Sunday, May 17, 2009

Mercedes Benz SLK300 2009 Pictures

Mercedes Benz SLK300 2009 Pictures




The SLK280 badge is no greater degree, with “300″ taking its place to more good represent the 3.0L V-6 that was always under the hide; horsepower corpse at 228. The front full glass gets a nosejob, now split in Formula 1 worship, and the entire SLK lineup receives Mercedes’ new direct-steer system, that alters the steering ratio depending on input. When mated to the SLK, the result is a pad that’s easy to drill through twisty roads and dead solid on the freeway. Though mechanically operated — different BMW’s Active Steering unit — the Mercedes system provides too little feedback through the wheel. It’s slow off center and takes too much edge distant from the driving actual feeling.

The same need not be said toward the engine, which provides 221 lb-ft of torque from 2500 to 5000 rpm. It propels the SLK300 to 60 mph in 6.1 sec and through the quarter mile in 14.5 sec at 96 mph. The six-speed manual’s trickster is easy to work, and the clutch takeup is easy and linear. This V-6 sounds good, too; the consume note is more tenor than the burbling baritone of the V-8 SLK55 AMG. Listening to the wail reverberate off canyon walls with the top down makes for good tunes — unblemished thing, too, because the iPod integration is so frustrating that you’ll leave the stereo off. It was never designed to scroll through thousands of artists and songs. Better to ignore the radio and keep any eye on that 6500-rpm redline, as it’ll smack you in the face with a harsh fuel cut-off as you cross it.

The SLK300’s biggest challenge is price. While it bases $850 below its most expensive competitor, the Porsche Boxster, adding common options sends the price soaring. Our tester came equipped with power seats, lumbar support, the aforementioned iPod integration, satellite radio, bi-Xenon headlamps, and Sport and heating packages. The total? $54,745, bound it could have been higher. Want nav? The Multimedia Package (including Mercedes’ COMMAND rule and 6.5-in. display) will adorn you upper part $2980; a seven-speed automatic an extra $1460. Get too frisky with the accessories and your SLK300 could cost well in a high place the MSRP of the more powerful SLK350, and many other competitors, too. Yet the sticker won’t worry some, as they’ve already rationalized the only in-class retractable hardtop, which can exposed and shut in 22 seconds, has a built-in tonneau cover, and provides a measure of quiet and security that a ragtop be possible to’t.

For ardent driving, cruising the Pacific Coast Highway, or motoring home in stop-and-go traffic, the SLK300 not at all feels out of place. It’s not for example sporty as the mid-engine Boxter, but is more so than the front-drive, sedan-derived Audi TT. If previous sales numbers are any indication (Mercedes has sold more than a half-million SLKs since 1996), we’re sure the SLK300 will receive a warm welcome.

Mercedes Benz SL65 AMG 2009 Pictures

Mercedes Benz SL65 AMG 2009 Pictures




The 2009 Mercedes-Benz SL65 AMG is a sports car of 2009. It has a top speed about 185 miles per hour as fast as a Dodge Viper GTS! One of of Mercedes-Benz SL65 AMG below 2009 apprared in Need For Speed Most Wanted.

Mercedes CLK 2008 Picture Gallery

Mercedes CLK 2008 Picture Gallery

Friday, May 15, 2009

Mercedes Benz CLK 63 2008




Mercedes Benz CLK 63 2008
This sporty model is derived from the Official F1 Safety Car. Originally a coup, the CLK 63 is powered with AMG 6.3liter engine that is capable of delivering a 500bhp power and 470 lb-ft torque. With the 25bhp upgraded power, the super car now accelerates from zero to 60 mph in 4.1 seconds, faster than the earlier 475bhp model. The top speed achieved is 186 mph (300km/h).

There are effective modifications done on the suspension and wheel system. The new model is characterized by the sophisticated AMG suspension along with the 19-inch AMG forged wheel system. To face the challenges on the road, the car is provided with a large cooling intake system with larger radiator, an optimized power steering cooler, and an additional transmission cooler in the left front wheel arch. Other significant modifications include the AMG-powered brake system with the composite disks, flared wheel arches, diffuser-type rear apron, and carbon-fiber airflow breakway edge.

Mercedes CLK 350 2008 Picture





Mercedes CLK 350 2008 Picture

Mercedes E350 Picture Gallery




Mercedes E350 Picture Gallery
Unquestionably, the 2006 Mercedes-Benz E350 is a capable luxury automobile. But somehow, my latest turn behind the wheel left me wanting. Our lightly equipped E350 never drove home the impression that it was a premium motorcar, and it left my driveway posing a serious value question: What am I getting from this $55,000 Mercedes-Benz that a Honda Accord half its cost wouldn’t provide?

I know, I know. Brand prestige, that altar so many Americans worship. And, the engineering doesn’t suck. I suppose that if it’s important to own a Mercedes, the E-Class is a fine way to express your success, even if the car is bland to the point that in some metropolitan areas, it goes utterly unnoticed. The new powertrain is a gem, the driving experience marred only by steering that is too heavy around town and a brake pedal that makes it difficult to execute smooth stops every time. And the E350 is quite comfortable, too, with tall, firm, supportive front seats and a terrific view of that three-pointed star hood ornament up front. The cabin is open and airy, more like an economy car than a stately sedan, but the materials are definitely a step above what you’d get in a humdrum familymobile. I even thought the E350’s control layout and user friendliness were better than most Benzes – but that might be due to the lack of high-tech options on our test car.

Still, as competent and unfettered an automobile as the E350 might be, it doesn’t exude luxury from its pores. It doesn’t knock you over the head with personality. It doesn’t bowl you over with unmatched driving dynamics. Rather, it is a car in which you blend into the urban backdrop. For my money, a Honda Accord pulls off the same trick quite nicely. But clearly, given the E-Class’s status as sales leader in the U.S., there are thousands of consumers who need a pricier path to anonymity. – Christian Wardlaw

Thursday, May 14, 2009

Picture Mercedes Benz E550 2008





Picture Mercedes Benz E550 2008
Can a $37,055 Dodge Charger SRT8 best the Mercedes E63 AMG in any contest born of speed, material, or gravitas? No. It costs, however, about 40 percent as much as the mighty Merc, and a good wheelman or -woman could make up much of the dynamic difference.
Even if it can’t quite keep up with the E63, though, the SRT8 will best most other cars in contests of speed. The Charger’s 370-cubic-inch Hemi produces 425 horsepower, enough for a 4.8-second 0-to-60 run and a top speed of 173 mph, besting the speed-limited AMG by 18 mph. Too bad there’s no American autobahn, but just in case you’ve christened your own, there are ginormous 14.2-inch Brembo brake rotors and four-piston calipers in the front to do battle with momentum.
If the SRT8 is a sharp handler, it’s because this American’s veins run with familiar German blood. Like the Chrysler 300C, it features a chassis lifted from the previous-generation E-class.
As you’d expect of an $86,125 sedan, the E63 AMG is really quite good at everything; technical director Larry Webster declared it “the best Mercedes sports sedan I've ever driven." Much of this has to do with the Benz’s techno-powerhouse 6.2-liter V-8 generating 507 horsepower and 465 pound-feet of torque—that’s 82 more horsepower than the SRT8 with just over 100cc more displacement. The E63’s engine alone, however, would cost 50 percent more than a Charger SRT8 if you bought a new one from your corner Mercedes shop.
You would have to be blind, deaf, without olfactory glands, and sans nerve endings to confuse the interiors of these two cars, but at least the SRT8 features seats with suede inserts to keep your butt planted during high-speed maneuvers. If you’re feeling a little self-conscious about driving a car from the same company that sells the Caliber, the SRT8’s $49,070 price advantage could buy you an aftermarket forced induction system to make up the horsepower differential, an interior upholstered with sheared beaver pelts for incomparable luxury, and all manner of chrome and billet bling to ensure proper valet placement.
All hip-hoppery aside, the Charger SRT8 blesses its user with speed, moves, and comfort far beyond its price tag. We’d drop the extra $50,000 on a down payment for a house, but if you have $86,125 to spend on a car, you probably juggle assets like we drown in debt.

Mercedes Benz E550 2007




Mercedes Benz E550 2007
We took this 2007 Mercedes-Benz E550 to the test track on July 13. It was a Thursday, and it began like any other day. Just as we always do, we arrived around 8 a.m., set up the ol' radar gun and began to make passes down California Speedway's new drag strip. No big deal, just another day earning the bacon.

Then it happened. The Benz reared back and blitzed the quarter-mile in 13.5 seconds. Holy Stephen Hawking Batman, 13 seconds on Thursday the 13th. Kinda makes your skin crawl, doesn't it?

OK, so maybe it's not that weird. Alright, it's not weird at all. But a 13.5-second quarter-mile is freaky quick for a car in the luxury midsize segment. Just a few years ago, an E55 AMG accelerated at that rate and was one of the quickest sedans in the world. To use a technical term, the 2007 E550 hauls ass.

Mercedes Benz Cl 550 4 Matic 2009 Gallery




Mercedes Benz Cl 550 4 Matic 2009 Gallery
This summer, Mercedes-Benz will begin offering its 382-hp CL 550 with standard 4Matic all-wheel drive - the first time any large Mercedes coupe will get such a feature.
Giving the CL greater traction - and therefore better low-grip handling - the coupe's permanent 4Matic all-wheel drive system helps the CL appeal to snow-belt drivers by splitting torque between the front and rear axles at a 45/55 ratio. The CL's center differential uses a twin-plate clutch to manage the torque distribution between the front and rear axles.