Mecedes as the name applies… everything becomes clear itself. The top class manufacturer has come with another masterpiece …. a beauty in itself. And its sure that the car lovers will admire and enjoy the ride with full power packed monster engine.
- Wheelbase: 105.5 in (2680 mm)
- Length 182.6 in (4638 mm)
- Width 76.3 in (1939 mm)
- Height 49.7 in (1262 mm)
- Rims: 9.50 × 19 in (front), 11 × 20 in (rear), forged aluminium
- Tyres: 265/35 R 19 (front), 295/30 R 20 (rear)
- Kerb Weight: 3562.48 lb (1620 kg)
- Power-to-weight ratio: 348 bhp/tonne
- Weight-to-power ratio: 2.78 kg (6.1 lb)/ 1 PS (0.74 kW)
- M 159, liquid-cooled V8 Four-stroke engine, cylinder bank angle 90°
- Four valves/cylinder, DOHC
- Forged and balanced crankshaft
- Forged pistons
- Two 74 mm (2.91 in) throttles
- Bosch ME 9.7 ECU, electronic fuel injection
- Tubular steel exhaust headers
- Bore x stroke: 102.2 mm (4.02 in) × 94.6 mm (3.72 in)
- Displacement: 378.835 cu in (6.20799 L)
- Power: 571 PS (420 kW; 563 hp) at 6800 rpm
- Power per litre: 92 PS (68 kW; 91 hp)
- Torque: 650 N·m (480 lb·ft) at 4750 rpm
- Torque per litre: 104.7 N·m (77.2 lb·ft)
- Max. 7200 rpm
- Engine lubrication: dry sump
- Weight: 206 kg (450 lb)
The SLS AMG is designed to be a modern 300SL Gullwing revival by Gorden Wagener. The car has a long bonnet, the passenger compartment is close to the rear axle and the rear of the car is short. The SLS AMG will also adapt the feature of wing doors that will swing open upwards on gas struts, not in a mix of upwards and forward like the SLR. The doors must be closed manually as AMG engineers decided against auto-closing systems because the systems would have added 90 pounds (41 kg) to the car.In case of a roll-over, the doors can be fully detached to allow the occupants to leave the vehicle.
The SLS AMG is capable of accelerating from 0 to 100 km/h (62 mph) in 3.8 seconds, and can reach an electronically limited top speed of 197 mph (317 km/h) (figures are provisional). In a Car and Driver test, the SLS recorded a quarter mile time of 11.7 seconds @ 125 mph (201 km/hr ).
This car may take a little time to establish itself in some countries due to its high cost. But surely its a awesome car for those who can afford it. It is just for car and speed lovers.
The world’s fastest and india’s most expensive is ready to rule indian speed lovers mids.The benchmark for luxury cars in the country just got higher with Volkswagen Group company Bugatti Automobiles on Thursday launching its super premium sports car ‘ Bugatti Veyron 16.4 Grand Sport’, with price starting at Rs 16 crore, the most expensive car to hit the Indian roads.
This W16 powerplant displaces 8.0 liters and features ten radiators for everything from the engine cooling systems to the air conditioner.
The $1.3 million Veyron will reach a top speed of 253 mph – a speed it can maintain for 12 minutes before all the fuel is gone. Power is transmitted to the pavement via four-wheel-drive and a seven-speed dual-clutch automated manual transmission.
The car can hit 60 mph in just 2.5 seconds, 100 mph in 5.5 seconds, and 150 mph in 9.8 seconds. Getting to 200 mph takes 18.3 seconds, and 250 mph takes 42.3 seconds.
A special key is required to “unlock” the Veyron’s top speed of 250+ mph. The car is then lowered to just 3.5 inches from the ground. A hydraulic spoiler extends at speed, and it can also serve as an air brake.
The Veyron weighs a hulking 4,160 lbs, but even its harshest critics admit its handling is surprisingly sharp. Gordon Murray, designer of the McLaren F1 was very skeptical of the Veyron during its development, but after driving the finished car, he conceded it is a “huge achievement.”
German inspection officials recorded an average top speed of the original version of 408.47 km/h (253.81 mph) during test sessions on the Ehra-Lessien test track on 19 April 2005.
This top speed was verified by James May on Top Gear in November 2006, again at Volkswagen Group’s private Ehra-Lessien test track. Jeremy Clarkson, driving a Veyron from Italy to London, noted that at top speed the engine consumes 45,000 litres (9,900 imp gal) of air per minute (as much as a human breathes in four days). The Veyron has the highest top speed of any street legal production car. Once back in the Top Gear studio, James was asked by co-presenter Jeremy Clarkson what the Veyron felt like to drive at 407 km/h (253 mph), May replied that it was “totally undramatic”, and very stable at speed. It only wobbled slightly as the air brake moved in the vertical position to slow the car down at lower speeds.
On 4 July 2010, Bugatti’s official test driver Pierre Henri Raphanel piloted the Super Sport edition and was clocked at an average of 431.072 km/h (267.856 mph) on the same track, taking back the title from the SSC Ultimate Aero TT as the fastest production vehicle of all time. The 431.072 km/h mark was reached by averaging the Super Sport’s two test runs, the first topping out at 427.93 km/h (265.90 mph) and the second at 434.20 km/h (269.80 mph). The record run was certified by the German government and the Guinness Book of World Records.
The car’s everyday top speed is listed at 350 km/h (220 mph). When the car reaches 220 km/h (140 mph), hydraulics lower the car until it has a ground clearance of about 9 cm (3.5 in). At the same time, the wing and spoiler deploy. In this handling mode the wing provides 3,425 newtons (770 lbf) of downforce, holding the car to the road.
For top speed mode the driver must, while at rest, toggle a special top speed key to the left of the driver’s seat. A checklist then establishes whether the car and its driver are ready to attempt to reach 407 km/h (253 mph). If so, the rear spoiler retracts, the front air diffusers shut, and normal 12.5 cm (4.9 in) ground clearance drops to 6.5 cm (2.6 in).
|7,993 cc (487.8 cu in)
1,001 metric horsepower (736 kW; 987 bhp)
1,200 metric horsepower (883 kW; 1,184 bhp)
|Top speed||408.47 km/h (253.81 mph) (average)
431.072 km/h (267.856 mph) (average)
|0–100 km/h (0–62.1 mph)||2.46 seconds|
|0–300 km/h (0–186.4 mph)||15 seconds|
|0–240 km/h (0–149.1 mph)||9.8 seconds|
|0–400 km/h (0–248.5 mph)||50 seconds|
THIS CAR IN INDIA IS PRICED 16 CRORES (approx.)
The Evo X is offered in two trim levels. The entry-level GSR is offered with a five-speed manual transmission, Recaro Sport seats and Enkei wheels, as well as optional spoiler, HID headlights, and upgraded sound system.The upgraded MR includes Mitsubishi’s new Twin Clutch Sportronic Shift Transmission (TC-SST), Eibach springs and Bilstein shock absorbers, lightweight brake rotors and BBS forged-alloy wheels, and extra sound insulation, as well as optional navigation, upgraded audio with Sirius Satellite reception, and leather seats.
Both trim levels feature the new all-aluminum 2.0 liter turbocharged four-cylinder MIVEC4 motor producing 295 horsepower and 300 pound-feet of torque and Super All Wheel Control (S-AWC) drive system.
The S-AWC system, which regulates torque and braking at each wheel includes a bevy of acronyms: ASC (Active Stability Control), ACD (Active Center Differential), AYC (Active Yaw Control) and Sport ABS, an ABS system designed for aggressive driving. The biggest difference over the outgoing car is the large number of yaw sensors included in the system, all designed to keep the Evo X on its intended path. The S-AWC system can be set for three different road surfaces: tarmac (standard), ice and gravel
The Twin Clutch SST on the MR appears similar to Audi/VW’s DSG system; even and odd gears are on separate clutches for rapid-fire shifting and no torque loss between gears. Shifting of the TC-SST is controlled by alloy paddles on the steering wheel or the gear shift lever when in manual mode, and by the engine computer in automatic mode. The system has three modes: Normal, Sport and S-Sport, the latter providing the most aggressive, fast shifts.
Safety measures include the Reinforced Impact Safety Evolution (RISE) unibody system to disperse energy in front and side impact collisions and protect the fuel system from rear impact, and front and side impact air bags, plus a driver’s knee air bag.
|Production||October 2007 – 2013|
|Transmission||6-speed twin-clutch transmission
|Wheelbase||2,650 mm (104 in)|
|Length||4,495 mm (177.0 in)|
|Width||1,810 mm (71 in)|
|Height||1,480 mm (58 in)|
|Curb weight||1,420–1,600 kg (3,131–3,527 lb)|
When reborn in the mid 2000s, the 6 Series featured a controversial, avant garde design, along with agile handling, a composed ride, strong engines and a well-crafted cabin. The current car now boasts more traditional styling and slightly beefed-up proportions, but its many dynamic virtues have largely been maintained or enhanced.
Be it new or used, the BMW 6 Series coupe and convertible are among the more interesting luxury two-doors on the market. They have faults, to be sure, and several very compelling competitors are definitely worth consideration, but then having to decide between high-end luxury coupes and convertibles is hardly a situation where you can really go wrong.Current BMW 6 Series
The current BMW 6 Series was completely redesigned for 2012. An all-new, aluminum-intensive structure based on that of BMW’s 5 and 7 Series sedans lends greater structural rigidity and keeps weight down. It keeps it light, but not svelte, as this new 6 Series also grew in size. The biggest changes are to the styling (which is toned down to be less adventurous) and to the engines. The new twin-turbo V8 is now almost as quick as the old V10-powered M6.
As before, the 6 Series is available as a coupe and soft-top convertible in a single trim level known as the 650i. The convertible is significant for its clever soft-top roof design, which features a separately controlled rear window. Lower it with the roof up for added ventilation, or raise it with the roof down for use a wind deflector.
Under the hood is a 4.4-liter twin-turbo V8 that produces 400 horsepower and 450 pound-feet of torque. Every 6 Series is rear-wheel drive and comes standard with an eight-speed automatic, though a six-speed manual is still available.
Behind the wheel, no one will mistake the 2012 BMW 650i for a 3 Series. The 650i makes few sporting pretensions, and while we wouldn’t call it athletic, it’s also not at all wayward or uncoordinated. We frankly prefer the old car’s hydraulic power steering to the new 6’s electric setup, but it’s still precise enough to make the big 6 Series feel reasonably spry.
Despite its increased size, the 6 Series is really best suited for two front passengers. The rear is more welcoming than the cramped confines of Jaguar’s XK, but adults will only tolerate being cooped up in back for short trips. On the plus side, however, those up front will be treated to first-class accommodations with top-notch materials and high-tech gizmos aplenty. Furthermore, the trunk is absolutely huge for a sport coupe at 12.3 cubic feet. Even the convertible’s trunk is a decently sized 10.6 cubic feet with the top lowered. By comparison, retractable-hardtop convertibles can barely fit a pizza box with their roofs stowed away.
In total, the BMW 6 Series is a compelling luxury car that’ll make the daily slog or a road trip far more elegant and memorable.
Used BMW 6 Series Models
The previous, second-generation BMW 6 Series coupe and convertible was produced from 2004-’10. It was a bit smaller than the current car and featured more avant garde styling.
Originally, this 6 Series came equipped with a 4.4-liter V8 rated at 325 hp and 330 lb-ft of torque and was known as the 645Ci. For 2006, the name changed to 650i (minus the “C”) and its engine was updated to a 4.8-liter V8 that produced 360 hp and 360 lb-ft of torque. Driving characteristics between the 645Ci and 650i are very similar: The smaller V8 shared the 4.8-liter’s athletic character but had a slightly less vigorous power band. If you find a well-kept 645Ci on the used market, you won’t find it lacking from a performance standpoint.
Prior to 2008, there were three six-speed transmissions available: a traditional manual, a traditional automatic and BMW’s SMG, which used an electronically controlled clutch to provide both the responsiveness of a manual and the forget-about-it friendliness of an automatic. Sounds good, but in reality, we’d steer clear of this transmission, as its herky-jerky performance makes everyday driving a pain in the neck. Most 6 Series from this time were equipped with the traditional automatic, but it didn’t become standard until 2010. The manual became an option at that point.
In reviews of this BMW 6 Series, we found that the ride was supple and quiet, the brakes were powerful, and despite nearly 2 tons of weight, handling limits remained high thanks to aggressive tires and a well-balanced rear-drive chassis. However, the 6 Series experience largely depended on how you chose to equip the car. Adding the Sport package firmed up the ride and increased cornering grip via a set of 19-inch wheels and tires, while the variable-ratio active steering quickened low-speed turning response.
As with any luxury touring coupe or convertible, the specific mission of this BMW 6 Series was to cover lots of road in a hurry while making its occupants look and feel great — the front ones, anyway. Unfortunately, the 6 Series offered precious little of the rear seat space found in its contemporary 5 Series sedan counterpart despite similar midsize dimensions. The 6’s swoopier body lines were the reason for this, but even with the heightened focus on appearances, neither the 650i coupe nor the convertible could be considered the pinnacle of style.
Buyers of a used 6 Series should note that beyond the powertrain changes, in-car electronics were also upgraded over the years. Early models feature older versions of BMW’s iDrive system, which was still in its nascent stages and quite frustrating to use. Gradual improvements were made, but it wasn’t until 2010 that the system became fully worthwhile.
Not counting the BMW 8 Series of 1990s vintage, the only true predecessor to BMW’s big coupe is the 6 Series that spanned from 1977-’89. All models used an inline six-cylinder engine ranging from 3.2 to 3.5 liters, tuned to varying degrees of power. Even the most potent version could only accelerate to 60 mph in the low 6-second range and grip the road in the upper 0.70g range — modest by today’s standards — while the car’s semi-trailing arm rear suspension never did the best job of keeping the car planted to the road. Still, it was an engaging car to drive in its day and, for that reason, the original BMW 6 Series coupe retains an important place in BMW history.