Compared with the “standard” CLK63 AMG coupe, the Black Series is nearly 100 pounds lighter, and more potent. For one thing, there’s enough featherweight, beautifully sculptured carbon fiber inside and out to make about 1000 of those chic executive ashtrays.

Other upgrades include a retuned suspension with adjustable coil springs and ride height, a wider track front and rear, 19-inch forged-alloy AMG wheels wearing Pirelli performance tires, thicker composite front brake discs, strut tower braces under the hood and in the trunk, and a multiplate rear limited-slip.

As in all AMG products, the engine is handbuilt by one man from start to finish. The 6.2-liter V-8 is upgraded for Black Series duty with newly enlarged intake ducts, reprogrammed software, and a low-restriction sport exhaust. The result is 25 additional horsepower, a heady 500 horses at 7000 rpm. Torque climbs 13 pound-feet, to 478 at 5200 rpm.

As in the standard car, the transmission is an AMG-optimized version of Mercedes’s fine seven-speed automatic. Aluminum shift paddles behind the wheel and three transmission modes-including full manual-allow as much or as little gear-changing involvement as you like.

The Black Series cockpit is an intimate space. The deeply bolstered sport seats fit like a wetsuit, and the C-Class cabin doesn’t have an ounce of airy flab. Ahead of you sits a superb leather steering wheel with “F1-style” flat bottom. To your right is a stubby aluminum shifter that works so well you wonder why any car needs a Louisville Slugger jutting up between the seats. Judging by the reckless expanses of pricey carbon fiber draped across the dash and console, the designers are the sorts of people who feed Osetra caviar to their cats.

On the road, the Black Series reminds you of its track-optimized mission with a ride that’s as taut as an upper-octave piano string. Thanks in part to its ultra-stiff chassis, though, impacts are well absorbed and the driving experience is never brutal. The speed-sensitive power steering, modified for Black Series action, has a pleasing heft and feels more communicative than what we’ve experienced in other AMG models recently. Turn-in is sharper than the typical AMG model, too-though at 3911 pounds, the Black Series is hardly a slim sports racer.

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The W204 range will replace the W203 with longer, wider and taller bodies, distinctive radiator grilles, more power, more standard features and enhanced safety, traction and stability functions. The cars will still be marketed as Classic, Elegance and Avantgarde (in ascending order of price and equipment) with a choice of five engines and base prices ranging from R292 000 for the four-cylinder C200 Kompressor to R415 000 for the C350 V6. The four-cylinder engines will come with either a six-speed manual or five-speed auto gearbox.

The four-cylinder engines will come with either a six-speed manual or five-speed auto gearbox; the V6 models will only be available with a 7G-Tronic seven-speed auto/manual sequential gearbox complete with change paddles on the steering wheel. Overall, Mercedes says, the new C-Class cars are eight kilograms lighter than their predecessors.

Around 70 percent of the shell is made of high-strength steel alloys, a percentage unprecedented in passenger car development, according to Mercedes, and having a tensile strength three or four times better than that of “ordinary” steel. Aluminium is also widely used in the cars for the front fenders, crash boxes, rear parcel shelf, cross-members and the doors.

Overall, Mercedes says, the new C-Class cars are eight kilograms lighter than their predecessors and their integrity was unquestioned with the cars’ exceptionally quiet ride on the often-questionable roads of the Lowveld. Mercedes says the shell is “practically undeformable” and will provide a survival cell even in a high-speed collision. The way all this is put together has also paid off in reducing the cars’ drag co-efficient to 0.27.

Starting at the front, the new C-Class has several different grille designs with varying numbers of bars and positioning of the Mercedes star. Three extended, horizontal bars and a big, central star characterise the Avantgarde model, the Elegance has a three-dimensional, louvered grille with a high-gloss paint finish and the Classic is more restrained.

Further improvements have also been made to the engine, turbocharger and common-rail diesel direct-injection of the four-cylinder, C220 CDI whose power has risen by 15kW to 125kW and torque by 18 percent to 400Nm while fuel consumption has dropped to a claimed 6.1 litres/100km. All four-cylinder units can take either a six-speed manual or five-speed auto transmission.

The V6 engines are unchanged with a choice of C280 or C350 developing 170kW and 200kW respectively. The six-cylinder of the new C320 CDI has an output of 165 kW and all six-cylinder models are available only with a 7G-Tronic, seven-speed automatic/manual sequential transmission.

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Design, dynamism, dimensions, these are the shared hallmarks of the Sports Tourers which make them individual and distinctive. The design lines with their striking front ends emphasise the muscular and active nature of the Sports Tourers, which are equipped with high-torque CDI diesel engines.

In the Grand Sports Tourer “Vision R” a new V6 power unit ensures effortless performance, thanks to 218 hp and 510 Nm from 1800 rpm. Generous seating space, exemplary comfort and a high level of practicality are other attributes shared by the Mercedes-Benz Sports Tourers, providing first-class conditions for relaxed and enjoyable touring.

The idea of the Sports Tourer, which Mercedes-Benz first presented in 2002, combines the advantages of familiar vehicle concepts such as a sporty saloon, estate, van and “Sport Utility Vehicle” (SUV) to create a new category in its own right. Accordingly the show cars impress with their size, comfort and practicality while meeting the highest expectations in terms of performance and dynamic handling.

The Sports Tourers are the Mercedes-Benz answer to the wishes of forward-thinking people for an automobile with an exciting design and a striking character which is equally suitable for family, recreational and professional use. Both concept vehicles provide this versatility. The Grand Sports Tourer “Vision R”, which Mercedes-Benz is presenting in its European version with a wheelbase of 2980 mm in Paris, is designed as a 4+2-seater. The passengers have the benefit of comfortable, single seats and a level of spaciousness which exceeds that of many a luxury saloon.

Thanks to four-wheel drive, air suspension and the powerful new V6 diesel engine, the large Sports Tourer has everything needed for dynamic driving pleasure. Equipped with the 7G-TRONIC seven-speed automatic transmission, the 218 hp six-cylinder powerplant manages more than 32 mpg. The exhaust emissions meet the EU-4 standards, and the particulate filter system developed by Mercedes-Benz also reduces soot emissions.

Thanks to its intelligent concept, the Compact Sports Tourer “Vision B” is likewise in a class of its own. Arranging the engine and transmission partly in front of and partly beneath the passenger cell, according to the sandwich principle, gives this all-new touring car the interior spaciousness of larger saloons and estates despite its compact external dimensions. The compact Sports Tourer is powered by a new four-cylinder diesel engine with an output of 140 hp and a highly respectable torque of 300 Nm. Other equally impressive attributes are a fuel consumption of over 47 mpg and exhaust emissions at EU-4 levels. A diesel particulate filter is also included.

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Mercedes is trying to get back to the over-attention to detail for which their cars used to be known. Examples abound in the CLS: A black dashboard topper for the beige interior, which all but eliminates dangerous windshield glare. A “max cool” button for the air conditioning system. Frameless door glass.

And then there’s the center console armrest: It’s double-hinged to open left or right, so either driver or passenger can reach the contents with ease. Once inside there’s enough room to sit comfortably, but the fact that you have to scoot your toes in under the front seat presents an additional challenge when trying to get out. All in all, aside from the individual temperature controls, the back seat accommodations aren’t any better than Mercedes’ own E-Class. And while the E seats five, the CLS only accommodates four.

Driving the CLS takes some getting used to. The driving position is somewhat awkward because the steering column is offset slightly to the right, a consequence, I would guess, of taking a car based on the E-Class platform and widening it by two inches. The added width, the CLS is as wide as a Mercedes S-Class, makes the CLS feel like a much bigger car, but the turning circle is remarkably tight: The CLS can pull a U-turn on small residential streets. The rear-wheel-drive CLS550 is powered by a new 382 horsepower 5.5 liter V8 with a 7-speed automatic. Acceleration is brisk, passing is effortless, and the CLS is remarkably quiet at all speeds.

Regardless of which suspension mode you select the CLS is very stable in sudden swerves. The fun factor isn’t very high, though, even with the suspension in sport mode. If you really love to drive, try the CLS550’s big brother, the CLS63 AMG, provided the $96,000 price tag doesn’t put you off.

You can’t help but love the way the CLS looks, even if it does seem to evoke the ire fellow motorists. But from the inside you’ll barely notice the CLS’ more rakish styling. You will, however, notice the offset steering wheel and the challenge of driving a wider car, provided you aren’t too busy apologizing to your rear-seat passengers for not warning them to watch their heads as they got in. 

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It’s also reassuring to reflect that this car has a real racing heritage, mechanically identical to cars that appear on Formula 1 Grand Prix racetracks every weekend. Why were we at the Ring? And what’s this got to do with the U.S. market? We’ll get to that in a minute. Mercedes currently offers 18 AMG products, and discerning buyers, half of them living in the U.S., gobble ’em up as fast as they’re produced. Emboldened by this success, the AMG marketing brain trust came up with the Next Step: a special edition of an existing AMG product.

Think about that. Since all AMG models are special editions, we’re talking about a special edition of a special edition: Meet the CLK63 AMG Black Series. As the name suggests, it’s an embellishment of the current CLK63 AMG coupe, which isn’t offered in the U.S. Cabrios are the only ones available in the U.S. But the Black Series is an exception to that rule, the first of its kind to be offered to U.S. buyers. The Black Series begins with a CLK63 AMG coupe, a pretty lofty starting point. Black Series upgrades are extensive. Bigger brakes, 14.2-inch vented rotors front (versus 13.4 for the CLK63). AMG refers to the rotors as “composite,” which in this case means iron discs mated to aluminum carriers.

Bigger wheels: 19-inch forged aluminum versus 18s for the standard CLK63, with larger footprints of 265/30 front and 285/30 rear. The wider tires are sheltered by carbon-fiber fender flares, and carbon fiber is abundant throughout the car, right out to the small spoiler adorning the decklid and the diffusers below the rear fascia. Although the Black Series has all the luxo goodies that make the going pleasant in other Benz offerings, the carbon fiber, plus other weight-paring measures, conspire to reduce curb weight by about 100 pounds versus the CLK63 coupe’s and some 200-plus pounds versus the cabrio’s.

That math puts the Black Series around 3900 pounds, a number we wish were even lower.
Suspension: AMG sport dampers replace the standard Mercedes equipment, with higher spring rates and bigger anti-roll bars. Shock-absorber damping is adjustable, but not from the cockpit, and there’s also 20mm of adjustability in the static ride height, provided you have the right tools. As with other recent AMG offerings, the CLK Black Series is propelled by the new AMG 6.2-liter aluminum V-8. In this application, a special set of exhaust headers and revised engine management raise output from 475 horsepower and 465 pound-feet of torque to 500 and 478, respectively.

As incremental gains go, that may not sound like much. But mated to a shorter final drive, a little less mass, and reprogrammed shift parameters for the seven-speed automatic transmission, it feels like more than not much. In fact, it feels like a lot, particularly with Nürburgring corners rushing toward us like Ronin on fast forward. AMG’s acceleration forecast is 0-to-60 mph in 4.1 seconds. Since we’ve already recorded a 4.2 for the CLK63 cabrio, less power, more mass, 4.1 seems pretty conservative. 

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You will also be impressed with the 5.5-liter twin-turbo V-12 produces 612 pound-feet of twist from a mere 1800 rpm and sustains that level to 3500 rpm. So each of the five gears provides relentless thrust throughout its range.

When driven in this somewhat extravagant manner, with both BorgWarner turbochargers blowing a 14.5-psi kiss of life to their respective cylinder banks, the 4800-pound CL600 will reach 60 mph in just 4.3 seconds. The quarter-mile marker blurs by at 113 mph in a brief 12.8 seconds, and that’s just 0.2 second behind the fabulous new Audi R8 mid-engined supercar.

It’s true that the car’s acceleration impresses itself on the mind by sheer physical force, but once high speeds have been attained, there’s little noise from the drivetrain, tires, or wind passing by to alert you to the massive momentum on hand. New owners will need to get used to this feeling or suffer the inevitable consequences, numerous traffic citations or possibly financial impacts of a more physical nature.

Whereas the other instruments have real needles, the speedometer is just an image of an analog gauge and can thus double as a message center and night-vision display. It’s a high-tech solution masquerading as an old-fashioned instrument, but it matches the rest of the dashboard, which includes a small square analog clock, and is pretty convincing to boot. Like the gauge cluster, the car’s interior is a blend of new and established techniques. Leather embraces the seats and the headliner. Whatever, it’s pretty cool, with neat stitching and tidy pleats. The leather is set off with high-quality moldings and chestnut or burled-walnut trim used sparingly in a stylish flourish.

Considering how many mechanisms have to be controlled from the cockpit, we find that this latest version of Benz’s COMAND interface is more-or-less intuitive to the computer-savvy driver. But there were a few functions that would have most people diving for the owner’s manual, among them the control of the adjustable lumbar support and shoulder bolsters, which can also be set in active mode to firm up in corners. We found the constant nudging to be annoying, so we had to locate the button that accesses that specific set of controls and then experiment with the options until the damn thing stopped.

Of course, this elaborate complement of equipment and creature comforts comes at a price: nearly 150 grand on the sticker, and 4800 pounds on the scales. Not that this car’s intended customers would feel either manifestation much. Mercedes-Benz’s ABC suspension technology puts hydraulic rams at each of the four coil springs, providing active spring-preload control. In this way, ABC can alter roll stiffness as well as fore-and-aft spring rates for pitch control and automatic ride leveling.

The result is a big car,  this is the S-class platform, after all, with unexpected nimbleness in every environment. There’s limited compromise to ride comfort, too, since ABC only responds when needed. So the CL600 tools around suburbia with suave composure, feeling like a much smaller car. The typical Mercedes tight turning circle (38.1 feet) helps shrink one’s sense of the car’s size appreciably in urban environments, where you can make U-turns more easily than you can in a supercharged Chevy Cobalt SS. 

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This gives rise, in combination with the racing-type chassis, to outstanding ride characteristics. The top speed of the new Mercedes-Benz SLR McLaren Roadster, which is powered by an AMG V8 compressor engine delivering 617 bhp, is 206 mph, therefore at the same high level as the coupe.

Like the coupe version, the new Mercedes-Benz SLR McLaren Roadster once again unites the legend of the successful SLR racing models from the 1950s with the innovative technology of modern Formula 1 vehicles from the Vodafone-McLaren-Mercedes team. Typical stylistic elements, such as the arrow-shaped tip of the Formula 1 Silver Arrow, establish a visual link with the racing cars. The SLR legend of the 50s lives on stylistically in the distinctive lateral louvers, side pipes behind the front wheels and the wide-opening gullwing doors.

The exceptional qualities of the Roadster are attributable also to the fully retractable top, which blends harmoniously into the flowing lines of the SLR McLaren. Its newly developed roof material, which is available in three different colors, not only guarantees complete suitability for everyday use in all weathers, but also endows the high-performance sports car with characteristics that are exceptionally unusual in a roadster.

The roof opens and closes semi-automatically in less than ten seconds, thereby combining the desire for convenience with the puristic character of the roadster. To open, the roof merely needs to be unlocked from the windscreen frame and be briefly raised, after which it folds away electrically. Since an aluminum cover is integrated into its front section, the roof elegantly closes off the top when retracted.

In the wind tunnel, the Roadster has been optimized for high speeds with regard to handling, aeroacoustics and aerodynamics. It likewise employs the aerodynamic concept already known from the coupe version, featuring an airbrake integrated into the access lid and a diffuser in the rear bumper to provide increased downforce on the rear axle.

The open two-seater is equipped with a racing-type chassis featuring high-performance carbon-ceramic brake discs, thereby setting extremely high standards. Its front-mid-engine provides for optimum weight distribution. With 617 bhp and a maximum torque of 575 lb-ft, the AMG V8 compressor engine, which is coupled to an AMG Speedshift R five-speed automatic transmission, accelerates the Roadster from zero to 60 mph in 3.6 seconds.

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Two special events will make 2007 a particularly important year for Mercedes-AMG. First off the arrival of a new top model, the CL65 AMG, which rounds off the unique AMG range and which also, in “40th Anniversary” limited edition, will mark a special anniversary: the high-performance brand of the Mercedes Car Group (MCG) celebrates its 40th birthday in 2007.

In order to mark the 40th anniversary of Mercedes-AMG, the high-performance brand of the Mercedes Car Group, in suitably glittering style, the CL65 AMG is also being offered as a “40th Anniversary” limited edition model. A new type of paint finish reflects the special status of this exclusive version, which is restricted to just 40 vehicles for the whole world. This exceptional AMG coupe is the very first series-production Mercedes to feature AMG Alubeam, a unique paint finish which has previously only been seen on a handful of Mercedes show cars.

The polished 20-inch AMG twin-spoke forged wheels painted in titanium grey also contribute to the superb roadholding of the CL65 AMG. At the front, the 8.5-inch-wide wheels are fitted with 255/35 ZR20 tires, while 275/35 ZR20 tires equip the 9.5-inch-wide wheels at the rear. With their filigree spokes, they offer tantalizing views of a brake system, the like of which is not to be found in any other manufacturer’s products.

The system in question is the AMG high-performance brake system which sets new standards for stopping power, sensitivity and resistance to fading. In keeping with the innovative approach typical of AMG, the front brakes of the CL65 AMG are equipped with twin sliding calipers.

A world first, this new technology combines the advantages of a floating-caliper brake, lower heat transfer to the brake fluid and significantly enhanced comfort as a result of the way the brake pads are located, with the performance of a large fixed-caliper brake. pattern, a color-coordinated Alcantara roof lining and embossed V12 logos on the front head restraints.

The “40th Anniversary” lettering on the center console confirms the exceptional character of the new coupe and at the same time serves as a reminder of the incomparable history of AMG. Further evidence of the car’s highly exclusive status is provided by the “One out of 40″ badge on the hand rest of the COMAND controller. of the CL65 AMG is complemented perfectly by the vehicle’s powerful, elegant and dynamic design idiom.

The AMG body styling and the self-assured lines of the large Mercedes coupe make a superbly cohesive formal statement. Large air intakes, side air outlets and round fog lamps with chrome surrounds dominate the front, as do the special AMG radiator grille with two horizontal chrome louvers and the darkened bi-xenon headlamps. Distinctive side skirts and “V12 BITURBO” lettering enhance the sides while the two twin chromed V12-design tailpipes and the muscular rear apron with its black diffuser insert make the rear of the vehicle particularly eye-catching.

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Be that as it may, with the introduction of the fourth generation C-class (W204), the long quest for sports-sedan equality may be over. Based on a short first drive in a C350 Sport, the smallest Mercedes sedan looks ready to challenge BMW’s segment leadership on fairly equal footing. Smallest is a relative term here. The baby Benz is smallest among Mercedes’ four-door sedans, but it’s bigger in every dimension than its predecessor, and also bigger than 3-series four-ports in length and height, riding on an identical 108.7-inch wheelbase.
Bigger translates to roomier, something rear-seat passengers are sure to appreciate.

But bigger also translates to increased mass. Mercedes worked hard to keep curb weights in check for the new car, but there appears to be some inevitable gain at the scales. Mercedes forecasts 3615 pounds for the C350 Sport under scrutiny here, which is 100 more than the C350 Sport we tested in the November 2005 issue of Car and Driver and heavier than either of the gasoline-powered 3-series sedans (328i, 335i) we see in the U.S. market.

That 2005 C350 sprinted to 60 mph in an impressive 5.5 seconds. The new C350 Sport is propelled by the same 3.5-liter DOHC 24-valve V-6 as its predecessor, with identical output (268 horsepower, 258 pound-feet of torque), mated to the same seven-speed automatic transmission. All things being equal except for a slight increase in mass, it’s hard to see the new C350 being quicker than the gen-three edition. Mercedes forecasts 6.6 seconds, which we view as conservative.

In any case, the C350 doesn’t have the authority of a BMW 335i, with its 300-hp twin-turbo six. On the other hand, the Mercedes seven-speed automatic makes the most of the C350’s power (although we could wish for quicker upshifts in paddle-shift manumatic mode), throttle response is instantaneous, and performance in dicey mountain-road passing maneuvers leaves little to be desired.

Although Mercedes hasn’t announced pricing, when the new C-class cars begin rolling into North American showrooms in late June, window stickers are expected to start at about $32,000 for the C300 Sport, $35,000 for the C300 Luxury, and $40,000 for the C350 Sport. The C300 4MATIC, due later in the year, will probably start at about $37,000.

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Boasting an output of 125 kW (170 hp) and a peak torque of 400 Nm, the Vision C 220 BLUETEC consumes 5.5 litres of diesel per hundred kilometres. With the Vision C 220 BLUETEC, Mercedes-Benz is providing a taste of things to come as part of its BLUETEC initiative which was launched in the US last autumn.

The initial impetus came from the market launch of the E 320 BLUETEC in North America in October 2006, which was timed to coincide with the introduction of low-sulphur diesel in that part of the world. A fuel consumption figure of 6.7 litres per hundred kilometres makes the E 320 BLUETEC one of the most economical vehicles in its class in the US.

For the US market, Mercedes-Benz will be offering three further V6 BLUETEC models, R Class, M-Class and GL-Class, with BIN-5 certification for all 50 states from as early as 2008. At the Detroit Auto Show in early January, the Stuttgart-based manufacturer demonstrated just how suitable the clean, economical, high-torque engines are for large cars and SUVs: the V8 diesel engine in the Vision GL 420 BLUETEC that was on display at the show has an output of 216 kW/290 hp, a peak torque of 700 Nm and an expected fuel consumption of just 9.8 litres per hundred kilometres.

With the first four-cylinder BLUETEC model, Mercedes-Benz illustrates just how versatile this innovative technology can be. Following the US launch, Mercedes Benz will also introduce BLUETEC in other markets. The technology is currently being adapted to European market requirements and further Mercedes Benz models, the aim being to also offer BLUETEC for European customers, starting in 2008.

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