World Auto News & Reviews

2007 Mercedes-Benz SL-Class
Upgrades for 2007 make this great sports car better.

By Jim McCraw

Overview

The Mercedes-Benz SL-Class of two-seat roadsters has been significantly upgraded for 2007. These were wonderful cars before, and they’re even more wonderful for 2007.

For 2007, all SL models get revised styling, with new front, rear, and side sheetmetal along with new interior decor.

The entry-level model, now called the SL550, gets a bigger, more powerful engine, and a new seven-speed automatic, giving it a big boost in performance and a sportier sound. The SL55 AMG gets more power as well. The steering and active suspension have been upgraded on all the 2007 models, sharpening the handling.

At the same time, these cars provide grand touring intimacy, for quiet conversation or unimpeded stereo performance. New upholstery materials give the cabins a richer appearance. Drop the top and they deliver comfortable, top-down motoring, putting the wind in your hair, and whisking your troubles away. Buffeting is well controlled, so you don’t even have to put up with much wind.

Few sports cars can boast a continuous 50-year history like the Mercedes-Benz SL can. First offered as a two-seat 300SL roadster in 1957, the SL-Class brought heart-stopping good looks, fuel injection, independent front and rear suspension and disc brakes to the sports car party, and has been in the Mercedes-Benz lineup ever since, leading the applied technology in the sports car segment with things like the disappearing steel top, radar, sonar, active hydraulic suspension and composite brakes. Today we have the safest, quickest, flattest-handling and prettiest SL-Class cars in half a century.

The SL-Class comes in one body style, a two-seat roadster with a steel retractable hardtop. The SL550, SL600, SL55 AMG, and SL65 AMG deliver varying levels of performance, however, ranging from fast to faster. The SL models compete in the luxury sports car segment with the BMW 6 Series convertible, the new Jaguar XK, the Porsche 911 Turbo cabriolet, and the Aston Martin V-8 Vantage.

Model Lineup

The 2007 Mercedes-Benz SL-Class comes in five distinct flavors, starting with the most popular model, the SL550 ($94,800) with its new 382-hp 5.5-liter V8 engine and new seven-speed automatic. The SL600 ($132,000) features a 510-hp 5.5-liter V12 engine.

Since this is the 50th anniversary of the SL, there will be a limited run of 550 50th Edition SL550s, all with brown leather interior, pewter paint, and black ash wood trim, a handful of special options made standard, special trim and matching 50th Edition luggage.

The high-performance SL55 AMG ($128,800) features a supercharged 5.5-liter V8 and special tuning by AMG. The SL65 AMG ($186,000) is powered by a 6.0-liter twin-turbo V12, rated at 604 horsepower and a staggering 738 pound-feet of torque. Both AMG versions, in addition to their special front, rear, side, and interior trims, sport seats, and AMG alloy wheels, have a new dashboard information display that includes for the first time a RaceTimer feature that will track lap times, lap length, average speed, and top speed. The SL65 AMG gets an electric trunk closer, aluminum steering-wheel-mounted shift levers, a complete carbon fiber interior, and a center high-mount stop lamp in white instead of red.

The safety package leaves nothing out. All SL-Class models comes with ABS with huge disc brakes, ESP electronic stability control, traction control, ABC automatic body control suspension, front and side air bags, and an automatic deployable rollover hoop behind the seats.

Options include a comfort package, wood-and-leather trim package, AMG Sport package, hands-free communication package, bi-xenon headlamps, Distronic cruise control, Parktronic park assist, run-flat tires, the Keyless Go entry and starting system, and the Panorama roof option, all at about the same prices as the 2006 model.

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The latest-generation Mitsubishi Eclipse is still not a sports car, but is sporty due mainly to a torquey 263-hp, 260-lb-ft 3.8-liter V6. (The Eclipse’s other engine is a 2.4-liter, 162-hp 162-lb-ft four-cylinder.) Unfortunately, for spirited driving the car is too heavy and the suspension can’t control all that torque. It’s more suited for comfort than tight handling, and the Eclipse is at its best while cruising.

Every tester on staff had similar opinions. “A V6 of nearly four liters is usually about torque more than hp,” one senior staffer wrote. “Why have six speeds when the torque peaks at 4500 rpm? To prove it could be done without working at it, I drove 40 miles without topping 2500 rpm. You can shift it 1-3-6 and skip half the gears.”

One tester at the track agreed: “Sixth gear, and to an extent even fifth, are almost useless even on the freeway. I use fourth gear to pass. This car does not need six speeds. I can cruise comfortably in fifth gear on the freeway.”

Owners and one of our art staffers praised the car’s shapely exterior, hailing the departure of the “ribs” that rippled across the flanks of the previous model. “The exterior is stunning,” our artist said. “I don’t think people will get sick of its styling for quite a while. The car drew lots of twisted-neck looks from other drivers. Mitsubishi will get some of its previous customers back, and they’ll be satisfied.” The stylish, comfortable interior impressed most of us. The snug-fitting, wraparound seats felt cozy and secure.

We did note elements of quality plastic and rubber, but also some cheap-feeling plastic. A huge subwoofer mounted in the trunk ate a significant portion of the already tiny space. And from the driver’s seat, we found rearview visibility seriously limited. Most owners we heard from said as much but admitted they adjusted to it.
For its sticker, the Eclipse we tested came decently equipped. The $270 accessory package included an alloy fuel door and some trinkets. The $3,270 GT package added 18-inch wheels, leather seating surfaces (rather than full leather seats), a power sunroof, audio upgrades, auto air conditioning and alloy pedals. Traction control is standard, but stability and brake assist are not offered.

The V6 feels like it has a light flywheel, revving readily and with instant throttle response off idle. The car does produce a fair amount of wind noise on freeways, though, most of it apparently from the rear hatch. The suspension, for its part, provided decent road isolation on rougher surfaces.

We found the car produced a significant tendency to torque steer during straight-line acceleration, with one tester commenting, “It wandered (gently) all over the drag strip on acceleration; not straight-line stable with this torque steer. I can steer this car with the throttle—in a straight line! Even in fourth gear I noticed torque steer on the drag strip if I looked for it. Throttle on/throttle off, the nose weaved around.”

That straight line, however, delivered a fine 0-to-60-mph dash of 6.59 seconds. Previously tested, Volkswagen’s 3.6-liter Passat posted 6.60 seconds, Audi’s A6 scored a 6.56, and the Mustang GT did a 6.53. Through the slalom, in third gear with traction control off, the Eclipse didn’t much like weaving around the cones under power; it understeered like mad. We had to turn the steering wheel quite a ways to get any response from the front end. On the skidpad, in third gear, we found a lot more of that understeer. Even holding the wheel steady and steering with the throttle, the front tires would still judder and grind; the car could seriously use a more aggressive tire.

The Eclipse is unique and good-looking, and overall it’s a pleasant ride. But as one editor put it, “To get me interested again, either the car needs to go on a diet and pick up a high-revving engine (or a turbo again), or it needs to incorporate all-wheel-drive without gaining more weight.”
OWNERS SAY…
When I first laid eyes on this vehicle, I knew I had to have one. The body style is beautiful, and this car gets a lot of stares. I like the 263-hp engine the most, but the Rockford Fosgate system sounds great and the terra-cotta-style interior makes it stand out even more. The only real complaint that I have is with the blind spots. The backseat is nonexistent, but that is expected. Overall I’m extremely satisfied. Anyone who wants a powerful, great-looking sports car should check out the Eclipse. Crystal Monroe, Westville, N.J.

I like the Eclipse for the styling, its fun-to-drive factor, and the comfortable interior. After 40 years of driving utilitarian cars, I decided to get something sporty, powerful and sexy, and the Eclipse has proven to be everything I wanted. I ruled out the Nissan 350Z because it wouldn’t carry two sets of golf clubs; the Infiniti G35 cost a lot more; and the Toyota Solara wasn’t wild and crazy enough for my second childhood. This car is responsive and powerful and the automatic is very smooth. The turning radius could be smaller, and its blind spots force you to depend on the rearview. Craig Lehman, Fresno, Calif.

There’s no mistaking this car for anything but an Eclipse. The car handles really well, and the seats are comfortable, something I can attest to as I commute 80 miles every day. This car even goes well in the snow, which was surprising. I previously owned first- and second-generation Eclipses, but this fourth-gen is by far the best one yet. I don’t dislike much with this Eclipse, but my wife says it should have better cupholders. Overall I say hats off to Mitsubishi for getting it right this time. Mark Healy, Newton, N.H.

The powerful drivetrain, great styling and value are the major attributes of the Eclipse. But pay attention when shifting. I have decades of manual shifting experience, and I still miss shifts in this car too often. It’s easy to snag fourth when looking for sixth and, worse yet, second when you want fourth. Torque steer is very apparent, and there’s quite a noticeable blind spot. Ken Stroup, Double Oak, Texas
VEHICLE SPECS AND ROAD-TEST DATA

MANUFACTURER info
Mitsubishi Motor North America Inc.
6400 W. Katella Ave.
Cypress CA 90630
Customer assistance: (800) 222-0037
Internet address: www.mitsubishicars.com
Country of origin: United States
Number of dealers: 540 (est.)
STICKER
Base (includes $595 delivery): $24,294
As tested: $27,964
Owners paid; average: $24,500 to $27,800; $26,266
OPTIONS AS TESTED
GT premium sport package, with leather seats, 18-inch wheels, sunroof, 650-watt Rockford Fosgate audio, auto a/c, auto-dim rearview mirror, power driver’s seat, alloy pedals, heated front seats and mirrors ($3,270); accessory package, with alloy fuel door, wheel locks, cargo net and floor mat, sport floor mats ($270); premium paint ($130)
OTHER MAJOR OPTIONS
None
CHASSIS
Unibody two-door coupe
DIMENSIONS
Wheelbase (in): 101.4
Track (in): 61.8 front, 61.8 rear
Length/width/height (in): 179.7/72.2/53.8
Curb weight/GVWR (lbs): 3545/4288
CAPACITIES
Fuel (gal): 17.7
Cargo (cu-ft): 15.7
ENGINE
Front-transverse 3.8-liter/233.6-cid sohc V6
Horsepower: 263 @ 5750 rpm
Torque (lb-ft): 260 @ 4500 rpm
Compression ratio: 10.5:1
Fuel requirement: 91 octane
DRIVETRAIN
Front-wheel drive
Transmission: Six-speed manual
Final drive ratio: 3.238:1
SUSPENSION
Front: MacPherson struts with coil springs, gas-charged shock absorbers, antiroll bar
Rear: Multilink with coil springs, gas-charged shock absorbers, antiroll bar
BRAKES/WHEELS/TIRES
Discs front and rear, ABS
Aluminum 235/45R-18
Goodyear Eagle RS-A
STANDING-START ACCELERATION
0-60 mph: 6.59 sec
0-100 km/h (62.1 mph): 6.98 sec
0-quarter-mile: 14.96 sec @ 95.7 mph
ROLLING ACCELERATION
20-40 mph (first gear): 1.9 sec
40-60 mph (third gear): 3.7 sec
60-80 mph (third gear): 3.9 sec
BRAKING
60 mph-0: 130 ft
HANDLING
490-foot slalom: 42.5 mph
Lateral acceleration (200-foot skidpad): 0.80 g
INTERIOR NOISE (dBA)
Idle: 44
Full throttle: 82
Steady 60 mph: 66
FUEL MILEAGE
EPA combined: 21.17 mpg
AW overall: 21.23 mpg
TRUE COST TO OWN
Total: $53,214
Average cost per mile: $0.71
DEPRECIATION
After one year: $8,724
Five year total: $16,986

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DÑŒsseldorf, Germany Before explaining the visual elements that distinguish the new Audi S8 from the A8, Filip Brabec, Audi product planning manager in the United States, observes, “Germans like things understated. Americans want flash.” His assertion is that, whereas the previous S8 was totally in sync with German buyers, the new S8 falls at least partway between American and German tastes. Indeed, the new S version of Audi’s A8 luxury liner is bolder, sportier, and more audacious. But it’s still less so than its immediate competitors, which is either its failing or its appeal, or both. The previous S8, sold in the States from 2001 to 2003, challenged all but the most dedicated Audi spotter, as its visual giveaways were limited to a slightly lower ride height; eighteen-inch wheels; and silver side mirrors. The new S8, by contrast, stands out from the current A8 in myriad ways. A series of vertical bars has been added to its grille-Brabec’s last achievement, added just months before the design was finalized. The nose of the car is reshaped with a protruding chin punctuated by several air intakes; the trunk lid sports an integral spoiler; and, once again, the mirror housings are faux aluminum. There are special wheels, of course, twenty inches in diameter and wrapped in 35-series performance rubber. 
 
The special treatment extends to the interior. Audi’s top-spec leather covers the seats, in a choice of single or two-tone colors. The headliner is Alcantara synthetic suede. And buyers can spec carbon fiber trim for the dash, console, and door panels. The previous S8, sold in the States from 2001 to 2003, challenged all but the most dedicated Audi spotter, as its visual giveaways were limited to a slightly lower ride height; eighteen-inch wheels; and silver side mirrors. The new S8, by contrast, stands out from the current A8 in myriad ways. A series of vertical bars has been added to its grille-Brabec’s last achievement, added just months before the design was finalized. The nose of the car is reshaped with a protruding chin punctuated by several air intakes; the trunk lid sports an integral spoiler; and, once again, the mirror housings are faux aluminum. There are special wheels, of course, twenty inches in diameter and wrapped in 35-series performance rubber.  The special treatment extends to the interior. Audi’s top-spec leather covers the seats, in a choice of single or two-tone colors. The headliner is Alcantara synthetic suede. And buyers can spec carbon fiber trim for the dash, console, and door panels. The most dramatic distinction, however, is under the hood, where Audi has installed its first-ever V-10 engine, adapted from the one in corporate sibling Lamborghini’s Gallardo. Audi enlarges it from 5.0 to 5.2 liters and fits FSI gasoline direct injection. Such is the absurdity of the German horsepower race, however, that ten cylinders, 444 hp, and 398 lb-ft of torque still leave the S8 trailing rivals such as the BMW M5 (whose own V-10 is good for 500 hp) and the Mercedes-Benz S55 AMG (with 493 hp and 516 lb-ft of torque from its supercharged V-8).

The previous S8, sold in the States from 2001 to 2003, challenged all but the most dedicated Audi spotter, as its visual giveaways were limited to a slightly lower ride height; eighteen-inch wheels; and silver side mirrors. The new S8, by contrast, stands out from the current A8 in myriad ways. A series of vertical bars has been added to its grille-Brabec’s last achievement, added just months before the design was finalized. The nose of the car is reshaped with a protruding chin punctuated by several air intakes; the trunk lid sports an integral spoiler; and, once again, the mirror housings are faux aluminum. There are special wheels, of course, twenty inches in diameter and wrapped in 35-series performance rubber.  The special treatment extends to the interior. Audi’s top-spec leather covers the seats, in a choice of single or two-tone colors. The headliner is Alcantara synthetic suede. And buyers can spec carbon fiber trim for the dash, console, and door panels. The most dramatic distinction, however, is under the hood, where Audi has installed its first-ever V-10 engine, adapted from the one in corporate sibling Lamborghini’s Gallardo. Audi enlarges it from 5.0 to 5.2 liters and fits FSI gasoline direct injection. Such is the absurdity of the German horsepower race, however, that ten cylinders, 444 hp, and 398 lb-ft of torque still leave the S8 trailing rivals such as the BMW M5 (whose own V-10 is good for 500 hp) and the Mercedes-Benz S55 AMG (with 493 hp and 516 lb-ft of torque from its supercharged V-8).For all the S8′s changes, however, when we punch the engine-start button and pull away from the InterContinental hotel in downtown DÑŒsseldorf, the overall effect is fairly muted. At startup, and trolling through the city, the V-10 is barely discernible from Audi’s 4.2-liter V-8. The six-speed Tiptronic slips smoothly from one gear to the next, with none of the jerkiness of an auto-shifted manual. The steering is light and relaxed, despite being ten percent quicker off-center. The seats are more aggressively bolstered, but these easily could be the standard chairs.

Gliding onto the freeway that will take us out of the city, we get up to about 60 mph and, visuals aside, we could be driving a standard A8. Like any A8, of course, it’s very nice. The interior is splendid to look at and touch. The controls are not terribly intimidating. Even the knob-and-screen controller, Audi’s Multi Media Interface, is fairly logical, if still distracting. And the relatively lightweight aluminum structure means that, even when laden with all manner of luxury equipment, the S8 avoids the sense of asphalt-crushing deliberate movement that characterizes a BMW 7-series or, certainly, a Volkswagen Phaeton. It’s not constantly reminding you of its hugeness.
 
Finally, we’re clear of the city and traffic begins to thin out. We pass one of the most welcome road signs in all the world, the German autobahn’s gray-and-white circle and slashes, signifying the end of the speed-restricted zone. We floor it. At last, the V-10 finds its voice, a deep baritone growl. The S8 jumps from 70 to 135 mph. It isn’t the eye-widening, fingers-tightening-on-the-steering-wheel explosive rocket shot of an AMG Mercedes or an M-division BMW, but it is unmistakably faster than a standard A8. (Audi claims a 0-to-60-mph time of 5.0 seconds.) At 135 mph, the car is still pulling strongly, but unfortunately there’s too much traffic to get much beyond that. The electronics that limit top speed to 155 mph will have to go untested. Slower cars pulling into the left lane do provide us with several opportunities to give the carbon-ceramic brakes a workout, and they prove progressive and confidence-inspiring, but U.S. cars won’t get this option until the second year of production.

  

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These new press pictures indicate that GM is serious about the Camaro and its hopes for production have risen even higher. Check out these shots of the Camaro cruising the streets of Detroit.

  

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Introducing the latest expression of individual style – the all-new BMW 3 Series Coupe. With totally new looks, the newest BMW Coupe once again sets the benchmark for elegant design, luxury and value. In true BMW tradition, it also establishes a new standard of performance and driving dynamics with the introduction of an exceptional engine: the first inline six-cylinder with twin-turbochargers, high-precision fuel injection, and an all-aluminum crankcase.

The performance potential of this new 300 horsepower engine ensures that the 335i Coupe offers a significant improvement in performance while maintaining a level of efficiency for which the BMW 3 Series is renowned. The 335i Coupe will be joined in the U.S. by the 230 horsepower 328i Coupe.

In addition to the standard six-speed manual, both models will be offered with an available six-speed STEPTRONIC automatic transmission. Designed for responsiveness, the new automatic enhances driving dynamics without sacrificing fuel efficiency.

An additional dimension of driving dynamics, with the benefit of outstanding traction, will be offered with the introduction of BMW’s xDrive all-wheel drive. BMW xDrive has proven its merits, in terms of agility and safety, in the ten models currently offered with xDrive in the U.S. Beginning this fall these merits will become available to Coupe drivers for the first time.

Unique in Its Design Details

The character of any coupe is reflected in its profile. On the new BMW 3 Series Coupe the profile is unmistakably BMW. The long hood reflects BMW’s adherence to its tradition of inline six-cylinder engines. The long wheelbase, the passenger compartment set back as well as the low, sleek roofline which slopes gently into the trunk, are all characteristic of BMW Coupes.

In addition to the classic proportions, the shoulder, character and sill lines serve to enhance the sleek appearance. Both the shoulder line and character line stretch uninterrupted to the back of the car, allowing one’s eye to move quickly and smoothly from front to rear along the entire length of the car. The sill line on the lower edge of the door also flows into the front and rear air dams, reinforcing the dynamic nature of BMW’s newest Coupe.

Twin-Turbo Inline Six-Cylinder Engine

The most powerful engine within BMW’s wide range of inline six driving machines that does not wear an “M” badge is the new BMW 335i Coupe. This brand-new version develops maximum output of 300 bhp in US-spec from 3.0 liters and generates peak torque of 300 lb-ft for powerful acceleration in any situation.

The combination of turbocharging and direct gasoline fuel injection offers a new dimension to efficient dynamics. Featuring high-precision fuel injection, the engine boasts a highly sophisticated and advanced direct fuel injection system.

This new high-performance engine gives the light, aerodynamically sculpted Coupe truly outstanding acceleration and flexibility on the road. The twin turbo powerplant in the BMW 335i Coupe develops its power and performance much more spontaneously than a turbocharged engine of conventional design. Thanks to their lower inertia, the two small turbochargers build up pressure much faster than a single, large turbocharger, thus eliminating even the slightest turbo “lag”.

To enhance the engine efficiency to an even higher level, the turbochargers are made of a particularly heat-resistant material which makes them immune to high exhaust gas temperatures in the interest of a fuel-efficient combustion process particularly under full load. As a result, the twin turbo technology in the BMW 335i Coupe represents a significant achievement in terms of both performance and fuel economy. The advantages over a conventional turbocharged engine are not only clearly measurable, but also easy to feel on the road.

Chassis and Suspension

Traditional rear-wheel drive and a near 50:50 front-to-rear weight distribution give the new BMW 3 Series Coupe ideal qualities for optimum driving dynamics. This, in combination with the high-tech suspension, enables the driver to convert the power and performance of the engine into an exhilarating driving experience. Boasting a double-pivot front suspension with spring struts made almost entirely of aluminum in combination with a five-link suspension at the rear, the new BMW 3 Series Coupe has the most advanced and sophisticated suspension in its class.

The high-performance brake system requires 17-inch wheels to match the larger diameter of the brake discs which ensure outstanding stopping power and deceleration. Brake performance is further enhanced by BMW’s latest Dynamic Stability Control. Introduced on the 3 Series Sedan, BMW’s latest DSC incorporates several new functions. For example, DSC works to counteract the slightest brake fading effect even at extremely high brake temperatures by increasing brake pressure accordingly. This ensures maximum brake power even under the toughest conditions, without requiring the driver to exert any higher pressure.

The Interior: Impressive Standard and Optional Equipment

Through its design and configuration, the cockpit emphasizes the sporting and driver-oriented character of BMW’s new Coupe. Taking a seat behind the wheel, the driver will immediately focus on a newly designed instrument cluster which includes an oil temperature gauge positioned below the tachometer.

Buckling up in the new BMW 3 Series Coupe, both the driver and front passenger benefit from the newly developed belt feeder arm: The seat belt integrated in the B-pillar, moved back in typical coupe fashion, is automatically “delivered” to the driver and front passenger once they close the door and once the key has been inserted into the ignition slot. Connected to the seat occupancy detector, the passenger-side belt feeder arm is only activated when the front passenger has actually taken a seat. With the belt delivery unit housed conveniently within the side panels, this new system does not impair the elegant look of the interior.

The all new BMW 335i Coupe will arrive in U.S. showrooms this September.

  

  

 

  

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