The new option when fitted is noticeable by a new E-SELECT lever with its embossed AMG emblem, but also a new shock absorber symbol in the AMG DRIVE UNIT. This symbolises the new AMG RIDE CONTROL sport suspension with variable, electronically controlled damping.

Depending on the driving situation, speed and road surface conditions, the system varies the damping characteristics and automatically reduces the body roll, providing the best possible agility matched with ride comfort.

There is a choice of three modes: “Comfort”, “Sport” and “Sport plus”. “Comfort” is automatically active whenever the engine is started, “Sport” mode is said to provide the best compromise between satisfactory suspension comfort, low body movements and high agility, whilst “Sport plus” is recommended for fast lap times on a race circuit.

Each mode is selected by pressing the the AMG DRIVE UNIT and the driver is able to store his personal setup using the AMG key in the AMG DRIVE UNIT, with a one-click press on the AMG symbol storing the currently selected suspension mode and also the selected transmission mode.

The new AMG RIDE CONTROL sport suspension is available on request for the SLS AMG Coupé and Roadster. Alternatively the gull-wing Coupé is available with the basic AMG suspension or the AMG Performance suspension, both without variable damping.

And there’s more..

Mercedes AMG will also be offering several other new options at Frankfurt – Blind Spot Assist which improves active safety on the gull-wing coupe, AMG 10-spoke forged wheels shod with 265/35 R 19 (front) and 295/30 R 20 (rear) tyres, red-painted brake callipers and AMG high-gloss black trim which make for an even more exclusive SLS AMG.

And just in case you’re loving the AMG Sepang brown metallic paint in these photos, they’ll offer that for a mere 2439.50 Euros (approx. £2,100).

Single-tone or two-tone designo leather in espresso brown is also available as a new interior colour – this dark shade of brown perfectly matches the new Sepang brown metallic paint finish and will be of great benefit to anyone who regularly eats chocolate in the car.

The New (optional) AMG high-gloss black trim is an exclusive alternative to the standard centre console in solid metal or the optional carbon-fibre trim, and you’ll not be surprised to learn that this will also set you back around £2,000 (2320 Euros).

Gallery

Many years ago Porsche used to be a brand that surprised and delighted, the 1977 928 sports GT broke the mould, becoming the only sports car to win the prestigious European Car of the Year award in 1978. The 1996 Boxster, although plagued with slightly derivative 911 looks was (a) eagerly anticipated and (b) a model without any obvious peers.

It’s good to know Porsche’s mojo continues to reside deep within the loins of its Stuttgart HQ – the 918 Spyder revealed at last year’s Geneva Motor Show left the motoring world temporarily speechless, although it would have been far better had Porsche chosen to position it in direct competition with the £200,000 McLaren MP4-12C and Lamborghini Aventador LP700-4 rather than at the stratospherically out-of-reach £700,000 that it announced last week.

So what’s our issue with the Panamera Turbo S? Perhaps it’s the clinical way in which Porsche describe their new model (a unique combination of performance and efficiency, driving dynamics and comfort), or the rather manipulative badge engineering that sees the existing Panamera Turbo de-throned and consigned to runner-up position.

Or perhaps, it’s BMW’s forthcoming M5.

You see, the 542bhp (550hp) wielded by the Panamera Turbo S isn’t so special these days – Audi were running with 572bhp in their RS6 more than 2 years ago, the Mercedes E63 AMG puts out 518bhp these days and its no secret that BMW’s F10-based M5 will offer circa 550bhp as standard. But the final knockout punch will be the price – Porsche require you to exchange £122,623.00 incl. VAT for the new Panamera Turbo S, whereas BMW’s M5 is likely to be priced nearer to £80,000 when it goes on sale in the Autumn of 2011.

That’s a big difference between two cars, which to most people, will achieve broadly the same outcome.

Porsche Panamera Turbo S – the details

If you’ve made it this far, then the chances are you’d like to hear about some of the differences between Turbo S and the standard Panamera Turbo.

As already mentioned, the 4.8-litre V8 biturbo engine delivers 542 bhp, ten percent or 50 bhp more than the the Panamera Turbo. By the same token, the torque also increases from 516 lb-ft to 553 lb-ft (700 to 750 Nm), whilst in the ‘Sport’ and ‘Sport Plus’ mode of the standard Sport Chrono Package Turbo and during kick-down in normal mode, the Turbo S delivers a full 590 lb-ft (800 Nm) in the so-called overboost function.

The increased power of the Turbo S can be attributed to two main enhancements; improved turbochargers with titanium-aluminium turbine wheels and a modified engine control system. The use of the titanium-aluminium alloy in the turbochargers reduces the weight of the turbine and compressor wheel, this results in a lower moment of inertia and thus an improved and more responsive engine.

The result of these improvements is a 0.4 second drop in 0 – 62 mph acceleration, from 4.2 seconds in the Turbo to 3.8 seconds in the Turbo S. Top speed increases by 3 mph to 191 mph in the Turbo S. It seems almost ironic in these days of increasing frugality, but Porsche are at pains to point out that the Turbo S is no more profligate than its less powerful sibling – recording 24.6 mpg on the combined cycle and CO2 emissions of 270 g/km.

As you would expect of a new-top-model, Porsche have upgraded equipment levels to help justify the £20,000 premium over the standard Panamera Turbo. The Turbo S now comes with the most important driving dynamics control systems as standard. For example, Porsche Dynamic Chassis Control (PDCC), an active roll-stabilisation system, which controls the Panamera’s tendency to lean when cornering, thus enhancing agility and comfort in equal measure.

Porsche Torque Vectoring Plus (PTV Plus) applies a variable torque split to the rear wheels combined with an electronically controlled rear differential lock, thus optimising traction and agility. The steering system uses the speed-dependent Servotronic. The Sport Chrono Package Turbo, which tunes the suspension and power unit, making them even sportier by pressing the additional ‘Sport Plus’ button, is also fitted as standard, as is the sports exhaust system for a more rousing engine sound.

Exterior embellishments on the Turbo S extend to 20-inch Turbo II wheels with increased rear axle track width, side skirts from the Porsche Exclusive range and an adaptive extending four-way rear spoiler to match the car’s exterior colour. Inside the Panamera Turbo S comes with bi-colour leather finish as standard, plus a new combination of black/cream offered exclusively for the new Panamera Turbo S with agate grey/cream also being added as an exclusive combination later in the autumn of 2011.

Deliveries will begin in June 2011, but you might want to wait and hear more details about BMW’s M5 which will be revealed at the Shanghai Auto Show on April 19th.

Gallery

According to a report in this week’s Autocar, Mercedes-Benz is planning to enter the hot hatch market in 2012 with a 320bhp AMG-badged A-class, meanwhile workers at the Mercedes-Benz Rastatt plant in Germany came up with the idea of squeezing the 5.5-litre 382 bhp V8 from an E550 into a diminutive B-Class.

The challenge

After finding a B200 CDI that had been sacrificed to training, Plant manager Peter Wesp and his team set about the replacing the oil-burner with one of Stuttgart’s finest propulsion sources.

The idea came from the Rastatt plant manager, Peter Wesp. He gave some of his staff the task of creating a very special vehicle using the B-Class as its base – leaving it to their creativity to decide what and how. Andreas Würz, a foreman in the technical vocational training department, immediately took up the challenge.

Foreman, Andreas Würz, thought that it should be possible to fit a V8 into the engine compartment.

He took a close look at this large compact model, enlisted the aid of a tape-measure and came up with an idea that not only surprised and delighted his boss and colleagues, but also the trainees: “Actually it should be possible to fit a V8 into the engine compartment.” Together with his fellow-foreman Matthias Rieger from the electrics/electronics installation section, he assembled a team of twelve second-year and third-year trainees specialising in production mechanics and automotive mechatronics.

A technical specification was created and a build plan was formulated based on the following assumptions; the B-Class was to remain a recognisable B-Class, on the inside and outside. The interior was to be upgraded in line with the more premium class being aspired to and the resulting car was to be suitable for day-to-day driving.

The build process

HR manager Martin Spicale promised financial support, which made the project a feasible proposition in the first place. And a “victim” (Würz) for the conversion was also soon found: a B 200 CDI which had been donated to the workshop for training purposes.

While the trainees completely disassembled the B 200 CDI, Würz went in search of a suitable engine and found what he was looking for. The 5.5-litre V8 developing 285 kW (382 bhp) and 530 newton metres of torque was transplanted into the B-Class together with a seven-speed automatic transmission and the engine control unit. The latter proved to be quite a headache later on, as it had to be reprogrammed only to process signals from the driven rear axle.

Würz: “The V8 power unit fitted amazingly well, and we were even able to use the original engine mounts.” There were serious problems with the steering, but here too, harmony was restored with a number of modifications.

The exhaust system was a clever combination of various replacement parts and took the form of a twin-pipe system emerging at the centre of the rear valance. This is where the one-off B 55 gets its typical V8 burbling sound – once the ignition key has been turned, all heads in the vicinity are guaranteed to turn in the direction of this very special B-Class.

The B 55 could be described as a subtle conversion, that is until the ignition is turned and the engine started.

Intensive perusal of Mercedes parts catalogues solved the second major transplant challenge, namely the rear driven axle. It emerged that the rear axle of an older W 210 series E-Class would be a very good geometrical fit. Plant manager Wesp gave the go-ahead to obtain one, and Würz and his colleagues designed a subframe, which with extensive forming and welding work enabled it to be integrated into the B-Class bodyshell. Elegantly concealed within the sandwich floor, the propshaft of the E-Class also fitted into the B-Class with no further modifications. Neat eh?

For the brakes the team also struck gold within the replacement parts catalogue, this time donated from the C32 AMG listing. Perforated and internally ventilated disc brakes in 345 x 34 mm dimensions were fitted at the front, with perforated and internally ventilated disc brakes in size 300 x 30 mm at the rear.

The system was combined with striking 8.5 x 18 AMG sports wheels in a five-spoke design shod with 235/40 ZR 18 Y tyres at the front and 9 x 18 wheels with 255/35 ZR 18 Y tyres at the rear. The maximum steering angle at the front axle was mechanically restricted to avoid fouling the wheel arches. The team stepped outside of Mercedes parts catalogue for the suspension, turning to coil-over suspension specialists K&W.

Finishing touches

Where the interior was concerned, friends from the training workshop in Sindelfingen were able to help, providing Alcantara linings for the A, B and C-pillars as well as a roof liner in the same luxurious material. The seats in a leather/Alcantara combination were provided by the specialists at Johnson Controls, who are also located on-site in Rastatt.

The finishing touches were added to the B 55 in the paint shop. In trendy white with dark-painted radiator louvres and smoked headlamp lenses, the B-Class cuts an imposing figure but only gives a discreet indication of the power plant concealed beneath its bonnet, assuming of course you’re not within earshot of its burbling V8.

The project team headed by foreman Würz are particularly proud that at 1620 kg, the weight of the B 55 is only around 180 kg greater than that of the original car. Which means that impressive performance figures can be expected…

Würz: “We have not made any measurements yet, but we should manage a sprint to 62 mph in under six seconds. “Plant manager Wesp is equally proud of the result: “The team of trainees has done a superb job, and placed a spotlight on the sporty genes of the B-Class that nobody could have imagined.”

Training manageress Manuela Rascher is likewise very pleased: “The B 55 shows what our training workshop can do. It clearly demonstrates that we not only offer young people high-quality professional training, but also highly unusual and exciting project work.” Could it be that further projects of this nature are planned for the future?

Rascher: “We may have some surprises in store…”

Video

And the great thing about reading this online is that you can also listen to it. It’s cars like this which show why V8′s are the most charismatic of powerplants to fit in a car.

Photo Gallery

The three cars are being entered by the customer teams Black Falcon and Heico Motorsport. The 24-hour race in Dubai will serve to accumulate test kilometres and fine-tune the SLS AMG GT3 before deliveries begin at the end of February 2011.

The SLS AMG GT3s will compete with high-calibre international sports car competitors in Class A6. The private team Black Falcon is entering two cars: start number 7 will be driven by Thomas Jäger, Jan Seyffarth, Kenneth Heyer and Sean Paul Breslin.

It’s personally quite heartening to see Sean Paul Breslin in the Black Falcon line-up – anyone that has frequented the private car community, PureGT (www.puregt.com), will know that just a few years ago SP was a mere track-day rookie, but has since gone on to achieve some tremendous results in 24-hour endurance racing particularly in the Nürburgring 24 hours. Fellow PureGT member, Glenn McMenamin, retained the pro-am2 title in this years’ Porsche Carrera Cup GB championship, so it’s been the source of some pretty talented drivers in recent years (must be something in the water…)

The cockpit of the other Black Falcon GT3 (#8) will be shared by Ralf Schall, Timothy Pappas, Bret Curtis and David Horn. The customer team Black Falcon has taken part in every 24-hour race in Dubai since the inception of the event in 2006.

The Heico Motorsport SLS AMG GT3 (#9) will have Bernd Schneider, Lance David Arnold, Andreas Wirth, Brice Bosi and Christiaan Frankenhout behind the wheel.

The Race

The race starts at 2 p.m. (local time) on Saturday, 15 January 2011. The 24-hour race on the 5.39-kilometre Grand Prix circuit of the Dubai Autodrome is being held for the sixth time in 2011 and around 90 cars are expected to take part, with drivers and teams from more than 30 countries involved.

Can I drive one?

Production of customers cars began at the end of December and after homologation by the FIA, deliveries of the SLS AMG GT3 will commence at the end of February 2011. The selling price is expected to be € 334,000 (excl. VAT)/€ 397,460 (incl. 19 % VAT), but if that sounds a little above your budget there’s another way you can get behind the wheel.

You can drive an SLS AMG GT3 for a little less than the € 397,460 asking price by booking yourself into a course at the AMG Driving Academy

In the coming year, customers of the AMG Driving Academy will be able to drive the SLS AMG GT3 on the racetrack during selected events. The SLS AMG GT3 cars will be used for the “Masters” level, the most demanding level in terms of driving skills. You can find out more about the Masters courses and download a brochure for the AMG Driving Academy by clicking here.

You’ll be able to tell apart your AMG version of the CLS over a standard CLS by AMG ride control, sports suspension with an electronically controlled damping system and new front axle, newly developed electromechanical AMG sports parameter steering and also the optional AMG ceramic high-performance composite braking system.

Predictably proud of the car, Head of Mercedes-AMG Ola Källenius stated that ”The new CLS 63 AMG continues the success story of the previous models, the CLS 55 AMG and CLS 63 AMG, which have delighted our customers all around the world since 2004. The CLS 63 AMG is a unique high-performance car – it sets new standards in design, performance and efficiency.”

You’ll also be happy to hear that despite the boost in power over the previous AMG CLS, fuel consumption is actually reduced by 32% or a now combined 28.5 mpg in round figures, plus of course CO2 emissions have also dropped one third (113g/km) – the environmentalists will be dancing around the fuel stations of Affalterbach… On a quieter note, 0-62mph is now dispensed with in 4.3 seconds, which we’d probably best not mention at the same time as those impressive CO2 numbers.

We’ll let you decide which figure is of greater priority in any purchase decision, but one thing’s for certain, the new CLS 63 AMG has become an even more tempting proposition.

“I am very pleased that we are able to announce our strategic cooperation with Ducati today. AMG and Ducati ideally complement each other, as both companies share the same values: racing as the driving passion, and high performance plus exclusivity as the central brand messages of both AMG and Ducati. This long-term cooperation will help us to jointly access new customer groups,” said Ola Källenius, CEO of Mercedes-AMG GmbH.

“I am especially proud to have AMG as one of our sponsors for the Moto GP team. I am also very pleased that our joint marketing activities are well under way. In AMG we have found a partner who perfectly reflects our brand values of high performance, motorsport, excitement and our sense of unmistakable style and design,” said Gabriele del Torchio, President and CEO of Ducati Motor Holding S.p.A.

The first visible results of the cooperation between AMG and Ducati will be evident with AMG’s support of the Ducati MotoGP team as an Official Car Partner from 2011. During selected AMG events, participants will be able to take test drives with Ducati motorcycles, and Ducati customers will similarly have the opportunity to familiarise themselves with the latest AMG high-performance cars at racing events.

Joint events are planned for members of the AMG Private Lounge, in which more than 13,000 AMG customers are registered worldwide, and both parties are currently examining the further activities they might undertake together in the near future.

But Brabus introduces this new model to us as “The World’s Most Powerful and Fastest Luxury Saloon”, so in addition to the feature-rich “iBusiness” installation this is clearly an executive express for those with money but very little time to enjoy it. 788 bhp and a peak torque of 1,420 Nm (1,047 lb-ft) transform the humble Mercedes S 600 into a bahn-stormer with few compromises.

Displacement of the V12 engine that normally powers the latest Mercedes 600 models is increased from 5.5 to 6.3 litres. The displacement increase is the product of a special crankshaft with longer stroke, precision-balanced piston rods, larger-diameter pistons and corresponding larger cylinder bore. The inner workings of the BRABUS engine are modified further by high-performance camshafts and flow-optimized cylinder heads.

The new air intake was custom-developed to fit in the available space under the hood of the S-Class. The combustion air is routed through a special carbon-fibre system. Also newly developed was the Brabus Biturbo system with two special high-performance manifolds with integrated turbine housings and high-performance turbochargers. The system also includes four water-to-air intercoolers. The Brabus stainless-steel high-performance exhaust system with sport catalysts and four exhaust tips with Brabus-characteristic design optimizes power and gives the engine a more dominant exhaust note.

The SV12 R Biturbo 800 engine produces 788 bhp at 5,500 rpm and an even more impressive peak torque of 1,420 Nm (1,047 lb-ft), available from a low 2,100 rpm, but for technical reasons peak torque is limited electronically to 1,100 Nm (811 lb-ft). All this adds up to extraordinary performance. Acceleration times from 0 to 62 mph of 3.9 seconds and of just 10.3 seconds to 124 mph are as unmatched in this vehicle category as is the electronically limited top speed of 217 mph.

To ensure that this level of performance can be enjoyed safely at all times Brabus also significantly upgrades suspension, brakes and aerodynamics. Active Body Control suspension lowers the ride height by some 15 mm, new 380 mm 12-piston aluminium brake callipers are fitted to the front and the carbon-fibre adorned exterior modifications have all been developed in a wind tunnel.

The SV12 R Biturbo 800 features state-of-the-art multimedia equipment including the innovative Brabus “iBusiness” concept, where the Brabus specialists have for the first time integrated Apple components into the vehicle electronics of the Mercedes S-Class. Brabus combines this high-performance technical feast with exclusive interior options that suit each customer’s personal taste down to the last detail. These options include fully leather interiors in any colour imaginable, Alcantara supplements and exclusive wood trim sets which can be ordered in any desired color thanks to an innovative staining technology.

Sounds very tempting – all you’ll need to do is decide whether to drive your SV12 R Biturbo 800 or retire to the rear seats and enjoy the gadgets. That’s assuming you have the time to do either…

The car, that starts at £63,680, is based on the high-performance C 63 AMG and comes with many performance upgrades.  Engine output is increased to a Dyno Rated 520hp – 60hp more than the standard C 63 AMG, and means the DR 520 can reach 0-62 mph in just 4.2 seconds with an electronically limited top speed of 187 mph.  On the outside the car has matt black body work and, an interior lavished in leather and alcantara to complement the performance perfectly.

On the face of it an F1 world champion buying an estate car sounds rather dull, but this is a very special exception.  Enjoy the Autobahns Mr. Button.

“The new CLS points the way forward for the future perceptible design idiom of Mercedes-Benz”, explained Professor Gorden Wagener, head of design at Mercedes-Benz. “At the same time it takes its inspiration from the great tradition of stylish, refined sportiness which has always been a feature of Mercedes coupés.”

The CLS has grown more muscular hips and a more pronounced front area as opposed to the more reclined look of the present CLS.  At the moment there is no word on the performance of the new CLS, but expect to see a 5 litre sized top end model available for around £60,000 OTR and a premium AMG version to follow in the months after its initial release.

In the mean time, tell us what you think of the facelifted CLS in the comments.  An improvement on the original or a step back by Mercedes?

1. How do you feel the start of this years DTM championship is going for you?

So far so good. I scored my first DTM points in the last race which was a great feeling. I hope to continue as I have started.

2. At what point did you know that you wanted to become a professional driver? For instance many people go through the karting ranks, but at what point did karting become more than a hobby at weekends and the first rung of a career ladder?

I was taken to watch a F3 race at Donington Park when I was 14 by the manager of the team I drove for in karts, Duncan White. We were supporting Andrew Kirkaldy who was driving in Jackie’s Stewarts team as he also drove for Duncan. I watched the race and thought to myself, one day I will drive these cars.

3. You’ve got the lifestyle, the cars and work with some fantastic people. With that in mind, what still gets you out of bed in the morning?

I never take anything for granted and still push myself hard as I still have a lot in life that I want to achieve so it is never a struggle to get out of the bed in the morning.

4. Let’s chat road cars, and firstly what are you currently driving, and what do you look for when purchasing a new car? Is it all about style and appearance or performance and luxuries?

I drive a Mercedes C220 Blue Efficiency! For me its about being practical and efficient. On long journeys I use my C220 and if I have a short journey I use a Mercedes C63 AMG. For me the C63 AMG is the ultimate luxury.

5. If we take the Mercedes C63 AMG how does that compare to your DTM car? For example if you were to lap say the Nurburgring in both, how much later on the brakes and earlier on the power can you get in your DTM car, and what are the other major differences?

It is simply not possible to compare a C63 or any other car to a DTM car. A DTM is the fastest and most technologically advanced touring car in the world.

6. One of my favourite cars at the minute is the new SLS AMG that Mercedes have recently launched, have you had the opportunity to drive it?

Yes, I spent 2 weeks in Laguna Seca giving press and potential customers a drive in the SLS. It is such an amazing car. I am a big fan.

7. What is next for you? Do you see yourself continuing in the DTM championship indefinitely, or are their GP2 and Sportscar ambitions ahead in the coming years?

Lets see what happens. I am happy in DTM just now and still have a lot I want to achieve with Mercedes-Benz.

See more of Susie Stoddart in her role as a Mercedes-Benz Brand Ambassador.

Susie drives the Mercedes E63 AMG Estate

Susie at Mercedes Benz Fashion Week

8. What advice could you give to our younger readers, not only on developing their early racing careers, but attracting the right advisors and making yourself commercially attractive in a very expensive motorsport market?

It is tough as there are so many talented drivers and very few chances to become a professional and earn money. Stay focused, motivated, always believe in yourself and just never give up.

10. What are the best bits about being a racing driver and what do you think you would be doing if you weren’t a racing driver?

Maybe I would be a downhill skier. I love being a racing driver and never think of doing anything else. Getting to drive amazing cars and the feeling of adrenaline you get out on the track. Nothing compares.

11. Finally what is your all time favourite Mercedes-Benz?

The C63 AMG.