Originalmente Colocado por cheapas
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Vai haver um restyling para setembro/outubro de 2008 -
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Ora vejam o que encontrei num forum internacional:
Era mesmo assim que deveria sair não acham?Comentário
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Parece que sim. Se saisse mais estilo "3 volumes" entraria no espaço do CLK.Comentário
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EVO - Car Review: Mercedes C63 AMG
This is Mercedes’ answer to the M3 and RS4, and it’s a seriously desirable machine
The new Mercedes C-class estate has a lot to recommend it. The maximum load capacity is a class-leading 1500 litres. The 3.5-litre V6 is an impressively smooth engine. The handling is engaging. There are even coat-hooks on the tailgate. It is a fine car. It’s also an intensely frustrating one if you have to drive it around for an entire afternoon knowing Mercedes is playing ‘hide the C63 AMG’ somewhere nearby until 8am the following morning…
It’s worth the wait, though. After a restless night, it’s hard to tell which brings my early morning bleariness into sharper focus, the pipe-cleaner of cold mountain air entering the nostrils or the sight of a greyscale line of white, silver, grey and black C63s silently waiting. No pictures can do the sheer aggressiveness of the C63 justice. The shoulderless M3 would wilt in its shadow and even the squat RS4 would appear slightly soft-edged parked alongside.
The front, which hides two new oil-coolers for engine and transmission, is deep, slightly pointed and chunky. The two ‘Power Domes’ on the bonnet are more ‘Power Ridges’ but they have a much greater visual impact than you’d credit. The 6.3 badging as you walk around the side is nice. You can have 19in wheels but the standard 18s with their deep runnel in each of the five spokes are some of the best I’ve seen in ages. A diffuser (which they admit is just a must-have visual accessory) splits the quad tail-pipes at the rear, while a BMW-esque lip on top of the boot serves as a rear wing. The rear bumper also appears to jut slightly, adding to a certain DTM atmosphere.
There’s a Touring Car hint inside too, with a really rather fantastic steering wheel. It’s flat-bottomed, appears marginally horizontally stretched and is just slightly smaller than your average. Two silver paddles are attached to the back of it, marked ‘down’ (left) and ‘up’ (right). As in the RS4, the sports seats have single-piece backs and bolsters that inflate round the sides of your ribcage, but these are slightly plusher than the Audi’s. The rest of the interior is pleasantly unremarkable C-class fare, reminding you that for all its DTMness this is still a saloon that has to be as functional as a daily commute.
It would be a daily commute that would start with a small explosion every morning, however. Turn the key and the cold V8 comes to life with an unexpectedly loud report before settling to a deep, familiarly steady burble. Having used our time in the load-lugger yesterday to recce a few roads, we know where we’re heading and ease out through the sleepy German village. The steering feels promisingly devoid of the low-speed lightness that afflicts other variable racks, although the car as a whole feels quite large manoeuvring through the streets past parked cars. The ride is firm but fantastically tightly controlled.
We’re aiming for fast, smooth roads to start with – the perfect environment to discover what the headline figures mean in reality. In case you need reminding, the numbers are 449bhp at 6800rpm and 442lb ft of torque at 5000rpm (with at least 83 per cent of maximum torque, or 369lb ft, available from 2000 to 6250rpm).
It’s soon clear that, in a smallish four-door saloon, that sort of energy feels monstrous. The 6.3 litres wake up at 2000rpm and then deliver their performance in a rapid, unstressed, utterly linear manner all the way to the 7200rpm limiter, as 120mph appears from nowhere. It’s like a heavyweight boxer casually knocking out a lesser mortal. Overtakes snap your head back and corners arrive so rapidly that fast sweepers can begin to look a bit tight. It is a seriously, seriously quick car. There are no traction issues either, the C63 deploying every last scrap, the yellow ESP triangle staying resolutely unlit unless you start clomping the throttle provocatively.
Gearshifts are dealt with in one of three modes. ‘Comfort’ is for others. ‘Sport’ reduces shift times by 30 per cent, holds onto each of the seven gears longer and downchanges earlier. Shifts in ‘Manual’ take half the time of those in comfort and the ’box won’t change up unless you tell it to.
It’s worth driving in Sport to start with, as it helps you to readjust to the reach of the engine. At 3500rpm the V8 sounds like it’s spinning at about 6000rpm, so if you’re in manual mode the initial temptation is to change up too early, particularly as the rev-counter is tucked over to the right slightly out of sight. When you do start using the paddles – which feel like slightly soft switches – the key is to wait until your peripheral vision spots the speedo turn red before pulling back with your right index finger.
The 7G-Tronic still isn’t the snappiest shifter but this is the first time it has had blips on the downchanges, and it’s a big improvement. There was still the occasional unanswered call, and there’s a strange slurring if you’re not going quickly when you change down, but brake late and change aggressively and you’ll be accompanied by more, very satisfying, small explosions from the exhaust pipes.
The ESP now has three very well-judged stages too – ‘On’, ‘Sport’ and ‘Off’. And ‘Off’ really does mean off, so you can indulge yourself and do big skids. If you want to showboat, however, it’s worth noting that until the sport pack arrives, electronics are cleverly doing the work of a limited slip diff, and there are some curiosities to the way it slides. At first it can feel like an inside wheel is spinning up, as if there’s no diff (which there isn’t), and then once you’ve broken traction in both tyres it can be a little tricky to modulate the slip with the throttle.
Mostly the C63 is not a hooligan, however. It just demolishes a road. The front track has been increased by 35mm and the rear 12mm over the standard C-class, and the front suspension is a completely new three-link design. Combined with a larger anti-roll bar, this has made the front end 100 per cent stiffer. Throw the car at a sequence of corners and it moves as one through them, front and rear ends in unison. Grip is huge and the C63 sits very four-square on the road. Its ground-covering ability is so devastating that it’s up there with Subarishis. The natural balance means that the front will push fractionally wide first and it would be nice to have a little more feel through the steering when it happens, but it’s progressive and easily adjusted. Such is the speed and ability of the car that the huge six-piston callipers clamping the 360mm discs only just seem adequate. I would have liked a bit more confidence and information from the middle pedal when slowing all 1730kg into a corner, too.
By the time we arrive at AMG’s headquarters, the C63 has undoubtedly sealed its place alongside the M3 and RS4. No longer is it the obvious bronze medal of the trio. But has it beaten them? Would I take a three-pointed star over a blue-and-white roundel or four rings? In terms of looks, yes. If I wanted to get from A to B as quickly as possible, yes. If I wanted the most enjoyable car… no, not quite. The paddle-shift still isn’t quite beyond reproach, particularly sitting next to the Bimmer’s fantastically slick manual. And brilliant and impressive though the C63’s chassis is, the malleability of the BMW still shines through and gets the nod.
Oh, and if I wanted to transport 1500 litres of stuff and have coat-hooks on the tailgate? Then yes, I’d have a C63 AMG, because the estate should reach us at the same time as the saloon next summer.
evo RATING (4.5 out of 5)
+ Massive power, crushing pace
- Paddle-shift auto still isn’t the greatest
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Este carro faz-me perder o juizo...
Quantas estrelas levou o M3 da Evo?Comentário
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Provavelmente as 5...Originalmente Colocado por AMGfan Ver Post
Quanto ao que o reviewer achou entre o M3 e C AMG podes ler o penultimo paragrafo
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CL63...
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naaaaaaaaaaaaaaão...lolOriginalmente Colocado por Marcosfilipefrias Ver PostOra vejam o que encontrei num forum internacional:
Era mesmo assim que deveria sair não acham?Comentário
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As restantes fotos
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a traseira parece igual...8-)Comentário
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É o mesmo modelo com um facelift pesado
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É que até os vidros parecem ter exactamente o mesmo formato...Originalmente Colocado por carlos andrade Ver PostÉ o mesmo modelo com um facelift pesadoComentário
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Originalmente Colocado por HaagenDazs Ver Post
Fotocopia praticamente, nao deixa de ser bonito!Comentário
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Estive a ler uma revista auto francesa em que vinha la o teste ao magnifico Mercedes C63 AMG , mas lindo lindo é o preço em França 80.000€
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Mercedes BLK
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não andas muito longe da verdade.Originalmente Colocado por carlos andrade Ver PostÉ o mesmo modelo com um facelift pesado
apesar de visualmente se aproximar à actual classe C, na realidade continuará a utilizar a base do anterior.
Ou seja, basicamente teremos um profundo restylingComentário
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Mercedes SLR McLaren 722 GT by Auto Express
Welcome to the most exclusive driver’s seat in the world!
By Juergen Zoellter December 2007
Sitting behind the wheel of the mighty Mercedes SLR McLaren 722 GT is a pleasure only 21 wealthy buyers will get the chancce to enjoy.
This special evolution of one of the planet’s most exciting sports cars has been developed to offer all the thrills of the most glamorous race championships without the full commitment of taking part in one. As well as the two-seater, the price buys you entry to the SLR Club, and an invitation to contest the SLR Club Trophy on a series of race tracks – nearly all of which are on the F1 calendar. Is it any surprise so many people want to join? We caught up with the model at the Paul Ricard circuit in France to find out.
At the heart of the 722 GT is a series of modifications which turn it from a formidable road car into a race-ready track machine. Much of the engineering has been carried out by UK firm Ray Mallock Limited (RML), which has seen success in endurance racing and the British Touring Car Championship. RML has also built roadgoing specials – most recently a mid-engined Nissan Micra complete with a 3.5-litre V6.Based on a normal SLR, the 722 GT gets extra pace courtesy of a 670bhp version of the AMG-developed 5.5-litre supercharged V8. There’s revised suspension, plus new wheels with slick tyres. Enormous brakes help slow the car from its 195mph top speed. And a special aerodynamic package has been developed, comprising a massive rear wing and ground-hugging nose cone, complete with extra cooling vents.
Big changes have been made inside, too, with a pair of lightweight bucket seats and matching six-point racing harnesses to help keep the driver and passenger pinned tightly in place.
The dash is replaced by a simple carbon panel that houses the heater controls, while an LED display provides speed and rpm readouts, as well as general information like fuel load and engine temperature. A single starter button spins the V8 into life, while the enormous side-exit exhausts make a sound like cannon fire.
On the track, the SLR quickly proves to be truly sensational. It weighs 300kg less than the standard McLaren – at 1,390kg – and with an incredible 830Nm of torque, the 722 GT accelerates with awe-inspiring urgency.
The 0-62mph sprint takes 3.3 seconds, and the car is instantly through the first three ratios of the gearbox and approaching the end of the start/finish straight at Paul Ricard before the brakes are pressed. It slows exceptionally quickly, shedding speed with such ferocity that you’re pushed hard into the seatbelt harnesses.
Even more incredible is the SLR’s mid-corner stability. Figures released by the engineers show it pulls nearly 2g through faster bends – courtesy of the impressive aerodynamics and slick tyres. From the passenger seat, the experience was the closest thing to being in a top-flight racer, without lining up on the F1 or GT grid.
Of course, that begs the question why you’d spend so much money on the car. The answer is simple: this SLR is aimed at super-rich customers who don’t have time to do a full season’s racing. It’s competition lite – you get the car, the circuit time and the technical support, but aren’t committed to the pressure and responsibility of contesting an international championship.
As a concept, it’s very appealing, even if the price is steep. One thing is for sure, however: if you love cars, racing and have the money but not the time, few other clubs offer such a spectacular combination of thrills.
Rival: Ferrari FXX
the £1,000,000, Enzo-based FXX offers a similar programme of racing experiences to the 722 GT. Michael Schumacher famously played a part in its development. But with all 20 cars sold out, getting a seat behind the wheel is nigh on impossible.
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A Mercedes SLR não conseguiu chegar aos 320 km/h em 2 milhas na Car & Driver desse mês...
=SComentário
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Mercedes SL para 2008 sem camuflagem pela Autobild:
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Estragaram o SL.Comentário
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