flagship and it feels like you’ve unleashed some kind of small thermonuclear bomb. That’s what 737lb ft of torque “electronically limited, of course” does for you. Do the same in the S63 and there are still immense reserves of power to draw from, but the V8 has to work at it. It sounds great “all snarly and potent” but it has to rev harder and kickdown further into the seven-speed autos ratios to deliver the best of its formidable performance. It’s nothing a brace of turbos wouldn’t sort, so doubtless the megalomaniacs at AMG are working on it right now.

AMG confesses that some of its customers miss the grunt of the old supercharged S55 engine which delivered 51lb ft more torque at half the revs but counter by saying that, with time, most come to appreciate the 63’s sharper response and more overtly sporting delivery. While this may be true of E, ML and CLS 63 owners, we believe the rev-hungry V8 feels least suited to the S-Class super-saloon.

As ever, the S-Class chassis is a miracle of mass reduction. You simply don’t feel like you’re in two- tons-plus of raging super-luxury saloon, even on winding sections of road. The steering is pointy and direct, the damping calm and controlled. Hell, it shouldn’t be fun to punt this thing around, but once you’ve dialed yourself in to the S63’s preferred style, it genuinely is. The paddle-shift auto works well, with incisive up- and downshifts; the brakes offer smooth, linear, eyebrow-loosening power, and despite having to absorb the huge forces that result from the pace at which this S gains speed between corners, they remain resolutely effective.

The S63 is slightly flawed, then, but still a great car. And with a basic price expected to not exceed five figures, it’s cheaper than the stratospherically priced S65, but not that much cheaper to your average gazillionaire. And in the crazy world that these cars inhabit, it’s hard to imagine wanting to be in the slower, cylindrically-challenged relation of AMG’s S-Class patriarch.
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Mercedes-Benz Dropping CLK and CL Names

If our friends over at Auto-Motor-und-Sport have it right, then Mercedes-Benz will be changing its naming convention for convertibles and coupes in the near future. The CLK will be the first to go and be replaced by names such as E-Class Convertible and Coupe in 2009.

It’s said that Mercedes will expend this strategy to the other models as well, so that at the end of 2009, the CL name will be gone and replaced by the S-Class Coupe. Now this of course may come as a shock to some people, but if we go back a decade, we will see that Mercedes actually used such names to describe their coupes. Before 1998, the CL was know as the S coupe and before that as the SEC.
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EVO, The Thrill of Driving, UK
Mercedes-Benz S65 AMG
Rating: 5 Stars

Even by AMG’s extreme standards, this is a spectacular machine. Based on the recently introduced all-new S-class, the S65 is officially the world’s most powerful series-production saloon. It’s also proof that, contrary to a well-worn stereotype, the Germans are in possession of a side-splitting, if warped, sense of humor after all.

Don’t believe me? Well how else can you explain a mammoth, two-ton-plus saloon which, thanks to its hand-built, twin-turbocharged, 603bhp 6-litre V12, is capable of hitting 62mph from a standstill in 4.4sec before banging into its 155mph limiter with the ease that most cars hit a ton?

Want more? Dig deeper into the specification and you’ll notice a small asterisk accompanying the claimed torque figure of an almighty 1000Nm (737lb ft in old money). What does it signify? ‘Electronically limited’, of course. That’s right – limited to a figure almost double that mustered by a BMW M5.

All this motive force makes the S65 a truly extraordinary car to drive, as vivid and intense – in its own way – as any no-frills supercar. There’s very little I can say to evoke the sense of awe you feel at accelerating from walking pace to 155mph in one seamless rush, except that its more like an out-of-body experience than simple acceleration.

Colossal torque requires a reinforced drivetrain, and the S65’s five-speed automatic transmission, driveshafts and hub carriers have all been beefed-up, while the shift strategies and torque-converter lock-up logic have been remapped to suit the V12’s Herculean outputs.

If there’s one thing more impressive than the engine, it’s the way in which the S65’s chassis deals with the onslaught. The second-generation Active Body Control system keep things on as even a keel as possible, containing pitch under hard acceleration, dive under braking, and body-roll during hard cornering. It also automatically adjusts its spring and damper rates according to which transmission setting you have selected (Comfort, Sport or Manual).

The first-generation ABC system, as seen in the CL55 and SL55 amongst others, was always effective at controlling the body movement, but struggled to maintain wheel control and lacked feedback. Now not only does the S65 display amazing poise, but the ride is more rounded and there’s increased feel through the steering. On dry tarmac it feels perfectly reasonable to disable the ESP system (although it’s never fully off) and balance the car on the throttle. Absurd as it might sound, when road and mood permits, the S65 can be hustled like a super-sized M3.

When it comes to stopping the S65, AMG has wisely chosen to equip it with gargantuan 390mm front and 365mm rear composite brakes, complete with double calipers at the front. Stopping power is immense and remarkably fade-resistant, but it takes a long while to get used to the response, which isn’t as positive as you’d like during the initial pedal travel.

Visually the S65 looks every meter the super-luxury, high-performance flagship, those exaggerated wheel arches filled convincingly by bold 19in five-spoke alloys, the S’s aggressive face and extended profile given increased definition and purpose thanks to larger air intakes and redesigned front spoiler and side-skirts. Badges on the front wings bearing the legend ‘V12 Biturbo’ certainly don’t do any harm either.

Inside, there’s all the class-leading electronics and safety systems that set the S-class range apart from its rivals, while a sprinkling of AMG logos, a fatter steering wheel, supportive sports seats and an IWC analogue clock distinguish the S65 from the rest of the range.

If you inhabit the real world, it’s very hard to justify a car like this. Even if you’re lucky enough to live in a parallel universe where a 603bhp, £145,000 saloon makes sense, it’s hard to imagine having the self-restraint to keep your license for the duration of your first outing. However, until Bugatti decides to build something with four seats, driving this AMG monster is one of motoring’s ultimate experiences.
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Mercedes-Benz S-Class Hybrid coming in September 2009

BusinessWeek is reporting that Mercedes-Benz will start European sales of a hybrid version of its luxury S-Class in June of 2009. The U.S. and China will start receiving theirs in September of 2009. While Klaus Maier, Sales and Marketing Director at Mercedes, didn’t reveal the price tag for the hybrid S-Class, he did mention the premium will be less than 10,000 Euro or $14,000 compared to a non-hybrid S-Class.

The main innovation is the lithium-ion battery. Developed along with German components supplier Continental, the battery weighs less and takes up less space than batteries used by competing hybrids. Slightly larger than a conventional auto battery, it fits under the hood and does not reduce the amount of space in the rest of the car. The hybrid components including an electric motor that adds a modest 75 kg (165 lb.) to the total weight of the car.

Mercedes has outlined a strategy to start releasing a Hybrid model each yeah, starting in 2009 to achieve their 20% goal. A Hybrid-diesel is also in the works and will be available within years.
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Mercedes S65 AMG Car Review: BahnStormer
You will never need a faster saloon car than the Mercedes S65 AMG. Andy Enright reports

Relentless. That’s the best single word that can describe the sensation when you firmly depress the accelerator pedal of the Mercedes S65 AMG. Other terms that come to mind include apocalyptic, locomotive and unnerving, all balled up in the back of your throat emerging as a single word when pedal hits carpet and that word is "****."

Even the most civil of you will swear like a sailor the first time you try this. I defy you not to. After the profanities comes a burst of laughter borne of sheer disbelief. Did this thing really just do that? Did two and a quarter tons of Swabian steel just bludgeon its way to 60mph in 4.2 seconds? In the interests of journalistic integrity, I feel it’s incumbent upon me to try again just to make sure. If power corrupts, 612bhp can do a lot of corrupting. The local police don’t seem interested in letting me have a third go.
Let’s make one thing clear. There are 63s and 65s when it comes to AMG engines and they are very different beasts. This engine isn’t of the latest generation high-revving normally-aspirated ilk, as Mercedes has seen fit to install in the latest CLK 63 AMG. Those engines develop just over 510bhp from their screaming V8s. This is the older, twin turbocharged V12 unit that’s a far costlier piece of engineering and requires only the merest few degrees of flexion in your right ankle to dump over 1,000Nm of torque to the rear tires.

Even the vast 19-inch tires at the back can only do so much when confronted with this industrial level of torque and the S65 AMG relies heavily on its electronic control systems to keep things in a broad approximation of equilibrium. I once had an opportunity to drive this engine (albeit in a different Mercedes model) with the electronic aids switched off and it was an experience that in five minutes must have aged me five years. No matter how often purists grouse about the stability control and the traction control interfering with the driving experience, believe me it’s preferable to the alternative.

That we’re talking about purity of response in a car this big is a testament to the fundamental rightness of the S-class chassis and long has it been thus. Even the last generation S-class was a great car to hustle up a twisty mountain pass and this latest series is better again, the S65 AMG being possibly the quickest way to transport five people and their gear across Europe without your wheels leaving the ground.

Tire contact is optimized by AMG sports suspension with the frankly astonishing Active Body Control system. The active suspension virtually eliminates the body movements that occur when moving off, cornering and braking. Bends are negotiated with far less roll; the body roll caused by fast evasive maneuvering is effectively suppressed. Compared with the previous model, the second-generation Active Body Control is even more effective at, for instance, reducing body movements in any given driving situation. The S 65 AMG is one of those cars where you occasionally need to check the speedometer through corners because you’re often going a good deal faster than you expect. The usual cues of pitch and roll are almost entirely absent. It’s eerily effective.

It’s not all clever engineering under the skin either. The interior needs some sense of occasion when you’re paying this much and the first thing drivers will spot is the big AMG logo in the instrument cluster's central display. The separate AMG main menu integrated into the instrument cluster displays the currently engaged gear and recommended upshifts in Manual mode, Plus either the engine oil temperature or the battery voltage as well as the RACETIMER. This does exactly what it purports, allowing the driver to record lap times on racing circuits for instance, storing not only the time for the fastest lap but also the average and top speeds as well as the lap length. All the information can be called up using the thumb-operated buttons on the AMG sports steering wheel. Just don’t lend the car to an over competitive colleague. Things could get costly.

As well as burr walnut trim, there’s also leather upholstery along with the AMG sports seats and that AMG ergonomic sports steering wheel with its specially sculpted rim and aluminum shift paddles. One of the most eye-catching features in the interior of the S65 AMG is the analogue clock with its "IWC Ingenieur" design in the center console. AMG door sill panels are also fitted as standard.

There are also signature AMG touches on the exterior to distinguish this from humbler Benzes although not so much as to draw unwelcome attention. At the front, the redesigned AMG front apron with enlarged air intakes features a pair of two slanted struts and integrated round fog lamps set in chrome rings. Subtle side skirts meld beautifully with the S65’s swollen rear wheel arches to give the car a shapely profile. "V12 Biturbo" lettering on the front wings and multi-piece 19-inch five-spoke AMG alloy wheels with a star on the center of the wheel painted in titanium gray are also giveaways. A redesigned rear apron and the AMG sports exhaust system comprising two combined twin tailpipes are a finishing touch.

It’s always hard to judge one of these monstrously powerful Mercs with a truly objective eye. Most reasonable people would concede that 612bhp is possibly overkill but there exists a market for saloon cars for people who can’t persuade NASA to strap them to one of the shuttle’s solid rocket boosters and want the next best thing. The S65 AMG is that thing and, in that context, the £145,365 asking price will represent solid value for a privileged few.
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