While covering the Petronas Pit Pulse event at Jalan Binjai, KLCC, KON came across the 8th KL Vintage & Classic Car Concours organized by KL City Hall. The show attracted the participation of 65 classic vehicles from various years between 1922 to 1985. Some of them were real beauties, and our man couldn’t help from snapping away. Here are pictures of the show’s participating cars.

1. 1922 Hot Rod Model T

2. 1928 Austin Seven Chummy

3. 1931 Ford Model A Tudor

4. 1936 Rolls-Royce 20/25

5. 1937 Mercedes-Benz Cabriolet

6. 1938 McLaughlin-Buick Limited 90L

7. 1939 Alvis 12/70

8. 1947 MG YA

9. 1947 MG TC

10. 1951 Bentley Mk IV

11. 1954 MG TF

12. 1954 Packard Clipper De Luxe

13. 1955 Austin A30

14. 1956 Mercedes-Benz 190 SL

15. 1957 Triumph TR3

16. 1957 Mercedes-Benz 190 SL

17. 1958 Mercedes-Benz 220 SE Ponton

18. 1959 Mercedes-Benz 220 S

19. 1959 Chevrolet Bel Air

20. 1959 Cadillac Coupe de Ville

21. 1960 Triumph TR3A

22. 1960 MGA 1600 Roadster

23. 1961 MG Midget

24. 1962 Chevrolet Corvette C1

25. 1962 Jaguar E-Type Series I

26. 1962 MGA MK II

27. 1963 Datsun Fairlady

28. 1963 Volvo P1800 Sports

29. 1963 Jaguar Mark II 3.4

30. 1964 Alfa Romeo Giulia Spyder

31. 1964 Singer Chamois

32. 1965 MGB Roadster

33. 1965 Jaguar Mk II Saloon 2.4-litre

34. 1965 Mercedes-Benz 230 SL

35. 1965 Volvo 122S

36. 1966 Mercedes-Benz 250 SE Convertible

37. 1966 Jaguar Mk II Saloon 2.4-litre

38. 1967 Volkswagen Fastback Type 3

39. 1967 Jaguar E-Type OTS

40. 1968 Peugeot 204 Cabriolet

41. 1968 Mercedes-Benz 600

42. 1969 Opel GT 1900

43. 1969 Mercedes-Benz 300 SEL

44. 1970 Mercedes-Benz 230 SL

45. 1970 Ford Capri Mk I

46. 1971 Mercedes-Benz 280 SE 3.5 Coupe

47. 1971 Mercedes-Benz 280 S

48. 1972 Volkswagen Karmann Ghia

49. 1973 Ferrari Dino

50. 1973 Jaguar E-Type V12 Series 3 OTS

51. 1973 Triumph Stag Mk 2

52. 1973 Volvo Sports

53. 1974 Ford Escort 1100 XL

54. 1974 Mercedes-Benz 280 SLC

55. 1980 Panther Kallista

56. 1981 Citroen 2CV 6

57. 1982 BMW Baur

58. 1982 Rolls-Royce Carmague

59. 1983 Alfa Romeo Spyder 2.0-litre

60. 1983 Lamborghini Countach & 1984 Lamborghini Countach 5000 S

61. 1985 Mercedes-Benz 230 Gelanderwagen

Talk about it:
- Autoworld Forum > Classic Cars > 8th KL Vintage & Classic Car Concours (27/3/2010)
- Autoworld Forum > Motorsports > Formula 1 > Petronas Pit Pulse (27/3/2010 – 4/4/2010)

At the recent Geneva Motor Show, Mercedes tuner Brabus GmbH unleashed a fearsome V12-powered version of the W212 E-Class Coupe. In place of the usual CDI and CGI engines is a 6.2-litre V12 bi-turbo engine rated to produce some 800hp and 1,420Nm. A telling comparison is that the E 63 AMG makes do with a modest 525hp and 630Nm from a naturally aspirated 6.2-litre V8.

Brabus E V12 Coupe

Origins of the V12 in the engine room is the 5,513cc M275 V12 bi-turbo motor used in the current S 600, CL 600, and SL 600. Brabus rebored the 36-valve powerplant to 6,233cc, accordingly bumping its output from 500hp @ 5,000rpm to 788hp @ 5,500rpm. Torque is also jacked up from a not-inconsiderable 800Nm @ 1,800-3,500rpm to 1,100Nm @ 2,100rpm

Merc’s 5.5-litre V12 bi-turbo bored out to 6.2

A 5-speed automatic transmission sends power to the rear wheels with help of a lim-slip-diff. Though the transmission has already been reinforced structurally to handle high output, Brabus still had to electronically limit the engine’s max torque to a ‘mere’ 1,100Nm in order not to tear the transmission to pieces.

Performance figures can be described with any number of superlatives, though we’ll settle for mind-boggling. You may draw your own conclusions after looking at the numbers yourself. Starting from rest, it completes the century sprint in 3.7 seconds, the double ton in 9.9 seconds, and finally 300kph in 23 seconds. That’s right – 300kph in less than half a minute! Top speed is electronically limited(!) to 350kph.

We aren’t exactly interested with the interior to be honest, but hey, it certainly ain’t gonna be sloppy.

Because of its supreme firepower, Brabus engineers had to significantly rework the W212’s brakes, suspension and aerodynamics to cope. Stopping power is provided by 12-piston 380 x 37mm cross-drilled & slotted discs up front and six-piston 360 x 28mm discs behind. The standard Brake Assist system from Mercedes-Benz is kept in this car.

Massive discs provide the necessary stopping power.

Brabus further claims that the E V12 is tuned to accept track use if needed. A Brabus-designed coil-over suspension can be adjusted to ten different bound and rebound settings, while ride height can be varied by 35mm.

As you would expect the bodykits slapped on the E V12 are not mere cosmetic upgrades. They are wind tunnel-developed, and are made from carbon fibre. The front end was designed to simultaneously reduce lift and supply air for the engine & brake cooling system. Working in tandem with the front vents are side outlets that allow ventilating air to flow out.

Those vents are not there just for show.

The E V12 will be built in very limited numbers, and Brabus asks for €478k (RM2.16 m based on an exchange rate of €1 = RM4.51). We don’t expect to see any coming to Malaysia, but Naza-Brabus has indicated that should any customer be willing to pay (and you’ll pay through your nose, mouth and ears) for it, they are ever ready to work something out.

Anybody out there can afford one?

KON

See also:
- Autoworld Blog >> Blog Archive >> Mercedes follows up E-class sedan with Coupe by TheGunner (5/3/2009)
- Autoworld Blog >> Blog Archive >> Mercedes-Benz E63 AMG (W212) by TheGunner (3/5/2009)
- Naza applies Brabus touch for W212 E-class by KON (6/1/2010)

Back in the 20th century, the car industry was a lot more clear cut in defining its products. Sedans had four doors and a boot while hatchbacks, depending on variant, were either three or five-doored. Growing bigger, we had pickups and SUVs, which were proper four-wheel drives. Then, to transport goods or a lot of people, most usually resorted to vans.

In recent years, the lines between the segments became muddled, thanks no doubt to the brilliance of the marketing and product planning guys, who started inventing new market segments. This brought us products like the soft-roader, for people who want the height and looks of a four-wheel drive, but still want it to drive like a car. Then came the multi-purpose vehicle, which had the awesome cargo/people carrying capacities of vans, but fused with some creature comforts and style, that a van obviously does not have.

The insanity has gone even further in the last couple of years as the manufacturers started to introduce niches between niches, coming up with products that overlapped two (or more) segments. Many such products are usually some sort of cross over between a coupe and/or SUV and something else. In older times, most of us conjure up images of two-doored vehicles when we think of the word coupe. Not any more.

Mercedes got the ball rolling with its now famous four-door coupe – the CLS. It’s arch nemesis in Munich came up with something even more outrageous – the X6, which they brand as a Sports Activity Coupe, essentially a fusion of a four-door coupe with an SUV. Now, the coupe door-count is set to increase to five, with Audi introducing the new A5 Sportback, penciled to go on sale in Europe this September. Initial images released by Audi, which consist only of a sketch showing the body shape and an upclose shot of the tailgate, shows inspiration being drawn from the BMW 5-series GT.

Designer’s sketch of the Audi A5 Sportback.

While BMW stopped short of officially labeling the 5 GT as a coupe, only describing it as a car with a coupe-like silhoutte, Audi had no such hesitation. As far as Ingolstadt is concerned, the A5 Sportback is a five-door coupe. Its brief is to combine the elegance of a coupe, the comfort of a sedan, and the practicality of an avant (as Audi calls its estates) into one stylish and shapely package.

Audi claims that the A5 Sportback has comparable leg and headroom with the A4 sedan, providing figures to back up their claims. The A5 Sportback has a roofline 36mm lower than the A4 sedan, and a wheelbase measuring at 2,810mm like the A4. Figures like these can be misleading, so we’re not buying into Audi’s claim just yet. Do not forget that the lowered roofline would also need to accomodate the hinge mechanism of the tailgate, which a saloon would not have.

Roofline is only 36mm lower than A4 sedan.

There will be five powerplant options available for the A5 Sportback upon launch – two petrol and three diesel, all of which feature direct fuel injection and comply with Euro 5 emission standards. For the petrol variants, we have the famous 211hp 2.0 TFSI engine along with the 265hp 3.2 V6, both of which are offered together with Audi’s quattro all-wheel drive system.

The 2.0 TDI, which is the entry level model of the Sportback range, features the same 170hp/350Nm turbodiesel powerplant as the VW Golf GTD mated with a six-speed manual transmission and fitted with a start/stop function. Moving up the range, we have a 2.7 TDI good for 190hp & 400Nm. On top of the diesel range is the 3.0 V6 TDI quattro, which produces 240hp & 500Nm.

Optionally available on the A5 Sportback is the Audi drive select system, which allows the driver to choose between three different modes determining throttle response, gear shifting points (for S-tronic or multitronic), and steering response. It must, however, be ordered together with any one or more of the following: adaptive shock absorber control, continuously variable assistance dynamic steering, and quattro with sport differential, with the latter applicable only to the 3.0 TDI and 3.2 FSI.

The A5 Sportback will go on sale in Europe this September with the entry level 2.0 TDI offered at a starting price of €36k. By mid-2010, a new entry level model, presumably a 1.8 TFSI will go on sale as well, making the Sportback the entry model of the A5 model range.

Car manufacturers very often love to indulge themselves in launching special or limited editions of selected models in their range. Basically, these are usually nothing more than marketing stunts to promote additional interest and attention to the specific model. The latest to join that list is the BMW M3 with the rather peculiarly named M3 Edition Models.

BMW M3 Edition Model

Based on the M3 Coupe, the M3 Edition Models will be available with four colour options: Alpine White, Black, Dakar Yellow, and Monte Carlo Blue. The interior colours are then appropriately matched to compliment the exterior. Cars specified with Alpine White or Black paint feature white-finished trim while Dakar Yellow and Monte Carlo Blue cars get contrasting a yellow/blue interior finish.

Interior with white finish.

The M3 Edition Models sit on 19″ forged light-alloy rims specially designed by BMW M-Sport, held in place by a suspension system lowered by 10mm from the standard M3. The rims are finished in either black, or what BMW calls the ‘classic rim colour’. Those taking the white, black, or blue cars can even specify their rims in white with polished spokes.

Powertrain options remain unchanged with the high-revving 414hp S65B40 4.0-litre V8 engine under the hood mated to either a 6-speed manual transmission or the new 7-speed M-DCT twin-clutch gearbox.

Worldwide sales of the BMW M3 Edition Models will commence in July, with their production run limited to only six months.

Offer valid while stocks last.

Audi’s relentless pursuit of BMW and Mercedes in recent years is finally beginning to bear fruit. Years of product planning and brand building efforts are showing desired results, as they top the sales charts in Western Europe and China for the premium market segment. Back at their home continent, Audi managed to put 45,124 cars on the road during January 2009, while in China, over 12,000 Audis were sold in the month of April 2009.

It’s not quite accurate to say that Audi is currently breathing down the necks of Merc and BMW. No, Audi are hammering them, and that is set to continue, with the new TT RS taking aim at the higher end versions of the BMW Z4 and the Merc SLK. Developed by quattro GmbH, the TT RS is powered by a 2.5-litre inline-5 TFSI engine good for 340hp, sent to all four wheels via the famous quattro all-wheel drive system.

In terms of pricing (UK prices) and output, the £42k (coupe) TT RS sits a rung above the Z4 sDrive35i (302hp, £37k) and SLK 350 (300hp, £36k), but below the SLK 55 AMG (355hp £52k). The now discontinued Z4 M, with 338hp, would have served as an interesting match up against the top dog TT, which Audi audaciously labels as the ‘purist driving machine’ – an obvious dig at the Ultimate Driving Machine.

Audi TT RS Coupe (L) & Roadster (R)

Exterior

Audi has added various subtle design touches to differentiate the RS from the run-of-the-mill TTs. Although each change is reasonably minor on its own, they all add up to give a powerful visual effect. The single-frame grille is retained, but the rectangular slats are now replaced with a honeycomb design proudly wearing the “TT RS” badge alongside the four rings. Right below, is an aerodynamically functioning front splitter, optionally available in aluminum finish, working in tandem with the rear spoiler

Enlarged vents most visible signal of intent up front

The air intake vents flanking the grille are flared, enlarged, and actually purposeful. Unlike on the regular TT, the fog lights are omitted, allowing the left vent to channel air across the gearbox and the right vent to an additional water cooler. Above the vents, the pair of headlamps feature Audi’s now trademark daytime running lights, with 12 LEDs forming a straight line underlining the main bulbs.

Front splitter serves aerodynamic purpose. Aluminum finish available as an option.

Down the flanks, the side mirrors are finished in matt aluminum as standard, but optionally available in body colour or carbon finish, while the flared wheel arches from the standard TT are carried over. Sitting under the arches are 18″×9J wheels shod in 245/40 rubber, though owners can opt to upsize to 19″ items shod in 255/35 tyres, or go as high as 20 inches. Peeking from behind the wheels are powerful internally vented disc brakes (370mm up front, 310mm behind) with each caliper painted black and stamped with the “RS” logo.

18″ rims as standard equipment, but buyer can upsize to 19″ or even 20″

At the rear, a more elaborately designed rear bumper signals the TT RS’ sporting intent. The large oval tailpipes, a design cue presumably carried over from the R8 5.2 FSI, are visually joined by the matt black rear diffuser with a honeycomb surface pattern. Unlike the retracting spoiler on the high volume TTs, the spoiler on the TT RS is fixed, and more aggressive looking. On the Roadster the third brake light integrated onto the spoiler’s underside.

Rear diffuser and oval exhaust tips differentiate this from standard TT

Rear spoiler now fixed.

The TT RS occupies a reasonably small area of space, with a footprint measuring 4,198mm × 1,842mm. Regardless of version, the front face of the TT RS measures at a low 2.09m², which reduces wind resistance going forward. For the magical drag coefficient numbers, Audi claims figures of 0.32 for the Coupe, and 0.34 for the Roadster.

Frontal cross-sectional area measures 2.09m² while Cd is rated at 0.32 (Coupe) and 0.34(Roadster).

Interior

Pictures released from the Audi press room to the international media shows a cabin with the typical ergonomic and build quality associated with the maker from Ingolstadt. Compared to cabins of the A4s and whatnots, the TT’s cabin has a few less buttons and a few more curves. In typical sports car fashion, the speedo and tacho are each recessed into a binnacle, while the thick rimmed steering is wrapped in perforated leather and flattened at the bottom.

Interior features an extra touch of sportiness, with the usual high standards of an Audi cabin.

The entire interior is coloured in black, with brush aluminum finishes and “TT RS” logos sprinkled all over, including on the low mounted sports seats, which are finished in a combination of leather and Alcantara. Dominating the central dashboard is the Audi MMI interface, sitting between three circular air-con vents above, and three circular air-con control dials below.

MMI interface a prominent feature on the dashboard.

In terms of luggage capacity, the Coupe’s trunk space amounts to 290 litres, extendable to 700 litres, courtesy of split folding rear seatbacks. The Roadster makes do with 250 litres, optionally available with a load-through hatch and a removable ski sack, adding a touch of practicality to the interior. For the rainy days, the Roadster will have a soft top capable of folding in 12 seconds, even when driving at speeds up to 50kph.

Body & Chassis

Construction of the TT RS, both Coupe and Roadster, is based on Audi’s Space Frame (ASF) technology, which ensures not only minimum weight, but also optimum balance. The front end of the chassis, where the massive weight of the engine is situated, is composed of lightweight aluminum. In Audi’s own words, the “extruded sections, die-castings and aluminum sheets form an impact resistant structure of exceptional strength”. An exceptional claim indeed.

To balance out the weight distribution, the rear end is made of heavier steel sheets. In the case of the Coupe, its body structure is composed of 66kg steel, and 140kg aluminum, adding up to a total weight for the body-in-white (industry speak for the assembly of chassis and body panels, but without all the fittings) of 206 kg. For the Roadster, the additional reinforcements in its superstructure contributed to a 45kg penalty over the Coupe.

Adding all the engines, tyres, lubricants and various other goodies puts the Coupe’s weight at a healthy 1,450kg, while the Roadster has an extra 60kg to lug around. Supporting that weight on the four ends are McPherson struts up front, and a four-link suspension at the back. Compared to the standard TT, the TT RS sits 10mm closer to the ground, and users can opt to specify an electronic controller to work with the magnetic ride dampers, allowing a change of the damping characteristic in a matter of milliseconds.

For steering, the TT RS gets a variable ratio rack & pinion system. Audi goes on to add the claim that “because the electromechanical system does not require any energy when travelling straight, it is extremely efficient and saves approximately 0.2 litres of fuel per 100km.” Sounds impressive, though have no idea how theyarrived at the figure and then proceeded to verify it!

Powertrain & Performance

Under the hood of the TT RS, a transversely mounted 2,480cc TFSI powerplant resides. It is a long-stroke engine, designed with compact dimensions and minimum weight in mind. All five cylinders, with their bores measuring at 82.5mm each, are squeezed into a block measuring less than half a metre in length, at 494mm.

2,480cc, five cylinders, TFSI – 340hp @ 5,400-6,500rpm, 450Nm @ 1,600rpm – 5,300rpm.

The block itself is cast from vermicular graphite cast iron, a material first used in large turbodiesel engine, said to give an excellent combination of high rigidity and low weight. The pistons are cast from aluminum, weighing only 492 grams each. As a result, the engine of the TT RS is both compact in dimensions, and light in weight, tipping the scales at a low 183kg.

Feeding the engine is the Turbocharged-Fuel Stratified Injection (TFSI) system, with the turbo ramming air down its throat, and the FSI directly injecting precise amounts of fuel into the cylinders at a pressure of 120 bar. At full load, the turbo, with its 64m diameter compressor wheel, can (theoretically) ram 335 litres of air down the engine’s throat at a pressure of 1.2 bar. The injectors, meanwhile, are designed to introduce fuel into the combustion chamber in a swirling pattern, to achieve a cooling effect on the walls and eliminate the problem of knocking.

So, what did all these exercises in engineering result in? Well, for power, we are getting 340hp between 5,400rpm and 6,500rpm. Torque, all 450Nm of it, arrives as early as 1,600rpm, and stays until 5,300rpm. Consumption for the Coupe is claimed at 9.2l/100km, and for the Roadster, 9.5l/100km.

All that power and torque from the TFSI goes through a new six-speed manual transmission and then to Audi’s trademark quattro all-wheel drive system, which channels all the juice to the four wheels. For its application in the TT RS, Audi has toughened up the shafts and gears of this unit to take the additional power of the engine. The throws of the gears are said to be shortened; essential, because long throw and rubbery gear change would absolutely destroy the motoring experience in a car like this.

To further improve weight distribution, the multi-plate clutch, electronically activated but hydraulically actuated, is mounted just ahead of the rear axle. Furthermore, when the quattro system detects that the front wheels are slipping, it is able to instantly re-route power to the rear wheels to get the driver out of trouble.

Six-speed manual connected to quattro all-wheel drive system.

So, how does all that translate to something usable for us on the road? Well, if you were to take off from standstill hunting for the top speed on a runway, 100kph will be reached in 4.6 seconds. The double ton arrives 11.3 seconds later, before the speedo bounces off the limiter at 250. Of course, you can have the limiter removed, allowing you to tip 280kph flat out.

Availability

Audi plans to commence deliveries of the TT RS in Europe by Summer 2009, pricing the Coupe at €55.8k and the Roadster at €58.7k. Euromobil is not likely to make it officially available in Malaysia, so interested buyers in our shores will need to keep an eye on grey importers.

Another intriguing product making its debut at the Geneva Motor Show is the coupe version of the W212 Mercedes E-class, set to replace the outgoing W209 CLK. Five engine choices have been lifted from the sedan, but there’s no mention of the 4-MATIC all-wheel drive option available on the E350 and E500 sedans.

The styling of the coupe features subtle reworkings of that on the sedan to give a more aggressive appearance. However, the same quad trapezoidal headlights up front, ensures that we make no mistake of its lineage. Mercedes engineers have worked the body of the E coupe to a silky smooth Cd of 0.24 – the lowest in a series-production car. Other features lifted from the sedan version include drowsiness detection, active bonnet, and adaptive main beam assist.

Ride and handling is aided by AGILITY CONTROL, which automatically adjusts the suspension to suit road travel conditions, with the Dynamic Driving Package allowing suspension setting to be adjusted at the touch of a button. Mercedes are already taking orders in Germany, with prices starting from �44.7k to �66.0k.

W212 Mercedes-Benz E-class Coupe

Prices & Variants

The E-class coupe will be offered in�five engine variants – three petrol, and two diesel. In Germany, the range starts with the E250 available in both CDI BlueEFFICIENCY and CGI BlueEFFICIENCY guise, both priced identically at €44.7k. Next in range is the E350 CDI BlueEFFICIENCY, priced at €48.7k. The petrol version of the 350, the E350 CGI BlueEFFICIENCY, goes at a higher €51.4k, before we have the range topping E500 sitting high at €66k.

Like the sedan, the E-class coupe can be specified in a multitude of specification combinations. Besides the five engine options, customers can choose between three suspension variants and six wheel/tyre combos. On top of that, like the sedan, the coupe�can be specified in either Elegance or Avantgarde interior trim.

The optional AMG Sports package can be specified to add a sporty aura to the E-class coupe, with reshaped bumpers, side skirts, 18″ alloys clad in 235/40 (front) and 255/35 (rear) tyres. Handling is also enhanced with a stiffer suspension setup, perforated discs and�the speed-sensitive steering tuned for a sporty drive.

For the initial batches of the model, the E-class coupe will also be available in a special Prime Edition. It offers palladium silver metallic paint, panoramic glass sliding roof, and special 18″ AMG alloys on the outside, while the inside is trimmed with two-tone leather upholstry, and sports pedals with�brushed stainless steel.

E350 CDI Prime Edition

Exterior

Naturally, the styling of the E-class coupe is subtly reworked from the sedan. The quad trapezoidal headlights instantly identifies it as a W212 brethren. In between them, the radiator grille sports the enlarged three-pointed star, a tradition of all Mercedes coupes.

Coupe’s styling is a more aggressive reinterpretation of sedan’s conservative lines.

Along the flanks, we see an obvious re-interpretation of the sedan’s lines for a two-doored body. Like the sedan, the shoulder and waist lines rise rearwards to meet the bulging rear-wheel arch as a tribute to the old Ponton Mercedes. The B-pillars are omitted, with only a thin strip separating the front and rear windows.

E500 with AMG Sports Package

This shot shows a resemblance to the Volvo C70

The rear styling has been similarly reinterpreted, giving a more aggressive touch to the sedan’s conservative look. The taillights, while retaining a similar overall shape, has been made to look wider and sit lower, closer to the bumper. The third brake light has been moved to the trunklid, like in the W203 C-class and the W211 E-class. The overall styling effect gives the Coupe a more aggressive looking rear, but at the same time retaining an unmistakable resemblance to the sedan.

Rear section, E500 AMG Sports

Interior

Press release pictures show a different dash between the sedan and coupe, with the most obvious difference being the coupe not getting the steering column mounted gear lever like the sedan. While the instrument binnacle and basic architecture remains the same, the differences are sufficiently obvious to create a separate identity for both variants. Most amusingly, if you notice closely, the central air-con vents of the sedan has a smiling shape, whereas the vents of the coupe has a frowning shape.

Like the sedan, the internal conditions of the car are kept in check by the standard dual zone THERMATIC climate control system, with the triple-zone THERMOTRONIC system available as an option. The THERMOTRONIC allows occupants to select between Diffuse, Medium or Focus mode for air distribution in the cabin.

Dash slightly different from sedan. No steering column mounted gear lever for Coupe.

As you would expect�at this level, the seats are electrically adjustable, but memory function is a cost option. Lumbar support is four-way electropneumatically adjustable, and the backrests feature what Mercedes calls, without elaborating it being electrical or mechanical, the Easy-Entry function to help passengers get in and out of the rear seats. In addition, the front seats can also be specified with active ventilation and multicontour function with inflatable air chambers in the seat cushion and backrests. Rear passengers get individual seating with backrests foldable to increase luggage carrying capacity of the boot.

Front seats feature electric adjustment, easy-entry, active ventilation and multicontour function.

Individual rear seats feature 60:40 split folding backrests.

Engines

As expected, the drivetrain combinations available in the E-class coupe are lifted straight from the sedan, but with fewer options available. Here, the range starts with the E250 CDI & E250 CGI. The E220 CDI offered in the sedan is not available, and neither are any of the 4MATIC versions, which means that they are all offered only in RWD form.

Powering the E250 CDI BlueEFFICIENCY is a four-cylinder turbodiesel featuring third generation common-rail direct injection. Fuel consumption is rated at a very impressive 5.3 litres/100km, with CO₂ emissions at 138 g/km. These figures are achieved with little compromise to performance. The engine is still good for 204hp and 500Nm, well within striking range of the BMW 530d, which produces 215hp and 500Nm.

The other four-cylinder unit in the range also goes with the other 250 badge, in the form of the petrol-powered�E250 CGI BlueEFFICIENCY. Here, we get the same amount of power as the CDI version, 204hp, but will have to make do with a 190Nm torque deficit, being rated at a ‘lowly’ 310Nm. Fuel consumption and CO₂ emissions are rated higher than the CDI version, at 7.0 litres/100km and 164 g/km respectively.

Moving up the range, we have the 231hp V6 turbodiesel of the E350 CDI BlueEFFICIENCY, also featuring common-rail injection, and producing a useful 540Nm of torque at 2,400rpm. The�petrol 350, the E350 CGI BlueEFFICIENCY, has spray-guided direct injection system, and produces a healthy 292hp and 365Nm. Finally, on top of the pile is the E500, with a 388hp/530Nm petrol-powered�V8 under its hood.

Safety

The E-class coupe gets most of the goodies found on the sedan version, which also happens to turn the it into an ‘intelligent partner’ like its four-doored brothers, ‘able to see, feel and react reflexively in critical situations and, if necessary, act independently if the the danger of an accident is acute’. Among things lifted from the sedan�include ATTENTION ASSIST, PRE-SAFE, adaptive main beam assist, Brake Assist PLUS, DISTRONIC PLUS, and active bonnet – all designed with the objective of making the E-class coupe a safer car in mind.

ATTENTION ASSIST monitors 70 different parameters via a steering angle sensor to detect driver drowsiness and accordingly displays warnings on the instrument panel warning the driver to swap or stop for coffee. Adaptive main beam assist automatically adjusts the headlights to avoid glaring head-on traffic and provide maximum illumination ahead, an unnecessary, though pleasant convenience to have. The list goes on, and they are all good.

Unfortunately, in my eyes at least, Mercedes has also included systems that take the driving out of the driver. For a few years, we already have the radar-based cruise control on the S-class trickling down to the E. Now, the boys in Stuttgart have taken it up a notch with PRE-SAFE braking, which slams the brakes for you when it decides that a collision is imminent. While there’s no doubt of Merc’s intention to make its cars as safe as possible, but I firmly believe that electronics should only serve to aid the driver, and not directly do the driving.

Otherwise, the array of safety equipment in the E-class coupe include seven airbags, seat belt pre-tensioners and active headrests as standard. In the unfortunate event that you smash the front end of your E-class into something, Mercedes has incorporated four independent impact planes into the forward crumple zone to direct collision forces around the passenger cell, isolating you from the brunt of the bang. The active bonnet would also raise by 50mm, which would offer some protection to the ’something’ that you’ve just rammed into, very useful if the ’something’ was human.

If you see this coming at you, don’t worry too much. Mercedes has done its best to protect you!

Ride & Handling

The ride and handling package is another barrage of electronic wizardry fromMercedes. Rather than sophisticated wishbone or multi-link setups, the E-class coupe’s suspension setup is all about AGILITY CONTROL, which automatically adjusts the damping rates to match driving situations. The standard setup for the system is for comfort, but customers can specify a sportier mode of the AC for their cars.

If the above proves insufficient, the dynamic handling package moves the game on with individual control of each shock absorber during dynamic conditions. It features Comfort and Sport driving modes, which alters not only the suspension setup, but also throttle and transmission response. Also included in this package is a speed-sensitive steering, with a ‘more direct ratio and variable centring’. What’s that? Well, you can’t expect Merc to call it active steering, right?

Are we getting it?

Like the CLK before it, we can expect Mercedes-Benz Malaysia to bring in small numbers of the E-class coupe. It is unlikely to sell in sufficient numbers to justify CKD operations, so it will be fully imported and priced in the RM600k range. Keep your fingers crossed for a mid-2010 launch date.

Don’t expect this to happen in real life.

Related
- W212 Mercedes-Benz E-class by TheGunner
- 2010 E-class brochure leaked by SBY
- 2010 Merc E-class breaks cover in Detroit by SBY

The Genesis Coupe show car, on display at the Mondial de l’Automobile in Paris, takes Hyundai to a new level of performance and styling. A strict one-off, this show car is based on the all-new, rear-wheel drive 2+2 Genesis Coupe, which is scheduled to join the Hyundai lineup in North America early in 2009. 

The Genesis Coupe will be the most dynamic performance car yet from Hyundai and will bring stunning styling and advanced chassis technology. The Genesis Coupe will become Hyundai’s second 300-plus horsepower, rear-wheel drive vehicle, following the unveiling earlier this year of the Genesis sports saloon.

The Genesis Coupe show car takes the strong styling cues of the production model – its ‘Z’ bodylines and powerful curves – and exaggerates them to spawn a unique, arresting vehicle.  The bonnet, grille and other details will be different when the production car reaches showrooms next year, but the proportions and overall character of the show car reflect the reality of the production model. ‘Sonic Orange’ paint work gives the show car a dramatic appearance, which is enhanced by its bare carbonfibre bonnet and roof, and other customisations which help to reduce weight. 

It is powered by an all-aluminium 3.8-litre V6 petrol engine, producing 303PS, mated to a six-speed manual gearbox.  It uses the same flexible rear-wheel-drive architecture originally developed for the Genesis saloon, with a MacPherson strut dual-link front suspension and a five-link rear suspension setup.  Large front and rear Brembo discs provide excellent braking performance, while grip comes from Dunlop 255/35 ZR front tyres and Dunlop 275/35 ZR rear tyres.

“The mission with the Genesis Coupe show car was to create a pure performance car with a design which would capture the imagination of hardcore automotive enthusiasts,” said Joel Piaskowski, chief designer at the Hyundai Design Center in Irvine, California, USA, where the vehicle was designed.  “With its aggressive look from just about any angle, I think we have been able to do that.” The look of the Genesis Coupe show car was inspired in part by Le Mans race cars and in part by the drifting scene, and it makes a striking visual statement.  The sills are pulled close to the ground, to deepen the bodysides, while the 20” lightweight alloy wheels and low-profile tyres sit close to the sleek bodywork.  To complete the aggressive look, the depth between the bumpers and the glasshouse has been maximised, giving the show car a menacing appearance from every angle. 

The powerful curves, surface detail and ‘Z’ bodyside lines come straight from the same underlying inspiration that guided two earlier, well-received Hyundai concepts: the HCD9 Talus and the HCD8 sports tourer.  The undulating beltline borrowed from the Talus adds intrigue while enhancing outward visibility for both the driver and rear passengers.  The HCD8 sports tourer’s sensual body forms influenced the overall design direction for the Genesis Coupe, including the assertive headlight and taillight designs.

The show car’s interior takes its lead from the cockpit of the production Genesis Coupe.  An in-car information display screen features an outside temperature reading, audio system information and settings for the climate control.  Analogue gauges include a large speedometer and tachometer positioned so the driver can immediately access critical driving information.  The instrument cluster features Hyundai’s signature blue-gauge illumination. 

Music lovers will welcome the inclusion of standard auxiliary input jacks to accommodate and charge audio devices, including MP3 players.  Among the other refinements are an Infinity audio system, sports bucket seats and heated front seats.  The sporting experience is completed by the presence of a push-button starter.

There is something magical about a small car with a big engine. I guess it is the simplicity of the idea that attracts us. There is nothing complicated about squeezing a big pulsating motor into a tight engine bay.

This is what the BMW 135i is all about, a simple idea executed well.

They started with a taut and balanced chassis and then put a big engine over the front axle. The approach is rather rustic and all that extra weight in front is a good formula for understeer but still they persist.

I am not quite sure what the weight balance is on the 135i coupe but it is probably front heavy, unless BMW decided to use extra heavy rear suspension bits just to balance it out.

With 320 horsepower on tap, the small coupeis understandably manic and eager to play but all that mass in front and a lot of power threatening to shred the rear tyres, is the 135i any good?

My turn in the car was on the Gua Musang Cameron Highlands highway stretch which offers a combination of fast flowing corners, tightening radius cliff huggers and a few short straight sections.

The good thing about having a lot of power on tap is that you do not have to rush yourself into corners,  just set the car up properly with the correct speed, turn in and choose your line carefully, let the chassis a moment to settle down ito the corner and feed the power in to balance the car’s attitude. That is the theory but can the 135i play along?

The first few turns are fast cosntant radius turns which can be taken at speeds far in excess of 100km/h but the uneven surface of the road means that caution is absolutely necessary.

With so much weight up front, I figured it is better to give it a bit of extra brake and and enter the corner at a slightly lower speed to give the front tyres more chance to bite into the turn. because of the extra mass, I was also careful not to turn too hard and start scrubbing the tyre shoulder and ruining the initial turn in.

After a few corners, it was apaprent that this is a good and safe approach for driving the 135i coupe hard.

Turn in is not as sharp as it is in the smaller engined 1-series but it is still quick and you can dial in a bit more aggression to get a more neutral attitude going into corners.

Once the chassis is settled in, you can then use the throttle to adust the car in corners with little or no steering input.

If you get a string of corners,  all you have to do is lift off between phases and maybe tap on the brake slightly to help with turn in, continue to feather the throttle and dance with the car.

The good thing about the 135i coupe is that the car’s neutral stance and predictable chassis work together with relatively low grip levels (and we are talking relative to the M3 here) give average drivers a peek beyond the limit at reasonably safe speeds.

You can hit a corner at 100km/h, flick the car into the turn, feel the tail drift out momentarily before the tyres dig in and hold their line. You can then open up the throttle and feel the rear drift out under power.

Hit a bump mid corner and the car will shift its line without really changing the direction of travel. It would skip to the outside of the turn but maintain the direction of travel.

With the usual array of electronic driver aids, it is easy for a 135 driver to get sloppy by entering corners too fast and taking liberties. Sure the car will still do its best to stay on the road but a blinking amber triangle and a suddenly asthmatic engine will be your punishment. When this happens, your dance into corners will become disjointed, spastic even and certainly not enjoyable.

The good thing about the 135i’s ESP or Electronic Stability Programme is that it allows gentle , controllable drifts in corners so drivers must learn to take advantage of this. The system must be convinced that you are in control before it allows the drift to continue and it evaluates your level of control through the stability of the car.

If you slam the throttle mid corner and the tail steps out in a violent fashion then the toy store is closed but if you feed power gently and grip is broken progresively, the system lets you ahve your fun. Obviously there is a limit to the angle of slip before the transistors decide that things are gettign too dicey.

In conclusion I say this Rm400K++ coupe is a great fun on any roads, in fact it is probably more fun than the M3. Don’t get me wrong, the M3 is very fast and very good but I have a feeling that it is far more talented that I am and that scares me a bit. A friedn who has driven the car on Seapng says that the limit arrives progressively and controllably but the limit is set very high.