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.

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.

BMW last offered a four-cylinder engine for U.S. consumers in its 318ti hatchback in 1999, which was nixed due to poor sales. But as stricter fuel economy standards approach, BMW North America CEO Jim O’Donnell says a direct-injected, turbocharged four-cylinder could be on its way.

“The plans will be firmed up when we have definite news from Washington on what the fuel standards are going to be,” he said. According to O’Donnell, the engine could be used in the 1-series, the 3-series, and the X1 and X3 crossovers. BMW is designing the new four-cylinder to have as much power as its in-line six-cylinder engines, with better fuel economy and lower emissions.

O’Donnell is wary that consumers may not be willing to pay more for the engine, however. The four-cylinder will cost more for BMW to build, extra cost that will have to be passed down to consumers.

Mercedes-Benz is in the process of deciding whether it should bring the four-cylinder diesel from the E250 Bluetec concept it displayed at the New York auto show earlier this month to the U.S. The 2.2-liter diesel in the concept generates 204 horsepower and returns fuel economy of almost 40 miles per gallon on the highway.

Mercedes-Benz USA’s CEO, Ernst Lieb, says that although the engine may not work in the E-class for the U.S. market, it would be well-suited for the C-class sedan and GLK crossover. He said the engine could be used in both of those vehicles’ current generations.

Source: Automotive News

BMW CEO Norbert Reithofer told reporters that there have been no signs that the market will recover before next year. BMW hopes to resume its target sales by 2012. By that time, new versions of the 1-, 3-, and 5-series model lines will be on sale.

With production down a third, inventories have fallen. However, sales volumes have only declined by a fifth, allowing the BMW group to earn €220 million ($293 million) in free cash flow from its car program.

The outlook isn’t any better for BMW’s rivals. Last week Mercedes-Benz posted a quarterly operating loss of €1.12 billion ($1.49 billion), while Audi saw profit fall to €363 million ($483 million). Meanwhile, Porsche is still struggling to find a solution to its plans for a high-risk takeover of Volkswagen.

According to BWM, this year will be a transition year. The company is presently more focused on securing its independence rather than meeting earnings targets. BMW says it expects to miss its 1.8-million-unit sales goal for 2012, but it will sell more than 1.6 million units, enabling it to reach profitability targets for that year.

Source: Automotive News