The car comes without the windshield as it was adding too much to the car’s weight. The sad thing about this car is that it won’t be available for sale in the United States because of the lack of windshield.

The idea of building this car was proposed in the year 2005 and was developed in Working and Stuttgart. The basis of this car is the standard SLR roadster’s carbon-fiber monocoque. The highlight of the vehicle is its light weight and the top speed of 217 miles per hour.

Source: Autoweek

Early rumors indicate a diesel-electric hybrid M-Class is in the works, a strong possibility considering a gas-electric hybrid M-Class should be arriving later this year. Other rumors indicate the model could receive a plug-in variant – one that features an 80hp (60kW) electric motor paired with a twin-turbocharged and direct-injected 3.5L V6 while boasting the ability to travel up to 18 miles on electric power alone.

At this point it’s far too early to state specifics of the 2012 Mercedes ML, but it’s safe to say the number one task Mercedes engineers face in developing the next M-Class is deciding how best to implement alternative drive systems and subsequently better the SUV’s fuel efficiency.

We’ll keep you posted as new details of the 2012 Mercedes M-Class are released; in the meantime, keep scrolling for few more pics (click to enlarge), or head over to Motor Authority for the full photo gallery.

The sophisticated AMG RIDE CONTROL sports suspension on the E 63 AMG combines steel suspension at the front, while an all-air suspension system is used at the rear. This exclusive solution guarantees a sensitive response from the front springs while the vehicle is kept at a constant height thanks to the automatic level control system – irrespective of the load. The top-of-the-line AMG model differs from the other E-Class variants with its newly developed three-link front suspension with wider track – 56 mm wider than the E 500. In conjunction with new hub carriers for more negative camber at the front, this provides much more grip when taking bends at high speed.

Another feature of the AMG RIDE CONTROL sports suspension is the electronically controlled damping system: the system varies the damping characteristics instantly according to the driving situation, road speed and load status, reducing the roll angle of the body. For the driver this means instant, continuously variable adjustment between the greatest possible agility and optimum ride comfort – depending on the driving style and route. The damping can also be individually adjusted by pressing the appropriate button in the AMG DRIVE UNIT. A push of a button is all it takes for the electronics to switch from “Comfort” to “Sport” or “Sport plus.” The selected mode is displayed in the AMG instrument cluster.

“Comfort” delivers a sensitive response with soft damping characteristics, while the shock absorber response is an average xx percent firmer in “Sport”. “Sport plus” is ideal for challenging laps on private racing circuits; here the shock absorbers are around another xx percent firmer. The E 63 AMG can be dynamically enhanced even further ex factory, with the Performance package: The Performance package includes the AMG RIDE CONTROL Performance suspension with its even firmer set-up, lightweight forged 19-inch AMG light-alloy wheels, and a rear axle locking differential with 40 percent locking action (see also page 27).

Eleven sensors for electronic damper control

The electronic damper control utilises four sensors to permanently monitor the drive and brake torque along with steering angle and lateral acceleration. Four position sensors are also used to determine the ride height and to ascertain the direction of motion. Three acceleration sensors help identify the absolute body roll.

Powerful control electronics that interact constantly with the engine and transmission control units instantly adjust the forces at the four shock absorbers.

New axle components and more direct steering

The high-grade axle components provide further testimony to the painstakingly redesigned AMG RIDE CONTROL sports suspension. New steering knuckles, wishbones, torque strut bearings and head bearings at the front provide extra stability and improved road contact. A weight-optimised, thicker tubular stabiliser reduces body roll on fast S-shaped bends. The rear suspension has also been substantially reworked in the interests of enhanced handling stability: new track rods, push-pull rods and far more rigid mountings for the subframe – on which the rear axle is mounted –, translate into enhanced dynamics when cornering. The AMG-specific kinematics and the new elastokinematics on both axles also noticeably increase precision during cornering – a solution that has already proven itself on the C 63 AMG.

Added to which is the newly developed rack-and-pinion steering: the selected steering ratio which is 22 percent more direct (14 : 1), together with the reconfigured characteristic mapping of the speed-sensitive servo assistance conveys more agile cornering. More feedback in all driving situations comes courtesy of the Hardy disc made out of a rubber compound that is 33-percent harder; it sits between the steering shaft and steering coupling.

3-stage ESP® with Sport function as in the SL 63 AMG

The 3-stage ESP® is also consistently tailored to the superb dynamic qualities of the E 63 AMG: familiar from the SL 63 AMG and C 63 AMG, the Electronic Stability Program supports three individual control strategies at the push of a button: the ESP® button in the AMG DRIVE UNIT allows the driver to choose between “ESP ON”, “ESP SPORT” and “ESP OFF” – with the currently active mode shown in the display of the AMG instrument cluster. In “ESP ON”, the onset of handling instability leads to braking intervention at one or more of the wheels, accompanied by a reduction in engine torque.

Briefly pressing the ESP® button activates “ESP SPORT”. In this mode the braking intervention to counter oversteer or understeer, as well as the accompanying reduction in engine torque, allows a higher dynamic threshold and, for instance, corresponding drift angles – providing the driver with the benefit of far greater driving pleasure. Operating the brake pedal restores all the normal ESP® functions. Prolonged pressure on the ESP® button activates “ESP OFF”. There is no intervention to control the handling dynamics and generally no reduction in engine torque – thus increasing driving enjoyment even further. “ESP OFF” should only be used by experienced drivers on dedicated racetracks. In this mode too, operating the brake pedal restores all the normal functions of ESP®.

The system’s traction logic is active in all three ESP® modes. If one of the drive wheels starts to spin, specific brake pressure is applied to virtually create the effect of a mechanical differential lock. This means that the engine power is transferred to the road even more effectively.

New AMG ceramic composite brakes as an option

As you would expect from an AMG high-performance car, the new E 63 AMG also comes with an ultra-powerful braking system. Internally ventilated and perforated brake discs with their generous 360-millimetre dimensions are fitted front and rear. The highly stressed front discs featuring composite technology that has been tried and tested in motor racing help offset temperature peaks more effectively. Grey-painted brake callipers with white AMG lettering and six-piston (front) and four-piston (rear) technology provide spontaneous, fade-resistant deceleration and extremely short stopping distances.

All-new AMG ceramic composite brakes are available as an option – instantly recognisable with their gold-painted brake callipers with the “AMG Carbon Ceramic” logo. Thanks to the special materials and production technology used to manufacture the discs from carbon-fibre-reinforced ceramic in a vacuum at 1700 degrees Celsius, the ceramic discs are much harder. This not only increases the service life many times over compared with a grey cast iron disc, but also their resistance to extreme loads and heat. The result is extremely short stopping distances, exact pressure point and much higher fade resistance even under extreme operating conditions. The larger ceramic discs – front: 402 x 39 millimetres; rear: 360 x 32 millimetres – also feature a composite design and are connected with a floating radial mount to an aluminium bowl.

If the driver of the AMG saloon suddenly switches from the accelerator to the brake pedal prior to emergency braking, the braking system increases the pressure in the brake lines and applies the pads to the brake discs, so that they can grip instantly with full force when the brake pedal is pressed. The system supports the standard-fit Brake Assist by means of this ‘priming’. Further standard features include the brake-drying function, which uses brief braking impulses to ensure the film of water on the brake discs is removed in the wet, thus considerably improving the responsiveness of the brakes.

AMG 18 or 19-inch light-alloy wheels

The AMG light-alloy wheels in an 18 or 19-inch design play a major part in the dynamic, stable handling of the new E 63 AMG. The saloon comes as standard with titanium grey, high-sheen five-spoke wheels measuring 9.0 x 18 or 9.5 x 18 and 255/40 R 18 tyres at the front and 285/35 R 18 at the rear. As an option, the AMG Performance Studio includes forged 19-inch AMG twin-spoke light-alloy wheels painted titanium grey with a mirror finish, shod with 255/35 R 19 (front) and 285/30 R 19 (rear) wide-base tyres.

In cooperation with the dynamic handling control systems ESP®, acceleration skid control ASR and 4ETS, the basic 45:55 percent torque split between the front and rear axle ensures assured and predictable handling. When fine-tuning the control systems the engineers at the Mercedes-Benz Technology Centre placed particular importance on defined understeer characteristics, as displayed by all GLKmodels even in the most varied of road conditions: on dry roads, in rain, snow, ice or on unsurfaced roads.

A double-disc clutch achieving a basic locking torque of approximately 50 Nm between the front and rear axle is fitted to the central differential. The clutch pack is permanently preloaded via a plate spring. In the case of spinning wheels on one of the two axles, a friction torque is transmitted to the axle spinning more slowly by relative movement of the discs. A sustained improvement to traction and directional stability of the vehicle are achieved through this principle of variable torque shift. Particularly in the case of low coefficients of friction between the tyres and the road surface the traction and stabilising effect of this so-called pre-lock clutch is clearly noticeable.

Adaptive Brake: state-of-the-art brake control system enables shortest stopping distances – even in wintry road conditions

The newly developed ADAPTIVE BRAKE control system encompasses the following basic functions: the anti-lock braking system ABS, acceleration skid control ASRand yaw moment control. ABSand ASR record and control the driving situation longitudinally, the yaw moment control the lateral dynamics. If ADAPTIVE BRAKE diagnoses critical operating conditions, within the limits of the laws of physics traction and directional stability are retained or reinstated through precise brake actuation and drive torque control.

New additional functions make ADAPTIVE BRAKE even safer and more convenient. Hill Start Assist prevents the vehicle from rolling unintentionally in the opposite direction of travel wished by the driver. A function known as priming has also been added. If the driver quickly removes his or her foot from the accelerator, the system prepares for possible panic braking by placing the brake linings on the brake discs using little pressure. Through the indirect pressure build-up when operating the brake pedal this will then shorten the stopping distance if a full brake application does occur. Thanks to ADAPTIVE BRAKE’s ability to produce even the slightest amounts of brake pressure precisely, it is possible to remove the film of water which forms on the brake discs in wet conditions through brief, light brake actuation. This reduces even further the brake response time, and thus the stopping distance, in the wet. Intervention takes place as soon as the windscreen wiper has reached a certain number of wipe cycles and the driver has not braked of his or her own accord in the meantime.

The GLKis fitted with adaptive brake lights as standard. This system warns following traffic that there is a critical braking situation by initiating flashing of the brake lights if the vehicle’s rate of deceleration is high. In the case of emergency braking from a speed of over 70 km/h the hazard warning lights are automatically activated when the vehicle comes to standstill.

The “off-road” switch in the centre console helps the GLK-Class to make good progress on rough terrain if the equipment line with the “off-road engineering package” is selected. At the touch of a button a special drive program comes into operation; it varies the 7G-TRONIC’s shift points, “softens” the accelerator characteristic and activates the ESP® functions with off-road ABSand a special off-road 4ETS. A further switch turns on the DSR (Downhill Speed Regulation) which automatically keeps to a pre-selected speed between 4 and 18 km/h on steep downhill inclines. The driver can vary the speed at any time using the cruise control lever.

In addition to a tyre pressure loss warning system the GLK’s Electronic Stability Program ESP® comprises vehicle/trailer stabilisation as standard. This diffuses critical operating conditions through precise brake actuation as they arise. The maximum towing capacity is 2000 kilograms.

Strong characters: The GLK-Class from Mercedes-Benz

The new GLK is a strong character which enriches the world of compact SUVs. With its practical, attractively compact body style this distinctive multi-talented vehicle is in a class above its competitors, successfully combining qualities previously deemed to be conflicting: thanks to the AGILITY CONTROL suspension, outstanding driving dynamics go hand in hand with superb handling safety and excellent ride comfort. Working together with the electronic control systems the state-of-the-art variable all-wheel-drive system 4MATIC unites optimum on-road performance with high off-road suitability. It is precisely these connections that make the GLK so attractive: within the Mercedes-Benz SUV family this is one of the models characterised in particular by an impressive performance spectrum on surfaced roads, and yet at the same time that all-important “G” is part of its signature.

The four and six-cylinder engines, as powerful as they are economical and environmentally compatible, guarantee effortlessly superior performance. The GLK 220 CDI BlueEFFICIENCY model comes with the new four-cylinder diesel engine from Mercedes-Benz. The base engine mobilises 125 kW/170 hp and consumes 6.7 litres of diesel per 100 kilometres. The highly stable body forms the prerequisite for the vehicle’s groundbreaking passive safety, its quiet running and interior comfort complete with the hallmark Mercedes feel-good factor and its high value retention. An excellent level of interior equipment and appointments and attractive equipment packages help the GLK to stand out from the compact SUV crowd to an even greater extent. What’s more, systems such as the groundbreaking PRE-SAFE® safety concept and the Intelligent Light System ILS are available in this market segment for the first time.

Aside from the car’s general proportions not much is clear due to generous slabs of camouflage cladding. Nevertheless, the car’s LED daytime running lights, common to all of Mercedes’ most recent models, are obvious. The door-mounted side mirrors stand out further on thinner stalks than the outgoing model, while the general proportions of the car with the top up seem to reflect a longer hood and more rearward seating position.

The sharper angle between the rear of the hard top and the rear deck area also mimics the 2010 SLC to a degree, though the real design cues shared with that car are expected to be located around the front fascia. At any rate, it’s clear that Mercedes has dumped the controversial front end of the current models for something new. In addition to the spy shots, we have these computer generated renderings previewing the final design of the stylish roadster.

Powertrains expected for the next-generation SLK include the 2.2L four-cylinder diesel found in the current C250 CDI. Rated at 204hp (152kW) and 369lb-ft (500Nm) in its C-Class application, the engine would be sporty, but whether Americans would find it palatable is an open question. Mercedes has discussed bringing diesels to the U.S., but in the GLK and C-Class, not a sporty model like the SLK.

Petrol engines featuring evolutionary developments on the current range are expected, though there is also talk of a possible twin-turbo 3.5L V6 generating over 470hp (350kW) for an AMG version. More details and specifics will emerge as the car moves forward in its development cycle.

The next-generation SLK is expected to make its debut in late 2010. Pricing for the current model starts just under $46,000 in the U.S., and the next model is expected to stay near that mark.

Distinctive Mercedes-Benz styling
The bold, sharply defined lines of the GLK350 give this compact rig a larger than life image despite being shorter in length than BMW’s compact X3 and Subaru’s new Forester. To my eye, the GLK’s squared-off wheel openings and fairly upright windshield give it a slight “retro” look.

Irrespective of how one chooses to interpret the GLK’s edgy sheet metal, there’s no denying that it sets this unit apart from the masses of compact SUVs that blend together in mall parking lots across North America. And with a big tri-star emblem fronting its imposing grille, the GLK’s Mercedes-Benz DNA is hard to miss.

Moving inside the aptly sized GLK exposes one to a business-oriented premium cabin that’s understated and not overly decorative. Ergonomically, the GLK cabin is a standout. In keeping with German automotive tradition, the 10-way power-operated seats in the GLK350 are notably firm but immensely comfortable, especially for long stints behind the wheel. In fact, I doubt a more supportive perch can be found anywhere, at any price.

Power and performance
A 3.5-litre V6 engine capable of dispatching 268 horsepower @ 6,000 rpm and 258 pound-feet of torque @ 2,400-5,000 rpm powers the GLK350. The abundance of low-end torque is quite satisfying; it effortlessly propels the vehicle without forcing the engine to rev unpleasantly.

When rapid acceleration is needed, the GLK350 stands up and delivers. Mercedes-Benz literature boasts an impressive 0-100kph time of just 6.7 seconds, and I have no quarrel with that figure. As such, the GLK350 is no slouch, making quick work of highway passing and hill climbing.

Surprisingly capable off-road
Although this week’s road test didn’t challenge the GLK350 with anything much worse than decayed pavement, I drove a GLK350 off-road in Germany when Mercedes-Benz launched the vehicle last year. That opportunity allowed the compact Benz to strut its stuff; and believe me it did, leaving me rather astonished at its prowess.

Short overhangs front and rear and MB’s 4MATIC permanent AWD system partner with 201-mm of ground clearance to give the GLK350 its tenacity off-road. But don’t be fooled, this is still a light-duty SUV sans a low-range transfer case.

Behind the wheel
The GLK350 is truly a pleasure to administer thanks in part to the excellent visibility imparted by its high seating position and large expanses of glass. Add driving dynamics that include gently calibrated throttle and brake responses, along with a secure composed ride, and the ingredients are present for a relaxing automotive experience.

I will unabashedly say that this is perhaps my favourite compact SUV to spend time behind the wheel of. Its handling characteristics are superb without compromising ride comfort. Steering response is quick and predictable yet sufficiently weighted to provide informative feedback.

Wrapping the GLK350
The GLK350 is a true Mercedes-Benz. The brand’s legendary solidity permeates the vehicle, imparting the sense of quality one expects from the brand. With a base price of $41,800, the GLK350 is one of the less expensive Mercedes-Benz vehicles to purchase, and perhaps one of the more rewarding and functional.

Along with its “right sizing,” the GLK350 spoils its occupants with comfort and luxury befitting the tri-star badge while also supplying cutting-edge vehicle control and occupant protection technology as standard equipment.

Stuttgart, Germany

Engine manufacturing at the heart of AMG
Before jumping into my ‘First Impressions’ of the formidable E63 AMG, let me share a word or two about the process adhered to by the high-performance company responsible for fortifying Mercedes-Benz machinery. Their facility, located in little town Affalterbach, Germany, employs 64 mechanics to hand-build engines in a dust-free sanitized assembly plant.

“One engine, one mechanic,” is the protocol in which a single mechanic builds an engine from start to finish, and lays his reputation on the line by applying his ‘John Hancock’ to the completed product.

Each AMG 6.2-litre engine is comprised of some 493 bits and pieces, and takes in the neighbourhood of 3.5 hours to painstakingly put together. All components are coded and bar-scanned prior to being bolted, and no robotic aids are utilized in the process.

Now, let’s leave the clinical environs of AMG and examine their latest contribution to automotive dominance.

2010 E63 AMG – more power, improved economy
Heavily revised for 2010, the E63 AMG is referred to by Mercedes-Benz as a dynamic sports saloon combining outstanding performance with exhilarating driving dynamics thanks to a technology transfer from the high-performance SL63 AMG Roadster.

At the heart of that technology is a high-revving 6.2-litre naturally aspirated V8 developed entirely by AMG. This monster roars with a peak output of 518 horsepower and 465 pound-feet of torque while achieving a 12-percent increase in fuel efficiency over last year’s version. Simply put – more power from less fuel.

The average overall fuel economy for the 2010 E63 AMG is rated at 12.6L/100km; but hey, who’s fooling whom? With an MSRP well over $100K, people don’t buy such extremity to exemplify their frugality, or their “greenness” for that matter. Save those ideals for buyers of hybrid cars. This rocket is all about power, prestige and performance – full stop.

New wet clutch transmission
AMG backed-up the toughened V8 with their new, SPEEDSHIFT MCT (Multi-Clutch Technology) 7-speed sports transmission. A wet start-up clutch replaces a conventional torque converter in this sophisticated autobox, which supplies four drive modes and a Race Start function.

AMG RIDE CONTROL extends ride and handling thresholds
Many suspension and chassis alterations have gone into maximizing the ride and handling capabilities of the E63 AMG. These innovations include a wider front track and an all-air suspension system in use at the rear along with automatic height control.

The AMG RIDE CONTROL setup features electronically controlled variable damping, which is dependent on road conditions, speed and driving style. Without driver input the system optimizes the juxtaposing dynamics of ride and handling.

-100kph in 4.5 seconds says it all
The AMG design team worked feverishly to embolden the latest E-Class with visual aggression suitable to authenticate an ‘AMG’ badge. This would all be for not if the vehicle’s performance didn’t also merit the coveted distinction; but trust me, it does and then some.

From any speed, drop the hammer and the E63 AMG will pull with uninhibited brute force that knows no boundary. The vehicle is factory-limited to a 250km/h top speed unless the Performance Package is ordered, at which time 300km/h will register before sanity returns.

Our limitless Autobahn experience allowed my driving partner and I to easily clock 241km/h with nary worry or bead of sweat, from the car that is. At high speeds, the E63 AMG is secure, composed and rock-steady.

E63 AMG wrap
This isn’t a car for the masses or the many. It’s a highly specialized sedan imbued with some pretty amazing talent that includes outrageous performance thresholds and big car luxury. It’s sufficiently civilized to serve as an executive daily driver while barely concealing its bare-chested bravado, which it’ll gladly back-up when challenged.