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More great news for the 86, the GT has been awarded Drive's Car of the Year for 2012! 

If the automotive landscape of 2012 is remembered for one thing, it will be that the thrill of driving is alive and kicking.

The point was driven home by Drive's Car of the Year being awarded to the Toyota 86 GT, an unashamedly focused sports car, guaranteed to put a smile on the dial of those lucky enough to find themselves behind its steering wheel.

Anyone who thinks that choosing a sports car as the year's best is elitist should look at the value-for-money equation.

With a list price of $29,990 the 86 costs less than many mainstream family cars, including the cheapest version of Toyota's own four-cylinder Camry. In a global economy struggling to shake off the GFC blues, the combination of value and hedonistic driving enjoyment cannot be ignored.

The Toyota 86 coupe was, of course, developed in conjunction with Subaru. That company not only supplies the horizontally-opposed engine and builds the car in its own plant but also has the mechanically identical – give or take some minor differences in suspension tuning and tyre size – BRZ.

Given the vast similarities between the 86 and BRZ, the latter was unlucky not to win the award but that's the way our Car of the Year awards work. The pair were both included in the Performance Car Under $60,000 category which the 86 won, largely because it is available at a cheaper price thanks to a reduced standard equipment list on the GT version.

Only a category winner can go on to take the major prize, so the BRZ missed out.

Take it from us though, the Subaru is every bit as thrilling to drive and those who want the BRZ's higher equipment levels, do the sums and buy it will not be disappointed.

The Toyota won its category by scoring heavily in each judging criteria. Its engine might not have the outright horsepower of some performance cars, but it provides the perfect amount to exploit the 86's nimble, rear-drive chassis.

It can be driven quietly and comfortably as a commuter car, albeit one with a stiffer than normal ride. On the track it can be easily provoked into lurid tail slides with its electronic stability control switched off, or remain commendably stable with it left on.

Equipment levels are not luxurious, but are more than adequate given the design goal of a low price and low weight for maximum performance. In terms of practicality, the rear seat is good for short trips (or shorter adults) and the folding rear seat means larger loads than a shallow boot would otherwise tolerate can be accommodated.

Five-star NCAP crash-worthiness indicates a safe structure, as does a full complement of seven airbags.

The Toyota 86 held its own over five days of gruelling driving and judging covering every available road condition.

Every car was taken around a road loop that distilled a wide variety of real-world conditions into something accessible for the judging panel, with its combined total of many decades of road-testing experience.

They included 100km/h highway driving, urban traffic conditions with suburban streets, traffic lights and school zones and pot-holed, low-speed, country roads.

The race track component wasn't just a chance to cut high-speed laps. It gave a safe and controlled environment to explore steering and handling limits, but also included disciplines such as a swerve-and-recover lane change exercise, a slalom between traffic cones and a hard braking stop from 100km/h.

All the time, judges were noting the minute details of each car's equipment levels, comfort, build quality, noise levels and all the other ponderables that determine category and overall winners. From all that, the 86 deserved to come up trumps.

The final vote between category winners to determine the overall winner was not a unanimous win for the 86 GT, however. Mazda's CX-5 received three of the nine judges' votes thanks largely to its brilliant diesel engine, sparkling dynamics and low fuel use.

The other two finalists that were debated heavily were the Kia Sorento SLi and Toyota Camry Hybrid H. Each were standouts and rounded out what was arguably the most impressive quartet of finalists for the coveted overall gong.

The Mercedes-Benz C250 CDI that took out last year's Car of the Year and again won the Best Luxury Car Under $80,000 category in 2012 failed to make it to the final four – just.

Speaking of votes, there were a few interesting statistics to come out of the overall testing. For instance, eight of the category winners were carryover champions from last year, indicating that on the whole, a good car can remain difficult to beat.

The five new category winners were the Kia Sorento, Porsche 911, Toyota Camry Hybrid, Mazda CX-5 and, of course, the Toyota 86.

The Camry Hybrid's win as Best Family Car made it the first hybrid champion, and also meant that along with Volkswagen and Mazda, Toyota had two category winners.

In technical terms, nine of the 13 category winners had four-cylinder engines, nine had turbocharged engines and seven were either diesel or hybrid powered.

The spread of dollar value for the 13 winners could hardly have been greater. They ranged from the $18,990 VW Polo 77TSI to the $262,600 Porsche 911 Carrera S.

And last, the 86 GT was the first Toyota to win the Car of the Year gong in the award's seven-year history, and only the second non-German one at that.

So take a bow Toyota 86. You were the right car at the right time, and an almost perfectly executed sports car at that.

Auto Review Maserati GranCabrio

THE NEW MASERATI GRANCABRIO TO PREMIERE IN FRANKFURT

Media Source: Maserati

The Maserati GranCabrio, the first four-seater convertible in the Trident carmaker's history, will make its world wide debut on September 15 at the upcoming Frankfurt Motor Show. The introduction of the GranCabrio – the Trident's third prong – completes Maserati's product line-up that now consists of three different families of models: Quattroporte, GranTurismo, GranCabrio.

The GranCabrio represents the very essence of Maserati in terms of open-top cars. It's a Maserati in the purest sense of the word: from the unmistakable style by Pininfarina to the spacious interior, from the craftsmanship of each detail to the driving pleasure and performance. The Maserati GranCabrio enriches all five senses in a shared open-air experience, without sacrificing comfort and performance. A dream car designed and built for men and women who love to live life in an understated – though sophisticated – manner. Like all the made in Maserati open-top convertibles: special cars aimed at refined connoisseurs.

In fact the GranCabrio is continuing the Maserati tradition in open-top cars, joining models that have played such an important part in the Modena carmaker's history such as the 1950 A6G Frua Spyder, 1960 3500GT Vignale Spyder, 1964 Mistral Spyder, 1968 Ghibli Spyder and 2001 Spyder designed by Giorgetto Giugiaro, the car that marked Maserati's return to the United States. In the footsteps of tradition, the GranCabrio opens a new chapter, because never before have four-seater top-down models ever been produced at the Viale Ciro Menotti Maserati factory. Four proper seats, so that the rear passengers are not merely supporting actors, but co-stars of the journey.

The GranCabrio is powered by a 4.7 litre V8, 323 kW engine and is the convertible with the longest wheelbase on the market. The GranCabrio's roof is strictly canvas-made, emphasizing the link with the Maserati tradition.

The Maserati GranCabrio will be marketed starting next winter, and experienced by customers the world over from the following spring.

Auto Review Peugeot 508

2011 Peugeot 508 GT HDi, turbocharged four-cylinder, diesel, six-speed automatic transmission.

Auto Review Peugeot 508

Alicante, Spain, isn’t the most salubrious of launch venues. It’s a barely comprehensible mishmash of traditional Spanish architecture and grey concrete high rise buildings erected to house tens of thousands of Brits and other Europeans for whom the words class and elegance are conspicuously absent from their vocabularies. But, crucially for a new car launch in February, the weather is extremely agreeable. And the roads are uniformly excellent throughout the country, meaning the assembled hacks can really explore a new car’s breadth of scope – providing the draconian speed police don’t get in the way of proceedings.

Auto Review Peugeot 508

Class and elegance might be complete strangers to most of Alicante’s population but they’re two words being bandied around quite a bit when it comes to the car we’re here to become acquainted with for the first time: the new Peugeot 508. One of my contemporaries, upon discovering that I was attending the first drive of a Peugeot, said he’d rather slash his wrists and, if I’m honest, I was feeling rather ambivalent about the whole thing myself. But after a day and a half of driving the 508 in its various guises, I can report that it’s a car that drags Peugeot into the realms of Audi and Volkswagen for the first time. And that’s quite a statement.Auto Review.

Auto Review Peugeot 508

There’s a clue to Peugeot’s aspirations with this car in its nomenclature. 508 doesn’t replace any 507 – that model didn’t exist. It replaces the unfortunate 407 but not only that, it does away with the barge-like 607, too. What do you mean you’ve never heard of the 607 before? Peugeot reasoned that the strides it had made with the new car made it deserving of going up a number from 4 to 5. It’s a car made from big ideas.

Wisely the French company has ditched any Mercedes pretensions it may have had with the 607 and concentrated its time and resources to produce a medium-sized car that should lay to rest the ghost of the past few years. The problem, in the main, for Peugeot, has been that after three or four years, when the cars are sold on to second owners, they’ve often been ropey. The feeling of nearly-newness that German cars seem to possess at that age just hasn’t been there, so residual values have been hammered. This, in turn, has made private and fleet purchasers alike scared to take a punt on Peugeots in the first place. The 508 just might change that.

Auto Review Peugeot 508

It’s a handsome car and that’s a promising start. Gone is the guppy face of the 407, gone is the bland rear end. In their stead is a front that looks like a close relative of an Audi and out back is a rump that looks like a previous generation BMW 5-Series, only neater in execution. The overall shape is complex and lends the 508 an air of distinction. It’s colour sensitive, mind, and the choice of alloy wheel design does impact on the visual satisfaction – just as those things matter on the lovely RCZ. Get the combination right on either car and it looks brilliant. The SW looks quite lovely, too.

Auto Review Peugeot 508

All the visual flair in the world couldn’t make Peugeot a desirable brand if the build quality remained a joke and this is the one area they’ve properly gone to town. Every parts supplier was tasked with upping its game yet still offering value for money, every aspect of the car’s interior was subjected to a rapid ageing process to make sure the car still looked new after three or four years (fleet vehicle managers were invited to witness this by Peugeot, which shows how serious they are when it comes to perceived build quality) and the design was kept simple and classy. Interior space has been improved over the 407 – in fact the 508’s internal dimensions are on a par with those of the outgoing 607 and there’s plenty of room for passengers front and rear, even if they’re above average height. Boot space in the saloon is a generous 545 litres and the SW offers a cavernous 1865 litres with the rear seats folded flat.

Auto Review Peugeot 508

It almost goes without saying that the 508 is greener than either of the models it replaces. It’s lighter than the 407 (by 35kg) yet longer (by 10cm). It’s quieter, too, thanks to advancements in sound insulation and there are two, more advanced, suspension options available – the majority of examples being supplied with a MacPherson Strut set up at the front with multi-link at the rear, with the range-topping GT models getting double-wishbones at the front end. There’s stop/start available on the e-HDi version, which offers emissions of just 109g/km and, just to give the Germans a few sleepless nights, there’s practically every toy and gadget available on the options list.

Auto Review Peugeot 508

Sitting in the driver’s seat, it’s obvious that the 508 represents a huge leap for Peugeot. The dashboard design is lovely, the instrumentation is smart, the seats are trimmed beautifully and the steering wheel is nice and thick. It’s easily the best cabin in its class and anyone who’s been disappointed that Volkswagen didn’t overhaul the interior of the ‘new’ Passat would be advised to take a seat in the 508. There’s a new, Teutonic feel to everything and, at a stroke, the 508 is no longer competing with Renaults or Citroёns. Instead it’ll be battling it out with the Passat and even the Audi A4 for dominance in the world’s company car parks. If middle management types can see past the badge then Peugeot could just pull it off.

Auto Review Peugeot 508

On the road the 508 delivers in spades, too. A decent raft of engine and transmissions is available from the outset, with more to come in the near future. For now there’s a trio of 1.6-litre petrol engines and diesels come in 1.6, 2.0 or 2.2-litre form, with the 2.2 HDi offering performance superior to that of the 407’s 2.7-litre V6. They’re all quiet, refined and more gutsy than you might expect.

Auto Review Peugeot 508

It feels like a mature, well sorted executive rather than something destined to be a taxi in two years’ time and the driving experience is impressively composed with quick and accurate steering, feelsome brakes and a supple chassis that allows the driver to actually get some enjoyment when behind the wheel. The manual gearboxes can feel a bit clunky but the autos are seamless in the way they shift cogs. In the stop/start e-HDi the only transmission is basically a clutch-less manual and this can take some getting used to. For smooth changes, it’s important to remember to back off the power as you would in any manual otherwise it feels a bit agricultural.

Auto Review Peugeot 508

So, all in all Peugeot appears to have a winner on its hands with the 508. It devoured hundreds of kms of Spanish roads with me at the wheel and not once did I think about being in something else. The RCZ was evidently not a one-off and this company has got its mojo back by tackling its problems at the most basic level and starting again from the ground up. Time will tell if their efforts have been a success but, on the basis of my experiences in both the saloon and the SW, I have a hunch that they’ve cracked it at last. The timing could not have been better, either, because the new Passat and Mondeo are nothing more than mid-life refreshers while the 508 is an entirely new model.

Auto Review Peugeot 508

It deserves to succeed and it’s nice to see a company as big as Peugeot eating humble pie, admitting it has made mistakes in its design language and quality of construction. Instead of empty words, though, they’ve put in the hours, shaken things up and come back from the brink with a truly excellent car that I can highly recommend. And if they launch a coupe version, well won’t that be a desirable piece of kit? Here’s hoping…
Peugeot Australia boss Ken Thomas, has told CarAdvice that Australia will take 508 in the Allure (upper trim) level coupled with the following engines: eHDI diesel (stop/ start technology with 1.6l HDI diesel), the 2.2l HDI diesel GT, the 2.0l HDI diesel and the 1.6l turbo petrol. We will also gain access to the wagon version. The current production schedule should see 508 on sale by the July Melbourne Motor Show. Prices are not yet known but will be competitive.

Auto Review Suzuki Swift X-ITE 2011

Suzuki Germany has just released a number of optional sports accessories for the 2011 Suzuki Swift. Branded as ‘X-ITE’, the accessories allow buyers to customise their Swifts for a more personalised and individual touch.

Auto Review 2011 Toyota Prius

2011 Toyota Prius

Since the debut of the second-generation Toyota Prius in 2003, the quintessential gas-electric hybrid has risen from a niche product to become Toyota’s third-best-selling model in the United States. The third-generation 2010 Toyota Prius, officially unveiled at the Detroit auto show in January 2009, went on sale the following April 
The Prius hybrid inspires a cult-like devotion from its drivers, evidenced by the muted reaction from owners after Toyota recalled the Prius in March 2010 for a potential problem with uneven braking. The reaction was similar when media frenzy developed a few weeks later after a San Diego man claimed his 2008 Prius sped out of control on California’s Interstate 8. As cooler heads prevailed, the consensus was that “unintended acceleration” was driver error, not a defect.

For the 2011 model year, which began arriving at dealers in late September, there are no significant changes to the car. This third edition of the Prius is bigger and more powerful than the model it replaced. The four-cylinder engine grew in displacement from 1.5 liters to 1.8 liters and, combined with a 36Kw electric motor, boosts horsepower from 110 to 134. The result is a reduction in zero-to-60 time by a full second.
Additionally, the body is about four inches longer and about an inch wider. Despite the added power and size, the 2011 Toyota Prius is the only vehicle available today to offer 50 miles per gallon in combined city/highway driving.
Toyota achieved this level of fuel efficiency by keeping the vehicle’s weight down, maintaining the best aerodynamics of any production vehicle in the world, and re-engineering the powertrain to extend the range of all-electric gas-free driving. Clever high-efficiency tricks include an electric water pump, exhaust gas recovery and an optimized regenerative brake system. Underbody covers with splitters aids the aerodynamic efficiency.

Prius Exterior

Compared to the previous model, the 2011 Prius has slightly sportier feel and more aggressive stance—perhaps to disarm criticism that the Prius looks like a corrective appliance on wheels. The logo has been moved from the hood to the top of the point of the grille. The crease in the doors has shifted lower, but a more pronounced angle is added above the door handles. The overall effect is the 2011 Prius stands taller—not as rounded and squat—as its predecessor.
The distinct space-age shape of the Prius is still apparent: a deliberate effort by Toyota to maintain the Prius’s essential and iconic appearance. Its large, diamond-cut headlamps and snub-nose front-end are the starting point for the Prius’s quasi-flying saucer appearance. The angled hood seamlessly flows into the windshield, then to a flowing roofline that is sleek and low. Short overhangs and a sawed-off rear section finish off the hybrid’s futuristic hatchback character.
Of course, beauty is subjective, so the Prius continues to receive mixed reviews on outward show. There are many who think the Prius looks gimmicky, if not entirely ugly. But for many hybrid owners, the distinctive look of the Prius sends a message, which declares that we must take steps to reduce our voracious thirst for oil—with all its negative consequences in terms of the environment and geopolitics. For this camp, the Prius is like a middle-finger-on-wheels aimed at Suburbans, Escalades, and the like.

Bells and Whistles

The second generation Prius had loads of gizmos—including keyless entry, joystick shifter, high-tech energy monitor, and a rearview camera system. The 2011 model has even more technology.
Absent in previous years, the Prius offers heated seats and a moon roof. The sliding glass moonroof, packaged with a slick-looking solar panel, provides power to a new ventilation system that doesn’t require help from the gas engine. Not only does the AC system keep the interior air temperature from heating up when the vehicle is parked (thus reducing the time/energy needed to cool things down), the system can be operated remotely to heat or cool the cabin before getting into the car. (That’s a neat trick even if the rooftop solar panels don’t produce enough energy to power the wheels.)
Three driving modes are available to the driver: Power, Economy and EV. Power improves throttle response; economy reduces throttle response for better gas mileage; and with a flip of the dashboard EV button, the car can go about one mile at low speeds without using any gasoline.
An optional radar system using advanced millimeter waves enables “Lane Keep Assist” to help the driver stay safely within the lane, and the “Pre-Collision System” retracts seatbelts and applies the brakes in certain conditions when a crash is unavoidable. Intelligent parking offers settings to help guide the Prius into parking spaces. A backup monitor, which provides a view of rear obstacles when reverse is engaged, is available with an optional voice-activated navigation system.
Touch Tracer, a touch sensor system on the steering wheel, helps keep the driver’s eyes on the road. Images of the switches and their positions are shown on the instrument panel directly in front.

Prius Interior

The past success of the Toyota Prius has been its ability to combine great fuel efficiency and utter practicality. Five adults can fit comfortably, with more than 16 cubic feet of cargo room left over in back. The 60/40 split rear seats also can be folded flat, creating a surprisingly large cargo space for hauling groceries, strollers, large boxes, and gardening supplies—all at the same time.
Short and tall drivers should feel equally comfortable behind the wheel. The back seat is roomy, beating the Toyota Camry by a few inches and providing a little more legroom than the Civic Hybrid—and a lot more than found in the Honda Insight. The Honda hybrids are cheaper by a few, to a few thousand dollars.
Interior storage spaces are abundant and flexible. The sound system is adequate, but not ground breaking compared to other cars in this class. The stereo’s most-used functions are easy to see, read and use. Many of the Prius’s standard features are either optional or unavailable on comparably priced competitive vehicles.

Modest Price Increases

For 2011, Toyota has dropped the least expensive Prius I trim and added a modest $250 price increase across the lineup. The least expensive is the Prius II with a base price of $22,800 and includes keyless entry, cruise control, dashboard multi-information display and Touch Tracer controls. The Prius III, the most popular 2010 model, starts at $23,800 and adds an AM/FM/CD changer with satellite radio, an eight speaker sound system and Bluetooth hands-free mobile phone system.
The Prius IV with leather trim, heated front seats, auto-dimming mirror, and various lighting and trim upgrades makes a considerable jump to $26,600. The most expensive Prius V, which includes light-emitting diode (LED) headlamps and foglamps and 17-inch alloy wheels starts at $28,070. Additional options for most trim levels include navigation and an advanced technology package.
The 2011 Ford Fusion Hybrid challenges the Prius on refinement, and according to some reviewers, offers a better driving experience. Some Prius drivers complain that the hatchback design limits the visibility through the rear window. They refer to this drawback as the “Prius blind spot.”
You have to take a test drive to see how it feels to you. The new generation's rear view has improved a bit, even if the backseat headrests and spoiler continue to partially obstruct the view. Hatchback visibility makes some people crazy and is a non-issue for others. Take a test drive to see what you think.

Auto Review 2011 VÄTH Mercedes-Benz CL500 Coupe

German tuning firm VÄTH handling on the Mercedes-Benz CL500, staring by squeezing more power out of the 5.5-liter V8 engine through the use of sport camshafts, custom stainless steel sport catalysts and air filters. Output is lifted from 388HP to 460HP and 600Nm, while VÄTH also removes the speed limiter allowing the modified CL500 to reach a top speed of 290km/h or 180mph.

The VÄTH fitted the CL500 with a three-way adjustable sports suspension and a high-performance braking system. The coupe now rides on a set of 20-inch forged alloy wheels with 245/30ZR20 tires at the front and 285/25ZR20 at the rear axle.

In addition, visual enhancements also come in the form of a front spoiler lip, a new rear diffuser, and a boot lid spoiler, all made out of carbon fiber. As for the interior, VÄTH’s modifications include carbon fiber trim, a bespoke steering wheel and a new speedometer.

Auto Review BMW M3 Pickup truck

Auto Review BMW M3 Pickup truck 
already track at legendary Nürburgring circuit in Germany tested - BMW M3 a unique one-time pickup has revealed. 

Auto Review Toyota Camry

Toyota Camry - What the Auto Press Says
The 2011 Toyota Camry ranks 13 out of 19 Affordable midsize cars. Ranking is based on our analysis of 79 published reviews and test drives the Toyota Camry, and on our analysis of reliability and safety data.

Auto Review Chevrolet Miray (2011) concept first official pictures

Auto Review Chevrolet Miray (2011) concept first official pictures

Chevrolet has unveiled the Miray hybrid speedster concept today at the 2011 Seoul motor show in Korea. Created as a Chevrolet centennial celebration and marking increased globalisation of the Chevrolet brand, the new two-seater Miray concept looks set to be the star of the 2011 Seoul motor show.

Why on earth wasn't the Chevrolet Miray at the 2011 Geneva motor show!?

Good question. The exciting-looking Miray would certainly have drawn a larger crowd than the Cruze hatchback. But don't forget that GM Korea (formerly Daewoo, and bought by GM in 2001) develops many of Chevrolet's products these days. It makes sense to keep something special for Chevrolet's adopted hometown show.

Thanks for the business history - what about the Chevrolet Miray concept?

The official word from GM Korea is that the Miray (it means 'future' in Korean) represents a new possibilities for the brand, which is officially launching in Korea in 2011 to replace the home-grown GM Daewoo nameplate. It is a fresh look at sports cars for Chevrolet, who currently offer the Camaro and Corvette but lack a small sports car offering.

The Miray is built on an aluminium spaceframe chassis and clothed in carbon fibre panels. Miray's power comes from a 1.5-litre four cylinder turbocharged engine, coupled to a dual-clutch gearbox driving the rear wheels and mounted transversely behind the passengers.  Up front the Mirai packs two 15kW electric motors and a 1.6kWh lithium-ion battery pack to drive the front wheels, offering a hybrid power boost and part-time all-wheel-drive. Double-wishbone suspension at each corner interacts with the road via a showcar-massive wheel and typre package: 245/35x20 up front, 295/30x21 at the rear. Elise & MX-5 owners can feel free to shake their heads in disbelief at this point.

Outside, the styling is influenced by modern combat aircraft, but also incorporates interpretations of the Chevrolet family grille and tail lights. Those front fenders are also intended to evoke links with previous generation Corvettes, as is the 'waterfall' effect of the exterior flowing into the cockpit.  Movable exterior flaps hide a charging point for the plug-in hybrid power cell, and a conventional fossil fuel filler.

Scissor doors grant access to the cabin, which boasts a twin-cockpit design and plenty of carbon fibre trim, along with the usual show car digital displays behind that low speedster screen. The seats integrate with the surrounding carbon-fibre shell, which wraps around into the instrument panel. Those speedster fairings behind the headrests also have an air scarf climate control system for driver and passenger. As well as rear vision cameras in place of traditional mirrors, there's a forward-facing camera which turns the sat-nav screen into a real-time video overlay.

Information displays are back-projected through the dashboard panel in front of the driver and passenger. Miray drivers can live out their fighter pilot fantasies when they start the car, with a steering column-mounted instrument panel rising up and the interactive projection system displaying data akin to a combat aircraft's head-up display.

The Miray is 3991mm long, 1865mm wide, and just 1100mm high. Nice for conceptcarland where it's always sunny and the wind never ruffles your hair but a taller screen would be necessary if the Miray ever makes production - so don't set your heart on the speedster look. There's no word of weather protection either.
GM has not announced plans to build the Miray, but as an unexpected attention-grabber the edgy little speedster has accomplished its mission with flying colours.

By Mark Hamilton  http://www.skyhi-autoreview.co.cc/

Auto Review Mercedes SLS AMG

Auto Review Mercedes SLS AMG

The Mercedes-Benz SLS AMG embodies a blend of consummate automotive fascination and high tech. The super sports car delivers a compelling mix of purist styling, consistent lightweight design and superior driving dynamics. At the same time, the Mercedes-Benz SLS AMG fully lives up to all the expectations of hallmark Mercedes everyday practicality and optimum safety. In essence, the new 'Gullwing' offers the ideal synthesis of the strengths of Mercedes-Benz and AMG.
The new super sports car from Mercedes-Benz and AMG makes for an alluring proposition with its unrivalled technology package: aluminium spaceframe body with gullwing doors, AMG 6.3-litre V8 front-mid engine developing 420 kW / 571 hp peak output, 650 Nm of torque and dry sump lubrication, seven-speed dual-clutch transmission in a transaxle configuration, sports suspension with aluminium double wishbones and a kerb weight of 1620 kilograms based on the DINstandard - this superlative combination guarantees driving dynamics of the highest order. The ideal front/rear weight distribution of 47 to 53 percent and the vehicle's low centre of gravity are testimony to the uncompromising sports car concept. The 'Gullwing' accelerates from 0 to 100 km/h in 3.8 seconds, before going on to a top speed of 317 km/h (electronically limited). The fuel consumption of 13.2 litres per 100 kilometres (combined) puts it at the front of the competitive field (all figures provisional).

Auto Review Mercedes SLS AMG

"Mercedes-Benz is presenting an exhilarating super sports car in the guise of the Mercedes-Benz SLS AMG, which is bound to set the pulses of all car enthusiasts racing that extra bit faster. The brands Mercedes-Benz and AMG have joined forces to create the Mercedes-Benz SLS AMG - which is set to become one of the most alluring sports cars of all time", says Dr. Dieter Zetsche, Chairman of the Board of Management of Daimler AG and Head of Mercedes-Benz Cars.
"Our customers will experience with the Mercedes-Benz SLS AMG the expertise of Mercedes-AMG, built up over 40 years of motor racing. The unrivalled technology package delivers outstanding driving dynamics coupled with moderate fuel consumption figures - part and parcel of the modern-day AMG," says Volker Mornhinweg, Chairman of Mercedes-AMG GmbH.
"The styling of the new Mercedes-Benz SLS AMG is not only very special because of the exclusive gullwing doors. Our aspiration is to utilise this interpretation to create the classic of tomorrow and roll out the most alluring sports car of the 21st century. Our aim is also to create a new design icon, which shapes the incomparable legend of our brand, alongside Mercedes models like the CLS or the SL. At the same time, the new Mercedes-Benz SLS AMG paves the way for the design philosophy of forthcoming Mercedes-Benz sports cars", says Gorden Wagener, Head of Design at Mercedes-Benz Cars.
Design: purist, distinctive and passionate
The distinctive styling of the new Mercedes-Benz SLS AMG enthrals with its passionate sportiness and reinterprets the breathtaking lines of the Mercedes-Benz 300 SL - one of the outstanding design icons of the Mercedes-Benz brand. With its purist design the new SLS AMG reflects the philosophy of contemporary sports car engineering: the bonnet which measures just under two metres, the low greenhouse positioned well to the rear and the short rear-end with an extendable aerofoil are just as powerful a reminder of the superlative dynamism as the long wheelbase, the wide track and the large wheels. The short overhangs feed through into the proportions, just as does the design of the super sports car with its low-slung front-mid engine set well back and dual-clutch transmission in transaxle configuration. An undoubted styling highlight comes courtesy of the gullwing doors which lend the Mercedes-Benz SLS AMG its incomparable charisma - making a unique statement in this vehicle segment.
The gullwing doors are not alone in rekindling memories of the Mercedes-Benz 300 SL; the hallmark wide radiator grille with the large Mercedes star and the wing-shaped cross fins are a throwback to the front-end of the sports car legend. The three-dimensional, sculptured front-end with its low-set, swept-back front apron set well into the sides lends the 'Gullwing' its powerful stance on the road. Six large cooling air intakes and the vertically arranged headlamps set well to the outside with their alluring inner ambience provide a dominant aura: the central bi-xenon low-beam headlamp with its metallic wing section is framed at the top by two LED indicators and the LED daytime driving lights at the bottom.
Influences from aircraft construction
Allusions to aircraft construction come courtesy of the prominent Mercedes star, whose tubular section is reminiscent of the air intake on a jet engine when viewed from the side, as well as the long bonnet: as the eye is drawn forward, so the observer becomes more aware of the curve. The design of the four fins with their Silver Shadow finish that adorn the two air outlet grilles on the end of the bonnet create the same visual impression. These aircraft-style lines also visually accelerate the air that flows past - and make the Mercedes-Benz SLS AMG appear extremely dynamic even while stationary.
The fins on the bonnet are taken up on the vehicle flanks: the connoisseur also discovers here a hallmark styling feature of the 300 SL. The "6.3" lettering placed between the fins provides a clear reference to the high-displacement naturally aspirated V8 engine. The side air outlet feeds through into a stylistically prominent feature line, which together with the convex flanks and the exhilarating surface treatment, combines aesthetics with power. The compact passenger compartment proves as alluring as it is unmistakable. With its high beltline, low side windows and steeply angled windscreen it comes across as a kind of visor. The forward angled B-pillar with its stylish flowing sweep to the rear window exudes pure dynamism.
Side view dominated by muscle and shoulder
Seen from the side, the eye is drawn to the prominent vehicle shoulder of the Mercedes-Benz SLS AMG, which stretches like a taut muscle from the front to the rear. Distinctive 19-inch (front) and 20-inch (rear) light-alloy wheels fill the wheel arches, which stand out prominently from the sidewall. Three different wheel variants all provide a glimpse of the large high-performance composite brakes. Seen from above, a prominent, uninterrupted line runs from the muscle to the rear. This styling feature is also picked up on the bonnet where the eye follows a distinctive contour which flows over the roof between the gullwing doors, right through to the third brake light.
Rear view that emphasises width
The rear view of the Mercedes-Benz SLS AMG also exudes dynamism and power: the gently sloping boot lid emphasises a sense of width, an impression reinforced by the prominent vehicle shoulder and the sleek tail lights: fitted with LED technology, the horizontally structured lighting units provide a scintillating view. Wing-shaped LED lighting elements ensure a distinctive, enthralling night design. The Formula-1-style LED fog lamp/reversing light is set down low in the centre. Similarly inspired by motor racing are the black diffuser insert and the two chromed tailpipes of the sports exhaust system. The strikingly tapered rear apron provides an unimpeded view of the wide rear wheels, lending the 'Gullwing' its self-assured stance on the road. The spoiler integrated in the boot lid is automatically deployed from a speed of 120 km/h to ensure optimum stability at high speeds.
New colours: "AMG ALU-BEAM silver" and two matt finishes
The colour charts for the Mercedes-Benz SLS AMG include nine exclusive paint finishes. The highlight comes in the shape of the unique "AMG ALU-BEAM silver" paintwork: the new, unique process makes the paint shine like liquid metal. The paint covers the body panels like a metallic skin, emphasises the scintillating design lines of the 'Gullwing' more strongly than any previous paint job and makes them even livelier by means of targeted light reflections. This effect is made possible thanks to tiny pigments measuring between 30 and 50 nanometres.
The two matt finishes "designo magno allanite grey" and "AMG magno sylvanite grey" are just as eye-catching: with their matt silk surface they reinforce the sporty character of the two-seater through specific contouring of the crease lines.
Interior with allusions to aircraft construction and motor sports practicality
You only need to open the gullwing doors on the Mercedes-Benz SLS AMG and ease into the sports seats to experience a whole new level of interior. The Mercedes-Benz designers took their inspiration from aircraft construction when styling the interior - immediately bringing an aircraft cockpit to mind. The characteristic styling feature is the dashboard, whose powerful and dramatic wing shape makes for an impression of width. Strikingly integrated into the dashboard are the galvanised air vents with their adjustable, cruciform nozzles and Silver Shadow finish - their shape reminiscent of a jet's engines. The instrument cluster with its LED upshift indicator and two white backlit dial instruments add another decidedly sporty touch with their metallic Silver Shadow finish. The silver dials have red needles and a 360 km/h speedometer scale. As a central feature of the cockpit, the COMAND APSmultimedia system with its 7-inch screen is integrated between the two centre air vents.
The elongated centre console in matt metal similarly picks up on the design theme of the aircraft cockpit. It is home to the AMG DRIVE UNIT, which is inclined towards the Mercedes-Benz SLS AMG driver and allows them to choose their very own vehicle setup. The E-SELECT shift lever, whose styling recalls the thrust control of a jet, controls the AMG SPEEDSHIFT DCT 7-speed sports transmission. All the controls are made out of solid metal, with a high-sheen Silver Shadow surface.
The concave inner panels of the gullwing doors, the high beltline and the powerful side sill panels round off the cockpit-like impression, while imparting a feeling of sports car-like ergonomics. Fine materials such as nappa leather, solid metal and (optional) genuine carbon-fibre facings underline the pronounced "custom-built" nature of the Mercedes-Benz SLS AMG interior, and show enormous attention to detail. Five different designo leather colours are available to meet individual preferences: black, classic red, sand, porcelain and light brown.
Wide-opening gullwing doors for easy entry
Despite the low sitting position of just 369 millimetres in typical sports car fashion, the wide-opening gullwing doors make it easy to get in and out of the vehicle. At the design stage great attention was paid to the widest possible opening angle - it is a full 70 degrees. Equally importantly, the distance between the open doors and the road surface is a generous 1.50 metres, while the entry aperture between the open doors and the upper edge of the door sills measures no less than 1.08 metres. The entrance height, i.e. the distance between the road surface and the upper edge of the door sills is a very low 45 centimetres. As another important criterion for dignified access and egress, two gas-pressure struts positioned next to the door hinges require only very little pressure when opening and closing the doors - even at very low ambient temperatures.
The gullwing doors require less opening space than conventional coupé doors, and can be fully opened in a normal garage. The door is opened from inside by a handle finished in Silver Shadow. The grip section of the armrest moulded into the interior door panel ensures problem-free door closing. The operating buttons for the power windows, central locking system and exterior mirror adjustment are also located in the interior door panels for easy access. The feeling of comfortable spaciousness is in large measure due to the generous shoulder-room of 1483 millimetres and elbow room of no less than 1606 millimetres. In conjunction with the generous maximum headroom of 990 millimetres and effective legroom for the driver of 1058 millimetres, the result is a low but extremely relaxed seating position. At the same time the intentionally steep angle of the windscreen ensures good all-round visibility for the passengers.
Sports seats with magnesium backrests
The sports seat backrests are made from magnesium, a high-tech material that combines light weight with high strength. This leads to significant advantages where weight distribution and a low centre of gravity are concerned. The sports seats feature so-called two-zone seat cushions. Prominent side bolsters with a harder foam filling provide optimal lateral support, while the inner areas of the seat cushion and backrest are softer for a high level of comfort on long journeys. In conjunction with the Memory package (optional), the fore-and-aft position, seat height, backrest angle, squab angle and steering column are electrically adjustable; three individual settings can also be stored.
Four-way lumbar supports reliably protect the lower spine, while adjustable side bolsters in the backrests effectively improve lateral support on fast bends. Three-stage seat heating and seat occupancy/child seat recognition in the passenger seat are also standard equipment.
The sports seats with integrated head restraints and sporty transverse fluting are upholstered in designo leather - and two-tone seats are also available in classic red, sand and porcelain. If light brown is chosen as an interior colour, the sports seats are upholstered in natural leather with particularly high-quality woven leather on the centre seat panels. Depending on the colour combination, fluorescent or black piping provides another sporty touch.
The Performance leather steering wheel in a three-spoke design has a 365-millimetre rim with a flattened lower section, shift paddles and a metal insert, underlining the authentic custom-built look and ensuring the best possible vehicle control.
A host of stowage space for hallmark Mercedes day-to-day suitability
The interior of the Mercedes-Benz SLS AMG also impresses with the practical stowage space that makes for the day-to-day suitability typical of a Mercedes. The 3.7-litre glove compartment with a spectacles section is integrated into the dashboard on the passenger side. To the right of the E-SELECT shift lever there is a small stowage tray with a 12 V socket, or an ashtray with cigar lighter. The armrest behind the centre console not only serves to operate the COMAND Controller: at the touch of a button, the armrest can be moved in two stages to reveal a stowage compartment underneath. This has two cupholders and the telephone cradle (optional), and a holder for the ignition key in the rear section. Other items can be stowed on the rear wall between the seats and in the parcel net in the passenger footwell. Two fixed clothes hooks are attached to the seat backrests, while those in the roof liner fold down and are silicon-insulated.
The button to unlock the boot lid is located underneath the light switch. Alternatively the boot can be opened using the ignition key. The luggage compartment can hold up to 176 litres. A made-to-measure luggage set is available as an option, which enables the boot space to be used to full advantage.
Aluminium spaceframe for lightweight design and outstanding strength
The Mercedes-Benz SLS AMG is also breaking the mould when it comes to the body concept: for the first time, Mercedes-Benz and AMG are presenting a car with an aluminium chassis and body. Compared with the traditional steel design, this results in a significant weight saving, clearly illustrated in the DIN kerb weight of 1620 kilograms.
The newly developed bodyshell comprises an aluminium spaceframe. This exclusive design combines intelligent lightweight design with outstanding strength - thus delivering superlative driving dynamics. Lightweight aluminium sections connect the force nodes to a sturdy structure. The large, low-set cross-sections of these aluminium sections ensure high resistance torque, thus providing the required direct transfer of drive, braking and suspension forces. The structure prevents unwanted flexibility; the vehicle responds rigidly, almost without twisting and directly.
45 percent of the intelligent, weight-optimised aluminium spaceframe is made out of aluminium sections, 31 percent out of aluminium sheet, 20 percent out of aluminium cast and 4 percent out of steel. Maximum occupant safety requires the use of ultra-high-strength, heat-formed steel in the A-pillars. The bodyshell weighs 241 kilograms - an absolute benchmark in the super sports car segment when compared with the peak output of 420 kW/571 hp.
Low centre of gravity and transverse reinforcing struts for superb dynamism
The entire vehicle concept has been designed to achieve a centre of gravity that is as low as possible. This applies both to the low connection of the powertrain and axles as well as to the arrangement of the stiffness-relevant bodyshell structure, which has been kept as low as possible. Examples include the rigid flexural and torque connections between the front and rear section and the safety passenger cell, which have been realised consistently using force paths that are as low as possible. This results not only in a low centre of gravity but also a harmonious and, thus, efficient force path in the vehicle structure.
Another prominent feature of the lightweight construction design is the transverse reinforcing struts at the front and rear axle that are integrated into the bodyshell structure. The sections connect the side members precisely where the highest forces act upon the bodyshell under dynamic cornering. The advantages of this sophisticated solution include unrivalled transverse rigidity and the absence of heavy secondary stiffening or supports.
Passive safety of the very highest calibre
Naturally, the aluminium spaceframe meets all the requirements in terms of passive safety and the hallmark Mercedes-Benz body quality that applies to any car sporting the Mercedes star. The best possible passive safety for the occupants is ensured by the standard-fit three-point seat belts, belt tensioners, belt force limiters and eight airbags: two adaptive airbags and a kneebag each are available for the driver and passenger. Two sidebags integrated into the seats and two separate windowbags that deploy from the door waistline are also available.
Fine-tuned AMG 6.3-litre V8 engine developing 420 kW/571 hp
A powerful eight-cylinder engine manufactured by Mercedes-AMG forms the heart of the new SLS. The fine-tuned 6.3-litre V8 engine develops 420 kW/571 hp at 6800 rpm, turning the Mercedes-Benz SLS AMG into one of the most powerful sports cars in its segment. A power-to-weight ratio of 2.84 kg/hp comes courtesy of the low vehicle weight. The naturally aspirated engine delivers maximum torque of 650 Nm at 4750 rpm. The 'Gullwing' accelerates from 0 to 100 km/h in 3.8 seconds, before going on to a top speed electronically limited to 317 km/h (all figures are provisional). Bearing the internal designation M 159, the V8 high-revving engine with its displacement of 6208 cubic centimetres has been thoroughly reengineered compared with the M 156 entry-level engine and boasts all the hallmarks of powerful racing engines.
The principal measures in increasing output include the all-new intake system, the reworked valve train and camshafts, the use of flow-optimised tubular steel headers and the de-throttling of the exhaust system. This results in much better cylinder charging, which feeds through into an increase in output of almost nine percent. The eight-cylinder engine responds swiftly to movements of the accelerator pedal, demonstrating much more pronounced high-revving flexibility across the entire rev range. The switch to dry sump lubrication also translates into a much lower position of the engine in the vehicle. And lowering the vehicle's centre of gravity has also paved the way for high lateral acceleration and exhilarating driving dynamics.
Perfect synthesis of lightweight design and strength
The use of high-strength components compensates for the increased engine load associated with the higher output. Forged pistons, a reinforced crankshaft bearing, optimised crankcase structure, along with improved lubrication thanks to an on‑demand high-performance oil pump ensure optimum durability. Despite these higher loads, the engine weight for the M 159 has been further reduced. The forged pistons as oscillating masses play a particularly valuable role in this respect, resulting in a kerb weight of 205 kilograms and, in turn, a power-to-weight ratio of 0.36 kg/hp - an unrivalled figure compared with the competition. Sophisticated catalytic converter technology enables current and future exhaust emission standards such as EU 5, LEV 2 and ULEV to be met.
A match for demanding fuel consumption targets
Despite its uncompromisingly sporty character, the demanding fuel consumption targets have been met. The Mercedes-Benz SLS AMG consumes 13.2 litres per 100 kilometres (combined, provisional figure), earning it a place at the top of the competitor rankings. Efficiency-enhancing measures include the familiar AMG-exclusive, friction-optimised twin-wire-arc-sprayed coating on the cylinder walls as well as the on-demand, map-optimised oil supply and intelligent generator management: during the engine's overrun phases and braking, kinetic energy is used to charge the battery, rather than being wasted by simply generating heat. This recuperation assists the driver not only during braking action but also helps convert the braking energy into electrical energy. Conversely, the generator is switched to no-load operation during acceleration, thus reducing the load on the engine.
Dual-clutch transmission with transaxle configuration and torque tube
The AMG 6.3-litre V8 engine delivers its abundant power via an ultra-light carbon-fibre driveshaft at the rear axle - similar to the set-up used on the DTM C-Class racing touring car. The dual-clutch transmission is mounted at the rear (transaxle principle) and is connected to the engine housing via a torque tube. A carbon-fibre shaft rotates at engine speed in the torque tube. The advantages of this sophisticated solution are associated with the rigid link between the engine and trans-mission and, in turn, the optimum support for the forces and torque generated.
A new AMG SPEEDSHIFT DCT 7-speed sports transmission takes care of power transfer. The dual-clutch transmission boasts fast gear changes with no loss of tractive force - in as little as 100 milliseconds. The driver has a choice of four different driving modes: "C" (Controlled Efficiency), "S" (Sport), "S+" (Sport plus) or "M" (Manual) along with a RACESTART function. In the Sport, Sport plus and Manual modes the automatic double-declutching function is active; all the modes can be selected conveniently via the rotary control in the AMG DRIVE UNIT. Optimum traction comes courtesy of the mechanical differential lock, which is integrated in the compact transmission casing.
Sophisticated suspension layout with double-wishbone axles
The chosen solution with a front-mid engine plus transaxle configuration ensures an ideal front/rear weight distribution of 47 to 53 percent. Mounting the engine behind the front axle has created the ideal conditions for consummate driving dynamics with precise steering, first-class agility, low inertia with spontaneous directional changes and outstanding traction. The commitment of Mercedes-Benz and AMG to building an alluring super sports car that combines consummate racetrack performance with hallmark Mercedes long-distance comfort has given rise to an ingenious suspension layout. All four wheels are located on double wishbones with a track rod, a technology that has proven itself in motor racing, right through to Formula 1. With a double-wishbone axle, the wheel location and suspension function remain separate; the spring/damper struts are supported on the lower wishbone. The double-wishbone concept with its high camber and track rigidity positively locates the wheel with minimal elastic movements, providing the driver with an optimum sense of road contact when driving at the limits.
Wishbones, steering knuckles and hub carriers at the front and rear are made entirely from forged aluminium - substantially reducing the unsprung masses; this configuration also notably improves the suspension response. The long wheelbase of 2680 millimetres not only results in outstanding straight-line stability but also low wheel load shifts, significantly reducing the vehicle's tendency to dive and squat. The broad track width - front 1682, rear 1653 millimetres - ensures lower shifts in the wheel loads from the inner to the outer wheel when cornering, enabling the tyres to retain more grip. The large caster angle of 11.5 degrees significantly increases negative wheel camber when cornering and also improves tyre grip - this also ensures outstanding stability when braking heavily while cornering.
Direct steering, differential lock and 3-stage ESP®
The rack-and-pinion steering gear provides a consistently direct steering feel with a constant mechanical ratio of 13.6:1, in tune with the high expectations placed on a super sports car. The power steering provides speed-sensitive assistance and improves the feedback for the driver as the road speed increases: an indispensable factor for high-speed straight-line driving. Mounting the steering gear in front of the engine on the integral subframe enables the engine to be set down very low. The 'Gullwing' comes with 3-stage ESP® as standard, providing the driver with access to the three "ESP ON", "ESP SPORT" and "ESP OFF" modes at the push of a button. The result is even more driving pleasure without compromising active safety at all. In "ESP OFF" mode too, operating the brake pedal restores all the normal ESP® functions.
The system's traction logic of the acceleration skid control system (ASR) is active in all three ESP®modes. If one of the drive wheels starts to spin, specific brake pressure is applied to improve traction notably - especially in conjunction with the standard-fit mechanical multi-disc limited-slip differential. This means that the engine power is transferred to the road even more effectively when driving in a particularly dynamic style.
Ceramic composite brakes, innovative flow-forming wheels
The AMG high-performance braking system with composite brake discs at the front ensures extremely short stopping distances even under enormous loads. The newly developed, optional ceramic composite brakes with larger brake discs guarantee even better brake performance. The ceramic brake discs will perform reliably at even higher operating temperatures thanks to their greater hardness, all combined with an impressive weight reduction of around 40 percent. Reducing the unsprung masses has further optimised the handling of the 'Gullwing' - which pays dividends particularly when tackling fast bends on motorways.
Lightweight construction was also key when it came to the wheels: weight-optimised AMG light-alloy wheels - 9.5 x 19 inch (front) and 11.0 x 20 inch (rear) - based on the innovative flow-forming principle reduce the unsprung masses while increasing driving dynamics and suspension comfort. In addition to the standard-fit AMG 7-spoke light-alloy wheels, 5-twin-spoke wheels and 10-spoke forged wheels are available as an option. 265/35 R 19 (front) and 295/30 R 20 (rear) tyres developed exclusively for the Mercedes-Benz SLS AMG ensure optimum performance. A tyre pressure monitoring system is fitted as standard to permanently monitor tyre pressure in all four wheels; individual tyres are shown on the display.
The reinterpretation of the legendary 'Gullwing' is scheduled to be launched in spring 2010. The sales price is EUR 177,310 (incl. 19% VAT).
Technical specifications

• Engine
  • No. of cylinders/arrangement: 8/V, 4 valves per cylinder
  • Displacement: 6208 cc
  • Bore x stroke: 102.2 x 94.6 mm
  • Rated power output: 571 hp (420 kW) at 6800 rpm
  • Rated torque: 650 Nm at 4750 rpm
  • Compression ratio: 11.3 : 1
  • Mixture preparation: Microprocessor-controlled fuel injection, HFM
• Power transmission
  • Drive: Standard drive
  • Transmissions: AMG SPEEDSHIFT DCT seven-speed sports transmission
  • Ratios
  • Final drive: 3.67
  • 1st gear: 3.40
  • 2nd gear: 2.19
  • 3rd gear: 1.63
  • 4th gear: 1.29
  • 5th gear: 1.03
  • 6th gear: 0.84
  • 7th gear: 0.72
  • Reverse: -2.79
• Chassis and suspension
  • Front axle: Aluminium double wishbone suspension, anti-dive, coil springs, gas-filled shock absorbers, stabiliser
  • Rear axle: Aluminium double wishbone suspension, anti-squat and anti-dive systems, coil springs, gas-filled shock absorbers, stabiliser
  • Braking system: Composite disc brakes, internally ventilated and perforated at the front; disc brakes, internally ventilated and perforated at the rear; electric rear parking brake; ABS; Brake Assist; 3-stage ESP®
  • Steering: Rack-and-pinion power steering with parameter function, steering damper
  • Wheels: Front: 9.5 J x 19; rear: 11 J x 20
  • Tyres: Front: 265/35 R 19; rear: 295/30 R 20
• Dimensions and weights
  • Wheelbase: 2680 mm
  • Tread front/rear: 1682/1653 mm
  • Overall length: 4638 mm
  • Overall width: 1939 mm
  • Overall height: 1262 mm
  • Turning circle: 11.9 m
  • Boot capacity: 176 l
  • Kerb weight acc. to DIN Kg: 1620 kg
  • Payload (basis ready-to-drive according to EC): 240 kg
  • Perm. gross vehicle weight: 1935 lg
  • Tank capacity/incl. reserve: 85/14 l
• Performance and fuel consumption
  • Acceleration 0-62 mph (0-100km/h): 3.8 s
  • Top speed: 200 mph / 317 km/h (electronically limited)
  • Fuel consumption NEDC comb.: 21.4 mpg
  • CO2 emissions: 314 g/km

Auto Review 2011 Ferrari 458 Italia

Auto Review 2011 Ferrari 458 Italia
By Gary Gastelu

The Ferrari 458 Italia, launched at the IAA Frankfurt Motor Show 2009, is an 8-cylinder two-seater berlinetta with a mid-rear mounted engine, and represents a genuine break with the past in terms of Maranello's previous high-performance sports cars.

Designed to fulfil the expectations and ambitions of our most passionate clients, the 458 Italia continues the Ferrari tradition of putting the thrill into driving as a result of track-derived technological innovations.

Maranello's racing experience can be felt not only in terms of pure technological transfer but also on a more emotional level, because of the strong emphasis on creating an almost symbiotic relationship between driver and car. 

Odd, but appropriate advice from a colleague of mine when I told him that I was waiting for delivery of a 2011 Ferrari 458 Italia -- right in the middle of a stretch of rainy, 40-degree December weather. Not exactly the ideal conditions for evaluating a $230,275 supercar capable of reaching speeds in excess of 200 mph. Unfortunately, I’m not aware of any domed cities located anywhere near Manhattan, so I did the next best thing and took it to a racetrack.

The way I saw it, despite the warm-weather Michelin Pilot Super Sport tires that the car was wearing, the slippery conditions would highlight the dynamics of Ferrari’s latest mid-engine V8 at much lower speeds than my meager driving abilities would have to contend with under ideal conditions. It was as good of a justification as I could come up with on short notice, plus, no cops.

Ostensibly, the Italia replaces the F430 in Ferrari’s lineup, but saying so is giving it the short shrift. The mid-engine V8 coupe is built on an all-new aluminum chassis wrapped in some of the most beautiful bodywork ever crafted from that same material. Styling elements can be traced to a number of previous prancing horses, but none have ever exhibited the graceful, complex curves that this one does.

Every element is as functional as it is form-fitting. The rear quarters alone could inspire poetry. The overall impression is that the Italia was sculpted by the team at Pininfarina -- Ferrari’s longtime design house of choice -- as they were standing in a wind tunnel eating whipped cream. The first time I saw it in photos it took my breath away. Seeing it in person, my entire body froze.Auto Review 2011 Ferrari 458 Italia.

Lucky for me the Italia comes with an onboard resuscitator in the form of a 562 hp 4.5-liter V8. Featuring direct fuel injection and greatly reduced internal friction compared to the motor in the F430 that it was derived from, it has the highest power to displacement ratio of any normally-aspirated, production eight-cylinder engine…ever, and can more or less make the same claim for its 398 lb-ft of torque. An ethereal 9,000 rpm redline makes the former possible.

Still resisting the siren song of all-wheel-drive that so many sports car builders have succumbed to in recent years, as with all Ferraris, the Italia sends its power to the rear wheels only. Here it does so through a 7-speed dual-clutch automatic gearbox so smooth in its operation that you can play it like an accordion using the paddles mounted behind the steering wheel. (Don’t embarrass yourself at the dealer asking about a traditional stick, from here on out new Ferrari models don’t come with one.)

Those paddles are made easy to operate by the elimination of any other stalks mounted on the column. Instead, controls for everything from the bright headlights to the wipers have been moved to the front of the steering wheel, and the turn signal switch has been reimagined as a pair of spoke-mounted thumb buttons.

Auto Review 2011 Ferrari 458 Italia

Cruise control? Che cos'è? (Translation: “what is that?”).

The rest of the interior is a mix of Italian elegance and technology that finally reboots the look of the Ferrari cabin for the 21st century. The driver’s surround is an asymmetrical collection of pods encompassing air vents and knobs that wraps around an instrument cluster comprised of two thin-film transistor monitors and an analog tachometer positioned at dead center. The screen on the right handles speedometer, navigation and audio displays, while the one on the left is for the car’s advanced on-board computer system.

Fooling around with the online configurator for the Italia is almost as much fun as driving it. The materials for nearly every surface in the cabin can be individually chosen from a selection of leathers, alcantara and carbon fiber, if you don’t mind waiting a couple of years to have yours delivered. Sometimes, settling for one off of the lot is a good idea.

Negatives? If you want me to be a spoil sport, the pedals are offset too close to the center of the car for my taste, but, since this hearkens back to Ferraris of old, it's more of a tradition -- like expensive service visits. I could live without both. I also found the radio reception to be so poor that you'd probably have to pull up next to a broadcast tower just to enjoy static, which makes using the gas pedal all the more important. A trunk that’s 50 percent larger than the one in the Mazda MX-5 Miata doesn’t exactly make up for any of this, but is a surprising thing to find between the headlights. 

Snuggle into the bucket seat -- you have a selection of four to choose from and the carbon fiber racing buckets come in small, medium or large -- turn the key (yes!) and hit the big red “Engine Start” button on the steering wheel to both channel the spirit of Ferrari V8s past and put them all to shame.

At this point, the Italia fully proves its worth. The staccato bark of the flat-plane crank engine blasting out of its triple exhaust pipes then settling into a skippy idle that begs to play pit lane. Pull the right paddle for first gear -- or drive if the transmission is in automatic mode – and you’re off with little drama. Like any modern, sophisticated supercar there’s really nothing shocking about driving the Italia at moderate speeds. Flat foot the throttle, however, and the mood changes quickly.

I drove a Formula One car recently. Granted, it was an old one, but I’m not exactly in a position to complain. One of the things I took away from the experience was the lack of violent, kick-you-in-the-pants acceleration when you slam on the throttle, despite the car’s ability to take off like you drove it out of an airplane and into a wormhole. It just gathered speed and scooped me along with it, and the Italia feels very much the same.Auto Review 2011 Ferrari 458 Italia.

The engine never falters as it races toward its lofty redline, which seems so far out of reach until you make it there for the first time: 7,000, 8,000, 8,500 rpm; as you pass each level you find yourself on a new plane of automotive existence until achieving the nirvana of bathing in its hypnotic harmony for an ever so brief moment before shifting up and doing it again.

Inevitably a turn will present itself to ruin the fun, but it doesn’t. The standard, carbon ceramic brakes provide a thrill ride of their own. Fade-free, and with a pedal that’s as responsive as your calf muscles, they will stop the car straight and true even in the slippery stuff, the transmission banging down through the gears to add a bit of engine braking to the mix.

Crank the wheel hard at this point and you’ll reverse the Italia’s ends. Only a twitch of the wrist is necessary to navigate most turns. The steering is that responsive. So is the little red knob on the front of the wheel.

Called the mannetino, it controls the Italia’s magnetorheological suspension and stability and traction control systems, which are the direct result of hundreds of millions of dollars spent in Formula One racing. There are settings for Normal, Sport, Race, Kind of Off and Completely Off that coordinate all of these systems with an electronic differential that constantly distributes torque between the rear wheels.

Race is the eye-opener of the bunch, and allows the tires to slip and the rear to rotate just enough to put you in the perfect position to get the power to the pavement and rocket down the following straight to the next corner to do it again. In the slow-motion atmosphere of a drenched track, it lets you dance the car through the curves like it wrote “The Art of Racing in the Rain,” never clamping down hard when you get too close to the line, just seamlessly making things right before you go over it. Even Ferrari’s test drivers say they can drive the car faster with it on, than off, and there is no higher praise from the ultra A-type people who do this sort of thing for a living.

The Italia’s body actively works to help you go faster, too. Those big gaping holes on either side of the headlights allow air to travel through the car, reducing lift on the front end and keeping the tires planted to the road. Go faster and the whisker-like spoilers in the nose flex downward to deflect the atmosphere underneath the car, along its smooth underbelly and through the planks of the rear diffuser, simultaneously lowering drag and increasing downforce. A process so effective it was banned in Formula One racing.

A few laps like this and you’ll want to take note of that screen on the left, which can be set to track the temperature of the tires, engine and suspension, and lets you know when it's time to stop and cool down. When you finally give in, or run low on gas and need to go for a fill up, simply switch to Normal mode and head out. Those magnetic dampers can handle even the most torn up road surfaces, making the trip home nearly as enjoyable as your time on the track.

Here’s hoping the weather will be better next time.

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2011 Ferrari 458 Italia

Base Price: $230,275

Type: 2-passenger, rear-wheel-drive, 2-door coupe

Engine: 4.5L V8

Power: 562 hp, 398 lb-ft torque

Transmission: 7-speed dual-clutch automatic

MPG: 12 mpg city/18 hwy

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Auto Review Pagani Zonda R

We experience Pagani's £1.3 million track star up close

Auto Review Car Reviews

By Matt Davis

February 2009

After a long silence from super-exotic Italian manufacturer Pagani Automobili, suddenly we’re summoned to the famous Monza circuit to become one of the first magazines to watch the extraordinary new Zonda R up close, at the track.

First off, the Pagani Zonda R starts at the heady price of £1.3 million before taxes and any personal add-ons. It is gorgeous work however, and the technologies aboard are all cutting edge. Only fifteen examples are planned and eleven have already sold according to Pagani.

This unit you see here, number 001, is built to an absolute minimalist specification - total weight before a driver and fuel is added is just 1000 kg. Keeping things light is the world’s first carbon-titanium chassis. Rigidity is doubled and weight is slashed by a third versus the road-going Zonda F. Almost everything else on the car, from the gaping front splitter to the massive rear wing, is either carbon-fibre or titanium, apart from the lightweight steel rollcage and milled aluminium suspension arms.

Acceleration from the 750bhp 6.0-litre V12 engine and six-speed paddle-shift sequential race transmission is phenomenal - taking just 2.7 seconds from 0-62mph, while the top speed is north of 220mph. Amazingly, customers can have their Zonda R calibrated to a range of power outputs they desire via the latest generation onboard software - not yet available to any other manufacturer.

Gear changes happen in an insane 30 milliseconds, and the AMG racing engine – originally designed and last used in 1999 for the famous Mercedes-Benz CLK GTR Le Mans cars – is bolted directly to the chassis, the magnesium-case transmission is behind that, and the competition adjustable rear dampers are attached directly to the gearbox.

The noise from the ultra-thin-walled and ceramic-coated four-barrel exhaust at 7500 rpm sounds more like a 17,000rpm Formula 1 car, and is the lasting memory we will take away from the experience.

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Auto Review BMW 5 Series 520d SE First Drive

Auto Review BMW 5 Series 520d SE First Drive

Test date 12 September 2010  Price as tested  £31,815

                                 Even entry-level model is well specced

What is it

Our full examination of the new 5-series continues, with the combination of the entry-level four-cylinder diesel engine and the Touring bodyshell, tested on British roads.

As standard, the 2.0-litre diesel engine comes with a six-speed manual gearbox and stop-start to deliver the combination of 8.3sec 0-62mph pace and CO2 emissions of just 135g/km. Our test car, however, came with the optional eight-speed automatic gearbox, which, without stop-start, pushes emissions up to 139g/km.

What’s it like?

As the marginal increase in CO2 is not enough to move the 520d into a higher BIK category, we strongly recommend the £1495 automatic gearbox, as its taller top gear provides more refined motorway cruising. If there is one aspect in which the 5-series comprehensively trumps all its rivals, it is in the efficiency and refinement of the smaller-capacity diesels.
With an additional 60 litres of load space, the new Touring is now comparable with the current Audi A6 Avant but still trails the Mercedes E-class estate by 135 litres. Usefully, the Touring retains the previous model’s split tailgate. All 5-series Touring models get self-levelling rear air suspension as standard (the saloon uses coil springs).
It is not possible to option four-wheel steer or active anti-roll bars on a 520d, but variable-control damping is available, although our test car came with the standard passive dampers. Dynamically, the only upgrade fitted was bigger 18in alloys.
The suspension is not without fault – as with the SE-spec saloon, at times it feels too soft and at others too firm – but of all the 5-series variants we have tried to date, this is the most convincing. It is perhaps easier to overlook the loss of dynamic edge that has come with the adoption of electric steering in a more utilitarian variant.

Should I buy one?

Unless you must have the largest premium estate going, we can think of few reasons not to. Competitively priced, refined, efficient and in our opinion better looking than the saloon, it is our favourite Five yet.

Jamie Corstorphine

Auto Review BMW 520d Touring SE

Price: £31,875; Top speed: 137mph; 0-62mph: 8.3sec; Economy: 53.3mpg; CO2: 139g/km; Kerb weight: 1790kg; Engine, type, cc: 4 cyls in line, 1995cc, turbodiesel; Power: 181bhp at 4000rpm; Torque: 280lb ft at 1900-2750rpm; Gearbox: 8-spd automatic

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