As An Example

Here is another facelift Mercedes-Benz model (dubbed ‘new generation’ in Merc speak) that loses its peanut-shaped headlamps, following a trend spearheaded by the W204 C-Class in 2006/07 and recently the ‘new’ C-Class coupe aka CLC-Class. The new SL-Class will be unveiled at Geneva 2008 this March. This premium sports roadster is claimed to deliver even more athletic performance, thanks to the new direct-steer system and improved fuel efficiency. As an example, the SL350 is powered by a newly developed, extremely high-revving sports engine boasting an impressive output of 316 hp yet returns a fuel consumption figure that is 0.4litre per 100 kilometres lower than that of its predecessor. Mercedes-Benz SL range will now feature two six-cylinder models in the guise of the SL350 and the new SL280 (170 kW/231 hp), as well as the familiar SL500 with a V8 engine. At the top-end is the SL600 with a V12 powerplant. Passive safety kit counts include bi-xenon headlamps incorporating 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 in those cold climates. SL passengers are kept informed and entertained by the standard-fit COMAND multimedia system, which has also been fully redeveloped and features additional functions e.g. Sat-Nav. 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.

In fact, our driving instructor at Road America, who heads the M Performance Center driving program in Spartanburg, South Carolina, switched our steering from Sport into Comfort in the middle of a lap. Though at first we thought we were being demoted, he explained the lighter steering effort can help when learning the track, so you don't have to feel like you're fighting the wheel. Sport and Sport Plus increase the steering effort, in the case of the latter, quite considerably. Suspension consists of a double-joint spring strut setup in front and a new five-link axle in the rear. Most components, including control arms, are aluminum. The rear suspension is mounted directly to the body (omitting the connecting parts normally in between), giving the M4 a stiff ride and more direct road feel. Combined with the M4's fantastically rigid chassis, the M4 is solid, planted and absolutely joyful through the corners, with BMW's signature near-50/50 weight distribution. Even with the suspension in comfort mode, the M4 is firm and well-sprung, though more compliant over bumps and rough roads.

Dynamic stability control can be adjusted for optimum safety or optimum slip. With it on, it can save your bacon if you make a mistake, but we also felt the system holding us back when rounding corners at Road America. With it off, the M4 commands a healthy dose of respect, as a few of our colleagues found out by taking some unintentional offroad excursions. A 6-speed manual comes standard, and although it might be more fun for purists to drive, it's slower than the optional dual-clutch, with a 0-60 mph time of 4.1 seconds. In Efficient and Sport modes, the manual has an automatic rev-matching function, though the blip comes when you take the shifter out of gear, so your shifts had better be fast for optimal performance. In Sport Plus mode, the auto rev matching turns off, leaving you to your own heel-toe skills. With the optional 7-speed double-clutch transmission, the M4 can sprint from 0-60 mpg in 3.9 seconds. It's the most versatile option, since one can simply put it in drive and let the car do it's thing, or switch it over to manual mode for some F1-style paddle shifting.

The latter was especially satisfying on the track, where we could focus more on the line and less on the body mechanics of changing gears. While shifts from the double-clutch are blink-of-an-eye fast, we did find they could feel abrupt when pushing hard in Sport and Sport Plus modes. Our test cars were fitted with upgraded carbon-ceramic rotors, complete with huge gold-painted calipers. These monsters are unbelievably powerful, though they perform best once you get some heat into then. 1,200. Both standard 18-inch wheels and the upgraded 19s are wrapped in sticky Michelin Pilot Super Sport tires, designed specifically for the new M4. Their mixed performance designation means they should hold up well in a variety of driving conditions. The M4's road manners are equally impressive on the track as well as around town. Though, like the M3, the turning circle is nearly three feet wider than its non-M counterpart, making the M4 a tad clunkier than the standard 4 Series to maneuver through parking lots and in other tight spots. BMW does a particularly good job with exhaust notes, and the M4 is no exception, though partially engineered, the M4's sound is loud and unmistakable, from both within and without. On the downside, we also got quite a bit of road noise inside the cabin, in large part due to the direct-mounted rear suspension.

In ‘Sport’ and ‘Sport Plus’ mode, active intervention by the systems influence steering behaviour, maximum roll support, self-steering properties and traction in order to secure maximum performance and agility. The advantages offered by PDCC in terms of driving dynamics are further enhanced by the Porsche Torque Vectoring Plus system and the electronically-controlled rear limited slip differential with variable locking effect. This in turn optimises steering behaviour and traction when cornering. The Turbo S is also equipped with Porsche Ceramic Composite Brakes (PCCB) as standard. These powerful, race-tested ceramic brakes with distinctive yellow brake calipers offer clear advantages over conventional grey cast iron brake discs. A reduction in mass of approximately 50 per cent contributes towards a faster handling response, and the corrosion resistance of the brake caliper rings guarantee maximum performance. The synthesis between exclusivity and sporting intent is maintained inside by the standard two-tone leather trim. One highlight is the new interior package in Dark Burl Walnut. The new decor includes a hint of red, providing a slightly cooler effect, and the ambience is completed by the embossed Porsche crests on the front headrests. The 14-way adjustable powered front seats can be combined with the memory package for excellent travel comfort. The memory package comprises seat surface extension as well as lumbar support and electrical steering column adjustment. Both the front and rear seats feature seat heating as standard. At the rear, two single seats with a folding central arm rest offer generous leg and head room, even for tall passengers. The Panamera Turbo S offers a compelling mix of sporting and luxurious equipment levels.