Mercedes-Benz McLaren SLR 722 Edition

Are you telling me this beast has 722bhp under the bonnet?

Not quite. The 722 – or the Mercedes-Benz McLaren SLR 722 Edition to quote its full name – is a limited run of tweaked SLRs, named after the Mercedes 300 SLR that British racing legend Stirling Moss and his co-driver Dennis Jenkinson drove to victory in the 1955 Mille Miglia race from Brescia to Rome and back.

The number actually refers to the time - 07:22am - that they started the grueling 1000-mile race, and they completed it at a record-breaking average speed of 100mph.

Hmm. This has the fishy whiff of marketing about it.

You could well be right. SLR sales have never lived up to Mercedes’ expectations, and special edition models with more power, honed dynamics and greater driver engagement are always a sharp hook with which to go out and snag some more buyers. If it works for Porsche…

The left-hand-drive 722 series will be limited to 150 models worldwide, and will cost around £350,000 depending on the Sterling-Euro exchange rate. Mercedes opened up its order books to prospective buyers when the 722 was unveiled at the Paris Motor Show last September. All UK-bound 722s have already been snapped up.

So what’s new?

Well, for an extra £32,500 over the standard SLR you get more power and less weight. Which is a good place to start. Recalibrating the hand-built 5.5-litre supercharged V8 engine’s electronic black box has pushed output to 650bhp at 6500rpm and 605lb ft at 4000rpm – that’s 24bhp and 30lb ft more than a standard SLR.

The five-speed paddle-shift automatic transmission and its gearing remain unchanged, but you do get even more carbonfibre, with a new front splitter and rear diffuser, resulting in a 44kg drop in weight to a still super-size-me 1724kg.

That’s it?

Not quite. The steering has been tweaked, the suspension uprated, the ride height dropped, each corner fitted with lightweight alloy wheels to reduce unsprung weight, ceramic brakes are fitted, and the aerodynamics have been upgraded.

Inside you get red stitching on the Alcantara-wrapped bucket seats and suede–covered steering wheel, red-ringed instruments and redesigned aluminium shift paddles. Oh, and a tacky 722 plaque on the centre console that would shame a Christmas cracker goody. In total, over 300 components have been enhanced or replaced.

I’m guessing it’s pretty brisk.

It’s expletive-inducingly quick. Imagine strapping a jet engine on full afterburner to your back and you’ll get the idea. The 722 claws its way up to 100mph with the kind of vicious, neck-straining acceleration that makes a BMW M5 or Porsche 911 feel like a milk float with a flat battery.

There’s no pause or slowing up of that pulverising acceleration either – that hammering V8 engine just keeps ripping through to its 7000rpm redline, dropping into a higher gear and winding the speedometer needle closer to its maximum velocity.

But is it happy at these speeds?

It feels made for them – stable, solid and planted. That carbonfibre front lip almost doubles front downforce at speed, the rear diffuser has been revised to suck the tail down on to the tarmac, and the airbrake now lifts to a more acute angle to boost rear-end stability under extreme braking.

All of which means winding the 722 up to its 210mph top speed is simply a matter of finding a long straight road and holding the comically large steering wheel straight. A bit easier than the terrifying speeds managed by Moss and Jenks in 1955 (see pic above).

So it’s fast, but what about the brakes?

Brilliant and awful in the same breath. The 722 is fitted with vast 390mm carbonfibre-reinforced ceramic brake discs complete with red calipers, supplied by Brembo. While the Sensotronic brake-by-wire setup has absolutely no problem in hauling the 722 back down from go-directly-to-jail speeds with the lightest brush of the floor-mounted pedal, they are frustratingly difficult to modulate; the pedal feels wooden and smooth deceleration is almost an impossibility.

So it’s good in a straight line. What about corners?

Here’s where the 722 falls apart. It’s the steering that’s to blame. Despite being razor-sharp and accurate, it never feels anything but dead. You’re given very little idea of what the front wheels are doing – not so cool in a car that can whip up to three times the national limit in a few minutes.

Throw in a chassis that feels stiff but oddly inert and you’re left driving a very one-dimensional car. Which is a crying shame given the killer performance of its engine and brakes.

Verdict

The 722 perfectly illustrates the point that there’s more to a supercar than earth-shattering speed. You need tactility and communication, emotion and charisma – qualities the 722 is sadly bereft of.

A Ferrari 599 may not match the SLR’s sledgehammer performance, but its far higher level of driver engagement is far more appealing than a few saved tenths of a second over a sweaty-palmed Alpine pass. Ditto a Porsche 911 Turbo. Both cheaper to buy and better to drive - salt in the 722’s wounds that’s really going to sting.

Need to Know: Mercedes-Benz McLaren SLR 722 Edition

How much?	£350,000
On sale in the UK:	2007
Engine:	5439cc, 20v, supercharged V8, 650bhp @ 6500rpm, 590lb ft @ 4000rpm
Transmission:	Five-speed paddle-shift, rear wheel drive
Performance:	0-60mph 3.6.seconds, 210mph, 14.5mpg
How heavy/made of?	1724kg/carbonfibre, aluminium
How big (length/ width/ height in mm)?	4656/1908/1251
Other models in the range:	SLR
Or try a...	Ferrari 599,Porsche 911 Turbo,Koenigsegg CCX

More...

Read More...

Mercedes-Benz SLK Edition 10

So what's Mercedes come up with to mark the SLK's first decade?

The SLK Edition 10, a special version of the roadster with some very special paint. No different mechanically from the existing production cars, the Edition 10 is distinguished by 10-spoke, 17-inch wheels finished in chrome-shadow, and dark tinted rear lights.

Most Edition 10s will come finished in black for that sinister look, although silver is an option. But 350 cars will be coated in allanite grey Magno - a bizarre matt-grey metallic.

It looks very strange - like it left the paintshop after the base coat was applied but without the glossy lacquer - and comes with strict instructions not to put the car through a mechanical car wash or to polish it. Doing either could make the paint shine, ruining the whole effect.

What's it like behind the wheel?

Pretty inviting, what with those silver-stitched heated black leather seats and the bright red instrument markings. Like all SLKs, the Edition 10 feels solidly made, has plenty of cabin room, a brilliantly slick folding hard-top and even a senisbly sized boot, at least when the roof is up.

You can have an Edition 10 with any of the SLK's engines apart from the V8 fitted to the AMG-fettled SLK55. In fact the 55's no loss: the 268bhp 350 V6 still provides plenty of shove, hitting sixty in 5.6sec, and sounds fairly special too. If you want six-cylinder smoothness but aren't so obsessed about outright pace, there's the 228bhp 280 (62mph in 6.3sec) or if you aren't bothered about pace at all, you could opt for the entry level SLK200 version of the Edition 10.

This 1.8-litre supercharged four isn't remotely sporty and sounds about as exciting as an evening in front of the tumble drier. In fact, the boom when overtaking that seems to have been added to inject a bit of excitement can be a real pain.

But in other respects, this engine is a gem. It's only got 161bhp, but the 177lb ft of torque is spread right across the middle range where you need it. So while the 8.0sec 0-62mph time is nothing to get excited about, the real-world mid-range grunt makes it really relaxing to drive and probably also contributed to the excellent economy. We drove over 1000 miles of mixed driving and never recorded less than 30mpg, getting nearer 40mpg on a motorway run.

It's that kind of character that defines the way the chassis feels, too. It's fun enough when you want it to be, accurate, grippy and always controlled, but not so overly dynamic that it ever becomes a pain to live with. The steering is less communicative than a Boxster's, but less tiresome too. And no sports car is more comfortable.

Verdict

We're big fans of the SLK and, although we'd be paranoid about wrecking that special paintwork, the rest of the kit that comes with the £29,725 SLK200 Edition 10 is well worth the £1200 premium over a stock SLK200 which comes without leather and on tiny wheels as standard. Given the choice, though, we'd save up the extra for a Porsche Boxster.

Need to know: Mercedes-Benz SLK Edition 10

How much?	£29,725
On sale in UK:	2007
Engine:	1796cc 16v four, 161bhp@5500rpm, 177@3000rpm
Transmission:	Six-speed manual, rear wheel drive
Performance:	7.9sec 0-62mph, 143mph, 32.5mpg, 209g/km
How heavy/made of?	1390kg/steel
How big (length/width/height in mm)?	4089/1777/1296
Other models in the range:	SLK280, SLK350, SLK55 AMG
Or try a...	BMW Z4 2.5i Sport,Audi TT Roadster,Nissan 350Z Roadster

More...

Read More...

Mercedes C-class drive

Seven years since the last, an all-new C-Class. What are the highlights?

Mercedes has gone back to basics with the new C. Keen to banish memories of the E-class quality/breakdown/recall debacle, it has scrapped some of its old techniques and relied more on a computer-generated virtual C-class (its 2130GB of data might just crash your average PC) to iron out problems at the design stage. And to make sure it doesn't break down on a wet Friday night, it then spent five years and 15 million miles testing real cars...

Has it all worked? Read our eight-page road test to find out... Click 'Next' to read on.

So in what other ways does it break from tradition?

Well, for one, this is the first Mercedes saloon to be offered without a stick-up three-pointed star atop the grille. Ever. Traditions at Benz aren’t broken lightly, and approval for this came from the top – from Dr Zetsche himself. Merc also wants to give sporting handling as much priority as pampering comfort.

Like hot ice cubes, this is hard to achieve. Unless, they say, you develop two clever forms of suspension – using both electronic dampers and, on standard cars, ‘amplitude dependent hydromechanical’ units (similar to the A/B-Class, but four generations on). Both are adaptive, but it’s the former, standard on even the boggo C180 K SE, that are most ingenious. They cost more than regular units, but this alone is proof of Mercedes’ aspirations with the C.

It certainly looks good, in an S-Class kinda way

Some things never change. Bruno Sacco instigated the ‘horizontal affinity’ principal of a clear family look, which the new C-class continues. It’s surprising, though, what a difference that grille makes. Only offered on Sport variants, it looks fantastic with a set of AMG alloys, giving Benz a proper rival to S line/M Sport rivals. You can even get it in bling white. Very (P) Diddy.

Lesser SE and Elegance models are more traditional, but both share the flowing side and SLK-hinting rear, which boast more substance than the old car. It’s physically bigger, but looks much more so. It’s clever, too. Aerodynamics are such that side and rear windows don’t get grubby in mucky weather, while the tail lights are ventilated so they stay clear in the wet. Needless to say, it has a slippery Cd of 0.27, while rear axle lift is, ahem, down, too.

Is the mainstream ‘hewn from solid’ Mercedes interior back?

It is. Simply laid out, the interior lacks character but there’s no doubting the quality. Panels fit precisely, soft-touch materials abound and even thumping an alloy into the deepest pothole elicits barely a grumble from the trim. There’s tactility too, while the floating speedo needle is just plain cool. Trad Mercedes seats are flat but firmly supportive, while the (LHD) driving position and ergonomic set-up is, save for a too-low indicator stalk, without fault.

The optional sat nav is little short of genius. Controlled via COMAND APS (think i-Drive that you can immediately decipher), this includes a 30Gb hard drive and destination input by voice recognition. It leaves 4Gb to store MP3s and, if you still buy CDs, it’ll store these on there too, in logical files laid out like an iPod. Satellite radio will also be offered in the UK. It’s just a shame the bigger exterior hasn’t yielded more space in the back, particularly for feet, though the 475-litre boot is not significantly smaller than the 540-litre E-Class's.

How does this newfound dynamism translate onto the road?

The C-class is no longer a Manx cat. Liberate the throttle and it’s clear the Mercedes has discovered its tail – ESP reins it in before opposite lock becomes necessary but such newfound dynamism remains (and the ESP is switchable, don't forget). There’s simply a greater feeling of balance, not to mention a clearer connection to the road, aided by light but immeasurably more direct steering that’s both quick and accurate. Gone is the Mercedes mush. Even the throttle response is more immediate.

Don’t worry, traditionalists. The standard car still flows along highways with a beautiful low-frequency gait. The stiff bodyshell means interferences are shrugged off and detailed compliance work means sudden intrusions are discreetly absorbed. It’s in corners where those ‘stiffening’ dampers come alive, turning the front end in with haste and, after a slight discontinuity, doing the same to the rear. It’s surprisingly agile for a car that rides so well, while such alert response and reduced roll angles is proof the clever tech works. And cars with ‘Advanced Agility’ electronic dampers? Even more 'comfortably sportive', as the man from Merc says. We'd have to agree - they work well.

But the engines are more familiar, aren’t they?

Yes; Mercedes model and engine cycles are always out of sync. They’ve all been updated, but the engines are as before – supercharged petrol and turbocharged diesel four-pots, plus V6 petrol and turbodiesel higher-end units. We drove the exceptional C320 CDI; with a cammy growl, it’s free-revving and vibration-free, happy to sing in its mid-range and provide fearsome mid-range shove. The seven-speed auto is dozy and obsessed with hitting higher ratios (three staccato downchanges are not uncommon), but take control yourself, and revel in that lag-free yet linear throttle explosion. With 39mpg too, it’s hard to make a case for the C350 petrol.

Standard cars will be fairer game. The C180 K has 13bhp more, the C200 CDI gains 14bhp, while the C220 CDI has 20 extra horses and 18 percent more torque. These gains won’t be soaked up by weight, for the new C, in base guise, weighs exactly the same as the old. But no BMW-like brake regeneration and the like. The official line is ‘only if customer demand is sufficient’. Give it about a year, then.

Verdict

If kitchen sinks designed cars, even they would have been thrown into this project. It’s been ferociously analysed but the end result isn’t overkill - this is the most complete entry-level (real) Merc since the ’83 190.

Mercedes UK isn’t revealing any UK data but European cars have an inflation-only price increases, so list price here should be from £23k. For what’s possibly the most complete Merc ever, that’s heartening.

Need to know: Mercedes C-class drive

How much:	£33,500 (est for test C320 CDI SE auto)
On sale in UK:	June 2007
Engine:	2987cc 24v V6, 221bhp @ 3800rpm, 376lb ft @ 1600-2800rpm
Transmission:	Six-speed auto, rear-wheel drive
Performance:	7.7sec 0-62mph, 155mph (limited), 39.2mpg
How heavy/made of?	1700kg/steel
How big (L/W/H)?	4581/1770/1448
Other models in the range:	C180 K, C200 K, C230, C280, C350, C200 CDI, C220 CDI
Or try a...	BMW 3-Series,Audi A4,Lexus IS

More...

Read More...

Mercedes-Benz CLK Black AMG

Black Series? Sounds posh and a little edgy. What's all that about then?

AMG groups its cars into five divisions. The Black Series machines are second only to the borderline psychotic and super-expensive Signature Series (i.e. CLK DTM) cars in the line-up.

Black Series cars are stripped out, track focused and expensive (just like the Signature Series cars then) and this particular weapon is the second MB car to receive the Black treatment. A permanent hard top SLK 55 AMG with a carbon roof was the first.

So what's special about this CLK Black?

If you can ignore the fact that the Signature and Black Series cars appear to share a strangely similar philosophy, the CLK Black's spec is as mouthwatering as its price is eye-watering (around £100,000). AMG takes the competent but bland CLK 63 AMG Coupe and does what it probably wanted to do to the car to start with: strip it out, tune it up, fit track-orientated suspension and brakes and unleash a car that feels as tight and as trick as anything it has ever built.

Aside from the F1 safety car-alike bodywork with its assorted scoops, flips and wings, the CLK 63 Black has a not-inconsiderable 507bhp – 26bhp up on the standard model – from its 6.3-litre, naturally aspirated, mainly handbuilt V8.

This is a phenomenal engine; utterly smooth but revvy and angry and easily a match for BMW’s M Power V10. The Black gets a tuned exhaust system, which not only releases extra horses from the motor but also a barrage of bangs, pops, growls and grumbles.

Other mods to this all-aluminium engine include a reprogrammed ECU and a tuned intake system while those 507 gee-gees gallop to the rear wheels via AMG's Speedshift seven-speed auto (there's no manual option) with a shorter final drive ratio. There's also a limited-slip diff that feels suitably sticky on the track.

Crikey. Sounds fast...

Oh yes. The Black is 0.3 seconds quicker to 60mph than the standard CLK 63 AMG, hitting the magic six-oh in just under 4.3 seconds. Top speed is limited to 188mph.

That’s not a huge outright performance advantage over the standard CLK 63 (especially when you remember it costs approximately £10,000 per tenth of a second saved to 60mph…), but where the Black Series really scores is on the track.

On the track? Go on then, tell us what it’s like

Well, we drove it on the track and the road and initial impressions were good. Very good. The front seats (the only seats in the car) grab you tightly, the exhaust note is barking mad and the whole car feels brilliantly stiff and pure of purpose. The new adjustable coilover suspension delivered a surprisingly comfortable ride, and the composite brake discs (thicker on this Black version) provided massive braking performance and great feel.

On track, the circuit-focused Pirelli P Zero Corsas and coilover suspension set-up provided strong, consistent grip while the handling was nicely neutral and exploitable. With such a beefy engine up front, understeer came first but a few laps with Mercedes racing legend (and former DTM champ) Klaus Ludwig demonstrated the best way to drive the car – from the rear. A couple of lifts or stabs on the brakes to unsettle the car way before the apex, then loads of right-foot to throttle-steer the car all the way through the corner. Brilliant.

Sound great. Surely it wasn't all good?

Well, on the road the seven-speed 'box with paddle shift worked well enough, but on the track there's little doubt a manual gearbox would provide greater satisfaction. If this car is about track thrills, then the lack of a manual option is a strange one – after all you can't imagine Porsche building an auto-only GT3, can you?

Also, someone at AMG has once again confused steering weight for steering feel.

Ah, the sublime Porsche GT3? How does it compare?

Very favourably in terms of outright pace and price, but the Porsche is unquestionably the better car. The CLK 63 Black Series is intriguing, suitably bonkers and surprisingly capable – but at close to £100K, it is neither as focused as a GT3 nor as capable on the road as the 911 Turbo. That's not to say this isn't a good car, merely that its up against some incredible competition.

The CLK 63 Black Series has massive appeal – it’s rare, it’s fast, it’s fun and it is as charismatic as any Merc I’ve driven. But £100,000! Phew.

Need to know: Mercedes-Benz CLK Black AMG

How much?	TBA (approx. £100,000)
On sale in UK:	June 2007
Engine:	6208cc V8, 507bhp @ 6800rpm, 464lb ft @ 5250rpm
Transmission:	Seven-speed automatic with paddle-shift, rear-wheel drive
Performance:	4.3sec 0-62mph, 188mph (limited)
How heavy/made of?	1760kg/steel
How big (length/width/height in mm)?	4657/1833/1365
Other models in the range:	SLK Black Series
Or try a...	Porsche 911 GT3 RS,Lamborghini Gallardo Superleggera,Aston Martin Vantage N24

More...

Read More...

Mercedes CL65 AMG

Looks like a bit of a beast. Is this another warp-enabled starship from AMG?

Looks like a bit of a beast. Is this another warp-enabled starship from AMG? Yep. This is Mercedes’ big CL-class coupe fitted with AMG’s ballistic 6.0-litre V12 bi-turbo engine and a bunch of go-faster, look-smarter goodies.

It’s also the flagship model in the AMG range, which makes it the quickest and costliest Mercedes this side of the SLR.

And speaking of the McLaren-badged wunder-Merc, the SLR has just 14bhp more than the CL65 and is only 0.6sec quicker to 60mph. The CL undercuts the SLR by over £150,000 too. Interesting…

That’s massive performance then. But is it usable? Does it need wheelie bars?

Well, 612bhp is an ungentlemanly amount of power. Therefore the Merc’s ESP and traction control systems act like a platoon of border guards between the marauding engine and the quivering rear wheels.

Credit to the AMG and Mercedes engineers though; the ESP and traction control systems work well. The car is insanely fast in a straight line and combined with a nicely resolved Active Body Control system handles its ungodly girth (2240kg) with a surprising amount of finesse.

You’re not trying to convince us that this is a proper driver’s car, are you?

Never. It’s too heavy, the steering is dead and no amount of electronic trickery can compensate for genuine feel.

However, the CL65 is the closest you’ll get to Lear Jet levels of cross-country pace without needing an aircraft licence. It simply chews fast A-roads and motorways and spits you out at the other end feeling fresh and comfortable.

It is a cruiser of the highest calibre; the seats cradle you softly while heating (or cooling) your botty, the radar-enabled Distronic Plus cruise control works brilliantly at maintaining speed and distance and the overall interior ambience is cutting-edge hi-fi slick. Only the embarrassingly tacky IWC-design analogue clock lets the cabin down.

A surprisingly likeable car then, despite its visual arrogance and earth-chomping engine?

Yes. The CL65 is a beguiling mix of unhinged hooliganism and private members club chic - but it’s not all roses. A car of this price, pace and engineering excellence is never going to disappoint the rational side of the brain – but if you want soul with your pace and engineering excellence, look elsewhere.

The CL65 leaves you cold. It impresses rather than seduces, and even if you’ve just embarrassed a 911 Turbo owner, crossed a continent in less than a day or let the car drive for you for over 200 miles, you find it hard to fall for it.

The CL65 is another one of those mighty achievements from Mercedes, but it lacks a Bentley’s heart or indeed an Aston Martin’s beauty.

Hang on a second though, forget all this talk of Bentley and Aston Martin; isn’t there an enemy within?

Yes. And this is where the argument for the CL65 really falls apart. For around £50,000 less you can have a CL63 AMG fitted with AMG’s genuinely brilliant naturally aspirated V8.

The 63’s lighter engine means less overall mass, so the cheaper car pretty much matches the CL65’s power-to-weight ratio (it's only 0.2sec slower to 60mph).

The CL63 AMG is also more agile, more responsive and more feelsome for those drivers who recognise such things. And as you’re reading this website, I’m guessing you do.

Verdict

Still, Mercedes argues that some customers want, and will buy, the top-end CL-class coupe – even if it costs £150,000 – just because it is the top-of-the-range car. Badge one-upmanship was never the right reason to buy a car, so if you’re in the market for a CL and you don’t fancy the more characterful Bentley Continental GT or more beautiful Aston Martin DB9, buy the CL63. And a new BMW M3 with the change.

Need to know: Mercedes CL65 AMG

How much?	£149,565 OTR
On sale in the UK:	2007
Engine:	5980cc twin-turbocharged V12, 612bhp @ 4800rpm, 737lb ft @ 2000rpm
Transmission:	Five-speed automatic with paddle-shift, rear-wheel drive
Performance:	4.4sec 0-62mph, 155mph (limited)
How heavy/made of?	2240kg/steel
How big? (length/width/height in mm)?	5084/1871/1418
Other models in the range:	CL63 AMG
Or try a...	Aston Martin DB9,Bentley Continental GT

More...

Read More...

Mercedes C220 CDI Sport

It looks like there’s a major change going on here

Certainly is. Gone are the smooth curves of the previous C-class, replaced with something far more edgy and, dare we say it, rather modern. The C-class is bigger all-round and crucially there’s another 45mm in the wheelbase and more shoulder room. That’s hardly a surprise. Passenger space has always been the weakness of compact premium cars in the compact exec segment, and with the cheaper and hugely competent cars like the new Ford Mondeo offering limo levels of comfort, space can’t be ignored.

We've already driven the new C-class on its continental launch; now we've finally driven it on UK roads. Click 'Next' to read our full report.

What’s with the funny grille?

For the first time, a Mercedes saloon uses the grille to distinguish between models. The traditional trim levels, SE and Elegance, get the three-pointed start on top of the bonnet, as every Mercedes should.

The Sport, in a slightly worrying nod towards bling, ditches the bonnet emblem for a massive star mounted in the centre of the unique three-louvre grille. The range has been simplified too, with Avantgarde versions dropped in the UK.

Sport models? Has Mercedes has finally woken up to the fact that BMW sells twice as many 3-series?

Indeed it has, imbuing a far more sporty character into the latest generation. Key is the Agility Control suspension that has adaptive damping. It’s a pretty simple system, just two stages and hydromechanical rather than electronic, but comes as standard on all models. And it puts C-Class handling on a new level.

There’s tight chassis control and sharp turn-in, and the result is a new level of driver entertainment. The C-Class Sport gets speed-sensitive steering with a welcome degree of extra weight, plus a slightly lower ride height. Being a Mercedes there is, of course, the full suite of active safety installed to try and prevent you make a complete fool of yourself when you breach the boundaries. But they don’t really intrude on the fun.

So it handles, but does it go?

All the four-cylinder engines, petrol and diesel, have been uprated. The best seller is likely to be the C220 CDI driven here, with its 168bhp (up from 148bhp in the old car). More significantly, this now pumps out 295lb ft of torque at 2000rpm, endowing performance that seems perfectly matched to the both old-school Mercedes subtlety and the newfound enthusiasm for driving prowess.

That old bugbear, the Mercedes manual gearbox, has been improved in the hope 3-series buyers will take it seriously, and there’s a hill-start system to overcome the problem with the foot-operated parking brake. But this diesel remains best suited to the automatic transmission, where the short rev range can be readily accommodated. You get five rather than seven gears with the four-cylinder engines, but Sport models get a handy paddle shift, too.

Sounds too good to be true...

It is. Somewhere down the line the suspension designers seem to have overlooked the fact that the C-class will have to contend with British roads. On a smooth surface, the C-class rides beautifully, but get onto the lumps of city roads, and even country roads taken briskly, and there's a most un-Mercedes feel about the whole experience.

There just isn’t enough compliance; the C-class jiggles about like a hot hatch. That might increase the appeal to GTI enthusiasts looking for their next step in car ownership, but buyers looking for their first luxury Mercedes may be disappointed.

Yes, but there’s still that luxury Mercedes interior

You’d think. Vinyl seats, anyone? Long the favourite of the German taxi diver, they are now the standard fitment on the Elegance model while the Sport gets half vinyl, half cloth. You’ll upgrade to full leather of course, and buy into the many personalisation options on Mercedes’ long list. Particularly impressive is the full-length glass sunroof complete with electric blinds. Not so good is the mottled plastic covering to the dashboard and door panels that shows scuffmarks too readily.

There’s a decent voice control for your telephone, but the Bluetooth can’t read your telephone address book. The full sat-nav system does a good imitation of the beautiful display for navigation and radio in the S-class, but the standard radio screen, and the instruments, look smarter in a 10 grand Honda Jazz. As a microcosm of Mercedes missing the point, you can download music onto the 30GB hard drive – but from an SD memory card, not a USB drive.

Verdict

The shift in emphasis by Mercedes with its new C-class is to be welcomed. It’s now a vastly better car to drive. It offers sufficient passenger space to remain competitive and the design underlines the forthright new direction. With careful choice of materials and colours the interior might even look attractive.

But Mercedes hasn’t been as clever as BMW in matching handling dynamics to a comfortable ride. Can Merc really risk alienating existing core customers in its the quest for the 3-series buyer?

Mercedes C220 CDI Sport

How much?	£29,097
On sale in the UK:	2007
Engine:	2148cc 16v 4-cyl, 168bhp @ 3,800rpm 295 lb ft @ 2,000rpm
Transmission:	Five-speed auto, rear-wheel drive
Performance:	8.5sec 0-62mph, 141mph, 42.8mpg, 173g/km CO2
How heavy/made of?	1560kg/steel
How big (length/width/height in mm)?	4581/1770/1447
Other models in the range:	1.8k, 2.0k, 2.3V6, 2.8V6, 3.5V6; C200Cdi, C320CDI
Or try a...	Audi A4, BMW 3-Series, Lexus IS

More...

Read More...

Mercedes-Benz SLR McLaren Roadster

That name's quite a mouthful, isn’t it?

Mercedes-Benz SLR McLaren Roadster is indeed a tongue twister. And make sure you get Merc and McLaren the right way round, otherwise the men from Germany will get all antsy.

Thus the name pretty much sums up the genesis of this car: from coupe (SLR), to hardcore coupe (the 722), and now to convertible. And the convoluted name reflects the machinations behind the scenes: the relationship between Woking and Stuttgart has been tense, to say the least, as the two companies have battled over their vision for the car.

The open-top is the latest collaboration between the British and German engineering giants, and a last-ditch attempt to make the SLR a success. We hear that sales have fallen far short of expectations; around 1200 coupes have been built at Woking since 2003, suggesting that the original 3500 target in its seven-year lifecycle is somewhat unrealistic.

So what has been the outcome of this bickering?

McLaren wanted an F1 successor; Mercedes wanted, and claims it got, 'the ultimate 21st century GT'. The actual result is a compromise, and one that is less than the sum of its parts. The engineers at Woking have given the SLR a carbonfibre tub, double wishbones all round, and an air brake. Stuttgart has added an automatic gearbox, and all sorts of heavy luxuries and sound-deadening that have made the SLR a bit of a porker at 1825kg.

For those that thought the original coupe was too soft, there's the 722 edition with more power and less weight. And now we have the poseur's version, the convertible with a canvas hood and an even barmier price tag. Yes, the rag-top is going to cost the thick end of £350,000.

So is this Roadster any better?

In a word, no. It’s still a compromise but for now let’s get to details of that roof. Whilst it’s no fingernail-breaker like the Lamborghini Murcielago Roadster's, neither is it chic sophistication. First you have to twist a rather stubborn handle, and then push the whole roof assembly upwards. Only then do the electronics take over and lower the roof in 10 seconds.

Apparently a fully automated roof top would have added 8kg to the car, and raised its centre of gravity. Sounds like a dubious excuse to us. Either the system was prohibitively expensive, or McLaren won the day. But really, is the type of person who is going to buy this car going to notice such a difference?

A rigid tonneau cover was also vetoed, meaning there are a few unsightly gaps once the roof has folded away. But fear not, because should you live in a country where you will drive with the roof down all year round you can order some special panels. For a small fee, of course.

Is this the fastest and most exclusive convertible money can buy?

With 612bhp you would certainly hope so, but the Pagani Zonda Roadster and aforementioned Lambo could claim to be faster. Or you could purchase a Rolls-Royce Phantom Drophead Coupe and spend the £45k you saved on something nice.

Perhaps tellingly, the Mercedes-Benz USA website doesn’t let you compare the SLR to the Ferrari 599, but as a driver’s car, the Italian has the Anglo-German roadster licked. But for now, there’s no open-top 599, and it can’t compete with the SLR’s sledgehammer 575lb ft.

Ah yes, tell me about that engine

It’s a relatively simple three valve per cylinder, 90deg V8 with a belt-driven supercharger. And one of the world’s great engine noises. The engine clears its croaky throat before erupting into a muscle car V8 bellow overlain with tough supercharger whine.

Headline figures are 612bhp at 6500rpm, 575lb ft on tap from 3250rpm-5000rpm, 0-62mph in 3.8 seconds, and a hair-ruffling V-max of 207mph. Oh, and 14.5mpg average, if you're counting.

That blower is fed through an air intake which leads from the three-pointed star on the grille and back to the engine mounted behind the front wheels. This front-mid-engined layout means 50:50 weight distribution, boding well for handling balance.

Stop teasing us. What’s the SLR Roadster like to drive?

Dominated by that epic engine, which is probably a good thing as it takes the focus off the other problems. The steering rack is from an A-class, believe it or not, and the lack of variable power assistance means no difference in weighting at 20mph and 200mph. The result? Steering is hyper-sensitive, yet lacking any real feedback.

This is confounded by the SLR’s ride. The car follows ridges and bumps, and the ride is poor on the optional 19-inch ‘turbine’ wheels. Which you’re going to specify unless you happen to like the poverty-spec BMW 3-series look. The brakes have kept their off-ON, grabby quality and bite with a vengeance.

Yet nothing, absolutely nothing prepares you for the full force of 5.5 litres of bent eight and forced induction. Any gap in traffic is an overtaking opportunity, and any straight a chance to triple the speed limit with ease. And all with the roof down should you so wish. Make no mistake, the SLR rag-top is seriously, addictively fast.

Is the interior befitting a £350,000 roadster?

A moot point. It is if you're small. The engine layout and packaging brings a cramped interior, especially for a car that is supposed to be a GT. And quality isn’t great either: the centre console is a mix of Merc SL bits sprayed with the same silver paint found in the Chrysler Crossfire’s interior. Maybe that’s a bit harsh, but you get the idea.

But as money will not be a problem for those buying this car, you can spend thousands customising the whole interior. But even the biggest chequebook in the world can’t make it any more spacious.

However, all is forgotten when you lower the roof, feel the sun on your head, and hear those exhausts bellow as they exit just fore of your feet. The SLR's trump card has always been its rumbling, baritone V8 soundtrack and it's only amplified in the soft-top.

Anything else I should know about?

The SLR Roadster has a small boot that may struggle to house your average golf bag, despite bulbous rear. And although the gullwing doors are truly stunning, the A-pillars that support them are thick and obstruct visibility badly. And even in this open-top you know you’ll be safe as McLaren’s carbonfibre tub combined with Mercedes safety know-how make this a good car to have a crash in. (Not that you'd want to.)

Finally, there are five seat sizes for the driver (who will always sit on the left), and four for the passenger - so if you are a large banker you should make sure your passenger is slim-hipped.

Verdict

A Ferrari 599 is better full stop, a Rolls-Royce is the better convertible and a Zonda more thrilling. But none of them can match the immense acceleration of the SLR Roadster combined with a folding roof and automatic gearbox. Yet the McMerc is also a darty, nervous hypercar that is still not properly resolved.

But just enjoy the power, the noise, the wind in your hair, and the effortless performance. There are better supercars and convertibles out there, but none of them are quite like the SLR, for better or for worse.

Need to know: Mercedes-Benz SLR McLaren Roadster

How much?	£350,000 (est)
On sale in UK?	September 2007
Engine:	5439cc, 24v, supercharged V8, 617bhp @ 6500rpm, 575lb ft @ 3250rpm
Transmission:	Five-speed automatic, rear-wheel drive
Performance:	3.8sec 0-62mph, 208mph, 14.5mpg
How heavy/made of?	1825kg/carbonfibre
How big (length/width/height in mm)?	4656/1908/1281
Other models in the range:	SLR, 722
Or try a...	Pagani Zonda Roadster, Lamborghini Murcielago Roadster ,

More...

Read More...