All Entries Tagged With: "Convertible"
Achtung! Mercedes Ready to Launch E-Class Cabrio
- Mercedes preps us for 2011 E-Class Cabriolet launch
- Softtop, not hardtop, more aggressively styled than milky CLK forebear
- E-Class cabrio’s power options on E350 and E550 (E500 in EU) potent but relatively mild
By Gunnar Heinrich | IMG Daimler, AG
BY every measure the 2011 Mercedes-Benz E-Class cabriolet stands as a more substantial 2+2 boulevardier than its predecessor, the silky soft CLK.
Mercedes traditionally positioned the E-Class (or CLK) convertibles for a more feminine buyer but this latest iteration seems to have struck a better balance. Unlike the original W124 E-Class but like its more immediate predecessors, the E-Class cabriolet will be based on C-Class underpinnings.
Ever since the time 60s, MB designers have taken the harder edges of an E-Class sedan and rounded them ever so slightly to appeal to our softer, inner hedonists. The point was to not worry about performance or the expectation thereof (the 90s E320 cabriolet was a casual performer at best) and to just sit back and enjoy the wind in your hair.
Or not. Mercedes like BMW and the rest have previously deployed rear seat wind-deflectors to help curb back draft; the sticking point being that you ceded use of the back seats.
In the 2011 E-Class cabrio, Mercedes looks to have mitigated this somewhat by taking notes from the Volkswagen EOS and implementing their own “AirCap system” – a 2.4 inch wind screen that pops up from the top of the windshield when the roof is lowered to reduce those ill winds that give ladies “convertible hair”.
In cooler months, Mercedes AirScarf system – first deployed on the SLK and then, messily, on the SL (think ET headrests) – which will pump warm air to the driver and front passengers necks.
Rear passengers get to freeze, sorry.
But back to what makes the 2011 cabrio a more distinctive ride than the 2010.
The amoeba headlamps and soft curves of the predecessor CLK model were pretty and pretty generic. That car’s best angle was from the rear 3/4 perspective, which also gave you the impression that what you’re looking at was most any Euro-designed droptop – Is it a Peugeot? Audi? Zil?
The latest model which will bow in Detroit next month keeps the angular facia and hood creases from the E-Class sedan and then carries all that pent-up surface tension rearward along the side panels. There’s even an S-Class-ish rear wheel-well arch that rises from the rockers flows up over the wheel and then shoots aft in a straightline to the rectangular tail lights.
The cabrio’s new essence is aggressive: for the softop appears to be in forward motion even when stationary. Speaking of aggressive, the engine options are actualy fairly mild in contrast to the super-tuned behemoth V8s and V12s that we’ve come to expect.
The E350 cab will feature a 3.5 liter V6 channeling a respectable 268 horsepower with 258 lb-ft of torque, while the E550 cab’s 5.5 liter V8 keeps the horses relatively reined in @ 382 hp and 391 lb-ft, respectively. If this were the year 2000, the V8’s figures would’ve represented serious, AMG grade power.
But in a twin-turbo, 600 horsepower world, we’ve become jaded. Which is how buyers of Benz’s latest cabrio are sure to feel.
On Maserati’s Latest
Autumn in NY by Maserati
By Gunnar Heinrich | IMG Maserati of North America
ACCEPTING that the drive behind parting with $120K on the lovely new Maserati GranTurismo Convertible boils down to more than buying into sheer performance figures, let’s nonetheless do a quick ‘n dirty comparo of what Maserati North America’s billing as supporting statistics.
- A hand-built 4.7 liter V8 , 433hp engine | They might’ve said: “righteous & sonorous Ferrari-sourced 4.7 liter V8″. Avanti!
- Top speed 176 mph | Will see off ze Germans. But not an Aston V8 Vantage Roadster.
- 0-60 in 5.3 seconds | BMW’s M6 (con) obliterates this figure with typical M Power Sturm und Drang!
- The longest wheelbase in its segment | Hooray, the useful topless GT lives!
- The same trunk volume with the soft top either up or down | This might be a good thing. Or not.
- A racing-style aluminum undertray producing an aerodynamic coefficient of 0.35 Cd | An old Volvo 850 wagon = 0.34 Cd.
- Monocoque body stiffness with benchmark Torsional dynamic rigidity of 27.2 Hertz | Sounds good. But what’s “27.2 Hertz?”
- The roof is opened automatically in only 24 seconds | An SL does the same job in less than fifteen.
Too bad style can’t be qualified. Judging by tantalizing imagery alone, the GT decappottabile trumps every rival save for Aston Martin’s fairest.
Saab 9-3 Convertible: Gebildet in Österreich (Made in Austria)
Mellow Yellow. The Tyrolean edition.
By Gunnar Heinrich
OKAY it’s not news, per se.
But, dash it all. It’s news to me (and likely you). The story is that the same Austrian outfit that’s made the Mercedes-Benz G-Class (a.k.a. Geländewagen) since the Shah placed his first order 30+ years ago is now incharge of manufacturing Saab’s iconic 9-3 Convertible.
Doubtless many Saab drivers pay little attention to the fact that most of Saab’s issue is no longer bolted together in fair Trollhättan, Sweden.
That said it is intriguing and no less a coup for the-world-is-flat crowd to consider that the iconic 9-3 droptop is now being assembled by Magna Steyr – an automotive design, engineering, and manufacturing firm based in Graz, Austria.
Aside from the G-Wagen, the 9-3’s in the best of company. Magna also builds cars for BMW, Chrysler, and Jeep. Next year the company will produce Aston Martins and in 2012 Porsches, to boot.
One wonders if a little bit of that die-hard German engineering will rub off onto the svelte Swedes.
[Linked: Magna Steyr]
ex. 5) Alfa Romeo Spider
By Gunnar Heinrich
CHE BELLA MACCHINA!
Battista Pininfarina must’ve fallen into a bed of four leafed clovers to have found the inspiration to direct his artistic team to draw the original ‘66 Alfa Romeo “Duetto” for the 36th Geneva Auto Show.
Among the longest lived production models ever built, the little Alfa Romeo Spider – locked into US car history by The Graduate – sold in four variants worldwide over the course of three decades. Such was the sweet ‘n chic longevity of the design that two of the last four years proved to be the Spider’s best selling years; 7,106 and 9,073 units in 1990 and 1991, respectively.
Not a fast car by any stretch (the most powerful Spider featured a 130 horsepower straight-four) the small but sexy Alfa featured style and driving charm over mechanical substance to woo a select group of car buyers out of their dollars and lire for 28 years.
[IMG Wikipedia]
ex. 2) Rolls-Royce CCCP Edition
By Gunnar Heinrich | IMG by Drew Phillips – © Autoblog
HENRY ROYCE would probably object.
There’s something so decidedly un-Rolls about the sight of a Phantom Drophead Coupé trimmed with Soviet hammer and sickle along with a Bolshevik-meets-Barbie-red finish that would boil the blood of any upper crusty monarchist who’d have counted as Sir Henry’s principle clientèle.
But then again, the eponymous co-founder of the world’s more prestigious automotive marque and the man who reportedly coined the expression, “the best or nothing,” likely wouldn’t have approved of John Lennon’s psychodelic Silver Cloud III, either.
Ah well, such is the overwhelming nouveau richesse of this oil driven economy and the true flash nature of the Gumball 3000 that it’s hard to protest loudly.
Besides, it’s an interesting paint/wrap job.
[IMG © Autoblog]
The Cornerstone To BMW’s Success: The E30 3-Series
By: Christopher P. Davis | IMG by David Guimarães
BMW’s E30 generation 3-Series line entered production in 1981. The last E30 rolled off the assembly line in 1994. The longevity of the model is a true testament to what BMW does best – Produce Racing Inspired Luxury Automobiles with classic styling.
While in recent times, some would argue that BMW has deviated from this model; in the 1980’s they built the model.
The E30 Chassis supported four models (5 if you include the Baur Convertible), a sedan, coupe, estate/ station wagon, and a convertible. From 1988-1991 in the US the first “M3” was available.
When I look at the E30 range now, it a appears rather dated.
However, when you compare it to BMW’s current models, you can see a definitive pedigree in those circular headlamps and that kidney grille.
EVOLUTION NOT REVOLUTION
For the most part, the styling of the 3-Series range has remained evolutionary. I personally appreciate the fact that if you look at a 2008 BMW 3 and a 1988 BMW 3, you can tell that they are both BMW’s – a feat that many marques have not been able to achieve.
Ask Lincoln.
BMW sold close to 2.4 Million E30 Series cars in 13 years; roughly the same number of cars that Munich sold in the two succeeding incarnations – combined.
Building upon the successes, and almost cult-like fervor around models like the 2002tii and the 2000CS, the introduction of the M3 was the start of the “M” brand within BMW.
The full M series has without a doubt led to BMW’s even greater successes as it entered the 90’s and the 21st century.
FAME
The original BMW E30 M3 had achieved great notoriety before it even hit the showroom floors.
The racing version of the M3 had many successes in DTM, Rally, and Australian Touring Car races among others. The E30 M3 is considered by many to be the premier rally car of all time, racking up more wins than any other car.
In North America BMW only engineered 195 Horses under the hood, In Europe however, 215 were released (This due to all those pesky US rules and regs). BMW equipped the M3 with a stiffer frame and more aerodynamic and larger fenders.
BMW borrowed front brake calipers and wheel bearings from the 5 -Series of the time. The M engineers increased the Caster Angle of the M3 to allow for superior handling characteristics.
CORNERSTONE
At present, BMW makes an almost identical lineup in its 3 Series (With the addition of an M Coupe and Convertible). The E30 is part of that success more than say Benz’s 190E is part of the current C-Class’ appeal.
With high build quality and the loyalty the cars instilled in their owners, the E30 allowed BMW to gain the ardently devoted and loyal customer base that more than endures, it thrives.
Passing Shot: Jaguar XJS V12 Droptop
By Gunnar Heinrich
ACTION movie fans who love car chase scenes will have a good idea what would come next for this Jaguar XJS V12 décapotable.
Hint: “There’s a bomb on the bus!”
I’m not too sure how well my car would hold up to an accelerate/open door/ brake hard unhinging maneuver from a four thousand pound cat compared to that of a SoCal battle-hardened ‘66 GM TDH 5303 bus.
ADL devotees will note that the early 90s blue Jag that I spotted this weekend, and the flic’s M.Y. ‘91 XJS V12 are both the same body style as the recently posted Ebay listing that featured a later vintage XJS V12 convertible powered by Jaguar’s 6.0 Liter V12 (what’s pictured has the older 5.3 Liter powerplant).
Elegant car. Too bad so many have met hard ends.
