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)

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.

Daimler AG and Tesla Motors Inc have recently announced a solidification of their partnership, with the Stuttgart outfit acquiring a 10% stake in the rising electric car maker. The companies have already been working closely together to integrate 1,000 units of Tesla’s lithium-ion batteries and charging systems into Daimler’s electric smart fortwo, due to commence production later this year in smart’s assembly plant in Hambach, France.

 
Tesla Roadster with electric drive smart fortwo.

This collaboration will see Daimler place Prof. Herbert Kohler, Vice President of its E-Drive and Future Mobility division among Tesla’s board of directors. The scope of their collaboration shall include the development of battery systems, electric drive systems and individual vehicle projects.

The bosses at the press conference.

From this partnership, Tesla stands to benefit from having access to Daimler’s expertise in the areas of engineering, production and supply chain, allowing them to, hopefully, get the upcoming Model S onto the production line quicker.

On Daimler’s side, this move keeps them inline with their electric vehicle policy. Plans are already afoot in the company to industrialize lithium-ion technology. Currently, Daimler is the only manufacturer that has all of developing, producing and marketing of batteries for electric vehicles under one roof. Since 2007, they have been having 100 smart electric cars running around in London undergoing trials.

Eventually, electric propulsion will be appearing in Mercedes-Benz vehicles. A fuel-cell powered B-class will commence small-series production this year, while the first battery powered Merc is set for introduction next year. By 2012, all smart and Mercedes electric vehicles will be powered by Daimler’s in-house produced lithium-ion batteries.

The curtains are set to come down on the Mercedes-Benz SLR McLaren. After almost six years of service, this product of a collaboration between Merc and McLaren will finally be pensioned off, though not before receiving a glorious swansong in the form of the limited edition SLR Stirling Moss. Retaining the original SLR underpinnings, but outrageously styled in reminiscence of the old 1955 300 SLR, only 75 units of this remarkable car will be built.

Its relation with the SLR beyond wearing the same model badge is not obvious at first sight. Mercedes has lopped off the windscreen and roof, and completely redesigned the body shape of the car, leaving only clues of the original model – looking more like a distant cousin than being a mechanically identical brother. Propulsion is provided by the same 5.5-litre supercharged V8 tuned to a massive 650hp. This massive lump can hurtle the SLR Stirling Moss from standstill to 100kph in 3.5 seconds before maxing out at a blinding 350kph.

The new additions to attached to its name plate are placed in honour of British racing legend Sir Stirling Craufurd Moss, who famously drove the aforementioned 300 SLR to victory at the 1955 Mille Miglia endurance race. Moss drove his car, famously numbered 722 after his starting time of 7:22am, to victory in a still-standing record of time 10:07:48. Mercedes had already famously honoured this car with the SLR 722 edition in 2007, bearing the number 722 in similar fonts as it was emblazoned on Moss’ car.

Mercedes-Benz SLR Stirling Moss

Phasing out the SLR

The SLR McLaren made its world premier in Autumn 2003, as a showcase of the collective technological knowhow obtained throughout Merc and the big Mc’s long-running Formula One partnership. Its nameplate was chosen in honour of (yes, you guessed it) the 1955 Mercedes-Benz 300 SLR.  It has since spawn a roadster variant, the mad-as-maniac 722 edition and the even madder 722 GT.

In the context of the Mercedes family, the SLR name carries huge historical significance. The 300 SLR, even back in 1955, was producing 310hp out of a 2,982cc eight-cylinder engine, and was capable of a top speed of 310kph – truly impressive even by today’s standards. This SLR was also a product of F1 technological knowhow, being based on the 1954/5 Mercedes W196 F1 racer. 

Its racing career was glorious, but short, being prematurely ended by a fatal accident in the 1955 Le Mans 24 hour endurance race. In the incident, one particular SLR driver, driven by Pierre Levegh, rear-ended an Austin Healy and was hurled towards the crowd, injuring more than a hundred people, and killing over 80 – including Levegh himself. This incident led to Merc’s complete and official withdrawal from motorsports until the 1980s.

Despite the tragic end to its short racing career, the SLR remains a truly remarkable machine, having won the Targa Florio, Tourist Trophy, Eifelrennen and the Swedish Grand Prix all in the span of its one year in service. With these glorious memories in mind, Mercedes finally resurrected this nameplate in the 21st century with the SLR McLaren – another F1-inspired technological tour-de-force.

The roadster version was launched in September 2007, shortly before the coupe version ceased production. In April 2008, Mercedes announced that the SLR will be retired in May 2009. Assembly of the 75 units planned the Stirling Moss will take place from June till December 2009, which, in Mercedes’ own words, marks “for the foreseeable future, at least, the final curtain for the SLR.”

SLR nameplate has huge significance in Merc’s history.

Mercedes-Benz SLR McLaren (2003-2009)

Styling 

There’s very little of the SLR McLaren’s styling left in the Stirling Moss. In fact, it looked as though the design team ran riot, reworking and reinterpreting every line there was in the SLR McLaren to create this mean-looking machine. The scissor doors stay, as does the huge three-pointed star on the shutline between the bonnet and bumper, but little else.

The F1-inspired styling of the SLR’s nose has been heavily reworked, retaining only its pointed shape at the nose. Same goes to the front fenders with the massive side gills and exhausts. The pair of exhausts on each side has been repositioned from under the fender to inside the side gills, stacked one on top of the other, just like in the ‘55 300 SLR, from which many of the Stirling Moss’ styling cues are derived from.

Styling heavily reworked from SLR McLaren. Car seen pictured with the man himself, Sir Stirling Moss.

Exhausts now stack one on top of another and integrated into side gills, one of many tips of the hat to old 300 SLR 

At a glance, this car looks too extreme to go even beyond a concept stage in a company with such conservative sensibilities as Mercedes, but times have changed. The Stuttgart firm has been getting bolder and bolder in its designs to wrest some share of the enthusiasts’ market from their arch enemies in Munich. Would you expect to see a Mercedes without even a windscreen?

Here, all that protects the two occupants from the stream of air rushing from the front as the car races down the autobahn at breckneck speeds are nothing but a pair of wind deflectors measuring a couple of centimetres high. It’s what Mercedes calls a ‘puristic experience’, and the car also does without a roof and side windows.

The most significant styling element of the Stirling Moss, and also its most obvious reference to the old 300, is the pair of air scoops behind the driver and passenger. In the event of an unfortunate accident with the car turning turtle, the air scoops also serve as a roll bar to improve the occupants’ chances of survival.

Pair of air scoops the most visible styling ‘landmark’ of the Stirling Moss.

The rear end of the car is practically unrecognisable from the SLR McLaren, with only the three point star remaining and nothing else. The taillights have been completely reshaped from the SLR McLaren’s inverted triangular design to a pair of fiercer-looking trapezoidal units. The subtle integrated rear diffuser has been reshaped to be more edgy and obvious in appearance, practically shouting its presence. Even if just reviewed on styling terms alone, this is a Mercedes like no other.

Rear end completely reworked.

Cockpit

When Merc and McLaren were co-developing the SLR, rumour has it that the two firms never quite managed to agree on many key design decisions. McLaren wanted to produce a more focused car, but Mercedes was not willing to sacrifice too much refinement. McLaren wanted manual transmission, but Mercedes insisted auto. McLaren wanted a bare and practical cabin, but Mercedes insisted air-con, leather seats and the lot.

The Stirling Moss, therefore, probably moves the SLR closer to what McLaren had envisioned when they first embarked on this joint venture. Climbing over the high opening aperture of the doors lands you inside one of the most barebones cockpit made that can be found in a Mercedes. It is, however, only barebones in equipment, not material; you get a mixture of leather, carbon fibre and aluminium trim around you.  

Probably the barest cabin in Mercedes’ lineup.

As mentioned earlier, driver and passenger are completely uninsulated from the surroundings, with only a pair of tiny wind deflectors measuring centimetres high protecting their faces from the onrushing streams of wind. There is no windscreen, no roof, and no side windows – there’s no driving this car under rainy conditions. When parked, however, you can enclose the cabin with a pair of tonneau covers stowed in the boot.

Tonneau covers enclosing the Stirling Moss’ cabin.

On the dash, there is no LCD screen, no buttons galore, and none of the usual Mercedes luxuries, not even a radio. You do get a pair of airbags, dual zone climate control, and that’s about it. Mercedes didn’t even bother to hide the screws holding the carbon fibre centre console in place. It houses a pair of central air-con blowers, the basic climate control system, the handbrake (carried over from the SLR McLaren, but still unusual in a Merc), the engine’s start-stop button and a T-shaped gear lever surrounded by aluminium finishing.

Cabin has air-con, err… that’s it.

Indeed, just like the exterior, the interior is also barely recognisable from that of the SLR McLaren - even the steering wheel has been changed. The instrument panel has also been reworked, with the one-piece fascia replaced with a four-binnacle design, each separately housing the speedo, tacho, temp and fuel gauge respectively. As a final touch, to remind the occupants of the car’s special heritage, Mr Moss’ very own signature is engraved into the centre console’s aluminium finishing.

Speedo reads to 390kph. Stirling Moss does ‘only’ 350.

As if as any introduction is needed.

Performance & Drivetrain

In its original form, the SLR McLaren’s 5,439cc supercharged V8 produced 626hp @ 6,500rpm and 780Nm @ 3,250 – 5,000rpm. Even after going through the power sapping torque converter, there was still plenty left to keep the 1,980kg SLR in league with some of the very best from Italy. Official specs published during launch claimed a 0-100kph time of 3.8 seconds and a top speed of 332kph.

For the Stirling Moss, Mercedes trimmed the weight to 1,626kg, and beefed up horsepower output to a nice round figure of 650, also coming at 6,500rpm. Maximum torque is also raised, now rated at 820Nm @ 4,000rpm. Compression ratio has also been slightly raised from 8.8:1 to 9.0:1. As a result, the century sprint time has been trimmed by 0.3 seconds to 3.5, with top speed now at 350kph.

However, if you’re planning to take your buddy on a 350kph joyride, forget it. Assuming you get a stretch of road long enough for you to get to that speed, it can only be achieved with the passenger side of the cabin enclosed by the tonneau cover and the passenger wind deflector removed, such is the significance of aerodynamics in this car.

5.4-litre supercharged V8 good for 650hp & 820Nm

Indeed, for the Stirling Moss, Mercedes picked up from the good work done on the aerodynamics of SLR McLaren, as they continued to refine it further. The closed underbody ensures smooth flow of air through the under-carriage. The rear diffuser has been enlarged and more pronounced, both for cosmetic and aerodynamic effect, resulting in increased down force at the rear axle.

The functioning airbrake, incorporated into the rear lip, raises automatically when the driver applies the brakes at speeds of 120kph and above. In addition, the driver also has the option of manually raising the airbrake, to further improve high speed stability. The bodywork also incorporate air ducts for active cooling of the brake discs. At high speeds, electrically operated flaps would partially close the ducts, until the driver applies the brakes, when the flaps would open again.

Availability

Only 75 units of the SLR Stirling Moss will be built, with assembly set to commence immediately after the SLR Roadster ceases production this May. The privelege of owning one would set the buyer back by a massive €750,000 (that’s RM3.59m). Don’t bother setting the money aside though, they are all sold out to existing customers of the SLR, whom Mercedes has involved throughout the development process.

The Stirling Moss will mark the end of the current generation Mercedes SLR, and what a farewell it is. It is one of the most outrageously designed Mercs of all time. Calling it a bold design would be a massive understatement. The fact that such a car made it beyond the conceptual stage from one of the most conservative manufacturers is utterly amazing. Mercedes deserves praise for making this product, even if it is just in small numbers.

Sir Stirling Craufurd Moss

Mazda recently unveiled a midlife facelift of its Roadster (or MX-5 to the rest of the world) for the Japanese market, available either with a soft top or a Power Retractable Hard Top (RHT). As before, only one engine, the 2.0-litre MZR 16 valve DOHC is offered, can be paired with any one of three transmissions. Soft top models come with either a 5-speed or 6-speed manual transmission, whereas the RHT variants all feature six-speeders, manual or auto.

In the world that has now seen a plethora of triple alphabet driving aids, the Roadster remains steadfastly loyal to its original Jinba Ittai philosophy (man and horse, or machine, as one) which gives endless joy in the form of pure and simple electronic free motoring. This is old school fun at its very best, and it is a concept that is not going out of date any time soon. However, it didn’t stop the engineers at Mazda (God bless them) from giving the Roadster a mild refit.

On the outside, the designers gave the front end a mild reworking, with the front-grille reshaped to bring the car’s design language with the current Mazda6 and the upcoming Mazda3. Viewed dead from the front, especially in yellow paint, it has the effect of giving the Roadster a hugely cheerful cartoon face. Behind, the designers settled for minor tweaks in the taillight as well as the lower portion of the bumpers, essentially not messing too much with a simple yet elegant design.

Mazda Roadster facelift

Rear end gets minor tweaking

The 1,999cc in-line 4 engine offered comes in different states of tune for the manual and auto versions. Both states of tunes sees the torque curve peaking at the 5,000rpm mark, giving out 189Nm, however those who opt for the manual have a slightly higher power output (125kW @ 7,000rpm) and redline (7,500rpm) compared to the auto (119kW @ 6,700rpm and 7,000rpm redline).

 
Torque curves for manual(L) and auto(R) versions.

The engine features a newly forged crankshaft that Mazda claims gives extra strength, and when combined with the stiffer plastic surge tank gives improved quietness when cruising, and yet gives a ‘clearer sound’ at the mid to high range. There was also claims that new full floating piston pins and revised valve springs raise the engine’s overall operational precision.

For those who opt for the 6M/T variants, you are going to get (and I kid you not) an Induction Sound Enhancer, which, upon filtering all the sugar-coatings in the press words, is essentially something that does nothing that makes the car louder. The other extra with the 6M/T, which is far more useful, is the use of carbon-coated meshing surfaces on the first to fourth triple-cone synchronizers and a larger diameter third to fourth synchronizer which supposedly gives a smoother shift feel.

6M/T gets improved synchros and ‘go-loud device’.

Buyers of the 6A/T are not left out either, as they are being given steering mounted paddle shifters (which are becoming more and more of a gimmick these days), which can straight away override the gearbox with the selector in ‘D’. The marketing boys and girls creatively named this feature Direct Mode. The transmission also features Active Adaptive Shifting (AAS) – bombastic speak for fuzzy logic programming that adapts shift patterns to driver’s style and road conditions.

6A/T gets paddle shifters

The interior features a newly redesigned instrument cluster, and options of sporty black fabric seats, black leather seat covers, and RECARO bucket seats upholstered in a combination of black leather and Alcantara^® available as factory-installed options. There is also sound system, developed by BOSE^® exclusively for the Roadster, which is connectable to your portable audio players.

Dash gets minor revisions, and exclusively designed BOSE HU.

There are a total of six variants of the Roadster currently marketed in Japan, with the soft top and hard top having three variants each. They are priced from 2.33m Yen upwards until 2.95m Yen. Let’s see how long would it take them to reach here as the MX-5.

Although the car is suppose to debut in Geneva in March, Mercedes Benz has released official photos and some details of their heavily revised SL roadster.

The car now takes some of its styling cues from the CLS (those front lights) as well as drawing inspiration from the original SL (twin powerdome on the bonnet and side air vents)

There are some changes to the engine to help them sip less fuel and show nominal increase in power but the most striking feature of this car is the E.T headrest.

Just in case you don’t remember the movie here is a picture of the ungainly alien.

The funky-shaped headrest is designed to incorporate the company’s proprietary air-scarf system which is a heating system for the head and neck.

From the back you can see twin fans in each headrest. Cool or what? They make the car look like it has four booster fans to make it go faster. Warp nine please.

I personally think that the previous design was gorgeous while this one feels a bit like plastic surgery. Sure it may look younger but somehow the lines are less natural and less believable.

Anyway below is the car in Mercedes-Benz Press Department’s own words

Mercedes-Benz will continue its long tradition of producing legendary sports cars when it launches the new-generation SL-Class in spring 2008. The world’s most successful premium roadster in its class features a new design with the emphasis firmly on sportiness and effortless assurance.

These traits are also reflected in the handling qualities of the two-seater model, which now delivers even more athletic performance thanks to the new direct-steer system as well as offering enhanced comfort and safety.

The SL 350 is powered by a newly developed, extremely high-revving sports engine boasting an impressive output of 232 kW/316 hp yet returns a fuel consumption figure that is 0.4 litres per 100 kilometres lower than that of its predecessor (NEDC).

The SL range will now feature two six-cylinder models in the shape of the SL 350 and the new SL 280 (170 kW/231 hp) as well as the familiar SL 500 with a V8 engine and the top-of-the-range SL 600 with a V12 powerplant.

The Mercedes sports car extends its lead in the safety stakes courtesy of bi-xenon headlamps, included as standard, and the Intelligent Light System whose light functions are designed specifically for typical driving situations. Further new features on board include AIRSCARF neck-level heating.

This system – invented by Mercedes-Benz and available as an optional extra – enhances comfort when driving with the roof down, extending the roadster season until well into the winter months.

SL passengers are kept informed and entertained by the standard-fit COMAND multimedia system, which has also been fully redeveloped and features additional functions.

The new-generation SL caps a glorious history of Mercedes sports cars, which began in 1954 with the introduction of the legendary 300 SL “Gullwing”, followed in 1957 by the launch of the first SL Roadster. To date, the Stuttgart manufacturer has produced a total of over 630,000 SL sports cars.

Like its predecessors, the new-generation SL also merits its “incomparable” tag. No other sports car in this market segment offers such a perfect balance of sportiness, safety and comfort.

These three qualities are the cornerstones of highly eventful, active motoring that provides a profound sense of well-being – for hallmark Mercedes refinement at the highest, sportiest level.

New design idiom with unmistakable sporty overtones

When it came to developing a concept and design for the new-generation SL‑Class, the Mercedes-Benz engineers set out with the aim of accentuating the Roadster’s sporty attributes even more strongly than before.

This aspiration is reflected in the new front-end design featuring as its centrepiece a wide and, therefore, very dominant radiator grille whose V‑shape symbolises sporty virtues such as forwards thrust and performance potential.

A horizontal louvre makes the radiator grille appear wider and, in doing so, emphasises the powerful aspect of the SL’s front end, making it seem surprisingly new yet also very familiar.

By using expressive stylistics in this way, the Mercedes designers are able to forge a link with the SL’s history and create a front-end design that is reminiscent of the earlier SL Roadster models, which also expressed their poise and assurance through wide, very distinctive radiator grilles.

Hence the front-end design of the new-generation SL shows Mercedes-Benz taking the styling of the legendary sports car to the next level.

The designers also pay homage to the forefather of the SL model series: the two powerdomes on the bonnet and the gill-style air outlets in the front wings are unmistakable hallmarks of the 300 SL from 1954 and have been given a modern interpretation for the new Mercedes sports car.

These classic design features drawn from five decades of roadster tradition are

in stylish harmony with new elements of the modern Mercedes design idiom, including the distinctive V-shape of the front section and, above all, the headlamps, which are drawn deeply into the flanks, thus further emphasising the impression of breadth at the front end.

As well as giving the SL a highly contemporary look, this striking headlamp design also sees the Roadster continuing its traditional role as a trendsetter. Just like its predecessors, the new‑generation SL features a front-end design that will serve as a template for future Mercedes passenger cars.

At the rear, too, the new-generation SL demonstrates its sporty nature even more clearly than before. This is achieved above all by a new, diffuser-look bumper which adds a motorsport touch. In conjunction with the equally new trapezoidal exhaust tailpipes this design element emphasises the width of the body, further symbolising the power just waiting to be unleashed by the roadster.

Direct-steer system: consummate sporty driving pleasure

The SL name is synonymous with driving pleasure as well as design. These Mercedes sports cars have always offered a scintillating driving experience that does not deal in compromises – neither in terms of handling dynamics nor by any means when it comes to comfort or safety. It was under this premise that the Mercedes engineers modified and perfected the SL technology, one example being the new, optionally available direct-steer system, which is as simple as it is ingenious and provides a whole new driving experience when cornering.

This new development is based on the familiar standard-fit speed-sensitive power steering system with lower steering forces – the benefit of which is noticeable above all when driving slowly, manoeuvring or parking.

New features include a variable rack ratio, which adjusts in line with the steering angle, increasing sharply as soon as this reaches five degrees. All of which means that, compared to a steering system with a constant ratio, the driver does not have to move the steering wheel as much when cornering.

The car’s response is therefore noticeably more direct, allowing the driver to steer more spontaneously or, in other words, more sportily.

When driving slowly or parking, the new technology combines with the speed-sensitive power steering to provide even more comfort than before because the large ratio further reduces the steering effort required.

In addition, the SL still offers some of the very finest chassis technology available in the shape of four-link front suspension and multi-link independent rear suspension.

Meanwhile the Active Body Control (ABC) system, specified as standard for the SL 500 and the SL 600, is a unique masterpiece. It compensates pitch, roll and yaw on the part of the body and adapts the suspension settings automatically to suit the current driving situation.

This makes for excellent agility on the one hand and optimum driving stability on the other, without compromising the car’s super levels of comfort. Mercedes‑Benz has further fine-tuned the ABC shock-absorber settings for the new-generation SL in order to bring a whole new quality to this unique blend of sportiness, comfort and safety.

Size 255/45 R 17 wide-base tyres and 17-inch light-alloy wheels are fitted as standard on the new SL 280 and SL 350 models, whereas the V8-powered SL 500 Roadster runs on 18-inch wheels shod with 255/40 R 18 tyres. And the exclusive character of the twelve-cylinder SL 600 model is accentuated by 18-inch ten-twin-spoke light-alloy wheels with 255/40 R 18 tyres at the front and 285/35 R 18 tyres at the rear.

Engines: new, extremely sporty six-cylinder powerplant

Mercedes-Benz is extending the SL-Class line-up by introducing an attractive entry-level model in the shape of the SL 280 developing 170 kW/231 hp. The six‑cylinder powerplant delivers its peak torque of 300 Nm from 2500 rpm and accelerates the roadster from 0 to 100 km/h in 7.8 seconds, whilst fuel consumption (NEDC) is just 9.4 litres per 100 kilometres.

For the SL 350, the Mercedes engineers have developed a V6 powerplant that brings the sporty qualities of the new SL generation right to the fore. The term “sports engine” could not be more apt: through a process of meticulous engineering, the Stuttgart specialists have further enlivened the temperament of the six-cylinder unit, enhancing its dynamic response dramatically.

The engine responds instantaneously to movements of the accelerator pedal and can rev up to 7200 rpm in order to make full use of its power reserves in certain driving situations.

Compared to the previous 3.5-litre engine, the output has been boosted by 16 percent to 232 kW/316 hp (at 6500 rpm), while the peak torque has been increased by 10 Nm and now stands at 360 Nm. This powerplant accelerates the new SL 350 from 0 to 100 km/h in a mere 6.2 seconds, making it 0.4 seconds faster than the outgoing SL 350.

In this case, however, the extra power does not come at the expense of fuel economy: with a consumption figure of 9.9 litres per 100 kilometres (NEDC), the new SL 350 undercuts the previous model developing 200 kW/272 hp by 0.4 litres per 100 kilometres.

The sporty character of the V6 power unit is also clearly audible. Its powerfully sonorous sound is the result of meticulous work carried out by sound designers. So these specialists also contribute to the sporty driving pleasure.

In this respect, the standard-fit seven-speed automatic transmission also has an important role to play: on the one hand by allowing fast multiple downshifts when accelerating, on the other hand by providing a new double-declutching function that is activated during manual downshifts.

As well as producing a sporty sound, this function also enhances comfort and safety as the double-declutching equalises the rotational speeds of the crankshaft and transmission. This set-up gives the driver the advantage of even more harmonious gear changes. Plus there is a noticeable reduction in load-change reactions.

The flagship engines in the SL line-up remain the eight-cylinder unit in the SL 500 developing 285 kW/388 hp and the V12 powerplant in the SL 600, which develops 380 kW/517 hp thanks to its twin turbochargers. The Mercedes engineers also worked meticulously on these models to further reduce fuel consumption by up to 0.4 litres per 100 kilometres.

Safety: lights for every driving situation, whatever the weather

For five decades, Mercedes sports cars have been setting the pace when it comes to innovative developments in active and passive safety for open-top cars: in the 1960s the SL was the first sports car to feature a safety body based on Béla Barényi’s principle, while in the 1970s the SL pointed the way ahead with its three-point inertia-reel seat belts fitted as standard.

These developments were followed by ABS and the airbag in the 1980s, while the automatic roll-over bar and the robust integral seats celebrated their world premieres in the early 1990s. The comprehensive range of safety equipment available for the Mercedes sports car was rounded off in 2001 following the introduction of innovations such as adaptive front airbags and head/thorax sidebags.

The new-generation SL continues this tradition, the main focus of the engineers’ efforts this time being to improve driving safety at night and in fog. Hence the sports car is equipped as standard with powerful bi-xenon headlamps, which are considerably more powerful and more energy-efficient than comparable LED headlamps.

In addition, the optionally available Intelligent Light System provides five different light functions designed specifically for typical driving situations and weather conditions: country mode, motorway mode, enhanced fog lamps, cornering light function and active light function.

The variable-control bi-xenon headlamps activate the various light functions automatically. Motorway mode is activated in two stages when the speed exceeds 90 km/h, increasing the driver’s range of vision by up to 60 percent.

When the active light function is activated, the headlamps pivot to the side in line with the steering angle when the driver enters a bend, allowing them to see around 25 metres further into a long bend than is the case with conventional dipped beam. The cornering light function is activated automatically at speeds below 70 km/h when the driver steers and/or indicates.

This means that, as well as enhancing safety when turning at junctions or on slip roads, this light function is also active when cornering at low speed and improves illumination of the areas at the side of the carriageway. The enhanced fog lamps ensure better illumination of the verges, making it easier for drivers to get their bearings. The intelligent headlamp technology installed in the SL can therefore make an important contribution to road safety.

Interior: sporty ambience and hallmark Mercedes comfort

A look inside the new-generation SL shows what Mercedes designers mean when they talk about the “balance of sportiness and comfort”. The integral seats, the new-look three-spoke leather steering wheel and the completely restyled instrument cluster immediately make it clear that this is a thoroughbred sports car. Everything fits perfectly, all the controls are easy to see and within just as easy reach. The speedometer and rev counter sport a classic chronometer design with new-look dials that promise unerring precision.

As soon as the ignition is switched on, the cockpit instruments grab the driver’s attention: the red speedometer and rev counter needles are aroused from their “six o’ clock position”, rotate once around the dials to their maximum values and then revert to their zero positions. The message these needle movements convey to the driver is unmistakable: “start your engine”.

A wide range of colours and materials allows Mercedes customers to design and appoint the interior of the new-generation SL to their individual tastes. There are two types of leather to choose from, as well as five different aluminium or fine-wood trims and five colour combinations. The interior looks especially luxurious and refined when specified with the new natural beige/black colour scheme and the new wood trim elements in pale burr walnut with a high-sheen finish.

The SL 600 underlines its top billing in the SL line-up even more clearly than before. Inside the passengers are cosseted by extremely soft Exclusive nappa leather and trim elements in elegant poplar wood. V12 emblems on the seat backrests, on the centre steering wheel spoke and on the door sills, as well as the uniquely designed interior door panels round off the refined twelve-cylinder ambience perfectly. On the outside, the flagship SL model is distinguishable by its exclusive 18-inch ten-twin-spoke light-alloy wheels and discreet yet highly effective detailing such as the matt-silver-painted louvres of the side air outlets and the centre divider in the trapezoidal exhaust tailpipe trims. Mercedes-Benz has upgraded the already extensive standard-equipment package by adding the KEYLESS-GO system and a remote-locking boot lid.

AIRSCARF: Mercedes invention extends the open-air season

The long list of systems that help to provide an outstanding level of comfort in the roadster includes a further innovation in the new-generation SL. AIRSCARF – the neck-level heating system developed and patented by Mercedes engineers – is so called because it distributes air at just the right temperature through the head restraints, forming a warm, invisible “scarf” around the driver and front passenger.

This Mercedes-Benz invention allows the occupants to enjoy open-air driving pleasure for longer and even more often than before. The roadster season lasts until well into the winter months as AIRSCARF provides the SL occupants with all the warmth they need.

The optionally available heating system, which celebrated its world premiere in the SLK Roadster in 2004, has been modified by the Mercedes engineers for the new SL generation. Now the blower and heating are incorporated in the head restraints of the integral seats: two small ventilators suck in air behind the head restraints and channel it through the electric heating element to ensure rapid heating. The temperature-controlled air then flows out of special openings on the front of the head restraints and warms the occupants’ head and neck areas. Both driver and passenger can select the heating temperature using a three-position switch in the door lining; the system then controls the desired temperature automatically depending on the speed at which the car is being driven.

Infotainment: latest multimedia technology in the centre console

The new-generation SL is also fit for the future when it comes to information, entertainment and communications: Mercedes-Benz has further modified the standard-fit COMAND system, equipping it with additional functions. The result is infotainment par excellence: the multimedia device combines a car radio including a dual tuner with telephone controls, a CD/DVD changer and a slot for SD memory cards. Further new additions include a Bluetooth receiver, which connects a mobile phone to the standard-fit hands-free system wirelessly, and a large colour display (6.5″), which enhances user-friendliness and serves as a high-resolution screen for playing DVD films – although not whilst the car is being driven, for obvious safety reasons.

An even wider range of high-tech electronics is available ex factory: Mercedes customers can now order the optional COMAND APS system. Its additional features include a Europe-wide navigation system whose data are stored on a hard disc and therefore allow extremely fast route calculations. For playing music, there is an integrated six-disc CD/DVD changer and a Music Register for around 1000 MP3 tracks. A saved database enables automatic recognition of the music tracks and their artists. This information is then posted on the colour display.

The standard COMAND APS package also includes the latest-generation LINGUATRONIC voice-operated control system, which controls the navigation, telephone and audio systems based on its ability to recognise entire words. This system is of great benefit as drivers no longer need to spell out their commands. Instead, they simply say what they want, whether it be a destination for the navigation system, a radio station or a name in the stored phone book.

For the first time, it is also possible to connect an iPod, USB stick or other external audio device to the COMAND system thanks to a newly developed, universal media interface in the centre console (optional). This UCI (Universal Consumer Interface) is more than just an electronic “socket”, however; it also includes an ECU that links the external music memory to the SL’s on-board electronics and control system. In this way, the iPod music tracks can also be indicated on the instrument cluster and on the COMAND display in the centre console. Plus they can be called up easily using the buttons on the multifunction steering wheel. The audio device’s battery is charged for as long as the portable music memory is connected to the car via the UCI.

For a complete in-car music experience, Mercedes-Benz can equip the new-generation SL with the Harman Kardon “Logic7″ sound system (optional extra), which is also used in the S-Class and whose performance has been confirmed in numerous tests. The sound system has an output of 510 watts and converts the SL interior into a mobile concert hall – whether the vario-roof is up or down – courtesy of ten high-performance loudspeakers and state-of-the-art surround technology.

The new-generation SL-Class will make its public debut in March at the International Motor Show in Geneva. It will then appear at Mercedes-Benz outlets and dealerships in Europe from April 5, 2008.