Mercedes Benz 2010 E-Class Range

Mercedes Benz 2010 E-Class Range

YES......Ladies And Gentlemen.:)

I already know what you're thinking – the fact that as of late, there's been a notable absence of Mercedes reviews here at eMercedesBenz.  Indeed, we have fallen a bit behind in our Mercedes review coverage, but not to worry my dear readers, because even as you read this, we're diligently catching up on the various Mercedes reviews that we've missed.  In fact, we have not one... not two... not even five... but a grand total of eleven articles we're bringing you, all of which analyze the brand-new 2010 Mercedes E-Class.

To make viewing easier, I'm going to split up the articles into three Mercedes Review Roundups, starting with this one that analyzes the 2010 Mercedes E-Class range as a whole.  Subsequently, i'll then publish the individual E-Class model reviews for your viewing entertainment.  So without further ado, the first of three 2010 Mercedes E-Class Review Roundups.

Enjoy ladies and gentlemen.

And before I go, a huge thanks to our good friend Shiv, the fine gentlemen gracious enough to send us each of the reviews.  As always, we sincerely appreciate it.

Mercedes Benz 2010 E-Class What Car??

"Performance:  three new diesel engines and a couple of direct-injection petrol turbos provide the bread and butter, while V6 and V8 petrols and a V6 diesel are the jam. Despite the emissions clean-up campaign they are more than adequately powerful, with the mid-range 170bhp diesel in the E220 CDI – the big seller – particularly impressive.

Ride & handling:  you'll need to pick your car carefully, because there are three different suspension systems (one for the SE, a lowered version for Avantgarde and Sport models, and air-sprung on the V8-engined E500) plus a variety of wheel-and-tyre combinations. Based on the Avantgarde with 17-inch wheels we've driven, the ride is pliant and supple, high-speed stability is rock-solid and clever shock absorbing contributes towards tidy if unexciting handling.

Refinement:  bad news first: there's some wind flutter along the sides at motorway speed, road noise on coarse surfaces is rather too high and the most powerful four-cylinder diesel in the E250 CDI is gruff when accelerating hard. That aside, the E-Class is a model of refinement and smoothness with a cabin that is a haven of peace.

Quality & reliability:  Mercedes is clawing its way back after a spell when it was criticised for dumbing down on both quality and reliability testing. Mercedes says that the E-Class covered more development miles than any of its previous models, while the materials in the cabin are a decided step back towards top form, with squishy plastics and slick switchgear. Only the lower seat bases and door trims - the areas most likely to be scuffed - are hard and unyielding.

Behind the wheel:  the interior style of the E-Class echoes that of the bigger S-Class to some extent, with a central control unit to operate many functions. The seats offer excellent comfort and can be combined with massagers and automatic side bolsters that hold you tighter when cornering. The trouble is, the more extras you order the busier the interior becomes: there can be more than 60 buttons and switches around the driver.

Mercedes Benz 2010 E-Class Via Drive..

"Slip behind the wheel of the new E-Class and there are some welcome familiarities as well as welcome surprises. When you clip the seatbelt, for instance, it automatically squeezes against your chest to take out unwanted slack. In the rear, the seatbelts can even adjust their holding force depending on the size of the passenger.  Peering over the dash, you can still see the three-pointed star on the nose of the bonnet, a satisfying reminder that the $90,000 [Australian dollar] or more you've spent buys more than brilliant engineering and a sublime driving experience.

The steering wheel and basic-but-functional switchgear follow a familiar Benz theme. Ergonomically, the dials and buttons are easy to use but lack some panache in their presentation. Changes continue: the instrument binnacle has an angled surround, while the mirrors are conspicuously square in keeping with the sharpened exterior. A monochrome circular screen in the centre of the speedo would have more vibrancy in colour but it's at least a neat way of packaging the trip computer, which incorporates a digital speed readout.

Disappointingly, there's still a foot-operated park brake instead of the modern button-operated ones. But it's the only hiccup with what is an otherwise functional, user-friendly layout. The toggle switches to adjust the ventilation system are a lesson in stylish simplicity.  The interior of the E is interspersed with classy satin-finish metal, bright chrome on the door handles and real woodgrain.

Four-cylinder models make do with a five-speed automatic (one cog off the pace in the luxury market, it has to be said) while V6s and V8s get a seven-speed, which also relegates the gear selector to a stalk on the steering column, freeing up more space in the centre console.

Our first experience in the new E came in the E250 CGI. On paper, some may be cautious about a 1.8-litre four-cylinder being tasked with shifting a 1.7-tonne four-door. But the addition of a turbocharger boosts output, with 150kW available.  Performance isn't outstanding but is adequate, especially considering the claimed fuel average is 7.3L/100km. There's a bland sound to the exhaust and a hint of vibration at higher engine revs but the car accelerates cleanly and smoothly, giving the impression of a bigger engine beneath.  The auto transmission generally shifts intelligently, although it can occasionally be caught out on downchanges with a dramatic lurch as it fumbles for the right ratio.

 

The same can be said of the diesel E250 CDI, although its impressive spread of torque (or mid-range pulling power) reduces the need for gear changes. There's a mild drone defining the diesel engine but its flexible low-rev response and ability to maintain speed up hills makes it an effortless tourer."

Source:-mercedesbenz.com

Geneva Preview:2011 Kia Sportage

We're still short on details about the engine range, but chances are that the 2011 Sportage will be offered with the same 2.0-liter and 2.4-liter four cylinder engines coupled to six-speed transmissions as the Tuscon in North America, while in Europe, it will most likely get the same 1.7-liter and 2.0 liter diesels, and 1.6-liter and 2.0-liter gasoline units as the iX35.


Penned under the guidance of former Audi designer Peter Schreyer, the new Sportage carries the new Kia family look as seen on the Soul, Cadenza sedan and Sorento SUV, but it appears to have a more European flavor to it, with extra attention given to details.


The five-door crossover shares its platform with the also new Hyundai Tucson, known as the ix35 in Europe. It is longer and wider than the outgoing Sportage, something that should translate to improved cabin space.


This handsome-looking compact crossover is the next generation 2011 Kia Sportage that will be unveiled to the public for the first time at the upcoming 2010 Geneva Motor Show in the beginning of March.
Source:carscoop

BMW Prepping Production Version Of Vision EfficientDynamics Concept

We brought you the first official details on the Vision EfficientDynamics concept straight from last year's Frankfurt Auto Show, but here's a quick refresher: it's a three-cylinder diesel, four-door, plug-in hybrid that promises M Division performance from its combined 356-horsepower, 590-pound-foot output.


The arrangement of the hybrid powertrain allows the diesel engine to drive the rear wheels directly or with assistance from a rear-axle electric motor through a six-speed gearbox, while the electric motor up front drives the front wheels on pure electricity, and all three systems can work in tandem for maximum performance. This delivers a range of possibilities for in-town and performance driving.


Reaction to the 356-horsepower and 590 pound-feet of torque plug-in electric (one lithium-polymer battery stack + two electric motors) with dedicated lighter-weight three-cylinder diesel range-extending engine mounted amidships has been off the charts. Now we're all waiting for more details and, of course, that sticky price issue.


According to the report on the Vision's production path, BMW is looking at turning the highly conceptual design into a production-ready car for 2013. Target volumes are about 5,000 to 10,000, meaning BMW is planning to make the car at least reasonably affordable. Despite the relatively high volume targets, the report indicates BMW is envisioning this car as a successor to the M1, a legend in its own right, and progenitor of the M Division.


We may be able to look forward to a preview of the new plug-in hybrid this summer, possibly leading up to a nearer-to-production concept preview at Paris. One thing that's for sure, according to the report, is that the long and clumsy Vision EfficientDynamics name will be making a quiet exit. And 2013 will be one interesting year for performance electrics.


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Tesla to kill the Roadster in 2011, new version coming in 2013?

As everyone's aware, the current iteration of the Tesla Roadster is built in Hethel, England by Lotus using Elise/Exige underpinnings. Judging by the quote above, that means the Elise/Exige is due to be replaced by a new model (good news for enthusiasts), but that leaves Tesla up a creek without the proverbial paddle.


The Model S is due to come out in 2012, which means Tesla might not have any revenue coming in until the all-electric sedan goes on sale. If there's a snag with anything in the launch of the sedan – design, production, engineering, you name it – then Tesla's in serious trouble. That might make investors wary when the upstart automaker finally begins offering shares.


So, bottom line: If you want the current Roadster, order now, or wait until the all-new Roadster goes on sale in 2013.
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Toyota Releases new Auris 2010 model range

On sale throughout Europe from early spring, the new Auris 2010 model range will make its European debut at this year's Geneva motor show.

Building on a solid reputation for roominess, comfort, practicality and reliability, the Auris 2010 combines marked improvements in exterior style, perceived interior quality and ergonomics with a wide choice of clean engine technologies and a more refined driving experience.


The Toyota Auris 2010 engine range features a choice of three petrol and three diesel units offering the performance- and economy-enhancing benefits of Toyota Optimal Drive. Complemented by the Auris HSD's full hybrid technology, this unique line-up will offer customers the most comprehensive range of powertrains in the C segment.
Source: Toyota

Honda Begins Operation of New Solar Hydrogen Station

Honda today began operation of a next generation solar hydrogen station prototype at the Los Angeles Center of Honda R&D Americas, Inc., intended for ultimate use as a home refueling appliance capable of an overnight refill of fuel cell electric vehicles.

Designed as a single, integrated unit to fit in the user's garage, Honda's next generation Solar Hydrogen Station has a reduced size, while producing enough hydrogen (0.5kg) via an 8-hour overnight fill for daily commuting for a fuel cell electric vehicle.

The previous solar hydrogen station system required both an electrolyser and a separate compressor unit to create high pressure hydrogen. The compressor was the largest and most expensive component and reduced system efficiency. By creating a new high differential pressure electrolyser, Honda engineers were able to eliminate the compressor entirely - a world first for a home use system. This innovation also allows the size of other key components to be reduced, making the new station the world's most compact system, while improving efficiency by more than 25% (value calculated based on simulations) compared to the solar hydrogen station system it replaces.

Compatible with a "Smart Grid" energy system, the Honda Solar Hydrogen Station would enable users to refill their vehicle overnight without the requirement of hydrogen storage, which would lower CO2 emissions by using less expensive off-peak electrical power. During daytime peak power times, the Solar Hydrogen Station can export renewable electricity to the grid, providing a cost benefit to the customer, while remaining energy neutral.

Designed for simple, user-friendly operation, the intuitive system layout enables the user to easily lift and remove the fuel hose, with no hose coiling when the hose is returned to the dispenser unit.


Engineered for an 8-hour, slow fill for overnight refilling of a fuel cell electric vehicle, the home-use Solar Hydrogen Station would replenish enough hydrogen for typical daily driving distance, meeting the commuting requirements of many drivers. As with the previous generation system, the hydrogen purity from the new station meets the highest SAE (J2719) and ISO (14687) specifications.

Installed at the Los Angeles Center of Honda R&D Americas, the new Solar Hydrogen Station will employ the same 48-panel, 6.0kW solar array that powered the previous system. The array utilises thin film solar cells composed of copper, indium, gallium and selenium (CIGS) produced by Honda Soltec Co., Inc., a wholly-owned subsidiary of Honda that was established for the mass production and sales of solar cells capable of efficient renewable electricity generation. Honda's unique solar cells reduce the amount of CO2 generated during production as compared to conventional solar cells.

Designed to support the needs of the future owners of fuel cell electric vehicles, the Honda Solar Hydrogen Station was also designed to complement a public network of fast fill hydrogen stations. The Honda FCX Clarity fuel cell electric vehicle is capable of fast fill and offers driving range of 460 kilometres based on the European Driving Cycle. With fast fill public stations providing 5-minute fueling time for longer trips, and the opportunity of convenient nighttime slow filling at home using a solar station with a Smart Grid connection, the Honda FCX Clarity can cover a wide range of driving demands from the daily commute to weekend trips.

A key strategy in creating a solar hydrogen station for home-use was to create a new lifestyle with convenient, clean, energy-efficient and sustainable home refueling, by addressing the need for refueling infrastructure that can advance the wider use of fuel cell electric vehicles by consumers.

The combination of a fuel cell electric vehicle and the solar hydrogen station could help lead to the establishment of a hydrogen society based on renewable energy, resulting in a major reduction of CO2 emissions and greater energy sustainability.


Honda began operation of its first Solar Hydrogen Station at the Los Angeles Center of Honda R&D Americas in 2001:

2001	3-unit system with hydrogen storage begins operation.
2003	New 2-unit system with an original Honda electrolyser and a new solar array utilizing prototype Honda CIGS solar cells offers improved system efficiency.
2008	Solar array fitted with mass production CIGS cells from Honda Soltec Co., reducing the size of the array by 20% and further improving photo voltaic (PV) energy efficiency.
2010	New single-unit station begins operation, improving to world’s best system efficiency – increasing the efficiency by more than 25% (value calculated based on simulations) compared to the previous solar hydrogen station system, for a world’s highest system efficiency.

via:world car fans

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