Comfort
Big and comfy and capable of steamrolling any pocked roads into submission. Can get a little wallowy if you decide to attack a set of hairpins, which has a direct effect on the colour-pallette of rear-seat passengers, but otherwise long distances are no problem.
Performance
The M-class comes with a 3.5-litre V6 petrol with 272bhp, a 5.0-litre V8 with 306bhp or one of a pair of diesels with either 190bhp or a more respectable 224bhp. The GL adds a 420 V8 diesel with 306bhp and a more powerful 5.0-litre V8 petrol with 388bhp. To be honest, only the base diesel is really an issue -the rest can motivate the big Mercs with ease. If we're being wish-listed for the real world then go for the big 4.2 V8 diesel.
Quality
Unlike early M-classes, both the GL and M feel very solid. There's a fabulous feeling that Merc have started spending money on the bits that matter - and a decent interior is very important in this sector.
Handling
A Porsche Cayenne or BMW X5 both drive much better, but both the ML and the GL ride well and manage to get around corners without falling over. The ride compromise is more comfort-orientated, and you'll never forget that this is a tall SUV from the old school. If you want to get muddy, then you need the ‘Off-Road pro' option pack. But then you'd look a bit try-hard.
Practicality
Obviously the five-seat ML is a little bit smaller than the seven seat GL, but it manages to feel spacious. If you're genuinely after lots of seats, then the GL is still a little tight for all-adults. Both have decent boots when seating five, with some 633-litres on offer with the seats up and a truly enormous 2020-litres when you fold all the bits down.
Running costs
Oddly enough, the V8 diesel M-Class isn't all that shocking from a fuel economy point of view. Both it and the V6 diesel are reasonable. But the petrols are horrendous and the CO2 figures on all of them are pretty shocking.
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Porsche Presents First Photos of Four-Door Panamera Gran Turismo
The designers of the Panamera have succeeded in positioning this unique car as a brand-new and truly different model while nevertheless retaining the looks of a typical Porsche. Through its proportions alone, the Panamera stands out clearly in its market segment: measuring 1931 millimetres or 76.0 inches in width, the Panamera is wider, and measuring 1418 millimetres or 55.8 inches in height, lower than comparable four-door models. The unmistakable, sleek GT silhouette is created by the car's overall length of 4970 millimetres or 195.7 inches and short, sporting overhangs front and rear. In its styling and details, the Panamera follows the design philosophy refined over decades on the 911 and successfully implemented also on the Boxster, Cayman and Cayenne.
Through its design language alone, the Panamera will establish a new segment versus the competition. The symbiosis of sports car DNA derived from the looks of a coupé, the unique interpretation of the classical saloon body and the benefits of a variable space concept give the new Porsche its truly unmistakable appearance. As an example, the Panamera comes with highly individual, strongly contoured air intakes instead of a conventional radiator grille. Striking wheel arches and the long and sleek engine compartment lid create that typical 911 'landscape' at the front end of the car the Porsche customer has appreciated for no less than 45 years, with the distinctly contoured wings as flanks bordering on the flat front lid. The V-shaped seams along the engine compartment lid and the rear window tapering out like an arrow to the rear convey the features characteristic of a sports car to the new, highly individual Panamera class. The striking, muscular shoulders over the rear wheels, the dynamic sweep of the coupé-like roofline, and the visible tailpipes again bear out all the DNA so typical of a thoroughbred Porsche.
The elegant roof arch extends stylishly over the generous interior, simply begging the beholder to get inside. Like all Porsche models, the Panamera is oriented in every respect to the needs and wishes of the driver. But now, thanks to the new concept of space and the sporting architecture of the interior, the car's occupants are also able to experience this special 'pilot feeling' on all four seats. All four occupants enjoy supreme ergonomic comfort on both the front seats and the two firmly contoured single seats at the rear. The luggage compartment easily takes up all the passengers' luggage. The variable space concept with its folding rear seat backrests enables the driver and passengers to adjust the luggage space individually to their personal requirements. And last but not least, the coupé tailgate in the sporting rear end combines superior suitability for daily use with stylish elegance.
Porsche has developed superior and up-to-date power units for the Panamera again reflecting all the qualities typical of the brand – the V-engines within the engine compartment come with six and eight cylinders and range in power from 300 to 500 bhp. Some of the engines use turbocharger technology, Direct Fuel Injection making them both fuel-efficient and powerful all in one. The flow of power to the wheels goes either through a manual six-speed gearbox or the new seven-speed Double-Clutch Gearbox, the so called Porsche-Doppelkupplung (PDK).
In addition to sporting rear-wheel drive, the top version of the Panamera comes with even more sophisticated all-wheel drive, which is also available for the other versions as an option. As a further highlight, Porsche is preparing a particularly fuel-efficient version of the Panamera with hybrid drive. Further details on the engines, transmissions, performance, prices and equipment will be disclosed next spring.
The Porsche Panamera will be built at Porsche's Leipzig Plant, where a production hall measuring some 22,000 square metres or almost 237,000 square feet and a logistics centre are currently under construction. While the engines featured in the Panamera are built at Porsche's Main Plant in Zuffenhausen, the painted bodyshells will be supplied by the Volkswagen Plant in Hanover. The Leipzig Plant will then assemble the Panamera for final delivery, with an annual sales target of some 20,000 units. Porsche is once again cooperating largely with German suppliers in the production of the Panamera, with some 70 per cent of the car's overall value being created domestically. Hence, the Panamera is most definitely a car 'Made in Germany'.
The Panamera will be making its world debut in spring 2009 and the first models will be at dealers worldwide in late summer of next year.Source - Porsche
Atlanta, July 27, 2005 -- The Supervisory Board and the Board of Management of Dr. Ing. h.c. F. Porsche AG, Stuttgart, gave their approval today for the development and production of another Porsche model line. To be called Panamera, the new car will be a premium-class sports coupe with four seats, four doors, and a choice of front-mounted engines driving the rear wheels.
Scheduled to enter the market in 2009, the Panamera will be the fourth model line from the Stuttgart carmaker following the 911®, the Boxster® and the Cayenne®. The new car's name is derived from the legendary Carrera Panamericana long-distance race.
Production of the Panamera is to be in Leipzig, where Porsche already builds the Cayenne SUV and the Carrera GT® supercar. The final decision will require further detailed talks between the Board of Management of Porsche AG and the Management of Porsche Leipzig GmbH with representatives of the employees. Porsche's total investment in the new model line, including development, will be more than Euro 1 billion and will come entirely from the company's own funds. Expected sales are at least 20,000 units a year.
'The Panamera is a perfect fit for Porsche,' said Dr. Wendelin Wiedeking, the President and CEO of Porsche AG. 'It has all the typical DNA characteristic of a genuine sports car. In terms of performance, design, and driving dynamics, it meets Porsche's high standards in every respect. Through this sports coupe we are making our customers a highly attractive offer in the top performance segment.'
Porsche will develop and build the Panamera using the company's own resources. 'We will be developing a separate platform for our fourth model line at our Weissach R&D center,' said Wiedeking. 'There are no plans for a joint venture with another car maker, but to ensure the profitability of this new model line we will cooperate more closely than so far with selected system suppliers.'
Production of the Panamera in Leipzig would potentially create some 600 new jobs there. In the course of the project, approximately 400 more new jobs will be created at Porsche's original plant in Stuttgart-Zuffenhausen, where the engines for the fourth model line will be built, and at the Weissach Development Center.
Like the 911, the Boxster and the Cayenne, the Panamera will bear the 'Made in Germany' stamp of quality. Domestic share of the Panamera's overall assembled value will be approximately 70 percent.
Porsche Cars North America, Inc. (PCNA), based in Atlanta, Ga., and its subsidiary, Porsche Cars Canada, Ltd., are the exclusive importers of Porsche sports cars and Cayenne sport utility vehicles for the United States and Canada. A wholly owned, indirect subsidiary of Dr. Ing. h.c. F. Porsche AG, PCNA employs approximately 300 people who provide Porsche vehicles, parts, service, marketing and training for its 208 U.S. and Canadian dealers. They, in turn, provide Porsche owners with best-in-class service.Source - Porsche AG
The full parallel hybrid system of the Panamera will be configured with the battery unit positioned below the luggage compartment, and hybrid module, comprising of an additional clutch and electric motor, will be between the engine and transmission. Depending on driving conditions, the hybrid module has the ability to disengage either the combustion engine or the electric motor, or to combine both drive systems as one joint power unit. This flexibility results in benefits such as a zero emissions driving mode, fuel savings in both city and highway driving and maximum performance when desired.
The Panamera, which represents Porsche's fourth model line, will make its world debut in 2009 and promises to redefine the Gran Turismo category by featuring a unique design package that will afford equally generous front and rear space and seating comfort for four while retaining the sporting and unmistakable driving dynamics of every Porsche. Introduced initially with traditional drivetrains, the hybrid version of the Panamera will be offered at a later date.Source - Porsche
Today, Porsche AG for the first time presents its Panamera four-door gran turismo interior concept. The much-anticipated addition to Porsche's performance lineup will make its U.S. market debut on Oct. 17, 2009.
With a continuous center console that extends from the dashboard to the rear seating area, the Panamera offers a new spatial concept for the driver and passengers featuring optimal ergonomic seating with individual cockpit-like spaces for all. Its deep seating position and a sport steering wheel help give the driver and passengers direct contact with the road. At the same time it provides a generous, roomy environment with exceptional leg and head room, unique qualities in a sporting machine yet essential for grand touring. This individual seating allows for optimum passive safety.
Porsche will provide countless opportunities for individual interior customization with 13 color and material combinations including four two-tone leather interiors and seven interior trim options including carbon fiber to Natural Olive wood.
An available four-zone climate control system gives each seating area individual control of functions such as temperature, air distribution and venting direction. In the unfortunate event of an accident, front, side and curtain airbags help protect the front occupants, while standard rear side airbags help protect those in back. The Panamera S and Panamera 4S feature eight-way power seats in front with a driver memory package. In the rear are two individual seats with a folding rear console and plenty of room. The Panamera Turbo has power seats with a memory package for not only the seat functions but also the electronically adjustable steering wheel. Further seating customization is available through optional alternatives such as 18-way Adaptive Sport Seats or fully adjustable eight-way power seats in the rear.
Porsche for the first time will offer from Burmester® -- the renown Berlin audio manufacturer -- a new ultra high-end surround sound system. With 16 loudspeakers plus a subwoofer (a total of over 2.5 square feet of speaker surface area) and a total output of more than 1000 watts, this new system gives listeners a grand acoustical experience. And like the 2009 Porsche sports cars and SUVs, Panameras will be available with the latest personal electronic connectivity features, including Bluetooth for cellular telephones, Universal Audio Interface for connecting personal audio devices, and satellite radio.
The rear luggage area provides up to 15.7 cubic feet of space, enough room for four large suitcases. The tall space enables luggage to be loaded in an upright position, and with the rear seat folded down the luggage space generously increases up to 44.6 cubic feet.
Initially, all Panameras will be available with two V8 engine options, standard seven-speed Porsche Doppelkupplungsgetriebe (PDK) double-clutch transmissions and rear- or all-wheel drive. All engines feature Porsche Direct Fuel Injection (DFI) for highest efficiency. For additional fuel savings, all Panameras include an engine stop-start function that can turn off and restart the engine at certain times, like when stopped at an intersection or in traffic.
The rear-wheel drive Panamera S has a 400-horsepower, 4.8-liter V8 engine that can propel the it from 0 to 60 mph in 5.2 seconds on its way to a top test track speed of 175 mph. The manufacturer suggested retail price (MSRP) is $89,800. The all-wheel drive Panamera 4S receives the same 4.8-liter powerplant. It sprints from 0 to 60 mph in 4.8 seconds, achieves a top test track speed of 175 mph, and has an MSRP of $93,800.
At the top of the Panamera lineup is the Panamera Turbo with its 500-horsepower, twin-turbocharged 4.8-liter V8. Also featuring the new PDK transmission, the all-wheel drive Panamera Turbo sets a breathtaking 0-to-60 time of 4 seconds flat and a top test-track speed of 188 mph. The Panamera Turbo has an MSRP of $132,600, and all three Panamera models will go on sale in the United States this October.
Porsche Cars North America, Inc. (PCNA), based in Atlanta, Ga., is the exclusive importer of Porsche sports cars and sport utility vehicles for the United States. It is a wholly owned, indirect subsidiary of Dr. Ing. h.c. F. Porsche AG. PCNA employs approximately 180 people who provide Porsche vehicles, parts, service, marketing and training for its 201 dealers. The dealers, in turn, provide Porsche owners with best-in-class service. Throughout its 60-year history, Porsche has developed numerous technologies that have advanced vehicle performance, improved safety and spurred environmental innovations within the automotive industry. The company continues to celebrate its heritage by adding to its long list of motorsports victories dating back to its first 24 Hours of Le Mans class win in 1951. Today, with more than 28,000 victories, Porsche is recognized as the world's most successful marque in sports car racing. PCNA, which imports the iconic 911 series, the Boxster and Cayman sports cars and Cayenne sport utility vehicles and soon the Panamera gran turismo for the United States, strives to maintain a standard of excellence, commitment and distinction synonymous with its brand.Source - Porsche
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Volkswagen to launch Touareg BlueMotion hybrid in 2010
Come 2010, Volkswagen is planning to launch its first high-volumu mainstream hybrid model, the new Touareg BlueMotion Hybrid. Like General Motors and Chrysler, VW is applying hybrid technology to one of its thirstiest vehicles, allowing it to get substantially better fuel efficiency while maintaining its SUV capabilities. The Touareg hybrid starts off with the new 333 hp supercharged 3.0L TSI V6 from the recently-announced Audi S4. A 38 kW electric motor is sandwiched between the engine and the all-new 8-speed automatic transmission.
This modular parallel hybrid system is capable of operating in electric boost, electric only and regenerative braking modes. When the nickel metal hydride battery has sufficient charge, the total output from the powertrain is 374 hp and 406 lb-ft of torque, enough to push the Touareg to 62 mph in 6.8 seconds. Electric drive is available at speeds up to 30 mph and a clutch disengages the engine from the transmission when the throttle is released, reducing drag. In the production model, the clutch disengagement can happen at speeds up to 100 mph. VW claims the hybrid delivers a 25 percent overall boost in fuel efficiency, with a combined rating of 26.1 mpg (U.S.), slightly better than the 25.3 mpg (U.S.) achieved by the 3.0L TDI Touareg on the same European test cycle. VW claims the hybrid can also tow up to 7,700 lbs, easily beating the 6,000 lb-capacity of the Chevy Tahoe hybrid.
Prototype: Touareg Hybrid with new V6 TSI can tow 3.5 metric tons
Charged V6 TSI and E-motor drive fuel consumption below 9 liters
Hybrid module was integrated between V6 TSI and 8-speed automatic
Wolfsburg, 02 February 2009
In parallel to pure gasoline and diesel versions, Volkswagen will be bringing the next version of the Touareg to market as a hybrid version too. Average fuel consumption: less than 9.0 liters fuel per 100 kilometers. CO2 emissions: less than 210 g/km. For the first time, there is now a near-production prototype that offers initial glimpses of the full hybrid technology that will be implemented on the future Touareg. This experimental platform has its conceptual basis in the current generation of the SUV. The car's powertrain already embodies many aspects of the future Touareg Hybrid. It will be powered by a new V6 TSI – a highly advanced gasoline direct injection engine boosted by a mechanically-driven supercharger – in tandem with an electric motor. It will have a newly developed 8-speed automatic transmission. Volkswagen will be implementing a parallel hybrid drive on the future Touareg V6 TSI Hybrid. This version of the SUV will have a high-performance, full-time all-wheel drive too.
V6 TSI stands for maximum power with minimum consumption
The V6 TSI on the Touareg prototype is fun to drive and delivers 245 kW / 333 PS at 5,500 rpm. From its 2,995 cm3 displacement, it generates a maximum torque of 440 Newton-meters starting from 3,000 rpm. These characteristics match those of the Touareg with an eight cylinder engine, yet with the V6 TSI it is significantly more fuel efficient. This represents the principle of intelligent downsizing (less displacement plus gasoline direct injection plus inlet boosting) already established by Volkswagen on the globally successful TSI four cylinder engines, and it is now being applied to six-cylinder engines. The results are convincing. The substantial torque delivery that came from using a supercharger becomes even more fascinating with the addition of the E-motor, especially at low speeds. If required, an exceptional amount of torque is available from a standstill – a bonus that comes from a system that is designed for efficiency. To increase further this efficiency, the V6 TSI makes use of a switchable engine water pump. This remains off during the warm-up phase, ensuring rapid achievement of fuel efficient operation.. The pump is integrated into the vehicle's overall heat management system.
V6 TSI plus E-motor drives fuel consumption below 9.0 liters
The E-motor integrated between the V6 TSI and the 8-speed automatic transmission adds power of 38 kW / 52 PS and up to 300 Newton-meters torque. In so-called boosting – where requests for maximum power and torque (by kickdown or gearshift selector in "S" position) are supported by the engagement of both V6 TSI and electric drive systems – the powertrain briefly supplies a power of 275 kW / 374 PS and the maximum available torque increases to 550 Newton-meters. In this case, the Touareg V6 TSI Hybrid prototype accelerates to 100 km/h in just 6.8 seconds.
The hybrid system of the Touareg was not designed to deliver sports car performance. Its purpose is to deliver very low emissions and fuel consumption values. It may therefore come as a surprise to learn that this exceptional performance is accompanied by an average fuel consumption of less than 9.0 liters per 100 kilometers. CO2 emissions are less than 210 g/km. The Touareg V6 TSI Hybrid will attain the limits of the Euro-5 and American ULEV2 emissions standards.
More than 25 percent better fuel economy
Compared to a conventional SUV of the same size, the hybrid concept yields fuel savings of more than 25 percent in city driving. Development engineers calculate an average savings of 17 percent in combined city, highway and freeway driving. Essentially, there are four parameters with which the Volkswagen prototype achieves this improved fuel economy.
Start-stop system: an integrated start-stop system significantly reduces fuel consumption, especially in urban driving.
Regenerative braking: during braking, the E-motor operates as a generator and recovers energy, which is then stored in the high voltage battery (NiMH batteries). This means that the E-motor recovers a proportion of the energy that would otherwise be rejected in the form of heat through the braking system. It comes into effect progressively during the initial travel of the brake pedal.
The E-motor: The vehicle can operate on the electric motor alone at speeds of up to 50 km/h, which reduces fuel consumption in city driving. In this case the V6 TSI is turned off, and it is disconnected from the transmission by a disengagement clutch. In this condition the Touareg V6 TSI Hybrid operates with zero emissions. Electric current flows from the battery to the E-motor via the power electronics which incorporates a pulse controlled inverter. On the later production version, there are also plans for a special E-switch that the driver can activate for pure electric driving.
Coasting: as soon as the driver removes his or her foot from the gas pedal, a clutch disengages the V6 TSI from the transmission. This is even possible at higher speeds – in the later production version up to about 160 km/h – and therefore in freeway driving as well. This eliminates mechanical drag losses, which in turn makes the Touareg coast significantly better. The driver can convert this directly into improved fuel economy by adopting an anticipatory driving style.
Intelligent energy mix
With regard to powertrain types – and their associated energy flows – besides electric driving and coasting there are two other operating modes: classic driving with internal combustion engine and the boosting that is typical of hybrid vehicles.
When driving with just the internal combustion engine, there are two possible modes of operation. In the first case, the Touareg is driven like a conventional vehicle with the E-motor performing the function of a conventional 12 V alternator, which it replaces, to supply sufficient energy for the vehicle's electrical system and maintain battery charge (in this case a high voltage battery). In the second case, the engine supplies the energy needed to propel the vehicle plus the energy needed to charge the high voltage battery via the E-motor, but at a higher rate, replacing energy taken from battery when in conditions when the E-motor has been operating as an electric motor. This so-called load point shifting makes it possible to operate the engine at a more favorable level of efficiency in the engine load/speed map. The job of hybrid control is now to regulate this alternation of electric driving phases and active charge phases to achieve minimal fuel consumption.
Boosting: when the driver consciously activates a request for maximum power (kickdown or gearshift lever in "S" position), the E-motor supports the V6 TSI beyond the engine's full-load curve. The powers and torques of these two motors are then transferred to the front and rear axles by the 8-speed automatic transmission. As previously mentioned, this briefly makes available a total combined power of up to 275 kW / 374 PS and a maximum torque of 550 Newton-meters.
In addition, since it can be controlled extremely quickly the E-motor is also used – in the framework of so-called transient compensation – to make positive and negative torque interventions. For example, when the driver makes a positive load request the E-motor briefly boosts the V6 TSI until it has reached its steady-state target value. This allows the Touareg Hybrid to keep accelerating. Negative torque interventions largely replace classic interventions via the internal combustion engine that are not optimal for efficiency, but are needed for occupant comfort during gear shifting or sudden charge changes.
The specific mode that is activated is shown by an energy flow indicator in the display of the RNS 510 radio-navigation system installed in the prototype vehicle.
Basic technical layout of the hybrid drive
Volkswagen has chosen a parallel hybrid drive for use in the Touareg. In contrast to other possible hybrid systems, both off-road properties and unlimited continuous climbing capabilities are assured. With a maximum trailer load of up to 3.5 metric tons, the Touareg V6 TSI Hybrid can also be recommended as an ideal towing vehicle. Furthermore, the parallel hybrid approach offers a higher level of efficiency than alterne hybrid concepts in cross-country and freeway driving.
The powertrain itself primarily consists of the V6 TSI, the 8-speed automatic transmission that is also ideally suited for hybrid and tow vehicle use and the hybrid module integrated between the internal combustion engine and the automatic transmission. The latter weighs 55 kilograms. The compact module houses – in one unit – the disengagement clutch located after the V6 engine and the E-motor.
The interplay of components is "directed" by a hybrid manager. This multi-functional unit is integrated in the engine controller and communicates via the CAN bus lines with units such as the automatic transmission, high voltage battery and so-called power electronics that controls the electric motor. The latter also manages the energy flow between the electric motor and battery. Using the DC/DC converter, the power electronics also ensures that the car's 12V electrical system is supplied via the E-motor or the high voltage battery. Depending on the charge state of the battery (capacity: 6 Ah), vehicle speed and other vehicle-specific parameters, the hybrid manager automatically selects the ideal operating mode based on lightning fast analysis of all signals.
Nickel metal hydride battery in detail
The nickel metal-hydride battery used in the Touareg V6 TSI Hybrid reflects what is currently the best and most practical electric storage system for automobiles. Functional safety, robustness and cost are all factors that favor the high-performance NiMH battery.
The battery is located in a space saving area. On the prototype the cargo floor has been raised by 50 millimeters. The battery weighs 67 kilograms, consists of a total of 240 individual cells and therefore generates a voltage of 288 Volt. An additional duct integrated in the Touareg's interior ventilation system and two separate fans are used to keep the battery within an optimal temperature range. A battery manager continually monitors battery charge by coordinating data with the hybrid manager integrated in the engine controller.
Special power cables connect the battery to the power electronics – located to the left of the engine in the front of the vehicle – to supply the E-motor with energy or – in the reverse case – to charge the battery by E-motor while it acts as a generator when braking (regenerative braking) or by the V6 TSI (via load point shift). In the event of a crash, the high voltage battery is protected by what is known as a "Protect Box". The battery system, which includes the Protect Box, battery and ventilation components, weighs 79 kilograms.
Partial compensation for added weight of hybrid system
To compensate for a portion of the weight of the hybrid components (about 175 kilograms), the prototype exhibits numerous modifications compared to the production vehicle. One example is the full-time 4XMotion all-wheel drive. In today's Touareg, the drive is transferred to the front and rear axles via a transfer box which contains a lockable central differential and a two-speed range gearbox. On the Touareg V6 TSI Hybrid this is replaced by a lighter Torsen differential similar to the one Audi uses on the Q7. All the traditional capabilities of the Touareg are fully preserved, such as its optimal properties as a towing vehicle.
Other changes compared to the production Touareg
Various components have been redeveloped to retain all the traditional convenience and safety-related functions of the standard Touareg in the Touareg V6 TSI Hybrid. For example, the prototype has electro-hydraulic power steering, which does not have to rely on a servo pump driven by the internal combustion engine. In addition, a high voltage air conditioning compressor guarantees comfortable interior temperatures on the Touareg V6 TSI Hybrid, even when the V6 engine is switched off. Instead of an alternator, the DC/DC converter integrated in the power electronics ensures a constant supply of power to the vehicle electrical system.
The 8-speed automatic transmission was also specifically tuned for hybrid use. Among other things, it received a special torque converter with larger lock-up system, an auxiliary electric oil pump (to maintain a supply of oil when the V6 TSI is switched off), a transmission heater to reach optimal operating temperature faster, and a modified transmission controller.
Car is started by electric motor
The E-motor now takes over the role of engine starter motor. This job is especially challenging, since restarting of the V6 TSI must be executed with a high degree of smoothness and precision to maintain comfortable transitions between the various modes of propulsion. As soon as the engine is to be restarted, the transmission's lock-up torque converter is put in the "Slip" position and the E-motor's speed is increased to a setpoint value prescribed by the transmission controller. Only then does the engine controller receive an enable to actuate the disengagement clutch. The E-motor "drags up" the V6 TSI by subsequent engagement of the clutch and, as soon as the cylinders fill, the engine is started by enabling of injection and ignition. The E-motor's torque is increased by the amount of the momentary torque transferred by the disengagement clutch during the drag operation and – after the internal combustion engine has started – it is reduced again in response to the increase in engine torque. When positive engagement occurs at the disengagement clutch, the lock-up torque converter is engaged again. All of this sounds complicated, and it is complicated, but the system operates in such a way that the driver and occupants are completely unaware of its contribution to smooth progress. And that is just how things should be.
Note:
All data and equipment contained in this press release apply to models offered in Germany. They may differ in other countries. All information is subject to change or correction.
TDI, TSI, DSG and Twincharger are registered trademarks of Volkswagen AG or other companies of the Volkswagen Group in Germany and other countries.
Mercedes-Benz SLR Stirling Moss
Launch calendar - Mercedes-Benz SLR Stirling Moss
Pure excitement and driving pleasure
Stuttgart – Mercedes-Benz and McLaren are adding the crowning glory to the model family of their highly successful SLR super sports car with a new, uncompromisingly spectacular car. There is neither a roof nor a windscreen to separate the driver and passenger from the outside world; they enjoy unadulterated high-speed excitement with all the attributes of a speedster. The new SLR Stirling Moss is also characterised by the most sophisticated technology and a breathtaking design which reinterprets the SLR legend. With 478 kW/650 hp the SLR Stirling Moss accelerates its V8 supercharged engine from standstill to 100 km/h (62 mph) in less than 3.5 seconds, and has a top speed of 350 km/h (217 mph) – no other series-production car is at the same time so open and so fast. This extreme concept makes the new high-performance sports car a legitimate bearer of the name of the British motor racing legend and Mille Miglia record-holder Stirling Moss, who drove the legendary Mercedes-Benz SLR racing cars from victory to victory during the 1950s. The exclusive SLR Stirling Moss rounds off the current SLR family and is limited to 75 units. It is priced at 750,000 euros. The SLR Roadster will cease to be manufactured at the end of May 2009 as planned, and production of the SLR Stirling Moss will commence in June 2009.
Three letters are all it takes to make car fans’ hearts beat faster: SLR. In the 1950s the Mercedes-Benz SLR 300 celebrated victory after victory. It won the Mille Miglia and the Targa Florio as well as the Tourist Trophy. It was driven by the stars of the time: Juan Manual Fangio and Karl Kling – and, first and foremost, by the British racing driver Stirling Moss. At 10 hours, 7 minutes and 48 seconds he still holds the Mille Miglia record. This is why the modern-day version of the legendary SLR carries the additional words “Stirling Moss” in its name. The new SLR Stirling Moss unites the character of the current SLR models with the fascination of the SLR of 1955. The core values of both the historical and the present-day SLR models include an exciting new design, innovative technology, high-class materials displaying perfect craftsmanship, and, above all: a unique driving experience for all the senses.
Whilst the 300 SLR earned its spurs on racing circuits the world over, the new member of the SLR family is not designed for the racetrack. Although it sets new standards in terms of technology, performance and excitement – just like its forebears – it is aimed at individuals who have exquisite requirements and nurture very special dreams.
Highly puristic concept without a roof or a windscreen
Remaining totally true to the specifications of the 300 SLR, the new Silver Arrow’s equipment is extremely sophisticated and yet at the same time decidedly spartan, doing without both a roof and side windows. There are just two wind deflectors a couple of centimetres in height to protect the driver and passenger from the airflow. Two air scoops integrated into the bodywork serve as roll-over bars. With this extreme concept the new SLR Stirling Moss is visually very different from all the other vehicles which belong to the elite sports car class.
Just like the legendary racing vehicles of yesteryear, the SLR Stirling Moss dazzles with its superlative performance. Accelerating from zero to 100 km/h (62 mph) in less than 3.5 seconds and with a top speed of 350 km/h (217 mph) this puristic high-performance sports car denotes completely new dimensions in open-top driving. And not just because of the impressive performance figures; every time drivers take to the wheel of the SLR Stirling Moss their senses are addressed with a previously unheard of intensity, conveying a driving experience in its purest and most sensual form. This automotive thoroughbred thus facilitates the kind of open-air feeling that is utterly unique for a road-going vehicle.
Exciting design reminiscent of the SLR racing cars
The entire bodywork of the SLR Stirling Moss is made of fine lightweight carbon fibre and represents a stand-alone design concept. Whilst the Mercedes-Benz designers were working on the body of the new SLR Stirling Moss, they were fully aware at every single moment that they were creating a vehicle with a top speed of 350 km/h (217 mph). At the same time this supreme athlete is highly reminiscent of the SLR racing cars from the 1950s, whose design idiom still never fails to impress to this day.
The SLR Stirling Moss sports an exciting, pronounced arrow-shaped form and is characterised by an elongated bonnet and a compact, muscular rear. As there is no windscreen, the exterior and interior flow smoothly into one. The bonnet also stretches from its striking tip right down into the interior, giving the vehicle body a distinctly sleek air. Even when standing still, the sports car radiates a dynamism that the observer immediately falls under its spell.
Further eye-catching features include two air scoops behind the driver and passenger. They carry additional roll-over bars, also uniting the traditional and the modern. The wings are powerfully contoured. Black-painted ventilation “gills” sitting facet-like on the sides and on the bonnet also cite the legend. A thrilling interplay of light and shadow ensues through the expressive lines, underlining the dynamic overall impression.
Exactly as they were on the shining historical example, the side skirts on the new SLR Stirling Moss are also very high. This prompted the designers’ decision in favour of folding swing-wing doors which open forwards.
The vehicle can be closed by two tonneau covers which are carried in the boot. When both tonneau covers and the doors are closed the SLR Stirling Moss resembles a sculpture.
In keeping with the puristic exterior of the vehicle, the interior is also reduced to the bare essentials. Surfaces in the instrument panel and doors make for an exciting atmosphere and epitomises perfectionism. A mixture of high-class authentic materials such as carbon fibre, aluminium and fine-quality leather sets the style here. An aluminium plate carries the engraved signature of Stirling Moss and covers the area around the shift lever.
Innovative technology and polished aerodynamic concept
Developers working on the Stirling Moss were able to fall back on a wealth of experience gathered when producing the SLR Coupé and Roadster, in particular where the technical base was concerned, with its extravagant carbon-fibre design, high-performance suspension and throaty V8 engine. The common denominator uniting the Stirling Moss with the other members of the SLR family is the aerodynamic concept with a closed underbody and a diffuser in the rear bumper for maximum possible downforce at the rear axle – with one difference: the diffuser here is considerably larger than that on the coupé and roadster.
Thanks to the high-precision work carried out in the wind tunnel, the SLR Stirling Moss always generates sufficient downforce for extremely safe handling. But the driver can also manually operate the AIRBRAKE in order to increase the contact pressure further, during particularly sporty driving, for example. The AIRBRAKE is also raised during powerful braking at speeds above 120 km/h (75 mph), so as to stabilise the vehicle even more in such situations, thus facilitating maximum possible deceleration.
Limited to 75 units – the SLR models’ crowning glory
The new SLR Stirling Moss is the kind of high-calibre speedster coveted by the sporting gentry and enthusiasts alike. At the same time it is a collector’s item which marks the pinnacle of an era and, for the foreseeable future, at least, the final curtain for the SLR. In May 2009 production of the SLR models will cease; only a total of 75 units of the Stirling Moss will be manufactured between June and December 2009, bearing chassis numbers from 1 to 75. Not only does this exclusive vehicle represent the conclusion of the current SLR family; it also serves as a very special thank you to the most loyal of SLR customers, for they are the only ones able to acquire a Stirling Moss..
